AVIACION Y COMERCIO, S. A. (AVIACO LINEAS AEREAS): Spain (1948-1999). A group of Bilbao businessmen on February 18, 1948 establish Ay C to operate Bristol 170 all-cargo charter flights of agricultural products from Spain to destinations in northern Europe. When the agriferry business does not prove possible, the company, in late 1949, applies for and receives permission to begin passenger flights as well.
A Bristol 170 must be written off following a November 24 accident at Mahon Airport, Spain; there are no serious injuries or fatalities reported.
The first scheduled passenger service is flown from Bilbao to Barcelona via Madrid in early 1950; it is followed by flights from Bilbao to Marseilles, the Balearic Islands, and Spanish North Africa. The route to Spanish Guinea is withdrawn in 1951 and replaced by services to Brussels and Amsterdam.
Operations continue apace in 1952 and on August 13, 1953, Philippine Airlines (PAL) announces its intention to purchase shareholding. While en route from Bilbao, a Bristol 170 Mk. 21 with 5 crew and 28 passengers, crashes into the Somosierra Mountains, N. of Madrid near Guaderrama, on December 4; 12 passengers survive, including U. S. State Department courier P. J. Douglass.
Services continue as before during 1954-1956. On September 29 of the latter year, an airliner crashes into a house in the Canary Islands (two dead).
A 5% share is acquired in the new Moroccan state carrier Royal Air Maroc in 1957. The year is operationally disastrous.
En route from Santiago de Compostella to Madrid on May 9, a Bristol 170 Mk. 21 with 5 crew and 32 passengers, is lost near Madrid’s Barajas Airport; there are no survivors.
A Bristol 170 Mk. 21E is lost at Tetuan, Morocco, on September 11; circumstances of the accident are unknown.
A DH-114 Heron 2D with 5 crew and 17 passengers must be written off following a bad landing at Fuenterabia Airport on October 26; there are no fatalities.
A DH-114 Heron 2D, with two crew and two passengers, is lost at sea near Palma de Mallorca on November 15; there are no survivors.
The rash of accidents continues in 1958. A DH-114D with 2 crew and 14 passengers is lost south of Barcelona on April 14; there are no survivors. An SE-161 Languedoc with 21 aboard crashes in a heavy rainstorm outside the city of Madrid on December 4; again, no one survives.
A Bristol 170 Mk. 21E with 3 crew and 15 passengers is lost near Mahon, Spain, on March 13, 1959 (one dead).
The state carrier Iberia Spanish Airlines (2) (Lineas Areas de Es-pana, S. A.) takes 66% controlling interest in 1960, the remaining shares being subscribed by the Spanish government and private sources; that arrangement will eventually be reversed insofar as Iberia’s share will decline to 33% and the government’s will increase 67%. With Sud SE-210 Caravelles leased from Sabena Belgian World Airlines, S. A., inclusive-tour operations are inaugurated.
Additional domestic routes are opened in 1961-1971 as Iberia’s subsidiary’s market is defined. Leased Caravelles are provided by Iberia as the Belgian models are returned. In 1964, a vehicle ferry is opened from Barcelona to Palma de Mallorca employing two Aviation Traders, Ltd. ATL-98 Carvairs. The modified DC-4s are sold to Dominicana, S. A. in 1969. By the early 1970s, Ay C is flying 6 Convair CV-440s throughout the Iberian peninsula and into North Africa.
Operations continue apace in 1972. While on initial approach for a July 6 landing at Las Palmas, Flight 331, a DC-8-52 with 10 crew aboard on a positioning service, crashes into the ocean 14 mi. offshore; there are no survivors.
While on final approach to Funchal, Portugal, on a February 1, 1973 positioning flight, an SE-210 Caravelle XR with three crew, lands in the ocean and sinks; there are no survivors. As wreckage cannot be recovered, a crash cause will never be determined.
While on final approach to the airport at La Coruna on an August 13 flight in heavy fog from Madrid, an SE-210 Caravelle XR with 6 crew and 79 passengers, crashes short of the runway; all aboard the jetliner are killed, along with 1 person on the ground.
In 1974-1977, charter flights are extended to additional points in Europe, Africa, the Canary Islands, the Middle East, and North America. The fleet continues to expand as Caravelles and DC-8s are transferred to it from Iberia. The Convairs are replaced by Fokker F.27-600 Friendships.
Chairman/President Manuel Ortiz Sanchez’s company employs 1,209 workers in 1978. Enplanements reach 2,347,056. In 1979, the fleet of what is now Spain’s second largest carrier includes 12 DC-9-32s, 6 DC-8-52s, 4 SE-210s, and 6 F.27-600s.
Passenger bookings accelerate 25% to pass the three million mark (3,129,407 cumulative) in annual boardings.
Airline employment is 1,733 in 1980. Two additional F.27-600s and 2 DC-8-63s are acquired. With the beginning of the winter season in October 1981, a DC-9-41 is leased from Finnair O/Y to increase capacity to holiday destinations. Still, the world economic recession causes traffic to fall; bookings are 2,735,754.
Carlos Espinosa de los Monteros is named board chairman in 1982 with Jose Saenz Insausti as managing director. The Finnish DC-9-41 is returned at the end of the first quarter as the first of 8 DC-9-32s are received to help handle a traffic increase.
Boardings soar 25.8% to 3,687,000. Still, a $16-million operating loss is suffered.
The workforce remains steady at 1,732 in 1983. All of the DC-8s and one DC-9s are withdrawn as emphasis on domestic service rises; four more F.27-600s are delivered.
In thick fog at Madrid’s international airport on December 7, Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) Flight 350, a B-727-256 with 9 crew and 84 passengers, is taking off for Rome when its crew sights Aviaco Flight 134, a DC-9-32 with 5 crew and 37 passengers, taxiing out onto the active Runway 1 for takeoff to Santander. Flight 350 unsuccessfully attempts to take evasive action, but it is too late. The aircraft collide, with the Boeing’s left wing and left main landing gear being torn off. The two planes catch fire and are destroyed. Although 8 crew and 30 passengers escape burning Flight 350, there are no survivors from Flight 134.
This is the second airline disaster at Barajas Airport within a 10-day period and causes union and airline officials to complain bitterly about the lack of ground radar and warning lights.
Cargo is up 12% to 5.69 million FTKs, and passenger bookings accelerate 2.3% to 3,969,000. Although revenues jump 14.3% to $219 million, expenses grow faster and the operating loss swells to $25 million.
Three DC-8-54CFs and 8 DC-9-34s are received during 1984 as a DC-9-32 and an F.27-600 are retired. Freight soars 32% to 5.99 million FTKs, but accelerates to 4,238,892. The net loss this year is $15.3 million.
The workforce is reduced 8.5% to 1,547 in 1985. Boardings dip 6.8% to 4,010,000 and freight is off by 13.8%. Total revenues fall 3.9% to $218 million; still, an operating profit of $7.5 million is generated. There is a net loss of $12.2 million.
In 1986, enplanements swell 2.7% to 4.1 million and revenues jump 15.9% to $280.7 million.
Airline employment grows 1.1% in 1987 to 1,514. Passenger boardings are level at 4,123,000 and cargo is down a sharp 38.2% to 240.9 million FTKs. Revenues slip by 8.9% to $32.5 million, but costs are held down and allow an operating gain of $2.6 million.
The workforce remains the same in 1988 and the fleet continues to feature 13 DC-9-32s, 8 DC-9-34s, and 8 Fokker F.27-600s. Iberia continues to increase its shareholding as customer bookings decline slightly to 4,028,233. The bottom falls out of the cargo business as the number of FTKs flown plunges to 7.73 million.
The payroll is increased by 2.4% in 1989 to 1,551. Enplanements move ahead to 4,545,941, but freight declines to 7.6 million FTKs. Profits are generated: $36 million (operating) and $19 million (net).
Company employment grows by 6.7% in 1990 to 1,780 and 5 McDonnell Douglas MD-83s join the fleet. Orders are outstanding for 13 MD-88s. Passenger boardings ascend 8.4% to 4,680,000 and freight recovers, climbing 11.9% to 8.95 million FTKs. Revenues jump 39.2% to $440 million. Operating profit reaches $46 million and the net gain totals $35 million.
Company employment climbs another 4.5% in 1991 to 1,860 and the fleet now includes 13 owned and 5 leased DC-9-32s, 3 DC-9-34s, 2 DC-9-34CFs, 4 chartered MD-83s, 8 F.27-600s, and 5 MD-88s. The initial unit of the latter type is delivered in August and is the first such model to enter service in Europe.
Orders are outstanding for 8 MD-88s.
Although customer bookings are up 6.8% to 5 million, cargo is off 5.6% to 8.54 million FTKs. Revenues inch up 1.4% to $446 million and allow an operating profit of $45 million. Net profit is down to $27 million.
The employee population swells 4.6% in 1992 to 1,946. The MD-83s are returned and replaced by 5 more MD-88s.
On March 30, the fuselage of a DC-9-32 with 5 crew and 94 passengers and arriving at Granada from Madrid in gusty conditions, breaks in two as the end result of a hard landing that blows all of the main landing gear tires; 26 passengers are injured.
Enplanements climb 3.8% to 5,442,961 and revenues swell 7% to $477 million. Expenses are up only 6.2% to $426 million and leave an operating surplus of $51 million. Net profit slips to $21 million.
In 1993, Chairman Miguel Aguilo and General Manager Javier Alvarez oversee a workforce of 1,696, down 12.8% from the previous year, and a fleet that includes 15 DC-9-32s, 13 MD-88s, 8 F.27-600s, 3 DC-9-34s, and 2 DC-9-34CFs. New services are inaugurated from Zaragoza to London (STN) and Paris, from Asturtas to London (STN), and from Valladolid to Paris.
Other destinations now visited from Madrid include Valencia, Alme-ria, Badajoz, Barcelona, Bilbao, Fuertenentura, Granda, Ibiza, Jerez, La
Coruna, Lanzarote, Las Palmas, Malaga, Mallorca, Menorca, Murcia, Oviedao, Palma, Pamplona, Reus, San Sebastian, Santander, Seville, Teneriffe, Valladolid, Vigo, Vitoria, and Zaragoza.
On July 14, the National Institute for Industry, the carrier’s majority shareholder, forms the subsidiary Teneo, S. A. and transfers 67% of its shares to it.
Passenger boardings fall 6.6% to 5,031,660 while freight declines 8.4% to 7.09 million FTKs. The year’s operating profit is $19.01 million while a net gain of $8.33 million is reported.
Airline employment is cut 1.8% in 1994 to 1,813. The carrier’s entire fleet of F.27-600s is sold to Cubana (Empresa Consolidada Cubana de Aviation, S. A.) in January, with deliveries beginning in March.
While landing at Vigo after a March 21 service from Madrid, the left wing of a DC-9-32 with 6 crew and 110 passengers, strikes runway approach lights and the aircraft touches down 50 m. short of the runway. There, both main landing gears separate from the fuselage and the Douglas skids 580 m. to a stop. Although the plane is damaged beyond repair, there are no fatalities.
Passenger boardings for the year inch up 1.8% to 5,177,453, but revenues decline by 2.7% to $441.73 million. Expenses also dip 0.5%, to $432.88 million, allowing profits of $8.85 million (operating) and $3.02 million (net).
Seventeen employees are laid off in 1995, a 0.9% decrease in the workforce. Flights commence from Zaragoza to Frankfurt, but traffic figures for the year are mixed.
Customer bookings dip 1% to 5,224,071, but freight rises 5.3% to 230.96 million FTKs. Operating revenues this year are $494.68 million, up 12%, while expenses are up 11.7% to $483.45 million. While the operating profit grows to $11.22 million, there is a net downturn of $250,582.
The workforce is cut another 10.6% in 1996 to 1,606; however, traffic resumes a skyward projection. To celebrate the Vuelta ’96 Spanish national bicycle race, the livery of the company’s airliners is slightly changed to include images of a number of bicycle racers above the window cheatlines.
Enplanements inch up 1.1% to 5,216,877 and 7.05 million freight FTKs are operated, a 0.6% increase.
Destinations visited in 1997 include Alicante, Asturias, Barcelona, Fuerteventura, Ibiza, Jerez de la Frontera, Lanzarote, Madrid, Malaga, Menorca, Palma Mallorca, Pamplona, Santa Cruz de la Palma, and Valencia.
On May 12, AVIACO and Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) begin dual-designator flights over their domestic routes.
On October 26, Iberia integrates its own resources, together with those of its domestic subsidiary AVIACO, its charter operation, VIVA AIR (Vuelos Internacionales de Vacaciones, S. A.), and its regional Air Nostrum, S. A. under one centralized operational holding company. Long-term plans are made to institute a single Iberia branding over all three, but due to potential union problems, this plan will be implemented in phases. Meanwhile, in the short run, coordination becomes the theme of the day.
Although the companies are held as separate legal entities, a management committee made up of the commercial directors from each airline now allocates the group’s fleet, crew, and scheduling according to perceived daily requirements for each route. All passenger revenue receipts are turned into a central office, while all marketing activities are also centralized. Under this reorganization, VIVA begins to drop unprofitable charters, while AVIACO dumps unprofitable routes off on Air Nostrum, thereby freeing up capacity for Iberia.
The Spanish pilots union, SELPA, concerned that modernization and cost-cutting plans afoot at Spain’s airlines might badly impact its members, stages a one-hour strike at the end of October as a symbolic protest again them.
Passenger boardings reported through November are up 4.7% to 5,072,678, while cargo traffic rises 11.6% to 7.15 million FTKs.
Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) purchases all of AVIACO’s outstanding stock at the beginning of 1998, making Spain’s second largest carrier a 100%-owned subsidiary of the largest.
The company seeks to integrate the resources and schedules of AVI-ACO and to redeploy its pilots to fly a range of aircraft with which they are not familiar. A new arrangement is entered into with the pilots’ union, SEPLA, in April. To accommodate the enlarged airline’s European operations, a new terminal is planned for the Madrid Airport, large enough for the unified network.
By the end of the year, the unit’s 185 aircraft, flying primarily to domestic destinations in Spain, account for 23% of Iberia’s daily departures.
When Iberia refuses to hire 43 pilots specified in the April labor accord, AVIACO’s 323 flyers commence a series of strikes beginning on January 26, 1999. Another job action occurs in early February, followed by a third on February 10. The latter forces the cancellation of 70 flights, primarily in the northern Spanish regions of Galacia and Asturias as well as the southern region of Alicante. A spokesman for SEPLA simultaneously indicates that, unless the pilots are employed, there will be three more work stoppages before the end of March.
Iberia, meanwhile, continues the integration process as the AVI-ACO MD-88s are repainted in Iberia colors, along with some of the newed DC-9-32s. AVIACO is fully absorbed into the main operation on August 13.
AVIACION NACIONAL VENEZOLANA, S. A.: Venezuela (1933-1935). On July 3, 1929, the Venezuelan government signs a contract with the French carrier Aeropostale, S. A. (1) for the transport of mail in the trans-Orinoco area. Compagnie Generale Aeropostale de
Venezuela, S. A. is registered at Caracas on December 23 and receives its official permissions on January 30, 1930. Led by Paul Vachet and employing a Latecoere 26, the company undertakes weekly scheduled flights from Maracay west to Coro and Maracaibo and east to Tumer-emo via Ciudad Bolivar and Guasipati. During the year, the Latecoere 26 is supplemented by 3 Latecoere 28s.
On January 9, 1931, airmail flights are initiated from Ciudad Bolivar to Trinidad in the French West Indies. Services continue apace in 1932.
Following the collapse of Aeropostale, S. A. (1) in France, the Venezuelan government purchases the subsidiary on December 31, 1933, renaming it Aviacion Nacional Venezolana. Under a Ministry of Labor and Communications contract, a French management team headed by Robert Guerin runs the airline for a year, changing little.
On January 1, 1935, the company is renamed again, becoming LAV (Linea Aeropostal Venezolana, S. A.). Capitalized at 1.16 million Bolivars, the carrier, an autonomous government entity, is placed under the command of Lt. Colonel Francisco Leonardi.
AVIACON ZITOTRANS: 8V Dobrolubova Str., Yekaterinburg, 620014, Russia; Phone 7 (3432) 520510; Fax 7 (3432) 519313; Code AZS; Year Founded 1995. The charter operator Aviacon is established as an open joint stock air company at Yekaterinburg in June 1995, with Andrei Kuznetsov as director general. A workforce of 50 is recruited and a fleet, comprising 2 Ilyushin Il-76TDs and 1 each Il-76T and Tupolev Tu-154M, is purchased.
Revenue flights begin in June 1996 and flights are made worldwide, excluding the Western Hemisphere. Popular destinations visited during the year and in 1997-2000 include Istanbul, Sharjah, Ras al Khaimah, Gerona, Bergamo, Larnaca, Athens, Thessaloniki, Varna, and Bourgas.
AVIACSA (AVIACION DE CHIAPAS, S. A. de C. V.): Hangar 13, Zona “D” Zona Hangares, Apto. Intal Co. de Mexico, Distrito Federal, 15520, Mexico; Phone 52 (5) 756 650; Fax 52 (5) 756 455; Code 6A; Year Founded 1990. AVIACSA is organized at Mexico City by Luis de Pau, former president of the Airline Pilot Union’s Savings & Pension Fund, on May 5, 1990 to provide domestic and regional second-level service, both scheduled and nonscheduled. The initial flight equipment of President Jose A. Martinez Navarro’s 330-man carrier is a Fairchild F-27J and two leased British Aerospace BAe 146-200 jetliners once operated by the failed U. S. large regional Presidential Airways, with orders placed for two more.
While on final approach to Tuxtla on a May 10 charter, the F-27J with 5 crew and 33 passengers, strikes a line of trees and crashes 4.5 km. from the runway (21 dead).
Scheduled flights are inaugurated from a base at Tuxtla Gutierrez in September as AVIACSA becomes the first Mexican regional to operate jet equipment from its inauguration. Lighter routes are traveled by a Pi-latus Britten-Norman PBN-2 Islander.
During the remainder of the year and into 1991, routes are started to Cancun, Merida, Monterrey, Oaxaca, Tapachula, and Tuxila Guiterrez. The first full year for the regional is not a good one. Martinez Navarro is indicted during the spring in a savings and pension fund fraud case and is succeeded by Francisco Espojol.
Although thrice-weekly service is inaugurated to Chetumal in the summer, their manufacturer ties up the 2 BAes ordered for nonpayment in the fall, forcing lease of an Israeli Aircraft Industries lAI Arava 102.
In January 1992, lease requests are placed for 4 Fokker 100s; the first pair, chartered from GPA Group, enter service in March, followed by the third in April and the fourth in July. Meanwhile, in March, the two leased BAe 146-200s are officially repossessed for nonpayment. Simultaneously, the national Attorney General indicts Chairman de Pau and six others for allegedly defrauding the pension fund of $55 million; the chairman and the fund’s comptroller, Ricardo Lopez Buicio, flee the country. During the year, new routes are started to Ciudad Juarez, Guatemala City, and Villahermosa.
In 1993, President Capt. Francisco Espejel Vargas oversees a workforce of 245. A new Monterrey service is initiated. Control of the company is purchased in 1994 by the expanding regional Aeroexo (Trans-portes Aereos Ejecutivios, S. A. de C. V.), but is allowed to continue operations as the separate company Consorcio Aviacsa SA de CV. At the end of the year the company begins to replace its Fokker 100s with two B-727-225As leased from its parent.
Operations continue apace in 1995-1999. Alejandro Morales Mega is now chairman with Eduardo Morales Mega as president. Airline employment stands at approximately 375 and the fleet includes 9 Boeing trimotors and 4 Douglas DC-9-15s. Destinations visited include Cancun, Chetumal, Chicago, Guadalajara, Houston, Las Vegas, Merida, Monterrey, Oaxaca, Tapachula, Tijuana, Tuxtla Gutierrez, and Villahermosa.
Early in 2000, the company begins to replace its DC-9s with 6 leased ex-Air New Zealand, Ltd. B-727-276As. The Mexican Pilots Union reports on March 29 that the company has fired 11 pilots for refusing to fly an unsafe aircraft. The carrier’s remaining 85 flyers complain that they are being forced by management to fly more hours than legally permitted on routes from Monterrey to Houston and Las Vegas.
AVIAENERGO ROA: Kitaisky Proezd 7, Moscow, 103074, Russia; Phone 7 (095) 220-5203; Fax 7 (095) 260-8208; Code 7U; Year Founded 1994. Under the direction of general director A. R. Blagonravov and flight operations director Marat Morozov, the transport division of the Ministry of Energy begins to offer charter flights in February 1994. Revenue services are initially provided with a pair of Tupolev Tu-154Ms.
As the year progresses, 3 Ilyushin Il-62s and another Tu-154M are acquired and scheduled services linking Moscow with several regional cities is inaugurated. On the year, a total of 500 flights are completed, transporting 30,000 passengers and 300 tons of cargo.
The company’s 13 aircraft help customer bookings to skyrocket in 1995 to 138,000.
Although the Ilyushin passenger planes are withdrawn, new holiday and vacation routes are opened to the Mideast and Southern Europe during 1996. The fleet in 1997-2000 includes 4 Tu-154Ms, 2 Yakovlev Yak-40s, and 1 Antonov An-74. The company also branches into rotarywing aerial work with 4 Mil Mi-8s.
AVIAEXPRESS AIRLINES AND SERVICES, LTD.: Ferihegy 1 Airport, P. O. Box 136, Budapest, H-1675, Hungary; Phone 36 (12) 967 092; Fax 36 (12) 967 891; Code RX; Year Founded 1991. Organized at Budapest’s Ferihegy Airport in February 1991 to offer both charter and scheduled passenger and cargo services to destinations throughout the region and country, AviaExpress names Sandor Horvath as managing director and hires 11 workers.
Revenue flight operations commence in 1992 with a fleet comprising 3 Let 410UVP s and 2 Yakovlev Yak-40s. Destinations visited include Belgrade, Istanbul, Vienna, Graz, Brussels, Sofia, and Ushgorod. En-planements total 267, of which only 46 are scheduled.
A McDonnell Douglas MD-500 helicopter is acquired in 1993, along with a Yak 42. In 1994, orders are placed for 1 each Cessna 421 and Cessna 172 while services are planned for Dresden, Graz, Liepzig, and Vilnius.
The anticipated markets are opened in 1995-2000, along with Croatia, Kosice, and Zagreb, service that is briefly interrupted by the 1999 Kosovo crisis. One each L-410UVP and Yak 40 are withdrawn.
During these years, AviaExpress also undertakes regular cargo charters on behalf of MALEV Hungarian Airlines, Ltd. from Budapest to Chishinau, Kiev, Skopje, and Tirana. The flights are operated with leased Antonov An-12s, An-26s, An-74s, or Ilyushin Il-76s.
AVIAKOR AIR TRANSPORT (AVIAKOR-PROIZVOD-STAVENNO KOMMERCHESKAYA AVIATRANSPORTNAYA): 32 Ulitsa Pokovskaye, Samara 52, 443052, Russia; Phone 7 (8462) 252420; Code VCR; Year Founded 1993. Aviakor is established at Samara in 1993 to operate all-cargo charter services to destinations throughout the CIS, Africa, Europe, and Asia. General director G. N. Svetin begins revenue services with a single Antonov An-12, increasing that number during 1994.
Flights continue in 1995-1999, during which years the fleet comes to comprise 2 An-74s and 1 each An-12, An-24, An-26, Yakovlev Yak 40, and Mil Mi-8 helicopter. The company discontinues the provision of public charter service, flying only its own business.
AVIAL AIR COMPANY (AVIAL AVIAKOMPANIYA): 1/11 Or-likov Pereulok, Moscow, 107139, Russia; Phone 7 (095) 207-8941; Fax 7 (095) 975-4033; Code AK; Year Founded 1991. Avial is founded at Moscow on March 21, 1991 to offer both passenger and cargo charter services to destinations in Europe, North Africa, and the Mideast. President Victor Makatsyubo recruits a workforce of 54 and begins revenue flights on December 24, 1992b, with a pair of Antonov An-12s.
The fleet is expanded during the remainder of the decade through the addition of 1 leased Tupolev Tu-154 and 3 Ilyushin Il-76TDs. Service area emphasis changes and principal destinations visited now include Jakarta, Kaohsiung, Kota Kinabalu, Kuala Lumpur, Langkawi, Penang, and Taipei.
AVIALINII DAGESTANA: Airport, Makhachkala, Dagestan, Southern Zone, 367016, Russia; Phone 7 (87222) 73701; Year Founded 1995. AD is set up at Makhachkala in 1995 to provide regional passenger charters. Revenue flights begin and continue with a fleet of 2 Tupulov Tu-154Ms, 6 Antonov An-24s, and 4 An-2 biplanes.
World History
