Evelop Airlines, branded as evelop!, is a Spanish charter airline that operates short- and long-haul flights out of Spain and Portugal on behalf of tour operators. It is owned by Barceló Viajes, a subsidiary of Orbest, an airline bought by Barceló Group in 2013 following the collapse of Orizonia Corporation; the airline is headquartered in Palma de Spain. Evelop Airlines serves the following destinations: As of March 2019, the Evelop Airlines fleet consists of the following aircraft: Evelop Airlines plans to add an Airbus A350-900 in 2019 and an Airbus A330neo in 2020; the A350-900 is planned to serve some of the flights from Madrid to Cancun and Punta Cana for the summer 2019 season. Media related to Evelop Airlines at Wikimedia Commons Official website
Air Comet was an airline based in Madrid, Spain. It operated scheduled long-haul services from Madrid to 13 destinations in Central and South America, as well as services in Europe, its main base was Terminal 1 at Madrid Barajas Airport. The airline cooperated with airlines such as AeroSur through codeshare agreements; the airline was established on 23 December 1996 as Air Plus Comet and started operations on 1 March 1997, based at Madrid Barajas Airport. On 11 December 1996 Oasis airline ceased operations and their only aircraft, an Airbus A310, many of their pilots and office personnel, etc. became the foundation of Air Plus Comet. In the post-takeover haste, the airline lacked a commercial name and its ICAO code was MPD, which stood for the last names of its three main executives, it operated long-haul charter services from Madrid and Palma de Mallorca to destinations in America and the Caribbean. It relaunched as a full-service carrier under the Air Comet name in January 2007, it was wholly owned by Grupo Marsans.
In January 2007, Air Comet took over some of now-defunct Air Madrid's Latin American routes. The airline was changed its livery. On 11 February 2009, Air Comet was suspended from the IATA Clearing House due to non-payment of its January balance. On 21 December 2009, a High Court in London emitted a verdict favouring the German bank HSH Nordbank, which had sued Air Comet for not meeting the terms of payment for their leased aircraft. Therefore, the airline became unable to either operate their four A330-200s or sell any fare tickets. Air Comet's directors announced. Air Comet flew to the following destinations: EuropeSpain Madrid - Madrid Barajas Airport baseThe CaribbeanCuba Havana - José Martí International AirportSouth AmericaArgentina Buenos Aires - Ministro Pistarini International Airport Bolivia Santa Cruz de la Sierra - Viru Viru International Airport Colombia Bogotá - El Dorado International Airport Medellín - José María Córdova International Airport Ecuador Guayaquil - José Joaquín de Olmedo International Airport Quito - Mariscal Sucre International Airport Peru Lima - Jorge Chávez International Airport When operations ended, the Air Comet fleet consisted of the following aircraft: Media related to Air Comet at Wikimedia Commons Official website of Air Comet.
Air Madrid Líneas Aéreas S. A. was an airline headquartered in San Sebastián de los Reyes, Community of Madrid, operating services to Spain, Mexico, South America, Central America and Israel. It suspended its operations on 15 December 2006, leaving more than 330,000 passengers stranded in Latin America and Spain. Air Comet has now ceased operations as well; the airline was established in 2003 and, in May 2004, started operations with the delivery of two Airbus A330-200 aircraft. It was owned by Celuisma, Herpil, Catalonia Hoteles, Quo Viajes, Viajes Eroski and others. Air Madrid planned to start a new short-haul scheduled arm to provide feeder traffic to its long-haul flights from Madrid, it had talks to lease five Airbus A320 aircraft for services to Amsterdam, London and Paris. In September 2006, the company had started experiencing longer-than-usual delays and several cancellations, with delays of up to 60 hours on flights to Latin America; as reported in El País, most of these delays were triggered by Spanish aviation authorities for safety reasons, refusing to allow certain aircraft to operate due to poor maintenance.
After an investigation, the Dirección General de Aviación Civil recommended limiting Air Madrid's flights or suspending their licence altogether. The International Air Transport Association announced that Air Madrid was suspended from IATA operations worldwide on December 15, 2006 following confirmation that the airline had ceased operations. On 16 December 2006, Air Madrid suspended all flights, leaving thousands of people stranded, as a consequence of a Spanish government investigation into its operations and due to constant customer complaints regarding poor service, which resulted in the cancellation of its operational licence. Air Comet signed a deal with the Spanish government to take over the Latin American routes operated by Air Madrid; the airline agreed to fly back stranded passengers. Air Madrid Destinations: Madrid to Bogotá, Buenos Aires, Fortaleza, Lima, London Gatwick, Panama City, Rome, Palma de Mallorca, Quito, San José, Costa Rica, Santa Cruz de Tenerife, Tel Aviv and Toluca.
Barcelona to Bogotá, Buenos Aires, Fortaleza, Milan, Santa Cruz de Tenerife, Las Palmas de Gran Canaria and Santiago The Air Madrid fleet consisted of the following aircraft: 1 Airbus A310-300 2 Airbus A319-132 3 Airbus A330-200 2 Airbus A330-300 1 Airbus A340-300 Going to Air Comet Media related to Air Madrid at Wikimedia Commons Official website at the Wayback Machine Flotte et Destinations Air Madrid
The Boeing 747 is an American wide-body commercial jet airliner and cargo aircraft referred to by its original nickname, "Jumbo Jet". Its distinctive hump upper deck along the forward part of the aircraft has made it one of the most recognizable aircraft, it was the first wide-body airplane produced. Manufactured by Boeing's Commercial Airplane unit in the United States, the 747 was envisioned to have 150 percent greater capacity than the Boeing 707, a common large commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37 years; the quadjet 747 uses a double-deck configuration for part of its length and is available in passenger and other versions. Boeing designed the 747's hump-like upper deck to serve as a first–class lounge or extra seating, to allow the aircraft to be converted to a cargo carrier by removing seats and installing a front cargo door. Boeing expected supersonic airliners—the development of, announced in the early 1960s—to render the 747 and other subsonic airliners obsolete, while the demand for subsonic cargo aircraft would remain robust well into the future.
Though the 747 was expected to become obsolete after 400 were sold, it exceeded critics' expectations with production surpassing 1,000 in 1993. By July 2018, 1,546 aircraft had been built, with 22 of the 747-8 variants remaining on order; as of January 2017, the 747 has been involved in 60 hull losses. The 747-400, the most common variant in service, has a high-subsonic cruise speed of Mach 0.85–0.855 with an intercontinental range of 7,260 nautical miles. The 747-400 can accommodate 416 passengers in a typical three-class layout, 524 passengers in a typical two-class layout, or 660 passengers in a high–density one-class configuration; the newest version of the aircraft, the 747-8, is in production and received certification in 2011. Deliveries of the 747-8F freighter version began in October 2011. In 1963, the United States Air Force started a series of study projects on a large strategic transport aircraft. Although the C-141 Starlifter was being introduced, they believed that a much larger and more capable aircraft was needed the capability to carry outsized cargo that would not fit in any existing aircraft.
These studies led to initial requirements for the CX-Heavy Logistics System in March 1964 for an aircraft with a load capacity of 180,000 pounds and a speed of Mach 0.75, an unrefueled range of 5,000 nautical miles with a payload of 115,000 pounds. The payload bay had to be 17 feet wide by 13.5 feet high and 100 feet long with access through doors at the front and rear. Featuring only four engines, the design required new engine designs with increased power and better fuel economy. In May 1964, airframe proposals arrived from Boeing, General Dynamics and Martin Marietta. After a downselect, Boeing and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines. All three of the airframe proposals shared a number of features; as the CX-HLS needed to be able to be loaded from the front, a door had to be included where the cockpit was. All of the companies solved this problem by moving the cockpit above the cargo area. In 1965 Lockheed's aircraft design and General Electric's engine design were selected for the new C-5 Galaxy transport, the largest military aircraft in the world at the time.
The nose door and raised cockpit concepts would be carried over to the design of the 747. The 747 was conceived; the era of commercial jet transportation, led by the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance travel. Before it lost the CX-HLS contract, Boeing was asked by Juan Trippe, president of Pan American World Airways, one of their most important airline customers, to build a passenger aircraft more than twice the size of the 707. During this time, airport congestion, worsened by increasing numbers of passengers carried on small aircraft, became a problem that Trippe thought could be addressed by a larger new aircraft. In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the design studies for the new airliner assigned the model number 747. Sutter initiated a design study with Pan Am and other airlines, to better understand their requirements. At the time, it was thought that the 747 would be superseded by supersonic transport aircraft.
Boeing responded by designing the 747 so that it could be adapted to carry freight and remain in production if sales of the passenger version declined. In the freighter role, the clear need was to support the containerized shipping methodologies that were being introduced at about the same time. Standard shipping containers are 8 ft square at the front and available in 40 ft lengths; this meant that it would be possible to support a 2-wide 2-high stack of containers two or three ranks deep with a fuselage size similar to the earlier CX-HLS project. In April 1966, Pan Am orde
Binter Canarias S. A. is a Spanish airline based on the grounds of Gran Canaria Airport in Gran Canaria, Spain. It is a regional air carrier operating inter-island services within the Canary Islands. Affiliated airlines operate on behalf of Binter in services to Morocco and Western Sahara; the airline was established on 18 February 1988 and started operations on 26 March 1989. It was formed as a subsidiary of Iberia. Binter Canarias began operations as a regional airline and is the only one to operate in the eight airports of the Canaries. Binter operates connections with Marrakech, Aaiun in Africa; the airline flies to the island of Madeira, serving the capital Funchal. Regular flights to the cities of Bergamo and Paris, were trialled but cancelled as unsuccessful projects. Nowadays has regular flights to Lisbon and Cape Verde for renting technical crew and aircraft to Air Nostrum; the airline serves Africa: it operates scheduled flights to Marrakech and Casablanca in Morocco and Laayoune in Western Sahara, alongside charter flights to Nouadibou and Nouakchott in Mauritania.
In late 1999 SEPI implemented the privatisation of Binter Canarias, but held on to a "golden share", permitting it to authorise any future shareholding deal of more than 25%. However, the airline was wholly owned by Hesperia Inversiones Aéreas, which bought the airline in July 2002. In 2003 Binter Canarias, SAU was absorbed by Hesperia Inversiones Aéreas, SA, which took the name of Binter Canarias, SA, it is now owned by Ilsamar Tenerife, Ferma Canarias Electrica, Agencia Maritima Afroamericana and others and has 406 employees. Binter has sales offices, Binter Vende, at the airports and, since 2005, the ground support service has been provided by Atlántica Handling. Since January 2008 the Technical assistance service for Binter aircraft has been provided by BinterTechnic; some of the owners of Binter Canarias decided to buy Navegacion y Servicios Aéreos Canarios and to transfer some planes from Binter to NAYSA in order to reduce costs and increase benefits. In 2016 the airline agreed a deal for a further six ATR 72-600 aircraft, bringing total commitments to the type to 18.
They will replace ATR 72-500 aircraft. In spring 2018, Binter decided to merge Navegacion y Servicios Aéreos Canarios into its own operations and therefore handed back NAYSA's air operator certificate. Since all former NAYSA operations are part of Binter's. In June 2018 it began the domestic operation between Madeira and Porto Santo Islands in the northern neighboring Madeiran archipelago; as of January 2019, Binter Canarias serves the following destinations: Cape VerdePraia - Praia Airport Sal - Sal Airport São Filipe - São Filipe AirportPortugalMadeira - Madeira Airport Lisbon - Lisbon Airport Ponta Delgada - João Paulo II Airport Porto Santo - Porto Santo AirportSpainEl Hierro - El Hierro Airport Fuerteventura - Fuerteventura Airport Gran Canaria - Gran Canaria Airport Hub La Gomera - La Gomera Airport La Palma - La Palma Airport Lanzarote - Lanzarote Airport Mallorca - Palma de Mallorca Airport Vigo - Vigo Airport Tenerife Tenerife North Airport Hub Tenerife South AirportMoroccoAgadir - Al Massira Airport Casablanca - Mohammed V International Airport Marrakech - Marrakech-Menara AirportSenegalDakar - Blaise Diagne International AirportMauritaniaNouakchott - Nouakchott–Oumtounsy International AirportThe GambiaBanjul - Banjul International AirportWestern SaharaDakhla - Dakhla Airport El Aaiún - Hassan I Airport As of January 2019, Binter Canarias operates the following aircraft: Binter Canarias used to operate the following aircraft types which have meanwhile been replaced: 1 Boeing 737-400 8 Bombardier CRJ200 3 Bombardier CRJ900 4 CN-235 4 Douglas DC-9 On 18 October 2016, a ATR 72-600 diverted to Gran Canaria Airport, Canary Islands, due to problems with the left hand main landing gear.
The aircraft operated on RSC001K, out of Tenerife-Norte Los Rodeos Airport. Upon returning to Tenerife, it was detected that one or both tires of the left hand main gear had burst or deflated, it was decided to divert to Las Palmas where the aircraft flew to low passes over runway 03L. A safe landing was carried out at 12:22 UTC; the airline was named Europe's best regional airline in 2005 and, in September 2010, it was announced that the Spanish carrier had won the European Regions Airline Association Gold Award for the best Airline of the Year 2010/2011. In October 2016 the airline was awarded the European Regional Airlines Association Airline of the Year award and was commended for its constant growth and expansion into new markets. Binter Mediterraneo, a former sister airline of Binter Canarias. Navegacion y Servicios Aéreos Canarios, a former subsidiary of Binter Canarias. Media related to Binter Canarias at Wikimedia Commons Official website
The Fokker 100 is a medium-sized, twin-turbofan jet airliner from Fokker, the largest such aircraft built by the company before its bankruptcy in 1996. The type possessed low operational costs and had scant competition in the 100-seat short-range regional jet class, contributing to strong sales upon introduction in the late 1980s. However, an increasing number of similar airliners were brought to market by competitors during the 1990s, leading to a substantial decline in both sales and long-term prospects for the 100. Fokker encountered financial difficulties and was bought up by Deutsche Aerospace AG, which in turn had financial troubles of its own, restricting its ability to support multiple regional airliner programmes. Accordingly, in 1997, production of the Fokker 100 was terminated after 283 airframes had been delivered. By July 2017, a total of 113 Fokker 100 aircraft remained in airline service with 25 airlines around the world. Although airlines are retiring the aircraft, there are still large numbers in operation in both Australia and Iran.
The F28 Mark 0100 “Fokker 100” is based on the Fokker F28 Mark 4000 re-engineed with two Rolls-Royce RB.183 Tay high by-pass ratio turbofans and a fuselage stretched by 18.83 ft. Its wing is wider by 9.8 ft, has new flaps and larger ailerons, extended leading and trailing edges improve aerodynamics and increase the wing chord. The landing gear is strengthened and has new wheels and brakes, the horizontal stabilizer is widened by 4.6 ft. Maximum weights are increased while fuel capacity, max speed and ceiling remain the same, passenger capacity went from 85 to 109; the flight deck went digital with a flight management system, an autopilot/flight director including CAT III autoland, thrust management system, electronic flight instrument displays and full ARINC avionics. The new wing was claimed to be 30% more efficient in cruise, while retaining the simplicity of a fixed leading edge; the cockpit was updated with a Rockwell Collins DU-1000 EFIS. Like the Fokker Fellowship, the Fokker 100 retained the twin rear fuselage-mounted engines and T-tail configuration, like the Douglas DC-9 family.
It lacks the F28 eyebrow windows above the cockpit. A Type Certificate was applied for on 25 March 1983; the program was announced in 1983. A pair of prototypes were built. On 30 November 1986, the first prototype, PH-MKH, flew for the first time, while the second, PH-MKC, followed on 25 February 1987; the variant was approved on 20 November 1987. In February 1988, the first deliveries of the Tay 620-15 powered versions started to Swissair. Major customers included American Airlines with 75 orders, TAM Transportes Aéreos Regionais with 50 and USAir with 40, their aircraft were powered by the more powerful Tay 650-15. During the early 1990s, Fokker and DASA explored a commercial relationship for regional aircraft. DASA purchased 40% of Fokker in 1993. However, by 1995, both Fokker and DASA were suffering financial difficulties, leading to DASA leaving the regional aircraft market. In June 1996, DASA sold the majority of Dornier to Fairchild Aircraft, leading to the creation of Fairchild Dornier, emerging as the third largest regional aircraft manufacturer.
Although the Fokker 100 was successful, Fokker accumulated losses for several years, contributing to its collapse in 1996. Fokker 100 production stopped in early 1997. Discussions regarding the potential for either portions or the entirety of Fokker being purchased by Bombardier Inc. are known to have taken place, but talks fell through without a deal being reached. Dutch firm Stork B. V. has since acquired the maintenance business for the type and has since been providing services to existing operators, having adopted the name Fokker Aviation. Like any number of regional airliner designs, the Fokker 70/100 was being squeezed from below by stretched versions of the Bombardier and Embraer regional jets. At one point, there was a proposal for a stretched version of the Fokker 100, known as the Fokker 130, however this was never built. In 1999, it was announced that an Amsterdam-based group, Rekkof Restart, had entered into negotiations with the intention of reopening both the Fokker 70 and 100 lines.
During the 2000s, the Netherlands Aircraft Company was formed for the purpose of restarting production. However, the ambition has suffered some delays, including some false starts. In March 2010, NG Aircraft stated that it had securing funding from the Ministry of Economic Affairs to adapt an existing Fokker 100 to serve as a prototype for a planned improved new-build series. In March 2011, it was announced that the government of Brazil had formed a partnership for the revival of the Fokker 100. In July 2014, Maarten Van Eeghen, chief executive of NG Aircraft, revealed more details about the pending revival and the new generation of aircraft that would be produced. Dubbed the F120NG, it would be a new-build aircraft, seating a maximum of 125 to 130 passengers, that would be a stretched model of the base Fokker 100, it would adopt a new powerplant, the Pratt & Whitney PurePower PW1X17G turbofan engine rated at 17,600 lb thrust, claimed to result in the new generation airliner burning 50 per cent less fuel per seat than the original Fokker 100.
It was claimed in 2014 that the earliest entry-to-service date for the F120NG would be 2019, based on a five-year development and te
Air Asturias was a short-lived airline based in Oviedo/Asturias, Spain. Its operations were started by LTE in November 2006 and ceased on January 26, 2007; the airline was established on 13 July 2005 and never started its own operations because Air Asturias never obtained its airline certificate. LTE started operations in behalf Air Asturias on 6 November 2006 using LTE's airline certificate and an Airbus A320-214 aircraft, it ceased operations on January 26, 2007. As of January 2007 LTE operated services to the following destinations in behalf of Air Asturias: Asturias Brussels Lisbon Madrid Paris Rome Air Asturias fleet never included any plane; the following LTE's plane was painted in Air Asturias color scheme: 1 Airbus A320-214 Media related to Air Asturias at Wikimedia Commons Air Asturias Fleet