VARIG (Viação Aérea Rio-Grandense, 'Rio Grandean Airways') was the firstairline founded inBrazil, in 1927. From 1965 until 1990, it was Brazil's leading airline and virtually its onlyinternational one. In 2005, Varig went intojudicial restructuring, and in 2006 it was split into two companies:Flex Linhas Aéreas, informally known as "old" Varig, heir to the original airline, now defunct; and "new" Varig, a new company, fully integrated intoGol Linhas Aéreas Inteligentes.
Sociedade Anônima Empresa de Viação Aérea Rio-Grandense – VARIG was the first national airline established in Brazil. It was founded on 7 May 1927, inPorto Alegre,[1] by Otto Ernst Meyer-Labastille,[1] aGerman aviator decorated inWorld War I, who immigrated to Brazil in 1921 and noticed how necessary air transportation was for a large country like Brazil. Varig was an off-spring of the German trade company and airlineCondor Syndikat, thus sharing the same origin asSyndicato Condor, later renamedServiços Aéreos Cruzeiro do Sul. Condor Syndikat gave the initial operational and financial support, and for a short time Varig and the sister-companySyndicato Condor operated in partnership.
de Havilland Dragon Rapide PP-VAN exhibited at theMUSAL
The first aircraft of VARIG was a ten-passengerDornier Do J Wal flying boat, transferred from the assets of Condor Syndikat. This aircraft, namedAtlântico, was also the first aircraft registered in Brazil as P-BAAA. Operations started on 22 June 1927 with a flight from Porto Alegre toRio Grande viaPelotas. Varig inherited the route rights from Condor Syndikat which since 22 February 1927 had operated the service.[2]
VARIG slowly but consistently in spite of difficulties added aircraft and destinations to its network initially focusing on the state ofRio Grande do Sul. On 5 August 1942, Varig began its first international route from Porto Alegre toMontevideo using itsde Havilland DH 89 Dragon Rapide.[3]
In 1941, as the United States declared war against theAxis and joined theAllies in the conflict, aviation supplies became scarce, particularly in terms of petrol and replacement parts. Because it used mostly German equipment and had a German manager-director (president), Varig faced particular difficulties. For this reason, Varig's first manager-director Otto Ernst Meyer resigned on 24 December 1941 and shareholders decided that the next manager-director had to be a native-born Brazilian. Érico de Assis Brasil was chosen but he died on an aircraft accident shortly after. It was in 1943 that Varig's first employee, Ruben Martin Berta, a descendant ofHungarian and German grandparents, was chosen as manager-director, a post he would retain until his death in 1966.[4]
Revenue passenger-kilometers, scheduled flights only, in millions
Year
Traffic
1950
66
1955
248
1960
603
1965
1586
1969
2504
1975
5826
1980
8104
1985
10072
1995
20877
2000
26286
Source: ICAO Digest of Statistics 1950–55, IATA World Air Transport Statistics 1960–2000
One of the first decisions of Ruben Berta was to pursue an expansion plan and to unify the fleet around only one type of aircraft. The chosen one was theLockheed L-10 Electra. Another ground-breaking suggestion was made on 29 October 1945, when, based on social ideas found on thepapal encyclicalsRerum novarum andQuadragesimo anno and onJean-Jacques Rousseau'sThe Social Contract, Berta proposed and the assembly approved the transfer of 50% of Varig's shares to a not-for-profit foundation belonging to the employees. The aim of the foundation was to provide health, financial, social and recreational benefits to its employees. Decades later, this foundation would be calledFundação Ruben Berta [pt].[5]
A Douglas DC-3 displayed in Rio de Janeiro
In 1946, with the addition ofDouglas DC-3 and later theCurtiss C-46 to its fleet, Varig was able to greatly increase its network by adding cities in the states ofSanta Catarina,Paraná,São Paulo, andRio de Janeiro, facing fierce competition withReal Transportes Aéreos andSAVAG. On 29 February 1952, Varig boughtAero Geral, a small airline with concessions to fly fromNatal toSantos. With this purchase, Varig greatly enlarged its operations in Brazil, extending services beyond Rio de Janeiro to Natal along the Brazilian coast and was thus better prepared to compete withPanair do Brasil andCruzeiro do Sul. In 1949, the Brazilian government granted Varig the concession to fly to the United States, since the original airline that had the concession, Cruzeiro do Sul, was unable to operate the services. The inaugural flight betweenRio de Janeiro–Galeão and New York–Idlewild (later renamedJohn F. Kennedy International Airport) was on 2 August 1955. The services were operated using three newLockheed L-1049G Super Constellations. On 30 May 1953, flights toBuenos Aires usingCurtiss C-46s started. In January 1956, Varig served 55 cities in Brazil and four abroad, being the second Brazilian airline in terms of passengers transported.[6]
In 1954, sensing the need for more modern aircraft, newConvair 240s were purchased. The addition of the Lockheed Super Constellation and the Convair 240 provoked a deep change of mentality in the culture of Varig, with the introduction of a more cosmopolitan corporate image that would remain until 1996.[7]
A Fairchild Hiller FH-227B at Congonhas AirportSão Paulo in 1972
On 6 July 1959, Varig,Cruzeiro do Sul andVASP initiatedair shuttle services betweenRio de Janeiro–Santos Dumont andSão Paulo–Congonhas airports, the first of its kind in the world. The three companies coordinated schedules and operations, and shared revenue. The service was a response to the competition imposed byReal Transportes Aéreos. The idea, baptized as Air bridge (Portuguese:Ponte Aérea), inspired by theBerlin Airlift, was so successful that it was abandoned only in 1999.[8] Flights operated on an hourly basis initially byConvair 240 (Varig),Convair 340 (Cruzeiro) andSaab 90 Scandia (VASP). In a few months the shuttle service led by Varig won the battle against Real, which was bought by Varig in 1961.Sadia Transportes Aéreos joined the service in 1968. Between 1975 and 1992, it was operated exclusively by Varig'sLockheed L-188 Electra which for the sake of neutrality did not have the Varig name on the fuselage.
On 19 December 1959, Varig started to fly their new 35-seatSud Aviation SE-210 Caravelle I between Brazil and New York–Idlewild, stopping at Belem, Trinidad and Nassau; on 2 July 1960, the Caravelles were replaced by theBoeing 707-441, which could fly from Rio de Janeiro–Galeão to New York–Idlewild nonstop. The Caravelles were switched to operate trunk routes within Brazil and toBuenos Aires–Ezeiza andMontevideo.[9]
European services started on 10 February 1965. Varig had been lobbying for European concessions for more than ten years, but after the sudden shutdown ofPanair do Brasil by theBrazilian military government, Varig was granted rights previously held by Panair and was ordered to immediately operate all scheduled services, including Panair's flight scheduled to depart that very night fromRio de Janeiro–Galeão toRecife,Lisbon,Paris–Orly andFrankfurt.[11][12]
Varig also inherited Panair's twoDouglas DC-8-33 and the agreement withTAP-Transportes Aéreos Portugueses to operate theVoo da amizade (English:Friendship Flight) between São Paulo–Congonhas, Rio de Janeiro–Galeão and Lisbon, with stops in Recife and Sal, now using Varig's Lockheed L-188 Electra. Originally started on 30 November 1960 by Panair and TAP, only Brazilian and Portuguese citizens or foreigners with permanent residence in Brazil or Portugal were entitled to the purchase of tickets for these flights, which were extremely popular due to their low fares. Those flights operated until 1967.[citation needed]
On 14 December 1966, Rubem Berta died of a heart attack. The following day, the administrative board elected Erik Oswaldo Kastrup de Carvalho, Berta's right-hand and former Panair employee, as Varig's fourth director-president.[citation needed]
The1973 oil crisis brought to Varig the need to replace its older-generation aircraft with newer ones. For international flights, the chosen type was theDouglas DC-10, which had its first flight with Varig on 1 July 1974, and this aircraft had the range to serve European destinations including Paris without a refuelling stop en route. In the domestic arena, gradually theBoeing 737-200 became the work-horse.[13]
Still as a consequence of the 1973 oil crisis which caused many difficulties to airlines, on 20 May 1975 Varig acquired a controlling interest inCruzeiro do Sul, which was in a particularly delicate economic situation. Cruzeiro do Sul was fully integrated into VARIG on 1 January 1993.[14]
On 11 November 1975, the Brazilian Federal Government created the Brazilian Integrated System of Regional Air Transportation and divided the country in five different regions, for which each of five newly created regional airlines received a concession to operate air services.Rio-Sul Serviços Aéreos Regionais S/A was the fourth of those regional airlines to be made operational, and it was established by Varig in partnership with Top Táxi Aéreo,Bradesco Bank, and Atlântica-Boavista Insurance. Its services started on 8 September 1976 and its operational area comprised roughly theSouthern and parts of theSoutheast regions of Brazil.[15] Soon Rio-Sul was operating as Varig's feeder-airline.
In February 1979, Carvalho left the presidency of Varig due to serious illness, being succeeded by Harry Schuetz for a short time; by Hélio Smidt, Berta's nephew, in 1980; and by Rubel Thomas in 1990.
The 1980s were marked by a modernization of the fleet, growth in the number of destinations and increasing financial problems originated inhigh inflation and in a foreign currency crisis. Furthermore, with the end of the military régime and the return to democracy in 1985, Varig lost its intimate connection with the ruling powers. In 1990, with a gradual deregulation promoted by the Federal Government,VASP andTransbrasil were authorized to fly to international destinations, breaking an almost-monopoly held by Varig since 1965 (Cruzeiro do Sul was the only exception). More international carriers were also authorized to fly to Brazil, greatly increasing competition.[16] Slowly Varig began to lose its financial health, aggravated by theearly 1990s world recession and administration problems. In 1988, a few years after the inauguration ofSão Paulo–Guarulhos International Airport, Varig decided to move its operational hub from Rio de Janeiro to São Paulo.
In an attempt to solve its increasing problems, Carlos Willy Engels became president in 1995. In 1996 he was succeeded by Fernando Abs da Cruz Souza Pinto, who would be the last president of the consolidation phase in the history of the company. He developed an ambitious project to bring financial and operational health back to the company.[17] The two most visible milestones of this project were the new corporate image launched on 15 October 1996 - the first change since 1955 - and the membership of Varig inStar Alliance as of 22 October 1997. Varig was its sixth member airline, and the first to join after it was launched only five months earlier.[18]
In spite of some success in the re-organization of the company, Pinto did not have full support of the Ruben Berta Foundation, the controller of Varig and, as a consequence, he left the presidency of Varig on 28 January 2000.[19] That same year he became theCEO ofTAP Portugal and successfully re-organized that airline. Pinto was succeeded byOzires Silva, former president of the Brazilian aircraft manufacturerEmbraer.
The administration of Ozires Silva, which lasted for only 2.5 years, started with major restructuring in the company, aiming at making the Ruben Berta Foundation more powerful and the president-director weaker. Also, on 28 January 2000, all cargo operations were united under a new airline namedVarigLog.
Despite the reforms, Varig posted a net loss for first time in its history: R$148.6 million by the end of 2000, and then R$523 million in the following year.[20]
In 2001, low-cost airlineGol Airlines began operations, withVASP cutting fares in response. The loss of passengers to competitors caused Varig to lose its top position in the domesticmarket share (in terms of passengers per kilometre) toTAM Airlines, for the first time since 1961. TheSeptember 11 attacks also weakened Varig’s operational and financial situation.
In 2002, Ruben Berta Foundation merged the administration of Varig and its subsidiaryRio Sul Serviços Aéreos Regionais (which included the brandNordeste Linhas Aéreas Regionais). The three brands were used separately with Rio-Sul and Nordeste providing feeder services to Varig.
Year-long discussions to merge Varig withTAM Airlines ended unsuccessfully in 2004 and the same year Varig fell to third place in the Brazilian domestic market share, behind TAM and Gol.[21]
VARIG applied to the Commercial Bankruptcy and Reorganization Court in Rio de Janeiro on 17 June 2005,[22][23] for the commencement of "judicial reorganization" proceedings pursuant to the New Bankruptcy and Restructuring Law of Brazil (Law 11.101).[24] The request was granted on 22 June 2005.[25] VARIG continued to provide services despite its financial troubles.[21][26]
in December 2005 the cargo divisionVarigLog was sold to Volo do Brasil, a consortium started by theprivate equity fundMatlinPatterson Global Advisors and three Brazilian investors (Marco Antonio Audi, Marco Hapfel and Luiz Gallo). The negotiation was concluded in June 2006.
After two unsuccessful attempts to auction the airline as a whole, the bankruptcy court decided to split the airline in two different judicial entities, informally known as "old" Varig and "new" Varig:
The first portion, formally called Nordeste Linhas Aéreas S/A and informally known as "old" Varig, comprised the brand Nordeste, one aircraft, debts, liabilities, legal disputes, various assets, concessions and properties of the original Varig. Since "old" Varig, could not use the name Varig anymore, the company used the brand-name Nordeste for a while and in 2008 it began using the nameFlex Linhas Aéreas.[28]
The second portion, formally calledVRG Linhas Aéreas and informally known as "new" Varig, is a brand new airline which comprises the brands Varig and Rio-Sul, Varig's route rights, all aircraft but one and the Smiles mileage program. "New" Varig was auctioned on 14 July 2006 to Volo do Brasil (owner of VarigLog) and legal procedures finalized on 20 July 2006.[28][29][30]
Since 23 October 2007, the formerViação Aérea Rio-Grandense S/A was judicially known asNordeste Linhas Aéreas S/A, and operated under the brand-nameFlex Linhas Aéreas.[31] On 18 August 2009, theNational Civil Aviation Agency of Brazil renewed the authorization of Flex to operate non-regular passenger, cargo and postal services.[32] Therefore, Flex operated flights on behalf of other airlines, as contracted.
Between 17 June 2005 and 2 September 2009, "old Varig" remained in Recovery Order in the 1st Business Court of Rio de Janeiro, under the leadership of Judges Luiz Roberto Ayoub and Miguel Dau. After the bankruptcy protection was lifted, the administration of the airline could have returned to its original owner,Fundação Ruben Berta, which still owned 87% of the shares of Varig.[33] However, Fundação Ruben Berta preferred to keep a judicial administrator.[34]
In September 2006 "old" Varig sold its participation inPLUNA (49% of the shares) to theUruguayan Government.
On 31 January 2007, Varig Brazilian Airlines ("old" Varig) was suspended from membership inStar Alliance for not fulfilling membership pre-requisites,[35][36] and on 19 October 2008, theIATAcode RG and the callsign Varig officially ceased to exist.[37]
As a result of accumulated debts, on 20 August 2010, at the request of the airline administrator, the 1st Business Court of Rio de Janeiro declared Flex bankrupt and initiated the process of liquidation.[38][39] However, on 10 September, the bankruptcy process was suspended at the request of Ruben Berta Foundation and the company returned in practical terms to recovery order status until the validity of the bankruptcy is judged.[40]
On 21 July 2006, the "new" Varig canceled all its flights, except for Rio de Janeiro–São Paulo shuttle service, which remained in operation through an agreement with "old" Varig. On 28 July 2006, "new" Varig announced that it would cut 60% of its staff.
Between September and November 2006, "new" Varig announced its intentions to gradually resume some international and domestic flights.[41] On 14 December 2006, theNational Civil Aviation Agency of Brazil issued the final certificate to "new" Varig, making it fully operational.[42] Soon after the certificate was granted, orders for 16 aircraft were announced, to bring the fleet to 31 aircraft and the operational agreement with "old" Varig expired.[43]
On 28 March 2007,Gol Airlines purchased "new Varig" (VRG Linhas Aéreas) for US$320 million,[44][45][46] and announced that VRG Linhas Aéreas, the operator of the brand VARIG, would continue to operate under its original name. The transaction was completed on 9 April 2007.[47]
The new owner radically restructured the fleet, the network, eliminated the First Class cabin from the aircraft, and gradually transformed the brand Varig into the arm of Gol Group specialized in international scheduled and charter medium and long-haul destinations. On 23 October 2007, Varig's new corporate image was unveiled, stressing the orange colour of Gol.[48][49]
On 29 September 2008, Gol was merged into VRG Linhas Aéreas and thus VRG Linhas Aéreas became an airline with two different brands: Varig and Gol.[50] As a consequence, on mid-April 2009, Varig's booking systems were integrated into Gol's and the Smiles frequent flyer program was reformulated to include Gol. In June 2009, "new" Varig ceased to operate its own flights and started to use Gol's flight numbers.[51]
From 2006 to 2009, "new" Varig was obliged by contract to purchase a minimum of 140 hours/month of services from "old" Varig. Therefore, some of VRG Linhas Aéreas flights operated with Gol flight numbers were actually flown with chartered aircraft from Flex Linhas Aéreas.[52]
Smiles was Varig'sfrequent-flyer program until 20 July 2006. Points could be used for services from Varig, its subsidiaries, and itsStar Alliance partners including flights, upgrades, holidays, hotel stays and car rentals. Smiles was part of the "new Varig" package bought byGol Airlines. All miles were honored and eventually Smiles became Gol's own frequent-flyer program.
28 February 1942: aJunkers Ju 52/3m registration PP-VAL, crashed shortly after take-off fromPorto Alegre. Seven of the 23 occupants died, including two crew members.[56][57]
2 August 1949: aCurtiss C-46AD-10-CU Commando registration PP-VBI operating a flight fromSão Paulo–Congonhas toPorto Alegre made an emergency landing on rough terrain near the location ofJaquirana, approximately 20 minutes before landing in Porto Alegre, following a fire in the cargo hold. Of the 36 passengers and crew aboard, five died.[60][61]
7 April 1957: aCurtiss C-46AD-10-CU Commando registration PP-VCF operating a flight fromBagé toPorto Alegre crashed during take-off in Bagé following a fire developed in the left main gear wheel well and consequent technical difficulties. All 40 passengers and crew died.[64][65]
14 August 1957:Varig Flight 850, aLockheed L-1049 registration PP-VDA operating a flight fromSalgado Filho International Airport toJohn F. Kennedy International Airport, suffered a failure on engine 2 during the flight, but landed successfully inLas Américas International Airport atDominican Republic. The passengers were reallocated to other flights, and the Constellation took off with only 11 crew. However, during the flight, engine 4 accelerated unevenly, and pieces of the prop flew off and hit engine 3, causing an explosion. The aircraft tried to land in the ocean. One flight attendant died by drowning during the crash landing; the other 10 survived.[66]
18 October 1957: aDouglas C-47A-80-DL registration PP-VCS operating a cargo flight fromPorto Alegre crashed upon take-off. The crew of two died.[67]
12 April 1960: aDouglas C-53 registration PP-CDS operating a flight on behalf ofCruzeiro do Sul fromPelotas toPorto Alegre collided with two other aircraft, crashed and caught fire after it deviated to the right on take-off and an overcorrection caused a sharp turn to the left. Of the 22 passengers and crew aboard, 10 died.[68][69]
27 November 1962:Varig Flight 810, aBoeing 707-441 registration PP-VJB operating flight 810 fromRio de Janeiro–Galeão toLima, initiated an overshoot procedure at the suggestion of the control tower because it was too high. It proceeded to start another approach when it crashed into La Cruz peak, 8 miles away from Lima Airport. Possibly there was a misinterpretation of navigation instruments. All 97 passengers and crew aboard died.[70][71]
22 December 1962: aConvair CV-240-2, registration PP-VCQ, flying fromRio de Janeiro toBrasília viaBelo Horizonte-Pampulha, descended below the prescribed altitude while on final approach to Brasília, struck trees, skidded and fell to one side. One crew member died, out of 40 occupants of the aircraft.[72]
9 June 1973: a cargoBoeing 707-327C registration PP-VLJ flying fromViracopos-Campinas International Airport toRio de Janeiro–Galeão while making an instrument approach to Rio de Janeiro–Galeão had technical problems with the spoilers which eventually caused the aircraft to pitch down. It descended fast, and struck approach lights and a ditch. Two of the four occupants died.[77]
11 July 1973: aBoeing 707-345C registration PP-VJZ operatingflight 820 fromRio de Janeiro–Galeão toParis-Orly made a successful emergency landing at an open field 5 km before landing, after reporting fire in a rear lavatory. However, 123 of the 134 passengers and crew aboard died, overcome by smoke andcarbon monoxide poisoning before the aircraft could be evacuate. The most likely cause was a lit cigarette thrown into the aircraft's lavatory trash. Subsequently, in-flight smoking was banned.[78][79]
30 January 1979:a cargo Boeing 707-323C registration PP-VLU operating flight 967 en route fromTokyo-Narita toRio de Janeiro–Galeão viaLos Angeles went missing over the Pacific Ocean some 30 minutes (200 km ENE) from Tokyo. Causes are unknown since the wreck was never found. Among other cargo, the aircraft was carrying either 53 or 153 paintings by theJapanese Brazilian artistManabu Mabe, worth US$1.24 million. The aircraft was flown by Gilberto Araújo da Silva, who was also the captain and survivor of the accident withFlight 820 six years earlier. The crew of six died and their bodies were never recovered.[80]
3 January 1987: aBoeing 707-379C registration PP-VJK operatingflight 797 fromAbidjan toRio de Janeiro–Galeão crashed due to a failure on engine 1 shortly after take-off. While attempting to return to the airport for an emergency landing, it crashed on a field 18 km away from Abidjan's airport. Of the 51 passengers and crew aboard, a single passenger survived.[81][82][83][84]
14 February 1997: a Boeing 737-241 registration PP-CJO operating flight 265, flying fromMarabá toCarajás while on touch-down procedures at Carajás during a thunderstorm, had its right main gear collapsed rearwards,causing the aircraft to veer off the right of the runway. The aircraft crashed into the forest. One crew member died.[88]
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^Germano da Silva, Carlos Ari César (2008). "Decolagem sinuosa".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. 187–189.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Back course".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. 217–222.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Circulando na cerração".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. 239–242.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Armadilha na aproximação".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. 249–255.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "No céu de Paris".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. 285–290.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Na escuridão da noite africana".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. 345–351.ISBN978-85-7430-760-2.
^Germano da Silva, Carlos Ari César (2008). "Rumo errado".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. 352–360.ISBN978-85-7430-760-2.
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