Empire Airlines

 

Art by Esteban Lerin

Founded in late 1974 by Paul Quackenbush as Oneida County Aviation, the airline was based at the Utica-Rome metropolitan area in Oneida County and operated under the trade name Empire Airlines.

The company achieved remarkable success during the era of North American airline deregulation. It grew through its own resources, earning industry recognition and pursuing its stated goal of becoming "the premier airline of New York State." Empire managed to break even or remain profitable despite aggressive competition from much larger, well-capitalized carriers, the turbulence of the early deregulation era, and several years of substantial expansion.

 At Utica-Rome metropolitan area in Oneida County

The airline capitalized on the withdrawal of legacy legacy carriers from Upstate New York and the collapse of other newly arrived competitors. It frequently tapped capital markets to finance its growth.

What set Empire apart was that, upon receiving its CAB (Civil Aeronautics Board) certification, it immediately ordered two Fokker F28-4000 aircraft. The first entered service on September 15, 1980, routing between Utica/Rome and New York City (N106UR, cn. 11149). It also deployed the F-28s on routes from Utica/Rome to Syracuse.

 

By July 1982, Empire was operating F-28 flights from Montreal to Detroit, New York, Rochester, Utica/Rome, and Washington. From New York, it flew to Albany, Boston, Detroit, Ithaca, Montreal, Rochester, Syracuse, and Utica/Rome. By August 1983, Long Island MacArthur/Islip was added to the network.

According to the April 1984 timetable, F-28 flights were operating from Elmira/Corning to Montreal, New York/Newark, Rochester, Syracuse, Utica/Rome, Washington, and White Plains. From Hartford/Springfield, F-28 services reached Albany, Binghamton Endicott/Johnson City, Buffalo/Niagara Falls, Elmira/Corning, Ithaca, Montreal, New York/Newark, Rochester, Syracuse, Utica/Rome, and White Plains. Meanwhile, flights from Ithaca/Cortland operated to Albany, Baltimore, Binghamton Endicott/Johnson City, Boston, Buffalo/Niagara Falls, Detroit, Elmira/Corning, and Hartford/Springfield.

 

1981 Empire Airlines route system

On October 1, 1984, Empire Airlines announced new jet service to Cleveland and Ottawa, Canada.

In terms of capacity, Empire’s 80-seat F-28s, featuring a 33-inch seat pitch, were comparable to modern regional jets, yet they offered cabin comfort on par with the DC-9. Empire passengers would sometimes mistake the F-28 for a DC-9.

Following the bankruptcy of Altair Airlines in 1982, Empire purchased the failed carrier's six F-28 Mk.4000s in 1983. Two integrating them into the fleet during the first half of 1983 and four in Dec1983. The Altair aircraft were acquired under favorable terms from the Federal Aviation Administration (FAA), which had backed the aircraft's financing through a loan guarantee program. Empire was the sole bidder for the aircraft, purchasing them for $28.9 million—$10 million less than what the FAA paid to cover the guarantee. The acquisition also included three spare engines. Thus, Empire Airlines progressively expanded its F-28 fleet.

Empire Airlines innoved by signing a cooperative agreement with Pan Am known as "Empire Pan Am Express." Launching on December 15, 1982, the partnership initially encompassed joint ticketing—including Empire printing boarding passes for Pan Am flights and vice versa—as well as mileage accrual in Pan Am’s frequent flyer program. This not only generated additional traffic for Empire but also helped differentiate it from other small carriers at a time when the Pan Am brand still carried significant weight.

 Throughout the first half of the 1980s, Empire expanded to destinations across New York State, most neighboring states (including Maryland and the nation's capital in Washington D.C.), and Ottawa and Montreal in Canada. It also established a hub operation in Syracuse.

Major changes came in the summer of 1985. In July, the airline announced the relocation of its headquarters from Utica/Rome to Syracuse, driven largely by the convenience of co-locating with its hub operations. At the time, Empire recorded 77 daily departures out of Syracuse. In August, alongside a decision to purchase two brand-new F-28s for delivery before year-end (N119UR and N120UR), Empire announced the retirement of its five Metro turboprops to become an all-jet operator. This brought its Fellowship fleet to fifteen aircraft—all factory-new except for the second-hand airframes acquired from Altair.

In 1984, Empire Airlines advertised itself as the leading carrier connecting New York's five airports (LaGuardia, Newark, John F. Kennedy, White Plains, and Islip) with Central New York.

Initially, Empire's F-28s had their titles painted on the engine nacelles.

 In late September 1985, Empire announced it had received a buyout offer from an undisclosed airline. On October 2, Piedmont Airlines announced an agreement to acquire Empire. The acquisition allowed Piedmont to accelerate its expansion into New York State, which had begun earlier in 1985 with service from Baltimore to Buffalo and Rochester. Other key assets for Piedmont included Empire’s presence at high-profile airports like New York/LaGuardia and Boston/Logan. Empire’s fleet integrated seamlessly into Piedmont's, as the latter already operated the F-28.

 The transaction closed on February 1, 1986. After operating as a separate subsidiary for three months—during which Empire's aircraft wore Piedmont’s basic livery with "Empire" titles—the airline fully merged into Piedmont on May 1, 1986.

Piedmont, in turn, merged into USAir in 1989, which, many years later, merged with American Airlines in 2015.

 

Empire Airlines F-28 Fleet

*msn. 11149 N106UR dd 02Aug1980.

*msn. 11159 N107UR dd. 17Nov1980.

*msn. 11181 N109UR dd. 02Apr1982.

*msn. 11182 N110UR dd. 22Apr1982.

*msn.11173 N108UR dd. Oct1982.

*msn. 11167 N510 dd. 01Jun1983.

*msn. 11168 N512 dd. 01Jun1983.

*msn. 11152 N504 dd. 13Dec1983.

*msn. 11156 N505 dd. 13Dec1983.

*msn. 11161 N509 dd. 13Dec1983.

*msn. 11169 N513 dd. 13Dec1983.

*msn. 11222 N117UR dd. 05Mar1985.

*msn. 11224 N118UR dd. 28Apr1985.

*msn. 11226 N119UR dd. 02Oct1985.

*msn. 11231 N120UR dd. 18Dec1985.

Defying the Odds: The TC-53 Flew On.

    Fifty-nine years ago, Fokker launched its first commercial jet aircraft, of which more than 240 units would eventually be built.

    The F28 is, without a doubt, a rare sight anywhere in the world. Yet, in a small corner of South America, a single aircraft continues to soar the skies. Specifically, in the Argentine Republic, the Fokker F-28 Mk.1000C TC-53 (cn.11020) still flies regularly despite its age. Whether operating scheduled flights for Líneas Aéreas del Estado (LADE), performing its crucial mission of connectivity with southern Argentina, or serving the Argentine Air Force by transporting troops and cargo wherever required, the TC-53 remains active.

    It has fulfilled this role since 1975 and, even today, seems far from retirement.

Of course, in its long history, it bears—imperceptible to most—the marks of an astonishing story, capable of surprising anyone who sees it in flight today.

    “In 1995, during an inspection in the Netherlands, Fokker engineers and technicians wondered how the roof of the nose landing gear bay had become deformed” recounted a member of Squadron II who witnessed that episode.

    In April 1982, Argentina decided to reclaim the Malvinas / Falklands by force after almost 150 years under British rule.

    This decision triggered a major logistical operation to transport troops and cargo to sustain Argentina’s position on the islands, located some 460 kilometres from the nearest continental point and almost 950 kilometres from the city of Comodoro Rivadavia.

    On 2 April, the operation to land and occupy the archipelago was carried out. In those first hours, the participation of aircraft such as the C-130 Hercules and, later, two Fokker F28s proved crucial. One of these was precisely the TC-53, which landed that day under the call sign “Litro 6.”

    After 2 April, the logistical operation took on a new dimension. A vast number of aircraft began operating simultaneously under circumstances unprecedented for the small island airfield. There was no time to lose: a powerful British task force was already sailing towards the South Atlantic.

    Puerto Stanley airfield—renamed Puerto Argentino—witnessed a complex operation that quickly became routine. Its runway was only 1,200 metres long, and the apron could accommodate only a limited number of aircraft. Beyond these limits, massive rock formations surrounded the operational area.

    Under normal conditions, an airport of this kind would not pose a major challenge for the Fellowship. But the South Atlantic islands added other factors: constant bad weather, recurring rain, snow or ice, and persistent strong winds.

    None of this diminished the enormous patriotic effort of the so-called “Plan Aries 82,” which maintained a continuous operation of cargo and passenger flights. In many cases, aircraft unloaded on the runway without even shutting down their engines. But not everything was due to good fortune.

    On April 14, fate seemed to turn against the TC-53, which was carrying out mission number 3110. During the landing maneuver, after touching down on an ice-covered runway, the aircraft veered off course due to a combination of slippery surfaces and strong crosswinds. The front landing gear collapsed upon hitting a depression, and the nose of the plane became stuck against a rock formation.

Fortunately, there were no casualties. However, the damaged aircraft had to be moved to the apron; this task was carried out by the Air Force's Construction Group 1 (G1C), which was stationed near the airfield. For the rest of the day, operations at the airfield were suspended.

The TC-55 was arriving in the islands at that moment and had to return to Comodoro Rivadavia.

The indignation of the Army personnel was evident. Some senior officers recommended destroying the aircraft, fearing that it could become an easy target for future British bombing raids.

    However, Air Force personnel stationed at the airfield conducted a rapid damage assessment, which was immediately reported to Buenos Aires. Air Force Command ordered the urgent deployment of personnel from Technical Group 1 (GT1), based at El Palomar, where the Fokker F28 Squadron II also operated. The contingent consisted of two technicians with their respective assistants.

    The initial evaluation offered little hope of recovery. The technical team comprised only four people, who had to determine the extent of the damage and, if possible, repair the aircraft in record time.

    Upon arrival, they found the TC-53 moved to the eastern threshold of the runway, a position insisted upon by the Army, which still favoured destroying it.

    There, the technical team worked day and night, even sleeping inside the aircraft.

Finally, on April 22, the Fokker was meticulously positioned at the beginning of the runway for evacuation attempts. The nose landing gear was unusable and lacked steering, so ground maneuvers required external assistance. Furthermore, the gear remained locked, making retraction structurally impossible due to the damage sustained. To make matters worse, the extent of the deformation also prevented the aircraft from being pressurized.

Despite everything, the TC-53 managed to take off for Comodoro Rivadavia, flying below 10,000 feet with its landing gear extended in what was the longest crossing to the mainland of the entire conflict, lasting almost three hours.

"I was in Comodoro Rivadavia performing maintenance on transport aircraft, and I will never forget when the TC-53 flew over the base; “We all started jumping and shouting with joy because they had done it,” a non-commissioned officer in the Air Force recalled years later.

The odyssey of the battered Fellowship didn't end there. On the 26th, it continued its journey to El Palomar, making an intermediate stop in the city of Bahía Blanca. Later, it was transferred to the city of Córdoba to enter the facilities of the FMA (Military Aircraft Factory) for proper repairs, returning to service in October.

    Nine days after leaving the islands, the fears of many were realised: an Avro Vulcan bomber attacked Puerto Argentino airport, followed by incursions from Harrier jets. This highlighted how close the TC-53 had come to being lost forever in the Malvinas / Falklands.

    During April 1982, Squadron II’s Fokker F28s completed over 180 missions, transported more than 230 tonnes of cargo, and carried around 5,200 personnel in approximately 450 flight hours.

    Today, more than four decades later, the TC-53 remains in active service. Its continued operation is not only due to operational necessity but also to the virtues of a robust, reliable, and extensively tested design. Despite the passage of time, the old Fellowship continues to demonstrate exceptional mechanical nobility, becoming a true symbol of perseverance for Argentine aviation.

The World’s Oldest Fokker F-28 Continues to Make Headlines in Argentina

 

At Bahía Blanca Airport, May 5, 2026.

After nearly a month of inactivity, an engine test was conducted on Thursday, April 23, 2026. Subsequently, several technical issues were resolved to bring the Fokker F-28 Mk.1000C TC-53 back into service.

On April 30, it completed a flight route from El Palomar Air Base – Paraná – El Palomar. That same day, it performed a series of practice maneuvers overflying the city of Junín, in the Province of Buenos Aires.

The following day, May 1, the aircraft participated in an air parade at Morón Airport to commemorate the 44th Anniversary of the Argentine Air Force's "Baptism of Fire." The TC-53 paraded alongside the Lockheed Hercules TC-66 (C-130H) and TC-69 (KC-130H).

Taking off from Jorge Newbery Airport, Buenos Aires, Argentina, May 5, 2026

And it continues to surprise us: today, May 5, 2026, the Fellowship TC-53 completed another flight for LADE (Líneas Aéreas del Estado), covering the route Aeroparque – Mar del Plata – Bahía Blanca – Comodoro Rivadavia (Flight 5U504) and returning via the same path. This currently stands as the only Fokker F-28 passenger service in the entire world!

How much longer does the noble Fokker F-28 have left?

Acknowledgments: Pablo Santa Coloma, Miguel Angel Graff & Francisco Jaime.