PACIFIC AIR EXPRESS: United States (1982-1987). The freight line PAE is established at Honolulu in August 1982 to provide scheduled all-cargo and charter flights to destinations throughout the state. Revenue flights commence on February 17, 1983. Major destinations visited with a fleet of 4 Douglas C-54Gs (military DC-4s) include Hilo, Kahu-lui, and Lihue.
While on final approach to Kahului on June 29, one of the C-54Gs with three crew suffers the loss of all four engines simultaneously; a belly landing is carried out in a sugar cane field six km. from the runway. There are no fatalities, but the aircraft must be written off.
Employing a fleet of 3 C-54Gs, two Aviation Traders ATL-98 Car-vairs and 1 Beech 18, the company continues in operation until 1987.
PACIFIC AIR EXPRESS, LTD.: Solomon Islands (1999-2000). Pacific Air Express is established at Honiara, Guadalcanal, in 1999 to serve as the national freight carrier of the Solomon Islands. A single Boeing 727-200F is acquired and revenue flights begin over a route to Brisbane. The company’s principal cargo to Australia is fresh tuna, which is transshipped to the Sashimi market in Tokyo by Japan Air Lines Company, Ltd. (2). General cargo is carried back to Guadalcanal. Occasionally, freight charters are operated to other destinations in the Pacific region.
When a coup is attempted in the Solomon Islands on June 5,2000, the carrier, not wishing any problems, temporarily suspends domestic and international operations. Domestic political unrest and military action continues, forcing the airline to stand down during the entire summer. Without income, the company shuts its doors. The Boeing freighter will pass to a new Brisbane-based cargo carrier, Transasian Air Express (Pty.), Ltd. that will start flying in February 2001.
PACIFIC AIR LINES: United States (1958-1968). The local service carrier Southwest Airways, based at San Francisco, changes its name on March 6, 1958. By year’s end, the fleet comprises 20 aircraft: 11 Douglas DC-3s, 8 Martin 2-0-2s, and 1 Lockheed L-18 Lodestar. One Douglas transport is sold to Banfe Aviation late in the year.
To service its California-Nevada markets, it soon begins to order new equipment and in April 1959 places two Fokker Fairchild F-27As, license-built by Fairchild in Maryland, into operation.
After trading off its Martin 2-0-2s to Trans World Airlines (TWA) in early 1960, the company begins to fly new, pressurized Martin 4-0-4s on November 30. Operations continue largely without incident during the next year.
On July 31, 1961, at the airport at Chico, a DC-3, designated Flight 327, preparing for departure to San Francisco, suffers the loss of its pilot, and a ticket agent, who are shot by an assailant. The gunman will later be convicted of assault with intent to commit murder and is sentenced to a long prison term.
Later, a rag left in the nosewheel compartment causes the nose gear of an F-27A to collapse as the plane lands at Las Vegas on November 15. The left landing gear of a Martin 4-0-4 collapses at Lompoc, California, on April 17, 1962.
On July 7, 1963, an F-27A is involved in a ramp accident at San Francisco that results in serious injury to one of the 14 passengers aboard.
Still, enplanements for the year are up to 521,900 and revenues total $11,845,600.
Airline employment in 1964 stands at 761 and the fleet includes 18 aircraft. President Harry White’s company receives four more F-27As, bringing the total to nine, or one-half of the fleet. Nonstop San Jose to Los Angeles flights begin in the spring and are heavily advertised.
While on a Reno-San Francisco service on May 7, Flight 773, an F-27A with 4 crew and 40 passengers, hits a hilltop near Dublin, California, and explodes; there are no survivors.
Tape recordings and FBI work later reveals that passenger Francisco Gonzalez, who had purchased a.358 Magnum revolver a week earlier and a $50,000 life insurance policy just before boarding, has shot and killed both Capt. Ernest Clark and First Officer Raymond Andress, causing the Friendship to crash. In a sad and ironic twist, a company rule, issued the week before but not due to take effect until August, requires that aircraft cockpit doors be locked at all times during flights.
Also in May, West Coast Airlines attempts to purchase controlling interest, but is forced off as the result of CAB reaction to the acquisition methods of owner Nick Bez. Consequently, WCA sells its 34% shareholding in Pacific.
Passenger boardings jump 15% to 613,999. Revenues swell to $13.4 million, operating expenses are $12.1 million, and the net profit is $1.3 million.
The workforce in 1965 is increased to 802, but still remains the smallest number employed in the U. S. local service airline industry. The fleet now includes 18 aircraft: 9 Fokker F-27As and 9 Martin 4-0-4s. Orders are placed for two Boeing 727-193s and four B-737s. Plans are announced for a new general office and maintenance center at San Francisco. The company’s Los Angeles to San Jose route is still the only nonstop flight up and down the north-south California corridor.
As its longtime struggle for California market maintenance continues, Pacific finds itself, beginning in May, the target of an enterprising intrastate, Pacific Southwest Airlines (PSA), which all but forces the larger carrier from several significant California routes and hurts it financially. Meanwhile, as other carriers switch to jetliners, PAL, to remain competitive, does likewise, inaugurating Boeing 727-193 service on July 7. A $15.50 Commutair fare is introduced; unhappily, Pacific Southwest Airlines (PSA) counters with a fare $2 less.
On September 19, the propeller of a Martin 4-0-4 with seven aboard strikes and kills a ground crewman at San Jose, California. An F-27A with 33 aboard is hit by lightning at 6,000 ft. above Los Gatos, California, on November 24; injuries to people are minor but the turboprop is badly damaged.
Still, bookings increase to 697,055. With 233,160 freight ton-miles flown, Pacific’s freight traffic is the smallest for any carrier within its classification range.
The $1.5-million, two-building administrative and maintenance center is completed at San Francisco in 1966. The B-727-193 order is increased by one and the battle with Pacific Southwest Airlines (PSA) continues to be lost. Revenues for the year are $16,772,600.
PAL attempts a counterattack during the spring of 1967, launching a so-called “safety campaign” in the media that suggests that Pacific Southwest Airlines (PSA) is dangerous to fly. The effort backfires. In June, discussions aimed at a possible merger between ailing Pacific and representatives of West Coast Airlines begin. In August, the ongoing merger talks are enlarged to include Bonanza Air Lines and David R. Grace now becomes board chairman.
Former Bonanza officials G. Robert Henry and Larry Decker come aboard as president and vice president-management, respectively. Following the receipt of stockholder approval of the three-way amalgamation, a petition is filed seeking government permission.
The employee population at year’s end is 1,063. The fleet includes 11 F-27s and 3 B-727-193s. Orders are placed for 6 B-737s.
Passenger traffic accelerates 16.5% to 955,613. Revenues advance 8% to $18,102,456.
Both the CAB and President Lyndon B. Johnson approve the merger on April 1, 1968, and the three independents amalgamate into a new company, Air West, on April 9.
World History
