Advanced Party.

Technical and administrative teams with specialist equipment, spares, marquees and tents and other necessary equipment etc, had set up our base camp on the airfield. Livingstone, a fully operational international airport, was ideally positioned to handle the full Vampire training programme.

The detachment personnel were accommodated and messed at The Chalet, situated a few miles to the West of the airport. A comfortable hotel providing chalet's of 2 x two bed bedrooms with en-suite bath toilet which were shared two to a room by pilots and techs alike.

Ground School.

Our initial Vampire type ground school was conducted at the New Sarum Ground Training School, GTS, prior to departure to enable us to commence our flying training shortly after arrival in Livingstone.

During the detachment, time was set aside to continue the type addition ground school with periodic tests and exams being held in the crew room marquee, and conducted by our instructors and technical staff.

We were also taught the basics of air to air and deflection shooting using the shotgun, trap and clay pigeon method on a make shift range on the airfield. We were introduced to the method of compass swinging the G4 compass. This comprised the aircraft being connected to a battery cart and sufficient bodies to lean on the booms to raise the nosewheel and manoeuvre the aircraft onto the various compass headings.

Flying Training

The flying programme was based on the standard Advanced Flying School, AFS, syllabus. Familiarisation through 23 normal conversion exercises from initial upper airwork, circuits, checks, low flying , formation, and navigation through to night and instrument flying.
My first flight was with my instructor Colin Graves, (pictured in photo No 7, with Humph Willows and Brian Horney sitting on the runway control caravan ), in Vampire T11 SR 123 on 03 June 1955. First solo in FB 9 SR 106, was on 16 June 1955. Prior to the first solo, we had to do all the cockpit checks blind folded.

My last flight from Livingstone (on the detachment) was a formation sortie at 20000 ft followed by a visual instrument letdown in FB9 SR 112 on 11 October 1955. Total number of hours flown was 85.

Apart from a T11 medium level navigation exercise from New Sarum to Livingstone and return to New Sarum on 27 October 1955, I never had the pleasure to fly again with Colin Graves, who in my opinion, was an exceptional instructor and officer. Sadly, he was killed whilst leading an FB9 formation in a collision accident at Thornhill some years later.

The flying training area was designated as such, bounded by the airport to the south, the Livingstone/Lusaka rail line to the east , the Zambesi to the west and I recall a line on the map to the north. The low flying area north west of Livingstone was ideal, being flat and uncluttered. It was safe for low flying and immensely enjoyable for us pilots, especially when flying in the FB9 where visibility from the cockpit was excellent.

I don't recall any accidents or serious incidents occurring during our time in Livingstone. There was one occasion during night flying when a pilot on an approach to land lost sight of the runway lights. It transpired that the aircraft was below the level of the runway but fortunately far enough out on the runway extended centre line flying above ground over the Zambesi River valley. The immediate pull up of the aircraft and application of full power saved the day.

A Harvard, SR 76, was based on the airfield for flight safety and search and rescue duties.

On the lighter side.

The choice of Livingstone was good for us in many ways. A prime tourist location that offered a variety of activities for off duty personnel. Every Saturday night the Vic Falls Hotel hosted a dinner dance. This was a popular event where we could enjoy a pleasant evening with the local girls.

Many visits to the falls and the gorge, crossing the river just above the falls towards the Devils Cataract and even swimming in the Devils Armchair on the lip of the falls themselves. Happy hours fishing the river upstream of the falls.

Various means of transport were available. A regular liberty bus midweek and Saturday. Colin Graves owned a 500cc motor cycle. The Three Musketeers, Colin, on the saddle, Ossie Penton on the tank and Brian Horney on the pillion could be seen setting off on the bike to destinations various. Peter Cooke managed to borrow an old convertible we called "Leaping Leaner" as "Course Transport"(much fun in the old bus.)

The weekly Friday re supply Dakota became "The Ppsssion Run" to Salisbury. The Shell depot manager owned a Mk1 Zephyr which he kindly made available from time to time. He was rewarded with the techs fitting four good used Vampire main gear tyres to the vehicle.

Four RAF Venoms visited whilst we were there. It was good to chat with the pilots and discuss the different performance capabilities. Who would have thought that No 1 Vampire Squadron would be operating along side No 8 Venom Squadron in Aden under our Commonwealth Defence commitment some years later.

Being an international airport various commercial aircraft passed through Livingstone. On one interesting occasion an SAA Constellation failed to start the fourth motor. The pax were unloaded followed by a three engine take off. The 4th engine was started in flight the aircraft then landed , kept the 4th engine running , loaded the pax started up and took off for Johannesburg.

Return to New Sarum

No 5 Course completed their two year SSU commitment at the end of August 1955 and hence, their time in Livingstone. No 6 Course completed their Vampire training in Livingstone, returning to New Sarum in late October 1955. The course then spent the remaining four months of their SSU flying on Harvards and as Dakota co pilots on No3 Squadron.

Jerry Dunn, Mike Reynolds and myself were short listed for two pilots needed for No 3 Provost Ferry and commenced a Provost conversion in November. Jerry and I were fortunate to be the two selected, where, as I reported previously, we had the experience of a lifetime.

A final word

We were indeed fortunate to have been able to enjoy the experience of flying both the Vampire T11 and FB 9 supported by such a wonderful team of officers and men on the detachment to Livingstone. Just another small piece of the the large puzzle. Those of us who continued to or returned to serve can look back with satisfaction on their contribution to the proud, efficient and effective history of the Rhodesian Air Force.

It was many years later, 01 July 1967, that I had the good fortune to be appointed Officer Commanding No 2 Vampire Squadron based at Thornhill. It was a privilege indeed.

Bill Jelley, January 2009
Photos supplied via ORAFS by Margaret Jelley and C Booth

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