Airways Cymru International
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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?
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?
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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?
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?
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
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
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
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.
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Thread Starter
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 ?
I wonder if the BAC 1-11 had more designations attached to it than any other British built commercial aircraft.🤔
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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?
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?
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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
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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.
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.
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...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!
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!
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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.
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.
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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.