BIA and Air Anglia
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BIA and Air Anglia
Both these airlines at one time had common ownership, i.e. the British and Commonwealth Shipping Group. Would I be right in thinking the two airlines split the UK down the middle as far as operations were concerned and was this a deliberate act of their owners ? To illustrate, LBA was an Air Anglia base and operated flights to Norwich and Edinburgh. BIA, however was a common sight 'out west', for example at Glasgow, Exeter, Manchester and the Isle of Man. BIA used to link LBA with IOM during the mid-seventies but that was all, apart from the odd training visit during early 1979.
I was employed by BIA for a short time in 1978/9 when it was owned by the Cayzer Family (British & Commonwealth Shipping). I don't think B&C had any connection with Air Anglia, which was partly owned by Norwich Union.
I believe that Air Anglia was sold to British and Commonwealth sometime around 1980 and together with Air Wales and Air Westward was merged in that year with BIA to form Air UK.
BIA operations base was Gatwick and its engineering base was at Blackpool.
I suppose there was a westerly bias to their network serving Exeter, Southampton, The Channel Islands and The Isle of Man to name a few of their many destinations.
Air Anglia's main base was at Norwich, their rapid expansion fuelled by the North Sea Oil boom which resulted in a second base being established at Aberdeen. Their schedules from Norwich to Aberdeen and Norwich to Amsterdam were really their flagship routes. Many destinations were served predominantly in central and eastern Britain and also Stavanger, Norway.
BIA operations base was Gatwick and its engineering base was at Blackpool.
I suppose there was a westerly bias to their network serving Exeter, Southampton, The Channel Islands and The Isle of Man to name a few of their many destinations.
Air Anglia's main base was at Norwich, their rapid expansion fuelled by the North Sea Oil boom which resulted in a second base being established at Aberdeen. Their schedules from Norwich to Aberdeen and Norwich to Amsterdam were really their flagship routes. Many destinations were served predominantly in central and eastern Britain and also Stavanger, Norway.
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As stated, Air UK was formed from the 4 companies, the Engineering base at Blackpool was closed in November 1980, the Herald fleet was reduced at that time, the high time Heralds were laid up and scrapped at Norwich, over the next 2 or 3 years the remaining Heralds were sold or scrapped, ( a couple went to museums). The engineering base was consolidated in the Air Anglia hangars at Norwich, concentrating on the F27-200 series operated by Air UK, customers at that time were Lauda Air, Busy Bee, Skyguard and Avianco.
The old BIA routes to the Channel Islands were still operated by Heralds up to around 1982 when the F27s took over, by then the company livery was on all aircraft and the identity of BIA and Air Anglia had disappeared.
A few customers Heralds were maintained at Norwich up to around 1990 or so, but the F27s were operating all the company routes.
Air Anglia routes were mainly east coast, something like four return flights a day to Amsterdam, and Leeds - Edinburgh from Norwich.
BIA continued at Gatwick with BAC1-11s but this was not part of the Air UK group.
I worked for BIA at Blackpool and moved to Norwich when the base was closed, much better engineering facilities - and much better pubs as well.
The old BIA routes to the Channel Islands were still operated by Heralds up to around 1982 when the F27s took over, by then the company livery was on all aircraft and the identity of BIA and Air Anglia had disappeared.
A few customers Heralds were maintained at Norwich up to around 1990 or so, but the F27s were operating all the company routes.
Air Anglia routes were mainly east coast, something like four return flights a day to Amsterdam, and Leeds - Edinburgh from Norwich.
BIA continued at Gatwick with BAC1-11s but this was not part of the Air UK group.
I worked for BIA at Blackpool and moved to Norwich when the base was closed, much better engineering facilities - and much better pubs as well.
BIA could trace its history to its ancestors namely Jersey Airlines. Manx Airlines and Lancashire Aircraft Corporation. Silver City bought Manx and the northern operations of LAC to form Silver City Northern Division.
Air Holdings- partly owned by the Cayzers (British and Commonwealth) as a result of their ownership of Hunting Clan Airways which was one of the founders of British United Aiways- purchased Silver City and Jersey Airlines in 1962. The northern division became British United (Manx) Airways and Jersey Airlines became British United (CI) Airways. These two were run from Jersey by the old Jersey Airlines management. the route structure was very similar at that time to what it was in 1978.
British United (Manx) and British United (CI) became British United Island Airways on 1st November 1968 by which time British and Commonwealth had Bought the Main British United Airways From Air Holdings
When British and Commonwealth sold BUA to Caledonian in 1970 BUIA was not part of the deal and was renamed British Island Airways
Air Anglia was the result of the merger of several small East Anglian operators in 1971 British and commonwealth bought the company in 1978 and did announce at the time that they intended to run the two companies seperately but subsequently changed their minds and Air Uk was born in early 1980
The two route structures evolved entirely seperately and the BIA structure was much older and the two airlines were not working in cooperation until 1978
Air Holdings- partly owned by the Cayzers (British and Commonwealth) as a result of their ownership of Hunting Clan Airways which was one of the founders of British United Aiways- purchased Silver City and Jersey Airlines in 1962. The northern division became British United (Manx) Airways and Jersey Airlines became British United (CI) Airways. These two were run from Jersey by the old Jersey Airlines management. the route structure was very similar at that time to what it was in 1978.
British United (Manx) and British United (CI) became British United Island Airways on 1st November 1968 by which time British and Commonwealth had Bought the Main British United Airways From Air Holdings
When British and Commonwealth sold BUA to Caledonian in 1970 BUIA was not part of the deal and was renamed British Island Airways
Air Anglia was the result of the merger of several small East Anglian operators in 1971 British and commonwealth bought the company in 1978 and did announce at the time that they intended to run the two companies seperately but subsequently changed their minds and Air Uk was born in early 1980
The two route structures evolved entirely seperately and the BIA structure was much older and the two airlines were not working in cooperation until 1978
The last two Heralds G-APWJ and G-ASKK were actually retired in 1985
G-APWJ was actually deliverd to Duxford by Captain "Spenny" Spencer (who had been Chief Pilot of Jersey Airlines) on his retirement flight
G-APWJ was actually deliverd to Duxford by Captain "Spenny" Spencer (who had been Chief Pilot of Jersey Airlines) on his retirement flight
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I hadn't realised that KK was still in service until 1985, I left Norwich in 1984.
The photograph below was taken in May 1984 at Norwich , the aircraft in the foreground is ex BIA G-AYMG operated by Skyguard in on routine maintenance, this aircraft was later operated by Channel Express.
The aircraft at the back was ex Arkia G-BEXB operated by Channel Express on repair following a main gear failure on landing at Guernsey 2 months before.
If I recall G-APWJ was used by Rolls Royce as a test bed for a later model of Dart for a period prior to disposal to Duxford.
The photograph below was taken in May 1984 at Norwich , the aircraft in the foreground is ex BIA G-AYMG operated by Skyguard in on routine maintenance, this aircraft was later operated by Channel Express.
The aircraft at the back was ex Arkia G-BEXB operated by Channel Express on repair following a main gear failure on landing at Guernsey 2 months before.
If I recall G-APWJ was used by Rolls Royce as a test bed for a later model of Dart for a period prior to disposal to Duxford.
The much travelled G-ASKK is still at Norwich - in The Museum.
In my days as a BIA Movement Controller (73-78) we all thought that 'KK should be in a Museum then, so frequently was she unserviceable - a splendid static exhibit complete with 44 irate passengers and an out of hours crew!
In my days as a BIA Movement Controller (73-78) we all thought that 'KK should be in a Museum then, so frequently was she unserviceable - a splendid static exhibit complete with 44 irate passengers and an out of hours crew!
Last edited by OUAQUKGF Ops; 5th Nov 2014 at 07:48.
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BIA Herald at Ringway forty years ago, possibly G-APWJ:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
G-APWH at Exeter forty-two(!) years ago:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
G-ASKK at Squires Gate in 1973:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
And G-ASKK as she is today, in the museum at Norwich:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
G-APWH at Exeter forty-two(!) years ago:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
G-ASKK at Squires Gate in 1973:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
And G-ASKK as she is today, in the museum at Norwich:
https://www.flickr.com/photos/489750...-93MeFa-8ZrKQT
Last edited by Proplinerman; 4th Nov 2014 at 20:36. Reason: Wrong link posted
In '72, Air Anglia operated several DC3s daily from Norwich to Sumburgh in support of oil exploration. I was at Sumburgh in Sep '72 when they went into administration and the 3 DC3s there at the time were immediately flown back to Norwich empty (apart from crew of course!)
As far as I can recall Air Anglia based one or more of its DC3s at Aberdeen in the early 1970s and it was from there that these aircraft performed their services under charter initially to Shell for rig crew changes at Sumburgh. I was on board as a passenger on the very first of these flights.
I cannot remember that the airline went into administration in 1972. If it did, then the directors Jim Crampton and Wilbur Wright kept their cards very close to their chests. At that time I think we were operating 4 DC3s and there was a considerable fall off of work for these aircraft, perhaps a contract was lost.
In the event several DC3 pilots were made redundant along with some ground support and office staff but there was no mention that the airline was in serious financial difficulties, particularly as Norwich Union were a major stakeholder.
At about that time Air Anglia chose to concentrate more on developing their scheduled services and the F27 was selected to develop the network thus gradually replacing the Daks.
This is all many years ago and Chevvron may well have been privy to information that never filtered through to me in the Ops Room.
I expect that he can remember the days when golf was still played on the airfield at Sumburgh and Les Isaacs the SATCO did a roaring trade in sheep skins. How times have changed!
I cannot remember that the airline went into administration in 1972. If it did, then the directors Jim Crampton and Wilbur Wright kept their cards very close to their chests. At that time I think we were operating 4 DC3s and there was a considerable fall off of work for these aircraft, perhaps a contract was lost.
In the event several DC3 pilots were made redundant along with some ground support and office staff but there was no mention that the airline was in serious financial difficulties, particularly as Norwich Union were a major stakeholder.
At about that time Air Anglia chose to concentrate more on developing their scheduled services and the F27 was selected to develop the network thus gradually replacing the Daks.
This is all many years ago and Chevvron may well have been privy to information that never filtered through to me in the Ops Room.
I expect that he can remember the days when golf was still played on the airfield at Sumburgh and Les Isaacs the SATCO did a roaring trade in sheep skins. How times have changed!
Last edited by OUAQUKGF Ops; 5th Nov 2014 at 14:04. Reason: Repetition
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Yes, I don't recall Air Anglia going bust in 1972: I have photos of one of their DC-3s and a F-27 at Manchester, that I took in 1973, and I'm sure they went on flying for many years after that, eventually being subsumed (I think) into Air UK-see my museum photo of G-ASKK above.
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Just uploaded to my Flickr photostream: 1. Air Anglia F-27 G-BAKL at M/C in 1973:
https://www.flickr.com/photos/489750...in/photostream
Then, taken a few minutes later, their DC-3 G-AOBN-still in regular service as of this date!
https://www.flickr.com/photos/489750...n/photostream/
These are the only two photos I ever took of any Air Anglia aircraft.
https://www.flickr.com/photos/489750...in/photostream
Then, taken a few minutes later, their DC-3 G-AOBN-still in regular service as of this date!
https://www.flickr.com/photos/489750...n/photostream/
These are the only two photos I ever took of any Air Anglia aircraft.
Thanks for those pics Propliner. I guess they were diversions from Leeds where the n/b and s/b NWI>LBA>EDi>ABZ (and v.v.) services both morning and evening were scheduled close together and often met on the ground.
The Dak was still used on one rotation a week, including the Sunday eve n/b, probably AQ204, until 1974. Presumably this allowed the a/c to rotate back to NWI for maintenance.
The Dak was still used on one rotation a week, including the Sunday eve n/b, probably AQ204, until 1974. Presumably this allowed the a/c to rotate back to NWI for maintenance.
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Thankyou for your responses everybody. Clearly there is still much good feeling around for these two airlines.
In the early 1970s I was pre-school and regular trips to Leeds Bradford (Yeadon in those days) were a way to keep me and my siblings occupied. It was mainly Northeast and Dan-Air aircraft back then so I always found the BIA Herald visits a bit exciting (and the Aer Lingus "Dublin jets"). Then one year, probably around '77, BIA stopped visiting and the Isle of Man flights were no more. By this time Air Anglia had established a base at Yeadon so maybe BIA felt unwanted (!) although I don't remember Anglia flying to IOM, just the likes of Edinburgh and Norwich (the easterly bias I've already alluded to). And Amsterdam from 1976. I don't remember seeing BIA at Yeadon again until early 1979 on training flights. The company might even have resumed an IOM schedule. I can recall seeing their Heralds at Manchester and Exeter, hence the apparent westerly operation.
What I'm fairly certain I do remember is an Air Anglia timetable with a notice detailing the company's B&C ownership and pictures of an F28 and a BIA 1-11. So the two companies' common ownership, by 1979 at least, seems assured but it appears the east/west operations split wasn't by design.
In the early 1970s I was pre-school and regular trips to Leeds Bradford (Yeadon in those days) were a way to keep me and my siblings occupied. It was mainly Northeast and Dan-Air aircraft back then so I always found the BIA Herald visits a bit exciting (and the Aer Lingus "Dublin jets"). Then one year, probably around '77, BIA stopped visiting and the Isle of Man flights were no more. By this time Air Anglia had established a base at Yeadon so maybe BIA felt unwanted (!) although I don't remember Anglia flying to IOM, just the likes of Edinburgh and Norwich (the easterly bias I've already alluded to). And Amsterdam from 1976. I don't remember seeing BIA at Yeadon again until early 1979 on training flights. The company might even have resumed an IOM schedule. I can recall seeing their Heralds at Manchester and Exeter, hence the apparent westerly operation.
What I'm fairly certain I do remember is an Air Anglia timetable with a notice detailing the company's B&C ownership and pictures of an F28 and a BIA 1-11. So the two companies' common ownership, by 1979 at least, seems assured but it appears the east/west operations split wasn't by design.
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The condition of G-ASKK is a credit to the museum management at Norwich, the paintwork still looks quite good.
Other Heralds that were donated to museums fared less well, the ex BAF, ex Channel Express G-BEYF was donated to Bournemouth Airport but was dismantled and scrapped a few years ago.
Ex BIA G-AVPN was operated in her last years as a freighter with Channel Express before being donated to Elvington, I saw some photos recently and she looked rather the worse for wear.
Other Heralds that were donated to museums fared less well, the ex BAF, ex Channel Express G-BEYF was donated to Bournemouth Airport but was dismantled and scrapped a few years ago.
Ex BIA G-AVPN was operated in her last years as a freighter with Channel Express before being donated to Elvington, I saw some photos recently and she looked rather the worse for wear.
I never said they went bust, just into administration. As far as I recall after 40+ years, it only lasted a couple of days, then they were back operating as normal, so maybe those who weren't employees never noticed.
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"The condition of G-ASKK is a credit to the museum management at Norwich, the paintwork still looks quite good."
Don't forget that my photo dates from more than seven years ago-though I have every hope and expectation that the museum have kept her just as nice-looking; but does someone have a more recent photo?
I've also got a shot taken the same day, of a (differently liveried) Air UK Friendship in the museum, if people would like me to post a link to that-let me know.
It was a very good museum, even down to my being able to take shelter under the hugely accommodating wings of their Vulcan, during an immense cloudburst during my visit! That said tho, an alarmingly large amount of water was coming through the wings at a few points. Ie if you can't get preserved aircraft under cover in the UK, it's unlikely they'll be around forever. But good on all aircraft museums for trying their best-hangarage is very dear (I know, I'm a Chartered Surveyor who deals with commercial property).
I've also got a shot of G-AVPN looking quite nice at Elvington quite a few years ago, so I'll post a link to that shortly-in a bit of a hurry this pm.
Don't forget that my photo dates from more than seven years ago-though I have every hope and expectation that the museum have kept her just as nice-looking; but does someone have a more recent photo?
I've also got a shot taken the same day, of a (differently liveried) Air UK Friendship in the museum, if people would like me to post a link to that-let me know.
It was a very good museum, even down to my being able to take shelter under the hugely accommodating wings of their Vulcan, during an immense cloudburst during my visit! That said tho, an alarmingly large amount of water was coming through the wings at a few points. Ie if you can't get preserved aircraft under cover in the UK, it's unlikely they'll be around forever. But good on all aircraft museums for trying their best-hangarage is very dear (I know, I'm a Chartered Surveyor who deals with commercial property).
I've also got a shot of G-AVPN looking quite nice at Elvington quite a few years ago, so I'll post a link to that shortly-in a bit of a hurry this pm.
Airlines don't go into administration for "a couple of days" also the term never existed in the early seventies. If an airline was in serious difficulties the official receivers would be called in usually ending in the company being wound up.