http://www.aviation-news.co.ukBOAC, a monopoly on scheduling. This
brought about confrontation between the
newly formed carriers and civil servants,
whose brief was perceived as protecting the
interests of the national airlines at all costs.
It is perhaps worth explaining the system
that was later developed from the ACA for
regulating scheduled air services. The Air
Transport Licensing Board (ATLB) was set
up in 1960 by the British government as
a regulatory body through which airlines
could apply for new routes. However,
there was a strongly-held view at the time
both inside and outside the industry that
ATLB favoured the nationals over the
independents. If they applied for a rotation
that was already operated by one of the
state airlines, it was turned down because itwas believed it
would add too
much capacity
and if they
applied for one
that was not operated by a state carrier,
the ATLB would question the potential
economics of the venture. Nevertheless,
airline owners and several politicians
continued to lobby the regulating authorities
for the opportunity to open new routes.
Finally, they were granted the opportunity
to apply for scheduled services, with the
proviso that they must not overlap with
those of BEA and BOAC.LUNN-POLY
In the 1950s Bamberg acquired the travel
agency formerly owned by Sir Henry Lunn
and later integrated it with the Polytechnic
Touring Association, which by the mid-1960s,
had become known as Lunn-Poly. He used
the company to sell what became known as
all-inclusive tours to Spain and Italy, thus
providing signi cant work for the eet of
Vikings, whilst at the same time maintaining
his focus on scheduled ights.
In May 1958 Eagle Airways (Bermuda)
began a service between Bermuda and
New York using Viscounts registered in
the island, thus bringing them into head-
on competition with BOAC and the US
carriers, Pan Am and Eastern Airlines.
Undeterred, the airline launched weeklylow-fare scheduled services from the
Caribbean to London with Douglas DC-6s,
naming them Eagle Masters, in an all-
economy con guration. These aircraft were
also registered offshore, thus enabling Eagle
to avoid the restrictive licensing situation
that prevailed at the time. However, such
were the terms of Eagle’s operating licence,
that it was required to share the revenues
from those routes with BOAC.
The DC-6s were eventually replaced
on October 1, 1960 by Bristol Britannias
in a three-class con guration; 14 rst, 66
economy and 18 Skycoach. These ights
were only available to British residents.
Unknown to Eagle, though, the mighty
shipping line Cunard had been watching
developments with interest. In 1960, more
than one million passengers had crossed
the Atlantic by air and Cunard, which
was still operating transatlantic sailings
at the time, wanted to be involved in the
business. In March 1960 it bought a 60%
shareholding in Eagle, renamed the airline
Cunard Eagle Airways, and made Harold
Bamberg a board member. An order for two
new Boeing 707-400 series, with an option
for a third, quickly followed.
Because Blackbushe had closed to
commercial operations, Cunard Eagle
moved its ight and maintenance base to
Heathrow. By June 1961, it had been given
a licence to y from Heathrow to New York,
using the Boeing 707s and Britannias, on
a one round-trip per day basis. ATLB had
officially approved the services, but BOAC
promptly appealed against the decision and
it was later reversed. Because of this, the
rst Boeing 707, when it was delivered, was
registered VR-BBW in the name of Eagle’s
Bahamas subsidiary, which had licences
for London-Bermuda-Bahamas-Jamaica
services. The aircraft only stayed in these
colours for a few months and was later
transferred to the British register.
Behind the scenes though, Cunard,
disappointed with the results of the
Caribbean venture, had been talking
to BOAC and quietly a new company
was formed, BOAC-Cunard, with BOAC
contributing 70% of the capital and adding
eight Boeing 707s to the eet. Two new
707s, originally ordered for British Eagle,
were added by June 1962.
Harold Bamberg continued as a BOAC-
Cunard board member for another year, but
became disenchanted with the corporate79that was not operated by a state carrier, low-fare scheduled services from theMain photo: A ne study of British Eagle Bristol Britannia G-AOVL.
Key Collection
Right: One of the company’s rst aircraft, Handley Page Halifax
VIII G-ALEF. This example served with the RAF as PP337.
All photos from the British Eagle archive/www.britisheagle.net
unless statedAn Eagle company publication showing
Harold Bamberg in his office.agency formerly owned by Sir Henry Lunn
and later integrated it with the Polytechnic
Touring Association, which by the mid-1960s,
had become known as Lunn-Poly. He used
the company to sell what became known as
all-inclusive tours to Spain and Italy, thus
providing signi cant work for the eet of
Vikings, whilst at the same time maintaining
his focus on scheduled ights.began a service between Bermuda and
New York using Viscounts registered in
the island, thus bringing them into head-
on competition with BOAC and the US
carriers, Pan Am and Eastern Airlines.
Undeterred, the airline launched weeklyAn Eagle company publication showing
Harold Bamberg in his office.78-82_eagleDC.mfDC.mfDC.mf.indd 79 06/07/2018 11:59