Flying to Calypso's isle

Mary Attard talks to Roy Perry about the Malta-Gozo airlink

"The first of four aircraft to operate the air link to Gozo landed recently at Luqa. It was christened 'Calypso' and was the second aircraft to be placed on the new Maltese Register (9H.AAB). It is hoped that the service will start as soon as the airfield in Gozo can be completed. This will be on the site of the forward airbase created in July 1943 by the RAF and US Army"

This was the news in 1968 when a local company was set up to operate the service and four Islander aircraft were ordered. Calypso flew directly from the Isle of Wight. The Nationalist government backed the plans at the time. Work started to acquire the land but three years later, with a change of government, work was halted, the order cancelled, and the sole aircraft sold never having landed in Gozo.

Gozitans and visitors had to wait until 1987 for the next move to link the islands by air. It was agreed to create a helicopter landing pad at Ta' Lambert, limits of Xewkija, near the site of the wartime airfield.

Malta Air Charter, a subsidiary of Air Malta, leased two Russian-built Mil-8 machines, originally from Aeroflot and then from a Bulgarian operator for the service. The deal included pilots and cabin crew.

Commuters soon adapted to the Cyrillic language signs and the service was well supported. Helicopter operations are much more expensive than fixed wing aircraft so the fares were high, despite a reduction for local ID cardholders. The 'terminal' comprised a stone hut near the landing pad.

In May 1996, these facilities were enormously improved by the extension of the landing area and the construction of a smart new passenger terminal of a very high standard. This infrastructure exists today and the Gozo Heliport complies with all the needs of international regulatory bodies, such as ATOL and IATA.

Operations in the Maltese Islands were usually carried out under VFR (Visual Flight Rules) and this was only occasionally hindered by severe rainstorms. The aging helicopters were finally at the end of their life, having provided an excellent, if rather basic service.

With Malta's accession into the EU, tighter regulations came into effect. A Spanish operator was invited to take over. They used the smaller and more modern SA365 Dauphin 2 machines. Their major routes are between Spain and that country's enclaves in North Africa.

The very high running costs led to similarly high fares being charged and the company finally ceased operations in Malta.

Now, this year, 39 years after the formation of Malta to Gozo Air Services Ltd and 64 years after the first Spitfire touched down on its soil, Gozo is without a land-based air service route.

There are island communities from the Caribbean to New Zealand which have thrived, both commercially and touristically, from having a fast, efficient air service.

Earlier this month I met Roy Perry, an aircraft enthusiast and a resident of Gozo, to let me in on his ideas for an airlink between the islands. He was quite happy to share his thoughts on the matter.

What do you think of the new airlink proposals?

At least we now have a temporary proposal from an entrepreneur with interests in the resort being developed alongside a Grand Harbour creek. No doubt, his principal aim is to provide an exciting adventure for guests staying at the complex.

This is an admirable initiative. The sight of a DHC-3 Otter Floatplane lifting off in spray to climb out over St Elmo will be magnificent. The aircraft type is still much in demand in the Canadian North West for recreational activities.

The future of the earliest De Havilland Canada designs is now assured since a company in Vancouver BC has purchased the manufacturing rights for the DHC-1 Chipmunk trainer to the DHC-7 STOL (short take-off and landing) airliner.

The offer to transfer Gozo-bound passengers to Vittoriosa and fly them to the water off Mgarr must only be seen as a stop-gap, however. I think tourists would have to be pretty adventurous to go through the following process on arrival at MIA, more than once: climb on a minibus, travel 20 minutes to Grand Harbour, embark from a boat or jetty, up a narrow ladder, into a cramped cabin, then taxi to a variable take-off point (dependent on wind direction), flying in a single engined aircraft for 10 minutes to a landing on water outside Mgarr Harbour, boarding another boat to land, and then have to face another transfer by minibus to even get close to their resort. (By the way, why not land at Marsalforn? Here there is a jetty previously used by Side-wall Hovercraft and launches)

The seaplane concerned is a Floatplane i.e. its normal undercarriage is replaced by two long floats. These floats can have retractable wheels added to their undersides but the likelihood of regular sea-to-land operations is low because of the effect of cross-winds when landing on a runway.

Then there are the considerable expenses of security and ground-handling charges at MIA. Finally, passengers need to be agile and have little luggage.

The tourist industry in Gozo is in decline, mainly because of the considerable inconvenience of road and ferry travel. Commercial investment is reducing for the same reason. As a resident of Gozo since 1990, I have taken up the challenge of bringing some common sense into the matter.

So what are you suggesting, then?

There is a fully functioning airport terminal at Xewkija where a skeleton staff awaits the arrival of private and military 'choppers'. All it needs to become operational as an airfield is the clearance of land which is 85 per cent derelict and where building rubble, broken-down trucks and trailers mar the landscape.

The construction of a STOL airport would enhance the area considerably and would be a gateway that Gozitans would be proud of.

But who will construct the runway and access roads?

Building a runway is probably less of a challenge than reconstructing a by-pass and I am impressed by the civil engineering expertise shown by Maltese engineers over the past 15 years.

Care has to be taken to protect archeological sites, ensure there is little disruption to soil-water drainage across the area and to relocate a few power lines. It would be very important to use the site to create a surface water catchment area with storm gullies feeding cisterns or a reservoir to meet the needs of agriculture.

I am a guest in your country and it is not my place to suggest how the project could be financed. Similar projects have been undertaken elsewhere in Europe using three basic sources.

• central government, through its infrastructure, military and civil aviation budgets;

• a grant or loan from the European Commission;

• a private/public alliance with an operating company leasing buildings and land.

I am not in a position to make a recommendation and there may well be other alternatives.

What exactly are you proposing, then?

I believe that a reliable, inexpensive modern air link should operate here. As in 1968, there are aircraft in Malta capable of launching a service. One of these is the ubiquitous Islander, which is already in use by the AFM Air Squadron.

The Armed Forces would jump at the chance to land and operate from Gozo and it would speed up the transfer of funds and personnel. It would aid in the evacuation of victims of civil or natural disasters, The aircraft can operate off a field length of less than 1,000 ft.

The commercial service could be started with a Canadian-built aircraft; the turbo-prop DHC-6-300 Twin Otter. Aircraft of this type are regularly serviced in Malta. This 18-seat aircraft is pressurised and can operate up to 26,000 ft.

It needs a runway of 2,400 ft and is suitable for longer range services, perhaps to Italy and North Africa.

The passenger cabin is rather cramped but there is an aisle and in-flight service could be provided. For the shuttle service between the islands and to Catania, I recommend the Islander's big sister, the Britten-Norman BN2A Mk III Trislander.

The plane's name in part refers to the fact that the aircraft has not one, but three engines for extra safety. Coincidentally, operations often serve three islands (For example, Alderney-Guernsey-Jersey or St Maarten-Anguilla-Saba).

In Malta they would be able to carry 16 passengers. The aircraft uses just 1,350 ft of runway and can land on poorly prepared surfaces. It is exceptionally easy to board as its bench seats are accessed by four large doors, just like climbing into a pick-up cab. This is a boon to the elderly and infirm. The cabin can be quickly converted to accept stretchers and freight.

And what about the runway?

I would prefer a properly laid tarmac strip to the south of the Heliport. A taxiway would link this to an extended helicopter pad which would be used as the apron or ramp.

The current terminal building would be sufficient for operations with the addition of a Customs/Immigration walk-through area before baggage claim. Officers here would only need to attend flights to or from non-EU countries. Prior notice is always required and officers could go up from Mgarr.

What about pollution and hazards that may affect operations?

The only hazards that would compromise safety on approach are the local power cables. Buildings within one kilometre are single storey. St John the Baptist Rotunda is not on the centre line and would be well below a normal approach. Compare this with operations at London City Airport where a steep approach to avoid 20-storey buildings is still acceptable.

The aircraft types proposed have low emissions compared to pure jet types and would probably emit fewer pollutants than a fully loaded concrete truck toiling up Republic Street in Victoria. All operations would come under the auspices of the Department of Civil Aviation and it is essential to discuss these ideas with the DCA.

Could there be any other uses for the airfield in Gozo?

Recreational flying is still on the increase in Europe and regular air-rallies, patrols and races attract many spectators, as we have seen over the years at Luqa. So Gozo should welcome the well-heeled private pilot and his family.

Aero Club and Ultralight operations would be far simpler away from the constraints of a busy international airport. Modern two-seat ultralight machines would be able to safely use an extended helicopter pad until the main runway is completed. Just the addition of the Malta-Gozo leg would aid the navigational aspects of flying training.

The area between the runway and perimeter would be grassed to ensure that sand and dirt is kept away from moving parts. To the European visitor this would provide a welcome sight on final approach.

Two of the lawned areas would serve other purposes as shown on the proposed plan. Light aircraft would be parked outside a hangar with resident machines stabled within. The Aero Club Malta has just erected a building for four light machines at Luqa for less than Lm30,000.

The other grassed area could be developed into long overdue recreational parkland. One suggestion here is the establishment of a golf driving range and 'pitch-and-putt' area. A bowling green would also be a possibility.

What do you say to those who are against an airlink?

I sincerely hope this information will lead to a better understanding of the proposals and will help avoid emotionally-based statements which tend to restrict a debate.

I look for a prompt resolution of the situation. For the island to be without an airlink will have a detrimental effect on its business standing and prospects in the tourism industry.

I can only observe that if we attract affluent visitors then all the facilities on the island, from the Crafts Village at Ta' Dbiegi to the Gozo Experience will see an upsurge in income, as will the Gozo Ministry.

I wish to start a check-list of reasons for an air service and I invite readers to put forward reasons of their own to supplement the list. Just send an e-mail to mercator@keyworld.net.