Founded at Fort de France on July 25, 1981, this carrier succeeds Sa-tair-Air Martinique, S. A., which had failed earlier in the year. Employing a Beech 99 and a de Havilland Canada DHC-6, the carrier inaugurates scheduled flights on August 1. Eastern Caribbean destinations served from Aeroport de Fort de France include Barbados, Dominica, Grenada, Mustique, Port of Spain, St. Lucia, St. Martin, St. Vincent, and Union Island. Enplanements during the inaugural year total 2,704.
Two Britten-Norman BN-2 Islanders and a Piper PA-23 Aztec are added to the fleet in 1982. Passenger boardings rise to 33,723. Airline employment in 1983 is 28. During the remainder of the decade, the company also undertakes charters while adding Antigua as a stop on the scheduled network. The fleet is upgraded by the addition of 3 Dornier 228-202Ks and orders are placed for 2 Avions de Transport Regional ATR42-320s.
Martinique-Guadeloupe ATR42-320 flights commence on October 28, 1990. In 1991, a Boeing 747-200 is wet-leased and employed to provide a frequency to Paris; it is replaced by a Douglas DC-10-30 leased from Minerve, S. A. A British Aerospace BAe 146-300QC is evaluated on regional services between June and October.
Beginning in the fall, an ATR42-320 is flown on night cargo services between Fort de France and Pointe-a-Pitre under the product name Caribexpress. In cooperation with Air Guadeloupe, S. A. and Air Guyane, S. A., and on behalf of Air France, a Boeing 737-328 is employed, beginning in December, to link Pointe-a-Pitre with Fort de France, Cayenne, Port-au-Prince, San Juan, St. Martin Juliana, Belem, and Miami (MIA).
In 1992, CEO Michael Ziegler and General Manager Michael Gouze operate 2 ATR42-320s and 3 Dornier 228-202Ks, in addition to the Douglas and Boeing transports. Work begins on a FFr 16-million headquarters and maintenance center at Fort de France le Lamenter Airport.
Airline employment stands at 176 in 1993. In addition to a full slate of Lesser Antilles charter services and the Paris frequency, the company continues to offer scheduled flights to Antigua, Barbados, Canouan, Dominica, Mustique, St. Lucia, St. Martin, St. Vincent, and Union Island.
Schedules are maintained without change during 1994-1996. The most significant development of these years is the signing, in May 1995, of a joint marketing agreement with BWIA International Airlines, Ltd. (2) . Plans are made to inaugurate services between the French West Indies and Puerto Rico. The workforce totals 102 in 1997-1998.
On January 6, 1999, Air France enters into a new partnership agreement with SATA (Societe Antillaise de Transports Aeriens, S. A.-Air Guadeloupe), Air Saint Martin, S. A., and Air Martinique designed to increase the major’s market share in North America and to maintain French-flag air presence in the Caribbean region.
During the first quarter, the B-737-2M8A of Islandsflug, H. F. is wet-leased to Caraibenne des Transportes Aeriens, the joint venture established to replace the French major on its Caribbean routes from Fort de France and Pointe-a-Pitre to Cayenne, Miami, and Port-au-Prince. The Icelandic Boeing will be returned as soon as the combine is able to secure a pair of B-737-300s. The Air France-sponsored combine transports a total of 600,000 passengers on the year.
In order to create a larger carrier in fact as well as alliance, the small airlines of the French Caribbean, which had been flying the Antilles as part of the umbrella Caraibenne des Transportes Aeriens joint venture, are actually merged into SATA (Societe Antillaise de Transports Aeriens, S. A.-Air Guadeloupe) during July 2000. The surviving partner is then renamed Air Caraibes, S. A. (2).
AIR MAURITANIE (1) (SOCIETE NATIONALE AIR MAURI-TANIE, S. A.): Mauritania (1962-1974). Formed at Nouakchott in September 1962, Air Mauritanie, S. A. is the national airline of the former French colony. Shareholders initially include the government (60%), Air Afrique, S. A. (20%), and Compagnie de Transports Aeriens Intercontinentaux, S. A. or TAI (20%). With technical assistance and Douglas DC-3s provided by Spantax, S. A. (Transports Aereos), revenue flight activities commence in October 1963 over the small internal network previously operated by TAI, now UTA French Airlines, S. A., and Air France.
During the remainder of the decade, services are enhanced, with special attention given to the provision of transport to the nation’s southern agricultural section. Among the destinations visited are Atar, Bir Mogrein, Dakar, Fderik, Kayes, Las Palmas, Nouadhibou, Nouakchott, and Tidjikdja.
During these years, Director General Abdoul Aziz-Ba’s fleet is increased by the addition of 1 Nord 262 (1965), 1 DC-4 (1968), and 1 Ilyushin Il-18. The latter, operated by Soviet crews, provides the services to Dakar, Las Palmas, and Nouadhibou.
By 1970, the workforce totals 170 and the fleet comprises 6 aircraft: 3 Douglas DC-3s, 1 Ilyushin Il-18, 1 DC-4, and 1 Piper PA-31-310 Navajo. Operations continue apace in 1971-1973 and another Il-18 and DC-4 are added to the fleet.
In February 1974, a five-year training contract is signed with Hughes Airwest. The company is now reorganized into Air Mauritanie (2) (So-ciete D’Economie Mixte Air Mauritanie, S. A.).
AIR MAURITANIE (2) (SOCIETE D’ECONOMIE MIXTE AIR MAURITANIE, S. A.): P. O. Box 41, Nouakchott 174, Mauritania; Phone 222 522 211; Fax 222 253 815; Code MR; Year Founded 1962. Air Mauritanie (1) (Societe Nationale Air Mauritanie, S. A.) is reorganized into Air Mauritanie (2) (Societe D’Economie Mixte Air Mauritanie, S. A.) in 1962. Shareholding is divided between the government of Mauritania (60%), Air Afrique, S. A. (20%), and UTA French Airlines, S. A. (20%).
Within four years, new Director General Sidi Ould Zein’s carrier employs 73 workers and possesses a fleet of 3 Douglas DC-4s, 2 Fairchild Hiller FH-227As, 2 Douglas DC-3s, and 1 Piper Navajo. Domestic passenger and cargo services are provided serving Atar, Ayoun el Atrous, Kaedi, Nema, Nouadhibou, Nouakchott, Selibaby, Tidjikdja, and Zouer-ate. International frequencies link Nouakchott and Nouadhibou with Dakar and Las Palmas.
An FH-227A is destroyed as the result of a bad landing at Nouakchott on April 13, 1979; no serious injuries are reported.
Between 1980 and 1985, scheduled services are continued to previous destinations; however, the fleet is upgraded by the deletion of previous equipment in favor of 2 Fokker F.28-4000 jetliners and 1 F.27 Friendship. Operations continue apace in 1986-1987. In October of the latter year, a code-sharing alliance is entered into with Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) for service on a route from Nouadhibou to Las Palmas via Nouakchott.
In 1988-1989, General Manager Moulaye O. Boukhreiss’s two F.28-4000s link their Nouadhibou base with Dakar, Las Palmas, and Casablanca. Sidi Ould Zein returns as director general in 1990 and the fleet is enhanced by the delivery of a Piper PA-31T Cheyenne and a Pilatus-Britten-Norman PBN-2 Islander.
Operations continue apace in 1991 and the fleet in 1992 includes two F.28-4000s and the Cheyenne. In 1993-1994, Director General Zein oversees a workforce of 259 and acquires a third Fairchild Hiller FH-227A.
While landing at Tidjikdja on July 1 of the latter year in a sandstorm, an F.28-4000 with 4 crew and 89 passengers touches down hard, causing the landing gear to collapse and the plane to slide off the runway and into a rock outcrop, bursting into fire (80 dead).
In 1995, orders are placed for a pair of Aero International (Regional) ATR42-320s with which to replace the FH-227As. The first ATR is delivered in June 1996, followed by the second in September. Areplace-ment Fellowship is also acquired.
Flights continue through 1997-1999 to Aioun Atrouss, Atar, Banjul, Casablanca, Dakar, Fderick, Gran Canaria, Kaedi, Kiffa, Las Palmas, Nouadhibou, Nouakchott, Selibaby, Tidjikdja, and Zouerate.
Airline employment grows to 259. The stake held by Air Afrique (2) (Societe Aerienne Africaine Multinationale, S. A. is increased from 20% to 32% on July 1,2000.
AIR MAURITIUS, LTD.: Air Maritius Center, President John F. Kennedy Street, St. Port Louis, Mauritius; Phone 852 230-7770; Fax 852 208-8331; Http://www. air-mauritius. com; Code MK; Year Founded 1967. Jointly owned by the government (52.2%), a local freight company, Rogers and Co. (17.5%), and British Overseas Airways Corporation (BOAC) and Air France (15% each), Air Mauritius, Ltd. is formed on June 14, 1967. Amedee Maingard is appointed chairman.
A five-year, joint service agreement is entered into with the founding partner airlines in December.
From 1968, the year of the nation’s independence from the U. K., on through 1971, the carrier’s personnel provide ground-handling support at Plaisance Airport to the two foreign airline owners. Cockpit crews trained by the partners occasionally fly aboard Air France aircraft en route to Reunion Island.
During the summer of 1972, a Piper PA-31-310 Navajo is leased from Air Madagascar (Societe National Malagache de Transports Aeriens, S. A.) allowing the airline to start a 353-mile domestic route on September 13 from Port Louis to the island of Rodrigues.
In 1973, the 1967 agreement with the French and British flag carriers, the latter now British Airways, Ltd. (2), is renewed for another five years and now includes a new partner, Air India, Ltd. Shareholding is now revised to the government of Mauritius (42.5%), Rogers and Co. (17.5%), British Airways Associated Companies (15%), Air France (15%), and Air India, Ltd. (10%).
Through the use of its own aircraft, the last-named now establishes a connection with Bombay, while the British and French shareholders provide links to London and Paris, respectively, employing a Super VC10 leased from the former.
While the international carriers provide foreign service during 19741976, the domestic network is flown with small aircraft, including a de Havilland Canada DHC-6-100 acquired with the assistance of Air Madagascar (Societe National Malagache de Transports Aeriens, S. A.) in 1975. Flights are also initiated to the French island of Reunion.
The international pact is not renewed in 1977; instead, Air Mauritius launches its own foreign service on January 1 with a wet-leased British Airways, Ltd. (2) Boeing 707-465 repainted in its own livery. Destinations visited from Plaisance International Airport are Nairobi, London, and Bombay (via the Seychelles), together with Reunion and the adjacent island of Rodrigues. Chairman Maingard’s fleet employs 300 persons and also owns a de Havilland Canada DHC-6-100 Twin Otter.
During 1978, 2 B-707 Stratoliners are ordered for international operations while 2 de Havilland Canada DHC-6-300s are placed on the domestic and Reunion network. In April, Rome joins the European route network.
A code-sharing agreement is signed with Air Madagascar (Societe National Malagache de Transports Aeriens, S. A.) in April 1979 covering flights between Mauritius and Antananarivo.
Employing the Air Madagascar B-737-2B2, pooled service is initiated in November 1980 from Tananarive to Nairobi via Mauritius and Comoros and from Mauritius to Reunion.
Former Ministry of Communications Secretary Harry K. Tirven-gadum becomes chairman in 1981 and, as the chartered British B-707-465 is returned, services are inaugurated to Durban and Johannesburg with a B-707-344B acquired from South African Airways (Pty.), Ltd.
Enplanements for the year total 97,098, climbing to 105,187 in 1982. During the latter year, a Stratoliner route is opened to Jeddah. A second
B-707-344B is delivered in June 1983, allowing the European services to be extended to Zurich. Passenger boardings soar to 122,837.
Airline employment jumps 18.4% in 1984 to 534. The Boeing 747SP-44 Maluti is leased from South African Airways (Pty.), Ltd. on October 28; christened Chateau du Reduit, it inaugurates service to Paris and London on November 3. A week later, flights commence from Mauritius to Paris via Rome.
Passenger boardings ascend 24.6% to total 152,238 and cargo traffic skyrockets 124% to 8.06 million FTKs. A net $4.4-million profit is earned on revenues of $32.8%, up 71.3%.
Airline employment stands at 600 in 1985 and the fleet now includes the leased Jumbojet, plus 2 DHC-6s, 2 B-707-344Bs, and 1 Hawker Sid-deley HS 748. An order is placed for an ATR42-320.
A Bell 206B JetRanger is received in March and is employed for short-haul charter and agricultural work, including spraying. In April, weekly B-707-344B service is started to Singapore and in June the carrier joins the African Airline Association.
B-747SP-44 service to Europe becomes thrice weekly in November, and, employing the Air Madagascar B-737-2B2, two weekly flights are now offered to Nairobi instead of one.
Freight traffic skyrockets 92.1% to 15.48 million FTKs and passenger bookings climb 20.6% to 182,754. Revenues total $37.3 million, but expenses are $38.4 million; the net profit drops to $2.4 million atop an operating loss of $1.1 million.
The payroll is increased 4.7% in 1986 to 628 and the fleet includes 1 leased B-747SP-44, 2 B-707-344Bs, 2 DHC-6-300 Twin Otters, and 1 Bell 206 JetRanger. Orders are placed for 2 B-767-200ERs. Under an understanding concluded with Air India, Ltd. in January, the two companies begin to explore joint route development.
Toward the end of the first quarter, shareholding in Air Mauritius is revised and is divided between the government (51%), Rogers & Co. (15%), British Airways, Ltd. (2) and Air France (12.5% each), and Air India, Ltd. (8.51%).
In April, the two new partners, Air Mauritius and Air India, begin shared service on a route from Mauritius to Bombay. In October, the company signs a consultancy contract with Air Madagascar (Societe National Malagache de Transports Aeriens, S. A.) and seconds an official, Lai Sikka, to that carrier to act as advisor to its director general.
The newly received ATR42-320 Agalega is introduced on the Rodrigues and Reunion routes in November, replacing the Twin Otters, and, in December, Air Mauritius assumes responsibility for the Perth and Sydney routes of South African Airways (Pty.), Ltd.
Customer boardings climb 16.2% to 212,318 and cargo increases 43.8% to 22.26 million FTKs. Revenues total $65 million and an operating profit of $13.5 million is reported along with net income of $15.8 million.
The employee population grows again in 1987, up 15.9% to 728. A second leased SAA B-747SP-44, Matroosberg, joins the fleet in April; named Chateau Mon Plaisir, it replaces one of the two Stratoliners on the Bombay and Singapore routes and permits expansion of the European network to include stops at Geneva and Munich. Orders remain outstanding for a pair of B-767-23BERs.
Passenger bookings swell again, up a happy 42.1% to 296,133; freight skyrockets 103.6% to 46.24 million FTKs. Revenues ascend 56.9% to $94.7 million and costs are held low, allowing operating profit to accelerate to $22.9 million and net gain to $24.4 million.
Enplanements in 1988 increase to 375,050. The first of two B-767-23BERs—the first 767ERs produced by Boeing—is received in early March and is christened City of Curepipe.
Also in March, an alliance is entered into with Malaysia Airlines, Ltd. (MAS) for joint service on a route from Mauritius to Kuala Lumpur. At month’s end, Air Mauritius contracts with Britannia Airways, Ltd. for B-767 technical support.
City of Port Louis, the second B-767-23BER, arrives on April 18. Its 8,728-mile delivery flight from Halifax, Nova Scotia, to Port Louis is completed in 16 hrs. 27 min. and establishes a new distance record for the aircraft’s weight category and a point-to-point record from Halifax to Port Louis.
In August and September, wide-body services are initiated to Kuala Lumpur, Harare, and Dubai. Income exceeds expenses and there are profits: $19 million (operating) and $17.7 million (net).
The workforce grows by 39.2% in 1989 to 1,256. During the fall, the company joins the Amadeus computerized reservations system and forms a subsidiary company, Amadeus Mauritius, to link it to its worldwide offices as well as the island’s travel agencies.
The company acquires the South African Airways (Pty.), Ltd. B-747SP-44 Soutpansberg on a September 30 short-term lease; the aircraft is not renamed.
On October 29, the company begins to code-share with Cathay Pacific Airlines (Pty.), Ltd. over a nonstop return route from Mauritius to Hong Kong.
Customer boardings jump 15.6% to 444,372 and cargo increases 28.2% to 74.63 million FTKs. Revenues advance by 19.4% to $137.3 million and the operating profit accelerates to $24.4 million. Net profit skyrockets to $21.7 million.
Company employment is cut by 12.5% in 1990 to 1,100. In January, a B-747SP-27, christened Chateau La Bourdonnais, is purchased from Aerolineas Argentinas, S. A. It will enter service in June. The acquisition allows return of the B-747SP-44 Soutpansberg to South African Airways (Pty.), Ltd.
Traffic figures are only reported through August, the month Iraq invades Kuwait, creating much higher fuel costs. During these eight months, passenger boardings rise 25.5% to 336,297 and freight moves ahead by 15.5% to 41.94 million FTKs.
When a second ATR42-320, the Port Mathurin, is delivered in October, the company’s sole remaining Twin Otter is withdrawn.
In December, the French government provides the airline with two significant loans. The first, for $8.9 million, represents 85% of the cost of a new ATR42 while the second, for $9.8 million, will allow construction of a new cargo center and for the training of company pilots.
The payroll is increased by 36.4% in 1991 to 1,500 and the fleet now includes 2 ATR42-320s, 1 B-747SP-27, 1 B-747SP-44 leased from South African Airways (Pty.), Ltd., 2 B-767-23BERs, and 2 Bell 206B JetRanger helicopters.
Traffic statistics are reported only through July; customer bookings are down to 281,998 and cargo is up a slight 1.3% to 37.23 million FTKs. Income exceeds costs for the year and there profits: $20.4 million (operating) and $23.1 million (net).
On November 1, the B-747SP-44 Hantam is leased from South African Airways (Pty.), Ltd. and is rechristened Chateau Labour-donnais. Weekly roundtrip B-767-23BER service to Perth begins in December.
The workforce grows 7.8% in 1992 to 1,548. The B-747SP-44 Chateau Labourdonnais is returned to South African Airways (Pty.), Ltd. on June 15 and resumes its original identity as the Hantam.
Air Mauritius celebrates its twenty-fifth anniversary, also in June, and code-sharing begins with Condor Flugdienst, GmbH. in November over a weekly route from Mauritius to Munich.
Passenger boardings for the year as a whole jump 8.4% to 582,627 while freight climbs 6.3% to 86.27 million FTKs. Revenues ascend 13.8% to $222 million and the operating profit is $16.5 million. Net gain hits $25.4 million.
Airline employment inches up 0.9% in 1993 to 1,562 as Chairman Sir Harry Tirvengadum also becomes managing director.
In addition to visiting the adjacent island of Rodrigues, the company also flies from Mauritius to Antananarivo, Bombay, Durban, Frankfurt, Geneva, Harare, Hong Kong, Johannesburg, Kuala Lumpur, London, Moroni, Munich, Nairobi, Singapore, Paris, Perth, Reunion, Rome, and Zurich.
Orders are placed at year’s end for 5 A340-300s, which will succeed the Jumbojets. A contract is also signed with Deutsche Lufthansa, A. G. for their maintenance.
Customer bookings slide 2.2% to 376,384, but cargo is ahead by 3.4% to 50.36 million FTKs.
The workforce is cut by 4% in 1994. The SAAB-747SP-44 Chateau de Reduit is returned on May 31, following delivery on May 19 of the first A340-312, which is chartered from ILFC and christened Paille en Queue, in honor of the tropical birds that grace the tails of company aircraft. Roundtrip flights to Brussels commence in July.
Traffic, reported through August, shows improvement. Passenger boardings rise 11.2% to 418,407 and freight rises 4.3% to 52.54 million FTKs.
The second B-747SP-44, Chateau Mon Plaisir, goes back to Johannesburg on November 10 after the second long-range Airbus, an owned unit named Pink Pigeon, arrives on October 29. Roundtrip service to Cape Town begins on November 30.
A total of 1,500 workers are employed in 1995. The company is listed on the Mauritius stock exchange.
The third A340, a Dash 313X also from ILFC, is delivered on April 3 and is christened Kestral. The service with Condor Flugdienst, GmbH. becomes twice weekly.
Traffic figures are only reported through July. During the first six months of the year, a total of 401,340 passengers are transported, along with a cargo total of 64,321,000 FTKs.
In September, the company begins a code-sharing route, employing its own aircraft, with Austrian Airlines, A. G. between Mauritius and Vienna.
The workforce declines 1.3% in 1996 to 1,481. The owned fleet now includes 2 ATR42-320s, 3 A340s, 2 B-767-23BERs, 2 Bell 206B Jet-Rangers, and 1 B-747SP-27. The latter is sold to Qatar Airways, Ltd. early in the year.
Caribjet, S. A. of Belgium leases a Lockheed L-1011-500 TriStar from TAP-Air Portugal, S. A. on March 8. After it has been repainted, it begins flying on behalf of Air Mauritius on March 15.
A joint service route is inaugurated in April with Air Austral, S. A. between Mauritius and Reunion. Munich is dropped from the schedule during the spring, allowing initiation of a weekly A340-313X service to Manchester. A B-767-328ER is leased from Royal Brunei Airlines in May.
Traffic is reported through October and shows customer bookings up 5.7% to 578,745. In addition, 100.63 million FTKs are also operated, a 5.9% increase. For the whole year, an after-tax profit of $25.6 million is generated.
An A340-313 catches fire while on the ground at Mauritius and is badly damaged. The aircraft, which is not covered by insurance, begins a restoration that will take until the following June 13 to complete. Another A340-311 is chartered for four years from ILFC in November.
Airline employment climbs 6.2% in 1997 to 1,642. Figures are offered through April and show customer bookings up 9.4% to 252,487 and cargo rising a huge 65.6% to 50.1 million FTKs.
Former British Aerospace executive and advisor to Prime Minister Sir Navin Ramgoolam, Nashirudeen Mallam-Hasham is named chairman/ managing director on February 17. He succeeds Sir Harry Tirvengadum, who becomes chairman of Air Afrique, S. A. A pair of ATR42-500s is acquired in April and June.
Under the leadership of new Chairman/Managing Director Mallam-Hasham, Air Mauritius now begins a campaign to federate the airlines of the Indian Ocean area. To this end, a protocol is signed in July with the airlines of Madagascar and the Seychelles, the Comoro government, and Air France.
The company receives its fifth A340, a Dash 313X, at the beginning of October. It is employed on October 28 to inaugurate dual-designator services between Mauritius and the Seychelles in cooperation with Air Seychelles, Ltd.
Destinations visited in 1998 include Antananarivo, Bombay, Brussels, Durban, Frankfurt, Geneva, Harare, Hong Kong, Johannesburg, Kuala Lumpur, London, Melbourne, Moroni, Munich, Nairobi, Paris, Perth, Reunion, Rome, Singapore, Vienna, and Zurich.
During the spring, an effort is made to acquire a $22.1-million, 51% stake in LAM (Linhas Aereas de Mocambique, S. A.); however, the bid is unsuccessful when privatization of that carrier is shelved. The airline now moves to become one of the prequalified bidders for Uganda Airlines Corporation.
In addition to these acquisition activities, Chairman/Managing Director Mallam-Hasham oversees the establishment of a regional air transport consultancy; the subsidiary is christened Consulting for African and Regional Air Transportation, Ltd. (CARAT).
A strategic alliance document is signed with Air France on April 3. The companies share codes on their five weekly roundtrips between Paris and Mauritius and begin to develop joint purchasing and airport handling activities.
Flights continue apace during the remainder of the year. Half-year traffic statistics show bookings of 535,000.
Airline employment in 1999 stands at 1,794, and another A340-313X is received in April. Partial figures for the year show bookings of 366,000 and 84.38 million FTKs.
The workforce is increased in 2000 by 11.5% to 2,000. A code-sharing agreement is signed with Air Europe, S. p.A. on March 10 for flights between Mauritius and both Rome and Milan. For its part, AM flies the new schedule with an A340-313X.
Weekly flights from Mauritius to the Indian city of Chennai begin on October 29.
AIR MELANESIAE, S. A.: Vanuatu (1969-1989). Growing out of a 1969 pooled services agreement between Air Hebrides (controlled by UTA French Airlines, S. A.) and New Hebrides Airways, Ltd. (backed by British Overseas Airways Corporation (BOAC), Air Melanesiae is created to fly scheduled, lightplane, interisland services throughout the New Hebrides (renamed Vanuatu upon independence in July 1981) region. Destinations served include Aneityum, Craig Cove, Dillons Bay, Emae, Ipota, Lamap, Lamen Bay, Longans, Lonorore, Luganville (Es-piritu Santo), Motalava, Norsup, Redcliffe, Sola, Tanna Island, Tongoa, Valeadir, Vila, and Walaha.
By the middle 1980s, the fleet comprises 1 DeHavilland Canada DHC-6-300 Twin Otter, 1 Britten-Norman BN-2A Trislander, and 3 BN-2 Islanders. During the remainder of the decade, General Manager Peter Booth’s company adds another Twin Otter and 2 Embraer EMB-110 Bandeirantes, retiring the Islanders.
Early in 1989, merger discussions are undertaken with the start-up Vanair (Vanuatu Internal Air Service). When these fail, Air Melanesia ceases operations in November. The assets pass to Vanair on November 29.
AIR MEMPHIS, S. A.E.: 2/1316 Elnozha Elgedida, Heliopolis, Egypt; Phone 20 (2) 297-5762; Fax 20 (2) 297-5762; Code MPS1; Year Founded 1995. Air Memphis is established at Heliopolis in 1995 to provide ad hoc, worldwide, all-cargo charters. Founder Hamid Eisa is chairman. Revenue flights begin with a single Boeing 707-336C Stratofreighter and operations continue apace in 1996-1997.
On March 10, 1998, en route from Mwanza to Cairo via Mombasa with 34 tons of fish, the Stratofreighter, with a crew of six, fails its initial climb away from the intermediate point. It strikes and destroys the airport landing lights and crashes into a small hill beyond the end of the Moi International Airport runway, rolls, disintegrates, and catches fire; there are no survivors. One woman on the ground is injured when shrapnel hits her in the hand.
Efforts begin to find a replacement aircraft and soon 2 more B-707-320Cs are purchased from the used aircraft market.
Airline employment at the beginning of 1999 stands at 110. Flights continue apace during the remainder of the year.
A BAC 1-11-500 is acquired form Romania in late June 2000.
AIR MERCURY: United States (1991-1992). Air Mercury, Inc. is founded at Los Angeles in the summer of 1991 to provide international all-cargo charters with a Boeing 727-100F. Weekly revenue flights begin to Guadalajara and Mexico City in August and then are increased to twice weekly in September.
Unable to make money in the midst of recession, the newcomer shuts its doors early in 1992.
AIR MERCURY INTERNATIONAL CARGO, S. A.: Belgium (1991-1992). AMIC is established at Brussels in 1991 to fly all-cargo charters to the Mideast, Far East, and east Africa. Revenue services commence with a single Boeing 707-365C and permission is sought to begin services to the U. S. Recession prohibits the freight operator from achieving traffic and financial viability and it is forced to shut down in 1992.
AIR METRO, LTD.: United Kingdom (1988-1989). Air Metro, Ltd. is established at Bournemouth International Airport in 1988, taking its name from the aircraft in its two-ship fleet, Fairchild Metro IIIs. The American-made, 19-passenger airliners inaugurate revenue services to Manchester, but are unable to generate sufficient revenues to cover mounting debts. The company folds in 1989 before reaching its first anniversary.
World History
