Hubbry Logo
Independent AirIndependent AirMain
Open search
Independent Air
Community hub
Independent Air
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Contribute something
Independent Air
Independent Air
Independent Air
View on Wikipedia
from Wikipedia
Independent Air Boeing 707-331B

Key Information

Independent Air was an airline based in the United States, that was founded in 1970.[1] The airline ceased operations in 1990.

History

[edit]

Independent Air originated with Atlanta Skylarks, a travel club that was based in Atlanta. The travel club was organized through Skylarks Enterprises, Inc., a managing company that was founded in 1966 and initially operated all flights for the travel club with a single Douglas DC-7. In 1970, Independent Air Inc. was formed and purchased all of the outstanding stock of Skylarks Enterprises Inc. and the DC-7. Until 1981, Independent Air continued the relationship with Skylarks, managed the travel club and dry-leased its aircraft to it on an exclusive basis.[1] Atlanta Skylarks and Independent Air were founded by Harry R. Maugans and James H. Vason.[1]

In 1981, Independent Air requested and was issued Part 125 operating authority, acquired a second Boeing 720 and began employing its own flight crews. With the new operating authority and expanded capacity, Independent Air provided air transportation not only for Skylark but also for other private charterers. They included casino hotels, companies sponsoring employee incentive trips or participating in conventions and religious and athletic organizations. In 1983, Independent Air was granted to engage in charter air transportation.[2]

The company purchased two Boeing 707s (N7232X and N7231T) from Trans World Airlines. The company's permission to operate these aircraft was withdrawn in 1984 following new noise regulations. The company was exempted from the permission withdrawal following a successful lawsuit. In 1985, the aircraft were fitted with hush kits, allowing the aircraft to meet Stage 3 noise levels.

In 1985, the company and its subsidiaries were taken over by Alvin L. Pittman and Orien L. Dickerson, who were previously employed by Capitol Air. Pittman, Dickerson and two silent partners formed a parent company, Independent Air Holdings Company Inc., in April 1985 for the purpose of acquiring Independent Air Inc. from Maugans and Vason for $213,590. The new owners then completed a public offering of 46% of the company's stock and netted about $2,8 million. The owners retained 54% of the stock. The fresh working capital was needed to modify a Boeing 707 to meet federal engine noise regulations as well as to buy a second airplane, a Boeing 727-100.[3] The company changed its headquarters from Hapeville, Georgia to Smyrna, Tennessee in 1986.[4]

Following the crash of Independent Air Flight 1851 in 1989, Independent Air received bad press in Italian newspapers, primarily about the age of its aircraft. Also, some passengers who boarded one of its earlier flights into the Dominican Republic and Jamaica complained about the state of its aircraft and the interior citing faulty air-conditioning and broken seat(back)s. Two days after the crash, the Italian minister for transport, Giorgio Santuz, banned Independent Air from the Italian skies. Azores Express terminated the contract for the flights between Ponta Delgada and Boston by the end of February.

Fallout from the Azores accident led to contracts with tour operators being canceled and flights were suspended in November 1990.[5]

Destinations

[edit]

The airline operated for the travel club, operated holiday charters for tour operators and flew charters for the US military. In 1988 and 1989 the company operated routes between Florida and Jamaica, also dubbed the "Jamaica Shuttle". At the time of the crash of Independent Air Flight 1851, the company was operating flights between Boston and Ponta Delgada (for Azores Express), from Montego Bay to Fort Lauderdale, Denver and Milan/Malpensa and from Bergamo to Punta Cana and Puerto Plata. By 1990, Independent Air was planning to start scheduled flights between New York and Puerto Rico but those plans were not realized.[5]

Destinations included:

Incidents and accidents

[edit]

On 8 February 1989, Independent Air Flight 1851 crashed on approach to Santa Maria island in the Azores, Portugal, killing all 144 people on board in Portugal’s deadliest aviation accident.[6]

Controversies

[edit]

During 1990, Orien Dickerson, then Vice-President of the company, was penalised by the United States Department of Transportation because he withdrew funds from escrow accounts for charter flights that still had to be carried out. In the charter airline business, it is common practice that prepayments from customers (e.g. travel agencies) to airlines are put on an escrow account until the flight is operated. This reduces the risk for the travel agency that the flight cannot be carried out due to insufficient funds. Orien Dickerson was fined in 1992 for $20,000. In addition, he was ordered to refrain from gainful involvement with air carriers, travel agencies or public charter companies for 18 months.[7]

Fleet and livery

[edit]

Independent Air operated the following aircraft during its existence:

Independent Air first aircraft was a DC-7B (N4889C), that was taken over from Skylarks Enterprises Inc.[citation needed] In 1970, the DC-7 was replaced by a Boeing 720-022 (N7228U) later accompanied by N7229L in 1981.[8] In 1976, Atlanta Skylarks purchased two Sud SE-210 Caravelle VI-R aircraft (N555SL and N777VV) from Transavia.[8] After the name change from Atlanta Skylarks to Independent Air, the company acquired two Boeing 707-331Bs from TWA (N7232X and N7231T). Initially, the company was not granted permission to use the 707s in the US since their engines were not fitted with hush kits. In 1986, Independent Air added a Boeing 727-100 (N154FN) to their fleet but this aircraft was returned to the lessor before the end of that year. Independent Air also leased a Boeing 707 from Skystar International (N728Q) in 1987. The fleet's mainstays (N7231T and N7232X) were sold to International Air Leases Inc. in 1988 and leased back. The Boeing 707 N7231T that was lost in the Azores was replaced in 1989 by a 707 from Denver Ports of Call (N457PC). Both aircraft were returned to International Air Leases in 1990, when Independent Air ceased operations.

Independent Air used different liveries on its aircraft and sometimes creatively used previous liveries of aircraft it leased or purchased. All of its liveries featured a white globe pictured in a blue frame with a red bird encircling the globe. In 1987, Independent Air applied a common and fresh livery to all of its aircraft until its demise in 1990.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Independent Air

View on Grokipedia
from Grokipedia
Independent Air, Inc. was a small American charter airline headquartered at Smyrna Airport in , that operated from 1970 until ceasing operations in November 1990. The company specialized in unscheduled passenger and cargo flights, primarily serving tour operators transporting vacationers to destinations in the and , as well as contracted services for the U.S. military. It maintained a modest fleet consisting of two aging 707 jetliners, which were leased and had accumulated extensive flight hours by the late 1980s. Independent Air's operations were characterized by its role in the low-cost charter market, often carrying groups of tourists on behalf of third-party operators rather than selling tickets directly to passengers. The airline's aircraft, including the involved in its most infamous incident (registration N7231T), were originally built in the for major carriers like before being repurposed for charter work. By the time of its closure, Independent Air had navigated the challenges of in the U.S. industry but struggled with costs and scrutiny following high-profile incidents. The airline is best remembered for the catastrophic crash of Flight 1851 on February 8, 1989, which remains the deadliest disaster in Portuguese history. En route from , , to in the with a refueling stop at Santa Maria Airport in the , the Boeing 707 descended prematurely into Pico Alto mountain amid poor weather and miscommunications with . The accident, which killed all 137 passengers (mostly Italian tourists) and 7 American crew members, was attributed to , including failure to adhere to minimum safe altitude procedures and incorrect altimeter settings, as detailed in the official investigation report. This tragedy highlighted ongoing issues with language barriers in international and contributed to the airline's eventual shutdown the following year.

History

Founding and Early Development

Independent Air Inc. was established in 1970 through the acquisition of Skylarks Enterprises Inc., the entity behind the Skylarks Travel Club, a Georgia-based operator founded in 1966. Based in , Georgia, the airline initially functioned as a non-scheduled carrier, providing exclusive services for the club's members focused on leisure and vacation travel for groups and tour organizations. From its inception, operations were restricted to serving the Skylarks Club under a specialized certificate of authority issued by the , limiting activities to public flights for this bona fide vacation travel entity. In its formative years, Independent Air relied on a modest fleet of propeller-driven , including the Douglas DC-7B acquired from its predecessor, to conduct these operations. This type supported short-haul and regional leisure routes, emphasizing affordable group travel to popular vacation destinations. The focus remained on building a niche in organized tour , with the airline evolving from the club's model while maintaining its headquarters as the operational hub. A significant regulatory advancement occurred in 1981 when Independent Air secured Part 125 operating authority from the , which permitted expanded use of larger aircraft for charter services and marked the transition toward jet-equipped operations in the early .

Expansion and Management Changes

In the early , Independent Air shifted its operations toward long-haul jet charters by acquiring 707 aircraft, beginning with one 707-331B in 1983 and adding a second in early 1984. This marked a transition from its earlier aircraft like the 720s purchased in the . The new jets enabled the airline to expand into international charter services, including transatlantic routes for tour operators and U.S. military contracts. To comply with evolving FAA noise regulations, Independent Air installed hush kits on its 707 fleet by late 1984, supporting its growing charter operations amid increased demand in the mid-1980s. These modifications allowed the airline to maintain its two-jet fleet for peak activities, such as unscheduled military flights and tourist packages, while petitioning for exemptions from certain operational restrictions. By this period, the carrier had achieved broader authority for scheduled services beyond its initial club-based model, reflecting operational restructuring. In 1986, Independent Air relocated its headquarters from Atlanta, Georgia, to , to better accommodate expanded charter activities at the local airport facilities. This move aligned with management efforts to streamline international operations, including FAA-assigned oversight starting in 1987 to ensure compliance during its growth phase. At its mid-1980s peak, the airline operated two Boeing 707s primarily for tour operator traffic and military charters, capitalizing on deregulation-era opportunities in the supplemental air carrier sector.

Decline and Cessation of Operations

Following the aviation incident, Independent Air encountered mounting operational challenges, including financial strains from the high maintenance costs associated with its aging Boeing 707 fleet. The incident contributed to the decline by prompting the cancellation of key contracts with tour operators and travel clubs, which drastically reduced revenue streams. In the late 1980s U.S. charter airline market, deregulation since 1978 had intensified competition, as major scheduled carriers encroached on charter services traditionally served by independents, while the overall industry recorded cumulative losses of $10 billion in domestic passenger operations from 1979 to 1989 due to rising fuel prices and market saturation. Smaller charter operators like Independent Air, reliant on leased wide-body aircraft for ad-hoc flights to North America, the Caribbean, and Europe, faced regulatory pressures to meet evolving safety and economic standards amid this turbulent environment. Independent Air ceased all flight operations in November 1990, returning its leased 707 aircraft to International Air Leases as part of the wind-down process. The company's dissolution followed, involving the liquidation of remaining assets and the surrender of its FAA air carrier certificate to conclude administrative obligations.

Operations

Charter Services and Business Model

Independent Air operated as a supplemental carrier, certified under FAA regulations for non-scheduled operations, specializing in ad-hoc flights for clubs such as the Atlanta Skylarks, tour operators, and U.S. . The airline's model emphasized flexible, on-demand services across , the , and select European routes, utilizing older 707 aircraft to keep costs low while serving group needs. A key component of its offerings was the "Jamaica Shuttle," a regular but unscheduled service providing twice-weekly nonstop flights from Fort Lauderdale to , , launched in July 1988 to cater to leisure tourists seeking affordable short escapes. This initiative targeted high-volume tourist traffic, often in partnership with Jamaican tourism officials to promote package deals for visitors already in . The business model relied on revenue streams from group bookings, prioritizing low-cost transport for large cohorts over premium amenities, which enabled competitive pricing for mass tourism. Independent Air forged partnerships with European and Caribbean tour companies, transporting primarily Italian and American passengers on charters to vacation destinations like the Dominican Republic and Jamaica. For instance, many flights carried Italian vacationers from Milan and Bergamo to Caribbean resorts, underscoring the carrier's role in facilitating international leisure group travel.

Destinations and Routes

Independent Air specialized in charter operations that emphasized transatlantic crossings and connections, serving tour operators and providing flexible routing to meet varying demands. The airline's services extended to both commercial passengers and , with flights supporting movements to domestic bases and overseas deployments. A key transatlantic route operated by Independent Air involved flights from , , to in the , typically including a refueling stop at Santa Maria Airport in the , , to accommodate the long-haul distance. This route catered to European tourists seeking beach destinations and exemplified the airline's focus on inclusive-tour charters. In , Independent Air maintained regular charter services from Miami, Florida to , , facilitating leisure travel to popular island resorts. charters formed a significant portion of Independent Air's operations, transporting U.S. forces to various bases including those in the continental and international sites, though specific destinations varied by contract and deployment needs. Seasonal adjustments influenced the airline's routing, with increased frequency to hotspots during winter months to align with peak tourist demand for sun-and-beach packages.

Fleet

Aircraft Types and Acquisitions

Independent Air began its operations with a single Douglas DC-7B propeller airliner, registration N4889C, acquired in the mid-1960s as part of its origins with the Skylarks Travel Club, which it succeeded in 1986. This aircraft was utilized primarily for short-haul charter flights, accommodating up to 95 passengers in a piston-engine configuration suited to regional tours and travel. In the , the airline transitioned to jet operations by acquiring two 720s, marking a shift toward more efficient medium-range capabilities. These four-engine jets, including examples like N7229L, were employed for expanded charter services, offering improved speed and reliability over the DC-7B while supporting routes up to approximately 3,000 nautical miles. The core of Independent Air's fleet from the mid-1980s consisted of two 707-331B , part of the -300 series, with one purchased in 1983 and the other in early 1984; these were equipped with hush kits on their engines to comply with emerging noise regulations for international operations. Specific registrations included N7231T, which supported long-haul charters across transatlantic and contract routes. The 707s provided seating for up to 189 passengers and formed the backbone of the airline's expanded services. Later in the decade, Independent Air added one 727-100, registration N154FN, to handle shorter regional routes and supplement its jet fleet for more flexible deployments. This , with capacity for around 125 passengers, was integrated into operations by the late . The airline's inventory peaked at four to five during this period, reflecting its growth in and supplemental air carrier activities before returning some jets in 1990.

Livery and Branding

The standard of Independent Air consisted of a predominantly white accented by "Independent Air" titling in blue and red lettering running along the side of the . The tail fin featured a geometric emblem adapted from prior operators, providing a distinctive visual identifier for the carrier's 707 fleet. In its early years operating as the Atlanta Skylarks Travel Club, the branding incorporated green accents on such as the DC-7 and Caravelle, reflecting a more colorful, club-oriented aesthetic. This evolved into a simpler, jet-era scheme by the mid-1980s with the introduction of leased 707s, emphasizing clean lines and minimal accents to suit the 's focus on efficient operations. Branding elements, including a with travel motifs like stylized horizons and routes, were prominently used in tour club promotions and materials to highlight affordable charter vacations to destinations in the and . These designs reinforced Independent Air's identity as an accessible alternative to major carriers, often appearing in brochures and posters for group packages. The was consistently maintained on leased aircraft, even following modifications such as the installation of hush kits on the JT3D engines of the 707s to comply with noise regulations. This ensured a visual presence across the fleet despite the aircraft's varied histories from previous operators like .

Incidents and Controversies

Aviation Incidents

Independent Air operated without any major aviation incidents prior to , maintaining a clean safety record according to assessments at the time. The airline's sole fatal accident occurred on , , involving Flight 1851, a chartered 707-331B registered as N7231T, en route from Bergamo-Orio al Serio in to Punta Cana in the with a technical stop at Santa Maria in the , . The flight carried 144 people, including 137 passengers—primarily Italian tourists—and 7 crew members. During the approach to Santa Maria in poor weather conditions, including clouds and heavy turbulence, the crew experienced miscommunications with . The aircraft was cleared to descend to 3,000 feet, the minimum sector altitude, but the pilots descended to approximately 2,000 feet without conducting a proper approach briefing or adhering to standard procedures. Compounding the error, the crew used an incorrect (QNH of 1027 hPa instead of the actual 1018 hPa provided by the tower), leading to a significant altitude miscalculation. The (GPWS) activated with "whoop whoop, pull up" alerts for seven seconds, but the crew did not respond effectively due to poor discipline. This resulted in a (CFIT) when the 707 struck Pico Alto mountain at 1,795 feet above mean , about 7 km east of the airport, at 14:08 . The impact destroyed the aircraft completely, killing all 144 occupants and marking the deadliest aviation disaster in history. The Direção Geral de Aviação Civil (DGAC) investigation, supported by the U.S. , identified the probable cause as the crew's descent below the minimum safe altitude due to miscommunication, inadequate training, and nonstandard operational practices. Contributing factors included the airline's limited experience with international charters and operations using an aging fleet of 707s, which had raised maintenance concerns among regulators. Safety recommendations from the probe emphasized improved , verification, and enhanced FAA oversight of small charter operators. The incident accelerated Independent Air's operational decline. Following the , families of the victims filed a against Independent Air, , and the Portuguese air traffic controllers, alleging . The case was settled out of in 1991. In the late , Independent Air encountered regulatory scrutiny over its charter operations, particularly violations of Section 411 of the Federal Act, which prohibits unfair or deceptive practices in air transportation, and 14 CFR Part 207, which mandates requirements for client payments in public charter services to protect consumers. Orien L. Dickerson, the airline's vice president, was accused of diverting these funds, reflecting broader management misconduct that undermined the company's financial integrity. As a consequence, the issued Order 92-8-1 on August 3, 1992, barring Dickerson from any gainful involvement in air carrier management, travel agencies, or public charter operations for 18 months to prevent further regulatory breaches. This applied personally to Dickerson due to his direct role in the violations, highlighting the severity of the ethical lapses within the executive team. These investigations intensified Independent Air's existing financial pressures, including operational costs and market challenges in the charter sector, ultimately contributing to the 's shutdown in November 1990. The regulatory actions, issued after the cessation of operations, exacerbated issues but were not linked to matters. Additionally, the company faced minor scrutiny regarding compliance with terms during returns of leased planes to lessors, though no further significant penalties resulted from these reviews.

References

  1. https://www.planespotters.net/airline/Independent-Air-Inc
  2. https://flightsafety.org/ap/ap_feb95.pdf
  3. https://simpleflying.com/independent-air-flight-1851/
  4. https://law.justia.com/cases/federal/appellate-courts/F2/767/1488/39744/
  5. https://www.planespotters.net/airline/Atlanta-Skylarks
  6. https://www.zoggavia.com/air-travel-clubs
  7. https://leonardo-in-flight.nl/PDF/ap_feb95%20Independant%20Air%20B707%20Azores.pdf
  8. https://www.gao.gov/assets/t-rced-90-2.pdf
  9. https://www.nber.org/system/files/working_papers/w16744/w16744.pdf
  10. https://faculty.haas.berkeley.edu/borenste/AirReg2013Jan.pdf
  11. https://www.gao.gov/assets/rced-86-26.pdf
  12. https://www.airhistory.net/aircraft/2131/Boeing-727-35
  13. https://www.ch-aviation.com/airlines/YBW
  14. https://simpleflying.com/independent-air-flight-1851-cabin-crew-perspective/
  15. https://photorecon.net/a-scrapbook-of-boeing-b-707-photos/
  16. https://www.sun-sentinel.com/1988/07/04/elite-hotel-association-seeks-the-discriminating-traveler/
  17. https://www.upi.com/Archives/1989/02/08/A-US-owned-charter-airliner-carrying-138-Italian-tourists-and/5935602917200/
  18. https://www.latimes.com/archives/la-xpm-1989-02-08-mn-2241-story.html
  19. https://aviation-safety.net/asndb/326371
  20. https://www.airliners.net/photo/Atlanta-Skylarks-Travel-Club/Douglas-DC-7B/1680541
  21. https://www.goodall.com.au/photographs/80sdc7/80sdc-7.html
  22. https://www.airhistory.net/photo/718157/N4889C
  23. https://www.planespotters.net/airframe/boeing-720/elgl8n
  24. https://www.airliners.net/photo/Independent-Air-Skylarks/Boeing-707-331B/279506
  25. https://www.planespotters.net/photo/1381773/n154fn-independent-air-boeing-727-35
  26. https://www.airhistory.net/photo/301610/N154FN
  27. https://www.airhistory.net/photo/78187/N7232X
  28. https://www.yesterdaysairlines.com/travel-clubs.html
  29. https://www.airliners.net/forum/viewtopic.php?t=464579
  30. https://www.upi.com/Archives/1989/02/08/The-jet-that-crashed-in-the-Azores-Wednesday-killing/3182602917200/
  31. https://aviation-safety.net/database/record.php?id=19890208-0
  32. https://www.transportation.gov/sites/dot.gov/files/docs/2006-7-13.pdf
Add your contribution
Related Hubs
Contribute something
User Avatar
No comments yet.