The carrier traces its roots back to September 1964 (1964-09) when Kingdom of Libya Airlines was set up in conformity with law no. 22. The airline was government-owned, having an initial investment of
LYD 2 million. It began operations in August 1965 (1965-08) flying regional routes with
Sud SE-210 Caravelle equipment. Following the carrier starting services along the
Tripoli–
Benghazi run, the Libyans prevented foreign companies that also flew the route from operating on it in order to allow the
national airline to expand.[6] Absorbing Libavia and
United Libya Airlines operations,[7] international flights radiating from Benghazi and Tripoli began in October 1965 (1965-10), initially serving
Athens,
Cairo,
London,
Malta,
Paris,
Rome and
Tunis.[8]
The early years saw
Air France providing the company with technical assistance,
KLM managing the sales and reservations, and
BOAC taking care of traffic, finance and communications.[6] In March 1966 (1966-03), the airline and
ATI struck an agreement for the lease of
Fokker F27 aircraft to cover short-haul routes,[8] with the agreement coming into force on 15 Jun the same year.[9] A third Caravelle was ordered in 1968.[6] That year, a study to increase the airline's productivity was carried out by
TWA, concluding that operating with five three-engined, 138-seater
jet aircraft, and four
propeller-powered 60-seater aircraft would be the most suitable choice. The report concluded that the lease of the turboprop
F-27s was too costly, and the airline decided to acquire two new aircraft from
Fokker in 1969. Regarding the jet aircraft, the
Boeing 727 and the
Trident were the only options.[10]
From the Libyan revolution (1969) to the Libyan Civil War (2011)
Following the
1969 coup d'état, the airline was renamed Libyan Arab Airlines,[11]: 487 or Jamahiriya Libyan Air Lines, on 1 sep.[10] The company suspended its operations for two weeks after the coup.[10] With
Beirut and
Geneva already being part of the route network by March 1970 (1970-03), nine international destinations were already served.[11]: 487 In August 1970 (1970-08), Libyan Arab Airlines ordered two
Boeing 727-200s for US$14 million.[12] These two aircraft were part of the fleet by May 1971 (1971-05), along with three
Caravelles and two
Fokker F27s.[13] Six Fokker F27s—four Mk600s and two Mk400s—were purchased in April 1974 (1974-04),[14] and in May the same year, three additional Boeing 727-200s were ordered,[15][16] aimed at replacing the Caravelles.[10] In 1975, Libyan Arab Airlines was made the only operator within the country. Furthermore, the government committed to cancel their debts with the company on a monthly basis, and any losses the airline would incur should be compensated by the state. Also in 1975, the six F27s ordered the previous year were delivered, and the three-strong Boeing 727 order was partly fulfilled when two of these aircraft were incorporated into the fleet.[10] By April 1976 (1976-04), there were 12 aircraft in the fleet, including four Boeing 727s, four Fokker F27-600s, two Fokker F27-400s, and two
Falcon 20s; a Boeing 727-200 and a Boeing 737 were pending delivery.[17] Two more Boeing 727s were acquired in May 1976 (1976-05);[18] in August that year, the carrier took delivery of a
Boeing 707-320C to be used by the government.[19] The airline had 1,800 employees at April 1977 (1977-04); at this time, passenger and cargo flights radiating from
Benghazi,
Tripoli and
Sebha to
Athens,
Algiers,
Beirut,
Cairo,
Casablanca,
Damascus,
Jeddah,
Khartoum,
London,
Malta,
Paris,
Rome,
Tunis and
Zürich were operated.[20] During the year, the Tripoli–
Frankfurt–Athens–Tunis–Casablanca and Benghazi–Rome–London routes were launched.[10]
The handover of two
Boeing 727-200 Advanced aircraft, due to be delivered in June and July 1978 (1978-07),[21] was blocked due to concerns that Libya was supporting terrorism.[22] Despite the
US State Department initially authorising the acquisition of three
Boeing 747s and two Boeing 727s in March the following year,[23] the transaction was blocked in mid-1979 over concerns the Libyan government would use the aircraft to transport military material and personnel, as there were suspicions that Libya played a role in the deposition of
Idi Amin in
Uganda.[24] Also in 1979, a cargo subsidiary named
Libyan Arab Air Cargo was set up. During the year,
Madrid,
Moscow,
Sofia and
Warsaw were included in the airline's list of destinations.[25]
By mid-1980, the number of employees had grown to 2,500, and
Amman,
Belgrade,
Cotonou,
Istanbul and
Niamey were added to the route network;[26] later that year,
Karachi was incorporated as a destination.[25] In May 1981 (1981-05) Libyan Arab Airlines ordered eight 44-seater
Fokker F27-600s in a deal worth more than
£17 million.[27] Ten Airbuses—six
A300s and four
A310s—were ordered in October the same year.[28] At that time, Airbuses were equipped either with
General Electric (GE) or
Pratt & Whitney (P&W) powerplants, but the airline ordered
Rolls-Royceengines to power them—something that had not been done before, as the former two were manufactured in the United States and there was a ban in force on providing Libya with technology that could possibly have military uses.[29]: 1516 [30] The order was at least partly cancelled by Airbus, as neither GE nor P&W would provide the engines for the four A310s in the order book.[31]
The company had managed to buy a number of ageing US-manufactured jets, including
Boeing 707s and
Douglas DC-8s, since 1979; many of them were either cannibalised for
spare parts or sold. Three
Fokker F28-4000s were bought from Fokker in 1984.[25] At March 1985 (1985-03), the fleet consisted of four Boeing 707s—two -320Bs and two -320Cs—10 Boeing 727-200s, 17 F27s—two -400s, one -500 and 14 -600s—and three Fokker F28-4000s. Employment at this time was 4,500; destinations served included Algiers, Amman, Amsterdam, Athens, Belgrade, Benghazi,
Bucharest, Casablanca, Damascus, Frankfurt, Istanbul, Jeddah, Karachi,
Kuwait,
Larnaca, London, Madrid, Malta,
Milan, Moscow, Paris, Rome, Sebha,
Sfax, Sofia, Tripoli, Tunis,
Vienna, Warsaw and Zürich, along with an extensive domestic network.[32] However, the airline had to cut most of its international services that year due to a US
embargo imposed on the country.[33] In 1986, six more F27-600s were phased in.[25] During the year, Libyan Arab managed to bypass the US economic embargo against the country when the carrier acquired, through intermediary companies,[31][34] ex-
British Caledonian GE-powered A310 aircraft for US$105 million.[35] Owing to both the lack of spare parts and the inability of Libyan Arab to service the GE engines, the airline sold these two aircraft to
Air Algérie in 1987;[35] in practice, the aircraft were not sold but leased, and the
Algerian airline would have operated these two aircraft on Libyan Arab's behalf, but they later rolled back their decision amid concerns that the United States would take action against Air Algérie, and the two A310s were returned to Libya.[36] Finally, British Caledonian was fined US$1 million (£600,000)[37] for its involvement in the deal, and Libyan Arab kept both aircraft, with
Swissair training Libyan
crews in order to fly them.[38] Unable to order Western-built aircraft, the airline moved to
Soviet-made airframers, ordering three
Tupolev Tu-154Ms in 1989.[39]
At March 1990 (1990-03), the fleet consisted of five Boeing 707-320Cs, ten Boeing 727-200s, three Fokker F28-4000s, 16 Fokker F27s (13 -600s, two -500s and one -400), four
Lockheed L-100-200s, 21
Ilyushin Il-76s and five
Twin Otters.[40] Another drawback hit the carrier following the March 1992 (1992-03)United Nations Security Council Resolution 748,[41] adopted as a consequence of the Libyan government allegedly having supported the terrorists responsible for the bombings of
Pan Am Flight 103[42][43] and
UTA Flight 772.[44][45][46] The resolution saw a trade embargo imposed on Libya, which included the delivery of new aircraft or
spare parts that could possibly boost the military capacity of the country, and Libyan Airlines was denied any landing or overflight rights of third-party countries. Thus, all international flights came to an end,[47] and LAA could only operate on domestic routes.[42][48]
In April 1999 (1999-04), civil sanctions against the country were lifted.[47][49][50] It followed Libya handing over two men suspected of being involved in the
Lockerbie bombing.[51][52] Intended to replace an ageing fleet of Boeing 707s, 727s and Fokker F27s, a
letter of intent worth US$1.5 billion was signed with Airbus in October that year; it included
Airbus A320s,
A330s and
A340s.[53][54] The fact that these aircraft had US-manufactured parts once again prevented the deal to be firmed up as a trade embargo over the country, imposed in 1983,[48] was still in force,[49] and Libyan Arab Airlines sought alternative manufacturers to acquire new aircraft for re-fleeting.[53] In the meantime, an Airbus A310 leased from
Air Djibouti enabled Libyan Arab Airlines to expand services to the Middle East and North Africa, and Airbus A320s were on
wet-lease from
TransAer.[48]Amman became the first non-domestic destination to be served again.[citation needed] Fleet and route network grew further when regional carrier
Air Jamahiriya was merged into Libyan Arab Airlines in 2001.[2] In 2006, the airline was renamed Libyan Airlines.[55][additional citation(s) needed] The airline pursues an expansion policy,[56] which is concentrated on European business and tourist customers. Newly introduced destinations like
Milan,
Ankara,[57]Athens[58] and
Madrid have led to a route network similar to the one offered prior to the 1992 trade embargo.
In April 2012 (2012-04), Libyan Airlines was affected by a ban that was imposed by the
European Union (EU) on all carriers having an
operator's certificate issued in Libya from flying into the member countries.[62] The airline was removed from the
list of air carriers banned in the EU in December the same year,[63] as well as from the subsequent list released in July 2013 (2013-07).[64] Despite this, as of July 2013[update] Libyan Airlines served the European market with
wet-leased aircraft due to the
Libyan Civil Aviation Authority (LYCAA) voluntarily opting for a ban until Libyan
crews become re-certified.[59][65][66] The voluntary ban will continue through 2014.[67] No Libyan carriers have been included in the December 2013 (2013-12) version of the
list of airlines banned in the EU.[68] Despite information regarding LYCAA's failure for meeting international safety standards that may lead to an effective ban,[69] as of March 2014[update] an agreement between Libyan authorities and the EU to lift the ban seemed plausible to take effect by mid-2014.[70] However, in December that year all air carriers having an operator's certificate issued in Libya have been either banned or subject to restrictions in their operations into European airspace.[71]
Corporate affairs
This section needs to be updated. Please help update this article to reflect recent events or newly available information.(February 2024)
Ownership and structure
The company is 100% owned by the
government of Libya.[72] Since 31 July 2007, Libyan Airlines has been a subsidiary of the state-owned Libyan Afriqiyah Aviation Holding Company (LAAHC), together with Afriqiyah Airways.[73]
As of July 2013[update], the
CEO position was held by Khaled Ben Alewa.[74]
Business trends
Annual reports for the airline do not appear to be published. In the absence of these, the main sources for trends are press and industry reports.
On 31 July 2007, Libyan Airlines became a subsidiary of the state owned Libyan Afriqiyah Aviation Holding Company (LAAHC), together with
Afriqiyah Airways.[77][better source needed] LAAHC is owned by the Libyan National Social Fund (30%), the Libyan National Investment Company (30%), the Libya-Africa Investment Fund (25%), and the Libyan Foreign Investment Company (15%).[78] On 21 September 2010, it was announced that the two airlines, which had already begun extensive
code-sharing and set up joint
ground handling, maintenance and catering services, were to merge by November of that year, which was later postponed indefinitely, though.[79][80]
The proposed
privatisation and merger with
Afriqiyah Airways has also been postponed, despite the fact it was originally planned to be effective in November 2010. The two carriers were later expected to merge in late 2011, however the
Arab Spring and poor organisation forced this deal to be postponed many more times. Both airlines are to merge by the first half of 2013, according to Libya's current Interim Transport Minister Yousef el-Uheshi – 12 to 13 months after negotiations are expected to resume in March 2012. The successful merging of the carriers depends on the government's ability to cut costs in both workforce and salaries, which rival European carriers in size.[81]
Fleet
Recent developments
In order to modernize and expand its fleet, Libyan Airlines placed several orders with aircraft manufacturers. In June 2007 (2007-06), at the
Paris Air Show,[82][83][84] the carrier signed a
memorandum of understanding (MOU) with
Airbus for 15 new aircraft, including four
Airbus A350-800s,[85] four
Airbus A330-200s and seven
A320s;[86] the MOU was converted into a firm order in December the same year,[82][87][88] in a deal valued at around US$2 billion.[89] Also in June 2007 (2007-06), Libyan Airlines placed an order for three
Bombardier CRJ-900s worth US$108 million, and took option for another two aircraft of the type;[90][91] for an approximate value of US$76 million, this option was exercised in January 2008 (2008-01).[92] That month, an order for four Airbus A350-800s was placed.[93]
In September 2010 (2010-09),[94][95] Libyan Airlines took delivery of the first of seven
Airbus A320s ordered in 2007.[96] In October 2010 (2010-10), with five
CRJ-900s already in operation, three more aircraft of the type were ordered for US$131.5 million, and three more were taken on option.[97][98] In late June 2013 (2013-06), the carrier took delivery of the first
Airbus A330,[99][100] becoming a new customer for the type.[101][102][103] A second A330 was phased in a month later.[74][104][105] In January 2014 (2014-01), the
A350-800 order was switched to the
-900 model, with the addition of two more aircraft of the larger variant.[93]
Damaged aircraft during the Libyan conflict
In July 2014 (2014-07), amid the
2014 Libyan conflict,
clashes between antagonistic forces that tried to gain control of
Tripoli International Airport damaged or destroyed a number of aircraft parked at the airport, including ones belonging to
Afriqiyah Airways and Libyan Airlines.[106][107][108] In particular, seven Libyan Airlines aircraft resulted damaged during shelling.[109][110] In December 2014, the European union banned all Libyan Airlines (along with 6 other Libyan airlines) flights within European skies, citing the ongoing conflicts as a major security threat.[111]
Current fleet
The Libyan Airlines fleet consists of the following aircraft (as of August 2019[update]):[112][113]
On 21 February 1973 at around 14:10 local time, Libyan Arab Airlines Flight 114 from Tripoli to Cairo, which was operated by a
Boeing 727-200 (
registered 5A-DAH), was shot down by Israeli fighter aircraft because it was thought to be a foreign military attack aircraft. Among the 113 people on board, only one crew member and four passengers survived the subsequent crash-landing in the desert near
Ismaïlia.[117]
On 2 December 1977, a
Tupolev 154 (registered LZ-BTN), which was chartered by Libyan Arab Airlines from
Balkan Bulgarian Airlines to operate a
Hajj flight from
Jeddah to Benghazi crashed near
Benina International Airport because of fuel exhaustion. The aircraft had been circling the airport because it could not land due to dense fog, and an alternate landing strip could not be reached in time. 59 of the 159 passengers died in the accident, whilst all six crew members survived.[118]
On 22 December 1992, Libyan Arab Airlines Flight 1103, a Boeing 727-200 registered 5A-DIA, disintegrated on approach to
Tripoli International Airport. The official government story was that it had collided with a
Mikoyan-Gurevich MiG-23 of the
Libyan Air Force over Tripoli. Both aircraft crashed, killing all 157 persons on board the Boeing but the 2 crew of the air force jet ejected safely,[119] making it the worst accident in the history of the airline.
Non-fatal incidents
On 28 November 1981, a Libyan Arab Airlines
Fokker F27 Friendship (registered 5A-DBE) was damaged beyond repair in a forced landing in the desert near
Kufra, which had become necessary because the aircraft had run out of fuel.[120]
On 6 June 1989, an LAA Fokker F27 (registered 5A-DDV) experienced an engine failure shortly after take-off from
Zella Airfield for a flight to Tripoli. The crew tried to return to the airfield, but had to execute a forced landing in the desert instead, during which the aircraft was destroyed. The 36 passengers and three crew members survived the crash.[121]
On 7 December 1991, a Libyan Arab Airlines
Boeing 707 (registered 5A-DJT) crashed on take-off at
Tripoli International Airport. There were no fatalities among the 189 passengers and ten crew on board.[122]
Military occurrences
Several aircraft of the company were destroyed on the ground in different war events:
On 15 July 2014, a Libyan Airlines
Airbus A330 (registered 5A-LAS) suffered substantial damage in the right hand fuselage during the fighting actions at
Tripoli International Airport. The aircraft is now stored for maintenance.[127]
On 6 July 1976, an LAA
Boeing 727 was hijacked during a flight from Tripoli to Benghazi and forced to land at
Palma de Mallorca Airport, where the perpetrator surrendered.
On 24 August 1979, another Boeing 727 was forced to divert from its Benghazi-Tripoli route and land at
Larnaca.[129]
On 16 October of the same year, a domestic flight from
Hun to Tripoli was hijacked by three passengers, who forced the
Fokker F27 Friendship (registered 5A-DDU) to divert to
Malta. After two days on the ground at
Luqa Airport, the perpetrators surrendered.[130]
On 7 December 1981, an LAA flight from
Zürich to Tripoli was hijacked by three persons who thus wanted to press prisoners free. The Boeing 727 was flown to
Beirut, were the perpetrators surrendered.[131]
On 20 February 1983, Flight 484 was hijacked en route a flight from
Sabha to Benghazi. The two hijackers forced the 727 (registered 5A-DII) to land in Malta, and surrendered three days later.[132]
Also in 1983, on 22 June, an LAA
Boeing 707 was hijacked during a flight from
Athens to Tripoli, by two persons who demanded to be taken to
Iran. During the negotiations, the aircraft was flown to Rome and Larnaca, where the hijackers surrendered.[133]
^"Air transport". Flight International: 589. 9 May 1974. Libyan Arab Airlines has ordered three Advanced 727-200s for delivery early next year. The aircraft, which bring total 727 sales to 1,146, are in addition to the two 727s recently purchased by Libyan Arab.
^"Air transport". Flight International. 106 (3422): 514. 17 October 1974. Archived from
the original on 13 November 2012. Libyan Arab Airlines has ordered three Advanced 727-200s for delivery in February and March next year. LAA has also ordered six F.27s for delivery between March and September next year. Four will be Series 600s, and two Series 400s.
^"Airliner Market". Flight International. 110 (3519): 421. 21 August 1976. Archived from
the original on 6 March 2016. Libyan Arab Airlines has taken delivery of its first Boeing 707-320C, an order not previously announced by Boeing. The aircraft will be operated on Government duties
^"Airliner market". Flight International. 112 (3567): 255. 23 July 1977. Archived from
the original on 20 October 2013. Two Boeing Advanced 727-200s will be delivered to Libyan Arab Airlines in June and July 1978, bringing to 1,455 the number of 727 sales announced
^"Airliner market". Flight International. 115 (3652): 816. 17 March 1979. Archived from
the original on 18 October 2012. Libya is to receive three 747s for use by Libyan Arab Airlines on routes to Africa and Europe. The sale has been approved by the US State Department, which considers that the aircraft will not be "misused" for military purposes. No details of the version ordered by Libya are yet available. But even if they have no maindeck cargo facility, the sale has already provoked hostile reaction from the Senate foreign relations committee, which fears that the aircraft will be used to supply terrorist groups and radical regimes. The State Department has also approved the sale of three Boeing 727s to Libya
^"Airliner market". Flight International. 115 (3564): 1978. 9 June 1979. Archived from
the original on 20 October 2013. Boeing will not, after all, be allowed to sell three 747s to Libya. The US State Department has reversed an earlier decision to allow the sale because of concern that Libya will use the aircraft to ferry military material and troops. Libyan Arab Airlines operates Boeing 727s and it is believed that these were used to support the Libyan expeditionary force in Uganda before the overthrow of the Amin regime
^"Airliner market". Flight International. 119 (3757): 1294. 9 May 1981. Archived from
the original on 10 April 2016. Libyan Arab Airlines has placed a guilders 96m (£17.3million) order for eight Fokker F.27-600s, for delivery in 1982 and 1983.