My history blog today comes from the 1980 edition of Aircraft Illustrated.
British Isles 'Airports: No 10: Jersey
by David H. Kirkman
(Flightlines International)
IT WOULD appear inconsistent to the casual observer that a small island could have the third busiest airport in the British Isles in terms of aircraft air transport movements. But Jersey is. to say the very least, somewhat unique in the general structure of the United Kingdom, and it is this individuality that results in the importance of its airport.
The Channel Islands, with the three major islands of Jersey, Guernsey and Alderney, represent the southernmost extremity of the British Isles. Jersey has discrete and particular laws - occasioning fiscal advantages in personal and corporate residence, and an extremely agreeable climate: both well suited to the weary Briton. It is probably the latter factor which first directed the inhabitants towards the possibilities of air transport as a rapid means of facilitating an increasing tourist industry, and realising new markets for a thriving horticultural business borne out of the early seasons. Today the mainland enjoys the harvest of early tomatoes, new potatoes and cut flowers air freighted from Jersey.
The efforts to open air facilities to the Island, however, did not meet with universal approval. As is often the case, local resistance to any form of technological progress held up the development of air traffic and it was not until 18 December 1933 that a company registered as 'Jersey Airways Ltd' was able to commence a scheduled service from Jersey to the mainland.
Nevertheless, this first operation was not conducted on true terra firma; the 'airfield' being a stretch of tidal beach situated between West Park and First Tower in St Aubin's Bay. The service, operated to Portsmouth using a DH94 Dragon Rapide was highly dependent upon suitable weather and tides.
The same in part is true today - Jersey is known for its fogs or 'sea frets'. With a pilot and seven passengers, trade in the early days was brisk but a far cry to the annual 1 .5 million or so passengers using the airport today.
Despite the scoffing of many of the locals, albeit very understandable considering the operational conditions, the daily beach service thrived. Passenger handling could be likened to the nightmarish - if it wasn't the tide or the wind, it would be the rain. All passenger processing and documentation was conducted in the open in a true pioneer spirit but the outcome was an upsurge in interest towards air travel and better things were to come, with a remarkably high degree of punctuality and reliability.
It was obvious therefore that the strip on the sands had to be moved inshore. Almost at once, in the same year as the inaugural service, the Jersey Chamber of Commerce completed their preliminary investigation and made recommendations for a variety of airfield sites throughout the island. With the aid of a number of notable aviation experts from the UK, the present site - some 5 miles north-west of St Helier off the A 12 Beaumont to St Peters road - was declared `most suitable'. The controlling authority for the beach strip was the Piers and Harbours Committee and this same body was authorised by the States of Jersey to continue with the aerodrome administration on the new land site.
British Isles 'Airports: No 10: Jersey
by David H. Kirkman
(Flightlines International)
IT WOULD appear inconsistent to the casual observer that a small island could have the third busiest airport in the British Isles in terms of aircraft air transport movements. But Jersey is. to say the very least, somewhat unique in the general structure of the United Kingdom, and it is this individuality that results in the importance of its airport.
The Channel Islands, with the three major islands of Jersey, Guernsey and Alderney, represent the southernmost extremity of the British Isles. Jersey has discrete and particular laws - occasioning fiscal advantages in personal and corporate residence, and an extremely agreeable climate: both well suited to the weary Briton. It is probably the latter factor which first directed the inhabitants towards the possibilities of air transport as a rapid means of facilitating an increasing tourist industry, and realising new markets for a thriving horticultural business borne out of the early seasons. Today the mainland enjoys the harvest of early tomatoes, new potatoes and cut flowers air freighted from Jersey.
The efforts to open air facilities to the Island, however, did not meet with universal approval. As is often the case, local resistance to any form of technological progress held up the development of air traffic and it was not until 18 December 1933 that a company registered as 'Jersey Airways Ltd' was able to commence a scheduled service from Jersey to the mainland.
Nevertheless, this first operation was not conducted on true terra firma; the 'airfield' being a stretch of tidal beach situated between West Park and First Tower in St Aubin's Bay. The service, operated to Portsmouth using a DH94 Dragon Rapide was highly dependent upon suitable weather and tides.
The same in part is true today - Jersey is known for its fogs or 'sea frets'. With a pilot and seven passengers, trade in the early days was brisk but a far cry to the annual 1 .5 million or so passengers using the airport today.
Despite the scoffing of many of the locals, albeit very understandable considering the operational conditions, the daily beach service thrived. Passenger handling could be likened to the nightmarish - if it wasn't the tide or the wind, it would be the rain. All passenger processing and documentation was conducted in the open in a true pioneer spirit but the outcome was an upsurge in interest towards air travel and better things were to come, with a remarkably high degree of punctuality and reliability.
It was obvious therefore that the strip on the sands had to be moved inshore. Almost at once, in the same year as the inaugural service, the Jersey Chamber of Commerce completed their preliminary investigation and made recommendations for a variety of airfield sites throughout the island. With the aid of a number of notable aviation experts from the UK, the present site - some 5 miles north-west of St Helier off the A 12 Beaumont to St Peters road - was declared `most suitable'. The controlling authority for the beach strip was the Piers and Harbours Committee and this same body was authorised by the States of Jersey to continue with the aerodrome administration on the new land site.
So it has remained to the present, though with a subtle name change to the Harbours and Airports Committee.
The culmination of this activity came on 10 March 1937 when the `States of Jersey Airport' commenced regular operations. Many facilities were provided including a terminal building with a control tower, waiting room, passenger handling areas, a restaurant, and a customs area. The tower itself was equipped with the most up to date communications available including an Adcock D/F system; and with the incorporation of powerful floodlights to illuminate the entire landing area plus boundary and obstruction lighting, the airport was claimed as being 'the most completely equipped of any in the British Isles apart from Croydon'.
Jersey Airways rapidly became established, operating DH86 Express aircraft. By April 1937 the first newspapers had been airfreighted into the island and airmail services commenced two months later. Initially, routes to London, Southampton and Exeter were introduced, but in the ensuing two years several more were added including Dinard and Shoreham, and air traffic became a regular feature of the transport pattern within the Channel Islands.
But the prospect of more immediate development was interrupted by the outbreak of World War 2: military aviation began to replace the civil operations and by February 1940 a Fleet Air Arm training squadron had moved in with Fairey Swordfish torpedo bombers and Albacores.
The outlook for Jersey, far removed from the UK mainland, was perilous and indeed it was not long before the Channel Islands fell to German Occupation on 30 June- 1 July 1940.
The culmination of this activity came on 10 March 1937 when the `States of Jersey Airport' commenced regular operations. Many facilities were provided including a terminal building with a control tower, waiting room, passenger handling areas, a restaurant, and a customs area. The tower itself was equipped with the most up to date communications available including an Adcock D/F system; and with the incorporation of powerful floodlights to illuminate the entire landing area plus boundary and obstruction lighting, the airport was claimed as being 'the most completely equipped of any in the British Isles apart from Croydon'.
Jersey Airways rapidly became established, operating DH86 Express aircraft. By April 1937 the first newspapers had been airfreighted into the island and airmail services commenced two months later. Initially, routes to London, Southampton and Exeter were introduced, but in the ensuing two years several more were added including Dinard and Shoreham, and air traffic became a regular feature of the transport pattern within the Channel Islands.
But the prospect of more immediate development was interrupted by the outbreak of World War 2: military aviation began to replace the civil operations and by February 1940 a Fleet Air Arm training squadron had moved in with Fairey Swordfish torpedo bombers and Albacores.
The outlook for Jersey, far removed from the UK mainland, was perilous and indeed it was not long before the Channel Islands fell to German Occupation on 30 June- 1 July 1940.
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