AIR NIPPON COMPANY, LTD.: 2-2-8 Higashi-Shinagawa, Shinagawa-ku, Tokyo, 140, Japan; Phone 81 (3) 5462 1911; Fax 81 (3) 5462 1941; Http://www. ananet. or. jp/ank; Code EL; Year Founded 1987. The domestic subsidiary of All Nippon Airways Company, Ltd., Tokyo-based Nihon Kinkyori Airways, Ltd. is renamed Air Nippon Company, Ltd. in April 1987. Equipped with 2 Boeing 737-281As, including 1 leased from All Nippon, 2 de Hav-illand Canada DHC-6-300 Twin Otters, and 10 Nihon YS-11As, President Kanichi Marui’s 350-employee company maintains services between Tokyo, Oshima, Miyake Jima, Sapporo, Hakodate, Monbetsu, Wakkanai, Rishiri, and Okushiri.
Company unions joins those from All Nippon Airways Company, Ltd. (ANA) and Japan Air Lines Company, Ltd. (JAL) in a 48-hour strike on April 22-23 as labor and management negotiations on annual wage hikes collapse. Officials report that the job actions are the first for JAL in two years and the first for ANA in eight. Nearly half of domestic and international services are cancelled during the two days.
Traffic figures for the first three quarters only are available and show an increase of 16.4% in passenger boardings over the same period a year earlier, to 1,110,965. Operations continue apace in 1988 and enplane-ments climb to 1,354,531.
The regional enjoys a good 1989 as its customer bookings accelerate 53.4% to 2,337,250 and freight skyrockets by 137% to 2.11 million FTKs.
Passenger boardings leap ahead by 17.9% in 1990 to 2,754,973 and freight rises 25.3% to 2.65 million FTKs. In addition to the 2 Boeings and 2 Twin Otters, the fleet is increased in 1991 from 3 Dash-11As and 5 Dash-11A-500s to 3 Dash-11As and 7 Dash-11A-500s. Passenger boardings are up to 3,227,960 and cargo climbs 11.9% to 1.34 million FTKs.
The carrier obtains 3 A320-211s under charter from All Nippon in 1992. Orders are outstanding for 7 B-737-581s. In the spring, a total of 200 daily flights are offered over a 35-point route network. Service begins to Osaka, Yonago, and Miyazaki.
Customer bookings swell 12.2% to 3,676,493 and cargo flies upward 37.2% to 4.24 million FTKs.
In 1993, President Marui’s fleet includes 2 Twin Otters, 12 YS-11As, and the 1 of eventually 9 B-737-281As leased from the parent, along with the 3 A320-211s. Markets served include Tokyo, Oshima, Miyake Jima, Sapporo, Hakodate, Monbetsu, Wakkanai, Rishiri, and Okushiri. Passenger boardings leap ahead by 8% to 3,969,382 while freight is up 30.5% to 5.54 million FTKs.
The workforce at the All Nippon Airways Company, Ltd. domestic subsidiary stands at 1,200 in 1994 and the fleet totals 37 aircraft. Among these are 8 additional B-737-281As and 2 A320-211s.
During the first week of May, Air Nippon establishes its own subsidiary, Air Hokkaido, Ltd. (AH), to help cut labor costs and provide greater flexibility in flight frequencies to three remote islands served from Hokkaido. AH revenue flights commence during the summer with the parent’s 2 Twin Otters, flown under lease. Customer bookings ascend 9.8% to 4,356,647 while cargo jumps 20.5% to 6.67 million FTKs.
There is no change in personnel or fleet in 1995. The first of 6 B-737-54Ks is received on April 12.
Traffic figures are only reported through September. These show 3,704,409 passengers flown and 6.76 million FTKs are operated.
Employment at Japan’s largest regional airline stands at 1,296 in 1996 and, with the retirement of Japan Air System, Ltd.’s YS-11A fleet in March, Air Nippon is now the major Japanese operator of this local product. YS-11As continue to fly from Tokyo (HAD) to Miyake-jima, Oshima, and Wakkanai and from Sapporo to Wakkanai, Okhotsk-Monbetsu, Nemuro-Nakashibetsu, Kushiro, and Hakodate.
This year the company’s 37 aircraft transport a total of 5,035,880 passengers, a 3% increase. Additionally, cargo increases 9.3% to 10.37 million FTKs.
There is no change in the workforce during 1997.
A total of 155 domestic flights are cancelled on June 27 by Japan Air System, Ltd., Japan Air Lines Company, Ltd. (2), All Nippon Airways Company, Ltd., Air Nippon, and Japan Transocean Airways Company, Ltd. as the result of a tropical storm and tornado.
Passenger boardings climb 5.8% to 5,325,464 while FTKs jump 18.8% to 12.3 million.
In a cost-cutting move, the carrier announces in February 1998 that it will eliminate 13 money-losing services before the end of the year.
Customer bookings jump 9.2% to 5.81 million, while 756.41 million FTKs are also operated.
It is announced on February 25, 1999, that All Nippon Airways Company, Ltd. (ANA), to cut operational costs, will transfer some 20 unprofitable domestic routes to its affiliate Air Nippon over the next three years.
The last of 389 B-737-500s to be built, a Dash-54K, is delivered to the carrier on July 21.
The first nine of the ANA-transferred routes are turned over by December 31 and include the service from Kansai to Sendai. Partially as a result, the year’s passenger boardings jump 5% to 6.1 million and 16.14 million FTKs are operated as well.
The workforce stands at 1,300 as 2000 begins, a 0.3% boost. Japanese airfares are fully liberalized under a February revision of the basic aviation law.
Service between Sendai and Asahikawa is suspended in April as the company takes over the Osaka (KIX) to Miyazaki route transferred from All Nippon Airways Company, Ltd. In May, All Nippon also turns over the routes from Osaka (KIX) to Shonai and Shonai to Sapporo.
On July 14, the company begins to fly two more routes from Osaka (KIX) to Memanbetsu and to Nagasaki that have been turned over by its parent.
Wearing “Super Dolphin” markings, a newly delivered B-747-44K begins flying from Haneda to Hachijo Island on August 7.
AIR NIUGINI (PTY.), LTD.: P. O. Box 7186, Boroko, Port Moresby, Papua New Guinea; Phone 675 259 000; Fax 675 327 3482; Http://www. airniugini. com. pg; Code PX; Year Founded 1973. In anticipation of the upcoming 1975 independence of this region of New Guinea, a new national airline is in early fall 1973 as successor to Ansett Airlines of Papua New Guinea (Pty.), Ltd. The results of a newspaper competition held earlier to choose the new company’s name are disallowed when the government of Papua New Guinea determines that Kumul (the pidgin English name for the Raggiana Bird of Paradise) Air Services is unsuitable. Instead, the moniker Air Niugini (the pidgin English spelling of New Guinea) is chosen instead.
The major shareholders in the new enterprise are the government of Papua New Guinea (60%), Qantas Airways (Pty.), Ltd. (12%), TransAustralian Airlines (Pty.), Ltd. (TAA) (12%), and Ansett Airlines of Australia (Pty.), Ltd. (16%), with the latter two operators providing aircraft.
Twelve Douglas DC-3s (at $A15,000 each) and 8 Fokker F.27-200s (at $A1 million each) are purchased from TAA while Ansett chooses to lease 4 F.27-200s to the new entrant. Formerly TAA station chief for Papua New Guinea, Ralph Conley, is appointed general manager.
On November 1, the territory’s Chief Minister Michael Somare, who will become Papua New Guinea’s first prime minister and who is remembered as the father of his country, comes to Port Moresby’s Jackson International Airport to officiate at the opening of Air Niugini domestic services. After Somare cuts the ribbon attached to an F.27-200, Flight 100 departs for Lae, New Britain, and Kieta, Bougainville.
Trans-Australian and Ansett continue international services under contract. A total of 17,200 passengers are carried in two months.
The employee population in 1974 is 1,600 and the fleet now includes 22 aircraft: 10 Fokker F.27-200s, 5 Douglas DC-3s, and 7 DC-3Fs. Possible introduction of NAMC YS-11As as F.27 replacements is considered, as one of the type, a Dash-213, is operated under lease from All Nippon Airways Company, Ltd. (ANA) beginning on November 30. At year’s end, TAA and Ansett turn over their international routes, effective upon the country’s independence day.
Passenger bookings for the year are 343,508, a 5% jump, while 4.45 million FTK are operated, a.03% boost.
The All Nippon YS-11A-213 is returned on February 1, 1975. Company F.27-200s on July 1, take over the Port Moresby to Honiara (Solomon Islands) sector previously operated by a British Aircraft Corporation BAC 1-11-479 of Air Pacific, Ltd. (2) . This is the company’s first international route.
On September 16, the company becomes the official airline of newly independent Papua New Guinea. Simultaneously, the payroll is increased by 100 persons as the new national carrier becomes an international operator by taking over the services formerly operated by TAA and Ansett between Port Moresby and Brisbane and by Qantas Airways (Pty.), Ltd. to Singapore and Manila. The latter service is provided by a B-707-138B wet-leased from Qantas.
Passenger boardings rise 14% to 344,516 and cargo does even better, up 28% to 2.1 million FTKs.
In February 1976, the government buys out the Qantas and TAA shares, acquiring 84% majority control. The carrier’s new livery appears for the first time in February on a Boeing 720B, leased from Tempair to replace the Qantas Stratoliner, and employed on the Manila route beginning in March. Also in March, Byron Gray becomes general manager. Another B-707-338C is requested.
The new Stratoliner, a Dash-338C, also on charter from Qantas Airways (Pty.), Ltd., is delivered in February 1977 and replaces the B-720B, which is returned as the Tempair lease ends. During the year, 3 Fokker F.28-100Os are ordered.
When the 12 DC-3s begin retirement on July 31, their routes are taken over by the F.27s. Originally intended for Ansett Airlines of Australia (Pty.), Ltd. and Air Nauru but not delivered, two F.28-1000s are available and thus delivered on October 22; both enter service in November.
The bird of paradise tail logo on the first F.28-1000 brings on a dispute with Air Lanka (Pty.), Ltd., which complains that the symbol is too close in appearance to that of its own. A month later, Air Niugini paints its Fokker jets in another experimental livery, but it is so displeasing that it is removed within 24 hours.
Enplanements for the year total 415,688.
One more F.27-200 and an F.27-600 arrive in 1978 as the last DC-3 is turned into a display in front of the newly opened Air Niugini House headquarters at Jackson International Airport. Once the personal aircraft of British Field Marshal Sir Bernard Montgomery, the Douglas will later be dedicated to the memory of the carrier’s Capt. Larry Blackman.
With the addition of the first of two F.28-1000s from Transair, Ltd. of Canada, the domestic jet network can now be stretched to Kavieng, Kieta, Lae, Madang, Manaus Island, Rabaul, and Wewak.
Although freight traffic is off 3.2%, passenger boardings at Chairman Paul Pora’s 1,626-employee carrier jump 13.8% to 524,000.
Airline employment is increased by 5.9% in 1979 to 1,785. General Manager Grey declines to renew his contract and is succeeded by his deputy, Gerry Fallscheer.
The last Transair, Ltd. F.28-1000 and another B-707-338C are placed in service, the latter in July. The previous B-707-338C is returned to its owner following the completion of a service from Port Moresby to Sydney. Flights are initiated to Honolulu and to Singapore via Jakarta.
Cargo traffic grows by 11.2% and passenger boardings swell 9.1% to 571,000.
Two F.27-200s are retired in 1980 and the first New Guinean, Joseph Tauvasa, the former national director of civil aviation, is appointed general manager.
Passenger boardings dip 2.3% to 559,000 as the result of world economic conditions; however, freight is up 4.5% to 9.5 million FTKs.
In early 1981, the government purchases the shares of Ansett Airlines of Australia (Pty.), Ltd. (16%) to make the airline entirely state-owned. During the first part of the year, the workforce is increased by 1.7% to 1,815 and the first of three de Havilland Canada DHC-7s arrives on November 4.
Late in the year, the McKinsey consultancy firm, appointed earlier by the National Executive Council of Air Niugini to help it find ways of redressing its fiscal distress, delivers its report. It is recommended that a more experienced management be acquired under contract with a foreign airline and that the international network be operated with wet-leased aircraft.
As the fiscal situation worsens, the effects are felt as passenger boardings fall another 1.4% to 493,000; cargo is up, however, to 9.5 million FTKs, a gain of 8.9%.
The workforce is reduced 8.2% in 1982 to 1,700. All 3 DHC-7s are placed in service along with 1 new F.27-600, replacing 5 F.27-200s. The new Canadian turboprops begin to open the interior of the nation to regularly scheduled services; towns such as Kundiawa, Mendi, and Tari, previously visited only by air taxi operators, now see the national company on a constant basis.
In cooperation with Air New Zealand, Ltd. and Cathay Pacific Airways (Pty.), Ltd., flights commence from Auckland via Port Moresby to Hong Kong on August 1. The partnership requires that each company take turns every three months flying the service.
Led by former operations director and B-747 pilot Leen van Ryswyk, a four-member management team arrives in November under contract from KLM (Royal Dutch Airlines, N. V.) to help restore some measure of profitability by automating the airline and reviewing its flight equipment. In the case of the latter, it is determined that the F.27s should be retired, along with the leased Stratoliners.
Passenger boardings inch upward 0.8% to 496,000 and cargo is up 7% to 10.13 million FTKs.
Airline employment remains level in 1983. The 3 remaining F.27-200s and the new F.27-600 are replaced by 4 F.27-400s. An order is placed with TAA for the three-year lease of an Airbus Industrie A300B4. Van Ryswyk and his colleagues turn on a new computerized reservations system in May.
Service to Honolulu is replaced with a route to Guam and an unprofitable route to Kagoshima, begun a few years earlier, is dropped.
Enplanements dip 2% to 528,000, while cargo plunges 19% to 6.39 million FTKs. On revenues of $78.7 million, expenses are $87 million, leaving an $8.3-million operating loss.
General Manager Tauvasa is succeeded in 1984 by Masket Iangalio, the former managing director of The Development Bank. Company aircraft are proudly allowed to provide complementary lift for Pope John Paul II’s visit to Mount Hagen, in the Papua New Guinea Highlands, and to Honiara, Solomon Islands.
Three F.27-400s are replaced by the arrival of the Airbus A300B4 on November 27; nicknamed “Big Bird,” its livery features a stylized bird known as the Raggiana Bird of Paradise. (The beak of the bird’s full head begins at the forward end of the fuselage windowline.)
In December, the company begins joint flights with Philippine Airlines (PAL) between Manila and Port Moresby employing the Papuan B-707-338C. Enplanements for the year fall again, down to 496,000.
In March 1985, the chartered A300B4 enters service. The B-707-338C acquired in 1979 is sold to TRATCO on April 1.
General Manager Iangalio institutes a home-ownership plan for company employees as a way of reducing the subsidized housing historically provided to workers. Government ministers, continuing to complain about poor service as they had since the days of the McKinsey Report, warn Iangalio that they are considering domestic deregulation.
The remaining Stratoliners are retired at year’s end. Bookings for the year rebound, climbing to 528,000, but freight is off by 4.52%.
In 1986, scheduled international destinations include Brisbane, Cairns, Sydney, Jayapura, Manila, Auckland, Singapore, and Honiara; the company also flies to 21 domestic stops. At the end of the year, General Manager Iangalio resigns to enter politics.
Former Deutsche Lufthansa, A. G. official Peter Dieter Seefeld is appointed General Manager in 1987. In August, the carrier begins to codeshare with Singapore Airlines between Port Moresby and Singapore, employing the Papuan Airbus.
The airline’s route network now includes 21 domestic points and 9 international destinations, including Brisbane, Cairns, Hong Kong, Honiara, Jayapura, Manila, Port Vila, Singapore, and Sydney.
Enplanements (through September) advance 8.5% to 418,575.
The fleet in 1988 includes 1 leased A300B4, 7 Fokker F.28-1000s, and 2 DHC-7-102s. An A310-224, financed by a group of European banks led by Banque Paribas, is ordered from its Toulouse-based manufacturer.
The 1,607-employee state airline, which celebrates its fifteenth birthday throughout the year, reports only first-half traffic figures. These show a total of 357,298 enplanements, a 9.6% increase over the same period a year earlier. Freight is up by 43.1% to 6.83 million FTKs.
The A310-224, boasting the carrier’s new contemporary and modernized “Bird” livery, arrives under lease in January 1989 and, in cooperation with Cathay Pacific Airways (Pty.), Ltd., is employed in April to launch joint, weekly, nonstop service between Port Moresby and Hong Kong.
The A300B4 “Big Bird” is returned to TAA on May 3.
Through the first 11 months, Papua New Guinea’s national carrier flies a total of 628,410 passengers and 12.48 million FTKs of freight. Revenues for the entire year total $110 million and allow an operating profit of $3.5 million.
Airline employment stands at 1,894 in 1990. Again, data is only made available for the first 11 months and it pictures a carrier in stagnation. The tripartite agreement with Cathay Pacific Airways (Pty.), Ltd. and Air New Zealand, Ltd. is cancelled, necessitating the acquisition of additional flight equipment.
A B-737-200, leased from the U. K. for evaluation the previous year, has been found unacceptable, largely because only three Papua New Guinea airfields (Port Moresby, Manus, and Nadzab) can handle it. It is returned.
Passenger boardings are up just 0.4% to 630,868, with freight ahead only 0.1% to 12.52 million FTKs.
Operations continue apace in 1991 as recovery is begun by the addition of two owned A310-324s, one of which is leased to the Bulgarian carrier Jes-Air in June for two years.
In 1992, General Manager Seefeld’s fleet includes 2 A310-324s, 2 DHC-7-102s, 7 F.28-1000s, and 1 F.28-4000. Statistics are released through September and demonstrate an 11% increase in customer bookings to 569,707 and an 8.4% boost in freight to 11.76 million FTKs.
When Jes-Air fails in November, it leaves the Papua New Guinea carrier holding the bag for months of unpaid A310-324 lease bills, as well as obligations for fuel, parking, and landing at London, where the plane is impounded.
Airline employment stands at 1,783 in 1993 and the fleet includes 2 A310-324s, 1 F.28-4000, 7 F.28-1000s, and 2 Dash 7s.
In addition to 20 domestic destinations, the company flies from Port Moresby to markets at Cairns, Brisbane, Honiara, Hong Kong, Jayapura, Singapore, and Manila.
During the first half, efforts are finally completed to transfer the Jes-Air A310-324 to Singapore, where it is refurbished and placed into storage.
In July, an agreement is entered into with Philippine Airlines (PAL) that provides for joint services on a route from Dominica to Manila employing an Air Niugini aircraft and crew. The carrier publishes figures through the first six months of the year showing that its passenger boardings are up 16.5% to 419,314 and freight traffic is off 8.2% to 7.1 million FTKs.
When Talair (Tourist Airlines of Niugini [Pty.], Ltd.) ceases operation, Air Niugini is called upon by the government to assist several third-level operators to maintain the level of domestic service previously offered by the failed second-level operator.
The workforce is reduced by three employees in 1994.
A massive volcanic explosion in September practically destroys Rabaul and closes its airport. Few people are hurt, however, due to an accurate prediction from scientists. A small satellite airfield is opened at Tokua and is served by the DHC-7s until it can be upgraded to F.28 standard.
Traffic figures are reported through September and show customer bookings up 11% to 718,817 while cargo recovers by an equal 11%, climbing to 12.03 million FTKs. Much of the boost is due to the business taken over following the demise of Talair.
In October, the carrier enters into a code-sharing agreement with So-lair (Solomon Islands Airways, Ltd.), replacing the latter’s twice-weekly roundtrip service from Honiara to Port Moresby. A Fokker F27-100 is leased from Air Cruising Australia (Pty.), Ltd. in December.
Just after landing at Madang on a May 31, 1995 service from Port Moresby and Nadzab, Flight 128, an F.28-1000 with 4 crew and 35 passengers, hydroplanes off the wet runway into a ditch. Although the aircraft is badly damaged, there are no fatalities.
Operations continue apace in 1996 and destinations visited include Alotau, Brisbane, Buka, Cairns, Daru, Goroka, Hong Kong, Honiara, Hoskins, Jayapura, Kavieng, Kundiawa, Lae, Lihir, Madang, Manila, Manus, Mendi, Moro, Mount Hagen, Popondetta, Rabaul, Singapore, Sydney, Tabubil, Tari, Vanimo, Wapenamanda, and Wewak.
In April, General Manager Seefeld is replaced by the company’s secretary, Moses Malinda. Orders are placed for a pair of upgraded Canadian-made turboprops.
Two de Havilland DHC-8-200s are acquired in late spring 1997 and begin to replace the DHC-7s on the company’s rural routes. After a 16-year absence, an A310-324, with 62 passengers, resumes company service to Osaka on July 19.
Traffic and financial figures for the year are again not reported, but it is known that the fiscal situation is not good, particularly after the Asian currency problem gathers steam at mid-year. General Manager Malinda is succeeded by Chris Mek.
In an effort to strengthen its increasingly weak financial position, the carrier, in May 1998, closes four overseas sales markets, lays off one-third of its staff, halts flights to Sydney and Hong Kong from Port Moresby, stops flying to Osaka, and puts one of its A310-324s up for sale.
By summer, Air Niugini, despite additional infusions of credit from the Papua New Guinea Banking Corporation made at the behest of Prime Minister Bill Skate, is technically insolvent and is $100 million in debt.
In September, under the direction of Civil Aviation Minister Kala Swokin, the government begins to liberalize air service as a way of addressing national lift requirements. This allows fifth freedom rights to foreign carriers in order that they may take Papua New Guinea passengers on international routes abandoned by Air Niugini. The first such service is provided by the Australian regional Flight West Airlines (Pty.), Ltd. on October 12.
The company celebrates its twenty-fifth anniversary on November 1, on which date Andrew Ogil becomes general manager/CEO. At the same time, the government injects K 50 million in cash to boost the carrier’s capital base to just over K 60 million ($22 million). The infusion is designed to allow Air Niugini to lower its debt to the Papua New Guinea Banking Corporation.
When Papua New Guinea air traffic controllers go on strike on November 24, a total of 29 Air Niugini flights, both international and domestic, are disrupted. The job action, according to a report by the Australian Broadcasting Corporation, costs the cash-strapped airline over A$500,000.
A total of 128,000 passengers are flown during the 12 months, while 756.41 million FTKs are also operated.
Flights continue in 1999, during which year airline employment stands at 1,200. Twice-weekly roundtrips commence on March 29 from Cairns to Mt. Hagen and Lae.
A total of 38 engineers are fired at the end of July over an inflation-linked pay increase. When another 58 launch a sympathy strike on August 4, they, too, are sacked. Contract workers are brought in to replace them.
In the wake of the government action in the engineer job action, the Australian Civil Aviation Safety Authority dispatches two airworthiness inspectors to Papua New Guinea in early August to review the situation. The CASA warns that it may bar company flights into Australia, but that drastic action proves not to be necessary.
Continuing to suffer financially in 2000, the company, on February 17, is one of several state enterprises pinpointed for sale by the government. In announcing the privatization plan, which is designed to raise $640 million to cover the nation’s budget deficit, Prime Minister Sir Mekere Morauta notes that Air Niugini will go on the block during the first quarter of 2001, with all details concerning it to be worked out by year’s end.
An AVRO RJ70 leased from National Jet Systems (Pty.), Ltd. is returned on May 22. Due to an armed conflict between rebels from the island of Malaita and Isatabu soldiers on the island of Guadalcanal, the airport at Honiara in the Solomon Islands is closed for two weeks in early June; Air Niugini is able to resume service in on June 18.
With ethnic fighting in the Solomons resumed, Air Niugini’s insurance carrier again forces it to stop flying into Honiara on July 4.
AIR NOOTKA, LTD.: Canada (1982-1994). A. B. Ellis forms Air Nootka, Ltd. at Gold River, British Columbia, in 1982 to offer passenger, scheduled cargo, and charter services to such destinations as Tausis, Regallos, and Kyoquot. M. R. Mayor becomes general manager and revenue flights commence with 1 Cessna 180 and 1 de Havilland Canada DHC-2 Beaver.
Operations by the 5-employee small regional continue apace for the next decade without much change; however, by 1993, the fleet also includes 1 Dornier 228-81. Operations cease in 1994.
AIR NORDIC, A. B.: Sweden (1988-1992). Air Nordic is formed at Vasteras Airport in 1988 to provide scheduled third-level regional service. General Manager Haken Wahlstrom’s initial fleet comprises 3 British Aerospace Jetstream 31s. Revenue flights are inaugurated linking the company base with Gothenberg, Sundsvall, and Vaasa. Enplane-ments for the year total 16,380.
Passenger boardings jump 61% in 1989 to 42,000. A fourth Jetstream 31 is acquired and the route network is increased in 1990 to include stops at Helsinki, Orebro, and Oslo.
Early in 1991,3 Jetstream 31s are withdrawn and replaced by 3 Fokker F.27-100s. Rapid expansion and reequipment in a time of world airline recession forces the carrier into bankruptcy in December. Unsuccessful efforts are made during 1992 to reorganize and reconstruct Air Nordic.
World History
