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Scottish Airways

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Scottish Airways
Company typePrivate
IndustryAviation
FoundedAugust 12, 1937; 89 years ago (1937-08-12)
FounderClive Pearson (via Whitehall Securities Corporation), Ted Fresson (Highland Airways), George Nichols (Northern & Scottish Airways)
FateMerged into British European Airways in 1947
Headquarters
Glasgow
,
Scotland, United Kingdom
Area served
Scotland, primarily Highlands and Islands region
Key people
Ted Fresson, George Nichols, Clive Pearson
ProductsAir services (passenger, mail, freight)

Scottish Airways provided air services throughout much of Scotland, concentrating primarily on the Highlands and Islands region from its inception in 1937 until it merged into British European Airways in 1947.

Establishment

Scottish Airways was established on 12 August 1937, with financial backing from entities such as Whitehall Securities Corporation, LMS Railway, and Western Isles Airways.

Whitehall Securities, under the leadership of Clive Pearson, had previously founded British Airways Ltd in England and extended its operations into Scotland through this venture. LMS Railway sought to expand its transportation network to reach Scottish island communities beyond the rail infrastructure and regarded Scottish Airways as a natural extension of its existing involvement with Railway Air Services (RAS).

Western Isles Airways (WIA), co-owned by the ferry operator David MacBrayne and Whitehall Securities, was created to satisfy Ministry of Transport accounting regulations. MacBrayne, partially owned by LMS, viewed air travel as a means to complement its ferry services.

The formation of Scottish Airways involved merging two Whitehall-controlled airlines: Highland Airways and Northern & Scottish Airways (N&SA), which was renamed Northern Airways at the time. Ownership was divided as follows: Northern Airways held 31.9%, Highland Airways 18.1%, LMS 40%, and WIA 10%, resulting in Whitehall controlling 55% and LMS holding 45%.

Highland Airways, operated by founder Ted Fresson based in Inverness, focused on servicing the Northern Isles of Orkney and Shetland. N&SA, under George Nichols from Renfrew Airport, Glasgow, concentrated on routes to the Western Isles. Initially, each airline retained separate branding and management. The timetable issued in October 1937 identified “Northern and Scottish Airways (Northern Airways Limited)”.

Service coverage was limited due to opposition from Eric Gandar Dower, founder of Allied Airways (Gandar Dower) operating out of Dyce. He ran rival routes to the Northern Isles but denied access to his airport for competitors and refused collaboration or investment proposals until after World War II nationalisation.

Operations before World War II

At first, both divisions continued operating much as they had prior to consolidation. Supported by railway and ferry stakeholders, the airline sold tickets through all British railway stations and travel agencies, with heavy baggage transported ahead via rail and ferry services. A notable feature was “inter-availability,” which allowed passengers to interchange tickets between air, rail, and MacBrayne ferry services—for example, traveling outbound by air and returning via steamship and train or vice versa for an additional charge.

On 3 May 1938, N&SA inaugurated a new route flown by chief pilot David Barclay using their De Havilland Dragon Rapide G-AFEY. This service connected Renfrew Airport with Perth, Inverness, Kirkwall (Orkney), and Sumburgh (Shetland), later including a stop at Wick.

In 1938, the government created the Air Transport Licensing Authority (ATLA) to oversee scheduled airlines and civil airports with the goal of strengthening British aviation infrastructure. This initiative encompassed enhancements in navigation systems, air traffic control, radio navigation aids, weather forecasting, pilot training standards, certification processes, and airport improvements. To curb inefficient competition among small carriers, many merged or ceased operations while larger companies prospered. Scottish Airways’ routes serving the Highlands and Islands were largely unaffected; however, in February 1939 ATLA terminated their competition on Aberdeen routes, awarding those exclusively to Eric Gandar Dower's Allied Airways. As part of licensing conditions, airlines were required to allocate aircraft for government use during national emergencies.

Western Isles Airways obtained ATLA licenses for flights from Glasgow to both the Inner and Outer Hebrides; these services were operated by N&SA.

The first scheduled airmail delivery between Kirkwall and North Ronaldsay took place on 31 July 1939 when Ted Fresson flew Dragon G-ACIT on this route.

During summer 1939, Scottish Airways launched an Orkney-London connection requiring six hours of travel time. Departing Kirkwall at 6:25 am, it linked with North Eastern Airways at Perth for onward flights to Edinburgh, Newcastle, and London (Croydon). This service was discontinued shortly after due to the outbreak of war.

Routes, 1938

Based on the timetable from May 1938

  • Glasgow — Campbeltown — Islay (operated twice daily except Sundays)
  • Glasgow — Islay (available on Monday, Friday, and Saturday)
  • Glasgow — Tiree (scheduled for Monday, Wednesday, and Friday)
  • Glasgow — Barra — South Uist — Benbecula — Tiree — North Uist (daily service excluding Sundays)
  • Glasgow — Perth — Inverness — Wick — Kirkwall — Lerwick (daily except Sunday)
  • Aberdeen — Inverness — Wick — Kirkwall — Lerwick (daily except Sunday)
  • Isle of Man — Glasgow (operated by Isle of Man Air Services Ltd) (three times daily)

Routes, 1939

ATLA authorized routes as of February 1939

World War II

On 29 August 1939, the Air Ministry's National Air Communications (NAC) took over from ATLA, consolidating civil aviation. Scottish Airways’ fleet was assembled at Renfrew and redirected to support military logistics, including the transport of cargo and blood supplies mainly destined for France. Aircraft were painted with RAF insignia and passenger windows obscured for security purposes. Priority was assigned to military personnel. By March 1940, the RAF assumed control over non-scheduled civilian flights.

Facing financial difficulties, NAC requisitioned aircraft from airlines deemed non-essential, converting those with maintenance expertise into Civilian Repair Units (CRUs); Scottish Airways became a CRU based at Renfrew. The remaining airlines maintained strong partnerships with railway companies, which influenced their operations.

The Scottish Airways fleet under NAC included:

Initially, authorization was granted for three routes—Renfrew to Bowmore via Rothesay and Campbeltown; Inverness to Lybster; and Wick to Kirkwall—with modifications allowed by RAF Coastal Command.

Inter-island flights were suspended in September 1939, briefly restarted in November, but ceased again in April 1940; military authorities restricted access to island airfields and took control of strategic locations such as Stromness and Thurso. Ted Fresson operated limited charter services in the Orkneys using a single Rapide until scheduled Inverness-Kirkwall-Sumburgh flights resumed. Due to unsuitable conditions and bombing risks, Wick was removed as a destination in 1941 until RAF improvements enabled reopening.

Following accidents at Wideford airfield in 1940 and 1941 involving Rapides from Scottish and Allied Airways, operations shifted first to RAF Skeabrae and subsequently to RAF Grimsetter near Kirkwall.

After France’s capitulation in June 1940, NAC was superseded by the Associated Airways Joint Committee (AAJC), headquartered at Liverpool Speke Airport. Scottish Airways became a member of AAJC; some aircraft were conscripted for military service while others continued essential routes. The AAJC provided additional De Havilland Dominie aircraft—military variants of the Dragon Rapide with upgraded engines.

Ted Fresson successfully lobbied for an airfield on Stornoway in Lewis and Harris; although completed in August 1939, its use was delayed due to wartime conditions. NAC authorized its operation in May 1940 for Hebrides services; direct flights from Inverness commenced in May 1944 following runway enhancements. This route presented significant challenges because of severe weather and difficult terrain.

Throughout the war years, Scottish Airways and Allied Airways transported thousands of passengers—including civilians, refugees, and military personnel—alongside freight, mail, newspapers; they also conducted air ambulance missions and search operations amid enemy threats.

Between 1940 and 1945, these carriers handled 41% of all domestic airline passengers and transported 64% of mail and freight within Britain.

Routes in 1941

According to the timetable from May 1941: The option to purchase tickets valid for both rail and/or steamer transport remains available.

  • Inverness to Kirkwall (operated twice daily except Sundays)
  • Inverness to Kirkwall and onward to Shetland (daily except Sundays)
  • Glasgow to Campbeltown and Islay (daily except Sundays)
  • Glasgow to Tiree and Barra (service by request, subject to weather and tide conditions), continuing to Benbecula, North Uist, and Stornoway (daily except Sundays)

Services connecting Liverpool and Glasgow with Belfast were managed by Railway Air Services.

Routes in early 1945

Flight paths during early to mid-1945 included:

Northern Division
  • Inverness to Kirkwall (twice daily except Sundays)
  • Inverness to Kirkwall continuing to Lerwick (daily except Sundays)
  • Inverness to Stornoway (three times per week)
Southern Division

Operations conducted on behalf of Western Isles Airways Ltd.

  • Glasgow to Campbeltown and Islay (twice daily except Sundays)
  • Glasgow to Tiree, then Benbecula, North Uist, and Stornoway (daily except Sundays)

Post-war airline developments

After the conclusion of World War II, the government initiated the nationalisation of scheduled air services. British European Airways (BEA) succeeded the AAJC for domestic and European flights, while British Overseas Airways Corporation (BOAC) and British South American Airways (BSAA) took responsibility for other international sectors. BEA’s chairman, Brigadier Sir Harold Hartley, brought a wealth of civil aviation knowledge from his tenure at LMS Railway, Railway Air Services, and BOAC. His deputy, Air Commodore Whitney Straight, contributed extensive experience in airline operations and airport management.

BEA launched its UK division at Liverpool Speke Airport on 1 August 1946, with its Continental Division headquartered at Northolt Aerodrome. Initially, BEA permitted existing carriers to continue operating their routes and aircraft under its banner until a complete takeover was anticipated in February 1947.

In 1945, RAF Hatston served as Kirkwall’s civilian airport, featuring Britain’s first tarmac runways developed on Ted Fresson’s recommendation. On 22 August 1946, Fresson showcased a Douglas DC-3 aircraft loaned by RAS. Scottish Airways utilized DC-3 Dakotas during 1946 on the Prestwick–Northolt route under contract with BEA but subcontracted actual operations back to RAS.

In 1946, Scottish Airways added two Junkers Ju 52 trimotors acquired from a post-war RAS purchase. These aircraft bore BEA livery and were operated under contract by RAS. They provided sturdy comfort with seats specially designed by Shorts; however, wartime construction issues led to engine fumes infiltrating the cockpits. Obtaining spare parts such as tyres and exhaust components proved challenging. Engine startups depended on ground power units not available at most served airfields, limiting their operational deployment.

Routes in late 1945

Based on the timetable dated 8 October 1945; no reference is made regarding ticket inter-availability.

  • Inverness to Kirkwall (twice daily except Sundays)
  • Inverness via Kirkwall to Shetland (daily except Sundays)
  • Inverness to Stornoway (Mondays, Wednesdays, Fridays)
  • Glasgow to Campbeltown (daily except Sundays)
  • Glasgow to Islay (daily except Sundays)
  • Glasgow via Tiree to Stornoway (Mondays, Wednesdays, Fridays; Benbecula included southbound only)
  • Glasgow directly to Stornoway (Mondays, Wednesdays, Fridays)
  • Glasgow via Tiree and Benbecula to Stornoway (Tuesdays, Thursdays, Saturdays)
  • Glasgow to London (Croydon) (daily except Sundays; operated in partnership with Railway Air Services)
  • Glasgow to Belfast (Nutts Corner) (daily except Sundays; operated jointly with Railway Air Services)

1946 Service Routes

Scottish Airways operated the following routes under BEA's authority:

  • Glasgow to Stornoway (operated daily except Sundays)
  • Glasgow to Tiree, continuing to Barra and Benbecula (daily except Sundays)
  • Glasgow to Campbeltown (daily except Sundays)
  • Glasgow to Campbeltown extending to Islay (daily except Sundays)
  • Glasgow to Belfast (three times daily)
  • Glasgow to Orkney and onward to Shetland (daily except Sundays)
  • Aberdeen to Inverness (four flights weekly)
  • Aberdeen via Inverness to Stornoway (three flights weekly)
  • Inverness through Wick to Orkney (twice daily)
  • Wick to Orkney (operated on request)

Company Closure

Scottish Airways was nationalized and absorbed into BEA on 1 February 1947. Although divisional managers technically remained in their posts, their influence diminished significantly. Ted Fresson, the airline’s founder, pushed for the creation of a distinct Scottish Division within BEA; this division was briefly formed but weakened when outdated Junkers Ju 52 aircraft replaced the Rapide fleet. Eventually, the Scottish Division merged back with the English division, with Fresson appointed as BEA’s Highlands and Islands manager. The Scottish Division was reinstated in 1949.

On 11 February 1948, during a charter flight transporting Ministry of Civil Aviation inspectors, Fresson urgently flew a critically injured child from Stronsay to the hospital in Kirkwall without prior authorization. Despite the successful emergency intervention, he was reprimanded by senior management and dismissed by 31 March. His only recompense following nationalization was the De Havilland Gipsy Moth G-AAWO, which he had originally introduced to the company.

Aircraft Inventory

A comprehensive list of all planes operated by Scottish Airways between 1937 and 1947.

Fleet of Scottish Airways Ltd
Model Registration Entry Date Exit Date Disposition Division Remarks
De Havilland DH.60G Gipsy Moth G-AAWO 12 August 1937 31 January 1947 Transferred Northern Originally from Highland, brought by Fresson from North British Aviation Co Ltd. Stored at Inverness during WWII. Transferred to BEA and gifted back to Fresson upon his retirement in July 1947. Still operational as of 2017.
DH.84 Dragon 1 G-ACIT 12 August 1937 31 January 1947 Transferred Northern Previously Highland aircraft. Subsequently transferred to BEA. Preserved at the Science Museum at Wroughton.
Dragon 2 G-ACMO 12 August 1937 March 1938 Sold Southern The first Dragon 2 model produced. Formerly N&SA aircraft. Exported to Australia as VH-AEA; damaged in New Guinea on 11 March 1942.
Dragon 2 G-ACNG 12 August 1937 19 April 1940 Crashed Southern Previously operated by N&SA and BAL. Crashed near RNAS Hatston, Kirkwall; all nine onboard survived.
Dragon 2 G-ACOR 12 August 1937 February 1938 Sold Southern Ex N&SA aircraft sent to Australia as VH-AEA; later damaged in New Guinea in March 1942.
Dragon 2 G-ADCT 12 August 1937 14 December 1939 Crashed Northern Former Highland fleet member. Crashed on approach to Longman, Inverness from Renfrew; no injuries reported.
DH.89A Dragon Rapide G-ACPP 22 February 1941 16 September 1942 Returned Southern Formerly Great Western & Southern Airlines/AAJC aircraft. Returned to AAJC and later sold in Canada as CF-PTK; currently displayed at Reynolds-Alberta Museum as the oldest surviving Rapide worldwide.
Rapide G-ACYR 4 March 1941 25 April 1942 Returned Southern Previously Olley Air Service/AAJC plane. Returned to AAJC and displayed at Museo del Aire, Madrid-Cuatro Vientos Airport; notably used by General Franco in 1936.
Rapide G-ADAJ 12 August 1937 31 January 1947 Transferred Northern Ex Highland aircraft transferred to BEA; later sold and crashed as F-BAHY in Laos in 1954.

Additional military Dominies were likely lent during WWII without civilian registrations, including examples such as X7453, HG725, and NF881 around October 1944.

The pre-war color scheme probably consisted of an overall silver finish with black lettering and detailing; after the war, the livery changed to cobalt blue for lettering, trim, and struts—this design was created by aviation consultant John Stroud and first appeared on Rapide G-AFRK.

Accidents and incidents

Several Scottish Airways planes experienced accidents or incidents, including the Dragon models (G-ACNG, G-ADCT), Rapide variants (G-AEWL, G-AFEY, G-AFFF), Dominie aircraft (G-AGDH, G-AGED, G-AGJG), the Junkers (G-AHOK), and the Cruiser (G-ACYK). For further information, refer to the Fleet list provided above.

See also

Bibliography

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