User:Nick/Sandbox/1

Sir Gerard John Regis Leo d'Erlanger (1 June 1906 – 15 December 1962) was a British accountant, financier and businessman, who served as managing director and then chairman of British European Airways, chairman of British Overseas Airways Corporation and who also held the chairmanship of several companies, particularly in the banking and insurance sectors. He was the commanding officer of the Air Transport Auxiliary during World War II, and through his banking activities, was instrumental in the establishment of the pre World War II British Airways Ltd.

Early life
d'Erlanger was born in Bexley, Kent on 1 June 1906. His father was Baron Emile Beaumont d'Erlanger, a financier who ran the family banking business, Emile Erlanger and Company. The family gave their name to Erlanger, Kentucky which they helped finance. His mother was Marie Rose Antoinette Catherine de Robert d'Aqueria d'Erlanger (née de Rochegude), the daughter of French aristocrat Felix, Marquis de Rochegude of Vaucluse.

He was educated at Eton College and it was here where he acquired the nickname 'Pop' by which he would be commonly known for the rest of his life. He continued his education in France and trained as an accountant in London, qualifying in 1932. d'Erlanger would take up private flying whilst he continued his education, and received his pilot's licence from the Royal Aero Club in 1931. He learned to fly at Heston Aerodrome with Airwork Flying School, and soon began touring across Europe by airplane with a group of friends who included Whitney Straight. Straight was appointed to serve as managing director of BOAC at the same time d'Erlanger was appointed as BEA's chairman.

Early career
d'Erlanger followed the family tradition and became a partner with an accountancy firm, in his case Myers & Co, a role he took up in 1934, and in 1935, he became a member of the London Stock Exchange. He involved himself in the aviation sector on a commercial basis almost immediately after taking his role with Myers, when he became a director of Hillman's Airways. The founder, Edward Henry Hillman died around the time Hillman's Airways floated on the stock exchange, and d'Erlanger would involve the family banking group in funding the new airline.

Whitehall Securities was the other significant finance house with aviation interests around this time, they had investments in Airwork Services and in Spartan Air Lines. Spartan Air Lines in turn had a joint venture with Jersey Airways called United Airways. d'Erlanger and Harold Balfour, a board member with Whitehall Securities, would quickly begin merger discussions after the flotation of Hillman's Airways, and agreement was soon reached to merge the aviation interests of Emile Erlanger and Company with those of Whitehall Securities.

The merged airline, formed from Hillman's Airways, Spartan Air Lines and United Airways was initially called Allied British Airways, but the name was shortened to British Airways after a few weeks. The airline, now with the financial backing of two significant finance houses, was able to take over British Continental Airways and Crilly Airways, establishing the new British Airways as a significant rival to the state backed Imperial Airways. British Airways and Imperial Airways would be nationalised in 1939, merging to form the state owned British Overseas Airways Corporation which began operations in 1940.

d'Erlanger was appointed to the board of British Airways at the time it was formed and remained with the airline through to the merger with Imperial Airways and nationalisation, transferring to the board of BOAC at the time of its formation.

War service
d'Erlanger proposed the formation of an aircraft transport organisation which would ferry aircraft from manufacturers to squadrons as early as 1938, making use of pilots who would be unsuitable for military service by virtue of age, injury or gender, and releasing combat fit pilots for front-line service.

The Air Council was initially reluctant and d'Erlanger's ideas were met with some resistance from Air Marshall Sir Wilfrid Freeman. d'Erlanger's idea was eventually adopted in mid 1939, and the Air Transport Auxiliary was formed, initially operating under British Airways Ltd for the first few weeks, before moving under the control of Air Member for Supply and Organisation. The Air Transport Auxiliary was formed as and would remain a civilian organisation, with only limited Royal Air Force influence on its structure.

d'Erlager was appointed to command the Air Transport Auxiliary, taking the title of Commodore. The Air Transport Auxiliary remained in existence until November 1945, and was under d'Erlanger's command for the full duration of its existence. He was responsible for an organisation which would eventually complete around 415,000 flying hours ferrying approximately 309,000 aircraft between manufacturer factories and operational units.

Later carer
d'Erlanger remained a board member of British Overseas Airways Corporation after the closure of the Air Transport Auxiliary, but significant changes were under way with the airline (and wider aerospace) industry in the UK. The airline industry had either been nationalised or had been placed under the control of the Government during the war, following the end of the war, a decision was made to align the airline and wider aviation industry with Britain's strategic interests. This planning, which began before the end of the war, included the work of the Brabazon Committee headed by John Moore-Brabazon, 1st Baron Brabazon of Tara, which investigated the types of aircraft British manufacturers should focus on.

The formation of two new airlines, British European Airways (formally British European Airways Corporation) and British South American Airways (formally British South American Airways Corporation) were part of the plans, with each airline to be formed from a complex mixture of further nationalisation of previously private airlines, the 'civilisation' of RAF Transport Command and the divestment of BOAC's European and South American routes.

BEA
British European Airways (BEA) was formed initially as the European division of BOAC with its own committee, the 'European Committee' whilst the necessary Act of Parliament was passed to established the airline as crown corporation, completely separate from BOAC. d'Erlanger took the title 'Director In Charge' on the European Committee, with Sir Harold Hartley, formerly the chairman of Railway Air Services, joining the European Committee as its chairman. d'Erlanger would be the chief executive of BEA, under the title managing director, with Harold Hartley as the inaugural chairman. The European division of BOAC formally became the British European Airways Corporation on 1 July 1946.



The airline was formed from the European routes of BOAC, and from the newly nationalised private carriers, which included Railway Air Services, Isle of Man Air Services, Allied Airways, British Channel Island Airways and Scottish Airways. British European Airways would also take over some of the more conventional European services operated by the RAF Transport Command.

Hartley's time at BEA was short-lived and he was to move to BOAC as their chairman in 1947, at which point d'Erlanger took over as chairman of BEA. d'Erlanger was succeeded as managing director of BEA by John Wood.

d'Erlanger would remain as chairman of BEA until 1949, when disagreements with Minister of Transport and Minister of Civil Aviation Lord Pakenham about the funding and level of subsidy granted to BEA prompted his removal from the role. He left BEA on 14 March 1949 and was replaced as chairman by Marshal of the Royal Air Force Sholto Douglas, 1st Baron Douglas of Kirtleside.

Hartley encountered similar difficulties as d'Erlanger with Lord Pakenham, and was removed from his post at BOAC, also in 1949. Hartley would be replaced as BOAC chairman by Sir Miles Thomas, who would head the company from 1949 to 1956, before yet another round of disagreements between BOAC and the Government would result in Thomas resigning. d'Erlanger would return to airline management, this time taking over from Thomas as chairman of BOAC. The removal of d'Erlanger and Hartley in 1949 coincided with the first serious consideration of merging BOAC, BEA and BSAA to form a single state owned carrier, but this course of action was ultimately decided against, the only rationalisation being to merge BSAA back into BOAC, forming their South American division.

Post BEA
d'Erlanger would return to the family banking business, Emile Erlanger and Company as Vice Chairman, but would remain heavily involved with the aviation industry. He was appointed as the chairman of Air Finance Limited when it was formed in 1953. Air Finance was a special investment company owned by the Emile Erlanger and Company, Lazard Brothers and Morgan, Grenfell and Company, with additional loan facilities made available by the Government's Finance Corporation for Industry. The company promoted the export of British made aircraft and related equipment by providing short term finance to buyers. His time as Vice Chairman with Emile Erlanger and Company came to an end when the company merged with Philip Hill Higginson, though he remained involved with the company and would later take positions as chairman with subsidiaries of the merged entity, which was known as Philip Hill Higginson Erlangers.

His business interests extended beyond the aviation industry, he took a number of directorships after leaving BEA, including the chairmanships of the textile manufacturer Richard Haworth Ltd and the South American focused merchants Forestal Land, Timber & Railways, which he chaired from to 1952 to 1962. He was a board member of the confectionery manufacturer John Mackintosh & Sons from 1951 and remained on the board until his death. He was also a director of the civil engineering firm Pauling and Company.

He was appointed chairman of General Consolidated Investment Trust Ltd in 1960.

BOAC
d'Erlanger returned to BOAC in 1956, when he took over from Miles Thomas as chairman. The role was reduced to a part-time position. d'Erlanger stood down from the board of Air Finance but otherwise retained most of his other corporate interests and board memberships when appointed to the role of BOAC chairman. He ran BOAC with Basil Smallpeice, who continued initially as the financial comptroller but who was later given an expanded role as the corporation's chief executive (and confusingly, the title managing director).

He continued to take an active interest in the family banking business, despite its merger with Philip Hill Higginson, and was appointed chairman of Moorgate Investment Company in March 1960, a company that the merged Philip Hill Higginson Erlangers business had a financial interest.

The most significant intervention undertaken by d'Erlanger (and Smallpeice) during their time in charge of BOAC was the decision to purchase American made aircraft. BOAC would eventually order the Boeing 707 but fitted with British built Rolls-Royce Conway turbofan engines in place of the more common but less efficient Pratt & Whitney JT3C turbojet engines.

d'Erlanger opened the Shell-Mex and BP aviation fuel pipeline connection from Walton-on-Thames to London Airport on 4 July 1962, in one of his last official engagements whilst BOAC chairman.

Post BOAC
d'Erlanger tendered his resignation in early 1960 and he was released from his contract on 29 July 1962, at which time he was replaced by Matthew Slattery. He had retained most of his corporate positions during his time with BOAC and easily transferred back to his private corporate interests. He returned to the board of Air Finance after leaving BOAC, and was appointed to the board of Philip Hill Investment Trust in 1961. He served as deputy chairman of Provident Mutual during this period and was due to takeover as chairman on 1 January 1963.

d'Erlanger, in addition to his private roles, was appointed to the Air Transport Advisory Committee in 1952 and became the vice chair of the Committee on 23 July 1954. 

He died suddenly on 15 December 1962.

New Scientist 17 Apr 1958 p26-27

https://books.google.co.uk/books?id=560cbIwPPaMC&pg=PA26&lpg=PA26&dq=gerard+d%27erlanger&source=bl&ots=1GUprnYA87&sig=sTJol1BBMWHaJNye5Bx22lPIwUE&hl=en&sa=X&ved=0ahUKEwip-M7o9bTSAhVMKMAKHT84Dw84ChDoAQgpMAM#v=onepage&q=gerard%20d%27erlanger&f=false

Personal life
d'Erlanger married Gladys Florence Sammut on, their daughter, Minnie Caroline d'Erlanger was married to the politician Winston Churchill, the grandson of the British Prime Minister Sir Winston Churchill from 1963-

d'Erlanger was honoured twice, once by King George VI when he was appointed a

/London/issue/35841/page/15