Swissair
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Founded | 26 March 1931 | ||||||
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Ceased operations | 31 March 2002 (operations transferred to Chairman ) |
Swissair (German: Schweizerische Luftverkehr-AG; French: S.A. Suisse pour la Navigation Aérienne)[1] was the national airline of Switzerland between its founding in 1931 and bankruptcy in 2002.
Swissair was formed from a merger between Balair and Ad Astra Aero.[2] For most of its 71 years, it was one of the major international airlines and known as the "Flying Bank" due to its financial stability, causing it to be regarded as a Swiss national symbol and icon[citation needed]. It was headquartered at Zurich Airport, Kloten.
In 1997, the Swissair Group was renamed SAirGroup (although it was again renamed Swissair Group in 2001), with four subdivisions: SAirLines (to which Swissair, regional subsidiaries Crossair and Balair, and leasing subsidiary FlightLease belonged), SAirServices, SAirLogistics, and SAirRelations.
Due to its so-called "Hunter Strategy" of expanding its market by acquiring smaller airlines, Swissair was suffering from over-expansion by the late 1990s. The crash of Swissair Flight 111 in 1998, which killed all 229 people on board, generated a costly lawsuit and negative publicity for the airline. After the economic downturn following the September 11 attacks, Swissair's assets dramatically lost value, grounding the already-troubled airline in October 2001.[3] The airline was later revived and kept alive until 31 March 2002 by the Swiss Federal Government. The final Swissair flight landed in Zürich from São Paulo on 1 April 2002.
On 1 April 2002, former regional subsidiary Crossair renamed itself Swiss International Air Lines and took over most of Swissair's routes, planes, and staff. Swissair Group still exists and is in the process of being liquidated. Swiss International Air Lines was taken over by the German airline Lufthansa in 2005.[4]
History
Founding years
On 26 March 1931, Swissair – Schweizerische Luftverkehr
On 17 April 1932, Swissair bought two Lockheed Orions, making them the second European airline to use American planes after the Czechoslovak operator CSA purchased a Ford Trimotor in 1930. The Orion was the fastest commercial aeroplane of its time and was put to use on the "Express Line", Zürich-Munich-Vienna. This led Lufthansa to ask Heinkel for a model that could top Orion's speed, leading to the Heinkel He 70. The first trans-Alpine route was introduced in 1933: Zürich-Milan.
For the first time in Europe, flight attendants were employed aboard the Curtiss Condor beginning in 1934. Nelly Diener, the first flight attendant in Europe, became world-famous. She was killed after just 79 flights in a crash near Wurmlingen, Germany, on 27 July 1934. The cause of the crash was material fatigue.
In 1936,
On 27 August 1939, days before World War II broke out, the airspace over Germany and France was closed. Swissair was forced to suspend service to Amsterdam, Paris, and London. Two days later, the Swissair service was closed completely. Of 180 employees, 131 had to serve in the army. Despite the war, some routes were later re-introduced, such as Munich, Berlin, Rome, and Barcelona. In 1940, an invasion of Switzerland was feared, and Swissair moved their operations to the Magadino Plains in Ticino. Operations were suspended in August 1944, when a Swissair DC-2 was destroyed in Stuttgart during an American bombing raid.
On 30 July 1945, Swissair was able to resume commercial aviation.[5]
Ascension
In 1947, the rise of shareholder capital to
The public, including the federal government, cantons, municipalities, the Swiss Federal Railways, and the Swiss postal services, took over 30.6% of the shares and enabled Swissair to get a credit of 15 million Swiss Francs to purchase the airline's first two Douglas DC-6B airliners for delivery in 1951. By that act, Swissair became the national flag carrier of Switzerland. The new pressurised aircraft was to replace the DC-4 on transatlantic routes.
In 1948, the airport in Dübendorf, which had served as the base of Swissair, was relocated to Zürich-Kloten. Military aviation continued in Dübendorf. The next year, Swissair plunged into a financial crisis due to a sudden devaluation of the British pound because fares, except for traffic to the United States, were calculated in British currency. At that time, traffic to England made up 40 percent of Swissair's revenue.
In June 1950, Walter Berchtold, manager of Swiss Federal Railways, was elected to the directorial board of Swissair and served as the director. In 1971, he created the corporate culture of Swissair. He grasped the importance of corporate image and corporate identity and after the example of BOAC's "Speedbird", he introduced the arrow-shaped Swissair logo. Giving flight personnel a distinct uniform was also an important move. At the time, flight attendants' uniforms resembled the grey-blue ones of the Swiss Women's Army Corps, so Berchtold introduced ones in a modish marine blue, and Swissair initiated a veritable fashion competition among European airlines.
Year | Traffic |
---|---|
1950 | 147 |
1955 | 465 |
1960 | 1138 |
1965 | 2436 |
1971 | 5001 |
1975 | 7562 |
1980 | 10831 |
1985 | 12609 |
2000 | 34246 |
In 1952, the cabin layout on northern trans-Atlantic routes was changed to one with a first and a tourist (economy) class. The first-class cabin had comfortable chairs in which one could sleep, given the name "Slumberettes". Those sleeping chairs were soon succeeded by beds, modelled after the US Pullman railway cars. Two adjacent seats were moved towards each other and formed a lower berth. The wall panel could be folded downward, forming the upper berth in which the other person could sleep. A year later, a tourist class cabin was introduced on intra-European flights.
In 1953, Swissair, with the city of Basel, founded a charter company called Balair, reusing the name of one of its predecessors, a company that initially used older Swissair aircraft to fly to holiday destinations.
As the first European customer, Swissair bought the
In 1957, the
While competitors first looked at turboprop aeroplanes to replace their piston-engined craft, Swissair introduced jet aeroplanes. Together with SAS, Swissair bought Douglas DC-8s, which were delivered beginning in 1960. For medium and short-range routes, the Sud Aviation Caravelle was purchased. The aircraft were maintained in concert with SAS, and manuals for operation and maintenance were co-written.
Swissair was one of the few companies to order the Convair 990 Coronado for its medium and long-range routes. Although the aircraft did not initially fulfil contractual specifications, they were liked by employees and customers. They operated on the airline's routes to South America, West Africa, and the Middle and Far East.
1966 saw the introduction of the Douglas DC-9. That aircraft became the backbone of the short and medium-range routes, and, after convincing Douglas, which soon merged with McDonnell Aircraft to create McDonnell Douglas, ultimately merged with Boeing, offered a stretched variant: the DC-9-32. For the first time, Swissair was the launch customer of an aircraft type.
In 1971, Armin Baltensweiler took over as president of the directorial board and ran the enterprise for over two decades. In the same year, the first
In 1973, the company struggled with severe turbulence: a currency crisis, collective chaos, an air traffic controllers' strike, the
The airline also phased out the CV-990s during that time.Swissair was the second European airline to offer service to the
Since the 1960s, Swissair has been a world leader in the development of cargo reservation systems (CRS).
"The flying bank"
After the 1960s, air traffic increased quickly and allowed many airlines—many of which were quasi-monopolists on their routes—to yield high revenues. Swissair profited from its well-established reputation as a quality airline and from the fact that the political neutrality of Switzerland allowed the company to fly to exotic and lucrative destinations in Africa, the Middle East, South America and the Far East. In geographic terms, the central position of Switzerland in Europe helped it generate revenue from transfer passengers. By the early 1970s, Swissair was becoming known as "the flying bank", appealing to the large hidden assets and the huge liquidity Swissair had. Second, "flying bank" was the designation for a corporate group that cared more about financial management than about flying aeroplanes.[5]
With the beginning of deregulation and liberalisation in the late 1970s, airlines felt growing financial pressure. In 1978, Moritz Suter founded a regional airline named Crossair, which put Swissair under additional stress. To counter these changes, Swissair invested their large financial reserves into takeovers and into flight-related trades like baggage handling, catering, aircraft maintenance, and duty-free stores. This strategy diversified economic risks at the expense of the core business of Swissair: commercial aviation.
Due to a 12-day global flight ban for the DC-10 imposed by the US Federal Aviation Administration after the crash of American Airlines Flight 191 on 25 May 1979, a sizable portion of the long-haul fleet was on the ground. On October 7, after landing in Athens, a DC-8 overran the runway and caught fire, killing 14 passengers. By the end of that year, kerosene prices had doubled, and fuel costs had increased from 12% to 16% of total costs. Swissair was the first to order the Airbus A310 designed with a two-man cockpit for more traffic-tight short distances and on shorter medium distances, and accepted options for 10 more units. Another Boeing 747 was ordered. Dublin was added to the route network as a new destination, but service to Beirut had to be discontinued in mid-July due to the political turmoil in Lebanon.
Swissair was able to outperform the competition in a year that experts deemed to be the worst in the history of civil aviation. In contrast to other airlines, which began to offer a second-tier
Concentration
Regarding further liberalisation of Europe's airline market, Swissair focused more on commercial aviation and extended its partnerships. As the first European airline to do so, Swissair signed in 1989 a cooperation treaty with Delta Air Lines and Singapore Airlines to create the alliance "Global Excellence". In 1990, together with SAS, Austrian Airlines and Finnair, the "European Quality Alliance" was founded. The last alliance was later renamed "The Qualiflyer Group".
Because of the weak economy, the Gulf War and its aftermath, and rising operational costs, many airlines lost money in 1990 and 1991. Additionally, the ongoing liberalisation of the industry strengthened competition. Consequently, Swissair lost 99 million Swiss Francs in the first half-year and could not pay dividends to its shareholders. In 1991 and 1992, Swissair had to utilise financial reserves to cushion significant losses from the commercial aviation sector.
On 1 January 1991, commercial aviation in Europe was completely liberalised, and existing capacities led to aggressive competition among airlines. In a national referendum held on 6 December 1992, Swiss citizens rejected taking part in the European Economic Area (EEA). This referendum was a significant disservice to Swissair, an airline with a minute domestic market: its planes were not allowed to take up passengers during intermediate landings in EEA countries (e.g., Zürich-Frankfurt-New York), and Swissair was not allowed to offer tickets for sections that fully lie in EEA member countries (e.g., Zürich-Frankfurt-Paris).[8]
See also freedoms of the air.
Like other airlines based in smaller countries, Swissair was now under significant pressure. More and more national airlines have affiliated themselves with airline alliances to maintain a worldwide market presence. But to be interesting for American alliance partners, an airline must have a critical size in terms of passenger numbers. To meet that goal, in 1993, an alliance between Swissair, KLM, SAS, and Austrian Airlines was proposed. This project bore the name "Alcazar" to create a single Central European airline. However, in various countries, this project was criticised. In Switzerland itself, it was thought that the huge financial assets were too precious to sacrifice to merge Swissair with the other airlines.[5][8]
Hunter Strategy
In the late 1980s and early 1990s, Swissair tried to merge with Air France, Lufthansa, and British Airways to get access to a wider European market. Finally, after deregulation, Swissair tried to expand beyond its home market; after the Alcazar project was cancelled, Swissair aimed to be a major force in European aviation.
In the mid-1990s, Swissair initiated the disastrous "Hunter Strategy", a major expansion programme devised by the US consulting firm
During the European airline deregulation transition,
In the summer of 2000, SAir's CEO Philippe Bruggisser came under public pressure as the press published the group's financial situation. Swissair and Sabena were each losing one million francs per day, and another million were lost every day at LTU and the French investments. For the first time, the board began to consider scenarios for phasing out its existing participation in other airlines as Swissair looked to withdraw from its foreign investments.[12] In January 2001, Bruggisser was summarily dismissed. Moritz Suter, the founder of Crossair, was nominated as the new CEO of SAirLines and thus all Group airlines, including Swissair. After only 44 days in charge, Suter resigned.[12][8]
In March 2001, two studies by consultants were presented to the board, which showed the financial difficulties of SAirGroup. At this point, the directors resigned, with only Mario Corti, the former CFO of Nestlé, remaining. From April to August 2001, the group's Moody's credit rating was gradually downgraded from A3 to B1 (it was downgraded further to B2 on September 18th).[13] The buying spree created a major cash flow crisis for parent company SAirGroup and was exacerbated by the environment caused by the September 11 attacks. Unable to make payments to creditors on its large debt, and with the refusal of UBS to extend its line of credit, on 2 October 2001 the entire Swissair fleet was abruptly grounded.[14][8] Many blamed UBS for the fiasco, causing demonstrators to take to the streets with signs referring to UBS chairman Marcel Ospel as "Bin Ospel", quoting al-Qaeda leader Osama bin Laden, and redefining the bank's acronym, "UBS", as the United Bandits of Switzerland.[15]
Two large bridge loans from the Swiss government were required to finance the continuation of flight operations. This notwithstanding, with the resumption of flight service, it was necessary for flight crews to carry large sums of cash to purchase fuel at foreign airports.[16]
Grounding
On 1 October 2001, Project "Phoenix" was announced, under which parts of the group sought a payment delay. The Swiss federal authorities were willing to pay back half of the loan, so they secured the continuation of service.
2 October 2001 saw an increased necessity for strong liquidity, as all suppliers insisted on cash payments of outstanding invoices following a request for payment delay announced the day before. The company's cash reserves filed on that day were barely sufficient to carry out the first morning flights. During the morning, fuel suppliers refused to fuel the waiting aircraft. At 15:45 CEST, CEO Mario Corti announced a cessation of flight operations due to the security risks caused by the crossing of the Flight Duty Regulations.[17][clarification needed] This led to the cancellation of over 230 flights, and thousands of passengers, as well as flight crews, were stranded around the world. Flight crew corporate credit cards were blocked by the banks, with some hotels expelling the crew, and having them return home at their own expense. All tickets sold were voided.[18][19]
4 October 2001 saw demonstrations by former Swissair employees before the UBS presentation held in Glattbrugg, and the following day saw demonstrations in Bern's Federal Square.[citation needed]
At around the same time, SAirGroup's stake in Crossair was sold to the Swiss banks UBS and Credit Suisse. Furthermore, Crossair took over various assets of former Swissair, including its employees, aircraft, and most European routes. Swissair and the SAirGroup were handed over to the liquidation firm of Jürg Hoss and ceased operations on 31 March 2002. Crossair was renamed Swiss International Air Lines, or Swiss for short, and took over Swissair's intercontinental routes on 1 April 2002, officially ending 71 years of Swissair service.
Transition phase
On 5 October, commercial flights on most routes were gradually resumed thanks to a federal emergency loan of over CHF 450 million.[20][21][22] This occurred, in part, to ensure Switzerland's continued accessibility as a business location and to establish a basis for the creation of Swiss.[19] By preventing the complete collapse of Swissair, the other airline-related businesses of the group were likewise spared collapse.[23]
Following another federal repayable funding commitment of one billion francs, each of the 26 long-haul aircraft (
Factors behind collapse
Like other airlines that flew to the United States, Swissair's operations and
The
Imogen Foulkes from the BBC said regarding the collapse: "Something did die in Switzerland that day: not just an airline but an image the Swiss had of themselves and, more importantly, of their business leaders"[27] and "The Swiss financial community's reputation for good business sense was already seriously damaged by the Swissair disaster."[27]
Because civil cases are still going on, some of the reasons why SAirGroup failed are still being looked into by the courts and have not been made clear legally. The following causes are widely recognised as crucial factors:
- The management underestimated the dangers and difficulties in the acquisitions and investments of partially ailing airlines. Therefore, the Belgian airline Sabena and German airline LTU were acquired despite significant capital requirements. Also, investments in France (AOM, Air Liberté, and Air Littoral) required much capital restructuring. Sabena ultimately ceased operations due to the aforementioned financial crisis.
- The indebtedness created by an uncompromising adaptation to the realities of "Hunter strategy" implementation and the lack of monitoring by the Board.
- The 2001 terrorist attacks in the US led to a sharp slump in demand and, consequently to an extreme tightening of liquidity.
- An orderly transfer of operations to Crossair was denied because of the failure to reach a bridging loan and the delayed transfer of the share purchase price.
- Increasing competition from low-cost carriers such as Ryanair and EasyJet in the short-to-medium-haul markets from Europe caused Swissair to lose passenger revenues.
- A full merger with Sabena was impossible due to Swissair's financial crisis.
- An MD-11, operating flight 111, crashed in 1998, killing everyone on board. This event exposed the airline to negative publicity, a significant lawsuit, and lowered customer confidence (see below).
Legacy
In April 2002, Swiss International Air Lines commenced operations. First called Swiss Air Lines, this company was based on the former Crossair and was a merger of Crossair and former Swissair employees, routes, aircraft, and intellectual property.[28] The company Swissair continued to exist (in liquidation) but had no further assets. Due to legal problems with Swissair, the name had to be changed to Swiss International Air Lines.
Swiss took over 26 long-haul and 26 medium-haul aircraft from the defunct Swissair fleet[29] and refurbished the liveries and interiors to turn it into the new Swiss fleet, together with the former Crossair Fleet consisting of the Embraer 145, Saab 2000, MD-80 Series, and Avro RJ.[30] The remainder of the Swissair aircraft that were grounded and were not taken by the new company were returned to their lessors.
After problems with the former Crossair pilot unions, who refused to accept different conditions than the former Swissair pilots within the same airline, a subsidiary called Swiss European Air Lines was founded, which belongs 100% to Swiss International Air Lines.
In 2003, it appeared that Swiss was going to become a member of Oneworld.[31][32] It had codeshares with Oneworld carriers British Airways, American Airlines, Cathay Pacific, Qantas, Aer Lingus and Finnair, and held a strategic partnership and joint operation for all service to North America and AA-operated flights beyond U.S. gateways using American Airlines. Swiss started to terminate these codeshare agreements but did not terminate the AA alliance. A theory emerged that Swiss was planning to use its partnerships, the AA alliance, and its partnership with British Airways, a strong and supportive member of Oneworld, to join Oneworld itself.
However, in 2005, Swiss was taken over by Lufthansa, the national airline of Germany.[33][34][35][36] With the merger with Lufthansa, Swiss joined the Star Alliance in 2006, which Swissair planned to join before it failed. With this move, Swiss's frequent flyer club, Swiss TravelClub became part of Miles & More, which was originally the Lufthansa Group frequent flyer club. It acts as both airlines' frequent flyer programme, along with many other Lufthansa Group airlines.
Management trial
A criminal trial began on 16 January 2007 in Bülach. The entire former Swissair management board stood facing criminal charges of mismanagement, false statements, and forgery of documents.[37] The top defendants in the trial were Mario Corti, Philippe Bruggisser, George Schorderet, Jacqualyn Fouse, Eric Honegger, and Verena Spoerry. Corti, Honegger, and Spoerry entered statements proclaiming their innocence.[38]
On 7 June 2007, the court in Bülach cleared the defendants of all criminal charges over the airline's 2001 bankruptcy.[39]
Continued use of the "Swissair" brand
Swiss retains the rights to the "Swissair" name, whose value was estimated at more than 10 million Swiss francs in 2010. To prevent the trademark from becoming void through disuse, Swiss licensed it to Hopscotch Air, which operates a fleet of Cirrus SR22 planes in the United States, for use from 2010 to 2013. In Switzerland, the trademark is protected through its use by an aviation sports club, Sportfluggruppe Swissair.[40][41]
Fleet
Last active fleet
At the time of its demise, the Swissair fleet consisted of the following aircraft:[citation needed]
Aircraft | In service | Orders | Passengers | Notes | |||
---|---|---|---|---|---|---|---|
F | C | Y | Total | ||||
Airbus A319-100
|
5 | — | — | 18 | 92 | 110 | Launch operator |
Airbus A320-200
|
24 | — | — | 18 | 156 | 174 | |
Airbus A321-100
|
8 | — | — | 18 | 202 | 220 | |
Airbus A330-200
|
16 | — | 12 | 42 | 142 | 196 | Regular configuration |
— | — | 48 | 182 | 230 | High-density configuration | ||
Airbus A340-600
|
— | 9 | TBA | After Swissair's collapse, orders were later cancelled. Were to replace the MD-11s. | |||
McDonnell Douglas MD-11 | 20 | — | 8 | 47 | 164 | 219 | Low-density configuration. It was never implemented after Swissair's bankruptcy. |
12 | 49 | 180 | 241 | Regular configuration | |||
Total | 73 | 9 |
Historic fleet
In its 71 years of existence, Swissair operated the following aircraft:[42]
Aircraft | Total | Delivered | Retired | Notes |
---|---|---|---|---|
Airbus A310-200
|
5 | 1983 | 1995 | Launch operator. Two aircraft were sold to Air Liberté. Three aircraft were sold to FedEx Express after being converted into freighters. |
Airbus A310-300
|
6 | 1985 | 2000 | |
Airbus A319-100
|
9 | 1996 | 2002 | Most aircraft were transferred to Swiss International Air Lines. |
Airbus A320-200
|
20 | 1995 | 2002 | Most aircraft were transferred to Swiss International Air Lines. |
Airbus A321-100
|
12 | 1995 | 2002 | Most aircraft were transferred to Swiss International Air Lines. |
Airbus A330-200
|
16 | 1998 | 2002 | Most aircraft were transferred to Swiss International Air Lines. |
Airbus A340-600
|
9 | Cancelled | When Swissair went bankrupt, SWISS cancelled the orders and ordered the Airbus A340-600s were purchased by South African Airways in 2002.
Three were purchased by Iberia in the same year.[43] | |
BAC One-Eleven | 3 | 1968 | 1969 | Leased to increase capacity. |
Boeing 747-200B
|
2 | 1971 | 1984 | |
Boeing 747-300
|
2 | 1983 | 2000 | Launch customer. Sold to South African Airways. |
Boeing 747-300M | 3 | 1983 | 1999 | Includes one leased Aircraft |
Clark G.A. 43
|
2 | 1934 | 1936 | First all-metal aeroplane in Swissair fleet |
Comte AC-4 | 1 | 1931 | 1947 | Acquired from Ad Astra. Now in the SR Technics Hangar in Zürich |
Convair CV-240
|
8 | 1949 | 1957 | Most aircraft were sold. Some scrapped, and one crashed |
Convair CV-440 Metropolitan
|
12 | 1956 | 1968 | Most aircraft were sold. First Swissair plane to use integrated Weather Radar |
Convair CV-880-22M | 2 | 1961 | 1962 | Leased pending delivery of Convair 990s |
Convair CV-990 Coronado
|
8 | 1962 | 1975 | Most were sold, one crashed, and one is at the Swiss Transport Museum in Lucerne
|
Curtiss AT-32C Condor | 1 | 1934 | 1934 | First European airliner to have a stewardess It crashed in 1934 |
de Havilland Dragon Rapide | 3 | 1937 | 1954 | |
de Havilland Mosquito | 1 | 1945 | 1945 | Originally used as a Royal Air Force fighter aircraft in World War II, fell into Swiss hands. Swiss government used it and sold it to Swissair in 1944 |
Douglas DC-2 | 6 | 1934 | 1952 | Assembled under licence by Schiphol Airport near Amsterdam
|
Douglas DC-3 | 16 | 1937 | 1969 | The first 5 were assembled pre-war by Schiphol Airport near Amsterdam .The others were converted USAF C-47's and postwar built aircraft |
Douglas DC-4 | 5 | 1946 | 1959 | Used on service to New York-JFK route. Three aircraft were written off. |
Douglas DC-6 | 8 | 1951 | 1962 | |
Douglas DC-7C | 5 | 1956 | 1962 | All aircraft were sold. The Swissair Fleet included the final DC-7 ever built. |
Douglas DC-8-32 | 3 | 1960 | 1967 | One was converted to a -53 and two were converted to -33's. |
Douglas DC-8-53 | 2 | 1963 | 1976 | One was converted from a -33. One was hijacked and blown-up after passengers were released |
Douglas DC-8-62 | 7 | 1967 | 1984 | Two were operated as a freighter -62Fs. |
Douglas DC-9-15 | 5 | 1966 | 1968 | Sent back to Douglas or sold |
Douglas DC-9-32 | 22 | 1967 | 1988 | One was operated as a freighter -33F. |
Dornier Merkur
|
2 | 1931 | 1931 | Acquired from Ad Astra |
Mraz M-65 Cap
|
1 | 1948 | 1950 | Built under licence by Fieseler Storch. Later sold to Lindt & Sprüngli
|
Fokker VII a | 1 | 1931 | 1950 | Acquired from Swiss Transport Museum in Lucerne
|
Fokker VII b | 8 | 1931 | 1935 | Acquired from Balair
|
Fokker F27
|
3 | 1965 | 1972 | Operated for Swissair by Balair
|
Fokker 100 | 6 | 1988 | 1996 | |
Junkers Ju-86 B-0 | 2 | 1936 | 1939 | |
Lockheed Model 9 Orion | 2 | 1932 | 1936 | Both were sold to the Republicans in the Swiss Transport Museum never served in the Swissair fleet, but was instead bought in the 1960s by Swissair, restored to flying status, and painted in Swissair colours).
|
McDonnell Douglas DC-10-30 | 12 | 1972 | 1992 | Most were sold to Northwest Airlines. |
McDonnell Douglas DC-10-30ER | 2 | 1972 | 1992 | |
McDonnell Douglas DC-9-41 | 4 | 1974 | 1975 | Leased from Scandinavian Airlines. |
McDonnell Douglas DC-9-51 | 12 | 1975 | 1988 | |
McDonnell Douglas MD-11 | 22 | 1991 | 2002 | One crashed as Flight 111. The remaining aircraft were transferred to Swiss International Air Lines. |
McDonnell Douglas MD-81 | 25 | 1980 | 1998 | Launch customer of MD-80. Most aircraft were sold to Scandinavian Airlines, Trans World Airlines. |
McDonnell Douglas MD-82 | 3 | 1982 | 1996 | |
McDonnell Douglas MD-83 | 2 | 1995 | 1996 | |
Messerschmitt M 18 | 1 | 1931 | 1938 | Taken over from Ad Astra |
Nord 1000 | 1 | 1948 | 1953 | Sold to Federal Air Office |
Scottish Aviation Twin Pioneer | 1 | 1957 | 1957 | Used for high-altitude airports |
Sud Aviation SE210 Caravelle | 9 | 1960 | 1971 | Swissair's first Jet airliner. First ones leased from Scandinavian Airlines. Most were sold, and one is still active. |
Destinations
The following destinations Swissair served:
Asia
- China
- Hong Kong
- Hong Kong
- Hong Kong International Airport
- Kai Tak Airport (terminated due to airport closure)
- Hong Kong
- India
- Iran
- Israel
- Japan
- Osaka – Kansai International Airport
- Tokyo
- Haneda Airport (before 1978)
- Narita International Airport
- Indonesia
- Jakarta
- Kemayoran Airport (terminated due to airport closure)
- Soekarno–Hatta International Airport
- Jakarta
- Malaysia
- Kuala Lumpur
- Subang International Airport
- Kuala Lumpur International Airport
- Kuala Lumpur
- Oman
- Muscat – Muscat International Airport
- Pakistan
- Philippines
- Saudi Arabia
- Singapore
- Singapore Changi Airport
- Republic of Korea
- Thailand
- Don Mueang International Airport
- Taiwan
- Taipei – Chiang Kai-Shek International Airport (as Swissair Asia; airport reamed Taoyuan International Airport in 2006)
- United Arab Emirates
- Abu Dhabi International Airport
- Dubai – Dubai International Airport
- Vietnam
Africa
- Algeria
- Cameroon
- Democratic Republic of the Congo
- Egypt
- Equatorial Guinea
- Ethiopia
- Gabon
- Libreville International Airport
- Gambia
- Ghana
- Ivory Coast
- Kenya
- Libya
- Liberia
- Mali
- Bamako–Sénou International Airport
- Morocco
- Nigeria
- Republic of the Congo
- Senegal
- South Africa
- Sudan
- Tanzania
- Tunisia
- Zimbabwe
Europe
- Austria
- Belgium
- Cyprus
- Czech Republic
- France
- Germany
- Berlin – Berlin Tegel Airport
- Düsseldorf – Düsseldorf Airport
- Frankfurt – Frankfurt Airport
- Hannover – Hannover Airport
- Munich
- Munich-Riem Airport (terminated due to airport closure)
- Munich Airport
- Nuremberg – Nuremberg Airport
- Stuttgart – Stuttgart Airport
- Greece
- Athens – Ellinikon International Airport (until 2001) switched to Athens International Airport Eleftherios Venizelos
- Thessaloniki – Thessaloniki Airport
- Hungary
- Italy
- Bologna - Bologna Guglielmo Marconi Airport
- Florence - Florence Airport
- Milan – Milan Malpensa Airport
- Leonardo da Vinci–Fiumicino Airport
- Venice – Venice Marco Polo Airport
- Netherlands
- Norway
- Oslo
- Oslo Fornebu Airport (terminated due to airport closure)
- Oslo Gardermoen Airport
- Oslo
- Poland
- Portugal
- Russia
- Serbia
- Spain
- Alicante – Alicante–Elche Miguel Hernández Airport
- Barcelona – Josep Tarradellas Barcelona–El Prat Airport
- Adolfo Suárez Madrid–Barajas Airport
- Sweden
- Switzerland
- Bern – Bern Airport
- Geneva – Geneva Airport Hub
- Zürich – Zurich Airport Hub
- Switzerland / France / Germany
- Freiburg – EuroAirport Basel Mulhouse FreiburgHub
- Turkey
- Ukraine
- United Kingdom
Americas
- Argentina
- Brazil
- Canada
- Chile
- Colombia
- Bogota – El Dorado International Airport
- United States
- Atlanta – Hartsfield–Jackson Atlanta International Airport
- Boston – Logan International Airport
- Chicago – O'Hare International Airport
- Dallas/Fort Worth International Airport
- Los Angeles – Los Angeles International Airport
- New York City – John F. Kennedy International Airport
- Newark – Newark Liberty International Airport
- Miami – Miami International Airport
- San Francisco - San Francisco International Airport
- Seattle - Seattle–Tacoma International Airport
- Washington Dulles International Airport
- Venezuela
Swissair Asia
Due to
Corporate affairs
Swissair's head office was on the grounds of Zurich Airport and in Kloten.[47][48]
KSG, Architects G.Müller + G.Berger designed the final head office complex for the airline. It was in proximity to the main airport facilities and area freeways. The first phase of the building included offices for 1,600 workers, computer rooms, printing rooms, and 500-seat restaurant facilities. The second phase included an open-plan office room, another computer laboratory, and expansions of the restaurant facilities.[48]
In the 1930s, the head office was in the Dübendorf Aerodrome in Zürich.[49]
Accidents and incidents
Over the 71-year history of Swissair, there were eleven major incidents reported resulting in 414 fatalities.[50]
Flight number |
Date | Registration number | Model | Fatalities | Details |
---|---|---|---|---|---|
N/A | 27 July 1934 | CH-170 | Curtiss AT-32C Condor II | 12 | Crashed due to wing failure in severe turbulence. Oscillations in the wing caused a stress fracture, made worse by the storm the aircraft was flying through. However, German investigators determined that two fractures formed: one in the wing and engine mount due to defective construction and improper welding, and the second resulted from turbulence in the storm. |
N/A | 7 January 1939 | HB-ITA | Douglas DC-2 | 5 | Crashed after striking a hill. |
N/A | 20 July 1939 | HB-IXA | Junkers Ju 86 | 6 | Crashed following an engine fire. |
N/A | 19 June 1954 | HB-IRW | Convair CV-240
|
3 | Crashed due to life rafts or life jackets , and this was one of the many incidents which led to such a requirement becoming law.
|
N/A | 15 July 1956 | HB-IMD | Convair CV-440
|
4 | The aircraft crashed during a delivery flight from stall and drop to the ground.
|
N/A | 18 June 1957 | HB-IRK | Douglas DC-3 | 9 | Crashed during an exercise conducted under visual flight rules. The exercise aimed to practice flying with one engine switched off and propellers feathered. |
306 | 4 September 1963 | HB-ICV | Caravelle | 80 | The pilot taxied along the runway at a high engine setting to clear the fog. This caused the brakes to overheat, which then started a fire that damaged hydraulic lines and led to a loss of control. The accident had a significant impact on the small town of Humlikon: 43 of the just 200 residents died on that flight. |
N/A | 10 February 1967 | HB-IMF | Convair CV-440 | 4 | Collided with a cloud-covered mountain during a training flight. |
330 | 21 February 1970 | HB-ICD | Convair CV-990
|
47 | A bomb on board the flight from Zürich to Tel Aviv, detonated in the aft cargo compartment of the aircraft about nine minutes after take-off climb-out. The aircraft crashed due to a subsequent electrical fire that crippled the aircraft before the pilots could attempt an emergency landing at Zürich. |
100 | 6 September 1970 | HB-IDD | Douglas DC-8 | 0 | Swissair Flight 100, from Zürich to New York, was hijacked by a man and a woman and diverted to Dawson's Field in Jordan. The 145 passengers, along with 260 others from two other hijacked aircraft, were held hostage by the PFLP. The three empty aircraft were subsequently blown up on September 12. |
316 | 8 October 1979 | HB-IDE | Douglas DC-8 | 14 | Landed under "adverse conditions" at reverse thrust .
|
111 | 2 September 1998 | HB-IWF | McDonnell Douglas MD-11 | 229 | Flying from New York's Peggy's Cove, 30 km southwest of Halifax, Nova Scotia. This became the second-deadliest aviation accident in Canadian history, just after Arrow Air Flight 1285R .
|
In popular culture
- A Swissair plane trip was the focus of "The Big Plane Trip" in Little Mammoth Media's BIG Adventure Series. In the video, a plane takes people from the Hartsfield–Jackson Atlanta International Airport in Atlanta, Georgia to the Zurich Airport in Zürich, Switzerland.[51]
References
- ^ "World Airline Directory." Flight International. 28 March-3 April 2000. [1].
- ^ "About Swissair Facts and Figures". Swissair. 1999. Archived from the original on 1999-02-19. Retrieved 2008-08-30.
- ^ Hermann, A., & Rammal, H. G. (2010). The grounding of the "flying bank". Management Decision, 48(7), 1048–62.
- ^ "Lufthansa – proposed acquisition of Swiss International Air Lines – Australian Competition Commission". accc.gov.au. Archived from the original on 2011-06-22.
- ^ a b c d This section was translated from the article "Swissair" in the German-language Wikipedia, version [2]
- ^ a b c d e 1501 to 1813: Roman Studer, Pascal Schuppli, Deflating Swiss Prices over the Past Five Centuries, Historical Methods, Summer 2008, Volume 41, Number 3. Afterwards, Switzerland inflation numbers based on FSO-EN to 2015, FSO-DE 2015-2021 "CPI, Global index on all index bases". Federal Statistical Office. Retrieved May 14, 2021. and table 18-10-0004-13 "LIK, Totalindex auf allen Indexbasen". Federal Statistical Office. Retrieved May 14, 2021.
- ^ Lüchinger, René (3 November 2021). "Secret negotiations in Argentina freed Swissair executive in 1973". Neue Zürcher Zeitung. Retrieved 1 November 2023.
- ^ OCLC 64390595.
- ^ "Swissair gets purchase approval". Airline Industry Information. 17 April 2000. Retrieved 30 August 2012.
- swissinfo. Retrieved 29 June 2023.
- ^ swissinfo.ch, S. W. I. (2000-07-06). "Swissair considers future after Katz blow". SWI swissinfo.ch. Retrieved 2024-02-22.
- ^ a b Olson, Elizabeth (24 January 2001). "Chief Steps Down at Parent of Swissair". The New York Times. Retrieved 17 August 2017.
- ^ "Swissair Group | Reports | Moody's". www.moodys.com. Retrieved 2024-03-24.
- ^ Staff writers (2001-10-02). "Swissair grounds all flights". BBC News. Retrieved 2007-08-02.
- ^ Richter, Patrick (13 October 2001). "The collapse of Swissair". World Socialist Web Site. Retrieved 29 June 2023.
- ^ BUSINESS | State warned against buying Swissair. BBC News (2001-10-05). Retrieved on 2013-08-20.
- ^ "Swissair jets grounded as cash runs out". CNN. 2 October 2001.
- ISSN 0261-3077. Retrieved 2024-04-20.
- ^ a b "Crossair to fly the flag as Swissair gives up the struggle". swissinfo.ch. Swiss Broadcasting Corporation. 2001-10-02. Retrieved 2024-04-20.
- ^ "Swissair to Resume Flights With Government Funds". Los Angeles Times. 2001-10-04. Retrieved 2024-04-20.
- ^ Cappelli, Peter. "How Swissair Landed in Trouble". Knowledge at Wharton. University of Pennsylvania. Retrieved 2024-04-20.
- ^ "State rescues Swissair". BBC. 2001-10-03. Retrieved 2024-04-20.
- ^ "New threat to Swissair". BBC. 2001-10-29. Retrieved 2024-04-20.
- ^ Staff writers (3 October 2001). "Thousands stranded in airline crisis". BBC News. Retrieved 2009-03-19.
- ^ Olson, Elizabeth (4 July 2001). "Brussels sues Swissair in move to aid Sabena". The New York Times. Retrieved 27 September 2012.
- ISBN 1-902796-83-7.
- ^ a b Foulkes, Imogen (2007-03-08). "Swiss shame over airline disgrace lingers". From Our Own Correspondent. BBC. Retrieved 2024-04-03.
- ^ "Debt-ridden Swissair to split with Crossair taking on flights". The Irish Times.
- ^ "Planet Airlines - Swiss". planetairlines.net.
- ^ "Fleet - Crossair".
- ^ "Swiss joins Oneworld alliance". swissinfo.ch. Swiss Broadcasting Corporation. 2003-09-23. Retrieved 2024-04-20.
- ISSN 0261-3077. Retrieved 2024-04-20.
- ^ "Lufthansa takes over Swiss". swissinfo. 2005-03-22. Retrieved 2024-04-20.
- ^ "Swissair collapse still reverberates". swissinfo. 30 September 2011.
- ^ "EU Gives Lufthansa-Swiss Merger Go-Ahead – DW – 07/05/2005". dw.com. Deutsche Welle. Retrieved 2024-04-20.
- ^ "Lufthansa wins EU approval for takeover". NBC News. NBC. 2005-07-05. Retrieved 2024-04-20.
- ^ "Swissair trial opens with 19 executives charged - Business - International Herald Tribune". The New York Times. 16 January 2007.
- ^ Harry Rosenbaum (15 January 2007). "Swissair executives assert innocence at the first day of Switzerland's biggest corporate trial". International Herald Tribune. Retrieved 2007-02-22.
- ^ Staff writers (2007-06-07). "All Swissair defendants cleared". BBC News. Retrieved 2007-08-02.
- Flightglobal. 19 October 2010. Retrieved 1 November 2010.
- ^ Keller, Senta (1 November 2010). "Swissair hebt wieder ab". Berner Zeitung. Retrieved 1 November 2010.
- ^ Patrick Eberhard (2008). "The whole Swissair fleet". Swissair.aero. Retrieved 2008-09-02.
- ^ Árbol, Antonio Ruiz del (2002-06-28). "Iberia incorpora a su flota tres unidades del mayor avión de Airbus". Cinco Días (in Spanish). Retrieved 2024-04-03.
- ^ a b "Swissair to start Shanghai services on November 4". Swissair. 1995-10-30. Archived from the original on 1997-01-25. Retrieved 2018-01-08.
- ^ "Africa Route Network." Swissair Fan Site. N.p., n.d. Web.
- ^ "World Airline Directory." Flight International. 28 March-3 April 2000. [3]-[4].
- ^ "facts & figures." Swissair. Retrieved on 13 June 2009. "Swissair AG, P.O. Box, CH-8058 Zurich Airport"
- ^ a b "Headquarters of Swissair Zuerich-Kloten." KSG, Architects G.Müller + G.Berger. Retrieved on 27 September 2011. The building is located here Archived July 29, 2014, at the Wayback Machine
- ^ Flight International. April 28, 1938. p. 416 (Archive). "SOCIETE ANONYME SUISSE POUR LA NAVIGATION AERIENNE (Swissair), Dübendorf Aerodrome, Zürich."
- ^ Harro Ranter (31 August 2008). "ASN Aviation Safety Database". The Aviation Safety Network. Retrieved 2008-09-02.
- ^ https://littlemammoth.media/product/?productId=210
Bibliography
- Benedikt Meyer: Im Flug. Schweizer Airlines und ihre Passagiere, 1919–2002. Chronos, Zürich 2014, ISBN 978-3-0340-1238-6.
- Cooksley, Peter (September–October 1996). "Celestial Coaches: Dornier's Record Breaking Komet and Merkur". Air Enthusiast (65): 20–24. ISSN 0143-5450.
External links
Media related to Swissair at Wikimedia Commons
- Archive of Swissair.com
- "Swissair." Swiss International Air Lines
- Swissair Information Website.
- Swissair in the Dodis database of the Diplomatic Documents of Switzerland
- Swissair Imagefilm "Follow Me" (1967), Condor Films
- Overview of the complete Swissair fleet
- How the organisational culture of Swissair affected the demise