SPANISH AIR TAXIS. See SPANTAX S. A. TRANSPORTES AEREOS

SPANTAX S. A. TRANSPORTES AEREOS: Spain (1959-1988). Spanish Air Taxis is formed at Madrid on October 6, 1959. Founders Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) pilot Roldolfo (“Captain Rudi”) Bay (80% owner) and flight attendant Marta Estades (20%) become chairman/managing director and vice president, respectively. Charter and air taxi flights are provided with a fleet of British-made piston-engine aircraft, including 1 AVRO Anson, 2 Airspeed Consuls, 2 Austers, and 1 Oxford.

In April 1960, SAT is granted permission to offer passenger charters on behalf of the oil industry, employing larger aircraft. Two Douglas DC-3s are acquired and charter services begin on December 20 from Las Palmas in support of fuel resource development activities in the Spanish Sahara.

Between 1961-1962, the trade name SPANTAX is chosen and, during the latter year, the company is granted authority to operate long-haul inclusive tour services, beginning with flights to Mauritania. A trio of four-engine DC-4s is brought in and vacationers are transported from various European cities, especially those in the U. K., to the resorts in Spain’s Canary and Balearic Islands.

DC-6s and DC-7Cs join the fleet in 1963-1964 and additional African and South American destinations are added. During these years, the company also provides technical assistance for the establishment of Air Mauritanie (1) (Societe Nationale Air Mauritanie, S. A.). There are losses, however.

A chartered DC-3 with 4 crew and 28 passengers crashes near Tenerife on December 7, 1965; there are no survivors.

A DC-3 with 27 aboard ditches in the Atlantic on a Palma-Canary Island flight on September 16, 1966; all aboard are saved except one passenger, who refuses to leave his possessions on the sinking Douglas.

The first jetliner, a Convair CV-990A, is acquired from American Airlines on February 19, 1967. It enters service on April 1 between Madrid and Palma de Majorca. The addition of jet equipment forces Managing Director Bey to depart Iberia Spanish Airlines (2) (Lineas

Aereas de Espana, S. A.) permanently in order to concentrate full-time on the fortunes of his growing concern.

In 1968-1971, the fleet grows to include 5 of these Coranados (4 from AA and 1 from Modern Air Transport), 5 DC-7Cs, 2 DC-6s, 7 DC-3s, and 4 Fokker F.27s. During the former year, a swing-tail DC-6B is acquired from Sabena Belgian World Airlines, S. A. SPANTAX is now the first charter company to offer nonstop service from Scandanavia to the Canary Islands.

One CV-990A is chartered to Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) during 1969-1970. Passenger enplanements reach the one-million mark by the latter year, but not without additional tragedy.

On December 3, 1968, a CV-990A with 155 aboard explodes and bursts into flames shortly after takeoff for Munich from Los Rodeos Airport at Santa Cruz de Tenerife in the Canary Islands; there are no survivors in Spain’s worst civil aviation disaster to date.

A CV-990A with three crew and seven passengers fails its takeoff from Stockholm’s Arlanda Airport on January 5, 1970, for a ferry flight to Zurich, strikes trees, and crashes 1,800 m. from its point of lift-off (five dead).

Trasnatlantic DC-7C charters are inaugurated in 1972. Unhappily, losses also continue. A DC-3 with six crew crashes at Madrid’s Barajas Airport while on a September 30 training flight (one dead).

In poor visibility, a CV-990A with 7 crew and 148 passengers fails its initial climb away from Tenerife on a December 3 flight to Munich and crashes; there are no survivors.

With the placement into service of eight additional former Swissair, A. G. and American Airlines CV-990As in 1973-1977, SPANTAX becomes the largest operator of this Convair type in the world. During a strike of French air traffic controllers on March 5 of the former year, an Iberia Spanish Airlines (2) (Lineas Areas de Espana, S. A.) DC-9-32 and a SPANTAX CV-990 collide in midair near Nantes. The Coronado makes an emergency landing at a military airfield near Cognac, but the DC-9-32 explodes and crashes, killing all 68 aboard.

The piston-engine fleet is retired during these years, except for a single DC-6. It joins one each newly purchased de Havilland Canada DHC-6 Twin Otter and DHC-7 in operating local service flights in the Baleric and Canary Islands. The older propeller aircraft are replaced by a DC-861, two DC-8-61CFs and a DC-9-14. Transatlantic charters are turned over to the DC-8-61s, which also introduce long-haul inclusive-tour flights to Japan and Thailand. Orders are simultaneously placed for Douglas DC-10-30s.

The first wide-body DC-10-30 is placed in service over the North Atlantic on October 24, 1978. In 1979-1982, extensive charter and inclusive-tour services continue, however, an accident on September 13 of the latter year costs the carrier the Douglas wide-body, and with more competitive European oeprators moving in, much of its reputation as a reliable airline as well.

As the result of a late, aborted takeoff from Malaga for a service to New York, the DC-10-30CF with 13 crew and 381 passengers overruns the runway, crosses a highway, and slams into a railroad embankment, causing a fire to erupt. The aircraft is consumed by the flames and 50 people die.

The 834-employee company operates a fleet in 1983 comprising 3 DC-8-61s, 11 CV-990s, 3 DC-9-14s, and 2 DC-9-32s, 1 of which, under charter from GPA, serves for just 3 months.

On the year, a total of 1,194,413 passengers are flown and revenues of $87.1 million are earned.

Orderly retirement of the DC-9-14s and Coronados begins in 1984 as the fleet begins rationalization with a DC-10-10 and two B-737-200s. The latter arrive wearing a new color scheme, the first livery change in company history.

All of the DC-9s and all but one CV-990 are replaced in 1985 as a DC-10-10, a third B-737-200, and a fourth DC-8-61 join the fleet. Enplanements total 1,086,175.

The employee population in 1986 stands at 748 and the fleet includes 1 DC-10-10, 4 DC-8-61s, 3 B-737-200s, and 1 CV-990. SPANTAX, meanwhile, continues on after a series of financial reversals and a political scandal involving the assignment by Managing Director Bey of plumb positions to his relatives and friends. Following a failed effort to attract new capital, Bey loses control of his airline to the government and retires. He will die on October 1,2000, at the age of 89.

Passenger boardings jump 28.3% to 1,514,888 and freight increases 62.4% to 6.37 million FTKs.

Airline employment is increased by 9% in 1987 to 815. The final CV-990A service is operated in March, after which the Coronado, which had long formed the backbone of the fleet, is retired. The CV-990As, which gave former Managing Director Bey his title “King of the Coronados,” had become, in light of rising fuel bills and the company’s red-inked ledgers, too expensive to operate.

During the spring, the Luxembourg-based Aviation Finance Group provides new equity and management and begins to offer McDonnell Douglas MD-83s with which to replace the older equipment. The Spanish government agrees to defer payment of nine billion pesetas. Still, SPANTAX encounters significant additional financial difficulty during the year’s second half.

Through August, the last reporting date, customer bookings are off by 11.3% to 942,181 and cargo plunges downward 75% to 1.38 million FTKs.

In early 1988, a Kuwaiti investment concern expresses interest in providing cash aid; however, the move is blocked by the Spanish government. Unable to continue, Spantax shuts down and files for bankruptcy at the end of March, citing debts in excess of $80 million, and leaving travel agents to accommodate over 20,000 travelers already booked.

SPARTAN AIR LINES, LTD.: United Kingdom (1933-1935). With J. de C. Ballardie, H. H. Balfour, W. D. L. Roberts, and L. A. Strange as board members, Spartan Air Lines, Ltd., owned by the investment firm Whitehall Securities, Ltd., is registered on February 2, 1933 and is equipped with a fleet of 3 Spartan Cruisers. Chief Pilot P. Lynch-Blosse begins flying summer weekend proving flights on April 12 from London (Heston) to the Isle of Wight. A month later, on May 12, after additional pilots have been hired, the operation becomes twice daily, ending on October 2.

In association with the new Railway Air Services, Ltd. (RAA), London (Croydon)-Isle of Wight services are resumed on May 1, 1934 with a new Spartan Cruiser II christened Faithful City. Cooperation with the railway enterprise is designed to counter operations in the same area by Portsmouth, Southsea and Isle of Wight Aviation, Ltd. Another competitive move is equalization of fares with PS&IOW on June 26. The Isle of Wight-London service is rerouted on October 1.

A total of 6,800 passengers are carried on the year.

The London airport terminus is switched on April 14, 1935 from Croydon to Heston. Thrice-daily London (Heston)-Sandown summer services are initiated on June 1. On September 30, the airline is one of three Whitehall Securities-controlled carriers merged to form Allied British Airways, which will become British Airways, Ltd. (1) on October 29.

SPECIAL CARGO AIR LINES (SPETSIALNIE GRUZOVIE AVI-ALINII): Proizvbodstvennaya Str 6, Moscow, 119619, Russia; Phone 7 (095) 435-5983; Fax 7 (095) 435-8037; Code C7; Year Founded 1993. SCAS is established at Moscow in 1993 to fly ad hoc all-cargo charters to destinations in the CIS, Africa, and Europe. Igor M. Lebedev is general director and he begins revenue services with 1 Antonov An-26 and 2 Mil Mi-8 helicopters.

Operations continue in 1994-1997, during which years the fleet is increased by 1 An-26, 5 An-12s, 4 An-2s, 3 Mi-8/17s, and 3 Kamov Ka-26s.

The Russian currency crisis of 1998-1999 has a severe impact upon the company’s cargo business, forcing a fixed-wing fleet reduction to just 1 each An-12, An-26, and An-26B. Emphasis is now placed on helicopter support services.

SPECIALIZED TRANSPORT INTERNATIONAL: 1383 General Aviation Drive, Melbourne, Florida 32933, United States; Phone (407) 235-0209; Fax (407) 235-0039; Year Founded 1992. Marc Otra-mare establishes STI at Melbourne, Florida, in 1992 to operate FAR Part 135 all-cargo services to destinations in South Florida and the Caribbean. Revenue flights commence with three CASA C-212 Avio-cars and by 2000, the workforce includes seven full-time and two parttime staff.

SPECTRUM AIRLINES: United States (1988-1990). Spectrum Airlines is established at New Bedford, Massachusetts, in 1988 to offer scheduled passenger and cargo services to Hyannis, Nantucket, and Martha’s Vineyard. Daily Piper PA-31-310 Navajo roundtrips are inaugurated and are maintained until recession forces the company into bankruptcy in 1990.

SPERNAK AIRWAYS: 1707 Merrill Field Dr., Anchorage, Alaska 99510, United States; Phone 907 272-9475; Fax 907 272-0993; Year Founded 1955. One of the longest-surviving nonscheduled operators in the Alaska, Spernak is established at Anchorage in 1955 to offer charter and flight-seeing flights to local and bush destinations. In 2000, owner Mike Spernak employs 6 full-time and 2 part-time pilots to operate his fleet of 4 Cessna 207A Skywagons and 1 each C-172 Skyhawk and C-182 Skylane.

SPETSIALZIROV AIR: 55 Soviet Army Street, Magnitogorsk, 455037, Russia; Year Founded 1996. SA is set up in 1995 to offer domestic and regional passenger charters. Revenue flights begin, and continue, with 2 Antonov An-24, 3 An-2s, 1 An-26, and 1 Ilyushin Il-18.

SPIRIT AIR (PTY.), LTD.: Australia (1989-1990). A subsidiary of Charter Cruise (Pty.), Ltd., Spirit Air is started in 1989 to offer third-level flights in Queensland during the domestic airline pilots’ strike. Operations are undertaken with a Fokker F.27 leased from East-West Airlines (Pty.), Ltd. Recession and a return to normalcy by the larger carriers forces this operator out of business in late 1990.

SPIRIT AIRLINES: 2800 Executive Way, Miramar, Florida 33025, United States; Phone (954) 447-7965; Fax (954) 447-7979; Http://www. spiritair. com; Code NK; Year Founded 1992. Following the collapse of Midway Airlines (1), Charter One, which is unable to find reliable jet carriers for its charters to Atlantic City, is reformed in May 1992 and is transferred to Detroit Metropolitan Airport (DTT) where it is renamed Spirit Airlines. Founder and principal owner Edward “Ned” Homfeld remains chairman/president/CEO. He oversees the launch of domestic, nonscheduled, FAR Part 121 flights on June 1 with 120 employees and 1 owned Douglas DC-9-31, plus 3 leased DC-9-32s. The purchased aircraft, which has been acquired “for a song” at a time when the second-hand aircraft market is depressed, allows for the retirement of the Convairs.

A total of 149,000 passengers are flown to Philadelphia, Atlantic City, and Boston and revenues of $6.3 million are generated. Although startup expenses cause an operating loss of $2.2 million, a net profit of $846,202 is earned.

Airline employment totals 170 in 1993. In August, DC-9-30 service begins from Detroi (DTT) and Atlantic City to four Florida cities: Fort Lauderdale, Fort Myers, Orlando, and Tampa.

Passenger boardings skyrocket 91.3% to 285,000. Start-up costs continue to hurt and losses are taken: $3.48 million (operating) and $50,000 (net).

The workforce is increased by 72.7% in 1994 to 323. Two chartered DC-9-31s join the fleet in January, allowing the company to initiate a major expansion of service on February 4. On this day, new flights commence to Fort Myers, Orlando, Tampa, West Palm Beach, and Fort Lauderdale and the first international routes are opened from Detroit to Nassau and Freeport in the Bahamas.

A third leased DC-9-31 arrives at Christmastime.

Customer bookings increase 54.4% to 440,000 and revenues jump 122.7% to $35.1 million. Expenses leap up only 73.1% to $33.3 million, allowing an operating gain of $1.8 million and a net profit of $1.76 million.

Airline employment grows by 36.8% in 1995 to 439. During late spring, flights are also started from Detroit (DET). At the same time, a large hangar at Detroit Metropolitan Airport is purchased from Delta Air Lines. The low-cost charter company begins negotiations aimed at a buyout by Cincinnati-based Comair, a “Delta Connection” airline.

The Michigan-based charter company enplanes a total of 626,314 passengers and achieves operating income of $56.1 million. Costs are $51.73 million and profits are recorded: $4.36 million (operating) and $2.71 million (net). The latter figures are later rewritten to read $4.46 million and $2.68 million, respectively.

The workforce is increased another 2.5% in 1996 to 450. The owned fleet includes 2 DC-9-32s and 1 DC-9-21; in addition, 3 DC-9-32s and 4 DC-9-31s are operated under charter.

On April 1, a $20-million arrangement is concluded with Comair; under terms of the arrangement, the Cincinnati-based airline will operate its nonunionized prize as its seventh subsidiary. The acquisition must be approved by the Justice and Transportation Departments before it can take effect. Four chartered DC-9-40s scheduled for delivery in June will be taken by Comair and subleased back to Spirit.

Company growth slows following the May 11 crash of the Valujet Airlines DC-9 in Florida. Passengers, scared of discount carriers, shy away. Chairman Homfeld and his publicity staff send customers several hundred thousand postcards explaining what the airline does to ensure the safety of its aircraft.

The talks with Comair are terminated in June before the DC-9s are delivered. It is later suggested that the Cincinnati-based regional was concerned that it not be saddled with a fiscally dead company.

Spirit continues flying during the remainder of the crisis year, making roundtrip flights from Detroit, Boston, and Cleveland to Atlantic City, Tampa, Orlando, Fort Lauderdale, Fort Myers, and Tampa. It also takes advantage of an opportunity geared to the golf market by introducing service to Myrtle Beach from Detroit (DTT).

During the fourth quarter, the airline undertakes its first advertising campaign. The $2-million push, handled by Birmingham, Michigan-based Victor Associates, will explain Spirit’s low-fare, leisure-travel for a year on television and radio, in magazines, and handouts.

Passenger boardings accelerate 10.6% to 750,000 and operating income shoots up 17% to $62.74 million. Costs are up 34.7% to $66.16 million, leaving a $3.42-million operating loss. A net $4.81 million loss is suffered.

The leased fleet in 1997 includes 3 DC-9-31s and 4 DC-9-32s. Service is inaugurated at the end of May from Detroit to Bermuda via Atlantic City.

Some $5 million in debt, Sun Jet International Airlines, the Largo, Florida-based discount air career, grounds its planes on June 18, lays off most of its 145 employees, and prepares to file for Chapter XI protection the following Monday. Its passengers are switched to flights by Spirit, including those operated as Myrtle Beach Jet Express.

On June 19, Spirit begins flying Sun Jet routes from Newark to Fort Lauderdale, St. Petersburg, and Orlando and to Myrtle Beach from Detroit, Cleveland, and Chicago. Sun Jet will emerge from Chapter XI early the following year.

On October 2, nonstop daily service is inaugurated between New York (JFK) and Myrtle Beach. Toward the end of the year, one DC-9-32 is dedicated to Atlantic City charters while another is leased to the U. S. Marshal Service, which employs it to return illegal aliens from Oklahoma City to Mexico.

Customer bookings increase 45.7% to 1,093,000. Operating revenues jump 29% to $80.96 million, while expenses rise 19.5% to $79.14 million. The previous year’s operating loss becomes a $1.81-million gain, while an $895,000 net profit is celebrated.

Flights are added on February 12, 1998, from Newark to Chicago (MDW), Cleveland, and Myrtle Beach; two days later, Newark to Orlando nonstops commence, five times a week.

While taxiing to the gate after landing at Tampa on July 19 following a service from Detroit, a DC-9-32 with 6 crew and 164 passengers brakes suddenly; one flight attendant is seriously injured.

To assist it in its growth pattern into the South, the company in midAugust adds a McDonnell Douglas MD-82 to its DC-9 fleet.

Opportunity for additional income presents itself late in the month as negotiations between Northwest Airlines and its pilots lurch toward a strike. Consequently, the two DC-9-31s leased out at the end of the previous year are recalled. The Detroit Free Press reports on August 26 that calls to the airline’s reservation desk have skyrocketed to 14,000 to 15,000 daily as travelers seek an alternative to Northwest, the Detroit hub’s major carrier.

Beginning on August 29, the day of the Northwest strike, Spirit, employing the two DC-9-31s and the MD-82 flown by management crews, adds additional frequencies from Newark to Fort Lauderdale, Fort Myers, and Tampa. It also expands its Orlando service to daily.

These services are maintained following the end of the job action and help the company to achieve the best performance in the airline’s history.

During the fall, Spirit begins to offer tickets directly through the various major reservations systems.

Enplanements for the year balloon 79.1% to 1,420,976 and the overall load factor of 76.4% is the highest in the U. S. airline industry. Revenues for the 450-employee concern surge 61% to $130.56 million, while expenses are up 55% to $122.86 million. Operating gain climbs to $7.69 million, while the net profit increases to $6.63 million.

Spirit begins daily nonstop roundtrips on February 5, 1999, from New York (LGA) and Islip, Long Island, to Fort Lauderdale.

Low-cost golf packages are introduced for the winter season on February 8. One is operated from New York (LGA) to Myrtle Beach while the second is operated to Orlando, Tampa/Sarasota, West Palm Beach, Fort Lauderdale, or Fort Myers/Naples from either Atlantic City or Detroit.

It is reported on February 9, that Spirit will purchase two gates at Detroit (DTT) in July; the gates will initially comprise temporary facilities at the smaller terminal not employed by Northwest Airlines.

A second daily roundtrip service is introduced on February 26 from New York (LGA) to Myrtle Beach.

Daily roundtrips commence on March 4 between Newark and Orlando as the carrier introduces an MD-87 first flown by Midway Airlines (1). Also during the first quarter, Sun Jet International Airlines resumes operations under its new name, Southeast Airlines (6).

Under an arrangement with officials in Florida, the company, in April, begins to move its administrative and computerized reservations functions to Miramar, near Fort Lauderdale. The existing reservations center and maintenance facility will, however, be maintained for two years as new facilities are constructed.

Also in April, arrangements are completed with GE Capital Aviation Services for the purchase of four MD-82s that the lessor has recently acquired from China Eastern Airlines Company, Ltd. Plans are made to retire four DC-9-32s.

On June 1, daily late-night roundtrip flights are inaugurated between Detroit and Los Angeles (LAX). The service is designed primarily to increase aircraft utilization of paid-up planes.

The move into the company’s new 56,000-sq.-ft., state-of-the-art Miramar headquarters building is completed in November.

Customer bookings increase 67% to 2,372,000, while 212,000 FTKs are also operated. Revenues surge 73.9% to $227.09 million, while expenses skyrocket 88.9% to $232.14 million. The previous year’s profits are turned into losses: $5.04 million (operating) and $9.97 million (net).

Airline employment at the beginning of 2000 stands at 1,884, a giant 57.5% increase over the previous 12 months. To celebrate the 10th anniversary of what is now the largest privately owned airline in the U. S., an MD-83 is painted in a bright yellow-red-lavender-green carnival-style color scheme.

Screaming that they are practicing “black magic,” 20-year-old Californian Tareq Kakish assaults the flight crew of Flight 714, an MD-80 en route from Los Angeles to Detroit (DTT) on February 25. The aircraft diverts to Denver where the subdued young man is turned over to police and charged with unlawful interference.

Spirit files a suit in federal court at Detroit on March 29 charging that Northwest Airlines forced it to abandon its new flights from Detroit (DTT) to Philadelphia and Boston shortly after their initiation by matching the routes fares and adding more flights. It also alleges that the Minneapolis-based major prevented it from acquiring gates at Detroit (DTT).

Daily roundtrip MD-80 service is inaugurated from Newark to Tampa on May 9. Twice-weekly MD-80 return charters are inaugurated on May 29 from Austin to Las Vegas.

A third daily return service is offered from Orlando to Atlantic City on June 15, the same day a new MD-80 roundtrip is launched from Orlando to Newark.

On June 29, it is announced that the carrier will boost frequencies out of New York (LGA) on September 5, adding two new daily roundtrips to Fort Lauderdale and Orlando and one daily return service to Detroit (DTT), Fort Myers, Myrtle Beach, Tampa, and West Palm Beach.

On July 12, a deal is struck to charter a pair of former Sun Air (Pty.), Ltd. MD-81s from Safair (Pty.), Ltd. for delivery before Christmas. Two days later, two MD-83s chartered from Aero Lloyd Flugreisen, GmbH. & Co. are returned.

Following a rousing Democratic National Convention, a DC-9-31 is rolled out on August 29 wearing “Gore/Leiberman 2000” titles. The aircraft will be employed by Vice President Al Gore and Sen. Joseph Leiberman for the fall presidential campaign. The Republican Party is employing a Miami Air International aircraft.

Frequencies from New York (LGA) to Florida are doubled on September 5 with the addition of new daily roundtrips to Fort Myers, Tampa, and West Palm Beach and twice-daily return flights to Orlando. The official 10th birthday is celebrated company-wide the next day.

New daily roundtrips commence on October 5 from Chicago (ORD) to Fort Myers, Fort Lauderdale, and Orlando. Twice-daily DC-9 return service is inaugurated on October 26 from Washington, D. C. (DCA) to Fort Lauderdale and Melbourne.

On November 4, the company’s flight attendants vote to be represented by the Association of Flight Attendants.

Flight 600, an MD-80 en route from Fort Lauderdale to New York (LGA) on November 18, is forced to return to its point of origin just after takeoff due to a bomb threat called in to the airport. Just after takeoff from Washington, D. C. (DCA) for Fort Lauderdale on November 24, Flight 139, a fully loaded DC-9-31, suffers severe nosegear vibration. The plane returns to its point of origin and makes a safe landing, with no injuries reported. Unhappily, the brakes of the Douglas freeze up on the runway; it will require maintenance personnel in excess of three hours to physically remove the brakes before the plane can be towed away.

On November 28, the airline announces that it will launch daily nonstop MD-87 roundtrips on February 8 between Newark and Melbourne.

As the result of a spring law allowing an increase in traffic, New York (LGA) has, by early December, added more than 200 new daily flights and requests have been made that will increase the daily total by almost 600. In an effort to handle an increase certain to exacerbate existing delays and congestion, the FAA and the Port Authority of New York and New Jersey begin coordinating planning while imposing a September moratorium on new La Guardia flights. On December 4, the FAA holds an action to distribute the available takeoff and landing slots. Each carrier serving the airport draws a certain number, with each then choosing lots for first choice of times for those slots. Spirit receives 12 of the new positions

A second daily roundtrip is added to the schedule between Fort Myers and Chicago (ORD) on December 17. On December 22, a third daily return flight is started between Detroit and Fort Myers.

Citing weather delays and pilot scheduling, Spirit, on December 30, dramatically cuts its scheduled flights from Detroit (DTT). Several hundred travelers are stranded and it will be several days into 2001 before it can accommodate ticket holders on other flights. At the same time, 10 arrivals and departures must be cancelled from New York (LGA) and 5 each from Newark. Some passengers are stranded for up to three days.

Overall passenger boardings during these 12 months increase 29.5% to 3,221,000 while cargo traffic skyrockets by 115.86% to 457,000 FTKs.

SPIRIT AVIATION: 16233 Van Owen St., Hangar 1, Van Nuys, California 91406, United States; Phone (818) 989-9642; Fax (818) 7859585; Year Founded 1983. A fleet management concern, Spirit is established at Van Nuys in 1983 to oversee business fleets and to provide executive and small group passenger charters throughout the U. S., Canada, and Mexico. The company prospers and over the next 14 years, also establishes a base at Santa Ana, California.

In 2000, Roxanne Suntken manages charter flight sales and observes the work of 10 pilots as they operate a large fleet of bizjets. At Van Nuys, these include 2 each IAI-1124 Westwind Is, Learjet 60s, Learjet 25Bs, 4 Beech Super King Air 200s, and 1 each King Air 90, Cessna 425 Conquest, and C-441 Conquest II. Simultaneously, a Learjet 35A Century III and Super King Air 200 are operated from John Wayne-Orange County Airport.

SPIRIT HELICOPTERS: United States (1982-1984). Spirit is established in the summer of 1982 to attempt to make scheduled helicopter services in the San Francisco Bay area a success. Employing 3 Bell 206B JetRangers, the company inaugurates high-frequency revenue flights in September linking Oakland, the China Basin Heliport in downtown San Francisco, and San Francisco.

Operating costs in a recession conspire to finish yet another scheduled rotary-wing airline, as the company goes out of business in 1984.