FAST AIRWAYS HOLLAND, B. V.: The Netherlands (1977-1984). Fast Airways Holland, B. V. is established at Groningen’s Eelde Airway in January 1977. Employing a Piper PA-31-310 Navajo, charter operations are inaugurated on April 14. At decade’s end, a Piper PA-31-350 Navajo Chieftain is acquired and scheduled flights are started to Rotterdam.
In January 1984, the company is reformed and renamed Quick Airways, B. V.
FAUCETT PERUVIAN AIRLINES (COMPANIA DE AVIACION FAUCETT, S. A.): Peru (1928-1998). Led by expatriate U. S. flyer Elmer J. Faucett, a group of Peruvian nationals sets up this carrier on May 1, 1928, with initial capitalization of 100,000 sols (about $800), and seeks government authority to launch a passenger and cargo service. Permission is obtained on June 4 and preparations are made in July and August, including the acquisition of two Stinson SM-6B Detroiters. Lima-Chiclayo flights are inaugurated on September 15, followed by north to south extensions to Talara and Arequipa. During the final quarter, the two six-seaters fly 30,000 miles and transport 242 passengers.
Additional Detroiters join the fleet in 1929 and service is started to Tumbes and Tacna. In June, U. S. aeronautical promoter Clement M. Keys of North American Aviation provides additional capitalization of
350,000 sols.
Flights continue in 1930-1931 and on June 11, 1932, Faucett makes a survey flight from Chimbota-Yungay. Cargo service to Puno is started during the summer and an unsustained Yungay passenger operation begins on December 2.
The company ceases trading between April 23 and July 1, 1933 as the Detroiters are employed to support the Peruvian armed forces during a border dispute. Supplies are flown from Lima to San Ramon.
With a license from Stinson and a company engineer, Gale Alexander, Faucett in 1934 modifies a Detroiter into a new Faucett-Stinson F-19 (test-flown on September 20) suited for local conditions. Construction of the first 30 F-19s begins at Lima and these will form the backbone of the carrier’s fleet until after World War II. Meanwhile, the Keys interest in the airline is sold to the Sperry Corporation.
In cooperation with the state carrier LAN (Linea Aerea Nacional, S. A.), Faucett opens a route from Chiclayo-Yurimaguas in 1936, connecting with LAN. Sperry’s shares in Faucett are now acquired by local investors, making the airline’s ownership completely Peruvian.
Employing an F-19, Comdr. Armando Revoredo Iglesias, on March 27, 1937, flies nonstop from Lima to Buenos Aires in 13 hrs. 38 min.
Aerovias Perunas, S. A., a subsidiary of the giant American carrier Pan American-Grace Airways (Panagra), is acquired on April 26, 1938 in exchange for a 20% interest in Faucett.
Two Consolidated PBY-5 Catalinas are acquired in 1943 and are employed to support the Allied war effort by flying 6,800 passengers and 1,375 tons of cargo to U. S. Rubber Development Corporation centers near the Brazilian border prior to V-J Day in 1945.
The Yurimaguas route is extended to Iquitos in 1946. The first of 19 ex-military Douglas C-47s (converted to DC-3 civil standard) and 8 DC-4s obtained from the U. S. Reconstruction Finance Corporation begin to join the fleet, allowing the opening of services from Lima to Iquitos.
Capitalization is increased to 5 million sols in 1947 and additional Douglas transports are placed in service.
The arrival of still more Douglas transports in 1948-1951 allows development of a full-fledged 31-stop network based on the main Lima base.
A DC-3 with four crew and five passengers crashes near Cuzco on November 25, 1950; there are no survivors.
When Elmer J. Faucett retires on August 7, 1951, his pioneer line is truly his adopted country’s national carrier, in practice if not in title.
This domestic system is maintained in 1952-1959 and frequencies are improved. Equipment remains the same, although late in the period six
Douglas DC-6Bs are ordered. Aircraft are lost in 1955 and 1959. On October 3 of the former year, a DC-4 crashes in the Andes (19 dead) while another DC-4 with 12 aboard is reported missing on May 14 of the latter year; the wreckage is found the next day and there are no survivors.
A DC-3 freighter with four crew goes down near Chimbote, Peru, on March 20, 1960; although the aircraft must be written off, there are no fatalities.
Founder Faucett dies in April. The same month, officials of the carrier obtain government permission to open international service.
The first DC-6B is delivered in July and is employed to launch flights from Lima to Cuzco.
In October 1961, the U. S. CAB grants a five-year permit for services to the United States.
Although five additional DC-6Bs are delivered in 1962-1966, the carrier, under Pan American-Grace Airways (Panagra) influence, elects not to start international services, preferring to maintain its domestic and regional network.
On February 4 of the former year, a DC-3 with 3 crew and 15 passengers crashes NE of Tingo Maria, in central Peru; there are no survivors. Another, with nine aboard, goes down near Cerro Puena Paz on August 24; again, there are no survivors.
The last F.19 is removed in mid-1964.
Braniff International Airways acquires Pan American-Grace Airways (PANAGRA) on January 31, 1967 and with it, 17.7% interest in Faucett. Meanwhile, a Boeing 727-63 is ordered.
On a December 8 flight from Huanuco, a DC-4 with 6 crew and 66 passengers crashes just 30 ft. from the top of 10,500-ft. Carpich Huanuco Mountain, near Huanuco; there are no survivors and only 25 bodies can be recovered from the wrecksite.
The B-727-63 is delivered on April 9, 1968 and is placed on the domestic routes.
En route from Lima to Arequipa on March 17, 1969, the new B-727-63 with 4 crew and 73 passengers is taken over by 4 skyjackers who order the plane diverted to Cuba. The pilot is able to convince the pirates to refuel at Guayaquil and, while there, to release the other 69 passengers. After arriving at Jose Marti Airport, the hijackers meet and eat with the hijacker of a Delta Air Lines jetliner pirated to Havana the same day.
In June, Faucett files notice with the U. S. CAB that it would soon begin passenger service to Miami, its permit having been renewed.
An RC-54V (converted to civil DC-4 standard) with 4 crew and 24 passengers, crashes into Mt. Pumacona, Peru, on January 14, 1970; there are no survivors.
Multistage Lima-Miami DC-4 all-cargo flights begin in April, instead of the passenger frequencies the Americans had expected.
In June, Faucett becomes the first airline to order the DASH-475 mark of the British Aircraft Corporation One-Eleven.
The company’s first BAC 1-11-476FM makes its maiden flight on April 5, 1971, and joins the fleet on July 22. When the second arrives, it is employed to make an extensive demonstration tour of South America, visiting 21 airports during the remainder of the year and into the next.
In 1972, the fleet comprises the BACs, 1 B-727-63,6 DC-6Bs, 4 DC-4s, and 6 DC-3s. Ownership of the Lima and Trujillo Airports, built in the 1930s, is maintained.
While en route from Piura to Chiclayo on April 8, the B-727-63 is subjected to a skyjacking attempt by two men who are overpowered and captured by the crew.
Having flown no travelers into Miami, Faucett loses its passenger rights to that city in August 1973; never having really wanted them, the carrier files no protest against the CAB action.
During 1974-1981 , the fleet is increased by another B-727, a DASH-51C, and a BAC 1-11-523, which had previously been operated by Transbrasil, S. A.; all of the piston-engine equipment is retired and sold.
The airline is badly managed during these years and incurs a debt exceeding $18 million.
As the May 1982 collapse of Braniff International Airways approaches, the Zanetti family, majority owners of rival Aeronaves de
Peru, S. A., purchases 59% controlling interest in the carrier for $4 million (including the Braniff interest) and assumes its debt. Faucett is allowed to continue operations under its previous identity.
One BAC 1-11-476FM is withdrawn in June while the other operates its last service on December 31.
Zanetti reorganizes Faucett’s management in 1983 and transfers an Aeronaves DC-8-40 to the subsidiary’s Miami cargo route. The BAC 111-523 is withdrawn in October.
In May 1984, U. S.-Peru commercial services are suspended due to political difficulties. Faucett, by now enriched by the addition of four DC-8-52/55Fs and two Britten-Norman BN-2 Islanders, commences twice-weekly service Lima-Grand Cayman Island, where a Cayman Airways, Ltd. connection to Miami is available.
On the Peruvian domestic front in this year and 1985, service to Yurimaguas, Tingo Maria, Rioja, Huanuco, and Pucallpa is begun.
On December 16, 1986, the U. S. and Peru sign a new bilateral air agreement that calls for the resumption of multistop Lima-Miami service beginning the following spring.
Enplanements for the year total 689,066.
Airline employment stands at 1,270 in 1987 and the multistop Lima to Miami service resumes on June 12.
Passenger boardings accordingly leap upward by 57.7% to 1,628,997.
The workforce remains the same in 1988 and the fleet now includes 5 DC-8-55s, 2 B-727-247s, 2 B-737-247s, and 1 B-737-112. Like other South American carriers, Faucett is lax on reporting its operating statistics. For the 8 months revealed, customer bookings rise 16.8% to 1,201,769, but cargo plunges by 56.6% to 9.6 million FTKs.
Neither fleet nor workforce changes in 1989 as the company suffers a bad year.
A B-737-248 with 6 crew and 133 passengers suffers a gear collapse while landing at Iquitos in stormy weather on April 3. The Boeing slides off the runway, at which point the No. 2 engine separates from the wing. Although the aircraft will be written off and there are no fatalities, 11 people are injured.
Passenger boardings for the full year decline by 35.7% to 1,006,246 and freight drops again, down 29.7% to 84.32 million FTKs.
With company assistance, the regional charter operation Haiti Trans Air, S. A. is established at Port-au-Prince in 1990; the new entrant begins service with two aircraft, one of which is a B-727-247 leased from Faucett.
After coming off a lease to Air Malta, Ltd., a B-727-247 with 3 crew and 15 passengers begins a ferry back to Peru on September 10, over a course that will take it to Gander and Miami. The next day, after the aircraft has departed Keflavik on its next leg to Gander, the trijet disappears 180 mi. E. of Newfoundland. There are no survivors. It will be reported that crews from Trans World Airlines (TWA) Flight 851 and American Airlines Flight 35 have both heard distress messages, noting that the Faucett aircraft is descending with its low-fuel light on. Through the first nine months, customer bookings total 788,728 and 2.64 million FTKs are operated.
Company employment grows by 10.2% in 1991 to 1,400 and the fleet, mostly leased, now includes the B-727-247 leased to Haiti Trans Air, S. A. and 1 each B-737-112, B-737-222, B-737-247, DC-8-51, DC-8-53F, DC-8-61, 3 DC-8-52s (one of which is out of service), and 1 L-1011 TriStar 1, formerly flown by Trans World Airlines (TWA).
The DC-8-51 with 125 passengers is captured at Trujillo, Peru, by a lone gunman on January 7 and ordered to fly to Lima. Upon landing, the aircraft is stormed by security police who kill the hijacker.
Passenger boardings fall 17.3% to 754,380, while freight climbs 16.5% to 3.86 million FTKs.
The employee population is reduced by 28.6% in 1992 to 1,000 and a DC-8-61 is leased to Haiti Trans Air, S. A.
Direct Iquitos to Cuzco service is started on January 16, eliminating the need for a Lima stopover.
Once flown by United Airlines, the DC-8-52 Santa Isabelle is retired during the month.
Company data is provided for the first 10 months and show customer bookings down another 19.4% to 567,974. Cargo, on the other hand, more than triples, rising an almost unbelievable 219.3% to 9.76 million FTKs. Revenues on the year total $71.4 million, but expenses are higher. Consequently, losses are suffered: $12.3 million (operating) and $17 million (net).
In December, the company joins with the shipping line Naviera Santa to purchase rival AeroPeru (Empresa de Transports Aereos de Peru, S. A.) for $41 million.
In 1993, the company’s new president, Roberto Leigh, who has taken over from the Zanetti family during the AeroPeru negotiation, oversees a workforce unchanged from the previous year.
In January, the government of Peru declares the AeroPeru (Empresa de Transports Aereos de Peru, S. A.) purchase to be null and void because the winning bid had not met certain, unspecified, requirements. On top of this reversal, the DC-8 lease expires.
Domestic markets now served include Arequipa, Ayacucho, Chiclayo, Cuzco, Iquitos, Juliaca, Piura, Pucallpa, Rioja, Tacna, Talara, Tarapoto, Trijillo, Tumbes, and Yurimaguas. An international route continues from Iquitos to Miami.
Passenger boardings accelerate 16.7% to 818,834 while freight rises 5.1% to 12.79 million FTKs.
Airline employment is increased by 40% in 1994 to 1,400 and the fleet consists of 1 each owned B-737-112 and B-737-222 plus a number of leased machines, including 1 each Airbus A300B4-203, B-727-35, B-727-247, B-727-264A, B-737-247, B-737-2A9A, B-737-212A, B-737-269A, DC-8-61, L-1011 TriStar I, L-1011-50 TriStar, and 2 DC-8-52s.
A dramatic red and white color scheme is unveiled in early spring, together with a new bird tail logo.
During the summer, the company takes an interest in the Santo Domingo-based carrier APA (Internacional Airlines, S. A.), wetleasing to it the Lockheed L-1011 TriStar I, which it also agrees to maintain.
Former CEO Alfredo Zanatti is sent to prison for misuse of a government subsidy during his Faucett tenure. Some will consider his jail sentence a political price paid for associating with the wrong politicians, but in any event, it will be relatively short.
Customer bookings move ahead by 6.6% to 1,204,956, while cargo climbs 11.8% to 120.19 million FTKs.
The workforce is decreased by 42.9% in 1995 to 800.
In November, U. S. FAA officials point out that the nation’s civil aviation agency does not comply with the safety standards established by ICAO. Faucett, which has also begun to wet-lease a DC-8F to APA Internacional Airlines, S. A., begins to share codes on APA’s scheduled routes from Santo Domingo to Puerto Plata, Miami, San Juan, and New York.
Traffic figures, reported through November, are mixed: enplanements are off by 15.5% to 625,026 but freight increases 188.9% to 31.3 million FTKs.
Airline employment jumps 25% in 1996 to 1,000.
On February 29, Flight 251, a B-737-222 with 6 crew and 117 passengers en route from Lima to Arequipa’s Rodriguez Ballon Airport, suffers engine failure and crashes while on approach into an Andean canyon 2i‘2 mi. N of its destination. There are no survivors from Peru’s worst civil aviation accident.
Figures for the year show customer bookings dropping another 13.1% to 593,508. Cargo collapses as 15.59 million FTKs are operated, a 57.4% decline.
Markets visited in 1997 include Arequipa, Ayacucho, Chiciayo, Chimbote, Cuzco, Iquitos, Juliaca, Miami, Piura, Pucalpa, Porto Maldonado, Rioja, Tacna, Talara, Tarapoto, Trujillo, Tumbes, and Yurimaguas.
In a related matter, the son of former Faucett CEO Zanatti, with his father behind the scenes as driving force, establishes Alas del Pacifico (“Wings of the Pacific”), to compete with Faucett and Aerocontinente,
S. A. for rights to fly to the U. S. Although the start-up will secure a domestic license, it will remain moribund. After years of heavy losses, Faucett suspends operations in September.
Traffic figures are revealed for the year’s first half and show a 9.3% decline in passenger boardings to 293,346. Freight plunges another 45.7% to 5.05 million FTKs.
Moribund Faucett declares bankruptcy during the spring of 1998 and remains grounded, ordered by the courts to reorganize under their supervision. At the same time, an intense struggle for control of the airline is waged between President Leigh and former owner Alfredo Zanetti. In the midst of all this, Leigh and his executives put forward a plan to regain the approval it lost to operate to the U. S. Indeed, the Peruvian Transport Ministry confirms that it will restore the U. S. operating authority as soon as the company resumes domestic flights.
In early June, the Airlines Reporting Group kicks Faucett out for failing to meet its financial obligations and stops processing agents’ transactions on the carrier on June 22. Meanwhile, a strategic alliance is entered into with EVAAirways Company, Ltd. of South Korea. Under its terms, the Asian carrier will code-share on any future Faucett flights to the U. S.
President Leigh now unveils a reorganization plan that includes a challenge to the $20 million still owed to the government over the Zanatti affair and a financing plan to pay off the airline’s remaining $30 million in debt, mostly owed to its own employees. Despite legal assistance from Luz Helena Garcia, Leigh is unable to convince creditors at an August meeting to accept his reorganization ideas.
In early October, as a result of the ongoing battle for control, the creditors, having lined up behind former CEO Zanetti, are able to oust President Leigh. Larrieu Bellido, a German national without known airline experience, is named as his replacement, while a representative from the Peruvian tax agency SUNAT takes over as receivership trustee.
It is at this point that the long and distinguished 70-year history of the country’s oldest airline comes to an end.
World History
