Set up at San Francisco, California, in the summer of 1967 to offer scheduled passenger, cargo, and mail service to Sacramento via Salinas and Redding.
Beech 18 and Cessna 402 revenue flights commence on September 2 and continue until the company goes out of business in 1970.
PRIVATAIR, S. A.: Geneva Airport, Geneva, CH-1215, Switzerland; Phone 41 (22) 929-6730; Fax 41 (22) 929-6731; Http://www. privatair. com; Code PTI; Year Founded 1977. This corporate carrier is established at Geneva Airport in 1977 to provide executive passenger flights for businessmen and VIPs from the western side of Switzerland using a fleet of bizjets previously owned by the Greek tycoon John Latsis. Distinguished passengers are expected to include heads of state and royalty, as well as celebrities, entertainment financiers, and CEOs of multinational corporations. The company will pride itself on its discretion. All aircraft wear a distinctive red-and-white Swiss-oriented livery.
On October 2, 1989, PrivatAir takes delivery of a Boeing 757-23A, capable of providing large group worldwide services. It will remain the only aircraft of its type available for private hire in the world. Capacity is further enhanced on October 14, 1995 when a B-737-3L9 arrives.
By the middle 1990s, Operations Director Capt. Christopher Randle flies two of the largest aircraft held by VIP and business airlines anywhere. European flights are provided not only by the 737, but also by one each Grumman G-1159C Gulfstream IV and British Aerospace BAe (HS) 125-800 Hawker.
Three Next Generation B-737-7AK advanced passenger jetliners, configured as BBJs, are delivered in 1999, one each on April 7, November 2, and December 22.
A total of 85 workers are employed at the beginning of 2000. Hosted by Peter Alliss, the B-757-23A operates an around-the-world golfing tour from London between November 18 and December 10, while the B-737-3L9 flies an around-Europe golfing tour. Stops on the itinerary of the former include Bermuda, Orlando, Las Vegas, Pebble Beach, Hawaii, Sydney Ayers Rock, Bali, Katmandu, Agra, and Dubai. The allinclusive cost per person is ?31,850. The European tour includes stops in eight countries, six in Europe, and two in North Africa. Such famous golf courses as Valderrama, Druid’s Glen, The Carnegie Championship Links, and Royal Dornoch are open for play and the all-inclusive fare for this tour runs ?18,650.
No longer needed after the European tour, the B-737-3L9 is put up for sale at the end of the year.
PRIVATE JET EXPEDITIONS: United States (1989-1995). Private Jet is established as a travel club at Atlanta in December 1989 to operate exotic package tour flights with a single Boeing 727-31 first flown by Trans World Airlines (TWA), but now christened Explorer I. Shareholding is divided between Jack DeBoer, owner of Residence Inns, and Society Expeditions founder Theodore Swartz.
A total of 632 passengers are flown during the inaugural month and revenues total $435,388. Expenses involved in setting up the 12-employee airline reach $4.2 million and like many new entrants, it begins life with a negative balance sheet. Losses total $3.7 million (operating) and $4.4 million (net).
The workforce is doubled to 25 in 1990 as the lone Boeing flies a total of 3,000 passengers during the first full year. Revenues total $3 million, but expenses are higher and losses are again suffered: $2.69 million (operating) and $4.34 million (net).
In early 1991, the company is sold to the Club America Vacations consortium, led by Apple Vacations and affiliated with the Spanish-based The Oasis Group, owner of the carrier Oasis International Airlines, S. A. The company is upgraded from a “club” into a full-fledged charter airline and the fleet is increased by the addition of four Oasis McDonnell Douglas MD-83s.
With the addition of new charters, customer bookings increase to 24,000 and revenues skyrocket 95.3% to $5.93 million. Expenses surge 30.6% to $7.48 million and cut operating loss to $1.54 million. A net profit of $1.63 million is generated.
Authority is received early in 1992 to offer scheduled service from Atlanta to St. Louis. As additional McDonnell Douglas transports (seven MD-83s, an MD-82, and an MD-87) are obtained, the B-727-31 is withdrawn.
Having hit 220 kmh on its takeoff from Boston on August 30, an MD-83 suffers the explosion of two of its main landing gear tires, which are ingested into the left engine. The departure is safely aborted.
Passenger boardings skyrocket to 473,000 and revenues total $53.4 million. Operating income surges to $293,828, but net profit plunges to $39,177.
Airline employment stands at 480 in 1993 and the all-chartered fleet now includes 11 MD-83s and 1 each MD-82 and MD-87. Limited scheduled service is initiated from Atlanta to St. Louis, Chicago, Miami, and Newark.
Customer bookings accelerate to 1,041,000. Although revenues rise 79.2% to $95.71 million, expenses surge 90.3% to $101.07 million. The operating loss is $4.97 million and net loss totals $7.39 million.
Daily roundtrip flights begin on January 14, 1994 from Miami to the Virgin Island destinations of St. Thomas and St. Croix.
On May 26, Private Jet begins flying its now deeply discounted scheduled services between Atlanta and Miami as National Airlines (3), hoping that the famous moniker of the carrier taken over by Pan American World Airways (1) in 1980, will give it more visibility.
The aircraft employed on the scheduled routes are a pair of leased DC-9-51s painted in the new National colors; the first arrives on May 25 followed by the second in June.
The company abruptly cancels most of its National Airlines (3) scheduled flights after October 3 due to financial problems. Of the 5,000 displaced passengers, those booked on flights through November 15 are assigned to other carriers while everyone else receives a refund. Agents are able to easily rebook a number of travelers as the carrier returns to charter work. A total of 219 employees are also laid off.
At year’s end, the company is elevated by the DOT to National status.
Passenger boardings inch up 0.5% to 1,046,000 and 41,000 FTKs are flown. Revenues decline 8.6% to $88.01 million and, although the percentage of rise is down, expenses increase by 7.8% to $93.36. The operating loss grows to $5.35 million, while net loss “improves” to $6.05 million.
The workforce stands at 301 in 1995. Fiscal difficulties continue, forcing Club America to sell out to NAL Holdings in early March. On March 13, Oasis withdraws its aircraft and charter contracts and Private Jet shuts down. Effective March 28, the DOT suspends the carrier’s operating authority for economic reasons, while the FAA lifts its license because of safety concerns. Charters are, however, flown for Club America Vacations through a wet-lease arrangement with Kiwi International Airlines until March 30. At this point, the tour operator abruptly shuts down, leaving 2,000 clients stranded at destinations in the Caribbean and Mexico.
PRIVATE WINGS FLUGCHARTER, GmbH.: Flughaven Tempelhof-GAT, Berlin, D-12101, Germany; Phone 49 (30) 69512591; Fax 49 (30) 6951-2260; Year Founded 1991. Private Wings is founded at Berlin’s Tempelhof Airport in 1991 to provide executive and small group passenger charters to worldwide destinations. Eight pilots are hired and revenue flights begin with 1 each Learjet 35A Century III, Beech Super King Air 300 and Super King Air 200. The latter two machines operate primarily between German destinations.
PRO AIR SERVICES: United States (1981-1988). PAS is set up at Miami in 1981 as a subsidiary of the International Transfer Company. The regional inaugurates daily scheduled roundtrips linking its base with Fort Lauderdale, Key West, and Marathon, as well as the Bahamian destinations of Marsh Harbour and Treasure Cay. The fleet will eventually come to include 1 each Cessna 404 Titan, Douglas DC-3, Martin 40-4, Aero Commander 500B, and 2 Beech 18s.
Operations continue apace until 1988 with frequencies meanwhile having been added to Rock Sound, Governors Harbour, and North Eleuthers.
PRO AIRLINES: United States (1972). Minneapolis-based Executive Air Transport, Inc. forms this scheduled airline subsidiary during the summer of 1972 to maintain passenger and cargo flights during the Northwest Airlines strike begun on June 30. Lightplane roundtrip services to Bismarck via Jamestown and Fargo are inaugurated on August 7 and are maintained 29 days beyond the end of the Northwest job action on October 2.
PROAIR: 101 Elliott Ave. West, Suite 500, Seattle, Washington 98119, United States; Phone (800) 939-9551; Http://www. proair. com; Code P9; Year Founded 1996. Trusting that a simplified fare structure, increased passenger leg room, better meals, and an easier hub will attract customers, ProAir (which had originally been conceived of as a sports charter carrier) is established by Kevin Stamper at Detroit (DET) in the spring of 1996. Work is 75%-80% finished for the company’s government certification at the time of the May Valujet Airlines disaster. That crash slows the entire FAA regulatory process for new entrants by six to eight months. Still, of the nearly 30 start-ups applying to the government for certification since 1995, ProAir will be the only one granted approval.
The certification process is completed in early 1997, at which time the company hires an initial nonunionized workforce of 170. In February, Chairman/CEO Stamper names former WestAir Airlines Chief Operating Officer Craig Belmondo as president/chief operating officer. Two Boeing 737-49Rs, originally built for China Hainan Airlines, are chartered in June, one each from GE Capital Aviation Services and the other from the Kanematsu Corporation. The distinguishing characteristic of their color schemes is shown on their tails, which are designed to resemble close-up of a feather. One is painted in “Fenway Sign” green and the other in orange. Orders are placed for two more “Baby Boeings” that will wear yellow and purple tails.
Ticketless travel will be employed and there are just two classes: business and coach. Low-cost introductory fares, up to 50% less than that of the competition, and ease of access from Detroit, just 10 minutes from the airport, are trumpeted in initial advertisements. It goes unsaid that the major potential competitor, Northwest Airlines, hubs at Detroit Metropolitan Airport.
Twice-daily nonstop roundtrips from Detroit to Baltimore (BWI) and to Indianapolis commence on July 4, followed on July 14 by the same number of frequencies to Newark, which serves New York City as well. Flying from Detroit (DTT), Northwest Airlines quickly matches the company’s introductory rates, but requires 24-hr. advance booking. Twice-daily roundtrip nonstops are launched from Detroit to Milwaukee on August 1.
On August 24, Chairman Stamper sends an open letter to area business executives seeking their support in his contest to keep fares low and offering a limited number of free flights in a promotion good through November 20. As the resident airline, company officials make a significant contribution to the sixtieth anniversary open house of Detroit (DET) on September 6.
Responding to the carrier’s efforts to combat Northwest’s Detroit market lock, Chrysler Corporation during the fall pledges its support, and a certain amount of business, to the new entrant.
On October 6, the company increases its service between Detroit (DET) and Baltimore and Newark from two daily roundtrips to three. Flights between Detroit City and Milwaukee and Indianapolis remain on a daily frequency.
Scheduled Saturday seasonal service from Detroit to Orlando commences on December 27; simultaneously, Saturday and Sunday flights begin from the Michigan airport to Southwest Florida International Airport at Fort Meyers.
Passenger boardings of 65,000 are reported.
On May 1, 1998, a second daily nonstop roundtrip is started from Detroit (DET) to Indianapolis. The Orlando Saturday service is concluded on May 3. Although service to Milwaukee ends, twice-daily roundtrips are inaugurated on May 18, between Detroit City and Philadelphia.
On June 11, while competing Northwest Airlines suffers productivity problems at Detroit Metropolitan, ProAir reaches separate five-year agreements with General Motors and Chrysler to provide contract air transport for the two automakers from Detroit to Baltimore, Indianapolis, Newark, and Philadelphia.
The company celebrates its first anniversary on July 4 by lowering its one-way coach fares for the day to each of its four destinations. A partnership is announced with The Hertz Corporation on July 6; one-call reservations will result in the availability of rental cars for business passengers flying into Detroit (DET).
Another B-737-49R is received on October 15, when plans are announced to employ the new aircraft, beginning on November 21, in seasonal weekend services.
The company operates out of the International Terminal at Detroit (DTT) on October 24-25 while the runway at Detroit (DET) is resurfaced. Customers are notified of the change a week in advance.
The DOT, on October 29, awards ProAir two slot exemptions at New York (LGA). Chairman/CEO Stamper excitedly announces that his carrier will commence service to that city on January 10.
On November 10, the carrier announces several strategic business decisions, including the introduction of new service to Atlanta and Seattle. The latter will commence on January 10. Also during the day, former Reno Air Customer Services Director James Walsh is named vice president-customer service, while Northwest Airlines Director of Marketing and Communications Eric Steinwinder becomes vice president-management.
Seasonal B-737-49R weekend roundtrips commence on November 21 from Detroit (DET) to Orlando and Fort Myers. Two days later, the company takes delivery of a brand new B-737-39R.
At the beginning of December, the Detroit Investment Fund, a $52-million private equity concern, gives Chairman/CEO Stamper a $3-million investment check.
Employing the newly received B-737-39R, roundtrip service is added between Detroit (DET) and Atlanta on December 14, 12 times a week.
On December 19, weekend flights begin to Tampa and St. Petersburg. The weekend Florida frequencies will end on May 2.
Twice-weekly B-737-49R roundtrip Moonlight Service is initiated on December 20 between Detroit City (DET) and Las Vegas.
During the 12 months, customer bookings skyrocket 318.5% to 272,000. Although revenues total $20.83 million, expenses are $34.24 million. There is an operating loss of $13.41 million, while a net loss of $15.76 million is suffered as well.
On January 17, 1999, daily B-737-47R roundtrips commence between Detroit (DET) and New York (LGA). This new service is followed on January 28 by the introduction of four-times-weekday B-737-47R roundtrips from Detroit (DET) to Chicago (MDW). ProAir now offers 108 weekly departures, more than twice the number provided during the fall.
A corporate travel agreement is signed with Masco Corporation on June 24, allowing the Detroit-based concern and its affiliated companies to lock in their annual travel costs.
On August 25, the company announces that it will soon launch “ProAir Express” service, flying SAAB 2000s to nearby airports. Four-nights-a-week B-737-400 roundtrips are introduced on December 23 between Detroit (DET) and Seattle.
Passenger boardings increase 52.6% to 415,000.
The workforce stands at 440 at the beginning of 2000. In January, a $7-million loan is received from Daimler Chrysler and General Motors. Early in February, the United Auto Workers (UAW) invests $14 million in the company in return for discounted airfares for its members.
In order to accommodate the spring schedule, service to Philadelphia is temporarily suspended on March 26. The next day, a new daily roundtrip is inaugurated from Indianapolis to Orlando and one additional flight is added from Detroit (DET) to New York (LGA) and Orlando. Connections to Seattle are now offered at Atlanta, Orlando, and Indianapolis.
On May 11, it is announced that the carrier will soon be discontinuing its services from Detroit (DET) to Indianapolis, Philadelphia, Newark, and Seattle. The cuts amount to almost half the schedule. Struggling with its finances, the company stops flying from Detroit to Indianapolis and Seattle (site of its home office) on May 20.
By May 22, the carrier has stopped flying to Philadelphia and Newark. The same day, Blue Cross-Blue Shield drops its health insurance coverage of ProAir employees for premium nonpayment and Delta Air Lines sues the company for nonpayment of aircraft repair invoices.
The carrier undergoes a focused inspection on June 12-23 by the FAA’s Seattle Safety District Office; ProAir will later charge that the FSDO failed to communicate with it following the review and refused to respond to inquiries concerning its findings.
ProAir returns its two B-737-300s on July 11 and its executives meet with FAA officials in Washington, D. C. on August 2, where they learn the negative results of the June inspection. No earlier concerns are discussed.
While backing out after pushing back from the terminal at New York (LGA) on September 15, the ProAir Boeing 737-43Q impacts a parked
Midwest Express Airlines MD-80. The tails of both aircraft are damaged, forcing both companies to cancel flights.
FAA Administrator Jane F. Garvey issues an emergency order at midnight on September 18 ordering the company to halt all flights and revokes its Part 121 operating certificate. The order cites continuing maintenance, oversight, quality control, and record-keeping problems resulting in widespread failures to comply with applicable federal aviation regulations and serious aircraft safety concerns (including the alleged falsification of records by Maintenance Director Oscar Arriaga). ProAir believes the regulator’s action is based on erroneous and outdated information from the June FAA focused review and that the grounding will be reversed upon appeal. Nevertheless, it is announced that, until the FAA issue is resolved, current ProAir ticket holders will be able to receive refunds or will have their tokens honored, on a standby basis, by Northwest Airlines or Spirit Airlines.
To preserve its existing resources (now just $440,000 in cash) and aircraft, President Belmondo takes the company into Chapter XI bankruptcy the next day, hoping to give it a chance to reorganize and resume operations. Northwest Airlines withdraws its offer to honor the ProAir tickets, but Spirit Airlines agrees to continue its support through September 30 for ProAir passengers holding confirmed tickets for flights between Detroit (DET) and New York (LGA) or Orlando.
The Detroit Free Press reports that, in addition to $14 million from the UAW, the carrier also owes $31.9 million to its top 20 creditors.
President Belmondo, on September 20, appeals the FAA ruling to the NTSB, under the law that allows him to do so within the first 48 hrs. after such an action. The NTSB is required to respond within 60 days.
On September 27, while the appeal goes forward, 275 of the carrier’s 300 employees are laid off.
On September 28, William E. Fowler Jr., the NTSB administrative law judge, declines to hear the company’s appeal, indicating its belief that the FAA ruling is correct. Lease payments are maintained on the remaining B-737-49R and B-737-43Q.
On November 13, the company agrees to an FAA proposal for a process that may see the carrier return to Michigan skies around January 21. Under terms of the document signed by ProAir Chairman/CEO Kevin C. Stamper and FAA Counsel George L. Thompson, the airline will drop its appeal of the revocation order. Meanwhile, the government will withdraw that order and agree to work with ProAir on a fast-track process to determine if it can fly again. Before it can do so, ProAir will first have to move its headquarters from Seattle to Detroit and prove to the FAA, as well as the DOT, that it can overcome both its financial and maintenance and safety problems.
Although the FAA will have seen sufficient progress to reissue an AOC on January 23, a spokesman for the DOT will indicate to The Detroit News on January 25 that none of the necessary documents of financial proof have, as yet, been filed with it.
PROFIT AIRLINES (PROFIT EXPRESS): United States (19801985). Profit Airlines is established by the freight forwarder Profit Freight Systems (also known as PBA-Profit by Air) at Atlanta in 1980 to provide scheduled jet all-cargo services between the U. S. and Puerto Rico. Revenue flights commence with a Convair CV-880M wet-leased from the short-lived Central American Airways (CAA).
A second CAA Convair enters service in 1981; however, it is soon determined that cargo containers are not interchangeable between the two narrow-bodies and other aircraft and so the CAA flights are discontinued. In 1982, the carrier contracts to employ wet-leased Arrow Air Douglas DC-8Fs. These aircraft maintain company services until operations are suspended in 1985.
PROMAIR AUSTRALIA (PTY.), LTD.: Australia (1977-1995). Pro-mair is established in 1977 at a private airfield at Pt. Welshpool, near Wilson’s Promontory near Melbourne, to fly charters out to the Bass Strait destination of Flinders Island. The main link between the Island and Victoria, the company transports milk, fruits and vegetables outward and returns with lobsters.
Brian and Michael Tucker take charge of the company in 1986 and begin to fly scheduled services to Flinders Island and Launceston, Tasmania, with four Piper PA-31-310 Navajos painted in a livery of orange, brown, yellow, and white. During 1987-1989, regularly scheduled flights are also begun to Melbourne.
During 1990, a contract is awarded to the company to fly to Tasmania all of the items required by Revco automotive parts outlets. At the same time, a joint sea-air operation is begun with the service operated by the Bass Strait Seacat, passengers reaching Tasmania by the catamaran are returned to Victoria by air.
Late in the year and into 1991, service is introduced Geelong-Grovedale, with thrice-weekly flights to Launceston and to Bairnsdale and Sale, connecting through the Latrobe Valley to Launceston.
In October 1993, the company base is shifted to Georgetown. Managing Director Brian Tucker undertakes to continue revenue services with a fleet of 3 Navajos. Financial problems are encountered in 1994, causing the carrier to shut down in early 1995.
PROMECH: 1515 Tongass Avenue, Ketchikan, Alaska 99901, United States; Phone (907) 225-3845; Fax (907) 247-3875; http:/ Www. promechair. com; Code Z3; Year Founded 1993. Promech is established by Kevin Hack at Ketchikan, Alaska, in 1993 to offer scheduled, charter, and contract service flights, including mail and cargo, to surrounding and bush communities. The all-float-equipped fleet includes 3 Cessna 185s, 3 de Havilland Canada DHC-2 Beavers, and 1 each DHC-3 Otter and DHC-6-300 Twin Otter. Orders are outstanding for another floatplane Twin Otter.
A total of 2,791 scheduled passengers are flown on the year.
Airline employment stands at 15 in 1994 and customer bookings triple to 8,312. Enplanements skyrocket an almost unbelievable 386% in 1995 to 40,370.
There are no changes in the workforce during 1996 as passenger boardings plunge to 11,171. In 1997, President Hack’s fleet includes 5 Beavers, 3 Twin Otters, and 2 Cessna 185s.
Customer bookings increase 55.6% to 17,377.
Successful service is maintained in 1998 as passenger boardings rise 5.6% to 18,000.
Customer bookings for 1999 rise 13% to 21,000.
PROMPT AIR: 5300 West 63rd Street, Chicago, Illinois 60638, United States; Phone (773) 581-9010; Fax (773) 581-9197; Year Founded 1993. Alan R. Kaufman sets up Prompt Air in 1993 to provide all-cargo services throughout the Chicago area, plus markets in Illinois, Indiana, and Wisconsin. Revenue operations commence with a fleet of 9 Cessna 210s and 5 Piper Aztecs. Each year, the company will be plagued with accidents.
Just after takeoff from Indianapolis on December 20, 1995, a Cessna 210 suffers loss of engine power; the aircraft is able to execute a safe emergency landing back at its point of origin and its pilot is not injured.
While on final approach to Springfield, Missouri, on a service from Cahokia, Illinois, on November 15, 1996, a Cessna 210 collides with terrain one mi. from the runway; the pilot is killed and the aircraft is destroyed.
Just after takeoff from Milwaukee on an all-cargo service to Louisville, on February 20, 1997, another Cessna 210 with two crew crashes; there are no survivors.
Flights continue without incident in 1998-2000.
PROPAIR, INC.: Box 220, RR #1, Rouyn Airport, Rouyn-Noranda, Quebec J9X 5B7, Canada; Phone (819) 762-0811; Fax (819) 7621852; Code P6; Year Founded 1987. Following its June 1987 sale to Nordic Helicopters, Ltd., the former Quebecair Inter, Ltd. is reformed and renamed. Over the next decade, the company operates domestic and international passenger and cargo charters, aircraft maintenance, and air ambulance services without fanfare.
A Swearingen Metro II with 2 crew and 11 passengers lands nosegear-first at Puvirnituq on October 23, 1996, causing the turboprop to veer left off the runway and stop 200 ft. beyond the runway on a gravel airstrip; although the aircraft is badly damaged, there are no fatalities.
In 1997, President/General Manager Jean Pronovost oversees a 90-person workforce. The fleet includes 1 Beech King Air 90, 4 King Air 100s, 1 Super King Air 200, 1 Cessna 185, 1 C-310, 6 de Havilland Canada DHC-2 Beavers, 3 DHC-3 Otters, and 1 Fairchild SA-226 Metroliner. Revenues total C$5.5 million.
Just after takeoff from Montreal (YUL) on June 18, 1998 for a flight to Peterborough, Ontario, the pilot of the Metroliner, with 10 other passengers (largely comprising an engineering team from General Electric Canada) and operating as Flight 420, reports fire in his left No. 1 engine. ATC instructs the aircraft to land at Mirabel Airport. Upon touching down, the plane explodes and its left wing and engine separate from the fuselage. The burning aircraft flips over, lands upside down, and cartwheels 2,000 ft., coming to rest 65 meters off the runway. There are no survivors from the worst crash in Canada since the May 1989 Air Ontario, Inc. disaster at Dryden, Ontario.
The company continues to offer both scheduled and charter services, without incident, during the remainder of the decade.
After several months of study, executives from Air Alma, Ltd., PropAir, and Air Satellite, Inc. approach Quebec Finance Minister Bernard Landry on October 25, 2000 and request $84 million to help them merge into a larger regional. If the arrangement can be concluded, the new airline, to be named Air Quebec, Inc., will form a credible alternative to Air Nova, which enjoys the majority of local market share.
PROPAIR, LTD.: Canada (1981-1986). Air La Sarra, Ltd. and the subsidiary Air Fecteau, Ltd. are combined by Quebecair, Ltd. in 1981
To form the larger subsidiary, Propair, Ltd., basing it at Rouyn. The fleet is comprised of the merger partner’s aircraft, including 13 de Havilland Canada DHC-2 Beavers, 13 DHC-3 Otters, 2 DHC-4 Caribou, and several Cessna 207s. A contract is reached with the parent for the operation of commuter services over Quebecair, Ltd.’s low-density routes, such as Quebecair Inter, Ltd.
In December 1985, Quebec Aviation, Ltd. is purchased and merged. The two Caribou are now sold and beginning in early 1986, the company links its base to new destinations, including Montreal, Chibouga-mau, Bagotville, Ottawa, Nordanda, Val d’Or, Sherbrook, and Quebec City. An inherited route from Quebec City to Murray Bay is subcontracted to Les Ailes de Charlevoix, Ltd.
Operations continue with little change until June 1987 when the carrier is sold to Nordic Helicopters, Ltd. and is reborn as Propair, Inc.
PROPHETER AVIATION: United States (1986-1990). Robert Propheter establishes this small regional as the scheduled airline division of his Sterling, Illinois-based FBO. Employing a Piper PA-31-310 Navajo and a Cessna 402, the company inaugurates scheduled daily roundtrips in October 1986, linking the commuter’s base with La Salle, Peru, and Chicago.
Unable to withstand recession, the company goes out of business on April 27, 1990.
PROSPAIR AIRCHARTER, LTD.: United Kingdom (1994-1996).
Prospair is established at Birmingham Airport in 1994 to offer all-cargo regional services. Managing Director Michael G. Dowding begins revenue flights with a pair of Piper PA-31-310 Navajos that continue for two years.
PROTEA AIRWAYS (PTY.), LTD.: South Africa (1959-1980). Protea is established by Louis Malan, Peter Wilheli, and Willem Jordan at Rand Airport at Germiston, near Johannesburg, in July 1959 to operate air taxi and charter services throughout the country.
Initial services are provided with light aircraft and by the late 1960s the fleet includes 2 Piper PA-23 Apaches and 1 each Cessna 205, C-210, C-320, C-441, PA-31-310 Navajo, and Aero Commander 500B.
During the fourth quarter of 1970, Protea acquires National Airways (Pty.), Ltd. , then under the chairmanship of Richard Dunn. Destinations now regularly visited include Port Elizabeth, East London, Cape Town, Durban, Grahamstown, Port Alfred, and Virginia.
During the 1970s, Chairman/Managing Director J. T. Morrison acquires a single Vickers Viscount 700. Rising expenses led by fuel costs, force the company out of business in 1980.
PROTEUS AIR SYSTEM, S. A.: France (1990-2001). This commuter is set up at Vougeot in 1990 as the outgrowth of an air taxi operation started four years earlier by Bernard Stouff and Franklin Devaux. Stouff is appointed general manager and he assembles a fleet comprising 2 Beech King Air 90s and 1 Super King Air 200. Scheduled services are initiated to Dijon, Lille, and Nice. A Beech 1900C-1 is delivered to its French launch customer in December. The newly acquired Beechcraft is employed to inaugurate flights to London (STN) in the spring of 1991.
Three additional King Air 90s join the fleet in 1992. Operations continue in 1993 and in 1994 the company operates 1 each Beech King Air 90, Beech Super King Air 200, and Beech 1900C-1. The small regional operates a total of three routes, including frequencies from Dijon to Lille and Lille to the U. K.
Enplanements total 15,000.
The company becomes a unit of the Air France express regional network in 1995. The company takes over Air Transport Pyrenees, S. A. and its routes from Pau to Nantes, Saint-Etienne to Toulouse, and Cas-tres to Rodez and Lyon. Orders are placed for a pair of Fairchild Dornier 328-100s and a Beech 1900D is delivered at year’s end.
The new turboprops are delivered during the first quarter of 1996 and enter service in April on behalf of Europair, an Air France/Air Inter regional project. One Dornier is based at Marseilles-Provence Airport and flies to Bordeaux, Frankfurt, and Milan; the other, operating from Lyon’s Satolas Airport, visits Frankfurt, Zurich, and Munich. Daily roundtrip Lorient to Lyon service begins in November. Intense competition from the high-speed TGV and Eurostar trains, forces the company to suspend its Dijon to Lille and Lille to London (STN) services.
Passenger bookings significantly advance, climbing to 24,000. A FFr 180 million turnover is generated.
The carrier’s second Beech 1900D is delivered in February 1997. When during the first quarter, TAT European Airlines, S. A. withdraws from its daily Paris (ORY) to Chambery route, Proteus takes it over in March. A third Dornier 328-100 arrives and in April, frequency on the former TAT route becomes twice daily. A code-sharing agreement is signed with Regional Airlines, S. A. in mid-month and on April 30 the company begins dual-designator flights from Rouen and Clermont.
During the Paris Air Show in June, the company replaces its options for 328-100s with a $70-million request for six Fairchild Dornier 328JET regional jetliners, for which it becomes European launch customer. In mid-month, the carrier establishes a hub at Boutheon Airport at Saint-Etienne and launches twice-daily Beech 1900 services to Lille, Bordeaux, Nantes, Reims, Annecy, Avignon, and Chambery.
Early success in the new June markets leads Proteus in early July to begin flying from Dijon to Saint Etienne and Nice. At the same time, a Dornier 328-110 is leased for three months and is employed to inaugurate another former TAT European Airlines, S. A. route, from Paris (ORY) to Castres.
On July 31, the company agrees to become the third “Air France Express” franchise partner. In exchange for subsidy and other assistance, the company’s aircraft will be painted in modified Air France livery and will undertake to fly certain medium - and low-density routes on behalf of Air France Groupe.
The initial dual designator Dornier 328-100 flights commence on September 1, thrice daily between Paris (ORY) and Chambery, Savoie. Also in September, the company’s seventh Beech 1900C and fourth
Dornier 328-100 are delivered. Fitted with pods, several Beech 1900Cs are employed during the month to launch a new evening air express service.
Enplanements for the year total 140,000 and operating income of FFr 220 million is generated.
The fleet at the beginning of 1998 includes 9 Beech 1900C/Ds and 5 Dornier 328-100s. Orders are outstanding for 6 Dornier 328JETs, 3 328100s, and 10 Beech 1900Ds.
While on approach to Lann-Bilhoue Airport at Lorient after a July 30 service from Lyons, a Beech 1900D, piloted by Capt. Jean-Christophe Barbe, is given ATC permission to descend for a better view of the 980-ft.-long SS Norway, formerly the France, anchored near Lorient harbor. At an altitude of 2,000 ft., the airliner, with 13 other crew and passengers, collides with a Cessna 177 Cardinal piloted by retired Air Inter, S. A. A300 pilot Capt. Francis Gilibert. All aboard both aircraft are killed and the airframes sink to a depth of 50 feet.
During the fall, a French-language homepage is posted on the World Wide Web.
The fleet in 1999 includes 7 Dornier 328-100s, 4 Beech 1900Cs, and 10 Beech 1900Ds. Scheduled destinations visited include Annecy, Avignon, Bordeaux, Castres, Dijon, Lille, Lorient, Lyon, Nantes, Nice, Pau, Perpignan, Reimes, Rodez, St. Etienne, Strasbourg, Toulon, and Toulouse.
Airline equity is increased from FFr 36 million to FFr 44 million during June, while a $350-million order is placed for 18 Embraer ERJ-145s and 5 options. On July 9, Managing Director Mark Dugain announces that capitalization will be increased to FFr 135 million by the end of September.
In October, Flandre Air, S. A. is acquired. At the end of November, it is announced that Air France will merge Flandre, Proteus, and Regional Airlines, S. A. on April 1, 2001 into a unified large regional airline. Region, S. A. will operate 80 aircraft to approximately 400 domestic and European destinations and may earn as much as $325 million in annual revenues.
PROVIDENCE AIRLINE CORPORATION: United States (19711983). James Dole creates this air taxi at North Kingstown, Rhode Island, in 1971 to undertake charter and contract Beech 18 service flights to Providence and other New England destinations. In mid-1980, the company obtains certification from the CAB to offer scheduled allfreight services, including overnight flights on behalf of air freight forwarders and express package firms. These operations begin with a Con-vair CV-240.
Flights continue apace during 1981, during which year the carrier obtains another Convairliner, plus five more Beech 18s. These are also employed in 1982 to operate 12.11 million FTKs. Unable to weather the recession, the aircraft and freight operation are sold to Combs Freightair in July 1983.
PROVINCETOWN-BOSTON AIRLINE (PBA): United States (1946-1988). One of the nation’s oldest regionals at the time of its demise, PBA is founded as an FBO by John Van Arsdale Sr. at Marston Mills, Massachusetts, in February 1946. Employing a Cessna T-50A Bobcat, Van Arsdale begins several years of charter and air taxi flights under the original label of Cape Cod Flying Service. Van Arsdale acquires a Piper dealership and on October 1, 1948, moves his charter and sales operation to the newly built airfield at Provincetown.
The popularity of the company’s charter service grows immensely during the next year. On November 30, 1949, President Van Arsdale creates Provincetown-Boston Airline as the airline operating subsidiary of CCFS, electing that title as he later recalls, “so I wouldn’t have to tell people where I flew.” Twice-daily T-50A shuttles are now regularly flown.
PBA’s fleet is slowly enlarged but, throughout the 1950s the company’s emphasis on seasonal resort trade continues; upwards of 70% of a year’s traffic is accommodated between July 4 and Labor Day. Still, this demand is sufficient to warrant introduction of additional capacity, first with a refurbished Lockheed Model 10A Electra.
During three fall congressional campaigns of this decade, the Democratic Party charters owner Van Arsdale’s aircraft to fly a young John F. Kennedy around Cape Cod; JFK wins every contest.
The company is officially incorporated on February 13, 1953. While on final approach to Provincetown on July 8, a Stinson Voyager crashes into the sea 2 mi. offshore (two dead). In 1954-1956, the fleet is increased by the purchase of four Lockheed Model 10A Electras.
In the winter of 1957, Van Arsdale travels around Florida seeking carriers with similar seasonal problems with whom he might ally. J. L. “Joe” Brown’s Naples Airlines, based at the Gulf Coast namesake, is the solution, and for three years, beginning on December 15, the two small companies lease planes and trade personnel among themselves.
In the manner of Aeromarine Airlines 40 years before, Brown, his planes and pilots, first migrate to Massachusetts to serve with PBA in the summer of 1958. Van Arsdale and Brown are able to launch a return afternoon shuttle service between Boston and Provincetown on Friday afternoons, in addition to the four-times-per-weekday roundtrips.
When the city of Naples refuses to renew the Naples Airlines airport lease, that transport company sells out to its Yankee associate in late 1959.
PBA becomes a dual-market airline on January 1, 1960, when it begins to operate its new acquisition as a subsidiary southern division. Cities in the Florida market include Ocean Reef, Naples, Miami, Marathon, Fort Myers, Sarasota, Jacksonville, and West Palm Beach. On December 15, 1961, the Naples-Miami route becomes a year-round service. The following year, the company begins construction of a new terminal building at Naples.
PBA will fly its resort-oriented routes apace for 15 years, adding a few aircraft (including Beech 18s) here and there and remaining profitable. New markets entered in Florida include Tampa, Punta Gorda, and Marco Island. On August 27, 1967, a Beech 18 with 14 aboard ditches off Humarock Beach, New York; the passengers and crew are all rescued.
Two Douglas C-53 Dakotas (military aircraft converted to DC-3 civil standard) are purchased in February 1968 to replace the Electras. With Vice President John E. Zate as pilot and President Van Arsdale as flight attendant, PBA inaugurates Naples to Miami revenue flights on March 22. During the winter season, a Naples to Tampa service is introduced. A third DC-3 is added in March 1970 and thereafter, one more Douglas transport is purchased, on average, every year until the fleet reaches a total of 12.
First delivered to Eastern Air Lines in October 1937, a DC-3 is purchased from that major on January 14, 1974; reregistered as N136PB, it will become the most-flown example of its type. By 1975, enplanements are 128,000.
Airline employment is increased by 20% in 1976 to an even 100 workers. James A. Vach is named vice president-operations.
In January, the company receives the 1975 “Regional Airline of the Year” award from Air Transport World magazine. Four former Piedmont Airlines Martin 4-0-4s are added to a fleet that now also includes 9 DC-3s, 1 Cessna 402, and 4 Piper PA-23s. Passenger boardings accelerate 20% to 160,000 while freight is up by an equal 20% to 15,000 FTKs.
The fleet is increased in 1977 by the addition of two more Martin 40-4s and two Cessna 402s. At the beginning of the winter season, a new service is introduced between Punta Gorda and Tampa. Enplanements during the 12 months total 193,065.
Bookings rise 25% to 241,049 in 1978 and 27% to 306,873 in 1979. Major expansion is avoided until two years after passage of the Airline Deregulation Act.
The employee population grows by 24% in 1980 to 217 and the company is reorganized on January 1; Chairman/CEO John Van Arsdale retires and is succeeded by his sons, led by President Peter H. The fleet now comprises 6 Martin 404s and 11 DC-3s. The 12th and last DC-3 is purchased on March 12; all of the company’s Douglas transports, which comprise the largest fleet held by any carrier in the world, were once operated by Trans Texas Airways.
Several months later, the corporation redeems its founder’s stock at $22 per share ($660,000). In February, PBA inaugurates service to Key West and Marathon, Florida, and receives a subsidized EAS route connecting New Bedford and Nantucket with New York City.
After 20 years of operating Naples Airlines as a subsidiary, the carrier folds its southern division into itself and operates as PBA in both northern and southern markets. Four Embraer EMB-110s are now purchased, including the world’s first SPAR-41 Bandeirante.
Passenger boardings increase 2.5% to 314,619.
When Air New England collapses in 1981, Provincetown-Boston steps in to pick up many of its routes and expands operations to the Massachusetts cities of Nantucket, New Bedford, and Martha’s Vineyard, plus New York (LGA), as well as Sarasota and Fort Myers in Florida.
John C. Van Arsdale now reveals the secret to his success in a magazine article “Innovative, Flexible Management Key to Commuter Success in the ‘80s,” Commuter Air 3 (April 1981): 20-28.
On August 27, the carrier’s DC-3 N136P sets a record of 84,876 hours flown, surpassing the mark previously held by N21728, a Douglas owned by North Central Airlines.
Partially as a consequence, the number of travelers enplaned on the company’s 6 Martin 4-0-4s, 6 EMB-110s, 12 Douglas DC-3s, and 20 Cessna 402s jumps 52.5% to 479,802. To help handle the new load, airline employment is boosted 94.9% to 423. Officials report a revenue increase of 58.6% ($18.7 million) to the CAB.
Additional summer service is initiated in Massachusetts during 1982, including hourly shuttles that connect New Bedford and Hyannis with Nantucket and Martha’s Vineyard. Three more major Florida routes are opened: Fort Myers to Tampa, Tampa to Tallahassee, and Miami to Ocean Reef. The DC-3 N136PB has now logged 85,544 flight hours.
Now classified under the CAB’s classification scheme as a “large regional,” and the fourth largest at that, PBA adds three NAMC YS-11As to its fleet.
Passenger bookings soar 51.7% to 727,716. Freight traffic skyrockets 695.6% to 771,862 pounds. Profits are $4.74 million (operating) and $2.12 million (net).
Employment jumps 40.6% in 1983 to 763. In January, the carrier receives the 1982 “Market Development Award” from Air Transport World magazine.
On September 19, a public stock offering is made that nets $16 million. The year’s most unique event is the October 8 marriage, aboard a static DC-3, of Mrs. and Mrs. Kenneth Hodges. Following the festive ceremonies, reported in a letter in the September-October 1999 issue of Airliners, the newlyweds and part of their party receive a champagne flight aboard the Douglas around Cape Cod.
The number of customers transported in these 12 months climbs 28% to 931,751 and cargo rises an equal percentage, 28.8%, to 994,000 pounds. The company now ranks second among all large regionals in terms of boardings. Meanwhile, revenues are also up 28% (to $41.4 million), leaving a record $2.3-million net profit atop slightly decreased operating gain of $3.89 million.
The workforce is increased again in 1984, a large 70.4% to 1,300, some of it coming in January, when PBA acquires the assets of bankrupt Dolphin Airways and, shortly thereafter, inaugurates operations between New Orleans and Jacksonville and Pensacola. Later when two other Florida commuters fail, PBA picks up their authority between Melbourne and Daytona Beach.
Provincetown-Boston Airline’s spectacular five-year rise now turns into a disastrous fall, and this for a company which, at the beginning of the year, has finally become the nation’s largest regional. The first nine months; however, feature another spectacular rise. By Labor Day, 1.1 million passengers have been carried and a net profit of $3.4 million banked.
A Cessna 402C loses power and crashes on September 7 while trying to return to the airport at Naples, Florida; six aboard are injured, one of whom later dies. It is later learned that the aircraft had been filled with jet-a-fuel rather than avgas.
This follows a nonfatal C-402 accident earlier in the summer. During October, a 10th nonstop YS-11A frequency is added from Jacksonville to Miami. The Florida operation is further enhanced in October through the purchase of Marco Island Airways. The purchase adds another five Martin 4-0-4s to the fleet.
On November 10, the FAA lifts the carrier’s operating certificates for safety violations found as the result of a four-month investigation. The airline is thus grounded, but quickly files an appeal. At this same time, John Van Arsdale Jr. forces a company pilot to captain a YS-11 charter from Jacksonville to Naples, with himself as first officer. As neither man is qualified to hold those seats, the FAA pulls Van Ars-dale’s pilot’s license.
Within two weeks, on November 25, the government allows the resumption of flights with its smaller aircraft under FAR Part 135 regulations. These under-30-seat aircraft are primarily Cessna 402s, which account for 20% of company capacity.
Just after departure from Jacksonville for a December 6 service to Tampa, the horizontal stabilizer separates from bulkhead No. 36 of Flight 1039, an EMB-110P1 with 2 crew and 11 passengers; the aircraft crashes 7,800 ft. beyond the end of the runway and there are no survivors. The accident causes further adverse public opinion of the airline and, within two days, load factors are cut in half.
The flight crew of a DC-3 fails to remove the lock from the elevator controls of their transport before takeoff on December 27; the oversight results in an emergency landing at Fort Myers 15 minutes later.
Perhaps the only bright spot by year’s end is the recording of a noteworthy traffic increase of 52.9% (mostly before November); the million mark in annual boardings (1,331,491) is passed for the first time. Net profit of $2 million is generated.
Airline employment is now 1,400. As 1985 dawns, PBA’s ranking among large regionals is slipping fast and a severe cash flow problem is mounting, stemming largely from the shutdown when massive expenses were incurred against virtually no income. Peter Van Arsdale mortgages his house at the first of the year just to meet payroll. Meanwhile, throughout January, federal authorities investigate charges of drug use by PBA pilots; nothing is found.
On February 1, ownership control of the carrier passes from the Van Arsdale family to Tampa Bay Buccaneers owner Hugh F. Culverhouse Sr., who elevates former Eastern Air Lines executive and PBA board member C. Bill Gregg to CEO and board chairman. Culverhouse keeps Peter Van Arsdale on as president and asks John Van Arsdale Sr. to serve as “cheerleader without compensation.” The world-renowned lawyer also guarantees $1.1 million in bank loans, which significantly assist the carrier’s cash flow position. On February 15, layoffs for 150 more employees are announced, leaving the workforce at 586. The number of flights is cut by 17% and Florida service is suspended at Daytona Beach, Fort Lauderdale, Gainesville, Melbourne, Orlando, Panama City, and Pensacola. The New Orleans market is also closed and services to the Bahamian destinations of Freeport, Marsh Harbour, North Eleuthera, Rock Sound, and Treasure Cay are also halted.
The reduced level of operations and income results in a Chapter XI bankruptcy filing on March 13, as service to a number of additional cities in the southern division is cut. The world’s largest operator of Martin 4-0-4s reduces its fleet size to the 1983 level and institutes new controls on operational and financial affairs. Two YS-11As are sold for $2.5 million and the remaining 7, plus 10 Martin 4-0-4s, are offered for sale.
After months of monitoring, the FAA reinstates the company’s FAR 121 certificate on May 17, permitting flights with the larger (over 30 seats) airliners, primarily YS-11As, the Martins, and DC-3s, which have been grounded since the previous November. The government’s move is, indeed, welcome as it allows the Nihon YS-11As to board 1,813 passengers at Nantucket on Memorial Day, bettering a one-day 1,598-person record set in 1984 before the FAA action.
On June 1, PBA’s DC-3 N136PB Old 36 records its 87,687th operational hour, making it commercial aviation’s highest total-time aircraft ever. During the year, it will be filmed for inclusion in the Public Broadcasting System tribute to The Plane That Changed the World. With PBA still shaky despite his cash and loan guarantees, Culverhouse pulls out his support, returning the carrier to Van Arsdale control. An attempt is made to sell off the six YS-11As, but no buyers come forward and the surplus capacity is parked. Late in the year, PEOPLExpress files a reorganization and takeover plan with the U. S. Bankruptcy Court in Tampa.
Passenger boardings plunge 41.1% to 784,054.
The 680-employee carrier is so strapped that it nearly closes its doors in January 1986 before it receives a rejuvenating $700,000 cash infusion from PEOPLExpress as the first step in its takeover. Once the PEO-PLExpress arrangement is completed, PBA, as a subsidiary of the national, readies its YS-11As for a return to Part 121 operations.
Services resume in April with the company’s first new routes in two years: PEOPLExpress feeder services from Newark to Philadelphia and Newark to Allentown. Four of the Japanese-made turboprops are transferred to New England to support the “Northern System,” while two remain a part of the “Southern System” in Florida. In the spring, schedules are coordinated to maximize intrastate and feeder services.
Customer bookings rebound, rising 16.3% to 911,935.
PBA becomes a part of the Texas Air Corporation (TAC) empire on February 1, 1987 when PEOPLExpress is integrated into Continental Airlines. Management responsibility for the new acquisition is assigned by TAC to the “Eastern Express” carrier Bar Harbor Airlines. Bar Harbor officials, led by President Allyn J. Caruso, change the route network during the spring; the Florida division is shut down and flights to Cape Cod and the Massachusetts islands are either limited or assumed by Bar Harbor.
With its fleet of 10 DC-3s, 30 Cessna 402s, 7 Bandeirantes, and 6 YS-11As, the 630-employee PBA is made the “Continental Express” carrier feeding Boston and Newark. As a result of the makeover of the route structure, passenger boardings decline by 27.3% to 662,982.
Even though its operations were merged last year, PBA is legally merged into Bar Harbor Airlines in 1988. The company continues to serve 13 “Continental Express” markets in the Northeast and two in Florida. In the fall, parent Bar Harbor Airlines cancels the PBA service to the Massachusetts coastal islands. Unable to continue, the pioneer commuter parks its fleet and shuts its doors.
Upon the company’s demise, its most famous aircraft, N136P, is sold to aviation enthusiasts Bob Irvine and Neil Rose, who transfer it to their hometown of Vancouver, Washington, and repaint it in Eastern Air Lines colors. Work to restore the aircraft to flying condition will continue into 2001.
There is an unofficial Web site for Provincetown-Boston Airline at Http://www. AIR-online. com/PBA.
PROVINCIAL AIRLINES, LTD.: P. O. Box 29030, Hangar 4, St. John’s International Airport, St. John’s, Newfoundland A1A 5B5, Canada; Phone (709) 576-1800; Fax (709) 576-1802; Http://www. provair. com; Code PB; Year Founded 1972. Provincial Airlines is established at St. John’s, Newfoundland, in 1972, initially as an FBO, flight training, and air taxi operation. A significant number of non-scheduled operations are undertaken throughout eastern Canada. In 1974, a scheduled airline division, Atlantic Airways, Ltd. is established; it flies third-level frequencies throughout Atlantic Canada. In 1987, the parent purchases Halifax-based Eastern Flying Service, Ltd., which is merged with Atlantic Airways, Ltd. under the PA banner.
In 1988-1990, the company continues scheduled passenger and cargo services that link its base with Halifax, Moncton, Gander, and a host of smaller markets. A large fleet is dedicated to these regular flights, although many of the aircraft employed also perform charters. Flight equipment now includes 3 Fairchild Metro IIIs, 4 Beech Super King Air 200s, 1 Pilatus Britten-Norman PBN-2 Islander, 3 Piper PA-31-310 Navajos, and 6 Piper PA-31-350 Navajo Chieftains.
In 1991, a five-year, C$50-million contract is signed with the Canadian Department of Fisheries; under its provision, a pair of Beech Super King Air 200s, outfitted with Litton maritime surveillance radar, inaugurate fisheries patrols from a base at St. John’s, Newfoundland. Both scheduled and charter operations continue apace in 1992.
President Thomas Collingwood oversees a workforce of 190 in 1993. The company’s 4 Metroliners, 4 Super King Airs 200s, 8 Navajos/ Navajo Chieftains, and 1 Islander operate from hubs at both Halifax and St. John’s. Destinations now visited include those two cities plus Deer Lake, Saint Anthony, Sydney, Blanc Sablun, Moncton, Saint John, Charlottetown, and the French island of Saint-Pierre.
The fleet is expanded in 1994 by the addition of two Merlin IVs; gone are two Navajos and the Islander. A hub is established at Vancouver and scheduled services are inaugurated to destinations in British Columbia.
While attempting to land at Sydney, Nova Scotia, after a flight from Moncton, New Brunswick, on April 14, Flight 703, a Metroliner, having failed to properly line up, descends to just 200 ft. above sea level and nearly impacts the Lingan power generating plant 1 mi. E of the runway. The plane goes around and successfully lands.
While landing at Fox Harbour, Newfoundland, on June 27 after a flight from Mary’s Harbour, a Navajo Chieftain with five passengers suffers brake failure and ground loops, descending a 75-ft. embankment. The flight crew and three passengers, all uninjured, evacuate the wrecked aircraft and walk to the airport terminal.
The number of King Air fisheries patrols off Newfoundland is increased late in the year as the government, which has closed its Atlantic fishing areas due to over-harvesting, battles Spanish trawlers in the area of the 200-mile boundary.
The fleet is increased in 1995 through the addition of two de Havil-land Canada DHC-6-300 Twin Otters. The company is now reformed into a holding company and a new airline division, Interprovincial Airlines, Ltd., is created to continue the carrier’s scheduled services. President Collingwood becomes chairman/CEO, with Gus Oilerhead as pres-ident/chief operating officer. A commercial agreement is also entered into with Air Nova, Ltd.
Provincial Aviation Maintenance Services, Inc. is established in 1996 with emphasis on the modification of commercial aircraft into maritime surveillance platforms. Meanwhile, the Provincial fleet now includes 1 Convair CV-580, 2 Twin Otters, 3 Metro IIs, 3 Metro IIIs, 1 Merlin IV, 1 Islander, and 7 Navajos. Four Super King Air 200s continue to provide maritime reconnaissance services.
Operations continue apace in 1997-1998. While en route from Goose Bay to Davis Inlet on March 19, 1999, a DHC-6 Twin Otter freighter, with two crew, crashes near its destination. The aircraft is quickly located and both men are taken to the hospital, where the first officer dies.
Employment at the beginning of 2000 totals 300. An executive jet charter division is established at St. John’s International Airport on July 5. Premier Brian Tobin presides over special ceremonies that officially launch the new unit. A newly purchased Cessna Citation II is employed on-demand to transport business passengers to points within its 2,000mi. range, including Ottawa, Montreal, Toronto, Winnipeg, London, Ontario, Boston, Washington, Chicago, and New York.
On October 12, twice-daily roundtrips are initiated from St John’s to both Gander and Deer Lake. These frequencies represent a return to markets from which the carrier had withdrawn five years earlier.
PROVINCIAL AIRWAYS, LTD.: United Kingdom (1933-1935).
Provincial Airways, Ltd. is formed on October 12, 1933 to take over the assets (including 2 Monospar ST.4s) of bankrupt International Air Lines, Ltd.; the new entrant has initial capitalization of ?10,000. Offering a West Country Air Service, the company initiates Monospar flights from London-Plymouth via Southampton on November 25.
Employing new de Havilland Fox Moths, weekday service is started on March 19, 1934 from London (Croydon)-Plymouth via Southampton and Haldon. A DH 84 Dragon is employed beginning in May. In order to connect with the Plymouth service, a new daily Hull-Southampton route is opened by the company’s three Dragons on March 4, 1935, via Hull, Grimsby (on request), Nottingham, and Leicester.
In July, the Southampton terminus is switched to the Croydon facility, allowing the start-up of daily London-Paris flights; simultaneously, service is initiated from Nottingham to Paris via Leicester and Le Tou-quet. The company ceases operations in September and is liquidated on December 10.
PROVINCIAL HELICOPTERS, LTD.: Box 579, Lac de Bonnet, Manitoba R0E 1A0, Canada; Phone (204) 345-8332; Fax (204) 3458679; Year Founded 1993. Provincial Helicopters, Ltd. is established at Lac de Bonnet, Manitoba, in 1993 to provide on-demand passenger and cargo charters throughout the province. Operations Manager John Gibson begins and continues services with a pair of Bell 206B JetRangers. Seven years later in 1998, the fleet also includes an Enstrom F28F.
PSA. See PACIFIC SOUTHWEST AIRLINES (PSA)
PSA AIRLINES: 3400 Terminal Drive, Vandalia, Ohio 45377, United States; Phone (513) 454-1116; Fax (513) 454-5828; http:// Www. psaairlines. com; Code TF; Year Founded 1995. To keep alive the name of the USAir merger partner Pacific Southwest Airlines (PSA) , the “USAir Express” carrier Jetstream International Airlines is renamed PSA Airlines in November 1995.
Headquarters are maintained at Vandalia, Ohio, and Richard Pfennig continues as president.
The PSA fleet includes 20 Dornier 328-110s, 5 Jetstream 31s, and 9 Embraer EMB-120 Brasilias. On December 16, thrice-daily flights commence between Columbia, South Carolina, and Pittsburgh.
Enplanements for the year under both titles decrease 8% to 876,748 due largely to route realignments implemented during the year.
World History
