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STARTED OPERATIONS IN 1992. FORMERLY "TUNINTER." DOMESTIC, REGIONAL AND INTERNATIONAL, SCHEDULED AND CHARTER, PASSENGER AND CARGO JET AIRPLANE SERVICES.
10 RUE DE L'ARTISANAT, CHARGUIA 2
TUNIS CARTHAGE 2035, TUNISIA
TUNISIA (REPUBLIC OF TUNISIA) WAS ESTABLISHED IN 1956 AND COVERS AN AREA OF 163,610 SQ KM. THE POPULATION IS 9.0 MILLION. THE OFFICIAL LANGUAGE IS ARABIC. THE CAPITAL CITY IS TUNIS.
FEBRUARY 2000: NOUVELAIR (NOU) EXPRESSES INTEREST IN ACQUIRING TUNINTER (TUI).
SEPERATED FROM FORMER PARENT COMPANY TUNISAIR (TUN) IN 2000.
DOMESTIC SERVICES TO DJERBA, SFAX, TOZEUR, GAFSA, AND REGIONAL SERVICES TO PALERMO AND MALTA.
1 737-3Y0 DELIVERY (2001-24905, TS-IEB), (GEH) LEASED.
APRIL 2000: 250 EMPLOYEES (INCLUDING 30 FLIGHT CREW (FC), 33 CABIN ATTENDANTS (CA), & 26 MAINTENANCE TECHNICIANS (MT)).
SEPTEMBER 2000: CONSIDERING 3RD 737-300, (GEH) LEASED.
OCTOBER 2000: DEBTS HAVE BEEN COVERED BY GOVERNMENT, WHO FAILED TO FIND A BUYER FOR THE AIRLINE.
NOVEMBER 2000: TUNISAIR (TUN) TAKES >60% OF TUNINTER (TUI).
APRIL 2001: 250 EMPLOYEES (INCLUDING 30 FLIGHT CREW (FC), 33 CABIN ATTENDANTS (CA), & 26 MAINTENANCE TECHNICIANS (MT)).
MAY 2001: 300 EMPLOYEES.
SEPTEMBER 2001: 1 737-2H3 (22624), EX-TUNISAIR (TUN).
NOVEMBER 2001: CHEDLY DAMERGI TECHNICAL DIRECTOR LEAVES TO
BECOME MAINTENANCE DIRECTOR OF TUNISAIR (TUN).
DECEMBER 2001: ZOUHAIR CHETOUANE TECHNICAL DIRECTOR.
APRIL 2002: 250 EMPLOYEES (INCLUDING 30 FLIGHT CREW (FC); 33 CABIN ATTENDANTS (CA); & 26 MAINTENANCE TECHNICIANS (MT)).
MAIN BASE: TUNIS - CARTHAGE (TUN).
July 2005: A320-212 (397, EK-32001), Armavia (ARZ) wet-leased.
August 2005: ACCDT: A (TUI) ATR72-202 (258 /92 TS-LBB; 29,710 flight hours; 34,790 flight cycles) fell into the sea after experiencing engine problems off the coast of Palermo = 16 fatalities of 36 on board.
The Italian Civil Aviation Authority (ENAC) suspended Tuninter (TUI)'s authority to operate to Italy after the continuing investigation into the August 6th crash of one of the airline's ATR72s revealed that the turboprop had been fitted with a fuel gauge for the smaller ATR42. "If it is proved that the fuel gauge was not the one prescribed for this plane, that means to say that the company has not respected quality norms," (ENAC) Chairman Vito Riggio said. The (TUI) airplane went down in the Mediterranean after both engines quit, killing 16 people. (ENAC) has instructed all Italian airlines operating ATR airplanes to check the fuel gauges. Some 31 ATRs are in use by carriers including Alitalia (ALI) Express. Also, ATR issued an order to all operators worldwide to comply strictly with airplane manual requirements relating to installation of fuel gauges.
Investigators are recommending modifications to ATR fuel-quantity indicators after discovering that the Tuninter (TUI) ATR72 lost in a fatal accident off Sicily in August was fitted with an indicator intended for ATR42s.
Wreckage from the airplane, which ditched off Palermo on August 6 after a dual engine failure, revealed that an incorrect fuel gauge was installed. The gauge could have erroneously shown that the ATR72 was carrying at least 1,800kg (4,000lb) more fuel than it actually had.
Investigation body Agenzia Nazionale per la Sicurezza del Volo (ANSV) issued two emergency recommendations to the European Aviation Safety Agency (EASA). One urged operators to carry out checks to ensure their ATRs have the correct fuel gauges.
The 2nd suggested that the gauges should be modified to make it impossible to fit the wrong one to either airplane type. At present, said the (ANSV), “the only visible difference between the 2 fuel quantity indicators [FQI] is in a small notice in white script indicating the maximum quantity of fuel per wing tank, situated on the face of the instrument." Mounted on the captain’s side of the instrument panel, the gauge displays the fuel quantity in the ATR’s 2 wing tanks. The (ANSV) said the ATR42 gauge, if fitted to an ATR72, would incorrectly show a fuel level “greater than that actually present”, with the error “not <900kg per fuel tank”.
A fuel load of just 600kg on an ATR72 would have registered on the ATR 42 display as 2,750 kg. If the ATR72’s tanks were empty, a wrongly-fitted fuel gauge would indicate that the airplane was still carrying 1,800 kg.
In an all-operators bulletin, ATR said the evidence points to “inappropriate” fuel gauge installation. It said the manner in which the central fuselage and wings floated after the crash, plus the lack of fuel traces, support a fuel-exhaustion scenario. The (ANSV) made a similar observation to explain the priorities in the early part of its investigation, which it said is still continuing “with the aim of verifying all the factors which contributed in various ways” to the accident cause.
Tuninter (TUI) flight 1153 had been 45 minutes into a Bari to Djerba crossing, cruising at 23,000 ft (7,000 m) with 39 people on board, when the airplane’s right-hand engine failed. The crew opted to divert to Palermo but “3 to 4 minutes later, as the airplane was descending through about 7,000 ft, the left-hand engine also failed,” said the (ANSV).
The airplane glided for about 16 minutes before crashing 23nm (43km) north-east of Palermo airport. “On impact with the surface of the sea, the airplane broke into three sections,” says the (ANSV). Fifteen passengers and one of the cabin crew were killed. See link to "TUI - ACCDT 2005-08."
July 2007: ATR72-212A (756, TS-LBD) and CRJ-900 (15091, TS-ISA), ex-(C-GIAV), deliveries to open new international destinations in synergy with TunisAir (TUN).
September 2007: As a result of restructuring of fleet and operations, changes name from "Tuninter" (TUI) to "sevenAir" (TUI). Tuninter (TUI) previously operated domestic services linking the capital with Djerba, Tozeur, Gafsa, Sfax, and Tabarka, plus flights between these airports. Also operates 3 "local" international routes to Palermo, Malta, and Tripoli.
June 2008: ATR72-212A (794, TS-LBE), delivery.
November 2008: SevenAir (TUI) provides domestic services in association with its parent company, Tunisair (TUN), together with external links to Malta, Palermo, and Tripoli.
(IATA) Code: UG - 150. (ICAO) Code: TUI.
Parent organization/shareholders: TunisAir (TUN) (83.37%); & private investors (6.63%).
Main Base: Tunis Carthage airport (TUN).
Domestic, scheduled destinations: Djerba; Sfax; Tozeur; and Tunis.
Click below for photos:
0 737-2H3 (JT8D-17) (758-22624, TS-IOE "ZARZIS"), EX-(TUN), RETURNED. 126Y.
0 737-2H3 (JT8D-17) (776-22625, /81 TS-IOF), IN ALL WHITE COLORS. RETURNED. 126Y.
0 737-2H6 (JT8D) (1120-23320, /85 TS-IEA), EX-(MAS)/(PTB), (AFJ) 2 YEAR LEASED, RETURNED (AFJ) 2001-07.
0 737-3YO (CFM56-3C1) (2001-24905, /91 TS-IEB), EX-(TAV), (GUI) LEASED 30 MONTHS, RETURNED. 149Y.
0 DC-9-32 (JT8D-9A) (47563; 47571), (JAT) LEASED, (TUN) MAINTENANCE (YU-AJI), 2 RETURNED.
0 A320-212 (397, EK-32001), (ARZ) WET-LEASED 2005-07. RETURNED.
1 ATR42-300 (PW120) (245, /92 TS-LBA "ALYSSA"), (TUN) WET-LEASED, MAINTENANCE BY (TUN). 48Y.
1 ATR72-202 (PW124B) (258, /92 TS-LBB " HABIB BOURGUIBA;" 281, /92 TS-LBC "TAHAR HADDAD"), WET-LEASED TO (TUI) OPERATIONS, MAINTENANCE BY (TUN). 258 W/O & DESTROYED 2005-08. 70Y.
2 ATR72-212A (756, /07 TS-LBD; 794, TS-LBE, 2008-06), 70Y.
1 BOMBARDIER CRJ-900 (CF34-8C5) (15091, /07 TS-ISA "DIDON"), 88Y.
MONCEF ZOUARI, DIRECTOR GENERAL.
CAPTAIN RACHED MOKRANI, FLIGHT OPERATIONS DIRECTOR (TUNPGUE).
CAPTAIN A ZBIDI, CHIEF PILOT.
CHALOUANE ZOUHEIR, TECHNICAL DIRECTOR, (TUNDTUG) (2001-11).