PIA - A History: Events of 1986
Believe me, the events of 1986 will leave your head spinning!
Signs of an air service boom came early in the year. The Peoria Journal Star reported January 7 on Republic Airlines' interest in serving Peoria, as well as plans by an unnamed carrier to offer jet service to Chicago. More on those later.
By 1986, the American economy was booming. From November 1985 to July 1986, the oil price per barrel dropped from $30 to $12. Thus, airlines also benefitted from reduced expenses. A simultaneous surge in capacity brought lower fares. Peoria shared in this prosperity. Better yet, locally-based Caterpillar returned to profitability and sales were growing again. Here's a run-down of happenings by airline for the year.
AIR WISCONSIN
By 1986, the American economy was booming. From November 1985 to July 1986, the oil price per barrel dropped from $30 to $12. Thus, airlines also benefitted from reduced expenses. A simultaneous surge in capacity brought lower fares. Peoria shared in this prosperity. Better yet, locally-based Caterpillar returned to profitability and sales were growing again. Here's a run-down of happenings by airline for the year.
AIR WISCONSIN
Beginning March 2, four roundtrips were operated on weekdays (fewer on weekends) between Peoria and Chicago-O'Hare. In mid-year, all four operated to and from Springfield, giving the carrier eight weekday departures out of Peoria.
When United Air Lines commenced hub operations at Washington-Dulles International Airport in May 1986, ex-MVA Shorts 360s were re-deployed there to support commuter feeder operations. This action resulted in larger aircraft - 50-seat Fokker F-27s - on all Peoria flights.
On October 28, Air Wisconsin became a "United Express" carrier. Soon after, its F-27s were painted in United Air Lines' blue, red, orange and white colors.
BRITT AIRWAYS
This carrier's Peoria service changed little into the summer, with seven weekday departures to and eight from Chicago-O'Hare. Tag-ons to and/or from Bloomington/Normal, Burlington (Iowa) and Springfield amounted to a dozen departures, Monday through Friday, all on Fairchild FH-227s.
On April 19, 59 of 90 Britt co-pilots were grounded by the Federal Aviation Administration after failing flight performance checks. The airline reportedly operated its normal schedule, however.
On October 28, Air Wisconsin became a "United Express" carrier. Soon after, its F-27s were painted in United Air Lines' blue, red, orange and white colors.
BRITT AIRWAYS
This carrier's Peoria service changed little into the summer, with seven weekday departures to and eight from Chicago-O'Hare. Tag-ons to and/or from Bloomington/Normal, Burlington (Iowa) and Springfield amounted to a dozen departures, Monday through Friday, all on Fairchild FH-227s.
On April 19, 59 of 90 Britt co-pilots were grounded by the Federal Aviation Administration after failing flight performance checks. The airline reportedly operated its normal schedule, however.
People Express Airlines Inc. gained legal control of this Terre Haute, Indiana-based carrier on February 27, 1986. Ownership by a Low-Cost Carrier invited speculation on how it might improve air service at Peoria.
Rapid expansion and the decision to compete directly with established carriers stabbed People Express with mounting losses. Subsidiary Frontier Airlines (acquired October 5, 1985) bled money and ceased operations August 24, 1986 then filed for bankruptcy four days later. On October 24, Texas Air Corporation (parent of Continental Airlines) acquired People Express and its subsidiaries.
CHICAGO AIR
This new carrier was first mentioned in the Peoria Journal Star's February 22, 1986 issue as "Chicago Air Hauling Inc." It finally announced on April 29 plans to start service to Peoria on May 19. Initially offering five weekday roundtrips on 46-seat Fokker F-27s sub-leased from Midstate Airlines, the carrier benefitted from a code-share with Midway Airlines, with which it connected at Chicago-Midway Airport.
Rapid expansion and the decision to compete directly with established carriers stabbed People Express with mounting losses. Subsidiary Frontier Airlines (acquired October 5, 1985) bled money and ceased operations August 24, 1986 then filed for bankruptcy four days later. On October 24, Texas Air Corporation (parent of Continental Airlines) acquired People Express and its subsidiaries.
CHICAGO AIR
This new carrier was first mentioned in the Peoria Journal Star's February 22, 1986 issue as "Chicago Air Hauling Inc." It finally announced on April 29 plans to start service to Peoria on May 19. Initially offering five weekday roundtrips on 46-seat Fokker F-27s sub-leased from Midstate Airlines, the carrier benefitted from a code-share with Midway Airlines, with which it connected at Chicago-Midway Airport.
Service actually started May 29. The first departure from Peoria had only two passengers, however, business must have picked up as a sixth roundtrip was added by July. Looking to the future, the airline intended to take delivery of Saab 340s in 1987.
Unfortunately, Chicago Air struggled from the beginning. On October 14, Midstate Airlines gained majority control (51 percent) and took over management of the carrier. In November, Midstate cancelled its sub-leasing agreement for six F-27s, thus forcing Chicago Air to cease operations. Midstate then replaced that carrier's flights to Peoria with its own, though on smaller Fairchild Metro aircraft.
OZARK AIR LINES
On February 27, 1986 Ozark announced a deal to be acquired by TWA for $224 million. Merger approval came late in the summer. Green-and-white jets would soon be disappearing from Peoria's skies.
Meanwhile, installation of a jetway at Gate 5 had been completed by mid-March. As if to celebrate, the airline added a fourth Peoria-St. Louis roundtrip on April 15.
The fourth St. Louis roundtrip ended July 1 when Air Midwest, operating as "Ozark Midwest Airlines," replaced it with a Saab 340 turboprop. Ozark Midwest also began a Champaign/Urbana-Peoria-St. Louis flight using a Fairchild Metro.
Final regulatory approval for acquisition by TWA came September 12 and the transaction was effective three days later. The formal merger occurred October 27. The combined carriers' five Peoria-St. Louis roundtrips were reduced to four with ex-Ozark DC-9s operating all flights. Ozark Midwest flights were discontinued.
An unfortunate casualty of the merger with TWA (besides five terminal employees) was the Central Reservations Center, which had operated here since 1963. Peoria mayor Jim Maloof tried persuading TWA to keep it operating, but to no avail. It closed December 14.
Unfortunately, Chicago Air struggled from the beginning. On October 14, Midstate Airlines gained majority control (51 percent) and took over management of the carrier. In November, Midstate cancelled its sub-leasing agreement for six F-27s, thus forcing Chicago Air to cease operations. Midstate then replaced that carrier's flights to Peoria with its own, though on smaller Fairchild Metro aircraft.
OZARK AIR LINES
On February 27, 1986 Ozark announced a deal to be acquired by TWA for $224 million. Merger approval came late in the summer. Green-and-white jets would soon be disappearing from Peoria's skies.
Meanwhile, installation of a jetway at Gate 5 had been completed by mid-March. As if to celebrate, the airline added a fourth Peoria-St. Louis roundtrip on April 15.
The fourth St. Louis roundtrip ended July 1 when Air Midwest, operating as "Ozark Midwest Airlines," replaced it with a Saab 340 turboprop. Ozark Midwest also began a Champaign/Urbana-Peoria-St. Louis flight using a Fairchild Metro.
Final regulatory approval for acquisition by TWA came September 12 and the transaction was effective three days later. The formal merger occurred October 27. The combined carriers' five Peoria-St. Louis roundtrips were reduced to four with ex-Ozark DC-9s operating all flights. Ozark Midwest flights were discontinued.
An unfortunate casualty of the merger with TWA (besides five terminal employees) was the Central Reservations Center, which had operated here since 1963. Peoria mayor Jim Maloof tried persuading TWA to keep it operating, but to no avail. It closed December 14.
REPUBLIC AIRLINES
Remember the attempt to interest North Central Airlines in serving Peoria? The carrier had been contacted in 1972 but quickly said "no thanks." The Airport Authority refused to give up as it considered the carrier (and others) to provide temporary replacement service during the 1973 Ozark strike. After the Civil Aeronautics Board lifted its route freeze in September 1974, North Central was one of 14 contacted for interest in Peoria.
The realities of deregulation and opportunities for expansion prompted North Central Airlines to acquire Southern Airways (another carrier sought by the GPAA in the early 1970s). The two carriers merged on July 1, 1979 to form "Republic Airlines." North Central's blue and white colors and its "Herman the Duck" logo survived.
Republic acquired Hughes Airwest on October 1, 1980. The expansion made the carrier a Major Airline with hubs at Atlanta, Chicago-O'Hare, Detroit, Las Vegas, Memphis, Milwaukee, Minneapolis/St. Paul and Phoenix. Unfortunately, it struggled with losses as well as mounting debt. Cutbacks were inevitable, and by 1984, all hubs but Detroit, Memphis and Minneapolis/St. Paul were eliminated, and very little remained of the old Hughes Airwest network.
In 1984, the airline brought in a new president, Stephen Wolf, who reduced costs and returned the carrier to profitability. He introduced a new paint scheme, retiring the blue-and-white livery as well as Herman. With the return of black ink, expansion was in the cards. The Peoria Journal Star gave the first hint in early January 1986 that Republic Airlines planned to come here.
The official anouncement came March 20, and Republic Airlines began flying three weekday (and two weekend) roundtrips between Peoria and Detroit on June 2 with DC-9-10s. Diamond Star Motors' November 1985 announcement that it had selected nearby Normal for an auto assembly plant likely prompted the carrier's interest. Detroit, after all, served as headquarters for half-owner Chrysler Corp. and was certain to generate regular business travel, particularly during construction.
Republic Airlines' new service came shortly before it was acquired by Northwest Orient Airlines. A merger deal was announced January 23 and received regulatory approval July 31. Northwest Orient gained control on August 12. A full merger was implemented October 1 at which time the expanded carrier dropped the "Orient" branding, instead using its legal name, just "Northwest Airlines."
Load factors on Republic's Detroit-Peoria flights remained low and the November 1986 OAG shows all three roundtrips operated by 50-seat, ex-Republic Airlines Convair 580 turboprops.
Remember the attempt to interest North Central Airlines in serving Peoria? The carrier had been contacted in 1972 but quickly said "no thanks." The Airport Authority refused to give up as it considered the carrier (and others) to provide temporary replacement service during the 1973 Ozark strike. After the Civil Aeronautics Board lifted its route freeze in September 1974, North Central was one of 14 contacted for interest in Peoria.
The realities of deregulation and opportunities for expansion prompted North Central Airlines to acquire Southern Airways (another carrier sought by the GPAA in the early 1970s). The two carriers merged on July 1, 1979 to form "Republic Airlines." North Central's blue and white colors and its "Herman the Duck" logo survived.
Republic acquired Hughes Airwest on October 1, 1980. The expansion made the carrier a Major Airline with hubs at Atlanta, Chicago-O'Hare, Detroit, Las Vegas, Memphis, Milwaukee, Minneapolis/St. Paul and Phoenix. Unfortunately, it struggled with losses as well as mounting debt. Cutbacks were inevitable, and by 1984, all hubs but Detroit, Memphis and Minneapolis/St. Paul were eliminated, and very little remained of the old Hughes Airwest network.
In 1984, the airline brought in a new president, Stephen Wolf, who reduced costs and returned the carrier to profitability. He introduced a new paint scheme, retiring the blue-and-white livery as well as Herman. With the return of black ink, expansion was in the cards. The Peoria Journal Star gave the first hint in early January 1986 that Republic Airlines planned to come here.
The official anouncement came March 20, and Republic Airlines began flying three weekday (and two weekend) roundtrips between Peoria and Detroit on June 2 with DC-9-10s. Diamond Star Motors' November 1985 announcement that it had selected nearby Normal for an auto assembly plant likely prompted the carrier's interest. Detroit, after all, served as headquarters for half-owner Chrysler Corp. and was certain to generate regular business travel, particularly during construction.
Republic Airlines' new service came shortly before it was acquired by Northwest Orient Airlines. A merger deal was announced January 23 and received regulatory approval July 31. Northwest Orient gained control on August 12. A full merger was implemented October 1 at which time the expanded carrier dropped the "Orient" branding, instead using its legal name, just "Northwest Airlines."
Load factors on Republic's Detroit-Peoria flights remained low and the November 1986 OAG shows all three roundtrips operated by 50-seat, ex-Republic Airlines Convair 580 turboprops.
SIMMONS AIRLINES
This Marquette, Michigan-based commuter carrier was founded in 1978 and began feeding American Airlines and Republic Airlines hubs at Chicago-O'Hare and Detroit, respectively, in 1985. The Peoria Journal Star reported February 22 that the carrier would start five weekday roundtrips between Peoria and Chicago-O'Hare on April 27. On March 13, the paper reported revised plans to begin service May 1. July 1986 schedules show just four weekday roundtrips (fewer on weekends).
The carrier's flights were branded "American Eagle" for its affiliation with American Airlines. All were operated with Shorts 360s, most still painted in Simmons' orange, red, black and white colors, though this would change quickly.
A fifth roundtrip was restored and all five weekday roundtrips were extended to Springfield, Illinois effective September 3, giving PIA ten weekday departures (though only half were relevant; Springfield tag-ons were due to insufficient slots for nonstop service to that city). On a final note, the November 1986 OAG shows one roundtrip operated by a brand-new 46-seat ATR-42 turboprop.
TRANS WORLD AIRLINES
Flight attendants struck on March 7, forcing the carrier to suspend half its flights. Peoria service was restored on March 10.
Service changed little in 1986 prior to merger with Ozark Air Lines, though by mid-summer, all flights were again being operated with Boeing 727s (a 727-200 on the afternoon turnaround, a 727-100 on the other).
Additional service, compliments of Resort Air, were provided under the new "Trans World Express" banner beginning April 27. Four weekday roundtrips on Fairchild Metros provided service to TWA's St. Louis hub. A fifth roundtrip, stopping at Springfield in each direction, may have been added at the same time, or a short time later. By July a fifth roundtrip was being operating nonstop between Peoria and St. Louis.
As mentioned above, TWA integrated operations with Ozark on October 27. Around this time, it eliminated 727 service here and reduced combined service between Peoria and St. Louis from five to four roundtrips. The cutback seemed to be part of an overall plan to reduce service out of the St. Louis hub (348 to 307 weekday departures), resulting in fuller planes but also higher fares.
This Marquette, Michigan-based commuter carrier was founded in 1978 and began feeding American Airlines and Republic Airlines hubs at Chicago-O'Hare and Detroit, respectively, in 1985. The Peoria Journal Star reported February 22 that the carrier would start five weekday roundtrips between Peoria and Chicago-O'Hare on April 27. On March 13, the paper reported revised plans to begin service May 1. July 1986 schedules show just four weekday roundtrips (fewer on weekends).
The carrier's flights were branded "American Eagle" for its affiliation with American Airlines. All were operated with Shorts 360s, most still painted in Simmons' orange, red, black and white colors, though this would change quickly.
A fifth roundtrip was restored and all five weekday roundtrips were extended to Springfield, Illinois effective September 3, giving PIA ten weekday departures (though only half were relevant; Springfield tag-ons were due to insufficient slots for nonstop service to that city). On a final note, the November 1986 OAG shows one roundtrip operated by a brand-new 46-seat ATR-42 turboprop.
TRANS WORLD AIRLINES
Flight attendants struck on March 7, forcing the carrier to suspend half its flights. Peoria service was restored on March 10.
Service changed little in 1986 prior to merger with Ozark Air Lines, though by mid-summer, all flights were again being operated with Boeing 727s (a 727-200 on the afternoon turnaround, a 727-100 on the other).
Additional service, compliments of Resort Air, were provided under the new "Trans World Express" banner beginning April 27. Four weekday roundtrips on Fairchild Metros provided service to TWA's St. Louis hub. A fifth roundtrip, stopping at Springfield in each direction, may have been added at the same time, or a short time later. By July a fifth roundtrip was being operating nonstop between Peoria and St. Louis.
As mentioned above, TWA integrated operations with Ozark on October 27. Around this time, it eliminated 727 service here and reduced combined service between Peoria and St. Louis from five to four roundtrips. The cutback seemed to be part of an overall plan to reduce service out of the St. Louis hub (348 to 307 weekday departures), resulting in fuller planes but also higher fares.
UNITED AIR LINES
By 1986, Peoria-Denver routings had changed. The afternoon turnaround, operated with a 727-100, stopped at Moline eastbound, but returned to the Mile High City nonstop. Both the evening arrival and morning departure, using a 727-200, stopped at Cedar Rapids.
On September 3, United Air Lines replaced its 727s with smaller 737-200s on its Peoria-Cedar Rapids/Moline-Denver flights, marking the first use of that aircraft at the Greater Peoria Airport.
A jetway was installed for United Air Lines in the fall. I seem to remember this being in November, but can't find any documentation. Nevertheless, the terminal now had three of those things.
By 1986, Peoria-Denver routings had changed. The afternoon turnaround, operated with a 727-100, stopped at Moline eastbound, but returned to the Mile High City nonstop. Both the evening arrival and morning departure, using a 727-200, stopped at Cedar Rapids.
On September 3, United Air Lines replaced its 727s with smaller 737-200s on its Peoria-Cedar Rapids/Moline-Denver flights, marking the first use of that aircraft at the Greater Peoria Airport.
A jetway was installed for United Air Lines in the fall. I seem to remember this being in November, but can't find any documentation. Nevertheless, the terminal now had three of those things.
MISCELLANEOUS NOTES
A January 7, 1986 announcement that a carrier was interested in providing jet service between Peoria and Chicago turned out to be nothing. It isn't clear who was interested. American Airlines and United Air Lines (which already served Peoria from Denver) seem highly unlikely. Midway Airlines is possible, but that carrier had yet to enter small cities like Peoria. Air Wisconsin and Britt, which operated small jet fleets, already served Peoria but the article indicated the carrier did not yet serve the city.
Viza Airlines announced on January 24 its plans to begin Chicago-Midway flights in April on 24-seat Gulfstream 1s. Nothing ever happened, though.
Growing cargo and passenger traffic prompted the airport authority to consider future requirements. A $68 million expansion plan, including runway extensions and terminal expansion, was revealed during the February meeting.
The 182nd Air National Guard base had been developed in the late 1940s and needed replacement. An artist's rendering of a new base on the southwest side of the airfield was revealed May 31.
The U. S. Navy Blue Angels were forced to cancel their Sunday performance at the 1985 air show due to rain so they returned Sunday, July 6, 1986.
The Peoria Journal Star reported August 14 on a nonstop charter to London, England that sold out 344 seats in a 17-county region in two weeks. Operated by American Trans Air on a Lockheed L-1011 TriStar, it left Peoria September 7. The Indianapolis-based charter carrier planned charters out of Peoria to the Caribbean, Las Vegas and Mexico.
The Experimental Aircraft Association's Boeing B-17, Aluminum Overcast, visited PIA September 15-18. During our visit one appropriately overcast (and cold) day, my dad and I went up to the PIA terminal viewing area and watched a Republic Airlines DC-9 arrive wearing blue and white colors but with Northwest titles!
An October 4 article shows plans for airport expansion, including a $5 million cargo terminal on the airport's southeast quadrant. It also mentions that a customs broker set up an office at the airport that year.
SCHEDULES AND ROUTE MAP
The Greater Peoria Airport handled 450,368 passengers in 1986, or 13.1 percent higher than in 1985. These figures nearly matched those in 1980 when Ozark Air Lines still offered nonstop and direct flights to multiple cities from here. July 1986 schedules show 49 weekday departures, though about nine of these were "tag-ons," which were irrelevant to Peoria travelers.
September 1986 schedules show a surge in departures to 58. Air Wisconsin added one O'Hare roundtrip awhile American Eagle added one O'Hare roundtrip and five roundtrip Peoria-Springfield "tag-ons." Britt's service totalled eleven weekday departures. Chicago Air had reduced Midway service to four weekday roundtrips, but added three Peoria-Springfield "tag-ons." Trans World Express had reduced Peoria-St. Louis nonstops to four weekday roundtrips. The 46 weekday departures shown in November 1986 schedules reflect seasonal reductions and the effect of recent mergers.
Viza Airlines announced on January 24 its plans to begin Chicago-Midway flights in April on 24-seat Gulfstream 1s. Nothing ever happened, though.
Growing cargo and passenger traffic prompted the airport authority to consider future requirements. A $68 million expansion plan, including runway extensions and terminal expansion, was revealed during the February meeting.
The 182nd Air National Guard base had been developed in the late 1940s and needed replacement. An artist's rendering of a new base on the southwest side of the airfield was revealed May 31.
The U. S. Navy Blue Angels were forced to cancel their Sunday performance at the 1985 air show due to rain so they returned Sunday, July 6, 1986.
The Peoria Journal Star reported August 14 on a nonstop charter to London, England that sold out 344 seats in a 17-county region in two weeks. Operated by American Trans Air on a Lockheed L-1011 TriStar, it left Peoria September 7. The Indianapolis-based charter carrier planned charters out of Peoria to the Caribbean, Las Vegas and Mexico.
The Experimental Aircraft Association's Boeing B-17, Aluminum Overcast, visited PIA September 15-18. During our visit one appropriately overcast (and cold) day, my dad and I went up to the PIA terminal viewing area and watched a Republic Airlines DC-9 arrive wearing blue and white colors but with Northwest titles!
An October 4 article shows plans for airport expansion, including a $5 million cargo terminal on the airport's southeast quadrant. It also mentions that a customs broker set up an office at the airport that year.
SCHEDULES AND ROUTE MAP
The Greater Peoria Airport handled 450,368 passengers in 1986, or 13.1 percent higher than in 1985. These figures nearly matched those in 1980 when Ozark Air Lines still offered nonstop and direct flights to multiple cities from here. July 1986 schedules show 49 weekday departures, though about nine of these were "tag-ons," which were irrelevant to Peoria travelers.
September 1986 schedules show a surge in departures to 58. Air Wisconsin added one O'Hare roundtrip awhile American Eagle added one O'Hare roundtrip and five roundtrip Peoria-Springfield "tag-ons." Britt's service totalled eleven weekday departures. Chicago Air had reduced Midway service to four weekday roundtrips, but added three Peoria-Springfield "tag-ons." Trans World Express had reduced Peoria-St. Louis nonstops to four weekday roundtrips. The 46 weekday departures shown in November 1986 schedules reflect seasonal reductions and the effect of recent mergers.
- David P. Jordan
Wow thanks. This was clearly the peak.
ReplyDeleteWhat gate did RC use? Were there 4 jetways by this time. Also with so many airlines, was there gate sharing? Thanks
ReplyDeletePIA's terminal had three jetways by late-1986. At the start of the year, gate assignments were:
DeleteGate 4 - Britt
Gate 5 - Ozark
Gate 6 - United
Gate 7 - TWA
Gate 8 - Air Wisconsin
By mid-1986, there was lots of gate-sharing with ten airlines and only five gates! I'm thinking Gate 3 was added during this period, however, which allowed for more commuter planes to park on the east end of the apron.
At the Peoria Air Show on July 6, 1986, I remember American Eagle using Gate 5, and it seemed Air Wisconsin shared Gate 6 with United. When My dad and I visited the terminal in mid-September after seeing "Aluminum Overcast," I remember Britt using Gate 8 and Republic using Gate 5.
Chicago Air probably used Gate 4 (or 3, if it was built by then) and TW Express shared Gate 7 with TWA. Several RON flights were parked east of the terminal and moved to a gate as soon as it was available.
When TWA absorbed Ozark, it consolidated service at Gate 5 and Republic-successor Northwest moved to Gate 7.