|
Commercial Aviation in Myanmar (Past and Present)
As far as I know, and to the best of my knowledge.
Civil Aviation for commercial purposes began over 60
years ago at the end of World War II. British and
US, pilots and technicians came over to Rangoon with
the surplus DC3s (Dakotas) and established airline
companies under names like Cathay Pacific. Trans
Asiatic Pacific and transported passengers and
cargo, cargo being more lucrative at that time It
has been said that even a Burmese national also ran
an airline name Peacock Airways using an Anson, but
the Company was short lived. But airline name of Air
Burma set up by well known Bo Setkya using DC3s was
very successful.
After gaining Independence in 1948. the government
enacted Union of Burma Airways Act which allowed
only one state airline Union of Burma Airways (UBA)
to be established in Myanmar, with the result Air
Burma plus all other airlines had to fold up, UBA
started operations using 6 De-Havilland Dove
aircraft followed by 12 DC3s The pilots at that time
consisted of British, Americans and South Africans
In 1956, UBA ordered 3 Vickers Viscounts and sent
Burmese pilots and engineers to Vickers for training
In advance When the aircraft were delivered in 1957,
everything was ready for operation by nationals.
Viscount at that time was one of the most up-to-date
turbo prop aircraft built using latest technology.
UBA operated these aircraft into Jakarta, Hong Kong,
Bangkok, Calcutta and Phnom
Penh. Operation into these destinations staffed by
all Burmese national crew caused quite a stir as
even Thai was using Douglas DC 4 with piston engines
When I joined UBA on 5" November 1959, as lead
mechanic, the fleet consisted of 3 Viscounts, 7 DC3s
and 2 Doves. The doves were no longer airworthy the
country was under care-taker government. Up to that
time Thai was operating into Rangoon using Douglas
DC6s. Not long after, with the entry of Boeing 707
aircraft, into airlines including Thai, Viscount
aircraft slowly lost their passenger appeal, and
with slowly diminishing operations to regional
destinations, the network eventually collapsed
In 1963, 3 new Fokker F27s arrived followed by 2
more in 1965. Those were quite up-to-date and
efficient aircraft, which led to the demise of the
old DC3s altogether. In 1965 two second F28-100
arrived to implement domestic services. In 1971, a
Boeing 727 was first leased and then bought to
operate regional to destinations operated by
Viscounts back in 1957, but because the airline
failed to generate revenue to cover the cost of
operation, the aircraft was sold 4 years later in
1974.
In 1974, the government renamed all economic
enterprises as Corporations so UBA became Burma
Airways Corporation (BAC). Therefore, from 1974 to
1988, UBA. formed under Union of Burma Airways Act
carried on its activities in accordance with laws,
regulations, procedures set down by the government
under the name of Burma Airways Corporation with
great difficulty under monetary and many other
constraints
With the change of government in 1988, BAC's name
was changed to Myanma Airways to operate only
domestically. A law was passed allowing foreign
investment in commercial airlines under joint
venture. Myanmar Airways International (MAI) and Air
Mandalay (AML) were formed in 1994 one for
international and one for domestic operations. Air
Mandalay started off with two ATR 72 aircraft, then
added one ATR 42, total fleet strength of 3. Another
domestic joint venture airline Yangon Airways came
into being 1996 with 2 ATR 72s, These airlines
targeted the tourist market in Myanmar. By usuig
r......,ver mode aircrafl compared to Myanma
Airways' old F27s and F28s, they dominate the
market. Myanmar national travelers have no priority
for seats on these airlines because airfares for
Myanmar nationals are in Kyats and smaller in value.
Doesn't cover aircraft operating cost. The reason
fleet strength of these airlines is static more than
10 years after they were formed. Without increase In
tourist arrivals, if capacity is increased, the
seats will go to Myanmar nationals Sure to lose.
Even with the present fleet strength, these airlines
are losing due to seasonal traffic pattern. From the
sidelines, it will appear that by permitting foreign
investment to form joint ventures, more airlines
have come in and economy has improved. Actually,
those who have to run the airline know the truth
behind this misconception What if private business
people are told to form airlines? Mid 2004 saw the
preparations to start Air Bagan, From 5,h November
2004, within a timeframe of two and a half years,
Air Bagan today is operating with a total fleet of 7
aircraft including two wide body Airbuses, A record
performance in Myanmar's aviation history When first
started, the plan was to become the strongest
airline domestically At the end of 3 years, commence
regional operations. Matter of fact regional
operations started six months earlier than planned.
It can be said that all undertakings were successes.
Plans were drawn up until 2012. Now with the
unexpected obstacle looming, action is afoot to
prevent losing what we have gained, where we have
reached. Lessons from the past has also reminded us
That however qualified and able we are. to run a
successful airline, because it is an economic
entity, the environment we have to work in is
conductive including monetary policies. Even in
places where these conditions are prevalent, the
whole world accepts that running a successful
airline is the most difficult business of all.
|
