1.
Runway
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According to the International Civil Aviation Organization, a runway is a defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft. Runways may be a surface or a natural surface. Runways are named by a number between 01 and 36, which is generally the magnetic azimuth of the heading in decadegrees. This heading differs from true north by the magnetic declination. A runway numbered 09 points east, runway 18 is south, runway 27 points west, when taking off from or landing on runway 09, a plane would be heading 90°. A runway can normally be used in both directions, and is named for each separately, e. g. runway 33 in one direction is runway 15 when used in the other. The two numbers usually differ by 18, Runway Zero Three Left becomes Runway Two One Right when used in the opposite direction. In some countries, if parallel runways are too close to each other, at large airports with four or more parallel runways some runway identifiers are shifted by 10 degrees to avoid the ambiguity that would result with more than three parallel runways. For example, in Los Angeles, this results in runways 6L, 6R, 7L. At Dallas/Fort Worth International Airport, there are five parallel runways, named 17L, 17C, 17R, 18L, for clarity in radio communications, each digit in the runway name is pronounced individually, runway three six, runway one four, etc. A leading zero, for example in runway zero six or runway zero one left, is included for all ICAO, however, most U. S. civil aviation airports drop the leading zero as required by FAA regulation. This also includes some military airfields such as Cairns Army Airfield and this American anomaly may lead to inconsistencies in conversations between American pilots and controllers in other countries. It is very common in a such as Canada for a controller to clear an incoming American aircraft to, for example, runway 04. In flight simulation programs those of American origin might apply U. S. usage to airports around the world, for example, runway 05 at Halifax will appear on the program as the single digit 5 rather than 05. Runway designations change over time because the magnetic poles slowly drift on the Earths surface, depending on the airport location and how much drift takes place, it may be necessary over time to change the runway designation. As runways are designated with headings rounded to the nearest 10 degrees, for example, if the magnetic heading of a runway is 233 degrees, it would be designated Runway 23. If the magnetic heading changed downwards by 5 degrees to 228, if on the other hand the original magnetic heading was 226, and the heading decreased by only 2 degrees to 224, the runway should become Runway 22. Because the drift itself is slow, runway designation changes are uncommon
2.
Fort Worth, Texas
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Fort Worth is the 16th-largest city in the United States and the fifth-largest city in the state of Texas. The city is in North Central Texas and covers nearly 350 square miles in the counties of Denton, Parker, Wise, according to the 2015 census, estimates, Fort Worths population is 833,319. The city is the second-largest in the Dallas–Fort Worth–Arlington metropolitan area, the city was established in 1849 as an Army outpost on a bluff overlooking the Trinity River. Today, Fort Worth still embraces its Western heritage and traditional architecture, USS Fort Worth is the first ship of the United States Navy named after the city. Fort Worth is home to the Van Cliburn International Piano Competition, also of note is the Modern Art Museum of Fort Worth, designed by Tadao Ando. The Amon Carter Museum of American Art, designed by Philip Johnson, the Sid Richardson Museum, redesigned by David M. Schwarz, has one of the most focused collections of Western Art in the U. S. emphasizing Frederic Remington and Charles Russell. The Treaty of Birds Fort between the Republic of Texas and several Native American tribes was signed in 1843 at Birds Fort in present-day Arlington, Texas. Article XI of the treaty provided that no one may pass the line of trading houses without permission of the President of Texas and these trading houses were later established at the junction of the Clear Fork and West Fork of the Trinity River in present-day Fort Worth. At this river junction, the U. S, War Department established Fort Worth in 1849 as the northernmost of a system of 10 forts for protecting the American Frontier following the end of the Mexican–American War. The City of Fort Worth continues to be known as where the West begins, originally 10 forts had been proposed by Major General William Jenkins Worth, who commanded the Department of Texas in 1849. In January 1849, Worth proposed a line of 10 forts to mark the western Texas frontier from Eagle Pass to the confluence of the West Fork, One month later, Worth died from cholera in South Texas. General William S. Harney assumed command of the Department of Texas, Arnold to find a new fort site near the West Fork and Clear Fork. On June 6,1849, Arnold, advised by Middleton Tate Johnson, established a camp on the bank of the Trinity River, in August 1849, Arnold moved the camp to the north-facing bluff, which overlooked the mouth of the Clear Fork of the Trinity River. The United States War Department officially named the post Fort Worth on November 14,1849, E. S. Terrell from Tennessee claimed to be the first resident of Fort Worth. The fort was flooded the first year and moved to the top of the bluff, the fort was abandoned September 17,1853. As a stop on the legendary Chisholm Trail, Fort Worth was stimulated by the business of the cattle drives, millions of head of cattle were driven north to market along this trail. Fort Worth became the center of the drives, and later. It was given the nickname of Cowtown, during Civil War, Fort Worth suffered from shortages of money, food, and supplies
3.
U.S. Route 287 in Texas
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US287 crosses into Texas at Kerrick and continues southeast through to Stratford, where it takes a more southerly turn. In Dumas, US287 merges with its parent route, US87, US287 follows this east-southeasterly path through Clarendon and Childress, where it intersects US Highways 83 and 62. US287 then proceeds to Vernon, where it merges with US70, after US70 and US183 leave the route at Oklaunion and veer to the northeast, US287 resumes its east-southeasterly track passing through Harrold and Electra on its way to Wichita Falls. On the northwest side of the city US287 merges with I-44, US82, after leaving Wichita Falls, US 82/287 continues as a co-signed route until Henrietta, where US82 leaves the route. After merging with US81 in Bowie, US 287/81 continues southeast to Fort Worth and this stretch of US287, which runs from downtown to the southeast side of the city, is also known as the Martin Luther King, Jr. Freeway. The highway continues southeastward to Palestine, where it merges with State Highway 19, US 287/SH19 continues as a co-signed route until Crockett, where US287 leaves SH19 and continues its southeasterly track toward the Texas Gulf Coast. In Woodville, US287 merges with US69 and takes on a more due-southerly route to Lumberton, where a co-signed US 69/287 also merges with US96. The highway then continues to the southeast through Beaumont with a stint with Interstate 10 and on to Port Arthur. All of these highways were shortened in the 1939 renumbering. SH19 was deleted until 1960, when it extended back south, roads portal US287 southeast of downtown Fort Worth—from dfwfreeways. info
4.
Fairchild Swearingen Metroliner
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The Fairchild Swearingen Metroliner is a 19-seat, pressurised, twin-turboprop airliner first produced by Swearingen Aircraft and later by Fairchild at a plant in San Antonio, Texas, United States. The Metroliner was an evolution of the Swearingen Merlin turboprop-powered business aircraft, through successive models the engines were changed to Pratt & Whitney Canada PT6, then Garrett TPE331 turboprops. These were marketed as business aircraft seating eight to ten passengers, an all-new aircraft was built and named the SA226-T Merlin III with a new nose, wings, landing gear, cruciform horizontal tail and inverted inlet Garrett engines. Ultimately a stretch of the Merlin III was designed, sized to seat 22 passengers, because FAA regulations limited an airliner to no more than 19 seats if no flight attendant was to be carried, the aircraft was optimized for that number of passengers. The standard engines offered were two TPE331-3UW turboprops driving three-bladed propellers, a corporate version called the SA226-AT Merlin IVA was also marketed and initially sales of this version were roughly double that of the Metro. Prototype construction of the Metro began in 1968 and the first flight was on August 26,1969, Swearingen Aircraft encountered financial difficulties at this stage, and late in 1971 Fairchild, bought 90% of Swearingen and the company was renamed Swearingen Aviation Corporation. It was at point that the previously cash-strapped company was able to put the Metro into production. In 1974, the original Metro models were replaced by the SA226-TC Metro II after about 20 Metros and about 30 Merlin IVAs had been built. The Metro and Metro II were limited to a weight of 12,500 pounds in the USA and countries using imperial units. The SA227-AC Metro III followed, also certified in 1980 for up to 14,000 pounds. An option to go as high as 16,000 pounds was offered, once again a corporate version was offered as the Merlin IVC. A version with strengthened floors and the gross weight option was offered as a cargo aircraft known as the Expediter. Both the Expediter and the Merlin IVC were designated the SA227-AT, a special model was the SA227-BC Metro III built for Mexican airline AeroLitoral, which took delivery of 15 of the 18 of this model that were produced. Improvements beyond the Metro III provided better systems, more power and this design effort resulted in the SA227 CC and SA227-DC models, initially called the Metro IV then renamed Metro 23, so named as they were designed for certification under FAR Part 23 standards. A Metro 23 EF with a pod under the lower fuselage for greater baggage capacity was also offered as well as an Expediter 23. The SA227-CC was a model with TPE331-11U engines and only a handful were built. In the 1960s Swearingen Aircraft developed a prototype SA-28T eight-seat jet aircraft with a delta wing. It shared the tail and cockpit with the Merlin/Metro, early flights were to be undertaken with General Electric CJ610 engines fitted
5.
De Havilland Canada DHC-6 Twin Otter
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In addition, the Twin Otter has been popular with commercial skydiving operations, and is used by the United States Army Parachute Team and the United States Air Forces 98th Flying Training Squadron. Development of the began in 1964, with the first flight on May 20,1965. The availability of the 550 shp Pratt & Whitney Canada PT6A-20 turboprop in the early 1960s made the concept of a more feasible. The first six aircraft produced were designated Series 1, indicating that they were prototype aircraft, the initial production run consisted of Series 100 aircraft, serial numbers seven to 115 inclusive. In 1968, Series 200 production began with serial number 116, all Series 1,100, and 200 aircraft and their variants were fitted with the 550-shaft-horsepower PT6A-20 engines. In 1969, the Series 300 was introduced, beginning with serial number 231, both aircraft performance and payload were improved by fitting more powerful PT6A-27 engines. This was a 680 hp engine that was flat-rated to 620 hp for use in the Series 300 Twin Otter. The Series 300 proved to be the most successful variant by far, with 614 Series 300 aircraft, on February 24,2006, Viking purchased the type certificates from Bombardier Aerospace for all the out-of-production de Havilland Canada aircraft. The ownership of the certificates gives Viking the exclusive right to new aircraft. On July 17,2006, at the Farnborough Air Show, on April 2,2007, Viking announced that with 27 orders and options in hand, it was restarting production of the Twin Otter, equipped with more powerful Pratt & Whitney Canada PT6A-34 engines. As of November 2007,40 firm orders and 10 options had been taken, zimex Aviation of Switzerland received the first new production aircraft, serial number 845, in July 2010. By mid-2014, Viking had built 55 new aircraft at its Calgary facility, the production rate as of summer 2014 was about 24 aircraft per year. In April 2015, Viking announced a reduction of the rate to 18 aircraft per year. On June 17,2015, Viking further announced a partnership with a Chinese firm, the group will purchase 50 aircraft and become the exclusive representatives for new Series 400 Twin Otters in China. Twin Otters could be delivered directly from the factory with floats, skis, or tricycle landing gear fittings, making them adaptable bush planes for remote, areas including Canada and the United States, had much of the demand. Many Twin Otters still serve in the far north, but they can also be found in Africa, Australia, Asia, Antarctica and their versatility and maneuverability have made them popular in areas with difficult flying environments such as Papua New Guinea. In Norway, the Twin Otter paved the way for the network of short-field airports, the Twin Otter showed outstanding reliability, and remained in service until 2000 on certain routes. Widerøe of Norway was, at one time, the worlds largest operator of Twin Otters, during one period of its tenure in Norway, the Twin Otter fleet achieved over 96,000 cycles per year
6.
NAMC YS-11
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The NAMC YS-11 is a turboprop airliner built by a Japanese consortium, the Nihon Aircraft Manufacturing Corporation. The program was initiated by the Ministry of International Trade and Industry in 1954, the aircraft was rolled out in 1962, NAMC designed a low-winged twin-turboprop monoplane seating 60 passengers. Jiro Horikoshi, the designer of the Mitsubishi A6M Zero fighter was involved in designing it. Although the aircraft was designed and manufactured in Japan, the engines were built by Rolls-Royce. Electronic equipment, avionics, mechanical and fuselage components were supplied either by Japanese companies or foreign suppliers during the YS-11s production lifetime, the twin-engined YS-11 delivered similar operational performance to the four-engined Vickers Viscount, and had 50% more capacity than the similarly configured Fokker F27 Friendship. The first prototype made its flight from Nagoya Airport on August 30,1962. It received its Japanese Type certificate on August 25,1964,182 were produced in total, of which 82 were exported to 15 countries. The last examples off the line, mostly delivered to the Japan Air Self-Defense Force, were fitted with license-built General Electric T64-IHI-10J engines. The first production YS-11 flew on October 23,1964 and was delivered on March 30,1965, orders slowed after the needs of the Japanese commuter airlines for which it had been designed were met. Aircraft without TCAS were forced to cease operations at the end of 2006, since equipping a YS-11 with TCAS would have cost ¥100 million, a refit was deemed economically unsound. Aircraft still in flying condition were sold to foreign companies, on September 30,2006, Japan Air Commuter Flight 3806 marked the final flight for a YS-11 in Japans commercial aviation industry. In 2007, the YS-11 was added to the Mechanical Engineering Heritage of Japan as item number 13, as of 2014,15 are operated by the Japanese military, and two in Mexico. YS-11A-200 Increased gross weight (24,500 kg passenger airliner, yS-11A-300 Combi version of YS-11-200, fitted with large cargo door and capable of carrying both passengers and freight. YS-11A-400 Pure cargo version of -200, used only by Japanese defence forces, YS-11A-500 Passenger airliner with further increased gross weight produced from 1970. YS-11E JASDF Super YS powered by T64-IHI-10E, united States Postal Service VASP Winair Colombia Colombian Army Greece Greek Air Force -6 ex-Olympic Airways YS-11A aircraft were supplied in 1981. 13 November 1966, All Nippon Airways Flight 533 crashed into the sea near Matsuyama,20 October 1969, All Nippon Airways Flight 104 overran the runway at Miyazaki Airport, Japan. All four crew and 49 passengers survived,11 December 1969, a Korean Air flight from Gangneung to Seoul was hijacked and flown to Sǒndǒk Airfield near Wonsan. The aircraft was damaged on landing and written off, the aircraft, its crew, and seven passengers are still held in North Korean territory
7.
Dornier 328
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The Dornier 328 is a turboprop-powered commuter airliner. Initially produced by Dornier Luftfahrt GmbH, the firm was acquired in 1996 by Fairchild Aircraft, there is also a jet-powered version of the aircraft, the Fairchild Dornier 328JET. The Dornier 328 program was started while Dornier was still owned by Deutsche Aerospace. In December 1988, the 328 project was re-launched following the granting of shareholder approval after negotiations between the Dornier family and Daimler Benz. While the Garrett engine was viewed by Deutsche Aerospace as being superior, Pratt & Whitneys powerplant was more advanced in development. In October 1991, the first prototype of the 328 was formally rolled out, on 6 December 1991, the first prototype conducted the types maiden flight. On 4 June 1992, a second 328 prototype performed its first flight, on 13 October 1993, the 328 formally entered commercial service. The 328 had the advantages of being quieter and faster than many of its rivals, however this did not ensure its commercial success. The latter half of the 328 program was performed during a recession, in June 1995, Deutsche Aerospace and Daewoo Heavy Industries were reportedly conducting talks on the establishment of a second 328 assembly line in South Korea for the Asian market. In June 1996, Deutsche Aerospace sold the majority of Dornier Luftfahrt GmbH to American manufacturer Fairchild Aircraft, further derivatives of the 328 included the shortened Dornier 528, the further stretched Dornier 728JET and the significantly enlargened Dornier 928JET. In addition to typical passenger models, business jet configurations of both the 728JET and 928JET were projected, tentatively referred to as Envoy 3 and Envoy 7 respectively, the ambitious family project drew the support of the German government, who guaranteed $350 million-worth of loans for the scheme. During the late 1990s, Fairchild Dornier struggled to find both capital and strategic partners to support the project, and the company entered bankruptcy in April 2002. In February 2015,328 Support Services GmbH was itself acquired by the US engineering company Sierra Nevada Corporation, shortly thereafter, Seirra Nevadas owner, Turkish-American Engineer Fatih Ozmen, established a private corporation named Özjet Havacılık Teknolojileri A. Ş. At the time, multiple powerplants were being considered for the aircraft with the use of either a turboprop or jet engine being possible. The TRJ-328 shall also serve as the base for a larger TRJ-628 which is intended to be designed, developed and produced entirely by Turkish engineers. Initially, parts of the supply chain shall be used. The Dornier 328 is a twin-turboprop engine regional aircraft, principally designed for shorthaul passenger operators, according to Deutsche Aerospace, the 328 offered the lowest noise level, widest cabin, highest standing room, widest cabin floor, and widest seats in the three-abreast class. It is equipped with a pair of Pratt and Whitney PW119C turboprop engines, the propeller system is dual-acting, being capable of adjusting pitch to maintain a constant engine RPM
8.
Mesa Airlines
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Mesa Airlines, Inc. is an American regional airline based in Phoenix, Arizona. It is a FAA Part 121 certificated air carrier operating under air carrier certificate number MASA036A issued on June 29,1979 and it is a subsidiary of Mesa Air Group. It operates flights as American Eagle and United Express and it serves more than 180 markets in the Western Hemisphere. Mesas safety record was noted as having the fewest incidents among domestic regional airlines in the Journal of Air Transportation, Mesa filed for Chapter 11 in January 2010, hoping to shed financial obligations for leases on airplanes it no longer needed. In March 2011, Mesa emerged from Chapter 11 bankruptcy, the time Mesa spent in bankruptcy was one of the shortest time periods in aviation history. Mesa Airlines operates as, American Eagle is the marketing brand of American Airlines. Mesa began flying routes as American Eagle in 2014 from Americans hubs in Dallas/Fort Worth, United Express is a mainline airline marketing sub-brand using United Express liveried fleet of Bombardier CRJ700 and Embraer 175 aircraft under a revenue-guarantee code sharing agreement. Its hubs are at Houston Bush for the E175 aircraft and Washington Dulles for the CRJ700 aircraft, Air Midwest CalPac Desert Sun Airlines FloridaGulf Airlines Go. Liberty Express Airlines Mountain West Airlines Skyway Airlines Superior Airlines US Airways Express Mesa began operations as Mesa Air Shuttle in Farmington, from 1989 through 1998, Mesa Airlines operated as a conglomeration of up to eight separate airlines. For the history of the acquisition and expansion of Mesa Airlines during l 2 time frame see Mesa Air Group, the following history section details the history of the individual airlines that comprised Mesa Airlines during this time frame. The original Mesa Air Shuttle was a division of JB Aviation in Farmington, New Mexico and operated routes from Farmington to Albuquerque. In 1987 a Denver hub was created when Mesa acquired Centennial Airlines which operated several routes from Denver into Wyoming, Mesa also added new routes from Denver to Cortez, Santa Fe, and Telluride. In 1990, most Denver flights were incorporated into the United Express division which Mesa had acquired from Aspen Airways, in 1992, when Mesa established a code share with America West Airlines, its Phoenix hub was turned over to the America West Express division. A minor hub was operated at Farmington in the late 1980s with up to 22 daily flights connecting Albuquerque, Phoenix, and Salt Lake City to Durango, Cortez. In 1997 and 1998, routes from Little Rock to Nashville and Wichita and from Nashville to Tupelo were added, first as Mesa Airlines, the venture was short-lived and these routes were all eliminated during corporate restructuring. The Albuquerque hub was merged into Air Midwest in 2001 but operated as a share for Mesa Airlines until the hub was dissolved at the end of 2007. In 1998, Mesa moved its headquarters from Farmington, NM to Phoenix, in September 1992, Mesa negotiated a code sharing agreement with America West Airlines to operate as America West Express out of its Phoenix hub, serving 12 cities. These routes were originally from the independent Mesa operation and several Beech 1900D aircraft were painted in the America West Airlines scheme, the code share allowed increased frequency and increased load factors and expansion into several new markets
9.
Bombardier CRJ200
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The Bombardier CRJ100 and CRJ200 are a family of regional airliners manufactured by Bombardier, and based on the Canadair Challenger business jet. These regional jet models were known as the Canadair CRJ100 and CRJ200. The aircraft was based on the Canadair Challenger design, which was purchased by Canadair from Bill Lear in 1976 and that lengthening did not occur, the effort being canceled in 1981, but the idea did not disappear. In 1987, studies began for a more ambitious stretched configuration. The Canadair name was retained despite the fact that Bombardier had bought out the company, the type obtained certification in late 1992, with initial delivery to customers late in that year. The CL-600 design was stretched 5.92 meters to create the CRJ100, with fuselage plugs fore and aft of the wing, typical seating was 50 passengers, the maximum load being 52 passengers. It was followed by the CRJ100 ER subvariant with 20% more range, the CRJ100 SE sub-variant was produced to more closely meet the needs of corporate and executive operators. The CRJ200 is identical to the 100 model except for more efficient engines, Pinnacle Airlines had operated some with 44 seats, designated as CRJ440, with closets in the forward areas of the passenger cabin though these were converted to 50 seat airplanes. S. Similarly, Comairs fleet of 40-seat CRJ200s were sold at a price to discourage Comair from purchasing the less expensive. There is also a CRJ200 freighter version which is designated CRJ200 PF which was developed in cooperation with Cascade Aerospace on the request of West Air Sweden, several models of the CRJ have been produced, ranging in capacity from 40 to 50 passengers. The Regional Jet designations are marketing names and the designation is CL-600-2B19. CRJ100 The CRJ100 is the original 50-seat version and it is equipped with General Electric CF34-3A1 engines. Operators include Air Georgian and RwandAir, among others, CRJ200 The CRJ200 is identical to the CRJ100 except for its engines, which were upgraded to the CF34-3B1 model, offering improved efficiency. CRJ200PF Package freighter version of CRJ200, CRJ440 Certified up to 44-seat, this version was designed with fewer seats in order to meet the needs of some major United States airlines. Challenger 800/850 A business jet variant of the CRJ200 CRJ500 Proposed 50-seat version with wing, since the project was terminated and production stopped, no new CRJ-200/100s have been produced, but over the years maintenance and newer technologies have added to the planes. Some of the larger versions such as the CRJ700 have begun the processes of adding Wi-Fi access on board the aircraft, but no project has begun for the CRJ200/100 to implement Wi-Fi compatibility. U. S. airlines are accelerating retirement of these 50-seat regional jets because rising fuel prices were making them uneconomical to operate, the retirements are also reducing the value of their parts. Airlines are slowly replacing the jet with more modern aircraft like the Embraer E-175, the aircrafts captain was the sole fatality
10.
Continental Airlines
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Continental Airlines was a major United States airline, founded in 1934 and eventually headquartered in Houston, Texas. It had ownership interests and brand partnerships with several carriers, Continental was a minority owner of ExpressJet Airlines, which operated under the Continental Express trade name but was a separately managed and public company. Chautauqua Airlines also flew under the Continental Express identity, and Cape Air, Colgan Air, CommutAir, Continental did not have any ownership interests in these companies. Continental started out as one of the carriers in the United States. Post 1978, Continental grew into one of the countrys largest carriers despite facing financial troubles and other issues, in May 2010, the airline announced that it would merge with UAL Corporation, the parent company of United Airlines, via a stock swap. Continentals shares were acquired by UAL Corporation, the acquisition was completed in October 2010, at which time the holding company was renamed United Continental Holdings. During the integration period, each ran a separate operation under the direction of a combined leadership team. The integration was completed on March 3,2012, the airline commenced operations with the Lockheed Vega, a single-engine plane that carried four passengers. Following cancellation of all domestic airmail contracts by the Roosevelt administration in 1934, Six learned of an opportunity to buy into the Southwest Division of Varney Speed Lines which needed money to handle its newly won Pueblo-El Paso route. Six was introduced to Louis Mueller, Mueller had helped found the Southwest Division of Varney in 1934 with Walter T. Varney. As an upshot of all this, Six bought into the airline with US$90,000, Varney was awarded a 17-cent-rate airmail contract between Pueblo and El Paso, it carried passengers as a sideline. The carrier was renamed Continental Air Lines on July 8,1937, Six relocated the airlines headquarters to Denver Union Airport in Denver in October 1937. Six changed the name to Continental because he wanted the name to reflect his desire to have the airline fly all directions throughout the United States. During World War II Continentals Denver maintenance base converted Boeing B-17 Flying Fortresses, Boeing B-29 Superfortresses, profits from military transportation and aircraft conversion enabled Continental to contemplate expansion and acquisition of new airliners after the war. Among those were the Douglas DC-3, the Convair 240 and the Convair 340, the Convairs were Continentals first pressurized airliners. The airlines early route was El Paso to Denver, with routes being added during the war from Denver and Albuquerque across Kansas, Oklahoma, in 1946 Continental flew Denver to Kansas City, Tulsa, and to Oklahoma City, and from El Paso and Albuquerque to San Antonio. Each route included stops in several of 22 smaller cities, in 1955 Continental merged with Pioneer Airlines, gaining access to 16 more cities in Texas and New Mexico. Pioneers Executive Vice President Harding Luther Lawrence arrived at Continental as a result of the merger, Bob Six commented on more than on occasion that, the reason we bought Pioneer was to get Harding
11.
Continental Express
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In 2012 at the time of the merger between Continental and United Airlines, two carriers were operating using the Continental Express brand name, SkyWest, Inc. Continental Express operated more flights to Mexico more than any other airline from its hub George Bush Intercontinental Airport, following the merger of Continental with United, the Continental Express brand was discontinued and such flight services were renamed as United Express. Continental Express/ExpressJet was at one time a wholly owned subsidiary of Continental Airlines, as part of the consolidation of the four commuter operations, the PBA and Rocky Mountain operating certificates were retired. The Bar Harbor certificate went to Eastern Airlines for its Florida Eastern Express division, Continental Express also served Continentals Denver and Guam hubs until the early 1990s. Continental Express was formed in 1986, since the 1978 deregulation of the U. S. airline industry, U. S. In the 1990s the airline was headquartered in the Gateway II office complex near the grounds of Houston Intercontinental Airport in Houston, on Thursday September 4,1997, Continental Express had its first regional jet flight. On Sunday September 7,1997 Continental Express moved its operations at Bush Intercontinental Airport from Terminal C to Terminal B, George, UT to operate non-jet aircraft as Continental Connection on short-haul routes beginning in the mid 1990s. For example, ATR42, ATR72 and Embraer EMB-120 Brasilia propjet flights were operated from the Houston hub as Continental Express. American Eagle Airlines, of Los Angeles, CA also operated turboprop aircraft as a code-share on behalf of Continental Airlines but was not known as Continental Connection, pioneer was the feeder at Continentals Denver hub but ceased operations in mid-1986. Royale was the feeder at the Houston hub and was reclassified as Continental Express by the fall of 1986, both airlines were started by Continentals holding company, Texas Air, in an effort to operate low cost flights, and both were folded into Continental in 1986. Per the agreement, ExpressJet could return the aircraft to Continental, as announced by Continental, the withdrawal of aircraft from the agreement was expected to begin in January 2007 and be completed during summer 2007. Simultaneously, Continental announced its intention to request proposals from other carriers to lease and operate the returned aircraft. Continental announced in April 2006 that Chautauqua Airlines had been awarded a contract to operate the 69 aircraft owned by Continental, ExpressJet later announced its intention to operate the 69 aircraft independently, at increased lease rates. As a result, Chautauqua was forced to add a new fleet type, in July 2006, Continental Airlines announced a new contract, in which Chautauqua Airlines would provide and operate regional jets as a Continental Express carrier. As of 2009, Continental Express consisted of 214 aircraft operated by ExpressJet Airlines, all Express flights were then operated with regional jet aircraft, however Continental Connection flights were operated with prop aircraft configured with as few as nine seats. By 2008 however, ExpressJet then decided to end all of its independent flying, both crew members and 7 of 15 passengers died. Of the surviving passengers one received major injuries and 6 received minor injuries, the Embraer EMB120 Brasilia crashed as it was descending towards Houston, killing all 14 people on board. ExpressJet Airlines Chautauqua Airlines Continental Airlines Continental Express
