BEA acquired a presence in the Isle of Man as a result of the takeover of Isle of Man Air Services in 1947. Operations in the island commenced the same year with Dragon Rapides inherited from its independent predecessors. In July 1954, BEA operated a proving flight from the mainland to the island using a Vickers Viscount turboprop. In summer 1955, BEA began supplementing DC-3s with Viscounts on its Manchester – Isle of Man route. On 31 October 1960, BEA operated its last Pionair services to the Isle of Man. On 1 April 1963, Cambrian Airways took over BEA's remaining routes to and from the Isle of Man as well as all of the corporation's services between Liverpool and Belfast. This route transfer also resulted in Cambrian's acquisition of six ex-BEA Viscount 701s, its first turboprop aircraft, to serve the Welsh regional carrier's enlarged network. Isles of Scilly Following the inauguration of scheduled services between Land's End in Cornwall and St Mary's in the Isles of Scilly in 1947, BEA continued serving this route with Dragon Rapides due to a lack of a suitable fixed-wing alternative until BEA Helicopters took it over on 2 May 1964. On that day, BEA's remaining three Rapides were replaced with its helicopter subsidiary's new Sikorsky S-61N rotorcraft on the Scillies route. Overseas-based operations BEA in Berlin From 1946 until 1974, BEA operated a comprehensive network of high-frequency, short-haul scheduled services between West Germany and West Berlin. This had come about as a result of an agreement between the United States, the United Kingdom, France and the Soviet Union at the end of World War II, which prohibited Germany from having its own airlines and restricted the provision of commercial air services to and from Berlin to air transport providers headquartered in these four countries. Rising Cold War tensions between the Soviet Union and the three Western powers resulted in unilateral Soviet withdrawal from attendance at the Four Power Allied Control Council in 1948, culminating in the division of Germany the following year. Soviet insistence on a very narrow interpretation of the post-war agreement on the Western powers' access rights to Berlin meant that until the end of the Cold War air transport in West Berlin continued to be confined to the carriers of the Allied Control Commission powers. Aircraft had to fly across hostile East German territory through three wide air corridors at a