Alfa is established at Istanbul in 1992 to operate domestic charter services. Revenue operations commence with one each Airbus Industrie A300B4 and Boeing 737-230, both of which are leased.
Operations continue apace in 1993-1996. During these years, a pallet deal is signed with KLM Royal Dutch Airlines, N. V. that provides for service from Amsterdam to Istanbul and Izmir.
While on the ground at Istanbul on May 17, 1996, the cabin of the A300B4 catches fire, causing the plane to be totally burnt out.
During the summer of 1997, a pair of Airbus A321-131s, previously operated by BWIA International Airlines, Ltd., is leased and enters service on European holiday routes.
Destinations now include Amsterdam, Ankara, Antalya, Basel, Dus-seldorf, Frankfurt, Hamburg, Izmir, Munich, and Zurich.
In January 1998, an A320-131 is chartered from ILFC for five years. With Hasim Bayram as chairman, service is quietly maintained in 1999 and until July 1, 2000, when the carrier is renamed AlfaAirlines, A. S.
AIR ALGERIE (SOCIETE NATIONALE DE TRANSPORT ET DE TRAVAIL AERIEN, S. A.): 1 Place Maurice Audin, Algiers, Algeria; Phone 213 (3) 644 822; Fax 213 (3) 610 553; Code AH; Year Founded 1946. Compagnie Generale de Transport Aerien, S. A. (CGTA) is formed late in 1946 to provide nonscheduled service from Algeria to destinations in France. Nonscheduled flight operations are inaugurated in 1947. Within three years, the fleet includes 11 Douglas C-47s/DC-3s and scheduled services are inaugurated linking Algiers with Basel, Bone, Geneva, Marseilles, Paris, Philippe ville, and Toulouse.
A C-47A with three crew is lost at Paris (ORY) on December 12.
Several Breguet Deux Ponts 761s are evaluated during the early 1950s for possible use as cargo aircraft. In the spring of 1952 the fleet is increased through the addition of three Sud-Ouest SO-30P Bretagnes.
Compagnie Air Transport, S. A. (founded 1947) is acquired in April 1953 and the amalgamated carrier is renamed Air Algerie (2) (Compagnie Generale de Transport Aeriens, S. A.) on May 22. Ownership remains private and comprises a number of different shareholders, including the shipping lines Compagnie Generale Transatlantique, S. A. and Compagnie de Navigation de Mixte, S. A., which hold 98% of the stock between them.
In 1954-1958, routes and frequencies are increased within Algeria and to Paris, Marseilles, and Toulouse. The government of France divides the French-scheduled, cross-Mediterranean route segments between Air France (54%) and Air Algerie, with the latter holding a virtual monopoly on Algerian domestic service now dramatically improved. Additionally, seasonal charters are operated from Algiers to Ajaccio in Corsica, as well as to Clermont, Montpelier, and Perpignan.
During these years, the fleet includes 2 chartered Lockheed L-749A Constellations, 6 DC-4s leased from Air France, 3 DC-3s, and 3 Nord 2501 Noratlases. Orders are placed for 5 Sud Est SE-210 Caravelles.
An L-749A fails its takeoff from Algiers on December 17 of the latter year and must make a forced landing; although the plane is destroyed, there are no fatalities.
The former KLM (Royal Dutch Airlines, N. V.) DC-4 Limburg is purchased on June 22, 1959. Four additional DC-4s are acquired and the carrier’s first jetliner, an SE-210 Caravelle III, is delivered in late December.
Algeria-Paris SE-210 daily return services are inaugurated on January 12, 1960. As more jetliners arrive, the number of routes is increased, including, in March, a twice-weekly service from Bone to Paris. At the beginning of the second quarter, Caravelle service is inaugurated, four-times-a-week, from Oran to Paris, while the Algiers-Paris service is upgraded to 13 weekly roundtrips.
On May 19, a Caravelle III arriving from North Africa with 37 aboard collides with a Stampe biplane near Paris (ORY). The jetliner lands safely with one fatality; the small craft’s pilot and passenger are killed instantly.
Two more Caravelle Is are in service by summer, allowing the DC-4s to become freighters. Although the other two requested jetliners will be accepted, both will be quickly sold.
Services are extended to additional North African and European destinations in the decade after 1961 as the airline becomes Algeria’s flag carrier following the country’s independence from France in early 1962. Ownership is redistributed three times during these years. Initially, the Algerian government takes a 20% stake, leaving the previous shipping company owners with 52%. Additional owners are Delegation Nationale (20%), Air France (28%), and others (2%).
On April 26, 1962, OAS terrorists blow up an L-749A leased from Air France in its hangar at Maison Blanche Airport, Algiers. There are no casualties.
In March 1963, the government share is boosted to 51% as additional shareholding is purchased from the shipping concerns. Khelifa Laroussi is managing director and airline employment reaches 1,300.
A DC-3 is lost at Hassi Messaoud under unknown circumstances on May 22.
The last L-749A is returned to Paris at the end of the year.
An Ilyushin Il-18 is purchased from the Soviet Union in April 1964.
A C-54A is lost at Dar el Beida, Algeria, on June 11, 1965; there are no fatalities.
Four Convair CV-440s are purchased from Deutsche Lufthansa, A. G. in 1966.
On April 11, 1967, the onetime KLM (Royal Dutch Airlines, N. V.)
DC-4 Limburg with 6 crew and 33 passengers, crashes while landing at Tamanrasset, in the Sahara, during a domestic flight; there are no survivors.
Additional destinations visited during the 1960s include the Balearic Islands, Bulgaria, Egypt, Germany, Italy, Ivory Coast, Spain, Switzerland, the U. S.S. R., and Yugoslavia. A significant number of charters are also operated (20% of all services are nonscheduled in 1968).
The CV-440s acquired in 1966 are converted into CV-640s during 1968.
In 1969, shareholding is divided between the Algerian government (83%) and Air France (17%).
En route to Paris on July 26, an SE-210 Caravelle VIN with 7 crew and 30 passengers suffers a fire in an electrical compartment. The aircraft crashes in flames while trying to execute an emergency landing at Biskra, Algeria (33 dead).
En route from Paris to Hassi Messaoud with 37 aboard, including 30 oil technicians, a chartered Caravelle III crashes in the desert on July 26, 1970, 200 mi. S of Algiers near Biskra (35 dead).
En route from Annaba to Algiers on August 30, a CV-640 is taken over by three armed Algerian men and ordered to fly to Albania. A refueling stop is made at Cagliari, Sardinia, where the passengers are allowed to deplane. Albanian officials refuse landing permission and the turboprop is finally permitted to alight at Belgrade, Yugoslavia, where the pirates receive political asylum.
In 1971, the route network expands into the Middle East. The fleet now includes 5 Caravelles, 3 Convair CV-640s, and several DC-3s.
The Algerian government takes full fiscal control of the carrier in
1972. It is renamed Air Algerie (Societe Nationale de Transporte et de Travail Aerien, S. A.). The fleet is strengthened by the delivery of two Boeing 727-2D6As (christened Hoggar and Tassili) and a pair of 737-2D6As (unnamed). Late in the year, the orderly retirement of the
SE-210s begins as they are replaced on international routes by the new Boeings.
An SE-210 Caravelle III is damaged beyond repair as the result of a bad landing at Alger-Houari Boumediene, Algeria, on September 23, 1973; there are no fatalities.
Ait Messaoudene now becomes managing director and enplanements for the year total 982,737.
Airline employment reaches 3,400 in 1974. The small carrier Societe de Travail Aerien, S. A. is taken over and merged. The fleet now includes 6 B-727-2D6As (including the newly received Lalla Khedidja, Djebel Amour, Mont du Ksall, and Mont du Tessala), 3 SE-210s, 4 CV-640s, and 5 Nord 262s. A DC-8-63CF is wet-leased from World Airways in April and is employed to fly Muslim pilgrims on Hadj pilgrimage flights to Saudi Arabia.
Four Airbus Industrie A300B2s are leased and placed in service to help handle increased passenger demand. Late in the year, new services begin to Dakar and Nouadhibou (Mauritania).
Bookings rise 18% to pass the one million mark for the first time (1,197,045), including 735,185 on international routes.
The workforce in 1975 totals 4,617 and the fleet is increased by the addition of four B-737-2D6As, which are christened Atlas Saharien, Oasis, Saoura, and Monts des Ouleds Neils.
World Airways aircraft are again wet-leased for Hadj flights; this year, the American supplemental carrier employs its new B-747-273 on the service.
The carrier joins the Air France Alpha 3 computer reservations system. New routes are opened to Karachi and to Oran and Lyon. Customer bookings accelerate 17.9% to 1,689,333 while a total of 134.3 million FTKs of cargo are transported.
A CV-640 is written off at Djanet on May 2, 1976. During the remainder of the year and through 1979, scheduled passenger and cargo flights are undertaken in Africa, the Middle East, and to 13 European destinations. Airline employment at Director General Mo-hamed Bouzada’s carrier stands at 4,500 in the latter year. The fleet now includes 6 Boeing 727-2D6As, 10 B-737-2D6/2D6As, 3 B-737-2D6CAs, 4 Convair CV-640s, 5 Nord 262s, and 15 Beech B80 Queen Airs. There are losses.
A CV-640 is lost under unknown circumstances at Djanet on May 2, 1976 and written off.
Having descended too low while on initial approach to Bechar, Algeria, on January 24, 1979, a Nord 262A with 3 crew and 20 passengers crashes 15 km. from the runway (14 dead).
During 1980-1983, the fleet grows to include 16 B-737-2D6/2D6As, 11 B-727-2D6As, and 2 A310-203s, plus 3 Lockheed L-100-30 Hercules freighters. An all-cargo division is established in 1981. The Hercules transports are assigned to it and undertake scheduled flights to and between Algiers, Oran, Constantine, and Annaba.
In these years, the company twice experiments with the use of Jum-bojets. On October 3 of the former year, a B-747-130 is leased from Aer Lingus Irish Airlines, Ltd.; still in the green colors of the Irish carrier, it is placed into service in December but is returned in March 1980.
At this point, a B-747-273C is chartered from World Airways and, for a year it flies in the North African carrier’s bright red and white livery. Passenger boardings average 1.8 million per year.
In 1984, scheduled passenger and cargo services are provided to North and West Africa, the Middle East, and 13 European destinations. The subsidiary Lignes Interieures Algeriennes/Inter Air Services is formed to provide scheduled domestic flights with a fleet of nine Fokker F.27-400Ms, supplemented by the parent’s Boeings. Enplanements in 1985 total 2,246,000 and cargo is up 45.61%.
Operations continue apace in 1986-1987. During February of the latter year, the company is able to terminate its contract with the French company Sogerma and begin its own A310 maintenance.
El Hadj Haroussine becomes CEO in January 1988 and, in June, two A310-203s are leased from Libyan Arab Airlines. These wide-bodies not only operate on the annual Hadj flights to Mecca, but also offer scheduled services from Algiers to Paris, Jeddah, Cairo, and Damascus.
Based on CPARS 2, the company’s computerized reservations system, CASBAH (Computerized Algerian System for Booking Aviation and Hotels), is hooked up in August.
Enplanements for the year reach 3,624,534, revenues total $106.7 million, and an $11.7-million net loss is suffered.
Airline employment is increased 0.7% in 1989 to 8,863 and the fleet includes 14 B-737-2D6/2D6As, 11 B-727-2D6As, 2 A310-203s, 8 F.27-400Ms, 2 B-737-2D6CAs, and 3 L-382Gs, with the latter five employed as freighters. Orders are placed for 3 B-767-3D6s.
On August 1, an L-382G with four crew is damaged beyond repair while making an emergency landing at Tamanrasset, near the Hoggar Mountains in the central Sahara; there are no fatalities.
Passenger boardings jump 6% to 3,862,270 and freight is level.
Work begins in the spring of 1990 on a four-year, $90-million technical base at Algiers. The first of three B-767-3D6As is delivered in June; it commences four-times-per-day return services between Algiers and Paris (ORY).
Two Algerian army deserters, protesting against a government effort to limit fundamentalist Muslim activity in Tunisia, hijack a B-727-2D6A with 46 passengers and 6 crew en route from Ghardaria to Algiers on December 28, and hold their captives hostage at Annaba for two days before surrendering.
In 1991, Director General Haroussine el Hadj oversees a workforce of 8,900 and operates a fleet of 42 aircraft to 34 destinations. The fleet is reduced by two Hercules freighters.
Protesting election results, a lone assailant takes over a company B-737-2D6A while it is on a March 31 domestic service from Bechar to Algiers; having made his statement, the perpetrator surrenders when the little Boeing arrives at its destination.
An F.27-400M with 20 passengers makes a hard landing at In Guez-zam on July 25, causing the nosegear to collapse; there are no injuries reported.
In November, it is reported that the company will suffer a loss of $46 million for the year and, consequently, the airline’s top management is dismissed by the government.
Atotal of 3,088,292 passengers are transported, along with 22.86 million FTKs of freight.
The fleet in 1992 includes 4 A310-203s, 1 of which is chartered from and assigned to provide scheduled flights for Libyan Arab Airlines and 2 of which are in storage; 2 B-727-2D6s; 9 B-727-2D6As; 10 B-737-2D6As; 3 each B-737-2T4As, B-737-2D6CAs, and B-767-3D6s; 8 F.27-400Ms, 1 of which is out of service; and 2 L-382Gs.
The route network now includes 60 destinations throughout Europe, the Mideast, and Africa.
Customer bookings ascend 4.91% to 3,551,101, but cargo declines 16.9% to 20.23 million FTKs.
The workforce is chopped a substantial 30.3% at Director General Chakib Belleili’s carrier in 1993 to 6,200. A second chartered A310-203 is dedicated to providing service for Libyan Arab Airlines. In addition to offering frequencies to 24 destinations throughout North and West Africa, the company also flies to France, Belgium, Spain, Italy, Greece, Austria, the U. K., Germany, Egypt, Switzerland, the CIS, the Czech Republic, Bulgaria, and the Middle East.
Operating statistics are provided through October and show that passenger boardings are down 8.4% to 2,800,172. Conversely, freight moves ahead by 5.6% to 17.42 million FTKs.
The workforce is increased by 43.5% in 1994 to 8,900. On February 28, three Algerian police officers hijack a B-727-2D6A with 131 aboard to southern Spain. In November, the company signs a ?3.5-million contract with the Oxford Air Training School of the U. K. for the ab initio training of its pilots.
An F.27-400M, en route from Algiers to Ouargla on November 13, is taken over by three assailants, who order the aircraft to fly to Majorca, Spain. There the perpetrators surrender, seeking political asylum.
On December 21, en route from Amsterdam to Coventry where it will pick up its cargo, Flight 702P, the B-737-2D6C Oasis with five crew, is diverted to East Midlands Airport due to bad weather. While on approach to the second point, the little Boeing descends below minimum altitude, strikes an electricity pylon in dense fog, hits the roofs of two houses on the “Middle Ride,” rolls and crashes into trees at Willenhall Wood, 2.5 mi. from the aerodrome. All five aboard are killed, including a British veterinarian and an agriculture ministry civil servant.
Following the recent decision of British ferry companies not to transport live cattle after lobbying by animal rights campaigners, the plane had been chartered by a British company, Phoenix Aviation, to transport livestock to the Continent.
Traffic is up as enplanements increase by 15.5% to 2.95 million while freight rises 40% to 22.05 million FTKs. Revenues for the year total $402.65 million, but operating expenses reach $412.63 million. Consequently, a $9.97-million operating loss is suffered.
There is no change in the number of employees working for Air Al-gerie in 1995. However, as the result of the previous December hijacking of an Air France jetliner by Algerian terrorists, the company is banned from operations at Paris (CDG). In April, an agreement is reached with Air Afrique, S. A. to begin discussions on planned joint ventures.
The ban on Paris service takes effect on June 1.
The year’s results are mixed: passenger boardings jump 7.3% to 3,616,692, but freight is down 24.2% to 9,758,000 million FTKs.
The workforce is increased by 4.3% in 1996 to 9,286 and the fleet now includes 3 B-767-3D6s, 4 A310-203s, including 2 leased from the Libyans, 9 B-727-2D6As, 2 B-727-2D6s, 10 B-737-2D6As, 3 B-737-2T4As, 2 B-737-2D6CAs, 8 F.27-400Ms, 1 of which is out of service, and 2 Lockheed L-382G Hercules freighters. Two of the Airbuses are leased to Royal Jordanian Airlines.
Engine problems force a B-737-2D6C with 6 crew and 100 passengers to abort takeoff from Tiemcen on an August 2 service to Algiers. The little Boeing overruns the runway by 40 m. and loses its nosegear; there are no fatalities.
Enplanements dip 1.7% to 3,215,237 and cargo plunges 22.4% to 14.82 million FTKs.
Airline employment falls by 5.2% in 1997 to 8,800. Early in the year, an alliance is initiated with Royal Air Maroc that will cover joint purchasing and long-haul services. The company begins joint insurance purchasing with Tunisair, S. A.
On April 25, the carrier is allowed to re-open its ticket and check-in counter at Paris (CDG) and resume flight operations to and from it. The move brings protests from several international carriers, including British Airways, Ltd. (2).
The British major, whose check-in counter is next to the Algerians, requests a transfer to Orly Airport and goes to court to obtain its wish. Hearings are recessed on April 30.
On May 7, the legal battle over BA’s request to move to Orly Airport to get away from the Air Algerie’s check-in counter is resumed before a French high court. BA continues to argue that Air Algerie’s security is insufficient, while French authorities continue to refuse the airport transfer request.
To help cover a rise in fuel prices, international fares are increased by 30% on October 10.
Traffic figures are reported through October and show passenger boardings up a slight 0.7% to 2,928,000 while freight inches up 3.8% to 13.89 million FTKs.
In early July 1998, a $460-million order is placed with Boeing for ten Next Generation B-737s, including seven Dash-800s and three Dash-600s.
Company employees stage a job action on October 5, forcing the cancellation of most domestic and international flights from Algiers Airport. The carrier’s pilots, technicians, and airport workers are concerned over unconfirmed company plans to restructure and reduce the 9,000-member workforce by a third. The strike continues, and striking staff cause 40 planes to be grounded on October 12 after the airline fails to begin scheduled negotiations.
Under a government rule that service organizations must perform to 30% capacity during labor disputes, the airline is allowed by its striking staff to operate 14 flights on October 14. Pressure has been placed on the union. The job action is concluded on October 28 without resolution; however, management does acknowledge existence of restructuring possibilities.
Management and labor are unable to reach any accommodation during the next six weeks and so, on December 6, the airline staff goes on strike again, this time indefinitely. All of the carrier’s planes are grounded.
Passenger boardings slide 3.9% to 1.88 million, while freight traffic accelerates 11.1% to 9.49 million FTKs.
Just after landing at Constantine’s Ain el Bey Airport after a February 1, 1999, service from Paris (CDG), a B-737-2D6A with 99 passengers, skids off the pavement and overturns. Although the aircraft is damaged beyond repair, no casualties are reported.
Striking air traffic controllers shut down Houari Boumedienne International Airport at Algeries between March 9 and March 13.
A B-737-4Q8 is subleased from Pegasus Airlines, A. O. in February 2000 to operate European and regional services.
A pair of Beech 1900Ds are acquired at the beginning of April for use on domestic routes while a Royal Brunei Airlines B-767-33AER is subchartered for long-haul international services.
Twice-weekly B-737-4Q8 return service is inaugurated on May 18 from Algiers to Milan.
The company’s first new B-737-8Q8 is received on August 3.
Having received approval from the U N Sanctions Committee, the company, at the beginning of October, flies 10 tons of humanitarian aid-food, medical, and education supplies—to Baghdad, Iraq.
AIR ALLIANCE, INC.: Canada (1988-1999). A joint venture between Air Canada, Ltd. (75%) and the Deluce family, owners of Air Ontario, Inc. (25%), AAI is established at Sainte-Foy’s Jean-Lesage International Airport in January 1988 to provide third-level commuter feed for the major in Quebec. Employing three de Havilland Canada DHC-8-102s chartered from Air Ontario, Inc. and painted in the major’s red, white, and grey livery, new President/CEO Gilles Filla-treault’s carrier begins scheduled “Air Canada Connector” passenger service on March 27. Flights originate from Montreal (YUL) to Quebec City and Ottawa, to Ottawa direct, and to Saguenay and Bagotville. In June, Montreal is the terminus for a new service to Rouyn, Val d’Or, and Sept Iles.
In addition to the lease of a fourth Air Ontario, Inc. Dash-8, the company receives its first owned DHC-8-102 in January 1989. Together, the two inaugurate flights from Montreal (Mirabel) to Quebec City and allow the addition of Wabush to the route system.
In June, twice-weekday DHC-8 nonstop schedules are introduced from Montreal (Mirabel) to Boston.
By March 31, 1990, the carrier has nine DHC-8-102s in service. Eight are leased, including five from Air Ontario, Inc., one from Air Manitoba, Ltd., and one from AirBC, Ltd.
Enplanements for the year total 459,759. With income exceeding costs, profits are generated: C$6.2 million (operating) and C$3.6 million (net).
Company employment is increased by 28.4% in 1991 to 321 as three more owned machines are acquired, allowing the return of the AirBC, Ltd. aircraft; the number leased from Air Ontario, Inc. is increased by two. In January, a commercial agreement, including joint fares and scheduling, is signed with Air Creebec, Ltd. under which the latter will feed Air Atlantic, Ltd.’s Val d’Or hub. International services are inaugurated from Montreal to Boston and from Toronto to Hartford.
Passenger boardings jump 9.1% to 505,785 and revenues ascend 22.9% to C$59.6 million. The operating profit grows to C$8.2 million and net gain reaches C$4.3 million.
Ten of the fifteen DHC-8-102s in the fleet are leased in 1992, including nine from Air Ontario, Inc. and one from Air Manitoba, Ltd.
Flights are started by the “Air Canada Connector” partner from Quebec City to Newark. Traffic and financial data is now ordinarily consolidated into and reported with that of Air Canada, Ltd.
One DHC-8-102 is withdrawn in 1993. Airline employment stands at 300 and among the 14 destinations served are Boston, New York, and Montreal. Enplanements for the year total 338,490.
President/CEO Robert Perrault’s fleet in early 1994 includes 10 DHC-8-102s, 7 of which are leased—1 from Air Manitoba, Ltd., 1 from Air Nova, Inc., and 4 from Air Ontario, Inc.
As the result of Air Canada, Ltd’s January corporate makeover, AAI spends the remainder of the year having the color schemes of its aircraft changed to match.
Overall bookings during the 12 months swell to 376,041.
Another DHC-8-102 joins the fleet in 1995 and the route network is extended to Philadelphia and Hartford. Scheduled departures reach 33,795 and enplanements for the year total 348,506.
The “Air Canada Connector” partner places a US$25-million order for five Beech 1900Ds, plus five options, in March 1996. Three of the new turboprops enter service between June and September. Scheduled departures are 36,000 and customer bookings accelerate to 365,000.
The remainder of the Beech order is received in 1997. Destinations visited now include Bagotville, Baie Comeau, Gaspe, Hartford, Mont Joli, Newark (EWR), Ottawa, Port Menier, Sept-Iles, Toronto, Val D’Or, and Wabush.
On January 10, the company’s pilots join their 900 colleagues from the other “Air Canada Connector” carriers in a strike over merged seniority lists. The company operates with replacement workers and charter aircraft, but many flights must be cancelled.
The job action ends on March 1 following a marathon 24-hr. negotiating session in a downtown Quebec City hotel. It is decided to leave it to the Canada Labor Relations Board to decide whether Air Canada is to be considered a common employer of both regional and Air Canada, Ltd. pilots.
On March 11, after months of negotiation, the company’s pilots ratify a new 4-year contract with Air Canada, Ltd. Initially tentative, the pact, providing increased benefits and income, is approved by 88% of the eligible flyers voting in a special election.
Pilots for the four “Air Canada Connector” airlines begin to return to work on March 10.
As a result of the job action, passenger boardings plunge 19.5% to 294,000 and 220,000 FTKs are operated.
Airline employment stands at 325 in 1998 and the fleet includes 6 DHC-8-102s and 5 Beech 1900Ds.
On June 19, Air Canada, Ltd. places this regional partner up for sale. No interested parties will ever be found.
When pilots strike Air Canada, Ltd. on September 2, AAI continues flying. It does, however, add two extra daily return flights to the three already operated between Montreal and Ottawa.
Two days later company pilots vote by a large majority against undertaking any initiative with the potential to buy their airline.
Executives from AAI and Air Nova, Inc. jointly announce on November 12 that the two carriers will consolidate both operations into one new Air Nova, Inc. early in 1999. The company will be based in Halifax and Quebec City and will initially continue independent branding. The consolidated DHC-8-100 and BAe 146 service will operate under the brand name Air Nova, while the Beech 1900D service will retain the AAI name; independent liveries based on the aircraft types will be maintained for recognition purposes. The companies will work diligently together over the next few months toward full implementation of the merger; in the interim, there will be no immediate changes in the services provided by either.
Affected union pilots from both carriers begin to negotiate simultaneously with management from AAI and Air Nova, Inc. concerning new contracts.
The new agreements between the pilots and management at both AAI and Air Nova, Inc. are ratified on February 26, 1999.
The consolidation with Air Nova, Inc. is officially completed on March 12. Hoping to gain greater flexibility and productivity in terms of fleet utilization, the enlarged Air Nova, Inc. projects 1999 revenues of almost C $300 million. Schedule improvements for customers throughout Atlantic Canada and Quebec are implemented on April 5.
AIR ALMA, LTD.: P. O. Box 577, 100 St. JosephAlma, Quebec G8B 5W1, Canada; Phone (418) 668-30466; Fax (418) 668-7711; http:// Www. airalma. com; Code 4L; Year; Founded 1959. Metropolitan Air Services, Ltd. is established at Alma, Quebec (230 miles north of Montreal) in late 1959 by a group of businessmen, led by Roland Simard, to offer an outfitting service for hunters and fishermen and, occasionally, to rent planes for chartered flights. Renamed Alma Flying Service, Ltd. in 1960, the company begins flight operations with a pair of Found FBA-2C floatplanes.
The market expands so quickly that two other aircraft are acquired in 1962-1963 to help meet demand. A helicopter division, Lake St. John Helicopters, Ltd., is created in 1968.
During the remainder of the decade and into the 1970s, flights are undertaken with 1 Piper PA-31-310 Navajo, 1 de Havilland DHC-2 Beaver, and 1 each Bell 205 and Bell 206L LongRanger. In 1972, the company is renamed Alma Air Service, Ltd. The company base is linked with Robertval and Montreal on weekdays and, on weekends, charter work continues.
Chairman Simard, in 1980, is able to gain board support for the creation of an airline to offer scheduled return service from Alma to Montreal (YUL). With a route permit from the Canadian Transport Ministry, a Cessna 404 Titan is acquired and revenue flights commence.
With Jacques Simard as general manager, the fleet, in 1981, is upgraded by the addition of a second Titan. The following year scheduled service is initiated to the Lac St.-Jean-Saguenay region of Quebec and traffic is assured through the remainder of the decade by a growing forestry and aluminum industry, as well as continuing charters.
The first Embraer EMB-110P Bandeirante is acquired in 1987 as scheduled links are opened to Robertval; 2 more of the type are acquired and the fleet in 1989 includes 3 Bandeirantes, 2 Titans, 1 Navajo, 2 Bell LongRangers, 1 Fairchild Hiller FH-1100, and 1 Found Bros. FBA-2C floatplane.
The carrier’s markets in 1990 include Quebec City, Montreal, Alma, Robertval, and Saguenay. The recession of the early 1990s briefly makes a victim of this company, which shuts its doors for reorganization in early 1991. Reorganized and refinanced, Air Alma becomes a member of the Canadian Airlines International, Ltd. “Canadian Partner” commuter network.
In June 1992, the Simard airline replaces InterCanadian Airlines,
Ltd. twice-day service between Montreal and Chibougamau; in 1993, the company adds a Learjet 24A for executive flights.
Service continues apace in 1994, the first year for which traffic figures are available. Enplanements for the 12 months total 14,447, but a C$30,000 operating loss is suffered. There is, however, a C$100,000 net gain.
Airline employment is increased by 9.1% in 1995 to 30 to help take care of the inauguration of new services to Montreal via Charlevois.
Passenger boardings accelerate 14.9% to 17,011 and operating revenues jump 23.3% to C$3.7 million. Costs climb 20.7% to C$3.5 million, leaving welcome profits of C$200,000 (operating) and C$100,000 (net).
The workforce is more than doubled in 1996, reaching 75 employees. The fleet now includes 3 Bandeirantes, 1 Navajo, 1 Titan, and 1 Learjet 24A. The rotary-wing division operates 1 LongRanger, 1 Bell 222, and 1 Bell 412. Enplanements reach 20,000.
Even though the carrier opens a website on the Internet, specific information concerning it becomes more difficult to obtain. The website reveals that, in 1997, ticket counters are maintained at Alma, Montreal, Bagotville, and Chibougamau-Chapaia.
In June 1998, a base is opened at the Chute Des Passes Airport in order to increase air service to that point from Alma and Montreal. Service is quietly maintained in 1999.
After several months of study, executives from Air Alma, PropAir, Inc., and Air Satellite, Inc. approach Quebec Finance Minister Bernard Landry on October 25, 2000 and request $84 million to help them merge into a larger regional. If the arrangement can be concluded, the new airline, to be named Air Quebec, Inc., will form a credible alternative to Air Nova, Inc., the Air Canada, Ltd. regional feeder that enjoys the majority of local market share.
AIR ALPES, LTD.: Aeroporte de Sion, Sion, CH01951, Switzerland; Year Founded 1996. Air Alpes is established by its CEO, Philippe Horowicz, at Sion in February 1996 to offer European charter services. In July, the company orders an Aero International (Regional) ATR42-320.
The first of its type to be certified in Switzerland, the ATR42-320 is delivered in April 1997. It is employed to inaugurate nonscheduled service during May to Gerona, Ibiza, Palermo, Tunis, and other Mediterranean holiday destinations. With the advent of the winter season, the aircraft is shifted north to fly skiers into the Valais Valley.
AIR ALPES, S. A.: France (1961-1980). Air Alpes is organized in 1961 to offer air taxi flights to small airports in the French Alpine region. After eight years of ad hoc lightplane operations, the company begins scheduled operations in 1969.
A Beech 99 is destroyed as the result of a bad landing at Chambery, France, on January 15, 1970; there are no fatalities.
Over the next decade, Air Alpes forms a large network of regularly scheduled domestic stops within France and Corsica. A number of scheduled replacement frequencies are also flown on behalf of Air France. In addition, international flights are undertaken to Dusseldorf from Grenoble and Metz and to London from Nancy and Colmar.
Operations continue apace during the early 1970s with a fleet that grows to include 5 Aerospatiale SN-601 Corvettes, 8 Beech 99s, 2 de Havilland Canada DHC-6 Twin Otters, and 1 Cessna 441. The former, placed into service in September 1974, are the first of their type to see airline service. The small commuters Air Champagne-Ardennes, S. A. and Air Limousin, S. A. are purchased and merged in 1975. Enplane-ments for the year are 204,541.
Airline employment in 1976 stands at 261. In cooperation with three other regionals, Paris operations are grouped into a new entity, Trans Air Regions. Meanwhile, the carrier becomes general sales agent in France (outside Paris) for Pan American World Airways (1), AVIANCA Colombian Airlines (Aerovias Colombianas, Ltda.), and the InterContinental Hotel chain.
A number of unprofitable routes are suspended and seven aircraft are withdrawn and put up for sale: 2 Corvettes, 2 Beech 99s, 2 Twin Otters, and the Cessna. They are partially replaced by a newly received Fokker F.27. The entire fleet receives new livery. Orders are placed for 4 DHC-7s. Passenger boardings jump 10.9% to 229,563.
In 1977, majority ownership is acquired by local chambers of commerce (30%), the Ziegler family (20%), private interests (10%), and the Saudi-backed financial group TAG-International (38%).
In 1978, Chairman Charles James’ carrier employs 260 workers and Managing Director Philippe Boyer’s fleet comprises 4 Fokker F.27s, 3 Aerospatiale SN-61 Corvettes, 6 Beech 99s, and 4 de Havilland DHC-6 Twin Otters.
A Beech 99 is lost at Clermont on February 16; no other details concerning the accident are available.
In 1979, the carrier is acquired by the large independent TAT (Tou-raine Air Transport, S. A.), which allows it to operate as a subsidiary under its old name.
The workforce in 1980 totals 207 and the fleet includes 1 Fokker F.28, 2 F.27-600s, 3 Fairchild Hiller FH-227Bs, 5 Beech 99s, and 2 de Havilland Canada DHC-6 Twin Otters. Enplanements total 259,000 and operating income reaches $109 million. With expenses of $114.5 million, the carrier suffers a $5.5-million operating loss and operations cease.
World History
