Jersey Airport

 

JERSEY:   Civil regional airport     
Note: See listing for St AUBINS BAY which was the beach airport for Jersey before this facility was constructed. I think you might well be surprised.  

Note: This picture (2014) was obtained from Google Earth ©







 

Note: All other pictures by the author unless specified.

 

ICAO code: EGJJ            IATA code: JER

 

Operated by:
1965: States of Jersey Air Traffic Control

1990: States of Jersey


A JERSEY AIRWAYS GALLERY FROM MIKE CHARLTON

 

Note: Jersey Airways were formed in December 1933, and it appears their first services were to PORTSMOUTH. Maintenance was also carried out there before moving to EASTLEIGH in 1934. Services from HESTON commenced in January 1934 but landings were still on the beach at St AUBINS, St Helier, until the new airport opened in March 1937. Where all these pictures were taken.

The fleet from 1933 to 1940 comprised eight de Havilland DH84 Dragons; G-ACMC, CMJ, CMO, CMP, CNG, CNI and G-ACNJ. Six de Havilland DH86 Express, G-ACYF, CYG, CZN, CZO, CZP and G-ACZR. Plus two de Havilland DH89 Dragon Rapides G-ADBV and G-ADBW. WW2 put paid to Jersey Airways operations.

First picture: See below for the history of G-ACZP, named as 'The Belcroute'.

Second picture: On the 7th December 1934 the DH86 Express G-ACZO, named Ouainé Bay, was registered to Jersey Airways at PORTSMOUTH. It served with Jersey Airways until being impressed on the 21st July 1940 as AX841. Perhaps amazing, if correct, it is recorded as having crashed at LEE-on-SOLENT that same day! Quite believable when handed over to the RAF. 

Third picture: I think this picture of G-ACZO was probably taken at PORTSMOUTH? The postcard caption is incorrect, stating it was named "The Quaine Bay." 

Fourth picture: The DH86 Express G-ACZR, named La Saline Bay was reistered to Jersey Airways at SOUTHAMPTON on the 21st January 1934, and served with them until the 21st July 1940 when it was impressed as AX844. It crashed at DONIBRISTLE (FIFESHIRE) on the 31st March 1943.

Sixth picture: Isn't this a lovely picture. A trio of Jersey Airways DH86 Express types: G-ACZO, G-A CZP and G-ACYG. 

Seventh picture: The de Havilland DH86 Express G-ACYG The Grouville Bay was registered to Jersey Airways HESTON (LONDON) on the 7th December 1934 and served the airline until the 21st July 1940 when it was impressed as AX840. It appears it was scrapped at DONIBRISTLE on the 15th March 1945. 

Ninth picture: The de Havilland DH86 Express G-ACZN St Catherine's Bay was registered to Jersey Airways SOUTHAMPTON on the 7th December 1934 and crashed at JERSEY airport on the 4th November 1938.



A JERSEY AIRLINES GALLERY FROM MIKE CHARLTON

 









 

First picture: It appears the de Havilland DH89A Dragon Rapide 4, (ex X7501), was registered to Air Enterprises at CROYDON on the 11th December 1947 until the 22nd January 1949. It was then registered to Patrick Motors in Birmingham until the 30th November 1950. It was then registered to Mr Maldwyn Lewis Thomas of St Helier from the 8th December 1950 until the 21st February 1955. Mr Thomas was the leading light behind Jersey Airlines, registered as Airlines (Jersey) to avoid confusion with Jersey Airways, and using Jersey Airlines as a trading name.

Going to Airwork from the 25th February 1955, it was sold to Iran on the 15th June 1955 as EP-ADO.  

Second picture: I was amused to see this 'Dakmaster' described as being 'Luxurious'. The de Havilland DH114 Heron Series 2B, G-AORG, seems interesting as it started off as G-5-16, so presumably a prototype. Possibly the first Heron with a retractable undercarriage? The Heron is described as being the private aircraft of choice for the British Royal family. (But my command of French is sadly lacking so I might be 'over-egging' this translation).

First registered to BEA (British European Airways Corporation) on the 1st May 1956, it served with them until the 12th February 1959, then going to the Alares Development Company in Jersey, (hence the Jersey Airlines connection but still basically wearing a BEA colour scheme ), until the 24th March 1961 when it was sold to the Royal Navy. It was then known as the DH114 Sea Heron C Mk.1 XR441. It then appears that G-OARG reappears on the UK civil register on the 18th May 1990, registered to Duchess of Brittany (Jersey) Ltd, on Jersey, and in 2018 remains so.

Third picture: The picture of G-ALZL points to an interesting history, perhaps showing that sales of the Heron were not very good initially? Registered to de Havilland on the 30th May 1950, it appears it remained with them until going to Norway as LN-BDH on the 25th April 1954 for just a month, being restored to the UK register in May, with de Havilland from the 21st May 1954 until the 30th June 1955 .

 On the 5th July 1955 it was registered with Airlines (Jersey) Ltd until the 12th February 1959. Then being registered to the Alares Development Company, (Aka Jersey Airlines), from the 12th February until the 9th October 1962. It then went to Executive Air Transport, Birmingham, (presumably based at ELMDON?), from the 21st October 1962 until the 2nd December 1966. It was then sold to Denmark as OY-DGS.    

Fourth picture: The Heron 1B G-AMYU was registered to Airlines (Jersey) Ltd on the 31st March 1953, and was still serving with them when it crashed landing at Guernsey on the 15th August 1958, MYU being destroyed. 

Fifth picture: G-ANLN was registered to Airlines (Jersey) Ltd on the 8th January 1954 until the 12th February 1959 when it passed to the Alares Development Company. Presumably carrying out the same duties until the 14th August 1962. It then went to Executive Air Transport in the West Midlands on the 7th September 1962 until the 30th July 1963 and probably based at ELMDON? It was sold to Jamaica as 6Y-JCZ on the 30th July 1963. 

Eigth picture: The Handley Page HPR.7 Herald 201 G-APWE. This was first registered to Handley Page on the 28th Sepember 1959 and remained with them until the 30th December 1961. It then went to the Alares Development Company (Aka Jersey Airlines) from the 15th January 1962 until the 30th June 1966. It then appears registered to British Island Airways (Jersey) from the 12th  September 1966 until the 8th April 1983. Then briefly to Air UK (Jersey) from the 8th April 1983 until the 14th November 1984 when it was WFU (Withdrawn From Use) at NORWICH and scrapped.                                                                    



Military users: It appears, at around the start of WW2, 17 Sqdn had a brief presence here with their Hawker Hurricanes



British airline users: Pre 1940: Guernsey and Jersey Airways, Jersey Airways, Lundy & Atlantic Coast Airlines, Railway Air Services

Note: This picture from a postcard was kindly sent by Mike Charlton, and apparently taken at JERSEY AIRPORT. As the saying goes - a picture is worth a thousand words, and no record exists of this aircraft being registered to Guernsey and Jersey Airways. And indeed, the history of this aircraft seems well worth recording. It was first registered to Jersey Airways based at PORTSMOUTH (HAMPSHIRE) on the 7th December 1934 and served with them until the 28th August 1940.




 

Post 1945: Air Anglia, Air Kruise, Airlines (Jersey), Air Safaris, Air Southwest, Air Transport Charter, Air UK, Aurigny Air Services, BKS, Blue Islands Airline, Blue Line Airways*, British Airways (BA),   British Island Airways, British Midland Airways, British United Airways, Brooklands Aviation, Brymon Aviation later Brymon Airways, Cambrian Air Services, Cambrian Airways, Channel Express, CityFlyer Express, Dan Air, Derby Airways, Derby Aviation, Don Everall, Dragon Airways, Eagle Aviation, East Anglian Flying Services, Flybe, Intra Airways, Jersey Airlines, Jersey Airways, Jersey European Airways, J F Airlines, (later JFA), Manx Airlines, Patrick Aviation, Region Airways, Wolverhampton Aviation



AN INTRA AIRWAYS GALLERY FROM MIKE CHARLTON

 

These four pictures from postcards were also kindly sent by Mike Charlton. The history of Intra Airways is very interesting and only a brief overview can be included in this 'Guide'. It appears that Intra Airways was formed in Jersey during 1969 operating one 'DC-3' on passenger and cargo charters. They later started scheduled services between Jersey and Guernsey, and in 1974 a scheduled service to STAVERTON (GLOUCESTERSHIRE AIRPORT) was introduced, followed later with a service to SHOREHAM which included an extension to GATWICK. CAMBRIDGE was also served with a passenger service.

Cargo services seem to have been mostly between HURN (HAMPSHIRE), LUTON (BEDFORDSHIRE) and ALDERGROVE (COUNTY ANTRIM) in Northern Ireland.

Perhaps I should point out that the following notes are probably only of interest to aviation enthusiasts? I would be very interested to know if other people also find these histories absorbing.

First picture. The Douglas C-47B Dakota 4 G-AMPY has an interesting history: An ex-RAF example KK116 it seems it was first registered to Mr J A Wilson on the 8th March 1952 until it went to Jordan as JY-ABE on the 13th December 1957. It was restored to the UK register on the 12th of May 1958 and served with Starways at SPEKE (LANCASHIRE) until  the 31st December 1963. It then appears to have registered to Aviation Overhauls at SPEKE who saw it go to Iceland as TF-FIO from the 30th June 1964 until the 3rd August 1965. They then saw it go to the USA as N15751 from the 5th September 1968 until the 5th November 1970.

On this date it was registered to The New Guarantee Trust of Jersey, who presumably were backing Intra Airlnes? It served in their ownership until the 23rd January 1980. It then went to Field Aviation at HEATHROW until the 15h February 1982, until going to Air Atlantique in Jersey. 


Second picture: If I thought G-AMPY (above) had an interesting history, this long-lived Douglas C-47B Dakota 6 G-AMYJ trumps it by a mile. In the RAF it was KN353 and first appears on the civil register on the 23rd February 1953, one of a number of ex-RAF Dakotas that appeared on the civil register around that time. It was initially operated by Transair at GATWICK until the 8th May 1959. However, it does appear it reverted to having a RAF serial, XF747 when employed on trooping duties during 1954.

From the 8th May 1959 until the 8th of November 1965 it was registered to the Alares Development Company in Jersey, so was presumably hired or chartered to one or more commercial operators during this period. From the 30th November 1965 until the 13th November 1968 it operated with Morton Air Services who were based at GATWICK. It then had a break of six months, (parked where?), until South West Aviation at EXETER operated it for three years from the 6th May 1969 until the 5th June 1972. It seems to happen quite often, and I do wonder why an airline would dispose of an aircraft during the height of the summer season?

Of much interest regarding this picture is Intra Airways at JERSEY registering Yankee Juliett from the 14th September 1972 until the 1st July 1976 - when it went to Egypt as SU-AZF for seven months, being re-registered to Intra Airways from the 3rd February 1977 until the 5th December 1978. So, when was this picture taken? It then went to Lease Air at HUMBERSIDE until the 17th December 1981, when it went for a short stay with Air Atlantique at COVENTRY for just over a year until the 13th January 1982.

Another very unusual episode then occurred when it was registered with Aces High at FAIROAKS from just the 15th January 1982 until the 2nd February 1982. Barely three weeks!

From the 3rd March 1982 until the 9th November 1988 it was operated by Harvest Air who were based at SOUTHEND, and, I believe, mostly employed on open sea anti-pollution duties. It then went to Janes Aviation at BLACKPOOL until the 26th February 1990, then serving with Atlantic Air Transport until the 12th December 2001 before being WFU (Withdrawn From Use). But, what an amazing history - built in WW2 and staying in almost constant service into the 21st century! 


Third picture: Here again, this Douglas C-47 Dakota 4 G-AKNB led an interesting career. And, some of the dates looking into its history don't quite marry up. But here goes: Ex FD789 in the RAF it was first registered to Scottish Aviation at PRESTWICK from the 28th November 1947 until the 27th July 1948. During which time, I suppose, it was converted to a civilian specification and offered up for sale.

The next owner was W S Shackleton with which it was registered from the 19th August 1948 until the 10th February 1950. But, did anything happen? There was a glut of ex-military C-47s at that time, so perhaps it just sat somewhere? On the 14th February 1950 Field Aviation at CROYDON acquired G-AKNB and less than a month later, on 8th March 1950, sold it abroad to Burma as XY-ACN. 

Then, just seven months later, it reappeared on the British register operated by BEA (British European Airways Corporation) from the 19th October 1950 until the 18th December 1959. Silver City then operated it from the 11th December 1959 until the 3rd February 1969. Intra Airways at JERSEY then operated it until the 18th October 1978, during which time it appeared in full camouflage for the film, 'The Eagle Has Landed' during 1976. It was then sold to Eire as EI-BDU, before returning to the UK, operated by Aces High at FAIROAKS from the 29th January 1982 until the 2nd April 1985.

It then appears to have been owned and operarated by Autair Helicopters for a couple of months or so until the 27th June 1985 until being very breifly re-registered to Aces High before going to the USA.  


Fourth picture: Here again an interesting picture - where and when was it taken? Any advice will be most welcome. Before coming onto the UK register as G-BDRC this Vickers 724 Viscount was operated by Air Inter in France, as F-BMCG from April 1964 until October 1975. It was then registered to Alidair (EAST MIDLANDS) from the 9th February 1976 until the 31st January 1984. It was then briefly registered to Hards Travel Service in the West Midlands from the 21st February 1984 until the 9th October.

So, when did it appear operating in Intra Airways colours? Presumably when registered to Alidair, as another source states it was WFU (Withdrawn From Use) at EXETER on the 31st March 1984. Then going to the Fire School at MANSTON.

 

Foreign airline users: Post 1945: Aer Arran, Aer Lingus, Eurowings, KLM, Lufthansa, Maersk Air

 

Charter, air taxi: Post 1945: Air Atlantique, Air Bridge Carriers, Air Condor, Air Enterprises, Air London, Air Safaris, Air Transport Charter (Channel Islands), Alidair, Aviation Beauport, Baylee Air Charter, Blue-Line, British Air Ferries, British Air Transport, British Westpoint Airlines, Channel Air Services, Continental Air Services, Derby Airways, Derby Aviation, East Anglian Flying Services, Fairways Aviation, General Aviation Services, Jersey Airlines, Macedonian Aviation


Cargo: Post 1945: Channel Islands Air Freight*, West Atlantic
*Note: I have come across a mention that a company called Channel Islands Air Freight were operating, at least, the Miles M.57 Aerovan 4  (G-AISF) in the early 1950s. And indeed, I have seen a picture of it on the apron at RINGWAY (MANCHESTER AIRPORT). If anybody can kindly offer more information, this will be much appreciated. But, I assume they operated from Jersey?
 

Car air ferry: Post 1945: British United Air Ferries
 

Flying club/schools: Post 1945: Channel Islands Aero Club (Jersey), Commander High Performance School Europe, Jersey Aero Club

Note: In the 1957 The Aeroplane directory Channel Islands Aero Club (Jersey) Ltd were operating two DH89A Tiger Moths and one Auster 5.

 

Location: On the SW quadrant of the island, 4nm NNW of St Helier

Period of operation: Late 1930s (?) to present day
 

Runways:

Originally '‘all over’ grass airfield. Landings and take-offs being into wind. The 'lead photograph' seems to support this.

Note: These maps are reproduced with the kind permission of Pooleys Flight Equipment Ltd. Copyright Robert Pooley 2014.

1965:  09/27   1554x46   hard

1990/2000: 09/27   1706x46   hard



ANOTHER MIKE CHARLTON GALLERY
In February 2018 Mike Charlton very kindly sent me these pictures from postcards. He has an amazing collection, see:   www.aviationpostcard.co.uk

 

Notes: Second picture: I suspect this photograph was taken before WW2? Clock the de Havilland DH86 Express being bounced around a bit on short finals to land. 

Third picture: This is fun. I strongly suspect the photograph of the terminal was taken just before the airport opened. Note the absence of any vehicles, equipment and ground staff etc. The two DH86 Express aircraft have been superimposed - both are the same aircraft but the lead Express has its wheels missing!

I imagine this image was concocted, (were there more?), so that when passengers started arriving they at least had a souvenir to send or take home. 

Fourth picture: I suspect this picture was taken before WW2. Can anybody kindly offer advice, and in addition, can the DH89A Dragon Rapide be identified? Perhaps a Jersey Airways example?

Fifth picture. Perhaps this picture was taken in the late 1940s simply because the BEA Dakota G-GJZ wasn't yet painted in the classic first BEA colour scheme which appeared in 1950. In fact it was first registered as a C-47 Dakota 3 to BOAC (British Overseas Airways Corporation) from the 25th of July 1944 until the 17th of August 1946. So therefore being given a civilian registration during WW2. 

It served with BEA (British European Airways Corporation) from the 17th of August 1946 until the 22nd March 1960. Field Aircraft Services then registered it for four days (1.4.60 to 5.4.60) before flogging it to Ghana.

The de Havilland DH89A Dragon Rapide 6, G-AHKV, in the foreground had a long and interesting history. When seen here it was serving with BEA between the 25th July 1946 until the 13th of March 1953. Later it was registered to the Automobile Association (the A.A. as we generally know it) from the 29th November 1957 until the 4th of June 1963. In those days the A.A. employed aircraft to provide traffic reports, presumably broadcast by the BBC? It went PWFU (Permanently Withdrawn From Use) in September 1969.

Sixth picture: All three of these BEA 'Daks' were probably C47 Dakota 3s. G-AHCV certainly was, being first registered with BOAC from the 24th April 1946 until the 19th August 1946. It then served with BEA from the 19th August 1946 until the 8th of June 1961. It then went to Channel Airways from the 8th June 1961 until the 24th February 1970 when it crashed and was destroyed.

G-AJHZ, although another C47 Dakota 3, appears to have no civilian history before being registered with BEA from the 18th February 1947 until the 28th March 1961. It then served with three companies in the UK until September 1966, when it was sold abroad.

Seventh picture; This Aerovan is also featured in the Mike Charlton Gallery for GUERNSEY AIRPORT, where I have provided a bit more detail. However, the same question I posed there equally applies here - what was it doing?

Eighth picture: This Douglas C47 Dakota 3, G-AJIB, was registered to BEA from the 18th February 1947 until the 26th February 1960. It was then registered to East Anglian Flying Services from the 26th February 1960. This company then became Channel Airways and they operated it until the 24th February 1970 - when it was destroyed - which invariably meant it was involved in a very serious crash.

 

Ninth picture: On the apron are two Douglas Dakotas, almost certainly BEA, four DH89A Dragon Rapides, and, I think, on the left possibly an Airspeed Consul operated by Morton Air Services?

Tenth picture: What a great picture - with such a mix of aircraft. The BEA Airspeed AS.57 Ambassador (Elizabethan Class) seen taxying in, was one of twenty ordered by BEA and they served from 1952 to 1958. Also seen is a BEA Douglas Dakota and a de Havilland DH104 Dove - a type which first entered service in 1946 - and probably operated by Morton Air Services who acquired some in the early 1950s?

However the 'star-turn' on this picture must surely be the Westland S.55 Whirlwind helicopter. A far as I am aware it was only BEA who operated this type in a civilian capacity in the 1950s, and, having built an Airfix model in about the same period, I have a very dim memory that it was powered by an Alvis Loenides Major engine. If so, this version appeared in 1955.

So, putting all this together seems to indicate that this picture was probably taken in the 1955? Also because, as far as I can see, (which is not much), the Whirlwind hadn't yet been painted in the BEA scheme of that period. Possibly there to investigate the potential for an inter-island helicopter service? Can anybody kindly offer advice? It is perhaps not often remembered today that not so long after WW2 BEA pioneered regular commercial passenger helicopter services in the UK. Starting with the Westland S.51 Dragonfly. They obviously still had confidence in the concept by upgrading to the S.55 Whirlwind which had a far superior carrying capacity. 

Thirteenth picture: It seems reasonably clear that from the late 1940s and right up to the 1970s the venerable Douglas C-47/DC-3 'Dakota' was performing most of the duties concerning importing holiday makers into Jersey from the mainland. In the earlier days Jersey was a favoured honeymoon destination.

And on a more pedantic note which younger visitors to this 'Guide' may not know(?) the name 'Dakota' was applied by the RAF to their Douglas C-47s. In the USA the USAAF version was known as the 'Skytrain'.

Fourteenth picture: The Handley Page Dart Herald 201, G-APWJ, was registered to Transair at GATWICK from the 13th June 1963 until the 1st of January 1970 and they were operating it or leasing it to BUIA (British United Island Airways). British Island Airways succeeded BUIA and they operated 'Whisky Juliett' from the 1st January 1970 until the 15th of May 1980 when it passed to Air UK until the 10th of July 1985 when it was PWFU (Permanently Withdrawn From Use). 

The Vickers 812 Viscount 'India Whisky' (G-AIVW) was operated by Channel Airways from the 17th of March 1967 until the 27th of May 1972. Of interest I think, is that apart from repainting the tail and replacing the registration and airline name on the fuselage, it still mostly bore the very smart colours of Continental Airlines, with which it had previously served in the USA. Putting these two bits of info together indicates that this picture was taken somewhere between 1967 and 1970.

Fifteenth picture: I only think the British United Airways Dart Herald 201 is G-APWH after expanding the image and playing around a bit. If it is 'Whisky Hotel' it does serve to illustrate just how complicated the airline business becomes when you peer behind the scenes. G-APWH was registered to the Alares Development Company on Jersey from the 18th of July 1962 until the 30th July 1966. It then seems that three months passed until it was registered to BUA from the 12th September 1966 until the 1st August 1982 when it went PWFU.

Seen beyond is a Channel Airways 'Dak'. What I find amusing in this picture are the two pilots scarpering PDQ to the terminal ahead of the passengers. 

Sixteenth picture: I suspect that Mike Charlton sent me this picture knowing that I'm an ex-trucker of sorts. Loads of old lorries and a Bedford S Series Bedford fuel tanker taking centre stage. Can anybody kindly identify the Viscount and 'Dak'? 


 

NOTES: In June 1940 RAF Armstrong Whitworth Whitley bombers of Nos: 10, 51, 58, 77 & 102 squadrons raided Turin and Genoa. They are reported to have landed in the Channel Islands to refuel on their way back. Presumably in Jersey? This was a close run escapade as the Germans invaded the Channel Islands on the 30^th June 1940.



AIRLINES (JERSEY) Ltd
In The Aeroplane directory in 1957 Airlines (Jersey) Ltd listed that they had seven DH114 Herons and three DH89A Rapides. With operating bases at CROYDON, EXETER, MANCHESTER, BOURNEMOUTH (HURN), SOUTHAMPTON, plus CAEN and DINARD in France. Also GUERNSEY and ALDERNEY in the Channel Islands.
 
It was noted that this airline wa the only independent operater in the Channel Islands. Is it reasonable to assume that this operation later became Jersey Airlines?



JERSEY AIRLINES
My very good friend Maurice J Wickstead sent me a profile of Jersey Airlines and I think it encapsulates so much of the ethos behind so many early British airline beginnings it is well worth telling in some detail. In 1961 for example the airline route network included: CHANNEL ISLANDS: ALDERNEY, GUERNSEY and JERSEY of course. ENGLAND: Bournemouth (HURN), Coventry (BAGINGTON), EXETER, GATWICK and Manchester (RINGWAY).

FRANCE: DINARD, Paris (TOUSSOUS-le-NOBLE) and St BRIEUC in Brittany.

IRELAND: DUBLIN

SPAIN: BILBAO

In 1949 the routes served also included CAEN, and in 1951 Southampton (EASTLEIGH). In  1952 Paris (LE BORGUET), and in 1953 Paris (ORLY) was added.

 

BLUE LINE AIRWAYS
*From 1947 until 1949 Blue Line Airways flew passengers from TOLLERTON (NOTTINGHAMSHIRE) using five Avro Ansons although they did acquire a Dakota before being wound up in 1949.

 

A LESSON IN BRITISH COMMERCIAL AVIATION HISTORY
I decided to include this history at some length because in so many ways it encapsulates not only the vigorous early post WW.2 entrepenaurial spirit, but because this enterprise succeeded! So many didn't.
 

The creation of Jersey Airlines came about almost incidentally after Maldwyn J Thomas arranged several air charters to England and France. In December 1948 he registered Airlines (Jersey) for legalistic reasons, trading as Jersey Airlines. Commercial operations began on March 9^th 1949 with a hired Dragon Rapide (G-AGLP) on a charter to St Brieuc in Brittany piloted by Capt. B W Gardiner, (later to become Director of operations for BUA (CI) Airways. Maldwyn himself undertook all other functions from accountant to baggage handler. A little under two months later Jersey Airlines own aircraft, also a Dragon Rapide (G-AKNF) arrived to begin a series of charters for day-trippers and seasonal agricultural workers to and from France. Business was brisk enough to warrant hiring two additional aircraft extending operations to Dinard, Caen and Toussous-le Noble, close to for Paris.


Additional aircraft were added until 1951. The election of a Conservative government relaxed attitudes to independent airlines and Jersey Airlines could commence scheduled services, initially between, (on Saturdays only), GUERNSEY, JERSEY and EASTLIEGH (Southampton) at £7 return, flown from April to September. In 1952 a JERSEY to EXETER service was inaugurated, also by a Dragon Rapide (G-AKED), on April 7^th. The network was then expanded to take in Manchester (RINGWAY) and Coventry (BAGINGTON) via Bournemouth (HURN), plus GATWICK and, Le Bourget for Paris.
 

As passenger numbers expanded, (41,000 in 1953), Maldryn ordered the new DH Heron four engined light airliner. The first, G-AMYU, arrived at JERSEY on May 1^st 1953. Two more followed and these were the first Jersey Airlines aircraft to have a stewardess. To help overcome the problem of low fleet utilisation during the quiet winter period, a contract was negotiated to carry Atomic Energy Authority personnel between Winfrith Heath in Dorset and the Harwell research centre, using HURN and RAF ABINGDON. Today typically a two hour drive at most.

 

GOING FURTHER AFIELD
The arrival of longer range DH.114 Herons allowed a non-stop Manchester (RINGWAY) to Dinard service. It appears Jersey Airlines had the singular distinction of becoming the only British airline permitted to operate into the, (then), superior Paris airport at Orly. Jersey Airlines soon realised British holidaymakers were forsaking the Channel Islands for Spain and quite prepared to obtain a passport. To help counter this in May 1955 flights to Bilbao were started, connecting to Aviaco flights to the Costa Brava. This service proved to be very popular with Channel Islanders going on vacation after their season had ended but another service to Nice started in the autumn was soon dropped.

 

A DISPUTE SOLVED
The longstanding rivalry with BEA was settled in March 1956 with the conclusion of an operating agreement whereby, in return for BEA handing over its services to ALDERNEY and GUERNSEY to Jersey Airlines, Jersey Airlines in turn relinguished recipricol services between JERSEY and Southampton (EASTLEIGH). As part of the deal BEA acquired a 25% interest in Jersey Airlines and in exchange handed two of its DH 114 Heron Mk2 over.

AN INNOVATION
About ten years before RO-RO sea ferries began serving the Channel Island and France it appears Jersey Airlines began operating carry ferry services in 1957 to Dinard using a Bristol Freighter previously owned by Aer Lingus. The service (hardly surprising?), wasn’t a success and the Freighter was converted to passenger only duties flying mainly between JERSEY and Bournemouth (HURN). When Cambrian Airways temporarily suspended operations in 1958, Jersey Airlines started a daily service using DH.114 Herons to Cardiff (RHOOSE).

 

BACKING INNOVATION
This is an other important aspect of Jersey Airlines operations. The prototype HP Herald conducted demonstration flights in the Channel Islands in 1958 but it appears, perhaps quite rightly, that the 'big-wigs' in Jersey Airlines weren't impressed. However, about three years later, when Handley Page decided to exchange their Heralds four 870hp Alvis Leonides Major piston engines for two Rolls Royce Darts, Jersey Airlines quickly placed a firm order for the type. (Incidendently, the piston engined version was a fine aircraft - and a very capable performer), but fashion is an important ingredient in airline purchasing decisions. By then the Vickers Viscount was a huge success, and so -  ‘jet props’ were the future.
 

According to one account the Jersey Airlines bosses, for whatever reasons, deciding they didn’t want the piston-powered Herald, but, realising they did need a bigger aircraft type, came up with an interesting interim solution. They decided to buy some Daks (Douglas C-47s). Eight in all, the first entering service in 1959 between JERSEY and Bournemouth (HURN).

Note:  This picture was kindly provided by Mr Graham Frost.

 

 

BECOMING A CORPORATE ENTITY
By now Jersey Airlines with a staff of over 250, an extensive scheduled network and comprehensive in-house engineering department saw the need to get into the ‘Big Time’ of airline operations. Hence the Jersey Airlines Development Corporation. With of course, needless to say in the corporate scheme of such things, a subsidiary company – Alares Development Company actually owning the airline’s aircraft. And so it went on, in 1962 Jersey Airlines became part of Air Holdings Group, the parent company of British United Airways.



YET ANOTHER MIKE CHARLTON GALLERY

 

Second picture: This picture is I think is very interesting. Probably taken in 1946 before the BEA colour scheme had been applied? This Douglas C-47A Dakota 3, (ex KG415), was first registered to BOAC on the 27th February 1946 before going to BEA on the 19th August 1946. It stayed with BEA until the 26th July 1960 when, two days later on the 28th, it was registered to Channel Airways at SOUTHEND until the 3rd May 1963.

It was then briefly acquired once again by BOAC, albiet by BOAC Associated Companies, from the 6th until the 14th May 1963 when it went to the Bahamas as VP-BCC. 

Fourth picture: In the foreground is the BEA Douglas C-47A Dakota 3 G-AJHY. Ex KG628 it was registered to BEA on the 18th February 1947 and served with BEA until the 14th August 1961. On the 23rd August 1961 it went to British Westpoint Aviation at EXETER until the 6th October 1964, when it was sold to Brazzaville, Congo as TN-AAF.  

Fifth picture: This apron view shows a Silver City Bristol 170 Freighter, possibly an all passenger 'Wayfarer' version? The tail of the DH114 Heron IB G-ANWZ is also in view. This Heron was first registered to Airlines (Jersey) on the 1st December 1954, serving until the 26th February 1959. It then went to the Alares Development Company from the 2nd March 1959 until the 31st of December 1965, but presumably undertaking more or less the same operations from Jersey?

On the 18th January 1966 it was acquired by Morton Air Services (GATWICK) and presumably still served the Channel Islands until the 1st July 1970. It often makes me wonder why operators often sell their aircraft in the middle of the high tourist season. Can anybody kindly explain why this is? It then went to Executive Air Engineering at COVENTRY on the 10th September 1970 and was PWFU (Permanently Withdrawn From Use) on the 17th May 1971.

Sixth picture: On the left a Jersey Airlines C-47 'Dakota' and, sticking its nose in, the BEA Vickers 701 Viscount G-AMOC. First registered to Vickers from the 23rd May 1952 until the 20th April 1953, G-AMOC served with BEA from the 24th April 1953 until the 23rd December 1963. Going to Channel Airways (SOUTHEND) on the 23rd December 1963 it served with them until the 20th December 1965 when it went to the Bahamas as VP-BCH.

For some reason that arrangement didn't last long and 'MOC was re-registered to Channel Airways on the 1st April 1996, where it stayed for a few months until the 2nd January 1967 before being acquired by Cambrian Airways at GLAMORGAN (RHOOSE) airport on the 13thy January 1967. It served with them until the 19th July 1971 when it was PWFU (Permanently Withdrawn From Use) according to the British register. Another source states it was BU (Broken Up) on October 1970.  

Seventh picture: This is interesting, apart from the inevitable 'Dak' during that period on the right, (presumably Jersey Airlines?), I cannot identify the Herald. I think it is G-APWA? But, the records don't seem to fit.

Ninth picture: Three British Airways Viscounts seen during another change of colour scheme. But, who operated the Herald?

Tenth picture: Incredibly both the aircraft in this picture have been preserved. The Viscount G-AMOG at COSFORD and the Herald G-APWJ at DUXFORD.

The Vickers 701 Viscount G-AMOG was originally registered to Vickers from the 23rd May 1953 until the 14th January 1953. It went to BEA on the 15th January 1953 and served with them until the 28th January 1963. It then went to Cambrian Airways at GLAMORGAN (RHOOSE) Airport, (now CARDIFF) from the 14th February until the 31st March 1976. This was, I assume, during the period when Cambrian were being taken over by British Airways as G-AMOG was registered to the British Airways Board from the 1st April 1976 until the 17th May 1976. It was then PWFU (Permanently Withdrawn From Use).

The Handley Page HPR.7 Herald 201 was registered to Handley Page from the 28th September 1959 until the 13th June 1963. Presumably being hired or leased during this period? It then went to Transair (GATWICK) from the 13th June 1963 until the 1st January 1970. It then appears to have been stored somewhere until being acquired by British United Island Airways, (later as British Island Aiways) on the 4th July 1970 with whom it served until the 15th May 1980, perhaps also based at GATWICK?

From the 15th May 1980 Air UK took G-APWJ onto its fleet, (presumably also at GATWICK as their HQ was then nearby), and it served them until the 10th July 1985 when it was PWFU (Permanently Withdrawn From Use). Looking at the dates of both these aircraft, I think this Herald is in the British Island Airways scheme, and the picture was probably taken in the mid 1970s. 

Eleventh picture. In the foreground is the nose of the BEA Vickers 701 Viscount G-ANHE. It was first registered to Vickers from the 12th December 1953 until the 6th May 1955. Did Vickers rent, hire or lease it during this period? And, if so, to whom? It served with BEA from the 14th May 1955 until the 23rd May 1963. It then went to Brazil as PP-SRQ.

On the left is the DH114 Heron 1B G-ANSZ and what a history this aircraft had. Probably a prototype Heron 1B as it was originally assigned G-5-16 markings? It was registered as G-ANSZ on the 21st July 1954 to Airlines (Jersey) until the 23rd March 1959, when it was transferred to the Alares Development Company, (in Jersey) on the 7th April 1959. Presumably undertaking similar duties until the 31st December 1965.

Morton Air Services (GATWICK) acquired G-ANSZ from the 28th January 1966 until the 27th September 1966 when it went to Sierra Leone as 9L-LAI. Typically with Africa this 'arrangement' soon foundered and G-ANSZ was re-registered on the 28th November 1966. An expensive waste of time. It then appears to have served once again with Morton Air Services until the 1st July 1970 when it went to Executive Air Engineering (COVENTRY) from the 10th September 1970 until the 25th April 1972.

Peters Aviation (NORWICH) then operated 'Sierra Zulu' from the 17th May 1972 until the 7th December 1977. What did it do? Brumstead Holdings then took posession, presumably at NORWICH (?) from the 7th December until the 27th November 1979. Here again, I wonder what duties it performed. On the same date (27.11.79) it then went back to an ownership based in Jersey, Pan Universal Aircraft Services until the 27th March 1980 when it was sold to St Lucia as J6-LBC.

But, the story doesn't end there. Barely more than a year later, on the 17th August 1981, G-ANSZ was restored to the UK register and operated by Hurst Rent-a-Car until the 15th September 1986. Not a bad career run for an aircraft of this era.     

Twelth picture: The jet age arrives at Jersey. I think the BAC One-Eleven was probably the first pure jet aircraft to make scheduled services into JERSEY. It was known by at least one crew as being the most efficient means of converting pound notes into noise!

This example, the BAC 1-11 201AC G-ASJC was first registered to British Caledonian Airways (GATWICK) on the 6th June 1963 and served with them until the 4th December 1981, when it went to the USA as N101EX. However, this picture clearly shows G-ASJC in British United Airways colours - so presumably a hire or lease agreement occurred along the way. It returned to the UK, re-registered again as G-ASJC, to British World Airlines (SOUTHEND) from the 26th October 1990 until the 14th March 1994, when it was, according to the official records - destroyed. Did it crash?


Beyond is a British Midland Vickers Viscount.

 

 

OTHER ASPECTS OF JERSEY AIRPORT
When British United (Channel Islands) Airways, Silver City and Jersey Airlines merged in 1962 to form British Island Airways they had a combined fleet of twenty three DC-3 Dakotas. The company had two main bases, JERSEY and BLACKPOOL. Later the company became British United Island Airways.
 

In 2012 I was reading British Midland Airways by B G Cramp who had been a Captain with the airline almost from the start and had witnessed the then Derby Aviation progress through Derby Airways to eventually become British Midland Airways – his book was published in 1979. I think this story is worth relating for several reasons, not least ‘the punchline’ at the end. “Not all flights with the Argonaut in 1963 were dramatic - and one flight ended amusingly as Captain Cramp and his crew found out in Jersey on 22^nd September. Flying northbound from Palma to Birmingham, Cramp had just crossed the French coast at Dinard when he heard another company Argonaut, commanded by Captain Eric Lines, flying southbound.


Knowing that a large part of the U.K. was becoming fog-bound he asked Captain Lines, who was en route from Birmingham, what the weather was like there, to receive the reply that the best thing to do was to divert right now into Jersey. Thanking Eric Lines for his advice, Cramp immediately called Jersey, to discover to his horror that they had just ceased operation for the day, and in fact it was only by chance that Cramp’s call had just been received. However, when hearing of the circumstances, Jersey immediately opened up an Air Traffic Control watch and allowed the Argonaut to land.”
 

“Having taxied up to the apron and shut down all four engines, the crew were told to stay on board with all passengers, as all Customs and Immigration officials at Jersey had quite naturally gone home, and although requests had gone out for them to return it was at that precise moment too early. After waiting ten minutes or so and having explained the situation to the passengers, the crew began to get anxious about the aircraft’s battery power as all the lights in the aircraft were still on ships batteries only, there being no airport staff around to connect a ground power unit to the aircraft. In the end Captain Cramp and the Engineering Officer, Roy Dethick opened the crew door, threw out an escape rope and slithered down it, then walked across the apron and found some passenger steps which they then proceeded to push, covered in confusion and gold braid, to the aircraft to enable the passengers to disembark.”
 

“At this point some Customs officers arrived and the air traffic control officers, having now officially shut the airfield down, came down to see if they could help. The aircraft cabin crew retrieved some dry stores (coffee, biscuits, sugar, etc) from the aircraft, together with an urn of hot water and some blankets, thus enabling the children to be kept warm with the blankets (it was midnight now and quite cold) and all to have a hot drink. Having cleared the passengers in, the Customs officials now set to with the A.T.C. officers, the crew and Derby Airways staff (who had heard the Argonaut making its approach whilst on their way home and, realising what had happened, had about-turned and returned to the airport), to arrange accommodation for the passengers.”
 

“After some 1½ hours all but four had been accommodated. At that time of the night transport to hotels was a problem, but it was overcome by the co-operation of all concerned, not least the passengers themselves, some of whom went in police cars and even a Black Maria to their accommodation.” (My note: For younger readers not familiar with the term ‘Black Maria’ these police vehicles were basically vans adapted for the transport of criminals to and from police stations, the courts and prisons etc. “An exercise in good-humoured co-operation had ended what could have been a tiresome day all round. The passengers eventually arrived in Birmingham at 1325 the following day, quite content.”
 

I do not think I am being in the slightest bit cynical to expect that today, although something similar is unlikely to occur, the majority of passengers would disembark at their destination “quite content.” Or indeed, would Customs and Immigration officials plus ATC officers, or off-duty airline staff muck in to the same extent? In fact I have heard supposedly well educated people complaining that it even took Swiss airports around two hours to clear a sudden four inch snowfall from their runways and aprons etc. Just how utterly unaware of reality can you be!
 

From this and many, many similar experiences, I am drawn to deduce that a ‘higher education’ today tends to leave the majority of these people nigh on destitute of any comprehension of reality. It seems a very odd way for humanity to try and progress. There is nothing new here, I was pretty much in a similar state having emerged from five years of 'advanced education' after leaving shool.

 

SOMETHING OF NOTE
In 2006 Jersey Aero Club were certainly unusual if not unique in offering for flying training, apart from six Piper PA-28-161 Warriors, a DHC.1 Chipmunk - for the same rate, (dual and solo), as the Pipers!



SOME AERIAL PICTURES BY THE AUTHOR
I really must now apologise for these first two awful pictures. These were scans taken from 'positive film' transparencies when I first started out on adding listings to this web-site. I trust you will agree that most of the later pictures on this web-site are of rather better quality. Indeed, the third picture scanned in late 2016 hopefully proves my point?

 

A COUPLE MORE PICTURES OF AIRCRAFT AT JERSEY

 

 

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