ZANTOP INTERNATIONAL AIRLINES: Hangar 2, 840 Willow Run Airport, Ypsilanti, Michigan 48198, United States; Phone (313) 485-8900; Fax (313) 485-4813; Http://www. flyzantop. com; Code VK; Year Founded 1946. Duane A. Zantop and his three brothers form the FBO Zantop Flying Services at Jackson, Michigan, in 1946 to provide general aviation services, air taxi flights, and ad hoc cargo charter services. Giving a taste of things to come, the brothers’ lightplane is occasionally employed over the next six years to fly freight on behalf of General Motors Corporation. At the recommendation of GMC and Ford Motor Company executives, the Zantops, in 1952, apply for and receive an airline operating certificate.
During the early 1950s, the Zantops define their purpose by coming to specialize in the air shipment of automobile parts from Detroit to assembly plants across America. Services are also flown under contract to the Department of Defense. Three Douglas DC-3s and three Curtiss C-46 Commandos are employed on these flights.
A DC-3 freighter with three crew crashes in icing conditions while on final approach to Kansas City Airport on January 24, 1954; there are no survivors. On July 6, 1956, the company name is changed to Zantop Air Transport. A C-46A with four crew is lost after a bad landing at Long Beach on December 16; although the aircraft must be written off, there are no fatalities. Service continues apace for the remainder of the decade.
A DC-6A is purchased from Northwest Airlines on August 24, 1961. A DC-4 freighter with three crew is destroyed as the result of a bad landing at Cincinnati on November 14; there are no fatalities.
The Curtiss C-46 operator achieves Supplemental status on May 9, 1962, when it takes over, with CAB approval, the abandoned supplemental certificate of Coastal Cargo Company and begins to branch out into the delivery of other goods. In late June, Riddle Airlines encounters financial difficulty and is forced to sell back its seven Armstrong-Whitworth AW.650 Argosy Is to their manufacturer; two of these now come to Zantop. On July 5, a C-46F crashes into several parked aircraft at Vandenburg AFB, California, while taxiing for takeoff.
While attempting to make a single-engine landing at Puyallup, Washington, on February 16, 1963, a C-46F crashes and burns; both crewmen are seriously injured. Another Commando with two crew and a passenger is destroyed in a crash landing 10 mi. NW of Nederland, Colorado, on December 7 (three dead).
During this year and the next, the company successfully bids on and receives large LogAir contracts from the U. S. government. The Commando fleet is quickly increased from 16 to 24 aircraft.
Services continue apace in 1964, but once again accidents are plentiful. A C-46 crash-lands at Denver on February 21 and following a premature liftoff from Osceola, Michigan, on August 26, an Argosy I makes a wheels-up landing that causes severe damage to the plane. The right main landing gear of a C-46 collapses as the aircraft lands at Pittsburgh on October 30.
An Argosy I suffers an in-flight fire over Gwinn, Michigan, on November 19, but is able to land safely (but with damages). The next day, a C-46 with two crew fails its Inkster, Michigan, takeoff and is destroyed in the nonfatal crash that follows. Five days later, another Commando suffers landing gear failure after it lands at Covington, Kentucky.
A C-46A with four crew crashes at New Boston on December 20; there are no survivors.
The year’s final crash, on December 30-31, is fatal; four crewmen are killed when their C-46 loses control after touchdown at Detroit in icy weather.
The company has another accident-filled year in 1965. Only five days into the new year, a C-46 strikes a tractor-trailer truck while taxiing at St. Louis and is badly damaged. The left main landing gear of another Commando fails while it is landing at Atlanta on February 8. On March 20, the company is fined $70,000 by the FAA, which has been investigating the safety concerns raised over the past several years, for maintenance and operating violations.
Despite the fine, mishaps continue. On July 17, the No. 4 engine of a DC-6A falls off while the plane is in flight near San Jose, California; a safe emergency landing is executed.
The landing gear of a C-46 collapses as it is landing at Atlanta on August 31, while another loses power while taking off from Dover AFB, Delaware, on September 13. Engine failure forces an Argosy I with three crew to make an emergency landing on a highway outside of Piqua, Ohio, on October 14; there are no fatalities.
In April 1966, the company is one of 10 Supplemental carriers to receive permanent certification from the CAB.
En route from Detroit to Kansas City on June 16, a C-46A with two crew and leased from Saturn Airways, collides with a single-pilot Piper; both aircraft crash 6 mi. NW of Columbia City, Indiana, and there are no survivors.
Flight 7990, a C-46A with two crew loses an engine while climbing away from Port Elizabeth, New Jersey, on July 28; the Commando makes a wheels-up landing on a salt flat from which both flyers walk away. The plane must, however, be written off.
Zantop Air Transport becomes a wholly owned subsidiary of the Detroit-based Universal Airline Company, itself a subsidiary of Universal Consolidated Industries, on September 21 and operates as Universal Airline Company for the next four years.
The costs of expansion in 1970 cannot be overcome and as a result, Universal shuts its doors on May 4, 1971. After Universal files for bankruptcy, the Zantop family reenters the picture in May 1972, rescuing and reorganizing the carrier, incorporating it as a Michigan company, and renaming it Zantop International Airlines. Duane A. Zantop is board chairman and his sons, James M., Duane G., and David B. will all help him to operate the reborn carrier.
New financing is obtained, along with a fleet of DC-6A/Bs and CV-640Fs, ground facilities at Detroit’s Willow Run Airport, and, most importantly, new FAA operating authority.
The year ends on a positive note when B. J. Barret is employed on November 22 as the only female commercial-cargo airline pilot in America.
Charter and contract service flights are the initial offering of ZIA and continue apace in 1973. The Lockheed fleet of Overseas National Airways is acquired in 1974, nine L-188AFs. One of these new freighters, with three crew, makes a heavy landing at Deadhorse on April 30, 1975, and flips over; there are no fatalities, but the aircraft must be written off. In 1976-1977, six additional L-188AFs are acquired, all formerly operated by Eastern Air Lines.
Scheduled freighter flights are begun in April 1978. President Duane A. and Vice President Duane G. Zantop now operate a fleet of 13 DC-6A/Bs, 14 L-188AFs, and 14 Convair CV-640Fs. The automobile industry remains a prime source of income.
The big fleet transports a total of 43.5 million FTKs this year, a huge 309.3% boost.
The employee population in 1979 stands at 1,025 and the company’s first jet transport, a Douglas DC-8-54F, enters service in January. Another L-188AF is purchased, this one from Trans Continental Air Transport.
After the Airline Deregulation Act takes effect in the fall, Zantop begins to develop a commercial hub network connecting important communities around the nation. The network, which grows to 38 cities, will be busy mostly at night. Still in this first year of domestic liberalization, cargo falls by 40.2% to 26.03 million FTKs.
When a DC-6Aloses a door over Syracuse on January 18, 1980, a carton containing military explosives is also lost; the USAF reports that the explosives cannot go off without detonators and that there were none in the carton.
Eight more Lockheed L-188AF Electras join the fleet in September as Zantop acquires the mainland cargo division of Hawaiian Airlines, started at Macon, Georgia, two years earlier. A total of 79.12 million FTKs are operated.
On February 1, 1981, Zantop International becomes a wholly owned subsidiary of the Aviation Group, a holding company incorporated in North Carolina in December 1977. The Zantop family, however, continues to remain in control of the carrier.
The fleet now comprises 1 DC-8-54F, 5 DC-8-30Fs, 25 L-188AFs, 12 DC-6A/Bs, and the 14 CV-640Fs. The carrier receives CAB certification in September and posts a 10.2% traffic gain (88.1 million FTKs) on the year.
The 1,250-man workforce remains level in 1982. Two L-188AFs are destroyed when the roof of their hangar collapses at Macon, Georgia, on March 21.
Cargo traffic dips 1.3% during the year to 86.97 million FTKs. Despite the national recession, Zantop earns revenues of $80.5 million, allowing it a $3.8-million net profit.
During 1983, Reese Zantop establishes Detroit (YlP)-based Reliant Airlines to offer on-demand all-cargo services to destinations in Europe and the Americas. Additionally, an L-188AF is sold to Reeve Aleutian Airways.
Continuing to maintain its emphasis on auto parts transport, Zantop operates 184.9 million FTKs, an increase of 82%. Total revenues are $106.4 million and the net profit is $8.8 million.
Just after departing from Baltimore (BWI) for Detroit (YIP) on the evening of May 30, 1984, an overloaded L-188AF with three crew and a passenger enters into a descending spiral and its speed increases to a point where it suffers structural failure, breaking up in flight. Wreckage is spread over an area near Chalkhill, Pennsylvania, 2 mi. long by 1 mi. wide and there are no survivors.
Traffic for the year dips 1.7% to 187.05 million FTKs.
As 1985 dawns, the company’s fleet of 5 newly received Douglas DC-8-62Fs, plus 21 Electras, 9 Convair CV-640s, and 6 DC-6As continues to ferry goods to a variety of automobile and other markets in the eastern and central U. S.
Total FTKs flown by the 1,146-employee operator dip 4.7% to 185.83 million. Revenues, however, are up 20.6% to $128.7 million. With costs at $109.46 million (a 12.9% increase), the operating profit is able to climb to $19.23 million. Net income jumps $3 million to $11.98 million.
Airline employment in 1986 continues to stand at 1,146 and the fleet is upgraded by the addition of 2 more DC-8-62Fs and 1 DC-8-50F. The DC-6As are retired.
Cargo is down again, by 26.6% to 136.4 million FTKs. Revenues plunge 11.7% to $113.63 million, expenses drop 5.5% to $103.45 million, and the operating profit is $10.17 million. Net profit falls by half to $5.52 million.
The workforce is increased significantly in 1987, rising 57.1% to 1,800.
Freight traffic makes a strong recovery, growing by 17.1% to 12.99 million FTKs. Revenues take another 3.2% fall to $110.06 million, costs jump 9.4% to $113.17 million, and the operating loss is, accordingly, $3.1 million. The previous year’s net gain turns into a $2.58-million net loss.
The payroll is cut by 31.2% in 1988 to 1,238. All of the DC-8-62Fs are sold to CF Airfreight. Traffic is also down, falling 6.6% to 109.92 million FTKs.
The number of workers increases by 21.1% in 1989 to 1,500 and the fleet includes 1 Beech King Air 90, 1 Beech Super King Air 200,9 Convair CV-640s, 6 DC-6Bs, 10 Lockheed L-188AFs, and 11 L-188CFs.
Freight traffic plunges 48.9% to 56.19 million FTKs and the company suffers the stigma of being demoted by the DOT from the status of national airline to that of a large regional. Expenses exceed income and there are losses: $3.28 million (operating) and $1.2 million (net).
One L-188AF is withdrawn in 1990 as one more L-188CF joins the fleet, only to be immediately leased to Channel Express Air Services, Ltd. (CEASL), along with 11 Convair CV-640Fs.
Cargo rebounds, climbing by 24.5% to 97.52 million FTKs. Revenues advance 18.3% to $75.13 million, expenses are held to an 11.2% gain, to $74.27 million, and operating income totals $860,001. Net profit reaches $1.86 million.
Airline employment is increased by 13.3% in 1991 to 1,700 and the fleet now includes 34 aircraft. Two DC-8-54Fs are acquired, but are then leased out to Trans Continental Airlines (TCA). During the Persian Gulf crisis, which actually began the previous August, Zantop operates a day hub exclusively for the U. S. Post Office.
Freight declines by 9.3% to 88.51 million FTKs, but revenues improve by 5.7% to $79.42 million. Expenses are unchanged and total $74.24 million, causing the operating profit to increase to $5.18 million. Net profit surges to $7.65 million.
Two more L-188AFs are leased to Channel Express in 1992, while the TCA lease is concluded. Destinations visited regularly now include Albany, Ashville, Atlanta, Baltimore, Boston, Buffalo, Charlotte, Chicago, Cincinnati, Cleveland, Dallas (DFW), Dayton, Detroit, Fort Wayne, Grand Rapids, Hartford, Houston, Indianapolis, Jackson, Kansas City, Little Rock, Los Angeles, Memphis, Minneapolis (MSP), Nashville, New York (JFK), Newark, Norfolk, Philadelphia, Richmond, Rochester, Shreveport, South Bend, St. Louis, and Syracuse.
Late in the year, the decision is taken to discontinue the company’s hub system in favor of charter and contract service flights.
Cargo plunges 36.3% in these 12 months to 73.03 million FTKs. Revenues plunge 33.6% to $52.76 million, costs fall 21.3% to $58.44 million, and there is a $10.9-million operating loss. The previous year’s net gain now turns into a $6.3-million net loss.
A total of 1,200 workers are employed in 1993. The company’s fleet of 2 DC-8-54Fs, 11 CV-640Fs, and 20 L-188 Electras (3 remain leased out to CEASL) continues to provide “prime-time” overnight scheduled services until April, when Zantop terminates its schedule in favor of nonscheduled flights. On-demand cargo charters and contract services throughout the U. S., together with special charter flights, are now also available to worldwide locations.
The air conditioning duct of an L-188AF overheats while the aircraft is parked at Detroit (YIP) on April 14; the fire spreads to the cockpit and the whole aircraft is eventually burned out. The engines and propellers are salvaged and the remainder of the hull is scrapped.
In May, the scheduled routes are taken over by American International Airlines.
Freight falls another 47.8% to 38.09 million FTKs and revenues decline 29.6% more to $37.1 million. Still, the operating loss is cut to $8.9 million and net loss is reduced to $4.1 million.
The workforce is cut in half during 1994 to 600 as cargo plunges 25.5% to 25.85 million FTKs. Revenues, however, increase by 19.3% to $44.72 million. Still, expenses, even if down 4.2%, total $47.3 million and cause an operating loss of $2.58 million. There is a $4.76-million net gain.
In 1995, the company’s 33 aircraft operate a total of 19.53 million FTKs, a 24.4% decline, translating into a fiscal downturn as costs exceed operating income and leave losses of $10.78 million (operating) and $9.1 million (net).
The employee population grows to 755 in 1996 and 2 L-188AFs remain out on charter to Channel Express, Ltd.
Cargo traffic skyrockets 134.2% to 45.73 million while revenues jump 22% to $29.85 million. Unhappily, expenses rise 29% to $45.49 million and leave a $21.8-million operating loss. The net loss grows to $14.95 million.
The workforce is slashed 20.5% during 1997 to 600. The fleet now includes 11 CV-640Fs (5 of which are out of service), 18 L-188Fs, 3 DC-8-54Fs, and 1 each DC-8-62CF and Beech Super King Air 200, the latter used for the transport of company executives.
On March 21, Zantop ceases airline operations on its own accounts and begins to operate aircraft exclusively on contract to its air freight customers. These include the U. S. Postal Service, Emery Worldwide, DHL Worldwide Express, Channel Express, Ltd., Lynden Air Freight, American International Airlines, and Kitty Hawk Aircargo.
For that reason, the year is horrible from a traffic and financial standpoint. Freight plunges 62.1% to 17.33 million FTKs, while revenues decline 45% to $16.85 million. Expenses jump 53.5% to $24.41 and, although cut somewhat, losses continue. The operating loss is significantly reduced to $7.56 million, but net loss is still $14.91 million.
The downturn, although slowed, continues in 1998. Cargo traffic declines by 8.4% to 15.88 million FTKs. The 100-employee carrier continues services in 1999.
Cargo traffic this year accelerates 5.1% to 16,698,000 FTKs.
A total of 100 workers are employed at the beginning of 2000. Two DC-8-54Fs are operated.
ZAS AIRLINE OF EGYPT (ZARKANI AVIATION SERVICES, LTD.): Egypt (1982-1995) . This new scheduled charter operation is organized at Cairo in June 1982 by Amir Zarkani, whose family operates the ground handling company Zarkani Aviation Services (ZAS) and for two decades has chartered foreign airliners to transport vegetables from family land to Europe. The private company obtains a pair of Boeing 707-328C Stratoliners and undertakes nonscheduled charter and contract service cargo flights from the Egyptian capital to such European cities as London, Brussels, Frankfurt, and Amsterdam. Scheduled allcargo operations and nonscheduled passenger flights are authorized by the Egyptian government in April 1983.
By 1986, the fleet includes 13 B-707-320Cs and 3 Lockheed L-1329 Jetstar 6s. The Jetstars, acquired from the German government, are the first ZAS aircraft employed for passenger services.
It is reported in June 1987 that the company has moved 40,000 metric tons of freight in the past year and earned revenues of $71 million. In July, a B-707-328C is leased to Uganda Airlines, Ltd. and in September ZAS is granted a license to transport passengers, initially on a nonscheduled basis. Regular services are now undertaken by Chairman/President Sherif Zarkani’s carrier to Alexandria, Aswan, Hurghada, Luxor, and Sharm el Sheikh; these soon become scheduled destinations. In December, scheduled weekly roundtrip passenger service is launched to Amsterdam.
In 1988, the airline begins a close affiliation with Tradewinds, Ltd.; a hush-kitted B-707-320C is leased to the British freight operator in March, allowing joint services to begin to North Yemen, Somalia, Kenya, and the Sudan. Frequency on the Amsterdam route is boosted to thrice weekly in October.
East African operations continue through the remainder of the year and into 1989, during which 12 months a McDonnell Douglas MD-11 is ordered for the company by its major Swiss stockholder, ADO Finance. Also during the year, a DC-9-32 is leased from Adria Airways to fly charters from Aswan to Abu Simbel.
A total of 600,000 passengers is transported on the year (in addition to cargo), and they contribute $45 million to the company’s coffers.
Beginning in July 1990, scheduled services between Khartoum, Cairo, and Frankfurt and Paris are undertaken under contract by Sudan Airways, Ltd. Following Iraq’s August 2 invasion of Kuwait, the company suspends its passenger operations and begins to earn its only revenues from the transport of cargo in support of Operation Desert Shield.
Operations continue apace in 1991 in support of Operation Desert Storm in January and February, and in the air transport work of its aftermath. At this point, the company begins a leasing arrangement with Conair of Scandinavia, A. S., taking the first of three Airbus Industrie A300B4-120s it will eventually charter for seasonal charter flights. Still, income is down and the company’s 700 employees are forced to endure 40% pay reductions. On August 31, the company is $10.3 million in debt.
Notoriously slow with its creditors, ZAS improves its lot in the summer of 1992 when it becomes a joint stock company, with the three Zarkani brothers as majority shareholders. A total of E?41,020,900 ($12.4 million) is subscribed in the initial offering. The fleet is increased by the addition of a McDonnell Douglas MD-83, but the MD-11 order is cancelled.
A total of 319,000 passengers are transported on the year and revenues of $88 million are banked.
The fleet in 1993 comprises 3 B-707-320Cs, 1 MD-83, 4 Jetstar 6s, and 3 Airbus Industrie A300B4-120s leased from Conair. One of the Stratoliners is sold to Nile Safaris Aviation during the year.
Scheduled international flights are inaugurated to Amsterdam and Berlin in Europe, and to the Asian destinations of Male, Sharjah, and Kuwait. Charter destinations, all in Europe, include Barcelona, Bologna, Cologne, Frankfurt, Madrid, Milan, Munich, Paris, and Vienna.
During early 1994, one B-707-320C is sold, while the fleet is increased by the addition of one more MD-83 and three MD-87s. In a copyrighted article in the November 22 issue of The New York Times, founder Zarkani states that he is being driven out of business by capricious government regulations designed to safeguard the state carrier
Egyptair, S. A.E.
On April 12, 1995, ZAS officials explain to the chairman of the Egyptian civil aviation authority, Mr. Munsef, that the airline has not ceased operations, but has merely had a partial stand-down until inspection and maintenance on its planes are completed. ZAS requests authority to operate 12 unscheduled flights between Cairo and Salalah employing aircraft leased from abroad. It also submits a petition to the authority’s manpower committee explaining that the company’s financial status requires it to lay off 280 workers.
Following a threat by Libyan leader Qaddafi to defy the UN sanctions imposed against his country, the Security Council on April 19, 1995 agrees to ease restrictions on flights from Libya; it will permit Egyptian airlines to carry Muslim pilgrims to Mecca.
Although ZAS will obtain its charter license and receive a portion of the pilgrimage business, the flights will not generate sufficient revenues to allow the airline to continue. Consequently, ZAS shuts its doors in October.
ZB AIR, LTD.: P. O. Box 45646, Nairobi, Kenya; Phone 254 (2) 501 219; Fax 254 (2) 505 964; Code ZB; Year Founded 1963. In June 1963, Campling Bros. & Vanderwal, Ltd. , the largest air charter operation in East Africa, is purchased by New York-based Blackwell Enterprises for ?120,000. Now unemployed, former Campling director and chief pilot Zivota Boskovic takes his share and establishes a small charter operation, Z. Boskovic Air Charters, Ltd., at quarters at Nairobi’s Wilson Airport, not far from his former employer’s. Revenue operations commence with a single Cessna 172.
In 1964-1966, the fleet is increased by the addition of a Beech A-36 Bonanza, one each Cessna 175 and C-180, and three each C-150s and C-182s. A Beech 58 Baron arrives in 1967.
These is little change in the company over the next 20 years, as light-plane charters are provided to small communities and bush destinations for tourists, hunters, and local citizens alike.
With T. A.D. Watts as managing director, Boskovic continues to undertakes charter services for those seeking aerial safari and sight-seeing holidays. Contract service and passenger and cargo ad hoc charters are also undertaken. The fleet comprises 2 Cessna 404s, 1 Cessna 402, 1 Cessna 310, 1 Cessna 210, 2 Cessna 206s, and 3 Beech B-58 Barons.
At the end of the 1980s, the aging Chairman Boskovic, together with Managing Director Watts, elects to covert the company from a charter and air taxi operation into a scheduled commuter. At this point, the original Z. Boskovic Air Charters, Ltd. name is changed to the present moniker.
Scheduled passenger and cargo services are undertaken in 1989 linking the capital with Mombasa and other small towns, villages, and landing strips. The fleet now comprises 2 Cessna 404 Titans, 1 Cessna 401, 3 Cessna 310s, 2 Cessna 206s, and 3 Cessna 182s.
Cargo and passenger charters are also undertaken, particularly in connection with the tourist trade to animal reserves.
A fourth Cessna 310 and another Titan join the fleet in 1990 followed by three Beech Barons, a type previously flown, in 1991-1992.
Operations continue in 1993-2000, during which years another C-206, four C-208B Grand Caravans, and a C-208 Caravan I are acquired.
ZENIT AIRLINE: Leningradskoe Shosse 6, Moscow, 125299, Russia; Phone 7 (095) 155 2017; Fax 7 (095) 150 3916; Code EZT; Year Founded 1992. This transport division of the MIG design bureau is reformed in 1992 in order to offer domestic and regional cargo charters. Vladislav Mikhailovski is named director general and he begins revenue services with 2 Antonov An-12s and 1 Yakovlev Yak-40.
ZENITH AIR, LTD.: Nigeria (1994-1995). Zenith Air is established by Dewayne Sheehy at Lagos in 1994 to provide charter services to destinations throughout Africa. Revenue operations commence with a pair of ex-Eastern Air Lines Douglas DC-9-31s, but cease within a year.
ZHEJIANG AIRLINES COMPANY, LTD.: Jian Qiao Airport, 7 Yucheng Road, Hangzhou, Zhejiang, 310021, China; Phone 86 (571) 808-2490; Fax 86 (571) 517-3015; Http://www. zjair. com; Code ZJ; Year Founded 1990. CAAC (The General Administration of Civil Aviation of China) authorizes creation of this regional during the summer of 1990. Officially established on September 7, shareholding is divided between China Eastern Airlines Company, Ltd. and the Zhejiang provincial government.
Initially equipped with 2 de Havilland Canada DHC-8-301s, the carrier, under the leadership of President Luo Qiang, inaugurates flights to tourist centers along the southeast coast on November 1. The major route is between the company base at Hangzhou and Shanghai.
Operations continue apace in 1991-1995, during which time the fleet is increased by the addition of a third DHC-8-301 and two Tupolev Tu-154Ms, the latter wet-leased from Russia.
The most exciting event of these years is one of China’s many aircraft skyjackings. While en route from Hangzhou to Fuzhou on November 8, 1993, a DHC-8-301 with 59 passengers is taken over by factory worker
Wang Zhihua. The turboprop is diverted to Taipei, where Wang seeks political asylum. After the plane is released, Wang will be tried and sent to prison for 10 years.
In 1996, orders are placed for three Airbus Industrie A320s.
Flights continue in 1997-1998. The Tu-154Ms wet-leased from Russia are returned on March 22, 1999. The company now operates 4 A320-214s. Overall enplanements total 630,000 and 1.24 million FTKs are operated.
Just after takeoff from Hangzhou and a February 22, 2000 service to Wenzhou, the left engine of a Dash-8 develops an oil leak forcing automatic shutdown of the power plant; a safe emergency landing is made back at the point of origin and no injuries are reported.
In response to a fatal June 22 Xian Airlines Y-7-100C crash, CAAC (The General Administration of Civil Aviation of China delivers a major reorganization plan to the China State Council in mid-July. Among the proposals is a release of all airlines from the requirement that they purchase aircraft through CAAC. More important, however, is a recommendation that the 13 largest of China’s 34 carriers be consolidated into 3 groups built around Air China International Corporation, China Eastern Airlines Company, Ltd., and China Southern Airlines Company, Ltd. Zhejiang negotiates to become a member of the Air China International Corporation group.
The last of five A320-214s delivered since August 29, 1997 is accepted on September 15.
Reacting to rising fuel costs, the CAAC (The General Administration of Civil Aviation of China), on November 1, grants the nation’s 34 airlines permission to raise ticket prices by 15% to balance passenger traffic and avgas costs; 23 companies, including Zhejiang, increase fares on November 5.
ZHETYSU AVIAKOMPANIA: Kazakhstan (1999-2001). Zhetysu is established at Taldy-Kurgan in the first quarter of 1999 to offer 40-45 min. roundtrip flights to Astana and Almaty. Revenue flights with 6 Yakovlev Yak-40s commence in April.
Despite relatively low prices for the service, the operator is unable to attract passengers or become viable. Difficulties in accessing the airport at Almaty and poor ground handling at both the capital airport and at Astana make the 3-hr. ground service by taxi or bus just as attractive for many travelers. Having lost an estimated $62,000, the company will shut its doors at the beginning of March 2001.
ZHONGFEI GENERAL AVIATION CORPORATION: P. O. Box 73-90, Lin Yun Road, Yanliang District, Xian, Shannxi, 710089, China; Phone 29-721-4527; Fax 29-620-2094; Code CFZ; Year Founded 1991. This division of the China Flight Test Establishment is set up at Xian in 1991 to provide aerial photogarphy and remote sensing. The division is officially reformed into a separate concern on April 18,1993.
During the remainder of the decade, Zhongfei expands its original mission to include executive charters and a host of activities in support of China’s energy and technology industries. It also provides management services for company’s owning their own bizjets.
President Cheng Dunbin oversees a workforce of 90 at the beginnning of 2000 and his fleet includes 1 HAMC Y-12-II and 3 Cessna 550 Citation IIs.
World History
