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Post by viscount on Jul 15, 2010 20:01:07 GMT 1
Air International (Manchester) Ltd
A company that appeared to have a sound business plan and generated a great deal of business and deserved to succeed, but ultimately, sadly failed. I flew on their aircraft on one of two one-hour charters organised by FoLA in November 1990, so recall this company better than most. This article newly created for the nwan forum by Brian Jones using FoLA '09/27' No.36 (report on FoLA's AEFs by Keith Hardwick) and monthly reports in the (then) paper-based NWAN magazine by Paul Ellison.
Air International, 1989-1992 [/size][/center] Air International (Manchester) Ltd secured office accommodation in the new terminal at Liverpool Airport in summer 1989. Initial indications would be that they would have a Navajo Chieftain and access to a Midlands based Citation. The company was founded by Julian van Gelder of Wilmslow, and interest from potential users was immediate. So much so that ahead of their own aircraft being ready, a Navajo was leased in from an Exeter owner for three months. G-BMGH arrived from Exeter on 26th July, with the first operation being to and from Belfast/Aldergrove, before a busy month during September and into October. The aircraft returned to Exeter 16th October. It reappeared sub-contracted to Streamline Avn 3rd November on a mail flight from EMA to Northolt. It was back at Liverpool 17th November from EMA, departing 23rd November for Exeter. That was just a prelude. Eventually their own aircraft was ready in the form of G-SCOT, at one time with British Caledonian. However, before delivery, it was resprayed at Oxford and given new marks as G-OJUG. A short period of familiarisation flying brought the aircraft into Liverpool on 11th, three times on 15th and just the once on 18th May 1990, with formal delivery to Liverpool from Oxford on 28th May, once all the paper-work had been sorted out and the AOC awarded by the CAA. A short stay at Manchester followed 29th June until 3rd July. Some business was picked up during July, of note a load of exhaust boxes bound for Teesside on 10th July. A substitute flight for Woodgate Aviation on a mail flight to Belfast operated in the early hours of 22nd August, and again 25th October. Charters for Fords found G-OJUG heading for Saarbrucken on 7th and 17th September, with a further Fords flight on 16th October. A further substitute mail flight saw the aircraft operate to and from EMA and then to EMA and back from Norwich in the early hours of 31st October. Business was building very nicely. On the day of FoLA's two 'air experience' flights, Captain David Lonsdale the Company's Chief Pilot reported that the past week had been the busiest yet, as in addition to our two flights, the aircraft had been to Haugesund (near Bergen, flights of 3 hours each way), twice to Cork, to Dublin and to Belfast. December was a busy month too, mainly on extra Christmas mail flights to Belfast, plus flights to Gatwick and Isle of Man. An 'immediate requirement' charter saw the aircraft being used by Manx Airlines on 29th December to 'clear' overbooked and consequently stranded passengers between Liverpool and the Isle of Man. Operations during 1991Rumours in January varied between Air International adding a Cessna 421 to the fleet, to replacing the Navajo with a Bandeirante. February though was a very quiet month, with the aircraft away on maintenance at Manchester for much of 9th February to first week of March. Business picked-up in March with charters and last-minute mail flights taking the aircraft to Gatwick 8th March on the demise of Air Europe Express and twice to Belfast on 19th March in lieu of an unserviceable Business Air Short 360. A scare on 26th April when inbound from Blackpool was caused by 'three greens' not being indicated in the cockpit. After inspection fly-bys, a safe landing was made at Liverpool. The next day the Navajo was flown across to Manchester for inspection into the cause of the scare. On the ground, Air international moved offices within the Liverpool Airport terminal, taking over accommodation recently vacated by Ryanair. In July charters took the aircraft to Belfast, Chivenor, Dublin, Guernsey, Isle of Man, Leavesden, Manchester and Plymouth. In August a regular contract called for an almost nightly passenger service from Liverpool to Dublin carrying lorry drivers on behalf of cargo sea-ferry operator Dublin Ferries, who carried the driver's trucks and trailers overnight. Sometimes as many as three trips were required overnight. As a result of this regular work, a second Navajo was leased-in, G-BMBI arrived from EMA on 25th September. Further work was picked up on the demise of Grosvenor Aviation of Manchester. Destinations during September covered Belfast, Blackpool, Caen, Cologne, Dublin, Gamston, Gotenburg, IoM, Manchester, Rochefort and Southampton. October found both aircraft busy on the Dublin contract, while places visited during the month covered Belfast, Dublin, EMA, Exeter, Hawarden, IoM, Leavesden, Maastrict, Manchester, Northolt and Southend. Overnight 5th-6th October, Air International, faced with a requirement they could not satisfy, sub-chartered a Manx BAe.ATP, Liverpool to Dublin and a Streamline Bandeirante G-OPPP, Dublin to Liverpool in order to clear passengers stranded by a strike affecting B&I sailings on the Holyhead-Dublin route. G-BMBI was away for maintenance briefly 24th to 29th October, before return to EMA on 17th November. Unexpectedly the final lorry drivers' flights operated on 28th November, the contract cut short by an industrial dispute preventing the cargo ferries from entering Dublin Port. However, again, December proved a busy month with extra mail flights to Edinburgh and 'excess-load' newspaper flights to Belfast, Dublin and Isle of Man. Such was the pace of operations that Woodvale Aviation's Aztec G-AXAX was used 9th December for a charter to and from Bournemouth. First half of 1992January and February were, as could be expected, quieter months. Business included the operation of Northern Airways schedule on 6th January between Barrow-in-Furness and Manchester. In February some 'excess-load' newspaper flights were flown from Manchester, while welcome income was provided carrying Ford motor parts Liverpool to Maastrict and return on 18th, 19th and 20th March, with further Ford flights on 3rd and 11th March. Annual C of A maintenance and checks took the aircraft away to Manchester on 13th March for four weeks, until return on 10th April. A Navajo Chieftain G-BTLE was leased-in to cover charters on 20th, 25th and 26th March. With their own aircraft back in service, work once again increased. One charter in a fairly active April was an MoD payment run, to and from Leavesden 21st April. In July charters ranged far and wide, visiting Belfast, Cardiff, Chivenor, Cork, EMA, Exeter, Inverness, IoM, La Rochelle, Leavesden, Manchester, Manston, Newquay, Southend, Stansted and Waterford. The visit to Newquay on 6th July was to operate Streamline's Newquay-Cardiff-EMA-Exeter overnight mail flight, returning to Liverpool on 8th. August brought a new opportunity, with the operation on 15th and 16th of pleasure flights over the gathered 'Tall Ships' in the Mersey. Flightline's Bandeirante G-OFLT provided extra capacity on 16th. Despite the Company creating much regular and ad-hoc work, with a wide and varied client base, the disappointing news spread around the Airport on 27th August that Air international has ceased trading and their Navajo Chieftain G-OJUG impounded where it was parked on the edge of the south airfield apron. The aircraft remained there, less one propeller, until legal matters had been sorted out with the Receivers, and departure for Carlisle on 5th November 1992. By 2.93 the aircraft had been exported to the USA and re-registered N711WE. FLEET, AIRCRAFT USED:
G-BMBI Piper PA-31-350 Navajo 25.09.91 17.11.91 leased-in, from & to EMA.
G-BMGH Piper PA-31-350 Navajo 26.07.89 23.11.89 leased-in, from & to Exeter
G-BTLE Piper PA-31-350 Navajo 20.03.92 26.03.92 short-term substitute aircraft
G-OJUG Piper PA-31-350 Navajo 28.06.90 ISOC 27.08.92
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Post by viscount on Jul 16, 2010 0:08:50 GMT 1
Sterling Business Jet Services PLC
As this Liverpool Airport based company never operated or had any aircraft of its own, I'm uncertain if it counts in this survey of Companies. However it did bring in a few interesting aircraft, so a brief mention can be reasonably justified. A freshly written account by Brian Jones for nwan forum, relying very heavily on Paul Ellison's records in the then paper-based NWAN magazine.
Sterling Business Jet Services, 1991-1992. Late in 1990, Shaun Collins of North West Aviation (dealing in aircraft imports and sales) set up a joint business venture, based on the North Airfield at Liverpool Airport. Very early in 1991 they took over the portakabin accommodation previously used by Walker Air Training Services (qv their entry). The new company dealing in the buying and selling of biz-jets and prop-jets. In February aircraft on the "books" with the company included a Gulfstream 2, Gulfstream 2B, Jetstar 731, Jetstar 8, Falcon 20C, Falcon 20F, Lear Jet 25B, King Air 300 and a Merlin IIIB. The first biz-jet to visit Liverpool directly connected with the new company was former TAG/McClaren Racing's Falcon 20 VP-CAR on 31st January 1991. Sterling Business Jet Services handled the sale of this aircraft to new owners in the United States. The aircraft arrived from Heathrow and departed to Keflavik on delivery. It became N32TC. Visits by Cessna 401B N9164N to Liverpool on 15th October and 12th December 1990 were in connection with the setting up of the new venture. Much of the business of the company did not relate to aircraft movements at Liverpool Airport. One that did, was a visit by executive Boeing 727-30 VR-BHN on 1st September from and to Southampton, with Sterling arranging for a series of photographs to be taken of the aircraft parked on the 'spur' taxiway. It was also intended to exhibit the aircraft at the 'Flight International' Business and Light Aviation Exhibition held at North Weald, 5th to 7th September, though was unable to land there due to the condition of the runway. Shaun Collins was onboard Falcon 20 N2FU that called at Liverpool on 1st October, from Biggin Hill to Paris/Le Bourget. During 1991 North West Aviation was re-named Sterling Aviation Ltd, and continued in the trading, sale and import/export of light aircraft from the same offices. The Company had moved off-site by April 1992, their Portakabin office accommodation being left vacant. |
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Post by viscount on Jul 16, 2010 22:30:11 GMT 1
North West Executive Jet Services
Another short lived, but very active company, noteable as the first biz-jet operator at Liverpool. Little was recorded at the time about the personalities involved, but much detail was recorded by Paul Ellison in the paper NWAN magazine. Another freshly compiled account for nwan forum.
North West Executive Jet Services, 1992-1994 [/size][/center] Liverpool's first biz-jet services operator was North West Executive Jet Services initially had access to two Citations, although most operations were conducted with just the one. Parent company would appear to be North West Property Management of Wavertree, to whom the Citation was registered. Mr.J.E.Backhouse certainly piloted the aircraft on occasions and was quite possibly the Company's founder. It is very difficult to separate operations of the aircraft on behalf of the parent company and which were commercial charters. This account will therefore be much more about the aircraft than the company. Citation G-EJET arrived at Liverpool on 24th October 1992 from its former base at Coventry, and was active particularly in January, before departure to Oxford on 2nd February. In the meantime G-JETB arrived from Bournemouth on 18th December and operated to Ampuria Brava (Gerona) and Belfast before dearting to Coventry 5th January 1993. G-EJET returned from Biggin Hill, now registered and marked as G-JETJ on 14th February. An active five weeks followed, with flights to Amsterdam (and back via Gamston), Oxford (twice), Hawarden, Isle of Man, Nice, Perigeux and Sligo. Towards the end of March a writ was attached to G-JETJ in No.1 hangar, impounding the aircraft, due to a legal wrangle over ownership. The aircraft remained impounded through April, until departure to Oxford on 9th May, with the dispute settled. Meanwhile G-JETB returned returned from Bournemouth on 23rd February, was away at Gerona 25.2 to 7.3, then to Oxford 10th March. Back from Oxford 28th March and into service, flying to the Isle of Man, the next day. The aircraft flew on 11 occasions before departing to Gerona on 23rd May. A few days later, on 26th May 1983, while being operated by Aerocharter Midlands, on a positioning flight from Oxford, landing in a torrential rainstorm at Southampton at 0640, the aircraft left runway 20, sliding down an embankment and onto the M27, bursting into flames on collision with a car, the crew and car occupants escaping the resultant fire-ball. Citation G-JETJ returned from Biggin Hill on 17th July and operated from Liverpool for the next six months without any signiificant break. The aircraft flew regularly, for example in July and August it visited Belfast, Biggin Hill, Caernarfon, Gamston, Gerona, Guernsey, Isle of Man and Sleap. In September and October visited Biggin Hill, Caernarfon, Coventry, Halfpenny Green, Keflavik, Luton, Reykjavik and Toulouse. The onset of Winter did not slow activity, with operations on ten days in November and December, visiting Aberdeen, Bournemouth, Gamston, Glasgow, St.Etienne and Toulouse, before leaving for Gatwick on 9th January 1994. Back from Coventry on 25th February. Over the next eight weeks G-JETJ ventured near and far, visiting Belfast, Biggin Hill, Coventry, Erfurt, Gamston, Isle of Man, Leavesden, Malaga and Northolt. On 16th April 1994 G-JETJ departed for Manchester and did not return to Liverpool. Aircraft Operated:
G-EJET/G-JETJ Cessna 550 Citation II 24.10.92 16.04.94 First visit as G-JETJ 14.2.93.
G-JETB Cessna 550 Citation II 18.12.92 23.05.93 Destroyed landing Southampton 26.5.93
A number of NW Executive flights used 'PZY' as an ICAO flight number prefix, with "Python" as the call-sign, although a couple of flights in February '93 and March '93 used 'ISY' or 'ACC' ICAO flight prefixes. Footnote: If Citation 550 G-JETJ sounds familar, it is again a currently resident biz-jet at Liverpool Airport, having returned since 16th August 2001, now with registered owners G-JETJ Ltd, part of the Beetham Organisation. |
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Post by viscount on Jul 27, 2010 15:47:43 GMT 1
Air Express I've got to be really careful with my facts and opinions on this one, as the founder of 'Air Express' is a member of this forum! I hope that he does not object to finding the company's activities dissected here. Another company I have an affection for, having met Jim Morrow on several occasions, and been flown by him to RAF Valley and back in the Islander.
Freshly written for the nwan forum by Brian Jones, mainly using NWAN magazine entries from the time, with the entry confirmed by Jim Morrow.Air Express, 2001 - 2002[/center] Capt Jim Morrow, the Chief Pilot for Keenair Charter on their Bandeirantes, spotted a market niche at Liverpool for an operation flying an aircraft with a capacity between a Seneca and the Bandeirante, offering ad hoc and contract cargo and passenger charter. The Britten Norman Islander with a capacity to carry 800kg of freight or upto 10 passengers seemed a good choice, so an agreement was struck with Hebridean Air Services of Cumbernauld to lease an Islander. On Saturday 27th January 2001 Jim Morrow traveled up to Cumbernauld and collected BN-2B G-BIIP and flew it down to Liverpool, arriving at 2119 hours. 'India Papa' was still sporting the eye-catching livery of former operators, Air Jamaica Express. The new company took the name 'Air Express' by the simple expedient of removing the 'Jamaica' name from the fuselage. A web site declared 'Air Express' as the "web's smallest airline", a self-proclaimed boast that was difficult to dispute. An 'artists impression' showed the aircraft in new black scheme with orange and yellow stripes, with a black-headed eagle over a similar shaped white shadow logo adorned the tail, with 'Air Express' in orange. The jury is still out on wether it is a good or bad thing that this scheme was never actually worn on an aircraft, but the finished job could well have been better than the 'cut and paste' impression. The aircraft was a notable one, being the 1000th BN-2 to fly. It was built as a BN-2B Islander at Bucharest, Romania with C/no. 2106, first flight as G-BIIP 20.5.81, arriving in the UK 21.6.81. Delivery flight to the USA commenced 14.8.81 for dealers Jonas Aircraft of New York. From there it went to Air Jamaica Express as 6Y-JQJ. Withdrawn at Montego Bay 10.95, returning to the UK early in 1999. Overhauled by Hebridean Air Services and offered for lease. Returning to Air Express, the first commercial flights were to and from Newtownards on 14th February 2001, then on 28th February to and from Belfast/Aldergrove and to and from the Isle of Man, presumed carrying freight. Freight, in particular newspapers, formed many of the loads of the company carried. In the early hours they would fly to either Dublin or Belfast/Aldergrove to supplement the regular newspaper freight contract aircraft. Through March, April, May, June and July newspapers were the main load carried. Although Jim Morrow had attempted to operate a passenger flight for enthusiasts out to the Cottesmore IAT, on 16th August, Air Express carried its first passengers, leaving Liverpool at 0815 in sunshine for the RAF Valley Air Show, with a return landing at 1830 in poor weather with rain, low cloud and wind. A day enjoyed by all, despite a cold and wet afternoon for the flying display, followed by a rough flight home. A flight to and from Newtownards on 6th August was followed on Saturday, 8th August with a passenger charter flight on behalf of FoLA to and from Peel's Sheffield City Airport, overflying Peel's other airfield at Finningley (to become Doncaster-Sheffield Airport) on the way home. After the variety of flying passengers, it was back to the regular early morning newspapers to Belfast or Dublin for the rest of the year, although on 26th December the Isle of Man was visited. January 2002 was the busiest month yet for the airline, with a number of newspaper flights to Belfast or Dublin. G-BIIP had visited Cumbernauld briefly twice during 2001, however presumably for C of A check it left on 21st January until 1st April. Its place at Liverpool being taken by Islander G-BPLR (recently ex Japan, with JA5298 showing through the paint-work). With G-BPLR the busy January continued with flights to the Isle of Man 26th, returning from Blackpool, then to and from Isle of Man 27th, and to Blackpool, returning from Isle of Man also 27th January. On 15th March out to Newtownards, back via Isle of Man and on 26th to and from Cardiff. Newspapers though continued to provide most business. G-BPLR left for Cumbernauld on 31st March, with G-BIIP returning on 1st April. Only a few newspaper flights in April, then a one hour local on 5th May. On 7th May G-BIIP returned to Cumbernauld, with G-ISLA arriving in its place. G-ISLA operated just the one newspaper night flight, to and from Dublin, before leaving for Cumbernauld on 15th May. This was to be the last flight of the airline, the lease on G-BIIP being terminated without the aircraft returning. The main income of Air Express was 'topping-up' newspaper flights. However the weight of newspapers being transported from mainland UK was falling rapidly with new digital printing technology enabling parallel print runs hundreds of miles apart. As newspaper loads fell rapidly, so Jim Morrow tried hard to sell the Islander for other loads and ad hoc work, however charters were not forthcoming. Jim Morrow actively investigated alternative, passenger orientated work. For this the Islander was simply too slow and too noisy for air taxi work, a Navajo Chieftain would be much more suitable, however finding one on Air Express's terms proved difficult. Air Express did not operate again. The owner went on from Keenair Charter to other jobs in aviation, and continues to fly twins, occasionally calling at Liverpool. Air Express Fleet List:
G-BIIP BN-2B Islander 27.01.01 07.05.02 away for CofA check 21.01.02-01.04.02
G-BPLR BN-2B Islander 21.01.02 31.03.02 substitute aircraft while G-BIIP away on checks
G-ISLA BN-2B Islander 07.05.02 15.05.02 short term substitute aircraft
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Post by Beemer on Aug 28, 2010 19:07:20 GMT 1
Scanned and posted for Viscount. G-BIIP Bn-2A with Air Express on a FOLA enthusiasts charter to the Air Show at Valley 2001  |
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Post by viscount on Sept 4, 2011 22:07:19 GMT 1
This company presents me with some problems. The scope of this series of company histories on nwan forum is to cover all resident air charter, freight and passenger operators who have had their headquarters at Liverpool Airport or close by. While the name of this operator ‘North West Air Charters’ clearly comes within the scope of air charter companies resident at Liverpool Airport, I have little indication that they actually currently operate air charter flights. Certainly one would expect an air charter company to maintain a web site, but a quick ‘Google’ does not reveal one – so any charter activity there might have been, must be back in the earlier years of aircraft operation by NWAC North West Air Charters 1993-onwards
at LJLA 1993-2010 The first aircraft to be registered to North West Air Charters was an Aztec 250E G-BDHL acquired from Ravenair Flying Services at Manchester and delivered to Liverpool Airport 24th December 1992 from Manchester. The aircraft was severely damaged in a forced landing near Kelsall, Cheshire on 2nd September 1993. The dismantled aircraft was brought back to Liverpool Airport in the care of Keenair Services, but having been assessed as a write-off was roaded out during November. On 2nd February 1994 a replacement in the form of PA-31 Turbo Navajo 310 G-BDUJ arrived at Liverpool Airport on delivery from Biggin Hill. Within days of arrival it took up the marks G-NWAC on change of ownership to North West Air Charters. For the following years it operated from Liverpool. It was away at Manchester 1st March to 22nd September 2000, quite likely on an extended period of maintenance. It suffered slight ground damage at Stapleford 31st March 2001, not returning until 25th July following repair. Some months the aircraft would rarely fly, other months it is very active, for example in May 2002 it visited Dublin, Inverness, Glasgow, Newcastle, Teesside, Redhill and Amsterdam. G-NWAC departed for Manchester on 1st July 2002 for maintenance, returning on 22nd July, now N250AC with owner registered as North West Air Inc, Trustee with a Wilmington, Delaware address. Operation of the aircraft from Liverpool continued however. There was a further period away 25th February to 30th August 2009, possibly on maintenance at Oxford. During 2010 at times lived at the private Stretton airstrip, although back at Liverpool for a period in 2011, the company can now no longer be considered based. Fleet
G-BDHL PA-23 Aztec 250E 24.12.92 02.09.93 written off in forced landing Kelsall, Cheshire
G-NWAC/N250AC PA-310 Turbo Navajo 02.02.94 current re-registered July 2002, since 2010 op from Stretton
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Post by Cityflyer on Sept 27, 2011 17:52:43 GMT 1
North West Executive Jet Services
North West Executive Jet Services, 1992-1994 [/size][/center] A few days later, on 26th May 1983, while being operated by Aerocharter Midlands, on a positioning flight from Oxford, landing in a torrential rainstorm at Southampton at 0640, the aircraft left runway 20, sliding down an embankment and onto the M27, bursting into flames on collision with a car, the crew and car occupants escaping the resultant fire-ball. G-JETB Cessna 550 Citation II 18.12.92 23.05.93 Destroyed landing Southampton 26.5.93 [/size][/pre] [/quote]  Seen on the M27, having hit 2 cars!!! |
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Post by viscount on Feb 10, 2012 0:56:52 GMT 1
North West Air Charter's Navajo G-NWAC during summer 2002.  ....and sometime after July 2002 and re-registration as N250AC  Another Navajo, this one G-OJUG with Air International, noted at Liverpool 10th July 1992. Yes, that is an A-26 Invader departing behind!  On a rather bleak GA apron, before all the current infrastructure was built up, Air Express's Islander G-BIIP.  |
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