WILKENAIR, LTD.: Kenya (1963-1987). Wilkenair, Ltd. is established at Nairobi’s Wilson Airport in November 1963 to provide charter flights for tourists seeking to visit the country’s wild game parks. Under the direction of A. Mayer, revenue flights commence with a single Piper PA-23 Aztec.
Over the next four years, the fleet is increased with a variety of small aircraft, mostly Pipers for which the company is a local dealer. The largest is a PA-31-310 Navajo added in 1967.
Three years later, in 1970, a scheduled twice-weekly roundtrip service is inaugurated from Mombasa to Mahe via Astove Island and Diego Suarez.
Commuter and charter operations are maintained until September 6, 1971, when the company ceases trading.
Employing the dormant authority, new owners resurrect the carrier in 1986 as Air Kenya Aviation, Ltd. This new entity is merged with Sun-bird Airlines, Ltd. in November 1987 to form Air Kenya Aviation, Ltd.
WILLIAM DEMPSTER, LTD.: United Kingdom (1948-1953). With a base at Blackbushe Airport, William Dempster forms his carrier in October 1948; Ciro Aviation, Ltd.’s de Havilland DH 89A is obtained in November and employed to launch ad hoc charter operations. A second Dragon Rapide is acquired in January 1949 and during the year the two small aircraft fly a variety of short haul passenger and cargo charters in England and to the Continent.
On April 1, 1950, the company takes delivery of two ex-British South American Airways, Ltd. Avro Tudor 5s. One of these makes a proving flight to Johannesburg on April 6. The success of this flight brings a close operating relationship with the South African charter company Pan African Air Charter, Ltd. (PAAC).
During 1950-1951, Dempster flies its Tudors to South Africa on behalf of PAAC, often encountering difficulties with the British government concerning various charges of impropriety, mostly involving low fares. Both Dragon Rapides are sold during the summer of 1950.
The Avro 689 Tudor 5 President Kruger with seven passengers is destroyed in a hard landing at Bovington on October 26, 1951; although the aircraft must be written off, there are no fatalities.
Although the South African charters continue, the company in 1952 increasingly concentrates on long-haul ad hoc charters to various destinations in North Africa and the Middle East. Another DC-3 is acquired in August. Airline employment at year’s end stands at 53. During the spring and summer of 1953, the Tudor is tasked to long-haul charters, including the transfer of a shipment of specialized lamps to Nairobi in April, while the DC-3 flies short - and medium-haul services to the Continent and to the Channel Islands.
Having lost considerable money in its legal battles over the South African arrangement and now making too little to remain in the black, William Dempster ceases flying at the end of the year, selling its DC-3 to Dan-Air/Dan-Air Services, Ltd. in 1954.
WILLIAMS AIR: United States (1981-1984). Donald E. Williams Jr. founds this third-level carrier named for himself at Medford Lakes, New Jersey, in 1981. Employing Beech 99s and Britten-Norman BN-2 Islanders, Williams provides scheduled passenger services between Philadelphia and Pittsburgh.
The recession and start-up costs conspire against corporate income and the carrier ceases flying in 1984.
WILL’S AIR: United States (1982-1986). William R. Welch, president of Nantucket Aviation, establishes Will’s Air, “The Little Airline with the Big Heart,” at Nantucket Memorial Airport in 1982 to offer scheduled daily roundtrip passenger and cargo commuter flights to Boston and Hyannis. Employing 2 Piper PA-31-310 Navajos and 2 Piper PA-28 Aztecs, the carrier transports 53,159 passengers in 1983, the first full year of operation.
Although traffic figures are not released in 1984, the carrier does reequip itself with 5 Britten-Norman BN-2A Trislanders. These are employed to transport a total of 71,000 passengers in 1985. Although these enplanements represent a traffic improvement, the cost of expansion proves too high.
After merger discussions with Gull Air fail, the cash-poor company closes its doors in January 1986.
WILMINGTON-CATALINAAIRLINE: United States (1931-1940). When the Western Air Express contract to serve Santa Catalina Island from Los Angeles expires in May 1931, it is not renewed. Instead, Philip
K. Wrigley, the chewing gum magnate and Chicago Cubs owner, purchases the route and ex-WAE Loening C-2H Air Yachts and establishes a new company, Wilmington-Catalina Airline, to fly the title route. Service is started on June 6. Two Douglas Dolphin amphibians replace the Loening Air Yachts on the 27-mile route in October and the older aircraft are assigned to sight-seeing flights.
While lifting off the water west of Avalon on November 2, 1933, one of the Dolphins turns crashes into the water (three dead).
The route is maintained throughout the 1930s (it is not impacted by the 1934 “Air Mail Scandal” controversy), eventually receiving a CAB certificate on October 13, 1939.
Meanwhile, on July 30, 1938, the company purchases its first land-plane, a Boeing 247D from Western Air Express Corporation. Having employed the marketing title Catalina Air Transport since mid-decade and now preparing to fly landplanes to a new Avalon airfield, the company is officially renamed Catalina Air Transport in August 1940.
WILSON AIRWAYS, LTD.: Kenya (1929-1940). In order to review her late, expatriate husband’s British business interests, so the story goes, Mrs. Florence Kerr Wilson in late January contracts with pilots Thomas Campbell-Black and Archie W. Watkins to fly her to England. Employing the Fokker Model 8 Universal Miss Africa owned by the flyers’ Kenya Aircraft Company, Ltd., the group departs for England on February 6, 1929.
During the trip up, Mrs. Wilson convinces the two men to join her in plans to set up an airline when they get home. All realize the need to provide reliable air services to remote areas of both Kenya and Tanganyika. While in the U. K., the trio visits the de Havilland plant and makes arrangements to purchase a DH 60G Gypsy Moth.
Wilson Airways is officially established at Nairobi on July 13, with Mrs. Wilson as chairman, C. W. F. Wood as general manager, and Campbell-Black as chief pilot with Watkins as his No. 2. At the same time, Kenya Aircraft Company, Ltd. is disbanded. By this time, the Gypsy Moth has arrived and is christened Knight of the Mist.
Revenue charters to several nearby bush locations commence from a sheep field at Dugoretti Corner, Nairobi, and the fleet is increased with the addition of two more Gypsy Moths and two Avro Vs, one of which is named Knight of the Grail. In August, return flights are started from Nairobi to Dar es Salaam via Mombasa, Tanga, and Zanzibar.
Pilot M. C. P. Mostert joins the company during the first quarter of 1930. Between April 29 and May 5, Mrs. Wilson, flown by Capt.
Mostert in a Gypsy Moth, undertakes a route proving flight between Johannesburg and Nairobi, stopping en route at Messina, Bulawayo, Livingstone, Broken Hill, Ndola, Abercorn, Tabora, and Arusha. Flight operations are started by Capts. Campbell-Black and Watkins to bush destinations during the summer as two DH 80A Puss Moths arrive. One of the Avros is returned on October 7.
Beginning on February 24, 1931, Mrs. Wilson and Capt. Mostert conduct a route survey flight from Zanzibar to Dakar via Nairobi, Entebbe, Stanleyville, Bangui, Fort Lamy, Kano, Gao, and Bathurst. From Dakar, the pair head north via St. Louis, Fort Etienne, Villa Cisneros, Cape Juby, Las Palmas, Agadir, Casablanca, Tangiers, Seville, Madrid, Biarritz, Bordeaux, and Paris to London (Croydon Airport). The entire flight is made in 80 hrs. 40 min.
On July 4, the southbound Imperial Airways, Ltd. African flight makes a forced landing at Kibanga Port, some 15 mi. N of Entebbe. The mail recovered from the aircraft is taken by road to Kisumu and the next day is flown by Wilson Airways to Nairobi.
Weekly DH 80A Puss Moth Nairobi-Kisumu scheduled services are started by Capts. Campbell-Black and Mostert on July 8, thereby officially providing a feeder connection for the trans-Africa route of Imperial Airways, Ltd. An extra fee of 20c. is charged for letters flown by Wilson on this service. Return flights from Kisumu to Nairobi commence on July 12.
The colonial government of Tanganyika establishes its own feeder service in October. The premier mail flight is made from Dar es Salaam to Mombasa on October 21 via Zanzibar and Tanga. The post is transported by train from Mombasa to Nairobi, where it is picked up by Wilson Airways and flown to Kisumu. The first southbound multistop flight from Mombasa to Dar es Salaam is undertaken on October 22.
Nairobi-Dar es Salaam Puss Moth flights via Mombasa, Tanga, and Zanzibar, are started by Wilson Airways on August 18, 1932. These replace the experimental charters previously operated between Dar es Salaam and Mombasa by the colonial government of Tanganyika. The first service carries letters from Great Britain dated August 10. The first northbound flight from Dar es Salaam takes off on August 20. One of the Gypsy Moths is lost in a crash landing on October 16 under unknown circumstances.
A new DH 84 Dragon is acquired during the first quarter of 1933. In July, A. N. Francombe is sent to Dar es Salaam to open a branch office. Several pilots are hired to fly the Gypsy Moth and two Puss Moths dispatched with him. The new Dragon is lost in a Mombasa crash landing on December 8; no fatalities are reported.
In early 1934, Imperial Airways, Ltd. takes a financial interest in the company and supplies it with a replacement DH 84 Dragon. At this point, Capt. Mostert becomes general manager. One of the Puss Moths is sold and the new Imperial-supplied de Havilland is employed, on October 2, to initiate an extension on the Dar es Salaam route to Mafia. By the end of the year, Wilson’s fleet includes 4 DH 85s, 3 DH 80s, 2 DH 84s, and 1 each DH 60 and DH 87.
Kisumu to Nairobi service via Kakamega, Eldoret, and Njoro begins on January 14, 1935. This route is replaced by two new weekly frequencies beginning on April 13: Kakamega to Watende and Nairobi to Nungwe via Lolgorien, Watende, Kitere, Kisumu, Musoma, and Mwanza.
The weekly service from Nairobi to Mafia is extended to Kilwa and Lindi on January 1, 1936. During the year, a branch office is set up at Kololo Hill, near Kampala.
A Dragon is lost on April 14, 1937 under unknown circumstances.
Following introduction of the Empire Air Mail Programme in June, Wilson Airways is given a feeder route. Beginning on July 1, the company flies all-up mail on its Kisumu to Nairobi route, connecting with Imperial Airways, Ltd. at Kisumu.
On July 3, a feeder service is also started between Nyeri and Kitale via Nakuru. Another route undertaken to connect with the British state carrier at Kisumu is begun on July 7: Kisumu to Lusaka via Nairobi, Moshi, Dodoma, Mbeya, Mpika, and Broken Hill. Dar Es Salaam to Dodoma flights via Morogoro are initiated on October 28.
Mrs. Wilson’s company undertakes merger discussions with Rhodesian and Nyasaland Airways, Ltd. in 1938, but the talks are unsuccessful. Meanwhile, the fleet is reconfigured to include 1 DH 60, 2 DH 80s, 1 DH 84, 1 DH 85, 4 DH 89As, 1 DH 90, 2 Percival P.10 Vega Gulls, and 1 Klemm L.25A.
The only Leopard Moth is lost in a crash landing at Iringa on January 25, 1939 under unknown circumstances. On the outbreak of war in September, the carrier ceases many services, including its weekly Nairobi-Moshi-Mombasa flights on May 9, 1940. In September, the company is liquidated and its assets are acquired by the RAF.
Nairobi West Airport, which the company had set up in 1930, is renamed Wilson Airport in impressive ceremonies in 1958. Mrs. Wilson, who lives to witness the event, dies in 1966.
WINAIR: United States (1997-1999). The U. S. Winair is established by Richard Winwood at Salt Lake City in August 1997 to offer passenger charters throughout the U. S., Canada, Mexico, and Central America. Certification is received from the DOT in December.
Two Boeing trijets are leased—B-727-2Y5A is painted blue and white and a B-727-236 sports white, red, and black.
Upon receipt of FAA authority in early January 1998, the company undertakes its first charter, to the NFL Super Bowl, on January 25.
In March, bankrupt Sun Jet International Airlines files a reorganization plan. By mid-April, President/CEO Kent Elsbree’s Sun Jet International Sales, via its subcontracts, offers daily flights from Orlando and Tampa/St. Petersburg to Newark and twice-daily roundtrips to Newark from Fort Lauderdale. These flights are operated by TransMeridian Airlines, Sun Pacific International Airlines, and the start-up Winair.
Summer scheduled revenue flights commence from Long Beach in May with a third leased “Baby Boeing” requested for delivery in July. In addition to the B-737-236, another B-737-2Y5A will also be received. Destinations visited include Las Vegas, Oakland, Sacramento, Salt Lake City, and Seattle.
On June 20, twice-daily (except Tuesday) roundtrips are started by Sun Jet International Sales from Fort Lauderdale to New York (JFK), along with daily return flights between Fort Lauderdale and Long Island MacArthur Airport at Islip, New York. Daily (except Tuesdays) roundtrips simultaneously commence from Islip to Orlando. These flights are performed by Sun Pacific International Airlines, TransMeridian Airlines, and Winair.
For the third consecutive year (Winair’s first year of participation), the popular New York-Myrtle Beach air service operated by Sun Jet International Sales as “Myrtle Beach Jet Express” gives away one free golf play for every ticket purchased. Each passenger receives two rounds of championship golf at a choice of five courses from September 9 through February 28. Courses participating in this year’s promotion are Angels Trace, Deer Track, Raccoon Run, Toski Links, and Wicked Stick.
In late August, the company begins a new contract, flying the Brigham Young University football team to all of its away games.
Special deep-discount, introductory, one-way Winair fares (as low as $29 between Long Beach and Las Vegas) are offered on the carrier’s own routes beginning on November 2. Two leased B-737-3U3s enter service on the West Coast in December. They are joined in the East by two B-747-4Q8s subchartered from the Turkish charter operator Pegasus Airlines, A. O.
A total of 203,000 passengers are flown during the year and revenues of $4.93 million are generated. Unhappily, expenses are $6.07 million, leaving a $1.13-million operating loss. On a brighter note, a $1.15-million net gain is celebrated.
Travel industry leader Lawrence Gelwix becomes chairman/CEO in January 1999, freeing owner Winwood to honor other commitments.
A new nonstop service is inaugurated by Sun Jet International Sales on March 4, from West Palm Beach and Orlando to Newark. The flight brings the total number of daily flights from Florida to New York to seven, including six daily (except Tuesday) roundtrips simultaneously reinstated from Fort Lauderdale to New York (JFK) and Islip. Once more, the actual service is provided by aircraft operated by Sun Pacific International Airlines, Transmeridian Airlines, or Winair.
By the first quarter, Sun Jet International Sales has flown over 1,000,000 passengers on its “Myrtle Beach Jet Express.” A second daily roundtrip “Myrtle Beach Jet Express” service is inaugurated on March 4. The B-737-3U3s depart late in the month.
Winair operates its portion of the Sun Jet schedule with the B-737-4Q8s from Turkey. These two aircraft are returned in April.
On May 13, the company introduces a unique “Dime-a-Mile” promotion, based upon statute miles from its Long Beach hub. Fares are computed as $23 to Las Vegas (230 mi. x.10); $31 to Oakland (310 mi. x.10); $34 to Sacramento (340 mi. x.10); and $54 to Salt Lake City (540 mi. x.10).
The next day, Christopher Kunze, Long Beach Airport manager, reveals that 188,000 passengers have flown in and out of his facility on Winair flights since November.
On May 17, the company becomes a marketing affiliate of the Long Beach Area Convention & Visitors Bureau. Henceforth, the booster agency will display the Winair logo in its advertisements and the airline will place Long Beach brochures in the seat-back pockets of its aircraft.
Following the June collapse of Sun Jet International Sales, Winair, which has lost $15 million since November, is forced to shut its doors on July 8. The B-737-2Y5As and B-737-236s are redeployed to Frontier Airlines (2) by their lessor.
WINAIR, N. V. See WIA (WINDWARD ISLANDS AIRWAYS INTERNATIONAL, N. V.)
WIND RIVER AIR SERVICES. See ARCTIC CIRCLE AIR SERVICE
WINDHAM AVIATION: Airport Road, Willimantic, Connecticut 06226, United States; Phone (860) 456-4156; Fax (860) 456-2540; Year Founded 1974. Originally established in 1974 as the FBO at Hartford-Brainard Airport, over the next quarter century Windham also undertakes a variety of executive and small group passenger charters throughout the northeastern U. S. The company in 1998-2000 flies 1 each Beech Super King Air 200 and King Air 100.
WINDROSE AIR FLUGCHARTER, GmbH.: Flughafen Tempel-hof, GAT, Berlin, D-12101, Germany; Phone 49 (30) 6951 2400; Fax 49 (30) 6951 2404; Year Founded 1991. As soon as the opportunity to operate from Berlin’s Tempelhof Airport is available in 1990-1991, Thomas Stillman elects to begin a nonscheduled air taxi and air ambulance from the formerly divided city. Six pilots are hired and revenue flights begin with 1 Cessna 500 Citation I, 1 C-550 Citation II, and 2 C-441 Conquest Ils.
WING AIRWAYS (PTY.), LTD.: South Africa (1978-1983). Organized at Krugersdorp’s Lanseria Airport, Wing Airways begins scheduled passenger services in 1978 to destinations in the Cape and Transvaal provinces in support of the mining industry. Graeme Conlyn is chairman and Beech King Air 100s and Super King Air 200s are employed to link cities along a route from Lanseria to Kuruman and Aggeneys, and Lanseria to Ulco, Lime Acres, and Postmasburg.
National Airways Corporation, a subsidiary of the Lonhro Group, acquires control of the company in February 1983 and the name is changed to National Airlines (Pty.), Ltd.
WINGED CARGO AIRLINES: United States (1946). Winged Cargo is perhaps the most unique of the many nonscheduled freight operations to spring up in the U. S. after World War II.
Established at Philadelphia during the first quarter of 1946, the company acquires one each Douglas DC-3 and war surplus WACO CG-4A glider. These are employed, beginning on April 24, to inaugurate the world’s first—and only-commercial freight glider service.
The operation proves just a bit too unique and, after only a few trips from the Philadelphia to Miami and beyond to Havana and San Juan, traffic is too light to sustain.
WINGS AIRWAYS (1): United States (1976-1977). Wings Airways (1) is set up at Cincinnati by 24-year-old former Eastern Air Lines passenger service agent Pat Sowers and Charles Fugazzi, in the spring of 1976. Employing a single Piper PA-31-310 Navajo, the two inaugurate daily scheduled roundtrips on May 17 to Cleveland via Gainesville. Flights to Evansville, Indiana, are also offered. Unable to find sufficient capital to maintain operations, the company faces bankruptcy at year’s end.
In February 1977, the tiny airline is purchased by Raymond and David Mueller, who reform it into Comair. In 1988, Sowers will found Enterprise Airlines, a corporate commuter.
WINGS AIRWAYS (2): United States (1976-1991). Pennsylvania Aviation, the FBO at Wings Field in Blue Bell, Pennsylvania, which already operates the air taxi service Wings Charter Services, establishes a scheduled airline division in late 1976. The initial fleet comprises 2 Britten-Norman BN-2 Islanders. Revenue flights are inaugurated in February 1977, linking the company’s base with North Philadelphia Airport.
In 1978, this small regional’s first full year, 18,173 passengers are transported by 2 Britten-Norman BN-2 Islanders. Passenger boardings jump 40.3% in 1979 to 25,000.
By 1980, traffic has increased by 35% to 34,416 passengers flown and 3 more Islanders are acquired.
Service is initiated in 1981 from Philadelphia to Dover, Delaware, and Millville new Jersey. Passenger boardings for the privately owned carrier jump 60.2% to 55,130.
The workforce is increased by 24.7% in 1982 to 121. Three BN-3 Trislanders are added to the fleet and twice-daily frequencies are started from Bellville to New York (JFK). Bookings climb by 36.7% to 76,194.
Frank McKeon becomes general manager in January 1983 and the company is forced to undertake major retrenchments as the result of recession and fiscal difficulties caused by expansion. The route system is cut back to a single route between North Philadelphia and Blue Bell and the workforce is reduced 32.8% to 84.
Enplanements for the year increase a slight 1.4% to 77,236.
In 1984, President Warren C. Meyers appoints James B. Vincenzo general manager. Operations continue apace and in 1985 enplanements reach 93,726. The fleet in 1986 includes 3 Islanders, 2 Trislanders, and 1 de Havilland Canada DHC-6-300 Twin Otter. Passenger boardings drop 5.2% to 88,834.
Fred Berkobin is president in 1987 with Joseph Woosley as general manager. The fleet now comprises 3 Islanders, 2 Trislanders, and 1 Twin Otter. Customer bookings fall again, dropping by 21.1% to 70,055.
James Vincenzo becomes president in 1988. Service is started to Washington, D. C. (IAD) and Cape May.
The new routes revitalize traffic totals as passenger boardings leap upward by 16.5% to 81,637.
The 110-employee regional has a rough 1989, as customer bookings decline 19.2% to 65,940.
Eight employees are laid off in 1990 and the fleet remains unchanged. Passenger boardings plunge to just 42,000. In light of deepening financial difficulties caused by war and recession, officials of the longtime Blue Bell-Philadelphia shuttle announce in April 1991 that scheduled flight operations will cease on June 14. Thereafter, charter operations continue.
WINGS ALLIANCE. See AIR EUROPA, S. A., ALITALIA, S. p.A.; CONTINENTAL AIRLINES; KLM (ROYAL DUTCH AIRLINES, N. V.); NORTHWEST AIRLINES
WINGS CHARTER SERVICES: Wings Field, 1501 Narcissa Road, Wings Field, Blue Bell, Pennsylvania 19422, United States; Phone (215) 646-1800; Fax (215) 628-3594; Year Founded 1972. WCS is the nonscheduled division of Pennsylvania Aviation, the FBO established at Wings Field in 1972. Lightplane executive and small group charters commence to local destinations; they will continue even after the establishment of the concern’s scheduled airline division, Wings Airways (2), in 1976.
In 1990 the company employs 4 pilots dedicated to charter operations and flies 1 each Beech Super King Air 200, Beech 58 Baron, and Piper PA-31-350 Navajo Chieftain.
In 2000, President James Vincenzo’s fleet includes 1 each Piper PA-31-310 Navajo, Beech King Air 90, and Beech 58 Baron. The latter aircraft is shared with Wings Charter Services.
WINGS EXPRESS. See AMERIFLIGHT
WINGS OF ALASKA: 8421 Livingston Way, Juneau, Alaska 99801, United States; Phone (907) 789-9863; Fax (907) 789-2021; http:// Www. alaskaone. com/wingsofak; Code K5; Year Founded 1982. In June 1982, President Tom Horne’s Southeast Skyways is purchased by Jim Shanks and Jim Lindsey. It is given the same name, perhaps inadvertently, as the famous clandestine CIA airline of southeast Asia, Air America.
The company is acquired by Bob Jacobsen, Juneau’s Fire Chief Michael Fenster, and Drew Haag on November 1 and is renamed on February 22, 1983 as Alaska Juneau Aeronautics doing business as Wings of Alaska. Shareholding is divided between the three founders, plus Jacobsen’s mother, Jerry, his sisters Karen Hansen and Kathy Elmore, Jim and John Jacobsen, and John Lucas, the state’s Director of Audit and Management Services, who also provides fiscal advice.
Employing a fleet of 4 Cessna 207As and 6 Cessna 206s, the carrier inaugurates scheduled third-level passenger and cargo flights linking its Juneau base with Excursion Inlet, Gustavus, Haines, Hoonah, Kake, Petersburg, Angoon, Tenakee, and Skagway. As in its earlier years, the company undertakes charter and contract services to a variety of destinations in southeastern Alaska.
Operations continue apace in 1984-1989. The latter year is particularly successful, with passenger loads increasing nearly 30%, although much of the traffic comes about as the result of the FAA’s closure of three competitors.
By 1990, President Jacobsen and Vice President-Operations Russell Schaub oversee a workforce of 25 in Alaska’s fastest-growing commuter airline. The fleet now comprises 5 Cessna 206s, 5 Cessna 207As, and 2 de Havilland Canada DHC-2 Beavers.
Passenger boardings increase by 8.9% to 47,159 and revenues advance 8.3% to $3.9 million.
The workforce is increased 11.7% in 1991 to 67 as 3 additional Beavers and 1 Cessna 207A are added. Customer bookings slide to 25,532 and a total of 998,555 pounds of mail are flown.
A Cessna 206 is withdrawn in 1992 and following his retirement from state government, John Lucas joins the company full-time. Enplane-ments advance 7% to 27,237. In 1993, they decline 7% to 25,433.
Passenger boardings continue to slide in 1994, dropping 5.2% to 18,920. Revenues also decline, to $4.5 million. The workforce is increased a dramatic 56.9% in 1995 to 80 and the fleet now includes 5 Cessna 207As, 4 Cessna 206s, 6 Beavers, and 5 Otters. Still, enplane-ments fall 6% to 23,982.
There are no changes in either the employee population or fleet during 1996. Passenger boardings accelerate 4.8% to 25,144.
Company records in 1997 show that Wings has transported over
500,000 passengers and 15 million pounds of freight since its inception. Flight-seeing operations alone have carried over 25,000 passengers per summer over the Juneau ice fields and to the world-renowned Taku Glacier Lodge, built in 1923 and currently held by former Ward Air owners Ken and Michelle Ward.
Late in the year, a Cessna Grand Caravan is purchased for express services and a new hangar is constructed at Haines. Passenger boardings accelerate 8.2% to 27,206.
Service is maintained without fanfare in 1998. Customer bookings jump 12.1% to 30,000.
Passenger boardings climb 6% in 1999 to 75,000. A total of 55 workers are employed at the beginning of 2000, a 19.6% increase over the previous 12 months. Among these are 25 full-time pilots at Juneau, who fly the company fleet of 1 C-206, 2 C-207As, 2 C-208Bs, 6 Beavers, and 5 Otters.
WINGS WEST AIRLINES: United States (1979-1998). Wings West begins at Santa Monica in late fall 1979 as the outgrowth of FBO operator William J. Hirsch’s desire to become a new entrant in the tough California commuter market and to replace Sierra Pacific Airlines, which had been sold and transferred to the Mammoth ski market. Mark Morro is named president/CEO and his original fleet consists of a single Cessna 402 made available on lease-back by Los Angeles attorney Carl A. Albert.
Revenue flights commence on November 11 over a route from Santa Monica to Mammoth Lakes. The CAB names the carrier the Essential Air Service (EAS) provider in the central coastal area: Santa Maria-San Fran-cisco-Los Angeles and San Luis Obispo-San Francisco-Los Angeles.
Passenger boardings in 1980, the first full year of service, total 9,441.
In the spring of 1981, Santa Monica officials evict Morrow’s airline in an effort to close the airport. Needing $100,000 to transfer elsewhere, Morro approaches Albert and his partners. These gentlemen loan the carrier $100,000 and purchase 25% shareholding for $25,000. In return for their investment, the gentlemen require that the carrier be reorganized, with Albert as chairman, Morro as CEO, and Hirsch as president; at this point, it is named Wings West Airlines.
The company is now able to transfer its headquarters to Culver City, while a maintenance base is established to the north at Santa Maria. Two Beech 99s are placed in service to supplement the Cessnas and destinations now served include Los Angeles, Burbank, Santa Maria, San Luis Obispo, Sacramento, Fresno, San Francisco, Oakland, Mammoth, and Bishop. The Santa Maria and San Luis Obispo services are picked up upon the failure of San Luis Obispo-based Swift Aire.
Enplanements skyrocket 176% during the 12 months to 26,951.
The 190-employee company in 1982 acquires 3 Fairchild-Swearingen Metro IIs and 3 Beech 99s. During the year, the intrastate becomes an interstate carrier as its route network is expanded to markets in Colorado and Arizona.
Passenger boardings rise by 75% to 100,075. Revenues total $2.63 million and expenses are $3.54 million, leaving losses of $903,000 (operating) and $1.13 million (net).
Airline employment in 1983 totals 251 and the company adds two more Metros and two 99s. On January 19, one of the latter crashes at San Francisco (one dead). Later in the year, a new maintenance and headquarters facility, originally built by Swift Aire, is leased and occupied at San Luis Obispo.
Passenger traffic soars upward by 151.8% to 253,000 as the privately held company advances to the ranks of the “large regionals.” Still, expenses of $9.47 million (caused largely by a fare war with Palm Springs-based Sun Aire) atop revenues of only $7.38 million force continued losses of $2.09 million (operating) and $2.34 million (net).
Growth continues apace in 1984. In May, the company “goes public,” making a public stock offering that brings in $3 million. A yearlong effort to place itself in better financial condition is undertaken, involving restructuring and stringent cost control measures. All Los Angeles (LAX) operations are relocated to Trans World Airlines (TWA) Terminal 3 on June 10.
Flight 628, a company Beech 99 with 2 crew and 13 passengers and a Rockwell Commander 112TC owned by Aesthetech Corporation Flight School on a training flight with two aboard, collide in midair on August 24 half way between Los Angeles and San Francisco near San Luis Obispo. All aboard both aircraft are killed.
Still, boardings for the year advance 42.3% to 360,075. A third straight deficit year is recorded, albeit smaller than the last. On revenues of $14.95 million, expenses are $16.33 million; the operating loss is down to $1.38 million and the net decline drops to minus $1.94 million.
After such traffic progress, 1985 comes as a major disappointment, one that will bring the resignation of CEO Morro and the assumption of his responsibilities by Chairman Albert. Early in the year, however, the 37,800-sq.-ft. ex-Swift Aire facility occupied at San Luis Obispo is purchased from the city for $275,000. A second stock offering is made in October, which nets $3.7 million.
Three Metro IIAs are sold at a profit, but, due largely to poor weather and increased competition from the new British Aerospace BAe 146200 fleet of Pacific Southwest Airlines (PSA), passenger boardings rise only 1.4% to 365,175 and revenues by 5.9% to $18 million. Initial profits are, however, earned and total $151,000 (operating) and $1.52 million (net) atop revenues of $22.92 million.
Upon the retirement of founder Hirsch, Chairman Albert is also appointed president on April 1, 1986; on June 1, the 490-employee carrier joins the “American Eagle” commuter network of American Airlines and its aircraft, painted in new livery, begin to serve the major at Los Angeles and San Francisco.
Enplanements for the year climb 22.8% to 408,480 and revenues ascend 27.3% to $23.62 million. Expenses jump 31.3% to $24.95 million and cause an operating loss of $1.33 million. There is, however, a net gain of $439,000. The losses are tied directly to the costs of the new code-sharing arrangement.
Airline employment in 1987 rises 36.7% to 670. President Albert and CEO Philip Ben-David operate a fleet of 5 Fairchild-Swearingen Metro IIAs, 16 Metro IIIs, and 4 Beech 99s. The first 2,000-passenger day occurs on June 26. In anticipation of a forthcoming ownership change, $100 million worth of new aircraft are ordered in October and November for the Wings West fleet, including 15 British Aerospace BAe Super Jetstream 31s (for which it is launch customer) and 10 BAe ATPs, later known as Jetstream 61s. With 325 weekday departures, the company now serves 22 cities.
Late in the year, an agreement is signed selling the company to AMR Corporation, parent of American Airlines. Beginning on November 1, the major allows its new, about-to-be Eagle subsidiary to replace jet service on four routes between Burbank and San Francisco with five Convair CV-580s wet-leased in early spring from the onetime airline-turned-leasing-operator Sierra Pacific Airlines.
Passenger boardings increase 57.9% to 645,116 and revenues accelerate 29.1% to $30.5 million. With costs barely held in check at $30.49 million, the operating profit is a mere $14,000; net gain increases to $224,000. The net gain is cut in half to $224,000.
The workforce is increased by 29.1% in 1988 to 865. The first ATP arrives in May and enters service in June. On August 9, the company officially becomes an AMR Eagle subsidiary, having been purchased by AMR Corporation for $41.7 million. John Selvaggio is placed in charge as president and the fleet is increased by the addition of 13 Metro IIIs. The “new” Wings West now replaces its parent on the routes emanating from Burbank, which were acquired when American Airlines took over AirCal.
The year’s enplanements increase 47.6% to 952,500.
The ATP is withdrawn in 1989 and the fleet is standardized on 39 Metro IIIs. Operations link the American Airlines San Jose and Los Angeles hubs with 24 California cities.
Passenger boardings climb a slight 1.3% to 964,995.
Bob Zoller becomes vice president-operations of the 865-employee large regional in 1990. The fleet now comprises 32 Metros and 4 Beech 99s and customer bookings inch their way up by 3.5% to 998,705.
Gene Hahn succeeds Bob Zoller as vice president-operations in 1991. The Beech 99s are withdrawn and replaced by eight SAAB 340Bs, while the number of Metroliners is increased by five.
Passenger boardings ascend a scant 2.3% to pass the million-mark in annual enplanements for the first time (1,021,680).
Airline employment stands at 1,280 in 1992 as 2 more SAAB 340Bs are added along with 29 BAe Super Jetstream 31s; the number of Metroliners is reduced to 25.
Customer bookings rise 12.1% to 1,144,833.
In 1993, President Selvaggio oversees a workforce of 1,249 and operates a fleet comprising 18 leased BAe Jetstream 31s, 2 leased Metro IIIs, and 30 SAAB 340Bs, 26 of which are chartered. In May, a new 54-month contract is ratified between the carrier and the Transport Workers Union (TWU).
From the hubs at Los Angeles and San Jose, the carrier serves 25 cities: Bakersfield, Carlsbad, Fresno, Inyokern, Lake Tahoe, Las Vegas, Monterey, Ontario, Orange County, Oxnard, Palm Springs, Reno, San Diego, San Luis Obispo, Santa Barbara, Santa Maria, Visalia, San Jose, Burbank, Klamath Falls, Redding, Sacramento, Santa Rosa, and San Francisco. Several of these routes out of San Jose are new replacement services for American Airlines, which now closes its hub there in the face of stiff competition from Southwest Airlines.
During the late spring, Wings West also cuts back services at San Jose; however, during the summer, a decision is taken to increase operations from John Wayne Airport at Orange County. Employing SAAB 340Bs, the carrier, in September, inaugurates six daily nonstop roundtrips from the facility, near Los Angeles, to San Francisco. By October, the airline is serving San Francisco, Los Angeles, Las Vegas, Sacramento, and Tucson with 23 nonstop roundtrips per day from John Wayne Airport.
Passenger boardings for the year as a whole jump 9.6% to 1,297,676.
The fleet in 1994 includes 26 British Aerospace BAe Super Jetstream 31s and 32 SAAB 340Bs. When, during the spring, American Airlines withdraws certain jet services from Dallas/Fort Worth, Wings West dispatches 28 SAAB 340Bs to the Texas airport to take over or expand short-haul services to some 20 destinations in Texas, Arkansas, and Missouri; a few roundtrip frequencies are also flown daily to Nashville. As the only “American Eagle” company west of the Rocky Mountains, the J-31s and four SAABs remain in California to operate very short routes.
On December 9, the FAA places a prohibition on the operation of ATR turboprops, which comprise much of the American Eagle fleet. Fortunately, “American Eagle” President Robert Martens is meeting at AMR headquarters in Dallas with the presidents of the four confederated regionals and they are quickly able to come up with a plan to reconfigure the combined Eagle fleet around the country.
Under this scheme, six of the ATR42s displaced from the Simmons Airline fleet are sent to Wings West at Los Angeles, while Wing West dispatches its four SAAB 340Bs first to Texas, where they join the 28 others sent earlier, and then eventually to Chicago (ORD). LAX now has no SAABs, half a dozen ATRs, and 17 Jetstream 31s.
Customer bookings accelerate 23.2% to 1,598,914.
The workforce stands at 1,553 in 1995. The scattered fleet is gradually returned to its previous hubs between January and the start of the April 2 summer schedule.
In June, former American Airlines Vice President-Human Resources Mary Jordan is elected the carrier’s president, becoming one of the very few female CEOs in the history of commercial aviation.
Enplanements soar 20% to 1,926,812 while freight traffic is also up, by 26.8%, to 279,000 FTKs.
The employee population is reduced by 9.9% in 1996 to 1,400.
“American Eagle” Flight 547, a SAAB 340B with 3 crew and 12 passengers, sustains an uncontained engine failure resulting in structural damage while on initial takeoff climb from Dallas (DFW) for Shreveport on July 1; no injuries are reported.
Apassenger is seriously injured while disembarking from a SAAB 340B that has just arrived at Fort Smith, Arkansas, from Dallas (DFW), on September 20; the initial NTSB report on the matter does not state a cause.
Plans are made or actions completed to initiate code-sharing arrangements with Hawaiian Airlines, Alaska Airlines, and Canadian Airlines International, Ltd. An example of the value of these pacts can be seen in the agreement reached with Reno Air on October 15. As a result of this accord, dual-designator services are flown from Los Angeles to nine California cities and to Las Vegas.
The last 19 Super Jetstream 31s are replaced at year’s end with SAAB 340Bs.
Passenger boardings this year slide 3.5% to 1,859,054.
The marketing agreement begins with Hawaiian Airlines on March 4, 1997. Under its terms, the two companies share codes providing connecting service for Hawaiian passengers from Los Angeles (LAX) to the airports at San Diego, Orange County, Monterey, San Luis Obispo, Palm Springs, Bakersfield, Carlsbad, Fresno, and Las Vegas.
Another code-share agreement is signed by month’s end with Alaska Airlines. Wing West flights in California and Nevada will connect with over 40 cities served by the major in the western U. S., Alaska, Canada, Mexico, and even Russia.
Under terms of the May agreement between the Allied Pilots Association and American Airlines, “American Eagle” pilots will be offered one of every two new-hire positions, but places limits on the stage length Eagle regional jet pilots may fly (550 nm.). Meanwhile, negotiations between representatives of ALPA and AMR’s “American Eagle” subsidiary are completed and sent to the 1,900 pilots of Wings West, Simmons Airlines, Executive Airlines, and Flagship Airlines for ratification.
The new ALPA contract is ratified during the third week of August by a vote of 773 to 473. The 16-year compact provides for guaranteed annual pay increases of 7%, improved crew scheduling and reserve conditions, replacement of the four individual company contracts with one master “American Eagle” document, and a no strike-no lockout agreement.
Scheduled to connect with AA’s nonstop service from San Jose to Tokyo (NRT), the carrier, on October 1, begins daily roundtrips from Los Angeles (LAX) to San Jose.
“American Eagle” Flight 3331, a SAAB 340B with 3 crew and 14 passengers en route from Santa Barbara to Los Angeles on December 11, encounters severe air turbulence at 5,000 ft. over Ventura, California. One flight attendant is seriously injured.
Passenger boardings inch up 1.3% to 1,883,929. Operating revenues fall 6.8% to $169.34 million, while expenses decline 3% to $158.11 million. Operating profit declines to $11.22 million and the net profit plunges to $475,000.
On January 15, 1998, AMR Eagle officials, led by President Daniel P. Garton, announce that the availability of regional jets, together with the previous August’s single Eagle pilot contract and changes in the economics of the regional airline business, dictate consolidation. Consequently, AMR will integrate all four of its airlines into a single carrier by year’s end.
During the second quarter, the new carrier’s field services organization begins to take shape. A number of appointments are made at the end of April, effective July 1, including David Kennedy, who becomes senior vice president-operations, while Flagship Airlines vice president-flight operations is named AEA’s vice president-flight operations under Kennedy.
Reporting to Senior Vice President-Field Services Ralph Criner will be six new hub vice presidents: Mike Costello at Dallas (DFW), Dave Brown at Los Angeles (LAX); Jacques Vachon at Miami (MIA); Robert Hamilton at New York (JFK); and former Executive Airlines President George Hazy at San Juan.
While en route from Fresno to Los Angeles on a May 13 positioning flight, a SAAB 340B is struck by lightning near Visalia; although all generators and emergency avionics power are lost, the uninjured pilot is able to make a safe landing at his destination.
In late May, the company’s four semiautonomous carriers (Simmons Airlines, Flagship Airlines, Executive Airlines, and Wings West) begin a seven-month period of amalgamation into the single mammoth American Eagle Airlines, now viewed by AMR as a sister of American Airlines. The presidents of Simmons, Flagship, and Wings West are provided with appointments elsewhere within AMR and are replaced with vice presidents at each of the new airline’s hubs. With Simmons as the core unit, Flagship Airlines joins the merger in May, followed by Wings West in June.
Simultaneously, agreement is reached with the Transport Workers Union of America for a new single-carrier contract. The agreement covers flight dispatchers, mechanics, and ramp-service personnel.
In June, the decision is taken to separately maintain the authority of Puerto Rico-based Executive Airlines, moving its operating certificate to Dallas (DFW) on July 1. The physical merger of that company into American Eagle Airlines is put off.
WINLINK, LTD.: St. Lucia (1982-1984). Winlink is established at St. Lucia in 1982 to provide scheduled passenger air services to destinations in the eastern Caribbean over routes that extend north from Dominica to Grenada. The first aircraft is a de Havilland Canada DHC-6-300 Twin Otter, which is employed to inaugurate services with shuttle flights between the island’s Vigie and Hewanorra Airports.
With the arrival of a second Twin Otter in August 1983, the company is able to introduce regional services to Cane Field, Dominica, Barbados, Grenada, and Union Island. Unable to continue, the company closes its doors in October 1984.
WINNIPESAUKEE AIRLINES: United States (1968-1980). Win-nipesaukee is established at Laconia, New Hampshire, in 1968 to offer scheduled third-level service to destinations in New England, including Boston, North Conway, and Worcester. Daily roundtrips are undertaken, beginning in June, with a fleet comprising 3 Piper PA-31-310 Navajos and a1PA-31-350 Navajo Chieftain.
Operations continue apace for the next decade and by 1977 enplane-ments reach 10,722. Passenger boardings jump 44.2% in 1978 to 19,215 while freight increases 5.6% to 77,795 pounds. Customer bookings grow by 3.1% to 20,000 in 1979; cargo is up a huge 74.6% to 136,000 pounds.
The airline is purchased by and merged into Precision Airlines in January 1980.
WINNPORT LOGISTICS, LTD.: Winnipeg International Airport, 103-1821 Wellington Avenue, Winnipeg, Manitoba R3H 8G4, Canada; Phone 204 954-9200; Fax 204 954-9214; Http://www. win-nport. com; Code KN; Year Founded 1998. A consortium of 40 investors from the local financial and transport sector establish this freight concern at Winnipeg International Airport in 1993. Emphasis is placed on the forwarding of cargo aboard scheduled airliners flying between Canada and Nanjing and Shenzhen in China and to domestic locations. In 1998, the decision is taken to operate aircraft. A Boeing 747F is wet-leased from Evergreen International Airlines to operate thrice-weekly return flights from Winnipeg to Nanjing and Shenzhen. The Jumbojet cargo service is not a success, primarily because of the Asian economic crisis, and is withdrawn by year’s end.
Although the company remains one of only three North American allfreight operations with access to China, it elects to hold off reentering the China market until it can see potential for a profit. Meanwhile, in mid-1999, Winnport elects to revamp its operation and to operate cargo between cities in the NAFTA countries. Authority is sought from the Canadian, Mexican, and U. S. governments for the operation of transborder freighter service with a smaller plane.
At the beginning of 2000, President Lynn Bishop oversees a workforce of 32 (including 18 flightcrew). In February, Kelowna Flightcraft Charter, Ltd., a major investor, provides a hush-kitted Boeing 727-25F under lease. The same month, Winnport receives its Canadian operators certificate and inaugurates scheduled, overnight, all-cargo service on behalf of the Royal Air Cargo division of Royal Airlines, Ltd. between Calgary, Edmonton, Hamilton, and Vancouver.
U. S. authority is received in March and the first ad hoc charter “south of the border” is flown on May 14 between Winnipeg and New York (JFK). Operating authority from Mexico is received in June.
WINWEST SHUTTLE: Fresno Airport, Fresno, California, United States; Phone (888) 594-6937; Http://www. winwest. com; Year Founded 1998. WinWest Shuttle is established at Fresno in the fall of 1998 to offer $59 one-way charter service to Las Vegas. Employing a single Boeing 737-200A, revenue flights commence in November, with three flights from California to Nevada and two return flights. Passengers on the company Web site are advised that the schedule may change during holiday seasons.
WIRA KRIS, LTD.: Malaysia (1976-1978). The Wira Kris Udara (WKU), a fifty-fifty partnership between the Malaysian Armed Forces Cooperative Society (Koperasi Tentera) and private business interests, forms this charter carrier at Kuala Lumpur in October 1976. WKU owns 70% control, while a 30% interest is taken by the Dutch Schreiner Group. A fleet of 2 de Havilland Canada DHC-6 Twin Otters, 1 Piper PA-34 Seneca, and 1 Cessna 177B is assembled.
Revenue flights begin from Subang International Airport early in 1977 and are maintained. Airline employment reaches 40 and the fleet is upgraded. There is no further information available concerning this airline and it may well have gone out of existence.
WISCAIR: United States (1978-1980). Owners of Whitman Aviation, an FBO at Waukesha, Wisconsin, set up a scheduled commuter division in late 1978 to take advantage of possibilities opened up by the signing of the Airline Deregulation Act in October. Employing a Piper PA-31310 Navajo, scheduled daily passenger and cargo roundtrips are inaugurated to Chicago (ORD) and are maintained until 1980.
World History
