Libyan Airlines

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Libyan Airlines,Template:Efn formerly known as Libyan Arab Airlines over several decades, is the flag carrier of Libya.[1] 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.[2] Libyan Airlines also operates Hajj services.[3][4][5] The company is wholly owned by the government of Libya.

History

Early years

File:Kingdom of Libya Airlines logo.jpg
The original logo of Kingdom of Libya Airlines (1964–1970).
File:Sud SE-210 5B-DAE Libya LGW 07.69 edited-2.jpg
A Sud Caravelle of the Kingdom of Libya Airlines at London Gatwick in 1969.

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,[6] international flights radiating from Benghazi and Tripoli began in Template:Start date, initially serving Athens, Cairo, London, Malta, Paris, Rome and Tunis.[7]

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,[7] with the agreement coming into effect on 15 June the same year.[8] 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)

File:Libyan Arab Airlines Caravelle Groves.jpg
A Libyan Arab Airlines Sud Aviation Caravelle at Geneva International Airport (1971).

Following the 1969 coup d'état, the airline was renamed Libyan Arab Airlines,[9]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.[9]Template:Rp In Template:Start date, Libyan Arab Airlines ordered two Boeing 727-200s for US$14 million.[10] These two aircraft were part of the fleet by Template:Start date, along with three Caravelles and two Fokker F27s.[11] Six Fokker F27s—four Mk600s and two Mk400s—were purchased in Template:Start date,[12] and in May the same year, three additional Boeing 727-200s were ordered,[13][14] 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.[15] Two more Boeing 727s were acquired in Template:Start date;[16] in August that year, the carrier took delivery of a Boeing 707-320C to be used by the government.[17] 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.[18] During the year, the Tripoli–Frankfurt–Athens–Tunis–Casablanca and Benghazi–Rome–London routes were launched.Template:Sfnp

File:Libyan Arab Airlines Boeing 727-200Adv 5A-DIA LHR 1978-8-24.png
A Libyan Arab Airlines Boeing 727-200 Advanced on short final to London Heathrow Airport in 1978. This aircraft would crash as Libyan Arab Airlines Flight 1103

The handover of two Boeing 727-200 Advanced aircraft, due to be delivered in June and Template:Start date,[19] was blocked due to concerns that Libya was supporting terrorism.[20] Despite the US State Department initially authorising the acquisition of three Boeing 747s and two Boeing 727s in March the following year,[21] 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.[22] 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;[23] 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.[24] Ten Airbuses—six A300s and four A310s—were ordered in October the same year.[25] 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. There was a ban in force on providing Libya with technology that could possibly have military uses.[26]Template:Rp[27] 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.[28]

File:Libyan Arab Airlines Falcon 20C 5A-DAG LFSB Aug 1981.png
A Libyan Arab Airlines Mystère/Falcon 20C at Euroairport in 1981.

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.[29] However, the airline had to cut most of its international services that year due to a US embargo imposed on the country.[30] 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,[28][31] ex-British Caledonian GE-powered A310 aircraft for Template:US$ million.[32] 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;[32] 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.[33] Finally, British Caledonian was fined Template:US$ million (£600,000)[34] for its involvement in the deal, and Libyan Arab kept both aircraft, with Swissair training Libyan crews in order to fly them.[35] Unable to order Western-built aircraft, the airline moved to Soviet-made airframers, ordering three Tupolev Tu-154Ms in 1989.[36]

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.[37] Another drawback hit the carrier following the Template:Start date United Nations Security Council Resolution 748,[38] adopted as a consequence of the Libyan government allegedly having supported the terrorists responsible for the bombings of Pan Am Flight 103[39][40] and UTA Flight 772.[41][42][43] 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,[44] and LAA could only operate on domestic routes.[39][45]

File:Libyan Arab Airlines logo.jpg
The Libyan Arab Airlines logo, which was used until 2006.

In Template:Start date, civil sanctions against the country were lifted.[44][46][47] It followed Libya handing over two men suspected of being involved in the Lockerbie bombing.[48][49] 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.[50][51] 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,[45] was still in force,[46] and Libyan Arab Airlines sought alternative manufacturers to acquire new aircraft for re-fleeting.[50] 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.[45] 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.[2] In 2006, the airline was renamed Libyan Airlines.[52]Template:Acn The airline pursues an expansion policy,[53] which is concentrated on European business and tourist customers. Newly introduced destinations like Milan, Ankara,[54] Athens[55] and Madrid have led to a route network similar to the one offered prior to the 1992 trade embargo.

Libyan Civil WarTemplate:Spaced ndashonwards

File:Libyan Airlines A320-200 TS-INP MAN 2012-11-25.png
A Tunisian-registered Airbus A320-200 wearing the Libyan Airlines livery on short final to Manchester Airport in 2012. The airline wet-leased this type of aircraft from Nouvelair in order to serve European destinations during the ban.[56]

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.[57] The airline restarted operations in October the same year flying the Tripoli–Cairo route.[58]

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.[59] The airline was removed from the list of air carriers banned in the EU in December the same year,[60] as well as from the subsequent list released in Template:Start date.[61] 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.[56][62][63] The voluntary ban will continue through 2014.[64] No Libyan carriers have been included in the Template:Start date version of the list of airlines banned in the EU.[65] Despite information regarding LYCAA's failure for meeting international safety standards that may lead to an effective ban,[66] Template:As of an agreement between Libyan authorities and the EU to lift the ban seemed plausible to take effect by mid-2014.[67] 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.[68]

Corporate affairs

Template:Update section

Ownership and structure

The company is 100% owned by the government of Libya.[69] Since 31 July 2007, Libyan Airlines has been a subsidiary of the state-owned Libyan Afriqiyah Aviation Holding Company (LAAHC), together with Afriqiyah Airways.[70]

Template:As of, the CEO position was held by Khaled Ben Alewa.[71]

Business trends

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
Notes/sourcesScript error: No such module "Check for unknown parameters". [72] [73]

Proposed merger with Afriqiyah Airways

On 31 July 2007, Libyan Airlines became a subsidiary of the state owned Libyan Afriqiyah Aviation Holding Company (LAAHC), together with Afriqiyah Airways.[74]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%).[75] 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.[76][77]

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.[78]

Fleet

Recent developments

File:Libyan Airlines A330-200 5A-LAR IST Dec 2013.png
A Libyan Airlines Airbus A330-200 taxiing at Istanbul Atatürk Airport in 2013.

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,[79][80][81] the carrier signed a memorandum of understanding (MOU) with Airbus for Template:Cardinal new aircraft, including Template:Cardinal to word Airbus A350-800s,[82] Template:Cardinal to word Airbus A330-200s and Template:Cardinal to word A320s;[83] the MOU was converted into a firm order in December the same year,[79][84][85] in a deal valued at around Template:US$ billion.[86] 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;[87][88] for an approximate value of Template:US$ million, this option was exercised in Template:Start date.[89] That month, an order for Template:Cardinal to word Airbus A350-800s was placed.[90]

In Template:Start date,[91][92] Libyan Airlines took delivery of the first of seven Airbus A320s ordered in 2007.[93] 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.[94][95] In late Template:Start date, the carrier took delivery of the first Airbus A330,[96][97] becoming a new customer for the type.[98][99][100] A second A330 was phased in a month later.[71][101][102] 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.[90]

Damaged aircraft during the Libyan conflict

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.[103][104][105] In particular, seven Libyan Airlines aircraft resulted damaged during shelling.[106][107] 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.[108]

Current fleet

File:Libyan Airlines CRJ-900 5A-LAC MAN 2008-1-6.png
A Libyan Airlines CRJ-900 on short final at Manchester Airport in 2008.

Template:As of, Libyan Airlines operates the following aircraft:[109]

Libyan Airlines Fleet
Aircraft In Fleet Orders Passengers Notes
J Y Total
Airbus A320-200 3 — 12 156 168
Airbus A330-200 2 — 24 235 259[1]
Airbus A350-900 — 6[90] TBA
Total 5 6

Fleet development

File:Libyan Arab Airlines A300B4-600R TS-IAZ FCO 2006-9-8.png
A Libyan Arab Airlines Airbus A300-600R on short final to Fiumicino Airport in 2006.
File:Libyan Arab Fokker F28 JPTA.jpg
A Libyan Arab Airlines Fokker F28 Fellowship at Malta International Airport (2002).

Over the years, the company operated the following aircraft types:[110] Template:Expand list

Aircraft Introduced Retired
Airbus A300 1991 2011
Airbus A310 1986 2007
Airbus A320 1999
ATR 42-500[111] 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 accidents

Fatal accidents

  • 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.[112]
  • 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.[113]
  • 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 159 persons on board the Boeing but the 2 crew of the air force jet ejected safely,[114] making it the worst accident in the history of the airline.

Non-fatal incidents

  • 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.[115]
  • 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.[116]
  • 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.[117]

Military occurrences

Several aircraft of the company were destroyed on the ground in different war events:

Hijackings

  • 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.[124]
  • 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.[125]
  • 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.[126]
  • 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.[127]
  • 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.[128]

See also

Notes

Template:Notelist

Citations

Template:Reflist

Bibliography

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Further reading

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External links

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  2. ↑ a b Script error: No such module "citation/CS1".
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  5. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan pilgrims leave for Mecca
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  78. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Rebuilding Libya's aviation industry crucial to economic recovery
  79. ↑ a b Cite error: Invalid <ref> tag; no text was provided for refs named PICTURES: Libyan Airlines, Afriqiyah seal commitments for 21 Airbus jets
  80. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Arab Nations Snub Boeing, Spend $32 Billion on Airbus in Paris
  81. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Airbus lands more A350 orders in third day of Paris show
  82. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines orders 15 Airbus aircraft
  83. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Kingfisher swoops to lead $15.6n Airbus orders
  84. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines confirms order for 15 Airbus aircraft including A350s, A330s and A320s
  85. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Gaddafi visit seals French deals
  86. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libya and France sign Airbus deals and nuclear agreement
  87. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines Orders Three Bombardier CRJ900 Airliners
  88. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines Orders Three Bombardier CRJ900 Airliners, BBD at Paris
  89. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Bombardier gets $136 million of plane orders
  90. ↑ a b c Cite error: Invalid <ref> tag; no text was provided for refs named ILFC and Libyan convert all A350-800s to -900s
  91. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines takes first A320 delivery
  92. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan takes delivery of the first of its new A320 fleet
  93. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan eyes more A320s and CRJ900s
  94. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan orders three CRJ900s, three options
  95. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Bombardier Takes USD$131.5 Mln Libya Order
  96. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines boosts fleet with first Airbus A330
  97. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines receives 1st Airbus A330 long-haul carrier
  98. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines takes delivery of its first A330
  99. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines takes delivery of first Airbus A330-200
  100. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan, Sichuan Airlines Add New Airbus Jets
  101. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines Takes Delivery of second A330
  102. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libyan Airlines receives its second Airbus A330-200 in two months
  103. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Rocket ignites blaze near Tripoli airport, Libya in chaos
  104. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Libya Airlines Cut Operations 70% After Damage to Planes
  105. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named 47 killed in clashes between rival militias fighting over Libyan airport
  106. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Shelling of Libya's main airport damaged 20 aircraft
  107. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Fighting rages at Libya's main airport
  108. ↑ Script error: No such module "citation/CS1".
  109. ↑ Template:Cite magazine
  110. ↑ Information about Libyan (Arab) Airlines provided by the Aero Transport Data Bank. Aerotransport.org. Retrieved on 12 May 2012.
  111. ↑ Script error: No such module "citation/CS1". 
  112. ↑ Flight 114 at the Aviation Safety Network. Aviation-safety.net. Retrieved on 12 May 2012.
  113. ↑ 1977 Libyan Arab Airlines crash at the Aviation Safety Network. Aviation-safety.net (2 December 1977). Retrieved on 2012-05-12.
  114. ↑ Template:ASN accident
  115. ↑ 1981 crash landing at the Aviation Safety Network. Aviation-safety.net (28 November 1981). Retrieved on 2012-05-12.
  116. ↑ 1989 crash landing at the Aviation Safety Network. Aviation-safety.net (6 June 1989). Retrieved on 2012-05-12.
  117. ↑ 1991 incident at the Aviation Safety Network. Aviation-safety.net (7 December 1991). Retrieved on 2012-05-12.
  118. ↑ 1967 Damascus Airport raid at the Aviation Safety Network. Aviation-safety.net (5 June 1967). Retrieved on 2012-05-12.
  119. ↑ El Dorado Canyon bombing at the Aviation Safety Network. Aviation-safety.net (15 April 1986). Retrieved on 2012-05-12.
  120. ↑ PICTURES: Two A300s destroyed in Tripoli conflict. Flightglobal.com (26 August 2011). Retrieved on 2012-05-12.
  121. ↑ Script error: No such module "citation/CS1".
  122. ↑ Script error: No such module "citation/CS1".
  123. ↑ Script error: No such module "citation/CS1".
  124. ↑ August 1979 hijacking at the Aviation Safety Network. Aviation-safety.net (24 August 1979). Retrieved on 2012-05-12.
  125. ↑ October 1979 hijacking at the Aviation Safety Network. Aviation-safety.net (16 October 1979). Retrieved on 2012-05-12.
  126. ↑ 1981 hijacking at the Aviation Safety Network. Aviation-safety.net (7 December 1981). Retrieved on 2012-05-12.
  127. ↑ February 1983 hijacking at the Aviation Safety Network. Aviation-safety.net (20 February 1983). Retrieved on 2012-05-12.
  128. ↑ June 1983 hijacking at the Aviation Safety Network. Aviation-safety.net (22 June 1983). Retrieved on 2012-05-12.
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