Airlink (helicopter shuttle service)

Airlink

Company type	Joint venture
Industry	Aviation
Predecessor	Westward Airways (earlier shuttle service)
Founded	1978
Founder	British Caledonian Airways, British Airways Helicopters, British Airports Authority
Defunct	1986
Fate	License revoked; service discontinued
Headquarters	London , England, United Kingdom
Area served	London Gatwick Airport, London Heathrow Airport
Key people	Sir Adam Thomson (British Caledonian chairman)
Products	Helicopter shuttle service
Number of employees	62
Parent	British Airports Authority (owner of helicopter)

Airlink was a helicopter shuttle service that operated from 1978 until 1986, connecting London's Gatwick and Heathrow airports. This service was a collaboration between British Caledonian Airways and British Airways Helicopters, utilizing a Sikorsky S-61 helicopter owned by the British Airports Authority. It served to link the two rapidly expanding airports before the construction of the M25 motorway. Although the operating license was valid through 1994, it was revoked by the Secretary of State for Transport in February 1986 amid disputes involving members of parliament, airline companies, airport authorities, and local councils. Since then, no equivalent service has been established.

Background

Heathrow Airport is located approximately 12 nmi (22 km) west of central London, while Gatwick lies to the south. Despite strong transport connections to each airport individually, direct travel between them posed difficulties following Gatwick’s development as London’s secondary main airport.

The first attempt at an air shuttle between these airports started on 25 June 1969, when Westward Airways ran flights using a Britten-Norman Islander between Heathrow and Gatwick’s General Aviation Terminal. However, due to poor promotion and operational challenges—including an aircraft accident in February 1970—the service struggled financially. After briefly leasing a Piper PA-28 Cherokee, the operation ceased on 22 August 1970.

Throughout the 1970s, multiple factors encouraged the reestablishment of an air shuttle. Airlines such as British Caledonian and Dan-Air, both based at Gatwick, sought better connections to Heathrow for their passengers and employees. The UK government aimed to encourage some foreign carriers to move from Heathrow to Gatwick to reduce congestion; improved airport connectivity would support this shift. National transport strategies anticipated a future motorway link between the two airports, positioning an air shuttle as an interim measure. Nonetheless, concerns arose regarding noise disturbances and privacy issues since flight routes passed over densely populated and affluent neighborhoods.

Introduction

In 1977, British Caledonian, British Airways Helicopters, and the British Airports Authority (BAA)—the operator of both Gatwick and Heathrow—initiated plans for a shuttle service designed to integrate the flight operations of both airports and facilitate coordinated functioning. By 1978, they launched a joint venture named London Airways to operate this helicopter shuttle with a Sikorsky S-61N. Owned by BAA, the venture aimed to benefit airlines relocated to Gatwick, which was less convenient for passengers making connections. British Airways Helicopters, a subsidiary of British Airways (a competitor of British Caledonian), was unable to provide aircraft due to commitments servicing North Sea oil platforms and Isles of Scilly routes. British Caledonian took charge of marketing efforts as well as ground and cabin staff management. Initially, pilots and engineering support were supplied by British Airways Helicopters but were subsequently replaced by British Caledonian Helicopters.

The helicopter had a capacity for up to 28 passengers and targeted an annual ridership of 64,000. The operation was projected to contribute around £10 million yearly to the British economy, based on an estimated £150 profit per interlining passenger. The service aimed to attract international transfer traffic away from competing European hubs such as Paris Charles de Gaulle and Amsterdam Schiphol. Government transport policy treated Gatwick and Heathrow as a unified complex, while flight paths were designed to minimize impact on residential areas—factors that helped secure approval from the Civil Aviation Authority (CAA).

A report published in February 1978 described Airlink as "long-awaited," with operations expected to commence by mid-summer. Following a public inquiry and pending completion of the M25 motorway’s southern section, the joint venture received a provisional license valid for one year (some accounts mention 18 months). The first flight occurred on 9 June 1978 in a ceremony attended by Prince Charles, who traveled on the Rapid City Link (now known as the Gatwick Express), toured the terminal facilities, and flew on board with British Caledonian chairman Sir Adam Thomson.

Operating with one newly acquired helicopter performing ten round trips daily between Gatwick and Heathrow—covering roughly 30 miles in about 15 minutes—passengers were charged £12 per journey. The CAA license prohibited flights between 9:15 pm and 6:30 am. Unlike its predecessor operated by Westward Airways, Airlink featured dedicated departure and arrival gates equipped with boarding ramps at both airports.

End

In the 1978/79 fiscal year, British Caledonian recorded a pre-tax profit of £12.2 million, with Airlink serving 50,000 passengers annually, a figure that later increased to 60,000. The service operated ten flights each way daily. Renowned for being "quick and rather exciting," the Airlink licence was renewed for an additional four years in 1979. In 1983, an application was submitted to extend the licence for ten years; this was initially approved by the Civil Aviation Authority in February 1984 but was subsequently overturned four months later by Transport Secretary Nicholas Ridley. The cessation of the helicopter service was scheduled to occur four months after the M25 motorway opened between Junctions 8 and 10. This requirement was amended in November 1985, mandating the termination of the helicopter link by 7 February 1986, provided the licence had not already expired. With the motorway completed by October 1985, Airlink ended its operations on 6 February 1986 following licence revocation.

Throughout Airlink’s operational period, significant opposition arose concerning noise disturbance and low-altitude flights, spearheaded by organisations such as the Gatwick Conservation Area Campaign and the Federation of Heathrow Anti-Noise Groups. Opponents advocated for coach services as a preferred connection between airports, whereas BAA argued that its key clientele favoured helicopters over bus travel.

By the time of closure, Airlink had transported approximately 600,000 passengers over eight years, generating £10.5 million in direct fare income and an estimated £100 million indirectly, while sustaining 62 jobs. Sir Adam Thomson, chairman of British Caledonian, asserted that Ridley’s decision resulted in a £4 million loss during a challenging financial period for the company. During a parliamentary discussion in May 1986, MP Nicholas Soames cautioned that nearly half of former Airlink passengers might avoid London altogether, potentially causing multimillion-pound losses to the airline sector. Parliamentary Under-Secretary of State for Transport Michael Spicer acknowledged compelling arguments on both sides and described the matter as highly contentious.

The Sikorsky S-61N helicopter (registration G-LINK), constructed specifically for Airlink and registered in March 1978, had its registration cancelled in June 1987. Reports indicate that by 2006 it had been scrapped and left abandoned in Brazil.

Following Airlink’s discontinuation, regular coach services have linked Heathrow and Gatwick via the M25; however, no direct heavy or light rail connection has been established. The motorway frequently experiences congestion issues, while rail travellers generally need to change trains at Farringdon station.

See also

• Heathwick