EVERGREEN INTERNATIONAL AIRLINES: 3850 Three Mile Lane, McMinnville, Oregon 97126, United States; Phone (503) 4720011; Fax (503) 434-4221; Http://www. evergreenaviation. com; Code EZ; Year Founded 1975. Evergreen International Airlines is formed on November 28, 1975 when Evergreen Helicopters, founded by Delford M. Smith in 1957 and based at McMinnville, Oregon, acquires, after a year of court battles, the operating certificate of the defunct pioneer fire-fighting supplemental Johnson International Airlines, formerly Johnson Flying Service, of Missoula, Montana.
The new parent is now reorganized into a holding company, Evergreen International Aviation. Also included in the reorganization are its newly acquired Evergreen Air Center in Arizona—formerly the U. S. CIA proprietary company Intermountain Aviation—and two operating divisions: Evergreen Helicopters, noted for its work in Alaska and offshore oil rigs and Johnson International Airlines, now renamed Evergreen International Airlines. Although operations are integrated whenever possible, the resumption of fixed-wing operations is held up by the search for jetliners as well as the outcome of CAB hearings on the expansion of the role of supplemental air carriers.
In 1976 the renamed airline confines its services to charter, cargo and contract services, using Johnson’s certification as a U. S. supplemental air carrier with authority to operate passenger and inclusive-tour flights to Canada, Hawaii, and Alaska. Other operations overseen by Vice President Ernest C. Brace, who had once flown for Continental Air Services (CAS) in Indochina and, between 1965 and 1973, was America’s longest-held “civilian” POW of the Vietnam conflict, include the provision of air taxi, fire fighting, agricultural, crop dusting, flight training, and FBO services.
The carrier’s fleet grows to comprise 2 DC-8-50s, 2 DC-8-50Fs, 3 DC-9-30CFs, 3 Lockheed L-188As, 3 Convair CV-580CFs, 1 Curtiss C-46, and 3 DC-3s.
In response to contracts received from Arco and Shell Oil, Evergreen Helicopters inaugurates rotary wing support flights into the Gulf of Mexico from a base at Galveston, Texas.
A total of 37,000 airline passengers are flown during the first complete year while 12.56 million FTKs are operated. Although operating income is $5.41 million, expenses are $6.4 million. An operating loss of $987 million is taken, as is a net loss of $1.29 million.
A UN World Health Organization contract for insect-control operations in Upper Volta is obtained in 1977, along with a U. S. narcotics control program of aerial application in Mexico. In March, an L-188A is sold to Air California.
Enplanements this year leap to 141,000, causing two more DC-8-50s to be purchased.
The National Organization to Repeal Marijuana Laws (NORML) obtains an injunction against Evergreen in 1978 for endangering American lives while spraying in Mexico and shuts down the herbicide-application project.
Passenger boardings climb rapidly again, up 34.4% to 215,000. Freight traffic, however, dips by 5% to 69.18 million FTKs.
Airline employment in 1979 stands at 425 and the fleet includes 12 aircraft.
Orders are placed in January for 11 used Boeing 727-100s that are to be converted into combi freighters. Two Lockheed L-188CFs are purchased from Pacific Southwest Airlines (PSA) in April. Also added are one each DC-8-61CF and -63CF.
An Evergreen Helicopters DHC-6-300 with two crew and two passengers disappears on a December 3 flight along the coast of Alaska to Shismanef; the search is called off on December 19 without having found any wreckage.
Customer bookings jump 38% to 296,000 while cargo skyrockets 159.4% to 10.25 million FTKs.
The fleet in 1980 comprises five DC-8-50/60Fs, four DC-9-32CFs, and six L-188AFs.
In the heat of newly deregulated competition, Evergreen elects to venture into the provision of scheduled services. The timing is not good, as recession actually causes overall enplanements to fall by 24% to
225,000. Freight is also off by 32.5% to 47.1 million FTKs. Although a $92,000 operating profit is generated, a net loss of $1 million is suffered.
The scheduled gambit is abandoned in 1981 as the carrier elects to return to its status as a cargo charter operator. The 11 B-727-100Cs begin to arrive and are dedicated to freight and package flights on behalf of UPS (United Parcel Service). In addition, the Gulf of Mexico operation is also reduced, the subsidiary Evergreen Chile, Ltd. is established, and another L-188A is sold to Galaxy International Airlines.
In the year, only 121,000 airline passengers are flown, a 46.7% decline. On the other hand, freight rallies upward by 22.9% to 57.96 million FTKs. Overall revenue drops 14.4% to $49.3 million and expenses climb to $51.96 million. As a result, losses must be absorbed: $2.66 million (operating) and $804,000 (net).
The 340-employee carrier acquires a DC-8-61F in 1982 and enjoys both traffic and fiscal gains. A total of 194.37 million FTKs are operated. Revenues drop 13.1% to $42.9 million, but costs decline 33.5% to $34.6 million. Consequently, an $8.3-million operating profit is generated, along with net gain of $2.5 million.
Evergreen has a good year in 1983, during which Chairman Smith directs a reemphasis on Gulf of Mexico offshore support by Evergreen Helicopters. Plans are made to open helicopter bases at Port O’Connor and Sabine Pass, Texas, and at the Louisiana communities of Abbeville, Patterson, Cameron, and Venice.
A total of 285.4 million FTKs are flown, a 46.8% boost. Revenues advance 16.1% to $49.75 million, while expenses are reduced $10 million. As a result, the operating gain ascends to $9.85 million and net income dips slightly to $2.2 million.
When Los Angeles-based Airspur Airlines suspends operations in late 1984, it is purchased by Evergreen and reformed as Evergreen Air-spur. The new subsidiary is allowed to resume its scheduled de Havil-land Canada DHC-6 Twin Otter and Westland helicopters flights.
Meanwhile, the parent’s 36 aircraft transport a total of 406.5 million FTKs during the year, a 42.4% increase.
Found unprofitable, the new Evergreen Airspur experiment in commuter operations into Los Angeles (LAX) is closed down on February 26,1985.
Equipped with 2 Douglas DC-8s, 7 B-727-100s, and 2 DC-9-32CFs, the 552-employee carrier at mid-decade maintains scheduled domestic freight flights, worldwide cargo charters, and contract services and holds authority for charter group passenger operations. Although freight traffic falls 11.2% to 397.9 million FTKs, profits are generated: $22.41 million (operating) and $15.8 million (net).
A new wet-lease contract is entered into with Air India, Ltd. during 1986 to provide weekly DC-8 cargo flights from New York to Bombay and Madras via Paris and Dubai. Following the purchase of a Boeing 747-273C from World Airways on March 18, it is assigned to the Indian service via Luxembourg. During the year, an average of 14 helicopters are active in offshore support roles.
In 1987, a multimillion-dollar contract is received to transport mail and parcels for the U. S. Postal Service. The semi-public agency allows the carrier to select the first USPS national hub, which it does, at Terre Haute, Indiana. To help make deliveries, a second B-747-273C is purchased from World Airways. The new subsidiary Evergreen Aviation Ground Logistics Enterprises (EAGLE) is formed to provide groundhandling for the many new narrow-bodies now ordered.
Evergreen Aircraft Sales & Leasing Company is energized to handle a growing aircraft leasing business. In November, the second new Jumbojet transports eight green-liveried MD-500D/Es to Abidjan, West Africa, to undertake a World Health Organization contract to help eradicate river blindness disease. This is the fifth three-year contract for this work received since 1974, but the first for which a company plane delivers company helicopters. Four other helicopters are already in the country.
Another B-727-100C, a Dash-185C, arrives at year’s end and begins servicing the carrier’s long-term contract with UPS (United Parcel Service).
The 625-employee carrier enjoys a 7.9% increase in FTKs during the year to 586.03 million. Revenues total $126.21 million and qualify the carrier to move from the category of cargo carrier or large regional to national status. Expenses are $108.5 million and the operating profit is $17.7 million. Net gain reaches $8.01 million.
Airline employment grows by 10.2% in 1988 to 689 and the fleet now includes 2 DC-8-73Fs, 2 DC-8-63Fs, 1 DC-8-62F, 4 DC-9-32Fs, 2 leased DC-9-33s, 2 DC-9-15Fs, 9 B-727-100s, 3 leased B-727-100s, 2 B-747-273Cs, and 1 leased B-747F, plus helicopters.
Employing DC-8Fs, Evergreen accepts a contract in August from Qantas Airways (Pty.), Ltd. to fly freight twice weekly from New York to Sydney via Honolulu, Tokyo (NRT), and Hong Kong. Jumbojet freighters are put on the route on November 22.
Cargo recovers and advances by 22% to 805.1 million FTKs. Revenues ascend a huge 122.3% to $208.9 million, costs swell 130.04% to $164.31 million, and the operating profit doubles to $44.27 million. Net profit jumps to $19.63 million.
While en route from Salt Lake City on February 9, 1989, a DC-9-32F with two crew experiences cabin pressurization difficulties. When the captain goes aft to find the problem, he becomes tangled in a cargo net, losing access to his portable oxygen system. He is eventually found by the copilot, who declares an emergency and lands at Lubbock, Texas. The captain is rushed to hospital, but is dead on arrival.
Just after takeoff from Carswell AFB, Texas, on a service to Tinker AFB, Oklahoma, on March 18, the two-man crew of Flight 4U17, a DC-9-33RC, suffers the in-flight opening of an improperly latched cargo door. The pilot attempts to return the freighter to its point of origin, but while turning into its final approach, the aircraft rolls and crashes near Saginaw, Texas; there are no survivors.
Also in March, Evergreen is unable to win the U. S. Postal Service contract again, and in April the prize is awarded to Emery Worldwide. As the result of advance knowledge and planning, the one-time supplemental air carrier is able to shift its emphasis to wide-body cargo operations and to minimize financial loss when its previous $90-million USPS contract is cancelled in July. Still, the workforce is cut 12.9% to 600, due largely the USPS cancellation.
Additional Boeing 747s are ordered during the year, including a leased B-747F that now enters service on the Air India, Ltd. contract.
AB-727-185C is sent to Spain during the summer to operate all-cargo replacement services around that country and to Palma de Mallorca on behalf of the cargo division of Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.).
Two DC-9-10Fs are put up for sale and four others join seven B-727-100s in storage. Cargo tonnage declines by 10.8% to 596.84 million. Despite the postal setback, overall revenues advance by 32.81% to $211.33 million. Expenses increase 56.88% to $186.83 million and cause the operating profit to fall to $24.49 million. Net profit declines almost four fifths to $4.23 million.
A B-747F transports the concert equipment of Paul McCartney from Manchester to Detroit in January 1990.
Also during the first quarter, two L-188CFs are sold to Channel Express Air Services, Ltd.
By April, the 600-employee airline owns or has purchased 18 Boeing 747s, including 2 B-747-100Fs in operation, 3 in conversion, 1 in storage, and 2 not delivered. There are also 2 B-747-273Cs in operation, 1 not yet delivered, and 2 on dry lease (together with 5 unconverted B-747-100s) to Pan American World Airways (1) (3 are actually purchased from Pan Am and then leased back). The Evergreen Helicopters fleet includes 10 Bell 212s, 5 Bell 205s, 8 Bell 206L-1 LongRangers, 7 Aerospatiale Lamas, 7 Alouette IIIs, the 12 MD-500D/Es in Africa, 2 MBB BO-105s, 5 Hiller 12-Es, and 1 Sikorsky S-64 Skycrane.
On behalf of the rotary-wing division, the Evergreen Aircraft Sales and Leasing Co. (EASL) purchases 10 Bell 206B-3 LongRangers and 2 McDonnell Douglas MD-520Ns. The company now has an average of 25 helicopters (including 2 twins) active in offshore support roles. These are operated by 45 pilots and serviced by 35 mechanics.
The company’s two DC-8-73s maintain a long-standing contract with the MAC to provide twice-weekly flights to Europe and weekly service to Asia. A marketing alliance is signed with the Italian flag carrier Alitalia, S. p.A. and three B-727-100CFs are now wet-leased to Cargosur, S. A., the Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) subsidiary, to provide freighter services from a base at Madrid. They join the B-727-185CF sent to Spain the previous year.
Meanwhile, with part-time flight attendants, the two operational DC-9-33s are used for domestic passenger charters, including a contract to transport the NBA’s Portland Trailblazers basketball team.
In May, the world’s second-oldest flying DC-3, which began life with United Air Lines as the Mainliner Reno in 1936, is purchased at auction from Larry Ray of Arizona.
In June, company aircraft transport Muslim pilgrims from Algeria to Jeddah, where they make the Hadj trek by bus to Mecca. In early July, the travelers are returned to their homeland. On August 2, Iraq invades Kuwait and drives fuel prices significantly higher.
A total of 18,000 passengers are flown on charter during the year and cargo declines a whopping 59.1% to 270.33 million FTKs. Revenues increase 2.97% to $217.6 million, costs jump 4.36% to $194.98 million, and operating income slides to $22.62 million. Net profit also declines, to $3.11 million.
The fleet in 1991 includes 2 DC-8-73Fs, 1 DC-8-62F, 2 DC-9-15Fs, 6 DC-9-30s, 11 B-727-100s, and 8 B-747s. Orders are outstanding for 2 MD-80s.
On January 27, a Bell 206L LongRanger goes down in the Gulf of Mexico in bad weather (three dead).
In cooperation with Aeroflot Soviet Airlines, B-747F flights commence in July from Hong Kong to Anchorage via Khabarovsk. The U. S.S. R. destination in the Far East is a technical and fuel stop.
The Jumbojets leased to Pan American World Airways (1) are returned upon the major’s December collapse.
Largely as a result of troop flights to the Persian Gulf in support of Operation Desert Storm, passenger boardings skyrocket 94.4% to
35,000. Freight traffic also recovers, jumping 47.2% to 455.31 million FTKs.
Company employment stands at 600 in 1992 as the 10 new Bell 206B-3 LongRangers join the helicopter division.
In March, British Air Ferries, Ltd. joins with the American carrier Evergreen International Airlines to form the British registered allcargo Evergreen International Europe, Ltd. Based at Southend Airport, the company begins freight charter and contract service flights to European, African, and Mideast destinations with a Boeing 747-200F provided by the American partner.
Following a May incident in which a B-747F, with its autopilot engaged, unaccountably engages in a steep, uncommanded roll, the NTSB recommends a review of Jumbojet autopilot systems.
Freight traffic declines 26.5% to 334.85 million FTKs. Still, profits are earned: $40.68 million (operating) and $3.48 million (net).
Chairman Ronald A. Lane’s fleet is increased in 1993 by the addition of one DC-8-73F and one DC-9-15F.
Plans continue to be made for the 1996 opening of the Evergreen Air Venture Museum at McMinneville. On March 1, Howard Hughes’ “Spruce Goose” flying boat arrives from Long Beach at the carrier’s nearby private airfield.
Shortly after takeoff from Anchorage on March 31, Flight 46E, a B-747F with a three-person crew, encounters extreme air turbulence that damages the Jumbojet severely, including wing damage and even an engine separation. The cockpit crew is able to return and safely land the aircraft, with assistance from a pair of USAF F-15Es from the 54th Fighter Squadron stationed at Elmendorf AFB.
Evergreen Helicopter’s West African spraying contract is renewed by the World Health Organization during the spring.
Despite the fact that it is no longer the prime contract for the U. S. Postal Service flight operation out of Indianapolis, the company, through its Evergreen Aviation Ground Logistics subsidiary, is awarded the postal agency’s TNET contract. Under its terms, Evergreen becomes responsible, as of May 10, for all of the aircraft loading, unloading, maintenance, mail sorting, and general operation on the ground at the Indiana hub.
In September, the carrier files a complaint with the U. S. DOT charging that Air China International Corporation and China Eastern Airlines Company, Ltd. had threatened its Chinese customers with retaliatory actions if they shipped with the American freighter rather than them. Following an investigation, the DOT, in October, terminates the all-cargo rights of the two Chinese airlines to the U. S.
A total of 14,000 charter passengers are flown and cargo increases by 44.2% to 484.73 million FTKs. Revenues decline 6% to $312.6 million and expenses grow 0.4% to $293.02 million. Consequently, the operating profit is $19.57 million. The previous year’s net gain becomes a net loss of $8.11 million.
Airline employment stands at 2,530 in 1994.
During the first quarter, the company loses its cargo contract with Japan Air Lines Company, Ltd. (2), which has elected to begin its own cargo operation. Consequently, Evergreen must ground 5 B-747Fs and begins to downsize its workforce, cutting over 100 associated flight and ground crew positions.
The harrowing flying feat over Anchorage the previous March earns the Jumbojet’s crew the Airmanship Award in April from The Order of Daedalians, a national fraternity of commissioned military pilots. Unhappily, in the year since, two of the three heroes have been laid off and the third, the captain, Laurence Branstetter, is demoted to first-officer status.
During the summer, it is decided that the former United Air Lines DC-3 Mainliner Reno, the highest flying time DC-3 in the world, is no longer required and it is placed up for sale at $310,000.
Four weekly eastbound flights per week are started eastward from Fairbanks in October and November, one each to Shanghai and Beijing and two to Hong Kong.
The B-727-185CF on duty in Spain is returned in December and sold to UPS (United Parcel Service).
Customer bookings total 27,000 and freight traffic surges 11.4% to 539.98 million FTKs. Revenues decline 14.4% to $267.7 million and, although expenses decline by 7.4%, costs still reach $271.34 million. There is a $3.64-million operating loss and a huge $23.49-million net loss.
There is no change in the workforce during 1995.
On March 1, the company agrees to transfer its China rights to Federal Express, including its routes to Beijing and Shanghai, along with two B-747-121Fs that FedEx will operate under lease.
Between December 22 and 25, EIA becomes the first airline to circle the world with a B-747 navigating completely by global positioning system (GPS), flying from New York (JFK). The Jumbojet is equipped with three Trimble TNL-8100 GPS receivers.
Enplanements increase 92.6% to 52,000 and freight rises 9.7% to 592.13 million FTKs. Costs exceed income and there are losses: $4.46 million (operating) and $10.81 million (net).
The airline population numbers 450 in 1996.
CAAC (The General Administration of Civil Aviation of China) during the last week of January grants final approval for the Federal Express takeover of Evergreen’s routes into China.
Evergreen abandons the passenger business to concentrate solely on cargo.
During the year, both the airline and Evergreen helicopters are given World Wide Web sites.
A total of 658.82 million FTKs are operated, an 11.3% increase. Operating income declines 3.1% to $213.02 million while expenses fall 13.6% to $193.86 million. The operating loss is turned into a $19.16-million gain, but a larger $11.4-million net loss is suffered.
The employee population grows 9.1% in 1997 to 454.
During the spring, Taiwan and the U. S. enter into a new “open skies” bilateral air agreement. The pact will allow the establishment of several new alliances and introduction of new services.
Boeing and the NTSB contract with Evergreen in June for a series of tests designed to better understand the loads and conditions that may have led to the TWA Flight 800 tragedy. Also during the month, a $400-million financial package is arranged with Chase Manhattan Bank. In addition to $370 million in term loans, the deal, which replaces the carrier’s existing secured debt, provides for a $30-million revolving credit facility.
Between July 14 and 19, a company B-747-121 conducts nine test flights from New York (JFK).
While transporting three FAA technicians to a radio relay installation site atop Kemuk Mountain, 42 nm. N of Dillingham, Alaska, on August 20, a Bell 206B JetRanger crashes into the steep terrain. The pilot is killed and all three technicians are injured, one seriously. Weather prevents rescue of the survivors until the next day.
A total of 980.93 million FTKs are operated this year, a significant 46.7% increase over the previous year. Operating revenues jump 20% to $255.53 million, while expenses climb 15.3% to $223.5 million. The previous year’s operating gain increases to $32.03 million while the net loss becomes a net profit of $21.2 million.
Flights continue in 1998. The fleet this year includes 8 B-747-100Fs, 4 B-747-200CFs, 2 DC-9-15Fs, and 6 DC-9-30Fs.
When two British soldiers are injured and stranded at the 19,000-ft. level of Alaska’s Mt. McKinley in July, an Evergreen Helicopters Aerospatiale Lama, piloted by James Hood, undertakes their rescue. After establishing a base company at the 14,000-ft. level, the mission is accomplished using a U. S. Army CH-47 as a refueling ship.
Freight traffic increases 30.43% during the 12 months to 1,272,967,000 FTKs. Revenues jump 10.9% to $283.43 million, while expenses climb 11% to $248.18 million. The operating profit rises to $35.24 million, while the net gain of the previous year once again becomes a net loss, $3.69 million.
On April 14, 1999, Evergreen announces that it has leased two B-747-212BFs with which to increase its domestic business. One aircraft will serve companies in southern California through Los Angeles. The other will serve companies in the southeast U. S. and Puerto Rico, being routed through Raleigh, North Carolina, and San Juan.
While en route on December 5 from Platform 89, located in the Ship Shoal 225 area of the Gulf of Mexico, to another platform located in the Ship Shoal 222 area, a Bell 206L LongRanger loses engine power and lands hard on the surface of the sea. The badly injured pilot, who is shortly thereafter rescued, is able to scramble into a life raft before his helicopter sinks.
Also during the fourth quarter, Qantas Airways (Pty.), Ltd. wet-leases two weekly B-747-212BF flights from Evergreen International in response to a new U. S.-South Pacific cargo partnership between Air New Zealand, Ltd. and Polar Air Cargo. The Evergreen arrangement replaces a wet-lease the U. S. cargo carrier has had with Air New Zealand, Ltd. and will make money on the outbound leg to Hong Kong that can now be routed via Australia and New Zealand. The new Qantas return services, with blocked-space sold to BAX Global from Ohio west, depart New York (JFK) twice weekly and fly to Hong Kong via Toledo, Chicago (ORD), Los Angeles (LAX), and the South Pacific.
Cargo traffic falls 9% to 1.15 billion FTKs. Revenues accelerate 30.5% to $369.86 million, while expenses are up 26.7% to $314.36 million. The operating profit grows to $55.5 million, while the previous year’s net loss becomes an $11.89 million.
Airline employment at the beginning of 2000 stands at 594, a 15.6% increase over the previous 12 months. The company continues to also operate 2 DC-9-15Fs and 5 DC-9-33Fs. At the start of the year, the company chooses Greeneville, Tennessee-based Forward Air to provide exclusive trucking services between its terminals at Los Angeles and San Francisco.
In order to allow owner/founder Del Smith to focus on long-term planning, President/CEO Timothy Wahlberg, a 31-year company veteran, is named chairman in February. Whalberg is succeeded by Joseph O’Gorman, former chairman/CEO of Reno Air.
Scheduled twice-weekly B-747F return freighter service is inaugurated on April 12 from Columbus to Singapore. Following the May 1 bankruptcy of Kitty Hawk Air Cargo and the shut down of Kitty Hawk International Airways, Evergreen picks up some of the U. S. Postal Service contracts that the latter is unable to fly.
June 3 sees the start of a weekly three-day all-cargo service, operated under contract to Qantas Airways (Pty.), Ltd., from New York (JFK) to Sydney. The Evergreen B-747-212F departs the Big Apple on Monday and reaches Australia on Monday, having operated via Chicago (ORD), San Francisco, Honolulu, and Nadi. The SFO stop is made possible when the American operator agrees to reroute one of its own five weekly South Pacific freighter flights.
The Columbus to Singapore B-747F route is boosted to thrice weekly on June 15.
This year, the fire season is the worst in U. S. West since 1994, with over 67,000 fires consuming in excess of 5 million acres in Washington, Oregon, California, Idaho, New Mexico, and Montana by midsummer.
Spectacular fires first grasp the attention of world viewers in May and June when television networks picture the huge fires rampaging through
New Mexico, including the Los Alamos area where a nuclear facility is located. The Cerro Grande fire consumes over 47,650 acres of federal forest and wildlands in the Bandelier National Monument, while the stubborn Viveash fire in Santa Fe National Forest burns over 30,000 acres. Evergreen is one of 10 civil helicopter operators assigning assets to the blazes; through June, the company’s Bell 212 has helped to contain all but the Viveash blaze.
In September, Vice Chairman Ronald Lane is lured away to become chief marketing officer for rival Polar Air Cargo.
In a nonoperational event loaded with nostalgia, the Hughes Spruce Goose aircraft is moved into a purpose built facility at the Evergreen Aviation Museum at McMinnville in November. In December, Anthony Bauckham is named executive vice president.
EVERGREEN INTERNATIONAL EUROPE, LTD. See BRITISH AIR FERRIES, LTD.; EVERGREEN INTERNATIONALAIRLINES
EVERTS AIR FUEL: P. O. Box 60908, 6348 Old Airport Road, Fairbanks, Alaska 99706, United States; Phone (907) 474-0802; Fax (907) 479-3826; Year Founded 1980. Clifford R. Everts forms this allcargo carrier at Fairbanks in 1980 to specialize in the transport of bulk fuel throughout Alaska and western Canada with Curtiss C-46A Commandos and Douglas DC-6As. Operations continue apace over the next 18 years, largely without publicized accidents. There is one, however, in 1992. Just after landing at Selawik on a March 3 on a service from Fairbanks, a DC-6BF with three crew overruns the runway, loses its landing gear, and ends up on a frozen river; although the aircraft is damaged beyond repair, there are no fatalities.
By 2000, the workforce of the founder/president and his vice president, Robert W. Everts, totals 44 and the fleet includes 4 DC-6As, 4 Commandos, and 1 ex-USAF Fairchild C-119.
Just after loading 450 gallons of aviation fuel into its primary tank of a company C-46A at Kenai on August 31 of the millennium year, the tank springs a leak and begins spilling avgas around the aircraft. The spill is quickly contained by the fueling crew, airport fire services, and Kenai Airport Fuel Services employees.
A Convair CV-131 is acquired in late October.
While en route back to Kenai via Lake Clark Pass from a December 21 fuel delivery to Nondalton, the same Commando involved in the August fuel spill incident diverts to a southern route to avoid bad weather. The aircraft crashes at the 2,800-ft. level of a peak on a steep ridgeline about 10 mi. SE of Redoubt Volcano, near Cook Inlet. The wreckage is found the next day; both crew members are killed.
EXACO (EXPRESO AEREO COSTARRICENSES, S. A.): Costa Rica (1951-1980). Dr. Francisco Vanolli forms a small air taxi operation at Limon in 1951. This company is taken over by a larger road and air transport firm in 1956; specializing in air cargo, the carrier’s two Curtiss C-46 Commandos and lone Beech 18 begin flying to destinations throughout the nation.
During the 1960s and 1970s, the operation is expanded throughout the region; passengers are carried in a fleet that comes to additionally comprise a DC-3 and a pair of DC-6s. The marketing name LADC (Lineas Aereas del Caribe, Ltd.) is employed until Exaco fails in 1980.
EXCALIBUR AIRWAYS, LTD.: United Kingdom (1991-1996). Following the collapse of Trans-European Airways, Ltd., in 1991, a new leisure charter carrier, Excalibur, Ltd., is formed in December from the assets its successful British subsidiary, Trans European Airways U. K., Ltd., by its five senior managers, Bob O’Donnell, Capt. Harry Apiafi, Trevor Jackson, Steve Jones, and John Williams. Shareholding in a new airline holding company, Excalibur Travel, Ltd. (of which the airline is principal subsidiary), is divided between them (40%), Air Malta, Ltd. (30%), and the investment group 3i (30%). O’Donnell, a former Orion Airways, Ltd. executive, is appointed managing director and he recruits a workforce of 180.
In January 1992, O’Donnell leases a fleet of three Airbus Industrie A320-202s from GPA Group, signing a contract with British Airways, Ltd. (2) for their maintenance. Based at East Midlands Airport, the company’s planes are positioned at London (LGW) and Manchester and inaugurate revenue flights to Tenerife on May 1. Flights are soon made to other Mediterranean, Middle East, and North African holiday destinations. Enplanements total 330,000 and revenues are ?25 million ($32.2 million).
Passenger bookings double to 650,000 in 1993 as a fourth A320-202 joins the fleet. Customer bookings total 623,475 and revenues reach $65 million.
Airline employment stands at 220 in 1994 and, during the summer, service is inaugurated from East Midlands Airport. Charter destinations now also include destinations as far afield as Luxor in Egypt, Eilat, Israel, and Mombasa and upwards of 50 tour operators provide business. Passenger boardings jump 19.5% to 765,000 and revenues advance 18.5% to $80 million. Although an operating profit of $1.52 million is earned, there is a $4.74-million net loss.
Ten new employees are hired in 1995 and the fleet now includes 4 leased A320-212s and 2 Douglas DC-10-30s.
The U. K.’s largest remaining independent charter operator loses its struggle to stand alone when, on November 22, it is taken over and purchased by the Scottish tour operator Globespan. The DC-10-30s are now operated five times a week between Manchester and Orlando.
There is no change in the workforce or fleet at the start of 1996. Measures that the CAA will confirm as appropriate and correct will cause much adverse publicity and significant booking cancellations.
On June 8,91 passengers refuse to board a Manchester-bound DC-1030 at Atlanta after smoke begins coming from the plane. The pilot reports that oil has seeped into air-conditioning ducts during servicing and orders the plane taken out of service until it can be put right.
Flight 98, due to depart from Manchester for Orlando on June 23, is delayed over 12 hours due to mechanical problems. Once these are resolved and the plane is on its takeoff roll, the pilot has cause to slam on the breaks to abort departure. Almost 350 passengers are temporarily stranded in Manchester on June 24 after some refuse to board the rescheduled Flight 98 to Orlando. Another 91 are stranded in Orlando.
Excalibur ceases operations on June 26, stranding an estimated 1,000 Britons in Florida and Los Angeles. Liberty World Travel, which has booked the charters, is held responsible for finding alternative flights back to the U. K. Through the year’s first 6 months, 93,000 passengers are transported. The company is liquidated in late summer.
EXCELAIRWAYS, LTD. See SABRE AIRWAYS, LTD.
EXCELAIRE SERVICES: 200 Hering Drive, L. I. MacArthur Airport, Ronkonkoma, New York 11779, United States; Phone (516) 737-0477 Fax (516) 737-0354; Http://wwww. guides. com/acg. excelair; Http://www. island-metro. com/trade/mustsee/excel. htm; Year Founded 1993. An FBO established at Long Island’s MacArthur Airport in 1993, Exelaire also undertakes a full range of worldwide executive and small group passenger charters.
By 2000, the company employs 12 pilots and operates 4 Grumman G-1159 Gulfstreams and 1 each Dassault Falcon 900B and IAI West-wind I. It also flies a single Cessna 525 Citation I from Republic Airport at Farmingdale, New York.
EXCELLAIR: United States (1983-1984). Riverton, Wyoming-based Air U. S. is reformed on January 15, 1983 and renamed after USAir purchases rights to the previous name. Service to Worland, Wyoming, and Billings, Montana, are suspended. During the spring, the carrier’s two Handley Page Jetstream 37s and two Grumman Gulfstream G1-C turboprops undertake new frequencies to Denver, Amarillo, and Vernal, Utah, while maintaining the Wyoming city network of Casper, Cody, Gillette, Riverton, Rock Springs, and Sheridan. Customer bookings accelerate 23.7% to 60,000.
The financial situation, which has been difficult for several years, does not improve and when joint plans for the company’s purchase by ITR Airlines fail early in 1984, Excellair stops flying in May and files for bankruptcy, from which it does not emerge. Several of its routes are taken over by Frontier Commuter.
EXCLUSIVE AIR CHARTER (PTY.), LTD.: South Africa (1986-1994). Kenneth Geldenhuis forms Exclusive Air Charter in 1986 to provide missionary-type charters throughout the northern part of South Africa. In time, both scheduled and nonscheduled charter licenses are obtained and flights are provided with a pair of Cessna 404 Titans and, in the early 1990s, a Beech Super King Air 200.
In 1994, the scheduled licenses are sold to Phoenix Airways, while Gary van der Merwe of Million Air Aviation purchases a 50% stake in Exclusive. The company is then transferred to the Million Air groups facility at Lanseria Airport and is renamed Million Air Charter (Pty.), Ltd.
EXEC EXPRESS I: United States (1985-1988). Exec Express is established by former Occidental Petroleum Company pilot Philip H. Tre-nary and Gary Varnell at Stillwater, Oklahoma, on February 25, 1985 to provide scheduled passenger and cargo flights via an Essential Air Services (EAS) contract. At the same time, Aviation Educational Services, a Part 141 school, is established in cooperation with Oklahoma State University to provide flight and classroom training. The fleet comprises 4 Piper PA-31-310 Navajos, 2 T-1020s, and 1 Dornier 228-200 and is employed, in June, to inaugurate daily revenue services to Tulsa, Enid, Ponca City, and McAlester.
Enplanements for the year total 5,912.
Beginning in January 1986, additional EAS contracts are obtained and the airline commences an 18-month program of expansion into Texas, Arkansas, Missouri, and Tennessee, setting up hubs at Dallas (DFW) and Memphis during the process.
Passenger boardings accelerate 37.1% to 9,399 and cargo climbs 28.7% to 2,000 pounds.
The fleet in 1987 grows to include 11 Navajos and 4 leased Dorniers.
In November, the owner’s interest in Aviation Education Services is sold and the airline is transferred to a new hub at Fort Worth’s Meacham Airport, from which services are relaunched. The undercapitalized move, headquartered next to the downtown rodeo arena, is not successful and is financially draining.
In the spring of 1988, Exec Express I is forced to declare Chapter XI bankruptcy because of the Fort Worth gambit and to return the Dorniers to their manufacturer. The Navajos, however, briefly continue to provide EAS services in Texas, Oklahoma, and Arkansas, with the final flight being completed on April 13.
EXEC EXPRESS II: United States (1988-1991). Philip H. Trenary reforms the failed third-level commuter Exec Express I at Fort Worth, Texas, in April 1988 to resume scheduled Essential Air Services (EAS) passenger frequencies to Dallas, Stillwater, Enid, Ponca City, and Brownwood. Flights commence on April 27 with a fleet of 6 Piper PA-31-350 Navajo Chieftains and 5 T-1020s. During the year, the fleet is altered to include 9 Chieftains, 3 T-1020s, and 1 Beech 99.
A total of 28,786 passengers are flown, but the economic return is so bad that the carrier enters Chapter XI bankruptcy in early 1989.
After reforming its route network, Exec Express II emerges from Chapter XI early in 1990. President Trenary adds four Beech 99s as his carrier inaugurates EAS flights from Mountain Home, Arkansas, to St. Louis and from Dallas (DFW) to Enid and Ponce, Oklahoma. The route network now includes 16 destinations in 6 states, many of which are unwritten by the DOT under the Essential Air Services program. Passenger boardings accelerate 36.9% to 39,397.
The Beech 99 and 1900 are replaced in 1991 by four more Metro IIIs. An agreement in principle is reached for company takeover by Texas-based Conquest Airlines. In June, the company is renamed Lone Star Airlines.
For the year as a whole under both names, passenger boardings advance 23.6% to 48,681. Revenues total $7.82 million and expenses are $9.23 million, leaving a net loss of $1.41 million.
EXECAIR (PTY.), LTD.: Australia (1991). Execair (Pty.), Ltd. is established at Perth in early 1991 to provide scheduled flights to Kalgoor-lie. Revenue services commence with a single Piper PA-31-310 Navajo in February, but the tiny regional is unable to achieve the traffic necessary to sustain operations. The doors are closed in August.
EXECAIRE, INC.: 10225 Ryan Ave., Dorval, Quebec H9P 1A2, Canada; Phone (514) 636-7070; Fax (514) 636-8520; Http://www. ex-ecaire. com; Year Founded 1964. Execaire is established as an FBO at Montreal Airport (YUL) in 1964 and over the next 26 years develops into the largest management and executive charter firm in Canada. During this period, the company expands physically, opening offices and departments at Toronto and Vancouver, while also serving as the Canadian authorized sales representative for Cessna Aircraft Company’s Citation series of bizjets.
A charter division is established at Mississauga Airport in 1978 to operate business and small group charters on behalf of leading North American corporations. As the nonscheduled operation grows, it employs a full complement of pilots, reservations personnel, dispatchers, and flight attendants. A total of C$20 million is invested in facilities, equipment, training, and technology
In 1990, Execaire becomes a subsidiary of Halifax-based IMP Group, Ltd. IMP is divided into four core groups that include a diverse number of businesses ranging from Can-Med Surgical Supplies (commercial group) to Holiday Inn Select Halifax (corporate group). Execaire is placed in the aviation group.
By the end of the 1990s, the fleet includes 1 British Aerospace BAe (HS) 125 Hawkers, 3 Canadair 601 Challengers, 1 Cessna 550 Citation II, 1 Learjet 35, and 1 Learjet 55 Longhorn. Another Longhorn and a Challenger are also flown from the Toronto base as part of Air 500, Ltd.
More than 70 million miles are logged in over 180,000 accident-free flights over 82 million miles in 22 years of corporate flying.
Meanwhile, the original FBO has evolved into a full-scale repair station, specializing in avionics repair and aircraft overhaul. It will provide important support for the new IMP Group Corporate division scheduled airline CanJet Airlines, Ltd., formed in the spring of 2000.
EXECJET CHARTER & MANAGEMENT CORPORATION: 115-AAirport Road, Noonan, Georgia 30263, United States; Phone (770) 936-8383; Fax (770) 254-9058; Year Founded 1989. This independent aviation concern is established in 1989 to provide executive and small group passenger charters and all-cargo freight and express flights. By 2000, the company employs 8 pilots and bases 2 Cessna 208 Caravan I freighters plus 1 each Learjet 25, Beech King Air 90, and Piper PA-31310 Navajo at Atlanta’s DeKalb-Peachtree Airport.
EXECUAIR: United States (1972-1979). Execuair is formed at Richland, Washington, in 1972 to offer scheduled commuter flights to various destinations in the state, including Seattle. Operations continue apace in 1973-1974 with a fleet of 3 Piper PA-31-310 Navajos. By 1975, enplanements are 18,040.
Airline employment doubles in 1976 to 58. The fleet is increased by the addition of two PA-31-350 Navajo Chieftains and a Learjet 24 is acquired for executive charter work. Scheduled service is inaugurated to Pasco in August. Passenger boardings skyrocket 66% to 53,058 while freight traffic is up by 50% to 3.12 million FTKs.
During 1977, the Richmond base is improved by the completion of new offices, a hangar, and maintenance facilities. Overextended, the carrier is unable to survive the oil crisis of 1979.
World History
