TURTLE AIRWAYS, LTD.: Private Mail Bag, Nadi Airport, Fiji; Phone 679 722 988; Fax 679 720 346; Http://www. turtleairways. com; Code KT; Year Founded 1979. Having purchased the island of Nanuya Levu in the Fiji Islands in 1972, Californian Richard Evanson is approached by Columbia Pictures in February 1979. The studio is seeking a good locale in which to remake the 1949 Jean Simmons motion picture Blue Lagoon, this time starring Brooke Shields. Evanson agrees to the use of his island and purchases a float-equipped Cessna 206 to fly filmmakers and their equipment back and forth from Nadi to the beach of his island.
Employing proceeds provided by the studios and others, Evanson now creates Turtle Island resort. The center comprises a number of simple but luxurious thatched tropical villas known as bures. Evanson also begins a campaign to promote an environmentally sound tourism industry that will do no harm to his island paradise, bringing in visitors aboard the Cessna in an operation he calls Turtle Island Airways, Ltd.
The company undertakes one-plane, nonscheduled flights all over Fiji in 1980-1981, notably to Blue Lagoon Lodge, Pacific Harbor, and Suva. Scheduled flights are also operated linking Nadi with Castaway Island, Mana Island, and namesake Turtle Island. The most exciting event of these years is the transport of 34 injured people from Kadavu following a 1981 hurricane.
In 1982, founder/owner Evanson sells a 75% stake in his airline to South Sea Island Cruises, Ltd., in exchange for a 25% equity stake in the cruise operation. John Pettitt becomes chairman/managing director of the renamed Turtle Airways, Ltd.
Operations continue with little change in 1983-1987, although the fleet is increased by the addition of two more float-equipped Cessna 206s. Minority owner Evanson looks after guests and to his philanthropic desire to care for the needs of local islanders by providing mede-vac services for them to local clinics and by bringing in medical teams for their treatment. Flights are also operated to other nearby islands where resorts and vacation areas are opening up.
In 1988-1989, Chairman/Managing Director Pettitt acquires another amphibious Cessna 206. Also during the latter year, Turtle Island guest Dr. Jerrold Beeve, a California ophthalmologist and his wife, Dorothy, a nurse, convince Evanson to establish an annual eye clinic to treat the many islanders with eye problems caused by intense exposure to the tropical sun.
A fifth float-equipped Cessna 206 is purchased in 1990. In February, Dr. and Mrs. Beeve return to the island with a team of specialists and establish the Beeve Foundation Clinic, which will operate annually thereafter in February under the sponsorship of Doctors without Borders and the World Health Organization, providing eye care for Fiji islanders. The resort is closed down for the entire month to handle the service, which eventually wins visibility on U. S. television. Dental, pediatric, and other health care clinics are offered throughout the year. Enplanements for this year total 16,132.
The number of boardings increases to 18,000 in 1991; bookings advance 1,000 to 19,000 in 1992.
Flights continue without headline or incident in 1993-1997. Toward the close of these years, a surplus de Havilland Canada DHC-2 Beaver is located in British Columbia; it is flown to Vancouver, Washington, where it is disassembled and taken by boat to Fiji. There it is reassembled and placed into service.
Fullers, Ltd. purchases South Sea Cruises, Ltd. in 1998, at which point, airline founder Richard Evanson buys back his 75% stake, originally sold to the cruise operator in 1982. Having become a leader in the regional environmental organization, as exemplified in the operation of its local resort, Turtle Airways receives two “Grand Green Leaf” awards from the Pacific Asia Travel Association.
During 1999, the motion picture industry returns to Turtle Island, filming the Tom Hanks movie Castaway on nearby Monuriki Island. By year’s end, the company, under the direction of Evanson and Chief Pilot Paul Hodges, who had joined the company in 1993, is operating 25 daily flights to the resorts on Yasawa and Mamanuca Islands.
Airline employment at the beginning of 2000 stands at 18.
TUVINSK AIRLINES (TUVINSKIE AVIATSIONNIE LINII AOOT): Kyzyl Aeroport, Krasnoyaesk Region, 667008, Russia; Phone 7 (39422) 30 025; Fax 7 (39422) 30 025; Year Founded 1995. Tu-
Vinsk Airlines is set up at Kyzyl Airport in 1995 to offer domestic passenger charters and rotary-wing aerial contract work. Aleksander Marsekha is CEO and he begins services with 10 each Yakovlev Yak-40s and Let L-410 UVPs, 12 Antonov An-2 biplanes, and 5 Mil Mi-8 helicopters.
TUXHORN AIRLINES: United States (1931-1932). Tuxhorn is founded at Kansas City in the spring of 1931 to offer scheduled, multistop passenger service across Missouri to Springfield. Flights commence on March 23, but without a mail contract, the carrier is unable to generate sufficient income to remain in operation beyond January 1932.
TWA. See TRANSCONTINENTAL AND WESTERN AIR, INC.; TRANS WORLD AIRLINES, INC.
TWENTE AIRLINES, B. V.: The Netherlands (1990-1995). Twente Airlines is established by Robert J. Soetens at Enschede Twente under the sponsorship of Twente City Council and Twente Airport in June 1990 to offer scheduled commuter services. The Province of Overilssel, in the eastern part of the country, and the Twente en Salland Chamber of Commerce provide capitalization.
Managing Director Soetens appoints Bernard Jacobs as general manager, while recruiting six other employees. The company’s revenue services are begun in August with a pair of Beech Super King Air 200s; scheduled services to Amsterdam’s Schiphol Airport are inaugurated in September with a leased Embraer EMB-110P1 Bandeirante. These flights are subsidized by KLM (Royal Dutch Airlines, N. V.).
The general recession in commercial air activities is such that insufficient traffic can be generated from local concerns to cover start-up expenses and thus, in March 1992, the little operator is acquired by Eindhoven-based BASE Business Airlines, B. V.
Allowed to continue operations under its previous identity, Twente, in 1993-1994, concentrates on express and freight services with four Cessna 406 Caravan Ils. Two Caravans are withdrawn in 1995 and the company is shut down by year’s end.
TWENTIETH CENTURY AIRLINES. See NORTH AMERICAN AIRLINES (1) (NAA)
TWEXPRESS. See AIR MIDWEST; ALPHA AIR; CHAUTAUQUA AIRLINES; CHICAGO EXPRESS AIRLINES; CORPORATE AIRLINES; GULFSTREAM INTERNATIONAL AIRLINES; METRO AIRLINES NORTHEAST; POCONO AIRLINES; RESORT AIR; RESORT COMMUTER; TRANS-STATES AIRLINES; TRANS WORLD EXPRESS; VIRGIN ISLANDS SEAPLANE SHUTTLE
TWIN AIR: The Jet Center, Fort Lauderdale International Airport, 1100 Lee Wagener Blvd., Suite 113, Fort Lauderdale, Florida 33315, United States; Phone (954) 359-8266; Fax (954) 359-8271; Year Founded 1972. Twin Air is established as an FAR Part 135 carrier in 1972 under the auspices of Red Aircraft Services, the FBO at Fort Lauderdale Airport that had been set up by Alfred Harper and Red Gamber in 1954. Passenger and cargo charters are initiated, many to Great Abaco Island and Eleuthera Island in the Bahamas.
As 1999 begins, 74-year-old Mrs. Athley Gamber, wife of the cofounder, is managing director. She oversees the work of 17 employees, who operate 4 Piper PA-31-350 Navajo Chieftains and handle the needs of customers, most of whom are either tourists or Bahamian citizens. Late in the year, the tiny airline wins a U. S. government authority to operate direct return flights to Guantanamo Bay, Cuba. An Embraer EMB-110 Bandeirante is obtained to fill subsequent contracts, many of which are from various federal agencies.
Destinations served from Fort Lauderdale in 2000 include Governor’s Harbour, North Eleuthera, Treasure Cay, Marsh Harbour, and Rock Sound. The company’s story is told by Geoff Jones in the March issue of Airways magazine.
TWIN CITIES AIR SERVICE: 390 Lewiston Junction Road, Auburn, Maine 04210, United States; Phone (207) 784-6318; Fax (207) 784-3819; Year Founded 1992. Roger LeBlanc establishes this nonscheduled carrier at Auburn-Lewiston Municipal Airport in 1992 to provide executive and small group passenger charters throughout the Eastern U. S. and into Canada. Revenue flights begin with 2 Cessna 402s, 1 C-303 Crusader, and 1 Beech King Air 100.
TWIN CITY AIRWAYS: United States (1973). TCA is set up at
Texarkana, Arkansas, in 1973 to provide daily roundtrip air taxi flights to Dallas. Although daily Cessna lightplane flights are duly inaugurated, they cannot be maintained beyond year’s end.
TYDEN AIR, LTD.: The Valley, Anguilla; Year Founded 1984. This tiny operator is established on Anguilla, the northernmost of the Leeward Islands, in 1984, to offer charter service to St. Martin. Revenue flights begin with a pair of Britten-Norman BN-2 Islanders. Flights continue without incident or headline over the next 16 years. During this period, the company also undertakes day trips to St. Barths, St. Kitts, Nevis, and Virgin Gorda.
TYEE AIR, LTD.: Canada (1960-1985). A. B. Campbell founds Tyee Air at Sechelt, in British Columbia, in February 1960. Scheduled passenger and cargo services are initiated from Vancouver Harbour and Vancouver Airport to the company’s base, with connections to Pender Harbour, Jervis Inlet, Sechelt Inlet, and Powell Lake. Twenty years after start-up, President Campbell oversees (depending upon season) between 25 and 40 workers and operates a fleet of 5 de Havilland Canada DHC-2 Beavers and 4 float-equipped Cessna 180s.
In 1982-1984, services are added to Nanaimo Harbour; one Cessna is retired. Recession causes the carrier to shut down in 1985.
TYEE AIRLINES: United States (1936-1985). Tyee is originally established at Ketchikan in 1936 as the charter operator Simpson Air. Over the next quarter century, the carrier operates its single-engine, float-equipped aircraft in support of southeast Alaska’s mining, logging, government, and tourist (including fishermen and hunters) industries.
The small concern is purchased by Stan Hewitt, Art Hack, and Terry Willis in 1971 and renamed Coast Air. Scheduled operations begin during 1973, primarily in the form of replacement flights for Alaska Airlines from Ketchikan to Metlakatia, Craig, Klawock, and Hydaburg. Coast Air is sold to Kirk Thomas in 1975 and its corporate identity is again changed, this time to Tyee Airlines.
In 1977, enplanements total 36,428. These now begin to rise slightly: 38,762 in 1978 and 41,498 in 1979. During the latter year, the fleet includes 7 de Havilland Canada DHC-2 Beavers and 2 Cessna 185s.
The upward pattern in enplanements continues in 1980 with a total of 42,295; an operating profit of $92,255 is achieved.
Airline employment is increased by 28.1% in 1981 to 41 and the fleet is upgraded by the addition of 2 de Havilland Canada DHC-3 Otters, which replace 2 Beavers and 1 Cessna. A new advertising campaign is begun emphasizing the carrier’s traditional support of fishing charters and regional tourism.
Passenger boardings accelerate 1.9% to 43,080. Revenues jump 53.8% to $2.6 million and expenses swell 57.6% to $2.5 million; the operating profit is $79,812.
The fleet in 1982 includes 2 de Havilland DHC-3 Otters, 8 DHC-2 Beavers, and 1 Cessna 185. This number grows as the carrier purchases Seair Alaska Airlines (Sea Airmotive) in July and Southeast Alaska Airlines in October. When the integration process is completed on December 31, both acquisitions will be operated as subsidiaries; however, their traffic and financial figures will be combined with those of the parent.
Bookings for the year are 65,000.
Airline employment in 1983 stands at 70. All SEA operations are fully integrated by the end of January and result in a number of new stops for Tyee. The fleet now includes 3 Otters, 12 Beavers, 3 Cessna 185s, and 2 Britten-Norman BN-2 Islanders.
Enplanements for the year total 78,400.
Too rapid expansion and recession combine to take their toll on company finances in 1984 and operations cease on January 25, 1985. The carrier’s assets are acquired by Temsco Helicopters in May 1986 and reformed into Temsco Airlines.
TYME AIRLINES: United States (1967-1968). When, during the summer of 1967, partner TAG Airlines alters its route network, its Huntington, West Virginia-based Air Enterprises elects to end its affiliation and strike off on its own as an independent. The company, which had provided daily scheduled roundtrips to Columbus, Ohio, for over a year, transfers to Columbus on October 3.
O. M. Pierce’s Piper PA-23 Aztecs now add revenue flights to Cleveland, Toledo, and Detroit. These are maintained until July 3, 1968, when Tyme is purchased by and merged into Wright Airlines.
TYNE TEES AIRWAYS, LTD.: United Kingdom (1960-1965). Ghu-lam Mohamed forms TTA at Newcastle Airport in September 1960. With Trans World Leasing Chairman Thomas Keegan as advisor, the company obtains a de Havilland DH 104 Dove 1 and begins ad hoc charters on September 9. Tyne Tees Air Charter, Ltd. is registered as an airline on December 21 and is capitalized at ?25,000.
Another DH-104 is acquired in February 1961, followed by a DH-89A Dragon Rapide in April and an Auster J/5R Alpine in June. Ad hoc pleasure, passenger and cargo, and aerial charters are flown during the summer and with the arrival of a Piper PA-23 Apache and a Riley 65, air taxi flying begins in September. A Dove is sold in December.
Another DH-104 is leased for a year from Trans World Leasing in January 1962 while a third is purchased in February. The company’s first DC-3 is received on March 22 followed by a second on June 1; these are used to fly summer inclusive tours Newcastle-Ostend and Manchester-Perpignan, although the premier Douglas is leased to TASSA of Spain on May 22. Denis Martin becomes general director in July. Following the tourist season, the second DC-3 is also leased to TASSA.
A Bristol 170 Mk. 21 Freighter is leased from Keegan Aviation for a year in January 1963. Other additions during the year are two DH-114 Herons leased from Keegan that never enter service, and two more DC-3s, one of which is not used. Also a Dove, the Apache, the Auster, and the Riley 65 are all sold. During the summer season, several inclusive tours are flown to Continental destinations and a variety of ad hoc charters are undertaken.
Enplanements for the year total only 614.
The two DC-3s on lease in Spain are returned in early 1964, allowing the sale of another Douglas. Ad hoc charters to a variety of British Airports and several Continental destinations are now flown, including a number in Scandinavia late in the year. Following the summer season, work is harder to find and with debts accumulating, it is decided at year’s end to cease operations. Tyne Tees and its last two DC-3s are sold in January 1965.
TYROLEAN AIRWAYS (TYROLEAN AIRWAYS LUFTFAHRT-GESSELSCHAFT, GmbH.): Furstenweg 176, Postfach 58, 6026 Innsbruck, A-6026, Austria; Phone 43 (512) 2222-0; Fax 43 (512) 2222-9; Http://www. telecom. at/tyrolean; Code VO; Year Founded 1956. Aircraft Innsbruck, GmbH. is formed in 1956 to provide air ambulance, air charter, inclusive-tour, executive jet, and other nonsched-uled services to Austro-German destinations. Together with Christian Schwemberger, Gernot Langes-Swarovski and another family member, who control a major Tyrol-based group working in crystal and optics, acquire the company in 1978.
In early 1980, the opportunity is taken to acquire a scheduled route from Innsbruck to Vienna and the decision is taken to begin scheduled services; the company is thus reformed on April 1, renamed, and given new logo and livery.
Managing Director Jakob Ringler assembles his workforce of 115 and a fleet comprising 1 de Havilland Canada DHC-7, the Stadt Innsbruck, 1 Cessna Citation II, 1 Aerospatiale AS-3552C Super Puma, 2 SA-315B Lamas, and 1 AS 350 Ecureuil. For political reasons, flights are initiated on a scheduled charter basis, linking the company’s base with Graz, Frankfurt, Zurich, and Vienna.
Enplanements for the year total 38,000.
A second Dash 7, the Stadt Wien, arrives in April 1981 and frequencies begin to Frankfurt.
These factors combine to help passenger enplanements to rise to 70,380.
The workforce is reduced by 12.1% in 1982 to 109. Twenty-year Austrian Airlines, A. G. executive Fritz A. Felti, the flag carrier’s marketing director, is named Tyrolean’s managing director in August.
Customer bookings during the 12 months jump 17.2% to 82,498.
In the spring of 1983, rotary-wing services are transferred to a new subsidiary company, Helicopter Air Transport, GmbH. In March, flights begin from Innsbruck to Graz. Charter and inclusive-tour flights continue to be offered, primarily to resorts in Spain, Greece, Italy, and Yugoslavia.
Enplanements this year are 100,950.
The payroll is cut 1.9% in 1984 to 106. An agreement is signed with Austrian Airlines, A. G. whereby the flag carrier becomes the regional’s general agent in 20 nations.
Passenger boardings jump a strong 18.8% to 120,000 and cargo surges 22% to 272,000 FTKs. Revenues advance 18.4% to $9.9 million and expenses are held to a point where a $1.15-million net profit can be generated, a 20.6% boost.
Employment grows 2.8% in 1985 to 109. In May, new Managing Director Josef E. Burger adds a DHC-8-100 to his fleet; like the two Dash 7s already on hand, it is given new livery. The three aircraft begin a heavy schedule of Aegean Island holiday charters during the summer.
Customer bookings jump 7.9% to 129,500 and freight is up to 280,000 FTKs.
During 1986-1987, new frequencies are started to Wien, Dusseldorf, and Paris. Agreements are signed during the latter year with Austrian Airlines, A. G. and its Austrian Air Services (Oesterreichischer In-landsflugdienst, GmbH.) subsidiary calling for the principal activities of the three carriers to be harmonized.
Replacement DHC-8-100 scheduled service is operated on behalf of Contactair Flugdienst GmbH. under contract to Deutsche Lufthansa, A. G. from Munich to Stuttgart, Turin, Bologna, Florence, and Zagreb. On these services, the flight-deck crews are drawn from Tyrolean and the cabin crews from Contactair.
Enplanements in the latter year total 142,000.
Airline employment grows by 9.1% in 1988 to 168 and on January 28 an accord is signed with Austrian Airlines, A. G. and Austrian Air Services (Oesterreichischer Inlandsflugdienst, GmbH.) guaranteeing Tyrolean’s monopoly at Innsbruck and banning parallel routing. The letter of agreement thus protects the regional’s lucrative Innsbruck-Vienna route—and its future.
During the winter, the carrier, on behalf of TAT (Transport Aerien Transregional, S. A.), flies a Sunday-only flight between Paris (ORY) and the “altiport” at Courchevel, in the French Alps. In February, the Austrian Ministry of Transport grants the company a scheduled carrier license.
Along with a second DHC-8-100 that is dry-leased to Air Atlantic, Ltd. in Canada, the last production DHC-7 is obtained. Scheduled flights are launched to Amsterdam and under contract to 27 different charter groups, tours are flown to 19 destinations in 5 countries. A new hangar and maintenance facility is occupied at the Innsbruck base.
Enplanements rise 4.5% to 149,085 and freight is up by 4.8% to 592,000 FTKs.
Company employment is increased 14.3% in 1989 to 192. Rome joins the route network as two more DHC-8-100s are acquired.
Passenger boardings surge 14.8% to 171,025 and freight does even better, climbing by 34.5% to 796,000 FTKs.
Fritz A. Feitl returns as managing director in 1990 with former Managing Director Josef Burger shifting to the marketing manager’s post. The workforce is increased another 19.7% to 231 and 2 additional DHC-8-100s are purchased.
Customer bookings move ahead by 19.9% to 205,000.
The fleet in 1991 includes 2 DHC-7-102s, 3 DHC-8-300s, and 8 DHC-8-100s. Two of the latter are leased, one to Albanian Airlines and one to Interot Air Service. In August, thrice-weekly direct flights begin from Salzburg to Amsterdam.
Enplanements for the 12 months ascend to 208,693.
The payroll grows by 27.4% in 1992 as three DHC-8-300s are delivered. New alliances are signed with Air France, KLM (Royal Dutch Airlines, N. V.), Swissair, A. G., and Deutsche Lufthansa, A. G. Destinations now served include Amsterdam, Graz, Linz, Paris (ORY), Vienna, Stuttgart, and newly opened markets at Salzburg and Dusseldorf.
Passenger boardings increase 47.9% to 400,562.
In 1993, Managing Director Feitl oversees a workforce of 362. Flights are inaugurated to Paris (CDG), Munich, and Frankfurt.
The new routes help customer bookings to accelerate 25% to 500,748 while cargo swells 31.9% to 578,800 FTKs.
Airline employment increases 73.4% in 1994 to 657 and during the first quarter, the company sells a 42.85% stake to Austrian Airlines, A. G. Shareholding is now divided between the flag carrier, Gernot Langes-Swarovski GmbH. (42.85%), and Leipnik Lundenburger Industrie A. G. (14.30%). Share capital is doubled to S 135 million. Austrian now begins the process of turning Tyrolean into its domestic feeder subsidiary and merging into it during June its own local service carrier, Austrian Air Service (Oesterreichischer Inlandsflugdienst, GmbH.), with the Tyrolean name surviving.
The fleet now includes 7 DHC-8-311s, 4 DHC-8-314s, 6 DHC-8-106s, 2 DHC-8-103s, 1 DHC-8-102, and 2 DHC-7-102s. The DHC-8-102 is leased to Albanian Airlines, one of the DHC-8-103s is chartered to Germany’s Interot Air Service, GmbH., and DHC-8-106 is leased to Asia Pacific Airlines (Pty.), Ltd. in Papua New Guinea. One DHC-8-314 is chartered to Air Creebec, Ltd. in Canada. Plans are made to offer routes to Nuremberg and Hanover. Late in the year, a DHC-7-102 is replaced by a Fokker 50. Orders are placed in December for four Fokker 70s.
Passenger boardings skyrocket 85.8% to 930,565 while freight jumps 42.5% to 825,000 FTKs.
A total of 120 new employees are hired in 1995, an 18.3% increase. In April, Bombardier Regional Aircraft Division delivers its 400th aircraft, a DHC-8-314.
The first two Fokker 70s are delivered in June and July. With the arrival of the new Fokker jetliners, a dual-designator agreement is made with Swissair, A. G. for 100 weekly flights to Zurich from Tyrolean destinations.
Similar arrangements are also made with KLM (Royal Dutch Airlines, N. V.), Sabena Belgian World Airlines, S. A., LOT Polish Airlines, S. A., CSA Czech Air, Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.), and Tarom Romanian Airlines, S. A. for flights to Amsterdam, Brussels, Frankfurt, Krakow, Madrid, Prague, and Timisoara. In cooperation with Eurowings Luftverkehrs, A. G., frequencies begin to Hanover and Nuremberg from Innsbruck, Salzburg, and Vienna.
When the main runway at Stuttgart Airport is closed for repairs between July 31 and October 4, the carrier employs a Fokker 70 to offer thrice-daily frequencies to the cross-runway of the German airport. The third Fokker 70, coincidentally, arrives in September. During the fall, orders are placed for five Canadair CRJ-100ERs.
A total of 60,000 flights are made, helping enplanements accelerate 35.5% to 1,260,747.
The workforce is increased another 2.8% in 1996 to 799 and the fleet now includes 3 RJ70s, 10 DHC-8-314s, 1 of which is leased to Augsburg Airways, GmbH., 4 DHC-8-311s, 4 DHC-8-106s, 2 DHC-8-106s, including a unit out with Augsburg Airways, GmbH. for the summer, 1 DHC-8-102, and 2 DHC-7-102s, 1 of which is out of service.
On July 1, Tyrolean joins with Austrian Airlines, A. G. and Lauda Air, A. G. to file suit against the government in an effort to reverse implementation of its new 50% increase in airport security taxes. Several new routes are inaugurated from Innsbruck, where the new CRJ-100ERs are based following their delivery. On October 10, an CRJ-100ER, equipped with the Heads-up Guidance System of FlightDynamics, makes the first Category Illa landing for the aircraft type at Graz.
In November, orders are placed for two more Canadairs. At year’s end, the carrier is performing 1,250 flights per week to 6 domestic and 30 international destinations.
Customer bookings soar 10.3% to 1,390,183 while 1.01 million FTKs are operated, an 18.5% increase. Operating income totals $239.4 million and a net profit of $8.74 million is reported.
The employee population grows 6.3% in 1997 to 856. Ownership is now divided between Austrian Airlines, A. G. (42.85%), Gernot Langes-Swarovski (42.85%), and Leipnik-Lundenburger Industrie, A. G. (14.30%). The two new CRJ-100ERs are delivered in January and March and are assigned to boost the fleet operating from Innsbruck. They will replace the two DHC-8-106ss operating longer turboprop segments.
One of the released DHCs is again leased to Augsburg Airways, GmbH. for its summer season. Flights to Luxembourg and Dublin begin at the close of the winter season.
Two new super-quiet DHC-8Q-300s are delivered, one each in April and June, and enter service as part of a promotional program for “The Sounds of Silence.” Both are painted in a special blue-and-green mountains fortieth anniversary color scheme.
When during the summer the airport at Banja Luka is reopened, the first in the Serbian-controlled area of Bosnia to resume operations since the end of the 1992-1995 civil war, Tyrolean begins DHC-8-311 roundtrips into the airport.
The former Tyrolean route to the Romanian city of Timisoara is taken over by Lauda Air, A. G. on October 6, with a Lauda Canadair providing weekday flights. Also in October, a $65-million order is placed for three more DHC-8Q-300s that will be delivered before the end of the year and replace two DHC-8-311s.
It also requests six of the new DHC-8Q-400s, the first example of which is rolled out in Toronto ceremonies on November 21.
Also during November, the company joins with Austrian Airlines, A. G. and Lauda Air Luftgahrlgesellschaft, A. G. to create Austrian Airlines Group-Cargo and Australia. The airline has a turnkey network for freight of 118 destinations in Europe, the Mideast, the Far East, and the U. S.
Passenger boardings jump 10.4% to 1,587,425 while freight rises 29.3% to 1.3 million FTKs. Operating revenues swell 22.6% to $278.24 million, while costs are up 15.8% to $249.09 million. There is an operating profit of $24.2 million and a $32.6-million net gain is celebrated.
The CRJs ordered the previous year, together with the new DHC-8Q-300s, are all in service during 1998. In order to meet the exacting demands of its business clientele, the carrier now spends more on service and catering than it does on fuel.
Customer bookings accelerate 16.1% to 1.83 million on the year. Revenues jump 10.8% to $301.16 million, while costs climb 13% to $264.59 million. Although the operating profit ascends to $36.57 million, the net gain slips to $32.15 million.
In recognition of its almost 20 years of profitability and inventive growth, the company, in January 1999, receives the “Regional Airline of the Year Award” from Air Transport World magazine.
Air strikes by NATO countries against Serbian military targets in a campaign to compel Belgrade to accept a peace agreement with the ethnic Albanians fighting for an independent Kosovo are now anticipated. On March 24, Tyrolean, together with Austrian Airlines, A. G. and Lauda Air Luftfahrlgesellschaft, A. G., halts all scheduled service into Belgrade and nine other Balkan destinations. A spokesman, in making the announcement, indicates that the situation will be evaluated further toward evening; however, that evening, Operation Allied Force, the NATO bombing attack on targets in Serbia and Kosovo, begins.
Service to Belgrade remains halted on March 25-26 and for the duration of the NATO bombing campaign. Flights to south-central and southeastern Europe experience delays of 30-60 minutes due to airspace closure.
By April 23, the company is able to fly to all of its previous Balkan destinations except Belgrade, Skopje, and Tirana.
Austrian Airlines, A. G. CEO Mario Rehulka reports on April 26 that the Austrian group, including Austrian, Lauda, and Tyrolean, have lost revenue in each of the past 5 weeks because of the Kosovo crisis, including S 4.4 million ($340,000) the week of April 19.
The group’s problems continue on May 1 when Air Engiadina, Ltd. and its new Austrian Air Alps, GmbH., flying together as KLM Alps, GmbH., take over Tyrolean’s thrice-daily roundtrip service between Bern, Innsbruck, Salzburg, and Amsterdam.
Delta Air Lines begins to code-share with Tyrolean on October 15, placing its code on the Austrian line’s flights from Vienna to Bremen, Graz, Katowice, Klagenfurt, Krakow, Linz, Nuremberg, and Salzburg.
By year’s end, the carrier offers 1,440 weekly flights to 48 national and international destinations in 23 countries.
Passenger boardings rise 10.1% to 2,011,000 on 1,879,000 scheduled departures.
Airline employment at the beginning of 2000 stands at 1,050, a 16.8% increase over the previous 12 months.
New service begins from Vienna to Bern on February 14 and to Friedrichshafen on February 20.
After six months of successful changeover and an investment of ATS 500 million, the full Austrian Airline Group (Austrian Airlines, A. G., Lauda Air Luftfahrtgesellschaft, A. G., and Tyrolean) becomes the 10th official member of the “Star Alliance” on March 26. The same day, Austrian’s daily return service from Vienna to Tirana, Albania, is transferred to Tyrolean. Simultaneously, twice-daily Fokker 70 roundtrips are inaugurated by Tyrolean from Vienna to Helsinki. It also begins daily Fokker 70 return flights from Vienna to Kosice and Krakow.
Daily Fokker 70 return service is inaugurated on April 3 between Vienna and Pristina. Employing its first new Next Generation B-737-8Z9, Lauda Air Luftfahrtgesellschaft, A. G. on May 22 initiates new four-times-a-day return service from Linz to Frankfurt, taking over the route from Tyrolean
The carrier’s first DHC-8-Q402 enters service on May 24, flying roundtrips from Innsbruck to Frankfurt.
Wearing the full colors of its English owner, a B-737-33A is wet-leased from Titan Airways, Ltd. on June 16.
With two already in service, Tyrolean on July 25 orders an additional DHC-8-Q402, bringing its order book total for the super-quiet turboprops to six firm and six options. A letter of intent is signed for the purchase of 12 CRJ900s.
At the same Austrian Airlines Group supervisory board meeting in November where it is voted to purchase an additional stake in Lauda Air Luftfahrtgesellschaft, A. G., employee representatives walk out in order to delay, if not prevent, the appointment of Tyrolean chief Fritz Feitl as joint CEO of Austrian Airlines, A. G.
On December 13, Austrian Airlines Group announces that its large restructuring process will bring a profit for FY00, despite an expected E 14.5-million ($12.8-million) loss at Lauda Air Luftfahrtgesellschaft, A. G. Lauda will be reined in and its new management will be integrated closely with those of wholly owned subsidiary airlines Austrian Airlines, A. G. and Tyrolean. The group’s supervisory board approves implementation of the reorganization scheme by the executive board during the first half of 2001. Lauda will continue as a charter operator with a few scheduled flights and Tyrolean will be primarily a domestic and regional carrier. As the year ends, the fleet includes 4 DHC8-Q400s, 12 DHC-8-300s, 2 DHC-8-100s, 10 CRJs, and 6 Fokker 70s.
TYROLEAN JET SERVICE, GmbH.: P. O. Box 71, Flughafen Innsbruck, Innsbruck, A-6026, Austria; Phone 43 (512) 22422; Fax 43 (512) 288888; Http://www. tjs. at; Year Founded 1975. TJS is established at Innsbruck Airport in 1975 to provide executive and small group passenger charters throughout Europe. During the next 20 years, the company also establishes a base at Vienna and prides itself on meeting self-imposed airline standards.
In 1998-1999, the company employs 23 pilots and operates 2 Cessna 550 Citation IIs and 1 each C-501 Citation I, Dassault Falcon 900B, Falcon 10, plus a brand new Dornier 328-110.
On October 5, 1999, the carrier takes delivery of its first Fiarchild-Dornier 328JET.
TYUMEN AIRLINES (TYUMENSKIE AVIALINII): Roshchino Airport, Tyumen, West Siberian Zone, 625033, Russia; Phone 7 (3452) 262 566; Fax 7 (3452) 232 835; Code 7M; Year Founded 1993.
An independent carrier established at Tyumen’s Roshchino Airport in 1993, TA provides scheduled passenger and cargo services to domestic and international destinations. Nikolay N. Zienko is managing director and he recruits a workforce of 4,000. A mixed fleet of unspecified numbers is assembled, including all the usual Russian aircraft types: Antonovs, Ilyushins, and Tupolevs.
Services continue in 1994-1998 as the number of Tu-154B/Ms reaches first 18, later 16, plus 16 Tu-134As, 17 An-24s, 6 An-26s, 9 An-12s, and 5 Il-76T/TDs.
The employee population is reduced to 2,871 and destinations visited include Adler, Anapa, Ekaterinburg, Hanover, Johnston, Krasnodar, Moscow, Nadym, Nizhnevartovsk, Raduzhni, St. Petersburg, Salehard, Surgut, and Uraj.
Enplanements during the latter year total 329,000.
Passenger boardings ascend to 474,000 in 1999 while 68,000 FTKs are operated. Revenues of $37 million are generated.
During the fourth quarter of 2000, the regional government for the Khanty Mansisk Autonomous District puts out feelers concerning the creation of a possible “super regional airline,” through some combination of Tyumen, Tyumenaviatrans (TAT), Kogalym Airlines, and Yamal Airlines. It is understood that any such amalgamation is a long way off.
At the conclusion of the Tyumenaviatrans annual general meeting on May 31, 2001, it will be reported that the Khanty Mansisk Autonomous District and Surgut city governments have increased their shareholding from 8.8% to 25.1% and from 10% to 18.8%, respectively, with the former seeing four of its representatives elected onto a new seven-seat board of directors. One of these, Surgut Deputy Mayor Vladislav Nesterov, is quoted in the day’s Moscow Times as revealing that “by the end of the year, the merger of debt-ridden Tyumen Airlines with Tyumanaviatrans” will be completed.
TYUMEN PRODUCTION ASSOCIATION (TYUMEN MPO): Russia (1994-1996). TPA is formed at Roshchino Airport at Tyumen in 1994 to provide domestic passenger and freight charters. V. G. Kulchikin is appointed general director and he launches revenue services with a mixed fleet of Antonov An-26s and -32s. Flights continue until 1996.
TYUMENAVIATRANS (TAT): Surgut Airport, Surgut, Tyumen Region, Siberia, 626400, Russia; Phone/Fax 7 (3462) 280057; http:// Www. cssc. tat. ru; Code P2; Year Founded 1992. This former Aeroflot Soviet Airlines directorate, based at Tyumen in western Siberia, achieves its independence on March 25, 1992. A major cargo operator,
General Manager Vladimir A. Illarionov’s company, which still retains ties with Aeroflot Russian International Airlines (ARIA), provides both freight and passenger services on trunk and regional routes out of Mineralnic Vody and serves as the parent company for the other airlines based at Tyumen. It also operates wholly owned airports at Noyabrsk, Berezovo, Igrim, Tyumen, Mys-Kamenny, and Tazovsky.
The fleet includes 20 Ilyushin Il-76s, 16 Tupolev Tu-154s, 10 Tu-134s, 10 Antonov An-12s, and 10 An-26s. A large rotary-wing division, made up of various Mil helicopter types, is also operated. From a high of 8.25 million passengers in 1990, enplanements slide to 3,512,953.
In 1993, the Il-76 fleet is expanded and worldwide ad hoc freight charters are undertaken. As the economy declines, so too does company traffic. Passenger boardings fall 29.1% to 2,721,110 while cargo is off 21.6% to 426.5 million FTKs.
Customer bookings for the 111-aircraft carrier drop another 20.1% in 1994 to 2,174,200 as freight rises 6.6% to 455 million FTKs.
Flights continue in 1995, although traffic figures are not available. The company begins to revitalize its mission, increasing emphasis on rotary-wing operations and decreasing fixed-wing all-cargo services. Still, modernization of the remaining passenger aircraft begins with an order for six Tu-154Ms, equipped with state-of-the-art engines, from the Samara-based Aviacor factory, with delivery scheduled between April 1996 and late 1998. The aircraft are paid for through a $15-million debt receipt to the Samara Energo electricity supplier.
TAT accepts its first major support contract with the UN in 1996. The agreement will bring in initial revenues of $300,000.
Coming in from Tyumen on October 26, a Yak-40 with 4 crew and 33 passengers lands to the right of the runway at Khanti on a helipad, where it smashes into 3 Mil Mi-8 helicopters and bursts into flame (5 dead).
Despite this disaster, service is maintained during the remainder of the year, but once again, no figures are available. As the year ends, the company, not having received payment, refuses to renew its contract with the regional administration at Salekhard to provide daily An-2 services between the scattered communities of the region. A separate contract for the provision of aeromedical flights remains in place.
Unwilling or unable to redress its dispute with Tyumenaviatrans, the Salekhard regional administration promotes the establishment of Yamal Airlines in February. TAT will eventually receive payment and resume its flights, which are particularly important during the winter when river transportation is impossible. Helicopter support for the UN continues and these international flights bring in $400,000. Enplanements are 694,890.
Airline employment at the beginning of 1998 stands at 4,367. In August, as economic problems persist, the Russian government devalues the ruble. The official exchange rate is initially pegged at six rubles to the dollar, but soon plunges. By mid-September, currency trades at 16 to 1. The economic situation will have an impact on the carrier, but its location in the middle of an area with a booming oil industry and its good relationship with energy companies helps to keep its fuel costs down.
Although many carriers increase their economy-class rates over various routes, this carrier is one of several to resist. Indeed, on September 22, it actually reduces its Moscow-Tyumen fare from 1,225 rubles to 890. Also during September, the first Tu-154M is acquired from Aviacor.
Passenger boardings fall 10.3% to 630,000. Revenues for the year total $80.5 million, but operating costs are $93.4 million. The operating loss is $12.9 million and the net loss is $20.8 million.
Airline employment at the beginning of 1999 stands at 3,729. Surgut-neftegaz, a large local oil company with which TAT has dealt for some time, doubles its business to $10 million. As a result, TAT now transfers its headquarters from the city of Tyumen to the city of Surgut, where it can be closer to this and other energy industry customers.
A dry-lease agreement is signed with Heyns Helicopters (Pty.), Ltd. of South Africa, to which TAT sends eight Mi-8s; three Mi-8s are also chartered to the Mozambique operator Elak KFT.
Contracts are signed with the UN for the operation of helicopters on its behalf in the Western Sahara, the Central African Republic, Sierra
Leone (two Mi-26Ts), and East Timor (two Mi-8MTVs). In December, orders are placed with Mil for two more Mi-26Ts; funding for the arrangement is provided as part of a credit to TAT from Petrokomers bank. The first Mi-26T will enter service on December 31. Separately, one Mi-8AMT is ordered from the manufacturer’s plant at Ulan-Ude.
During the year, TAT generates 43.4% of its income on regular airline passenger services, 4.1% on international activities, 45.4% on helicopter services inside Russia, 3.3% on charter flights. Contracts with oil companies in the energy-rich, local Siberian region account for 38% of TAT’s activities, while natural gas companies account for 22%. Another 5% of business is generated from patrolling power lines, 10% from flying medial services, and 4% on geological missions.
Enplanements for the year total 403,000, a 16% decline. Revenues plunge to $37.8 million and expenses are $36.7 million. Although there is a $1.1-million operating profit, the net loss is still $6.7 million.
In January 2000 , the shareholder breakdown is the state (2%), foreign investors (30%), Russian investors (33%), and individuals (26%), with the remaining 9% allocated for ADRs. The fixed-wing fleet now includes 5 Tu-154Bs, 1 Tu-154M, 2 Tu-134As, 22 Yak-40s, 11 An-24s, 2 An-26s, and 52 An-2s. The rotary-wing division, with the largest helicopter fleet of any operator in the world, flies 134 Mi-8Ts, 19 Mi-8MTW/AMTs, 7 Mi-10s, 9 Mi-6s, and 15 Mi-26Ts. TAT is the only Russian operator of the latter type, the world’s largest, because it is very difficult to maintain.
A new management team, led by Director General Andrei Mar-tirosov, takes over and begins to implement additional cost-cutting and revenue enhancing measures. Under the leadership of Director General Martirosov and acting Chief Financial Officer Igor Petrov, the airline will pay off 55 million rubles of its debt to the state and 21 million rubles to the state pension fund. It will attract 280 million rubles in development loans (up from 5 million rubles in 1999) and will have 133 million rubles in debt to the state medical-insurance fund written off. The institution of centralized management and control over cash flow will save the company 60 million rubles in taxes. Other tax debt remains, however.
The workforce, for example, is reduced again, being cut in April to 3,540. Average salaries for those remaining will be boosted 75% from $150 every month in 1999 to $262. At the same time, Surgutneftegaz awards TAT the largest annual Russian helicopter service order ever: $15 million. The Sibneft contracts with TAT for use of its Tu-154 fleet to convey its oil shift workers, while the same firm requests the assistance of two Mi-26Ts in the aerial drilling of two new oil wells. Company jets continue to connect Western Siberia with over 40 destinations in central and southern Russia and 16 new routes are now started, including flights to Omsk, Perm, and Chelyabinsk.
It is revealed in July that, at the Annual General Meeting (AGM) in May, shareholding was divided between the Russian government (2%), individual investors (22%), the City of Surgut (10%), Russian investors (35%), and foreign investors (31%). Outstanding shares total 577, 208, while authorized shares number 124,945,000. Also at the AGM, three representatives are elected to the board of directors from the Russian investment fund Sovlink and another from the Templeton Asset Management of the U. S.
By August, TAT has received only one Tu-154M from its 1995 order. TAT offers to settle the growing dispute with Aviacor by agreeing to pay another $500,000 in return for the delivery of two more aircraft. The manufacturer does not find this acceptable. It has, sometime since, halted Tu-154 production, although it has sufficient components on hand to complete 10 last machines.
A suit is filed against the Aviacor manufacturing concern on August 15 for its failure to deliver five of the Tu-154Ms ordered in 1995 and for supplying the one in received in 1998 with second-hand, overhauled Soloviev D-30KU engines rather than the new power plants for which payment had been made. TAT now demands $48 million in compensation and if cash is not available, indicates that it will settle for a takeover of the plant’s property.
On September 13, the company agrees to pay $5.3 million in owed taxes over a six-year repayment schedule. By the end of the month, a new money dispute has arisen with the regional administration at Salekhard. This time the local leaders have failed to make good on a $4-million debt for local air services. When TAT once again shuts off flights, the leaders of that community, on October 1, turn to Yamal Airlines, which by now has grown into a respectable local service operation.
The hearing by the Samara Arbitrage Court into the dispute between TAT and Aviacor is postponed on October 18. Also in mid-October, an $8-million UN contract is received from the UN for the provision of helicopter support services (three Mi-8MTVs) in Eritrea. On October 23, a Volga-Dnepr Airlines An-24-100 transports four Mi-8MTWs and 32 TAT employees to Eritrea to begin operating the mission.
TAT plays host to Chris Fry and Paul Gliddon, two directors of Bristow Helicopters, Ltd., on October 25. The two have come to discuss the possibility of a joint venture. Under such an arrangement, Bristow might provide Eurocopter Super Pumas and TAT would fly Mi-26Ts on contracts in which costs and profits would be shared. During the exchange, Director General Martirosov expresses his displeasure with the quality of aircraft contemplated or under development in current Russian helicopter building programs.
At a news conference in early November, Director General Mar-tirosov indicates that his concern, which is also a major heavy lift helicopter operator, is seeking a Western strategic partner and may soon name one. Although Martirosov refuses to name his potential partner, Andy Chuter of Flight International suggests that it may be U. S.-based Offshore Logistics.
On November 15, the carrier, which now operates 300 Russian-made helicopters (172 of which are classified as heavy-lift, including 26 Mi-26Ts, the largest rotary-wing aircraft in the world), opens a New York office, not far from the UN, one of its major customers. During the month, the regional government for the Khanty Mansisk Autonomous District puts out feelers concerning the creation of a possible “super regional airline,” through some combination of TAT, Tyumen Airlines, Kogalym Airlines, and Yamal Airlines. It is understood that any such amalgamation is a long way off.
In December, Director General Martinosov reveals that his concern is giving serious consideration to the use of Western-built turboprop aircraft on its short - and medium-range Siberian routes. The company will examine the Bombardier Dash-8 and perhaps the Avions de Transport Regional ATR72.
At year’s end, 31% of the carrier’s shareholding continues to be held by Western investors, principally through the American Depository Receipt market. Passenger bookings during these 12 months have soared upwards by 62% to 720,000 and Tyumenaviatrans quietly moves from Russia’s No. 9 airline, in terms of domestic passenger volume, to No. 3. Overall, it remains the 5th largest airline in the country behind Aeroflot, Pulkovo, Vnukovo, and Sibir.
Revenues for the year jump 124% to $84.5 million, while costs are just $63.2 million. Operating gain totals 21.3 million and a very welcome $17.4-million net profit is posted, the highest profit margin for any Russian airline in 2000. For the first time since 1996, the company’s board authorizes a stock dividend; the payment will be 0.5 rubles (170) for each of the 124,945,000 ordinary shares.
As the year ends, the carrier reports that its UN contracts have been very lucrative and have brought in 25.1% of its 900-million ruble income. Tyumenaviatrans earns $4.6 million from its provision of aerial support for the peacekeeping mission in East Timor, $1.8 million from Eritrea, $250,000 from West Sahara, and a whopping $14,350,000 from Sierra Leone. All of these arrangements will be extended into the new year.
At the conclusion of the AGM on May 31, 2001, it will be reported that the Khanty-Manslisk and Surgut governments have increased their shareholding from 8.8% to 25.1% and from 10% to 18.8%, respectively, with the former seeing four of its representatives elected onto a new seven-seat board of directors. One of these directors, Surgut Deputy Mayor Vladislav Nesterov, is quoted in the day’s Moscow Times as revealing that “by the end of the year, the merger of debt-ridden Tyumen Airlines with Tyumanaviatrans” will be completed.
UES-AVIA: Airport 42, Dnepropetrovsk, 380582, Ukraine; Phone 380 (562) 650879; Fax 380 (562) 650342; Year Founded 1996. Ues-Avia is established at Dnepropetrovsk in 1996 to provide executive and small group passenger charter to destinations in Europe, Africa, the Mideast, and the CIS. Revenue flights begin with 3 Yakovlev Yak-40s.
U-LAND AIRLINES, LTD.: Taiwan (1995-2000). The failed China Asia Airlines, Ltd. is purchased by the Taipei-based U-Land Enterprise Group in early 1995 and renamed. ULEG official Lee Min Chung is appointed executive vice president, with Lt. Gen. Yin Heng-Yuan as vice president-operations. A McDonnell-Douglas MD-82 is acquired and scheduled flights to various domestic destinations from Taipei Sung Shan Airport commence in December.
A second MD-82 is purchased in 1996. Both jetliners are painted in black and white livery with large script “U-Land” titles on the forward fuselage.
It is announced on May 13, 1997 that the carrier will sell space on their planes’ sides for ads in a program reminiscent of the “logo jets” of Western Pacific Airlines.
Flights continue in 1998. The U-Land Enterprise Group orders all flights cancelled on October 5 due to its financial problems; once matters are put right, service is resumed on October 6.
During the year, revenues of $36 million are generated, but a $25.1-million loss is suffered.
Having received government authority to divest upwards of 90% of its shares, Air Philippines (2), during the week of March 15, 1999, holds discussions with U-Land concerning the possible partnership in which the Taiwan-based carrier will take a 50% stake.
With capitalization of NT$1.5 billion ($50 million), the company runs up combined losses for the year of NT$3.9 billion ($130 million). Its debt reaches NT$7.6 billion ($253 million).
At the beginning of 2000, U-Land’s 5-ship fleet operates 10 daily flights from Taipei to Kao-hsiung and to Kinmen and from Kao-hsiung to Kinmen.
On May 15, U-Land is grounded by the Civil Aeronautics Administration because its has failed to meet minimum safety requirements, with particular deficiencies in the maintenance department. Within two weeks, all of the carrier’s technicians have departed and no progress has been made in redressing concerns. Faced with a worsening situation, the CAA, on May 31, withdraws certification from the carrier’s entire fleet. The grounded airline is given six months to correct its safety problems and to address lingering financial difficulties. Analysts do not expect it to recover and it does not.
UBAIR, LTD.: India (1991). Vijay Maillya establishes this private air taxi and commuter at Bangalore in 1991 as a subsidiary of a major brewery group. Scheduled operations are inaugurated with Dornier 228-200s linking the company’s base with Madras and Cochin. When one of the Dorniers is damaged in a landing accident, UBAir ceases operations.
UFS (UNITED FEEDER SERVICE): United States (1993-2000). Trans States Airlines’ founder Hulas Kanodia purchases the Chicago-based turboprop operations of United Airlines’ “United Express” partner Air Wisconsin in September 1993. Given the major’s desire to retain the Air Wisconsin slots, Kanodia agrees to provide “United Express” services if United Airlines will continue to maintain the six owned and four leased British Aerospace BAe ATPs. Gary Santos is named vice president/general manager.
After such an arrangement is struck, the large regional’s new subsidiary, UFS (United Feeder Service, Inc.), transports a total of 142,239 passengers during the remainder of the year. Revenues are $15.2 million, but expenses are higher. As a result, there are losses: $359,611 (operating) and $608,283 (net).
Operations continue apace in 1994 and passenger boardings increase to 735,853. Revenues skyrocket a staggering 245.9% to $52.49 million, while expenses jump 222.3% to $50.07 million. As a result, there is an operating surplus of $2.42 million and a net gain of $1.34 million.
The company’s nine ATPs transport a total of 655,964 passengers in
1995, a 10.9% decline. Still, operating income exceeds costs and there are profits: $2.75 million (operating) and $1.84 million (net).
There is no change in either company employment or fleet during
1996. Traffic continues to slide, falling 4.3% to 639,023 on 22,481 scheduled departures. Revenues move ahead by 2.5% to $54.55 million and expenses climb 3.5% to $52.12 million. Operating gain slips to $2.43 million and a $1.59-million net profit is reported.
A 10th ATP joins the fleet in 1997.
“United Express” Flight 5748, an ATP with 4 crew and 39 passengers en route from Chicago-O’Hare to Peoria, Illinois, on September 6, encounters clear-air turbulence at 10,000-ft. near Peru, Illinois. Both flight attendants are injured, one seriously.
Passenger boardings rebound this year, growing 6.2% to 666,826 on 21,774 scheduled departures. Operating revenues inch up 2.6% to $56.16 million, while expenses climb 7.4% to $55.99 million. Profits drop significantly, down to $167,000 (operating) and $549,000 (net), respectively.
Flights continue in 1998 without significant incident. Additional frequencies are laid on during the summer strike at Northwest Airlines.
Customer bookings jump 3.3% to 689,000. Revenues climb 6.8% to $59.99 million, while expenses increase 2.7% to $57.49 million. The operating profit grows to $2.49 million, while net gain reaches $1.87 million.
The swirling wake of a Mexicana Airlines, S. A. de C. V. B-757-2Q8 causes a UFS ATP with 50 passengers to roll 45 degrees and break off its approach into Chicago (ORD) on January 27, 1999. Both ATC and the Mexican carrier are faulted for not maintaining proper distance between the two airliners.
Late in the year, the decision is taken to halt the “United Express” operation. Beginning on December 1, the carrier’s routes are gradually transferred to Atlantic Coast Airlines and Air Wisconsin.
Passenger boardings fall 12.3% during the year to 601,000. Revenues advance 12.5% to $67.5 million, while expenses are up 7.1% to $61.59 million. The operating profit improves to $5.91 million, while net gain reaches $6.11 million.
The workforce totals 400 at the beginning of 2000. When the hand over of the ACA and AW routes are completed on February 9, the carrier shuts down. A total of 20,000 customers are flown during these 40 days. The entire fleet of 9 ATPs has been parked at Kingman, Arizona, by March 13.
UGANDA AIRLINES, LTD.: Uganda (1986-2000). Uganda Airways Corporation is reformed in May 1986 and renamed. The wholly owned 600-employee government corporation, under General Manager
C. Adoko Ajiku, is equipped with a fleet comprising 1 each Boeing 707-324C, B-737-300, British Aerospace BAe 146-100, and Fokker F.27-600. Passenger operations are flown within the country and from Entebbe to Harare, and Nairobi, serving Kampala. All-cargo services are undertaken to Entebbe to Brussels, London (LGW), Nairobi, Sharjah, Djibouti, Cairo, and Bujumbura. Profitability is restored.
Operations continue apace in 1987 as a B-707-328C is leased from ZAS Airline of Egypt, Ltd.
While on final approach to Rome on October 17, 1988, after a flight from London (LGW), Flight 775, a B-707-338C with 7 crew and 45 passengers, crashes near foggy Fiumicino Airport on its third landing attempt (33 dead).
In May 1989, Christopher S. K. Mboijana, one of the founders of Kenya’s African Safari Airways, Ltd., is named chairman and managing director. The recession that closes out the decade and begins the next takes a terrible toll on the airline.
The company is in total chaos during 1990. The last available annual report, published in December, shows the company $10 million in debt. From an appended deposition by the nation’s Auditor General, it is learned that the company has operated without a budget, cannot meet its short-term obligations, and its records have been so badly kept—or not kept—since 1982 that an audit of the books is impossible.
Chairman/Managing Director Mboijana is succeeded in January 1991 by Abraham Waliggo. The leased B-707-328C, piloted by Capt. Stephen Mukyeli and four other Ugandans, is detailed at Belgrade Airport in August when it is discovered that its cargo consists of 19 tons of arms and ammunition from South Africa, reportedly destined to Croatia. While the crew is held, Croatian-born Canadian businessman Anton Kikas, aboard the plane as a passenger, is fined C$1 million for arms smuggling and is released.
In September, a major shakeup in airline management occurs because of the Yugoslav incident. Chairman/Managing Director Waliggo, together with John Kalahan, flight operations/marketing manager and Ocheng’ Dohi, corporate secretary, are relieved of their duties and arrested. Benedict Motyaba becomes the new chairman/managing director.
In October, Ugandan President Yoweri Museveni refuses to seek the release of Capt. Mukyeli and his crew, calling them mercenaries. It is reported at the same time that the carrier will be partially privatized, with the government retaining a 49% share. A date for the changeover is not provided. Enplanements for the year are just 16,716.
By 1992, the owned fleet of the 600-employee airline has been reduced to only the Fokker turboprops.
Former Chairman Waliggo and two other airline executives, indicted for organizing and authorizing an arms smuggling ring, appear in court at Kampala on January 11 and claim innocence. Nothing more will be heard of them, or Capt. Mukyeli.
International service is continued when, in April, the carrier signs an agreement with Air Botswana (Pty.), Ltd. Under its terms, the Nairobi-Entebbe sector of the Botswana-based airline’s twice-weekly Gaborone-Entebbe service is operated on behalf of the Ugandan company.
In 1993, the workforce totals 350. A Boeing 737-2N0A is leased by Managing Director Motyaba from Air Zimbabwe Corporation and operates scheduled services linking Entebbe with Nairobi, Harare, Johannesburg, Kigali, and Bujumbura.
The company releases its first public report of the decade in September and its figures show that 37,884 passengers have been transported since the beginning of the year. An operating profit of $2 million is reported; for the first time in years, the company has moved into the black.
Reductions in the workforce continue in 1994. In addition, service is withdrawn to Rome, Brussels, and London. When Uganda and its airline each acquire a 10% stake in the new multinational consortium Alliance Air (African Joint Air Services), the national airline surrenders its long-haul traffic rights, particularly those for routes to Europe.
Passenger boardings climb a strong 56.4% to 67,719. For the year, an operating profit of $1.3 million is posted.
Rigorous employee cost-cutting results in a 1995 drop of 48.6% in the number of workers, down to 180. Through October, enplanements leap ahead by 47.7% to 65,814 and freight skyrockets 91.8% to 744,000 FTKs.
Flights continue in 1996 and beyond, during which years marketing alliances are signed with over 35 foreign carriers, including British Airways, Ltd. (2), El Al Israel Airlines, Ltd.,
Continental Airlines, South African Airways (Pty.), Ltd., and Air Zimbabwe, Ltd.
Twice-weekly roundtrip service is inaugurated on February 27 from Kampala to Tel Aviv. Flights to Kigali cease. Other destinations visited from Entebbe include Bujumbura, Dar es Salaam, Dubai, Harare, Johannesburg, Lusaka, Mombasa, and Nairobi.
Following the overthrow of the democratically elected government of Silvestre Ntibantunganya by Piere Buyoya, the nations of East Africa impose sanctions on war torn Burundi. Among these is the suspension, in August, of flights by UAC to Bujumbura.
In its May 14, 1997 issue, The New Vision, a major Kampala-based newspaper, reports that the airline will inaugurate shuttle services from Entebbe to Goma and Kisangani in the eastern portion of the Democratic Republic of the Congo. The Ministry of Works, Transport and
Communications had been approached with a request for the service by the new Kinshasa government.
A team headed by General Manager Dickinson Turinawe travels to Goma and Kisangani in late June to handle necessary logistic matters prior to the resumption of services. Piloted by Capts. Chris Owor and Ernest Yoti, a chartered B-737-53A resumes service to Kinshasa from Entebbe on July 7. Transporting 100 passengers and an official Ugandan government delegation led by State Minister for Foreign Affairs Rebecca Kadaga, the aircraft first makes a brief stop at Goma, where it is welcomed by local government officials.
Flight 561, the B-737-2N0A with 4 crew and 100 passengers develops engine problems just after takeoff from Nairobi on October 4 on a flight to Entebbe; the aircraft returns to Jomo Kenyatta Airport where it makes a safe, one-engine landing. No injuries are reported, the engine is repaired within two hours, and the plane flies on to Entebbe with no further problems.
During October, plans are completed that will have Air Tanzania Corporation and Uganda Airways merge with Alliance Airlines (African Joint Air Services), forming the core of Alliance Express, S. A. South African Airways (Pty.), Ltd. and Transnet, its government-owned parent firm, are expected to cover costs.
World History
