Pacific Southwest Airlines (PSA) was a low-cost US airline headquartered in San Diego, California, that operated from 1949 to 1988. It was the first substantial scheduled discount airline. PSA called itself "The World's Friendliest Airline" and painted a smile on the nose of its airplanes, the PSA Grinningbirds.[2] Opinion L.A. of the Los Angeles Times called PSA "practically the unofficial flag carrier airline of California for almost forty years."[3]
For three quarters of its existence, PSA operated as a California intrastate airline. PSA's early success as an intrastate airline served as a model for Southwest Airlines, which did in Texas what PSA had done in California.[4] After the Airline Deregulation Act of 1978, PSA expanded to cities in other US western states and Mexico. PSA did not survive for long after deregulation, but its influence lives on through the continued success of Southwest.
In 1986, US Air agreed to purchase PSA, the transaction closed in 1987 and PSA was integrated into US Air in 1988. The PSA acquisition gave USAir a network on the West Coast. US Airways purchased American Airlines in 2015, retaining the American name. Today's American Airlines Group continues to use the PSA name and trademark for a regional airline subsidiary, PSA Airlines.
PSA 1953 logoBoeing 737-200 with the “smiling” livery in 1974
PSA started as an offshoot of San Diego-based Friedkin Aeronautics, the flight school Kenny Friedkin started to train returning GIs. When GI business dried up, on May 6, 1949 Friedkin started flying once a week from San Diego to Oakland via Burbank with a $1,000-a-month leased Douglas DC-3. Friedkin obtained information from a travel agent upon starting the airline due to lessons learned from a failed precursor airline (Friedkin Airlines).[5] Reservations were initially taken at a World War II surplus latrine refitted as a ticket office. The original fare from Burbank to Oakland was $9.99. In July 1951 PSA added a flight to San Francisco. Oakland would be dropped in 1954, but restored to the system in 1965. DC-3s would go in and out of the fleet, but the total number was never more than four.[1]
PSA was one of eight California intrastate carriers that started flying in the 13 month period from January 1949 through January 1950 - but only California Central Airlines (CCA) and PSA lasted longer than a year.[6] CCA started in January 1949 and through its demise in February 1955 was larger, and flew better equipment (Martin 2-0-2s) than PSA. But CCA was not as focused as PSA (which stuck just to the San Diego to Bay Area route) and ultimately went bankrupt. PSA bid on CCA in the bankruptcy auction, but lost to a group composed of Allegheny Airlines and Southwest Airways (no relation to today's Southwest Airlines) which shut CCA immediately, leaving PSA as the only intrastate competitor.[7][8][9]
Better aircraft, expansion
In 1955, four Douglas DC-4s replaced the DC-3s,[10] with PSA painting rectangles around the windows to make them resemble the more modern Douglas DC-6.
In January 1958 PSA scheduled 37 DC-4s a week Burbank to San Francisco (29 of which originated in San Diego) and four nonstops San Diego to San Francisco; United Airlines, Western Airlines and TWA then scheduled a total of 241 nonstop flights each week from Los Angeles to San Francisco, plus 49 flights a week from Burbank to San Francisco. About half of these flights by the competition were First Class only ($22.05); the rest carried coach passengers for $13.50, all fares subject to then 5% federal excise tax.[11] In July 1958 PSA shifted some flights from Burbank to Los Angeles International Airport (LAX); that year it carried 296,000 passengers.
In late 1959 PSA began flying Lockheed Electraturboprops[12] with 92 seats and a six-seat lounge, replacing 70-seat DC-4s. In 1963 PSA got its sixth Electra; by then it carried more passengers between the Bay Area and Los Angeles than any other airline. Total PSA passengers climbed from 355,000 in 1959 to 1,305,000 in 1963 and 5,162,000 in 1970.[13]
Public company
On March 16, 1962, founder Kenny Friedman, only 47 years old, died of a cerebral hemorrhage. He'd lived to see his airline become a success, but it was still tiny. J. Floyd Andrews, one of Friedkin's fellow founders, took over.[14][15] Andrews's era was tumultuous, PSA achieving a high national profile. This was the era of hot-pant clad flight attendants on pink-liveried aircraft, a classic image of California in the late 1960s and early 1970s. As discussed below, PSA became utterly dominant in the intra-California market, but also overreached to the point it almost went bankrupt. This was the work of J. Floyd Andrews.
Less than a year later, PSA went public, with a February 14, 1963 initial public offering, 313,000 shares (100,000 of them primary) at $19.[16] Preparations had been underway for some time. PSA had an unusual corporate structure, with its aircraft owned through three companies owned by founders (Friedkin and others). In January 1962, these were merged into PSA.[17] Prospectus facts that caught the eye of one observer included:[18]
With only five 98-seat Electras, PSA nonetheless had the second-highest passenger marketshare in San Francisco, and the fifth largest in Los Angeles.
Speedy ("woosh") 20 minute aircraft turnarounds and no-frills service.
Nine months profit to September 30, 1962 of over $1 million (at a time when the Los Angeles to San Francisco fare was just $13.50)
937,000 passengers carried between San Francisco and Los Angeles in 11 months ending November 30, 1962, compared to 642,000 in the same period the prior year.
CPUC era, 1965-1978
Until 1965, as an intrastate airline PSA had a free hand in terms of how and where it flew within California. The California Public Utilities Commission (CPUC) was limited to regulating PSA's prices. So long as PSA stayed within the boundaries of an intrastate airline, the federal Civil Aeronautics Board (CAB), which otherwise tightly regulated US airlines, had no say, though as with any US airline, the Federal Aviation Administration (FAA) operationally regulated PSA. As of September 17, 1965 the CPUC had new powers over California intrastate airlines of economic certification (PSA was grandfathered) route entry/exit and service quality (e.g. frequency).[19][20]
PSA was in favor of this.[21] In the early 1960s, a number of new entrant California intrastate carriers had come and gone, the most notorious being Paradise Airlines, which had a terrible accident in 1964. PSA believed it would benefit from market stability,[22] but observers predicted that over time the CPUC would become just as restrictive as the CAB,[23] which, in fact, happened. From 1965 through US airline deregulation in 1978, the CPUC certified only two intrastate airlines: Air California and Holiday Airlines.[22] From September 17, 1965 through 1978, PSA would have to apply to the CPUC for all new routes, generally in competition with Air California.
Air California and lost opportunity
Despite having total network freedom, PSA evolved its network minimally from 1949 to 1965: it served only five airports: San Diego, LAX, Burbank, San Francisco and Oakland.[24] In 1965, Orange County Airport (later John Wayne Airport (SNA)), had a new runway. It approached PSA (among other airlines) about serving it (SNA had long-standing minimal service from Bonanza Air Lines), and like the others, PSA demurred.[25] This turned out to be a serious mistake:
Air California was created to bring more air service to Orange County, and the airport became a big deal. The County was the fastest growing in the nation in the 1960s, population increasing from 700K in 1960 to 1.4mm in 1970.[26] There was a lot of demand for Orange County service.
Having certified Air California, the CPUC was open about its desire that Air California survive,[27] so it kept PSA out of Orange County, gave other desirable routes to Air California and otherwise took steps to protect it.[28] Despite a rocky first five years, Air California survived and the CPUC ensured minimal competition between it and PSA. Almost every Air California route was growth denied to PSA.
PSA tried to buy Air California twice:
In December 1969, an ailing Air California agreed to a merger, but the CPUC was slow to approve. In May 1970, PSA withdrew, citing the CPUC, but almost immediately thereafter, Westgate-California Corporation WCC took control of Air California.[29] WCC was controlled by San Diego tycoon C. Arnholt Smith.
In mid 1972, PSA agreed to buy WCC's majority stake in Air California. The matter dragged on, but against heavy opposition, the CPUC agreed to the merger when WCC said it would no longer fund Air California losses.[30][31] However, the US Department of Justice sued to prevent the merger, noting PSA had a 70% intra California market share and Air California had an 11% share.[32] By now a year had passed. PSA pulled out[33] after Air California auditors withdrew certification of 1971 and 1972 financial statements,[34] one of the first steps in an accelerating scandal that would envelop C. Arnholt Smith including the 1973 seizure of his bank, the largest in San Diego, and the 1974 bankruptcy of WCC.
1960s/1970s fleet
PSA’s fleet changed almost constantly in the 1960s and 1970s, this was not an airline wedded to a single fleet type. The 1960s started with Electras, then Boeing 727-100s arrived in 1965, its first pure jet type.[35]. The last Electra flight was September 1968 [36] By 1969, PSA was swapping out 727-100s and replacing them with bigger 727-200s plus 737-200s.[37] At the beginning of 1970, the fleet comprised one 727-100, 16 727-200s and nine 737s.[38] In the late 1960s PSA also briefly had DC-9s, the apparent justification was to train pilots of other airlines.[39] As discussed below, the L-1011s made a brief disastrous appearance in 1974-1975, but by then PSA was dumping the 737s – the last left in the fleet in 1976.[40]. With one exception, it settled on 727s for the late 70s, acquiring used 727-100s as well as additional new 727-200s.[41] In 1975, Lockheed Electras returned to support flights to Tahoe.
Tahoe happened after Holiday Airlines collapsed. Holiday essentially served nowhere other than Tahoe, an odd choice that made its demise all but inevitable. PSA tipped the scale by applying to the CPUC for the same routes in 1974[42] Holiday said it couldn’t afford to defend itself in front of the CPUC and went out of business in February 1975.[43][44] The CPUC split the Tahoe routes between Air California and PSA on an emergency basis, but required Electras.[45] Dumping Tahoe was one of the first things PSA did after 1979 deregulation, citing the high cost of Electras in a fleet that otherwise comprised 31 727s.[46][47]
In 1967 PSA was finally allowed to use offshore airway V25 to San Diego, despite being an intrastate airline.[48]
Those uniforms
J. Floyd Andrews implemented flight attendant hotpants (and micro miniskirts) in 1971. The vibe was captured, at considerable length, in a paean to PSA flight attendants in a 1971 article in the Los Angeles Times Sunday magazine (Thanksgiving Sunday that year, for what it's worth), which described PSA as an “Airborne Playboy Club” with “banana-skin tight uniforms”. An Andrews quote started with, “I have a particular fetish when it comes to these girls.” The author interviewed and described specific flight attendants down to eye color and measurements. He waxed lyrical about the “undulating rhythm of a PSA stewardess marching down the aisle,” and felt obliged to inform readers that uniforms (“with a certain reluctance on the part of the boss”) included girdles. The head flight attendant noted that “to keep wives happy we had to firm up the rear.” But not to worry: “the girls don’t resent being passenger bait.” But there were clouds on the horizon. The article noted the Supreme Court had ruled men must be allowed to be flight attendants, so things “might never be the same”. It was a very different era.[49]
Attempted Western Air Lines merger
An early indication that, for J. Floyd Andrews, PSA was not enough, came in December 1968 with an audacious bid for Western Air Lines, then under attack by Kirk Kerkorian. Western was four times the revenue of PSA, and as an interstate carrier, regulated by the CAB. It was unclear how this would work, putting together two airlines with different regulators, whether CAB approval would be forthcoming.[50] PSA pulled the bid in April 1969, citing deteriorating Western results. By that time, Kerkorian was, while not a majority owner of Western, difficult to dislodge with nine out of 21 seats on the board.[51] PSA would follow a different acquisition strategy, one that didn’t require regulator approval.
Laid low by diversification and widebodies
In July 1968, PSA bought rental car company Valcar, a former Hertz subsidiary with a west-coast presence.[52][53] Like PSA, Valcar had a budget orientation, but PSA couldn't make it work and shut it down in 1971, after failing to sell it.[54][55]
In April 1969, PSA bought the San Franciscan Hotel in downtown San Francisco.[56] In June, PSA bought the Islandia in San Diego's Mission Bay.[57] In June 1971, PSA committed to a to-be constructed hotel at the Los Angeles Hollywood Park Racetrack (now the site of SoFi Stadium),[58] and in December 1971, committed to a to-be constructed hotel within the Queen Mary attraction in Long Beach[59] In 1973, CEO Andrews called the hotels "a complete flop"[60] and in 1974 gave three of them to Hyatt to run.[61] It took years for PSA to extricate itself. In 1979, PSA finally sold the San Franciscan but had yet to sell the Queen Mary hotel.[62]
In August 1970, PSA started buying radio stations.[63] By 1975, its four stations were for sale.[64] PSA also saw fit to buy a catamaran.[65] In 1973, PSA created a holding company, "PSA, Inc." for the airline and many non-airline subsidiaries.[66]
In late summer 1970, PSA ordered five Lockheed L-1011 widebody aircraft, deliveries starting 1972.[67] In the next 12 months, the L-1011 engine maker, Rolls-Royce, went bankrupt, and Lockheed required a US government bailout to avoid the same. In December 1971, PSA cancelled the order, but Lockheed said it couldn't.[68] In September 1972, PSA signed a new order, deliveries starting 1974.[69] PSA grounded its two L-1011s after eight months.[70][71] A 300 seat aircraft never made sense in a business model that depended on quick aircraft turnarounds. Economics presented to the CPUC showed L-1011 per-seat costs no better than a 727 despite being twice as large. PSA refused the last three aircraft and was stuck paying a 15-year lease on the first two.[72] It entered into years of litigation with Lockheed.[38]
By 1975, losses from diversification and L-1011s brought PSA to the brink of bankruptcy. Operating losses on rental cars, radio stations and hotels through 1974 (not including cost of acquisition) were almost $9mm.[64] Through 1977, PSA lost another $1mm on discontinued businesses and recognized $18mm in L-1011 losses.[73] In 1982, PSA took another $4.2mm loss against its two L-1011s, still unable to find a home for them.[74] PSA's troubles attracted national attention.[75] PSA went to the CPUC asking for a fare increase to bail them out. The CPUC excoriated PSA, questioning management competency at length and especially withering about a 1974 $8mm share buyback.[72] In March 1976, J. Floyd Andrews gave up the CEO position, and in May, resigned as chair of the board.[76] By July, hot pants were on their way out.[77]
As airline deregulation was being debated, for most of the country, it promised lower prices. But California already had lower prices, set by the CPUC. By comparison, in Texas, Southwest Airlines set its own fares, the Texas Aeronautics Commission didn’t get involved.[78] The concern (and expectation) was deregulation would lead to higher prices. California legislators and governor Jerry Brown wanted the CPUC to remain in charge of any airline that did over 50% of its business in California. This amendment was voted down in the relevant US House of Representatives subcommittee by one vote.[79] Instead, deregulation as passed included strong Federal preemption – states had little say over an airline with a Federal certificate.
By then, the CPUC had become the restrictive bureaucracy observers had predicted when it was given additional powers in 1965, second-guessing (in glacial and burdensome processes that could and did last for years) everything California intrastate carriers did, and even itself, as exemplified in the role the CPUC played in the 1975 demise of Holiday Airlines. PSA also played a special role at the CPUC. It was assumed to be the most efficient carrier, therefore CPUC fares were set relative to what would make the highest permissible profit for PSA – all other carriers operating in California then had to toe that line.[80] So PSA had ample reason to regret its support of that 1965 legislation. However, under the Airline Deregulation Act, the minute PSA started flying to Nevada in December 1978, it was free of the CPUC.[81] The CPUC didn’t take that lying down. The CPUC sued in Federal court to overturn the Airline Deregulation Act, lost, appealed, and lost again.[82]
After airline deregulation PSA expanded beyond California to Reno, Las Vegas, Salt Lake City, Phoenix, Tucson and Albuquerque. Its first flight beyond California was Oakland to Reno in December 1978. The airline introduced automated ticketing and check-in machines at several airports and briefly flew to Cabo San Lucas in Mexico. When PSA's plan to buy the assets of Braniff International Airways fell through, the airline expanded its network north to Washington, Oregon and Idaho. PSA operated new BAe 146-200s to smaller airports like Eureka, California and Concord, California. PSA held a "Name the Plane" contest, publicized in full-page newspaper advertisements, to name the fleet, with the prize being a private flight for the winner and 99 friends.[83] The winning entry was Smiliner,[84] submitted by Dr. Hugh Jordan of Whittier, California.[85]
Revenue passenger-miles/kilometers, in millions
Year
Traffic
1964
490 RPMs
1968
1232 RPMs
1970
1585 RPMs
1973
3116 RPKs
1979
4527 RPKs
1985
5670 RPKs
Source: Air Transport World
In 1987 Western and AirCal were purchased (by Delta Air Lines and American Airlines respectively). An hour after the AirCal deal was announced PSA agreed to merge with USAir, which was completed in 1987. PSA was then in talks with Boeing about acquiring a 757-200. PSA's last flight was on April 8, 1988. The PSA route network slowly disintegrated within USAir and was gone by 2004. Most of the former airline's assets were scrapped or moved to USAir's hubs on the East Coast. PSA's base at San Diego International Airport was gutted and served for a time as that airport's commuter terminal, before being renovated in administrative offices. PSA had planned to become a nationwide carrier; by the time of the merger, PSA routes reached as far east as Colorado and New Mexico and as far north as Washington.[2]
After the 2005 merger of US Airways and America West, a US Airways Airbus A319 was repainted in PSA's livery as one of four heritage aircraft commemorating the airlines that had merged to form the present-day US Airways. The aircraft was dedicated at San Diego International Airport's former commuter terminal (PSA's former operations base) on March 30, 2006. The plane has since been repainted with the American Airlines logo.
Legacy
The direct practical legacy of PSA, and its smaller cousin, AirCal, is essentially nothing. The successors of PSA and AirCal, US Air and American, raised prices, reflecting their higher costs. In early 1990, the last-minute roundtrip fare from Los Angeles to Sacramento was $456, over $1000 in 2024 dollars. State legislators were increasingly irate, finally proposing a raft of bills to punish the carriers, even suggesting a state-owned airline.[86] They didn't notice that the market had already taken care of the problem. United Airlines had already announced an increase in frequency on Los Angeles to San Francisco from 16 to 27 per day.[87] More to the point, Southwest Airlines had announced it was entering Burbank with 10 a day service to Oakland at a last-minute fare of $59 one way, $29 in advance.[88]
The resulting Los Angeles Basin to San Francisco Bay fare war was brutal, made worse when Iraq invaded Kuwait thereby spiking oil prices, collapsing demand for international travel and tipping the US into the Gulf War. In January 1991, in announcements only two weeks apart, American and then US Air gutted the former AirCal and PSA systems, throwing in the towel less than five years after offering to buy the former intrastate airlines.[89]
The indirect legacy of PSA is Southwest Airlines, originally a Texas intrastate airline that PSA inspired. Unlike PSA, Southwest management never aspired to run anything other than an airline and was content with one aircraft type. After TranStar in the 1980s, Southwest never again allowed itself to be distracted. The way Southwest (106 aircraft in 1990) chased US Air (454 aircraft in 1990) and American (554 aircraft in 1990)[90] out of California echoed how 1960s PSA crushed its much larger competitors in California. Southwest, in 1990, was what PSA ceased being 20 years earlier.
Corporate culture
PSA was known for its sense of humor. Founder Ken Friedkin wore Hawaiian shirts and encouraged his pilots and stewardesses to joke with passengers. Its slogan was "The World's Friendliest Airline", and its recognizable trademark was a smile painted on the nose of each plane and an accompanying advertising campaign declaring "Catch Our Smile".[91] Because of the major San Diego flight schedule and its discount fares, military personnel nicknamed PSA the "Poor Sailor's Airline."[92] After PSA was bought by USAir, ex-PSA mechanics would occasionally paint smiles on USAir planes as a joke.[93]
In the 1960s PSA was known for the brightly colored flight attendant uniforms, with miniskirts; in the early 1970s the fashion changed to hotpants.[92] One PSA flight attendant, Marilyn Tritt, wrote a book about her tenure at the company titled Long Legs and Short Nights (ISBN0-9649577-0-1).
Management diversified in the early 1970s into a broadcasting venture called PSA Broadcasting. Radio stations were purchased in Sacramento (96.9 KPSC later KEZC), San Jose (106.5 KEZD later KEZR), Los Angeles (107.5 KPSA later KLVE) and San Diego (102.9 KEZL now KLQV). All ran easy listening formats (hence EZ call letter combinations). The idea was to keep some of the airline's advertising dollars within the broadcasting company as well as collect some co-op (co-operative advertising) from businesses doing business with the airline. These stations were sold in the late 1970s.
PSA flight attendants
Throughout PSA's lifetime, the flight attendants, with their humor, over-the-top passenger service, and sense of duty, helped to create a loyal passenger following. One flight attendant, Sandy Daniels, with the help of a frequent flyer, started the "Precious Stewardess Association". Frequent fliers would bring tasty treats to the crew, particularly on morning flights. In turn, PSA started the "Precious Passenger Association", with certificates and free drinks given to friendly and helpful passengers.
Ken Friedkin's son Tom was a PSA pilot in 1962 when the elder Friedkin died abruptly of a stroke, aged 47. A year later, Tom Friedkin's mother died, making him the largest shareholder of PSA. Tom had a seat on the Board of Directors but continued as a full-time pilot for the airline.[92]
Southwest Airlines first CEO Lamar Muse studied PSA extensively and used many of the airline's ideas to form the corporate culture at Southwest, and even on early flights used the same "Long Legs And Short Nights" theme for stewardesses on Southwest flights.
PSA helped train the first class of mechanics for Southwest Airlines and lent the fledgling carrier flight manuals and other needed items.
Headquarters
PSA headquarters were a windowless gray-brown building on Harbor Drive in San Diego, California.[94][95] The building was San Diego International Airport's commuter terminal until 2015 when it was converted into administrative offices of the San Diego County Regional Airport Authority.
Accidents and incidents
On January 15, 1969, a PSA Boeing 727-100, N973PS, collided with Cessna 182 N42242 while it was climbing to its cruising altitude. Both aircraft were in controlled airspace on the same frequency. The 727 continued on to Ontario, CA and made a safe landing. The right wing of the Cessna was damaged, so it returned to San Francisco.[96] This incident was similar to the San Diego crash of Flight 182 nine years later.
On March 5, 1974, a PSA NAMC YS-11 training aircraft's engines failed, resulting in the aircraft crashing in the desert near Borrego Springs, California. The turboprop aircraft was doing a simulated landing stall. All of the four crew members survived the crash. The aircraft was written off.[97]
On September 25, 1978, PSA Flight 182, a Boeing 727-200, crashed in San Diego while trying to land at Lindbergh Field (San Diego International Airport), California, after colliding with a Cessna 172 operated by Gibbs Flite Center. The 727 crashed at the intersection of Dwight and Nile. The Cessna fell a few blocks away. All 135 aboard the PSA flight were killed, as were the 2 in the Cessna and 7 on the ground. At the time, it was the deadliest plane crash in U.S. history; it remains the worst mid-air collision in the United States.[98] A lawsuit argued by Gary Aguirre resulted in a verdict against PSA for damages.[99] Graphic footage of the aftermath including destroyed houses, the wreckage itself and horrifically mutilated body parts of victims were shown in the mondo filmFaces of Death, released just 2 weeks later.
On December 7, 1987, PSA Flight 1771, a BAe 146, bound for San Francisco International Airport from Los Angeles International Airport, was airborne above the central coast of California when it suddenly entered a high-speed nosedive and crashed on a cattle ranch near the small coastal town of Cayucos in San Luis Obispo County. Investigations determined that David Burke, a former employee of USAir (which had recently acquired PSA) who had been fired for theft, had armed himself and boarded the flight, which was carrying his former manager. After writing a note on an air sickness bag, Burke then shot his ex-manager, a flight attendant, both pilots and the airline's chief pilot. After shooting the pilots, Burke pushed down on the control column, causing it to enter a dive. There were no survivors among the 43 aboard (38 passengers, 5 crew).[100]
Hijackings
There were several attempted hijackings which resulted in no injuries and the surrender of the often lone hijacker. These incidents are not included. The following are notable hijackings because of fatalities or success in forcing the aircraft to fly to another country
On January 7, 1972, PSA 902, a Boeing 727-200 flight from San Francisco to Los Angeles was hijacked to Cuba. The captain negotiated the release of the passengers in Los Angeles and the hijackers, armed with a shotgun and other arms, were taken to Cuba,[101] with a fueling stop in Tampa where they released custody of the aircraft back to the captain. Three flight attendants and three off-duty flight attendants were not released with the passengers and accompanied the flight to Cuba.[102][103]
On July 5, 1972, PSA Flight 710, a Boeing 737-200 flight from Sacramento to San Francisco was hijacked with demands to fly to the Soviet Union. The plane was stormed while on the ground at San Francisco, resulting in the deaths of one passenger and the two hijackers.[104] One of the passengers, who survived being shot in the back, was the actor Victor Sen Yung, best known as Hop Sing from the Bonanza television series. One other passenger was shot and survived.[105][106][107]
On May 1, 1980, PSA Flight 818, a Boeing 727 flying from Stockton to Los Angeles was hijacked prior to passenger boarding. The hijacker demanded to be taken to Iran, but was overpowered several hours later by sole hostage Alan Romatowski, the flight engineer left on board the aircraft.[108][109][110][111]
^ abcTwo DC-9-30 aircraft were delivered to PSA in 1967 new. These were operated and owned, prior to the four ex-Air Canada DC-9-32 aircraft, purchased used from Altair Airlines in 1983.
^Originally, six L-188 examples were delivered new or used by Lockheed to PSA, between 1959 and 1963. The aircraft were retired in 1968 in favor of newer jet aircraft, including the Boeing 727, Boeing 737 and McDonnell Douglas DC-9. Four L-188 aircraft, including one aircraft previously owned by PSA, were purchased used or leased, between 1975 and 1977, due to jet aircraft restrictions at Lake Tahoe Airport. Due to high operating costs, service to Lake Tahoe was discontinued and the four aircraft were sold in 1979.
^A total of five L-1011-1 aircraft were initially ordered from Lockheed by PSA. The airline only accepted the delivery of two aircraft, with the examples being operated briefly as high capacity commuter aircraft. The further three examples were cancelled during production and were resold by Lockheed to LTU International.
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