RYAN AIR. See RYANAIR, LTD

RYAN AIR SERVICE: United States (1979-1996). Longtime non-scheduled operator Wilfred Ryan changes the name of his Unalakleet Air

Taxi to Ryan Air Service in late 1979 just prior to his launch of scheduled passenger and cargo services to destinations in western and southern Alaska. Revenue flights begin in December linking the company’s base with Anchorage, Iliamna, McGrath, Galena and other regional destinations. In 1980, a feeder agreement is signed with Wien Air Alaska.

In 1983, Ryan purchases and absorbs pioneer Munz Northern Airlines and begins a period of expansion. Employing a fleet of 2 Beech 99s, 2 Cessna 402s, 5 Cessna 207s, 4 Britten-Norman BN-2 Islanders, and 1 Piper PA-23 Aztec, the company establishes its major bases at Nome, Kotzebue, Unalakleet, Iliamna, and Anchorage.

From these locations, flights are undertaken to Ambler, Anchorage, Brevig Mission, Buckland, Deering, Elim, Galena, Gambell, Golovina, Iliamna, Kakhonak, Kiana, Kivalina, Kobuk, Kotzebue, Koyuk, McGrath, Noatak, Nome, Nondalton, Noorvik, Pedro Bay, Point Hope, Pope Vancy, Port Alsworth, Port Clarence, St. Michael, Savoonga, Selawik, Shaktoolik, Shismaref, Shungnak, Stebbins, Teller, Tin City, Unalakleet, Wales, and White Mountain. In October, a feeder agreement is signed with Alaska Airlines.

A Beech 1900 is acquired in 1984 as the feeder relationship ends

With failed Wien Air Alaska. At this point, the company has 30 aircraft, 100 employees, and revenues of $8.2 million.

While landing at Koyuk on February 7, 1985, a Cessna 207A freighter and its pilot strikes a snowmobile on the runway, killing the driver.

During the summer, the founder is profiled by Paul Laird in his “Nice Guy Finishes First,” Alaska Business Monthly (July 1985): 28-32.

Caught in ice, rain, and snow while on approach to Napaskiak on December 15, a Cessna 207A with a pilot and three passengers, attempts to divert elsewhere; after applying power, the aircraft stalls and crashes. All aboard are seriously injured.

Operational difficulties continue to plague the carrier in 1986.

While en route from Nome on February 11 to transport a dentist and his assistant to area villages on behalf of the U. S. Health Service, a Cessna 207A crashes into a mountain at the 650-ft. level, scattering wreckage a distance of 493 ft. Both medical personnel and the pilot are killed.

Turning to avoid high voltage power lines at Saint Mary’s on June 16, a Cessna 207A loses control and crashes, killing its pilot.

By 1987, President Robert Dodd has increased his fleet by the addition of one Beech 1900, three Cessna 208s, and a de Havilland Canada DHC-6-300 Twin Otter. One Beech 99 is withdrawn.

While on final approach to Homer on a November 23 service from Kodiak, Flight 103, a Beech 1900C with 2 crew and 19 passengers, suffers a sudden shift in its center of gravity, causing a loss of control. The turboprop descends steeply, strikes the airport perimeter fence, and slides to a stop on its belly. The aircraft is destroyed and 18 aboard die. The disaster causes the airline to become the subject of a FAA safety investigation.

As a result of the FAA check, Ryan voluntarily suspends operations on January 30, 1988 and files for Chapter XI bankruptcy, pointing to difficulties encountered as the result of overexpansion. This move causes code-sharing partner Alaska Airlines to drop its affiliation.

The FAA review clears Ryan to resume operations and another Beech 1900 is added, along with 10 Cessna 402s, just before it begins flying again in April. Founder Wilfred Ryan retires as the company is again briefly grounded until October 1.

In 1989, the Twin Otter and 1900s are withdrawn by new Chairman Ralph Stemp, along with seven Cessna 402s.

In April, RAS is one of five Alaskan air carriers subpoenaed by the DOJ to provide information in an investigation of possible antitrust violations in the airline industry.

Together with Peninsula Airways, Frontier Flying Service, Reeve Aleutian Airways, and Alaska Airlines, Ryan is required to supply documents dating back to January 1, 1984 to a May 9 grand jury session or forward them directly to Washington. Although the airline subpoenas do not name a target, the May 6 issue of the Anchorage Daily News reports the subject is MarkAir.

While on approach to Nome on August 7, Flight 2401, a Cessna 401 with just its pilot aboard, disappears. Four days later, wreckage is found 18 mi. W of the airport and the flyer is dead.

Operations in 1990 are conducted with 3 Cessna 402s and 9 Cessna 207Cs.

A total of 20,659 passengers are flown.

Two more Cessna 402s and two Cessna 207Cs arrive in 1991.

Customer bookings decline to 16,045. On the other hand, a total of

7,943,000 pounds of mail is flown.

Airline employment in 1992 stands at 65 and passenger boardings jump 16% to 18,562. In 1993, Chairman Stemp and President Michael McKinnon oversee a workforce of 65 and operate a fleet of 5 Cessna 402s and 11 Cessna 207Cs.

Customer bookings accelerate 9% to 20,183.

Operations continue apace in 1994 as passenger boardings increase 34% to 26,955. A total of 444,000 FTKs are operated.

Flights continue in 1995 and in 1996 the company is reformed into Arctic Transporation Service.