1936
8th May - Capt. Gordon Olley registers a new airline called Channel Air Ferries with landing rights for a commercial service between Penzance and St. Mary’s.

1937
June – Site preparation for a new Aerodrome is completed at a site located between Little Kelynack and Brea Down – just south of the town of St. Just. The site consisted simply of the field (with 2,100 ft runway), a 4,080 sq ft hanger (transported from Squire’s Gate Aerodrome, Blackpool), a booking office, fuel store and basic servicing facilities. The Aerodrome quickly became known as Land’s End.
15th Sept – The first scheduled flight from Land’s End took place using DH84 Dragon GADCR. There were four passengers and the pilot (Capt. Dustin). It took off at 09:00 and landed at St. Mary’s at 09:20. Five passengers made the return trip which departed at 09:50 and landed at 10:10. The fare was £1.0.0 single & £1.15.0 (£1.75) return. There was initially just the one flight a day in each direction. Tickets were interchangeable with those of the Isles of Scilly Steamship Company. A bus connected Penzance with the Aerodrome.


1938
March – A second Dragon GACPY was used on the route. A DH83 Fox Moth GACFF was made available for pleasure flights.



April – The service was increased to thrice daily with a Sunday service available on request.
May – Service from Land’s End to Plymouth started. This then went on to Bristol.
25th June – First Accident. In very bad weather conditions that suddenly appeared at Land’s End, GADCR crashed on landing. The six passengers were injured and the pilot sadly died (Capt. Dustin).
Dec – Dragon GADDI replaced GADCR. On the 17th of December, GADDI failed to take-off and ended up in a Cornish hedge.



1939
Spring – Channel Air Ferries merged with, and became known as, Great Western and Southern Air Lines (GWSAL).
Summer – GACPP a DH89 Dragon Rapide was bought in to help with demand – there were up to eight return trips a day.
Sept – There were now three aircraft permanently based at Land’s End; GACPY, GADDI and GACPP. By the end of September the Land’s End – St. Mary’s route had carried 10,000 passengers, 18,000 lbs of freight and 5,000 lbs of newspapers since its inception in Sept 1937.
3rd Sept – War declared and all civilian flights were banned unless a special licence was obtained. The three aircraft at Land’s End helped train searchlight crews at Penzance and Truro and were quickly camouflaged.
25th Sept – The Land’s End to St. Mary’s route was considered important and was reinstated.

1940
Early Part – The service from Land’s End to St. Mary’s had been reduced to three flights a day using GACPY (GADDI and GACPP had both been relocated). The scenic Fox-Moth, GACFF, was impressed – serialised X9305.

1941
3rd June – Dragon Rapide GACPY disappeared after leaving St. Mary’s for Land’s End. An immediate search was made (five passengers and the pilot were on board). Only one body was found (a passenger - washed up near Portreath). The service was suspended until 27th October. It was later established that a Heinkel 111H4 attacked the aircraft with its nose mounted machine-gun. Its port engine on fire, the DH84 crashed into the sea and sank - a legitimate target with its military appearance and government links.
27th October – Service resumed. The airline worked more closely with the radar station at Trevescan near Land’s End so that before their aircraft took off, the station would confirm that there were no Luftwaffe aircraft in the area. GADDI returned for civilian duty to help GACPP. A new pilot started on the route - Capt. Hearn.
4th Nov – Ban reinstated and Land’s End closed. The landing area was partially obstructed, but even so the service continued to run on a limited basis.

1942
12th Jan – Ban officially lifted.
May – DH89A, GAGEE arrived to service the route though it was kept at Speke.

1943
August – Hurricane II Z3658 of No. 1449 Flight, piloted by Flight Sgt Hunter, was beating up the RMS Scillonian between Penzance and St. Mary’s in order to impress a young lady on board, when the wing of the aircraft hit the foremast and was torn off. The pilot was killed.
16th Sept – A B-17 bomber force-landed at the partially obstructed Land’s End. B-17F 42-30018 of 305 BG was virtually undamaged after landing short of fuel following a raid on Nantes, and once repaired and lightened, was able to take off on 28th Sept.
July – Dragon GADDI went to Vickers and GAGIF arrived, serving until March 1944.

1944
The service continues on an ad-hoc basis.

1945
May – Germany surrenders.
June – Scheduled services recommenced. The Land’s End to St. Mary’s route was the only UK air route flown almost continuously throughout the war. There were only a handful of operators in existence.
A new charter company was formed, ‘Island Air Services’ operating two Proctors (GAHGR and GAHTF) based on St. Mary’s. They were used for pleasure flights and the transportation of flowers and vegetables to Land’s End. This company expanded so fast that this operation was wound up for the more lucrative London market in Dec 1948.


1946
1st Jan – Civil flying was de-restricted. Rapide GAGUV joined the Great Western and Southern Airlines fleet.

1947
1st Feb – Great Western and Southern Airlines were taken over by British European Airways (BEA). Capt. Hearn, by this time airport manager at Land’s End and St. Mary’s, joined BEA as a Rapide pilot.
Consideration was given to the future of Land’s End airfield during 1947. It was thought that a more suitable civil site might be on part of the new RNAS base being built near Helston – but these plans were not pursued.


1950
Unexploded bomb found at Land’s End thought to have been dropped in 1941.

1951
Melba Airways of Manchester secured a scheduled route between Bournemouth and Land’s End from BEA. It ran for just one season as the company went into liquidation. Olley Air Services also secured an agreement with BEA. The route linked Croydon, Bristol, Exeter, Newquay and Land’s End. It also lasted for one season.

1953
BEA’s service was proving very popular and was now well established. During the 1953 season, 36,000 people were carried, over 50 tons of freight and 12 tons of mail.

1955/6
An unusual method of landing in conditions of poor visibility was developed at Land’s End, borne of necessity because of the erratic climate and lack of landing aids. Aircraft approaching from St. Mary’s would fly to the Brisons Rock off Cape Cornwall then turn east-south-east and descend below the ceiling, travelling along the Cot Valley. Soon after passing over Kelynack Farm and crossing the St. Just-Sennen road two telegraph poles were seen, painted in bold red-and-white stripes. The aircraft would turn sharp right at that point, re-cross the road and drop onto the airfield. The remains of the red-and-white paint survived many years.
Bookings on the route could be made with Messrs Treglown (Penzance Booking Agents) or at either airport by telephone – Land’s End being St. Just 60 or 79.

1957
Ticket prices were now £1.10s single, £2.10s return. The route was said to be BEA’s busiest internal flight. Up to 20 round trips a day were made. It was also the last BEA service to operate Rapides – altogether Rapides GAFEZ, GAGSH, GAHKU, GAHLL, GAHXW, GAJCL and GAKZB flew on the service over the years.

1958
Just three Rapides were now flying the route; GAHKU ‘Cecil John Rhodes’, GAHLL ‘Sir Henry Lawrence’ and GAKZB ‘Lord Baden Powell’.

1959
21st May – Rapide GAHLL crashed at Land’s End when it over-ran and clattered into a Cornish hedge. It was replaced by – Rapide GAJCL from Cambrian Airways.

1961
12th Dec – Unfortunately another Rapide, GAKZB, was lost. Approaching Land’s End from the North side in foggy conditions, the aircraft struck a fencing post on the airfield boundary during a second attempt to land. No-one was hurt.

1962
March - Capt. Hearn retired as BEA’s Senior Pilot at Land’s End after nearly twenty years service. During that time he logged 31,560 flights, more than a million miles and some 15,000 hours on the route. He had flown many times in very poor conditions in order for Islanders to receive urgent medical attention on the mainland. He was remembered with great affection.

1963
Increasing competition from other airlines (since BEA’s virtual monopoly was revoked) began to appear. These airlines used airports further up-country putting pressure on the BEA’s Land’s End route. These included Mayflower Air Services (Plymouth), Scillonia Air Services (Gatwick), Bardock Aviation (Staverton), British Westpoint Aviation (Exeter) and Solair Flying Services (Coventry).
Aug – In response, BEA had ordered two Sikorsky S-61N helicopters (GASNL and GASNM). Due to the increased competition and the fact that the Rapides were now showing their age, the helicopters seemed the best option. They could also carry three times as many passengers and they suited the short runways on St. Mary’s – the major reason the Rapides were still being used on the route (few newer fixed wing passenger aircraft could operate from such short distances).

1964
1st May – Both of BEA’s helicopters, GASNL and GASNM, departed Land’s End for St. Mary’s. GASNL flew the first scheduled flight the next day. A heliport in Penzance was planned and a site at Eastern Green was selected.
Summer – BEA leave Land’s End. Land’s End Aero Club - established by Viv Bellamy – now managed the aerodrome.

1965
A new airline, Scillonia Airways, was formed by Capt. Neely and based at Land’s End. The company acquired Rapides GALGC ‘Bishop’, GAHAG ‘Bryher’, GAHGC ‘Tresco’, GAJCL ‘Samson’ and GAHKU a second ‘Bishop’.

1966
June – Scillonia commenced its first scheduled service between Newquay, Land’s End and St. Mary’s while pleasure flights were also undertaken, generally from Land’s End but also from Perranporth. An order was placed for two Islanders, but this was cancelled before delivery.
Summer – Gliding courses were started at Land’s End – the LET L13 Blaniks was used amongst others.

1968
Scillonia was the last major commercial operator in Europe to use the Rapide on scheduled routes. However Capt. Neely recognised they would need replacing.
31st Oct – BEA’s helicopter GAWFX force landed at Long Rock after a fault occurred crushing its port undercarriage leg. Further faults were found on other S-61’s.

1969
Capt. Neely travelled to Kuwait with the purchase of two Twin Pioneers in mind. Unfortunately Scillonia’s financial position deteriorated and the purchase was never made.
Jan – The Penzance helicopter service was suspended following further investigation of the fault that occurred on 31st October 1968. BEA borrowed an Islander from Aurigny Air Services to fly their passengers from Land’s End.
March – The helicopter service back in operation but Islanders from Land’s End were used several times in the following years.

1970
30th April – Aerodrome now managed by a Joint Committee. It is jointly owned by Penwith District Council (50%), Kerrier District Council (25%) and Cornwall County Council (25%).
Summer- A new company, Island Air Charter, had been formed at Land’s End with Islander GAYCV. This was used for charter work, pleasure flights and the transport of perishables.
Sept – Brymon Aviation (which had been formed at Fairoaks during 1969) carried out charter flights in their first Islander, GAXXJ, to, amongst other places, Land’s End and St. Mary’s.


1971
August – Formation of V H Bellamy’s Westward Airways (Land’s End). It applied for a route to St. Mary’s using Brymon’s Islander, GAXXJ, but no services were actually flown.

1972
Jan – Westward Airways acquired DH89A Dragon Rapide, GAIYR. This was used by Land’s End Aero Club. The aircraft was employed for pleasure flying and parachute dropping and was the last of its type to fly commercially in the UK (eventually withdrawn in 1978 and is now at Duxford museum). Other aircraft used by Westward Airways were Cessna’s 150, 152, 172, FR172, a Super Skymaster (GBCBZ), an Apache (GASEP), a Cherokee (GASPK), an Autocrat (GAHAP) a Devon (GBLPZ) and various others.

1979
The short lived Eastern Green Airlines emerged. This was an air taxi concern using Seneca, GBASM.

1981
Westward Airways again put forward plans for a service to St. Mary’s but British Airways Helicopters (BAH) in Penzance (successors from BEA Helicopters) objected and this was upheld.

1983
16th July – BAH S-61N helicopter, GBEON, crashed in poor visibility 2 miles out from St. Mary’s. Of the 26 people on board only 6 survived.

1984
Spring – A new player emerged. The Isles of Scilly Steamship Company (ISSC) applied to operate a scheduled daily passenger and freight aircraft service between Land’s End and St. Mary’s, proposing to use a Skyvan. The intention was to provide a service complimentary to that of the ship Scillonian (also owned by ISSC). Not surprisingly BAH objected stating there was insufficient demand to sustain two services.
July – The ISSC’s proposed airline, Skybus, had its application rejected.
Aug – Not withstanding the refused application, the ISSC purchased Islander, GBNFU, for charter work. The aircraft made its first trip from Land’s End to St. Mary’s on the 9th of August.
Winter – Two further Islanders were used by Skybus (GBJWL and GBCEN) which were used to fly early flowers from St. Mary’s.

1985
Spring – The Council of the Isles of Scilly looked at establishing a new fixed-wing site on the mainland. As far back as 1972 a site at Leedstown was considered as was using the facilities at Culdrose and exploratory talks were held about expanding the Penzance heliport. None of these came about.
Summer – Numerous replica aircraft were built by Westward Airways including a Hawker Fury, a Sopwith Camel, a Fairey Flycatcher, a Fairey Albacore (world’s only example and took four years to build) and a wooden Supermarine S5.
Sept – British Airways sold its helicopter subsidiary at Penzance and was re-named British International Helicopters (BIH).
Dec – Skybus added Islander, GSBUS to its fleet.

1987
March – A restricted passenger licence was finally granted to Skybus to operate a scheduled service between Land’s End and St. Mary’s. Later that year these restrictions were eased.

1989
Early - A new hanger was erected (now housing the engineering facilities) and the tower was refurbished. A proposal to tarmac the runways was abandoned.
Islanders, GPASZ, GBESO, GAXWP and GAXWR were all used by Skybus.

1992
20th May – New long term lease for the aerodrome agreed between the council Joint Committee and Westward Airways (Land’s End) Ltd.
May – Islander, GSSKY was purchased by Skybus.

1994
April – The ISSC purchased its first Twin Otter aircraft, GBIHO, to operate its ‘up-country’ routes from Newquay, Exeter, Bristol and Southampton. This aircraft was ex-Brymon but purchased from Abu Dhabi.

1995
Feb – Islander, GBUBN was purchased by Skybus.

2000
Jan – The ISSC appoints its first CEO, Jeff Marston.

2001
May – The council Joint Committee who own the aerodrome decide to sell the freehold in a closed bid auction. A property company in London, Ambercroft Properties Ltd., submits the highest bid and buys the aerodrome for £376,000. The ISSC continue as the aerodromes tenants.

2002
June - The ISSC added a second Twin Otter to its fleet, GCBML. The aircraft was ferried across from North America by the Skybus Chief Pilot, Capt. Richard Ashby.

2004
9th Aug – Skybus celebrates its 20th Anniversary.
The Skybus fleet currently consists of Islanders GSBUS, GBUBN, GSSKY and two Twin-Otters GBIHO and GCBML. In addition to passengers, freight, mail and local produce are still carried. The journey to St. Mary’s from Land’s End takes around 15 minutes at about 1,500 feet. On busy Saturday’s during the season as many as 45 round trips are made. Other routes that Skybus serves include Newquay, Exeter, Bristol and Southampton. The airlines base is still Land’s End.



The Westward Airways fleet (Land's End Flying School) currently consists of two Cessna 152’s (GOCPC and GBFHT), a Cherokee 140 (GASPK) and the scenic Cessna FR 172F (GAWWU). The club has operated as a training school for over 30 years and currently teaches PPL, NPPL, IMC and RTL courses.

Chris Pearson
Airport Manager & Senior Air Traffic Control Officer
January 2005

Some extracts taken from: ‘Aviation in Cornwall’ by Peter London (1997). Published by Air Britain (Historians) Ltd. ISBN: 0 85130 261 0