LATAM Airlines Brasil, formerlyTAM Linhas Aéreas,[3][4] is theBrazilian brand of ChileanLATAM Airlines Group operating international and domestic flights from hubs inBrasília,Fortaleza, andSão Paulo.[5] According to theNational Civil Aviation Agency of Brazil (ANAC), between January and December 2023, LATAM had 37.8% of the domestic, and 18.2% of the internationalmarket share in terms of passenger-kilometers flown,[6] making it the largest domestic and largest international airline in Brazil.
TAM Linhas Aéreas wasBrazil's andLatin America's largestairline before the takeover by Chilean airline LAN Airlines.[7][8] Its headquarters were in São Paulo,[9] operating scheduled services to destinations within Brazil, as well as international flights toEurope and other parts ofNorth andSouth America. Shares in the company were traded on the São Paulo Exchange (BM&F Bovespa) andNew York Stock Exchange as "TAM".[10] Prior to the merger with LAN, the company closed its capital, transferring its shares toLATAM Airlines Group. In August 2015, it was announced that the two airlines would fully rebrand as LATAM, with one livery to be applied on all aircraft by 2018.[11][12] The airline withdrew from theStar Alliance and joinedOneworld, effective from March 31, 2014.[13] The carrier left Oneworld on May 1, 2020.[14]
The word "TAM" is an acronym for "Transportes Aéreos Marília", which dates back to the company's origins as a regional aviation company founded inMarília, in the state ofSão Paulo.
TAM – Táxi Aéreo Marília and TAM – Transportes Aéreos Regionais were two different entities, although both belonged to the TAM Group. TAM – Marília, an air taxi company founded on February 21, 1961 at the city ofMarília, provided the start-up infrastructure for TAM – Regionais.
On November 11, 1975, theGovernment of Brazil created the Brazilian Integrated System of Regional Air Transportation and divided the country in to five different regions, for which five newly created regional airlines received a concession to operate air services. Founded byRolim Adolfo Amaro,[15]TAM – Transportes Aéreos Regionais S/A was the third of those regional airlines to be made operational. Its services started on July 12, 1976, and its operational area comprised parts of theSoutheast andCentral West regions of Brazil, specifically the states ofMato Grosso do Sul, and parts ofMato Grosso, andSão Paulo plus the possibility of serving the cities ofCuiabá,Rio de Janeiro,Londrina,Maringá, andBrasília when linking them to its area of concession.[16]
TAM – Linhas Aéreas Regionais was formed as a joint-venture between TAM – Táxi Aéreo Marília, andVASP which was then a state-owned airline. The airline received the IATA code KK[17] on October 13, 1999. The new airline flewEmbraer EMB 110 Bandeirantes at first, but these proved grossly inadequate for the task at hand, and even at full capacity needed to be subsidized by the government in order to be profitable.
TAM went on to purchase three usedFokker F27 turboprops, which were subsequently refurbished byFokker in theNetherlands. In order to obtain the import authorization for the aircraft, a deal was struck with the government in which TAM was forced to maintain threeBandeirantes for every F27, as well as removing five seats from each one, bringing the F27's capacity down to 40 passengers. A fourth F27, previously owned byAir New Zealand, was added to the TAM fleet in 1981. By 1983, TAM had acquired 10 F27s. By 1981, TAM had flown 1 million passengers, and 2 million by 1984.
Under financial stress, the company went public in August 1986, and began floating stock in the market. The same year, TAM – Transportes Aéreos Regionais (KK) acquired another regional airline,VOTEC, which operated in areas of northern and central Brazil. VOTEC was then renamedBrasil Central Linhas Aéreas. TAM and Brasil Central were both regional airlines and operated in different designated areas. They, however, operated as aconsortium with integrated networks and fleet, with the most notable differences being the flight number IATA codes (whereas TAM had the IATA code KK, Brasil Central operated with the code JJ inherited from VOTEC), the different color schemes of the aircraft, and their designated areas of operation. In 1988, TAM flew its 3 millionth passenger.
On May 15, 1990, the Brazilian Government lifted restrictions on operational areas of regional airlines allowing them to fly anywhere in Brazil. As a consequence, Brasil Central was renamedTAM - Transportes Aéreos Meridionais, acquired the same color scheme of TAM (KK) but maintained the IATA code JJ.
In 2000, TAM (KK) was merged into TAM (JJ) and TAM (JJ) was renamed TAM Transportes Aéreos. The code JJ was maintained and the code KK was released back to IATA.
Despite TAM's success in the market, it was evident the airline would not last long when competing against airlines such asVarig andVASP, both of which already possessedBoeing 737s in their fleet. Amaro then tried to buy VASP, which was about to be privatized and called the project "Revolution". Having lost the bid, he opted for slower growth with the gradual addition of new aircraft, re-dubbed "Evolution".
On September 15, 1989, TAM arranged for the acquisition of twoFokker 100 jets. Like theF27s before them, TAM did not actually purchase these aircraft but used Amaro's credibility to arrange for a third-party asset management company,Guinness Peat Aviation, to purchase them and subsequently lease them back to TAM. Two more were added in 1991. In 1992, TAM carried its 8 millionth passenger. By 1993, through the use of the Fokker 100 fleet, which now numbered at 14, TAM was serving 56 cities in Brazil.
In 1996, TAM bought another airline,Helisul Linhas Aéreas, which used the trade name of TAM. In 1997, TAM ordered its first large jets; the airline ordered 45 planes fromAirbus, including 10A330s, 4A319s, and 34A320s. In 1997, the Airbuses began to be delivered and the airline flew its first international service from São Paulo toMiami International Airport. In 1998, TAM purchased the passenger division ofItapemirim Transportes Aéreos.
Two years later, in 1999, services toEurope were inaugurated through acode share service withAir France, toParis-Charles de Gaulle Airport. In 2000, the airline was renamedTAM Linhas Aéreas. Long running discussions to merge withVarig ended in 2004. In 2008, TAM transported 30,144,000 passengers, with an average load factor of 71%.[18] As of 2010, the airline is owned by the Amaro family (46.25%), Amaro Aviation Part (3.52%), treasury stocks (0.27%), and minority shareholders (49.96%). It employed 24,000 staff.[18] On May 13, 2010, TAM became the 27th member ofStar Alliance.[19]David Barioni served as the airline's president from 2007 to 2009.[20][21]
In 2009, TAM decided to replace itsPassenger Service System provided by Sabre, known as Sabresonic, with the Altéa platform from Amadeus.[22] The migration to Altéa was completed in the first quarter of 2010.[23]
On March 30, 2011, TAM signed a letter of intentions to purchase up to 31% of the shares ofTRIP Linhas Aéreas, a regional airline which code-shares with TAM since 2004.[24] A final decision had however been postponed;[25] and finally, in February 2012, the purchase agreement was not renewed. On May 28, 2012, TRIP was sold toAzul Brazilian Airlines.[26] Code-sharing operations ended on March 28, 2013.[27]
TAM's last logo (2008-2016) before merging withLAN Airlines
On December 21, 2009, TAM Linhas Aéreas purchasedPantanal Linhas Aéreas. At that time, TAM decided to maintain Pantanal as a separate airline within the TAM Group integrated into the network of TAM.[28] Starting August 1, 2011, Pantanal operated flights on behalf of TAM, all with origin and destination atSão-Paulo-Congonhas Airport. On March 26, 2013, Brazilian authorities approved the incorporation of all Pantanal assets by TAM and Pantanal ceased to exist.[29] The incorporation process was completed on August 23, 2013.[30]
In January 2013, the Jet Airliner Crash Data Evaluation Centre (JACDEC) determined that TAM Linhas Aéreas had the second-worst safety record in the world. The ratings take into account the number and deadliness of the hull losses (destroyed airplanes) they have suffered in the past 30 years, how they have fared more recently, and how many flights they have flown without incident. The results do not take into account the cause of the hull losses, or whether the airline is at fault, so they are not a perfect measure of how safely an airline behaves.[31]
On August 13, 2010, TAM signed a non-binding agreement with Chilean airlineLAN Airlines to merge and createLATAM Airlines Group.[32] This was changed into a binding agreement on January 19, 2011.[33] LATAM's agreement was approved with 11 restrictions by Chilean authorities on September 21, 2011. These included transferring four slots atSão Paulo-Guarulhos to competitors interested in operating flights toSantiago de Chile, renouncing membership to eitherOneworld orStar Alliance, restricting increase capacity on flights between Brazil and Chile, and opening code-share possibilities and fidelity program membership to interested competitors.[34] On December 14, 2011, Brazilian authorities approved the agreement imposing similar restrictions as Chilean authorities. By August 2012, LATAM made a decision in favor of Oneworld and frequencies between São Paulo and Santiago de Chile were reduced: TAM had two pairs of slots while LAN had four. LAN ceded two pairs to competitors interested in using them which later was known to beSky Airline.[35] The merger was completed on June 22, 2012.[36] As of May 5, 2016 TAM adopted the name LATAM.[37] It still continues to use the "TAM" name as a call sign for its LATAM Brasil operated flights.
On July 9, 2020, LATAM Brasil announced that it filed for judicial reorganization in theUnited States due to the impacts of theCOVID-19 crisis on the company's operations. The LATAM Airlines group and its affiliates had already entered the debt restructuring process in May of the same year under the protection of Chapter 11 of the United States bankruptcy law, which allows a deadline for companies to reorganize themselves financially. Despite the announcement, the company continues to operate normally.[38]
In 1994, TAM Linhas Aéreas established a small subsidiary airline in Paraguay calledAerolíneas Paraguayas with a fleet consisting mostly of theCessna 208 Caravans, formerly operated by TAM. On September 1, 1996, TAM via ARPA, purchased 80% of the shares of the former state-ownedLíneas Aéreas Paraguayas and merged it with ARPA. The new airline was namedTAM – Transportes Aéreos del Mercosur and maintained the IATA code of LAP, PZ. TAM owned 94.98% and theParaguayan government 5.02% of the shares.
In 2008, following a branding strategy, the name TAM Mercosur was dropped and the airline adopted an identical corporate identity of TAM Airlines. However, its corporate structure remained the same.[39] The airline was informally known as TAM Paraguay, and used the IATA code PZ. In 2016, the airline was rebranded to LATAM Paraguay, at the same time as all other airlines of the LATAM group.[40]
The network of LATAM Brasil andLATAM Paraguay covers Brazil, Paraguay, Africa, Europe, North and South America. As of January 2024,LATAM Brasil (formerlyTAM Linhas Aéreas) operates scheduled services to the destinations below. The list includes destinations formerly served by its subsidiaries,Pantanal Linhas Aéreas andTAM Paraguay:[41]
On June 16, 2005, TAM purchased 20 additionalAirbus A320 family aircraft (including the A319, A320 and A321), with an additional 20 options. These were expected to be delivered between late 2007 and 2010, adding to the already scheduled delivery of 6 A320s between 2006 and 2008. At the same time, the company signed a memorandum of understanding with Airbus stating its intent to buy 10 of the newAirbus A350-900 plus 5 options, with deliveries planned due to commence at the end of 2014. However, LATAM received its first A350 in early 2016.[75]
TAM has also signed a firm contract with Airbus to acquire 37 additional aircraft. The order comprises 12 A319s, 16 A320s, 3 A321s and 3 A330s and includes 12 unspecified extra options. This would bring the number of aircraft in TAM's fleet acquired directly from Airbus to 115 aircraft.[76] The commitments are separate from deals in earlier years for 29 firm-ordered A320s and 20 options. The deliveries were concluded by 2010. In 2013, TAM announced that it would phased out three of the oldest Boeing 767 it operates; however, it later changed plans and decided to keep the aircraft, adding some more aircraft from LAN Airlines instead. They replaced the A330-200s. TAM also received the first aircraft of the A320 family with Sharklets in April 2013.[77]
This building across the street fromCongonhas-São Paulo Airport and the fuel station seen to the left of it werecompletely destroyed in a 2007 accident. The building used to host offices and a warehouse for the TAM Express service. A memorial garden and monument now stand at the site.The TAM Express warehouse after the crash of Flight 3054.
On February 12, 1990, aFokker F27 (PT-LCG) operating a flight fromSão Paulo-Congonhas toBauru, due to faulty approach procedures, touched down at Bauru 775 meters (2,543 ft; 848 yd) past the runway threshold. The pilot was unable to initiate a go-around procedure and went past the end of the runway, hitting a car that was passing on a road nearby. One crew member and two occupants of the car died.[86]
On October 31, 1996, aFokker 100 (PT-MRK) and operating asFlight 402 fromSão Paulo-Congonhas toRio de Janeiro-Santos Dumont crashed into an urban area during takeoff procedures and after engine no. 2 suffering at least three uncommandedreverse thrust deployments and thus losing power, stalled, rolled to the right and struck two buildings. All 95 passengers and crew on board and 4 people on the ground died.[87][88]
On July 9, 1997, aFokker 100 (PT-WHK) operatingFlight 283 was on a daily route betweenVitória andSão Paulo, with a stopover inSão José dos Campos, suffered a sudden explosion between seats 18 and 20, which opened a 4-square-meter (43 sq ft) hole in its fuselage and threw engineer Fernando Caldeira de Moura Campos out of the plane. The passenger fell from a height of 2,400 meters (7,874 ft), at a speed of 100 meters per second (330 ft/s), creating a 1-meter (3.3 ft) diameter fault in the ground, in a cassava plantation in the city ofSuzano, where he was found.[89][90] According to the cadaveric report, despite the explosion, it is very likely that Fernando arrived alive and lucid to the ground. Days later, theFederal Police of Brazil indicted unemployed professor Leonardo Teodoro de Castro, who was also traveling on the aircraft, as the author of the explosion. Leonardo, however, could not be judged for what happened, because days after the explosion he was run over by a bus and is in a vegetative state.[91][92]
On September 15, 2001, aFokker 100 (PT-MRN) operating the charterFlight 9755, flying fromRecife toSão Paulo-Congonhas viaCampinas-Viracopos, following an uncontrolled engine failure en route to Campinas, had three cabin windows shattered by fragments of the engine and made an emergency landing atBelo Horizonte-Confins. One passenger was sucked out partly and held by another passenger until the aircraft landed. The passenger did not survive.[93][94]
On July 17, 2007, anAirbus A320-200 (PR-MBK) operatingFlight 3054 fromPorto Alegre toSão Paulo-Congonhas overran the runway while landing at Congonhas, crossed a major thoroughfare and impacted against a TAM Express warehouse. All 187 passengers and crew perished, as did 12 people on the ground.[95]
On September 28, 2018, an emptyAirbus A320 (PT-MZJ) of more than 18 years old, got off the pusher truck duringtowing at theSão Paulo-Congonhas and the rear hit apalm and othertrees. The palm crushed the right rear wing.[96]
On July 9, 2024, aBoeing 777-300ER with 398 people on board operating as Flight 8073, sustained a tailstrike while attempting to take off fromMilan-Malpensa Airport in Italy. There were no fatalities or injuries reported, but the aircraft received significant damage. The aircraft returned back to its origin airport. The takeoff performance calculation by the pilots resulted in a V1 speed of 145 knots and a VR speed of 149 knots. Thirty-eight seconds after commencing the takeoff roll, the nose lifted at a speed of 151 knots. The aircraft failed to rotate and five seconds later a "tail strike" warning was generated in the cockpit. The aircraft finally lifted off the runway at 180 knots. In a preliminary report ANSV stated that erroneous takeoff parameters were used to calculate the takeoff speeds. VR was in fact 181 knots, not 149. Runway 35L, which was the runway it took off from, was closed for inspection as a result of the accident.[98]
Multiplus Fidelidade is the customer loyalty network.[99] On November 8, 2011, Multiplus and the Canadian companyAimia (which also administersAir Canada's loyalty programAeroplan) established a joint-venture to create in Brazil a third company that would administer loyalty schemes of other companies.[100]
^Guaracy, Thales (2003).O sonho brasileiro: como Rolim Adolfo Amarou criou a TAM e sua filosofia de negócios (in Portuguese). Girafa. p. 480.ISBN85-89876-02-0.
^Garófalo, Gílson de Lima (1982).O Mercado Brasileiro de Transporte Aéreo Regional (in Portuguese). São Paulo: Instituto de Pesquisas Econômicas. pp. 103–107,122–125.
^"TAM". 13 October 1999. Archived from the original on 13 October 1999. Retrieved15 May 2017.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
^abAirways magazine,Fast Facts - TAM Linhas Aereas, February 2010, p. 25
^Germano da Silva, Carlos Ari César (2008). "Compensador automático".O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 308–312.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Três é demais".O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 332–334.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Visumento".O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 338–341.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Vinte e quatro segundos".O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 376–381.ISBN978-85-7430-760-2.
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