European Aviation Air Charter (EAA) is one of the UK's youngest airlines, but it already employs more than 200 people and boasts a fleet of 15 100-seat aircraft. It has established European Joint Aviation Requirements (JAR)-145 approval for its maintenance operation, and, more recently, a pilot-training centre at its Bournemouth base.
The airline's pedigree originated in May 1993, with the acquisition by its parent, European Aviation, of 16 retired BAC One-Eleven Series 510s from British Airways. Based in the UK's West Midlands, European Aviation was formed in 1989 by Australian entrepreneur Paul Stoddart, with an initial portfolio of ex-Royal Australian Air Force VIP aircraft and spares, including two One-Elevens.
Spares inventory
The BA deal, which included its entire One-Eleven spares inventory, took place long before the airline division had been created, and the initial intention was to remarket the aircraft. By the end of 1993, with no deals to sell the aircraft concluded, European decided to utilise the One-Elevens itself. It was at this point that Terry Fox, now EAA's commercial director, was recruited by Stoddart to oversee the setting up of an airline division. Fox brought much airline expertise, having been with Brymon Airways during its early days. "European Aviation was awarded its AOC [air operators certificate] by the UK CAA on 16 February, 1994," recalls Fox, "and we flew our first service, from Bristol to Lyon, the same day."
The company flew that first season with around five aircraft, and quickly established itself in the UK charter market. Regular and ad hoc charters were flown throughout Europe for tour operators, and it provided aircraft for corporate organisations on ACMI (aircraft, crew, maintenance, insurance) work. At the time, EAA general manager Willie O'Neill, now managing director, explains the rationale behind European's success: "Most UK airlines have got out of the 100-seat charter market," he says, "creating a niche which we are exploiting with the One-Eleven."
During its second year, EAA took over a 5ha (12acre) site, including four hangars, at Bournemouth-Hurn Airport. This new base enabled its sister division, European Aviation Maintenance, to be expanded.
Expansion of the airline's operations has continued as its parent has acquired more One-Elevens. For its 1997 summer season, European will fly 15 aircraft and is anticipating a 10% growth in flying hours. The fleet includes aircraft fitted out with airline-style 104-seat interiors and 50- and 70-seat executive arrangements.
"This summer, aircraft will be deployed on sub-lease work, operating for Air UK, Jersey European Airways, Ryanair, Sabena and possibly some French carriers," says Fox. "Two One-Elevens are on dry-lease to AB Airlines, with a third flying with Maersk Air. Additionally, tour-operator contracts will see charters flown to Europe from Bournemouth, Gatwick and Manchester," he adds.
The One-Elevens must be either Stage 3 hushkitted or retired by 2002. Before that, EAA must also comply with the European Stage 2 (Chapter 2) phase-out legislation which will begin to affect its fleet-size from next year. The company is funding the development of a Stage 3/Chapter 3 hushkit, with engineering work being undertaken by Quiet Nacelle of the USA (Flight International, 26 March-1 April, P16). If test results are favourable, flight-testing of production hardware should begin during the third quarter of 1998, with certification following at the end of that year.
The group suffered a loss in late 1996, when its Bell Jet Ranger crashed, killing three employees ,including engineering director Paul Taylor. The loss of Taylor, who was an experienced and highly respected engineer, left a void in the engineering division which the company has yet to fill.
The group is now in the throes of creating a training centre at its Bournemouth base, having acquired the One-Eleven 510 simulator from BA, and added two others, a Boeing 727 and a Lockheed L-1011 TriStar. Initially, the company trained its own crews, but it is now looking at third-party training.
Mix of specifications
With the One-Eleven fleet acquired from various sources, the airline is still attempting to resolve fully the mix of specifications. The ex-BA One-Elevens are equipped with Smiths Industries avionics, while all other examples feature Rockwell-Collins systems. As a long-term solution, European has considered standardising on the Collins fit, but this will require re-wiring of the Smiths-equipped 510s. Work is under way to upgrade one 510.
The refit may be taken a step further, with the primary instruments replaced by an electronic display. "We will make the investment only if the Stage 3 hushkit is viable," says Fox.
In the longer term, should the hushkit not prove feasible, Fox sees a clear need "-to finalise a path to a Stage 3 type within two years", to enable the new aircraft to be in service, alongside the One-Elevens, by 1999.
The carrier has already flirted with other types, having acquired a single 727-100 in 1995, but this aircraft was never operated and has now been sold. Fox says that aircraft such as the 727 are not now seen as the route which the airline wants to take. He says: "We have decided that we need to focus on a modern-generation, 'pure Stage 3' aircraft if we are to move away from the One-Eleven."
Source: Flight International
