Registered on December 2, 1960 with capitalization of ?100. The need for additional partners and aircraft results in a successful search, including 2 Douglas DC-3s purchased in March and July 1961. Operating as Westpoint (later British Westpoint) Airlines, Ltd., the company begins nonscheduled Douglas service from Exeter Airport in late March. During the summer, the DC-3s fly inclusive tours from London (LGW) to France and Austria. Additional tour points are served through the winter.
A third DC-3 is acquired in March 1962 and joins the others in offering a variety of ad hoc charter and inclusive-tour flights during the summer. The first scheduled service is started Newquay-London via Exeter on April 1, 1963. The primary tour destinations this year are in France and Holland. A bid to takeover Mayflower Air Services, Ltd. during the fall is unsuccessful.
DC-3 replacement service (for Air France) is flown London (LHR)-Lille, beginning in the spring of 1964. Mayflower Air Services, Ltd. is successfully purchased in May, along with its 2 de Havilland DH 89A Dragon Rapides and a scheduled route network to the Scilly Isles. Another DH-89A is purchased from British European Airways Corporation. Two DC-3s and a Mayflower Dragon Rapide are sold during the year.
A number of ad hoc passenger and cargo charter flights are flown in 1965 along with the previously operated scheduled routes. Early in 1966, financial difficulties force the carrier into bankruptcy.
BRITISH WORLD AIRLINES, LTD.: Viscount House, Southend Airport, Southend-on-Sea, Essex, England, SS2 6YL, United Kingdom; Phone 44 (1702) 354 435; Fax 44 (1702) 331 914; Http://www. british-world. co. uk; Code VF; Year Founded 1993. On April 6, 1993, the regional British Air Ferries, Ltd. is renamed and adopts a new corporate image, including logo and aircraft livery. Still owned by Mostjet, Ltd., the carrier not only wet-leases out aircraft to other airlines, but operates scheduled and charter services. Chairman Robert Sturman and Managing Director Neil Hansford’s fleet now includes 5 British Aerospace (BAC) 1-11s in storage, as well as 3 leased 1-11-518FGs, 1 each chartered 1-11-520N and 1-11-531FS, and 2 leased BAe 146-300s. Still the world’s largest Viscount operator, BWA flies 2 802s, 4 806s, and 1 each 807 and 808C.
Scheduled services include flights from the company base at London (STN) to Dusseldorf and Bucharest, the latter point becoming a destination on June 28. Viscount freight services are flown from Dublin and Birmingham to Brussels on behalf of Federal Express. One each Viscount 813 and 836 are joined in this service in June by an 810.
Three others are also employed to operate contract 76-passenger flights from Aberdeen to the Shell U. K. Exploration and Production (Shell Expro) base at Sumburgh, in the Shetland Islands. Charter flights are also conducted, although the previously significant number of trooping flights to Germany are being progressively reduced as British troops stationed there are progressively withdrawn.
An interline agreement is signed with TAROM (Transporturile Aeriene Romane, S. A.) in July and thrice-weekly scheduled flights are inaugurated from London (STN) to Bucharest using the BAC 1-11-520N and 1-11-531FS. A mail and express delivery contract is won from the British Post Office while plans are made to undertake year-round charter services between London (STN) and Manchester with the BAe 146-300s.
Enplanements for the year total 354,125 and a total of 2.8 million FTKs are operated. A net $957,000 profit is earned atop an operating income of $230,000.
Airline employment is increased by 12.8% in 1994 to 203.
Recognizing that it has few customers in the Southend area, the company, on January 25, relocates its headquarters from Southend Airport to Longford, near Heathrow.
While en route from Edinburgh to Coventry on February 25, Flight 4272, a Vickers Viscount 813 freighter with two crew, loses power to its No.2 and No. 3 engines and is ordered to divert to Birmingham. Although the No. 2 engine is restarted while on the new heading, the No. 4 now quits and, just 5 min. short of landing, the aircraft descends into trees and breaks up (one dead).
In the spring, British World drops its scheduled services to concentrate on contract and charter operations.
Late in the year, against heavy competition, the carrier begins preparations to regain the $85-million Shell Expro contract that is about to come due for rebidding. Not only is it rewon, but 5 Viscounts are painted bright red and are assigned to the postal service operation.
The 5 chartered BAC-111s are purchased from ILFC in November.
Passenger boardings slide by 1% to 485,919 but revenues advance 8.3% to $21.5 million. With expenses at $20.4 million, a $1.02-million operating profit is generated.
The workforce is cut to 180 during 1995. The company now moves into the business of assisting new start-up carriers, offering a complete Air Operators’ Certificate (AOC) infrastructure. The first customer to contract for this service will be Debonair Airways, Ltd. When that new airline is started on October 1, BWA holds its AOC and provides all of the named management, business and accounting plus engineering services as Debonair is built.
On November 1, the carrier is awarded a 5-year, ?55-million charter contract by Shell Exploration and Production UK (Shell Expro) for the transport of oil industry workers from Aberdeen to Sumburgh, Shetland Islands. To handle the new award the carrier orders 2 Avions de Transport Aerien ATR72-212s with which to replace the Viscounts currently operating the route.
Revenues total $57.35 million and costs are low enough to allow a $1.55-million net profit.
Airline employment stands at 213 in 1996, as the company celebrates its fiftieth anniversary. The first ATR72-21—the first new aircraft in the company’s history—is delivered in March. It immediately begins to ferry oil workers between Aberdeen and the Shetland Islands community of Sumburgh on behalf of Shell Expro.
While landing after its second training flight of the night of March 24, a Vickers Viscount 808’s crew fails to extend the landing gear and the aircraft makes a belly landing on the Belfast Airport runway. After coming to a stop, the crew secures and evacuates the aircraft, which is badly damaged.
The last passenger Viscount flight in the U. K. is made from London on April 18 when a Dash-802 filled with VIPs, including the aircraft’s designer Sir George Edwards and former British European Airways Corporation Managing Director Sir Peter Masefield, makes a 45-minute flight between Heathrow and Stansted Airports. The withdrawn turboprops begin conversion into Freightmaster cargo planes.
With BWA contract support and employing its AOC, Debonair Airways, Ltd. inaugurates services on May 1 from its London (CTN) base. Meanwhile, the second ATR72-212 arrives in May.
A total of 475,000 passengers are transported and 1.64 million FTKs are operated. A $2.3-million operating profit is reported.
The workforce is increased by 4.2% in 1997 to 222. Early in the year, orders are placed with BAe Asset Management, trading turboprops for a pair of ATPs.
In May, the company, together with the aircraft broker Independent Aviation Group, undertakes to assist Classic Airways, Ltd., a start-up based at Stansted Airport that is planning to fly Lockheed L-1011s on international charters.
With Debonair Airways, Ltd. having achieved a significant measure of viability, it is awarded its own AOC in September as the BWA contract is renegotiated into a maintenance support package.
Also in September, the company acquires its first BAe ATP; after crew training and route proving, it enters service at the beginning of October.
Classic Airways, Ltd., established in May by British World and the aircraft broker Independent Aviation Group, is ready to commence the provision of wet-leased, standby aircraft for ad hoc charters or replacement services. David Chubalashvilli is chairman and he begins revenue services with a single Lockheed L-1011-100 TriStar, which is operated under the British World AOC.
In November, the carrier completes takeover of Sydney-based Australian Jet Charter (Pty.), Ltd., a fixed base operator.
Customer bookings this year inch up 0.5% to 413,000. Operating revenue, however, declines 8.9% to $50.8 million. Fortunately, expenses also plunge 15.5% to $45.2 million. Consequently, the operating profit doubles to $5.6 million and there is a $2-million net profit.
Flights continue in 1998. On May 9, Classic Airways, Ltd. charters an L-101-50 TriStar from Investors Asset Holdings; the wide-body had previously been operated by Caledonian Airways, Ltd.
During the summer, arrangements are completed for the purchase of two of the last three BAe ATPs to be manufactured. The first is delivered in late September, with the second set to arrive at Southend Airport in mid-November.
On September 20, BWA suspends permission for Classic Airways, Ltd. operations on its AOC. The move forces Classic to ground its two TriStars, one of which is the subject of a maintenance dispute with Marshall Aerospace.
Following the September 25 fatal crash of a Pan Air Lines Aereas, S. A. BAe 146-100QC during a service from Malaga to Mellila on the North African coast, BWA is contracted to take over the route. As soon as the first of the new ATPs becomes available, it inaugurates four daily roundtrips.
The arrival of the second ATP on November 16 allows BWA to start an all-cargo service on behalf of DHL Worldwide Express. Nightly, the turboprop transports 6.5 tons of cargo from Palma to Barcelona and Madrid and back to Palma.
Passenger boardings total 211,000, while 112,000 FTKs are operated.
By the beginning of 1999, airline employment has been increased by 74.3% to 387.
Hurricane force winds in Shetland on February 3-4 again cause problems for the local air carrier, British Regional Airlines, Ltd. Unable to get its own aircraft to Sumburgh Airport on the first of the two storm days, BRA contracts with British World for the use of its ATR72-212, maintained at the Scottish point in connection with an oil industry contract. As the four-person crew taxies the turboprop on the morning of February 4, a gust of wind turns it to one side on its wing. The aircraft rights itself and is taken into shelter. The flight and all others for the day are cancelled.
Max Kingsley-Jones reports in the April 14 issue of Flight International that BWA will begin a fleet renewal program in midyear and will standardize on a fleet by 2002 with just 2 aircraft types—BAe ATPs and Boeing 737-300s. Having already sold 1 of its 4 remaining BAC 1-11500s, Managing Director Ian Vanderbeek reports that his concern now also flies 2 ATR72-212s and 4 ATPs.
One of the former in “British Airways Express” colors is dry-leased to CityFlyer Express, Ltd. at the beginning of the month, while two ATPs have simultaneously been wet-leased for two-and-a-half years to Jersey European Airways, Ltd. The ATPs allow JEA to increase capacity and frequencies on its Southampton to Guernsey route.
Toward the end of April, a third ATP is readied for departure on a six-month charter in New Zealand.
During late summer, a British Aerospace ATP is leased to CityJet, Ltd. for use on an express service between Belfast and East Midlands Airport.
A BAC 1-11-518FG is chartered to Air Nostrum, S. A. in October and, on behalf of Shell, BWA introduces daily ATP roundtrips in November between Aberdeen and the Shetland Islands.
Passenger boardings plunge 37% to 143,000 while freight soars 45.5% to 179,000 FTKs.
The workforce stands at 233 at the start of 2000, a decline of 39.8% over the past 12 months.
The carrier’s first leased B-737-340 is delivered in January; it will be employed for two months in crew training and route proving from London’s Gatwick Airport, to which the carrier has returned after a two-year absence.
Later in the month, a five-year contract is signed with the Integrated Aviation Consortium’s (representing BP Amoco, DNO Heather, Kerr McGee, and Shell) lead operator, Bristow Helicopters, Ltd., to operate three dedicated ATPs daily beginning in April, flying oil workers between Aberdeen and Scatsta. Also, in order to increase its ad-hoc charter presence in Germany, the company simultaneously stations six ATPs (later reduced to one) at Hanover. ATPs also undertake replacement services for Crossair, Ltd., Brymon Airways, Ltd., and Jersey European Airways, Ltd.
After training nine crews and completing a successful final route proving flight to Dublin on March 29, the premier B-737-340 enters service on April 2, operating replacement flights from London (LGW) to Hamburg, Hanover, and Dresden for Hapag-Lloyd Fluggesellschaft, mbH. A second B-737-353, previously operated by Debonair Airways, Ltd. , is delivered at the end of April. In May, it begins a six-month wet-lease to easyJet, Ltd.
Previously flown by Braathens, A. S., a B-737-305 leased on April 5 enters service at the beginning of July, flying Mediterranean tours on behalf of Independent Tour Operations Association member companies. Introduction of the Boeings allows removal of the last two BAC 1-11-500s.
During the first week of August, it is announced that Managing Director Ian Vanderbeek has resigned; he is succeeded by former Askern France, S. A. Chairman/Managing Director Christopher Bakhurst.
All three of the carrier’s BAC 1-11-500s are put up for sale in mid-October.
BRITT AIRWAYS: United States (1975-1991). When Allegheny Airlines, with which William C. “Bill” Britt’s Vercoa Air Service has been affiliated as an “Allegheny Commuter” partner for five years, changes its marketing plans and cuts back commuter operations in early 1975, Britt augments his contract by establishing his own independent passenger service, Britt Airlines, in February. Two more Beech 99s are placed into service from the Terre Haute, Indiana, base, joining a fleet which includes a Volpar Beech 18 and another Beech 99.
Enplanements for the year reach 117,779.
The four-plane carrier is divided into two operations in 1976; Britt Airlines continues to service the Allegheny Commuter contract while the new Britt Airways allows the former Vercos Air Service to grow and serve the key regions surrounding its hub, flying independently over routes not covered by the Allegheny contract. The new title allows the company to avoid legal complications, particularly as feeder flights are now also being flown on behalf of Ozark Air Lines.
Destinations visited include Decatur, Champaign, Fort Wayne, Danville, Lafayette, Indianapolis, and Chicago. In July, flights begin from Galesburg and Sterling to Chicago and to Indianapolis from Danville and Bloomington.
Passenger boardings accelerate 17% to 141,902 and a total of 1.8-million pounds of freight are hauled. Three more Beech 99s are acquired in 1977.
As is the case with many regional carriers, the signing of the Airline Deregulation Act in October 1978 is a catalyst for Britt expansion. As the major carriers abandon smaller, unprofitable segments in favor of long-haul routes, Britt, equipped with a 12 Beech 99s and the first of 4 ordered Swearingen Metro IIs, is able to come to the rescue and make the short hops profitable.
Immediately on the heels of the Federal legislation comes a strike by flight attendants of Ozark Air Lines in 1979 that allows the company to launch services to communities such as Peoria, Springfield, and Evansville.
In 1980, the fleet comprises 12 Beech 99s and 8 Fairchild Swearingen Metro IIs. Service is provided to five Midwestern states from hubs at Indianapolis, St. Louis, and Chicago. The first of three requested Fairchild Hiller FH-227s arrives in October.
On April 20, 1981, Britt severs all remaining relations with the “Allegheny Commuter” network and merges both of his divisions under the Britt Airways name. The founder and his staff then watch as their passenger, freight, and mail services blossom to additional markets.
New flights begin to Burlington and Quincy as 2 Fairchild Hiller FH-227s, formerly operated by Air New England, join the fleet, which now also includes 12 Beech 99s and 8 Metroliners.
Enplanements for the year total 319,677 and 52,530 FTKs are operated.
The carrier, with 900 employees, remains in family hands in 1982 and, in April, two former Allegheny Airlines Fairchild F-27As are acquired as capacity is increased on routes within Illinois. Customer bookings skyrocket 150.5% to 798,538 and in terms of passenger boardings, Britt now ranks as the second biggest (behind Empire Airlines) large regional.
Britt does not remain in second place among large regionals for long. In 1983, the Terre Haute, Indiana-based company’s enplanements accelerate 18.9% to 949,237, sufficient to give it the top spot in terms of passenger bookings. Part of the load is handled by two newly delivered FH-227s.
The fleet in 1984 includes 12 Beech 99s, 7 FH-227s, 7 Fairchild F-27A/Js, and 16 Metroliners.
Just after takeoff from Terre Haute on a January 30 training flight, a Swearingen Metro, with two crew and one passenger goes into a steep descent and crashes 6,300 ft. from the end of the runway; there are no survivors.
During early spring, two BAC 1-11-416s are acquired; the first is delivered via Keflavik and New York on June 23. Beginning in October, one of the British-made jetliners begins scheduled flights over the high-volume route from Chicago to Champaign, Evansville, and Cedar Rapids. The other, under an arrangement with Sterling Transportation, is employed to fly gamblers from the Windy City to Atlantic City.
The one million-mark in annual passenger bookings is passed for the first time as enplanements climb 26.9% to 1,204,775.
In 1985, the 950-employee company owns 2 BAC 1-11-416s, 7 Fokker Fairchild FH-227s, 7 Fokker F.27A/Js, 16 Fairchild-Swearingen Metroliners, and 12 Beech 99s.
Thrice-daily BAC 1-11-400 roundtrips to Walt Disney World are inaugurated during the first quarter from Chicago to Orlando. The jetliners join the company’s other units in visiting 27 cities in 8 states—Illinois, Indiana, Ohio, Iowa, Kentucky, Michigan, Missouri, and Tennessee.
On August 9, the company joins the “Piedmont Commuter” system in an extensive joint marketing program and begins to feed the major’s Dayton hub on November 1. Majority control of Britt is purchased by PEOPLExpress for $36.5 million on December 23; however, the regional will continue operations as a subsidiary.
Customer bookings for the year ascend 3.9% to 1,252,000, including
46,000 flown out of Dayton on behalf of Piedmont during the year’s last month. Profits of $1.6 million (operating) and $428,600 (net) are reported on revenues of $90 million.
Twenty new employees join the airline in 1986 and the fleet includes 12 Beech 99s, 19 Metroliners, 14 F-27A/Js and FH-227s, and 2 BAC 111-416s. All outstanding stock in the commuter is purchased by PEOPLExpress on February 26.
The Hoosier carrier suffers a major passenger traffic downturn as en-planements fall 21.1% to 985,000. With PEOPLExpress piling debts upon the carrier as it attempts to save itself, the large regional finds itself with negative fiscal figures. Revenues decline 9.6% to $35 million and expenses are so high that the operating profit is given as only $3,663. Net profit is just $5,882.
In February 1987, the doomed PEOPLExpress is purchased by Texas Air Corporation (TAC), parent of Continental Airlines and Eastern Air Lines, and together with TAC’s New York Air subsidiary, is integrated. Britt, which is acquired along with the national, becomes both a “Continental Express” partner operating to Houston (HOU) and an “Eastern Express” carrier flying into Chicago.
At this point, company founder Bill Britt retires and is succeeded as president by former Precision Airlines executive Norman McInnis. The new man oversees 700 employees and a fleet of 33 aircraft. In December, Britt begins flights between six cities feeding Continental’s new hub at Cleveland Hopkins Airport. Enplanements drop to 703,913.
Seeking smaller aircraft with which to operate its Continental’s Houston Proud Express shuttle service, Continental Airlines, on January 15, 1988, drops its contract for trans-Houston service with Conroe, Texas-based Emerald Airways and enters a new arrangement with Britt. Under its terms, company Fairchilds inaugurate Hobby Shuttle flights between the airport of that name and Houston (IAH).
During the year, the onetime independent’s “Eastern Express” slots at Chicago (ORD) are sold to American Airlines. When President McIn-nis becomes vive president/general manager of Britt Central in May, he is succeeded as president of the airline by former Bar Harbor Airlines official John Prendergast. Enplanements total 759,142.
The 530-employee large regional replaces its Chicago (ORD) hub in 1989 with one based at Cleveland Hopkins Airport. From that location and despite the grounding of its parent by a strike in March, Britt flies as “Continental Express,” with 2 new Avions de Transport Regional ATR42-300s and 15 Embraer EMB-120 Brasilias. Meanwhile, the carrier’s slots at Chicago (ORD) are sold on February 19 and flights from Continental Airline’s Houston hub continue with 3 ATR42-300s and 10 Brasilias; the new European turboprops are especially welcome on the half-hourly Hobby Shuttle. Passenger boardings fall 9.8% to 691,387.
On May 15, 1990, Britt is combined with Rocky Mountain Airways to form Jet Link. The following month, nonstop roundtrip service is introduced from Jackson, Mississippi, to Houston. Still, the two linked re-gionals fly their separate ways for one more year. On November 8, the crew of an ATR42-300 puts their aircraft down at Hawkins Field at Jackson, Mississippi, 7 miles from the intended destination of Thompson Field. Britt’s two-hub operation sees company enplanements skyrocket 92.2% to 1,328,072.
Britt and Rocky Mountain are absorbed by Continental Airlines in 1991, officially becoming Continental Express. The former Britt Airways is now CE’s eastern division.
BROCKWAY AIR: United States (1983-1989). On October 1, 1983, Pennsylvania-based Brockway Corporation, owners of the “Allegheny Commuter” operator Crown Airways, purchases Clinton Aero and its network of routes in central and upstate New York, Vermont, and New York City. The new acquisition is renamed Brockway Air and commences services on May 1, 1984 over its previous system.
During the summer, Air North, based in Burlington, Vermont, since its 1972 founding, is also purchased and its integration is completed by September 1. John Sullivan is named chairman/president of Brockway’s 303-employee airline division (with Clinton Aero founder Anthony von Elbe as vice president-general manager), which does not amalgamate Crown Airways, but does adopt a new logo and livery. Sullivan initially directs the Brockway Air (Vt.) Part 121 operation from Burlington and the Brockway Air (N. Y.) Part 125 component from Plattsburgh.
From hubs at Burlington, Boston, Albany, and Binghampton, the company dispatches its 8 Fokker F.27s, 6 Beech 1900s, and 2 Shorts 360s to 21 destinations in the northeast. These include Elmira, Massena, New York (LGA), Ogdensburg, Plattsburgh, Poughkeepsie, Saranac
Lake, Syracuse, Washington, D. C. (National), Waterford, White Plains, and Wilkes-Barre. Late in the year, Ithaca, Nantucket, Newark, Philadelphia, Rochester, and Scranton join the route network.
Enplanements for the large regional, including pre-merger figures, total 276,322.
In 1985, a 7th and 8th Beech 1900 are acquired; orders are outstanding for 3 more of the former plus 5 SAAB SF340As. A year of codesharing discussions begin with Piedmont Airlines in the spring.
Passenger boardings jump 19.1% to 329,058.
Airline employment in 1986 stands at 256 and the fleet includes 8 Beech 1900s and 5 F.27s. The company’s Clinton Aero and Air North divisions join the “Piedmont Commuter” network on March 15, becoming responsible for the major’s New England feed; the Crown Airways unit remains part of the “Allegheny Commuter” network. Late in the year, Piedmont Airlines begins construction of a new concourse for its affiliate, 10 gates, and a ramp at the onetime Empire Airlines hub at Syracuse.
Enplanements climb 30.4% to 429,173.
The first of 5 SF340As begin to arrive in May 1987 to replace the 5 Fokker Friendships. Ten Beech 1900s are also operated. In midyear, Toledo, Ohio-based Owens-Illinois begins a successful effort to purchase Brockway’s corporate parent.
Passenger boardings jump 25% to 534,368. Revenues rise 19.9% to $50.51 million.
The fleet in 1988 includes 6 SAAB 340As, 3 Shorts 330s, 4 Twin Otters, and 11 Beech 1900s. Orders remain outstanding for 4 more SAABs. Owens-Illinois wins control of the Brockway Corporation early in the year.
Customer bookings rise 4.9% to 906,030 and revenues climb 11.8% to $56.5 million.
On April 7, 1989, the Owens-Illinois subsidiary is purchased by Dallas (DFW)-based Metro Airlines for $14.2 million. The carrier is converted into a code-sharing partner of Trans World Airlines (TWA) and inaugurates “TWExpress” flights on July 1 to Washington, D. C., Philadelphia, New York, Boston, and other northeastern destinations.
World History
