British Island Airways (BIA) was the legal successor to British United Island Airways (BUIA).[1][2] It commenced operations under that name in mid-1970.[3] Ten years later it merged with Air Anglia, Air Wales and Air Westward to form Air UK, at the time the United Kingdom's biggest regional airline and its third-largest scheduled operator.[4] The first British Island Airways had its head office at Congreve House (1970–1972)[5][6] and Berkeley House (1973–1979),[7][8] which are respectively located in Station Road and on the high street in Redhill, Surrey.
In 1982 British Island Airways was reconstituted by splitting off the charter operation Air UK had inherited from BIA at the time of its creation into a separate company.[9]
The reconstituted BIA ceased operations in 1991.
History
Origin
British Island Airways was the new name BUIA, the regional affiliate of British United Airways (BUA), adopted in July 1970.[2] At that time the airline adopted a new livery as well.[1][3]
Following the completion of BUA's sale to Caledonian on 30 November 1970, BIA officially began its life as a legal entity in its own right the following day, 1 December 1970.[11]
British Island Airways "Mark One" (1970–1980)
BIA's corporate headquarters was located at Redhill, Surrey. The airline's main engineering base was at Blackpool while its main operating base was at London Gatwick. Other airports that used to receive BIA's regular scheduled passenger services in the early to mid-1970s included Antwerp, Belfast, Blackpool, Dublin, Edinburgh, Exeter, Glasgow, Guernsey, the Isle of Man, Jersey, Manchester, Newcastle, Paris Orly and Southampton. Many of the services to the Channel Islands and the Isle of Man were operated on a seasonal basis — exceptions being year-round operations linking Gatwick with Guernsey, Southampton with both Channel Islands and the Isle of Man with Blackpool and Belfast. BIA's scheduled route network was considerably enlarged in 1979 when it assumed the entire scheduled operation of British Air Ferries (BAF).[12][13][14]
All passenger services were operated with a fleet of 50-seat Handley Page Dart Heraldturboprops.[1] Each of these aircraft was convertible, enabling them to be used to operate all-cargo services as well. BIA inherited most of these aircraft at the time of its inception from BUIA. It subsequently acquired additional second-hand examples from various other sources.[15]
In addition to its Herald turboprop fleet, BIA also inherited a small number of Douglas DC-3 "Dakota" piston-engined airliners from BUIA. These exclusively operated freight services until the last example's retirement on 30 May 1974.[1][15][16][17] Until then, the DC-3 freighters (together with the convertible Heralds) were kept busy carrying mail and cargo, including fresh flowers from the Channel Islands to the UK mainland (principally Bournemouth and Gatwick) as well as overnight newspaper deliveries from Gatwick under contract to the Ministry of Defence to supply the UK's armed forces in Germany.[15]
A limited amount of charter flying (passenger and freight) also occurred, including BIA's speciality of one-hour aerial geography trips for school groups from the Gatwick catchment area, which took advantage of the Herald's superb downward passenger visibility (due to high wings and relatively large windows) on low altitude flying tours of Southeast England, usually incorporating a traverse of the south coasts of Kent, Sussex and Hampshire and the opportunity to see the North and South Downs plus the Weald from the air.[15]
Following the DC-3's retirement, BIA standardised its fleet on twelve Handley Page Dart Herald turboprops. The airline augmented its core fleet during the busy summer holiday period when it leased in additional Heralds from other operators, such as British Midland, on a wet lease basis.[15]
To justify the introduction of larger, more modern jet aircraft types into its fleet as well as to substantially improve its financial performance, BIA needed access to higher volume, higher profile year-round scheduled routes that had the potential to attract a significant number of business travellers.[18]
In 1977, BIA applied to the Civil Aviation Authority (CAA) to serve Dublin, Copenhagen, Hamburg, Frankfurt, Zürich and Geneva from Gatwick on a regular, year-round scheduled basis.[19][20][21] (At that time British Airways, British Caledonian and Dan-Air applied to serve these and other destinations from Gatwick on a regular scheduled basis as well.) In support of its application, BIA had proposed to begin operating these services with three 65-seater Fokker F-28 1000 series "Fellowship" jet aircraft, which it was planning to acquire second-hand from Germanair, rather than the larger BAC One-Eleven 500s its rivals had planned to use on their services. These had almost twice the seating capacity of the Fokker jets.[20] Using smaller aircraft would have enabled BIA to offer more frequent flights, thereby offering a more attractive product for the business travel market.[19][22] BIA reckoned that this would improve its chances of being awarded these licences.[21][22]
In the event, the CAA decided to reject both BIA's and Dan-Air's applications while approving British Airways' and British Caledonian's applications. It argued that BIA and Dan-Air, unlike British Airways and British Caledonian, lacked the necessary expertise to take on the established scheduled airlines on major international trunk routes.[21][22]
One of seven Handley Page Heralds leased by the first BIA from BAF. The aircraft, a -400 (registration G-BEYF), is wearing a hybrid BIA-Air UK livery. It is seen here at Basle Airport in July 1980.
The agreement with British Air Ferries to take over the operation of that airline's scheduled services from BAF's Southend base resulted in BIA leasing the seven Heralds BAF had used to operate these services. The addition of the ex-BAF aircraft expanded BIA's operational Herald fleet to 19 aircraft from 1979 onwards.[23]
1979 also saw the adoption of BIA's second and final new livery as well as the acquisition of a dedicated charter fleet comprising four 89-seat BAC One-Eleven 400s, the first jet aircraft in BIA's history. Three of these were ex-Gulfair while the fourth was previously operated by the Indonesian government.[21]
In addition to operating regional, short-haul scheduled services on its own account, BIA was also contracted by other airlines to operate scheduled services on their behalf.[15]
British Caledonian contracted BIA to operate its Gatwick—Manchester service between 1973 and 1976 (the aircraft operating this service continued on to Blackpool and the Isle of Man during the peak summer holiday season from 1975 onwards operating as BIA flights with UK flight designators) as well as the Gatwick—Le Touquet air portion of that airline's London—ParisSilver Arrow/Flèche d'argentrail-air service and the Gatwick—Rotterdam route between 1975 and 1979.[15][24] (In 1979 British Caledonian granted BIA permission to prefix all flights it operated from Gatwick to Le Touquet and Rotterdam under contract to that airline with its own two-letter UK airline designator (in addition to British Caledonian's BR designator).)
Occasionally, BIA also operated Dan-Air's scheduled service between Gatwick and Bern, which involved special crew training and permits due to the hazardous alpine terrain surrounding the Swiss federal capital.
BIA hoped that the merger with Air Anglia, as well as Air Wales and Air Westward, to form Air UK in January 1980 would help it transform its financial performance by counterbalancing BIA's predominantly seasonal scheduled operations across the Western half of the British Isles with Air Anglia's year-round scheduled services linking important oil and gas industry centres covering the Eastern half of the United Kingdom, as well as by spreading fixed costs over a greater level of activity as a result of the new airline combine's greater economies of scale.[19][25]
Aircraft fleet and employment details
The original BIA operated the following aircraft types:[26]
Following several unsuccessful attempts to sell the loss-making charter operation Air UK had inherited at the time of its formation from the original BIA to another airline, Peter Villa, then the Air UK managing director (as well as the original BIA's [second] MD), decided in 1982 to reconstitute BIA as a charter airline. This involved Villa's purchase of BIA Ltd, a wholly owned B&C subsidiary that had assumed the ownership of Air UK's non-scheduled division to facilitate its eventual disposal, with a loan from the owners. The "new BIA" was headquartered at Apollo House on the industrial estate in Crawley's Lowfield Heath area (close to Gatwick Airport). It commenced operations on 1 April 1982 with the four One-Eleven 400s the original BIA had acquired in 1979 to establish a charter operation.[9][25][33] These aircraft, which sported the same livery as the original BIA's second and final livery, were subsequently supplemented with four second-hand 500 series One-Elevens, as well as four brand-new McDonnell-Douglas MD-80s, which entered service during the second half of the 1980s.[25]
The 89-seat One-Eleven 400s and 119-seat One-Eleven 500s operated by the second BIA filled a niche in the UK charter market, which at the time was dominated by 130-seat Boeing 737-200s operated by BIA's much bigger, vertically integrated competitors.[nb 1] These smaller, second-hand aircraft's lower acquisition costs (compared with the competition's bigger and newer 737-200s) enabled BIA to offer tour operators lower capacity aircraft at keener rates, giving it a competitive advantage on less dense routes. The One-Eleven 400's ability to match the 737-200's range, as well as both One-Eleven variants' ability to match the 737's fuel consumption and to comply with stricter, post-1985 noise abatement rules (as a result of having hush kits fitted to their engines), further enhanced BIA's competitiveness vis-à-vis its rivals. This helped attract business from the big tour operators that owned its rivals,[nb 2] especially to secondary European ski destinations served in winter where the lower trip costs of BIA's older planes outweighed the seat-mile cost advantage of the in-house airlines' technologically more advanced equipment. This in turn helped minimise the tour operators' risk, thereby representing a 'win-win' situation for both parties.[25][32]
The addition of the larger capacity, technologically advanced MD-83s during the second half of the 1980s enabled BIA to offer tour operators a state-of-the-art aircraft filling the niche between the 119-seat One-Eleven 500 and the 228/235-seat Boeing 757-200, which increasingly dominated its vertically integrated rivals' fleets[nb 3] during that period. It also enabled the airline to offer tour operators a more advanced aircraft with substantially lower operating costs than the similarly sized Boeing 727-200 Advanced operated by rival independent[nb 4] UK airline Dan-Air.[25][34]
In addition to supplying various package tour operators, including Thomas Cook, International Leisure Group (ILG) and Owners Abroad, with whole-plane charter seats, the reconstituted airline was also contracted by other airlines to provide the aircraft to operate part of their multi-leg scheduled services, including Air Florida during the early 1980s and Virgin Atlantic during the mid-1980s. During those periods BIA One-Eleven 400s were operating the Gatwick—Amsterdam portion of the former's Miami—London (Gatwick)—Amsterdam route as well as a Gatwick—Maastricht feeder operation for the latter's transatlantic long-haul services.[25][35]
By the late-1980s, BIA became profitable, marking the completion of the airline's successful financial turnaround.[25]
During late-1988 and early-1989 intense negotiations exploring BIA's sale to ILG were held over several weeks. At that time ILG sought to take control of BIA because of the airline's slots at an increasingly congested Gatwick as well as the fact that it was a major supplier of ILG's charter capacity. BIA's Gatwick slots were required to enable fellow Gatwick-based Air Europe, ILG's rapidly expanding airline subsidiary, to build a major scheduled presence at that airport. Furthermore, ILG's ownership of BIA would have given the ILG-owned package tour operators, notably Intasun, a greater degree of control over their charter airline seat inventory. In addition, BIA's scheduled route licences to serve Sicily and other niche market destinations in Southern Italy from Gatwick could have potentially aided Air Europe's efforts to further expand the reach of its scheduled route network. However, both parties were unable to reach a firm deal that would have resulted in ILG's acquisition of BIA.[25][36]
Ultimately, BIA's inability to become part of a bigger, financially stronger organisation, the deep recession in the UK during the early 1990s, as well as the escalating jet fuel price and the collapse of the package tour market in the run-up to the first Gulf War during the summer of 1990 resulted in a 38% reduction in its passenger traffic (compared with the same period the year before) and were the main factors that forced the reconstituted BIA to cease all operations on 9 February 1991.[25]
Aircraft fleet and employment details
The reconstituted BIA operated the following aircraft types:[37]
There are two recorded, non-fatal incidents involving aircraft operated by the original BIA during its ten-year existence from 1970 until 1980.
The first of these incidents occurred on 20 December 1974 involving one of the airline's Handley Page Dart Herald turboprops (registration: G-BBXJ) in a landing accident at Jersey Airport. The aircraft was damaged beyond repair but there were no injuries among the 54 occupants.[40]
The second incident occurred on 20 July 1975. It involved another of the company's Handley Page Dart Heralds (registration: G-APWF) in a runway accident while departing London Gatwick on a scheduled flight to Guernsey. According to eye-witness reports, the aircraft lifted off from runway 26 after a ground run of 2,490ft (760m) and appeared airborne for 411ft (125m) with its landing gear retracting before the rear underside of the fuselage settled back on to the runway. None of the 45 occupants, including the 41 passengers who were safely evacuated via the aircraft's crew entrance door by the two cabin crew members on the instructions of the flight's commander, were hurt in that accident. The subsequent investigation concluded that this accident had been caused by the landing gear being retracted before the aircraft had been properly established in its initial climb. Other contributory factors included a mistaken wing flap configuration and the resulting inadequate airspeed at rotation. The aircraft itself sustained substantial damage and required extensive repairs in order to be restored to an airworthy condition.[41][42]
In addition to the two aforementioned incidents, in 1979, BIA's maintenance engineers had discovered fatigue cracks in the fuselages of some of the firm's Heralds during routine inspections of the aircraft. This required the affected aircraft to be taken out of service to repair the cracks.[43]
There is one recorded, non-fatal incident involving an aircraft operated by the reconstituted BIA.[44]
This incident occurred on 12 April 1988. It involved a BAC One-Eleven 500 (registration: G-AYWB). The aircraft, which had been cleared to land on Gatwick's runway 08L (the airport's standby runway), inadvertently landed on the parallel taxiway. An air traffic controller in Gatwick's control tower, who spotted the BIA One-Eleven coming in to land on the taxiway parallel to the emergency runway, ordered a British Airways Boeing 737 that had just entered the same taxiway to vacate it immediately. This resulted in the 737 taxiing right into the grass and the One-Eleven stopping 100–200 m to the west of the 737's position.[44]
↑ Handley Page Herald Series 201 (G-APWF) - Report on the accident at London (Gatwick) Airport, Runway 26 on 20 July 1975, Department of Trade Accidents Investigation Branch (AIB), Her Majesty's Stationery Office, London, 1977, pp. 1, 3, 14
Silver City Airways was an airline based in the United Kingdom that operated mainly in Europe between 1946 and 1962. Unlike many airlines at the time, it was independent of government-owned corporations; its parent company was Zinc Corporation, an Australian company involved mainly in mining and mineral processing. The name "Silver City" originated as a nickname of Broken Hill, Australia – an area famed for silver mines, including some owned by the airline's parent company.
Court Line was a 20th-century British tramp shipping company that was founded in 1905. In the 1960s it diversified into shipbuilding and charter aviation. Its merchant shipping interests were based in London. Its shipyards were at Appledore in Devon and Sunderland in Tyne and Wear. Its airline was based at Luton Airport in Bedfordshire. It also provided bus services in Luton and surrounding areas.
British European Airways (BEA), formally British European Airways Corporation, was a British airline which existed from 1946 until 1974.
British Caledonian (BCal) was a British private independent airline which operated out of London Gatwick Airport in south-east England during the 1970s and 1980s. It was created as an alternative to the British government-controlled corporation airlines and was described as the "Second Force" in the 1969 Edwards report. It was formed by the UK's second-largest, independent charter airline Caledonian Airways taking over British United Airways (BUA), then the largest British independent airline and the United Kingdom's leading independent scheduled carrier. The carrier slogan was Let's go British Caledonian in the 1970s and We never forget you have a choice in the 1980s. The BUA takeover enabled Caledonian to realise its long-held ambition to transform itself into a scheduled airline. The merged entity eventually became the UK's foremost independent, international scheduled airline.
Air Europe was a wholly privately owned, independent British airline, established in 1978 under the working title Inter European Airways. It adopted the Air Europe name the following year. Its head office was in Reigate, Surrey, then in Crawley, West Sussex.
Dan-Air was an airline based in the United Kingdom and a wholly owned subsidiary of London-based shipbroking firm Davies and Newman. It was started in 1953 with a single aircraft. Initially, it operated cargo and passenger charter flights from Southend (1953–1955) and Blackbushe airports (1955–1960) using a variety of piston-engined aircraft before moving to a new base at Gatwick Airport in 1960, followed by expansion into inclusive tour (IT) charter flights and all-year round scheduled services. The introduction of two de Havilland Comet series 4 jet aircraft in 1966 made Dan-Air the second British independent airline after British United Airways to begin sustained jet operations.
British Airtours was a British charter airline with flight operations out of London Gatwick and Manchester Airports.
AirUK was a wholly privately owned, independent regional British airline formed in 1980 as a result of a merger involving four rival UK-based regional airlines. British and Commonwealth (B&C)-owned British Island Airways (BIA) and Air Anglia were the two dominant merger partners. The merged entity's corporate headquarters were originally located at Redhill, Surrey, the location of the old BIA head office. It subsequently relocated to Crawley, West Sussex. In addition to the main maintenance base at Norwich Airport, there also used to be a second major maintenance base at Blackpool Airport. This was closed down following Air UK's major retrenchment during Britain's severe recession of the early 1980s. In 1987, Air UK established Air UK Leisure as a charter subsidiary. The following year, Air UK shifted its headquarters to London Stansted Airport. When Stansted's new Norman Foster-designed terminal opened in 1991, the airline became its first and subsequently main tenant.
British United Airways (BUA) was a private, independent British airline formed as a result of the merger of Airwork Services and Hunting-Clan Air Transport in July 1960, making it the largest wholly private airline based in the United Kingdom at the time. British and Commonwealth Shipping (B&C) was the new airline's main shareholder.
British United Island Airways (BUIA) was formed in November 1968 as part of a reorganisation of the BUA group of companies. It was a regional sister airline of British United Airways (BUA), Britain's largest wholly private, independent airline of the 1960s. It operated a network of regional, short-haul scheduled routes linking a variety of destinations within Europe, including year-round services from both Channel Islands to BUA's Gatwick base.
British United Air Ferries (BUAF) was a wholly private, British independent car and passenger ferry airline based in the United Kingdom during the 1960s. It specialised in cross-Channel ferry flights carrying cars and their owners between its numerous bases in Southern England, the Channel Islands and Continental Europe. All-passenger and all-cargo flights were operated as well. Following several identity and ownership changes, it went out of business in 2001.
British airline British Caledonian (BCal) suffered a series of major setbacks in the 1980s as a result of several geopolitical events that occurred during that decade. These events significantly weakened BCal operationally and financially. They were the main factors that contributed to the airline's demise in 1988.
British Caledonian (BCal) came into being in November 1970 when the Scottish charter airline Caledonian Airways, at the time Britain's second-largest, wholly privately owned, independent airline, took over British United Airways (BUA), then the largest British independent airline as well as the United Kingdom's leading independent scheduled carrier.
International Aviation Services Limited, trading as IAS Cargo Airlines from 1975, is a defunct wholly privately owned, independent British airline that was based at London Gatwick Airport in the United Kingdom. It commenced operations in 1967 and went bankrupt in 1980, following a merger with London Stansted based Trans Meridian Air Cargo (TMAC) to form the short-lived British Cargo Airlines.
Air Anglia was a wholly privately owned, independent British regional airline formed at Norwich Airport in 1970. Created as a result of a merger of three smaller operators, the new entity became an important regional scheduled carrier during the 1970s, serving the Eastern half of Britain. In 1980 Air Anglia merged with three regional rivals to form Air UK.
Channel Airways was a private airline formed in the United Kingdom in 1946 as East Anglian Flying Services.
British Aviation Services Limited (Britavia) was an early post-World War II airline holding company and air transport operator that could trace its roots back to 1946. Its main activities included trooping, inclusive tour (IT) and worldwide passenger and freight charter services. British Aviation Services' first investment in a British independent airline occurred in 1946, when it acquired a minority interest in Silver City Airways. Silver City Airways operated the world's first cross-Channel air ferry service on 13 July 1948. It subsequently became British Aviation Services' biggest operating division. In 1953, British Aviation Services took over the independent airline Air Kruise. The same year, BAS Group also took control of Aquila Airways, the last commercial flying boat operator in the United Kingdom. The completion of these acquisitions by mid-1954 resulted in a reorganisation of the British Aviation Services group, with British Aviation Services Ltd (BAS Group) becoming the group's holding company and Britavia one of its operating subsidiaries. By the late 1950s, BAS Group became Britain's largest independent airline operator. Its numerous operating divisions included Britavia's Hermes Division at Blackbushe Airport and Aquila Airways's Flying Boat Division at Hamble near Southampton. The former concentrated on trooping services and inclusive tours while the latter provided scheduled services to Portugal, the Canary Islands and Italy. In 1962, BAS Group merged with British United Airways (BUA), which by that time had replaced BAS as the UK's largest independent airline operator.
Skyways Limited was an early post-World War II British airline formed in 1946 that soon became well-established as the biggest operator of non-scheduled air services in Europe.
Morton Air Services was one of the earliest post-World War II private, independent British airlines formed in 1945. It mainly operated regional short-haul scheduled services within the British Isles and between the United Kingdom and Continental Europe. In 1953, Morton took over rival independent UK airline Olley Air Service. In 1958, Morton became part of the Airwork group. Morton retained its identity following the 1960 Airwork — Hunting-Clan merger that led to the creation of British United Airways (BUA). The reorganisation of the BUA group of companies during 1967/8 resulted in Morton being absorbed into British United Island Airways (BUIA) in 1968.
Jersey Airlines was an early post-World War II private, independent British airline formed in 1948. In 1952, the airline operated its first scheduled service. Four years later, British European Airways (BEA) took a 25% minority stake in Jersey Airlines and made it an "associate". In June 1958, a Jersey Airlines de Havilland Heron became the first commercial airliner to arrive at the newly reconstructed Gatwick Airport. In 1960, Jersey Airlines ordered four state-of-the-art Handley Page Dart Herald 200 series turboprops. By 1962, BEA had sold its 25% minority holding in Jersey Airlines. The same year, Jersey Airlines became part of the British United Airways (BUA) group of companies. In August 1963, Jersey Airlines changed its trading name to British United (C.I.) Airways. Following the BUA group's 1967/8 reorganisation, BUA (C.I.) was absorbed into British United Island Airways (BUIA) in November 1968.
References
"Flight International". Flight International. Sutton, UK: Reed Business Information. ISSN0015-3710. (World Airline Directory, 1971–1980 and 1982–1990)
"Aircraft (Gone but not forgotten: British Island Airways)". Aircraft. Hersham, UK: Ian Allan Publishing: 66–70. January 2012. ISSN2041-2150. (Aircraft online)
Thomson, Adam (1999). High Risk: The Politics of the Air. London, UK: Sidgwick and Jackson. ISBN0-283-99599-8.
Simons, Graham M. (1999). It was nice to fly with friends! The story of Air Europe. Peterborough, UK: GMS Enterprises. ISBN1-870384-69-5.
Department of Trade Accidents Investigation Branch (AIB) - Handley Page Herald Series 201 (G-APWF) - Report on the accident at London (Gatwick) Airport, Runway 26 on 20 July 1975, 1977. London, UK: Her Majesty's Stationery Office.
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