At the beginning of 1926, Peruvian cotton farms are under siege by plant-eating armyworms. Acting on behalf of the planter community, Pedro Beltran, himself an owner of a large cotton farm, travels to Washington, D. C. to consult with the U. S. Department of Agriculture, which recommends crop dusting. The DOA sends him down to Monroe, Louisiana, to the headquarters of Huff-Daland Dusters, the world’s only aerial crop-spraying company. Beltran is able to convince Huff-Da-land to send its chief entomologist, Collett Everett (C. E.) Woolman down to check out the problem and, once on the scene, the scientist finds such promise that a contract for dusting is signed.
In December, Huff-Daland CEO Harold R. Harris and Woolman, along with five crated Petrel 31 dusters, arrive by ship at Lima, Peru. After reassembling their aircraft, the two begin what will prove to be a valuable seasonal service to local cotton growers.
Back in the U. S. on March 8, 1927, Huff-Daland Airplanes, Inc., the dusters’ parent organization, is purchased by the Hayden Stone brokerage house based in New York City and is reorganized, becoming the Keystone Aircraft Corporation. Later in the year, Harris presents a report on the Huff-Daland operation in Peru, which is complete with maps and notebooks containing proposed passenger and airmail routes down the west coast of South America.
Hayden Stone senior partner Richard Hoyt brings in Juan T. Trippe and Andre Priester of newly formed Pan American Airways (PAA) to review the Harris documents. Trippe and Priester, who are quickly expanding into the Caribbean from south Florida, are excited
Stone and Trippe move to form a new airline for Peru on September 4, Peruvian Airways Corporation, S. A. (PAC). Trippe will be president of the new carrier, with Harris as vice president/general manager. An arrangement for joint services is quickly struck with Harris and Wool-man, in their capacity as officers of the Huff-Daland Dusters Air Navigation Company, and orders are placed for Fairchild cabin monoplanes.
After two successful seasons in both the U. S. and Peru, Harris and Woolman, still in charge of Keystone’s Huff-Daland Dusters subsidiary in South America, seek additional opportunities for that organization and also for the new PAC. On May 28, 1928 they are awarded Peruvian government permission to initiate services both within the nation and to the U. S.
Supplying a Fairchild FC-2 and operating under terms of Huff-Daland’s government certificate, Peruvian Airways, S. A. inaugurates regularly scheduled weekly flights from Lima’s Santa Beatriz racetrack to Talara on September 13. A large crowd is present for the event, including the president of Peru, Augusto Leguia, the army chief of staff, Col. C. J. Bazo, and U. S. and British ambassadors. The president and the American representative join Peruvian Postmaster General H. G. Han-rott and Benjamin Romero, editor of the Lima newspaper El Comercio, in handing mail into the Fairchild to pilot Daniel Tobin. Once hands are shook, Hanrott and Romero join Tobin aboard the Fairchild, which takes off on the first U. S.-operated scheduled flight south of the equator.
Three days after Peruvian Airways’ first revenue flight, the Aviation Corporation of the Americas, holding company of Juan Trippe’s Pan American Airways (PAA), purchases 50% shareholding in the Peruvian Airways Corporation, S. A. operation. Just over two months later, on November 28, all of the Huff-Daland operating permits are turned over to Peruvian Airways Corporation, S. A.
On November 30, the many-stop Lima-Talara route is extended over water north to Guayaquil, Ecuador. During the month, Harris and Wool-man briefly return to Louisiana to review the U. S. operation of Huff-Daland Dusters and where Woolman remains when Harris returns to Peru.
In December, PAC General Manager Harris begins executing a number of roundtrip experimental Lima to Guayaquil services with a newly delivered Fairchild FC2-W2.
By year’s end, a total of 135 passengers have been carried over 24,800 miles.
On January 24, 1929, the company extends its service south of Lima to Mollendo via Ica.
Despite the success of Peruvian in establishing a long-segment route network from Ecuador almost to the Chilean border, Pan American Airways (PAA) is unable to easily employ its partner to move directly into western South America. This difficulty forces Juan Trippe to strike a deal with the giant American shipping W. R. Grace Corporation and discussions between the two concerning formation of a cooperative venture begin on January 25.
On February 16, PAC’s Harris transports the president of Ecuador, together with his wife and son, on a flight-seeing trip over Guayaquil. When they land, Harris, personally, has the nation’s mail concession, together with the right to turn it over to another corporation.
Just five days later on February 21, such a corporation is formed when the equal-share carrier Pan American-Grace Airways (PANAGRA) is incorporated in Delaware by Pan Am and Grace. Peruvian Airways Corporation, S. A. is merged into the new entrant the same day, with CEO Harris becoming the new concern’s vice president-operations.
PETERSEN AVIATION: 7155 Valjean Ave., Van Nuys, California 91406, United States; Phone (818) 989-2300; Fax (818) 902-9386; Http://www. petersenaviation. com; Year Founded 1982. Originally established in 1982 as an FBO at Van Nuys Airport, Petersen, over the next 15 years, also becomes a significant charter operator.
By 2000, nonscheduled executive and small group flights are undertaken on a worldwide basis, with emphasis on North and South America. The aircraft fleet includes 3 Grumman G-1159 Gulfstreams, 2 British Aerospace BAe (HS) 125 Hawkers, 1 Cessna 500 Citation I, and 1 Beech 400A Beechjet.
PETROLADA: Russia (1994-1996). The small ad hoc freight-charter concern Petrolada is established at Petrozavodsk’s Peski Airport in 1994. K. K. Fedorov is named general director and he begins revenue flights with a single Antonov An-12. Flights continue until 1996.
PETROLAIR SYSTEM: Ave. Louis Casai 71, Cointrin, CH-1216, Switzerland; Phone 41 2292 92730; Fax 41 2292 92757; Year Founded 1977. PS is established in 1977 as an international executive charter service and international aircraft lessor. I. McGrath is managing director.
This largely unknown operation continues apace for the next two decades. By 2000, Petrolair employs 40 workers and owns a fleet that comprises 1 each Boeing 757-200, B-737-200, Bell 214ST helicopter, and 2 Grumman Gulfstream IV executive jets.
PETROLEUM AIR SERVICES, LTD.: P. O. Box 2711, 5 Dr. El Ba-trawy St., Nasr City, Cairo, Egypt; Phone 20 (2) 262-5046; Fax 20 (2) 260-2184; Code PAS; Year Founded 1982. PAS is organized at Cairo in 1982 to provide passenger and cargo charter and contract service flights in support of the nation’s oil industry. Ownership is divided between Egyptian General Petroleum (75%) and Air Logistics International (25%). The initial fleet comprises 5 de Havilland Canada DHC-7s, 4 Bell 212s, 2 Bell 206B JetRangers, and 2 Bell 206L Lon-gRangers. Internal flights are made both to the Gulf of Suez and the Western Desert.
A decade later, in 1992, Chairman/Managing Director Amir Riad’s fleet comprises the same number of Dash 7s, but the rotary-wing component is increased by the addition of 7 additional Bell 212s, 4 additional 206Ls, and 5 412s.
Airline employment stands at 491 in 1993-1994. Tameem Fahmy is now managing director and his fleet includes 5 DHC-7s, 2 Bell 206Bs, 6 Bell 206Ls, 3 Bell 412s, and 10 Bell 412s.
In 1997-2000, Amir A. Riad is again chairman/managing director.
PETROLEUM AVIATION CHARTER SERVICES, LTD. See PYRAMID AIRLINES, LTD.
PETROLEUM HELICOPTERS, INC. (PHI): P. O. Box 90808, Lafayette, Louisiana 70509, United States; Phone (318) 235-2452; Fax (318) 235-7312; Http://www. phihelico. com; Year Founded 1949.
Lafayette-based Petroleum Helicopters, Inc. (PHI) begins charter operations in February 1949 with 4 Bell Model 47s owned by Igor Sikorsky associate E. “Tug” Gustafson, $100,000 in capitalization, and 8 employees. Operated in response to the Louisiana trans-swamp transportation needs of founders Jack Lee, Robert L. Suggs, and Maurice M.
“Dooky” Bayon, PHI is the largest commercial rotary-wing operator in the world. If the first helicopter invented by Leonardo da Vinci in 1480 had been flying nonstop from that time to the present, it would not have recorded as many flight hours as PHI has logged since its founding in 1949.
Gustafson returns to Sikorsky in 1951, but returns briefly in 1955 to sell PHI its first S-55. Following the death of Jack Lee in 1957, Robert Suggs becomes chairman; Frank Lee, young son of the founder, will become president years later. During the 1950s and 1960s, PHI pioneers offshore oil rig support operations, primarily along the Louisiana and Texas coasts of the Gulf of Mexico, but also at other sites around the globe. It also undertakes contract service operations overseas. The first Bell 206L LongRanger enters service in 1966. The company flies a total of 8,000 hours per month. In October of 1967, a Russian-manufactured Mil Mi-10 is purchased to support road-building operations in South American jungle areas. Now 18 years old, the firm is transporting 30,000 offshore workers monthly to and from rigs in the Gulf of Mexico.
Three years later, on September 30, 1970, the company completes its millionth flight hour.
When the company celebrates its twenty-fifth anniversary on February 21,1974, it employs 370 pilots, 364 maintenance personnel, and 197 helicopters. In August 1975, PHI becomes the first commercial helicopter operator authorized by the FAA to make all-weather flights in the Gulf of Mexico.
Operations continue apace in 1976-1977 and by 1978 President R. L. Suggs oversees a workforce of 1,400. His fleet comprises 2 Aerospatiale SA-330J Pumas, 25 Bell 212s, 6 Bell 205As, 22 Bolkow Bo-105s, 145 Bell 206B JetRangers, 30 Bell 206L LongRangers, and 14 Bell Model 47Gs. In 1979, a Bell 222 is acquired and provided to New Orleans-based West Jefferson Medical Center, which establishes an Air Care Flight Service to offer an offshore hospital-based program to serve the petroleum industry in the Gulf of Mexico.
Multifaceted operations continue into the 1980s. An aeromedical services division is established in 1981 and begins offering specialized flights with a single medically equipped helicopter. A quarter century later in 1998, 36 helicopters will be devoted to this unit.
In May 1982, the company accepts the first Aerospatiale AS-332L Super Puma sold in North America, as well as Bell’s first production 214ST. The approximate number of offshore support flight hours per month reach a peak of 35,166.
While landing on an oil drilling rig platform E of Cameron, Gulf of Mexico, on March 1, 1983, an AS-350D with a pilot and four passengers suddenly loses power. As the machine autorotates, the pilot attempts, unsuccessfully, to deploy the emergency floats; one does not inflate. The helicopter touches down in the water and rolls over, but all aboard escape before it sinks.
Having departed an offshore platform in the Gulf of Mexico for Venice, Louisiana, on January 24, 1984, a Bell 206L LongRanger with a pilot and five passengers encounters a fog bank. The pilot elects to turn back but descends and strikes the water. Although the occupants following the ditching will report only minor injuries, rescue is delayed five hours due to deteriorating weather.
While preparing to depart from a drilling rig at W Cameron Blk. 624 in the Gulf of Mexico on March 12, a Bell 206L LongRanger with a pilot and four passengers is caught by a strong gust of wind and blown off the platform into the water. Four are killed and one passenger survives with serious injuries.
While taking off from an unmanned rig at W Cameron Blk. 540 in the Gulf of Mexico on April 4, the tail section of an AS-355F carrying a pilot and three passengers hits a rotating beacon support bracket on top of a crane structure. The helicopter crashes into the sea and there are no survivors.
During a flight over the Gulf of Mexico on June 8, a Bell 206B JetRanger with a pilot and three passengers suffers total loss of power and is required to ditch, landing hard. The aircraft’s float devices having been deployed, the aircraft remains atop 5-ft. waves until a rescue can be effected.
In January 1985, a Bell 214ST has the honor of logging the company’s five millionth flight hour. During the same month, a new Bell 222UT is delivered. Overseas contracts are now held in Ecuador, Saudi Arabia, Surinam, Zaire, and Trinidad and Tobago.
The fleet includes some 350 helicopters, including 200 JetRangers and LongRangers, 18 Sikorsky S-76s, 4 Bell 214STs, 35 Bell 212s, 4 Bell 222s, 10 Bell 412s, 10 Aerospatiale SA-332L Super Pumas, 20 Aerospatiale AS-355 Twin Stars, plus a number of Bell Model 47Gs and Bolkow Bo-105s.
After departing an offshore oil rig south of Dauphin Island, Alabama, on the night of March 9, a Bell 206L LongRanger with a pilot and three passengers encounters heavy fog and low ceiling; while attempting to return to its point of origin, the helicopter crashes and there are no survivors.
When Baton Rouge-based Commercial Helicopters goes out of business in May, it (unsuccessfully) sues the largest offshore operator, claiming predatory pricing.
On August 5, 1986, the company signs a contract with Cleveland, Ohio-based Metropolitan General Hospital for three Sikorsky S-76s for the health service provider’s Metro Life Flight emergency medical service (EMS). These are the heaviest helicopters in the U. S. EMS market to date and when they enter service on September 1, are the first to be flown by two pilots both day and night. The S-76s succeed two Aerospatiale AS-350Bs previously operated by Oklahoma City-based Cimarron Helicopters.
While taking off from a barge at Lompoc, California, on October 16, a Bell 206B JetRanger with a pilot and four passengers is caught by a loosely secured rope net, which snaps. The aircraft’s nose pitches up and the helicopter banks left into a crane and davit, before falling overboard and sinking (two dead).
At year’s end, the company operates 381 helicopters in offshore support roles.
After hearing a loud “boom,” witnesses observe an Aerospatiale AS-355F come apart in flight at Venice, Louisiana, on July 4, 1987, and crash into the water, killing its pilot.
In November, the company raises its rates for offshore-support helicopter services in the Gulf of Mexico.
On December 21, an Aerospatiale SA-330 Puma with 2 crew and 13 passengers explodes in midair as it is about to land on a Penrod Drilling Corporation rig in the Gulf of Mexico in bad weather; there are no survivors. Operating revenue is $163.2 million; however, the continuing slump in the offshore business earlier in the year causes a net loss of $1.5 million.
On January 5, 1988, an S-76, being operated under contract to the Skymed Hospital Helicopter Consortium of Columbus, Ohio, is damaged when its main rotor-blade-tip caps strike the hospital helipad.
An AS-330J Puma with 2 crew and 14 passengers develops a directional-control problem while lifting off from an oil rig in the Gulf of Mexico on July 14. The aircraft is unable to quickly inflate its floats following its emergency water landing and sinks. One person is killed and one seriously injured; the other escape unhurt.
With the Gulf support market improving slightly, the carrier is able to announce a 7% rate increase on August 1. Revenues advance to $175.4 million and allow net income of $4 million.
The company’s fortieth anniversary is celebrated on February 21, 1989 at a special luncheon at Lafayette, Louisiana. While flying in clear weather approximately two miles offshore from Galveston, Texas, on July 11, a company Aerospatiale AS-350D midairs an Air Logistics Bell 206L Long Ranger; both pilots are killed in the resulting crash. Flying a company S-76 on August 4 on a run from an offshore platform south of Morgan City, Louisiana, to Houston and back to Baton Route, pilot Jack Schweibold sets a new world helicopter speed record, averaging 184 mph over the 556-nm. flight.
Longtime chairman and founding partner, 77-year-old Robert Suggs, dies of a heart attack at his Metairie, Louisiana, home on September 4.
Cofounder Maurice Bayon becomes company chairman and President Frank Lee succeeds Suggs as CEO. In December, the fleet is expanded by the addition of seven BO-105CBSs, three used BO-105Cs, and three Bell 412s.
Orders are placed for 15 Bell 206L-1 LongRangers for the fleet of the world’s largest private helicopter operator. Revenues for the year are $184 million and the net profit is up to $9.9 million.
The company employs 750 pilots and 1,000 mechanics in 1990 and 300 helicopters (including 133 twins) are active in offshore support roles. All but 16% of the company’s business is from oil and gas operations in the Gulf of Mexico.
Following the retirement of Maurice M. Bayon, Carroll W. Suggs, widow of founder Robert L. Suggs, is named board chairman on March 1. Almost immediately, the new chairman must deflect a larger managerial voice for Sir Ronald Brierley’s Hong Kong/New Zealand based investment firm Industrial Equity (Pacific), Ltd., which had purchased the 12% stake held by Bayon.
On October 1, the board of directors rejects a $195.2-million merger offer from the New Orleans-based marine and gas compression equipment firm Tidewater, Inc. Two weeks later, PHI’s second largest shareholder, Industrial Equity (Pacific), Ltd. agrees to sell the helicopter carrier 473,638 shares of PHI and 213,516 shares of Offshore Navigation, Inc. common stock that it holds for $17.8 million.
In October, the three children from Robert Sugg’s first marriage sue their stepmother, seeking to overturn her majority control of the carrier. As a result, the estate is not fully distributed. An MBB B-105 is lost during a November training flight (one dead).
Revenues for the year total $201.8 million and low expenses allow a net gain of $9.1 million.
The 15 Bell 206L-1 LongRangers ordered in late 1989 are delivered in 1991. On January 19, a Bell 206B JetRanger crashes into the Gulf of Mexico in fog (two dead). In late January, the company places the largest single order yet received by Bell Helicopter Textron. The $136-million request will buy 66 Bell 206B-3 JetRangers and 88 Bell 206L-3 LongRangers, to be delivered over the next 6 years.
Operations continue without incident until August 26, when a Bell 412 with 13 aboard and on final approach to an offshore rig 60 miles south of Cameron, Louisiana, experiences a tail rotor malfunction and is forced to ditch (one dead).
In October, the company records its seven millionth flight hour, a record for a commercial helicopter operator. Of these, over six million have been completed in the 814 Bell helicopters the carrier has operated since 1949.
Still, a decline in gas and oil exploration in the Gulf of Mexico requires the company to lay off 125 employees during the remainder of the fourth quarter. A medically configured MBB BK-117 is acquired in December and delivered to New Orleans-based West Jefferson Medical Center, the Air Care Emergency Flight Service of which continues to be the only hospital-based program flying offshore to service the petroleum industry in the Gulf of Mexico.
A continuing lack of energy exploration demand forces PHI to reduce its workforce by another 124 employees in February 1992. The initial delivery of Bell 206L-3 LongRangers is also delayed. On March 1, Pres-ident/CEO Frank Lee becomes vice chairman and is succeeded in the executive posts by New Orleans attorney D. Andrew Lang.
On May 1, the company inaugurates a fixed-wing corporate charter and aeromedical service from Houston (HOU) employing a Beech Super King Air 200. On July 16, CEO Lang is dismissed, while A. Byron Elliott becomes board vice chairman and acting administrator with Chairman Carroll Suggs. Meanwhile, former Bell Helicopter Textron Chairman Leonard “Jack” Horner is voted to a board seat and John M. Unterecker becomes company vice president/chief financial officer.
On August 23, 104 company helicopters, in the face of Hurricane Andrew, are evacuated inland from Gulf of Mexico bases to facilities at Lafayette and Baton Rouge, Louisiana, McComb and Hattisburg, Mississippi, and Houston, Texas. The coastal facilities suffer relatively light damage, although power is lost and a door is blown off a hangar at Morgan City, Louisiana.
During the year, a new top-down safety program is implemented at a cost of $1 million per year.
Airline employment in January 1993 stands at 1,746 and Gary Golden is appointed vice president-operations in April. The fleet comprises 265 helicopters and 4 fixed-wing aircraft, plus 25 EMS-configured helicopters. Contracts are held with all of the major oil companies with operations in the Gulf of Mexico or along the Atlantic Coast, with the U. S. Department of the Interior, pipeline construction companies, and others. Foreign operations are conducted in Ecuador, Trinidad, the Philippines, Zaire, and Angola.
On August 1, a contract is signed with the world’s largest helicopter air medical transport program, Arizona-based Samaritan AirEvac. Under terms of the agreement, PHI supplies three Eurocopter BK-117B-2s and a BO-105LS. Reacting to competitive market conditions, the company discharges 83 pilots and technicians during the fourth quarter in its fourth layoff in 2 years.
Airline employment at the beginning of 1994 stands at 1,764.
In February, the company orders five McDonnell Douglas Helicopter Systems (MDHS) MD Explorers for use on its air medical contracts; the first will be delivered following the type’s certification by the FAA. On March 1, a contract begins with Carolina AirCare under which the helicopter line will provide a Eurocopter BK-117, pilots, and maintenance for the provider’s eight-year-old statewide service.
After Kazakhstan is opened to foreign business in September, PHI enters into a contract with that nation’s National Oil Company. A Bell 212, pilots, and maintenance crew are dispatched to provide support, under a contract that begins in November. In December, Vice President/General Manager Benjamin Schrick is appointed chief operating officer. At the same time, two Kazakh pilots and a representative from the country’s aviation regulatory body are sent to Louisiana to receive helicopter training.
During its history, PHI has been a pioneer in basing helicopter operations at offshore locations, as well as in the development of airborne support techniques in the offshore oil and gas operational environment, and corporate training programs for flight crews and technicians. The company was the first to design and construct offshore refueling facilities for helicopter operations, to use electronic data processing in support of commercial helicopter operations, and to use the Sikorsky S-76 as an air medical transport. PHI is also the first commercial operator to fly helicopters under IFR conditions without the aid of autopilot systems, to log a million flight hours, and the first to log two million, three million, etc. through seven million flight hours. The operator of the world’s largest commercial heliport at Morgan City, Louisiana, the company also achieved a developmental first in designing the “sling load” method of heavy equipment transport by helicopter.
In January 1995, the company signs a joint-venture agreement with New York-based Clintondale Aviation, which specializes in the provision of air transport in the CIS. The two begin to jointly operate a Bell 212 on an oil industry support contract in Kazakhstan.
On April 3, the carrier receives the National Ocean Industries Association “Safety in Seas” award.
Training of the three Kazakh pilots is completed and they return home in April to operate the Bell 212 contracted on behalf of Kazakhstan National Oil Company. The annual report released on April 30 reveals revenues of $175.4 million and a net gain of $5.2 million.
On July 28, Bristow Helicopters, Ltd. of the U. K. takes a 51% stake in Dublin-based Irish Helicopters, Ltd. while PHI purchases the remaining 49% interest, the maximum allowed for foreign ownership under European Commission rules. The combined price is $8 million. The company will be allowed to retain its current identity and management team.
After evaluation of a system developed by a Massachusetts concern, PHI, in October, determines that it will not, at this time, introduce a satellite-based tracking system in the Gulf of Mexico. In November, the carrier provides five Eurocopter BO-105s to Arizona’s AirEvac EMS operation; AirEvac thus becomes the first U. S. air medical program to operate this helicopter type.
The fleet in 1996 includes 250 helicopters and is one of the world’s largest. On March 19, the FAA presents PHI with its “High Flyer Award” for 82,000 flight hours of accident - and violation-free flight time in the aeromedical industry. On April 25, the company receives the Flight Safety Foundation’s “President’s Citation for Safety.”
For its fiscal year ending April 30, the company reports a net profit of $6.5 million on revenues of $187.3 million.
On June 5, PHI acquires 50% of the outstanding stock of Clintondale Aviation. Under the direction of Chairman Suggs and International Vice President Gary Weber, plans are made to enlarge the PHI presence in the CIS.
Employing BO-105s, PHI operates small package express services during the Atlantic Olympic Games, beginning on July 1. Also in July, the company signs a memorandum of understanding with Jakarta-based Pelita Air Services to cooperate on the upcoming $2-billion NATUNA offshore project, which is being jointly developed by Esso and Indonesia’s government oil company. Both companies will provide full-time offshore flight service within two years.
Formed late the previous year, the joint-venture helicopter maintenance company Siam Aerospace Company, Ltd., created in partnership with Aviation Electronic Support (Pty.), Ltd. of Singapore, begins operations in September.
PHI becomes the first civilian operator to be awarded the National Science Foundation Antarctic support contract; the USN has supported NSF activities on the frozen continent since 1959. The 140-day contract takes effect on October 6 when 12 staff, a Bell 212, and 3 Eurocopter AS-350Bs begin flying the first of an anticipated 1,850 hours.
During takeoff from Venice on October 16, a Bell 206L LongRanger with a pilot and three passengers reaches an altitude of 50 ft. when a loud popping sound is heard. The main rotor blade flexes down and severs the tailboom during the forced landing that follows. No injuries are reported and a later inspection reveals that frogs have been ingested into the engine.
On November 28, an AS-350B with a pilot and two passengers en route from High Island 446 platform in the Gulf of Mexico to High Island 105 platform, crashes while making an emergency landing at High Island A20 platform; there are no survivors.
While en route from the oil platform High Island 446 in the Gulf of Mexico for High Island 105 on November 28, Flight 71, an AS-350B with a pilot and two passengers, reports severe vibration before diverting for an emergency landing at Galveston. The helicopter disappears and there are no survivors.
An SA-315B, which has been sent to Peru, crashes during takeoff from a landing pad at Sapahwa on December 29; the aircraft is badly damaged, but the pilot is not hurt.
As part of a continuing expansion into helicopter repair and overhaul, PHI, in February 1997, purchases the helicopter composite repair capability of Nordam Group. The actual work will be performed by a new subsidiary, Acadian Composites. Also during the month, the NSF contract is completed.
In March, the company’s minority stake in Irish Helicopters, Ltd. is sold to Bristow Helicopters, Ltd. for an undisclosed sum.
After a period of campaigning, the Office and Professional Employees International Union (OPEIU) files an application for representation of the carrier’s pilots with the National Mediation Board (NMB). An NMB-supervised election results in rejection of the union; however, the OPEIU resumes its efforts to organize PHI.
While en route from Ewing Banks 826 platform in the Gulf of Mexico on a September 18 flight to Venice, Louisiana, a Bell 407 with a pilot and four passengers experiences engine failure and is forced to ditch at point 70 mi. SW of Fourchon, Louisiana. Although the pilot receives minor injuries, all are quickly rescued.
PHI returns to Antarctica in October for the second year. The same three AStars and Bell 212 involved the previous year are sent down again. A spokesman for the National Science Foundation notes that the switch from Navy lift to a civilian helicopter contractor is saving the U. S. Navy $2.5 million per year.
Airline employment at year’s end stands at 1,825; these personnel work at 45 domestic and 11 foreign bases. Revenues total $212.4 million.
Flights continue in 1998. A total of 76% of the concern’s business comes from oil and gas operations in the Gulf of Mexico, with EMS service (15%) and international activities (9%) making up the remainder.
Another application for representation of the company’s pilots is filed by the OPEIU with the NMB and the second employee election within a year is held on March 31. Once again, the pilots vote to reject the OPEIU bid. The NMB certifies the OPEIU election results on October 28.
Company employment at the end of the year totals 2,178. The fleet includes 300 aircraft flown from 41 domestic and 10 foreign bases.
Revenues reach $238.8 million.
While departing Eugene Island 193, an oil platform located in the Gulf of Mexico, on March 17, 1999, the pilot of an AS-350B with three passengers loses control. The helicopter rolls inverted and drops into the ocean on the north side of the platform (two dead).
The largest U. S. helicopter concern working in the Gulf of Mexico, PHI, at the beginning of 2000, operates an eclectic fleet of 300 helicopters. It serves drilling rigs located as far as 200 mi. offshore in 3,000 ft. or more of water. The mix of activity is approximately 35% deepwater and 55% shallow (inshore).
Minutes after the January 24 FAA certification ceremony at the Heli-Expo 2000 convention, the first two production Bell 427s are delivered to PHI.
Having successfully defeated the attempt of its pilots to organize in two attempts since 1996, PHI finally loses in March. Under the leadership of Line Pilot Stephen Ragin, 293 of 540 eligible employees vote, in a National Mediation Board-conducted election, in favor of representation by the Office of Professional Employees International Union (OPEIU).
A $7-million S-76C+ is acquired in June and enters service in August.
PETRONORDAVIA AIRLINE: Stretenski Blvd. 9/2, Moscow, 129010, Russia; Phone 7 (095) 925-1287; Fax 7 (095) 923-0353; Year Founded 1992. This small carrier is established in 1992 as a division of the German energy concern Petronord, A. G. General Director Sergey A. Mitchkin employs a workforce of 16 and undertakes flights to the north of the country with a single Yak 40.
Services continue in 1993-2000, during which years a second Yak-40 is acquired and charters are operated throughout Russia and the CIS.
PETROZAVODSKOE AVIAPREDPR: Peski Airport, Solomensk Shusse, Petrozavodsk, 185006, Russia; Phone 7 (81400) 44574; Fax 7 (81400) 43891; Year Founded 1994. PA is set up at Peski Airport at Petrozavodsk in 1994 to provide ad hoc passenger and cargo charters and also rotary-wing aerial contract work. General Director Vladimir A. Nikolaev launches services with a mixed fleet of Antonov An-2 biplanes and Mil Mi-8 helicopters.
Flights continue in 1995-2000 with 10 An-2s, 10 Mi-8s, and 9 Kamov Ka-26s.
PGA-PORTUGALIA AIRLINES (COMPANHIA PORTUGUESA DE TRANSPORTES AEREOS, S. A.): Aeroporto de Lisboa, Rua C-Edif. 70, Lisbon, P-1700, Portugal; Phone 351 (1) 842-5520; Fax 351 (1) 842-5500; Http://www. pga. pt; Code NI; Year Founded 1997.
In order to increase public recognition, Portugalia Airlines, S. A. is renamed in January 1997. Chairman/President/CEO Joao Ribeeiro da Fonseca oversees a 720-person workforce and a fleet of 6 leased Fokker 100s, all in new livery. Shareholding continues to be divided between Gestres-Gestao Estrategica Espirito Santo (51.575%), Banco ESSI (10.49%), and private investors.
From bases at Porto, Madrid, Faro, and Lisbon, the carrier performs scheduled or inclusive-tour passengers to Basel, Bilbao, Brussels, Cologne, Faro, Gran Canaria, Hanover, Lisbon, Madrid, Manchester, Palma de Mallorca, Porto, Strasbourg, Stuttgart, Tenerife, Turin, and Valencia.
In January, the carrier, having decided to add new capacity, completes a comprehensive assessment of both the Canadair RJ and the Embraer ERJ-145 Amazon. Orders, valued at $90 million, are placed on February 1 for six of the latter. Plans are now initiated for the company to truly become the regional carrier of the Iberian Peninsula. Service between Lisbon, Porto, and Faro in March.
On April 1, the carrier “invades” Spain, launching frequencies from Lisbon and Oporto to Barcelona, Bilbao, Las Palmas, Palma de Majorca, Tenerife, and Valencia. At the same time, service starts from Barcelona to Bilbao and from Valencia to Palma de Majorca. When TAP-Air Portugal, S. A. deletes its service from Lisbon to Manchester, England, that route is taken over by the regional on May 1.
The first two ERJ-145s are delivered on May 14 and June 15 and begin service on June 1 and July 1. Meanwhile, in June, the company introduces Private Club-First Business business-class service on its Fokker 100s. New convertible leather seats are also installed on the Dutch-made jetliners.
By July, the company has increased its total number of flight cycles to 1,725, an increase of 40% over the previous year. In the U. K., the airline forges connections with Business Air, Ltd., British Regional Airlines, Ltd., Manx Airlines, Ltd. (2), and Aer Lingus Irish Airlines, Ltd. The company continues its search for a new partner as the second pair of Amazons is delivered in October and November; merger talks begin with TAP-Air Portugal, S. A.
The fourth new Amazon initiates return flights to Milan at the end of November. In December, a $30-million request is placed for two more EMB-145s. During the year, capitalization is increased by two-thirds to cover the costs of expansion and equipment.
Passenger boardings jump 20.8% to 757,410 (on 18,702 scheduled departures) while freight increases 40.5% to 1.41 million FTKs. Revenues advance 6.9% to $99.35 million, while expenses rise 6.8% to $95.54 million. The operating profit grows to $3.8 million and there is a net gain of $2.3 million.
The last two ERJs are delivered in January and March 1998. At the beginning of the year, Private Club lounges are opened at Madrid and Porto. Thrice-daily nonstop roundtrips are initiated at the end of March between Lisbon and Barcelona while, on April 1, daily return service begins from Porto and Lisbon to Nice and Lyon.
Joint flights start on May 1 in cooperation with Crossair, Ltd. between Lisbon and EuroAirport Basel Mulhouse Freiberg.
With the success of Lisbon’s Expo ‘98 and the buoyant national stock market, Grupo Espirito Santo decides at the end of July to end merger talks with TAP-Air Portugal, S. A. Instead, in something of a risk, it decides to list the airline on the stock market in November.
Daily roundtrips commence at the end of October between Porto and Munich via Lyon and from Porto to Barcelona. Daily return flights from Lisbon to Marseilles begin at year’s end.
Customer bookings surge 20.2% this year to 911,000, while cargo traffic rises 1.5% to 1.43 million FTKs. For the first time, the number of travelers carried on international flights represents more than half (56%) of PGAs scheduled passenger traffic.
By the beginning of 1999, airline employment has been increased by 19.8% to 944. A code-sharing agreement is signed with RLA (Regional Lineas Aereas, S. A.) in January; under its terms, the two are able to sell tickets on each other’s new direct twice-daily roundtrips between Lisbon and Casablanca. The service is operated with a Beech 1900D, newly acquired by RLA.
In July, principal shareholder Grup Espirito Santo sells 42% of its shareholding to SAirGroup, parent of Swissair, A. G. An additional 43% is sold to SAirGroup’s Portuguese allies, the state-owned Caixa Geral de Depositos, the nation’s largest bank, the government holding company Partest, and Banco Cisf, which is controlled by Banco Comercial
Portugues, S. A. Daily ERJ-145 return service is launched on October 31 from Lisbon to both Bordeaux and Toulouse.
New daily roundtrips are introduced from Lisbon and Porto at the end of October to Toulouse and Bordeaux.
Customer bookings this year drop 8.2% to 836,000, while freight traffic falls 17.1% to 1.19 million FTKs.
The workforce at the beginning of 2000 totals 1,017. The ERJ-145 fleet is increased to eight on March 21 by the delivery of the latest two Brazailian-made regional jets.
New daily ERJ-145 roundtrips are launched on March 26 from Lisbon to Bologna. Daily Fokker 100 return flights are simultaneously initiated from Lisbon and Porto to Hamburg, along with six-times-a-week Fokker 100 return frequencies to Schoenfeld Airport, Berlin.
Having identified serious doubts, the EU Commission, in mid-June, opens a four-month antitrust investigation of the takeover bid by SAirGroup and its allied Portuguese banks. Principal concern has arisen over the anti-competition potential of a concentration of airline ownership, given that the groups involved also hold sway over TAP-Air Portugal, S. A.
The EU Commission reports on August 18 that SAirGroup, parent of Swissair, A. G., and a group of Portuguese investors have withdrawn their plans to take a 42% controlling stake in Portugalia.
Frequencies between Porto and Barcelona are boosted to thrice daily on October 29, even as the number of weekly flights for Porto and Lisbon to Stuttgart reaches six per week. A third daily roundtrip service between Casablanca and Lisbon is introduced in partnership with RLA (Regional Lineas Aereas, S. A.).
PHARAOH AIRLINES, S. A.E.: 5 Dr. Batrawy St., Box 2711, Naser City, Cairo, Egypt; Phone 20 (2) 262-5046; Fax 20 (2) 262-2184; Code PHA; Year Founded 1998. This new Egyptian charter operation is established at Cairo in the spring of 1998 to fly tourists to Turkey and the Greek holiday islands. Two Boeing 737-222s, first operated by United Airlines years earlier, are leased and delivered to Aviation Cosmetics of Eindhoven, Holland, for painting.
When the first Boeing 737-222 emerges from the workshops, it wears an attractive sand-colored fuselage with the head of Pharaoh Akhnaton painted on the black tail. The first revenue service is flown on July 16 from Cairo to Istanbul.
The second B-737, a Dash-4Q8, arrives later in the year, wearing the same paint scheme, but with the face of Pharaoh Tutankhamun on the tail.
Both “Baby Boeings” operate charters in 1999-2000 from Egypt to Turkey, Italy, and the Greek islands.
The B-737-4Q8 is returned to ILFC on August 15 of the latter year and is passed on to Virgin Blue (Pty.), Ltd. in Australia.
World History
