OAC is set up at Omaha, Nebraska, in the summer of 1979 to offer scheduled passenger and cargo flights linking Millard Airport with Kansas City, Missouri. Piper PA-31-310 Navajo and Cessna 310 daily roundtrips commence in August and continue through November 1980.
OMAN AIR, LTD.: P. O. Box 58, Postal Code 111, Seeb International Airport, Muscat, Oman; Phone 968 519 237; Fax 968 510 805; Http://www. oman-air. com; Code WY; Year Founded 1993. Oman Air is created in March 1993 when Oman Aviation Services is renamed. Operations manager Max Paulin oversees a workforce of 1,700 and a fleet that includes 2 Boeing 737-33As leased from Ansett Worldwide, Ltd., 1 de Havilland Canada DHC-6 Twin Otter, 4 Fokker F.27-500s, and 2 Cessna Citation IIs. Destinations visited are the Sultanate communities of Khassab, Buraim, Fahud, North Samin, Samah, Haima, Thumrait, Rima, Saiwan, Dibaa, Khasah, Masirah, Salalah, and Sut.
In July, Oman Air inaugurates its first international route, to Dubai, followed in November with return flights to Trivandrum, India.
Early in January 1994, a new Boeing 737-33A route is opened from Muscat to Kuwait. Flights to Colobo, Sri Lanka, begin in October.
Operations continue apace in 1995 and service to Bombay is started during July.
In March 1996, the carrier enters into a block-space, code-sharing agreement with Swissair, A. G. for return flights from Zurich to Muscat. Alone, the company begins roundtrips frequencies to Dhaka, Bangladesh, in September. Enplanements for the year total 399,173.
Airline employment stands at 2,400 in 1997. At the end of May, the company inaugurates return service to Abu Dhabi five times a week and twice weekly to Cairo. In June, new routes are stretched to Doha, Qatar, and to Chennai, India. Passenger boardings soar 22.3% to 513,736 and 2.86 million FTKs are also operated.
Airline employment stands at 2,400 in 1998. A leased B-737-4Q8 is delivered on March 31. Code-shared flights with Royal Jordanian Airlines to Amman commence in June. Two Avions de Transport Regional ATR42-520s are ordered for regional routes late in the year. Customer bookings fall 24.7% to 267,000, while FTKs inch up to 2.87 million.
The new ATR42-520s enter service during January 1999 on new services to Jeddah, Saudi Arabia.
Officials from Oman Air meet with their counterparts from Emirates Airlines, Gulf Air Company G. S.C., Kuwait Airways Corporation, Qatar Airways, and Saudi Arabian Airlines at Kuwait City on May 15 to plan a united body to compete against the growing number of major world airline alliances. The CEOs, who also agree to meet quarterly, discuss ways to coordinate and develop additional revenues, cut expenses, and invest jointly in support services.
Two Airbus Industrie A310-322s, previously operated by Swissair, A. G., are obtained under charter from ILFC on May 21. The two are scheduled to be replaced with former Balair/CTA, S. A. A310-325s later in the year.
The company’s third destination in the UAE, Al-Ain, is introduced in November. Enplanements for the year total 299,000, while 6.84 million FTKs are also operated.
The workforce at the beginning of 2000 totals 2,400. On March 26, the number of weekly roundtrip A310-325 frequencies to Thiruvanan-thapuram, India, is increased from four to five. Other routes increased include Bombay (2 to 4) and Al-Ain (3 to 8). The number of weekly return flights to other points remains the same as they have for some time: 33 to Dubai, 14 to Abu Dhabi and Salalah, 7 to Doha, 3 to Gwadar, 2 to Dhaka, Karachi, Peshawar, Kuwait, and Jeddah, and 1 to Colombo.
On April 19, DHC-6 return service to Sur is increased from thrice weekly to four times a week. A Boeing 727-86 is leased from Iran Air on May 22. It replaces an ATR on the routes to Abu Dhabi and Doha.
In June, the Wings of Oman Lounge is opened for business-class passengers at Oman’s Seeb International Airport.
On July 1, duty-free merchandise is made available on international flights for the first time. Due to poor yields, the carrier’s twice-weekly return service between Muscat and Karachi is terminated as of July 15.
Wearing the red, green and white livery of the Sultanate of Oman, the B-727-231A of Nationwide Air Charter (Pty.), Ltd. is wet-leased to Oman Air between July and September to operate daily services from Muscat to Dubai, Jeddah, Pershawar, Karachi, and Madras. Occasional flights are also made to Bombay. The six-month engagement involves supplying not only the aircraft with its flight deck crew, but also a full complement of 15 cabin crew and the establishment of an engineering support base. A total of 28 Nationwide personnel are based at Muscat to support the contract.
Oman Air is the official airline of the Muscat Festival 2000, staged between October 15 and November 30.
Daily roundtrip frequencies between Muscat and Dubai are boosted to seven a day with the beginning of the winter schedule on November 1. Also in November, company employees receive new uniforms.
OMAN AVIATION SERVICES COMPANY, LTD. (SAO): Oman (1981-1993). SAO is organized at Muscat’s Seeb Airport on May 24, 1981 by Royal Decree through the merger of Oman International Services and the Light Aircraft Division of Gulf Air. Owned entirely by Omani interests—the government is a 35% shareholder—the new company performs all civil air transport requirements within the Sultanate, including engineering, catering, and airport ground services. Riadh Bin Abdulla Al Busaidi is named chairman and the carrier is capitalized at RO 5 million ($1.7 million). General Manager R. S. Meldrum’s 850-worker company possesses a fleet initially comprising 4 Fokker F.27-600s, 5 Shorts SC-7 Skyvans, 2 Britten-Norman BN-2 Islanders, and 1 Beech King Air 100.
In cooperation with Gulf Air, daily Boeing 737-200 flights link Muscat and Salalah. In 1983-1984, another F.27-600 is acquired, along with two de Havilland Canada DHC-6-300s and a Beech King Air 200. Operations continue apace to six destinations in Oman in 1985 and in 1986 Chairman Al Busaidi also assumes the responsibilities of general manager.
By 1987, the fleet includes the Gulf Air B-737, 2 Twin Otters, and 4 Fokker F.27-600s, the latter operated under charter to Petroleum Development Oman (PDO). The Boeing remains dedicated to eight-times-per-week service between the nation’s largest cities, Muscat and Salalah.
The year’s enplanements total 77,732.
During 1988-1992, airline employment is increased to 1,650 and the fleet is altered to comprise 5 F.27-500s, 1 Cessna Citation II, and 1 Twin Otter. The Cessna is employed on calibration work in several Gulf area countries while the Fokkers and DHC-6 remained devoted to domestic flights, primarily in support of PDO. A British Aerospace BAe-146 is briefly flown, but withdrawn. In July 1990, Riadh bin Abulla Al-Busaidi is replaced as managing director by Self bin Hamood Al-Behlany.
In 1993, Operations Manager Max Paulin oversees a workforce of 1,700 and a fleet that includes 2 Boeing 737-33As chartered from Ansett
Worldwide, Ltd., 1 Twin Otter, 4 F.27-500s, and 2 Cessna 550 Citation IIs. Destinations visited are the Sultanate communities of Khassab, Bu-raim, Fahud, North Samin, Samah, Haima, Thumrait, Rima, Saiwan, Dibaa, Khasah, Masirah, Muscat, Salalah, and Sut. In March, the company is renamed Oman Air.
OMNI AIR EXPRESS: 3303 North Sheridan Road, Hangar 18, Tulsa, Oklahoma 74115, United States; Phone (918) 836-5393; Fax (918) 834-4850; Http://www. omniairintl. com; Code X9; Year Founded 1993. Having flown from Tulsa for a decade as an FAR Part 135 charter carrier, OAE in 1993 is expanded and obtains Part 121 certification. It now offers all-cargo services to regional and international destinations with a two-plane fleet comprising one owned B-727-90C and a leased B-727-21F. The private concern, under the operational direction of Vice President Joe Shriram, does not release its traffic figures.
An operating surplus of $528,000 and a net gain of $238,000 are, however, reported.
In the spring of 1994, two B-727-222Fs and a Learjet 24D are acquired and authority is sought to enter the charter passenger business.
Revenues advance a staggering 253.9% to $9.37 million, while expenses rise 203.8% to $6.44 million. The operating profit is $2.93 million and the net profit is $3.35 million.
Certification is duly received in 1995. Operating income exceeds costs and leaves gains of $2.48 million (operating) and $3.92 million (net).
The fleet is increased in 1996 by the addition of a B-727-90C. Revenues plunge 14.8% to $9.37 million while costs drop 8.1% to $7.83 million. Operating gain slides to $1.54 million and a net $1.75-million profit is reported.
Sanford Burnstein is president in 1997 and the workforce stands at 60. In December, two leased Douglas DC-10-10s, previously operated by American Airlines, are acquired with which to inaugurate charter flights from Minneapolis and Boston to Mexico, Aruba, and several other Caribbean holiday destinations on behalf of Trans Global Tours.
The company does not report its traffic figures to the government, but does note that its revenues have shot up 30.2% to $12.03 million. With expenses of $11.26 million, operating gain falls to $764,000. The net profit drops to $1.13 million.
In February 1998, an agreement is reached with Condor Flugdienst, GmbH. of Germany for the purchase of two DC-10-30s, which will be delivered in November and June 1999, respectively. Charter flights have not begun as of midyear.
While climbing away from Wichita on June 12, a B-727-222F nearly collides with a USAF Rockwell B-1 bomber, which is also departing. The aircraft come within two seconds of disaster; the degree of vertical separation between them is 3,647 ft., with a mere 100-ft. horizontal separation.
The B-727Fs are all sold to Kitty Hawk Air Cargo by month’s end.
Revenues this year ascend 168.4% to $34.69 million, while costs are up 175.7% to $31.48 million. The operating profit surges to $3.21 million, while net gain jumps to $3.73 million.
Authorization is received from the DOD in February 1999 to operate military charters throughout the world with the company’s two DC-10-30s and two DC-10-10s. The carrier’s B-727F fleet continues to operate all-cargo charters and subcharters on behalf of Emery Worldwide, United Parcel Service (UPS), DHL Worldwide Express, and BAX Global.
A third DC-10-30, purchased from Condor Flugdienst, GmbH. in July, is delivered at the end of September. On behalf of MLT Vacations and GWV International, the company, with the beginning of the winter schedule on November 1, stations two DC-10-30s at Minneapolis (MSP) and one at Detroit (DTT) to operate passenger charters to Las Vegas, Honolulu, Cancun, Orlando, and Montego Bay.
Passenger boardings this year total 681,000. Revenues fall 19.1% to $28.08 million, while expenses are down 13.7% to $27.16 million. The operating profit declines to $919,000, while net gain is reduced to $1.63 million.
The workforce at the beginning of 2000 totals 338. A weekly DC-1030 Saturday charter is operated from Detroit (DTT) to Honolulu between February 5 and April 8. In the fall, the DC-10-30 fleet again transports tourists from the upper Midwest to the sun points of Florida, Mexico, Hawaii, Nevada, and the Caribbean.
On November 3, a DOD-chartered Omni DC-10-30 returns the surviving crewmembers of the USS Cole, a victim of terrorism in Yemen several weeks earlier, to their home base at Norfolk, Virgina.
OMNI AIRLINES: United States (1977-1979). Omni Airlines is set up at Las Vegas, Nevada, in 1977 to provide Mooney 20-A scheduled passenger flights to the Grand Canyon and Death Valley; charter services are also available. Operations continue apace until the company goes out of business in 1979.
OMNI AVIACAO E TECNOLOGIA, LDA.: Hangar 1, Aerodromo Municipal de Cascais Tires, Sao Domingos de Rana, 2775, Portugal; Phone 351 (1) 445-8600; Fax 351 (1) 445-8686; Http://www. omni. pt; Code OAV; Year Founded 1988. Omni is established at the Cascais Municipal Airport near Lisbon in 1988 to engage in aerial work and passenger and small group passenger charters.
Over the next decade, bases are also established at Espinho and Santa Comba Dao. Daily operations are launched from these facilities and upwards of 35 other heliports nationwide. Hydroelectric, aeromedical, construction, and fire-fighting missions are also undertaken. Overhaul and maintenance is undertaken by the carrier’s sister company, Aeromec, Lda.
In 1998-1999, Jose M. da Costa is president with Rui de Almeida as operations director. The fleet now includes 2 Bell 206B JetRangers, 3 Bell 206L LongRangers, 1 Bell 205, and 2 Bell 212s. The company also operates three Bell 222s, one each committed to charter, EMS, and rescue. One each Piper PA-31 and Aero Commander 690B fixed-wing aircraft are employed on agricultural and passenger charters.
During the fall of the former year, a contract is signed with the Portuguese government for the operation to two rescue and fire-fighting helicopters from Cascais Airport. One each Bell 212 and Bell 222 are dedicated to the new business.
On March 1, 2000, the carrier is granted two-year certification by the Portuguese government to operate a scheduled service. Two Beech Super King Air 200s are acquired for the purpose and the Aero Commander 690B is retasked to the new product from its previous charter commitment. On August 28, the three aircraft launch daily return service from Lisbon to Vila Real via Braganca.
OMNIFLIGHT AIRWAYS/OMNIFLIGHT HELICOPTERS: 4650 Airport Parkway, Dallas, Texas 75248, United States; Phone (214) 233-6464; Fax (214) 490-1486; Http://www. omniflight. com; Year Founded 1982. Omniflight Group is established by Daniel Parker, CEO of Parker Pen Company, at Baltimore (BWI) in 1982 to oversee the work of several rotary-wing subsidiaries, including Omniflight Helicopter Services’ Omniflight Helicopters and Omniflight Airways. Bases are set up at the Maryland facility, as well as Teterboro, New Jersey, Chicago, Grand Junction, Colorado, Corpus Christi, and Janesville, Wisconsin, where Parker had entered the helicopter business in 1955 and where the company’s technical services division is established. The company undertakes extensive charter and contract services, including EMS flights and oil industry support services.
By 1983, the carrier is providing flights with a fleet of Bell 206L LongRangers and Bell 206B JetRangers. Employing a pair of Bell 222s and a Westland 30-100, the company’s Omniflight Airways contracts with several airlines, including Pan American World Airways (1), to provide shuttle services between New York (JFK and LGA) and Newark (EWR).
On April 1, 1984, Omniflight Airways, under contract to Pan American World Airways (1) and employing two Bell 222s, expands the major’s New York City rotary-wing service by adding flights from Manhattan to the World Trade Center-Battery Park Heliport. The fleet is expanded to include four Bell 222s and a pair of Westland 30-100s. The major’s first-class and Worldpass passengers are able to ride the helicopters for free; however, all others pay a single fare of $77 for all services.
Just after having landed at Loiza, Puerto Rico, on June 27, a Bell 206L LongRanger with a pilot and six passengers, is parking when an unauthorized person walks into the tail rotor and is seriously injured.
Operations continue apace in 1985 and in May 1986 the fleet is revised. Gone as of May 15 are the Bell 222s and one of the original Westland 30-100s, replaced by two Westland 30-100-60s painted in modified Pan American World Airways (1) livery; one of the Westland 30-100s is used for backup.
A Bell 206L LongRanger Medevac, with a pilot, two crew, and a three-month-old patient, crashes at Pollockville, North Carolina, on the night of January 8, 1987; there are no survivors.
The Pan American World Airways (1) contract is not renewed; however, Omniflight Airways takes over the shuttle operation, continuing ferry flights between NYC and JFK International and Newark Airports. Meanwhile, an EMS contract is begun in West Berlin with Messer-schmitt-Boelkow-Blohm (MBB) BO-105Cs.
The service proves so unprofitable that it must be shut down on February 1, 1988, leaving New York Helicopter Corporation as the only NYC-area rotary-wing airline. With 28 helicopters, the company now operates a total of 23 EMS contracts. Late in the year, the company’s largest EMS contract is secured, this one with the University of California at San Diego. In December, two new MBB BO-105s undertake 105 hours per month in Gulf of Mexico services on behalf of Conoco.
In January 1989, four of the company’s MBB BO-105Cs are assigned to undertake the University of California contract from a newly opened base at San Diego. In October, the company’s Gulf Coast operations are sold to Offshore Logistics, Inc., parent of Air Logistics, for $2.6 million. Michael Aslaksen is appointed general manager in December.
Airline employment in 1990 stands at 350. After months of negotiations, Omniflight, in January, is able to buyout Dallas, Texas-based Sil-verStar. The contract adds 190 employees, a repair station, 48 helicopters, and 20 hospital contracts. The Omniflight fleet now includes over 100 rotary - and fixed-wing aircraft, as well as 43 hospital contracts administered from an air-medical division at Addison, Texas.
McDonnell Douglas Helicopter Company executive Robert Buffum is appointed chief operating officer in March. In April, an MBB 105CBS is dispatched to Tompkins County Airport at Ithaca, New York, to service a contract with the Southern Tier Air Rescue consortium of hospitals. Operations continue apace during the remainder of the year and throughout 1991.
Founder/CEO Parker dies at Charleston, South Carolina, on January 28, 1992. He is succeeded as chairman/CEO by his widow JoAnn Slack Parker, with Buffum remaining as chief operating officer. In February, the decision is taken to move corporate headquarters to Addison, Texas, which is completed during the summer and fall.
During the spring of 1993, the maintenance facility at Janesville, Wisconsin, is closed and overhaul services and other activities are consolidated at the new Texas hub. Airline employment falls to 350 and 28 aeromedical contracts are serviced with just under 70 aircraft. William “Bill” Smoot is appointed chief pilot in October.
Operations continue without incident in 1994, until November 4. On that date, a BO-105 EMS helicopter with three aboard crashes while en route to pick up a patient near Tallahassee, Florida (two dead). In December, the company, under contract, provides a Bell 222UT to support Wesley Medical Center in Wichita, Kansas; another is sent to Abilene, Texas, to support the EMS service at Hendrick Medical Center.
Flights continue in 1995. C. Jim Armstrong Jr. is now president/CEO and his rotary-wing fleet exceeds 80 units. Late in the year, $30 million worth of orders are placed with Agusta for three A109Ks, three A109 Powers, and six A119 Koalas. Omniflight is North American launch customer for the latter two types.
During the first quarter of 1996, the company completes a maintenance facility and training program for the new Agusta helicopters that begin to arrive in April.
The company signs its longest deal in February 1997, a 10-year contract with Columbus-based Ohio Medical Transportation. Four Eurocopter BK-117s will be provided for medevac services. Simultaneously, the carrier contracts with the University of North Carolina at Chapel Hill for another BK-117, while yet another BK-117 is dispatched to Seton Health Corporation in Saginaw, Michigan, when that firm renews with Omniflight and replaces its BO-105.
Flights continue in 1998-1999. While taking off on a medevac flight from Neihart, Montana, for Great Falls on November 17 of the latter year, a Bell 206L LongRanger with four aboard collides with a tower and crashes. Although the helicopter is substantially damaged, neither the pilot, medic, nurse, or patient are injured.
The fleet at the beginning of 2000 includes 3 AS350Bs, 23 BK-117s,
5 BO-105s, 1 Eurocopter EC-135, 7 Bell 206L LongRangers, 5 Bell 222s, 1 Bell 230, and 2 fixed-wing Beech Super King Air 200s.
These 47 machines support medical evacuation programs of the following health care systems: Orlando Regional Healthcare System (Air Care Team); St. Mary’s (Michigan) Medical Center (FlightCare); Tallahassee Memorial HealthCare (Life Flight); Methodist Hospital (Indiana)
6 Clarian Health Partners (LifeLine); Life Star of (Addison) North Texas; Averna (South Dakota) McKennan Hospital (Careflight); St. Vincent Hospital (Montana) & Health Center (HELP Flight); Baptist (Jacksonville) Medical Center (Life Flight); Memorial (Savannah, Georgia) Health University Medical Center (LifeStar); Columbia Wesley (Wichita) Medical Center (LifeWATCH); Sioux City Mercy Medical Center (Mercy Air Care); Mayo (Minnesota) Medical Transportation; Medical University of South Carolina (MeduCare); Native American Air Ambulance of Mesa, Arizona; University of Virginia Medical Center (Pegasus Flight Operations); Cook (Fort Worth) Children’s Medical Center (Teddy Bear Transport); Eau Claire Luther Hospital (MayoAir Medical Transport Service); Ohio Medical Transportation (MedFlight); Benefits (Great Falls) Health Care (Mercy Flight); and Sentara Norfolk General Hospital (Nightingale Regional Air Ambulance).
OMSKAVIA AIRLINES: Ulitsa Inzhenemaya 1, Omsk Airport, Omsk, 664103, Russia; Phone 7 (3812) 357 382; Fax 7 (3812) 316 417; Code OMS; Year Founded 1994. Omsk Air is founded at Omsk Airport on February 1, 1994, to provide domestic passenger and cargo services, both scheduled and charter. The joint stock company Corporation Aircompany Omskavia is the parent organization, created when the Omsk State Air Enterprise is divided into an airline company and an airport operating authority. Shareholding is divided between company employees (51%), the state (20%), and private investors (29%).
Yuri S. Romananuik is appointed director general and he recruits a workforce of 878. Revenue flights are inaugurated with 6 Tupolev Tu-154Bs, plus an unspecified number of Antonov An-2s, An -24s, and An -26s, plus Let L-410s. Enplanements total 186,207.
The fleet numbers 51 aircraft in 1995, all Soviet-made. Passenger boardings decline by 5.5% to 281,700, but freight traffic rises 1.4% to 8.55 million FTKs.
Flights continue during 1996-1999 with a fleet that now comprises the 6 Tu-154B/Ms, plus 4 An-24s, 2 An-26s, 9 An-2s, and 4 Mil Mi-2 helicopters.
Despite the economic crisis of the latter year’s summer, Omsk Air actually lowers its prices on September 22 on its route to Moscow, cutting economy-class tickets from 720 rubles to 670.
The workforce totals 743 at the beginning of 2000.
OMTA (ORGANIZACAO MINEIRA DE TRANSPORTES AEREOS, S. A.): Brazil (1946-1952). Formed at Belo Horizonte in January 1946, this air taxi service offers nonscheduled local passenger and cargo flights with a fleet initially comprising four de Havilland DH 89A Dragon Rapides.
Although the operation does not change, services are increased over the next four years and the fleet is altered. The Dragon Rapides are gradually supplemented by 20 V-tail Beech Bonanzas.
In August 1950, officials of TAN (Transportes Aereos National, S. A.) select OMTA as the second acquisition for their new airline consortium, which is also based at Belo Horizonte. OMTA is allowed to continue autonomous operations under its own title for two years.
ONEWORLD ALLIANCE. See AER LINGUS IRISH AIRLINES, LTD.; AMERICAN AIRLINES; AMERICAN EAGLE AIRLINES; BRITISH AIRWAYS, LTD. (2); CANADIAN AIRLINES, LTD.; CATHAY PACIFIC AIRWAYS (PTY.), LTD.; FINNAIR, A/O; IBERIA SPANISH AIRLINES (2): LINEAS AEREAS DE ES-PANSA, S. A.; LANCHILE AIRLINES, S. A.; QANTAS AIRWAYS (PTY.), LTD.
ONEIDA COUNTYAVIATION: United States (1975-1979). This regional begins life as the FBO for Oneida County Airport, located near Utica and Rome, New York. Flight operations are started on September 22, 1975, when two passengers are flown 37 miles from Utica to Syracuse in a company lightplane. After several months of irregular service on that route, OCA begins flights to Newark in a newly acquired Piper PA-31-310 Navajo.
The total number of passengers transported during the first year of charter flights is 381.
As the carrier’s officers sense a need to supplement the declining number of flights provided by Allegheny Airlines out of Utica and Rome, OCA expands further in 1976, adding routes to Boston, Buffalo, and Albany. Meanwhile, three more aircraft, including a Navajo Chieftain, are acquired.
In 1977, the company accepts the first of five ordered Fairchild-Swearingen Metro IIs, which places it in an excellent competitive position when the floodgates are opened by the Airline Deregulation Act of 1978.
During the next two years, additional Metros are purchased and service is launched to Washington, D. C. and New York City. A Metroliner nearly collides with an American Airlines B-727-223 over New York (JFK) on April 8, 1979. In September, the company changes its name to Empire Airlines, reflecting its New York base.
ONEWORLD. See AMERICAN AIRLINES; BRITISH AIRWAYS, LTD. (2); CANADIAN AIRLINES, LTD; CATHAY PACIFIC AIRWAYS (PTY.), LTD.; FINNAIR O/Y; IBERIASPANISH AIRLINES (2): LINEAS AEREAS DE ESPANA, S. A.; QANTAS AIRWAYS (PTY.), LTD.
ONG AIRLINES: United States (1967-1968). Officials of Ong Aircraft Corporation, based at Kansas City, Missouri, establish a scheduled air taxi division during the late spring of 1967 to provide frequencies to St. Louis and Chicago, with intermediate stops at smaller Illinois communities. Employing a Cessna 402, daily roundtrips are initiated in July and are maintained for a year.
ONTARIO CENTRALAIRLINES, LTD.: Canada (1947-1987). Set
Up at Gimli, Manitoba, in 1947, this carrier inaugurates charter, followed by scheduled, services to such provincial destinations as Kenora, Red Lake, and Ball Lake. Air ambulance, charter, and agricultural application services are also initiated. Only small aircraft, including de Havil-land Canada DHC-2 Beavers and DHC-3 Otters, are flown until 1969, when the company acquires its first Douglas DC-3.
A second Douglas transport is purchased in 1976. In 1979, Ontario Central is taken over by Austin Airways, Ltd. The new subsidiary is operated as a charter affiliate.
On February 15, 1983, a chartered DC-3 with three crew and one passenger loses engine power over an undisclosed snowy location in Manitoba and makes an emergency landing; there are no fatalities.
By 1985, the fleet comprises 4 DC-3s, 2 Cessna 185s, 1 DHC-2, 1 DHC-3, 1 Beech 18, and several Cessna 180s. Operations cease in 1987 when Austin is merged into Air Ontario, Inc.
ONTARIO EXPRESS, LTD.: Canada (1987-1992). When Air Canada, Ltd. purchases Air Ontario, Inc. in late 1986, Canadian Airlines International, Ltd. loses its Ontario commuter partner. To redress that change and to provide feed from Ontario markets unable to support Boeing 737 service, the major’s parent, PWA, Inc., establishes a new third-level entrant at Toronto in spring 1987. Christened Ontario Express, Ltd., its shareholding is divided between the holding company (45%), company employees (10%), and the public (45%). Ronald L. Patmore is appointed president and a fleet is assembled in May and June comprising 5 British Aerospace BAe Jetstream 31s.
“Canadian Partner” revenue services are inaugurated on July 15 linking the company base with Ottawa, London, Sarnia, and Windsor. Another Jetstream is received in August and four in December, allowing the initiation of flights to Kingston, Sault Ste. Marine, Thunder Bay, and Sudbury.
Another Jetstream 31 is delivered in February 1988, followed by another pair in March. Also in February, orders are placed for six Avions de Transport Regional ATR42-300s, while flights commence from Sudbury and Windsor to Toronto. Toronto to Pittsburgh replacement service is started on behalf of the parent on April 3.
New service is offered from Thunder Bay to Dryden and Winnipeg beginning in June, the same month in which the first two ATR42-300s are delivered. After workup, the Franco-Italian turboprops are placed into service from Toronto to Pittsburgh, Sault Ste. Marine, and Windsor. A 14th Jetstream 31 is delivered in August and is dedicated to training. In late fall, the Winnipeg-Brandon route of Calm Air, Ltd. is acquired while another ATR42-300 is delivered in December.
Enplanements for the year total 252,350 and revenues are C$34.63 million.
The workforce is increased by 54.6% in 1989 to 450 and the fleet now includes 3 ATR42-300s and 14 Jetstream 31s. Orders are outstanding for 2 ATR42-300s, 2 ATR72-200s, and 9 Embraer EMB-120 Brasilias. A fourth ATR42-300 arrives in February and is employed, beginning in March, to open frequencies from Hamilton to Ottawa and Montreal and from Toronto to Timmins.
Frontier Air, Ltd., based in northern Ontario, is, through the purchase of its Rog-Air, Ltd. parent, taken over in March and merged. Flights from Markham’s Buttonville Airport to Ottawa and Montreal commence in September as a joint venture in cooperation with Air Atlantic, Ltd. A fifth ATR42-300 arrives at year’s end.
Passenger boardings skyrocket 51% to 515,000 and freight is up by the very same percentage to 52.79 million FTKs. Revenues climb 64% to C$45.5 million.
The payroll is cut 0.3% in 1990 to 545 and the fleet now includes 5 ATR42-300s, 14 Jetstream 31s, 5 Beech 1900s, and 3 Brasilias. Flights commence to Washington, D. C. (DCA) and Newark from Hamilton and from Toronto Island Airport to Ottawa and Montreal.
Customer bookings swell 16.2% to 556,546 and revenues advance 32.4% to $C65 million.
The fleet is altered in 1991 by the deletion of the Beech 1900s and the addition of one ATR42-300 and four Brasilias. Air Toronto, Ltd. is taken over in April and in August, the company begins flying the former regional’s services to the U. S. destinations of Allentown, Columbus, Dayton, Grand Rapids, Harrisburg, Indianapolis, Kalamazoo, and Louisville.
Despite this expansion, passenger boardings are impacted by the recession and drop 6.8% to 518,701.
World History
