{{Short description|Airline of the United Kingdom (1953–1992)}} {{About|the defunct British airline|the Danish airline|Danair|the Romanian airline|Dan Air (Romania)}} {{Use dmy dates|date=September 2019}} {{Use British English|date=November 2013}} {{Infobox airline | airline = Dan Air Services | logo = Dan-Air logo.svg | logo_size = | image = Gatwick1976-mrh.jpg | fleet_size = | destinations = | caption = Dan-Air de Haviland Comets and BAC One-Elevens parked at London-Gatwick in 1976 | IATA = DA | ICAO = DAN | callsign = DAN-AIR | parent = {{nowrap|[[Davies and Newman]]}} | founded = {{start date|1953|05|21|df=yes}} | ceased = {{end date|1992|11|27|df=yes}} (merged into [[British Airways]]) | headquarters = {{plainlist | * [[City of London]]: Bilbao House (1953–1987) * [[Central London]]: New City Court<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200759.html |title=World Airline Directory |journal=[[Flight International]] |page=71 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102092013/http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200759.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200766.html |title=World Airline Directory |journal=Flight International |date=27 March – 2 April 1991 |page=84 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102092143/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200766.html |url-status=live }}</ref> (1987–1991) * [[Horley]], Surrey: Newman House<ref name="D_N_James_ProgressReport"/><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200773.html |title=World Airline Directory |journal=Flight International |date=25–31 March 1992 |page=75 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102092428/http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200773.html |url-status=live }}</ref> (1991–1992) }} | key_people = {{ubl|class=nowrap | [[Fred Newman (businessman)|Fred Newman]] (1953–1990) | [[David James, Baron James of Blackheath|David James]] (1990–1992)}} | hubs = {{ubl|class=nowrap | [[Berlin Tegel Airport|Berlin–Tegel]] | [[Gatwick Airport|London–Gatwick]] | [[Manchester Airport|Manchester]]}} | secondary_hubs = | focus_cities = {{nowrap|[[Newcastle International Airport|Newcastle upon Tyne]]}} | frequent_flyer = | lounge = | alliance = | subsidiaries = }}
'''Dan-Air''' (legally ''Dan Air Services Limited'') was an airline based in the United Kingdom and a wholly owned [[subsidiary]] of [[London]]-based [[shipbroker|shipbroking]] firm [[Davies and Newman]]. It was started in 1953 with a single aircraft. Initially, it operated cargo and passenger [[charter flight]]s from [[London Southend Airport|Southend]] (1953–1955) and [[Blackbushe Airport|Blackbushe]] airports (1955–1960) using a variety of piston-engined aircraft{{sfn|Simons|1993|p=10, 31}} before moving to a new base at [[Gatwick Airport]] in 1960, followed by expansion into [[inclusive tour]] (IT) charter flights and all-year round scheduled services.{{sfn|Heathcote-Smith|1973|p=[http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%201488.html 836]}} The introduction of two [[De Havilland Comet 4|de Havilland Comet series 4]] jet aircraft in 1966 made Dan-Air the second British independent airline after [[British United Airways]] to begin sustained jet operations.
The early 1970s saw the acquisition of a pair of [[Boeing 707]] long-haul jets for use on [[Caledonian Airways#Attaining market leadership in transatlantic affinity group charters|affinity group]] and [[Advance Booking Charter]] flights to [[Canada]] and the [[United States]].{{sfn|Simons|1993|pp=71–73, 83–84, 120}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%202116.html |title=Dan-Air |journal=Flight International |date=9 October 1975 |page=519 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019203209/http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%202116.html |url-status=live }}</ref> In 1973, Dan-Air became the first British airline to operate the [[Boeing 727]] trijet. By the mid-1970s, it had become Britain's largest independent airline, both in terms of passengers carried and fleet size, operating the country's largest [[charter airline|charter fleet]]. This was also the time a Dan-Air staff member, [[Yvonne Pope Sintes]] became Britain's<ref name="UK_female_aviators"/> and Europe's first female jet [[pilot in command|captain]].{{sfn|Simons|1993|pp=113–115}}<ref name=":0">{{Cite news|title=Yvonne Pope Sintes obituary|newspaper=[[The Times]]|language=en|url=https://www.thetimes.com/article/yvonne-pope-sintes-obituary-vfw0s6m8b|access-date=2021-08-29|issn=0140-0460|archive-date=25 August 2021|archive-url=https://web.archive.org/web/20210825233511/https://www.thetimes.co.uk/article/yvonne-pope-sintes-obituary-vfw0s6m8b|url-status=live}}</ref>
By the early 1980s, the airline had also become the leading operator of [[fixed wing]] [[petroleum industry|oil industry]] support flights, operating a fleet of 13 [[Hawker Siddeley 748]] [[turboprop]]s between bases on the Scottish mainland and the [[Shetland Islands]] under contract to firms involved in [[North Sea]] [[hydrocarbon exploration|oil exploration]].{{sfn|Simons|1993|pp=93–100}} In 1983, Dan-Air was the first airline to launch commercial operations with [[British Aerospace 146]] [[regional jet]]. The acquisition of an [[Airbus A300]] in 1986 marked Dan-Air's [[wide-body aircraft|widebody]] debut and the late 1980s saw a major expansion of their scheduled activities, including the introduction of two-class services on trunk routes. Passenger numbers peaked in 1989 at 6.2 million (1.8 million on scheduled services).{{sfn|Simons|1993|p=254}}
Lack of [[vertical integration]] with a [[tour operator]], and an inefficient fleet mix dominated by ageing Boeing 727s and [[BAC One-Eleven]]s made Dan-Air uncompetitive, resulting in increasing marginalisation and growing financial difficulties as well as a change in [[senior management]] and [[strategic management|strategy]] by the early 1990s.{{sfn|Simons|1993|pp=188–190, 193–4, 200–1, 220, 256}} Following unsuccessful attempts to merge Dan-Air with a competitor, the ailing airline was sold to [[British Airways]] in 1992 for the nominal sum of [[pound sterling|£]]1.
==History== ===Beginning=== [[File:Douglas C-47B G-AMSU Dan-Air BLA 09.04.55 edited-2.jpg|thumb|right|The airline's first aircraft G-AMSU, a [[Douglas C-47 Skytrain|Douglas C-47B Dakota 4]] at [[Blackbushe Airport]] in 1955 wearing the initial ''Dan-Air Services'' titles]] Dan-Air's [[holding company#Parent company|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 airline|charter operator]] and flew a single [[Douglas DC-3]] out of [[London Southend Airport|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 [[Berlin Tempelhof Airport#Postwar commercial use|Tempelhof Airport]] that formed part of the [[Berlin Tempelhof Airport#Postwar commercial use|second ''Little Berlin Airlift'']].{{sfn|''Aircraft''|2010|p=53}}<ref name="DA_Sun_46">''Flying to the sun – A history of Britain's holiday airlines: 5. The struggle to become established – Dan-Air'', Woodley, C., The History Press, Stroud, 2016, p. 46</ref>
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.<ref name="DA_Sun_46"/>
Dan-Air derived its name from its parent's initials, '''D'''avies, '''A'''nd, '''N'''ewman.{{sfn|Heathcote-Smith|1973|p=836}} The company was [[incorporation (business)|incorporate]]d on 21 May 1953 as Dan Air Services Limited, with a capital of £5,000.{{sfn|Simons|1993|pp=9–10}} 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]].<ref>''In Flight – Silver Jubilee Anniversary Edition'', Dan Air Services Ltd., London, 1978</ref> This convention was followed until a year before Dan-Air's takeover by British Airways, when the "London" suffix was dropped from fuselage titles.<ref>''In Flight – Spring / Summer 1992 Edition'', Dan Air Services Ltd., London, 1992</ref>
Dan-Air's first commercial service – an ''ad hoc'' charter flight from [[London Southend Airport|Southend]] via [[Manchester Airport|Manchester]] to [[Shannon Airport|Shannon]] – occurred in June 1953.{{sfn|Simons|1993|p=10}} Operations initially continued from Meredith's old base at Southend Airport, where Meredith managed Dan-Air's operations for the first six months.<ref name="DA_Sun_46"/> (Following the end of Meredith's contract to manage Dan-Air's operations at Southend, Meredith Air Transport changed its name to [[Air Safaris|African Air Safaris]] on 29 November 1954.<ref>''Flying to the sun – A history of Britain's holiday airlines: 5. The struggle to become established – Air Safaris'', Woodley, C., The History Press, Stroud, 2016, p. 48</ref>)
===Areas of commercial activity=== Dan-Air operated inclusive tour (IT) charter flights,<ref name="FI1985-27/30" />{{rp|27}} regional short-haul scheduled services,<ref name="FI1985-27/30"/>{{rp|27}} [[transatlantic flight|transatlantic]] and other worldwide affinity group/Advanced Booking Charters (ABC flights),{{sfn|Simons|1993|pp=71–73, 83–84, 93–100, 120}}{{sfn|Heathcote-Smith|1973|p=838}}<ref name="FI1985-27/30"/>{{rp|28}}<ref name="ABC707">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200009.html |title=Dan-Air |journal=Flight International |date=2 January 1975 |page=9 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019184421/http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200009.html |url-status=live }}</ref> oil industry support flights<ref name="FI1985-27/30"/>{{rp|30}}<ref name="OilSupport_Contract_No1">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201511.html |title=Scottish oil aviation |journal=Flight International |date=26 September 1974 |page=387 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102175308/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201511.html |url-status=live }}</ref><ref name="new_business">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200307.html |title=Short hauls |journal=Flight International |date=2 February 1980 |page=293 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019165602/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200307.html |url-status=live }}</ref><ref name="oil_charters">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200420.html |title=Oil support aviation expands |journal=Flight International |date=9 February 1980 |page=400 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019163457/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200420.html |url-status=live }}</ref><ref name="honeymoon">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200446.html |title=Now that the honeymoon is over ... Dan-Air |journal=Flight International |date=17 March 1984 |page=686 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=24 October 2012 |archive-url=https://web.archive.org/web/20121024163141/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200446.html |url-status=live }}</ref> and ''ad hoc'' operations including all-cargo services from [[Gatwick Airport|London Gatwick]], other British airports and [[Berlin-Tegel Airport|Tegel Airport]] in West Berlin.
===Commercial success=== [[File:Dan-Air BAC-111 at Zurich Airport in May 1985.jpg|thumb|right|A Dan-Air [[BAC One-Eleven]] coming in to land at [[Zürich Airport]] in May 1985]] [[File:Museum of Flight DH Comet interior.jpg|left|thumb|The interior of Dan-Air [[de Havilland Comet#Comet 4|Comet 4C]] G-BDIX on display at the [[National Museum of Flight]], [[East Fortune]], Scotland]] [[File:Dan-Air Airbus A300 Rees.jpg|thumb|right|A Dan-Air [[Airbus A300]] taxiing towards its stand at [[Gatwick Airport|London Gatwick]] in March 1990.]] 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 Airfield|Lasham]], a disused [[World War II|war]]-time airfield in [[Hampshire]], to service its fleet as well as other operators.{{sfn|Heathcote-Smith|1973|p=836}}{{sfn|Simons|1993|pp=15}}
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.{{sfn|''Aircraft''|2010|p=53}}{{sfn|Simons|1993|p=10}}<ref name="DA_Sun_46"/> The main base transferred to Gatwick in 1960 when Blackbushe closed to commercial airlines.<ref name="Blackbushe772">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%200764.html |title=Where Are The Blackbushe Tenants Now? |journal=Flight International |date=3 June 1960 |pages=772–773 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=25 October 2012 |archive-url=https://web.archive.org/web/20121025064318/http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%200764.html |url-status=live }}</ref>{{sfn|Simons|1993|p=31}}
Dan-Air's arrival at Gatwick in 1960 coincided with the entry into service of three former [[Butler Air Transport]] [[Airspeed Ambassador]]s, the airline's first [[cabin pressurization|pressurise]]d aircraft. This heralded the beginning of a major expansion into the [[package holiday|IT charter]] market, including its first charter programme from [[Manchester]]. [[Horizon Travel|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 [[BAC One-Eleven|One-Eleven]]s assumed the bulk of these operations towards the end of the decade.{{sfn|''Aircraft''|2010|pp=53–55}}{{sfn|Simons|1993|pp=32–33}}
In 1966, Dan-Air introduced its first pair of ex-[[British Overseas Airways Corporation]] (BOAC) de Havilland Comet series 4 aircraft,{{sfn|Heathcote-Smith|1973|p=836}}<ref name="Initial_purchase">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1966/1966%20-%200485.html |title=... And Dan-Air Buy Comets |journal=Flight International |date=24 February 1966 |page=290 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019092428/http://www.flightglobal.com/pdfarchive/view/1966/1966%20-%200485.html |url-status=live }}</ref><ref name="DanAirsComets_69">{{citation |work=Airliner World |title=The Last of Dan-Air's Comets – Dan-Air and the Comet |publisher= Key Publishing |location=Stamford, UK |date=November 2010 |page=69}}</ref> which made it the second British independent airline after [[British United Airways#Expansion and fleet rationalisation|British United Airways]] to start uninterrupted pure jet operations.{{sfn|Heathcote-Smith|1973|p=836}}<ref name="DanAirsComets_69"/> This marked the beginning of sustained, steady and mostly profitable expansion.{{sfn|Simons|1993|p=47}}
By the end of the 1960s, Dan-Air had become Gatwick's third biggest resident operator after [[British United Airways]] and [[Caledonian Airways]].<ref>Cooper, B., ''Got your number'', ''Golden Gatwick'', ''Skyport'', Gatwick edition, Hounslow, 6 June 2008, p. 12</ref>
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#707-320|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.<ref>''Flying to the sun – A history of Britain's holiday airlines: 10. Transatlantic services – Dan-Air'', Woodley, C., The History Press, Stroud, 2016, pp. 149-150</ref>
Dan-Air's parent, Davies and Newman Holdings, became a publicly listed company when it was [[initial public offering|float]]ed on the [[London Stock Exchange]] in late 1971.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%202068.html |title=Public money for Dan-Air? |journal=Flight International |date=7 October 1971 |page=564 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019071955/http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%202068.html |url-status=live }}</ref> The group was [[market capitalisation|capitalise]]d at £5 million at its stock market debut.{{sfn|Simons|1993|p=80}} 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 [[Republic of Ireland|Ireland]]),<ref name="sched_trans1">{{cite journal |url=http://www.flightglobal.com/PDFArchive/View/1990/1990%20-%201612.html |title=Scheduled Transition |journal=Flight International |date=6–12 June 1990 |page=34 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=12 April 2012 |archive-url=https://web.archive.org/web/20120412141418/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%201612.html |url-status=live }}</ref> enter the transatlantic affinity group/ABC market{{sfn|Simons|1993|pp=71–73, 83–84, 120}}<ref name="FI1985-27/30"/>{{rp|28}} and establish itself as leading fixed wing operator of oil industry support flights.<ref name="FI1985-27/30"/>{{rp|30}}{{sfn|Simons|1993|pp=93–100}}<ref name="OilSupport_Contract_No1"/><ref name="oil_charters"/> It let the airline expand its fleet, leading to introduction of the One-Eleven,{{sfn|Heathcote-Smith|1973|p=836}}<ref name="exAA_OneEleven">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1969/1969%20-%201715.html |title=Air Transport |journal=Flight International |date=27 March 1969 |page=466 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019002930/http://www.flightglobal.com/pdfarchive/view/1969/1969%20-%201715.html |url-status=live }}</ref>{{sfn|Heathcote-Smith|1973|p=839}} Boeing 707,{{sfn|Heathcote-Smith|1973|p=836}} Hawker Siddeley 748,{{sfn|Heathcote-Smith|1973|p=836}} Boeing 727,{{sfn|Heathcote-Smith|1973|p=836}}Boeing 737,<ref name="737_intro">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203614.html |title=World News |journal=Flight International |date=29 November 1980 |page=2019 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019164714/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203614.html |url-status=live }}</ref> BAe 146<ref name="FI1985-27/30"/>{{rp|28}}<ref name="146_InauguralFlight"/> and, eventually, the Airbus A300.<ref name="Widebody_debut">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1986/1986%20-%200613.html |title=Market Place – Dan-Air |journal=Flight International |date=22 March 1986 |page=9 |publisher=Flightglobal.com |access-date=2 May 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020085550/http://www.flightglobal.com/pdfarchive/view/1986/1986%20-%200613.html |url-status=live }}</ref> Most were acquired second-hand.{{sfn|Heathcote-Smith|1973|p=839}}
In 1972, Dan-Air co-founded [[Gatwick Handling]], a Gatwick-based handling agent, with [[Laker Airways#Ground handling|Laker Airways]]. Each owned 50% at its inception.{{sfn|Simons|1993|pp=81–82}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200200.html |title=Delta takes Gatwick Handling |journal=Flight International |date=4 February 1984 |page=314 |publisher=Flightglobal.com |access-date=5 August 2009 |archive-date=14 March 2010 |archive-url=https://web.archive.org/web/20100314043321/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200200.html |url-status=live }}</ref>
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.<ref name="1975_Fleet">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200173.html |title=Dan-Air's 1975 fleet |journal=Flight International |date=30 January 1975 |page=129 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019203104/http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200173.html |url-status=live }}</ref> Operating a large fleet comprising aircraft of various sizes gave the airline unrivalled flexibility among [[Europe]]an [[charter airline|charter carrier]]s to meet the requirements of different tour operators.{{sfn|Heathcote-Smith|1973|p=837}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201597.html |title=World's Charter Airlines |journal=Flight International |date=10 October 1974 |page=463 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=22 October 2012 |archive-url=https://web.archive.org/web/20121022121411/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201597.html |url-status=live }}</ref> In the UK, Dan-Air was second only to British Airways in fleet size.<ref name="FI1985-27/30"/>{{rp|27}} For most of this period, Dan-Air had more than 50 aircraft,<ref name="FI1985-27/30"/>{{rp|30}} employed about 3,000<ref name="FI1985-27/30"/>{{rp|28}}<ref name="FI1985-27/30"/>{{rp|29}} and by the end of the 1980s carried 6 million passengers annually, almost one-third on scheduled services.{{sfn|Simons|1993|p=254}}
Dan-Air marked the 1980s with a corporate makeover. The first stage entailed a new fleet-wide [[aircraft livery|livery]]. One Boeing 727-100, the airline's first pair of stretched [[727-200|Boeing 727-200 Advanced]]<ref name="evergreen_independent">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%204382.html |title=Three-type fleet for Dan-Air |journal=Flight International |date=1 December 1979 |page=1818 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019142823/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%204382.html |url-status=live }}</ref> and its first Boeing 737<ref name="737_intro"/> were first to appear in the new livery. The second stage gave the fleet [[wide-body aircraft|widebody look]] interiors as each aircraft underwent maintenance.<ref>''Aviation News – UK and Irish airlines since 1945 (Part 34 [Dan-Air Services])'', Vol 64, No 12, p956, HPC Publishing, St Leonards on Sea, December 2002</ref><ref>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200650.html |title=Air Transport, Flight International, 1 March 1980, p618 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=18 October 2012 |archive-url=https://web.archive.org/web/20121018042642/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200650.html |url-status=live }}</ref> The final stage changed stationery, ticket wallets, timetable covers, airport signs and baggage tags as well as its logo<ref>{{cite web |url=http://www.al-airliners.be/d-j/danair/da-logo.jpg |title=early 1980s Dan-Air logo |access-date=7 January 2012 |archive-date=6 February 2012 |archive-url=https://web.archive.org/web/20120206224832/http://www.al-airliners.be/d-j/danair/da-logo.jpg |url-status=live }}</ref> in advertisements and public relations campaigns.
By the time British Airways took over [[British Caledonian in the 1980s#British Airways wins the day|British Caledonian]], Dan-Air had become Gatwick's second-largest slot holder, accounting for 16% of [[airport slots|slot]]s. Dan-Air provided the chairman of the Gatwick Scheduling Committee while British Caledonian, Gatwick's largest slot holder, provided the [slot] co-ordinator.<ref name="ch4">{{cite web |url=http://www.competition-commission.org.uk/rep_pub/reports/1987/fulltext/219c02.pdf |title=British Airways Plc and British Caledonian Group plc; A report on the proposed merger Chapter 2, Competition Commission website |access-date=7 January 2012 |archive-url=https://web.archive.org/web/20120119185621/http://www.competition-commission.org.uk/rep_pub/reports/1987/fulltext/219c02.pdf |archive-date=19 January 2012 |url-status=usurped }}</ref>
====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 area|sterling's devaluation]] and [[foreign exchange controls|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 [[Berlin Tegel Airport#1948-1990 (Cold War era)|Allied charter carriers]] – chiefly fellow British independent [[Laker Airways#An overseas base|Laker Airways]] and US airline [[Modern Air Transport#Establishment and growth of West Berlin operation|Modern Air]].{{sfn|Simons|1993|pp=49, 63, 173}}{{sfn|''Aircraft''|2010|pp=55–56}}<ref>''High Risk: The Politics of the Air'', Thomson, A., Sidgwick and Jackson, London, 1990, p189</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1969/1969%20-%201266.html |title=Channel's Scottish Flyer |journal=Flight International |date=16 January 1969 |page=81 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=18 October 2012 |archive-url=https://web.archive.org/web/20121018105226/http://www.flightglobal.com/pdfarchive/view/1969/1969%20-%201266.html |url-status=live }}</ref> [[File:Dan-Air London Boeing 707-300 Manteufel.jpg|thumb|right|Dan-Air operated this ex-[[Pan American World Airways|Pan Am]] [[Boeing 707-320|Boeing 707-321]], registration G-AZTG (ex-N722PA), out of [[Berlin Tegel Airport]] during winter 1974–75. It is seen here at Tegel Airport in September 1978, shortly after its return from a [[aircraft lease|lease]] to [[Air Malta]] (the [[aircraft livery|colour scheme]] is a hybrid).]] 31 March 1968 marked the beginning of Dan-Air's association with [[Berlin-Tegel Airport#Other operators|Tegel]] which lasted [[Berlin-Tegel Airport#Early post-reunification era (1990–1995)|25 years]]. On that day, a Comet 4 left the airport for [[Málaga]], the first of almost 300 IT flights under contract to [[West Germany|West German]] tour operator [[Arcandor|Neckermann und Reisen]].<ref name="DanAirsComets_70">{{citation |work=Airliner World |title=The Last of Dan-Air's Comets – Dan-Air and the Comet |publisher=Key Publishing |location=Stamford, UK |date=November 2010 |page=70}}</ref>{{sfn|Simons|1993|p=49}} Dan-Air established its first overseas base at Tegel in 1969.{{sfn|Simons|1993|p=49}} Up to five aircraft were stationed there for over two decades. These initially comprised Comets, One-Elevens, and Boeing 707s and 727s.{{sfn|Heathcote-Smith|1973|p=836–837}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201048.html |title=Dan-Air |journal=Flight International |date=18 July 1974 |page=54 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=22 October 2012 |archive-url=https://web.archive.org/web/20121022121054/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201048.html |url-status=live }}</ref><ref name="1974_optimism">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201737.html |title=Dan-Air: cautious optimism |journal=Flight International |date=31 October 1974 |page=589 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020171006/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201737.html |url-status=live }}</ref> They were later replaced with Boeing 737s, Hawker Siddeley 748s, and BAe 146s. The Berlin fleet operated [[charter flight|charter]]s under contract to tour operators as well as scheduled services to [[Amsterdam]] and [[Saarbrücken]].<ref name="TXLAMS_licence">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203227.html |title=Short hauls |journal=Flight International |date=25 October 1980 |page=1552 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019222842/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203227.html |url-status=live }}</ref><ref name="TXL_scheduled ops">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200167.html |title=Dan-Air increases its scheduled ops |journal=Flight International |date=28 January 1984 |page=267 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019162642/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200167.html |url-status=live }}</ref> Gatwick aircraft and crew operated most regular charter flights as well as all scheduled services linking Berlin with Gatwick.<ref name="LGWTXL_licence">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%201457.html |title=Dan-Air goes East for new routes |journal=Flight International |date=23–29 May 1990 |page=15 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020084514/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%201457.html |url-status=live }}</ref> 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.<ref>''Kompass – various editions'', Dan Air Services Ltd., West Berlin, 1976–1986 {{in lang|de}}</ref>
Dan-Air's Berlin 727s had additional fuselage fuel tanks<ref name="1974_optimism"/> to fly non-stop to the [[Canary Islands]] with a full [[payload (air and space craft)|payload]]. At {{convert|2200|mi|km|-2}} the distance between Berlin and [[Las Palmas]] was greater than the shortest transatlantic crossing between [[Shannon Airport|Shannon]] in western Ireland and [[Gander International Airport|Gander]] in eastern Canada. The five-hour flight was the limit of the 727's economically viable non-stop [[range (aircraft)|range]].{{sfn|Simons|1993|p=124}} 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 [[airline seat#Seat pitch|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.<ref>''Berlin Airport Company – Report on Dan-Air's Berlin operation, July 1975 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports'', Berlin Airport Company, West Berlin, 1975 {{in lang|de}}</ref>
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]].<ref>''Berlin Airport Company – News, December 1974 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports'', Berlin Airport Company, West Berlin, 1974 {{in lang|de}}</ref><ref>''Berlin Airport Company – Summary of 1974 Annual Report, February 1975 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports'', Berlin Airport Company, West Berlin, 1975 {{in lang|de}}</ref>
====Scheduled service developments==== [[File:Ambassador.arp.750pix.jpg|thumb|Dan-Air [[Airspeed Ambassador|Airspeed AS 57 Ambassador]] at [[Bristol Airport]] in 1965.]] Dan-Air operated its first seasonal scheduled service during summer 1956 between Blackbushe and Jersey.{{sfn|Heathcote-Smith|1973|p=836}}{{sfn|Simons|1993|p=19}} 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 Dove]]s. Subsequent changes included extending the service from Bristol to [[Plymouth]], and replacing [[de Havilland Dove|Dove]]s with larger [[de Havilland Heron|Heron]]s and DC-3s.{{sfn|Heathcote-Smith|1973|p=836}}{{sfn|Simons|1993|pp=25–27, 37}} The resulting route pattern became the foundation of the ''Link City'' network. This linked [[South West England]] with the [[Northeast England|Northeast]] via stops at the commercial centres of the [[Midlands (England)|Midlands]] and the [[Northwest England|Northwest]]. DC-3s continued plying all domestic ''Link City'' scheduled routes for the first ten years.{{sfn|Simons|1993|pp=25–27}}
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.{{sfn|Simons|1993|p=35}} [[File:Nord 262A G-AYFR Dan-Air RWY 25.03.71 edited-3.jpg|thumb|Dan-Air operated this [[Nord 262]] on its scheduled UK internal '' Link City'' routes during 1970–1972. The aircraft is seen here at [[Manchester Airport]] in March 1971.]] Dan-Air's acquisition of [[Scottish Airlines]] and [[Skyways Coach-Air Limited#Skyways International|Skyways International]] in 1961 and 1972 enlarged the scheduled operation.<ref name="sched_trans1" /><ref name="Skyways">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200427.html |title=Skyways sold Air Transport |journal=Flight International |date=24 February 1972 |page=283 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019072508/http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200427.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200869.html |title=Dan-Air Skyways formed |journal=Flight International |date=20 April 1972 |page=521 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019072611/http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200869.html |url-status=live }}</ref><ref>''Aviation News – UK and Irish airlines since 1945 (Part 34 [Dan-Air Services])'', Vol 64, No 12, pp954/5, HPC Publishing, St Leonards on Sea, December 2002</ref> The former brought a passenger-configured DC-3 and a seasonal route linking [[Glasgow Prestwick Airport|Prestwick]] with the [[Isle of Man]].<ref>''Aviation News – UK and Irish airlines since 1945 (Part 34 [Dan-Air Services])'', Vol 64, No 12, p954, HPC Publishing, St Leonards on Sea, December 2002</ref>{{sfn|Simons|1993|pp=34, 225, 241}}<ref name="Nord262">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201352.html |title=Dan-Air chooses Nord |journal=Flight International |date=23 July 1970 |page=110 |publisher=Flightglobal.com |access-date=2 May 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020170652/http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201352.html |url-status=live }}</ref> The latter resulted in four additional [[Hawker Siddeley 748|HS 748]]s{{sfn|Heathcote-Smith|1973|p=838}}<ref name="fleet_standardisation">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200530.html |title=Dan-Air standardises on HS.748 |journal=Flight International |date=9 March 1972 |page=348 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019093615/http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200530.html |url-status=live }}</ref> and year-round services linking Bournemouth with Jersey and [[Guernsey]], as well as seasonal flights linking Gatwick with [[Clermont-Ferrand]] and [[Montpellier]].{{sfn|Heathcote-Smith|1973|p=838–839}}<ref name="Skyways" /><ref name="aviation955">''Aviation News – UK and Irish airlines since 1945 (Part 34 [Dan-Air Services])'', Vol 64, No 12, p955, HPC Publishing, St Leonards on Sea, December 2002</ref> These aircraft let the airline expand ''Link City'' by adding Bournemouth and reorganising the structure by introducing Bournemouth–[[Birmingham Airport|Birmingham]]–Liverpool/Manchester–[[Newcastle International Airport|Newcastle]] and [[Luton Airport|Luton]]–[[Leeds Bradford Airport|Leeds Bradford]]–[[Glasgow Airport|Glasgow]], in April 1972. Schedules offered same-day-returns Monday to Friday.{{sfn|Heathcote-Smith|1973|p=838}}{{sfn|Simons|1993|p=101}}<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%200577.html |title=The forgotten schedules? |journal=Flight International |date=8 March 1973 |page=331 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020170746/http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%200577.html |url-status=live }}</ref> These ex-[[Skyways Coach-Air Limited#Skyways International|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 [[Switzerland|Swiss]] capital.{{sfn|Heathcote-Smith|1973|p=838–839}}{{sfn|Simons|1993|p=79}} The acquisition resulted in the HS 748 becoming the main scheduled aircraft for the next ten years.{{sfn|Heathcote-Smith|1973|p=839}}<ref name="1974_optimism" /><ref name="SchedOps_74">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200732.html |title=Dan-Air traffic growth |journal=Flight International |date=16 May 1974 |page=614 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102175035/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200732.html |url-status=live }}</ref> As a consequence, [[Hawker Siddeley 748|748]]s replaced the [[Nord 262]] Dan-Air had acquired from [[Air Ceylon]] in 1970 as a DC-3 replacement to operate Bristol–Cardiff–Liverpool–Newcastle.{{sfn|Heathcote-Smith|1973|p=838}}<ref name="Skyways" /><ref name="Nord262" /><ref name="fleet_standardisation" /><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201220.html |title=World News |journal=Flight International |date=9 July 1970 |pages=36–37 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019072653/http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201220.html |url-status=live }}</ref>{{sfn|Simons|1993|pp=70–71, 76}} In addition, Skyways brought a scheduled route linking [[Lympne Airport|Ashford (Lympne) Airport]] in [[Kent]] with [[Beauvais]]. This formed part of a London–[[Paris]] coach-air service, which [[Skyways Coach-Air Limited#Skyways Coach-Air|Skyways]] had pioneered in 1955 with DC-3s.{{sfn|Heathcote-Smith|1973|p=838}} Dan-Air continued this service until the early 1980s. When [[Lympne Airport|Ashford]] closed in 1974, services moved to [[London Ashford Airport|Lydd]].<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%201369.html |title=Lydd Airport |journal=Flight International |date=31 July 1975 |page=141 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102173338/http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%201369.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201625.html |title=Air Transport |journal=Flight International |date=17 October 1974 |page=485 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102174944/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201625.html |url-status=live }}</ref> Seven-four-eights, One-Elevens and [[Vickers Viscount]]s [[aircraft lease|lease]]d from other operators operated these services.{{sfn|Simons|1993|p=102}}[[File:Bristol 170.31 G-AINL Dan-Air Ringway 06.11.64 edited-1.jpg|thumb|right|Dan-Air [[Bristol Freighter]] 31 operating a cargo flight at [[Manchester Airport]] in 1964.]]In 1973, Dan-Air added [[Teesside]] as a stop to ''Link City'' and inaugurated scheduled services between Teesside and Amsterdam.{{sfn|Heathcote-Smith|1973|p=838}}{{sfn|Simons|1993|p=101}}
In 1974, Dan-Air began replacing the 748 with Comets<ref name="SchedOps_74" /><ref name="Jets_on_Scheds">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200849.html |title=Belgian Dan-Air |journal=Flight International |date=6 June 1974 |page=721 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019042405/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200849.html |url-status=live }}</ref> and One-Elevens<ref name="Jets_on_Scheds" /> 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.<ref name="new_routes">{{citation |url=http://www.flightglobal.com/PDFArchive/View/1974/1974%20-%200610.html |title=... and Dan-Air to Newcastle Air Transport |journal=Flight International |date=18 April 1974 |page=474 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019092711/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200610.html |url-status=live }}</ref><ref name="joint_timetable">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200704.html |title=Dan-Air and BCAL joint timetable |journal=Flight International |date=9 May 1974 |page=588 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019042153/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200704.html |url-status=live }}</ref> The turboprop capacity released enabled re-introduction of scheduled services between Bristol, Cardiff and Amsterdam,<ref name="new_routes" />{{sfn|Simons|1993|p=42}} 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,<ref name="1974_optimism" /> the airline's first UK mainland domestic feeder route from Gatwick. This twice-daily service, promoted with [[British Caledonian in the 1970s#Formative years|British Caledonian]], initially utilised Comet 4Bs. From November 1974, BAC One-Eleven 300/400s replaced Comets on one of the rotations.<ref name="new_routes" /><ref name="joint_timetable" />{{sfn|Simons|1993|pp=88, 101}} In May 1974, Dan-Air launched a twice-daily Gatwick–Ostend HS 748 service<ref name="1974_optimism" /> in conjunction with [[Sabena]]. One of the two daily round-trips was operated under Sabena flight numbers.{{sfn|Simons|1993|p=101}}<ref name="Jets_on_Scheds" />
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]] [[BAC One-Eleven#Early development|One-Eleven 200]]s,<ref name="One_Eleven_200">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200506.html |title=Airliner Market |journal=Flight International |date=20 March 1975 |page=442 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=22 February 2014 |archive-url=https://web.archive.org/web/20140222042839/http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200506.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200660.html |title=Air Transport |journal=Flight International |date=10 April 1975 |page=586 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019203612/http://www.flightglobal.com/pdfarchive/view/1975/1975%20-%200660.html |url-status=live }}</ref> 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.<ref name="One_Eleven_200" /> Moreover, 1975 was the year Manchester became the sole stop in the Northwest on ''Link City''.{{sfn|Simons|1993|p=103}}
In 1976 Dan-Air commenced a year-round scheduled service between Newcastle and [[Stavanger]].{{sfn|Simons|1993|p=247}} In 1977, Dan-Air launched a scheduled route from Gatwick to [[Strasbourg]].{{sfn|Simons|1993|p=247}} 1978, Dan-Air's [[silver jubilee]], saw the launch of a scheduled service linking Gatwick with Bergen.{{sfn|Simons|1993|p=248}}
In November 1979, Dan-Air replaced British Airways as scheduled carrier between Gatwick and Aberdeen,<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202936.html |title=Dan-Air wins Gatwick–Aberdeen route |journal=Flight International |date=11 August 1979 |page=421 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019163002/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202936.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%204021.html |title=Short hauls |journal=Flight International |date=3 November 1979 |page=1467 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019223718/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%204021.html |url-status=live }}</ref> a feeder route for the oil industry.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202578.html |title=Scottish support for Dan-Air |journal=Flight International |page=76 |publisher=Flightglobal.com |date=14 July 1979 |access-date=7 January 2012 |archive-date=18 October 2012 |archive-url=https://web.archive.org/web/20121018044550/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202578.html |url-status=live }}</ref> 1979 also saw the launch of a Gatwick–[[Toulouse]] scheduled service.{{sfn|Simons|1993|p=248}}
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 Airport|Paris Charles de Gaulle]], and from Leeds/Bradford to Guernsey.<ref name="new_business" />{{sfn|Simons|1993|p=249}}<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203285.html |title=BA spells out route-cut proposals |journal=Flight International |date=8 September 1979 |page=754 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019225231/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203285.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203477.html |title=Independents look at BA routes |journal=Flight International |date=22 September 1979 |page=942 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019224447/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203477.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203810.html |title=BA route cuts: independents gather |journal=Flight International |date=20 October 1979 |page=1264 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019223812/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203810.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200007.html |title=CAA allocates UK domestic routes |journal=Flight International |date=5 January 1980 |page=5 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019165658/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%200007.html |url-status=live }}</ref>
1981 saw Dan-Air launch a scheduled route linking Gatwick with [[Cork (city)|Cork]], its first scheduled service from Gatwick to [[Republic of Ireland|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 Airport Schiphol|Amsterdam Schiphol]], the company's first scheduled route from Berlin as well as its first scheduled route not to touch the UK.<ref name="TXLAMS_licence" />{{sfn|Simons|1993|p=249}}<ref name="network_changes">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%200355.html |title=Dan-Air to restructure UK network |journal=Flight International |date=7 February 1981 |page=333 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019222657/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%200355.html |url-status=live }}</ref> Furthermore, in November, Dan-Air withdrew its application to the CAA to take over British Airways's [[Highland and Islands]] scheduled operation.{{sfn|Simons|1993|pp=107, 251}}<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%201382.html |title=Commuters want UK deregulation reviewed |journal=Flight International |date=11 May 1985 |page=4 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=24 May 2011 |archive-url=https://web.archive.org/web/20110524043139/http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%201382.html |url-status=live }}</ref>
During 1981 and 1982, Dan-Air leased three HS 748s to British Airways to supplement the latter's 748 fleet on Scottish internal routes.{{sfn|Simons|1993|p=105}}<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%204007.html |title=Airliner market – British Airways |journal=Flight International |page=1883 |publisher=Flightglobal.com |date=26 December 1981 |access-date=7 January 2012 |archive-date=12 April 2012 |archive-url=https://web.archive.org/web/20120412102725/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%204007.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200688.html |title=Airliner market |journal=Flight International |date=20 March 1982 |page=654 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019164835/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200688.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200905.html |title=World News |journal=Flight International |date=26 May 1981 |page=1379 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019165317/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200905.html |url-status=live }}</ref>
The partial [[liberalization|liberalisation]] of the [[Anglo-Irish]] [[Bilateral Air Transport Agreement|bilateral agreement]] during the early 1980s enabled Dan-Air to commence scheduled operations on Gatwick–Dublin in 1982.<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%203215.html |title=Short hauls |journal=Flight International |date=17 October 1981 |page=1127 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=7 April 2014 |archive-url=https://web.archive.org/web/20140407105210/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%203215.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201525.html |title=Short hauls |journal=Flight International |page=1447 |publisher=Flightglobal.com |date=11 January 1983 |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019222943/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201525.html |url-status=live }}</ref><ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201893.html |title=Short hauls |journal=Flight International |date=24 July 1982 |page=183 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019223051/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201893.html |url-status=live }}</ref> As the [[early 1980s recession|recession]] began to bite and passengers for ''Link City'' dwindled, the company contracted them to [[regional airline]]s 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.<ref name="network_changes" />{{sfn|Simons|1993|p=251}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201535.html |title=British commuters grow – Metropolitan Airways |journal=Flight International |date=20 August 1983 |page=501 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=12 June 2019 |archive-url=https://web.archive.org/web/20190612074933/http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201535.html |url-status=live }}</ref>
In March 1983, Dan-Air took over British Airways's loss-making [[Heathrow Airport|Heathrow]]–[[Inverness Airport|Inverness]] route.<ref name="sched_trans1" /><ref name="30th_anniversary">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200880.html |title=Air Transport: Dan-Air group profits |work=Flight International |date=21 May 1983 |page=1370 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019162801/http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200880.html |url-status=live }}</ref> 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.<ref name="146_InauguralFlight" /> The same year, the company started scheduled Gatwick–[[Zürich]] flights, the second time it had launched daily scheduled services on a European trunk route.<ref name="30th_anniversary" /> In November 1983, Dan-Air joined Travicom,<ref name="CRS_host">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202934.html |title=Airline management-by-wire |journal=Flight International |page=40 |publisher=Flightglobal.com |date=26 October 1985 |access-date=7 January 2012 |archive-date=23 October 2012 |archive-url=https://web.archive.org/web/20121023002512/http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202934.html |url-status=live }}</ref> the [[computer reservation system]] (CRS) used at the time by travel agents in the UK.{{sfn|Simons|1993|pp=133–134, 152–153, 251–252}}
In January 1984, Dan-Air took over [[TAT European Airlines|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 [[BMI (airline)#British Midland Airways|British Midland]]'s scheduled route between Gatwick and [[Belfast International Airport]] as well as launch a scheduled Manchester–Zürich service.<ref name="TXL_scheduled ops" /> 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.<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200817.html |title=News: Record profit for Dan-Air World |journal=Flight International |date=12 May 1984 |page=1243 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019164040/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200817.html |url-status=live }}</ref> In addition, 1984 was the year Metropolitan took over Dan-Air's remaining ''Link City'' schedules between Bristol, Cardiff, Leeds and Glasgow.{{sfn|Simons|1993|pp=144, 252}}<ref>{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200615.html |title=Air Transport |journal=Flight International |date=7 April 1984 |page=937 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019041415/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200615.html |url-status=live }}</ref>
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 [[Norway|Norwegian]] capital.{{sfn|Simons|1993|pp=152–153, 253}}<ref name="BA_regional_grant">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1986/1986%20-%200005.html |title=Air Transport: British regionals prepare to hit Europe |journal=Flight International |date=4 January 1986 |page=5 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020052901/http://www.flightglobal.com/pdfarchive/view/1986/1986%20-%200005.html |url-status=live }}</ref>
In 1986, Dan-Air launched a year-round non-stop Manchester–Amsterdam scheduled service.{{sfn|Simons|1993|p=254}}<ref name="BA_regional_grant" />
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.{{sfn|Simons|1993|p=254}}
Following British Airways's takeover of [[British Caledonian in the 1980s#British Airways wins the day|British Caledonian]] in December 1987, Dan-Air's scheduled services transferred to [[Texas Air]]'s ''[[Frank Lorenzo#Asset divestiture|SystemOne]]'' CRS.<ref name="CRS_host" /><ref name="sched_trans2">{{citation |url=http://www.flightglobal.com/PDFArchive/View/1990/1990%20-%201613.html |title=Scheduled Transition |journal=Flight International |date=6–12 June 1990 |page=35 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019092728/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%201613.html |url-status=live }}</ref>
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 in the 1980s#British Airways wins the day|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.{{sfn|Simons|1993|p=254}}<ref name="business_expansion">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%203155.html |title=Dan-Air launches business class |journal=Flight International |date=5 November 1988 |page=9 |publisher=Flightglobal.com |access-date=2 May 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020071416/http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%203155.html |url-status=live }}</ref>
At the start of the 1988–1989 winter timetable, Dan-Air became a two-class scheduled airline when, under the stewardship of Vic Sheppard,<ref name="Vic_Sheppard1">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%200079.html |title=Air Transport: People |journal=Flight International |date=12 January 1985 |page=7 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=23 October 2012 |archive-url=https://web.archive.org/web/20121023003014/http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%200079.html |url-status=live }}</ref><ref name="Vic_Sheppard2">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202393.html |title=Dan-Air People |journal=Flight International |date=22–28 August 1990 |page=45 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020084748/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202393.html |url-status=live }}</ref> it introduced its ''Class Elite'' [[business class]] between Gatwick and Paris and between Gatwick and Nice on three refurbished [[BAC One-Eleven#The One-Eleven 500, 510ED, and 475|One-Eleven 500]]s.<ref name="sched_trans1" /><ref name="sched_trans2" /><ref name="business_expansion" /><ref name="DASS_Philosophy">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1989/1989%20-%201622.html |title=Dan-Air chairman cites ferry threat |journal=Flight International |date=3 June 1989 |page=16 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020065613/http://www.flightglobal.com/pdfarchive/view/1989/1989%20-%201622.html |url-status=live }}</ref> Sheppard had joined Dan-Air from British Caledonian.<ref name="Vic_Sheppard1" /><ref name="Vic_Sheppard2" />{{sfn|Simons|1993|pp=186, 254}}
In 1989, Dan-Air introduced ''Class Elite'' on all scheduled flights from Gatwick to Dublin, Zürich, Lisbon, Madrid, and Toulouse.{{sfn|Simons|1993|p=254}}
In 1990, Dan-Air introduced year-round two-class scheduled services from Gatwick to Tegel and [[Vienna]]. Gatwick–Tegel was Dan-Air's first scheduled link between its main UK base and its long-established overseas base.<ref name="LGWTXL_licence" /> At the start of the 1990–1991 winter timetable, the firm replaced one of the two Berlin HS 748 turboprops with larger BAe 146 jets on Berlin–Amsterdam and introduced direct scheduled services linking Berlin with Manchester and Newcastle via Amsterdam. In addition, the company took over the Gatwick–Amsterdam feeder route from British Airways.{{sfn|Simons|1993|p=256}}
Following [[Air Europe#End|Air Europe's demise]] at the end of the first week of March 1991, Dan-Air began assuming most of the failed carrier's scheduled routes from Gatwick, starting with Gatwick–[[Brussels]] and Gatwick–Oslo.<ref name="Group_CEO">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200297.html |title=Dan-Air shanghais Cathay manager |journal=Flight International |date=12–18 February 1992 |page=11 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=6 March 2012 |archive-url=https://web.archive.org/web/20120306204347/http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200297.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200984.html |title=News Analysis: Waiving the rules |journal=Flight International |date=17–23 April 1991 |page=26 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=6 March 2012 |archive-url=https://web.archive.org/web/20120306205511/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200984.html |url-status=live }}</ref> Dan-Air's rival's collapse also enabled it to increase frequencies and introduce larger aircraft on the busy Gatwick – [[Paris-Charles de Gaulle Airport|Charles de Gaulle]] and Gatwick–Manchester routes.<ref name="restructuring">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200966.html |title=Dan-Air restructures as traffic picks up |journal=Flight International |date=17–23 April 1991 |page=8 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=6 March 2012 |archive-url=https://web.archive.org/web/20120306205557/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200966.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200566.html |title=Rival gains from Air Europe failure |journal=Flight International |date=13–19 March 1991 |page=4 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=6 March 2012 |archive-url=https://web.archive.org/web/20120306205056/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200566.html |url-status=live }}</ref> At the start of the 1991–1992 winter timetable, Dan-Air increased the frequency of its Gatwick – [[Paris-Charles de Gaulle Airport|Charles de Gaulle Airport]] services to nine return flights per day and Gatwick–Manchester to eight daily returns. The airline replaced BAC One-Eleven 500s with Boeing 737s on both routes. From then on, Dan-Air carried more scheduled passengers than [[British Caledonian in the 1970s#Inception|British Caledonian]] had ever carried in one year throughout its existence.{{sfn|Simons|1993|p=256}}
The expansion of Dan-Air's scheduled operation at Gatwick continued throughout 1992, resulting in the resumption of former Air Europe routes to [[Stockholm-Arlanda Airport|Stockholm Arlanda]] in February and [[Rome]] [[Leonardo da Vinci-Fiumicino Airport|Fiumicino]] in April. In addition, Dan-Air launched Gatwick–[[Athens]] in March and re-launched Gatwick–[[Barcelona]] in May.<ref name="Group_CEO" /> During that period, Dan-Air became Gatwick's largest resident, short-haul scheduled operator controlling 18% of all slots, and 21% of all morning peak time slots between 8am and 9am.<ref name="D_N_James_ProgressReport">''Chairman's progress report on implementation of Dan-Air's scheduled service strategy'', James, D.N., 1991 EGM, Gatwick Hilton Hotel, October 1991</ref>{{sfn|Simons|1993|p=256}}
In addition to scheduled services on its own account, Dan-Air was also contracted by other airlines to operate scheduled passenger and cargo services. [[File:Avro 685 York G-ANTI Dan-Air RWY 06.05.60 edited-2.jpg|thumb|right|Dan-Air [[Avro York]] freighter at [[Manchester Airport]] in 1960, one of several examples operated between July 1954 and April 1964.]] In 1959, [[British European Airways]] (BEA) awarded Dan-Air a two-year contract to operate its six-times weekly scheduled freight service between Heathrow, Manchester and Glasgow's old [[Renfrew Airport]] using Avro York freighters. From 1960, BEA awarded Dan-Air additional contracts to operate its freight services from Heathrow to other destinations in the UK and Continental Europe. The airline eventually replaced the DC-3s, which it had used to operate these latter services, with Avro Yorks.{{sfn|Simons|1993|pp=23–24}}
For a couple of months starting in October 1968, [[Kuwait Airways Corporation|Kuwait Airways]] contracted its entire scheduled operation to Dan-Air, who supplied flight deck crews to man Comets while their own pilots underwent conversion training on the Boeing 707 in the US.{{sfn|Simons|1993|p=51}}
During the 1970s, [[IAS Cargo Airlines]] sub-contracted Dan-Air to operate Zambia Airways's weekly scheduled Heathrow–[[Lusaka]] all-cargo service with a small fleet of [[Boeing 707|707]] freighters in hybrid Dan-Air/IAS Cargo Airlines colours.{{sfn|Simons|1993|p=89}}
==== Milestones ==== Dan-Air claimed to be the first airline to transport a live dolphin. It also laid claim to be the first to introduce disposable catering equipment aboard its aircraft in 1969.{{sfn|Simons|1993|pp=57, 247}}
Dan-Air ordered its first new aircraft in 1969, a single [[Handley Page Jetstream]] to replace the DC-3 assigned to ''Link City''. However, the order lapsed when [[Handley Page#Demise|Handley Page went into liquidation]] in 1970.<ref name="Nord262" />{{sfn|Simons|1993|p=69}} Despite the negotiations being at an advanced stage, with the manufacturer's future in doubt, it was difficult to finance the purchase and the order could not be completed.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%200061.html |title=Replacement Aircraft For West Country Route |journal=Flight International |date=8 January 1970 |page=43 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019204230/http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%200061.html |url-status=live }}</ref>
Dan-Air ran its first transatlantic charter flight in October 1969 from Gatwick to [[Trinidad]] with a Comet.<ref name="aviation955" />{{sfn|Simons|1993|p=52}}<ref name="DanAirsComets_71">''Airliner World (The Last of Dan-Air's Comets – Dan-Air and the Comet)'', Key Publishing, Stamford, UK, November 2010, p71</ref>
Dan-Air operated a dozen 707 round-the-world charters for German tour operators during the mid-1970s.{{sfn|''Aircraft''|2010|p=56}}{{sfn|Simons|1993|pp=86–88}}[[File:Comet-G-APZM-jpg.jpg|thumb|[[de Havilland Comet]] next to a [[Boeing 707]] at [[Manchester Airport]] in 1976.]]Dan-Air was one of the first UK airlines to employ female pilots, with five among 550 during 1978.<ref name="UK_female_aviators">{{cite book|author=Simon Bennett|title=A Sociology of Commercial Flight Crew|url=https://books.google.com/books?id=DIWkrvr_tB8C&pg=PA52|year=2006|publisher=Ashgate Pub.|isbn=978-0-7546-4317-3|page=52}}</ref>{{sfn|Simons|1993|pp=111–118}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200537.html |title=Pilots can feel wanted again |journal=Flight International |date=8 April 1978 |page=971 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019115434/http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200537.html |url-status=live }}</ref> It was also the first UK airline to have a female pilot in command of jet aircraft. [[Yvonne Pope Sintes|Yvonne Sintes]], who had started her career as an airline pilot with [[Morton Air Services]] in 1965,<ref name="Yvonne_Pope">''Aeroplane'' "Yvonne Pope has been appointed a second officer by Morton Air Services ...", Vol 108, No 2774, p30, Temple Press, London, 17 December 1964</ref> joined Dan-Air as a Bristol-based DC-3 [[First Officer (civil aviation)|first officer]] in 1969. She gained her command as a captain on the HS 748 fleet before becoming a One-Eleven captain in 1975.{{sfn|''Aircraft''|2010|pp=55–56}}<ref name="UK_female_aviators" />{{sfn|Simons|1993|pp=113–115}} Sintes flew One-Elevens and Comets until her retirement in 1980.{{sfn|Simons|1993|pp=114–116}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%202371.html |title=Air Transport |journal=Flight International |date=30 August 1980 |page=732 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019121724/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%202371.html |url-status=live }}</ref><ref name=":0" />
During its 39-year history, Dan-Air passed several important passenger number [[milestone]]s. In 1960, Dan-Air carried 100,000 passengers.{{sfn|''Aircraft''|2010|p=55}} It carried 500,000 passengers in one year for the first time in 1969. 1971 saw more than 1 million passengers. 1973 was the first year the company carried more than 2 million. 1977 was the first time with more than 3 million. Four million was reached the following year. It took until 1985 to reach 5 million. In 1989, over 6 million flew with Dan-Air, the highest number ever.{{sfn|Simons|1993|pp=244–248, 253–254}}{{sfn|Heathcote-Smith|1973|p=838}} 1984 was the year Dan-Air carried more than 1 million scheduled passengers for the first time.<ref>{{cite journal | title = Profits dive at Dan-Air | journal = Flight International | date = 18 May 1985 | publisher = Flightglobal.com | url = http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%201477.html | access-date = 2 May 2012 | archive-date = 2 November 2012 | archive-url = https://web.archive.org/web/20121102144723/http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%201477.html | url-status = live }}</ref> Between 1966 and 1980, Dan-Air's 38-strong, active Comet fleet carried 8 million passengers.<ref>''Jets Monthly'' "The Comet's Tale", Kelsey Publishing Group, Cudham, UK, April 2011, p44</ref>
===Financial issues=== 1989 marked a watershed – it was the first year since the era prior to the decision to introduce jets in the mid-1960s, and the only time apart from a blip in 1981–1982,<ref name="FI1985-27/30" />{{rp|27}}<ref name="FI1985-27/30" />{{rp|29}} when the company lost money over a whole 12-month period. The loss of £3 million was in contrast to the profit of £10 million made the year before.<ref name="sched_trans1" /><ref name="crisis_talks">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202559.html |title=Dan-Air in 'crisis talks' with CAA |journal=Flight International |date=5–11 September 1990 |page=49 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020070630/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202559.html |url-status=live }}</ref> Like most charter-focused operators, Dan-Air used to make a loss during the winter because of the seasonal nature of its business.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1989/1989%20-%203285.html |title=Dan-Air sells A300s to offset losses |journal=Flight International |date=28 October 1989 |page=5 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020070722/http://www.flightglobal.com/pdfarchive/view/1989/1989%20-%203285.html |url-status=live }}</ref> However, this was compensated by the profit it made during the summer, giving a modest profit for the entire financial period. The financial position deteriorated during the early 1990s. It lost £35 million in 1991, its last complete 12-month period, and £24 million during the last six months of its existence until October 1992.{{sfn|Simons|1993|p=188}}
===Causes of decline=== Among the reasons for Dan-Air's decline was the lack of vertical integration with a UK tour operator. Dan-Air was the last major independent provider of charter airline seats to numerous large, medium-sized, and small tour companies in the UK and overseas at a time when most UK tour firms had set up their own airlines. These then competed with Dan-Air for the bulk of those operators' business leading to a decline in rates. This resulted in a decline in Dan-Air's importance as a business partner for these tour operators reducing its status from main to marginal provider.{{sfn|Simons|1993|pp=188, 190, 220}}
Another reason was that its fleet contained too many different, incompatible aircraft types. Some of these aircraft were older<ref name="restructuring" /> and less efficient than those operated by competitors such as [[Air Europe]]. Consequently, the Dan-Air fleet was costlier to operate and maintain. The Boeing 727s, which Dan-Air continued to acquire throughout the 1980s, including some on unfavourable [[aircraft lease|lease]]s, proved a financial millstone.<ref name="D_N_James_ProgressReport" />{{sfn|Simons|1993|pp=193–194, 220}}
Dan-Air's decision to embark on a major expansion into scheduled services from Gatwick at a time when the UK economy was still mired in the [[early 1990s recession]] made the financial position worse. The economic conditions in the UK meant that actual revenues fell short of budget in Dan-Air's 1991–1995 [[business plan]], which aimed at sustained profitability by 1995 with a £42 million profit.{{sfn|Simons|1993|pp=188–190, 200–201}} This meant an injection of £49 million of additional [[working capital]] into Dan-Air's [[holding company#Parent company|parent company]] from a successful share issue in 1990<ref name="refinancing">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202623.html |title=Dan-Air hopes to be revived by refinancing plan |journal=Flight International |date=9–15 October 1991 |page=17 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020070415/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202623.html |url-status=live }}</ref> was insufficient to fund the airline's needs. The funds raised through new shares were insufficient to standardise Dan-Air's fleet on the [[Boeing 737 Classic|Boeing 737 300/400 series]] and the [[British Aerospace 146#Variants|Avro RJ115]] (marketed but never built).<ref name="Group_CEO" /><ref name="New146Order">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200575.html |title=New 146 order |journal=Flight International |date=11–17 March 1992 |page=5 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020133902/http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200575.html |url-status=live }}</ref> {{sfn|Simons|1993|pp=188, 193}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1999/1999%20-%202534.html |title=British Aerospace – Avro RJ Commercial Aircraft Directory |journal=Flight International |date=25–31 August 1999 |page=49 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020134106/http://www.flightglobal.com/pdfarchive/view/1999/1999%20-%202534.html |url-status=live }}</ref> The funds were also insufficient to finance transformation from a cheap-and-cheerful charter carrier with a motley collection of poorly performing, "low visibility" regional scheduled routes into a top quality, "high visibility" mainline short-haul scheduled operator plying trunk routes.{{sfn|Simons|1993|pp=185, 189–191}}
Dan-Air's last chairman, [[David James, Baron James of Blackheath|David James]],<ref name="CompanyDoctor">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%203278.html |title=Company doctor puts Dan-Air in intensive care |journal=Flight International |date=31 October – 6 November 1990 |page=10 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020084856/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%203278.html |url-status=live }}</ref><ref name="management_changes">{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%203440.html |title=Davies & Newman |journal=Flight International |date=14–20 November 1990 |page=48 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020084618/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%203440.html |url-status=live }}</ref> said weak marketing<ref name="FI1985-27/30" /> and its charter mentality, even after the decision to make high-profile scheduled services the focus of commercial activities,<ref name="restructuring" /><ref name="DAE_Sale">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200123.html |title=Dan-Air Engineering sold to FLS Group Business |journal=Flight International |date=16–22 January 1991 |page=13 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=20 October 2012 |archive-url=https://web.archive.org/web/20121020065331/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200123.html |url-status=live }}</ref> was a reason it failed to achieve results. That meant that instead of making Dan-Air the airline of choice for high-[[Yield management#Airlines|yield]] business travellers on prime scheduled routes where it had become a major force in the wake of the demise of British Caledonian and Air Europe – such as Gatwick to Paris Charles de Gaulle – through carefully targeted marketing and publicity, Dan-Air continued selling the bulk of its scheduled inventory to [[airline consolidator|consolidator]]s and discount travel agencies, in the way it had sold its charter inventory to package tour operators. The airline saw this as risk minimisation to fill seats on scheduled services. However, Dan-Air surrendered control over its scheduled seats to third parties whose sales were volume-driven. This deprived Dan-Air of the opportunity to boost the profitability of its scheduled operation by concentrating on maximising revenues from high-yield travellers.{{sfn|Simons|1993|p=191}}
===Sale to British Airways=== Following inconclusive talks with [[Virgin Atlantic]] to save Dan-Air in return for an investment of £10 million, the airline was sold to British Airways in 1992. British Airways paid a nominal £1, in return taking on financial commitments of £50 million which included debts of £37 million.{{sfn|Simons|1993|pp=195–198}} For its part, British Airways got 12 of Dan-Air's most modern Boeing 737s, a similar number of short-haul scheduled routes from Gatwick, the Heathrow–Inverness feeder service and about one-fifth of its 2,500 workers. Dan-Air was absorbed into British Airways' Gatwick operation.
On 27 November 1992, the company's name was changed from ''Dan Air Services Ltd'' to ''British Airways (European Operations at Gatwick) Ltd''.<ref name="wck2.companieshouse.gov.uk">{{cite web |url=http://wck2.companieshouse.gov.uk/eb021ebc35daa27c27a9b87fb6bf6348/compdetails |title=Company No. 00519947 |publisher=UK Companies House |access-date=7 January 2012 |archive-date=5 February 2012 |archive-url=https://web.archive.org/web/20120205134525/http://wck2.companieshouse.gov.uk/eb021ebc35daa27c27a9b87fb6bf6348/compdetails |url-status=live }}</ref> This remnant of the former Dan-Air formed the nucleus of what British Airways intended to be a low-cost short-haul feeder for its Gatwick long-haul scheduled services, with the aim of helping to return British Airways' loss-making Gatwick operation to sustained profitability.
==Corporate affairs==
===Headquarters=== From 1953 to 1987, Dan-Air had its headquarters at the [[City of London]] in Bilbao House.<ref name="FI1985-27/30" /> <!-- * [[Central London]]: New City Court<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200759.html |title=World Airline Directory |journal=Flight International |page=71 |publisher=Flightglobal.com|access-date=2012-01-07}}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200766.html |title=World Airline Directory |journal=Flight International |date=27 March – 2 April 1991 |page=84 |publisher=Flightglobal.com |access-date=2012-01-07}}</ref> (1987–1991) * [[Horley]], [[Surrey]]: Newman House<ref name="D_N_James_ProgressReport"/><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%200773.html |title=World Airline Directory |journal=Flight International |date=25–31 March 1992 |page=75 |publisher=Flightglobal.com |access-date=2012-01-07}}</ref> (1991–1992) -->
==Fleet== It operated the world's largest fleet of [[de Havilland Comet]]s and was the last in the world to operate them. Dan-Air built a 49-strong Comet fleet between 1966 and 1976.<ref name="evergreen_independent" /><ref name="DanAirsComets_69_71_2_3">''Airliner World'' "The Last of Dan-Air's Comets – Dan-Air and the Comet & Additional Comets", Key Publishing, Stamford, UK, November 2010, pp69, 71–73</ref> It retired the last example in November 1980.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203353.html |title=Air Transport |journal=Flight International |date=1 November 1980 |page=1674 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019181939/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203353.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203431.html |title=Goodbye, Comet |journal=Flight International |date=15 November 1980 |page=1844 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019072854/http://www.flightglobal.com/pdfarchive/view/1980/1980%20-%203431.html |url-status=live }}</ref><ref>''Airliner World'' "The Last of Dan-Air's Comets, Dan-Air's Final Comet Service", Key Publishing, Stamford, UK, November 2010, pp69, 73</ref> Not all of these [[airframe]]s saw actual airline service; some had been exclusively acquired for spares.<ref name="DanAirsComets_69_71_2_3" /> The Comets commanded a lower price than comparable second-hand jets. They were relatively unused as many previous operators had replaced them with the larger and more economical Boeing 707 and [[Douglas DC-8]] after only a few years. The airframes had many years of service left and cost a fraction of the similarly sized [[BAC One-Eleven#The One-Eleven 500, 510ED and 475|BAC One-Eleven 500]] or [[Boeing 737-200]], which were still scarce second-hand. It allowed the airline to replace most of its piston-engined [[airliner]]s – such as the [[Avro York]], the [[Bristol 170 Freighter]] and the [[Airspeed AS 57 Ambassador]] – which had reached or were nearing the end of their lives, relatively cheaply.
[[File:Avro York Dan Air IWM Duxford.JPG|thumb|Dan Air [[Avro York]] at the [[Imperial War Museum Duxford]].]] [[File:Douglas DC-7BF G-ATAB DA Lasham 27.09.69 edited-2.jpg|thumb|right|Dan-Air [[Douglas DC-7]]BF cargo aircraft in 1969]]
Dan-Air was the last commercial airline operator of the Ambassador. A small number of this high-winged, twin-engined plane survived in the fleet into the jet era. The last retired in September 1971 after its final [[Jersey]]–[[Gatwick Airport|Gatwick]] scheduled service.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%202072.html |title=Ambassador retired |journal=Flight International |date=7 October 1971 |page=566 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019071615/http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%202072.html |url-status=live }}</ref>{{sfn|Simons|1993|p=75}}
Dan-Air was the first British operator of the Boeing 727 [[trijet]], at the time the world's best-selling commercial [[jet airliner|jetliner]]. The first of three former [[Japan Airlines]] [[Boeing 727|Boeing 727-100 series]]<ref name="1stUK727Operator">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202582.html |title=... the first for Britain |journal=Flight International |date=28 September 1972 |page=411 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=4 November 2012 |archive-url=https://web.archive.org/web/20121104083531/http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202582.html |url-status=live }}</ref> was introduced on 13 April 1973.<ref name="1st727ServiceEntry">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%201064.html |title=Air Transport |journal=Flight International |date=26 April 1973 |page=630 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019071144/http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%201064.html |url-status=live }}</ref>{{sfn|Heathcote-Smith|1973|p=837}} Among other modifications, the aircraft needed a full stall protection system fitted to meet British civil [[airworthiness]] requirements.<ref name="1stUK727">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%200836.html |title=First British 727 Ready |journal=Flight International |date=29 March 1973 |page=500 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=5 August 2017 |archive-url=https://web.archive.org/web/20170805222813/https://www.flightglobal.com/pdfarchive/view/1973/1973%20-%200836.html |url-status=live }}</ref><ref name="Boeing_Dreams">''Aircraft (Boeing Special – Dream Liners)'', Vol 43, No 2, p21, Ian Allan Publishing, Hersham, February 2010</ref>
[[File:Hawker Siddeley HS 748 at Cardiff Airport.jpg|thumb|Dan-Air [[Hawker Siddeley HS 748]] at [[Cardiff International Airport|Cardiff Airport]] in 1980.]]
Dan-Air's original eight Boeing 727-100s, which entered service between 1973 and 1978, differed from overseas-registered aircraft. Dan-Air's examples featured additional emergency doors each side of the rear fuselage as well as a [[stall (flight)|stall]]-protection system known as a "[[stick pusher]]". The additional exits were needed for having the aircraft certificated for an increased maximum seating capacity of 150. This necessitated satisfying the British [[Civil Aviation Authority of the United Kingdom|Civil Aviation Authority]] (CAA) requirement that all passengers could leave within 90 seconds using only half the available exits. Stall protection had been introduced in the light of experience with the stalling characteristics of both civil and military British [[T-tail]]ed jet aircraft,<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%200847.html |title=CAA to dump stick-pushers? |journal=Flight International |date=17 March 1979 |page=813 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019143145/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%200847.html |url-status=live }}</ref> including the loss of a [[Hawker Siddeley Trident]] on a test flight over [[Norfolk]] when it entered a [[deep stall]]. This stall-protection system consisted of a stick pusher, a "nudger" and an independent "shaker" for each pilot. When the aircraft was in danger of stalling it warned the pilots by shaking the [[control column]]s as well as correcting [[aircraft attitude|attitude]] and [[Altitude#Altitude in aviation and in spaceflight|altitude]], in an attempt to increase air speed and so avert an irrecoverable deep stall. It was estimated that installing stall-protection cost Dan-Air £100,000 per aircraft and up to £1 million for the entire fleet.{{sfn|Heathcote-Smith|1973|p=837}}<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203506.html |title=Belfast: Tomorrow's Guppy? |journal=Flight International |date=22 September 1979 |page=973 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019142930/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203506.html |url-status=live }}</ref><ref>''Fly me, I'm Freddie!'', Eglin, R. and Ritchie, B., Weidenfeld and Nicolson, London, 1980, p122</ref>{{sfn|Simons|1993|p=122}}
As well as the Comets and [[Boeing 727|727]]s, Dan-Air mainly operated BAC One-Elevens and Hawker Siddeley 748s during its most successful period in the 1970s and 1980s.{{sfn|Simons|1993|pp=232–238}}
In May 1983, Dan-Air became the first to put the four-engined [[British Aerospace 146|BAe 146]] regional jetliner into commercial service.<ref name="FI1985-27/30"/>{{rp|28}}<ref name="146_InauguralFlight">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201007.html |title=Dan-Air's new BAe 146 |journal=Flight International |date=4 June 1983 |page=1635 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=4 November 2012 |archive-url=https://web.archive.org/web/20121104091453/http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201007.html |url-status=live }}</ref>
The aircraft types below formed part of Dan-Air's fleet at one point or another in the airline's 39-year history:[[File:Dan-Air London B-727 G-BAFZ.jpg|thumb|right| A Dan-Air [[Boeing 727#727-100|Boeing 727-100]] in 1974 ]]
* [[Airbus A300#A300B4|Airbus A300 B4]] * [[Airspeed Ambassador]] * [[Avro York]] * [[BAC One-Eleven]] 200/300/400/500 series * [[British Aerospace 146|BAe 146]]-100/300 * [[Boeing 707]]-320/320C * [[Boeing 727]]-100/200 Advanced * [[Boeing 737]]-200/200 Advanced/300/400 * [[Bristol Freighter]] * [[de Havilland Comet]] series 4/4B/4C * [[de Havilland Dove]] * [[de Havilland Heron]] * [[Douglas DC-3]] * [[Douglas DC-4]] * [[Douglas DC-7]] * [[Handley Page Dart Herald]] * [[Hawker Siddeley 748]] series 1/2 * [[Nord 262]] * [[Piper PA-23|Piper Apache]] * [[Vickers Viscount]] series 700/800.
==Accidents and incidents==
===Fatal accidents=== Throughout Dan-Air's 39 years, the airline suffered seven accidents involving the loss of aircraft and lives, three of which killed fare-paying passengers.<ref name="DanAir_ASN_accidents&incidents">{{cite web |url=https://asn.flightsafety.org/database/operators/6355 |title=Dan-Air Services |publisher=Aviation-safety.net |date=28 November 2004 |access-date=7 January 2012 |archive-date=8 December 2011 |archive-url=https://web.archive.org/web/20111208034942/http://aviation-safety.net/database/operator/airline.php?var=6355 |url-status=live }}</ref> These accidents were :
*[[1958 Dan-Air Avro York crash]]: an Avro York crashed on 25 May 1958 while making a [[forced landing]] at [[Gurgaon]], [[Haryana]], India, after an engine had caught fire on an all-cargo flight from [[Karachi]] to [[Delhi]]. The [[radio operator]] was the sole survivor of the five occupants.{{sfn|Simons|1993|pp=22, 225}}<ref>{{citation |url=https://asn.flightsafety.org/asndb/334236 |title=ASN Aircraft accident description Avro 685 York C.1 G-AMUV – Gurgaon, India |publisher=Aviation-safety.net |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019104243/http://aviation-safety.net/database/record.php?id=19580525-0 |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200769.html |title=Brevities |journal=Flight International |date=6 June 1958 |page=785 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=25 October 2012 |archive-url=https://web.archive.org/web/20121025033723/http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200769.html |url-status=live }}</ref> *A Piper PA-23 Apache 160 (G-ATFZ) operating a positioning/crew flight from Gatwick via Lasham to Bristol below cloud in poor weather crashed on 1 September 1966 at Loxhill, [[Hascombe]], near [[Godalming]], [[Surrey]], England. The aircraft was destroyed and both pilots killed when it hit trees on the top of a hill near Godalming.<ref>''Civil Aircraft Accident – Report on the Accident to Piper PA23 series 160 G-ATFZ at Loxhill, Hascombe, near Godalming, Surrey on 1 September 1966'', Board of Trade, [[Her Majesty's Stationery Office]], London, 1967, pp1-5</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1967/1967%20-%201604.html |title=Dan-Air accident report |journal=Flight International |date=10 August 1967 |page=208 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=24 October 2012 |archive-url=https://web.archive.org/web/20121024115807/http://www.flightglobal.com/pdfarchive/view/1967/1967%20-%201604.html |url-status=live }}</ref> * [[Dan-Air Flight 1903]]: a de Havilland Comet 4 operating a charter flight from [[Manchester]] to [[Barcelona]] crashed into a mountain near [[Arbúcies]] in [[Catalonia]] in north-eastern [[Spain]] on 3 July 1970. The aircraft was destroyed and 105 passengers and seven crew died. This was the airline's first accident resulting in fatalities among fare-paying passengers.<ref name="DanAirsComets_71"/><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201223.html |title=Barcelona Comet crash |journal=Flight International |date=9 July 1970 |page=39 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=7 April 2019 |archive-url=https://web.archive.org/web/20190407200048/http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201223.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201746.html |title='Faulty Navigation' blamed |journal=Flight International |date=3 September 1970 |page=332 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019021413/http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%201746.html |url-status=live }}</ref> *[[1977 Dan-Air Boeing 707 crash]]: a [[Boeing 707#707-320B|Boeing 707-321C]] freighter on the last leg of an international cargo flight from Heathrow crashed near [[Lusaka International Airport|Lusaka Airport]] on 14 May 1977.<ref>{{cite web |url=https://asn.flightsafety.org/asndb/329129 |title=ASN Aircraft accident description Boeing 707-321C G-BEBP – near Lusaka, Zambia |publisher=Aviation-safety.net |access-date=7 January 2012 |archive-date=11 October 2012 |archive-url=https://web.archive.org/web/20121011183149/http://aviation-safety.net/database/record.php?id=19770514-0&lang=en |url-status=live }}</ref> The right-hand [[stabilizer (aircraft)|horizontal stabiliser]] — including the [[elevator (aircraft)|elevator assembly]] — detached during the approach as a result of [[metal fatigue]], causing loss of pitch control. Other factors included the rear spar structure's inadequate [[fail-safe]] design, the safety regulator's design assessment and certification process as well as the inspection procedure adopted by the aircraft's operator.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202343.html |title=Inspection shortcomings contributed to Lusaka 707 fatigue accident |journal=Flight International |date=23 June 1979 |page=2247 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019225048/http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202343.html |url-status=live }}</ref> The accident killed all six occupants. It sparked a debate on maintenance requirements as well as [[safe-life design|service life limitation]]s of "geriatric" jets.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%201478.html |title=Airline accidents |journal=Flight International |date=21 May 1977 |pages=1394/5 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=24 October 2012 |archive-url=https://web.archive.org/web/20121024145548/http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%201478.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%203179.html |title=The Geriatric Jet Problem |journal=Flight International |date=22 October 1977 |page=1201 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019041649/http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%203179.html |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%203185.html |title=The Geriatric Jet Problem – Summary |journal=Flight International |date=22 October 1977 |page=1207 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019041804/http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%203185.html |url-status=live }}</ref> *[[Dan-Air Flight 0034]]: a Hawker Siddeley 748 series 1 (registration G-BEKF) operating an oil industry support flight crashed on 31 July 1979 at [[Sumburgh Airport]] in the Shetland Islands, Scotland. The aircraft failed to become airborne, ran through the perimeter fence, and crashed into the sea. The accident was due to the elevator [[gust lock]]<ref name="gust_lock">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202230.html |title=Sumburgh report cites locked elevators |journal=Flight International |date=11 July 1981 |page=74 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102144303/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202230.html |url-status=live }}</ref> having become re-engaged, preventing the aircraft from rotating into a flying attitude. The aircraft was destroyed and 17 of the 47 on board drowned.<ref name="gust_lock"/> *[[Dan-Air Flight 1008]]: a [[Boeing 727|Boeing 727-46]] (registration G-BDAN) crashed on 25 April 1980 while preparing to land at Los Rodeos (now [[Tenerife North Airport]]), Canary Islands, at the end of a charter flight from Manchester. The aircraft flew into high terrain when it turned the wrong way in a [[holding (aviation)|holding pattern]]. The aircraft was destroyed and all 146 on board were killed. This accident was the deadliest air disaster involving a British-registered aircraft in terms of loss of life.<ref>{{citation |url=https://asn.flightsafety.org/asndb/328350 |title=ASN Aircraft accident description Boeing 727-46 G-BDAN – Mount La Esperanza, Tenerife, Canary Islands, Spain |publisher=Aviation-safety.net |access-date=7 January 2012 |archive-date=11 October 2012 |archive-url=https://web.archive.org/web/20121011182140/http://aviation-safety.net/database/record.php?id=19800425-0&lang=en |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%200253.html |title=Flight safety: 1980 reviewed. |journal=Flight International |date=24 January 1981 |page=239 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=2 November 2012 |archive-url=https://web.archive.org/web/20121102144516/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%200253.html |url-status=live }}</ref> * [[Dan-Air Flight 240]]: on 26 June 1981 a Hawker Siddeley 748 series 2 (registration G-ASPL<ref name="3_accidents_in_a_row">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202335.html |title=Safety: commercial half-year report |journal=Flight International |date=18 July 1981 |page=173 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019143036/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202335.html |url-status=live }}</ref>) on a regular postal flight from Gatwick to [[East Midlands Airport]] crashed at [[Nailstone]] in [[Leicestershire]] (12 miles from its destination) killing both pilots and the postal assistant on board.<ref name="main_accidents">{{citation |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202154.html |title=Structural failure causes 748 fatal crash |journal=Flight International |date=4 July 1981 |page=2 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019041855/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202154.html |url-status=live }}</ref> The aircraft's right rear door had sprung open in mid-air. It subsequently detached, hit the horizontal [[tailplane]] and became stuck on the [[leading edge]]. This resulted in a loss of control causing the aircraft to enter a steep dive, during which its wings and tailplane failed as a result of overstressing.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200358.html |title=748 report |journal=Flight International |date=3 March 1984 |page=552 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=23 October 2012 |archive-url=https://web.archive.org/web/20121023011700/http://www.flightglobal.com/pdfarchive/view/1984/1984%20-%200358.html |url-status=live }}</ref>
===Non-fatal incidents=== In addition to the fatal accidents listed above, Dan-Air suffered a number of non-fatal incidents, most of which occurred during the early years of the airline's existence in the piston-engined era. These usually damaged the aircraft involved beyond repair but did not cause any loss of lives.<ref name="network_changes"/><ref name="DanAirsComets_71"/><ref name="DanAir_ASN_accidents&incidents"/>
There were five incidents that made the headlines of the local and/or international [[mass media]]: * In 1971, one of the airline's Comets operating a charter flight carrying [[Turkey|Turkish]] [[migrant workers]] from Berlin Tegel to [[Istanbul]] was "escorted" by [[Bulgaria]]n [[fighter aircraft]] into [[Sofia]]. The crew flying the aircraft was attempting to take the shortest route to Istanbul when leaving [[Yugoslavia|Yugoslav]] airspace by entering Bulgarian airspace, instead of taking the longer route through [[Greece|Greek]] airspace. They were not aware of the then [[communism|communist]] government of Bulgaria's decision not to let any aircraft enter its airspace whose flight had originated or was going to terminate at a West Berlin airport, without stopping en route at another airport outside West Berlin. The aircraft landed safely at Sofia. It was released along with its crew and passengers when the flight's commander paid the fine the Bulgarian authorities had imposed for violating their country's airspace.{{sfn|Simons|1993|p=54}} * In 1973, [[Somalia|Somali]] fighter aircraft forced a Dan-Air Boeing 707 flying through Somali air space en route from London Gatwick to the [[Seychelles]] and [[Mauritius]] with 83 passengers on board to land at [[Mogadishu Airport]]. The aircraft was flying through Somali airspace in violation of the prescribed procedure to apply for permission to do so in advance, as a result of an "administrative oversight" on the airline's part. As a consequence of this violation, the aircraft's captain was taken to [[court]] and a fine of £600 was imposed on the airline.<ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%201132.html |title=Somalia forces down Dan-Air 707 |journal=Flight International |date=3 May 1973 |page=664 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019071717/http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%201132.html |url-status=live }}</ref>{{sfn|Simons|1993|p=85}} * In 1974, one of the company's Boeing 727s (a Boeing 727-46, registration: G-BAEF) hit the [[localizer|localiser]] antenna of [[Luton Airport]]'s [[Instrument Landing System]] while taking off on a charter flight to [[Corfu]], rendering the system inoperative. The aircraft diverted to London Gatwick where it landed safely.<ref>{{citation |url=https://asn.flightsafety.org/asndb/329887 |title=ASN Aircraft incident description Boeing 727-46 G-BAEF – London Luton Airport (LTN) |publisher=Aviation-safety.net |access-date=7 January 2012 |archive-date=24 October 2012 |archive-url=https://web.archive.org/web/20121024165701/http://aviation-safety.net/database/record.php?id=19740621-0 |url-status=live }}</ref><ref>{{citation |url=http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201045.html |title=Public transport accidents |journal=Flight International |date=18 July 1974 |page=51 |publisher=Flightglobal.com |access-date=7 January 2012 |archive-date=19 October 2012 |archive-url=https://web.archive.org/web/20121019042010/http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%201045.html |url-status=live }}</ref> * On 30 September 1988, while completing the repair and [[run-up (aviation)|run-up]] of the faulty engine that had caused a [[rejected takeoff]] due to an engine oil warning at Berlin Tegel, Dan-Air Boeing 727-217Adv. G-BKAG collided with a [[jet bridge|jetway]] at the airport's terminal building while maintenance engineers taxied the aircraft back to its stand. This badly injured the ground crew member manning the jetway and ruptured the fully refuelled aircraft's centre wing tank at the left [[wing root]]. As a result, a large quantity of [[jet fuel]] spilled onto the tarmac. The maintenance engineers' failure to pressurise the aircraft's hydraulics had resulted in a complete loss of hydraulic pressure just before reaching the stand, making it impossible to steer the aircraft and rendering the brakes ineffective.<ref>{{citation |url=http://danairremembered.t35.com/dan_capt_alan_carter_page.htm |title=Captain Alan Carter |publisher=Danairremembered.t35.com |date=26 September 2011 |access-date=7 January 2012 |url-status=dead |archive-url=https://web.archive.org/web/20110814064531/http://danairremembered.t35.com/dan_capt_alan_carter_page.htm |archive-date=14 August 2011 }}</ref> * On 2 March 1989, a Dan Air HS 748 mistakenly landed at [[RAF Langford Lodge|Langford Lodge Airport]] instead of the nearby [[Belfast International Airport|Belfast Aldergrove Airport]], the intended destination of the scheduled service from Newcastle. When the aircraft broke cloud over [[Lough Neagh]] on short finals for Aldergrove's runway 07, the [[pilot in command]] thought what he had spotted was the correct runway and proceeded to land the plane at what turned out to be the adjacent, privately owned, Langford Lodge airfield,<ref>{{cite web |url=http://www.ronaldv.nl/abandoned/airfields/gb/N-Ireland/antrim.html |title=Abandoned & Little-Known Airfields: Northern Ireland |access-date=30 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130909114827/http://www.ronaldv.nl/abandoned/airfields/gb/N-Ireland/antrim.html |archive-date=9 September 2013 }}</ref> just under a mile short of the [[final approach (aviation)|approach]] to runway 07 at Aldergrove.<ref>{{cite news|title= Straight and Level: 18 Apr 2006|work= [[Flightglobal]]|date= 10 April 2006|url= http://www.flightglobal.com/news/articles/straight-and-level-18-apr-2006-205965/|archive-url= https://web.archive.org/web/20140201220215/http://www.flightglobal.com/news/articles/straight-and-level-18-apr-2006-205965/|archive-date= 1 February 2014|url-status= dead|df= dmy-all}}</ref>
==Notes== {{Reflist|refs= <ref name="FI1985-27/30">{{flatlist}} *{{allow wrap|{{cite journal|title=Dan-Air: Britain's second airline (page 27) |journal=[[Flight International]] |issn=0015-3710 |number=3978 |volume=128 |pages=27–30 |date=21 September 1985 |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202671.html |archive-url=https://www.webcitation.org/6IeaGQjnO?url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202671.html |archive-date=5 August 2013 |url-status=live }}|first= David|last= Learmount}} *{{allow wrap|{{cite journal|title=Dan-Air: Britain's second airline (page 28) |journal=Flight International |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202672.html |archive-url=https://www.webcitation.org/6IeaGcuH3?url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202672.html |archive-date=5 August 2013 |url-status=live }} }} *{{allow wrap|{{cite journal|title=Dan-Air: Britain's second airline (page 29) |journal=Flight International |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202673.html |archive-url=https://www.webcitation.org/6IeaGo7TN?url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202673.html |archive-date=5 August 2013 |url-status=live }} }} *{{allow wrap|{{cite journal|title=Dan-Air: Britain's second airline (page 30) |journal=Flight International |url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202674.html |archive-url=https://www.webcitation.org/6IeaGzwdf?url=http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202674.html |archive-date=5 August 2013 |url-status=live }} }} {{endflatlist}}</ref> |30em}}
==References== * {{cite journal | last = Heathcote-Smith | first = Charles | title = Airline Profile: Number Forty-Three in the Series – Dan-Air | journal = Flight International | date = 31 May 1973 | volume = 103 | issue = 3351 | pages = 836–839 | publisher = Flightglobal.com |url=http://www.flightglobal.com/pdfarchive/view/1973/1973%20-%201488.html}} *{{cite journal |title= Dan-Air: Britain's second airline |journal= [[Flight International]] |issn= 0015-3710|number= 3978|volume= 128|pages= 27–30|date=21 September 1985 |url= http://www.flightglobal.com/pdfarchive/view/1985/1985%20-%202671.html |last=Learmount |first=David }} * {{cite book | last = Simons | first = Graham M. | title = It Was Nice to Fly with Friends! The Story of Air Europe | publisher=GMS Enterprises | place=Peterborough, UK | year=1999 | isbn=1-870384-69-5 }} * {{cite book| author=Larkman, Arthur H. | title=DAN-AIR: An airline and its people| publisher=GMS Enterprises | place=Peterborough, UK | year=2008 | isbn=978-1-904514-42-8}} * {{cite journal | title = Gone but not forgotten ... Dan-Air | journal =Aircraft | date=April 2010 | pages = 52–58 | publisher = Ian Allan Publishing | volume = 43 | issue = 4 | location=Hersham, Surrey | issn= 2041-2150 | ref = {{sfnRef|''Aircraft''|2010}} }} * {{Cite journal| journal=Airliner World |title=The Last of Dan-Air's Comets | pages=68–73 |date=November 2010 | publisher=Key Publishing | place=Stamford, UK | issn= 1465-6337}} ([http://www.airlinerworld.com ''Airliner World'' online]) * {{cite magazine |magazine= Aviation News |title= UK and Irish airlines since 1945 (Part 34 [Dan-Air Services]) |volume=64 |number=12 |date=December 2002 | publisher=HPC Publishing | place=St. Leonards on Sea, UK}} ([http://www.aviation-news.co.uk ''Aviation News'' online]) * {{cite book| title=Civil Aircraft Accident — Report on the Accident to Piper PA23 series 160 G-ATFZ at Loxhill, Hascombe, near Godalming, Surrey on 1st September, 1966 |year=1967 | publisher=Her Majesty's Stationery Office | place=London, UK |last=Board of Trade}} * {{cite book| title=February and July 1975 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports |language=de |year=1975 | publisher=Berlin Airport Company | place=West Berlin, Germany}} * {{cite book| title=Welcome Aboard |quote=Dan-Air's English language in-flight magazine (1967–1977), various copies 1972–1976 | publisher=Dan Air Services Ltd | place=London, UK}} * {{cite book| title=In Flight |quote=Dan-Air's English language in-flight magazine (1978–1992), various copies | publisher=Dan Air Services Ltd | place=London, UK}} * {{cite book| title=Kompass |quote=Dan-Air's German language in-flight magazine, various copies 1975–1990 | publisher=Dan Air Services Ltd | place=West Berlin, Germany |language=de}}
==Further reading== * {{cite book | last = Simons | first = Graham M. | title = The Spirit of Dan-Air | publisher= GMS Enterprises | place=Peterborough, UK | year=1993 | isbn=1-870384-20-2 }} * {{Cite magazine |magazine=Jets Monthly |title=Airline History – Dan Air: The days when Dan dared all!) | pages=48–53 |date=May 2011 | publisher=Kelsey Publishing Group | place=Cudham, UK}} ([http://www.kelsey.co.uk ''Kelsey Publishing Group'' online]) * {{Cite magazine |magazine=Airliner Classics |title=Dan Air: Popular British Charter operator | pages=86–98 |date=November 2011 | publisher=Key Publishing | place=Stamford, UK}} ([http://shop.keypublishing.com/acatalog/Airliner_Classics_3.html ''Key Publishing Online Shop (Online Catalogue > Magazines > Special Magazines > Airliner Classics 3)''] {{Webarchive|url=https://web.archive.org/web/20111031083623/http://shop.keypublishing.com/acatalog/Airliner_Classics_3.html |date=31 October 2011 }})
==External links== {{Commons category|Dan-Air}} {{Portal bar|United Kingdom|London|Surrey|Companies|Aviation}}
* [http://www.danairremembered.com/ Dan Air Remembered] * [http://www.danair.org/ The official Dan Air Staff Association website] * [http://www.bac1-11jet.co.uk/ Home of the BAC 1–11 on the Web] * [http://www.airliners.net/photo/Dan-Air-London/Boeing-707-321/1274058/L/ Dan-Air Boeing 707-321 G-AYSL on the ramp at Berlin Tegel on Christmas Day 1971]. The aircraft's colour scheme was the airline's second livery (the first to be applied uniformly, fleet-wide). * [http://www.airliners.net/photo/Dan-Air-London/De-Havilland-DH-106/1274037/L/ Dan-Air de Havilland DH-106 Comet 4C G-AYWX about to touch down at Manchester Ringway during August 1972.] The aircraft's colour scheme was one of several variations of the airline's original livery. * [http://www.airliners.net/photo/Dan-Air-Skyways/Avro-748-Srs1A-200/0136542/L/ Dan-Air Hawker Siddeley 748 Series 1A/200 G-ARAY parked in front of the passenger terminal at Newcastle Woolsington during 1973.] The aircraft's colour scheme was the interim, hybrid Dan-Air Skyways livery (exclusively applied to ex-Skyways HS 748s). * [http://www.airliners.net/photo/Dan-Air-London/BAC-111-207AJ-One-Eleven/0336254/L/ Dan-Air BAC One-Eleven 207AJ G-ATTP coming in to land at Munich Riem on 15 February 1981]. The aircraft's colour scheme was the airline's third, experimental livery. * [http://www.airliners.net/photo/Dan-Air/Boeing-727-2D3-Adv/1002341/L/ Dan-Air Boeing 727-2D3 Adv. G-BPND lining up on London Gatwick's runway 08R on 27 January 1992.] The aircraft's colour scheme was the final version of the airline's fourth and last livery. * [http://www.timetableimages.com/ttimages/da.htm contemporary timetable images] * {{usurped|1=[https://web.archive.org/web/20110927120640/http://www.competition-commission.org.uk/rep_pub/reports/1987/219british_airways_caledonian_group_plc.htm Monopolies and Mergers Commission report on proposed British Airways takeover of British Caledonian]}}
{{International Airlines Group}} {{Airlines of the United Kingdom}}
[[Category:Dan-Air| ]] [[Category:Defunct airlines of the United Kingdom]] [[Category:Airlines established in 1953]] [[Category:Airlines disestablished in 1992]] [[Category:Davies and Newman]]