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| Founded | 1946 (as East Anglian Flying Services) | ||||||
|---|---|---|---|---|---|---|---|
| Ceased operations | 1972 | ||||||
| Hubs | Southend Municipal Airport Ipswich Airport Stansted Airport Bournemouth Airport Bristol Airport Cardiff Airport Norwich Airport East Midlands Airport Manchester Airport Teesside Airport Berlin Tegel Airport | ||||||
| Fleet size | 25 aircraft (May 1971): 2Hawker Siddeley Trident 1E 2BAC One-Eleven 400 5de Havilland Comet 4B 9Vickers Viscount 800 6de Havilland DH 114 Heron 1de Havilland DH 104 Dove | ||||||
| Destinations | worldwide | ||||||
| Headquarters | Southend Municipal Airport (1947–1968, 1972) Stansted Airport (1968–1972) | ||||||
| Key people | Sqn. Ldr. R.J. Jones[1] Capt. A.E. Hugo Parsons T.A. Atkins Capt. P. Lockwood L. Mellish | ||||||
Channel Airways was a private airline formed in theUnited Kingdom in 1946 asEast Anglian Flying Services.
The newly formed airline initially operated aerial joy rides with a single, three-seater aircraft from an airstrip on theKent coast. Scheduled services began in 1947, following the move toSouthend (Rochford) Airport earlier that year, whileinclusive tour (IT)charter flights started in 1948. Rapid business growth saw seven additional aircraft join the fledgling airline's fleet by the end of that year.[2][3]
The introduction ofexchange controls in the early 1950s resulted in a major contraction of the travel market, in turn compelling East Anglian to cease all operations other than pleasure flying. Following a recovery in demand, aircraft and employees that had been surplus to requirements during theslump were respectively brought back into service and re-hired. By that time, the airline had also opened a second base atIpswich Airport and obtained its first long-term scheduled service licence. That decade also saw East Anglian updating its fleet with post-war aircraft designs.[4]
Fleet modernisation continued in the early 1960s with the addition ofDC-3 andDC-4 equipment. In October 1962, East Anglian Flying Services becameChannel Airways.[5][6] The following year saw the acquisition of Channel's firstturbine-powered aircraft.[7]
Channel entered thejet age in June 1967 with the arrival of its firstBAC One-Eleven 400 atSouthend.[8] In May 1968, Channel Airways became the first independent[nb 1] airline in the United Kingdom to operate theHawker Siddeley Trident.[9][10][11] Channel's newjets were contracted to majortour operators in the UK andWest Germany from bases at Southend,London Stansted, otherBritish airports andBerlin Tegel in what used to beWest Berlin prior toGerman reunification.[12] During that time, Channel moved its main operating and engineering base as well as its head office from Southend toStansted to enable regular jet operations to more distant destinations with a full commercial payload from the latter's longer runway.[13][14][15]
A bus stop scheduled service linking the airline's Southend base withAberdeen via six intermediate points briefly operated in the late-1960s with modified Viscounts.[16][17][18][19]
The addition of fiveComet 4Bs in 1970 marked a major expansion of Channel's jet operation, making it a leading contemporary UKcharter airline, with IT operations accounting for more than half of its business.[20][21][22]
Low utilisation of the Trident fleet resulted in the type's disposal in December 1971, followed by closure of the Stansted engineering base and return of the head office to Southend.[10][15][23][24] The company's deteriorating trading position and diminishing prospects led to growing financial difficulties. This forced Channel Airways to cease operations in February 1972.[25][26]
Channel Airways was one of the earliest, post-World War II British independent airlines. FormerRoyal Air Forcesquadron leader Reginald "Jack" Jones[1] founded Channel Airways in June 1946 as an aerial joy ride business, which wasincorporated asEast Anglian Flying Services on 16 August 1946.[27] The new airline was majority-owned by Jones and his family, who held more than 80% of its shares.[2][3]
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Commercial operations commenced on 16 August 1946 with a single, early-1930s vintage, three-seatPuss Moth, offering joy rides at 10s (50p as of early-2012[28]) a time from a landing strip near the Kent seaside town ofHerne Bay.[2][29] Soon after, this aircraft also operatedair taxi flights to destinations all over the UK.[30]
On 5 January 1947, East Anglian moved its base across theThames estuary toSouthend Municipal Airport nearSouthend-on-Sea inEssex, only four days after its re-opening as a civil airport. The move to Southend Airport led to the conclusion of an "associate" agreement withBritish European Airways (BEA) enabling the introduction of a regularSouthend–Rochester feeder service, East Anglian's first scheduled route as well as the first scheduled service from Southend.[28][29]
Nineteen forty-eight was the year East Anglian operated its first IT charter flight from Southend toOstend in conjunction with two British travel agents. By winter 1948, a huge expansion of the fledgling airline's pleasure flying and charter business resulted in acquisition of seven additional aircraft. These included fivede Havilland Dragon Rapides, aMiles Aerovan and anAirspeed Courier. One of East Anglian's engagements at the time included a one-off round-trip toCyprus carrying a party of schoolboys, which was operated by a Miles Aerovan lackingradio equipment and anautopilot.[29]
Following a successful first year on the Southend–Ostend charter run, East Anglian obtained a scheduled service licence for the route, as well as a Southend–Jersey scheduled licence.[29]
Government restrictions on overseas travel and the introduction of exchange controls in 1951 caused a severe contraction of the travel market, resulting in the collapse of numerous small independent airlines in the UK. The industry's grave situation necessitated drastic cutbacks at East Anglian to ensure its survival. All commercial activities other than pleasure flying ceased and only two full-time employees remained on the company'spayroll – Jones himself and anoffice boy. While Jones drove his passengers to and from Southend Airport, the boy was left in charge of a kiosk on Southend's seafront selling tickets.[29][31]
Following a gradual pickup in demand, East Anglian brought back into service aircraft that had been laid up during the slump, re-hired laid-off employees and, in 1953, obtained alease on the grass airfield at Ipswich Airport as a secondary base for its charter operations and a future feeder point on its scheduled network. During that period, East Anglian concluded a new "associate" agreement with BEA, which led to the award of its first long-term scheduled licence[nb 2] on the Southend–Ostend route. Additional scheduled services were launched from Southend andPortsmouth toParis as well as from Portsmouth to Jersey while some Southend–Jersey services featured additional stops in Rochester,Shoreham andGuernsey. A Southend–Rotterdam link followed in 1956.[31][32]
During the 1950s, East Anglian also began the process of augmenting and eventually replacing pre-war aircraft designs such as the Dragon Rapide with more modern equipment, starting with the acquisition of threede Havilland Doves fromWest African Airways Corporation in 1954. By the end of 1957, a year that saw nearly 30,000 passengers fly with East Anglian, twoBristol 170s had joined the fleet. These aircraft were the airline's first bulk carriers.[3][31]
Nineteen fifty-seven was also the year formerWorld War II pilot,Jackie Moggridge, joined East Anglian Flying Services as its first female pilot. She would become acaptain on the DC-3 andDove fleets.[31][33]
In 1958, the first twoVikings joined the airline's fleet.[31]
During the early-1960s, East Anglian added severalDouglas DC-3s as well as a singleDouglas DC-4, quickening the pace of its fleet modernisation programme.[7]
On 29 October 1962, East Anglian Flying Services officially changed its name to Channel Airways. (Although theChannel Airways name had first appeared on the company's aircraft as long ago as 1952, the old name was retained as the officially registered name until the somewhat similarly soundingChannel Air Bridge name became defunct to avoid any confusion.[31][34])[5][6][7][35] By that time, Channel Airways operated frequent scheduled passenger and freight services from Southend, Ipswich andRochester to theChannel Islands, Rotterdam, Ostend and Paris as well as fromPortsmouth to the Channel Islands.
The airline also held licences to operate vehicle ferry services fromBristol toDublin,Cork,Jersey, andBilbao, as well as from Southend to Jersey and Bilbao. It furthermore applied for traffic rights to operate a vehicle ferry service betweenLiverpool and Dublin. Moreover, the company ran regular, 52-seat luxury expresscoach services linkingNorwich with Ipswich as well asEastbourne,Brighton,Worthing,London,Reading,Basingstoke andGuildford with Portsmouth. (There were also special coaches linking up with corporate shuttle services the company operated under contract to theFord Motor Company between Southend and the airports serving the latter'scontinental plants.[36]) In addition, IT and general passenger and freight charter services, which accounted for a growing share of the firm's business, were operated while rival Southend-based independent airlineTradair equipped withVickers Vikings became a wholly owned subsidiary of Channel Airways on 31 December 1962.[7][22][31][34][35][37][38]
In 1963, Channel Airways acquired its firstturbopropairliner, aVickers Viscount 700 series inherited from Tradair.[nb 3] That year also marked the beginning of the airline's large-scale expansion into ITcharters fromManchester and Southend.[7][31] This saw the operation of 71-seatViscounts and a Douglas DC-4 in a high-density, 88-seat layout from Manchester and other UK airports to theMediterranean and Ostend respectively.[31][39]
The arrival of Channel's first turbine-powered aircraft coincided with the introduction of a newContinental Airlines-derived "Golden Jet"-themedlivery that was subsequently adopted for all Viscounts,HS 748s,One-Elevens and Tridents, with minor variations for each sub-fleet. This was one of the few marketing gimmicks in which the airline indulged and marked a major departure from its refusal to build abrand identity or to engage in prestige promotion to keep costs down.[40]
By the mid-1960s, Channel Airways had acquired another nineViscount 700s. Seven of these were former BEA aircraft while the remaining two were sourced from Bahamas Airways andStarways respectively.[nb 4] In addition to these aircraft, Channel also purchased 11Viscount 812s fromContinental Airlines[nb 5] and four newHawker Siddeley 748s[nb 6] to support a rapidly growing number of IT flights and regional scheduled services along the UK's South Coast, between the South Coast, the Channel Islands and theContinent, as well as fromManchester Airport to continental destinations. The latter aircraft operated most of the airline's schedules serving the grass airfields.[nb 7]
Although IT operations generated about half its revenues by that time, making Channel one of the UK's foremost contemporarycharter operators, senior management preferred to think of it as primarily a scheduled carrier, keeping in mind their longer-termcorporate ambitions to operate more domestic links from Southend and to extend the network's reach beyond theChannel coast and Paris to new destinations inEurope andNorth Africa.[6][7][38][41][42][43][44][45]
Channel Airways received its first ex-Continental Viscount 812 at Southend in April 1966. The aircraft participated in that year'sBiggin Hill Air Fair.[46] The fact that the ex-Continental Viscounts already wore thelivery that was similar in appearance to the recently adopted Golden-themed livery as used on their other aircraft enabled Channel Airways to save costs by only changing the name on these planes and making a few other, minor adjustments.[47]
In September 1966, Channel Airways announced its firstjet aircraft order comprising fourBAC One-Eleven 400 series plus two options. That order was worth£5.5 million. These aircraft were the firstjets to join the fleet, the first of which arrived at the company's Southend base on 15 June 1967.[nb 8] Nineteen sixty-six was also the year Channel arranged a 21-year lease on the grass field atIpswich.[3][8][9][37][46][48][49]
By May 1967, Channel Airways had taken delivery of the remainingViscount 800s from Continental. By that time, it had also retired and sold the last700s and placed a follow-on order for another twoOne-Eleven 400s.[7][43][50][51]
Despite being an established One-Eleven customer that was widely expected to order the stretchedOne-Eleven 500, Channel Airways instead ordered two Hawker Siddeley Trident 1E seriesjetliners on 5 October 1967, for £8 million. This order was the culmination of a successful sales campaign byHawker Siddeley, which went out of its way to find a customer for its remaining five unsold Trident 1Es that were nearing completion on theproduction line atHatfield in mid-1967.[52]
By that time, most UK independent airlines that were in the market for short-haul jet aircraft – including Channel Airways – had already committed themselves to the BAC One-Eleven, the Trident's more economical and ultimately more successful, home-grown rival. For want of viable alternatives and despite Channel Airways's reputation as financially weak, Hawker Siddeley began sales negotiations with the airline in August 1967. To clinch the deal, the manufacturer guaranteed the airline a 20% reduction in seat-mile costs over the standard Trident 1E. This modified Trident 1E was dubbed theTrident 140 and featured a 1,500 lb (680 kg) higher gross weight and more powerful engines than otherTrident 1/2 variants, stronger floors and additional emergency exits to make it suitable for Channel'sEuropean IT operations in a high-density seating arrangement. With a fullpayload of 139 passengers seated at a 31 in (79 cm)pitch,[nb 9] it had arange of 1,930 mi (3,110 km) or 2,570 mi (4,140 km) with 100 passengers in a lower-density seating configuration.[52] The latter brought theCanary Islands within the aircraft's non-stop range from the UK and West Berlin. Not only were these the last five 1E series built, but they were also the first Tridents ordered by a UK independent airline.[9][10][11][53][54][55] The arrival of Channel's first Trident at the airline's Southend base in May 1968 coincided with the delivery of its second One-Eleven. Channel's first Trident operated the airline's first revenue service with the type on 13 June of that year, when the aircraft departed Southend forBarcelona viaTeesside, while the second example was displayed at the following month'sFarnborough Airshow. Channel also took advantage of the Trident's higher cruising speed[nb 10] by promoting the type's 3-hour 15-minute non-stop flying time between Stansted andLas Palmas as the fastest flight from anywhere in the UK to theCanaries.[7][10][51][56]
As Channel's new jets suffered range and payload restrictions at Southend due to its short runway and the introduction of the One-Eleven at the airport led to growing complaints about the aircraft's take-off noise, this resulted in Stansted becoming the main operating base in 1968.[13][14][20][48][57][58]
Nineteen sixty-eight was furthermore the year Channel reduced its outstanding jet aircraft orders due to the difficult economic situation in the UK during that time, especially thesterling devaluation and a tightening of the existing exchange control regime that limited passengers to £50 a trip. This resulted in cancellation of three remaining orders each for Tridents and One-Elevens, and only two[nb 11] and three[nb 12] examples respectively joining the airline's fleet.[51][59][60][53]
The introduction of these jet aircraft enabled Channel Airways to become a major provider of charter airline seats to the leadingpackage tour operators in the UK from bases at Southend, Stansted,Bristol,Cardiff,East Midlands, Manchester and Teesside.[9][12][20][48][51]
Channel's increasing dependence on the IT market made it a highly seasonal airline, with pronounced peaks and troughs in activity and aircraft utilisation. Each year, the end of the winter trough was followed by a six-week period of intense activity starting in April, when the company's aircraft were contracted byClarksons to ferry British tourists to and from Rotterdam for theDutch bulbfield season from ten UK departure points.
The end of this season in mid-May also marked the beginning of the actual summer season, when the firm's planes commenced flying holidaymakers from the UK toMajorca, theSpanish mainland andMorocco under contract to the leading contemporary providers ofpackage holidays in the UK. Flights to other Mediterranean resorts – chiefly inItaly and otherAdriatic regions – started the following month. During the peak period in July and August, aircraft operated round-the-clock, plying scheduled routes during the day and serving IT destinations at night. The resulting increase in utilisation meant that aircraft spent as little as 40 minutes on the ground between flights.[nb 13] By mid-September, the IT programme began winding down, with flights to Italy ending first due to its short holiday season.
Flights toMajorca and certain Spanish mainland destinations continued right until the end of the summer charter season in late-October. To avoid having aircraft sit idly on the ground during the lean winter months,[nb 14] whenad hoc charters and a small number of year-round scheduled services replaced the intensive summer IT programme and busy summer schedule, spare capacity wasleased out. In addition, allheavy maintenance was scheduled to take place during this period.[61]
The rapid growth in Channel's IT business furthermore resulted in establishment of Mediterranean Holidays as its in-housetour operating subsidiary. This enabled the airline to take maximum advantage of thebooming package holiday market while at the same time reducing its dependence on third party tour operators.[62]
Channel Airways held the record for operating the UK charter airline industry's tightest seating configurations.[6] For example, it managed to fit as many as 88 seats into its Douglas DC-4s, 139 seats[nb 15] into its Trident 1Es, as many as 99 seats[nb 16] into its One-Eleven 400s and as many as 83 and 56 seats[nb 17] into itsViscount 810s and HS 748s respectively. These were the highest-density seating configurations of any of the aforementioned aircraft types' operators.[9][10][11][12][16][48][51]
Channel Airways also became known for pressing into service aircraft it had acquired secondhand with only minimal changes to the previous operators'aircraft liveries, i.e. merely taping over those operators' names with its own.[6][40][63]
By the end of the decade, Channel Airways had established itself as one of the UK's leading independent airlines, operating domestic and international scheduled passenger and freight services from East Midlands, Ipswich, Norwich, Stansted, Southend, Portsmouth andBournemouth to the Channel Islands, Rotterdam, Ostend, Paris,Rimini,Palma and Barcelona.[20][22] Between 1965 and 1968, it recorded annual profits in excess of £500,000.[nb 18][20]The Scottish Flyer was the name of a twice-daily multi-stop, bus stop type scheduled service Channel operated with modified, 69-seat Viscount 812s featuring a large baggage compartment inside the aircraft's cabin. This service ran for a brief period from January until November 1969 between Southend and Aberdeen, with six four- to five-minute long, engine-running intermediate stops, includingLuton, East Midlands,Leeds Bradford, Teesside,Newcastle andEdinburgh. (While the aircraft was on the ground with its twostarboard engines kept running, passengers were required to load/unload their own baggage.[36])[16][17][18][19][20][59][64][65][66]The Scottish Flyer North-South bus stop service was complemented by a similar, short-lived east–west service linking Norwich with Liverpool via an intermediate stop at East Midlands, where aircraft were scheduled to meet to enable passengers to make omnidirectional connections.[67] That year also saw a short-lived attempt to rename the airline asAir England; the new titles only appeared on a singleHeron 1B.[53]
Channel Airways' inability to raise sufficient funds to pay for the outstanding One-Eleven and Trident orders that were placed with the aircraft's manufacturers during the second half of the 1960s left it with no spare capacity to take on additional charter contracts during the peak summer season, such as the 1970 award of a major, two-year contract to operate IT flights on behalf of Lyons Tours. The only way the airline was able to fulfil its contractual obligations towards Lyons under these circumstances was to acquire five ex-BEAde Havilland Comet 4B series for £2 million, which resulted in a significant increase in its charter capacity. Unlike the other aircraft in Channel's fleet, the Comets continued to be flown in BEA's basicpaint scheme, with the BEAlogo and theUnion Flag removed from the tail and forward, lower fuselage respectively, and the BEA name taped over with Channel Airways's name on the upper fuselage. They also continued to be flown in a comparatively spacious, 109-seat, single class configuration.[20][21][68][69]
In September 1970, a consortium of threeWest German tour operators awarded Channel Airways lucrative contracts to carry holidaymakers from West Berlin to the Mediterranean. These were worth £11 million per annum and resulted in the opening of a base at the city'sTegel Airport, where two aircraft – a Trident and a One-Eleven – were stationed from March 1971 to operate more than 50 weekly round-trips during the peak summer season.[12][51][58][70][69]
Following the induction of the Comet into Channel Airways's fleet, the airline began using Comets and Tridents from West Berlin's city centreTempelhof Airport as the airport's runways had been extended to about 7,000 ft (2,100 m) by that time to improve operational performance and safety. Although the lengthened runways were still too short to permit the operation of commercially viable long-haul flights, it was sufficient to make commercial operations with most contemporary short- and medium-haul jet aircraft types on shorter routes viable. These flights were additional to Channel's flying programme from its West Berlin base atTegel.[71]
By the early-1970s, charter flights accounted for 60% of the airline's revenue.[22][58]
In January 1971, Channel Airways received UK,US andCanadian permission to operate transatlantic "affinity group" charters. A pair of long-haulBoeing 707s were to be purchased to commenceNorth Atlantic operations to theUnited States andCanada later that year.[22][72]
Channel Airways's failure to enter the transatlantic affinity charter market was followed by an unsuccessful attempt to establish itself as the UK's third scheduled domestic trunk airline (in addition to BEA andBritish Caledonian), when partial approval of an application made to the UK Air Transport Licensing Board (ATLB) in early-1971 to fly from Stansted to Newcastle,Belfast andGlasgow resulted in the ATLB's decision to provisionally license Channel Airways to fly between Stansted and Glasgow from May 1972 being ultimately reversed under pressure from BEA.[73]
The increasing seasonality of the airline's operations since the late-1960s had resulted in regularly recurring crisis talks with its bankers at the end of each summer season to tide it over the lean winter months. By the early-1970s, there were further problems with spare parts to support the growing jet fleet. Lack of spares for Comets and Tridents had caused major disruptions to the 1971 summer charter programme. This accounted for 71% of the 541,000 passengers that flew with it that year and 91% in terms of totalpassenger miles (passenger kilometres) flown, resulting in a major financial hit for the company.[58] To ensure adequate access to spares to continue flying its Comets, Channel Airways acquired a further second-hand example fromMexicana.[73] The airline's inability to pay for a sufficient spares inventory to keep all its aircraft flying during the peak summer season in 1971 also resulted in one of its two Tridents having its engines removed to keep the other flying; the engine-less aircraft sat idly on the ground at Stansted for much of that year's summer season to enable its Tegel-based sister aircraft to continue flyingGerman holidaymakers until the end of the season.[69]
During the first week of December 1971, Channel Airways sold both of its Trident 1Es to BEA to counter the increase inunit costs resulting from low utilisation of these aircraft.[nb 19][10][23][24] (One of the aircraft was leased to BEA's Newcastle-based regional subsidiaryNortheast Airlines while the other was operating thecorporation's regional routes fromBirmingham to theContinent.[10][23])
In early 1972, former Channel Airways director Captain Peter Lockwood acquired a pair of ex-American Airlines BAC One-Eleven 400s for his newcharter company, Orientair, to take over Channel's lucrativeGerman charter contracts.[74][75][76] When Orientair's plan to assume Channel Airways's position inBerlin ran into difficulties,Dan-Air took over these contracts, resulting in an expansion of that airline's Berlin operation.[77]
Lack of fleet standardisation[nb 20] and low, all-year round aircraft utilisation due to seasonal peaks and troughs in itscharter and scheduled markets drove up Channel's unit costs while low charter rates and pooryields on short-haul scheduled routes served in competition withBritish Air Ferries from Southend depressed revenues.[12][24][61][78] To bring costs in line with revenues, Channel Airways announced the closure of its Stansted engineering base and the return of its headquarters to Southend at the end of January 1972.[15][24] A week later, Channel's main lender,Barclays Bank, appointed areceiver and put the airline up for sale while operations continued.[24] Potential buyers' lack of interest in Channel Airways as agoing concern forced the break-up of the company. As by winter 1971/2 work for the remaining jet fleet[nb 21] had all but dried up, jet services ceased on 15 February 1972.[25][58] Operations ceased completely on 29 February, when de Havilland Heron 1B G-APKW, the first and only aircraft to whichAir England titles were actually applied, had completed the last Channel Airways flight from Ostend to Southend.[26][73] Permanent cessation of operations was followed by withdrawal of Channel Airways'sair operator's certificate at the end of March 1972.[79]
Following Channel Airways's demise, Dan-Air acquired the failed carrier's remaining four airworthy Comet 4Bs and its licence to operate year-round scheduled services fromBournemouth to Guernsey and Jersey whileBritish Airways Regional Division acquired a One-Eleven 400 previously in service with Channel.[80][81][82][83][84][85] In addition, the last three remaining former Channel Airways Viscounts were sold together with the aircraft's entire spares inventory to newly formed Alidair.[86]Ipswich Aerodrome, previously owned by Channel Airways, was sold to Lonmet Aviation.[87]
Throughout its 26-year existence the following aircraft types formed part of the Channel Airways fleet:
In April 1962, the Channel Airways fleet comprised 16 aircraft.[35]
| Aircraft | Number |
|---|---|
| Bristol 170 Freighter Mark 21 | 2 |
| Douglas DC-4 | 2 |
| Douglas DC-3 | 6 |
| Vickers Viking | 3 |
| de Havilland DH 104 Dove | 2 |
| Taylorcraft Auster | 1 |
| Total | 16 |
AnAviation Traders ATL 98 Carvair was on order.
Channel Airways employed 180 people at this time.[35]
In May 1971, the Channel Airways fleet comprised 26 aircraft.[22]
| Aircraft | Number |
|---|---|
| Hawker Siddeley Trident 1E | 2 |
| BAC One-Eleven 400 | 2 |
| de Havilland Comet 4B | 5 |
| Vickers Viscount 800 | 9 |
| de Havilland DH 114 Heron | 6 |
| de Havilland DH 104 Dove | 1 |
| Taylorcraft Auster | 1 |
| Total | 26 |
Channel Airways employed 600 people at this time.[22]
There are seven recorded accidents involving East Anglian Flying Services/Channel Airways aircraft. One of these resulted in the loss of lives of fare-paying passengers. The airline's seven accidents are detailed below:
