THE CEDARJET PAGES 
By Wassim Chemaitelli
AIR LIBAN 1945-1963
Air Liban was founded in 1945 as Compagnie Générale
de Transports, CGT. Air France held 60% of the airline's shares, the
remainder was owned by Lebanese private interests. The airline started
its operations in late 1945, close behind MEA, its main competitor. It
first used AAC-1 Toucan aircraft, the French built version of the Junkers
JU-52/3M, a remnant of the Vichy days, for short regional routes linking
Beirut with Damascus, Jerusalem, Baghdad and Cairo. The Toucans were gradually
replaced with Douglas DC-3 Dakotas, and were phased out by 1949. In 1950,
CGT became Air Liban, and new destinations were added: Istanbul and Jeddah.
A SNCASE SE 161 Languedoc aircraft (33 seater) was introduced the
fleet in 1951 and was used for longer distance flights. With the Languedoc,
a service to Kuwait was added in 1952.The Near East network was consolidated
by the opening of services to Nicosia and Amman the same year. In all,
3 Langudocs will be acquired by Air Liban, but only one, OD-ABJ, will be
continuously used between 1951 and 1959.
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Air Liban's logo: a stylized winged phoenician ship, highliting
Lebanon's ancient overseas trade tradition.
Air Liban advertisement sticker, from the early fifties, with an image
of the Languedoc.
Air Liban's network in 1953, with a drawing of a Languedoc plane.
Click on the image to see the inside of this timetable. From Bjorn Larsson's
collection@Timetable images.
Left: AAC-1 Toucan (French built Junkers JU52/3M) seen in Cairo
in 1946. Copyright unknown
Right: Douglas DC-3 Dakota seen in Nicosia, 1948. Photo John
Stroud, via G. G Endres' article.
In the late forties, CGT had tried to develop longer routes,
for the sake of both, profit and prestige.Using the Dakotas, a Beirut-Paris
route was opened in 1948, but had to be suspended after 6 month of operation
for technical reasons, awaiting the introduction of newer equipment. Another
milestone was the introduction of services to West Africa. Levantine immigrants
flocked to these regions during the 19th century, and organized themselves
in prosperous communities of merchants. CGT pioneered the ambitious route
from Beirut to Dakar and Lagos, with Dakotas on a monthly basis, the trip
lasting 48 hours. The fate of this route was similar to that of the Paris
route; suspension until the acquisition by Air Liban of longer range aircraft,
namely the Douglas DC-4 in 1954.
Air Liban's first and last Languedoc in use, OD-ABJ"Beiteddine"
seen in Beirut in 1955. Photo by Peter Keating via G. G Endres' article.
Click on the image to see Air Liban's 1953 timetable.
Air Liban DC4 drawing from the cover of the airline's 1955 timetable.
From Bjorn Larsson's collection@Timetable images.Click on the
image for more on these schedules.
Air Liban acquired 2 Douglas DC4s in 1954, which enabled
the airline to reopen its long haul routes and to increase its capacity.
The West African route went from Beirut to Accra via Khartoum, Fort Lamy
(now N'Djamena in Chad), Kano and Cotonou. Paris was added later on, via
Ankara. Cargo was also an important part of Air Liban's development in the
mid fifties, 3 Avro Yorks were used for freight services in 1955 and 1956.
They were subsequently sold to Trans Mediterranean Airways-TMA, Lebanon's
all cargo airline.
Air Liban DC-6 at Beirut International Airport. Postcard by
Telco Sport, Beirut. Click on the image to consult Air Liban's 1959 timetable.
Air Liban DC-6 seen in Beirut. Copyright Unknown.
Air Liban entered the jet age closely behind MEA, also in 1960, using 2 Sud Aviation Caravelles III on lease from Air France.
On this advertisement, published in the 1960 Baalbeck festival booklet, Air Liban expresses pride in its extensive network. To the right, the recognizable shadow of a recently introduced Caravelle jet.
Air Liban's Caravelle. Air Liban Postcard, via the Airline Postcard Website
Competition between MEA and Air Liban reflected rivalry within Lebanon's social tissue. Air Liban's Lebanese shareholders had French sympathies, and depended much on their partnership with Air France. Air Liban enjoyed thus, and for many years, the unlimited support of its powerful French ally, as well as the sympathy of a certain political class in Lebanon, namely the Presidency of the Republic.
On the opposite, MEA had been founded by the Salaam family, known for its pan-Arab stands. MEA had a long standing partnership with BOAC (despite a Pan Am intermede), and was finally acquired in 1961 by Intra Bank, Lebanon's most powerful financial institution of that time, headed by Yousif Bedas, whose Palestinian origin was frowned upon by Lebanon's government.
Despite MEA's often difficult relations with the successive Lebanese cabinets, its commercial success came in sharp contrast to the increasing financial difficulties of Air Liban. Air France became eager to find a solution to the burden Air Liban was gradually becoming. As Air Liban's Lebanese shareholders showed little understanding to Air France's worries, and refused to surrender some of their privileges for the sake of the survival of their company, AF had no alternative but to start secret negociations with MEA. After many episodes, described in detail by Sheikh Najib Alamuddin, MEA's president, in his book "The Flying Sheikh", and despite counterproductive interference from Lebanon's politicians, at the highest level, the deal came through, with both airlines merging to form Middle East Airlines-Air Liban (MEA), on June 7th, 1963. Air France held 28% of the airline's shares, the remainder went for Intra Bank. MEA's 1964 timetable marks an interesting transition before the complete merger of both airlines' operations.
MEA continued its progression and solid expansion
through the sixties and seventies and built itself as one of Lebanon's
most successful and prestigious private companies.