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The history of TAP Air Portugal

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Because of the limited size of its home market, TAP Air Portugal has replaced the 747-200Bs with a dozen lower capacity L-1011-500s, which has become its intercontinental type for a decade and a half.
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The impetus for creating the carrier, however, was not necessarily defined so clearly. While the country’s strategic location is optimized to serve as a transatlantic gateway during World War II – and the promotion of aeronautics will one day place it at the intersection of Africa and North and South America, the interest in establishing such a native airline was lukewarm at best.
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Indeed, the airline’s operations up to that time were sporadic, incomprehensible and considered particularly important. The first skeleton concern, controlled by Air France, served Tangier and then Casablanca with Lockheed Lodstar under the auspices of Aero Portugal, but it was discontinued in April 1953.
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A local urban duo, Lisbon-Everetto, which he also co-authored, was subsequently submitted by another local flora, Companhia de Transportes (CTA), but her reign was also short and gave way to what would become the final flagship, Eros puts Portugueses (TAP), a concern created by the government and considered a division in the Civil Aviation Secretariat.
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Its initial route structure was, at the same time, sensible and almost ambitious – in the first case, it encompassed local destinations and Ilia do Sal, or Island Sal, in the Cape Verde Islands, where a soundtrack allowed its operations and, most recently, a 24,540-mile African navigation to the Portuguese colony of Lorenco Marx (Mozambique), called the Linha Aera Imperial Line, or “Imperial Air Line,” with intermediate stops in Casablanca, Vila Cisneros, Bathurst, Robertsfield, Accra, Libreville, Luanda, Leopoldville, Elizabethville and Salisbury.
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Inaugurated on New Year’s Eve of 1946, it was operated by 21-passenger DC-3 engine compartment, and it took four days to complete it.
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Other scheduled, less ambitious services included TAP’s inaugural Madrid pool services with its organs four months earlier, on September 19, and Paris the following summer, August 10, 1947. Seville and London were added to the track system by the end of the decade.

Eight DC-3s, continuously listed CS-TDA through TDH, soon joined four, four-engine, tricycles equipped with DC-4 Skymasters converted from military C-54 commercial versions with seating for 44 to 54 registered CS-TSAs , -TSB, -TSC, and -TSD.

The 1950s were characterized by an even bigger and more advanced acquisition of the Lockheed LL-1049G Super Constellation.

Based on the original L-649 / -749, it introduced traction in the fuselage, giving it a total length of 113.4 feet, four Wright turbocharged R-3350-972TC18-DA3 3,250 hp, and new maximum weights and ranges of , Respectively, 137,500 pounds and between 4,160 and 4,810 miles.

The most popular of the constellation versions, it offers accommodation for 99 one-level passengers, five up-to-date and Henry Dreyfus-style interiors.

TAP made the initial order for three aircraft in December 1953, and delivered them to TAP two years later, in July and September 1955, and operated them from home, from Lisbon to Orto; Steadily, to London and Paris; And between land and Lorenco Marquez through Canoe (Nigeria) and Leopoldville, reducing the run to 22 hours.

The final fleet of six aircraft, including the L-1049E leased with previous engines, carried CS-TLA drawings through the TLF and operated until 1967.

Gradually expanding, TAP made a number of records by 1958, including establishing a road system of more than 14,000 miles, a base of 1,000 employees and transporting more than 64,000 passengers.

The 1960s served as the airline’s threshold for the jet age. To be progressive and offer higher-speed flights between Lisbon and London, it hired the European Union Airways (BEA) DH Shaveland DH.106-4B Comet, which itself has ordered six from the manufacturer for its Mediterranean sectors so that it can remain competitive with Air France on European lines, Who operated the pure Sud-Aviation SE.210 Caravelle III aircraft on its own.

Based on the long-range comet, the 4B, the land-based version, featured a taut aircraft body that accommodates 84 first-class four-zero or up to 102 passenger five-passenger cars, offering a new total length of 118m. Powered by four Rolls-Royce Avon 524 turbocharged gears, it introduced a short, 107.10-foot wingspan and 545 mph cruising speed, significantly reducing cities’ blocking time. Paradoxically , She shared the same forward and cockpit segment as her rival at Caravel.

Given the French competition, TAP may have terminated its BEA aircraft lease in 1962, so it received its own delivery, the Caravelle VIRs model upheaval, and ended up operating three two-engine, 80-passenger CS-TCA aircraft, -TCB, and -TCC between Lisbon and Madrid. However, like many other airlines – such as Air France, Alitalia, Austrian Airlines, Finairer, SAS and Sabana – she soon thought she was the medium to short workhorse, connecting her home base with a growing continental network that included Amsterdam, Brussels, Copenhagen, Frankfurt, Neva, London, Madrid, Munich and Zurich, though with less daily service, offering quiet travelers, over-the-weather outside and meal service with wine inside, even at his coach cabins.

By 1964, it carried its millionth passenger.

However, a third type of pure aircraft entered the fleet the following year, 707-320B. CS-TBA is registered via TBJ, along with CS-TBT and TBU, the four Boeing engine facilitating the opening of intercontinental routes, such as its “Friendship Flight” to Rio de Janeiro in Brazil, a 19-hour stretch to Goa, India, with five intermediate stations, and one to Bissau through the Cape Verde Islands.

When the star group retired in 1967, TAP became Europe’s first airline.

Buenos Aires, Argentina and Sao Paulo, Brazil, led to its runway system at the end of the decade.

The 1970s excelled in further expansion. In 1971, for example, new facilities were completed in Lisbon, including a corporate headquarters, training center and maintenance hangar, while 1974 saw a number of milestones, including a 32-person fleet, a route of more than 40 destinations. A system, about 9,000 crew, and half a million passengers.

Technology has been integral to its growth. The TAPMATIC system, order reservation integration system, check-in, and load control, was introduced, and TAP became the first European carrier authorized to perform 747 Pratt and Whitney engines.

On April 15, 1975, he was nationalized.

Boeing has played an integral role in its fleet renewal strategy. The 747-200B became the first intercontinental strip and the narrow body 727-100 gradually replaced its caravels. The latter maintained the 707 fuselage section to allow six crane seating to be installed, and these featured three, 14,000-pound low-thrust Pratt-Whitney JT8D-1 turboprops mounted on the rear fuselage and vertical tail, which eliminated high horizontal stabilizer wastewater interference Of the engine. Its wings, uninterrupted by pistons, offered a short-term maximum lift with the full lead edge panels with the leading edge range and the triple chicken sheets.

The genus remained in the Navy until 1989.

For decades, the addition of destinations such as Milan, Lyon and Luxembourg in Europe, Kinshasa in Africa, Montreal in Canada, Boston were also seen as an extension of the New York route in the US and Caracas in South America.

The 1980s served as a threshold for the new carrier image called TAP Air Portugal, which includes aircraft logos, modifications, uniform changes, presentation of the Navigator business class and opening of a cargo terminal and ticket office at an airport complex.

The 747s were replaced at too high a capacity for its itineraries, and replaced by the TriStar 500s and 727-100s completed by 737-200 advances in 1983. Originally driven by two hand-wielded Pod engines connected to the bottom of Pratt and Whitney JT8D-7 , They were optimized for short-term, low-capacity inter-European segments, although their maximum capacity was the same as 727 – 130. TAP’s previous order constituted the Boeing’s 1,000 sale of the type.

Her records have progressed from CS-TEK to -TEV.

The first of the 14 next-generation 737-300s, which included 104-inch stretches for up to 149 passengers and a large diameter, mounted on a 20,000-pound CFM65-3 international turbopan pillar, joined the Navy in 1988, though Some, as they happened in the 2000s, flew to the subsidiary of the Air Atlantis charter.

The expansion, especially towards the end of the decade, was noticeable: Athens, Dublin, Hamburg, Munich, Nice, Stockholm, Stuttgart, Toulouse, Vienna were added in Europe, Abidge & Anne in Africa, Toronto in Canada and New York in the US.

The era marked the gradual transition to Airbus Industry aircraft, the first of which, the long-haul, twin-engine, two-A-310-300, was relocated in 1988 and completed L-1011-500 on intercontinental routes, such as Lisbon to New York.

Carrying more than 3.7 million passengers and 65 million pounds of cargo in 1993, TAP Air Portugal served 57 destinations on five continents: Faro, Poncho, Horta, Lisbon, Punta Delgada, Porto, Porto Santo and Teresira locally; Amsterdam, Athens, Barcelona, ​​Berlin, Bologna, Brussels, Copenhagen, Frankfurt, Neva, Hamburg, London, Luxembourg, Lyon, Madrid, Malaga, Milan, Munich, Nice, Oslo, Paris, Rome, Stockholm, Vienna, And Zurich on the continent; Tel Aviv in the Middle East; Abidge & Anne, Bissau, Brazzaville, Casablanca, Decker, Harare, Ilha do Sal, Johannesburg, Libreville, Luanda, Maputo and Sao Tome in Africa; Boston, Montreal, Newark, New York and Toronto in North America; Curacao and Santo Domingo in the Caribbean; And Caracas, Recife, Rio de Janeiro, Salvador, and Sao Paulo in South America.

Fleet consolidation continues. In 1994, for example, TAP delivered the first Airbus A-340-300s out of four, 274 passengers, who continuously registered CS-TOA, -TOB, -TOC and -TOD, to replace the TriStars in intercontinental areas, while The narrow body, A-319, A-320, and A-321 two-engine took over the role from 737-2003-300.

TAP has also become a founding member of the Qualiflyer European Airlines Group with Austrian and Swiss Air.

At the dawn of the 21st century, it carried more than five million passengers, operated a 40-person fleet, implemented its Modernization Plan for Enterprise (MOP) by dividing the company into airline, care and maintenance business units and launched its fifth picture program since its founding in 1945 By introducing the simpler application “TAP Portugal”.

“The new image is designed to communicate graphically the idea of ​​Portuguese modernity, lightness and the way,” according to its website, “and to reinforce the name TAP, which both Portuguese (people) and company employees always favored. This was the beginning of a new phase.”

In 2005, she joined the Star Alliance.

Operations of 21 132 passengers A-319-100, 19 162 passengers A-320-200, three 200 passengers A-321-100, 16 263 passengers A-330-200, and four 274 passengers A-340- 300 years in most 2,500 weekly flights to 76 destinations in 29 countries in 2017, TAP achieved its goal of establishing Portugal as the intersection of Europe, Africa and North and South America.

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