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 LAR - Liniile Aeriene Romane

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MesajSubiect: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 10:18

Am o dilema legata de LAR, Liniile Aeriene Romane. Nu inteleg de ce existau doua companii aeriene romanesti pe vremea comunismului. Stiu ca aveau in dotare BAC-uri 1-11-400. Care era rolul LAR-ului? Ce rute opera?
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 12:19

Liniile Aeriene Romane (LAR) was a subsidiary of Tarom founded in 1975 to operate passenger charter services.
In 1991 a devenit SA, a operat pana in 1997.

http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200685.html

Articol interesant din 1978 din care aflam flota si rutele TAROM la acea vreme:
- 4 Boeing 707-320C
- 3 Ilyushin Il-62
- 10 Ilyushin Il-18
- 5 Tupolev Tu- 154B
- 5 BAC One-Eleven 500
- 4 BAC One-Eleven 400
- 28 Antonov An-24

Tarom operates scheduled passenger and cargo services within Romania, together with international routes to points in Europe, Africa (Tripoli, Algiers and Casablanca), the Middle East (Amman, Baghdad, Beirut, Cairo, Damascus, Istanbul,Kuwait, Nicosia, Teheran and Tel-Aviv), the Far East (Karachi and Peking) and New York.
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MesajSubiect: RE: LAR   Lun 31 Aug 2009, 12:46

uite ce am gasit pe net

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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 16:01

Mergea vorba,in acea vreme,ca LAR ar fi fost infiintzata pentru a deservii acele destinatzii, unde Tarom avea interdictzie datorita curselor la Ben Gurion.Nu stiu daca este adevarat,varianta cu charter-ele pare mai realista.Ar fi interesant de stiut ,daca LAR opera scheduled si unde.
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 17:07

In aceeasi publicatie, despre LAR:

http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200664.html

Liniile Aeriene Romane (LAR) was formed in 1975 as the second national airline of Rumania. International passenger charter and inclusive-tour flights began in December 1975.

Fleet: three One-Eleven 400.

De remarcat ca, acum 30 ani, Tarom avea a doua flota ca marime din Europa de Est (dupa Aeroflot), Malev fiind mult mai mica (CSA, Interflug si LOT se apropiau de Tarom).

De asemenea, flota JAT era exclusiv formata din avioane americane:
Fleet: four Boeing 707-320C, five 727-200, 13 DC-9-30.
On order: one DC-10-30 (interesant cata incredere exista atunci fata de iugoslavi, mai ales in contextul in care URSS incercase, in zadar, sa achizitioneze motoare pentru Il-86 sau chiar avioane Lockheed L-1011).

Cine are curiozitatea sa mai rasfoiasca prin respectivul document, va mai afla ca Aeroflot, cea mai mare companie aeriana din lume, isi propunea sa transporte 111 mil. pasageri in 1978 !
Numarul de angajati era estimat la aproximativ 500.000 !
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 17:36

Info.interesanta.
La vremea respectiva am zburat cu toate companiile citate,mai putzin Interflug, si pot sa spun ca Aeroflotul avea cel mai bun in flight service.Nu lipseau icrele negre/rosii,pui Kievski si Stolicinaya.Urmau cehii cu bere si cremvursti la discretzie.Nici pe Tarom nu se manca rau, nu ca omleta din praf de oua cu care ne-a omorat in anii 90.Poate ar merita un topic separat "Cel mai bun serviciu si masa "
Revenind la oile noastre,tot nu am lamurit unde zbura LAR-ul.
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 23:24

dan guina a scris:

Revenind la oile noastre,tot nu am lamurit unde zbura LAR-ul.

Sper sa nu gresesc , dar din cite i-mi aduc eu aminte , LAR-ul zbura in tari arabe si in Palestina ( in orice caz ...in tari cu care Israelul nu era in relatii foarte bune ).
Israelienii au refuzat sa zboare cu aeronave in care au urcat Palestinieni.
Practic de aceea s-a si infiintat compania . Nu mai tin minte cite avioane avea in total , dar oricum numarul lor era foarte mic
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 23:37

Autoritatea Palestiniana a avut un singur aeroport, in fasia Gaza, intre 1997-2000,de unde opera cu doua AN 24 pe directzia Cairo si Aman.Este foarte improbabil ca aeronave romanesti sa fi aterizat acolo,dar o sa fac sapaturi.Aeroportul a fost distru dupa izbucnirea celei de-a doua intifade.
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 23:44

dan guina a scris:
Autoritatea Palestiniana a avut un singur aeroport, in fasia Gaza, intre 1997-2000,de unde opera cu doua AN 24 pe directzia Cairo si Aman.Este foarte improbabil ca aeronave romanesti sa fi aterizat acolo,dar o sa fac sapaturi.Aeroportul a fost distru dupa izbucnirea celei de-a doua intifade.

O sa ma mai interesez si eu cum statea treaba mai exact cu LAR-ul...
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 31 Aug 2009, 23:48

PS
"Israelienii au refuzat sa zboare cu aeronave in care au urcat Palestinieni."

Este un simplu mit urban,doar israelienii urcau in avioane Tarom care faceau curse spre Cairo,Damasc,Aman etc si in care zburau si palestinieni,si in plus,totzi studentzii palestinieni care studiau in Romania,zburau Tarom sau EL-AL impreuna cu israelienii.Afirmatzia ar provoca aici un ras homeric.
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Dum 06 Sept 2009, 11:13

Citat :
Este foarte improbabil ca aeronave romanesti sa fi aterizat acolo,dar o sa fac sapaturi


Intr-un an (mi se pare ca dupa 2000) imi aduc aminte ca a avut TAROM ceva curse acolo, insa stiu ca operarea s-a sistat relativ repede.
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Dum 06 Sept 2009, 17:13

Etravel,memoria nu te-a inselat





I- Historical Background
(With ref. to The Palestinian Airlines History Pages: By Wassim Chemaitelli)

Before its partition and the first Arab-Israeli war in 1948, Palestine, under British mandate, with both its Arab and Jewish populations had the most advanced economy, possibly the most educated population, and the highest potential for development in the Middle East. Airports in Palestine, including Gaza and Lydda were important stops in the prestigious network of Imperial Airways. Palestine Airways, founded in July 1937 by Pinhas Rutenberg, was second only to Egypt's Misrair as the oldest airline in the region and was based in Haifa. It started its operations with flights between Haifa and Lydda using 2 Shorts S.16 Scion 2 planes. As tensions between the Arab and Jewish communities increased in the late thirties, the airline's base was transferred to a new airfield in Tel-Aviv (the airstrip is currently known as Sde Dov Airport) in October 1938. The fleet was increased by a Short S.22 Scion and a De Havilland DH-89 Rapide in 1938. The Rapide performed a twice daily rotation between Tel-Aviv and Haifa, a route expanded to Beirut a few weeks later. Palestine Airways ceased its operations in August 1940 and its aircraft were taken-over by the Royal Air Force during the second world war. Palestine Airways' shares were held by Jewish entrepreneurs, its Hebrew title was "Netivei Avir Eretz Yisrael" (Air Lines of the Land of Israel) while its title in Arabic reads "Turuq Al Jawwiya Bi Filistin" (The Airline Company in Palestine), a discrepancy that was lost in the official translation to English.




Imperial Airways' Hanno (G-AAUD), a Handley Page HP42 seen near Samakh by the lake of Tiberias in Galilee in 1931. The airline had just established a junction there between the Kent seaplanes (which landed on the lake, to the astonishment of the locals) arriving from Greece and the HP42 service to India via Iraq and Persia. Copyright Unknown.




Lydda Airport, under construction in 1935. The airport was open for regular traffic in 1936. Lydda, the town close to the airport was inhabited by Palestinian Arabs before 1948. Following the creation of the state of Israel, the airport was taken over by the Israeli authorities, and renamed Lod Airport. It is currently the site of Tel Aviv's Ben Gurion International Airport. Copyright unknown.




Misrair's De Havilland Dragon Rapide, seen in Lydda. Photo: A Himmelreich. Undated.




Left: Palestine Airways advertisement. Right: Luggage label, Palestine Airways, 1937, Daniel Kusrow's collection@Timetableimages.com.


The partition of Palestine and the wars that followed changed the region's face forever. The state of Israel, created on the largest area of Palestine, was an intended homeland for Jews. Strengthened by an efficient and devoted administration, enjoying strong support from the West and enriched by the influx of immigrants from all over the world it was rapidly able to evolve towards a modern economy. While it cultivated its strong ties and affinities with Europe and the Americas at all levels, this part of Palestine lost its natural share of the regional market as the result of its continued disputes with the Arab world. The remaining territories in Palestine fell under the administration of neighboring Arab countries which retarded economies by pre-1948 Palestine standards had little to offer.While having to cope with a massive influx of Arab refugees, these territories did not even enjoy geographical continuity. To the southwest, a narrow and impoverished semi-desertic enclave on the eastern edge of Sinai, the Gaza strip, became administered by the ailing Egyptian monarchy. To the northeast, the landlocked territories that came to be known as the West Bank (in reference to the Jordan river), including the old city of Jerusalem, were administered by the kingdom of Transjordan (known thereafter as the Hashemite Kingdom of Jordan).


Air Jordan (Left, Postcard from Telco-Sport,Beirut, late fifties) and its successor Jordan Airways (right, Viscount seen in Beirut) provided frequent regional services out of Jerusalem's Kolundia Airport during the fifties and early sixties.



Left: Little is known about Arab Airways, an airline based in Jerusalem and which advertisments echoed the claims of the Jordanian administration over the West Bank. Timetable from Bjorn Larsson's collection @ Timetable Images Website. After the Arab debacle of the Six Days War, the West Bank fell under Israeli occupation. Jerusalem's Kolundia Airport (JRS) has since been known to the Israelis at Atarot Airport, and the featured postal cover commemorates the first flight operated to JRS by Arkia, the Israeli domestic airline.

During the fifties and sixties, there were no air services to Gaza while flights to the West Bank were operated through Jerusalem's Kolundia Airport (JRS). Regional flights were flown to JRS by several Arab airlines, most of the traffic being carried by those registered in Jordan (Arab Airways, Air Jordan, Jordan Airways, Alia). The Six Days war in 1967 and the occupation of the territories by the Israeli army ended these flights. Kolundia airport was taken over by the occupation and is currently known to the Israelis as Atarot Airport. Since 1967, the airport has mostly been used for short haul flights servicing the needs of Israeli clients. As for the Palestinians (a term restricted to the Arab inhabitants of Palestine after the creation of the state of Israel), whose tragedy secreted the largest diaspora among the Arabs, they have had to endure for decades tedious security checks and hardships, whether they flew westbound via Tel Aviv or had to cross the Allenby bridge and fly via Amman in Jordan. Striving to reduce the burden on travelers in order to improve the economy was hence only natural as the Palestinians achieved through arduous negociations some degree of autonomy in Gaza and small parts of the West Bank in the mid-nineties.

II- Difficult Beginnings 1994-2000

The idea of an international airport in the territories administered by the Palestinian Authority was particularly difficult to accept by Israeli negotiators for both security concerns (fearing that such airports would become ports of entry for arms and Palestinian militants living abroad, feeding the hostile movements within the territories), and symbolic reasons (international airports are usually attributes of independent states). Israeli approval was achieved only by restricting possible sites to the Gaza strip and by accepting close and direct Israeli supervision at all levels of operation. While officially declared as a temporary hub by the Palestinian Authority, it was obvious that the construction of the Gaza International Airport (GZA) was the best that could be accomplished before a comprehensive peace agreement was reached. Works on GZA started on January 20th 1996. The costs of building the airport, 75 million USD, were mainly covered by donations from Japan, the European Union and Morocco. Located on the Palestinian side of the border with Egypt near Rafah, it had a single runway that could handle most airliner types including the Boeing 747. The airport itself was designed to handle up to 700,000 passengers yearly.



Left: The terminal building, GZA. Photo from the Gaza International Airport Website.
Right: Palestinian Airlines Boeing 727. From The Palestinian Airlines Website.

Awaiting the official inauguration of GZA, Palestinian Airlines was cleared to start operating from Port Said Airport, in Egypt, using an initial fleet of two Fokker F-50s donated by the Dutch government and a Boeing 727 donated by Saudi prince Alwaleed bin Talal. The airline's first flight, PF141 carried hajj pilgrims to Jeddah on January 10th 1997. During the hajj season in 1997, 325 pilgrims were carried on seven round trip flights between Port Said and Jeddah. The airline continued operating out of Egypt ad-hoc flights and scheduled flights between Al-Arish (in Sinai, close to the border with Palestine) and Amman until GZA was inaugurated on November 24th 1998. The airline officially transferred its base to GZA and started operating scheduled flights from Gaza on November 27th 1998. Flights were initially launched between Gaza, Amman and Cairo. Palestinian Airlines registered 64 airliner movements in December 1998, carrying 1706 passengers.



"A Palestinian Airlines Fokker F50, seen in Luxor, Egypt. Copyright Charles Falk @Airliners.net

Palestinian Airlines continued to develop through 1999. The airline carried 60,446 passengers, out of the 87,036 passengers who traveled through GZA during that year (= 70% of the total), and registered 1482 airliner movements, with its small fleet of 3 airliners. It was also in 1999 that the airline joined international air transport organisations, including the Arab Air Carriers Organization (AACO) and IATA (member serial number 400). In 2000, the network included flights to Amman, Istanbul (flights launched on June 6th, 2000), Larnaca, Cairo, Jeddah, Abu Dhabi, Dubai and Doha. Plans were laid for the modernization of the fleet. Two De Havilland Dash-8s were purchased in order to reinforce regional frequencies, they were delivered by the summer of the same year. Two Canadair Regional Jets were ordered and there were plans for the lease or purchase of 3 Boeing 737s in order to expand the network towards Athens, Rome, Frankfurt, Paris and London. In the meantime, an Ilyushin Il62 was leased-in as to respond to a higher demand for flights to the Gulf. Palestinian Airlines' highest level of operation was in the Summer of 2000. Other airlines flying to GZA at that time included Russavia, Tarom, Royal Air Maroc, Royal Jordanian and Egyptair."
Info provine din
http://www.gazaairport.com/history.html
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 11 Apr 2016, 11:32

LAR a avut in flota 5 X BAC-uri 1-11:
- 4 X BAC 1-11 424EU (YR-BCC, YR-BCD, YR-BCE, YR-BCF)
- 1 X ROMBAC 1-11 561RC (YR-BRE)
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MesajSubiect: LAR   Lun 11 Apr 2016, 18:49

rmaviation a scris:
LAR a avut in flota 5 X BAC-uri 1-11:
- 4 X BAC 1-11 424EU (YR-BCC, YR-BCD, YR-BCE, YR-BCF)
- 1 X ROMBAC 1-11 561RC (YR-BRE)
Sunt doua avioane care nu au purtat niciodata culorile LAR: YR-BCE si YR-BRE.
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Lun 11 Apr 2016, 21:31

YR-BRE in perioada cand zbura pentru LAR.
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MesajSubiect: LAR   Mar 12 Apr 2016, 01:12

rmaviation a scris:
YR-BRE in perioada cand zbura pentru LAR.
YR-BRE poarta aici culorile Tarom-ului. LAR-ul adevarat avea dungile albastre. Armata cauta o identitate civila pentru vremurile noi si au gasit varianta cu LAR asta pana sa apara ROMAVIA. Am imagini cu noua sigla LAR pe YR-AMX (An-24), YR-ADJ (An-26) YR-IMZ (IL-18) pe un BN-2 si chiar pe un elicopter IAR-316 de la Utilitara (YR-ELU)
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Mier 13 Apr 2016, 10:59

sunt curios in ce an a fost facuta poza.in spate vad posteriorul unui 727
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MesajSubiect: YR-BRE   Mier 13 Apr 2016, 14:13

NATO a scris:
sunt curios in ce an a fost facuta poza.in spate vad posteriorul unui 727
1990
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Mier 13 Apr 2016, 14:20

multumesc;prin 1986-1987 am lucrat la el,la transformarea interiorului pentru Ceausescu
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MesajSubiect: YR-BRE   Mier 13 Apr 2016, 14:50

NATO a scris:
multumesc;prin 1986-1987 am lucrat la el,la transformarea interiorului pentru Ceausescu
Avea sigla Republica Socialista Romania pe fuselaj atunci?
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Joi 14 Apr 2016, 22:13

da,avea acea sigla,si arata bine
am vazut undeva o poza cam neclara cu acel livery
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MesajSubiect: Re: LAR - Liniile Aeriene Romane   Astazi la 18:37

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