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TAESA Lineas Aéreas
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TAESA (Transportes Aéreos Ejecutivos S.A.) was a low cost airline with its headquarters in No. 27 of Hangar Zone C on the grounds of Mexico City International Airport in Mexico City, Mexico.[1]

Key Information

History

[edit]
A former TAESA Boeing 737-500 at Las Vegas in 1992
A TAESA Boeing 757 in 1993

The airline, owned by Carlos Hank González legally represented by Alberto Abed Schekaiban, was established on April 27, 1988, operating executive business aircraft and later on in 1989 received their first Boeing 727-100 which was used to launch regularly scheduled passenger service.[2] TAESA began growing rapidly using 727s in airline service. In 1991, they received their first Boeing 757-200 and became the first commercial airline in Mexico to operate this aircraft type. Also in 1991, several Boeing 737-300s were added with additional 757s and a sole Boeing 767-300 being added as well to a fleet of Boeing 737-200/300/400/500 jetliners. TAESA was at that time the first Boeing 737-500 operator in Latin America.[citation needed] During the first half of the 1990s, TAESA was quite successful flying cargo for DHL and Serpaprosa with their Boeing 727-100Cs. Also during this time, several 737s were leased to Garuda Indonesia to make Asian flights. Meanwhile, they won charter contracts from companies such as Apple Vacations. By 1992, the airline was operating many charter flights to cities in Canada, Europe and the USA.[3] In the domestic market, TAESA started a fare war with the main carriers, Aeroméxico and Mexicana.[4]

In 1995, TAESA launched "crediTAESA", a program that allowed its passengers to fly with a minimum down payment and 12 monthly repayments. The airline also launched a simple frequent flyer program in that year, which rewarded travelers with one free ticket per every five booked.[5] A large percentage of ticket sales were made at shopping malls and supermarkets, where TAESA held booths.[6] At its peak, TAESA had a market share of 27% of the Mexican domestic airline market.[7]

After the 1995 downturn in the Mexican economy, they removed newer model jetliners in favor of older Boeing 727-100 and 727-200 aircraft and also added Douglas DC-9-15s, McDonnell Douglas DC-10-30s and later a pair of Airbus A300B4s.

TAESA was the first Mexican airline to fly scheduled passenger service to Japan with two flights a week operated during a four-month time period in 1995.[8]

The airline was having regulatory and maintenance issues for quite some time with a constant anti-labor politics after the accident of Flight 725 resulted in the suspension of its license, hastening the airline's demise.[9] The airline had over 43 serious violations of Mexican aviation safety laws upon its suspension in 1999.[10]

After the accident of Flight 725, the airline went through a huge inspection on behalf of the Mexican General Directorate of Civil Aeronautics and was subject to comply certain security issues to resume operations. However, unable to repay debts of US$400 million, the airline declared bankruptcy on February 21, 2000.[11] A last-minute deal with potential investors, including Continental Airlines, to buy TAESA ultimately failed.[12]

Some of the staff, assets, and routes were taken over by Líneas Aéreas Azteca, which was established on 9 May 2000 and started operations on 1 June 2000, inheriting TAESA's domestic services, but operating them with modern Boeing 737-700 aircraft.[13][14]

TAESA was one of Mexico's first low-cost carriers. World boxing champion Julio César Chávez was one of TAESA's share-holders; he used to advertise the airline during his boxing fights, having TAESA's name and logo emblazoned on his trunks.[15]

Affiliates

[edit]

Destinations

[edit]

TAESA served the following cities in Mexico: [16][17]

  • ACA – Acapulco, Guerrero, Mexico – Alvarez International
  • AGU – Aguascalientes, Aguascalientes – Lic. Jesús Terán Peredo International
  • BJX – León/Guanajuato, Guanajuato, Mexico – Del Bajio
  • CEN – Ciudad Obregón, Sonora, Mexico
  • CUN – Cancún, Quintana Roo, Mexico
  • CUU – Chihuahua, Mexico – General Roberto Fierro Villalobos
  • CJS – Ciudad Juarez, Chihuahua, Mexico – Abraham Gonzalez International
  • CUL – Culiacan, Sinaloa, Mexico - Bachigualato Federal
  • CZM – Cozumel, Quintana Roo, Mexico
  • GDL – Guadalajara, Jalisco, Mexico – Miguel Hidalgo International
  • HMO – Hermosillo, Sonora, Mexico – General Ignacio Pesqueira Garcia
  • LOM - Lagos de Moreno, Jaliso, Mexico - Francisco P.V. y R.
  • MID – Mérida, Yucatán, Mexico – Mérida International
  • MEX – Mexico City, Distrito Federal, Mexico – Benito Juarez International
  • MTY – Monterrey, Nuevo León, Mexico – Escobedo
  • MLM – Morelia, Michoacan, Mexico – General Francisco J. Mujica
  • PVR – Puerto Vallarta, Jalisco, Mexico – Gustavo Diaz Ordaz
  • SLW – Saltillo, Coahuila, Mexico – Plan de Guadalupe International
  • TAP – Tapachula, Chiapas, Mexico – Tapachula International
  • TIJ – Tijuana, Baja California, Mexico – General Abelardo L. Rodríguez
  • TRC – Torreon, Coahuila, Mexico – Francisco Sarabia
  • UPN – Uruapan, Michoacan, Mexico – Lic. Ignacio Lopez Rayon International
  • ZCL – Zacatecas, Zacatecas, Mexico – La Calera

Airports served in the United States:

  • EGE – Vail/Eagle, CO, USA – Eagle County Regional
  • IAD – Washington, VA, USA – Dulles Airport
  • JFK – New York, NY, USA – John F. Kennedy International
  • LAS – Las Vegas, NV, USA – McCarran Airport
  • LAX – Los Angeles, CA, USA – Los Angeles International
  • LRD – Laredo, TX, USA – International
  • MIA – Miami, FL, USA – Miami International
  • OAK – Oakland, CA, USA – Oakland International
  • ORD – Chicago, IL, USA – O'Hare International

Airports served in Puerto Rico:

  • BQN – Aguadilla, Puerto Rico – Rafael Hernandez Airport[18]

Airports served in Japan:

  • NRT – Tokyo, Japan – Narita Airport

Airports served in Germany:

  • SXF – Berlin, Germany – Schönefeld Airport
  • FRA – Frankfurt, Germany – Rhein – Main International
  • CGN – Köln, Germany – Köln Bonn
  • DUS – Düsseldorf, Germany – Düsseldorf
  • LEJ – Leipzig, Germany – Leipzig Airport
  • MUC – Munich, Germany – Franz – Josef Strauss

Codeshare agreements

[edit]

TAESA operated code sharing services with the following airlines:

Fleet

[edit]

TAESA's aircraft were in an all-economy configuration. Their commercial fleet throughout its history included the following airplanes:[16][19]

TAESA fleet
Aircraft Total Introduced Retired Notes
Airbus A300B4-200 2 1995 1998
ATR 42-320 3 1992 1996
Boeing 727-100 14 1989 2000
Boeing 727-200 2 1994 2000
Boeing 737-200 5 1993 2000
Boeing 737-300 19 1991 2000
Boeing 737-400 2 1992 2000
Boeing 737-500 5 1996
Boeing 757-200 7 1991 2000 One acquired from Sterling later became Trump Force One.
Boeing 767-300ER 1 1992 1995 Transferred to Air Europe
Fokker F27 Friendship 1 1993
Lockheed JetStar 1 Unknown Unknown
McDonnell Douglas DC-9-14 2 1995 2000 Leased from Intercontinental de Aviación
McDonnell Douglas DC-9-15 3
McDonnell Douglas DC-9-31 1 1998 1999 Written off as Flight 725
McDonnell Douglas DC-10-30 2 1995 1997
McDonnell Douglas DC-10-30CF 1 1998 2000
McDonnell Douglas MD-83 1 1992 1992 Transferred to Compass Airlines
McDonnell Douglas MD-87 2 1997

Accidents and incidents

[edit]

Various incidents damaged the airline's image:

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

TAESA Lineas Aéreas

View on Grokipedia
from Grokipedia
TAESA (Transportes Aéreos Ejecutivos S.A.) was a low-cost founded on April 27, 1988, with headquarters at . It began commercial operations in late 1989 using 727-100 aircraft and pioneered budget fares to compete against state-owned carriers like Mexicana and . The expanded its fleet to include 737s, 757-200s—the first such type operated by a carrier in 1991—and even a 767-300, serving domestic routes and international destinations in the United States, , and by 1992. TAESA achieved notable , capturing 27% of Mexico's domestic air traffic by 1995 through innovative strategies such as non-unionized workforce flexibility and ticket sales at malls and supermarkets. However, the 1994 devaluation of the Mexican peso severely increased its debt burden, forcing a downsizing to older aircraft like 727s. The carrier's defining controversy arose from TAESA Flight 725, a McDonnell Douglas DC-9-31 that crashed on November 9, 1999, shortly after takeoff from Uruapan Airport, killing all 18 occupants due to pilot error involving over-rotation and . Investigations revealed 43 violations, leading to the revocation of its operating and declaration of bankruptcy on February 21, 2000, with debts exceeding $400 million.

Founding and Early Development

Establishment in 1988

TAESA (Transportes Aéreos Ejecutivos S.A.) was founded on April 27, 1988, in Mexico City as a charter operator specializing in executive business aircraft services. The airline emerged during a period of aviation deregulation in Mexico following the controversial 1988 presidential elections, which facilitated entry for new carriers amid growing demand for affordable air travel. Ownership was attributed to influential Mexican politician Carlos Hank González, with operations legally represented by businessman Alberto Abed Schekaiban, who served as a key figure in its initial management. Initial operations focused exclusively on non-scheduled executive flights using smaller jets, positioning TAESA as a niche provider before expanding into commercial passenger services. The carrier's base was established at , leveraging the hub's central location to serve corporate and high-end clientele across domestic routes. This foundational phase laid the groundwork for TAESA's later transition to low-cost scheduled operations, though early emphasis remained on charter flexibility rather than mass-market competition with state-dominated airlines like Mexicana and .

Initial Operations and Fleet Buildup

TAESA commenced operations in April 1988 as a charter airline specializing in private services. It transitioned to scheduled low-cost passenger flights in December 1989, initially deploying two 727-100 aircraft from (AICM) to serve domestic routes. Fleet expansion accelerated in the early , with additional 727-100s incorporated to support growing demand for affordable domestic and short-haul services. By 1991, TAESA leased several 737-300s, enhancing operational efficiency on high-density routes. That same year, the airline introduced the 757-200, becoming the first Mexican carrier to operate this wide-body , which facilitated longer-range flights and charter services to the , , and starting in 1992. Further buildup included the acquisition of one 767-300 in 1991 for cargo and passenger operations, alongside contracts with entities like for freight services. These additions positioned TAESA as a competitive low-cost alternative to established carriers like and Mexicana, emphasizing high-frequency, no-frills domestic connectivity.

Operational Expansion

Route Network Growth

TAESA initiated operations in 1988 primarily as a charter service using executive aircraft, focusing on flights rather than a fixed scheduled network. By 1989, the airline transitioned toward low-cost scheduled domestic services within , leveraging 727-100s to establish initial routes from its hub to secondary cities underserved by competitors and . This shift marked the beginning of network expansion, emphasizing affordability to capture in regional travel. Expansion accelerated in the early 1990s, with domestic routes proliferating to include destinations such as , , León, Guadalajara, , , and tourist hubs like and . By 1992, TAESA had introduced international scheduled services, connecting to U.S. cities including , alongside charter operations from U.S. and Canadian gateways to Mexican resorts. Further growth extended to and additional North American points, enabling the airline to serve over 42 destinations by the mid-1990s through regular commercial aviation. The network's rapid buildup contributed to TAESA achieving approximately 27% of Mexico's domestic market by 1995, supported by innovative distribution like ticket sales in supermarkets and loyalty programs. However, post-1994 peso devaluation prompted route rationalization, prioritizing core domestic and select international links amid financial strain. This phase highlighted TAESA's role in democratizing air travel but exposed vulnerabilities in overexpansion without sustained infrastructure.

Fleet Evolution and Aircraft Types


TAESA initiated scheduled passenger operations in late 1989 with 727-100 aircraft, marking the start of its commercial fleet buildup from prior executive services. The airline's fleet grew rapidly in 1991, incorporating several 737-300s, a single 767-300, and the 757-200, with the first of the latter type arriving in and establishing TAESA as the inaugural Mexican operator of this model. It also became the first Mexican carrier to deploy the 737-500 during this expansion phase. By the mid-1990s, additions included multiple and further 737-300s alongside three , while some were phased out; the fleet reached a peak of 31 in 1994. Following Mexico's 1994 peso devaluation, TAESA downsized by retiring newer jets and shifting reliance to older . For international charters, the airline operated 15 McDonnell Douglas DC-10s, mainly DC-10-30 variants, with incorporations from 1995 onward serving routes to , the , and . Limited use of and ATR 42 supplemented the primarily Boeing-centric fleet, which emphasized older analog-technology except for select modern types. The core aircraft types comprised:
  • Boeing 727-100: Initial narrowbody for domestic routes.
  • Boeing 737 series (-200, -300, -500): Primary short- to medium-haul workhorses, with -500 pioneering in .
  • Boeing 757-200: Extended-range narrowbody, first in .
  • Boeing 767-300: Single widebody for capacity needs.
  • McDonnell Douglas DC-10-30: Widebody for long-haul charters.

Partnerships and Codeshares

TAESA engaged in limited commercial partnerships focused on cargo operations and charter services rather than extensive codeshare networks. In the early 1990s, the airline secured contracts with and Serpaprosa to provide cargo transportation, leveraging its growing fleet of and 737 aircraft to generate ancillary revenue amid domestic route expansion. Domestically, TAESA expanded through acquisition by absorbing (Línea Aérea Turística), a smaller carrier, in 1992 following the devaluation of the Mexican peso and aviation deregulation, which strained LaTuR's operations. This integration allowed TAESA to incorporate LaTuR's routes and assets into its low-cost model without formal codeshare arrangements. On the international front, TAESA leased aircraft to during the early , supporting fleet utilization and cash flow. Additionally, it won a contract with Apple Vacations for leisure flights, primarily serving U.S.- routes. These arrangements emphasized opportunistic revenue over reciprocal codesharing. As financial pressures mounted in 2000, TAESA pursued a potential partnership with to avert , but negotiations collapsed, leading to the carrier's cessation of operations on February 21, 2000. No major global alliance memberships or verified codeshare pacts with international carriers were established during its lifespan.

Safety Record and Incidents

Key Accidents and Investigations

On June 18, 1994, a TAESA-chartered 25D, registration XA-BBA, crashed into trees approximately 0.8 nautical miles short of runway 1R at during approach in heavy fog. The aircraft carried 10 passengers, including Mexican soccer fans en route to a match, and 2 crew members; all 12 occupants were killed. The (NTSB) investigation determined the probable cause as poor decision-making by the flight crew, inadequate airmanship, the pilot-in-command's relative inexperience in , and failure to use available and reports, which contributed to a . The most significant accident in TAESA's history occurred on November 9, 1999, when Flight 725, a McDonnell Douglas DC-9-31F registered XA-TKN, stalled and crashed into an grove shortly after takeoff from International Airport, en route to . The flight carried 13 passengers and 5 crew members; all 18 aboard perished. Mexican aviation authorities' investigation attributed the crash to , specifically excessive nose-up pitch during initial climb leading to a deep stall, compounded by in night conditions and inadequate crew response to stall warnings. The aircraft had departed with a full fuel load for the short domestic leg, which may have exacerbated the stall dynamics, though no mechanical failures were identified in post-crash analysis. The 1999 accident prompted a comprehensive safety audit by Mexico's Dirección General de Aeronáutica Civil (DGAC), revealing over 40 serious violations, including pilots operating with expired medical certificates, unapproved alterations, and documented discrepancies on multiple . These findings led to the immediate grounding of TAESA's entire fleet of 27 on November 25, 1999, pending corrective actions. Flight attendants had previously reported recurring issues on the DC-9 fleet, such as hydraulic leaks and faults, which were cited in pre-crash whistleblower accounts but not fully addressed by the airline. The scrutiny exposed systemic deficiencies in TAESA's operational oversight, contributing to the airline's eventual financial collapse and license revocation in 2000. No other fatal accidents were recorded in TAESA's commercial operations, though minor incidents like excursions occurred without .

Maintenance Practices and Criticisms

TAESA's maintenance practices were subject to ongoing regulatory , particularly due to the airline's reliance on leased, aging as a low-cost operator, which reportedly led to deferred upkeep to control expenses. Between January 1995 and September 1999, the U.S. issued 23 citations against TAESA for violations encompassing shortcomings, security protocols, and operational procedures. Mexican authorities documented over 43 serious breaches of laws by late 1999, with multiple infractions tied to inadequate inspections and record-keeping. Criticisms intensified after the November 9, 1999, crash of Flight 725, a McDonnell Douglas DC-9-31 (XA-TKN) that stalled and crashed shortly after takeoff from Uruapan Airport, killing all 18 aboard; while the probable cause was involving and checklist omissions, the incident prompted revelations of broader lapses. Independent union leader Alejandra Barrales accused TAESA of falsifying maintenance logs for the , claiming deceptive documentation masked unresolved issues. Flight attendants, in pre-crash complaints filed under NAFTA labor provisions, alleged persistent hazards including defective smoke alarms, inoperable fire extinguishers, and unsafe cabin conditions from unaddressed wear, which they linked to systemic neglect in interior and emergency equipment servicing. TAESA management denied knowledge of specific defects on the Flight 725 jetliner, asserting all routine checks were performed. These revelations culminated in the Mexican Secretariat of Communications and Transportation grounding TAESA's entire fleet of 27 on November 25, 1999, citing accumulated safety risks that undermined airworthiness. Earlier incidents, such as a 1995 hydraulic system failure leading to a crash landing in Guadalajara, further fueled doubts about TAESA's adherence to rigorous overhaul schedules for critical systems. Regulators and unions contended that TAESA's practices prioritized short-term financial viability over compliance, exacerbating vulnerabilities in an industry where low-cost models often strained maintenance budgets; however, no peer-reviewed analyses directly quantified TAESA's deviation from industry standards, with criticisms largely stemming from post-incident audits and stakeholder testimonies.

Decline and Closure

Financial Pressures

TAESA encountered severe financial strain beginning with Mexico's 1994 peso devaluation, which sharply increased the cost of its U.S. dollar-denominated payments and debts amid a contracting . The crisis eroded profitability, forcing the airline to divest newer jetliners in favor of costlier-to-maintain older models to cut expenses. By 1995, intensified fare competition and the peso's fallout prompted TAESA to enter supervised , with accumulated debts estimated at $130–150 million. A temporary reprieve came in 1997 via foreign capital infusion, averting immediate and enabling partial fleet modernization. However, persistent operational inefficiencies and market pressures sustained the debt burden, culminating in insolvency proceedings by late 1999. The airline's financial collapse was formalized on February 21, 2000, when a Mexican court declared amid unpaid obligations exceeding $400 million against assets of approximately $60 million. This outcome reflected not only macroeconomic shocks but also internal mismanagement, including overreliance on high-cost foreign leasing without adequate hedging against fluctuations. Regulatory scrutiny post-1999 grounding exacerbated liquidity shortfalls, rendering unfeasible.

Regulatory Actions and Bankruptcy

In November 1999, following the crash of TAESA Flight 725—a that killed all 18 occupants due to and —the Mexican government suspended the airline's operations and grounded its entire fleet for a safety audit. This action was prompted by ongoing concerns over practices and mechanical failures, including two aircraft returns to due to in-flight issues shortly before the grounding. The U.S. had previously cited TAESA 23 times for safety violations, highlighting systemic deficiencies in compliance and oversight. Mexican authorities refused to lift the suspension or renew TAESA's operating permit, citing unresolved safety and financial irregularities, which effectively halted all revenue-generating flights. Concurrently, the government imposed financial restrictions, including asset attachments, amid investigations into tax fraud allegations against the airline's owner, further straining ..pdf) Unable to service its $400 million in accumulated debts amid the operational shutdown, TAESA petitioned for protection, which a Mexican court granted on February 21, 2000, marking the end of the carrier's activities as Mexico's third-largest airline. The ruling rejected the company's request for a payment stay, accelerating proceedings and underscoring the interplay between regulatory enforcement and .

Economic and Industry Impact

Role in Mexican Low-Cost Aviation


TAESA Líneas Aéreas pioneered the low-cost carrier model in Mexico amid market liberalization in the early 1990s, launching scheduled domestic services from Mexico City International Airport in 1991 with fares significantly below those of incumbents Aeroméxico and Mexicana de Aviación. By offering prices often lower than intercity bus travel—averaging 25% less than competitors—the airline disrupted the duopoly, capturing 25% of domestic traffic within its first two years of operations. The carrier's no-frills approach featured single-class seating, high aircraft utilization over 11 hours daily, and limited onboard services, yielding unit costs of 4.62 cents per available seat mile in 1995. This efficiency, bolstered by a fleet emphasizing narrow-body jets like the 737-300 and the 757-200—which TAESA introduced to in 1991—enabled rapid expansion to over 20 destinations and international routes to the , , and by 1992. By the mid-1990s, TAESA had ascended to Mexico's third-largest airline, attaining a peak market share of 27% in 1995 and compelling established carriers to respond to heightened competition. Innovations such as ticket sales in malls and supermarkets, alongside the 1995 launch of a frequent flyer program and "crediTAESA" credit option, broadened air travel accessibility for middle- and lower-income Mexicans, laying groundwork for the proliferation of low-cost aviation in the country.

Criticisms and Lessons Learned

TAESA faced significant criticisms for its lax safety and maintenance practices, which were exposed following the crash of Flight 725 on November 9, 1999, near Uruapan, Mexico, where a McDonnell Douglas DC-9-31 stalled shortly after takeoff, killing all 18 occupants. Investigations revealed over 43 serious safety violations, including inadequate aircraft inspections and procedural lapses, prompting the Mexican government to ground the entire fleet of 27 aircraft on November 25, 1999. Earlier concerns in 1992 had highlighted issues such as operations and non-compliance with maintenance standards, yet these were not fully rectified, contributing to a pattern of operational shortcuts in pursuit of low-cost efficiencies. Financial mismanagement compounded these operational flaws, with TAESA accumulating debts exceeding US$400 million by late 1999, exacerbated by reliance on aging and insufficient capital for upgrades amid competitive pressures in Mexico's deregulated market. Labor complaints from flight attendants underscored and risks, including exposure to hazards from poorly maintained planes, such as faulty and unaddressed mechanical issues, which unions raised prior to the grounding. Critics argued that TAESA's aggressive cost-cutting model prioritized fares over regulatory adherence, eroding public trust and highlighting vulnerabilities in the segment. The airline's collapse yielded key lessons for Mexican aviation regulators and the industry, emphasizing the necessity of rigorous, proactive oversight to prevent compromises in cost-driven operations. The Dirección General de Aeronáutica Civil (DGAC) subsequently intensified audits and enforcement, applying stricter requirements that influenced subsequent low-cost entrants like and to invest more heavily in compliance frameworks. TAESA's case underscored the causal link between deferred and catastrophic risks, prompting broader adoption of and third-party audits in fleet management to mitigate financial distress from grounding events. Ultimately, it demonstrated that unsustainable debt in volatile markets, without diversified revenue or contingency reserves, amplifies operational failures, informing policies that now mandate financial for license renewals in .

References

  1. https://simpleflying.com/taesa-lineas-aereas-history/
  2. https://asn.flightsafety.org/wikibase/323634
  3. https://www.airticketshistory.com/WEB/N142TAESA.htm
  4. https://enelaire.mx/por-que-desaparecio-taesa/
  5. https://taesa-airlines-virtual.webnode.page/aerolinea/
  6. https://www.yesterdaysairlines.com/airline-history-blog/taesa-pt1-the-little-airline-that-could
  7. https://www.infobae.com/america/mexico/2021/07/07/taesa-la-aerolinea-mexicana-pionera-del-bajo-costo-que-quebro-tras-un-fatal-accidente/
  8. https://www.yesterdaysairlines.com/1988-2005-competition-arrives.html
  9. https://www.transponder1200.com/taesa-la-primera-aerolinea-de-bajo-costo-en-mexico/
  10. https://www.nytimes.com/1992/11/13/business/mexico-s-little-airline-that-could.html
  11. https://airandspace.si.edu/support/wall-of-honor/cap-pa-alberto-abed-s
  12. https://www.yesterdaysairlines.com/airline-history-blog/taesa-pt2-old-is-new
  13. https://www.redalyc.org/pdf/325/32510106.pdf
  14. https://www.transponder1200.com/como-estuvo-conformada-la-flota-de-los-mcdonnell-douglas-dc-10-en-taesa/
  15. https://airlinehistory.co.uk/airline/latur-linea-aerea-turistica/
  16. https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR9502.pdf
  17. https://asn.flightsafety.org/wikibase/324962
  18. https://www.yesterdaysairlines.com/airline-history-blog/taesa-pt3-dc-9-disaster
  19. https://digitalrepository.unm.edu/cgi/viewcontent.cgi?article=5167&context=sourcemex
  20. https://www.flightglobal.com/grounded-taesa-awaits-inspection/29622.article
  21. https://www.seacoastonline.com/story/news/1999/11/11/flight-attendants-allege-safety-problems/51309303007/
  22. https://www.flightglobal.com/mexican-crash-kills-18/29408.article
  23. https://www.baaa-acro.com/operator/transportes-aereos-ejecutivos-taesa
  24. https://www.washingtonpost.com/archive/politics/1999/11/11/crash-may-ground-mexican-airline/81cac689-f531-46bd-923c-fd9af63720e1/
  25. https://www.dol.gov/sites/dolgov/files/ILAB/reports/Public%2520Report%25209901%2520%28TAESA%29.pdf
  26. https://www.cbsnews.com/news/18-killed-in-mexico-plane-crash/
  27. https://www.flightglobal.com/taesa-profit-kicks-off-recovery/26070.article
  28. https://www.flightglobal.com/taesa-tamed/24047.article
  29. https://www.flightglobal.com/foreign-cash-saves-taesa/3317.article
  30. https://www.nytimes.com/2000/02/22/business/mexico-s-no-3-airline-is-declared-bankrupt.html
  31. https://aviationweek.com/mexican-judge-declares-taesa-bankrupt-week
  32. https://www.elfinanciero.com.mx/empresas/2023/02/15/aerolineas-quebradas-en-mexico-taesa-de-los-vuelos-por-99-pesos-a-la-deuda-por-400-mdd/
  33. https://aviationweek.com/taesa-faces-bankruptcy-following-government-suspension
  34. https://www.nytimes.com/1999/11/25/business/international-business-mexico-grounds-entire-fleet-of-airline-involved-in-crash.html
  35. https://www.npr.org/1999/11/15/1066668/mexico-plane
  36. https://aviationweek.com/canceled-license-pushes-taesa-edge-bankruptcy
  37. https://www.flightglobal.com/taesa-declared-bankrupt/31024.article
  38. https://wahsonline.com/wp-content/uploads/2022/04/Log-40-2-Fall-2015-Airlines-of-Mexico-Entire-Issue-in-Color.pdf
  39. https://www.sfgate.com/politics/article/Mexico-s-Grounded-Taesa-Airlines-Hasn-t-Been-2893751.php
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