Skypower Pt1: WAAC to VC10s

Throughout the 1960s and 70s Nigeria Airways was one of the strongest and most affluent of the African airlines. The Nigeria state was far from stable however, enduring multiple coups and civil war, and these factors gradually built into the fabric of the state and the state run airline itself. In the long run this institutional weakness would prove terminal but in the 60 and 70s Skypower was a powerful symbol of Nigeria's pride and potential.

Nigeria Airways short-lived VC10 5N-ABD Gemini Jets 1:400 Scale Model Airliner

The Nigerian state quickly moved towards independence during the late 1950s with self government for the various regions from 1957-59. Unfortunately the north-south religous split of Nigeria from the start created ethnic tensions, which have hamstrung Nigeria's development. Full independence for the nation was gained on October 1, 1960 and by this time it already had a national airline - Nigerian Airways.

Skypower on the tail of a leased BOAC Britannia

Nigeria had been the senior partner (with 68% of the shares) in the former West African Airways Corporation (WAAC) but as the other constituent countries gained independence they formed their own airlines and WAAC was dissolved on September 30, 1958. WAAC's livery had included green cheatlines and a flying elephant logo known as 'Skypower'. The new Nigerian Airways (later Nigeria Airways) took on both of these aspects and Skypower would become synonymous with the airline until the 1990s. The original shareholding was apportioned 51% to the Nigerian government, Elder Dempster Lines (a UK shipping company) had 32.75% and BOAC had 16.25%. This didn't last and in March 1961 the entire shareholding was owned by the Nigerian government

The early leased VC10s simply wore golden Nigeria Airways titles forward with the BOAC Golden Speedbird

Left: A 1966 timetable from the collection of Bjorn Larsson over at the amazing www.timetableimages.com

A 15 year agreement was signed with BOAC by which Nigeria Airways would lease equipment from the British flag carrier and operate international services to London in a pool arrangement (common at the time). These operations began using a B-377 Stratocruiser, but as early as April 16, 1959 a new Britannia 312 tookover the Lagos-London service. As BOAC's equipment upgraded so did the aircraft used and on April 1, 1962 the Britannia was replaced by a leased Comet 4. The domestic fleet was still built around the trusty DC-3 but orders were placed for D.H. 114 Herons and Fokker F27s, which arrived in 1962 and 1963 respectively.

G-ARVC looked awesome in this earlier Nigeria Airways livery. Note Skypower is displayed near the cockpit

The airline was by now looking at getting its own jets and ordered a pair of Standards in early 1961. These were designated as type 1104s but the airline struggled to afford them and the order was cancelled. A pair of BOAC VC10s were utilised from 1964 in co-operation with BOAC on the Lagos-Kano-London service. Nigeria Airways also began a New York service in 1964 but that merely blocked space on an existing Pan Am 707. The success of the VC10 operations inspired Nigeria Airways to fully lease a BOAC aircraft and in January 1966 G-ARVC arrived fully painted into green Nigeria Airways colours. She was operated for a year but the outbreak of the Nigerian Civil War (also known as the Biafran War) in July 1967 no doubt had a major impact on the operations of the national airline and its need for jets. BOAC continued to operate VC10s in conjunction with Nigeria Airways but they wore the BOAC scheme from then on - possibly partly due to security fears.

VC10s that wore some form of Nigeria colours

The short-lived 5N-ABD at Heathrow. Note how different the livery is to that of G-ARVC

The Biafran conflict lasted until January 1970, with horrific civilian loss of life and human rights abuses. The British government supported the Nigerian military government over the secessionist Biafrans and so kept good relations with Nigeria Airways. By 1968 VC10s were again wearing Nigeria titles. With the war almost over, in September 1969, Nigeria Airways purchased the BOAC VC10 G-ARVA, and she became 5N-ABD. The aircraft was painted into a much modernised livery, which would become broadly representative of Nigeria Airways until it's final collapse, albeit with thinner cheatlines and a reoriented tail flag.

G-ARVA, was the first production VC10, but despite its registration was not BOAC’s first VC10 and wasn’t delivered until December 1964. Unfortunately the aircraft survived barely two months in Nigeria Airways service and was lost 14km from Lagos killing all 87 onboard. The crash report did not identify the exact course of the first write-off a VC10 however it appeared to be pilot error with the plane losing visual contact with the ground in bad weather and striking palm trees. Full details of the loss of 5N-ABD can be found at the excellent www.vc10.net. Click the button below for some VC10derness :)

After the loss of its own VC10 another BOAC VC10, G-ARVL, was leased as a replacement aircraft, however the airline gradually pivoted away from BOAC and the VC10. Nigeria Airways leased several Boeing 707s and Douglas DC-8s for short periods often for Hadj duties but also to operate on the long haul routes. Flush with oil revenues the government opted to purchase its own long haul jets and ordered new 707s. Its first arrived in 1971 and was registered 5N-ABJ. This was followed by a second, in 1973 and lastly a third in January 1978. This was a new aircraft and one of the last civil 707s built. The airline regularly leased other 707s for short periods for Haji flights. For short haul routes a pair of 737-200s arrived in 1972 (5N-ANC / AND). Fokker F28s supplemented F27s on short haul routes from 1973.

5N-ABK, still in service in 1990, here departing Schiphol.

Nigeria Airways owned 707-3F9Cs

The arrival of the first 707 in 1971 actually coincided with the airline officially becoming Nigeria Airways - before then technically it was known as WAAC-Nigeria Ltd. In the 1970s Nigeria Airways was still flying high, bankrolled by the government. By the mid-70s it was time to join the widebody bandwagon and in part 2 we'll look at the airline as it reached its peak and began to sink into a sea of mismanagement, corruption and waste.

References

Nigeria Airways. Wikipedia
Nigeria Airways fleet. RZJets.net
Lost Schemes 37: Nigeria Airways VC10 1966-67. Airliner Cafe
Guttery, B. Encyclopedia of African Airlines.
Nigeria Airways Boeing 707 operations in the 1970s. Utopia Airport Blogspot
1987 NY Times. Nigeria's Flying Elephant