BUA Service Channel Isles/Scotland 1960s
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BUA Service Channel Isles/Scotland 1960s
In the 1960s, there was a BUA service from Jersey/Guernsey/Exeter which connected with a flight at Southampton and went on to Glasgow and Edinburgh. Would anyone know when it started and finished? I flew from Southampton to Edinburgh on it in a BUA Viscount at Easter 1968 and again in July 1968.
Thank you
KeMac
Thank you
KeMac
Hi KeMac,
Afraid I can't answer your question, but you may remember that 1968 was a turbulent year for BUA that led, among other things, to a pilots' strike in Jersey, followed by the demise of their BUA(CI) (formerly Jersey Airlines). The flights you're interested in could have been affected, as BUA itself also suffered some industrial disruption.
Just to clarify your question:
(1) Was the flight into SOU operated by the same a/c as the SOU>GLA>EDI service you used, and was the flight number the same? Or did it merely enable transiting pax to connect with the departing service?
(2) Was the flight into SOU from JER via GCI and EXT, or from just one of them?
Afraid I can't answer your question, but you may remember that 1968 was a turbulent year for BUA that led, among other things, to a pilots' strike in Jersey, followed by the demise of their BUA(CI) (formerly Jersey Airlines). The flights you're interested in could have been affected, as BUA itself also suffered some industrial disruption.
Just to clarify your question:
(1) Was the flight into SOU operated by the same a/c as the SOU>GLA>EDI service you used, and was the flight number the same? Or did it merely enable transiting pax to connect with the departing service?
(2) Was the flight into SOU from JER via GCI and EXT, or from just one of them?
The Southampton to Glasgow flight lasted well into One-Eleven days, and indeed into British Caledonian times.
You can thumb through old Jersey Airlines, BUA and B Cal timetables here (click on the dates rather than the name, and then through the individual pages) :
Airline Timetable Images - List of Complete Timetables
First appearance of the route seems to be in the 1962 timetable of Jersey Airlines, one of BUA's predecessors, operated with a Handley Page Herald. For much of BUA's time it continued to have a Jersey Airlines flight number. I think the paved runway had only just been installed at Southampton by 1962 (it was very late compared to other UK airports), which probably led to the service start.
You can thumb through old Jersey Airlines, BUA and B Cal timetables here (click on the dates rather than the name, and then through the individual pages) :
Airline Timetable Images - List of Complete Timetables
First appearance of the route seems to be in the 1962 timetable of Jersey Airlines, one of BUA's predecessors, operated with a Handley Page Herald. For much of BUA's time it continued to have a Jersey Airlines flight number. I think the paved runway had only just been installed at Southampton by 1962 (it was very late compared to other UK airports), which probably led to the service start.
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British Midland had a similar service in the Late 70's/early 80's with a Viscount that started in Scotland EDI or GLA then something like NCL>LBA>BHX>JER>GCI>BHX>LBA>NCL>GLA.
Was the BUA service something similar?
Was the BUA service something similar?
"""" I think the paved runway had only just been installed at Southampton by 1962 (it was very late compared to other UK airports), which probably led to the service start.""""
Hard runway did not open until September 1965......
Hard runway did not open until September 1965......
BUA (CI), Jersey-based Viscounts in 1968
Quote:
You can thumb through old Jersey Airlines, BUA and B Cal timetables here [...] :
Airline Timetable Images - List of Complete Timetables
Astonishing, WHBM. A trip down memory lane (not just for the BUA content...). Thanks!
Straying briefly off-topic, I reckon the second BUA livery was one of the most flattering ever to grace the VC10, as shown on the timetable cover. The air-hostesses' uniform wasn't bad either, particularly the hat!
http://www.timetableimages.com/ttima...4/br684-01.jpg
The same timetable (Summer 1968) shows on page 30 that around Easter on days 1/3/5/7 there was an evening Viscount service using a JY (BUA-CI) flight number from EXT to SOU, that connected with another JY Viscount service (probably on the same a/c) to GLA. The aircraft plot seems quite complex, but it appears that on Sundays the same a/c may have previously operated JER>EXT, with a 30-minute turnround at EXT. The a/c seems to N/S GLA, returning to JER the following day. The timetable shows that pax for EDI are offered a 40-minute connection to a BEA Viscount service, presumably operated by BEA? On days 1/3/5, a JER>SOU (direct) service is available on a Dart Herald (page 29), which connects with the Viscount departure.
In the mid-summer of 1968, according to the timetable, the EXT>SOU>GLA rotation (and GLA>EDI) becomes daily. The feed to EXT by Viscount is from JER on days 2/4/7, but from GCI on days 1/3/5, there being nothing on Saturdays. Pax from JER on days 1/3/5 could, however, fly JER>SOU (direct) on a JY Dart-Herald service to connect with the Viscount departure to GLA.
Those were the days for domestics... But that summer, faced with the prospect of having to uproot from their low-tax paradise to the mainland, the JY (BUA-CI) pilots went on strike at Jersey, almost to a man. The response of the parent group's new MD, Alan Bristow, was to close the airline down and sack all the strikers. BUIA (later BIA) was formed in November from the remnants of BUA (CI), BUA (Manx) and Morton Air Services, and was based at LGW, SOU and BLK (Blackpool). JER ceased to be a base, as did IOM. The Viscounts were not included. BUA itself - preferred by HMG as the nucleus of a new "second-force," independent flag-carrier - was sold to Adam Thomson's Caledonian Airways at the end of 1970. Caledonian-BUA was soon renamed BCAL (British Caledonian).
You can thumb through old Jersey Airlines, BUA and B Cal timetables here [...] :
Airline Timetable Images - List of Complete Timetables
Astonishing, WHBM. A trip down memory lane (not just for the BUA content...). Thanks!
Straying briefly off-topic, I reckon the second BUA livery was one of the most flattering ever to grace the VC10, as shown on the timetable cover. The air-hostesses' uniform wasn't bad either, particularly the hat!
http://www.timetableimages.com/ttima...4/br684-01.jpg
The same timetable (Summer 1968) shows on page 30 that around Easter on days 1/3/5/7 there was an evening Viscount service using a JY (BUA-CI) flight number from EXT to SOU, that connected with another JY Viscount service (probably on the same a/c) to GLA. The aircraft plot seems quite complex, but it appears that on Sundays the same a/c may have previously operated JER>EXT, with a 30-minute turnround at EXT. The a/c seems to N/S GLA, returning to JER the following day. The timetable shows that pax for EDI are offered a 40-minute connection to a BEA Viscount service, presumably operated by BEA? On days 1/3/5, a JER>SOU (direct) service is available on a Dart Herald (page 29), which connects with the Viscount departure.
In the mid-summer of 1968, according to the timetable, the EXT>SOU>GLA rotation (and GLA>EDI) becomes daily. The feed to EXT by Viscount is from JER on days 2/4/7, but from GCI on days 1/3/5, there being nothing on Saturdays. Pax from JER on days 1/3/5 could, however, fly JER>SOU (direct) on a JY Dart-Herald service to connect with the Viscount departure to GLA.
Those were the days for domestics... But that summer, faced with the prospect of having to uproot from their low-tax paradise to the mainland, the JY (BUA-CI) pilots went on strike at Jersey, almost to a man. The response of the parent group's new MD, Alan Bristow, was to close the airline down and sack all the strikers. BUIA (later BIA) was formed in November from the remnants of BUA (CI), BUA (Manx) and Morton Air Services, and was based at LGW, SOU and BLK (Blackpool). JER ceased to be a base, as did IOM. The Viscounts were not included. BUA itself - preferred by HMG as the nucleus of a new "second-force," independent flag-carrier - was sold to Adam Thomson's Caledonian Airways at the end of 1970. Caledonian-BUA was soon renamed BCAL (British Caledonian).
Last edited by Chris Scott; 30th Dec 2015 at 20:26. Reason: IATA code for Blackpool corrected.
During my time with BIA (1973-78) and no doubt before then the company did have a base at Jersey. I.E. Crews (Pilots and Cabin Staff), Engineering and Operations Officers all based in Jersey. (Later) Although on reflection several pilots who included 'Spenny Spencer' and Bernard Gardiner were actually based at SOU and rostered as such but continued to live in Jersey - so there were no Jersey based pilots - just cabin crew.
Last edited by OUAQUKGF Ops; 31st Dec 2015 at 08:51. Reason: Clarification
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Chris - I did have a look at the timetables to try and decipher whether it was a through aircraft but you have done a better job than I. I do remember that going through Glasgow to Edinburgh and coming back on the way to Southampton we had to disembark both times.
The BUA Viscounts by 1968 were down to the three ex-Hunting-Clan (one of the BUA constituents) series 800 aircraft. These had started out operating Hunting's "Colonial Coach" services in the 1950s, to East and West Africa, via multiple intermediate points, and indeed nightstops, along the way, which took several days each way. These services eventually became BUA's nonstop VC-10 routes to these destinations. It was therefore quite a come-down for the Viscounts to end up on UK secondary domestic routes ! The Viscounts were sold the next year to Arkia, the Israeli domestic operator, for whom they were the mainstream fleet for many more years until finally scrapped.
The Southampton to Glasgow route was begun by Jersey Airlines (I now read) on June 2, 1962, with Heralds. Just one week before this, Jersey had been taken over by BUA; in fact it was a complex arrangement because the actual takeover was by Air Holdings Ltd, who were the intermediate holding company between BUA and the various shipping companies who were the principal BUA shareholders. Jersey carried on under their own name and AOC until some years later when they were rolled into BUIA.
The strike referred to above was considered to be principally due to the personality of Alan Bristow, the new BUA chief, who had taken over following Freddie Laker's departure from the role to set up his own airline (he had fallen out with the shipping company owners over investment plans for jets for holiday IT flights). Fred had been the MD of one of the original BUA constituents, and headed up the new company for some years, including placing the first ever order for the BAC One-Eleven (a task he repeated some time later for his own airline). It was felt that if Fred had still been MD the upset and the strike would never have happened. Bristow had come of course with another Air Holdings constituent, Bristow Helicopters (still very much around today).
The Southampton to Glasgow route was begun by Jersey Airlines (I now read) on June 2, 1962, with Heralds. Just one week before this, Jersey had been taken over by BUA; in fact it was a complex arrangement because the actual takeover was by Air Holdings Ltd, who were the intermediate holding company between BUA and the various shipping companies who were the principal BUA shareholders. Jersey carried on under their own name and AOC until some years later when they were rolled into BUIA.
The strike referred to above was considered to be principally due to the personality of Alan Bristow, the new BUA chief, who had taken over following Freddie Laker's departure from the role to set up his own airline (he had fallen out with the shipping company owners over investment plans for jets for holiday IT flights). Fred had been the MD of one of the original BUA constituents, and headed up the new company for some years, including placing the first ever order for the BAC One-Eleven (a task he repeated some time later for his own airline). It was felt that if Fred had still been MD the upset and the strike would never have happened. Bristow had come of course with another Air Holdings constituent, Bristow Helicopters (still very much around today).
Hi WHBM,
As one whose career was indirectly affected by the creation of BUIA, in that I was transferred to it from Mortons willy-nilly by letter from the aforementioned Mr Bristow**, I can confirm much of your post. Just a few minor points...
Interesting you say that the former Jersey Airlines operation, which retained the JY flight numbers, continued from 1962 under an AOC with "Jersey Airlines" still written on it, but the company certainly traded under the name of BUA (CI) Ltd until it was closed down in 1968. I think the erasure of the Jersey Airlines livery on all the a/c spoke for itself. (The staff, of course, mainly continued to refer to it as Jersey Airlines.)
Yes, Freddie Laker (founder of the Air Charter constituent of BUA) seems to have been well-respected, and I think he was also responsible for ordering the Type 1103 VC10s (combi-standards, with "super" wings), the first of which entered BUA service (October 1964) a year or so before the One-Elevens.
Alan Bristow was not a benign boss, but to be fair he was deliberately placed in the job as a hatchet-man to try and return the BUA group to profitability. Whether it was his original idea to end BALPA's role in negotiating pilots' terms and conditions with each of the companies, and to force all of us to sign personal contracts, is unclear. The mainline pilots were first to declare a strike, IIRC, but not before the company had descended to dirty tactics - such as phoning the homes of refusenik-pilots down the route to warn wives that their husbands were about to be sacked. His imposition of personal contracts was subsequently challenged in court, and declared illegal.
** My reply, pointing out that my acceptance of any change in my place or contract of employment was not to be taken for granted, surprisingly elicited a personally-signed admission that his letter might be regarded as "peremptory." (I suspect his secretary may have caught him off-guard.)
Chris
As one whose career was indirectly affected by the creation of BUIA, in that I was transferred to it from Mortons willy-nilly by letter from the aforementioned Mr Bristow**, I can confirm much of your post. Just a few minor points...
Interesting you say that the former Jersey Airlines operation, which retained the JY flight numbers, continued from 1962 under an AOC with "Jersey Airlines" still written on it, but the company certainly traded under the name of BUA (CI) Ltd until it was closed down in 1968. I think the erasure of the Jersey Airlines livery on all the a/c spoke for itself. (The staff, of course, mainly continued to refer to it as Jersey Airlines.)
Yes, Freddie Laker (founder of the Air Charter constituent of BUA) seems to have been well-respected, and I think he was also responsible for ordering the Type 1103 VC10s (combi-standards, with "super" wings), the first of which entered BUA service (October 1964) a year or so before the One-Elevens.
Alan Bristow was not a benign boss, but to be fair he was deliberately placed in the job as a hatchet-man to try and return the BUA group to profitability. Whether it was his original idea to end BALPA's role in negotiating pilots' terms and conditions with each of the companies, and to force all of us to sign personal contracts, is unclear. The mainline pilots were first to declare a strike, IIRC, but not before the company had descended to dirty tactics - such as phoning the homes of refusenik-pilots down the route to warn wives that their husbands were about to be sacked. His imposition of personal contracts was subsequently challenged in court, and declared illegal.
** My reply, pointing out that my acceptance of any change in my place or contract of employment was not to be taken for granted, surprisingly elicited a personally-signed admission that his letter might be regarded as "peremptory." (I suspect his secretary may have caught him off-guard.)
Chris
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History of SOU - GLA/EDI services
Hi KeMac
Flight magazine reported in Sep 1962 that Jersey Airlines had been granted a 7-year ATLB licence to operate BOH/SOU to GLA/EDI, and would commence operations the following summer, focussing initially on just BOH-GLA. Plan was SOU would not be included until runway improvements were made there, and EDI not until GLA traffic was established.
The BOH-GLA service was first timetabled, by now using BUA(CI) marketing titles, to start on 18 May 1963, utilising Herald aircraft, and initially operated summer seasonally via MAN with 2-3 weekly frequencies (Jersey AL already operated BOH-MAN, since 1954).
Service was switched from BOH to SOU effective from 1 Nov 1965, following completion of the new runway at SOU. This marked the start of all-year operations.
From summer 1966, Viscount aircraft were timetabled, with separate connections shown at SOU from JER/GCI, and from EXT, and it seems likely that the aircraft flying one or other of these two connecting flights would then have operated the onward sector to GLA, which carried a separate flight number.
BUA(CI) never operated from SOU to EDI themselves, but instead their summer timetables from 1965 onwards advertised a 30-min connection at GLA onto/from a British European Airways service to/from EDI. This BEA flight actually operated GLA-EDI-ABZ & vv.
From Nov 1968, BUA mainline replaced BUA(CI) on the SOU-GLA service, providing an upgrade to BAC One-Eleven jet aircraft. However, the advertised onward connection to EDI via BEA ceased at this time.
The BUA One-Eleven service, later operated under Caledonian//BUA and then British Caledonian titles, continued until 31 October 1974.
After a short break, British Airways operated SOU-GLA for about 18 months in 1975-76, and Air UK even more briefly (with Bandeirante aircraft) in 1984.
The route then remained unflown until Loganair began SOU-GLA service on 2 Sep 1991, with Jetstream aircraft. The sector subsequently passed successively & continuously to associate/ successor operators Manx Airlines (1994-96), British Regional Airlines (1996-2002), British Airways CitiExpress (2002-06) and ultimately BA Connect, who terminated their service in Oct 2006.
By this time, Flybe had (from Mar 2004) begun flying the sector in competition, and they have continued unbroken service on the SOU-GLA route ever since.
As far as I am aware, the first through-plane schedules between SOU and EDI were operated by British Airways in 1985, utilising 748 aircraft operating via BHX. Capital Airlines subsequently flew a brief Short 360 service via LBA in 1990.
The first nonstop SOU-EDI service was commenced by Loganair in Oct 1991, with subsequent history of the sector being similar to GLA as above (though with slightly different dates for the start of Flybe & the end of BA Connect service).
Most of this info is derived from original timetables in my possession. Hope this helps.
Flight magazine reported in Sep 1962 that Jersey Airlines had been granted a 7-year ATLB licence to operate BOH/SOU to GLA/EDI, and would commence operations the following summer, focussing initially on just BOH-GLA. Plan was SOU would not be included until runway improvements were made there, and EDI not until GLA traffic was established.
The BOH-GLA service was first timetabled, by now using BUA(CI) marketing titles, to start on 18 May 1963, utilising Herald aircraft, and initially operated summer seasonally via MAN with 2-3 weekly frequencies (Jersey AL already operated BOH-MAN, since 1954).
Service was switched from BOH to SOU effective from 1 Nov 1965, following completion of the new runway at SOU. This marked the start of all-year operations.
From summer 1966, Viscount aircraft were timetabled, with separate connections shown at SOU from JER/GCI, and from EXT, and it seems likely that the aircraft flying one or other of these two connecting flights would then have operated the onward sector to GLA, which carried a separate flight number.
BUA(CI) never operated from SOU to EDI themselves, but instead their summer timetables from 1965 onwards advertised a 30-min connection at GLA onto/from a British European Airways service to/from EDI. This BEA flight actually operated GLA-EDI-ABZ & vv.
From Nov 1968, BUA mainline replaced BUA(CI) on the SOU-GLA service, providing an upgrade to BAC One-Eleven jet aircraft. However, the advertised onward connection to EDI via BEA ceased at this time.
The BUA One-Eleven service, later operated under Caledonian//BUA and then British Caledonian titles, continued until 31 October 1974.
After a short break, British Airways operated SOU-GLA for about 18 months in 1975-76, and Air UK even more briefly (with Bandeirante aircraft) in 1984.
The route then remained unflown until Loganair began SOU-GLA service on 2 Sep 1991, with Jetstream aircraft. The sector subsequently passed successively & continuously to associate/ successor operators Manx Airlines (1994-96), British Regional Airlines (1996-2002), British Airways CitiExpress (2002-06) and ultimately BA Connect, who terminated their service in Oct 2006.
By this time, Flybe had (from Mar 2004) begun flying the sector in competition, and they have continued unbroken service on the SOU-GLA route ever since.
As far as I am aware, the first through-plane schedules between SOU and EDI were operated by British Airways in 1985, utilising 748 aircraft operating via BHX. Capital Airlines subsequently flew a brief Short 360 service via LBA in 1990.
The first nonstop SOU-EDI service was commenced by Loganair in Oct 1991, with subsequent history of the sector being similar to GLA as above (though with slightly different dates for the start of Flybe & the end of BA Connect service).
Most of this info is derived from original timetables in my possession. Hope this helps.
