Nostalgic memories of KLM in the 1950s
Sunimalee Dias’ article in the Sunday Times dated September 11 titled ‘KLM returns to Colombo after 20 years” brought back nostalgic memories of the wonderful years Air Ceylon and KLM enjoyed in partnership which commenced in March 1956 and unfortunately terminated at the end of 1961 due to a change of Government. That period was considered the ‘Golden years of Air Ceylon.’ KLM leased Air Ceylon a sleek and graceful Lockheed L1011 Super Constellation to operate its weekly international route London/ Rome/Cairo/Karachi/Colombo/Singapore. The brilliant white fuselage was painted in bright red and yellow markings in bold letters AIR CEYLON and was often seen parked proudly alongside other famous airlines at international airports.
Sri Lankan Captains, Co-captains, Radio Officers, Flight Engineers and cabin crews were employed on those flights and passengers enjoyed the luxury of relaxing in the wide comfortable slumber lounge seats, excellent food, free liquor and personal attention. My association with KLM commenced at the beginning of 1956 when I was assigned to fly as a Radio Officer not only Air Ceylon International but also KLM on their worldwide network. Thus I was stationed in Amsterdam for five years. In the 1950s the KLM fleet consisted of Fokker Friendships, Douglas DC3s, DC4s. DC6s, DC7s, and Lockheed L1011 Super Constellations.
It was the age of propeller driven aircraft carrying loads of about 50 passengers in air conditioned and pressurized comfort hopping from city to city flying at about 300 mph and at a maximum flight level of 18,000 feet. The smaller unpressurised aircraft such as the DC3 carrying about 25 passengers flew at around 170 mph and flew below 14,000 feet. These aircraft had basic flying instruments with primitive navigational equipment and clumsy radio equipment weighed almost 100 pounds. Radio communication was done in Morse and Wireless Telegraphy. Cockpit crew consisted of a Captain, Co-pilot, Radio Officer, Flight Engineer, and a Navigator on transatlantic flights to America.
KLM had a fleet of about 80 aircraft, and a large flight crew. Therefore, every flight I did was with a different crew, a different aircraft and a different route. The pay was very good and before every flight one was given out-of-base allowance, Meal Allowance, Excess Flying Allowance, and accommodation in first class hotels for crew rest. Whilst flying Air Ceylon International, I was also assigned to fly as Radio Officer on KLM flights, to Bangkok, Manila and Tokyo on their Eastern routes and the transatlantic flights to Montreal and New York, sometimes via Keflavik for fuelling.
The South Atlantic flights were done via Lisbon to Curacao and Caracas; the African flights to Johannesburg operated via Kano in Nigeria.
By 1960 the jet age was fast approaching and W/T communication in Morse was replaced with VHF Telephony. Miniaturised pre-tuned radio transceivers were introduced on aircraft and so were navigational equipment. Navigators and Radio Officers became superfluous and were given a short training in Long Range Navigation and assigned as NAVRO on North and South transatlantic flights.
Then came the wide bodied jets which flew at speed almost breaking the sound barrier and flying as high as 40,000 ft. The flights that were done on aircraft with piston engines between Amsterdam and New York in 10 hours were reduced to five hours by jet with a quick turnaround depriving the three day crew rest. In August 1961 the KLM/Air Ceylon partnership came to an end and my wife and I sadly returned to Sri Lanka bringing back tender memories of KLM and our friends in Holland. -D.L.Sirimanne