Misplaced Pages

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44-526: Deer Lake Airport dates back to 1953. Construction began in 1953, and by the autumn of 1955 a 4,000 ft (1,200 m) gravel strip was in operation. In 1959, the strip was extended to 5,000 ft (1,500 m) and paved in 1963. Eastern Provincial Airways began jet service using Boeing 737-200 aircraft in July 1969. Construction of a new terminal started in 1990 and was completed the following year. Deer Lake Regional Airport's 8,005 ft (2,440 m) runway

88-526: A distance of less than 500  yards (460 m) and had an initial rate of climb of over 1,800 ft/min. At first, it seemed that Handley Page had made the right choices with the HPR.3, which was named "Herald" in August 1954, this being a name easily translatable into French and Spanish. Extensive work by the sales team had produced considerable interest from potential customers, and Handley Page had 29 orders for

132-676: A leased Series 100 on 16 May 1961, receiving the first of its own Series 200s in January 1962, while BEA began Herald operations in March 1962. The Herald attracted much early interest around the world because of its astonishing short field performance and excellent flight characteristics, but Handley Page failed to close many of the deals, as the F-27 and the Avro 748 /HS.748 had become rival offerings, both of which proved significantly more popular. A key design feature of

176-611: A merger with British Aircraft Corporation or Hawker Siddeley as part of the government's policy of consolidation of the British aircraft industry. As Hawker Siddeley offered less than half the valuation that Frederick Handley Page placed on the company, the merger did not occur, and the RAF's order went to the Avro 780, which became the Andover . The Herald Series 400 was a simpler tactical transport with

220-480: A modern design with excellent flight and performance characteristics. However, the company made a serious misjudgement which was, in the end, to cost the company dearly, and like some other classic British aircraft of the time, the Herald missed its chance. After extensive consultation with DC-3 operators, it was decided to power the new airliner with piston engines , rather than turboprops , which were considered risky by

264-440: A new colour scheme in the early eighties as well. Gone was the orange, replaced by a more up to date large navy blue "EPA" painted on the side of an all white side with the white gander on a blue background on the tail. Inside the 70s flower print seats were replaced by a more subtle beige with blue and red triangles. The 1980s and deregulation meant dramatic changes for Canadian airlines, including EPA. By 1984, EPA had entered into

308-399: A strategic alliance with CP Air of Vancouver . CP lacked a Canadian route network east of Montréal and EPA's Atlantic province network complemented CP very well with Toronto and Montréal acting as connecting hubs. Soon afterwards, CP bought EPA and by 1986 EPA was no more as its operations were merged into CP Air. A new corporate personality soon was unveiled for CP with the resurrection of

352-700: A strengthened cabin floor and side loading doors that could be opened in flight for dropping of supplies or paratroops. Eight were built for the Royal Malaysian Air Force . By 1965, almost all sales momentum had been lost, and Handley Page proposed the Series 700, powered by 2,320 ehp (1,730 kW) Dart 532s, with increased fuel and weights and was capable of seating up to 60 passengers. The Brazilian airline VASP placed an order for ten Series 700s, with plans made for production in Brazil, while further orders for

396-632: A wholly owned subsidiary to operate the 748s. EPA's headquarters were moved from Gander, now no longer a major aviation centre, to Halifax. This allowed EPA to make Halifax a hub of operations and when schedules were coordinated with CP Air in 1983, Halifax became the main point of transit for passengers connecting from points further west to various places in the Maritimes and Newfoundland. By that time, EPA flew throughout Newfoundland, Nova Scotia , New Brunswick , and Prince Edward Island as well as far west as Montreal , Ottawa and Toronto . EPA introduced

440-817: A wide variety of government contracts. In Gander, EPA set up administrative offices and a maintenance hangar and with the addition of larger Douglas DC-3s and Lockheed Model 10 Electra twin prop aircraft, commenced regular passenger services between St. John's, Gander and Deer Lake in 1955–56. In addition to regional charter work, international projects were operated as well, including a contract beginning in 1958 to do extensive work in Greenland with PBY Cansos and de Havilland Canada DHC-3 Otters for Greenland Air until July 1965. In 1960, regular passenger services began to Wabush and Twin Falls in Labrador . Curtiss C-46s were leased for

484-439: Is a British turboprop passenger aircraft , designed in the 1950s as a DC-3 replacement, but only entering service in the 1960s by which time it faced stiff competition from Fokker ( F27 Friendship ) and Avro ( Avro/Hawker Siddeley HS748 ). Sales were disappointing, contributing in part to the demise of Handley Page in 1970. In the mid-1950s Handley Page developed a new fast short-range regional airliner , intended to replace

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528-472: Is capable of handling daily service of Beechcraft 1900 , Bombardier Dash 8 , Bombardier CRJ200 , Airbus A319 , Airbus A321 , and Boeing 737 Next Generation aircraft. In 2020, as a result of the COVID-19 pandemic , the airport suffered notable cuts to its airline routes. The terminal is equipped with a restaurant, gift shop and other amenities. A large long-term parking lot is located on-site. The airport

572-955: Is equipped with seven aircraft gates which are able to stand aircraft from the Beech 1900 to the Airbus widebody aircraft. Throughout the year the airport is equipped with deicing facilities. Eastern Provincial Airways Eastern Provincial Airways ( EPA ) was an airline that operated in Atlantic and eastern Canada . At its peak, the carrier operated jet service with Boeing 737-200 aircraft connecting many communities that today only have scheduled passenger flights provided by 18-seat commuter turboprop aircraft. The airline traces its history from Maritime Central Airways (MCA) from 1961. It merged with CP Air to form Canadian Pacific Air Lines in 1986. Eastern Provincial Airways began operations from St. John's, Newfoundland in 1949 acquiring and reorganizing

616-482: The Canadian Pacific Air Lines name and a modern blue, white and red colour scheme. Canadian Pacific later operated as Canadian Airlines International before being acquired by Air Canada . Eastern Provincial operated the following aircraft types during its existence: Jet aircraft Turboprop aircraft Piston aircraft According to the airline's route map dated April 5, 1982, Eastern Provincial

660-487: The Newfoundland Aero Sales and Services . Early air services, like those of MCA, included a mixed bag of ambulance and mail services, cargo, charters, and forest and ice patrols, but would evolve into a modern air traffic carrier twenty years later. The company was founded with a Noorduyn Norseman aircraft by Eric Blackwood , a bush pilot and Royal Canadian Air Force veteran from World War II . Blackwood had

704-486: The 700 were placed by Swiss airline Globe Air and Taiwanese Far Eastern Air Transport , and production started on the new model. VASP cancelled its order, however, when it could not obtain financing from the Brazilian government, and Handley Page stopped work on the 700, scrapping six airframes on the production line. Production ended in 1968. Only 36 examples of the Series 200 production model were eventually built during

748-474: The Carvair at this time). This same timetable also includes charter information for a number of aircraft types operated by the airline in 1968, including not only the Herald, DC-3 and Carvair but also the four-passenger Beechcraft Baron , six-passenger de Havilland Canada DHC-2 Beaver , eight-passenger de Havilland Canada DHC-2T Turbo Beaver (which was a turboprop conversion of the original piston engine Beaver) and

792-563: The Friendship, which had entered service over six months previously, and to stimulate demand, Handley Page launched in 1960 a further improved version, the Series 200, which was lengthened by 42 in (107 cm), with corresponding increased weights, allowing up to 56 passengers to be carried, and attracted an order for six aircraft from Jersey Airlines . The second prototype was converted to Series 200 standard and first flew in that form on 8 April 1961. Jersey Airlines began operations with

836-470: The Herald (from Queensland Airlines , Australian National Airways , and Lloyd Aéreo Colombiano ) by the time the first prototype made its maiden flight from Radlett on 25 August 1955, three months ahead of the first flight of the Friendship. Break-even was expected after the sale of 75 aircraft and Handley Page expected total sales of up to 300 Heralds, with first deliveries expected to British independent airline Air Kruise in 1958. By now, however,

880-410: The Herald was the high-mounted wing, but with a noticeable dihedral. In addition, the Herald's vertical fin was covered with miniature airfoils, adding further to the Herald's excellent stability. Pilots reported that the Herald flew like a dream; very stable in the air, yet highly manoeuvrable even at slow speed. Ground handling was said to be the Herald's only vice due to an overlarge tailfin. While

924-465: The Jetstream forcing its closure. Continuing support for the remaining Heralds in service was maintained by the setting up of a new company, Dart Herald (Support) Ltd, partly owned by Scottish Aviation . The Herald's last ever passenger flight was operated by British Air Ferries in 1987 doing subcharters for Ryanair. The type remained in use as a freighter, but by 1999 the only one remaining in service

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968-516: The June 1, 1968 Eastern Provincial system timetable, the airline was operating all scheduled flights with 40-passenger Herald, 24-passenger Douglas DC-3 and 46-passenger Carvair aircraft with the latter being a converted version of the Douglas DC-4 which could transport either passengers or freight in an all-cargo configuration (the airline was operating both passenger and scheduled all-cargo flights with

1012-581: The Rolls-Royce Dart turboprop engine had shown proven success in the Vickers Viscount . Queensland Airlines and Australian National Airways cancelled their orders for Heralds in favour of turboprop-powered Friendships, while the Lloyd Aéreo Colombiano contract was stopped due to currency problems and Air Kruise's interest was ended when it was taken over by British Aviation Services . Before

1056-481: The Series 200 was more commercially attractive, with no more Series 100 being ordered, sales were still slow. While the Herald was cheap compared to its major competitors, and in the 200 series had a roomy cabin, the Friendship could carry a larger payload and both the Friendship and the Avro 748 /HS.748 had better performance, resulting in superior long-term economics. By 1963, only 35 Heralds had been sold compared with over 240 Friendships. One hope of improving sales

1100-537: The backing of St. John's businessman C.A. Crosbie . The purchase of a PBY Canso amphibian aircraft in 1953 allowed EPA to take larger charter jobs, and a converted Canso allowed water-bombing flights on behalf of the government. In 1954, EPA moved its headquarters from St. John's to the now bustling international aviation hub in Gander where EPA planes mingled with the likes of Pan American and BOAC en route to or from Europe . But EPA's work still consisted mostly of

1144-405: The carrying of freight, with the aircraft's high wing, nosewheel undercarriage and large doors at the front and rear of the cabin making the loading of cargo relatively simple. Large flaps were fitted to give good short takeoff and landing characteristics. It was designed to cruise at a speed of 224 mph (360 km/h), had a range of 1,640 mi (2,640 km), could land and take off in

1188-405: The early 1970s to have an all-jet fleet as soon as practically possible. As it turned out, this was never to happen. EPA entered the decade with three Handley Page Heralds and two DC-3s. The Heralds were responsible for flights into Iles-de-la-Madeleine , Quebec and Charlo, Chatham and Fredericton , New Brunswick until 1974 when they were sold to British Air Ferries. EPA started jet service into

1232-533: The high wing of the Handley Page expected to give easier loading than the more expensive Avro. While short-field testing of the prototype Herald 200 at RAF Martlesham Heath in 1961 showed off the Herald's good handling and ability to operate from unprepared airstrips, other obstacles were more taxing. The Minister of Aviation , Peter Thorneycroft , refused to sign a contract for the HP.124 unless Handley Page would agree to

1276-426: The investment; announcing a new uprated version powered by the Rolls-Royce Dart. The revised aircraft, now designated the HPR.7 Dart Herald, was powered by 1,910 shp Dart 527 engines driving 12 ft 6 in (3.81 m) variable pitch four-blade Dowty Rotol propellers, and the fuselage was lengthened by 20 in (51 cm), while other improvements included increased fuel capacity. The first prototype

1320-423: The jets from Boeing . The same colour scheme that EPA developed in the 1960s was adopted. They were painted white with a silver belly and an orange stripe along the window line. The orange gander logo was put on the tail, and the nose cone was painted black. Inside, passengers sat in flower patterned seats of various colours of purple, orange, and yellow - fashionable colours in the 1970s. EPA expressed an intent in

1364-608: The new service was rejected two years later and although the company renewed the application in 1977, Atlantic Canada wouldn't see Dash 7s until the mid-1980s when deregulation of the Canadian Aviation industry allowed for the Canadian Pacific feeder carrier Air Atlantic . 1975 was the first year EPA had a loss since entering the jet age in 1969. Over-capacity was partly dealt with by leasing 737s for six-month periods to Wien Air Alaska , Aloha Airlines , and Aer Lingus over

Deer Lake Regional Airport - Misplaced Pages Continue

1408-871: The next couple of years. The airline's DC-3s were operated on the Gander-St. Anthony-Goose Bay and Sydney-St.Pierre routes until 1975 when the St. Anthony service was taken over by another carrier and early in 1976 the St. Pierre route was upgraded to a Hawker Siddeley 748. The DC-3 were disposed of—the last piston engined aircraft in EPA's fleet. In 1981 and 1982, EPA acquired three more Hawker Siddeley HS 748s from Austin Airways , Ghana Airways , and COPA of Panama . These planes were used to feed jet services on flights from Moncton , New Brunswick , Charlottetown , Îles-de-la-Madeleine and Saint-Pierre and Miquelon . In 1982 EPA set up Air Maritime as

1452-498: The northern New Brunswick cities while a Hawker Siddeley HS 748 twin turboprop was acquired to replace the Heralds on the flights to Iles-de-la-Madeleine. 1972 and 1973 were good years for EPA. The number of passengers carried grew dramatically every year from 1969 until 1973. The company expanded, starting jet services into Saint John and Fredericton (New Brunswick) and Stephenville (Newfoundland). New employees were hired and EPA

1496-432: The novelty of being the first Canadian airline in the new Soviet bloc Eastern Europe when EPA operated a cargo charter into Czechoslovakia . By 1970, EPA had started to resemble a modern airline. That year, EPA's bush operations were sold to some senior staff as a separate airline - Labrador Airways, now Air Labrador . EPA decided to standardize with Boeing 737-200 jetliners in the 1970s. The airline acquired seven of

1540-565: The older Douglas DC-3 , particularly in third-world countries. The design, originally known as the HPR.3 Herald, emanated from the drawing office at Handley Page (Reading) Limited—the former Miles Aircraft factory site, which had developed an earlier airliner design, the Miles Marathon . The Herald was an extensive re-development of the original concept of the Marathon, notable for its high mounted wing. Handley Page Reading succeeded in producing

1584-548: The routes with the first Handley Page Dart Herald twin turboprop aircraft being purchased in 1962. EPA was one of the few operators of the Herald in Canada and the type was never operated by any airline in the U.S. In 1963, EPA purchased Maritime Central and the two companies merged to form Eastern Provincial Airways (1963) Limited. The amalgamation allowed for a strong regional carrier to compete against government owned Trans Canada Airlines which later became Air Canada . According to

1628-400: The second prototype had been completed, Handley Page was faced with the fact that it had no orders for the Herald, and that the market had changed and wanted turboprops. There had already been a very substantial investment in the Herald project, such that the management held a meeting to discuss continuation. Handley Page decided to press ahead with the Herald project, in an effort to recover

1672-448: The six years of production, together with four Series 100s and eight Series 400s. The 50th, and last, Herald (a series 200 for Israel's Arkia ) was flown and delivered in August 1968, after which Herald production ceased, allowing Handley Page's attention to be fully focused on the HP.137 Jetstream . Handley Page went into voluntary liquidation in August 1969, the spiralling cost of developing

1716-660: The small airlines at which the HPR.3 was aimed. Handley Page preferred a four-engined design, which led to the new 870 hp (650 kW) Alvis Leonides Major 14-cylinder radial engine , driving three-bladed propellers being chosen for the HPR.3. At almost the same time, the Dutch company Fokker made the opposite choice for its competitor for the same market, choosing to power the F27 Friendship with two Rolls-Royce Darts . The HPR.3 could carry up to 44 passengers in its pressurised cabin , which could be quickly converted to allow

1760-499: The ten-passenger de Havilland Canada DHC-3 Otter . The mixed-bag operation continued until 1970. The 1960s saw EPA operate a varied fleet of 36 aircraft, including four Handley Page Heralds, six PBY Cansos, two Curtiss C-46s, two Sikorsky S-55 helicopters, one Douglas DC-4 , five DC-3 workhorses, and the other smaller aircraft types mentioned above. The airline had a distinguished decade with work in India and Pakistan and they enjoyed

1804-602: Was converted to Dart Herald standard, making its maiden flight on 11 March 1958, with the first production aircraft flying on 30 October 1959. The initial Series 100 version of the Dart Herald was certified in April 1958. The basic price in 1960 was around £185,000. The first order for the Dart Herald was in June 1959 from British European Airways for a lease of three aircraft for use on its Scottish Highlands and Islands routes. The Herald, had by this time, lost its initial lead over

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1848-646: Was serving the following destinations with scheduled passenger flights primarily operated with Boeing 737-200 jetliners although some Hawker Siddeley HS 748 turboprop service was also being operated at this time: According to the airline's Sept. 1, 1970 system timetable, Eastern Provincial was serving the following destinations at this time and was operating its flights with Boeing 737-200 jets, Handley Page Dart Herald turboprops and Douglas DC-3 prop aircraft: [REDACTED] Media related to Eastern Provincial Airways at Wikimedia Commons Handley Page Dart Herald The Handley Page HPR.7 Dart Herald

1892-713: Was successful in obtaining a Foreign Air Carrier Permit for the United States. EPA had interest in Sydney to Boston and Halifax to Portland and Bangor (Maine), but these routes never materialized. Instead, the company began to fly charters to Florida and the Caribbean in 1974. Negotiations were begun with de Havilland Canada and the Canadian federal government for a subsidiary carrier to operate using de Havilland Canada DHC-7 Dash 7 turboprops. The Canadian federal application for

1936-402: Was to develop the Herald as a military transport. The Royal Air Force had a requirement for 45 tactical transports to replace piston-engined Vickers Valettas , and Handley Page began work in 1960 on the HP.124 to meet this need. This would have a new rear fuselage with a rear loading ramp under the raised tail. The HP.124 was considered favourite to beat Avro's 748 derivative, the Avro 780, with

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