Aerea Rio-Grandense, S. A.) agree to operate joint offices. VARIG will provide local management and sales for PLUNA in Brazil, Chile, and Paraguay while PLUNA reciprocates in Uruguay.
A B-737-2A3A in May is the first owned plane painted in the airline’s new white, navy blue, and gold livery.
In early in 1998, under the new arrangement with the Brazilian major, PLUNA subleases a VARIG B-737-2Q8A. The aircraft enters service wearing a colorful livery designed by Carlos Pez Vilaro. Flights continue during the remainder of the year.
At the beginning of 1999, Managing Director Nery A. Trois oversees a workforce of 635.
Although traffic figures are not reported, a $3-million net gain is posted.
Service is maintained in 2000. Weekly B-737-200 roundtrips are resumed on October 26 between Montevideo and Florianopolis, Brazil.
POCONO AIRLINES: United States (1965-1990). Pocono Airlines is founded by Walter Hoffman in late spring 1965 and inaugurates Beech 18 daily roundtrip scheduled flights on June 15 over a Mount Pocono, Pennsylvania, to Philadelphia route. Within two years, service is also extended to New York City.
Under an associate contract, Pocono becomes an “Allegheny Commuter” on July 15, 1968 and transfers to Wilkes-Barre-Scranton International Airport at Avoca, Pennsylvania. The company will hold its own for the remainder of the decade and begin to grow in the early 1970s. By 1974, enplanements are 33,301.
Airline employment in 1975 stands at 37.
The carrier’s 3 Beech 99’s board 42,694 passengers, a 22% increase. Freight is also up, by 44% to 337,000 FTKs.
The employee population is increased by 8.1% in 1976 to 40. The company’s 3 Beech 99s are able to boost passenger boardings by 7% to 45,499. Cargo does just as well, also rising 7%.
Operations continue apace in 1977 and Pocono begins to expand following passage of the Airline Deregulation Act in 1978. Destinations now served include Williamsport, Philadelphia, Newark, and New York (JFK). The fleet comprises 2 Fairchild-Swearingen Metro IIs, 2 Beech 99s, and 1 Piper PA-31-310 Navajo.
Enplanements total 42,240.
The number of employees is increased 25% in 1979 to 65.
Passenger boardings accelerate 47.2% to 80,000 and freight traffic is up by 16.4% to 39,000 pounds. On revenues of $2.55 million, expenses are held to $2.17 million. As a result, a $385,000 operating profit and $291,000 net profit are earned.
Having enjoyed success the previous year, Pocono Airlines Chairman W. E. Hoffman increases his workforce by 10.8% in 1980 to 72 and adds 2 Swearingen Metro IIIs. Seeing a need for additional capacity, Hoffman places an order for three SAAB-Fairchild SF340s. Passenger boardings increase by 9.3% to 87,166 and cargo skyrockets an unbelievable 218.4% to 92,000 pounds. The year’s revenues are up 37% to $3.5 million, but a 53% jump in expenses (led by higher fuel bills) to $3.47 million leaves an operating profit of only $37,000.
Although traffic falls off sharply during the last third of 1981 due to the PATCO air traffic controllers’ strike and subsequent ATC restrictions, the small regional is able to record a 6.6% rise in enplanements to 92,875. Freight carriage is also successful, rising 76.6% to 221,697 pounds. Orders are placed for another Metroliner plus three SAAB-Fairchild SF340s.
Airline employment in 1982 stands at 65 and the fleet still comprises 2 Fairchild-Swearingen Metro IIs and 2 Beech 99s. One of the latter slams into the runway and skids to a stop during its takeoff from New York (JFK) on January 15; one passenger is injured.
Bookings increase only 1% to 93,763, but cargo grows 20.2% to 266,389 pounds.
Traffic rebounds strongly in 1983. The SF340 order is cancelled when Nord 262s become available.
Passenger boardings in this year rise 28% to 120,419, allowing the carrier to add its ordered Metroliner. Freight plunges 58.1% to 112,000 pounds.
Employment grows by 6.5% in 1984 to 115 and the fleet includes 3 Metro IIs and 5 Nord 262s, one of which is received during the year. A new headquarters and training center is opened at Wilkes-Barre-Scran-ton International Airport and commuter service is inaugurated between the company’s base and Washington, D. C. Passenger traffic surges 69% to 191,938 passengers flown. Cargo climbs 32.8% to 148,000 pounds.
The payroll is increased another 7.8% in 1985 to 124 and the fleet is expanded by the addition of 2 more Nord 262s. At year’s end, service is halted between Wilkes-Barre and Newark.
Customer bookings ascend 9.6% to 210,311, but freight declines 16.5% to 123,000 pounds.
At the beginning of 1986, flights begin to Washington, D. C. (DCA) and Philadelphia from Newport News. When the bankrupt Air Florida emerges from Chapter XI in August under the name Jet Florida, it acquires Pocono in a hostile takeover.
Passenger boardings drop 7% on the year to 195,000. The fleet in 1987 includes 7 Nord 262s and 1 Dornier 228-212. Customer bookings swell to 218,966.
Unable to maintain equilibrium in a period of managerial and financial upheaval, the 24-year-old “Allegheny Commuter” partner declares Chapter XI bankruptcy on May 25, 1988. Two months later, when its contract with USAir expires and is not renewed, the small regional ceases operations. Its fleet of 7 leased Nord 262s is repossessed.
Pocono, like other contemporaries in a similar situation, does not disappear. Rather, it is reformed in early 1989 and negotiates a contract from Trans World Airlines (TWA) to provide feeder service for that major at Boston, New York (JFK), and Washington, D. C. (DCA). A fleet of five (later nine) leased Fairchild Metro Ills is obtained and “TWEx-press” revenue flights commence on March 8. Thrice-daily weekday service is initiated in October from Philadelphia to Washington, D. C. (DCA); weekend frequencies are added on the route in November.
A total of 100,828 passengers are carried during the remainder of the year to 11 cities in 5 states. Unhappily, costs again exceed expenses and a $3.5-million loss is suffered.
On January 5, 1990, Pocono returns to Chapter XI and shuts down, returning all of its Fairchild Metro IIIs to the airline’s lessors. With an unpayable $4.5-million bank loan barring the way, the airline is unable to restart operations.
POHJANMAAN LENTO, O/Y: Finland (1991-1992). This new regional carrier is formed at Vantaa in 1991 to provide scheduled flights to Helsinki and other domestic locations. The initial fleet comprises 2 Beech 99s, 1 Cessna 404, and 1 Catpass King Air 200. The Cessna is withdrawn in early 1992 but, unable to maintain viability during a recession, the entire company folds before year’s end.
POINT AIR, S. A.: France (1980-1987). Le Point-Air, S. A. is established at Aeroporte de Lyon-Satolas, France, in late fall 1980 to provide passenger charter flights from Lyon and Basel to destinations in Europe, Africa, and Asia. Employing a Boeing 707-321B, inclusive-tour revenue services are started in December to what will become the carrier’s two main destinations: Burkina Paso and Reunion Island.
Operations, supplemented by the addition of a Douglas DC-8-61, continue until Point Air stops flying in 1987.
POINTS OF CALL AIRLINES, LTD.: Canada (1985-1990). Established at Edmonton, Alberta, in 1985 with Jan Backe as president, Points of Call floats its initial stock offering on the Alberta Stock Exchange in June 1987, raising sufficient share capital with which to acquire a former Air New Zealand, Ltd. Douglas DC-8-52 in September. Delivered to Edmonton on April 9, 1988, the hush-kitted Douglas is later transferred to a new operating base at Vancouver.
The carrier’s operating certificate is received in May and on behalf of Fiesta Holidays, Ltd., charter service is inaugurated from Vancouver, Edmonton, and Calgary to Amsterdam on June 28. During the winter holiday season, the carrier undertakes charters to Costa Rica, Cuba, the Dominican Republic, and Mexico, all via Miami.
Vancouver to Honolulu flights begin in March 1989. During the summer, Manchester joins Amsterdam as a European “point of call.” Unable to weather the recession, the carrier ceases operations in January 1990.
POLAR AIR CARGO: 100 Oceangate, 15th Floor, Long Beach, California 90802, United States; Phone (562) 436-7471; Fax (562) 436-9333; Http://www. polaraircargo. com; Code PO; Year Founded 1993. Created to provide lift for a few freight forwarders serving the Pacific Rim, PAC is organized at Seattle in January 1993. It is a partnership between NedMark Transportation Services (originally established by Edwin H. “Ned” Wallace and Mark West to advise Air Hong Kong, Ltd.) and minority shareholders Southern Air Transport (SAT) and Polaris Aircraft Leasing, owned by General Electric.
Management is composed of several former executives of The Flying Tiger Line, led by Chairman/CEO Wallace and President/Chief Financial Officer West, who now begin to rebuild the old Tigers freighter operation. The company is equipped with 4 leased Boeing 747-122Fs and initially elects to limit its market to freight forwarders and international agents, excluding shippers.
The initial Jumbojet flight is made on April 25, a charter from New York (JFK) to Vienna via Prestwick, Scotland. Under a marketing agreement signed with Aeroflot Russian International Airlines (ARIA), an
All-cargo test flight is made on May 13 from New York to Moscow via Shannon, Ireland. Practice freight services to such Oriental destinations as Hong Kong and Singapore commence simultaneously, also flown under SAT’s operating certificate.
In July, cooperative flights are undertaken weekly with Aeroflot Russian International Airlines (ARIA) over a route from New York (JFK) via Shannon to Moscow and Khabarovsk, continuing on to Hong Kong. At the same time, weekly all-cargo service is inaugurated from JFK to Sydney, Australia, via Los Angeles.
Two additional frequencies begin in September, one each to Prestwick, Scotland, and to Singapore and in November the decision is made to advance out from under the SAT certificate and operate the company under its own authority. Although traffic data are incorporated into that of SAT, it is reported that the first year’s revenues are $66 million.
Airline employment stands at 258 in 1994 and in March the corporate name of NedMark is changed to Polar Air Cargo, Inc. An application is made for an all-cargo carrier operating certificate, which is duly received from the DOT on July 4. Also during the month, the FAA certifies the carrier as a supplemental air carrier.
In September, Southern Air Transport withdraws from the Polar arrangement, leaving the new cargo carrier to charter its 5 B-747-122Fs, 3 B-747-121Fs, and 1 each B-747-124F and B-747-132F from Polaris and to operate them with its own crews. Shareholding is now divided between Wallace and West (51%) and General Electric (49%).
Plans are made to inaugurate services to South Korea, the U. K., Taiwan, Hong Kong, and Australia and to acquire two more Jumbojets, which will make the airline the largest all-747 freighter operator in the world.
Atotal of 196.6 million FTKs are operated and revenues exceed $170 million.
The workforce grows to 475 in 1995. The company’s 12 freighters operate 1.1 billion FTKs. Revenues well exceed costs and there are nice profits: $21.94 million (operating) and $8.29 million (net).
There is no change in the employee population during 1996. Early in the year, the DOT advances the carrier into the National ranking. Two B-747-123Fs are leased from Arkia Israeli Airlines, Ltd. The three-year-old weekly frequency from New York to Prestwick, Scotland, is transferred down to London (LHR) and increased to thrice weekly.
Cargo increases 16.1% to $1.27 billion FTKs and operating income accelerates 10.8% to $260.18 million. Expenses are almost double that, up 19.2% to $253.65 million. Operating gain slides to $6.52 million and the net profit is down to $3.37 million.
With a fleet of 19 Jumbojet freighters, in early 1997 Polar operates to 19 destinations on 5 continents. During the first quarter, routes are stretched to Bangkok, New Delhi, Manila, and Dubai.
Founded by refugees from the now defunct The Flying Tiger Line, the company, on April 15, becomes the third U. S. all-cargo carrier to undertake transpacific flights to Japan. The company joins Federal Express and UPS (United Parcel Service) by offering weekly roundtrips from the U. S. West Coast to Osaka. Several of its managers in Japan have had long experience in that nation with The Flying Tiger Line.
On April 17, Polar, which already serves London (LHR) thrice weekly, introduces twice-weekly B-747-100F frequencies to Manchester.
Beginning in early May, 2 B-747Fs transport 18 Indy race teams, their vehicles, and associated equipment, to Rio de Janeiro, Brazil, in a move valued at $45 million. After the May 11 race, the teams are returned to their point of origin, Rickenbacker International Airport at Columbus, Ohio.
Flights from New York to New Delhi via Amsterdam are increased on July 31 from one per week to three. On August 7, direct service is resumed from New York to Prestwick, Scotland, thrice-weekly.
Scheduled authority to South Africa is received from the DOT on December 10.
A total of 1.92 billion FTKs are operated, a 40% increase over 1996. Operating revenues increase 32% to $343.54 million, while expenses jump 33% to $337.27 million. The operating profit dips slightly to $6.26 million, but a $2.48-million net loss is suffered.
At the beginning of 1998, PAC is the 17th largest airline in the world in terms of freight carried. On February 17, the Asian marketing team is significantly boosted by the addition of two company vice presidents tasked to oversee operations in that region.
In April, under authority received the previous December, Polar launches weekly B-747F service from the U. S. to Johannesburg via Amsterdam, Cairo, Nairobi, and Harare. This service represents the only scheduled flights to the African continent by an American all-cargo airline.
Despite moves into new markets, the Asian economic downturn has an impact; during the second quarter, $10.4 million is lost on revenues of $70.4 million.
The fourth largest all-cargo carrier in the world, Polar, on August 22, inaugurates twice-weekly B-747F return service from Miami to Lima, Peru.
Continuing its work in providing the only scheduled freighter service between the U. S. and the African continent, Polar, in mid-October, boosts its frequencies to Johannesburg from weekly to twice weekly.
DOT Secretary Rodney E. Slater praises the company’s African activities at his November 16 news conference on “Safe Skies for Africa.”
The year closes with a flourish as, on December 2, twice-weekly B-747F all-cargo service is launched from Manila to New York (JFK) via Tokyo (NRT), Anchorage, and Chicago (ORD). The new service places the airline in a position to respond to shifting patterns of international air freight demand on a global basis.
In a press release put out on December 18, the company announces that Ned Wallace and Mark West, the company’s cofounders and its chairman and president, respectively, will both retire at the end of the year.
During the 12 months, cargo traffic falls 23.64% to 1.44 billion FTKs. Revenues drop 10% to $309.38 million; although costs are off 0.5%, they still total $335.91 million. The previous year’s operating profit becomes a $26.52-million loss, while the net loss grows to $38.35 million.
Recently the chief financial officer of Caliber Systems (now a part of Federal Express) and now a Polar board member, Louis Valerio succeeds Wallace and West on January 7, 1999 and given their titles.
While continuing its effort to reverse is fiscal losses, PAC is able to benefit from a decision made at its founding. With more freighters available than any other carrier in the Civil Reserve Air Fleet, Polar is well situated to support the U. S. military when its participation in NATO’s Operation Allied Force begins on March 24.
As the air campaign against targets in Yugoslavia designed to force Belgrade to change its policies in Kosovo province intensifies in May and June, PAC is able to operate 100 missions from U. S. bases to Europe. This number, representing a substantial increase over PAC’s normal traffic, has a significant positive impact on company ledgers.
Robert E. Martens is appointed president/chief operating officer in July.
With the assistance of the National Mediation Board, the carrier and its ALPA-represented pilots are able to agree on a new contract, which is announced on October 2.
It is announced on October 7 that the company has withdawn one of its B-747-122Fs and replaced it with a pair of chartered B-747-2U3BFs, once flown as passenger planes by Garuda Indonesia.
Late in the fourth quarter, Polar enters into partnership air cargo venture with Air New Zealand, Ltd. on flights from the U. S. to the South Pacific.
Cargo traffic this year falls 4.3% to 1.4 billion FTKs. Revenues are up 2.1% to $315.99 million, while expenses drop 8% to $308.96 million. The previous year’s operating loss becomes a $7.02-million gain, while the net loss “improves” to $8.27 million.
The workforce totals 444 at the beginning of 2000, a 14.1% decline over the previous 12 months. The B-747 fleet now includes 1 each Dash-124F, Dash-132F, Dash-283BF, Dash-245F, Dash-259F, and 2R7F, 2 each Dash-123Fs, Dash-2U3BFs, and Dash-249Fs, 3 Dash-121Fs, and 5 Dash-122Fs.
The B-747-132F is withdrawn on March 30 and sold for scrap.
When CEO Louis J. Valeiro departs on May 26 to pursue other interests, he is succeeded on an interim basis by Chairman Eric M. Dull. During the summer, a PAC Charter Services division is set up to market charter and aircraft lease opportunities.
One of the B-747-200Fs also operates under an ACMI contract for Finnair O/Y, flying one weekly roundtrip between New York (JFK) to Helsinki via Goteborg and a second from New York (JFK) to Helsinki via Prestick and Goteborg.
In an effort to formalize its nonscheduled operations, a separate business unit, PAC Charter Services, is established on September 7. Under the direction of Vice President Lynn Stauffer, the new organization begins to provide aircraft leases and full planeload charters to the air freight forwarding industry. Previously operated by Tower Air, a sixth B-747-200F, wearing Polar’s new color scheme, is added on September 15. Also in September, Evergeen International Airlines Vice Chairman Ronald Lane is lured away to become Polar’s chief marketing officer while America West Airlines Vice President-Flight Operations Lee Steele becomes vice president and director of flight operations.
The first of five ordered B-747-46NFs is delivered in a new color scheme in Seattle ceremonies on October 16 and is immediately flown to the company’s Long Beach base. Leased on a long-term basis from GECAS, the new Spirit of Long Beach is placed into service on routes from New York (JFK) and Chicago (ORD) to Hong Kong, Taiwan, and Tokyo (NRT).
The Jumbojet fleet is further expanded in November. Two more B-747-200Fs enter service, one each on November 3 and November 21, while two additional B-747-46NFFs are also received, one on November 12 and one on November 16. The Dash-46NFs fly primarily to Tokyo (NRT), Taipei, and Hong Kong. Meanwhile, all of the Dash-200Fs are placed on services to the South Pacific and Europe, while the Dash-100Fs fly to South American and on nonscheduled charters.
As December ends, arrangements are completed for the initiation, on January 11, of twice-weekly return flights between the U. S. and Kuala Lumpur, Malaysia.
POLAR AIRLINES: United States (1974-1980). Polar Airlines is established by Timothy Ewell at Anchorage, Alaska, in 1974 to offer scheduled third-level service, on an exemption basis, to Kenai. Charter operations are also undertaken. Permanent authority for the route is sought from the Civil CAB. Regional flights begin to Valdez, Gulkana, Big Delta, Fairbanks, Tok Junction, Tanacross, and Northway in
1975-1977 and the fleet comes to include a mix of Aero Commander 680s, Fairchild PC-6s, Piper PA-31-310 Navajos, a Beech 18, and several Cessna lightplanes.
Although statistics are not available for 1978, those reported in 1979 show that the company’s 4 Piper PA-31-350 Navajo Chieftains, Cessna 310, and Cessna 206 hauled 26,000 passengers and 440,400 pounds of freight.
In financial difficulty as the result of the fuel oil crisis at decade’s end, Polar Airlines also encounters regulatory obstacles. When the FAA revokes the carrier’s certificate on August 25, 1980, the airline is shut down.
World History
