PIA - A History: Events of 2002 (Includes Video Slideshow)
In 2002, the Greater Peoria Regional Airport regained its status as Central Illinois' busiest air passenger facility. That was the good news, but the storm clouds of uncertainty, continuing security concerns and turmoil in the airline industry continued to plague the outlook for local airline service. Let's review airline service changes which occurred that year.
AMERICAN CONNECTION (Trans States Airlines)
At the start of 2002, this carrier offered seven weekday departures to St. Louis. Traffic was recovering post-9/11, so it resumed an eighth on January 8. April schedules show a ninth had been added, though newspaper coverage in late-June indicates service had been reduced to seven again. Frequency was brought back up to nine roundtrips on September 4. These flights operated with a mix of 68-seat ATR-72, 48-seat ATR-42 and 29-seat Jetstream 41 turboprops.
AMERICAN EAGLE (American Eagle Airlines)
When 2002 began, weekday departures to Chicago-O'Hare totaled four. Passenger loads had recovered rapidly in late-2001 and through first few months of 2002. By April 6, use of the smaller, 44-seat ERJ-140 had been reduced to a single Sunday morning turnaround. All others were flown on the 50-seat Embraer 145.
Both of American Airlines' two regional affiliates saw market share here drop below 50 percent during 2002. This was a slight decline from a 52.3 percent share in 2001. Traffic grew for the carriers, but competitors saw growth as well, thus American Airlines' affiliates' decline in market share.
DELTA CONNECTION (Atlantic Southeast Airlines)
The effects of 9/11 on Delta Connection's three daily roundtrip Peoria-Atlanta nonstops proved temporary. Service levels were maintained during the brief downturn in traffic.
At the February board meeting, interim director Mary DeVries told officials of her desire for a fourth Atlanta roundtrip. Existing flights were usually booked, as load factors tended to defy the post-9/11 downturn affecting other airports.
That fourth roundtrip would come in time. Meanwhile, the carrier decided to upgrade one roundtrip in September to a 50-seat CRJ200 (all three roundtrips had been using 40-seat versions of the same aircraft).
NORTHWEST AIRLINK (Mesaba Airlines)
The Peoria Journal Star's December 17, 2001 edition reported that Northwest Airlink began a third and fourth roundtrip to Detroit (DTW) and Minneapolis/St. Paul (MSP), respectively. But a Northwest Airlines' timetable, effective January 3 to Febuary 12, 2002, shows four flights from MSP and three to MSP. There were two roundtrip tag-ons between Peoria and Bloomington/Normal (BMI). A fourth MSP flight operated via BMI.
Northwest Airlines' timetable, effective February 13 to April 6, 2002, shows one modification: The MSP-PIA-BMI-MSP itinerary had been changed to MSP-PIA-BMI-DTW. The timetable for the remainder of April shows this itinerary had reverted to MSP-PIA-BMI-MSP. The other PIA-BMI tag-ons were eliminated. Schedules covering May 1 to June 6, 2002 showed only three PIA-MSP and three PIA-DTW roundtrips. These offerings remained stable the rest of the year.
Airport officials made public in February that they had asked the airline for regional jet service (presumably to both Detroit and Minneapolis/St. Paul). But none were available for deployment to Peoria.
Finally, travelers bound for, or connecting through Detroit Metropolitan Airport benefitted from the opening of Northwest Airlines' new Edward H. McNamara "World Gateway" terminal on February 24. The new two million square foot complex featured 97 gates on three concourses and an 11,500-space parking deck.
UNITED EXPRESS (Air Wisconsin, Atlantic Coast Airlines)
At the start of 2002, all four Chicago-O'Hare roundtrips were operated by Air Wisconsin Dornier 328 turboprops. By July 8, Atlantic Coast Airlines had replaced all of these with CRJ200s. Rapidly recovering business, as well as leisure travel, and competitive pressure on fares, required the additional capacity.
Although Peoria offered good connecting traffic to its Chicago-O'Hare and Denver hubs, United Air Lines caught the flu. The carrier posted a $2.14 billion loss in 2001. Problems began in 2000 when the "dot com bubble" burst and higher wages for pilots increased operating costs. The damage continued with the downturn in business travel after the 9/11 terrorist attacks.
When the federal government rejected a $1.5 billion loan guarantee in late-2002, the die was cast. United Air Lines filed for Chapter 11 bankruptcy protection on December 9, 2002. Cost-cutting measures were inevitable, though at the time, PIA officials believed they were safe from service cuts.
TERMINAL AND AIRFIELD IMPROVEMENTS
When 2002 began, the east concourse had been extended by 3,000 square feet to give Delta Connection more space for its Gate 1. The basement baggage handling area had increased by 2,000 sq. ft. and a second baggage carousel began operating in March. Items budgeted for the 2002-2003 fiscal year included both interior and exterior renovations.
Post 9/11 security protocols closed off numerous parking spaces closest to the the passenger terminal. To reduce the inconvenience to passengers who park at the airport lot, the airport authority began offering a parking lot shuttle. The new service, begun March 26, was provided by a 12-seat mini-bus leased to the airport by CityLink. This came just as the FAA eased parking lot restrictions on close-in parking spaces, allowing used of 95 percent of the 1,550 spaces.
Illinois Army National Guard military police, assisting the airport's own nine-member public safety force, were withdrawn in May. The MP's had been deployed there October 4, 2001 per order by Gov. George Ryan.
New federal baggage screening rules went into effect on January 18, when airlines were required to search all checked baggage for explosives. The local airport had already been enforcing these rules for two months, but the prodecures were expected to cause delays at large airports around the nation. The most common method of compliance - baggage matching - threatened to cause chaos with hub-and-spoke operations.
The Transportation Security Administration (TSA) took over security checkpoint staffing in Seprtember. Congress mandated December 31 as a deadline for installation of bomb-detection equipment at TSA-staffed airports. Local airport officials hoped to have two security checkpoints and six baggage screening stations to comply before the deadline. But TSA was looking to cut that number in half. Airport officials feared delays as a consequence of the more limited facilities, so it needed to relocate the airport's gift shop to make room for a second checkpoint.
New federal baggage screening rules went into effect on January 18, when airlines were required to search all checked baggage for explosives. The local airport had already been enforcing these rules for two months, but the prodecures were expected to cause delays at large airports around the nation. The most common method of compliance - baggage matching - threatened to cause chaos with hub-and-spoke operations.
The Transportation Security Administration (TSA) took over security checkpoint staffing in Seprtember. Congress mandated December 31 as a deadline for installation of bomb-detection equipment at TSA-staffed airports. Local airport officials hoped to have two security checkpoints and six baggage screening stations to comply before the deadline. But TSA was looking to cut that number in half. Airport officials feared delays as a consequence of the more limited facilities, so it needed to relocate the airport's gift shop to make room for a second checkpoint.
NEW DIRECTOR
When Fred Traub retired as Airport Director June 30, 2001 the airport authority began to search for a suitable replacement. Meanwhile, airport administrator Mary DeVries temporarily assumed the role as director. Traub was retained as a consultant.
The authority reported in the summer that two candidates were in play, and hoped to hire one of them by mid-September. A U. S. Air Force veteran who had run an airport on the east coast was chosen on a 4 to 3 vote, but rejected the employment offer in October.
In February 2002, Raleigh, North Carolina-based MRI Management was hired to do a search for a candidate. In late-June, PIA's candidate accepted an offer. Contractual obligations from a present employer delayed his indentification until July 19.
The authority reported in the summer that two candidates were in play, and hoped to hire one of them by mid-September. A U. S. Air Force veteran who had run an airport on the east coast was chosen on a 4 to 3 vote, but rejected the employment offer in October.
In February 2002, Raleigh, North Carolina-based MRI Management was hired to do a search for a candidate. In late-June, PIA's candidate accepted an offer. Contractual obligations from a present employer delayed his indentification until July 19.
Solomon Balraj, 36, became director on July 31. The Indian-born Balraj is an attorney and worked for the City of Cleveland, Ohio for a decade starting in 1992. He had managed engineering, planning and property divisions for the city's airport for several years previously.
AIR CARGO
Air cargo volume peaked in 2000 with 60.8 million pounds. Volume declined slightly to 58.6 million pounds in 2001. A slowing economy this can be attributed to some of this, though Airborne Express' move to Central Illinois Regional Airport was also a factor. In 2002, air freight volume dropped to 50,909,545 pounds.
Good news came in November 2002 when PIA and FedEx entered into a five-year contract to replace a ten-year deal which would expire in Spring 2003. FedEx's continued committment to PIA may have been questioned as its biggest Central Illinois customer was Bloomington-based State Farm Insurance. It could have moved flights to CIRA. FedEx generated 35 million pounds in 2001, and the contract ensured continued operations and employment here for the forseeable future.
At the time the new contract was signed, the Memphis, Tennessee-based carrier employed 70 at PIA and offered 18 weekly flights. Ten of these were five roundtrips between Memphis, Peoria and Madison (WI). The other eight were four roundtrips between Indianapolis, Peoria and Des Moines. Boeing 727-200Cs were used on all flights.
Provisions of the new contract included combining two FedEx cargo buildings into a single 19,600 sq. ft. facility. Tax-free municipal bonds would allow expansion to 50,000 sq. ft. if desired, It was hoped that the FedEx deal would help reverse the decline in air cargo volume. After all, FedEx handled 33,230,604 pounds here in 2002, representing 65.9 percent of the local market.
PIA Director Solomon Balraj desired to entered into such contracts with the other cargo carriers, and help them grow local business. This included Air Cargo Carriers, which flew Shorts 360 turboprops on a Louisville-Peoria-Moline routing and DHL Worldwide, which flew Fairchild Metros on a Cincinnati-Peoria-Moline routing.
Finally, Emery Worldwide Airlines was re-branded as "Menlo Worldwide Logistics" on January 1, 2002. Ryan International Airlines continued operating a Boeing 727-200C under contract to Menlo's Dayton (Ohio) hub. Peoria was usually a stop enroute to an unconfirmed western city (Austin TX, Portland OR, Sacramento CA and Salt Lake City UT were various destinations over several years).
Good news came in November 2002 when PIA and FedEx entered into a five-year contract to replace a ten-year deal which would expire in Spring 2003. FedEx's continued committment to PIA may have been questioned as its biggest Central Illinois customer was Bloomington-based State Farm Insurance. It could have moved flights to CIRA. FedEx generated 35 million pounds in 2001, and the contract ensured continued operations and employment here for the forseeable future.
At the time the new contract was signed, the Memphis, Tennessee-based carrier employed 70 at PIA and offered 18 weekly flights. Ten of these were five roundtrips between Memphis, Peoria and Madison (WI). The other eight were four roundtrips between Indianapolis, Peoria and Des Moines. Boeing 727-200Cs were used on all flights.
Provisions of the new contract included combining two FedEx cargo buildings into a single 19,600 sq. ft. facility. Tax-free municipal bonds would allow expansion to 50,000 sq. ft. if desired, It was hoped that the FedEx deal would help reverse the decline in air cargo volume. After all, FedEx handled 33,230,604 pounds here in 2002, representing 65.9 percent of the local market.
PIA Director Solomon Balraj desired to entered into such contracts with the other cargo carriers, and help them grow local business. This included Air Cargo Carriers, which flew Shorts 360 turboprops on a Louisville-Peoria-Moline routing and DHL Worldwide, which flew Fairchild Metros on a Cincinnati-Peoria-Moline routing.
Finally, Emery Worldwide Airlines was re-branded as "Menlo Worldwide Logistics" on January 1, 2002. Ryan International Airlines continued operating a Boeing 727-200C under contract to Menlo's Dayton (Ohio) hub. Peoria was usually a stop enroute to an unconfirmed western city (Austin TX, Portland OR, Sacramento CA and Salt Lake City UT were various destinations over several years).
THE PRAIRIE AIR SHOW
Bloomington's Prairie Aviation Museum, founded in 1983, had sponsored a small air show at then Bloomington-Normal Airport beginning in 1984. The show increased its regional appeal with military performances in 1993. Atttendance surged when the U. S. Air Force Thunderbirds performed in 1999. Spectators that year were also treated to a Sunday evening flyover by the U. S. Navy Blue Angels, who were the star attraction for the 2000 show. The 2001 show lacked either team, and attendance had declined.
The 2002 show had been planned for Mother's Day Weekend (May 11-12) with the U. S. Navy Blue Angels returning as the main attraction. But CIRA's board said no as the earlier date wouldn't give sufficient time for re-scheduling airline operations around air show performances. A mid-July show was planned instead, but neither the Blue Angels or Thunderbirds would be available for performances.
The air show was a major fundraiser for the Prairie Aviation Museum, so organizers negotiated with the Greater Peoria Airport Authority, which proved easily accommodating. This would the first true air show at PIA since 1989.
The air show was a major fundraiser for the Prairie Aviation Museum, so organizers negotiated with the Greater Peoria Airport Authority, which proved easily accommodating. This would the first true air show at PIA since 1989.
Severe thunderstorms caused the Saturday show at Peoria to be cancelled, but tickets were good for Sunday's show. Despite post-9/11 security measures, air show patrons were treated to a large area of the airfield, including the grassy area immediately south of the airline apron. This afforded a great view of airline operations (see slideshow video).
CIRA hosted a smaller airshow at the old terminal ramp in mid-July, but attendance was disappointing, and the event was not repeated.
CIRA hosted a smaller airshow at the old terminal ramp in mid-July, but attendance was disappointing, and the event was not repeated.
INCIDENTS
At 5:30 Tuesday morning, January 29, a FedEx 727-200C made an emergency landing after the crew reported hydraulic failure. The aircraft landed without incident.
NEWSPAPER SILLY SEASON
The silliness continued in 2002.
This may sound like nitpicking, but perspective is important in journalism. The headline of a January 11 Peoria Journal Star story reads, "Air travel here soars past 400,000." Good news, of course. But then the sub-headline reads, "Ridership at highest level since 1999." While technically true, it lacks context. Analysis of local airport passenger traffic (a better term than "ridership") for the prior decade is important.
This may sound like nitpicking, but perspective is important in journalism. The headline of a January 11 Peoria Journal Star story reads, "Air travel here soars past 400,000." Good news, of course. But then the sub-headline reads, "Ridership at highest level since 1999." While technically true, it lacks context. Analysis of local airport passenger traffic (a better term than "ridership") for the prior decade is important.
1993 - 428,000 (est)
1994 - 397,574
1995 - 363,167
1996 - 363,483
1997 - 448,592
1998 - 440,984
1999 - 435,886
2000 - 385,815
2001 - 400,920
Note how traffic dipped below 400,000 in 1994 (chaos created following the October 31, 1994 crash at Roselawn, Indiana was the primary reason). There was a rapid recovery in 1997, thanks to airlines' willingness to compete with Low-Cost Carriers at Bloomington-Normal's Central Illinois Regional Airport (CIRA).
Traffic declined slightly in 1998 and 1999 as AirTran Airways built up service from CIRA to its Atlanta hub. After the AccessAir debacle of 1999, fares surged at PIA and traffic collapsed. That is why traffic in 2000 dipped below 400,000 for the first time in six years. It recovered to slightly above 400,000 in 2001 thanks to fare reductions and new service by Delta Connection to Atlanta.
Note how traffic dipped below 400,000 in 1994 (chaos created following the October 31, 1994 crash at Roselawn, Indiana was the primary reason). There was a rapid recovery in 1997, thanks to airlines' willingness to compete with Low-Cost Carriers at Bloomington-Normal's Central Illinois Regional Airport (CIRA).
Traffic declined slightly in 1998 and 1999 as AirTran Airways built up service from CIRA to its Atlanta hub. After the AccessAir debacle of 1999, fares surged at PIA and traffic collapsed. That is why traffic in 2000 dipped below 400,000 for the first time in six years. It recovered to slightly above 400,000 in 2001 thanks to fare reductions and new service by Delta Connection to Atlanta.
The events of 9/11 only busted PIA's progress temporarily, and traffic was higher in 2002. Stating that "ridership at highest level since 1999" tells an incomplete story.
CIRA RETRENCHES
Bloomington-Normal's Central Illinois Regional Airport (CIRA) experienced phenomenol growth in passenger traffic in the 1990s, and was named fastest growing airport in 1997. Traffic grew 72 percent over 1996 thanks to the introduction of Low Cost Carrier jet service to Orlando (AirTran Airways) and Denver via Omaha (Frontier Airlines). CIRA ranked second in the category in 1998 when traffic grew 35 percent. Figures show a healthy 14 percent rise in traffic for 1999, the year it beat PIA as Central Illinois' busiest air passenger facility. CIRA maintained its No. 1 status in 2000 and 2001.
But 9/11 exposed its dependence on cost-conscious leisure travelers: When you needn't fly, you don't when security becomes an issue. In addition, PIA began to copy some of CIRA's success - free parking. It also convinced airlines to lower fares.
CIRA's growth continued unabated through 2000, peaking that year with 476,063 passengers. Traffic declined in 2001 but still handled a respectable 444,360 passengers. Both events of 9/11 and the consequential three-day ban on flights can be blamed for the decline, but traffic seemed to recover late in 2001. No doubt CIRA was greatly assisted by the opening on November 4, 2001 of a new and spacious terminal building.
April 2002 schedules show the following airline service on weekdays:
- AirTran Airways/3 nonstops to Atlanta (DC-9-30)
- American Connection/7 nonstops to St. Louis (ATR-72, ATR-42, Jetstream 41)
- American Eagle/3 nonstops to Chicago-O'Hare (Embraer 145)
But 9/11 exposed its dependence on cost-conscious leisure travelers: When you needn't fly, you don't when security becomes an issue. In addition, PIA began to copy some of CIRA's success - free parking. It also convinced airlines to lower fares.
CIRA's growth continued unabated through 2000, peaking that year with 476,063 passengers. Traffic declined in 2001 but still handled a respectable 444,360 passengers. Both events of 9/11 and the consequential three-day ban on flights can be blamed for the decline, but traffic seemed to recover late in 2001. No doubt CIRA was greatly assisted by the opening on November 4, 2001 of a new and spacious terminal building.
April 2002 schedules show the following airline service on weekdays:
- AirTran Airways/3 nonstops to Atlanta (DC-9-30)
- American Connection/7 nonstops to St. Louis (ATR-72, ATR-42, Jetstream 41)
- American Eagle/3 nonstops to Chicago-O'Hare (Embraer 145)
- Northwest Airlink/4 nonstops to Detroit-Metro (Saab 340)
/4 nonstops to Minneapolis/St. Paul (Saab 340)
- United Express/3 nonstops to Chicago-O'Hare (Dornier 328)
- United Express/3 nonstops to Chicago-O'Hare (Dornier 328)
Regarding Northwest Airlink, the carrier's CRJ200 regional jets, operating two of four Detroit roundtrips, were replaced by Saab 340 turboprops on April 6-7. Service to Minneapolis/St. Paul was improved, however, as two one-stops via Peoria went nonstop on April 5 and 7, and a fourth roundtrip, also nonstop, was added on April 7. The same day, one roundtrip was extended to Champaign/Urbana as a tag-on. Northwest schedules do show one MSP-PIA-BMI-MSP itinerary for the rest of April.
Shortly after Northwest's mixed bad news/good news announcement, United Express informed CIRA that it would replace its Dornier 328 turboprops with jets by late 2002 or early 2003. The upgrade came early as all three roundtrips converted to CRJ200s on August 4.
Shortly after Northwest's mixed bad news/good news announcement, United Express informed CIRA that it would replace its Dornier 328 turboprops with jets by late 2002 or early 2003. The upgrade came early as all three roundtrips converted to CRJ200s on August 4.
Bad news came in late-summer when American Eagle announced it would end its three daily Chicago-O'Hare roundtrips on November 1. Recall that the carrier announced plans to do this two years earlier, only to rescind its decision due to pressure from U. S. Senator Dick Durbin. With the announcement, the carrier said it planned to re-focus CIRA service to St. Louis, and planned to replace turboprops on eight roundtrips with regional jets. A few days later, LaPier said jet service was under review. Then it announced American Connection would not use jets on the St. Louis route. Airline officials apologized for their mistake.
AirTran Airways added Saturday-only nonstops to Orlando on November 9. Returning passengers were required to connect at Atlanta, however. The airline had also replaced older DC-9-30s with Boeing 717-200s.
CIRA sought new opportunities to replace lost service. In mid-December, the airport announced a $500,000 annual guarantee to Mesa Air Group to operate two daily roundtrips to Denver as "Frontier Jet Express" starting in February 2003.
When Runway 02-20 opened in 1996, it was 6,400' x 100'. In 1997, it was extended south by 600' to accommodate AirTran Airways 737-200s during the summer months. In Summer 2002, $25 milllion was allocated for extension by another 1,000' (to 8,000') and widening to 150' over a three-year period to accommodate Airborne Express cargo flights.
Overall, 2002 had to be disappointing to CIRA. It handled 411,197 passengers that year. Traffic was a little higher due to a better-than-expected year-end holiday travel season, but was considerably lower than the 600,000 passengers LaPier had hoped for. Adding to the pain, Peoria had re-gained the top spot on passengers and snatched the long-time air show.
AirTran Airways added Saturday-only nonstops to Orlando on November 9. Returning passengers were required to connect at Atlanta, however. The airline had also replaced older DC-9-30s with Boeing 717-200s.
CIRA sought new opportunities to replace lost service. In mid-December, the airport announced a $500,000 annual guarantee to Mesa Air Group to operate two daily roundtrips to Denver as "Frontier Jet Express" starting in February 2003.
When Runway 02-20 opened in 1996, it was 6,400' x 100'. In 1997, it was extended south by 600' to accommodate AirTran Airways 737-200s during the summer months. In Summer 2002, $25 milllion was allocated for extension by another 1,000' (to 8,000') and widening to 150' over a three-year period to accommodate Airborne Express cargo flights.
Overall, 2002 had to be disappointing to CIRA. It handled 411,197 passengers that year. Traffic was a little higher due to a better-than-expected year-end holiday travel season, but was considerably lower than the 600,000 passengers LaPier had hoped for. Adding to the pain, Peoria had re-gained the top spot on passengers and snatched the long-time air show.
SCHEDULES AND ROUTE MAP
A total of 423,582 passengers passed through PIA's terminal gates that year, a 5.4 percent increase over 2001's 400,920 passengers. More importantly, 2002 traffic was nearly nine percent higher than the 385,815 handled in 2000. Lower fares and more competition can be credited for the growth.
Although I have an April 2002 Official Airline Guide Worldwide Edition, I created a route map and schedules for the following month based on individual airline timetables, and on-line schedules.
- American Connection (Trans States Airlines) offered nine weekday departures to St. Louis using a mix of 68-seat ATR-72, 48-seat ATR-42 and 29-seat Jetstream 41 turboprops.
- American Eagle (American Eagle Airlines) offered four weekday departures to Chicago-O'Hare on 50-seat Embraer 145 regional jets.
- Delta Connection (Atlantic Southeast Airlines) provided three daily nonstops to Atlanta on 50-seat CR200s regional jets.
- Northwest Airlink (Mesaba Airlines) offered three weekday departures to Detroit and three departures to Minneapolis/St. Paul using 33-seat Saab 340 turboprops.
- United Express (Air Wisconsin, Atlantic Coast Airlines) operated four weekday departures to Chicago-O'Hare on a mix of 50-seat CRJ200 regional jets (1) and 32-seat Dornier 328 turboprops (3). Two Denver nonstops were flown on 5-seat CRJ200 regional jets.
Altogether, Greater Peoria Regional Airport offered 28 weekday departures to six large hubs - Atlanta, Chicago-O'Hare, Denver, Detroit, Minneapolis/St. Paul and St. Louis. Ten of these were on regional jets.
- David P. Jordan
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