AIRLEC (AIR AQUITAINE TRANSPORTE, S. A.): France (19851992). Founded at Aeroport de Bordeaux in late 1985, Airlec acquires a fleet of 3 Beech King Air 90s and 2 Cessna 310s. President/ Managing Director Michel Le Collen’s company begins air ambulance, air taxi, and charter operations in early 1986.
Scheduled services begin in 1990. With the carrier’s 2 Fairchild Metro IIIs and 4 Beech King Air 200s, flights are undertaken linking Airlec’s base with Dijon and Rennes.
In 1991, 6 additional King Air 200s are acquired, along with 3 Bell 206B JetRanger helicopters. Late in the year, as the result of negotiations between Le Collen and Air Vendee, S. A. President Jean Paul Dubreuil, it is decided to merge the two carriers.
Regional Airlines, S. A. is born on January 1, 1992, with Airlec holding 21% interest. Two other partners are taken in at the same time—Air Vendee, S. A. and Air Exel France, S. A.
AIRLIFT, A. S.: Foerde Airport, Bygstad, N-6815, Norway; Phone 577 18830; Fax 577 18815; Year Founded 1987. Airlift is established at Foerde, west of Oslo, in 1987 to fly power and telephone line surveillance. This service continues until 1993, when the carrier wins its first Emergency Medical Service (EMS) helicopter medevac contract. Over the next two years, the number of EMS contracts is increased to three, one each for Forde, Bergen, and Dombas. Flights are provided with 3 Bell 212s.
Airline employment reaches 75 at the beginning of 1996. The fleet includes 8 Eurocopter AS-350s, 3 Aerospatiale Lamas, and 3 Bell 212s. During the first half of the year, 1 more AS-350 is acquired, along with 3 AS-365C Dauphins that replace the Bells on the EMS contracts.
The company suffers a pair of crashes. On March 18, an AS-350 is lost at Svalbard (Spitzbergen) when its pilot becomes disoriented and lands badly on the ice. Just after departing Forde on October 14 to pick up a patient, one of the new EMS Dauphins with four crew aboard, flies into power cables, catches fire, and crashes; there are no survivors.
During the fall, the company accepts a contract from the territory government, paid for by the Norwegian government, to provide coastguard services from a base at Svalbard (Spitzbergen). A Bell 212 is immediately dispatched to the scene to open the new search and rescue (SAR) service.
In early November, the carrier, under an agreement signed on June 7, joins in a strategic alliance with British International Helicopters, Ltd. (BIH) from which it wet-leases a Eurocopter AS-332L.1 Super Puma for the coastguard contract. Its Canadian parent, Canadian Helicopter Corporation, Ltd., takes 10% equity in Airlift, with the additional acquisition of 23% more in the future a possibility.
Piloted by expatriate U. S. Vietnam veteran Capt. James Spyker, the Super Puma has no sooner arrived at Svalbard, still in BIH livery, than it is called upon to perform a dramatic rescue.
On December 23, a Russian Antonov An-72 with 22 passengers crashes while taking off from Nagurskoye, in the Francois-Joseph archipelago, then a military reserve. Unable to dispatch a rescue mission from Murmansk, the Russians seek assistance from Norway. The new civilian SAR team at Svalbard is assigned the mission, which, in turn, assigns Capt. Spyker and his powerful helicopter.
Along with a medical team, the Super Puma with seven crew departs in -35° C weather for Nagurskoye at 00:10 a. m. on Christmas Eve. Due to bad weather, the helicopter must fly to Kong Karis Isle for refueling before proceeding 232 nm. to the crash point. The Bell 212 follows with additional medical personnel, who set up a medical center on Kong Karis Isle to treat those with minor wounds. After three hours of medical work at Nagurskoye, the refueled AS-332L returns to Svalbard with the three most seriously injured Russians. Meanwhile, the Bell shuttles a number of Russian passengers to the medical camp where they are treated (mostly for frostbite).
The success of the Nagurskoye mission further cements good relations between the governments of Russia and Norway, assists Airlift in its goal to acquire additional SAR contracts, and deepens the commercial relationship between that company and BIH.
During the year the company puts in 700 hours of EMS flights. Overall revenues of NOK 125 million are generated on the year, leaving a NOK 5-million profit.
Early in 1997, Airlift purchases another Super Puma from BIH and has it modified at the Eurocopter facility at Marignane, France. Special attention is paid to the addition of avionics that will allow the helicopter to find fuel deposits that the company has stashed at various refueling points. It joins the leased unit at Svalbard.
Canadian Helicopter Corporation, Ltd.’s stake in Airlift is increased on January 30, 1998 from 10% to 45%, at which point CHC is the major shareholder in the Norwegian helicopter operator.
AIRLIFT INTERNATIONAL: United States (1963-1993). Pioneer air cargo carrier Riddle Airlines changes its name to Airlift International on November 29, 1963. The corporate changeover takes effect in March 1964, at which time airline employment is 494 and the fleet comprises 31 aircraft, mostly Curtiss C-46As and Douglas DC-7CFs, with a number of Lockheed L-1049H Super Constellations.
Under contract to Alitalia, S. p.A., the company uses its DC-8F to inaugurate scheduled all-cargo flights from New York to Rome and Milan. A second DC-8F is acquired in June. Revamped, the old Riddle stations at Chicago, Cleveland, and Detroit are now reopened.
As a result, Chicago to Atlanta and Detroit to Atlanta via Cleveland services are begun and allow a connection to Florida via the Georgia center. In addition, new service is launched from New York to Boston and under a temporary authorization from the CAB, frequencies are started from Miami to St. Thomas. The workforce is 506 and the fleet includes 20 aircraft.
When Hurricane Cleo roars through Miami on August 27, it destroys two C-46Fs on the ground at the airport.
On the year, overall freight traffic grows by 18.8% as 51,610,000 freight ton-miles are flown. Fortunes, extremely questionable under the previous label, appear to improve. A profit of $729,000 is posted on revenues of $16.2 million.
The workforce is significantly increased in 1965, up to 741; the fleet, however, is reduced to 25 aircraft. These include 9 Curtiss C-46As, 14 DC-7CFs, and the 2 DC-8Fs. All-freight services to destinations throughout the U. S. and to Puerto Rico are maintained.
Following the May bankruptcy of Miami Springs-based ASA (Aerovias Sud Americana, Inc.), Airlift attempts to buy a 42% stake in that carrier in order to acquire its certificate. The move will be appealed.
A Curtis C-46D with three crew is destroyed as the result of a bad landing at Dover AFB, Delaware, on September 13; there are no fatalities.
An application is filed with the CAB for expanded route authority and the two DC-8F Jet Traders are refinanced. A total of 88.56-million ton-miles of freight are flown, along with 108,256 passengers, mostly on military charters. Revenues of $26,285,198 are earned and a net profit of $1,744,907 is recorded.
Events take a decidedly positive upturn in April 1966 when the assets of the Slick Corporation (formerly Slick Airways) are purchased, including it’s Douglas DC-7CFs. The CAB approves the arrangement on June 30, allowing Airlift to assume Slick’s military air transport contracts the next day.
On September 12, Flight 184/2, a DC-7CF with four crew, aborts its takeoff from Tachikawa AFB, Japan, on a flight to Wake Island. The heavily laden plane (27,484 lbs. of cargo) is unable to stop before the end of the runway and goes over, striking a fence. There are no fatalities.
By the end of September, company officials are proclaiming a record $3-million profit. While taking off from Saigon on December 30, another
DC-7CF with three crew, loses its landing gear, crashes, and catches fire; fortunately, no fatalities are reported.
For the year, 96,000 contract passengers are carried and 226.73-million freight ton-miles are flown.
In 1967, the workforce totals 1,224 and the fleet includes 36 aircraft: 1 Lockheed L-1049H, 5 Curtiss C-46As, 4 Canadair CL-44Ds, 2 Boeing 707-365Cs, 2 B-727-127QCs, 5 DC-7Bs, 11 DC-7CFs, 2 DC-8-63CFs, and 4 new Lockheed L-100 Hercules. One of the B-707-365Cs was received from Worldways Canada, Ltd. earlier in the year.
The B-727-127QCs are employed at night and are leased to National Airlines during the year.
While on final approach to Saigon on June 22, an L-1049H with seven crew, collides with a USAF F-4 Phantom II. The pilot of the fighter plane is able to safely eject, but all aboard the freighter are killed when it crashes.
A total of 145,951 customers are transported on the year and 245.23-million freight ton-miles are flown.
The employee population in 1968 numbers 1,208 and the fleet includes 39 aircraft. The CAB transfers the route of the former ASA (Aerovias Sud Americana) to Airlift on May 20. This allows the carrier’s new B-707-365Cs to fly from Miami to Rio de Janeiro and Buenos Aires.
Meanwhile, on May 22, the CAB awards the company the coast-to-coast route formerly operated by Slick Airways, but abandoned in 1965 because of financial troubles. A B-707-372C is delivered on July 11.
Charter passenger traffic is up by 20.8% as 190,569 passengers are carried. Freight ton-mileage flown is 199,980,826. Revenues are $55,945,657.
The fleet in 1969 comprises 3 B-707-365Cs, 4 B-727-172Cs, 5 DC-4s, 3 DC-8-63CFs, 3 Lockheed L-100s, and 5 CL-44Ds. In January, the CAB denies the company’s attempt to acquire the certificate of ASA (Aerovias Sud Americana, Inc.). This year, Military Airlift Command (MAC) charters account for 293,265 passengers.
The U. S. recession and cutback in Vietnam airlift operations bring a downturn for the carrier in 1970. An L-100 with a crew of three crashes while attempting to land at McGuire AFB, New Jersey, on October 10; the company refuses to divulge the fate of the crew.
Freight ton-miles operated are off by 24.7% to 163.71 million and only 287,233 passengers are boarded. Consequently, the workforce is cut by 65%, down to 600.
Bookings fall in 1971, down to 146,034; however, freight ton-miles are up significantly.
Sixty-three new employees are hired as the year merges into 1972. Highlight of this year comes when the CAB grants the 28-year-old carrier permanent certification and approves a route realignment, thereby improving operational flexibility.
Although Indochinese-related military passenger charters fall again, down 19.7% to 122,000, freight ton-miles flown increase a healthy 22.6%. Revenues are now $43.28 million and with expenses in hand, profits are realized: $2.02 million (operating) and $491,000 (net).
As 1973 advances, Airlift pursues its request of the CAB for scheduled authority to certain Latin American markets and for unlimited cargo charter rights into Mexico, Central and South America. The workforce is now 672, but the carrier is the only one of the three U. S. cargo carriers to suffer a traffic slump.
Passenger boardings on behalf of the MAC are down 49.6% to 62,000 and cargo traffic is off by 3.3%. Income totals $37.88 million, but expenses are up to $41.13 million. Consequently, losses are taken: $3.23 million (operating) and $2.23 million (net).
Twenty-one new employees are hired in 1974. Consideration is given to augmenting the fleet of 5 DC-8-63CFs and 1 B-727-100QC, but a decision is not taken.
While under maintenance at Fairfield-Travis AFB in California on March 23, the inboard main fuel tank of a DC-8-63CF explodes and burns up the aircraft; one worker is killed.
The number of charter passengers drops a huge 64% to 22,465; however, the number of FTKs flown advances by 10% to 327,577. On revenues of $48.17 million and expenses of $47.18 million, the operating profit is $986,000 and the net profit is $141,000.
Airline employment in 1975 is 633. In March-April, the DC-8-63CFs join the aircraft of The Flying Tiger Line and World Airways in making the last flights out of Cambodia and South Vietnam. A job action late in the year hurts productivity.
Although the number of charter passengers boarded grows by 11.8% to 26,000, freight traffic is off by 26.9% to 239.55 million FTKs. A loss of $3 million is suffered on the year.
A total of 11 employees are laid off in 1976 or not replaced. The strike begun late in the previous year ends in the spring. With the reinstitution of service to Cleveland, the number of domestic cities served reaches an even dozen. Two more DC-8-63CFs are delivered. In the largest animal airlift to date, some 16,000 cattle are transported from Costa Rica to Venezuela.
As a result of the strike, FTKs drop 10% to 150.66 million and another $3.4 million is lost.
During 1977, scheduled all-cargo routes are maintained within the U. S. and Puerto Rico, in addition to a variety of worldwide passenger and freight charters and military contract services. The number of passenger charter bookings climbs to 40,774. FTKs operated are 350 million and $6.2 million is earned.
The workforce is increased by 32.2% in 1978 to 937. Chairman/ President Paul J. Finazzo’s fleet of 3 DC-8-63CFs, 2 DC-8-50Fs, and 3 DC-8-30Fs boost cargo FTKs to 395.89 million, for 19.9% growth. Passenger boardings drop, however, down 7.3% to 38,000 and profits decline to $4.5 million.
The workforce is increased by 6.7% in 1979 to 1,000 and the fleet grows to include 14 aircraft, all DC-8Fs.
Charter bookings skyrocket 73.7% to 66,000 while cargo is down
0.9% to 392.23 million FTKs. The company suffers a $694,000 net loss.
Airline employment is reduced by 20% in 1980 to 800. The year is a failure as fuel prices skyrocket and economic recession swells. Charters drop 27.1% to 48,000 and freight falls by 47.2% to 207 million FTKs. Operating income declines 25.94% to $70.17 million while expenses reach $81.39 million. The financial crisis deepens as the operating loss is increased by $11.21 million and a net loss of $12.31 million must be absorbed.
By 1981, Airlift International has fallen on such hard times that it has no physical assets and only $44,000 in cash on hand; it is forced to file for Chapter XI bankruptcy on June 4. Although it continues to fly for a short time thereafter, a bankruptcy trustee, William D. Seidle, is appointed in November and the previous management team resigns.
The change brings about an FAA suspension of the company’s operating certificate, which requires it to shut its doors and dispose of its last fleet elements, 2 DC-8-54Fs, by year’s end. The number of FTKs operated plunges by 78.5% to 44.56 million, while the number of charter passengers flown drops by 87.5% to just 6,000.
While under reorganization, Al M. Oliver is appointed general manager and the carrier is able to operate military charters with leased aircraft. After much work, the operating certificate is restored by FAA on April 13, 1982. General Manager Oliver manages to reacquire two DC-8-54Fs, one on an hours-operated lease.
New ad hoc worldwide charters are obtained, including a significant tonnage in livestock for premier customer Sierra International. A new reorganization plan is put forward in May and in June a DC-8-61 freighter is received. During this period of reorganization, traffic and financial data is not available.
In 1983, three more DC-8-55Fs are acquired, the number of employees rises from 40 to 107, military charter flights and passenger charters are laid on for tour operators, and wet-lease service is provided for Air Haiti, S. A. Traffic and financial figures are again unavailable.
A positive cash flow begins in August and recovery is further eased when the company wins certification to perform a wide variety of maintenance for other carriers.
The company’s 1984 reorganization plan is rejected and the CAB late in the year stops taking charter applications from those carriers that do not have noise-rule compliant fleets.
Still, Airlift is able to transport a total of 117,000 passengers and 7.8 million FTKs. Sales total $24 million and a net in-bankruptcy profit of $1.4 million is earned
Airline employment in 1985 stands at 100. Early in the year, John Paul Riddle returns to help the company celebrate its fortieth anniversary. Having failed to meet the government’s noise rule, the carrier is forced to ground its DC-8-54F and two DC-8-61s at year’s end.
Since January, Airlift has flown 104,000 passengers, a decline of 11.1%; on the other hand, cargo booms upward by 60.7% to 18 million FTKs. Revenues of $14.3 million are earned and expenses are held to $13.8 million. As a result, the operating profit is $524,064 and net gain is $445,981.
Although its aircraft are grounded during the first half of 1986, the airline remains in active business, even after returning to Chapter XI status. In February, a Fairchild Hiller FH-227 is leased to operate charters to various Caribbean destinations. The two DC-8-61s are leased to European operators for summer flights while the DC-8-54F goes into the Miami shop for an engine refit with a noise suppression nacelle kit from Quiet Nacelle Corp. Throughout the year, the maintenance facility helps to bring in operating funds.
The freighter is returned to service in July and after returning from overseas and their engine refits, the Dash-61s become available in late fall. Charter flights continue in 1987 and 1988.
Airlift nearly, but not quite, emerges from Chapter XI in the spring of 1989. General Manager Oliver remains in charge as CEO and the fleet now includes 1 DC-8-54F and 6 Fokker F.27s. The jet freighter is flown under contract to Emery Worldwide, a CF Company, while 5 of the Fokkers are employed transporting gamblers to holiday destinations in the Bahamas. The sixth Fokker is leased out.
Operational details for 1990 are lacking; another reorganization plan is presented to the federal bankruptcy court in 1991. Like earlier ones, it, too, fails. In January 1992, Chapter VII liquidation is filed. In March, George Batchelor purchases the remaining assets for $3.9 million and pledges to rebuild the airline.
Based at Miami (MIA) in 1993, the company’s fleet comprises 5 Fokker F.27s, 1 Fairchild Hiller FH-227C, and 1 DC-8-54F. Unable to save the carrier, its new owner allows it to fold.
AIRLINAIR, S. A.: 21 Place de la Loire, Paris Rungis Cedex, 94563, France; Phone 33 (1) 45 12 17 17; Fax: 33 (1) 45 12 17 18; Year Founded 1998. President Lionel Guenn and three other investors establish Airlinair at Paris in December 1998 to provide wet-lease services to major and regional carriers.
During the spring of 1999, 3 Avions de Transport Regional ATR72-212s are acquired and based at both Orly and Charles De Gaulle airports. These begin service in May.
By the beginning of 2000, airline employment stands at 75.
World History
