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AB Airlines, Ltd. (7L)

With effect from 01May97 the operations of Air Bristol Ltd and AB Shannon Ltd were combined in this name. At the same time a new colour scheme was adopted being basically that of European Aircharter with AB Airlines titles and “AB” in white on a red fin. At the time of the launch in the new name a twice daily schedule (except Saturdays) was started between Gatwick and Lisbon with a third leased Series 510ED in a two class 96 seat configuration. From Nov97 the Lisbon service was reduced to once daily while a daily service between Gatwick and Berlin-Schönefeld was inaugurated on 01Dec97. With effect from 22May98 once daily scheduled services were commenced from Shannon to both Stansted and Birmingham jointly marketed by AB Airlines and Aer Lingus though both routes were short lived and were withdrawn on 14Feb99. With the addition of two Boeing 737-300s to its fleet in Jun98, AB Airlines One-Elevens ceased flying the Lisbon schedules but were retained on one of the now double daily Berlin schedules and on two of the three daily Gatwick to Shannon schedules. The last BAe Airbus flight on the Filton-Toulouse shuttle was flown on 29May98 after the contract was terminated. The company was put into the hands of receivers on 29Jul99 at which time the One-Elevens were flying a daily rotation to Nice and three daily rotations to Shannon from Gatwick. Operations finally ceased on 09Sep99 and the aircraft were returned to European Aviation Ltd.

Aberdeen London Express Airlines, Ltd.

This company commenced a once daily Monday to Friday scheduled service between Aberdeen and Stansted on 31Oct94 with a Series 510ED leased from European Aircharter Ltd. Following poor loads the service was suspended on 06Dec94 and the carrier ceased operations.

AB Shannon, Ltd. (7L)

A subsidiary of the Air Bristol Group, AB Shannon was formed to operate a twice daily scheduled service between Shannon and Gatwick. Service commenced on 07Dec95 and was increased to thrice daily from Mar96 with one of the parent company’s leased Series 510EDs. From 01May97 this company and Air Bristol were both marketed as AB Airlines Ltd.

Air Belfast, Ltd. (7L)

This company, a subsidiary of the Air Bristol Group, was launched on 10Jan95. Operations commenced on 01Mar95 with a five times daily Monday to Friday scheduled service between Belfast International and Stansted with 104 seat single class Series 510EDs leased from Air Bristol Ltd. A reduced operation took place on Saturday and Sunday. The frequency was gradually reduced until the last flight took place on this route on 21Mar96. With effect from 23Nov95 a three times a day Monday to Friday schedule was due to have been introduced between Belfast International and Gatwick. However, the start of this new route was deferred at a late stage and abandoned when the Stansted route terminated and the company ceased to exist.

Air Bristol. (7L)

Air Bristol commenced operations on 11Oct93 flying a Monday to Friday “schedule” between Bristol-Filton and Toulouse on behalf of British Aerospace Airbus Ltd using leased European Aviation Series 510EDs. Additional ad hoc charter work was also undertaken. The fleet was expanded to four aircraft in Feb95. Two of these were used for operations by a new airline based at Belfast International called Air Belfast Ltd which commenced operations on 01Mar95. A new subsidiary called AB Shannon Ltd commenced operations on 07Dec95. One of Air Bristol’s Series 510EDs was exchanged for another at the end of Nov96 fitted with a 70 seat VIP interior prior to delivery for use on the BAE Toulouse shuttle. One aircraft was leased to Air UK Ltd from 18Aug to 27Oct96 for operation on the Aberdeen to Amsterdam schedules. From 01May97 Air Bristol Ltd and AB Shannon Ltd were merged to form AB Airlines Ltd.

Air Écosse, Ltd. (SM)

This company wet leased a Series 432FD from 23Jan to 06Feb84 for a proposed new route from Aberdeen to Heathrow. The license was not granted and the aircraft returned to British Island Airways Ltd.

Name used on the aircraft:-

G-AXMU bon accord

Air Manchester, Ltd.

This company arranged the lease of two Series 416EKs, One was delivered in May82 but the second although painted in the company’s colours was never accepted. A third aircraft, a Series 320L-AZ was also painted in the company colours but this too was not accepted due to financing problems. The single aircraft was mainly used in flying inclusive tour charters for Sureways Travel from Manchester to European holiday destinations. From Sep82 the aircraft was flown with British Air Ferries titles and flight numbers due to licensing problems in Spain. Operations had ceased by Nov82 and the aircraft put in store.

Air UK, Ltd. ( UK)

Formed from the merger of British Island Airways Ltd and Air Anglia Ltd on 16Oct79, Air UK Ltd inherited two Series 432FDs and a Series 409AY. They continued to be operated on inclusive tour and charter flights to Europe and North Africa. One Series 416EK was added in Dec79. The One Elevens were withdrawn when a new airline was set up to operate these aircraft independently using the former British Island Airways name on 01Jan82. Air UK later leased the two Series 432FDs from the new British Island Airways from May and Nov85 to Apr88 and Apr87 respectively. These were then used on the scheduled routes from Aberdeen to Amsterdam via Edinburgh and from Glasgow to Amsterdam via Leeds or Newcastle. One of these aircraft was later sub-leased to British Airways from late Nov86 until the end of Apr87. Air UK later commenced thrice weekly scheduled services with Series 510EDs on the Stansted to Brussels route with effect from 27Mar95 and throughout the summer in 1995. A Series 510ED from the European Airtransport fleet was used for this service and was leased for standby cover for the Air UK fleet at other times. The same company provided a Series 510ED to operate a daily scheduled service from Belfast International to Amsterdam from 15Jul to 26Oct96. A second Series 510ED was leased to provide standby cover for the rest of the Stansted based fleet during the same period. From 27Oct96 to 28Mar97 a similar aircraft was leased from European Aircharter Ltd to operate a daily Gatwick to Glasgow schedule. Any aircraft from the European Series 510ED fleet was used to fulfil these contracts. An Air Bristol Series 510ED was leased to operate schedules between Aberdeen and Amsterdam from 18Augto 27Oct96.

Airways International Cymru, Ltd. (AK)

This company purchased two Series 304AXs from Québecair in Canada with delivery in Mar and Nov84 having earlier leased a Series 432FD from Mar84. The leased aircraft was returned in Nov84. The aircraft operated inclusive tour and charter flights from the airline’s home base at Cardiff. One of the Series 304AXs was leased firstly to British Midland Airways from Nov85 to May86 and to Manx Airlines Ltd from May86 to early Dec87. The company ceased operations in Jan88.

Anglo Cargo Airlines, Ltd. (ML)

This company leased a pure cargo configured Series 487GK from TAROM with effect from mid Mar86. Initially operated in Romanian marks, the aircraft became British registered in Sep87 and was used for ad hoc cargo charter flights mainly within Europe. The company ceased operations on 13Jan92

Autair International Airways, Ltd. - see Court Line Aviation, Ltd.

Birmingham European Airways, Ltd. (VB)

This company purchased five Series 400s from British Airways plc. Prior to receipt of these the company had services between Birmingham and Milan and Copenhagen operated by aircraft drawn from the British Airways’ One-Eleven fleet over the previous winter period. These services were not operated by dedicated aircraft but by any Series 500 apart from the Series 510EDs. The new fleet of two Series 401AKs, two Series 408EFs and one Series 416EK were delivered between Jan and Jun90 and heralded the expansion of the company’s route network from Birmingham to include Amsterdam, Belfast, Copenhagen, Cork, Dublin, Geneva, Milan, Paris, Stockholm and Stuttgart. Schedules were also flown on behalf of British Airways between Birmingham and Brussels and Frankfurt and between Newcastle and Frankfurt from Oct90 to late Mar91. One of the aircraft was sold in late Jul91 after which British Airways Series 500s operated some schedules in the same manner as before. The company was merged with Brymon Airways Ltd to form Brymon European Airways Ltd on 25Oct92.

Names used on the aircraft:-

G-AVGP City of Coventry

G-AWBL City of Birmingham

G-BBME City of Nottingham

G-BBMF City of Leicester

G-BBMG Stratford upon Avon

British Air Ferries, Ltd. (VF)

The first use of a One-Eleven by this carrier was when they took over the operation of a Series 416EK formerly operated by Air Manchester on behalf of Sureways Travel at the beginning of Sep82 until the end of the summer programme. Later between Mar and May90 the company took delivery of three Series 201ACs on lease from Guinness Peat Aviation. Two of these were put into service on ad hoc charter work while the third was obtained for spares recovery only. A Series 476FM was leased in Apr91 and also flew ad hoc charters including a few schedules for British Airways in Sep92. In Dec92 the company leased the entire fleet of eleven Series 500s that had become available after the collapse of Dan-Air Services through ILFC. These comprised four Series 518FGs, two Series 509EWs, two Series 531FSs, one Series 517FE, one Series 515FB and one Series 520FN. In the end only five of these aircraft were put into service, five reduced to spares and the last sold in Nigeria. The first of these entered service on 07Dec92 and the last in late May93 in either a 119 seat single class or a 99 seat mixed class configuration. By this time the earlier used three aircraft had all been withdrawn from service (in Aug, Nov and Dec92) and the airline had been renamed as British World Airlines. This took place on 06Apr93 and the operational base was moved to Stansted. The company launched a three times weekly scheduled service from Stansted to Bucharest on 28Jun93 but this was discontinued in Mar94 due to poor loads. The five operational Series 500s were later bought from ILFC in Nov94. Two of these were leased to SABENA through Delta Air Transport NV with effect from 26Mar95 until 16Dec95 and again for two weeks in Apr96 though only one aircraft was used at any one time. During summer 1996 aircraft were based at both Stansted and Gatwick to operate inclusive tour flights to France, Italy and Spain together with ad hoc charters and ad hoc schedules for both Ryanair Ltd and Maersk Air Ltd. Series 500s were wet leased to Aer Lingus Commuter Ltd to operate seven times per week between Stansted and Dublin from 28Oct96 until 28Mar97. In Nov99 a Series 518FG was leased to Air Nostrum of Spain. The Series 520FN was withdrawn from service in Jan99 and sold in Nigeria the same month. Two further aircraft were withdrawn in Nov00 with the final aircraft ferrying to Southend for storage on 24Dec00.

Name used on the aircraft:-

G-OBWD City of Bucharest

British Air Services.

This organisation was formed on 02Feb67 by British European Airways as a holding company to manage Cambrian Airways and BKS Air Transport. One-Elevens of Cambrian Airways were flown with British Air Services titles before the fleet was fully integrated into that of British Airways plc on 31Mar74.

British Airways, plc. (BA & BZ)

At the time of the complete merger of British European Airways, British Overseas Airways Corporation and British Air Services Ltd at midnight on 31Mar74 to form British Airways plc, the airline had on strength 18 Series 510EDs, 3 Series 416EKs, 2 Series 408EFs and 2 Series 401AKs. The various component parts of the eventual British Airways had been previously been marketed as British Airways from 01Sep73. A Series 432FD was leased from Gulf Air from Aug to Nov77 while a new Series 537GF was leased from Cyprus Airways from Oct78 to Aug80. A Series 530FX was leased from British Caledonian from late Oct78 to late Apr79. All three of these aircraft were operated out of Birmingham and Manchester. Three new Series 539GLs, configured in a 99 seat single class layout, were delivered in Mar, Jun and Aug80 with two of the Series 416EKs being traded in part exchange in Jun and Aug of the same year. A Series 432FD was leased from Air UK from Oct86 to the end of Apr87 mainly to fly Irish Sea services. The aircraft continued to fly numerous routes over the European and Domestic network. Series 510EDs were progressively replaced on the internal German network as Boeing 737-236s came on strength, the last being withdrawn at the end of Mar86 when HS748s were deployed from Glasgow to cover the shorter or less densely travelled routes. The Series 510EDs were later used to operate shuttle back-ups from Heathrow to Belfast, Edinburgh, Glasgow and Manchester replacing retired HS Trident aircraft. The Series 400s were mainly used to operate domestic and regional services out of Birmingham, Manchester and Jersey. On 14Apr88 British Caledonian Airways Ltd merged into British Airways adding thirteen Series 500s of various types to the fleet. These were all deployed to Birmingham and Manchester by the end of the summer schedules in 1988 replacing the Series 400s which were then withdrawn. The three Series 539GLs were withdrawn in Mar91 and subsequently sold. With effect from 13Jan92, Boeing 737-236s replaced the One-Elevens in the shuttle back-up role with six of the Series 510EDs being retired to Hurn for storage on the same date where they joined an earlier retired aircraft which had arrived there in Nov91. From this date all remaining Series 510EDs were based at Manchester and all the other One-Elevens at Birmingham. From 01Aug92 the type was gradually withdrawn from Manchester with the last flight taking place on 24Dec92. The type was progressively withdrawn at Birmingham with effect from 01Dec92 with the last regular service taking place on 31May93. Two aircraft remained on strength after this time for ad hoc substitutions for both British Airways and Brymon European Airways culminating in the last revenue One-Eleven flight taking place on 01Jul93. On 08Nov92 Dan-Air Services was taken over but its remaining fleet of eleven Series 500s had been retired two days earlier and was not part of the agreement. See also Maersk Air Ltd.

Names used on the aircraft:-

 G-AVGP County of Nottinghamshire

G-AWBL County of Leicestershire

G-BBME County of Shropshire

G-BBMF County of Worcestershire

G-BBMG County of Gloucestershire

G-AVMH County of Cheshire

G-AVMI County of Merseyside

G-AVMJ Strathclyde Region

G-AVMK County of Kent

G-AVML County of Surrey

G-AVMM County of Gloucestershire & later County of Antrim

G-AVMN County of Essex

G-AVMO Lothian Region

G-AVMP Bailiwick of Jersey

G-AVMR County of Tyne & Wear

G-AVMS County of West Sussex

G-AVMT County of Glamorgan & later County of Berkshire

G-AVMU County of Dorset

G-AVMV County of Powys & later Greater Manchester Council

G-AVMW Grampian Region

G-AVMX County of Nottinghamshire & later County of East Sussex

G-AVMY County of Derbyshire

G-AVMZ County of Lancashire

G-AWYR County of Suffolk

G-AWYS County of Norfolk

G-AWYT County of Gwynedd

G-AWYU County of Avon

G-AWYV County of Powys

G-AXJK County of Hereford

G-AXJM County of Durham

G-AXLL County of Yorkshire

G-AYOP County of Humberside

G-AZMF County of Northumberland

G-AZPZ Dumfries & Galloway Region

G-BGKE County of Gwynedd & later County of West Midlands

G-BGKF County of Warwickshire

G-BGKG County of Staffordshire

G-BJRT County of South Glamorgan

G-BJRU County of West Glamorgan

British Caledonian Airways, Ltd. (BR)

This company was formed from the merger of Caledonian Airways (Prestwick) Ltd and British United Airways Ltd on 30Nov70, though the company was initially marketed as Caledonian//BUA until 01Nov71. Inherited from these two companies were eight Series 201ACs (one of which was sold in Sep71), eight Series 501EXs and four Series 509EWs. Two Series 530FXs, laid out in a 109 seat single class configuration, were ordered with delivery in Mar72 and the second after a year’s lease to Court Line Ltd, in Mar73. A Series 515FB was leased from mid Aug to mid Oct72 to cover an aircraft shortage following an accident to one of the Series 501EXs in Greece. All the Series 509EWs were disposed of, two in Oct75, one in Nov75 and the last in May76. One of the Series 501EXs was also sold in Sep76. Following the sale of the seven remaining Series 201ACs to Pacific Express Inc between Oct81 and Jun82, additional Series 500s were obtained to replace them. Two Series 528FLs and one Series 515FB were obtained from Hapag-Lloyd with two delivered in Oct81 and the other in Mar82. Following the last service by a Series 201AC between Paris-Charles de Gaulle and Gatwick on 21Mar82, four ex Laker Airways Series 320L-AZs were operated between Apr82 until sold between Sep and Nov83 while a Series 523FJ was bought in Dec83. A Series 509EW was leased from British Island Airways Ltd from 10Nov85 until 29May86 from Monday to Friday only. The new company continued to operate the scheduled network built up by British United Airways and added a Gatwick to Paris schedule in Nov71. An Edinburgh to Copenhagen via Newcastle service was added in Nov72 and a Gatwick to Brussels route in Jun74. With effect from 01Nov74, in a major cost cutting exercise, service was withdrawn from Gatwick to Belfast, Gibraltar, Ibiza, Malaga and Palma, from Glasgow to Southampton and from Edinburgh to Copenhagen via Newcastle. A Gatwick to Algiers schedule was added in 1976. Charter and inclusive tour flights continued to be flown to Europe and North Africa. Aircraft were also leased out to Air Malawi, Air Malta, Austrian Airlines, British Airways and Transbrasil Airlines. The company merged into British Airways plc on 14Apr88.

Names used on the aircraft:-

G-ASJC City of Glasgow

G-ASJD City of Edinburgh

G-ASJE City of Dundee

G-ASJF Burgh of Fort William

G-ASJG Burgh of Paisley

G-ASJH Burgh of Hawick

G-ASJI Royal Burgh of Nairn

G-ASTJ Royal Burgh of Dunfermline

G-AWWX Isle of Skye

G-AWWY Isle of Iona

G-AWWZ Isle of Eriskay

G-AWYR Isle of Tiree

G-AWYS Isle of Bute

G-AWYT Isle of Barra

G-AWYU Isle of Colonsay

G-AWYV Isle of Harris

G-AXJK Isle of Staffa

G-AXJL Isle of Mingulay

G-AXJM Isle of Islay

G-AXLL City of Aberdeen

G-AXYD Isle of Arran

G-AYOP Isle of Hoy

G-AZMF Isle of Raasay

G-AZPZ City of Glasgow

G-BJRT New Town of East Kilbride

G-BJRU City of Edinburgh

British Eagle International Airlines, Ltd. (EG)

This company initially leased two new Series 207AJs from Zambia Airways from Apr and May66 to Nov and Dec67. Three new Series 301AGs were taken on strength in Jun and Jul66 on lease from the Kuwait Finance Company. Two Series 304AXs were ordered new with 97 seat single class interiors and were delivered in Apr and May67 raising the company’s fleet to seven aircraft. The type inaugurated service on 09May66 and they were employed on a scheduled network serving Dinard, Djerba, Glasgow, La Baule, Liverpool, Luxembourg, Newquay, Palma, Perpignan, Pisa, Rimini, Stuttgart and Tunis. The type was also used on charter flights to both Europe and North Africa. Aircraft were also operated on behalf of KLM, Swissair and Scandinavian Airlines System. The airline ceased trading on 06Nov68.

Names used on the aircraft:-

G-ATPH Salute

G-ATPI Supreme

G-ATPJ Stalwart

G-ATPK Spur

G-ATPL Superb

G-ATTP Swift

G-ATVH Serene

British European Airways Corporation – BEA. (BE)

BEA ordered 18 Series 510EDs with options on a further six on 27Jan67. The options were never taken up. The aircraft were delivered between late Aug68 and mid Aug69 apart from one aircraft that was retained for Autoland development by BAC until May70. They initially operated in a 97 seat single class configuration. After ad hoc substitutions starting on 01Sep68, the type was introduced into regular service on 17Nov68 both on the Internal German Services (IGS) based on Berlin-Tempelhof and on the Heathrow to Manchester route. As the fleet built up it took over most of the IGS services, much of the Manchester scheduled network and was used on many of the Heathrow to Germany routes. A One-Eleven division was set up at Manchester during 1971. From here the aircraft were both maintained and controlled in their use on all IGS services and Manchester International and Domestic services excluding those to the Channel Islands. From Apr69 to the end of Oct72 services were operated on joint Air France/BEA services from Tempelhof to Frankfurt and Munich with aircraft painted in a neutral scheme using British Airways technical crew and with both Air France and BEA cabin crew. From 01Nov71 all IGS services were operated by One-Elevens after the last of the Viscounts was withdrawn. Cambrian Airways Series 400s were used to operate some IGS services between 1970 and Mar72 and also operated some Dublin to Birmingham and Manchester schedules. All four Cambrian aircraft were used at various times. One used Series 408EF and two used Series 401AKs were purchased for operation on the Birmingham network, although only the first had entered service prior to the complete merger of BEA and BOAC and that aircraft was painted in full British Airways colours. BEA officially ceased to exist on 01Apr74 after the formation of British Airways plc although trading in the British Airways name had started on 01Sep73.

British Island Airways, Ltd. (KD & UK)

This airline purchased a Series 409AY and two Series 432FDs previously operated by Gulf Air with delivery in Dec78 and Jan and Feb79 for inclusive tour and contract charter flights within Europe. On 16Oct79 the company was merged with Air Anglia Ltd to form Air UK Ltd but was reformed on 01Jan82 with the four One-Elevens then on strength with Air UK Ltd. The airline continued to operate inclusive tour and charter flights as before. A second Series 416EK was leased from British Aerospace for the summer in 1983. The company considerably expanded when it took delivery of a Series 523FJ and a 531FS from Cayman Airways Ltd in Apr and May84. It then added a Series 518FG and a 509EW obtained from Monarch Airlines Ltd in May and Oct85. A Series 561RC was leased from TAROM for the summer season in 1986 while two Series 525FTs were leased from the same source in early summer 1987. Following the delivery of the Series 500s, the Series 400s were leased out to several operators for varying periods of time. These included Air Écosse Ltd in Jan/Feb84, Air UK Ltd from Nov85 to Apr87 and from May85 to Apr88, Airways International Cymru Ltd from Mar to Nov84, Transport Aérien Transrégional from Mar and Apr89 to Feb90 and Virgin Atlantic Airways from Jan to Apr85. Services were also operated on behalf of Air Florida Inc from Gatwick to Amsterdam, Brussels, Düsseldorf and Frankfurt from May83 to Jul84. The company also flew its own scheduled routes with the One-Elevens from Gatwick to Catania, Malta and Palermo. From 10Nov85 until 29May86 the company’s Series 509EW was operated on behalf of British Caledonian Airways Ltd from Monday to Friday only. All operations came to an end when the company collapsed on 01Feb90.

Names used on the aircraft:-

G-AWWZ Island Empress

G-AXBB Island Entente

G-AXLN Island Enterprise

G-AXMG Island Emblem

G-AXMU Island Esprit

G-AXOX Island Endeavour

G-AYWB Island Envoy

G-CBIA Island Ensign

British Midland Airways, Ltd. (BD)

 BMA initially ordered two Series 303s on 20Nov65 for spring 1967 delivery but cancelled the order the following year. In mid 1969 the company ordered two Series 523FJs followed by a third two months later. Configured with 119 passenger seats, the aircraft were delivered in Feb and Mar70. The aircraft were used on the company’s scheduled routes from East Midlands to Dublin, Jersey, Glasgow and Luton and from Jersey to Luton. A three times daily service was flown from Heathrow to Teesside with effect from 04May70. Service had previously been inaugurated on the East Midlands to Jersey route on 24Feb70. European inclusive tour charter flights were also flown from Belfast, Bristol, East Midlands, Glasgow, Luton and Manchester. One aircraft was leased to Court Line from late Feb72 to Sep73. This was replaced by another aircraft until Apr74. The aircraft were sold to Transbrasil in Mar and Sep73 and Apr74. A Series 401AK was leased from Dan-Air Services from late Oct82 to Jan83 and a Series 304AX from Airways International Cymru from early Nov85 until May67.

British United Airways, Ltd. (BR)

On 09May61 British United Airways became the launch customer for the One-Eleven with an order for ten Series 201ACs with an option on a further five. Laid out in a 69 seat single class configuration, they were delivered between Apr and Nov65. On 04Mar68 the company ordered five Series 501EXs initially for use in the inclusive tour role. Laid out in a 109 seat single class configuration, they were delivered between Apr and Jun69. Later a further three similar aircraft were ordered with delivery in Mar70. A Series 408EF was leased from Apr to Oct69 to cover the loss of an aircraft in an accident. The company launched the world’s first One-Eleven revenue service on 09Apr65 between Gatwick and Genoa and rapidly introduced the type on its scheduled routes from Gatwick to Amsterdam, Belfast, Edinburgh, Genoa, Gibraltar, Glasgow, Ibiza, Jersey, Le Touquet, Malaga, Palma, Rotterdam and Tunis replacing Vickers Viscounts and Bristol Britannias. The type was also used on schedules from Glasgow to Southampton and to Amsterdam via Newcastle. A weekly service from Gatwick to Lagos via Lisbon, Las Palmas, Bathurst, Freetown and Accra was operated with passengers and aircraft night-stopping at Las Palmas en route. The company merged with Caledonian Airways ( Prestwick) Ltd to form Caledonian//BUA on 30May70.

British World Airlines, Ltd. - see British Air Ferries, Ltd.

Brymon European Airways, Ltd. (BC)

This company started operations on 25Oct92 following the merger of Birmingham European Airways Ltd and Brymon Airways Ltd of Plymouth. The four One-Elevens previously with the former carrier continued in service. These comprised two Series 408EFs, a Series 406EK and a Series 416EK. A Series 501EX was leased from British Airways plc with effect from early Mar93. The aircraft were flown on scheduled routes from Birmingham to Amsterdam, Belfast, Copenhagen, Dublin, Geneva, Milan and Stuttgart. From Apr93 a Bristol to Paris schedule was also flown. The merger that created this carrier was reversed on 01Aug93 and the former Birmingham European Airways Ltd became Maersk Air Ltd after becoming a wholly owned subsidiary of Maersk Air I/S of Denmark.

Names used on the aircraft:-

G-AVGP City of Coventry

G-AWBL City of Birmingham

G-BBME City of Nottingham

G-BBMG Stratford upon Avon

Caledonian Airways ( Prestwick), Ltd. (CA)

This company announced an order for three Series 509EWs laid out in a 109 seat single class configuration with an option on a fourth on 14Mar68. This option was later taken up. The first three were delivered in Mar and Apr69 and the fourth in Mar70. The aircraft operated inclusive tour flights from Gatwick, Glasgow and Manchester to numerous destinations in Europe, North Africa and the Canary Islands. The company merged with British United Airways Ltd to form the interim Caledonian//BUA Ltd on 30Nov70 before finally becoming British Caledonian Airways Ltd on 01Nov71.

Names used on the aircraft:-

G-AWWX Flagship Isle of Skye

G-AWWY Isle of Iona

G-AWWZ Isle of Eriskay

G-AXYD Isle of Arran

Caledonian/BUA, Ltd. - see British Caledonian Airways, Ltd.

  Cambrian Airways, Ltd. (CS)

This company, which was part of BEA’s subsidiary British Air Services by the time One-Elevens were introduced, bought three used Series 416EKs and one Series 408EF which were delivered in Dec69, Jan and Apr70 and Feb71. The type inaugurated service on 15Jan70 between Heathrow and Liverpool. Schedules were also flown from Heathrow to Cork and the Isle of Man and from Liverpool to Dublin. In addition charter flights were flown from Bristol, Cardiff, Gatwick and Liverpool to European destinations. One aircraft at a time was rotated through Berlin to operate schedules on behalf of BEA on its internal German network between 1970 and Mar72 while Dublin to Birmingham and Manchester schedules were also flown on behalf of BEA in 1970. The Cambrian name ceased to be used with effect from 01Sep73. From this date all services were marketed in the British Airways name ahead of the complete merger of British Air Services with BEA and BOAC on 01Apr74.

Channel Airways, Ltd. (CW)

On 05Sep66 Channel Airways Ltd announced an order for four Series 408EFs with an option on two more. Only three aircraft were eventually delivered, the first being in an 89 seat configuration and the second two in a high density 99 seat configuration. This last seating plan necessitated a modification with two over-wing emergency exits each side (the only short fuselage One-Elevens to be so modified). The first aircraft was returned to the manufacturer on receipt of the second. The third aircraft was initially leased by British Caledonian before it entered service with Channel Airways in Oct69. The type entered service on 16Jun67 and was used on inclusive tour and holiday charter flights from Berlin, Bristol, Cardiff, East Midlands, Manchester, Southend, Stansted and Teesside to numerous European destinations. The type was occasionally used on scheduled services such as Southend to Rotterdam. The company entered receivership on 01Feb72 and the last One-Eleven ceased flying on 15Feb72.

Cityflyer Express, Ltd. (FD & BA)

This company leased an unknown Series 510ED from European Aircharter Ltd from late Mar97 to 07Apr97 to operate the four times daily schedule between Gatwick and Dublin pending delivery of its first BAe RJ100. A Series 510ED from the same source was used a standby aircraft at Gatwick from Oct97 to Jul98.

Court Line Aviation, Ltd. (OU)

This company, known as Autair International Airways Ltd until 31Dec69, ordered two Series 416EKs on 25Feb67 and a third later in the same year. Laid out in a high density 89 seat configuration, they were utilised on inclusive tour package flights mainly on behalf of Clarksons from the company’s Luton base. A further Series 416EK was leased from BAC from Mar to Nov69 and a Series 408EF from the same source from Dec68 to Feb70 though until late Mar69 the aircraft was only used by Autair at weekends. Destinations served by Autair Series 400s included Alicante, Athens (via various points), Barcelona, Basel, Bergen, Bordeaux, Bremen, Copenhagen, Dusseldorf, Genoa, Hamburg, Hannover, Geneva, Ibiza, Luxemburg, Malaga, Mahon, Manchester, Milan-Malpensa, Munich, Nuremberg, Palma, Pisa, Rimini, Rome-Ciampino, Tenerife (via Lisbon), Tunis, Venice and Zurich. The military base at Chivenor in Devon was also visited on one occasion as was RAF Gutersloh in Germany. The airline ordered seven Series 518FGs which were all delivered in Court Line’s new corporate colours in a high density 119 seat configuration between Dec69 and Apr70. With the arrival of the new aircraft all but one of the Series 400s was retired, though this too was gone by mid Jan71. Two further Series 518FGs were added in Mar71, one of which was leased from British Caledonian until Dec72. A Series 521FH was also leased from Austral of Argentina for the summer peak in 1971 and was operated from April to October. Two used Series 517FEs were obtained in Sep and Dec71 to further expand the fleet. With the procurement of a 75% holding in LIAT of the West Indies by the Court Line Group in 1971, the company transferred one of its Series 518FGs to LIAT in Nov71 and this continued until it was replaced in Jun72 by a third Series 517FE which was obtained new by Court Line. Two British Midland Series 523FJs were leased in 1973, one from Mar to Sep and the other from Sep to Jan74. The two remaining Series 517FEs were also transferred to LIAT in Dec72 and Dec73. Other overseas leases were a Series 518FG to Aviateca of Guatemala from Nov70 to Apr71, a Series 518FG to LANICA of Nicaragua from Dec71 to Mar72, a Series 518FG to Cyprus Airways from May74 and a Series 518FG to Germanair from the same month. The aircraft were employed in Court Line service mainly flying inclusive tour flights for Clarksons but also for other organisations from Luton, Gatwick and several other provincial UK airports to Europe and North Africa until the company ceased trading on 15Aug74.

Names used on the aircraft and colours:-

G-AVGP Halcyon Cloud

G-AVOE Halcyon Days

G-AVOF Halcyon Breeze

G-AWBL Halcyon Dawn (turquoise)

G-AWXJ Halcyon Sun

G-AXMF Halcyon Breeze (pink)

G-AXMG Halcyon Sky (turquoise)

G-AXMH Halcyon Sun (orange)

G-AXMI Halcyon Days (pink)

G-AXMJ Halcyon Night (turquoise)

G-AXMK Halcyon Star & later Halcyon Days (turquoise & later orange)

G-AXML Halcyon Cloud (pink)

G-AYOP Halcyon Beach (orange)

G-AYOR Halcyon Dawn (orange)

G-AYXB Halcyon Bay

G-AZEB Halcyon Bay (lilac)

G-AZEC Halcyon Cove (lilac)

G-BCCV Halcyon Beach (lilac)

Dan-Air Services, Ltd. (DA)

This company obtained its first two Series 401AKs from American Airlines Inc in Mar69 followed by two used Series 301AGs in Oct69 and Mar70. The first two were put into service out of Luton and Manchester in an 89 seat all tourist configuration to fulfil contracts from Lunn-Poly and Everyman Travel from early Apr69. A damaged Series 414EG was purchased and was rebuilt on the Hurn production line and delivered in late Dec71. At the end of Mar75 Zambia Airways’ two Series 207AJs were obtained. Between late Jan75 and mid Mar75 four ex Court Line Series 518FGs were bought while at the end of Mar75 Zambia Airways’ two Series 207AJs were obtained. Further expansion of the fleet came with the addition of two ex British Caledonian Series 509EWs in Oct75 and May76 and a Series 520FN from BAe in Oct79. The airline later purchased LACSA’s two Series 531FS’s and single Series 515FB with delivery in Nov81 and Mar and May82. The last One-Elevens purchased were a Series 517FE in Oct83 after an earlier lease from Mar of the same year and a Series 301AG in early Mar85. Several aircraft were leased in for short periods mainly to cover the peak summer traffic. These comprised a Series 515FB from Apr81 to Feb82, two Series 416EKs in summers 1983 and 1984, a Series 525FT from TAROM in summer 1984, a Series 304AX in summer 1988, a Series 509EW in summer 1990, and a Series 561RC in late 1988 and again in summer 1989 from TAROM. The TAROM aircraft were flown by Romanian crews. The type was used on inclusive tour and charter services throughout Europe and to North Africa both from the United Kingdom and Berlin. These aircraft gradually replaced Dan-Air’s large de Havilland Comet fleet which was rapidly becoming uneconomic with the rising kerosene fuel prices. A network of scheduled services was also built up with the type starting on the Gatwick to Newcastle route in Nov74. Domestically over the years Gatwick was also linked with Aberdeen, Belfast, Jersey and Manchester while a Heathrow to Inverness route was taken over from British Airways on 27Mar83. For a short while this last route was also flown via Manchester while a Manchester to Aberdeen route was also flown. Internationally One-Elevens flew schedules from Gatwick to Amsterdam, Berlin, Clermont Ferrand, Cork, Dublin, Ibiza, Lourdes, Madrid, Mahon, Montpellier, Nice, Paris, Perpignan, Rome, Toulouse and Zurich. Manchester was linked with Amsterdam, Berlin (via Amsterdam), Gothenburg and Oslo while Bergen and Stavanger were served from Newcastle. A Berlin to Amsterdam twice daily schedule was also flown with the type. Charter destinations (other than scheduled routes) served over the years by BAC One-Elevens included Ajaccio, Alghero, Alicante, Almeria, Barcelona, Bastia, Bergen, Bilbao, Bologna, Borlange, Catania, Cologne, Corfu, Djerba, Dubrovnik, Dusseldorf, Faro, Frankfurt, Geneva, Gerona, Gothenburg, Grenoble, Hamburg, Kristiansand, Lanzarote, Las Palmas, Linz, Lisbon, Luton, Malaga, Malmo, Malta, Marseille, Milan-Linate, Monastir, Munich, Naples, Nurnberg, Oslo, Palma, Pescara, Pisa, Pula, Rhodes, Rimini, Ronne, Salzburg, Seville, Shannon, Split, Stavanger, Stockholm, Strassburg, Stuttgart, Tangier, Tarbes, Teeside, Tenerife, Treviso, Tunis, Turin, Valencia, Venice, Warton (BAC), Zakinthos and Zurich. The last of the short fuselage Series 200/300/400s was disposed of in Nov91 leaving the airline with a fleet of eleven Series 500 aircraft, two of which were operated in a 119 charter configuration and the remainder in a 99 seat scheduled configuration. On 23Oct92 it was announced that the airline was to be taken over by British Airways plc. The last revenue One-Eleven flight took place when G-BCWA arrived at Gatwick from Toulouse as flight DA810 on 06Nov02 at 0937 in advance of the official takeover on 08Nov92.

Names used on the aircraft:-

G-ATPK Highland Opportunity & later Highland Enterprise

Debonair, Ltd. (2G)

Debonair leased a Series 520FN from British World Airlines Ltd for nearly six weeks from early Apr98. A Series 501EX was leased from European Aircharter Ltd from 14May99 until a Series 530FX in full Debonair colours was delivered to Luton on 31May99 on lease from the same company. The aircraft was operated in a 94 seat passenger configuration for a daily rotation from Luton to Madrid with an additional Luton to Rome schedule added from mid Jul99. This operation continued until 30Sep99 when the aircraft was returned to the lessor. Debonair ceased operations the day after on 01Oct99.

Defence Evaluation and Research Agency - DERA. see Royal Aerospace Establishment.

Defence Research Agency - DRA. see Royal Aerospace Establishment.

EasyJet Airlines, Co. Ltd. (U2)

From 01May97 European Aircharter Series 510EDs were leased to operate up to ten sectors per day on the company’s schedules between Luton and Glasgow. Various aircraft were used to fulfil this contract which was completed in Jul97.

Emerald European Airways, Ltd. (YE)

This operator, which was a subsidiary of European Aircharter, commenced twice daily schedules between Belfast International and Luton on 15Dec94 with a leased European Aircharter Series 510ED. From 01Feb95 any Series 510ED of European Aircharter was used to operate the service for this carrier. The company ceased trading after operating its last flight on 06Jun95.

Empire Test Pilots School.

This organisation, based at Boscombe Down, obtained a Series 479FU in Mar84. The aircraft is used as a flying classroom for training test pilots.

European Aviation Air Charter, Ltd. (E7)

Trading as European Aircharter, this organisation is the operating subsidiary of European Aviation Ltd. It introduced its first aircraft into service on 16Feb94 operating a charter flight from Filton to Lyons and for the summer season in 1994 operated four Series 510EDs in a 104 seat passenger configuration. A fifth Series 510ED came on line in Oct94 while a 50 seat VIP configured Series 530FX entered service on 18Jun95. A further three Series 510EDs, a Series 501EX, a second Series 530FX and a Series 523FJ came into service for the summer season in 1995 raising the operational fleet of One-Elevens to twelve. Two further Series 510EDs were overhauled and returned to service in Oct96 and Sep98 while ex AB Airlines Series 510EDs joined the fleet in Jul97 and Sep99. The peak operational One-Eleven fleet was sixteen aircraft and on 20Sep98 all the aircraft actually flew, the only time this happened. From Oct98 the fleet was gradually run down when it was realised that the cost of certificating Stage 3 hush-kits to comply with EEC rules would be excessive. The last of the fleet was finally withdrawn on the evening of 31Mar02 the day before the new noise and emission rules came into effect in the EEC. The company, which was originally based at Filton in the offices next to the Rolls Royce Flying Unit hangar, moved its engineering and operational base to Hurn in Apr95. Two of the company’s Series 510EDs were operated on behalf of Delta Air Transport N.V. and flew SABENA schedules from 26Mar95 while from Oct95 two further Series 510EDs were employed on this contract, one of which was used as a standby. By late Dec95 only one aircraft remained on lease to Delta Air Transport and this continued until the end of Jun96. The summer 1995 charter programme included inclusive tour flights from Gatwick to France, Italy, Spain and Portugal, from Manchester to France and the Channel Islands, from Liverpool to the Channel Islands and from Belfast to France. Another aircraft was based in Milan-Malpensa and flew to Gatwick and from both Malpensa and Rome-Ciampino to Dublin and Edinburgh. During the summer of 1995 two Series 510EDs were based at Stansted as back-up aircraft for both Ryanair Ltd and for Air UK Ltd. Summer 1996 saw the lease of an aircraft to both Air Liberté (from 31Mar96 to 20Sep96) and to Maersk Air Ltd ( 01Apr96 to 01May98). Two Series 510EDs were also operated on behalf of Ryanair Ltd and another Series 510ED jointly on behalf of Jersey European Airways Ltd and Air UK Ltd. Through the winter of 1996/7 single Series 510EDs were leased to both Ryanair Ltd and Air UK Ltd. Summer 1997 saw the lease of a Series 510ED to Jersey European Airways in full colours later being extended through winter 1997/8 and throughout summer 1998 while the Ryanair lease continued through the summer of 1997. An aircraft was leased to operate joint Air France/Air Inter Europe schedules based on Lille from 19Jun to 31Aug97. A Series 510ED was leased to Euroscot Express ltd from late Sep97 until mid Aug98 while CityJet Ltd leased a single aircraft from 08/27Jan98 to operate the company’s Dublin to Paris schedules. European Aircharter was granted a Ministry of Defence contract for the movement of military personnel and their families between the United Kingdom and Germany with effect from 02Apr98. Two of the Series 510EDs were withdrawn from service at the end of Oct98, a third in Feb99 and a fourth in early Oct99, all being put in storage pending certification of the Stage 3 modifications. The first of a regular once weekly charter ferrying injured and sick holidaymakers from the Spanish mainland and Majorca to the UK on behalf of holiday insurance companies began on 17Apr99. With the arrival of a fleet of ex SABENA Boeing 737-200s the operational fleet of One-Elevens was reduced to eleven for the peak of the 2000 summer season of which two were leased to Fly European Airlines AB of Sweden with effect from 08May00 for three months. From mid Aug00 the operational fleet was reduced to ten. All but one of the Series 510EDs was withdrawn from service on 14Nov00 leaving five active One-Elevens in the fleet. By Apr01 the last remaining active Series 510ED had been converted to an executive configuration for use in supporting the Minardi Formula 1 racing team. The company’s Series 523FJ was retired in late Sep01 and one of the Series 530FXs in early Oct01 leaving three operational One-Elevens to see the company through the winter period. The JAR imposed Stage 3 rules became effective on 01Apr02 and the last revenue flight took place on 31Mar02.

Names used on the aircraft:-

G-AVMH The Brussels Express

G-AVMI The Rome Express

G-AVMK The Paris Express

G-AVMN The Dublin Express

G-AVMP The Madrid Express

G-AVMS The London Express

G-AVMW The European Express

G-AZMF The European Express

European Aviation, Ltd.

This company initially purchased two former Royal Australian Air Force Series 217EAs in Sep90 which were subsequently sold to Okada Air in Nigeria in Dec91. Later, on 07May93, sixteen Series 510EDs were bought from British Airways plc together with a comprehensive spares package. Two of these aircraft were leased to Air Bristol from Oct93 while a subsidiary company, European Aviation Air Charter Ltd, was formed in late Sep93 to operate a number of these aircraft on charter work from its base at Bristol-Filton. In Jul94 a Series 530FX and a Series 501EX were bought from British Airways plc followed by a second Series 530FX in Sep94 and a Series 523FJ in Dec94 both, from the same source. Through the company’s engineering subsidiary, European Aviation Maintenance Ltd, most of the aircraft were overhauled and returned to service. In Aug95 it was announced that Stage 3 hush-kits were to be fitted to the company fleet. These were being developed in the USA by Quiet Technology Venture Ltd in Florida and marketed jointly with European Aviation Ltd. The first aircraft, G-AVML, was flown to Opa Locka in mid Jul98 for trial proof of concept installation and ground running in No2 position before returning in Aug98 after removal of the kit. The last Series 510ED to be overhauled for return to service, G-AVMM, was ferried to Farnborough in Sep98 and fitted with a dummy stage 3 hush-kit as a promotional exercise. The aircraft was refitted with its Stage 2 unit and later put in service. G-AVML returned to Opa Locka for air-testing in Oct98, when once again No2 engine was modified. After several flights the aircraft was de-modified and returned to Hurn in Feb99. A Series 524FF and a Series 527FK formerly operated by Philippine Airlines Inc were obtained in Dec95 and a Series 518FG and a Series 521FH were obtained from Austral Lineas Aéreas in Jun95 for possible future hush-kitting and service. Two of the Series 510EDs had considerable engineering work carried out to replace the Smith Industries Flight System with the Collins FD108 type, fit forward airstairs, and install Spey Mk.512-14DW engines. Between early Dec96 and late Aug96 and between Nov97 and early Sep98 this work took place on G-AVML and G-AVMM at the engineering base at Hurn. Several other Series 510EDs had the uprated Rolls-Royce Spey Mk.512-14DW installed while two others had forward airstairs fitted. The Series 500 version of the One-Eleven had never been certificated in the USA and with both Rolls-Royce plc and BAE Systems showing little enthusiasm for the project as a last resort European Aviation Ltd looked to registering Stage 3 modified aircraft in Bermuda. However, the costs and the problems seemed insurmountable and the whole project was abandoned by Aug00. As the One-Eleven fleet was gradually run down, European Aviation was successful in selling two Series 510EDs to Chanchangi Airlines Ltd in Nigeria in Oct/Nov00 and a Series 523FJ and a Series 530FX to Savannah Airlines Ltd also in Nigeria in Sep/Oct01. The last of the fleet was withdrawn on 31Mar02 before the type was grounded in the EEC and the UK due to the new noise and emission rules that came into effect the following day.

Euroscot Express, Ltd. (MY)

This company commenced a once daily schedule between Hurn and Glasgow on 22Sep97 with a leased European Aircharter Ltd Series 510ED in full Euroscot Express colour scheme. Configured with a 104 seat all tourist cabin, the aircraft inaugurated a second route between Hurn and Edinburgh on 26Sep97 which flew on Friday, Saturday and Sunday only. The dedicated aircraft was replaced by any available aircraft from the original lessor’s One-Eleven fleet with effect from 12Jul98. Due to poor loads the One-Eleven was replaced by an ATR-72 from 17Aug98.

Ford Motor Company, Ltd.

This company obtained two Series 423ETs from the Força Aérea Brasiliera in Dec76 and a Series 414EG from Bavaria/Germanair Fluggesellschaft GmbH in Nov77. All three aircraft were used in the corporate role to transport personnel between Ford’s numerous production centres throughout Europe. The first entered service on 23Feb77 between Stansted and Cologne after refurbishment at Lasham. The third aircraft was ferried to the USA for fitting with an executive interior before finally entering service in Mar78. Two of the aircraft were sold in Nigeria in Jul93 while the third soldiered on until early Oct97 before it was sold in Indonesia.

GEC Ferranti Defence Systems, Ltd.

This company purchased a Series 539GL from British Airways plc in Jun91 to be converted as a testbed for the ECR-90 radar to be installed in the Eurofighter Typhoon aircraft. Due to the urgency of the programme and the earlier availability of an already modified One-Eleven airframe with the Defence Research Agency, the two aircraft were exchanged and flight testing was carried out in the Series 479FU. This last aircraft has since been returned to QinetiQ.

Jersey European Airlines, AB. (E7)

A European Aircharter Ltd Series 510ED was used to operate a four times weekly schedule between Stansted and Belfast International together with a joint Air UK/Jersey European once daily schedule between Amsterdam and Belfast International from 15Jul96 to 26Oct96. Different Series 510Eds from the EAC fleet were used to operate these services. With effect from 22Mar97 a Series 510ED in full JEA colours and in a 96 seat two class layout was leased to operate the four times daily schedule between Stansted and Belfast International. From 06Sep98 this aircraft was based at Lyon to operate Air France’s three times daily schedule to Heathrow from Monday to Friday and twice daily on Saturdays and Sundays. It continued to fly in Jersey European’s colours until the contract ended on 24Oct98 and the aircraft was returned to European Aircharter.

Laker Airways, Ltd. (GK)

Laker Airways ordered three Series 320L-AZs on 08Feb66 laid out in an 84 seat single class configuration. They were delivered in Feb, Mar and May67. A fourth aircraft was ordered on 28Jun67 which was delivered in Apr68. One of these aircraft was delivered from new to Air Congo on lease from May67 to the end of Feb68 being replaced by another aircraft of the same type to the contract completion in May68. A used Series 432FD was leased from BAC for two and a half weeks in Aug and Sep89 while a Series 301AG was added to the fleet in Feb71. This aircraft was sold in Feb81. The aircraft were used on inclusive tour and charter flights to European and North African destinations from many UK airports and also from Berlin. The airline ceased trading on 25Feb82.

Loganair, Ltd. (LC)

This company leased a Series 561RC from Ryanair Europe Ltd in Apr and May89 immediately followed by a Series 476FM from the same carrier until Oct89. The aircraft were mainly used in operating scheduled Manchester to Edinburgh and Glasgow flights.

London European Airways, plc. (UQ)

This airline was formed as a UK subsidiary of Ryanair Ltd. It commenced scheduled services from Luton to Amsterdam and Brusssels with a leased Romanian registered TAROM Series 561RC on 22May87. From mid Aug87 the aircraft was registered in the United Kingdom and from Jan88 the company was marketed as Ryanair Europe. The scheduled operations came to an end in Jan89 and the airline concentrated on charter work. A Series 476FM was added to the fleet in May89 while three Series 500 aircraft were added in Apr and May90 at which time the company reverted to its former name of London European Airways Ltd. These last aircraft were a Series 531FS in Apr and a Series 523FJ and a Series 518FG in May. The earlier used Series 561RC was transferred to the parent company in May90. The Series 476FM was leased to Loganair Ltd from Jun to Oct89 after the earlier lease of the Series 561RC in Apr/May89. Two of the remaining Series 500s were transferred to Ryanair in Dec90 followed by the remaining aircraft in early May91. The company went into receivership on 31May91.

Name used on the aircraft:-

 YR-BRF The Spirit of Europe

Maersk Air, Ltd. (VB & BA)

With effect from 01Aug93 Brymon European Airways Ltd was broken down into its component parts of Birmingham European Airways Ltd and Brymon Airways Ltd. The former became wholly owned by Maersk Air I/S of Denmark and was renamed Maersk Air Ltd from this same date. At the same time the airline became a British Airways’ franchise carrier and all the aircraft were painted in British Airways full colour scheme. The two Series 408EFs, one Series 401AK, one Series 416EK and the one Series 501EX continued to operate the scheduled route network built up by the former airline together with occasional charter work in the Maersk Air Ltd name. Points served from Birmingham were Amsterdam, Belfast International, Copenhagen, Milan and Stuttgart. From late Mar94 Cork and Lyons were added to the destinations served. An additional Series 501EX was added in Aug94 on lease from British Airways plc. This last aircraft was later bought from the owner in Sep95. During Mar/Apr95 this carrier’s One-Elevens were reconfigured to meet the new British Airways Club Europe launch. The Series 400 seating capacity was reduced from 77 to 63 (comprising 28 four abreast club seats and 35 five abreast tourist seats) while the Series 500 seating capacity was reduced from 99 to 86 (comprising 32 four abreast club seats and 54 five abreast tourist seats). A third Series 501EX was leased from European Aircharter Ltd from late Mar96 to early Mar98. One of the Series 400 aircraft was leased to parent company Maersk Air I/S from 31Jul95 to 28Oct95. During the summer months from 1995 to 1997 inclusive a programme of weekend charter flights was flown to Jersey from several UK provincial points with the Series 501EXs. The Series 400s were sold in South Africa in Jul and Dec96 and Feb and Apr97 after flying the last revenue service on 20Mar97. The last revenue flight by a Series 500 took place on 04Aug98 and the two Series 501EXs were sold in Nigeria in Oct98 and Jan99.

 Manx Airlines, Ltd. (JE)

Manx Airlines leased a Series 304AX from Airways International Cymru Ltd which was introduced into service on the scheduled route between the Isle of Man and Heathrow on 16May87 in full Manx colours. The aircraft flew this route up to three times daily until replaced by a BAe146-100 on 04Dec87.

McAlpine Aviation, Ltd. (RM)

This organisation took delivery of two Series 492GMs, the last two One-Elevens off the Hurn production line. They were both ferried out to Fort Lauderdale for executive fitting out in Jul84 before ferry to Luton on completion in Mar and Apr86. The first was old to Twinjet Aircraft sales in Mar90 for onward sale in Saudi Arabia. The second was sold to World Oil & Gas Resources in Oct92.

Mediterranean Express, Ltd.

This company took delivery of two ex Compañía de Aviación Faucett SA Series 476FMs in Jun and Dec87. After over four years of storage at Van Nuys in California one of the aircraft was found to be beyond economic restoration when it arrived in the UK. The remaining aircraft was operated on inclusive tour charters from UK provincial airports until the company ceased operations in Jan88.

Monarch Airlines, Ltd. ( OM)

This airline leased a Series 518FG from BAC from late Feb75 to late Oct76. Its second aircraft was a Series 517FE which was delivered in early Mar75. In mid Nov75 a Series 509EW was leased from Caledonian Airways before it was purchased outright in Jan77. The company’s fourth aircraft, a Series 518FG was leased from BAC in late Oct76 and replaced the earlier used similar type. The three aircraft flew inclusive tour contract and charter flights to numerous points in Europe. One aircraft was sold in Mar83, a second in May85 and the last aircraft flew its final service with Monarch Airlines on 20Oct85 as OM675 from Alicante to Luton before it too was sold.

Orientair, Ltd.

This company arranged to buy two Series 401AKs from American Airlines Inc for operation on inclusive tour flights from Berlin to Mediterranean holiday destinations. The first aircraft was fully painted in Orientair colours and ready for delivery at Hurn by Oct72 but the company failed to start operations and the aircraft was not delivered. The second aircraft was not identified.

Name used on the aircraft:-

G-AXMI City of Berlin

QinetiQ. see Royal Aerospace Establishment.

Rolls-Royce, plc. see Turbo-Union, Ltd.

Royal Aircraft Establishment. see Royal Aerospace Establishment.

Royal Aerospace Establishment.

Formerly known as the Royal Aircraft Establishment or RAE, this organisation has operated four One-Elevens. The first, a Series 201AC was delivered in Mar73 after being fitted with long range tanks and specialised radar equipment. It was initially used by the Blind Landing Experimental Unit – (BLEU) at Thurleigh for the development of equipment to enable Category 3 approaches to be made. Its base was transferred to Farnborough in Mar94. It was later used for investigation into steeper angles of approach in an effort to reduce the area that noise nuisance was a problem. The aircraft was then used as a flying laboratory in a contract from the UK Civil Aviation Authority for research into harmonising the various European Air Traffic Control systems under the “PHARE” programme. It was later fitted with an experimental Flight Management System with touch-screen computer controls before it was finally retired from service on 05Jun03. The organisation’s second aircraft was a Series 402AP which was obtained in May74 and was based at Farnborough where it was used by the Flight Management Department for research into communication and navigational systems and was fitted with externally mounted video cameras for monitoring control surfaces, engines etc which could not be observed from within the aircraft. Its final uses were in further communications research and sonobuoy development for which the aircraft was modified with a chute in the ventral entry area for launch purposes. This aircraft was withdrawn in Mar97. A Series 479FU was obtained in Jun84 and based at Bedford where the aircraft nose was extensively modified to accommodate the ECR90 radar and first flew as such on 08Jan93. This system was later to be installed in the Eurofighter Typhoon. This aircraft was later transferred to GEC Ferranti Defence Systems and based at Edinburgh from Feb94. It was later returned to Qinetiq at Boscombe Down. In Feb94 a Series 539GL was obtained from GEC Ferranti Defence Systems in exchange for the Series 479FU. The aircraft was later modified with a bucket type radar housing below the lower forward fuselage. This housed an experimental synthetic aperture radar controlled by an on board scientist. An externally mounted sideways looking radar was fitted above the forward cabin windows to starboard. This organisation was renamed the Defence Research Agency from Apr91, the Defence Evaluation and Research Agency – DERA with effect from 01Apr97 and again QinetiQ with effect from 02Jul01.

Royal Air Force.

The Queen’s Flight of the Royal Air Force had originally considered the One-Eleven in 1971 but because of economy measures the type was rejected in favour of the HS748/Andover. The type was again considered in late 1977 as a replacement for the 748/Andover and the specifications revised. This was done yet again in 1979 but this time with additional fuel tankage to increase the range to 2,400 miles. The Series 475AM/670AM development aircraft was evaluated by the Flight for a week in Apr80 but capital sanction for a purchase was not forthcoming. Had it been adopted, the type would have been used worldwide for the transport of the UK Royal Household on official business. The last two Series 475s off the UK Production line had been earmarked fir the Queen’s Flight.

Ryanair Europe, Ltd. see London European Airways, Ltd.

Turbo-Union, Ltd.

This organisation obtained A Series 409AY in Feb79 which was converted into combi configuration with a large main deck freight door by BAe at Hurn. The rear of the cabin from just ahead of the overwing emergency exits was initially fitted with 39 normal airline seats while the forward section was stripped of seats and overhead racks. The large main deck cargo door measured 10ft X 6ft 1in (3.05m X 1.85m) and the aircraft was additionally fitted with a 1in thick fire-resistant load spreading plywood floor. This enabled a cargo load of 4,111kg to be carried on the main deck. The aircraft was operated on Turbo-Union’s behalf by the Rolls-Royce Flying Unit based at Filton carrying personnel, engines and equipment between plants in the UK, Germany and Italy mainly in connection with Panavia Tornado programme. The unit was closed down early in 1994 and the aircraft sold.

Virgin Atlantic Airways, Ltd. (VS)

A Series 432FD was leased from British Island Airways from Jan to Apr85. It was operated in BIA colours with full Virgin Atlantic fin scheme.

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