Europe Express itself had remained profitable throughout that period. Following the receivership of ILG, the Air Europe Express operation was bought from the receivers by the original management of Connectair, who restarted operations as Euroworld Airways in May 1991. Euroworld was later renamed CityFlyer Express, which became a franchisee of British Airways in June 1993 and was eventually acquired by British Airways in 1999. Introducing a new aircraft type to compete on frequency as well as price In early 1988 Air Europe began evaluating several aircraft types that had a lower seat capacity as well as lower direct operating costs per round-trip than the airline's Boeing 737-300/400s to enable it to penetrate the high-yield business travel market more effectively with a tailor-made product. Operating a fleet of dedicated, lower capacity scheduled aircraft with lower trip costs in a lower density configuration at higher frequencies on the main short-haul European trunk routes from Gatwick had the potential to attract a far greater share of the highly profitable business travel market, thereby transforming the financial performance of the scheduled routes. At the same time, Air Europe decided that it would also need to launch a separate business class cabin on all scheduled routes that had the potential to attract a large number of business travellers to penetrate this market segment effectively and to maximise its profit potential. This led to the launch of a new business class on 24 October 1988, culminating in the refurbishment of seven aircraft and the kitting out of 800 staff with new uniforms. At the end of a detailed performance evaluation of an updated, re-engined, Rolls-Royce Tay-powered version of the original BAC One-Eleven 500 featuring a 1990s style glass cockpit, the BAe 146-300 and the Fokker F100, Air Europe decided to place an order for eleven RR Tay-powered F100s, including an option on a further eleven aircraft, in March 1988. Deliveries of the aircraft on firm order were to begin in late 1990. Air Europe primarily chose the F100 as its main scheduled aircraft to ply its business routes because it promised 25% lower trip costs than the 737-300/400. (It rejected both rival contenders because these had revealed serious range/payload shortcomings during the evaluation process.) A subsequent change in KLM's short-haul fleet requirements unexpectedly released four F100s from an order that airline had originally placed with Fokker. This enabled Air Europe to lease these aircraft, thereby bringing