Privately owned Worldwide Airline Services is established at Washington, D. C. in the summer of 1992 to offer domestic and international charter and inclusive-tour flights. Revenue services begin in the fall with three leased Airbus Industrie A320-231s and by year’s end a total of 57,000 passengers are flown. Financial data is not revealed.
In 1993, a fourth A320-231 is chartered, along with one each A320-232, Boeing 757-23A, and B-757-28A.
All of this capacity helps customer bookings to skyrocket to 254,000 and there are profits: $1.13 million (operating) and $707,000 (net).
Operations continue apace in 1994 as revenues increase by 46.6% to $60.7 million. Unhappily, expenses swell 69.2% to $68.17 million, leaving an operating loss of $7.47 million and a net downturn of $7.71 million.
The fiscal losses of the previous year force the company out of business in 1995.
WORLDWIDE AIRLINES: United States (1983-1986). Worldwide is established at Chicago in early 1983 to operate domestic and international tour group charters on behalf of its owners, Carefree Vacations, one of the city’s largest tour operators.
Employing 3 Boeing 707-331Bs first operated by Trans World Airlines (TWA) , the company begins revenue flights to destinations in Europe, the Caribbean, and the southern U. S.
Nonscheduled services are maintained in 1984-1985, with enplanements in the latter year reaching 87,000. As the company’s aircraft are unable to meet government noise reduction standards, it is forced to close down while replacement aircraft are sought.
A B-727-23A is leased from Air Holland, N. V. for domestic charters for a brief period before final liquidation in 1986.
WRA, INC.: United States (1988-1992). Warren H. Wheeler organizes WRA, Inc. at Richmond, Virginia, in late 1988 to replace his bankrupt Wheeler Airlines. Part 135 certification is received from the FAA in February 1989. Small-scale operations, both scheduled and charter, are resumed with an ex-Wheeler Airlines Beech King Air 100 linking the new company base with destinations in both Virginia and North Carolina. Wheeler, himself, meanwhile, returns to USAir as a Boeing 737-3B7 captain.
Flights cease in 1992.
WRANGELL AIRWAYS: United States (1985-1989). This small Alaskan carrier is established in late 1985 to offer service to four communities near the state capital of Juneau. Employing a Cessna 207 and a Britten-Norman BN-2 Islander, it inaugurates scheduled third-level services in 1986 and transports a total of 4,702 passengers during its first full year. Enplanements for the 7-employee small regional climb 8.5% in 1987 to 5,137 as a Cessna 185 is purchased.
The company suffers a major setback when its Islander is lost in a 1988 accident. Funds will not permit replacement. Although the year’s passenger boardings have advanced to 6,500, the carrier does not survive to see its fourth birthday.
WRANGLER AVIATION: United States (1969-1991). Wrangler is established at Greensboro, North Carolina, in 1969 as the air transport division of the Blue Bell Corporation, manufacturer of Wrangler jeans and clothing. Employing 3 Canadair CL-44Ds, the company undertakes freighter flights on behalf of the manufacturer to Worcester, Massachusetts, San Juan, Santo Domingo, and New York (JFK). The FAA Part 91 operator also inaugurates charter flights to Miami and destinations in the Caribbean. Such operations continue for a decade until the carrier is upgraded to Part 121 status in 1978.
In 1981, the carrier begins scheduled all-cargo operations with the first of four Canadair CL-44Ds to be delivered over the next nine years. A total of 14.45 million FTKs are operated in 1983, a figure that drops 74% in 1984 to 8.3 million FTKs. Revenues of $11 million earned in the former year grow to $15 million in the latter. Services to Haiti begin in 1985.
In 1989, with 4 CL-44Ds on hand, flights are inaugurated to such Caribbean locales as Aguadilla and Santo Domingo.
Two additional leased CL-44Ds arrive in 1990. The company now resumes a report of its annual statistics to the DOT. Initial figures show that 877,000 FTKs are operated on the year.
In February 1991, the fleet is substantially upgraded by the addition of a Lockheed L-1011-1F freighter. Reformed, the carrier is renamed Tradewinds International Airlines in November.
WREN AIR: United States (1991-1992). Stan C. and Patricia Sue Wren found this small third-level operation at Dillingham, Alaska, in 1991. With 8 employees and a fleet of 4 Cessna 207As, they begin scheduled operations to Bethel, King Salmon, and Port Heiden. Charter and contract service flights are also made. Unable to achieve viability, the company shuts down within a year.
WRIGHT AIR SERVICES: P. O. Box 60142, Fairbanks, Alaska 99706, United States; Phone (907) 474-0502; Fax (907) 474-0375; Code 8V; Year Founded 1980. Robert P. Bursiel founds WAS at Fairbanks in 1980 to provide charter and contract service flights throughout Alaska and into northwest Canada. Nonscheduled operations continue throughout the decade with a fleet of 2 Piper PA-31-310 Navajos, 2 Cessna 207s, 1 Cessna 185, 1 Grumman G-73 Widgeon, and smaller aircraft.
Regularly scheduled passenger and cargo commuter service is inaugurated in 1986, linking the company’s base with Anaktuvuk Pass, Arctic Village, and many of the other previously nonscheduled points visited. Traffic on the new scheduled routes grows steadily in 1987-1989.
A scheduled air division is established in 1990, by which time Bur-siel’s fleet comprises 2 Cessna 207s, 1 de Havilland Canada DHC-3 Otter, and 4 Navajos.
Enplanements for the year total 6,930.
The fleet of the 17-employee small regional is increased in 1991 to 12 through the addition of 2 Helio Couriers, 1 Aero Commander 500, and 1 Cessna 206.
Passenger boardings slide to 6,791 and a total of 890,923 pounds of mail are carried.
Two additional Otters are obtained in 1992-1993 and enplanements for the latter year total 8,011.
The fleet is revised somewhat and, in 1994 includes 4 Navajos, 1 Cessna 206, 1 Helio H-295, and 1 Cessna 208 Caravan I.
Operations continue as before and passenger boardings jump 13% to 9,207. A total of 120,000 FTKs are also operated.
Although there is no change in either personnel or fleet in 1995, business continues to grow. Enplanements soar 9% to 10,025. Passenger boardings accelerate another 6% in 1996 to 10,429.
The Cessna 206 is removed in 1997 in favor of a second Caravan.
While en route from Arctic Village to Fort Yukon via several remote landing strips on August 23, the tundra tire-equipped Helio H-295 with a pilot and two passengers crashes just after takeoff from one of the intermediate stops, at a point 78 mi. N of the final destination. Although the aircraft sustains substantial damage, no one aboard is injured.
Customer bookings for the year are level at 10,479.
Service is maintained without fanfare in 1998 and passenger boardings jump 8.6% to 11,000.
Passenger boardings climb 3.6% in 1999 to 12,000.
President Bursiel employs 12 full-time and 3 part-time pilots at the beginning of 2000 to operate his fleet, which now includes 1 each Beech A36 Bonanza, PA-31-310 Navajo, C-185 Skywagon, and C-206 Sta-tionaire, 2 C-207As and H-700 Helios, 3 C-208Bs, and 3 PA-31-350 Navajo Chieftains.
For the first time, the salmon runs along the entire Yukon watershed collapse. By fall, subsistence salmon fishing must be shut down and Gov. Tony Knowles declares an emergency. In addition to the economic loss, thousands of dogs in rural bush areas, used to haul sleds and depend upon salmon as their food source, face starvation or liquidation. Something must be done to avert this disaster and a number of small airlines, coming off a bad year caused by rising fuel and insurance costs, are able to assist, while also enjoying renewed profits.
The key to the situation, in the eyes of many, is the transport of donated dog food and fish obtained by local governments and tribes as the result of press reports of the failed salmon returns. In late August and September, a massive food shipment is organized by Warbelow’s Air Ventures at Fairbanks, with support from the U. S. Postal Service and other small airlines.
Because Warbelow’s has made special arrangements with its competitors, the USPS, which will not be directly involved in distribution, agrees to allow the donated food to be classified as bypass mail, for which rock bottom postage is charged. The entire $25,000 bill will be paid by the Tanana Chiefs Conference, which also rents refrigeration to hold frozen food awaiting delivery.
Under the direction of Chief Pilot Michael Morgan, Warbelow’s, which has the only bypass mail-shipping permit in Fairbanks, runs the packages through its meter and with USPS assistance, farms out this mail for delivery. The airlines involved, including Warbelow’s Air Ventures, Frontier Flying Service, Arctic Circle Air Service, Belair, Larry’s Flying Service, Servant Air, Tanana Air Service, Tatonduk Air Service, and Wright’s, are paid a rate per pound (between 400 and $1 depending on distance), to haul the approximately 100 tons of food to villages along the Yukon, Tanana, and Koyukuk Rivers.
While operating an air taxi service from Fairbanks to a remote airstrip near Kavik on December 22, a Piper PA-31-350 with a pilot and two passengers encounters dense fog and crashes 50 mi. ESE of Deadhorse. Although the aircraft is badly damaged, only minor injuries are reported.
WRIGHT AIRLINES: United States (1966-1985). Wright Airlines is founded by Gerald Weller, the ex-sales manager of TAG Airlines, at Cleveland’s Lakefront Airport on May 25, 1966 to provide Cleveland-Cincinnati commuter service with Cessna 402s. Daily roundtrip revenue flights are inaugurated by the company (named in honor of Orville and Wilbur Wright) on June 27 via Columbus and Dayton. As the fleet is expanded to include Beech 18s and de Havilland DH 114 Herons, Pittsburgh to Cleveland shuttle service is launched on August 20, 1967.
Tyme Airlines, the former West Virginia airline now based at Columbus, is purchased and merged on March 4, 1968, followed by Air Commuter Airlines, a small Cleveland competitor, on July 3. Unhappily, despite the addition of services to Louisville, Detroit’s Metropolitan Airport, Toledo, and Huntington, West Virginia, the carrier loses money every year for each of the next 11 years.
In 1972, Wright becomes the first American regional airline to go public.
Enplanements for that first year are 31,000 and 40,000 pounds of freight are transported.
Passenger boardings skyrocket 103.2% in 1973 to 63,000. A total of 225,000 pounds of cargo are carried, a spectacular 285% increase. Fuel costs, however, bring the year’s net loss to $40,000.
Early in 1974, a rush package service is initiated. Following CAB exemption approval for the operation of the larger aircraft, the first Con-vair CV-600s are now acquired.
Recession inhibits growth and customer bookings are up 3.2% to 65,000. A total of 142,000 FTKs are operated, a drop of 37%.
Airline employment in 1975 stands at 70. Union Commerce Bank, a principal shareholder, arranges for Midwest Air Charter President Gilbert “Gibbey” Singerman’s appointment as CEO.
Customer bookings decline 10.8% to 58,000 and freight falls even further, down 41.6% to 83,000 pounds.
The number of employees is increased by 7.1% in 1976 to 75. Enplanements accelerate 6.9% to 62,000 while cargo rebounds, jumping 54.4% to 128,000 pounds.
In 1977, service is initiated to Detroit and Louisville. Enplanements climb to 74,000 and on revenues of $3.03 million, a net loss of $2,000 is suffered.
Following passage of the Airline Deregulation Act in 1978, Wright’s fortunes improve somewhat.
Traffic rises 38.4% as 119,000 passengers are carried. Revenues advance by 75% to $5.3 million. Expenses, however, jump 72% to $5.37 million. Although a $72,000 operating profit is earned, the net loss accelerates to $46,000.
The employee population in 1979 totals 136 and the fleet includes 4 CV-600s.
Enplanements climb by 31.9% to 157,000 and 140,000 FTKs are operated. Although revenues accelerate 0.6% to $5.33 million, expenses, led by fuel costs, rise 2.4% to $5.5 million, leaving the carrier with losses: $168,000 (operating) and $199,000 (net).
There are no changes in the employee population in 1980 and the carrier obtains a fifth Convair.
Fueled by recession, enplanements drop 7% to 146,000. With no figures provided, the company claims to record its first profitable year.
The following year, 1981, Wright records a 3% rise in bookings (150,621), mostly boarded in the months before the PATCO air traffic controllers’ strike and the fall’s ATC restrictions. An increase of 9.4% in cargo to 59,000 pounds is recorded, along with some profits. After long negotiations, it elects not to acquire financially troubled Air New England.
The Ohio-based carrier reports an outstanding year in 1982. Two Convair CV-640s are acquired from Worldways Canada, Ltd. in December, and join a fleet of 4 CV-600s.
Meanwhile, as passenger boardings skyrocket 48.85% to 219,594, Singerman’s 500-employee company does suffer a downturn in freight traffic, off by 12.1% to 827,356 pounds. Expenses of $16.93 million are absorbed by overall income of $17.94 million. The operating profit is up to $1.01 million and qualifies the airline to join the ranks of the nation’s “large regional” carriers. Net income totals $710,000.
The workforce grows 12.6% in 1983 to 563. Wright Airlines’ route system increases to 21 cities in 8 states in October as it absorbs the Clarksburg, West Virginia-based regional Aeromech Airlines. Flying a mixed fleet of 10 Embraer EMB-110P Bandeirantes and 10 Convair CV-600/640s, the enlarged carrier transports 402,812 passengers on the year. Unfortunately for all concerned, the marriage with Aeromech, for a variety of reasons, does not work.
Financial difficulties in the amalgamation develop almost immediately and the workforce is reduced throughout 1984 by 77.1% to 126. Still, the company is able to briefly lease, beginning on April 16, a pair of BAC 1-11-203s for six months from Air Illinois. On September 27, Wright files for Chapter XI bankruptcy and follows that with an appeal to Chapter VII. All but two of the carrier’s routes are dropped, the workforce is cut to 250, and only Cleveland-Cincinnati and Cleveland-Detroit flights continue.
Five CV-600/640s are sold and the carrier briefly operates five Shorts 360s, until they are repossessed. Passenger traffic declines 23.6% to 307,998 passengers flown. Cargo, meanwhile, booms upward a spectacular 106.9% to 4.3 million pounds.
The Cleveland to Cincinnati service is dropped on January 19, 1985. As Wright attempts reorganization and disposes of the bulk of its fleet and other resources, company officials file for DOT approval to conduct flights to and from Puerto Rico as Puerto Rico Express, while retaining the Wright name for its now-diminished operations. Little comes of the idea and in early November the last scheduled route to Chicago is suspended.
Wright is now purchased by Transystem, Inc., a New York City corporation formed expressly to buy the Cleveland-based airline. Planning to emerge from Chapter XI before giving, Marlin Schultz, who now replaces CEO Singerman as CEO, seeks to purchase a few more CV-640s, introduces low-fare charter flights between Cleveland and Detroit, and plans for operations outside the original northern Ohio region.
All operations cease in December as creditors convince the bankruptcy court to order the airline’s liquidation. The year’s customer bookings total 31,148.
World History
