AIR LOWVELD (PTY.), LTD.: South Africa (1970-1978). Created to provide commuter service in the Transvaal Province of South Africa, this concern launches scheduled flights from Johannesburg’s Jan Smuts Airport on September 7, 1971. Initial frequencies are offered with 2 Piper PA-31-350 Navajo Chieftains to Durban, Mkuze, and Nelspruit.
Two Beech 99As are acquired in the fall of 1972, flying roundtrips from Durban to Nelspruit.
Although flights continue apace in 1973-1976, the operator is unable to maintain its viability against steadily increasing expenses. In March 1978, it is sold as part of a three-way merger with Avna Airways (Pty.), Ltd. and Mafeking Aviation Services that results in the creation of Johannesburg-based Magnum Airlines (Pty.), Ltd.
AIR LUTON, LTD.: Luton International Airport, 77 Colwell Rise, Luton, Bedfordshire, England, LU2 9TJ, United Kingdom; Phone 44 (0) 1582 72449; Fax 44 (0) 1582 72449; Year Founded 1986. Initially established by Brian W. Hewison as an aircraft maintenance concern in 1986, Air Luton establishes an all-cargo charter division late in 1997. The unit acquires 1 each Boeing 707-320C, Fokker F.27-500, and Shorts 330, which launch worldwide, U. K., and European revenue services on January 1, 1998 from bases at Luton, plus London (STN) and Ostend, in Belgium.
AIR LUXOR, S. A.: Luxor Plaza, Av. Da Republica No. 101, Lisbon, 1050-190, Portugal; Phone 21 (351) 781-6267; Fax 21 (351) 8471328; Http://www. airluxor. com; Code LXR; Year Founded 1983. Air
Luxor is set up at Lisbon’s airport in 1983 to offer executive passenger, air express, cargo, air taxi, and air ambulance service to domestic and regional destinations. By 1994, Paulo Mirpuri is managing director and oversees the flights of 1 each Dassault Falcon 50, Falcon 20, Cessna 500 Citation I, Cessna 501 Citation I/SP, Learjet 35A Century 3, Eurocopter AS-335F Twinstar, SA-341 Gazelle, and SA-365 Dauphin.
Flights continue in 1995-1997. During January 1998, an Antonov An-12B is leased from Air Sofia for use as a mail plane. Loaded with 3 tons of mail, the Russian-made turboprop fails it takeoff from Lajes AFB in the Azores for Lisbon on February 4 and crashes 80 m from the runway. All seven crewmen are killed.
The company operates a route between Lisbon and Toronto employing a Lockheed L-1011-500 TriStar 1 leased from TAP-Air Portugal, S. A., and on May 3 takes over the service and flies it on its own.
During the remainder of the decade, the TriStar also regularly operates long-haul charters to Montreal, Cancun, Punta Cana, Varadero, and, on occasion, to Miami. At the dawn of the new millennium, Mirpuri Group Chairman Dr. Paulo Mirpuri arranges to charter 4 Airbus Industrie A320-200s from GATX Capital Corporation.
The first A320-212 is received at the end of March 2000 and introduces the company’s new corporate makeover and color scheme. At the start of April, it begins holiday flights from Lisbon to Faro and Madeira. Upon arrival, the other three join it in also flying to Palma and Las Palmas in the Spanish Canary Islands.
AIR MACAU COMPANY, LTD.: P. O. Box 1910, Av. Prada Grande 693, Tah Wah Building, 9-12 Fl., Andar, Macau; Phone 853 3966888; Fax 853 396-6866; Http://www. airmacau. com. mo; Code NX; Year Founded 1994. Air Macau is set up at Andar, Macau, in September 1994 as the sole-designated carrier of the Portuguese colony for the next quarter century. Shareholding worth $50 million in start-up capital is divided between China National Aviation Corporation, an arm of CAAC (Civil Aviation Administration of China) (51%), SEAP Servi-cos, Administracao e Participacaoes, Limitada (25%), the colonial government (5%), and private investors. Wong Guixang is chairman with Dr. Leonel Miranda as president and David Young as CEO.
Displeased with limitations imposed by the company’s executive committee, CEO Young resigns on January 9, 1995, taking with him the company’s new maintenance manager, Dick Cross, and the communications manager, Peter Marks. Singapore Airlines, Ltd. veteran Ng Kian Wah is appointed chief operating officer as Young’s replacement.
During the spring, a workforce of 269 is recruited. Orders are placed with the International Lease Finance Corporation (IFLC) for the charter of two Airbus Industrie A320-232s. Painted in red-and-purple, the tail art depicts both a lotus flower and a dove of peace. The first jetliner is delivered in early November and is employed on November 9—the day the new Macau Airport opens—to inaugurate scheduled passenger and cargo services to Bangkok, Beijing, and Shanghai. The second Airbus is handed over in December, allowing frequencies to start to Kao-hsiung and Taipei.
During the year’s last month, the new entrant hauls 22,398 passengers and 175,000 FTKs. Operating revenues total $3.04 million, but start-up costs push expenses to $8.04 million. The losses that follow ($5 million operating and $5 million net) are anticipated.
Airline employment grows by 50% in 1996 to 408 and two A321-131s are leased from ILFC, with one each arriving in January and April. Xiamen is visited for the first time in January. Code-sharing begins with EVAAir, Ltd. in August over a route from Macau to Kao-hsiung.
When Flight 662, an A320-232 from Macau, lands at Kaohsiung on October 30 more than 12 hours late, its passengers, in what is known as “passenger piracy,” refuse to leave the aircraft and stage a 2-hour sit-in, during which they demand a roundtrip ticket good for another service between the two cities and a cash payout of $280 per person. The carrier, unlike others caught in this situation, refuses to accommodate the demands and police eventually disperse the angry customers.
Enplanements for the first full year total 664,460 and 9 million FTKs are operated. Although revenues are $84.15 million, costs total $93.6 million. Consequently, there are losses: $9.45 million (operating) and $6.39 million (net).
The workforce is boosted 17.2% in 1997 to 478. The first of two ILFC-provided A321-131s to be delivered this year arrives from France during February; the second will arrive in April. New service begins to additional Chinese destinations in the spring, including Qingdao (March), Haikou, and Wuhan (May). Twice-weekly scheduled return flights to Manila commence on July 21 and, also during the summer, charters are inaugurated from Macau to Osaka (KIX) and plans are made to launch scheduled routes in 1998 to Singapore, Seoul, and Kuala Lumpur.
A total of 89 weekly frequencies are flown by the airline from Macau; 32 transport passengers from Taiwan and, indeed, 65% of all travelers arriving at Macau by air come from the Nationalist Chinese island. Toward the end of the year, an order is placed for an A320.
Customer bookings shoot up 48.9% to 989,623 while cargo traffic rises 35.1% to 12 million FTKs. Revenues advance 58.6% to $133.32 million while costs jump 37.3% to $127.67 million. The operating profit reaches $5.65 million and there is a net gain of $9.89 million.
An A320-231 arrives in April 1998 under a seven-year lease from ILFC. Plans are made to initiate flights by fall to additional Chinese communities, as well as Singapore, Phnom Penh, and Kuala Lumpur.
On October 11, a twice-weekly, one-way A320-232 charter service sponsored by five Ningbo companies is inaugurated from Ningbo to Kao-hsiung via Macau.
Passenger boardings jump 14.4% to 1.13 million, while freight traffic surges 30.5% to 15.69 million FTKs.
Airline employment is increased 6.9% in 1999 to 511. The first purchased A321-231 is delivered on February 5.
Under terms of a new code-sharing agreement, the carrier, together with Myanmar Airways International, Ltd., launches thrice-weekly roundtrips between Macao and Yangon on March 13.
The fourth anniversary is celebrated in November. Twice-weekly A320-232 roundtrips begin on November 5 from Macau to Guilin, China. On November 15, twice-weekly roundtrips are initiated from Macao to Seoul.
A route is stretched to Kunming.
Customer bookings jump 12.5% to 1,274,000 while cargo rises 14.9% to 18.08 million FTKs. Revenues shoot up 15.4% to $142.75 million, while costs dip 0.8% to $138.52 million. The previous year’s losses now become profits: $4.23 million (operating) and $6.42 million (net).
The company workforce is unchanged through the first half of 2000.
AIR MADAGASCAR (SOCIETE NATIONALE MALGACHE DE TRANSPORTS AERiEnS, S. A.): BP 437, 31 Ave. de l’Indepen-dance, Antananarivo 101, Madagascar; Phone 261 (2) 222 22; Fax 261 (2) 257 28; Http://www. air-mad. com; Code MD; Year Founded 1947. Air Madagascar is formed by the French carrier Compagnie de Transports Aeriens Intercontinentaux, S. A. (TAI) and Air France in March 1947 to provide feed to their existing routes through the island colony. Air France provides two Douglas DC-3s, which join a fleet of 6 de Havilland DH 89A Dragon Rapides in opening revenue flights from Antananarivo.
A decade later, in 1957, TAI acquires a major financial stake in the carrier and a third DC-3 enters service in 1958. Madagascar receives its independence from France on June 26, 1960.
Air Madagascar is reorganized on January 1, 1961 by the government of the Malagasy Republic and TAI. Shareholding is divided between the Malagasy Republic (39%), TAI (20%), and Air France (44%).
The fleet now includes 4 DC-3s, 1 DC-4, 6 DH 89As, and 1 Broussard. Four months later, the company is renamed Madair, S. A.
An Antananarivo-Paris route, via Djibouti and Marseilles, is opened on October 20 with a Douglas DC-7C leased from the French partner.
Service is taken over or started to 58 domestic points on January 1, 1962. The company is again reorganized on October 14, and the Madair name is dropped in favor of the current title.
On July 15, 1963, a Douglas DC-3, with 4 crew and 8 passengers, crashes on takeoff from Farafangana; there are no survivors.
In August, former Air Afrique, S. A. Director Jacques Alexandre is appointed general manager. Arrangements are concluded with Air France during October for a new service to Paris. The TAI interest is assumed when that concern is merged to create UAT French Airlines, S. A.
Early in 1964, orders are placed for a B-707 Stratoliner and several Piper and Beech lightplanes. In July, employing a wet-leased Air France B-707-328B in Air Madagascar livery, Air Madagascar inaugurates weekly Antananarivo to Paris service via Djibouti and Marseilles. The flights replace those previously offered by the chartered Air France DC-7C, which is returned.
During the first and second quarters of 1965,2 Beech 18s, 2 Piper PA-23 Aztecs, and 3 PA-28 Cherokees are added to the fleet. A second DC-4 arrives in November and joins the first in flying to the Comoro Islands.
The airline is again reorganized in 1966, with shareholding again redistributed. Shareholding is divided between Air France (38.2%), the government of the Malagasy Republic (30.4%), and the Aeronautical Society of Madagascar (31.2%). A Nord 262 is delivered in August. Adrian Andriantisitohaina is now chairman and employs a workforce of 600.
The new Ivato Airport is opened at Antananarivo on June 23, 1967. On July 1, DC-4 service is extended to Reunion.
A DC-4, with 3 crew and 39 passengers, touches down 720 m. after takeoff from Antananarivo’s new aerodrome on July 19, becomes airborne again, and then, out of control, crashes; there are no survivors.
The remaining DC-4 is employed, beginning on August 6, to offer a weekly roundtrip service to Johannesburg.
In 1968, the company employs 1,000 workers and possesses a fleet comprising the leased Boeing 707-328B, 1 each DC-4 and Nord 262, 3 DC-3s, 2 Piper PA-31-310 Navajos, 5 Piper PA-23 Aztecs, and 2 Piper PA-28 Cherokees. A replacement DC-4 is delivered in February and orders are placed for 2 B-737-2B2s. An agreement is signed with South African Airways (Pty.), Ltd. (SAA); under its terms, SAA will maintain the new “Baby Boeings.”
The first B-737-2B2 is delivered in September 1969 and is christened Boina. Following workup and proving flights, the new aircraft begins a weekly return service to Johannesburg on October 15, flying to South Africa on Saturdays and returning on Thursdays. As a way of gaining currency to help pay for the new machine, it is wet-leased to SAA Sundays through Wednesdays for service on South African domestic routes. This arrangement will last for a year.
On February 1, 1970, Lourenco Marques becomes a stop on the weekly Johannesburg route. The Boina replaces DC-4s on the Comoros Island service as of November 1, with another route opened by the aircraft to Tamatave.
Four de Havilland Canada DHC-6-300s are delivered during the second and third quarters of 1971, allowing the transfer of several DC-3s to the military.
During the first and second quarters of 1972, the Boina inaugurates flights to Diego Suarez, Nosy Be, and Sambava. Badly required by this time, the second B-737, a Dash-2B2A, arrives on December 21; it is christened Sambirano and allows retirement of a DC-4. The Air France B-707-328B is purchased outright in 1973 and added to the national register.
B-737-2B2 service is initiated on April 1, 1974 to Fort Dauphin, Man-anjary, and Tulear. Maurice Rajaofetra becomes director general.
The Nord is withdrawn by 1975 as orders are placed for three Hawker Siddely HS 748s. Another Twin Otter is delivered in May 1976, while a DC-3 is sold to Ethiopian Airlines, S. C. Flights continue apace in 1977 and an order is placed for a Boeing 747-200B in 1978. Air France is contracted to maintain the Jumbojet after its arrival.
The B-747-2B2BC is delivered on January 26, 1979; christened Tolom Piavotana, the fleet flagship inaugurates weekly service in March with a nonstop flight from Antananarivo to Paris. In cooperation with Air Mauritius, Ltd., the company undertakes a joint venture service between Antananarivo and Mauritius.
International destinations now served include Paris, Marseilles, and Rome via Djibouti, while regional flights are made to Nairobi, Dar-es-Salaam, Maputo, the Comoro Islands, Mauritius, Reunion, and the Seychelles. Under a new agreement, royalties are paid to Kenya Airways, Ltd. on the Nairobi segment. The first customer for the British Aerospace BAe (HS) 748 Series 2B, the company takes delivery of the first of three on November 28, 1980. It is christened Kandreho.
Service continues apace in 1981. A DHC-6-300, with 2 crew and 17 passengers, crashes into a Madagascar mountain on July 24; there are no survivors.
During 1982-1985, domestic flights are undertaken to some 50 destinations with international service to Johannesburg suspended; regional operations are undertaken to Reunion, Kenya, Mauritius, and the Cameroon Republic.
Airline employment reaches 1,346 and the fleet is altered to include 1 B-747-2B2BC, 1 B-737-2B2, 1 B-737-2B2A, 3 BAe (HS) 748-B2s, 6 DHC-6-300s, 2 Piper PA-31-310s, 2 Piper PA-23s, and 3 Piper PA-28s.
Early in 1986, the government announces a decision to develop tourism to the island nation. As a result, expansion plans are undertaken for the 1,300-employee carrier, which now joins IATA.
Flights begin to Zurich in July and in October the carrier contracts with Air Mauritius, Ltd. for certain consultative services, including the seconding of Lai Sikka to Madagascar as special advisor to the new director general, Rene Rasata Rainiketamanga.
Orders are placed for an Avions de Transport Regional ATR42-320 with which to replace the last remaining BAe (HS) 748-B2s; however, the order will eventually be cancelled due to economic reasons. En-planements for the year total 356,000.
Passenger boardings decline 3.6% in 1987 to 410,645. Revenues total $67 million and allow a $9-million net profit. Guy Ramahay Mandimby is named director general in March 1988. In September, with financial assistance provided by the European Development Fund, construction begins on a new technical base at Ivato Airport, serving the Madagascan capital of Antananarivo.
The 1,300-employee flag line enjoys mixed traffic results. Customer bookings fall another 5.8% to 386,990, but freight swells 11.2% to 23.4 million FTKs. Income exceeds expenses and profits are generated: $7.4 million (operating) and $10.2 million (net).
Airline employment is decreased 0.3% in 1989 to 1,236 and the fleet now includes 1 B-747-2B2BC, 2 B-737-2B2, 1 B-737-2B2A, 2 BAe (HS) 748-B2s, and 4 Twin Otters. Two DHC-6-300s and the smaller propeller equipment are largely withdrawn.
A joint-venture Fokker F.27-200 service is inaugurated with Air Comores, S. A., using the latter’s equipment, between Comores and Madagascar.
Passenger boardings drop 9.6% to 349,000, but freight rallies upward by 17.9% to 30 million FTKs. Revenues fall 7.2% to $84.1 million, the operating profit is $3.7 million, and net gain drops to $9.4 million.
A fourth Madagascar-France B-747 service is started by the 1,211-employee airline during 1990 in cooperation with Air Austral and Air France; the Antananarivo-Reunion route is now also flown in a codesharing arrangement between the two other carriers. In addition, the new agreement also covers passenger and freight handling services as well as flights by Air France to Singapore.
Statistics are only reported through September and show customer bookings of 310,009. In addition, 20.98 million FTKs are flown.
The payroll is cut a slight 0.9% in 1991 to 1,200 and the fleet now includes 5 DHC-6-300 Twin Otters, 2 BAe (HS) 748-B2Fs (one of which is leased to Ecuato Guinea de Aviacion, S. A. in Equatorial Guinea), and 1 each B-737-2B2, B-737-2B2A, B-747-2B2B/C, and 1 BAe (HS) 748-B2. The carrier makes its statistics available only for the first four months of the year. These show passenger boardings up 11.7% to 136,267 and freight up 5.9% to 10.72 FTKs.
In addition to its domestic routes, the company in 1992 offers international flights to Paris over two routes: via Djibouti and via Nairobi and Zurich. Regional destinations include Johannesburg, Mauritius, Nairobi, Reunion, and the Comoros Islands, all of which are visited from Antananarivo. Traffic and financial data is not released.
Thirty-seven new employees are hired in 1993 and, in April, a codesharing arrangement is entered into with Air Mauritius, Ltd. and also with Air Austral, S. A. The latter provides for partnership on routes from Antananarivo to Reunion, Singapore, and Mauritius. Through the first half of the year, customer bookings rise 1.6% to 162,714 while freight is up 3.2% to 12.6 million FTKs. Revenues for the whole year total $95.82 million, the operating profit is $12.42 million, and net profit finishes at $8.46 million.
The workforce is cut by 3% in 1994 to 1,200 as the airline suffers an off year in traffic. Through April, passengers boardings are down 5% to 114,157 while cargo declines by 4.2% to 8.32 million FTKs. A quarter later, a B-737-3Q8 is chartered from ILFC and is delivered on September 12. The new aircraft enters service on routes from Antananarivo to the Comoros and Seychelles Islands, Mauritius, Nairobi, and Reunion.
For the whole year, just over half a million people fly with the airline. Operating revenue increases by 4.3% to $100.12 million, but operating expenses swell 19.8% to $100.13 million. Consequently, there is an operating loss of $15,000. Nevertheless, a net profit of $2.59 million is generated.
Reflecting some improvement in 1995, a total of 66 new employees are hired and Emmanuel Rakotovahiny is appointed director general.
Customer bookings climb 4.4% to 503,233 while freight increases by a healthy 31.9% to 32.3 million FTKs. Although operating revenues are down 2.4% to $97,704,000, expenses also decline, by 7.6% to $92,547,000. The operating profit accelerates to $5,157,000 while net gain jumps to $3,715,000, later adjusted downward to $2,268,000.
The workforce is reduced by 1.6% in 1996 to 1,262 and the owned fleet now includes 1 each B-747-2B2BC, B-737-2B2A, and BAe (HS) 748-2B, along with 5 DHC-6-300s and 2 BAe (HS) 748-2BFs, which are leased to Ecuatorial Guinea de Aviacion, S. A. A leased B-737-3Q8 is also operated and new routes are opened to Rome and Munich.
Enplanements ascend 6.1% to 565,765 and 30.27 million FTKs are also operated, a 14.2% increase. Operating income falls another 2.1% to $92.92 million and costs dip 1.4% to $92.02 million. Operating profit declines to $903,000 and the net gain is reduced to $1.94 million.
Airline employment inches up 1.2% in 1997 to 1,277. In addition to 20 domestic markets, the company also undertakes international flights to Djibouti, Kenya, Mauritius, Munich, Paris, Reunion, and South Africa. During the spring, orders are placed with Aero International (Regional) for three used ATR42-320s. The first aircraft is delivered on September 12 and the others within two weeks.
In October, all are placed into service on domestic routes to destinations around the nation. The carrier enters into a process of reorganization, due to be completed by July 1998, which will prepare it for privatization.
With secessionist rebellions raging on the islands of Anjouan and Mo-heli, the airline in November halts its service to the Comoro Islands.
Passenger traffic continues to rise as bookings increase 6.6% to 609,000 and cargo moves ahead 4.4% to 30.33 million FTKs. Revenues ascend 6.7% to $96.8 million, while costs climb 7.8% to $95.72 million and leave a $1.98-million operating profit.
The workforce is unchanged in 1998 as the reorganization effort continues. Service is launched to Singapore with a chartered B-767-216ER, but cannot prevent a drop in enplanements to 607,000. FTKs slip to 29.53 million. The operating profit is also down, to $1.1 million.
Airline employment declines to 1,228 at the beginning of 1999.
In an Everett, Washington, ceremony attended by Chairman Nirina Andriamanerasoa on June 22, the carrier takes delivery of a leased B-767-336NER. It will join the first on service from Antananarivo to Paris, Rome, Munich, Johannesburg, and Singapore.
Passenger boardings move ahead by 4.5% to 635,000 while freight grows by 8% to 32.38 million FTKs. Operating revenues fall 12.4% to $94.07 million, while costs, though down 4.9% still total $99.52 million. The previous year’s operating profit now becomes a $5.44 million loss.
The workforce stands at 1,276 at the beginning of 2000, a 1.3% increase over the same period a year earlier.
In March, a cooperative agreement is signed with Air Gabon, S. A., Cameron Airlines, S. A., and Air Afrique, S. A. Under its terms, the four will provide joint handling, coordinate schedules, and purchase common equipment.
The B-747-2B2BC Tolom Piavotana, the carrier’s longtime fleet flagship, is retired at Chateauroux, France, on August 31.
AIR MADEIRA, S. A.: Portugal (1997-1999). With backing from the Portuguese travel group Pestana Hotels, Air Madeira is established by Tonaz Metello at Lisbon, Portugal, in late spring 1997 expressly to operate charter passenger roundtrips to Canada, tapping into the large expatriate Portuguese population there. A former TAP-Air Portugal, S. A. Lockheed L-1011-500 TriStar is leased at the end of June and flights commence in July.
Flights continue in 1998-1999, though President Metello’s 42-person workforce grows no larger. Early in 1999, Presidnet Metello’s 42-employee carrier is renamed Air Zarco, S. A.
World History
