Post by viscount on Jun 1, 2010 13:41:32 GMT 1
VERNAIR TRANSPORT SERVICES
A Liverpool Airport based operator, 1967-1987
A Liverpool Airport based operator, 1967-1987
This article by Brian Jones, approved by Cpt Milne of Vernair, first appeared in the paper based 'North West Air News', the members magazine of Air Britain (Merseyside) Branch in February 1987. Repeated in full here with a little editing, especially to the last few paragraphs which were originally written just before close-down of operations.
VERNAIR TRANSPORT SERVICES
Early Years
Vernair Transport Services (VTS) was formed during 1967 by the Vernons Organisation to provide air transport facilities for the company. On 11th May 1967 a three-year old Queen Air D-ILBO was demonstrated to VTS at Liverpool and was subsequently purchased, being delivered as G-AVNG on May 29th. Initially available only for the carriage of Vernons personnel and the company owners. At first the aircraft was hangared with British Eagle. After the collapse of British Eagle in November 1968, Vernair employed a full time engineer and on 1st April 1969 they moved into No.3 Hangar, which remained their base until the company closed down in 1987. The hangar, which faced the West Apron on the North Airfield provided plenty of room for workshop accomodation for both their own fleet and for associated private owners.
A popular type handled in the early '70s was the DH. Dove, with several being overhauled, including one, G-APZU owned by an employee and used by Vernair if required. One such charter being for the MSAE to the Paris Air Salon in June 1969. To permit commercial charter, Vernair had by this stage been awarded its Air Operators Certificate (AOC) by the CAA. Subsequently, a subsidiary company, Vernair Flying Services (VFS), was founded to undertake charter operations.
Regular Work
A regular operation undertaken by Vernair's aircraft was the collection of Football Pool's Coupons. Throughout the football season, early on Saturday mornings from the early '70's, a Queen Air would fly from Liverpool to Belfast, Edinburgh, Glasgow and Newcastle to collect the Coupons. By the mid 1980's a King Air was used, but now only to Belfast, although throughout the year as the Pools now included Australian football.
With an increase in trade, during 1972 Aztec 250 G-AWPK was acquired from John Finlan Ltfd, this aircraft having previously been hangared and maintained by them on behalf of Finlanair. Further expansion occurred in 1974 with the acquisition of two further Aztecs and a second Queen Air. A project in early 1973 was for the operation of a Bell 47G on behalf of Littlewoods for the ferrying of cash. Although Vernair advertised in 'Flight International' for an experienced pilot and engineer, these plans were never realised.
UKAEA Contracts
A major boost to VFS's operations began on April 1st 1975 when the comany began flying a Manchester to Dounreay service on behalf of the Government. They replaced Northern Air Taxis who had operated Beagle 206's on the contract. Although initially operated from Manchester with one Queen Air and two Aztecs, within a week all flights were flown from Liverpool. As a result of this extra work, a further two Queen Airs were added to the fleet being more suited to the long flights than the Aztecs. Initially the flights were on an ad-hoc, when required, basis. In August 1975 Vernair were awarded a formal initial one-year contract for the continued operation on a regular basis. In the following year Vernair logged a total of 2,000 flying hours, flying over 300,000 miles and carried 3,000 passengers in support of this contract.
With the sucess of the operation, the Government renewed the contract for a further twelve months in August 1976, which required a minimum of 18 fllights weekly, with additional flights as required. From May 1976, with the dellivery of King Air 100 G-BAVE, Vernair became one of the first UK air taxi operators to introduce a pressurised twin turboprop aircraft. In late 1978 and early 1979 two King Air 90s were introduced onto the Dounreay flights, almost entirely replacing the Queen Airs. The faster, pressurised, turbo-prop proving much more suitable for these flights. The majority of the Queen Airs were withdrawn from regular operation mid 1979, although it was not until October '82 that the last one departed Liverpool. G-AYPC had been retained for a while, mostly in the freighter role, for the weekend Pools Coupons flights to Glasgow and Belfast.
In 1976 the company employed 11 pilots, 19 engineers and office personnel. The board of Directors of VTS consisted of Mr Vernon Sangster, Robert Sangster, G.R. Kennerley and R.R. Stephenson, with Captain Sharples as the company's Chief Pilot and Operations Manager.
Demonstration Flights & Executive Operations
During the second half of the 1970's with thoughts to expansion and re-equipment a number of types were demonstrated. These included Beech King Air C90 HB-GCV on 11th July 1971 and trial operation of this aircraft 25th July to 5th August; Commander 690 N57108 on 9th November 1973; GAF Nomad VH-AUN demonstrated 27th October 1976; Twin Otter C-GDHC on 7th July 1976. The largest of all being a HS.748 YV-46C on 13th October 1976, at which time Vernair were giving consideration to establishing a full scheduled service between Liverpool and Glasgow and/or the Isle of Man though, sadly, these plans came to nought.
The initial reason for the establlishment of VTS was to convey Vernons personnel around the country, but in particular the Sangster family. The first aircraft, Queen Air G-AVNG was used by the family until replacement by a new Super King Air 200 G-VRES in June 1978. Although occasionally used as a back-up aircraft for the Dounreay operation or on charter work, the King Air 200 was principally retained as an executive aircraft for the Sangster family until replaced by a new King Air 300, G-SRES in March 1985. At times the larger King Air was based for periods at the Isle of Man, which was the family home.
Equine Transport
The horse training and racing interests of the Sangster family led directly in early 1978 to the acquisition in America of a second-hand Skyvan 3. Although delivered to Liverpool on 4th May 1978, it was not until 22nd January 1979 that it was reflown as G-AWWS and able to enter service. The feasability of carrying two race horses was tested in early April 1979 with Doug Francis' horses Prime Justice and Hilton York. After the flight Chief Pilot Capt. Arthur Milne reported no problems, with horses seemingly happy enough, despite poor weather conditions. The type's STOL capabilities enabled it to land at race courses, although the most frequent route would be Liverpool-Ballydoyle-Cambridge-Liverpool, connecting Sangster's stables. The aircraft was also used for a 7 month period to carry the Isle of Man mail from and to Liverpool during the period 7th October 1980 to 9th May 1981. The aircraft did not fit into Vernair's portfolio well, so was transferred to the care of Shannon Executive Aviation as EI-BNN, May 1983, although it continued to carry race horses for the Sangster stables.
Miscellaneous Endeavours
The company, have had over the years a regular flow of aircraft, both singles and twins on maintenance, mainly for private owners. Liverpool based twins maintained included Ralli Bros & Coney's Queen Air G-AWKX early 1979 til September 1981 and Cessna 414 G-BBYT March 1977 through to May 1981.
In the early 1970s Vernair assembled a number of U.S. built Cessna singles which arrived in crates, including G-BAYO, G-BAYP, G-BBGX, G-BBJD, G-BBKZ and G-BIDH. They also converted imported Jodels G-AYFP, G-AYYO and G-AYUT and F8L Falco G-AZAY to British standards on behalf of General Aircraft Services during 1971.
Vernair also acted as agents in the sale of aircraft. Some of these deals were the sale of Aztec 250 G-BAUJ, Cessna 421B G-BCBK and Cessna 414 G-AZSJ on behalf of the estate of Graham Bourne late 1974 into early 1975, while others were King Air 200 G-BFOL stored for Ogden's August 1980 until sale March 1981 and Navajo G-BGOM stored by VTS at Liverpool April to July 1981 when it was repossessed by a Vernon's finance company on the collapse of Air Commuter of Coventry.
Vernair's operating expertise enabled them to operate a number of aircraft under contract from the owners. Queen Air G-ARFF was operated for British Domestic Appliances (later General Electric) in 1972 until early 1973 when replaced until October 1975 by G-AWOI, and more recently Cessna 421C G-TLOL for Littlewoods from the start of 1982 until February 1987 when the operating contract was passed onto Westair at Blackpool.
Towards the End
During the final full year of operations, 1986, Vernair operated a fleet of six aircraft, two each of King Air 90, King Air 100 and single examples of a King Air 200 and King Air 300. While the King Air 300 was used by the Sangster family, often from the Isle of Man, the other five aircraft operated mostly under the UKAEA contract flying between Liverpool and Dounreay, with Wick as the usual weather alternative. However the fleet ranged far and wide, for example in November 1986 destinations included: Ballydoyle, Belfast, Bristol, Cambridge, Chester, Dublin, East Midlands, Edinburgh, Fairoaks, Gatwick, Glasgow, Heathrow, Isle of Man, Leeds, Lyneham, Manchester, Northolt, Prestwick, Shannon and Woodvale. The company employed 13 pilots, 20 engineers and office staff. Captain Milnes being the Chief Pilot and Operations Manager.
Only months from recording twenty years of continuous profitable operation from Liverpool Airport, in January 1987 following a review of group activities by the Vernon's board faced with the cost of relocating hangarage onto the southern airfield at Liverpool Airport, it was announced that Vernair would cease operations and be sold on as a going concern. While the King Air 300 would remain in Sangster's ownership, four of the other five aircraft would be handed onto Northern Executive Aviation at Manchester, who would also take over operating the UKAEA contract. A very sad decision for the employees who had spent a large proportion of their working lives building up the company and keeping it profitable.
The date set for Vernair to cease flying operations at Liverpool was Saturday 14th February. However due to paperwork complications with the CAA affecting the transfer of AOC authority the end was slightly delayed. The final UKAEA flights operated from Liverpool on Friday 6th March, although on NEA 'Netax' call-signs.
The first aircraft to leave was King Air 90 G-BFVX to Manchester on 9th February for short term storage. On Friday 6th March King Air 100s G-BBVM departed at 1223, G-BAVE at 1235 and King Air 200 G-VRES at 1818, all for Manchester. King Air 90 G-BFVY operated a Belfast Pool's flight late on the 6th, before leaving for Manchester at 0017 on 7th March. Operation of the King Air 300 G-SRES seemed to change from Liverpool based to Isle of Man based operation from 17th March.
So ended the operations of a well established, highly successful Liverpool based operation. One can but speculate where the company would be now if they had decided to invest in a move to the South Airfield.
Aircraft Operated
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Regn Aircraft type Arrived Departed N o t e s
G-ASIU Beech 65 Queen Air 05.05.77 24.06.81 wfu 4.79-2.81 (became 5X-SAM 9.81)
G-AVNA Beech 65-80 Queen Air 20.06.74 11.74 (became N48133 6.75)
G-AVNG Beech A65 Queen Air 29.05.67 .81 (became G-REXY 1.85)
G-AWKX Beech 65-A80 Queen Air 18.03.75 early.79 wfu 10.78-2.79 sold locally
G-AWPK PA-23-250D Aztec .08.72 31.01.78 ex local owner (became N62RS 5.83)
G-AWWS SC-7 Skyvan 3 04.05.78 21.05.83 to S.E.A. as EI-BNN 5.83
G-AYPC Beech 70 Queen Air 24.04.75 01.10.82 (became G-REXP 9.85)
G-AZFE PA-23-250E Aztec 21.05.74 10.02.77 (became EI-BPA 5.84)
G-BAUJ PA-23-250E Aztec .12.74 05.75 Op 2.75-4/75 while up for onward sale (eventually pwfu 10.02)
G-BAVE Beech King Air A100 30.04.76 06.03.87 to NEA (became N..... 7.90)
G-BAWY PA-23-250E Aztec 06.12.74 23.09.75 (became OO-BBY 12.76)
G-BBVM Beech King Air A100 18.08.82 06.03.87 to NEA (became C-.... 12.92)
G-BDKG Beech 65-A80 Queen Air 20.10.75 08.06.79 accident 12.77, wfu 1.78-5.79 (crashed 08.07.79 Karachi)
G-BFVX Beech King Air C90 17.11.78 09.02.87 then stored (became G-OLAF 11.87)
G-BFVY Beech King Air C90 05.01.79 07.03.87 then op by NEA (became N...... 5.88)
G-SRES Beech King Air 300 28.03.85 15.03.87 to IoM base (to Colombia 8.89)
G-VRES Beech King Air 200 23.06.78 06.03.87 to NEA (re-regd G-ONEX 2.93, then 5Y-... 6.94)
Operated on behalf of their owners
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G-APZU DH.104 Dove 6 .04.69 .08.71 owned by employee J.White, was available for Vernair use.
G-ARFF Beech 65 Queen Air .02.72 .02.73 Op for owners British Domestic Appliances (became OO-AWA 4.76)
G-AWKX Beech 65 Queen Air .02.79 .09.81 Op for owners Ralli Bros & Coney (eventually pwfu 12.90)
G-AWOI Beech A80 Queen Air 26.02.73 15.10.74 Op for owners BDA/General Electric (became LN-TST 5.83)
G-TLOL Cessna 421C 30.12.82 02.02.87 Op for owners Littlewoods Organisation, moved to Blackpool.
Grounded Airframes and Other Aircraft Owned by Vernair
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Dismantled Cessna 310 G-ARBI was acquired for spares 12.01.77, the remains eventually scrapped.
G-BABX King Air 100 fuselage arrived 04.05.77 from Leavesden (crashed 12.01.77). Nose retained for use as a simulator.
A2-ZFM DH.104 Dove arrived 16.06.71 for spares recovery, eventually scrapped.
DH.104 Doves G-AJHX & G-AMUZ both registered to Vernair arrived by road 12.70 and eventually dumped and scrapped.
Both G-AZSJ Cessna 414 12.74-02.75 and G-BBJD Cessna 172M 12.74-01.75 registered to Vernair to facilitate onward sale,
but were never actually operated.
