CP Air Jetsave charters
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CP Air Jetsave charters
This is of interest to me as my first trip across the pond was to Gatwick to Toronto by CP Air in 1979. CP Air was not allowed to serve the UK at the time but operated charter flights for Jetsave. Can anyone recall when these flights started and ended, how frequent they were (doubtless it would have varied by year and would have been a highly seasonal operation) and if they used dedicated aircraft or the regular fleet. I suspect the latter as I was disappointed that they had sold out of first class seats which were available at a small premium.
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I cannot assist you, but just to mention that I took my first trip to North America in 1973, with a firm that I think was called 'Airfare'. It was Gatwick to Toronto by way of Prestwick. The Charter flight was operated by a B.Cal 707. It was the first (and last) time I had tasted Drambuie, and of course the hostesses were dressed in tartan.
If i remember correctly, at that time air charter firms were going bust quite regularly, with little or no compensation for passengers - we were seriously concerned whether 'Airfare' would do the same whilst we were abroad, but it was ok.
They say travel broadens the mind, we took a circular trip by Greyhound bus from Toronto via the deep South to the West Coast of the USA and back again via a northern route. It took 5/6 weeks and left an indelible impression on me as young 20year old student. It was wonderful. Sorry to take this a bit OT.
If i remember correctly, at that time air charter firms were going bust quite regularly, with little or no compensation for passengers - we were seriously concerned whether 'Airfare' would do the same whilst we were abroad, but it was ok.
They say travel broadens the mind, we took a circular trip by Greyhound bus from Toronto via the deep South to the West Coast of the USA and back again via a northern route. It took 5/6 weeks and left an indelible impression on me as young 20year old student. It was wonderful. Sorry to take this a bit OT.
North Atlantic charter flights were in theory not allowed so the affinity group charters which were really a scam started but then ABC charters (advanced booking) were allowed and sort of regulated - this all was all pre-Laker Skytrain's entry into the T/A field. Laker was already doing his own ABC charters to the USA & Canada with Lord Brothers (then Laker holidays) which lead him to think up Skytrain and demand deregulation on the routes.
Skytrain sort of saw the deregulation and end of ABC charters but the charter flights still carried on for a while and still do in the likes of Canadian Affair using Air Transat today
all the UK, USA and Canadian charters airlines started flying affinity group charters into LGW MAN BHX STN & PIK
some from LTN too
Jetsave were the major ABC player in the mid 70's to book with for cheap travel to USA & Canada they used Dan Air Caledonian CPair BeaAirtours and some others too.
LGW from the late 60's thru 70's saw many USA and UK charter companies using the DC8 727 707 then DC10-30 and 747 . the Tristar did not have the range until the 200 & 500 series came along which British Airtours both used for a while but Court Line did some ABC charters with their -1's in 73 and 74.
BUA did use their VC-10's on the T/A on charters and G-ARTA was in an all Y 140 seat config.
CPair was flying into LGW and MAN/PIK initially with Conway DC8's from the late 60's on charter flights, then with -55 & -63 then 747 & DC10-30 a/c.
often you could see 2 or often 3 each of CPair and wardair a/c at LGW at any one time during the summer
Wardair was already a major player at LGW since 1966 with their new 727 operating the first regular T/A flight to LGW but I cannot recall who they sold their seats through but it was not Jetsave. they had 2 new 707's delivered by the late 60's, followed by 747's in early 70's again a first for LGW
Golden Lion Travel was BCAL's ABC charter division
Globespan was another Canadian ABC tour operator - maybe they used Wardair
Skytrain sort of saw the deregulation and end of ABC charters but the charter flights still carried on for a while and still do in the likes of Canadian Affair using Air Transat today
all the UK, USA and Canadian charters airlines started flying affinity group charters into LGW MAN BHX STN & PIK
some from LTN too
Jetsave were the major ABC player in the mid 70's to book with for cheap travel to USA & Canada they used Dan Air Caledonian CPair BeaAirtours and some others too.
LGW from the late 60's thru 70's saw many USA and UK charter companies using the DC8 727 707 then DC10-30 and 747 . the Tristar did not have the range until the 200 & 500 series came along which British Airtours both used for a while but Court Line did some ABC charters with their -1's in 73 and 74.
BUA did use their VC-10's on the T/A on charters and G-ARTA was in an all Y 140 seat config.
CPair was flying into LGW and MAN/PIK initially with Conway DC8's from the late 60's on charter flights, then with -55 & -63 then 747 & DC10-30 a/c.
often you could see 2 or often 3 each of CPair and wardair a/c at LGW at any one time during the summer
Wardair was already a major player at LGW since 1966 with their new 727 operating the first regular T/A flight to LGW but I cannot recall who they sold their seats through but it was not Jetsave. they had 2 new 707's delivered by the late 60's, followed by 747's in early 70's again a first for LGW
Golden Lion Travel was BCAL's ABC charter division
Globespan was another Canadian ABC tour operator - maybe they used Wardair
Last edited by rog747; 8th May 2016 at 09:53.
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CP also served GLA BHX BFS and CDW at least, depending on year.
Wardair marketed their own seats IIRC, they may have sold some via third parties, but mostly they wanted control. Had own (non standard) tickets which caused some complications with FIMs etc.
Wardair marketed their own seats IIRC, they may have sold some via third parties, but mostly they wanted control. Had own (non standard) tickets which caused some complications with FIMs etc.
thanks for that - wardair would have used a tour operator in the UK to sell their ABC seats but I cannot think who they were - even if they set up their own Tour operator but the name escapes me
once WD earned their right to fly scheduled and sell direct but that was not until the late 80's iirc and that was the death knell for them sadly
once WD earned their right to fly scheduled and sell direct but that was not until the late 80's iirc and that was the death knell for them sadly
Thread Starter
I seem to recall that Wardair sold their own tickets (although as you say rog it may well have been through a wholly or partially owned tour operator subsidiary for legal reasons). I think that their UK head office was in that large octagonal building by East Croydon station and that they had a large sales outlet in Eaton Centre in Toronto.
I remember seeing a Wardair 747 at Birmingham airport sometime in the 80s. The flight continued to another UK airport - it may have been Cardiff before routing back via BHX. The 7,400 ft runway must have been just long enough for a flight to YYZ but I would have thought rather tight.
I remember seeing a Wardair 747 at Birmingham airport sometime in the 80s. The flight continued to another UK airport - it may have been Cardiff before routing back via BHX. The 7,400 ft runway must have been just long enough for a flight to YYZ but I would have thought rather tight.
BMA got into the market circa 1982.
I was moved to Donington Hall's library from EMA in Jan 83, running the Canada charter ABC reservations system. Which was a lever arch file.
I was moved to Donington Hall's library from EMA in Jan 83, running the Canada charter ABC reservations system. Which was a lever arch file.
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since the early 80's I've always remembered being taken to the end of the runway at Newcastle on Tuesday mornings during the school holidays to see both the CP Air and Wardair 747's operating to Toronto at around the same time. But, I've never seen a picture since of them both on the ground at the same time so could be wrong! However by1986 (when my real interest began) wardair holidays used wardair 747's and globespan used worldways Canada dc8's from Ncl to yyz.
interesting replies 
re BMA
they did fly affinity group charters (such as the Barrowdale whippet and shunters or “The General Fettlers, Warp and Weft Adjusters' Band” club
), as early as 1971 when they got the first two 707-321's -
initially flew a few from EMA but had to change to STN and a few from LTN as EMA then a tiny airport could not cope with 186 people at a time and the immigration officer had to come from Hull!
yes Midland331
BMA re-entered the charter market to USA/Canada in 1982 with the newly re-fitted 707-320C's 211 pax, no IFE!!!
Wardair's programme included all majors in the UK with PIK STN LBA and CWL in the list too but not EXT.
LBA saw the 747 and DC-10 but not their 707 afaik
Exeter was a fav Canadian destination and flights were started i think first with world-ways, crownair then air transat which only stopped in recent years
https://www.flickr.com/photos/easyflyer9/4975265942
rog747
re BMA
they did fly affinity group charters (such as the Barrowdale whippet and shunters or “The General Fettlers, Warp and Weft Adjusters' Band” club
), as early as 1971 when they got the first two 707-321's -initially flew a few from EMA but had to change to STN and a few from LTN as EMA then a tiny airport could not cope with 186 people at a time and the immigration officer had to come from Hull!
yes Midland331
BMA re-entered the charter market to USA/Canada in 1982 with the newly re-fitted 707-320C's 211 pax, no IFE!!!
Wardair's programme included all majors in the UK with PIK STN LBA and CWL in the list too but not EXT.
LBA saw the 747 and DC-10 but not their 707 afaik
Exeter was a fav Canadian destination and flights were started i think first with world-ways, crownair then air transat which only stopped in recent years
https://www.flickr.com/photos/easyflyer9/4975265942
rog747
Last edited by rog747; 9th May 2016 at 09:35.
I went with Wardair on the 727 in 1967, Gatwick-Sondrestrom-Vancouver, and subsequently nonstop on their 707 in 1969 and 1971. At that early stage in their development they used an "affinity group" organisation in the UK called "Western Canada Alliance", which was run I recall by a husband & wife couple called Overton. Goodness, that recollection has been up in my brain for 45 years without being recalled until now. It was notable that in Vancouver Wardair had a downtown streetfront office in the late 1960s right alongside CP Air and Western, staffed by someone in FA uniform, whose principal job seemed to be to receive phone calls from those who wanted to fly to Britain and direct them to the relevant affinity organisation who had chartered them on that date.
The Wardair 727 sometimes laid over at Gatwick for a day or so between charters, and I read one account of it being subchartered to cover an IT flight from Gatwick to Corfu and back due to some problem at the original carrier !
Back to the original question but by around 1980 CP Air were also operating a substantial charter operation to Europe which actually appeared in a 4-page insert in their mainstream timetable, showing just days of operation. This showed they ran from Toronto and Vancouver to various UK points, and also to European points not on CP schedules like Frankfurt and Brussels, some routes like Gatwick several times a week, with both DC8s and 747s (the latter shown in bold type). They evidently had several aircraft fully employed on this work. Canadian charter-configuration operators have all long had an opposite peaking to those from the UK, peak season is winter, from the likes of Toronto down to Florida, the Caribbean, Mexico, etc. Wardair and the others followed this pattern as well, deploying across the Atlantic only in summer, although Wardair started to creep to an all year operation.
I think the 1971 return Wardair 707 was where we left Vancouver and flew overnight to Gatwick, to find the CP DC8-63 and Pacific Western 707 there which we had seen departing Vancouver.
The Wardair 727 sometimes laid over at Gatwick for a day or so between charters, and I read one account of it being subchartered to cover an IT flight from Gatwick to Corfu and back due to some problem at the original carrier !
Back to the original question but by around 1980 CP Air were also operating a substantial charter operation to Europe which actually appeared in a 4-page insert in their mainstream timetable, showing just days of operation. This showed they ran from Toronto and Vancouver to various UK points, and also to European points not on CP schedules like Frankfurt and Brussels, some routes like Gatwick several times a week, with both DC8s and 747s (the latter shown in bold type). They evidently had several aircraft fully employed on this work. Canadian charter-configuration operators have all long had an opposite peaking to those from the UK, peak season is winter, from the likes of Toronto down to Florida, the Caribbean, Mexico, etc. Wardair and the others followed this pattern as well, deploying across the Atlantic only in summer, although Wardair started to creep to an all year operation.
I think the 1971 return Wardair 707 was where we left Vancouver and flew overnight to Gatwick, to find the CP DC8-63 and Pacific Western 707 there which we had seen departing Vancouver.
Were the Affinity Groups a way around the monopoly of BOAC/Air Canada back in the day ? Were they primarily for keeping family ties going, or unrelated tourism revenues ? I recall seeing Wardair 707's and 747's at LGW, perhaps the 727's, but remember fondly the CP Air DC-8's with their 'Empress' call signs and that evocative colour scheme.
SHJ
SHJ
Last edited by rog747; 10th May 2016 at 17:42.
the Caledonian ''case'' set a precedent for affinity group charters then ABC charters
Caledonian Airways attaining market leadership in transatlantic affinity group charters.
On 20 May 1963, the US Civil Aeronautics Board (CAB) granted Caledonian a foreign air carrier permit for a three-year period under Section 402 of the US Federal Aviation Act. It became effective on 17 June 1963 when it was signed by President John F. Kennedy, making Caledonian the first overseas charter carrier to obtain this permit.
The so-called Caledonian Case established a precedent and constituted the legal basis for all airlines that had always wanted to operate charters to and from the US and Canada, but had been unable to overcome the objections of the established airlines, such as Pan Am and British Overseas Airways Corporation (BOAC), prior to the enactment of this law.
Caledonian's US breakthrough led to it being granted Canadian affinity group charter permission as well. The UK Air Transport Licensing Board (ATLB) licensed Caledonian to begin North Atlantic IT charters in September 1964.
Caledonian's transatlantic growth strategy focused on taking advantage of strong ethnic ties of overseas Scottish communities in North America to the land of their ancestors and an obscure International Air Transport Association (IATA) resolution dating from 1953. Under this resolution, airlines were permitted to offer cut-price charter tariffs if these were negotiated with an individual representing a distinct group that shared a common affinity among its members prior to the application for charter transportation.
The way independent charter operators like Caledonian, who were not IATA members, interpreted that resolution was that it applied to closed groups only whose primary purpose of travel was their common interest, rather than securing cheap air fares for its members.
IATA imposed further restrictions on airlines seeking to exploit this loophole by insisting that any agent booking these flights had their commission capped at 5%, that the affinity group's membership could not exceed 20,000 and that those seeking to avail themselves of these offers must have been members for at least six months prior to the commencement of travel. These restrictions were designed to protect IATA members' transatlantic scheduled traffic by preventing non-members from undercutting them.
To comply with IATA's arbitrary transatlantic charter rules, Caledonian and other independent charter operators insisted that anyone who wanted a cheap transatlantic charter flight needed to be a bona fide member of an affinity group, and that the prospective traveller needed to be a member of such an organisation for a minimum period of six months. As a result, clubs and associations with names like Friends of Clan Albion, Anglo-Scottish-American Group, Anglo-American Families Association, Rose and Maple Amity Club, Paisley Buddies, British American Club, Canadian US Pacific Association etc. sprang up on both sides of the Atlantic.
As the charterer was responsible for paying for the aircraft's entire capacity regardless of whether all seats were filled, there was a great temptation to let people, who were not eligible to travel under the affinity group rules, take the seats of other, eligible travellers who had cancelled their bookings. As a result, there were numerous occasions on which the airlines got into trouble with the authorities on both sides of the Atlantic. This made the system increasingly unworkable.
In 1967, Caledonian gained Presidential approval to carry passengers from 19 European countries to the US and to operate IT charters from the US to the UK, following authorisation by the CAB. Confirmation by the White House of the CAB's decision to let Caledonian fly US-originating charter passengers to Britain made it at the time the only airline permitted to cater to the IT market on both sides of the Atlantic.
In 1968, the CAB agreed to expand Caledonian's US IT charter authority to enable it to operate circle-tour charters between 19 European points and the US, with flights commencing the following year.
By 1969, more charter passengers were crossing the Atlantic with Caledonian than those flying on the transatlantic scheduled services of Aer Lingus, El Al, Sabena or Swissair.
By 1970, Caledonian was carrying the majority of the approximately 1.4 million passengers flying as members of affinity groups across the Atlantic each year.
Caledonian sought to differentiate itself from the other UK independent airlines and US supplemental carriers with which it competed in the transatlantic closed group charter market by providing a personalised, high quality full-scheduled-service style inflight service that exceeded most contemporary scheduled transatlantic operators' economy class service standards by a wide margin.
On a typical transatlantic 707 charter, there were individually printed menus. The inflight service began with tartan-clad cabin staff serving each passenger free cocktails from the drinks trolley at each seat row as soon as the seat belt signs were turned off. This was followed by the main meal, starting with a separately served hors d'œuvre before serving a main course of fillet of beef, Tournedos, lamb or a chicken dish, accompanied by a selection of complimentary wines. Thereafter, a dessert course was served, followed by a choice from a cheese tray and a basket of fresh fruit. The inflight service concluded with tea or coffee being served with complimentary brandies and liqueurs, as well as free cigarettes for those who smoked.
In Canada wardair was doing much of the same to fight regulations and offer a superior product
Caledonian Airways attaining market leadership in transatlantic affinity group charters.
On 20 May 1963, the US Civil Aeronautics Board (CAB) granted Caledonian a foreign air carrier permit for a three-year period under Section 402 of the US Federal Aviation Act. It became effective on 17 June 1963 when it was signed by President John F. Kennedy, making Caledonian the first overseas charter carrier to obtain this permit.
The so-called Caledonian Case established a precedent and constituted the legal basis for all airlines that had always wanted to operate charters to and from the US and Canada, but had been unable to overcome the objections of the established airlines, such as Pan Am and British Overseas Airways Corporation (BOAC), prior to the enactment of this law.
Caledonian's US breakthrough led to it being granted Canadian affinity group charter permission as well. The UK Air Transport Licensing Board (ATLB) licensed Caledonian to begin North Atlantic IT charters in September 1964.
Caledonian's transatlantic growth strategy focused on taking advantage of strong ethnic ties of overseas Scottish communities in North America to the land of their ancestors and an obscure International Air Transport Association (IATA) resolution dating from 1953. Under this resolution, airlines were permitted to offer cut-price charter tariffs if these were negotiated with an individual representing a distinct group that shared a common affinity among its members prior to the application for charter transportation.
The way independent charter operators like Caledonian, who were not IATA members, interpreted that resolution was that it applied to closed groups only whose primary purpose of travel was their common interest, rather than securing cheap air fares for its members.
IATA imposed further restrictions on airlines seeking to exploit this loophole by insisting that any agent booking these flights had their commission capped at 5%, that the affinity group's membership could not exceed 20,000 and that those seeking to avail themselves of these offers must have been members for at least six months prior to the commencement of travel. These restrictions were designed to protect IATA members' transatlantic scheduled traffic by preventing non-members from undercutting them.
To comply with IATA's arbitrary transatlantic charter rules, Caledonian and other independent charter operators insisted that anyone who wanted a cheap transatlantic charter flight needed to be a bona fide member of an affinity group, and that the prospective traveller needed to be a member of such an organisation for a minimum period of six months. As a result, clubs and associations with names like Friends of Clan Albion, Anglo-Scottish-American Group, Anglo-American Families Association, Rose and Maple Amity Club, Paisley Buddies, British American Club, Canadian US Pacific Association etc. sprang up on both sides of the Atlantic.
As the charterer was responsible for paying for the aircraft's entire capacity regardless of whether all seats were filled, there was a great temptation to let people, who were not eligible to travel under the affinity group rules, take the seats of other, eligible travellers who had cancelled their bookings. As a result, there were numerous occasions on which the airlines got into trouble with the authorities on both sides of the Atlantic. This made the system increasingly unworkable.
In 1967, Caledonian gained Presidential approval to carry passengers from 19 European countries to the US and to operate IT charters from the US to the UK, following authorisation by the CAB. Confirmation by the White House of the CAB's decision to let Caledonian fly US-originating charter passengers to Britain made it at the time the only airline permitted to cater to the IT market on both sides of the Atlantic.
In 1968, the CAB agreed to expand Caledonian's US IT charter authority to enable it to operate circle-tour charters between 19 European points and the US, with flights commencing the following year.
By 1969, more charter passengers were crossing the Atlantic with Caledonian than those flying on the transatlantic scheduled services of Aer Lingus, El Al, Sabena or Swissair.
By 1970, Caledonian was carrying the majority of the approximately 1.4 million passengers flying as members of affinity groups across the Atlantic each year.
Caledonian sought to differentiate itself from the other UK independent airlines and US supplemental carriers with which it competed in the transatlantic closed group charter market by providing a personalised, high quality full-scheduled-service style inflight service that exceeded most contemporary scheduled transatlantic operators' economy class service standards by a wide margin.
On a typical transatlantic 707 charter, there were individually printed menus. The inflight service began with tartan-clad cabin staff serving each passenger free cocktails from the drinks trolley at each seat row as soon as the seat belt signs were turned off. This was followed by the main meal, starting with a separately served hors d'œuvre before serving a main course of fillet of beef, Tournedos, lamb or a chicken dish, accompanied by a selection of complimentary wines. Thereafter, a dessert course was served, followed by a choice from a cheese tray and a basket of fresh fruit. The inflight service concluded with tea or coffee being served with complimentary brandies and liqueurs, as well as free cigarettes for those who smoked.
In Canada wardair was doing much of the same to fight regulations and offer a superior product
I went with Wardair on the 727 in 1967, Gatwick-Sondrestrom-Vancouver, and subsequently nonstop on their 707 in 1969 and 1971
The Wardair 727 sometimes laid over at Gatwick for a day or so between charters, and I read one account of it being subchartered to cover an IT flight from Gatwick to Corfu and back due to some problem at the original carrier !
The Wardair 727 sometimes laid over at Gatwick for a day or so between charters, and I read one account of it being subchartered to cover an IT flight from Gatwick to Corfu and back due to some problem at the original carrier !
i flew out LGW to DBV on a Northeast Trident and back 2 weeks later on the wardair 727
summer 1972 -
imagine our surprise sitting out on a sunny evening at Dubrovnik airport waiting to go home on a BCAL 1-11 and the WD 727 screams in and lands to take us home to LGW
The airlines involved at first in mostly bogus affinity group charter flights were
Canada
CPair Wardair
USA
Capitol ONA TIA AFA World Saturn
UK
BMA BUA Laker Lloyd Dan Air Caledonian Britannia Donaldson
the most famous ''bogus'' affinity group was the Trowbridge and district caged bird society with a membership of over 5000 LOL defies imagination
Canada
CPair Wardair
USA
Capitol ONA TIA AFA World Saturn
UK
BMA BUA Laker Lloyd Dan Air Caledonian Britannia Donaldson
the most famous ''bogus'' affinity group was the Trowbridge and district caged bird society with a membership of over 5000 LOL defies imagination
I remember seeing a Wardair 747 at Birmingham airport sometime in the 80s. The flight continued to another UK airport - it may have been Cardiff before routing back via BHX.
I think that's a substantially overstated (it's Wikipedia after all) account of Caledonian. There had of course been charters long before Caledonian was founded (someone actually did charters to New York with a Handley Page Hermes in the 1950s), and while they were the first with a new type of certificate, there had been other certificate types previously. US carriers had also predominated, and it wouldn't have been the least acceptable for them to operate while their government denied reciprocal rights. British Eagle was a comparable carrier with Britannias, and when secondhand 707s came onto the market there was a great expansion of operators, including Laker in its earliest days who took the Eagle 707s when the latter went under.
The principal Transatlantic work for the US carriers was military charters, mainly to Germany, using DC-6s and Constellations, which gave them a whole lot of unbalanced trips where they looked to the commercial world for backload trips, very often ferrying over from Frankfurt etc to Gatwick for the return flight. The military contracts started stipulating jets from the mid 1960s, and the DC8 was the US carriers principal choice, especially the stretched -61/63s when these came along. There was often a whole gaggle of them from different operators at Gatwick in summer mornings headed for a range of US points. A number of their operators were somewhat high handed, if extra military work came along, as often happened, they would shift flights by a day forward or backwards at short notice, excusing this with "well it's a charter". No EU compensation in those days.
The principal Transatlantic work for the US carriers was military charters, mainly to Germany, using DC-6s and Constellations, which gave them a whole lot of unbalanced trips where they looked to the commercial world for backload trips, very often ferrying over from Frankfurt etc to Gatwick for the return flight. The military contracts started stipulating jets from the mid 1960s, and the DC8 was the US carriers principal choice, especially the stretched -61/63s when these came along. There was often a whole gaggle of them from different operators at Gatwick in summer mornings headed for a range of US points. A number of their operators were somewhat high handed, if extra military work came along, as often happened, they would shift flights by a day forward or backwards at short notice, excusing this with "well it's a charter". No EU compensation in those days.
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I remember American transair started with 707s into gatwick in the early 80s then the tragic accident with independent airlines 707 which started charter groups to Italy slammed in the mountains in the Azores which resulted in the Italian government banning all civilian 707s flying charters in or out of italy
I'll also make the point that it wasn't required for the whole aircraft to be taken by just one charterer, there were often multiple affinity groups on board. Commonly on Wardair there would be a UK group and a Canadian group. I recall a Capitol salesman who said it was an issue to get the numbers each group wanted balanced to the 250-seat capacity of the DC8-63, you might manage 230 across say four groups but that would be most of the profit gone.
