British United Airways

British United Airways
Founded	July 1960; (amalgamation)
Ceased operations	30 November 1970; (merged with Caledonian Airways to form British Caledonian)
Hubs	London–Gatwick (1964–1970); London–Stansted (1960–1964);
Alliance	Aviation Traders (1960–1968); Channel Air Bridge (1960–1962); Morton Air Services (1960–1968); Bristow Helicopters (1960–1970); Gambia Airways (1960–1970); Sierra Leone Airways (1960–1970); Uganda Aviation Services (1960–1970); BUA (C.I.) (1962–1968); British United (Manx) Airways (1962–1968); Silver City Airways (1962–1963); British United Air Ferries (1963–1967); British United Island Airways (1968–1970);
Parent company	Air Holdings (1961–1968); BUA (Holdings) (1968–1970);
Headquarters	Portland House, Central London (1960–1968); London Gatwick Airport (1968–1970);
Key people	Sir Anthony Cayzer; Sir Nicholas Cayzer; Sir Myles Wyatt; Sir Freddie Laker; Max Stuart-Shaw; Alan Bristow; Alastair Pugh; Capt. Alan Hellary; Capt. P.A. MacKenzie;

British United Airways (BUA) was a private, independent^{[nb 1]} airline in the United Kingdom formed as a result of the merger of Airwork Services and Hunting-Clan Air Transport in July 1960, making it the largest wholly private airline based in the United Kingdom at the time. British and Commonwealth Shipping (B&C) was the new airline's main shareholder.

At its inception, BUA assumed the aircraft and operations of its predecessors. These included a fleet of 90 assorted fixed-wing aircraft and helicopters that continued to operate mainly non-scheduled services. Gatwick became BUA's main operating base while Stansted was the main base for trooping flights until 1964.

An order for ten BAC One-Eleven jet aircraft in May 1961 launched BUA's fleet re-equipment programme in support of its long-term policy to develop primarily as a scheduled airline. This was also the first time a private British airline had placed a launch order for a new jet. In January 1962, BUA absorbed British Aviation Services, the holding company of rival British independent airlines Britavia and Silver City Airways. This made BUA the largest unsubsidised airline outside the United States. Silver City's pre-merger status as the main independent provider of air ferry services in the UK also gave BUA a monopoly among UK-based air ferry operators. The subsequent takeover of Jersey Airlines in May 1962 resulted in further growth, giving BUA a fleet of more than 100 aircraft and 6,000 staff.

A city centre check-in facility for BUA's scheduled passengers opened in London Victoria station in late-April 1962.

A combined rail-air service linking the city centres of London and Paris that enabled BUA to circumvent regulatory restrictions preventing it from flying London—Paris direct began on 26 May 1963. This was marketed as a cheaper alternative to existing direct air services.^[1]^[2] The introduction into service of the Vickers VC10 on 1 October 1964 made BUA the first private UK carrier to begin sustained jet operations. BUA's takeover of the South American services of British Overseas Airways Corporation (BOAC) to Argentina, Brazil, Chile and Uruguay on 5 November 1964 marked a major expansion of its long-haul scheduled network.

On 9 April 1965, a BUA BAC One-Eleven became the type's first example to enter commercial service.

The simultaneous launch of daily One-Eleven jet services from Gatwick to Glasgow, Edinburgh and Belfast on 4 January 1966 made BUA the first scheduled all-jet operator on UK domestic trunk routes.

In 1968, the BUA group of companies underwent a major reorganisation to improve its financial performance. This included adoption of a new strategy for BUA that aimed to replace the dwindling number of unprofitable trooping flights with growing engagement in the more rewarding European inclusive tour (IT) and transatlantic affinity group charter markets. It also resulted in relocation of the head office and concentration of engineering activities at Gatwick. Successful implementation of these organisational and strategic changes enabled BUA to make the loss-making South American routes profitable by late-1968 and to become the UK's only profitable mainline scheduled domestic operator by 1969.

By the end of the 1960s, BUA had become the UK's leading private scheduled airline with a 44,000 mi (71,000 km) network spanning three continents — Europe, Africa and South America.

In November 1970, B&C sold BUA to the Scottish charter airline Caledonian Airways for £12 million (£234.5 million today). At that stage, it operated an all-jet fleet of 20 aircraft and employed a staff of 3,000.

Cite error: There are <ref group=nb> tags on this page, but the references will not show without a {{reflist|group=nb}} template (see the help page).

^ Aeroplane – Integration in Action ...: the Silver Arrow rail-air-rail service from London to Paris, Vol. 113, No. 2883, pp. 4–6, Temple Press, London, 19 January 1967
^ "British Caledonian, BCAL takes its place as Britain's third carrier". Flight International: 160. 3 August 1972.

[2] Aeroplane – Integration in Action ...: the Silver Arrow rail-air-rail service from London to Paris, Vol. 113, No. 2883, pp. 4–6, Temple Press, London, 19 January 1967

[BUA_Caledonian2-3] "British Caledonian, BCAL takes its place as Britain's third carrier". Flight International: 160. 3 August 1972.

[nb 1]

[1]

[2]