In order to concentrate on its oil and defense business, Hunting, PLC, in late June 1998 sells its subsidiary airline Hunting Cargo Airlines, Ltd. to a consortium consisting of Safair (Pty.), Ltd. and Compagnie Maritime Belge, S. A. for $14.7 million. The new owners, led by Chairman Ludvid Criel and CEO High Flynn, transfer the airline to Ireland and register it under this new name. Hunting, meanwhile, negotiates the separate sale of its 5 remaining L-188CFs.
With a fleet of 8 hush-kitted Boeing 727-200s and 5 Airbus Industrie A300B4-203Fs, the reborn carrier resumes flying shortly before Christmas. Over the next three years, it undertakes regular and ad hoc charters throughout Europe and the Modest, with emphasis on the transport of overnight parcels under contract to United Parcel Service (UPS) and Federal Express (FedEx).
AIR CORBIERE, LTD.: United Kingdom (1991-1993). Organized at Coventry in early 1991 as part of the Atlantic Group, this passenger-carrying regional assembles a leased fleet comprising 1 Fairchild Metro III,
1 Cessna 402C, and 2 Cessna 406 Caravan IIs. Daily revenue services are undertaken in June linking Coventry and Gloucester and Jersey and Guernsey.
A year later, in June 1992, Chairman Michael J. H. Collett and Managing Director W. J. Foden employ 24 workers. Daily flights begin between Swansea, Jersey, and Guernsey. Twice-daily Jersey, Guernsey, and Liverpool operations commence in July.
Passenger traffic at Air Atlantique, Ltd.’s sister carrier does not measure up to expectations and, with it unable to maintain viability, Chairman Collett shuts the airline down in April 1993 and returns its aircraft to their lessor. Air Atlantique is now broken into two subsidiaries: Atlantic Airways, Ltd. and Atlantic Cargo, Ltd. Activities of both are covered under the entry for Atlantic Air Transport, Ltd.
AIR CORTEZ (AIR CORTEZ INTERNATIONAL): United States (1976-1987). William Schlick and P. S. Promotions form Air Cortez at Ontario, California, in late 1976. After assembling a fleet of
2 Beech 18s, 1 Cessna 414, and 2 Cessna 182s, the third-level entrant undertakes regularly scheduled passenger/express flights to Las Vegas on January 1, 1977. Additionally, scheduled service is also initiated to the Mexican cities of Guaymas, Mulege, and Loreto and charter flights are made to various destinations in Baja California.
Operations continue apace in 1978-1979. In 1980-1981, the fleet comprises 3 Beech 18s and 2 Cessna 402s. Orders are placed for 3 Fokker F-27As. Beginning in April 1982, the carrier inaugurates scheduled flights from Las Vegas to Arizona’s Grand Canyon with the first Fokker F-27A, newly received.
In 1983, the company receives two more Fokkers, but in early 1984, suspends its scheduled international services from Ontario and San Diego to Guaymas, Mulege, and Loreto to concentrate on expanding its network into the U. S. southwest.
In 1985-1986, additional frequencies and destinations are opened and the fleet is upgraded by the addition of two more F-27As; the smaller Beeches and Cessnas are now retired. Operations cease in 1987, due largely to financial difficulties brought on by overexpansion.
AIR COURIERS, LTD.: United Kingdom (1938-1967). P. W. Griffith forms ACL as a FBO at London (Croydon) in 1938; however, operations are suspended upon the outbreak of war in September 1939. After V-E Day in 1945, the company resumes its prewar operations, adding a charter division in late 1947. Equipped with a fleet comprising 2 Percival Proctor 1s, 1 Proctor 3, 1 Short Scion Junior, and 1 de Havilland DH 89A Dragon Rapide, Griffith’s enterprise starts ad hoc passenger/cargo flights, sight-seeing, and aerial photography charters from March 1948.
During the next 12 years, ACL continues its on demand operations, especially in summers, while the parent firm rebuilds aircraft, overhauls engines, etc. When Croydon is closed in 1959, the company is moved to Biggin Hill, where the three remaining Dragon Rapides are sold in 1960.
In April 1961, a Piper PA-23 Apache 160 is acquired to resume charter flights to smaller U. K. airports. ACL is purchased by and merged into Transglobe Airways, Ltd. in July 1967.
AIR CREEBEC, LTD.: P. O. Box 430, 101-7th St., Val d’Or, Quebec J9P 4P4, Canada; Phone (819) 825-8355; Fax (819) 825-0885; Http://111.aircreebec. ca; Code YN; Year Founded 1981. Late in 1981, William (“Chief Billy”) Diamond, leader of the Cree Indians, founds ACL, in association with Austin Airways, Ltd., employing C$225 million in funds supplied by the Quebec government, which has recently negotiated permission from the Crees for the construction of a hydroelectric project near the James Bay.
Routes in the western part of Quebec province are turned over by Austin Airways, Ltd. in the spring of 1982 and Douglas DC-3 service is started on July 5 linking Val d’Or, Matagami, Rupet House, Eastmain, Paint Hills, Fort George, and Great Whale Lake. Two de Havilland DHC-6-200s, in the company’s orange, yellow, and black livery are acquired later in the year.
During 1983-1985, the fleet is increased by the addition of 1 Hawker Siddeley HS 748 and 1 de Havilland Canada DHC-6-300. Airline employment grows to 23 and the route network features eight stops. During the latter, Diamond’s people take over the ACL interest and assume 100% control.
In August 1986, another DHC-6-300 is ordered. Applications are made in the fall for the inauguration of services to Sanikiluaq, Rouryn, Noranda, and Quebec City. Two HS 748s are purchased from Austin Airways, Ltd. in 1987. In 1988, as part of a major expansion, 4 more join the fleet from Air Ontario, Inc., along with 2 Beech 99s, in the C$16-million acquisition of that carrier’s routes to smaller communities in the northern part of the province.
During a fifth attempt to land in bad weather at Waskaganish on December 3, an Hs 748-2A freighter with three crew crashes short of the runway; although the aircraft is damaged beyond repair, there are no fatalities.
Enplanements for the year total 30,000 and revenues of C$8 million are generated.
General Manager James A. Morrison’s fleet in 1989 comprises 2 HS 748s, 2 Cessna 402s, and 1 DHC-6-300. Destinations visited now include La Grande, Matagami, Eastmain, Wemindji, Chisasibi, Chibouga-mau, Nemiscau, Rupert House, Timmins, Kapuskasing, Moosonee, Peawanuk, Attawapistat, Ft. Albany, Pickle Lake, and Kaschechewan.
The DHC-6-300 is replaced in early 1990 by a DHC-8-100 while 6 more HS 748s join the fleet, together with 2 Beech King Air 200s. In December, commercial agreements, including joint fares and scheduling, are signed with Air Alliance, Inc. and Air Ontario, Inc.
A second DHC-8-100 is received in 1991. Plans are made to expand the route system deeper into the Quebec side of Hudson Bay. Meanwhile, the commercial agreements with Air Alliance, Inc. and Air Ontario, Inc. are implemented, with ACL providing feeder service to the former’s hub at Val d’Or and the latter’s at Timmins.
Just after takeoff from Quebec City Airport on November 29, the right engines of an HS 748-2A with 3 crew and 32 passengers explodes; the aircraft makes a successful forced landing at Riviere au Saumon and there are no fatalities.
Destinations served in 1992 from the Val d’Or hub include Great Whale, Kaschechewan, Port Albany, Attawapistat, Peawanuk, Kapuskasing, Timmins, Rupert House, Nemiscau, Chibougamau, Chisasibi, Wemindji, East-main, Matagami, La Grande, Montreal, and Moosonee. A DHC-8-300 is ordered and, in anticipation of its arrival, a DHC-8-100 is withdrawn.
In 1993, President Albert Diamond and General Manager David Bertrand oversee a workforce of 166. The fleet in 1994 includes 6 BAe (HS) 748-2As, and 1 each 748-2, DHC-8-314, DHC-8-101, and Beech Super King Air 200. Orders are placed for a pair of Beech 1900Ds. The Beech 1900Ds are introduced in early 1995 and are the first of their type operated in Canada. Service to 20 points is maintained in 1996.
To replace air service lost with the closure of Norontair, Ltd. in
1995, the Ontario Northland Transportation Commission on July 1, 1997 provides C$150,000 per year for two years to nine northeastern communities in the province. The funds will be employed by the cities to fund replacement flights. ACL receives C$450,000 from Hearst, Kapuskasing, and Timmins to link those communities with Quebec City. Flights commence in mid-month and continue, along with other services, into 2000.
AIR CRUISES: United States (1928-1932). AC is set up at Detroit, Michigan, in the spring of 1928 to provide passenger and express flights to Chicago and Cleveland via intermediate stops. The company’s aircraft, the Ford Tri-Motor 4-AT-21, is delivered on June 22 and, with pilot Perry Hunter at the controls, enters revenue service.
While landing at Chicago on November 2, 1929, the Tri-Motor crashes; although no one is injured, minor damages are sustained to the aircraft. Operations continue until May 29, 1931, when the Ford is sold to Belle Fourche Air Lines of Belle Fourche, South Dakota. That airline cannot succeed in a time of recession and, on June 17, 1932, returns its Tri-Motor to AC, which in turn fails shortly thereafter.
AIR CRUISING AUSTRALIA (PTY.), LTD.: 405 Ross Smith Ave., Kingston Smith Airport, Mascot, New South Wales 2020, Australia; Phone 61 (2) 9693 2233; Fax 61 (2) 9669 6064; Http://www. broflo. com. au/aca. html; Year Founded 1994. Based at Mascot, Australia, Charter Cruise Air, Ltd. is renamed in 1994. Managing Director G. Garrett’s 20-employee firm continues to provide scheduled flights and air cruises to various points in Australia with one each Fokker F.27-100 and F.27-500.
In December, the F.27-100 is leased to Air Niugini (Pty.), Ltd.
Operations continue apace in 1995-2000. During these years, the F.27-500 is replaced with a British Aerospace BAe Jetstream 31.
AIR DABIA, S. A.: The Gambia (1996-1999). Established at Banjul in
1996, AD begins, and continues, both scheduled and charter passenger and cargo services. The fleet within two years comprises 2 Boeing 727-200s, 1 B-747-100,3 Fokker F.27-100s, 2 F.28-1000s, and 1 British Aerospace BAe 125-700 executive jet.
On July 15, 1999, the Gambian government grounds the company’s Boeings because the company owes $5 million in unpaid landing charges at Banjul Airport.
AIR DALE, LTD.: Canada (1974-1995). Established by Robert Dale at Sault Ste. Marie in 1974, ADL is equipped with an ex-Millardair, Ltd. Douglas DC-3, which is employed to inaugurate revenue charter services, both passenger and cargo. Another DC-3 joins the fleet in 1976, followed by a C-117 (ex-USN DC-3) in 1982. An air ambulance service is initiated under contract to the Ontario provincial government.
Early in the 1980s, the carrier, employing five leased DHC-6-300s, begins flying replacement services for Norontair, Ltd. These connect the company base with Kirkland Lake, Earlton, North Bay, Chapleau, Sudbury, Timmins, Elliot Lake, Thunder Bay, Terace Bay, Geraldton, Hom-payne, and Wawa.
In October 1984, Norontair, Ltd. receives the world’s first production-model DHC-8-101; christened Py Davoud, it is leased to ADL and employed to fly replacement flights to Elliot Lake, Sudbury, Timmins, and Kapuskasing. A second DHC-8-101 is delivered in January 1985; named Jim C. Bell, it, too, is chartered to ADL.
The Py Davoud is seriously damaged when it lands short of the Sault Ste. Marie Airport runway on February 2, 1986. The associated carrier Air Bras d’Or, Ltd. begins operations on September 22. The Py Davoud is repaired and returned to service in 1987. Following the sale of the two DHC-8s to Air Ontario, Inc., the company continues to fly three DHC-6s for Norontair, Ltd. The associate Air Bras d’Or, Ltd. ceases operations on July 17.
President Peter Dyment’s fleet in 1988-1991 comprises 2 DC-3s plus 4 DHC-6-300s and another 2 DHC-8-100s leased from Norontair. Daily service continues to be provided to 21 northern Ontario communities with some 1,000 passengers boarded per year.
A fourth leased DHC-6-300 is received in 1992. Airline employment in 1993 totals 60. Two of the leased Twin Otters are withdrawn. In 1994, ADL flies five DHC-6-300s and one each DHC-8-101 and DHC-8-102. Operations cease in 1995.
AIR DIRECT AIRWAYS: Boire Field, 125 Perimeter Road 4E, Nashua, New Hampshire 03063, United States; Phone 603-8825606; Http://www. air-direct-airways. com; Year Founded 1990. Air
Direct is established at Tew-Mac Airport at Tewksbury, Massachusetts, in June 1990 to provide on-demand charter service throughout New England and upstate New York. Certified by the FAA in May 1991, the company transfers to Nashua when Tew-Mac is closed.
In addition to on-demand service with Piper Aztecs, the company provides aircraft maintenance and operates an FAA-approved flight and ground school. The company is recertified in 1997 and operations continue without incident thereafter.
AIR DISPATCH, LTD.: United Kingdom (1934-1940). Air Dispatch, Ltd., is formed at London on July 9, 1934 to operate as “Inner Circle Airlines.” Initial capitalization is a nominal ?100 and the managing director is the Hon. Mrs. Victor Bruce. Employing two de Havilland DH 84 Dragons and an Avro 642, the company operates a daily passenger/freight service from London (Croydon)-Paris during July-September 1935 as well as weekend flights from London (Croydon) to Le Touquet.
During the summer of 1936, regularly scheduled weekday services are offered from London (Croydon)-Plymouth via Portsmouth, Bournemouth, and Tourquay; the Plymouth stop is operated only on weekends. Commercial Air Hire, Ltd. is acquired and in November, services are initiated from London-Plymouth via the resort areas of the south coast. Neither routes nor services change significantly over the next three years.
On September 3, 1939, war is declared on Germany and all civil flying ceases. Although a unit in the government’s 1939 National Air Communications, the company elects not to participate in the state-run domestic route coordinating board (Associated Airways Joint Committee) formed on May 5, 1940 and ceases trading.
AIR DJIBOUTI, S. A. (RED SEA AIRLINES): P. O. Box 505, Rue Marchand, Djibouti City, Djibouti; Phone 253 (35) 67 23; Fax 253 (35) 67 34; Code DY; Year Founded 1963. B. Astroud, a Madagascar air taxi/ambulance operator, forms this company in April 1963 to provide nonscheduled charter flights in what is known as French Somaliland. Service to Dikhil, Obock, and Tadjoura begins a year later in April 1964 with two Beech 18s and one each de Havilland DH 89A Dragon Rapide and Bristol 170 Mk. 21.
A Douglas DC-3 is acquired at the beginning of 1965 and is employed to launch regional flights from Dire Dawa to Aden, Addis Ababa, and Taiz. These routes prove so successful that Astroud purchases five more DC-3s from Middle East Airlines, S. A.L. (1) in 1966.
In 1967, airline employment totals 80 and the fleet comprises 6 Douglas DC-3s, 1 Beech 18, and 1 Beech 23. Enplanements are 12,580.
Operations continue apace in 1968-1969. Having lost both of its engines after flying into a flock of cranes on July 23 of the latter year, a DC-3 with two crew and two passengers crash-lands nine miles W. of
Khor Ambadu, Djibouti, on July 23; there are no fatalities. In 1970, the company acquires a DC-6.
In July 1971, French-backed Air Somali, S. A. purchases majority control of the company from its founder, but following reorganization, the carrier emerges still with the AD title. In 1972, service is started to Asmara and Hargeisa.
A “Red Sea Day” tourism package is sold from the company’s Paris office during 1973 and helps to boost overall passenger traffic by 12% to 24,000. Airline employment at this point stands at 181.
With the addition of a second DC-6 in 1974, the fleet now totals 2 of that type and 2 DC-3s, plus 1 Piper PA-32 Cherokee. Flights begin to Mogadishu. Enplanements total 17,700.
The workforce is doubled in 1975 to 294. Services are halted to Sana’a’ and Nairobi. The DC-6s and DC-3s are withdrawn and replaced by two de Havilland Canada DHC-6-200 Twin Otters and a Piper PA-32. Customer bookings accelerate 41% to 30,000, but cargo is off by 24%.
The employee population grows by 2% in 1976 to 300. Passenger traffic increases by 40% as 41,826 passengers are transported.
Following the independence of Somaliland on June 27, 1977, shareholding is reorganized. Ownership is divided between the Djibouti government (36.3%), Air France (32.29%), and Compagnie des Mes-sageries Maritimes (11.14%); banks and private interests, including founder Astroud, retain or obtain the remaining shares. The French flag carrier is awarded a management and support contract and assigns Guy Bertruc to act as director general for Chairman Mohamed Djama Elabe’s new state airline.
Scheduled passenger and freight services are maintained over a previously flown domestic network while international flights serve Aden, Taiz, Hodeidah, and Hargelas. In association with Air France and employing French aircraft, flights are also undertaken to Addis Ababa, Jeddah, and Cairo.
On October 17, two gunmen push their way aboard a company Twin Otter at Tadjoura and open fire; the pilot and a passenger are killed and several other customers are hurt before the shooters flee.
Airline employment in 1978 stands at 375 and the fleet consists of 2 Twin Otters and 1 Piper Cherokee Six.
In 1980, the ownership pattern is changed again. This time the government assumes 90.41% control with Air France retaining just an 8.02% interest (and its management contract) and private interests reduced to only 1.57%.
Transavia Holland, N. V. now begins to fly one of its B-737-200s on behalf of the carrier under contract. The jetliner is leased in 1981 and is employed on the Air France joint service. New routes, in addition to those regional international flights previously made, are opened to Paris, Rome, Dire Dawa, Doha, Hargeisa, Nairobi, and Sana’a’.
Dahir Issa becomes DG in 1982 as the company descends into bankruptcy. Issa is fired and replaced by Hassan Gouled Aptidon. A B-727-200 is acquired at the beginning of 1983, but is sold to a Florida concern a year later. The company emerges, just barely, from bankruptcy at this point.
In 1985, a second B-737-200 is chartered, this one a Dash-229A from Sobelair, N. V. (Societe Belge de Transports par Air, S. A.). On August 17, 1986, two South Yemeni jet fighters intercept a B-737-200 over the Red Sea and force it to land in southern Yemen, where security forces search it for opponents of the regime. After this embarrassing incident, Chairman Elabe resigns. He is succeeded by A. R. Awaleh, who brings in T. Issa as director general. Marc Jaunatre will shortly thereafter arrive from France to succeed Issa.
There are no further incidents in 1987-1988 and, during these years, several de Havilland Canada DHC-8-301s are acquired to operate domestic and some regional services. A Douglas DC-9-32 is leased from JAT (Yugoslav Airlines) for the period. Employment during the latter year stands at 154.
After ten years of experience under Air France tutelage, AD obtains its own B-737-200 in 1989. Marc Jaunatre replaces the last French director general, Paul Botbol. In January 1990, the carrier again declares bankruptcy. At this point, the B-737-200, which is owned, is replaced by a Douglas DC-9-32 leased from JAT (Yugoslav Airlines).
Due to losses, reported by nonofficial sources as $11 million, the carrier ceases operations in April 1991. The Sobelair B-737-229A is returned and other assets are liquidated.
Plans are announced in June 1998 for a relaunch of the airline; employing a leased Airbus Industrie A310-200, the initial service is flown from Djibouti to Paris in July.
Following the outbreak of civil war in the Congo on August 2, business plans between Air Zimbabwe Corporation and Uganda Airlines Corporation (UAC) become strained. In September, the former demands the return of an aircraft it has been leasing to the latter. At this point, a new joint service the two are planning to operate from Harare to Dubai is put on hold.
Faced with loss of a needed route, UAC executives meet with executives from the reborn AD. The two sides agree that they will launch joint flights, employing the A310-200, from Entebbe to Dubai early in 1999.
At the same time, Air Djibouti operates scheduled flights to Addis Ababa, Asmara, Cairo, Dar es Salaam, Jeddah, Johannesburg, Karachi, Khartoum, Mogadishu, Mombasa, Muscat, Nairobi, Rome, and Taiz.
The airline operates invisibly at the opening of the new millennium. On May 10, 2000, the Transport Ministry of Somalia, for security reasons, bans the company from flying into its country after Djibouti aircraft have allegedly made unauthorized and clandestine visits to remote airfields.
AIR DOLOMITI, S. p.A.: Via Aquileia 45, Aeroporte de Trieste, Ronchi dei Legionari, I-34077, Italy; Phone 39 (481) 477 711; Fax 39 (481) 474 540; Http://www. airdolomiti. it; Code EN; Year Founded 1991. This small regional is formed at Trieste in January 1989. Orders are placed in early 1990 for three de Havilland Canada DHC-8-100s; however, in August, the order is switched to three Dash 8-300s. The first arrives on September, but the startup of operations is delayed by the Mideast situation.
It is late January 1991 when President Alcide Leali’s first DHC-8-300 begins service between Trieste and Genoa. The second Canadian-made turboprop arrives in March and inaugurates AD’s flights from Trieste to Venice and Turin while the third aircraft is delivered in June and begins flying to Geneva.
A total of 25,000 passengers are transported and revenues are $4.86 million.
Airline employment stands at 50 in 1992. Flights begin in November from Verona to Budapest, Munich, Prague, and Florence. Customer bookings climb to 68,329.
In 1993, the workforce is unchanged; however, the new hub at Verona continues to be strengthened. Passenger boardings swell 58% to 97,633.
During the spring of 1994, AD becomes the European launch customer for the Avions de Transport Regional ATR42-520. Two of the advanced turboprops are ordered, along with four, later five, ATR42-320s. Wearing a new color scheme, these five enter service later in the year, replacing the Canadian-made turboprops. Customer bookings swell 35.1% to 132,000 and a total of 54.8 million FTKs are flown.
Airline employment stands at 90 in 1995. The first ATR42-520 joins the fleet during the spring. Enplanements are reported through April and show an increased of 46% over the same time a year earlier, a total of 52,000 passengers.
The workforce is unchanged in 1996. Under a marketing alliance with Deutsche Lufthansa, A. G., the regional operates Lufthansa Partner services not only within Italy, but to Basel, Munich, and Barcelona as well. Meanwhile, the second ATR42-520 is delivered at the end of October and a new hub is established at Munich. A code-sharing agreement is also entered into with Crossair, Ltd. and joint flights are inaugurated from Basel to Rome.
Customer bookings ascend 13% to 282,000 and revenues bounce upward 29% to $44 million. Revenues of $8.8 million are earned and a net $764,705 profit is reported, the airline’s first net gain ever.
Airline employment is increased by 28.4% in 1997 to 253. During the first quarter, the alliance with Deutsche Lufthansa, A. G. is deepened to where nearly 90% of company services will be operated as Team Lufthansa. Destinations visited include Barcelona, Basel, Cagliari, Genoa, Munich, Olbia, Parma, Rome, Trieste, Turin, Venice, and Verona.
On April 1, the German and Italian partners inaugurate daily return frequencies from Genoa to Paris; these are followed, on April 30, with daily service to the French capital from Verona.
By July 1, the compact with the German major accounts for 137 of the regional’s 156 daily departures and two of every three passengers carried. The same day, AD orders three ATR72-210s and an ATR42-520 from Aero International (Regional).
The latter arrives in mid-August wearing the sponsored yellow and black “logoprop” livery of the Italian fashion house Fendi. Lucky flight attendants aboard the turboprop wear Fendi separates.
Passenger boardings increase 30.7% to 379,395 while revenues are boosted 33.9% to $64.99 million. Expenses climb 28.7% to $62.3 million. The operating profit jumps to $2.69 million while a $2.61-million net profit is celebrated.
Flights continue apace in 1998. During the year, seven special “Setti-mocielo” in-flight events are organized to celebrate special dates and anniversaries, local traditions, and new routes in line with the carrier’s dedication to promoting Italian style and taste in Europe.
“All the Eggs of Easter” is the first “Settimocielo” event celebrated between April 7-13. It is followed by “The Marches: From the Apennines to the Sea” in June; “Capri: A Settimocielo Island” in July; and “San Daniele Festival” in August.
“Relaxed Flying Seminars” are offered for people anxious or worried about air travel. The first occurs in Verona on September 26-27, followed by a second session, in Trieste, on October 24-25.
AD unveils its homepage on the World Wide Web in October, the same month in which the fifth Settimocielo event, “Elixir of Vinegar,” occurs. “The Magic of the Dolomites” is the Settimocielo event for November and is followed by “It’s Christmas” in December.
Customer bookings jump 47.9% to 548,000, while revenues jump to $88 million.
By the beginning of 1999, airline employment has been boosted 20.9% to 306.
During September, a 26% stake in the carrier is sold to Deutsche Lufthansa.
A pair of Fokker 100s are wet-leased from Alpi Eagles, S. p.A. in October and are put on the routes from Venice, Turin, and Verona to Munich, Paris, and Barcelona. Additionally, the domestic fleet is increased through the addition of 2 ATR42-520s and 2 ATR72-520s. Daily Fokker roundtrips start on October 31 between Venice and Dusseldorf.
Overall customer boardings are up a welcome 28.5% to 581,000, while revenues advance by 18% to $94.89 million.
The workforce at the start of 2000 totals 332, an 8.4% increase over the past year. A new corporate identity is unveiled during the first quarter; aircraft are now painted in a more formal blue and gray color scheme.
Fokker 100 return service from Pisa to Zurich begins on March 31.
A fifth ATR72-520 arrives on May 5; it is the 600th of its type manufactured. Daily ATR42-520 return service starts on May 15 from Trieste to Bergamo. The next day, a firm order is sent to Bomardier Aerospace for 3 Canadair CRJ200LRs to be delivered at the end of the year.
As the carrier continues to provide Team Lufthansa service, it requires additional capacity. Three additional ATR42-520s are ordered in June for delivery in the fourth quarter. Also in June, seasonal service is started from Trieste to Olbia and Tortoli that runs through September.
AIR EAST: United States (1970-1974). B. F. McKinney establishes AE at Johnstown, Pennsylvania, during the summer of 1970 and accepts an Allegheny Commuter contract to provide scheduled daily roundtrips to Pittsburgh and Altoona. Employing a Beech 99 and a de Havilland DH 104 Dove, the commuter inaugurates revenue flights on October 25.
Services continue apace throughout the remainder of the year and
1971-1973.
While on final approach to Johnstown after a January 6, 1974, flight from Pittsburgh, a Beech 99A with 2 crew and 15 passengers crashes short of the Cambria County Airport runway (12 dead). Fallout from the disaster results in the company’s sale to Clark Aviation and the cessation of operations in April.
AIR EAST AFRICA, LTD.: P. O. Box 24406, Nairobi, Kenya; Phone 254 (2) 216745; Fax 254 (2) 716191; Http://www. globalaid. co. uk; Year Founded 1993. Former Kenya Airways, Ltd. Managing Director Joseph Nyagah establishes AEA at Nairobi Airport in the summer of 1993. The former CEO sees a need for all-cargo services when Lufthansa Cargo Airlines, A. G. (LCA) halts its operations to various nearby regional capitals and elects to only fly in and out of Nairobi.
Employing a B-727-230F chartered from Deutsche Lufthansa, A. G., the new all-cargo carrier inaugurates service for LCA in September. Former Kenya Airways, Ltd. Captain Chris Kariuki is appointed operations and technical director early in 1994, while Brendan Donohoe, who had been seconded to Kenya Airways, Ltd. by Aer Lingus Irish Airlines, Ltd., joins as chief financial officer.
During these years and in 1995-2000, the company’s trijet is busy not only on behalf of LCA, but also operates a number of charters for other customers. These include the Kenyan government, the United Nations (for which it becomes a major operator to the airport at strife-torn Kigali, Rwanda), and on behalf of private companies. The transport of goods from Sharjah and Dubai to Kenya becomes an important source of income.
To support its aerial operations, AEA also constructs storage and other facilities on a two-acre plot at Nairobi Airport’s cargo center. An Israeli security concern provides protection not only for the Boeing, but for transit cargo as well.
AIR EAST AIRLINES: United States (1979-1980). William Blamey and Edward Davis set up Air East Airlines at Westfield, Massachusetts, in 1979 to provide daily passenger and cargo services to New York (LGA) via Hartford, Connecticut. Although Piper PA-31-350 Navajo Chieftain services are inaugurated in September, recession and high fuel costs force the new operator out of business in 1980.
World History
