Air UK Heralds and routes
N4790P
Some of my colleagues put it there - designed the structure on which it sat. Original plan was for an A300, then apparently a Convair 440 parked at Miami was proposed - I offered to represent the company on its delivery flight but the rotten sods decided on the Herald instead.
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In late 70's I remember the BIA Heralds parked on the "North Park" opposite the South Terminal central pier occasionally sharing with Dan-Air 748's.
One of their Heralds had an "incident" at Gatwick in early 1975 when during the take-off the gear was retracted too early resulting in the aircraft settling back onto the runway which was then blocked for several hours until aircraft recovery was complete.
I think they also flew a Blackpool - Prestwick early morning mail/newspaper flight in the early 70's as I was fortunate to have flown on one.
One of their Heralds had an "incident" at Gatwick in early 1975 when during the take-off the gear was retracted too early resulting in the aircraft settling back onto the runway which was then blocked for several hours until aircraft recovery was complete.
I think they also flew a Blackpool - Prestwick early morning mail/newspaper flight in the early 70's as I was fortunate to have flown on one.
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I joined Air UK in 1985 so some of this is from before my time but as I recall remembering.
BIA had bases at BLK, LGW (let it not be forgotten that their head office was in Redhill) and down south, think the base was SOU but with aircraft overnighting in CI, certainly for the GCI/LHR route.
Upon and after Air UK's start, the BIA takeover of Air Anglia reportedly to get some more favourable aircraft types, the IOM routes and BLK base were given up, Manx Airlines was supposedly set up by Air UK and BMA (BMI) but I recall that was simply Air UK handing the IOM routes to BMA on a plate.
The LGW base also went, until many years later when BAe146's were to operate a LGW/Scottish route or two, and apparently 'PV' was given the BAC1-11's as a wedding present for marrying in to the B&C Shipping family and told to go and play with those under a reincarnated BIA.
The HPR7's continued on the CI routes until whenever the one was flown in to Duxford by which time Air UK had acquired some stretched F27-500's specifically to operate some of the ex HPR7 CI routes, particularly the prime GCI/LHR route..
BIA had bases at BLK, LGW (let it not be forgotten that their head office was in Redhill) and down south, think the base was SOU but with aircraft overnighting in CI, certainly for the GCI/LHR route.
Upon and after Air UK's start, the BIA takeover of Air Anglia reportedly to get some more favourable aircraft types, the IOM routes and BLK base were given up, Manx Airlines was supposedly set up by Air UK and BMA (BMI) but I recall that was simply Air UK handing the IOM routes to BMA on a plate.
The LGW base also went, until many years later when BAe146's were to operate a LGW/Scottish route or two, and apparently 'PV' was given the BAC1-11's as a wedding present for marrying in to the B&C Shipping family and told to go and play with those under a reincarnated BIA.
The HPR7's continued on the CI routes until whenever the one was flown in to Duxford by which time Air UK had acquired some stretched F27-500's specifically to operate some of the ex HPR7 CI routes, particularly the prime GCI/LHR route..
Last edited by Harry Wayfarers; 11th Jan 2019 at 01:55.
I can recall the Herald being used for a while LHR/GCI. Was replaced then by the F27.
Mail was seat loaded in rows 1/2 with a net used to secure it.
Where possible pax were not to be seated in row3, the net went over the seat backs of row 2.
Given the loads were usually always pretty full most of the time that was unlikely.
Two rotations per day, morning and evening.
In the event of being unable to get into GCI (WX) I believe the operational instruction was to return to LHR rather than divert to JER. That way the flight was cancelled due to "weather", originating pax were rebooked for next available with HOTAC only required for transit pax.
Struggling now to recall the flight No's, think it might have UK131/132 & UK 136/137.
Also recall a Captain Haysom (Heysom ?), think he was either fleet or training skipper.
Mail was seat loaded in rows 1/2 with a net used to secure it.
Where possible pax were not to be seated in row3, the net went over the seat backs of row 2.
Given the loads were usually always pretty full most of the time that was unlikely.
Two rotations per day, morning and evening.
In the event of being unable to get into GCI (WX) I believe the operational instruction was to return to LHR rather than divert to JER. That way the flight was cancelled due to "weather", originating pax were rebooked for next available with HOTAC only required for transit pax.
Struggling now to recall the flight No's, think it might have UK131/132 & UK 136/137.
Also recall a Captain Haysom (Heysom ?), think he was either fleet or training skipper.
"Mildly" Eccentric Stardriver
I don't think Chris Haysom was ever on the Herald. Certainly the F27, and IIRC the Shorts 3-60. After retiring as Ops Manager (?) I believe he worked for Eastern out of Humberside before retiring to Market Rasen (?)
Just to note in passing that the photos of the Herald on the Gatwick roof are not of a BIA/AirUK model, but the first of the fleet at Channel Express (bought secondhand from Arkia of Israel), who progressively took over the Channel Islands mail, flowers and freight from BIA, and then in recent times of course rebranded themselves and managed such success in the Mediterranean holiday market that most everyone else has been retreating from ...
Anyway, from the news today (11 Jan) the churn among UK regional short-haul operators continues, as ever.
Anyway, from the news today (11 Jan) the churn among UK regional short-haul operators continues, as ever.
Last edited by WHBM; 11th Jan 2019 at 09:27.
Hadn't realised he became Ops Mgr.
I have fond memories of him. The route out of LHR was always weight challenged. Full pax loads plus freight and mail together with not enough space for everything. No idea where everything was going to to actually fit.
As one of my first load sheets after training I made a right pigs ear of it, he patiently sat down in the cabin with me and went through it. Resulted in a fresh load sheet and helped a young tyke who was a bundle of nerves at the time. His approach that day gave me a confidence boost and all these years later I remain in the industry.
I use that today as an example when training.
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Indeed; I think it's still in one piece next to the fire training compound at the 08 end of the runway. I think it was John Hackett who Captained its delivery from Bournemouth to Gatwick.
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Following the relocation of BIA to Norwich in 1980/81 the Herald fleet was very quickly reduced, most of the aircraft were broken up at Norwich from memory G-AVEZ, G-ASBG and the Whiskey series, a very few went to museums, some managed to soldier on for a few years with other operators, G-AVPN went to a few operators and ended its days with CEX as a freighter before display at Elvington.
Routes after the merger were mainly as prior to the formation of Air Uk, The Heralds operated the Guernsey-Gatwick, Guernsey-Sou routes, including a night mail on a Guernsey based aircraft, also for a time in 1982 a Herald operated a Norwich - Amsterdam route.
Old,not bold, JEA used SD360 on the CI routes initially, then operated two HS748 "G-BGMO" and "G-BGMN" in the early 1990s, these were phased out by the 6 ex Australian East West F27s that were introduced around 1991.
Routes after the merger were mainly as prior to the formation of Air Uk, The Heralds operated the Guernsey-Gatwick, Guernsey-Sou routes, including a night mail on a Guernsey based aircraft, also for a time in 1982 a Herald operated a Norwich - Amsterdam route.
Old,not bold, JEA used SD360 on the CI routes initially, then operated two HS748 "G-BGMO" and "G-BGMN" in the early 1990s, these were phased out by the 6 ex Australian East West F27s that were introduced around 1991.
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Air UK went thru the hassle of getting the F27-500 on to the British register and thereafter JEA acquired F27-500's.
I remember the BIA "Paper Plane". They used to come into Lossie around 01:00hrs carrying the Scottish daily rags which had been printed earlier that evening in Manchester. I was riggering on 226OCU at the time and we'd often wander over to the VASS pan and help unload the bales of newspapers into waiting John Menzies trucks. You'd get an early look at the next day's news, well that's if you consider the Daily Record to be news. Through some nefarious means tickets for the return flight to Blackpool were available from the VASS Chiefy. I took a ride down sometime in 1979 and clearly remember standing between the pilots drinking tea as we cruised sedately over a sleeping nation wrapped in a sodium glow far below. I think I had to stand as there were no seats in the back! The return trip up was a little different as the aircraft was stacked with newspapers, I recall fashioning an armchair out of bales and settling down to read the awful news of Uncle Dickie's demise.
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What an interesting thread, thanks folks. The reason I found it was that today Mrs B got an old book through the post today and inside one of the pages was this "Book mark", I thought it might be of some interest.
Also Akrotiri bad boys post about Lossiemouth and 226 OCU caught my eye because I too was a rigger at Lossiemouth between 78 and 81, I was in Jag ASF and for the last year I too was on 226.
I remember the paper plane as well although I never got a ride in it, I did get a lift in the Whisky plane G-BAPL once or twice.
Small world.
Also Akrotiri bad boys post about Lossiemouth and 226 OCU caught my eye because I too was a rigger at Lossiemouth between 78 and 81, I was in Jag ASF and for the last year I too was on 226.
I remember the paper plane as well although I never got a ride in it, I did get a lift in the Whisky plane G-BAPL once or twice.
Small world.
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UK 524 was EDI-LGW (probably on a BAe146) and i would guess at this being pre mid 1992 as there was no gap between the U & K once the Blue tail livery arrived with the first F100 in late July 1992.
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Thanks for that Flap40, another small world thing was that my parents lived 3 miles from Edinburgh airport during this era.
One question, what is the cricket bat with the cross on it? Could it be no smoking.
Cheers
One question, what is the cricket bat with the cross on it? Could it be no smoking.
Cheers
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When we was doing our ground school for the 146 at Norwich we got to see what the damage from a tail strike looked like. I cannot remember the reg but I know that the incident was at EDI, on the UK525, on runway 25, on the 25th July 1994. All the 25's made it stick in my mind hence knowing the route for the UK524 above.
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One question, what is the cricket bat with the cross on it?
