On Board - DAN AIR REMEMBERED

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When one looks at the three pictures above it is almost impossible to imagine that the pictures were only taken 30 years or so apart. The Airpseed Ambasador heralded a new direction for Dan-Air as far as service was concerned. From now on it would not be simply a case of strap up and have a cup of tea. Service was to be refined. This would mean that cabin crew would presennt meals and drinks to passengers. How the cabin looked would be considered more than before. At the end of the 1970s, you can see that aircraft cabins were much bigger. Gallies had improved, being able to offer 150 plus people hot meals as well as drinks. In 1988 a deicated business class, 'Class Elite' saw that seats in the centre not being sold to ensure more space for working and dining. All this is pretty much what happened with most airlines, but let's take a closer look at how Dan-Air's on board service specifically evolved.

Dan-Air's early existence saw the airline with a small fleet. Initially only Douglas DC3 aircraft flew cargo, and charter flights. The cabin seated just 36 passengers. The galley on the DC3 did not provide hot food. Where the flying time was less than an hour, say on a domestic flight, passengers would receive tea and biscuits,  delivered with as much panache as a stewardess could in a none pressurised cabin, flying below the smoother weather.The Dakota was not quipped with oven to heat food, its galley was entirely made from stainless steel.  On international flights the meals would be prepared in catering facilities and brought to the aircraft. What could a passenger expect? 36 meals trays could be stored in a shelved cupboard with everything the diner could need on the tray. Salads were a favourite, They looked attractive and kept reasonably well. Fish would be avaided due to smells. So chicken was a staple feature. One could expect a slice of cake and bread roll. Alrlines had already made use of sachets for sugar, salt and pepper and individual portions of butter and jam. The Dakota could heat water and so tea and coffee would be available. Drinking habits in the 1950s were not the same as today, but charter airlines made provision for the sale of alcoholic drinks. It made financial sense. After operating for a year Dan-Air obtained two Avro York aircraft. These were much bigger and had a far greater range. They often went around the world on carto operations or troop flights. When they were used on charter flights Dan-Air would be faced witth a smiliar short coming. the York did have refrigeration and hot water. It had a grill type hob, therefore hot food could be offered. Could be.....but wasn't. There was little point in grilling steaks for charter passengers flying relatively short haul routes. Nevertheless Dan-Air had now developed training where its stewardesses (No males until the 80s) would do their best to make the flying experience a pleasant one.
          

ABOVE: Interiors of the DC 3 (L) the Avro York (C) and the Bristol Freighter (R)

Dan-Air tentative footsteps into the scheduled services arean were hampered from the start. The forerunner to the Civil Aviation Authority (CAA) - The  Air Transport Licencing Board (ATLB) placed heavy restrictions on scheduled route applications from independent airlines. As far back as the 1940s charter applications could take months to be approved. European scheduled routes were generally awarded to the state owned British European Airways and those further afield to BOAC - British Overseas Airways Corporation.  The first known charter flights took students to Italy with Horizon holidays. Its owner took a risk extending the charter offer to student nurses. Having encountered no opposition they carried on increasing flights and destinations. Scheduled services had their fares regulated by the ATLB. When Dan-Applied for domestic routes from its Southend base it was generally rejected. The same thing applied when they moved to Blackbushe. It took three years before a route licence was approved from BLackbushe to Jersey. Dan-Air would have to offer at least comparable hospitality to their passengers as anyone else. The Heron joined the fleet in the mid fifties. The small aircraft and its sister ship the Dove flew domestic flights from regional airports in an expanding network known as 'Link City' The two new types had primitive catering. Providing tea and coffee to less than a dozen people on an aircraft with the smallest of aisle could be hazardous. Dan-Air did just that though. The introduction of the Bristol Freighter saw little improvement. The type was converted into a passenger carrying machine as obtaining large second hand aircraft was difficult and costly.  It wasn't until 1959 that Dan-Air obtained the Ambassador.
Dan-Air had recruited a chief stewardess to carry out training on new cabin crew. Recruiuts would find themselves taken on with very little screening. This technique was to be successful as many of their recruits became fiercely loyal to the company. The uniform was similar to those worn by airlines up and down the country.

ENTER THE AMABASSADOR

When Dan-air obtained the Airspeed Ambassador they had taken a giant leap forward in passenger comfort. The aircraft were fairly young mainly having flown with BEA for only a few years. British European had began replacing their with the turobprop Vickers Viscount. The piston engined Ambassador had operated as the Elizabethan with British European when it began services in 1953. When it joined Dan-Air it was configured to seat up to 55 passengers in comfort, the aircraft was pressurised meaning it could fly higher and faster, and therefor smoother than anything Dan-Air had in its hitherto fleet. More to the point it had hot ovens. This is slightly misleading though. What we consider to be an in flight meal was not the case in the late fifties, early sixties.
The picture of the Ambassaodor interior at the top the page, shos the original BEA bulkhead walls and the overhead racks. BEA had used four abreast seating which was very generous. Dan-Air would be using the aircraft for quite a different style of operation. The aircraft would now seat five abreast and carry 55 passengers. The legroom as still quite generous.
Not only did the ATLB restrict the independents on price and scheduled services, they chose where charter flights could operate. If a scheduled service flew for example, London - Barcelona, then a charter service could not fly there. This made things impossible from Gatwick, but opened opportunities from Manchester and other regional airports.


             

ABOVE: The Ambassador having had the Dan-Air makeover.

Dan-Air was now in a position to begin phasing out of passenger use the converted Bristol Freighters to which it was never really suited.  It was known to be extremely noisy and crew referred to it as the Bristol Frightner. The Ambassador quickly became a favourite with passengers and crew. It could easily fly as far as Spain and, if weight was kept low, as far as Malta. More and more passengers were now choosing package holidays and in some ways they were having second class travel. Not only Dan-Air, but all UK charter airlines were in the same position. They simply couldn't afford the more modern aircraft. In 1962 Eurvaia Airways commenced operations using Lockheed Constellation aircraft. These piston engined propliners could carry 109 passengers. Euravia was rebranded as Britannia Airways in 1964. The airline was backed by the tour operator Skytours who also helped purchase Bristol Britannias to replace the Constellations. The Britannia had a capacity of 100 and not only looked beautiful, but out performed the Ambassador in every sphere.  Dan-Air were  not position to purchase larger aircraft until 1966 when they acquired the DeHavilland Comet 4.
Despite having hot ovens, the Ambassador did not provide hot meals to passengers due to weight, time and cost measures. The Comet was a different story. It had two large galleys. Dan-Air had increased seating on the jet to 109. Hot meals were served to charter passengers for the first time. Britannia Airways boasted they were the first charter airline in the world to provide all charter passengers with hot food. A simple creativity with words could prove it. Dan-Air were not a 'charter' airline! More often than not, in flight meals would be standard fayre that could be reheated. Sheppards Pie, Sausage and Mash being two favourites. In the mid sixties Dan-Air had very little scheduled service traffic. Tour operators would be willing to pay for hot food as a way of getting round the ATLB rules that stated inclusive holiday fares could not be lower than a standard air fare. Tour companies would therefore offer, flights, hotels, meals, drinks, transfers and excursions as part of a holiday. In an effort to boost the fare up to the regular scheduled airfare they would offer more and more. This included hot meals on board. One stewardess said
"We started hot meals in about 1960 I think. Usually sausage and mash. The ovens on board worked quite well, but I was a terrible cook as I was still at home and had never cooked. The only way I could establish if a meal was cooked was to shove my finger in the mash to see it it was hot all the way trough. Meals came on these metalic trays that used to get quite hot. We then placed them on an oblong plate. It wasn't Michelin star by any means. Still, flights to Palma could take about four hours so there was a lot more time available. We even washed glasses until the plastic ones came about."

THE JET AGE

When Dan-Air purchased its two Comets it became only the second UK independent airline to enter the jet age, the first being British United. Their Comets came at a handy time. Monarch Airlines would commence operations in 1967. Dan-Air were in the enviable position of being able to offer jets to tour operators.  The Comet could make Majorca in a little of two and a half hours, where the Britannia would take four hours. The price tag was hefty at  £1,074,000 for the pair. The first; G-APDK was priced at £425,000 and the second G-APDO was £400,000. The reason for the difference was that the first aircraft had a longer time before it was due to undergo major mantenance. The rest of the cost was for spare parts and ground equipment. It would be fair to say that Dan-Air was serious about its place in the IT market.  The first aircraft was paid for in cash and the second would have a large part paid cash and the outstanding paid six monthly with 7% interest. The deal could also include initial pilot training and Dan-Air would pay for more crew to be trained on the type. BOAC provided technical manuals for Dan-Air to have a guide for their cabin services. BOAC had been operating their Comets in a way that would never suit Dan-Air. BOAC had an 89 seat layout. The front section of the aircraft had been used as a first class cabin. A central cabin had five abreast seating and the economy cabin the same. The Comet 4 had a galley at the rear of the aircraft, manufactured by G.E.C and a large fridge by L.E.C the front of the aircraft had what was known as the pantry. By removing one of the inner bulkheads Dan-Air could seat more passengers. The BOAC seats were of the highest standards with a width of 17.5" this meant that no galley cart could pass along the aisle. BOAC had brought food and drink by hand. This was not a problem as they had been flying on long haul flights where time was not restricted. By removinng all the seats and using smaller seats with a 17" width and reducing the pitch from 34" (first class) and 32" (Economy) to 29" thoughout they were able to accomodate 109 passengers. This was something never attempted before. To enable the aircraft to carry so many people the floor had to be strengthened. The galleys were reduced slightly in size. These modifications were possible because the aircraft had a much greater range than Dan-Air would need. So the fuel would weigh less and the flights would be a maximum of 5 hours. This would mean that only one meal service would need to be carried. If the aircraft was chartered for a long haul flight then seats could be removed.

 
Above: 89 Seats on a BOAC Comet 4.

Further engineering work had to be carried out to enable the aircraft to take of and land several times more than it was used to. Often the jets would make two return trips a day. The engineering division had carried out a superb job. The vast majority of passengers would have never experienced jet travel prior to this. UK tour operator Clarksons were quick to book the aircraft for their 1967 programme. Clarksons used a system known as 'Time Charter' Instead of seeking an aircraft to fly from point A to point B, Clarksons would charter an aircraft for a period of time and use it for their operation. Flight deck crews were trained at Newcastle. The cabin crew were chosen from existing Dan-Air staff members. They would need to be trained in the safety features of the aircraft and how to use the galley equipment. Dan-Air could now fly more than a hundred people at 550 miles an hour to their holiday destination. In a heartbeat they had jumped in front of their main rival Britannia Airways who would still be using Bristol Britannias with a cruising speed of just 350mph until 1968. The seats that Dan-Air selected were, by today's examples, awful. The original BOAC curtains remained. Overhead coat and hat racks could not withstand weights that airliners of today can. Weight on board was an issue. Passengers had just 15 kilo's baggage allowance. Carry on luggage was more generous. Tickets indicated than in addition to the one piece of hand luggage, passengers could carry on board, a camera, binoculars, a ladies handbag, coat, walking stick, baby food and a reasonable amount of reading material! Food and drink was served on crockery with glassware and metal cutlery as standard. Very quickly passengers came to appreciate the high standards of Dan-Air cabin crew. Charter passengers would be offered a complimentary hot meal including tea or coffee. Before take off crew would pass through the cabin to offer passengers a boiled sweet to assist with 'ear popping' this was repeated as the aircraft came in to land. The bar service carried out by staff would offer soft and alcoholic drinks for sale. Duty free sales would also help boost revenue. In flight entertainment consisted of a sheet of paper detailing the aircraft's route, along with information about height, speed, landing times, aircraft type and registration and the crew's names. This was passed around the cabin, allowing everyone to see.

SKY DINERS

Dan-Air was to revolutionise in flight dining in 1969 when it became the first airline in the world to introduce a new concept. Dan-Air's new 'Sky Diners' came about after management were seeking ways to reduce costs. Stainless steel cutlery, crockery and glassware when added together were heavy. On a single flight this might not prove to be a great deal. But when you are operating a large fleet carrying a million passengers the numbers soon mount up. It was estiimated in 1980 that by simply adding an orange to every passenger's meal over a year the fuel bill would be thousands of pounds. Studies carried out in 1969 suggested that the weight of catering supplies was costing almost £25,000 per year in fuel (£170,000 in 2020 prices) An evaluation of alternative products was carried out and one company came up with a solution - 'Sky Diners' was the result and it became a branded product, exclusive to Dan-Air. The meals came with cold food in light weight cardboard which had foil inside. The box had a see through plastic lid. The plastic was eblazened with the company logo and was designed to fit into standard airline trollies. When Sky Diners was launched the meals did not need to be cooked in the galley as they were cold fayre. The box would be also pre loaded with a bread roll, cold starter, and dessert. Accompaniments such as butter, salt, pepper and plastic cutlery were also included, wrapped by a napkin packed in celaphane. A plastic cup finished the box with creamer and sugar in small sachets inside the cup. The meals were novel if not entirely popular with passengers. Passengers might have enjoyed the novelty of them, but Dan-Air benefitted financially. The whole tray was thrown away afterwards. Saving time and money by not having to wash the products. Britannia Airways soon copied with a smilar product offering thier own version, including hot meals. Dan-Air had been offering hot meals on Comet flights already, but not as Sky Diners. They soon altered that!
The Sky Diner meal concept is shown below on a  publicity photograph taken at their lauch. It didn't take Tour operators long before they embraced the concept and offered it to their clients. Scheduled and charter airlines across the World quickly rolled  out similar products. Dan-Air took part in several charters for muslims flying on pilgrimage flights to Mecca using their Comets.  These flights, known as 'Haj flights' were unique in that the passengers were not offered alcohol and had to be allowed to pray. Some flights even had the Imman use the PA system.

     
Above L-R : Haj flights - Sky Diners in 1976 - In flight entertainment seventies style!


More and more Comet aircraft joined the fleet and in the late 1960s they were joined by the BAC 1-11 twin jet. The One-Eleven was a superb aircraft with 89 seats. Dan-Air had been fortunate in purchasing two models that were only three years old from American Airlines. Sadly the BAC 1-11 did not have hot ovens and a way around this had to be sought. Salvation came when meals that had been fully cooked by caterers could be placed inside vacuum packed galley trolleys. The food could be stored in these and stay hot for up to three hours. Normally meals are served on board shortly after a bar service, thus giving crew plenty of time to sell drinks to passengers before feeding them. Caterers down route were given initial training and passengers returning to the UK could also be served hot food

Several tour operators had chosen Dan-Air from 1966-68 because they had jet capability, now Britannia Airways were operating jets of their own in the shape of Boeing 737. Clarksons, one of Dan-Air's biggest charterers then bought the small airline Autair who had acquired two BAC 1-11 of their own. Clarksons came up with a new idea that they trialled on Autair , now renamed Court Line, flights; 'seat back catering'. This, thankfully short lived concept promised that  cabin crew would have a much easier time by not having to distribute 89 meals. The idea went down in aviation folklore as one of the biggest mistakes of all time. Clarksons, although a huge company had a reputation for offering the cheapest holidays on the market, this innovation was in keeping with their cheap and cheerful mantra.
The seat-back catering also permitted a reduction in the amount of galley space in aircraft cabins. The extra space obtained was equivalent to three seats on a One-Eleven 400. This enabled it to increase seating densities and reduce individual seat rates to allow tour operators to hold on to their market shares in a price-sensitive environment. Dan-Air as one of Clarkson's biggest charterers would have to match the much smaller Court Line in product and price. The concept itself consisted of pre-packed meals or snacks -  usually, Spam salads out and sandwiches back - loaded into a small, two-shelf compartment in the seat back of the passenger in front. The meal/snack for the outbound journey could be found in the top compartment, the one for the return trip in the lower section. The latter contained a pellet of dry ice placed under the plastic food container. This simple refrigeration technique prevented food for the return trip that would spend several hours inside a small, confined space from going off. For the airline's cabin staff, it eliminated handling trays while airborne and resulted in a reduction of their workload. To prevent outbound passengers from consuming meals intended for return passengers, locks needed to be installed on the lower compartment that could only be opened by cabin staff during the aircraft's turnaround at the destination airport. Although these were not effective at deterring determined passengers, who found that a pair of tweezers was all that was needed to open the box. In addition  Great Universal Stores (GUS) subsidiary Global Holidays, having noted Clarksons new idea,  became a major proponent of 'seat-back catering'. Global demanded that package holiday costs be driven down to the bare minimum by replacing the traditional meal service on holiday charter flights with something much cheaper that would simply give passengers 'a slice of pie'. Industry insiders referred to Global's new inflight catering concept as Global Pie. The cost advantage industry leaders such as Clarksons and Global gained over their rivals as a result of their onboard catering innovation eventually forced every other major UK charter airline to adopt 'seat-back catering' on most flights serving short and  medium haul IT destinations.

        
Above L-R - The in flight entertainment of the sixties! - 1973 BAC 1-11 cabin - Seat back catering. - Comet in the 'new' style


Despite all this cost cutting, in 1972 Clarksons spectacularly went bust! Court Line stepped in to rescue them. Clarksons had been offering by far the cheapest holidays on the market and did all they could to keep costs low. It was a surprise when they invested a small fortune in a computer reservations system that failed to work. Court Line operated for a further three years with their brightly painted BAC 1-11s. In 1973 Couurt Line leased at great expense the Lockheed Tristar. This giant aricraft would carry 476 passengers. It had hope to expand into Caribbean and the US markets. Instead it went bust. Clarksons took up 70% of Court Line's capacity. Losing the 30% that Dan-Air largely operated was tough. Fortuanely Lunn Poly had bridged the gap. It meant that Dan-Air would base aircraft at Luton, the base of Court Line. When Court Liine went bust thousands of passengers were stranded overseas. The ATOL bonding scheme ensured everyone was repatriated, several by Dan-Air. Those who had booked holidays scheduled for future dates were not so fortunate. The secretary of state, Tony Benn, mindful of an upcoming election promised that all passengers would get their money back. With Clarkson's no longer in business, there was no necessity to offer the seat back catering which had proven to be deeply unpopular with passengers. By 1975 the concept was dead and buried. With the collapse of Court Line several aircraft became available to purchase as well as ground equipment and spares. Court Line had been famous for painting its aircraft in 'holiday colours' BAC 1-11s had been painted pink, turquoise, yellow, purple and green. Dan-Air purchased the 1-11 fleet and quickly absorbed them into their own fleet with their own livery soon applied. Dan-Air also acquired Court Line's stores, including thousands of seat covers! Dan-Air's entire fleet was fitted with the Court Line seats. Michael Anciaux's picture above displays beautifully the 'new' look. This example was taken in Kinshasa where the aircraft was carrying out a charter. The seats were regularly lampooned by crew and still are widely ridiculed.  

THE BOEING 707

In the early 1970s Dan-Air took delivery of its first dedicated long haul aircraft, the Boeing 707. The jets were configured with 189 passenger seats. They were, at the time of enterting service, old aircraft. Being some of the first 707s that Pan Am purchased as new. Now, at the end of their career as luxury airliners they began a new life as charter jets. British Midland had done the same thing. British Midland had opted to configure theirs for 218 passangers. These aircraft would operate on behalf of Tour Operators on the transatlantic group, affinity charters. You can find out more about these flights here. (1973)

        
Above L-R: On board Boeing 707 - Service on a company BAC 1-11 - Viv Jansen on a company 1-11

Having 189 people on board a Boeing 707 en route to America taking more than 8 hours would mean that more than one bar service could be carried out. Drinks were made available to passengers for purchase. These included both alcoholic and soft drinks. Whilst food was served free as well as tea and coffee; everything else had to be paid for. Although bar sales were a valuable source of revenue Dan-Air did not over charge passengers. The drinks were slightly  more expensive than landside bar prices. Today, Ryanair for example charge almost £3 (UK 2020) for a cup of coffee and upward of £5 (UK 2020) for a sandwich.


   

Above: Dan Air considered purchasing the DC 8  - Boeing 707 cabin service - The interior of a Vickers Viscount -


The Boeing 707 was used on the Advance Booking Charter (ABC) flights that had recently been licenced in the early 1970s. Several UK airlines scrambled to purchase or 707s from anywhere they could to grab a slice of the lucrative market. Lloyd International, Donaldson, Britannia, Monarch, Caledonian, Laker and Brtish Airtours all operated them with varying degrees of success. Lloyd International and Donaldson fell on their swords in 1972 and 74 respectively. The ABC flights were low yield flights, in as much that the profit per passenger from the flight itself was minimal. The airline could only hope that ancilliary sales would make the flights worthwhile. The old aircraft used would often break down, at the expense of the carrier. Within a very short time Britannia and Monarch had pulled out of ABCs whilst Caledonian and Laker aimed at scheduled services across the Atlantic.
Dan-Air had based aircraft at Berlin Tegal airport from 1970. Several German tour operators chartered their aircraft for the booming West Berlin market. German cabin crew were recruited as well as English flight deck crew. The West German tour operators were more demanding of Dan-Air than their UK couunterparts, insisting on an increased seat pitch.  They wanted the Boeing 727 to carry a maximum of 141 passengers, which was only eighteen more than the standard layout for the type. Germans were used to paying more for their holidays so Dan-Air were happy to oblige. Other UK airlines began to muscle in with Laker and Britannia being the main competition. Dan-Air was by far the most popular UK airline in Berlin in fact, Dan-Air became the largest UK operator from and the thrid largest of all airlines at  Berlin Tegal airport.
The carrier later added scheduled services from Berlin to European destinations. One of the longest flights from Berlin was to Tenerife in the Canary Islands. The distance to the island was roughly 2200 miles, further than the shortest Transatlantic crossing from Shannon in Ireland to Newfoundland. Extra fuel tanks had to be added to the wings to enable the aircraft to make the journey none stop with full reserves. Something Dan-Air Engineering were able to carry out.

OIL FLIGHTS & DAKOTA REPLACEMENT

Dan-Air acquired Skyways International in the early 1970s and with it, a fleet of HS748 propliners. They had evaluated several aircraft to replace the ageing DC3.  These HS 748 aircraft were fitted with 44 seats. The short haul aircraft had a galley that could provide cold food and hot drinks. The 748 was introduced on Dan-Air's regional network.  The 748 was perfectly suited to Dan-Air. In the 1970s the airline's 748s were chartered by most large oil companies that had rigs in the North Sea. The rugged design of the aircraft enabled it to land on remote Scottish islands that other types were unable to serve. Oil workers would then fly by helicopter to their rig. It is not unkind to say that the interiors of the aircraft reflected the work they did. They were not very stylish on the inside! Several of the type were based in Aberdeen permanently. Others flew scheduled services. Due to the nature of their short flights in flight meals would generally be cold snacks.
The 748 fleet did receive makeovers when the company embarked on a new corporate identity 1980. Vickers Viscounts played a small part in Dan-Air's history and were usually leased with seating for beween 60 and 80 they were used on Channel Islands and Northern European hops.


                
Above L-R: The HS 748


IN FLIGHT ENTERTAINMENT

Dan-Air was no exception in not providing in flight entertainment as far up to the late 1980s. The bulliten passed around the cabin would occupy the mind for a couple of minutes and the in flight magazine slightly lonnger. The only films on Dan-Air aircraft in those days were those belonging to passengers with an 8mm cine camera! Scheduled service passengers would be given complimentary newspapers and all passengers had at least a cup of tea to pass time. On Mediterranean charters a meal might take up a good part of the flight. As many young passengers as possible would be invited to the flight deck to meet the pilots and marvel at the instruments. Just how much the flight deck crew enjoyed this is not known. Several older passengers would also revel in the chance to visit 'up front' something that would now be inconceivable for security reasons. Dan-Air would provide younger passengers with a gift of a travel goodie bag. This bag would have pencils, a colouring book, Dan-Air eraser, toy and badge. Charter flights in the 70s were often flown through the night so travellers would be encouraged to sleep after cabin service. Alan Selby who was a Captain on the Comet, 727 and 737 said.
"Provided everything had gone smoothly with take off and the flight was progressing well it was perfectly acceptable for children and sometimes adults, to come into the flight deck. It wasn't an inconvenience unless the flight was a bumpy one. Most children were very poiltie and only one or two asked endless questions. Most stood there in wonderment."

THE MANAGERS EXPLAIN

It is not easy to come up with meals for over a hundred people that everyone will like. Cabin services directors worked hard to ensure that the meals were attractive, the right price and tasty. These people behind the scenes had several theories, says one;

"We would never, for instance serve something too spicy, some might like it but a lot would not. We tended to select meals that would have the broadest appeal. That is why chicken and beef were so common. Pork was not always ideal because of religious sensitivity."

Another manager told us;
"You have to remember, in the 70s it was a big thing to pre order meals prior to departure. Without email and instant confirmation a lot of secondary information would get lost. Then there is cost - we are carrying 150 people who all get a meal. When you start saying - three vegetarian, four vegan, two Kosher, three salt free, six gluten free, five halal and so on you end up with about ten different meals on one flight. It is hardly cost effective. On a two and a half hour flight cabin crew would be preparing all these different meals that might need cooking for different times, it becomes a real headache, because then you have the paper work. You can't waste valuable time announcing on the PA system that you want all the vegans to identify themselves and next all those who want Halal food, so you have to have it written down that Mr Smith in 6a is diabetic and Mrs Jones in 22c is gluten free. We did not have that luxury, what's more is that tour operators just wouldn't pay for it."

Our first manager went on;
"Travel agents were supposed to ask about things such as special dietary requirements. In my time we had very few appear. Then the cabin crew would say that passengers had complained because they had a specific need and the travel agent had not passed it on. We were limited anyway in the 70s and 80s but that didn't help. Thankfully most passengers didn't mind what food they were offered as long as it fell into the category of good old English food! The breakfasts were always popular, we didn't have to offer salt free, vegitarian, kosher and halal options. That sort of thing did start to crop up more later on. For dinners we tended to stick with British style meals. We would never select Mousaka on a Greek flight, or Lasagne on an Italian service. Passengers heading to a destination would be eating local meals whilst on holiday. We would not be able to compete with that, so it was avoided. We also tended to avoid messy and smelly food such as fish. Anything with bones in it, or food that had to be picked at would also not be served. Of course, food like fish would stink the cabin out. We also had to consider that it was not always practical to take food out for both outbound and inbound flights. Therefore we relied on the caterers in foreign countries to be able to prepare a suitable meal. With that in mind we knew it was better to serve meals such chicken in a sauce with vegatables. It was decided when we obtained the Comet that the galleys were just too big for what we needed. They were used to handling all the paraphinalia that goes with long haul flights. We just needed the space for meals that had been pre cooked to be reheated. All the hot meals would be cooked together and then placed on a tray that was already set out. That is why tray sizes shrank. The bottom line was - more galleys  - less seats - higher prices. That said, we always had to make the tray look attractive. Over the years the meals did change. We even made the foils on top of the main meal have some kind of design on them. Bowls, dishes and cups were all especially selected. Dark colours were rejected because they make a meal less attractive. Light ones enhance the look. One also has to take into account the national palette. If the flight is a UK charter then we would generally opt for a British meal like Cottage Pie because the passengers would all be British. Schedule flights were a little more difficult as the flight could have lots of, say,  Spanish people on board. It was always best to choose pretty neutral meals."

Back to the second manager who has the final word;
"When the Sky Diners came on stream in, I think 69, 70 it was estimated that by ditching the steel cutlery and the reusable plates and so on,  we would save a couple of pennies each meal. With a million passengers that amounted to about 40 grand. Which was big money back then....On the scheduled services we often provided fruit as a snack and I suggested that we might do that on Spanish charter flights as an additonal snack. Some boffin went away and came back a short time later saying that adding an orange to the blancmange or cheesecake we usually served would cost thousands over the year. I was also told that a return Boeing 727 would need space for 300 pieces of fruit which would take up the space of a person. My idea was quickly shelved. People don't realise that in the highly competitive world of the charter airline industry back in the 80s it really was the weight of a few bits of fruit that might be the difference between a profitable flight and loss making one."


It was often claimed that charter airlines crammed passengers into their cabins. This was certainly the case if one compares them to a large scheduled carrier on long haul flights. Those carriers could not afford to risk offending their passengers who had paid a hefty price for their ticket. Rules on how many passengers an aircraft could carry were laid down by the CAA. Adequate emergency exits would have to ensure that the aircraft could be evacuated within a limited time. By the mid 1970s Dan-air could offer tour operators a range of aircraft from the 44 seat HS 748 through to the Boeing 707 had 189 seats. This was advantageous for operators who could use smaller types to destinations where the demand was less. As the decade wore on the Comets had began to lose their competitive edge. They used as much fuel with 119 passengers as a DC10 with 345 passengers. All charter airlines sought ways to increase the nuber of seats their aircraft held. It is well known that before the Boeing 727 entered the fleet, extra emergency doors had to be fitted at the rear of the aircraft. Monarch Airlines had 149 seats on their Boeing 720 which underwent a similar process to enable them to carry 165. Dan-Air suffered negative press for the very thing that all other operators were doing.

Charter passengers may be paying less for their holidays than those who purchased a tailor made holiday from a travel agent, but they were no less demanding in the level of service they required. Dan-Air were second to none amongst the airlines of the World. Their uniforms had to be stylish as they would be seen outside the aircraft. As well as the exacting standards on board, Dan-Air girls knew that their uniforms were scrutinised by management. Hair would only be allowed to be worn down if it was shorter than collar length. Otherwise it had to be tied up, and only with permitted ribbons in a specified colour. Jewellery was not permitted, other than pearl earrings, necklace and a small watch Tights would have to be regulation colour and shoes the right height and colour. Hats should be worn as directed and gloves worn at all times when outside the aircraft.  When one reads manuals about how drinks should be served and in what direction it is quite remarkable to see the standards the company set. Once the flight commenced cabin crew would wear a tabbard during bar and meal service, and remove their jacket and hat. One stewardess told us;
"I actually loved my uniform, after I had completed my training and went on my first flight I thought I had done really well. We arrived back at Gatwick on a 1-11, and it has some airstairs that lower from the tail section. I lowered them and went to the bottom of the steps to ensure everything was in order. I went back up the steps and realised I didn't have my hat on. I calmly put it back on while the passengers got ready to disembark. After that everything went fine. It was only when I got back to the crew room that I was approached by someone I won't name....She had been watching with binoculars! I never forgot my hat again. We were under scrutiny all the time and I am glad we were. If we put a bit of weight on it was mentioned. I was told once that 'Our uuniforms only go up to a size fourteen you know' In otther words - lose weight. I was told never to say tea, tea tea tea as I walked down the aisle. I was told to smile and say 'Would you like a cup of tea?' We served passegers drinks from the window, to the centre and then the aisle. We would make sure that they had ice if they wished, a drinks mat, a stirrer and a napkin. We would never pour a drink and hand it to the passenger. We would ask them to put a cup on the tray, bring that to the aisle and pour, then present the tray to the passenger. These standards became the norm to me. Imagine my horror when I was on a bbudget carrier recently and I was handed a small bottle of wine with a plastic glass uptuned on the neck of it. I would have been fired. Even though our flights were charters, we always gave exceptional service. I honestly can say that I have flown on some of the world's leading airlines and the best of the best service is never any better than what we gave, ok the product itself might be a lot more upmarket - but no, the actual service - ours was world class."

The product that charter airlines could offer was limited. Espcially when the actual flight was seldom more than four and a half hours. Dan-Air had invested millions making thier cabins look brighter, more modern and clean. As the 1980s progressed some charter companies began offering in flight entertainment on their newer aircraft. Dan-Air had started to avquire new jets including the Boeing 737 400. Air Europe were flying the same model and had ensured that video screen were in place. As had Britannia Airways, Air UK Leisure and Air 2000, some of Dan-Air's biggest rivals. It is not known why Dan-Air decided against this. Depending on the airline the headsets that enabled passengers to listen to films and music were either given free or sold on board. This could be seen as complacency. Was a certain mentality ingrained on some of the older members of the board? Did this direction come from the very top? After all, it had been Fred Newman who had refused to equip the fleet with newer aircraft in the late 1970s. Was the board more in favour of ensuring that shareholders got their dividend. These are all possibilities that one former manager told us.

"The board were a lovely bunch of people to be honest. Some of them were from the most ordinary backgrounds and had worked in the company since the very beginning. I don't mean in management either. They came in on the factory floor so to speak and worked their way up. Of course they knew the airline inside out and the industry come to think of it. When I mentioned that I had travelled to America once on Air Europe one joked that I was a traitor. I told him about my experience about the films shown and the music channels - he said ' I would expect that on a transatlantic flight'. So showed him a copy of the in flight magazine that had all the entertainement listed including European flights. He was quite surprised that they were doing it. I told him about the little TV screens that came from the overhead panel and he listened intently. When I said we simply had to get on board and do the same thing - if only to make a profit out of the headsets, he told me he would bring it up at the board meeting. I saw him later and he said he had. I don't know if he did, but if he did, nothing was ever done about it. I think it was crazy I bet the headsets were pennies and they sold them for pounds. In the late eighties Britannia came up with this concept that all charter passengers would have better meals - I think it was called 'Royal Service' Basically it was a rebrand, but it was effective. Air 2000 were offering passengers complimentary Bucks Fizz at breakfast and hot towels. Whilst our service was excellent and no one could beat us on that, the product we were offering was weak in comparison. To tell the absolute truth, we were falling behind."

This must have been frustrating for the cabin crew who loved the company. As new airlines sprang up recruitment drive came with them. Several cabin crew were lured to the new airlines. Dan-Air had lost a lot to Air Europe in the late 1970s and history was in danger of repeating itself again and again. Airtours directly approached Dan-Air crew and were successful in getting experienced crew to join them. With Dan-Air being a mixed scheduled and charter carrier it had a lot to work on. Scheduled services were a different game entirely to charter. Dan-Air did provide them with hot towles, and when 'Class Elite' was launched in 1988 a whole raft of services were offered. Passengers would have dedicated check in, the use of executive lounges at airports, priority boarding and disembarkation hot towels, improved menus with real crockery and cutlery, complementary drinks, including champagne, wider seats, more legroom. Then the airline guaranteed that on a row of three seats, the centre seat would not be sold. A table would be in place instead.  There was even a chauffeur service to take you from airport to city centre. The service was praised by business travellers who said there was nothing to match it on short haul European flights. Our manager commented.

"Vic Sheppard was responsible for implementing 'Class Elite' he really put his heart and soul into the project. Our scheduled services were already well regarded. We had taken over British Airways on their loss making Heathrow - Inverness route. Mo Prerea was the base stewardess at Inverness. She had to follow company standards, but she went out of her way to bring extra touches to the route. Local preserves were served and she even ensured that grouse, fresh from the morning shoot was served on Burns' night. Cabin crew became used to seeing the same passengers on the route and remembered their names. There was such a lot of good will built on that service. When the business class started that same level of service was implemented. The thing was, as the new board came in they had decided that was where Dan-Air needed to be. So everything was thrown at the schedules. Our charter flights were mainly flown using the 727s and older 737s. Other carriers were inmproving their charters to bring them up to the standard of scheduled services. I think the new board just had little interest in them. The staff still gave 100% on charters, but I think they were left adrift a little."


      
Above L-R 727 Cabin 1979 - Duty free sales 1982 -  Meal service - Boeing 727 cabin

It is true that 'Class Elite' was as the literature pointed out - Something Special In The Air' with even salt and pepper pots carrying the brand. Complimentary amenity kits for flights an hour long was much more than passengers had come to expect from even legacy carriers. You can read all about CLass Elite here.
As the nineties came a new uniform was brought online. Aircraft were refitted with new style seating. Plans were made to ditch all aircraft with the exception of Boeing 737 and BAe146 aircraft. The charters would eventually be cast aside and Dan-Air would be a stand alone, two class scheduled airline. The history of Dan-Air told a very different story behind the scenes. Changes were vital, and with the benefit of hindsight David James might have been right with his aspirations as history has unfolded and most charter airlines have long since gone.  The only strong one being Britannia's successor - Tui. Even they had to change their business model dramatically as package tours became less and less the norm. The vast majority of passengers are now seat only, independent travellers. The internet gave people access to booking their own travel. Deregulation has given airlines the freedom to set up bases wherever they wish in the EU. The rise of low cost, no frills carriers would have been daunting for airlines like Dan-Air - The final word is from our ex manager.
"There is absolutely no doubt had Dan-Air sutvived with James' strategy and become a successful scheduled carrier that things would have had to change in the late 90s. Whether Dan-Air would have tried to be a legacy carrier is up for debate. But even those have started charging for things like luggage. When British Airways announced it was stopping its free drinks and meals on short haul flights I was shocked. So Dan-Air would be in the same boat. The thing that would have given Dan-Air the competitive advantage was the slots that they held in many airports. They would have had the routes in place. But to make them go head to head with the likes of Ryanair would have been hard. Dan-Air did have fantastic training and that level of care doesn't come cheap. Our staff received vouchers for dry cleaning uniforms and there was a company pension with in work perks as well. Ryanair's cabin crew pay for their training at an external college. They pay for their uniform and have to provide their own food. Dan-Air was a generous company with staff travel and the totting system with the bar*. It would be hard to tell our crews that all of that would have to go. It seems to me that crew these days are treated far worse than ours.

For all the men and women that worked for Dan-Air as cabin crew - Thank you!

*Totting - A system permitted by management. If, for example a flight had 10 Gin minatures for sale and they were sold out, if the crew believed they were going to sell more they could purchase a bottle from duty free. They could then serve a drink to a passenger at normal tariff rates. If the bottle cost £5 for example and a measure was £1 then, provided they sold five of them then the company hadn't lost out. If from that 'Totting' bottle they then went on to sell five or ten more then the £5 or £10 could be divided between the crew. If the bottle was not used, provided it was paid for then the crew could have the contents for 'landing drinks'

                    

1992
Left: Boeing 727  Right: The BAe 146













The first two Boeing 707s to arrive at Dan-Air were already 12 years old when they entered service with Dan-Air.  One in particular, G-AYSL was affectionately known as 'Sick Lil'  and 'Spread Legs' as the aircraft often had technical problems. Neverltheless these aircraft could fly across  Atlantic and beyond. The aircraft had excellent galleys on board. Dan-Air's chairman said after just eight years of using them,  that they had been 'unsuccessful'. The affinity flight had also been a problem - many of the UK airlines had not stuck to the rules entirely. Transatlantic air travel was stricltly controlled. The flights were a way of getting affinity groups to America on flights that were significantly cheaper than scheduled services. Shortly after travel agents started selling the seats, they began encouraging peope to set up groups that could qualify them to travel. 'Bird Watching Groups' quickly sprung up all over the UK, and people were found not to be members of these groups at all. Despite the rules saying that people had to be members of a  group for three months and have a specific reason to travel to the USA.  Nevertheless Dan-Air obtained several Boeing 707 aircraft and alongside those flights they were put to use on round the World charters for a German Tour firm as well as flying several high density charters in Europe.
By 1979 the Comet was obsolete. The numbers in the fleet had dwindled to a handful. in 1978 Dan-Air lost three board members. Errol Cossey, Alan Snudden and Martin O'Regan had been lobbying Fred Newman to purchase the Boeing 737 200 advanced. In a heartbeat it would leap frog Dan-Air over their rival, Britannia Airways who were operating the 200 series. Fred Newman refused. Whatever was said, the outcome was that Cossey and O'Regan, both experienced men left the company. In 1978 they formed Air Europe. They took several Dan-Air pilots and cabin crew with them. They even poached one of Dan-air's training stewardesses, Renee Manchester. They would use the smae standards of service that they had used with Dan-Air. The difference was to be the aircraft. They would use the very aircraft that Newman had refused to buy. They would then redefine how charter flights had been operating. From this period onwards charter companies would offer more enticements to make their company the best to charter. It wasn't long until Air Europe were carrying significant numbers of passengers. Newer aircraft offered much higher levels of comfort.  Dan-Air offered just its high level of service. When Air Europe commenced operations Dan-Air still had thirteen Comets in their fleet!

At the start of the new decade Dan-Air purchased the Boeing 727 200 series. This magnificant aircraft darried up to 189 passengers - the same as the 707 that had recently left the fleet. The 727 200 series had a longer range enabling it to reach Luxor easily.  Aware of start up airlines eating into their market Dan-Air introduced the Boeing 737 to its fleet in 1980. The last of the Comets retired that year. This enabled Dan-Air to compete head to head with their rivals Air Europe and Britannia.  Soon passengers would be enjoying in flight entertainment. In one case an airline sold the headset, before Britannia boasted theirs were free. They would collect them at the end of the flight. Air UK Leisure said theirs were complimentary - take them home and use them at home. Air 2000 offered hot towels and a glass of Bucks Fizz for all passengers. Dan-Air had no such entertainment.


It  was not only IT passengers who chartered Dan-Air aircraft. When the Ted Heath Government required the then Foreign Secretary Alec Douglas Home to visit the Far East he and his party travelled on board a Dan-Air Comet. Paul McCartney and Mick Jagger have both chartered Dan-Air Comets. The company even carried the press corp that Accompanied Queen Elizabeth on one of her foreign tours flew on board a Boeing 727. In 1992 the Liberal Democrat leader Paddy Ashdown used a Hawker Siddeley  748 for his election tour.   The Engineering division could quickly alter the cabin interior to cater  for any demands the charterer had. As can be seen on the HS 748 picture,  even the titles of the aircraft could be changed. In this case -  'Liberal Democrats' replaced the 'Dan-Air London'. The airline's famous compass and flag emblem was replaced with the Libdem's own logo.  The staff at the paint shop could arrange that quickly too! Superb ground handling was carried out by Gatwick Handling, a company that Dan-Air had a 50% share in along with Laker Airways.

    

Above The Liberal Democrats chartered a company 748 for the 1992. Alec Douglas Home boaring the Comet.


Without  vertical integration from a Tour Operator Dan-Air were at a considerable disadvantage. Naturally, Thomson would wish to use its own airline, Britannia, where it could. Monarch, similarly with Cosmos and Air Europe with Intasun. Dan-Air did have Tour Operators that would  charter entire aircraft out for entire seasons. The large Tour Operators  also did not have large enough fleets with their own airline to carry out their entire  programme. By 1980, Air Europe, for instance, had less than five aircraft. Their parent company was the second largest Tour Operator in the UK. So the vast bulk of Intasun's booking were flown on Dan-Air aircraft. Smaller companies would wait until the larger companies had booked their programme. Only then would they take up any remaining seats. Even though they were a huge company, Intasun was one of the last to book its charter programme with all of the airlines it used. More often than not, this would mean they could aquire seats at a lower price, as the aircraft was already chartered out. This undercutting of prices while continuing to expand profitably.  This also meant that a lot of Intasun's business involved mid-week and night flying. Initially, in practice, it was a win-win for both Intasun and Dan-Air. It enabled them to charter aircraft at substantially lower rates than its competitors, who had to pay a premium for chartering planes at weekend and peak times. It therefore permitted Dan-Air to increase its fleet's utilisation, boosting the company's overall profitability. However, the high fuel consumption of Dan-Air's 'mix'n match' fleet against the backdrop of steeply rising jet fuel prices made it more and more difficult to offer Intasun the rates at which it was prepared to contract its business to Dan-Air. This meant that profits were eaten away with their higher costs. Late night and early morning flights that had catering provided would cost the airline more than a normal day time flight as caterers had to work outside normal hours. The caterers charged extra for that service.

Hot meals were provided on Boeing 727 Aircraft, the BAC 1-11 provided the standard  Sandwches and Salads. It became usual to present hot breakfasts on most morning flights. The BAC 1-11 had no faciliities for cooking hot food. When the type was used on scheduled domestic flights where hot breakfasts were offered, the airline used hot boxes where already cooked food was kept hot. Surveys carried out by Tour Operators saw Dan-Air consistently scoring well for service. Passengers had, by now become used to regular flying and were all too aware that Dan-Air's aircraft were old. This fleet was indeed a burdon, mainly to the airline itself. Air Europe's standards were set to rival the leading scheduled service airlines, with an aim of establishing a new benchmark for the industry and for charter airlines in particular; this would enable the new airline to fly longer seasons as travel companies were expected to cancel their contracts with rival airlines - an increase in aircraft  utilisation that would translate into higher profits. But Dan-Air was not ready for bowing out just yet....

 
A Boeing 727 in 1979.


The Boeing 737s that Dan-Air purchased were, as one would expect, second hand! - They arrived in time for the 1980 season.  It was chartered for the season by Thomas Cook. The 737 entered service earlier than expected as Guinness PEat who Dan-Air leased aircraft from had extra capacity for a wet lease operating scheduled services for Nigeria Airways in the winter months. Guinness Peat had a subsidiary company called Air Tara and they did not have sufficient capacity. Dan-Air seized upon this and the jet was sent to Nigeria. The second aircraft came from Transavie in the Netherlands. 1980 also saw a new corporate identity for the airline with each aircraft undergoing a transformation on the outside as a new livery was applied. Inside wasn't to left ignored either. The cost was estimated at £1 million for a Boeing 727 and Dan-Air had ten in their fleet. The makeover would see new lighting, bulkheads, carpets, seats, galleys and toilets. The seats would be sand coloured and blue. To reflect the sand, sea and blue skies.  The colours would be broken up throughout the cabin to promote a wide bodied look.


   
Above: The corporate makeover revealed in 1980



The eighties saw a period of growth for Dan-Air which was outlined in an interview with Flight International it was stated that the airline was considering new aircraft including the Boeing 757. It did not forsee a time when it would enter the long range market in the future. The new aircraft would not be larger than a 200 seat type. In 1983 Dan-Air became the World's launch customer of the  British Aerospace (BAe) 146. The BAe146 was marketed as the 'whisper  jet' Over the years Dan-Air flew three varients of this popular high  wing four jet aircraft. It was used extensively on the scheduled network  and became the only jet that could land at Berne. A second cabin refit  came in 1989 along with the introduction of a new class of cabin.Other airlines in the UK had already introduced the 757 in 1983. New systems allowed twin engined aircraft to cross the Atlantic. Dan-Air did not try to compete on this platform. It was not until 1986 that Dan-Air took delivery of a  wide bodied aircraft.
  
Above: L-R The new look cabins for the 1980s - Far right tha Airbus.



The  introduction of new types of aircraft, namely the BAe 146, The Airbus and the Boeing 737 300/400 heralded a new direction for Dan-Air. The airline was carving an impressive record as a scheduled carrier,  carrying over a million scheduled passengers by the late 1980s. Dan-Air gave its crew new uniforms and welcomed male cabin crew for the first time. A new class of cabin was unveiled in 1989. Class Elite was tagged as being 'What business class travel was meant to be." The first  destination was Paris.
Dan-Air said "How many airlines have forgotten the very things that made business class so special?"  They announced that when they sat down to design the new Class Elite that they went back to the basic principles with the intention of doing everything properly to provide a truly exclusive service. Beginning by arranging schedules that would most likely coincide with the business traveller. New check in desks were built. An executive lounge with a free bar, where you could check in also if you were only travelling with hand luggage. There was to be a  superior class of cabin. They stated that 'If thirty six is the number its designed for on that aircraft then thirty six it is (and no more) Dan-Air remembered the little touches like a built in wardrobe on most  flights, so that your coat and spare coat won't get creased. Then they  had wider seats made to give passengers the ultimate in comfort and leg room. Then came the redesign of the cabin layout. They insisted that you would never be sandwiched between two passengers. They would welcome  passengers with  orange juice or champagne, or a combination of both  before take off. You also received a copy of whichever National Daily Newspaper took your fancy! The airline would provide a free bar for the entire flight, a cooked breakfast plus lunch and dinner menus created by top European chefs. All of this served with stainless steel cutlery, with  proper glasses for your wine, served by quietly efficient cabin staff who would cater for your every need. With hot and cold towels to freshen you before landing and priority disembarkation, you would, Dan-Air claimed, find that Class Elite was exactly as its name suggests. Class Elite would see a return to what flying Business Class on an  established scheduled airline was 'always meant to be'.
They  invited you to "JOIN THE CLASS ELITE" Dan-Air said that Class Elite  would be available on ten of it's European destinations. They invited  you to "Insist that you're booked on Dan-Air Class Elite" Monte Carlo  and Cannes passengers would even have a free helicopter transfer.


                   

Above: Class Elite

Several tour operators dropped Dan-Air from their programmes from 1989 onwards. ILG announced 'We are cancelling our Dan-Air Engineering contract and reducing our chartering of their aircraft.' Airlines had began to spring up  everywhere, many with the backing of a Tour Operator. Owners Abroad with Air 2000, Air UK Leisure with 40% backing from Unijet, Inter European with Aspro holidays. A further blow came when Airtours, one of Dan-Air's biggest contractors, started their own airline, Airtours who went on to grab several Dan-Air cabin crew. the attraction being increased salary packages and the chance to work on brand new aircraft.
Intasun went even  further in 1990 when they said they were no longer going to use Dan-Air at all - claiming that the reason was because of  Dan Air's  "Gas guzzling aircraft". Several highly trained cabin crew (including  those who trained cabin crew for Dan-Air) were poached by these new  airlines. The fledgling airlines all offered in flight entertainment.  The provision of headsets and the latest cinema releases put the new airlines way out in front. Dan-Air chose not to compete by retrofitting its own aircraft with sound and video. Instead boasted that  the 'Secret Is Service'. It was a cut throat industry in the late eighties. Where one airline sold headsets for In Flight Entertainment (IFE) the next said they were giving them free for the flight and collecting them at the end of the journey. The next would then have ear sets made and invite passengers to keep them. Charter airlines offered tour operators all sorts of incentives to gain their business. From stainless steel cutlery to pre take off bucks fizz and hot towels. It is a sad fact though that not one of the charter carriers around back then is flying today. Only Britannia survives, and that is as a different airline, with new ownership.
When Air Europe spectacularly collapsed in 1990. Dan-Air had almost gone the same way.
     
Above: L-R - On board one of the refitted 727s - Economy meal, BAC 1-11 - Final cabin interior, 727, BAe146 interior.

     

Should the company have survived then no doubt further improvements  would have been made and in flight entertainment brought in as standard.  In forums online it has been speculated that should the company have seen out the tough economic cycle of the early 90s then it would have found itself in the no frills, low cost market. Ryanair was not always a low fares airline and its operation utilised Boeing 737 200 for several years with great profits. Dan-Air came close, along with British Airways and Aer Lingus to seeing off Ryanair altogether.

It has never been the same not  seeing the familiar Dan-Air aircraft and staff at airports. I for one would love to sit back, and not hesitate to use the call button located  above my head to call for assistance. A gin and tonic? Will that be with  Ice? To the girls and boys of the Dan-Air cabin crew - Cheers!



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2 comments

Rachel Simonds
2020-07-19 15:23:03
So touched to see the positive description of the airline and crews. I few as cabin crew 1975 to 1978 on Comet , BAC 1.11 and 727. Many great memories of these years particularly of the RAF Comet crews who came with the aircraft.
David Libby
2020-04-30 18:46:53
Excellent British International carrier providing brilliant service!

Flew LGW/AGP/LGW with my family on a "Package Holiday" Flight/Meals Accommodation, September 1980
plus I used to fly from LHR to INV BAC 1-11/Boeing 737-300 service 80s/90s, excellent service!!

Thanks for great flights and service.
David Libby.
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