NAB (NAVEGACAO AEREABRASILERIRA, S. A.): Brazil (19401961). NAB is incorporated at Rio de Janeiro on February 28, 1940. The remainder of the year is spent in building airports at Lapa and Petrolina and in obtaining two Beech 18s, which arrive crated on a ship on January 2, 1941. With the twin-engine American-made transports assembled, the new entrant inaugurates service on March 28 over a route to Recife via Belo Horizonte, Bom Jesus de Lapa, and Petrolina.
An official concession is won from the government on May 5, over a month after revenue flights had begun. During the summer, a Beech 17 Staggerwing and a Fairchild F-24 are received and placed in service. An unsustained Rio to Recife coastal route is launched on September 6. Two months later, on November 4, the Brazilian government, then phasing out Syndicato Condor, S. A. and in need of additional airline capacity in the face of war, provides an initial per - kilometer subsidy of 5.5 milreis.
A special government credit of 1.797-million milreis is granted to NAB on May 21, 1942. The funds are employed by the carrier to purchase two Lockheed L-18 Lodestars and Stinson SR-9E Reliant. Another six million milreis is provided on August 11. With the new aircraft, the Recife segment is stretched during the remainder of the year and in 1943 to Belem and from Belem it is directed south to Teresino, Lapa, Belo Horizonte, and Rio de Janeiro.
On July 29, 1944, the government provides another subsidy, eight million cruzeiros, on condition that three more Lodestars are acquired and a set mileage per year is flown. Although five L-18s come on line, maintenance and other conditions are such that only two are ever available at any given time. On March 24, 1945 an easy repayment government loan of 25 million cruzeiros is obtained.
Two Douglas DC-3s are purchased from the factory in May 1946 and a route linking Rio de Janeiro-Sao Paulo-Recife-Belem is opened. A third Douglas transport is acquired in early 1947.
By March 1948, the carrier has, however, used up all of its loans and grants, made little profit, and encountered such severe financial difficulty that it must suspend services. Unable to reorganize, NAB declares bankruptcy on August 17. The government takes over the airline, pays off the debts, and restarts the carrier, giving it one DC-3 and a little route network connecting Rio de Janeiro with Montes Claros, Governador Valadares, and Vitoria.
Services are initially maintained, but begin to decline in 1949-1950; while landing at Rio de Janeiro on June 6, 1951, a DC-3 is lost in a crash (two dead). The service decline continues in 1952-1953 and only two of the four original routes are flown by 1954-1956. Two Curtiss C-46s are purchased in July 1957 and in November, the company is reorganized.
Ownership is sold to Dilvo Perez for 60 million cruzeiros in July 1958. Perez immediately moves to boost his acquisition by purchasing 10 DC-3s from Panair do Brazil, S. A. and concluding an operations agreement with the larger airline. In return for its unloved and formerly poorly serviced feeder routes around Rio de Janeiro, Panair do Brazil, S. A. and the government allow NAB a trunk route running from the major city up to Belem via Receife.
Service over the new system begins in 1959, the same year NAB acquires nine more C-46s.
During 1960, the company gambles on making a profit from deep discount, low-amenities Coach Service flights with fares at less than 50% of those then offered for in-country economy tariffs.
A C-46A with five crew crashes into a hill while on initial approach to Ramsey AFB, Puerto Rico, on May 3; there are no survivors.
Coach Service is followed in early 1961 by a Coach Cargo service in cooperation with ETR (Exmar Transportes Rapidos, S. A.). Losing far more money than it could reasonably expect to make, NAB is in deep financial difficulty by summer. On October 24, it is purchased by Loide Aero Nacional.
NACIONAL. See TAP (TRANSPORTES AEREOS NACIONAL, S. A.)
NAD AL-SHARQ INTERNATIONAL AIRLINES: Sharjah International Airport, Sharjah, United Arab Emirates; Year Founded 2000. Nad al-Sharq International is set up at Sharjah in early November 2000 for the purpose of operating scheduled services from the UAE and Dubai to Iraq. A B-727-200A is acquired and thrice-weekly roundtrips from Sharjah and weekly return flights are set to begin on November 22.
NADYM STATE AIR ENTERPRISE (NADIMSKOE GOSU-DARSTVENNOE AVIAPREDPRIVATIE): Nadym Airport, Tyumen, Tyumenskaya, Oblast, 626711, Russia; Phone 7 (34595) 40493; Fax 7 (34595) 44602; Code NDM2; Year Founded 1993. This former Aeroflot Soviet Airlines rotary-wing unit is privatized in 1993 under the leadership of General Director Nikolai M. Rozhkov. Revenue services commence and continue with a fleet that includes an unspecified number of Mil Mi-8 and Mi-17 helicopters.
Flights continue in 1994-2000, during which years the company is reformed to offer domestic all-cargo services in addition to aerial contract work. The fleet now includes 5 Antonov An-2s, 3 An-74s, 1 Yakovlev Yak-40, and 28 Mi-8/17s.
NAGANAGANI CARGO (NAGANAGANAI COMPAGNIE NA-TIONALE): Burkina Faso (1984-1993). This carrier is formed at Ouagadougou in 1984 to offer charter passenger and cargo services throughout Africa and on to Europe. Chairman Alain Yoda’s fleet comprises 1 Boeing 707-321B, 1 B-707-329C, and 1 B-707-336C. Flights continue to various destinations during the remainder of the decade and the marketing title is changed to Naganagani Cargo.
Business continues apace in 1990-1991 and the fleet in the recession year of 1992 is reduced to only the B-707-336C.
Operations cease in 1993.
NAGASAKI AIRWAYS COMPANY, LTD.: Japan (1960-2001).
Founded at its namesake city on June 12, 1960, this small charter operation, owned by Nagasaki Prefecture, operates nonscheduled lightplane services to local destinations on Kyushu, as well as the resort island of Fukue, for the next quarter-century. On December 1, 1967, majority shareholding passes to All-Nippon Airways Company, Ltd. (ANA)
In 1985, the company is reformed into a small commuter airline under the leadership of Managing Director Toshio Onizuka. Scheduled revenue services to local destinations commence with a 2 Australian-made Government Aircraft Factory GAF N.22A Nomads and 1 Cessna 402. Orders are placed for 5 Pilatus-Britten-Norman PBN-2 Islanders.
The first two Islanders arrive in March and July 1986, respectively, and one Nomad is replaced. Atotal of 47,000 passengers are flown over the company’s scheduled commuter network during the first full year.
The remaining three Islanders are placed into service during 19871990 and all now wear the carrier’s wide blue and yellow stripes upon their white fuselages. The remaining Nomad and the Cessna 402 are removed. Operations continue apace thereafter.
Late in 1995, a PBN-2 crash-lands in a mountain during bad weather; no injuries are reported, but the plane is a total loss.
Along with a new unit, the company acquires a replacement PBN-2 Islander during the first quarter of 1996.
Flights continue during the remainder of the decade and into the new millennium. During these years, all five Islanders are in service.
On January 14, 2000, a firm order is placed for a de Havilland Canada DHC 8-Q200; when it is delivered early in 2001, the turboprop will operate on the routes from Iki to Fukuoka and Nagasaki. A request is made on November 1 for a second DHC 8-Q200, which will be delivered in late 2001 and placed into service on the route from Iki to Nagasaki and to Fukuoka.
Early in 2001, this carrier is renamed Oriental Air Bridge Company, Ltd.
NAKA NIHON AIR LINES COMPANY, LTD.: Japan (1953-1988).
Naka Nihon Air Service Company, Ltd. is formed at Nagoya on May 4, 1953 to provide lightplane and rotary-wing charter and air taxi services throughout the local region. Employing Grumman G-21 Goose amphibians and helicopters, the company’s new airline division, Naka Nihon Air Lines, Ltd. (Naka Nihon Koku, or Central Japan Airlines Company, Ltd.), inaugurates scheduled services Nagoya-Shima-Kushimoto on July 15, 1962. Two years later, on January 25, 1965, the company’s air transport division is purchased by and merged into All-Nippon Airways Company, Ltd. (ANA), which has been financially supporting this operation for some time.
After the sale, Naka Nihon Air Service Company, Ltd. expands its nonscheduled services and within 25 years is a major fixed - and rotarywing operator. The fleet comes to comprise a large number of Cessna twins and Bell helicopters. Airline employment reaches 430 plus before services cease in early 1988.
NAKANIHON AIRLINE SERVICE COMPANY, LTD.: c/o Nagoya Airport, Toyoyama-Cho, Nishikasugai-Gun, Aichi Prefecture, 48002, Japan; Phone 81 (568) 285405; Fax 81 (568) 285415; http:// Www. nals. co. jp; Year Founded 1988. The Nagoya Railroad and All-Nippon Airways Company, Ltd. (ANA) resurrect the memory of the once-independent Naka Nihon Air Service Company, Ltd. while forming this new regional charter carrier on May 12, 1988.
Twice-daily commuter operations with a single Fokker 50 begin on April 23, 1991 over a route from Nagoya to Toyama and daily from Nagoya to Yonago. An additional route from Nagoya to Takamatsu begins in September.
Airline employment at President Kiyoshi Hayakawa’s new entrant stands at 54 in 1992 and the fleet comprises 1 Fokker 50 and 1 F.27-600. A second Fokker 50 arrives in August.
Operations continue in 1993-1994. A third Fokker 50 is delivered in December 1995.
Service is maintained in 1996 as the workforce grows to 95. En-planements total 165,605 and $25 million in operating revenues are reported.
President Hayakawa’s 3 Fokker 50s transport 184,008 passengers in 1997 , an increase of 10.3%. Service is maintained in 1998, during which year passenger boardings accelerate to 380,000. At the beginning of 1999, airline employment stands at 106. That number grows to 163 by the start of 2000.
NALURI BHD.: No. 4 Lorong 19/1A, Off Jalan 19/1, Section 19, Petaling Jaya, Selangor Darul Ehsan, 46300, Malaysia; Phone 60 (3) 756 1177; Fax 60 (3) 755 3823; Year Founded 1998. MHS Aviation Sdn. Bhd. is renamed by new owners DIR Equities in late 1998. Offshore support remains the company’s principal business and operations are continued with a fleet that includes 8 Sikorsky S-61Ns, 2 S-76As, 6 S-76Cs, 4 Eurocopter AS-332L Super Pumas, and 2 each AS-360Js, AS-355F2s, Bell 412Ps, and Bell 412SPs.
A Super Puma remains on charter to Lloyd Helicopters (Pty.), Ltd.
NAMAKWALAND AIR SERVICES (PTY), LTD.: South Africa (1960-1984). Joseph Jowell forms this commuter at Springbok in 1960 as the air transport division of his Jowell’s Garage & Transport (Pty.), Ltd., a unit in the Trencor Group. Initially operating as an air taxi, passenger, and cargo operator, Jowell’s concern inaugurates Beech Bonanza flights from Springbok to Cape Town via Vanrhyndorp. Enplanements for the year total 451.
During 1965-1969, Namakwaland extends flights into the area north of Bitterfontein in Namaqualand and a decade later the carrier launches scheduled flights between Cape Town, Kleinzee, and Springbok, as well as Upington, Springbok, and Kleinzee.
Passenger boardings total 1,066 in the former year, but by the end of the decade, total 2,400.
During the 1970s and early 1980s, the fleet comes to comprise 2 Piper PA-31-350 Navajo Chieftains, 3 PA-31 Navajos, 3 Piper PA-23 Aztecs, 1 Cessna 310, and 1 Beech 55 Baron. Destinations added include Aggeneya, Ai Ais, Alexander Bay, Calvinia, Karasburg, Kimberley, Ko-ingnaas, Loeriesfontein, Prieska, and Vredendai.
In 1983, the last full year of service, Niel Jowell, son of the founder, is chairman, with Deon Blignaut as managing director. A feeder route from Cape Town to Upington is operated on behalf of South African Airways (Pty.), Ltd.
Unable to maintain viability in the face of world recession and economic boycott, the company ceases operations in 1984. In February 1985, its assets are acquired by National Airlines (Pty.), Ltd.
NAMIB AIR (PTY.), LTD.: South West Africa/Namibia (19621991). Anton Lombard establishes NAL at Walvis Bay in December 1962. At the beginning of 1963, Lombard applies to the government of South Africa, which controls South West Africa, for authority to operate scheduled service, but this will not be granted.
Initially employing a Piper PA-28 Cherokee Six, Lombard begins nonscheduled services to Luderitz, Alexander Bay, and other local destinations. During the next three years, the fleet is increased by the addition of two PA-23 Aztecs and a PA-30 Twin Comanche.
In 1966, Lombard is bought out by Suidwes Lugdiens (Pty.), Ltd. and will spend the next 12 years operating as a subsidiary of the larger Windhoek-based carrier.
On December 1, 1978, Suidwes Lugdiens (Pty.), Ltd., which four years earlier had become a subsidiary of the shipping concern Safmarine (Pty.), Ltd., is reorganized and renamed Namib Air (Pty.), Ltd.
Scheduled operations continue to link the Windhoek base with Halalai, Okaukuejo, Grootfontein, Tsumeb as well as Cape Town via Swakop-mund, Walvis Bay, Luderitz, and Alexander Bay. Two CV-580s are employed to operate a charter route from the northern part of the country to Alexander Bay on behalf of the Consolidated Diamond Mines.
The Cape Town service is usually subcontracted to Air Cape (Pty.), Ltd. By decade’s end, the fleet comprises 2 Convair CV-580s, 1 Douglas DC-3, 1 Cessna 402, 1 Piper PA-31-350 Navajo Chieftain, 4 Cessna 310s, and 2 Cessna 210s. In October 1980, the Walvis Bay to Cape Town route is turned over, in its entirety, to Air Cape (Pty.), Ltd. A CV-580 is leased to Air Cape to fly the route.
During the 1980s, the company expands both its route system and fleet. Services are opened to Harare, Keetmanshoop, Luanda, Luderitz, Lusaka, Maun, Mpacha (Katima Mulilo), Rundu, Oranjemund, Os-hakati, Swakopmund, Tsumed, and Victoria Falls.
Two Beech 1900Cs, christened Caprivi and Kalahari, are purchased in 1987. Leaving the Cessnas and Pipers to operate scheduled services, the new turboprops join the last CV-580 and DC-3 in operating over the four principal roundtrip scheduled routes: Katimo Mulilo to Johannesburg (twice-weekly); Windhoek to Upington via Keetmanshoop (thrice-weekly); Windhoek to Katimo Mulilo via Tsumeb, Oshakati, and Rundu (four-times-a-week); and Windhoek to Luderitz via Walvis Bay and Swakopmund (six-times-a-week).
In 1988, the state corporation TransNamib (Pty.), Ltd. purchases the entire shareholding and makes the carrier the national airline of the new provisional government of Namibia. The company turns to South African Airways (Pty.), Ltd. and requests the lease of a B-737.
The B-737-244 arrives in early 1989 under a wet-lease from South African Airways (Pty.), Ltd. and is employed on August 6 to begin a new service from the nominated national capital, Windhoek, to Durban and Cape Town. A third Beech 1900C enters service in October.
In 1990, the company’s last full year under this name, the fleet comprises 3 Beech 1900Cs, the leased Boeing 737-244, and 1 Convair CV-580.
Former Air Botswana (Pty.), Ltd. General Manager D. Keith Petch is appointed general manager in January and national independence is finally achieved on March 21. The B-737-244 is returned to Johannesburg as the company purchases its own “Baby Boeing,” a Dash-2A5A, which is christened Ondekaremba. On April 1, the B-747SP-44 Sout-pansberg is leased from SAA.
In late spring, a new route is opened to Harare, Zimbabwe, while local and regional flights commence from Rundu to Victoria Falls via Katimo Mulilo, from Windhoek to Lusaka, and from Windhoek to Tsumeb.
An agreement is simultaneously reached with Deutsche Lufthansa, A. G. for the joint operation of the Jumbojet from Windhoek to Frankfurt. Twice-weekly flights to Munich commence on April 24.
On October 28, 1991, the carrier’s name is changed to Air Namibia, Ltd.
NAMIBIA COMMERCIAL AVIATION (PTY.), LTD.: Windhoek International Airport, Windhoek, Namibia; Year Founded 1992. After six years of air taxi work with his Hire & Fly, Ltd., former South African Airways (Pty.), Ltd. executive Christopher Schutte changes his company’s name in 1992.
While passenger flight-seeing trips and air taxi services continue to be offered, Schutte in September purchases a pair of Douglas DC-6Bs formerly operated by the Zambian Air Force, plus 40 tons of spare parts. The first is flown to Windhoek in October and reworked into a freighter. In December, it begins contract cargo flights into Angola from a base at Rundu.
The Angola airlift ends in January 1993, at which point the giant airliner is parked until a decision can be taken on its future use. In 1994, it is decided that demand for NCA passenger charters and replacement services for scheduled carriers will be sufficient to justify restoration. The second DC-6B arrives at Windhoek from Luska in September and it, too, drawing upon the purchased stockpile of spare parts, begins its refurbishment.
Restored and repainted in NCA’s blue and white livery, the first DC-6B is christened Fish Eagle, after the country’s national bird, and enters revenue service (marketed as Classic Air Travel) on March 20, 1995.
In addition to enhanced passenger charters, the Fish Eagle, during the remainder of the year and in the next two, operates a joint weekly scheduled return service from Windhoek and Victoria Falls on behalf of Air Namibia, Ltd. and Air Zimbabwe Corporation.
On October 1, 1997, the lovingly restored second DC-6B, named Bat-uleur after another local bird, begins service.
Flights continue into the new millennium. It is reported by AirlinersOnline. Com on August 7, 2000, that the DC-6B Fish Eagle has been sold to Red Bull Aviation of Salzburg. The aircraft is taken to Europe, wearing NCA colors with small Red Bull titles by the nose and rear passenger door. Over the winter, the pistonliner will be refurbished and then will fly the European air show circuit.
NANJING AIRLINES COMPANY, LTD.: 238 Zhuijang Road, Nanjing, 210016, China; Phone 86 (25) 460-2629; Fax 86 (25) 339-4461; Code 3W; Year Founded 1994. NA is established by Dajiaochang Airport, Nanjing, in July 1994 as a joint venture between the city’s local government and China Northwest Airlines Company, Ltd. Jiang Hep-ing is appointed president and secures a fleet of 3 Xian Y-7-100s. These commence revenue flights during the fall to Nanchang and Wuhan.
The fleet is increased in 1995 through the addition of a British Aerospace BAe 146-100. The first traffic figures are reported in 1996 and show enplanements of 290,000. Destinations visited in 1997-2000 include Nanchang and Wuhan.
NANTUCKET AIRLINES: Barnstable Municipal Airport, East Ramp, Hyannis, Massachusetts 02601, United States; Phone (508) 790-3122; Fax (508) 778-1870; Http://www. nantucketairlines. com; Year Founded 1987. Founded by Charles Harris at Barnstable Municipal Airport at Hyannis, Massachusetts, in the spring of 1987, Nantucket Airlines begins scheduled high-frequency Cessna 402 roundtrip passenger air services to Nantucket and Martha’s Vineyard in June. Operations continue apace in 1988 as the fleet grows to 4 Cessna 402s and by 1989, enplanements total 96,904.
In 1990, the 27-employee small regional adds a Piper Aztec. Passenger boardings jump 6.7% to 103,426. In 1991, customer bookings swell 6.5% to 110,163. A fifth Cessna 402 is purchased in 1992 as enplanements ascend 7.7% to 118,664.
In 1993, the company employs 30 workers and operates a fleet for 4 Cessna 402s. Passenger boardings climb 5.3% to 124,924. In 1994, the company’s route system and other resources are joined with those of Cape Air, although both airlines initially retain their independence.
During the next six years, Nantucket’s identity is made parallel with that of Cape Air and its administration are moved to Cape Air’s headquarters.
NAPLES AIRLINES: United States (1957-1988). In February 1957, John Van Arsdale Sr., founder and owner of Provincetown-Boston Airline (PBA) , travels around Florida seeking carriers with similar seasonal problems with whom he might ally. J. L. “Joe” Brown’s Naples Air Service, based at the Gulf coast namesake community, is the solution and in November the two proprietors reach an agreement for joint service. For the winter season, beginning on December 15 and continuing through April 15, the two small companies will lease planes, trade personnel among themselves, and coordinate their activities in the manner of Aeromarine Airlines 40 years before.
Scheduled flights from Naples to Miami under the name Naples Airlines commence on December 15. On April 15, Brown, his planes and pilots, migrate to Massachusetts to supplement the Van Arsdale summer operation. When the city of Naples refuses to renew the Naples Airlines airport lease in 1959, Provincetown-Boston Airline (PBA) takes over the lease and in the process, Naples Airlines.
Provincetown-Boston Airline (PBA) becomes a dual-market airline on January 1, 1960, when it begins to operate its new acquisition as a subsidiary southern division with John E. Zate as general manager.
On December 15, 1961, the Naples-Miami roundtrip route becomes year-round and, in 1962, Provincetown-Boston Airline (PBA) constructs a new terminal at Naples Airport.
Equipment introduced and employed by the joint operation over the next quarter-century includes a Lockheed Model 10A Electra, Piper PA-23 Aztecs, Douglas DC-3s, Cessna 402s, Martin 4-0-4s, and Embraer EMB-110P1 Bandeirantes. These aircraft, dispatched according to load size, link the company’s base with Ocean Reef, Naples, Miami, Marco Island, Marathon, Fort Myers, Tampa, Sarasota, Jacksonville, Punta Gorda, and West Palm Beach.
NA is sold to PEOPLExpress in May 1986, along with its parent. All three are, in turn, taken over by Texas Air Corporation in April 1987. Naples is reformed at this time, becoming the southern division of Bar Harbor Airlines, another once-independent TAC subsidiary. As such, it remains in business until September 6, 1988.
NASHVILLE EAGLE: United States (1987-1991). NE is established on December 30, 1987 when the new AMR Eagle Corp. purchases that division of Air Midwest operated from the Tennessee capital under an American Eagle code-sharing partnership. The arrangement, the first of four that will provide American Airlines with owned commuter subsidiaries, includes the acquisition of 11 Fairchild-Swearingen Metro IIs.
The new name and operations begin on January 1, 1988 over the former Air Midwest routes to 16 cities. Two weeks later, another American Eagle partner, Raleigh/Durham-based AVAir, declares bankruptcy and stops operating. AMR Corporation provides a cash transfusion and NE acquires $3 million of the failed carrier’s $9.1 million in assets.
Also assumed are leases on AVAir’s 14 Metro IIIs and 4 Metro IIs. NE is able to begin flying the AVAir routes to 19 markets on February 3 while flights to Louisville commence on March 6.
The “new” airline flies a total of 594,100 passengers on the year.
Operations continue apace in 1989 as the fleet grows to include 15 Metro IIs, 14 Metro IIIs, and 20 Jetstream 31s. AMR Eagle now places orders for 50 SAAB 340Bs, with 15 slated for this subsidiary, 8 to be based at Nashville and 7 at Raleigh/Durham.
On the year, passenger boardings rise 8.7% to 645,611.
NE begins flying to American Airlines’ new Miami hub early in
1990. In March, the first SAAB 340B is placed into service.
Customer bookings skyrocket 7.09% to 1,103,897.
It is announced on April 1, 1991 that effective June 1, Command Airlines will be merged with NE to form Flagship Airlines. On April 9, an expanded facility is opened at Concourse D, Nashville, where the number of gates is increased from 4 to 16. The upgrade allows the carrier to offer 80 daily flights to 22 destinations.
NASKE AIR, GmbH.: Head Office, Nachtweide 95, Magdeburg, D-39124, Germany; Phone 49 (391) 25 99 855; Fax 49 (391) 25 99 875; Code HC; Year Founded 1992. NA is established at Graunschweig in 1992 to offer passenger and cargo charters to regional destinations. Flights commence with 1 each Fairchild Metro III and Dassault Falcon 20.
Flights continue in 1993-1999, during which years scheduled service is introduced to Hanover, Uherske Hradista, and Vienna.
NATAL AVIATION (PTY.), LTD.: South Africa (1958-1963). NAis established at Durban in 1958 to provide flight training and on-demand charters. Revenue flights begin and continue with a fleet that comes to comprise 1 each Piper PA-22 Tripacer, PA-24 Comanche, 2 PA-15 Vagabonds, and 1 Aero Commander 500A. The concern is purchased by National Airways (Pty.), Ltd. in the fall of 1963.
NATIONAIR CANADA, LTD.: Canada (1984-1993). Montreal-based Nolisair International forms NCL as a charter and inclusive-tour operation at Mirabel Airport in the summer of 1984. Founder Robert Obadia is president/CEO. Other shareholders include Bombardier Aerospace Chairman Laurent Beaudoin, his wife, and Montreal developer Maurice Pinsonnault.
Two Douglas DC-8-61s are acquired via Global International Airlines from Kansas City businessman Farhad Azima and are employed to inaugurate holiday flights in December to Rio de Janeiro, Acapulco, Montego Bay, Nassau, and Barbados.
When the original shareholders in NCL withdraw early in 1985, the Montreal-based carrier’s President/CEO Obadia is forced to obtain C$1 million in financing to keep his charter operation alive. Reports in the April 1, 1993 issue of Frank Magazine claim that the necessary funds come from Farhad Azima.
A DC-8-62 is purchased from Swissair, A. G. in July 1985, the same month one of the Dash-61s is leased to Air Jamaica, Ltd. for operation of its Toronto-Montego Bay and Kingston weekday scheduled service. A second Swissair, A. G. DC-8-62 is received in August and the Air Jamaica, Ltd. aircraft is returned on September 9. When the fall tourist season begins, new destinations visited from Montreal, Quebec City, Toronto, and Ottawa include Recife, Venezuela, and Maragita Island.
A DC-8-55F is placed in weekly Toronto-Vancouver service in May 1986, the same month in which a third ex-Capitol International Airlines DC-8-61 joins the fleet. Also in May, weekly flights begin from Vancouver to Manchester and Prestwick. Toronto-New Delhi tour flights begin in the summer in addition to charters from Hamilton to London (LGW). Two Quebecair, Ltd. DC-8-63s are acquired in September, along with that carrier’s charter operations. Just after the winter tourist season begins in November, the DC-8-55F is sold to Aero Uruguay, S. A.
Scheduled service is introduced on March 5, 1987, when thrice-weekly flights begin from Montreal to Brussels. The following month, a regularly scheduled Toronto to Recife frequency is inaugurated with Vancouver and Winnipeg to London (LGW) starting in May. A new scheduled service from Toronto to New Delhi is cancelled just after start-up in June due to India-Canada bilateral difficulties.
During the summer, Toronto-Montreal replacement flights are flown on behalf of El Al Israel Airlines and weekly charters are undertaken from Toronto to Vancouver, Calgary, and Edmonton and from Montreal to Vancouver. New points visited during the winter tour season include Cartagena, Cura9ao, San Jose, Acapulco, Puerto Vallarta, and Tenerife.
Two leased DC-8-61s arrive in January 1988, one of which is returned in May. Work is begun on a C$13.5-million maintenance center at Mirabel Airport during the summer. At the same time, scheduled Hamilton to London flights begin and Toronto-Edmonton and Vancouver charters are resumed. Hamilton largely replaces Toronto as a departure point during the winter tourist season.
The fleet in 1989 comprises 4 DC-8-61s, 2 DC-8-62s, and 2 DC-8-63s. Two Boeing 747-1D1s are delivered in January and February 1990. During the summer, charters are undertaken from Montreal to Los Angeles and resumed from that Quebec city to Vancouver. After the charter operator Odyssey International, Ltd. declares bankruptcy, its assets are purchased and merged by Nationair.
In 1991, a new B-747-129C is received and immediately leased, together with one of the B-747-1D1s, to Garuda Indonesian Airways. Another Jumbojet, a Dash-257B, is also delivered. On July 11, a DC-861 piloted by Capt. William Allan is leased by the Nigerian company, Holdtrade. With 261 Muslim pilgrims and a crew of 14 Canadians aboard, the plane crashes in flames while trying to make an emergency return landing shortly after takeoff from Jeddah, Saudi Arabia. There are no survivors of the 10th worst commercial aviation disaster to date. Na-tionair receives C$8 million in insurance to help cover the loss.
Later in the year, a B-757-236 is acquired on lease from Caledonian Airways, Ltd. while two B-757-28As are also chartered. During the fall, merger negotiations are held with competing Intair, Ltd. When these break down in November, Intair, Ltd. ceases operations.
After months of labor dispute, the company, on November 19, locks out its union flight attendants and pursers. Replacement workers are hired.
In December, scheduled service is inaugurated to Caracas.
In 1992, a third B-757-28A is leased and replaces the DC-8-63 and one of the DC-8-62s, which are deleted. The labor dispute, which will become the longest in Canadian airline history, continues.
Revenues total C$250 million; however, losses leave debts of C$70 million.
Owner/President Robert Obadia’s 1,300-employee company faces difficulty in 1993. Early in the year, the fleet is expanded by the lease of a B-747-128 from Air France, a B-747-212B chartered to Garuda Indonesia, and two leased B-757-236s. Nationair initially maintains scheduled and charter passenger and cargo services to destinations in Europe, South America, and the Caribbean. Scheduled flights, particularly to domestic points, are, however, proving too expensive to continue and so are abandoned during the first quarter.
After a number of weeks of increasing uncertainty as to the airline’s continuing viability, the National Transportation Agency (NTA) in Ottawa orders the carrier grounded on March 15, leaving hundreds of passengers stranded at airports around the world as creditors seize aircraft. In the meantime, the dispute with the flight attendants is finally settled.
On March 22, Nationair, with liabilities of C$88 million ($70 million), files for bankruptcy protection from its 1,000 creditors. Ironically, this is the first day back at work for the flight attendants and pursers who had won back their spots after months of job action.
Also at this point, the company’s liability insurance policy expires and, as a result, the NTA suspends Nationair’s operating license on March 31. The charter operator is given 21 days to obtain new coverage or lose its license for good.
At the end of March, owner Obadia fails to meet the company payroll and on April 1 a number of major Canadian travel agencies announce that they will no longer sell vacation packages based on Nationair lift. A new insurance policy is not obtained and the company’s authority is revoked on April 26.
Eventually, Obadia will face fraud charges in connection with the demise of his airline. Unlike the director of the Australian carrier Compass Airlines (Pty.), Ltd. (1) , who will go on trial over the failure of that enterprise under similar circumstances, Obadia will escape prosecution by fleeing to South America.
NATIONAL AIR (1): United States (1982-1994). NA-1 is founded at Riverside, California, in 1982 as an all-cargo carrier. Employing a pair of CASA C-212 outfitted as freighters, operations are started to a number of intrastate destinations.
In 1993, general manager Gordon Long oversees eight employees. Flights cease in 1994.
NATIONALAIR (2): United States (1983-1984). Established at Newport, Rhode Island, in 1983, NA-2 employs 2 each CASA C-212 Avio-cars and Piper PA-31-310 Navajos to operate scheduled passenger and cargo services linking the company base with Boston, Providence, New York (JFK and LGA), and Islip, Long Island.
Operations are suspended on September 30, 1984 and the company becomes a subsidiary of CASA’s U. S. distributor.
NATIONAL AIR CHARTER: Jalan Suryopranoto 11G, Jakarta, Pusat, Indonesia; Phone 62 37 1117; Fax 62 380 4709; Year Founded 1968. NAC is established by its one-name founder, Bambang, at Jakarta in 1968 to fly interisland passenger and cargo charter services. The initial fleet comprises 3 Douglas DC-3s, together with Cessnas. During the 1970s and 1980s, operations continue apace and the fleet grows to include, on occasion, leased Fokker F.27s and Nihon YS-11As. A Boeing 707 chartered from the Indonesian Air Force is also employed.
The company is purchased by businessman Richard “Dicky” Turner in 1987 and following the government’s 1989 pledge to relax its severe aircraft import restrictions, orders are placed for a pair of British Aerospace BAe 146-100s. The first BAe arrives at Singapore’s Selatar Airport in July 1990; however, at this point, the Sekretariat Negara, headed by President Suharto, refuses to issue import permits.
Operations with the one BAe and three Douglas transports continue apace in 1991-1997.
During the second half of the latter year, Indonesia suffers a severe financial crisis. This situation continues into 1998, leading to President Suharto’s May 21 resignation. The fate of the airline is in doubt as the new government moves to restore the nation’s stricken economy.
The company manages to avoid closing and continues to fly into the new millennium without incident or headline.
NATIONALAIR CHARTERS, S. A.: Zambia (1974-1994). Formed in 1974 as a subsidiary of Zambia Airways, NAC operates passenger and cargo charters for 20 years between Africa and Europe. A highlight is the November 1985 acquisition of two Boeing 707-320C freighters. By October 1986, the company is operating two scheduled flights weekly from Lusaka to London. The first is flown via Brazzaville, Nairobi, and Jeddah; the second via Luanda, Nairobi, Jeddah, and Amsterdam.
In 1992, General Manager Stafford C. Mudiyo’s 115-employee company maintains thrice-weekly flights between Europe and Lusaka, two from Amsterdam and one from London (LHR). The fleet late this year and into 1993 comprises 2 Boeing 757-200PFs. The company shuts down with its parent at the end of 1994.
World History
