PT-MS*: TAM’s secret registration for temporary aircraft?
Note: While there are articles individually covering some of those, such as articles specifically on the MD-11 or the A340 fleet, or more general articles covering the entire history of TAM, as far as my research could go, there isn’t a single article on the internet regarding specifically the history of PT-MS*-registered aircraft on TAM, and linking them with mostly interim widebody solutions for the airline. So, enjoy what may very well be brand-new and exclusive content on the internet!
The McDonnell Douglas MD-11 was one of the temporary aircraft types operated by TAM. Seen here is PT-MSH. Photo credit.
Aircraft registrations can be a truly fascinating topic. More often than not, they don’t really have a meaning, however, sometimes, they have a secret meaning. In some cases, it’s very easy to figure out what’s hidden on them, such as Virgin Atlantic’s creative registrations. Other times, it may be a little trickier to understand their hidden meaning, such as on British Airways aircraft. And then there are the registrations that, by themselves, don’t mean anything special, and only showcase their true meaning once you dig a little further. That’s exactly the case for TAM Airlines and their PT-MS*-registrered aircraft.
At first glance, PT-MS* doesn’t really convey any meaning. However, something definitely looks odd about it - the aircraft types it has been featured on. Usually, a given aircraft type on a given airline keeps most of the registration the same, only changing the final few digits to uniquely identify each airframe. For example, GOL’s 737 MAXes have been registered as PR-XM*, also referencing the fact that they’re MAXes, and, when they ran out of PR-XM* combinations, they went for two new series for newer MAXes, PS-GP* and PS-GR*. As another example, all of TAM’s A330s were registered as PT-MV*. All but two.
PT-MSD and PT-MSE: Expanding in a hurry
PT-MSD, one of two A330-200s leased from Gulf Air. This pair of A330s made TAM have the distinction of, for over 20 years, having been the only airline to have operated the A330ceo with all three engine options! Photo credit.
In the 1990s, TAM was transitioning from an important regional airline to a major airline in Brazilian aviation, thanks to its massive investment on Fokker aircraft, particularly the Fokker 100. To cope with the upcoming demand, they struck a deal with Airbus, and ordered A319s and A320s. The airline also decided it was time expand its reach, and invest on the long haul market, for which they bought a bunch of A330-200s.
With a superior product and a much more modern aircraft than its competitors (which operated the 767 and/or the MD-11), TAM quickly gained respect from long haul travellers - so much so that it had to lease two A330-200s from Gulf Air until it received more A330s from Airbus. Unlike the Pratt & Whitney-powered (and later also GE-powered) PT-MV* aircraft it received new from Airbus, these oddball Gulf Air aircraft featured Rolls-Royce engines, as well as likely a completely different interior. Therefore, it was decided that these aircraft, being a temporary solution, would be better off wearing a different registration series. Hence, the PT-MS* series was born with PT-MSD and PT-MSE.
Unfortunately, these leased aircraft were delivered in June 2001. We all know what happened to global aviation not long after. Result: both aircraft were returned to Gulf Air in September 2002, a little over a year from their introduction at TAM.
However, this wouldn’t be the only time TAM needed extra widebody capacity, even if temporarily.
PT-MSH, PT-MSI and PT-MSJ: Desperate for Triples - Part 1
PT-MSJ holds the distinction of having operated for not one, not two, but all three Brazilian MD-11 operators! Previously operated by VASP as PP-SFD and VARIG as PP-VQX. Photo credit.
The mid-2000s were a chaotic moment for Brazilian aviation, with major airlines filing for bankruptcy, and newcomer low-cost carriers having huge success. The huge demand for travel exposed several inefficiencies on Brazilian Air Traffic Control systems, leaving passengers stranded as hundreds of flights were delayed or cancelled across the country.
The bankruptcy of then the country’s flag carrier and largest airline, VARIG, in 2006, lead to a huge gap in international capacity coming from Brazilian carriers. TAM, now being the largest airline in the country, capitalized on the moment and ordered an additional 6 A330-200s, as well as 4 Boeing 777-300ERs, with options for an extra 4, with deliveries starting in 2008. However, they needed the aircraft as soon as possible, as they wanted some slots left by VARIG.
Luckily, a sweet deal arose: as it turns out, Boeing had three ex-VARIG MD-11s parked, waiting for a customer. Therefore, Boeing leased those MD-11s to TAM at a very attractive price while the 777s weren’t delivered. The MD-11s operated for a little under two years, with deliveries happening between February and March 2007. Eventually, 2008 came, and the first 777, PT-MUA, was delivered to TAM in August, prompting the return of PT-MSI. PT-MUB was delivered in October, while PT-MUC and PT-MUD were delivered in December, leading to the return of PT-MSH and PT-MSJ in November and December 2008, respectively.
As it turns out, the MD-11s wouldn’t be TAM’s only answer to the 777 wait problem.
PT-MSL and PT-MSN: Desperate for Triples - Part 2
Seen on this photo is 50% of the entire A340 fleet to be registered in Brazil! TAM also holds the distinction of being one of two airlines to have operated the A340-500, and no other A340 variants, with the other airline holding this title being Arik Air, coincidentally also with two units. Photo credit.
If you’ve checked some data, you’re probably well aware that the MD-11 doesn’t offer neither the passenger capacity nor the range the 777-300ER does. Therefore, still eagerly waiting for the capabilities only their upcoming 777s could offer, TAM, once again, went shopping alternative aircraft. At the same time, Air Canada had started receiving brand-new 777s, including the ultra-long-range 777-200LR. This prompted them to phase out their A340 fleet, which mostly consisted of A340-300s, but also featured a pair of A340-500s.
On one side, we have Air Canada figuring out a way to get rid of their fuel-thirsty A340-500s, while, on the other, we have TAM in desperate need of extra widebody capacity. Add to this the lack of second-hand A330-200s on the market, TAM’s preferred option given their familiarity with the type, and the deal was made: Air Canada would lease the pair of A340s to TAM. Therefore, C-GKOL became PT-MSN, while C-GKOM became PT-MSL, both received in November 2007.
The A340s primarily operated to two destinations: Frankfurt and Milan. While the route to Frankfurt was quickly upgraded to the 777, the Milan route saw the A340 for a little longer. However, as the airline prepared to receive the second batch of 777s from Boeing, as well as receiving more new A330s, it was clear the A340’s time at the airline would be over soon. Both aircraft exited the fleet in October 2011.
Those newer A330s, however, would take a while to be delivered. So, the airline sought another “creative” solution.
PT-MSQ, PT-MSR and PT-MSU: Formerly rejected, now the only option
Despite TAM’s commitment to the 777, the first Boeing aircraft the airline operated was actually the 767. The first two were delivered in June 2008, while the first 777 took another two months to be delivered. Photo credit.
In the 1990s, TAM sought international expansion. The Boeing 767 was initially considered, however, it was deemed inadequate to compete with the brand new 777-200s operated by the American giants, therefore, they went with the A330-200 instead.
Following VARIG’s collapse, its successor, VRG Linhas Aéreas, owned by GOL, gathered a few 767-300ERs, as well as a single 767-200ER, to continue VARIG’s European services, preserving its predecessor’s slots. They turned out to be a financial disaster, and were quickly terminated. This opened up even more expansion opportunities for TAM. However, the same old problem stood on their way: not enough planes, and the new planes wouldn’t be delivered quickly enough.
Searching the used aircraft market, what they could find were four of the aircraft type they’d opted against in the 1990s: the Boeing 767-300ER. With no other choice, the airline acquired the four aircraft - however, only three would end up being delivered. PT-MSQ and PT-MSU were delivered in June 2008, becoming the first two Boeing aircraft ever operated by the airline, while PT-MSR followed in September of the same year. The fourth unit, the first PT-MSS, is an interesting case, as planespotters.net says the aircraft was delivered in October 2008 and given back in September 2009, while airway.com.br claims that, due to bureacratic problems regarding the aircraft’s delivery, in addition to the 2008 economic crisis, the order was cancelled.
Due to the aircraft’s age (with all of them having been built in the mid-1990s), as well as their limited capabilites, they were pejoratively nicknamed “caveirões” (“big skulls” in a quick translation). However, despite the conclusion of A330 deliveries in May 2011, with the delivery of PT-MVV, the 767s stayed, mostly opearing pan-american routes which didn’t have enough demand for the larger A330, such as Belo Horizonte-Miami and Brasília-Miami. Then, a major shakeup in South American aviation happened.
Out with TAM, in with Latam: Finally permanent PT-MS* aircraft?
PT-MSY was among the very first aircraft to feature the new Latam colours. It would also be the only PT-MS*-registered aircraft to wear the new colours. Photo credit.
In 2012, the entire landscape of South American aviation would change: it was announced that TAM would merge with Chile’s LAN, forming the largest airline group in Latin America - the Latam group. Initially, both airlines kept their brands (like Air France and KLM), however, signs of fleet simplification began already back then.
In an effort to simplify widebody operations, many of LAN’s 767s - some of the youngest in the world - would be transferred to TAM. In return, TAM’s A330-200 fleet would gradually (and perhaps prematurely) be retired. Replacing the 20 PT-MV*-registered A330-200s, as well as the trio of “caveirões”, were 15 767-300ERs, split in two registration series. The first series, of course, was PT-MS*, with 7 aircraft: PT-MSO, the second PT-MSS, and PT-MSV through PT-MSZ. The second series was PT-MO*, with 8 aircraft: PT-MOA through PT-MOH. The other addition to the fleet renewal were 13 A350-900s, registered PR-XTA through PR-XTM - but those are a whole other story. PT-MVQ was the last A330 to leave the fleet, in April 2016, a month before both brands were unified into one.
Looking into the the Chilean subsidiary, it is worth noting that state-of-the-art Boeing 787 Dreamliners, both of the -8 and of the -9 variants, were being delivered, in turn, making the almost brand-new 767s obsolete. Therefore, to recover the investment, the 767s were transferred to TAM, while the A330s left. Despite being some of the youngest passenger 767s in the world, they were still 767s, meaning that it still was a 1970s/1980s design. Evidently, their time would eventually come.
PT-MOH and PT-MOG were retired in May 2017 and December 2018, respectively. However, the COVID-19 pandemic was truly the nail in the coffin for the 767 fleet (as well as, surprisingly, the A350 fleet). Three 767s left the fleet as soon as the pandemic started: PT-MOA and PT-MOE in March, and PT-MOC in April. 2021 saw the retirement of PT-MOB in January and PT-MOF in October. The following year, 5 aircraft were withdrawn from service: PT-MSV in March, PT-MSS in May, PT-MSX and PT-MSW in October, and PT-MSZ in December. The final 3 aircraft were retired in 2023: PT-MSY in April, PT-MSO in October and PT-MOD in November. The retirement of PT-MSO was an especially sad moment for Brazilian aviation, as it marked the definitive end of the TAM brand in the skies.
The retirement of the 767 fleet also leaves a massive gap in Latam Brasil’s fleet: The fleet consists of the A320 and A320neo families, including the stretched A321 and A321neo, one single 787-9, PS-LAA, transferred from Latam Chile, and 10 massive 777-300ERs. Considering Latam as a whole, the void left by the 767s is well filled by the 787s, however, all but one are based in Chile, which begs the question: Should more 787s be transferred from Latam Chile to Latam Brasil? Or, alternatively, should the A350s have stayed? Or perhaps, was the A330 fleet retired prematurely (some of which were barely 5 years old)?
And, most importantly, what do you think about this story? Do you think TAM deliberately used PT-MS* as a registration series for interim widebody solutions?