Air Florida

Source: Wikipedia, the free encyclopedia.

Air Florida
IATA
ICAO
Callsign
QH FLA PALM
Commenced operations27 September 1972 (1972-09-27)
(as Air Florida)
15 October 1984
(as Air Florida
Parent company
Air Florida System, Inc.[1]
HeadquartersMiami-Dade County, Florida
Key peopleEli Timoner
Ed Acker
David Lloyd-Jones

Air Florida was an American

Midway Airlines
as "Midway Express", before finally being sold to Midway.

In 1975 Air Florida was headquartered in the Dadeland Towers in what is now Kendall, Florida in unincorporated Miami-Dade County, Florida.[3][4]

Air Florida's former

IATA code is now used by Bamboo Airways of Vietnam
.

History

Intrastate origin

Air Florida was based at

Convair 990 as an aircraft, to be leased from Modern Air Transport. The inspiration was Pacific Southwest Airlines, the long-established California intrastate airline.[5] Later the focus changed to an Eastern Air Lines DC-8[6] before settling on a Pan Am Boeing 707,[7] purchased for $1.1mm.[2] The inability to settle on an aircraft delayed Federal Aviation Administration
(FAA) approval and thus start of the carrier.

FAA approval was needed for operational authority. As an intrastate airline, Air Florida avoided economic regulation by the Civil Aeronautics Board (CAB), the Federal regulator for interstate air travel, then extremely rigid. Prior to 1972, there was no economic regulation of intrastate carriers in Florida. Such regulation started October 1, 1972. Air Florida, having started service on September 27, was grandfathered. Thereafter, for as long as it remained an intrastate airline, Air Florida would be economically regulated by the Florida Public Service Commission (PSC) as to matters like route entry and fares.[8]

Electra at Miami in 1976

Ted Griffin, a former marketing director of Eastern Air Lines, became operational head starting from mid 1972,[7] ultimately taking the president title.[9] The airline operated its first flights on September 27, 1972,[2] offering twice-daily service in Florida between Miami (MIA), Orlando (MCO) and St. Petersburg (PIE) on "triangle" routings of MIA-MCO-PIE-MIA and MIA-PIE-MCO-MIA with a one way introductory fare of $12.00.[10][2] By May 15, 1973, The airline acquired three Lockheed Electra turboprop aircraft, replacing the Boeing 707.[11]

Acker group investment

Air Florida was unprofitable for most of its intrastate existence. In 1972 it attempted a $3.2mm initial public offering,[12] but the market was unfavorable and it had to withdraw.[13] The airline was acquired by a publicly-listed company, Investment Property Builders (IPB) controlled by Timoner, as a way to give it a stock price.[14] This became Air Florida System, Inc, explaining why Air Florida's holding company had a 1955 date of formation.[1] In 1975, the U.S. Securities and Exchange Commission accused Timoner and a Swiss bank (among others) for having artificially increased the price of IPB in 1971. Timoner did not admit to this, but agreed not to do such things in the future.[15] The airline was chronically underfunded and unable to upgrade from Electras to jets. The issue was widely noted: there were segments of the market that avoided Air Florida because it did not fly jets, which left Timoner constantly scrambling to finance losses.[9]

In December 1976, a group of investors led by

Carl Lindner's American Financial Corp, which bought them from Air Canada, leased them to Air Florida in exchange for low-priced stock and warrants that, in early 1980, provided Lindner with a huge payoff.[18] In mid 1977, Acker became CEO and chairman, Timoner became president and COO, and Ted Griffin left the company.[19] By February 1978, the turnaround was apparent. High-frequency jet service finally worked to make Air Florida relevant in a way it had not been before. The fleet comprised five DC-9s, with three more on the way. September 1977 passenger traffic was up over 400%, in October up over 600%, for November 1977 thru January 1978, up over 350%. Calls to the call center were up over 100% year over year.[20]

Air Florida System, Inc. Financial Results, 1976 thru 1980[1]
YE July 31 YE December 31
USD 000 1976 1977 1978 1979 1980 1979 1980
Operating revenue 4,877 7,814 21,507 44,234 114,285 62,794 161,175
Operating expense 5,230 9,772 21,259 41,025 107,829 58,304 151,771
Operating result (353) (1,958) 248 3,209 6,456 4,490 9,404
Operating margin -7.2% -25.1% 1.2% 7.3% 5.6% 7.2% 5.8%
Net income (748) (2,145) (109) 2,413 5,070 3,624 5,708
Net margin -15.3% -27.5% -0.5% 5.5% 4.4% 5.8% 3.5%

Post intrastate

DC-10-30
in 1981
Boeing 737-200
in 1980

In 1978, Congress passed the

Washington, DC, and, in the Bahamas, Rock Sound and Nassau.[1][21][22]

Acker-era Air Florida was one of the most aggressive of the small carriers:

On August 27, 1981, Ed Acker left Air Florida to take up the CEO position at

Cunard told him the position of captain of the Titanic was no longer available, so he was seeking a comparable challenge.[23][24] Timoner once again became chairman and CEO.[25]

Air Florida attempted acquisitions
Target Timeframe Disposition
Piedmont Airlines June 1979-March 1981 Bought 4.9% of Piedmont, which refused to engage.[26] Sold stake to help finance Air California bid[27]
Air California October 1980-May 1981 Bought investor interests in to-be-reorganized Air California parent company, Westgate-California Corporation (WCC), then operating in bankruptcy, giving Air Florida a 26% stake.[28] Won a bidding war for WCC, only for the other bidder to launch a bid for Air California itself, which Air Florida lost[27]
Western Airlines July 1981-November 1982 Bought stock in Western in part with WCC proceeds.[29] Air Florida sold the stake at a $10mm loss in 1982.[30]

Flight 90 and aftermath

Main article: Air Florida Flight 90
A severed airplane tail section hangs from a crane just above the water, guyed by crew on barges. A low, steel beam bridge with granite block piers stands behind, it's railing lined with onlookers.
The tail section of Flight 90 being hoisted from the Potomac River

On January 13, 1982, Air Florida suffered a devastating fatal crash in Washington DC, with a Boeing 737 aircraft hitting a bridge and ending in the Potomac River. Video of rescue efforts were captured in real time and widely broadcast, as was an iconic image of the broken tail of the Air Florida aircraft being pulled from the river. Air Florida reservations dried up.[31] Even worse, later in the year the National Transportation Safety Board placed the blame squarely on the Air Florida pilots.[32] Six months later, Pan Am had a weather-related crash (Pan Am Flight 759) that was almost twice as deadly, but it happened away from the cameras and the pilots were not to blame. Air Florida Flight 90 was far more prominent.

Air Florida's fortunes had turned for the worse even before the crash. A substantial financial loss in the fourth quarter of 1981 was driven by fierce fare wars,

Braniff, which was in obvious distress as it headed towards what would be its May 1982 bankruptcy and grounding.[35] It's hard to overstate how bad the environment was, both generally and for airlines.[36] To make matters worse, in July, Timoner suffered a debilitating stroke, leading to the elevation to CEO of David Lloyd-Jones, an American Airlines veteran who lost the heir-apparent competition at American to Bob Crandall and had joined Air Florida as president.[37][38]

Air Florida(1) Financial Results, 1979 thru YE3Q83(2)
(USD mm) 1979[39] 1980[40] 1981[41] 1982[42] YE3Q83[43]
Op revenue 60,047 161,262 302,962 281,770 214,433
Op profit (loss) 3,965 9,495 (12,070) (33,480) (16,309)
Net profit (loss) 3,383 5,631 (4,122) (78,507) (50,941)
Op margin 6.6% 5.9% -4.0% -11.9% -7.6%
Net margin 5.6% 3.5% -1.4% -27.9% -23.8%
(1) Solely the airline, as filed with the CAB (2) Air Florida did not file with CAB 4Q83 and after

Two years of struggle

Central to Lloyd-Jones’s strategy was shrinking Air Florida. From June 1982 to May 1984 its fleet dropped from 29 to 11.[44][45] Unfortunately:

  • Air Florida shrank but did not simplify. It continued to fly to Europe (requiring a few long-range aircraft in what was otherwise a mostly-737 operation), yet financials filed with the CAB showed Europe to be, by far, the worst of the three Air Florida geographies – US, Europe and Latin America (Latin America, was consistently close-to-break-even or better). Europe was an expense Air Florida could not afford.[41][43] Simplifying to a 737 operation was an available strategy, but unpursued. Indeed, even after it collapsed, the first operation Air Florida tried to resuscitate was its London route,[46] yet the real value turned out to be the 737 operation, as described below.
  • The company focused for too long on main east coast Florida routes. Pan Am and Eastern would defend routes like New York to Miami to the death – Eastern because it was its marquee route since before WWII, a source of profits for decades.
    National Airlines in 1979, which for decades shared that key route with Eastern.[48] Pan Am would have little to show for National if it conceded that market. But as much as Eastern and Pan Am lost on such routes, for them it was a smaller proportion of revenue than for Air Florida. Eastern CEO Frank Borman noted in 1982 “we bled seriously, but only from a vein, [Air Florida] bled from an artery”.[49] By contrast, People Express, which made a point of flying from Newark to everywhere, avoided Miami – it started Newark-Miami flights only after Air Florida expired.[50] Only in late 1983 did Air Florida enter less competitive markets to Florida like Cincinnati and Indianapolis[51]
    . The piece of Air Florida that did survive, Midway Express, was that kind of network.

Air Florida waited too long to declare Chapter 11. Losses in 1982 were catastrophic, and external accountants gave a going concern warning in their audit.[52][53] Financing costs were overwhelming: interest expense ballooned to $35mm in 1982[41] from $10mm in 1980,[39] for a shrinking company that never had an annual operating profit of more than $10mm. From 4Q83, the company did not take care of the basic administrative obligation of filing CAB reports and when it collapsed Air Florida had $27mm in accounts receivable – amounts uncollected from travel agencies, credit cards, other airlines and so forth.[54][55] Its main lender first declared a default on loans in July 1983, almost a full year before Air Florida ceased operation and from then on the Air Florida headlines, already poor since Flight 90, turned desperate, as it took increasingly creative ways to remain funded, all playing out in the press.[56] Worse, at the end the company was funding itself by shorting payments for the employee credit union, payroll taxes and medical insurance.[57]

Until the Continental Airlines bankruptcy of September 1983, there was no precedent for an airline flying through bankruptcy. However, that precedent occurred about eight months before Air Florida’s collapse, when the airline’s unsustainable financial condition was readily apparent.

Chapter 11, Midway Express and sale

In May 1984, David Lloyd-Jones resigned abruptly after losing the confidence of the board. He was replaced by board chair, J.R.K. Tinkle. On July 3, the airline ceased operations and filed for Chapter 11 bankruptcy.[30] The airline said it would fly again, but made little progress. Finally, a week in advance of a judicial deadline of late August, Tinkle approached Midway and a deal came together quickly. Midway was not an obvious candidate as it then operated all-business class "Metrolink" service, quite different from proposed Air Florida-operated all-economy Florida service from Chicago and other northern cities. There were at least two attractions: Air Florida's slots at New York LaGuardia and Washington National airports, and winter demand to offset the winter lull in Midway's primarily east-west system.[58] Tinkle said he picked Midway for its "experienced personnel", "$40mm in cash" and "a route system that has been very well run". The latter was flattery. Midway made a significant loss in 1983[59] and was on its way to making an even bigger loss in 1984.[60] But it had cash.[61]

Air Florida would operate 737s as Midway Express until the CAB gave permanent approval (it initially provided temporary approval). The deal was nominally $53mm, $35mm of which paid the FAA for three 737s (the FAA administered a federal aircraft loan guarantee program that was initially part of deregulation). Many parties objected to the bankruptcy court, but this was the only deal on the table so the judge approved it. After all, 300 Air Florida employees would be back to work.[62][63] In the end, Midway didn't pay for the aircraft, instead a lessor bought them and leased them back to Midway.[64] Midway supervised Air Florida under the eye of the court and provided it with working capital. On October 15, 1984, Air Florida was back in the sky, dba Midway Express, with Midway selling the tickets.[65] Eastern sued to stop the deal. It had a prior deal for the airport slots, but the FAA rejected it saying the slots weren't airline property. Eastern said the Midway Express deal was just a workaround to give Midway the slots, but the court noted that, in fact, Air Florida was back in operation and that was a pretty big difference.[66]

In July 1985, Midway committed the cash and preferred stock it promised for the deal[67] (which may be why it viewed July 24, 1985 as the closing date for the deal),[68] and on August 14, 1985, the bankruptcy court gave final approval to the sale of Air Florida assets to Midway, which Midway constituted as a subsidiary called "Midway Airlines (1984)", painting the aircraft in Midway livery.[64][69] However, the name was also sold as part of the deal, obligating Air Florida System, still working through Chapter 11, to change its name to Jet Florida.[57] In its 1985 annual report, Midway disclosed that Midwest Express had made a profit of $1.4mm in the 1985 period prior to acquisition, implying the operation was at least roughly break-even.[68]

Legacy

Air Florida was viewed as a lesson in how deregulation could go wrong - the "little airline that could"[70] and a "skyrocket" of an airline that had outgrown its management, had a terrible accident and was punished for it.[71] Thomas Petzinger in the classic book Hard Landing telescoped the period from Flight 90 to bankruptcy in just a paragraph, making it sound like a foregone conclusion, obscuring the fact that it took two and a half years.[72] But the fact that Midway Express was immediately a break-even proposition suggests that's not true, that Air Florida's demise was at least as much the result of choices made during those two and a half years.

Another legacy of Air Florida was what it added to Midway Airlines. Midway's best years were after it bought Air Florida, breaking even on an operating basis in 1985[73] and making a solid profit in 1986[74], 1987[75] and 1988[76], strongly suggesting the Florida routes brought something useful to the mix. The 737 fleet and Florida routes were with the airline until it made some poor choices of its own, leading to its untimely demise in 1991. Indeed, Midway became more like Midway Express over time. By the time Midway bought Air Florida in 1985, it had dumped all-business Metrolink service, and the airline eventually went to single class service, just like Midway Express.

Air Florida Commuter

Main article: Air Florida Commuter

Air Florida Commuter was not an airline, but a system of affiliated commuter and regional air carriers that fed traffic into Air Florida's hubs. In an arrangement commonly known as code-sharing, each airline painted their aircraft in Air Florida colors and their flights were listed in reservations systems as Air Florida flights. Air Miami became the first affiliate in 1980 and over a dozen other airlines became part of the system, including:

Key Air, Southern International, Skyway Airlines, North American Airlines, National Commuter Airlines, Gull Air, Pompano, Finair, Slocum, Atlantic Gulf, Skyway of Ocala and others. As Air Florida became financially strapped, the commuter system was dismantled in early 1984.[77]

Sponsorship

Air Florida sponsored

1983-84 season, in which Southampton were league runners-up. The deal was cancelled after one season due to Air Florida's insolvency.[citation needed
]

Destinations

City Feb. 1979[78] Dec. 1981[79] Sep. 1982[80] Jan. 1984[81]
Bermuda X
Boston X X X
Brussels X X
Burlington X X
Chicago O'Hare X
Chicago Midway X
Cincinnati X
Cleveland X
Columbus X
Daytona Beach X
Detroit X
Fort Lauderdale X X X X
Fort Myers X X
Freeport X X X
Gainesville X X X
George Town X X
Grand Turk X X
Guatemala City X X
Hyannis X
Indianapolis X
Jacksonville X X X X
Key West X X X
Kingston X X X
London Gatwick X X X
Marathon X
Marco Island X
Marsh Harbour X X X X
Miami X X X X
Montego Bay X X X
Nantucket X
Newark X
New Orleans X
New York JFK X
New York LaGuardia X X X
North Eleuthera X X X X
Ocala X X X
Orlando X X X X
Oslo X
Panama City, FL X
Pensacola X X X X
Philadelphia X X
Port-au-Prince X X X
Puerto Plata X X X
Rock Sound X X X X
Saint Croix X X
Saint Thomas X
San Jose (C.R.) X X X
San Pedro Sula X X X
San Salvador X X X
Santo Domingo X X
Sarasota X X
Shannon X X
Stockholm X
Stuart X
Tallahassee X X X
Tampa X X X X
Tegucigalpa X X X
Toledo X X
Treasure Cay X X X X
Washington National X X X X
West Palm Beach X X X X
White Plains X X X

Some of the above destinations in the U.S. and the Bahamas were served by commuter air carriers operating Air Florida Commuter service with prop and turboprop aircraft via respective

code sharing
agreements.

Air Florida also served Belize City, Belize; Charleston, South Carolina; Chicago (

Hobby Airport), Texas; Paris, France; Madrid, Spain; Providence, Rhode Island; Providenciales, Turk and Caicos Islands; St. Petersburg, Florida; San Juan, Puerto Rico; Savannah, Georgia; and Zürich, Switzerland with mainline jet service at various times during its existence.[82] In addition, Air Florida Commuter served Lakeland, Florida in early 1983.[83]

Fleet

When Air Florida ceased all operations, the airline was operating the following mainline jet aircraft:[84]

Aircraft Total Orders Notes
Boeing 737-100
 2 —
Boeing 737-200
 8 —
Boeing 757-200
 — 3 [85]
Douglas DC-8-62 1 — Leased from Rich International Airways
McDonnell Douglas DC-10-30CF
 1 —
Total 12 3

Retired fleet

Air Florida also operated the following aircraft in its mainline fleet, but retired these types before the demise of the airline:[86]

Accidents and incidents

See also

References

  1. ^ a b c d e Air Florida System, Inc. Form 10-K for five month period ending December 31, 1980
  2. ^ a b c d First In-State Airlines Begins Flights Today, Miami Herald, September 27, 1972
  3. ^ World Airline Directory. Flight International. March 20, 1975. "466.
  4. U.S. Census Bureau
    . Retrieved on June 17, 2009.
  5. ^ Miamians Organizing Airline to Capitalize on Disneyworld, Miami Herald, January 19, 1972
  6. ^ Debut Delayed for Intrastate Airline, Miami Herald, February 22, 1972
  7. ^ a b Air Florida Buys First Jetliner, Miami Herald, June 1, 1972
  8. ^ State to Regulate Intrastate Carriers, Miami Herald, October 1, 1972
  9. ^ a b The Airline that can't Leave Florida, Miami Herald (Tropic Magazine), August 17, 1975
  10. ^ http://www.sunshineskies.com/, Airlines, Air Florida
  11. ^ Air Florida Gets Tallahassee Flights, Miami Herald, April 18, 1973
  12. ^ Air Florida Files Stock with SEC, Miami Herald, June 28, 1972
  13. ^ Most of State Issues Floated in 1972 Lost Ground, Miami Herald, March 19, 1973
  14. ^ After a Year, Air Florida Thinks it's 'A Winner' , Miami Herald, September 23, 1973
  15. hdl:2027/msu.31293201460619
    .
  16. ^ Air Florida Plans Sale of Big Block to Texans, Orlando Sentinel, December 10, 1976
  17. ^ Air Florida pins hopes on DC-9s, Orlando Sentinel, May 16, 1977
  18. ^ Firm Cashes-in On Air Florida Gamble, Miami Herald, February 22, 1980
  19. ^ Of Special Interest in Florida, Miami Herald, July 15, 1977
  20. ^ Profits Make Air Florida a 'Born Again' Airline, Miami Herald, April 2, 1978
  21. ^ Air Florida gets Bahamas route, Miami News, October 16, 1978
  22. ^ New Flights Coming into South Florida, Miami Herald, December 3, 1978
  23. ^ Air Florida chief to head Pan Am, Miami Herald, August 27, 1981
  24. ^ Man in the news: At the controls of Pan Am, New York Times, August 28, 1981
  25. ^ Air Florida founder is flying solo again, Miami Herald, January 11, 1982
  26. ^ Air Florida buys interest in Piedmont, Miami Herald, Nov 7, 1979
  27. ^ a b Air Florida loses bidding war, Miami News, May 13, 1981
  28. ^ Air Florida may raise bid for Air California, Miami Herald, April 3, 1981
  29. ^ Air Florida makes bid for Western, Miami News, July 7, 1981
  30. ^ a b 12 years of turbulence grounds 'pioneer' , Miami Herald, July 3, 1984
  31. ISBN 9780307774491
    .
  32. ^ Safety Board Asserts That Air Florida Pilot Could Have Averted Fatal Crash, New York Times, August 11, 1982
  33. ^ Air Florida Reports $19.3 million loss in 4th quarter, Miami Herald, March 6, 1982
  34. ^ Airlines study Pan Am's cut rate fares, Miami Herald, September 9, 1981
  35. ^ Air Florida weighs offer to Braniff, Miami Herald, April 23, 1982
  36. ^ The Great Stagnation, New York Times, October 17, 1982
  37. ^ Anatomy of a stroke: The case of Eli Timoner, Miami Herald, November 8, 1982
  38. ^ Petzinger 1996, p. 123.
  39. ^ a b "Table 1: Income Statement Data". Air Carrier Financial Statistics. 28 (4). Civil Aeronautics Board: 36. December 1980.
  40. ^ Air Carrier Financial Statistics (Report). Civil Aeronautics Board. December 1981. pp. 30–32.
  41. ^ a b c Air Carrier Financial Statistics (Report). Civil Aeronautics Board. December 1982. pp. 29–31.
  42. ^ Air Carrier Financial Statistics (Report). Civil Aeronautics Board. December 1983. pp. 30–32.
  43. ^ a b Air Carrier Financial Statistics (Report). Civil Aeronautics Board. September 1983. pp. 30–32.
  44. ^ Air Florida plans to lay off hundreds, Miami Herald, June 30, 1982
  45. ^ Air Florida puts its crisis on hold, Miami Herald, May 27, 1984
  46. ^ Air Florida pilots agree to pay cut, Miami Herald, July 14, 1984
  47. ISBN 9780803746107
    .
  48. ^ Williams, Brad (1970). The Anatomy of an Airline. Doubleday.
  49. ^ Pay Plan Keeping EAL Intact, Miami Herald, Jul 18, 1982
  50. ^ Miami gets People Express, Miami Herald, August 16, 1984
  51. ^ Florida Notes, Miami News, September 29, 1983
  52. ^ Despite grim warning, Air Florida finds hope, Miami Herald, May 2, 1983
  53. ^ Air Florida loses $93 million in '82 in its worst performance, Miami Herald, March 19, 1983
  54. ^ Air Florida to ask access to its accounts receivable, Columbia, SC State, July 7, 1984
  55. ^ Air Florida continues to face cash shortage, Fort Lauderdale News, July 20, 1984
  56. ^ History of a struggling airline, Miami Herald, May 27, 1984
  57. ^ a b Ironies flow with champagne at Jet Florida, Miami Herald, August 11, 1986
  58. ^ Air Florida, pilots ordered back to the negotiating table, February 6, 1985
  59. ^ Air Transport Association 1984 Annual Report
  60. ^ Air Transport Association 1985 Annual Report
  61. ^ New suitor pursuing Air Florida, Miami Herald, August 28, 1984
  62. ^ Objections Flood Air Florida-Midway deal, Miami Herald, September 26, 1986
  63. ^ Air Fla.-Midway Pact OK'd, Miami Herald, September 26, 1986
  64. ^ a b Air Florida name and logo now just a thing of the past, Miami News, August 15, 1985
  65. ^ Champagne, coffee toast first flights of Midway Express, Miami News, October 15, 1984
  66. ^ Eastern Air Lines, Inc. v. F.A.A, F.2d 1508 (11th Cir. 1985)
  67. ^ Midway near finishing Air Florida takeover, Miami Herald, July 25, 1984
  68. ^ a b Midway Airlines 1985 Annual Report, pg. 2
  69. ^ Midway Airlines 1985 Annual Report, pg. 5
  70. ^ Air Florida down, but for how long?, Miami News, July 9, 1985
  71. ^ Air Florida: Small Skyrocket Airline Already Had Hit Bumpy Weather, Washington Post, January 14, 1982
  72. ^ Petzinger 1996, p. 185.
  73. ^ Air Transport Association 1986 Annual Report
  74. ^ Air Transport Association 1987 Annual Report
  75. ^ Air Transport Association 1988 Annual Report
  76. ^ Air Transport Association 1989 Annual Report
  77. ^ Air Florida Commuter. Sunshineskies.com (2010-12-07). Retrieved on 2013-08-16.
  78. ^ QH020179intro. Departedflights.com (1979-02-01). Retrieved on 2013-08-16.
  79. ^ QH120181intro. Departedflights.com (1981-12-01). Retrieved on 2013-08-16.
  80. ^ QH090882intro. Departedflights.com (1982-09-08). Retrieved on 2013-08-16.
  81. ^ QH011584intro. Departedflights.com (1984-01-15). Retrieved on 2013-08-16.
  82. ^ "Air Florida January 15, 1984 Route Map".
  83. ^ departedflights.com, Air Florida route maps
  84. ^ "Air Florida Fleet Details and History". www.planespotters.net. Retrieved January 23, 2017.
  85. ^ "Air Florida to buy 3 new Boeing 757-200 jets". New York Times. July 21, 1981. Retrieved July 21, 2018.
  86. ^ airliners.net, all Air Florida aircraft photos
  87. ^ Ranter, Harro. "ASN Aircraft accident Boeing 737 registration unknown Havana". Retrieved January 21, 2017.
  88. ^ Ranter, Harro. "ASN Aircraft accident Boeing 737 registration unknown Havana". Retrieved January 21, 2017.
  89. ^ "ASN Aircraft accident McDonnell Douglas DC-10-30CF N101TV Miami International Airport, FL (MIA)".
  90. ^ Ranter, Harro. "ASN Aircraft accident Boeing 737-200 registration unknown Havana". Retrieved January 21, 2017.
  91. ^ None, None. "ASN Aircraft accident Boeing 737 registration unknown Havana-José Martí International Airport (HAV)". Retrieved December 16, 2023.

External links

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