Ceased operations: 17Apr01
ICAO callsign: Translux
ICAO code : TLX
|Type||Registration||C/n and linenumber||Remarks|
|McDonnell-Douglas DC-8-62F (CF)||LX-TLA||45960 / 347||lsf Guernsey Air Leasing|
|McDonnell-Douglas DC-8-62F||LX-TLB||45925 / 333||lsf Guernsey Air Leasing / cvtd -62|
|McDonnell-Douglas DC-8-62F||LX-TLC||45920 / 319||lsf ALGI / cvtd -62|
|McDonnell-Douglas DC-10-30F||LX-TLD||47831 / 327||lsf Stansborough Investments / cvtd -30|
|McDonnell-Douglas DC-10-30F||LX-TLE||46949 / 179||oo-delivery 0700 / cvtd -30|
In fall 1994 Cargo LIon teamed up with G. Gudfinnsson and Theo Bodem of Airmec. They were trying to establish a Luxembourg operating license under the name Translux International Airlines. It was decided that Cargo Lion would acquire Translux and join the two licensing projects. At the same time negotiations to purchase a DC8-62F from ALG started with Farhad Azima.
Thomas Hamilton had left end-1992 to pursue a career as MD-11 pilot with Eva Air. In January 1995 Roger left Cargo Lion to fly a VIP aircraft in Uganda and unfortunately died of cancer in '97. Skip who had been Chief Pilot became Director of Flight Operations and Pete Lavin who had joined in November '94 became Chief Pilot. Skip would become the main brain child to organise manuals, structure, training, etc. to comply with European JAR OPS 1 standards in view of the Luxembourg application. To finance and purchase our second DC8 and to obtain our Luxembourg operating license the company structure had to be completely revised. The aircraft were to be owned by a new company Guernsey Air Leasing and the operation was to be transferred from Cargo Lion Ltd. in Guernsey to Translux, the new subsidiary of Cargo Lion S.A.
April 1995 saw the financing for the second DC8, the Stage III hush kits and the Translux JAR OPS 1 AOC. F-GDJM was re registered as LX-TLA and the new aircraft as LX-TLB. The re structured group was now operating two Stage III compliant DC8-62F under a full European JAR OPS 1 operating license and the ad hoc activities had become almost insignificant compared to the contractual work.
After a disastrous C-check on TLA with AOM in April '95 the group had to re organise its maintenance contracts. In the fall of 1995 our relationship with Modern Jet Support Centre in Manston started. MJSC became the group's main supplier of heavy maintenance. MJSCbecame responsible for the DC8's B/C/D-checks, aircraft modifications and engine overhauls.
During 1997 a new contract with Air France, operating two DC8's on France to French Africa routes, was agreed upon. During the negotiations with Air France word was dropped about an Airbus. As one thing lead to another: after only three months of preparations operations were started with a passenger A310-300 on behalf of Air France's subsidiary Air Charter on a contract limited until April '98. Things had now moved from all cargo airline to an passenger and cargo airline and acquired the know how to operate modern high tech equipment.
In Dec97 a joint venture with ALG was concluded, about their DC8-62F and delivery was in late January. After undergoing a service entry C-check it started operations as LX-TLC in July.
During 1998 contracts were agreed upon with EAT / DHL. Business progressed well, but the DC-8 would fast become an unwelcome guest at most European airports and DC-10s were to modernize the fleet.
At some point a Boeing 737-400(Cargo) registered LX-TLF was purchased or leased. The aircraft was flown up from the Mojave dessert (June 2001?), and flown straight to it's new hub, Lisbon, where it would start it's schedule. I have no information whether it actually flew for Cargo Lion.
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