An FBO based at Eureka, California, elects to inaugurate passenger and cargo charter services employing 2 Piper PA-31-350 Navajo Chieftains. Thrice-daily scheduled roundtrips are instituted to Oakland and Portland a year later.
Plans are unfulfilled to acquire a Piper T-1040 in 1983 and the company shuts its doors in early 1984.
ARCHANAAIRWAYS, LTD.: 41-AFriends Colony East, Marthura Road, New Delhi, 110065, India; Phone 91 (11) 684-2001; Fax 91 (11) 684-7762;Http://www. rediff. co. in/rediff_on_the_net/freecopy/ travel/noticeb/archana. htm; Code F5; Year Founded 1993. Formed as a subsidiary of Bhartiya Vehicles & Engineering, Ltd. at New Delhi in May 1993 to offer regional services, Managing Director A. K. Bhar-tiya’s new entrant begins service during the summer with a single Czech-made Let 401UVP Turbolet. Minority shareholding is acquired by the provincial government of Madhaya Pradesh and 3 more L-401s arrive during the fall.
C. K. S. Raje becomes managing director in 1994 and a fourth Turbo-let is ordered. The company is granted scheduled airline status by the government late in the year.
In January 1995 orders are placed with Bombardier Regional Aircraft for 2 de Havilland Canada DHC-8-200s. Two leased DHC-8-300s enter service on an interim basis to nine destinations on March 13, with the owned machines being delivered during September and October. En-planements total 29,225.
Airline employment stands at 238 in 1996 and the carrier suffers a disastrous traffic year.
While landing at Kanpu on May 18, an L-410UVP with 3 crew and 16 passengers overshoots the runway and stops against a wall. There are no fatalities.
While on approach to Bhutar following a July 11 service from Shimla, a Let L-410UVP with three crew and six passengers, crashes into a forest on the Bandi Hill, near Kanda; there are no survivors.
By December, the fleet includes only 2 Let L-401s. Passenger boardings plunge 58.7% to 18,300.
The workforce is increased a slight 0.8% in 1997 to 240. Services must be suspended until the inoperable Let can be returned to service in September.
Meanwhile, orders are placed for another L-410 and 3 Boeing 737s even as the carrier becomes a possible takeover target for fellow-independent NEPC Airlines, Ltd.
During the fall, a code-sharing agreement is signed with Indian Airlines, Ltd.
Customer bookings skyrocket 64.3% to 30,063.
Service is maintained in 1998; however, customer bookings fall another 52.7% to 14,000. The workforce is reduced by 0.8% to 238 at the beginning of 1999. Flights continue apace during the remainder of the year and into 2000.
ARCO (AEROLINEAS COLONIA, S. A.): Uruguay (19571981). The Montevideo motor coach company ONDA: Organizacion Nacional de Autobuses, S. A. forms ARCO at Montevideo on January 9, 1957, although the new air transport subsidiary is not fully activated for seven years.
In early 1964, ONDA officials decide to offer a coach-air shuttle service directly across the Rio de la Plata from Laguna de los Patos Airport at Colonia, in southwestern Uruguay, to Aeroparque Airport in Buenos Aires. This is in competition with the Short S.25 Sandringham flying boats of Aerolineas Argentinas, S. A. and CAUSA (Compania Aero-nautica Uruguaya, S. A.).
Employing three former CAUSA passenger-configured Curtiss C-46s to fly between the two capitals and GM Super Jet Coaches for the ground transport up from Montevideo to Laguna Airport (where ONDA owns and operates the tower and terminal), the company begins daily frequencies in July. Two C-46Fs are obtained in 1965.
A heavy storm damages the C-46s on the ground at Colonia in July 1966, forcing a suspension of operations until the fall. During this down time, carrier president Dr. Conrado H. Hughes obtains two second-hand C-46s and a CV-240 from the U. S.
Following the demise of CAUSA (Compania Aeronautica Uruguaya, S. A.) in 1967, the 34-employee carrier settles down to regular operation of its cross-channel service. The fleet is upgraded in the 1970s; two Convair CV-240s replace the last C-46s in 1970 and two exBar Harbor Airlines CV-600s are added, one each in 1976 and 1981.
Flights continue without incident until December 1986, when increased fuel costs and a decline in traffic force the carrier to cease operations. After the company declares bankruptcy in the spring of 1987, its Colonia-Buenos Aires passenger service is taken over by Aero Uruguay, S. A. employing a former Horizon Air Fokker Fairchild F-27A Friendship.
ARCO (AEROVIAS RAMALES COLOMBIANAS, S. A.): Colombia (1939-1941). Ex-SCADTA (La Sociedad Colombo-Alemana de Transports Aereos, S. A.) Captains Fritz Herzhauser and Hans Hoffman found ARCO at Villavicencio on October 30, 1939. Employing the Ford 8-AT Santander, the 5-AT-54 Bolivar, and two Beech 17 Staggerwings, one of which is christened General Paez, the company inaugurates a route from Villavicencio north to Arauca and Puerto Carreno on the frontier with Venezuela. Although emphasis is placed upon freight and cattle transport, border guards and security forces are also flown to outlying posts.
The Colombian government, probably under U. S. pressure against German-oriented South American interests, requires the state airline AVIANCA Colombian Airlines (Aerovias Nacionales de Colombia, S. A.) to purchase ARCO and its surviving planes on April 25, 1941.
ARCO BERMUDA, LTD.: Bermuda (1968-1971). Arco Bermuda is established in 1968 to operate nonscheduled long haul cargo charters. A single Douglas D-7C is acquired and employed to begin revenue services, which last until operations are suspended in March 1971.
ARCTIC CIRCLE AIR SERVICE: 6260 Old Airport Way, Fairbanks, Alaska, 99706, United States; Phone (907) 474-0112; Fax (907) 474-0116; Code 5F; Year Founded 1973. Established as an air taxi operation at Fairbanks in January 1973, ACAS inaugurates light-plane revenue services to Fort Yukon and to various other local bush destinations on February 1. The fleet grows during the remainder of the decade to comprise 2 Piper PA-31-350 Navajo Chieftains, 1 Brit-ten-Norman BN-2 Islander, 5 Cessna 207s, 2 Cessna 206s, and 1 Cessna 185.
In 1979 the company is purchased by the Owitchyaa Zhee Native Corporation, which also acquires Wind River Air Services and merges the two under the leadership of President Douglas A. Butler.
Airline employment in 1980 stands at 56. Scheduled passenger and cargo flights to Fort Yukon start on March 1. Late in the year, an arrangement is reached with Wien Air Alaska to provide replacement services with 2 newly acquired Embraer EMB-110 Bandeirantes.
After Wien Air Alaska files for Chapter XI bankruptcy in November 1984, ACAS appears to be unable to generate sufficient traffic to continue operations. The expected closure does not immediately occur and operations continue through 1985 until September 1986.
In 1988, the FAA proposes to cancel the airline’s operating certificate for various FAR violations, including failure to operate. Once again, the small all-cargo carrier fights back. It is purchased by new owners in 1989 and its headquarters are transferred to Bethel.
Operating authority is regained in 1990 and operations resume to village destinations surrounding the new base. The fleet in 1991 includes 2 Shorts SC-7 Skyvans and 1 Cessna 206. Freight traffic increases by 5.1% over the previous year to 3,153,000 pounds, most of which is mail.
Overweight by 324.8 pounds at takeoff on March 3, 1992, a Shorts SC-7 Skyvan suffers an in-flight cargo shift that causes the aircraft to roll right, crash, and catch fire; the freighter is destroyed and its lone pilot is killed.
President Irvin K. Terry’s operation continues apace in 1993. Airline employment stands at 29 in 1994 and the fleet now includes 3 Skyvans. Enplanements total 4,614 and 1.3 million pounds of freight are flown.
Operations continue apace in 1995, but not without cost. While landing at Chevak on March 29, a gust of air slams a Cessna 206 to the runway. The pilot is not hurt and after determining that most of the damage is confined to his tail skid, he elects to fly out of the remote airfield.
On May 25, the engine of a Cessna 206 stops just after the plane has departed Bethel for a cargo flight to a remote destination. The pilot is able to perform a safe emergency landing in a streambed in rough terrain. He walks out, but it will take five months to recover the plane.
In 1996, Arctic Circle flies not only the 2 Skyvans, but also 4 Cessna 207As, 2 C-402Cs, 2 C-208 Caravans, 1 C-206, and 1 Piper Cherokee Lance.
Just after takeoff from Nunapitchuk on a March 25, 1997 all-cargo service to Bethel, a Shorts SC-7 collides in midair with a Cessna 207A, which is also climbing away; both aircraft fall from about 800 ft. onto the surface of a frozen lake and both pilots are killed.
Flights continue in 1998-2000. During the former year, revenues of $4.8 million are generated.
ARCTIC PACIFIC: United States (1958-1959). Arctic Pacific is formed at Seattle, Washington, in the spring of 1958 to provide non-scheduled services throughout the continental U. S. Operations commence with 2 Curtiss C-46 passenger-configured Commandos, 2 Douglas DC-3s, and 1 Consolidated PBY-5A Catalina flying boat.
A C-46F that is but 1,759 pounds over its authorized weight limit and carrying 3 crew and 45 passengers, crashes while taking off from Toledo, Ohio, on October 30 (22 dead). The subsequent government investigation will also determine that the aircraft was operating with unapproved engine types. These serious safety deficiencies lead to revocation of the company’s operating certificate early in 1959.
ARCTIC TRANSPORTATION SERVICES: 5701 Silverado Way, Unit L, Anchorage, Alaska 99518, United States; Phone (907) 5622227; Fax 907) 563-8177; Http:///www. atsk. com; Code 7S; Year Founded 1996. Tracing its heritage back to the early 1950’s, Wilfred Ryan’s Ryan Air Service, previously known as Unalakleet Air Taxi, is reformed in 1996 and renamed. Under the leadership of Jack Eck-ets, the FAR Part 135 carrier continues to offer scheduled mail and cargo service throughout Alaska and into western Canada from hubs at Aniak, Bethel, Emmonak, Kotzebue, Nome, St. Mary’s, and Un-alakleet.
By 1999, ATS employs 65 people and operates a fleet of 15 Cessna 207As and C-402Cs. Late in the year, a new CASA C-212-200 Avio-car freighter is acquired. The new fleet flagship, with its 5,500-lb. payload, can fly oversized freight into the airstrips at any of the 68 villages visited.
ARCUS AIR LOGISTIC, GmbH.: Germany (1987-1995). Arcus is established at Mannheim in 1987 to provide scheduled third-level commuter services linking its base with regional domestic destinations. Flights commence and continue for two years with a single Rockwell Commander 690B. Orders are placed in late 1990 for two Dornier 228-212s.
The Dornier 228-212s arrive in December 1991 and are placed into daily service between Mannheim, Dresden, and Leipzig.
Operations continue apace in 1992-1993 and during these years Erhard Ding is managing director. He adds a pair of Cessna 421s. In January 1994, a Dornier 328-110 is ordered; it will be delivered in June. Late in the year, a Bavarian tour operator makes plans to acquire the airline and rename it Air Germanica, GmbH. When the transaction is complete in the new year, the company will withdraw from scheduled service and offer only charters.
Air Germanica, GmbH. does not survive a year and in 1996 Arcus returns to scheduled service under the name Arcus Air Luftfahrtun-ternehmen, GmbH.
ARCUS AIR LUFTFAHRTUNTERNEHMEN, GmbH.: Flugplatz Neuostheim, Mannheim, D-68163, Germany; Phone 49 (621) 496 040; Fax 49 (621) 496 048; Code ZE; Year Founded 1996. Late in 1994, a Bavarian tour operator makes plans to purchase Arcus Air Logistic, GmbH. and rename it Air Germanica, GmbH. Upon completion of the transaction on January 1, 1995, Arcus withdraws from scheduled services and offers only charters.
Air Germanica, GmbH. does not survive a year and in 1996 Arcus returns to scheduled work under this new name. Erhard Ding remains managing director and flights over previous routes are operated with a pair of Dornier 228-220s.
Service is maintained in 1997-2000, during which years the fleet is enhanced by the addition of three Fairchild Dornier 328-110s.
AREA (AEROVIAS ECUATORIANAS, S. A.): Ecuador (19491968). The two small and unprofitable rival carriers ATECA (Aero Transporte Ecuatoriana, C. A.) and Transandina Ecuatoriana, S. A. merge in 1949 to form the Guayaquil-based AREA. The initial fleet comprises the partners’ larger aircraft (3 Douglas DC-3s and 1 Curtiss C-46) and service is rationalized over their previous networks; destinations now served include Guayaquil, Quito, Tulcan, Esmeraldas, Manta, Cuenca, and Macra. The shakedown process is completed toward the end of 1950.
Two ex-Pan American Airways (PAA) Boeing 307 Stratoliners, formerly named Clipper Rainbow and Clipper Comet, are purchased from William “Bill” Conrad’s Miami-based Airline Training, Inc. in early 1951 (one receives the name Quito). With permission from the U. S. CAB, the two pressurized airliners are employed during the summer to inaugurate flights from Guayaquil to Miami via Panama.
Late in the year, the Ecuadorian government provides assistance by cancelling the cabotage rights of AVIANCA Colombian Airlines (Aerovias Nacionales de Colombia, S. A.); it also provides a shortterm, direct, $1-million loan. Another DC-3 is also added.
Unwilling to create a diplomatic incident, the government does not attempt to halt the cabotage network being run by the American carrier Pan American-Grace Airways (PANAGRA). As a result, in 19521953, the U. S. airline is able to drive AREA off of its main Quito-Guayaquil trunk route.
Having completed an all-cargo service from Miami on March 27 of the latter year, a C-46F with two crew makes a hard landing at Tocumen Airport in Panama City; although there are no fatalities, the aircraft is damaged beyond repair.
Suffering from the results of the crash as well as severe competition from PANAGRA, AREA suspends revenue operations late in 1954.
The Boeings, together with the Douglas aircraft and 6 Avro Anson Vs purchased in 1953, are withdrawn. Reimported to the U. S., the onetime Clipper Comet is sold to Leo Aimonette of Newcastle, Wyoming, on May 25, 1955. The former Clipper Rainbow is sold to Aigle Azur Extreme Orient Airlines, S. A. and is delivered to the French carrier’s Saigon base on March 19, 1957.
Following four years of inactivity, AREA returns to service in 1958. Flight 222, a DC-3 with 3 crew and 29 passengers, crashes into Mt. Illiniza, Ecuador, on April 7; there are no survivors.
In late spring 1959 a Fokker F-27A, used as prototype for the U. S.-made Fairchild model, is delivered and it is employed, beginning on July 9, to fly Guayaquil-Quito, in competition with both Pan American-Grace Airways (Panagra) and CEA (Compania Ecuatoriana de Avia-cion, S. A.). DC-3s are obtained to offer frequencies to smaller towns.
On November 7, 1960, the F-27A with 3 crew and 34 passengers crashes at the 15,000-ft. level of a dormant volcano 10 miles S. of Quito, Ecuador, during initial approach and explodes; there are no survivors.
Following the F-27 disaster, two Douglas DC-4s (one of which is named Ciudad de San Juan) are purchased from Northwest Orient Airlines as replacement in 1961.
In June 1964, three DC-7Bs are acquired from Continental Airlines and are christened Guayas, Pinincha, and Azuay. Later in the year, service to Miami, suspended in 1954, is resumed. AREA and CEA (Com-pania Ecuatorianas de Aviacion, S. A.) engage in spirited domestic competition in 1965, during which the latter spurns a merger proposal from its rival.
While taxiing at Miami on March 15, 1966, a DC-7B runs into a ditch, breaking its main spar; the plane must be written off. A de Havilland DH 106 Comet 4 is obtained in late spring from British Overseas Airways Corporation (BOAC) and is placed in service from Guayaquil to Miami via Bogota. The two displaced DC-7Bs are transferred to the Guayaquil-Quito run and the DC-3s to outlying destinations.
A DC-7B is lost in a ground accident at Miami on March 1, 1967.
New overseas routes are announced in October and plans are made to acquire a Lockheed L-100 civil Hercules freighter.
In early 1968, the company’s Comet 4 is impounded at Miami for nonpayment of fees. Leaving the British plane in American hands, AREA now leases a Convair CV-990A from Alaska Airlines and employs it to initiate service from Guayaquil to Montevideo via La Paz and Asuncion.
After a successful landing at Macuna, Ecuador, on May 16, an L-100-20 Hercules with six crew becomes stuck in deep mud; an effort is made to build a ramp under the aircraft, during which enterprise the turboprop catches fire and is destroyed. There are no fatalities.
Sustained competition with CEA (Compania Ecuatorianas de Aviacion, S. A.) and the effort to meet its aircraft costs now place a severe strain on company finances. The situation worsens, no additional CV-990A flights can be made, and AREA goes bankrupt at the end of the year.
ARGO AIR INTERNATIONAL, S. A.: Dominican Republic (1971-1991). Having obtained a permit from the U. S. CAB to operate scheduled all-freight service to Miami, Argo is founded on February 13, 1971, and inaugurates flights to Miami and several cities in the Antilles. The initial fleet comprises 3 Curtiss C-46s and 1 Douglas DC-6A. An ex-USAF C-121A is purchased late in the decade; modified to L-749A civil standard, the Constellation undertakes freight charters to various destinations around the Mediterranean.
As the result of increased fuel prices and the adverse impact of the world economic situation upon all-cargo operators, the company is forced out of the scheduled business in 1981. CEO Frank Fine’s carrier does, however, continue charter operations. The Constellation is lost in an accident off St. Thomas in October.
Other than acquisition of a replacement Constellation, there are no other changes in the fleet in 1982-1984.
During the spring of 1985, a Douglas DC-8-55NB is acquired; it had originally entered service in March 1965 as the Asama, the first combi freighter operated by Japan Air Lines Company, Ltd. (2). In December, an ex-USAF Boeing KC-97L reconfigured to civil standard, is purchased from Kolar, Inc. Flown to Miami for last minute engine changes, the giant aircraft enters commercial service in the spring of 1986.
Two more Stratocruisers join the fleet by 1989, by which year the company is offering three roundtrip cargo services per week, two to Santo Domingo and a third to Belize, where freighter services are flown on behalf of Belize International Airlines, Ltd. These operations continue apace until 1991 when the world recession drives the company from the skies altogether.
World History
