Aeroejecotivos DC-3 flight to Los Roques
Buenos días at Caracas Maiquetia Airport
by Jan Koppen
(written in 2001)
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The slums are situated very close to the airport.
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Simon Bolivar International - Next to the high-tech-jets of the world leading airlines, Caracas is still also home to a large number of second generation jets like, DC-9s of Aeropostal, Aserca and Laser, Boeing 727s of Avensa, Aeropostal, American, Mexicana and Lineas Aereas de Suramericana, Boeing 737-200s of Avensa and TACA and DC-8s of MAS Air Cargo. In front of Avensa’s scenic hangar a large number of jets are in store. I counted seven Boeing 727s, eight DC-9s and one Boeing 737-200 in various states of disassembly. Also the days of Venezuela as one of South America’s piston-powered airliner havens would seem to be over as ATR-42s and Dash 8s abounded everywhere.
But this story goes about the, then, only DC-3 operator at Caracas namely; - Aeroejecotivos, which flew a scheduled DC-3 service between Caracas and Los Roques island during the early 2000's. Enjoy the pics and captions!
But this story goes about the, then, only DC-3 operator at Caracas namely; - Aeroejecotivos, which flew a scheduled DC-3 service between Caracas and Los Roques island during the early 2000's. Enjoy the pics and captions!
Smart Aeroecjutivos DC-3 YV-440C 'Caballo Viejo' port engine receiving attention
on the company's ramp at Maiquetia Airport on February 23. 2001.
on the company's ramp at Maiquetia Airport on February 23. 2001.
In front of the Aeroejecutivos hangar one can find their complete fleet, which consists of two operational DC-3's (YV-440C and YV-500C), an operational, former KLM, Convair 440 (YV-223C) and a stored DC-3 (YV-426C). Regrettably no longer operational, Rent-Avion Martin 4-0-4 YV-149C is also parked at this apron. She is still complete, but no doubt suffering under the heat of the scorching Venezuelan sun.
The port engine of 'Caballo Viejo' comes under scrutiny during a turnround check.
'Caballo Viejo' (Old Horse) once flew for PBA, Trans Texas and American Airlines.
Lazing under a glorious blue sky, Aeroejecutivos sole piston-engined Convair 440 YV-223C, is seen at the airline's Maiquetia base.
Former KLM Royal Dutch Airlines Convair 440 Metropolitan, PH-CGC, Pratt & Whitney-2800's undergoes maintenance at the Aeroejecutivos base at Maiquetia Airport, on February 23, 2001.
The interior, of this one-time KLM Convair, is fitted with fifty seats and the aircraft is used on charter flights to Southern Venezuela and various Caribbean islands.
If R-2800's could burn kerosene instead of avgas, they’d probably go on forever!
Although, existing as an hulk, DC-3 YV-426C may once take to the skies again!
Gods best Boeing, the 727!
Lineas Aereas de Suramericanas was operating cargo flights between Bogotá and Caracas for KLM Royal Dutch Airlines.
HK-1273 formerly flew for SAM Colombia, Avianca and Continental Airlines.
When the 727 prototype made its maiden flight on February 09, 1963, one of the more unexpected phenomena experienced was a series of compressor stalls in the center engine. The problem was traced to turbulent airflow caused by the oval shape of the intake in the tail-mounted number two engine. As can be seen from this photograph. Boeing company decided to stick with the original external design which remains a distinctive feature of the shorter-100 series. The turbulent flow characteristics and the engine surges, were cured by lining the inside of the large snake-like ‘S-duct’ which feeds air to the engine, with vortex generators (VGs). These are tiny projections more frequently seen on the upper surfaces.
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KLM staff, Julio Pulido and Nelson, supervice the unloading of cargo flight KL9702.
Raisbeck 727 hushkits; - The tailpipe mixer has 12 lobes is constructed of a stainless steel alloy and replaces the non-acoustic tailpipes.
In close proximity of the Aeroejecutivos ramp, I found several former NWA
Convair 580's stored near Air Venezuela's maintenance base at Maiquetia.
Convair 580's stored near Air Venezuela's maintenance base at Maiquetia.
In front of the Air Venezuela hangar were several operational Convair 580s present, of which one was in a freighter configuration. Six other were stored in a neatly line in front of the corrugated iron plated cargo warehouses. Three of them wearing the faded livery of their former operator Northwest Airlines. YV-974C, seen here in her 'white dress' was finally scrapped.
These Convairliners are awaiting an uncertain furture.
The Convair 580 is a conversion from the Convair CV-340 (Allison Prop-Jet Convair 340) or CV-440 aircraft with two Allison 501 D13D/H turboprop engines with four-blade propellers, in place of piston engines with three-blade propellers, an enlarged vertical fin and modified horizontal stabilizers. The conversions were performed by Pacific Airmotive on behalf of the Allison Engine Company. The conversions took 60 days. The CV-580 served with the original Frontier Airlines (1950-1986), Allegheny Airlines and North Central Airlines for many years and was also the first aircraft type operated by American Eagle on behalf of American Airlines in code sharing feeder service.
Both YV-975C and YV-971C, flew during the 70's for North Central Airlines in the U.S.
YV-968C Convair 580, at CCS during the last week of February 2001. The Convair, which was manufactured as a '340' in 1953, is ex Continental Airlines . Later with North Central and then a whole bunch of odds & ends after that until acquired by Air Venezuela in January 1997. In 2005 seen was still seen in derelict condition besides the Caracas runway.
Still wearing their former Northwest Airlines fleetnumbers.
This Convair started life as a '340' in 1953. She previously served with Texaco Petroleum and North Central, before she started working for Republic Airlines in 1979. In 1986 Republic was bought by Northwest Airlines, as did the Convair which went to the Northwest Airlink subsidairy. In January 1997 she was sold for parts to Air Venezuela and registered YV-971C. During May 2005 she was finally broken-up.
This Convair started life as a '340' in 1952. She previously served with Frontier Airlines and Aspen Airways, before she started working for Era Aviation in 1980. In May 2003 she was sold to Kelowna Flightcraft in may 2003. In 2010 she was seen partly dismantled at Kelowna airport.
This Convair started life as a '340' in 1952. She previously served with Frontier Airlines and Aspen Airways, before she started working for Era Aviation in 1980. In May 2003 she was sold to Kelowna Flightcraft in may 2003. In 2010 she was seen partly dismantled at Kelowna airport.
Former Northwest pilot John Rosenberg told me the following about ship 519; - Believe it or not I actually remember ship 519 because It was my least favorite 580 in the fleet. The reason was because the rubber/plastic coating on the left hand yoke was completely worn away and the yoke was bare metal. It often felt cold and was a little thinner. Funny the things you remember that stand out.
Former Air Venezuela pilot Dror Kassab told me the following about ship 519; -I brought YV-971C from El Paso Texas to Maiquetía International Airport in 1997 and flew it many hours on Air Venezuela 580's in Venezuela until 2001.
YV-970C was delivered new to Phillipine Airlines. Within two years she was sold to Braniff in the USA. The aircraft was converted to ‘580’ status in early 60's. In May 1997 she was acquired by Air Venezuela. Unfortunately Air Venezuela ceased operation on January 01, 2001 and during the following years the 580 was parted-out & scrapped at Caracas.
Sadly, the formidable paddle-bladed propellors of Air Venezuela Convair 580, YV-969C, didn't saw another day's action.
Before her assignment with Air Venezuela, YV-972C flew for Northwest Airlines, Republic and North Central.
This all white Convair 580 (YV-1059C) was present at Air Venezuela's Maiquetia base and had undergone conversion to a freighter lately.
The slums are situated very close to the airport.
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Welcome aboard Aeroejecutivos Flight 501 from Caracas to Los Roques.
Aeroejecutivos - Inside the domestic terminal at Caracas Airport, one can find the small ticket counter of Aeroejecutivos, an small airline with a wonderfully colorful livery that operates a twice daily passenger DC-3 service to Los Roques Islands. The largest island, El Gran Roque, supports a small fishing town, beaches and a short airstrip. It is a paradise for scuba divers and sport fishermen, and for others just a rather picturesque location.
After meeting Aeroejecotivos Chief Pilot Luis Piccardo and his co-pilot Naim Marquez Martinez, I was invited along the 50 minutes flight to Los Roques. Usually, the airline’s DC-3 is parked on the business ramp, in between the executive jets. YV-440C was planned for the afternoon flight. This early production DC-3A, named ‘Caballo Viejo’, looked absolutely immaculate and stood proudly amongst the characterless sleek executive jets awaiting her passengers.
After meeting Aeroejecotivos Chief Pilot Luis Piccardo and his co-pilot Naim Marquez Martinez, I was invited along the 50 minutes flight to Los Roques. Usually, the airline’s DC-3 is parked on the business ramp, in between the executive jets. YV-440C was planned for the afternoon flight. This early production DC-3A, named ‘Caballo Viejo’, looked absolutely immaculate and stood proudly amongst the characterless sleek executive jets awaiting her passengers.
Captain Luis Piccardo and F/O Naim Márquez Martínez at work in the cockpit of DC-3 YV-440C.
Time to fly - The door closed at 16.15 local time, and we strapped ourselves in to our seats. Fortunately I was allowed to take up residence in the jumpseat. Under the watchful eye of a ground crew man armed with a fire extinguisher, Luis brought the two Pratt & Whitney Twin Wasps to life. Allowing the R-1830s time to warm up prior to departure is a very important to extend their lifecycle. As we waited, flight attendant Merluis came forward to announce that the cabin was secure and to confirm the passengers count.
Once YV-440Cs engines had warmed up, we taxied out, moving gingerly on the crowded ramp. After completing engine and other pre-take-off checks, we taxied out to the ‘button’ of runway 08. Power checks were commenced, and thankfully both engines indicated that they were up to the task. At approximately 16.30, Luis eased forward the throttles, release the brakes, and we were on our way. ‘Caballo Viejo’s tail came up very rapidly and a few seconds later we were airborne. A bank to the left brought us onto a heading of 024 degrees, on course for the 80 nautical mile trip to El Gran Roque.
As we settled into the cruise at 7,000 feet, attractive Merluis came up front to offer drinks, which were kindly accepted ! The roar of the R-1830s just outside the windows was not conductive to conversation, so I just watched the tops of clouds drift by as the GPS unit mounted on the instrument panel guided us straight towards our destination.
Once YV-440Cs engines had warmed up, we taxied out, moving gingerly on the crowded ramp. After completing engine and other pre-take-off checks, we taxied out to the ‘button’ of runway 08. Power checks were commenced, and thankfully both engines indicated that they were up to the task. At approximately 16.30, Luis eased forward the throttles, release the brakes, and we were on our way. ‘Caballo Viejo’s tail came up very rapidly and a few seconds later we were airborne. A bank to the left brought us onto a heading of 024 degrees, on course for the 80 nautical mile trip to El Gran Roque.
As we settled into the cruise at 7,000 feet, attractive Merluis came up front to offer drinks, which were kindly accepted ! The roar of the R-1830s just outside the windows was not conductive to conversation, so I just watched the tops of clouds drift by as the GPS unit mounted on the instrument panel guided us straight towards our destination.
The attractive flight attendent Merluis welcomes one aboard the smart DC-3 with fresh coffee.
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With all cylinders firing smoothly, the Twin Wasp radial help YV-440C safely on her way across the Carribean Sea.
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Heading for the only real navigational aid en-route Gran Roque VOR (113.1 LRS).
The well equipped cockpit of YV-440C with the recent addition of a GPS.
El Gran Roque in-sight - About 25 nautical miles from El Gran Roque, we began our descent. Far too soon the narrow strip of pavement on a tiny rock came into sight. Necks were craned to watch for any other traffic as we entered a standard left-hand circuit. Flaps were lowered in stages, followed by the landing gear. As we came in over the threshold, power was cut, and we made a smooth main wheel landing. A few seconds later, the tailwheel came down and we slowed to a halt. After turning around, we back-tracked along the runway to a small apron.
An Aerotuy Dash 8 had preceded us there, and was already preparing for its return flight to Caracas. Off to one side, a Rutaca EMB-110 was also preparing for departure. We parked and Luis shut down the engines, and the passengers were allowed to disembark.
An Aerotuy Dash 8 had preceded us there, and was already preparing for its return flight to Caracas. Off to one side, a Rutaca EMB-110 was also preparing for departure. We parked and Luis shut down the engines, and the passengers were allowed to disembark.
Typical unloading scene at Los Roques.
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DC-3A YV-440C 'Caballo Viejo' resting on the makeshift ramp of Los Roques Island on February 22, 2001.
'FOUR-FOUR-ZERO-CHARLIE' history file.
She was originally delivered new in February 1940 to American Airlines as NC21797 complete with starboard passenger door and Wright Cyclone engines. She was converted to DC-3A standard for Trans Texas Airways nine years later, and having retained her right hand door, she went on to serve with the famous Provincetown Boston Airlines as N31PB before she was sold to Aeroejecutivos. This aircraft has spent virtually her entire flying career hauling passengers.
Los Roques Island is situated some 150 NM. north of Caracas.
Dash-7's of Linea Turistica Aerotuy are regular visitors of this 'Paradise Island'.
De Havilland Canada DHC-7-102 YV-638C of LTA was delivered new to Air Pacific in 1979. Transferred to US mainland in 1980 for various operators before going to the Venezuelan register in 1996. The Lucky operator became Linea Turistica Aereotuy.
Face to face picture directly from Los Roques, Venezuela.
The low angled light of a February late afternoon highlights the alluminum spinner of the port engine.
YV-249C ended-up working for InselAir at the island of Curacao. Several years after Insel went bankrupt the Embraer was broken-up at Hato Airport Curacao.
F/O Naim doing his walk-around check.
Unfortunately for me, our time on the ground was a scant 15 minutes and Luis signalled me to come aboard.
A splendid Aeroejecutivos family portrait with, from left to right; - Naim, Merluis and Luis.
Tracking low over the azur blue waters - Our return trip to Caracas - now operating as “Aeroejecutivos 500” - tracked low over the azur blue waters of the Caribbean Sea and essentially retraced our outward journey. The sun was almost set as we neared Caracas and we began our descent well before reaching the coastline. The tower vectored us for a left base to runway 09. As we turned onto final, the approach lights confirmed we were right on the glideslope. With a characteristic squeal of tires, we were back on the ground.
Reflections - As we were taxiing back to our parking spot, I reflected on what a great week it had been and how lucky I had been to be able to fly such historic airliners.
Reflections - As we were taxiing back to our parking spot, I reflected on what a great week it had been and how lucky I had been to be able to fly such historic airliners.
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