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AeroMexico

AeroMéxico
205px
IATA
AM
ICAO
AMX
Callsign
AEROMEXICO
Founded 15 September 1934 (1934-09-15) (as Aeronaves de México)
Hubs

Mexico City International Airport

Cancun International Airport
Focus cities
Frequent-flyer program Club Premier
Airport lounge Salón Premier
Alliance SkyTeam
Subsidiaries Aeroméxico Connect
Fleet size 58
Destinations 55
Company slogan Nunca nos detenemos (We never stop)
Parent company Grupo Aeroméxico
Headquarters Mexico City, Mexico
Key people Andrés Conesa Labastida (CEO)
Revenue Increase US$ 2.80 billion (2011)[1]
Net income Increase US$ 267.6 Million (2011)[1]
Website www.aeromexico.com



Aerovías de México, S.A. de C.V.[2] (Airways of Mexico, SA de CV), operating as AeroMéxico, is the flag carrier airline of Mexico based in Colonia Cuauhtémoc, Cuauhtémoc, Mexico City.[3] It operates scheduled domestic and international services to North America, South America, Central America and the Caribbean, Europe, and Asia. Its main base is Mexico City International Airport, Cancún International Airport, with secondary hubs at General Mariano Escobedo International Airport, in Monterrey, Don Miguel Hidalgo y Costilla International Airport, in Guadalajara, and General Ignacio Pesqueira Garcia International Airport in Hermosillo.[4]

The Aeroméxico Group includes Aeroméxico mainline and Aeroméxico Connect (regional subsidiary) which together hold the 41.7% of the domestic market share, becoming Mexico's largest domestic airline group, and the 79.8% of the international market share, again in first place followed by Volaris. Aeroméxico and Aeroméxico Connect together operate a total of 553 daily flights to 78 destinations across the Americas, Europe and East Asia, with a global fleet of 116 airplanes.

The logo shows the head of an Aztec eagle warrior (cuāuhtli).

History

1934

The airline was established as Aeronaves de México on 15 September 1934,[4] by Antonio Díaz Lombardo. The first plane was a Stinson SR and Julio Zinser piloted it. He inaugurated the maiden flight on the Mexico City - Acapulco route on 14 September 1934.


When World War II began, the airline continued to grow with the help of Pan Am, which owned 25% of the new Mexican airline. Aeroméxico saw few changes for the next two decades. However, during the 1950s, renovation began, and the airline took over various small competitor companies across the country, including Aerovías Guest (the second airline of the country at that time) that held the routes to Madrid and Paris. Aeroméxico added aircraft including the legendary Douglas DC-3 and its successor, the Douglas DC-4.

1950s

During the late 1950s, the Douglas DC-4's were replaced by some pressurised Douglas DC-6 and two Bristol Britannias, the first turboprop passenger plane in the fleet and in 1958, services were inaugurated to Idlewild Airport (now JFK) using the Britannias. The Mexico City-New York route would prove profitable for "Aeronaves" and its North American competitors. The airline was nationalised in 1959.

1960s

In the early 1960s, the fleet of Aeronaves de México (Aeroméxico) included Douglas DC-3, Douglas DC-6, and Bristol Britannia aircraft. Starting in 1961, "Aeronaves" began replacing its piston-engined planes with new jets. The first jet-engined aircraft were a pair of Douglas DC-8's. The planes were used on routes within Mexico and to New York City. Between 1962 and 1963, Aeronaves de México (Aeroméxico) took over Aerovías Guest Mexico the second airline, and they were merged under the name Aeronaves de México. Later in the 1960s, more DC-8's were added and service to Europe was resumed, operated by two Comet-4C aircraft dry-leased by Aerovías Guest prior to the merger.

1970s


The 1970s brought dramatic changes for Aeroméxico. In 1970, under a government plan, Mexican domestic airlines were nationalized into an integrated air transport system under the control of Aeronaves de México. The system included eight smaller carriers, although these were later disbanded.[4] During the early-1970s, the remaining Douglas DC-6 and Bristol Britannia aircraft were retired. A new color scheme (orange and black) was introduced and the airline changed its name from "Aeronaves de México" to its current, shortened version of Aeroméxico in February 1972.

Aeroméxico, as one of the launch customers of the Douglas DC-10-30s program, received the first of its two planes in 1974, registered as XA-DUG and XA-DUH. That same year the airline also took delivery of their first seven Douglas DC-9-32s. During this period the airline's popularity and visibility grew dramatically. This was due in part to Aeroméxico's involvement in Mexican movies. Basically, every time a character in any movie produced in Mexico had to fly somewhere, they supposedly flew on Aeroméxico. Service to Canada was initiated and in early-1970s, two more DC-9-15s were added to the fleet.

1980s

The early 1980s brought times of expansion. A new color scheme was introduced (orange paint and silver), two DC-10-15 and a DC-10-30 planes were added in 1981, N10038 and N1003N, and in 1984, N3878P later XA-RIY. Aeroméxico as one of the launch customers of the McDonnell Douglas MD-82, a stretch version of the DC-9, received the first two planes in late 1981. During the period between 1980 and 1981, eight more DC-9-32 aircraft were added. The late 1980s were tough times for Aeroméxico. On 31 August 1986, the company suffered the only fatal accident outside of Mexico when Aeroméxico Flight 498, a Douglas DC-9, approaching Los Angeles International Airport was struck by a small Piper aircraft. Both aircraft then fell to earth in the Los Angeles suburb of Cerritos, California. All 64 passengers and crew on board the DC-9-32 were killed, as were three on the Piper. Fifteen victims on the ground were also killed. After three years and a long trial, the plane crew and the airline were found not to blame. This was because the pilot of the Piper had strayed into an air traffic control zone reserved for commercial flights. This accident cost 82 people their lives.The same year,the airline was acquired to the charter carrier GATSA and used it for their charter operations until December. In April 1988, the state owned company was declared bankrupt. The main reasons were lack of organization, a fleet with an average of 20 years without a renovation plan and a depredating administration by the Mexican Government. The company was grounded for three months. In August, a privatization program was underway. This involved retiring the eight Douglas DC-8's (3 -62s and 5 -51s) along with the remaining ten DC-9-15 aircraft.


1990s

The early 1990s were turbulent times, with the rise in fuel costs due to the Gulf War, and a domestic fare war caused by start up airlines like TAESA, SARO, Aviacsa, among others, as well as constant labor problems. In April 1991 the first two 767-200ERs were introduced to the fleet starting to replace DC-10's in services to Europe, New York and Tijuana, another two 767-300ER's joined the fleet later that year, all this was part of a renovation and expansion program to introduce 24 757's/767's, Direct service to Madrid and Paris from Mexico City with 767's was introduced as well services to Frankfurt via Paris and Rome via Madrid. In 1992 Grupo Aeroméxico was among other investors that failed to consummate the acquisition of Continental Airlines. After failing to invest in Continental, Aeroméxico acquired the bankrupt Aeroperú from the Peruvian government. They tried to use the same path that led Aeroméxico to the leadership in the domestic market with AeroPeru. In October 1992 2 767-300ER's were added to the feet (XA-RKI and XA-RKJ), replacing the former 2 -300ER (XA-RWW and XA-RWX). On 1993 Aeroméxico Group took over Mexicana the second largest airline in the Mexican market under the same management there was a great dispute in June 93 with the pilot union regarding Aeromonterrey. Between 1994 and 1995 the six DC-10 aircraft in the fleet were finally retired. Their last revenue flight was in Mid 1995. In December 1994 3 weeks after Carlos Salinas left the office the first of several devaluations in the next 18 months started, and there was a huge economic crisis in the country Aeroméxico had to cut capacity flights to Frankfurt and to Rome were canceled, 4 MD80's 4 767's returned to the lessors, early retirement for pilots and another staff was on their way, a new 767 was due on April 95 and was transferred to Lan Chile flights to Madrid and Paris were operated only by 2 767-300ER's. In 1996 Cintra was created in order to avoid the two main carriers went bankrupt some 757's of the original Aeroméxico renovation program ended up un Mexicana and AeroPeru. The market and the airline recovered between 1996 and 1998 8 Md-80's were leased back as well another 2 767-200's.

The sale of Grupo Cintra was scheduled after several delays in September 1999, and with the looming presidential elections in 2000, everything was delayed once again. The ruling party lost the election after 70 years in office and all the policies changed. Due to the recession in 2000 the new government put everything on hold waiting for better economic conditions to start the stock sell-off, and just when they were everything was about to start, the 11 September 2001 attacks occurred and nothing materialized since the two main carriers Mexicana and Aeroméxico (as most Legacy carriers) were losing large amounts of money.

2000s


In the period between 2000 and 2005 Aeroméxico had an average fleet of 60 aircraft in main line, plus 20 in Aerolitoral, as well as five CEO's during this time. After 9/11 and the Iraq War, it was forced to put in movement an ambitious fleet renovation program. In 2003, the airline acquired its first Boeing 737-700 instead of the Boeing 717 as a replacement for its aging DC-9 aircraft. On 29 March 2006 Aeroméxico CEO, Andrés Conesa announced the inauguration of direct flights between Japan and Mexico City via Tijuana. This was after the purchase of two Boeing 777-200ER, making Aeroméxico the third airline in Latin America to fly regularly to Asia, after Varig and the now defunct VASP. However, because of Varig's redimention, Aeroméxico is currently the sole airline with this service until some other Latin American airline starts flying to Asia. Aeroméxico has resumed its Mexico City-Tijuana-Shanghai route twice a week as of 30 March 2010. Suspension of this flight was due to the 2009 flu pandemic.

On 29 June 2006, the International Lease Finance Corporation (ILFC) and Aeroméxico announced that the airline will operate 3 Boeing 787 Dreamliners. Aeroméxico will lease the 5 787-8s from ILFC with deliveries scheduled to begin in early 2012, another 2 planes on lease from ILFC will be in service by 2013, and 2 more in 2014. It was originally going to be delivered in 2010 and 2011, but it was delayed for 2 years. From 2006, Consorcio Aeroméxico S.A. de C.V., the parent company of Aeroméxico at the time, was facing large debts and could not make any profits to pay them off. This forced the company to offer Aeroméxico for sale in 2007. In early October, a week-long auction was held, with Grupo Financiero Banamex competing against the Saba family. Finally, in 17 October 2007, Banamex had put forward the highest bid, and the airline was sold to the bank for US$249.1 million. In October, 2010 Aeromexico's largest competitor Mexicana de Aviacion filed for bankruptcy and was placed into administration.

2010s

Delta Air Lines, a US airline, signed with Aeroméxico for commercial alliances.

On 25 July 2012, Andrés Conesa, Aeromexico CEO announced the purchase of 10 Boeing 787-9 Dreamliner; with this, the company will become the first Mexican carrier to have this kind of equipment. In early July 2012 it was reported that the company was looking at Airbus A320 and A350, but ultimately decided on the aircraft manufacturer in Seattle. The new order is added to the package of 20 aircraft that the company had announced in 2011 and nine more Boeing 787-8 Dreamliner already provided. The delivery of the Dreamliners will begin in the summer of 2013. The total investment is US$11 billion and that includes the acquisition of 90 Boeing 737-8 MAX which will be delivered during 2018.[5][6] The airline is expected to take delivery of the first Boeing 787-8 Dreamliner in early August 2013 and will officially launch commercial service on 1 October 2013.[7]

Destinations

In an attempt to gain more worldwide presence and strengthen its network to make connections easier and more frequent, Aeroméxico has started to develop new international markets. From 2006 it started operations to Tokyo from Mexico City via Tijuana. Service to Shanghai from Mexico City via Tijuana began in May 2008.

New flights to San Jose, Costa Rica began in Spring 2010. Nonstop Tokyo-Mexico City scheduled flights began on 13 January 2010, and increased to three by March 2010. In February 2010, Aeroméxico announced a realignment of its North American network, as it said it would resume service to Atlanta in May 2010, but would delay plans to launch service to Washington, DC, which it received approval to fly to in January 2010. On 22 May 2012, AeroMexico commenced service to Washington-Dulles and the airline resumed its service to Atlanta-Hartsfield until 1 July 2012. Aeroméxico started services to Bogotá, Colombia on 5 July 2010, with daily flights operated by Boeing 737 aircraft. It also resumed operations to Montreal, Canada on 15 December 2010. It also started flights to San Salvador from Mexico City, as well as New York and Bogotá from Cancún. Also, Aeroméxico began operations to London-Heathrow on 15 December 2012, using a Boeing 767.

Codeshare agreements

In addition to SkyTeam partners (Aeroflot, Aerolineas Argentinas, AirEuropa, Air France, Alitalia, China Airlines, China Eastern, China Southern, Czech, Delta, Kenya Airways, KLM, Korean Air, MEA, Saudia, TAROM, Vietnam Airlines and Xiamen Air), Aeroméxico has codeshare agreements with the following airlines:[8]

Fleet

On 7 March 2012, the Boeing 787-8 arrived in Mexico City for promotion. As a Boeing 787 costumer, Aeroméxico's CEO, Andrés Conesa, was questioned on the routes the aircraft would serve once in Aeromexico's fleet. The airline placed 9 orders of the aircraft, which will come with the new interiors and will seat around 240 passengers. The first routes will be those from Mexico City to Buenos Aires, Santiago de Chile, Paris, Barcelona, and Tokyo nonstop. Further destinations (such as Rome, Frankfurt, Beijing or Seoul) could follow once the plane consolidates on the routes, as he said the airline intends to replace the Boeing 767-200ER with the Boeing 787-8, as the -300ER is more profitable and less restricted. He also stated there is a long term interest (2015–2020) in the Boeing 787-9 (replacing the Boeing 777). Along with these, 10 Boeing 737-8NG will arrive next year with new Sky Interiors.

The all-Boeing Mainline Aeroméxico and Aeroméxico Connect fleets consist of the following aircraft.

Aircraft In Fleet Orders
(Options)
Passengers[10] Notes
C W Y Total
Boeing 737-700 28 0 12 18 94 124 Equipped with winglets.
Boeing 737-800 19 0 16 18 126 160
Boeing 737 MAX 8 0
60
(30)
TBA
First delivery scheduled for 2018, some of these are MAX 737-9.
Boeing 767-200ER 3 0 30 0 144 174 Equipped with new "Minipod" seats Premier Class
XA-JBC painted in SkyTeam livery.
Boeing 767-300ER 2 2 30 0 164 194 Equipped with new "Minipod" seats Premier Class
Equipped with Winglets
Boeing 777-200ER 4 0 49 0 228 277 Equipped with new "Minipod" seats Premier Class and integrated AVOD in both classes
Boeing 787-8 3 6 32 0 211 243 First delivery: 16 August 2013.[7] EIS: 1 October 2013.[7] Will replace the Boeing 767-200ER in 2016[11]
Boeing 787-9 0 6
(4)
Ca. 280
Will replace the Boeing 767-300ER in 2016
Total 58 75 (34)
  • Aeroméxico was one of the McDonnell Douglas MD-83 and MD-87 launch customers, until the mid-2000s the MD-80 was the airline's workhorse. Aeroméxico operated up to 70 DC-9/MD-80's at the same time, but retired in 2004–2009 (The MD-80's last revenue flight was in 2009).

Retired fleet

Subsidiaries

Former Subsidiaries

Incidents and accidents

Aeronaves de México

  • 26 March 1954 near Monterrey, México.
  • 2 June 1958 near Guadalajara, México.
  • 19 January 1961 in New York, New York (
  • 13 August 1966 near Acapulco, Mexico
  • 24 December 1966 Lake Texcoco, Mexico
  • 12 June 1967 near La Paz, México.

Aeroméxico

  • 20 June 1973 near Puerto Vallarta, Mexico
  • 2 September 1976 Leon/Guanajuato-Del Bajio(BJX)
  • Aeromexico Flight 230, 27 July 1981 in Chihuahua, México.
  • 8 November 1981 in Sierra de Guerrero, México.
  • 1986 Cerritos mid-air collision, Aeroméxico Flight 498, 31 August 1986, Los Angeles, United States, (Douglas DC-9-32 XA-JED)
  • Aeroméxico Flight 250, 6 October 2000 in
  • Aeroméxico Flight 576, 9 September 2009, hijacked between Cancún and Mexico City
  • Aeroméxico Flight 002: A Boeing 767-200ER, tail number XA-TOJ, suffered a major tailstrike during takeoff at Madrid–Barajas Airport on 16 April 2013. It was a scheduled flight to Mexico City International Airport. The crew continued the takeoff and climb, leveled off and descended after pressurization issues caused the oxygen masks to drop, then entered a hold to burn off fuel and returned to Madrid for a safe landing about 90 minutes after departure. there were no injuries or fatalities. Only two flight attendants were treated for minor injuries and panic attacks. The aircraft was apparently damaged beyond repair. An Air Europa A330-200 (EC-JPF, Flight 71 to Caracas, Venezuela) suffered a punctured nose gear tire by running over the debris left over from the 767 during takeoff. It also returned safely with no injuries[25]

See also

References

External links

  • Official website (English)
  • Official website (Spanish)
  • Aeroméxico (old site) (Archive)
  • Aeroméxico (old site) (Spanish) (Archive)
  • Consorcio Aeroméxico (Spanish) (Archive)
  • Aeroméxico Fleet Detail
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