The subsidiary Helicol (Helicopters Nacionales de Colombia, S. A.)

Is formed in 1958 to offer rotary-wing air taxi services into the countryside, as well as Ecuador and Peru, from bases at Bogota and Barran-quilla. The fleet comprises 68 passenger planes, including a dozen freighters. Bookings reach 1,435,712.

A DC-4, en route from Miami to Lima with 14 aboard, disappears near Casma, Peru, on June 23, 1959; the wreck is found near Mt. Baco the next day and there are no survivors. During the year, 4 L-749As join the fleet, including 1 from Trans World Airlines (TWA) and 3 from British Overseas Airways Corporation (BOAC).

On January 21,1960, as the result of a faulty landing approach, the L-1049E Colombia, with 46 aboard, crashes into Montego Bay, Jamaica, and explodes (37 dead). On June 30, an order is placed for 2 Boeing 720Bs, while a B-707-121 is chartered from Pan American World Airways (1). Employing the leased Pan Am Boeing 707-121, Clipper America, the carrier launches jet service on the New York via Miami route on October 16. In terms of passenger kilometers flown, the carrier closes the year ranked as the fourth largest airline in Latin America.

A Bristol 170 Mk. 31E with three crew is destroyed as the result of a bad landing at Ibiza on October 1, 1961; there are no fatalities. The first of 3 B-720-059Bs earmarked for the company makes its maiden flight on October 19.

In a ceremony at Seattle on November 8, President Juan Pablo Ortega accepts the first B-720-059B, which is christened Bolivar. The second B-720-059B, Santander, is delivered on November 24. The new aircraft are both named in honor of revolutionary heroes.

Both are placed into service on the New York run from Bogota via Kingston, Montego Bay, and Miami, on December 1; first-class passengers are promised that they will soon enjoy Red Ruana service.

The Clipper America, leased from Pan American World Airways (1), is now returned. During the year, the remaining 2 L-1049Es are modified to L-1049G standard.

The fleet in 1962 now comprises 25 DC-3s, 12 DC-4s, 2 B-720-059Bs, 4 L-749As, 3 L-1049Es/Gs, and a variety of miscellaneous types. With the introduction of the carrier’s new timetable on January 16, AVIANCA introduces fine Red Ruana amenities in first class. Stewardesses introduce new Red Ruana jackets and capes as part of their uniforms.

The Lockheeds are relegated to domestic trunk routes on January 19 as the Boeings begin the carrier’s all-jet intercontinental service.

A Bristol 170 Mk. 31E with three crew is destroyed as the result of a bad landing at Valencia on April 19; there are no fatalities.

In October, the Lima route is extended to Buenos Aires and a new route is opened to Mexico City via Panama City.

Boardings for the year are 1,074,909.

In September 1963, SAMSA (Sociedad Aeronautica de Medellin, S. A.), having gone into liquidation, is purchased; despite protests from Aerocondor (Aerovias Condor de Colombia, S. A.), the new subsidiary is revamped and allowed to continue operations under its previous identity. Problems of integration are highlighted by a pilots’ strike November 20-26. Still, bookings for the year climb to 1,354,496.

In 1964, AVIANCA is the first South American airline to place orders for B-727s.

A DC-3 with 28 aboard disappears while on a March 22, 1965, Bo-gota-Bucaramanga flight. The wreck is found two days later near Pan de Azucar Peak and there are no survivors. The third B-720-059B is delivered on April 8; christened Narino, she is placed into service at month’s end.

On October 17, the DC-3 Ciudad de Managua, with 18 aboard, collides with a small aircraft over Bucaramanga while on a domestic flight; both planes crash (19 dead). The first B-727-59 is delivered late in the year.

B-727-59 service begins in early 1966 as a route is opened to Manaus, Brazil, via Leticia. As the result of the pilot’s having a heart attack, a DC-4 with 61 aboard crashes into the Caribbean after takeoff from

Crespo Airport, Cartagena, on a January 14 domestic flight (51 dead). On Christmas Eve, a DC-3 with 29 aboard goes down near the Cascubel River; there are no survivors.

Airline employment in 1967 stands at 7,530. The fleet now comprises 3 B-720Bs, 4 B-727-59s, 14 DC-4s, 16 DC-3s, 3 L-1049Es/Gs, 3 L-749As, plus 2 C-54 and 2 C-47 freighters. Orders are placed for 1 B-707-320C, 2 B-737-159s, and 2 Hawker Siddeley HS 748s. A B-727-59, the first of an order for 12, is delivered on January 16 and is christened Camilo Torres; in early February, she begins flying a route to Santiago de Chile.

Upon entering service, the new trimotors are the first company aircraft to display the new red and white color scheme chosen to replace the ancient blue and white Condor motif. The name “AVIANCA-Colombia” is displayed in black and white block titles and the Condor logo on the tail is replaced by small Colombian flags. It is quickly learned that the new jetliners lack sufficient cargo space and thus the order is switched so that the last 2 delivered will be Dash-259s.

A DC-3 with 17 aboard crashes near Sogamoso on April 27; there are no survivors. On September 9, another DC-3, with 20 aboard and en route from Barranquilla to Magangue, is hijacked by three passengers and forced to land at Santiago, Cuba. The plane and its passengers return to Cuba next day minus the three pirates, who are granted political asylum.

The former Pan American World Airways (1) B-707-321B Clipper Bald Eagle is acquired on September 8 and rechristened Bolivar, it enters long haul service in November. Enplanements for the year total 1,757,835.

On March 5, 1968, a DC-4 with 4 crew and 28 passengers is hijacked by 1 Jordanian and 2 Colombians while on a domestic flight from Rio-hacha to Barranquilla. The pirates force the plane to fly to Havana, where it arrives nearly out of fuel from battling strong head winds; after the pirates deplane, the Douglas is allowed to return to Colombia. In Cuba, the Colombians are able to obtain medical aid for their sick Mideast leader.

A B-707-359B is received new from Seattle, also in March; christened Sucre, it is placed on the international service on April 1. The first HS 748 Series 2A is received from Great Britain on September 7.

In a rare double hijacking, two “Castro Sympathizers” simultaneously hijack two airliners, a B-727-59 and a DC-4 with a total of 139 passengers and crewmen, during their September 22 domestic flights from Barranquilla and force them to fly to Cuba, landing at Camaguey and Santiago, respectively, three hours apart. One plane returns the next day and one on September 24.

Another brand new B-737-159 is delivered on November 20 and, in December, the “Baby Boeing” joins the HS 748s in flying domestic routes as the Constellations begin retirement. During the year, Pan American World Airway’s shareholding is reduced to 25%.

On January 7, 1969, a DC-4 on a domestic flight from Riohacha to Maicao with 60 aboard, is seized and forced to fly to Havana. J. G. Caro Montoya, 18, is seized at Cartagena, on March 11 during an attempt to divert an airliner from a domestic flight; he is wounded in the process and an airline employee, mistaken by police for a hijacker, is shot dead.

On April 5, nonstop service is initiated from New York to Barranquilla.

A man wielding a knife forces a domestic flight to be diverted to Cuba on April 15. On May 20, 4 gunmen force a B-737-159 with 59 passengers and on a domestic flight from Bogota to Pereira, to fly to Havana.

The company wins permission on May 26 to extend its services to Los Angeles and San Francisco and Bogota-Los Angeles service begins on July 2.

Meanwhile, three men and a woman hijack a DC-4 on June 20; they allow the plane to land and discharge its passengers before proceeding to Havana.

A skyjacker unsuccessfully attempts to take over a DC-4 just after its takeoff from Barranquilla on July 10 on a flight to Santa Maria; the aircraft, with the subdued pirate, returns to its point of origin.

Three armed men force a DC-4, flying from Santa Marta to Riohacha on August 4, to fly to Havana.

On August 23, an HS 748 with 30 aboard and en route from Bucara-manga to Bogota, is hijacked by two passengers with revolvers and is forced to fly to Cuba; the plane returns to Colombia with its passengers next day. Also in August, the last L-1049G Super Constellation is withdrawn from service, later to be scrapped.

One more B-720B is acquired, from Western Airlines, on September 24. On November 13, a DC-4 with 61 passengers and en route from Cu-cuta to Bogota, is seized by 6 armed men who order it flown to Cuba. During a refueling stop at Barranquilla, the pirates allow a pregnant woman and another passenger to deplane.

A total of 1,935,516 passengers are carried systemwide on the year.

The carrier completes the introduction of its now well-recognized bright “AVIANCA Red” color scheme in 1970, completely replacing the older livery originated by Pan American World Airways (1). Two DC-4s and 4 DC-3s are replaced by another B-707-359B.

The airline is plagued by skyjackings during the first half of the year. On March 11, a B-727-21 with 78 passengers and en route from Bogota to Barranquilla, is hijacked to Cuba by 4 armed men. While on a May 21 domestic flight from Yopal to Sogomoso en Boyaca, a DC-3 with 26 passengers is also ordered to Havana. Range limitations require stops at Barrancabermeja and Barranquilla en route. A couple with 5 children in tow take over an HS 748, which is flying between Bogota and Bucara-manga, on May 31; it, too, is diverted to Cuba. Another B-727-21, with 99 passengers, is taken over during a Cucuta to Bogota service on June 26 and also sent to Cuba.

Freight is up 5.2% this year and passenger boardings rise 5.4% to 2,046,000.

A C-54E freighter with two crew is destroyed as the result of a bad landing at Bogota on January 21, 1971; there are no fatalities.

B-707-320C service is started to Zurich on April 28. Meanwhile, the 2 B-737-159s are replaced by 3 B-727-59s.

The airline spends much of the spring season fending off more skyjackers. While en route from Barranquilla to Medellin on April 25, one of the passengers aboard a DC-4 attempts to take it over and divert it to Cuba, but is subdued by the crew and other passengers. Four days later, a skyjacker succeeds in capturing a B-707-320C en route from Los Angeles to Bogota; however, the aircraft is recaptured when it makes a refueling stop at Panama City. En route from Monteria to Cartagena on May 8, a DC-4 is hijacked to Maracaibo, Venezuela, by a single assailant who surrenders as soon as the Douglas touches down. A third unsuccessful hijacking occurs on June 21 when a lone gunman, attempting to take over a DC-4 flying from Monteria to Medellin, is overpowered by the plane’s crew.

Bookings decline to 1,961,340. The employee population is 7,500 in 1972. The unduplicated route mileage grows to 41,000 as direct, twice-weekly Bogota-Rio de Janeiro via Sao Paulo service is inaugurated on January 17.

A DC-3 with 3 crew and 18 passengers collides with a company C-54D carrying three crew and 18 passengers near Las Palamos, Colombia, on July 29; both planes crash and all aboard are killed.

Passenger boardings increase 3% to 2,022,000 and cargo is up 1.9%.

Juna Pablo Ortega retires as president in 1973 and is succeeded by Sabas Preteit. The fleet is increased by 2 additional B-720Bs. An upgraded “AVIANCA Red” color scheme is unveiled and is applied everywhere, especially upon aircraft.

En route from Pereira to Medellin on May 30 with 82 passengers aboard, a B-727-59 is taken over by four armed men who force it to land in Aruba, Netherlands Antilles, demand the release by Colombia of 39 political prisoners, and seek $200,000 in ransom. As a show of good faith, 31 hostages are released. The next day, the Colombian government rejects the demands and the hijackers reduce their demand for a prisoner release and cut the ransom request to $170,000. In the air over the Caribbean for a second day, the pirates return the plane to Aruba for a third time at dusk. On June 1, the jetliner is forced to fly to Buenos

Aires, but lands, instead, at Resistencia, Argentina. The next day, the pirates receive a $50,000 ransom, abandon the aircraft, and disappear.

After an HS 748-2A with 4 crew and 40 passengers lands on a wet runway at Bucaramanga on July 5, it hydroplanes off the runway, crashes through the perimeter fence, and crosses a street, crashing into four houses; two people in the dwellings are killed.

En route from Villavicencio to Casanare in dense fog on August 22, a DC-3A with 3 crew and 14 passengers strikes a hill while on approach to its destination (16 dead).

On December 27, a DC-4 is lost to fire at Cartagena.

The year’s enplanements rise to 2,132,718 and revenues are up by 20%.

The carrier marks its fifty-fifth anniversary in 1974. Weekly departures from the U. S. to Colombia are increased to 29, due to the evergrowing popularity of that South American nation for vacationers; U. S. airlines will also increase frequencies.

Hijackers Carlos Arturo Tabares, Pedro Julio Rodriguez, and Jorge Hernando Avila seize a B-727-59 with 85 aboard during a May 10 domestic flight from Pereira, and land at Bogota, where they release 25 women and children and demand a $300,000 ransom instead of the flight to Cuba originally required. The plane departs for Perua and Cali before returning to Bogota. The next day, Colombian police, disguised as maintenance workers, storm the plane, killing 1 hijacker, capturing the other 2, and freeing all the hostages. Of these, 14 passengers and a stewardess are hurt during the evacuation out emergency exits and off the wings.

Police in Cali storm a second B-727, a Dash-24C with 122 passengers, hijacked by Eduardo Martinez on July 24 during a Pereira to Medellin flight and kill this pirate as well.

Lost in rainy weather on a flight from Tumaco to Buenaventura on August 12, a Hipper DC-3 (modified with long-range fuel tanks and uprated engines) with 3 crew and 24 passengers, crashes into Trujillo Mountain NE of Cali. There are no survivors and the wreckage will not be located for two months.

Passenger boardings for the year increase a slight 1.4% to 2,163,000 while freight swells 18%.

The fleet in 1975 includes 2 B-707-359Bs, 7 B-720Bs, 9 B-727-59s/ 24Cs, and 2 HS 748-B2s. An order is now placed for 1 B-747-124.

The carrier’s U. S. and Canada advertising budget is increased to $1 million. On a grim note, the body of a stowaway, which falls from the wheelwell of a B-707-359B over Biscayne Bay on March 22, is recovered by authorities, but is not identified.

Coming in from Bogota to Barranquilla in bad weather on September 30, a B-727-24C with 4 crew must make a second attempt to land, during which it hits trees 1,000 m. short of the runway and crashes; there are no survivors.

The former Pan American World Airways (1) B-727-21 Clipper Wuchtbrumme joins the fleet on November 11. Passenger traffic jumps 10% as 2,384,000 passengers are carried, but cargo drops 15%.

The workforce in 1976 is 7,288. Anew top management team, headed by Ernesto Mendoza, is appointed. The fleet is altered during the year as a leased B-707-320C is dedicated to an all-cargo route, 2 B-720Bs are sold, and 2 additional B-727-21s/221s are purchased.

En route from Pereira to Bogota on April 24, a B-727-21 with 30 passengers is hijacked by a man protesting the government’s “neglect of the peasants.” When the plane lands at its destination the pirate is taken in hand by police.

The nosegear of the former Western Airlines B-720B is damaged beyond repair as the result of a bad landing at Mexico City on August 16; there are no serious injuries reported, but the aircraft is written off.

AVIANCA’s first wide-body, the B-747-124 formerly operated by Continental Airlines, is delivered in November. It is christened Eldorado and, following a ceremonial visit to the nation’s four largest cities, is placed in service on December 6 over the Bogota-Frankfurt via San Juan, Madrid, and Paris route. The company is the first in Latin America to operate a Jumbojet, which is soon thereafter also introduced on flights to Miami and New York (JFK). Freight traffic climbs 11% as passenger boardings advance 13% to 2,697,000.

The last remaining Pan American World Airways (1) shares are purchased in 1977 and the carrier is reorganized. Shareholding is now controlled by private Colombian interests (72%) and the national government (28%).

A bomb is taken from a B-720B at Bogota on January 4, shortly before its departure for Caracas with 125 passengers aboard. A B-707-359B is withdrawn in February.

Bookings skyrocket to 3,013,010. On revenues of $184.4 million, the profit is $7.1 million.

Airline employment is increased in 1978 to 8,022. The fleet is again altered as 2 B-707-320Cs and 1 B-727-259A are added and 1 B-720B is sold; an order is placed for a B-747-259B/C. ABAe (HS) 748-B2 is sold to Dan-Air/Dan-Air Services, Ltd. on March 23. Service is inaugurated to London, Rome, Rio de Janeiro, and Buenos Aires; unduplicated route mileage is thereby increased 33.1% to 55,277.

Two gunmen, falsely claiming to be armed, force a B-727-259 with 119 passengers and en route from Santa Maria to Bogota, to fly to Aruba and Curacao on May 11, gaining arms in the process; policemen and crew members overpower the pirates at the latter point. During the incident, a total of 2 passengers and 2 security personnel are wounded.

Passenger boardings jump 8.6% to 3,310,726 and freight is up 21.5%. Revenues increase to $215.8 million, allowing a $6.4-million net profit.

Airline employment is increased 1.4% in 1979 to 7,287. The oldest airline in the Americas celebrates its sixtieth anniversary in the spring. The B-747-259B/C enters service on June 8 along with 2 B-727-259As; 1 more B-720B is retired. Service is begun to Montevideo and La Paz.

Cargo dips slightly, but passenger boardings soar 19% to 3,956,000.

The number of workers is increased by 10.7% in 1980 to 8,067. One B-707-320C is retired as orders are placed for 3 additional B-727-259As.

The B-720B Santander is damaged beyond repair as the result of a bad landing at Quito on January 27; there are no fatalities.

A B-727-259 with 137 aboard is commandeered on December 15 by members of the M-19 guerrilla group during a domestic flight from Bogota to Pereira. It is forced to land at Santa Marta and then Barranquilla, where 21 hostages are released. The aircraft takes off for Havana the next morning, spends the night at Panama City, and after making a refueling stop at Mexico City, arrives at the Cuban capital on December 17. There the remaining 54 hostages are freed as the pirates are taken into custody.

A B-727-259A is delivered on December 4 and on December 26 the B-727-259A order is increased to 5, at a cost of $75 million.

Freight skyrockets 132% and bookings advance 2.1% to 4 million. In terms of passenger kilometers flown, the carrier now ranks as the fifth largest in Latin America.

The fleet in 1981 comprises 1 B-747-224C, 1 B-747-124, 5 B-707-320Bs, 2 B-707-320Cs, 3 B-720Bs, 7 B-727-200s, 7 B-727-21s, and 4 B-727-100Cs; orders are placed for 3 B-767-259ERs.

En route from Bucaramanga to Cucuta on February 6, a B-727-21 with 77 passengers is taken over by 2 men who protest the Colombian political situation. The aircraft is allowed to land at its scheduled destination and, after 10 hours of negotiations, the pirates surrender to police.

A B-747-124SF is leased from El Al Israel Airlines, Ltd. on July 21 for a year and on August 28, the carrier agrees to pay a $31,000 fine to settle CAB complaints that it violates denied-boarding compensation rules in the U. S.

Passenger boardings fall 9% in the face of world economic recession to 3,661,988, but cargo climbs 39% to 199 million FTKs.

The workforce is reduced 3.6% in 1982 to 6,595. When the Israeli Jumbojet is returned in July, a second B-747-124SF is immediately leased from World Airways. A B-747-283B is chartered from SAS (Scandinavian Airlines System) on August 3.

Enplanements for the year are 3,764,549 and freight rises 17% to 232.8 million FTKs. Revenues earned are $285 million.

Airline employment climbs 3.1% in 1983 to 6,800. AB-747-259B is chartered from Chemco on May 30 and is christened Cartagena de In-dias. Withdrawn on July 16, the B-720B Narino is sold as is to the USAF for spare parts to support the KC-135E tanker upgrade program.

Later in the year, a B-727-21 is also retired.

En route from Paris to Bogota via an intermediate stop at Madrid on November 27, Flight 011, the chartered Scandinavian B-747-283B with 19 crew and 173 passengers, flying too low, strikes first one 2,247-ft. hill and then a second while on final approach to Madrid’s Barajas Airport. The Jumbojet hits the ground with the right wing (which breaks off), cartwheels, and breaks into five pieces (181 dead).

Passenger boardings for the year dip to 3,759,000 and freight traffic is level. Revenues advance to $322.7 million, but expenses are also up, 22.3%, to $353.8 million, leaving a $31-million operating loss.

The employee population is reduced 4.9% in 1984 to 5,990. Orders are placed for 3 B-767-200s and 1 B-747-123 is chartered on May 20 to replace the Jumbojet lost in Spain.

Boardings remain level at 3,966,738, while cargo is up 0.2% to 221.52 million FTKs. On revenues of $404.1 million, a $24.65-million loss is suffered.

The workforce roller coaster ride continues, as employment is increased 7.7% in 1985 to 6,419. A B-747-224C is briefly held by Miami officials early in the year when cocaine is found aboard.

Passenger boardings dip 3% to 3,660,000, and freight falls 11% to 194.25 million FTKs. Revenues drop 8% to $370.6 million and the loss accelerates 24% to $30.47 million.

In January 1986, Comercial Antiqueno Bank President Herman Rin-con-Gomez is elected president of the airline and a whole new management team is put in place. Operationally, the airline’s on-time record is but 66%.

In March, 2 B-727-2A1As are leased from the Intercredit Corporation. Two days after the airline’s security chief leads an operation finding $5-million worth of cocaine on a cargo jet preparing to depart for Miami, he is murdered in a drive-by shooting by gunmen on a motorcycle. Insurance executive Orlando J. Cabrales becomes president in November and at year’s end, another B-727-21 is delivered.

During the year, the airline’s $170-million debt is renegotiated with various banks.

Customer bookings drop another 2.1% to 3,778,303 and cargo declines 10.3% more to 174.31 million FTKs. Revenues plunge to $345.9 million, but costs are held low enough to allow an operating profit of $14.5 million and net gain of $2.8 million.

The workforce is cut 4.4% in 1987 to 5,356. A new livery is adopted for the company’s 2 B-747 Jumbojets, 2 B-707-359Bs, 2 B-707-321Cs, and 19N727s. The Jumbojet chartered in May 1984 is returned during February.

Passenger boardings are off another 1.3% to 3,726,138 and freight plunges 11.7% to 153.98 million FTKs. Revenues advance upward to $359.3 million and costs are held low, allowing an operating profit of $14.8 million and net gain of $3.3 million.

Airline employment moves ahead by 27.4% in 1988 to 6,825, but on-time performance sinks to but 32%. A fleet renewal program is initiated; 2 B-767-259ERs arrive under lease from GPA Group and enter service.

En route from Cucuta to Cartagena on March 17, Flight 410, a B-727-59 with 7 crew and 136 passengers, crashes into a mountain near the point of origin; there are no survivors.

Gonzalo Carreno hijacks a B-707-359B with 135 aboard on May 23 and forces it to fly to Panama and Aruba, where the passengers are allowed to deplane; the aircraft returns to Colombia where Carreno, who had been holding the plane with a toy grenade, vanishes into the countryside near Cartagena. He will be captured the next day.

The B-747-259B is briefly impounded at Miami by the U. S. Customs Service in June 4 after 422 pounds of cocaine are discovered in a shipment of 2,000 boxes of flowers. Indeed, the consignment contains only 22 boxes of real flowers (red roses), which are donated to Miami Baptist Hospital; the other 1,988 are filled with dope. A customs official tells the Miami Herald that this is the 14th time since January that agents have seized an AVIANCA jet with cocaine aboard at the Miami airport;

The seizure brings the amount of cocaine found aboard the Colombian airline’s aircraft in that period to 5,000 pounds.

The airline is required to pay half of a $7.5-million fine ($3.5 million) to recover the Jumbojet and to install a large, new security system. In August, AVIANCA suspends cargo flights to Miami.

Customer bookings for the year decline again, down to 3,447,497. Still, a net $5.3 million profit is generated on revenues of $305.5 million.

The payroll remains unchanged in 1989. In April, the airline renews, for another decade, the unique airmail operation first initiated back in 1931. Under the arrangement, the company will be able to continue maintaining its own post offices, corps of postmen, and sell stamps.

Just after takeoff from Bogota on a November 27 service to Cali, a bomb explodes aboard Flight 203, a B-727-59 with 6 crew and 101 passengers, igniting vapors in an empty fuel tank which detonate, causing the trijet to disintegrate in midair; there are no survivors. The explosion is reportedly caused by Pablo Escobar’s drug criminals seeking to kill 5 police informants believed aboard. There is national outrage over reports that police join looters in stripping the bodies of the dead for valuables.

Under the leadership of President Cesar Gaviria Trujillo, the nation’s economy enters a neoliberal phase beginning in December that will lead to airline deregulation in less than three years. Since the beginning of the decade, the airline has paid out over $14 million in drug-related fines, mostly in the U. S.

Passenger boardings swell 3% to 3,554,120, but freight plunges 37% to 80.12 million FTKs. The oldest airline in the Americas is now 70 years old.

Having arrived in rain and heavy fog at New York City after a January 25, 1990 service from Bogota via Medellin, Flight 052, a B-707-359B with 9 crew and 149 passengers, is forced into three holding patterns. The aircraft runs down to just 5 min. of fuel and is unable to make its initial approach into Runway 22L at JFK International Airport. During the go-around, the engines fail and the aircraft crashes into trees on a hill 12 mi. SE of the airport at Cove Neck on the north shore of Long Island (73 dead). Improper command of English by the flight crew in its communications with ATC are judged a contributing factor in the disaster. Peter Garrison reviews the accident, “AVIANCA 052: How Did It Happen?” Flying 118 (October 1991): 44-47.

A B-727-264A, first flown by Mexicana Airlines, S. A. de C. V. as the Mexicali, arrives under lease later in the first quarter.

Just after takeoff from Bogota on an April 26 service to Barranquilla, a member of the M-19 guerrilla group gets out of his seat aboard the former Mexicali and opens fire on a candidate for Colombia’s presidency. Security men for the dead politician open fire, killing the perpetrator.

The company receives its first B-767-259ER, wearing the company’s new red and white color scheme, under charter in March; a second wide-body arrives on August 14. The January accident, combined with recession and fear of terrorism in the wake of Iraq’s August invasion of Kuwait, leads to a 10% decline in customer bookings to 3,204,672. Cargo, however, grows 5% to 84.21 million FTKs.

The payroll is reduced by 13.6% in 1991 to 5,900 and the fleet now includes the 1 remaining B-707-321B, 2 B-707-359Bs, 1 each leased B-727-35 and B-727-51,5 B-727-59s, 1 B-727-24C, 3 chartered B-727-264s, 2 leased B-727-2A1As, 1 leased B-727-2H3A, 2 chartered B-727-2Q9As, 3 leased B-727-259As, 1 chartered B-747-259B, and 2 chartered B-767-259ERs.

A heavy expenditure and the employment of expert staff, trained dogs, and more careful checks begin to make a dint on the drug problem. Late in the year, a special agreement is reached with the U. S. Customs Service allowing the airline to fly belly cargo in its B-767-259ERs to U. S. destinations. Alvaro Jaramillo Buitagro is appointed president/ CEO in December.

By year’s end, the company has been able to pay down $115 million of its $170 million debt, not including $55 million in interest payments made.

During the year, Colombian President Trujillo, a champion of free markets, permits domestic airline liberalization. The national civil aviation department, AeroCivil, approves new airlines and awards new routes, while dropping its policing of ticket prices. Consequently, AVIANCA begins to face competition from several start-ups.

This deregulation of the Colombian airline industry rocks the company as its share of domestic passenger traffic begins to fall from 61.36% to 58.21%.

Still, passenger boardings inch up 2% to 3,270,291 while freight climbs 19% to 99.83 million FTKs. Expenses exceed income and there are losses: $34.8 million (operating) and $51.26 million (net).

The employee population is sliced 30.2% in 1992 to 4,325 as all of the Stratoliners and two B-727-59s are retired. In January, AVIANCA becomes the last of the major Latin American carriers to complete a fleet renewal program when it signs a contract with GPA Group for the lease of 11 McDonnell Douglas MD-83s. Also in January, the company’s Condor computerized reservations system comes on line; it is an offspring of the Maxipars system of British Airways, Ltd. (2).

At the same time, the carrier is able to acquire 58% of its own foreign debt, with a discount of 53%, thus reducing its debt, in foreign currencies, to $21.1 million. The first MD-83 is delivered on March 20 as the company now begins to coordinate its schedules with subsidiary SAM Colombia Airlines, S. A. in order to reduce overlapping and increase efficiency. The ex-Mexicali is returned in September.

Customer bookings fall 1.2% to 3,231,339 and cargo plunges 11.4% to 88.4 million FTKs. Revenues ascend 8.5% to $438.95 million, but expenses shoot up 17% to $473.28 million. Consequently, the operating loss is slightly higher at $34.32 million and the net loss is cut to $6.77 million.

In 1993, Chairman Augusto Lopez and President Alvaro Jaramillo oversee a workforce of 5,900, up 36.4% over the previous year. The fleet is increased by the addition of 11 leased McDonnell Douglas MD-83s, 2 B-757-2Y0s, and 6 Fokker 50s, the first of the latter arriving on May 4.

The new turboprop is the first high-performance Fokker 50 and it enables the company, on June 1, to inaugurate a new route from Bogota to the airport at Manizales in western Colombia, which is located at the 6,600-ft. level.

Markets served from Bogota now include Buenos Aires, Caracas, Frankfurt, Lima, Los Angeles, Madrid, Manaus, Miami, New York, Paris, Quito, Rio de Janeiro, and Santiago de Chile.

The government’s regulatory body, Aerocivil, transfers all maintenance and safety responsibility to the nation’s individual airline operators.

In July, a marketing alliance is signed with SAETA (Sociedad Anon-ima Ecuatoriana de Transportes Aereos, S. A.) and, in September-October, a joint code-sharing roundtrip service is inaugurated over a route from Bogota to Cuzco via Guayaquil. Older B-727-59s are retired as the new MD-83s enter service later in the year.

Passenger boardings decline another 2% to 3,169,081 while freight suffers a 42% downturn, falling to 50.9 million FTKs. The year’s losses are $7.2 million (operating) and $5.15 million (net).

The workforce is cut to 4,200 in 1994. The company celebrates its seventy-fifth anniversary in the spring and adopts an all-white aircraft color scheme with red titles. All of the new aircraft are on hand by spring, giving AVIANCA the youngest overall fleet in the Americas. A new Fokker 50 is damaged at Cucata on May 28.

On August 14, the former SAS (Scandinavian Airline System) B-767-383ER Astrid Viking is leased long-term for use on the service from Bogota to Miami. Membership is taken in the Latinpass frequent flyer program and services are inaugurated to Bahia, Quibdo, Sao Paulo, and Newark.

An arrangement is concluded with Grupo Bavaria under which AVIANCA takes management control of SAM Colombian Airlines, S. A. and the air taxi-helicopter operator Helicol, S. A.

Although the government of new President Ernesto Samper is more conservative, it cannot put the liberalization genie back in the bottle. Domestic airlines, including AVIANCA, continue to add capacity, start new routes, cut fares, and engage in fare wars.

Customer bookings recover, climbing 19.5% to 3,786,510, while cargo continues its slide 2.5% to 27.34 million FTKs. Revenues advance 17.4% to $405.6 million while expenses swell 16.4% to $410.23 million. The operating loss is cut to $4.62 million while the net loss advances to $11.98 million.

Airline employment is increased a huge 77.1% in 1995 to 5,900.

Losing market share to other domestic airlines under deregulation, the company begins a major restructuring program during the first quarter. Thirteen levels of bureaucracy are reduced to 5 and the number of vice presidents is dropped from 8 to 5; in addition, 50 divisions are cut to just 26. It will require two years of work with management and unions for details to be worked out.

Having been convicted for his role in the 1989 bombing of Flight 203 over Bogota, Dandeny Munoz-Mosquera, a top Medellin drug cartel hit man, is sentenced on May 5, by the Federal Court in Brooklyn, New York, to 10 consecutive life terms. Captured the previous year, Munoz-Mosquera is the first person to be tried, convicted, and sentenced under a 1986 U. S. antiterrorism statute that makes it a federal crime to kill U. S. citizens abroad; two of those aboard Flight 203 were Americans.

The U. S. FAA downgrades Colombia in October from safety Category I to Category II. AVIANCA calls upon Aerocivil to improve air safety while taking the responsibility to have its own aircraft delivered in or retrofitted with TCAS and GPS avionics.

Traffic figures for the year are mixed. Passenger boardings increase by 2% to 3,860,869, but freight continues its downward spiral, falling 17% to 40.40 million FTKs.

The workforce stands at 3,400 in 1996. Domestic market share reaches 42%, more than twice that of AVIANCA’s nearest rival. Still, it is down 17 points since deregulation began in 1991.

In December, the company decides to repaint several of its older aircraft in distinctive new color schemes. A B-727-2A1A receives the treatment and promotes AVIANCACIONES with billboard-sized titles. The lone B-727-2H3 is given a red fuselage, a white tail with AVIANCA titles, and the word BANCOQUIA painted in huge letters along its side.

In December, the carrier enters into a marketing and blocked-seat agreement with American Airlines for code-sharing services over U. S. routes beyond its gateways at New York, Los Angeles, and Miami. The pact, along with several others involving AA in Latin America, will be held up in regulatory disputes.

Traffic figures remain mixed. Customer bookings climb another 4% to 4,060,297 while cargo drops another 13% to 40.54 million FTKs. A net $2.96-million profit is celebrated.

During the spring of 1997, a dual-designator alliance is signed with TACA Group. A recession during the spring significantly impacts the carrier’s restructuring efforts.

Pursuant to a formal April agreement, code-sharing begins in May between AVIANCA and American Airlines. The two coordinate schedules and allow the passengers of each airline to make connecting flights to either network with one ticket.

At the end of August, the company, in cooperation with Colombia’s leading hotels, unveils a major cut-rate vacation package for North American passengers who wish to winter in the nation. The plan is part of an $8.5-million effort to upgrade facilities, equipment, security, and to promote tourism.

In October, the decision is taken by AVIANCA to restructure its domestic network. All flights fewer than 90 minutes are assigned to SAM Colombian Airlines, S. A., leaving the major to concentrate on domestic trunk routes and international services.

In November, services and marketing of both AVIANCA and SAM Colombian Airlines, S. A. are placed under the direction of Vice President Juan Manuel Beltran.

Enplanements this year total 3.86 million. Revenues this year reach $708.8 million, with expenses pegged at $672.3 million. As a result, there is a $36.5-million operating profit and a net gain of $4.2 million, which is later adjusted downward to $2.54 million.

Airline employment stands at 2,926 in 1998. The 22-plane fleet is 86.4% Stage III certified and includes 3 B-727-200s, 4 B-757-2Y0s, 4 B-767s, and 11 MD-83s.

One of the largest privately owned airlines in South America, the carrier operates more than 170 departures daily to over 20 destinations in Columbia and 18 international destinations on 5 continents.

On November 19, a $3-million contract is signed with World Airways. Under its terms, a wet-leased MD-11 will be operated on ACIANCA’s behalf on daily nonstop return passenger services from Bogota to New York (JFK) between December 10 and January 17.

Passenger boardings during the 12 months slide 2.4% to 3.77 million. Despite revenues of $504.3 million, there is a $5.5-million net loss.

Just after takeoff from the northwest city of Bucaramanga on April 12, 1999, on a service to Bogota, Flight 9463, a Fokker 50 with 5 crew and 41 passengers, is taken over by 5 members of the Cuban-backed National Liberation Army (ELN). Posing as businessmen, the pirates force the aircraft to land on a clandestine airstrip near Simiti, some 80 mi. NW of Bucaramanga. The same strip had earlier been dynamited by government troops because of its use by drug runners. After landing, the hostages are spirited down the Magdalena River in northern Bolivar province by canoe. Among the hostages are Congressman Juan Manuel Corso, two senior directors of Ecogas, and an American citizen who is a resident of Mexico. The skyjacking is somewhat ironic in that U. S. officials are currently meeting with Colombian President Andres Pastrana to review his country’s dire human rights record.

Hundreds of Colombian soldiers and police, including counterinsurgency specialists and crack commandos, unsuccessfully search by air and ground. The next day, 5 elderly hostages and a baby are released, due to the intervention of the International Committee of the Red Cross. The other prisoners remain missing.

Two additional captives are released on April 16. On April 26, the ELN issues a statement announcing that its is preparing to free the passengers and crew and will issue a proposal to end the nation’s long-running war. The group warns that the hand over will go ahead only if the government pulls security forces out of a rural area around the northern town of Simiti. It also demands that it return radiotelephones, confiscated in the wake of the hijack, to jailed ELN leaders Francisco Galan and Felipe Torres, who will coordinate the release operation.

In response to the ELN message, the government of President Pastrana indicates that it will not meet any demands issued by the Marxist rebels for the release of the hostages, period. At this point, a curtain of silence descends upon the case.

On May 5, it is announced that the carrier has selected Worldwide Flight Services to provide passenger and skycap services, effective May 16, for its B-757-2Y0 services at Newark.

Two days later, the ELN releases seven additional hostages; the action gains the group little good will. Eight more go free on June 18.

During the summer and fall, the carrier enters into alliances with SAM Colombia Airlines, S. A. and COPA (Compania Panamena de Aviacion, S. A.). Grupo TACA provides a leased B-767-3S1 on a shortterm September 6-January 4 lease.

Late in the year, Colombia’s airline safety is recertified by the U. S. FAA. At the same time, Valores Bavaria, S. A. injects $50 million in new capitalization for fleet expansion.

Overall customer bookings drop 3.1% to 3,656,000 and 61.09 million FTKs are operated.

A marketing and code-sharing agreement is signed with Mexicana Airlines, S. A. de C. V. on February 24, 2000; dual-designator flights will be offered between Colombia and Mexico and joint services will be provided to one another at the Bogota and Mexico City hubs.

Eight more hostages are released on April 18 from the Fokker 50 hijacked on April 12, 1999; five people are still held.

As a result of the recertification, the U. S. and Colombian regulatory agencies, in late spring, agree to an increase in the number of flights between the two nations. In June, AVIANCA is allocated seven frequencies, three of which will begin this year and four in 2001.

The company celebrates its sixtieth anniversary on June 14.

AVIANCE INTERNATIONAL: 394 Flight Line Drive, Macon, Georgia 31297, United States; Phone (912) 788-1200; Fax (912) 7883845; Year Founded 1988. Aviance is set up at Middle Georgia Regional Airport in 1988 to provide private and corporate charter and air ambulance service throughout the Southeast and Caribbean. Within 12 years, the company employs nine pilots and flies two Learjet 25Bs and a Learjet 25D.

AVIANOVA, S. p.A.: Italy (1986-1996). Organized as a fifty-fifty partnership between Alisarda, S. p.A. and Aero Transport Italiana, S. p.A. (ATI) , Avianova is formed at Rome in September 1986. Felice Molinario is named president with Sebastiano Barrera as general manager.

A fleet of 3 Avions de Transport Regional ATR42-200s is transferred from Aero Transport Italiani, S. p.A. (ATI). Scheduled revenue services are inaugurated, primarily over thin routes, on behalf of Alitalia, S. p.A., Aero Transport Italiani, S. p.A. (ATI), and Alisarda, S. p.A. in August 1987, linking the company base with Rome and Milan. The network is expanded in October with frequencies initiated to Bari, Catania, and Bologna.

Between 1988 and 1990, the fleet is increased to 8 ATR42-200s. Destinations now visited include not only those noted above but Florence, Munich, Vienna, Perugia, and Rimini. Vacation and tour flights are made to various destinations throughout Europe and the Mediterranean islands. The Rome-based small regional Aliblu, S. p.A. is taken over in 1989 and merged as the Alitalia group acquires an interest and company headquarters are transferred to Rome. In late fall 1990 the company joins with the West German regional Delta Air Regionalflugverkehr, GmbH. to provide five-times-per-week service between Florence and Stuttgart.

Two more ATR42s are added in 1991 and one of the shareholders, Alisarda, S. p.A., is renamed Meridiana, S. p.A. Guiseppe Sebasti becomes general manager in 1992. Meridiana, S. p.A., which takes over many of the regional’s international routes, divests its 50% shareholding in December. It is acquired by the IMI Bank of Luxembourg, S. A.; ICCRI Brussels Lambert S. p.A., and Meridiana Finance, S. p.A., all of which are owned by IRI, the state holding company for Alitalia, S. p.A. Enplanements total 328,398; the international percentage of this figure is down by half.

Airline employment stands at 150 in 1993 and the fleet includes 11 ATR42-300s. Indirectly 100%-owned by Alitalia, S. p.A., the regional original red and blue livery is changed to that of the Alitalia group. It continues to undertake 75% of its replacement services for its flag line partner; however, it also continues to operate for Meridiana, S. p.A. between Florence and Zurich and, during the summer, to Olbia.

Avianova flights link Florence with Milan, Munich, and Vienna. Additionally, services are offered from Milan to Perugia, from Rome to Rimini, and, seasonally, from Olbia to Florence and Perugia and from Milan to Bastia. Passenger boardings inch up 1% to 82,162.

The fleet is expanded in 1994 through the addition of 3 ATR72-210s. Traffic figures are only reported through the first half of the year and, as of June, show customer bookings up 4.1% to 38,992.

Under a plan to cut costs, Alitalia, S. p.A. in April 1995 orders 15 Fokker 70s for its subsidiary. In addition to markets around Italy and Germany, France, and Switzerland are visited from Florence, Milan and Rome, and the carrier also begins services from Turin and Bologna. The first three Fokkers are received in December.

During January 1996, the new Fokker 70s begin replacing the major on its thinner domestic and regional routes.

The remaining Fokker 70s arrive by summer. On November 1, Avianova is absorbed into Alitalia, S. p.A., where it forms the nucleus of Alitalia Team, a new low-cost division.

AVIAOBSCHEMASH SHAREHOLDERS AIR COMPANY: Box 70, 3 3rd Mytischenskaya St., Moscow, 129626, Russia; Phone (095) 287-0113; Fax (095) 287-7859; Code OBM; Year Founded 1992. This joint stock company, also known as Aviaobshemash Airline, is established at Moscow in 1992 to provide domestic and international passenger charters, largely on behalf of the Russian space industry. Gennadi P. Onopriyenko is general director and he begins revenue flights with a fleet that initially includes 2 Yakovlev Yak-40s, 8 Antonov An-12s, 3 An-24s, 7 An-26s, 2 An-32s, and 1 Ilyushin Il-76T.

By 1998-2000, Director General Onopriyenko oversees a workforce of 20 and services provided by 1 each Antonov An-12, An-24, 2 An-26s, 2 Yak 40s, and 1 Ilyushin Il-76T.

AVIAPRAD AIR COMPANY: 1B Utrennig Pereulok, Ekaterinburg, 620025, Russia; Phone 7 (3432) 26 6961; Fax 7 (3432) 26 6961; Code VID; Year Founded 1996. Aviaprad is set up at Ekaterinburg (Sverdiovsk) in 1996 to offer nonscheduled international and domestic all-cargo services. A workforce of 71 is assembled by DG Anatoli Paderov and two Ilyushin Il-76TDs are acquired. Revenue flights are launched and continued to destinations throughout the CIS, as well as to London (STN), Ostend, China, and Ras al Khamah in the U. A.E.

AVIAPRIMA AOZT: Russia (1994-1996). Aviaprima is established at Sochi Airport in 1994 to fly charter passenger services throughout the CIS and into Western Europe. V. P. Soikhanov is appointed general manager and he begins revenue services with a fleet that comprises an unspecified number of Tupolev Tu-154s and Tu-134s, plus Ilyushin Il-18s.

An order is placed for a B-737-500, but it is not delivered as the company goes out of business in 1996.