The story
Beginning
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.
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.
Dan-Air derived its name from its parent's initials, Davies, And, Newman. The company was incorporated on 21 May 1953 as Dan Air Services Limited, with a capital of £5,000. 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. This convention was followed until a year before Dan-Air's takeover by British Airways, when the "London" suffix was dropped from fuselage titles.
Dan-Air's first commercial service – an ad hoc charter flight from Southend via Manchester to Shannon – occurred in June 1953. Operations initially continued from Meredith's old base at Southend Airport, where Meredith managed Dan-Air's operations for the first six months. (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.)
Areas of commercial activity
Dan-Air operated inclusive tour (IT) charter flights, regional short-haul scheduled services, transatlantic and other worldwide affinity group/Advanced Booking Charters (ABC flights), oil industry support flights and ad hoc operations including all-cargo services from London Gatwick, other British airports and Tegel Airport in West Berlin.
Commercial success
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.
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. The main base transferred to Gatwick in 1960 when Blackbushe closed to commercial airlines.
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.
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In 1966, Dan-Air introduced its first pair of ex-British Overseas Airways Corporation (BOAC) de Havilland Comet series 4 aircraft, which made it the second British independent airline after British United Airways to start uninterrupted pure jet operations. This marked the beginning of sustained, steady and mostly profitable expansion.
By the end of the 1960s, Dan-Air had become Gatwick's third biggest resident operator after British United Airways and Caledonian Airways.
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.
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. The group was capitalised at £5 million at its stock market debut. 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), enter the transatlantic affinity group/ABC market and establish itself as leading fixed wing operator of oil industry support flights. It let the airline expand its fleet, leading to introduction of the One-Eleven, Boeing 707, Hawker Siddeley 748, Boeing 727,Boeing 737, BAe 146 and, eventually, the Airbus A300.
Most were acquired second-hand.
In 1972, Dan-Air co-founded Gatwick Handling, a Gatwick-based handling agent, with Laker Airways. Each owned 50% at its inception.
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. 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. In the UK, Dan-Air was second only to British Airways in fleet size. For most of this period, Dan-Air had more than 50 aircraft, employed about 3,000 and by the end of the 1980s carried 6 million passengers annually, almost one-third on scheduled services.
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 and its first Boeing 737 were first to appear in the new livery. The second stage gave the fleet widebody look interiors as each aircraft underwent maintenance. The final stage changed stationery, ticket wallets, timetable covers, airport signs and baggage tags as well as its logo 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.
Expansion overseas
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 all airlines other than those headquartered in the US, the UK, and France being 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.
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. Dan-Air established its first overseas base at Tegel in 1969. Up to five aircraft were stationed there for over two decades. These initially comprised Comets, One-Elevens, and Boeing 707s and 727s. 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. Gatwick aircraft and crew operated most regular charter flights as well as all scheduled services linking Berlin with Gatwick. 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.
Dan-Air's Berlin 727s had additional fuselage fuel tanks 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. 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.
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.
Scheduled service developments
Dan-Air operated its first seasonal scheduled service during summer 1956 between Blackbushe and Jersey. 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. 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.
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.
Dan-Air's acquisition of Scottish Airlines and Skyways International in 1961 and 1972 enlarged the scheduled operation. The former brought a passenger-configured DC-3 and a seasonal route linking Prestwick with the Isle of Man. The latter resulted in four additional HS 748s and year-round services linking Bournemouth with Jersey and Guernsey, as well as seasonal flights linking Gatwick with Clermont-Ferrand and Montpellier. 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. 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. The acquisition resulted in the HS 748 becoming the main scheduled aircraft for the next ten years. 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. 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. Dan-Air continued this service until the early 1980s. When Ashford closed in 1974, services moved to Lydd. Seven-four-eights, One-Elevens and Vickers Viscounts leased from other operators operated these services.In 1973, Dan-Air added Teesside as a stop to Link City and inaugurated scheduled services between Teesside and Amsterdam.
In 1974, Dan-Air began replacing the 748 with Comets and One-Elevens 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. The turboprop capacity released enabled re-introduction of scheduled services between Bristol, Cardiff and Amsterdam, 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, 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. In May 1974, Dan-Air launched a twice-daily Gatwick–Ostend HS 748 service in conjunction with Sabena. One of the two daily round-trips was operated under Sabena flight numbers.
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, 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. Moreover, 1975 was the year Manchester became the sole stop in the Northwest on Link City.
In 1976 Dan-Air commenced a year-round scheduled service between Newcastle and Stavanger.
In 1977, Dan-Air launched a scheduled route from Gatwick to Strasbourg.
1978, Dan-Air's silver jubilee, saw the launch of a scheduled service linking Gatwick with Bergen.
In November 1979, Dan-Air replaced British Airways as scheduled carrier between Gatwick and Aberdeen, a feeder route for the oil industry. 1979 also saw the launch of a Gatwick–Toulouse scheduled service.
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.
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. Furthermore, in November, Dan-Air withdrew its application to the CAA to take over British Airways's Highland and Islands scheduled operation.
During 1981 and 1982, Dan-Air leased three HS 748s to British Airways to supplement the latter's 748 fleet on Scottish internal routes.
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. 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.
In March 1983, Dan-Air took over British Airways's loss-making Heathrow–Inverness route. 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. The same year, the company started scheduled Gatwick–Zürich flights, the second time it had launched daily scheduled services on a European trunk route. In November 1983, Dan-Air joined Travicom, the computer reservation system (CRS) used at the time by travel agents in the UK.
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. 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. In addition, 1984 was the year Metropolitan took over Dan-Air's remaining Link City schedules between Bristol, Cardiff, Leeds and Glasgow.
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.
In 1986, Dan-Air launched a year-round non-stop Manchester–Amsterdam scheduled service.
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.
Following British Airways's takeover of British Caledonian in December 1987, Dan-Air's scheduled services transferred to Texas Air's SystemOne CRS.
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.
From Wikipedia’s article on Dan-Air, shared under CC BY-SA 4.0.3