British Midland International
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Founded | 1938 (as Air Schools Limited) | ||||||
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Commenced operations |
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Ceased operations | 27 October 2012 (merged into Parent company
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Headquarters | Donington Hall, Castle Donington, England, United Kingdom | ||||||
Key people |
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Notes | |||||||
Integrated into British Airways |
British Midland Airways Limited (trading at various times throughout its history as British Midland, bmi British Midland, bmi or British Midland International)
BMI was acquired from
British Midland Airways Limited held a Civil Aviation Authority (CAA) Type A Operating Licence, permitting it to carry passengers, cargo and mail on aircraft with 20 or more seats.[4]
History
Origins
The airline dates back to 1938, when Captain Roy Harben established Air Schools Limited as a school for training pilots of the Royal Air Force Volunteer Reserve. Captain Harben had been approached by the Derby Corporation to run a new aerodrome under construction near Burnaston, which was planned to eventually become an airport. Sir Kingsley Wood, the Secretary of State for Air, officially opened the aerodrome as Derby Municipal Airport on 17 June 1939. Military flying training continued at the airport throughout the war.[5]
Air Schools Limited formed a parent company, Derby Aviation Limited, in 1946, and Harben died the following year of a heart attack. His wife remained the controlling shareholder of the business and asked E. W. Phillips, who had been involved in running the flying school with Captain Harben, to become the new managing director. The new parent company also incorporated Wolverhampton Aviation, based at
In 1953, Derby Aviation ceased flying training, following the award of a licence to operate scheduled flights from Burnaston and Wolverhampton to
International services to Ostend commenced in 1956, and flights carrying holidaymakers from the UK to mainland Europe began as well. The company was also contracted by Rolls-Royce to transport aero engines to customers all over the world. In 1959, Derby Aviation formed Derby Airways as its airline business and introduced a new livery incorporating the new airline's name. Domestic scheduled flights within the United Kingdom began the same year.[5]
British Midland Airways
1960s and 70s
On 1 October 1964, after buying the Manchester Airport-based scheduled and charter airline Mercury Airlines,[7] the company changed its name to British Midland Airways (BMA) and moved operations from Burnaston to the recently opened East Midlands Airport. The corporate colours of blue and white were adopted at that time, along with the first turboprop aircraft, a Handley Page Dart Herald.
Minster Assets, a London-based investment and banking group, acquired the airline in 1968, and in 1969 promoted former Mercury
In 1970, BMA entered the
Following his appointment as managing director in 1972, Bishop withdrew the One-Elevens from service, two of which were swapped for three Handley Page Dart Heralds while the third was subsequently leased to Court Line. As the early-model, high-time second-hand 707s commanded a low resale value, the airline decided to keep these aircraft and lease them out to other airlines on a wet lease basis, beginning in November 1972 with a £3.3 million, two-year contract to operate Sudan Airways' Blue Nile service between Khartoum and London. The decision to pull out of both the IT and "affinity group" markets was taken to reverse heavy losses BMA had incurred on these charter operations due to its lack of scale and lack of vertical integration with a tour operator, which put it at a commercial disadvantage vis-à-vis the competition, as well as uneconomical charter rates as a result of overcapacity. This resulted in BMA concentrating on regional, short-haul scheduled services and ad hoc charters using turboprops such as the Herald and Viscount as these were more economical than contemporary jets on short, thin routes. The success of the airline's wet lease operation resulted in an increase in the number of Boeing 707s allocated to this activity, including the addition of several later model 707-320B and -320C aircraft from 1976. All of these were leased to other operators, with none operating for BMA on scheduled or charter services until 1981.[8]
On 1 November 1974, BMA began operating between
In January 1975, an agreement was reached for BMA to provide two
On 1 September 1976, jets began gradually replacing the turboprop fleet on most of BMA's domestic and European services, when the airline's first
In 1978, Minster Assets sought to sell the company. With the help of a Californian entrepreneur, Robert F. Beauchamp, Bishop raised £2.5 million to lead the
1980s and 90s
On 31 March 1980, British Midland replaced British Airways on the Leeds Bradford to London Heathrow route, initially operating with their remaining Viscount 800 aircraft. Within a year or two these were replaced by the DC9 15, and following the extension of the runway at Leeds Bradford, the DC9 32 became the standard equipment on the route supplemented by the 15 series and at weekends the occasional Viscount, Fokker F27 or BAE ATP turbo prop. In 1986 however, British Midland leased a BAC1-11 400 (G-WLAD) from Airways International Cymru, and this aircraft was mainly used on the Heathrow route in lieu of the usual DC9s which returned in 1987. In the following years, British Midland increased its operations from Leeds Bradford, and introduced other routes including Glasgow, Paris CDG and Brussels. When the DC9s were phased out, the Boeing 737 200 became a regular on the Heathrow route, and later the 737 300, 400, and 500 were all operated prior to the arrival of the newly acquired Fokker 100, which again was supplemented on quieter rotations by the smaller Fokker 70. Eventually the Airbus A319 became the standard equipment to Heathrow, but busier rotations saw the larger A320 and occasional A321 too. At its peak, British Midland operated up to 6 flights each way to and from Heathrow from Leeds Bradford, the final late-evening flight being operated on a smaller Embraer 145 Regional Jet. In 2009 the airline dropped the route, which they had operated unbroken for 29 years.[citation needed]
In 1981, the CAA turned down BMA's application to fly between Heathrow, Glasgow and
Also in 1982, BMA, together with
In October 1984, the Boeing 707 fleet was withdrawn, having been used extensively on lease operations for other airlines across the world.[5]
In 1985, a new aircraft livery featuring a dark blue upper half and tail, with a light grey lower half separated by a thin, white stripe, was introduced. At this time, BMA was branded simply British Midland, and a new logo featuring a stylised red BM crowned with a white diamond shape appeared on aircraft tailfins.[5] This livery subsequently featured a darker blue upper half and tail, with a deep grey lower half separated by two thin stripes, very dark blue at the top and red at the bottom. However, the logo on the aircraft's fins remained unchanged.[18]
The conclusion of the first fully liberalised
The Diamond Club
The company slogan was Better for Business (2009–2010).In March 1987, Airlines of Britain Holdings (ABH) was formed to act as a holding company for British Midland Airways and British Midland Aviation Services.[5]
British Midland operated its final Viscount flight on 20 February 1988, 21 years after the airline had first operated the type.[5] That year, British Midland also became the first to operate the British Aerospace (BAe) ATP for which it had been the launch customer. The BAe ATP was the airline's last turboprop type.
In 1992, British Midland became the first airline to offer a vegetarian choice of in-flight meals on UK domestic flights and one of the first in Europe to do so on domestic services. The following year, the airline introduced Diamond EuroClass on its European routes, the first time it had offered a separate cabin for business travellers. Initially, Diamond EuroClass was competitively priced, with the highest fares being the same as rivals' published economy class fares.[22]
On 30 September 1996, British Midland began offering Diamond EuroClass on all its domestic routes, becoming the second airline in the UK after Jersey European Airways (which had pioneered business class on UK domestic routes in 1993) to offer a separate cabin for business travellers on domestic routes and the first to do so on domestic trunk routes from Heathrow.[22]
ABH became British Midland Plc in 1997, when it was de-merged as part of major corporate restructuring.
BMI
Following research that had established that people in the UK tended to confuse British Midland with the
The airline carried 7.5 million passengers during 2002.[30] By 2005, the total had risen to 10.1 million, the third highest of any UK airline.[31] In early 2006, the Association of European Airlines (AEA)[32] reported a drop in passengers carried and load factor for BMI mainline and regional services (excluding Bmibaby) whilst reporting increased loads for other AEA members over the same period.
BMI operated a service to
In February 2007, BMI bought British Mediterranean Airways (BMED),[34] a British Airways franchise partner, and as a result gained access to new markets in Africa, the Middle East and Central Asia that were served by that carrier. As a condition of the sale, BMI sold BMED's Heathrow slots to British Airways for £30 million.[35] BMED was fully integrated into BMI on 28 October 2007.[36]
The decision by the European Commission (EC) in 2008 to accord secondary slot trading by European airlines – the practice of buying and selling take-off and landing slots at congested airports – legal recognition resulted in BMI valuing its Heathrow slot holding at £770 million. Its first-time inclusion in BMI's 2007 annual report also resulted in a huge boost to the airline's net asset value, which stood at only £12 million the year before. It can therefore be argued that the EC's decision to legalise this practice made BMI an attractive takeover target for other Heathrow-based airlines and helped it avert bankruptcy.[37]
In November 2009, following the complete takeover of BMI by Lufthansa, the airline announced a restructuring of its mainline and regional operations in an effort to suspend loss-making routes and adjust capacity. The measures included a fleet reduction of nine aircraft from the mainline fleet (two of which were operated by BMI Regional) and the suspension of routes from London Heathrow to Amsterdam, Brussels, Tel Aviv, Kyiv and Aleppo in 2010. Seasonal routes from London Heathrow to Palma and Venice were also discontinued.[38] It was said that the restructuring could result in the loss of around 600 jobs – around 13% of the airline's workforce.[39]
On 12 January 2010, BMI announced that the number of daily flights between Dublin and London Heathrow would be reduced from 28 March from six to four due to the economic climate, which depressed consumer demand. This resulted in the closure of the Dublin base, which consisted of one plane and 33 cabin crew.[40]
In April 2010, the airline announced it would begin using the British Midland International name, whilst retaining the BMI logo and continuing to be known by those initials in the domestic market.[1] The decision to revert to the old British Midland name and to spell out for the first time what the I in BMI was supposed to stand for was taken in response to research showing that for passengers based in the Middle East, who accounted for a significant number of the airline's premium bookings, BMI did not mean anything, and that these people preferred a name with the word "British" in it.[25]
Following increasing heavy losses that exceeded £100 million per year by 2012, BMI decided to no longer offer business class on domestic flights and introduce a number of new, longer range international scheduled services from Heathrow to ensure the most profitable use of its highly prized (and sought-after) slots at the severely capacity-constrained airport. This entailed aircraft downsizing (replacing
BMI's last-ever commercial flight using a "BD"-prefixed flight number touched down at London Heathrow on 27 October 2012. It was operated by Airbus A321-231 G-MEDF.[42]
In September 2023, the company re-appeared on social media, on platforms Instagram and X (formerly Twitter) with the statement: "We're preparing to usher in a new era for the iconic bmi British Midland brand. We're building on 85 years of iconic British history, and we cannot wait to welcome you on board. For media enquiries, please contact us at [email protected]".[43][44] As the company is using a new web domain and new social media handles, the future identity of British Midland is unknown, and whether or not the "jet" phrase will be incorporated.[citation needed]
Corporate affairs
Overview
The airline had its head office at Donington Hall in Castle Donington in North West Leicestershire, near Derby.[45] The airline's head office was previously at 78 Buckingham Gate in the City of Westminster, London (until 1982).[5] In 2011, BMI employed 527 staff at Donington Hall.[46] In 2012, International Airlines Group announced that it may lay off up to 1,200 BMI employees, with proposed layoffs mainly from the head office.[47]
BMI also operated a flight training centre in the Stockley Close Industrial Estate in West Drayton, London Borough of Hillingdon, near London Heathrow Airport. The centre opened in 1999 and BMI had a 50-year lease on the property running from 25 March 1999 to 24 March 2049.[48]
Ownership
In 1999, SAS sold half of its 40% stake in British Midland to Lufthansa, which was seeking a stronger position at London Heathrow, following which British Midland joined Star Alliance. At the time, British Midland chairman Sir Michael Bishop owned a 50% share of the company. Between 1999 and 2004, Lufthansa sought to sell some or all of its share in the airline.
The two airlines combined would have had 17% of Heathrow slots against British Airways' 43%. Worried about the increased competition it would face if such a merger went ahead, British Airways considered the takeover of either BMI or Virgin Atlantic to stop the merger. British Airways concluded it would be easier to take over the financially weaker and less high-profile BMI. However, in 2004 talks of any merger of the three airlines ended. In late 2006, the airline again dismissed renewed speculation that Virgin Atlantic was preparing to make a bid to acquire full control of BMI, despite Sir Richard Branson repeating in a radio interview that such a merger would be a logical business move.[50]
In June 2007, SAS announced that it would sell its 20% stake to improve its own group profits. The airline commented that it was in early discussions with Lufthansa as a potential buyer.[51] In October 2008 Lufthansa announced it would be taking over BMI by purchasing the 50% shareholding of Sir Michael Bishop to consolidate with the 30% share it already owned.[52]
The European antitrust body approved the takeover on 14 May 2009, allowing Lufthansa to become the majority stakeholder. Due to landing rights issues, the stake would be tentatively held by a Lufthansa-controlled but British-based company, LHBD Holding. Once new bilateral agreements were in place, Lufthansa would take direct control.[53] In June 2009 it was announced that Lufthansa would buy the remaining stake in the airline from Bishop for less than originally agreed upon.
Sale to International Airlines Group
Lufthansa announced in September 2011 that it planned to sell BMI following continued losses.[54] Virgin Atlantic were mooted to be considering an offer;[55] but in early November British Airways' parent company, International Airlines Group, announced an agreement in principle to purchase the airline.[56] Virgin Atlantic confirmed on 12 December 2011 that it had also made an offer for BMI and signed an agreement in late November to allow them to conduct due diligence on the airline. The bid amount of around £50 million was half that offered by IAG; Virgin hoped that a quick sale due to fewer potential regulatory issues would convince Lufthansa to sell to Virgin.[57]
On 22 December 2011, IAG confirmed it had entered a contract to buy BMI from Lufthansa for £172.5 million. This would increase IAG's share of take-off and landing slots at Heathrow from 45% to 53%.[58] Branson pledged to fight the deal, urging European competition authorities to intervene.[59] The deal included the option for Lufthansa to sell BMI Regional and Bmibaby separately, as they are not required by IAG; the deal price would be lowered should Bmibaby not be sold in time. Under the agreed contract, Lufthansa would continue to be responsible for the BMI pension scheme after the sale was completed, although following rejection by the pension regulator, it is now to enter the Pension Protection Fund.[60]
On 30 March 2012, the sale of BMI was approved, conditional on giving up control of 14 daily slots at London Heathrow. Twelve of these were required to change hands completely while the remaining two could continue be part of the airline's slot portfolio but needed to be leased out. The twelve slots eventually went to Virgin Atlantic,[61] who subsequently used them to set up its UK domestic operation operating out of BMI's old domestic base at Heathrow Terminal 1. BMI's ownership transferred to IAG at 23:59 on 19 April 2012.[62] The airline left Star Alliance, but membership benefits for both Star Alliance and BMI's Diamond Club continued until 31 May 2012.[2]
The Diamond Club FFP continues for members with a BMI credit card, who earn points from their spend which can be converted to Avios, the currency of BA's FFP, Executive Club, on a 1:1 ratio. All other members were required to transfer to British Airways' Executive Club FFP.[63]
British Midland Airways Limited continues to exist as a company, registered at British Airways' head office at Waterside in Harmondsworth, as of August 2017.[64]
Subsidiaries
In 2002, BMI set up a low-cost subsidiary, Bmibaby, using Boeing 737s which were displaced after BMI's fleet renewal programme favoured an all-Airbus fleet. Bmibaby flew routes between major and secondary airports around Europe from its bases at East Midlands Airport, Manchester Airport and Birmingham Airport until it was closed down by IAG in September 2012.[65]
The airline also operated a regional subsidiary named
Business trends
The key trends for BMI over its later years are shown below (figures as at year ending 31 December, and include Bmibaby):[67] Financial data was reported in
2005 | 2006 | 2007 | 2008 | 2009 | 2010 | ||
---|---|---|---|---|---|---|---|
Turnover | (£m) | 869 | 905 | 1,023 | 1,046 | ↓ | |
(€m) | 541 | 896 | |||||
Pre-tax profits | (£m) | 10.0 | 29.7 | 15.5 | −155.6 | ↓ | |
(€m) | −44 | −117 | |||||
Number of employees | 4,346 | 3,613 | |||||
Number of passengers (m) | 10.5 | 10.5 | 10.6 | 10.0 | n/a | 6.2 | |
Passenger load factor (%) | not available | ||||||
Number of aircraft (at year end) | 67 | 59 |
Destinations
By October 2012, BMI had codeshare agreements with the following airlines:[69]
Fleet
Final fleet
Following the sale of BMI to IAG, the airline's fleet began to be transferred to British Airways. All aircraft were transferred and repainted in the BA livery, excluding its three Airbus A330s which were returned to the lessors. At its peak prior to the commencement of licensing transfers, the fleet consisted of the following aircraft registered with the Civil Aviation Authority:[71]
Aircraft | In service |
Orders | Passengers | Notes | ||
---|---|---|---|---|---|---|
C | Y | Total | ||||
Airbus A319-100
|
11 | — | — | 138 | 138 | |
— | 144 | 144 | ||||
Airbus A320-200
|
7 | — | 22 | 102 | 124 | |
20 | 108 | 128 | ||||
— | 162 | 162 | ||||
Airbus A321-200
|
7 | — | 31 | 118 | 149 | |
Airbus A330-200
|
3 | — | 42 | 156 | 198 | |
36 | 196 | 232 | ||||
Total | 28 | — |
Former fleet
BMI formerly operated the following:[72][73][74]
Aircraft | Total | Introduced | Retired | Notes |
---|---|---|---|---|
ATR 42-300
|
1 | 2004 | 2004 | Leased from Air Atlantique |
Airspeed Consul | 1 | 1958 | 1963 | |
Auster Autocrat | 2 | 1946 | 1966 | |
Avro Anson[75] | 3 | 1955 | 1965 | |
BAC One-Eleven Series 300AX | 1 | 1984 | 1990 | |
BAC One-Eleven Series 500FJ | 3 | 1970 | 1974 | |
British Aerospace ATP | 3 | 1988 | 1993 | |
British Aerospace 146-200
|
6 | 1994 | 2003 | |
British Aerospace Jetstream 41 | 1 | 1996 | Leased from Manx Airlines | |
Beechcraft Baron | 2 | 1981 | 2012 | |
Boeing 707-320
|
9 | 1970 | 1978 | |
Boeing 707-320C
|
4 | 1978 | 1986 | |
Boeing 737-200
|
3 | 1986 | 1988 | |
Boeing 737-300
|
13 | 1987 | 2003 | |
Boeing 737-400
|
8 | 1988 | One written off as Flight 92 | |
Boeing 737-500
|
13 | 1993 | ||
Boeing 757-200
|
1 | 2005 | 2005 | Leased form Loftleidir Icelandic
|
3 | 2008 | 2011 | Leased from Astraeus Airlines | |
Boeing 767-300ER
|
1 | 2007 | 2007 | Leased from Arkefly
|
Canadair North Star | 5 | 1961 | 1967 | |
de Havilland DH.89 Dragon Rapide
|
7 | 1948 | 1957 | |
de Havilland DH.104 Dove
|
1 | 1961 | 1962 | |
de Havilland Canada Dash 7 | 3 | 1990 | 1993 | |
Douglas C-47 Skytrain | 8 | 1958 | 1969 | |
Douglas C-54 Skymaster | 1 | 1969 | 1969 | Leased from Invicta International Airlines |
McDonnell Douglas DC-9-14
|
4 | 1983 | 1995 | |
McDonnell Douglas DC-9-15
|
5 | 1978 | ||
McDonnell Douglas DC-9-32
|
9 | 1984 | 1996 | |
Embraer ERJ-145
|
8 | 1999 | 2001 | |
Fokker F27 Friendship | 17 | 1980 | 1990 | |
Fokker 70 | 3 | 1995 | 2002 | Transferred to KLM Cityhopper |
Fokker 100 | 6 | 1994 | 2005 | |
Handley Page Dart Herald | 6 | 1965 | 1977 | |
Miles M.17 Monarch
|
2 | 1946 | 1953 | |
Miles M.57 Aerovan
|
1 | 1948 | 1951 | |
Miles M.60 Marathon
|
4 | 1955 | 1961 | One used for spare parts only |
Miles M.65 Gemini
|
1 | 1960 | 1961 | |
Saab 340 | 2 | 1994 | 1994 | Leased from Skyways and Swedair
|
4 | 1995 | 1998 | Operated by Business Air | |
Shorts 330
|
1 | 1981 | 1984 | |
Shorts 360
|
5 | 1983 | 1989 | |
Vickers Viscount 700 | 6 | 1969 | 1977 | |
Vickers Viscount 800 | 22 | 1967 | 1988 |
Services
In-flight service
On flights from London Heathrow within the UK and to Ireland, economy class passengers had a selection of food items available for purchase; flexible economy class passengers were offered complimentary snacks and drinks. On European flights and services to
Frequent flyer programme
Diamond Club was the frequent-flyer programme of BMI, with three membership levels: Blue, Silver and Gold.[76]
On sale to IAG, and being integrated into British Airways, Diamond Club members were offered a status match - BMI Gold to BA Gold, BMI Silver to BA Silver and BMI Blue to BA Blue (BA's base level). At the time of transfer, BA did not offer a lifetime status, so members who held BMI Lifetime Gold having qualified for 10 years in succession were only matched to BA Gold and were required to re-qualify every year to maintain that status level.
Incidents and accidents
- On 7 October 1961, Derby Aviation Douglas C-47B Dakota G-AMSW crashed into Mont Canigou in the French Pyrenees whilst operating a charter flight from Gatwick to Perpignan. All 34 passengers and crew were killed.
- The Stockport Air Disaster: a Canadair C-4 aircraft owned by British Midland Airways (registration G-ALHG) operating a holiday charter flight crashed near the centre of Stockport, Greater Manchester, on 4 June 1967. This accident, the deadliest in the airline's history, killed 72 of the 84 on board and seriously injured the 12 survivors; it also resulted in withdrawal of the type from the airline's fleet.
- On 20 February 1969, a Vickers Viscount (registration G-AODG) was damaged beyond economic repair when it landed short of the runway at East Midlands Airport. There were no casualties.[77]
- On 20 March 1969, a Vickers Viscount (registration G-AVJA) crashed on takeoff at Ringway Airport, Manchester. Three of the four crew members on board were killed.[78]
- On 22 January 1970, a Vickers Viscount (registration G-AWXI) was damaged beyond economic repair at London Heathrow Airport when an engine caught fire on takeoff. A successful emergency landing was made at Heathrow.[79]
- On 18 January 1987, a Fokker F27 Friendship (registration G-BMAU) on a training flight crashed on approach to East Midlands Airport due to wing and tail surface icing. There were no fatalities.[80]
- The Kegworth air disaster: on 8 January 1989, British Midland flight BD 092, a recently delivered Boeing 737-400 (registration G-OBME), crashed onto the embankment of the M1 motorway just short of the runway of East Midlands Airport, Leicestershire. Forty-seven of the 118 passengers lost their lives.
- On 24 August 2010, an Airbus A321-231 (registration G-MEDJElectronic Centralised Aircraft Monitoring system (ECAM) and that such an event may lead to an uncommanded input of rudder trim.[83]
See also
- Air transport in the United Kingdom
- List of airports in the United Kingdom
- Transport in the United Kingdom
- List of defunct airlines of the United Kingdom
References
Citations
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- ^ "Lufthansa and IAG reach agreement in principle on the sale of British Midland Ltd" (Press release). Deutsche Lufthansa AG. 4 November 2011. Archived from the original on 7 December 2011. Retrieved 4 November 2011.
- ^ "Virgin and BA owner IAG fight to buy BMI from Lufthansa". BBC News Online. 12 December 2011.
- ^ Dan Milmo (22 December 2011). "BA owner IAG beats Virgin to buy bmi". The Guardian. London. Retrieved 1 January 2012.
- ^ Alistair Osborne and Amy Wilson (22 December 2011). "British Airways owner IAG seals deal to buy BMI for £172.5m". The Telegraph. London. Retrieved 1 January 2012.
- ^ "Binding Agreement for bmi purchase". International Airlines Group. 22 December 2011. Retrieved 1 January 2012.
- ^ Siebert, Lucy. "Virgin Atlantic wins 12 Heathrow remedy slots". TTG Digital. Archived from the original on 20 November 2012. Retrieved 19 November 2012.
- ^ Douglas Fraser (30 March 2012). "Is British Airways giving up enough to buy BMI?". BBC News Online. Retrieved 3 April 2012.
- ^ "A warm welcome to bmi Diamond Club members". British Airways. 28 September 2012. Retrieved 1 October 2012.
- ^ "British Midland Airways Limited". Companies House. Retrieved 15 August 2017.
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- ^ "Key Facts". BMI. Archived from the original on 5 December 2011. Retrieved 11 December 2011.
- ^ "Annual Report 2010" (PDF). Lufthansa. Archived from the original (PDF) on 25 November 2011. Retrieved 11 December 2011.
- ^ "Flights With Other Airlines (Codeshare Flights)". British Midland Airways Ltd. Archived from the original on 19 October 2012. Retrieved 11 October 2012.
- ^ JL (4 April 2012). "British Airways / bmi to Launch Codeshare Service". Airline Route. Retrieved 16 July 2012.
- ^ "G-INFO UK Register Database". Civil Aviation Authority. 31 December 2011. Archived from the original on 15 March 2012. Retrieved 12 July 2009.
- ^ "British Midland Fleet Details and History". www.planespotters.net. Retrieved 20 April 2021.
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- ^ "Derby Airways / bmi fleet". aerobernie.bplaced.net. Retrieved 20 February 2021.
- ^ "G-AIPA, G-AMDA, G-AGWE – Registration History". CAA G-INFO. Retrieved 1 March 2024.
- ^ "Diamond Club membership benefits". British Midland International. Archived from the original on 4 January 2012. Retrieved 1 January 2012.
- ^ "Accident description". Aviation Safety Network. Retrieved 7 October 2009.
- ^ "Accident description". Aviation Safety Network. Retrieved 3 September 2009.
- ^ "Accident description". Aviation Safety Network. Retrieved 5 September 2009.
- ^ "ASN Aircraft accident Fokker F-27 Friendship 200 G-BMAU East Midlands Airport (EMA)". Aviation-safety.net. Retrieved 4 December 2017.
- ^ "GINFO Registration History". Civil Aviation Authority. Retrieved 10 March 2011.
- ^ "Flight Augmentation Computer (FAC)". Jane's. Retrieved 16 July 2012.
- ^ "AAIB Special Bulletin: S2/2010" (PDF). Air Accidents Investigations Branch (AAIB). Retrieved 10 March 2011.
Bibliography
- Olsen, Penny (2008), BMI: The Story, Chesterton, Cambridge: Granta Editions, ISBN 978-1-85757-098-4
- Woodley, Charles (2022). British Midland Airways. Airlines Series, Vol. 3. Stamford, Lincs, UK: Key Publishing. ISBN 9781802820362.
External links
Media related to Bmi at Wikimedia Commons
- British Midland International at the Wayback Machine (archive index)
- British Midland at the Wayback Machine (archive index)
- BMI transfer information – British Airways