by contemporary Government policy giving preference to that airport's development to improve utilisation and enable it to become profitable, and that it would relieve congestion at Heathrow. BUA furthermore argued that the use of a different London terminal serving a distinct catchment area would divert little traffic from BEA, thereby minimising the competitive impact on the corporation. In addition to requesting revocation and transfer of British Eagle's licences for London—Glasgow, London—Edinburgh and London—Belfast, BUA also sought scheduled service licences for London—Birmingham and London—Manchester (to be operated from Gatwick as well). BUA's attempt to have British Eagle stripped of its licences to operate scheduled services on the three main UK domestic trunk routes resulted in the latter's decision to resume operations on Heathrow—Glasgow on 5 July 1965, at a frequency of three return flights per day. Two of these operated non-stop while the remaining one routed via Liverpool. Combining its licences for unrestricted frequencies between Heathrow and Liverpool, a maximum of two daily return flights on Heathrow—Glasgow as well as 17 weekly Liverpool—Glasgow round-trips, enabled British Eagle to operate the Heathrow—Glasgow route at a higher frequency. Preparations to restart jet operations By early 1965, British Eagle had a fleet of 24 turboprop aircraft in service, comprising 17 Bristol Britannia 300s – out of a total of 23 that were eventually operated – and seven Vickers Viscount 700s. By the end of that year, the airline's turnover had increased by 37% to almost £12 million and net profit had recovered to £350,000. In addition, Bamberg announced an order for three series 300 One-Elevens including a further three options, heralding Eagle's comeback as a jet operator. Part of the come back strategy was to provide London passengers a better experience with its check in facility in Knightsbridge, it required a coach service to Heathrow, this resulted the acquisition of Rickards Coaches and the purchase of twenty new luxury coaches, around 9,000 passengers a week used this service. By late 1965, British Eagle placed an order for two Boeing 707-320Cs. The aircraft, which were to be delivered in early 1967, were primarily intended for passenger and freight charters to the Far East and Australia. To avoid paying the 14% tax the British Government had imposed on imported, new foreign aircraft to protect competing British models, the airline needed to persuade the Board of Trade that there was no equivalent home-grown alternative. It also cited