Privately owned SAT (Special Air Transport) is formed at Flughafen Koln/Bonn in summer 1976 to offer offer regional charters with a fleet of turboprop Fokker F.27-100 Friendships.
Two years later, in 1978, three Sud-Est SE-210 Caravelle XRs previously operated by LTU International Airlines (Lufttransport Unter-nelhmman, GmbH.) are acquired. Painted in a green and white livery with white “SAT” titles on the fins, these French-made jetliners are employed, beginning in September, to offer international holiday tour and general passenger group charter flights to destinations in Europe, the Mediterranean, the Caribbean, North Africa, and the Canary Islands.
In the early 1980s, two Boeing 727-200s are acquired. They join the fleet wearing the company’s final livery, a green two-tone color scheme. Flights continue until June 1986 when SAT is reformed and renamed Germania Fluggesellschaft, GmbH.
SATA (SOCIETE ANTILLAISE DE TRANSPORTS AERIENS, S. A.-AIR GUADELOUPE): French West Indies (1970-2000). SATA is formed at Pointe-a-Pitre le Raizot Airport, Guadeloupe, in March 1970; local government and private interests hold 55% of the shares. In addition to its 45% shareholding, Air France also provides managerial and other support under contract.
Employing a fleet comprising 2 Fairchild Hiller FH-227Bs, 2 DC-3s, 4 de Havilland Canada DHC-6-300s, and 2 Britten-Norman BN-2s, the company provides general charter flights within the Caribbean archipelago. Additionally, scheduled services are inaugurated from Point-a-Pitre and Basse-Terre to Marie Galante, Les Saintes, Saint Barthelemy, Saint Martin, La Destrade, Saint Francois, Dominica, and from Marie Galante to Basse-Terre.
By 1981, the employee population is 134 and enplanements total 263,989; bookings rise in 1982 to 271,024. The Islanders and a Douglas transport are sold in 1983-1985 and an order is placed for an Avions de Transport Regional ATR42. Service is started from Pointe-a-Pitre to Antigua and replacement daily FH-227 shuttle flights are made on behalf of Air France from Pointe-a-Pitre to Fort de France, Martinique.
The first ATR42 is received in 1986. It helps enplanements climb to 196,300. Airline employment grows 3.9% in 1987, but customer bookings now fall 7.6% to 182,435. The second ATR42 arrives in 1988. At the end of the decade, Raymond Du Pont is named general manager; the last DC-3 is retired and is replaced by two Dornier 228-202s. An ATR72 is optioned in 1990 as the company’s twentieth anniversary is celebrated.
The fleet in 1991 includes the 2 ATR42s, 3 Dornier 228-202s, and 2 DHC-6-300 Twin Otters. The decision is taken not to exercise the option on the ATR72, due for delivery in May. On June 8, joint Pointe-a-Pitre to Paris roundtrips commence in cooperation with Air Martinique, S. A. employing a Douglas DC-10-30 leased from Minerve, S. A.
The carrier’s first jetliner, a leased Boeing 737-33A, is delivered in December and is used, in cooperation with Air Martinique, S. A. and Air Guyane, S. A., to inaugurate a replacement regional network on behalf of Air France. The network links Pointe-a-Pitre with Fort de France, Cayenne, Port au Prince, San Juan, St. Martin Juliana, Belem, and Miami.
General Manager Du Pont is succeeded by Daniel Guadart in 1992; airline employment stands at 246 and the 2 DHC-6s are now withdrawn as a third Dornier 228-202 is leased. Early in the year, capitalization is increased from FFr 8 million to FFr 48 million. Ownership is divided between the local Department (46%), Air France (45%), the state (5%), the local Chamber of Commerce and Industry (2%), and local communities (2%). Losses for the year total $5.5 million.
As a result of its losses, the operator files for bankruptcy in February 1993. Operations continue apace even though the company begins liquidation in late December. The airline is not, however, allowed to disappear, being held together in 1994 by new General Manager Francois Pameole and his management team from France. The fleet is downsized and the Boeing is withdrawn.
Operations continue apace in 1995-1996. During the first quarter of 1997, another Dornier 228-202 is acquired. Flights continue in 1998.
On January 6, 1999, Air France enters into a new partnership agreement with SATA, Air Saint Martin, S. A., and Air Martinique, S. A.
Designed to increase the major’s market share in North America and to maintain French-flag air presence in the Caribbean region.
During the first quarter, the B-737-2M8A is wet-leased from Islands-flug, H. F. to Caraibenne des Transportes Aeriens, the joint venture established to replace the French major on its Caribbean routes from Fort de France and Pointe-a-Pitre to Cayenne, Miami, and Port au Prince. The Icelandic Boeing will be returned as soon as the combine is able to secure a pair of B-737-300s.
In order to create a larger carrier in fact as well as alliance, the small airlines of the French Caribbean, which had been flying the Antilles as part of the umbrella Caraibenne des Transportes Aeriens joint venture, are actually merged into SATA during July 2000.
The SATA fleet is thus enhanced by the addition of the former Air Saint Martin, S. A. Dornier 228-202 and Beech 1900D, the Air Martinique, S. A. ATR42-320s and Dornier 228-202s, and the Air Saint Barthelemy, S. A. 228-201 and de Havilland Canada DHC-6-300. The enlarged airline maintains the local service routes of the three previous independents. It also retains the Islandsflug, H. F. B-737-2M8A, previously chartered for Caraibenne des Transportes Aeriens, and employs it to operate daily roundtrips from Fort-de-France and Pointe-a-Pitre to Miami via Port-au-Prince, Haiti.
The surviving partner, controlled by 70% majority owner Groupe Dubreuil (which had previously owned the French carrier Regional Airlines, S. A.), is soon thereafter renamed Air Caraibes, S. A. (2).
SATAAIR ACORES (SERVICO ACOREANO DE TRANSPORTES AEREOS, S. A.): Av Infante d’Henrique 55, Ponta Delgada, Azores, 9500, Portugal; Phone 351 (96) 25 067; Fax 351 (96) 24 695; Http://www. sata. pt; Code SP; Year Founded 1947. Formed as a study group six years earlier and upgraded on June 1, 1947, this carrier is first known as Sociedade Acoreana de Transportes Aereos SARL (SATA) and is equipped with a single war-surplus Beech C-45/AT-11. Revenue services are inaugurated on June 15 over a route from Sao Miguel to Santa Maria. The first of two de Havilland DH-104 Doves is acquired in 1948, followed by a second a year later.
Following the loss of the Beechcraft, services are suspended in the early 1950s until the Doves are allowed to restart the original route and also expand to include Tercoera and Flores Islands.
Services are maintained for a quarter of a century with little change except in equipment. The fleet is enhanced in 1964 with the addition of a Douglas DC-3. A Hawker Siddely HS-748-B2, the first of three received, is delivered in 1970.
Beginning in 1971, the Doves are withdrawn as the British turboprops join the fleet. An airport is opened at Horta during the year, allowing the carrier to start flying to Faial Island.
Flights continue in 1972-1975. Several small de Havilland Canada DHC-6 Twin Otters are acquired during these years. In 1976-1977, two DC-6s replace the DC-3s.
In late 1978, President Zinckle dos Reis oversees 435 employees and a fleet comprising 2 Douglas DC-6s and 2 Hawker Siddeley HS 748s.
Caught in a violent squall near Marie Galante Island on November 18, a DHC-6-300 with 1 pilot and 19 passengers crashes into the sea and sinks in 13 m. of water 2 mi. offshore (15 dead).
Flights continue without incident in 1979 and the government acquires 100% shareholding in 1980. The DC-6s are withdrawn during the year.
During the early 1980s, the company is reformed and adopts its present name. Ownership is divided between the government (48%), public (48%) and private (4%) interests and Jose Pacheco de Almeida is named president.
Enplanements in 1983 total 190,366.
The workforce is increased 1.6% in 1984 to 573 and the fleet is altered to comprise 3 British Aerospace BAe (HS) 748-B2s. Daily turboprop flights link the carrier’s four principal destinations.
Passenger boardings dip 1.8% to 187,000 and freight falls 9.1% to
365,000 FTKs.
Enplanements in 1985 ascend once more to total 211,147. In 1986, passenger boardings grow only 0.4% to 211,995. Freight, however, declines by 16% to 326,000 FTKs.
Three additional 748s are added in 1987-1988. At this point, eight of the nine islands of the Azores are served. During the latter year, three BAe ATPs are requested, along with authority to fly to mainland Portugal and Madeira.
Enplanements in the latter year total 220,000.
The company’s first jetliner, a BAe 146-200, is acquired in 1989, while in December, the first of three requested BAe ATPs begin to replace the BAe 748s.
Passenger boardings inch up by 1.3% to 232,377.
The BAe 146-200 does not prove satisfactory and beginning in February 1990 it is replaced by two more BAe ATPs. At the same time, the last of four BAe 748-B2s are retired. In an effort to increase its presence, the company joins three industry associations: IATA, the Regional Airlines Association, and the European Regional Airlines Association.
Enplanements this year total 247,283.
Company employment is slashed 11.7% in 1991 to 557 and the fleet now includes just 3 Jetstream 61s. An effort is made to increase automation.
Unlike many of its European contemporaries, this carrier enjoys passenger traffic growth of 2.7% during the year with 254,145 passengers flown. Freight, on the other hand, drops 12.6% to 341,000 FTKs.
Recession impacts the company in 1992. As the winter schedule brings a reduction in services, one ATP is chartered out to Air Malta, Ltd. (2).
Enplanements total 273,968.
In 1993 President Carlos Costa Neves oversees a workforce of 549, down 2.1% from the previous year, and a fleet of 3 ATPs. Destinations visited from Sao Miguel include Santa Maria, Terceira, Graciosa, Sao Jorge, Pico, Faial, Corvo, and Flores.
In November, an ATP is again leased to Air Malta, Ltd. (2) for six months. A Dornier 228-202 is chartered from its manufacturer in December to operate from the limited facilities available on Corvo Island.
Passenger bookings slide 3.1% to 265,483 and cargo is down 6.8% to 261,150 FTKs.
Airline employment is increased by 1% in 1994 to 550 and the government announces plans to privatize the carrier. The ATP returns from Air Malta, Ltd. (2) and is placed back into service on the company’s summer schedule. During the year, ICAO celebrates its fiftieth anniversary by awarding a commemorative medal to an organization or person in each member state that has made a significant contribution to the development of civil aviation. In Portugal, the medal is awarded to SATA.
Customer bookings recover, growing by 2.4% to 271,879; freight declines again, falling 12.5% to 251,000 FTKs.
There is no change in the workforce during 1995 as an order is placed for a B-757-200. Enplanements through September swell 3% to 228,445, but cargo slips 1% to 196,000 FTKs. The fleet is increased in October by addition of a leased Boeing 737-3Q8, which is christened Corvo.
With the beginning of the winter schedule, the “Baby Boeing” inaugurates inclusive tour flights to Porto and Madeira.
Airline employment is cut 24.2% in 1996 to 417 and the B-757 order remains outstanding. The airport at Horta is expanded to handle the new aircraft when it is delivered. At the same time, the B-737-3Q8 undertakes vacation flights to Austria, Germany, Belgium, and Italy.
Passenger boardings for the full year accelerate 4.7% to 292,185.
Seven new employees are hired in 1997 and domestic scheduled destinations visited include Corvo Island, Flores Island, Graciosa, Horta, Pico Island, Ponta Delgada, Santa Maria, Sao Jorge Island, and Terceira.
A total of 9,993 flights are completed and enplanements increase by 4.6% to 300,386.
In February 1998, SATA purchases the outstanding shares of Ocean Air, S. A. for the moribund carrier’s operating certificate. In March, a B-737-3Q8 is delivered in the company’s new color scheme. Christened San Jorge, it is assigned to the upgraded Ocean Air, which is relaunched on April 8 as SATA International, S. A. The parent company’s passenger boardings accelerate 5.7% on the year to 315,000.
By the beginning of 1999, airline employment has been increased by 1.3% to 471.
The B-737-3Q8 Corvo is now transferred to SATA International, S. A. and is complemented with one each B-737-3Y0 and B-737-36N; these leased machines are supplemented by a longer-range Airbus A310-304. SATA itself elects to run the Twin Otters and ATPs, while operating maintenance and support activities, as well as four airports in the archipelago.
While en route from Ponta Delgada, South Miguel Islands, to Horta on Faial Island on December 11, Flight 530, an ATP with 4 crew and 31 passengers crashes into 1,067-m.-high Pico da Esperanca Mountain on Sao Jorge Island; there are no survivors.
Passenger boardings for the year jump 11% to 349,000.
Airline employment at the beginning of 2000 stands at 503, a 6.8% increase over the previous 12 months.
Two British Aerospace ATPs are leased from their manufacturer in June; one is a direct replacement for the aircraft lost in 1999. The aircraft are employed to meet a demand for increased interisland service, as well as to provide feed to SATA International, S. A.
SATA INTERNATIONAL, S. A: Avenida Infante D Henrique 55-4, Ponta Delgado, 9500, Portugal; Phone 351 (296) 209 727; Fax 351 (296) 209 722; Code S4; Year Founded 1998. In February 1998, SATA Air Acores (Servico Acoreano de Transportes Aereos, S. A) purchases the outstanding shares of Ocean Air, S. A. for the moribund carrier’s operating certificate. In March, a leased Boeing 737-3Q8 is delivered to the parent in the company’s new color scheme. Christened San Jorge, it is assigned to the upgraded Ocean Air. The new concern, which has received a bid by public tender, is awarded scheduled routes that will link its base with Lisbon, Funchai, and Oportu. Under the leadership of Managing Director Antonio Sousa, the former Ocean Air is relaunched on April 8 as SATA International, S. A.
The B-737-3Q8 Corvo is transferred to SATA International in 1999 and is complemented with one each B-737-3Y0 and B-737-36N. These leased machines are supplemented at the end of October by a longer-range Airbus A310-304, the Terceira, employed to inaugurate twice-daily roundtrips between Lisbon and Ponta Delgado and nightly Lisbon to Frankfurt return service. Charter flights are also completed to various other northwest European destinations, including airports in the United Kingdom, and from those places, during the post-October period, to the Spanish Atlantic islands.
A total of 213 workers are employed at the beginning of 2000. When TAP-Air Portugal, S. A. discontinues its service from Lisbon to Boston on October 29, it begins to code-share on the SATA service begun several months earlier.
SATAIR-AIR MARTINIQUE, S. A.: French West Indies (19741981). This airline begins as a charter operation at Fort de France in June 1974. Nonscheduled passenger and cargo flights are offered throughout the eastern Caribbean.
Employing the marketing title Air Martinique, the company begins scheduled services in 1978 from Fort de France to Dominica, Grenada, St. Lucia, and St. Vincent. The fleet used includes a Britten-Norman BN-2 Islander and a Fokker F.27 Friendship.
Unable to survive financial difficulties caused by significantly higher fuel costs, the commuter stops flying in 1981.
SATCO (SERVICIO AEREO DE TRANSPORTES COMMER-CIALES, S. A.): Peru (1963-1973) . The Peruvian Air Force air transport division Grupo de Transportes Numero 8, which has been providing Curtiss C-46 and Douglas DC-3 passenger and cargo services between the nation’s major cities as a supplement to Faucett Peruvian Airlines, S. A., is redesignated SATCO in 1963. The fleet is increased by the addition of more Curtiss and Douglas transports, frequencies are increased, and improved emphasis on commercial-type services is initiated.
The first Douglas DC-4 is added in 1966. Later in the decade as the carrier participates in earthquake relief, it comes to add significant cargo-hauling capacity with four DC-6s and three Lockheed L-100-20 civil Hercules freighters originally delivered to the Air Force.
Operations around the country are continued without incident during the remainder of the decade and into the early 1970s.
A C-46F, with four crew and six passengers and en route from Chi-clayo to Tarapota via Moyobamba disappears near Moyobamba on April 20, 1972; when the wreckage is found later in the day, there are no survivors.
In March 1973, following extensive evaluation and flight demonstrations (competitions), the Fokker F.28-1000 Fellowship is chosen as the airline’s first jetliner.
When AeroPeru (Empresa de Transportes Aereos de Peru, S. A.) is
Formed in May as the new government national flag carrier, the SATCO organization is absorbed as the domestic line.
SATENA COLOMBIA (SERVICIO DE AERONAVAGACION A TERRITORIOS NACIONALES): Avenida El Dorado, Entrada 1, Interior 11, Bogota 11163, Colombia; Phone 57 (1) 413-8438; Fax 57 (1) 413-8178; Code ZT; Year Founded 1962. To provide air service to the underdeveloped and slightly populated areas of eastern and southern Amazon and Orinoco regions of Colombia, SATENA is established in September 1962 as a semi-official government agency to be operated as a special air transport division of the Fuerza Aerea (Air Force). Employing unconverted military C-47s, operations commence on June 1.
In 1963-1964, services to bush communities are flown with Douglas transports and light planes from bases at Cali, Neiva, and Villavicencio. The fleet in 1965 comprises 2 de Havilland Canada DHC-2 Beavers, 5 DC-3s, 2 DC-4s, and 2 Consolidated PBY-5A Catalinas.
Enplanements total 57,448.
A DC-3 with 13 aboard crashes into the Caqueta River on February 20, 1966 (11 dead).
Law 80 of December 30, 1968 reorganizes the carrier as an autonomous government branch administered by the secretary of defense. Col. Alfredo Ortega is named general manager on January 1, 1969. On September 8, a DC-3 with 32 aboard crashes near Aspiary AFB in Meta Province; there are no survivors.
Service continues as before in 1970-1971 as the fleet is augmented by a few Fuerza Aerea C-54s.
En route from Medellin to Buenaventura on January 21,1972, a chartered DC-3 with 3 crew and 36 passengers strikes high ground in the Andes near San Nicolas, crashes, and burns; there are no survivors.
The first civilian-type airliners acquired are four Hawker Siddeley HS 748-2As purchased late in 1973.
While climbing away from Bogota on January 9, 1974, an HS-748-2A with 3 crew and 28 passengers crashes into a hill near Florencia; there are no survivors. Flights continue without incident during the remainder of the year.
Domestic outback service is maintained in 1975-1983 to 63 destinations, branching off a main network built to link the cities of Bogota, Villavicencio, Cali, Florencia, Neiva, Aruca, and Tame. By 1978, airline employment stands at 109 and the fleet comprises 2 DC-4s, 5 DC-3s, and 3 HS 748-2As.
There are seven fatal accidents during these years.
All 20 persons aboard a DC-3 are killed when it crashes near Neiva, Colombia, on January 8, 1975. En route from Ocana to Cucuta, a DC-3 with three crew and three passengers crashes into hilly country near Sardinata on May 3 (three dead).
On final approach to Puerto Asis from Florencia on April 2, 1976, a DC-3 with 2 crew and 14 passengers crashes into a lake (5 dead). A DC-4 with more than 50 aboard vanishes into the Ecuadorian mountains during an August 15 domestic flight.
Having aborted its takeoff from Camanaos, Colombia, on February 17, 1978, a DC-3, with 2 crew and 26 passengers swerves off the runway and crashes into a tree, suffering the separation of both engines and the landing gear; although the aircraft must be written off, there are no fatalities.
The second DC-4 with 66 aboard disappears into the Ecuadorian mountains during an April 23, 1979, domestic flight. On August 22, a mechanic and a buddy steal an HS 748-2A for a joyride from Bogota; the turboprop crashes into a residential area of the city, killing not only the pirates, but three people on the ground as well.
En route to Bogota on December 18, a C-54D with 4 crew and 15 passengers strikes a mountain at Cerro Toledo; there are no survivors.
A C-47B is destroyed at Cali on May 3, 1983; there are no other details concerning the accident.
An HS 748-2A with 5 crew and 16 passengers is destroyed as the result of a bad landing at Pasto on August 7; there are no fatalities.
Two Fokker F.28-3000C Fellowship jetliners are introduced in 1984.
While on a charter, one of the new F.28-3000Cs with 6 crew and 46 passengers crashes into a fog-shrouded mountain near Florencia during a storm on March 28, 1985; there are no survivors.
Operations continue apace in 1986-1989 and the carrier offers both scheduled and charter flights to 112 destinations in the hinterland. The fleet in the latter year includes 1 each BAe (HS) 748-2A and 748-2BF, plus 6 CASA C-212-200 Aviocars, 2 C-212-300s, and 1 F.28-3000C.
A C-212-200 Aviocar with 4 crew and 11 passengers collides with a mountain near Medellin on November 18, 1990 and crashes; there are no survivors. It is replaced with a C-212-300. Services are maintained without change in 1991-1992.
In 1993, CEO/General Manager Brig. Gen. Alfredo Garcia Rojas oversees a workforce of 300 and a fleet increased by the addition of 1 Cessna 208 Caravan I and 3 Pilatus Turbo-Porters. Flights continue to be made from Bogota and Medellin to Arauca, Ararauca, Bahia Solano, Bucaramanga, Cali, Corozal, Cucuta, El Yopal, Florencia, Guacamayas,
Jurado, La Pedrera, Leticia, Mitu, Neiva, Puerto Carreno, Puerto Inirda, Puerto Asis, Quibdo, San Vincente, Saravena, Tame, Taraira, and Villav-icencio.
Operations continue apace in 1994 with a fleet that includes 4 CASA C-212-200s, 3 C-212-300s, 1 each BAe (HS) 748-2A and 748-2BF, and 1 F.28-3000C.
While en route from Villavicencio on March 19, a C-212-200 with 4 crew and 25 passengers suffers an engine failure and must make a forced landing near the town of La Macarena. Although the aircraft is damaged beyond repair, there are no fatalities.
Having abandoned two previous bad weather approaches into La Macarena on September 9, 1995, a CASA C-212-200 Aviocar with 4 crew and 18 passengers attempts a third. This time the Spanish-made turboprop crashes into a hill short of the runway, killing all aboard save one.
Operations continue apace without incident in 1996.
During the first quarter of 1997, orders are placed for three Fairchild Dornier 328-120s. After examiners from the U. S. FAA inspect the country’s civil aviation establishment with regards to its safety in the fall, the agency is viewed in local quarters as having criticized its Colombian counterpart AeroCivil by pointing out that it does not control SAETA (the Air Force does).
The Colombian Airline Association ATAC further suggests that the U. S. is overstepping its boundaries by requiring that all of its members be Category 1 recertified before any will be allowed to fly to America.
All of the Dornier 328-110s have arrived by February 1998. At this point, three more 328-100s are requested.
Flights continue without incident in 1999. A total of 32 workers are employed at the beginning of 2000. The company contunies to fly a B-727-2By.
World History
