UNIVERSAL AIRLINE COMPANY: United States (1966-1972). Zantop Air Transport becomes a wholly owned subsidiary of the Detroit-based Universal Airline Company on September 21,1966. UAC itself is a subsidiary of Universal Consolidated Industries.
A week later, under the new name of Universal Airlines, the carrier receives CAB authority to provide charter passenger and freight service into Canada and Mexico.
Revenues for the year are $35,013,761. An operating profit of $15,858,058 is turned in along with a net profit of $982,664.
The workforce in 1967 totals 1,537. In October, former Central Airlines President M. Lamar Muse becomes president/CEO. The fleet grows to include 6 Armstrong-Whitworth AW-650 Argosy freighters, 19 DC-7Fs, 6 DC-6As, and 34 Curtiss C-46As. Orders are placed or outstanding for 2 DC-8-61CFs and 4 DC-9-30CFs, while 2 Lockheed L-188A Electras are acquired from PSA (Pacific Southwest Airlines) for conversion into L-188AF freighters.
A total of 149.09 million freight ton-miles are flown. Revenues climb 5% to $36.7 million. Net earnings fall to $266,819.
Airline employment declines to 1,500 in 1968. Early in the first quarter, the company purchases all 11 L-188Cs put up for sale by KLM (Royal Dutch Airlines, N. V.); the first, converted into an L-188CF, is delivered on March 14.
Two DC-8-61CFs also join the fleet during the year and Universal becomes a public corporation. As greater emphasis is placed on turbojets and turboprops, the Commando fleet is reduced, with many sold to the new Span East Airlines.
While landing at Philadelphia during a storm on July 2, a DC-7F with two crew suffers an undercarriage failure and crashes; although no injuries are reported, the aircraft must be written off.
About to complete a military contract, a DC-7B with no passengers crashes and burns during its final approach to Cherry Point Marine Air Station on September 27, killing its three crew members.
A total of 26,816 passengers are flown on the year.
Hubbing out of Detroit (YIP), the carrier now offers cargo flights based on an “either/or” tariff (either use the space contracted for or pay for it anyway), a policy that does not immediately help to increase the number of freight ton-miles flown. In fact, these actually decline this year to 147.58 million; revenues are $45,827,091. Profits rise, both operating ($6,051,063) and net ($2,901,339).
In 1969, the fleet includes 2 DC-8-61CFs, 1 DC-8-55F, 12 L-188AElec-tras, 8 Argosys, 6 DC-7BFs, 5 DC-6As, and 10 C-46s. The last L-188CF from KLM (Royal Dutch Airlines, N. V.) arrives on February 2.
The Commandos and DC-6As are sold to Span East Airlines as four DC-9-30CFs are also delivered during the spring.
Unable to agree with his board’s desire to purchase Boeing 747F freighters, Muse is forced out and his contract is terminated. Income is $46,134,376; however, losses are suffered: $2,354,276 (operating) and $3,174,481 (net).
Still specializing in the delivery of auto parts, Universal purchases American Flyers Airline on June 4, 1970. A total of 202,344 charter passengers are carried while freight ton-miles operated advance to 36.4 million. The fleet now includes 12 Electras and 4 DC-8-61CFs.
Flight 9524, the former KLM (Royal Dutch Airlines, N. V.) L-188CF Electra Saturnus with three crew, fails its takeoff from Ogden-Hill AFB, Utah, on an August 24 Logair service, crashes into the runway, and slides 2,600 ft. to a stop; there are no fatalities.
Revenues increase slightly to $47,555,232. Although a $1,257,989 operating profit is realized, the net is again off by $297,471.
Service continues without incident in 1971 as the company works to integrate its new acquisition.
While landing at Hill AFB, Utah, on March 19, 1972, the former KLM (Royal Dutch Airlines, N. V.) L-188CF Mercurius with three crew experiences propeller problems; after the plane is on the ground, the propeller separates from the turboprop and punctures a fuel tank. The crew is able to evacuate before the Electra is burned out.
Costs, led by fuel price increases, prohibit the carrier from earning sufficient revenues to sustain the new merger and on May 4, Universal declares bankruptcy and shuts its doors. Its USAF contract, together with the ex-KLM Electras, will be taken over by Saturn Airways.
UNIVERSAL AIRLINES (1): United States (1946-1947). Universal Airlines is formed at New York in 1946 to operate an nonscheduled deep discount service to Miami and San Juan. Seven former Pan
American Airways (PAA) Boeing 314 flying boats, the Pacific Clipper, Atlantic Clipper, Dixie Clipper, American Clipper, California Clipper, Capetown Clipper, and Anzac Clipper, are purchased from the U. S. War Assets Administration at San Diego, California. The ships are hardly in hand when the first named is severely damaged in a storm; it is salvaged for parts.
Unable to obtain sufficient financial return, the charter operator goes broke in the spring of 1947; unpaid for, the Boeings are returned to San Diego in poor condition. They will be sold to another nonscheduled airline, American International Airways.
UNIVERSAL AIRLINES (2): United States (1990-1992). A subsidiary of Dallas-based WAA Leasing, Universal is established in 1990 to offer cargo charter and contract service flights in Alaska with a Cessna 411 and a Piper PA-31 Navajo.
A total of 182,500 FTKs are operated on the year.
Although the fleet is altered in 1991 to include 6 Douglas DC-6As, the 40-employee carrier, unable to attract business in time of recession, suffers a major traffic decline.
Cargo traffic plunges by 61.6% to 70,080 FTKs.
At the beginning of 1992, Universal serves 10 communities from Anchorage with cargo flights and transports passengers from Bethel. The insurance company AIG Aviation informs the DOT that liability insurance coverage for the airline will be cancelled on March 25, but will be reinstated two days later. In the interim, the government requires the carrier to shut down. Under DOT rules, the company cannot fly again for at least 45 days unless an exemption is granted. No exemption is sought.
Over the next few weeks, the government evaluates the airline’s financial soundness. No report is finished because, on the evening of April 3, WAA Leasing notifies the DOT that it will close permanently as of 12:01 a. m. April 4. Its last action is to take down the sign outside at Anchorage and disconnect the telephone.
World History
