Airways Cymru International

[Mooncrest]

Does anyone have any stories or memories of this airline ?

I remember seeing one of their early 737-300s at Manchester in Sunworld colours with matching Airways Cymru titles. I think it was G-PROC.

They leased one of their 1-11s, G-WLAD, to British Midland from autumn 1985 to spring/summer 1987. She moved on to BM's associate Manx Airlines afterwards and then I don't know what became of her.

The company was based at Cardiff but also flew extensively from Bristol. Manchester was another base. Probably Glasgow or Birmingham too. I remember Thomson Holidays was a major client but I expect there were others.

Any more to add ? Many thanks.

[SWBKCB]

Additional info here:

https://en.wikipedia.org/wiki/Airways_International_Cymru

[Mooncrest]

Thankyou SWBKCB. Wikipedia has the picture of PROC, just as I remember her. This site also states that leasing out one of its aircraft led to its downfall. I wonder if there were additional factors?

I'm sure I read somewhere that the ex-Britannia 737, G-BAZI, was infamous on account of reliability issues with her former owner. Perhaps this, plus the growing 767 fleet, made BAZI an obvious target for disposal. I don't know how well she behaved with Airways Cymru and any subsequent owners.

[rog747]

The Cardiff, Welsh and Bristol Airports' package holiday market has quite a lot of past history.

Airways Cymru International:
Set up by Red Dragon Travel/Tour Operator in 1984 to operate from BRS and CWL, plus other UK regional airports.
Previously, both Hourmont Travel and Cambrian Holidays using Cambrian Airways BAC 1-11's were the major local Tour Operators.

Airways International Cymru obtained a couple of Quebecair/ex British Eagle BAC 1-11's, plus leased in one more from BIA.
Their 2 own BAC 1-11's becoming rather fittingly G-YMRU (CYMRU = Wales) and G-WLAD (WLAD = Country in Welsh).
In 1985 Airways Cymru leased an ex Britannia Airways Boeing 737-204 G-BAZI.
The airline suffered more than their fair share of AOG's and summer ATC delays.
In 1986/87 their venture into expensive leases with 3 brand new 737-300's lead them to financial problems with winter subleasing in the USA, and they went under in early 1988.
Airways International Cymru was always an airline that operated on a rather shoestring budget.
The failure of a single lease agreement over just a couple of months, ultimately causing its failure, was indicative of this.

From the ashes, Red Dragon needed a new airline and so came Diamond Airways following the collapse of Airways International Cymru in the Spring 1988 but a month before their start-up the new airline was forced to rebrand as Amberair (Amber Airways) after a legal dispute with British Midland Airways over their own prestige ''Diamond Service''.
Amberair operated two Boeing 737-200s on holiday charter flights from many UK airports.
One of which was G-BAZI being ex Airways Cymru, but was registered G-BOSA so it would not get impounded.
Their other 737 was ex Orion, G-BKMS.
Despite having a good summer season the airline's owners and financiers were not happy to invest in expanding the airline and instead sold it to the new Bristol based Paramount Airways before the year was out.
This purchase was in part, due to Paramount being very unhappy with their MD-83 fleet, and of the Contract that Douglas had them bound into citing they could not operate any other type. Buying Amberair now allowed Paramount to gain access in operating the 737 which then saw them procure a new 737-300.
The airline's sudden collapse in 1989 is another very infamous tale, the history of which is well known.



Around the same time frame, another Welsh local Tour Operator Aspro Holidays (Owned by the Greek Cypriot Asprou family) set up their own airline, Inter European Airways who commenced operations in May 1987.
Initial plans were the leases from GPA of two new Boeing 737-300 aircraft, but in place of these a single 737-200 G-BNGK leased from GPA was used.
After operating during the Summer 1987 season, the aircraft was returned to GPA at the end of October and operations ceased for the winter.
The two new Boeing 737-300 series aircraft were then delivered in early 1988 - with a 3rd leased from Monarch, and then a 4th came in 1989 brand new from AWAS (G-IEAA)
The IEA fleet grew to a total of 12 aircraft, though their fleet at any time was 8 aircraft during 1992 & 1993.
Other aircraft operated included one Boeing 737-400, four Boeing 757-200 (two of which were brand new), and two new Airbus A320.
In June 1993 parent company Aspro Travel was acquired by the Airtours Group for £20m, and operations under the IEA name continued to the end of October 1993.

[rog747]

[QUOTE=Mooncrest

G-YMRU was repossessed 01.1988 and went to Dan-Air as G-BPNX.
Bought by Okada Air as 5N-MZE in 1991; saw service until WFU at Benin City some time in 2000 and became derelict.

G-WLAD after the MANX lease, was stored at Lasham in 1988 and then Southend in 1990.
To Okada Air as 5N-OVE in 1991. WFU at Benin City, Nigeria by 1997 and later scrapped.

737 G-BNCT new to Airways Cymru in 1987, is still flying cargo in Spain as EC-KLR Boeing 737-3Q8(SF) with Swiftair.

[Discorde]

I'm sure I read somewhere that the ex-Britannia 737, G-BAZI, was infamous on account of reliability issues with her former owner. Perhaps this, plus the growing 767 fleet, made BAZI an obvious target for disposal. I don't know how well she behaved with Airways Cymru and any subsequent owners.

Might be a myth! Flew 'ZI many times 1978-84. Only 1 tech incident (minor flap problem - easily resolved) according to my log book.

[boeing_eng]

Might be a myth! Flew 'ZI many times 1978-84. Only 1 tech incident (minor flap problem - easily resolved) according to my log book.

Certainly a myth - BAL's maintenance was top notch. The company were experts on the type with many B737-200's being effectively almost re-built during heavy checks at LTN ( particularly after the Aloha 737 incident)

[LGS6753]

The wikipedia article referenced above has links to photos of all 7 aircraft operated. All 7 have a different livery!
That bears out what rog747 mentions about the airline being run on a shoestring - they certainly didn't splash out on paint.

[WHBM]

Arrived at Palma in 1985, alongside was Airways Cymru One-Eleven G-WLAD. Tracing its details later, I found it was none other than onetime British Eagle aircraft G-ATPI, on which I made my first jet flight in 1968 on Liverpool to London, just weeks before Eagle went under.

Doing a Google search to see G-WLAD's actual dates, about the third entry was actually a thread here 9 years ago all about the aircraft, seemingly by the same participants (including self), so instead of recollecting it all again and likely being inconsistent I'll just link to it

G-WLAD British Midland and Airways Cymru - PPRuNe Forums (https://www.pprune.org/aviation-history-nostalgia/550835-g-wlad-british-midland-airways-cymru.html)

Airways Cymru never seemed to get any high-utilisation holiday flight series, and just worked with lesser sets of flights and ad-hocs. Regarding One-Elevens out of BRS/CWL, I think I recall in the early 1970s Cambrian were of course there, and also Court Line in 1973-4, in one of their less-common actual basings away from Luton, for Clarksons.

[rog747]

Arrived at Palma in 1985, alongside was Airways Cymru One-Eleven G-WLAD. Tracing its details later, I found it was none other than one time British Eagle aircraft G-ATPI, on which I made my first jet flight in 1968 on Liverpool to London, just weeks before Eagle went under.

Airways Cymru never seemed to get any high-utilisation holiday flight series, and just worked with lesser sets of flights and ad-hocs. Regarding One-Elevens out of BRS/CWL, I think I recall in the early 1970s Cambrian were of course there, and also Court Line in 1973-4, in one of their less-common actual basings away from Luton, for Clarksons.

Yes, Airways Cymru's 1-11's were both ex British Eagle TPH Salute and TPI Supreme.
(TPK went to Laker, and TPJ & TPL to Dan Air)

BRS/CWL saw plenty of BAC 1-11 IT Holiday ops from the late 1960's with Autair, Channel, and then with Court Line's 500 series, plus Cambrian Airways of course.
Clarksons had a large amount of package holidays offered from the 2 airports, sometimes the flights were a ''double-drop hop'' IE: CWL-BRS-PMI

[Liffy 1M]

Just to add that Airways Cymru International's callsign was "Welshair", if my recollection is accurate.

[Flightrider]

No-one's yet mentioned the crash landing of the PA31 in Jersey with the Airways International on-board bar takings being exported to France....

The leasing saga with the 737-300 to Sun Country was undoubtedly not a help but I'm not convinced AIC's entire downfall could be written up to that.

Between that and the Chairman of Paramount running off with the cash mid-way through the airline's summer season (after Amber Air had been merged into it), there were some interesting goings-on. And then Inter European was founded!

[GBYAJ]

As a youngster I was really interested in AIC for some reason despite writing many times asking for some sort of memorabilia they never replied (most airlines did and sent all sorts in the 80’s).

however, in summer 88 they were due to open a base at NCL. Britannia had previously done all of the regional flying for Best Travel which included Grecian & Cypriana but AIC we’re going to take over from NCL.

Nationally BY were reducing their 737 fleet at the time so I remember the Thomson flight brochure showing AIC doing their flying from BRS and CWL as well.

So a few new 737’s were on their way. I assumed 737-300’s but they may have been 200’s.

the local paper, the evening chronicle had an advert for cabin staff and then a few months later the Journal had a front page story about AIC going bust and “jeopardising Geordie holidaymakers plans”.

anyway a Paramount md83 was based instead at NCL that year which was even more exciting than an AIC 737.

Some guy has done a series on You Tube called “grounded” and AIC is the subject of an episode (as is every airline mentioned above!)

[Mooncrest]

Thanks all. I remember in about 1987/88 looking through a Thomson summer brochure and virtually all the Bristol and Cardiff flights were to be operated by 'YM' - Airways Cymru - having been Britannia hitherto. Similarly, all the Spanish flights to and from Leeds Bradford were handed to Hispania and their new 733s and 757s.

I too remember the 'Welsh Air' callsign.

I wish I could remember where I had read about BAZI's alleged dodgy serviceability record.

[Flightrider]

If it might be of interest, here's the Airways International Cymru programme for Summer 1985 as constructed from that year's Airport Timetables UK publication. I'm not sure what leaves me more traumatised - the amount of positioning legs or the thought of trying to do Bristol-Athens on a Sunday night in a BAC1-11-300. Enjoy!

BAC 1-11-300 #1

Sat CYM199/200 CWL 0845 – PMI – 1405 CWL Global
CYM421P CWL 1500 – 1615 BRS Positioning
CYM421/422 BRS 1645 – AGP – 2150 BRS Enterprise / Twickenham Travel

Sun CYM377/378 BRS 0940 – RMI – 1500 BRS Cosmos / Global
CYM361/362 BRS 1545 – IBZ – 2105 BRS Cosmos / Enterprise / Twickenham
CYM417/418 BRS 2200 – ATH – 0630 BRS Sunmed / Twickenham Travel

Mon CYM197/102 BRS 0805 – MAH – 1240 CWL Global / Best
CYM101/198 CWL 1330 – MAH – 1950 BRS Global / Best
CYM198P BRS 2010 – CWL 2025 Positioning

Tue No flying

Wed CYM477P CWL 1330 – 1400 MAN Positioning
CYM477/478 MAN 1500 – PMI – 2030 PMI Global
CYM187/188 MAN 2130 – PMI – 0300 MAN Global

Thu CYM105/128 MAN 0600 – FAO – 1135 BFS Global
CYM127/106 BFS 1225 – FAO - 1925 MAN Global
CYM106P MAN 2000 – 2030 CWL Positioning

Fri CYM591/592 CWL 0735 – AGP – 1405 CWL Sunjet Holidays
CYM545/546 CWL 1445 – PMI – 2005 CWL Spanish Express
CYM103/104 CWL 2115 – IBZ – 0245 CWL Global

BAC 1-11-300 #2

Sat No flying

Sun CYM735/736 CWL 0815 – PMI – 1350 CWL Sunjet Holidays
CYM783/784 CWL 2200 – PMI – 0320 CWL Sunjet Holidays

Mon CYM141/178 CWL 0930 – CFU – 1800 BFS Global
CYM177/142 BFS 1900 – CFU - 0400 CWL Global

Tue CYM161/162 CWL 0615 – TFS – 1500 CWL Global / Best

Wed CYM131P CWL 0715 – 0730 BRS Positioning
CYM131/126 BRS 0800 – PMI – 1320 STN Global
CYM125/132 STN 1405 – PMI -1930 BRS Global

Thu CYM183/276 BRS 0945 – FAO – 1530 EXT Global
CYM277/184 EXT 1630 – FAO - 2310 BRS Aspro

Fri CYM121/122 BRS 0805 – IBZ – 1340 BRS Global
CYM363/364 BRS 1415 – MAH – 1950 BRS Global
CYM364P BRS – 1930 CWL Positioning
CYM577/578 CWL 2015 – AGP – 0220 CWL Global

737-200 #1

Sat CYM355/356 BRS 0800 – ALC – 1325 BRS Cosmos/Enterprise
CYM695/696 BRS 1430 – PMI – 1950 BRS Cosmos/Enterprise/Rank
CYM696P BRS 2010 – 2030 CWL Positioning

Sun CYM749/750 CWL 0825 – AGP – 1435 CWL Cosmos
CYM295/296 CWL 1515 – LCA – 0215 CWL Aspro

Mon CYM219/220 CWL 0600 – ZTH – 1430 CWL Aspro

Tue CYM241P CWL 0615 – 0630 BRS Positioning
CYM241/286 BRS 0700 – CFU – 1340 EXT Aspro (fortnightly)
CYM285/242 EXT 1445 – CFU - 2345 BRS Aspro (fortnightly)
CYM251/252 BRS 1345 – HER – 2315 BRS Aspro (fortnightly)
CYM242P BRS 2345 - 0015 CWL Positioning

Wed No flying

Thu CYM461P CWL 1015 – BRS Positioning
CYM461/462 BRS 1115 – ZTH – 1925 BRS Sunmed

Fri CYM325/326 BRS 0900 – TFS – 1800 BRS Cosmos / Enterprise
CYM485/486 BRS 1945 – CFU – 0405 BRS Sunmed

[WHBM]

Arrived at Palma in 1985, alongside was Airways Cymru One-Eleven G-WLAD..

... Airways International Cymru programme for Summer 1985 ;;;

Sat CYM199/200 CWL 0845 – PMI – 1405 CWL Global
Yes, it was a Saturday daytime flight LGW-PMI I was on.

Surprising the other One-Eleven had not been sold on Saturdays, of all days in the week. Maybe it made some good money on ad-hoc subcharters.

[Mooncrest]

That's a lot of work for two elderly 1-11s. By the end of the season, WLAD was wearing the British Midland Diamond colours and was on damp lease to this airline, based at Leeds Bradford to operate the Heathrow flights. Surplus to requirement at Cymru, I guess.

[ATNotts]

That's a lot of work for two elderly 1-11s. By the end of the season, WLAD was wearing the British Midland Diamond colours and was on damp lease to this airline, based at Leeds Bradford to operate the Heathrow flights. Surplus to requirement at Cymru, I guess.
They'd only have been 18/19 years young so younger than the Jet2 737-300s that are in service today, and compared to many IT operations of the era they were pretty lightly raced with few overnight ops. meaning that there was some slack in the schedule to catch up delays.

[Mooncrest]

They'd only have been 18/19 years young so younger than the Jet2 737-300s that are in service today, and compared to many IT operations of the era they were pretty lightly raced with few overnight ops. meaning that there was some slack in the schedule to catch up delays.

Fair point but the dynamic duo could well have been operating in a harsher environment than Europe. Lots of airframe deicing and surface decontamination in the bleak Canadian winters. Factors that don't exactly prolong an aeroplane's service life. Anyhow, 35 years later it's all rather academic.

Does anyone suppose British Midland had a choice in which 1-11 they were getting for the lease ?

[Flightrider]

British Midland needed the extra capacity after European route licence “wins” - I think it was the Heathrow-Amsterdam licence - and put the 1-11 on Leeds Bradford-Heathrow as the shortest sector where the 1-11’s fuel burn versus the DC9 could do least damage (or so it was said!).

I don’t know if BMA had any choice but there were a few occasions when G-WLAD went tech and G-YMRU was sent in to take over and also went tech at LBA.

[Mooncrest]

I remember seeing YMRU at LBA a few times. Probably confused the passengers!

[Jerbourg]

I thought I'd add a couple of pics of the 1-11's
https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/1649x931/g_wlad_7a1ceb881c4046eb6790cee58acb30346b919df5.jpg
G-WLAD at Jersey when leased to BMA. (Credit - Facebook 'Jersey Airport of Yesteryear')
https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/1453x852/g_ymru_6747274bda52fdf688a668e5a4f033e2c8f6acf9.jpg
G-YMRU at Guernsey. (Credit - Facebook 'Guernsey Airport of Yesteryear')

[Flightrider]

That’s interesting on both counts. Do the FB groups say what the aircraft were doing there? WLAD was pretty much exclusively posted to Leeds Bradford for British Midland, and BM only took over Leeds/Jersey after Dan-Air ceased flying - they never flew it before then. And just as curious as to what YMRU was doing in Guernsey whose runway wasn’t exactly a match made in heaven for a 1-11?!

[Jerbourg]

Guernsey had I think the odd 1-11 flights from BMA with WLAD visiting, from memory I think YMRU may have also been on a Midland flight.
Loganair used a 1-11 on the GCI-MAN route on summer weekend flights circa 1989 - the only scheduled 1-11 service GCI has seen.

[SWBKCB]

Not had chance to check, but didn't Loganair operate the ex demonstrator short field version 1--11, the 475?

[Jerbourg]

Not had chance to check, but didn't Loganair ooerate the ex demonstrator short field version 1--11, the 475?

Yes the -476M version. G-AZUK was the sole example in the fleet I believe.

[Flightrider]

After its short-lived stint with Mediterranean Express, G-AZUK was picked up by London European Airways, by then Ryanair Europe. The 1-11 book shows it was leased by them to Loganair between 5 June 1989 and 3 October 1989 and then went back into service with LEA for about 18 months before another 18 months with British Air Ferries from April 1991 to November 1992. The other ex-Faucett 1-11-475 (G-AYUW) never made it back into UK service.

[rog747]

The other 1-11 476 for Med Ex, G-AYUW was painted up for the airline at LTN but corrosion was discovered and she never flew for the airline and was scrapped there.

FWIW:
re the lease of G-WLAD; after summer 1985 flying with CYM, saw the a/c go to BMA (in BD livery) then to Manx for summer 1987 (repainted in their livery) then returned to CYM 12/1987 with just Airways Cymru titles added, who then ceased trading a month later.
In fact it is thought that she never returned to flying for Airways Cymru. G-WLAD was stored at Lasham, then SEN for a total of 3 years.

In 1986 she was replaced in service with their first new Boeing 737-300, which arrived in May 1986 as G-PROC. This aircraft was leased from ILFC but was only ten months old at the time having been delivered new to Sunworld International Airways and wore the smart Sunworld livery with Airways Cymru titles and served for only one season.
The airline was happy with the 737-300 and for the 1987 season set out to acquire another pair.
Both aircraft were acquired on long-term six year leases and at the time the carrier's fortunes were on the up as it had a £2 million pound capital injection from Brian proctor who with a 25% share became the new Chairman. Looking to the future the carrier began to dream of larger 737-400s, ruling out the operation of MD-83s due to the then lack of suitable local engineering facilities.
It was also keen on beginning scheduled services to traditional charter destinations in the Med. At the same time the new leadership was looking for a name change as they realised that Cymru was a mouthful for English speakers. For this reason it maybe assumed that both the new 737-300s were painted in the airline's standard livery but did not receive the tail logo.
The titles became Airways International Cymru, which may have lead to the simpler name of Airways International.

I saw G-WLAD in BD livery at both Faro FAO, JER Jersey and PMI Palma in Spring 1987.

[Right Touch]

1986 BBC Airport 86 clip filmed from the flight deck of G-WLAD landing into LHR from LBA.
(Credit Simon Lowe)

https://vimeo.com/113203999

[Mooncrest]

Not necessarily specific to Airways Cymru but why were the tailfin leading edges on both 1-11s left unpainted ?

[thnarg]

Not necessarily specific to Airways Cymru but why were the tailfin leading edges on both 1-11s left unpainted ?
Leading edge hot air deicing system. Paint would melt!

[Mooncrest]

1986 BBC Airport 86 clip filmed from the flight deck of G-WLAD landing into LHR from LBA.
(Credit Simon Lowe)

https://vimeo.com/113203999
It would have been a blast had this sequence been filmed in reverse. The Radar rooms at LBA have never been generously proportioned; to begin with Radar was partitioned into a corner of the VCR then later relocated to the floor beneath with a staircase taking up valuable space. Not much room for a camera crew plus Peter McCann and Bob Brooks. Probably not a free radar display for them either! Thankfully things have changed for the better. Radar is still in the same room but has been opened up and had the ergonomics treatment. Not bad for a 57 year old control tower.

[bean]

Not had chance to check, but didn't Loganair operate the ex demonstrator short field version 1--11, the 475?
Correct

[Mooncrest]

Nothing to do with Airways Cymru but the Romanians also built a single short body Rombac 1-11, designated 487. AFAIK she remained on the Romanian register and also saw service with Anglo Cargo Airlines.

I sometimes wonder quite how hard British Midland looked for additional jets, let alone DC9s, when it transpired they were going to be short for the winter 1985/86 season. Airways Cymru probably thought all their Christmases had come at once when BM came knocking!

[rog747]

I sometimes wonder quite how hard British Midland looked for additional jets, let alone DC9s, when it transpired they were going to be short for the winter 1985/86 season. Airways Cymru probably thought all their Christmases had come at once when BM came knocking!

When SAS had bought an investment in to BMA in late 1988 (I was to leave BD soon after) IIRC there was mooted a credible rumour that their DC-9 21's were to be transferred to BD.
But by this time BD had taken delivery of brand new Boeings (733 and 734's)

BMA's parent company, Airlines of Britain Holdings, that included Loganair (Scotland) and Manx Airlines (Isle of Man) was recapitalized in December 1988, when Scandinavian Airlines System (SAS) bought a 24.9 percent stake for £25 million. SAS became a significant source of Interline traffic at LHR, and performed heavy maintenance on BD's DC-9 aircraft.
BMA posted a profit of £14.3 million for 1988.
The triumphant year was followed closely by tragedy in January 1989 when a brand new British Midland Boeing 737 crashed at Kegworth, just a few miles from its headquarters at EMA.
The airline continued to expand, although at a faster pace than it desired: BD opened a London-Paris route in 1989 to avoid giving up slots it had been awarded at Heathrow.
Besides the increased competition from British Airways, British Midland faced rising fuel prices and reduced passenger counts as a result of the Gulf War in January 1990.
After losing millions, BMA cut a tenth of its workforce of around 300 people.
Gulf War 1 would see the demise of BIA, then quickly followed by Air Europe and soon Dan Air was to be gone.

SAS increased their stake in BD to 40% in 1992, and this saw the transfer from SAS of a fleet of 737-500 aircraft.

[GYMRU111]

Hi everyone.

This is a great thread.

I flew on G-YMRU in Aug 1984 from CWL-TFS, complete in its still ex Quebecair livery! I didn’t have a clue who the airline was until I flew with them and we managed to make it non stop in both directions. From then on I always had a soft spot over the years for CYM and so threads like this are great. Over the years I have also managed to collect from memorabilia, including an inflight magazine which is my pride and joy! ☺️

Living close to CWL I would get my father to take me to the airport, mostly on a Sunday and I would often see CYM, quite regularly delayed! They would always park ‘round the back’ at CWL and I can even remember their 3 check in desks painted in a different colour to the others, think it was red or blue!

The airline was owned by Red Dragon Travel based in Cardiff and during my career I even worked with someone who worked for that company, admittedly not at the time CYM was operating, but she did share stories about CYM and later DMD.

As time has gone on it’s been great to read so much about the airline. Interesting to read that 1988 could have been a good year for the airline with it looking to diversity into its next phase and gain an expanded contact with Thomson Holidays. There was a local programme called ‘Wales This Week’ which went out in Jan/Feb 1988 when the airline collapsed and detailed a lot about the airline. I remember recording it on my VHS tape but that is long gone and I wish I could find that episode as it was really interesting from that I can remember.

I have the old Airport Timetables UK from that era which feature CYM and it’s amazing how many positioning flights they used to operate!

It is always great to hear all the tales about this airline and it appears that although they would appear to do everything in a shoestring, it had friendly staff who enjoyed working for the airline.

Thanks for a great trip down memory lane…..

[Mooncrest]

Hi everyone.

This is a great thread.

I flew on G-YMRU in Aug 1984 from CWL-TFS, complete in its still ex Quebecair livery! I didn’t have a clue who the airline was until I flew with them and we managed to make it non stop in both directions. From then on I always had a soft spot over the years for CYM and so threads like this are great. Over the years I have also managed to collect from memorabilia, including an inflight magazine which is my pride and joy! ☺️

Living close to CWL I would get my father to take me to the airport, mostly on a Sunday and I would often see CYM, quite regularly delayed! They would always park ‘round the back’ at CWL and I can even remember their 3 check in desks painted in a different colour to the others, think it was red or blue!

The airline was owned by Red Dragon Travel based in Cardiff and during my career I even worked with someone who worked for that company, admittedly not at the time CYM was operating, but she did share stories about CYM and later DMD.

As time has gone on it’s been great to read so much about the airline. Interesting to read that 1988 could have been a good year for the airline with it looking to diversity into its next phase and gain an expanded contact with Thomson Holidays. There was a local programme called ‘Wales This Week’ which went out in Jan/Feb 1988 when the airline collapsed and detailed a lot about the airline. I remember recording it on my VHS tape but that is long gone and I wish I could find that episode as it was really interesting from that I can remember.

I have the old Airport Timetables UK from that era which feature CYM and it’s amazing how many positioning flights they used to operate!

It is always great to hear all the tales about this airline and it appears that although they would appear to do everything in a shoestring, it had friendly staff who enjoyed working for the airline.

Thanks for a great trip down memory lane…..

Anytime. I'm pleased you enjoyed reading about Airways Cymru. The company wasn't around for long...but they still got around!

[WHBM]

I sometimes wonder quite how hard British Midland looked for additional jets, let alone DC9s, when it transpired they were going to be short for the winter 1985/86 season. Airways Cymru probably thought all their Christmases had come at once when BM came knocking!
BMA seemed to have a longer term arrangement with Finnair, and various DC9s were passed back and forth, some operating for BMA with their titles but Finnish registrations. It helped that both had a basically blue/white livery.

One of the upsides of using a leased aircraft on their shortest route, London to Leeds, is that such leases commonly have a high proportion of the cost based on flying hours, so the less hours it does the better. BA once did a lease of a 727 for their Shuttle flights, it came from US carrier American Trans Air, who among other work did US military charters from a sub-base in Germany, and supplied crew and aircraft from there, at a high hourly charge which looked good, but didn't twig that although aircraft and crew were always in readiness it was only going to be used as a last-ditch Shuttle backup aircraft, and so it got low hours and lost them money.

[rog747]

BMA seemed to have a longer term arrangement with Finnair, and various DC9s were passed back and forth, some operating for BMA with their titles but Finnish registrations. It helped that both had a basically blue/white livery.



The BD Finnair DC-9 tie-up began in 1977 when BMA wanted a 2nd DC-9 for the new LHR-LPL route (initially flown 5 times a day, as BD381 and so on).
OH-LYB (named Merseyside) was the first of 3 other DC-9's to be leased/bought from Finnair (YA, YC and YD, and all were in BMA livery.
We always flew them with our Crew (Flight Deck and Cabin) but with an AY 'flying spanner'' usually on the Jump Seat when we first got YB.
2 of these became G-BMAH and AI.

We also in 1978, leased a DC-9 from Southern as N48075 also named Merseyside
I cannot recall why this happened - possibly as YB went back to HEL for a bit >?

When the LHR-LPL was relegated to a Turbo-prop, DC-9 'YB' went to the EMA base now named Darley Dale.
A DC-9 later replaced the Viscount on the LGW-BFS route.
G-BMAB (ex TWA) was noted named Ulster, but this was done I think in relation to the new LHR-BFS route awarded in 1983).

[treadigraph]

I remember the Southern DC-9. Surprised these aircraft weren't UK registered while leased, was there a reason for that?

[rog747]

I remember the Southern DC-9. Surprised these aircraft weren't UK registered while leased, was there a reason for that?
I think the CAA needed a stall warning upgrade and stick pusher added for UK 🇬🇧 registered

[ATNotts]

After the stint at LPL N48075 spent some time based at BHX operating BHX-BRU-BHX-FRA-BHX-BRU-BHX daily Mon-Fri, can't recall how it was employed at the weekend, but I assume plying between JER and numerous UK airports.

The original DC9-15 N65358 eventually (presumably after mods to satisfy the CAA) became G-BMAA but prior to that was operating on the US register for some time, I assume using American crews?

[rog747]

After the stint at LPL N48075 spent some time based at BHX operating BHX-BRU-BHX-FRA-BHX-BRU-BHX daily Mon-Fri, can't recall how it was employed at the weekend, but I assume plying between JER and numerous UK airports.

The original DC9-15 N65358 eventually (presumably after mods to satisfy the CAA) became G-BMAA but prior to that was operating on the US register for some time, I assume using American crews?

N65358 was BMAs first DC 9 and she was firstly G BFIH. Dove Dale
Iirc we didn't have any USA 🇺🇸 crews flying either of the N reg 9s.

In the late 1970s and early 1980s the baby 9s flew mainly LHR MME LPL or LGW BFS
plus EMA BRU FRA
JER of course every summer weekends from EMA BHX LTN LPL MME and others

Plus summer night flights to PMI ALC RMI GRO PSA IBZ from MME LPL BHX EMA

Also Lourdes flights often out of LPL to Tarbes for Cathedral Tours

[Sotonsean]

N65358 was BMAs first DC 9 and she was firstly G BFIH. Dove Dale
Iirc we didn't have any USA 🇺🇸 crews flying either of the N reg 9s.

In the late 1970s and early 1980s the baby 9s flew mainly LHR MME LPL or LGW BFS
plus EMA BRU FRA
JER of course every summer weekends from EMA BHX LTN LPL MME and others

Plus summer night flights to PMI ALC RMI GRO PSA IBZ from MME LPL BHX EMA

Also Lourdes flights often out of LPL to Tarbes for Cathedral Tours

As usual I always enjoy reading your invaluable information and personal insights.

I don't want to thread drift.

After reading your previous post's I had a thought. Starting a thread regarding the evolution of service at LHR through the decades would make for an interesting read.

I'm not quite sure as to when or what year BMA initially started operating from LHR.

[Mooncrest]

Just attempting to steer the thread back from British Midland to Airways Cymru (I know there is a link)! Both the 1-11s were designated '304AX'. I guess the 04 was something to do with British Eagle but any clues as to AX ?

[Sotonsean]

Just attempting to steer the thread back from British Midland to Airways Cymru (I know there is a link)! Both the 1-11s were designated '304AX'. I guess the 04 was something to do with British Eagle but any clues as to AX ?

Regarding the BAC 1-11.

I wonder if the BAC 1-11 had more designations attached to it than any other British built commercial aircraft.🤔

[thnarg]

Both the 1-11s were designated '304AX'. I guess the 04 was something to do with British Eagle but any clues as to AX ?
MODEL NUMBER AND CUSTOMER CODE (http://bac1-11jet.co.uk/bac1-11jet.co.uk%20Model%20Number%20and%20Customer%20Code.htm)

[Mooncrest]

MODEL NUMBER AND CUSTOMER CODE (http://bac1-11jet.co.uk/bac1-11jet.co.uk%20Model%20Number%20and%20Customer%20Code.htm)
Much obliged.

[bean]

After the stint at LPL N48075 spent some time based at BHX operating BHX-BRU-BHX-FRA-BHX-BRU-BHX daily Mon-Fri, can't recall how it was employed at the weekend, but I assume plying between JER and numerous UK airports.

The original DC9-15 N65358 eventually (presumably after mods to satisfy the CAA) became G-BMAA but prior to that was operating on the US register for some time, I assume using American crews?
British crews with FAA licence validation

[WHBM]

Regarding the BAC 1-11.

I wonder if the BAC 1-11 had more designations attached to it than any other British built commercial aircraft.🤔
Although the One-Eleven had separate designations for each customer, these didn't give any real indication of differences (or similarities) between them, which became relevant once they were moved on secondhand, and some carriers refitted aircraft to a common standard.

The BEA 500-series fleet were notably oddball, having less range and completely different instrumentation. This had been done to make them consistent with the Trident, but among other things the flight deck switches went the opposite way to other One-Elevens. This was sufficiently a concern to the CAA that when B Cal was merged into BA in 1988, with a substantial "normal" One-Eleven fleet, they were required to keep them separated, with different crew qualifications (possibly engineers as well), which was maintained to the end of their service. The BA standard ones were kept at Heathrow and Manchester, the onetime B Cal fleet at Gatwick and Birmingham.

Did we mention another Cymru One-Eleven, G-AXMU, which they leased through 1984 from British Island while waiting for G-WLAD to come over from Quebecair ? Here it is, BIA fuselage colours, Cymru tail.

G-AXMU Airways International Cymru BAC 1-11-432FD One-Eleven Photo by PEDRO ARAGÃO | ID 958094 | Planespotters.net (https://www.planespotters.net/photo/958094/g-axmu-airways-international-cymru-bac-1-11-432fd-one-eleven)

[Mooncrest]

AXMU doesn't look half bad here. Her next lease was to Air UK in 1986, along with her chum AXOX.

[rog747]

British Eagle were the 2nd UK airline to introduce the BAC 1-11 in May 1966 for both Scheduled Domestic, and International services including Liverpool Newquay Glasgow Luxembourg Dinard La Baule Perpignan Gerona Ibiza Palma Pisa Rimini Tunis and Djerba, in addition to IT Package Holiday charter flights for Tour Operators, such as in-house Lunn Poly and Everyman.

Although they operated a total of 7 BAC 1-11's during their service at least 1 or 2 were out on leases to either KLM SAS or Swissair.
The company initially leased two new 79 seat Series 207AJs from Zambia Airways from May 1966 to December 1967 as G-ATTP and G-ATVH.
This pair did not have the Forward Airstairs option, unlike the rest of the new fleet.
Three new Series 301AGs G-ATPJ/PK/PL were soon to follow in June and July 1966 on lease from the Kuwait Finance Company, being built for Kuwait Airways but NTU.
G-ATPK was the first jet aircraft to fly into Innsbruck.
Two Series 304AXs G-ATPH/PI were ordered new by EG with 84 seat single class interiors and were delivered in April and May 1967, raising the fleet total to seven aircraft.

They all had names highlighting the BAC 1-11 Super Jet age -
G-ATPH - Salute
G-ATPI - Supreme
G-ATPJ - Stalwart
G-ATPK - Spur
G-ATPL - Superb
G-ATTP - Swift
G-ATVH - Serene


The 207AJ series were ordered and built for Central African Airways Corporation in Southern Rhodesia (that would eventually morph into Zambia Airways)
CAAC ordered the aircraft on 26th September 1962 but although completed in the company colours, they were not delivered following the Unilateral Declaration of Independence by Rhodesia on 11th November 1965.
This resulted in the refusal of an export licence following an international trade embargo.
The order was taken over by Zambia Airways Corporation Ltd. These were delivered in April 1966 but immediately leased to British Eagle International Airways Ltd after one of the aircraft was flown to Zambia for one week in May 1966 for a promotional visit.
On completion of the lease, the aircraft were repainted in full Zambia Airways colours and flown to Zambia in mid December 1967.
The aircraft were fitted with uprated Rolls-Royce Spey Mk.511-14 engines with provision for water injection, the only Series 200s so built for airline operation.


In 1968 the BAC 1-11 was possibly the most popular package holiday charter jet seen at European and Mediterranean Airports.
British United, British Eagle, Channel, Laker, and Autair international all flew the new Jets, together with Germany's Bavaria Flug.

Almost 20 years later Airways International Cymru would still be flying 2 of the above 1-11's.

[Flightrider]

...not to mention that the 1-11-207s ATTP and ATVH had long service careers with Dan-Air as did the trio of ex-Kuwait/Eagle 1-11-301s. G-YMRU made it into the Dan-Air fleet for one summer (as G-BPNX) still in basic Airways International colours. I'm not sure why they bothered re-registering it to avoid liens when the thing was still painted in pretty recognisable Airways International scheme!

[GBYAJ]

AXMU doesn't look half bad here. Her next lease was to Air UK in 1986, along with her chum AXOX.

In 1988 flew on both of these while they were back with BIA. On the inside at least MU was top notch in a smart beige/pink look which seemed to be the way BIA were going with uniforms etc. OX on the other hand was still in Psychedelic orange and brown from the 60’s which was a bit hard going on the eye and the big black nose tip didn’t make it any more attractive outside!

[WHBM]

In 1988 flew on both of these while they were back with BIA. On the inside at least MU was top notch in a smart beige/pink look which seemed to be the way BIA were going with uniforms etc. OX on the other hand was still in Psychedelic orange and brown from the 60’s which was a bit hard going on the eye and the big black nose tip didn’t make it any more attractive outside!
Both AXMU and AXOX were originally new to Bahamas Airways, albeit back in 1969, and may have carried elements of a "Caribbean" colour scheme forward with them. They were orange and turquoise on the outside. They were not bought, they were BAC lease aircraft pending building of ordered series 500 aircraft to the airline, and subsequently worked through various operators, particularly AXMU, for whom Cymru was its 9th operator in about 15 years. I wonder who the owner actually was by this time, whether it was still leased from BAC.

[Mooncrest]

It's just occurred to me that the 1-11 Airways Cymru leased from BIA bore more than a passing resemblance to a Cambrian 1-11 circa 1969.

[kenparry]

G-AXOX was the first jet operated by Gulf Air, and was based in Bahrain in 1969-70. Had this aircraft first gone to the Bahamas?

[Sotonsean]

G-AXOX was the first jet operated by Gulf Air, and was based in Bahrain in 1969-70. Had this aircraft first gone to the Bahamas?

Bahamasair 1968
Gulf Air 1969
British Island Airways 1975
Air UK 1978
British Island Airways 1980

[bean]

As usual I always enjoy reading your invaluable information and personal insights.

I don't want to thread drift.

After reading your previous post's I had a thought. Starting a thread regarding the evolution of service at LHR through the decades would make for an interesting read.

I'm not quite sure as to when or what year BMA initially started operating from LHR.
November 1st 1969

[WHBM]

G-AXOX was the first jet operated by Gulf Air, and was based in Bahrain in 1969-70. Had this aircraft first gone to the Bahamas?
G-AXOX was initially part of the BAC "lease fleet", supplied new to Bahamas Airways as their first to tide them over until their first, ordered -500 series was ready. Doesn't seem to have had a UK registration at this stage but went straight onto the Bahamas register. It came back, and then went on to Gulf Air, still in the era when Gulf registered all their aircraft in London, where it spent nearly 10 years, being re-registered locally along the way, before coming back to the UK and resuming that previous G- registration which Gulf had got for it.

If you go to the Gulf Air museum in Sharjah (15 minutes down the road from Dubai DXB) you will find all the old aircraft in their very nice exhibition they have there are G-reg.

[dixi188]

Was Gulf Aviation run by BOAC before it became Gulf Air?

[WHBM]

Was Gulf Aviation run by BOAC before it became Gulf Air?
Yes, it was bought out by the various Emirates in the early 1970s, probably at the time the registrations were changed from G- to local ones. Muscat I believe as A4O; the various admin tasks being spread among the different new owners. Someone will know more. BOAC were still a minority owner of Bahamas Airways as well when they got the new One-Eleven in 1968, so it was being passed around among friends.

[dixi188]

I was in Muscat from 1976 to 79 and all the Gulf Air aircraft were A40 registered by then. Also all British built aircraft , VC-10s, BAC 1-11s, Skyvans and Islanders.
And SOAF was mostly British, Viscounts, BAC 1-11s, Skyvans, Islanders, Hunters, Strikemasters, Jaguars. The only non British were the Bell helicopters, 205s, 206s, and 212s. The DHC Caribous departed soon after I arrived and the Beavers had left a few months earlier.
Sorry for the thread drift.

[treadigraph]

Gulf Air's first four TriStars were each briefly on the UK register for a couple of weeks in 1976 between January and August after delivery; were BA doing fitting out/test flights/crew training?

[rog747]

Gulf Aviation:
Founded as Gulf Aviation in 1949 providing regional services throughout the Gulf region.
The founder was a former RAF pilot, Freddie Bosworth, and early types flown were the Anson, DC-3, Dove, Heron, F27, BN Islander, and the Skyvan.
Gulf Aviation did not operate the Vickers Viscount on its own, but leased capacity from Kuwait KAC to operate the following routes BAH-DOH-DXB and BAH-DOH-SHJ.

The BOAC VC-10 was operated by Gulf Aviation on leases from 1969, and one with Gulf Aviation stickers appeared on services to London from 1970.
LHR services on the VC10 were to BAH AUH DOH and DXB and flew twice weekly on WED and SAT, GF002 and GF004.


Gulf Aviation VC10 LHR

BOAC was the major shareholder until 1973 when governments of Bahrain, Abu Dhabi, Qatar and Oman bought the BOAC share.
The Airline was renamed Gulf Air in 1974, and become the Regions flag carrier.

Gulf Aviation BAC 1-11's
Gulf Aviation ordered one Series 432FD on 29th July 1969 with an option on a second.
This option was taken up and the aircraft were delivered in November 1969 and November 1971.
Bahamas Airways, Ltd, Nassau first leased from BAC the two Series 432FDs from November and December 1968 pending delivery of two Series 517FEs which were delivered in July 1969.
These aircraft were configured in a 79 seat single class layout.
G-AXOX and G-AXMU

Gulf Air BAC 1-11's
A used Series 409AY was leased from BAC and later purchased with delivery in February 1974 G-AXBB/A40-BB
Two Series 416EKs were leased from Cambrian Airways/British Airways, G-AWBL from October 1973 to the end of June 1974 and the other G-AVOF in November 1974.
A Series 408EF of Bavaria Fluggesellschaft was leased in full Gulf Air colours from November 1975 to May 1977 D-ALLI (Built for Channel Airways as G-AWGG but NTU)
G-AXMU/A40-MU was leased to British Airways in 1977.

The aircraft were operated throughout the Gulf area and to Egypt, India and Pakistan.
The 1-11 was finally disposed of in November 1977.

G-AXOX G-AXBB and G-AXMU all ended up flying with BIA.

[bean]

Gulf Aviation:
Founded as Gulf Aviation in 1949 providing regional services throughout the Gulf region.
The founder was a former RAF pilot, Freddie Bosworth, and early types flown were the Anson, DC-3, Dove, Heron, F27, BN Islander, and the Skyvan.
Gulf Aviation did not operate the Vickers Viscount on its own, but leased capacity from Kuwait KAC to operate the following routes BAH-DOH-DXB and BAH-DOH-SHJ.

The BOAC VC-10 was operated by Gulf Aviation on leases from 1969, and one with Gulf Aviation stickers appeared on services to London from 1970.
LHR services on the VC10 were to BAH AUH DOH and DXB and flew twice weekly on WED and SAT, GF002 and GF004.


Gulf Aviation VC10 LHR (https://www.flickr.com/photos/muggers/2025265289/)

BOAC was the major shareholder until 1973 when governments of Bahrain, Abu Dhabi, Qatar and Oman bought the BOAC share.
The Airline was renamed Gulf Air in 1974, and become the Regions flag carrier.

Gulf Aviation BAC 1-11's
Gulf Aviation ordered one Series 432FD on 29th July 1969 with an option on a second.
This option was taken up and the aircraft were delivered in November 1969 and November 1971.
Bahamas Airways, Ltd, Nassau first leased from BAC the two Series 432FDs from November and December 1968 pending delivery of two Series 517FEs which were delivered in July 1969.
These aircraft were configured in a 79 seat single class layout.
G-AXOX and G-AXMU

Gulf Air BAC 1-11's
A used Series 409AY was leased from BAC and later purchased with delivery in February 1974 G-AXBB/A40-BB
Two Series 416EKs were leased from Cambrian Airways/British Airways, G-AWBL from October 1973 to the end of June 1974 and the other G-AVOF in November 1974.
A Series 408EF of Bavaria Fluggesellschaft was leased in full Gulf Air colours from November 1975 to May 1977 D-ALLI (Built for Channel Airways as G-AWGG but NTU)
G-AXMU/A40-MU was leased to British Airways in 1977.

The aircraft were operated throughout the Gulf area and to Egypt, India and Pakistan.
The 1-11 was finally disposed of in November 1977.

G-AXOX G-AXBB and G-AXMU all ended up flying with BIA.
Several BOAC VC10s were sold to GF and operated with A40 registrations they were crewed from a variety of sources including ex RAF

[Mooncrest]

Remarkable how we got from Airways Cymru 1-11s and 737s to Gulf Air VC10s in just four pages!.

[rog747]

Remarkable how we got from Airways Cymru 1-11s and 737s to Gulf Air VC10s in just four pages!.

Well, you have a knack to bring up topics that are very close to many of the Pprune Members hearts here, and when one starts to dig deeper on subjects, the links and connections sort of bloom and gather a momentum LOL

Thank goodness for History eh!

[SWBKCB]

Gulf Air's first four TriStars were each briefly on the UK register for a couple of weeks in 1976 between January and August after delivery; were BA doing fitting out/test flights/crew training?

The first two Gulf Air Tristars were crew training in the UK with their British registrations in early 1976.

[ATNotts]

Well, you have a knack to bring up topics that are very close to many of the Pprune Members hearts here, and when one starts to dig deeper on subjects, the links and connections sort of bloom and gather a momentum LOL

Thank goodness for History eh!
Thread evolution is rather like the TV series fronted by James Burke many, many years ago - "Connections" where he start from one point and besides that, by the time he had reached the end of the show he had arrived somewhere completely different, or even right back where he started via a very convoluted route.

Personally I love threads like these as in the process of drifting really interesting information emerges. Keep 'em coming.

[SWBKCB]

G-AXOX G-AXBB and G-AXMU all ended up flying with BIA.


After being stored at Castle Donn (East Midlands) for a couple of years

[dixi188]

And now for more deviation.
When I was an apprentice at Hurn I was doing some wiring in a 1-11 cabin when the aircraft started moving around. I stuck my head out of one of the overwing exits to see James Burke bouncing up and down on the wing near the tip. A voice asked me to stay inside while they filmed that bit again. He was making a documentary for people who were scared of flying and showing how the wings flexed.
Later that day I went to see my father who was senior inspector in the flight shed, and there, sitting in his office, was James Burke. We had a chat.
That's my "name drop" bit done.

[GBYAJ]

Perhaps a bit late and apologies if already covered was it not Airways International Cymru rather than Airways Cymru International 🤔. It’s been worrying me….

[Mooncrest]

Definitely Airways International Cymru.

[rog747]

Airways Cymru titles, and a red dragon on the blue tail.
(This scheme and titles with the red dragon appeared only on the 1-11 fleet)
The 1-11's at first stayed in QB's all blue, with G-YMRU gaining CYM house colours, but G-WLAD went to BD.
The BIA lease 1-11 was with hybrid BIA cheatline, but looked very nice.

Airways Cymru, on mainly all white aircraft, sunshine tail logo (737-300 lease from Sunworld)

Airways International titles with small red dragon, with Cymru title on blue tail. 737-200

Airways International Cymru titles, with just a plain blue tail. 737-200 and 737-300

There was a late rumour it was to be just Airways International but they went under.
The main investor is said that Cymru to be rather a mouthful for Joe Public.

[Mooncrest]

Fair to say that BAZI's livery was little more than Britannia's base navy blue and tailfin logo crudely painted over; then BNCT and PROK were painted the same, factory fresh. Ryanair took much the same approach when it too acquired ex-Britannia 737s.

I've known how to pronounce 'Cymru' since primary school. It isn't a mouthful by any stretch of the imagination.

[ATNotts]

I've known how to pronounce 'Cymru' since primary school. It isn't a mouthful by any stretch of the imagination.

Indeed, so have I but the English generally appear to consider not being able to pronounce 'foreign' words some kind of a badge of honour!