Highland Airways Limited

Highland Airways Limited was established in Inverness, Scotland, by Ted Fresson in 1933 to provide passenger and freight air services between the Scottish mainland and the Northern Isles of Orkney and Shetland, and between their islands. The airline was taken over by Scottish Airways, absorbed by British European Airways in 1947.

For the airline that operated 1991 − 2010, see Highland Airways.
Highland Airways Ltd.
Founded3 April 1933
Commenced operationsMay 1933
Ceased operationsAugust 1938
Operating basesLongman Airfield, Inverness
HubsKirkwall, Aberdeen
Fleet sizeMax 7
HeadquartersInverness, Scotland
Key peopleTed Fresson

Formation

Captain Ernest Edmund "Ted" Fresson had great experience of flying in Scotland, gained by doing several years of pleasure flights for the public, flying from any available fields near populated areas and drawing large crowds.[1] Fresson saw that air services would dramatically reduce the time it took to travel by ship from the mainland to the Northern Isles and to travel between them, and also avoid the often rough conditions at sea. They would appeal to a very wide range of customers, from businessmen and the military to tourists, crofters and ”fisher lassies”.[2]

The public demand encouraged him to form Highland Airways in April 1933, and he became managing director. The company had its offices at 36 Academy Street, Inverness. Its operating base was the city’s new airport, Longman Airfield, which, thanks to great support from local businesses, had recently been built by the local council. The initial share capital was £2,675 invested by seventeen shareholders. The chairman was a doctor, Thomas Alexander, and also on the board was Robert Donald, a director of the local motor engineers Macrae and Dick.[3] Other investors included the North of Scotland, Orkney & Shetland Steam Navigation Company and George Law, owner of The Scotsman newspaper.[2] Fresson stated that his objectives for the company were "finance, passengers, mail and newspapers".[4]

Operations
The prototype Monospar ST.4, G-ABUZ in August 1932

Operations started on 8 May 1933 when the airline’s first airliner, the three-passenger General Aircraft Monospar ST-4 Mk.II, registered G-ACEW, flew from Longman to Kirkwall, Orkney with a stop at Wick. There is film of the event.[5] The ST-4 was soon fitted with a pannier under the fuselage for the delivery of The Scotsman newspapers. On 3 July Fresson crashed the aircraft into a wall while landing in mist at Wideford, the airfield that the airline used near Kirkwall. A replacement, Monospar 1 G-ABVN, was hired for a few weeks while ‘CEW was repaired by General Aircraft at Croydon Airport.[6] John Sword, of Midland & Scottish Air Ferries, also lent Fresson De Havilland Fox Moth G-ACCT and Airspeed Ferry G-ACBT for around two weeks. The field at Kirkwall's Wideford Farm had been leased by Highland for five years, and they built a hangar and installed an engineer there.[7]

Monument to Ted Fresson at Wideford Farm

Despite the weather, the new airline built a reputation for reliability. In the first year of operations it had achieved a 97% reliability rate, and over the following three years, this rose to 98%. Fresson organised willing islanders into teams of up to twelve men who would grab the wings of a landing aeroplane (the ground speed would be low in the high winds) and hold it down while it was tied to a heavy vehicle.[8]

Fresson's Gipsy Moth G-AAWO active in 2013

Fresson made use of the De Havilland DH.60G Gipsy Moth G-AAWO which he had brought from his previous company, and used it for personal transport and for occasional charter flights (it could only carry one passenger). On 3 October 1933 Fresson flew a businessman from Thurso to Lerwick in 'AWO when weather forced them to land in a field next to the Kettletoft Hotel on Sanday. The field later became the landing ground for services to the island.[4] In the same month three salesmen chartered a flight from Aberdeen to the Shetlands.[9]

On 7 May 1934 the network expanded by serving Aberdeen’s short-lived Seaton Aerodrome,[10] linking it with Inverness and then on to Lerwick in the Shetlands. The first flight was conducted by Fresson in De Havilland DH.84 Dragon G-ACIT.[11] The use of Seaton was necessary because of intense rivalry with Eric Gandar Dower's Aberdeen Airways. Gandar Dower had recently established Aberdeen Dyce airport but had denied Fresson the use of it, forcing Highland Airways to make other arrangements to serve the city.[12] There had been a gentleman's agreement that Highland Airways would operate to the north of Aberdeen and Aberdeen Airways would operate to the south, but with the railways dominating routes to Glasgow, Edinburgh, and onwards to London, the southern routes were unprofitable, so Gandar Dower turned his attention to the Northern Isles and their competition continued until their later merger into British Airways. Fresson moved from Seaton to a new airfield at Kintore[13], where he had built a new hangar, moving in on 22 May 1935.[14]

On 29 May 1934 Highland started the UK’s first internal airmail service, with a contract for the Inverness to Orkney route, the first flight being flown by Fresson in Dragon G-ACCE. With this, Fresson had achieved all of his objectives for the company and he celebrated by offering pleasure flights at Wideford, and a luncheon at the Kirkwall Hotel. [4] The mail route was soon extended to Wick and Lerwick. The airline started on-demand charter flights to the Northern Isles on 6 August. In October the same year, Orkney County Council awarded the airline a contract to carry patients between the Northern Isles and the hospital in Kirkwall, and later, to Aberdeen.[4]

In late 1934 Fresson tested a DH.89 Dragon Rapide, G-ACPO, for a short time. He was very impressed, but worried about its performance while using the short fields that were common on the islands. He asked De Havilland to add flaps to the wings, which they did, creating the DH.89A version which was ready by April the following year.[4] The flaps could be added to existing aircraft, and many were converted.[15]

Despite all this activity, Highland Airways was not profitable, so Fresson and his board had to make the decision to seek help. A powerful investment company. Whitehall Securities Corporation had recently bought Northern & Scottish Airways, who were based in Glasgow and specialised in flights to the Western Isles. Whitehall had also just established United Airways Limited and were keen to invest in Highland to extend their reach in Scotland, so in June 1935 Highland became part of United, but were allowed to keep their identity and Fresson remained the managing director, albeit with some reduction in authority..[16]

By 1936, more services had been added, including inter-island flights in the Orkneys, and the route network had been extended to Glasgow, Perth, Sumburgh in the Shetlands and Stornoway on the Isle of Lewis in the Western Isles.[17] On 13 May 1937 the Monospar ST-4 became the first aircraft ever to land on Fair Isle.[6]

In May 1936 the Air Ministry opened a new radio station in Kirkwall, making navigation, weather reporting and general communication much easier, and encouraging both Fresson and Gandar Dower to expand their operations to the Shetland Isles.[18] A new route linking Aberdeen with Sumburgh in the Shetlands started in June 1936. Fresson had planned it to start on the 3rd from Kintore with their first DH.89 Dragon Rapide G-ACPN. However his competitor, Aberdeen Airways, beat him with a flight from Aberdeen’s Dyce Airport the day before in the same type of aircraft. Fresson was not pleased with what he saw as merely a stunt to steal his thunder.[19]

Routes

Scottish Airways (Highlands Airways) licensed routes, 1939.[20]

  • Kirkwall − Sanday − Stronsay − Westray − Longhope − North Ronaldsay
  • Kirkwall − Wick
  • Inverness − Wick − Thurso − Kirkwall
  • Kirkwall − Shetland
  • Thurso − Longhope − Kirkwall

Demise

On 12 August 1937 Whitehall formed one large airline called Scottish Airways. They linked with LMS Railway, and with David MacBrayne, the Scottish ferry company which established Western Isles Airways as its investment tool. They brought Highland Airways and Northern & Scottish Airways into the new airline, sill keeping their identities, enabling Fresson to stay in charge of Highland Airways.[9] On 2 May 1938 a new route was started linking Inverness to Glasgow via Perth.[21] In August 1938 Highland Airways did lose its identity, becoming the Northern Division of Scottish Airways, still based in Inverness and with Fresson still in charge. Highland Airways ran down its affairs, and in the summer of 1940 it was liquidated.[2]

On 1 February 1947 the new British European Airways (BEA) took full control of Scottish Airways, and in March 1948, Fresson left the organisation. He was resentful at the way BEA had treated him,[22] and he had received no recompense for the takeover of his airline,[9] except that they gifted him his old Gipsy Moth G-AAWO.[23][24]

Fleet List
Highland Airways Ltd fleet, 1933-1939
Type Registration Name From To Fate Notes Reference
DH.60G Gipsy Moth G-AAWO Ah-Wo June 1933 1 July 1947 Gifted to Fresson by BEA The name was marked in Chinese characters on the nose. Brought by Fresson from his previous company North British Aviation Co Ltd. Still active in 2017. [25]
DH.84 Dragon 1 G-ACCE Caithness 24 March 1933 29 August 1934 Written off Leased from the Hon. Brian Lewis. Crashed and written off on take-off from Kirkwall. [26][27]
DH.84 Dragon 1 G-ACET Kirkwall September 1934 5 October 1937 Sold Later impressed as AW171. Still active in 2020. [28][29]
DH.84 Dragon 1 G-ACGK Loch Ness 11 July 1934 8 January 1935 Ditched off Inverness After take-off from Longman Airfield, ditched at Longman Point, Inverness. The pilot, Captain Coleman, and both passengers were killed. [30][26][31]
DH.84 Dragon 1 G-ACIT Aberdeen 24 July 1933 1 March 1949 Sold by BEA Delivered new. Renamed Orcadian by British Airways. Surviving at the Science Museum at Wroughton in Highland Airways Limited markings. [32][26]
DH.84 Dragon II G-ADCT Orcadian June 1935 14 December 1939 Damaged beyond repair Delivered new. On 6 September 1935 crashed into trees at Westness, Rousay, no injuries, soon repaired. With Scottish Airways, crashed on final approach to Longman Airfield. No injuries among the pilot and seven passengers. [28][26][33]
DH.89A Rapide G-ACPN 19 April 1936 9 August 1936 Sold to Spain Leased from British Airways via Airwork Ltd. Remained in BA livery. [34][19]
DH.89A Rapide G-ACPO 19 November 1934 4 December 1934 Demonstrator loaned from Hillman's Airways. [34]
DH.89A Rapide G-ADAJ Inverness 26 December 1936 21 November 1947 Sold by BEA Named Inverness in July 1937 after the sale of G-ACEW. Crashed in what is now Laos 20 August 1954. [34]
DH.89A Rapide G-AEWL Zetland 20 May 1937 20 November 1947 Sold by BEA On 8 July 1938 overran on landing at Wideford and struck a ditch – repaired. Crashed in France 1962. [26][34]
Monospar ST.4 Mk I G-ABVN July 1933 August 1933 Leased from the Hon. Brian Lewis while G-ACEW was being repaired. [6]
Monospar ST.4 Mk II G-ACEW Inverness 2 March 1933 13 July 1937 Sold Crashed in mist on the approach to Wideford 3 July 1933, and was returned to service in August. Crashed and written off at Croydon 13 December 1937. [35]

The aircraft livery was overall silver or white with green struts and markings.[32]

Accidents and Incidents

The following aircraft were involved in accidents and incidents while they were with Highland Airways: G-ACCE, G-ACGK, G-ADCT, G-AEWL and G-ACEW. See the Fleet List above for details.

gollark: With what?
gollark: If I had, hypothetically, backdoored your program, then *purely* theoretically it would be possible to just ship a certificate with it in addition to the ones it loads from the ROM.
gollark: Well, I would simply either backdoor your program, or use the [REDACTED].
gollark: I will obviously have to get the potatOS disk signing key trusted by all platforms ever as a root cert.
gollark: As planned.

References
  1. Webster, Jack (1994). The Flying Scots. Glasgow: Tha Glasgow Royal Concert Hall. p. 24. ISBN 0 9522174 2 2.
  2. Lyth, Peter J. (1996). Air Transport. Taylor and Francis. ISBN 9781351959926.
  3. "Captain Ted Fresson, Robert Donald of MacRae & Dick and G-ACEW". ambaile: highland history & culture. Retrieved 2 June 2020.
  4. Warner 2005, p. 13.
  5. "Inauguration of First Highland Air Service". Moving Image Archive. National Library of Scotland. Retrieved 1 June 2020.
  6. Stroud, John (April 1988). "Wings of Peace: GAL Monospar". Aeroplane Monthly. 16 (180): 232–238.
  7. Warner 2005, p. 11.
  8. Reese, Peter (2018). Transforming the Skies. Stroud, UK: The History Press. ISBN 978 0 7509 8727 1. Retrieved 3 June 2020.
  9. Maslen, Geoff (August 2008). "The Highland Pioneer". Airliner World: 53–56.
  10. "Seaton". UK Airfield Guide. Retrieved 1 June 2020.
  11. "Preservation Profile: D.H. Dragon G-ACIT". Aeroplane Monthly. 3 (2): 90–91. February 1975.
  12. Mulder, Rob (17 June 2010). "The North Sea Air Mail Express Newcastle – Stavanger". European Airlines. Retrieved 5 June 2020.
  13. "Kintore". Airfields of Britain Conservation Trust. Retrieved 1 June 2020.
  14. Smith, David J. (1989). Action Stations: Military Airfields of Scotland, the North-East and Northern Ireland (2nd ed.). Wellingborough, UK: Patrick Stephens Ltd. p. 89. ISBN 1-85260-309-7.
  15. Jackson, A. J. (1962). De Havilland Aircraft since 1915. London, UK: Putnam. p. 336.
  16. Moss, Peter (October 1974). "British Airways". Aeroplane Monthly. 2 (10): 939.
  17. "Highland Airways". Airline Timetable Images. Retrieved 1 June 2020.
  18. Gillies, J. D. (May 1968). "Origins of Scottish Island Air Ferries". Air Britain Digest. 20 (5): 122.
  19. Warner 2005, p. 19.
  20. Warner 2005, p. 22.
  21. Davies, R. E. G. (2005). British Airways: An airline and its aircraft Volume 1: 1919 - 1939 (PDF). McLean, Virginia, USA: Paladwr Press. p. 83. ISBN 1-888962-24-0. Retrieved 11 June 2020.
  22. Nicolson, Stuart (7 May 2008). "Tributes to legendary Highland flier". BBC News. Retrieved 3 June 2020.
  23. Lo Bao, Phil (1989). An Illustrated History of British European Airways. Feltham, Middlesex, UK: Browcom Group. p. 158. ISBN 0 946141 398.
  24. Lo Bao, Phil; Hutchison, Iain (2002). BEAline to the Islands. Erskine, Scotland: Kea Publishing. pp. 97–100. ISBN 0951895842.
  25. Fillmore, Malcolm. "De Havilland DH60 File" (PDF). at Air-Britain Researchers Corner. Retrieved 14 July 2020.
  26. "The Aeroplanes". A Fleeting Peace. Retrieved 1 June 2020.
  27. "ASN Wikibase Occurrence # 24992". Aviation Safety Network. Flight Safety Foundation. Retrieved 2 June 2020.
  28. "Highland Airways' fleet of de Havilland DH84 Dragons". ambaile highland history & culture. Retrieved 1 June 2020.
  29. "G-INFO search". UK Civil Aviation Authority. Retrieved 1 June 2020.
  30. Davies, R. E. G. (2005). British Airways: An airline and its aircraft Volume 1: 1919 - 1939 (PDF). McLean, Virginia, USA: Paladwr Press. p. 59. ISBN 1-888962-24-0. Retrieved 11 June 2020.
  31. "ASN Wikibase Occurrence # 25029". Aviation Safety Network. Flight Safety Foundation. Retrieved 1 June 2020.
  32. "G-ACIT". AirHistory.net - The Aviation History Image Archive. Retrieved 2 June 2020.
  33. "ASN Wikibase Occurrence # 25052". Aviation Safety Network. Flight Safety Foundation. Retrieved 2 June 2020.
  34. Fillmore, Malcolm. "De Havilland DH89 File" (PDF). at Air-Britain Researchers Corner. Retrieved 14 July 2020.
  35. "ASN Wikibase Occurrence # 202967". Aviation Safety Network. Flight Safety Foundation. Retrieved 2 June 2020.

Bibliography
  • Warner, Guy (2005). Orkney by Air. Erskine, Scotland: kea publishing. ISBN 0951895877. Retrieved 1 June 2020.
This article is issued from Wikipedia. The text is licensed under Creative Commons - Attribution - Sharealike. Additional terms may apply for the media files.