Organized at Brussels on May 3, 1979, this privately owned charter carrier is initially known as Abelag Airways, S. A.; revenue flights commence in June with a pair of Boeing 737-200s. The corporate identity, livery, logo, and name are changed to Air Belgium International, S. A. in 1980. Sun International, S. A. remains the major shareholder.
Over the next decade, the company, specializing in international tour group services, operates flights between Brussels and the holiday areas of southern Europe, especially those in France, Yugoslavia, Italy, Greece, and Spain; the Mediterranean; North Africa; the Canary Islands; and Madeira. In addition, a night Brussels-Madrid night cargo charter service is maintained on behalf of DHL.
A new B-737-46B joins the fleet in 1988, followed by a B-757-23AER in 1989.
In 1990, Chairman R. Vanmoerkerke and General Manager Johan Dekker oversee a workforce of 55, which operates a Boeing 737-46B and a B-757-23AER.
Enplanements total 385,400. Revenues total BFr 1.42 million and there is a net loss of BFr 60,000.
Air Belgium International initiates scheduled services on November 26, 1991 over a route to Palma. To handle increased capacity, a B-737-4Q8 is leased.
Passenger boardings reach 420,000, including 30,000 on scheduled flights. Revenues move to BFr 1.73 million and net gain is BFr 87,000.
The workforce is increased by 58.2% in 1992 to 87. Miami and Punta Cana are added to the carrier’s list of tour destinations while scheduled flights are started to Alicente, Faro, Funchal, Malaga, Las Palmas, and Tenerife.
Enplanements rise 26.6% to 436,700 (50,000 scheduled), but revenues slip to BFr 1.37 million. Net profit is down to BFr 84,000.
Chairman Vanmoerkerke and General Manager Dekker oversee a workforce of 55 in 1993, down 36.8%. Ft. Lauderdale, Florida, and Bangor, Maine, are added as destinations.
Passenger boardings plunge by 54.2% to 200,000. Customer bookings decline again during 1994, falling by 13.5% to 173,100.
Enjoying its part of the upswing in the fortune of the world’s airlines in 1995, this company increases its staff to 100. Enplanements increase by 6.3% to 425,000 and revenues grow 4% to $42.9 million.
A B-737-3Q8QC is acquired at the beginning of the 1996 summer schedule. In the fall, it is leased to European Air Transport, S. A. for the winter. The B-757-23AER enters a long-term lease with Sunway Airlines, A. B. of Sweden. Heavy, although initially undisclosed losses, are suffered and, at years end, Sun International seeks a buyer for its 65% stake.
Passenger boardings are cut in half, dropping to 209,935. There is an operating profit of just $700,000 and a net loss of $700,000.
The workforce stands at 93 in 1997. The publicly offered majority stake is acquired by U. K.-based Airtours International, Ltd. Managers are appointed by the new owners and company aircraft are repainted in Airtours colors.
Customer bookings inch up 1.3% to 212,700. Although revenues are down 2.9% to $33.4 million, expenses plunge 7.9% to 31.1 million. The operating profit jumps to $2.3 million and there is a net gain of $600,000.
In 1998, the carrier’s Boeings, sporting new livery, visit Ajaccia, Alicante, Almeria, Antalya, Araxos, Arrecife, Athens, Brindisi, Catania, Corfu, Djerba, Faro, Fuerteventura, Gerona, Heraklion, Ibiza,
Izmir, Las Palmas, Malaga, Monastir, Oibia, Palma de Mallorca, Reus, Tenerife, and Volos.
West European Leisure Group, a subsidiary of Airtours, the British organization that owns Airtours International, Ltd., acquires the Sobelair 35% stake on April 23, 1999.
Flights continue apace during the remainder of the year. Two Airbus Industrie A320-211s arrive under lease from the new parent.
During the spring of 2000, officials at Airtours International Airlines, Ltd. reach the conclusion that, given the highly price-competitive package tour business in Northwest Europe, this subsidiary will not be profitable.
In July, it is announced that the company will be shut down on November 1. Much of the carrier’s business had come from the tour operator Sun Air, which is itself in fiscal difficulty. Air Belgium’s management team in Brussels unsuccessfully attempts a buyout as a closure alternative.
One of the company’s 2 A320-211s operates its last service, from Alicante to Brussels, on October 15. It is ferried to Manchester, England, the next day; there it will be readied for its transfer to Premiair, A. S. The second aircraft completes a similar flight at month’s end and is likewise sent to Premiair. Leased for a decade, the lone B-737-46B is returned.
As scheduled, Air Belgium shuts down on November 1.
AIR BENIN (SOCIETE NATIONALE DES TRANSPORTS AERIENS DU BENIN, S. A.): Benin (1978-1982). Air Benin is established at Cotonou in April 1978. The initiation of revenue services is delayed almost a year while the proper personnel and aircraft (a Fokker F.27 and a de Havilland Canada DHC-6 Twin Otter) are obtained. Scheduled flights commence in March 1979 linking the capital with Djougou, Kandi, Natitingou, Parakou, and Save. Enplanements for 1980, the first full year of service, total 3,458.
Recession-related and fuel cost expenses play havoc with the carrier in 1981. Passenger boardings fall 28.8% to 2,685 while freight traffic is down a huge 90.3% to 12,000 FTKs. As a result, the workforce must be slashed 11.9% to 37. In April 1982, the government merges ENB (Es-cadrille Nationale du Benin) and Air Benin to form TAB (Transports Aeriens du Benin).
World History
