PIA - A History: Events of 1988
There can be no doubt that 1986 and 1987 were good years for PIA. Things began to change in 1988.
That winter, the Greater Peoria Airport could still boast three major airlines offering service to four hubs, frequent commuter service to the nation's busiest airport (Chicago-O'Hare Int'l) as well as flights to Chicago Midway. Passenger traffic had dipped in 1987, but held well above 400,000 travelers.
Before getting to the meat, it is necessary to review the REGIONAL AIRPORT STUDY. Conflict between parties continued into the new year. In January, PIA Director Ron Burling, a member of the study's technical committee, said conclusions should be based on facts rather than an assumption that a regional airport must be built. He also advocated for inclusion of findings from a 1979 regional service study. In an apparent nod to Burling's idea, Peoria Mayor Jim Maloof desired to change the committee's purpose from a regional airport feasibility study to a service study, but was rejected.
Though a member of the study's technical committee, Burling couldn't hide his skepticism, publicly stating his fear that a new regional airport would threaten Peoria's jet service (ya think?). Those representing Champaign-Urbana shared Burling's concerns. In fact, these two represented one faction while Bloomington-Normal and Decatur - strong advocates for a regional airport - represented the other. Springfield officials considered themselves the swing vote.
Results were released on June 1. Basically, the mayors concluded that a new facility was unnecessary. Efforts shifted focus to advocating reduced fares and filling air service gaps (Peoria to an eastern hub; Champaign-Urbana to a western hub, etc.).
By September, any plans for a new regional airport were officially scrapped. It would become obvious, however, that Bloomington-Normal Airport's director, Mike LaPier, privately rejected those findings and sought ways for his facility to become the region's primary airport. But that's story for much later.
Now to review air service changes by carrier.
ALLEGHENY COMMUTER (Air Kentucky)
By September, any plans for a new regional airport were officially scrapped. It would become obvious, however, that Bloomington-Normal Airport's director, Mike LaPier, privately rejected those findings and sought ways for his facility to become the region's primary airport. But that's story for much later.
Now to review air service changes by carrier.
ALLEGHENY COMMUTER (Air Kentucky)
After six years, Peoria re-gained an air service link with Indiana's capital. On June 1, Air Kentucky began offering four weekday roundtrips between Peoria and Indianapolis using 19-seat Fairchild Metros. Indianapolis had recently become a USAir mini-hub, and Air Kentucky was tasked to provide feeder flights as an Allegheny Commuter affiliate.
The airline probably viewed increasing congestion and delays at Chicago-O'Hare and St. Louis as an opportunity to route passengers through uncongested Indianapolis. Thus, it quickly saturated the Central Illinois market by adding Champaign-Urbana, Decatur and Springfield spokes on the same date as Peoria. Bloomington-Normal was added on October 1.
A bad omen occurred the first day of service when mechanical problems forced cancellation of the second departure to Indianapolis. September and October schedules show Peoria service having been reduced to three roundtrips. Also of note, Allegheny Commuter affiliates and USAir replaced the "AL" designator code with "US" in October 1988.
The airline probably viewed increasing congestion and delays at Chicago-O'Hare and St. Louis as an opportunity to route passengers through uncongested Indianapolis. Thus, it quickly saturated the Central Illinois market by adding Champaign-Urbana, Decatur and Springfield spokes on the same date as Peoria. Bloomington-Normal was added on October 1.
A bad omen occurred the first day of service when mechanical problems forced cancellation of the second departure to Indianapolis. September and October schedules show Peoria service having been reduced to three roundtrips. Also of note, Allegheny Commuter affiliates and USAir replaced the "AL" designator code with "US" in October 1988.
AMERICAN EAGLE (Simmons Airlines)
Flight frequency and equipment differed very little during the year. Six weekday roundtrips (fewer on weekends) operated between Chicago-O'Hare and Peoria, and there were five Springfield "tag-ons," all on 36-seat Shorts 360s.
Flight frequency and equipment differed very little during the year. Six weekday roundtrips (fewer on weekends) operated between Chicago-O'Hare and Peoria, and there were five Springfield "tag-ons," all on 36-seat Shorts 360s.
CONTINENTAL EXPRESS (Britt Airways)
January schedules show seven weekday arrivals from Chicago-O'Hare on a mix of FH-227s and Fairchild Metros with one tag-on each from Bloomington-Normal, Decatur and Springfield. By May, there were just five flights to Chicago-O'Hare on a mix of FH-227s and Fairchild Metros. Four roundtrips were nonstop, the other operated via Bloomington-Normal. There were two tag-ons to (and one from) Bloomington-Normal as well, and from (but not to) Springfield. September schedules show seven Chicago-O'Hare roundtrips - five nonstop, the other two via Bloomington-Normal - and one tag-on from (but not to) Springfield and one tag-on to (but not from) Bloomington-Normal.
In a sign of possible trouble, the airline owed the airport authority rent money. Britt had no hub to feed at Chicago-O'Hare and was losing passengers to American Eagle and United Express. On December 2, the Peoria Journal Star reported that Britt was for sale. The carrier intended to keep its Cleveland and Houston hubs (where it fed Continental) but not Chicago-O'Hare. Before 1988 ended, the carrier agreed to sell 138 slots to AMR Eagle, parent of Simmons Airlines (and other American Eagle carriers). When the transaction was completed, tentatively scheduled for February 15, 1989, Britt would withdraw from Peoria.
In a sign of possible trouble, the airline owed the airport authority rent money. Britt had no hub to feed at Chicago-O'Hare and was losing passengers to American Eagle and United Express. On December 2, the Peoria Journal Star reported that Britt was for sale. The carrier intended to keep its Cleveland and Houston hubs (where it fed Continental) but not Chicago-O'Hare. Before 1988 ended, the carrier agreed to sell 138 slots to AMR Eagle, parent of Simmons Airlines (and other American Eagle carriers). When the transaction was completed, tentatively scheduled for February 15, 1989, Britt would withdraw from Peoria.
MIDWAY CONNECTION (Fischer Bros. Aviation)
Like American Eagle, flight frequency and equipment changed very little during the year with five weekday roundtrips (fewer on weekends) between Chicago Midway and Peoria and a once daily Springfield tag-on. Nineteen-seat Dornier 228s operated all flights.
Like American Eagle, flight frequency and equipment changed very little during the year with five weekday roundtrips (fewer on weekends) between Chicago Midway and Peoria and a once daily Springfield tag-on. Nineteen-seat Dornier 228s operated all flights.
NORTHWEST AIRLINES/NORTHWEST AIRLINK (Express Airlines I)
Surprisingly, jet service between Peoria and Minneapolis/St. Paul increased in early 1988. On January 6, the roundtrip operated with a 50-seat Convair 580 was upgraded to a 115-seat DC-9-50 and began stopping at Cedar Rapids rather than Moline. This lasted through March 1 when it was downgraded back to a Convair 580. The other roundtrip, operating via Moline, had been downgraded from a DC-9-10 to a Convair 580 on February 10. Two additional roundtrips operated Moline-Peoria-Detroit with Convair 580s.
On March 4, Northwest Airlines announced that it would drop Peoria from its network due to high costs and low traffic. Another contributing factor was ongoing tensions between management and flight attendants during contract talks which led to equipment problems and flight cancellations, which hurt the airline's local reputation. On May 2, Peoria lost all service to Detroit, but Northwest Airlink affiliate Express Airlines I began flying three roundtrips to Minneapolis/St. Paul on 19-seat Jetstream 31s.
To promote its service, Memphis-based Express Airlines I brought a Jetstream 31 to Peoria for free rides on April 28. On a personal note, this was my second plane ride, my first on a commercial airliner, as well as the first flight from my home airport. Despite the downgrade to smaller planes, Minneapolis/St. Paul offered much potential as a convenient connecting point as well as a destination for area business travelers.
It was never explained why Northwest Airlink offered no replacement service to Detroit, though a different carrier (Simmons Airlines) fed that Northwest Airlines hub. Apparently, connections through the Motor City couldn't compete with those via Chicago-O'Hare or Chicago-Midway, and potential business travel related to Diamond Star Motors failed to sustain Northwest's service.
Interestingly, the Peoria Journal Star's initial article on the loss of Northwest reported that Northwest Airlink would also offer service to Milwaukee, where Northwest began operating a mini-hub starting May 2. The report was erroneous and Milwaukee service never started.
Surprisingly, jet service between Peoria and Minneapolis/St. Paul increased in early 1988. On January 6, the roundtrip operated with a 50-seat Convair 580 was upgraded to a 115-seat DC-9-50 and began stopping at Cedar Rapids rather than Moline. This lasted through March 1 when it was downgraded back to a Convair 580. The other roundtrip, operating via Moline, had been downgraded from a DC-9-10 to a Convair 580 on February 10. Two additional roundtrips operated Moline-Peoria-Detroit with Convair 580s.
On March 4, Northwest Airlines announced that it would drop Peoria from its network due to high costs and low traffic. Another contributing factor was ongoing tensions between management and flight attendants during contract talks which led to equipment problems and flight cancellations, which hurt the airline's local reputation. On May 2, Peoria lost all service to Detroit, but Northwest Airlink affiliate Express Airlines I began flying three roundtrips to Minneapolis/St. Paul on 19-seat Jetstream 31s.
To promote its service, Memphis-based Express Airlines I brought a Jetstream 31 to Peoria for free rides on April 28. On a personal note, this was my second plane ride, my first on a commercial airliner, as well as the first flight from my home airport. Despite the downgrade to smaller planes, Minneapolis/St. Paul offered much potential as a convenient connecting point as well as a destination for area business travelers.
It was never explained why Northwest Airlink offered no replacement service to Detroit, though a different carrier (Simmons Airlines) fed that Northwest Airlines hub. Apparently, connections through the Motor City couldn't compete with those via Chicago-O'Hare or Chicago-Midway, and potential business travel related to Diamond Star Motors failed to sustain Northwest's service.
Interestingly, the Peoria Journal Star's initial article on the loss of Northwest reported that Northwest Airlink would also offer service to Milwaukee, where Northwest began operating a mini-hub starting May 2. The report was erroneous and Milwaukee service never started.
TRANS WORLD AIRLINES/TRANS WORLD EXPRESS (Resort Air)
Trans World Airlines' service remained constant through May with six arriving and six departing weekday flights, all operated on DC-9-10s or DC-9-30s. There were five nonstops to St. Louis and four from with the balance operating as Champaign-Urbana tag-ons. September schedules show a decrease by one with four St. Louis roundtrips, and a St. Louis-to-Peoria-to-Champaign-Urbana flight.
In May, Resort Air dba Trans World Express operated six flights from St. Louis with one continuing to Springfield were it terminated. Four of five return flight to St. Louis were nonstop, the other operating via Springfield. All service was run with 19-seat Fairchild Metros. September and October schedules show six weekday (fewer on weekends) Peoria-St. Louis roundtrips, all nonstop.
Trans World Airlines' service remained constant through May with six arriving and six departing weekday flights, all operated on DC-9-10s or DC-9-30s. There were five nonstops to St. Louis and four from with the balance operating as Champaign-Urbana tag-ons. September schedules show a decrease by one with four St. Louis roundtrips, and a St. Louis-to-Peoria-to-Champaign-Urbana flight.
In May, Resort Air dba Trans World Express operated six flights from St. Louis with one continuing to Springfield were it terminated. Four of five return flight to St. Louis were nonstop, the other operating via Springfield. All service was run with 19-seat Fairchild Metros. September and October schedules show six weekday (fewer on weekends) Peoria-St. Louis roundtrips, all nonstop.
UNITED AIR LINES/UNITED EXPRESS (Air Wisconsin)
Through April, United Air Lines two daily roundtrips routed Peoria-Moline-Denver were operated with Boeing 727-100s. In May, the airline switched back to 737-200s. Sometime in the summer, United modified the afternoon turnaround to operate a Denver-Peoria-Moline-Denver itinerary.
Air Wisconsin dba United Express offered four weekday roundtrips to Chicago-O'Hare in January and February but dropped to three in March and April for an unknown reason. The airline restored the fourth roundtrip in May. On September 7, the carrier added a fifth weekday roundtrip and re-arranged its schedules. All flights were operated with F-27s.
Through April, United Air Lines two daily roundtrips routed Peoria-Moline-Denver were operated with Boeing 727-100s. In May, the airline switched back to 737-200s. Sometime in the summer, United modified the afternoon turnaround to operate a Denver-Peoria-Moline-Denver itinerary.
Air Wisconsin dba United Express offered four weekday roundtrips to Chicago-O'Hare in January and February but dropped to three in March and April for an unknown reason. The airline restored the fourth roundtrip in May. On September 7, the carrier added a fifth weekday roundtrip and re-arranged its schedules. All flights were operated with F-27s.
NEWSPAPER SILLY SEASON '88
Constructing a comprehensive history on a local subject always requires newspapers, and this series is no exception. Unfortunately, newspapers can blunder badly, particularly when their staff lack understanding of the industry they're tasked to cover. By the late 1980s, it was apparent that staff at the Peoria Journal Star was increasingly limited by lack of understanding commercial aviation. It didn't stop them from reporting on these subjects, however. A perfect example appeared in a June 13 article on high local air fares. The writer summarized local service offerings and included this gem,
Only United offers direct service west - to Denver. The remainder fly to their hub airports, either Chicago, St. Louis, Minneapolis or Indianapolis.
It apparently never occurred to the writer that Denver was also a United hub!
COMBATING HIGH FARES, SEEKING MORE SERVICE
The TWA-Ozark merger was cited for less competition and higher fares. Peoria Journal Star reported June 13 on efforts by the Greater Peoria Airport Authority to convince TWA and United Air Lines to offer competitive fares with America West Airlines, which offered flights out of Moline to Phoenix.
America West began operating out of Phoenix, Arizona in August 1983. The carrier expanded rapidly over the next four years, building hubs at Phoenix and nearby Las Vegas, Nevada with a large fleet of Boeing 737-200s and newer -300s, as well as the larger Boeing 757-200. At startup, it served Midwestern markets (Kansas City and Wichita), and then infiltrated farther east over the next several years, adding smaller cities such as Des Moines, Cedar Rapids and Sioux City, Iowa; Lincoln, Nebraska; Springfield, Missouri, and Moline. But that carrier, it was noted in the June 13 article, had no interest in serving Peoria. The carrier posted loss of nearly $46 million in 1987. A decision was made to focus on profitabily in 1988, and that meant no new destinations for the time being. Too bad, because studies show Phoenix was the third most popular destination out of Peoria at the time.
On July 14 the paper reported an "undisclosed carrier" was interested in starting service to Peoria in the fall, but it wasn't America West. Another new carrier would have been welcome. Traffic was down 9,000 passengers the first six months of 1988 so lower fares and new carriers were a priority.
Good news came when August figures were up eight percent over the same period in 1987. Year-to-date traffic was still down 3.2 percent. Traffic was up six percent in September, reducing the airport's passenger deficit to 2.1 percent for the year. After Northwest pulled out, passengers went to other carriers, like TWA.
Also in September, the airport authority raised landing fees. Airlines protested, but had failed to send representatives to the monthly board meeting to challenge the increase.
An October 30 story revealed that United Air Lines' Peoria manager had requested two daily roundtrips to the airline's Washington (Dulles) DC hub on Boeing 737s beginning in 1989.
TWA lowered its Peoria-St. Louis fares 43 percent effective November 23, though this had a negligible effect because these flights handled little if any local traffic.
EXPANSION PROGRESS
On January 14, air traffic controllers at the Peoria tower implemented 24-hour operations. Previously, tower operations were dark from 11:00pm to 5:00am.
A January 28 article details the airport's $100 million expansion and improvement plans, including runway extensions, taxiway construction and a new terminal entrance road. The relocated Smithville Road was due to open by July 1.
Contracts were let for the new ANG base on the airfield's southwest quadrant. Scheduled for completion in 1993, the new facility was to have 41 buildings on 341 acres.
This aerial photo of the airfield appeared in the 1986-87 Illinois Airport Directory. It was probably taken in 1985 as the Ozark Air Lines jetway is missing.
AIR FREIGHT BOOM
A February 16 article detailed PIA's air freight boom the prior six years.
1982 - 2,732,319 lbs
1983 - 4,116,163 lbs
1984 - 6,286,294 lbs
1985 - 6,953,209 lbs
1986 - 7,390,325 lbs
1987 - 10,464,330 lbs
The same article notes that Airborne Express experienced a 200 percent increase in traffic the prior two years. Emery Air Freight traffic grew 80 percent between 1986 and 1987. CF Air Freight, Federal Express and Flying Tiger Line also served Peoria. The increase can be attributed to increased use of air cargo by local manufacturers, mainly Caterpillar.
To accommodate the boom, the airport authority authorized construction of a $1.77 million ramp on five acres in the southeast quadrant. It would accommodate one McDonnell Douglas DC-8 and six Boeing 727s. Construction was slated to begin in 1989.
Only United offers direct service west - to Denver. The remainder fly to their hub airports, either Chicago, St. Louis, Minneapolis or Indianapolis.
It apparently never occurred to the writer that Denver was also a United hub!
COMBATING HIGH FARES, SEEKING MORE SERVICE
The TWA-Ozark merger was cited for less competition and higher fares. Peoria Journal Star reported June 13 on efforts by the Greater Peoria Airport Authority to convince TWA and United Air Lines to offer competitive fares with America West Airlines, which offered flights out of Moline to Phoenix.
America West began operating out of Phoenix, Arizona in August 1983. The carrier expanded rapidly over the next four years, building hubs at Phoenix and nearby Las Vegas, Nevada with a large fleet of Boeing 737-200s and newer -300s, as well as the larger Boeing 757-200. At startup, it served Midwestern markets (Kansas City and Wichita), and then infiltrated farther east over the next several years, adding smaller cities such as Des Moines, Cedar Rapids and Sioux City, Iowa; Lincoln, Nebraska; Springfield, Missouri, and Moline. But that carrier, it was noted in the June 13 article, had no interest in serving Peoria. The carrier posted loss of nearly $46 million in 1987. A decision was made to focus on profitabily in 1988, and that meant no new destinations for the time being. Too bad, because studies show Phoenix was the third most popular destination out of Peoria at the time.
On July 14 the paper reported an "undisclosed carrier" was interested in starting service to Peoria in the fall, but it wasn't America West. Another new carrier would have been welcome. Traffic was down 9,000 passengers the first six months of 1988 so lower fares and new carriers were a priority.
Good news came when August figures were up eight percent over the same period in 1987. Year-to-date traffic was still down 3.2 percent. Traffic was up six percent in September, reducing the airport's passenger deficit to 2.1 percent for the year. After Northwest pulled out, passengers went to other carriers, like TWA.
Also in September, the airport authority raised landing fees. Airlines protested, but had failed to send representatives to the monthly board meeting to challenge the increase.
An October 30 story revealed that United Air Lines' Peoria manager had requested two daily roundtrips to the airline's Washington (Dulles) DC hub on Boeing 737s beginning in 1989.
TWA lowered its Peoria-St. Louis fares 43 percent effective November 23, though this had a negligible effect because these flights handled little if any local traffic.
EXPANSION PROGRESS
On January 14, air traffic controllers at the Peoria tower implemented 24-hour operations. Previously, tower operations were dark from 11:00pm to 5:00am.
A January 28 article details the airport's $100 million expansion and improvement plans, including runway extensions, taxiway construction and a new terminal entrance road. The relocated Smithville Road was due to open by July 1.
Contracts were let for the new ANG base on the airfield's southwest quadrant. Scheduled for completion in 1993, the new facility was to have 41 buildings on 341 acres.
This aerial photo of the airfield appeared in the 1986-87 Illinois Airport Directory. It was probably taken in 1985 as the Ozark Air Lines jetway is missing.
AIR FREIGHT BOOM
A February 16 article detailed PIA's air freight boom the prior six years.
1982 - 2,732,319 lbs
1983 - 4,116,163 lbs
1984 - 6,286,294 lbs
1985 - 6,953,209 lbs
1986 - 7,390,325 lbs
1987 - 10,464,330 lbs
The same article notes that Airborne Express experienced a 200 percent increase in traffic the prior two years. Emery Air Freight traffic grew 80 percent between 1986 and 1987. CF Air Freight, Federal Express and Flying Tiger Line also served Peoria. The increase can be attributed to increased use of air cargo by local manufacturers, mainly Caterpillar.
To accommodate the boom, the airport authority authorized construction of a $1.77 million ramp on five acres in the southeast quadrant. It would accommodate one McDonnell Douglas DC-8 and six Boeing 727s. Construction was slated to begin in 1989.
MISCILLANEOUS NOTES
On January 13, an American Eagle Shorts 360 with 29 passengers and three crew suffered an engine failure shortly after takeoff but returned to Peoria and landed safely.
On February 21, the USAF brought a C-5 "Galaxy" here so Army National Guard personnel could practice loading and unloading two Huey helicopters and a jeep.
Colonel John P. Allen and Major Robert L. Brown were killed March 25 when their OA-37 "Dragonfly" belonging to the 182nd ANG went down near Rushville. Brown was a pilot for Air Wisconsin.
On January 13, an American Eagle Shorts 360 with 29 passengers and three crew suffered an engine failure shortly after takeoff but returned to Peoria and landed safely.
On February 21, the USAF brought a C-5 "Galaxy" here so Army National Guard personnel could practice loading and unloading two Huey helicopters and a jeep.
Colonel John P. Allen and Major Robert L. Brown were killed March 25 when their OA-37 "Dragonfly" belonging to the 182nd ANG went down near Rushville. Brown was a pilot for Air Wisconsin.
Peoria Air Fair '88 was held August 6-7 with two-day attendance estimated at 50,000, but the event, the first organized by the airport authority, was expected to lose $50,000. I attended this show with my dad, but don't remember much about it other than performances included neither the Blue Angels nor Thunderbirds. I think it was the only time I saw an Allegheny Commuter Fairchild Metro here.
SCHEDULE AND MAP
Higher month-over-month traffic in late summer helped PIA reach 417,930 passengers in 1988, only 0.07 percent less than 1987's 420,888. No doubt Allegheny Commuter's Indianapolis flights and increased service by United Express to Chicago helped offset the loss of Northwest to Detroit.
Nine carriers scheduled 49 weekday departures from the Greater Peoria Airport in mid-September 1988, thanks to the large number of commuter flights to Chicago (sixteen nonstops and two one-stops to O'Hare and five to Midway), Springfield tag-ons (six) and combined TWA/TW Express service to St. Louis (ten weekday roundtrips). The following schedules are gleaned from the North American Edition of the Official Airline Guide's September 1988 Pocket Flight Guide. All times are shown as of September 11.
Higher month-over-month traffic in late summer helped PIA reach 417,930 passengers in 1988, only 0.07 percent less than 1987's 420,888. No doubt Allegheny Commuter's Indianapolis flights and increased service by United Express to Chicago helped offset the loss of Northwest to Detroit.
Nine carriers scheduled 49 weekday departures from the Greater Peoria Airport in mid-September 1988, thanks to the large number of commuter flights to Chicago (sixteen nonstops and two one-stops to O'Hare and five to Midway), Springfield tag-ons (six) and combined TWA/TW Express service to St. Louis (ten weekday roundtrips). The following schedules are gleaned from the North American Edition of the Official Airline Guide's September 1988 Pocket Flight Guide. All times are shown as of September 11.
- David P. Jordan
Thanks so much. In Jan 1988 I flew a Britt FH227 routing was ORD-PIA-DEC. There were only 3 people on board and I was the only one getting off in PIA.
ReplyDeleteIt is amazing that Britt kept its Chicago hub as long as it did. The cumulative losses in some markets must have been considerable.
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