TITAN AIR COMPANY: 18/1 Olimpiski Prospekt, Moscow, 129110, Russia; Phone 70952231348; Fax 70952231349; Code TIT; Year Founded 1988. TAC is set up at Moscow in 1988 to undertake outsized all-cargo charters, primarily on behalf of the domestic energy industry. Revenue flights begin with a pair of giant Antonov An-124-100 Ruslan freighters.
Airline employment at the beginning of 1999-2000 stands at 75.
TITAN AIRWAYS, LTD.: Enterprise House, Stansted Airport, Stansted, Essex, England, CM24 1QW, United Kingdom; Phone 44 (1279) 680 616; Fax 44 (1279) 680 11; Http://www. titan-airways. co. uk; Code T4; Year Founded 1988. Titan is established at London (STN) in 1988 by the ARTAC charter brokers to undertake ad hoc passenger and cargo charters and contract service flights to regional destinations, largely on behalf of the British automobile industry. Founding member Gene H. Wilson is named managing director and operations are initiated with one Cessna 404 Titan, from which the enterprise draws its name.
Capacity to continue the emergency freight services offered to Ford and General Motors force Wilson to purchase another Titan early in 1989, following it with an Embraer EMB-110P1 Bandeirante. A Shorts 330-100 is purchased in May 1990 and passenger charters are undertaken.
A second 330-100 is leased in 1991 along with three Shorts 360-300s. Differences in market philosophy now occur between ARTAC, which wishes to continue freighting on behalf of the auto industry, and the carrier’s leadership.
The company is subjected to a management buyout in February 1992 as Gene Wilson (51%) and Brian Donald (19%), backed by the investment capital group 3i (30%), take control. Orders are placed for the charter of an Avions de Transport Regional ATR42-300.
Airline employment in 1993 stands at 30 as a SAAB 340B is ordered. Being ferried from Southend to Glasgow on January 13, the original Bandeirante with two crew encounters bad weather and fog and strikes a hill at Ponsenby Fell, three mi. E of Sellafield; there are no survivors.
The company, in March, plans to become the first domestic scheduled carrier to operate out of London (LCY), offering twice-weekly roundtrips to Belfast City Airport. When the government’s Civil Aviation Authority (CAA) requires the company to display an increase in its working capital above ?1 million ($1.5 million), the new route’s start-up must be postponed until September.
The fleet in 1994 includes 3 Shorts 360-300s, and 1 each Shorts 330100, Cessna 406 Caravan II, and ATR42-300. Another of the latter type is leased in June, followed at year’s end by a Cessna 500 Citation I.
The company handles both passenger and freight work, on a fixed or short notice basis; more and more business comes from rapid response to capacity requests from such customers as Manx Airlines, Ltd. and Air U. K., Ltd. Contracts are arranged on an ACMI (aircraft, crew, maintenance, insurance) wet-lease basis.
A third chartered ATR42-300 arrives in 1995. In the spring, the company agrees to become U. K. launch customer for the ATR42-500; however, when it is learned that the first aircraft cannot be delivered before summer, the order is cancelled. In September, a Shorts 360-300 is leased to Base Regional Airlines, B. V. for six months. During the summer, an ATR42-300 is wet-leased to the Italian carrier Meridiana, S. p.A. In December, the company agrees to lease a British Aerospace BAe 146-200QC from Asset Management Organization.
The BAe is delivered at the start of April 1996, entering service two weeks later. On September 5, the carrier receives, for the third time in three years, a Silver Award from the British Post Office in recognition of its high quality of service on the nightly Royal Mail Skynet.
Unable to land because of weather at East Midlands Airport after a January 3, 1997, service from Exeter, a Shorts 330-100 with two crew and a passenger is placed in a holding pattern. With fuel running low, it is subsequently diverted to Liverpool. While landing, the freighter touches down hard, causing the right main landing gear to collapse. Although the aircraft is damaged, no injuries are reported.
Following a 10-month lease, Titan, on February 25, purchases the BAe 146-200QC it has been chartering from Assets Management: Jets. On May 1, the carrier announces that it will lease a BAe 146-200 from USAirways and will be put to work on a contract with Jersey European Airways, Ltd. flying between the U. K. and Belfast.
In a fortunate piece of delivery exposure, the aircraft is photographed as backdrop in a scene where “Q” demonstrates a new BMW automobile to James Bond in the 18th Bond movie, Tomorrow Never Dies, which premiers in the U. S. on December 19.
Meanwhile, another BAe 146-200, first flown by British World Airlines, Ltd., is repainted in a colorful blue-and-white color scheme and delivered in November.
Enplanements for the year total 14,000 and 568,000 FTKs are also operated.
Flights continue in 1998 without significant fanfare. During the year, airline employment is increased by 60% to 120. Business, on the other hand, falters.
Passenger boardings plunge 42.9% to 8,000 while cargo traffic is off by 56.2% to 249,000 FTKs.
During the first quarter of 1999, a BAe 146-200 is leased to CityJet, Ltd. for use on the Irish carrier’s new “Air France Express” services. During the same time, the company introduces a new corporate image and aircraft livery. Gone from plane tails is the previous outline of a Greek soldier, replaced with a stylized globe painted on the markings-free white and light blue fuselages. Markings are left off in order to make it easier for ACMI customers to add their own with easy on/off decals available through a program Titan runs in cooperation with London-based Graphicraft, Ltd.
In early May, an arrangement is concluded with Ansett Worldwide Aviation Services for the charter of a used Boeing 737-300 which will be based at London (STN) and wet-leased out to other European carriers requiring additional capacity. The aircraft, an ex-Air Pacific, Ltd. B-737-33A, is received in June.
The busy summer season prevents the carrier from carrying out a plan to equip the Boeing with leather seats. This is completed during the first week of November by Frank Guy, Ltd. and the plane is returned to the airline on November 10.
Passenger boardings for the year jump 28% to 10,000.
A total of 75 workers are employed at the beginning of 2000, a 37.5% decrease over the previous 12 months. The company’s second chartered BAe 146-200QC is unveiled in a new trial color scheme on January 9. Designed by the Hertfordshire design house The Foundry, the livery is applied by Aviation Cosmetics. Both companies had worked with Titan on its successful “Globe” scheme.
To cover the late delivery of its new DHC-8-Q300s, Augsburg Airways, GmbH. on February 1 signs a wet-lease contract with Titan under which the British operator will fly its British Aerospace BAe 146-200 over the German airline’s Augsburg-Berlin route until the end of March. During this time, the aircraft will wear an experimental new color scheme designed by The Foundry group.
The Augsburg contract is extended in March for another six months; however, the route terminus is altered from Berlin to Budapest. Wearing full Titan colors, the B-737-33A is wet-leased to Tyrolean Airways (Tyrolean Airways Luftfahrtgesselschaft, GmbH.) for six months, beginning on June 16.
The chartered B-737-33A is employed on behalf of the Cunard Steamship Company between August 9 and October 26 to provide a link from London (STN) for passengers flying to Mediterranean points to join the RMS Caronia.
In mid-December, Titan wins a long-term contract with the British Royal Mail to operate a pair of British Aerospace BAe 146-200QCs nightly, one each on the route from London (STN) to Belfast and the other from Edinburgh to East Midlands. The deal is historic as it marks the initial introduction of jet equipment onto the nightly U. K. mail service.
TITAN CHARTER AVIATION (ASTORIA), LTD.: Canada (1995-1996). The deep-discount carrier, also known as Transports Aeriens Astoria, Ltd. or Titan Air Charter, Ltd., is established at Toronto in early spring 1995. Two Boeing 737-275s are leased from ATASCO and, on May 26, inaugurate six-times-per-day roundtrips to Montreal (YUL). The carrier folds within a year.
TLA (TOTAL LINHAS AEREAS, S. A.): Transportadors Sullsta S/A, Ave. Senador Salgado Filho 5397, Bairro, Uberaba, CEP-81580-000PR, Brazil; Phone/Fax 55 (41) 376-1710; Http://www. to-tal. com. br; Code TTL; Year Founded 1988. TLA is established as the air taxi Total Aerotaxi, Ltda. at Belo Horizonte, in the state of Minas Gerais, in 1988. Over the next 5 years, the company hauls mail for the Brazilian postal company Telegraphs. Scheduled intrastate services are added and the fleet comes to include 5 Embraer EMB-110P1 Ban-deirantes and 1 Beech 99.
In April 1993, the 45-employee carrier takes delivery of the first EMB-120QC Brasilia. The new turboprop, which can carry either 30 passengers or 3,500 kg. of cargo, enters night mail service for the Brazilian Post Office.
Curitiba-based Grupo Sulista, in 1994, purchases the company with a plan for turning it into a regional air carrier. Over the next two years, investments are increased and in 1996 the company receives scheduled airline authority from the Department of Civil Aviation. At this point, the air taxi is renamed Total Linhas Aereas or Total Airlines.
Flights continue in 1997-1998 with a fleet that still includes 1 Beech 99, 7 Bandeirantes, and the lone Brasilia. Two new Avions de Transport Regional ATR42-320s join the fleet during the latter year.
During the first quarter of 1999, a Portuguese-language homepage is opened on the Internet’s World Wide Web. An English-language version will appear a year later. A third ATR42-320 arrives in midyear, allowing retirement of two Bandeirantes.
During the second week of July 2000, twice-daily all-cargo roundtrips are inaugurated from Sao Paulo to Florianopolis; one flight is operated with an EMB-120 and the second with an ATR42-320.
Two Boeing 727-243AFs are leased from Pacific Coast Group in early November and are employed to inaugurate all-cargo return service from Sao Paulo to Florianopolis via Rio de Janeiro and Curitiba.
TMK II COMMUTER, S. A.: Zaire (1990-1994). TMK is founded at Kinshasa in 1990 to offer scheduled passenger and cargo services throughout the nation. Revenues services are started during the summer with a single de Havilland DHC-6-300 Twin Otter. A second Canadian turboprop is acquired in 1991. Operations continue for two more years.
TNT AIRWAYS, B. V.: Neptunusstraat 41-63, 2132, JA, Hoofdorpf, The Netherlands; Phone (31) 20 500 6877; Http://www. tnt. com; Code NTR; Year Founded 1999. During the summer of 1998, the company’s owners, KPN, the Dutch PTT & Telecommunications organization, is split up, leaving TNT Express Worldwide (TNT International Aviation Services, Ltd.) as a subsidiary of the TNT Postal Group, N. V. As an Australian company, TNT could not own or operate its own European airline, but now the restriction no longer applies. Planning is begun for the establishment of a wholly owned, noncontract cargo airline. During the year, TNT and its affiliates move 2.91 million freight tons.
TNT Express and the cargo division of American Airlines sign a worldwide airline service level agreement on January 28, 1999. The pact is the first of its kind between TNT and a U. S. carrier and will extend its reach, particularly into South and Central America. Improved service standards and block-space cargo availability in the freight holds of AA’s new Boeing 777-223s are important components of the new arrangement. Freight tons carried grows to 2.97 million and TNT Express contributes $145 million to its parent’s $860 million 1999 revenues.
At the beginning of 2000, TNT’s air network moves 1,400 tons of express cargo weekly and serves 50 airport every night throughout Europe. When capacity through its “OneWorld” alliance and KLM (Royal Dutch Airlines, N. V.) partners is figured in, TNT is able to offer an additional 5,300 flights operating between 726 worldwide hubs.
TNT Airways, Ltd. is officially created on April 7 as a subsidiary of TNT Holdings, B. V. to operate on a noncontract basis as TNT Postal Group’s own cargo airline. Although headquartered in the Netherlands, the operational component, under Vice President Fred Beljaars, is based at the TNT European Express Centre at Liege, Belgium, from whence it can take full advantage of TNT Postal Group’s extensive European road network. It now begins the process of reacquiring the fleet of 18 BAe 146QT freighters it has placed with other European operators. These are to be consolidated into the new airline as the contracts with each carrier end. It is anticipated that the company will launch flights under its own brand at the end of the year and be fully operational by the end of 2002.
As TNT Postal Group further prepares for the deregulation of European postal services over the next year, it joins with the British Post Office and the Singapore postal authority, also in April, to create an international mailing joint venture. Combined potential value of this enterprise, with its emphasis on the delivery of business mail, could be upwards of $429 million.
In need of additional capacity in Europe, TNT, during the second quarter, reclaims the two BAe 146-200QTs it has had on lease to Pacific East Asia Cargo. They are shifted to London (STN), arriving on April 25 and 28, respectively.
Work toward the official beginning of service continues apace during the remainder of the year. It proves difficult to attract flight crews to Liege, due largely to the high taxes of Belgium. In October, a contract is won with ABB to handle express documents, parcels and freight for the technology concern’s 1,000 offices around the world.
Employing a single BAe 146-300QT, TNT Airways inaugurates revenue all-cargo services from Liege in mid-February 2000.
The company’s fleet is dramatically increased on May 3 when the contract with Air Foyle, Ltd. ends and the eight BAe 146QTs it had been operating on behalf of TNT Express Worldwide are transferred back the TNT European Express Centre. The Pan Air Lineas Areas, S. A. contract has one more year to run.
In mid-May, TNT purchases the original Airbus Industrie A300B4-203F of Channel Express (Air Services), Ltd. The last Air Foyle, Ltd. BAe 146QT arrives at Liege on June 5, physically bringing an end to a relationship begun in May 1987. Approximately 55 former Air Foyle pilots have been enticed over to fly the aircraft.
The Channel Express (Air Service), Ltd. A300B4-203F is transferred to Belgium on July 5, where it is joined by a second Airbus freighter during the second week of the month.
A new cargo facility is dedicated at New York (JFK) on August 7. The facility is linked by a daily B-757-200F freighter service to the Liege cargo hub.
Another A300B4-203F is purchased on December 15, this one from the First Security National Bank. Using Pan Air Lineas Aereas, S. A. A300B4-103Fs, a new cargo route is opened during Christmas week from Liege to Pescara via Bologna. Two more Airbus A300B4-203s are acquired as the year ends and will also be converted into freighters.
TNT EXPRESS WORLDWIDE (TNT INTERNATIONAL AVIATION SERVICES, LTD.): United Kingdom (1988-1999). TNT, Ltd., that part of the Australia-based TNT International Aviation Services Group dedicated to European services, establishes its main hub at Cologne in 1988 while keeping administrative headquarters at Windsor, Berkshire, England. Gerry Fallscheer is appointed managing director and a la Federal Express (FedEx), established an integrated European network of more than 30 cities. These will be served nightly by contract carriers, who may use the aircraft during the day to provide daytime charters booked through the company’s Windsor commercial department. Neither traffic nor financial data is released.
In 1989, a total of 10 British Aerospace BAe 146-200QTs are flown, two each by Air Foyle, Ltd., Euralair, S. A. (2), and Malmo Aviation, A. S., and one each by Malev Hungarian Airlines; Mistral Air, S. p,A., Pan Air Lineas Aereas, S. A., and Nurnberger Flugdienst, GmbH. Orders are outstanding for 6 more Dash-200QTs plus 10 Dash-300QTs.
Four BAe 146-300QTs arrive in 1990 and two each are assigned to Air Foyle, Ltd. and Malmo Aviation, A. S. The former carrier also receives the 11th Dash-200QT. Although seven Dash-300QTs are on hand in 1991, four (including two flown by Air Foyle, Ltd.) are placed in storage as recession, higher fuel bills, and the Gulf crisis impact the carrier’s air freight business.
To market all of its cargo products under a single umbrella, TNT, Ltd. in May is reorganized into the single program TNT Express Worldwide, Ltd. Ownership is now held by a consortium of postal departments from Canada, Sweden, France, Germany, and the Netherlands.
Based at Amsterdam and with Paul Moorhouse as chief operating officer, the new organization comes into effect on July 1. At this point, the company controls 1,200 offices in Europe and the U. S. (including 50 in the latter nation) and buys up the entire BAe 146 production line for the next 2 years. An office is opened in Hong Kong in October as services commence in Asia.
The 11 BAe 146-200QTs and 8 Dash-300QTs are fully engaged in 1992 as services improve following the end of the Gulf War. Of the latter aircraft type, Air Foyle, Ltd. operates three, Malmo Aviation, A. S. flies two, and one each are flown by Mistral Air, S. p.A. and Pan Air Lineas Aereas, S. A. In May, daily return cargo flights are inaugurated between Cologne and the Finnish city of Turku.
During the year an agreement is entered into with Federal Express; under its provisions, TNT will provide intra-European cargo and express flights on behalf of the American major to 10 communities. In December, the company’s Aircraft Maintenance Services division opens a new Engine Repair Centre at London (CTN).
In early 1993, a DC-8-73F is acquired and employed to fly five times per week between Cologne and New York City. New European partners joining the operation include Eurowings NFD + RFG, GmbH. and City Air Scandinavia, A. S. The airline, with the help of Pacific East Asia Cargo (formerly Air Philippines), expands into the Far East during the spring. Two BAe 146-200QTs are provided to the Asian partner which, also employing two of its own BAe 146-300QTs, inaugurates overnight flights linking its Manila base with Taiwan, Singapore, and Brunei. PEAC’s Manila base becomes TNT’s new Asian hub.
During the first quarter of 1994, the company’s Premium Service and Mail Fast products are joined by a third express-level, “Say When” service. The new product allows U. S. shippers to designate specific delivery dates for items going to Europe. A total of 11 BAe 146-200QTs are flown, four by Air Foyle, Ltd., two each by Pacific East Asia Cargo and Pan Air Lineas Aereas, S. A., and one each by Eurowings NFD + RFG, GmbH., Malmo Aviation, A. S., and Mistral Air, S. p.A., while two each BAe 146-300QCs are operated by Air Foyle, Ltd., Malmo Aviation, A. S., and one each by Mistral Air, S. p.A. and Pan Air Lin-eas Aereas, S. A. In the fall, a seventh BAe 146-300QC is placed into service on the company’s European night services.
During the third week of November 1995, a memorandum of understanding is signed with TNT’s Australian parent. Under its terms, Air New Zealand, Ltd. will purchase from TNT a 25% stake in Ansett Australia (Pty.), Ltd. for A$200 million. In addition, it has the option through February 15, 1998, to purchase another 25% for A$225 million. If this second stock option is not taken up, TNT will have the option to buy back the initial 25% share. The deal must be reviewed by both the Australian Foreign Investment Review Board and New Zealand’s Commerce Commission.
During the first week of January 1996, TNT Express Espana, S. A. is sold for A$40 million. In a preliminary January ruling, the New Zealand Commerce Commission disapproves of Air New Zealand, Ltd.’s arrangement with TNT, Ltd. It advises all interested parties that they may make written comments on the proposed sale until February 29 and give oral presentations in March, but that it will make a final determination on April 3.
During the first week of March it is announced that the company will move its European hub from Frankfurt to Liege, Belgium; upwards of 34 flights per night will be affected when the transfer takes effect on January 1, 1998. Meanwhile, Belgium begins to upgrade facilities at the onetime military air base to Category III standards.
The New Zealand Commerce Commission, fearing a monopoly over New Zealand’s domestic routes, rules on April 3 that Air New Zealand, Ltd. may not purchase the TNT, Ltd. interest in Ansett Australia (Pty.), Ltd.
The Commerce Commission reverses its April decision in late June after the News Corporation, which also holds 50% interest in Ansett Australia (Pty.), Ltd., steps forward at mid-month and acquires 100% ownership of Ansett New Zealand, Ltd. The new equity arrangement ends New Zealand government’s monopoly concerns; however, the TNT, Ltd. purchase still must be approved by two Australian bodies, the Foreign Investment Review Board and the Competition and Consumer’s Commission. These permissions are all obtained over the summer.
The formal A$325 million Air New Zealand, Ltd. buyout of the TNT, Ltd. interest in Ansett Australia (Pty.), Ltd. is approved by the TNT board in early September. Approval from the Ansett board and the Australian government is received in October. Late in the year, a four-year contract is signed with FLS Aerospace, Ltd., based at London (STN), for the conversion of Boeing 727-200 passenger planes into 727Fs.
In Europe during November, construction begins on a 24,000-sq.-m. warehouse at Liege. In late December, TNT is purchased by KPN, a postal and telecommunications service based in the Netherlands.
At the beginning of 1997, the company and its subsidiaries visit over 40 European destinations, as well as Brunei, Manila, New York, Singapore, and Taipei.
In January, TNT receives a $5.9-million contract from Opel/Vauxhall for distribution of after-sales service parts to points within that company’s European retail network. The first FLS-converted B-727F is delivered in mid-April. At the same time, the Liege warehouse is completed.
In late May, it is announced that the company has begun construction of an automated parcel-sorting system and a 4,600-sq.-m. aircraft maintenance hangar at Liege.
At this point, TNT has aircraft under contract stationed in Europe at Liege, Helsinki, Cologne, Budapest, Dublin, Bergamo, Rome, Oslo, Lisbon, Madrid, Goteborg, Stockholm, Belfast, Edinburgh, and London (STN). It also operates freighters from Hong Kong, Jakarta, and Singapore. In the U. S. and Canada, it contracts with other operators and provides services from hubs at Vancouver, Toronto, Miami, Los Angeles, San Francisco, and New York (JFK).
The move to Ostend is completed in March and April 1998. During May, it is announced that the company will acquire a large fleet of Airbus Industrie A300B4Fs with which to feed its new Liege hub and with which to replace the aging B-727Fs. A contract is signed with Channel Express (Channel Express Air Service, Ltd.) to begin employing its own A300B4-203F on TNT flights from the U. K. to Liege in September.
A new aircraft livery is unveiled in June on a B-727F converted into a freighter by Tucson-based Hamilton Aviation. The aircraft is sent to Europe to be flown by Denmark-based Sterling European Airways, A. S.
During the summer, the company’s owners, KPN, the Dutch PTT & Telecommunications organization, is split up, leaving TNT Express as a subsidiary of the TNT Postal Group. As an Australian concern, TNT had been prohibited from owning or operating its own freight carrier in Europe, but those restrictions no longer apply. Planning is begun for the establishment of a wholly owned, noncontract cargo airline.
TNT Express and the cargo division of American Airlines sign a worldwide airline service level agreement on January 28, 1999. The pact is the first of its kind between TNT and a U. S. carrier and will extend its reach, particularly into South and Central America. Improved service standards and block-space cargo availability in the freight holds of the carrier’s new B-777-223s are important components of the new arrangement.
In need of additional capacity in Europe, TNT, during the second quarter, reclaims the two BAe 146-200QTs it has had on lease to Pacific East Asia Cargo. They are shifted to London (STN), arriving on April 25 and 28, respectively.
At the beginning of 2000, the TNT air network serves 50 airports across Europe every night moving in excess of 1,400 tons of cargo nightly.
TNT Express and the cargo division of American Airlines sign a worldwide airline service level agreement on January 28. The pact is the first of its kind between TNT and a U. S. carrier and will extend its reach, particularly into South and Central America. Improved service standards and block-space cargo availability in the freight holds of AA’s new Boeing 777-223s are important components of the new arrangement. TNT Airways, Ltd. is officially created in April to operate on a noncontract basis as TNT’s own cargo airline. Although headquartered in the U. K., the new concern is based at the TNT European Express Centre at Liege, Belgium.
In need of additional capacity in Europe, TNT, during the second quarter, reclaims the two BAe 146-200QTs it has had on lease to Pacific East Asia Cargo. They are shifted to London (STN), arriving on April 25 and 28, respectively.
TNT Airways, Ltd. now begins the process of reacquiring the fleet of 18 BAe 146QT freighters it has placed with other European operators. These are to be consolidated into the new airline as the contracts with each carrier end. It is anticipated that the company will launch flights under its own name around the end of the year and be fully operational by the end of 2002.
TNT SAVA, S. A.: Brazil (1992-1993). TNT Sava is established at Rio de Janeiro in 1992 as the Brazilian partner of the multinational TNT International Aviation Services based in the U. K. All-cargo services commence with a single Boeing 727-27C first flown by Braniff International Airways.
Unable to achieve fiscal viability in a recession year, the company shuts down in 1993.
TOA AIRWAYS COMPANY, LTD.: Japan (1953-1971). The automobile manufacturer Daihatsu forms Toa Kotan, Ltd. at Hiroshima on November 26, 1953, beginning de Havilland DH 104 Dove charter flights to the Osumi and Shoto Islands early in 1954. In late 1957, permission to commence temporary scheduled services is obtained commencing March 20, 1958. The fleet is now increased by the addition of a number of DH 114 Heron 1Bs.
Three years later in late 1961, permanent certification is obtained.
A DH 114 Heron 1B with three crew crashes into Mount Ohira on February 23, 1962; there are no survivors.
In affiliation with All-Nippon Airways Company, Ltd. (ANA) from which several Convair CV-240s are leased, the carrier makes preparations to inaugurate new services on March 20. These new routes include Kagoshima-Kumanoto-Kokura, Kagoshima-Ryuku Islands, and Hiroshima-Matsuyama. On August 22, a marketing and route transfer agreement is signed with ANA; it will be implemented beginning the following year.
A number of thin ANA routes from Hiroshima are turned over on February 11, 1963, followed on October 16 by feeder routes emanating from Fukuoka. The most important group of ex-ANA routes is turned over on June 15, 1964 and includes several important services from Osaka, including a connecting link to Hiroshima.
Services are maintained and frequencies are increased, particularly following Toa’s introduction to the commercial world of the YAMC YS-11-100 on April 1, 1965. This turboprop is the first indigenous, postwar, Japanese-built commercial airliner.
A CV-240 leased from All-Nippon Airways Company, Ltd. (ANA) is damaged beyond repair in a ground accident at Obihiro on May 29; there are no fatalities.
Another CV-240 with five crew crashes on takeoff from Tokyo on an August 26, 1966, training flight; there are no survivors.
Flights continue without incident through the remainder of the decade and into the next. By May 15, 1971, when the company is merged with Japan Domestic Airlines Company, Ltd. to form Toa Domestic Airlines Company, Ltd., the fleet comprises 18 YS-11-100s, 10 YS-11A-200s, and 2 YS-11A-300s.
TOA DOMESTIC AIRLINES COMPANY, LTD.: Japan (19711988). This carrier is formed on May 15, 1971 through the merger of Toa Airways Company, Ltd. and Japan Domestic Airlines Company, Ltd. Shareholding is divided between the Tokyo Electric Express Railway (26%), Toa Airways Company, Ltd. (11%), Japan Air Lines Company, Ltd. (2) (9%), and miscellaneous smaller investors (54%). Goro Tominaga is named president.
The combined fleet under a new livery includes Toa’s 18 YAMC YS-11-100s, 10 YS-11A-200s, 2 YS-11A-300s, JDA’s 15 YS-11As, and 3 Boeing 727-146s. Former routes of the merger partners are now flown under integrated schedules.
En route from Sapporo to Hakodate on July 3, a YS-11A with 4 crew and 64 passengers is reported missing; the next day the wreckage is spotted on the southern face of Mount Eboshi near Hakodate and there are no survivors. President Tominaga accepts responsibility for the disaster and resigns.
Orders are placed in 1972 for eight Douglas DC-9-41s, the first of which arrives and enters service between Tokyo and Kushiro in December 1973. TDA is the only airline other than SAS (Scandinavian Airlines System) to operate the Dash-40 version of the Douglas twin-jet.
Frequencies and rates are improved during 1974 to the 35 destinations on the domestic network. The fleet is standardized around the YS-11A, which predecessor Toa Airways Company, Ltd. had introduced to the commercial world on April 1, 1965, and the three Boeing trijets are withdrawn.
The first of eight additional DC-8-41s begin serving the carrier’s Tokyo to Sapporo and Fukuoka trunk routes in May 1975.
Atotal of 3,851,723 passengers are carried during the 12 months.
Isamu Tanaka is named president in 1976. Airline employment is 2,642 and the fleet now includes 14 DC-9-41s, 1 DC-9-51, and 31 YS-11As. Service is inaugurated between Osaka and Aomori.
Freight traffic accelerates 26.5% for the year while passenger boardings swell 18% to 4,697,954.
Six more DC-9-41s, two DC-9-51s, and six YS-11As are placed into service during 1977.
Enplanements soar to 5,419,954.
The workforce at President Isamu Tanaka’s carrier is increased 6.7% in 1978 to 2,914. The transfer of international flights to the new Tokyo Narita Airport and the beginning of services from Nagoya, Oita, and Kagoshima results in a traffic boom.
Cargo soars 28.4% and passenger boardings jump 15.8% to 6,437,000. To help handle this surge, orders are placed for six Airbus Industrie A300B2s and five DC-9-80s (also known as McDonnell Douglas MD-80s).
The number of employees is increased another 8.3% in 1979 to 3,155. Five new domestic routes are opened and five used YS-11As are added to the fleet.
Passenger boardings grow 13.8% to 7,327,194 while freight accelerates by 15.8%.
The workforce grows again in 1980, climbing 5.4% to 3,325. The first of three A300B2K-C3s delivered on the year arrives at Tokyo on October 2 and is placed on a service from Tokyo to Kagoshima. New routes are started from Tokyo-Memembetsu and from Kagoshima-Osaka, Kikaishima, and Okayama.
Freight traffic grows 4.1% to 12.06 million FTKs and passenger bookings rise 1.1% to 7.4 million.
The employee population inches upward by 3.2% in 1981 to 3,430. The first two of eight MD-81s are delivered in March, with six more arriving throughout the remainder of the year along with two A300B2K-3Cs. The MD-81s begin flying from Tokyo to Kagoshima, Kumamoto, and Hakodate.
Four DC-9-41s are sold to Finnair, O/Y and the carrier’s tenth anniversary is celebrated on May 15. The subsidiary Japan Air Commuter, Ltd. is established at Kagoshima on July 1 to feed its parent, itself once a feeder for All-Nippon Airways Company, Ltd. (ANA). TDA holds 60% shareholding.
Passenger boardings jump 9.5% this year to 8,114,786 and cargo traffic balloons 42.4% to 17.18 million FTKs. On revenues of $253 million, expenses (led by fuel and airport usage costs) climb 21.1% to $267.9 million, leaving an operating loss of $10.8 million.
The employee population is increased 1.4% in 1982 to 3,478. Routes are extended from Tokyo to Sapporo, Fukunka, and Kagoshima and from Nagoya to Akita. One more A300B2K-3C is delivered as two DC-9-41s are sold to Ozark Air Lines (1) and one to Finnair, O/Y plus three YS-11As to Mid-Pacific Airlines.
Passenger boardings dip 2.8% to 7,890,000, but freight advances by 39.2% to 23.9 million FTKs.
A total of 11 people are hired in 1983, a 0.6% increase. During the year, Isamu Tanaka is appointed chairman in June, with Toshihiko Kubota as president. Three A300B2K-3Cs are added to the fleet and two A300B2K-3Cs previously grounded following the national fuel crisis are placed back into service between Tokyo and Osaka. The carrier now orders STOL aircraft for its commuter subsidiary Japan Air Commuter Company, Ltd.; the new Dornier 228-212s enter service on December 10.
Freight zooms 30.1% this year while passenger boardings are up 3.2% to 8,143,461. The year’s loss is $27 million.
The workforce is boosted 2.8% in 1984 to 3,596. One A300B2K-3C is delivered and orders are placed on February 8 for four MD-81s, at ? 6billion per copy ($25.8 million) for delivery the following spring.
By December, the company’s busiest route is that between Fukuoka and Kagoshima.
Passenger boardings accelerate 10.2% to 8,975,875 and cargo balloons 24.1% to 38.59 million FTKs. Revenues are $508 million and profits are, respectively: $19.3 million (operating) and $19 million (net).
The payroll grows 2.3% in 1985 to 3,674. The fleet now comprises 9 A300B2K-3Cs, 8 MD-81s, 14 DC-9-41s, and 35 YS-11As, with orders outstanding for 5 MD-81s, 1 A300B4-203, and 4 MD-87s.
The first MD-11 is delivered to President Kubota at Long Beach on April 5; a second will be delivered before year’s end.
Two new MD-81s arrive from the U. S. in April and May. The first enters service on routes to Mebanbetsu, Hokkaido, on July 1. Also in July, the two daily Tokyo-Hanamaki services are dropped due to the success of the competing Tohoku Shinkansen (Bullet Train); this route is replaced by a Hanamaki-Nagoya service, flown with two more A300B2s leased for the route.
In December, the government ends the Japan Air Lines Company, Ltd. (2) monopoly on international service, while allowing the flag carrier to compete domestically. Simultaneously, in an effort to save on fuel costs and reduce accumulated deficit, the number of flights on 16 domestic routes is reduced.
Due to the Japan Air Lines Company, Ltd. (2) Boeing 747 crash in August, passenger boardings are up only 4.2% to 9,348,000, although freight continues its upward spiral, growing by 10.3% to 42.56 million FTKs. On revenues of $748.5 million, expenses are $746 million; profits are, respectively: $2.5 million (operating) and $3.5 million (net).
Employment grows by 4% in 1986 to 3,851. In February, an application is submitted seeking the launch of Tokyo-Honolulu scheduled service at year’s end. Weekend 20% discount fares are offered on the Tokyo-Osaka route, beginning in May, in an effort to battle the Tohoku Shinkansen.
In June, the decision is made to postpone long-haul international service for two years while efforts are made to eliminate the carrier’s deficit and to gain experience by flying charters to South Korea, China, Hong Kong, and Singapore with A300B2K-3Cs and the last two of four MD-81s.
On July 21, President Kubota announces that TOA will recruit foreign pilots for its envisaged international air route service now scheduled to start in the airline’s 1988 business year. The recruitment is labeled “a temporary measure” until the airline’s Japanese pilots have acquired enough experience and technique on the new Tokyo-Honolulu flights.
In November, two DC-10-30s are ordered for delivery in January and February 1988 and an A300B4-203 is purchased from Australian Airlines (Pty.), Ltd. for March 1989 delivery.
En route to Tokyo from Oita in Kyushu on December 9, a DC-9-41 with 105 people encounters air turbulence at the 9,000-ft. level over Os-hima Island; although the aircraft is safely landed at Tokyo (HAD), nine people must be rushed to the hospital for treatment of their injuries.
So far this year, the company has sold nine of its YS-11-100s; a tenth is purchased by Mandala Airlines of Indonesia on November 12 for ? 180 million.
Customer bookings increase a scant 1.4% to 9,267,928, but cargo jumps again, by 13.5% to 48.29 million FTKs.
The workforce is increased by 5% in 1987 to 4,042. On January 10, a YS-11A-109 with 4 crew and 48 passengers fails its takeoff from Miho Airport for a service to Osaka and goes off the end of the runway; there are no serious injuries reported.
In March, an A300B4-203 is acquired from Australian Airlines (Pty.), Ltd. The company’s first long-range DC-10-30 is received on March 30 and to mark the occasion and the rise to the status of an international carrier, the company name is changed on April 1 to Japan Air System, Ltd.
World History
