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East Midlands Airport History |
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| Castle Donington was
destined to become the satellite airfield for Wymeswold, opening as such on 1
January 1943. Accordingly part of 28 operational training unit was transferred to the new station, using its Wellingtons for the urgent task of aircrew training. A few Lysanders and Martinets were also on strength for target towing purposes, later replaced by Hurricanes. The first crews passed out in June 1943, making sorties over enemy territory at the end of the training courses prior to joining front line squadrons. In October 1944, the unit was disbanded, but Castle Doningtonthen became host to 108 operational training, sharing its Dakotas with the parent airfield at Wymeswold. The output target was 24 crews every three weeks from courses of 12 week durations, resulting in a considerable build up of flying hours at the bases. With the war in Europe over, the unit was renumbered 1382 Transport Conversion unit on 10 August 1945 but retaining the same aircraft. By this time, Transport Command was busy ferrying supplies and personnel to and from the far and middle east areas, a task in which Castle Donington's Dakotas also became involved. However, by September 1946, the much reduced air crew requirement meant that the airfield was no longer needed and therefore it was closed down. In the 1950's it was realised that the existing airport at Burnaston had limited development potential. Serious thought was given to finding a successor, the eventual choice being the long-abandoned Castle Donington. Although employing the old site, very little proved of use during the conversion. Even the original main runway had to be relaid, as did the various taxiways and most of the internal roads. When it was opened in April 1965, East Midlands became the first new municipal airport to have been constructed in Britain since the war. Soon afterwards British Midland opened its operating base to become the first resident airline. The airport was also chosen as the base of the Argosy and Merchantman-equipped airline Air Bridge Carriers, while in 1980 the newly formed inclusive tour carrier Orion Airways began its comercial career. Scheduled services were also introduced by Alidair, a company which began charter operations from East Midlands in 1972, later trading as Inter City airlines until its demise in August 1983. While British Midland still provides schedules from the airport, other companies have joined it from time to time through the years. Netherlines introuced an Amsterdam sector, while Air Ecosse was successful in acquiring the Scottish licences previously held by Inter City. However, it was not long before difficulties led to these domestic routes being flown by Peregrine Air Services on behalf of the holder. Eventually the latter carrier, under its new name of Aberdeen Airways, was awarded the licences in its own right. After several years absence a Dublin route was reinstated in the mid-1980's, this time using the Short SD3-60s of Aer Lingus. In due course this type was replaced by the Saab SF340, but during 1995 another change found the Fokker 50 on the sector. At the end of the same year the latest scheduled carrier began operations at East Midlands. The newcomer was Community Express, which offered three daily return flights to Gatwick via Birmingham, together with a similar number of sorties to Belfast City, both services flown by Short SD3-60s. The Irish schedule filled the void left when the previous operator, Genesis Airways, ceased trading earlier in the year. Although starting life exclusively as a charter airline, in 1986 Orion successfully gained permission to fly schedules from East Midlands to Palma and Malaga, both destinations already frequently visited during the course of its inclusive tour work. The airline had quickly won a reputation for its quality of service, so when the news was released that Orion was to be integrated into Britannia during 1989, it came as a surprise to the industry and public alike. It was not long beforethe familiar livery and titles disappeared from aircraft and buildings at East Midlands because the new owner understandably intended to concentrate its activities at its Luton base. Naturally the scheduled licences were transferred to Britannia without interruption, but at the end of the 1990 summer season the airline decided to withdraw from this market in favour of its charter work. In the meantime the previous management of Orion had formed TEA UK with its base at Birmingham, but although successful, due to the failure of its parent company in Belgium, the airline ceased trading. In 1992 the same team formed Excalibur Airways which introduced the Airbus 320 to inclusive tour work, a role for which it subsequently proved to be well suited. Nevertheless, despite the carrier's headquarters being at East Midlands, it was not until 1995 that one of the fleet was based at the airport. Later that year it was announced that the Scottish tour operator Globespan had bought the company since it needed extra capacity for its long-haul inclusive tours. Excalibur had already announced that it would be operating two DC-10-30s in 1996, with the original four A320s exchanged for others of the breed or their equivalent, the state of the leisure market influencing the decision. Field aircraft has also been a resident of East Midlands for many years. Nowadays the company is responsible for the installation of flightdeck instrumentation, avionics, wiring, passenger cabin interiors and final painting as required by the contracted customer. Most of the Jetstream 31s built passed through the plant, having been ferried from Prestwick in a basic state. After some 20 days, the aircraft were flown back to the manufacturer in readiness for delivery. Refurbishment and painting of BAe 146s returning after lease is another activity which has been carried out by the company through the years. From the time that its operational life began, the airport has developed into an important centre, serving not only neighbouring Derby and Nottingham, but also many other towns thanks to its very convenient position just off the M1. Recognising the potential, the authorities commenced a major expansion programme in 1981 to give additional cargo facilities, together with a large apron extension. Once completed, attention was turned to the passenger terminal with the result that a much improved building became available to handle the growing traffic. A western taxiway was also laid to eliminate the need for back-tracking along the runway. Other changes were constantly introduced, but it was in 1995 that phase one of a new £8 million terminal extension began. The work included an expanded check-in hall, a modern baggage handling system, together with an enlarged arrivals facility. Construction was expected to be completed before the start of the 1996 summer programme, but in the meantime a certain amount of reorganisation was necessary, especially to the area in front of the building. Phase two was due to begin before the end of 1995 and was aimed to completely transform the existing premises with improved catering facilities, additional shops and a more spacious departure lounge. East Midlands has always been regarded as an important cargo airport from where one of the first express parcel links was started in the early 1980s. Nevertheless, it was not until the early 1990s that the movement of freight began to grow rapidly in volume, helped by the arrival of United Parcels and its regular sevices from the US and Germany. Others very much in evidence are Hunting Cargo, DHL and Lufthansa, all making use of the new 25,000sqm freight apron which was completed in the spring of 1995. This showed signs of being insufficient. So Plans were made to have a runway extension. Recently in 2000 the runway extension was complete. New additions to the airport also include the DHL Building and the new relocated Aeropark. |
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