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30-06-2015, 07:11

British European Airways Corporation (BEA) and British Overseas Airways Corporation (BOAC)

Scheduled and nonscheduled routes of the merger partners within the U. K. and to Gibraltar, Accra, Milford Haven, Rotterdam, Salisbury, Swansea, and Johannesburg (cargo) are maintained, along with routes flown under government contract. In association with British Overseas Airways Corporation (BOAC), East African Airways Corporation, and Central African Airways Corporation, “Skycoach” Viscount service is inaugurated from London to various African destinations. Weekly London (LGW) to Canary Islands flights begin on October 7. Some 100,000 passengers are carried in the first six months.

The BUA fleet in 1961 includes 2 Bristol Britannia 312s, 2 Douglas DC-6As, 3 DC-3s, 2 Vickers Viscount 833s, 2 Viscount 831s, 2 Viscount 804s, 2 Viscount 736s, and 1 Viking, plus 2 DH 114 Herons, 6 DH 104 Doves, and 1 DH 89A Dragon Rapide.

During January, the company and Cunard-Eagle Airways, Ltd. approach the ATLB for additional licensure to visit a large number of new charter and scheduled European markets at the beginning of the summer season in March. Many of these are awarded: Amsterdam, Athens, Barcelona, Basel, Genoa, Madeira, Malaga, Palma, Paris, and Zurich.

Also during the month, the carrier publicly announces its intention to reequip with 5 de Havilland Tridents and 4 VC10s, 3 of which are ordered. After additional deliberation, CEO Laker elects to scrap these requests and turn to British Aircraft Corporation.

On May 9, orders are placed for 10 new BAC 1-11s, for which the airline is official launch customer for the Dash-200. Slated for delivery to Channel Air Bridge, Ltd., the first Aviation Traders, Ltd. ATL-98 Car-vair passenger-vehicle freighter, the Golden Gate Bridge, is rolled out at Southend Airport on the morning of June 17 and makes its initial test flight during the afternoon. The aircraft’s model name, a contraction of the phrase “car-via-air,” is suggested by two local businessmen won a naming contest.

A Vickers Viking 736 with 4 crew and 12 passengers crashes during final approach to Frankfurt on October 30; there are no fatalities.

On November 3, the carrier announces plans to join with the British Aviation Services (Britavia) group to form the holding company Air Holdings, Ltd. The ATLB partially ends British European Airways Corporation (BEA)’s monopoly on European routes on November 29, opening the way for BUA to commence Continental services.

Channel Air Bridge, Ltd. enplanements reach 265,000. Overall income reaches ?1.14 million and profits approach ?625,000.

In January 1962, British Aviation Services Group and its airline subsidiary, Silver City Airways, Ltd., is purchased and joins BUA under a new holding company, Air Holdings, Ltd. On January 30, the Golden Gate Bridge, first of 10 Aviation Traders ATL-98 Carvairs, receives its government certification and, on February 16, is turned over to subsidiary Channel Air Bridge, Ltd.; in ceremonies, it is christened by the wife of the Swiss ambassador, Mr. Daeniker. A proving flight for VIPs is made across the English Channel to Ostend during the afternoon, with revenue charters beginning the next day with the plane hauling a shipment of new automobiles to Malaga, Spain. Additional charters are flown during the remainder of February.

Regularly scheduled roundtrip car ferry flights commence on March 1 with a service to Rotterdam. The second ATL-98 Carvair Atlanta is test flown on March 25 and, also in March, a DC-6B is leased for 18 months from Canadian Pacific Air Lines, Ltd. The Atlanta joins Channel Air Bridge, Ltd. in April and, on May 20, Jersey Airlines, Ltd. is acquired. Vickers Viscount 800 flights are launched to various European cities.

The Aviation Traders Carvairs begin new scheduled car ferry operations Southend-Strasbourg on June 1. Employing a Vickers-Armstrong VA-5 hovercraft, BUA, on July 20, inaugurates the world’s first scheduled commercial hovercraft service in the Dee Estuary, near Wallasey. Also in July, it is announced that Channel Air Bridge, Ltd. and Silver City Airways, Ltd. will be merged, effective October 1, into a new airline, British United Air Ferries, Ltd.

On September 1, the DC-6As begin “Africargo” flights from London (LHR) to various African destinations. The experimental hovercraft service in the Leeds Estuary ceases on September 16; during the eight weeks of its schedule, over 20,000 passengers have been transported.

After an initial one-year experiment is completed by Silver City Airways, Ltd. for the trooping of soldiers between the U. K. and Germany, the government awards BUA, in late September, a large contract under which 11,000 troops will be flown roundtrip each month in company Viscounts.

Following a reorganization of Air Holding, Ltd.’s subsidiaries, British United (Channel Islands) Airways, Ltd. is formed on November 1. The Airwork, Ltd. interest in Commercial Air Services (Pty.),

Ltd. of South Africa, acquired at the time of merger in 1960, is sold to J. M. S. Martin, Leon Zimmerman, and Max Geffin.

Three Viscount 804s are sold in November-December. Net gain this year totals ?750,000.

A large number of inclusive-tour destinations are added in 1963. On April 11, British European Airways Corporation (BEA) withdraws its services to the Isle of Man; plans are made to take them over. However, Cambrian Air Services, Ltd. wins the rights to fly the abandoned routes. The company’s DC-4 is sold in July while 2 Bristol Britannia 313s are briefly operated for the Israeli carrier El Al Israel Airlines, Ltd.

In October, a second weekly DC-6A “Africargo” service is initiated. BUA, which had previously earned as much as ?4 million each year from trooping contracts (55%) of income, now begins to gradually withdraw from them, ending one commitment in order to redeploy its VC10s.

Twice-weekly Blackpool-Bournemouth via Manchester DC-3 operations commence on January 1, 1964. Weekly London (LGW)-Seville Viscount flights are launched on March 12. Orders are placed for jetliners and, in September and October, the first 2 Vickers VC10s are received. Two Britannias are sold during the year and the Canadian Pacific Air Lines, Ltd. Douglas is returned.

In December, the company receives government permission to fly the South American routes recently abandoned by British Overseas Airways Corporation (BOAC).

A total of 559,543 passengers are carried on the year and the workforce totals 1,800.

A new network of U. K. twice-daily jet services, called “Interjet,” is begun in January 1965, linking Belfast, Edinburgh, Glasgow, and London (LGW). Simultaneously, the first Super VC10 is acquired and employed to begin flights to Rhodesia.

As launch customer, a company BAC 1-11-201, piloted by Capt. S. G. Websper with Chairman Laker and Horizon Holidays Chairman Lord Douglas of Kirtleside as passengers, inaugurates the world’s first short-haul jet service on April 9 with a 690-mi. flight from London (LGW) to Genoa.

Flight 1030X, a C-47B with 4 crew and 23 passengers en route from Paris (ORY) to Jersey, crashes near the latter point on April 14; there are no survivors.

A Britannia 309 is delivered in July for charter work while a Britannia 313 is simultaneously sold. At the same time, twice-weekly scheduled service to Santiago, Chile, begins over the ex-British Overseas Airways Corporation (BOAC) routes.

Late in the fall, nonstop VC10 service to the Canary Islands is inaugurated. The new short-haul BAC jetliners replace Viscounts on a number of European frequencies by November with all 10 aircraft in service by year’s end.

Freight traffic accelerates 37% and enplanements jump 20% to 690,678. Still, a ?115,000 loss is suffered.

Airline employment reaches 2,400 in 1966 and the fleet total includes 10 BAC 1-11-201s, 5 Britannia 312s, 7 Viscount 800s, 3 VC10s, and 2 DC-6As. Max Stuart becomes managing director on January 1, the same day scheduled London (LGW)-Belfast, Glasgow, and Edinburgh BAC 1-11-201 Interjet flights begin. These services represent the first scheduled domestic jet schedules marketed in the U. K.

During the year, BAC 1-11-201 service is also introduced to the Channel Islands, Rotterdam and Amsterdam, Lourdes, Malaga, Majorca, Barcelona, Lisbon, Gibraltar, Malta, Las Palmas, and the African cities of Bathurst, Freetown, and Accra. A total of 773,895 passengers are carried, including those transported on behalf of Horizon Holidays.

By 1967, the company payroll has 2,500 names and the fleet has shrunk by 2 Britannias, 2 DC-6As, and all 7 Viscounts. Orders are placed for 5 BAC 1-11-501s. Service to Brazil and Argentina is introduced.

The year’s bookings are up 17% to 920,335, but loss reaches ?825,370. In an effort to stem the mounting losses, Air Holdings decides to sell out.

Airline employment stands at 3,000 in 1968 and the fleet comprises 4 VC10s and 10 BAC 1-11-201s. Orders are outstanding for 8 BAC 1-11-501s.

During the first quarter, the carrier and most of its subsidiaries is sold to British & Commonwealth Shipping, Ltd. and Eagle Star Insurance, Ltd. Continuing expansion, the new partners in turn pay ?17 million to the previous owners and form a new holding company, BUA Holdings, Ltd., which they divide on a 92% to 8% basis. The original Air Holdings, Ltd. retains control of only British Air Ferries, Ltd. and the New Zealand cargo operator SAFE Air, Ltd.

Passenger traffic increases 77% and freight 36% on the VC10 South American service and overall enplanements for the year climb another 17% to 921,860. A small profit is also reported.

A BAC 111-201AC with 7 crew and 26 passengers fails its initial climb away from Milan for a January 14, 1969 flight to London (LGW) and makes a forced landing; although the aircraft must be written off, there are no fatalities.

A replacement Dash-408, is leased from Channel Airways, Ltd. on April 3.

During the year, the British government’s Edward Committee begins to assess the nation’s air transport system with the possibility of allowing creation of a “second force” airline to compete with the state carriers, should they be combined into a single entity.

During the summer, Chairman Anthony Cayzer discusses merger possibilities with Adam Thompson, chairman of Caledonian Airways, Ltd. Five BAC 1-11-501s and a VC10 are added during the year and a Viscount 833 is sold to Arkia Israeli Airlines, Ltd. on December 20. Profits are again announced for the 12-month period.

Three additional BAC 1-11-501s are acquired in March 1970. On August 30, the company announces the beginning of in-flight secretarial services for businessmen traveling between London and East Africa.

While the government continues to debate creation of a “second force” airline, BUA Holdings, Ltd. decides to sell out. After unsuccessful feelers to the two state carriers, an October 20 meeting results in Caledonian Airways, Ltd. acquiring BUA on November 30, the new carrier being named Caledonia-BUA, Ltd. For the final year, passenger boardings reach the highest point ever—2,243,000.

BRITISH UNITED (CHANNEL ISLAND) AIRWAYS, LTD.: United Kingdom (1962-1968). On November 1, 1962, the passenger and cargo networks of British United Airways, Ltd./Air Holdings group members Silver City Airways, Ltd. and Jersey Airlines, Ltd.,

Are combined into British United (Channel Island) Airways, Ltd. From their bases at Blackpool and Jersey, company Douglas DC-3s, de Hav-illand DH 104s/114s, Handley Page Heralds, and Vickers Viscount 700/800s fly scheduled services to the Channel Islands and the Isle of Man. The company is comprise of two major divisions: the Manx division offers services from the Isle of Man to Scotland and Ireland while the Channel Islands division served its namesakes.

On August 1, 1963, BUA associate Jersey Airlines, Ltd. is merged into the carrier. The route networks do not change and no new aircraft are purchased during the remainder of the year or into 1964.

In 1965, a number of aircraft are transferred to another BUA associate, Morton Air Services, Ltd. London (LGW)-Channel Islands via Southampton air-rail services are now offered. A DC-3 with 26 aboard crashes on Jersey Island while coming in from Paris on April 4; there are no survivors. Airline employment in 1966 stands at 770 as preparations are made to eliminate the DC-3s and Herons.

In 1967, all piston-engine equipment is removed and, with 8 Heralds and 4 Viscounts, the company by December is an all turboprop operation. Enplanements for the year are 681,991.

On November 1, 1968, Morton Air Services, Ltd. is merged and the company name is changed to British United Island Airways, Ltd.

BRITISH UNITED ISLAND AIRWAYS, LTD.: United Kingdom (1968-1970). This carrier is formed on November 1, 1968 when the British United Airways, Ltd./Air Holding group members British United (Channel Islands) Airways, Ltd. and Morton Air Services, Ltd. are combined. Significant changes are not made for a year until December 31, 1969, when scheduled services Southampton and London (LGW) to Alderney and Jersey to Dinard, St. Brieuc, and Quimper are dropped. At this point, the fleet of de Havilland Doves and Herons is sold. On July 20, 1970 the company name is changed to British Island Airways, Ltd.

BRITISH WEST INDIES AIRWAYS, LTD. (1) (BWIA): British West Indies (1940-1947). With the complete collapse of communications in May 1940 and air services between Trinidad and Barbados suspended, the islands throughout the entire Caribbean find themselves virtually cut off from each other and from the outside world.

Legendary TACA (Transportes Aereos Centro Americanos, S. A.) founder Lowell Yerex meets Lady Young, wife of the colonial premier of Trinidad and Tobago at a cocktail party in mid-November and is persuaded, so the story goes, to come to the island and examine the prospects of establishing a new West Indian airline.

Yerex and his chief pilot, “Snark” Wilson, fly a Lockheed L-18 Lodestar from their larger operation to Trinidad on November 27 and then continue on for an hour to Tobago. While Wilson makes a proving flight to Barbados, Yerex meets with the governor and receives a one-month provisional airline certificate.

By the week before Christmas, Yerex and Wilson have set up shop at the future site of Piarco International Airport, complete with parking spaces, a ticket office, and other amenities. The new entrant’s CEO launches service on December 26; daily Port of Spain-Bridgetown, Barbados, and thrice-weekly Port of Spain-Tobago flights are undertaken.

During 1941, a total of 381 of 383 scheduled flights are completed and, with the addition of occasional charters, the company turns in an $80,000 profit. No one notices that the initial operating certificate is not renewed.

An additional TACA (Transportes Aereos Centro Americanos, S. A.) L-18 and 2 L-14Hs are diverted to Trinidad in 1942 as connections are opened to Grenada, St. Vincent, St. Lucia, and St. Kitts in the Windward and Leeward Islands. The new entrant also begins flying to U. S. military bases.

Once flown on clandestine photo reconnaissance missions over Africa under cover of British Airways, Ltd. (1) registry and then passed to the RAF, a Lockheed Model 12A Electra Junior is purchased from England in December.

The carrier is incorporated as a public limited company on May 13, 1943, with Yerex as managing director and three-fifths owner. During the summer, Port of Spain-Grenada flights begin and one of the company’s two Super Electras is burned out at Piarco Airport on August 26. Yerex resigns on October 5; his holdings are reduced to 40%, most of which is now held by TACA (Transportes Aereos Centro Americanos, S. A.).

Late in 1944,3 ex-RCAF Lockheed Hudson IIIs, reconfigured to civil L-14 standard, are delivered from Canada.

Additional new Lockheed routes are opened in 1945: to Belize on March 4, to Georgetown and Mackenzie on September 6, and to Ciudad Trujillo on October 3. By this time, the carrier has expanded its routes across the 2,000 miles of sea and islands of the Caribbean, from the

British Honduras to Guyana. The area linked by BWIA-1 is as large as one that could be formed enclosing the region between London, Moscow, Athens, and Marseilles. With the return of unprotected ocean shipping after V-E Day, company revenues decline and it becomes necessary to seek additional capitalization in order to purchase longer-range aircraft. The routes are maintained in 1946 while officials seek permission to begin services from Trinidad to Miami via Puerto Rico.

The TACA (Transportes Aereos Centro Americanos, S. A.) shareholding is reduced to 28% on January 11, 1947. In August, TACA’s remaining interest is sold to the Trinidad government, which has come to fear that a resurgent Pan American Airways (PAA) might acquire a stake, and thus eventual control. In September, colonists take 25% interest and British South American Airways Corporation (BSAA) gains 47% shareholding. Finally, on October 1, the BSAA subsidiary British International Airways, Ltd. takes the remaining 28%; BSAA, now holding 75% control, combines British West Indies Airways, Ltd. (1) (BWIA) with BIA, under the latter name.

BRITISH WEST INDIES AIRWAYS, LTD. (2) (BWIA INTERNATIONAL AIRLINES, LTD.): Trinidad and Tobago (1948-1999). On June 24, 1948, British International Airways, Ltd. is reorganized; capitalized at ?3 million and with J. W. Booth as chairman/managing director, the company is named British West Indies Airways, Ltd. (2), but will come to be known in the industry as “BeeWee.” Late in the year, 5 Vickers-Armstrong Vikings are placed in service.

Three ex-British European Airways Corporation (BEA) Vikings are acquired in 1949, along with a Shorts SA-6 Sealand I; the latter is not placed in service. On March 14, an application is made with the American CAB for a Miami route.

British Overseas Airways Corporation (BOAC) takes over British South American Airways Corporation and its British West Indies Airways, Ltd. (1) (BWIA) subsidiary on July 30.

To ensure that the carrier retains its West Indian character, navigational and engineering schools are established at the headquarters in Trinidad to train staff drawn from the Caribbean. In October, British Caribbean Airways, Ltd., together with its Miami route, is purchased by BOAC and merged into BWIA.

At the beginning of 1950, the Lodestars are replaced with 3 Douglas C-47s, converted to DC-3 civil standard. The BCA integration is completed on March 31. Viking service is inaugurated from Port of Spain to Nassau, Miami, Haiti, Martinique, Puerto Rico, and Guadeloupe.

These routes are maintained in 1951. During this period, the BWIA-2 operation is losing $3 million and the new managing director, John Rahr, is assigned the task of stemming the flow of red ink.

The international services of Bahamas Airways, Ltd. to Nassau, Miami, West Palm Beach, and Havana are taken over in 1952 at British Overseas Airways Corporation (BOAC) direction. Vickers Viscount 702s are ordered in 1953 and two former Bahamas Airways, Ltd. Three more Douglas transports join the fleet in 1954. All of the Lockheed Lodestars and Hudsons are now retired.

The first of 3Viscount 702s to arrive in 1955 is delivered on July 28, followed by the other 2 in summer and fall. A branch station is opened in Puerto Rico in September.

On December 2, the carrier becomes the first in the Caribbean to start turboprop operations when its Viscounts inaugurate twice-weekly Port of Spain-Barbados-San Juan service.

Viscounts replace Vikings on the twice-weekly Port of Spain-Caracas-Kingston route on December 15; under contract to British Overseas Airways Corporation (BOAC), the company now extends the Kingston service to Montego Bay and Nassau and, on December 16, Nassau to Miami service begins. Meanwhile, following the British Guiana government’s acquisition, British Guinea Airways, Ltd. management is also assumed.

On January 1, 1956, in cooperation with British Overseas Airways Corporation (BOAC), Viscount 702 service is started to New York via Miami; simultaneously, Viscount 702 flights commence from Bermuda to Port of Spain. Four Viscount 772s are ordered during the first quarter, while a Viscount is chartered for use pending the delivery of the owned units.

The Vikings are withdrawn from passenger service in June. They now replace the Lockheed L-1049D Constellations that BOAC has leased from Seaboard & Western Airlines to operate all-cargo services from Bermuda to New York.

On October 24, money-losing British Colonial Airways, Ltd. is purchased; the new subsidiary is renamed British Honduras Airways, Ltd., and its fleet of 2 Cessna 180s continues service over routes to 15 colonial destinations.

Taking 51% interest and providing a Piper PA-23 Apache, the carrier assists in the formation of Leeward Island Air Transport Services, Ltd. (LIAT) late in the year; the remaining shares are held by the island’s colonists.

In December, the 4 new Viscount 772s are received.

Concerned in 1957-1959 that the winds of Caribbean independence blowing through negotiations between the British West Indies Federation and the U. K., British Overseas Airways Corporation (BOAC) begins to take over all of the company’s international services and most of its profitable interisland routes. BWIA-2’s reputation for service suffers; some say its initials stand for “Better Walk If Able.”

Upon the independence of the colonial British West Indies, BWIA-2 is but a shadow of its former self, possessing no international routes of its own and a fleet of just 2 Viscounts, 1 DC-3, and 2 de Havilland DH 114 Herons.

The carrier applies for Miami and New York certification in its own right and places an order for a large turboprop. In December 1959, BWIA-2 receives authority to fly from London to Jamaica and from London to Barbados, both via New York.

Employing a wet-leased British Overseas Airways Corporation (BOAC) Bristol Britannia 312, BWIA inaugurates transatlantic London-Barbados and Trinidad via Miami and New York, service on April 29, 1960, flying the same aircraft eastward for the first time on May 1. The route is operated in pool with BOAC. The Port of Spain to New York route, also flown with Britannias in pool, becomes daily on December 11.

Britannia services are launched to Miami on January 22, 1961. In June, the Britannias are replaced on the New York and London runs by a Boeing 707-436 chartered from BOAC. To keep the airline from collapse, the government of Trinidad and Tobago on November 1 purchases 90% of the carrier’s stock for TT$2.5 million, with British Overseas Airways Corporation (BOAC) retaining 10% shareholding and providing 4 Viscount 772s.

A Viscount 736 is leased in 1962 from Norway’s Fred Olsen’s Flysel-skap, A. S. In February, a delegation is sent by the Trinidad and Tobago government throughout the region seeking to sign up additional Caribbean interests; although shareholding, board seats, and immunity from subsidizing the airline’s losses are offered, no additional participants are ever found. Indeed, regional differences will keep the carrier from receipt of the financial backing from the very area its routes support.

Local businessmen buy out British Honduras Airways, Ltd. in 1963. In association with local interests, a new subsidiary, Air Jamaica, Ltd. (1) or Jamaica Air Services, Ltd., is formed in May. Three B-727-78s are ordered in November.

The first B-727-78, painted in green and white and christened a “Sun-jet,” is delivered in December 1964 and placed in service on the Miami route in January 1965. The two other Boeings are also received and, by May, are placed on the New York and Miami routes. In August, a de Hav-illand DH 114 Heron 2 enters service with Jamaica Air Services, Ltd.

Boeing 720Bs are introduced early in 1966 and, on May 1, a BWIA-2 B-727-78, in dual markings, begins service with Air Jamaica, Ltd. (1) to New York via Miami. In the fall, British Overseas Airways Corporation (BOAC) sells its remaining interest to the Trinidad government. During the year, computer reservations are introduced at Sunjet House.

With the U. K. flag carrier out of the picture, North Atlantic services, previously flown in pool with it, ends in 1967. Hawker Siddeley HS 748s and Convair CV-440s are purchased and introduced, but income and morale suffers. In September, the government of Trinidad and Tobago announces that it has accepted, in principle, a proposal for the reorganization, financing, and expansion of the company as presented to the government by the New York investment banking firm of Allen & Co. The American concern is retained under a management contract.

Convinced that government officials have taken bribes to purchase U. S. rather than British jetliners, pilots walk off the job early in 1968. When the flyers refuse to return to work, all are fired and replaced. In July, 2 Viscount 772s are sold to LAV (Linea Aeropostal Venezolana, C. A.).

A Boeing 707-338C is leased from Qantas Airways (Pty.), Ltd. on December 14. It arrives painted in bright gold and white; christened a “Sunjet,” the Stratoliner immediately begins flying to New York.

The Australian-owned B-707-338C resumes New York service in January 1969.

On February 1, the Viscounts and DC-3 begin flying a “00” shuttle service between the nation’s principal islands; the route becomes known as the Tobago Air Bridge.

A B-727-78 captain thwarts the attempt by passenger J. S. Pinckney to seize the controls during the plane’s approach to Miami (MIA) on February 11; Pinckney is turned over to local police when the jetliner lands.

On February 21, new financing is arranged and additional minority shareholding is taken by Allen and Co. In March-April, 2 purchased B-707-138Bs replace the chartered Qantas Airways (Pty.), Ltd. jetliner.

A Canadian license is obtained on May 2 and B-707-138B flights direct to Toronto from Antigua and Barbados commence the next day.

In August, a bilateral air agreement is negotiated between Trinidad and Ottawa. Enplanements for the year are 279,625.

Airline employment in 1970 totals 1,452. Propeller aircraft operations cease and, with an all-jet fleet, the airline becomes the dominant carrier in the eastern Caribbean, from North American gateways.

En route from Kingston to Miami on May 1, a B-720B with 60 passengers and 8 crew is diverted to Cuba by a hijacker. He drops his plans to fly to Algeria after talking with Cuban officials and British embassy personnel, who convince him that such a flight is beyond the aircraft’s range.

Toward the end of the year, services to Miami are restructured to concentrate on fast, direct services to and from the south Florida gateway.

Passenger boardings jump 11.7% to 314,539 and freight traffic rises 11.1%.

The withdrawn Viscounts, CV-440s, and HS 748s are all sold in 1971 as the fleet is stabilized at 3 B-727-78s and 2 B-707-138Bs. Early in the year, the 3 former aircraft are traded to Braniff International Airways for its 4 B-707-227s.

During the year, BWIA-2 triples the number of charters into the U. K. from 8 to 24 and continues to improve its scheduled flights to and from Miami.

Passenger and freight traffic decline, but the unduplicated route system grows to some 7,000 miles.

The first 2 B-707-227s are placed in service in 1972 and additional direct services are instituted to the New York and Toronto gateways from the Eastern Caribbean. The first Canadian reservations complex is opened at Toronto and a total of 262,080 passengers are carried on the year.

The third ex-Braniff B-707-227 joins the fleet in 1973. Leeward Island Air Services, Ltd. is sold to the British carrier Court Line, Ltd., which had previously been turned down in its efforts to take over BWIA-2. The company also receives route rights to fly into London (LHR) as a scheduled airline.

Passenger bookings rise 0.4% to 273,600 and freight traffic is down by 13%.

The workforce in 1974 totals 1,526. AB-707-351C is purchased from the Minneapolis/St. Paul-based carrier Northwest Airlines on February 15 as a B-727-78 replacement.

On April 5, thrice-weekly Trinidad and Barbados to London (LHR) via Miami and New York scheduled flights are inaugurated. The service is considered a company milestone as all previous frequencies to the U. K. have been of a periodic charter nature and have only been allowed to use Gatwick Airport.

Frequencies from North America to the eastern Caribbean are increased to meet the demand created by a suspension of British Airways, Ltd. (2) flights and a second Northwest Airlines B-707-351C arrives on July 12.

A Boeing 747 is leased in October for use during the winter tourist season and plans are made to remove the ex-Braniff Stratoliners during the following spring.

Cargo increases 36% while passenger boardings leap upward 21% to 368,784.

The Trinidad government resumes complete corporate control in 1975 by purchasing back the minority interest formerly held by Allen & Co. and others in the U. S. Two more B-707-351Cs arrive from Minneapolis between January 16 and May 21. The fleet now also includes 1 B-707-227B, 1 B-727-227, and 2 B-707-138Bs. Passenger boardings swell 9.9% to 369,000, and freight is up 6.3%.

Landing rights recently won for Jamaica and Guyana are now exercised.

Airline employment totals 7,288 in 1976. The 2 B-707-138Bs and 1 B-707-227 are retired and replaced by 1B-707-351C and 1 leased DC-9-51. Orders are placed for 4 DC-9-51s with which to replace the B-707-138Bs.

A new carrier, Arawak Airlines, Ltd., is established to take over the Tobago Air Bridge; it is unsuccessful and within months the shuttle between Tobago and Trinidad is returned to BWIA-2. Meanwhile, McDonnell Douglas schedules 5 DC-9-51s for delivery rather than the 4 originally ordered. When this becomes known in Trinidad, the local press and political opposition charge the government with corruption.

Passenger bookings grow 4.3% to 385,000 and cargo moves ahead by 20%.

Having been found to be too large for its needs, the airline, continuing to suffer from charges of corruption, determines in early 1977 not to take the DC-9-51s. A last minute negotiation with McDonnell Douglas for a substitution prior to delivery of the purchased models will allow 3 Dash-43CFs to join the fleet, beginning with the first on June 28, instead of the 4 Dash-51s originally ordered. Enplanements this year soar to 567,876.

The employee population at Chairman John E. N. Scoon’s airline in 1978 stands at 1,573. Two additional DC-9-34CFs are delivered following a five-month pilots strike.

In August, the airline expands its ticket offices with the opening of Ibis House, bringing to three (with Sunjet House and Kent House) the number of facilities available to the traveling public in Port of Spain.

At the end of the year, orders are placed for 2 (later 4) Lockheed L-1011-500s.

The pilots strike brings a passenger traffic decline as boardings fall 27.9% to 444,532; freight, surprisingly, is up by 20.7%.

The merger operations begun the previous year are completed in early spring 1979. A new management team is put into place, headed by the London-educated managing director/CEO, Ian Bertrand.

The first L-1011-500 is delivered in December. Simultaneously, the cutover to the IBIS I Realtime reservations system occurs, which provides more effective control over passenger reservations.

Enplanements this year rebound to 625,000.

The workforce in 1980 totals 2,200. Trinidad and Tobago Air Services, Ltd., plus its routes and fleet of 6 HS 748s, is acquired and with BWIA is merged on January 1 into a new company called Trinidad and Tobago Airways Corporation; BWIA International Airlines, Ltd. is retained as the trade and marketing name.

The newly delivered TriStar 1, one of the first wide-bodies delivered to the third world, is christened Flamingo and enters service on the London route on January 29. It is followed by a second L-1011-500, the Sunjet Antigua, in August. It briefly flies a route to Frankfurt.

In October, U. S. reservations are centralized at Miami with a more advanced computer system.

Passenger boardings advance 29.7% to 889,331, but cargo is down 13.9%.

The third L-1011-500 joins the fleet in late spring 1981. An upgraded version of IBIS I comes on-line in November and provides improved access to the reservations system from Antigua, Barbados, Puerto Rico, Miami, New York, and Toronto.

Freight soars 58.5% to 7.1 million FTKs and passenger bookings for the year pass the one million-mark for the first time, rising to 1,350,000.

Service to Paramaribo ends in February 1982, but is started to Curacao. The fourth long-range TriStar is delivered during the summer as a B-707-351C is sold.

Passenger boardings grow 6% to 1,392,484, but freight is down 27.4% to 5.35 million FTKs. An undisclosed financial loss is suffered.

The workforce in 1983 is now 2,150. The last 2 B-707-227Bs and 2 B-707-351Cs are sold. After 14 months of installation work, the new IBIS II system, purchased from KLM (Royal Dutch Airlines, N. V.), is turned on on September 18. Shortly thereafter, London frequencies are increased from two to three each week.

Passenger bookings dip 3.2% to 1,347,603, but the off again/on again cargo situation is on again, up 43.4% to 7.67 million FTKs.

The employee population is reduced by 150 in 1984. BEMIS (BWIA Engineering & Maintenance Information System) is progressively implemented; the new system controls all aircraft inventory and purchasing.

“BWIA Sunjet in Bond” is opened in December, allowing passengers to acquire a wide range of duty free items. The carrier’s inaugural first-class lounge is simultaneously opened at Trinidad.

Bookings decline 9.5% to 1,240,888. However, 27.82 million FTKs are operated. On revenues of $105.6 million, losses are significant: $32 million (operating) and $10.5 million (net).

Airline employment is increased 6% in 1985 to 2,085. A McDonnell Douglas MD-82 joins the fleet, which now includes 6 BAe (HS) 748s, 4 DC-9-34CFs, 1 DC-9-34C, and 4 L-1011-500s. Orders are placed for 2 MD-83s.

Service is initiated in October to Frankfurt, Zurich, Boston, Martinique, and St. Martin. The flights to Martinique are made with BAe (HS) 748s. The Information Services Department moves into a new data center on December 7.

Passenger boardings accelerate 4.4% to 1,297,695 and cargo rises 26.9% to 36.4 million FTKs. Still, the financial picture worsens. Although revenues advance 7% to $169 million, expenses soar to $203 million; the operating loss is $34.2 million and the net loss is $13 million.

The payroll is increased 2% in 1986 to 2,127 and phaseout of the 6 BAe (HS) 748s begins as the 2 MD-83s arrive to replace them.

Flights to Zurich and Frankfurt are suspended at the end of March. Service is inaugurated in June from Jamaica and San Juan to Haiti and from Trinidad to Baltimore (BWI). At year’s end, the fleet includes 4 L-1011-500s, 4 DC-9-34CFs, 2 MD-83s, and 2 BAe (HS) 748s.

Passenger bookings climb to 1,303,000 and cargo rises 19.3% to 12.56 million FTKs. Revenues ascend to $159.4 million, but costs cause losses of $25.7 million (operating) and $28.1 million (net).

A third MD-83 arrives 1987 and a Boeing 747-123 is wet leased from Cargolux Airlines International, S. A. in April. Automated Ticketing and Farequote are implemented in IBIS II and the first tickets are produced in July.

The BEMIS System assists in the planning and execution of the first DC-9 “D Check” accomplished at Trinidad’s Piarco International Airport. Service to Frankfurt is resumed in October. Meanwhile, BWIA’s duty free shop is allowed to sell duty free items to all arriving passengers.

The company reports no traffic or financial figures for the year and only partial information for several thereafter. It does, however, note that it has carried more than nine million passengers since November 1940.

In 1988, traffic statistics are available for only the first six months. These show customer boardings down 4.7% over the same period a year earlier to 603,070, but freight up 20.5% to 6.45 million FTKs.

A fourth MD-83 arrives in July and is placed into service on the New York and Baltimore routes. A no-smoking ban is put into place on all short-haul segments.

Airline employment stands at 2,040 in 1989 and the fleet rationalization continues. Weekly roundtrips begin on January 16 between Trinidad and Stockholm, Sweden. The fifth MD-83 arrives in March.

In August, Silver Ibis business-class service is introduced on the L-1011-500s and the first-class product is renamed Golden Ibis. Economy-class service is known as Scarlet Ibis. As a first step toward eventual privatization, First Boston Corporation is engaged as the airline’s financial advisor.

Enplanements for the year are 1,322,000, with 13.46 million FTKs. Revenues total $187 million.

The chartered fleet, by January 1990, contains just 2 aircraft types, 4 L-1011-500s and 7 MD-83s. Two more MD-83s arrive by April.

The last DC-9-34CF service to Tobago is operated on July 18. A coup attempt on July 27 forces the airline to curtail, but not cease, operations for a number of months thereafter.

In November, the company’s fiftieth anniversary is celebrated with an interfaith service in Wildflower Park. It is also remembered in the addition of two more MD-83s and the addition of a second weekly TriStar flight from St. Lucia to London. Service to Cologne begins in December.

The fleet in 1991 includes 1 out of service DC-9-34CF, 9 leased MD-83s, and 4 leased L-1011-500s. In January, the carrier increases its service from New York to both Trinidad and Tobago to five weekly flights.

A daily L-1011-500 route is opened in February from New York to Barbados, continuing on to Trinidad. An Integrated Check-In System (ICIS) is introduced in June.

In October, six-times-per-week MD-83 flights commence from New York to Tobago, along with five-times-per-week to Port-au-Prince. Weekly frequencies are also started on October 29 from Stockholm to Barbados, while daily runs are made from Miami to St. Kitts. The New York to Barbados route is increased from four times a week on November 1 to daily service. At the same time, five-times-a-week MD-83 frequencies commence from New York to Georgetown via Port of Spain. L-1011-500 roundtrips are launched to Munich.

Ian G. Bernard is named chairman/managing director in February 1992. A joint marketing agreement is signed with LIAT (Leeward Islands Air Transport, Ltd.) in March providing for through baggage service, joint fares, and joint scheduling at the Antigua and Barbados hubs. Simultaneously, twice-weekly flights commence from Miami to St. Martin; the return flight stops at Antigua.

Daily flights commence on May 1 from New York (JFK) to Barbados and Grenada. The same day, the New York to Port of Spain service is upgraded from MD-83 to L-1011.

In July, the carrier begins twice-weekly flights from Antigua-London (LHR). A cooperative agreement is signed with the American major Delta Air Lines. Late in the year, the carrier is commended by the UN for its ban on the transportation of exotic and endangered birds.

Although revenues reach $200 million—over 4% of the nation’s GDP—a total of $9.1 million is lost on the year. A drought on the release of annual traffic figures resumes.

Airline employment stands at 2,500 in 1993. In an effort to compete with Caribbean encroachment by American Airlines and United Airlines, BWIA in January inaugurates daily nonstop service from Miami to St. Martin. It also creates a tour subsidiary, Funventure Tours, to market holiday packages to travelers visiting the eight markets served. Additionally, a heavy new marketing campaign is begun in Caribbean-oriented news outlets.

While en route from Miami to Barbados on October 30, an MD-83 with 7 crew and 76 passengers suffers the explosion of a water heater in its forward galley due to a worn-out relay and a faulty security valve; two flight attendants are injured.

Tobago-Zurich L-1011-500 roundtrips commence on October 31.

A $28.6-million loss is suffered on the year.

The workforce is boosted by 19.3% in 1994 to 2,945 and, in January, the joint marketing agreement with LIAT (Leeward Islands Air Transport, Ltd.) takes effect and a Cost Reduction Improved Service and Profitability (CRISP) program is implemented. In the spring the company enters into a partnership for a new flight kitchen with Airline Caterers and ALPHA Airports Group, plc.

In July, a memorandum of understanding is signed with The Acker Group and Loeb Partners for the recapitalization and privatization of the airline. German interpreters are introduced on European flights.

World Tracer, an integrated baggage tracing and management system, is implemented in September, while the BEMIS II system is turned on on September 30.

As part of the CRISP program, 2 MD-83s are returned to their lessors and the workforce is reduced by December to 2,221.

For the year plus one month, the operating deficit is $9.4 million and the net loss reaches $31.5 million.

Employment is cut in 1995 to 1,950. Royal Hibiscus premier-class service is introduced on January 8. At the end of January, domestic service between Trinidad and Tobago over the Tobago Air Bridge is withdrawn.

The carrier is incorporated on February 15 and, on February 22, the company is privatized. A 51% shareholding is purchased by a group of Caribbean and American investors led by former Pan American World Airways (1) and current Atlantic Coast Airlines Chairman C. Edward Acker and President/COO Edward J. Wegle. The government stake is reduced to 33.5%, with employees holding the last 15.5%.

With the government assuming responsibility for previous $83-million debt, an entirely new BWIA corporation is incorporated.

A number of staff changes are made. After 30 years of service, Vice President-Marketing and Sales Nelson Tom Yew departs to become general manager of Air Caribbean, Ltd.

Plans are announced for the purchase of Boeing 757s/767s, which will never be delivered. Orders will, instead, be placed for 2 each Airbus A340-300s and A321-131s, plus 5 Embraer EMB-145s. Meanwhile, a Lockheed L-1011-500 TriStar is leased from TAP-Air Portugal, S. A.

In early April, BWIA begins operations into Vigie Airport in St. Lucia. During the last week of April, a strategic alliance is entered into with American Airlines. The company begins transferring its New York operations into the AA terminal at New York (JFK) and its reservations personnel are familiarized with the SABRE computerized reservations system.

Traffic figures are reported through June and show enplanements of 421,000.

Specialized Airline Services takes over all BWIA-related freight and cargo handling in Trinidad under a July 1 agreement with the airline. The same day, a self-service Sunjet Duty Free Shop is opened at Trinidad’s Piarco International Airport.

The arrangement with American Airlines begins on July, with the conversion to the SABRE system. In addition to shared reservations, marketing, ground handling, and airport amenities, the two begin to share codes on each other’s flights. Specifically, the BWIA code appears on AA flights from New York and Miami to Orlando, Washington, D. C., and Boston. The AA designator is shown on BWIA flights from Antigua via Miami to New York and from Barbados to Antigua, St. Lucia, Port of Spain, and St. Martin and between Port of Spain and Grenada and Georgetown.

A baby girl is delivered on board a New York flight on September 12.

In November, plans are made to establish a BWIA Express, Ltd. subsidiary and a 29% stake is purchased in LIAT (Leeward Islands Air Transport, Ltd.), making BWIA the largest investor in the newly privatized regional. For the winter season, the company begins flying to Sao Paulo and Buenos Aires. Direct services are inaugurated from Tobago to New York and to Miami. A ceremony marking 55 years of service is held at Trinidad on November 27.

For the whole year, the operating loss is reduced to $3.6 million.

The all-leased fleet in 1996 includes 7 MD-83s and 5 L-1011-500 TriStars, including one chartered from TAP-Air Portugal, S. A. Early in the year, Chairman Acker steps down. President Wegle continues to direct operations and starts a rigid cost control program.

Also in January, weekly flights begin from Trinidad to Sao Paulo via Barbados. In February, the Port of Spain headquarters begins handling all BWIA reservations for the entire North American region. The Trinidad to Sao Paulo service via Barbados is withdrawn in April.

In June, a cooperative marketing agreement is entered into with Ba-hamasair, Ltd. covering services to Antigua, Barbados, and Port of Spain. The carrier now begins replacing its TriStars and MD-83s with a fleet from Airbus Industrie. The first of 2 A321-131s is delivered on July 3 and, 10 days later, enters service from Port of Spain to New York via Barbados. The second A321-131 arrives in August.

In October, German tourists become prime marketing targets as charters are brought in from Frankfurt and Zurich; flights to Munich are, however, suspended. At the same time, Giles Filiatreault becomes chair-man/CEO and a new air cargo division is started. A321-131 service to Georgetown begins in November. Enplanements total 896,407.

The employee population inches up 0.2% in 1997 to 2,470. At the end of May, a memorandum of understanding is signed with Air Jamaica, Ltd.; the document pledges mutual cooperation in areas which will reduce costs for both airlines, including joint purchases, engineering and support services, customer services, and some flight operations. A working group from both carriers is assembled to look into the possibilities of code-sharing and aircraft cross utilization.

During the summer, both A321-131s are returned to their lessors. They will be repainted and sent to the Turkish charter operator Air Alfa, A. O.

On December 3, Leeward Islands Air Transport Services, Ltd. (LIAT) takes over the carrier’s twice-daily Tobago Air Bridge roundtrip service. The move is contested in court by the designated air bridge carrier, Air Caribbean, Ltd.

Passenger boardings for the year fall to 892,005. Revenues total $210 million, but operating expenses reach $223 million; consequently, there is an $18-million loss.

Flights continue in 1998. During the first quarter, Conrad Aleong is asked to perform a business audit of the airline. The audit reveals a dreadful picture: no cash, short-term borrowing of $11.6 million, a longterm $16.8 million debt, and capital of just $950,000. In the face of these findings, Chairman Lawrence Duprey, a 2.6% shareholder, declares the company bankrupt.

Aleong’s report lead the airline’s board of directors to invite him to succeed President/CEO Giles Filiatreault at least through that time when the company will be strong enough to make an initial public offering of its stock.

Based on his report, Aleong and the board of directors unveil a business plan in April. As part of the new approach, employees are committed to individually purchasing up to 100 shares of common stock each, or almost 90,000 shares. Unfortunately, other shareholders reject the chairman’s plea to put up proportionate funding to raise the critically needed $10 million. “Plan B” is developed whereby BWIA will take a $50-million rights issue to the NASDAQ Exchange on November 1.

On June 18, Justice Fyard Hosein grants the Air Caribbean, Ltd. request and orders LIAT to halt flights on behalf of BWIA over the Tobago Air Bridge. BWIA and LIAT, in turn, appeal Hosein’s decision to the court of appeals. On July 1, that high court overturns Judge Hosein’s finding and permits BWIA and LIAT to return to the air bridge effective August 31.

On August 20, Air Caribbean, Ltd. Executive Chairman Leslie “Lucky” Samaroo and General Manager Nelson Tom Yew meet in a “peace conference” at the Red House at Port of Spain with BWIA Chairman Duprey and CEO Aleong. The session, brokered by Works and Transport Minister Senator Sadiq Baksh, is designed to create an atmosphere under which previous operational differences between the two carriers might be resolved. During the meeting, Baksh expresses a hope that BWIA will fly more services over the air bridge and that Air Caribbean might be designated a national air carrier, which would allow it to expand its regional and international activities.

Plans to issue its stock in November are dashed during the month when the New York stock exchange becomes uncertain. The issuance is pushed back to June 1999. Depressed fuel prices help the airline gain a trickle of hard currency with which to pay creditors; the carrier has been as much as 90-120 days behind on its invoices this year.

When Air Canada, Ltd. pilots go on strike on September 3, effectively shutting down that carrier, BWIA makes a number of MD-83 flights to Toronto to help transport nationals and visitors stranded in Trinidad and Canada.

During the month, the carrier finds itself with a major drug-smuggling problem with flights originating from Cheddi Jagan International Airport at Timehri, Guyana.

While en route from Guyana to New York via Trinidad on September 8, an L-1011-500 is delayed on the ground at Trinidad when 7.5 kilos of cocaine in 7 packets is found under 7 seats aboard the airliner. The Trinidad Express reports on September 9 that on August 20 and September 4, Canadian customs and the RCMP have found 10 kilos of cocaine hidden under the seats of BWIAMD-83s arriving at Toronto from Trinidad. No suspects are immediately identified as investigations continue, but suspicion falls upon the airline’s maintenance staff. On September 11, company officials meet with representatives from the governments of Trinidad and Guyana seeking ways to smash the smuggling operation.

Realizing that BWIA must make a profit in 1998, in September President Aleong backs off from the mutual cooperation pact signed with Air Jamaica, Ltd. the previous year. Its value to BWIA is limited as no significant yield has been realized from the plan that is aimed at growth through volume and profits in the new century. On a more practical note, the company does engage in discussions with Air Jamaica concerning a possible cargo joint venture, as well as shared ground-handling and check-in services at Miami (MIA).

Also in September, a memorandum of understanding is signed with Continental Airlines. Planning begins for code-sharing with the U. S. major before the end of the year.

In other moves designed to increase income, an MD-83 replaces an L-1011-500 on the route between Guyana and New York and a new engine overhaul program is started in cooperation with Rolls Royce.

At Toronto on October 3, RCMP officers find 11 kilos of cocaine on a rotating carousel among luggage off-loaded from a BWIA service that had, again, originated in Guyana. Joining with local authorities, airport security police, and agents from the U. S. Drug Enforcement Administration, the RCMP announces a plan on October 6 to search all arriving BWIA aircraft.

Just after takeoff from Trinidad for New York on November 17, Flight 426, an MD-83 with 6 crew and 88 passengers, suffers problems with an engine that must be shut down. An emergency is declared and the aircraft makes an uneventful landing back at its point of origin.

An order is placed with Bombardier Aerospace in late November for a pair of de Havilland Canada DHC-8Q-300s. Upon their arrival early in the new year, the turboprops will connect will connect passengers arriving at Port of Spain and Barbados on long-haul flights with the regional destinations of Tobago, Grenada, St. Lucia, St. Vincent, Georgetown, and Caracas.

While deplaning from a flight that has just arrived at Guyana from New York on December 21,56-year-old Chandra Bheir slips on the third step of the air stair and falls down its remaining length to the ground. The lady is pronounced dead shortly thereafter.

It is reported that, on Christmas Eve, the body of an Antiguan man wanted on criminal charges has been found in the wheel well of an MD-83 at Trinidad. Security issues are raised as to the causes of this incident, the second unusual death involving a company aircraft within a week.

It is announced at year’s end that the company will initiate twice-weekly MD-83 roundtrips on July 1 from Port of Spain to Houston; the flights will be code-shared with Continental Airlines.

Atotal of 879,591 passengers are carried on the year, along with 36.5-million pounds of freight. Due largely to a dramatic decline in fuel prices, the company is able to increase revenues from $210 million to $225 million, and reduces its operating expenses from $223 million to $214 million. The previous year’s $18-million loss is turned into a $9.1-million profit, the first in the airline’s 58-year history.

The fleet at the beginning of 1999 includes 5 MD-83s and 4 L-1011-500s. The 2 A321-231s chartered from ILFC are subleased to Air Alfa, A. O. CEO Aleong makes a serious effort to get out of the Airbus lease, even agreeing to pay a small fee if necessary.

During the mid-February sick-out by pilots at American Airlines, BWIA is able to assign a pair of MD-83s to fly the lucrative Miami route, bringing passengers in for the Carnival celebrations.

After numerous security breaches over the last year, including the as-yet unsolved cocaine smuggling episodes, BWIA indicates on February 22 that it will replace 12 Guyanese security officers at Cheddi Jagan International Airport with men from the local office of a Trinidadian security firm.

Having been delivered in January-February, the new DHC-8Q-300s, for which BWIA has paid $12.5 million apiece, enter service with the new subsidiary BeeWee Express, Ltd. on March 1. The turboprops fly thrice daily to Grenada, twice daily to Barbados, St Lucia, Barbados and Tobago, and daily to Caracas.

Following the Guyanese carrier’s acceptance of a local interest’s offer to take equity control of Guyana Airways Corporation, BWIA, on March 1, withdraws its privatization bid. The Trinidad carrier moves to formalize a code-sharing pact with Continental Airlines. The pact should be in operation in time for the Miss Universe Contest, which BWIA will host at Trinidad on May 26.

CEO Aleong holds a press conference on March 22 to announce the positive fiscal results of the previous year, highlighted by the carrier’s first-ever profit. To celebrate, a $1-million bonus will be paid to employees in appreciation for their dedication and in recognition of their role in helping the carrier to achieve its success. Aleong also notes that new uniforms and a new livery will be unveiled by the new year.

At the beginning of April, a $360-million order is placed for 7 Next Generation B-737-800s, to be delivered by the end of the year 2000, while an option is simultaneously taken for receipt of another 3 in 2001. The first plane will arrive in December.

Following an announcement by Jamaican Finance Minister Omar Davies that taxes on diesel, gasoline, and fuels would be increased by 30%, demonstrations on the island national flare up on April 19 and rage into full-scale civil unrest. BWIA, joined by British Airways, Ltd. (2), Air Canada, Ltd., and American Airlines are forced to cancel services to Jamaica on April 20.

Calm is restored on Jamaica on April 21, following three-days of deadly protest, arson attacks, and clashes between demonstrators and police that have left seven people dead. BWIA resumes its services the next day.

As a consequence of the St. Lucia government ending its annual $1.7-million subsidy to American Airlines on April 30, BWIA, as the result of negotiations completed on April 12, steps in and begins thrice-weekly direct flights to the U. S. from St. Lucia.

Leased from ILFC for a year, a Next Generation B-737-7Q8 arrives at Piarco International Airport at Trinidad on May 12; it enters service on routes to Miami within a few days.

The Miss Universe Contest goes off without a hitch on May 26 and brings the airline valuable good will.

Smoking is banned from all BWIA flights beginning on July 1, the same day twice-weekly MD-83 return flights, jointly operated with Continental Airlines, are started from Port of Spain to Houston.

Former BWIA vice president and Air Caribbean, Ltd. general manager, Nelson Tom Yew, returns to the company on July 14 as general manager for strategic alliances and government relations.

Four-times-a-week B-737 roundtrips are launched on October 31 from Trinidad to Washington, D. C. (IAD). More important in the long term, however, is the corporate renaming of the carrier to BWIA West Indies Airways, Ltd., which occurs on December 2. In a special ceremony at Port-of-Spain, the company’s new “steel pan” livery is unveiled on an L-1011-500 TriStar.

Passenger boardings surge 33.3% to 1,173,000 while 54.72 million FTKs are operated. Operating revenues advance 6.2% to $239 million and allow a $3.7 million (TT23 million) net gain, the second in a row after 57 consecutive years of losses.



 

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