Libyan Airlines
Template:Short description Template:About Template:Use dmy dates Template:Use British English Template:Infobox Airline
Libyan Airlines,Template:Efn formerly known as Libyan Arab Airlines over several decades, is the flag carrier of Libya.<ref name="Libyan Airlines Takes Delivery of its First Airbus A330" /> Based in Tripoli, it operates scheduled passenger and cargo services within Libya and to Europe, North Africa and the Middle East, the majority of which leave from Tripoli International Airport. Benina International Airport in Benghazi serves as a secondary base.<ref name="FI">Template:Cite news</ref> Libyan Airlines also operates Hajj services.<ref name="Libyan hajjis to return home" /><ref name="Libyan hajjis started flying to Saudi Arabia" /><ref name="Libyan pilgrims leave for Mecca" /> The company is wholly owned by the government of Libya.
HistoryEdit
Early yearsEdit
The carrier traces its roots back to Template:Start date when Kingdom of Libya Airlines was set up in conformity with law no. 22. The airline was government-owned, having an initial investment of LYD 2 million. It began operations in Template:Start date, flying regional routes with Sud SE-210 Caravelle aircraft. Following the carrier starting services along the Tripoli–Benghazi run, the Libyans prevented foreign companies that also flew the route from operating there in order to allow the national airline to expand.Template:Sfnp Absorbing Libavia and United Libya Airlines operations,<ref name="FI1967-575" /> international flights radiating from Benghazi and Tripoli began in Template:Start date, initially serving Athens, Cairo, London, Malta, Paris, Rome and Tunis.<ref name="FI1966-618" />
The early years saw Air France providing the company with technical assistance, KLM managing the sales and reservations, and BOAC taking care of traffic, finance and communications.Template:Sfnp In Template:Start date, the airline and ATI struck an agreement for the lease of Fokker F27 aircraft to cover short-haul routes,<ref name="FI1966-618" /> with the agreement coming into effect on 15 June the same year.<ref name="FI1969-552" /> A third Caravelle was ordered in 1968.Template:Sfnp That year, a study to increase the airline's productivity was carried out by TWA, concluding that operating with five three-engined, 138-seater jet aircraft, and four propeller-powered 60-seater aircraft would be the most suitable choice. The report concluded that the lease of the turboprop F-27s was too costly, and the airline decided to acquire two new aircraft from Fokker in 1969. Regarding the jet aircraft, the Boeing 727 and the Trident were the only options.Template:Sfnp
From the Libyan revolution (1969) to the Libyan Civil War (2011)Edit
Following the 1969 coup d'état, the airline was renamed Libyan Arab Airlines,<ref name="FI1970-487/8" />Template:Rp or Jamahiriya Libyan Air Lines, on 1 sep.Template:Sfnp The company suspended its operations for two weeks after the coup.Template:Sfnp With Beirut and Geneva already being part of the route network by Template:Start date, nine international destinations were already served.<ref name="FI1970-487/8" />Template:Rp In Template:Start date, Libyan Arab Airlines ordered two Boeing 727-200s for US$14 million.<ref name="FI1970-264" /> These two aircraft were part of the fleet by Template:Start date, along with three Caravelles and two Fokker F27s.<ref name="FI1971-633" /> Six Fokker F27s—four Mk600s and two Mk400s—were purchased in Template:Start date,<ref name="FI1974-451" /> and in May the same year, three additional Boeing 727-200s were ordered,<ref name="FI1974-589" /><ref name="FI1974-514" /> aimed at replacing the Caravelles.Template:Sfnp In 1975, Libyan Arab Airlines was made the only operator within the country. Furthermore, the government committed to cancel their debts with the company on a monthly basis, and any losses the airline would incur should be compensated by the state. Also in 1975, the six F27s ordered the previous year were delivered, and the three-strong Boeing 727 order was partly fulfilled when two of these aircraft were incorporated into the fleet.Template:Sfnp By Template:Start date, there were 12 aircraft in the fleet, including four Boeing 727s, four Fokker F27-600s, two Fokker F27-400s, and two Falcon 20s; a Boeing 727-200 and a Boeing 737 were pending delivery.<ref name="FI1976-939" /> Two more Boeing 727s were acquired in Template:Start date;<ref name="FI1976-1395" /> in August that year, the carrier took delivery of a Boeing 707-320C to be used by the government.<ref name="FI1976-421" /> The airline had 1,800 employees at Template:Start date; at this time, passenger and cargo flights radiating from Benghazi, Tripoli and Sebha to Athens, Algiers, Beirut, Cairo, Casablanca, Damascus, Jeddah, Khartoum, London, Malta, Paris, Rome, Tunis and Zürich were operated.<ref name="FI1977-964" /> During the year, the Tripoli–Frankfurt–Athens–Tunis–Casablanca and Benghazi–Rome–London routes were launched.Template:Sfnp
The handover of two Boeing 727-200 Advanced aircraft, due to be delivered in June and Template:Start date,<ref name="FI1977-255" /> was blocked due to concerns that Libya was supporting terrorism.<ref name="FI1978-550" /> Despite the US State Department initially authorising the acquisition of three Boeing 747s and two Boeing 727s in March the following year,<ref name="FI1979-816" /> the transaction was blocked in mid-1979 over concerns the Libyan government would use the aircraft to transport military material and personnel, as there were suspicions that Libya played a role in the deposition of Idi Amin in Uganda.<ref name="FI1979-1978" /> Also in 1979, a cargo subsidiary named Libyan Arab Air Cargo was set up. During the year, Madrid, Moscow, Sofia and Warsaw were included in the airline's list of destinations.Template:Sfnp
By mid-1980, the number of employees had grown to 2,500, and Amman, Belgrade, Cotonou, Istanbul and Niamey were added to the route network;<ref name="FI1980-325/6" /> later that year, Karachi was incorporated as a destination.Template:Sfnp In Template:Start date Libyan Arab Airlines ordered eight 44-seater Fokker F27-600s in a deal worth more than £17 million.<ref name="FI1981-1294" /> Ten Airbuses—six A300s and four A310s—were ordered in October the same year.<ref name="FI1981-1672" /> At that time, Airbuses were equipped either with General Electric (GE) or Pratt & Whitney (P&W) powerplants, but the airline ordered Rolls-Royce engines to power them—something that had not been done before, as the former two were manufactured in the United States and there was a ban in force on providing Libya with technology that could possibly have military uses.<ref name="FI1982-1513/1516" />Template:Rp<ref name="FI1981-1670" /> The order was at least partly cancelled by Airbus, as neither GE nor P&W would provide the engines for the four A310s in the order book.<ref name="FI1986-4" />
The company had managed to buy a number of ageing US-manufactured jets, including Boeing 707s and Douglas DC-8s, since 1979; many of them were either cannibalised for spare parts or sold. Three Fokker F28-4000s were bought from Fokker in 1984.Template:Sfnp At Template:Start date, the fleet consisted of four Boeing 707s—two -320Bs and two -320Cs—10 Boeing 727-200s, 17 F27s—two -400s, one -500 and 14 -600s—and three Fokker F28-4000s. Employment at this time was 4,500; destinations served included Algiers, Amman, Amsterdam, Athens, Belgrade, Benghazi, Bucharest, Casablanca, Damascus, Frankfurt, Istanbul, Jeddah, Karachi, Kuwait, Larnaca, London, Madrid, Malta, Milan, Moscow, Paris, Rome, Sebha, Sfax, Sofia, Tripoli, Tunis, Vienna, Warsaw and Zürich, along with an extensive domestic network.<ref name="FI1985-90" /> However, the airline had to cut most of its international services that year due to a US embargo imposed on the country.<ref name="FI1985-2" /> In 1986, six more F27-600s were phased in.Template:Sfnp During the year, Libyan Arab managed to bypass the US economic embargo against the country when the carrier acquired, through intermediary companies,<ref name="FI1986-4" /><ref name="FI1986-2" /> ex-British Caledonian GE-powered A310 aircraft for Template:US$ million.<ref name="FI1987-7" /> Owing to both the lack of spare parts and the inability of Libyan Arab to service the GE engines, the airline sold these two aircraft to Air Algérie in 1987;<ref name="FI1987-7" /> in practice, the aircraft were not sold but leased, and the Algerian airline would have operated these two aircraft on Libyan Arab's behalf, but they later rolled back their decision amid concerns that the United States would take action against Air Algérie, and the two A310s were returned to Libya.<ref name="FI1988-11" /> Finally, British Caledonian was fined Template:US$ million (£600,000)<ref name="FI1988-14" /> for its involvement in the deal, and Libyan Arab kept both aircraft, with Swissair training Libyan crews in order to fly them.<ref name="FI1990-4/5" /> Unable to order Western-built aircraft, the airline moved to Soviet-made airframers, ordering three Tupolev Tu-154Ms in 1989.<ref name="FI1989-8" />
At Template:Start date, the fleet consisted of five Boeing 707-320Cs, ten Boeing 727-200s, three Fokker F28-4000s, 16 Fokker F27s (13 -600s, two -500s and one -400), four Lockheed L-100-200s, 21 Ilyushin Il-76s and five Twin Otters.<ref name="FI1990-98" /> Another drawback hit the carrier following the Template:Start date United Nations Security Council Resolution 748,<ref name="United Nations Security Council Resolution 748" /> adopted as a consequence of the Libyan government allegedly having supported the terrorists responsible for the bombings of Pan Am Flight 103<ref name="FI1993-30" /><ref name="FI1993-10" /> and UTA Flight 772.<ref name="FI1991/2-9" /><ref name="U.S. Will Try Diplomatic Action Before a Military Strike on Libya" /><ref name="Libya, Fearing Attack, Braces for Clash With West" /> The resolution saw a trade embargo imposed on Libya, which included the delivery of new aircraft or spare parts that could possibly boost the military capacity of the country, and Libyan Airlines was denied any landing or overflight rights of third-party countries. Thus, all international flights came to an end,<ref name="FI2004-99" /> and LAA could only operate on domestic routes.<ref name="FI1993-30" /><ref name="Out of the ashes" />
In Template:Start date, civil sanctions against the country were lifted.<ref name="FI2004-99" /><ref name="A320 wet lease boosts Libyan" /><ref name="Boeing Passed Over As BA Orders Airbus" /> It followed Libya handing over two men suspected of being involved in the Lockerbie bombing.<ref name="World: Middle East International take-off for Libyan Airlines" /><ref name="World: Middle East Libyan plans to rebuild transport infrastructure" /> Intended to replace an ageing fleet of Boeing 707s, 727s and Fokker F27s, a letter of intent worth US$1.5 billion was signed with Airbus in October that year; it included Airbus A320s, A330s and A340s.<ref name="Libyan looks to the CIS as sanctions block Airbus buy" /><ref name="Airbus closes on Libya deal" /> The fact that these aircraft had US-manufactured parts once again prevented the deal to be firmed up as a trade embargo over the country, imposed in 1983,<ref name="Out of the ashes" /> was still in force,<ref name="A320 wet lease boosts Libyan" /> and Libyan Arab Airlines sought alternative manufacturers to acquire new aircraft for re-fleeting.<ref name="Libyan looks to the CIS as sanctions block Airbus buy" /> In the meantime, an Airbus A310 leased from Air Djibouti enabled Libyan Arab Airlines to expand services to the Middle East and North Africa, and Airbus A320s were on wet-lease from TransAer.<ref name="Out of the ashes" /> Amman became the first non-domestic destination to be served again.Template:Fact Fleet and route network grew further when regional carrier Air Jamahiriya was merged into Libyan Arab Airlines in 2001.<ref name="FI"/> In 2006, the airline was renamed Libyan Airlines.<ref name="Libyan Airways puts dormant ageing aircraft up for sale" />Template:Acn The airline pursues an expansion policy,<ref>(7 June 2009), Libyan Airlines launches new routes, AMEInfo, Accessed 11 June 2009</ref> which is concentrated on European business and tourist customers. Newly introduced destinations like Milan, Ankara,<ref>Libyan Airlines starts first flight to Turkey's AnkaraTemplate:Dead linkTemplate:Cbignore. Worldbulletin.net (2 July 2009). Retrieved on 2012-05-12.</ref> Athens<ref>(3 July 2009), Libyan Airlines returns to Greece after a 17-year absence</ref> and Madrid have led to a route network similar to the one offered prior to the 1992 trade embargo.
Libyan Civil WarTemplate:Spaced ndashonwardsEdit
As a consequence of the Libyan Civil War and the resulting no-fly zone over the country enforced by NATO in accordance with the United Nations Security Council Resolution 1973, all flight operations with Libyan Airlines were terminated on 17 March 2011.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The airline restarted operations in October the same year flying the Tripoli–Cairo route.<ref name="Libyan Airlines redécolle de Tripoli" />
In Template:Start date, Libyan Airlines was affected by a ban that was imposed by the European Union (EU) on all carriers having an operator's certificate issued in Libya from flying into the member countries.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The airline was removed from the list of air carriers banned in the EU in December the same year,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> as well as from the subsequent list released in Template:Start date.<ref>Template:Flatlist
Template:Endflatlist</ref> Despite this, Template:As of Libyan Airlines served the European market with wet-leased aircraft due to the Libyan Civil Aviation Authority (LYCAA) voluntarily opting for a ban until Libyan crews become re-certified.<ref name="Libyan carriers still banned from EU skies" /><ref name="EU airspace still off-limits for Libyan aircraft" /><ref name="EU flight ban could be lifted for Libyan Airlines in weeks" /> The voluntary ban will continue through 2014.<ref name="EU flight ban for Libyan air carriers continues into 2014" /> No Libyan carriers have been included in the Template:Start date version of the list of airlines banned in the EU.<ref>Template:Plainlist</ref> Despite information regarding LYCAA's failure for meeting international safety standards that may lead to an effective ban,<ref name="EU Air Safety officials losing patience with Libya" /> Template:As of an agreement between Libyan authorities and the EU to lift the ban seemed plausible to take effect by mid-2014.<ref name="Libyan Airlines seeks to expand route network" /> However, in December that year all air carriers having an operator's certificate issued in Libya have been either banned or subject to restrictions in their operations into European airspace.<ref name="Libya added to EU aviation safety blacklist" />
Corporate affairsEdit
Ownership and structureEdit
The company is 100% owned by the government of Libya.<ref name="UPDATE 2-Libya's Hariga port to resume exports within days-oil official" /> Since 31 July 2007, Libyan Airlines has been a subsidiary of the state-owned Libyan Afriqiyah Aviation Holding Company (LAAHC), together with Afriqiyah Airways.<ref name="libyahavayollari.com.tr">"[1] Template:Webarchive."About us - History". Libyan Airlines. Retrieved 28 December 2013."</ref>
Template:As of, the CEO position was held by Khaled Ben Alewa.<ref name="Deux Airbus A330-200 pour Libyan Airlines" />
Business trendsEdit
Annual reports for the airline do not appear to be published. In the absence of these, the main sources for trends are press and industry reports.
| 2008 | 2009 | 2010 | 2011 | 2012 | |
|---|---|---|---|---|---|
| Turnover (US$ m) | |||||
| Profits (US$ m) | |||||
| Number of passengers (m) | 1.2 | ||||
| Number of aircraft (at year end) | 6 | ||||
| Template:Small | <ref>Template:Cite news</ref> | <ref>Template:Cite news</ref> |
Proposed merger with Afriqiyah AirwaysEdit
On 31 July 2007, Libyan Airlines became a subsidiary of the state owned Libyan Afriqiyah Aviation Holding Company (LAAHC), together with Afriqiyah Airways.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>Template:Better source LAAHC is owned by the Libyan National Social Fund (30%), the Libyan National Investment Company (30%), the Libya-Africa Investment Fund (25%), and the Libyan Foreign Investment Company (15%).<ref name="Libya to restructure air transport sector" /> On 21 September 2010, it was announced that the two airlines, which had already begun extensive code-sharing and set up joint ground handling, maintenance and catering services, were to merge by November of that year, which was later postponed indefinitely, though.<ref name="merge">(19 September 2010) Shuaib, Ali,Libya's Airlines Expect to Merge Soon, Reuters Africa, Accessed 19 September 2010.</ref><ref>28 December 2009, "Libyan Airlines and Afriqiyah to Merge: Libyan CEO" Template:Webarchive, capitaleritrea, Accessed 29 December 2009.</ref>
The proposed privatisation and merger with Afriqiyah Airways has also been postponed, despite the fact it was originally planned to be effective in November 2010. The two carriers were later expected to merge in late 2011, however the Arab Spring and poor organisation forced this deal to be postponed many more times. Both airlines are to merge by the first half of 2013, according to Libya's current Interim Transport Minister Yousef el-Uheshi – 12 to 13 months after negotiations are expected to resume in March 2012. The successful merging of the carriers depends on the government's ability to cut costs in both workforce and salaries, which rival European carriers in size.<ref name="Rebuilding Libya's aviation industry crucial to economic recovery" />
FleetEdit
Recent developmentsEdit
In order to modernize and expand its fleet, Libyan Airlines placed several orders with aircraft manufacturers. In Template:Start date, at the Paris Air Show,<ref name="PICTURES: Libyan Airlines, Afriqiyah seal commitments for 21 Airbus jets" /><ref name="Arab Nations Snub Boeing, Spend $32 Billion on Airbus in Paris" /><ref name="Airbus lands more A350 orders in third day of Paris show" /> the carrier signed a memorandum of understanding (MOU) with Airbus for Template:Cardinal new aircraft, including Template:Cardinal to word Airbus A350-800s,<ref name="Libyan Airlines orders 15 Airbus aircraft" /> Template:Cardinal to word Airbus A330-200s and Template:Cardinal to word A320s;<ref name="Kingfisher swoops to lead $15.6n Airbus orders" /> the MOU was converted into a firm order in December the same year,<ref name="PICTURES: Libyan Airlines, Afriqiyah seal commitments for 21 Airbus jets" /><ref name="Libyan Airlines confirms order for 15 Airbus aircraft including A350s, A330s and A320s" /><ref name="Gaddafi visit seals French deals" /> in a deal valued at around Template:US$ billion.<ref name="Libya and France sign Airbus deals and nuclear agreement" /> Also in Template:Start date, Libyan Airlines placed an order for three Bombardier CRJ-900s worth Template:US$ million, and took option for another two aircraft of the type;<ref name="Libyan Airlines Orders Three Bombardier CRJ900 Airliners" /><ref name="Libyan Airlines Orders Three Bombardier CRJ900 Airliners, BBD at Paris" /> for an approximate value of Template:US$ million, this option was exercised in Template:Start date.<ref name="Bombardier gets $136 million of plane orders" /> That month, an order for Template:Cardinal to word Airbus A350-800s was placed.<ref name="ILFC and Libyan convert all A350-800s to -900s" />
In Template:Start date,<ref name="Libyan Airlines takes first A320 delivery" /><ref name="Libyan takes delivery of the first of its new A320 fleet" /> Libyan Airlines took delivery of the first of seven Airbus A320s ordered in 2007.<ref name="Libyan eyes more A320s and CRJ900s" /> In Template:Start date, with five CRJ-900s already in operation, three more aircraft of the type were ordered for Template:US$ million, and three more were taken on option.<ref name="Libyan orders three CRJ900s, three options" /><ref name="Bombardier Takes USD$131.5 Mln Libya Order" /> In late Template:Start date, the carrier took delivery of the first Airbus A330,<ref name="Libyan Airlines boosts fleet with first Airbus A330" /><ref name="Libyan Airlines receives 1st Airbus A330 long-haul carrier" /> becoming a new customer for the type.<ref name="Libyan Airlines takes delivery of its first A330" /><ref name="Libyan Airlines takes delivery of first Airbus A330-200" /><ref name="Libyan, Sichuan Airlines Add New Airbus Jets" /> A second A330 was phased in a month later.<ref name="Deux Airbus A330-200 pour Libyan Airlines" /><ref name="Libyan Airlines Takes Delivery of second A330" /><ref name="Libyan Airlines receives its second Airbus A330-200 in two months" /> In Template:Start date, the A350-800 order was switched to the -900 model, with the addition of Template:Cardinal to word more aircraft of the larger variant.<ref name="ILFC and Libyan convert all A350-800s to -900s" />
Damaged aircraft during the Libyan conflictEdit
In Template:Start date, amid the 2014 Libyan conflict, clashes between antagonistic forces that tried to gain control of Tripoli International Airport damaged or destroyed a number of aircraft parked at the airport, including ones belonging to Afriqiyah Airways and Libyan Airlines.<ref name="Rocket ignites blaze near Tripoli airport, Libya in chaos" /><ref name="Libya Airlines Cut Operations 70% After Damage to Planes" /><ref name="47 killed in clashes between rival militias fighting over Libyan airport" /> In particular, seven Libyan Airlines aircraft resulted damaged during shelling.<ref name="Shelling of Libya's main airport damaged 20 aircraft" /><ref name="Fighting rages at Libya's main airport" /> In December 2014, the European union banned all Libyan Airlines (along with 6 other Libyan airlines) flights within European skies, citing the ongoing conflicts as a major security threat.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Current fleetEdit
The Libyan Airlines fleet consists of the following aircraft (Template:As of):<ref>Template:Cite journal</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
| Aircraft | In Fleet | Orders | Passengers | Notes | ||
|---|---|---|---|---|---|---|
| J | Y | Total | ||||
| Airbus A320-200 | 6 | — | 12 | 156 | 168 | |
| Airbus A330-200 | 3 | — | 24 | 235 | 259<ref name="Libyan Airlines Takes Delivery of its First Airbus A330" /> | |
| Airbus A350-900 | — | 6<ref name="ILFC and Libyan convert all A350-800s to -900s" /> | TBA | |||
| ATR 42-500 | 1 | — | ||||
| Bombardier CRJ900LR | 4 | — | 7 | 68 | 75 | |
| Total | 14 | 6 | ||||
Fleet developmentEdit
Over the years, the company operated the following aircraft types:<ref>Libyan Airlines fleet list at. Airfleets.net. Retrieved on 12 May 2012.</ref><ref>Information about Libyan (Arab) Airlines provided by the Aero Transport Data Bank. Aerotransport.org. Retrieved on 12 May 2012.</ref> Template:Expand list
| Aircraft | Introduced | Retired | |
|---|---|---|---|
| Airbus A300 | 1991 | 2011 | |
| Airbus A310 | 1986 | 2007 | |
| Airbus A320 | 1999 | ||
| ATR 42-500<ref>{{#invoke:citation/CS1|citation | CitationClass=web
}} </ref> |
2009 | |
| Boeing 707 | |||
| Boeing 720 | |||
| Boeing 727 | |||
| Boeing 737-200 | 1979 | 1981 | |
| Boeing 747-200 | 1980 | 2004 | |
| Bombardier CRJ900 | 2007 | ||
| Douglas DC-8 | 1978 | 1980 | |
| Fokker F27 Friendship | |||
| Fokker F28 Fellowship | |||
| Fokker 100 | 1990 | 1994 | |
| Handley Page Dart Herald | |||
| Ilyushin Il-76 | |||
| Lockheed L-100 Hercules | |||
| Lockheed L-1011 TriStar | |||
| Sud Aviation Caravelle | |||
| Tupolev Tu-154 |
Incidents and accidentsEdit
Fatal accidentsEdit
- On 21 February 1973 at around 14:10 local time, Libyan Arab Airlines Flight 114 from Tripoli to Cairo, which was operated by a Boeing 727-200 (registered 5A-DAH), was shot down by Israeli fighter aircraft because it was thought to be a foreign military attack aircraft. Among the 113 people on board, only one crew member and four passengers survived the subsequent crash-landing in the desert near Ismaïlia.<ref>Flight 114 at the Aviation Safety Network. Aviation-safety.net. Retrieved on 12 May 2012.</ref>
- On 2 December 1977, a Tupolev 154 (registered LZ-BTN), which was chartered by Libyan Arab Airlines from Balkan Bulgarian Airlines to operate a Hajj flight from Jeddah to Benghazi crashed near Benina International Airport because of fuel exhaustion. The aircraft had been circling the airport because it could not land due to dense fog, and an alternate landing strip could not be reached in time. 59 of the 159 passengers died in the accident, whilst all six crew members survived.<ref>1977 Libyan Arab Airlines crash at the Aviation Safety Network. Aviation-safety.net (2 December 1977). Retrieved on 2012-05-12.</ref>
- On 22 December 1992, Libyan Arab Airlines Flight 1103, a Boeing 727-200 registered 5A-DIA, disintegrated on approach to Tripoli International Airport. The official government story was that it had collided with a Mikoyan-Gurevich MiG-23 of the Libyan Air Force over Tripoli. Both aircraft crashed, killing all 157 persons on board the Boeing but the 2 crew of the air force jet ejected safely,<ref>Template:ASN accident</ref> making it the worst accident in the history of the airline.
Non-fatal incidentsEdit
- On 28 November 1981, a Libyan Arab Airlines Fokker F27 Friendship (registered 5A-DBE) was damaged beyond repair in a forced landing in the desert near Kufra, which had become necessary because the aircraft had run out of fuel.<ref>1981 crash landing at the Aviation Safety Network. Aviation-safety.net (28 November 1981). Retrieved on 2012-05-12.</ref>
- On 6 June 1989, an LAA Fokker F27 (registered 5A-DDV) experienced an engine failure shortly after take-off from Zella Airfield for a flight to Tripoli. The crew tried to return to the airfield, but had to execute a forced landing in the desert instead, during which the aircraft was destroyed. The 36 passengers and three crew members survived the crash.<ref>1989 crash landing at the Aviation Safety Network. Aviation-safety.net (6 June 1989). Retrieved on 2012-05-12.</ref>
- On 7 December 1991, a Libyan Arab Airlines Boeing 707 (registered 5A-DJT) crashed on take-off at Tripoli International Airport. There were no fatalities among the 189 passengers and ten crew on board.<ref>1991 incident at the Aviation Safety Network. Aviation-safety.net (7 December 1991). Retrieved on 2012-05-12.</ref>
Military occurrencesEdit
Several aircraft of the company were destroyed on the ground in different war events:
- On 5 June 1967, during the Six-Day War, a Kingdom of Libya Airlines Learjet 23 (registered 5A-DAD), which was parked at Damascus International Airport, was destroyed in an Israeli air raid.<ref>1967 Damascus Airport raid at the Aviation Safety Network. Aviation-safety.net (5 June 1967). Retrieved on 2012-05-12.</ref>
- On 15 April 1986, a Libyan Arab Airlines Fokker F27 Friendship (registered 5A-DLP) was destroyed at Benina International Airport during the United States bombing of the airfield as part of Operation El Dorado Canyon.<ref>El Dorado Canyon bombing at the Aviation Safety Network. Aviation-safety.net (15 April 1986). Retrieved on 2012-05-12.</ref>
- On 25 August 2011, during the Libyan Civil War, a Libyan Airlines Airbus A300-600 (registered 5A-DLZ) was destroyed during fighting actions at Tripoli International Airport.<ref>PICTURES: Two A300s destroyed in Tripoli conflict. Flightglobal.com (26 August 2011). Retrieved on 2012-05-12.</ref><ref name=ASN250811>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On 15 July 2014, a Libyan Airlines Airbus A330 (registered 5A-LAS) suffered substantial damage in the right hand fuselage during the fighting actions at Tripoli International Airport. The aircraft is now stored for maintenance.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On 20 July 2014, a Libyan Airlines Bombardier CRJ-900 (registered 5A-LAL) was destroyed during fighting actions at Tripoli International Airport.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
HijackingsEdit
- On 6 July 1976, an LAA Boeing 727 was hijacked during a flight from Tripoli to Benghazi and forced to land at Palma de Mallorca Airport, where the perpetrator surrendered.
- On 24 August 1979, another Boeing 727 was forced to divert from its Benghazi-Tripoli route and land at Larnaca.<ref>August 1979 hijacking at the Aviation Safety Network. Aviation-safety.net (24 August 1979). Retrieved on 2012-05-12.</ref>
- On 16 October of the same year, a domestic flight from Hun to Tripoli was hijacked by three passengers, who forced the Fokker F27 Friendship (registered 5A-DDU) to divert to Malta. After two days on the ground at Luqa Airport, the perpetrators surrendered.<ref>October 1979 hijacking at the Aviation Safety Network. Aviation-safety.net (16 October 1979). Retrieved on 2012-05-12.</ref>
- On 7 December 1981, an LAA flight from Zürich to Tripoli was hijacked by three persons who thus wanted to press prisoners free. The Boeing 727 was flown to Beirut, were the perpetrators surrendered.<ref>1981 hijacking at the Aviation Safety Network. Aviation-safety.net (7 December 1981). Retrieved on 2012-05-12.</ref>
- On 20 February 1983, Flight 484 was hijacked en route a flight from Sabha to Benghazi. The two hijackers forced the 727 (registered 5A-DII) to land in Malta, and surrendered three days later.<ref>February 1983 hijacking at the Aviation Safety Network. Aviation-safety.net (20 February 1983). Retrieved on 2012-05-12.</ref>
- Also in 1983, on 22 June, an LAA Boeing 707 was hijacked during a flight from Athens to Tripoli, by two persons who demanded to be taken to Iran. During the negotiations, the aircraft was flown to Rome and Larnaca, where the hijackers surrendered.<ref>June 1983 hijacking at the Aviation Safety Network. Aviation-safety.net (22 June 1983). Retrieved on 2012-05-12.</ref>