American Trans Air (ATA) Boeing 757
American Trans Air—better known as ATA—was begun in 1973 with two Boeing 720s operating on behalf of the Ambassadair Travel Club. By 1981, it had amassed a fleet of eight Boeing 707s, enough that ATA relaunched itself as a charter airline, especially for US military contracts. ATA grew substantially during the 1980s, eventually replacing its ancient 707s with more modern McDonnell Douglas DC-10s, Lockheed L-1011s, and Boeing 757s. Its exemplary service during the First Gulf War in transporting American troops to the war zone earned it more lucrative US government contracts.
ATA’s management was wise enough to realize that government contracts would not save the airline, and as early as 1986 began scheduled flights between Indiana and Florida, catering to the Florida vacation tourist. In 1995, these operations included flights from Chicago to Hawaii and from London to Orlando. Though it billed itself as a low-cost “no frills” airline, in reality ATA maintained full service on its charter flights. Basing itself out of Chicago-Midway, by 2000 ATA placed a large order for next generation 737s to replace most of its aging fleet and allow ATA to continue to expand its scheduled service.
The post-9/11 airline downturn struck ATA at exactly the wrong time: the airline was overextended and already running at a loss due to the 737 purchase. Though it received a bailout from the US government and was able to continue its government charters (which were now even more important for moving American troops to Afghanistan and Iraq), ATA finally had to file bankruptcy in 2004. It shed two-thirds of its scheduled destinations and sold off about half its aircraft fleet, and along with a privatization package from ATA’s backers in 2006, was able to survive bankruptcy.
This proved only a temporary stay, however: ATA unwisely chose to replace its older L-1011 fleet with ex-Northwest DC-10s, but these aircraft were just as old and ATA could not truly afford the purchase; ATA also merged with World Airways and North American Airlines in an unsuccessful effort to save all three companies. Safety concerns led the US government to cancel its charter with ATA, which was the only thing keeping the airline afloat.
On April 2, 2008, ATA announced it was once more going bankrupt, but this time it also ceased operations immediately. This affected a number of travelers: so unexpected was the announcement that several ATA flights were in midair when it occurred, and more were stranded at airports, waiting for ATA flights that were now grounded. The aircraft were gradually disposed of, and Southwest Airlines acquired the rights to the American Trans Air brand.
This 757-300 shows ATA's final livery. N550TZ was delivered new to ATA in 2001; after ATA went bankrupt, it was picked up by Continental Airlines in 2010 as N73860, and as of this writing flies with United Airlines, after the merger with Continental.
American Trans Air (ATA) Boeing 757
American Trans Air—better known as ATA—was begun in 1973 with two Boeing 720s operating on behalf of the Ambassadair Travel Club. By 1981, it had amassed a fleet of eight Boeing 707s, enough that ATA relaunched itself as a charter airline, especially for US military contracts. ATA grew substantially during the 1980s, eventually replacing its ancient 707s with more modern McDonnell Douglas DC-10s, Lockheed L-1011s, and Boeing 757s. Its exemplary service during the First Gulf War in transporting American troops to the war zone earned it more lucrative US government contracts.
ATA’s management was wise enough to realize that government contracts would not save the airline, and as early as 1986 began scheduled flights between Indiana and Florida, catering to the Florida vacation tourist. In 1995, these operations included flights from Chicago to Hawaii and from London to Orlando. Though it billed itself as a low-cost “no frills” airline, in reality ATA maintained full service on its charter flights. Basing itself out of Chicago-Midway, by 2000 ATA placed a large order for next generation 737s to replace most of its aging fleet and allow ATA to continue to expand its scheduled service.
The post-9/11 airline downturn struck ATA at exactly the wrong time: the airline was overextended and already running at a loss due to the 737 purchase. Though it received a bailout from the US government and was able to continue its government charters (which were now even more important for moving American troops to Afghanistan and Iraq), ATA finally had to file bankruptcy in 2004. It shed two-thirds of its scheduled destinations and sold off about half its aircraft fleet, and along with a privatization package from ATA’s backers in 2006, was able to survive bankruptcy.
This proved only a temporary stay, however: ATA unwisely chose to replace its older L-1011 fleet with ex-Northwest DC-10s, but these aircraft were just as old and ATA could not truly afford the purchase; ATA also merged with World Airways and North American Airlines in an unsuccessful effort to save all three companies. Safety concerns led the US government to cancel its charter with ATA, which was the only thing keeping the airline afloat.
On April 2, 2008, ATA announced it was once more going bankrupt, but this time it also ceased operations immediately. This affected a number of travelers: so unexpected was the announcement that several ATA flights were in midair when it occurred, and more were stranded at airports, waiting for ATA flights that were now grounded. The aircraft were gradually disposed of, and Southwest Airlines acquired the rights to the American Trans Air brand.
This 757-300 shows ATA's final livery. N550TZ was delivered new to ATA in 2001; after ATA went bankrupt, it was picked up by Continental Airlines in 2010 as N73860, and as of this writing flies with United Airlines, after the merger with Continental.