At Rotterdam in 1988 to offer nonscheduled urgent-cargo flights and executive and small group passenger charters. Revenue flights commence with a mixed fleet that grows to include 7 Piper PA-31-350 Navajo Chieftains, 2 Cessna 172s, and 1 Beech Super King Air 200.
A joint venture document is signed with Basel-based Farner Air Transport, A. G. (FAT) in 1995. Two Fokker F.27-500Fs are acquired via Farner in 1996 and are employed to enhance the carrier’s cargo services. Tulip’s Fokkers operate on behalf of United Parcel Service (UPS), TNT Express Worldwide, and Federal Express.
FAT, which is owned by Suisse Atlantique, is significantly expanded in 1997, becoming the core subsidiary of a new holding group, Farnair Europe Aviation Group. Tulip also becomes a subsidiary and at this point is split into two divisions. Tulip Air Taxi, B. V. continues to provide passenger charters, while Tulip Air Charter, C. V. operates freight operations. The Fokker fleet is transferred to the latter, while Tulip Air Taxi, B. V. receives 5 Piper PA-31-350 Navajo Chieftains.
TULIP AIR CHARTER, C. V.: The Netherlands (1997-2000). Basel-based Farner Air Transport, A. G. (FAT), which is owned by Suisse Atlantique, is significantly expanded in 1997, becoming the core subsidiary of a new holding group, Farnair Europe Aviation Group. Tulip Air, B. V., which has been a FAT joint venture partner for a year, becomes a subsidiary and at this point is split into two divisions. Tulip Air Taxi, B. V. provides passenger charters, while Tulip Air Charter, C. V. flies freight operations. Both subsidiaries continue to be based at Rotterdam. Tulip Air Charter receives Tulip Air’s two Fokker F.27-500Fs, while Tulip Air Taxi, B. V. receives five Piper PA-31-350 Navajo Chieftains. TAC’s Fokkers continue to operate on behalf of United Parcel Service (UPS), TNT Express Worldwide, and Federal Express.
Three Airbus Industrie A300B4-103Fs, purchased by FAT the previous year, are acquired in 1998, and are placed into service delivering packages around Europe on behalf of DHL Worldwide Express. In 1999, a third
F.27-500F joins the fleet. TAC moves into new Rotterdam premises in April 2000. In May, Tulip Air Taxi, B. V. and its maintenance division are sold. Tulip Air Charter is renamed Farnair Netherlands, B. V. in August.
TULIP AIR TAXI, B. V.: Postbus 12110, Luchthaven, Rotterdam, 3004, The Netherlands; Phone 31 (1) 043 78100; Fax 31 (1) 043 72164; Code TLP; Year Founded 1997. Basel-based Farner Air Transport, A. G., which is owned by Suisse Atlantique, is significantly expanded in 1997, becoming the core subsidiary of a new holding group, Farnair Europe Aviation Group. Tulip Air, B. V., which has been a FAT joint venture partner for a year, becomes a subsidiary and at this point is split into two divisions. Tulip Air Taxi, B. V. continues to provide passenger charters, while Tulip Air Charter, C. V. flies freight operations. Tulip Air’s two Fokker F.27-500Fs are transferred to the latter, while Tulip Air Taxi, B. V. receives five Piper PA-31-350 Navajo Chieftains.
Unscheduled operations continue apace under the Farnair banner until May 2000, when Tulip Air Taxi and its maintenance division are sold.
TULIP CITY AIR SERVICE: 1581 South Washington Ave., Holland, Michigan 49423, United States; Phone (616) 392-7831; Fax (616) 392-1841; Year Founded 1967. Originally established as the FBO at Tulip City Airport in 1967, this concern also undertakes executive and small group passenger charters throughout the U. S. and Canada, many in connection with the city’s famous tulip bulb festival.
In 2000, the company employs 9 pilots and flies 2 Cessna 401s and 1 each C-310, Beech King Air 100, and King Air 90.
TULPAR AVIATION: 2 Academician Pavlov Street, Kazan, Tar-tarstan, 420036, Russia; Phone 7 (8432) 35 64 34; Fax 7 (8432) 35 64 44; Code TUL; Year Founded 1991. TA is set up at Kazan in the fall of 1991 to provide domestic and international passenger and cargo charters. Vasily Vazhenin is general director and he begins revenue service in November.
Flights continue during the remainder of the decade. During these years, the workforce grows to 30 and the fleet comes to include 5 Yakovlev Yak-40s and 1 each Yak-42 and Antonov An-74. The carrier also enters into a marketing alliance with Volga-Dnepr Airlines.
TULSAIR BEECHCRAFT: 3027 N. Sheridan, Tulsa, Oklahoma 74115, United States; Phone (918) 835-7651; Fax (918) 832-0651; Year Founded 1945. Originally established at an FBO at Tulsa in 1945, this concern, over the next 50-plus years, also becomes a Beechcraft sales outlet and offers executive and small group passenger charters.
Tom Clark is president in 2000 and he employs 9 pilots to fly a mixed Beech and Learjet fleet to worldwide destinations. His operational fleet includes 1 each Learjet 55 Longhorn and Learjet 25,2 Beech 58 Barons, 1 Super King Air 200, and 1 Beech 76 Duchess.
TUNDRA COPTERS: 3868 University Ave, South, Fairbanks International Airport, Fairbanks, Alaska 99709, United States; Phone 907 474-0429; Fax 907 474-8948; Year Founded 1961. Tundra is established at Fairbanks in 1961 to offer helicopter charters and support flights throughout the region. By 2000, the company employs 2 fulltime and 10 part-time pilots to fly a fleet that comprises 2 each Bell 206L LongRangers and Hughes 500Ds, plus 4 Bell 206B JetRangers.
TUNINTER, S. A.: BP 1080, Bd 7 November 1987, Imm Naghrebia, Tour B, Tunis-Carthage, 2035, Tunisia; Phone 216 (1) 701 717; Fax 216 (1) 712 193; Code UG; Year Founded 1991. Tuninter, S. A is formed at Tunis on July 21, 1991 to take over the domestic services of the flag carrier Tunis Air (Societe Tunisienne de l’Air, S. A.). Capitalized at 12 million dinars ($11 million), shareholding is divided between Tunis Air, S. A. (40%), private interests (51%), and government-owned banks (9%).
Tunis Air (Societe Tunisienne de l’Air, S. A.) Chairman/Director General Abdelhamid Fehri is named chairman of Tuninter’s 12-person board and Vice President-Commercial Raouf Essaied is seconded to become director general. In the fall, a $42-million order is placed for two Avions de Transport Regional ATR72-202s (Habib Bourguiba and Tahar Haddad) and an ATR42-320 (Alyssa), the names and color schemes for which are personally chosen by the Tunisia President Zine Ben Ali.
The new regional launches revenue services in March 1992 linking the capital with the tourist destinations of Monastir, Djerba, Sfax, Tozeur, and Tabarka.
International flights are also undertaken to Malta, Sardinia, and the Sicilian city of Palermo. During the remaining 3 quarters of the year, a total of 248,000 passengers are transported.
Airline employment in 1993 stands at 100 as one ATR72-202 is withdrawn. During the summer, scheduled roundtrips are inaugurated to the Algerian cities of Annaba and Constantine. Although traffic figures are not provided, it is known that with their country suffering under a UN boycott, more Libyans are flying the airline after arriving at Djerba by surface transport. Services continue apace in 1994 and charter flights are introduced to Naples, Sardinia, and Palermo, Sicily. To accommodate this growth, the out-of-service ATR72-202 is reintroduced.
Operations continue apace in 1995-1996. During October of the latter year, a Douglas DC-9-32 is chartered from JAT Yugoslav Airlines.
In 1997, Querdain ab Derrazek is chairman/director general. During the busy summer season, a Boeing 737-2H3A is leased from Tunis Air (Societe Tunisienne de l’Air, S. A.).
Enplanements for the year reach 431,376.
Service is maintained in 1998-1999. Customer bookings during the former year accelerate 5.4% to 456,000. In April of the latter year, the UN lifts its sanctions against Libya.
The removal of this embargo will lead to a collapse of the Libyan business previously enjoyed by Tuninter, with an overall decline of 20% in market activity recorded by end of the year.
The company unveils a new corporate image at the beginning of 2000. On January 7, it acquires a B-737-3Y0 under charter from
GECAS; it is delivered in a new blue and white color scheme. It joins the company’s older B-737-2H6A.
Now faced with huge fiscal difficulty, the airline seeks financial backing from private sources. When outside funding cannot be found, the government steps in during August to assist the troubled airline by forgiving its debt, via capital reduction and a plan for recapitalization.
TUNIS AIR (SOCIETE TUNISIENNE DE L’AIR, S. A.): Blvd. du 7 November, Tunis-Carthage, 2035, Tunisia; Phone 216 (1) 700 100; Fax 216 (1) 700 102; Http://www. tunisair. com. tn; Code TU; Year Founded 1948. The Tunisian government and Air France, in a joint ownership arrangement, form this carrier late in 1948. Shareholding is split between the government (35%), Air France (35%), French shareholders (16%), and Tunisian investors (14%). Longtime Air France employee Rene Lefebre, known for his pioneering prewar activities in Africa and in long-distance flying, is appointed managing director.
The French flag carrier transfers over a start-up fleet of four Douglas DC-3s along with a number of short-haul routes. Flights are started from Tunis to a number of these markets during the inaugural year and the two following, including Ajaccio, Algiers, Bastia, Bone, Nice, Rome, and Marseilles, the latter a freight route. The company also begins booking Muslim Hadj charters to Mecca.
During the first quarter of 1951, new routes are opened to Casablanca, Tripoli, and Ghudamis. A Tunis to Sabhah via Tripoli service is started in May, but is rerouted via Sfax and Djerba in September. The Ghudamis route is withdrawn in 1952 while that to Casablanca is turned over to Air France.
The route from Tunis across the Mediterranean to Marseilles is extended north to Paris just before Christmas in 1953. A DC-4, leased from Air France, is placed on the Paris service in August 1954.
In 1955-1956, another DC-4 is chartered from Air France and two DC-3s are retired. In 1957, the ownership arrangement is revised with the government acquiring 51% control; Air France retains 15% interest and other private parties take 34% of the stock. Routes and frequencies are improved during 1958-1960 and preparations are made for the introduction of jet service.
The first jetliner, a Sud-Est SE-210 Caravelle III, is delivered on August 31, 1961 and is placed on the Paris route in the fall. Meanwhile, a Lockheed L-1049G Super Constellation is leased from Air France and is employed to start a route to Frankfurt in October. During the year, the company turns over a cabotage route from Tunis to Sabhah to Libavia, S. A., along with a DC-3.
With ridership low, the company closes down its new Frankfurt route in March 1962 and returns the Super Constellation. A second Caravelle III is requested in mid-1963.
Capitalization is increased by $350,000 in January 1964 and the second Caravelle arrives on March 20 and after workup, enters service during the summer. During July, and in cooperation with Swissair, A. G., holiday flights begin to Switzerland.
The workforce stands at 417 in 1965 and the fleet includes 2 DC-4s, 2 DC-3s, and 2 Caravelle IIIs.
In April, in partnership with Lufthansa, A. G., the company resumes service to Frankfurt, employing Caravelle IIIs on weekly roundtrips. In cooperation with Air France, weekly DC-4 cargo services are operated between Tunis and Paris. Enplanements total 138,443.
During 1966-1971 , the two DC-4s and a DC-3 are retired as two additional Caravelles and a Nord 262 join the fleet. Routes are extended or frequencies increased to Paris, Marseilles, Rome, Algiers, Athens, Khartoum, Damascus, Tripoli, and Casablanca.
A third Caravelle is purchased in 1966 and service is started to Brussels and Amsterdam. A route from Tunis to Zurich, via Geneva, begins in 1967. A fourth Caravelle arrives in 1968 as frequencies are launched to Casablanca and Lyon. A Nord 262 is acquired in 1969 and Tunisair begins flying to Nice, Milan, Munich, and Cairo. Also during these years, the two DC-4s and a DC-3 are retired.
Service from Tunis to Palermo begins in 1970 and in 1971 orders are placed for four Boeing 727s. The first B-727-2H3A is delivered at the beginning of 1972; christened Carthage, it enters revenue service on March 21 on new routes now opened to Luxembourg and Jeddah. Orderly retirement of the DC-3s continues and that of the Caravelles begins.
Tunis air inaugurates service to London (LHR) in April 1973. The second B-727-2H3A is received in mid-June; christened Djerba, it begins revenue flights on June 30. The third trijet, the Monastir, enters revenue service on December 19 and the Nord 262 is retired at the end of the year, along with the last DC-3. Enplanements during these 12 months total 129,000
Orders are placed for three more Boeings early in 1974. The fourth B-727-2H3A of the original order arrives in early November; christened Tozeur-Nefta, it launches service on November 19. Cargo traffic grows this year while passenger boardings skyrocket 83% to 756,000, thanks largely to the introduction of the Boeing jetliners.
At the end of March 1975, new service is started from Tunis to Toulouse and to Damascus and Abu Dhabi. Also, new routes are launched from Djerba to Luxembourg and Brussels and from Monastir to London. In 1976, the B-727-2H3As Kairouan and Sidi Bou Said enter service on three new routes: Tunis-Vienna-Munich, Tunis-Dusseldorf, and Tunis-Kuwait via Cairo. The remaining Caravelles are now sold as additional Boeings are ordered.
Orders are placed in 1977 for two B-737-2H3As. The B-727-2H3A Hannibal enters service on March 13. New service from Monastir to Lyon and from Djerba to Frankfurt begins in early April. At the beginning of June, new flights commence from Monastir to Nice. The B-727-2H3As Jugurtha, and Ibn Khaldoun both enter service on the same day, June 18. Passenger boardings during these 12 months pass the million-mark for the first time (1,100,000), but a net loss of $62,905 is suffered.
President Abdel Aziz Zenaidi’s workforce in 1978 is 3,144. Service is inaugurated in April from Tunis to Madrid and from Monastir to Toulouse and Bordeau. New flights begin in December from Tozeur and Monastir to Paris.
Freight traffic surges 24.3% while passenger boardings jump 12.4% to 1,266,862. Operating income jumps 22.1% to $116.7 million and allows net gain of $6.8 million.
A B-727-2H3A, with 75 aboard en route from Tunis to Djerba Island on January 12, 1979, is commandeered by three hijackers armed with starter pistols, who demand the release of a former Tunisian foreign minister and a union leader, both of whom have been jailed. To show their good faith, the pirates release the passengers unharmed when the aircraft lands at Tripoli. Later, eight crew members are released, after two prominent Tunisian opposition political figures, detained in Tunis, are freed; the skyjackers give up the next day.
In April, domestic service is initiated between Tunis and Tozeur. During the year, the company begins to do all of its own B-727 overhaul work, as well as “D” checks on its B-727/737s. Two B-737-2H3As are delivered and are named Salammbo and Bulla Regia. They enter service on October 29 and November 17, respectively.
Cargo traffic is up 8.9% while bookings accelerate 18.4% to 1,500,515.
The workforce remains level in 1980 at 3,533. New service is inaugurated on April 1 from Tunis to Copenhagen and in November, from Sfax to Paris. Passenger traffic dips 1.9%, down to 1.47 million, but freight grows 6.9% to 12.21 million FTKs.
New service is started in April 1981 from Tunis to Dubai and Barcelona. The third B-737-2H3As Zarzis enters service on April 30 and new roundtrips begin from Tunis to Salzburg and Graz in May. The B-737-2H3A Sousse joins the fleet on July 3.
Enplanements this year rebound to 1,596,000, including 7,000 pilgrims flown on the Hadj to Mecca. Although charter flights thus increased, there is a $5-million loss.
The workforce grows to 4,008 in 1982 and one B-727-2H3 is sent to Sudan Airways, Ltd. on long-term lease. An order is placed for an Airbus Industrie A300B4-203 during the first quarter and a purpose-designed $25-million technical facility is opened at Tunis-Carthage International Airport.
New routes are started from Tunis to Dakar in March and from Tunis to Athens and Amman and to Graz and Linz on June 1. The new A300B4 arrives on May 22; christened Amilcar, it enters service on June 6. Roundtrips from Sfax to Tripoli commence in November.
Cargo climbs 30.7% to 18.18 million FTKs and passenger boardings accelerate 7.8% to 1,721,000, of whom one half are tourists. Another $5-million loss is suffered.
Two B-727-2H3As are sold in 1983. Service to Amman ends in April and is suspended to Athens in June. The new A300B4-203 arrives in the fall. Still, the year’s bookings advance to 1,747,100.
In 1984, new lines are stretched from Djerba to Strasborg, Copenhagen, and Marseilles and from Monastir to London (LHR). Customer bookings slide to 1.247 million. New routes are started in 1985 from Monastir to Geneva, to Zurich via Geneva, and from Tunis to Istanbul via Athens, which is reopened for the purpose. Flights from Tunis to Tripoli end on September 26. Passenger traffic totals 1.246 million passengers flown.
In 1986, Air France shareholding is reduced to just 5.58%. The Palermo route is closed at the end of February. Fears of terrorism abound and as a result enplanements continue to fall, dropping to 958, 346.
The 4,711-employee carrier enjoys a healthy 1987. Flights to Kuwait end in April, but new service is launched on July 3 from Monastir to Luxembourg and the Tripoli route is restarted. Passenger boardings jump 15% to 1,127,465. Income exceeds expenses and, without the requirement to pay income taxes, there are profits: $45.2 million (operating) and $54.4 milion (net).
In February 1988, Mohamed Ali Souissi succeeds Mohamed Hedi At-tia as chairman/CEO. Orders are now placed for eight A320s and four B-737-500s.
Flights to Casablanca and Dakar end in January, but new service is inaugurated in April from Monastir to Amsterdam and the routes to Amman and Kuwait are reopened on May 11.
Customer bookings decline 0.5% to 1,121,730 and cargo is off by 11.1% to 15.26 million FTKs. Revenues increase 17.5% to $290 million and allow an operating profit of $74.4 million and record net gain of $81.6 million.
The 4,711-employee state airline enjoys another successful year in 1989. The fleet now includes 8 B-727-2H3As, 4 B-737-2H3As, and 1 A300B4-203. Orders are outstanding for three (later eight) A320-211s and two (later four) B-737-5H3s. A sudden surge in tourism requires the lease of two B-737-3B3s from UTA French Airlines, S. A.
Although service to Khartoum is suspend in April, new joint flights with Air France from Tunis to Lille and Mulhouse begin and the route from Tunis to Palermo is reopened. Flights to Amman and Dubai end in September.
Enplanements during these 12 months are up 9% to 1,139,775 and freight rises 11.2% to 15.42 million FTKs. The operating profit falls to $71 million.
Company employment grows by 5.4% in 1990 to 4,471. In February, the airline contracts with a group of French, German, British, and Tunisian banks for a $102-million export credit for the purchase of the three, later five, Airbus aircraft. The British institutions provide 20% of the necessary capital, the Germans give 31%, and the French-Tunisian group, led by the latter’s Credit Commercial, comes forward with 49% interest.
With the opening of the summer schedule at the end of March, new lines are stretched from Tunis to Hamburg and Munich, from Monastir to Rome, and from Djerba to Brussels.
The first two A320-211s, named Farhat Hached and 7 Novembre, join the fleet in October, triggering a change in fleet livery (highlighted by a stately gazelle tail motif). One of the first aircraft painted in the new color scheme is a B-727-2H3A. The new Airbus aircraft begin service to France on October 22 and November 9, respectively.
Passenger boardings move along, by 8.2%, to 1,437,961 while freight gains by 9.1% to 14.53 million FTKs.
The payroll is increased a slight 0.6% in 1991 and the fleet now includes 1 A300B4, 7 B-727-2H3As, 1 B-727-2H3, 3 B-737-2H3As, and 1 B-737-2H3C. Orders are outstanding for A320-211s and B-737-5H3s.
Marhaba class service is introduced in January and new service from Tunis to Berlin commences in April. The third A320-211, Khereddinez, enters service on July 6. Customer bookings total 1,415,335 this year, but cargo climbs slightly to 15.56 million FTKs. Income exceeds expenses and there are profits: $25.92 million (operating) and $20.34 million (net).
The employee population climbs a full 13% in 1992 to 5,787 and another B-727-2H3A is retired on February 12. The first B-737-5H3, named Sfax, enters service on April 14; the next day, following declaration of the UN embargo, revenue flights to Tripoli cease.
Also in April, domestic routes are transferred to newly formed Tun-inter, S. A. The Tunis to Palermo route is restructured into a joint service with Tuninter. Abdelhamid Fehri becomes chairman/CEO in August, and invites all of his 15 predecessors to dinner. At the end of October, routes are extended from Djerba to Vienna and Luxembourg.
The fourth A320-211, Tabarka, enters service on December 4. Topped by the airline’s flying gazelle logo, a new office building is completed and occupied at Tunis Airport late in the year.
Passenger boardings accelerate 28.1% to 2,384,407 while freight rises 38.2% to 318.67 million FTKs. Revenues increase 34.8% to $406.46 million while expenses ascend 34.3% to $331.07 million. As a result, there is an operating surplus of $75.39 million and net gain of $68.95 million, making Tunis Air the nation’s number one company.
Just as the workforce grows in 1992, so does it decline, by 22.2%, in 1993 , to 4,500. Capitalization stands at 91-million dinars ($18 million), divided between the government (85%), government agencies (9.5%), and Air France (6.5%).
As the result of the UN’s boycott of neighboring Libya, citizens of that country seeking international air transport must take surface transport to the Tunisian city of Djerba and board a Tunis Air aircraft.
At the end of March, routes are opened from Tunis to Lisbon, to Budapest, to Prague, and to Nouakchott in Mauritania, as well as from Tozeur to Lyon. Another B-737-5H3s, the Hammemet, enters service on May 24 and is joined by the fifth A320-211, the Jerba.
In association with the German tour operator Neckermann, construction of a joint $22-million hotel venture is started on the vacation island of Djerba. The resort will be served on a charter basis by LTU International Airlines (Lufttransport Unternelhmman, GmbH.).
Traffic figures are revealed through November and show passenger boardings up 5.3% to 2,291,059. Cargo declines a slight 0.4% to 16.38 million FTKs.
The employee population increases by a third (33.3%) in 1994 to 6,000. In need of additional capacity, the carrier leases a B-737-291A, B-737-2X6AC, and Lockheed L-1011-100 TriStar I from Air Atlanta Icelandic, H. F. The B-737-5H3, the Mahinda, is received, and enters service on March 13
At the end of March, new routes are opened from Monastir to Casablanca, to Istanbul, and to Vienna and from Tunis to Warsaw. Two more A320-211s, the Abou el Kacem and Chebbi enter service between April 1 and April 7.
Traffic figures, reported through July, show an increase of 10.6%, to 1,481,697 passengers flown. Cargo jumps 6.7% to 10.85 million FTKs Meanwhile, private institutions have by now acquired a collective 60% shareholding in Tuninter, S. A.
Revenues for the full year are $485.76 million, while expenses are but $380.28 million. As a result, the operating income is $105.47 million and net gain totals $18.85 million.
The staff in 1995 remains at 6,000. In January, $3 million is spent to introduce Espace Privilege business-class service on board four A320-211s; systemwide, a frequent flyer program, Fidelys, is simultaneously unveiled. The fourth B-737-5H3 enters service on March 13th, followed by the A320-211 Ali Belhaouane on March 26.
This year, traffic figures are reported through October, but still they are down. Enplanements fall by 1.4% to 1,118,675 and freight is off 9.6% to 10.16 million FTKs.
The workforce grows to 7,134 in 1996 and the fleet now includes 8 Airbus A320-211s, 6 B-727-2H3As, 4 B-737-5H3s, 3 B-737-2H3As, and 1 each B-737-2H3CA, B-727-2H3, and A300B4-203. Service to Amman is restored in January.
Joint insurance purchasing begins with Air Algerie, S. A. and in September, the Nouvel Inventaire computerized reservations system (CRS) is turned on.
Enplanements for the whole year reach 1,519,614 and there are profits: $9 million (operating) and $26 million (net).
Airline employment inches up 0.5% in 1997 to 7,168 as former Tourism Minister Ahmed Smaoui becomes chairman.
In January, a joint weekly all-cargo service is inaugurated with Alitalia, S. p.A. over a route from Tunis to Rome. At the end of March, new service is inaugurated from Tabarka to Brussels, Milan, Paris (CDG), from Tozeur to Milan, and from Tunis to Bratislava and Moscow.
The company’s catering division prepares a record 16,000 meals on August 28. A special pro rata agreement takes effect with Air France in October. Under its terms, the two begin dual-designator flights to French provincial cities, with code-sharing to Paris put off until 1998. Cooperation is also undertaken with the French giant in the areas of frequent flyer program linkage, purchasing, information systems, cargo, and maintenance.
A $600-million order is placed with Airbus Industrie in September for four A320-211s and three A319-114s; the first of the latter will be delivered next summer. On October 31, a firm $300-million order is placed with Boeing for four Next Generation B-737-6H3s; options are taken on three others, with deliveries scheduled to start in the spring of 1999. Retirement of the last B-727-2H3As progresses.
Passenger boardings accelerate 18.1% to 3,227,899 while cargo climbs 10.4% to 22.6 million FTKs. Operating revenue swells 10.9% to $520.6 million while expenses are up an equal 10.9%, to $509.5 million. The operating profit improves to $11.09 million and a net gain of $26.9 million is reported.
When the spring schedule begins in late March 1998, new services are inaugurated from Tunis to Beirut and Stockholm. To provide capacity for the new endeavors, a Douglas DC-10-30 is leased from Skyjet, S. A.
Although it has long enjoyed various official and semiofficial relationships with Air France, the Tunis-based state airline now concludes its first-ever code-sharing pact with the French flag carrier.
A government announcement in May promises that plans are being prepared to float initial or additional shareholding in 19 state-owned concerns, including the airline, and to sell off upwards of 50 other companies by the end of 1999.
Still in need of additional capacity, the carrier leases a DC-10-30 from Malaysia Airlines, Ltd. (MAS) on August 9.
The first A319-114 is received in late August and enters service on company domestic routes as well as on services to Europe and the Mideast. Tunisair is the first A319 operator in either Africa or the Middle East and takes delivery of its second unit at the end of September.
A French-language homepage is opened on the World Wide Web in early October. In November, an A320-211 is delivered wearing an enhanced and more-colorful version of its leaping gazelle tail logo.
Customer bookings through October climb 2.3% to 2.6 million, but freight traffic is down by 14.1% to 14.6 million FTKs.
The company workforce at the beginning of 1999 stands at 7,250, a slight 0.1% over the previous year. At the end of March, a wet-leased Air Atlanta Icelandic, H. F. B-747-128 enters service for the summer, flying tourists back and forth between Tunisia and Europe.
President/Director General Abdel Malek Larif travels to Seattle on May 29 to accept delivery of the carrier’s first two Next Generation B-737-6H3s. The first, christened Tozeur-Nefta, returns to Tunis the next day and enters service on routes to Europe, Africa, and the Mideast.
The current three-city code-sharing agreement with Air France is expanded on August 16 to include all French and Tunisian cities. Four days later, the company accepts a new, unpainted BBJ (B-737-7H3) for use as an executive aircraft.
Enplanements for the year total 1.92 million and 7.37 million FTKs are operated. Airline employment at the beginning of 2000 stands at 7,259, a 0.1% increase over the previous 12 months. The Boeing fleet continues to include 4 B-727-2H3As, 4 B-737-5H3s, and 3 Next Generation B-737-6H3s.
On February 28, an A300B4-620 is leased from Saudi Arabian Airlines; it will be employed until TunisAir receives its A320-211 on March 30. The last three units of a six-ship B-737-6H3 order are delivered on April 21, May 8, and May 25, respectively.
The new Airbus is the last of 11 received since 1990. Service to Tripoli, Libya, is resumed on June 9.
The June 14 issue of the A-Sahafa newspaper reveals that between April 12, 1999 and January 14 of this year, Tunisair has transported 26,000 passengers on its return route from Tunis to Jeddah. An increased load was particularly noticeable during the period of Ramadan.
A code-sharing agreement is inked with Royal Air Maroc on August 7. Under its terms, RAM flies TunisAir passengers from Casablanca to New York (JFK) and points in Europe, while TunisAir is permitted to transport RAM customers throughout the Mideast and Eastern Europe. The two companies also link their frequent flyer programs. In addition, they will jointly fly the routes between Tunis and Casablanca, beginning in March.
A preliminary agreement is signed with Delta Air Lines on August 22 under which the two carriers will examine possibilities for increased cooperation, including the possibility of first-time flights by Delta to Tunisia, either as charters or later as scheduled service.
TUNISAVIA (SOCIETE DE TRANSPORTS, SERVICES ET TRAVAUX AERIENS, S. A.): Immeuble Saadi Spric, Tourd CD 2080, L’Ariana, Tunisia; Phone 216 (1) 717 600; Fax 216 (1) 718 100; Code TT; Year Founded 1974. Organized as a subsidiary of Tunis Air, S. A. on April 27, 1974, this charter carrier inaugurates revenue flights throughout Tunisia, particularly in support of the oil industry, on July 10.
A scheduled passenger service is started in July 1976 in association with Air Malta, Ltd., linking Carthage Airport at Tunis with Malta. The fleet for the remainder of the decade comprises a single de Havilland Canada DHC-6-200 Twin Otter, a Beech B80 Queen Air, and an Aerospatiale AS-315B Lama helicopter.
During 1980, a Hawker Siddeley HS-748 is leased from Air Senegal, S. A. and is employed on the Tunis to Malta route. Frequencies are initiated from Sfax in 1981 to Tripoli and on to Marseilles.
Also during the early 1980s, services are maintained by President Slahheddine Ferchiou’s 100-employee carrier. Shareholding is now acquired by Tunisian National Bank, CTAMA Insurance Company, and France’s Heli-Union, S. A.
Destinations visited for tourists, oil personnel, and other charters include Djerba, Gabes, Sfax, Tozeur, Tunis, Annaba, Algeria, and Valletta, Malta. The fleet grows by the addition of another Twin Otter, a Vickers Viscount 700, a Dassault Falcon 20, a Beech King Air 200, a Sikorsky S-76, and an Aerospatiale AS-330 Puma. Operations, destinations, and fleet change little during the remainder of the decade.
In 1990, President Larbi Hamoude’s carrier has 122 employees and a fleet made up of 2 Twin Otters, 1 King Air 200, and 2 Aerospatiale AS-365N Dauphin helicopters. Destinations visited include Tunis, Sfax, El Borma, Monsatir, and Djerba.
Enplanements total 8,629 and revenues are $5.21 million. Expenses are $5.05 million and the profit is $157,772.
Passenger boardings decline to 1,682 in 1991 and revenues fall to $4.73 million. Still, a $189,300 profit is generated. That figure climbs to $348,000 in 1992 on revenues of $6.2 million.
Airline employment stands at 100 in 1993-1999 as services continue without fanfare.
TUOLUMNE AIR SERVICE. See YOSEMITE AIRLINES
TUPOLEV-AEROTRANS AIR: 2221188 Tupolev Street,
Zhukovski, Moscow, 140160, Russia; Phone 7 (95) 556-5236; Fax 7 (95) 556-5235; Code TUP; Year Founded 1994. TAA is set up at
Moscow in the spring of 1994 to provide both scheduled and charter passenger and cargo services to domestic and international markets. Victor Kovalenko is director general and he begins revenue flights in June with a fleet that includes 2 Ilyushin Il-76Ms, 1 each Tu-154B, Tu-154M, and Tu-134A.
Operations continue in 1995-2000. During these years, the fleet is altered to include 2 Tu-134As and 1 each Tu-134B, Tu-154B, Tu-154M, Tu-204-100, and Ilyushin Il-76M.
TUR AVROPA (TUR EUROPEAN AIRWAYS, A. O.): Turkey (1988-1994). Tur Avropa is established at Istanbul in early 1988 to offer nonscheduled passenger and cargo charters and inclusive-tour flights to various European destinations. The enterprise is a joint venture between the Turkish trading group Kavala, one of the nation’s largest businesses, and the Belgian carrier Trans European Airways, S. A. Omar F. Turkhan is appointed president, with Aydin Ertuzun as general manager. Employing a single chartered Boeing 727-76 first flown by Trans Australia Airlines (Pty.), Ltd., Tur Avropa begins revenue services at the beginning of the European summer schedule on April 1. Flights are largely operated to Germany, with tourists and expatriate Turkish workers filling most of the Boeing’s seats.
In 1989-1990, the fleet is enhanced by the addition of two B-727-230s purchased from Deutsche Lufthansa, A. G. Holiday passenger charters and worker flights continue to operate from the U. K., Belgium, France, Germany, and the Netherlands to Antalya, Ankara, Izmir, and other Turkish destinations. Scheduled services are also begun between the named Turkish cities.
The Iraqi invasion of Kuwait in August of the latter year and the Gulf War that follows in early 1991 cause a dramatic reduction in the number of tourists willing to fly down to Turkey from Northwest Europe and the U. K. That situation is not improved by Turkey’s conflict with its minority Kurd population, which draws significant international media attention. The B-727-76 is replaced with a leased McDonnell Douglas MD-83.
Unable to acquire more MD-83s, Tur Avropa charters three German B-727-230s in early 1992. Unhappily, the charter market remains depressed and many planned tour flights must be cancelled.
Airline employment in 1993 stands at 270. The tourist downturn continues and the carrier’s financial picture darkens. In an effort to cut costs, scheduled domestic service is terminated and the two owned B-727-230s are sold. The carrier now places all of its hope on a revival of its charter activities.
The tourist industry does not revive in time to save the carrier. Unable to maintain its fiscal viability, Tur Avropa suddenly ceases operations in early 1994 and is liquidated.
TURAN AIR: Azerbaijan (1994-2000). Turan Air is one of several small private airlines established in Azerbaijan following the demise of Aeroflot Soviet Airlines. Employing a mix of the usual Russian-made Antonov types, revenue flights are undertaken in 1994 linking the company’s Baku base with Moscow and Guianja. Almost nothing is heard of this carrier in the West until the beginning of the new millennium.
In an effort to “clean up” its private sector in order to facilitate the nation’s entry into the European Civil Aviation Conference, the state aviation holding entity, Azarbaijan Hava Yollary, through a process of strict airline operating rules enforcement, begins to weed out those smaller carriers that it believes unsafe.
Inspection reveals that Turan Air has ignored air operator regulations in many instances. For its entire lifespan, Turan has hired contract pilots from Azerbaijan Airlines and has had no flight crews of its own. In addition, it has no ground staff to schedule flights or to undertake maintenance. Such of these activities as it performs are also done on a contract basis. Most seriously, the airline has taken it upon itself to extend airworthiness certificates and life limits on its aircraft, most of which are quite old.
In light of these deficiencies, the government, on October 29, 2000, suspends Turan’s route authority. Without routes, the company will be forced to shut its doors.
TURDUS AIRWAYS, B. V. See TRANS TRAVEL AIRLINES, B. V.
TURK HAVAKURUMU, A. O. (THK). See THK (TURK HAVAKU-RUMU, A. O.)
TURK HAVA TASIMACILIGI, A. O. (THT). See THT (TURKISH AIR TRANSPORT, A. O.)
TURK HAVA YOLLARI, A. O. (THY). See THY TURKISH AIRLINES, A. O.
TURKISH AIRLINES. See THY TURKISH AIRLINES, A. O.
TURKISH EUROPEAN AIRLINES, A. S. See TUR AVROPA (TUR EUROPEAN AIRLINES, A. S.)
TURKMENISTAN AIRLINES (TURKEMEN HAVA YOLLARI): Ashkhabad Airport, Ashkhabad, 744008, Turkmenistan; Phone 7 (363) 225-1087; Fax 7 (363) 229-0724; Http://www. rz. uni-frank-furt. de/~puersuen/twaakh. htm; Code T5; Year Founded 1992.
Based at Ashkhabad’s airport in the eastern part of central Asia, the former Aeroflot Soviet Airlines Turkmenavia directorate becomes, in early 1992, the flag carrier of the newly independent CIS state of Turkmenistan. The company also acts as the country’s Civil Aviation Department and assumes the old Aeroflot responsibility for general aviation, airports, and air traffic control.
While going around after a missed landing at Chardzhev on May 13, a Yak-40 with 4 crew and 36 passengers strikes a radio mast with its right wing, impacts the ground, and catches fire; although the plane is damaged beyond repair, there are no fatalities.
One of the few former Russian airline divisions not to start over with entirely Soviet-made flight equipment, Turkmenistan takes delivery of a single Boeing 737-341 in November and places it into scheduled operations in December.
Operations continue apace in 1993 with the short-haul Boeing also serving as the “Air Force One” of the government and employed, on occasion, to transport VIPs to conferences and so forth. A British Aerospace BAe 125-1000B is also employed for executive transport.
An order is placed for a Boeing 757-23A, which is delivered on December 1.
The Boeing arrives in its new homeland in January 1994. It replaces the B-737-341 on executive services, with the smaller aircraft joining the commercial fleet. Connecticut-based Ronnell Aviation arranges for Turkmenistan to acquire a pair of chartered B-737-332s purchased new by Delta Air Lines, but never operated. At the same time, the Atlanta major signs a number of joint venture contracts with the CIS airline in the areas of technical operations, planning, scheduling, and marketing.
Constructed by the Turkish concern Alarko, the new $85-million Saparmurat Turkmenbasi Airport is opened at Ashkhabad on October 27. Some work remains to be completed on the new nation’s largest building project.
In 1995, the company is reformed and incorporates three formerly independent carriers as its operating divisions: Akhal Air Company, based at the capital of Ashkhabad, Khazar Air at Krasnovodsk, and Lebap Air Company at Chardzou.
By early March, much of the new $85-million airport at Ashkhabad is completed. It is anticipated that new flight control equipment will soon be installed and a second runway constructed.
Aleksi Bondarev is director general and he places an order for three more Boeing jetliners. Meanwhile, flights to previously served destinations are maintained with the old Soviet-era fleet of 7 Antonov An-24Bs, 4 An-24RVs, 7 Ilyushin Il-76TDs, 3 Tupolev Tu-154B-1s, 9 Tu-154B-2s, and 4 Yakovlev Yak-42s. Also flown is the B-757-23A, B-737-341, and 2 newly received B-737-332s.
In January 1996, Turkmenistan becomes the last central Asian airline to complete arrangements to place its schedule into a computerized reservations system. A contract is signed with AMADEUS toward this end. On April 1, one additional weekly frequency is added to Abu Dhabi and Karachi. Two B-757-22Ks are now delivered, one each on August 29 and 30 and enters service in the fall of the year.
An order for the 18-month lease of a Boeing 757-236 is filled in June 1997. On October 25, the Turkish construction firm Alarko completes work on a second, 3,800-mile runway at Ashkhabad’s new airport. Other upgrades now added include a Turkmenistan Airlines headquarters building, an ATC center, and a fire-guard building.
In March 1998, orders are placed for additional Boeing jetliners under a new 25-year contract signed with the Seattle-based aircraft manufacturer. The long-term arrangement is fiscally guaranteed by the U. S. Export-Import Bank. Seven new international routes and three new flights into Russia are planned.
A code-sharing agreement is signed with Air Moldova International, S. A. at the beginning of 1999. In March, the two companies offer twice-weekly dual-designator Boeing 737-341 roundtrips between Ashkhabad and Chisinau. With the beginning of the summer schedule on March 29, weekly B-757-22K roundtrips are inaugurated between Ashkhabad and Bangkok.
Direct access into the AMADEUS reservations system is turned on in June. Scheduled B-757-22K return service to Frankfurt begins on July 31, followed by routes to Birmingham and London (STN).
Scheduled destinations visited at the beginning of 2000 include Abu Dhabi, Almaty, Ashkhabad, Bangkok, Birmingham, Delhi, Frankfurt, Istanbul, Karachi, Kiev, London (STN), Mary, Moscow, Nebitdag, Tashauz, Tashkent, Turkmenabad (Chardzhou), and Turkmenbashi (formerly Krasnovodsk).
A follow-on order is placed with Boeing on January 12 for a third B-757-22K that will be delivered next January.
On July 14, Turkmen President Saparmurat Niyazov announces at a cabinet ministers meeting at Ashkhabad that the state airline is planning to purchase three more Boeing jetliners that will be employed on domestic routes. This statement is confirmed by Boeing on July 28 when it promises to provide the first B-717-200 within a year.
Daily B-757-22K roundtrips from Ashkhabad to Birmingham, England, begin in November. On November 10, President Niyazov announces at a senior managers meeting that all Russian aircraft will be replaced with Boeings and would not now accept Tupolev Tu-334s even if they were ready, which they are not.
TURKS AND CAICOS AIRWAYS, LTD.: P. O. Box 114, Providen-ciales, Turks and Caicos Islands; Phone (809) 946-4255; Fax (809) 9465388; Code QW; Year Founded 1983. When Turks and Caicos National Airline, Ltd. is privatized in December 1983, it is renamed Turks and Caicos Airways, Ltd. and certified by the government as the national airline. During the next decade, service is maintained over all previous domestic and regional routes and is extended to Nassau and Jamaica.
The fleet of General Manager Gary J. Palin’s carrier is revised to comprise 2 Piper PA-23 Aztecs, 2 Pilatus-Britten-Norman BN-2 Islanders, 3 Cessna 402Cs, 1 Embraer EMB-110P Bandeirante, and 1 Beech 1900C. An order is placed for a Boeing 727-200.
In the spring of 1992, the company is reformed and merged with Charles Air Service, Ltd. and Charles Airline Handling. A. V. Butterfield Sr. is named chairman, with C. D. Moser as director general. The company resumes flights under new management on August 29.
A de Havilland DHC-6-300 joins the fleet in 1994; however, the jetliner order is delayed. Another Twin Otter is chartered in 1995-1996, but removed in 1997. Destinations visited outside the islands include the Bahamas, Cuba, the Dominican Republic, Haiti, Jamaica, Miami, and Puerto Rico.
Flights continue without fanfare during the remainder of the decade.
TURKS AND CAICOS NATIONAL AIRLINE, LTD.: Turks & Caicos Islands (1979-1983). Turks and Caicos National Airline, Ltd. is the new name given, in 1979, to Air Turks and Caicos, Ltd. The government assumes 85% of the company shares. Previous routes are maintained and a new service is now offered to Puerto Plata in the Dominican Republic. The fleet is increased to comprise 2 Britten-Norman BN-2A Trislanders, 4 Britten-Norman BN-2 Islanders, 1 Douglas DC-3, and 1 Piper PA-23 Aztec.
No profits are made and by 1981 the operating loss is $85,000. Passenger traffic steadily increases; enplanements in 1982 total 39,294, a 15.8% boost over the previous year. The workforce is now 45. Revenues total $1,000,756 and expenses are $1,072,756. The operating loss is $72,000.
In December 1983, the carrier is privatized and adopts the name Turks and Caicos Airways, Ltd.
World History
