AN AIRLINE AND ITS AIRCRAFT

~
-~
'F"L",( "E kS1:'E
• •• • ••

FROM THE GREAT SILVER

FLEET TO THE SHUTTLE

by R.E.G. Davies • Illustrated by Mike Machat

 co
F

• EASTERN ~
AN AIRLINE AND ITS AIRCRAFT

j
 Other Books by R.E.G. Davies

Standard References
A History of the World's Airlines
Airlines of the United States Since 1914
Airlines of Latin America Since 1919
Airlines of Asia Since 1920
Commuter Airlines of the United States
(with lmre Quastler)

Airline Histories
Continental Airlines-The First Fifty Years
Pan Am: An Airline and Its Aircraft
Lufthansa: An Airline and Its Aircraft
Delta: An Airline and Its Aircraft
Aeroflot: An Airline and Its Aircraft
Saudia: An Airline and Its Aircraft
TransBrasil: An Airline and Its Aircraft
TWA: An Airline and Its Aircraft

Specials
Berlin Airlift: The Greatest Humanitarian Airlift
(with John Provan)
Comet: The World's First Jetliner
(with Phil Birtles)
Fallacies and Fantasies of Air Transport History
Lindbergh: An Airman, his Aircraft, and his Great Flights
Rebels and Reformers of the Airways
Supersonic Nonsense

Titles in bold type are available through Paladwr Press

EASTERN )

AN AIRLINE AND ITS AIRCRAFT

by R.E. G. Davies
Illustrated by Mike Machat
 This book is dedicated to all those Eastern Air Lines employees
who, despite the suffering caused by the often-adversarial
relationship between the workforce and management during the
last years, maintained such a high degree of camaraderie that
retiree organizations, such as EARA, REPA, and the Silverliners,
continue to thrive at the time of this publication.

© 2003 Paladwr Press

All rights reserved. No part of this publication, including photographs, maps, and artwork, may be reproduced or transmitted in
any form or by any means, electronic or mechanical, including photocopy, recording, or any information
storage and retrieval system, without the written permission of Paladwr Press.

Published by Paladwr Press, 1906 Wilson Lane, #101, McLean, Virginia 22102-1957, USA

Manufactured in Hong Kong

Book Design and Maps by R.E.G. Davies

Artwork by Mike Machat

Detailed Layout by Liz Weaver

Technical editing by John Wegg

Prepress and Press Management by The Drawing Board

ISBN 1-888962-19-4
Contents
Preface and Introduction ....•......................•...•....•...•••...•...•....•....•••..... ~ Last of a Fine Line Boeing 757-225 96-97
Florida: Cradle of U.S. Airlines Off-Line Mail Contract.......................................... 8-9 Eastern Express Lorenzo v. the Unions 98-99
Florida Airways Ford-Stout 2-AT 10-11 The Final Hours The Eastern Family Tree 100-1 0 1
Who Was First? Florida Scrapbook 12-13 Acknowledgements ....................... .. 102
Pitcairn Aviation Pitcairn Mailwing 14-15 Index ........................................................................... 102-104
North American Aviation Ford Tri-Motor 16-17
Eastern Air Transport Curtiss Kingbird 18-19
In addition to Mike Machat's precision drawings (listed in blue), two others appear on page 7 and
Passenger Service Curtiss Condor CO( 18) 20-21
page 89. He is also responsible for the aircraft comparison drawings.
New York Airways Inclusive Tour 22-23
General Motors Takes Control Curtiss Condor T-32 24-25
Ludington Air Lines Stinson SM 6000 26-27
Eastern Air Lines Douglas DC-2 28-29
Maps
Florida Airways 8
The Eastern Flyers Lockheed L-I 0 Electra 30-31
Other Early Airlines in Florida 8
The Great Silver (DC-3) Fleet Douglas DC-3 32-33
The First Twelve Contract Air Mail Routes 9
Wedell-Williams Air Service Lockheed Vega 34-35
Florida Airways, 1926 10
Eastern Consolidation Pride of the Great Silver Fleet 36-37
Pitcairn Aviation, 1928-29 14
Silver Fleet Scrapbook Kellett KD-I B 38-39
The Airlines of North American Aviation 16
Call to Arms Curtiss C-46 .40-41
Eastern Air Transport, 1932 18
National Challenge Douglas DC-4 .42-43
New York Airways 22
Pressurized Service Lockheed 649 Constellation 44-45
ew York Airways (brochure) 23
DC-3 Replacement Martin 404 .46-47
Ludington's Routes, 1929-33 26
Local Services Expanding Horizons .48-49
Eastern Air Lines, 1934-35 28
Intensified Service Lockheed 1049 Super Constellation 50-51
Wedell-Williams Routes. 1929-36 34
The Constellation Fleet Lockheed 1049G "Super-G" 52-53
Eastern Air Lines, 1941 36
The Golden Falcon Douglas DC-7B 54-55
The Kellett Autogyro Route 39
Colonial Air Transport The First Colonial Fleet 56-57
Eastern Air Lines Wartime Route to Africa 40
The American Way Algonquin Fords 58-59
Eastern Air Lines, 1943-1955.............................. . .48
Renewed Independence DC-4s to Bermuda 60-61
Eastern Air Lines, Major Route Developments, 1951-1964 .49
Eastern Goes International Convair 440 62-63
Colonial Airways Corporation 56
Technical Revolution Lockheed 188 Electra 64-65
Motor Cycle Courier Service 56
The First Jet Douglas DC-8-21 66-67
Colonial's ew York-Boston Route (Brochure) 58
Air Bus Air-Shuttle 68-69
Colonial Airlines, 1954 60
The First Boeing Boeing 720 70-71
Service to Mexico, 1957 62-
Short-Haul Tri-Jet Boeing 727-100 72-73
Eastern Air Lines, 1960 68
The Long Routes .. . .. and the Short.. 74-75
The First Transcontinental, 1967 74
Bahamas Holidays They Also Served 76-77
Mackey Airlines, J 966 76
Short-Haul Twin-Jet Douglas DC-9-14 78-79
Eastern Air Lines, New Routes, 1969 84
The Stretched Eights Douglas DC-8-61 and -63 80-81
Caribair, 1970 90
More Douglas Twins Douglas DC-9-51 82-83
South American Routes, 1982 95
Route Expansion (and Denial) Boeing 747 .. 84-85
Across the Atlantic, 1985 95
Whisperliner Lockheed L-I 0 II TriStar 86-87
Eastern Express in New England 98
More Boeing 727s DC-8 Color Variants 88-89
Eastern Express in the South 98
Caribbean Expansion Caribair 90-91
Short-Haul Wide-Body Airbus A300B4.......................................... . 92-93 Chart
Borman Battles On Intercontinental Routes 94-95 Eastern Airlines Geneology 101
 Shades of Yesteryear: An Eastern Air Transport Pitcairn Mailwing open-cockpit biplane on the ramp at Floyd Bennett Field, New York, in 1934. The mail van is in attendance, but no security was needed.

6
Preface and Introduction
Author Eddie Rickenbacker. As a special touch, my Dad had the Paladwr Press airline profiles is now nearing 300 different
Thanks to the Eastem Airlines Retirees Association, and the entire crew autograph the Certificate as well. Colorful airplane types. This book contains both my first airplane
Estate of Eastem Air Lines, which provided encouragement and Eastern baggage tags, brochures, stationery, and airline post- drawing, below, and the last new type I drew for Ron, the
support, Paladwr Press has been able to add another volume to cards all completed the set of inflight memorabilia consid- unusual Kellett autogyro. Also, one of my first efforts for
its list of Great Airlines of the World. (Coincidentally, earlier ered as expendable promotional material in its day, but cov- Douglas is on page 89.
this year, in the summer of 2002, we did the same in our library eted today as valuable collectibles. Mike Machat
series, with Poor Sailors' Airline, Gary Kissel's personal The grand finale was a large, full-color lithograph of a
account of the history of P.S.A.) magnificent airplane in flight over famed Miami Beach, with Technical Editor
the modem Fontainebleau Hotel in the foreground. When I Readers of Paladwr's Airlines of the World series will be famil-
I was reminded of the glorious days of the Great Silver
learned that it was a painting, I was mesmerized. How could iar with some of the house-style conventions customarily
Fleet, when Eastem dominated the eastem skies of the United
anyone create something that looked so perfect? The artist adhered to. In the fleet list tabulations, for example, we use the
States; of the almost mass exodus of New Yorkers to Florida
was Douglas staff illustrator George Akimoto, and on learn- term Manufacturer's Serial Number (MSN), not "constructor's
during the frigid winters of the northeast; of the dramatic and
ing that it was his job to create, in my young eyes, such mas- number." The latter has fallen into common usage, but it is not
revolutionary Eastem Air-Shuttle; and of the the first European
terpieces, my mind was made up. I would be a staff illustra- sU'ictly correct. In the tables, we have used the day-month-year
Airbus to fly revenue service in the States, the harbinger of a
tor for Douglas. styling of dates, and have invariably used a three-letter abbrevi-
new departure in airliner procurement patterns in North
By the time Eastern's first jets entered service in 1960, I ation for the month, to avoid any possible confusion.
America. During the 1960s, measured in annual passenger
was old enough to travel to New York's Idlewild Airport by We have tried to be consistent with manufacturers' offi-
boardings, Eastern was the largest airline in the world, and its
myself. I would spend countless Saturdays on the observation cial nomenclature for aircraft types. The Lockheed TriStar,
name was as well known on the U.S. eastem seaboard as Coca
deck of the airline's new terminal building, taking photo- for example, is not the Tri-Star, or Tristar, or the Tri Star, and
Cola or Chevrolet.
graphs and sketching the multitudes of airplanes on the tar- it is also the L-lOll, not the L.lOll or the LlOI!. The
What a story this has been. Its origins date back to Florida
mac. Lockheed Super-G Connies, Martin 404 Silver Falcons, Airbuses do not have the hyphens, thus A300B4, not A300-
Airways, one of the earliest (and often forgotten) air mail con-
new turboprop Lockheed Electras, and DC-8 jets filled the B4, or A-300-B-4. And the commonly-seen Martin 4-0-4 is
tractors who benefitted from the epoch-making legislation of
ramp, together with airliners of Aeronaves de Mexico and the Martin 404 on the type certificate.
1925-26 that established the United States airline industry. With
Mohawk, which shared the terminal and ramp. In these books, the search for complete data on the oper-
the exception of Colonial, the smallest of the "grandfather
ationa
histories of every single aircraft is arduous, even
rights" companies of 1938, Eastern never made a merger with a Long years of schooling and artistic practice were reward-
ed with my dream job: a choice assignment in the art depart- though the resources of the Airways International data bank
major airline, although it was eventually a partner in an associ-
ment of Douglas Aircraft at Long Beach, California. I came to are always thoroughly consulted. In the case of this Eastern
ation that might have tumed it into, once again, the largest air-
meet George Akimoto who was then nearing retirement. book, we are also indebted to Bill Hirsch, a former Eastern
line in the world.
This background could have been pre-ordained. I have stalwart, who has, by meticulous record-keeping and
But only memories remain, and the strength of the
now worked with my friend Ron Davies - whom I also met at research, saved the editors of this book many tiring hours of
Retirees Association is a uibute to those memories, the good
Long Beach---on many book projects together. My library of hard labor. We did, however, refine his individual aircraft
ones, that is-for there were many indigestible ones too. I hope
chronologies to include only the information that pertained to
that this book will help all the former Eastem staff, and others
their lives with Eastern. To have included, for instance, the
too, to remember all the good times.
full DC-3 histories would have been irrelevant to this book.
R.E.G.Davies
Assembling the data for the earliest fleets was a prob-
Artist lem. In the case of the early Colonial aircraft, we were able
For me, Eastern Air Lines will always symbolize a momen- to draw on the meticulous researches of D.M.lves, who, as a
tous beginning. I have often shared with friends the story of young boy living in Albany, New York, became entranced
my father's return from Miami in July 1956. I was presented with the Fairchilds that flew over his home. Seventy-five
with souvenirs that I still treasure today. From those vivid years later, his acute observations now reach print.
impressions, a nine-year-old boy began a life-long career. Perhaps a final word would be to indicate that, contrary
First was the Certificate of Appreciation given to all the to occasional usage as Eastern Airlines, the company was
passengers aboard Eastern's gleaming new Douglas DC-7B, always registered as Eastern Air Lines, Inc.
and was signed by none other than the legendary Captain An Early "Machat" when the artist was aged nine. John Wegg

7
Florida: Cradle of u.s. Airlines
Eastem Air Lines can trace its ancestry back to 1926, in the
State of Florida, and, as discussed on page 12, can make some TIME TABLE
Daily Exupt Sunday
claim to being among the earliest of United States airlines- South Bound North Bound
though this is dependent upon certain qualifications. There Lv.
Ar.
Jaeksonville_.
Tampa. .__.
10:00
11 :55
a.m.
a.m.
Lv.
Ar.
Miami _~_..'.h' 7:00
Ft. Mycrs..~__ 9 ;05
a.m.
a.ln.
were other airlines before the Air Mail Act of 1925 and the Air Lv.
Ar.
Tampa __...
Ft. Myers.....-.~
12:05
1 :10
p.m.
p.m.
Lv.
Ar.
Ft. M)'er&._~__ 9:15
Tampa ._~~... 10:20
p.m.
3.m.
Lv. FL Mycrs._ 1 :20 p.m. Lv. Tampa 10:30 3.m.
Commerce Act of 1926 gave permanency to the air transport Ar. Miami 3:25 p.m. Ar. Jacksonville... 12:25 p.m.

business, but these were of short duration, mainly because of The nbo,'~ ..,h"dul.. '. ba"'l<! on pr....."t .... qu' nt ... and Is Juhje.. t to
Ill bdt~r ... r"" Florin.
the technical shortcomings of the equipment and the economic ehanll''' if otb"r hours tor a,·,.h·.I• •nd d"p.rtu
busln"u .... ~n.

impossibility of flying airplanes for hire and reward.

Florida Wants Air
The obvious situation for those experimental gambles was on
short over-water routes, preferably in areas of good weather,
The world'sfirst scheduled airline was the St. Petersburg-Tampa Transportation
Air Boat Line, which operated a I7-mile trans-Bay service for
because the aircraft did not have much range and the flimsy l.- ~
three months, starting on 1 January 1914, with a two-seat Benoist ACKSONVfLLE
machines were vulnerable. Florida was thus a favorite locale ~I
flying boat.
for these flights, so that Eastern's first ancestor's choice of
that State was operationally sensible. do
!::J
• OAYTONA

The first airline in the world started in Florida. The THE ROUTE
St. Petersburg-Tampa Airboat Line was founded by Percy
Fansler on 4 December 1913, and started service across
Tampa Bay on I January 1914. It lasted only three months,
but carried 1,204 passengers.
I
t ........._ ....
't.; .
'-t;:~o;;;;;;~~
The route, as shown on the
accompanying map, is the one
now in operation and was de-
tennined only after man y
TAMPA
/~d
J
\.
pathfinding flights and critical \ \ '7fl.._
Six years later, on 15 October 1920, Florida West Indies inspection of terminals and -_!~ \-
FORT MEYE ~ {til:.
Airways was issued the first air mail contract to fly mail from landing fields. I
I
Key West to Havana, but it never flew, and both airline and MIAMI-
I

contract were taken over by Inglis Uppercu's Aeromarine. The Curtiss Type 75 flying boats ofAeromarine West Indies Ai/ways
With Curtiss F 5L flying boats, it started regular service from started passenger flights from Florida to Cuba and the Bahamas in
Key West to Havana and from Miami to Nassau on I 1920 and opened the first official U.S. foreign air mail route from
November 1921. Until September 1923, during Prohibition, it Key West to Havana on 1 November 1921.
carried several thousand passengers to attractive watering
places in Cuba and the Bahamas.
Other small companies joined in the Prohibition evasion. The
America Trans-Oceanic Company and Aero Limited also
flew to the Bahamas alongside Aeromarine, also using
Curtiss flying boats. When, therefore, Eddie Rickenbacker
came south in 1926 to start Florida Airways, the local pop-
ulation had already had a taste of air transport; and the cli-
mate-meteorological and economic-for airline progress
seemed to be promising.
An extract from the introductory literature for Florida
Airways in 1926 is reproduced on this page. Interestingly, 75
The great Pan American Airways established its claim to a perman-
years later, a similar route is planned for a high-speed rail
ellt air mail calltract from Florida to Cuba when it chartered this
project to link Florida's major cities.
Fairchild FC-2 of West Illdian Aerial Express all 19 October 1927.

8
Off-Line Mail Contract
As reviewed on page 8, the early 1920s had witnessed the
beginnings of air transport in the United States. Small com- J\.
panies had emerged, mostly for only short periods, to demon- ---- G'
strate that the airplane could be used commercially, to cany
mail-saving time especially on over-water routes where fast
trains could not compete-and occasionally passengers.

But there was no incentive from official quarters, not least

because flying machines were still viewed as novelties, and
more important, were dangerous. This latter aspect was
emphasized all over the country by the barnstormer pilots
who conducted aerial circuses with stunt flying as a major
component of their exhibitions. The average spectator viewed
the idea of flying much in the same way as he or she might
have viewed the prospect of joining a trapeze act.

But by the mid-1930s, attitudes changed. The politicians in

Washington had dragged their feet in enacting legislation to
govern flying activities. Senator James Wadsworth intro-
duced a Department of Commerce Bill in 1922, but this was
shelved, and control of aviation generally was loose, uncoor-
dinated, and varied from State to State. Then, on 2 February
1925, under some pressure from the railways to terminate the
United States Air Mail Service, run by the Post Office, the
Contract Air Mail Act was passed. Known as the Kelly Act,
- P.O.

after Representative Clyde Kelly, its main sponsor, the bill

provided for the transfer of all the Post Office mail routes to
private operators, who would bid competitively for the privi-
lege. The first twelve routes were promptly awarded-see the formalized in Congress, and the President signed the
map on this page-and all except one were in operation Air Commerce Act on 20 May 1926. Shortly afterwards, on
before the end of 1926. 3 June, an amendment to the Kelly Act changed the system of
payments from a percentage of the actual postage paid to a
Simultaneously with the move towards the privatization of simple payment by weight.
the air mail, the U.S.Government, under the presidency of
Calvin Coolidge, was taking steps to enact legislation to con- Interestingly, all except one of the first twelve air mail con-
trol the new transport system. The Secretary of Commerce, tractors were connected in a mainly transcontinental route
Herbert Hoover, appointed a Joint Committee of Civil network, linking New York with San Francisco, with branch
Aviation, involving the American Engineering Council, tak- lines on the Pacific coast, the northeast, and from Chicago.
ing note especially of the dramatic progress being made all The exception was Florida Airways, which ventured alone in
over Europe, and sporadically in other parts of the world. the "Cradle of Aviation," probably with ambitions to extend Florida Airways had wished to launch its service in grand style
Although inten'upted by the dramatics of Brig.-General Billy northwards, but which, as narrated on page 10, came to with a fleet of all-metal Stout 2-AT transport aircraft; but various
Mitchell, Coolidge appointed a special board, headed by his naught, and illustrating the difficulties of establishing an air- mishaps necessitated the substitution of other aircraft, including
friend Dwight Morrow, and the recommendations were line during the infant years of development of the industry. this Curtiss Lark, for the inaugural on 1 April J 926.

9
 Florida Airways
Like many airmen who had seen squadron service in France Chief organizer of
in 1917-18, Reed M. Chambers and the famous ace Eddie Florida Airways was
Rickenbacker were among those who realized the potential Reed Chambers, who
of the airplane for commercial purposes during peacetime. had taken over the
Immediately at the end of hostilities, they had started other command of the 94th
businesses, but the chance to start regular flying came with Pursuit Squadron from
the passing of the Kelly Air Mail Act in 1925 (see page 9). Eddie Rickenbacker at
Together they formed Florida Airways on 3 November the close of the Great
1925. Although Eddie was the better known, Chambers had War. He is pictured here
had more experience. He had taken over from Eddie as com- at Nashville, in January
mander of the 94th Pursuit Squadron and continued to com- 1926, no doubt lIying to
mand the 1st Pursuit group after the war ended. sort out the problems of
the multiple crash.
Among the personnel were another ace, Arthur Ray Brooks;
Major William Robertson, who had also served in the war; This picture marks the preparation for take-off by the Florida
and Lt. John Harding, an engineering officer of the Army Air Airways Curtiss Larkfrom Miami on 1 April 1926. Though not sus-
Corps Round-the-World Flight team of 1924. Other notable tained for more than a few months, and with the exception of the
names were Vic Chenea, who later assumed a key role in the Ford Motor Company semi-corporate operation, this was theftrst
early development of Pan American Airways; Major William flight of any of the contracted air mail carriers under the provisions
Mayo, Chief Engineer of the Ford Motor Company; and Lt of the 1925 Air Mail Act.
Carl Eielson, an experienced Arctic flyer.
On 11 February 1926, Florida Airways was awarded the CAM
As important as the skilled personnel were the people who 10 air mail contract, Miami to Jacksonville, via Fort Myers and
financed the embryo airline. The stock offering was 15,000 Tampa. The problem was: no airfields. Frenzied activity to ful-
shares @ $25.00, and among the investors were financial world fill the terms of the contract began, even using prison labor to
notables Percy Rockefeller, Charles Stone, Charles Hayden, clear and level scrubland sites. At Jacksonville, the airfield
Richard Hoyt, and Anne Morgan. In addition to $300,000 in could not cope with the 2-AT and so the inaugural service, made
liquid assets, the Ford Motor Company came in with four of its on 1 April, as stipulated by the contract, was flown by a Travel-
all-metal Ford-Stout 2-AT transport airplanes. Air and a diminutive Curtiss Lark.

With such an impressive line-up, success should have been Passenger service began on 1 June 1926, and was extended
sure to follow. But in those precarious years of airline infan- beyond Jacksonville to Atlanta on 15 September. But Lady
cy, this was not always easy. They started off in great style, Luck frowned again. Three days later, a hurricane hit Miami
with 5,000 spectators cheering the departure of the four air- and another 2-AT was demolished. Mail volume slackened
craft from the Ford plant at Dearborn, near Detroit, on a and the passenger business was not flourishing. Expenses
chilly 28 December 1925. At Nashville, en route to Miami, continued to rise, and Florida Airways was forced to suspend
another crowd turned out, including the mayor. operations on 31 December. Pride had gone before the fall.
Unfortunately, the first 2-AT to take off was caught in a Chambers and Rickenbacker had travelled to Havana to pur-
crosswind, and veered dangerously towards the mayor and sue ambitions to the south. But rival aspirant Juan Trippe had
his entourage. The pilot averted mass manslaughter only by formed the Aviation Corporation of the Americas. With little
steering the plane into the other three 2-ATs, damaging one bargaining power, what was left of Florida Airways was sold o
beyond repair. That airplane, Miss Fort Myers, was cannibal- to Trippe's newly-formed Pan American Airways. I. I •
lStatute Miles
ized to patch up the other three.

10
Ford-Stout 2-11
6 seats • 100 mph
William B. Stout had been the chief engineer of the aircraft
division of the Packard Motor Co., and had formed the Stout
Metal Aircraft Company, to put into practice his conviction
(possibly drawing on observation of German experience) that
an all-metal airplane was stronger and more durable than one Artist's Note: Bill Stout employed the corrugated skin
constructed mainly of wood. Needing backing for his enter- construction for longitudinal strength. The indication
prise, he found it with Henry Ford, who put Stout's idea into in this drawing is not to exact scale.
practice by providing capital and investment for a factory at
Dearborn, a suburb of Detroit, This was complete with
hangars, an airship mooring mast, an airport hotel, and two
concrete runways, the first in the United States. Engines Liberty
The Ford Motor Company began operations with a No doubt the Ford organization was fully receptive to 400 hp (x 1)
daily express service between its plants in Detroit and approaches made by Chambers and Rickenbacker, as it was MGTOW 5,790 lb.
Chicago, 260 miles, for its private use. The all-metal corru- eyeing the aviation business itself. Its chief engineer, Major Max. Range 500 miles
gated construction Ford-Stout 2-AT Maiden Dearborn took William Mayo, was a director of Florida Airways, and the air- Length 46 feet
off on 3 April 1925. When the mail contracts were issued, line may have been viewed as a testing ground of the metal
technology. Certainly, the 2-AT was the forerunner of the bril-
Span 58 feet
Ford was thus able to be the first off the mark, merely adding
air mail letters to the company packages to be carried. The liantly successful Ford 4-AT Tri-Motor.
official starting date was 15 February 1926, after a postpone-
ment caused by a destructive fire at the plant. Size comparison with the L 10496 (p.53)

FLORIDA AIRWAYS FLEET

Fleet Regn. MSN Date of Name Remarks
No. First Service
Stout 2-AT
1 April 26 Miss Tampa
2 April 26 Miss Miami
3 Miss Fori Wrecked 01 Nashville an
Myers delivery flighl, Jan 26
4 MissSl.
5 April 26 Petersburg
Curtiss Lark
1April 26
IMiss
Tallahassee I Renamed Miss Allonlo
I I I
Travel Air
6 1April 26 IMiss I
I I I Jacksanville
Stinson Detroiter
8
9
15 Sep 26 I
Miss Atlanta I
I I I 27 Sep 26 Miss Macon
Nole: Ports of the wrecked MISS ForI Myers were used to repair the olher Sloul 2-ATs, inlo which Miss
ForI Myers hod crashed at Nashville. later, on 18 Sep 26, anolher 2-AT was deslroyed in a
hurricane 01 Miami, bUI which one is nol known. The two surviving aircroh were relurned 10 Stoul
Air Services when Florida Airways folded on 31 December1926. Two of Ihe Slouts were 2-AT-7 When finally delivered, Florida Airways's Stout 2-ATs were all named after the cities that the airline served. Possibly unique among
(NC 2243) and 2-AT-8 (TN 3944 -TN=Temporary number for delivery purpases), Ihis lasl aircrah the pioneers or any other subsequent company, Florida never identified its aircraft with registration numbers.
was repossessed in Dec. 1927.

11
Who Was First?
THE FIRST CONTRACT AIR MAIL CARRIERS IN ORDER OF FIRST SERVICE
Every one of the trunk airlines of today-those that have sur-
Date CAM Controlled Route Aircraft Remarks Ultimate TItle
vived mergers, take-overs, deregulation, and appalling manage- No. Operator
ment-has some claim to being the oldest in the U.S. domestic
ISFeb 26 6 Ford Motor Compony Detroit-Chicogo Stout 2-AT Had operated private package United
tmnk industry, based on the date when it first carried the mail
service since 3April 25. Route
under the conditions of the Kelly Air Mail Act of 1925. Each
acquired by Stout Air Services
claim is legitimate, provided that the "first" is accompanied by
1Apr 26 10 Florida Airways Carp. Miami-Jocksonville via Ft Myers, Tampa Curfisslark Ceased operations, 31 Dec 26. Eastern
at least one, and sometimes more than one, qualifying adjective
Stout 2-AT Route acquired by Pitcairn
or explanation. The table on this page sets out the facts.
Aviation Inc.
Henry Ford was the first, simply because he was already in 5Apr 26 5 Walter T. Varney Pasco-Elko Swallow Service suspended, 8Apr 16; United
operation-see page 5. But the late Eastern Air Lines claim resumed 6June 26
is often overlooked, because it closed down after nine months 15 Apr 26 2 Robertson Aircraft Carp. St louis-Chicago de Havillond DH-4 Absorbed by Universal Aviation American
of flying. Also, its route was completely disconnected from Corp., 31 Dec 28
all the other contracted air mail routes, and was perhaps 17 Apr 26 4 Western Air Express las Angeles-Salf lake City, via las Vegas Dauglos M-2 After TWA merger an 24 July 30, Delta
regarded as somehow "beyond the Pale." All the other route continued as WAE, and
claimants can point to continuous service on the original name changed to Western Air
routes since the 1926 inaugurations; although one of them- lines, 17 Apr 41
a United ancestor, Varney, was delayed for several weeks
while the aircraft were fitted with more powerful engines to
cross the mountains of the northwest with safety.
Robertson's route, whose flying was overseen by the young
Charles Lindbergh as chief pilot, was to become one of the
components of the Universal Aviation Corporation's airline
system, which, in turn, became the nucleus of American
Airways/Airlines.
Western's start, if not technically the first, was the most
impressive. The "Four Horsemen" pilots managed to main- Among all the contract air mail carriers, the Ford Motor Company United Air Lines claims that, on 5 April 1926, one of its ancestors,
tain unbroken service through the 4,000-foot altitude Cajon was first off the mark, because it was already operating its own Walter T. Varney, was the first. But the Swallow aircraft was under-
Pass, and across the Mojave Desert, to link Los Angeles with corporate air transport service. The Ford-Stout 2-ATs started flying powered and permanent service was delayed by eight weeks.
the transcontinental trunk route at Salt Lake City. Two air- between Detroit and Chicago on 3 April 1925. This was the
lines claim this achievement as their ancestry, Delta because Maiden Dearborn IV
it absorbed Western Air Lines in 1986; T.W.A. because it was
formed as the result of a merger involving Western in 1930.
Both claims are a little slender. Delta did not exist in 1926;
and when T.A.T. merged with Western Air Express, the orig-
inal air mail route was not included in the transaction.
Another "first" claimant is of interest through its ancestor air
mail contractor, Charles Dickenson, who started a
Minneapolis-Chicago route on 6 June 1926. This also ceased
after less than two months, but the contract passed to
American Airlines also has a justifiable claim. The Robertson Aircraft On 17 April 1926, Western Air Express opened services across
Northwest Airways, which re-opened the service and has
Co/poration operated de Havilland 4Bs between St. LDuis and the inhospitable Mojave Desert, to link Los Angeles with Salt Lake
been operating it under the same name (adjusted in 1934 to
Chicago from 15 April 1926, and was then absorbed by the Universal City. The Douglas mailplanes had room for one passenge/;
Airlines) ever since.
Aviation group, the nucleus of the future American Airlines. in an open cockpit.

12
Florida Scrapbook

A clearance among the trees often sufficed as an airfield in 1926. Here,

at Fort Myers, a dapper Reed Chambers surveys the scene with Thomas Edison,
who 110 doubt decided to stick to l1on-aviation-related inventiveness. This Stout 2-AT, No.2 in the Florida Airways fleet, was strictly designated the Ford-Stout 2-AT, as the Motor Company had bought
(A.R.Brooks photograph) out Bill Stout's company. It is pictured here in December 1925, before delivery, in Dearborn, Michigan (Ford's factory).

13
Pitcairn Aviation
With the demise of Florida Airways on 31 December 1926 Harold Pitcairn successfully bid
(see page 10), the air mail service from Atlanta to Miami for the New York-Atlanta air mail
ceased. But service from Atlanta to the north was imminent. contract, but delayed the inaugu-
After the air mail postage rate had been adjusted on ration until he had built his own
1 February 1927 at 1O¢ per ounce, CAM Route 19, New York aircraft for the task and until the
to Atlanta, was awarded to Harold Pitcairn, of Philadelphia. Lighted Airway was completed
On 15 September of that year, he organized Pitcairn Aviation, along the route. He then extended
Inc., as an aircraft manufacturer and air transport operator. mail service to Miami, picking up
His bid was $3.00 per lb. of mail carried on the route. On the dormant contract formerly
23 November he was awarded the dormant Atlanta-Miami held by Florida Airways.
route, now re-numbered CAM 25. Pitcairn thus had one of
the potentially most lucrative routes in the United States, one ~a.:~~_b~;-9- -
that would later be dubbed "The Gravy Run." - - - l
\
"

Harold saw no reason why, as an aircraft manufactur- \

er, he should not provide his own aircraft, rather than

purchase from others, and so was in no hurry to start
service. But William McCracken, Assistant Secretary of This was a true success story. Within a year of opera-
Commerce, ordered him, under the terms of the air mail tions, and in spite of an uncertain safety record (see the fleet
contract, to start New York-Atlanta service no later than list on page 15), Pitcairn had become the fourth largest air
1 March 1928, and Atlanta-Miami service no later than mail carrier in the nation, and the third largest in miles flown.
1 September of that year. But this was entirely with mail, and a threat was looming
By mutual consent and agreement, the inauguration from Big Brother, in the shape of Clement M. Keys, the force-
took place on 1 May 1928, not only because of airfield ful entrepreneur who had rescued the Curtiss Airplane
preparation, but also, more important, the installation of the Corporation from ruin, and had created the North American
Lighted Airway; for Pitcairn was to fly at night, to provide Aviation Corporation, with undisguised ambitions to fashion
the maximum advantage over railroad mail service. Letters a nationwide airline network, using the largest airplanes to
posted in New York by the evening could be delivered to carry passengers as well as mail, and encouraged to do so by
Florida the next morning. With its operations base at the provisions of the Third Amendment to the Air Mail Act of
Richmond, an initial fleet of eight Pitcairn Mailwings, and 1925, known as the McNary-Watres Act, after its
the Lighted Airway, the airline was soon doing good busi- Congressional sponsors. Passed on 29 April 1930, this was a
ness on the route (see map). The air mail check for the decisive measure, providing for air mail payments according
month of June was $25,700. to the space provided and not by the weight carried. Keys had
On 1 August 1928, the air mail rate was reduced to persuaded the acceptance of a formula that assumed 9 lb. of
5¢ per ounce, and on 9 September, business was so brisk that mail per cubic foot of space provided.
a shuttle service was introduced between New York and Pitcairn was in a corner. Keys made it clear that he
Philadelphia. The route was extended to Miami on intended to fly passenger aircraft, either his own Curtisses or
I December 1928, at the low rate of $1.46 per lb., and the Ford Tri-Motors, from New York to Miami, with or without a
fleet increased to 16 Mailwings. These aircraft, strictly mail mail contract. Harold thereupon ordered three Fords on 8
carriers, with no room for passengers, were quite popular, November 1928. A game of bluff ensued, with Keys offering
and Harold received orders from several of the other CAM to buyout Pitcairn, and the latter holding out for a better offer.
carriers, including Colonial, Texas Air Transport, and On 12 July 1929, a deal was struck. Keys bought out Pitcairn The Pitcairn Mailwing was a sturdy aircraft, designed specifically
Clifford Ball. On 1 March 1929, a branch line was opened for $2,500,000, a truly handsome sum in those days. Harold to carry the air mail. It established the important New York-Atlanta-
from Tampa to Daytona Beach, via Orlando. Five days concentrated on manufacturing, including autogiros, as he Miami mail service and was used by several other air mail
later, the shuttle service was extended to Baltimore had acquired the North American rights from Juan Cierva on contractors. NC 2895 now hangs in the National Air and
and Washington. 14 February 1928. Space Museum in Washington.

14
Pitcairn Mailwing
Mail Only • 112 mph
THE PITCAIRN MAILWINGS
Regn. MSN Date,
Na. Na. Service Remarks and Dispasal
Pitcairn PA-S Mailwing
NC 2895 1 June 28 Retired 1933, Now hangs in the Smithsonian.
NC 1515 2 28 Crashed into Stone Mountain, GA, 6May 28
NC 3836 10 28 Crashed 1SAug 28, Old Fort, NC
NC4231 13 Feb 28 Crashed 22 May 28, Richmond, VA
NC 4232 14 Feb 28 Crashed 29 April 28, Greensboro, NC
NC 4233 15 Feb 28 Crashed 2May 28, Philadelphia
NC 4234 16 Feb 28 Operated until Dec 32, sold, 13 May 33
NC 4235 17 Feb 28 Sold 20 Mar 33 Engines Wright Cyclone
NC 5117 21 Apr 28 Crashed 8July 29 lin·flight fire!, Berlin, NJ 220 hp (x 1)
NC 5564 23 May 28 Crashed 26 May 28, EIIerson, VA
NC 5677 26 May 28 Crashed 16 Dec 28, Waycross, GA MGTOW 2,620 lb.
NC 5808 27 June 28 Sold 11 May 33 Max. Range 300 miles
NC 6617 28 June 28 Crashed 30 July 29 (wing failure on test flight) Length 22 feet
NC 6618 29 June 28 Crashed 1Mar 29, Daytona 8eac
Span 33 feet
Pitcairn PA-6 Super-Mailwing
NC 7152 I July 28 Sold 28 Feb 33
NC 7967 10 Oct 28 Converted to PA·7; Jun 32, to PA-7M, Ju133; Sold 12 Dec Harold Pitcairn built an excellent aircraft, specifically with the experience of the Post Office mail carriers flying
34 to NAA.
NC 36E II Nov 28 Crashed 5Sep 29, Jetersville, VA designed to carry mail. He was not the only manufacturer of across the Alleghenies, the Pitcairn pilots would often try to
NC 37E 12 Nov 28 Crashed Daytona Beach, 26 Feb 31; also crashed,22 Aug 32, such a plane, but he sold quite a few, and operated a'sub- complete their missions when the weather conditions were
Rantawles, SC stantial fleet himself. But, as the record shows in the fleet risky. They took risks, and often paid the price.
NC 38E 13 Nov 28 Crashed 13 Sep 29, Ft. McPherson, GA list, the attrition rate was high. At the time, however, Each pilot was assigned an aircraft that was his particu-
NC 127E 14 Nov 28 Crashed 25 Apr 29, Blue Plains
NC 215E 18 Jan 29 Destroyed 15 Mar 30, in hangar fire, New Brunswick, NJ crashed airplanes did not receive the nationwide publicity lar responsibility, so that there was almost a pride-of-owner-
NC 298E 19 Jan 29 Crashed 12 Nov 30 that they do today, and it was much the case of "there goes ship feeling among the crew. Aside from keeping his assigned
NC 338E 20 Dec 28 Converted 10 PA·7M, crashed, 9July 34, Atlanta another one." aircraft spick and span, and well maintained, Pitcairn pilots
NC 353E 21 Jan 29 Converted to PA-7; sold, 31 Dec 34 to N.A.A. To be fair, the incidence of crashes was not always the would install items for their own comfort, such as lights,
NC 354E 22 Jan 29 Crashed 18 Feb 33, Richmond, VA
NC68lE 31 May 29 Crashed 15 Mar 31 fault of the airplane. Although Pitcairn himself was a staunch heaters, or cushioned seats. One pilot fitted a siren, which he
NC 682E 32 May 29 Destrayed 15 Mar 30, hangar fire, New Brunswick, NJ advocate of "Safety First," his pilots were still impregnated would switch on as he flew low over a community and caus-
NC 683E 33 May 29 Withdrawn 33, sold to J.C. Morby with the daredevil spirit and the admirable, though often fool- ing no little concern; but this device fell silent after he tried it
NC 684E 34 Aug 29 Sold 37 hardy, determination that "the mail must go through." As on the Marine Base at Occoquan.
NC 804H 44 Jul29 Crashed 25 Mar 30
NC 545K 45/85 Jul29 Built from parts of original NC 545K and NC 37E
NC 546K 46/86 Jul29 Converted to PA-7M (EAT 861; reverted to PA-6, Nov 32,
crashed, 19 Nov 32, Chester, SC
NC 69M 52 Aug 29 Retired 30
NC 70M 53 Aug 29 Destrayed 1SMar 30, hangar fire, New Brunswick, NJ
NClIM 54 Aug 29 Converted to PA-7, Jul 33; to PA-7M, Jun 34; Sold, 31 Dec
34 to N.A.A.
NC 877M 56 Sep 29 Withdrawn 36
NC 876M 57 0(t29 Sold 36
NC 825N 60 Nov 29 Sold to Delta Air Lines
NC 826N 61 Nov 29 Withdrawn 33
Pitcairn PA-3 Orawiag
NC 572V I 34 I I
Operated 1930-31, for route surveys
Pitcairn PA-8 Super Mailwing
NC 10750 161 Jan 31 Retired 34 The Pitcairn PA-3 Growing (NC572V) was one of Harold Pitcairn's With an extended fuselage, the Pitcairn Super Mailwing could carry
NC 107S1 162 earlier designs, and was used only for route surveys in 1930-31. more fuel and more mail than its predecessor.
NC 107S2 163
NC 107S3 164 Sold 3S
NC 107S4 165 Retired 31
15
North American Aviation
The conglomerate North American Aviation that took over the

~
Pitcairn operation was an impressive organization. Its driving
force was Clement M. Keys, who had rejuvenated an ailing
company. The corporation had been founded on 6 December
HE__AIRLINES OF NORTH AMERICAN AVIATION
1928 as an investment trust, and under Keys's ambitious drive, -Fourrded-b.y. ~J~~ent M. ~eys, 6 December 1928 (~\
it quickly became a holding company for many other - - - - - - --. - '" .........: , 1
enterprises, both in the United States and overseas. Control purchased by Get1eral~tc(.~(... j
"":;.,,.. ~--~'<

Keys represented the controlling interest of the largest stock-

holder, the Curtiss-Wright Corporation. Six months before
the Pitcairn deal, North American had purchased the Sperry
Gyroscope Company; and shortly after Pitcairn, it acquired
Berliner-Joyce and the Ford Instrument Company. Through
an important subsidiary, Intercontinent Aviation, the Keys
interests had founded, or sponsored by partial investment,
airlines in Cuba (Compania Nacional Cubana de Aviac;i6n,
Curtiss, S.A.), Peru (Compania Aviation Faucett), and China
Airways Federal.

Having bought Pitcairn's airline operation on 12 July 1929

(see page 14) North American moved the executive offices
from Philadelphia to New York, to the Sperry Building in
Brooklyn. Strictly, Pitcairn became a wholly-owned sub-
sidiary of New York and Atlantic Seaboard Express, and on
15 January 1930, the name was changed to a more appropri-
ate Eastern Air Transport.

RlEGD

or lease, until the new Curtiss Condor aircraft were

delivered. This makeshift fleet consisted of a couple Fokker F·l0
of Fokker tri-motors, listed on this page, Fleet Regn. MSN Date of Remarks and Disposal
,and a . few Ford Tri-Motors, listed on the
opposite page.
No. First Service
40N Aug 30
} Rented from Fokker until Nov 30
529M
Even though the airline business had grown
explosively, with Big Business grasping con-
trol, the practical arrangements were still
almost casual, with crew and passengers alike
able to stroll on to the airfields and approach the
aircraft, even with the engines and propellers run-
,.
As a temporary measure, therefore, a few pas- ning. Note that, on an early boarding pass, the old
senger-carrying aircraft were acquired, by rental, Pitcairn insignia was still retained.

16
12 seats· 105 mph

Engines Wright Whirlwind

220 hp (x 3)
Artist's Note: As with the Ford-Stout 2-AT (page JJ), the exact MGTOW 10,000 lb.
By mid-1929, the U.S. airlines were sparring for position as Max. Range 560 miles
the impending changes in the system of air mail payments representation of the corrugated-skin fuselage cannot be
drawn to exact scale Length 50 feet
forced them to plan with national, rather than regional per-
spectives. Not only were amalgamations and alliances in the
Span 74 feet
works; the new laws would encouraoe the use of laroer air-
craft, and revenue from passengers b would supplem:nt the
Size comparison with the L 1049G (p.53)
mail payments that were liable to decrease.
Outstanding among the transport aircraft of the late
1920s was the Ford Tri-Motor. Developed from the earlier
principles of designer Bill Stout (see page 11), the all-metal
Ford was superior to the metal-framed/wooden Fokker F-I0.
And the much-publicized March 1931 "Knute Rockne" F-lO
disaster effectively eliminated Ford's competition.
The aircraft quickly became the standard equipment for
the aspiring airlines of 1929, deriving much impetus from its
selection for Transcontinental
FOKKER F·l 0 FLEET Air Transport (T.AT.), the
Dote 01 "Lindbergh Line."
Regn. MSN First Service Remarks Deliveries were made to the
NC8048 1005 mid-1931 leased from lA.T. Pitcairn/ Eastern operation in
NC8047 1006 mid-1931 leased from TAl 1929 but they were not used
much. Great faith was put on
FORD TRI·MOTOR FLEET the Curtiss Condors, which
were bigger and more com-
Fleet Dote 01 fortable-at least in the pub-
No. Regn. MSN First Service Remarks and Disposal
licity pictures. But they were
NC8401 4-AT-63 22 Jun 29 Delivered to Pilcairn. To Inlercanl Avialion just as noisy as the Fords,
(for Cubona) lOcI 30 and earplugs were necessary.
NC8407 4-AT-69 16 Nov 29 Delivered 10 Eastern. Now flying wilh Ihe E.A.A. 01 Oskkosh. Normal conversation in the
NC8408 4-AT-70 20 Nov 29 Delivered 10 Pitcairn
cabin was very difficult. This picture of all Eastern Air Trallsport Ford 4-AT Tri-Motor was takell ill 1929, when the airline still
69 NC41DH 5-AT-C 24 Oct 3D Delivered 10 Easlern, 16 Oct 3D, Sold 10 TWA, 26 Apr 33
retained the illsignia of Pitcairn Aviation.

17
Eastern Air Transport
Partly because Clement Keys and North American Aviation realized that the inherited
Pitcairn route network had considerable potential for passenger carrying; and partly
because the demonstration of such ability would favour its bidding for lucrative air mail
routes under the pending new legislation being discussed at the highest levels during
1929; Eastern Air Transport began passenger service on 18 August 1930. The first route
from New York was only as far as Richmond, and apparently the great Curtiss organiza-
tion was not at the time able to supply aircraft from its own factories. Thus, for a few
months, the mail-carrying Pitcairn Mailwings were supplemented by Fokker F-lOs and
Ford Tri-Motors, under various leasing arrangements.

Eastern's passenger network was consolidated in a more respectable fashion on 10

December 1930, when Curtiss transport aircraft from its own stable became available. On
that date, the 18-seat Condor 18s (or COs) went into service from New York to
Washington, where the travel demand was greatest; and the 7-seat Kingbirds opened the
service through to Atlanta.

On 1 January 1931, passenger service was extended from Atlanta to Miami, via
Jacksonville, with a branch line from Daytona Beach to Tampa and St. Petersburg. On
I April, a coastal route was added, from Richmond, for passengers and mail (see map),
thus shortening the direct flights from the northeast to Florida. On I October the larger
Condors replaced the Kingbirds as far as Jacksonville, and on 23 October a branch line
connected Norfolk with Richmond. Atlanta was connected directly to Savannah on
I December.

At the end of the year, the airline had carried 32,000 passengers. Although its aspirations
to be a party to the upcoming transcontinental air mail routes were frustrated by the
airline in-fighting and the desires of the postmaster general Walter Brown, it had
other advantages. Not only was it able to operate-for many years, exclusively-the
vacation-oriented Florida "Gravy Run;" it made the direct connection with all Latin
American-bound traffic at Miami with the United States "Chosen Instrument," Pan
American Airways.

With such marketing assets, Eastern's future was assured.

.. it
The Gravy Run
With the consolidation of the route network between the populous northeast (with its frigid win-
ters) and the ever-summer Florida, Eastern Air Lines was sitting on an air transport gold mine.
In 1932, the aircraft were still ponderously slow and short in range; but in an Astonishingly short
time, this situation would undergo a metamorphosis. In 1934 came the DC-2s, and in 1936 the
DC-3s, fastel; longer-ranged, comfortable air liners. And until 1944, Eastern had the monopoly of
what was, at the time, the biggest money-making route in the world.

18
Curtiss Kingbird
6 seats • 11 5 mph
The Curtiss manufacturer named its aircraft after birds, and this
aircraft was named appropriately, as one of the family of fly-
catchers is named the Eastern Kingbird. Designed by Theodore
Wright, the prototype was approved on 27 July 1929, shortly
after North American Aviation had purchased the Pitcairn air-
line and its mail contracts, and when the industry was moving
seriously into the business of caITying passengers.
The two engines were located close to the fuselage, to
avoid yawing, but this resulted in a noisy cabin, uncomfortable Engines Wright Whirlwind
for the passengers. The design was quickly improved, but this 440 hp (x 2)
needed improvements to the tail assembly, with twin vertical MGTOW 5,870 lb.
stabilizers and an extra horizontal tail-plane. This Model J had Max. Range 450 miles
six seats and had Wright R-760 engines for improved perform-
ance. Except for the first three, all Kingbirds were built at the
Length 35 feet
Curtiss-Wright plant at Lambert Field, St. Louis, Missouri.
Span 55 feet
Interestingly, this same tail assembly general design was
used on the larger Curtiss Condor 18s, along with the extra Size comparison with the L 10496 (p.53)
struts and wires.

Until the change of name in 1934, Eastern retained the

Pitcairn insignia. This one appears to have emphasized
the absorption of the Ludington Line (see p. 26).

CURTISS D2 KINGBIRD FLEET

Fleet Regn. MSN Dote of Remarks and Disposal
No. First Servile
201 585N 2001 Jul30 Sold April 33 10 TWA, then to Colombio
202 586N 2002 Aug 30 Sold April 34
203 588N 2003 Sep 30 Sold April 33 10 Costa Rico
204 589N 2004 Aug 30 Sold 31 De, 3410 N. Americon Aviolion
205 599N 2005 Nov 30 Burned at Atlonlo, SSep 31
206 600V 2006 Dec 30 Sold SApril 34 10 Colombio
207 601V 2007 De, 30 Sold 0,1 32 10 Curliss-Wrighl, Turkey
208 602V 2008 Jon 31 Sold Oct 32 10 Curtiss-Wrighl, Turkey
209 620V 2009 Dec 30 Sold 31 De, 34 to N_ Americon Aviotion
210 621V 2010 Jon 31 Sold 27 July 34 to EW. Kingsley
211 622V 2011 Jon 31 Sold 4June 3410 Jomes Drummond
212 626V 2012 Feb 31 Sold 31 De, 34 to N. Americon Aviotion
214 628V 2014 26 Mar 31 Sold 23 Nov 34 10 Cosio Rico
215 629V 2015 17 Apr 31 Withdrawn from use, 2Apr 34
216 De,31 Returned 10 Curtiss Wrighl Feb 32

All oircraft ex,epllhe losllhree were renled from Curliss

One of Eastern Air Transport's Kingbirdfleet, NC621 V, warms up its engines. Wrighl unlil 23 Morch 31, Ihen purchosed.

19
Passenger Service
The year 1929 could be termed the transition year for air trans- served at Richmond, and dinner at Jacksonville. orthbound,
port in the United States, for until then, the emphasis was taking off at 5.20 a.m., breakfast was at Jacksonville, and din-
entirely on the carriage of mail. This was the source of three- ner at Raleigh. Aircraft were equipped with two-way radio
quruters, if not more, of the airlines' income, and the inspired and were multi-motored, amenities which, only a few years
efforts of the Hoover administration's new postmaster general, previously, were not available.
Walter F. Brown, had not yet taken shape or come into effect. In addition to the Florida vacationers, a flag stop was
The airlines had to look after their passengers, many of sometimes made at Brunswick, Georgia, "to drop off hunters,
whom were apprehensive of taking to the air. The airlines had fishermen, and yachtsmen, bound for Jekyl Island and Sea
to provide stewards, rather like the railroads, and, in some Island." And at Atlanta, passengers could enjoy a "good
cases, stewardesses. United Air Lines's ancestor, Boeing Air southern meal for seventy-five cents at the Candler ("Coca-
Transport, can rightly claim to have been the first to employ Cola") field restaurant."
the ladies, but Eastern was not far behind. And indeed, their Until 1933 and the T-32 Condors (pages 24-25) Eastern
hostesses, as they were called by the company, were more continued to use the Pitcairn insignia.
than nursemaids, as the charming picture on this page shows.
They did not serve meals, but Coca-Cola was on the
menu. On the southbound New York-Miami flight, lunch was .....·...-"'ESii;::=::.
-, i( .~.......f< Fe

The passengers en route to Miami certainly needed a few Cokes. As

indicated by this Eastern timetable in the Curtiss Condor era, the
journey took ONLY 830 minutes. With two stops for meals on the
ground, this 1,200-mile route was still quite an adventure.

.. ~../'--- .M
@ll!lll.~ ~l@~~iW'!Jrn$Ij:~@~i~~~!
~~~~lT~~ &O~ 4JL'JMJ§~

rtJ
S~~.ll/I)

II~.;;-
wu•• U5l'%il1&umwt:>!Iltl:
l~
_R"~_~;_

'~
:AIJ.I

;;s:
7,lOJ,li
: ". 'Ulorl<tUT
... 1'!»1'II

.
".
".
IIn..rl<,uTllOU 7:05l'\l

"
~
~~:~.
". ,t26,201'11
lO,20JJl
1l'15 a I,.
JO' ...
~.
~.

~= ...
~.
~.

~;5E
5 f'1l
=5'.'ll'll

!~:~S ~
~.

.
\ ,.. blel~h
,,.... , H"35P11
~.

'"
~§;~- ,,, .
m ,"...
~ lo50l'Il
2,~; l'II
~'}5 I'll
~ .,. ...
~. ll'35J.1l
')5:<11 I4S ~. ~. \O'35oUl
5:~5 1'1" 0 ~. 9:lj}.!l
~
~~~ ;~-
~r~ u>o
...". ~.
~~""lle.eb ~.
~.
:~~~
5'20,\1/
-
"~­
L_ t>I.~e~""
.illD>.lol_
Slop 0- ~nuJ' SI"P ! w il...Ict... ~ Slop

~< ROUNDTRIPI'ARE NfWYORK·MIAMI$129.77

t~. \~t""""t1.,.,...." .... H"'.<1.~.,
This Imge biplane did not receive much commendation from its users, which consisted almost entirely of the companies qffiliated to its manu-
~.~~.~,IYc.
r~. r.r!< Cit)'. factura One pilot claimed difficulty in persuading the tlVo wings to fly ill formatioll; and the forest of struts and wires crealed a dislurbing
soulld as though the aircraft was ill constant pain.

20
Curtiss Condor CO (or 18)
18 seats· 118 mph

Artist's Note: This airplane's attractive

appearance, as drawn, was not reflected in
its operational achievement

Size comparison with the L 1049G (p.53)

Engines Curtiss Conqueror

1,200 hp (x 2)
MGTOW 17,678 lb.
Max. Range 500 miles
Length 58 feet
Span 92 feet

CURTISS CO (CURTISS 820)

Fleet Date 01
No. Regn. MSN First Service Remarks and Disposal
1 NC185H G-1 Aug 31 Previously with T.A.I; then leosed;
purchosed on 11 Morch 32, Nework, NJ
Croshed 15 Jon 33
2 NC725K G-2 July 31 Previously with T.A.I; then leosed; pur-
chosed on 21 Oct 31. Sold Nov 34 to
Chomberloin Flight Service
3 NC985V G-3 Moy 31 Previously with IA.l; then leosed; pur-
chosed on 21 Dc!. 31. Sold Moy 35 to
North Americon Aviotion
4 NC726K G-4 Nov 30 Leosed, then purchosed, 26 Jon 31. Sold
April 36 to Chomberloin Flight Service
Eastern Air Transport made much of its on-board 5 NC727K G-5 Dec 30 Leosed, then purchosed, 26 Jon 31. Sold This picture oflhe Curtiss Condor CO (or 18), though attractive
service in its promotion. And things were different July 35 to Chomberloin Flight Service enough as a latter-day large biplane, belies its pelformance_ TWA's
in the early 1930s. Smoking was encouraged, a 6 NC728K G-6 Dec 30 Leosed, then purchosed, 26 Jon 31. Sold Chief Engineel; described it as an aerodynamic monstrosity. Pilots
practice that today would be regarded as undesir- Aug 35 to Chomberloin Flight Service were hard pressed 10 avoid conslant "Dulch Rolls, " and passengers
able, 01 leasl. Wilh the aircraft in those days, il were prone to airsickness because of Ihe weaving motion.
was probably dangerous. And there was no evi- All oircroft leosed from North Americon Aviotion, which controlled Curtiss-Wright, 011 port of the
dence of seat-bells. conglomerote formed by Clement Keys, until 23 Morch 31, then purchosed.

21
New York Airways
This company had originally been organized by Juan Trippe Promotion for New York Airways was persuasive, as
and a group of influential friends to bid for the New York- shown by the extracts from publicity pamphlets on page 23.
Boston mail contract against Colonial Air Transport. Neither This may have been one of the earliest versions of what
company won, but the two joined forces under the latter's was, in later years, to be termed the Inclusive Tour. Even in
name. The former was incorporated as Southern Air Lines, the early 1930s, the price must have been attractive. The
Inc., on 8 July 1927, six days after the Trippe group had normal one way fare was $14.45, and a special commuta-
formed the Aviation Corporation of the Americas, later to tion ticket cost $100 for eight one-way trips. Passenger
become Pan American Airways. Southern was acquired by boardings during the summer months were measured in
Trippe's corporation, and retained as a subsidiary, renamed as the thousands.
New York Airways on 27 June 1928. The wording in the left-hand column opposite is self-
It began service on 1 June 1930 from North Beach air- explanatory. Additional incentives explained were to the effect
field (the old Curtiss-Wright Field, now LaGuardia Airport) that "you leave the heat and noise of New York in a luxurious
to Atlantic City, with a fleet of two Ford Tri-Motors, a Fokker multi-motored airliner, manned by experienced transport pilots,
F-lO, and a Sikorsky S-38 floatplane. On 2 August, the route a radio operator, and a steward." Also, "....ifyou just want some
was extended to Washington, via Baltimore. real fun, invest in this Air ClUise to Atlantic City. No other
On 15 July 1931, Pan American sold New York Airways investment you can make today will yield such dividends in
to Eastern Air Transport, to make a valuable addition to that health and pleasure." Accommodation was either at the
airline's map. Ambassador Hotel or at the Ritz.

This picture of a New York Airways Ford Tri-Motor is a Model 5-AT (NC-4! JH) posing for the camera at Atlantic City. This Ford was one of the few that were fitted with "wheel-pants," intended to reduce
aerodynamic drag from the lal/ding gem: 01/ the left is one of the limousines used to tramier the clienti!le from the ai/port to the beach-side hotels.

22
Inclusive Tour

FLY TO ATLANTIC CITY

ONLY 55 MINUTES BY AIR

LI V E ATTHEAMBASSADOROR
RITZ - CARLTON HOTELS

ENJOY OCEAN BATHING DI-

RECT FROM HOTELS

S49~
INCLUDES ROUND TRIP
8 Y A I R, ROO M WITH 8 A T H
FOR 3 DAYS, AND B MEALS

NEW YORK AIRWAYS, IHC.

COOPERATING WITH THE

23
/
General Motors Takes Control
On 24 April 1930, President Hoover signed into law the even maintaining the survival of his empire by transferring gear was (partially) retractable. Altogether, it flew about 60%
McNary-Watres Act and the face of commercial air transport his own investments. His health suffered, and he retired from faster than any of the other transport aircraft of its day.
in the United States underwent a metamorphosis. Hitherto, as the scene of multi-million financial manipulations. On 28 The other revolution was political. Postmaster General
many as thirty different companies had operated what would February 1933, the great General Motors Corporation pur- Brown's grand plan was for a coordinated national airways
now be called regional networks, even commuter systems. chased control of North American, through its subsidiary, network, based on soundly financed and well-organized cor-
Only one, operating from San Francisco to Chicago, could General Aviation Corporation, for $3,676,000. In addition to porations. But some of the disgruntled aspirants for lucrative
claim to challenge the railroads as an effective alternative. Eastern, it controlled Western Air Express and mail contracts claimed that the systematically-devised oli-
They all aspired to obtain mail contracts. Some of the lucky Transcontinental & Western Air (TWA), in essence about a gopoly had been the result of favoritism and possibly corrup-
ones managed to come close to breaking even and a couple third of the United States air transport industry. tion. The "Air Mail Scandal," as it later became known,
even made money; but most of them went into the red. Those General Motors even changed the name of Western to resulted in the Black Committee, whose revelations resulted
that tried to operate without the mail were doomed from the General Airlines, and toyed with the idea of going into the air in the cancellation of all the old mail contracts. The Army Air
start, simply because the operating costs and overheads of transport airplane manufacturing market. But this was the Corps was not able to substitute adequate replacement
running an airline were too high. The aircraft were technical- limit of its direct penetration into commercial aviation. When service, and new contracts were quickly put into effect.
ly inefficient, operationally unreliable, and too small to offer it took over, the Eastern flagship was the Curtiss T-32. These One of the provisions of the new Black-McKellar Act
minimal comfort standards for passengers. Furthermore, most had only just gone into service but their life was short, as two of 1934 was that no company involved in surface transport,
of the small companies were not yet educated into the special more revolutions were about to take place. land or sea, road or rail, could be involved in the airline busi-
organizational requirements for running an airline. One was of technology. In 1933, Boeing produced a new ness. Thus General Motors was forced out of aviation almost
With the passing of the act, mail payments were paid transport airplane, the Model 247, one which later historians as soon as it had thrown its hat into the ring. Interestingly, for
according to the capacity offered, with a formula to encourage would call the first "modern' airliner. It was a monoplane; the different reasons, the other major car manufacturer, Ford,
or compensate for special circumstances. This replaced the for- structure comprised the technique of stressed skin instead of had already withdrawn from the field, and had stopped
mer system of paying by weight carried, which was always a tubular steel; it was aerodynamically clean; and its landing building airplanes.
gamble. The new volumetric-based scheme stimulated the
introduction of larger aircraft, so as to supplement mail pay-
ments with passenger revenues, and, as noted in this book, air-
craft such as the Fokker F-lO, the Ford Tri-Motor, and the
Curtiss types soon comprised the fleet rosters of the airlines.
These were no longer local mail carriers. The stimulus
from the government through the McNary-Watres Act com-
bined with a new interest, almost enthusiasm, in flying by the
general public. This had been caused mainly by the remark-
able trans-Atlantic flight by the 25-year-old air mail pilot,
Charles Lindbergh, who followed his epic achievement with
a goodwill tour of the United States, visiting everyone of the
forty-eight, encouraging local authorities to build airfields,
develop air-mindedness, and sponsor airline activity.
One result was that the financing of airlines was no
longer a local affair. Big Business got into the act. Control of
the new larger groups passed to organizations such as the
Pennsylvania Railroad, the United Aircraft Corporation
(Boeing and Pratt & Whitney) and the Aviation Corporation
of America, and (see page 16) Clement Keys's North
American Aviation. The directors were no longer car dealers
or aviators; they were bankers.
But even Keys was not omnipotent. In spite of his This side-view pictllre of the Condor T-32 call be compared to that of the Type CO (01'18) on page 20. The ponderous tail assembly of the older
grandiose plans and bold initiatives, he over-reached himself, design had been cleaned up, the fuselage lIIas aerodynamically cleane/; and the more paille/fit! radial engines improved the cruising speed.

24
Curtiss Condor 1-32 Engines Wright Cyclone
1,400 hp (x 2)
14 seats. 145 mph MGTOW 17,500 lb.
Max. Range 650 miles
Length 49 feet
Span 82 feet

As previously noted, the biplane was a dying breed. This States, when it demonstrated a Size comparison with the L l049G (p.53)
variant of the Curtiss Condor was the last large biplane built coast-to-coast 20-hour schedule
in America. Only in Great Britain, where the 40-seat Handley
Page HP-42s provided slow but elegant service (complete All the Fokkers, Fords, and the
with five-course meals) on the London-Paris and other earlier Curtisses, as well as
European routes, did the biplane survive through the 1930s. other miscellaneous types, were
This Condor was able to provide sleeping accommodation for immediately rendered obsolete.
American Airlines on its transcontinental routes, but the lim-
ited range, the noise, and the vibration: all these factors, did
not provide much opportunity for sleep. As for Eastern, it had
no sooner introduced the new Condors into service in March
1933 when the revolutionary Boeing 247 monoplane
changed the entire world of air transport in the United

CURTISS CONDOR T·32

Fleet Regn. MSN Dote of Remarks and Disposal
No. First Service
21 NCI2353 21 23 Mar 33 Sold Moy 37
22 NC12366 28 3June 33 Sold July 37
23 NC12367 29 13 June 33 Sold April 37
24 NC12368 30 24 June 33 Sold April 37
25 NC12369 31 30 June 33 Sold May 37
26 NC12373 34 27 July 33 Croshed 21 Sep 33
27 NC12374 35 7Aug 33 Sold May 36 This Condor T-32 picture can be compared with that of the Type CO (or 18) on page 21. For a biplane, it was sati;factory, both in peiform-
28 NC12375 36 16 Aug 33 Sold Apr 37
ance and capacity. But it was still noisy and its life was short, being completely outclassed by the new generation of airliners that were to
29 NC12376 37 24 Aug 33 Destroyed by fire 23 Jon 35
enter service from /933 onwards.

25
Ludington Air Lines
As early as the summer of 1928, there had been a The New York-Washington round trip was priced at $23.75-
Washington-New York Air Line, operating with Ryan less than the Pullman rail fare-and the flying time was less
Broughams, and improved the following year with Lockheed than two hours, compared to the five hours by train. Such was
Vegas, which could fly non-stop in 90 minutes. C. Townsend its popularity that, within a year, it was carrying 60,000
Ludington, a Philadelphia businessman, had also operated, in passengers annually, or a quarter of the United States total.
August 1929, the Cape Cod Airway (also listed as the And in the first quarter, it made a profit, unheard-of for a
Ludington Flying Service) from Camden, Valley Stream, passenger carrying airline without a mail contract.
Long Island, to Woods Hole, Massachusetts, via points in As shown on the map, extensions were made, and the
Rhode Island, using a Travelair 6000 and a Fairchild 71. Then Ludingtons pressed hard to obtain a mail contract, but were
on 1 September 1930, the talents and resources of these two not pleased when postmaster general Walter Brown awarded
operations were combined to make a definite mark in the it to Eastern Air Transport, although the Ludington bid was
annals of air transport history in the United States. considerably lower. There were many recriminations and the
With his brother Nicholas, Ludington began service on affair was high-lighted during the "Air Mail Scandal" inves-
1 September 1930 in dramatic fashion. With ex-T.A.T. airline tigations in the Spring of 1934. But Ludington Air Lines (as
executive Paul Collins and Gene Vidal, plus the famous it had become by December 1932) did not fit into Brown's
Amelia Earhart as co-directors, they launched the New York, master plan for the airline industry, and he invoked his
Philadelphia and Washington Airway Corporation, but privilege of defining who was the "responsible" bidder.
known familiarly as the Ludington Line. Using at first 6-seat After the initial success, the Ludingtons were losing
Lockheed Vegas, then ten-seat Stinson tri-motors, it began money, and made a last-minute attempt to qualify by expand-
right from the start with ten flights a day, advertised as "On ing the operation northward to Boston in December 1932,
the Hour, Every Hour," a slogan that has passed into the air- and southward to Nashville on 23 January 1933. But it was
line vocabulary as the accepted standard of good airline serv- not to be. On 15 February 1933, the company was taken over
ice, and which became known as a shuttle service. by Eastern Air Transport as its Ludington Division.

(
0
I

26
Stinson SM 6000
10 seats. 110 mph
Ludington began service with Lockheed Vegas, which were
demonstrably faster than the Fords and the Fokkers that had
become the standard equipment for the pioneering airlines of
the late 1920s. But the passenger demand was such that, as nar-
rated on page 26, larger aircraft were needed. The choice was
the Stinson SM 6000, one of many models produced by that
company. It was not an all-metal aircraft, like the Ford, and it
was slower than the Vega. It was, however, reasonably com-
fortable, and for the short distances involved, and in the well-
STINSON SM 6000 TRI·MOTOR
developed airline environment of the New York-Washington
route, the technical requirements were not excessive (no moun- Fleel Regn. MSN Dale of Remarks ond Disposol
tains to cross) and the speed, twice as fast, at least, as the train, No. Firsl Service
was adequate. And for the Ludingtons, it was economical, as a 9 NC 974W 5005 15Feb 33 Sold Aug 33 10 Notionol
Stinson was only half the price of a Ford. 10 NC 975W 5006 Sold Aug 33 Airways
Compared to other transport aircraft, the Stinson has 11 NC 976W S007 Sold Feb 34 (Boslon-Moine)
12 NC 977W 500B Sold Mor 35
often been overlooked by the chroniclers of airline history.
14 NC 97BW S009 Sold Aug 33 10 NOlionol
And the fact that these aircraft carried such a high percentage Engines Ly(oming R·680 15 NC 429Y 5011 } Sold Feb 34 Airwoys (Boslon-Moine)
of the total airline traffic in the United States (see page 26) is 645 hp (x 3) 16 NC 475Y 5012 Sold Mor 35 10 Fronklin &
often forgotten. MGTOW 8,500 lb. 17 NC 10B07 5029 Boker (Nolionol Airlines, Floridol
Max. Range 400 miles
STINSON SM·IA JUNIOR lB NC 10BOB S030 Sold Feb 35 10 Chicogo & Soulhern
Length 43 feet
Fleel Regn. MSN Dale of Disposol Span 60 feet losl fwo aircroN were SM 6000B. Fleel acquired by Eoslern wilh acquisilion of
No. Firsl Service ludinglon (Ihere wos no Fleel No. 13).
30 NC 46BY M4275 15 Feb 33 Sold May 33
Size comparison with the L 10496 (p.53)
Acquired with mquisilion of ludington.

CONSOLIDATED HEETSTER
Fleel Regn. MSN Dale of Disposal
No. Firsl Service
34 703Y
35 704Y } 15Feb 33 Token over from ludinglon
36 70SY Sold, June 33

Right Photo: This Ludington Stinson

is pictured at Washington s Hoover
• Field (on land now occupied by the
Pentagon). The Stinson is compLi-
mented by the description as an air-
liner-an early use of the word. In the
early 1930s, passengers did not have
to walkfar to get on board_

Left Photo: One of the ai/planes at

Washington Airport.

27
Eastern Air Lines
President Roosevelt cancelled all the air mail contracts at 4 Capt. E. V. "Eddie" Rickenbacker Walter Folger Brown, a lawyer
p.m. on 9 February 1934. He had done so on the advice was a completely different person- from Toledo, Ohio, was President
mainly of Karl Crowley, solicitor to Postmaster General ality to Blown, whom he 1V0uid Hoover's Postmaster General who
James Farley, who had taken over from the Republican have regarded as a dull bureaucrat. realized that the United States
Walter F. Brown. The latter had laid the foundations of the An aviation hero of the Western airlines were an uncoordinated
United States airline system by recognizing the adolescent Front in the Great War of 1914-18 collection of mainly regional routes.
industry as a national, rather than a regional or local asset to the (the famous 94th Aero Squadron) Using his authority to control the
country. He had, by manipulating a system of selective mail he was flamboyant and confronta- mail contracts on which they all
route allocations, created three transcontinental trunk routes, tional. He was named General depended, he organized a cohesive
linked by several north-south cross connectors. This was a Manager of Easten! when North national system. He can take credit
master plan, but some of the smaller airlines (many of which American Aviation took over the for establishing the U.S. airline
had sold out to the surviving trunk operators) claimed unfair assets of Easten! Air Tramport, industry as a powerful mode of
discrimination. What became known as The Air Mail Scandal which was the operating trade transport, and one that would soon
ensued, when their protests were accepted and Farley name of the parent company. lead to global dominance.
took action.

The President asked General Benjamin Foulois, Chief of Black-McKellar Air Mail Act of 1934
the Army Air Corps, if his organization could step in and became law on 12 June, Eastern was in con-
carry the mail. He could hardly have refused, even though he trol of all the main routes east of the
must have known that his pilots were not trained for that kind Mississippi, except from the Northeast to the
of work, and that his aircraft were unsuitable. Added to this Great Lakes, and it was poised to take its
technical and operational inadequacy was the incidence of place as one of the Big Four airlines of the ,
/-'
,
\
the worst weather conditions in the Rocky Mountain region United States.
.'

for the last 50 years. The result was disastrous. Eleven pilots - -~', Indianapolis
,
were killed, and although nine of these were on training Only four years previously, Eastern had only Service ;':;,Route AM fO
flights, the opponents of the cancellation measure had a field just begun passenger service, to take advan- (Chicago-Jacksonville)
day. Charles Lindbergh condemned Roosevelt's action, and tage of the new opportunities offered by started l' June 34-'J'
,~
Eddie Rickenbacker described it as "legalized murder." Walter Brown's legislation that encouraged
the use of larger aircraft so as to take the air-
Roosevelt was quick to recognize the political danger. On 30 lines into wider horizons than simply carry-
March 1934, new bids were invited for the coveted air mail ing the mail. The Pitcairn Mailwings were
routes. The Air Corps continued to maintain the service- soon replaced by the revolutionary Douglas
with commendable success, as its pilots gained experience DC-2 (see opposite page) and that sturdy
and the weather improved-until I June. Then the former air- mailplane flew its last service on 16 October -',
lines substantially took over the same network, with only a 1935. A new era had begun.
few changes, that Walter Brown had fashioned.
In addition to the highly lucrative route from
Eastern Air Transport did well. It had to change its name to the Northeast direct to Florida, Eastern estab-
Eastern Air Lines, to comply with the terms of the new con- lished an operational hub at Atlanta. This
tracts, but it gained new strength. It not only retained the soon became an aerial crossroads and the
Gravy Run from the Northeast to Florida, direct and via Georgian capital's airport was eventually to
Atlanta; it was the successful bidder for routes from Chicago rank as one of the busiest (and in some years
(thus tapping the Great Lakes area) to Florida; and it gained the busiest) in the world.
an extension of its Route 5 to New Orleans. By the time the
REGD 93"W 84°W

28
Douglas DC·2
14 seats • 170 mph

o • •
. ,• • • "''*"

Engines Wright Cyclone

710 hp (x 2)
MGTOW 18,200 lb.
Max. Range 800 miles
Length 62 feet
Artist's Note: When introduced into Eastern service in 1935, the Great Span 85 feet
Silver Fleet slogan was well directed. The gleaming metal must have been
The Boeing company had, in 1933, launched the revolution- eye catching at the drab airfields of the 1930s
ary lO-seat Model 247. With its semi-monocoque fuselage,
stressed-skin construction, its two engines faired into the wing
design, and other refinements, its 160-mph speed excelled Size comparison with the L 10496 (p.53)
that of the 100-mph Ford to the extent that historians would
judge it to be the world's first "modern" airliner. It went into
service with to the Boeing-associated United Air Lines on 30
March 1933, and in a misjudged decision, Boeing would not
release any 247s to other airlines.
T.W.A.'s Jack Frye was incensed and circulated a spec-
ification for a better airliner to five other manufacturers. The
rest is history. Douglas won the competition with its l2-seat
DC-l design, quickly modified to the l4-seat DC-2. Its fuse-
lage was bigger and, compared with the 247, far more com-
fortable, as the main wing spar went underneath the cabin DOUGLAS D(·2
floor, not through it. It went into service with T.W.A. on In preparation for the technical upgrading of Eastern's
Fleet Date of
1 August 1934, but Eastern was not far behind, on No. Regn. MSN First Service Remarks and Disposal flying crew, from the pedestrian Condors to the sprightly DC-
19 November. With this aircraft, Rickenbacker launched The 2s, the airline acquired two Stinson aircraft, for instrument
321 NC 13731 1257 6Jon 35 Sold Jon 41
Great Silver Fleet slogan, one which became familiar to training. The Stinson U had a Wright Cyclone engine, the
322 NC 13732 1258 " Crashed 19 De' 36, Port Jervis, NY
the public as the epitome of sophisticated air travel in the 323 NC 13733 1259 "
same as the DC-2's.
Sold Oct 40 10 RAAF
United States. 324 NC 13734 1260 30 Nov 34 Crashed 18 Feb 37, Atlonto
The year 1934 saw the introduction of two great airliners 325 NC 13735 1261 31 0,134 Crashed 18 O,t 3B, Monlgomery STINSON U
that revolutionized the airline industry. One was the Sikorsky 326 NC 13736 1286 " Sold Sep 40} MSN Date of
S-42 flying boat, which enabled Pan American Airways to sur- 327 NC 13737 12B7 " Sold 0,1 40 0RAAF Regn. No. First Service Remarks and Disposol
32B NC 1373B 12BB 30 Nov 34 Sold De' 40
vey the oceans. Hitherto Eastern had struggled with inadequate NC12129 9014 Nov 32 Sold 34
329 NC 13739 12B9 " Crashed 10 Aug 37, Doytono Beoch
flying equipment, and all the U.S. domestic airlines were also 330 NC 13740 1290 "
handicapped. The Ford Tri-Motors took off at 90, cruised at 90,
and landed at 90. They were noisy, and could not can·y a full
331
332
NC 13781
NC 13782
1291
1292
6 Dec34
10 Dec34
'"I
Sold Nov 40
SoldO.
Sold Dec 40 0RAAF
STINSON SR·9D RELIANT
load for more than a few hundred miles. Then came the Douglas MSN Dale of
333 NC 14969 1372 31 De' 35 Sold Jon 41
Regn. No. First Service Remarks and Disposal
twin-engined air liners, and the air transport industry suddenly 334 NC 14970 1373 6 De' 35 Sold Jon 41
found itself with the right tool to do the job. NCI7114 5220 Mar Used for lraining Ihru' 1948
NC 13739, which croshed 01 Daytona Beo,h on 10 August 37, was Eastern's firsl folol occidenl.

29
The Eastern Flyers

The southbound schedule was called the Florida Flyer and the northbound was the New York Flyer. The Douglas DC-2s also had room for
baggage and express packages.

The Beginning of a New Era

The introduction of the faster Douglas DC-2s enabled Eastern to
cut the scheduled time from the Northeast to Florida. Seen in this
publicity picture is Eddie Rickenbacker (left) at the launch of the
"Dawn to Dusk" schedule. In 1934, to reach Miami in a day from
New York, instead of a dreary and sleepless overnight flight, was
These two Douglas DC-2s were among the first to carry The Great Silver Fleet slogan. Compared to the Curtiss Condors
considered to be really flying,
(see pages, 20, 24, 25) they were a technical generation apart. (Courtesy: Bill Hirsch)

With the Douglas DC-2s, bigger and faster than all previous transport airplanes, Eastern Air Lines introduced its famous Great Silver Fleet.

30
Lockheed L·l0 Electra
10 seats. 190 mph
..
While the 14-seat Douglas DC-2 marked a great stride in the
technical development of the modem airliner, it was, by the
standards of the mid-1930s, too large for the passenger traf-
fic demand on many routes that did not serve the large cities.
Eastern met this problem by acquiring a few Lockheed
---0
9~.sUver·~ ~ ~

Model 10 Electras, which had 10 seats and were just as fast.

It had first gone into service on II August 1934 with
Northwest Airlines, whose level of traffic in the north central
Engines Pratt & Whitney Wasp
states matched this aircraft more closely. 4S0 hp (x 2)
MGTOW 10,300 lb.
Eastern's traffic environment, however, was different. The Artist's Note: Note that, as yet, none of the three airliner manufacturers Max. Range 800 miles
population density in the east was far greater, the cities were (Douglas, pages 29 and 33, Boeing, with the Model 247, or Lockheed, Length 38 feet
bigger, and the burgeoning winter vacation traffic to Florida portrayed here) was able to incorporate fully-retractable landing gears Span SS feet
also levelled out the seasonality problem that handicapped
most airlines, when traffic in winter habitually fell off. Such
was the growth that, within two years, the airline was able to Size comparison with the L 1049G (p.53)
dispense with the Electras and standardize on its fleet of
Douglas DC-2s, augmented by the larger 21-seat DC-3s.

By a sad coincidence, Eastern sold its first Electra at the same

time when, flying her own Lockheed L-lO, fitted with extra
fuel tanks, Amelia Earhart and Fred Noonan disappeared
without trace in the Pacific Ocean.

LOCKHEED 10·B ELECTRA

Fleet Date of
No. Regn. MSN First Service Disposal
11 NC 14958 1036 19 Sep 35 Sold July 37 to Northwesl Airlines
12 NC 14959 1037 24 Sep 35 Sold July 37 10 Boslon-Maine
14 NC 14960 1038 29 Sep 35 Sold Aug 37 to Oelto Air lines
15 NC 14961 1039 4 Oct 35 Sold Sep 37 to Northern Air lines
16 NC 14962 1040 9 Ocl 35 Sold July 37 10 Chicago & Soulhern

This picture of Eastern's last Electra was taken at Camden County

Airport, New Jersey, which, during the 1930s, served Philadelphia,
across the Delaware Rive!:
Eastern'sfirst Lockheed Electra was a worthy partner to its contemporClly DC-2,
and could also justify its place as part of The Great Silver Fleet.

31
The Great Silver (D(-3) Fleet
DOUGLAS DC·3 (Pre-War Deliveries) DOUGLAS C-47A (Military DC-3) DOUGLAS DST
Fleet Regn. MSN Date of Remarks and Disposal Both planes aU-cargo_ Fleet Regn. MSN Dote of Remarks and Disposal
No. No. First Service Remarks and Disposal No. No. First Service
Fleet Regn. MSN Date of
335 NC16094 1915 lB Dec 36 Sold July 41, 10 PAA-Africa Oct 41 No. No. First Service 501 NC25649 2224 10Feb40 Impressed May 42 as C-49F
336 NC16095 1916 22 Dec 36 Sold March 42, to TWA 502 NC25650 2225 16 Feb 40 Impressed May 42 as C-49F
601 NCBBB09 2005B 15 Jan 47 Sold Jon 57 10 World Wide Airways
337 NC160Bl 194B 10 May 37 Impressed BJun 42 as C-49G 503 NC25651 2226 23 Feb 40 Impressed BJun 42 as C-49F
602 NCBBBOB 20137 11 Dec 46 Sold lOcI 52 to Leeward Aircraft
33B NC160B2 1949 13 May 37 Sold July 41, 10 PAA-Africa Ocl 41 504 NC2B394 3250 11 Ocl40 Crashed, Atlanta, 26 Feb 41
339 NC160B3 19l1 8Aug 37 Impressed 8Jun 42 as C-49G, Repurchased 14 Dec 44; The following were intended for Eastern but diverted to USAAF: 505 NC28393 3251 15 Oct 40 Impressed BJun 42 os C-49F
sold 7 Feb 53 506 NC33643 4129 27 Jun 41 Impressed 8Jun 42 as C-49F
NC28386 to NC28390 (MSNs 4094-4098l (see above)
340 NCl8120 1996 23 Oct 37 Impressed 8Jun 42 as C-49G, Repurchased 22 Jun 44; Eastern's president, Eddie Rickenbocker, was injured in the NC28394 crash, in which
sold 31 Mar 53 NC30029 to NC30039 (MSNs 6331-6341)
341 NC18121 1997 28 Ocl 37 Impressed 8Jun 42 as C-49G, Repurchased 2Sep 44; NC33630 (MSN 4136); NC33635 to NC33639 seven people were killed and nine others injured
sold 10 Mar 53 (MSNs 4141-4145)
342 NC18122 1998 5 Nov 37 Impressed 8Jun 42 as C-49G, Repurchased 26 Oct 44;
sold 3Feb 53
343 NC18123 1999 3 Dec 37 Impressed Jun 42 as C-49G; Repurchased 9 Dec 44; DOUGLAS DC-3
crashed 30 Dec 45, La Guardia DOUGLAS DC·3 (Late War and Post-War Deliveries) (Short Term Leases)
344 NC18124 2000 7 Dec 37 Removed from service 31 Jan 53 (56,476 flying hours) 10 NASM
345 NC21743 2102 9 Feb 39 Sold 27 Mar 50 to Arthur Godfrey Fleet Regn. MSN Date of Remarks and Disposal Fleet Regn. MSN Remarks and Disposal
346 NC21744 2108 18 Feb 39 Removed from service 3Nov 52 (53,346 flying hours); No. No. First Service No. No.
sold 16 Jan 53

l""dh~
351 NC25650 2225 30 Oct 44 Ex DST No 502, sold Apr 52 Oll NC160ll 1911
347 NC21729 2141 17 Jun 39 Sold 12 Jun 52 Ip Purdue Aeranoulics 352 NC25651 2226 7 Dec 44 Ex DST No 503, sold 2Mar 53 to Leeward Aircraft 072 NC16072 1912
348 NC21727 2143 15 Aug 39 Crashed 3Apr 41, Vera Beach, Florida 37B NC33643 4129 16 Dec 44 Ex DSl No 506. Leased from USAAF for cargo; passenger service 1May 45; 086 NC16086 1925 ",;ud
349 NC21728 2144 19 Aug 39 Sold Feb 52 to Wiscansin Cenlral sold 3Jul50 070 NCI6070 1910
353 NC25646 2234 5Jun 40 Sold 6Mar 53 to Trans-Texas 379 NC19134 49B5 17 Mar 45 lied from U5AAF for cargo; passenger service 17 Dec 45; bghl31 Aug 49; 375 NC18949 2013 Leased from TWA
354 NC25647 2235 8Jun 40 Mid-air collision wilh USAAF A26, Florence, SC sold 19 May 52 939 NC18939 2005

I
355 NC25648 2236 13 Jun 40 Sold 10 Mar 53 380 NC19193 6325 17 Apr 45 lsed from USAAF, passenger service, 20 Nov 45; bghl31 Aug 49; 087 NCl6087 1926
356 NC15595 2246 12 Sep 40 To USAAF Apr 42, crashed 22 Sep 42 sold 18 Aug 52 10 Fronlier 088 NCl6088 1927 Leased from United
357 NCl5596 2247 14 Sep 40 To USAAF Apr 42-May 44, sold 9May 52 381 NC18916 6323 28 May 45 lied fram USAAF, passenger service 31 Oct 45; bghl31 Aug 49; sold 8Apr 52 112 NC18112 1984
358 NC15597 2257 17 Sep 40 To USAAF Apr 42-JuI44, sold 31 Mar 53 382 NC15567 6342 8Jul45 lied from USAAF; bghl 31 Aug 49; sold 29 Feb 52 938 NCl8938 2004
359 NC15598 2258 20 Sep 40 To USAAF Apr 42-JuI44, sold Feb 52 383 NC15570 6320 20 Jun 45 Leased from USAAF; boughl31 Aug 49; sold 6Jun 52 to Glenn LMartin Co 945 NC18945 2018
360 NC15599 2259 21 Sep 40 To USAAF Apr 42-Jun 44, sold Feb 53 3B4 NC18196 6326 21 Jul45 Leased from USAAF; boughl31 Aug 49; sold 23 Apr 52 to Purdue Aeranautics 13 NCl6013 1551
361 NC19963 2260 25 Sep 40 To USAAF May 42, mid-air callision wilh Navy F6F, 30 Ju149, } Leased from American
385 NC12945 6338 1Sep 45 Leased from USAAF; bought 31 Aug 49; sold 6May 52 to Purdue Aeronautics 42 NC18142 2138
Cheslerfield, NJ 386 NC12954 4996 17 Sep 45 Leased from USAAF; boughl31 Aug 49; Sold Aug 5210 Purdue Aeronautics NCl6060 1900
364 NC28391 2268 120cl40 Sold 2Mar 53 } Leased fram Weslern
387 NCl2978 4983 26 Sep 45 Leased from USAAF; bought 31 Aug 49; sold 15 Sep 52 10 Purdue Aeranaulics NC19964 2265
365 NC2B392 2269 170cl40 Sold 17 Mar 53 388 NC44792 6314 14 Oct 45 Leased from USAAF; bought 31 Aug 49; sold 7Oct 52 to Purdue Aeronautics
366 NC19968 3252 240cl40 Sold 31 Mar 53 Leased from USAAF; bought 31 Aug 49; sold 4Jon 53 to Purdue Aeronautics Eastern's traffic on the popular New York-Miami route peaked
389 NC15773 4982 25 Oct 45
367 NC19969 3253 230cl40 Sold 31 Mar 53 390 NC45331 7323 9 Nov 45 Sold 9Dec 52 10 Purdue Aeronautics during the winter months. These leases were mutually conven-
368 NC19970 3254 300cl40 Crashed 18 Jon 46, Cheshire, IT 391 NC45332 11693 23 Nov 45 Boughl 31 Aug 49; sold 24 Mar 52 to LB Smith ient to both lessors and lessees.
369 NC283Bl 40B9 6 Feb 41 To USAAF May 42-Dec 43, sold 22 Jul 52 392 NC45369 11742 9 Dec 45 Boughll Aug 49; sold 10 May 52 10 LB Smilh
370 NC2B3B2 4090 7Feb 41 To USAAF May 42-0ec 43 sold 13 Oct 52 393 NC45381 11687 15 Dec 45 Boughl31 Aug 49; sold 27 June 5210 LB Smilh
371 NC28383 4091 12Feb41 To USAAF May 42 as C-49D 394 NC86569 4937 22 Dec 4 Leased from USAAF; boughl31 Aug 49; sold 3D Ocl 5210 LB Smith
372 NC2B3B4 4092 12Feb41 Crashed Oxon Hill, Maryland, 13 Jon 4B 320 NC888ll 6313 13 May 46 Boughl31 Aug 49; sold 8Apr 52
373 NC28385 4093 l4Feb41 Sold 20 Ocl 52 10 Purdue Aeronoulics 395 NC86584 4935 17 Jan 46 Leased USAAF; boughl31 Aug 49; sold 29 Aug 10 LB Smith
374 NC33631 4137 10 Sep 41 Crashed Florence, 5C, 7Sep 45 396 NC86597 11627 8 Feb 46 Sold 17 June 52
375 NC33632 413B 11 Sep 41 Sold 24 Nov 52 10 Purdue Aeronautics 397 NC88872 3274 23 Jon 46 Crashed near Galax, Virginia, 12 Jon 47
376 NC33633 4139 16 Sep 41 Sold 10 Nov 52 398 NC86562 11761 10 Jan 46 Bought 1Aug 49, sold May 5210 LB Smilh
377 NC33634 4140 17 Sep 41 Sold 31 Mar 53 399 NC54406 4095 22 Mar 46 (NC28387 for 1941 delivery nlu) Sold 11 Nov 52

32
Douglas DC·3
21 seats. 165 mph

·······0
- CUE f:~~~~..., IJ·~

The Douglas DC-3 was developed from the DC-2 by widening World War. More than 400 were built under license in Japan,
the fuselage to permit 3-abreast instead of 2. This improvement, and more than 6,000, as the Lisunov Li-2, in the Soviet Union.
initiated by American Airlines, was introduced in its DST Such was the DC-3's ruggedness and durability that several
(Douglas Sleeper Transport) version on that airline's New scores survive today in airworthy condition, and some are still
Engines Prall &Whitney Double Wasp
York-Chicago route on 25 June 1936. This was an historic date, earning their keep. 1,200 hp (x 2)
as the extra seating-at only a marginal increase in the operat- Eastern introduced DC-3 service on 18 December 1936-- MGTOW 24,400 lb.
ing costs--enabled airlines to reduce considerably their just in time for Christmas. It eventually had about 90 DC-3s, Max. Range 1,000 miles
dependence on mail payments. The aircraft quickly superseded DSTs, and various military variants converted for commercial Length 64 feet
the DC-2 as the chosen fleet flagships. More than 800 were use. Although the slogan had been reintroduced with the DC-2s Span 95 feet
built, and about 11,000 military versions were one of the most and Electras, these "Gooney Birds" comprised the majority of
valuable assets of the U.S. armed forces during the Second The Great Silver Fleet.

For comparison with Lockheed L-I049G, see p.29 (DC-3

was two feet longer than DC-2)

DC-2 DC-3

This was a typical scene at LaGuardia Ai/port in the late 1930s. This particular aircraft, Fleet No. 346, NC 21744, was not Eastem s
high-time DC-3. Nevertheless, it clocked up 53,476f1ying hours betl'veen18 Februw)' 1939 and 3 November 1952, averaging about
4,000 flying hours per yew; or abow 11 hours evel)' single day. The DC-3 was a real workhorse.

33
 Wedell-Williams Air Service On 15 June 1930, the Dallas route was extended to
Oklahoma City and Tulsa, connecting with the SAFEway air-
line; and on 1 April 1933, the Houston route was extended to
Laredo, via San Antonio. But without the mail contract, the
The Wedell-Williams Air Service was born on 11 May 1929 airline could not keep afloat, and it ceased operations in
through a partnership between Jimmy Wedell, who had August 1933.
become a well-known racing pilot, and Harry P. Williams, a With the redistribution of routes under the Democrats in
wealthy Louisiana lumberman, reputedly worth $2 million- May 1934, after the "Air Mail Scandals" there was little hope
a tidy sum in those days. At first using Ryan aircraft, the part- for Wedell-Williams, as Harry Williams had been a friendly
nership began a passenger air service on 30 November 1929 supporter of the local politician Huey Long, who had
(see map). opposed Franklin Roosevelt in a bid for the presidency.
Without any mail revenue, the finances were provided by Furthermore, and tragically, Wedell was killed while testing a
Williams, and the airline acquired two Lockheed Vegas (see de Havilland Gipsy Moth on 24 June 1934; his brother was
page 35) to promote speed against the slower aircraft of the com- killed in a crash in June 1935; Huey Long was. assassinated
petitors in the area. An opportunity arose for a merger with the in September 1935; and Williams himself was killed, along
Robertson brothers, based in St. Louis, for a route to Chicago; with chief pilot John Worthen on 19 May 1936.
but procrastination in effecting an agreement opened the door for Now renamed, (to comply with the new regulations)
American Airways, to gain the coveted mail contract. Wedell-Williams Air Lines was sold to Eastern Air Lines
(also renamed) on 1 December 1936. Eddie Rickenbacker
Jim Wedell waves from the cockpit of one of the now had a direct route all the way from the Northeast to
II Wedell- Williams Vegas. (photo: Allen Wiltz Collection) Texas and the Mexican frontier.
I
f I f
. <0 St. LoUis~J-
Operated for . . . '~ ~
" Soutl1e,rn Ir xpres5 ,"''' \
f A' E " (..-J
! 1 \..( '-,. )
----------', ~~ )-
\_.- -----l""'l-
" \
o Tulsa l'
i
."..;. ~ M h'
I Started
oI Oklohom'o Cit
,Y
(2)
"'" - -- - I
emp.. ',:

:~5c June 30 : : Main royt~slto Shre~eport

"._ I Wichita Falls and HOflston1 started
~~-O-~_-"_--,l I ~t929 ~
I "- .~ ~,;
I ! - - ..- - - - - - - I I
U'·""- \ 't
:..,..:Shrevepor, 0 Jackson I

I J I \
I 1 '

'''B'a"to~_R~
f 1 "

Ol]{: ~ ~lr.tN5
~__--_J.".::::!·;·;'i'::()~~~~9~;~~;~
.', ~ . 19Z9(weekehds only)

WEDELL"WILLIAMS
"
~ ROUTES
\ a
One of the Wedell· Williams Lockheed Vegas at Houston's Hobby \ L._ .----L
100 300
-----l
-200
! 1929-1936
'~ Scale - ?tat~te Miles
Airport in 1931. (photo: Allen Wiltz Collection) ............ ~.~~. Rt:GD

34
~!~~phheed Vega
In the late 1920s, speed was a highly desirable element of
aviation appeal. Speed records always hit the headlines, and
air races were popular annual events. But transport aircraft
were usually slow by comparison. When Wedell-Williams
ventured into the airline arena, it tried to sell speed, using the
ISO-mph Lockheed Vega, designed by John K. Northrop.
Built of wood, on a metal-frame base, it derived its speed by
its clean aerodynamics. Carrying 6 passengers, and selling Engines Pratt &Whitney Wasp
relatively cheaply at $17,500, it could, traffic permitting, pro- 420 hp (x 1)
duce seat-mile costs on a par with the 14-seat, 100 mph Ford MGTOW 4,200 lb.
Tri-Motors.
Several airlines, notably Bowen and Braniff, both serv-
Max. Range 600 miles
ing Texas, vigorously promoted the speed of the Vegas with Length 27 feet
Span 41 feet
slogans such as "Fly Past the Air Mail." But this was not
enough. The problem was that too often the traffic was insuf-
53
<=f~ SI;:;;L1M..1
ficient on a consistent basis to earn enough revenue to cover
the operating costs. After the so-called Air Mail Scandals of
1934, the new regulations covering air transport operations
required, in the interests of safety, twin-engined aircraft. And
so the days of otherwise fine aircraft such as the Northrop
. _) _
types and the single-engined Lockheed Vegas and Orions
were numbered.

This rare picture of a Wedell- Williams

Lockheed Vega was taken at Houston's
first airport in 1929. (photo: courtesy
Houston Airport System)

EASTERN'S LOCKHEED VEGAS

Fleet Date 01
Regn. No. First Service Remarks and Disposal
NC J97E 38 31 Dec 36 Sold 37
NC 104W 121 31 Dec 36 Sold 38
These aircroh acquired with the purchase of the Wedell·Williams Tronsport Corporotion

35
Eastern Consolidation
As related on previous pages, Eastern Air Lines did well out I '"
of the redistribution of routes from the 1934 Air Mail 1 "

Scandals, the 1936 acquisition of Wedell-Williams, and the

arrival on the scene in 1936 of the epoch-making Douglas -- "'-- -, ......
EAS-TER~ AI
{
---- .... ,
\
DC-3. Postmaster-General Farley added the populous Great \ \_----
c\-\'~AGO
Lakes region to the Florida winter-vacation seeking public; \
\
Wedell Williams gave access to oil-rich Houston, one of the \
(
fastest-growing cities in the U.S.A.; and the DC-3, if not I
1 _ )
making consistent profits without mail payments (as claimed ....... /
by American's C. R. Smith), at least came close. --------'-,
\
,
The new Air Mail Act of 1934 had become law on 12 ~
,
June 1934, and the new air mail postage rate was set on 1 July I
at 6¢ per ounce. To regain public confidence, experimental I
excursion fares were introduced on the Atlanta Route 5 on 20 I
I
July of that year at a competitive 4¢ per mile; and on 15 I
_ _ _ _ _ _ _ _ _1
August, regular passengers could buy scrip books for $2.50,
which gave a 15% discount. As previously noted, 3-stop New 1- - - - - - -
York-Miami service started on 19 November, and passenger \
service began, Chicago-Miami, on 20 December. \
1934 had truly been an eventful year. On the last day, I
I
North American Aviation, Inc. took over the assets and oper- I
ations of Eastern Air Transport, Inc., which was legally dis-
-,
solved on 28 February 1935. Eastern Air Lines, Inc. took over
'---
'- ............ _-/ I
'
.......... .....
the transport activities of North American. On I January 1935,
Eddie Rickenbacker was named General Manager of Eastern.
As shown on the map, Eastern had become a force to be
reckoned with. Because of the density of traffic east of the
Mississippi, it may not have had the mileage or the impres-
sive transcontinental routes on its map; but most of its routes
were good traffic generators; and, as noted above, it did not
suffer from the seasonal fluctuations suffered by the other
trunk airlines. Such was the intensity of demand that Eastern
Air Lines took its place as one of the "Big Four" U.S.
airlines, a status reached in less than a decade from being a
night-time-only mail carrier.
On 22 April 1938, North American sold its holdings in
Eastern Air Lines, Inc. through a public offering to E.Y.
"Eddie" Rickenbacker and his associates for $3,500,000. A
new route was added soon afterwards, on 21 June 1938, from
Tampa to Memphis; and another foothold on the Mississippi As the United States entered the Second World War, Eastern's hold on most of the airline markets east of the Mississippi was
was staked on 25 September 1940 at St. Louis. The most impregnable. Its northeastern cities combined for about 30 million potential passengers, and the Chicago area for another 10 million.
important route addition was the extension of AM 42 from In the south, Atlanta had become a major traffic hub, and Florida, New Orleans, and southern Texas, were all secured destinations.
Houston to Brownsville. Together with Miami, Eastern now
had, through direct connections with the Pan American
"Chosen Instrument," two gateways to South America.

36
Pride of the Great Silver Fleet

By 1940, the eastern skies of the United States were full of Eastern Airlines DC-3s. The fleet was not as large as American's, but was almost as large as United's or T.W.A.'s.
And it was concentrated into a smaller area. In particular, it was offering more than 30 flights a day between New York's two airports (LaGuardia and Newark) and the
nation's capital, Washington.

37
 Silver Fleet Scrapbook

This picture of DC-3 Fleet No. 340 (NC 18120) was taken at
Camden County Airport-Philadelphia:S airport at that time-in
1940. Typical of the workhorse DC-3s, it was delivered in October This rare picture, also taken at Camden, shows one of The Great Silver Fleet of Eastern's DC-3s along with a Stinson Reliant
1937 and was scrapped 33 years later in 1970. (used for training) and the Kellett autogyro-see page 39 opposite. (Courtesy: Bill Hirsch)

.1

Eastern:S DC-3 Fleet No. 373 (NC 28385) poses at New York:S new LaGuardia Airport in 1940. [n addition to The Great Silver Fleet slogan, it was also named "Silver/iner" (just to the right of the passenger door).

38
Kellett KD·l B
Mail Only • 102 mph
On 6 July 1939, in cooperation with the U.S. Post Office, a Occasionally a
Kellett KD-1B autogyro, NC15069, took off from the rooftop distinguished
of the Philadelphia Post Office at 30th and Market Streets, passenger joined the
and delivered mailbags to waiting aircraft at Camden Airport. mail. This was Andre
Piloted mainly by Capt. John M. Miller, and assisted by Kostelanets, the
Capt. John "Skip" Lukens, the Kelletts flew five round trips famous orchestra
every weekday for exactly a year. Each trip on this conductor, climbing
Experimental Route 2001 took ten minutes, and this was the out on the Post Office
first rotary-winged scheduled airline service in the world. rooftop.
After six months, the route was transferred to the new
Philadelphia Airport, soon to be opened for all airline traffic.
An autogyro begins its take-off conventionally, and the Interestingly, Eastern's ancestor, Pitcairn Aviation (page 14) also
forward motion sets the freely-mounted rotary wings in rota- built autogyros. Pitcairn's and Kellett's were both licensed from the
Engines Jacobs L-4MA
tion, thus providing extra lift. The autogyro was superseded Spanish Cierva inventor.
245hp(xl)
by the helicopter, which also had rotary wings, but these are
powered, and permit direct vertical take-off without any for-
MGTOW 2,250 lb.
ward motion. Max. Range 200 miles
Length 20 feet
Span
KELLETT KD·l B
MSN Do'e 01
Regn. No. Firs' Service Remorks and Disposol
NC 15069 101 6July 39 Service ended July 40

Captains John Miller and John Lukens check their logbooks.

The Kellett autogyro takes offfrom the Philadelphia

Post Office rooftop. John Miller lands gently at the field at Camden. On display at Philadelphia Airport.

39
Call to Arms
On 15 July 1940, Eastern's executive offices were moved to 15 C-46s were in service, and by 17 July 1943, three round In September 1943, Eastern C-46s began night flights
No. 10, Rockefeller Plaza, New York, an up-market address trips were being flown every day through to Natal. from Miami to Natal, to increase the logistics volume. Then,
that suited Eddie Rickenbacker very well. By this time, the Unfortunately, the exigencies of war had not allowed the on 1 June 1944, the route was extended across the South
Second World War had broken out in Europe-although the usual exhaustive trials and tests, and a serious problem arose Atlantic Ocean to Accra, on west Africa's Gold Coast, then a
full consequences of Hitler's aggression were not at first with a faulty hydraulic system. Eastern incurred the wrath of British colony, now Ghana. This 2,700-mile crossing was
appreciated. But the Dunkirk evacuation and the Battle of the Army by grounding the aircraft but within two weeks the made possible only by building an airfield on Ascension
Britain changed everything, and the United States became maintenance crew had identified the problem and corrected Island, a tiny isolated British island, 1,448 miles from Natal,
peripherally involved. In September 1940, Eastern Air Lines it. Like all new aircraft, the C-46 had its teething troubles, and 1,356 miles from Accra. The runway was interesting. It
was alerted to the gathering storm when it sold two DC-2s to and Eastern made more than 300 modifications-a task nor- had a hump in the middle which obscured the pilots' view
the British Purchasing Commission. mally the responsibility of the manufacturer. when they landed. They were pleased to see the hump,
The opening of the new Washington National Airport on The C-46 could carry 10,000 lb. of payload (and was however, after ten or twelve hours of celestial navigation and
16 June 1941 was a stimulant to the Northeast Corridor traf- frequently overloaded). This was more than twice as much as dead reckoning. They had to hit Ascension first time, as
fic; but another reminder of the approaching crisis was the the DC-3's; and it went on to perform great work across the the C-46 fuel load, even with extra tanks, did not allow the
sale of two DC-3s to the U.S. Defense Supplies Corporation notorious India-China trans-Himalayan "Hump." luxury of flying a search pattern.
in the following month. A few more months later, on 7
December, the Japanese attacked Pearl Harbor.
Together with the other trunk airlines, Eastern Air Lines
was immediately conscripted to support the war effort. In
March 1942, it started two new routes to Miami, from mili-
tary bases at Middletown, Pennsylvania, and San Antonio,
Texas. A survey flight was made southwards from Miami to
Trinidad on 1 May; and a daily service began on 18 May. The
survey was extended to Natal, Brazil, on 14 June, and service
began on 1 July. Eastern's Military Transport Division
(M.T.D.) was created on 1 September.
Veteran operations and traffic men from the commer-
cial division were sent to the overseas bases and staging
points, and by November Eastern was controlling these sta-
tions. Then Brazil entered the war, and soon afterwards the
U.S. Army took over the air bases in Natal and Belem. The
Eastern personnel were given equivalent military rankings,
but were not required to wear uniforms. Local workers were
hired at 30¢ per day. By this time, the airline was carrying
all kinds of supplies: food and materiel southwards; mica,
quartz crystals, and natural rubber northwards. It carried
aircraft sub-assemblies, brought back captured German
equipment and survivors from torpedoed ships. It carried Equator

'..,"
railroad engineers to Iran and specialist sappers to detect ..;
land mines for General Montgomery's forces facing .::~
o 500 1,000 1,500
Asce~Sion
Rommel in North Africa. L------l__ I _-,--I_ _
In October 1942, the M.T.D. accepted its first Curtiss . qi'
Scale- Statute Miles Island
C-46 Commando, the fifth off the production line, and it was
put to work immediately at Middletown. Within four months, 0°

40
Curtiss C-46
40 Seats • 170 mph
The last trip to Africa was made on 10 November 1944, and
flights to Natal were discontinued on 15 October 1945, when
the M.T.D. was disbanded. Eastern Air Lines and its often
maligned C-46s had made an important contribution to the
communications and supply route for the U.S. and British
armed forces in the African and India-China theaters of the
Second World War.

Size comparison with the L 1049G (p.53)

Engines Pratt &Whitney R-2800
2,000 hp (x 2)
MGTOW 48,000 lb.
Max. Range 1,200 miles
Length 76 feet
Span 108 feet

Douglas C-47 v. Curtiss C-46 Payloads

LB LB
10,000 t - - - - - - - - - - f7}'777777.777.71----i10,000

8,000 I----=":=--':'-'-'-'.=:....&...:.='-'=-j/,/ /,// //'l'f i/'/,1·----18,000

6,000f---------..y 6,000

4,OO°r-i77;mmm-t '/.11---14.000

2,0001-----1'///, i jfi'l'// ,;t----l2,OOO

o o
THE CURTISS C·46 IN PERSCPECTIVE
Aircraft Dimensians All-up Paylaad Typical Narmal
Length Span Height Weight (Ib) (lb) Seats Range
D(.3 64'5" 95'0" 16'11 " 24,400 3,840 21 1000
C-46 76'4" 108'0" 21'9" 48,000 10,000 50 1200
Eastern Air Lines ferried squadrons of C-46s to the India-China Theatel; via Brazil and Africa. The airline supplied the crews,
Convoir 240 74'8" 91'9" 26'11" 41,790 9,350 40 1800
but the aircraft did not carry any airline identifications.

41
National Challenge
DC·4 FLEET LIST
In 1940, Eastern Air Lines, under the confident leadership of Fleet Date of
Eddie Rickenbacker, had consolidated its network which No. Regn. MSN First Service Remarks and Disposal
blanketed the area east of the Mississippi and into Texas (see 701 NC86580 10581 13 May 46 leased from us Gov!. to USN 6Jun 51
map on page 36). Several short routes were combined to pro- 702 NC86576 10491 5May 46 leased from US Gavt. to USN 4 May 51
vide through services and new intermediate points were 703 NC86577 10482 1Jun 46 leased from US Gavt. to USN 27 Oct 51
added. Eastern was on hand to open service on 2 April 1940 704 NC86582 18329 2Apr 46 leased from US Gavt. to USN 3 Nov 51
at New York's new LaGuardia Airport, at Philadelphia's on 705 NC88811 10484 26 May 46 Renumbered to Fleet No. 801 * May 49
706 NC88812 10509 19 Jun 46 leased from US Gavt. to USN 19 Oct 51
20 June 1940, and it was the main operator at Washington's
707 NC88813 18344 12 Oct 46 Renumbered to Fleet No. B02* May 49
new National Airport when it opened on 16 June 1941. 708 NCB8814 18380 lB Sep 46 Crashed at Bainbridge, Md. 30 May 47
The equanimity was marred when, on 27 February 1941, 53 killed
a DST crashed at Atlanta. There were some casualties, but 709 NCB8815 18331 16 Jul46 leased and relurned 10 USN 9May 51
this tragedy attracted more than usual attention, as Eddie 710 NC86579 18334 31 Aug 46 leased and returned to USN 16 May 51
Rickenbacker himself was on board, and was injured. But 7ll NC88703 10438 18 Aug 46 leased and returned to USN 11 May 51
more injurious to the airline was a decision by the Civil 712 NC88704 10443 11 5ep 46 leased and returned to USN 10 Nov 51
Aeronautics Board, which, on 19 February 1944, authorized 713 NC88705 10495 29 Jun 46 Renumbered to Fleet No. B03* May 49
the entry of National Airlines on the route from New York to 714 NC88707 18378 25 Jul46 leased and returned to USN 5Jun 51
715 NC88724 10535 30 Aug 46 leased and returned to USN 17 Nov 51
Jacksonville, thus connecting with its rather modest route
716 NCBB727 18365 27 Sep 46 Hit by P·3B NX26927 flown by Bolivian
network mainly in Florida. DCA at Washington Ntl. Apt. 1 Nov 49
National had been operating Lockheed twin-engined 717 NC8B729 18396 20 Sep 46 C,ashed at Arlington, Virginia, 11 Oct 46
Model 18 Lodestars, as the traffic on its routes-what would George T "Ted" Baker, the flamboyant owner of National Airlines,
55 killed
today be termed as regional, or even commuter levels---did not was a thorn in Eddie Rickenbacker's side, especially when he broke 718 NC34045 10542 29 Sep 46 leased and returned to USN 17 Oct 51
even justify DC-2s or DC-3s. The route award transformed the Eastern's monopoly of the New York-Miami route in 1944. 719 NC34070 10536 1Sep 46 leased and returned to USN 9Jon 51
airline into trunk status, albeit in the lower strata of the airline 720 NC54365 10492 2Oct 46 Renumbered to Fleet No. 804* May 49
ranking table. It also transformed Eastern's situation on what War, Eastern Airlines entered a new world of regulated, but 721 N79000 305B Apr 51 Modified for passenger use, Oct 52
had hitherto been a comfortable monopoly on one of the dens- nevertheless stiff competition. 723 NC95490 10774 15 Apr 47 Bght from U5AAF 31 Dec 46. Fleet No.
allocated Jun 48 on canversian from mili·
est air routes in the U.S.A., and indeed the world. Eddie The clash between Eastern's Rickenbacker and
tory. Renumbered Fleet No. 805*
Rickenbacker was not too pleased, as National's president, National's Baker was more than just a personality conflict or 724 N90421 18394 16 Mar 50 Renumbered F/N806 18 Nov 50
George Baker, was no pUSh-over, was Eddie's match in con- a bitter rivalry between two airlines. The New York-Miami Modified Aug 52 for passenger use
fidence and rhetoric, and the two became bitter rivals. route, epitomizing the northeastern U.S.A.-Florida vacation 725 N90425 10534 13Apr50 Renumbered F/N807 5 Dec 50. Modified
The onset of the Second World War delayed the opera- traffic, was one of the few aerial arteries where the air mail Dec 52 for passenger use
tional confrontation, but on 14 February 1946, National intro- routes planned by Postmaster General Brown in the early 726 N88890 10481 16 Oct 50 Purchased fram Pan American
duced four-engined Douglas DC-4s, flying non-stop on the 1930s had developed into a channel of passenger traffic that 727 N88894 10496 13 Oct 50 Purchased from Pan Am.; later F/N803
New York-Miami route. The Great Silver Fleet's 21-seat was substantial enough to justify intensive competition. 72B N88902 10449 8Oct 50 Purchased from Pan American
160-mph DC-3s could not match the 44-seat 200-mph DC-4s. Additionally-unlike New York-Washington, New York 729 N8B929 18397 13 Nov 50 Purchased from Pan American
501 N56010 10330 29 Mar 50 leased fr Trans Caribbean to 16 Feb 52
Rickenbacker acted promptly. Eastern responded with its -Boston, or Los Angeles-San Francisco, which were short
502 N75415 10359 29 Apr 50 leased fr Trans Caribbean to 26 Apr 52
own DC-4s on 2 April 1946. routes (200-400 mile), or even New York-Chicago (800 503 N75416 10411 19 Mar 50 leased fr Trans Caribbean to 24 Mar 52
There had been compensations. On 12 June 1944, the miles), New York-Miami was 1,100 miles. This was long 730 N90412 3085 23 Jun 50 Purchased from American Airlines.
C.A.B. had also awarded to Eastern important route authori- enough to guarantee profitable operations, as this distance Previous Fleet No. 771. Modified Aug 52
ty north of New York to Boston, Washington to St. Louis, and was way down the cost-per-seat-mile v. distance chart. Both 731 N90432 10314 23 Jun 50 Purchased from American Airlines.
Tampa-Miami. Boston service, in competition with American Eastern and National fought for supremacy, and both lost out. Previous Fleet No. 772. Modified Aug 52
Airlines and Northeast Airlines, started on I November 1944. Neither airline survived, Pan American bought National, 732 N90443 10352 23 Jun 50 Purchased from American Airlines.
But the "Gravy Run" monopoly was broken, and as the while Eastern eventually ceased operations although surviv- Previous Fleet No. 773. Modified Aug 52
U.S. airlines emerged from the austerity of the Second World ing today as a corporate entity. * leased to Pan American for military service, Aug 50
NX88706 (10297) was leased from US Navy cl944

42
Douglas DC·4
44 Seats • 215 mph

Size comparison with the L 1049G (p.53)

Artist's Note: Among airliner aficionados, the common aircraft recognition or identifi-
cation rule for distinguishing the DC-4 from the DC-6/7s is "round windows v. square
windows." Both are wrong. The rule should be "oval v. rectangular."

Engines Pratt &Whitney Twin Wasp

1,450 hp (x 4)
MGTOW 73,000 lb.
Max. Range 2,500 miles
Length 94 feet
Span 118 feet

Back in 1936, the Douglas Aircraft Company accepted half a

million dollars from five airlines ($100,000 each) towards the
cost of a four engined airliner that was twice as big, carried
twice as many passengers, could fly twice as far, and was 50
mph faster than the ubiquitous and highly successful DC-3.
The DC-4E (E for experimental) was not a success, and the
airlines (Pan American, American, T.W.A., United, and
Eastern) ordered a total of 61 DC-4s on 26 January 1940. By
the time the first aircraft made its maiden flight, on 14
February 1942, the United States was at war. The DC-4s
became wartime military transports, Army C-54s or Navy
R5Ds. As narrated on page 42, Eastern's DC-4s went into
service early in 1946.

43
Pressurized Service Fleet
No. Regn.
LOCKHEED 649 CONSTELLATION

MSN
Date of
First Servile Disposal
101 N101A 2518 11 Ocl47
When Howard Hughes and Jack Frye flew the first Lockheed respond to the clearcut strength of the competitor by modern- 102 Nl02A 2519 4Jun 47
Constellation from Burbank to Washington on 17 April 1944, izing the well-tried DCA. The resultant Douglas DC-6 was a 103 Nl03A 2520 3Jun 47
it not only beat the transcontinental record flying time (in 6 lengthened DC-4, faster, and pressurized. The two companies 104 Nl04A 2521 3Jun 47
105 N105A 2522 6Jun 47 Sold 10 Jon 6lto California Airmolive
hr. 57 m.) it heralded a new generation of commercial would alternate in a succession of designs that would last
106 NI06A 2523 10 Jun 47
airliners. It was elegant in appearance, and its engines were until the advent of the Jet Age. United Air Lines and 107 Nl07A 2524 12 Jun 47
more powerful than those of the Douglas DC-4, so that its American Airlines remained faithful to Douglas, while 108 N108A 2529 22 Jul47
near-300 mph speed was itself significantly faster than the T.W.A. kept to the forefront by making successive improve- 109 N109A 2530 23 Jul47
215 mph of the Douglas. Far more important was its pressur- ments in the Constellation. Eastern, however, starting with 110 NllOA 2531 26 Jul47 Wri»en off 3Jan 60, Philadelphia;
ized fuselage, which enabled it to fly higher, at 20,000 feet or the Model 649 "Connie," patronized both manufacturers. sold 10Jan 61 10 Califarnia Airmolive
more, compared to the unpressurized DCA, which had to It was also to the forefront in the development program. 111 NlllA 2532 22 Jul47 Damaged beyond repair BasIon
face the same turbulent conditions at the lower altitudes as As subsequent pages will show, it was the launching customer 21 Jon 48, no injuries
112 N112A 2533 1Aug 47 Crashed Jacksonville, Fl. 21 Dec 55
did the old DC-3s. for some of the later models, and altogether, Eastern's total
113 Nll3A 2534 31 Jul47
Such was the superiority of the Lockheed product that fleet was almost as large as T.W.A. 's-and all flying in a con- Said 10 Jon 61 10 California Airmofive
114 N1l4A 2535 2Aug 47
all the major airlines had to have it; and Douglas had to centrated route pattern east of the Mississippi.
All excepl Fleet No. III converted 10 749A in 1950. Nl13A was leased 10 Aeronaves de Mexico
(AS·MAO) from 1958 until 10 Jon 61.

•••

This was Eastern Air Lines's first Lockheed Constellation Model 649, and the first of that fine series of aircraft to be built specifically for airline lise, rather than being converted from wartime military types.

44
Lockheed 649 Constellation
60 Seats • 285 mph

Size comparison with the L1049G (p.53)

When Eastern received its first Constellations, The Great Silver Fleet
slogan was still prominently displayed on the fuselage. But this soon gave
way to a new slogan: FLY-EASTERN AIR LINES. The old one was
reduced to a modest sign just above the rear door, and this too would
eventually disappear.

Engines Wright 749(18-80-1

2,200 hp (x 4)
MGTOW 94,000 lb.
Max. Range 3,000 miles
Length 95 feet
Span 123 feet

Displaying its elegant design, the new Constellation (NJJ4A) relegates The Great Silver Fleet slogan to a Constellation NIJ2A at Miami, with new hangar
small sign above the rear doO/; and appeals to the public to Fly-Eastern Air Lines. construction making way for the larger post-war
generations of four-engined airliners.

4S
 -- _._--------------------------------

DC·3 Replacements
During the post-war boom in travel, as the United States show its age, by comparison with the newer, pressurized
returned to peacetime normality, the skies became more types, all of which had nose-wheel landing gears. Boarding a
crowded, and the level of air transport intensified. As previ- DC-3 and climbing uphill to the front seats was leading
ously noted, larger aircraft such as the DC-4 and the Model 649 to passenger dissatisfaction, and the solution was met by
Constellation, at least double the size of the venerable DC-3, modern, pressurized, short-haul, twin-engined airliners.
were needed to cope with the increased demand. The frequen- Eastern's choice was the 40-seat Martin 404.
cy of service on many of Eastern's routes was unfortunately
marred by an increased frequency of crashes, no less than six MARTIN 404 FLEET
between January 1947 and November 1949, all except one by Fleet Regn. MSN Date of Remarks and Disposal Fleet Regn. MSN Date of Remarks and Disposal
the larger aircraft. One of these was unusual. On 7 February No. First Service Sold To No. First Service Sold To
1948, near Jacksonville, a Constellation "threw a prop." and a 440 N440A 14109 21 Oct 51 Mohawk Airlines, 24 Sep 62 468 N468A 14159 17 Apr 52 Southern Airways, 20 Dec 62
purser in the galley was killed. On board were Dick Merrill, a 441 N441A 14110 17 Nov 51 Southern Airways, 20 Dec 62 469 N469A 14160 23 Apr 52 Southern Airways, 17 Sep 62
high-time pilot who had delivered the first Connie, and 442 N442A 14111 27 Nov 51 East (oost Flying Service, 20 Jul 60 470 N470A 14161 29 Apr 52 Southern Airways, 23 Aug 62 Mohawk
Winthrop Rockefeller. The aircraft landed safely. 443 N443A 14112 1Dec 51 Mohawk Airlines, 18 Sep 62 471 N471A 14162 30 Apr 52 Airlines, 2Aug 61
444 N444A 14121 7 Dec 51 ASA IntI., 13 Jun 61 472 N472A 14163 6May 52 Mohawk Airlines, 24 Sep 61
On 29 March 1948, the company was re-incorporated (as 445 N445A 14122 16 Dec 51 Crashed Owensboro, Ky, 17 Feb 56 473 N473A 14164 8May 52 Mohawk Airlines, 18 Sep 61
Eastern Air Lines, Inc.) under Delaware law. On 5 February 446 N446A 14137 22 Dec 51 East (oost Flying Service 15 Nov 62 474 N474A 14165 9May 52 Mohawk Airlines, 6 Dec 62
447 N447A 14138. 29 Dec 51 East (oost Flying Service 15 Nov 62 475 N475A 14223 26 Sep 52 Southern Airways, 4 May 62
1949, the first Model 749 "Gold Plate" Constellation was
448 N448A 14139 6Jon 52 Mohawk Airlines, 5Oct 61 476 N476A 14224 30 Sep 52 Mohawk Airlines, 26 Oct 62
delivered, and six months later, on 25 September 1949, 17 Jon 52 Mohawk Airlines, 5 Dec 62 30 Sep 52 Piedmont Airlines, 9 Oct 62
449 N449A 14140 477 N477A 14225
Eastern Air Lines inaugurated its first Air Coach Service. 450 N450A 14141 23 Jon 52 50uthern Airways, 20 Dec 62. Now 478 N478A 14226 9 Oct 52 East (oost Flying Service 16 Jon 63
With this innovation, offering cheaper fares to the public, it preserved at Mid·Atlontic Air Museum, 479 N479A 14227 14 Oct 52 Mohawk Airlines, 9Aug 61
was in line with the entire industry, which had been forced to Reading PA 480 N480A 14228 13 Oct 52 } Piedmont Airlines, 7Sept 63
follow Capital Airlines's example, which had boldly intro- 451 N451A 14142 31 Jon 52 Southern Airways, 5Sep 61. Now 481 N481A 14229 16 Oct 52
duced its "Nighthawk" service on 4 November 1948. preserved at Airline History Museum, 482 N482A 14230 22 Oct 52 Piedmont Airlines, 31 Dec 62
Eastern's first coach-class service was with a 56-seat DC 4. Kansas (ity 483 N483A 14231 29 Oct 52 } Richardson &80ss Oil (ompony,
The passengers willingly exchanged pressurized comfort for 452 N452A 14143 12 Feb 52 A5A IntI., 20 Jun 61 484 N484A 14232 1 Nov 52 22 April 63
453 N453A 14144 19 Feb 52 Wriffen off, louisville, 10 Mar 57 485 N485A 14233 4 Nov 52 Southern Airways, 20 Dec 62
the cheaper fare; the airline found that the reduction of rev-
454 N454A 14145 27 Feb 52 486 N486A 14234 12Nov52 Mohawk Airlines, 7Sep 62
enue per passenger was compensated for by the extra seats Aeroiet-Generol (orp., 20 Dec 62
455 N455A 14146 26 Feb 52 } ASA IntI., 20 Jun 61 487 N487A 14235 13 Nov 52
and by a higher load factor that the cheaper fares stimulated. 456 N456A 14147 29 Feb 52 488 N488A 14236 18 Nov 52 Southern Airways, 20 Dec 62
457 N457A 14148 27 Mar 52 Mohawk Airlines, 2Mar 62 489 N489A 14237 19 Nov 52 Southern Airways, 6 Nov 61
As described on page 48, Eastern's expansion involved more 458 N458A 14149 14 Mar 52 Southern Airways, 1965 490 N490A 14238 22 Nov 52 Piedmont Airlines, 20 Dec 62
than larger aircraft and more frequencies on its busy popular 459 N459A 14150 12 Mar 52 Southern Airways, 16 Oct 61 491 N491A 14239 22 Nov 52 Piedmont Airlines, 20 Dec 62
routes, such as New York-Miami, or New York-Washington. 460 N460A 14151 21 Mar 52 Mohawk Airlines, 2Aug 61 492 N492A 14240 26 Nov 52 (roshed at Massena, NY, 14 Nov 57
It was energetically adding more stations on its network, 461 N461A 14152 27 Mar 52 Mohawk Airlines, 12 Sep 61 493 N493A 14241 6 Dec 52 Fort Worth Pipe&Supply, 15 Nov 62
smaller communities which welcomed the addition of air 462 N462A 14153 22 Mar 52 Mohawk Airlines, 17 Aug 61 494 N494A 14242 18 Dec 52 Piedmont Airlines, 20 Dec 62
463 N463A 14154 29 Mar 52 Southern Airways, 20 Dec 62 495 N495A 14243 24 Dec 52 Southern Airways, 20 Dec 62
service-inevitably the versatile DC-3. The Local Service
464 N464A 14155 8Apr 52 Mohawk Airlines, 31 Aug 61 496 N496A 14244 3Jon 53 (roshed Melbourne, Fl, 17 Mar 58
airlines, such as Allegheny and Piedmont, did not get under 5Apr 52 15 Jon 53
465 N465A 14156 Southern Airways, 26 Jul 61 497 N497A 14245
way significantly until the 1950s, and meanwhile, Eastern 466 N466A 14157 15Apr52 Southern Airways, 31 Jul 61 498 N498A 14246 23 Jon 53 } Southern Airways, 20 Dec 62
met the new demand. 467 N467A 14158 14 Apr 52 Southern Airways, 20 Dec 62 499 N499A 14247 19Feb 53

Such was the volume of traffic, and the rate of increase, that
Notes: Eostern took delivery of the first ond the lost Mortin 404s produced. The oirline sustained four Martin 404 croshes, but not 0 single possenger wos killed.
the airline needed to supplement the DC-3s on the routes of Eostern sold most of the fleet to Chorlo"e Aircroft Corporotion, which then re-sold them to Locol Service oirlines. Some were stored before re-sole, others
lower density, where the old "Gooney Bird" was beginning to
re-ossigned directly. Afew served initiolly with corporote customers. Four ore preserved in museums.

46
Martin 404
40 Seats • 280 mph

Engines Pratt &Whitney R-2800

2,400 hp (x 2)
MGTOW 44,900 lb.
Max. Range 925 miles Artists Note: The 404 and the Convair exhibited different design details. Most
Length 75 feet noticeable was the Martin s larger dorsal fin forward of the vertical stabilizer,
Span 93 feet and its unique multi-plane windshield. The forward fuselage is also shorter than
the Convairliners and the Martins tailplane was dihedral. (see page 63)

Size comparison with the L 1049G (p.53)

The U.S. manufacturing industry offered the airlines two choices for what sometimes became
known as the "DC-3 Replacement"-although this term was interpreted in different ways. The
Consolidated and Martin companies both offered 40-seat twins, of similar performance. But
the unpressurized Martin 202 ran into severe structural trouble, and a series of crashes led to
its grounding by the C.A.A. Martin put the matter right, and the pressurized Martin 404 com-
peted with the Convair 240 for a market worth several hundred aircraft orders.

T.W.A.'s Howard Hughes and his senior executives conducted tests on both aircraft, and
Hughes preferred the Martin. He telephoned Eddie Rickenbacker, so as to make an offer to
Martin for a combined order for 100 aircraft. Rickenbacker signed a contract for 35, with addi-
tional options, on 7 March 1950 and the first one, carrying the "Silver Falcon" service name,
went into service on the New York-Washington route on 15 June 1952.

While the Martin 202s had had serious problems, the 404s did well. During their service life
with Eastern, not a single passenger was killed. This was also a reflection of the vastly
improved post-war standards of technology and better operational efficiency. Post-war airline
service and reliability had, by the 1950s, also risen to provide a much higher level of safety.

47
Local Services
,"':-:;:..
I········

EASTERN AIR LINE

I
1943-195
- ........ fIlA" _\...
\
..
I
\
I
..,,- ---
..
--------,
\

I
I
I.

First service dates

indicated for cities
added, 1943-1955
- --

JOO 200 300 400

I t ! ----J
~-- ......... Scale-Statute Miles \

.--
During the later years of the Second World War, Eastern had been able to add new stations to its already extensive route network east of the Mississippi. Huntsville,
Alabama, for example, was served from 23 February 1943, specifically for the Manhattan Project development ofthe atomic bomb. Service to Boston began on
1 November 1944, so that Eastern now served every major city of the Northeast Corridor. The airline lost the New York-Miami monopoly but Detroit was reached
in July 1945, San Juan in September 1946, and Pittsburgh in December 1949. By the early 1950s, operating in only one third of the United States, Eastern had become
(measured by passengers boarded) not only the second largest airline in the United States, but also ofthe world.

48
Expanding Horizons
During the emerging years of peacetime operations during the

\
late 1940s and the 1950s, the Civil Aeronautics Board was con-
scientiously concerned with the dangers of excessive competi-
tion, even though it was obliged to encourage airline rivalry, in
the interests of instigating higher levels of technology and of
operational efficiency. Airlines guarded their route authorities
jealously, and often took extraordinary steps to demonstrate, in
submissions to the Board, that the traffic demand between spe-
cific city pairs was insufficient to justify more than one airline
-or, in the case of two incumbents, a third competitor.
Beginning in 1948, and up to 1955, the C.A.B. exercised
a kind of Solomon's Judgment. In selected cases, it identified
routes in which the limitations of traffic demand were recog-
nized, but some latitude permitted to the rival aspirants. Airlines
were permitted to make agreements to their mutual advantage,
in what were termed Interchange Services. They could oper-
ate over certain route segments held by each other, taking turns
to provide the aircraft, and operating through services without
infringement of the certificated operating authority. Eastern
Airlines was the beneficiary in three cases, as illustrated in the
map. It gave it access to points west of the Mississippi River,
and in turn it gave the partner airlines access to Florida. The sys-
tem worked well for several years, until the time when the traf-
fic demand on the routes reached a level when there was
enough for all aspirants, without limitation, except for the time
honored ways of competition by better flying equipment, better
scheduling, and on-board amenities.
An important step was also taken on 26 March 1951,
when Eastern was able to operate a direct non-stop service
from New York to San Juan, Puerto Rico, without having to
fly via Miami. The traffic on this route was booming. A mass
exodus of Puerto Rican workers, seeking employment in
New York, had created a constant flow of airliners, invariably
full up, with the emigrants, their families, and the frequent
visits of friends and relatives in both directions.
Gone were the days when Eastem feared intruders on what
it regarded as its privileged tUlf, such as the New York-Miami
route. Faster airliners with longer range were extending the
hOlizons of all the airlines; and Eastern was getting a good share
of those new opportunities.

By the 1950s, the veteran Douglas DC-3s had been relegated

to local routes serving small communities (see map on page 48).
All the main cities were served non-stop by four-engined
aircraft, the unpressurized DC-4s (left) and the pressurized
Constellations (right).

49
Intensified Service
The map on page 48 shows the route expansion of Eastern Air Additionally, both the terrain and the climate were, compared
Lines during the post-war years. It does not, however, tell the with those of other airlines, relatively favorable to achieving
full story of the airline's dominance within its sphere of oper- good regularity and punctuality.
ations. During the 1950s, on all routes to Florida east of the The scheduling was a model of efficiency, with the grid
Mississippi, no less than 19 of the 25 cities that had more pattern of the route map lending itself to integrated flights,
than 500,000 population were served by Eastern. Even more thus permitting a high level of aircraft utilization, a key fac-
significant was that ten of these, including Detroit, tor in seeking low operating costs. This accounted, to a major
Pittsburgh, St, Louis, and Cleveland, were connected to extent, for the financial success of the airline, which had
Miami and Tampa exclusively by Eastern. Rickenbacker's made a consistent profit every year since its reorganization in
airline could reach 80 percent of the urban population with 1934. Eastern was achieving an average of about 12 flying
direct service, and 25 percent exclusively. As mentioned ear-
lier, Eastern had a tremendous advantage economically, as
the Florida traffic pattern ensured that it did not suffer during
the winter months when most airlines experienced severe
declines in passenger boardings. Eastern's actually increased,
and it had to lease aircraft to match the winter demand.
hours per day from its aircraft fleet, a level that most airlines
only aspire to. Yet Rickenbacker was always asking his staff
what they were doing with the other 12 hours. Eddie's style
was a strange mixture of, on the one hand, disciplined direc-
tion, with demonstrable rewards; and, on the other hand, an
ascerbic attitude towards his staff, who had to toe the line.
.. " 4it [c

A Super Constellation 1049 (N6206C) poses with one ofEastern's original Pitcairn Mailwings of 1928. The Pitcairn pilot is seen "swinging the prop." He would be well advised not to try that procedure with the Connie.

50
lockheed 1049 Super Constellation
88 Seats • 320 mph

TERN AIR LINES * * * *

it-filii -

Size comparison with the L 1049G (p.53) Artist's Note: Larger and more poweJful than the
earlier 649s and 749s, the 1049 was most easily Engines Wright 97SCI8-CE-1
identifiable by its longer fuselage and larger square 2,700 hp (x 4)
windows. Engine nacelles, housing the four Wright MGTOW 120,000 lb.
R-3350s, sported large cowl flaps and exhaust ports
as well
Max. Range 2,600 miles
Length 114 feet
The difference between the ailframe of this L 1049 and the Super-G was the shape of the nose. Span 123 feet
The latter had a larger nose cone to contain the radar.

By the 1950s, Eastern Airlines traffic density on its main routes, especially on the
New York-Miami trunk artery, called for larger aircraft. The answer was a stretched-
fuselage version of the popular Lockheed Constellation, and on 17 December
1951, Eastern became the launching customer with its 88 seat Super Constellation
Model 1049 inaugural service to Miami. This provided a 30 percent capacity
increase over the standard Constellation, even though the 57-seat Model 649s had
been upgraded to Model 749s, with 64 seats. Eastern had introduced its first Air
Coach service on 25 September 1949; air traffic was booming throughout the United
States; and Eastern was getting a fair share of it.

LOCKHEED'S COMMERCIAL CONSTELLATIONS

Model Dimensions (It) Cruise Typical Typical Gross Wright First Service Dates No.
Length Span Speed Range Seating Weight engine Model Eastern Built
(mph) (miles) (Ib) type
49 95 123 312 2,000 44·80 86,250- R-3350- 14 Jan 46 - 73
98,000 35 (Pan Am)

649 95 123 326 2,200 60 94,000 749(18 ---t 3Jun 47 20

&649A

749 95 123 310 3,000 60 107,000 749(18 17 Jan 47 18 Feb 49 132

&749A (Pan Am)
(lWAI
Nate: 15 military (-695 were built, same of which were converted to civilian standard as Model 49s.

51
The Constellation Fleet
The famous line of elegant Lockheed Constellations is THE CONSTELLATION FLEET Regn. MSN. Delivery Remarks and Disposal
remembered mainly as the flagship fleet of T.W.A., which, No. Dale
(see also page 44 for Model 6495)
with its charismatic owner, Howard Hughes, must be credit- Model 1049
ed with its sponsorship during the Second World War. Pan Regn. MSN. Delivery Remarks and Disposal N62Dl C 4001 18 Mar 52 Sold 10 Aviation Corp. of America, 30 Sep 68
American Airways also carried its fame overseas. Less No. Dale N6202C 4002 4Apr 52 13 Dec 68
remembered is that Eastern Air Lines had almost as many Model 749 N6203C 4003 26 Nov 51 30 Sep 68
Connies as did T.W.A.: a total of 79 of various models, N115A 2610 6Feb 49 Sold 10 California Airmolive, Jon 61 N6204C 4004 11 Dec 51 Sold 10 Internolionol Aerodyne, 3May 67
N116A 2611 16 Feb 49 leased, 23 Aug 60, Ihen sold 30 Jun 61 to Tronsit Equipmenl N6205C 4005 21 Dec 51 Sold 10 Aviation Corp. of America, 28 May 68
including the 649s (see pages 44-45) not far short ofT.W.A.'s
Co.; (eventually croshed on Iroining f1ighl by F.A.A. crew 01 N6206C 4006 31 Dec 51 28 May 68
87 (excluding the long-range 1649As). 8Jon 52 17 Apr 68
Canton Island) N6207C 4007
Nll7A 2614 7Sep 49 Sold 10 California Airmolive, 10 Jon 61 N6208C 4008 21 Jan 52 30 Sep 68
Eastern's "Connies" operated only east of the Mississippi and Nl18A 2615 27 Ocl49 Sold 10 California Airmolive, 9Jul60 N6209C 4009 31 Jan 52 30 Sep 68
were constantly on parade on the ramps at New York, Nl19A 2616 11 Nov 49 Crashed on lake off from Idlewild Airport, NY, 19 Oct 53 N6210C 4010 6 Feb 52 30 Sep 68
Washington, Miami, and every major city of the east coast NI20A 2617 22 Nov 49 Sold 10 California Airmolive, 22 Nov 49 N6211 C 4011 14Feb 52 Aug 68
and San Juan. The Super Constellations were powered by the Nl21A 2618 7 Dec 49 J N6212C 4012 20 Feb 52 Written off oher ground callision with Eastern DOB
Wright 3350 turbo compound engines, which gave (N808D), Miami, 28 Jun 57
more power than those on the standard Connies, but unfortu- N6213C 4013 27 Feb 52 leased to Pan American, Jun-Nov 55; sold 10 Aviation Corp.
of America, Jul 6B
nately they gave more trouble. Nevertheless, the extra
N6214C 4014 8Mar 52 Damaged beyond repair aher veering off runway at McChord
productivity more than compensated for the additional AF8, Washington, 6Sep 53
maintenance required.
All Modell 049s sold to Aviation Corp. of America were withdrown
From use in 1967-68, and stored 01 Opa locka, Florida, unlil sold.

Regn. MSN. Delivery Remarks and Disposal

No. Dale
Modell049C
N6215C 4523 25 Nov 53 Wilhdrown from use, Miami, Aug 57; broken up May 68
N6216C 4524 7 Nov 53 Sold 10 California Airmolive, 30 Sep 68
N6217C 4525 16 Nov 53
N6218C 4526 20 Nov 53 Croshed aher mid·air callisian with TWA Boeing 707 (N748TW)
over Norlh Salem, NY, 4 Dec 65
N6219C 4527 30 Nov 53 Damaged beyond repair, Miami, 18 Ocl 66; broken up, Jun 67
N6220C 4528 13 Dec 53 Destroyed by fire, Idlewild Airporl, NY, 3Aug 61
N6221 C 4529 19 Dec 53 los N6215C)
N6222C 4530 23 Dec 53 Sold 10 California Airmotive Corp. 19 Jon 66
N6223C 4531 31 Dec 53 30 Sep 68
N6224C 4532 10Jan54 3D Sep 68
N6225C 4533 22 Jan 54 29 Apr 66
N6226C 4534 24 Jan 54 3D Sep 68
N6227C 4535 11 Feb 54 Sold to Wade Trading Corp. 20 Sep 71
N6228C 4536 19 Feb 54 Sold to California Airmolive Corp. 5Sep 68
N6229C 4537 25 Feb 54 30 Sep 68
N6230C 4538 28 Feb 54 Sold fa Aerodyne, 26 Jon 67

Notes: 1. All Modell 049Cs sold to California Airmotive (and Wade

Troding Corp.) were slored at Opo locka, Florida, 1966-68
This Lockheed 1049 (N6225C) carries, at the entrance dODl; the information that it is "Eastern's New 10,000 h.p. Super C Constellation." A 2. Five 1049Cs were converted 10 freighters, N6222C in Jul 63,
N6225C, N6226C, N6227C, and N6228C, in Apr/May 60
Douglas DC 7B, canying a revised, stylized,falcon insignia, is at the real: (Photo, courtesy Roger Bentley) 3. Six I049Cs (MSN 4566-4571) were ordered bUI never buill

52
lockheed 1049G "Super-G"
100 Seats· 310 mph

Regn. MSN. Delivery Remarks and Disposal Regn. MSN. Delivery Remarks and Disposal Regn. MSN. Delivery Remarks and
No. Dale No. Dale No. Dale Disposal Engines Wright 972TC18·DA·3
Modell049G Modell049H Model 049 conI.
3,250 hp (x 4)
N6231 G 4653 26 Ocl 56 Nl006C 4802 Jon 57 N86516 2043 IS Oec 57 -17 May 57 MGTOW 137,500 lb.
All aircraN leased from All aircraft on short-term
N6232G 4655 14 Sep 56 Nl007C 4805 10 Jon 57 N90926 2064 8Jan 57 - 17 May 57
lease from Transworld
Max. Range 3,500 miles
Seaboard & Weslern Airlines,
N6233G 4657 1Oct 56 Withdrawn from use and slored 01 Nl008C 4806 28 Jan 57
and relurned 10 Ihat airline,
N9410H 2073 28 Nov 57 - 18 Apr 58
Airlines, to meelseasonal Length 114 feet
N6234G 4659 12 Oct 56 Opa Locka, Florida, Nov 67-Feb 68; sold N1009C 4807 13Feb 57 N9414H 2075 25 Oec 56 - 18 May 57
N6235G 4660 18 Oct 56 To California Airmolive Corp., 30 Sep 68 Nl0l0C 4808 18 Feb 57 5Jun 57 N90815 2077 15 Oec 56 -16 May 57
demand for addilional Span 123 feet
N90818 2080 30 Nov 57 - 28 Apr 58 capacity on roules 10
N6236G 4661 29 Oct 56 Model1049E
15 Oec 56-16 May 57 Florida during Ihe winter
N6237G 4662 2 Nov 56 N86526 2084
NI005C 4557 Jan 57 (see Modell049H)
N6238G 4663 9 Nov 56 N90825 2087 25 Dec 56 -18 May 57
N6239G 4664 15 Nov 56 Wilhdrawn and stored, Opa Lacko, Aug 66, Model 049
sold 10 Internalionol Aerodyne, 12 Jan 67 N86536 1079 4 Dec 57 - 20 Apr 58
N6240G 4665 30 Nov 56 Slored, Opo Lacko, Jon 68; sold to (see nole
N86502 2023 17 Nov 57 - 26 Apr 58 nexl columnl
California Airmotilve, 30 Sep 69 N86514 2041 25 Nov 57 - 23 Apr 58

LOCKHEED'S COMMERCIAL SUPER CONSTELLATIONS

Model Dimensions (It) Cruise Typical Typical Gross Wrighl Firsl Service Dales No.
Lenglh Span Speed Range Sealing Weighl engine hp Model Easlern Buill
1049 114 123 301 2,600 88 120,000 2,700 - 17 Dec 51 24
1049C 114 123 314 2,450 99 128,500 3,250 - 15 Dec 53 48
10490 114 123 314 2,450 104 135,400 3,250 14Sep54 4
Seaboard & -
Weslern
1049E 114 123 314 2,450 88 135,400 3,250 4Aug 54 Order 28
(Iberia) concelled
1049G 114 123 310 3,500 60-112 137,500 3,250 1Apr 55 Ocl56 10
(TWA)
1049H 114 123 310 3,500 112 140,000 3,400 Ocl56 Jon 57 5
(QANTAS)
1649A 116 150 340 4,500 64-99 160,000 3,400 1Jan 57 - 44
(TWA)

Note: Models 149 Ihru 549, 849, 949, and 11491hru 1549 were designs thaI were not put into production. Modelsl049A, This group, possibly members of the Eastern staff, is boarding a special flight, the last Constellation
10498, and 1049F were mililary varianls. Engines from 1049C onwards were turbo-compounds. (a Super-G) to cany passengers, on 14 February 1968.

53
The Golden Falcon
The rivalry between the Douglas and Lockheed manufacturers DOUGLAS DC·7B FLEET DOUGLAS DC·7B FLEET Continued
swung backwards and forwards during a highly competitive
Fleet MSN Delivery Remarks and Disposal Fleel MSN Delivery Remarks and Disposal
decade, following the end of the Second World War. At first, the No. Dote
No. Dole
ex-Douglas military C-54s, converted to the original design as
DC-4s, were quickly out-flown by the pressurized and elegant N8010 44852 2Jun 55 Sold 26 Jon 66 N8190 45088 12 Oct 56 Sold 14 Jon 65
N8020 44853 8Jul55 Sold 18 Jun 65 N8200 45089 29 Oct 56 Sold 1 Dec 64
Lockheed Constellations. Douglas responded with pressurized
N8030 44854 8Jul55 Sold 4Jun 65 N821D 45330 12 Sep 56 Sold 9Jul65
DC-6s and DC-6Bs, and Lockheed hit back, impressively, with 45331 4 Oct 57 Sold 27 Jon 65
N8040 44855 27 Jul55 Sold 1Mar 65 N8220
its Super Constellations. Douglas responded in what became a N823D 45332 11 Oct 57 Sold 1May 65
N8050 44856 4Aug 55 Sold 10 Mar 65
race to be the flrst non stop transcontinental airliner, with the N8060 44857 18 Aug 55 Sold 27 May 65 N8240 45333 25 Oct 57 Damaged beyond repair when landing gear
DC-7 and the DC-7B for U.S. domestic routes. Finally, in N8070 44858 28 Aug 55 Sold 28 May 65 collapsed on landing at Charlotte, NC, 16 Oct 65
another race, for trans-Atlantic non-stop capability, the N8080 44859 31 Aug 55 Destroyed by fire after colliding on ground at N8250 45334 31 Oct 57 Sold 23 Dec 65
Lockheed 1649A (see tabulation on page 53) battled with the Miami with Eastern's lockheed 1049 (N6212() N826D 45335 15 Nov 57 Sold to lawson Aviation, 17 Aug 66
Douglas DC-7C, the "Seven Seas." N8090 44860 14 Sep 55 Destroyed by fire after landing short of runway at N827D 45336 22 Nov 57 Sold 10 Jon 66
During this period, Eastern Air Lines was involved neither Richmond, VA, 17 Jul 64 N828D 45337 12 Dec 57 Sold to Tromsoir, Sweden, as SE·ERG, 10 Aug 65
N8100 44861 22 Sep 55 Sold 20 Jul65 N8290 45338 12 Dec 57 Sold 6Jon 65
in transcontinental or trans-Atlantic operations. But it was
N811 D 44862 3 Oct 55 Sold 15 Nov 65 N8300 45339 20 Dec 57 Sold 20 Jon 65
involved in bitter competition with the aggressive National 45341 Damaged beyond repair when landing gear
N8120 44863 10 Nov 55 Sold 14 Jul 65 N8310 20 Dec 57
Airlines in Miami, and a relative newcomer to the major trunk collapsed on landing at Charlotte, NC, 20 July 64
N8130 45082 1Aug 56 Sold 23 Nov 65
airline scene, Delta Air Lines, which had established a solid N8140 45083 14Aug56 Sold 9 Dec 65 N8320 45341 24 Dec 57 Sold 18 Aug 64
base in Atlanta, one of Eastern's biggest traffic hubs in the N8150 45084 5Sep 56 Croshed in bod weother on approach to Idlewild N8330 45342 11 Jon 58 • Sold 13 Aug 65. Still operational (os 111097),
south. Delta had also gained a foothold in northern markets, (now JFK), NY, 30 Nov 62 owned by William Waara, Miami Springs, Florida
with access to Chicago and the Great Lakes area. Seeking N8160 48085 13 Sep 56 Sold to Chicago White Sox Baseball team 26 Oct 64 N8340 45343 15 Jon 58 Sold 12 Oct 65
competitive superiority, Rickenbacker turned to the Douglas N8170 45086 26 5ep 56 Sold 5 Feb 65 N8350 45344 20 Jon 58 Sold 5Aug 65
DC-7B, even though its flagship fleet was the Constellation. N8180 45087 8Oct 56 Sold 1 Dec 64 N8360 45345 23 Jon 58 Sold 13 Sep 65. Preserved at the Minneapolis·
5t Paul airport
The DC-7B was faster, and in the 1950s, speed was one
N8370 45346 27 Jon 58 Sold 17 May 65
of the main ingredients in the almost ruthless battle for airline N8380 45347 10 Feb 58 • Sold 24 Jon 66. Still in use as a fire·fighting
supremacy. tanker wilh TBM Inc., California
N839D 45348 11 Feb 58 Sold 12 Oct 66
N840D 45349 18 Feb 58 Sold 13 Feb 66
N841D 45447 25 Feb 58 Sold 1Oct 65
N8420 45448 23 Feb 58 • Sold 23 Jul 65. Owned by loGronde Air Service,
Oregon
N8430 45449 17 Mar 58 Damaged beyond repair after nose landing gear
collapsed at Nashville, 26 Jul 63
N8440 45450 26 Mar 58 Sold 27 Jul 65
N845D 45451 31 Mor 58 Sold 7 Dec 64
N8460 45452 - Crashed on pre·sole test flight, 10 Mar 58
N847D 45453 16 Apr 58 Sold 2May 65
N8480 45454 14 May 58 Sold 13 Jon 66
N849D 45455 15 May 58 Crashed into the sea off Jones Beach, lang Island,
after taking evasion action 10 ovoid mid·oir calli·
sion with Pan Am Boeing 707 during climb·aut,
8 Feb 65
N8500 45456 23 May 58 Sold 25 Dec 65

This pictllre was taken at Baltill/ore in 1964, showing the "Golden Falcon" on the tail, and also displaying the latest fashion in airline steps.
• All aircraft sold to California Airmotive, unless otherwise indicated. Aircraft N801 0·118300 were
(Photo: Roger Bentley) fitted with luxurious "Golden Folcon" inleriors, with 64 seats. Aircraft N831 D·N8500 were 'Falcon
Super Coach" versions, with 93 seats. Three OOBs are still being flown, as noted in the lobulation.

54
Douglas DC-7a
99 Seals • 360 mph

Size comparison with the L 1049G (p.53)

Engines Wright R-3350
3,250 hp (x 2)
MGTOW 126,000 lb.
Max. Range 2,760 miles
Length 109 feet
Span 118 feet

The Douglas DC-7B was not much bigger than the

popular thoroughbred, the DC-6B; but equipped with
the Wright turbo-compound engines-3,250 h.p. ver-
sus 2,500, it was about 40 mph faster. Marketed with
flair as Eastern's "Golden Falcons," it entered service
on the busy routes from the northeast and the Great
Lakes to Florida on 22 July 1955.

Not long before, Eddie Rickenbacker had been able to

announce that his airline had completed 20 years of
profitable operation, the last fifteen without subsidy.
And 1955 was a banner year, in which the DC-7B's
introduction was soon followed by orders for the prop-
jet Lockheed Electra and the pure jet Douglas DC-8.
Furthermore, as narrated in the following pages,
Eastern expanded its network by the acquisition of
another airline.

In its distinctive leffering style, the advice to airline passengers to FLY-EASTERN AIR LINES, was a successful promotional slogan.
(Photo courtesy Art Carter)

55
Colonial Air Transport
On 16 April 1923, a company called Bee Line, Inc., was service as well as mail and express. The route started from
founded by a group of New England businessmen. These Cleveland to Buffalo, and on I June 1928 was extended along
included John H. Trumbull, Governor of Connecticut;Irving the Mohawk Valley to Albany. The company's treasurer was
Bullard, a Boston banker; Cornelius Vanderbilt; and William William A. Rockefeller, no doubt a wise selection.
A. Rockefeller. They were names to be reckoned with, but the
fleet was not. It consisted modestly of one Fokker F-II, and Expanding further, Canadian Colonial Airways was founded
two Standard biplanes. On 8 May 1924, the line was re-incor- on 6 March 1928, and on I October, with the new Fairchild
porated as Colonial Air Lines. FC-2W2s, it opened a daily mail route from New York to
Montreal, via Albany, where it connected with Colonial
Early in 1926, it competed for the first mail contracts under Western. The Canadian connection carried 31,000 lb. of mail in
the provisions of the 1925 "Kelly" Air Mail Act, but faced its first year-an impressive performance for the time.
local competition from Eastern Air Transport (no relation to One quaint innovation was the introduction of a motor-cycle
or connection with the later company, which is the subject of courier service on IS March 1928, as illustrated.
this book). The rival was led by Juan Trippe, who had previ-
ously tried to operate, unsuccessfully, Long Island Airways. On 17 February 1929, the old Hadley Field was replaced as On 15 March 1928, rei>ponding to initiatives in Springfield,
On 25 January 1926, the two rivals merged and were incor- the New York terminus by the new Newark Airport. But a Massachusetts, Colonial Air Transport cooperated with the Indian
porated as Colonial Air Transport. Among the new directors month later, this promising move was man'ed by the crash of Motorcycle Company to operate a special courier service from the
were John Hambleton, Connecticut Senator Hiram Bingham, the new proudly-owned Ford Tri-Motor, on a local sight-see- air field at Hartford, Connecticut. This unusual route extension did
Sherman Fairchild, and Professor Edward Warner, all of ing flight, in which 14 people were killed. At the time, it was not, however, last very long.
whom were to contribute, in different ways, to the progress of the worst air disaster in U.S. air transport history. In March,
U.S. air transport. the three separate Colonial airlines had re-organized, under a
parent holding company, Colonial Airways Corporation. MOTOR-CYCLE COURIER
On 2 June 1926, Colonial opened a daily mail and express SERVICE
service on Commercial Air Route No. I (C.A.M.I), from
New York to Boston. The 192-mile route started at Hadley 15 Marcl11928
Field, New Jersey, the old Post Office Mail Service field. The
first flight was made with a Curtiss Lark mailplane, and fur-
ther aircraft were added-see opposite page. The airline
clearly had wider ambitions, as on 28 December 1926, the
$330,000 stock was increased to $2,000,000.

In the spring of 1927, Trippe and Hambleton left Colonial

after disagreements on long-term policy. Most of the direc-
tors wished to remain identified only with New England.
Trippe had ambitions to go south-and that, as the saying
goes, is another story. The new general manager was
John F. O'Ryan. Colonial's route was the first to be fully
lighted, under the national Lighted Airway program; and on
4 April, it carried a few passengers; but this experiment
was short-lived.

On 17 December 1927, Colonial started a new air mail route,

C.A.M. 20. This was operated by an associated company,
Colonial Western Airways, which offered daily passenger New York
REGD

56
The First Colonial Fleet

The Curtiss Lark was not a key element in the pioneer months of Colonial'sfirst "fleet" comprised Fokker Universals. One (N-AABB), Colonial Air Transport and Colonial Western each had four Fairchild
sustained airline history in the United States; but curiously it was the Fokker prototype, and was destroyed in the fire with the Lark. FC-2s. They were NC 1851 (MSN 13), NC/852 (21), NC 3316 (29),
started the earliest services of two original ancestors of Eastern Air This was the first production aircraft (N-AABA/NC54), which was NC 5508( /09), NC 5658 (116), NC 6537 (122), NC 40/2, and NC
Lines. /t started the Miami-Jacksonville mail service for Florida damaged at Cheshire, Connecticut, on 16 July 1927, and wrecked at 5650.33/6,5508,5858, and 1852 were allocated to Colonial
Airways on / April 1926 (see Page 9); and Colonial Airways's New Willington, Connecticut, on 3 September /927. Colonial also had a Western. All the Fairchildfuselages were painted blue. NC /851 was
York-Boston service on / June /926. Colonial's Lark (N-AABC) Fokker C-2 (US. -built F- VII/3m), named Chicago, in November 1926, wrecked at Hadley Field on 30 October 1927, and NC 5650 wrecked
was destroyed by fire at Hadley Field on 28 March 1927. and this too was written off at Teterboro, New York, on 17 June 1927. at Stafford Springs, Connecticut, On 5 January 1929.

This Canadian Colonial Fairchild FC-2W2. NC 8004 (MSN 515) was Colonial Western had six Sikorsky S-38B flying boats, used from 15 This Canadian Colonial Pitcairn PA-6 Super
used on the New York-Montreal route (F.A.M. /) from September June 1929 for service across Lake Ontario from Buffalo to Toronto. Mailwing was warming up at Albany, ready to fly the
/928. Three other FC-2W2s were in the fleet: NC 8028 (138), (late/; At Buffalo, the connection was made with the airline's "trunk" mail to Montreal. The group already hadfour PA-5s.
from 25 November 1930, CF-AKT); G-CAVL (516); and G-CAVN route from Cleveland to Albany, where a further link was made to Two, NC 5468 and NC 3469, were with Colonial Air
(522). The last two were registered in Canada. To meet regulations, New York. The Colonial airline group thus connected the largest Transport (New York-Boston); and two, NC3835 and
Canadian-registered aircraft took the mail as far as Albany, and US. city with the two largest cities in Canada. NC 3837, with Colonial Western (Albany-Cleveland).
US.-registered aircraft took the mail on to New York. The group had at least seven PA-6 Super Mailwings.
Canadian Colonial (New York-Montreal), had NC
This picture of the Colonial Western 7867, illustrated, three more, NC 7866, NC 7965, and
Airways fleet was taken on 24 NC 7966, were with Colonial Air Transport, and three,
November 1924 to mark what was then NC 7868, NC 355E, and NC 680E, were with Colonial
a record mail load. 1t shows (right-to- Western. All were delivered between November 1928
l~ft) FC-2W2 (NC 1852), a Ford 5-AT and late 1929 and were operated for about three years.
Tri-Motor (NC 8486), two more NC 7866 was wrecked at Berlin, Connecticut,
FC-2W2s, and a Pitcairn Mailwing. on17 September 1929.

57
The American Way
During the spring of 1929, the Colonial stockholders were
invited to exchange their stock with the Aviation
Corporation (AVCO), which thereby acquired a controlling
interest in the entire Colonial group. Major General John F.
O'Ryan continued as president of Colonial Air Transport,
Inc., which became an integral division of AVCO. This cor-
poration had been founded on 3 March, with substantial
financial backing from Wall Street. It had already brought
together the Chicago-based Universal Aviation Corporation
(the result of the consolidation of many small airlines) and
Southern Air Transport, based in Fort Worth, Texas, also the
result of airline mergers. AVCO simplified a complicated
organizational structure on 25 January 1930 by forming
American Airways, which then purchased Standard Airlines The Fairchild 71 was the ultimate development of the FC-2 series. At least seven were delivered to the Colonial group during 1929. Known
from Western Air Express in the summer of that year, to com- aircraft were NC 9745 (MSN 611), NC 9782 (612) of Colonial Air Transport; NC 9148 (634), CF-AKG (653), NC 155H (663), and NC4K
plete a coast-to-coast network. It meandered across the conti- (678), of Canadian Colonial; and NC 145H (662) of Colonial Western. NC 9148 was wrecked at Jersey City on 18 April 1930, NC 9745 and
nent in an uncoordinated way, so that its Colonial portion NC 155H, and possibly others, were transferred to Alaska, after American Airways took control of the Colonial group, and on 1 September
linked Chicago and New York via Cleveland and the 1932, these passed to Pan American, which TOok over American s Alaska routes.
Mohawk-Hudson Valleys; but Postmaster General Walter
Brown soon brought order to a hitherto disorganized U.S. air-
line industry.

Under AVCO management, Colonial started New York-

Boston passenger service on 15 April 1929; and Buffalo-
Toronto, using Sikorsky S-38B amphibians (see page 57),
across Lake Erie, and giving passengers an aerial sight-see-
ing of the iagara Falls en route.
This Ford 5-AT-33 Tri-Motor was NC 9675, Colonials
first passenger flagship, named Nacomos, the name of
While the acquisition of Colonial gave American Airways the
eastern extension it needed to reach New York, thjs was more Hiawathas grandmathe I:
in theory than in practice. The route meandered across the
United States by a circuitous route. Although claimed to
serve the nation from coast to coast and from Canada to
Mexico, the cynics suggested that passengers travelled from
Los Angeles to New York via Canada and Mexico.

This map was given to all the passengers on the New York-Boston -
-i
()
route in 1930. It aimed to reassure them of the extensive support by
()
navigational aids such as fixed or revolving beacons. The 200-mile
C)
distance was shown optimistically (for the Fords) as 1 haUl;
forty minutes, but a note explained that this could vary by
111
'b.
10 or 15 minutes because of headwinds orfollowing winds.
<-
(Map by Colonial Air Transport, Inc., a Division ofAVCO)
> III

58
The Algonquin Fords
This was the cover of a Limited Special Edition (100 copies)
of a souvenir booklet, printed for the directors and stock-
holders of Colonial in 1929. Colonial was then planning
expansion in the New England area. A map showed a pro- igllWtllJ of e SI{ies
..
posed coastal itinerary to Bar Harbor, Maine, calling at
Montauk Point, Newport, Hyannis, Boston, and Portland;
direct New York-Buffalo via Binghamton; Albany-Boston; Nt:WYOIiK
and Buffalo-Toronto. Only the last of these proposals was
started, after American Airways took over. BOS'''ON
The three Ford flagships, used on the New York-Boston
main route, were given names from the Algonquin language
and from the dialect of the Massachusetts tribe, indigenous to
the region over which Colonial flew.
Regn. MSN ' Algonguin' Origin of nome and Disposol
name
NC 9675 5·AT-33 Nacomas Named after the daughter of the moon and earth·
molher. She was Ihe grandmother of Hiawalha,
founder of the Iroquois. Aircraft was destrayed in a
(rash at Boston,S Jun 30.
NC 9677 5·AT·35 Nonanotum Name of hill near Newton, Massachusells, where slood
the wigwam of Waban, chief of Ihe Massochusells
tribe. Aircraft to American Airways, 23 Nov 31.
NC 9681 5·AT·36 Nemissa The name means "star·moiden," o(cording 10 a legend
of Ihe Ojibway Iribe. She was Ihe youngesl of the
twelve slar-sisters. Aircraft ta American Airways, 4
April 31

Other Coloniol Fords

NC-9663 5-AT-14 Purchased from Universal Aviation Corp., 6 May 30; 10 American Airways,
21 May 34
NC 9682 5-AT-43 Purchased from 5AFEway, 3July 31; to American, 4 Oct 32
NC 8486 5-AT-94 Delivered ta Colonial 20 Feb 30; la American, 16 Dec 32

<,l/.;Ij

One of the "Algonquin" Ford Tri-Motors is seen here at Newark This luxury limousine left New York's Pennsylvania Hotel at 9.15 This was the Ford 5-AT-33 NC 9675, Nacomos (also pictured
Ailport in 1929. Passengers are being helped on board from the a.m., stopped en route at the Manhattan end of the Holland Tunnel, on page 58), showing the new Colonial markings on the tail and
Colonial bus, direct to the airplane. They appeared to be checking and arrived at Newark Airport at 9.50 a.m. The aircraft left for wing-tips. All three of Colonial's air mail contract numbers,
in with the Colonial official as they got off the bus. Those were Boston at 10 a.m. Such a schedule would be impossible today. C.A.M.1, C.A.M. 20, and F.A.M.l, are marked by the door.
innocent days.

59
Renewed Independence
When American Airways absorbed Colonial early in 1930, its and authorities created what became known as "grandfather COLONIAL'S DOUGLAS DC·3s
main objective was to integrate the route and mail contract rights" to all routes operated by U.S. airlines. This involved a (All eXlept ' to Eastern Air Lines, 1 June 1956)
authority, with the prospect of future realignments, into a further restriction on ownership, and the American Airlines Fleet M5N. Delivery Remarks and Disposal
transcontinental system. This it achieved, but the plans did shareholders (the Airways had become Airlines in 1934) had No. Dute
not include any special concentration in the New England to divest themselves of their Canadian interests. NI7335 1921' 26 May 4B Bought from American; crashed 20 Sep 4B at Burlington,
area. The record Fairchild order of 50 aircraft, announced in In October 1939, Canadian Colonial was sold to Vermont (no fatalities)
June 1929, was curtailed; and the order for the 20-seat Sigmund Janas and a group of business associates. At the N16096 Bought from American; sold EB. Ayer, 30 Jan 57
2136 3Oec 4B
Keystone Patrician, to meet passenger demand on the New time, it had a single route, from New York to Montreal, and a Bought from American; sold to Remmert Warner, 31 Jan 57
N21745 2103 220ct4B
York-Boston route, was cancelled. But 50-trip commutation modest fleet that included two Douglas DC-2s. The new New (Canadian Colonial); USAAF BJan 42-3 Ju144; sold to
NC21751 2127 3May 39
tickets were sold to well-heeled businesses which needed fre- company set out to rejuvenate the airline that had so many Remmert Warner, 31 Jan 57
quent travel between the two cities. traditional ties with New England, and with its Canadian Bought from American; sold to Owens Illinois Glass, 14 Aug 50
After the complete overhaul of the U.S. airline industry, neighbor. In 1941, it secured rights to a new route, serving N21752 2165' 14Feb 49
NC2175B 1Jul42 Bought from Amer; sold to RW, 31 Jan 57
following the "Air Mail Scandal" of 1934 (see page 28) the Burlington, Glens Falls, and St. Jovite. Janas purchased some 2237
NC21759 26 Jun 40 New (Canadian Colonial); sold to Remmert Warner, 31 Jan 57
Aviation Corporation (AVCO), which owned American Douglas DC-3s, and the airline was renamed Colonial 223B
Bought from Amer; sold to Beldex Corp. May 59
Airways, was obliged to distribute its stockholders' shares, as Airlines, Inc. on 1 May 1942, to meet with a Civil N21795 2200 31 Jul4B
the new laws did not allow a U.S. domestic airline to operate Aeronautics Board decision that a Canadian company could N2179B 26 May 4B Bought from Amer; sold EB. Ayer, 26 Oct 56
2202
to a foreign country. Thus, Canadian Colonial Airlines was not longer operate as a subcontractor-this to clarify an N2B323 22 Mar 46 Bought from Northeast Airlines; sold to Caribbean Atlantic
2253 Airlines, 31 May 57
reconstituted, with AVCO shareholders holding a one-twenti- arrangement whereby a Canadian registered company
eth share of Canadian Colonial for each share of American had operated the southbound flights, and a U.S. Company 80ught from Northeast; sold to Capital Airlines, 25 May 40
NC28324 2254' 13 Oec 45
Airways. The single route continued to be operated with the northbound. New (Canadian Colonial); USAAF BJun 42-21 Jun 44; sold to
NC28360 2m' 19 Nov 40 Capital, 25 May 50
American-leased Vultee V-lAs and Stinsons-virtuaUy With the approach of the Second World War, Colonial had --
"cast-offs" from the main network. A service was opened to a fleet of six DC 3s and two DC-2s. Four DC-3s and the two NC86586 7395' Ex-USAAF; sold to L.H. Cameron, Jan 54
Ottawa in February 1936, but discontinued two years later. DC-2s were sold to the U.S. Army, and from June 1942 until
Notes:
Then, in 1938, when the Civil Aviation Authority June 1944, Colonial operated under contract to Air Transport 1. Colonial had fwo Oouglas OC-2s, NCl4925, MSN 1411, delivered 4Sep 42,
(C.A.A.) came into being, a further reorganization of routes Command on routes in New England and to Chicago. ex-Canadian Colonial CF BPP; and NC 14276, MSN 1309
2. N21798 is restored as Flagship Knoxville in the C.R. Smith Museum, OaIIas
3. In May 1946, Colaniallisled four DC-3s in its fleet: NC86547 (19961 ),
NC86548 (20405), NC86591 (200B3), NCB6592 (9162). These went to Argentina,
and may nat have been operated by Colonial.

This picture of a Colonial Airlines DC-3 (N 21798) was taken at Washington Airport on 12 May1957 by veteran photographer Art Carla

60
DC·4s to Bermuda

Colonial DC-4 N93267 loads the bags at Washington's Ailport. In addition to the daily service from New York to Bermuda, the DC-4s made four round trips a
day to Montreal, with flights named The Stal; The International, The Pioneer, and The Lark. (Photo, courtesy Art Carter)

The remnants of American Airways's original Colonial Hampshire were also included in the award. Glens Falls Colonial's network was never economically viable, and it
Airways Corporation had continued operations precariously proved a good traffic generator, situated as it was close to became the target for "merger" proposals. By 1951, a battle
in the 1930s-see page 60. the Saratoga Race Track. Five more DC-3s were added to raged between Eastern Air Lines, and its old adversary,
the fleet early in 1946, as the network had more than dou- National Airlines, with the latter's Ted Baker pulling out all
Colonial Airlines survived the Second World War-but bled in route mileage. the stops against Eddie Rickenbacker (see page 62). The
only because of stout efforts by its management. The long-drawn-out struggle lasted for five years, and is narrated
"Grandfather" route awards of 1938 resulted in it being the Then on 22 May 1946 it more than doubled again, when on page 62.
smallest of the certificated airlines. Depredations of its fleet Colonial acquired, under mail contract FAM 33, routes to the
by wartime requisitioning left it, in 1945, with a total fleet of British Atlantic Ocean island, Bermuda, from both New
COLONIAL'S DOUGLAS DC·4s
two DC-3s. And in contrast with Eastern, which enjoyed York and Washington. (All 10 Eoslern Air Lines, 1 June 1956)
buoyant winter traffic to Florida, Colonial's dropped off
considerably during the Canadian winter months. To serve this desirable route addition, Janas purchased two Fleel MSN. Delivery Remarks and Disposal
Douglas DC-4s from other operators, and service to Bermuda No. Dole
Under the leadership of Sigmund Janas, things picked up began on 1 August 1947. Colonial Airlines was still very N4270 lB370 1953 Ex-NB344C, Civil Air Transporl
after the end of hostilities. On 10 August 1945, the C.A.B. small, compared to other U.S. airlines, and it had ambitions to N93266 10299 29 May 47 Ex·YV-AHU (lAV, Venezuela); 5kycruiser Bermuda
awarded the diminutive airline an additional U.S. terminus, expand to the Great Lakes area and throughout the southeast,
Washington, for its Montreal connection, and Ottawa, paralleling Eastern's route as far as northern Florida and New N93267 7476 29 May 47 Ex-BuA39179, US. Navy; 5kycruiser America
Canada's capital, as an additional destination. To boost Orleans. One speculative map showed routes throughout Pan N426B 10370 19 Jon 50 Ex-42-72265, U5AAF; 5kycruiser Canada
winter traffic, Colonial promoted winter ski resorts in American territory in the Caribbean and South America. But N4269 1030B 23 May 50 Ex-NX30067, ex War Assets Administration; 5kycruiser New
Canada. Intermediate points in New York State and New none of these ever materialized. Yark

61
Eastern Goes International
The mid-1950s was an eventful stage in Eastern Air Lines's
history. The introduction of alcoholic beverages on board, on
1 December 1954, was perhaps a celebration of completing ,',- ......Service
"'I
to Mexico 1957
20 years of profitable operation. This was the result almost
entirely of the relatively non-seasonal nature of the routes to l
Florida; but also on the operational efficiency, specificany in I
achieving a high rate of aircraft utilization - a fleet average of
up to ten hours a day or more in the air.
More important, however, was the acquisition (or
"merger" as the action was euphemisticany caned) of
Colonial Airlines. In 1951, Eastern and National Airlines
sparred for its control, with Eastern making a formal offer on
20 November 1951. National's offer failed because a block of
non-voting stock was controned by Eastern. On 30
September 1952, the Eastern offer was approved by Mexico
Colonial's stockholders, and on 27 November the merger
seemed to be sailing through the C.A.B. confirmation Cit.Y
process, but there were strong objections from Ted Baker's
National. On 1 March 1954, President Eisenhower over-ruled
the pending C.A.B. approval of Eastern's bid, on the basis
that it " had acquired "unlawful control of Colonial, in viola-
tion of Section 408 of the Civil Aeronautics Act prior to
approval by management and shareholders."
The plot thickened. On 17 June 1954, the Board issued
a statement favoring a Colonial-National merger. Eastern
countered by suggesting a new solution for voting the ques-
tioned stock. Claims and counter-claims dragged on, and
finally, on 1 June 1956, the merger was formany completed
in Eastern's favor.
For two years, the Colonial routes were operated as the
Colonial Airlines Division of Eastern, with a fleet of 8
DC-3s and 5 DC-4s. When the name disappeared from the
official records, it had completed its entire 26 years of exis-
tence without a single fatality, in spite of the often severe
winter weather in its operating area. As for Eastern, which
had only reached Puerto Rico, beyond the 48 States, it could
now, with routes to Canada and Bermuda, enter the ranks of
the international airlines.
A further incursion into a foreign field was made in the On 22 July 1955, the DC-7B Golden Falcon was introduced (see pages 54-55); on 27 Septembel; Eastern ordered its first turboprop
following year. On 17 July 1957, a DC-7B opened service aircraft, Lockheed Electras (see pages 64-65); and an interchange service to Minneapolis-St. Paul began, partnering Northwest airlines,
from New York to Mexico City, via New Orleans. And on started on 15 Decemba This resulted in Boeing Stratocruisers operating Eastern services from the Twin Cities to Miami, but not
23 September of that year, Washington was added as a in its own colors. On 7 December 1955, Rickenbacker ordered the airline 's first jets, 20 Douglas DC-Ss. (See pages 66-67). The mid-1950s
capital-to-capital service between the two countries. witnessed several important events. Passing relatively unnoticed among these prestigious announcements was an orderfor 12 Convair 440
twin-engined airliners, to supplement the Martin 404s. This picture was taken at Houston in 1961. (Photo, courtesy Art Carter)

62
Convair 440
52 Seats • 289 mph

CONVAIR 440 FLEET

Fleel MSN. Delivery Remarks and Disposal
No. Dale
N9301 415 15 Apr 57 Sold 10 Ronsome, 11 Jun 70
N9302 416 15 Apr 57 Sold 10 Ronsome, 11 Jun 70
N9303 417 17 Apr 57 Leosed to Slondord AirwoY5, 27 Mor 69;
relurned 10 Eoslern 1970; sold to Rolco Inc. 13 Mor 70
N9304 418 22 Apr 57 Sold to Greot Western Inll., 6Apr 70
N9305 419 25 Apr 57 Leosed to Stondord Airwoys, 9Jun 69; relurned 10 Eoslern
1970; sold 10 Roleo Inc. 24 MOT 70 Artist's Note: Convair's radar-equipped 440 Metropolitan was the
N9306 420 30 Apr 57 Sold to Corolino Aircroft, 25 Mor 70 thoroughbred of the Convair twins. Both the Martin 404 (see page 47) Engines Pratt &Whitney R·2800
N9307 421 10 Moy 57 Leased to Standard Airwoys, 25 Apr 69; relurned to Eoslern and the 440 had rear ventral passenger entrance steps in addition to their 2,500 hp (x 2)
1970; sold 10 Mackey Inll. Airlines 1972 forward fuselage doors MGTOW 49,100 lb.
N9308 422 9May 57 Sold to Ransome, 11 Jun 70
N9309 423 15 May 57 Sold to Ransome, 11 Jun 70
Max. Range 650 miles
N9310 424 16 May 57 Sold to Rolco Inc. 13 Mar 70 Length 79 feet
N9311 42S 17 May 57 Sold to Ransome, 23 Jun 70 Span 106 feet
N9312 426 23 May 57 Sold to Ransome, 17 Jun 70
N9313 427 20 Moy 57 Sold to Ransome, 11 Jun 70 Size comparison with the L 1049G (p.53)
N9314 428 28 May 57 Sold to Roleo Inc., 13 Mar 70
N9315 433 10Jun57 Sold 10 Ronsome, 9Jun 70
N9316 434 13Jun57 Sold 10 Mackey Inll. Airlines, 24 Dec 70
N9317 435 26 Jun 57
N9318 436 2Jul57 Sold 10 Rolco Inc., 13 Mar 70
N9319 437 24 Jun 57 Sold 10 Ronsome, 28 Jun 70
N9320 438 22 Jul57 Sold 10 Mockey IntI. Airlines, 24 Dec. 70

As with previous f1eels, e.g. DUB ond Conslellotion oircroft, the

Eostern fleet numbers were Ihe losllhree digils of the regislrotion
(or "toil") number.

While maintaining its position as one of the "Big Four" air-

lines, and with the Jet Age imminent, following Pan
American's spectacular 1955 order for 25 Douglas DC-8s
and 20 Boeing 707s, Eastern still had to look after its "bread-
and-butter" routes, serving dozens of small communities
throughout the eastern States. By the 1950s, the veteran
Douglas DC-3s were now venerable, and obsolescent for
front-line service. The Martin 404s, which had replaced
them, were out of production. Eastern therefore had to mix its
fleet of short-haul aircraft to serve the grid pattern of routes
that blanketed its network.

The choice was the Convair 440, the latest of the series of
well-tried twin-engined pressurized airliners that were still in
production at the Consolidated plant in San Diego. They The Convair 440 was later given a new modem paint scheme that Eastern Air Lines adopted for its fleet: This picture of what became known
entered service in April 1957. as the "hockey-stick" design was taken at Atlanta in /968. (Photo, courtesy Roger Bentley)

63
 THE LOCKHEED MODEL 188 ELECTRAS
Technical Revolution Regn.
No.
MSN. Delivery
Dale
Remarks and Disposal

N5501 1005 3Jan 59 Sold to S.A.M., Colombia, 1Aug 69

In the summer of 1955, Eastern Air Lines, still controlled Eastern Air Lines opened Electra service on 12 January N5502 1007 BNov SB Sold to Air Manila IntI. Philippines, 1Dec 71
1959, the first Electra service in the world. (As a matter N5503 100B 20 Oct 5B 5Mor 72
almost at a personal level by Eddie Rickenbacker, did not
N5504 1009 2 Nov 58 Sold to Zantop International, Dec 77
immediately follow the dramatic course of modernization of interest, Eastern was also the last of the front-line operators
N5505 1010 10 Nov 5B Sold to S.A.M., Colombio, 15 Nov 71
soon to be set by the Pan American Airways order for 45 big to retire its Electras, on 30 October 1977). The accomplish- N5506 lOll 3 Nov 5B Sold to COPA, Panamo, 17 Oct 71
jet airliners in October. In July he had augmented his fleet of ment was a trifle lucky. American Airlines had been the N5507 1012 14 Nov 5B Withdrawn from use, stored Ft lauderdale, 1970; sold to
Douglas DC-7B "Golden Falcons," and now he stayed at first launch customer for Lockheed, and had intended to be Zantop International, Jan 7B
with the propeller, ordering 40 Lockheed Model 188 the first to open service; but a three-week pilots' strike N5509 1013 29 Nov 5B Sold 10 S.A.M., Colombia, 22 Oct 69
Electra turboprops (prop-jets) on 27 September 1955. delayed the event. N5510 1014 13 Jon 59 29 Dec 69
This decision was no doubt influenced strongly by the Lockheed proceeded to deliver the Electras at a brisk N5511 1016 II Jon 59 Sold to Global Associates, 12 Oct 77
entry into the U.S. airline scene ofthe world's first turboprop rate, and Eastern was able to put them on the New N5512 1017 25 Nov 5B Sold to Zontop Internationol, 10 Oct 77
York-Puerto Rico route as early as 22 February 1959; but the N5513 101B 16 Dec 5B Sold to Winner Airways, 6Apr 70
airliner, the British Vickers Viscount, powered by four 1,650
N5514 1020 13 Feb 59 Sold to Fiesta Air, 27 Apr 72
hp Rolls-Royce Dart engines. After great success on the success was soon dampened by a technical crisis-described
N5515 1021 2 Feb 59 Sold to Air Manila International, I Dec 72
short-haul routes of Europe, it was introduced into the States on the opposite page. After the crisis was over, the N5516 1022 19 Jan 59 Sold to Zantop Internotional, Dec 77
on 26 July 1955 by Capital Airlines on the Washington- airline described the rejuvenated airliner as a Super-Electra, N5517 1023 18 Jan 59 Sold to Plymouth leosing, 9Nov 77
Chicago route. The Viscount had 48 seats, but Eastern's main and never looked back, serving the passengers well and able N5518 1026 14 Feb 59 leased to Global Associates, 8Jul77, and sub-leased to U.S.
short-haul/medium routes generated more traffic than to hold its own against the faster jets on the short- and medi- Navy, same date; sold to Atlas Aircraft Corp., 10 Mar Bl
Capital's, and so Rickenbacker elected to go for the larger um-haul routes. N5519 1029 26 Feb 59 Sold to S.A.M., Colombia (HK 555) 21 Nov 69; re-possessed
Electra, powered by four Allison 501 engines, and with a Feb 77 (as N5519E); sold to
capacity of 98 comfortable seats. American Jet Industries, 9Sep 77
N5520 1030 28 Feb 59 Sold to S_A.M., Colombia, 25 Nov 71; re-possessed Mar 77;
broken up
N5521 1032 12 Mar 59 leased to Overseas National Airways, July 6B-40ct 68; sold to
lineos Mreos Poroguoyos (lAP) 1BFeb 69
N5522 1033 3 Feb 59 Sold to Zontop International, 12 Dec 77
N5523 1034 25 Feb 59 9 Dec 77
N5524 1036 26 Feb 59 Sold to Aeroservicios de California, Mexico (XA-FAM) 18 Dec
72
N5525 1038 2B Mar 59 Sold to Reeve Aleutian Airways, 19 Oct 77
N5526 1042 BApr 59 Sold to Ecuotoriono, 6Jun 69
N5527 1043 16 Apr 59 Sold to S.A.M., Colombia (HK691) 27 Nov 70; repossessed 23
Mar 77; sold to Aeroservicios de California, Mexico (XA-SAM)
Apr 77
N552B 1045 27 Apr 59
Sold to American Jet Industries, Dec 77
N5529 1048 7May 59
N5530 1053 20 May 59 Sold to S.A.M., Columbia (HK 692) Nov 70; re-possessed 1
Mar 77 (as N5530E) BApr 77; leased to APSA (Peru) 18 July
77 (Tl-AlK)-31 Dec 77; Sold to MCA leasing Corp., 17 Feb
7B (N429MA)
N5531 1055 26 May 59 Destroyed by bomb-explosion, Boston, 2July 76
N5532 1060 2Jun 59 Sold to SAHSA (Hondurasl Jun 69
N5533 1062 BJun 59 Crashed on toke-off at Boston, 4 Oct 60
N5534 1066 25 Jun 59 Sold to Americon Jet Industries, 17 Oel70
N5535 1068 9Jul50 Sold to Americon Jet Industries, 30 Nov 70
N5536 1071 27 Jul 59 Sold to International Air leases, 30 May 74
N5537 1075 13 Aug 59 Sold to Folconoir, Sweden, 16 Sep 69
N553B 1078 20 Aug 59 Sold to lineos Aireos Poraquoyos (lAP.115 Dec 6B
The Lockheed Electra, flying at about 400 mph, could match the journey times of the jets on many of the shorter airline routes, as it could N5539 1080 2B Aug 59 (N5539 re-reg. as ZP-CBZI
cruise at a lower altitude, and save time on the climb and descent to and from the higher altitudes required by its faster competitors. N5540 1088 17 Sep 59 Sold to International Aerodyne, 14 Nov 68
N5541 1098 14 Oct 59 Sold to International Aerodyne, 11 Oct 6B

64
Lockheed 188 Electra
98 Seats • 405 mph

Engines Allison 501·D13

4,050 ehp (x4)
MGTOW 116,000 lb.
Max. Range 2,500 miles
Length lOSfeet
Span 99 feet

Size comparison with the L 1049G (p.53)

The superior economics of the prop-jet Electra made it an
immediate success on all the short-haul and medium-haul
routes, mainly in the east but also along the Pacific coast. By the
end of 1959, almost 100 were in service, an impressive begin-
ning, bearing in mind that the first aircraft was delivered to
American Airlines on 5 December 1958, just one day less than
a year after its maiden flight. Lockheed's efficient production
rate enabled it to surpass the sales figures of the British Bristol
Britannia and the Vickers Vanguard which had preceded the
Electra in design and initial production.

But pride came before a fall. No sooner had American

started service in January 1959, when one of its Electras
crashed. Then, on 28 September a Braniff Electra crashed at
Waco, Texas, and on 17 March 1960, a Northwest Electra
crashed in Indiana. A Federal Aviation Agency inspection
revealed flaws in the wing structure, and although there was
considerable pressure to ground the entire fleet, the decision
was made on 25 March 1960 to keep them in service, but at
a reduced cruisng speed, from 400 mph to 316, then to
295 mph.

Lockheed undertook an enormous modification pro-

gram, at a cost of about $25 million. The speed restrictions
were removed on 31 December 1960 and the Electra II, or
"Super-Electra," returned to full service performance on 24
February 1961.

65
The First Jet
Eddie Rickenbacker approved a flurry of orders for propeller- before the Second World War; and everyone, especially in the DOUGLAS DC·8 FLEET
driven aircraft in 1955: 20 more Douglas DC-7Bs, and (see higher echelons, knew each other. Multi-million contracts
page 64) 40 prop-jet Lockheed Electras. On I September the were agreed with a telephone call. In the summer of 1955, Remarks and Disposal
New York-San Juan service was improved to a daily Super- some old-timers, Bill Allen at Boeing, Donald Douglas, and
Constellation service frequency, and an interchange service Eddie Rickenbacker indulged in negotiations for a fleet of big DC-8-21
was agreed with Northwest Airlines to extend the Miami- jets for Eastern Air Lines.
N8601 45422 3Jon 60 Sold 10 Air Spain, 7Jon 71 (EC-BXRI
Chicago service to the Twin Cities. Traffic density on all the N8602 11 Apr 72 (EC-CAO)
45423 22 Jon 60
short-haul routes was increasing beyond the scope of the The two manufacturers had to answer streams of questions, N8603 45424 14Feb 60 ' 19 May 73 (EC·COB)
Martin 404 fleet, and the decision was made to add a fleet of almost entirely by telephone, from Captain Eddie, endlessly N8604 45425 19 Feb 60 Sold 10 Concore Aircroh leasing Corp. 7Sep 73
Convair 440s (see page 63). asking for more and better technical refinements, more and N8605 45426 9Apr 60 Sold to Air Spain, 1 Dec 71 (EC·BZQ)
more performance guarantees. Eventually-so the story goes N8606 45427 26 Apr 60 7Jun 62 (EC-CAMI
But with the October 1955 Pan American order for 45 big -Rickenbacker challenged Don Douglas by asserting that N8607 45428 22 May 60 Croshed inlo lake Ponlchortroin, 25 Feb 64
jets, the writing was on the wall. Any airline aspiring for lead- Boeing had guaranteed a certain performance figure and N8608 45429 8Aug 60 Sold to Air Spain, 11 Apr 73 (EC·COA); repossessed 13 Jun 76,
ership in the highly competitive U.S. domestic airline indus- could Douglas guarantee to match or exceed it. After a few sold to J.H. Goodwin & Associoles, 24 Nov 76
N8609 45430 9Oct 60 Sold to Concore Aircroh leasing Corp. 1Aug 73
try had to beat the proverbial pathway to the jet manufactur- days, Don declared that Douglas would work towards that
N8610 4S431 23 Oct 60 Sold to Concore Aircroh leasing Corp. 10 Jul73
er's door; and Captain Eddie was not the type of man to be target but would not guarantee it, even if Boeing did. In the
N8611 45432 28 Jon 60 Leased to Aeronoves de Mexico, 1Nov 60; damaged beyond
left behind. The choice was either the Boeing 707 or the final telephone call, Eddie asked Don point-blank, "Are you repair, aborted loke·off, Idlewild, NY, 19 Jon 61
Douglas DC-8; and although the Pan Am order had favored telling me that you can't guarantee those numbers?" Douglas N8612 45433 15 Nov 60 Sold to Concore Aircroh leasing Corp. 7Sep 73
Douglas (25:20), Boeing had a head start, as the Long Beach replied, "No, Eddie, I'm afraid I can't. The response was N8613 45434 28 Jul61 1Aug 73
company had dragged its feet in developing plans for a jet air- "Good, you just sold twenty airplanes." N8614 45435 15 Aug 61 " 6Jun 73
liner, having pursued a prop-jet solution to the needs of the N8615 45436 6Sep 61 " Dec 73
next generation. Eastern ordered 20 DC·8·2Is, with an option on ten more, on N8617 45437 23 Oct 61 " 7Sep 73
7 December 1955. The first service, New York-Miami, was N8618 45438 Never buill; order cancelled.
on 24 January 1960. DC-8s replaced Electras on the Puerto N8619 45439
Then followed an episode in aircraft procurement that could
only have happened at that time and only because of the indi- Rico route on 24 April, and on the New York-Bermuda route DC-8·50
viduals involved. The aviation business had been quite small on 14 August 1960. N8780R 45628 11 Dec 64 Leased from Bonk of Americo, purchased 2Jon 68; sold 10
Inlerswede Aviation, 23 Dec 71 (SE·DCR); repossessed 1Mar
72; sold to Kor-Air, finland, 2Jun 72 (OH·KDM)
45633 Ordered bUI nol delivered; 10 Aeronoves de Mexico, I0May
62 (XA-NUS); croshed lake Texcoco, 24 Dec 66
N8781 R 45648 3Apr 64 leased from Trons Caribbean Airways, 3Apr 64, purchased 24
Apr 64; sold 10 Bonk of America, 24 Apr 64; purchased, 1Jon
68; sold to Inlerswede Aviation, Nov 71 (SE·DCT); repossessed
1Mar 72; sold to Air Jomoico, 8May 72 (6Y·JGE)
N8779R 45760 30 Dec 64 Sold to Douglas Aircroh, 30 Dec 70

Leased from Copilollnternotionol Airwoys,re·registered

N8740; relurned to Capitol 29 Apr 68

Leased from Copilollnternotionol Airways;

returned 30 Apr 66

Eastern's first Golden Falcon Jet, N 8601, showing the new logo all the tail. (photo courtesy Roger Bentley)

66
Douglas DC·8·21
179 Seats • 590 mph

Artist's Note: The Douglas DC-8 shared the same general design as
The British de Havilland Comet jet airliner had set the stage Boeing's 707, with some identifiable differences. The windshield had Engines Pratt &Whitney JT·4A·3
for the advent of the Jet Age as early as May 1952, when a only one large "eyebrow" window v. the 707's two smaller ones (see 15,000 lb. thrust (x 4)
B.O.A.C. Comet 1 almost halved the journey time between the 720, page 71) and the engine pylons had straight leading edges. MGTOW 140 tons
London and South Africa. But this turned out to be more of a The wing sweepback angle was 30° compared to the 707's 35° and the Max. Range 4,000 miles
dress rehearsal, as after almost two years of service, a struc- window line featured larger windows, one per seat row, in contrast
tural fault was discovered, and this gave the U.S. manufac-
Length 151 feet
with the 707's smaller and more numerous series along the fuselage Span 142 feet
turers the chance they needed to recover the technical advan-
tage that the British had come so close to snatching away
from the mighty American industry. Size comparison with the Boeing 747 (p.85)
Pan American Airways, led by the visionary Juan Trippe,
shook the aviation world on 13 October 1955 when it ordered
45 big jet airliners, 25 of which were Douglas DC-8s. This
slight advantage was no doubt because of Pan Am's long expe-
rience with working with the Long Beach company, whereas
Boeing was relatively new to the jet airliner business. At the
time, Pan American dominated the world's airways and any
decision it made reverberated throughout the globe.

The Douglas DC-8-10 made its first flight on 30 May 1958,

just five months after the Boeing 707 had entered service
with Pan Am. In spite of Seattle's lead, many airlines
remained faithful to their old friends in California. Two major
airlines, United and Delta, started DC-8 service on 18
September 1959.

The two manufacturers entered into a competitive battle of

giant proportions. In spite of Douglas's ability to "stretch" the
DC-8 (see page 79), Boeing won the day in ultimate sales.
The performance figures of the two rival airliners were
roughly the same; but interestingly, more DC-8s seem to have
lasted longer than the 707s of which more than twice as many This DC-8-21 is pictured at New York's Idlewild (JFK) Airport in October 1960. Note slightly different logo colours.
were sold. (photo by Art Carter)

67
Air Bus
Eastern Air Lines gained instant and long-lasting fame in the
airline world when it started its famous Air-Shuttle Service
(see opposite page) in 1961. Less well-remembered, but
none-the-less appreciated at the time, was the Air Bus service
that started on 13 October 1960. This was to promote vaca-
tion traffic from selected cities on the Eastern network to
Florida. The beneficiaries were Cleveland, St. Louis, and
Pittsburgh. Air Bus customers could fly to Miami for $40.00,
which was 26% less than the day tourist fare, and 15% less 40 N
0

than the night tourist fare.

The $40.00 was equal to the bus fare (which involved a 25-
hour journey time); $46.00 by rail (and 31 hours); or an esti-
mated three days and about $45.00 by car, including meals
and motels. The aircraft used were Lockheed 1049 Super
Constellations, one of which is pictured opposite.

~
Long-haul
\ Non-stop Routes
Ex - Colonial
Airlines Routes

- - - -
\
Interchange
Route5(Braniff)

Malcolm Mclntyre, seen here with his wife, en route to Miami, was
appointed president of Eastern Air Lines on 1 October 1959.

68
Air-Shuttle

This Lockheed Super Constellation carried one ofEastern Air Lines's more unusual color schemes, inviting customers to fly by its innovative lowlare Air Bus.
(Photo courtesy Art Carter)

The world's first no-reservation, just-walk-on, air shuttle

service opened between the cities of Sao Paulo and Rio de 1IIRESHUTnE" A1I71BtfON3d30 3WI.L-NO IJIl.l.SJild

Janeiro, Brazil, on 6 July 1959. This imaginative and innova- S~"t/7Ntl3.LSt1'3

tive idea, quickly called the Ponte Aerea, or Air Bridge, was DEPARTURE TIMES
extremely popular on one of the world's busiest air routes, 0£91VWM UOJ~U!qSl?M
linking as it did the then ten-million-population commercial NEW YORK-BOSTON • BOSTON-NEW YORK 089 3VNM UOJS08 OSOl NHM lIJOA MaN
via Eastern's La Guardia "Air-Shuttle" Terminal and
metropolis of Sao Paulo with the "ciudad maravellosa." Logan Airport :l1l3!up!W-WV 9 'JnOll allJ uo Jnoll A1aAa
Eastern Air Lines echoed the idea, beginning its no- Departures every hour on the hour, 7 AM-IO PM
7 AM flights do not operate Sat. and Sun. ~se:JpeoJq '"s~:Je.:l am.:l" OJ U! aunl JO
reservations Air-Shuttle service on 30 April 1961. Sixteen
95-seat Lockheed 1049Cs were allocated to the service, NEWARK-BOSTON • BOSTON-NEWARK UZ;-tB9 1l1lI Alu !ijSeM SSSL-t VWlIJl?MaN
which began with a frequency of flights everey two hours via the Newark and logan airports 00Z£-69S UOJS08 OOOl-Z UNliJOA MaN
during the day between New York and Washington, and Departures every hour on the half hour, 7:30 AM-IO:30 PM
7:30 AM flights do not operate Sat. and Sun.
between New York and Boston. The standard fare to :lIe:J 'UO!leWJOjU! aJnlJedap pue leA!JJe
Washington was $14.00, to Boston $12.00. Tickets could be NEW YORK-WASHINGTON ..~1.J.JnKSE81K. Jo.:l
bought at the airports, where passengers just stood in line at
the gates; or they could be purchased on board during the WASHINGTON-NEW YORK
via Eastern's La Guardia uAir~Shutt'e" Terminal and FLY EASTERN'S
flight. Such was the popularity of the service that frequencies Washington National Airport
were doubled to Boston in August, and doubled to
Washington in September.
Departures every hour on the hour, 7 AM-IO PM
7 AM flights do not operate Sat. and Sun. ~'RSSHUTnE~~
Also, as the reproduction of the simple ticket shows, the NEWARK-WASHINGTON NEW YORK-BOSTON
fares were even modified further to offer a truly bargain WASHINGTON-NEWARK NEWARK - BOSTON $10 nOhnO-~~;h $13 ~~~~s
price. One remarkable feature of the service was that every via the Newark and Washington (National) airports
NEW YORK-WASHINGTON
Departures every 2 hours on the half hour, 7:30 AM~7:30 PM
seat was guaranteed. As its popularity grew, extra sections 7:30 AM flights do not operate Sat. and Sun. NEWARK-WASHINGTON $12 n~n~~~;h $15 ~~~~s
were added to each scheduled on-the-hour, every-hour depar-
ture, and the guarantee was genuine. There were several cases BOSTON-WASHINGTON BOSTON-WASHINGTON $22 nOh';;~~;h $25 ~~~~s
when a 95-seat Connie carried a single passenger. This was WASHINGTON-BOSTON Fares shown include tax.
via the Logan and WaShington (National) airports Non-rush hours: Mon.~Fri. 10:01 am to 2:59 pm and 7:59 pm to
operationally uneconomic; but was worth tens of thousands Departures at 7:30 AM. 11 :30 AM, 2:30 PM, 5:30 PM, 8:30 PM midnight, Sat. all day, Sun. 12:01 am to 2:59 pm.
of dollars in the advertising savings generated by the free 7:30 AM flights do not operate Sun .. • No reservations made or needed!
8:30 PM flights do not operate Sat. • You may pay your fare on the plane! • All flights are non-stop!
publicity accorded by the media.

69
 The First Boeing
Like many other airlines in the early 1960s, Eastern found EASTERN'S BOEING 720-0255
that it had a long range jet that was ideal for routes to
Fleet MSN. Delivery Remarks and Disposal
Bermuda, Mexico City, or San Juan, but was just too much No. Dale
airplane for the majority of its inter-city pairs within the east-
N870lE 18155 25 Aug 61 Purchased 28 Ocl 66, sold to Boeing, 20 5ep 69
ern third of the United States. Its Lockheed Electras were fine
N8702E 18156 25 Aug 61 n " " "
"
21 Sep 69
for the short routes, but were seen to be a little on the slow N8703E 2 Feb 62 Purchased 1Jun 64; " " 19Jun70
18157
side for the medium-range distances. The ideal airliner would N8704E 18158 20 Sep 61 Purchased 28 Ocl 66; " " 25 Sep 69
be the Boeing 727 tri-jet which, like the British de Havilland N8705E 18159 27Sep61 " " " " " 27 Jon 70
Trident, would not be available until 1964. But traffic was N8706E 18160 6Ocl 61 " " " " " 21 Aug 69
booming and an interim solution had to be found. N8707E 18161 170cl61 " " 20 Nov 69
N8708E 18162 8 Nov 61 20 Oct 69
The answer was a scaled-down Boeing 707, Series 720. N8709E 18163 23 Oct 61 II II
16 Jon 70
II II

Eastern ordered ten in August 1960 and made an agreement N8710E 18164 23 Oct 61 25 Jon 70
N871lE 18240 9Jon 62 Sold to Boeing, 22 Jun 70
in January 1961 with the Prudential Insurance Company for
N8mE 18241 13Nov61 Purchased 28 Ocl 66; sold 10 Boeing, 19 Jon 70
a lease-purchase arrangement over a period of ten years. The
N8713E 18242 22 Nov 61 Sold 10 Boeing, 17 Jun 70
cost, with spare parts, was $47,750,000. Eastern's first 720 N8714E 18243 8 Oec 61 24 Jun 70
service was on 24 September 1961, from New York to N8715E 18244 16 Dec 61 II II
15 Jun 70
Miami, stopping at Jacksonville.
Aircrnh N870lE - N871 OE and N8712E a' firslleased from Prudenlial
(ompany, until purchased by Easlern
Air-Shuttle Popularity
Meanwhile, all eyes were on the Air-Shuttle service (see
pages 68-69) which was succeeding by leaps and bounds. A
direct Shuttle from Washington to Boston started in February
1962, and such was the intensity of the service that five
Douglas DC-7Bs and 33 Super Constellations were allocated
to cope with the demand. No less than nine airlines served the
New York-Washington market, but Eastern's Air-Shuttle beat
them all. A record was set on 25 November 1962, when
13,439 passengers were carried on 129 flights in one day.
Washington-Boston was discontinued on 25 April 1965 but
the main two routes were upgraded to Electras on I August of
that year, and all first sections of the on-the-hour, every-hour,
schedules were served by that prop-jet by 1 October.

But all was not well with the airline as a whole. In 1961 and
also in 1962, Eastern lost $15 million. Rumours spread about
a possible merger with American Airlines, and an official
application was made to the C.A.B. on 23 January 1962. This
was rejected in April 1963, as there were fears, no doubt, that
such a merger (of two of the four biggest airlines in the
world) could create a dominating near-monopoly situation. One of Eastern's Boeing nos, which entered service on 24 September 1961.

70
L
Boeing 720
127 Seats • 600 mph

L S FLY E A S T E R N A I R L I N E S
-~ .

Engines Pratt & Whitney JT3 (-7

Artist's Note: Often mistaken for the original Boeing 707-120, the 720 was shorter by four seat rows, 12,500 lb. thrust (x 4)
and was identifiable by its single, rather than double, over-wing emergency exit on each side. Eastern s MGTOW 115 tons
720s retained the forward-facing VHF probe antenna at the top of the vertical stabilizer, whereas most Max. Range 4,000 miles
720 operators did not Length 137 feet
Span 131 feet

By the 1960s, the leading manufacturers of civil airliners were beginning to design short- and Size comparison with the Boeing 747 (p.85)
medium-haul jet airliners. The technology of jet engine construction had advanced to the stage
whereby the operating costs were acceptably low enough to allow for economical operations on
stages other than the long-haul routes where the speed of the jets was more demonstrable.
The twin-jet French Sud Caravelle went into service with Air France on 6 May 1959, to start a
revolutionary design characteristic-engines mounted on the rear of the fuselage. The British
short-haul airline, B.E.A., reacted to this competition with a short-haul version of the pioneering
de Havilland Comet, the Series 4B version, on 1 April 1960.

United Air Lines had ordered 20 Caravelles in 1960, and started service on 14 July 1961. There
was much reluctance on the part of the U.S. industry, manufacturing and operating, to encourage
wide-scale imports of a foreign airliner; and although both Boeing and Douglas drawing-boards
were busy with a trijet and a twin-jet solution to the short- and medium-haul problem, respec-
THE BOEING 707'$
tively, Boeing came up with a partial solution. It shortened the fuselage of the now highly Series Engines Dimensions (It) All-up WI. Seots Ronge First Service
successful four-engined Boeing 707 to create the Boeing 720. The reduction was only 8 feet, and Type Thrust lib} Length Span (tons) (51. Miles) Airline Date
the seating was only about 14-16 fewer; but Boeing astutely compensated for this modest 707-100 JT3C·6 13,500 145 131 12B lBl 3,000 Pon Am 26 0,1 5B
improvement by stressing the commonality with the 707, which had the same wing and the same 707-13B JT3C·6 13,500 135 131 129 120 4,500 QANTAS 5Sep 59
fuselage cross-section. This was the beginning of a great family concept which was to secure 707-227 JT4A-3 15,BOO 145 131 129 lBl 4,000 Braniff 20 De, 59
Boeing's leadership for almost half a century. 707·300 JT4A·9 15,BOO 145 142 15B lB9 4,000 Pon Am 20 Jul59
707·320B JT30·3 lB,BOO 153 146 15B 202 5,500 Pan Am 4Jun 62
The Boeing 720 went into service with United Air Lines on 5 July 1960, with American 707-400 Conway 17,500 153 146 15B 202 4,500 BOAC 27 May60
following on 31 July. Eastern came along soon afterwards, as narrated on page 70. RR50B
- ... _-------- ----------- ------------- ------------ ------------ ------------ ------------ ------------ --------------- ---------------
720 JT3C·7 12,500 137 131 115 167 3,000 United 5Jul60
720B JT30-1 17,500 137 131 117 167 4,BOO American 12 Mar 61

71
Short-Haul Tri-Jet
Thanks to management incompetence by the British Hawker EASTERN BOEING 7275
Siddeley Aircraft Company, which had taken over de
Havilland (the same that had built the world's first jet airlin- Regn. MSN. Delivery Remarks and Disposal Fleel MSN. Delivery Remarks and Disposal
er, the Comet) the design of the D.H.126 Trident was com- No. Dole No. Dole
promised to allow Boeing to step in with a similar design and Boeing 727-025 N8132N 18283 16 Jul6S Sold to Federal Express, 19 Jon 89 (N511 FE)
collar the world's market for what was to become one of the N8101N 18252 28 Feb 64 leased to ACES, Colombio, 23 Oct 91 (HK·2717XI; returned 7 N8133N 18284 28 Jul6S Sold to Aeronica, Nicaragua, 28 Aug 81 (YN·BXW)
best-selling airliners of all time. The Trident first flew on 9 Dec 81; leosed, 13 Moy 82, then sold 15 Aug 82to Air N8134N 1828S 25 Aug 65 leosed to Alosko Airlines, Sep 69; returned Nov 69; sold to
January 1962, but the Boeing 727 went into service first, Niagara Federol Express, 30 May 88 (N 152FE)
even though it first flew thirteen months after the British N8102N 18253 15 Nov 63 leosed to Aeronica, Nicaragua, 28 De, 81; returned 2Mar 82; N8135N 18286 24 Sep 65 Sold to Aerostor, 21 Jul 82; repossessed, 4Aug 83; sold to
rival. It was a tribute to the efficient production capability sold to World Jet Aircraft Industry, ltd. Aug 82 FedEx, 20 Jul88 (NI53FEI
N8103N 18254 12 Dec 63 Sold to Kobo Air, Nigeria, 22 Jon 87 N8136N 18287 130,t65 Sold to ACES, Colombia, 1Apr 81 (HK-26041; sold bock 1Apr
and methods of the Seattle manufacturer, and much of the
N8104N 182S5 28 Feb 64 Sold to Air Niagora, Nov 82 84; sold to FedEx, 13 May 88 (N 154FE)
success was because the 72Ts fuselage cross-section was the N8137N 18288 27 Sep 65 Sold to Federal Express, 20 May 88 (N 155FEI
N810SN 182S6 13 Mar 64 Sold to Kobo Air, 15 Jon 87 15N-AWX)
same as the 70Ts and came off a similar production line. Sold to Trump Shunle, 7Jun 89 IN90lTS) N8138N 18289 10 Nov 65 Sold to Aerastor, 9Dec 81; respassessed 14 Aug 83; sold to
N8106N 18257 30 Jon 64
N8107N 18258 24 Jon 64 Sold to Kobo Air, 30 Jon 87 (5N-AWY) FedEx, 20 Jul88 INI56FE)
Eastern Air Lines was the launch customer for the Boeing N8108N 18259 12 Mor 64 Sold to Aviation Sales, 30 Mor 82 N8139N 18290 30 Nov 65 Sold to Aviation Soles, 20 Feb 82
727, putting it into service on the Philadelphia-Washington- N8109N 18260 27 Mar 64 1SJon 82 N8140N 18291 10De,6S Sold to Aerastar, 12 Jun 81; respossessed 8Aug 83; sold to
Miami service on 1 February 1964. It was followed by N8ll0N 18261 26 Mor 64 Sold to Charlone Aircroft Corp., 1Jul 81 Trump Shunle, 7Jun 89 (N904TSI
United Air Lines five days later, and by American on 12 N81ll N 18262 30 Apr 64 Sold to Aviotion Sales, 27 Sep 82 N8141N 18965 15 Dec 65 Sold to Amerijetleasing, Inc, 10 May 89
April. Within a year, 727s were to be seen everywhere N8112N 18263 29 Moy 64 1SJon 82 N8142N 18966 21 De, 65 Sold 10 Trump Shunle, 7Jun 89 (N905TS)
N8ll3N 18264 23 Jun 64 28 Apr 82 N8143N 18967 15 Jon 66 Sold to Trump Shunle, 7Jun 89 IN906TS)
throughout the United States. Many foreign airlines took
N8ll4N 1826S 26 Jun 64 29 Jon 82 N8144N 18968 25 Jon 66 Sold to Cruzeira do SuI, Brazil, 11 Jul74 (PP-Ul)
advantage of the commonality factor, and Boeing had great leased to Alaska Airlines, 17 Sep 71; returned 27 Oct 71; sold
N8ll5N 18266 28 Jul64 Sold 10 ACES, Colombia, 1981 (HK-27741, but never used and
success in breaking into the Japanese market, then growing at returned 19 Jon 82. Sold to Aviation Sales, 20 Jun 82 N8145N 18969 26 Jon 66 to Cruzeira do SuI, 20 Jun 74 (PP-UK)
about 30% per year. Eastern alone, with its "stretched" 727s N8ll6N 18267 7 Aug 64 Sold to Trump Shunle, 7June 89 (N902TS) N8146N 18970 10 Feb 66 Sold to auebecair, 28 Jun 74 (C-GaBEI
(see p. 88) had more than 170 of the Boeing tri-jets. N8117N 18268 2Sep 64 7June 89 (not used) N8147N 18971 15 Feb 66 Sold to Express One IntI., I Aug 89 (N280NE)
N8ll8N 18269 14 Sep 64 Sold to Aero Peru, 20 Moy 74 10R-RlBOl) N8148N 18972 18 Mar 66 " 1Aug 89 (N290NE)
N8ll9N 18270 7Oct 64 Sold to Monorch Aviation, 1Sep 82 N8149N 18973 25 Mor 66 Sold to Trump Shunle, 7Jun 89 IN90lTSi
Change of Command N8120N 18271 19 Oct 64 Sold to Federal Express, 10 Feb 89 (NS02FE) N8150N 18974 15 Apr 66 Sold to Express One Inti., 1Aug 89 (N30DNE)
N8121N 18272 12 Nov 64 Sold to Trump Shunle, 7Jun 89 IN903TS)
During the latter 1950s, Eddie Rickenbacker had gradually N8l22N 18273 13 Nov 64 Sold to Federal Express, 12 May 89 (N503FE) Boeing 727-025 Q(
relaxed his almost dictatorial management style. Still chair- N8123N 18274 4 De, 64 1Jun 89 (N504FE) N8151G 19298 18 Dec 66 Sold to Federal Express, 24 May 82 (Nl16FE)
N8124N 18275 18D0(64 Sold to Monorch Aviation, 28 Feb 82 N8152G 19299 18 Dec 66 leased to Air Panoma, 7 Feb 81-20 Jul81 ond 13 Sep 81-22
man, he had delegated Eastern's day-to-day management to
N812SN 18276 6Jon 65 Sold to Federal Express, 30 Sep 88 (NS05FE) Sep 81; sold to Federal Express, 26 Apr 82 (Nll7FE)
T.F.Armstrong, then, on I October 1959, to Malcolm A. leased to United Technologies, 15 Jon 84; returned, Jun 85;
N8126N 18277 22 Jon 65 N8153G 19300 21 Dec 66 Sold to Federol Express, 1May 81 (NI18FE)
McIntyre (see page 68). On the last day of 1963, Captain sold to Federal Express, 10 Nov 84 (NS06FE) N8154G 19301 27 Jon 67 14 Jul81 (N1l9FE)
Eddie retired, two weeks after Floyd D. Hall had, on 16 N8127N 18278 l2Feb 65 leased to LACSA (Costa Rical 1Ju188; returned 31 Dec 88; N8155G 19302 2 Feb 67 Sold to Charlolte Aircraft Corp., 19 Jon 79
December, succeeded McIntyre as president and chief exec- sold to FedEx, 14 Apr 89 (N507FE) N8156G 19356 10 Feb 67 Sold to Federal Express, 28 Aug 81 (NI20FE)
utive officer. Then, on 1 March 1964, Arthur D. Lewis took N8128N 18279 10 Mor 65 ,Sold to Federal Express, 14 Nov 88 (NS08FEI N8157G 19357 6 Feb 67 31 Jul81 (NI2lFE)
over, and exercised some sweeping management changes, N8129N 18280 7Apr 65 leased to TAN Airlines (Honduras), 20 Sep 88; N8158G 19358 18 Mar 67 28 Jul 81 (N122FE)
including a "new look" for the aircraft paint schemes. The >returned Jon 89; sold to FedEx 27 Feb 89 IN509FEI N8159G 19359 24 Feb 67 1Jul81 (NI23FEI
fares on the ever-popular Air-Shuttle were raised, to meet N8130N 18281 25 Moy 6S Sold to ACES, Colombia, 2Mor 81 (HK-2S4l) N8160G 19360 9Mar 67 5 Nov 81 (NI24FE)
N8131N 18282 9Jun 65 leosed to Alasko Airlines, 9Jun 65; returned Oct 6S; leased to N8161G 19717 30 Sep 67 3 De, 82 (NI25FE)
higher maintenance costs of the older aircraft used, but this
ACES, Colombia, I Nov 81 (HK-270SX); returned 26 Nov 83 N8162G 19718 15 Oct 67 31 Aug 82 (NI26FEI
did not affect the traffic demand, at least until 20 years later, as N45S6W and reregistered 10 N8131 N, Sep 86; sold to N8163G 19719 28 Oct 67 15 Dec 82 (NI27FE)
when AMTRAK improved its rail services. Federal Express, 20 Dec 88 (NSl OFE) N8164G 19720 7 Nov 67 4 Nov 82 (NI28FEI

72
Boeing 727·100
107 Seats • 580 mph
N8102N

~ FLY EASTERN
••••••••••••••••••••••••••••••••••••
Engines Pratt &Whitney JT-8D
14,000 lb. thrust (x 3)
MGTOW 80 tons
BOEING 727·025QC (coni) Max. Range 1,700 miles
Length 133 feet
Fleel MSN. Delivery Remarks and Disposal Span 108 feet
No. Dole
N8165G 19721 15 Nov 67 22 Aug 80 (N 130FE) Size comparison with the Boeing 747 (p.85)
N8166G 19722 20 Nov 67 30Jun82(NI3IFE)
N8167G 19850 2De' 67 30 Jul 82 (N 132FE)
N8168G 19851 9Jon 68 23 Moy 80 (N133FEI
N8169G 19852 23 Jon 68 8Jul80 (NI34FEI
N8170G 19853 31 Jon 68 29 Moy 80 (NI35FEI
N8171 G 19854 10 Sep 68 Sold to Federal Av. Admin (FAA), 19 Oct 77 (N401
N8172G 19855 28 Sep 68 Sold to Federol Express, 3Sep 82 (NI36FEI
N8173G 19856 30,168 leosed to Federal Express, 24 Sep 80
N8174G 19857 150,168 4 Nov 80
N8175G 19858 180,168 23 De' 80

This view of a Boeing 727-200 makes an interesting complement to Mike Machat:\· rendering. (see page 88for fleet list)

73
The Long Routes • • • •
On 1 December 1963, 59,641 passengers boarded Eastern's
aircraft in one day, setting a world record. On 27 October it
began a joint service with Braniff International Airways (in
what would now be termed a code sharing agreement), with
Braniff's Boeing 707s, from New York to South America,
via Miami and Panama, to reach Bogota, Colombia, and
Lima, Peru.
On 17 December 1965, Eastern acquired a one-third
interest in the Peruvian Lineas Aereas Nacionales, S.A.
(LANSA). This venture did not last very long. With two fatal
Electra crashes within eighteen months, it is best forgotten. In
January 1966, the Mexican service was extended to
Acapulco, and in July of that year, non-stop DC-8 service to
that popular resort city began from New York.
On 13 June 1967, after a favorable C.A.B. Route award,
using Boeing 727-100s, with extra tankage, service started
to connect Florida with Seattle, via Huntsville and St. Louis.
The Huntsville stop was associated with the nation's
Space Program.
The Boeing 727 was not designed originally for non-stop transcontinental operations-
but in Eastern's case, for the route to Seattle, necessity was the mother of invention.
(Courtesy Bill Hirsch)

I"

,
\ 0, 300 \ \ J .J " /;;;:-
600/, 800,'
I
,-, ~--:--_ _LI---_--.1..1_ _'.:......._ _---11 I

\-'"
, Scale - Miles
,
~,
_-I
\

,
\
,
,
I
\ \
-' \
\\ - \
\ ~ 1--"\ \ \ .... '
\
\
\
\
\
\
,
......
\
'I \ \ \ .......... - ..-- \
I" \ \ _----,:---.\ \ ... ,

'I; Aq.. T-E RN A\l R \l;l-NES:/

........ \ "\ .... ,,"\

THE 'Fr~ST '-;,RANSCONTINENTA \

Floyd D. Hall succeeded Malcolm Mcintyre as Eastern's President
and CEO, On 16 December 1963. Eddie Rickenbacker retired as
__i 1~67--'
Chairman and General manager 0/1 31 Decemba REGD ----- ......

74
•••• and the Short
During the 1960s, the air route patterns in the United States February 1947, as the C.A.B. advised that he was subject to
were changing. The Local Service airlines, which had been
created during the post war years, had expanded beyond the
original role that had been envisioned for them. They had
gradually added longer routes, often skipping the small com-
international law. The necessary formalities were overcome
and on 6 June 1952, Mackey was authorized to begin sched-
uled services from West Palm Beach and Fort Lauderdale,
and this was duly inaugurated on 2 June 1953.
BIMINI
munities that they were required to serve, usually with time-
honored Douglas DC-3s. By the 1960s, they were operating Meanwhile, Midet had gone through the same process, and
INTERNATIONAL
modern turbo-prop types and even, by 1966, Douglas DC-9
and BAC One-Eleven jets. In the northeast, Mohawk Airlines
was actually competing with its giant neighbour, American
had been certificated on 6 November 1951, and started serv-
ice from West Palm Beach to West End, on Grand Bahama
Island, on 2 April 1954. Mackey's certificate was renewed
ECONOMY VACATION
Airlines, and as a matter of mutual convenience, and and expanded in June 1956 to include other points in the
approved by the C.A.B., Eastern transferred some of the for- Bahamas and also to serve the West Indies. On 3 December,
mer Colonial routes in that area to Mohawk. the two airlines merged, with Joe Mackey in charge.

This became a trend, as the trunk airlines wanted to dispose Joe had started in 1946 with three Lockheed Lodestars, and
of the shorter routes of low traffic density serving small com- progressed to three Douglas DC-3s by 1955. In 1960, he
munities; while the Locals, now calling themselves established a Bahamian Corporation, as a wholly-owned sub-
Regionals, wished to expand their territories. Some more sidiary, owning a hotel and other facilities at Bimini. On 29
points disappeared from the Eastern map, in the southern July 1965, by which time the fleet comprised six DC-6s, one
states, and these were taken over by Southern Airways and DC-4, two DC-3s, and a Beech 18, he sold his airline to
Trans Texas Airways. Eastern. The merger was agreed to on 22 November 1966,
with the exchange of one Eastern share for eight of
Mackey Airlines Mackey-but this resulted in Joe being Eastern's biggest
individual shareholder. He had built up his short-haul airline,
Ever since the beginning of sustained airline operations in the without mail payor subsidy, into a viable operation, carrying
United States, there had been services from Florida to the an average of 300,000 passengers every year, with a 14-year
Bahama Islands. As early as 1920, Aeromarine and Aero,
Ltd., had flown to Bimini and Nassau, ostensibly for fisher-
men, but also giving thirsty citizens the opportunity to escape
complete safety record. The merger was completed on
8 January 1967. 3 DAYS - 2NITES
Prohibition in the then British colony. Subsequently, Arthur
"Pappy" Chalk had maintained Chalk's Flying Service,
claiming, with pardonable exaggeration, to have been the old-
est airline in the United States. These operators invariably
offered flights only when the demand justified, although
$29.95
Modified American Plan
credit must be given, especially to Aeromarine, for their Per Person - Double Occupancy
enterprising efforts. Includes:
• Air Conditioned Hotel Room
Another entrepreneur entered the fray in 1938, when Midet
Aviation began charter services from West Palm Beach to the • Two Breakfasts
Bahamas. After the hiatus of the Second World War, Midet • Two Dinners
was joined by Mackey Airlines, organized by Joseph C. • Transfers Between Hotel & Airport
Mackey, a former stunt pilot who was the commanding offi- SINGLE RATE: $36.00
cer of the Army Air Corps base in Miami during the War. Joe Additional Day Rate:
Mackey formed his airline on 30 September 1946, under $14 Double Occupancy $17 Single Occupancy
Florida state law, but had to discontinue operations in Colonel Joseph C. (Joe) Mackey

75
Bahamas Holidays
As the map on the previous page clearly illustrates, the
Bahama Islands offered more destinations than the tradition-
al capital, Nassau, and the fisherman's paradise, Bimini. On
Grand Bahama, the enterprising promoter, Billy Butlin, had
established one of his holiday camps, and this was one of
Mackey's more popular stations, with the airport at Freeport
(West End). When Joe Mackey sold out to Eastern, his traffic
had built up to such an extent that he had to have aircraft with
plenty of seats; and although the Douglas DC-6B was never
designed for short-haul work, it was used on the hops across
the 50-mile channel directly east of West Palm Beach.
The deal with Eastern (in which Joe acquired a substan-
tial interest) included a clause that restricted him from engag-
ing in any airline activity for a period of five years. If Eastern The Bahamas Islands, always a popuLar Local destination for
Joe Mackey's Little airline (which the Civil Aeronautics Board
thought this was merely a formality to cover Mackey's retire- weekend vacations jar FLoridians, expanded as a tourist destination
found difficult to classify, except under "Miscellaneous,") was so
ment, it was wrong. Five years later, Mackey International by Leaps and bounds during the I950s and 1960s. Mackey had to
succes;jitl that he had to replace his Lockheed Lodestars with
went back into business. 28-seat Douglas DC-3s. (photo: Roger Bentley) operate Larger aircraji, DougLas DC-6s, to cope with the demand.
MACKEY AIRLINES DC·6 FLEET (photo: Roger BentLey)

Regn MSN. Remarks and Disposal

No.
N90712 42865 Acquired by Eastern when Mackey Airlines absorbed inlo sys-
N90713 42879 tem on 22 Nov. 66. Withdrawn from service in December 67
N90714 42891 (excepl N90895, in May 57, and N90898, in Mar 57)
N90895 43150
N90896 43151
N90898 43218 Acquired 17 Oct 61 ; sold 1May 64 to Universal Trading Co.
N90960 44082 50ld May 64

This Mackey Airlines Douglas DC-6 is seen at West End, on Grand Bahama Island (photo courtesy Jon Proctor)

76
 The STOL Experiment
They Also Served Eastern Air Lines could point to a number of occasions in its
history when it had reached out for innovative approaches to the
airline business. During the 1930s, the idea of "The Great Silver
Fleet" had been a departure that caught the public imagination.
Douglas DC-6B The Trainers The autogyro experiment of 1939 foreshadowed helicopter
As mentioned previously, Eastern's special seasonal traffic operations that were to be developed a couple of decades later.
pattern on the Florida routes created a requirement for extra
AERO COMMANDER 500B The Eastern Shuttle was so successful that, if ranked as an indi-
aircraft during the winter season. The airline usually dealt vidual airline, based on passenger boardings, would have been
neatly with this requirement by leasing aircraft from other the seventh largest in the world. In the fall of J968, it
airlines. Among these were some veteran Douglas DC 6B tried again.
thoroughbreds, and later on, when they could be obtained at The French Breguet company had developed a short take-
a good price, Eastern also purchased some as well. off and landing (STOL) aircraft, the Type 941, that, using a
The Douglas DC-6 series looked very similar to the deflected-slipstream technique, could carry 60 passengers, yet
DC-7 series-some modifications made the identification more needed only short runways for both take-off and landing. It
difficult. One standard difference was that the Sixes had three- One of Eastern j' Aero Commanders, used for ten years from 1965 made its first flight on 1 June 1961, and its performance caught
bladed propellers, and the Sevens all had four-bladed props. for instrument training. the attention of the McDonnell Aircraft Corporation. The air-
craft was demonstrated in the U.S. and in 1965, the St. Louis
Fleel MSN. Delivery Remarks and Disposal company acquired the license to market it in the States. The
No. Dole
T Turbomeca Turmo IIID 1,200-shp turboprops were replaced by
N6291X 1207-99 28 Jun 65 Used ror inslrumenl training ror jet airliners; damaged severol 1,500 shp General Electric T58s, and the 941 was designated
limes in Florida; sold 10 Space Coosl Aviolion, 18 Nov 75 the McDonnell Douglas ISS-the merger between the two
N354MA 1617- 27 Apr 67 Acquired through Miami Aviation Corp; sold 10 Joe G. Marrs, companies coinciding with this negotiation.
211 20 Nov 69
For two months in the fall of 1968, Eastern Air Lines
operated the 188 on the Shuttle routes, sometimes deliberate-
LOCKHEED L·1329 JETSTARS ly using short runways, even demonstrating its field perform-
ance on downtown parking lots. American Airlines also con-
ducted similar operations the following year, but the experi-
ment was not continued. The aircraft could not demonstrate
sufficient advantage over other airliners. STOL operations did
One of Eastern's Douglas DC-6Bs, at Miami
not consist simply of a STOL aircraft. They depended on an
(All photos on this page courtesy Roger Bentley collection) entire STOL system: aircraft, airfields, special air routes; and
The Lockheed letstar was used as a cO/porate aircraft_ the urban environment, including the public concern for safe-
ty and noise restrictions, to fit this requirement, did not exist.
EASTERN DOUGLAS DC·6B FLEET Regn. Series MSN Period wilh Eoslern

Reqn N518l Jelslor 6 5040 Feb 70-Apr 70

MSN. Deliverv Remarks and Disoosol
No. Dole N12241 Jelslor 8 5141 Feb 7l-Moy 73

N6521 C 43521 Dec 54 Short-Ierm leosesfrom Pon Americon Airways,

N6532C 43532 Dec 54 lor winler season Florida Irollie. NORTH AMERICAN SABRELINER
N6529C 43529 Dec 55 N6532C also in Dec 55

N6120C 44687 May 57

N6121C 44688 May 57
N3022C 45107 May 57 All withdrown lrom service May 62
N3023C 45108 Feb 57
N3024C 45109 May 57
N3025C 45472 Mar 58
N3026C 45473 May 58
The French-designed McDonnell Douglas MD 188 experimental
A North American/Rockwell Sabreliner 60, N968R (MSN 306-2) STOL demonstratol; used by Eastern in the fall of 1968.
demonstrator was used by Eastern before the letst(/!; (All photos on this page, courtesy Rogel' Bentley collection)

77
Short-Haul Twin-Jet DOUGLAS DC·9·14 FLEET

Fleet MSN. Delivery Remarks and Disposal

SST Interlude Subsonic Sense No. Dale
In April 1966, Eastern Air Lines made two purchasing The other April 1966 announcement was far more important,
N890lE 45742 26 Apr 66 Returned to Douglas, 23 Apr 70; leased back to Eastern 23
announcements. The amount of publicity given to them by the This was for 22 Douglas DC-9-10 twin-jet short-haul airliners. Apr 71; relurned to Douglas 31 May 79 (this aircraft
popular press and by the consequent public interest The French Caravelle was the world's fIrst short-haul jet airlin- eventually crashed in Colombia, 11 Jan 95)
were inversely proportional to their relative usefulness to er, and had proved the efficiency of jet propulsion for short N8902E 45743 13 May 66 Returned 10 Douglas, 26 Apr 70; leased bock to Eastern 26
the airline. In one case, the airline joined the throng of ranges; the British Trident and the Boeing 727 had pitched in Apr 71; returned to Douglas 2May 72
supersonic airliner supporters, and placed a $200,000 deposit with tri-jets, and the British BAC One Eleven twin jet had N8903E 45744 19 May 66 Returned to Douglas, 19 May 70
with the Federal Aviation Agency (FAA.) for two U.S. SSTs. already broken into the United States market. Braniff had been N8904E 45745 31 May 66 26 May 70
In November, it ordered two more, and on 5 June 1967, the fIrst U.S. airline, to operate the British twinjet, starting N8905E 45746 1Jul66 29 Aug 70
brought the total to six. Where Eastern would have operated service in April 1965, followed by Mohawk and then American, N8906E 45747 19 Jul66 29 Aug 70
N8907E 45748 29 Aug 66 31 Aug 70
them, even if they had been built, and if they had been the latter on 6 March 1966. Both of these two were in direct
N8908E 45749 11 Sep 66 Sold to Republic Airlines, 95ep 79
permitted to operate over land, was never made clear. competition with Eastern over many of its main routes in the 7 Nov 66
NB909E 45770 9 Nov 79
Eventually, in the event, the whole project was cancelled, northeast-thus Eastern had to react. N8910E 45771 27 Oct 66 Crashed at Dade·Callier Airport, Florida 3Feb 79
and Eastern was off the hook. But at the time, the deposit The initial order had been from Delta, which was the fIrst N89llE 45B25 24 Nov 66 Sold to Republic Airlines, 9 Nov 79
money paid was bargain-price advertising. And incidentally, a DC-9 operator, and there was much speculation as to whether N8912E 45829 3D Nov 66 18 Dec 79
similar sequence of events followed the initial enthusiasm for two very similar twin-jets could both succeed. But they did. N8913E 45830 23 Dec 66 21 Dec 79
the Concorde. Eastern did put its name down for six. Not a sin- Eastern put them into service in May 1966. They were the N8914E 45831 29 Dec 66 21 Dec 79
gle one was sold, although it was put into service by British forerunners of a large fleet of the Douglas twins. N8915E 45832 2Aug 67 4Jan 80
Airways and Air France. Nate: only 15 of the 22 ordered were delivered

The Dash-30 Series was the most popular of all the DC-9s in Eastern s fleet, and was also the favorite choice of many other leading airlines.
Chosen especially for the ShUffle, Eastern was the launch customel: (photo courtesy Roger Bentley)

78
Douglas DC·'·14
65 Seats • 560 mph

EASTERN
••••••••••••••••••••••••••
911

Engines Pratt &Whitney JT8D·1

.(14000 lb. thrust) x 2
MGTOW 90,700 lb.
Whereas Boeing had, in its marketing policy, stressed the commonality features of its line of jet Max. Range 700 miles
airliners (the 707, 727, 737, and 757 all had the same fuselage cross-section), Douglas empha- Length 104 feet
sized the design aspects of the DC-9 that reduced maintenance costs to a minimum. And this was Span 89 feet
borne out in practice, to the extent that, together with the respect given to the Douglas name, the
Pratt and Whitney JT8D-powered DC-9 sold like the proverbial hot cakes. In fact, the Long Size comparison with the Boeing 747 (p.85j
Beach factory was overwhelmed with orders and ended up having to pay some compensation for
late deliveries.
Eastern loved the DC-9. In total, it had 125 of the Douglas twins, in four variants. Most of
them were the 15-foot-longer DC-9-30, which Malcolm MacIntyre, advised by his planning
director, Bill Crilly, introduced especially for the famous Air-Shuttle service. Eastern was the
launch customer for the -30, the most successful of all the DC-9s, introducing it on the New
York-Boston Shuttle on 1 February 1967. Later, the DC-9-51, 14 feet longer still than the -30,
came into service on 1 September 1977. (see page 83)

This photograph of one of Eastern's earlier DC-9s \Vas taken at Baltimore. (photo courtesy Roger Bentley) Eastern celebrated the United States Bice/1/ennial by an extra logo on all its aircraft.

79
The Stretched Eights
The Douglas company had a long tradition in developing a DOUGLAS DC·8·63 SERIES FLEET
basic airliner type to create additional variants, usually bigger
ones, taking advantage of improved engine performance Fleel MSN. Delivery Remarks and Disposol
from Pratt & Whitney. It had done it with the DC-2, which No. Dale
was developed into the DC-3; then the DC-4/6/7 four- N8759 46058 24 Feb 69 Sold 10 Union de Tronsports Aeriens (UTA), 5Feb 74 (F-BOLM)
engined series. It now did it again, with the DC-8 jet. First the N8760 46074 21 Jun 69 leased to Overseas Notional Airlines (DNA) 25 May 71;
"stretched" DC-8-61, with more seats but only transconti- returned 22 Nov 71; sold to Boloir, Switzerland, I May 72
nental range; then the DC·S-62, with only a modest seating (HB-1DZ)
increase, but with intercontinental and trans-ocean range; and NB75B 46093 6 Nov 69 Sold 10 Scondinovion Airlines SYltem (SASl, 19 Mar 73 (OY-
finally, the DC-8-63, which combined both increments. KTG)
N8757 46095 15 Nov 69 Sold to CP Air, Canada, 26 Sep 72 (CF-CPlI DOUGLAS DC·8·61 SERIES FLEET
Many airline operators claimed that to operate this last vari- Sold to UTA, 30 Apr 73 (F-BOlll
N87S6 46096 21 Nov 69
ant was like "printing your own money." Eastern Air Lines, NB7SS 46097 14 Dec 69 Sold to SAS, 22 Feb 74 (OY-KTH)
apparently, joined the queue to the print shop. Fleet MSN. Delivery Remarks and Disposal
NB759 passed to International Air leases, and was the Arrow Air aircraft that crashed, trogicolly, at No. Dale
Gonder, Newfoundland, on 12 Dec 85. N8756 was destroyed by a bomb at Ndjamena, Chad, on 10 NB77B 45B4B
Mar B4 23 Feb 67 Sold to Japan Airlines, 11 Jun 71 (JA 80501
NBm 45887 27 Mar 67 24 May 71
N8776 45888 16 May 67 leased to Copilollnternationol Airways, 12 Jun 71; returned
31 Oct 71; sold to Japan Air lines (JAlI 30 Jun 73 (JA 8060)
N8775 45889 28 May 67 Sold to Japan Airlines, 23 Jul 73 (crashed on approach to
Hanedo Airport, 9 Feb 82)
N8774 45894 6Aug 67 Sold to Air Jamaico, 2Nov 73 (6Y-JGG)
N8771 45912 9 Dec 67 11 Dec 73 (6Y-JGHI
N8770 45913 19 Jon 68 Sold to Notional Aircraft leasing, 27 Dec 73
N8773 45942 12 Apr 68 leased 10 May 71; sold to JAl25 Sep 72 (JA8058)
N8772 45943 19 May 68 22 Apr 71; " (JA80591
N8769 45982 29 Mar 68 19 Mar 70; " (JA8057)
N8768 45983 19 Apr 68 6Ju170; Oct 75 (JA 8057)
N8767 45992 21 May 68 5Apr 71; (JA 8067)
N8766 46015 1 Nov 68 leased to JAl, 16 Oct 72; returned 6Apr 76; leased to Copilol
IntI. Airways (Capitol Airl, 19 Jun 76; relurned to Eastern 25
Dec 82
N8765 46016 15 Nov 68 leased to JAl21 Nov 72; returned 30 Mar 76; leased to
Capitol intI. (Capitol Air) 1Aug 76
N8764 46017 17 Dec 68 leosedto JAl, 25 Oct 73; returned 11 Jon 80; leased to Capitol
IntI. (Capitol Air) 1J Jon 80
N8763 46037 19 Dec 68 leased to JAl, 26 Sep 72; returned 28 Mar 76; leased to
Capitol IntI. (Capitol Air) 2May 76
N8762 46038 3 Feb 69 leased to JAl, 15 Ocl 73; returned 30 Jon 80; leased to
Capitollnll. (Capitol Air) 30 Jon 80

The lost five aircraft, N8766-N8762, were repossessed by Bonkers

Trust Co. on 25 December 82

Eastern's DC-8-61 N8775 taxies Ollt at Baltimore (photo cOllrtesy Roger Bentley)

80
Douglas DC-8-61 and -63
250 Seats • 580 mph

ID
771[::J [J

Engines Pratt &Whitney JT8D·3B

Artist's Note: The 250-seat single-aisled DC-8-60 series was the first to be called the "Jumbo-Jet," (18,000 lb. thrust) x 4
although the Boeing 747 was more generally identified with the familiar term. Sleeker "flow-through"
nacelles and pylons identified the -62 and -63 series, whereas the DC-8-61 maintained the pylon and
MGTOW 164 tons
engine structure of the earlier -55 fan-jet. Max. Range 5,300 miles
Length 187 feet
Span 142 feet
Whether by luck or inspired design, Douglas was able to extend the DC-8's fuselage, when Boeing Size comparison with the Boeing 747 (p.8S)
could not do the same with its 707, partly because of the latter's greater wing-sweep angle on take-
off, when the fuselage would also scrape the ground. Douglas was able to "stretch" the DC-8 by
no less than 37 feet. The DC-8-61 first flew on 14 March 1966, and went into service with United
on 24 February 1967. In full economy-class seating (used by the Supplemental airlines) this was
an increase from 174 to 252 seats. The DC-8-62 was only six feet longer than the standard DC-8,
but had, for its generation, enormous range-some 6,000 miles. The DC-8-63 offered the full
37-foot stretch, with 5,000 miles range.

THE DOUGLAS D(·8 FAMILY

Engines (P & W)' Dimensions (ft) Gross Max Range First Service No.
Series Weight Seats (st. miles) Built
Type Thrust(lb) Length Span (short tons) Date Airline

0(·8·10 JT3(·6 13,000 151 142 137 179 3,800 18 Sep. 59 Delta 23
OC·8·20 JT4A·3 15,000 151 142 140 179 4,000 24 Jun. 60 Eastern 34
0(·8·30 JT4A·II 17,500 151 142 157 179 4,500 27 Apr. 60 Pan Am 57
0(·8·40 (anway 17,500 lSI 142 163 179 4,800 I Apr. 60 T(A 32
0(·8·50 JT30·38 18,000 lSI 142 163 179 4,800 30 Apr. 61 United 141
0(·8·61 JT30·3B 18,000 187 142 164 252 4,500 25 Feb. 67 United 88
0(·8·62 JT30·7 19,000 157 148 175 189 5,500 22 May 67 SAS 6B
0(·8·63 JT30·7 19,000 187 148 177 252 5,500 27 Jul. 67 KLM 107

'Except the Rolls·Royce Conway·pawered 0(·8-40

Eastern DC-8-61, wearing the "hockey stick;" taxies out for take-off.

81
More Douglas Twins
DOUGLAS DC·9·31 FLEET DOUGLAS DC·9·31 FLEET cont. DOUGLAS DC·9·31 FLEET cont.
Regn. MSN. Delivery Remarks and Disposal Fleet MSN. Delivery Remarks and Disposal Regn MSN. Delivery Remarks and Disposal
No. Date No. Date No. Date
N8916E 45733 20 Ocl 67 N893lE 47140 7 Dec 67 Repossessed by Firsl Fidelity Bank, Apr 91, and sold 10 Aeron NB976E 47271 90cl6B Sold to Aviation Sales, 6Nov 89 (then 10 Midway Airlines
NB917E 45734 27 Mar 67 Wilhdrown Irom use and slored 01 Mohave, (olilornio, Jon 91; Aviolion Resources, 9Jul91 (N975Ml))
NB91BE 45B33 27 Jon 67 sold 10 Aeron Aviolion Resources 31 Jon 92 NB932E 47141 23 Dec 67 Sold 10 Aeronautics leasing, 26 Jon BB NB977E 47272 9Oct 6B Sold to Midway Airlines, Dec B9 (N976Mll
N8919E 45834 22 Feb 67 NB933E 47142 30 Dec 67 23 Feb BB NB97BE 47327 15 Oct 6B Withdrown from use, Jon 91, and sold 10
NB920E 45B35 29 Mor 67 Wilhdrown Irom use, slored at Morono, Arizona, Sep BB; NB934E 47143 17 Jon 6B 21 Jun BB NB979E 47328 17 Oct 68 Aeron Aviolion Resources, 31 Jon 92
repossessed by Firsl Fidelity Bonk Apr 91, and sold 10 Aeron NB935E 47144 15 Jon 6B Sold 10 Hughes Airwest, 26 Aug 77 (N916RW) NB9BOE 47329 9 Nov 68 Sold to Midway Airlines, 2Jon 90 (N977Ml)
Av. Resources, 9Jul 91 N8936E 47145 30 Jon 6B 20 Jul77 (N917RW) NB9BlE 47330 9 Nov 6B Wilhdrawn lrom use, Jon 91, and sold 10
NB92IE 45B36 22 Mar 67 NB959E 47157 BJun 6B Repossessed by Firsl Fidelity Bonk, Apr 91 and sold to Aeron N89B2E 47331 15 Nov 68 Aeron Aviation Resources, 31 Jon 92
N8922E 45B37 13 Apr 67 Repossessed by First Fidelity Bonk, Apr 91, Aviation Resources, 9Jul91 NB9B3E 47339 24 Jon 69 Wilhdrown from use, Jon 91; repossessed by First Fidelity
NB923E 45838 IB Apr 67 and sold to Aeron Aviolion Resources, 9Jul91 NB937E 4715B 31 Jon 6B Sold 10 Hughes Airwesl, 14 Oct 77 (N9IBRW) Bonk, Apr 91
N8924E 45B39 30 Moy 67 NB93BE 47161 2 Feb 6B Withdrawn Irom use, Jon 91, and sold to A.P. Number I, Inc., NB94BE 47400 30 Jon 69 Crashed at Douglas Airport, North Carolina, 11 Sep 74
NB925E 45840 2B May 67 31 Aug 92 NB9B5E 47401 21 Mar 69 Withdrawn from use, Jon 91; repossessed by First Fidelity
NB926E 45B63 21 Jun 67 Wilhdrown from use ond slored 01 Mohave, NB939E 47162 17 Feb 6B Sold 10 Hughes Airwest, 15 Sep 77 (N919RW) Bonk, Apr 91
N8927E 45B64 1Jul67 (olilornio, Jon 91; sold 10 Aeron Aviolion NB940E 47163 15Feb 6B " " " (N920RW) NB986E 47402 BMay 69 Withdrawn from use, Jon 91; sold 10 A.P. Number 1, Inc., 1
NB92BE 45B65 27 Jul67 Resources, 31 Jon 92 NB94lE 47164 19 Feb6B 17 Jul77 (N921 RW) Aug 92
NB929E 45B66 29 Jul67 Repossessed by First Fidelity Bonk, Apr 91; NB942E 47165 22 Feb 6B Withdrawn Irom use, Jon 91, and sold 10 Airborne Express, 16 NB9B7E 47403 7 Nov 69 Sold to Airborne Express, 16 Aug 91 (N924AX)
NB952E 45867 26 Mar 6B Sold to Aeron Aviolion Resources, 9Jul91 Aug 91
NB953E 45B6B 11 Apr 6B Sold to Allegheny Airlines, 5June 7B (as N930VJ) NB943E 47166 25 Feb 6B Repossessed by Firsl Fidelity Bonk, Apr 91; DOUGLAS DC·9·32 FLEET
NB944E 47167 27 Feb 6B sold to Aeron Aviation Resources, 9Jul91
NB954E 45B69 25 Jun 6B Repossessed by Firsl Fidelity 80nk, Apr 91; sold 10 Aeron NB945E 471Bl 29 Feb 6B Wilhdrown lrom use, Jon 91, and sold 10 Aeron Aviolion Fleet MSN. Delivery Remarks and Disposal
Aviolion Resources, 9Jul 91 Resources, 31 Jon 92 No. Dote
NB96lE 45B70 22 Jun 6B Deslroyed by fire oher hard landing 01 Fort lauderdale, NB946E 471B2 BMar 6B Sold 10 Hughes Airwesl, 19 Oct 7B (N922RW) N543NY 1B Dec B9 New 10 Swissoir, 23 Dec 67 (HB·IFG)
457B9
Florida, 1BMay 72 NB947E 47183 14Mor6B 11 Sep 7B (N923RW) N532TX 15 Feb 90 2B Jul6B (HB·IFII
45791
NB962E 45B71 19 Jul6B Sold to Soviolion Sales, Inc. 2B'Nov B9; {leased 10 Midway, NB94BE 471B4 2Mor 6B Damaged beyond repair, Pensacola, Florida, 2B Dec B7 N53lTX 30 Nov B9 17 Ocl6B (HB·IFM)
45B47
(N962Ml)1 NB949E 471B5 16 Mor 6B Sold 10 Hughes Airwesl, 19 Apr 7B (N924RW) N53BTX 16 Jon 90 New 10 Sudflug, Germany, 21 May 6B (D·ACEBl,
4721B
NB963E 45B72 26 Jul6B Sold to Midway Airlines, 2B Nov B9 {N963Mll NB950E 471B6 20 Mar 6B leased to Air Canada, 1Jun BB (C·FBKTI; relurned 14 Aug B9; then 10 Swissoir, 20 Ocl 68
NB964E 45B73 2Aug 6B Sold to Aviolion Sales, Inc., 2B Nov B9; (leased 10 Midway repossessed by Firsl Fidelity Bonk, Apr 91, and sold 10 Aeron N533TX 11 Jon 90 New 10 Swissoir, 19 Dec 6B (HB·IFTI
47281
(N964Ml)) Aviolion Resources, 9Jul91 N522TX 6 Dec 89 New 10 Austrian Airlines, 9Jul71 (OE·LOB)
47524
NB965E 45B74 1Aug 6B Sold 10 Midway Airlines, 2Jon 90 (N965Ml) NB951E 471B7 26 Mar 6B Repossessed by Firsl Fidelity Bonk, Apr 91; sold 10 Aeron
NB96BE 45B75 24 Apr 6B 2B Nov B9 (N967Mll Aviation Resources, 9Jul91 All oircroh sub·leosed on doles indicoled from Conlinenlol Airlines,
NB969E 45B76 2B Apr 6B " " "(N96BMl) NB954E 471BB 11 Apr 6B Sold 10 Allegheny Airlines, 2Aug 7B (N931VJ) Previously wilh Texas Inlernolionol. All relurned 10 Conlinenlol on 1Apr
91 (excepl N532TX, 28 Jon 91)
NB973E 47036 13 Sep 6B 10 Oct B9 (N972Mll NB955E 471B9 4May 6B 25 Aug 7B (N932VJI
NB974E 47074 14 Sep6B leased, Ihen sold to Eoslern, 1Oct B3; sold 10 Midway Airlines, NB956E 47214 10 May 6B Repossessed by Firsl Fidelity Bonk, Apr 91, and sold to Aeron DOUGLAS DC·9·S1 FLEET (LEASED)
10 Oct B9 (N973Mll Aviation Resources 9Jul 91 Fleet MSN. Delivery Remarks and Disposal
NB9BBE 4709B 15 May 73 Delivered 10 (oriboir 1Jun 67 (N938PR); managed by NB957E 47215 23 May 6B Wilhdrown lrom use, Jon 91, and sold 10 Aeron Aviation No. Dale
Eoslern, 15 May 73; withdrown from use, Jon 91, sold 10 Resources, 31 Jon 92
25 May 6B Sold 10 Allegheny Airlines, 30 Jun 7B (N933VJ) N675MC 47651 1Sep 87 New to Auslrion Airlines 25 Aug 75 (OE·LOK). leased from
Aeron Aviation Resources, 31 Jon 92 NB95BE 47216
Poloris Income Monogemenl Corp. unlil91
NB975E 47119 19 Sep 6B Sold to Pegasus Capitol Corp. 10 Ocl B9 NB966E 47217 16 Aug 6B Sold 10 Aviation Sales Corp., 6 Nov B9 (then to Midway New to Auslrion Airlines, 12 Dec 75 (OE·lDll. leased from
N676MC 47652 3Sep B7
NB990E 47120 15 May 73 Delivered 10 Coriboir, 12 Dec 67 (N939PR); monoged by Airlines, {N966Mlli Poloris until I Oct 91
Eoslern, 15 May 73; repossessed by ledbeller & Cia., Jon 91 NB967E 47267 17 Aug 6B Damaged beyond repair, Akron Ohio 27 Nov 73 N670MC 47659 3Sep B7 Originally delivered 10 Swissoir, 12 Feb 76 (HB·ISP).leosed
NB9B9E 47121 15 May 73 Delivered 10 Coriboir, 23 Mar 6B (N967PR); managed by N8970E 47268 4Sep 68 Sold 10 Chrysler Assel Monogemenl Corp., 20 Dec 89 from Polaris unlil1 Oct 91
Eoslern, 15 May 73; sold 10 AVENSA, Venezuela, 23 Aug 91 N8971E 47269 6Sep 68 Sold 10 Midway Airlines, 10 Ocl 89 (N970Ml) N671MC 47660 1Sep B7 New 10 Swissoir, 22 Feb 76 (HB·ISR).leosed from Poloris
(YY·B2C) N8972E 47270 11 Sep 6B Sold 10 Aviolion Sales, 6Nov B9 (Ihen 10 Midway Airlines unlill Ocl91
NB930E 47139 40cl67 Sold 10 Hughes Airwesl, 1Jun 7B (N915RW) (N971Ml)) N677MC 47756 1Sep B7 New 10 Auslrion Airlines, 31 Jon 78 (OE·LOO) leased from
Poloris Income Management Fund, I Sep 87, sub·leosed 10
(onlinenlol Airlines, 1Mor 91, 10 Poloris leasing, 1 Ocl91

82
 I"

Douglas DC·9·51
120 Seats • 560 mph

Artist's Note: This was Douglas's third "stretch"

ofthe DC-9. It was eventually to increase infuse-
lage length by 50% and to double its seating
capacity (see table of data on this page)
Size comparison with the Boeing 747 (p.85)
I Engines Pratt &Whitney JT8D·17
(16,000 lb. thrust) x 2
MGTOW 121,000 Ib
Max. Range 1,600 miles
Length 133 feet
Span 89 feet
DOUGLAS DC·9·S1 FLEET cont.
Fleel MSN. Delivery Remarks and Disposal Fleel MSN. Delivery Remarks and Disposal Fleel MSN. Delivery Remarks and Disposal
No. Dole No. Dole No. Dole
N404EA 47665 1May 78 New 10 Allegheny Airlines 16 Dec 75 (N923VJ). Sold fa N407EA 47692 1Sep 78 New 10 Allegheny Airlines, 12 Mar 76 (N926VJ) and sold 10 N414EA 47746 210cl77 N996EA Ocl78
Easlern. Sold fa AVENSA (Venzuela) 2Aug 91 (YV·90Cl Eastern. Sold 10, Ihen leased from Manufaclurers Hanover N415EA 47749 3 Nov 77 N997EA IS Sep 78
N418EA 47676 17 Oct 80 New to Hawaiian Airlines, 10 Sep 7S (N609HA), and sold 10 leasing, Feb 85; sold to Citicorp North Americo, Inc., 5Moy 89 N416EA 47751 14 Nov 77 N998EA Nov 78
Easlern. Sold to and leased from Bonkers Trust Corp. 23 Nov N408EA 47693 20ct78 New 10 Allegheny Airlines, 27 Feb 76 (N927VJI and sold 10 N417EA 47753 21 Nov 77 N999EA Nov 78
87·10 Aug 88. Sold to and leased from Douglas Finance Eostern: sold to, then leosed from Conneclicul Nalional Bonk,
Corp. until! BMar 91 Feb 81
N4!9EA 47677 29 Aug 80 New to Howoiion Airlines, 7 Oct 75 IN519HA) and sold to N409EA 47728 13 Jul77 Firsl reg. as N991EA, re·reg. 5Sep 78
Eostern. Sold 10 and leased from U.S. Airleases, 5Ocl 88·18 N410EA 47731 J6Aug 77 N992EA, Aug 78
N411EA 47732 31 Aug 77 " " " N993EA, " Sep 78
Mar 91
N421 EA 47679 19 Sep 81 New 10 Hawaiian Airlines, 20 Nov 75 (N629HA) and sold 10 N412EA 47733 22 Sep 77 " " " N994EA, " 13 Sep 78 N406EA, N40SEA, ond N408EA Ihru N417EA, were relurned 10 Ihe Douglas Finance Corporalion on
N413EA 47745 50cl77 first reg. os N995EA, re·reg. 18 Mar 91 18 March 1991
Easlern. Sold 10, leased from Avialion Transaclians 30 Sep
86·18 Mar 91
N401 EA 47682 16 Nov 78 New 10 Allegheny Airlines, 10 Ocl75 (N920VJ) and sold 10 THE DC·9 FAMILY
Easlern. Wilhdrawn from use, Jon 91 and sold 10 Norlhwest Dimensions lit) Engines (2) Firsl Service No.
Series Typical MGTOW
Airlines, 24 Mar 94 (lb.) Buill
Lenglh Span Heighl Sealing Type Thrusl (lb.) Dole Airline
N402EA 47683 28 Ocl 78 New to Allegheny Airlines, 13 Nov 7S (N921VJI and sold to
Eastern. Sold 10 AVENSA, Venezuela, 15 Jul 91 (YV·85Cl DC·9·10 104 89 27 80 JT8D·I 14,000
90,700 8 Dec. 6S Delto 137
N403EA 4768S 1Jun 78 New 10 Allegheny Airlines, 21 Nov 7S (N922VJI and sold to DC·9·20 104 93 27 80 JT8D·9 15,000
87,000 23 Jon. 69 SAS 10
Eostern. Sold 10 AVENSA IS Jul91 (YV·87Cl DC·9·30 119 93 27 97 JT8D-l 14,500
108,000 I Feb. 67 Eostern 662
N406EA 47686 1Aug 78 New 10 Allegheny Airlines, 27 Feb 76 (N925VJI ond sold to DC·9·40 125 89 28 107 JT8D·9 14,SOO
114,000 12 Mar.68 SAS 71
Easlern. DC·9-50 133 89 28 114 JT8D·17 16,000
121,000 24 Aug. 75 Swissoir 96
N40SEA 47688 6Jul78 New 10 Allegheny Airlines, 27 Feb 76 (N924VJ) and sold 10 DC·9·80 1 148 108 30 142 JT8D·209 18,500
140,000 50cl.80 Swissair 1,119
Easlern. DC-9-87' 130 108 30 109 JT8D-217 20,000
140,000 14 Nav.87 Swissair 76
N420EA 47689 12 Sep 81 New to Hawoiin Airlines, 19 Dec 7S (N639HA) and sold 10 MD-90 152 108 30 141·172 IAE V2525 25,000
1S6,000·168,000 1Apr.9S Delto 116
Eostern. Sold 10 GATX leasing, 24 Sep 91. Boeing 717 3 124 93 I 28 117 BMW/R-R 715 21,000
121,000 12 Ocl. 99 Air Tron 100'
I
Noles: 1.lndudes DC-9·81/82/83/88. 2. Become MD·87. 3. Onglnolly MD-9S 4. Production Continues

83
Route Expansion (and Denial)
Eastern Air Lines had begun to stretch its aerial legs in the
summer of 1967, when it opened service to Seattle, on the
west coast (page 74). It already had its eyes on more distant
horizons, and in 1966, was one of 18 candidates for a favor-
able nod from the Civil Aeronautics Board, with a blessing
from the State Department and the President in the Re-
opened Transpacific Case. Evidence was heard during
1967, and after exhaustive depositions by the airline lawyers,
supported by tons of paperwork, the C.A.B. recommended
Eastern for the coveted trans-ocean route in April 1968.

Much was at stake, and the entire issue was highly political.
The major airlines were identified with one or other of the
two great political parties. In the late 1960s, the
Administration was Democrat, under Lyndon Johnson, and
on 19 December 1968, he overlooked Eastern's powerful
claim (as it offered direct service from the east coast to the
Pacific) and gave the route to Continental Airlines. But
Johnson's term ended on 20 January 1969, and President
Nixon had hardly set foot in the White House before he post-
poned all the Pacific route awards on 24 January. Eastern's
Republican leanings suggested that it was now the front-run-
ner, but on 21 July 1969, neither Continental nor Eastern won
out. American Airlines was the eventual winner.

Nearer home, Eastern did much better. On 23 September

1969 it opened nonstop service from Atlanta to Los Angeles, the amenities, such as the upper deck luxury, were demon-
usually averaged about 220. In February 1969, in addition to
with various thru plane connections to Florida and the north- strably superior to those of the previous generation of Boeing
its fleet of 17 Dash-61s, six DC-8-63s were added, starting
east, as well as more connections to Dallas. This was some 707s and Douglas DC-8s. Even with six abreast seating, these
in February 1969. These fine aircraft could also fly routes of
compensation for losing, for example, a route to Australia, as latter became known as "narrow-bodied" jets, against the
5,000 miles, with full passenger load-adequate, for exam-
the population of the Californian metropolis was almost as giant "wide-bodied" 747s.
ple, for Los Angeles-Sydney or San Francisco-Tokyo. But
large as the whole of Australia, and would thus generate as
with the loss of the anticipated trans-Pacific routes, the air-
much traffic. In fact, Eastern's traffic as a whole was boom- Eastern's need for a 360-seat mixed-class aircraft was main-
craft were not needed and were disposed of within a few
ing, and its route system was more concentrated on longer ly for the dense traffic from New York and the northeast to
years of service.
routes to big cities than to the previously favored small com- Florida and to San Juan; but it did not need such capacity at
munities. It had thus put the "stretched" Douglas DC-8-61s Boeing 747 the same high level as the transcontinental and trans-ocean
in to service in February 1969, and these were ideal for routes airlines. It began service on the New York Miami route on 21
such as the Los Angeles transcontinental, and also for When, in the wee small hours of 22 January 1970, Pan December 1970, and fell back on its old device of leasing air-
Chicago-New Orleans and Newark-Philadelphia-Baltimore- American Airways put the Boeing 747 into service, it did craft, in this case from Trans World Airlines. Its fleet was lim-
Kingston (Jamaica), started on 26 October and 13 December more than serve as the launch customer of (and indeed the ited to three aircraft, as the other manufacturers, Lockheed
1969, respectively. inspiration for) a new airliner. It launched a complete new and Douglas, were producing wide-bodied tri-jets that were
generation of what soon became known as the "jumbo jets." more suited to Eastern's capacity requirements. In mixed
The DC-8-61 could carry, depending on the mix of cabin Such was the impact on the leading airlines of the world, that class, for example, a Douglas DC-lO or Lockheed L-IO II
classes, up to 250 passengers or more, although Eastern's everyone had to have them, as the on-board comfort level and had 270 seats-just about right.

84
Boeing 747
370 Seats • 590 mph

• •
e •EASTERN

Engines Pratt &Whitney JT9D

(43,500 lb. thrust) x 4
Artist's Note: This was Eastern's largest airliner, which all MGTOW 355 tons
BOEING 747·121 FLEET the modern airliners in this book are compared to for size Max. Range 5,500 miles
Two Boeing 747-200s were ordered from QANTAS in 1980 for the Miami-London Length 231 feet
Reg'N MSN Delivery Remarks and Disposal
Dale
route, but the order was cancelled when the British Government designated Gatwick Span 196 feet
Airport instead of Heathrow. These were VH-EBC (20012/171) and VH-EBD. They
N731 PA 19637 3Jon 11 leosed lrom Pon Ameriton Airwoys unlil 29 Apr 11; were U.S. registered as N732EA and N731 EA, respectively. The latter aircraft was
ond 1 Nov 11-26 Apr 72 painted in Eastern's colors, but neither one left Australia.
N735PA 19642 26 Nov 70 leosed Irom Pon Ameriton Airwoys unlil 30 Apr 72
N737PA 19644 1Jon 71 leosed Irom Pon Americon Airwoys unlil 5Moy 72
N74010 200BO 22 Od 70 Sold 10 TWA on delivery dote (N93113)
N70420 200Bl 2 Nov 70 Sold 10 TWA on delivery dote IN93114)
N70430 200B2 Buill lor Eoslern, bUI never delivered. Delivered to ~.

TWA, 2Sep 11 (N9311 B)

N74040 200B3 Built lor Eoslern, bUI never delivered. Delivered to
TWA, 27 Orlll (N93119) (This oircroft IVOS Ihe nolo·
rious flighl BOO which crashed shortly ofter loke-off
lrom New York's JfK Airport on 17 Ju196)

Leasedfrom Pan American Airways, this Boeing 747 did not wear the "hockey stick"-but the blue line was close enough
(courtesy Rober Bentley)

85
Whisperliner Fleel
No.
MSN. Delivery
Dale
Remarks and Disposal

N313EA 1020 15 Dec 72 Sold to and leased back from IntI. Air leases, 1BJon B9;
returned to IntI. Air leases 26 Jun 91
As Eastern was not a prime customer for the Boeing 747, LOCKHEED L·1011·1 N314EA 1022 2Jan 73 leased to Cathay Pacific Airways, 6 Oct 79-0cl B3; sold to
because it did not need trans-Atlantic range, it had a choice James Co. leasing, Oct B3
of the other wide-bodied jets, the G.E.-powered Douglas DC- Fleel MSN. Delivery Remarks and Disposal N315EA 1023 1Jul73 leased from Haas-Turner; sub-leased to Air Canada each
10, the Rolls-Royce-powered Lockheed L-lOll TriStar. No. Dale year, summer months, finally 18 May Bl (C-FlNO; sub-
These were tri-jets and, and even at that early stage, it took a N30lEA 1002 24 Mar 73 Sold to International Air leases, March 89 leased to Air Tronsat 12 Nov B7 and sold to ATC Matrix and
look at the European twin-engined Airbus, which, however, N302EA 1003 22 May 73 Sold to Delta Air lines, 27 Mar 91 (N781 Dli Matrix Funding Corp. 30 Mar BB
at that time, did not have the necessary range for all of N303EA 1004 15Dec72 Sold to International Air leoses, 28 Apr 89 N372EA lD33 1B Dec BO Purchased from and leased bock to lTU, Germany, 1BDec
N3D4EA 1005 11 Jul72 Sold to Aviation Sales Co., 16 Jon 84 BO; returned 1Apr 81; leased to Air America, 15 Jun-7 Dec
Eastern's best medium range routes. It selected the TriStar,
N305EA lDD6 23 Nov 72 Sold to Delto Air lines, 3D Dec 91 8B; leased 10 Air Algerie on sub-lease from American Trons
but spent some anxious months when the famous engine firm
N306EA 1007 5Moy 72 Sold to Aviation Sales Co., 30 Jon 84 Air, 3D May B9-6 Nov B9; sold to and leased back from
almost went under, saved from bankruptcy only by a massive Cathay Pacific 14 Mar 90; returned to Cathay, 8May 9D (VR-
N3DlEA lDD8 22 Moy 72 Sold to lTU, Germony, 8 Nov 75 (D-AEROI, subsequently sold
intervention by the British Government. HNVI
bock to lockheed 18 Apr 77, (N22679), sold again to lTU,
The order for 50 TriStars was re-affIrmed late in April 28 Feb 79; sold to Eastern, 18 Dec 80 and leased bock until N316EA 1037 30 Jun 73 leased to Cathay Pacific, 1Mar BD; sold to James Co.
1971, and Eastern was able to inaugurate its Whisperliner serv- 17 Mar 81; reregistered N37lEA; sold to Aviation Sales, Jon leasing, Oct B3
ice, with plush interiors and a first-class lounge, from Miami to 84 N317EA 103B 13 Jul73 leased to Americon Trans Air IBJun-26 Sep 90, said to Delta
New York, via Atlanta, on 26 April 1972. Eastern was the N308EA lDD9 25 Jul72 Sold to Delto Air lines, 27 Aug 91 (N783Dl) Air lines, 15 May 91 (N7B4DA)
launch customer for this airliner. In August 1972, reflecting the N309EA 1010 25 Jul72 leased to TWA, 30 Apr-28 Oc173, ond 30 Apr-30 Oct 74; N318EA 1039 13 Aug 73 Sold to Cathay Pacific Airways, 18 Feb B9
sold to First Chicogo leosing Corp, 31 Oct 88 N319EA 1040 13Aug73 Sold to and leased back from Electra Aviation, ltd., 13 Nov
trend of passenger preference, the lounges were removed, to
N310EA 1011 18 Aug 72 Crashed into Florida Everglades 29 Dec 72 89; relurned to Electro, BMar 91
offer more seating capacity, and to take advantage of a more tol- 1042 1Sep 73 Sold to Cathay Pacific Airways, 20 Apr B7
N311 EA 1012 2Nov 72 Sold to Aviation Sales, Inc., Mar 84 N320EA
erant attitude of the Civil Aeronautics Board towards lower N32lEA 1043 2D Sep 73 leased, 1BOct 78, then sold to Cathay Pacific Airways, 20
N31011 1013 24 Nov 73 leased from TWA, returned 29 Apr 74
fares. With the influx of this new fleet, the airline sought to sell Apr B7 (VR-HOD)
Nll002 1014 12 Nov 73 leased from TWA, returned 21 May 74
its DC-8 fleet (the last Constellation had been retired on 14 N312EA lD19 14 Dec 72 leased from Haas-Turner; sub-leased to Air Canada, May-Oct, N322EA 1044 120ct73 Sold to Calhay Pacific Airways, 9Apr B9 (VR-HDJ)
February 1968) to reduce the number of types to the Electra, each year 1973-19BO, and finally 5Apr BI-6 May BB (C- N323EA 1045 160ct73 leased to BOAC, 6 Dct7B-29 Feb BD; leased to lTU, 3Jun-29
theTriStar, the Boeing 727, and the DC-9. FINAl; returned to Haas-Turner, 6May 8B Nov BB; sold to Cathay Pacific, 29 Nov 88 (VR-HOG)
N324EA 1050 13 Nov 73 Sold to Cathay Pacific, 13 Aug BB (VR-HOHI
N325EA 1051 22 Nov 73 leased to TWA, 17 May-2B Oct 75; sold to Cathay Pacific
Airways, 1BJul 7B (VR-HHYl
N326EA 1054 12 Dec 73 leased to TWA, 2Moy-16 Oct 74; leased, 14 Sep 76, then
sold to Cathay Pacific, 11 May 77 (VR-HHXI
N32lEA 1055 lB Dec 73 Sold to and leased bock from Wilmington Trust Co. 10 Jon
BS; returned to Wilmington Trusl, Sep 88
N32BEA 1056 2D Dec 73 Sold to Cathay Pacific Airways, 1 Dec 76 (VR-HHGI
N41020 1072 13 Nov 74 leased from TWA, returned 2B Apr 7S
N329EA lOBS 17 Oct 74 Repossessed by Westinghouse Credit Corp., 1BMar Bl
N330EA lDB7 3D Jun 75 Repossessed by Mellon Financial Services, 2Jan 91
leased to Worldwoys Airlines, 23 Jun-18 Oct B9; sold to
N33lEA 1121 6 Dec 75 Delta Air lines 21 Jan 92 (N785Dl)
N332EA 1123 21 Nov 75 Said to Delta Air lines,S Dec 91 (N786Dl)
N333EA 1126 26 Mar 76 Sold to Delta Air lines, 11 Oct 91 (N787Dl)
N334EA 1141 11 Nov 76 leased to Air Algerie an sub-lease from American Trons Air
19 May-IS Nov B3; sold to Delta Air lines, 25 Jul 91
(N788Dll
N33SEA 1142 2D May 77 Sold to Delta Air lines, 19 Jun 91 (N7B9Dl)
N336EA 1143 29 May 77 leased to Worldway Airlines, 7Jun-30 Oct 90;
Sold to Delta, 1BSep 91 (N790Dl)
N33lEA 11 S2 27 Jul7B Said to lTU {D-AERPI and leased back,22 Dec 81-22 Apr 82
Eastern's Lockheed L-10Il Whisperlinel; white-topped, with "hockey-stick" insignia, N33BEA 1153 13 Sep 78 Sold to lTU (D-AERMI and leased back, 1BDec BO-4 Jan Bl
still canying the fleet nllmber matching the registration's. N339EA 115B 9 Nov 7B Sold to lTU (D-AERNl and leased bock, 1BDec 80-6 Feb Bl

86
Lockheed L·l 0 11 TriStar
293-316 Seats • 590 mph

Whisperliner

--_.:::~= ....
""":;;;:;"_~IO

Artist's Note: The L-IOll initially flew with an all-white fuselage, but it eventually
appeared in bare metal, with the blue "hockey-stripe" colors

Size comparison with the Boeing 747 (p.IS) Engines Rolls-Royce RB211
(42,500 lb.) x 3
MGTOW 215 tons
Max. Range 3,500 miles
Length 177 feet
Span 155 feet

First of the new wide-bodied tri-jets to go into service was the

Douglas DC 10, with American Airlines, on 5 August 1971.
Lockheed's L-1011, however, ran into serious trouble; for
although the Rolls-Royce RB.211 engines were of advanced
design (with three-spool types, against Douglas's General
Electric CF-6's two), and the metallurgy was more advanced,
the illustrious British engine manufacturer went bankrupt on
4 February 1971. The British Government took over the com-
pany, to keep it alive, and after a bitter controversy, involving
banks, airlines, governments, and industry, the U.S. Senate
agreed, by a margin of one vote, to approve the Emergency
Loan Guarantee Act, on 2 August 1971.
During this period, there was growing public concern in
the residential areas near major airports about the noise of jet
airliners. Eastern pleaded its case by emphasizing the com-
This L- J0 JJ, landing at Baltimore, shows an all-metal paint scheme, with flags; but the "whisper" of the Whisperliner had to be heard, even paratively low noise level of its Rolls-Royce-powered
if not par/rayed. (Photo courtesy Roger Bentley) Lockheed TriStars.

87
More Boeing 727s Fleet
Na.
MSN.

N8873Z 21291
Delivery
Date
30 Dec 76
Remarks and Dispasal

As above, 22 Feb 91
Together with the fleet of Douglas DC-9s (see pages 78-79, Fleet MSN. Delivery Remarks and Dispasal N8874Z 21292 21 Dec 76 leased 10 Avianca, 22 Jun 89-12 Jun 90; then as N887DZ,
82-83) the Boeing 727 series was the ultimate "DC-3 Na. Date 28 Feb 91
Replacement." N8875Z 21293 23 Dec 76 leased to Avianca, 22 Jun 89-24Dct 90; then as N8870Z,
N8830E 20149 12 Nov 69 (As N8229E, except purchase 26 Nov 841; sold to Trump
15 Feb 91
Shuttle, 7Jun 89 IN917TS)
EASTERN BOEING 7275 N8876Z 21249 18 Nov 77 leased to Bahamas Air, Nov 89-Jun 90; repossessed by
N883lE 20150 14 Nov 69 (As N8830E); sold to EXTEX IntI. Inc., 19 Jun 91
General Motors Aircraft credit, 21 May 91
N8832E 20151 21 Nov 69 (As N8830E); sold to EXTEX 8Jan 92
Remarks and Dispasal N8877Z 21450 7 Dec 77 Sold to and leased back fram General Electric Credit Corp.,
N8833E 20152 26 Nov 69 (As 8830E); sold to IntI. Airline Support Graup, 31 Aug 92
Jan 81; repossessed by G.E.C.C. 18 Mar 91
N8834E 20153 12 Dec 69 lAs 8829E); sold to IntI. Air leases, Inc., 2Apr 72
N8878Z 21451 20 Jon 78 (As N8877Z)
Baeing 727·214 N8835E 20154 16 Dec 69 (As 8829E); sold 10 EXTEX IntI. Inc., 19 Jun 91
N8879Z 21452 21 Jan 78 leased to Bahamas Air, Nov 89-21 Feb 91; repossessed by
N8836E 20379 17 Jun70 leased to Pan Am 15 Jun 89; AAR
N530EA 19685 I Dec 85 leased from Pacific South West Airlines IPSA) 22 Sep 80, Chase Manhattan Bank, 18 Mar 91
N8837E 20380 30 Jun 70 lAs 8836E, except lease to Pan Am 9Jun 89)
then purchased; sold to Trump Shuttle, 6Jun 89 IN908T5) N8880Z 21453 2Feb 78 Sold to United Aviation Services, 7Aug 89
N8838E 20381 14 Jul70 leased to Club-Air, 1May 88-20 Oct 88 (EI-BVO); leosed to
N53lEA 19686 27 Nov 85 leased from PSA, 7 Oct 80, then purchased; sold to Trump N8881Z 21578 10 Nov 78 15 Sep 89
Pan Am, 9Jun 89; AAR
Shuttle, 7Jun 89 IN909TSI N8882Z 21579 17 Nov 78 2Aug 89
N8839E 20382 22 Jul70 leased to Pan Am, I Jun 89; AAR
N532EA 19687 1 Dec 85 leased fram PSA, 16 Ocl 80, then purchased; sold 10 Trump N8883Z 21580 25 Jan 79 6Sep 89
N8840E 20383 20 Aug 70 leased to Pan Am, 15 Jun 89; AAR
Shuttle, 7Jun 89 IN910T51 N8884Z 21581 31 Jon 79 2Aug 89
N884lE 20415 31 Aug 70 leased to Pan Am, I Jun 89; AAR
N534EA 19689 1 Dec 85 leased fram PSA, 7 Ocl 80, then purchased; sold 10 Trump N8885Z 21854 17 Ocl 79 leased to Orion Air, Jul 88-Nov 88; repossessed by
N8842E 20416 1Sep 70 leased to Pan Am, 9Jun 89; AAR
Shuttle, 7Jun 89 IN911TS) Connecticut Bank &Trust, 18 Mar 91
N8843E 20441 4Sep 70 leased to Pan, 15 Jun 89; AAR
N8886Z 21855 23 Dcl 79 Repossessed by Connecticut 8&T, 18 Mar 91
Baeing 727·224 N8844E 20442 28 Sep 70 leased 10 Pan Am, 15 Jun 89; AAR
N8887Z 21856 1 Nov 79 by Westinghouse Credit Corp. 18 Mar 91
N8845E 20443 10 Nov 70 Crashed at JFK, New York, 24 Jun 75 (suspected windshear
Purchased from Nations Bank of Tennessee (Ex-Continental N8888Z 21857 5 Nov 79 (As N8886Z)
problem)
Airlines), and sold an same day to lift Management, Inc. N8889Z 21858 4 Dec 79 Repossessed by United States leasing Corp., 18 Mar 91
N8846E 20444 16 Nov 70 Repossessed by AAR, 11 Apr 91
N8890Z 21859 30 Nov 79 (As N8889Z, 31 May 91)
Baeing 727-227 N8847E 20445 16 Nov 70 Sold to Trump Shuttle, 7Jun 89 (N918TS)
N8891Z 21860 27 Nov 79 (As N8889Z, 23 May 91)
N8848E 20446 11 Nov 70 leased to Pan Am, 9Jun 89; AAR
N431 BN 20838 17 Jul95 Purchased from IAl Aircraft Holding, Inc. (originally deliv- N8892Z 21861 12 Jul79 (As N8887Z)
N8B49E 20447 17 Nov 70 Sold to Trump Shuttle, 7Jun 89 (N919TS)
ered to Braniff and flown by several oirlines); sold on same N80lEA 22432 6 Oct 80 Repossessed by General Eleclric Capital Carp., 18 Mar 91
N8850E 20448 23 Nov 70 Sold to trump Shuttle, 7Jun 89 (N920T5)
day to Ameriiellntl., Inc. (N196AJ) N802EA 22433 8Dct80 (As N801EA)
N8851 E 20614 26 Sep 72 Sold to AAR, 15 Aug 89
N803EA 22434 30 Nov 80 Repossessed by Xerax Credit Carp., 15 May 91
N8852E 20615 28 Sep 72 Sold to AAR, 15 Jul91
Baeing 727·254 N804EA 22435 7 Nov 80 8May 91
N8853E 20616 6Oct 72 Sold to AAR, 15 Aug 89
N805EA 22436 12 Nov 80 by Capital CIT Group/Equipment leasing, 20
N547EA 20250 30 Jun 81 Purchosed from PSA, sold to Trump Shuttle, 7Jun 89 N8855E 20617 1t Oct 72 Repossessed by Firsl Fidelity Bank, 3Apr 91
Mar 91
(N913TS) N8856E 20618 16 Oct 72 16 Apr 91
N806EA 22437 17Nav80 Repossessed by Xerax Credit Corp., 22 May 91
N548EA 20251 3D Jun 81 Purchosed from PSA, sold to Trump Shuttle, 7Jun 89 NB857E 20619 19 Oct 72 Sold 10 AAR, 8July 91
N807EA 22438 21 Nov 80 (As N8887Z)
(N914TS) N8858E 20620 24 Oct 72 Repossessed by First Fidelity Bank, 18 Apr 91
N808EA 22439 2 Dec 80 Repossessed by Exchange National Bank of Chicago, 18 Mar
N549EA 20252 Sep 81 Purchosed from PSA, sold to Trump Shuttle, 7Jun 89 N8859E 20621 3 Nov 72 4Apr 91
91
(N915TS) N8860E 20622 6Apr 73 Sold to United Aviation Services, IBSep B9
N809EA 22440 8 Dec 80 Repossessed by IntI. Air leases Inc., 1Mar 91
N584EA 20437 Aug 81 Purchosed from PSA, sold to Trump Shuttle, 7Jun 89 N8861E 20623 I May 73 leased Avionca, 24 Aug 88-Feb 89; sold to Pacific Interstate
N810EA 22441 15 Dec 80 20 Feb 91
(N916TS) Airlines, I Jun 89
N811 EA 22548 9Apr 91 by Xerax Credil Corp., 25 Apr 91
N536EA 20438 Nov 85 leased from PSA, 16 Oct81, then purchased; sold 10 Trump N8862E 20624 4 May 73 Sold to United Aviation Services, 14 Sep 89
N812EA 22549 22 Apr 81 8May 91
Shuttle, 7Jun 89 (N912TS) N8863E 20625 8May 73 18 5ep 89
N813EA 22550 27 Apr 81 5Jun 91
N8864E 20626 30 May 73 Nov 89
N814EA 22551 7May 81 15 May 91
Baeing Nates: AAR = Sale to Aeron Aviation Resources, 17 Dec 91; NBB65E 20627 5Jun 73 28 5ep 89
N815EA 22552 2 Oct 81 (see N80lEAJ
727-225 Pan American leases ended 5 Dec 91 N8866E 20628 6Jun 73 leased to Avionca, 15 Sep 88-Apr 89; sold to Pacific
N816EA 22553 2 Oct 81 (see N80lEAI
Interstate Airlines, 1Jun 89
N8825E 20144 22 Aug 69 Sold to DNA leasing, Inc., and leased back, 8May 81; pur- N8l7EA 22554 2 Nov 81 (see N80lEAJ
N8867E 20823 6 Dec 73 Sold to, Ihen leased back from Sanwa Credil Carp., Jan 85;
chased Aug 84; leased to Pan American 5Jun 89; AAR N818EA 22555 1 Dec 81 Isee N801EA)
repossessed by Sanwa 9Apr 91
N8826E 20145 28 Aug 69 lAs N8825E, excepl lease 10 Pan Am 9Jun 89) AAR N819EA 22556 7Apr 82 Crashed into Mt IIlimani, Bolivia, 1Jan 85
N8869E 20824 7 Dec 73 (As N8867E, except repossessed, 10 Apr 911
N8827E 20146 10 Sep 69 lAs N8825E, excepl purchase Sep 84, Pan Am 6Jun 89) AAR N820EA 22557 7Apr 82 Isee N80lEA)
N8870Z 21288 23Nov76 Repossessed by Boeing Equipment Holding Corporation, 15
N8828E 20147 31 Dcl69 lAs N8825E, excepl purchase Dec 84, Pan Am 15 Jun 89) N82lEA 22558 3May 82 (see N8886Z)
Mar91
and repossessed by Firsl Fidelity Bonk, Dec 91 N822EA 22559 3May 82 (see N8886Z)
N887lZ 21289 3 Dec 76 As above, 8Mar 91
N8829E 20148 7 Nov 69 lAs N8825E, except purchase Dec 84; no Pan Am lease) 16 Dec 76
N8827Z 21290 As above, 22 Feb 91 Note: MSNs 22560-22563 (N823EA N824EA, N8893Z, N8894Z1 orders
repossessed by AAR, 15 May 9t
Cancelled, and aircraft not bui jf.

88
 DC·8 Color Variants
From the inaugural flights in January 1960 to the beginnings
of the famed "hockey stick" markings of 1965, Eastern's DC-
8s wore no less than nine different color schemes. To be accu-
rate, the first scheme depicted in company advertising was
never flown, as the legalities of Eastern's calling its airplane
the DC-8B were challenged by other DC-8 operators.
Pre-Delivery Scheme (1959) This was an embellish-
ment of the original multi-color design conceived by the bril-
liant industrial designer, Raymond Loewy. Highly ornate and
extremely complex, the five-color motif was applied to the
aircraft, using metallic gold paint where needed. Visually
delightful, Loewy's color scheme was considered to be one
of the most elegant and regal ever applied to a commercial Delivery Scheme No.3 As above, but with the radome lighter royal blue cap at the top of the vertical fin. The titles
airliner, but it was a maintenance nightmare. painted light gray instead of black, and a small triangular- were still FLY EASTERN AIR LINES.
A white-crown fuselage top with a mUlti-striped indigo- shaped anti-glare panel with red-and white pin-stripes ahead Blue Spear Scheme No. 2 As above, with Golden
blue arrowhead "cheat-stripe" stretched from the aircraft's nose of the windshield. Falcon logo and lettering eliminated from aft of forward pas-
to its tail. Red, white, blue, and gold pin-stripes adorned the Delivery Scheme No.4 As above, with title shortened senger door. Titles shortened simply to FLY EASTERN.
outer edges of the an·owhead, with the tri-color design repeated to FLY EASTERN AIR LINES. Hockey Stick "Whisperjet" Scheme 1965 This mod-
at the top of the vertical stabilizer for visual continuity. A flat Delivery Scheme No.5 As above, with an all-white ernized image was a clean twin-stripe design on an almost-
black nose cap covered the tip half of the radome and anti-glare vertical stabilizer and a differently-shaped solid red Falcon on white fuselage. Only the extreme lower surfaces of the fuse-
panel ahead of the cockpit windows, while red letters with razor the tail (lower picture). lage were bare metal. Stripes curved up from the fuselage to
thin blue pin-stripes spelled out FLY EASTERN'S GOLDEN Blue Spear Scheme (1962) Adapted from Eastern's follow the sweep angle of the tail fin as well. The clean
FALCON JET DC-SB above the window line, led by an Boeing 720 design, the complex Loewy markings were EASTERN lettering style appeared, with the stylized bird on
American flag on the forward fuselage. replaced by a royal blue cheat stripe, with red and gold sur- an oval field logo. First used on Eastern's Boeing 727-100,
An equally complex swept-winged red, white, and gold round below the window line. Tail markings returned to this was the first simplified ultra-modern paint scheme used
falcon "flew" on the aircraft's white vertical stabilizer, and exactly the same-shaped red and gold falcon on the tail, with by any major U.S. airline..
matching tapered red, white, and blue striping was painted
along the centerlines of each engine nacelle, echoing the
design of Eastern's piston-powered airliners from the previ-
ous decade. Gold-painted Golden Falcon logos were placed
prominently aft of each passenger door, echoing the style
when passengers climbed boarding stairs to enter the aircraft.
Delivery Scheme (1960) As described above, but with
tapered stripes deleted from the nacelles, leaving the DC-8s
of Delta, Panagra, and Trans Canada as the only new Douglas
jetliners to wear line-of-flight engine striping.
Delivery Scheme No. 2 Same as above, but with
"DC-8B" deleted from title and replaced with an American
flag aft of the lettering. This was the first scheme flown in air-
line service. (Mike Machat's drawing-in colored pencil!-
top picture)

89
Caribbean Expansion
By the late 1960s, North American tourists were seeking
more variety in their winter season destination choices; and
although Florida was still the favorite, many were more
adventurous and sought the new resorts in the many
Caribbean islands. These were served by a variety of airlines
of different nationalities~many islands were colonies or ter-
ritories of European origin~and one, Puerto Rico, was an
overseas territory of the United States. It had its own airline,
Caribbean-Atlantic Airlines (Caribair), which was, by
1970, however, in financial trouble. This seemed to offer an
opportunity for Eastern to move in.
Caribair had been founded by Dionisio Trigo on 27
February 1939, and on 1 June, he took over Powelson Air
Services, which had started flights from San Juan to Ponce in
the previous year. Using ten-seat Stinson aircraft, it also flew
to the U.S. Virgin Islands, and a C.A.B. Certificate was grant-
ed on 23 July 1942. At the end of the Second World War,
Trigo leased some Lockheed Lodestars, then acquired three
DC-3s, and expanded to Santo Domingo on 27 December
1948. Further expansion followed (see map) and the fleet was
improved, first by Convair 340s, fitted with JATO (Jet
Assisted Take Off) rockets, to ensure safe clearance of a
small mountain crest right in line with the runway at St. A Caribair JATO-Convair Takes offfromlsia Verde InTernational Ai/port at San Juan, PuerTo Rico. (courTesy: Jon Proctor)
Thomas. Rolls-Royce Dart-engined Convair 640s followed,
and finally, in December 1967, Douglas DC-9 jets. 1945
By 1968, Caribair was receiving healthy competition
from another local airline, Prinair, whose de Havilland 19-
seat Herons were readily adaptable to the traffic demands and
1970
patterns of. the area. Caribair also lost its case for a non-stop
route to Miami, so Trigo was doubly handicapped. The little
airline, one of the most colourful of all the U.S. Territorials,
was ready for a take over bid.
This offer, from Eastern, was made public on 27 October
1970, and eventually, after innumerable (and not unwarranted) 1948
objections from Prinair, and repeated extensions (during which
time Eastern had kept Caribair afloat with loans) the merger
was finally settled on 15 March 1973. Eastern could now serve 1949
the entire chain of delectable Caribbean Islands, hitherto served
mainly by Pan American Airways.
o 200 400 600
! [ I I

Scafe- Miles
Aftel; first, an orthodox insignia of the postwar
period, then some wilh a local San Juan j!avOl;
Caribair adopled an aggressive marketing posture,
1970
with The slogan "Now we're a lot more airline."

90
Caribair
Fleet I MSN. I Delivery I Remarks and Disposal Caribair chose the pressurized Convair 340 twin as its DC-3
No. Dote replacement. This gave the airline a more modem image, but
curiously it gave a problem at one of the main stations on the
Lockheed 18-50-01 Lodestar
network. The runway at the airfield at St. Thomas headed
NC25687I 2039 I Apr 45 I Leased from Notional Airlines. Damaged 8Jon 47 in landing straight for a low hill, and the 340's climb out, from a longer
accident 01 jacksonville; repaired and used by Notional take-off run, took it alarmingly close to the ridge of the hill. This
writer once experienced the doubtful thrill of watching, from a
(Other Notional Airlines lodestars used as required.)
window seat, the ground suddenly coming closer on take-off-
After the Second World War, Caribair worked closely with giving the impression of failed power-before, thankfully,
National Airlines, which had a t1eet of Lockheed Lodestars. clearing the crest, with 500 feet of air above the clear waters
Then, like so many post-war airlines, Caribair's fleet during beneath.. Caribair overcame the problem by fitting some of their When Douglas DC-9 twin-jets entered service in December
the 1950s and 1960s was the time-honored Douglas DC-3. Convairs with JATO (Jet Assisted Take Off) auxiliary power; 1967, Caribair was offering service, as far as the Dutch
This versatile pre-war twin was well-loved by the pilots, even and later added turbo-prop Convair 640s, with Rolls-Royce islands of Cura<;ao and Aruba. But the problems at St.
though it was inclined to ground-loop ("if you can taxi it, you Dart engines. Thomas remained. The top of the offending hill was quite lit-
can fly it") and it had no trouble taking off from St. Thomas, erally sawn off, so as to provide a smooth and safe take-off
in the Virgin Islands, where a hill seemed to block the end of Convair 340/640 (Pratt & Whitney R-2800/Rolls-Royce Dart turboprop) run for the DC-9s.
the runway. But Caribair shared in the air traffic boom as the Caribair's fortunes had declined, partly because of the
Caribbean Islands became a major tourist destination. With N3407 20 30 Jul65 Converted 10 Nov 65 growth of the vigorous Prinair, based in San Juan. Had the Civil
Pan American Airways, which had pioneered the inter-island N3408 21 Mar 66 Converted May 66, Wrinen off, 23 Jan 67, San Juan Aeronautics Board awarded Caribair extra routes, including the
Converted 17 Aug 66
routes before the war, concentrating only on trunk routes, coveted Miami gateway, it could have survived. But it was
N3410 27 1Jun 62 Converted 10 Jun 66
Trigo's territorial airline's DC-3s kept the U.S. flag flying 28 Mar 62 Converted 18 Feb 66
forced to surrender its independence-to Eastern's benefit.
N3411 31
around the British, French, and Dutch island colonies in the N3412 32 4Sep 62 Converted 18 Apr 66
area. N3417 48 30 Ocl 64 Converted 13 Jon 66. Damaged, 25 Apr 67, Isla Verde, Puerlo Douglas DC-9-31
N3420 64 1Ocl65 Rica; rebuilt, using left wing of N3408 1Jun 67 leased to ONA, 1Jun-2 Dec 67; and 24 Mar-14 Oc168;
N938PR 47098
Douglas DC-3
sub-leased to Sudflug, Apr-29 Jun 68; to Easlern 1Jun 67
(All acquired fram Braniff. All except N3408 to Eastern Air lines, 15 May 73 - but not operated by
N1549V 13480 Wrillen off 22 Sep 64, Son Juan Eastern.) N939PR 47120 12 Dec 67 To Easlern 15 May 73
N16068 1908 Retired 25 Sep 62 N967PR 47121 Mar 68
N18940 2006 Retired 17 Aug 62 (Photos courtesy: Roger Bentley)
N21787 2186 Retired 1968
N25679 2176 Retired17 Aug 62
N28323 2253 31 May 57 Retired 1968
N34970 42966 1963 Relired 1971
N65389 19382 Dec 53 Retired 1967
N79044 9654 Retired 1971
N8DllE 4521 June 63 Retired 1968

91
Short-Haul Wide-Body
Of the all the claims to "frrstliness" that Eastern Air Lines could EASTERN'S AIRBUSES Fleet MSN. Delivery Remarks and Disposal
make, none was more significant than its introduction of the No. Date
European Airbus into the United States. During Frank Fleet MSN. Delivery Remarks and Disposal N222EA 153 50ct81 leased 10 VIASA (Venezuelol 21 Jul·15 Dec 89; sold to and
Borman's reign, costs had risen dangerously, and the search for No. Date
leased bock Irom Electro Aviation, 23 Mar 90·18 Mar 91
airliners with lower costs-per-seat mile was intense. During the Airbus A300-B4-1 03 N223EA 154 9Nov 81 Sold 10 Electro Aviolion Ll.d., 23 Feb 90
summer of 1977, Eastern negotiated an opportunist deal with N201 EA 041 3 Dec 77 Relurned 10 BA leasing and (opilol (orp., 18 N224EA 155 9 Ocr 81 Sold to Eleclro Aviolion ltd., 2Feb 90
Airbus in circumstances that were described as "a manufactur- N202EA 042 19 Nov 77 Mar 91 (leased to Eoslern Oec 88 and N225EA 158 24 Nov 81 Repossessed by Generol Electric (opilol (orp., 18 Mar 91
er with no customers and an airline with no money." N203EA 043 290cl77 wilhdrown lrom use, Jon 91) N226EA 161 4 Dec 81 Repossessed by (onnecticul NOlionol Bonk, 18 Mar 91
On 25 August 1977, Airbus A300-B4, registration N204EA 044 24 Aug 77 N227EA 204 14 Oct 82 Sold to Uniled Aviolion Services, 23 Nov 89
F-WUAX, still smarting from a lost order from Western, was N205EA 065 15 Nov 78 Sold to Uniled Aviolion Services, Jon 89 N228EA 207 21 Oec 82 Sold to Electro Aviolion ltd., 23 Mar 90
N206EA 066 15 Nov 78 (N404UA and N405UA) N229EA 211 22 Dec 82 Sold 10 and leased bock Irom Electro Aviation ltd., 23 Mar 90·
formally delivered to Eastern at Atlanta, and promptly flown
N207EA 067 11 Dec 78 Sold 10 United Aviation Services, 13 Sep 88 18 Mar 91
to Newark. It was one of four aircraft on a six-month evalua- N230EA 216 22 Dec 82 Sold to Eleclro Aviolion ltd., 26 Mar 90
N208EA 068 12 Oct 79 (MSN068: N403UA)
tion, negotiated through the Bank of America, in which the N23lEA 220 29 Dec 82 Leased 10 (ontinentol Airlines, Dec 89; sold 10 Electro Aviation
N209EA 086 14 Nov 79 Leased to (ontinentol Airlines, 6May 87;
airline put the aircraft through its paces, with no binding N210EA 087 15 Nov 79 sold 10 Public Services Resources, 28 Dec 88 leased to ltd.,8 Feb 90
undertaking to buy, But Eastern liked it, and bought it. The N212EA D91 30 Nov 79 (ontinenlol Airlines, 5Jun 87; sold N232EA 259 16 Dec 83 Sold 10 Electro Aviation Lid., 30 Jon 90
fourth aircraft was delivered on 2 December, and scheduled N213EA 092 10 Dec 79 10 Progress Polomoc (opilol Venlure, 28 Dec 88 N233EA 261 16 Dec 83 Sold 10 Eleclro Aviation Lid., 23 Mar 90
services on the New York-Miami "Gravy Run" began on 13 N215EA 108 10 Jun 80 Leased to (onlinentol Airlines, 8Ju187; sold to Potomac N234EA 271 19 Dec 83 Sold to Eleclro Aviolion ltd., 23 Mar 90
December. Interestingly, such was the reluctance at that time (opitollnvestmenl, 28 Dec 88 N235EA 274 19 Dec 83 Sold to and leased bock Irom Electro Aviolion, 23 Mar 90·18
to admit to buying a foreign-built airliner that they were N216EA 118 130cl80 Sold 10 United Aviation Services, 23 Aug 88 (N40lUA) Mor91
marketed simply as the A300 Whisperliner. In any event, by N217EA 119 22 Del 80 leased 10 (onlinentol Airlines, 15 May 87; sold to Polomoc Airbus A300-B2-202 (converled 10 B300-B2K-203, Jan 791
demonstrating that, with two engines, it could do almost the (opilollnveslmenls, 28 Dec 88
N219EA 120 1 Dec 80 Sold 10 Uniled Aviolion Services, 1Sep 88 (N402UA) N291 EA 049 16Jon80 (Previously leased 10 Iron Air, 7Mar 78·1 Jon 79);
same job as the Lockheed tri-motor L-l 0 11, it won its spurs, N220EA sold 10 Buffolo Airwoys 8Jon 88
124 10 Dec 80 Sold 10 United Aviation Services, 3 Dec 89 (N407UA)
and was the forerunner of the European manufacturer's N221EA 152 70ct81 Sold to Pocilicorp Finance Inc., 31 Jon 89; (leased bock to N292EA OSI 7Jon 80 (Previously leased to Iron Air, 6Mor 78·1 Jon 79);
successful invasion of North America.. Eoslern until 18 Mar 91) sold 10 ATASCO leosing, 10 Mor 88

The two A300-B2 Airbuses were acquired specifically for the

Air-Shuttle services, where the traffic demand justified a
large-capacity aircraft. But the F.A.A. would not permit the
A300 to use Washington's downtown National Airport, so
that it was restricted to the New York-Boston Air-Shuttle
only. Meanwhile, as described on this page, the Airbus "took
off' in North America, and its marketing success can
be traced back to a remarkable episode of innovative
airliner procurement.

This Airbus A300B4 (N215EA) , pictured here at Atlanta, was the first to be delivered to
Eastern Air Lines under the innovative six-month evaluation program that led to the first
United States order for the now-popular European wide-bodied twin. (photo courtesy
Roger Bentley)

92
Airbus A30014
252 Seats • 560 mph

Size comparison with the Boeing 747 (p.8S)

Engines General Electric (FG-50(
(51,000 lb. thrust) x 2
MGTOW 165 tons
Max. Range 2,800 miles
Length 176 feet
Span 141 feet

The B4 variant of the Airbus family was developed as an

improved version of the original A300, the world's first twin-
engined wide-bodied airliner. This was conceived on both
sides of the English Channel (La Manche) in the mid 1960s.
The British Hawker-Siddeley company had an "Airbus"
design, and so did the French, with the "Galion." The two
combined in a joint project, the HBN-IOO, which soon
became the Airbus.

At first an equally shared venture, a third partner, Germany

acquired a 20% interest in the late 1960s. The British
Government withdrew, and the Germans took over the share;
but Hawker-Siddeley, later British Aerospace, continued to
build the wings under contract. Today, Spain has a minority
interest, and other countries are involved as sub-contractors.
From small beginnings-Airbus had a tough time during the
1970s, trying to break in to the captive markets of well-estab-
lished manufacturers-but eventually, those industrial fast-
nesses were eroded, and today, with an entire range of airlin-
ers to meet almost any requirement, the Toulouse, France-
based production lines supply half of the world's demand..

93
Borman Battles On
In the mid-1970s, with the prospect of airline deregulation in Braniff International Airways's demise in 1982, when it took payments to the lenders who had financed the large fleets of
1978 looming, and with the effects of the fuel crisis of the over its South American routes on 14 May 1982. (See p.95) Airbuses and 757s. The incursions of Delta and American
early 1970s still a recent memory, Eastern's fortunes seemed into Eastern's revenue base had been exacerbated after the
uncertain. It had had two fatal accidents and a lucky escape But all was not well on the home front. The wage freeze was 1978 deregulation by low-fare airlines, Florida Airways, New
after a heavy landing. After a profitable 1974, when all the predictably unpopular, and had not promoted a spirit of loy- York Air, and People Express. The year 1985 was marred by
airlines increased their fares, heavy losses were foreseen for alty or, more important, efficient productivity. Strike action constant labor unrest, and by July 1985, with mildly
1975. At board level, the mood was that more discipline was was averted in 1982, when a 21% pay increase was awarded improved financial results, there were strong rumors of a pos-
needed throughout the whole airline. to the International Association of Machinists and Aerospace sible take-over, with Carl Icahn's T.W.A. and Frank
Workers (LA.M.). Charles Bryan, Miami's District Lodge Lorenzo's Texas Air Corporation strong favorites.
On 16 December 1974, Colonel Frank Borman, famous 100 president, approved, but layoffs continued.
astronaut, already a vice-president, was appointed president On 4 February 1986, Eastern began to furlough more than
and C.E.O., and Floyd Hall became chairman. Borman's first Eastern's loan commitments for its new aircraft were enor- 1,000 of its flight attendants, as it sought further wage con-
move was to freeze wages throughout the company's 32,000- mous, and the airline was in acute danger of defaulting. The cessions. Otherwise the creditors would foreclose on the now
strong workforce. He reduced the vice-presidential corps by bankers refused to extend credit unless there was some indi- $2.5 million long-term debt-$I million more than when
half, and re-structured the $1.5 billion debt. He also eliminat- cation of worker cooperation. Thus, on 6 May 1983, an Frank Borman took the helm at the end of 1975. On 24
ed the "two-headed monster"-effectively duplicated head- agreement was reached with the Airline Pilots Association February, after failing to obtain any concessions, Eastern
quarters in New York and Miami, in favor of the latter. (ALPA) for it to acquire 25% of Eastern's stock, in exchange capitulated. It tentatively agreed to be acquired by the Texas
for forgoing pay increases, to fly 85 hours monthly, instead of Air Corporation, owned and directed by Frank Lorenzo, and
Competition in Eastern's best markets was intensifying. 80, and to reduce vacation time. on I October 1986 the Department of Transportation gave
Delta had bought Northeast, and was cutting in to the routes final approval to the sale, for $676 million.
to Florida and through Atlanta; and American had bought But this was not enough. Borman estimated that about three-
Trans Caribbean to provide stiffer service to San Juan. quarters of the high costs were labor-related, and, to avoid
Eastern's cost levels, by any measure, were high, compared bankruptcy, on 26 September 1983 he attempted another deal
to the rest of the industry; and part of the reason was that the with the unions. In return for an across-the-board pay reduc-
Lockheed L- 10 II TriStar, a fine aircraft, did not quite fit the tion of 15%, and other concessions, workers would receive
predominantly short-haul characteristics of the network. 20% of all resultant profits. The flight attendants reached a
Accordingly, Borman invested in one that did fit: the modified agreement on 12 October.
European A300B4 Airbus-see pages 92-93.
On 13 December, Eastern opened an operational hub at
Things went well for a time. On 27 November 1977, no less Kansas City, in an effort to better penetrate the trancontinen-
than 132,482 passengers were calTied in one day. Three days tal market, where the other airlines had consolidated their
later, the trusty L-188 Electra was finally retired. Author Ihub positions at Chicago, St. Louis, and Dallas. But this was
Robert Serling remarked "never has an aircraft had so many only a palliative, and the ex-Braniff South American market
strikes against it and turned out to be such a competitor." But accounted for only 2% of revenues.
improved technical excellence was not enough to obscure the
airline's bad reputation for poor service standards, that had, Eastern lost $184 million in 1983, in spite of the belt-tighten-
in earlier times, even spawned an organization called ing. In a desperate move, on 24 April 1984, LA.M.'s Charles
WHEAL-We Hate Eastern Air Lines. Bryan and the Transport Workers Union's (T.W.U. 's) Robert
Callahan were elected to the 22-member Board, where two
Identifying the need for an aircraft that was effectively a other members already represented labor. This unprecedent-
Boeing 727 replacement, he negotiated with Boeing to build ed action came at a cost. Severe pay cuts for 37,000 employ-
a twin engined version of the 727, the Boeing 757-200, with ees were estimated to be worth $360 million. Frank Borman, ex-astronaut, ruled Eastern'sjortunesjrom 1975 until
two powerful Rolls Royce RB 211 engines-see page 96-97. 1986. With an ageing fleet, rising costs, heavy competition, and recalci-
Ordered on 23 March 1979, this aircraft went into service on But the bleeding continued. The reductions in salaries and trant labor unions, and with $2.5 billion long-term debt, he finally gave
I January 1983. And Eastern was also the beneficiary of wages were not enough to cover the high expense of the debt way to a take-over by the Texas Air CO/poration on 1 October 1986.

94
Intercontinental Routes
During Frank Borman's presidency, Eastern's international route American routes that Pan Am had formerly enjoyed. Eastern
mileage increased considerably, and from trans-border connec- took over the routes officially on 14 May 1982, but Braniff
tions to Mexico and Canada, and route to the Caribbean, it continued to operate as a matter of operational convenience
became an intercontinental airline in the mid-1980s. until I June. Services tenrunated at Santiago for several
months until the political problems of the Falkland Islands :;:.• e.

South America restored stable conditions in Buenos Aires.

Braniff International Airlines had collapsed, when it over-
expanded during the post-deregulation frenzy of the late 1970s The Atlantic
and early 1980s. It had taken over the PANAGRA network Three years later, Eastern added another continent to its inter-
which dominated the west-coast routes of South America, and national network. During bilateral negotiations with Great
this had to be maintained without unnecessary interruption in Britain, Air Florida had joined Pan American to fly from
the political interests of the United States. With uncharacteris- Miami to London, but it had also joined the list of airlines that
tic speed, the authorities acted, and within a few days, did not survive the severity of post-deregulation competition.
President Reagan approved a C.A.B. decision to transfer the On 15 July 1985, Eastern began non-stop Miami-London
routes to Eastern. Pan American Airways was overlooked as (Gatwick) service, using McDonnell-Douglas DC-lOs because
Washington did not wish to restore the monopoly of South its Lockheed TriStars did not have the range.

,
SOUTH -" -.!
,_
AMERICAN \,
ROUTES Buerios ,..
t
" .' A1reS\
··~

1982 an la~~;~u:l--_(";'j~'~"::'
S

EASTERN'S DOUGLAS DC·l 05

Fleel MSN. Delivery Remarks and Disposal
No. Dole
Leasedfrom Polaris Aircraft Leasing, this DC-IO was in all-metal finish.
N390EA 47862 15Jon86 leosed from Alitolio unlil 9Del 86
N39lEA 47866 27 Jun 85 Purchosed from Alitolio; sold 10 ond leosed bock from Wolker
leosing Corp., Oct 85-7 Jon 86; sold 10 ond leosed bo,k from
Westinghouse Credil Corp., 7Jon 86-21 Sep 90
N392EA 47967 29 Nov 85 leosed from Poloris AimoN leosing, 29 Nov 85-28 Sep 90

EasterntoLondon.
The Eastern Air Lines London connection did not last
very long but it was promoted with flair.

95
Last of a Fine Line
By the mid-1970s, Eastern's fleet was not only showing signs was no bigger than the veteran 727-200, and with Interestingly, Eastern's American-built Boeing 757-200s had
of middle age; it was also unbalanced. The Boeing 727s and Eastern pressure, the Boeing's final specification was defined British Rolls-Royce engines, the RB211-535E4 turbofans. Its
the Douglas DC-9s still reigned supreme in the 100-160-seat on 12 July 1978. Virtually custom-built for Eastern, the European Airbus A300B4s (wings built in Great Britain) had
range of seating, but the 293-seat Lockheed L-l 011 TriStars Boeing 757-200 had 185 seats-about halfway between American-built General Electric CF6-50C engines.
and the 240-seat Airbus A300B4s left a big gap in the range the seating capacity of the existing 727s and the two wide-
of cabin layouts. The Hobson's Choice was often between bodied types. So, even in its twilight years, with high labor costs compet-
adding extra frequencies, with the accompanying higher ing with declining revenues, resulting in rising and ulti-
costs, to cope with traffic demand on individual routes; or to For Boeing, this was a promising development, for the fuse- mately crippling debt, Eastern Air Lines was still in the van-
operate the larger aircraft at uneconomically low load factors lage cross section of the 757 was the same as those of the 707 guard of technological development. It had pioneered the
(percentage of seats filled). (the original long-haul jet that had revolutionized air travel in entry of the Airbus into North America. And now it did the
the late 1950s), the 727, and the 737. The economies of pro- same to launch Boeing's latest. There is always a price to
Frank Borman began negotiations with Boeing, which, duction helped to keep the price of the 757 down to an pay for being first. The launching customer invariably has
always looking ahead, had been studying the idea of stretch- acceptable level. In one way, Boeing was gambling, as it was to bear the brunt of the inevitable "teething troubles," has at
ing the twin-engined 737 into what was tentatively designat- also launching its wide-bodied 767 at the same time; and so least to share the cost of rectifying them, and watch other
ed the 136-seat 7N7. On 20 February 1978, Boeing made a it was apparently competing with itself. But the airlines did airlines derive the benefits. Unfortunately, the respect thus
firm proposal for the 150-seat 757-100, which was now a not look at it this way. They had a choice between two fine given for such contributions to the advancement of the air-
derivative of the 727, with two powerful wing-mounted airliner designs; and. in due course, Boeing was highly suc- line industry is never reflected in the balance sheets.
engines replacing the three at the rear of the fuselage. But this cessful with both.

The Boeing 757·200 was a ISS-seat development of a line of Boeing jet airliners that had a common single-aisle fuselage cross section. Beginning with the long-range four-engined 707,
the tri motored 727 followed, then the 737 twin. The 707's engines were in wing-mounted pods; the 727's were rear-mounted on the fuselage; the 737's again on the wings. The 757's too
were wing mounted, following a world-wide trend.

96
 Boeing 757·225
185 Seats • 570 mph

Size comparison with the Boeing 747 (p.IS)

Artist's Note: With transcontinental
range, the Boeing 757 had the same Engines Rolls-Royce RB211-535
fuselage cross-section as the Boeing (38,000 lb. thrust) x 2
707/727/737 family; but it featured MGTOW 120 tons
an advanced two-man "glass cockpit," Max. Range 2,800 miles
plus uprated engines for enhanced Length 155 feet
performance. Span 125 feet

BOEING 757·225

Regn. MSN. Delivery Remarks and Disposal Fleel MSN. Delivery Remarks and Disposal
Dale No. Dale
N5101 EA 22191 18 Aug 83 50ld to NASA, 8 Dec 94 IN557NA) N517EA 22207 29 Oct 84 Repossessed by Wilmington Trust Co.,
N502EA 22192 28 Sept 83 N518EA 22208 30 Oct 84 18 Mar 91
N503EA 22193 25 May 83 Sold to GE Capitol Corp, 12 Jul91 N519EA 22209 21 Nov 84
N504EA 22194 28 Feb 83 N520EA 22210 30 Nov 84
N505EA 22195 20 May 83 Sold to Air Fleet Credit Corp, 13 Oct 94 N52lEA 22211 6 Dec 85 Repossessed by Wilmington Trust Co., 18 Mar 91 (leased to
N506EA 22\96 22 Dec 82 Sold to GE Capitol Corp, 12 Jul91 Eastern fram 18 Dec 85)
N507EA 22197 28 Dec 82 Sold to Tradndo Corp., 5May 92 N522EA 22611 5Dec 85 Repossessed by Wilmington Trust Co., 18 Mar 91
N508EA 22198 18 Feb 83 N523EA 22612 11 Nov 86 Sold to United Aviation Services, 20 Apr 90
N509EA 22199 15 Apr 83 Sold to GECopitol Corp., 12 Jul91 N524EA 22688 19 Dec 86 Returned to and leased bock from Wilmington Trust Co., 30
N510EA 22200 28 Jun 83 Sold to Air Fleet Credit Corp., 13 Oct 94 Dec 86; sold to United Aviation Services, 26 Jon 90
N5llEA 22201 28 Jul83 N525EA 22689 19 Dec 86 Sold to United Aviation Services, 28 Dec 89
N512EA 22202 19 Aug 83 N526EA 22690 Built for Eastern but not delivered. Delivered to Mexicon Air
N513EA 22203 9 Nov 83 Sold to GE Capitol Corp.., 12 Ju19\ Force, 16 Nov 87 (TP-Ol/XC-CBD, then TP-Ol/XC-UJM)
N514EA 22204 14 Nov 83 N527EA 22691 Built for Eastern but not delivered. Delivered to Americo West
N515EA 22205 14 Dec 83 Airlines, 10 Dec 87
N516EA 22206 26 Feb 85 Sold to Connecticut Notional Bonk, May 85 (leased bock to
Eastern, May 85-18 Mar 91) (This aircraft crashed near Porto N512EA was named Spirit Of Milwaukee in 1984.
Plato, Dominican Republic, 6 Feb 96)

97
Eastern Express
Eastern Air Lines can claim to have been the first major air- Precision Airlines, founded in June 1977 to connect commu-
line to adopt a commuter airline in a code-sharing partner- nities in Vermont and New Hampshire with Boston, became lANa"·.. ·
ship. This was Metro Airlines, of Houston, Texas, and on 1 an affiliate on I May 1986; but became a Northwest Airlink ! !Presql.le
.' lIsle
October 1983, all Metro's Twin Otter flights were re-desig- operator when Eastern ceased operations. Atlantis Airlines, I •
nated as Eastern Metro Express. In April 1984, when based at Myrtle Beach, South Carolina, was the first airline to
Continental Airlines added competition at Atlanta, with de
Havilland Dash-8s and BAe Jetstream 31 s, the Houston oper-
be formed after the 1978 Airline Deregulation Act. It was
purchased by Metro on 15 February 1989, as another Eastern
....
ation was called Metroflight, Inc., while the Atlanta one was Express company. It bought Air Carolina in 1980, and moved
named Eastern Metro Express. to Florence.

The Texas Air Corporation, in December 1986, purchased Supplementing Eastern's Caribbean connections, Sunaire,
PeoplExpress, with its subsidiary, Provincetown-Boston based at St. Croix, became an Eastern Metro Express carrier
Airlines (P.B.A.). On 1 February 1987, through its on 15 November, and was renamed Sunaire Express when the
Continental Division, PB.A. became Continental Express, parent airline came to an end on 19 January 1991.
and in May 1987 was merged with Bar Harbor Airlines and
a cooperative agreement was signed with Eastern. The fleet
included Beech 99s, Beech 1900s;, Convair 600s, and CASA
212s. In 1986, the operation was consolidated as Eastern Air
Express, and in April 1989, became Continental Express,
under Texas Air control.

PB.A. had an operation in Florida, when most of its fleet was

transferred from the chilly northeast to the sunny south, for
the vacation traffic. On 1 May 1987 most of the Florida
routes were abandoned, except for the Miami-Marathon serv-
ice. In the summer of 1988, P.B.A. became Eastern Air One of Eastern Metro Express's SAAB SF-340As
Express, and this was terminated in September of that year. (photo courtesy Douglas Corrigan Collection)

This is afamous DC-3. Originally delivered to Eastern in October 1937 (see fleet list on page 32), and serv-
ing with the military as a C-49 during the Second World War, it went to PB.A., through which, as described
on this page, it returned to the Eastern fold. It was the high-time DC-3 (91,402 flying hours) and was
restored in "hockey-stick" colors by Bob Irvine in 1993. (Photo by Phil Glatt, courtesy Jon Proctor)

98
Lorenzo v. the Unions
On 24 February 1986, the Texas Air Corporation agreed to buy From the start there were strong rumors that Lorenzo's ultimate This was all in vain. On 10 February 1989, Eastern announced
Eastern Air Lines for $600 million. The Department of plan was to merge his new acquisition with Continental, and a $718 million loss for the 1988 year. On 1 March the FAA.
Transportation approved the acquisition, for $676 million, on 1 thus create a major airline to rival industry leaders American gave its blessing to the Trump Shuttle. On 4 March, Eastern's
October 1986. Frank Lorenzo, the Chairman and C.E.O. of Airlines and United Airlines. In fact, with the addition of People pilots and flight attendants also honored the picket line, in sup-
Continental Airlines, of which Texas Air was the parent corpo- Express and Eastern to the Texas Air Group early in 1987, port of the machinists. On 9 March, the I.AM. went on strike
ration, succeeded Frank Borman to take charge of Eastern Air Texas Air contro]]ed the largest passenger airline network in the and Eastern declared bankruptcy under Chapter 11 of the
Line's destiny. Phil Bakes former president of Continental, western world, offering one out of every five seats, and thereby Bankruptcy Laws.
became president and C.E.O. of Eastern, succeeding Joe displacing industry leaders American and United. Had such a
Leonard, who had been president of Eastern since September merger been consummated, it would have been the biggest in Throughout the period of crisis, the relationship between the
1985. They inherited a huge debt, and no doubt were confident the western world. First, however, economies had to be made. ownership and the employees could not have been worse. Frank
of planning a resurgence of good fortune for the airline, Lorenzo was an intransigent negotiator, and had the annoying
although the means of doing so were not clear. Lorenzo's cre- Almost immediately, Lorenzo negotiated to dispose of the habit of proposing further discussions after agreements were
dentials were, from the start, the subject of controversy, as he famous New York-Washington, New York-Boston Shuttle serv- thought to have been made. Charles Bryan, on behalf of his
had a record of Draconian-style management, and was known ice. In May 1986, slots and gates at the airports were sold to Pan union, was determined to uphold the workers' rights and was
to be no great friend of the labor unions, including (and perhaps American for $65 million; and this was trumped (if such a term embittered by his previous experience with repeated conces-
especially) the pilots' ALPA But with its seriously mounting could be applied) by the sale, later,in October 1988, of the sions under Frank Borman. The pilots had never forgiven
financial problems, which had reached crisis level, the airline Shuttle itself to real estate developer Donald Trump, for $365 Lorenzo for the dispute at Continental, when he had shut down
was prepared to see how things worked out. Charles Bryan, the million. This included 17 Boeing 727-200s and about 90 slots. the airline rather than concede to ALPA's demands, and then
leader of the Miami chapter of the International Association of (The Air-Shuttle was said to be profitable-but no figures were rejuvenated it 48 hours later, on his own terms.
Machinists (l.AM.) union, was even quoted: "I'd just as soon ever shown to prove or disprove this. With such short stage dis-
take my chances with Lorenzo." tances, and, at the time, reserve aircraft and reserve stand-by
crews, this was unlikely-and Lorenzo was not one to sell any-
thing that was making money.)

Early in 1987, Eastern leased six Airbuses to Continental (now

a sister company under the Texas Air umbrella) for $225,000
per aircraft per month. But six months' revenue from this source
was needed to settle, on 10 February 1987, an F.AA-imposed
penalty for alleged safety infringements in maintenance.
(Interestingly, the safety record of, for example, Eastern's 165
Boeing 727s was superb. Of the entire fleet, operating for about
10 hours a day for about 18 years, only two crashed, one
through unforeseen wind-shear at JFK, and one in the unfor-
giving Andes Mountains. The maintenance could not have been
too bad).

But the bleeding continued. In November 1987, a further deple-

tion of 3,500 more personnel layoffs was announced. On 31
December, the contract with LA.M. expired, and the threat of a
strike began to smoulder. By July 1988, Eastern was still losing
a million dollars a day, but the LAM. called for a 6.6% wage
increase. One idea was to downsize the airline by 12 %, and on
1 September the Kansas City hub was eliminated. This was a
sensible move, as T.W.A. virtually "owned" that hub. And as
Frank Lorenzo defends his case mUTated above, the Shuttle was sold to Trump. Charlie Bryan on the job.

99
The Final Hours
The prolonged and bitter dispute took its toll. The publicity F.A.A. scrutiny. But the airline was downsizing. By the end Holdings, Inc. (the renamed Texas Air Corporation) to Hollis
given to it affected the travelling public, who deserted of 1989, the Air Shuttle had been acquired by Donald Trump, Harris, and sold his 9.9% stake to the Scandinavian S.A.S. for
Eastern flights in favor of competitors. And they were hardly and the Latin American routes to 15 countries were sold to $30 million.
encouraged by picketing mechanics, pilots, and flight atten- American Airlines, which took over on 1 July.
dants who were conducting a campaign against Lorenzo. On 27 November, Judge Lifland gave Eastern $135 million
The campaign against Lorenzo continued, but the pilots did more from escrow funds (making $150 million total) but this
The airline struggled on, even trying to open service to one or end their sympathy strike, along with the flight attendants, on was only a palliative. The December 1990 financial results
two more destinations, but it was losing traffic everywhere. 22 November. That winter, disturbing reports filtered through were dismal, with fear of war in the Middle East and a poor
On 7 April 1989, Peter Ueberroth, the former baseball com- from the business community, including one in February national economy. The airline was losing $2.5 million per
missioner, made a bid to buy Eastern. Jay Pritzker of Hyatt 1990 that the creditors might agree to accept 50¢ in the dol- day, and the money kept it going only through Christmas and
Hotels also made an offer. Both were refused, in favor of a lar. On 1 March, Texas Air agreed to pay $280 million to the New Year.
plan to rebuild the airline on a smaller scale. Eastern to avoid a court case; and criticism of Texas Air's
transfer of Eastern's computerized reservation system, On 15 January 1991, the Wall Street Journal reported that
In the spring of 1989, Eastern was down to about 100 flights System One, to Texas Air for $100 million received much Eastern's unrestricted cash had dwindled perilously low. On
a day (from 1,040 a day) and a work force of only 1,500. By adverse comment, as a fair price was claimed to be more like 16 January, the Gulf War broke out.
October, the airline had made a remarkable recovery to 700 $250 million.
flights a day, with 12,000 employees. 800 pilots had returned, At midnight on 18 January 1991, Eastern Air Lines, once the
plus 1,000 replacements. 1,350 flight attendants had retired Things came to a head on 13 April 1990, when the creditors largest in the western world (in terms of passengers carried),
and another 1,350 hired. Only 300 mechanics had crossed the lost patience and urged a federal judge, Burton R. Lifland, to ceased operations, and 19,000 employees were out of work.
picket line, however, to join 1,600 new ones. take control away from the management. This was a euphe- The vultures descended and the sale of the remaining assets
mism for "get rid of Lorenzo." Accordingly, on 18 April, began, in an effort to repay at least some percentage of the
Eastern was again running well. It had the best on-time per- Lifland appointed Martin Shugrue as a special trustee, as an crippling debt to some of the long-suffering creditors.
formance record in the industry, except in March, when the "extraordinary remedy." This was the biggest defeat in Aircraft, airport gates and slots, installations, furniture, every
strike occurred. A safe airline was being operated under close Lorenzo's career, as some of the words used were "for cause, possible saleable item, were sold in the sad process of asset
including incompetence." Frank may have been a terrible liquidation.
negotiator, and may have seriously lacked judgement. He was
a loner, not a committee or a party man. But few would have
regarded him as incompetent.

Marty Shugrue had learned from the school of hard knocks,

having had a top-level dispute in 1986 with president Ed
Acker when he was chief operating officer (C.O.O.) of Pan
American. This had resulted in both of them losing their jobs.
Then he was president of Continental Airlines for a year and
a day in 1988-89, but had left, presumably not seeing eye to Postscript
eye with Lorenzo, whose Texas Air owned Continental.
The downfall of Eastern was a case of "woe are the mighty fall-
By the summer of 1990, Lorenzo had had enough of the air- en." Only six years before the debacle, when United Airlines
line industry. It was time, he said, to move on, which meant was on strike, it was able to remind the air travelling public of
leaving the airline industry and going back to the financial its pre-eminent role. Already trading on its popular slogan "The
investment business, which was where he had started, many Wings of Man," it added another: "Amelica's Favorite Airline."
years previously, when his Jet Capital Corporation had pur- This was later lllutated by British Airways to suit its world-
chased the struggling Trans-Texas Airways. On 13 August wide system as "The World's Favourite Ail-line."
Marty Shugrue contemplates the formidable task 1990, he handed over the chairmanship of Continental Air
facing him in 1990

100
The Eastern Family Tree
1920 t - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - , 1 9 2 0
Curtiss-
r - - - - - - - -, Wright
North American Co p
I
I Aviation
I
I
, - - - - , - - - -)4--
.r .
,+
1930 _I
I
f930
J
I
General
Motors

1940 ~--11940

-1950 EA 5 T ERN ---1-----; 1950

1960 G E NEALOGY-------i 1960

1910 1 - - - - 1 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1 1 9 7 0
COMMUTER AI RLI NES

1980
(Braniff International
routes to South America)

(ex-Air Florida route,

""

Miami - London) - - - - .....

~---1111~_l1980
1990 LR._E_G_D ~~~ __.J 1990

101
Acknowledgements Index
First, in this customary recognition of all the people who helped Eastern's DC-3 which now hangs in a place of honor at P =Photograph; Genealogy chart, 101
to bring this book into fruition, let me start at the beginning, and Washington's National Air and Space Museum of the M =Map; T=Tabulation; Aviation Corp. of the Americas, 10, 22
Aviation Corporation of America (AVCOl, 24
acknowledge Eastern's John Sicilian and Roland Moore, who Smithsonian Institution. FL = Fleet List; Acquires Colonial (and other airlines!, 58
set the wheels in motion, and Davis Tompkins and Vito MM = Mike Ma[hat profile. Forms American Airways, 58
Borrelli, who stoutly kept the ball rolling.. Unless otherwise As this book is in essence a history of Eastem Air Lines, with Redistributes Coloniolshares, 60
indicated, all photographs in this book were selected from emphasis on its fleet of aircraft, we would be remiss by not A
Acapulco, Eastern service, 74 B
Eastern's archives. Additionally, I was able to draw upon the mentioning also the names of the three key Eastem executives BAC One·Eleven, breaks into U.S. Market, 78
Aero, limited, 8
generous help given by innumerable airline photograph who were plimarily responsible for the purchase, sale, and lease Aero Commander, troiner, 77, 77p, 77Fl Baker, George T. (Ted) Boker
collectors, without whom this book would not have been so of more than 500 Eastem aircraft during the 30 year's of its his- Aeromarine, pioneer airline, 8, 8p, 8M Challenges Rickenbacker on "Gravy Run,"
well illustrated. tory from the ear'ly 1960s through the 1980s. Charles Simons, Air Bus service (before Air-Shullle), 68, 69P 42,42P
Air Coach service, inauguroted, 46 Boll, Clifford, early moil route, 9M
Chief Financial Officer; Walt Briedenbach, Vice President, Bar Horbor Airlines
Air Commerce Act, 1926, 9
Foremost among these stalwar-ts was Roger Bentley, a tower of Purchasing; and George Dutton, Vice President, Aircraft Sales: Air Florida, london route to Eastern, 95 Eastern Express, 98, 9BM
st.rength among collectors, and generous to a fault, whose these gentlemen have not been fully recognized for the consid- Air France, operates Concarde, 78 Genealogy, 101
impressive slide collection was raided on numerous occasions. erable contributions that they made towards their airline by their Air Moil Acts British European Airways (B.F.A.), operates
First, "Kelly," (1925), 9, 12, 56 Comet 4B, 71
On my behalf, he also drew upon the rar'e shots taken many buying, selling, and trading in billions of dollar's' wOlth of mod- Bee line, Inc.
Third Amendment, McNory·Woters, (1930),
year's ago by veteran photographer Art Carter, who was haunt- ern airliners. 14,24 Founded, 56
ing the airport ramps long before most of us took much interest Block-McKellar Act, (1934), 24, 28, 36 Genealogy chart, 101
in airlines and airliners. John Wegg and Jon Proctor filled in Then, of course, was the Paladwr team. Mike Machat con- "Air Moil Scandal," 14, 26, 28, 34, 60 Beech 18, Mackey Airlines, 75
Air-Shullie Beech 99, and 1900, Bor Harbor, 98
some valuable gaps from their own attics. tributed his usual immaculate drawings, plus the one he did Benoist flying boot, Airboat line, 8
Introduced, 69, 69 Exhibit
when he was nine years old. He was able to tell me a thing or Sets recard, 70 Beriiner·Joyce, purchased by North American,
As with all historical resear-chers, I was able to glean informa- two about his subject airliners, especially his beloved STOl experiment, 77, 77P 16
tion on long-forgotten airline episodes from the works of other Douglases, with all their stripes and logos. John Wegg kept my OC·9 operoted, 79 Bermuda service, Coloniol, 61, 60M
Planned by Bill Crilly, 79 Bingham, Hiram, director, Colonial Air Tpl., 56
aficionados. These included Rick Allen, whose authority on the steel collar- in place regarding technicalit.ies, including the fleet Block-McKellar Act, 24, 2B, 36
Sold to Donald Trump, 99-100
old Lockheeds and, for that matter, any air transport machine lists of the hundreds of individual airliners, of which the Airbus A300B4 Boeing 247
that flew before the DC-I, is supremely authOlitative. Bill Pitcaims ar'e now authoritatively calibrated. For the modem Full description, 92·93, 92p,93p, 92Fl, 93MM First "modern" airliner, 24
Larkins, of course, was available to check the Ford Tri Motors. types, he was assisted-meticulously-by devoted Eastern Air Fronk Borman's initiative, 94 Caast·ta·caast, 20 hours, 25
leases to Continental, 99 Overtaken by Douglas OC-2, 29
Imre Quastler, with whom I once shared the agony of trying to Lines veteran, Bill Hirsch, who relieved me of the etemal Boeing 720
"Algonquin" Fords of Colonial, 59, 59p, 59Fl
re discover all the commuter airlines, was consulted, as was worry of completing the details of all those DC-3s, 727s, and Allen, Bill, negotiates with Rickenbocker, 66 Full description, 70·71, 70p' 70Fl, 71 MM
David Goldsmith, who, in addition to invaluable c.ontributions other airliners in Eastem's armada. As the book came together, AlPA (Airline Pilots Association) Boeing models campored, 71
to fleet details, and meticulous copy-editing, knows a thing or Jackie Scott-Mandeville tidied up all the fleet lists, and graph- Acquires Eastern stock, 94 Boeing 727
Confrontation with lorenzo, 99 Full description, 72-73, 73p,72-73Fl, 73MM
two about Har'old Pitcairn and his Mailwings. ic designer Liz Weaver was admirably patient with my eternal 727 Series 200 fleet, BBFl
America Trons·Oceonic Company, 8
additions, changes, corrections, and, I hope, improvements, on American Airways Superb safety recard, 99
The work of Albert LeShane on the history of Colonial draft after draft of the pages, as we strove to condense so Formed by AVCO, 58 Boeing 747
Airlines was invaluable, and I was especially privileged to be much information into a book that would not grow to Absorbs Colonial, 58, 60 Entry into (limited) service, B4
American Airlines Brief description, 85, B5p, B5Fl, 85MM
able to use the detailed records of observations made by D.M. encyclopcedic weight. Boeing 757·100, proposal, 96
Claim as first airline, 12
Ives. As a young lad in the I920s, he took notes of the ear'ly Buys Douglas OC·6, 44 Boeing 757·200
Colonial Fairchilds that flew over his home at Albany, New Altogether, this has been a fulfilling task, at times strenuous, in Rumours of merger with Eastern, 70 Ordered by Fronk Borman, 94
York; and the notes he made about their numbers and colors the eternal search for long-lost material; and at times exciting, Operotes Boeing 720, 71 Full description, 96·97, 96p, 97Fl, 97MM
Wins Transpacific routes, 84 Barmon, Fronk
must have been one of the ear'liest examples of what is now a as new information came to light. I trust that the constant turn- PreSident, orders A300B4, Boeing 757, 94,
AMTRAK, improves rail services, 72
world-wide collectors' hobby-and invaluable to writers like ing of stones, (only to find more stones underneath) has result- Armstrong, T.F., manager, Eastern, 1950s, 72 94P
me. Vince Caire and Allen Wiltz were able to fill me in with ed in a respectful tribute to the achievements of a great airline, Army Air Corps, operates air mail, 1934, 28 Succeeded by lorenzo, 99
details and pictures of the Wedell-Williams airline, to round off and a salute to the people of Eastern Air Lines who worked and Ascension Island, wartime Atlantic staging post, Bowen, airline, operates lockheed Vega, 35
40 Broniff, airline
the list of data and pictures which at first I thought might be for- rejoiced, made waves, and endured many a tribulation, to make Operates lockheed Vega, 35
Atlantis Airlines
ever elusive. Sam V. Smith supplied the fine picture of it all happen. Eastern Express, 98, 98M Joinlservice with Eastern, 1963, 74
South American routes to Eastern, 95, 95M

102
Breguet941, STOl oircroh, 77, 77P (olonial Airlines, Inc. (l942) DC-8, lirst service, 67 Nome change from "Tronsport: 28 Fairchild oircroh, American order cancelled, 60 "Gooney Bird," nickname for DC-3, 33
Bristol Britannia, 65 Renamed from Canadian Colonial, 60, 60M DC-9, first service, 7B Route network, 1934-35, 28M Fairchild FC·2 (and FC·2W2) "Gravy Run,"
British Aerospace Operotes OC-4s to Bermuda, 61, 61 P, 60M Dickenson, Charles, early moil route, 9M, 12 Buys Wedell·Williams Air Service, 34 Pan American, 8P Route to Florida, 18, IBM
Porticipotion in Airbus, 93 Acquired by Eostern, 62 Douglas, Donald, negotiates with Rickenbocker, Consolidates network, 1934-41, 36, 36M Colonial, 57P Monopoly broken, 42
Jetstreom 31, Melro, 98 Genealogy chart, 101 66 Tokes over air transport activities of Fairchild 71 A300B4 service, 92
British Airways, operotes Concorde, 78 Colonial Airlines Division, of Eastern, 62 Douglas company, rivalry with lockheed, 54 North Americon Aviation, 1935, 36 Cope Cod Airway, 26 "Great Silver Fleet"
Brooks, Arthur Roy, Florida Airways, 10 (olonial Airways (orporotion Douglas moilplone, 12p, 12T Buys North Americon holdings, 1938, 36 Colonial Air Transport, 58P launched, 29
Brown, Wolter F., Postmaster General Organized, 1929,56, 56M Douglas DC-I, wins T.W.A. design competition, 29 Moves into Rockefeller Plaza, New York, 40 Fansler, Percy, founds Airboat line, 8 Pictured, 30P
Grand plan and scondol, 24 (oloniol Western Airways Douglas D(-2 Creates Militory Transport Division (M.T.D.I, 40 Farley, James, Postmaster General DC·3 Fleet list, 32Fl
Awards route to Eastern, 26 Storts new moil route, 1927 Full description, 29, 29Fl, 29MM Wortime route to Africa, 40M Tokes over fram Wolter F. Brown, 28 Douglos DC-3, 37p, 38P
Hands over to Farley, 28 The First Colonial Fleet, 57p, 58P Great Silver Fleet, pictured, 30P Chollenged by Notional on "Gravy Run," 42 Favors Eastern, 36 Douglas DCA,43P
8rief profile, 28, 28P Geneology chort, 101 Fuselage cross-section, compared to DO's, 33 Incorporated in Delaware, 46 Faucett, Peruvian airline, 16 Constellation 649, 45
Brings order to industry, 58 Colorodo Airways, eorly moil route, 9M Canadian Colonial, 60 Exponds service to smaller communities, 1943- Flight attendants, agreement with Eastern, 94
Bryon, (horles Concorde, ordered, 78 Douglas D(-3 55,46, 48M Florida Airways H
I.A.M. Representative, elected to Boord, 94 Consolidoted Fleetster (ludington) 27Fl Complete Fleet list (inc. DSTs and CA7s) 32Fl Interchange Services, 49, 49M Founded, 8, 10 Hall, Floyd D.
Confrontation with lorenzo, 99, 99P (onvoir 440, 63,62p' 63p, 63Fl, 63MM Full description, 33, 33p, 33MM Service to Son Juan, 49,49M Original timetable and mop, 8 President, tokes over from Mcintyre, 1962,
Buchanon, Mrs. Elizabeth, christens Florida oir- Convair 340/640, Coriboir, 90-91, 90p' 91P Fuselage cross-section, compared to DU's, 33 Constellation fleets, 52·53 Exceptional route, 9, 9M 72,74P
croh, 13P Convair 600, Bor Horbor, 98 "Pride of the Great Silver Fleet," 37P Acquires Colonial Airlines, 62 Hislory, 10; routes, 1926, 10M Hambleton, John, director, Colonial Air Tpt., 56
Bullard, Irving, founds Bee line, 56 Contract Air Moil Act, 1925, 9 Photogroph scrapbook, 38P Service to Mexico, 62, 62M Aircroh fleet, llFl Handley Page HP-42, early British airliner, 25
Contract Air Moil Routes, 1926, 9M Replacement by Martin 404, 46 Operates Convair 440, 63, 62p, 63P Claim as first airline, 12T Harding, It. John, Florida Airways, 10
( Coolidge, Colvin, U.S.President Canadian Colonial, 60, 60p' 60Fl Operates first jet (DC-8) , 66·67 Genology chart, 101 Hawker Siddeley Aircroh
Callahan, Robert, T.W.U., elected to Boord, 94 Enocts oviotion legislation,. 9 Replaced by Convair 440s, 63 Route network, 1960, 68M "florida flyer," DC-2 service, 30 Tokes over de Havilland, 72
(anadian (oloniol Airways Crilly, Bill, plans Air-Shuttle, 79 Mackey Airlines, 75, 76P First Boeing (720), 70 Florida West Indies Airways, 8 Participation in Airbus, 93
Founded, 1928, 56 Cubono de Avio~i6n Curtiss, 16 Coriboir, 90-91, 91 P, 91F1 Rumours of merger with Americon, 70 "Fly Eostern Airlines," slogan introduced, 55 Hoyden, Charles, Florida Airways investor, 10
The First Colonial Fleet, 57p, 58P Curtiss Airplane Corporotion, soved by Keys, 14 Douglas D(-4 launch customer for Boeing 727, 72 fokker C-2{F-VI1!3ml, Colonial, 57P HBN-l00, Airbus progenitor, 93
Reconstituted, 60 Curtiss-Wright Corp. Eastern purchases, in response to Notional, 42 Joint service with Braniff, 74 Fokker F-l0 Hoover, Herbert, Sec. of Commerce, 9
Sold to Sigmund Jonas, renamed, 60, 60M Controlled by Keys, 16 Wartime service as C-54, R5D, 43 Interest in LANSA, Peru, 74 Used by North Americon, 16, 16Fl Hoyt, Richard, Florida Airways investor, 10
Genealogy chart, 101 Genealogy chort, 101 Full description, 43, 43p, 42Fl, 43MM, 49P Routes to Acapulco, Seollle, 74 Eastern Air Transport, 17, 17Fl Hughes, Howard
Candler Field, Atlanta, 1926, 13P Curtiss Type 75 flying boot, 8P First Air Coach service, 46 Buys Mackey Airlines, 75 New York Airways, 22 flies Constellation, 1944, 44
Cope Cod Airway (ludington) 226 Curtiss lark Colonial Airlines, 61, 61 P, 61F1 Transfers local routes to Regionols, 75 fokker Universal, Colonial, 57P Agreement wilh Rickenbocker for Mortin 404,
Capitol Airlines Florida Airways, 9p, 10, lOp' 12T Mackey Airlines, 75 Douglas DC·6B, 77, 77p, 77Fl Ford Instrument Co., purchased by North 47
Introduces Air Coach, 46 Coloniol Air Transport, 56, 57P Douglas DCAE, 43 Training oircraft, Aero Commander, Americon, 16 Sponsorship of Constellation aircraft, 52
Imoduces Viscount turboprop, 64 (urtiss (ondor 18 «(0) Douglas DC-6B, 77, 77p, 77Fl Jetstor, Sobreliner, 77, 77p, 77Fl Ford Motor (0. HyOIl Hotels, bid to buy Eosteren, 100
Corovelle, operoted by United, 71 Begins service, 18, 20P Douglas D(-7B STOl experiment, 77,77P Early moil route, 9M
(ariboir Stewardess service, 20, 20P Full description, 54-55, 54p, 55p, 54Fl,SSMM Supersonic aircraft (SST), ordered, 78 Supports Florida Airways, 10 I
History, 90-91, 90p' 91p, 91M, 91T Full description, 21, 21p, 21Fl, 21MM Douglas D(-8 Routes tolos Angeles, Jomoico, 84, 84M Express service, 11, 12 I.A.M. (Internotionol Association of Machinists
CASA 212, Bar Harbor, 98 On board cobin service, 21 P Full description, 66-67, 66p, 67p, 66Fl, 67MM limited Boeing 747 service, 84-85 Claim as lirst airline, 12T and Aerospace Workers)
Chalk, Arthur "Poppy.' and Chalk's Flying (urtiss (ondor T-32 DC-8 Series compared, 8ll Acquires Coriboir, 90·91 Ford-Stout 2-AT aircraft Agreement wilh Eostern, 94
Service, 75 Eastern flagship, 24, 24P Color vorionts, 89, 89P Introduces Airbus A300B4, 92-93 Florida Airways, 10, 11 MM, 12p, 12T, 13P Confrontation with lorenzo, 99
Chambers, Reed Full description, 25, 25p, 25Fl, 2SMM Douglas D(-8-60 Series Negotiations with unions, under Borman, 94 Ford Tri-Motor Icohn, Carl, rumours of Eastern toke-over, 94
Founds Florida Airways, 10, lOP (urtiss Kingbird Full description, 80-81, 80p' 81 P, 80Fl, 81 MM lorenzo tokes over, 94 Ordered by Pitcairn, 14 Indian Motorcycle Co., courier service, 56, 56p,
With Thomas Edison, 13P 8egins service, 18 DC-8 Series compared, 8ll South American and london routes, 95, 95M Used by North American, 16 56M
Chandler, Amos, christens Florida oircroh, 13P Full description, 19, 19p, 19F1, 19MM Entry into service, 84 Struggles to survive but collapses, 100 Eastern Air lines, 17, 17Fl, 17p, 17MM Interchange Services, 49, 49M
Chene 0, Vic, Florida Airways, 10 (urtiss (-46 (ommando Color variants, 89 Genealogy chart, 101 New York Airways, 22, 22P Intercontinent Aviation, subsidiory of North
Chino Airways Federal, 16 Full description, 41, 41p, 41MM Douglas D(-9-14 Eastern Air Transport Superseded by Douglas DU, 29 American, 16
Ciervo, sells American rights to autogiro, 14 Development, wartime service, 40 Full description, 78-79, 79p, 78Fl, 79MM Organized by North American Aviation, 16 Colonial Western, 57P
Coco-Colo, served on Condors, 1929, 20 Comparison with DC-3, Convair 240, 4ll, First service by Delta, 78 Route network, 1930, 16M Coloniol's "Algonquin" Fords, 59, 58p, 59p, J
Collins, Paul, joins ludington, 26 Chort DC-9 series compared, 83T Passenger service, raute network, 1932, 18, Exhibit, 59 Jomoico service, 84
(olonial Air Transport Douglas D(-9-31 {and -321 IBM Foulois, General Benjamin, Chief, Army Air Janas, Sigmund
Early history, 1924-29,56 D Introduced for Air-Shullie service, 79, Purchases New York Airways, 22 Corps, operates air moil, 28 Buys Canadian Colonial, 60
Motor-cycle courier service, 56, 56p, 56M De Havilland, company token over by Hawker 78p,82Fl Tokes over ludington line, 26 Frye, Jock Expands airline, including Bermuda, 61, 60M
Ford Trl-Motor, crashes, 56 Siddeley, 72 DC-9 series compored, 83T Changes nome to "Air lines," 28 Sponsors Douglas DC-land DC-2, 29 Operates DCAs, 61
The First Colonial Fleet, 57p, 58P De Havilland DHAB, Robertson moil oircroh, Coriboir, 90-91, 91p, 91F1 Eastern Express flies Constellation, 1944, 44 Jetstor, trainer, 77, 77p, 77Fl
Acquired by AVCO (American I, 5B, 60 12p, 12T Douglas D(-9-S1 Alliances, 98, 98p, 98M Johnson, lyndon, U.S. President, overlooks
Sikorsky S-38B, Niogoro Falls trips, 58 De Havilland Comet Fleet list, 82·83Fl, 83MM Genealogy chart, 101 G Eastern claim, 84
limousine service, 59P World's first iet airliner, 67 DC-9 series compared, 83T Edison, Thomas, with Reed Chambers, 13P "Galion," French Airbus progenitor, 93
The "Algonquin" (and other I Fords, 59, 59Fl Series 4B, operoted by BH., 71 Douglas D(-10 Eielson, Lt. Carl, Florida Airways, 10 Genealogy chart, 101 K
Genealogy chart, 101 De Havilland Trident, competitor to Boeing 727, Acquired for london route, 95, 95p, 95Fl Emergency loon Guarantee Art, 87 General Airlines, temporary nome for Konsos City,
(olonial Air Lines 72 E F Western Air Express, 24 Eastern estoblishes hub, 94
Eorly moil route, 9M De Havilland Canada Dash 8, Metro, 98 Earhart, Amelio, joins ludington, 26 F.A.A. (Fedeerol Aviation Agency) General Motors Eliminated, 99
Early history, 1924-29,56 Delta Air Lines Eastern Air Lines Supports SST, 78 Buys control of North American Aviation, 24 Kellett KD-18
The First Colonial Fleet, 57p, 58P Claim as first airline ancestry, 12 Ancestry, 8 Denies A3300B4 into Washington, 92 Genealogy chart, 101 Full description, 39, 39p, 39M, 39Fl, 39MM
Genealogy chart, 101 Competition with Eastern, 54 Claim as first airline, 12 Fairchild, Sherman, director, Coloniol Air Tpt., 56 "Golden Falcon," (Douglas DUB), 54·55 Pictured with DC-3, 38

103
 long, Huey, ossocioted with Wedell-Willioms, 34 BOllles with Eostern to buy (oloniol, 62 At Floyd Bennell Field, 6P S Trumbull, John H., founds Bee line, 56

Index long Islond Airwoys

Formed by Juan Trippe, 56
Genealogy chart, 101
Lorenzo, Frank
New York Airways
(amplete history, 22, 22M
Eorly inclusive tour, 23 IExhibit)
Genealogy chart, 101
Begins air moil route, 15, 15P
Ordered by other airlines, 15
Fleet list, 15Fl, 15MM
Pictured with Super (onstellation, 50P
SAAB SF-340A, Eastern Metro Express, 9BP
Sabreliner, troiner, 77, 77p, 77Fl
SAFEwoy. Airline, connects with Wedell-Williams,
34
Trump, Donald, and Trump Shullie
Eostern's Air-Shullie acquired, 99, 100
T.W.A. (Troascontinental & Western Air)
(Iaim as first airline ancestry, 12
Kelly Act, 1925, 9, 12, 56 Tokes over Eastern, 94 New York and Atlontic Seaboard Express (olonial Western, 57P St. Petersburg-Tompo Airboat line, Route network, 1930, 16M
Keys, Clement, entrepreneur Su((eeds Borman, confrontation with unions, Originol nome of Eastern Air Tronsport, 16 Pitcairn Super-Mailwing (PA-6 ond 8) Founded, B, 8p, 8M Controlled by General Motors, 24
Rescues Curtiss Airplane Corp. 14 99, 99P New York, Philadelphia and Woshington Airwoy Fleet list, 15Fl, photo, 15P Son Juan service, 49, 49M lounches Douglas DC-2, 29
8uys out Pitcairn, 14 Capitulates, sells interest in Eastern, 100 Corp. Conadian Colonial, 57 Sorotoga Race Trock, Colonial service, 61 Buys Constellations, 44, 52
Builds North American Aviation, 16 Ludington Air Lines (ludington), 26 (Exhibit) Ponte Aireo, Brozilion Air Shullle, 1959,69 Seaboard & Western Airlines, Constellations Constellations leosed to Eastern, 53
Sells out to General Motors, 24 Full history, 26, 26M "New York Flyer," DC-2 service, 30 Powelson Air Services leased to Eastern, 53 leases Boeing 747s to Eastern, B5, 85Fl
Keystone Patrician, American order cancelled, 60 Geneology chort, 101 Nixon, Richard, U.S. President, postpones Ancestor of Cariboir,90 Serling, Robert, outhor, tribute to Eastern, 94 "Owns" Kansas City hub, 99
Kostalonets, Andre, conductor, flies in Kellell aut- ludington, C. Townsend, founds airline, 26 Transpocific route owords, 84 Geneology chart, 101 Seollle, Eastern service, 74, 74M IW.U. (Tronsport Warkers Union), member on
ogyro, 39P ludington, Nicholas, joins brother, 26 Nocomos, Colonial "Algonquin" Ford, 59, 59p, Precision Airlines Shugrue, Marty, appointed specioltrustee, 100 Boord, 94
lukens, John, Captoin, pilots Kellell outogiro, 39, 59Fl, 58P Eastern allionce, 9B, 98M Shullie service (see Air-Shullle)
L 39P Nonono/um, Coloniol "Algonquin" Ford, 59Fl Geneology, 101 Sikorsky S-38 land S-38B) U
Lewis, Arthur D. Nemisso, Colonial "Algonquin:" Ford, 59Fl Prinoir, local airline in Caribbean, 90 New York Airwoys, 22 Ueberroth, Peter, bids to buy Eostern, 100
President, tokes over from Floyd HolI, 72 M North Americon Aviation Corp. Pritzker, Hyall Hotels, bids to buy Eastern, 101 Canadian Colonial, Colonial Western, 57P United Aircroft Corp., interest in oirlines, 24
lifland, Burton R., federol judge, appoints McCrocken, Williom, Asst. Sec. of State Created by Keys, 14, 16 Provincetown-Boston Airlines (PB.A.) Coloniol Air Tronsport IAVCO), 58 United Air Lines
trustee, 100 Orders start of Pitcairn service, 14 Airline group, 16, 16M Eastern alliance, 98, 98p, 9BM Sikorsky S-42, introduced, 29 Claim as first airline, 12
lighted Airway, installed for Pitcairn service, 14 McDonnell Douglas 188, STOl aircroft, 77, 77P Purchoses Pitcairn, 14, 16 Genealogy, 101 Southern Airlines First with Boeing 247, 29
lindbergh, Charles Mcintyre, Malcolm Orgonizes Eastern Air Tronsport, 16 Former nome of New York Airwoys, 22 Buys Douglas DC-6, 44
Influence on airlines, 24 President of Eastern, 1959, 68P Control of camponies, airlines, 16 Q Geneology chart, 101 DC-B first service, 67
Condemns Roosevelt's action, 1934, 28 Tokes over from Rickenbacker, 72 Bought by Generol Motors, 24 QANTAS, Austrolion airline, 747 Eastern order Southern Air Tronsport, purchased by AVCO, 5B Operates Sud Carovelle, and Boeing 720, 71
lineas Aireos Nacionoles (LANSA), 74 Introduces Air-Shullle, 79 Reorganization, Eastern Air lines cancelled, B5 Spoce progrom, Eastern support with route, 75, Universal Av. Corp.
lisunov, li-2, Soviet DC-3, 33 McNary-Waters Air Moil Act, 14, 24 tokes over air transport activities, 1935, 36 75M Eorly airline, 12
lockheed campony, rivolry with Douglos, 54 Mackey, Joseph c., founds Mackey Airlines, 75, Sells holdings in Eastern, 1938, 36 R Sperry Gyroscope Co., purchosed by North Purchased by AVCO, 58
Lockheed L-10 Electra 75P Sobreliner, troiner, 77, 77p, 77Fl Reogon, U.S. President, approves South American, 16 Uppercu, Inglis, founds Aeromorine, B
Full description, 31, 31p, 3lFl, 31MM Mackey Airlines Genealogy chart, 101 American route transfer, 95 Stondard Airlines, sold by Western to AVCO, 5B
lockheed l-18 lodestar History, 75-76, 76M Northrop, John K., designs lockheed Vega, 35 Rickenbacker, Eddie Stinson, aircraft, operoted by Canadian Colonial, Vanderbilt, Cornelius, founds Bee line, 56
Notional Airlines, 42 Inclusive tour, 75 Exhibit Northwest Airways Founds Florida Airways, B, 10 60 Varney, early moil route, 9M, 12, 12T
Mackey Airlines, 75 Buys Midet, 75 Early moil route, 9M "legalized murder" outburst, 28 Stinson Detroiter, Florida Airways aircraft, 13P Vickers Viscaunt, 64
Cariboir, 90-91, 9lFl Genealogy chart, 101 Claim as early airline, 12 Brief profile, 28, 28P Stinson SR-9D Reliant (trainer) 29, 38P Vickers Vanguard, 65
lockheed Constellation (general) Manhattan Project, Eastern involvement, 48M launches "Great Silver Fleet," 29, 30P Stinson SM-6000 trimotor Vidal, Gene, joins ludington, 26
Sponsorship by TWA., 52 Martin 202, serious problems, 47 0 Buys Wedell-Williams, 34 Full description, 27, 27p, 27Fl, 27MM Viscaunt, world's first turboprop, 64
Constellation models campared, 5lT Martin 404 O'Ryan, John F., generol manager, Colonial Air Becomes General Manager, Eastern Air lines, Stinson SM-8A Junior (ludington), 27Fl Vultee V1A, operoted by Canadian Colonial, 60
Super-Constellations compared, 53T Full description, 46-47, 47P, 46Fl, 47MM Tpt., 56 36 Stinson UItroiner), 29
II Structure problem, 47 Buys out North American Aviation holdings, 36 W
Lockheed Constellation STOl, Experimental service, 77, 77P
l049 fleet, 53Fl Eastern purchase decision, 47 P Injured in DST crosh, 42 Stone, Charles, Florida Airways investor, 10 Wadsworth, James, introduces air bill, 9
:1 Full description, l649, 44-45, 44p, 45p, 44Fl, Compared with the Convairliner, 47 Pacific Air Tpt., early moil route, 9M Agreement with Howard Hughes on Martin Stout 2-AT aircraft Worner, Edward, director, Colonial Air Tpt., 56
I 45MM Mayo, Major William Pan American Airways 404 purchase, 47 Florida Airways 11, 11 P, 11 MM, 12T, 13P Washington-New York Air line, 26
l749 fleet, 52 Fl Florida Airways, 10 First moil route, B, 8M Management style, 50 Sud Carovelle, operated by United, 71 Wedell, Jimmy, rocing pilot, killed, 34, 34P
Carries one passenger on Air-Shullle, 69 Chief engineer, Ford Motor Co., 11 Formed by Trippe, 10, 22 Chooses lockheed 1B8 Electro, 64 Sunaire Wedell-Willioms Air Service
Lockheed Super Constellation Merrill, Dick, high-time pilot, escapes crosh, 46 Introduces S-42, 29 Negotiates with Donald Douglas (and with Bill Eastern Express, 9B Full history, 34, 34M, Exhibit
Full description, l1049, 51, 49p, 50p' 51p, 52P, Metro Airlines, Eastern Metro Express Flies Constellations, 52 Alieni 66 Genealogy, 101 Genealogy chart, 101
51MM Alliances, 98, 98p, 98M Places big order for jet aircraft, 67 Relaxes management, retires, 1963, 72 Supersonic aircroft (SST), ordered, 78 West Indian Aerial Express, BP
1l049, 1049C fleets, 52Fl Genealogy chart, 101 launches Boeing 747 service, 85 Robertsons Swallow oircroft, Varney, 12p, 12T Western Air Express
II 049G "Super-G," 53, 53p, 53Fl, 53MM Midet Aviation Genealogy chart, 101 Early moil route, 9M, 12, 12T Early moil route, 9M
1l049E and 1l049H, 53Fl History, 75 PANAGRA, former South American routes, 95 Foils to merge with Wedell-Williams, 34 T Claim as first airline, 12, 12T
Air Bus service, 69P Genealogy chart, 101 Pennsylvania Railroad, interest in airlines, 24 Robertson Major William, Florida Airways, 10 Texas Air Corporotion Route network, 1930, 16M
Lockheed Vego Military Tronsport Division IM.T.D.), 40 Pitcoirn Aviation Rockefeller, Percy, Florida Airways investor, 10 Acquires Eastern, 94 Controlled by Generol Motors, 24
ludington line, 26 Miller, John, Captain, pilots Kellell autogyro, 39, Founded, storts ~perotions, 15, 15M Rockefeller, William A. Tronspacific Route Case, 84 Sells Standard Airlines to AVCO. 58
Wedell-Williams Air Service, 34, 34P 39P Sold to North American, 14, 16 Founds Bee line, 56 Trovelair, oircroft WHEAL, commentary on poor service, 94
Full description, 35, 35p, 35Fl, 35MM Morgan, Anne, Florida Airways investor, 10 Genealogy chart, 101 Treasurer, Colonial Western, 56 Florida Airways, 10 "Whisperliner,"
Lockheed 188 Electra Morrow, Dwight, heads special boord, 9 Pitcairn, Harold Rockefeller, Winthrop, escapes crosh, 46 Cope Cod Airway, 26 Nome for lockheed TriStar, B7-BB
Full description, 65, 64p, 65p, 64Fl, 65MM Motor-cycle courier service, 56, 56p, 56M Founder of airline, 14, 14P Rolls-Royce RB.211 engine, for lockheed TriStor, Trigo, Dionisio, founds Caribair, 90 Nome for Airbus A300B4, 92
Croshes, modification progrom, 65 Sells to Clement Keys, 14 87 Trippe, Juan Williams, Harry P, lumberman, 34
lockheed Jetstor, 77, 77p, 77Fl N Acquires American rights for Ciervo autogiro, Roosevelt, President, cancels air moil controcts, Forms Av. Corp. of the Americas, 10 Worthen, John, Wedell-Williams pilot, killed, 34
Lockheed L-1011 TriStor Notional Air Transport, 9M 14 28 Forms New York Airways, 22
Full description, B6-B7, 86p, 86Fl, 87MM National Airlines Pitcairn Orowing (PA-31.15Fl, 15P Ryan Brougham aircroft, Washington airline, 26 Founds long Island Airways, 56
locks ronge for Atlantic route, 95 Challenges Eastern on "Gravy Run," 42, 54 Pitcairn Moilwing (PA-51 Ploces big order for iet aircroft, 67

104
~ EASTERN