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Dan-Air

January 01, 1970

This article is about the defunct British airline. For the Danish airline, see Danair. For the Romanian airline, see Dan Air (Romania).

Dan-Air (legally Dan Air Services Limited) was an airline based in the United Kingdom and a wholly owned subsidiary of London-based shipbroking firm Davies and Newman. It was started in 1953 with a single aircraft. Initially, it operated cargo and passenger charter flights from Southend (1953–1955) and Blackbushe airports (1955–1960) using a variety of piston-engined aircraft[5] before moving to a new base at Gatwick Airport in 1960, followed by expansion into inclusive tour (IT) charter flights and all-year round scheduled services.[6] The introduction of two de Havilland Comet series 4 jet aircraft in 1966 made Dan-Air the second British independent airline after British United Airways to begin sustained jet operations.

Dan Air Services
IATA ICAO Callsign
DA DAN DAN-AIR
Founded21 May 1953 (1953-05-21)
Ceased operations27 November 1992 (1992-11-27)
(merged into British Airways)
Hubs
Focus citiesNewcastle upon Tyne
Parent companyDavies and Newman
Headquarters
Key people

The early 1970s saw the acquisition of a pair of Boeing 707 long-haul jets for use on affinity group and Advance Booking Charter flights to Canada and the United States.[7][8] In 1973, Dan-Air became the first British airline to operate the Boeing 727 trijet. By the mid-1970s, it had become Britain's largest independent airline, both in terms of passengers carried and fleet size, operating the country's largest charter fleet. This was also the time a Dan-Air staff member, Yvonne Pope Sintes became Britain's[9] and Europe's first female jet captain.[10][11]

By the early 1980s, the airline had also become the leading operator of fixed wing oil industry support flights, operating a fleet of 13 Hawker Siddeley 748 turboprops between bases on the Scottish mainland and the Shetland Islands under contract to firms involved in North Sea oil exploration.[12] In 1983, Dan-Air was the first airline to launch commercial operations with British Aerospace 146 regional jet. The acquisition of an Airbus A300 in 1986 marked Dan-Air's widebody debut and the late 1980s saw a major expansion of their scheduled activities, including the introduction of two-class services on trunk routes. Passenger numbers peaked in 1989 at 6.2 million (1.8 million on scheduled services).[13]

Lack of vertical integration with a tour operator, and an inefficient fleet mix dominated by ageing Boeing 727s and BAC One-Elevens made Dan-Air uncompetitive, resulting in increasing marginalisation and growing financial difficulties as well as a change in senior management and strategy by the early 1990s.[14] Following unsuccessful attempts to merge Dan-Air with a competitor, the ailing airline was sold to British Airways in 1992 for the nominal sum of £1.

History edit

Beginning edit

 
The airline's first aircraft G-AMSU, a Douglas C-47B Dakota 4 at Blackbushe Airport in 1955 wearing the initial Dan-Air Services titles

Dan-Air's parent Davies and Newman had been engaged in shipbroking in the City of London since 1922. It subsequently diversified into air charter broking from an office at London's Baltic Mercantile and Shipping Exchange. Amongst Davies and Newman's clients for whom it acted as an air charter broker was a small airline called Meredith Air Transport. Meredith was formed in 1952 as a small ad hoc charter operator and flew a single Douglas DC-3 out of Southend Airport, where it also had its head office. When Meredith's only aircraft suffered a mishap while taking off from Jerusalem's Atarot Airport on Christmas Eve 1952 that damaged the aircraft's tailwheel, this caused major disruption to the company's business. As a result, Meredith soon found itself in financial difficulties. Davies and Newman agreed to take a debenture on Meredith's aircraft in return for extending financial assistance. When Meredith's financial problems worsened and the debenture became due for repayment, Davies & Newman took over the aircraft together with a six-month contract to operate a series of charter flights between Southend and West Berlin's Tempelhof Airport that formed part of the second Little Berlin Airlift.[15][16]

Dan-Air began commercial air services in the UK in May 1953 with the aircraft it had taken over from Meredith Air Transport, a single Douglas DC-3 bearing the registration G-AMSU. The fledgling airline received its air operator's certificate on 23 May 1953.[16]

Dan-Air derived its name from its parent's initials, Davies, And, Newman.[17] The company was incorporated on 21 May 1953 as Dan Air Services Limited, with a capital of £5,000.[18] To emphasise that this was a British rather than a Danish company, the airline's aircraft displayed the suffix "London" with the Dan-Air name on both sides of the fuselage.[19] This convention was followed until a year before Dan-Air's takeover by British Airways, when the "London" suffix was dropped from fuselage titles.[20]

Dan-Air's first commercial service – an ad hoc charter flight from Southend via Manchester to Shannon – occurred in June 1953.[21] Operations initially continued from Meredith's old base at Southend Airport, where Meredith managed Dan-Air's operations for the first six months.[16] (Following the end of Meredith's contract to manage Dan-Air's operations at Southend, Meredith Air Transport changed its name to African Air Safaris on 29 November 1954.[22])

Areas of commercial activity edit

Dan-Air operated inclusive tour (IT) charter flights,[23]: 27  regional short-haul scheduled services,[23]: 27  transatlantic and other worldwide affinity group/Advanced Booking Charters (ABC flights),[24][25][23]: 28 [26] oil industry support flights[23]: 30 [27][28][29][30] and ad hoc operations including all-cargo services from London Gatwick, other British airports and Tegel Airport in West Berlin.

Commercial success edit

 
A Dan-Air BAC One-Eleven coming in to land at Zürich Airport in May 1985
 
The interior of Dan-Air Comet 4C G-BDIX on display at the National Museum of Flight, East Fortune, Scotland
 
A Dan-Air Airbus A300 taxiing towards its stand at London Gatwick in March 1990.

Dan-Air's acquisition of three ex-RAF Transport Command Avro Yorks in 1954 resulted in establishment of Dan-Air Engineering as a sister company at Lasham, a disused war-time airfield in Hampshire, to service its fleet as well as other operators.[17][31]

The acquisition of a second DC-3 in 1954 resulted in Dan-Air moving its main operating base from Southend to Blackbushe the following year.[15][21][16] The main base transferred to Gatwick in 1960 when Blackbushe closed to commercial airlines.[32][33]

Dan-Air's arrival at Gatwick in 1960 coincided with the entry into service of three former Butler Air Transport Airspeed Ambassadors, the airline's first pressurised aircraft. This heralded the beginning of a major expansion into the IT charter market, including its first charter programme from Manchester. Horizon Holidays was one of the first tour operators to contract the airline's aircraft. The Ambassador fleet numbered seven aircraft by the mid-1960s and operated the majority of the company's IT flights until Comets and One-Elevens assumed the bulk of these operations towards the end of the decade.[34][35]

In 1966, Dan-Air introduced its first pair of ex-British Overseas Airways Corporation (BOAC) de Havilland Comet series 4 aircraft,[17][36][37] which made it the second British independent airline after British United Airways to start uninterrupted pure jet operations.[17][37] This marked the beginning of sustained, steady and mostly profitable expansion.[38]

By the end of the 1960s, Dan-Air had become Gatwick's third biggest resident operator after British United Airways and Caledonian Airways.[39]

In October 1970, the US Civil Aeronautics Board granted Dan-Air a foreign carrier permit for a five-year period. This became effective on 5 April 1971 and enabled the airline to operate regular transatlantic affinity group charter flights between Britain and the US. To assist with marketing its transatlantic capacity to affinity group charter organisers in both countries, Dan-Air established a new joint venture named Dan-Air Intercontinental in partnership with CPS Aviation Services as a jointly owned subsidiary. Flights began in late-March 1971 with a Boeing 707-321 that was acquired second-hand from Pan American World Airways (Pan Am). The successful launch of Dan-Air's transatlantic joint venture led to the acquisition of a second 707-321 from Pan Am in 1972, and both aircraft continued to be primarily employed on transatlantic charter flights between Britain, Canada and the US until their retirement in 1978.[40]

Dan-Air's parent, Davies and Newman Holdings, became a publicly listed company when it was floated on the London Stock Exchange in late 1971.[41] The group was capitalised at £5 million at its stock market debut.[42] This provided the funds to expand its charter business, build a network of regional scheduled services between secondary airports across Europe (with particular emphasis on the United Kingdom and Ireland),[43] enter the transatlantic affinity group/ABC market[7][23]: 28  and establish itself as leading fixed wing operator of oil industry support flights.[23]: 30 [12][27][29] It let the airline expand its fleet, leading to introduction of the One-Eleven,[17][44][45] Boeing 707,[17] Hawker Siddeley 748,[17] Boeing 727,[17]Boeing 737,[46] BAe 146[23]: 28 [47] and, eventually, the Airbus A300.[48] Most were acquired second-hand.[45]

In 1972, Dan-Air co-founded Gatwick Handling, a Gatwick-based handling agent, with Laker Airways. Each owned 50% at its inception.[49][50]

By the mid-1970s, Dan-Air had become the second biggest resident operator at Gatwick after British Caledonian. From then on, it operated the largest of the UK independent airlines' fleets as well as Britain's largest charter fleet.[51] Operating a large fleet comprising aircraft of various sizes gave the airline unrivalled flexibility among European charter carriers to meet the requirements of different tour operators.[52][53] In the UK, Dan-Air was second only to British Airways in fleet size.[23]: 27  For most of this period, Dan-Air had more than 50 aircraft,[23]: 30  employed about 3,000[23]: 28 [23]: 29  and by the end of the 1980s carried 6 million passengers annually, almost one-third on scheduled services.[13]

Dan-Air marked the 1980s with a corporate makeover. The first stage entailed a new fleet-wide livery. One Boeing 727-100, the airline's first pair of stretched Boeing 727-200 Advanced[54] and its first Boeing 737[46] were first to appear in the new livery. The second stage gave the fleet widebody look interiors as each aircraft underwent maintenance.[55][56] The final stage changed stationery, ticket wallets, timetable covers, airport signs and baggage tags as well as its logo[57] in advertisements and public relations campaigns.

By the time British Airways took over British Caledonian, Dan-Air had become Gatwick's second-largest slot holder, accounting for 16% of slots. Dan-Air provided the chairman of the Gatwick Scheduling Committee while British Caledonian, Gatwick's largest slot holder, provided the [slot] co-ordinator.[58]

Expansion overseas edit

Dan-Air's first overseas expansion occurred during the Cold War in 1968 when Frank Tapling, the sales director, visited German tour operators to increase utilisation of the growing Comet fleet and take advantage of the fact that all airlines other than those headquartered in the US, the UK and France were banned from West Berlin. Operating out of West Berlin let Dan-Air redeploy capacity left surplus in the UK due to sterling's devaluation and exchange controls which limited passengers to £50 a trip, and to obtain better rates than in the oversupplied UK charter market. The Comets' low acquisition costs also enabled Dan-Air to offer German tour operators with flying programmes from West Berlin keener rates than other Allied charter carriers – chiefly, fellow British independent Laker Airways and US airline Modern Air.[59][60][61][62]

 
Dan-Air operated this ex-Pan Am Boeing 707-321, registration G-AZTG (ex-N722PA), out of Berlin Tegel Airport during winter 1974–75. It is seen here at Tegel Airport in September 1978, shortly after its return from a lease to Air Malta (the colour scheme is a hybrid).

31 March 1968 marked the beginning of Dan-Air's association with Tegel which lasted 25 years. On that day, a Comet 4 left the airport for Málaga, the first of almost 300 IT flights under contract to West German tour operator Neckermann und Reisen.[63][64] Dan-Air established its first overseas base at Tegel in 1969.[64] Up to five aircraft were stationed there for over two decades. These initially comprised Comets, One-Elevens, Boeing 707s and 727s.[65][66][67] They were later replaced with Boeing 737s, Hawker Siddeley 748s and BAe 146s. The Berlin fleet operated charters under contract to tour operators as well as scheduled services to Amsterdam and Saarbrücken.[68][69] Gatwick aircraft and crew operated most regular charter flights as well as all scheduled services linking Berlin with Gatwick.[70] At its peak during the late 1970s and early 1980s, Berlin was staffed by 170, mainly local, employees and handled more than 300,000 passengers annually.[71]

Dan-Air's Berlin 727s had additional fuselage fuel tanks[67] to fly non-stop to the Canary Islands with a full payload. At 2,200 miles (3,500 km) the distance between Berlin and Las Palmas was greater than the shortest transatlantic crossing between Shannon in western Ireland and Gander in eastern Canada. The five-hour flight was the limit of the 727's economically viable non-stop range.[72] The Berlin 727-100s' enhanced fuel capacity also meant that these aircraft had up to 20 fewer seats compared with their UK counterparts – 131 vs. 151 – to take full advantage of the resulting range increase. This in turn permitted Dan-Air to offer its German charter passengers an improved seat pitch, in line with German tour operators' requirement for a more comfortable seating arrangement as opposed to the then prevailing "high-density" configurations on most UK charter aircraft.[73]

Dan-Air operated the first commercial flight to Tegel's new terminal building on 1 November 1974 at 6am with a One-Eleven inbound from Tenerife.[74][75]

Scheduled service developments edit

Dan-Air operated its first seasonal scheduled service during summer 1956 between Blackbushe and Jersey.[17][76] It operated its first year-round scheduled service in 1960, linking Bristol and Cardiff with Liverpool. That service was inaugurated with a pair of de Havilland Doves. Subsequent changes included extending the service from Bristol to Plymouth, and replacing Doves with larger Herons and DC-3s.[17][77] The resulting route pattern became the foundation of the Link City network. This linked South West England with the Northeast via stops at the commercial centres of the Midlands and the Northwest. DC-3s continued plying all domestic Link City scheduled routes for the first ten years.[78]

The first international scheduled route was launched in 1960, linking Bristol and Cardiff with Basel. Further international scheduled services from Liverpool to Rotterdam, Bristol to Basel via Bournemouth as well as from Bristol and Gatwick to Ostend followed during the early 1960s. These were operated with DC-3s and Airspeed Ambassadors.[79]

 
Dan-Air operated this Nord 262 on its scheduled UK internal Link City routes during 1970–72. The aircraft is seen here at Manchester Airport in March 1971.

Dan-Air's acquisition of Scottish Airlines and Skyways International in 1961 and 1972 enlarged the scheduled operation.[43][80][81][82] The former brought a passenger-configured DC-3 and a seasonal route linking Prestwick with the Isle of Man.[83][84][85] The latter resulted in four additional HS 748s[25][86] and year-round services linking Bournemouth with Jersey and Guernsey, as well as seasonal flights linking Gatwick with Clermont-Ferrand and Montpellier.[87][80][88] These aircraft let the airline expand Link City by adding Bournemouth and reorganising the structure by introducing Bournemouth–Birmingham–Liverpool/Manchester–Newcastle and Luton–Leeds Bradford–Glasgow, in April 1972. Schedules offered same-day-returns Monday to Friday.[25][89][90] These ex-Skyways HS 748s enabled Dan-Air to open a seasonal Gatwick–Bern route in June 1972, the first direct scheduled air link between the UK and the Swiss capital.[87][91] The acquisition resulted in the HS 748 becoming the main scheduled aircraft for the next ten years.[45][67][92] As a consequence, 748s replaced the Nord 262 Dan-Air had acquired from Air Ceylon in 1970 as a DC-3 replacement to operate Bristol–Cardiff–Liverpool–Newcastle.[25][80][85][86][93][94] In addition, Skyways brought a scheduled route linking Ashford (Lympne) Airport in Kent with Beauvais. This formed part of a London–Paris coach-air service, which Skyways had pioneered in 1955 with DC-3s.[25] Dan-Air continued this service until the early 1980s. When Ashford closed in 1974, services moved to Lydd.[95][96] Seven-four-eights, One-Elevens and Vickers Viscounts leased from other operators operated these services.[97]

In 1973, Dan-Air added Teesside as a stop to Link City and inaugurated scheduled services between Teesside and Amsterdam.[25][89]

In 1974, Dan-Air began replacing the 748 with Comets[92][98] and One-Elevens[98] on its seasonal, scheduled services between Gatwick, Clermont-Ferrand and Montpellier, as well as on its year-round Luton–Leeds–Glasgow schedule, the first time the airline had used jets on scheduled services.[99][100] The turboprop capacity released enabled re-introduction of scheduled services between Bristol, Cardiff and Amsterdam,[99][101] as well as the launch of direct scheduled services between Newcastle and the Isle of Man. During April that year, Dan-Air launched a year-round, same-day-return Gatwick–Newcastle jet schedule,[67] the airline's first UK mainland domestic feeder route from Gatwick. This twice-daily service, promoted with British Caledonian, initially utilised Comet 4Bs. From November 1974, BAC One-Eleven 300/400s replaced Comets on one of the rotations.[99][100][102] In May 1974, Dan-Air launched a twice-daily Gatwick–Ostend HS 748 service[67] in conjunction with Sabena. One of the two daily round-trips was operated under Sabena flight numbers.[89][98]

In 1975, Dan-Air commenced a year-round scheduled service between Newcastle and Bergen, as well as two new, seasonal scheduled routes linking the Isle of Man with Aberdeen and Gatwick. The latter was the first non-stop scheduled air service between Gatwick and the Isle of Man. Nineteen-seventy-five was also the year the airline converted its seasonal Gatwick–Bern scheduled service into a year-round operation. During that year, the company extended its seasonal scheduled service between Gatwick and Clermont-Ferrand to Perpignan, and introduced One-Eleven jets on its seasonal, Gatwick–Jersey schedule. Nineteen seventy-five furthermore saw the acquisition of two former Zambia Airways One-Eleven 200s,[103][104] the first time the firm had acquired jets to be exclusively operated on scheduled services. One aircraft was based at Gatwick, the other at Newcastle.[103] Moreover, 1975 was the year Manchester became the sole stop in the Northwest on Link City.[105]

In 1976 Dan-Air commenced a year-round scheduled service between Newcastle and Stavanger.[106] In 1977, Dan-Air launched a scheduled route from Gatwick to Strasbourg.[106] 1978, Dan-Air's silver jubilee, saw the launch of a scheduled service linking Gatwick with Bergen.[107]

In November 1979, Dan-Air replaced British Airways as scheduled carrier between Gatwick and Aberdeen,[108][109] a feeder route for the oil industry.[110] 1979 also saw the launch of a Gatwick–Toulouse scheduled service.[107]

In April 1980, Dan-Air took over British Airways's loss-making regional services from Bristol, Cardiff and Newcastle to Belfast and Dublin, as well as from Bristol and Cardiff to Jersey, Guernsey and Paris Charles de Gaulle, and from Leeds/Bradford to Guernsey.[28][111][112][113][114][115]

1981 saw Dan-Air launch a scheduled route linking Gatwick with Cork, its first scheduled service from Gatwick to Ireland, as well as a new, seasonal scheduled service linking Newcastle with Jersey and a new, year-round combined Gatwick–Newcastle–Aberdeen weekend schedule. During that year, the airline inaugurated scheduled services between Berlin and Amsterdam Schiphol, the company's first scheduled route from Berlin as well as its first scheduled route not to touch the UK.[68][111][116] Furthermore, in November, Dan-Air withdrew its application to the CAA to take over British Airways's Highland and Islands scheduled operation.[117][118]

During 1981 and 1982, Dan-Air leased three HS 748s to British Airways to supplement the latter's 748 fleet on Scottish internal routes.[119][120][121][122]

The partial liberalisation of the Anglo-Irish bilateral agreement during the early 1980s enabled Dan-Air to commence scheduled operations on Gatwick–Dublin in 1982.[123][124][125] As the recession began to bite and passengers for Link City dwindled, the company contracted them to regional airlines operating smaller aircraft. Nineteen eighty-two saw Metropolitan Airways, a subsidiary of Alderney Air Ferries (Holdings), take over Dan-Air's Bournemouth–Cardiff/Birmingham–Manchester–Newcastle schedule.[116][126][127]

In March 1983, Dan-Air took over British Airways's loss-making Heathrow–Inverness route.[43][128] This was the first time the airline had operated a scheduled service out of Heathrow. In May 1983, the company flew the world's inaugural BAe 146 scheduled service between Gatwick and Bern, the first commercial jet service into the small airport serving the Swiss capital.[47] The same year, the company started scheduled Gatwick–Zürich flights, the second time it had launched daily scheduled services on a European trunk route.[128] In November 1983, Dan-Air joined Travicom,[129] the computer reservation system (CRS) used at the time by travel agents in the UK.[130]

In January 1984, Dan-Air took over Touraine Air Transport's scheduled internal German operation between Berlin and Saarbrücken, the first time the airline had operated a scheduled route entirely within another country. That year also saw Dan-Air assume British Midland's scheduled route between Gatwick and Belfast International Airport as well as launch a scheduled Manchester–Zürich service.[69] In May 1984, Dan-Air began stationing an aircraft in Jersey, increasing the frequency of its scheduled service to Gatwick and converting it into a year-round operation.[131] In addition, 1984 was the year Metropolitan took over Dan-Air's remaining Link City schedules between Bristol, Cardiff, Leeds and Glasgow.[132][133]

In 1985, Dan-Air inaugurated a seasonal scheduled route linking Gatwick with Innsbruck, operated with a BAe 146. Innsbruck was the airline's first scheduled destination in Austria, which began receiving commercial jetliners on a scheduled basis for the first time. Nineteen eighty-five was also the year Dan-Air launched a year-round Manchester–Newcastle–Oslo scheduled route, the company's first scheduled services to the Norwegian capital.[134][135]

In 1986, Dan-Air launched a year-round non-stop Manchester–Amsterdam scheduled service.[13][135]

In 1987, Dan-Air began a scheduled service between Gatwick and Lisbon, its first scheduled service on a main trunk route between the UK and the Iberian peninsula. The same year, the airline joined the International Air Transport Association (IATA) as a Trade Association member.[13]

Following British Airways's takeover of British Caledonian in December 1987, Dan-Air's scheduled services transferred to Texas Air's SystemOne CRS.[129][136]

In 1988, Dan-Air commenced scheduled services between Gatwick and Madrid. Towards the end of that year, the airline also assumed the former British Caledonian routes from Gatwick to Paris Charles de Gaulle, Manchester, Aberdeen and Nice, gaining access to some of Gatwick's most important feeder routes, as well as some of the densest and most lucrative short-haul European trunk routes.[13][137]

At the start of the 1988–1989 winter timetable, Dan-Air became a two-class scheduled airline when, under the stewardship of Vic Sheppard,[138][139] it introduced its Class Elite business class between Gatwick and Paris and between Gatwick and Nice on three refurbished One-Eleven 500s.[43][136][137][140] Sheppard had joined Dan-Air from British Caledonian.[138][139][141]

In 1989, Dan-Air introduced Class Elite on all scheduled flights from Gatwick to Dublin, Zürich, Lisbon, Madrid and Toulouse.[13]

In 1990, Dan-Air introduced year-round two-class scheduled services from Gatwick to Tegel and Vienna. Gatwick–Tegel was Dan-Air's first scheduled link between its main UK base and its long-established overseas base.[70] At the start of the 1990–1991 winter timetable, the firm replaced one of the two Berlin HS 748 turboprops with larger BAe 146 jets on Berlin–Amsterdam and introduced direct scheduled services linking Berlin with Manchester and Newcastle via Amsterdam. In addition, the company took over the Gatwick–Amsterdam feeder route from British Airways.[142]

Following Air Europe's demise at the end of the first week of March 1991, Dan-Air began assuming most of the failed carrier's scheduled routes from Gatwick, starting with Gatwick–Brussels and Gatwick–Oslo.[143][144] Dan-Air's rival's collapse also enabled it to increase frequencies and introduce larger aircraft on the busy Gatwick – Charles de Gaulle and Gatwick–Manchester routes.[145][146] At the start of the 1991–1992 winter timetable, Dan-Air increased the frequency of its Gatwick – Charles de Gaulle Airport services to nine return flights per day and Gatwick–Manchester to eight daily returns. The airline replaced BAC One-Eleven 500s with Boeing 737s on both routes. From then on, Dan-Air carried more scheduled passengers than British Caledonian had ever carried in one year throughout its existence.[142]

The expansion of Dan-Air's scheduled operation at Gatwick continued throughout 1992, resulting in the resumption of former Air Europe routes to Stockholm Arlanda in February and Rome Fiumicino in April. In addition, Dan-Air launched Gatwick–Athens in March and re-launched Gatwick–Barcelona in May.[143] During that period, Dan-Air became Gatwick's largest resident, short-haul scheduled operator controlling 18% of all slots, and 21% of all morning peak time slots between 8am and 9am.[3][142]

In addition to scheduled services on its own account, Dan-Air was also contracted by other airlines to operate scheduled passenger and cargo services.

 
Dan-Air Avro York freighter at Manchester Airport in 1960, one of several examples operated between July 1954 and April 1964.

In 1959, British European Airways (BEA) awarded Dan-Air a two-year contract to operate its six-times weekly scheduled freight service between Heathrow, Manchester and Glasgow's old Renfrew Airport using Avro York freighters. From 1960, BEA awarded Dan-Air additional contracts to operate its freight services from Heathrow to other destinations in the UK and Continental Europe. The airline eventually replaced the DC-3s, which it had used to operate these latter services, with Avro Yorks.[147]

For a couple of months starting in October 1968, Kuwait Airways contracted its entire scheduled operation to Dan-Air, who supplied flight deck crews to man Comets while their own pilots underwent conversion training on the Boeing 707 in the US.[148]

During the 1970s, IAS Cargo Airlines sub-contracted Dan-Air to operate Zambia Airways's weekly scheduled Heathrow–Lusaka all-cargo service with a small fleet of 707 freighters in hybrid Dan-Air/IAS Cargo Airlines colours.[149]

Milestones edit

Dan-Air claimed to be the first airline to transport a live dolphin. It also laid claim to be the first to introduce disposable catering equipment aboard its aircraft in 1969.[150]

Dan-Air ordered its first new aircraft in 1969, a single Handley Page Jetstream to replace the DC-3 assigned to Link City. However, the order lapsed when Handley Page went into liquidation in 1970.[85][151] Despite the negotiations being at an advanced stage, with the manufacturer's future in doubt, it was difficult to finance the purchase and the order could not be completed.[152]

Dan-Air ran its first transatlantic charter flight in October 1969 from Gatwick to Trinidad with a Comet.[88][153][154]

Dan-Air operated a dozen 707 round-the-world charters for German tour operators during the mid-1970s.[155][156]

Dan-Air was one of the first UK airlines to employ female pilots, with five among 550 during 1978.[9][157][158] It was also the first UK airline to have a female pilot in command of jet aircraft. Yvonne Sintes, who had started her career as an airline pilot with Morton Air Services in 1965,[159] joined Dan-Air as a Bristol-based DC-3 first officer in 1969. She gained her command as a captain on the HS 748 fleet before becoming a One-Eleven captain in 1975.[60][9][10] Sintes flew One-Elevens and Comets until her retirement in 1980.[160][161][11]

During its 39-year history, Dan-Air passed several important passenger number milestones. In 1960, Dan-Air carried 100,000 passengers.[162] It carried 500,000 passengers in one year for the first time in 1969. 1971 saw more than 1 million passengers. 1973 was the first year the company carried more than 2 million. 1977 was the first time with more than 3 million. Four million was reached the following year. It took until 1985 to reach 5 million. In 1989, over 6 million flew with Dan-Air, the highest number ever.[163][25] 1984 was the year Dan-Air carried more than 1 million scheduled passengers for the first time.[164] Between 1966 and 1980, Dan-Air's 38-strong, active Comet fleet carried 8 million passengers.[165]

Financial issues edit

1989 marked a watershed – it was the first year since the era prior to the decision to introduce jets in the mid-1960s, and the only time apart from a blip in 1981–1982,[23]: 27 [23]: 29  when the company lost money over a whole 12-month period. The loss of £3 million was in contrast to the profit of £10 million made the year before.[43][166] Like most charter-focused operators, Dan-Air used to make a loss during the winter because of the seasonal nature of its business.[167] However, this was compensated by the profit it made during the summer, giving a modest profit for the entire financial period. The financial position deteriorated during the early 1990s. It lost £35 million in 1991, its last complete 12-month period, and £24 million during the last six months of its existence until October 1992.[168]

Causes of decline edit

Among the reasons for Dan-Air's decline was the lack of vertical integration with a UK tour operator. Dan-Air was the last major independent provider of charter airline seats to numerous large, medium-sized and small tour companies in the UK and overseas, at a time when most UK tour firms had set up their own airlines. These then competed with Dan-Air for the bulk of those operators' business, leading to a decline in rates. This resulted in a decline in Dan-Air's importance as a business partner for these tour operators, reducing its status from main to marginal provider.[169]

Another reason was that its fleet contained too many different, incompatible aircraft types. Some of these aircraft were older[145] and less efficient than those operated by competitors such as Air Europe. Consequently, the Dan-Air fleet was costlier to operate and maintain. The Boeing 727s, which Dan-Air continued to acquire throughout the 1980s, including some on unfavourable leases, proved a financial millstone.[3][170]

Dan-Air's decision to embark on a major expansion into scheduled services from Gatwick at a time when the UK economy was still mired in the early 1990s recession made the financial position worse. The economic conditions in the UK meant that actual revenues fell short of budget in Dan-Air's 1991–1995 business plan, which aimed at sustained profitability by 1995 with a £42 million profit.[171] This meant an injection of £49 million of additional working capital into Dan-Air's parent company from a successful share issue in 1990[172] was insufficient to fund the airline's needs. The funds raised through new shares were insufficient to standardise Dan-Air's fleet on the Boeing 737 300/400 series and the Avro RJ115 (marketed but never built).[143][173] [174][175] The funds were also insufficient to finance transformation from a cheap-and-cheerful charter carrier with a motley collection of poorly performing, "low visibility" regional scheduled routes into a top quality, "high visibility" mainline short-haul scheduled operator plying trunk routes.[176]

Dan-Air's last chairman, David James,[177][178] said weak marketing[23] and its charter mentality, even after the decision to make high-profile scheduled services the focus of commercial activities,[145][179] was a reason it failed to achieve results. That meant that instead of making Dan-Air the airline of choice for high-yield business travellers on prime scheduled routes where it had become a major force in the wake of the demise of British Caledonian and Air Europe – such as Gatwick to Paris Charles de Gaulle – through carefully targeted marketing and publicity, Dan-Air continued selling the bulk of its scheduled inventory to consolidators and discount travel agencies, in the way it had sold its charter inventory to package tour operators. The airline saw this as risk minimisation to fill seats on scheduled services. However, Dan-Air surrendered control over its scheduled seats to third parties whose sales were volume-driven. This deprived Dan-Air of the opportunity to boost the profitability of its scheduled operation by concentrating on maximising revenues from high-yield travellers.[180]

Sale to British Airways edit

Following inconclusive talks with Virgin Atlantic to save Dan-Air in return for an investment of £10 million, the airline was sold to British Airways in 1992. British Airways paid a nominal £1, in return taking on financial commitments of £50 million which included debts of £37 million.[181] For its part, British Airways got 12 of Dan-Air's most modern Boeing 737s, a similar number of short-haul scheduled routes from Gatwick, the Heathrow–Inverness feeder service and about one-fifth of its 2,500 workers. Dan-Air was absorbed into British Airways' Gatwick operation.

On 27 November 1992, the company's name was changed from Dan Air Services Ltd to British Airways (European Operations at Gatwick) Ltd.[182] This remnant of the former Dan-Air formed the nucleus of what British Airways intended to be a low-cost short-haul feeder for its Gatwick long-haul scheduled services, with the aim of helping to return British Airways' loss-making Gatwick operation to sustained profitability.

Corporate affairs edit

Headquarters edit

From 1953 to 1987, Dan-Air had its headquarters at the City of London in Bilbao House.[23]

Fleet edit

 
Dan-Air Bristol Freighter 31 operating a cargo flight at Manchester Airport in 1964.

It operated the world's largest fleet of de Havilland Comets and was the last in the world to operate them. Dan-Air built a 49-strong Comet fleet between 1966 and 1976.[54][183] It retired the last example in November 1980.[184][185][186] Not all of these airframes saw actual airline service; some had been exclusively acquired for spares.[183] The Comets commanded a lower price than comparable second-hand jets. They were relatively unused as many previous operators had replaced them with the larger and more economical Boeing 707 and Douglas DC-8 after only a few years. The airframes had many years of service left and cost a fraction of the similarly sized BAC One-Eleven 500 or Boeing 737-200, which were still scarce second-hand. It allowed the airline to replace most of its piston-engined airliners – such as the Avro York, the Bristol 170 Freighter and the Airspeed AS 57 Ambassador – which had reached or were nearing the end of their lives, relatively cheaply.

 
Dan Air Avro York at the Imperial War Museum Duxford.
 
Dan-Air Airspeed AS 57 Ambassador at Bristol Airport in 1965.
 
Dan-Air Douglas DC-7BF cargo aircraft in 1969

Dan-Air was the last commercial airline operator of the Ambassador. A small number of this high-winged, twin-engined plane survived in the fleet into the jet era. The last retired in September 1971 after its final Jersey–Gatwick scheduled service.[187][188]

Dan-Air was the first British operator of the Boeing 727 trijet, at the time the world's best-selling commercial jetliner. The first of three former Japan Airlines Boeing 727-100 series[189] was introduced on 13 April 1973.[190][52] Among other modifications, the aircraft needed a full stall protection system fitted to meet British civil airworthiness requirements.[191][192]

 
Dan-Air Hawker Siddeley HS 748 at Cardiff Airport in 1980.

Dan-Air's original eight Boeing 727-100s, which entered service between 1973 and 1978, differed from overseas-registered aircraft. Dan-Air's examples featured additional emergency doors each side of the rear fuselage as well as a stall-protection system known as a "stick pusher". The additional exits were needed for having the aircraft certificated for an increased maximum seating capacity of 150. This necessitated satisfying the British Civil Aviation Authority (CAA) requirement that all passengers could leave within 90 seconds using only half the available exits. Stall protection had been introduced in the light of experience with the stalling characteristics of both civil and military British T-tailed jet aircraft,[193] including the loss of a Hawker Siddeley Trident on a test flight over Norfolk when it entered a deep stall. This stall-protection system consisted of a stick pusher, a "nudger" and an independent "shaker" for each pilot. When the aircraft was in danger of stalling it warned the pilots by shaking the control columns as well as correcting attitude and altitude, in an attempt to increase air speed and so avert an irrecoverable deep stall. It was estimated that installing stall-protection cost Dan-Air £100,000 per aircraft and up to £1 million for the entire fleet.[52][194][195][196]

As well as the Comets and 727s, Dan-Air mainly operated BAC One-Elevens and Hawker Siddeley 748s during its most successful period in the 1970s and 1980s.[197]

In May 1983, Dan-Air became the first to put the four-engined BAe 146 regional jetliner into commercial service.[23]: 28 [47]

The aircraft types below formed part of Dan-Air's fleet at one point or another in the airline's 39-year history:

 
Dan-Air de Havilland Comets and
BAC One-Elevens at Gatwick Airport in 1976.
 
de Havilland Comet next to a Boeing 707 at Manchester Airport in 1976.
 
A Dan-Air Boeing 727-100 in 1974

Accidents and incidents edit

Fatal accidents edit

Throughout Dan-Air's 39 years, the airline suffered seven accidents involving the loss of aircraft and lives, three of which killed fare-paying passengers.[198] These accidents were :

  • 1958 Dan-Air Avro York crash: an Avro York crashed on 25 May 1958 while making a forced landing at Gurgaon, Haryana, India, after an engine had caught fire on an all-cargo flight from Karachi to Delhi. The radio operator was the sole survivor of the five occupants.[199][200][201]
  • A Piper PA-23 Apache 160 (G-ATFZ) operating a positioning/crew flight from Gatwick via Lasham to Bristol below cloud in poor weather crashed on 1 September 1966 at Loxhill, Hascombe, near Godalming, Surrey, England. The aircraft was destroyed and both pilots killed when it hit trees on the top of a hill near Godalming.[202][203]
  • Dan-Air Flight 1903: a de Havilland Comet 4 operating a charter flight from Manchester to Barcelona crashed into a mountain near Arbúcies in Catalonia in north-eastern Spain on 3 July 1970. The aircraft was destroyed and 105 passengers and seven crew died. This was the airline's first accident resulting in fatalities among fare-paying passengers.[154][204][205]
  • 1977 Dan-Air Boeing 707 crash: a Boeing 707-321C freighter on the last leg of an international cargo flight from Heathrow crashed near Lusaka Airport on 14 May 1977.[206] The right-hand horizontal stabiliser — including the elevator assembly — detached during the approach as a result of metal fatigue, causing loss of pitch control. Other factors included the rear spar structure's inadequate fail-safe design, the safety regulator's design assessment and certification process as well as the inspection procedure adopted by the aircraft's operator.[207] The accident killed all six occupants. It sparked a debate on maintenance requirements as well as service life limitations of "geriatric" jets.[208][209][210]
  • Dan-Air Flight 0034: a Hawker Siddeley 748 series 1 (registration G-BEKF) operating an oil industry support flight crashed on 31 July 1979 at Sumburgh Airport in the Shetland Islands, Scotland. The aircraft failed to become airborne, ran through the perimeter fence, and crashed into the sea. The accident was due to the elevator gust lock[211] having become re-engaged, preventing the aircraft from rotating into a flying attitude. The aircraft was destroyed and 17 of the 47 on board drowned.[211]
  • Dan-Air Flight 1008: a Boeing 727-46 (registration G-BDAN) crashed on 25 April 1980 while preparing to land at Los Rodeos (now Tenerife North Airport), Canary Islands, at the end of a charter flight from Manchester. The aircraft flew into high terrain when it turned the wrong way in a holding pattern. The aircraft was destroyed and all 146 on board were killed. This accident was the deadliest air disaster involving a British-registered aircraft in terms of loss of life.[212][213]
  • Dan-Air Flight 240: on 26 June 1981 a Hawker Siddeley 748 series 2 (registration G-ASPL[214]) on a regular postal flight from Gatwick to East Midlands Airport crashed at Nailstone in Leicestershire (12 miles from its destination) killing both pilots and the postal assistant on board.[215] The aircraft's right rear door had sprung open in mid-air. It subsequently detached, hit the horizontal tailplane and became stuck on the leading edge. This resulted in a loss of control causing the aircraft to enter a steep dive, during which its wings and tailplane failed as a result of overstressing.[216]

Non-fatal incidents edit

In addition to the fatal accidents listed above, Dan-Air suffered a number of non-fatal incidents, most of which occurred during the early years of the airline's existence in the piston-engined era. These usually damaged the aircraft involved beyond repair but did not cause any loss of lives.[116][154][198]

There were five incidents that made the headlines of the local and/or international mass media:

  • In 1971, one of the airline's Comets operating a charter flight carrying Turkish migrant workers from Berlin Tegel to Istanbul was "escorted" by Bulgarian fighter aircraft into Sofia. The crew flying the aircraft was attempting to take the shortest route to Istanbul when leaving Yugoslav airspace by entering Bulgarian airspace, instead of taking the longer route through Greek airspace. They were not aware of the then communist government of Bulgaria's decision not to let any aircraft enter its airspace whose flight had originated or was going to terminate at a West Berlin airport, without stopping en route at another airport outside West Berlin. The aircraft landed safely at Sofia. It was released along with its crew and passengers when the flight's commander paid the fine the Bulgarian authorities had imposed for violating their country's airspace.[217]
  • In 1973, Somali fighter aircraft forced a Dan-Air Boeing 707 flying through Somali air space en route from London Gatwick to the Seychelles and Mauritius with 83 passengers on board to land at Mogadishu Airport. The aircraft was flying through Somali airspace in violation of the prescribed procedure to apply for permission to do so in advance, as a result of an "administrative oversight" on the airline's part. As a consequence of this violation, the aircraft's captain was taken to court and a fine of £600 was imposed on the airline.[218][219]
  • In 1974, one of the company's Boeing 727s (a Boeing 727-46, registration: G-BAEF) hit the localiser antenna of Luton Airport's Instrument Landing System while taking off on a charter flight to Corfu, rendering the system inoperative. The aircraft diverted to London Gatwick where it landed safely.[220][221]
  • On 30 September 1988, while completing the repair and run-up of the faulty engine that had caused a rejected takeoff due to an engine oil warning at Berlin Tegel, Dan-Air Boeing 727-217Adv. G-BKAG collided with a jetway at the airport's terminal building while maintenance engineers taxied the aircraft back to its stand. This badly injured the ground crew member manning the jetway and ruptured the fully refuelled aircraft's centre wing tank at the left wing root. As a result, a large quantity of jet fuel spilled onto the tarmac. The maintenance engineers' failure to pressurise the aircraft's hydraulics had resulted in a complete loss of hydraulic pressure just before reaching the stand, making it impossible to steer the aircraft and rendering the brakes ineffective.[222]
  • On 2 March 1989, a Dan Air HS 748 mistakenly landed at Langford Lodge Airport instead of the nearby Belfast Aldergrove Airport, the intended destination of the scheduled service from Newcastle. When the aircraft broke cloud over Lough Neagh on short finals for Aldergrove's runway 07, the pilot in command thought what he had spotted was the correct runway and proceeded to land the plane at what turned out to be the adjacent, privately owned, Langford Lodge airfield,[223] just under a mile short of the approach to runway 07 at Aldergrove.[224]

Notes edit

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References edit

  • Heathcote-Smith, Charles (31 May 1973). "Airline Profile: Number Forty-Three in the Series – Dan-Air". Flight International. 103 (3351). Flightglobal.com: 836–839.
  • Learmount, David (21 September 1985). "Dan-Air: Britain's second airline". Flight International. 128 (3978): 27–30. ISSN 0015-3710.
  • Simons, Graham M. (1993). The Spirit of Dan-Air. Peterborough, UK: GMS Enterprises. ISBN 1-870384-20-2.
  • Simons, Graham M. (1999). It Was Nice to Fly with Friends! The Story of Air Europe. Peterborough, UK: GMS Enterprises. ISBN 1-870384-69-5.
  • Larkman, Arthur H. (2008). DAN-AIR: An airline and its people. Peterborough, UK: GMS Enterprises. ISBN 978-1-904514-42-8.
  • "Gone but not forgotten ... Dan-Air". Aircraft. 43 (4). Hersham, Surrey: Ian Allan Publishing: 52–58. April 2010. ISSN 2041-2150.
  • "The Last of Dan-Air's Comets". Airliner World. Stamford, UK: Key Publishing: 68–73. November 2010. ISSN 1465-6337. (Airliner World online)
  • "UK and Irish airlines since 1945 (Part 34 [Dan-Air Services])". Aviation News. Vol. 64, no. 12. St. Leonards on Sea, UK: HPC Publishing. December 2002. (Aviation News online)
  • Board of Trade (1967). Civil Aircraft Accident — Report on the Accident to Piper PA23 series 160 G-ATFZ at Loxhill, Hascombe, near Godalming, Surrey on 1st September, 1966. London, UK: Her Majesty's Stationery Office.
  • February and July 1975 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports (in German). West Berlin, Germany: Berlin Airport Company. 1975.
  • Welcome Aboard. London, UK: Dan Air Services Ltd. Dan-Air's English language in-flight magazine (1967–1977), various copies 1972–1976
  • In Flight. London, UK: Dan Air Services Ltd. Dan-Air's English language in-flight magazine (1978–1992), various copies
  • Kompass (in German). West Berlin, Germany: Dan Air Services Ltd. Dan-Air's German language in-flight magazine, various copies 1975–1990

Further reading edit

  • "Airline History – Dan Air: The days when Dan dared all!)". Jets Monthly. Cudham, UK: Kelsey Publishing Group. May 2011. pp. 48–53. (Kelsey Publishing Group online)
  • "Dan Air: Popular British Charter operator". Airliner Classics. Stamford, UK: Key Publishing. November 2011. pp. 86–98. (Key Publishing Online Shop (Online Catalogue > Magazines > Special Magazines > Airliner Classics 3) 31 October 2011 at the Wayback Machine)

External links edit

 
Wikimedia Commons has media related to Dan-Air.
  • Dan Air Remembered
  • The official Dan Air Staff Association website
  • Home of the BAC 1–11 on the Web
  • Dan-Air Boeing 707-321 G-AYSL on the ramp at Berlin Tegel on Christmas Day 1971. The aircraft's colour scheme was the airline's second livery (the first to be applied uniformly, fleet-wide).
  • Dan-Air de Havilland DH-106 Comet 4C G-AYWX about to touch down at Manchester Ringway during August 1972. The aircraft's colour scheme was one of several variations of the airline's original livery.
  • Dan-Air Hawker Siddeley 748 Series 1A/200 G-ARAY parked in front of the passenger terminal at Newcastle Woolsington during 1973. The aircraft's colour scheme was the interim, hybrid Dan-Air Skyways livery (exclusively applied to ex-Skyways HS 748s).
  • Dan-Air BAC One-Eleven 207AJ G-ATTP coming in to land at Munich Riem on 15 February 1981. The aircraft's colour scheme was the airline's third, experimental livery.
  • Dan-Air Boeing 727-2D3 Adv. G-BPND lining up on London Gatwick’s runway 08R on 27 January 1992. The aircraft's colour scheme was the final version of the airline's fourth and last livery.
  • contemporary timetable images

January 01, 1970
this, article, about, defunct, british, airline, danish, airline, danair, romanian, airline, romania, legally, services, limited, airline, based, united, kingdom, wholly, owned, subsidiary, london, based, shipbroking, firm, davies, newman, started, 1953, with,. This article is about the defunct British airline For the Danish airline see Danair For the Romanian airline see Dan Air Romania Dan Air legally Dan Air Services Limited was an airline based in the United Kingdom and a wholly owned subsidiary of London based shipbroking firm Davies and Newman It was started in 1953 with a single aircraft Initially it operated cargo and passenger charter flights from Southend 1953 1955 and Blackbushe airports 1955 1960 using a variety of piston engined aircraft 5 before moving to a new base at Gatwick Airport in 1960 followed by expansion into inclusive tour IT charter flights and all year round scheduled services 6 The introduction of two de Havilland Comet series 4 jet aircraft in 1966 made Dan Air the second British independent airline after British United Airways to begin sustained jet operations Dan Air ServicesIATA ICAO Callsign DA DAN DAN AIRFounded21 May 1953 1953 05 21 Ceased operations27 November 1992 1992 11 27 merged into British Airways HubsBerlin TegelLondon GatwickManchesterFocus citiesNewcastle upon TyneParent companyDavies and NewmanHeadquartersCity of London Bilbao House 1953 1987 Central London New City Court 1 2 1987 1991 Horley Surrey Newman House 3 4 1991 1992 Key peopleFred Newman 1953 1990 David James 1990 1992 The early 1970s saw the acquisition of a pair of Boeing 707 long haul jets for use on affinity group and Advance Booking Charter flights to Canada and the United States 7 8 In 1973 Dan Air became the first British airline to operate the Boeing 727 trijet By the mid 1970s it had become Britain s largest independent airline both in terms of passengers carried and fleet size operating the country s largest charter fleet This was also the time a Dan Air staff member Yvonne Pope Sintes became Britain s 9 and Europe s first female jet captain 10 11 By the early 1980s the airline had also become the leading operator of fixed wing oil industry support flights operating a fleet of 13 Hawker Siddeley 748 turboprops between bases on the Scottish mainland and the Shetland Islands under contract to firms involved in North Sea oil exploration 12 In 1983 Dan Air was the first airline to launch commercial operations with British Aerospace 146 regional jet The acquisition of an Airbus A300 in 1986 marked Dan Air s widebody debut and the late 1980s saw a major expansion of their scheduled activities including the introduction of two class services on trunk routes Passenger numbers peaked in 1989 at 6 2 million 1 8 million on scheduled services 13 Lack of vertical integration with a tour operator and an inefficient fleet mix dominated by ageing Boeing 727s and BAC One Elevens made Dan Air uncompetitive resulting in increasing marginalisation and growing financial difficulties as well as a change in senior management and strategy by the early 1990s 14 Following unsuccessful attempts to merge Dan Air with a competitor the ailing airline was sold to British Airways in 1992 for the nominal sum of 1 Contents 1 History 1 1 Beginning 1 2 Areas of commercial activity 1 3 Commercial success 1 3 1 Expansion overseas 1 3 2 Scheduled service developments 1 3 3 Milestones 1 4 Financial issues 1 5 Causes of decline 1 6 Sale to British Airways 2 Corporate affairs 2 1 Headquarters 3 Fleet 4 Accidents and incidents 4 1 Fatal accidents 4 2 Non fatal incidents 5 Notes 6 References 7 Further reading 8 External linksHistory editBeginning edit nbsp The airline s first aircraft G AMSU a Douglas C 47B Dakota 4 at Blackbushe Airport in 1955 wearing the initial Dan Air Services titles Dan Air s parent Davies and Newman had been engaged in shipbroking in the City of London since 1922 It subsequently diversified into air charter broking from an office at London s Baltic Mercantile and Shipping Exchange Amongst Davies and Newman s clients for whom it acted as an air charter broker was a small airline called Meredith Air Transport Meredith was formed in 1952 as a small ad hoc charter operator and flew a single Douglas DC 3 out of Southend Airport where it also had its head office When Meredith s only aircraft suffered a mishap while taking off from Jerusalem s Atarot Airport on Christmas Eve 1952 that damaged the aircraft s tailwheel this caused major disruption to the company s business As a result Meredith soon found itself in financial difficulties Davies and Newman agreed to take a debenture on Meredith s aircraft in return for extending financial assistance When Meredith s financial problems worsened and the debenture became due for repayment Davies amp Newman took over the aircraft together with a six month contract to operate a series of charter flights between Southend and West Berlin s Tempelhof Airport that formed part of the second Little Berlin Airlift 15 16 Dan Air began commercial air services in the UK in May 1953 with the aircraft it had taken over from Meredith Air Transport a single Douglas DC 3 bearing the registration G AMSU The fledgling airline received its air operator s certificate on 23 May 1953 16 Dan Air derived its name from its parent s initials Davies And Newman 17 The company was incorporated on 21 May 1953 as Dan Air Services Limited with a capital of 5 000 18 To emphasise that this was a British rather than a Danish company the airline s aircraft displayed the suffix London with the Dan Air name on both sides of the fuselage 19 This convention was followed until a year before Dan Air s takeover by British Airways when the London suffix was dropped from fuselage titles 20 Dan Air s first commercial service an ad hoc charter flight from Southend via Manchester to Shannon occurred in June 1953 21 Operations initially continued from Meredith s old base at Southend Airport where Meredith managed Dan Air s operations for the first six months 16 Following the end of Meredith s contract to manage Dan Air s operations at Southend Meredith Air Transport changed its name to African Air Safaris on 29 November 1954 22 Areas of commercial activity edit Dan Air operated inclusive tour IT charter flights 23 27 regional short haul scheduled services 23 27 transatlantic and other worldwide affinity group Advanced Booking Charters ABC flights 24 25 23 28 26 oil industry support flights 23 30 27 28 29 30 and ad hoc operations including all cargo services from London Gatwick other British airports and Tegel Airport in West Berlin Commercial success edit nbsp A Dan Air BAC One Eleven coming in to land at Zurich Airport in May 1985 nbsp The interior of Dan Air Comet 4C G BDIX on display at the National Museum of Flight East Fortune Scotland nbsp A Dan Air Airbus A300 taxiing towards its stand at London Gatwick in March 1990 Dan Air s acquisition of three ex RAF Transport Command Avro Yorks in 1954 resulted in establishment of Dan Air Engineering as a sister company at Lasham a disused war time airfield in Hampshire to service its fleet as well as other operators 17 31 The acquisition of a second DC 3 in 1954 resulted in Dan Air moving its main operating base from Southend to Blackbushe the following year 15 21 16 The main base transferred to Gatwick in 1960 when Blackbushe closed to commercial airlines 32 33 Dan Air s arrival at Gatwick in 1960 coincided with the entry into service of three former Butler Air Transport Airspeed Ambassadors the airline s first pressurised aircraft This heralded the beginning of a major expansion into the IT charter market including its first charter programme from Manchester Horizon Holidays was one of the first tour operators to contract the airline s aircraft The Ambassador fleet numbered seven aircraft by the mid 1960s and operated the majority of the company s IT flights until Comets and One Elevens assumed the bulk of these operations towards the end of the decade 34 35 In 1966 Dan Air introduced its first pair of ex British Overseas Airways Corporation BOAC de Havilland Comet series 4 aircraft 17 36 37 which made it the second British independent airline after British United Airways to start uninterrupted pure jet operations 17 37 This marked the beginning of sustained steady and mostly profitable expansion 38 By the end of the 1960s Dan Air had become Gatwick s third biggest resident operator after British United Airways and Caledonian Airways 39 In October 1970 the US Civil Aeronautics Board granted Dan Air a foreign carrier permit for a five year period This became effective on 5 April 1971 and enabled the airline to operate regular transatlantic affinity group charter flights between Britain and the US To assist with marketing its transatlantic capacity to affinity group charter organisers in both countries Dan Air established a new joint venture named Dan Air Intercontinental in partnership with CPS Aviation Services as a jointly owned subsidiary Flights began in late March 1971 with a Boeing 707 321 that was acquired second hand from Pan American World Airways Pan Am The successful launch of Dan Air s transatlantic joint venture led to the acquisition of a second 707 321 from Pan Am in 1972 and both aircraft continued to be primarily employed on transatlantic charter flights between Britain Canada and the US until their retirement in 1978 40 Dan Air s parent Davies and Newman Holdings became a publicly listed company when it was floated on the London Stock Exchange in late 1971 41 The group was capitalised at 5 million at its stock market debut 42 This provided the funds to expand its charter business build a network of regional scheduled services between secondary airports across Europe with particular emphasis on the United Kingdom and Ireland 43 enter the transatlantic affinity group ABC market 7 23 28 and establish itself as leading fixed wing operator of oil industry support flights 23 30 12 27 29 It let the airline expand its fleet leading to introduction of the One Eleven 17 44 45 Boeing 707 17 Hawker Siddeley 748 17 Boeing 727 17 Boeing 737 46 BAe 146 23 28 47 and eventually the Airbus A300 48 Most were acquired second hand 45 In 1972 Dan Air co founded Gatwick Handling a Gatwick based handling agent with Laker Airways Each owned 50 at its inception 49 50 By the mid 1970s Dan Air had become the second biggest resident operator at Gatwick after British Caledonian From then on it operated the largest of the UK independent airlines fleets as well as Britain s largest charter fleet 51 Operating a large fleet comprising aircraft of various sizes gave the airline unrivalled flexibility among European charter carriers to meet the requirements of different tour operators 52 53 In the UK Dan Air was second only to British Airways in fleet size 23 27 For most of this period Dan Air had more than 50 aircraft 23 30 employed about 3 000 23 28 23 29 and by the end of the 1980s carried 6 million passengers annually almost one third on scheduled services 13 Dan Air marked the 1980s with a corporate makeover The first stage entailed a new fleet wide livery One Boeing 727 100 the airline s first pair of stretched Boeing 727 200 Advanced 54 and its first Boeing 737 46 were first to appear in the new livery The second stage gave the fleet widebody look interiors as each aircraft underwent maintenance 55 56 The final stage changed stationery ticket wallets timetable covers airport signs and baggage tags as well as its logo 57 in advertisements and public relations campaigns By the time British Airways took over British Caledonian Dan Air had become Gatwick s second largest slot holder accounting for 16 of slots Dan Air provided the chairman of the Gatwick Scheduling Committee while British Caledonian Gatwick s largest slot holder provided the slot co ordinator 58 Expansion overseas edit Dan Air s first overseas expansion occurred during the Cold War in 1968 when Frank Tapling the sales director visited German tour operators to increase utilisation of the growing Comet fleet and take advantage of the fact that all airlines other than those headquartered in the US the UK and France were banned from West Berlin Operating out of West Berlin let Dan Air redeploy capacity left surplus in the UK due to sterling s devaluation and exchange controls which limited passengers to 50 a trip and to obtain better rates than in the oversupplied UK charter market The Comets low acquisition costs also enabled Dan Air to offer German tour operators with flying programmes from West Berlin keener rates than other Allied charter carriers chiefly fellow British independent Laker Airways and US airline Modern Air 59 60 61 62 nbsp Dan Air operated this ex Pan Am Boeing 707 321 registration G AZTG ex N722PA out of Berlin Tegel Airport during winter 1974 75 It is seen here at Tegel Airport in September 1978 shortly after its return from a lease to Air Malta the colour scheme is a hybrid 31 March 1968 marked the beginning of Dan Air s association with Tegel which lasted 25 years On that day a Comet 4 left the airport for Malaga the first of almost 300 IT flights under contract to West German tour operator Neckermann und Reisen 63 64 Dan Air established its first overseas base at Tegel in 1969 64 Up to five aircraft were stationed there for over two decades These initially comprised Comets One Elevens Boeing 707s and 727s 65 66 67 They were later replaced with Boeing 737s Hawker Siddeley 748s and BAe 146s The Berlin fleet operated charters under contract to tour operators as well as scheduled services to Amsterdam and Saarbrucken 68 69 Gatwick aircraft and crew operated most regular charter flights as well as all scheduled services linking Berlin with Gatwick 70 At its peak during the late 1970s and early 1980s Berlin was staffed by 170 mainly local employees and handled more than 300 000 passengers annually 71 Dan Air s Berlin 727s had additional fuselage fuel tanks 67 to fly non stop to the Canary Islands with a full payload At 2 200 miles 3 500 km the distance between Berlin and Las Palmas was greater than the shortest transatlantic crossing between Shannon in western Ireland and Gander in eastern Canada The five hour flight was the limit of the 727 s economically viable non stop range 72 The Berlin 727 100s enhanced fuel capacity also meant that these aircraft had up to 20 fewer seats compared with their UK counterparts 131 vs 151 to take full advantage of the resulting range increase This in turn permitted Dan Air to offer its German charter passengers an improved seat pitch in line with German tour operators requirement for a more comfortable seating arrangement as opposed to the then prevailing high density configurations on most UK charter aircraft 73 Dan Air operated the first commercial flight to Tegel s new terminal building on 1 November 1974 at 6am with a One Eleven inbound from Tenerife 74 75 Scheduled service developments edit Dan Air operated its first seasonal scheduled service during summer 1956 between Blackbushe and Jersey 17 76 It operated its first year round scheduled service in 1960 linking Bristol and Cardiff with Liverpool That service was inaugurated with a pair of de Havilland Doves Subsequent changes included extending the service from Bristol to Plymouth and replacing Doves with larger Herons and DC 3s 17 77 The resulting route pattern became the foundation of the Link City network This linked South West England with the Northeast via stops at the commercial centres of the Midlands and the Northwest DC 3s continued plying all domestic Link City scheduled routes for the first ten years 78 The first international scheduled route was launched in 1960 linking Bristol and Cardiff with Basel Further international scheduled services from Liverpool to Rotterdam Bristol to Basel via Bournemouth as well as from Bristol and Gatwick to Ostend followed during the early 1960s These were operated with DC 3s and Airspeed Ambassadors 79 nbsp Dan Air operated this Nord 262 on its scheduled UK internal Link City routes during 1970 72 The aircraft is seen here at Manchester Airport in March 1971 Dan Air s acquisition of Scottish Airlines and Skyways International in 1961 and 1972 enlarged the scheduled operation 43 80 81 82 The former brought a passenger configured DC 3 and a seasonal route linking Prestwick with the Isle of Man 83 84 85 The latter resulted in four additional HS 748s 25 86 and year round services linking Bournemouth with Jersey and Guernsey as well as seasonal flights linking Gatwick with Clermont Ferrand and Montpellier 87 80 88 These aircraft let the airline expand Link City by adding Bournemouth and reorganising the structure by introducing Bournemouth Birmingham Liverpool Manchester Newcastle and Luton Leeds Bradford Glasgow in April 1972 Schedules offered same day returns Monday to Friday 25 89 90 These ex Skyways HS 748s enabled Dan Air to open a seasonal Gatwick Bern route in June 1972 the first direct scheduled air link between the UK and the Swiss capital 87 91 The acquisition resulted in the HS 748 becoming the main scheduled aircraft for the next ten years 45 67 92 As a consequence 748s replaced the Nord 262 Dan Air had acquired from Air Ceylon in 1970 as a DC 3 replacement to operate Bristol Cardiff Liverpool Newcastle 25 80 85 86 93 94 In addition Skyways brought a scheduled route linking Ashford Lympne Airport in Kent with Beauvais This formed part of a London Paris coach air service which Skyways had pioneered in 1955 with DC 3s 25 Dan Air continued this service until the early 1980s When Ashford closed in 1974 services moved to Lydd 95 96 Seven four eights One Elevens and Vickers Viscounts leased from other operators operated these services 97 In 1973 Dan Air added Teesside as a stop to Link City and inaugurated scheduled services between Teesside and Amsterdam 25 89 In 1974 Dan Air began replacing the 748 with Comets 92 98 and One Elevens 98 on its seasonal scheduled services between Gatwick Clermont Ferrand and Montpellier as well as on its year round Luton Leeds Glasgow schedule the first time the airline had used jets on scheduled services 99 100 The turboprop capacity released enabled re introduction of scheduled services between Bristol Cardiff and Amsterdam 99 101 as well as the launch of direct scheduled services between Newcastle and the Isle of Man During April that year Dan Air launched a year round same day return Gatwick Newcastle jet schedule 67 the airline s first UK mainland domestic feeder route from Gatwick This twice daily service promoted with British Caledonian initially utilised Comet 4Bs From November 1974 BAC One Eleven 300 400s replaced Comets on one of the rotations 99 100 102 In May 1974 Dan Air launched a twice daily Gatwick Ostend HS 748 service 67 in conjunction with Sabena One of the two daily round trips was operated under Sabena flight numbers 89 98 In 1975 Dan Air commenced a year round scheduled service between Newcastle and Bergen as well as two new seasonal scheduled routes linking the Isle of Man with Aberdeen and Gatwick The latter was the first non stop scheduled air service between Gatwick and the Isle of Man Nineteen seventy five was also the year the airline converted its seasonal Gatwick Bern scheduled service into a year round operation During that year the company extended its seasonal scheduled service between Gatwick and Clermont Ferrand to Perpignan and introduced One Eleven jets on its seasonal Gatwick Jersey schedule Nineteen seventy five furthermore saw the acquisition of two former Zambia Airways One Eleven 200s 103 104 the first time the firm had acquired jets to be exclusively operated on scheduled services One aircraft was based at Gatwick the other at Newcastle 103 Moreover 1975 was the year Manchester became the sole stop in the Northwest on Link City 105 In 1976 Dan Air commenced a year round scheduled service between Newcastle and Stavanger 106 In 1977 Dan Air launched a scheduled route from Gatwick to Strasbourg 106 1978 Dan Air s silver jubilee saw the launch of a scheduled service linking Gatwick with Bergen 107 In November 1979 Dan Air replaced British Airways as scheduled carrier between Gatwick and Aberdeen 108 109 a feeder route for the oil industry 110 1979 also saw the launch of a Gatwick Toulouse scheduled service 107 In April 1980 Dan Air took over British Airways s loss making regional services from Bristol Cardiff and Newcastle to Belfast and Dublin as well as from Bristol and Cardiff to Jersey Guernsey and Paris Charles de Gaulle and from Leeds Bradford to Guernsey 28 111 112 113 114 115 1981 saw Dan Air launch a scheduled route linking Gatwick with Cork its first scheduled service from Gatwick to Ireland as well as a new seasonal scheduled service linking Newcastle with Jersey and a new year round combined Gatwick Newcastle Aberdeen weekend schedule During that year the airline inaugurated scheduled services between Berlin and Amsterdam Schiphol the company s first scheduled route from Berlin as well as its first scheduled route not to touch the UK 68 111 116 Furthermore in November Dan Air withdrew its application to the CAA to take over British Airways s Highland and Islands scheduled operation 117 118 During 1981 and 1982 Dan Air leased three HS 748s to British Airways to supplement the latter s 748 fleet on Scottish internal routes 119 120 121 122 The partial liberalisation of the Anglo Irish bilateral agreement during the early 1980s enabled Dan Air to commence scheduled operations on Gatwick Dublin in 1982 123 124 125 As the recession began to bite and passengers for Link City dwindled the company contracted them to regional airlines operating smaller aircraft Nineteen eighty two saw Metropolitan Airways a subsidiary of Alderney Air Ferries Holdings take over Dan Air s Bournemouth Cardiff Birmingham Manchester Newcastle schedule 116 126 127 In March 1983 Dan Air took over British Airways s loss making Heathrow Inverness route 43 128 This was the first time the airline had operated a scheduled service out of Heathrow In May 1983 the company flew the world s inaugural BAe 146 scheduled service between Gatwick and Bern the first commercial jet service into the small airport serving the Swiss capital 47 The same year the company started scheduled Gatwick Zurich flights the second time it had launched daily scheduled services on a European trunk route 128 In November 1983 Dan Air joined Travicom 129 the computer reservation system CRS used at the time by travel agents in the UK 130 In January 1984 Dan Air took over Touraine Air Transport s scheduled internal German operation between Berlin and Saarbrucken the first time the airline had operated a scheduled route entirely within another country That year also saw Dan Air assume British Midland s scheduled route between Gatwick and Belfast International Airport as well as launch a scheduled Manchester Zurich service 69 In May 1984 Dan Air began stationing an aircraft in Jersey increasing the frequency of its scheduled service to Gatwick and converting it into a year round operation 131 In addition 1984 was the year Metropolitan took over Dan Air s remaining Link City schedules between Bristol Cardiff Leeds and Glasgow 132 133 In 1985 Dan Air inaugurated a seasonal scheduled route linking Gatwick with Innsbruck operated with a BAe 146 Innsbruck was the airline s first scheduled destination in Austria which began receiving commercial jetliners on a scheduled basis for the first time Nineteen eighty five was also the year Dan Air launched a year round Manchester Newcastle Oslo scheduled route the company s first scheduled services to the Norwegian capital 134 135 In 1986 Dan Air launched a year round non stop Manchester Amsterdam scheduled service 13 135 In 1987 Dan Air began a scheduled service between Gatwick and Lisbon its first scheduled service on a main trunk route between the UK and the Iberian peninsula The same year the airline joined the International Air Transport Association IATA as a Trade Association member 13 Following British Airways s takeover of British Caledonian in December 1987 Dan Air s scheduled services transferred to Texas Air s SystemOne CRS 129 136 In 1988 Dan Air commenced scheduled services between Gatwick and Madrid Towards the end of that year the airline also assumed the former British Caledonian routes from Gatwick to Paris Charles de Gaulle Manchester Aberdeen and Nice gaining access to some of Gatwick s most important feeder routes as well as some of the densest and most lucrative short haul European trunk routes 13 137 At the start of the 1988 1989 winter timetable Dan Air became a two class scheduled airline when under the stewardship of Vic Sheppard 138 139 it introduced its Class Elite business class between Gatwick and Paris and between Gatwick and Nice on three refurbished One Eleven 500s 43 136 137 140 Sheppard had joined Dan Air from British Caledonian 138 139 141 In 1989 Dan Air introduced Class Elite on all scheduled flights from Gatwick to Dublin Zurich Lisbon Madrid and Toulouse 13 In 1990 Dan Air introduced year round two class scheduled services from Gatwick to Tegel and Vienna Gatwick Tegel was Dan Air s first scheduled link between its main UK base and its long established overseas base 70 At the start of the 1990 1991 winter timetable the firm replaced one of the two Berlin HS 748 turboprops with larger BAe 146 jets on Berlin Amsterdam and introduced direct scheduled services linking Berlin with Manchester and Newcastle via Amsterdam In addition the company took over the Gatwick Amsterdam feeder route from British Airways 142 Following Air Europe s demise at the end of the first week of March 1991 Dan Air began assuming most of the failed carrier s scheduled routes from Gatwick starting with Gatwick Brussels and Gatwick Oslo 143 144 Dan Air s rival s collapse also enabled it to increase frequencies and introduce larger aircraft on the busy Gatwick Charles de Gaulle and Gatwick Manchester routes 145 146 At the start of the 1991 1992 winter timetable Dan Air increased the frequency of its Gatwick Charles de Gaulle Airport services to nine return flights per day and Gatwick Manchester to eight daily returns The airline replaced BAC One Eleven 500s with Boeing 737s on both routes From then on Dan Air carried more scheduled passengers than British Caledonian had ever carried in one year throughout its existence 142 The expansion of Dan Air s scheduled operation at Gatwick continued throughout 1992 resulting in the resumption of former Air Europe routes to Stockholm Arlanda in February and Rome Fiumicino in April In addition Dan Air launched Gatwick Athens in March and re launched Gatwick Barcelona in May 143 During that period Dan Air became Gatwick s largest resident short haul scheduled operator controlling 18 of all slots and 21 of all morning peak time slots between 8am and 9am 3 142 In addition to scheduled services on its own account Dan Air was also contracted by other airlines to operate scheduled passenger and cargo services nbsp Dan Air Avro York freighter at Manchester Airport in 1960 one of several examples operated between July 1954 and April 1964 In 1959 British European Airways BEA awarded Dan Air a two year contract to operate its six times weekly scheduled freight service between Heathrow Manchester and Glasgow s old Renfrew Airport using Avro York freighters From 1960 BEA awarded Dan Air additional contracts to operate its freight services from Heathrow to other destinations in the UK and Continental Europe The airline eventually replaced the DC 3s which it had used to operate these latter services with Avro Yorks 147 For a couple of months starting in October 1968 Kuwait Airways contracted its entire scheduled operation to Dan Air who supplied flight deck crews to man Comets while their own pilots underwent conversion training on the Boeing 707 in the US 148 During the 1970s IAS Cargo Airlines sub contracted Dan Air to operate Zambia Airways s weekly scheduled Heathrow Lusaka all cargo service with a small fleet of 707 freighters in hybrid Dan Air IAS Cargo Airlines colours 149 Milestones edit Dan Air claimed to be the first airline to transport a live dolphin It also laid claim to be the first to introduce disposable catering equipment aboard its aircraft in 1969 150 Dan Air ordered its first new aircraft in 1969 a single Handley Page Jetstream to replace the DC 3 assigned to Link City However the order lapsed when Handley Page went into liquidation in 1970 85 151 Despite the negotiations being at an advanced stage with the manufacturer s future in doubt it was difficult to finance the purchase and the order could not be completed 152 Dan Air ran its first transatlantic charter flight in October 1969 from Gatwick to Trinidad with a Comet 88 153 154 Dan Air operated a dozen 707 round the world charters for German tour operators during the mid 1970s 155 156 Dan Air was one of the first UK airlines to employ female pilots with five among 550 during 1978 9 157 158 It was also the first UK airline to have a female pilot in command of jet aircraft Yvonne Sintes who had started her career as an airline pilot with Morton Air Services in 1965 159 joined Dan Air as a Bristol based DC 3 first officer in 1969 She gained her command as a captain on the HS 748 fleet before becoming a One Eleven captain in 1975 60 9 10 Sintes flew One Elevens and Comets until her retirement in 1980 160 161 11 During its 39 year history Dan Air passed several important passenger number milestones In 1960 Dan Air carried 100 000 passengers 162 It carried 500 000 passengers in one year for the first time in 1969 1971 saw more than 1 million passengers 1973 was the first year the company carried more than 2 million 1977 was the first time with more than 3 million Four million was reached the following year It took until 1985 to reach 5 million In 1989 over 6 million flew with Dan Air the highest number ever 163 25 1984 was the year Dan Air carried more than 1 million scheduled passengers for the first time 164 Between 1966 and 1980 Dan Air s 38 strong active Comet fleet carried 8 million passengers 165 Financial issues edit 1989 marked a watershed it was the first year since the era prior to the decision to introduce jets in the mid 1960s and the only time apart from a blip in 1981 1982 23 27 23 29 when the company lost money over a whole 12 month period The loss of 3 million was in contrast to the profit of 10 million made the year before 43 166 Like most charter focused operators Dan Air used to make a loss during the winter because of the seasonal nature of its business 167 However this was compensated by the profit it made during the summer giving a modest profit for the entire financial period The financial position deteriorated during the early 1990s It lost 35 million in 1991 its last complete 12 month period and 24 million during the last six months of its existence until October 1992 168 Causes of decline edit Among the reasons for Dan Air s decline was the lack of vertical integration with a UK tour operator Dan Air was the last major independent provider of charter airline seats to numerous large medium sized and small tour companies in the UK and overseas at a time when most UK tour firms had set up their own airlines These then competed with Dan Air for the bulk of those operators business leading to a decline in rates This resulted in a decline in Dan Air s importance as a business partner for these tour operators reducing its status from main to marginal provider 169 Another reason was that its fleet contained too many different incompatible aircraft types Some of these aircraft were older 145 and less efficient than those operated by competitors such as Air Europe Consequently the Dan Air fleet was costlier to operate and maintain The Boeing 727s which Dan Air continued to acquire throughout the 1980s including some on unfavourable leases proved a financial millstone 3 170 Dan Air s decision to embark on a major expansion into scheduled services from Gatwick at a time when the UK economy was still mired in the early 1990s recession made the financial position worse The economic conditions in the UK meant that actual revenues fell short of budget in Dan Air s 1991 1995 business plan which aimed at sustained profitability by 1995 with a 42 million profit 171 This meant an injection of 49 million of additional working capital into Dan Air s parent company from a successful share issue in 1990 172 was insufficient to fund the airline s needs The funds raised through new shares were insufficient to standardise Dan Air s fleet on the Boeing 737 300 400 series and the Avro RJ115 marketed but never built 143 173 174 175 The funds were also insufficient to finance transformation from a cheap and cheerful charter carrier with a motley collection of poorly performing low visibility regional scheduled routes into a top quality high visibility mainline short haul scheduled operator plying trunk routes 176 Dan Air s last chairman David James 177 178 said weak marketing 23 and its charter mentality even after the decision to make high profile scheduled services the focus of commercial activities 145 179 was a reason it failed to achieve results That meant that instead of making Dan Air the airline of choice for high yield business travellers on prime scheduled routes where it had become a major force in the wake of the demise of British Caledonian and Air Europe such as Gatwick to Paris Charles de Gaulle through carefully targeted marketing and publicity Dan Air continued selling the bulk of its scheduled inventory to consolidators and discount travel agencies in the way it had sold its charter inventory to package tour operators The airline saw this as risk minimisation to fill seats on scheduled services However Dan Air surrendered control over its scheduled seats to third parties whose sales were volume driven This deprived Dan Air of the opportunity to boost the profitability of its scheduled operation by concentrating on maximising revenues from high yield travellers 180 Sale to British Airways edit Following inconclusive talks with Virgin Atlantic to save Dan Air in return for an investment of 10 million the airline was sold to British Airways in 1992 British Airways paid a nominal 1 in return taking on financial commitments of 50 million which included debts of 37 million 181 For its part British Airways got 12 of Dan Air s most modern Boeing 737s a similar number of short haul scheduled routes from Gatwick the Heathrow Inverness feeder service and about one fifth of its 2 500 workers Dan Air was absorbed into British Airways Gatwick operation On 27 November 1992 the company s name was changed from Dan Air Services Ltd to British Airways European Operations at Gatwick Ltd 182 This remnant of the former Dan Air formed the nucleus of what British Airways intended to be a low cost short haul feeder for its Gatwick long haul scheduled services with the aim of helping to return British Airways loss making Gatwick operation to sustained profitability Corporate affairs editHeadquarters edit From 1953 to 1987 Dan Air had its headquarters at the City of London in Bilbao House 23 Fleet edit nbsp Dan Air Bristol Freighter 31 operating a cargo flight at Manchester Airport in 1964 It operated the world s largest fleet of de Havilland Comets and was the last in the world to operate them Dan Air built a 49 strong Comet fleet between 1966 and 1976 54 183 It retired the last example in November 1980 184 185 186 Not all of these airframes saw actual airline service some had been exclusively acquired for spares 183 The Comets commanded a lower price than comparable second hand jets They were relatively unused as many previous operators had replaced them with the larger and more economical Boeing 707 and Douglas DC 8 after only a few years The airframes had many years of service left and cost a fraction of the similarly sized BAC One Eleven 500 or Boeing 737 200 which were still scarce second hand It allowed the airline to replace most of its piston engined airliners such as the Avro York the Bristol 170 Freighter and the Airspeed AS 57 Ambassador which had reached or were nearing the end of their lives relatively cheaply nbsp Dan Air Avro York at the Imperial War Museum Duxford nbsp Dan Air Airspeed AS 57 Ambassador at Bristol Airport in 1965 nbsp Dan Air Douglas DC 7BF cargo aircraft in 1969 Dan Air was the last commercial airline operator of the Ambassador A small number of this high winged twin engined plane survived in the fleet into the jet era The last retired in September 1971 after its final Jersey Gatwick scheduled service 187 188 Dan Air was the first British operator of the Boeing 727 trijet at the time the world s best selling commercial jetliner The first of three former Japan Airlines Boeing 727 100 series 189 was introduced on 13 April 1973 190 52 Among other modifications the aircraft needed a full stall protection system fitted to meet British civil airworthiness requirements 191 192 nbsp Dan Air Hawker Siddeley HS 748 at Cardiff Airport in 1980 Dan Air s original eight Boeing 727 100s which entered service between 1973 and 1978 differed from overseas registered aircraft Dan Air s examples featured additional emergency doors each side of the rear fuselage as well as a stall protection system known as a stick pusher The additional exits were needed for having the aircraft certificated for an increased maximum seating capacity of 150 This necessitated satisfying the British Civil Aviation Authority CAA requirement that all passengers could leave within 90 seconds using only half the available exits Stall protection had been introduced in the light of experience with the stalling characteristics of both civil and military British T tailed jet aircraft 193 including the loss of a Hawker Siddeley Trident on a test flight over Norfolk when it entered a deep stall This stall protection system consisted of a stick pusher a nudger and an independent shaker for each pilot When the aircraft was in danger of stalling it warned the pilots by shaking the control columns as well as correcting attitude and altitude in an attempt to increase air speed and so avert an irrecoverable deep stall It was estimated that installing stall protection cost Dan Air 100 000 per aircraft and up to 1 million for the entire fleet 52 194 195 196 As well as the Comets and 727s Dan Air mainly operated BAC One Elevens and Hawker Siddeley 748s during its most successful period in the 1970s and 1980s 197 In May 1983 Dan Air became the first to put the four engined BAe 146 regional jetliner into commercial service 23 28 47 The aircraft types below formed part of Dan Air s fleet at one point or another in the airline s 39 year history nbsp Dan Air de Havilland Comets andBAC One Elevens at Gatwick Airport in 1976 nbsp de Havilland Comet next to a Boeing 707 at Manchester Airport in 1976 nbsp A Dan Air Boeing 727 100 in 1974 Airbus A300 B4 Airspeed Ambassador Avro York BAC One Eleven 200 300 400 500 series BAe 146 100 300 Boeing 707 320 320C Boeing 727 100 200 Advanced Boeing 737 200 200 Advanced 300 400 Bristol Freighter de Havilland Comet series 4 4B 4C de Havilland Dove de Havilland Heron Douglas DC 3 Douglas DC 4 Douglas DC 7 Handley Page Dart Herald Hawker Siddeley 748 series 1 2 Nord 262 Piper Apache Vickers Viscount series 700 800 Accidents and incidents editFatal accidents edit Throughout Dan Air s 39 years the airline suffered seven accidents involving the loss of aircraft and lives three of which killed fare paying passengers 198 These accidents were 1958 Dan Air Avro York crash an Avro York crashed on 25 May 1958 while making a forced landing at Gurgaon Haryana India after an engine had caught fire on an all cargo flight from Karachi to Delhi The radio operator was the sole survivor of the five occupants 199 200 201 A Piper PA 23 Apache 160 G ATFZ operating a positioning crew flight from Gatwick via Lasham to Bristol below cloud in poor weather crashed on 1 September 1966 at Loxhill Hascombe near Godalming Surrey England The aircraft was destroyed and both pilots killed when it hit trees on the top of a hill near Godalming 202 203 Dan Air Flight 1903 a de Havilland Comet 4 operating a charter flight from Manchester to Barcelona crashed into a mountain near Arbucies in Catalonia in north eastern Spain on 3 July 1970 The aircraft was destroyed and 105 passengers and seven crew died This was the airline s first accident resulting in fatalities among fare paying passengers 154 204 205 1977 Dan Air Boeing 707 crash a Boeing 707 321C freighter on the last leg of an international cargo flight from Heathrow crashed near Lusaka Airport on 14 May 1977 206 The right hand horizontal stabiliser including the elevator assembly detached during the approach as a result of metal fatigue causing loss of pitch control Other factors included the rear spar structure s inadequate fail safe design the safety regulator s design assessment and certification process as well as the inspection procedure adopted by the aircraft s operator 207 The accident killed all six occupants It sparked a debate on maintenance requirements as well as service life limitations of geriatric jets 208 209 210 Dan Air Flight 0034 a Hawker Siddeley 748 series 1 registration G BEKF operating an oil industry support flight crashed on 31 July 1979 at Sumburgh Airport in the Shetland Islands Scotland The aircraft failed to become airborne ran through the perimeter fence and crashed into the sea The accident was due to the elevator gust lock 211 having become re engaged preventing the aircraft from rotating into a flying attitude The aircraft was destroyed and 17 of the 47 on board drowned 211 Dan Air Flight 1008 a Boeing 727 46 registration G BDAN crashed on 25 April 1980 while preparing to land at Los Rodeos now Tenerife North Airport Canary Islands at the end of a charter flight from Manchester The aircraft flew into high terrain when it turned the wrong way in a holding pattern The aircraft was destroyed and all 146 on board were killed This accident was the deadliest air disaster involving a British registered aircraft in terms of loss of life 212 213 Dan Air Flight 240 on 26 June 1981 a Hawker Siddeley 748 series 2 registration G ASPL 214 on a regular postal flight from Gatwick to East Midlands Airport crashed at Nailstone in Leicestershire 12 miles from its destination killing both pilots and the postal assistant on board 215 The aircraft s right rear door had sprung open in mid air It subsequently detached hit the horizontal tailplane and became stuck on the leading edge This resulted in a loss of control causing the aircraft to enter a steep dive during which its wings and tailplane failed as a result of overstressing 216 Non fatal incidents edit In addition to the fatal accidents listed above Dan Air suffered a number of non fatal incidents most of which occurred during the early years of the airline s existence in the piston engined era These usually damaged the aircraft involved beyond repair but did not cause any loss of lives 116 154 198 There were five incidents that made the headlines of the local and or international mass media In 1971 one of the airline s Comets operating a charter flight carrying Turkish migrant workers from Berlin Tegel to Istanbul was escorted by Bulgarian fighter aircraft into Sofia The crew flying the aircraft was attempting to take the shortest route to Istanbul when leaving Yugoslav airspace by entering Bulgarian airspace instead of taking the longer route through Greek airspace They were not aware of the then communist government of Bulgaria s decision not to let any aircraft enter its airspace whose flight had originated or was going to terminate at a West Berlin airport without stopping en route at another airport outside West Berlin The aircraft landed safely at Sofia It was released along with its crew and passengers when the flight s commander paid the fine the Bulgarian authorities had imposed for violating their country s airspace 217 In 1973 Somali fighter aircraft forced a Dan Air Boeing 707 flying through Somali air space en route from London Gatwick to the Seychelles and Mauritius with 83 passengers on board to land at Mogadishu Airport The aircraft was flying through Somali airspace in violation of the prescribed procedure to apply for permission to do so in advance as a result of an administrative oversight on the airline s part As a consequence of this violation the aircraft s captain was taken to court and a fine of 600 was imposed on the airline 218 219 In 1974 one of the company s Boeing 727s a Boeing 727 46 registration G BAEF hit the localiser antenna of Luton Airport s Instrument Landing System while taking off on a charter flight to Corfu rendering the system inoperative The aircraft diverted to London Gatwick where it landed safely 220 221 On 30 September 1988 while completing the repair and run up of the faulty engine that had caused a rejected takeoff due to an engine oil warning at Berlin Tegel Dan Air Boeing 727 217Adv G BKAG collided with a jetway at the airport s terminal building while maintenance engineers taxied the aircraft back to its stand This badly injured the ground crew member manning the jetway and ruptured the fully refuelled aircraft s centre wing tank at the left wing root As a result a large quantity of jet fuel spilled onto the tarmac The maintenance engineers failure to pressurise the aircraft s hydraulics had resulted in a complete loss of hydraulic pressure just before reaching the stand making it impossible to steer the aircraft and rendering the brakes ineffective 222 On 2 March 1989 a Dan Air HS 748 mistakenly landed at Langford Lodge Airport instead of the nearby Belfast Aldergrove Airport the intended destination of the scheduled service from Newcastle When the aircraft broke cloud over Lough Neagh on short finals for Aldergrove s runway 07 the pilot in command thought what he had spotted was the correct runway and proceeded to land the plane at what turned out to be the adjacent privately owned Langford Lodge airfield 223 just under a mile short of the approach to runway 07 at Aldergrove 224 Notes edit World Airline Directory Flight International Flightglobal com 71 archived from the original on 2 November 2012 retrieved 7 January 2012 World Airline Directory Flight International Flightglobal com 84 27 March 2 April 1991 archived from the original on 2 November 2012 retrieved 7 January 2012 a b c Chairman s progress report on implementation of Dan Air s scheduled service strategy James D N 1991 EGM Gatwick Hilton Hotel October 1991 World Airline Directory Flight International Flightglobal com 75 25 31 March 1992 archived from the original on 2 November 2012 retrieved 7 January 2012 Simons 1993 p 10 31 Heathcote Smith 1973 p 836 a b Simons 1993 pp 71 73 83 84 120 Dan Air Flight International Flightglobal com 519 9 October 1975 archived from the original on 19 October 2012 retrieved 7 January 2012 a b c Simon Bennett 2006 A Sociology of Commercial Flight Crew Ashgate Pub p 52 ISBN 978 0 7546 4317 3 a b Simons 1993 pp 113 115 a b Yvonne Pope Sintes obituary The Times ISSN 0140 0460 Archived from the original on 25 August 2021 Retrieved 29 August 2021 a b Simons 1993 pp 93 100 a b c d e f Simons 1993 p 254 Simons 1993 pp 188 190 193 4 200 1 220 256 a b Aircraft 2010 p 53 a b c d Flying to the sun A history of Britain s holiday airlines 5 The struggle to become established Dan Air Woodley C The History Press Stroud 2016 p 46 a b c d e f g h i j Heathcote Smith 1973 p 836 Simons 1993 pp 9 10 In Flight Silver Jubilee Anniversary Edition Dan Air Services Ltd London 1978 In Flight Spring Summer 1992 Edition Dan Air Services Ltd London 1992 a b Simons 1993 p 10 Flying to the sun A history of Britain s holiday airlines 5 The struggle to become established Air Safaris Woodley C The History Press Stroud 2016 p 48 a b c d e f g h i j k l m n o p Dan Air Britain s second airline page 27 Flight International 128 3978 27 30 21 September 1985 ISSN 0015 3710 Archived from the original on 5 August 2013 Dan Air Britain s second airline page 28 Flight International Archived from the original on 5 August 2013 Dan Air Britain s second airline page 29 Flight International Archived from the original on 5 August 2013 Dan Air Britain s second airline page 30 Flight International Archived from the original on 5 August 2013 Simons 1993 pp 71 73 83 84 93 100 120 a b c d e f g Heathcote Smith 1973 p 838 Dan Air Flight International Flightglobal com 9 2 January 1975 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Scottish oil aviation Flight International Flightglobal com 387 26 September 1974 archived from the original on 2 November 2012 retrieved 7 January 2012 a b Short hauls Flight International Flightglobal com 293 2 February 1980 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Oil support aviation expands Flight International Flightglobal com 400 9 February 1980 archived from the original on 19 October 2012 retrieved 7 January 2012 Now that the honeymoon is over Dan Air Flight International Flightglobal com 686 17 March 1984 archived from the original on 24 October 2012 retrieved 7 January 2012 Simons 1993 pp 15 Where Are The Blackbushe Tenants Now Flight International Flightglobal com 772 773 3 June 1960 archived from the original on 25 October 2012 retrieved 7 January 2012 Simons 1993 p 31 Aircraft 2010 pp 53 55 Simons 1993 pp 32 33 And Dan Air Buy Comets Flight International Flightglobal com 290 24 February 1966 Archived from the original on 19 October 2012 Retrieved 7 January 2012 a b The Last of Dan Air s Comets Dan Air and the Comet Airliner World Stamford UK Key Publishing p 69 November 2010 Simons 1993 p 47 Cooper B Got your number Golden Gatwick Skyport Gatwick edition Hounslow 6 June 2008 p 12 Flying to the sun A history of Britain s holiday airlines 10 Transatlantic services Dan Air Woodley C The History Press Stroud 2016 pp 149 150 Public money for Dan Air Flight International Flightglobal com 564 7 October 1971 archived from the original on 19 October 2012 retrieved 7 January 2012 Simons 1993 p 80 a b c d e Scheduled Transition Flight International Flightglobal com 34 6 12 June 1990 Archived from the original on 12 April 2012 Retrieved 7 January 2012 Air Transport Flight International Flightglobal com 466 27 March 1969 archived from the original on 19 October 2012 retrieved 7 January 2012 a b c Heathcote Smith 1973 p 839 a b World News Flight International Flightglobal com 2019 29 November 1980 archived from the original on 19 October 2012 retrieved 7 January 2012 a b c Dan Air s new BAe 146 Flight International Flightglobal com 1635 4 June 1983 archived from the original on 4 November 2012 retrieved 7 January 2012 Market Place Dan Air Flight International Flightglobal com 9 22 March 1986 archived from the original on 20 October 2012 retrieved 2 May 2012 Simons 1993 pp 81 82 Delta takes Gatwick Handling Flight International Flightglobal com 314 4 February 1984 archived from the original on 14 March 2010 retrieved 5 August 2009 Dan Air s 1975 fleet Flight International Flightglobal com 129 30 January 1975 archived from the original on 19 October 2012 retrieved 7 January 2012 a b c Heathcote Smith 1973 p 837 World s Charter Airlines Flight International Flightglobal com 463 10 October 1974 archived from the original on 22 October 2012 retrieved 7 January 2012 a b Three type fleet for Dan Air Flight International Flightglobal com 1818 1 December 1979 archived from the original on 19 October 2012 retrieved 7 January 2012 Aviation News UK and Irish airlines since 1945 Part 34 Dan Air Services Vol 64 No 12 p956 HPC Publishing St Leonards on Sea December 2002 Air Transport Flight International 1 March 1980 p618 Flightglobal com Archived from the original on 18 October 2012 Retrieved 7 January 2012 early 1980s Dan Air logo Archived from the original on 6 February 2012 Retrieved 7 January 2012 British Airways Plc and British Caledonian Group plc A report on the proposed merger Chapter 2 Competition Commission website PDF Archived from the original PDF on 19 January 2012 Retrieved 7 January 2012 Simons 1993 pp 49 63 173 a b Aircraft 2010 pp 55 56 High Risk The Politics of the Air Thomson A Sidgwick and Jackson London 1990 p189 Channel s Scottish Flyer Flight International Flightglobal com 81 16 January 1969 archived from the original on 18 October 2012 retrieved 7 January 2012 The Last of Dan Air s Comets Dan Air and the Comet Airliner World Stamford UK Key Publishing p 70 November 2010 a b Simons 1993 p 49 Heathcote Smith 1973 p 836 837 Dan Air Flight International Flightglobal com 54 18 July 1974 archived from the original on 22 October 2012 retrieved 7 January 2012 a b c d e Dan Air cautious optimism Flight International Flightglobal com 589 31 October 1974 archived from the original on 20 October 2012 retrieved 7 January 2012 a b Short hauls Flight International Flightglobal com 1552 25 October 1980 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Dan Air increases its scheduled ops Flight International Flightglobal com 267 28 January 1984 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Dan Air goes East for new routes Flight International Flightglobal com 15 23 29 May 1990 archived from the original on 20 October 2012 retrieved 7 January 2012 Kompass various editions Dan Air Services Ltd West Berlin 1976 1986 in German Simons 1993 p 124 Berlin Airport Company Report on Dan Air s Berlin operation July 1975 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports Berlin Airport Company West Berlin 1975 in German Berlin Airport Company News December 1974 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports Berlin Airport Company West Berlin 1974 in German Berlin Airport Company Summary of 1974 Annual Report February 1975 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports Berlin Airport Company West Berlin 1975 in German Simons 1993 p 19 Simons 1993 pp 25 27 37 Simons 1993 pp 25 27 Simons 1993 p 35 a b c Skyways sold Air Transport Flight International Flightglobal com 283 24 February 1972 archived from the original on 19 October 2012 retrieved 7 January 2012 Dan Air Skyways formed Flight International Flightglobal com 521 20 April 1972 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Aviation News UK and Irish airlines since 1945 Part 34 Dan Air Services Vol 64 No 12 pp954 5 HPC Publishing St Leonards on Sea December 2002 Aviation News UK and Irish airlines since 1945 Part 34 Dan Air Services Vol 64 No 12 p954 HPC Publishing St Leonards on Sea December 2002 Simons 1993 pp 34 225 241 a b c Dan Air chooses Nord Flight International Flightglobal com 110 23 July 1970 archived from the original on 20 October 2012 retrieved 2 May 2012 a b Dan Air standardises on HS 748 Flight International Flightglobal com 348 9 March 1972 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Heathcote Smith 1973 p 838 839 a b Aviation News UK and Irish airlines since 1945 Part 34 Dan Air Services Vol 64 No 12 p955 HPC Publishing St Leonards on Sea December 2002 a b c Simons 1993 p 101 The forgotten schedules Flight International Flightglobal com 331 8 March 1973 Archived from the original on 20 October 2012 Retrieved 7 January 2012 Simons 1993 p 79 a b Dan Air traffic growth Flight International Flightglobal com 614 16 May 1974 archived from the original on 2 November 2012 retrieved 7 January 2012 World News Flight International Flightglobal com 36 37 9 July 1970 archived from the original on 19 October 2012 retrieved 7 January 2012 Simons 1993 pp 70 71 76 Lydd Airport Flight International Flightglobal com 141 31 July 1975 archived from the original on 2 November 2012 retrieved 7 January 2012 Air Transport Flight International Flightglobal com 485 17 October 1974 Archived from the original on 2 November 2012 Retrieved 7 January 2012 Simons 1993 p 102 a b c Belgian Dan Air Flight International Flightglobal com 721 6 June 1974 archived from the original on 19 October 2012 retrieved 7 January 2012 a b c and Dan Air to Newcastle Air Transport Flight International Flightglobal com 474 18 April 1974 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Dan Air and BCAL joint timetable Flight International Flightglobal com 588 9 May 1974 archived from the original on 19 October 2012 retrieved 7 January 2012 Simons 1993 p 42 Simons 1993 pp 88 101 a b Airliner Market Flight International Flightglobal com 442 20 March 1975 archived from the original on 22 February 2014 retrieved 7 January 2012 Air Transport Flight International Flightglobal com 586 10 April 1975 archived from the original on 19 October 2012 retrieved 7 January 2012 Simons 1993 p 103 a b Simons 1993 p 247 a b Simons 1993 p 248 Dan Air wins Gatwick Aberdeen route Flight International Flightglobal com 421 11 August 1979 archived from the original on 19 October 2012 retrieved 7 January 2012 Short hauls Flight International Flightglobal com 1467 3 November 1979 archived from the original on 19 October 2012 retrieved 7 January 2012 Scottish support for Dan Air Flight International Flightglobal com 76 14 July 1979 archived from the original on 18 October 2012 retrieved 7 January 2012 a b Simons 1993 p 249 BA spells out route cut proposals Flight International Flightglobal com 754 8 September 1979 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Independents look at BA routes Flight International Flightglobal com 942 22 September 1979 Archived from the original on 19 October 2012 Retrieved 7 January 2012 BA route cuts independents gather Flight International Flightglobal com 1264 20 October 1979 Archived from the original on 19 October 2012 Retrieved 7 January 2012 CAA allocates UK domestic routes Flight International Flightglobal com 5 5 January 1980 Archived from the original on 19 October 2012 Retrieved 7 January 2012 a b c Dan Air to restructure UK network Flight International Flightglobal com 333 7 February 1981 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Simons 1993 pp 107 251 Commuters want UK deregulation reviewed Flight International Flightglobal com 4 11 May 1985 Archived from the original on 24 May 2011 Retrieved 7 January 2012 Simons 1993 p 105 Airliner market British Airways Flight International Flightglobal com 1883 26 December 1981 Archived from the original on 12 April 2012 Retrieved 7 January 2012 Airliner market Flight International Flightglobal com 654 20 March 1982 Archived from the original on 19 October 2012 Retrieved 7 January 2012 World News Flight International Flightglobal com 1379 26 May 1981 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Short hauls Flight International Flightglobal com 1127 17 October 1981 Archived from the original on 7 April 2014 Retrieved 7 January 2012 Short hauls Flight International Flightglobal com 1447 11 January 1983 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Short hauls Flight International Flightglobal com 183 24 July 1982 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Simons 1993 p 251 British commuters grow Metropolitan Airways Flight International Flightglobal com 501 20 August 1983 archived from the original on 12 June 2019 retrieved 7 January 2012 a b Air Transport Dan Air group profits Flight International Flightglobal com p 1370 21 May 1983 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Airline management by wire Flight International Flightglobal com 40 26 October 1985 archived from the original on 23 October 2012 retrieved 7 January 2012 Simons 1993 pp 133 134 152 153 251 252 News Record profit for Dan Air World Flight International Flightglobal com 1243 12 May 1984 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Simons 1993 pp 144 252 Air Transport Flight International Flightglobal com 937 7 April 1984 Archived from the original on 19 October 2012 Retrieved 7 January 2012 Simons 1993 pp 152 153 253 a b Air Transport British regionals prepare to hit Europe Flight International Flightglobal com 5 4 January 1986 archived from the original on 20 October 2012 retrieved 7 January 2012 a b Scheduled Transition Flight International Flightglobal com 35 6 12 June 1990 archived from the original on 19 October 2012 retrieved 7 January 2012 a b Dan Air launches business class Flight International Flightglobal com 9 5 November 1988 archived from the original on 20 October 2012 retrieved 2 May 2012 a b Air Transport People Flight International Flightglobal com 7 12 January 1985 archived from the original on 23 October 2012 retrieved 7 January 2012 a b Dan Air People Flight International Flightglobal com 45 22 28 August 1990 Archived from the original on 20 October 2012 Retrieved 7 January 2012 Dan Air chairman cites ferry threat Flight International Flightglobal com 16 3 June 1989 archived from the original on 20 October 2012 retrieved 7 January 2012 Simons 1993 pp 186 254 a b c Simons 1993 p 256 a b c Dan Air shanghais Cathay manager Flight International Flightglobal com 11 12 18 February 1992 archived from the original on 6 March 2012 retrieved 7 January 2012 News Analysis Waiving the rules Flight International Flightglobal com 26 17 23 April 1991 archived from the original on 6 March 2012 retrieved 7 January 2012 a b c Dan Air restructures as traffic picks up Flight International Flightglobal com 8 17 23 April 1991 Archived from the original on 6 March 2012 Retrieved 7 January 2012 Rival gains from Air Europe failure Flight International Flightglobal com 4 13 19 March 1991 archived from the original on 6 March 2012 retrieved 7 January 2012 Simons 1993 pp 23 24 Simons 1993 p 51 Simons 1993 p 89 Simons 1993 pp 57 247 Simons 1993 p 69 Replacement Aircraft For West Country Route Flight International Flightglobal com 43 8 January 1970 archived from the original on 19 October 2012 retrieved 7 January 2012 Simons 1993 p 52 a b c Airliner World The Last of Dan Air s Comets Dan Air and the Comet Key Publishing Stamford UK November 2010 p71 Aircraft 2010 p 56 Simons 1993 pp 86 88 Simons 1993 pp 111 118 Pilots can feel wanted again Flight International Flightglobal com 971 8 April 1978 archived from the original on 19 October 2012 retrieved 7 January 2012 Aeroplane Yvonne Pope has been appointed a second officer by Morton Air Services Vol 108 No 2774 p30 Temple Press London 17 December 1964 Simons 1993 pp 114 116 Air Transport Flight International Flightglobal com 732 30 August 1980 archived from the original on 19 October 2012 retrieved 7 January 2012 Aircraft 2010 p 55 Simons 1993 pp 244 248 253 254 Profits dive at Dan Air Flight International Flightglobal com 18 May 1985 Archived from the original on 2 November 2012 Retrieved 2 May 2012 Jets Monthly The Comet s Tale Kelsey Publishing Group Cudham UK April 2011 p44 Dan Air in crisis talks with CAA Flight International Flightglobal com 49 5 11 September 1990 Archived from the original on 20 October 2012 Retrieved 7 January 2012 Dan Air sells A300s to offset losses Flight International Flightglobal com 5 28 October 1989 archived from the original on 20 October 2012 retrieved 7 January 2012 Simons 1993 p 188 Simons 1993 pp 188 190 220 Simons 1993 pp 193 194 220 Simons 1993 pp 188 190 200 201 Dan Air hopes to be revived by refinancing plan Flight International Flightglobal com 17 9 15 October 1991 archived from the original on 20 October 2012 retrieved 7 January 2012 New 146 order Flight International Flightglobal com 5 11 17 March 1992 archived from the original on 20 October 2012 retrieved 7 January 2012 Simons 1993 pp 188 193 British Aerospace Avro RJ Commercial Aircraft Directory Flight 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September 2011 archived from the original on 14 August 2011 retrieved 7 January 2012 Abandoned amp Little Known Airfields Northern Ireland Archived from the original on 9 September 2013 Retrieved 30 November 2012 Straight and Level 18 Apr 2006 Flightglobal 10 April 2006 Archived from the original on 1 February 2014 References editHeathcote Smith Charles 31 May 1973 Airline Profile Number Forty Three in the Series Dan Air Flight International 103 3351 Flightglobal com 836 839 Learmount David 21 September 1985 Dan Air Britain s second airline Flight International 128 3978 27 30 ISSN 0015 3710 Simons Graham M 1993 The Spirit of Dan Air Peterborough UK GMS Enterprises ISBN 1 870384 20 2 Simons Graham M 1999 It Was Nice to Fly with Friends The Story of Air Europe Peterborough UK GMS Enterprises ISBN 1 870384 69 5 Larkman Arthur H 2008 DAN AIR An airline and its people Peterborough UK GMS Enterprises ISBN 978 1 904514 42 8 Gone but not forgotten Dan Air Aircraft 43 4 Hersham Surrey Ian Allan Publishing 52 58 April 2010 ISSN 2041 2150 The Last of Dan Air s Comets Airliner World Stamford UK Key Publishing 68 73 November 2010 ISSN 1465 6337 Airliner World online UK and Irish airlines since 1945 Part 34 Dan Air Services Aviation News Vol 64 no 12 St Leonards on Sea UK HPC Publishing December 2002 Aviation News online Board of Trade 1967 Civil Aircraft Accident Report on the Accident to Piper PA23 series 160 G ATFZ at Loxhill Hascombe near Godalming Surrey on 1st September 1966 London UK Her Majesty s Stationery Office February and July 1975 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports in German West Berlin Germany Berlin Airport Company 1975 Welcome Aboard London UK Dan Air Services Ltd Dan Air s English language in flight magazine 1967 1977 various copies 1972 1976 In Flight London UK Dan Air Services Ltd Dan Air s English language in flight magazine 1978 1992 various copies Kompass in German West Berlin Germany Dan Air Services Ltd Dan Air s German language in flight magazine various copies 1975 1990Further reading edit Airline History Dan Air The days when Dan dared all Jets Monthly Cudham UK Kelsey Publishing Group May 2011 pp 48 53 Kelsey Publishing Group online Dan Air Popular British Charter operator Airliner Classics Stamford UK Key Publishing November 2011 pp 86 98 Key Publishing Online Shop Online Catalogue gt Magazines gt Special Magazines gt Airliner Classics 3 Archived 31 October 2011 at the Wayback Machine External links edit nbsp Wikimedia Commons has media related to Dan Air Portals nbsp United Kingdom nbsp London nbsp Surrey nbsp Companies nbsp Aviation Dan Air Remembered The official Dan Air Staff Association website Home of the BAC 1 11 on the Web Dan Air Boeing 707 321 G AYSL on the ramp at Berlin Tegel on Christmas Day 1971 The aircraft s colour scheme was the airline s second livery the first to be applied uniformly fleet wide Dan Air de Havilland DH 106 Comet 4C G AYWX about to touch down at Manchester Ringway during August 1972 The aircraft s colour scheme was one of several variations of the airline s original livery Dan Air Hawker Siddeley 748 Series 1A 200 G ARAY parked in front of the passenger terminal at Newcastle Woolsington during 1973 The aircraft s colour scheme was the interim hybrid Dan Air Skyways livery exclusively applied to ex Skyways HS 748s Dan Air BAC One Eleven 207AJ G ATTP coming in to land at Munich Riem on 15 February 1981 The aircraft s colour scheme was the airline s third experimental livery Dan Air Boeing 727 2D3 Adv G BPND lining up on London Gatwick s runway 08R on 27 January 1992 The aircraft s colour scheme was the final version of the airline s fourth and last livery contemporary timetable images Monopolies and Mergers Commission report on proposed British Airways takeover of British Caledonian Retrieved from https en wikipedia org w index php title Dan Air amp oldid 1222717759, wikipedia, wiki, book, books, library,

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