List of aircraft and types of aircraft used by Swissair
This article covers the aircraft and types of aircraft used by the former airline Swissair .
| plane | number | from | to | Remarks |
|---|---|---|---|---|
| Fokker VII a | 1 | 1931 | 1950 | The machine was in service in Europe between 1931 and 1950. Initial enrollment CH-157. The Fokker F VIIa came to Balair as CH-157 in 1927 and to Swissair in 1931. It was initially used mainly on the Dübendorf - Le Havre - Cherbourg mail route. 1933 Replacement of the 420 HP Jupiter engine for a 500 HP Wright Cyclone. 1934 new matriculation HB-LBO. In the winter of 1938/39, the 720 HP Cyclone Reserve engine of the Clark HB-ITU, which had an accident on Rigi in 1936, was installed, the rear spur was replaced by the Clark's rear wheel and the main wheels were fitted with Palmer brakes, and the 8 passengers wicker chairs with 10 new seats were replaced. 1939–1948 school, round and whooping cough flights. 1948 to Farnerwerke Grenchen. Decommissioned in 1950 and stored in the Bider Hangar in Bern-Belp. Restored in 1966 by the Fokker team. Exhibited in the Swiss Museum of Transport since 1972 |
| Fokker VII b | 8th | 1931 | 1935 | three-engine version, adopted by Ad Astra Aero and Balair; CH-193 burned down in 1931 during refueling at Paris Le Bourget ; CH-192 was sold to the Abyssinian government in 1934 and transferred to Addis Ababa ; HB-LAK 1935 dismantled for spare parts after an emergency landing in Promasens ; the remaining five machines were sold to the Italian Ala Littoria in 1935 |
| Dornier Mercury | 2 | 1931 | 1931 | taken over by Ad Astra Aero; but were never used in line operations |
| Messerschmitt M18 d | 1 | 1931 | 1938 | had used a special device for aerial photographs, primarily for sightseeing, alpine and special flights |
| Comte AC-4 | 1 | 1931 | 1947 | taken over by Ad Astra Aero, primarily used for sightseeing, alpine and special flights. The first series-built aircraft in Switzerland and also the oldest aircraft still in flight in its original condition in Europe. Because of her good-natured flight characteristics and the closed cabin, she was nicknamed "Gentleman". Was sold to a private person in Germany in 1947. Swissair bought the aircraft back for the upcoming 50th anniversary in 1981 and was registered as HB-IKO. From 2002 owned by SR Technics . Since then as a gift in the Swiss Museum of Transport, Rain LU warehouse |
| Lockheed 9 Orion | 2 | 1932 | 1936 | fastest airliner of its time; both sold to the Spanish government , were used in the Spanish Civil War |
| Clark GA-43 | 2 | 1934 | 1936 | first all-metal aircraft in the Swissair fleet; first aircraft with radio intercom; ten passenger seats; HB-LAM was sold to the Spanish government in 1936 and was used in the Spanish Civil War; HB-ITU had previously been lost in a crash on the Rigi |
| Curtiss AT-32C Condor | 1 | 1934 | 1934 | first double-decker in the fleet with 15 passenger seats and operated for the first time with a flight attendant ; Crashed after just three months of work in Wurmlingen |
| Douglas DC-2 | 6th | 1935 | 1952 | built under license from Fokkerwerke ; Space for 14 passengers; first aircraft in the fleet with a soundproof cabin; HB-ITI had to be written off after a crash landing in Dübendorf. HB-ISA was sold to Spain in the same year and flew for Iberia and the Spanish Air Force; HB-ITA was destroyed after a crash in France in 1939; HB-ISI was destroyed in Stuttgart in 1944 after a bomb attack. The remaining two machines (HB-ITE and ITO) were last used for sightseeing flights and sold in 1952 to the South African Phoenix Airlines |
| Junkers Ju 86 B-0 | 2 | 1936 | 1939 | 10 passenger seats; originally equipped with Jumo diesel engines; HB-IXI retired from the fleet after a crash landing in August 1936 and was replaced by HB-IXE, which was later equipped with new BMW engines; with new matriculation HB-IXA written off after the crash in July 1939 |
| De Havilland DH.89 Dragon Rapide | 3 | 1937 | 1954 | twin-engine biplane for six passengers; first British aircraft in the fleet; taken over by the East Swiss Aero Society. Was mainly used as a liaison aircraft, for smaller material transports and for sightseeing flights |
| Douglas DC-3 | 16 | 1937 | 1969 | 21 passenger seats in 2/1 seating, expanded to 26 after the introduction of the tourist class. The first two machines were shipped to Cherbourg in June 1937 and then flown over to Switzerland. The HB-IRO, acquired in 1938, was first equipped with a wing deicing system. The first two machines were retrofitted with more powerful Wright-Cyclone G-102-A engines in 1938 . HB-IRU was sold to A / B Aerotransport in 1940. After the World War, two brand-new machines (HB-IRB and IRC) and three Dakotas with type designation C-47-B-5-DK were taken over from the American army (HB-IRD, IRF and IRG). Four more Dakotas were added a little later: HB-IRL, M, N and X. The latter after the takeover of ALPAR. HB-IRD had to be sold to the Israeli Air Force in 1950 to ensure liquidity . The four oldest machines (HB-IRA, E, I and O) were sold to the USA in 1955 and flew for Ozark Airways. From the end of the 1950s, the remaining machines were mainly used for training purposes and occasionally for the shuttle service. HB-IRK crashed into Lake Constance in 1957 on a training flight between Romanshorn and Arbon . HB-IRF and G were sold to the Spanish company Spantax in 1960 . In order to relieve the technical operation, the remaining machines were serviced by a third company from 1960. HB-IRL was sold to Katanga , Congo in 1961 and HB-IRM to Morocco in the same year . The last units served as training aircraft until 1969. HB-IRC was sold to South Africa and flew for Protea Airways as ZS-FRJ. Then for Swazi-Air as a 3D ABI. Later still with the Air Force of Zimbabwe as R7310. Stopped in Harare from 1991 . HB-IRN was donated to the Swiss Museum of Transport , where it is still on display today. HB-IRX went to Ethiopian Airlines with the enrollment ET-ADC. Destroyed by fire after an explosion on May 31, 1976 in Massaua |
| de Havilland DH.98 Mosquito | 1 | 1945 | 1945 | Taken over by the Swiss Army to carry out mail flights. Was also used for pilot training. Went back to the army after the end of the war. Was originally interned by the Swiss Army after the aircraft had to make an emergency landing in Bern-Belp in 1942 |
| Douglas DC-4 | 5 | 1946 | 1959 | SR's first 4-engine aircraft with 55 passenger seats; HB-ILA, ILE, ILO and ILI were purchased brand new. First long-haul Swissair aircraft to fly across the Atlantic. HB-ILE had to be written off in 1950 after a crash landing in Sydney, NS , HB-ILO a year later after crash landing in Amsterdam. A used machine from Pan Am was purchased as a replacement in 1952 and put into service as HB-ILU. HB-ILI was sold to Syrian Airways in 1958. The last two aircraft (HB-ILA and HB-ILU) were sold to Balair in 1959. The former HB-ILA crashed a year later in the Djebel Marr Mountains in Sudan . The machine "Unterwalden" with the registration HB-ILU left Switzerland in 1969, returned briefly in 1987 and is now an airlift memorial in Frankfurt. |
| Mraz M-65 cap | 1 | 1948 | 1950 | Czech license version of the Fieseler Storch. Was used for photo and radio measurement flights. Sold to Lindt & Sprüngli in October 1950 |
| North 1000 | 1 | 1948 | 1953 | French version of the Messerschmitt ME-108 Taifun . 4-seater, single-engine liaison aircraft. Was to the Federal Aviation Authority sold |
| Convair CV-240 liner | 8th | 1949 | 1957 | 2-engine short-haul aircraft with 40 passenger seats in 2/2 seating. First Swissair aircraft with a pressurized cabin. HB-IRP, S, T and V were delivered brand new and used in European traffic from April 1949. Three other machines (HB-IRW, X and Y) were taken over by KLM in 1953 . HB-IRW written off in the following year after ditching in the English Channel. Another machine (HB-IMA) was taken over from KLM as a replacement. All machines were sold to the American Mohawk Airlines in 1956 , with two machines being leased back until 1957. HB-IMA later flew for Trans Florida Airlines. |
| Douglas DC-6B | 8th | 1951 | 1962 | designed for 69 passengers. First long-haul aircraft with a pressurized cabin. HB-IBA and HB-IBE were bought by the federal government and rented to Swissair until 1955, before they passed into Swissair's ownership; they were in use from 1951 on the parade route to New York. HB-IBE was on 10 May 1952 by a Stratocruiser the Pan Am rammed at Idlewild Airport (later John F. Kennedy International Airport) and significantly damaged and failed several weeks. The third DC-6 (HB-IBI) was put into service at the end of 1952 and was already equipped with slumberette seating and beds. Three more brand new machines (HB-IBO, U and Z) were delivered in 1953. From 1956 all machines were retrofitted with on-board radar systems. From 1960 the DC-6 were also used in European traffic. HB-IBC was sold to LAB in Bolivia in 1961 , where it crashed as CP-707 on March 15, 1963 in Peru . HB-IBZ was sold to Balair in the same year and later flew as a 9T-TLB in the Zaire Air Force . In 1962 the rest of the machines were sold: three went to Sterling Airways : HB-IBA changed hands several times afterwards - among other things, it was used as a fire-fighting aircraft in California; the last was Everts Air Fuel in Fairbanks , Alaska. HB-IBI had to be written off after a crash landing on April 13, 1963 in Copenhagen and HB-IBE suffered the same fate on December 23, 1967 at Gothenburg / Torslanda Airport. HB-IBO was initially leased to Finlantic before being sold to Olympic in 1963. HB-IBU switched to Balair and later flew humanitarian missions in the Biafra war. It was later sold to Span East Airlines in Florida, then to Lukas Air as 9Q-CVM and has been rotting in Kinshasa for years |
| Convair CV-440 Metropolitan | 12 | 1956 | 1968 | Further development of the Convair Liner with a range of around 3000 km. First Swissair aircraft with weather radar, which made it possible to identify bad weather zones early and at night and to avoid them. The engines were identical to those of the DC-6B. The first seven machines (HB-IMB, C, F, G, H, K and L) were put into service in 1956. An aircraft (HB-IMD) had an accident on a delivery flight near Shannon . Four more units (HB-IMM, N, P and R) were added in 1957. After the introduction of the DC-9, the machines were gradually sold: HB-IMC went to Martinair in 1966 , was later converted to a Convair CV-640 and sold to Redwing Airways (Century Airlines). HB-IMH was also sold in 1966 and then flew as HR-SAP, later CP-1314. HB-IMR was sold to the German Air Force in 1966 and later flew for Pan Adria (Transadria, Croatia Airlines) as YU-ADV, where it was lost in a crash landing in 1971. In 1967 the fleet was reduced by two more units: HB-IMF crashed on February 10, 1967 during a training flight at the warehouse . Like the HB-IMR, HB-IMB was sold to the German Air Force and later also flew for Pan Adria (Transadria, Croatia Airlines) as YU-ADU and later for Aero Leon in Mexico as XA-HEK; it crashed into a mountain near Oaxaca in the 1980s . The last units left the fleet in 1968: HB-IMG and HB-IMK then flew for Great Lakes Airlines as CF-GLC (later C-FGLC) and CF-GLD (later C-FGLD), respectively, the second went to Key Airlines. HB-IML first went to SAHSA in Honduras as HR-SAU, then flew for San Francisco Aervicios Aereos (CP-1332) and North East Bolivian Airways. Since then parked in La Paz . HB-IMM went to SATA , was converted into a Convair CV-640 and on July 17, 1973, after a landing accident in Tromso, it was badly damaged and scrapped. |
| Douglas DC-7C Seven Seas | 5 | 1956 | 1962 | First Swissair aircraft to enable non-stop Atlantic crossings. The first two units (HB-IBK and L) were delivered in late 1956. Two more in the summer of 1957 (HB-IBM and N) and were all already equipped with on-board radar and had novel compound engines. In 1958, HB-IBP joined the fleet as the last DC-7 ever built. After the delivery of the first DC-8, the DC-7 were also used in European traffic. HB-IBL and IBN were sold to the American Riddle Airlines in 1960 and converted into freighters. HB-IBP went to SAS (SE-CCH) in 1961, later flew for Japan Airlines as JA6306, for Spantax as EC-BBT and is now on display in El Berriel, Gran Canaria . HB-IBK was sold to SAS in 1962 and flew as LN-MOG, then as F-ZBCA for the French Air Force and is now exhibited in the Musée de l'air in Paris-Le Bourget . HB-IBM went to Riddle Airlines and was converted into a full freighter |
| Scottish Aviation Twin Pioneer | 1 | 1957 | 1957 | Leased by the manufacturer for three months to carry out feeder flights to high-altitude airfields with short runways (Zermatt, St. Moritz, Davos). Retained the English registration (G-AOEO) and therefore had the Swissair arrow instead of the Swiss cross on the stern. The aircraft did not meet the technical and economic requirements for continuous operation, which is why a purchase was not made. |
| Douglas DC-6A Cargoliner | 1 | 1958 | 1961 | HB-IBB; pure cargo plane with windowless cabin and large cargo door; mainly used in the North Atlantic. Since the DC-8 had sufficient cargo capacity, the pure cargo flights became obsolete and the machine was sold to World Airways in 1961 (N45501). Later flew as HC-ATB for Transair Cargo Services |
| Sud Aviation SE210 Caravelle | 8th | 1960 | 1971 | The first jet aircraft delivered by Swissair. The aircraft was designed for 80 passengers and intended for European and Mediterranean traffic. With a payload of over 8 t and a cruising speed of 830 km / h, a range of 2800 km was possible. The first four machines were delivered to SAS (HB-ICW, X, Y and Z) in 1960 and rented to Swissair. In 1962 the Caravelle fleet was doubled when HB-ICS, T, U and V were added. HB-ICV crashed on September 4, 1963 near Dürrenäsch. As a replacement, Air France hired a machine (HB-ICR) from 1964. After delivery of the DC-9-32, the first units left the fleet in 1969: HB-ICW went to Transavia as PH-TRO and was scrapped in 1976, with the cockpit being exhibited in the Aviodrome Museum. HB-ICY also went to Transavia as PH-TRP. Then flew for Tunis Air and was scrapped in 1975. Due to the loss of two aircraft after terrorist attacks in 1970, the remaining units remained in the fleet longer than originally planned. HB-ICS was sold to China Airlines in 1970 (B-1850) and was in use until 1979. HB-ICT also went to China Airlines (B-1852) in 1971 and crashed near the Penghu Islands on November 21, 1971 after a bomb exploded on board. HB-ICU went to Sobelair as OO-SBQ, later flew at Catair and Aerotour as F-BUFH, then until 1986 for Inter-Fret in Zaire as 9Q-CZL. HB-ICX went to Catair in 1971 as F-BSRD and then to China Airlines (B-1854). HB-ICZ went to Transavia in 1971 as PH-TRR and flew until 1975 |
| Douglas DC-8-32 | 3 | 1960 | 1967 | First long-haul aircraft from Swissair with four jet engines. Designed for 132 passengers in 3/3 seating. With a payload of 16.5 t and a cruising speed of max. 885 km / h was the range 6260 km. HB-IDA, B and C were all delivered in 1960. HB-IDB was equipped with double-flow engines (fan jets) in 1964 and was given the type designation of a DC-8-53. HB-IDC was sold to Südflug in 1967 (D-ADIR). From April 1973 she flew as HS-TGU with Thai Airways and crashed on May 10, 1973 in Kathmandu . HB-IDA also went to Südflug as D-ADIM in 1968, then to Thai (HS-TGW) and later Overseas International (N45908), Agro-Air and Aeromar (HI-435). Most recently as the HK-3178X as a freighter for LAC Columbia |
| Convair CV-880 -22M | 2 | 1961 | 1962 | HB-ICL and ICM; Borrowed from General Dynamics to bridge the gap until delivery of the Coronados for a few months and mostly used on the Asian routes. HB-ICM later flew for JAL and had an accident on August 26, 1966 in Tokyo |
| Convair CV-990 A Coronado | 8th | 1962 | 1975 | Four-engined medium-haul aircraft for 100 passengers in 3/2 seating and a range of around 6000 km; fastest airliner of its time. HB-ICA, B, C and D were delivered in January / February 1962, HB-ICE in August 1962. After extensive modifications, the type designation was extended with an "A". In 1964 another unit was added to the fleet (HB-ICF). In 1966, two more units joined Swissair, which had previously been leased to SAS: HB-ICG and H. Since the Coronados were increasingly used in medium and short-haul routes from 1968, the seating capacity was increased to 121 seats. HB-ICH was rented to BALAIR from 1968. HB-ICD crashed on February 21, 1970 after a bomb in the hold near Würenlingen. All remaining machines remained in use until the end of 1974 and were sold to Spantax (HB-ICA, E, G and H) and MBB (HB-ICB and F) in 1975 . While the latter were taken out of service shortly afterwards, the Spantax machines flew until 1984 and were then parked in Palma for years and were scrapped in 1994. HB-ICC was donated to the Museum of Transport in Lucerne in 1975 and can be viewed in the museum ever since. For this purpose, the machine was transported from Alpnach Airport by pontoon across Lake Lucerne to Lucerne. |
| Douglas DC-8-53 | 2 | 1963 | 1976 | Further development of the DC-8-32 with dual-current engines (fan jets). HB-IDD "Nidwalden" set a new world record after acceptance on October 30, 1963, by covering the Long Beach- Beirut route non-stop, setting a new record for commercial aircraft of 12,700 km. The DC-8-32 HB-IDB was also converted into a -53 in 1963. This meant that long intercontinental flights such as Zurich-New York could be flown non-stop at any time of the year and with a full payload. HB-IDD was blown up by terrorists on September 13, 1970 near Zarqa in Jordan. The remaining machine (HB-IDB) remained in use until 1976 and was then sold to SATA and later flew as LX-IDB for TAG Aeronautics, Air Algérie and Cargolux . Then for PIA Pakistan International Airlines and Biman Bangladesh . Later as 5A-DGL and 5A-DJD for African International Airlines. Most recently as N3951 for Excelair. Ultimately, the machine was scrapped in Brussels in 1984. |
| Fokker F-27 Friendship 400 | 3 | 1965 | 1972 | Operated by BALAIR on behalf of Swissair and provided with BALAIR logos. HB-AAV was acquired in 1965 to operate Bern-Belp . In 1967 a second machine was added (HB-AAW) to serve the Bern-Paris route. In 1968 a third unit was added with HB-AAX. In 1971 inland traffic from Bern was discontinued. As a result, the machines were sold: HB-AAW was sold in 1971 and continued to fly under different license plates: G-AZFD, A4O-FD (Gulf Air), AP-BBJ, A4O-FD, PH-FKT (Schreiner Airways) and D. -AELF (WDL Aviation). The other two machines left the fleet in 1972: HB-AAX later flew as G-CEXD for KLM Cityhopper ; HB-AAV as PH-KFD at NLM and then in South America as LV-WEL |
| Douglas DC-9-15 | 5 | 1966 | 1968 | Appointed as the successor to the Metropolitans for short trips. Jet aircraft with two tail engines and a length of 31.8 m, it was designed for 75 passengers and a range of 2300 km. Shortly after the first units were shipped, the original order was changed from 12 units to the stretched DC-9-32 version. HB-IFA, B and C were delivered in 1966, while HB-IFD and E joined the fleet in 1967. When the DC-9-32s were delivered in 1968, the DC-9-15 were returned to the manufacturer. HB-IFA later flew for Dominicana, was then converted into a business jet and flew for Forbes Magazine (N60FM), Westinghouse (N901B), Harrah's Club (Las Vegas) (N120NE), came back to Switzerland in 1989 and received the old one Matriculation (HB-IFA) when she flew for Executive Air Transport, back to the USA in 1995 (N120NE), later N911SY with Royal Sons Inc. and Aircraft Guaranty Corp Trustee and since then stored in San Antonio in an intact condition. HB-IFB later flew for the FAA (N119), then the machine went to the US Dep. of Justice (N813TL) where it was used as a prisoner transport. With the US Marshals Service since 1999 . In 2004 it was sold to Robinson Air Crane, which took it to San Salvador and parked it intact in Ilopango-San Salvador . HB-IFC later flew for Hawaiian and from 1970 for Aeromexico (XA-SOJ) and then for Aerocalifornia as XA-RRY before it was parked in Mojave and scrapped. HB-IFD was in use from 1969 for Air Panama (HP-505), then for Ozark, Texas International and Continental. From 1988 also at Aerocalifornia and since 2006 in Mojave shut down and dismantled. HB-IFE flew with Germanair (D-AMOR), Kenya Airways (5Y-AKX), Korean Airlines (HL7205), Hughes AirWest (N1793U), Republic Airways (N9248) and from 1986 on Northwest and flew the last on January 12, 2005 Northwest DC-9-15 service before it was decommissioned in Marana and dismantled in 2011 |
| BAC 1-11 | 3 | 1967 | 1968, 1970 | Due to delays in delivery of the DC-9-32 to bridge the gap. The first BAC 111-300 was rented from British Eagle International Airlines in 1967 , but kept the original registration: G-ATVH. This was replaced by the G-ATPK and was in use until April 1968. The former is exhibited in the Museo Nacional Aeronautico y del Espacio in Santiago de Chile and the latter has been in Benin since 1997 and is in decline. In 1970 another machine was rented for around 6 months, this time a BAC 111-500 from British United Airways (G-AWYS) which was scrapped in 2005 |
| Douglas DC-9-32 | 22nd | 1967 | 1988 | Stretched version of the DC-9-15, which was only built thanks to Swissair. The SR was thus the first to order. With a length of 36.4 m, it was designed for 95 passengers (12F / 83Y) and a range of 2700 km (1500 km with standard payload). The first machines (HB-IFF and G) were delivered at the end of 1967. 13 more units in 1968 (HB-IFH to P and R to T). Two units HB-IFX and Y) were taken over by Südflug. In 1969 three more units were added: HB-IFU, V and W, the latter being a full freighter of the type DC-9-33F. In 1970 four more units joined the fleet: HB-IFZ, HB-IDO, P and R. The longest-serving aircraft (HB-IFF) was sold to Texas International Airlines in 1976 (N3505T) and later flew for Continental , New York Airlines and Spirit Airlines and was finally scrapped in August 2000. HB-IFZ was sold to the subsidiary BALAIR in 1979 and flew for Northwest as N985US from 1988 to 2005, was parked at the Pinal Airpark and flew for the Venezuelan Aserca Airlines as YV249T and YV2445 from 2006 until it was decommissioned in 2008 and since Stopped in Caracas in 2012 . After the arrival of the MD-81, the 32er DC-9 were gradually replaced: HB-IFI and HB-IFM were sold to Texas International in 1980. The former flew as N532TX at Texas Int., Continental, Eastern Air Lines and from 1999 to 2004 for Southeast Airlines, where it was decommissioned and scrapped in St. Petersburg / Clearwater . HB-IFM also flew as N531TX for Texas Int., Continental, Eastern until it was parked in Mojave in 1999. From 2000 flew for the Venezuelan Aeropostal as YV-48C and YV142T and has been in Caracas since December 2007 . In 1981, a total of 11 aircraft were sold: 9 went to Texas International (HB-IFL, N, O, P, R, X, Y and IDR) and 2 to New York Airways (HB-IFG and S). In 1981 a total of 11 machines were sold: 9 went to Texas International (HB-IFL, N, O, P, R, X, Y and IDR) and 2 to New York Air (HB-IFG and S). HB-IFG flew as N543TX and N543NY with NY Air, from 1987 with Continental, then from 1989 to 1991 leased to Eastern Air Lines, later as N17543 back to Continental until 1999, finally with the Venezuelan LASER, where it was still in use until 2006 was. HB-IFS flew as N536TX alternately for NY Airways and Continental until 1991, then for Spirit Airlines, where it was decommissioned in Fort Worth in 2003 and transferred to Tucson for scrapping in 2004. HB-IFL flew as N541TX and N541NY for New York Air until 1987, then as N58541 for Continental, until it was parked in Victorville in 1998 and used as a spare parts donor. HB-IFN flew as N545TX with Texas Int. Until 1981, then as N545NY with New York Air and from 1987 to 1999 with Continental, then it was parked in San Bernardino and scrapped in 2013. HB-IFO first flew as N534TX for Texas Int., From 1982 to 1991 for Continental, then it was in use as N14534 and N923LG from 2000 to 2001 for Legend Airlines and finally as D2-ERS from 2007 to 2010 for Angolan Air Gemini and since 2004 closed in Luanda . HB-IFP flew as N535TX for Texas Int., Continental and New York Air, from 1997 to 1999 as N17535 for Spirit Airlines before being scrapped in Mojave in 2001. HB-IFR also flew as N537TX and N43537 for Texas Int., Continental and New York Air and was dismantled in Mojave in 2000 . HB-IFX flew as N538TX and N12538 for Texas Int., Continental, Eastern Air Lines, then as ZS-OLN in South Africa for Million Air Charter, Afrinat Int. Airlines, 1time and from 2005 for the UN ; shut down in Johannesburg since 2007. HB-IFY flew as N544TX and N18544 for Texas Int., Continental, New York Air and has been in action as YV-1122C for the Venezuelan LASER since 1999; shut down in Caracas since 2004. HB-IDR flew as N542TX and N70542 until 1990 for Texas Int. and Continental, was parked in Mojave from 1990-2000, then used until 2011 for the Aeropostal in Venezuela, since 2013 hangared in Caracas because it was intended for a museum. In 1982 HB-IFK was leased to the Spanish company Spantax and flew as EC-DQP, sold to New York Air in 1983, where it was also in use for Continental as N539TX, N539NY and N12539 until 1999 before it was dismantled in Mojave in 2000 . In 1984 the only full freighter in the fleet (HB-IFW) was sold to Airborne Express where the machine flew as the N931AX until 2003 before it was used for ABX Air until 2007 . It was then sold to the South African Stars Away International (ZS-DBH) and since February 2014 it has been in use as the HP-1813UCG for Uniworld Air Cargo from Panama as the last former Swissair DC-9. When the Fokker 100 joined the fleet in 1988, the remaining five DC-9-32s were sold: HB-IFH flew as the N982US for Northwest until 2005 before it was parked in Marana in 2005 and was cannibalized as a spare parts donor. HB-IFU was in use as N983US for Northwest until 2005, was parked in Marana but flew from 2006 as YV248T and the name "Espírito Santo" for the Venezuelan Aserca Airlines and has been decommissioned in Caracas since 2011. HB-IFV flew as N984US for Northwest until 2008, then parked in Marana and scrapped in 2011. HB-IDO flew as N988US and N986US for Northwest until 2005, was temporarily parked in Mobile Downtown before it was in use from 2006 as N215US for USA Jet Airways until 2013, then decommissioned in Detroit and deleted from the register in 2015. HB-IDP stayed in Europe and flew as G-PKBE for British Midland with the baptismal name "Excelsior Diamond" until 1994 before it was in service from 1995 as N940VV for ValuJet Airlines and as N840AT for AirTran Airways until 2003, then in Brownsville / South Padre Island shut down before being used again in 2005 as the XA-UDC for the Mexican Aero California ; has been parked in Tijuana since 2008 |
| Douglas DC-8-62 | 7th | 1967 | 1984 | Stretched version of the DC-8-53 with twin-flow engines (fan jets) and a length of 48 m. It was designed for 152 passengers (20F / 132Y) with a range of 8730 km (7500 km with standard payload). The first machine (HB-IDE) was delivered in 1967, two more in 1968 (HB-IDF and G). A convertible version (DC-8-62 CF Jet Trader ; HB-IDH) also joined the fleet in 1968. In 1969 two more machines came: HB-IDI and HB-IDK, the latter in turn being a CF Jet Trader in a combined passenger-cargo version. In 1970 HB-IDL joined the fleet. In 1976 the fleet was reduced by one unit: Jet Trader HB-IDH was leased to Balair until 1978. Then it was sold to the Peruvian Air Force , where it was used as the FAP371 and OB-1373 as a presidential aircraft. HB-IDE had to be written off on October 8, 1979 after a crash landing in Athens. With the delivery of the new A-310 and B-747 in 1983, the DC-8 was withdrawn from the fleet: HB-IDF was sold to the American Capitol Air in 1983, where it flew as the N923CL before being sold to the Canadian Nationair and when C-GMXY was in use. In between she was also used for Zambia Airways before she went to American Buffalo Airways as N924BV, which she parked in Smyrna from 1996 . From 1998 to 2001 it was used as a freighter for the Luxembourg Cargo Lion (LX-TLC) before it was leased by Silk Way Airlines from Azerbaijan . From 2003 it was parked in Ostend and later dismantled. HB-IDG also flew for Capitol (N922CL) and Nationair (C-GMXR), from 1991 to 1992 as CX-BQN for the Uruguayan PLUNA , then also Buffalo Airways (N922BV) and Cargo Lion (LX-TLB) before they left in 2001 was parked in Luxembourg and transferred to Manston-Kent, where it was dismantled in 2006. |
| Boeing 747-257B | 2 | 1971 | 1984 | First Swissair wide-body aircraft. With a length of 71 m, a wingspan of 60 m and a height of 19 m, it could carry 361 passengers (40F / 321Y) over 9100 km (7700 km with standard payload). HB-IGA “Genève” joined the fleet on January 29, 1971, HB-IGB “Zurich” on March 25, 1971. The first commercial flight took place on April 1, 1971 with the Zurich-Geneva-New York flight. In 1979 another unit was ordered with an option for a fourth, which was converted into orders for 5 B-747-B SUD (later B-747-357) the following year. In 1980 the upper deck was equipped with first-class reclining seats, so-called slumberettes . Originally a lounge with a bar was set up there for the first-class passengers, at times even a raclette parlor . In 1982 both machines were sold and leased back until the B-747-357 arrived. HB-IGA left the fleet on January 1st, 1984 and was leased as LX-SAL by Salenia to Air National and Egypt Air before it flew as N303TW for TWA and again Nation Air. In 1993 she worked as a TF-ABK for Saudi Arabian Airlines before flying again for TWA until 1998. In 1998 she worked as LV-YSB for Aerolíneas Argentinas . Stopped in Marana since 1999. HB-IGB flew as OH-KSA for National and as SU-GAK for Egyptair, then as N304TW for TWA and from 1993 as TF-ABL for Air Atlanta Icelandic where it was leased to Saudi Arabian Airlines. Was parked in Ardmore and dismantled from 1995 |
| McDonnell Douglas DC-10-30 | 14 (4 were ER versions) | 1972 | 1992 | Three-engine wide-body aircraft. With a length of 55 m, a wingspan of 50 m and a height of 18 m, it could transport 235 passengers (28F / 207Y) over 9350 km (7700 km with standard payload). The first machine (HB-IHA “St. Gallen”) arrived on December 9, 1972. Three more joined the fleet in 1973: HB-IHB, C and D. A fifth machine (HB-IHE) was added in 1974. In 1975 three more machines were taken over from the factory: HB-IHF, G and H. With the HB-IHI, a 9th machine joined the fleet in 1977. In 1980 two more units were added: HB-IHL and M, which were later converted into ER versions. The ER stood for Extended Range. In 1981, adjustable recliners known as "Sky Dreamer" were installed in First Class. In 1982, with HB-IHN and O, two brand new machines of the ER version joined the fleet, with which the range could be increased by 1400 km with a higher maximum take-off weight. These replaced the oldest units in the fleet: HB-IHA was sold to the Ecuatoriana in 1983, where it flew as HC-BKO until 1996, before it was briefly used as PP-SFB for the Brazilian VASP. HB-IHL and M have been converted to ER versions. With the introduction of Business Class, the capacity of a crew of 3 cockpits / 11 cabins was adjusted to 221 pax (22F / 63C / 136Y). The number of seats per row was 2/2/2 in the First, 2/3/2 in the Business and 2/5/2 in the Economy. Due to delays in delivery of the MD-11, a DC-10-30 was rented from SAS in 1989 (HB-IHP, formerly LN-RKA). This went to Northwest in 1991 and flew as N211NW before being dismantled in Mojave in 2007. With the retirement of the DC-10 fleet, the historical abbreviation "DC" (Douglas Commercial), which had been an integral part of the aircraft fleet since 1935, disappeared. When the first MD-11 arrived in 1991, the DC-10 gradually left the fleet: HB-IHC flew as the N220NW at Northwest until 2002, then sold to the Charlotte Aircraft Corporation where it is parked as the N220PR. HB-IHE also flew at Northwest as N221NW and was taken out of service in 2005. HB-IHF flew as N223NW for Northwest until 2006, then for ATA Airlines until 2008 and finally for World Airways . HB-IHG also flew for Northwest as N224NW, from 2007 for ATA and from 2008 for World Airways. The ER version HB-IHO went to Continental as N83071, where it was in use until 2002 before it was stored in Roswell. The last five planes left the fleet in 1992: HB-IHH flew until 2007 as N225NW for Northwest, then as N706TZ for ATA Airlines, was temporarily parked in Mojave before being used for World Airways from 2008; was dismantled in Mojave in 2010. HB-IHI flew for Northwest as N227NW until 2007 before being retired. HB-IHL flew as N226NW until 2007 for Northwest, then as N701TZ until 2008 for ATA Airlines and from 2009 as N139WA for World Airways and was badly damaged on May 6, 2009 in Baltimore / Washington International and then scrapped. HB-IHL flew as N15069 for Continental until 2002 and was then parked in Mojave. HB-IHN also went to Continental and flew as the N87070 until 2002 before being parked in Roswell |
| Douglas DC-9-41 | 4th | 1974 | 1975 | A 2 m version of the DC-9-32 made for SAS. Was leased by Swissair for 8-12 months from SAS until the DC-9-51 was delivered. Four machines (HB-IDV to Y) were in service at the end of 1974 and returned to SAS in 1975. All four machines were sold to Northwest by SAS in 1991 |
| Douglas DC-9-51 | 12 | 1975 | 1988 | A stretched version of the DC-9-32 with a length of 40.7 m, which was designed for 120 passengers (12F / 108Y) and a range of 1100 km with a standard payload. Swissair was the first to order this type. The first machines were delivered in 1975: HB-ISK, L, M, N and O. Three more brand-new units were added in 1976: HB-ISP, R and S. Two more (HB-IST and U) were put into service in 1977 . In 1979, 2 more units were purchased: HB-ISV and W. When the A-310 joined the fleet in 1983, 5 machines were sold to the American Muse Air: HB-ISP and ISR left the fleet in 1983. Both flew as N670MC and N671MC for TranStar Airlines, Eastern Air Lines and Continental before they were parked in El Paso in 1991 before they were in service for Northwest from 2992 to 2008 before they flew for Delta until 2012. Since then, both machines have been parked in Marana. HB-ISS went to Muse Air in 1984 where it was used as the N672MC until 1987, then for Linea Aeropostal Venezolana and finally from 1988 for Hawaiian where it was used until 2001 before it was parked and dismantled in Mojave. The remaining machines were sold in 1985 and rented back until they left. In 1986 further DC-9-81 replaced the smaller DC-9-51, which is why HB-ISK, T and U left the fleet and flew for Hawaiian Airlines: the former was in use as the N669HA until 2001 before it was dismantled in Mojave in 2004. HB-IST also flew for Hawaiian as N679HA until 2001 and has been in Mojave since then. HB-ISU flew as N689HA for Hawaiian until 1993, after which it was used as N919PJ for National Airlines and Sun Jet International until 1997 before it was dismantled. In 1987 two units were sold to SAS: HB-ISL and ISN flew as OY-CTA "Turgeis Viking" and OY-CTB "Ingvar Viking", before both flew in 1990 as I-SMEO and I-SMEJ for Alisarda and from 1991 for Meridiana . The former flew as PZ-TCK for Suriname Airways from 1999 before being parked in Lake City in 2003 . The latter flew as UR-BYL from 1999 for Hunair Hungarian Airlines, Khors Aircompany (Ukraine), Aero Asia International (Pakistan) and from 2008 for Sky Georgia where it is still in use today. When the Fokker 100s joined the fleet in 1988, the remaining four DC-9-51 were sold: HB-ISM first flew as SU-BKK for the Egyptian North African, from 1989 as EC-246 and EC-ENZ for Spanair , then as I. -SMEE for Alisarda and Meridiana and from 2000 as YV-42C and YV138T for the Venezuelan Aeropostal . HB-ISO was used as SE-DFO and OY-CTD with the baptismal name "Stavar Viking" for the SAS, from 1990 as N601AP for Hawaiian Airlines until 2001, after which it was stored in Mojave and dismantled in 2004. HB-ISV went as YV-40C to Linea Aeropostal Venezolana , from 1992 onwards in Fort Worth before it was used as N600TR for Northwest from 2005, then from 2008 for Delta Air Lines before it was parked in Marana in 2013. HB-ISW also went to Linea Aeropostal Venezolana as YV-41C before going to Hawaiian Airlines in 1991 as N603DC where it was flown until 2001, then parked in Mojave and dismantled in 2008 |
| McDonnell Douglas DC-9-81 / 82/83 | 26th | 1980 | 1998 | Originally called DC-9-81 (DC-9 Super 80), extended version of the DC-9-51. SR was a first-time customer and enabled the launch of this type with an initial order for 15 machines. The machine was designed for 135 passengers (12F / 123Y) and a range of 3300 km (1200 km with standard payload). Like the DC-10, this type of aircraft was already approved for "fog landings", ie for landings under the visibility conditions of ICAO category IIIA. The first HB-INC machine was taken over on September 12, 1980. Two more HB-IND and E were added at the end of 1980. The planes originally intended as HB-INA and B had an accident before delivery during test flights. In 1981 11 machines joined the fleet: HB-INF to I, HB-INK to P and the HB-INA. The last aircraft of the initial order (HB-INB) arrived in 1982, but was shortly afterwards leased to the subsidiary BALAIR, where it was in use until 1995 before it flew as the N921TW from 1997 to 2003 for TWA and American Airlines . Since then the machine has been parked in Roswell . With the introduction of Business Class, the size of the cabin could be adjusted with a mobile curtain according to demand: 12F, 25-79C and 38-92Y. In the course of the fleet renewal, further machines joined the fleet from 1986, which replaced the older DC-9-51: HB-INS, T and U were delivered in 1986. In 1988 three further units strengthened the fleet: HB-INX, Y and Z. In 1989, HB-ISX was the 22nd machine to the fleet. To cover the modification downtimes of the Fokker 100 fleet, an MD-82 from the Dutch Martinair (HB-MBZ) was rented from April to October 1989 , although it had a Swiss cross and Swissair lettering, but otherwise kept the Martinair colors. After the arrival of the first A321 and A320, the first aircraft left the fleet on March 22, 1995: HB-ING was sold to SAS and flew as OY-KIG until 2000, then as N812ME for Midwest Express Airlines, from 2003 for Midwest Airlines and has been owned by Olympia Aviation in the USA as the N682RW since 2011. Four more machines went to SAS in 1995: HB-INH flew as OY-KIH, from 2001 as N813ME for Midwest Express Airlines and Midwest Airlines and has been in Blytheville , Arkansas since 2009 . HB-INI flew as OY-KII; from 2001 as HK-4237X for the Colombian Aero República . HB-INK flew as SE-DMZ; from 2001 also at Aero República (HK-4238X). HB-INL flew as SE-DMY; from 2001 as N814ME for Midwest Express Airlines and Midwest Airlines, was also leased to Express One International in between; parked in Blytheville since 2008. In 1996 more units left the fleet: HB-INB was sold to McDonnell Douglas (N531MD) and was in service as N921TW for TWA from 1997 and for American Airlines from 2001 before it was decommissioned in 2003 and placed in Roswell. HB-INC, E and F went to SAS and flew as SE-DMX, OY-KIK and SE-DMU until 2000, then from 2002 as HK-4265, HK-4255 and HK-4259 for Aero República. HB-ISX was converted to the MD-83 and flew for Crossair and was the only aircraft to wear the old and new livery of both airlines and, from 2002, that of Swiss. From 2004 as LZ-LDX for Bulgarian Air Charter and from 2005 for the Iranian Kish Air , from 2009 as UR-CHR for the Ukrainian Khors Aircompany and finally since 2010 as EP-LCI again for Kish Air. HB-IUG and H were also converted to MD-83 and flew for Crossair and from 2002 for Swiss. HB-IUG flew from 2004 as 9A-CBE for the Croatian Air Adriatic , from 2005 as TC-FLN for Turkish Fly Air and finally from 2006 as LZ-LDG for Bulgarian Air Charter. HB-IUH had a special red McDonald’s painting until 2000 , before joining Swiss in 2002. Also in use at Fly Air from 2005 (TC-FLO), from 2007 as LZ-LDH for Bulgarian Air Chartzer and Kish Air, from 2009 as UR-BXO for the Ukrainian Bukovyna and from 2012 as EP-LCO again for Kish Air. 1997 more aircraft left the fleet: HB-INA was modified by SR Technics to an MD-82 and sold to TWA where it flew as the N924TW; from 2001 for American Airlines and since 2003 at Roswell. HB-IND went to SAS where she flew as SE-DMT until 2000, then as TF-MDA with Icelandic MD Airlines, from 2002 again as SE-DMT for Nordic Airlink ( FlyNordic ), from 2004 for Nordic Leisure , where she also occasionally was in action for Germanwings and finally from 2010 for Air Sweden . HB-INM was sold to the Argentine Dinar Lineas Aereas where it was used as LV-WTY until 2002, then parked in Shannon and dismantled in 2006. HB-INN, O, P, S, T and U were converted like HB-INA to MD-82 and flew for TWA and American Airlines as N928TW, N922TW, N929TW, N926TW, N925TW respectively. N927TW; parked in Roswell since 2003. HB-INZ flew for Crossair from 1995 onwards, it was converted to the MD-82 in 1997 and was sold to Spanair , where it was in use as EC-HVX until 2001, then from 2003 again as HB-INZ at Swiss, from 2005 as LZ-LDA for Bulgarian Air Charter and Kish Air, from 2009 as UR-CHS for the Ukrainian Khors Aircompany |
| Airbus A310-221 | 5 | 1983 | 1995 | SR was the first to order 10 machines, some of which were later converted to the -300 version. First open plan type designed for a 2-man cockpit and featuring new technology with large picture tubes with electronic display instead of conventional electromagnetic flight and navigation systems. This "short to medium-haul version" was originally designed for 212 passengers (22F / 190Y), but was then delivered in three classes with a capacity of 204 seats (16F / 188 C&Y). The number of seats per row was 2/2/2 in the first and 2/4/2 in the business and economy, whereby the classes could be separated by an adjustable curtain. Thus, the cabin could be divided into 39-115C and 73-149Y depending on demand. With a crew of 2 cockpits / 8 cabins and a max. Pax payload, the range was 4780 km. The first machine (HB-IPA) was delivered on March 25, 1983, followed by HB-IPB, C and D later that year. A fifth machine (HB-IPE) was added in 1984. In 1994 all aircraft were sold and leased back until they were withdrawn (operating lease). All machines were withdrawn from the fleet in 1995: three machines were sold to FedEx and converted into freighters; the remaining two are returned to the leasing company. HB-IPA was in service as the N446FE until 2010 before being parked in Victorville, California. HB-IPB flew as N447FE until 2012 before it was also moved to Victorville. HB-IPD was in use as N448FE for FedEx until 2010 and has also been in Victorville since then. HB-IPC was initially rented by ILFC to Air Liberté, where it was used as F-GOCJ until 1996. Then they were sold to FedEx and converted into a freighter where it was in service from 1997 as N449FE until 2009, dismantled in 2010 in Victorville. HB-IPE was also leased to Air Liberté by ILFC, where it was also used as F-GPDJ until 1996. Then also sold to FedEx and converted into a freighter where it was used as the N450FE until May 26, 2015; since then parked in Victorville |
| Boeing 747-357 | 5 (3 were Combi versions) | 1983 | 2000 | SR was the first to order the enlarged 747, which was initially designated as the B-747-B SUD. The SUD stood for Stretched Upper Deck. In 1980 5 machines were ordered, 3 of them as a Combi version. The full pax version was originally designed for 378 passengers (38F / 340Y), the combi version for 264 passengers (38F / 226Y) and 6 pallets of cargo on the main deck. The first 2 machines delivered, HB-IGC "Bern" and IGD "Basel", arrived in March 1983 and were Combi versions. The full-pax versions HB-IGE “Genève” and IGF “Zurich” were delivered at the end of 1983. After the introduction of Business Class, the configuration of the Full-Pax was designed for 375 Pax (36F / 63C / 276Y; 69Y of which in the upper deck). The number of seats per row was 2/2/2 in the first, 2/4/2 in the business and 3/4/3 in the economy (3/3 in the upper deck). With a crew of 3 cockpits / 17 cabins, the range at maximum Pax payload was 11,170 km. In 1987, HB-IGG "Ticino" was another Combi version that joined the fleet. In 1990 the distance between the rows of seats in Business was increased and the number of seats per row was reduced from 8 to 7 (new 2/3/2). Of the five aircraft, 3 were hired as financial leases. In 1994 one of the three rented aircraft was bought back. In 1997 it was decided that the Jumbos should be replaced early. For this reason, nine A340-600s were ordered and four MD-11s were taken over by LTU to bridge the gap. The last commercial Boeing 747 flight was on January 9, 2000 as flight SR121 from Atlanta to Zurich. HB-IGC and IGD were sold to Dartmore Associates, who resold them to Northwest Airlines as N270BC and N705BC . From 2001 they were recycled in Marana as spare parts donors and scrapped in 2011. HB-IGE was initially parked in Châtoroux, but flew from 2000 to 2003 as ZS-SKB for South African Airways before it was parked in Marana as the N747GT and scrapped in 2005. HB-IGF was also initially parked in Châtoroux before it was also used as ZS-SKA for SAA. From 2003 as TF-ARS owned by Air Atlanta Icelandic which it operated for Saudi Arabian Airlines , Iberia , Air Algérie , Garuda Indonesia and Air Atlanta Europe. During a wet lease to Saudi Arabian Airlines Arabian Airlines landing in Dhaka in March 2008, an engine caught fire and was badly damaged and scrapped in 2010. HB-IGG also went to Dartmore which it leased from 1999 to 2007 as D2-TEB to TAAG Angola Airlines . Since then decommissioned in Johannesburg in an intact condition but without engines |
| Airbus A310-322 | 6th | 1985 | 2000 | In contrast to the "Europe" version, this was a variant with a range increased by 2500 km to 7200 km. It was therefore called the "A310 Intercontinental" and was purchased for the routes to Africa and the Middle East. The seat capacity was reduced by 32 to 172 seats (22F / 61C / 89Y). The first machine, HB-IPF, was delivered on December 16, 1985, another (HB-IPG) on December 20, 1985. Two more machines followed in January 1986: HB-IPH and IPI. From 1990 the twin-engine A310 was used for the first time on transatlantic flights to Montreal and Toronto, which was a milestone at the time and was reserved for three- or four-engine machines until 1985 due to the detours (see ETOPS ). When Balair renewed its fleet in 1993, Swissair took over HB-IPK, which was becoming available and difficult to sell. With the arrival of the A330, the A310 left the fleet: HB-IPF was initially leased to Hapag-Lloyd as D-ASRA and later sold to ILFC . Since 1999 it has been in service with Air Kazakstan as UN-A3101 . HB-IPG was sold to Airbus which rented it as F-WIHT to Armenian Airlines before it was dismantled as F-WQTB in 2004 in Toulouse . HB-IPH was sold to ILFC, which it leased to Oman Air as A4O-OA , was used as PK-AWA for the Indonesian AWAIR (Air Wagon International) from 2000, then briefly as S7-RGR for Region Air in Singapore and as N409AN parked in Mojave. HB-IPI was also sold to ILFC which it leased to Oman Air (A4O-OB), Vietnam Airlines (S7-RGR), AWAIR (PK-AWR), Lion Air (PK-LEO), Region Air (S7-RGQ) and then parked in Mojave. From 2005 again in use as N410AN for Nader Omer Al-Bazz from Jordan and shortly afterwards as OE-LMP for the Austrian MAP Jet. From 2007 it was parked in Brussels and finally dismantled in 2015. HB-IPK went to Boeing Capital and was leased to Hapag-Lloyd as D-ASRB. Then in action as UN-A3102 for Air Kazakstan and Kokshetau Airline. Finally dismantled as F-WQVC in Châteauroux . HB-IPN was sold to Airbus and used as F-OHPX for Aircalin . From 2003 to 2010 rented to CSA as OK-YAC . In service as S2-AFF for United Airways from Bangladesh since 2010 |
| Fokker 100 | 10 | 1988 | 1996 | Further development of the Fokker 28 . SR was the first to order this type, which was commissioned in 1984 as the successor to the remaining DC-9-32 and was designed with 84 seats and was intended for use in Europe. Due to a delay in delivery, the replacement of the older DC-9 was delayed until 1988. The first machine (HB-IVA) was delivered on March 1st, 1988. The remaining units ordered were delivered by November of the same year: HB-IVB to H. 1992, two more brand-new machines were integrated with HB-IVI and K. With the decision to transfer the operation of scheduled services with aircraft with less than 100 seats to Crossair, the machines became obsolete, because Crossair ordered 12 Avro RJ100s in 1995. All aircraft were sold in 1996: HB-IVA flew as I-ALPK for Alpi Eagles until 2010 , and in between for Air Dolomiti . Since then owned by the Bank of Utah as the N281AP, but no longer in service. HB-IVB also flew as I-ALPL for Alpi Eagles and Air Dolomiti and was damaged on a landing on November 7, 1999 in Barcelona when the right landing gear collapsed. Until 2010 it was owned by the British Aircraft Maintenance Services as G-CGSL, after which it was owned by the Bank of Utah as N282AP. HB-IVC and D were for a short time as F-WQFL resp. F-WQBP for the French TAT European Airlines before they were used as I-ALPX and I-ALPZ at Alpi Eagles. HB-IVE went to Royal Brunei as V8-RB3 and then flew from 2000 to 2010 as I-ELGF for Alpi Eagles, most recently as ZS-JEN for South African AirQuarius. HB-IVF flew as I-ALPS until 2010 for Alpi Eagles, from 2011 also for AirQuarius as ZS-GAV. HB-IVG flew as V8-RB4 for Royal Brunei and from 2000 as I-ALPW for Alpi Eagles. HB-IVH, the only Fokker machine that already wore the new Swissair colors, first flew as F-WQFP for TAT, from 1997 as I-ALPQ for Alpi Eagles and finally from 2011 as ZS-ERI for AirQuaris. HB-IVI and K were first as F-GKHD and F-GKHE for Corse Mediterranee, from 2003 respectively. 2004 to 2011 for Brit Air but in Air France colors. The former was dismantled in Bratislava in 2013. The last commercial flight of a Swissair Fokker 100 took place on September 17, 2016. In total, the Fokker 100 fleet has completed around 135,000 flights without accidents since 1988 |
| McDonnell Douglas MD-11 | 16 | 1991 | 2002 | SR was the first orderer with an initial order of 6 machines in 1986, which was expanded to 12 in 1987. This was the natural successor to the DC-10 long-haul fleet. The aircraft was designed with a cockpit for a crew of two and had a range that allowed it to fly from Switzerland at full load without stopping to Hong Kong or Tokyo. In addition, the MD-11 planes used an average of 10% less fuel per flight hour than the DC-10. The first machine (HB-IWA “Obwalden”) was delivered on March 7, 1991. the first commercial flight took place on March 21, 1991. In 1991 a total of 9 aircraft (HB-IWA to K) were delivered, 5 of which were leased. Thanks to the range of the MD-11, many destinations could be flown to non-stop for the first time. Jakarta and Anchorage were served one last time on June 21, and Beijing for the first time without a stopover. The first non-stop flight to Johannesburg took place on October 27, 1991 and the first to Hong Kong on October 30, 1991. The last units ordered joined the fleet in 1992: HB-IWK, L and M. In 1994, HB-IWN, another brand-new machine, joined the fleet. In order to fly to Taipei in Taiwan and not to endanger traffic rights with China, three aircraft (HB-IWG, L and N) were given a Swissair Asia paintwork from 1995 onwards: Instead of the Swiss cross on the tail unit, a white Chinese character was emblazoned on a red background. In 1997 three brand new aircraft (HB-IWO, P and Q) strengthened the fleet. In order to replace the B-747 from the fleet ahead of time, four aircraft were taken over by LTU: From the end of 1998 four aircraft, HB-IWR, S, T and U, which were previously in service with LTU, joined the fleet. In contrast to the previous aircraft, these units had a smaller cargo door and no crew bunks installed for the cabin crew and were mostly used for flights to the American east coast. A machine crashed into the sea ( SR111 ) off Halifax (Canada) in September 1998 . With the delivery of the Airbus 340-600 units, successive units would have been taken out of service. The HB-IWR / S / T / U that were taken over by LTU should have left the fleet in 2002 - the remaining machines by 2005. The entire MD-11 fleet should have been converted into freighters and delivered to FedEx. Some machines were still in use at Swiss from 2002 to 2004. The rest of the fleet was flown to Mojave and parked. HB-IWR was being overhauled at the time of the Swissair grounding in Johannesburg and was retained for the time being. It was only flown over to Zurich on May 5, 2003 and also transferred to Mojave three days later |
| Airbus A321-111 | 12 | 1995 | 2002 | Ordered to replace the MD-81. The original order was for 19 units, but later many orders were converted to the smaller A320 and A319. On January 25, 1995, Swissair took over its first of five A321s (HB-IOA to E). In 1997 three more aircraft were added: HB-IOF, G and H. In 1998 the fleet was expanded by 2 more aircraft: HB-IOI and J. With HB-IOK and L, the last two units joined the fleet in 1999. Some still fly with Swiss |
| Airbus A320-214 | 20th | 1995 | 2002 | Ordered to replace the MD-81. The original order was for 7 units, but has been expanded since then. The first machine was taken over on June 1, 1995. In 1995 a total of six units joined the fleet: HB-IJA to F. In the following year another eight: HB-IJG to N. 1997 Another 5 machines were added: HB-IJO to S. 1999 became the 20th and last machine with HB-IJT acquired. Some still fly with Swiss |
| Airbus A319-112 | 9 | 1996 | 2002 | The original order only included the A321 and A320, but was later modified and also included this version that was 4 m shorter than the A320. Swissair received the very first aircraft (HB-IPV) on April 25, 1996 and was also the first airline in the world to operate all three versions of the A320 family. In 1996 the first 5 machines were delivered: HB-IPV to Z. 1997 three more: HB-IPS, T and U. The 9th and last machine (HB-IPR) was added to the fleet in 1999. Some still fly with Swiss |
| Airbus A330-223 | 16 | 1998 | 2002 | In 1996, 9 units were ordered to replace the A310 Intercontinental. In 1997 the order was increased to 13 and in 1998 to 15. In 1998 the first three machines were delivered: HB-IQA "Valais", IQB "Glarus" and IQC "Zug". The first commercial use of an A330 took place in October 1998. In 1999, 10 more machines were put into operation: HB-IQD-K and M, N. At 88-90 dB , the noise exposure of this long-haul aircraft was well below the values achieved by the MD-11 (99 dB) and the Boeing 747 (103 dB ) at the same measuring point. The lowering of the measured values was perceived by the human ear as halving the noise. In addition to the quieter engines, the significantly higher rate of climb was responsible: Compared to a B747, the A330 flew over the settlements twice as high after take-off. In 1999 another order for 10 machines was placed, which should be delivered by 2003. In order to expand the long-haul program, the HB-IQO was integrated into the fleet in 2000 and the HB-IQP in 2001. Some aircraft still flew with Swiss, but have since been replaced by the A330-300 |
| Airbus A340-600 | ordered 9 | for 2002 | Swissair ordered nine aircraft to replace the MD-11 in 1997 and would have been the first customer. In addition, options for a further 8 machines were deposited, which could also be converted into A340-300s if necessary. With a length of 75.3 m and a wingspan of 63.6 m, it would have been Swissair's longest aircraft. With a range of 13,900km, direct flights to Buenos Aires with a full load would have been possible. Compared to the MD-11, the noise level would have been reduced to 92 dB when taking off with maximum payload - with a common take-off weight of 340 even to 89 dB. An improvement from emission class 3 to 4 would also have been achieved with regard to pollutants . The seating configuration was planned with 12 First, 48 Business and 247 Economy seats. Delivery dates of the first units were planned as follows: HB-IMA 07/27/2002, IMB 08/17/2002, IMC 09/7/2002, IMD 09/28/2002 and IME 10/19/2002. Instead, the first machine was Virgin Atlantic delivered |
Individual evidence
- ↑ Jérôme Stern: The first Swissair aircraft will take off again soon. In: tagesanzeiger.ch. August 3, 2010, accessed February 22, 2015 .
- ↑ a b c d Skynews 6/2006 ( Memento from July 5, 2016 in the Internet Archive )
- ^ Swissair airplane on Lake Lucerne , SRF documentation 1975