Withdraws its financial support on January 13, 1947, dooming its subsidiary to a bankruptcy in May.
LINEAS AEREAS TACA DE VENEZUELA, S. A.: Venezuela (1944-1957). TACA de Venezuela is founded at Caracas on August 18, 1944. Capitalized at 700,000 bolivars, the company’s shares are owned by Venezuela (55%) and TACA (Transportes Aereos Centro Americanos, S. A.) (45%). Employing Lockheed Lodestars and in cooperation with TACA de Colombia, S. A. in perhaps South America’s first pooled operation, direct nonstop flights to Bogota are inaugurated on January 2, 1945. Service to Ciudad Bolivar begins seven days later. On March 2, the company begins flying to San Antonio and Valera via Maracaibo. Capitalization is raised to 2.1 million bolivars on October 1.
Routes are maintained and frequencies increased during 1946 as Douglas DC-3s join the fleet. Direct service to Bogota from Maracaibo and Caracas is launched on July 1, 1947. Despite the carrier’s expansion, the collapse of the TACA (Transportes Aereos Centro Americanos, S. A.) parent in 1950 brings ruination.
The company is liquidated and thus passes in 1952 to LAV Venezuelan Airlines, S. A., which operates it under its own name until 1957.
LINEAS AEREAS TAXADER, S. A. See TAXADER (LINEAS AEREAS TAXADER, S. A.)
LINEAS INTERAMERICANA AREA, S. A.: Colombia (19501962). Little is known about this Bogota-based domestic all-cargo carrier beyond two facts. It begins domestic freighter services in 1950 and during the decade comes to operate, although not simultaneously, a fleet of 9 Curtiss C-46 Commandos. In his Curtiss C-46 Commando (London: Air Britain, 1978), author John H. Davis suggests the company was merged with LIDCA (Lineas Aereas del Caribe, S. A.) in or about 1962.
LINEE AEREE ITALIANE, S. p.A. (LAI): Italy (1946-1957). With government and industrial backing (60%) and minority shareholding (40%) by Transcontinental & Western Airlines (TWA), LAI is
Formed on September 16, 1946. In 1947-1949, domestic routes are built and flown with a fleet of 7 Douglas DC-3s. In January 1950, LAI becomes the final airline to order a DC-6. With Trans World Airlines (TWA) support, the carrier receives a transatlantic license and on July 5, launches Rome-New York multistage flights with Douglas DC-6s, initially leased from the Argentine airline FAMA (Flota Aerea Mercante Argentina, S. A.).
Following receipt of the 175th production DC-6 in the first quarter of 1951, Rome to New York frequencies are tripled in April. En route to New York on December 23, a DC-6 makes an emergency landing at Milan. Although the plane is destroyed by fire, all aboard escape.
The failed Italian combined carrier Avio Linee Italiane-Flotte Reunite, S. p.A. is taken over on March 31, 1952, giving LAI its first extensive European regional network. Luxury service from Rome to New York begins on July 25 and Paris is added as a stop on the New York service as of August 6.
Operations continue apace in 1953, although a strike grounds the airline from February 24 to March 7. The company is again idled by strike on March 1, 1954. Europe to New York frequencies are increased again on May 30. Managing Director Gen. Gallo reports the same day that the line will continue to use piston-engine planes in the near future.
In the first major crash at New York’s Idlewild Airport, an LAI DC-6B inbound from Rome on December 18 with 32 aboard, is unable to execute any of four instrument-landing attempts in fog and rain and crashes into Jamaica Bay (26 dead).
A fleet of six Vickers Viscount 785s is ordered in the fall of 1955; four Lockheed L-1649As are requested in December.
The Italian air transportation industry is examined by the government during 1956. Four Lockheed L-1649A Starliners, to be named Roman, Ambrosian, Vesuvian, and Sicilian, are ordered on March 3. Another pilots’ strike grounds the carrier between May 9 and 27. The Viscounts enter service later in the year as Trans World Airlines (TWA)’s holding falls to 30%.
Shortly after takeoff for New York from Orly Airport on November 23, a DC-6B crashes into two homes near Paris and burns (35 dead). On December 22, a new Viscount 785 with 21 aboard, disappears while on a Rome to Milan flight; the wreckage is found atop Mount Giner the next day and there are no survivors.
On January 1, 1957, President Gen. Aldo Urbani urges that his company be merged into Alitalia. During the spring, four additional
Viscounts are ordered. The government’s decision having been taken, LAI is now closed down and its assets are transferred on August 8 to Alitalia, S. p.A. The Trans World Airlines (TWA) share is sold to the Instituto per la Riconstruzione Industriale, which on September 1 forms the new state carrier Alitalia, S. p.A. (Linee Aerea Italiane). TWA will be allowed to receive the four Starliners ordered the previous year.
LINEE AEREE TRANSCONTINENTALE ITALIANE, S. p.A. (LATI): Italy (1939-1941). In the late summer of 1939, Umberto Klinger, CEO of the state airline Ala Littoria, S. p.A., assembles pilots with transatlantic experience (including Bruno Mussolini) into a special division, Ala Littoria Linee Atlantiche, with the purpose of beginning service to Brazil and Argentina. The first Savoia-Marchetti SM-83A is delivered. Following the outbreak of World War II in September, the division is turned into the independent LATI.
With SM-83As on the overland legs and SM-83Ts flying the ocean, weekly flight operations begin on December 21 over a route from Rome to Seville, Villa Cisneros, Sal Island, Natal, Recife, and Rio de Janeiro. Two SM-83As depart simultaneously from Italy and Argentina; the crew and three passengers in the European plane are killed in a crash at Mo-gador, French Morocco.
Avoiding Allied territory and air patrols, the Italian transocean service continues in 1940. On August 15, Brazil renews the previous Ala Littoria, S. p.A. certificate in the name of LATI. A second SM-83A is lost in January 1941. LATI receives an Argentine permit in February, but in April, under U. S. pressure, Brazil imposes a $1,000 fine, claiming the carrier is warning Italian ships concerning the British blockade.
The transatlantic route is extended to Buenos Aires in September. Fuel supplies are cut by the U. S. on December 11 and unable to operate, the carrier collapses on December 22. All assets in Brazil will be taken over by the government there on February 13, 1942.
LINHA AEREA REGIONAL BRAZIL CENTRAL, S. A. See BRAZIL CENTRAL
LINHA AEREA TRANSCONTINENTAL BRASILEIRA, S. A. See LATB (LINHA AEREA TRANSCONTINENTAL BRASILEIRA, S. A.)
LINHAS AEREOS DA GUINE-BISSAU, S. A. See LIA (LINHAS AEREOS DA GUINE-BISSAU, S. A.)
LINHAS AEREAS DE ANGOLA, S. A. See TAAG ANGOLA AIRLINES
LINHAS AEREAS DE MOCAMBIQUE, S. A. See DETA MOZAMBIQUE AIRLINES
LINHAS AEREAS DE SAO TOME E PRINCIPE (TRANSPORTES AEREOS DE SAO TOME, S. A.): Sao Tome and Principe (1975-1985). This government-operated airline is created in 1975 as the national carrier of the former Portuguese island possession off the coast of Gabon. With 1 each Fokker F.27 Friendship, Piper PA-31-310 Navajo, and Britten-Norman BN-2 Islander, the company maintains scheduled services between the two islands of the Democratic Republic until ceasing operations in December 1985.
LINILE AERIENE ROMANE (LAR). See LAR ROMANIAN AIRLINE
LINILE AERIENE ROMANE EXPLOATATE CU STATUL, S. A. (LARES): Romania (1932-1941). In early 1932, the Romanian government forms this carrier to provide competition to the French-owned Compagnie Internationale de Navigation Aerienne, S. A. (CIDNA),
Which will shortly become part of Air France. A fleet of Junkers F-13s is purchased and agreements reached with nearby foreign governments for the launch of international flights.
In 1935, the Messerchmitt-designed IAR-36 is received; built by Bucharest manufacturer Intreprindere Constructyii Aeronautice Romane, the aircraft enters service on various domestic routes, including that between the capital city and Cernauti. Toward 1936, the carrier purchases seven de Havilland DH 89As as an initial step in a large fleet upgrade.
On July 13, 1937, LARES is reformed into a national airline by the purchase of the competing French-backed domestic company Societe Anonyme Roumaine de Transports Aeriens, S. A. (SARTA). The route network is upgraded domestically and internationally, routes are opened to Berlin, Warsaw, Milan, and Athens. By 1939, the fleet includes 1 Junkers Ju-52/3m, 4 F-13s, 2 Douglas DC-2s, 11 Lockheed L-10 Electras, 5 Savoia-Marchetti SM-73s, 13 Poetz 56s, and 7 Dragon Rapides; passenger boardings for the year approach 20,000. All operations cease in 1941.
LINJEFLYG, A. B.: Sweden (1950-1993). Swedish newspaper publishers form the charter carrier Airtaco, A. B. in 1950 to deliver their product from Stockholm to outlying areas. The operation is acquired on April 2, 1957, on a fifty-fifty basis, by the air holding company ABA Swedish Airlines, A. B. and by SAS (Scandinavian Airlines System). Reformed to operate domestic services and given its current title, the carrier inaugurates scheduled Convair CV-440 flights on September 30.
A solid domestic network is established in 1958-1968 offering both passenger and cargo services, primarily with propeller equipment, although four French Nord 262s are acquired. Indeed, the fleet grows to comprise 18 CV-440s and 4 Nord 262s.
Having prematurely descended from its November 20, 1964 service from Stockholm, a CV-440 with 4 crew and 39 passengers, touches ground 2 km. short of the runway at Angelholm and catches fire (31 dead).
Enplanements in 1969 are 739,224 and the workforce totals 653. Revenues total $17.97 million.
Freight traffic rises 12.5% in 1970 and passenger boardings are up 16.3% to 752,085. Gross income climbs 14% to $20.9 million, leaving a net profit of $171,000.
Enplanements dip in 1971 to 694,540.
Customer bookings rebound by 2.3% to 902,000 in 1972. Four Con-vairs are sold to Aegis Marketing International and new equipment is ordered that will eventually make the airline an all-F.28 operator. President Arne Wickberg retires on March 31 and is succeeded by Sten Sandberg.
Bookings increase 2.3% to 902,000.
Three Fokker F.28-1000s that are, incidentally, the only jetliners at this time that can meet the noise regulations of Stockholm’s Bromma Airport, are received in May and June 1973. The employee population is now 745 and the fleet now includes the 3 F.28-1000s, plus 4 Nord 262s and 14 Convairliners.
Customer bookings climb 4.7% to 934,503 and freight grows by 1.8%
Fuel shortages in 1974 cause service cuts on certain of the 24 maintained routes during the first quarter. The four Nord 262s are sold to the Mohawk Air Services division of the U. S. carrier Allegheny Airlines (1).
Passenger boardings accelerate 11.2% to pass the one million-mark for the first time at 1,002,000. Cargo is level.
The workforce in 1975 is 828 and orders are placed for 5 more F.28s. Minority 25% shareholding is acquired in the new commuter airline Swedair, A. B.; ownership will climb to 75%.
A two-month strike of traffic personnel and engineers results in a 12% dip in enplanements to 881,000.
As the result of Swedish government reorganization of domestic services in 1976, the carrier in January takes over two of the daily roundtrip frequencies of SAS (Scandinavian Airlines System) between Stockholm and Lulea. During the year, the workforce is increased by 17.3% to 971. Three more F.28-1000s are received, with orders outstanding for five others. Two of the former, received in December, are the first production model F.28-4000s.
Passenger traffic rebounds as boardings jump 38% to 1,298,734.
Two additional F.28-4000s are placed in service in 1977. All 22 aboard die in the crash of a Viscount at Stockholm on January 16. By July, a number of operations have been transferred to or planned for Stockholm’s Arlanda Airport.
Enplanements drop slightly to 1,209,504.
Jan Carizon is appointed president/CEO in January 1978, succeeding N. Horjel. He now oversees a workforce of 1,118 and a fleet comprising 10 Fokker F.28-4000s, 3 F.28-1000s, and 11 CV-440s. An off-peak, low-fare pricing concept is introduced in November.
On the year, another F.28 and 3 de Havilland DHC-6 Twin Otters are acquired and boardings accelerate 12.1% to 1,376,000.
Airline employment stands at 1,130 in 1979. The last CV-440 is sold and the long-standing free in-flight refreshment service, which has reached a cost of Kr 2.5 million ($330,000) per year is replaced with complementary soft drink, tea, or coffee.
Still, passenger bookings skyrocket 37.3% to 2,029,101. An operating profit of $15.8 million is banked.
Despite deteriorating world economic conditions in 1980. the Swedish local service airline increases its workforce by 2.8% to 1,232. Off-peak afternoon fares are introduced to fill empty F.28s between the morning and evening business rushes.
President/CEO Carizon becomes SAS (Scandinavian Airlines System) President/CEO on December 31. He is succeeded at Linjeflyg by Olle Hedberg and Capt. P. O. Olemyr becomes vice president-operations.
Meanwhile, for the year, the company posts a 2.1% boost in enplanements, up to 2.022,000. Revenues advance by 20% to $141.5 million while expenses are held to $133.5 million. Profits are made: $8 million (operating) and $1.19 million (net).
The employee population grows by 5.5% in 1981 to 1,300. Passenger boardings increase again, up 14.3% to 2,440,278. Cargo declines by 4.9% to 2.88 million FTKs.
One hundred more workers are hired in 1982 and the fleet comprises 3 F.28-1000s and 12 F.28-4000s. The carrier is one of six now participating in an ICAO grant to train personnel from Biman Bangladesh Airlines.
A total of 2,690,177 passengers are carried, a 10.2% increase, while cargo advances 9.3% to 3.15 million FTKs.
The workforce is dramatically increased in 1983, up 32.1% to 1,850, while capacity is increased in January when another F.28-4000, delivered in December, enters service.
In October, Stockholm operations are transferred from Bromma Airport to the International Arlanda Airport.
Customer bookings accelerate 6.9% to 1,875,015 and freight traffic rises 9.7% to 3.46 million FTKs. Profits of $4 million (operating) and $10.4 million (net).
The three DHC-6s are disposed of in early 1984 and replaced by a SAAB-Fairchild SF340 leased from Swedair, A. B. It joins a fleet comprising 3 F.28-1000s and 13 F.28-4000s. Christer Magnusson succeeds Managing Director Hedberg. As a result of the devaluation of the kroner, Swedes find it too expensive to travel abroad and the company’s summer charter business is off by 25%.
Enplanements reach 3.1 million, a 9.8% boost. Revenues advance 18.1% to 150.2 million while expenses are held to $148.2 million, a 20.3% increase. The operating profit is cut in half to $2 million while net gain totals $10.2 million, and comes on top of a $12-million operating profit.
Employment increases 3.6% in 1985 to 1,669 as another SF340 is wet-leased from Swedair, A. B. The carrier adopts a new logo and blue and gold paint scheme.
Passenger bookings rise 11% to 3.45 million. Revenues jump 20% to $216 million and with expenses up only 18.5%, a $17-million operating profit is generated.
The payroll grows by 8.8% in 1986 to 1,850. Linjeflyg becomes completely nonsmoking in January and in August, the airline accepts its 18th F.28, a dash 4000. Orders remain outstanding for two more F.28-4000s.
Customer boardings ascend 6.1% to 3,666,000 and revenues climb 8.8% to $272 million. The operating gain swells to $21 million.
The workforce is reduced by 2.7% in 1987 even as another good traffic season is enjoyed. Managing Director Magnusson operates 18 F.28s over a large regional route centered upon Stockholm.
The company celebrates its thirtieth anniversary at the end of August with festivities costing $400,000. Following an air show over downtown Stockholm climaxed by a 20-minute formation flight by 8 F.28s at altitudes between 1,000 and 1,500 feet, the company sponsors a birthday party, with food, drink, and entertainment for 3,000 people.
Passenger enplanements climb 9.6% to 4,113,700 while freight improves a less spectacular 2.2% to 3.88 million FTKs.
Christer Nilsson becomes managing director in 1988 as 2 more F.28s are acquired and airline employment grows by 38.9% to 2,500.
Customer bookings jump 9.7% to 4,513,900 while cargo moves ahead another 2.3% to 3.97 million FTKs.
Passenger boardings swell 4.9% in 1989 to 4,732,809 and freight climbs an equal 4.9% to 150.66 million FTKs.
Company employment is cut a slight 0.2% in 1990 to 2,000. The fleet, however, is enlarged by the addition of eight SAAB 340s. Following a decision by the Swedish government to deregulate the nation’s domestic airline industry, SAS (Scandinavian Airlines System) sells its 50% shareholding to the shipping company Bilspedition in September for $82.6 million. Managing Director Nilsson is named president of the fully independent airline.
Customer bookings move upward by 3.8% to 4,914,412 and cargo climbs 10.6% to 4.23 million FTKs.
In 1991, one SAAB 340 is withdrawn leaving the company with 7 turboprops and 16 Fokker F.28-4000 jetliners. Plans to sell the carrier’s 75% shareholding in Swedair, A. B. are shelved in April following the latter’s decision not to merge with Salair.
A plan (abortive as it turns out) is unveiled under which the company would join with LOT Polish Airlines, S. A. to create a joint-venture regional airline. Boeing’s 100th B-737-500, Dash-53A, is delivered to the carrier in October.
Passenger boardings fall 18.2% to 4,021,417 while freight is down by 11.7% to 3.73 million FTKs.
In 1992, Chairman Martin Lundberg and President Jan Sundling oversee a workforce of 2,200. Frequencies to the nation’s 38 markets are increased as the result of the arrival of 4 B-737-59Ds. Orders remain outstanding for five more.
In March, it is announced that SAS (Scandinavian Airlines System)
Will purchase back the 50% interest sold to Bilspedition, plus an additional 1%, to take majority shareholding. The regional continues to operate as an independent, linking its Swedish operations with the major’s.
Customer bookings continue to decline, dropping 5.9% to 3,785,400. Cargo is unchanged at 3.73 million FTKs.
On January 1, 1993, Linjeflyg is merged into SAS (Scandinavian Airlines System). There is an unofficial website at Http://fly. to/linjeflyg.
LINK AIR (PTY.), LTD.: Australia (1991-1994). Link is established at Wagga Wagga in the early summer of 1991 to offer scheduled passenger and cargo flights to Brisbane. Revenue services commence in July with a Rockwell Turbo Commander 690.
Traffic success in 1992-1993 requires that the fleet be increased by the addition of a second Turbo Commander and a Piper PA-31-310 Navajo. Operations cease in 1994.
LINK AIRWAYS (PTY.), LTD.: South Africa (1989-1992). Link Airways is formed at Johannesburg in late 1989 through the merger of Magnum Airlines (Pty.), Ltd., Border Air (Pty.), Ltd., and Citi Air (Pty.), Ltd. The initial fleet includes 3 Fairchild Metro IIs and 9 Piper PA-31-350 Navajo Chieftains. David White and I. Dowell are named joint general managers, reporting to Executive Director J. Morrison. Revenue flights commence over the routes of the merger partners in early 1990 and by Christmas, a total of 73,405 passengers have been transported.
Airline employment in 1991 stands at 140. Through August, a total of 44,000 passengers are transported, a 10.2% decline. Operations cease on June 1, 1992.
World History
