Moscow’s Domodedovo Airport in the fall of 1995 as the aviation component of a large corporation. Employing a fleet of 3 Ilyushin Il-86s, 5 Il-76Ms, and 2 Antonov An-12s, Director General Amiran Kurtanidze’s concern begins international passenger and charter flights, plus domestic and regional scheduled services, on November 27. In 1997, the company is renamed East Line Airlines.
EASTWEST AIRLINES (PTY.), LTD.: Australia (1947-1994). John Rentell forms this small carrier at Tamworth, New South Wales early in 1947 to provide Grafton-Moree services; the lone Avro Anson owned inaugurates thrice-weekly Tamworth-Sydney flights on June 23—in an almost north to south direction. The company’s second pilot is Archie J. Smith.
Frequency on the Sydney route becomes daily in 1948 as a weekly frequency is extended to Brisbane with a second Anson. In 1949, orders are placed for two Lockheed L-14s and the Hudsons enter service in 1950. During the latter year, Capt. Smith both becomes chief pilot and general manager.
During 1951-1952, New South Wales routes and schedules are developed so as not to interfere with those of rival Butler Air Transport (Pty.), Ltd. On February 29 of the latter year, the equipment of bankrupt Curtis-Madsen Airlines (Pty.), Ltd. is purchased.
DC-3s join the fleet in 1953. South Coast Airways (Pty.), Ltd. is purchased and merged and its Sydney-West Wyalong route is added to its new owner’s network.
The last Anson is retired in 1955 followed by withdrawal of the final L-14 in 1956. Tasworth-Sydney service is inaugurated on August 26, 1959 with the F.27-100 City of Tasworth, leased from Trans-Australia Airlines (Pty.), Ltd. (TAA); the Fokker is also employed on a new Grafton route beginning on September 22.
The City of Tasworth starts Armidale-Grafton flights on February 14, 1960. Later in the year, General Manager Smith retires. His recollections will be published nearly three decades later in East West Eagles: The Story of East West Airlines, Australia's Decentralized Airline—The Turbulent Years, 1946-1961 (Cairns: Robert Brown & Assoc., 1989).
The fleet in 1961 comprises one F.27-100 and four DC-3s.
By 1963, enplanements have reached 129,782. Revenues total A$1,902,100.
Airline employment in 1964 is 199.
A newly completed airport at Albury facilitates a Sydney-Albury route, which services 3,033 passengers in just its first 6i‘2 months. A second F.27-100 is placed in service.
Passenger boardings increase 15.9% to 154,319 and the one millionth passenger (cumulative) is carried during the year; additionally, 25 tons of newspapers are delivered from Sydney to route stops. On revenues of A$2.3 million (the highest in company history to date), an A$84,100 net profit is realized.
The employee population grows to 274 in 1965. The fleet now includes 2 F.27-100s and 4 DC-3s with 2 more Fokkers on order. Despite drought conditions in New South Wales, passenger boardings grow 5% to 167,137.
The workforce in 1966 is 293. The carrier’s new administration building is completed and another F.27 is placed in service. A total of 191,000 passengers are carried.
Airline employment in 1967 stands at 311. One more Fokker and a de Havilland Canada DHC-6 join the fleet, allowing all remaining DC-3s to be retired.
Bookings increase to 213,356.
The employee population in 1968 is 327. Enplanements climb to 218,313 and revenues of A$4.1 million are earned.
In 1969, the workforce is increased 11.1% to 380. The fleet now includes 5 Fokker F.27-100s, 3 DC-3s, and 1 Twin Otter. Freight traffic rises 0.4% while passenger boardings jump 11% to 282,725.
In 1970, 338 employees service 249,081 travelers. Enplanements in 1971 rise to 307,248.
Fourteen employees are added in 1972, together with a Fokker F.27-200, which replaces the last three DC-3s. Cargo grows 2.9% and passenger boardings accelerate 11.2% to 346,220.
Services are inaugurated in 1973 between Sydney and Alice Springs (the world’s longest F.27 route) and to Maroochydora and Hobart.
In April, the Adastra group of companies, which are engaged in aerial survey and resource exploration work, is purchased. One additional F.27-200 is acquired to help handle the increase in passenger traffic, which is up by 18.6% to 411,000.
The workforce is now 451.
Five new employees are added in 1974, bringing the total to 456.
While on final approach to Bathurst, Australia, on May 31, an F-27-100, with four crew and 30 passengers, is caught by a downdraft and crashes near Runway 35; there are no fatalities.
With an all-F.27 fleet that numbers seven aircraft, the carrier’s passenger boardings increase 14% to 437,000, but freight dips 2% to 657,000 FTKs.
Only two new employees are hired in 1975.
The Sydney-Alice Springs and Maroochydora routes are further developed and inclusive-tour charters are offered for the first time from Sydney to Launceston, Tasmania.
Freight is up 1.9% and passenger bookings advance 0.5% to 470,000.
Employment in 1976 drops 7% to 450, passenger boardings drop 7.2% to 434,000, freight declines 3.8%, and Chairman Donald Shand dies. Late in the year, two F.27-500Rs are delivered and the six-millionth passenger (cumulative) is transported.
In January 1977, George Harrison becomes chairman and John G. Riley is named managing director.
A Sydney-Norfolk Island service, taken over from Qantas Airways (Pty.), Ltd., is inaugurated by the new F.27-500Rs on March 1.
Traffic rises to 455,215 passengers and revenues total A$18.02 million while the net profit is A$827,000.
The workforce in 1978 is increased 12.7% to 507. In August, a Sydney-Oakey service is begun.
Cargo soars 31.5% and passenger boardings swell 9.5% to 502,583. Revenues are A$24.8 million, expenses are A$23.5 million, the operating profit is A$1.3 million, and the net income is A$1.17 million.
The world financial situation and the cost of fuel leads to three years of decline; bookings in 1980 are 466,000 and 465,432 in 1981. As late as November of the latter year, the carrier remains an unlisted public company with 780 individual shareholders. Chairman/Managing Director Riley’s fleet comprises 9 Fokker Friendships.
The employee population in 1982 drops 0.6% to 546. Six new F.27-500s replace six older models. Orders are placed for four F.28-4000s. Majority shareholding in the carrier is acquired by East-West Developments (Pty.), Ltd.; P. D. A. Wright becomes chairman and C. B. Grey becomes the managing director. A new green and gold livery and a logo comprising a stylized map of Australia are introduced, together with several new routes out of Melbourne.
Passenger boardings grow 1.6% to 473,198, but cargo falls a dramatic 12% to 610,000 FTKs.
Airline employment jumps 15.4% in 1983 to 630.
The carrier enters the jet age on April 15 with the delivery of the first of two F.28-4000s to be added during the year, the second arriving in December. New service is inaugurated Brisbane to Norfolk Island and Sydney to Alice Springs, Port Medland, and Karratha.
In December, owner Bryan Grey sells his airline, at a significant, if undisclosed, profit to Cloverdale-based Skywest Airlines (Pty.), Ltd., a growing Western Australian regional, which had taken over two other airlines in the past year. East West is allowed to maintain its separate identity.
Passenger boardings soar 23.9% on the year to 580,706 and freight is up 2.7% to 774,000 FTKs. An operating profit of A$108,000 is reported on revenues of A$42.8 million.
Two additional F.28-4000s join the fleet in 1984 and service is extended to additional stops giving a route network now covering every state in Australia.
Operations continue apace in 1985-1986 with a fleet of 6 F.28s and 7 F.27s.
TNT and News, Ltd., which also owns Ansett Airlines of Australia (Pty.), Ltd., purchases the carrier in July 1987 and renames it Eastwest Airlines (Pty.), Ltd. It begins to reorganize its route structure in accordance with a route divestiture ordered by the government’s Trade Practices Commission. Alec Shand is named chairman, with Neil Berkett as general manager.
Orders are placed for six additional F.28-4000s. The major’s new affiliate will offer no further traffic or financial figures.
The new Ansett subsidiary receives its Fokkers in 1988 and undertakes services on the reconstruction holiday-destination route network. Beginning in July, the five destinations of Inverell, Glen Innes, Taree, Grafton, and Kempsey are turned over to Eastern Australian Airlines (Pty.), Ltd. Simultaneously, North American marketing responsibilities are assumed by Ansett Airlines of Australia, Ltd. The 37% shareholding in Eastern is sold to Australian Airlines (Pty.), Ltd.
In October, F.28-4000 nonstops are initiated from Brisbane to Mackay, Rockhampton, Mt. Isa, and Prosperine. Emphasis is placed entirely upon leisure services.
In 1989, Eastwest offers New Zealand Airpass to North American visitors and an order is placed for eight BAe 146-300s.
A participant in Ansett’s Ansamatic computerized reservations system, the carrier introduces a unique four-tiered fare structure. The airline is the first in Australia to introduce one-way discount fares.
A total of 890,000 passengers are flown on the year and revenues are A$99.3 million.
Already flying 14% of the leisure and the “visiting friends and relatives” market, Eastwest in 1990 lays plans to double that share. Weekly nonstop flights start in July from Sydney to Hamilton Island. The first two BAe 146-300s arrive in September and orderly retirement of the Fokkers begins.
Airline deregulation comes to the Australian air transport scene on November 1 and daily nonstop service commences from Melbourne to Hobart during the month, along with twice-daily nonstops from Sydney to Melbourne.
Passenger boardings leap upward 15% to 731,223 and revenues swell 11.9% to A$111 million.
Company employment grows by 1.2% in 1991 to 860 and, in January, thrice-weekly nonstop service is opened from Sydney to Hamilton Island.
The eighth BAe arrives in July, during which month the final Fokker is withdrawn and sold to Ansett Express (Pty.), Ltd. In August, Cairns to Hamilton Island BAe 146-300 frequencies become daily.
Customer bookings swell 39.2% to 966,338. Expenses exceed income and the operating loss is A$23.3 million.
Early in 1992, a B-737-277A is leased from Ansett Australia (Pty.), Ltd. and placed into service.
Passenger boardings increase by 25.9% to 1,050,211 and the operating surplus is A$10.9 million.
In 1993, Chairman Shand and General Manager Berkett oversee a workforce of 610. A second B-737-277A is chartered from Ansett Australia, Ltd. and, together with the company’s three BAe 146-300s, link Cairns, Prosperine, Hamilton Island, The Sunshine Coast, Brisbane, Gold Coast, Sydney, Melbourne, and Hobart.
In July, the company’s aircraft are removed and, although it will remain in travel agency literature, Eastwest’s flights are taken over by the parent.
Enplanements total 1,021,023 and 1.14 million FTKs are operated. Deregulation and lack of profitability having forced its parent to abandon plans to remake this subsidiary into a low-fare, no-frills sister operation, the 46-year-old regional is absorbed by Ansett Australia (Pty.), Ltd. on January 1, 1994.
EAST WEST AIRLINES, LTD.: India (1992-1996). A subsidiary of East West Travel & Trade Links, Ltd., East West is established at Bombay on February 28, 1992. All of the top officials are members of the Wahid family: Nastrudeen Abdul, chairman; Thakiyudeen Abdul, managing director; and Faisal Abdul and Thahakutty Abdul, directors.
After assembling a fleet of 1 each Boeing 737-2A9A, B-737-2E7A, and B-737-2U4A (the 3 are leased from GPA Group) and 2 Fokker F.27-500s, the 40-employee entrant inaugurates service to Ahmedabad, Aurangabad, Bhavnagar, Bangalore, Baroda, Calicut, Calcutta, Cochin, Coimbatore, Delhi, Goa, Hyderabad, Jaipur, Madras, Madurai, Mangalore, Pune, Rajkot, and Trivandrum. Seven additional short-haulers join the fleet by year’s end. Enplanements reach 870,000 by December 31.
In 1993, the fleet is almost completely altered. All of the previous aircraft except the Fokkers and B-737-2U4A are replaced by the addition of two each B-737-248As and B-737-2S3As and one each B-737-2E3A and B-737-2T5A; again, they are all chartered. Orders are outstanding for 10 B-737-400s.
By March, the company, which has profited significantly from a year of strikes at Indian Airlines Corporation, is offering service to 20 domestic destinations.
During the month, a series of bombings occur in Bombay tied, it will be alleged, to underworld figures connected to the airline. In August, however, a dispute occurs with the government over a claim for $5.6 million in delinquent Internal Travel Tax and Passenger Service Fee funds.
A total of 1.1 million passengers are flown during the first full year of service while a profit of $3.87 million is generated.
Two B-737-4H6s are wet-leased from Malaysian Airlines, Ltd. (MAS) in January 1994 and flown by Malaysian crews until their East
West crews can be trained. At the same time, the number of markets served grows to 27.
The tax dispute with the government is settled.
The Director General of Indian Civil Aviation bans alcohol service on all domestic flights in May.
In July, East West announces that it will raise $17.8 million through a public stock offering in India, the funds from which will be supplemented by an overseas issue. Late in the year, three F.27s are obtained to work thinner routes; however, they will be grounded for a year in a financial dispute with Fokker over nonpayment of rent.
Enplanements during the 12 months climb 81.8% to 2 million.
In early February 1995, Indian customs authorities impound the airline’s fleet for nonpayment of the inland air travel tax.
Later in the month, its Delhi regional manager, Sabu V. Chacko, is arrested under the Terrorist and Disruptive Activities (Prevention) Act for alleged ties to Dubai-based underworld figure Dawood Ibrahim. Amidst these charges of ties to the Bombay-Dubai underworld, the government in May steps in and asks the company to reveal its sources of foreign funding.
The Friendship grounding continues through the year and all seven of the short-haul Boeings are the subject of court battles with PCM Equipment and Transport, the U. S. leasing firm from which they have been chartered, which claims $3.5 million in overdue lease payments. Three Boeings are grounded in June. East West, for its part, is owed $1.5 million by Vineer Alaska of the U. S. and $1.8 million by Kolding of Sweden, which the airline had paid as advances on the leases of two B-737-400s. Kolding has gone into liquidation and Vineer Alaska holds its payment.
While the legal maneuvering continues, the company, in September, begins to offer increased customer services, such as low-calorie health food menus.
During the fourth quarter, the company approaches the U. S. Export-Import Bank seeking a $60 million loan guarantee to cover the cost of the B-737-400s, delivery of which has been put on hold. Commercial Manager C. Rama Chandran informs the aviation press that the Boeings will not arrive until after financing has been solidified.
Managing Director Wahid is shot 14 times near his Bombay office on November 13 in what police believe is a gangland murder committed by 11 members of the Chhota Rajan gang; his driver, Faruk Shaikh, is also injured but survives. Management of the airline is divided among his three surviving brothers, with Chairman Wahid also becoming the managing director.
The airline’s situation continues to deteriorate and by January 1996, the company is forced by the Indian Supreme Court to ground half of its fleet when it cannot pay its current and back landing and parking fees (called dues) it owes the Airport Authority of India as well as lease payments. A legal wrangle ensues.
During March-May, the government requires the airline to suspend six services on trunk routes, excluding Madras, because it has failed to fly a required 10% of its capacity on secondary route frequencies in the northeast part of the country. On June 18, the carrier fails to pay the required installment of its premium due to United Insurance. As a result, the company’s last three freighters are also taken out of service. Once the largest private sector player in the airline arena, East West is now reduced almost into a paper entity.
Toward the end of June, the company attempts to restructure and announces ambitious plans to find an equity partner and to restart full services. The process will prove difficult because of the airline’s image problem and the many allegations that certain of its executives are tied to the underworld. It is reported in the press that Deutsche Lufthansa, A. G. has been contacted concerning a link-up in the wake of its difficulties with Modiluft. Having been stung by its experience in India, the German line is careful not to get involved with the airline.
On July 6, the Director General of Civil Aviation issues a show cause notice to East West for flying its aircraft without insurance during June. At midnight on July 7, the Airports Authority of India orders East West grounded for nonpayment of dues. The company also owes a large sum to the National Airports Authority for route and navigational charges. In an effort to trim costs, the carrier, on July 24, announces that it will lay off 150 of its unskilled staff, e. g., drivers and baggage handlers. It is anticipated that this move will save the airline 35% of its annual wage bill.
In early August, finances force the company to suspend operations, although Chairman Wahid announces that flights will resume on August 26. An intense effort is made to get the company’s planes back in the air, including negotiations with foreign investors for equity investment. Neither a rescue package nor a resumption of service is forthcoming and, at the end of the month, the airline’s license is suspended. Two F.27s and four B-737s are parked at Bombay, two B-737s are at Madras, and one other is at Singapore receiving a “D” check. A number of pilots quit.
At the end of September, Airport Authority of India spokesmen suggest that the company will return to service in November. However, before this can happen, it will have to react to a legal notice now received from the authority for nonpayment of Rs 70 million ($2 million) in bills. Realistic plans for a relaunch are all but abandoned in October, when the carrier’s B-737s are repossessed. In November, one of the alleged gunmen wanted in connection with the Wahid murder is killed in a police encounter.
During the summer of 1997, the company’s owners are able to get the carrier’s license renewed and to draw up a strategic business and financial plan. With much of its infrastructure retained, it is reported in the September 3 issue of India’s Economic Times that arrangements have been made to acquire several operations and resume operations “soon.” The restart does not happen.
Two suspects apprehended in connection with the murder of Managing Director Wahid are acquitted by a Bombay sessions court on November 20, 1998. Eight other alleged participants remain at large.
EASTAIR, LTD. See FLUGFELAG AUSTURLANDS, H. F.
EASTERN AIR, LTD.: Zambia (1995-2000). Eastern Air is established at Lusaka by Eagle Travel in 1995 to offer scheduled domestic passenger service. Yoosuf Zumla is named managing director and 2 Let L-410UVPs are acquired with which revenue flights are launched to the country’s various tourist destinations.
During the remainder of the decade, regional, as well, as local scheduled services are inaugurated. By 2000, the airline is flying into Chipata, Dar es Salaam, Johannesburg, Kasaba Bay, Kasama, Lilongwe, Livingstone, Lubumbashi, Mansa, Mfuwe, Mongu, and Ndola.
On April 1, the company changes its name to Zambia Skyways, Ltd.
EASTERN AIR CHARTER: 209 Access Road, Norwood Municipal Airport, Norwood, Massachusetts 02062, United States; Phone (781) 769-8680; Fax (781) 769-7743 Year Founded 1981. EAC is established at Norwood Municipal Airport in 1981 to provide executive and small group passenger charters to the Caribbean, Canada, and Latin America. By 2000, the company employs 16 pilots and operates 3 Piper PA-31T Cheyenne IIs and 1 each Cessna 500 Citation I and C-550 Citation II.
EASTERN AIR EXECUTIVE, LTD.: Sturgate Aerodrome, Upton, Lincolnshire, England, DN21 5PA, United Kingdom; Phone 01427 838280; Fax 01427 838416; Year Founded 1967. The air taxi EAE is established at Upon, near Gainsborough, in 1967 to provide passenger services to local destinations with a single Piper PA-23 Aztec.
Revenue operations continue apace for the next 32 years. In 2000, Capt. F. Hugh B. Stark is managing director and his fleet includes two Aztecs and a Piper PA-31-350 Navajo Chieftain.
EASTERN AIR LINES: United States (1934-1991). As a result of the airmail scandal of 1934 and the subsequent rebidding of all government mail contracts, Eastern Air Transport (EAT) is renamed Eastern Air Lines (EAL) on the last day of April. Under terms of the new contract that prohibits employment of anyone involved in the so-called “Spoils
Conference” of 1930, EAT’s leader, Thomas D. Doe, is forced to retire and General Manager Ernest R. Breech becomes acting president. After EAL signs new mail contracts with the government for Air Mail Routes 5, 6, and 10 (the revised numbers for the original CAM 19) on May 10 and takes over two runs from the army on May 15.
On June 12, Congress passes a new airmail law that effectively removes manufacturers from the air transport business and gives them until December 31 to do so. An order is placed for 14 Douglas DC-2s, the first of which begin to arrive in September and October. Vice President Edward V. “Eddie” Rickenbacker will christen these aircraft, plus two transports, “The Great Silver Fleet.”
On November 11, Rickenbacker sets a new transcontinental speed record and, three days later, carrying 15 passengers, he pilots a New York-Miami and return DC-2 VIP flight in 15 hours as initiation of regular 8-hour, one-way service. The first regularly scheduled Florida Flyer service on the New York to Miami route begins on November 19 via Washington, D. C., Charleston, and Jacksonville. The old EAT jingle “From Frost to Flowers in 14 Hours” can now be updated to “ . . . 8 Hours.” Rickenbacker, the “ace of aces,” also inaugurates a new Chicago-Miami mail route on December 19, making a record Miami-Chicago return flight on December 20 to begin regular passenger, mail, and express service in that direction.
Displeased that his ticket is stamped “New York,” but that his DC-2 has landed in Newark, New Jersey, also on December 20, Mayor Fiorello La Guardia demands in front of his fellow passengers—all newspapermen—that he be flown on to Floyd Bennet Field at New York City. Eastern, not wishing to be a pawn in a debate between La Guardia and U. S. Postmaster General James Farley over designation of the regional airmail airfield, complies with La Guardia’s request.
On December 31, the North American Aviation (NAA) group divests itself through the expedient of merging the airline into the parent and operating both as Eastern Air Lines. President Breech turns operational control over to Vice President Rickenbacker, who claims credit for the airline’s new logo, the duck hawk or falcon. The Curtiss I Condors are now withdrawn.
At the close of its first year as an independent, the company, which has flown 52,820 customers, shows a net loss of $709,700.35. On January 4, 1935, NAA’s vice president, Rickenbacker, who has been in charge of EAT for the holding company, officially becomes Eastern’s general manager. He undertakes an inspection trip to visit every station, working with employees along the way.
A record 6 hr. 30 min. Miami-New York DC-2 flight is completed on January 15 while, following a nonfatal January 31 crash landing at Atlanta, a wrecked T-32 must be written off.
During the spring, frequencies on the New York to Washington route increase to six each way daily, one with T-32s and five DC-2s. Two Douglas services are run each way to Florida from New York daily and two from New York to New Orleans, one each DC-2 and T-32. Daily return services are offered by DC-2s from Chicago to New Orleans and to Miami.
In July, operations and maintenance quarters are transferred from Atlanta to Miami where they will stay throughout the remainder of Eastern’s history, growing into a 150-acre base.
A stickler for detail, Rickenbacker also institutes immediate costcutting measures, which help turn the carrier around and allow it to post a $90,000 net profit at the close of its second year (Eastern will record a profit every year from 1936 through 1959). In addition to rigid cost controls, fleet standardization is now begun.
Within months of his taking control as general manager, Ricken-backer begins to replace the company’s patchwork collection of Mail-wings, Fords, Kingbirds, and Stinsons with the remainder of the 14 new Douglas DC-2s. Five Lockheed Model 10Bs are obtained in September and are placed into service on shorter segments.
One of the new Lockheeds returns presidential candidate Sen. Huey P. Long to Baton Rouge, Louisiana, after a multistop flight from Washington, D. C. in early September; on September 10, “The Kingfish” is assassinated on the steps of the state capitol.
When pilot J. Shelly Charles lands his Pitcairn PA-6 at Atlanta from Chicago on October 16, his flight is logged as the last open cockpit biplane mail flight made in America; EAL withdraws all of its remaining Pitcairns thereafter.
Enplanements during the twelve months total 87,389 and revenue passenger miles flown reach 38.39 million. A $38,000 profit is recorded.
Meeting in Chicago on January 14, 1936, Rickenbacker joins with American Airlines President C. R. Smith, United Air Lines President Patterson, and Transcontinental and Western Air (TWA)’s Jack Frye to announce creation of the Air Transport Association of America (ATA) and the appointment of its first president, Edgar S. Gorrell.
On March 23, Eastern joins with the other members of the “Big Four” and Pan American Airways (PAA) in signing an agreement with Douglas for development of a DC-4E; the company’s share of cost for the arrangement is $100,000.
The company’s medical department, the first of its kind for a commercial airline, is established on April 1.
A connecting service with Transcontinental and Western Air (TWA) is announced on August 15 for cities between Indianapolis and Miami.
Joined by American Airlines President C. R. Smith, Vice President Rickenbacker travels to Nashville, Tennessee, on November 1 to participate in the formal dedication, witnessed by 40,000 people, of that city’s new Municipal Airport.
The Wedell-Williams Transport Corporation is purchased for $160,000 on December 1, together with its AM-20 New Orleans-Houston mail route.
Off course in bad weather, Henry T. “Dick” Merrill’s Miami-Newark DC-2 makes a nonfatal crash landing near Milford, Pennsylvania, on December 19.
Also in December, the first 2 of a final total of 77 DC-3s are received and 5 Lockheed Model 5 Vegas are delivered; the surviving T-32 Condor Ils are retired.
A net profit of $168,000 is reported for the year.
The first commercial EAL nonstop flight is made by one of the new DC-3s from Miami to Newark on January 16, 1937. When a deadly flood in the Louisville area later in the month requires rapid assistance, company aircraft joins those from American Airlines in providing dozens of flights bringing in food, clothing, and medical personnel. The Kentucky city will later honor the carrier with a bronze plaque.
On February 18, a DC-2, just after landing at Miami, hits an embankment; no one is badly hurt.
A DC-2, piloted by Dick Merrill, establishes a 5 hr. 26 min. record for the Newark-Miami run on April 12.
Nonstop New Orleans to New York service begins on May 16.
The first long-distance flight record established by the Lockheed Model 10 Electra is set by EAL pilots Dick Merrill and John S. Lambie who, later in the month, fly to London in a Model E christened Daily Express. In what is advertised as the first commercial transatlantic flight, they return to New York’s Floyd Bennett Field with some 600 still photographs of the coronation of King George VI, many of which appear in the pages of the Sunday edition of The New York Times.
On August 1, company records show that, in 7 years of passenger service, a total of 178 million passenger miles have been flown without a customer fatality.
En route from Chicago to Miami on August 10, a DC-2 hits a power pole while taking off from Daytona Beach and crashes (four dead).
The five Electras are now retired. During the year, a special “Women’s Department” is opened to assist female passengers with their problems and, in response to a need for frequent roundtrip New York-Washington service perceived by Rickenbacker, Eastern begins to offer 15 daily DC-2 “Merry-Go-Round” frequencies over the route.
Mechanics unsuccessfully strike in November.
During the year, five Electras are retired and eight DC-3s are purchased.
A total net profit of $196,982 is banked; EAL is the only one of the “Big Four” domestic air carriers to show a profit this year.
Having convinced a skeptical U. S. Department of Commerce of the soundness of his previous May’s record-breaking flight to England and having prevented the agency’s considered ban on publicity-oriented transatlantic flights, company pilot Dick Merrill receives the Harmon Trophy in March 1938.
On April 2, M. L. Patterson becomes the 500,000th passenger transported. After a lengthy debate with the government, North American Aviation elects to divest itself of the airline on April 22.
General manager and chief executive, Alfred P. Sloan Jr., advises Rickenbacker that a group, potentially hostile to the carrier’s future, will try to purchase it. Sloan will recall Eastern in his memoirs, My Years with General Motors (Garden City, N. Y.: Doubleday Anchor, 1963). Yellow Cab magnate John D. Hertz Sr. fails in his effort to acquire Eastern when it becomes available as a public stock offering following its incorporation in Delaware on March 29.
Rickenbacker and a group of associates from Smith, Barney & Co. and Kuhn, Leob & Co. are, however, able to obtain the entire shareholding for $3.5 million; “Captain Eddie” becomes president as well as general manager after an acquisition campaign that can best be described as an 11th-hour effort.
Airline employment stands at 1,032 and the fleet comprises 22 aircraft; 34 daily flights are operated over a 4,518-mile route system. Eastern is the first major airline to operate at a profit without a federal subsidy and will be the only such American carrier for some years to come.
On May 26, a new mail route award, AM-40, is received from the U. S. Post Office. On September 21, a hurricane strikes the U. S. East Coast between Long Island and Boston, cutting all inland transportation. American Airlines, the principal operator in the Northeast, attempts to provide air-only communications, but is overwhelmed. At the request of ATA President Edgar Gorrell, Eastern, United Air Lines, and Transcontinental & Western Air Lines (TWA), under special permission from Washington, are allowed to contribute aircraft and flight crews to fly emergency relief services over American’s routes from New York to Boston. For the next week, two EAL DC-3s join transports from the other three carriers in providing shuttle flights between New York and Boston. During this period, the companies fly over 8,000 passengers (including refugees, relief, and construction workers) and 317,000 pounds of mail from New York to Massachusetts.
After making a successful landing at Montgomery, Alabama, with a burning engine on October 18, a DC-2 is evacuated just before it is consumed by flames.
The last two Lockheed Vegas are withdrawn by year’s end, at which time it is reported that the annual profit has risen to $354,249.
The U. S. Post Office on January 17, 1939, signs a contract with the company for operation of the world’s first scheduled rotary-wing passenger service.
To help handle the traffic demand on the winter New York-Miami route, four DC-3As are leased from United Air Lines. Services begin to the Mexican border towns of San Antonio and Brownsville on April 15.
A scheduled rooftop service, the first of its kind anywhere and with any type of flying machine, is inaugurated by EAL on July 6 when its Kellett KD-1B autogyro inaugurates, as it says on the machine’s fuselage, “AM 2001 First Scheduled Autogiro Air Mail Route in the World” between Camden Airport and the roof of the new Philadelphia Post Office building. During its construction, the latter point had been specially equipped for this five-times-a-day roundtrip service.
By August, 15 DC-3s are on line while portable radios are installed for passengers aboard company DC-2s on September 1. On October 1, orders are placed for three sleeper-configured DST/DC-3s.
On January 26, 1940, the company joins with Pan American Airways (PAA), American Airlines, and United Air Lines in ordering 61 of the newer and smaller DC-4s; the giant order will be voluntarily terminated by all concerned as war approaches.
Three new Douglas DST sleepers are received in February and are introduced on the New York to Brownsville via Washington, Atlanta, Birmingham, New Orleans, and Houston route. On February 26-27, one of the new aircraft on this route crashes into trees while landing at Atlanta in bad weather. The DST is destroyed and a number of passengers are injured, including EAL President Rickenbacker, who will spend four months in the city’s Piedmont Hospital and walk with a limp for years thereafter.
Service is transferred from Newark to New York’s La Guardia Field on April 2 and on May 4, orders are placed for 12 DC-3s.
The Philadelphia autogyro service ends toward the end of the second quarter.
On September 15, the company’s last 10 DC-2s are sold to the British Purchasing Commission for $500,000. Slated for No. 8 Squadron of the Royal Australian Air Force, the first five are delivered to Canada on September 26. Two additional DSTs are purchased in October.
The carrier transports a total of 368,436 passengers on the year and the annual report shows a profit of $1.58 million.
On February 21,1941, frequencies on the two-stop New York-Miami route have been increased to nine-a-day.
Too low on its approach to Atlanta’s airport on February 26, the DST Mexican Silver Sleeper crashes into a hill five miles out (eight dead). On March 14, the “Big Four” form the research group Air Cargo, Inc. A significant rainstorm causes a DC-3 to crash-land in a marsh west of Vero Beach on April 3; all aboard are injured to some degree.
The final five DC-2s sold to the British are forwarded during the first five months, with the last arriving in Australia during May.
A new DST (the last built) is obtained in June to replace the Mexican Silver Sleeper and the Kellett KD-1B autogyro is sold on November 23.
At a director’s meeting, it is revealed that the company has a $4.7-million payroll covering 2,280 workers. A net profit of over $1 million is recorded for the year as a total of 530,720 passengers are carried.
Following the Japanese attack on Pearl Harbor on December 7, Eastern, like all other U. S. airlines, gives up a portion of its fleet to government service, specifically 20 of its 39 DC-3s in early 1942. Painted in olive drab livery, they are no longer “The Great Silver Fleet” but become, instead, “The Great Chocolate Fleet.”
At the request of ATA President Gorrell and the War Department, American Airlines executive M. P. “Rosie” Stallter is sent in January on a weeklong inspection tour of the U. S. Army Air Forces’ Air Service Command bases in Pennsylvania, Ohio, Alabama, Utah, and California.
From this trip, Stallter and Gorrell devise and present the Army with a domestic military cargo service plan to be operated by the airlines under government contract. Under the plan, five geographical segments are created, each assigned to a specific carrier: American, the East Coast; Northeast Airlines, the Northeast; Eastern, the Southeast; Northwest Airlines, the Pacific Northwest; and Braniff Airways, the Southwest.
At the personal request of U. S. Army Air Forces’ commanding general, Henry “Hap” Arnold, President Rickenbacker, together with Gen. Frank “Monk” Hunter, a colleague who had flown with Capt. Eddie in the 94th Aero Squadron during World War I, makes a morale-boosting nationwide tour of USAAF training bases during March.
On April 1, a survey flight is made to Trinidad from Miami via Cuba and Puerto Rico. On April 14, another survey flight is started from Miami to the African city of Accra on the Gold Coast (today’s Ghana) via San Juan, Trinidad, Georgetown, Belem, Natal, and Ascension Island.
On May 1, Eastern becomes the fourth U. S. carrier to inaugurate scheduled service in support of the war effort when six of its DC-3s, on contract to the Army’s Air Transport Command, begin thrice-daily flights from Miami to Middletown, Pennsylvania and daily flights from Miami to San Antonio. Daily Miami-Trinidad service begins on May 18
As part of their campaign against Midway Island in the Pacific, Japanese naval forces attack the Aleutian Islands on June 3, capturing Attu and Kiska while grasping at underdefended Dutch Harbor. The mobilization foreseen and promised by ATA President Gorrell at the beginning of the year now becomes reality. The U. S. Army orders 11 airlines to halt their normal passenger and contract cargo activities and dispatch aircraft to Edmonton, Alberta, for participation in a massive contract airlift that is quickly organized for the defense of Alaska. Over 100 aircraft from Eastern and 10 other carriers execute daily roundtrips between Edmonton and Dutch Harbor through mid-July, transporting troops and supplies. Over 90% of the pilots involved had never flown to or from Alaska before and few had encountered such tough weather conditions.
On June 24, a survey flight is undertaken to the northeast Brazilian city of Natal. A week later, on July 1, scheduled operations are begun to Natal and on September 1 the carrier creates its Miami-based Military Transport Division (MTD). It is this unit which, employing the fifth production model, initially places the Curtiss C-46 Commando into civil contract service, on the Florida-Pennsylvania run in October. Those airliners not commandeered remain exceptionally busy; for instance, mileage flown in October advances 67% over 1941 using fewer planes.
Also in October, President Rickenbacker is asked by War Secretary Henry Stimson and Gen. Arnold to inspect the new 8th Air Force Bomber Command bases being established in England. In the U. K., Capt. Eddie visits with British officials, including Prime Minister Winston S. Churchill. He also reviews the Boeing B-17 (about which he will make 20 serious written recommendations for improvement) and returns to Washington as a special courier, carrying one of the five detailed sets of plans for the North African invasion sent to the U. S. from England.
Within six days of his return, Rickenbacker is sent off on another political and morale-boosting tour, this time on October 17 to the Southwest Pacific. Having arrived at Honolulu aboard a former Pan American Airways (PAA) Boeing 314, Capt. Eddie departs for the Port Moresby headquarters of Gen. Douglas MacArthur aboard a B-17. While en route, Rickenbacker’s Flying Fortress misses its landing at Canton Island and ditches at sea. The Captain and the survivors are lost on a raft for 22 days, during which ordeal one airman dies.
Having drifted near Funafuti in the Ellise Islands (now the Tuvalu chain), the two life rafts are spotted by a USN PBY Catalina and a rescue is completed on November 12. The airline chief will remember the ordeal in his book Seven Came Through published the following year. Following his visit with MacArthur and the completion of his tour, Rickenbacker returns to Washington to report to Stimson and become a champion of aircraft survival equipment. Later in the year, he will begin a three-month tour of U. S. war plants.
A C-46 proving flight is made from Florida to Brazil on February 8, 1943. By March 8, the MTD has 15 Commandos flying roundtrip from Miami to Natal. In early April, senior captains conduct a return survey flight over the 6,500-mi. from Miami to Accra, in West Africa, via San Juan, Trinidad, Georgetown, Belem, Natal, and Ascension Island.
In May and June, President Rickenbacker undertakes a 55,000-mile inspection and morale-boosting tour on behalf of the War Department to North Africa, Iran, the Soviet Union, India, and China. During this trip, he is seen by over 300,000 American troops and returns with a large report on the Russian use of Lend-Lease equipment.
Frequencies are increased to thrice daily in July and night service on the route is started in September.
Only 20 DC-3s are available for domestic services at the start of 1944. In February, the CAB grants a Jacksonville to New York route to National Airlines, thereby setting in motion Eastern’s hottest rivalry.
Beginning on June 1, C-46s, equipped with extra fuel tanks, stretch the day and night Natal service across the Atlantic via Ascension Island to Accra over the route surveyed in 1942.
Meanwhile, the CAB, on June 12, grants Eastern permission to service Boston from New York, thereby ending a long-held monopoly by American Airlines over the heavily traveled segment.
Orders are placed on October 4 for DC-4s and civil C-46s. Frequencies on the 1,424-mile long New York to Miami service are increased to 8 daily round trips on October 20. The C-46 Natal-Accra over-ocean flights end on November 10.
On November 29, Air Cargo, Inc., having submitted a number of reports on freighting possibilities to the “Big Four,” is closed down. Also in November, New York-Boston service is initiated. Fourteen Lockheed L-049s are ordered on December 1.
During the fourth quarter, 14 of the 20 DC-3s given up in 1942 are returned.
The company begins flying citrus and vegetable products from Florida to New York City on April 12, 1945.
A total of 43 DC-3s are now in service or being modified from C-47 status. One of these aircraft crashes into a swamp near Florence, South Carolina, on September 7 and explodes (22 dead); the wreckage is found by a local boy.
The carrier receives another rival when the CAB grants Delta Air Lines a Chicago to Miami route. However, the government regulators do allow Capt. Rickenbacker’s “Great Silver Fleet” to start flying roundtrips from Miami to Detroit.
On September 20, orders are placed for 14 Lockheed 049 Constellations, later upgraded to 649s equipped with an external Speedpak cargo and baggage container. Daily frequencies on the New York to Washington roundtrip service are increased to 27 on September 23 and 4 days later ground personnel are granted a 40-hour work week.
Frequencies to Natal are maintained until October 15, when they cease and the Military Transport Division is demobilized. Since its creation on September 1, 1942, the MTD has flown 45 million pounds of cargo and 130,000 passengers without ever cancelling a flight.
Fifty Martin 2-0-2s are ordered on November 23. A DC-3 with 15 passengers overruns New York (LGA) and crashes into Bowery Bay on December 31 (1 dead); the U. S. Coast Guard aids in the rescue.
Eastern Air Lines, on January 1, 1946, is the third largest of the “Big Four” domestic airlines, with a route network of 7,614 unduplicated miles.
A DC-3 with 17 aboard crashes near Cheshire, Connecticut, on January 19; there are no survivors. Participating in the postwar boom in commercial aviation, Eastern now begins flights from Miami to San Juan.
Converted to DC-4 civil standard and delivered in the company’s livery as “Silverliners,” 20 R5Ds (USN DC-4s) are leased from the government in the spring for a five-year period. Delivered between May and October, the aircraft are placed into service on the New York to Florida route.
On October 11, a C-54B with 4 crew and 22 passengers, crashes while on initial approach to the airport at Alexandria, Louisiana; although the aircraft must be written off, there are no fatalities. By late fall, the fleet also has 49 DC-3s available. One of these is damaged in a midair collision with a Universal Airlines plane over Aberdeen, Maryland, on December 20; 84 passengers on the two planes escape injury and the Eastern aircraft is able to continue its flight to Miami.
To counter Delta Air Lines’ new Miami to Chicago via Cincinnati service, Eastern introduces DC-4s on the same route in January 1947.
A DC-3 with 3 crew and 16 passengers is lost near Galaxy, Virginia, on January 12 (18 dead). On May 30, Flight 605, a C-54B en route from Newark to Miami with 4 crew and 49 passengers and a damaged tail assembly, goes into a near-vertical dive from 4,000 ft. up, crashing into the ground near Port Deposit, Maryland, where it explodes (53 dead). The tragedy is the worst airliner disaster to date.
Newark to Houston via New Orleans DC-4 flights begin on June 10. The first of 14 Lockheed L-649 Constellations join the fleet on May 13 and, beginning on June 17, initiate 6-times-per-day New York to Miami flights. The Lockheeds are also placed into service on the Miami to Chicago route. Flights terminating in New York are assigned to the international routes of Air France on August 3. Newark-Miami nonstop service begins on September 29 and. Miami’s Rickenbacker Causeway is opened on November 10. Multistop New York to Charleston, West Virginia, DC-3 frequencies begin on December 2.
En route from Houston to Boston on January 14, 1948, a DC-3 crashes near Washington, D. C. (five dead).
While flying from Boston to Miami on February 8, an L-649 piloted by Capt. Dick Merrill with 4 other crew and 20 passengers, loses an engine that crashes into the plane’s fuselage, killing a steward. Capt. Merrill is able to land the aircraft at Bunnell, Florida, where no other injuries are reported and it is revealed that an eight-month-old baby has slept through the entire incident.
New York to Atlantic City DC-3 service begins on March 2, followed by flights to Wilmington, Delaware, which start on April 28.
As the result of structural difficulties with the Martin 2-0-2, Eastern redesigns the aircraft for the manufacturer and orders 35 of this improved Martin 4-0-4.
The carrier now becomes one of the first to advertise its routes and frequencies over the radio; many of the commercials are read by entertainer and aviation enthusiast Arthur Godfrey, who becomes a close Rickenbacker friend.
En route from Philadelphia to New Orleans on January 5, 1949, a DC-3 crashes while making a scheduled stop at Birmingham, Alabama; no injuries are reported.
During the spring, President Rickenbacker, radio personality Godfrey, and various newspapermen make a 31-day tour of Latin America aboard an L-649. The goodwill visit stops at 15 Caribbean and South American communities, which are also examined for their expansion possibilities.
On July 28, after a U. S. Navy F6F irresponsibly buzzes a DC-3 with 3 crew and 12 passengers en route from Boston to Memphis over Chesterfield, New Jersey, the Douglas hits the fighter plane. Both aircraft crash and there are no survivors from either aircraft.
On final approach to Washington, D. C. (DCA) on November 1 after completion of a service from Boston, Flight 537, a C-54B with 4 crew and 51 passengers, collides with a Bolivian Air Force Lockheed P-38, piloted by Capt. Rios Bridoux. The accident occurs over the Potomac River at an altitude of 300 ft., a mile short of Runway 3; all 56 persons involved are killed. Bridoux survives the worst U. S. air disaster to date, claiming he did not see the Douglas transport nor understand warnings from the control tower.
During the year, 7 L-749As join the fleet and orders are placed for 60 Martin 4-0-4s.
On February 11, 1950, steward M. Fisher-Galati falls out of the door of a DC-3 over Tampa Bay, but hangs on to the door chains for 20 minutes until the Douglas can land safely. Another DC-3 crashes at Lexington, Kentucky, five days later, but no injuries are reported to any of the 18 aboard.
On April 14, Eastern becomes launch customer when orders are placed for 14 L-1049A Super Constellations.
Between June 9-17, after the CAB bans flights by charter carriers, the carrier joins with Pan American World Airways (1) to fly 5,000 Puerto Rican migrant workers to Michigan.
Later in the year, a stock purchase plan is started for all employees with three or more years seniority and reversion to an all-male flight attendant staff is completed.
During the year, all of the L-749s complete conversion into L-749As.
The CAB grants a direct New York-Puerto Rico route on January 26, 1951 as a supplement to Eastern’s existing Miami-San Juan service and the first nonstop test run is made on March 10.
Direct New York to San Juan service is inaugurated on March 26. New York City Mayor Vincent P. Impellitteri joins President Ricken-backer on the flight and participates in ceremonies marking the occasion with San Juan Mayor Rincon de Gautier the next day. On April 1, the carrier joins Pan American World Airways (1) in cutting New York-Puerto Rico tourist fares.
During the spring and summer, Miami to Houston authority is granted by the CAB. Eastern leases the Houston to Amarillo route of Braniff International Airways and enters into an interchange agreement with Trans World Airlines (TWA) for the remainder of the southern transcontinental route to California. The award is protested by National Airlines and upon CAB rehearing, EAL is denied the Miami to Houston route.
Following its maiden flight on October 15, the first of 60 Martin 4-04s is delivered, allowing the gradual return of the 20 leased USN R5Ds. Meanwhile, nine C-54 Skymasters are purchased from American Airlines and Pan American World Airways (1).
The first L-1049A arrives on November 26.
At Ocala, Florida, on November 27, a DC-3 with 20 aboard lands safely after brushing wings with a Civil Air Patrol plane; the USAF auxiliary plane crashes and its pilot is killed.
L-1049A Newark-Miami flights commence on December 17, with a second Super Constellation assigned to that route six days later. EAL is the first to place the Super Constellation into service and also orders 16 L-1049Cs for delivery two years later.
Enplanements for the year total 3.5 million.
Eastern employs the 4-0-4 to launch its New York-Miami via Columbia, Atlanta, and Jacksonville Silver Falcon service on January 10, 1952; the falcon on aircraft tails is painted in red.
After three disastrous crashes by other airlines since December, authorities close down Newark Airport, home to 65% of EAL’s New York operation. Improvised $1.5 million-per-month arrangements are made to transfer operations to the new Idlewild Airport until the ban is lifted.
On March 23, the board of directors of Colonial Airlines votes to accept a merger offer; however, the arrangement is opposed before the CAB by National Airlines. Ownership of the Montreal-based carrier will be contested by the two East Coast rivals for four years.
In late spring, orders are placed for Lockheed L-1049C Super Constellations.
Daily roundtrip, nonstop New York-Puerto Rico flights begin on August 24 and a Constellation, with 54 aboard, noses over while taxiing at Atlanta on August 31; no injuries are reported.
On September 26, the one-millionth (cumulative) passenger is boarded. Despite a flight engineers strike begun on December 1, all 60 Martins are in service by year’s end.
During the first half of 1953, orders are placed for 22 L-1049G Super Constellations. Meanwhile, on January 30, the final DC-3 flight is completed, Chicago to Miami, and the last Douglas is retired and given to the Smithsonian Institution. The last of 60 4-0-4s for the airline is completed at the Martin plant at Baltimore on February 3.
A Super Constellation, with 83 aboard, skids for a mile on its belly when its wheels collapse during a landing at Chicago Municipal Airport on March 3; only one passenger is hurt.
Ashland, Kentucky, and Huntington, West Virginia, join the route network on April 1. Super Constellation service to Nashville begins on April 26. Also in April, an interchange agreement begins with Northwest Airlines over a route from Miami to Seattle via Chicago (MDW). An EAL L-749A is employed on the route, with NWA cockpit and cabin crews operating the service from Chicago to Seattle and back.
On August 7, President Rickenbacker assumes the newly created post of company chairman and general manager; Secretary/Treasurer Thomas Anderson is appointed president.
The firm marks its twenty-fifth anniversary, profits are $136.5 million, and the 25-millionth passenger (cumulative) is boarded on September 15.
A Constellation bound for Puerto Rico with 5 crew and 22 passengers, crashes and burns while taking off in fog from New York (IDL) on October 18 (2 dead).
The Miami-Seattle interchange with Northwest Airlines is terminated at the end of October. Late in the year, L-1049Cs are introduced on the main north to south corridor as well as on the Florida to Chicago run.
A March 24, 1954 fire in the building adjacent to the Atlanta reservations center forces EAL personnel to seek other quarters; fast response results in a return to full service within eight hours.
A Constellation flies the New York-San Juan service on June 9 in a record 4 hrs. 40 min.
While circling Washington, D. C. (DCA) for two hours on August 7, a damaged Constellation with 77 aboard is repaired aloft and thus can land safely.
The carrier wins a USN contract on June 13, 1955 to fly cargo coast to coast.
A Constellation, with 60 aboard including U. S. Representative Kenneth Keating, makes a safe crash landing at Washington, D. C. (DCA) on July 14; no injuries are reported.
An interline arrangement is made with Braniff International Airways at Miami on August 18, which allows the Texas-based carrier to continue its South American services on to Washington and New York. Beginning on August 28, Super Constellations are assigned to the New York-San Juan service. A letter of intent is signed on September 27 for 40 Lockheed L-188 Electra turboprops. Also in September, 10 L-1049Gs are ordered.
Also ordered are 40 DC-7Bs Golden Falcons at $1 million per unit, each of which is complete with a passenger cabin interior designed by Cadillac’s Harley Earl and a lounge at the cabin rear.
In the fall, two DC-6Bs are leased from Pan American World Airways (1) and all of the Super Constellations are altered to all-coach configuration.
An interchange service with Northwest Airlines begins on December 15 between Miami and Minneapolis-St. Paul via Chicago. The service is initially operated by NWA Stratocruisers during the winter and EAL Constellations during the summer season.
A Super Constellation, about to depart for Miami on December 18, is held up and searched when an ominous ticking noise is heard; a loud alarm clock is found. While making an instrument landing at Jacksonville, Florida, three days later, a Constellation with 5 crew and 17 passengers, crashes; there are no survivors. Late in the month, orders are placed for DC-8-10s.
The actual order contract for the Lockheed Electras is signed on February 9, 1956. Options, which will never be exercised, are taken on 30 more.
The acquisition of Colonial Airlines is finally achieved on June 1 and gives Eastern routes to Canada, Bermuda, upstate New York, and New England. Unduplicated route mileage increases to 15,967. A total of 800 employees are added to the company’s 13,500. The company, which will operate its prize as a division under its old name until integration can be completed, is now able to claim that it, and not American Airlines, is the world’s largest airline in terms of passengers carried.
A Martin 4-0-4 with 3 crew and 20 passengers makes a forced landing near Owensboro, Kentucky, on February 17; although the aircraft must be written off, there are no fatalities.
Ten Lockheed L-1049Gs are now received and placed into “Night Owl” and first-class Montreal-Miami via New York service. Orders are placed for 40 Lockheed L-188 Electra turboprops at $2.4 million per aircraft. Shortly thereafter, $165 million is offered to Douglas for 16 DC-8-21s, an upgrade of the previous winter’s order.
On August 18, eight more New York to Miami flights are added because of the partial shutdown of National Airlines due to an Air Line Pilots Association (ALPA) strike.
The company begins replacing the DC-4s used on Colonial Airlines’ New York to Canada flights on October 15 with Constellations.
Through careful and stringent management, Chairman Rickenbacker is able to announce a $14.7-million profit for the year.
In April 1957, new Convair CV-440 Metropolitans are introduced as supplement to the Martin 4-0-4s.
A hard landing at Louisville on March 10 wrecks a Martin 4-0-4 with 3 crew and 31 passengers; there are no fatalities.
In significant difficulty with the CAB in the spring, North American Airlines leases its seven DC-6Bs to Eastern. Ground accidents claim an L-1049E and a DC-7B at Miami on June 28.
After 20 years of bilateral air agreement difficulties between the U. S. and Mexico, a resolution is achieved; Eastern begins DC-7B Golden Falcon flights from New York to Mexico City via New Orleans on July 23. Five days later, a DC-7B collides on the ground at Miami with one of the company’s L-1049s; although there are no fatalities, the former catches fire and must thereafter be written off. Service to the Mexican capital from the U. S. capital at Washington, D. C. is started on September 23.
A Martin 4-0-4, with three crew and two passengers, must be written off following a hard landing at Massena, New York, on November 14; there are no fatalities.
During the year, the carrier employs a single L-1049E and five L-1049H Super Constellations, the latter as freighters. In the same period the first Pitcairn PA-5 Mailwing constructed is donated to the National Air and Space Museum, where it becomes the second EAL aircraft donated to the Smithsonian and a long-lasting exhibit.
Following retirement of the last DC-4, the fleet in 1958 comprises 187 aircraft: 7 DC-6Bs, 48 DC-7s, 18 L-749s, 38 L-1049s, 20 CV-440s, and 56 Martin 4-0-4s.
A DC-7B crashes at Santa Monica on March 10 prior to delivery and is not replaced. A hard landing wrecks a Martin 4-0-4 at Melbourne, Florida, on March 17; none of the three crew or seven passengers are injured.
World History
