PIA - A History: Events of 1985
The year 1985 offered a sample of what was to come in the last half of the 1980s - mergers and code-sharing.
AIR WISCONSIN ARRIVES PIA
In late-January 1985, Mississippi Valley Airlines agreed to a takeover bid by Appleton, Wisconsin-based Air Wisconsin. The latter absorbed MVA on June 1 that year, and continued using MVA's F-27/Shorts 360 fleet at PIA. I can't recall seeing a Shorts 360 painted in Air Wisconsin's green, orange and white colors, so they probably remained in MVA's blue, yellow and white until finally withdrawn from here by Spring 1986.
In late-January 1985, Mississippi Valley Airlines agreed to a takeover bid by Appleton, Wisconsin-based Air Wisconsin. The latter absorbed MVA on June 1 that year, and continued using MVA's F-27/Shorts 360 fleet at PIA. I can't recall seeing a Shorts 360 painted in Air Wisconsin's green, orange and white colors, so they probably remained in MVA's blue, yellow and white until finally withdrawn from here by Spring 1986.
On July 20, 1985 Air Wisconsin began sharing United Air Lines' two-letter designator code (UA) on its Chicago-O'Hare flights, thus beginning the two carriers' close relationship which would last for many years.
Two of Air Wisconsin's five PIA-ORD roundtrips were cut October 27 due to an aircraft shortage. Ironically, exactly a month earlier one of the airline's executives visited the city to discuss the airline's plans for new and improved service!
Speaking of improved service, Air Wisconsin operated a small fleet of jets. The carrier acquired four BAe 146-200s in 1983 and even operated (briefly) the BAC-111 from early 1985. But the carrier had no intention of providing jet service in the Peoria-to-Chicago O'Hare market.
Two of Air Wisconsin's five PIA-ORD roundtrips were cut October 27 due to an aircraft shortage. Ironically, exactly a month earlier one of the airline's executives visited the city to discuss the airline's plans for new and improved service!
Speaking of improved service, Air Wisconsin operated a small fleet of jets. The carrier acquired four BAe 146-200s in 1983 and even operated (briefly) the BAC-111 from early 1985. But the carrier had no intention of providing jet service in the Peoria-to-Chicago O'Hare market.
BRITT AIRWAYS, STILL INDEPENDENT (BUT NOT FOR LONG)
In Summer 1985, Britt Airways offered eight weekday flights to and nine flights from Chicago-O'Hare. Bloomington-Normal, Decatur and Springfield tag-ons (some one-way) providing the balance of twelve weekday departures, all on FH-227 turboprops. So little had changed from 1984.
The Terre Haute, Indiana-based carrier acquired two used BAC-111s (delivered in June 1984 and March 1985) for use on charter flights and as well as scheduled services out of Chicago-O'Hare to Evansville, Indianapolis and Champaign-Urbana. Unfortunately, the airline never used these 79-seat jets at Peoria.
In late-December, Newark, New Jersey-based Low-Cost Carrier PeoplExpress announced a deal to acquire Britt.
OZARK AIR LINES...BLEH
Ozark Air Lines maintained three weekday departures to its St. Louis hub and one to Champaign-Urbana. The airline's June 1, 1985 timetable reveals an oddity: a one-way, Sunday-only nonstop to Chicago-O'Hare (originating at St. Louis)! Whatever the reason, the service was brief.
During its June meeting, it was announced that GPAA had begun negotiating with Ozark for installation of a jetway. In early October, it was estimated the equipment would be installed by January 1986.
TRANS WORLD AIRLINES...A MIXED BAG
The Official Airline Guide's March 1985 edition still shows Trans World Airlines offering three weekday (two on weekends) roundtrips between Peoria and St. Louis. The late-morning weekday-only turnaround was operated by a 727-100, the mid-afternoon turnaround by a 727-200 and the evening arrival/morning departure by an MD-80, a new type which TWA added to its fleet in the spring of 1983.
The Peoria Journal Star reported April 2 that TWA's March 1985 traffic at PIA (6,124) was the most ever for that month. The previous record was 5,335 passengers in March 1983. No wonder with three weekday roundtrips on mainline jets!
On April 28, 1985, TWA inititiated nonstop service out of St. Louis to London (Gatwick), Frankfurt and Paris, offering Peorians an alternative to congested Chicago-O'Hare for their European connections. Better still, the St. Louis-London flights were flown on a giant Boeing 747!
Parent TWA Corporation had become immensely profitable through its ownership of food, hotel and real estate firms. But the airline was least profitable (or not so at all), so it was put up for sale by late 1984. In May 1985, corporate raider, Carl Icahn, bought 20 percent of TWA's outstanding stock, and quickly sought to increase his control of the carrier. Eventually, he gained majority control.
Although extra capacity resulted in increased passenger traffic, TWA dropped the late-morning weekday turnaround, probably before summer. It is unclear why they did this, but using the aircraft for more lucrative markets is a possibility.
UNITED AIR LINES STRIKES OUT
CEO Richard Ferris desired to emulate competitor American Airlines' two-tier wage system for his own pilots. United's pilots union accused Ferris of "union busting" and went on strike May 17, 1985, forcing the carrier to suspend most flights for 29 days.
Service out of Peoria resumed on June 26. Two daily roundtrips were flown between Peoria and Denver (one via Lincoln, NE) with a daily Peoria-Toledo tag-on. The Peoria Journal Star reported June 18 that St. Louis, not Lincoln, would be a stop. The airline's July 1, 1985 timetable shows otherwise.
Post-strike, United offered half fares to entice passengers back into its planes. An article which ran in the Peoria Journal Star the day service was set to resume noticed that these fares resulted in full bookings.
NEW AIRLINE?
On August 20, 1985, the Peoria Journal Star reported a proposed new commuter carrier, Viza Airlines, planned service out of Chicago Midway Airport to Peoria and other downstate cities. A stock offering was made in April that year.
The Terre Haute, Indiana-based carrier acquired two used BAC-111s (delivered in June 1984 and March 1985) for use on charter flights and as well as scheduled services out of Chicago-O'Hare to Evansville, Indianapolis and Champaign-Urbana. Unfortunately, the airline never used these 79-seat jets at Peoria.
In late-December, Newark, New Jersey-based Low-Cost Carrier PeoplExpress announced a deal to acquire Britt.
OZARK AIR LINES...BLEH
Ozark Air Lines maintained three weekday departures to its St. Louis hub and one to Champaign-Urbana. The airline's June 1, 1985 timetable reveals an oddity: a one-way, Sunday-only nonstop to Chicago-O'Hare (originating at St. Louis)! Whatever the reason, the service was brief.
During its June meeting, it was announced that GPAA had begun negotiating with Ozark for installation of a jetway. In early October, it was estimated the equipment would be installed by January 1986.
TRANS WORLD AIRLINES...A MIXED BAG
The Official Airline Guide's March 1985 edition still shows Trans World Airlines offering three weekday (two on weekends) roundtrips between Peoria and St. Louis. The late-morning weekday-only turnaround was operated by a 727-100, the mid-afternoon turnaround by a 727-200 and the evening arrival/morning departure by an MD-80, a new type which TWA added to its fleet in the spring of 1983.
The Peoria Journal Star reported April 2 that TWA's March 1985 traffic at PIA (6,124) was the most ever for that month. The previous record was 5,335 passengers in March 1983. No wonder with three weekday roundtrips on mainline jets!
On April 28, 1985, TWA inititiated nonstop service out of St. Louis to London (Gatwick), Frankfurt and Paris, offering Peorians an alternative to congested Chicago-O'Hare for their European connections. Better still, the St. Louis-London flights were flown on a giant Boeing 747!
Parent TWA Corporation had become immensely profitable through its ownership of food, hotel and real estate firms. But the airline was least profitable (or not so at all), so it was put up for sale by late 1984. In May 1985, corporate raider, Carl Icahn, bought 20 percent of TWA's outstanding stock, and quickly sought to increase his control of the carrier. Eventually, he gained majority control.
Although extra capacity resulted in increased passenger traffic, TWA dropped the late-morning weekday turnaround, probably before summer. It is unclear why they did this, but using the aircraft for more lucrative markets is a possibility.
UNITED AIR LINES STRIKES OUT
CEO Richard Ferris desired to emulate competitor American Airlines' two-tier wage system for his own pilots. United's pilots union accused Ferris of "union busting" and went on strike May 17, 1985, forcing the carrier to suspend most flights for 29 days.
Service out of Peoria resumed on June 26. Two daily roundtrips were flown between Peoria and Denver (one via Lincoln, NE) with a daily Peoria-Toledo tag-on. The Peoria Journal Star reported June 18 that St. Louis, not Lincoln, would be a stop. The airline's July 1, 1985 timetable shows otherwise.
Post-strike, United offered half fares to entice passengers back into its planes. An article which ran in the Peoria Journal Star the day service was set to resume noticed that these fares resulted in full bookings.
NEW AIRLINE?
On August 20, 1985, the Peoria Journal Star reported a proposed new commuter carrier, Viza Airlines, planned service out of Chicago Midway Airport to Peoria and other downstate cities. A stock offering was made in April that year.
MISCELLANEOUS ITEMS
In June, plans to re-route Smithville Road were revealed so that Runway 4 could be extended to the southwest. With growing passenger traffic, terminal improvements were possible by 1990.
Six Douglas A-4F Skyhawk II's of the U. S. Navy Blue Angels flight demonstration team performed at the first airport authority-sponsored air show in years, Saturday, August 17. The show was rained out Sunday.
Remember the National Fertilizer Solution Assocation's regret in late-1981 that it established its headquarters to Peoria in 1977 based on the city's excellent and increasing air service offerings? The Peoria Journal Star reported September 27 that NFSA was moving to St. Louis. Apparently, it held out four years hoping PIA would attract more air service, which hadn't happened (yet).
Six Douglas A-4F Skyhawk II's of the U. S. Navy Blue Angels flight demonstration team performed at the first airport authority-sponsored air show in years, Saturday, August 17. The show was rained out Sunday.
Remember the National Fertilizer Solution Assocation's regret in late-1981 that it established its headquarters to Peoria in 1977 based on the city's excellent and increasing air service offerings? The Peoria Journal Star reported September 27 that NFSA was moving to St. Louis. Apparently, it held out four years hoping PIA would attract more air service, which hadn't happened (yet).
SCHEDULES AND ROUTE MAP
Gate assignments as of June 1, 1985 were: Air Wisconsin (8), Britt Airways (4), Ozark Air Lines (5), TWA (7) and United (6).
Schedules below show 26 weekday departures. Compared to Britt, or MVA, Air Wisconsin offered few tag-ons (just one Peoria-Springfield roundtrip), which leads me to believe that an increasing number of that carrier's seats were being filled by Peoria travelers. Despite United Air Lines' five-week strike suspension, Greater Peoria Airport handled 391,400 passengers in 1985, a 7.2 percent rise over 1984. In fact, 1985 traffic beat 1981 figures by 35 passengers.
While I have a March 1985 Official Airline Guide (Pocket Edition), I wanted to show Air Wisconsin's service, so I needed to create schedules for summer. Air Wisconsin and Ozark Air Lines' June 1, 1985 timetables and those of Britt, TWA and United dated July 1, 1985 are my sources for July 1985 PIA schedules show below.
Finally, I had to guess which aircraft types Air Wisconsin used, but flight times reflect faster F-27s and slower Shorts 360s. Britt Airways is known to have used only FH-227s at this time as a favor to Peoria officials who helped secure better gate access for the carrier at Chicago-O'Hare in 1983. Ozark probably used DC-9-30s on all PIA flights, at least on weekdays, but I've assumed that the larger plane was used for busier summer season service. The March 1985 OAG shows a DC-9-10 operating the late-morning turnaround. I recall that during the August 1985 air show, TWA used an MD-80 on its mid-afternoon turnaround. Flight times are the same for the evening arrival/morning departure (which the March 1985 shows as an MD-80). United Air Lines' Peoria flights were likely operated with 727-200s given the enroute stops (Lincoln) or tag-ons (Toledo). Indeed, the Peoria Journal Star reported July 2 that a United 727 with 125 onboard landed safetly here after passengers reported hearing a loud boom. That number required a 727-200.
Schedules below show 26 weekday departures. Compared to Britt, or MVA, Air Wisconsin offered few tag-ons (just one Peoria-Springfield roundtrip), which leads me to believe that an increasing number of that carrier's seats were being filled by Peoria travelers. Despite United Air Lines' five-week strike suspension, Greater Peoria Airport handled 391,400 passengers in 1985, a 7.2 percent rise over 1984. In fact, 1985 traffic beat 1981 figures by 35 passengers.
While I have a March 1985 Official Airline Guide (Pocket Edition), I wanted to show Air Wisconsin's service, so I needed to create schedules for summer. Air Wisconsin and Ozark Air Lines' June 1, 1985 timetables and those of Britt, TWA and United dated July 1, 1985 are my sources for July 1985 PIA schedules show below.
Finally, I had to guess which aircraft types Air Wisconsin used, but flight times reflect faster F-27s and slower Shorts 360s. Britt Airways is known to have used only FH-227s at this time as a favor to Peoria officials who helped secure better gate access for the carrier at Chicago-O'Hare in 1983. Ozark probably used DC-9-30s on all PIA flights, at least on weekdays, but I've assumed that the larger plane was used for busier summer season service. The March 1985 OAG shows a DC-9-10 operating the late-morning turnaround. I recall that during the August 1985 air show, TWA used an MD-80 on its mid-afternoon turnaround. Flight times are the same for the evening arrival/morning departure (which the March 1985 shows as an MD-80). United Air Lines' Peoria flights were likely operated with 727-200s given the enroute stops (Lincoln) or tag-ons (Toledo). Indeed, the Peoria Journal Star reported July 2 that a United 727 with 125 onboard landed safetly here after passengers reported hearing a loud boom. That number required a 727-200.
- David P. Jordan
Hi. Thanks. There is a 1040 arrival from ORD on Britt that doesn't seem to go out anywhere. The 1200 to ORD comes in from SPi at 1150.
ReplyDeleteThanks for telling me about this omission. I left off a tag-on flight to Decatur at 1100, but adding it to the schedule created an imbalance in arrivals (11) and departures (12). I believe Britt's July 1, 1985 timetable contains an error, namely that Flt# 762 operating BMI-PIA-ORD is Saturday-only. To concur with the daily-except-Sunday departure from PIA to ORD, I've changed the BMI-PIA segment to daily-except-Sunday. That is actually what Britt's March 1, 1986 timetable shows.
DeleteIn the summer of 1985 how many jetways were at PIA? I remember flying to ORD in July 1985 on a metro. It must have been a sub for a FH227.
ReplyDeleteOne jetway. TWA's had been installed at Gate 7 in May 1984. Both Ozark and United had jetways installed in 1986.
DeleteThe Metro was likely a sub for the regular FH-227.
Hi:
ReplyDeleteCheck out airliners.net OAG update. Bad news for PIA
Probably part of the 50-seat jet retirement process. I'll post about it shortly.
Delete