AIR ZAIRE, S. A.: Zaire (1971-1997). When the Democratic Republic of the Congo becomes the Republique du Zaire in 1971, the name of the national carrier is changed in October from Air Congo, S. A. (2). Ownership is reorganized and includes the government (80%), Institut National de Securite Social (8%), and the Caisse d’Epargne du Zaire (8%).
Private business interests hold the remaining 4% and the airline is registered not in Kinshasa but in Brussels. A previously held joint venture management contract with Pan American World Airways (1) is continued, as is the contract of American’s director general, Francis J. Swayze.
The fleet includes 2 Douglas DC-8-33s, 8 Fokker F.27-600s, 2 Sud-Est SE-210 Caravelle Ills, 6 DC-4s, and 4 DC-3s. Previously operated services are continued to Zambia, Tanzania, Kenya, Uganda, Nigeria, Belgium, Italy, and France, plus domestic stops. A Lockheed L-100-20 Hercules freighter is now periodically leased from the government to transport freight.
In late 1972, orders are placed for 3 Boeing 737-298Cs and 2 DC-10-30s and a request is made to exchange the DC-8-33s for DC-8-63CFs.
The first DC-10-30, christened Mon Ngaliema, enters service in February 1973, the same month that it is announced that Pan Am will supply an even larger aircraft. The B-737-298Cs arrive during spring and summer, and are christened Lac Tumba and Lac Upemba.
The B-747-121 Clipper America, leased from Pan American World Airways (1), arrives in October and is rechristened Mont Floyo. Painted in full Air Zaire livery, including a gold-winged leopard on the tail and tiger-skin lavatory walls, the Boeing Jumbojet begins service from Kinshasa to Brussels, Geneva, and Rome in November. By year’s end, Air Zaire is one of the largest carriers on the continent.
On April 7, 1974, a downdraft causes a chartered DC-4 to land 100 m. short of the runway at Gemena; there are no fatalities, but the Douglas is wrecked.
During the remainder of the year, the two requested DC-8-63CFs and the second DC-10-30 join General Director Joseph Gatt’s fleet. The increase in capacity allows new markets to be entered at Abidjan, Bangui, Bujumbura, Conakry, Dakar, Libreville, Lome, Luanda, and Madrid.
On January 9, 1975 an F.27-600 with 4 crew and 15 passengers overruns the runway while landing at Boende; a ramp worker is killed on the ground.
On March 31, the Mont Floyo lease ends and is not renewed. In the spring, an agreement is signed with UTA French Airlines, S. A. for the joint development of mail and freight traffic between France and Zaire.
On March 3, 1976, an F.27-600 is destroyed on the ground at Vila Gagocutinho, Angola, by a rocket attack.
The Pan American World Airways (1) management contract ends in 1977. Geyoro Te Kule is named chairman/CEO.
An F.27-600 on a training flight with three crew, crashes and catches fire at Kisangani on January 6, 1978; there are no survivors. On a happier note, in May, the carrier becomes a wholly owned public corporation.
Airline employment grows to nearly 5,300 in 1979. On February 8, 1980 an F.27-600 with three crew on a training flight from Kinshasa goes into a spin, crashes, and catches fire; there are no survivors.
The world economic situation at the start of the new decade has a severe impact. Passenger boardings in 1981-1983 are, respectively: 535,000, 335,000, and 330,000. Airline employment reaches a height of 4,800. The 2 DC-8-63CFs are put into storage, but the final B-737-298C is acquired and an order is placed for 4 F.27-500s.
On January 16, 1984, a DC-3 with 17 passengers is destroyed as the result of a bad landing at Kissidougou, Guinea; there are no fatalities. To avoid collapse in the face of declining traffic and rising expenses, the fleet is now reduced by the withdrawal of 1 B-737-298C and 2 F.27-600s, while the new Fokker order is cancelled. All international routes are suspended, except Kinshasa-Brussels via Lagos.
During the spring of 1985, the government signs a 6-year management contract with the French carrier UTA French Airlines, S. A., which assigns Joel de Cernon as CEO, replacing Geyoro Te Kule, who remains as chairman. A historical low point is reached when one of the debt-ridden flag carrier’s DC-8-63CFs, which has just returned to service, is impounded at Brussels for several months while foreign pilots seek legal redress for lack of salary payments.
To obtain operating funds, both DC-10-30s are withdrawn and placed up for sale in June; one is immediately purchased by British Caledonian Airways, Ltd. (BCAL). Sabena Belgian World Airlines, S. A. is also asked to undertake a survey of the carrier on behalf of the government.
The workforce in 1986 totals 2,625 and the fleet includes the last DC-10-30 (still up for sale), 2 DC-8-63CFs, 2 B-737-298ACs, and F.27-600s. The UTA French Airlines, S. A. management team, led by another new CEO, Hubert Andrade, arrives to operates the carrier, initially concentrating on route rationalization measures and staff pay. The airline is able to board 171,000 passengers on the year.
Operations continue apace in 1987-1988. The Douglas wide-body operates European long-haul routes, flying thrice weekly to Brussels, twice weekly to Paris, and weekly to Rome.
Orders are placed in 1989 for 3 McDonnell Douglas MD-88s. As the result of the failure of the Zaire government to provide required support, UTA French Airlines, S. A. cancels its management contract in January.
Enplanements total 202,503, with 47.29 million FTKs of freight also flown.
Company employment is increased by 2% in 1990 to 2,616 and the fleet now includes the still-unsold DC-10-30, 1 leased B-737-200, 2 B-737-298ACs, and 1 DC-8-63CF. Orders are placed for two McDonnell Douglas MD-83s; however, great difficulty is encountered in arranging the necessary financing.
Highlight of the year is the introduction of a B-737 route from Kinshasa to Nairobi via Goma and Kigali.
Passenger boardings inch up 1.8% to 206,215, but freight is off 4.3% to 55.8 million FTKs. Revenues decline 5% to $82.4 million and, with costs higher, the operating loss is $3.7 million. A net loss of $1.3 million is also suffered.
The payroll declines 0.6% in 1991 to 2,600. Traffic figures are reported only through May and show customer bookings down 3.5% to
64,000 and cargo off 17.2% to 18.94 million FTKs. As a result of alleged financial irregularities, General Manager F. S. Musara is suspended in August.
The leased B-737-200 is withdrawn in 1992 and the DC-8-63CF is exchanged with Connie Kalitta Services for a DC-8-54F. The company operates its last intercontinental passenger services with its own aircraft on October 11. Thereafter, routes to Abidjan, Brussels, Conakry, Dakar, Libreville, Lome, Luanda, Paris, and Rome are all suspended. The Douglas wide-body is placed into storage at Ben Gu-rion Airport at Tel Aviv, Israel.
In 1993-1994, CEO Andrade and new General Manager Yuma Mor-isho Lusambia oversee a workforce of 2,616. The operational fleet includes 2 B-737-298Cs and 1 DC-8-54F. A variety of local communities are served from Kinshasa and Lubumbashi. At Tel Aviv, 2 of the DC-1030’s 3 GE CF6-50C engines disappear, supposedly “borrowed” by former company officials. Although an international search is undertaken, they are not located.
Little is heard of company business now as Zaire is engulfed in civil war. It is known that the DC-8-54F needs parts and services and one of the “Baby Boeings” is out of service at Kinshasa’s Ndjili Airport. The other maintains local services and even reintroduces a route to Lagos, Nigeria.
While landing at Kinshasa in bad weather on January 2, 1995, the B-737-298C Lac Tumba, with 5 crew and 50 passengers, touches down heavily. The flight crew loses control of the aircraft and it runs off the side of the runway. The nose landing gear collapses and, as both engines strike the ground, they are ripped from the wings. Although the aircraft is damaged beyond repair, there are no fatalities.
A close associate of President Mobutu Sese Sek, General Kikunda Ombale, is named managing director.
In June, a Brussels commercial court declares the carrier, with BFr 1 billion in debts, to be bankrupt. Officials from the airline appeal, but when the court announces its final decision in December they are out of money and unable pay attorneys to seek a reversal.
Service to Lagos ends on January 26, 1996. Despite the decisions of the Brussels courts, Air Zaire maintains it is still operational. Afterall, it has a contract with Scibe Airlift, S. A. and it does receive traffic and handling fees from other carriers.
In March, General Kikunda, who has replaced CEO Andrade, decrees the resumption of services to additional domestic points with the remaining B-737-298C Lac Upemba.
A contract is also signed with the French financial group De Grimaldi for the weekly lease of a DC-10-30 from AOM French Airlines, S. A. with which to restart intercontinental operations. The plane will not be delivered, however, because the owner comes to fear that it will be seized should it land in Brussels, where the courts have declared the carrier bankrupt and any of its available local assets subject to takeover.
The last almost-event in this airline’s history occurs on April 6 when the B-737-298C Lac Upemba departs Kinshasa for a flight to Goma. En route, the Boeing is diverted to Kamembe, Rwanda, where the crew and passengers are taken into custody. Although everyone is soon released, the plane is held.
In May 1997, following the success of rebel forces under Desire Kabila, both the country and its flag carrier are renamed, the latter eventually becoming Lignes Aeriennes Congolaises, S. A. (LAC). A large number of Mobutu allies, including Gen. Ombale, are arrested just after the change in government and are charged with corruption and embezzlement. Most will be put on public trial, beginning with Gen. Ombale.
AIR ZAMBEZI, LTD.: Harare, Zimbabwe; Phone 2634 706 059; Fax 2634 707 151; Http://www. gsaairlines. com/airzambezi. htm; Year Founded 1998. Air Zambezi is established at Harare in early summer 1998 to provide scheduled return service to the Safari Lodges and other smaller communities on a regular basis. Revenue flights are inaugurated on July 16 with 1 each Cessna 208 Caravan I and Piper PA-31350 Navajo Chieftain. Destinations visited include Bumi Hills, Hwange, Kariba, and Victoria Falls.
AIR ZANZIBAR, LTD.: P. O. Box 1784, Zanzibar, Tanzania; Phone 255 (54) 32512; Fax 255 (54) 33098; Http://www. zanzibar. net/airzan; Year Founded 1990. Air Zanzibar is founded by Peter Hendriks on its island namesake in 1990 to provide scheduled and charter services from the town to Pemba to Dar es Salaam. The 14-employee company inaugurates services with 3 Piper PA-34 Senecas and 1 Britten Norman BN-2 Islander.
Flights continue and, over the next ten years, scheduled service is launched to Arusha, Dar, Selous, and Ruaha. Flight-seeing, safaris, and scenic flights, as well as charters to various other national park and game reserves are offered.
In 2000, CEO Hendriks’ fleet includes 2 PA-31-350 Navajo Chieftains, 1 PA-31-310 Navajo, 1 PA-32 Cherokee Six, and 2 Partenavia P.68s.
AIR ZARCO, S. A.: Portugal (1999-2000). With continued backing from the Lisbon-based travel group Pestana Hotels, Air Madeira, S. A. is renamed in early 1999. The 42-person workforce, under the direction of President Tonaz Metello, continues operations with a former TAP-Air Portugal, S. A. Lockheed L-1011-500 TriStar. The principal destination is Canada, where there is a large expatriate Portuguese population.
At the beginning of the fall holiday season in late October, a Boeing 737-33A, named the Jose de Olivera Marques, is chartered for 18 months. It is employed to fly tourists to Mediterranean destinations.
During the summer of 2000, the company is renamed again, becoming Euro Atlantic Airways, S. A.
AIR ZIMBABWE CORPORATION: P. O. Box AP 1, Harare Airport, Harare, Zimbabwe; Phone 263 (4) 575 111; Fax 263 (4) 575 068; Http://www. airzimbabwe. com; Code UM; Year Founded 1980. Following the 1980 change in government, Air Rhodesia, Ltd. (2) is given this name in February. The fleet now includes 3 Boeing 720Bs, 3 Vickers Viscount 782s, and 4 Douglas DC-3s. Meanwhile, Viscount 782 service from Salisbury to Blantyre and Lusaka is resumed in January. Employing a B-707-344B Stratoliner leased from South African Airways (Pty.), Ltd. , the company begins flights to London (LGW) on April 2.
On April 29, Zimbabwe raises its first international bank loan since independence for its airline; an $11 million credit is received from New York’s Manufacturer’s Hanover Trust Company and is employed in September to order 3 B-707-330Bs and spare parts from Deutsche Lufthansa, A. G.
Links with Europe and southern Africa that had shrunk during the final years of Air Rhodesia, Ltd. (2) are reestablished during the remainder of the year and in 1981. In addition to eight domestic points, service is provided to six cities in five African nations: South Africa, Kenya, Malawi, Zambia, and Botswana.
The first former-German Stratoliner arrives in Salisbury on February 19, the same day two more DLH Boeings are requested. Return flights to Frankfurt are inaugurated in May.
To replace the earlier models, two Vickers Viscount 810s are purchased from Dan Air/Dan Air Services, Ltd.
A B-707-330B, en route from Harare to London with 105 aboard, including Prime Minister Robert Mugabe, is forced to land at Paris (ORY) on June 6, 1982, because of a bomb scare; nothing is found. Athens joins the growing European route network in July.
Following a visit to the company’s base by then-Minister of Transport Farai Masango, changes occur. A new livery is ordered for the aircraft (with a different color scheme for type), with the controversial “twiggi bird” replaced by a new Zimbabwe Bird logo superimposed on a red star on all aircraft tails. In addition, cabin announcements are to be made in Shona and Ndebele as well as English.
In association with Qantas Airways, (Pty.), Ltd. and with a chartered Australian Boeing 747SP-38, a joint route is opened in November from Harare to Perth and Sydney.
The cargo carrier Affretair, Ltd. (2), its routes and two DC-8-55Fs, are acquired in July 1983 and begin operations as a wholly owned subsidiary. The company joins IATA and flights to Europe are increased; London becomes four times a week and Frankfurt twice weekly. En-planements reach 456,000.
In 1984, a B-737-2L9 is leased from Maersk Air, A. S. of Denmark. Passenger bookings decline to 430,000 and a net loss of Z$19.3 million (US$16.5 million) is suffered.
A poignant historical point is noted on May 31, 1985 when the first Viscount 782 is retired. The turboprop is flown to Gweru and turned over to the Aviation Museum. In August, orders are placed for three B-737-2N0s, with the help of a U. S. Export-Import Bank loan.
In November, while awaiting delivery of the little Boeings, the company leases a former Maersk Air, A. S. B-737-2L9.
Passenger boardings for the year rebound, up to 452,000. Still, the net loss grows to Z$28.3 million.
The carrier’s workforce approaches 1,500 in 1986 and the fleet includes 2 B-707-330Bs and 6 Vickers Viscounts; 3 B-720Bs and 2 Viscounts are retired. In February, fares are raised in excess of 20% as a result of the declining value of the Zimbabwean dollar.
Chiredzi-based Cane Air, Ltd., a Cessna and Piper charter operator, is contracted in September to provide replacement services between Masvingo and Buffalo Range. The first B-737-2N0 is delivered on December 19; christened Mhuya Nehanda, it enters service at month’s end.
Enplanements for the year total 450,740 and the losses are $9 million (operating) and $14.5 million (net).
The employee population is cut 7% in 1987 to 1,548. The B-737-2L9 is returned to its lessor in early January.
Attracted by the possibility of attractive financing, company officials open discussions (ultimately unsuccessful) in February with Aviaexport of the Soviet Union concerning acquisition of Russian-made airliners; in April, talks are held with Royal Jordanian Airlines in an effort to obtain the use of a Lockheed L-1011 TriStar 1.
Fungai Musara succeeds A. T. Mutyambizi as general manager in May and when negotiations for the Jordanian airliner collapse, Prime Minister Mugabe’s British Aerospace BAe 146-200 is temporarily pressed into scheduled service to alleviate the carrier’s capacity shortage on the route to Kariba.
The last two B-737-2NOs, Great Zimbabwe and Matojeni, are delivered in June and July, allowing phase-out of the remaining Viscounts to begin. The BAe 146-200 now flies from Harare to Kwange, Victoria Falls, and Hwange National Park.
Passenger boardings are up 2% to 459,939 and freight climbs 3.5% to 12.94 million FTKs. Revenues rise 19.6% to $54.8 million, but costs still cause an operating loss of $5.6 million and a net loss of $13.4 million.
The workforce is increased by 1.7% in 1988 to 1,574. Orders are placed for two B-767-2NOERs. During the spring, flights begin to Maputo, Manzini, and Dar es Salaam; in June, a B-737-2N0 service is opened from Harare to Mauritius.
A B-707-330B is destroyed in a hangar fire at Harare on November 15.
Passenger bookings ascend 14% by October to 431,658 while cargo is up by 12.8% to 11.2 million FTKs. With income exceeding costs, profits are generated: $23.3 million (operating) and $27 million (net).
Airline employment grows 7.6% in 1989 to 3,452. In a cooperative venture with British Airways, Ltd. (2), joint service is started to London. This pact will later be upgraded into a code-sharing arrangement.
A maintenance agreement is signed with Air Botswana (Pty.), Ltd. in September; under its terms, the new British Aerospace BAe 146 of the Botswana carrier will be maintained in Harare. The first B-767-2NOER arrives in November and is christened Victoria Falls. At the same time, the last Viscount 782 is retired, along with the two Viscount 810s.
Customer boardings rise 3.3% to 502,495. Freight, conversely, drops by 15.6% to 12.39 million FTKs. Revenues swell 24.4% to $129.5 million and with costs held down, the operating profit grows to $48.2 million. Net gain declines to $13.2 million.
Company employment is increased by 8.1% in 1990 to 1,853. The two B-707-330Bs are placed on regional routes to Bulawayo, Mauritius, and Victoria Falls. The second B-767-2NOER, Chimanimani, joins the fleet in October.
It is announced late in the year that government subsidies will end on December 31. Service is inaugurated to Windhoek in the fourth quarter.
Passenger bookings climb 3.1% to 596,320. Cargo moves ahead by 35.6% to 16.81 million FTKs and revenues ascend 12% to $87.3 million. Costs leap 13.5% and cut operating gain to $6.9 million. There is a $4.36-million net loss.
The fleet in 1991 includes 1 leased British Aerospace BAe 146-200, 2 B-707-330Bs, 3 B-737-2NOAs, and 2 B-767-2NOERs. Flights are upgraded to Frankfurt and initiated to several new African locations during the second half.
Operations continue apace in 1992. Local routes link Harare with Buffalo Range, Bulawayo, Gweru, Hwange National Park, Kariba, Masvingo, and Victoria Falls. International services are flown to Frankfurt, London, Sydney, Perth, and Larnaca. The government halts its subsidies during the year and, thereafter, accrued interest is not paid on the huge debt the airline now creates.
Airline employment in 1993 stands at 1,800. In March, the executive chairman, Reginald Austin, is succeeded by former Public Services Commission Chairman Malcolm Thompson.
On May 9, demonstrating flying skills, the crew of a B-707-330B makes a flyby barely 50-ft. off the ground at Harare Airport during the Mashonaland Flying Club’s Air Day ‘93 celebration.
The new managing director, appointed in November, is Hittush Muringi, a company executive a decade earlier, who succeeds Ticharwa Galrabga. One B-737-2NOA is leased to Uganda Airlines, Ltd.
Enplanements total 622,904 while financial losses are suffered: $1.91 million (operating) and $10.79 million (net).
The workforce is increased by 10% in 1994 to 1,830. To prevent the defection of pilots to carriers offering higher salaries, Managing Director Muringi is able, early in the year, to persuade the airline’s board of directors to raise aircrew pay. With single-engine Pipers and Beechcraft, United Air Charter, Ltd. begins to take over a number of the less-profitable domestic routes, leaving the company to improve service on its busiest local route, that from Harare to Bulawayo. Muringi now begins a major restructuring while service ends to Mbabane, Swaziland.
Passenger boardings decline 7.4% to 579,986, but freight rises 2.9% to 39.76 million FTKs. Revenues advance 13% to $92.65 million while expenses climb only 1.6% to $85.28 million. The operating profit jumps to $6,552,000 while a $1,311,000 net gain is reported.
The number of employees grows another 3.2% in 1995 to 1,844.
A contract is entered into with Namibia Commercial Aviation, Ltd. in March. Under its terms, NCA will employ its restored Douglas DC-6B Fish Eagle on a weekly scheduled replacement service from Windhoek to Victoria Falls.
The fleet is increased in April and May by the addition of two leased Fokker 50s. New turboprop routes are opened from Harare and Victoria Falls to Cape Town, in addition to such tourist points as Kariba and Hwanga National Park. In September, a “D” check is carried out on one of the company’s Stratoliner’s at the Harare base; the plane is simultaneously hush-kitted. The process proves so expensive that the decision is taken to ground the company’s second B-707.
Traffic figures also show progress: enplanements climb 5.9% to 625,690, while cargo inches up 1.2% to 40,923,000 FTKs. Revenues jump 17.2% to $108.91 million while expenses rise 16.3% to $100.48 million. As a result, the operating profit grows to $8,429,000 while net gain swells to $4,620,000.
Management problems and staff unrest disrupts service in 1996 and no traffic figures are reported. Managing Director Muringi is dismissed in early spring, but not replaced.
The government Cabinet indicates that it will approve a plan to privatize the airline, which also begins discussions with Air Malawi, Ltd. on joint services.
Dissatisfied with their “hot and high” performance, the airline cancels the Fokker 50 lease in May. A B-737-2N0 is leased to Uganda Airlines Corporation.
Enplanements total 648,226. There is a large $11.29 million operating loss and a slightly larger net loss of $11.61 million.
The workforce is cut 1.6% in 1997 to 1,928. Destinations visited include Bulawayo, Cape Town, Durban, Gahorone, Hwange, Johannesburg, Kahba, Lilongwe, Lusaka, Manzini, Mauritius, Nairobi, Victoria Falls, and Windhoek. During the spring, weekly frequencies to Maputo, Mozambique, become thrice weekly.
Also at this time, the carrier’s board presents the ministry of transport and industry with a draft memorandum and articles of association for the carrier once it is privatized. The ministry itself works on legislation that will permit repeal of the Air Zimbabwe act. Negotiations are also underway for the creation of a special relationship with Singapore Airlines, Ltd. for training and aircraft leasing.
Irish expatriate and former Aer Lingus Irish Airlines, Ltd. executive Brendan Donohoe becomes general manager on July 1; he promises to “shake-up” the airline in order to prepare it for privatization by returning it to profitability. Services will be halted on several unprofitable domestic and regional routes as a first step toward Donohoe’s goal.
On September 1, a British Aerospace BAe 146-100 is leased, through Fortis Aviation, from Air Botswana, Ltd. A code-sharing agreement is reached with Aero Gambia, S. A. on September 13; under its terms, the Harare-based flag carrier will introduce a fifth weekly flight to London on November 1, via Lusaka.
An arrangement is also reached with Air Malawi, Ltd., under which the corporation would institute a sixth weekly flight to the U. K. capital the following February, via Lilongwe. There being insufficient traffic, flights between Bulawayo and Victoria Falls are suspended on October 1.
Passenger boardings fall 7% to 605,819, while freight dips 1% to 38.92 million FTKs. Revenues are off by 7.6% to $63.76 million, but costs are down to $66.65 million. The operating loss is just $2.88 million, but the net loss jumps to $31.53 million.
The dual-designator service to London with British Airways, Ltd. (2) begins on February 1, 1998. The company begins to plan for a codesharing service with Uganda Airlines Corporation between Entebbe and Dubai with a Zimbabwean B-767-2NOER in October. Flights to Luanda and Paris begin with the summer schedule.
During late May, the parliament enacts the Air Zimbabwe Repeal Act to form a new privatized company, Air Zimbabwe (Pty.), Ltd. According to the new legislation, all employees of the old corporation technically cease to be employed. Reacting to this clause, airline management, with the approval of the company board, elects to place all of the workers on contracts while working out severance packages for 400 people.
When news of the new employment arrangement reaches the workers at the beginning of June, all 1,600 go on strike. The workers threaten court action claiming the act is unconstitutional. As the controversy deepens, Transport and Energy Minister Enos Chikowore on July 1 orders CEO Donohoe to reinstate all of the workers.
Rebellion erupts in Laurent Kabila’s Democratic Republic of the Congo on August 2 and, as the fighting develops, Uganda and Zimbabwe find themselves on opposite sides. Zimbabwe president Robert Mugabe sends troops to support Kabila, while Uganda finds itself supporting his opponents. Business ties between the two airlines now become strained.
In an early September letter to the Ugandan airline’s acting managing director, Derek Else, Air Zimbabwe CEO Donohoe cancels the joint Dubai operation due to commence in October. At the same time, he refuses to renew the lease of the B-737-2N0, due in November, claiming
World History
