This year is the 60th anniversary of a landmark change in links between the Cornish mainland and the enchanting Isles of Scilly – bidding farewell to a service that had “an air of unreality,” as one author put it, and welcoming a world-beating successor.
The author was David Mudd, MP, journalist and broadcaster, who explained that until 1964 the traveller on the 36-mile route had the feeling of being almost an aviation pioneer.
“There was the coach trip from Penzance to St Just airfield,” he wrote*, “the strange ritual of checking in at which the traveller was publicly weighed on an indiscreet balance that transmitted private details to all and sundry. Then, on the basis of weight, the voyager was allocated a seat. But a seat on what?
“Surely that diminutive, twin-engined de Haviland Dragon Rapide standing patiently on the grass strip could not be the vehicle for such a journey! With its slim fuselage and tiny wings, it looked more like an advertising replica than a real-life airliner. In disbelief, the passengers scrambled aboard.
“The engine roared; the Rapide moved gracefully forward, and just as it seemed it was about to run out of grass and topple over the cliff edge it found its full power and soared upwards and outwards.
“(Towards the end of the flight, it would) start a hair-raising descent into St Mary’s airfield. Even this was an improvement, for at one time there was no formal landing strip other than the local golf club.”
This would be obligingly cleared of golfers as a bell would ring three minutes before the aircraft was due!
But all that changed in 1964 with the arrival of one of British Airways’ first Sikorsky S-61 N helicopters and the transfer of mainland operations from St Just to a purpose-made heliport at Penzance.
David quoted Captain Jock Cameron, of British European Airways, as having always argued the possibilities of a helicopter service in West Cornwall.
Not only would it be able to beat most weather conditions, except fog, but its greater passenger capacity and reliability would soon justify its introduction.
“He was right,” David reflected. “In its first year it carried more passengers than the three Rapides it had replaced.
“From 1964 to 1976, it was, in fact, British Airways’ only profitable domestic route. To add to its uniqueness, it became the only profit-making scheduled helicopter service in the world.”
The uniqueness didn’t stop there: “Based on a British Airways ‘family,’ it has the best percentage figures of any passenger service in the world, and proudly claims the European record for flight and time regularity.
“Above all, it has proved that – over the right route – helicopters can operate reliable and profitable services without the need for massive staff, large airport facilities, or all the costly impedimenta normally associated with air travel.
“According to Jock Cameron’s own figures, the proof is overwhelming. It cost £6 per passenger to run and maintain Heathrow Airport at 1977 prices. The ground costs per passenger at Penzance and St Mary’s were an unbelievable 40p.”
* Cornwall & Scilly Peculiar, published 1979 by Bossiney Books.
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