||Currently Not Operational
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||+44 1892 77 00 22
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FORMED IN 1990 AND STARTED OPERATIONS IN 1991. FORMERLY "MK AIR CARGO." SUBSIDIARY MK FLUGFELAG, ICELAND. REGIONAL AND INTERNATIONAL, SCHEDULED AND CHARTER, CARGO, JET AIRPLANE SERVICES.
HARTFIELD, EAST SUSSEX, TN7 4DL, UK
FEBRUARY 1992: ACCDT: DC-8-54CF (HUSHKITTED) (45860, BUILT /66), DESTROYED NEAR KANO.
APRIL 1997: TO CENTRAL, SOUTHERN & WEST AFRICA. WORLDWIDE CHARTER SERVICES.
MAIN BASE/HUBS: LONDON STANSTED, LUXEMBOURG, OSTEND, NAIROBI, HARARE, AND ACCRA.
ALLIANCES WITH AIR MALAWI (AML), AIR NAMIBIA (NAM), BRITISH AIRWAYS (BAB), ICELANDAIR (ICE), & (LAN) AIRLINES.
105 EMPLOYEES (INCLUDING 55 FLIGHT CREW (FC) & 35 MAINTENANCE TECHNICIANS (MT)).
JANUARY 1998: ACQUIRES DC-8-62F (46027), EX-ATI - AIR TRANSPORT INTERNATIONAL (TIN), AEROPERU (PER) & ALITALIA (ALI).
JUNE 1998: SELLS DC-8-54F (283-45886), EX-AFRICAN INTERNATIONAL AIRWAYS (AFX) TO STAGE 3 NACELLE, CALIFORNIA, USA, FOR DC-8-50/-60 TESTBED FOR SHORT DUCT (PW) (JT3D-3B) STAGE 3 HUSHKIT PROGRAM (INCLUDING WINGLETS).
SEPTEMBER 1998: SUBSIDIARY MK FLUGFELAG, ICELAND, 1 DC-8-62F (JT3D-7H), EX-AIR TRANSPORT INTERNATIONAL (TIN), KILO GOLF UK LEASED, - NOW OPERATES 2.
JANUARY 1999: 1 DC-8-63F (JT3D-7) (46042), EX-ARROW AIR (ARW), (IAL) LEASED, WET-LEASED TO CLA AIR TRANSPORT (PHILIPPINES).
APRIL 1999: 105 EMPLOYEES. SITA: LGWKK7G. LGWKZ7G.
JUNE 1999: (LOI) 1 747-246F (JT9D-7Q) (432-22063), EX-SOUTHERN AIR TRANSPORT (STT), FINOVA LEASED STARTING 10/99.
AUGUST 1999: SUBSIDIARY OF MK AIRLINES, D B A MK GHANA, APPLIES TO USA DEPARTMENT OF TRANSPORTATION (DOT) FOR FOREIGN AIR PERMIT FOR SCHEDULED CARGO SERVICE FROM GHANA TO USA.
OWNED 49% BY W AMATEPE, DIRECTOR, A GHANIAN CITIZEN & 2% BY PRICEWATERHOUSECOOPERS OF GHANA. THE REMAINING 49%, IS OWNED BY BELLE AIR LTD, GUERNSEY, A LIECHENSTEIN COMPANY, OWNED BY LEXUS TRUST. THE BENEFICIARIES OF LEXUS TRUST ARE MICHAEL KRUGER, MK AIRLINES, CHAIRMAN, A ZIMBABWE CITIZEN, & ROBERT ROSE, A UK CITIZEN.
MK GHANA HAS 6 DC-8 AIRPLANES.
SEPTEMBER 1999: (DOT) OK'S EXEMPTION TO OPERATE CARGO CHARTERS TO USA, VIA INTERMEDIATE POINTS.
1 747-246F (JT9D-7Q) (22063), EX-SOUTHERN AIR (SOF), FINOVA (GRB) LEASED.
ACCDT: DC-8-62F (45910) CRASHED, BURNED & DESTROYED, ON LANDING AT KINSHASA.
OCTOBER 1999: (DOT) OK'S GHANA - USA, CARGO CHARTER SERVICE, VIA INTERMEDIATE POINTS.
NOVEMBER 1999: OPERATING 747-200F (22170) FOR SOUTH AFRICAN AIRWAYS (SAA).
MARCH 2000: CODE SHARE WITH MARTINAIR (MTH), TO CONNECT AT NAIROBI, FOR ALL-CARGO SERVICE FROM AMSTERDAM, TO BEIRA, AND MAPUTO.
BUYS 747-200SF (22120) FROM SOUTH AFRICAN AIRWAYS (SAA). 747-200F, FINOVA (GRB) LEASED.
APRIL 2000: 105 EMPLOYEES (INCLUDING 55 FLIGHT CREW (FC), & 35 MAINTENANCE TECHNICIANS (MT)).
JUNE 2000: 1 DC-8-62AF (46022), EX-TRANS CONTINENTAL (TCN).
JULY 2000: (DOT) OK'S COMPREHENSIVE CARGO CHARTER RIGHTS FROM GHANA TO USA.
SEPTEMBER 2000: 1 DC-8-54F (45679, N802CK), EX-TRANS CONTINENTAL (TCN), NOW express.net AIRLINES, (SDK) LEASED.
DECEMBER 2000: LUXEMBOURG - MACAU (747-200F, 2/WEEK), OPERATES FOR SWISS GLOBALCARGO.
1 747-212F (240-20888, 9G-MKL) DELIVERY.
APRIL 2001: PLANS TO ACQUIRE 4TH 747-200F. 747-212F (240-20888) RETURNED TO PACIFIC HARBOR CAPITAL.
AUGUST 2001: 120 EMPLOYEES.
NOVEMBER 2001: ACCDT: 747-246F (432-22063, 9G-MKI) CRASHED SHORT OF THE RUNWAY, LANDING AT PORT HARCOURT, NIGERIA = 1 FATALITY, & 5 INJURIES OF 13 CREW.
JANUARY 2002: 2 DC-8-63F's (JT3D-7 HK) (47147; 47151), EX-KITTY HAWK INTERNATIONAL (CKF).
MARCH 2002: (TELEPHONE: (1892) 77 00 11). (FAX: (1892) 77 00 22).
July 2002: 1 747-200F (22482, 9G-MKM), ex-Korean Airlines (KAL).
November 2002: Kenya Airways (KEN) is checking to find out the status of MK Airlines (MKA), who seem to have "overstayed" at Kenya International Airport, which is not the country they are based at, and a number of competitors have complained that a number of airlines had been operating without licenses, while others had not paid "foreign registered aircraft" fees.
1 747-245F, (396-21841), ex-Atlas Air (TLS), Boeing (TBC) leased.
March 2003: 1 747-2S4F (472-22169, N713BA), Boeing (TBC) leased.
June 2003: 250 employees.
September 2003: 1 747-200F wet-leased to Shanghai Airlines (SHA) Cargo for Shanghai - Macau cargo service.
March 2004: 747-2B5BSF (JT9D-7Q) (484-22481, 9G-MKR), ex-Korean Air (KAL), Boeing (TBC) leased.
April 2004: 747-2B5F (520-22486, 9G-MKS), ex-Korean Air (KAL), Boeing (TBC) leased.
September 2004: Moves its base from Manston to Ostend.
October 2004: ACCDT: 747-244BSF (486-22170, 9G-MKJ) crashed while taking off from Halifax, Nova Scotia. Its tail section separated during the takeoff roll, perhaps as a result of contact with the runway = all 7 fatalities. Its tail scraped the runway twice, the second occurrence more prolonged, then the tail separated upon contact with an earthen and concrete berm topped by navigation equipment some 300m from the end of the runway. Later, the Canadian Safety Board report expressed concerns about weight assessment methods, runway information at Halifax and crew fatigue. Attention was drawn to the assessment methods to determine the weight of freight pallets loaded with packages at airports where there is no ability to weigh the full pallet. In addition, the elapsed time from take-off at Luxembourg to the attempted take-off from Halifax was 12 hours 6 minutes. The destination of Zaragoza, Spain, would have meant a further 8 hours crew duty. The same augmented crew of 7 consisting of 2 captains, a first officer, 2 flight engineers, a loadmaster, and a ground engineer were rostered to perform the entire trip from Luxembourg via Bradley, Connecticut and on to Halifax. (MKA) has since changed its rostering to bring it in line with European practices.
(The following was reported in June 2006): Canadian investigators say misunderstanding of laptop performance tool caused the October 2004 (MKA) 747 freighter accident. Canadian investigators are recommending the installation of systems to warn crews of inadequate take-off performance following the fatal loss of an MK Airlines (MKA) 747-200 freighter during departure from Halifax nearly two years ago.
In its final report on the 14 October 2004 crash of MK flight 1602, the Transportation Safety Board of Canada (TSB) says that the crew’s misunderstanding of a laptop computer tool for calculating take-off performance led to the accident. It concludes that the crew unwittingly transferred and used weight data from the airplane’s previous flight while calculating performance criteria for the next take-off. The obsolete data misled the crew to derive incorrect thrust settings and critical speeds for take-off. About two-thirds of the way along Halifax’s runway 24, the airplane rotated, but failed to become airborne. Its tail struck the ground twice, the second time with just 130m/420ft of the 2,682m runway remaining. The jet overran the runway by 250m and briefly lifted off for a distance of 100m before it struck an earth berm, the impact severing the tail section and causing the 747 to crash 370m beyond. All seven crew members on board were killed. Comparison of the flight-data recorder information from the Halifax take-off with that from the airplane’s previous departure, from Connecticut’s Bradley International airport, revealed that the data was “nearly identical”. Both rotations were conducted at 130kt/240km/h with 20° of flap and the engine data in both cases was similar. This indicates, says the report, that the Bradley take-off weight of just under 240,000kg/530,000lb was unintentionally used to calculate the airplane’s take-off performance from Halifax – despite the additional cargo and fuel making its weight nearly 50% more. The (TSB) says: “The Bradley weight in the weight and balance page [of the laptop tool] was likely unknowingly transferred to the performance page due to a reversion feature of the software.” It states that inadequate training on the Boeing laptop tool used by the crew, as well as personal stresses and non-adherence to procedures, contributed to the accident. MK Airlines (MKA) stopped using the laptop tool two weeks after the crash. The crew was probably suffering from fatigue, says the report, and the departure in darkness would have made the performance error difficult to detect.
Canadian investigators have acknowledged efforts by Ghana-registered MK Airlines (MKA) to improve safety, having criticised oversight and operational discipline within the carrier at the time of its fatal Boeing 747-200F crash at Halifax. The Transportation Safety Board of Canada (TSB) says that MK Airlines (MKA)’s varied operations often involve crews flying to airports with poor facilities, and dealing with frequent delays and equipment failures. It says: “Some of the strengths that this environment brought also generated weaknesses [like] accepting short cuts and deviations from procedures.”
The (TSB) also observes: “Regulatory oversight of MK Airlines (MKA) by the Ghana civil aviation authority was not adequate to detect serious non-conformances to flight and duty times, nor on-going non-adherence to company directions and procedures.” It adds that, although MK Airlines (MKA) had a flight-operations quality and flight-safety programme, it was in the early stages of development at the time.
A month after the accident, (MKA) requested a full audit by the UK, then opted to obtain compliance with European Joint Aviation Requirements (JAR) and has applied to go on to the UK register. (MKA) says it has put in place a safety management system, revised its training manual, and now uses software-assisted crew-scheduling.
November 2004: 747-2B5F (520-22486, 9G-MKS), Boeing (TBC) leased.
June 2005: 250 employees.
October 2005: MK Airlines (MKA) resumed 747F services into Kent International Airport (KIA) (Manston) on Oct 2. (MKA), which currently has six 747 airplanes in its fleet, was the largest freight carrier at (KIA) Manston prior to relocating its European operations to other airports in Continental Europe in August 2004.
December 2005: MK Airlines (MKA) signed a Memo of Understanding (MOU) with the Ostend Port Authority and Ostend Brugge International Airport to establish a European Cargo Hub.
February 2006: 747-2B5BSF (22486, 9G-MKS), painted with light green upper fuselage with "BERKUT BYRKIT" titles (see photo). DC-8-63F (46147, 9G-LIL), sold to Johnsons Air (JON).
April 2006: Afrijet (FRJ) entered into a charter agreement since March 1999 with foreign partner MK Airlines Limited (MKA) for four (4) Boeing 747 and two (2) McDonnell DC-8 airplanes bringing in cargo from America, Europe and Middle East into Nigeria for distribution throughout Africa.
September 2006: MK Airlines (MKA) has taken delivery of its 7th 747-200F (22237, 9G-MKU), Polar Air Cargo (PAO) leased, and is in talks for an 8th airplane for delivery in 2007. The airline retired its last DC-8F and is considering new airplanes such as the 747-400SF and 747-800F.
April 2007: Pratt & Whitney (P&W) signed a five-year agreement with UK-based cargo carrier, MK Airlines (MKA) to upgrade its (JT9D)s with Pratt durability kits starting next month. The 36 upgrades are valued at more than $84 million. The (JT9D-7Q) technology upgrade includes new first- and second-stage turbine blades and vanes, plus a new second-stage turbine lenticular seal.
June 2007: Cargo carrier MK Airlines (MKA) recommenced flight operations after administrators secured funding from Transatlantic Aviation Ltd, part of The Belfairs Management Group. (MKA) had suspended service June 10 and was in discussions with several parties regarding investment that would help it renew its fleet of 747-200Fs and DC-8Fs.
July 2008: MK Airlines (MKA) and Freight Feeder Aircraft Corp (FFAC) signed a letter of intent for the purchase of 10 FF5000 Freight Feeder Airplanes plus five options, the companies announced in a joint statement. Officials of both Freight Feeder and (MKA), the UK-based carrier that suspended operations last month, but re-launched shortly afterward after securing new funding, plan to meet within the year to complete final negotiations. The purchase order will become finalized upon "first flight" of the FF5000 prototype currently under construction and scheduled for completion next spring. "We are looking forward to a long-term mutually beneficial relationship with MK Airlines (MKA) as one of our valuable launch customers as we continue to develop the FF5000 and bring it into production," FF President & CEO, John Dupont said. MK CEO Mike Kruger said, "The Freight Feeder Aircraft could play an important role in the future development of an air cargo industry that is already short of competitive and cost-effective airframe capacity."
SEE ATTACHED NEWS ITEM - - "MKA-NEWS-JUL08."
October 2008: MK Airlines (MKA) provides worldwide freight operations.
Employees = 250.
(IATA) Code: 7G - 513. (ICAO) Code: BGB (Callsign - BRITISH GLOBAL).
Parent organization/shareholders: Cargo D'Or (Ghana); & Michael Kruger.
Main Base: Ostend International Airport (OST).
Hubs: Accra Kotaka International airport (ACC); Johannesburg O R Tambo International airport (JNB); Luxembourg airport (LUX); & Kent International-Manston airport (MSE).
November 2008: SEE ATTACHED - - "MKA-2007-TOP-WLD-CARGO."
January 2010: 747-212F (21940, G-MKKA), WFU and ferried Manson - Kemble for storage.
April 2010: Suspended operations when it filed for bankruptcy.
Click below for photos:
3 747-2B5BSF (SCD) (JT9D-7Q) (454-22481, /80 G-MKBA, 2004-03; 484-22482, /80 G-MKCA, 2002-07; 520-22486, /81 G-MKDA, 2004-04), EX-(KAL), (TBC) LSD. 22486; HAS LIGHT GREEN UPPER FUSELAGE WITH "BERKUT BYRKIT" TITLES 2006-02. FREIGHTER.
1 747-2J6B SF (JT9D-7R4G2) (591-23071, /83 G-MKHA), EX-(BEJ) 2007-11. FREIGHTER.
1 747-2R7F (SCD) (JT9D-7Q) (354-21650, /79 G-MKGA), US BANCORP LSD 2002-01. FREIGHTER.
1 747-2S4F (SCD) (JT9D-7Q) (472-22169, /80 G-MKAA), (TBC) LSD 2003-03. FREIGHTER.
0 747-212F (240-20888, 9G-MKL, 12/00), ST (EVR) 2001-05. FREIGHTER.
0 747-212F (457-21940, G-MKKA), WFU FOR STORAGE AT KEMBLE 2010-01. FREIGHTER.
0 747-244B (JT9D-7Q) (486-22170, /80 9G-MKJ), EX-(SAA) 1999-11. CRASHED, W/O - - SEE ACCDT IN OCTOBER 2004. FREIGHTER.
1 747-245F (SCD) (JT9D-7Q) (396-21841, /79 G-MKFA), EX-(TLS), (TBC) LSD 2002-11. FREIGHTER.
0 747-246F (JT9D-7Q) (432-22063, /80 9G-MKI), EX-(SOF)/(JAL)/(PWY), (GRB) LSD, OPS FOR (MKA) GHANA (SCD), CRASHED 2001-11. W/O. SEE ACCDT IN NOVEMBER 2001. FREIGHTER.
1 747-249F (JT9D-7Q) (460-22237, /80 G-MKEA), (PAO) LSD 2006-10. FREIGHTER.
0 DC-8-54AF (JT3D-3B HK) (283-45886), OWNED BY INTAVIA, SOLD 1998-06. FREIGHTER.
0 DC-8-54F (JT3D-3B HK) (203-45679, N802CK), EX-(TCN), (SDK) LSD 2000-09. RTND. FREIGHTER.
0 DC-8-55F (JT3D-3B HK) (223-45753, /65 9G-MKE), EX-(SAS). ST CONGOLESE GOVT (ZAR) 2005-03. FREIGHTER.
0 DC-8-55F (JT3D-3B HK) (207-45692, /64 9G-MKC), ST (EXD) 2006-05. FREIGHTER.
0 DC-8-55F (JT3D-3B HK) (246-45820, /65 9G-MKF; 254-45804, /66 9G-MKA), EX-(UTA) & EX-(SAS). 45820; ST (EXD) 2006-04. FREIGHTER.
0 DC-8-55F (JT3D-3B HK) (251-45764, /66 9G-MKT), FREIGHTER.
0 DC-8-62F (JT3D-7 HK) (437-46027, /69 9G-MKG), EX-MK FLUGFELAG & EX-(ALI). FREIGHTER.
0 DC-8-62F (JT3D-7 HK) (551-46153, /71 9G-MKH), EX-(TIN), KG UK LSD, MK FLUGFELAG OPS, WET-LST CLA AIR TRANSPORT (PHILIPPINES). FREIGHTER.
1 DC-8-62AF (JT3D-7 HK) (417-46022, /67 9J-MKK), EX-(TCN) 2000-06. FREIGHTER.
0 DC-8-63F (JT3D-7 HK) (421-46042, /68), EX-(VIA) & (ARW), (IAL) LSD. FREIGHTER.
0 DC-8-63F (JT3D-7 HK) (540-46151, /70 9G-MKN; 547-46147, /71 9G-MKO), EX-(CKF) 2002-01. 46147; ST (JON) 2006-02. 46151; ST (JON) 2006-04. FREIGHTER.
CAPTAIN MICHAEL KRUGER, CHIEF EXECUTIVE OFFICER (CEO) & MANAGING DIRECTOR (LGWKK7G).
JASON OATES, DIRECTOR FINANCE.
RICHARD HUFFARD, DIRECTOR BUSINESS DEVELOPMENT.
ROSS WILSON, DIRECTOR COMMERCIAL.
COLIN STRACHAN, DIRECTOR OPERATIONS.
JOHN BURN, DIRECTOR TECHNICAL PRODUCTS.
ROB MANDY, GENERAL MANAGER ENGINEERING (LGWKK7G), (firstname.lastname@example.org).
RICHARD MADGWICK, TECHNICAL SERVICES MANAGER, (email@example.com).
BRIAN GATLAND, PRODUCTION SUPERINTENDENT, (firstname.lastname@example.org).
PETE BESANT, TECHNICAL LIBRARIAN (LGWKK7G)