Английская Википедия:Balkan Bulgarian Airlines
Шаблон:Short description Шаблон:Use dmy dates Шаблон:More citations needed Шаблон:Infobox airline
Balkan Bulgarian Airlines (Шаблон:Lang-bg) was Bulgaria's government-owned flag carrier airline[1] between 1947 and 2002. During the 1970s, the airline became a significant European carrier. The company encountered financial instability following the fall of communism in Central and Eastern Europe. Despite managing to continue operations, following the start of the 21st century and a controversial privatisation, it declared bankruptcy in 2002. Balkan was liquidated in late Шаблон:Start date. Bulgaria Air was appointed Balkan's successor in Шаблон:Start date.
History
Early years
Bulgaria had a short-lived airline (Bunavad) in 1927, yet the country could not afford investing in modern air transport until after World War II. In 1946, the Ministry of Transport and Communications formed an Administration of Air Communications (Шаблон:Lang-bg, Шаблон:Transl). Since Bulgaria was regarded as a combatant on the defeated Axis side, the DVS could only contract with France for the supply of several Atelier d'Avions Coulombe Toucan aircraft (French-built versions of the Junkers Ju 52). In interpretation of their delivery, Bulgarian airmen practised by flying the nation's first long-distance flights: to Paris, transporting government officials to peace negotiations, being conducted there. These flights used German-built Ju 52 aircraft (Bulgarian service designation Сова or Sova, = Owl), delivered before the war to the На Негово Величество Въздушни войски [НВВВ] or His majesty's Air Force, and captured during the war from retreating German forces.
DVS officially launched services under the Bulgarian Air Lines (Шаблон:Lang-bg, Шаблон:Transl) name on 29 June 1947 with a Ju 52 flight from Sofia via Plovdiv to Burgas. Other services soon followed. By the close of the year, the DVS had ordered several Soviet-built Lisunov Li-2 variants of the Douglas DC-3 and at least 13 were operated until 1968.[2] The Soviet forces stationed in Bulgaria took interest in DVS, and by late 1947, had taken DVS into joint ownership, as had been done with all airlines of East-European countries formerly allied with Nazi Germany. The resulting airline was called TABSO (Шаблон:Lang-bg), an acronym for "Transportno-aviacionno balgaro-savetsko obedinenie" (Шаблон:Lang-bg, Bulgarian-Soviet Transport Aviation Corporation). The Ju 52s gradually phased out from service as TABSO re-equipped with Li-2s. These more modern planes allowed the airline to expand services.
The 1950s and 1960s
Soviet equity in TABSO was reacquired by the Bulgarian government in 1954.[3]Шаблон:Rp The airline with this brand name survived until the end of 1967, often in the shadow of the headline phrase Bulgarian Air Transport. In 1956, TABSO bought its first Ilyushin Il-14 aircraft.Шаблон:Citation needed These aircraft, along with Li-2s,[4] were deployed on services to seven domestic destinations, including Burgas, Gorna Oryahovitsa,[5] Ruschuk, Plovdiv,[6] Sofia, Stara Zagora[7] and Varna; and international destinations Amsterdam, Athens, Beirut, Belgrade, Berlin, Bucharest, Budapest, Damascus, Frankfurt, Kiev, Moscow, Odessa, Prague, Vienna and Warsaw.[3]Шаблон:Rp
In 1962, it began services with the Ilyushin Il-18; these and the expansion of Bulgaria's inclusive-tour tourism industry began to put the airline's name on the European and world map. The turboprop type crossed the Equator to Kenya and the Atlantic to Peru. By 1967, Antonov An-24s had arrived for domestic and regional flights. By the mid-1960s, tourism was a major hard currency earner for Bulgaria and TABSO faced home-grown competition. Executives of the Teksim trading company had decided to start their own aviation business which included crop-spraying and inclusive-tour charter airline operations under the name of Булер (Bulair). Despite trying to buy Sud Aviation Caravelle jet airliners, Bulair ended up buying more Il-18s turboprops under heavy Soviet and Bulgarian political pressure. These were operated to several Western European countries to bring holiday makers to Bulgarian resorts.
The Teksim venture proved a success and a thorn in the side of TABSO. By 1967, TABSO had the inside track in government circles, and the Teksim operation was largely disbanded by 1970. Amid rumours of scandal and embezzling several Teksim directors were sent to jail, accused of performing capitalism-ruled economic behaviour. Their venture had operated under the TABSO banner for reasons of expediency (not least international rights). The last Bulair-branded aircraft had been rebranded as TABSO machines by 1972.
The carrier bought three Tupolev Tu-134 jets in late 1967.[8] On 1 January 1968,Шаблон:Disputed inline TABSO was rebranded Balkan Bulgarian Airlines (Шаблон:Lang-bg, Шаблон:Transl).[9]Шаблон:Additional citation needed The wider commercial aviation scene was put under Balkan's control via subsidiaries such as the aforementioned Bulair, Селскостопанска авиация [ССА] or Selskostopanska aviacia [SSA] (the Agricultural Aviation Company) and a separate profit centre which performed ad hoc aviation contracting, mostly with helicopters.
The first Tu-134 was put into service in Шаблон:Start date, initially flying scheduled services between Sofia and London.[10] The airline became the first foreign customer of the type,[11]Шаблон:Rp leading to a close association with the Tupolev design bureau that lasted two decades. There were several reasons why Bulgaria was allowed to put a new Soviet type into service ahead of more important Soviet-bloc nations. Andrei Tupolev was President of the Soviet-Bulgarian Society. He had cemented personal links with his Bulgarian counterpart, formidable wartime Resistance figure and Politburo member Tsola Dragoycheva. She lobbied him for delivery preferences in return for campaigning before the Bulgarian authorities to buy his products rather than Western or other Soviet aircraft types. Indeed, Balkan never bought the Ilyushin Il-62 long-range airliner, preferring to misuse its Tu-154s for long-range work. Similarly, it eschewed Ilyushin's Il-86 wide-body despite arguably having the precise role for it on its sea or ski charter flights.
The 1970s
At Шаблон:Start date, Balkan served Шаблон:Cardinal countries in Africa, Asia and Europe plus Шаблон:Cardinal to word domestic destinations. At this time, the fleet included Antonov An-2s, An-10s and An-24Bs, Ilyushin Il-14s and Il-18s, Tupolev Tu-134s, Z-37 Cmelaks and Mil helicopters. Lazar Beloukhov was the general manager.[12] On 18 January 1971, an Ilyushin Il-18 crashed and caught fire while attempting to land at Kloten Airport in fog; only two people survived the crash.[13] During 1971, Balkan was the first airline beyond the USSR borders to operate the Tupolev Tu-134A.[11]Шаблон:Rp On 21 December, the crash of another Il-18 during takeoff left Шаблон:Cardinal fatalities.[14]
Again in 1972, this time with the Tupolev Tu-154, the carrier became the first foreign customer to incorporate a new Tupolev aircraft into its fleet.[11]Шаблон:Rp The latter type was deployed first on charter flights, and later on scheduled services.[15] By Шаблон:MONTHNAME the same year, Balkan had two of these aircraft in service.[16]Шаблон:Rp It also launched non-Soviet use of the Tu-154A, Tu-154B, Tu-154B-2 and Tu-154M.Шаблон:When Balkan was a useful test-bed for new ideas by the Tupolev bureau. The airline pioneered the use of three-person flightdeck crews on the Tu-154 by removing navigators (flight crew members whom the designers had intentionally inserted into the Tu-134 and Tu-154) between 1972 and 1976. Balkan also removed the Tu-154's concrete ballast trim on which conservative Tupolev engineers had insisted. In the mid-1980s, a team of Bulgarian engineers interlinked the automatic flight control systems of the airline's Tu-154s with OMEGA Navigation System receivers, enabling very accurate automatic long-range overwater navigation. In the 1990s, Balkan was among the first to fit GPS navigation to its Tu-154 fleet. A Tu-154B was flown non-stop from Montreal to Sofia, a distance of over Шаблон:Convert and a record for the type, during a charter flight.
As the Soviet-bloc economies gradually entered into stagnation in the 1970s, Balkan continued growing apace.[17]Шаблон:Additional citation needed In 1974, the airline's route network was Шаблон:Convert long.[18] By the mid/late 1970s, it was carrying three million passengers a year, more than any Soviet-bloc airline other than some Directorates of Aeroflot. The fleet comprisedШаблон:When aforementioned types plus Antonov An-12s for cargo (since late 1969) and Yakovlev Yak-40 regional jets for short-haul routes (since 1974). The comprehensive route system covered Europe, North Africa and the Middle East. With the delivery of more Tu-154s, Balkan opened longer-range routes, including ones to Zimbabwe, Angola and Nigeria in sub-Equatorial Africa, and to Sri Lanka and Vietnam in Southern Asia.
The 1980s
In 1986, Balkan was restructured as part of a wholesale shakeup of the late Socialist economy in an attempt to make it more productive and manageable. The airline was divorced from functions such as running airports. It had suffered disastrous traffic falls after the Comecon fuel crisis of 1979, when the number of passengers carried collapsed to under a million. By the late 1980s, loads were back up to 1970s levels. Of the three million annual passengers, a third were carried on domestic services, another third on charter flights, and the remaining million on scheduled international routes.
Balkan joined the International Air Transport Association (IATA) in 1988, becoming its 175th member worldwide.[19] On 10 November 1989, Bulgaria's long-ruling leader Todor Zhivkov was removed from power and Bulgaria began moving away from the Soviet bloc. Within a year, Balkan had been restructured yet again, with Hemus Air emerging from within it as a "second force" state-owned airline with mainly domestic and regional flights. Private airlines began to appear, most important among them Singapore-backed Jes Air which launched services to New York and Singapore using Airbus A310s.
The 1990s
By mid-1991, Balkan had leased two Boeing 767-200ERs from Air France to compete with failing Jes Air on North American and Southern Asian routes. At the same time Balkan acquired four Airbus A320s from Oryx. The Soviet-build types remained in service alongside the new arrivals.
The 1990s were a time of headlong decline at Balkan. The airline suffered in Bulgaria's transition to a market economy. Former managers of state-owned industry began forming private companies to supply the industries they had once managed (at high prices), and yet other private companies to purchase their production (at low prices). The aim was to control both supply and sales, charging high prices and paying low prices to strangle state companies and then privatise them at very low prices. The entire Bulgarian economy was in deep recession. This was due to severe political instability at home and protracted wars and economic sanctions in neighbouring Yugoslavia.[20] These factors upset potential investment and tourism and cut off Bulgaria from many trading partners.
In Шаблон:Start date, Balkan had a fleet of four Airbus A320-200s, three Antonov An-12Fs, fourteen Antonov An-24s, three Boeing 737-500s, two Boeing 767-200ERs, six Ilyushin Il-18s, five Tupolev Tu-134A-3s, fifteen Tupolev Tu-154B-2s and seven Tupolev Tu-154Ms. At this time, the company had 3,889 employees and the route network included 52 destinations.[21] By 1998, Balkan's 767s returned to Air France and the A320s were passed on to other lessees. The Tu-154B fleet was overdue for replacement, and the Tu-154M was aging. Bulgaria's government appeared to pledge some funds for Airbus A310 acquisition so that long-range services could be sustained, but nothing came of this.
Late in 1998, the company was ready to be sold to a holding named Balkan Air, comprising Bulgarian and US investors,[22] but the transaction was later suspended.[23] All through the decade, there had been rumours of investor interest in Balkan. These rumours consistently named Russian and German airline interests which were said to be eager to buy the carrier. There was also lobbying by the airline's managers for a management buyout. Nevertheless, a consortium comprising two Israeli companies —the Zeevi investment group and Knafaim-Arkia (the owner of Arkia Israel Airlines) — was assigned a 75 percent stake in Balkan Bulgarian in mid-1999 for a bargain price of Шаблон:US$, with the commitment of investing Шаблон:US$ million in the airline over the following ten years.[24][25] Arkia left the consortium once title in the airline was transferred.[26] It was disclosed in 2001 that Balkan had been declared bankrupt months prior to the sale.[27]
2000 and beyond
Balkan had 3,889 employees at Шаблон:Start date. At this time, the fleet included three Antonov An-12s; six Antonov An-24Bs and an An-24RV; two Boeing 737-300s and three 737-500s; an Ilyushin Il-18 and an Il-18D; three Let L 410 UVP-Es; and fourteen Tupolev Tu-154Bs and ten Tu-154Ms. These operated services to Abu Dhabi, Accra, Algiers, Amsterdam, Athens, Bahrain, Bangkok, Belgrade, Berlin, Bourgas, Brussels, Budapest, Cairo, Casablanca, Chisinau, Colombo, Copenhagen, Dubai, Frankfurt, Helsinki, Istanbul, Kyiv, Kuwait, Lagos, Larnaca, London, Madrid, Male, Malta, Milan, Moscow, Paris, Prague, Rome, Sofia, Stockholm, Tehran, Tel Aviv, Tripoli, Varna, Vienna, Warsaw and Zürich.[28] The Israeli connection led to difficulties in operating the Arab routes.[29][30] Its assets seemed to be being sold-off in an asset-stripping manner and by early 2001, Balkan's fleet was not even up to the task of meeting the airline's summer charter commitments, despite taking on some used 737-300s.[31]Шаблон:Additional citation needed In Шаблон:Start date, the Zeevi group ceased funding the carrier and initiated legal action against the Bulgarian government over a Шаблон:US$ million debt.[32][33] Although the company was grounded and entered receivership,[34][35][36] it resumed flying later that year.[37]
Short of cash, in 2002 Balkan's six weekly slots for Heathrow airport were sold to British Airways for Шаблон:US$ million. In Шаблон:MONTHNAME that year, creditors turned down a restructuring plan[38] and voted for the closure of the airline,[39] which was liquidated.[37] The number of employees at the time of closure was 1,269.[38] Balkan was succeeded as Bulgaria's national carrier by the newly formed Bulgaria Air.[40][41]
Fleet
Until 1990, Balkan's signs were carried both by normal airliners and special government detachment, agricultural aviation, sanitary wings, cargo planes. Here follows the fleet except An-2 /281 pieces/ and Ка-26, as well as civil Mi-8s /17 pieces/, Mi-17 /1 piece/, Mi-2, training L-410s.
| Aircraft | 1970 | 1980 | 1990 | 2000 |
|---|---|---|---|---|
| Antonov An-2 | Шаблон:Unknown | — | — | — |
| Antonov An-10 | Шаблон:Unknown | — | — | — |
| Antonov An-12 | — | — | — | Шаблон:Nts |
| Antonov An-12B | — | Шаблон:Nts | — | — |
| Antonov An-12V | — | — | Шаблон:Nts | — |
| Antonov An-24 | — | — | Шаблон:Nts | — |
| Antonov An-24B | Шаблон:Nts | Шаблон:Nts | — | Шаблон:Nts |
| Antonov An-24RV | — | — | — | Шаблон:Nts |
| Boeing 737-300 | — | — | — | Шаблон:Nts |
| Boeing 737-500 | — | — | — | Шаблон:Nts |
| Boeing 767-200 | — | — | Шаблон:Nts[42] | — |
| Ilyushin Il-14 | Шаблон:Nts | — | — | — |
| Ilyushin Il-18 | Шаблон:Nts | Шаблон:Nts | Шаблон:Nts | Шаблон:Nts |
| Ilyushin Il-18D | — | — | — | Шаблон:Nts |
| Let L-410UVP-E | — | — | — | Шаблон:Nts |
| Tupolev Tu-134 | Шаблон:Nts | Шаблон:Nts | Шаблон:Nts | — |
| Tupolev Tu-154 | — | Шаблон:Nts | Шаблон:Nts | — |
| Tupolev Tu-154B | — | — | — | Шаблон:Nts |
| Tupolev Tu-154M | — | — | — | Шаблон:Nts |
| Yakovlev Yak-40 | — | Шаблон:Nts | Шаблон:Nts | — |
| Zlin Z-37 Cmelak | Шаблон:Unknown | — | — | — |
| Total | 54[12] | 54[43]Шаблон:Rp | 69[44] | 44[28] |
Accidents and incidents
Шаблон:As of, Aviation Safety Network records 15 occurrences and four hijackings for Balkan,[45] and two fatal accidents plus one hijacking for TABSO.[46] Only events that led to fatalities, wrote off the aircraft involved, or both, are presented in the list below.
| Date | Location | Airline | Aircraft | Tail number | Aircraft damage | Fatalities | Description | Refs |
|---|---|---|---|---|---|---|---|---|
| Шаблон:Dts | Шаблон:Nowrap | TABSO | Ju 52 | Шаблон:Unknown | None | Шаблон:Nts | The aircraft was hijacked en route a domestic scheduled Varna–Sofia passenger service and flown to Istanbul. | [47] |
| Шаблон:Dts | Шаблон:FlagiconSofia | TABSO | Li-2P | LZ-TUE | W/O | Шаблон:Nts/30 | Struck mountainous terrain shortly after departing Vrazhdebna Airport. It was due to operate a domestic scheduled Sofia–Gorna Orechovitsa–Varna passenger flight. | [48] |
| Шаблон:Dts | Шаблон:Nowrap | TABSO | Il-18V | LZ-BEN | W/O | Шаблон:Nts/82 | During final destination, the aircraft was operating the Budapest–Prague leg of Flight 101. Bad weather at Prague forced a temporary diversion to Bratislava. The plane was cleared to continue to Prague as weather there improved, but it crashed shortly after takeoff from Ivanka Airport. | [49] |
| Шаблон:Dts | Шаблон:Nowrap | Bulair | Il-18E | LZ-BEG | W/O | Шаблон:Nts/89 | The flight, on TABSCO's subsidiary, Bulair, crashed in poor weather during its approach to the Bourgas Airport while bringing East German tourists from Dresden, and the crew deviated from its assigned altitude of 2400m and "flew into the ground". | [50] |
| Шаблон:Dts | Шаблон:FlagiconZürich | Balkan | Il-18D | LZ-BED | W/O | Шаблон:Nts/47 | Inbound from Paris as Flight 130, the plane approached Zurich Airport in fog below the glideslope, Шаблон:Convert north of the airport. Both the left wingtip and landing gear contacted the ground, and burst into flames. | [13][51] |
| Шаблон:Dts | Шаблон:FlagiconSofia | Balkan | Il-18V | LZ-BES | W/O | Шаблон:Nts/73 | Crashed on takeoff. The aircraft had just returned to service following ground maintenance; for reasons unknown, the aileron control cables were connected backwards. Bulgarian singer Pasha Hristova was among the dead. | [14] |
| Шаблон:Dts | Шаблон:FlagiconCruncha | Balkan | Il-14P | LZ-ILA | W/O | Шаблон:Nts/35 | The aircraft was completing a domestic scheduled Bourgas–Sofia passenger service when it flew into mountainous terrain, in adverse weather, on approach to Vrazhdebna Airport. | [52] |
| Шаблон:Dts | Шаблон:FlagiconMoscow | Balkan | Il-18V | LZ-BEM | W/O | Шаблон:Nts/25 | Nosedived during second approach attempt to Sheremetyevo Airport, crashedand burst into flames, probably because of tail icing. The aircraft was on a scheduled Sofia–Moscow flight as Flight 307. | [53] |
| Шаблон:Dts | Шаблон:FlagiconSofia | Balkan | An-24B | LZ-ANA | W/O | Шаблон:Nts/45 | Unable to gain height following takeoff from Vrazhdebna Airport, the aircraft slid down a ravine and ended up in the Iskar River. | [54][55] |
| Шаблон:Dts | Шаблон:FlagiconKufrah | Balkan | An-12B | LZ-BAA | W/O | Шаблон:Nts | Overran the runway on landing at Kufrah Airport. | [56] |
| Шаблон:Dts | Шаблон:FlagiconGabare | Balkan | Tu-134 | LZ-TUB | W/O | Шаблон:Nts/73 | Struck the ground while en route during a scheduled international Sofia–Warsaw passenger flight crashed during an abnormal descent. The accident remains Bulgaria's deadliest. | [57][58] |
| Шаблон:Dts | Шаблон:FlagiconDamascus | Balkan | Tu-154 | LZ-BTB | W/O | Шаблон:Nts/4 | Hit high ground Шаблон:Convert northeast of Damascus on approach to the city airport. | [59] |
| Шаблон:Dts | Шаблон:FlagiconSofia | Balkan | Tu-134A | LZ-TUR | W/O | Шаблон:Nts/50 | Inbound from Berlin on an international scheduled passenger service, the aircraft struck power lines on approach to Vrazhdebna Airport in heavy snow, crashing Шаблон:Convert short of the runway. | [60] |
| Шаблон:Dts | Шаблон:FlagiconSana'a | Balkan | Il-18V | LZ-BEP | W/O | Шаблон:Nts/18 | Overran the runway at Sana'a International Airport following a nosegear-first landing. | [61] |
| Шаблон:Dts | Шаблон:Nowrap | Balkan | An-12B | LZ-BAD | W/O | Шаблон:Nts/9 | Overran the runway upon landing at Bole International Airport. | [62] |
| Шаблон:Dts | Шаблон:FlagiconSofia | Balkan | Yak-40 | LZ-DOK | W/O | Шаблон:Nts/37 | Aborted takeoff due to an engine fire; Шаблон:Cardinal to word passengers and Шаблон:Cardinal to word crewmembers died on-site and Шаблон:Cardinal to word more passengers died at hospital. The Soviet consul in Varna was among the victims. The aircraft was due to operate a Sofia–Varna service. | [63][64] |
| Шаблон:Dts | Шаблон:FlagiconVarna | Balkan | Tu-154B | LZ-BTD | W/O | Шаблон:Nts/130 | The aircraft made a long landing at Varna Airport and the nosegear collapsed as it ran off the runway. The aircraft was completing an unscheduled Stockholm–Varna passenger flight. | [65] |
| Шаблон:Dts | Шаблон:FlagiconSofia | Balkan | An-24B | LZ-ANN | W/O | Шаблон:Nts | Damaged by a crane at Sofia Airport. | [66] |
| Шаблон:Unknown | Шаблон:FlagiconSofia | Balkan | Avia 14 | LZ-ILG | W/O | Шаблон:Nts | Destroyed while undergoing maintenance at Vrazhdebna Airport. | [67] |
| Шаблон:Unknown | Шаблон:Nowrap | Balkan | Шаблон:Nowrap | LZ-ILF | W/O | Шаблон:Unknown | Crashed under unspecified circumstances. | [68] |
See also
References
External links
Шаблон:Airlines of Bulgaria Шаблон:Authority control
- ↑ Шаблон:Cite news
- ↑ Gradidge 2006, p 167
- ↑ 3,0 3,1 Ошибка цитирования Неверный тег
<ref>; для сносокFlight1958-788не указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFlight1958-548не указан текст - ↑ Google Maps reference for spelling
- ↑ Google Maps reference for modern-era naming
- ↑ Google Maps reference for spelling
- ↑ Ошибка цитирования Неверный тег
<ref>; для сносокTABSO Buys Jetsне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокNew Name for TABSOне указан текст - ↑ 10,0 10,1 Ошибка цитирования Неверный тег
<ref>; для сносокA Taste of the Tu-134не указан текст - ↑ 11,0 11,1 11,2 Ошибка цитирования Неверный тег
<ref>; для сносокTupolev and the new generationне указан текст - ↑ 12,0 12,1 Ошибка цитирования Неверный тег
<ref>; для сносокFI1970не указан текст - ↑ 13,0 13,1 Ошибка цитирования Неверный тег
<ref>; для сносокFI1971-126не указан текст - ↑ 14,0 14,1 Шаблон:Cite journal
- ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFI1972-637не указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFI1972-707/708не указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFI1974-262не указан текст - ↑ Шаблон:Cite journal
- ↑ Ошибка цитирования Неверный тег
<ref>; для сносокAeroflot poised to join Iataне указан текст - ↑ Шаблон:Cite book
- ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFI1995-58не указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan and Malev face saleне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan sale mysteriously delayedне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокCuts at Tarom as Zeevi plots Balkan rescueне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокIsraelis take stake in Balkan Bulgarianне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan pull-outне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan declared bankrupt in 1998, court revealsне указан текст - ↑ 28,0 28,1 Ошибка цитирования Неверный тег
<ref>; для сносокFI2000-57не указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокArkia move sparks Arab backlashне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan faces Arab boycottне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan prepares for fleet revamp to achieve profitне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокZeevi pulls plug on grounded Balkan Bulgarianне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBulgarian airline grounded by debtsне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan begins to resurrect flights under receiverне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBalkan looks to restartне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокTrustees nominated for grounded Balkanне указан текст - ↑ 37,0 37,1 Ошибка цитирования Неверный тег
<ref>; для сносокBalkan Air Tour earns new statusне указан текст - ↑ 38,0 38,1 Ошибка цитирования Неверный тег
<ref>; для сносокСлед отхвърлянето на оздравителния план за Балкан следва ликвидацияне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBulgarian government seals Balkan's fateне указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокBulgaria in second bid for airline investmentне указан текст - ↑ Шаблон:Cite news
- ↑ Шаблон:Cite web
- ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFI1980-291не указан текст - ↑ Ошибка цитирования Неверный тег
<ref>; для сносокFI1990-76не указан текст - ↑ Шаблон:Cite web
- ↑ Шаблон:Cite web
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:Cite journal
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:Cite journal
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:Cite web
- ↑ Шаблон:Cite journal
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- ↑ Шаблон:ASN accident
- Английская Википедия
- Страницы с неработающими файловыми ссылками
- Balkan Bulgarian Airlines
- Defunct airlines of Bulgaria
- Airlines established in 1946
- Airlines disestablished in 2002
- 1946 establishments in Bulgaria
- 2002 disestablishments in Bulgaria
- Страницы, где используется шаблон "Навигационная таблица/Телепорт"
- Страницы с телепортом
- Википедия
- Статья из Википедии
- Статья из Английской Википедии
- Страницы с ошибками в примечаниях
