Air Europe - Knowledge

1930:-denominated residual values of the aircraft operated by its airline subsidiaries for the group's overall profitability from 1989 represented a high-risk strategy for an undercapitalised company. This marked a major shift from the original focus on establishing Air Europe and Intasun as a major force in the UK charter airline/package tour market as well as Air Europe's excursion into operating scheduled services on selected leisure routes only. Although ILG had justified this strategic shift by the new strategy's far greater rewards compared with the old one, some members among its senior management suspected that there was an ulterior motive to all this. It was well known among senior company insiders that several sets of exploratory talks had taken place at various times, involving ILG and British Airways, as well as ILG and 371: 1751:

entailed separating BCal into four discrete businesses, each of which would have had its own management who would have been accountable for the performance of their own business unit. The businesses into which BCal was to be split included a long-haul operation using the existing BCal brand, a short-haul operation to be merged into Air Europe's existing short-haul operation using the BCal brand to serve business routes and the Air Europe brand to serve leisure markets as well as an engineering and a ground handling unit.

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Europe needed to be able to operate at times that were attractive to business travellers as well as competitive with its rivals' departure and arrival times, were in increasingly short supply. Connectair held a fairly large number of conveniently timed slots at Gatwick. ILG's acquisition of Connectair therefore represented a golden opportunity to substantially increase the number of slots the group's airlines controlled at Gatwick, thereby strengthening Air Europe's competitive position at that airport.

1037: 1805:, accusing it of operating old, "gas-guzzling" aircraft. As part of this 'anti-Dan-Air' campaign, ILG had already announced that Intasun was going to reduce the number of aircraft it chartered from Dan-Air from six to three for the 1989/90 winter season. ILG made a further announcement in this regard, stating that Intasun was no longer going to charter any Dan-Air aircraft for the 1990 summer season and that Air Europe was going to cancel its maintenance contract with Dan-Air Engineering. 1431: 3216: 2342: 1345:. The new strategy centred on Air Europe providing competitively priced and timed scheduled services on the eleven busiest international European trunk routes from its Gatwick base. The first batch of services was to be inaugurated with four brand-new Boeing 737-300s Air Europe had then on order, in a single-class, high-density configuration, at a frequency of two round-trips per day. All flights were to offer a full on-board service. 44: 3230: 3258: 3244: 1096:

of the 1980/81 winter season. Under this deal, Air Europe leased three of its aircraft to Air Florida to cover that airline's peak season, which occurred in winter. In return, Air Florida leased two of its aircraft to Air Europe to cover the UK airline's summer peak period. The number of aircraft Air Europe leased from Air Florida during the summer months subsequently increased to three.

1945:, the parent company of Air Europe's ailing rival Dan-Air. Not only did Davies and Newman/Dan-Air actually own many of the aircraft in the ailing airline's fleet, which were mainly older, less efficient planes with a generally low re-sale value, but it also held the title to the freehold of a number of commercial properties, including prime real estate in the 1300:. Air Europe had already reserved delivery positions with both manufacturers. In support of its application, the airline stressed that any spare capacity would be filled with its tour operator affiliates' customers. It hoped that this would convince the CAA of the proposed operation's viability on a year-round basis, especially during off-peak periods. 1747:, Air Europe's management felt that it would be imprudent to launch these new routes if it had to compete with BA out of Heathrow and Gatwick as well. Therefore, its parent ILG had decided to make a counter bid, which it hoped would either kill off BA's proposal to take over BCal lock, stock and barrel or result in it being referred to the MMC. 1772:'s population lived in Gatwick's catchment area also meant that attaining the "critical mass" to make its scheduled operation viable became an uphill struggle for Air Europe. This situation was made worse by the state of the British economy in the late 1980s, which was overheating and going to give way to a major 1956:

plc, which also had a substantial financial exposure to Davies and Newman, ultimately decided to pull the plug on the former rather than the latter, despite Air Europe being perceived as operationally far superior and financially stronger than Dan-Air by many of those who had no intimate knowledge of

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BCal's senior management rejected ILG's renewed bid on the grounds that it still did not adequately reflect the value of the group's assets, in particular those of BCal. In addition, BCal's senior management felt that both airlines' nature of operations and their business strategies were incompatible

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ILG's decision to purchase Connectair was part of Air Europe's corporate strategy at the time to establish itself as a major short-haul scheduled operator at its Gatwick base. Gatwick had become very busy during the late 1980s. This meant that the much-coveted early-morning peak time slots, which Air

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The charter airline business was highly seasonal, with most of the annual commercial activity taking place over a relatively short period of barely four months between the end of May and the beginning of September. As Air Europe was operating a fleet of brand-new aircraft that incurred high financing

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but was labour-intensive especially when taking into account that these meals needed to be prepared freshly several hours before departure. Caterers were charging for fresh preparation and seasonal produce. However, the salad leaves tended to wilt and the sandwiches acquired quickly staled due to the

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Air Europe was concerned that a new entity combining BA and BCal had the power to destroy the UK's remaining independent airlines, especially with regard to their ability to compete with such a behemoth. At the time Air Europe had ambitions of its own to become a major short-haul scheduled operator.

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Air Europe considered itself well-placed to take advantage of the new scheduled service opportunities that became available to independent airlines as a result of the gradual liberalisation of the European air transport market. It enjoyed substantially lower operating costs than the established flag

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The Air Europe—BA aircraft swap lease involved BA leasing back the two 757s it had sold to Air Europe along with a number of that airline's 737s to cover the shortfall resulting from aircraft being taken out of service during the winter when BA's scheduled maintenance occurred. This deal lasted from

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whose seasonality was counter-cyclical to its own so that its surplus aircraft could be leased out to other operators in winter and those operators' surplus capacity could be leased in for the busy summer period. Air Europe agreed an aircraft lease-swap with Air Florida, which commenced at the start

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Due to the package tour industry's seasonality, Air Europe needed to ensure that it had high capacity through the entire June–September peak season: the airline needed to have finance in place to pay up-front for the deposits to take over the delivery slots of three brand-new Boeing 737-200 Advanced

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A factor behind Air Europe's undercutting of prices while continuing to expand profitably was that it first waited for all the other operators to place their business with Dan-Air and only then placed its contracts, fitting in with whenever aircraft and crews were available. This meant that a lot of

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business travel market more effectively with a tailor-made product. Operating a fleet of dedicated, lower capacity scheduled aircraft with lower trip costs in a lower density configuration at higher frequencies on the main short-haul European trunk routes from Gatwick had the potential to attract a

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The early morning outbound service from Gatwick was to be the earliest flight of the day from any London airport to each of the destinations to be served. The late evening inbound service to Gatwick was to be the last flight of the day to any London airport. Air Europe hoped that offering the first

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To enhance its credibility as a serious contender, Air Europe's bid contained a detailed proposal to return BCal to profitability by way of a reorganisation. This proposal had been prepared by a retired BA head of route planning whom ILG had specifically hired for this purpose. The proposal itself

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Group at the end of July 1987, following British Airways' outright rejection of ILG chairman Harry Goodman's offer to purchase BCal's short-haul operation for a fair price and to merge that operation with the short-haul operations of ILG subsidiary Air Europe, in return for not having the proposed

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and a dessert — on all flights, time permitting. This saw bulk-purchase of deep-frozen ingredients only to take advantage of lower rates. Eschewing inbound local catering, the frozen food could stay in the aircraft's holds, which would generally not be filled to capacity. Other than operating only

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The fact that the charter airline industry—Dan-Air in particular—were shunned by some travel companies meant broad appeal was needed at the outset, especially in terms of on-board service, including the in-flight catering. Standards were set to rival the leading scheduled service airlines, with an

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in 1975. He assumed control over the charter fleet, numbering 28 aircraft during the mid-1970s. At that time, Intasun contracted a growing share of its business to Dan-Air. Intasun, like Dan-Air at that time, was shunned by doubtful writers as 'no frills'. It was mainly competing on price with the

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Air Europe had no fatal accidents involving an Air Europe aircraft. A widely reported flight deck fire involved an Air Europe aircraft in its penultimate season. On 17 December 1989, a F100 PH-ZCL en route from Copenhagen to Gatwick suffered a flight deck fire, necessitating a return to Kastrup

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At the same time, Air Europe decided that it would also need to launch a separate business class cabin on all scheduled routes that had the potential to attract a large number of business travellers to penetrate this market segment effectively and to maximise its profit potential. This led to the

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Although this arrangement initially worked to both airlines' satisfaction, Air Europe decided to terminate it at the end of the 1982/83 winter season due to Air Florida's growing financial problems such as paying its rent on time. Further not all aircraft returned to the UK on time along with the

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For instance, Air Europe did not own any of the shiny, new aircraft in its fleet. (These were usually procured on highly favourable terms from the manufacturers and then sold upon delivery to ILG's in-house leasing subsidiaries, such as AE Finance or AE Norsk, or to third party lessors, such as

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The presence of Dan-Air, a major scheduled and charter operator at Gatwick and Manchester, Air Europe's two largest bases, meant that Air Europe was facing a potential competitor for every additional scheduled service and charter contract that became available. Dan-Air's large-scale presence at

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In the late 1970s major financiers were reluctant to provide start-up capital to newly constituted airlines (dubbed 'paper') unless part of or enjoyed the backing of well-financed organisations. Their reluctance was based on a decade-long high failure rate of UK airline ventures. Therefore, Air

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Air Europe was also typical of the trend which dominated the British holiday market in the 1980s, with tour companies operating their own in-house airlines, which, although accruing considerable capital expense in the first instance, enabled these companies to offer lower prices by effectively

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Unlike many of its contemporary charter airline rivals, as exemplified by Dan-Air, one of its chief rivals, Air Europe had made a name for itself by becoming a pioneer in offering genuinely enjoyable as well as affordable jet travel for the average holidaymaker, which decisively broke with the

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The gradual liberalisation of the regulatory framework governing the airline industry in Europe from December 1987 provided the legal basis for Air Europe to become the first wholly private airline to take advantage of the new relaxed policies regarding the operation of fully fledged scheduled

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ILG's opaque financial structure and the fact that as a privately held company its ultimate owners, some of whom were residing abroad, were not subject to the same kind of strict financial disclosure requirements as the owners of publicly listed firms further exacerbated the group's financial

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as well as Dan-Air's long-serving chairman, that operating a brand-new fleet of Boeing 737-200 Advanced series jet aircraft – at the time the very latest, state-of-the-art aircraft – was the only way to secure Dan-Air's long-term future as a major player in the charter airline industry. Their

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ILG/Air Europe's senior management was aware that ILG had been facing a cash crunch from as early as 1989. This had made it more and more difficult for the group to finance the aircraft it already had on order, notably the F100s and the MD-11s. It was also clear to them that ILG did not have

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resulting in 4,000 job losses. Many of the aircraft operated by Air Europe and Air Europe Express were impounded, leaving a large number of passengers stranded at airports. The Airlines of Europe conglomerate quickly unravelled, with Norway Airlines following its former UK-based parent into

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of Europe's air transport market. Another important factor leading to this decision was to ensure the widest possible UK coverage for its package tour operations to enable Intasun to compete better with market leader Thomson. ILG wanted to be able to do this without incurring the additional

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Air Europe's massive expansion into high-profile scheduled services plying trunk routes between major European cities towards the end of the 1980s, the airline's huge aircraft commitments lasting well into the 1990s, and ILG's increasing reliance on profits arising from its interest in the

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for both operator and airline. It enabled Intasun to charter aircraft at substantially lower rates than its competitors, who had to pay a premium for chartering planes at weekend peak times and it permitted Dan-Air to increase its fleet's utilisation, thereby boosting the company's overall

1915:, while keeping a substantial interest in the aircraft's residual values, which were booked as profits. This sale-and-lease-back activity was a central plank of ILG's corporate strategy. It also constituted a major part of ILG's business and accounted for a large slice of its profits.) 1303:

In the event, the CAA rejected Air Europe's application. It argued that the airline was still in its infancy as this was only its second year of operation and, therefore, lacked the expertise to take on three competitors on a major, intercontinental long-haul scheduled service route.

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Hans Rudolf Wöhrl, NFD's founder and original majority shareholder, bought back the stake he had sold to ILG from the administrators, thereby saving NFD. Air Europa survived the collapse and successfully established itself as one of the leading charter and scheduled operators in

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Gatwick, the airport's increasing scarcity of early morning peak time slots, and the fact that Dan-Air had already been licensed to operate scheduled services to some of the destinations Air Europe wanted to serve as well while only a quarter of London's and a third of the entire

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Other important reasons for choosing these departure and arrival times at Gatwick for Air Europe's proposed network of short-haul, international European scheduled services were the availability of slots at an increasingly congested Gatwick and the in-built bias in travel agents'

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Many Air Europe aircraft had out of sequence registrations, especially in the early years. These aircraft's registrations generally followed the initials of its executives, financial backers and/or promoters. The aircraft were also named after these people's spouses or children.

1600:, including an option on a further eleven aircraft, in March 1988. Deliveries of the aircraft on firm order were to begin in late 1990. Air Europe primarily chose the F100 as its main scheduled aircraft to ply its business routes because it promised 25% lower trip costs than the 361:

Air Europe's success came to an end – the cost of borrowing rose (to the detriment of highly debt-leveraged companies) and financial problems beset its parent company from late 1989 thus ILG and its UK-based subsidiaries – including Air Europe – went bankrupt on 8 March 1991.

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Airport. None of the 88 occupants (seven crew and 81 passengers) were harmed by the fire that had started behind the co-pilot's seat. The aircraft needed to be taken out of service and was sent for repairs elsewhere in the Netherlands. It re-entered service on 22 June 1990.

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the following winter season and saw reduced use of other aircraft in the winter. Dan-Air was able to do this as these predominantly older, second-hand aircraft had much lower acquisition costs and were already largely or fully depreciated at the time they entered its fleet.

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Cossey and O'Regan consciously rejected a second-hand fleet, variable food and ephemeral expansion: from the late 1940s until the early 1960s a short-termist approach was typical for new independent airlines, being critical of the undercutting, opportunistic risks taken by

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Air Europe's first successful scheduled route launch occurred on 2 May 1985. On that day the airline launched a four times weekly scheduled service between London Gatwick and Palma de Mallorca. This was followed by further scheduled route launches between Gatwick and

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and many other rival airlines, it could not afford to kerb its fleet utilisation over the winter months. Dan-Air, by contrast for example took half of its operational Comet fleet out of service at the end of the 1976 summer season and put the aircraft into storage at

628:. This was of particular importance to reduce market barriers – the first plane had not yet arrived but it could meet up-front expenses. Also many suppliers would have to be paid in February – the dead season – before the summer flying programme commenced in April. 1122:

The launch of this programme in May 1989 necessitated the temporary lease of suitable wide-body aircraft capacity as Air Europe did not have any aircraft suited to this type of operation in its fleet. The original intention was to lease two 460-seat Boeing 747s.

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ILG 's move to seek a pan-European presence, including the Spanish market, the most important destination market for its charter operations from the UK, was not only driven by its desire to take advantage of new business opportunities resulting from the gradual

992:. The contractual ability to sell in this way meant keeping the fleet young with a policy or replacing planes whenever residual values happened to exceed the costs of leasing new replacements, such as capacity temporarily leased in from other operators.) 1507:

These moves provided Air Europe with additional transfer traffic for its developing short-haul European scheduled route network. They also enabled Air Europe to launch new routes where there was insufficient traffic to support its larger Boeing 737 and

770:'s effort to reduce the then huge trade imbalance with the US, were prepared to lend Air Europe the required amount, following complex and lengthy negotiations. The type of aircraft finance Air Europe procured from C. ITOH and Marubeni was known as " 1103:

Air Europe replaced the defunct deal with a similar arrangement with British Airways, which it had negotiated with the UK flag carrier in 1982. (This was part of a wider deal that had resulted in Air Europe purchasing two brand-new Boeing 757s from

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ILG launched its first takeover bid, which valued British Caledonian Group at £36 million, in May 1986. (That bid materialised after several rounds of inconclusive talks exploring ways of combining the short-haul businesses of Air Europe and

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Air Europe and Intasun were used as a template for many aspiring British tour operators, such as Cardiff-based Aspro Holidays, which launched its own in-house airline, Inter European Airways, in 1987, as well as Airtours (later rebranded as

1163:, based at Palma de Mallorca, in which ILG acquired a 25% stake, the maximum foreign entities or individuals could legally own in a Spanish airline at the time. This was followed by the acquisition of a 49% stake in German regional carrier 1743:

It was planning to launch eleven new routes from Gatwick to Europe, thereby replacing and enhancing the services BCal had provided. Given a combined BA-BCal's superior financial strength, considerably lower borrowing costs and far greater

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The airline intended to use these aircraft to operate a mix of long-haul charter and scheduled services, thereby helping sister company Intasun to reduce its dependence on third party suppliers to provide it with long-haul capacity.

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Air Europe Express was forced to halt its operations on 8 March 1991, along with its sister airlines in the ILG-controlled Airlines of Europe group as a result of its parent company's decision to put all the group's companies into

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with a full passenger load, flight KS 1004. The second plane was delivered to Gatwick that day. The last of the batch of the three arrived, post-testing, likewise on 31 May 1979, in time for the start of the peak operating season.

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Air Europe's application to the CAA requesting permission to carry mail and newspapers on its regular charter services from London Gatwick to Gibraltar on days when there were no scheduled flights was approved on 7 November 1980.

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Errol Cossey became convinced that he could offer Intasun these rates without difficulty, and do a lot more business with it, if Dan-Air had more modern aircraft with a substantially lower fuel-burn and overall lower direct

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screen. This automatically accorded it the highest priority among all the flights listed on the agent's screen and, therefore, made it more likely to be booked in a typical travel agency's high-pressured work environment.

1949:. Moreover, Davies and Newman was the owner of Dan-Air Engineering, a sister company of the airline as well as the UK's second-biggest and one of the world's best-equipped aircraft engineering organisations at the time. 1194:. All of their aircraft – including those operated by Air Europa – adopted Air Europe's livery. The only way to tell the aircraft apart, other than by their respective national registrations, was to look at the national 935:(FAA) began rethinking its policy on the minimum number of engines an aircraft needed to be permitted to fly long distances non-stop over water. The FAA's rethink had been prompted by the increasing reliability of 1276:, challenging Laker Airways' rival application to become the UK's second designated flag carrier on the route in direct competition with Air Florida as well as in indirect competition with British Airways' and 1823:

ILG's commercial attack on Dan-Air ultimately failed when David James's attempt to refinance Davies and Newman succeeded, with sufficient funds to allow Dan-Air to carry on its business for another two years.

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twin-engined, narrow-bodied aircraft for delivery between May 1995 and December 1998. (It also took options on another 40 aircraft, the deliveries of which would have stretched to November 2001 if confirmed.)

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These route launches were part of Air Europe's initial scheduled service strategy to operate low-frequency services on selected leisure routes to destinations already served by Air Europe's charter operation.

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The F100s introduction enabled Air Europe to increase frequencies to a minimum of three daily round-trips on most of the routes the aircraft served. (Higher frequencies were eventually offered on the Gatwick—

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for the industry and for charter airlines in particular; this would enable the new airline to fly longer seasons as travel companies were expected to cancel their contracts with rival airlines—an increase in

1934:. ILG had also held similar talks with a number of other interested parties. These talks had centred on how to intensify those parties' co-operation with ILG/Air Europe, including proposals for a full-scale 1349:

flight out as well as the last flight back would strengthen its competitive position vis-à-vis its rivals by giving passengers a longer day, thereby helping them to cut down on overseas accommodation costs.

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Following the replacement of the Air Europe Express Shorts 360 turboprops with Air Europe's larger and faster Fokker 100 jets on the Gatwick—Düsseldorf route, Air Europe Express launched a new thrice-daily

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Group since the end of 1985.) At the time BCal's senior management dismissed ILG's bid as "derisory" because it valued the entire British Caledonian Group's assets far below their minimum expectations.

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6.8 million (up 26% on the year before, namely as the travel operator alone) and that the group carried 1.26 million passengers, most of whom by Air Europe. Air Europe accounted for half of the profit.

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became one of the leading independent Spanish airlines following ILG's failure. Most of the Spanish and Italian sister airlines' aircraft retained the UK carrier's livery (paintwork) for a few years.

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The first two periods of major growth had occurred during the mid-1960s and early 70s, respectively. These were followed by a period of major contraction during the mid-70s, mainly as a result of the

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holidaymakers during daytime and Intasun's regional customers at night. The resulting higher aircraft utilisation and lower direct operating costs for Air Europa compared with Thomson sister company

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Intasun Leisure Group plc's annual results for the financial year to the end of March 1983 were released in August. These results showed that the group's pre-tax profit for that period was

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Air Europe became the first British charter airline to use new equipment from the outset and provide food and service that were reviewed to be comparable to established scheduled carriers.

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The former includes long-term swaps of surplus capacity with other airlines whose seasonality was opposite to Air Europe's as well as short-term leases for temporary capacity shortfalls.

786:) finance spread over ten years for each aircraft. Boeing provided their deficiency guarantees underwriting greatly the Japanese financiers' outstanding loans (equal to fair depreciated 1667:

in late 1989 when it announced its intention to place a firm order for six aircraft and to take an option on a further twelve. The first of these aircraft was to be delivered in 1993.

1783:'s short-haul Gatwick feeder routes, which British Airways had agreed to return to the licensing process as a concession to have its takeover of that airline approved, to Air Europe, 1257:

in 1988. This was accompanied by an increase in frequencies on most of its scheduled European trunk routes. It also introduced a new scheduled service aircraft type from late 1989.

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Following the introduction of the new rules in the mid-1980s, Air Europe became one of the first airlines to have its 757s ETOPS-equipped to take advantage of the aircraft's design

1284:. The service was to commence at a frequency of five weekly return flights in summer and four weekly round-trips in winter. Air Europe proposed operating the service either with a 1984:

The existence of these two major brands helped open up the foreign holiday market. The fierce competition between them provided families with affordable and competitive packages.

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The former meant that the only competitively timed slots that were then available at Gatwick due to the airport's tight slot situation were early morning and late evening slots.

679:'s opportunistic diversification into activities was its long-term commitment to start a comprehensive network of regional scheduled services linking secondary airports across 1801:'s growing financial problems at the time provided the impetus for ILG's high-profile publicity campaign not to miss an opportunity to run down its ailing competitor in the 1992:), which merged with Aspro in 1993, to create the second largest tour operator in the UK and which was widely recognised as the direct successor to Intasun and Air Europe. 1560:

In early 1988 Air Europe began evaluating several aircraft types that had a lower seat capacity as well as lower direct operating costs per round-trip than the airline's

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at Gatwick enabled it to increase frequencies as well as launch new scheduled routes. By the end of the decade it had become Gatwick's largest resident airline operator.

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Air Europe clocked up its first 1m miles on 26 July 1979, its load factor averaged 94% during the peak month of August and the 100,000th passenger boarded in September.

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In addition to the group's undercapitalisation and its overstretched finances, ILG generally and Air Europe in particular were not backed up by any significant assets.

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Airport in 1982 when Air Europe's core fleet consisted of seven from-new Boeing 737-200 Advanced aircraft. A further three operated under a swap-lease arrangement with

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prices in the aftermath of the 1973 oil crisis made it more and more difficult to offer Intasun the rates at which it was prepared to contract its business to Dan-Air.

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During his time as Dan-Air's associate director in charge of the airline's operations, Errol Cossey oversaw the successful introduction of new jet aircraft types into

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During the year ending August 1990 the Air Europe Express operation carried more than a quarter of a million passengers across its route network for the first time.

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This lack of being an asset-backed organisation with a high-risk strategy made lending money to ILG and its subsidiaries a far riskier proposition than lending to

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of the 737. That model lacked important enhancements, such as a short-field capability enabling operations at airfields whose runways were too short for the basic

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Since its beginning in the 1950s, the UK package tour industry has been characterised by its cyclic trade (with pronounced periods of growth and contraction).

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Low-frequency scheduled services on selected leisure routes to destinations already served by Air Europe's charter operation did eventually commence in 1985.

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This enabled Air Europe to become the first British charter airline to operate its 757s on transatlantic charter flights between various points in the UK and

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Against the background of the looming war during the summer of 1990 and an abrupt recession in the UK, ILG began suffering heavy losses and mounting debts.

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launch of a new business class on 24 October 1988, culminating in the refurbishment of seven aircraft and the kitting out of 800 staff with new uniforms.

3481: 614: 593:. As a result, many passengers disliked the food. Thus Air Europe resolved to serve proper, restaurant-style meals including at least three courses – a 1504:

and Gatwick as well as between Guernsey and Manchester at the time. On 29 October 1989 ILG fully integrated Guernsey Airlines into Air Europe Express.

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aircraft that had originally been booked by another airline that been forced to cancel its order. Financing these aircraft, which were due to roll off

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weakened the overall performance of the airport's scheduled services. As a result of this decision, Air Europe was excluded from the two main London—

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jet aircraft or where these aircraft were too big to provide a frequent schedule during the start-up phase, such as Gatwick—Düsseldorf for instance.

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ILG was estimated to have gross liabilities of £460 million at the end of October 1990 and it lost £56 million in its last three months of trading.

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Air Europe took its first tentative steps to become a scheduled-service airline in 1980, its second year of operation. However, the attempt failed.

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The industry's spurt of growth in the late 70s was accompanied by a growing shortage of whole-plane charter seats, which was further exacerbated by

1338:. This meant that the airline could afford to undercut its rivals' business class fares by about 10–15% on each route where it competed with them. 3550: 3531: 2412: 1780: 1630: 766:, whose commercial activities included purchasing brand-new aircraft from the United States and leasing them on to non-US airlines as part of 549:

After failed attempts to convince Fred Newman of their plan's merits, Errol Cossey, Martin O'Regan and Alan Snudden decided to leave Dan-Air.

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of stationing aircraft and crews at regional UK airports to operate a small number of seasonal flights only or, alternatively, incurring the

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far greater share of the highly profitable business travel market, thereby transforming the financial performance of the scheduled routes.

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One of the ways in which the new airline was planning to set a standard for high-quality in-flight service was by completely revamping the

1723: 1619:. This enabled Air Europe to lease these aircraft, thereby bringing forward the date of the F100s introduction into its fleet by a year. 307:

during the early 1970s. Goodman became the airline's main private financial backer, and in so doing expanded his role as chairman of the

499:, Thomson Holidays' sister airline and Dan-Air's main rival in the charter market, had already begun building up a fleet of brand-new 2210:

Air Europe's final batch of Boeing 757s, delivered from mid-1990, were also allocated out of sequence registrations, beginning with:

1644:'s few, genuinely profitable short-haul routes, as well as to replace the Air Europe Express service between Gatwick and Düsseldorf. 1269: 1143: 3560: 1981:, became what many consumers saw as the cheaper alternative to the other main British tour operator of the time, Thomson Holidays. 947:

at the nearest diversion airfield and which could harm the structure and/or occupants had become a rare phenomenon. The result was

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The main causes leading to the collapse of ILG and its UK-based subsidiaries, including Air Europe and Air Europe Express, were:

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Following the receivership of ILG, the Air Europe Express operation was bought from the receivers by the original management of

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City-pair scheduled services plying the major international European trunk routes from Air Europe's Gatwick base began in 1987.

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This, in turn, provided the impetus for the formulation of a new scheduled service strategy, which was internally known as the

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The latter is an efficient secured finance method to pay for aircraft, whereby these aircraft are sold to related or external

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aircraft Air Florida was contractually obliged to supply from its own fleet at the start of the UK carrier's summer season.)

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Work on licence applications to launch new, long-haul scheduled routes from London Gatwick to New York City, the Caribbean,

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from whom they are then leased back, with the airline retaining a substantial interest in the aircraft's residual values.

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Scheduled services serving markets where half of the available capacity could be profitably filled with Intasun customers.

3565: 1615:'s short-haul fleet requirements unexpectedly released four F100s from an order that airline had originally placed with 3389: 1892:

sufficient funds to run a fully fledged, rapidly growing scheduled operation in addition to a major charter operation.

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Air Europe placed an initial order for five, larger 400 series Boeing 737s. These aircraft were delivered during 1989.

928:. An order for a third, the first directly ordered from Boeing, followed in 1984 and further such aeroplanes operated. 1808:

However, ILG's campaign to deal a fatal blow to Air Europe's main rival suffered a major setback in October 1990 when

3148: 3120: 3078: 2816: 2389: 1736: 2371: 2300: 1922:

of any of the properties that housed its offices and other facilities that formed an integral part of the business.

1002:, which covered financial and operational performance during Air Europe's tenth anniversary had summary statistics: 3272:

ILG: Has industry changed since 1991 collapse?, Air Europe – a glimpse of the future? TTG Digital, 24 February 2011

1957:

the true state of ILG's finances. This included many well-reputed industry analysts as well as seasoned observers.

1865:

A major, unforeseen downturn in traffic as a result of the recessionary economic conditions in the UK the looming

1448:, a small, Gatwick-based regional airline. Following that airline's acquisition by ILG, Connectair was re-branded 932: 458: 379: 344: 2367: 1415:

to the CAA in November 1986. It requested the CAA to approve its application in time for a spring 1987 launch.

347:, setting up subsidiaries elsewhere in Europe and it acquired two small airlines, forming the nucleus of a new 1689:

In addition to the MD-11 order, Air Europe had outstanding orders for an additional 22 Boeing 757-200s, eight

1115:

An example for a short-term lease to bridge a capacity shortfall was Air Europe's intended lease of a pair of

1605: 1444: 684: 517:, and Alan Snudden, Dan-Air's managing director, tried to convince Fred Newman, Davies and Newman's majority 65: 2437: 2318: 668:

as aircraft and crews were already available. For many years for Dan-Air each aircraft type represented a "

2363: 1833: 1697: 1528: 1354: 831:

A major reorganisation was completed in 1981 when Intasun became a unified company, leading to its first

3044: 3024: 3004: 2984: 2964: 2932: 2912: 2892: 2872: 2852: 2832: 2770: 2745: 2309:

Air Europe staff working on the Boeing 747 leased from Tower Air during 1989–90 nicknamed the aircraft "

1636:

The F100s introduction also enabled Air Europe to introduce "mainline" jet services between Gatwick and

1268:

Air Europe prepared to enter the scheduled service market as early as April 1980 when it applied to the

813:

Air Europe became the first new UK charter airline to be profitable during its first year of operation.

1277: 844: 726:

of new aircraft allowing it to take on more debt (such as further leases) against their fixed residual

410: 258:

was a wholly privately owned, independent British airline, established in 1978 under the working title

1795:

trunk routes and it was forced to compete head-on with Dan-Air to Paris Charles de Gaulle and Jersey.

1585: 1225:

of operating empty legs with aircraft repositioned from its two main bases at Gatwick and Manchester.

988:

The first three planes were sold in April 1985 when the company cashed in on their dollar-denominated

624:

Legal affiliation to a tour operator (Intasun) gave indirect access to customers' deposits for use as

584:

salad on all flights out and sandwiches back. This seemed to be a low-cost way of minimal catering on

577: 3296: 1626: 1419: 370: 60: 55: 3291: 755:

Europe's promoters were compelled to approach non-UK institutions, lenders and venture capitalists.

690:

Cossey and O'Regan therefore honed in on low-risk activities, specifically few but core activities.

483:, which at that time made up the bulk of its charter fleet – against the backdrop of steeply rising 2352: 1531:

on that day, even though Air Europe Express itself had remained profitable throughout that period.

1202: 609:

and excess capacity were not the only reasons for exclusively using brand-new equipment – generous

506:, which had lower operating costs and a better operational performance than the older, second-hand 234: 1784: 1330:

services on major European trunk routes in direct competition with the established flag carriers.

916:(registration G-BKRM) operated its maiden commercial flight on 24 April 1983, between Gatwick and 534:

figures than any of the existing aircraft types in its fleet but would also allow it to leap-frog

2356: 1907:(GPA), from whom the airline subsequently leased them back. This enabled it to keep them off its 1683: 1664: 1651:

and enabled each new route launched with that aircraft to become profitable within three months.

1622:

Air Europe's inaugural commercial F100 service departed Gatwick for Brussels on 4 December 1989.

1281: 832: 828:

Airport in the autumn of 1979 and became its fastest-growing UK departure point for a few years.

556:

holder. This was the point at which Air Europe was incorporated (however Snudden decided to join

446: 227: 2004:

Air Europe's Boeing 737-200 Advanced had the following out of sequence registrations and names:

1788: 1363:

Operating the first flight of the day displayed that flight at the very top of a travel agent's

676: 169: 3461: 3456: 2449: 2283: 1953: 1919: 1904: 1690: 1577: 1049: 893: 802: 763: 669: 442: 432: 286: 24: 2164:

Air Europe's first two Boeing 757s had the following out of sequence registrations and names:

1942: 1809: 1075: 552:

Cossey presented the plan forged with O'Regan and Snudden. Goodman agreed to support it as an

438: 1773: 1759:

to be gained from combining BCal with what they regarded as "essentially a charter company".

1648: 1260:

At that time, work started on licence applications for several long-haul scheduled services.

840: 2282:

Air Europe became the first customer in a new American Airlines flight training centre near

1832:

At the end of the first week of March 1991 ILG and all of its UK-based subsidiaries entered

1565: 870:

between May and September. Air Europe expected to carry 1.2 million passengers during 1982.

3096: 3049: 3029: 3009: 2989: 2969: 2937: 2917: 2897: 2877: 2857: 2837: 2775: 2750: 1798: 1555: 1126:

In the event, Air Europe leased a single, 486-seat Boeing 747 from US supplemental carrier

759: 694: 661: 657: 406: 8: 3436: 1629:

and Gatwick—Brussels routes following British Airways' release of slots formerly held by

1500:, another small, independent regional airline, which operated scheduled services between 1364: 1272:(CAA) for a licence to begin a year-round scheduled operation between London Gatwick and 1080: 821:

The first year's success instilled stakeholder confidence and gave a financial platform.

653: 793:

Air Europe's first commercial air service was on 4 May 1979, with a brand-new, 130-seat

580:

practised by most contemporary charter airlines. At the time, this consisted of serving

398:. This, in turn, was followed by renewed expansion during the second half of the 1970s. 325:

seats to Intasun Leisure, which grew during the 1980s to become the UK's second-largest

19:

This article is about the defunct British airline. For the defunct Italian airline, see

3421: 3221: 1850: 1820:

Dan-Air's parent organisation Davies and Newman Holdings in order to save the airline.

1744: 1719: 1705: 1601: 1561: 1453: 1177: 1041: 943:

as well as other technological advances. Mid-air engine shutdowns that necessitated an

940: 656:. This weakness overwhelmed its management with activities that were seeing a negative 480: 343:

Towards the end of the decade it became the first non-state incepted airline to become

159: 20: 2260:

airline identification designator in October 1980, allowing it to replace the initial

1317:

as well as Manchester and Gibraltar in November 1985 and November 1986, respectively.

847:. In 1987, the group, which by then had become the International Leisure Group (ILG), 594: 513:

Therefore, Errol Cossey, Martin O'Regan, the group finance director of Dan-Air parent

3471: 3170: 3144: 3116: 3074: 2812: 1931: 1769: 1686:

commenced during the autumn of 1989. However, these never reached the hearing stage.

1660: 1544: 1293: 1233: 1228:

This resulted in an arrangement whereby Air Europa's aircraft were flying German and

944: 848: 806: 610: 535: 514: 496: 602:

brand-new aircraft from the very beginning, this was a second unique selling point.

3516: 3249: 2242:

Air Europe's first MD-11 was allocated the following out of sequence registration:

2202:

oodward, an Air Europe director and ILG Financial Director. The aircraft was named

1989: 1198:

following the Air Europe/Air Europa name on the upper, white part of the fuselage.

1092: 1045: 982: 955: 775: 618: 557: 553: 476: 351: 336:

Air Europe expanded during the 1980s with a major scheduled presence on short-haul

330: 3276: 2306:

Air Europe operated its own airside executive lounge at Gatwick's South Terminal.

1371:

Air Europe submitted its application to launch scheduled services from Gatwick to

289:

where it commenced commercial airline operations in May 1979 with three brand-new

3451: 3385: 3348: 3286: 3281: 3263: 1593: 1549: 1171: 1105: 1084: 1057: 967: 878: 787: 625: 395: 322: 154: 1712: 1654: 1946: 1911:, thereby being relieved of the financial burden resulting from the aircraft's 1297: 1254: 1213: 989: 917: 901: 882: 856: 794: 702: 638: 635:

was chosen from a short-list, which aimed to distance Air Europe from Intasun.

605:

Improving profitability in a very competitive marketplace characterised by low

590: 585: 543: 539: 523: 500: 492: 454: 450: 375: 315: 290: 2020:

oodman, Intasun (later ILG) and Air Europe's chairman. The aircraft was named

1762: 1604:. (It rejected both rival contenders because these had revealed serious range/ 1036: 3544: 3486: 3416: 3235: 3174: 1908: 1581: 999: 971: 959: 783: 779: 748: 723: 665: 606: 463: 402: 355: 299:

Air Europe was the brainchild of Errol Cossey and Martin O'Regan, two former

1647:

Furthermore, Air Europe's F100-operated scheduled services showed excellent

1580:-powered version of the original BAC One-Eleven 500 featuring a 1990s style 1475: 470:

Intasun's business involved mid-week and night flying. This, in turn, was a

433:

Radical departure from established practices in the charter airline industry

3476: 3446: 3431: 3358: 3353: 1912: 1779:

In addition, the CAA's decision to re-allocate the licences for several of

1576:

At the end of a detailed performance evaluation of an updated, re-engined,

886: 565: 507: 503: 471: 426: 326: 293: 1253:

As part of a major scheduled service expansion, Air Europe launched a new

1024:

Total passenger numbers for all the group's tour operators of 2.7 million.

924:(G-BPGW) entered commercial service on 29 March 1984, between Gatwick and 816: 3395: 3380: 1838: 1817: 1679: 1640:, following British Airways' withdrawal from what had always been one of 1633:, as part of a deal to permit it to take over its erstwhile competitor.) 1229: 867: 598: 581: 518: 279: 202: 1556:

Introducing a new aircraft type to compete on frequency as well as price

683:, many of which operated on a seasonal basis only. This took up massive 3506: 3375: 3365: 2180:

anchester, Air Europe's first chief stewardess. The aircraft was named

1802: 1597: 1589: 1517: 1509: 1430: 1418:

Eventually, services commenced in December 1987 to Munich, followed by

1412: 1186: 1159: 1116: 958:, which was sufficient to permit non-stop flights to the East coast of 936: 921: 909: 825: 527: 28: 3326: 2253:

Air Europe made an operating profit after only nine weeks of trading.

1154:

Further expansion and diversification occurred between 1986 and 1989.

1927: 1722:(BCal) in a new joint venture, which had taken place between ILG and 1675: 1552:

in June 1993 and was eventually acquired by British Airways in 1999.

1490: 1486: 1479: 1435: 1408: 1384: 1376: 1314: 1307: 1208:

as a joint management and holding company for all of these airlines.

1165: 1127: 963: 727: 415: 2341: 1392: 1021:

Total passenger numbers for all the group's airlines of 5.8 million.

3466: 3370: 1866: 1792: 1501: 1380: 1139: 1135: 1119:

to enable the launch of a new long-haul charter programme in 1989.

484: 220: 3180: 43: 3426: 2952:

Airliner World (The Last of Dan-Air's Comets – Additional Comets)

2276: 2226:

ownes, Air Europe's then Chief Pilot (and ironically a 737 pilot)

1756: 1471: 1218: 1131: 863: 771: 687:– financial and managerial. It never became a financial success. 645: 300: 275: 267: 198: 193: 185: 3229: 3025:"British commuters grow – British Air Ferries/Guernsey Airlines" 2156:

erteuil, Air Europe's first chief pilot. The aircraft was named

2070:

ossey, Air Europe's commercial director. The aircraft was named

1048:

under the early-to mid-1980s AE–BA aircraft swap lease, seen at

1935: 1701: 1637: 1616: 1396: 1388: 1289: 852: 744: 680: 631:

To attract higher-margin business from upmarket tour operators

337: 271: 189: 3190:"Airline History – air europe: "Not Quite Different Enough"". 885:

aircraft to arrive 1983 and 1984. These were among 19 the UK '

3194:. Cudham, UK: Kelsey Publishing Group: 18–22. September 2011. 2271:

Air Europe introduced a separate premium class cabin branded

2133:

hillips, Air Europe's chief engineer. The aircraft was named

1846: 1713:

ILG's abortive attempts to take over British Caledonian Group

1655:

Ordering a new long-haul fleet and other aircraft commitments

1372: 1334:

carriers because of its much higher aircraft utilisation and

1273: 1067: 948: 925: 767: 522:

argument to Fred Newman was that operating the latest series

2296:

award twice in two consecutive years, 1983 as well as 1984.

1425: 639:

Long-term strategic planning instead of opportunistic growth

3169:. 43, 2. Hersham, UK: Ian Allan Publishing. February 2010. 2047:

egan, Air Europe's chief executive. The aircraft was named

1896:

instability, thereby contributing to its collapse as well.

1763:

Air Europe's unsuccessful attempt to see off ailing Dan-Air

1404: 1400: 1222: 1195: 1169:, the purchase of a 33% stake in Norwegian charter carrier 975: 531: 3197: 1659:

Air Europe decided to become the launch customer for the

1612: 751:

during May 1979, was its biggest challenge of that year.

3141:

It was nice to fly with friends! The story of Air Europe

714:

Air Europe branded airlines in other European countries.

2954:, Key Publishing, Stamford, UK, November 2010, pp. 71/2 1966:

charter airline industry's "cheap but cheerful" image.

1730:

ILG decided to launch a new counter bid for the entire

1074:

charges unlike the older, second-hand jets operated by

1018:

A combined share of 20% of all slots at London Gatwick.

817:

Becoming a major player in the charter airline industry

340:

trunk routes taking off and landing at London Gatwick.

2111:

atthews, ILG Finance Director. The aircraft was named

3113:

Losing my Virginity – The Autobiography (2nd reprint)

2234:

F100 had the following out of sequence registration:

1973:

Intasun and its associated ILG-owned tour companies,

1812:'s beleaguered management appointed "company doctor" 1470:

Its scheduled services initially linked Gatwick with

475:

profitability. However, the high fuel consumption of

3211: 1157:

It began with the creation of a Spanish subsidiary,

422:'s decision to withdraw completely from the market. 1952:These were the main reasons ILG's lenders, notably 1693:as well as eleven Fokker F100s during that period. 1263: 672:line" that was financially accountable for itself. 3328:Airlines of the United Kingdom and Channel Islands 2275:on its charter flights between London Gatwick and 1592:, Air Europe decided to place an order for eleven 1308:Launching low-frequency services on leisure routes 1184:With the exception of Air España, which traded as 1015:Total surplus aircraft valuations of £360 million. 778:. It consisted of a combination of full repayment 3165:"Aircraft (Gone but not forgotten: Air Europe)". 3138: 2933:"Financing a high-risk venture – Genair collapse" 2806: 1467:airline designator as its bigger sister airline. 1028:Each of these was a record for these benchmarks. 16:Defunct airline of the United Kingdom (1979–1991) 3542: 3282:contemporary timetable images (Air Europe Italy) 3110: 2765: 2763: 2761: 2092:ill, Executive Director. The aircraft was named 1776:during the early years of the following decade. 266:name the following year. Its head office was in 2448:US non-scheduled airlines as classified by the 303:executives, and Harry Goodman, who had founded 3532:List of defunct airlines of the United Kingdom 2413:List of defunct airlines of the United Kingdom 1696:In April 1990 Air Europe furthermore signed a 429:opportunity arose specialising in short-haul. 3312: 3277:contemporary timetable images (Air Europe UK) 3068: 3005:"Air Europe challenges Laker for Miami route" 2758: 1918:Neither did the group hold the titles to the 1704:for a firm order covering the delivery of 40 1608:shortcomings during the evaluation process.) 1422:in February 1988 and Brussels in April 1988. 1130:to operate its long-haul charter services to 1881:Lack of ownership of any significant assets. 2740: 2738: 2736: 2734: 2732: 2730: 2728: 2726: 2724: 2722: 2712: 2710: 2708: 2706: 2704: 2702: 2700: 2698: 2696: 2694: 2692: 2690: 2688: 2686: 2684: 2682: 2680: 2678: 2676: 2674: 2672: 2670: 2668: 2370:. Unsourced material may be challenged and 1175:and the creation of a new Italian carrier, 3319: 3305: 3287:contemporary timetable images (Air Europa) 2985:"Is there light at the end of the tunnel?" 2885: 2666: 2664: 2662: 2660: 2658: 2656: 2654: 2652: 2650: 2648: 2646: 2644: 2642: 2640: 2638: 2636: 2634: 2632: 2630: 2628: 2626: 2624: 2622: 2620: 2618: 2616: 2614: 2612: 2610: 2608: 2606: 2604: 2602: 2600: 2598: 2596: 2594: 2592: 2590: 2588: 2586: 2584: 2582: 2580: 2578: 2576: 2574: 2572: 2570: 2568: 2566: 2564: 2562: 2560: 2558: 2556: 2554: 2552: 2550: 2548: 2546: 2544: 2542: 2540: 2538: 2536: 2534: 2532: 2530: 2528: 2526: 2524: 2522: 2520: 2518: 2516: 2514: 2512: 2510: 2508: 2506: 2504: 2502: 2500: 2498: 2496: 2494: 2492: 2490: 2488: 2331: 2317:reddie" after the last two letters of its 1324: 1009:31 jet aircraft operated across the group. 573:that would translate into higher profits. 466:, notably market leader Thomson Holidays. 386: 42: 2486: 2484: 2482: 2480: 2478: 2476: 2474: 2472: 2470: 2468: 2390:Learn how and when to remove this message 1542:in May 1991. Euroworld was later renamed 1426:Establishing a regional airline operation 2802: 2800: 2798: 2796: 2794: 2792: 2790: 2788: 2786: 2719: 2256:Air Europe was allocated the two-letter 2024:(after Errol Cossey's son and following 1429: 1149: 1035: 1006:Group operating profit of £35.5 million. 479:'s "mix'n match" fleet – especially the 369: 3064: 3062: 3060: 2418: 1463:Air Europe Express flew under the same 530:would not only give Dan-Air far better 23:. For the defunct Belgian airline, see 3551:Defunct airlines of the United Kingdom 3543: 2465: 1056:Air Europe frequently used day-to-day 660:. Dan-Air justified a diversification 27:. For the active Spanish airline, see 3300: 3143:. Peterborough, UK: GMS Enterprises. 3045:"MD-11 order launches biggest RB.211" 2853:"Airline Profile: British Caledonian" 2811:. Peterborough, UK: GMS Enterprises. 2783: 1856: 1239: 824:Air Europe opened its second base at 718:A particular financial strength was: 652:– many of its sectors never turned a 613:allowances for new equipment reduced 495:in its fleet. He was also aware that 3073:. London, UK: Sidgwick and Jackson. 3057: 2368:adding citations to reliable sources 2335: 877:took over the purchase agreement of 538:, which initially operated only the 321:Air Europe was the main supplier of 246:Geraldine Constable (cabin services) 1564:to enable it to penetrate the high- 1343:New European Airline Project (NEAP) 1190:, all the other airlines traded as 1031: 13: 3158: 3071:High Risk: The Politics of the Air 617:liability, thereby increasing the 329:operator (after the market leader 243:Geraldine Bufton (office services) 14: 3577: 3207: 2746:"Air Europe: UK's newest airline" 2115:(after Stephen Matthews' sister). 1755:and that therefore there were no 1737:Monopolies and Mergers Commission 1286:McDonnell-Douglas DC-10 30 series 1181:, in which ILG held a 35% stake. 697:was to penetrate the market for: 451:Boeing 707-320 "Intercontinental" 3256: 3242: 3228: 3214: 3115:. London, UK: Virgin Books Ltd. 2754:. 14 October 1978. p. 1379. 2340: 2184:(after Errol Cossey's daughter). 1264:Abortive attempt to go long-haul 648:, an airline that became highly 445:in 1966 and continuing with the 3561:Airlines disestablished in 1991 3104: 3087: 3037: 3017: 2997: 2977: 2957: 2945: 2925: 2905: 2442: 2294:Top Charter Airline of the Year 2289:Air Europe won the prestigious 2160:(after Des de Verteuil's wife). 1878:Being financially overextended. 1875:An unsound financial structure. 1548:, which became a franchisee of 1520:schedule with its Shorts 360s. 933:Federal Aviation Administration 285:Its main operating base was at 3053:. 11 February 1989. p. 2. 3033:. 20 August 1983. p. 498. 2881:. 31 May 1973. pp. 836–7. 2865: 2845: 2825: 2430: 2206:(after Peter Woodward's wife). 1970:cutting out the "middle man". 1538:, who restarted operations as 896:but with deliveries from 1987. 873:1982 was the year Air Europe: 1: 3390:Virgin Atlantic International 2973:. 7 August 1982. p. 317. 2861:. 3 August 1972. p. 156. 2841:. 19 March 1970. p. 441. 2833:"Airline Profile: Court Line" 2438:government-owned corporations 2074:(after Harry Goodman's wife). 1735:BA-BCal deal referred to the 1201:ILG eventually created Dutch- 801:(registration G-BMHG) flying 441:'s fleet, beginning with the 3556:Airlines established in 1978 3100:. 21 March 1987. p. 32. 1816:, who immediately set about 1682:to be operated with the new 1496:In April 1989 ILG purchased 1355:computer reservation systems 1091:Air Europe therefore sought 970:as well as certain parts of 758:Ultimately, C. ITOH and the 734: 7: 3094:"The Caledonian punchbag". 2941:. 15 June 1985. p. 40. 2921:. 16 May 1974. p. 614. 2901:. 12 June 1990. p. 34. 2779:. 31 May 1973. p. 838. 2406: 2137:(after Roy Phillips' wife). 2028:ir Europe's first initial). 1529:administrative receivership 1442:In June 1988 ILG took over 1166:Nürnberger Flugdienst (NFD) 1060:as well as finance leases. 931:During the early 1980s the 443:de Havilland Comet series 4 309:International Leisure Group 174:International Leisure Group 10: 3582: 3566:Companies based in Crawley 3139:Simons, Graham M. (1999). 2873:"Airline Profile: Dan-Air" 2807:Simons, Graham M. (1993). 2771:"Airline Profile: Dan-Air" 1943:Davies and Newman Holdings 1434:G-BNDI Air Europe Express 845:Unlisted Securities Market 708:Long-haul charter flights. 564:aim of establishing a new 365: 240:Roy Phillips (engineering) 18: 3525: 3499: 3404: 3341: 3334: 3111:Branson, Richard (2006). 2965:"Air Florida fights back" 2299:Air Europe achieved full 1960: 837:Intasun Leisure Group plc 589:dry atmosphere inside an 447:BAC One-Eleven 400 series 354:subsidiary. The acquired 212: 178: 168: 147: 132: 109: 86: 64: 59: 54: 50: 41: 2913:"Dan-Air traffic growth" 2055:urope's second initial). 1995: 1663:-powered version of the 1270:Civil Aviation Authority 881:for a pair of brand-new 418:services, as well as by 3199:Kelsey Publishing Group 2332:Accidents and incidents 1665:McDonnell-Douglas MD-11 1611:A subsequent change in 1489:gradually replaced the 1456:as of 1 February 1989. 1420:Paris-Charles de Gaulle 1325:Taking on flag carriers 920:. The airline's second 862:A third base opened at 795:Boeing 737-2S3 Advanced 782:and partial repayment ( 457:in 1973 as well as the 387:Background to formation 291:Boeing 737-200 Advanced 3462:Isles of Scilly Skybus 3457:Hebridean Air Services 3442:Centreline Air Charter 3069:Thomson, Adam (1999). 2893:"Scheduled Transition" 2450:United States Congress 1905:Guinness Peat Aviation 1827: 1439: 1053: 1050:London Gatwick Airport 425:Therefore, a regional 383: 287:London Gatwick Airport 260:Inter European Airways 136:8 March 1991 102:Inter European Airways 25:Trans European Airways 3013:: 1121, 12 April 1980 2993:: 1161, 25 April 1981 2809:The Spirit of Dan-Air 1884:A high-risk strategy. 1433: 1206:Airlines of Europe BV 1150:Pan-European presence 1039: 841:London Stock Exchange 675:A typical example of 510:operated by Dan-Air. 373: 3182:Aircraft Illustrated 3097:Flight International 3050:Flight International 3030:Flight International 3010:Flight International 2990:Flight International 2970:Flight International 2938:Flight International 2918:Flight International 2898:Flight International 2878:Flight International 2858:Flight International 2838:Flight International 2776:Flight International 2751:Flight International 2419:Notes and references 2364:improve this section 2303:compliance in 1985. 2291:Travel Trade Gazette 1872:Undercapitalisation. 1012:20 scheduled routes. 941:widebodied airliners 760:Marubeni Corporation 658:return on investment 571:aircraft utilisation 113:4 May 1979 110:Commenced operations 3512:European Cargo (UK) 3437:Bristow Helicopters 2230:Air Europe's first 1562:Boeing 737-300/400s 1336:labour productivity 1081:Dan-Air Engineering 908:Air Europe's first 701:Short-/medium-haul 318:of both companies. 38: 3222:West Sussex portal 2279:in November 1983. 2232:British-registered 1857:Causes of collapse 1781:British Caledonian 1745:economies of scale 1732:British Caledonian 1724:British Caledonian 1720:British Caledonian 1642:British Caledonian 1631:British Caledonian 1454:corporate identity 1452:and adopted a new 1450:Air Europe Express 1440: 1438:at Gatwick in 1990 1240:Scheduled services 1054: 1042:Boeing 737-2S3 Adv 578:seat-back catering 524:200 Advanced model 459:BAC One-Eleven 500 420:British Caledonian 384: 349:Air Europe Express 36: 21:Air Europe (Italy) 3538: 3537: 3495: 3494: 3482:TAG Aviation (UK) 3472:Norse Atlantic UK 2436:independent from 2400: 2399: 2392: 1932:American Airlines 1661:Rolls-Royce Trent 1627:Charles de Gaulle 1545:CityFlyer Express 1540:Euroworld Airways 1498:Guernsey Airlines 1294:Rolls-Royce RB211 1280:'s services from 1234:Britannia Airways 1112:1983 until 1986. 1093:business partners 945:emergency landing 807:Palma de Mallorca 515:Davies and Newman 497:Britannia Airways 380:Newcastle Airport 262:. It adopted the 253: 252: 226:Martin O'Reagan ( 133:Ceased operations 82: 81: 3573: 3517:West Atlantic UK 3339: 3338: 3321: 3314: 3307: 3298: 3297: 3292:Official website 3266: 3261: 3260: 3259: 3252: 3250:Companies portal 3247: 3246: 3245: 3238: 3233: 3232: 3224: 3219: 3218: 3217: 3195: 3178: 3154: 3127: 3126: 3108: 3102: 3101: 3091: 3085: 3084: 3066: 3055: 3054: 3041: 3035: 3034: 3021: 3015: 3014: 3001: 2995: 2994: 2981: 2975: 2974: 2961: 2955: 2949: 2943: 2942: 2929: 2923: 2922: 2909: 2903: 2902: 2889: 2883: 2882: 2869: 2863: 2862: 2849: 2843: 2842: 2829: 2823: 2822: 2804: 2781: 2780: 2767: 2756: 2755: 2742: 2717: 2714: 2453: 2446: 2440: 2434: 2395: 2388: 2384: 2381: 2375: 2344: 2336: 1851:Air Europe Italy 1083:'s main base at 1058:operating leases 1046:British Airtours 1032:Aircraft leasing 983:Orlando, Florida 693:Their long-term 619:enterprise value 558:Monarch Airlines 352:regional airline 143: 141: 128: 120: 118: 105: 97: 95: 52: 51: 46: 39: 35: 3581: 3580: 3576: 3575: 3574: 3572: 3571: 3570: 3541: 3540: 3539: 3534: 3521: 3491: 3452:Eastern Airways 3412:2Excel Aviation 3400: 3386:Virgin Atlantic 3349:British Airways 3330: 3325: 3264:Aviation portal 3262: 3257: 3255: 3248: 3243: 3241: 3234: 3227: 3220: 3215: 3213: 3210: 3189: 3164: 3161: 3159:Further reading 3151: 3130: 3123: 3109: 3105: 3093: 3092: 3088: 3081: 3067: 3058: 3043: 3042: 3038: 3023: 3022: 3018: 3003: 3002: 2998: 2983: 2982: 2978: 2963: 2962: 2958: 2950: 2946: 2931: 2930: 2926: 2911: 2910: 2906: 2891: 2890: 2886: 2871: 2870: 2866: 2851: 2850: 2846: 2831: 2830: 2826: 2819: 2805: 2784: 2769: 2768: 2759: 2744: 2743: 2720: 2715: 2466: 2457: 2456: 2447: 2443: 2435: 2431: 2421: 2409: 2396: 2385: 2379: 2376: 2361: 2345: 2334: 2319:US registration 2284:Gatwick Airport 2051:(following Air 1998: 1963: 1859: 1830: 1765: 1715: 1706:A320 200 series 1691:Boeing 737-400s 1657: 1578:Rolls-Royce Tay 1558: 1550:British Airways 1428: 1327: 1310: 1298:Boeing 747-200B 1266: 1242: 1172:Norway Airlines 1160:Air España S.A. 1152: 1106:British Airways 1085:Lasham Airfield 1034: 990:residual values 968:Central America 894:Boeing 737-300s 879:British Airways 819: 762:, two Japanese 749:production line 737: 703:charter flights 641: 626:working capital 586:inclusive tours 540:basic 200 model 493:operating costs 435: 396:1973 oil crisis 389: 368: 305:Intasun Leisure 249: 219:Harry Goodman ( 208: 164: 148:Operating bases 139: 137: 122: 121: 116: 114: 99: 98: 93: 91: 32: 17: 12: 11: 5: 3579: 3569: 3568: 3563: 3558: 3553: 3536: 3535: 3528:related topics 3526: 3523: 3522: 3520: 3519: 3514: 3509: 3503: 3501: 3497: 3496: 3493: 3492: 3490: 3489: 3484: 3479: 3474: 3469: 3464: 3459: 3454: 3449: 3444: 3439: 3434: 3429: 3424: 3419: 3414: 3408: 3406: 3402: 3401: 3399: 3398: 3393: 3383: 3378: 3373: 3368: 3363: 3362: 3361: 3356: 3345: 3343: 3336: 3332: 3331: 3324: 3323: 3316: 3309: 3301: 3295: 3294: 3289: 3284: 3279: 3274: 3268: 3267: 3253: 3239: 3225: 3209: 3208:External links 3206: 3205: 3204: 3187: 3160: 3157: 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607:profit margins 591:aircraft cabin 501:Boeing 737-200 464:tour operators 455:Boeing 727-100 434: 431: 388: 385: 376:Boeing 757-200 374:An Air Europe 367: 364: 316:parent company 251: 250: 248: 247: 244: 241: 238: 233:Errol Cossey ( 231: 224: 216: 214: 210: 209: 207: 206: 196: 182: 180: 176: 175: 172: 170:Parent company 166: 165: 163: 162: 157: 155:London–Gatwick 151: 149: 145: 144: 134: 130: 129: 111: 107: 106: 88: 84: 83: 80: 79: 76: 73: 69: 68: 63: 58: 48: 47: 15: 9: 6: 4: 3: 2: 3578: 3567: 3564: 3562: 3559: 3557: 3554: 3552: 3549: 3548: 3546: 3533: 3529: 3524: 3518: 3515: 3513: 3510: 3508: 3505: 3504: 3502: 3498: 3488: 3487:Titan Airways 3485: 3483: 3480: 3478: 3475: 3473: 3470: 3468: 3465: 3463: 3460: 3458: 3455: 3453: 3450: 3448: 3445: 3443: 3440: 3438: 3435: 3433: 3430: 3428: 3425: 3423: 3420: 3418: 3417:Aer Lingus UK 3415: 3413: 3410: 3409: 3407: 3403: 3397: 3394: 3391: 3387: 3384: 3382: 3379: 3377: 3374: 3372: 3369: 3367: 3364: 3360: 3357: 3355: 3352: 3351: 3350: 3347: 3346: 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Class 2269: 2265: 2263: 2259: 2254: 2251: 2245: 2244: 2243: 2237: 2236: 2235: 2233: 2225: 2221: 2217: 2213: 2212: 2211: 2205: 2201: 2198: 2194: 2190: 2186: 2183: 2179: 2175: 2171: 2167: 2166: 2165: 2159: 2155: 2151: 2147: 2143: 2139: 2136: 2132: 2129: 2125: 2121: 2117: 2114: 2110: 2106: 2102: 2098: 2095: 2091: 2088: 2084: 2080: 2076: 2073: 2069: 2065: 2061: 2057: 2054: 2050: 2046: 2042: 2038: 2034: 2030: 2027: 2023: 2019: 2015: 2011: 2007: 2006: 2005: 2002: 1993: 1991: 1985: 1982: 1980: 1976: 1971: 1967: 1958: 1955: 1950: 1948: 1944: 1939: 1937: 1933: 1929: 1923: 1921: 1916: 1914: 1910: 1909:balance sheet 1906: 1900: 1897: 1893: 1889: 1883: 1880: 1877: 1874: 1871: 1868: 1864: 1863: 1862: 1854: 1852: 1848: 1842: 1840: 1835: 1825: 1821: 1819: 1815: 1811: 1806: 1804: 1800: 1796: 1794: 1790: 1786: 1782: 1777: 1775: 1771: 1760: 1758: 1752: 1748: 1746: 1740: 1738: 1733: 1728: 1725: 1721: 1710: 1707: 1703: 1699: 1694: 1692: 1687: 1685: 1681: 1677: 1672: 1668: 1666: 1662: 1652: 1650: 1645: 1643: 1639: 1634: 1632: 1628: 1623: 1620: 1618: 1614: 1609: 1607: 1603: 1599: 1595: 1591: 1587: 1583: 1582:glass cockpit 1579: 1574: 1570: 1567: 1563: 1553: 1551: 1547: 1546: 1541: 1537: 1532: 1530: 1524: 1521: 1519: 1513: 1511: 1505: 1503: 1499: 1494: 1492: 1488: 1483: 1481: 1477: 1473: 1468: 1466: 1461: 1457: 1455: 1451: 1447: 1446: 1437: 1432: 1423: 1421: 1416: 1414: 1410: 1406: 1402: 1398: 1394: 1390: 1386: 1382: 1378: 1374: 1369: 1366: 1361: 1358: 1356: 1350: 1346: 1344: 1339: 1337: 1331: 1322: 1318: 1316: 1305: 1301: 1299: 1295: 1291: 1287: 1283: 1279: 1275: 1271: 1261: 1258: 1256: 1251: 1248: 1245: 1237: 1235: 1231: 1226: 1224: 1220: 1215: 1209: 1207: 1204: 1199: 1197: 1193: 1189: 1188: 1182: 1180: 1179: 1174: 1173: 1168: 1167: 1162: 1161: 1155: 1147: 1145: 1141: 1137: 1133: 1129: 1124: 1120: 1118: 1113: 1109: 1107: 1101: 1097: 1094: 1089: 1086: 1082: 1077: 1071: 1069: 1064: 1061: 1059: 1051: 1047: 1043: 1038: 1029: 1023: 1020: 1017: 1014: 1011: 1008: 1005: 1004: 1003: 1001: 1000:annual report 996: 993: 991: 986: 985:, from 1989. 984: 979: 977: 973: 972:South America 969: 965: 961: 960:North America 957: 952: 950: 946: 942: 939:powering new 938: 934: 929: 927: 923: 919: 915: 911: 906: 903: 895: 892:ordered five 891: 888: 884: 880: 876: 875: 874: 871: 869: 865: 860: 858: 854: 850: 846: 842: 838: 834: 829: 827: 822: 814: 811: 808: 804: 800: 796: 791: 789: 788:resale values 785: 784:hire purchase 781: 777: 773: 769: 765: 764:conglomerates 761: 756: 752: 750: 746: 740: 729: 725: 721: 720: 719: 713: 710: 707: 704: 700: 699: 698: 696: 691: 688: 686: 682: 678: 673: 671: 667: 666:marginal cost 663: 659: 655: 651: 647: 636: 634: 629: 627: 622: 620: 616: 612: 608: 603: 600: 596: 592: 587: 583: 579: 574: 572: 567: 561: 559: 555: 550: 547: 545: 541: 537: 533: 529: 525: 520: 516: 511: 509: 505: 502: 498: 494: 488: 486: 482: 478: 473: 467: 465: 460: 456: 453:in 1971, the 452: 449:in 1969, the 448: 444: 440: 430: 428: 423: 421: 417: 413: 412: 408: 407:transatlantic 404: 403:Laker Airways 399: 397: 392: 382:in the 1980s. 381: 377: 372: 363: 359: 357: 353: 350: 346: 341: 339: 334: 332: 328: 324: 319: 317: 313: 310: 306: 302: 297: 295: 292: 288: 283: 281: 277: 273: 269: 265: 261: 257: 245: 242: 239: 236: 232: 229: 225: 222: 218: 217: 215: 211: 204: 200: 197: 195: 191: 187: 184: 183: 181: 177: 173: 171: 167: 161: 158: 156: 153: 152: 150: 146: 135: 131: 126: 112: 108: 103: 89: 85: 77: 74: 71: 70: 67: 62: 57: 53: 49: 45: 40: 34: 30: 26: 22: 3527: 3477:RVL Aviation 3447:Directflight 3432:Blue Islands 3359:BA EuroFlyer 3354:BA CityFlyer 3198: 3192:Jets Monthly 3191: 3181: 3166: 3140: 3133:Bibliography 3112: 3106: 3095: 3089: 3070: 3048: 3039: 3028: 3019: 3008: 2999: 2988: 2979: 2968: 2959: 2951: 2947: 2936: 2927: 2916: 2907: 2896: 2887: 2876: 2867: 2856: 2847: 2836: 2827: 2808: 2774: 2749: 2444: 2432: 2401: 2386: 2377: 2362:Please help 2350: 2327: 2322: 2314: 2310: 2308: 2305: 2301:Category III 2298: 2293: 2290: 2288: 2281: 2272: 2270: 2266: 2264:designator. 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2204:Anne Marie 1536:Connectair 1518:Birmingham 1510:Fokker 100 1476:Düsseldorf 1445:Connectair 1413:Copenhagen 1192:Air Europe 1187:Air Europa 1044:leased to 910:Boeing 757 826:Manchester 633:Air Europe 504:jet planes 414:scheduled 274:, then in 264:Air Europe 256:Air Europe 213:Key people 160:Manchester 140:1991-03-08 125:Air Europe 117:1979-05-04 37:Air Europe 29:Air Europa 3422:AirTanker 3335:passenger 3175:2041-2150 2460:Citations 2351:does not 2286:in 1983. 1979:Lancaster 1928:US dollar 1774:recession 1770:Southeast 1757:synergies 1676:Australia 1480:Rotterdam 1436:Short 360 1409:Stockholm 1385:Frankfurt 1377:Amsterdam 1315:Gibraltar 1296:-powered 1128:Tower Air 964:Caribbean 859:proper.) 833:flotation 735:Beginning 685:resources 566:benchmark 536:Britannia 416:no frills 205:, England 66:Call sign 3467:Loganair 3371:Jet2.com 3167:Aircraft 2407:See also 1990:MyTravel 1920:freehold 1867:Gulf War 1793:Scotland 1588:and the 1516:Gatwick— 1502:Guernsey 1381:Brussels 1282:Heathrow 1140:Acapulco 1136:Barbados 849:delisted 843:'s then 797:, named 780:mortgage 662:strategy 597:, a hot 485:jet fuel 411:Skytrain 338:European 221:chairman 3427:Aurigny 2452:in 1963 2372:removed 2357:sources 2277:Funchal 2246:G-MDII. 2238:G-FIOO. 2148:esmond 2107:tephen 1810:Dan-Air 1799:Dan-Air 1789:Dan-Air 1739:(MMC). 1606:payload 1485:Larger 1472:Antwerp 1219:expense 1146:basis. 1132:Bangkok 1108:(BA).) 1076:Dan-Air 1068:lessors 864:Cardiff 839:on the 803:Gatwick 776:leasing 772:Samurai 677:Dan-Air 646:Dan-Air 611:capital 595:starter 546:model. 544:737-200 526:of the 477:Dan-Air 472:win-win 439:Dan-Air 366:History 331:Thomson 323:charter 301:Dan-Air 276:Crawley 268:Reigate 199:Crawley 194:England 186:Reigate 138: ( 115: ( 92: ( 87:Founded 3201:online 3184:online 3173: 3147: 3119: 3077: 2815: 2158:Peggie 2135:Louise 2081:– Sir 2039:artin 1975:Global 1961:Legacy 1936:merger 1785:Air UK 1702:Airbus 1684:MD-11s 1638:Jersey 1617:Fokker 1584:, the 1397:Geneva 1393:Zürich 1389:Munich 1290:trijet 1278:Pan Am 1142:on an 962:, the 912:named 853:London 745:Boeing 728:dollar 681:Europe 654:profit 554:equity 481:Comets 462:other 314:, the 272:Surrey 190:Surrey 3500:cargo 3405:minor 3342:major 2424:Notes 2195:eter 2182:Fiona 2176:enée 2113:Sandy 2085:ames 2066:rrol 2016:arry 1996:Facts 1847:Spain 1803:press 1700:with 1598:F100s 1566:yield 1373:Paris 1292:or a 1274:Miami 956:range 949:ETOPS 926:Milan 914:Fiona 851:from 768:Japan 356:slots 312:(ILG) 3171:ISSN 3145:ISBN 3117:ISBN 3075:ISBN 2813:ISBN 2355:any 2353:cite 2321:N602 2222:ory 2168:G-BK 2099:G-BM 2094:Roma 2058:G-BM 2022:Adam 2008:G-BM 1977:and 1787:and 1678:and 1478:and 1411:and 1405:Oslo 1401:Rome 1223:cost 1196:flag 1144:ACMI 976:Asia 974:and 966:and 918:Faro 799:Adam 582:spam 532:cost 508:jets 123:(as 100:(as 94:1978 90:1978 75:AOE 61:ICAO 56:IATA 2366:by 2313:at 2224:J D 2216:RJD 2214:G-B 2189:PGW 2187:G-B 2142:DDV 2140:G-D 2126:oy 2120:RJP 2118:G-B 2079:JFH 2077:G-B 2072:Joy 2049:Eve 2033:MOR 2031:G-B 1849:. 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