Thursday, May 28, 2020

Istanbul Atatürk Airport Departure Board, December 2017

Continuing from the previous post, some nine months and 12 hours later, the same departure monitor screens inside the Turkish Airlines lounge at Istanbul Atatürk Airport, showing the bank of midnight flights across the globe, with nearly as much activity as in midday. As at all hours, home town flag carrier Turkish dominates the schedule, again challenging even the geographically astute by linking to such unusual and far-flung destinations as Antananarivo, Kabul, Ufa and Seychelles. Turkey's other airlines make an appearance, with Onurair flying to Nalchek in the Russian Caucuses at twenty past 12AM, and the now-defunct AtlasGlobal with a delayed take-off to Baghdad.  

There are several regional rarities that make an appearance, including Turkmenistan Airlines to Ashgabat (here spelt Ashgabad) as was featured on the Timetablist last month. The rather sketchy SCAT Airlines takes off for the uranium town of Aktau on the Caspian Coast of Westernmost Kazakhstan at ten til 2AM. 

The destination most frequently listed in this time block is Tehran's Imam Khomeini Airport, listed 5 separate times, not only via Turkish at 11:45 but also Iranian carriers Aseman Airlines ("EP"), ATA Airlines (noted with the code "TBZ" as the very first entry) and Zagros Airlines at 2AM (also referred to with its longer ICAO code "IZG"). Since this time, according to the usually-reliable tables at Wikipedia, both ATA and Zagros no longer fly this route, nor indeed maintain a base at IKA altogether, shifting to solely domestic operations at Tehran's older secondary airport, Mehrabad International. 

One last mystery on the board are the two Egyptair flights MS9306 to Baku at 1:35 and MS9360 at 1:40 to Tokyo-Narita. They're frequent enough to be logged but what are these? Charter flights? 

Wednesday, May 27, 2020

Istanbul Atatürk Departure Board, Late March 2017

The mid-day departure board at Istanbul's Atatürk Airport on one of the last days of March, 2017. The home base of Turkish Airlines before its move to the new airport last year, the monitor is dominated by the airline, which serves more cities than any other airline in the world—and thus connected Atatürk to some unusual destinations, such as the North African cities of Algiers and Constantine, Algeria and Misrata, (here shown with the alternative spelling "Misurata") in Libya. Turkish also has grown an impressive presence elsewhere in Africa: Libreville, Lagos, and Accra are all shown on the schedule.

As has been discussed in the previous posts from this month, there is a plethora of flights to eastern Europe and Russia, both by Turkish and by other airlines—here we see Minsk and Tblisi, but also Lvov at 15:00, which was operated by AtlasGlobal's subsidiary, Atlasjet Ukraine before the whole operation went bust as detailed in the previous post. Just after it in the same time slot, Air Moldova departs for the capital, Chisinau. Other airlines on the board include Egyptair to Cairo and Royal Jordanian to Amman, as well as Qatar Airways to Doha. Singapore Airlines' flight at 1:30pm to Singapore has been cancelled.

Tuesday, May 26, 2020

AtlasGlobal Destinations, January 2018

A somewhat strange, translucent adverting stand placed in the lower level of the (now closed) Istanbul Ataturk Airport—one of those disappointing, low-ceilinged basements waiting rooms where travelers await the chaotic stampede of board-by-bus to the remote stand. 

As unappealing as the room is, it is not very much improved by plexiglass box obstructing the flow of passengers to the gate. But at least it is adorned with interesting stickers: Bishkek, Lviv, Kharkov, MakhachalaNizhnekamsk, Tbilisi, Zaporizhia—even an astute geography buff could be stumped. Turkish low-cost, leisure airline AtlasGlobal specialized in regional flights across the Black Sea and Caspian region.

This, it seems, would be the high-point of AtlasGlobal, which always sounded a bit more like an industrial conglomerate than an air carrier. The airline faltered in the year following this photo, temporarily halting all flights, only to attempt a limited relaunch in early 2020 which only lasted until February of this year.

Sunday, May 10, 2020

Azerbaijan Airlines Timetable, 2016 (Post 2 of 2)

Continuing from the previous post, the second page of Azerbaijan Airlines's inflight magazine shows the airline's pair of domestic routes, from Baku to Ganja, (Gəncə in Azeri) the country's second largest cityin the northwest, and Nakhchivan in Autonomous exclave, separated from Azerbaijan proper by part of Armenia. The two secondary airports are connected to each other  as well, and there is a twice-weekly service to St. Petersburg. The only other service not asterisked as a non-codeshare flight is the twice-weekly Baku-Minsk service. Today, the airline still connects to both domestic cities to Baku's Heydar Aliyev International Airport. 

Azerbaijan Airlines Timetable, 2016 (Post 1 of 2)

Another page from the back of the Azerbaijan Airlines in-flight magazine, which publishes the state carrier's entire schedule—somewhat rare for an airline seat-back pocket. 

The schedule here shows a regular roster of flights to major European airports—once- or twice-weekly services to Barcelona, Berlin, Milan, and Prague, as well as more frequent flights to London (with one of the airline's widebody Dreamliners), Paris, as well as twice-weekly service to Tel Aviv and a flight to Dubai each morning. Elsewhere in Asia is the mid-night service to the Caspian oil town of Aktau, two hours away in Kazakhstan, via an Embraer E190, and the great eastern route: the thrice-weekly B787 Dreamliner service to Beijing. This is complimented by the airline's premier service, the Dreamliner's transatlantic long-haul to New York-JFK.  

Saturday, May 9, 2020

AZALJET Timetable, 2016

This may be one of the only timetables published of AZALJET, the low-cost leisure division of AZAL Azerbaijan Airlines, which was announced in February 2016 but folded in to the mainline operations barely a year later. 

AZALJET focused on two regions: The CIS region, especially Russia, including the critical trunk routes of Moscow (interestingly both Vnukovo and Domodedovo airports) and St. Petersburg, as well as Kiev and Lviv in Ukraine; Kazan, the capital of Tatarstan, along with Mineralnye Vody, a city of 75,000 in Stavropol region of the Caucasus Mountains which is the last main town on the rail line between Russia and Baku, and makes its Timetablist debut here. 

The second set of routes connects to other regional cities including Tblisi, Georgia and Tabriz, the northwesternmost Iranian city that is almost more Azerbaijani than Persian. There are also a half-dozen Turkish cities, including the important routes to Ankara and Istanbul as well as Mediterranean leisure destinations such as Antalya, Bodrum, and Dalaman

The distinction between the main carrier and this low-cost unit was always quite blurred; there was hardly enough time to distinguish the two before AZALJet was closed down. This is reflected in the fleet listed in the right-most column: most flights are with A319s and A320s but there is the occasional B757 to Bodrum and Antalya, two flights per each weekday is operated with a B767, and even an A340 flies on one of the weekly rotations to Antalya until the end of August. 

Friday, May 8, 2020

AZAL Azerbaijan Airlines Network, mid-2016

Following on the previous post, by staying in the trans-Caspian region: here is the route map of another post-Soviet, Central Asian flag carrier, Azerbaijan Airlines, a rather convoluted web of polychrome routes, four different color markers for barely three dozen destinations including an array of code-shares.

Ignoring the third-party services, there are the main line routes themselves—labeled AZAL, the alternative acronym for the state airline—in a dark purple, an eclectic roster of cities across three continents, including, Barcelona, Berlin, Milan, Minsk and Prague in Europe to Dubai and Tel Aviv in southwestern Asia and distant Beijing in the east, shown in an inset at right. On the left, the pride of the operation, the non-stop Dreamliner flight from Baku to New York-JFK, which was almost axed last year.

In red are the leisure destinations of the short-lived AZALJET division, mostly to Aegean Turkey including Istanbul, Izmir, Bodrum, Dalaman, Antalya and Ankara, as well as Aktau, Kazakhstan, Tblisi, Tehran, Kazan, Lviv and Kiev. This unit only existed for barely a year, from March 2016 to 2017, before being folded back in to the central operations. 

Thursday, April 30, 2020

Air Astana: Nine Times Weekly from Dubai to Almaty, late 2019

A print advertisement for the Kazakhstani flag carrier, Air Astana, promoting the airline's ample schedule of services from Dubai to Almaty, the country's business hub and former political capital. The text also mentions 5 weekly flights from Dubai to Astana, the country's newer capital, built in the late 1990s and early 2000s in the central steppes of the vast Central Asian nation with landmarks by Norman Foster. More recently,  the capital was renamed Nur-Sultan in early 2019 in honor of the country's long-time dictator leader who retired—resulting in the curious circumstance that the state airline will continue to use the older name, which it had originally adopted to promote the new capital (itself named for the crown of a traditional Kazakh hurt) when it was built,  while the city itself is no longer called Astana. 

At the bottom of the paragraph of text, a few other destinations are listed to promote Air Astana as a regional connector: the regional capital Atyrau, as well as Shymkent, Tashkent, capital of neighboring Uzbekistan, Moscow, and Dushanbe, Tajikistan. 

The editorial board of the Timetablist has taken the situation under review, and in keeping with long-standing policy, is debuting the tag Nur-Sultan, while continuing to also use the separate tag Astana for ease of reference. New guidance is always issued at the Keywords Note, should there be any changes. 

Saturday, April 25, 2020

Turkmenistan Airlines: Route Map, c.2016

This rather incredible specimen is featured on the non-official website of Turkmenistan Airlines—or at least one of the most prominent, as there is apparently more than one...which is in a way helpful, as the flag carrier of the Republic of Turkmenistan seems to lack an English language presence on the worldwide web

Despite this curious lack of official online connectivity, Turkmenistan Airlines does spread its gloriously evergreen-accented fleet across Asia and Europe, as seen here on this odd warp-grid projection which appears to converge at 0º Lattitude 0º Longitude, cut off at the bottom-left. 

Other than this Dr. Strangelove-sound-studio meets 2004 internet aesthetic, the route network itself is is also a bit skewed, with different cities in larger and smaller typeface at random, "Pekin" Minsk, Moscow and Frankfurt seem important, Amritsar, Donetsk, Istanbul and Lviv somehow less so. This usual airline shows up in a few unexpected places, especially its farthest western reach, "Birminghem," which does not see very much foreign metal, nor does it seem to possess a Central Asian community of any size, yet has apparently captured a segment of the Midlands-to-India market

These route maps appear to have preceded that episode, as there is some reporting that the network shifted more recently: Ankara and Kuala Lumpur were intermittently added  while London and the several Ukrainian cities have all been dropped, while the most recent development has been a new service to Jeddah utilizing the carrier's pride-of-fleet B777-200, but this has been delayed under the present circumstances. 

Sunday, November 24, 2019

British Caledonian Schedule, 1977

A few pages from the timetable of British Caledonian Airways in 1977, demonstrating the breadth of its reach at the height of its operations, reaching on its own metal to Banjul while codesharing extensively with Air Afrique, Air France, and UTA Overseas French Airlines to Abidjan, Abu Dhabi, Bangui, and Baghdad with other connections to Bangkok and Bahrain on other carriers such as Singapore, KLM, Qantas, Gulf Air, and Thai Airways. The flight to Barbados is a rare bit of history: IQ2/IQ4 was a Martinair Holland DC-10 flying for the old Caribbean Airlines
Interspersed vintage black-and-white sketches give a flavor of the High Classic Jet Age, while an in-page advert feature's the airlines cargo operations. 

Wednesday, September 25, 2019

Arrivals at Tirana Mother Teresa Airport, August 2017

All's rather quiet at the main international airport in Albania, Mother Teresa in Tirana, the capital. The mid-afternoon bank of flights is a mix of scheduled flag carriers such as Austrian from Vienna, Air Serbia from Belgrade, and ČSA Czech from Prague, and a smattering of charters from Prague, Venice and Bratislava.

Monday, September 23, 2019

Aviogenex System Route Map, c.1989

An undated route map, found in a dusty display on the upper level of the Aeronautical Museum of Yugoslavia on the grounds of Aerodrom Nikola Tesla in Belgrade, Serbia. A conventional map of Europa is overlaid with the red lines of the complete Aviogenex system during the Yugoslavian airline's prime. Although a subsidiary of the Belgrade-based Generalexport conglomerate (as the map prominently notes at the bottom), the leisure airline's impressive array of coverage emanated out of the Croatian coast, with the largest bases at Pula in Istria, and Split and Dubrovnik in Dalmatia, marked by large red bullseyes around their place names. Other large stations at Zadar and inland at Zagreb and Ljubljana and what looks to be Titograd (today Podgorica, Montenegro).

From here, the red-striped Aviogenex jets plunged further south across the Mediterranean from Algiers to Benghazi to Beirut. A single branch outward from Zagreb splays outward and off the map (to what is probably Aqaba, Jordan) and turns northeastward to spread to Leningrad, Helsinki, and Oslo.

Aviogenex was even more impressive in northwestern Europe, with intense coverage of Germany, France and especially the British Isles; the home hubs had to been repeated at the mouth of the English Channel underneath Ireland to adequately show the web of connections to 16 cities, including  not just Birmingham and Leeds (as with the rest of the map rendered in Croatian Latin script, here spelled "Lidz") but many smaller airports such as Cardiff, Bristol, Bournemouth and Norwich, and what appears to be Kirkwall Airport in the Orkney Islands, which even today in the great Thomas Cook package tour era of cheap charters is not connected to the Canaries or Balearics, much less Montenegro.

This is reflective of the enormous popularity of Yugoslavia as a British tourism destination in the 1980s, when it was even more popular than Spain and Yugotours was one of the UK's most popular tour agencies, which all declined with the 1990s break-up and war. While Aviogenex was not a victim of this catastrophe, it was shadow of its former self and limped along until 2015, meeting its demise just before the latest explosion in Adriatic leisure aviation.

Wednesday, January 17, 2018

Arrivals at O.R. Tambo, August 2017

A mid-day Arrivals board for O.R. Tambo from a week or so after the previous posts, showing an all-African schedule at the continent's largest airport. Most are operated by hometown carrier South African Airways, and most flights are from the southern African region; indeed, the schedule represents almost every nation in the SADC league, with Gaborone, Botswana appearing three times, from the first, third, and second-to-last flight. Air Botswana operates that third flight, as well as one before it to remote Francistown.

There are other regional connections from Maseru, in Lesotho, the nation that is famously completely surrounded by South Africa; other nearby capitals of almost every other country that borders South Africa Maputo, Windhoek, Blantyre, and Lusaka flights by SAA, and a rare Air Zimbabwe flight from Harare is unsurprisingly delayed. Further afield, there is the trans-ocean service on Air Mauritius arriving just before noon.  The more distant continental connections are the ubiquitous rivalry of Kenya Airways from Nairobi, Ethiopian from Addis Ababa, and Fastjet from Dar Es Salaam—that low-cost start-up's longest route. 

Tuesday, January 16, 2018

International Departures from O.R. Tambo Airport, July 2017 (2)

An update of half an hour from the last post: the Asian long-hauls of Emirates and Singapore are delayed, while Qatar Airways is leaving on time for Doha. Ethiopian seems like it may not make it out on schedule, as the gates still open 25 minutes prior to pushback.

Another block of near and far intra-African flights on South African Airways has filled up the 3-4PM block: Maseru, Lesotho; Lagos, Nigeria, Douala, Cameroon, Maputo, Mozambique, Nairobi, Kenya, and Manzini, in Swaziland. After that, an Air Botswana short-hop to Gaborone (see also this post from the previous week). 

Monday, January 15, 2018

International Departures from O.R. Tambo Airport, July 2017

Staying at the southern end of Africa, a schedule of three hours worth of international departures from O.R. Tambo International Airport in Johannesburg, the busiest airport on the African continent. The board is dominated by hometown carrier South African Airways, with flights to Walvis Bay and Windhoek, both in Namibia; Lusaka, and Livingstone in Zambia; Dar Es Salaam in Tanzania and Entebbe in Uganda, as well as the final flight shown, to Harare, about two hours after Fastjet's flight to the Zimbabwean capital. 

Indian ocean airlines are also seen here: Air Mauritius and Air Seychelles leave ten minutes apart. Ethiopian Airlines connects to Addis Ababa. 

Thursday, January 11, 2018

Air Namibia: Windhoek—Gaborone—Durban, August 2017

Staying with Namibia, as from the previous post, here is a floor banner advertisement at the check-in desk of Sir Seretse Khama International Airport in Gaborone, Botswana, seen in August 2017. Air Namibia is trying to make its lemon into a grapefruit, offering a convenient option connecting their own capital and that of their neighbor with South Africa's tertiary city—what is surely still a thin route. Almost all of Gaborone's air traffic routes through the short hop to the megacity of Johannesburg. 

Wednesday, January 10, 2018

KLM: New service to Windhoek, October 2016

The recent coverage of KLM's long routes plunging down across the African continent to Johannesburg is relevant to this development from late 2016: the somewhat surprising move by the Dutch Airline to extend its formerly-lucrative AmsterdamLuanda service to Windhoek, Namibia. Here a travel agency in the center of Nice, France, advertises the news with a plain paper printed notice in the shop window just a few weeks after the public announcement.

Monday, January 8, 2018

Iberia Network, c.1968

Reminiscent of the mid-century route map of KLM posted earlier this month, this fascinating and somewhat confusing postcard, showing Iberia's entire route system, is dated to 1968 but seems a relic of even earlier years, given its semi-medieval, hand-painted style, especially the Gothic lettering of "Mare Oceanum" set vertically on the spine of the Atlantic Ridge. It is featured for sale at this website.

The anachronism is further enhanced by the curious and highly confusing use of older names for the destinations: Nouadhibou is still shown as Port-Etienne, Dakhla in Western Sahara is referenced as Villa Cisneros, and Malabo, capital of Spain's only sub-Saharan colony, is listed as Santa Isabel, which connected to the metropole of Madrid and the large station at Las Palmas, in the Canary Islands, and which has local links to mainland Bata and to Douala, in Cameroon, which is spelled with a "V" as if carved in marble. 

The mysterious is "La Guera" which today can be found almost nowhere on any maps or airline schedules. Friends at Airline Memorabilia note that this was once an outpost in Spanish Sahara, now a ghost town. It is interesting to juxtapose this item with an Iberia route-map advertised twenty years later

The barbell-style route system is focused, naturally, on Madrid, with feeder routes to the capitals of Western Europe,  and which appears to have non-stops to Rio de Janeiro; the hub at Tenerife likewise has a non-stop to South America, reaching landfall at Montevideo; the network then extends across the southern cone to Sao Paulo, Buenos Aires, Santiago and upward to Lima, then Bogotá, then Caracas, where the route turns back to the Iberian peninsula or up to the Caribbean basin at San Juan.

Saturday, January 6, 2018

KLM Route Network, 1982.

Zooming ahead several decades from yesterday's post, a circuit-board cartography shows the six-continent, circumnavigational system of KLM. Reminiscent of the powerful, dynamic abstractions of Lufthansa's famous spinnernetz Streckenatlas of the same era, the Royal Dutch route network is simplified into web of trunk routes, yielding only general information of the intercontinental connectivity performed by the carrier. Likewise, the continents are represented with mind-bending liberties; Alaska and South America in particular bearing only slight resemblance to their true shapes. The top portion of the literature shows four of KLM's ultramodern jetliners, especially the flagship B747-200Bs, DC-8s and DC-10s. 

It is always remarkable to look back at the route maps of European flag carriers in this era, when more African capitals were served than American cities. Like many of those state airlines of the early jet age, KLM linked Europe to South America via the western edge of Africa, with Casablanca, Tangiers, and Freetown linked together in a right angle which continues on to Monrovia, Accra, Lomé and Lagos, making a northward left at Kano. A single line shoots off of Morocco for Rio de Janeiro, São Paulo, Montevideo, Buenos Aires, ending at Santiago (nearly identical to Iberia's route shown in the previous post). Today, KLM still serves all of these Mercosur cities, except for Montevideo. 

An eastern route crosses the Mediterranean to Cairo, onward to Khartoum, with an elbow passing through NairobiKilimanjaroDar Es Salaam to end at Johannesburg. To this day KLM still flies to these three east African cities; indeed, KLM is the only European airline to fly to Kilimanjaro, but sadly and surprisingly, Cairo has been terminated, as was Khartoum. 

Friday, January 5, 2018

KLM: The African Routes, 1955

In looking back at the once-prominent role of Kano in trans-Saharan aviation, here we look back at the pre-jet age, when KLM stretched just a few routes across the vast African continent. In this detail from the airline's route map in about 1955, the AmsterdamRome—Kano—Brazzaville—Johannesburg spine stretches down the center, a line which was featured far back in the early days of The Timetablist. 

In the east, a bundle of routes pin at Cairo, with a single line appearing to run down to Khartoum. On the left side of the map, red lines bunch at Lisbon, where two split off, one seeming to stop at Sal in Cape Verde before heading to the northern coast of Brazil, while a second hugs the mainland, changing course slightly at Dakar, likely for Rio de Janeiro.

Tuesday, January 2, 2018

Nigeria Airways, May 1979, 2 of 2: Detail of Domestic Network

A detail of the previous post, shown the domestic network of Nigeria Airways in May 1979; a barbell system with poles at Lagos in the south and Kano in the north. 

Monday, January 1, 2018

Nigeria Airways: The Right Connections for Nigeria and West Africa, May 1979 (1 of 2)

Having now extensively reviewed the myriad airlines of contemporary and recent Nigeria, this New Year's Day we look back almost forty years to the era of the Winged Elephant, when the green-striped jets of Nigeria Airways ruled the skies.

Similar to previous features on The Timetablist, the national carrier was seeking the discerning eye of the Air Transport World reader in May, 1979, boasting of its "luxurious DC10," to "the nerve center of business in Africa," Lagos, but also throughout West Africa, as is helpfully shown in the route map at lower left.

What is today an aviation market arranged around the twin poles of Lagos and Abuja was, before Abuja was realized, organized between the southern hub of Lagos and the northern gateway of Kano, from whence intercontinental flights crossed the Sahara to European metropoles, including Rome and Amsterdam, but likewise eastward to the Middle East; the Kano—Jeddah link was recently revived but in those days the operation had the somewhat unusual final termination point of Karachi. A sort of code share, presumably on Egyptair, linked Cairo—Athens. Note also the cross-border link from Kano to Niamey, Niger. 

There was a second non-stop to London from Lagos, but mostly this was the start of the coastal routes along West Africa's edge, CotonouLoméAccraAbidjanMonrovia, where the widebody headed nonstop for New York JFK, while the smaller elements of the fleet linked FreetownBanjulDakar and back in a minihub. There was a nonstop from Lagos to Douala, and also a connection to southeastern Calabar, as well as flights to Libreville and Nairobi. 

Sunday, December 31, 2017

Chanchangi Route Map, c.2010

This item from the dusty archives of The Timetablist's dusty archives is an undated relic of the low-graphic era of a decade ago, when Chanchangi Air Lines was a means of travel within Nigeria. The 8-bit emblem of the airline and the card-deck zoom-in of the map of Nigeria further limit the sophistication of the visual message. 

Unlike the previous post, Yola was not served, but Port Harcourt and Kaduna apparently were, including an especially short hop between Abuja and Kaduna. 

Saturday, December 30, 2017

Chanchangi Air Lines: Abuja—Yola—Lagos, c.2012

After having considered the curiously named Med-View, Air Peace, and IRS Airlines, The Timetablist now introduces yet another chapter in the colorful and strange modern history of Nigerian commercial aviation by premiering Chanchangi Air Lines, which seemed to have existed from around 2003 to about 2012, although this odd, blurry social media graphic was posted in August 2013 to the airline's now quiet Facebook page.

The airline's Wikipedia article details its regional ambitions, but by the time the social media era came into full swing, the airline seems to have only served Abuja, Lagos, and Yola, the latter being the commercial airport closest to the carrier's founder's home village, for which the airline was named. 

Med-View Airline: New Service from Lagos to Dakar and Monrovia, December 2017

As much as Med-View has intercontinental ambitions, in presuming the mantle of "the Airline of Nigeria," it was taken on a network and route strategy very similar to previous air carriers from Nigeria such as Arik, going all the way back to the original Nigeria Airways.

As recently shown in these social media posts, Med-View has launched services along the West African coast, from Lagos to Monrovia (via Accra, of course), which is shown here in a gloomy, off-centered image of the city's squat legislative building; and all the way up to Dakar, where a gorgeous photo of Gorée Island references DKR, the old Yoff airport, which closed this same month. All flights to the Senegalese capital have since shifted to the brand-new Blaise Diagne International in distant Diass.

Friday, December 29, 2017

Med-View Airline: Lagos to Dubai, November 2017

At the same time Kano—Jeddah flights were launched, another destination that Med-View Airline has successfully reached is Dubai, one of the golden jewels of prestige destinations for African airlines. However, more recently Med-View has mysteriously announced a temporary suspension of the service

Wednesday, December 27, 2017

Med-View Airline: Lagos to Jeddah, November 2017

An enticing picture of the corniche of Jeddah glows from Med-View Airline's social media accounts a year on from the previous post. However, Med-View does not serve Jeddah directly from Lagos; instead the connection is KadunaKanoJeddah, resurrecting Kano's former role as the northern international gateway for all of Nigeria

Supplementally confusing is the city list at the bottom; while the destinations listed there are among those Med-View serves, several of them (Enugu, Ilorin, Owerri, and Port Harcourt) including many of the more ambitious (Baltimore, Houston, Johannesburg, Lisbon) are not served by the airline, and no plans have been announced. This, too, is reminiscent of earlier episodes in Nigeria's airline history. 

Tuesday, December 26, 2017

Med-View Airline: Lagos to London, November 2016

Med-View Airline boasts of its long-haul operations, specifically its thrice-weekly flights from Lagos to London-Gatwick, shown here in a social media post from November 2016, with the skies over Westminster appropriately stormy. At lower left, the dark room of Portcullis House makes the tricolored schedule a bit challenging to read, and its not clear if the times listed are departure times, which would make them day flights. 

Saturday, December 23, 2017

Med-View Airline: Commencing Two New Flights, September 6, 2013

Continuing with a survey of the changing landscape of Nigerian air carriers, The Timetablist features MedView Airline here for the first time. Styled as Med-View on the side of its growing fleet of aircraft, like many of the other upstarts, started recently but has been fast-expanding into the vacuum left by the near-fatal collapse of Arik Air.

Med-View has recently emerged as Nigeria's de-facto flag carrier, listing on the country's stock exchange in July and launching prestigious Dubai and London connections formerly operated by Arik, (although the London flights are merely to Gatwick and the Dubai routes have since been shifted to seasonal services). Indeed, the airline now festoons "The Airline of Nigeria" on its cheat-line.

Before that push, Med-View began as a domestic carrier, as shown above on this graphic from four years ago, although it's not entirely clear if the airline is stating that the new routes from September 2013 are Port Harcourt to Abuja and Lagos to Enugu

Thursday, December 21, 2017

IRS Airlines Advertisement, c.2007

If Arik Air doesn't offer the right route or a convenient schedule, the Nigerian air traveler's next option, at least a decade ago, might have been the reassuringly named IRS Airlines, which is even more non-Nigerian and strangely American in its livery, with a red-white-and-yellow emblem in the shape of an eagle's head, like a rejected US Postal Service logo, as seen on this magazine advertisement from about ten years ago, which marks the premier of this airline on The Timetablist.

What is not so reassuring is that the airline's Facebook Page has not been updated since 2011, and the airline's website isn't loading. Who knows where the initials came from, but at one point this curious carrier linked much of northern Nigeria, including Kano, Kaduna, Maiduguri, Sokoto, and Yola with Abuja and Lagos as well as southern cities like Benin, Port Harcourt and Owerri.

Wednesday, December 20, 2017

Dana Air Destinations, 2017

Down is up in this social media graphic from Dana Air, which at least seems to clarify its exact route network, although somewhat upside down, as Lagos is in the south, Abuja in the north, and Uyo in the far southeast. Based on this, it seems impossible to fly non-stop on Nigeria's trunk route, the air bridge between the capital Abuja and the commercial megacity, Lagos, unless this flow-chart is merely stylistic and doesn't, in fact, reflect the airline's operations. 

Tuesday, December 19, 2017

Dana Air Destinations, 2017

Continuing from the previous post, another social media graphic from Dana Air, showing its "daily flights" between 5 Nigerian cities: Abuja, Lagos, Port Harcourt, Uyo, and Owerri.