Written by Arthur Groten

It is no secret that I am enamored of all things related to commercial aviation. Back in May of 2013, I wrote about U.S envelopes preprinted to indicate airmail service. I ask your indulgence if I show some more, this time adding foreign ones. They speak for themselves and I will let them do that after a few brief comments.

The designs seem to fall into three basic categories: hand-drawn, those made by airline companies and those either generic or specific to a non-airline company.

Hand-drawn ones have a charm all their own. They are usually made for non-philatelic purposes, manifesting the sender’s imagination. They are direct descendants of the 19^th century British pen and ink covers (whose artistry is usually quite a bit more evident). The 1939 cover was carried from Belgium on the first flight from France to the U.S. The use of an air etiquette to help define the shape of the drawing shows some design sense. First flight covers rarely have such flamboyance. (Figures 1a&b)

Cpl. Holmes, stationed at Hawaii, received a rather striking cover from New York. It even has a tied-on Christmas seal. (Figures 2a&b)

A charming pen drawing graced the upper left corner of a 1946 cover from Belgium; the sketch shows a Belgian factory and an American skyline. (Figure 3) Something seen from time to time is the usual red and blue airmail border being added by hand. That makes sense in this return card for which the sender wanted air service. (Figure 4)

Figures 5-8 show four generic envelope designs: U.S. 1931 (Figure 5), Denmark 1950 (Figure 6), Guatemala 1937 (Figure 7) and Mexico 1945 with extra pizzazz from the censor label (Figures 8a&b).

Envelopes produced for use by airlines tend to be a bit more eye-catching: Brazil Condor 1934 (Figure 9), Brazil Panair 1939 of which there are a number of varieties (Figure 10), Paraguay Panagra/Panair carried on first Pan American flight from Asuncion to Rio (Figure 11), Peru Lufthansa 1938 (Figure 12) and Indochina Air Orient 1930 (Figure 13).

Figure 14 is a rather interesting outlier. The Uruguay 1931 envelope specifies that there was an additional fee of 50¢ to Comisión Gral. De Aeronáutica (General Commission not specifying an airline) for air service. The image at the upper left is typical of the remarkable graphics seen in Uruguay at this time.

When I find another critical mass of these lovely envelopes, I will share them. AS always I’s love to hear from readers.

Written by Jon Jamieson

1985-1989
Washington-Dulles, D.C.

Hoping to establish a discount airline market from a Washington-Dulles base, former PEOPLExpress executive Harold J. “Hap” Paretti, founded Presidential Airways on March 20, 1985. The new airline was to be full-service with low fares providing jet service from Washington-Dulles to cities in the South and New England. With the challenge in securing at least $2 million in start-up capital and leasing several ex-Lufthansa Boeing 737-200, Presidential Airways took to the skies on October 10, 1985.

Initial service was centered on a Dulles “hub” with flights to Boston, Cincinnati, Hartford, Indianapolis, and Miami. Within a few months, United Airlines, itself having a large presence at Washington-Dulles announced a major East Coast expansion in direct competition with Presidential. The airline prevailed and continued to acquire additional Boeing 737s and expand its route structure whereby the summer of 1986, the airline was flying to eighteen destinations including Montréal, Canada.

In June 1986, Presidential placed an order for five British Aerospace BAe 146 aircraft, with the intent of using the new plane on smaller, secondary cities not economical for the Boeing 737. The year 1986 also saw the introduction of “commuter” service, when Presidential purchased Colgan Airways to provide feeder services from Dulles under the banner “Presidential Express.” At its peak, during the fall of 1986, Presidential Airways was flying thirteen Boeing 737s and nine BAe 146s to nineteen cities with almost 300 weekly flights.

Still struggling with intense competition Presidential signed an agreement with Continental Airlines to become that carriers “Jet Express” feeder at Dulles in January 1987.

The Continental agreement lasted less than a year, with the airline again resuming operations under its own name, before making an agreement with United Airlines in 1988 to flying connecting service. Still under intense competition and suffering financially, Presidential Airways filed for bankruptcy on October 26, 1989, and operations eventually ceased on December 4, 1989.

Written by Charlie Dolan

 

Some additional Canadian carriers

Air Inuit    3H  AIE     1978 – present

Air Ontario   GX  ONT    1983 – 2001 (to AC Jazz)

Air Transat   TS  TSC   1987 – present

Norontair   NOA   1971

Northwest Territorial Airways  1960s – 1997 (to First Air)

Canadian Airways  1930 – 1942

Central Northern A/W   1947 – 1956  (became Transair)

City Express   OU  OUL    1984 – 1991

Greyhound Air   1996 – 1997

Written by Charlie Dolan

A while back, before my Boeing 747 article, I spent some time talking about the two (now one) major airlines of Canada.

This time around I’d like to feature some of the carriers, and their insignia, which over the years either went bankrupt or merged with other airlines, thus losing their distinct identities. Most of these were large regional carriers, but some were large charter airlines with routes all around the globe and with large staffs.

The first I mention, Canadian Colonial Airways, operated between 1942-1956 before heading south to become Colonial Airlines, which ultimately was absorbed by Eastern Air Lines.

Eastern Provincial Airways (PV-EPA) 1949-1986 operated in the eastern part of Canada and had a presence in Montreal. They eventually merged into Canadian Pacific.

Maritime Central Airways 1941-1963.

Again, as the name implies, this carrier operated in Canada’s east and, before disappearing, formed the new carrier, Nordair.

Nordair  ND  NDR  1947-1987

Nordair operated into the north of Canada using Boeing 737s into gravel airstrips that required special gravel pans around the nose wheels and special pressure probes at the front of the engines to keep stones from damaging the turbine and stator blades. Several of the aircraft were combis, with cargo up front and passengers in the rear. During the winter, weekday flights went north of the arctic circle and on Saturday mornings the same planes operated charters from Montreal to Miami or Ft. Lauderdale.  It showed how versatile the Boeing 737 was.

Nordair was obtained by CP Air

Quebecair QB  QBA 1947-1986

Quebecair operated scheduled service as well as charters utilizing Fokker F-27s, BAC 1-11s and Boeing 737s. Toward the end of its existence, it obtained DC-8s, hoping to expand it’s long haul operations, but CP Air made them an offer they could not refuse. In the early 1980s, Quebecair sold two of the BAC1-11s to Nigeria’s Okada Air and I was able to get some photos of one of them in Okada livery.

Transair   TZ   1956-1979

Transair was one of the first carriers to be absorbed, merging into Pacific Western Airlines.

Wardair Canada  WD  WDA   1952- 1989

I have a feeling that Max Ward was one of the few people to have made money in the airline business. He started with bush flying in single engined airplanes and wound up with a fleet of company owned DC-10s and Boeing 747s and an airline which maintained a reputation of providing great service worldwide. Wardair became part of Canadian

I hope you’ll enjoy the article and the images.

Written by Emma Rasmussen

The airline industry of quieter engines, carbon fiber, advanced computers, and glass cockpits is a far cry from the industry that followed the Second World War. Instead, the airline industry consisted of piston-driven airliners, chrome fuselages, iconic cheatlines, and a whole lot of smoke. Enjoying economic superiority and unscathed infrastructure, the United States dominated this bygone aviation industry with the innovations that directly resulted from the war. However, the United States was not alone in recalibrating its focus on civilian aviation with newfound technology. Despite being on the mend from a tumultuous war, Britain was investing heavily in its civilian aviation sector and had successfully developed the first ever jet airliner. The sleek design of the De Havilland DH106 Comet and its quieter, more comfortable passenger experience became an attractive distinction from the noisy propellor aircraft of the era. British Overseas Airways Corporation (B.O.A.C) was keenly interested in introducing the aircraft to its fleet, and did so in 1954 with a voyage between London and Johannesburg.

Her Majesty’s pioneering aircraft, and the national prestige it attracted, was short-lived, much to the misfortune of De Havilland. Numerous hull-losses from structural failure and a flawed wing profile marred the image of Britain’s aviation industry, and the Comet subsequently lost public confidence. After design modifications to the aircraft, it quietly continued service for over a decade. Unfortunately, the British jetliner market never fully recovered as the world’s airlines opted for the American Boeing 707 and Douglas DC-8. Aviation’s so-called “jet age” came into its own shortly thereafter, with the Americans once again dominating. The British aviation industry, now largely privatized, continued to develop future jet airliners in hopes of finding their own success.

One such result of their venture was the Vickers VC-10, a handsome airliner that was the visual epitome of 1960s optimism. Unexpectedly birthed from the Vickers Valiant, a high-altitude bomber and member of the Royal Air Force’s (RAF) “V Force,” the VC-10 began its life on paper as a potential tanker, military transport, and airliner. B.O.A.C heavily invested in the program, seeking an aircraft that could serve higher, hotter, and shorter airfields for their eastern routes. The development of the VC-10 was effectively an extension of the cancelled VC-7 project, which had been in progress during the 1950s. While the VC-10 was an entirely new aircraft, much of the technology used for the VC-7 was allocated towards the alternative project.

Vickers-Armstrongs Limited undertook the VC-10 in earnest upon learning of De Havilland’s proposal to update its ill-fated Comet. Additionally, Handley Page had offered to develop an airliner based on their RAF “V Force” contribution, the Victor. Amid mounting pressures, the Vickers VC-10 prevailed over the competing propositions, as it was the only firm willing to launch the airliner privately. In 1962 the VC-10 was rolled out of the Weybridge factory in Surrey, which then went on to endure two months of ground and taxi tests, and finally made the first flight.

The final design of the VC-10 featured a swept-wing with ample surface area, a T-shaped empennage, and four rear-mounted engines in a quad layout. The T-tail provided additional lift to aid the present design’s abilities, although it increased the aircraft’s risk for deep stalls. Vicker’s concept was unique, as only two other aircraft had a similar engine configuration. The Soviet Ilyushin IL-62 was slightly larger and more widely exported, but was plagued with safety implications. Lockheed had also developed an aircraft known as the JetStar business jet with this engine configuration. Though seemingly relegated to history and largely forgotten to the rest of the world, the VC-10 became a British icon and a favorite of the RAF.

Vicker’s choice of engine placement enabled a quieter cabin, and the powerful Rolls Royce Conways satisfied the higher, hotter, and shorter airfield requirements. B.O.A.C had previously lost faith in the British aviation industry due to the countless delays surrounding the Bristol Britannia and the bad press after several fatal Comet accidents. Naturally, they were reluctant to trust the VC-10. Amazingly, B.O.A.C was impressed with the design and placed an order for 35 aircraft with options for 20 additional aircraft. Airlines from developing nations such as East African Airways and Ghana Airways saw the benefit of having the VC-10 in their fleets, thus placing their orders shortly thereafter.

Entering service with B.O.A.C by the mid-1960s, the VC-10 attained higher load factors than its American competitors, the Boeing 707 and the Douglas DC-8. As a result, the aircraft earned a positive reputation with B.O.A.C. Additionally, the engine performance and overall design significantly increased the aircraft’s range and speed. The passenger cabin was defined by a six abreast seating layout and divided by a single aisle. Depending on the variant, the aircraft could accommodate a 100-150 passenger payload. While most argue that the fastest subsonic airliner was likely the American Convair 880/990, the VC-10 is famous for holding the world record for fastest subsonic transatlantic crossing ever. In 1979, a British Airways VC-10 departed New York for Glasgow-Prestwick, arriving in 5 hours and 1 minute. Only the supersonic Concorde crossed the Atlantic faster. Shea Oakley, an expert aviation historian and Executive Director Emeritus of the New Jersey Aviation Hall of Fame, had his first ever flight on the VC-10. “The VC-10 sparked my lifelong passion for commercial flight” Shea expressed with a tinge of nostalgia.

The airliner’s success within the confines of Britain called for several variants, one of which being the Super VC-10. The aircraft became popular in B.O.A.C advertisements and was ostensibly not unlike the standard VC-10. However, the Super VC-10 had an updated wing, stretched fuselage, and an updated power plant. The Super VC-10 was in passenger service well into the 1980s, later undertaking RAF roles such as aerial refueling. B.O.A.C opened routes to South America utilizing the VC-10, though British Airways would become the successor to B.O.A.C and shut down these routes during the 1973 oil crisis. Unfortunately, the aircraft failed to break out of the apparent “British bubble,” not including a few orders from the African airlines. Nevertheless, it was a popular aircraft to fly for both the average passenger and crew member. Tony Yule, an airline veteran of 46 years and former VC-10 pilot for the RAF and B.O.A.C says as much. “It was a lovely, lovely aircraft to fly. So smooth, so quiet for the passengers. It was magic, it handled like a dream” said Tony. “If I hadn’t flown Concorde in the 80s and 90s, I would have said the most iconic aeroplane was the VC-10.”

During the 1970s, the RAF leased a single VC-10 to Rolls Royce as an engine test bed. Rolls Royce was seeking a platform to experiment with their latest engine, the RB.211. This engine was later used on more notable airliners, such as the Lockheed L-1011 Tristar and Boeing 757. There had been some consideration regarding the possibility of re-engining the VC-10. Instead of four Conway engines, the VC-10 would be updated with two RB.211 engines. The idea did not leave paper, and the aircraft was returned to the RAF. The airlines also considered hush-kitting the Conways as noise regulations evolved, but the costs were too high to justify the modifications.

By the 1980s, British Airways and the African airlines were phasing out their VC-10s in favor of other emerging airliners. The RAF purchased the retiring aircraft from the airlines, and retrofitted them to become aerial tankers or military transports. Like B.O.A.C, the RAF was attracted to the VC-10’s performance and had been operating them since the 1960s. The VC-10 would go on to serve in several missions. During the First Gulf War, several VC-10 tankers were stationed in Bahrain, Saudi Arabia, and Oman. The VC-10 participated in enforcing no-fly zones while airstrikes were being carried out over Iraq in 1998. After the September 11th attacks in 2001, the VC-10 spent the remainder of its flying career in Afghanistan. In 2013, the RAF retired their VC-10 fleet in favor of modern aerial tankers and military transports.

Like many other British airliners from the early jet age, the VC-10 is often regarded as “underrated,” and unfortunately “left in the dust” by its American counterparts. In Britain, the VC-10 is considered a piece of aviation heritage, with several on display at local air museums. At Bruntingthorpe Aerodrome, a VC-10 is maintained and in taxiable  condition. A second VC-10, the last ever to fly, is a static display. A vestige of an antiquated era, the VC-10 remains symbolic of mid-century optimism, innovation, and excellence. The VC-10 leaves behind a legacy of speedy flights, quietude and comfort, and a lustrous reflection of 1960s aeronautical design.

Notice: This article was originally published in Horizons, online student paper of Embry Riddle- Prescott

Written by Shea Oakley

By Markus A. Jegerlehner
Self-published
ISBN 979-3-033-07429-3
167 Pages

This unusually large and beautifully assembled photo-book about the until recently Breitling-sponsored Super-Constellation, HB-RSC was obviously a labor of love for its author. Photographer, author and “Star of Switzerland” project contributor Jegerlehner’s text not only shows he knows the story of this Connie inside and out, but also clearly reflects his deep affection for, and devotion to, one of the very last flyable examples of the type.

His well-detailed history of this C-121-C/L-1049F, serial # 4175, takes us through the airplane’s years with the USAF and later the Mississippi Air Guard. It continues through its six years of use as a firebomber in the American West, and several short periods of ownership by people with big ambitions for the airplane, but insufficient cash. We then learn of it’s eventual “salvation,” initially by the U.S.-based Constellation Historical Society which then continued, and was brought to air-worthy fruition, by the Swiss-based Super Constellation Flyers Association, with financial backing from Breitling, the Swiss watch manufacturer. During its lifetime the airplane has been based everywhere from Mississippi to Germany (where it is is now undergoing a complete structural overhaul to put HB-RSC back into flying condition after losing its Swiss airworthiness certificate in 2017 due to some structural issues). During the previous several years the “Star of Switzerland” had been just that, one of the major stars of airshows all over Europe.

While the greatest strength of this book is found in its profuse selection of all-color photographs by the author (taken of the airplane from seemingly every angle, inside and out, on the ground and in the air) it is also a great source of information about Constellations in general, including a full type history as well as reproductions of cockpit checklists, and other technical details unique to this particular Connie.

In short, this is the kind of book which any fan of the Lockheed triple-tailed beauty from Burbank, and prop-liners in general, would be proud to display on the coffee table of their living room for fortunate aviation-minded houseguests to fully appreciate. The photos are not only well-taken but are also so numerous as to almost qualify Super Constellation <<Star of Switzerland>> as a full visual guide for aircraft modelers. Overall print and reproduction quality of this 9 ¼ X 13 ½ inch volume are excellent (to give you some idea of its size my home scanner couldn’t quite incorporate the entire cover for the above image!)As the book’s author and publisher, Jegerlehner obviously invested quite a bit of both his heart and his substance into making this book as impressive as it is.

So, if you are a devotee of both the Lockheed Constellation, and a valiant and successful effort to save one of the last of these legendary airplanes, this book is a must have.

Availability: Copies of this book can be ordered directly from the author’s website,fotojeger.ch, for US$68.00 each

Written by Lane Kranz

Seaboard & Western Airlines was founded in 1946 to connect the eastern seaboard of the United States with Western Europe and the Middle East.  Over the years, Seaboard would establish itself as the preeminent carrier of cargo on the world’s richest trade routes; routes that would eventually give rise to 25 different airline competitors.  Among many “firsts”, Seaboard was the first airline to fly an all-cargo flight across the Atlantic, first airline to land and takeoff at Idlewild (now JFK), first airline to fly support for the Berlin Airlift, and the first airline to fly a Military Air Transport Service (MATS) charter.

In addition to all-cargo flights, Seaboard flew passengers throughout its history.  Most of Seaboard’s passenger flying was done for other airlines under wet-lease contracts and for the U.S. government.  Seaboard operated a number of different aircraft types, including the DC-4, Lockheed Constellation, Canadair CL-44D, DC-8, 707, and 747.

On April 4th, 1961 the company’s name changed to Seaboard World Airlines.  On October 1, 1980 Seaboard World Airlines was absorbed by The Flying Tiger Line, Inc.  And, on December 16, 1988 The Flying Tiger Line, Inc. was absorbed by the Federal Express Corporation.

Seaboard earned the respect of the entire aviation community for its remarkable safety record: 33 years flying all over the globe, often with minimal support, without a single fatal accident.  In U.S. aviation history only Hawaiian Airlines, which started before World War II, compiled a longer record of no injuries or fatalities.

Junior Wings issued by Seaboard:  Above,  metal Future Pilot and Jr. Stewardess (both pre-1960) and plastic Junior Wing (post-1961) when the company name changed to Seaboard World.

Written by Charlie Dolan

It took me only 47 years from the time I first saw a Boeing 747 in real time until I had my first flight on “The queen of the skies”.

My first flight was on my tenth birthday in 1954, I first soloed in 1965 in a Piper J-3 Cub and I have been hanging around airports for at least forty-five years as both an Army officer and a civilian. I’ve ridden in allsorts of flying machines, single engine, twin engine, push – pull Cessnas, tri-motors, military helicopters and a wide variety of two, three and four engine airliners. The one aircraft which eluded me was the Boeing 747. It seemed that no matter where I traveled, the 747 was going in the same direction at the same time as I.

I first saw a 747 in 1972 when a Pan American charter flight passed through Niagara Falls (NY) International Airport (KIAG). That same year, while at Fort Dix, NJ for a two week Army reserve active duty period, two other officers and I went up to JFKIA and got to go on board a Pan Am 747 which was at the gate for an evening departure. My Customs ID and badge made that tour possible.

I had been ON many 747s during my thirty-six year career with the U.S. Customs Service, but never when their main engines were running and the aircraft was not firmly planted on the ground. I have searched the 747 in many configurations, in passenger service, cargo operations and VIP transport versions. I knew its interior, exterior and all the areas below decks. But, I had never been off the ground in one.

That depressing situation changed on December first of this year. My wife and I had booked a river cruise on the Danube to visit the German and Austrian Christmas markets. We have been on many deep water cruises, but this was our first river cruise. Once I saw that we had been booked on a Lufthansa Boeing 747-400. I had to jump into action. I wanted Karen to see why that plane fascinated me so much that I wrote to Lufthansa’s Orlando station manager to see if it could be arranged for us to board a tad early so I could show her around the aircraft.

At check-in we were greeted by the assistant station manager and we were  allowed us to board with the families with children. I was able to stow our hand luggage quickly and give Karen a quick tour of the upper deck. I asked about a peek into the cockpit, but the purser indicated that the crew was occupied with pre-flight duties. Just after we returned to the lower level, the purser called us back and said that the captain would allow us to visit the “front office”. We had an enjoyable conversation with the two experienced pilots and thanked them for their time. Karen was allowed to take a photo of them – “as long as it wasn’t going to be on facebook”.

The flight to Frankfurt was comfortable and the landing was as smooth as any I have ever experienced. It was a tribute to both the aircraft and the crew. It was one more item checked off my “bucket list.

 

 

 

 

 

Written by Marvin Goldman

EL AL Israel Airlines was founded in November 1948, six months after the birth of the State of Israel.  The name ‘EL AL’ is taken from the Bible’s book of Hosea and means ‘to the above’ or more poetically ‘to the skies’.

To help identify the dates of postcard issuance and their aircraft images, I have provided information on dates of the aircraft types and different liveries utilized by EL AL over the years.  EL AL also issued many advertising postcards, and these will be the subject of a separate article.

The airline started scheduled service in July 1949 with two Douglas DC-4 aircraft acquired used from American Airlines, and soon thereafter it added a handful of smaller World War II surplus Curtiss C-46 Commandos acquired from the Israel Air Force.  EL AL did not issue any postcards of these two aircraft types during the years they were in service — 1949-1955.  However, two airport cards show EL AL DC-4s among other aircraft, one in London (see the first image below) and one at Ciampino Airport in Rome, and I also have a 1949 postcard produced by the photographer of Lod Airport (now Ben-Gurion Airport) showing three early EL AL crew members with a portion of a DC-4 in the background (second image below).

Also, in 1979 EL AL issued an eight-postcard set showing art drawings of its aircraft by Israeli artist Danny Shalom.  The set included a military C-54 (labeled a ‘DC-4’ and registered 4X-ACA) utilized on a special flight in September 1948 to bring Chaim Weizmann from Geneva to Israel to be sworn in as Israel’s first President, which aircraft was the first to bear the ‘EL AL’ name.  Another postcard in the set shows an EL AL C-46 (third image below).

The earliest postcards issued by EL AL itself featured its Lockheed Constellation aircraft which served the airline from 1951 to 1961. Here is the first postcard issued by EL AL itself.

EL AL issued two other Constellation postcards in the early 1950s.  Each is a graphic art card showing an aircraft with a map of Israel in the background.  Here is one of them.

In addition, an EL AL Constellation is shown on airport postcards at Zurich (at least four different cards), Rome and Johannesburg – Palmietfontein.

In December 1957 EL AL introduced the new jet-prop Bristol Britannia, becoming the first airline outside England to do so. Simultaneously EL AL launched a broad advertising campaign, which included the following rare detachable group of six Britannia postcards.

The Britannia’s reign was short-lived, with the last departing EL AL’s fleet in early 1967.  The pure jet era supplanted the front-line role of the Britannias soon after the Britannias entered service.  EL AL’s pure jet era began with its acquisition of Boeing 707s in 1961 and Boeing 720B’s in 1962. Since 1961, EL AL has acquired only Boeing aircraft.

In 1971 EL AL introduced the Boeing 747-200 ‘jumbo jet’ to its fleet, eventually operating eleven -200s with Israeli ‘4X’ registrations and one -100 series freighter . The 747 series (including the 747-400 model first acquired in 1994) served as the flagship of EL AL’s fleet from 1971 to early 2001 (when EL AL’s first 777s entered service), with the last 747-200 exiting the fleet in 1999 and the last 747-400 in November 2019.

During 1980-89 EL AL operated four different 737-200s on short-haul routes.

In 1983 and 1987 respectively, EL AL introduced Boeing 767s and 757s to its fleet, featuring more modern cockpits and improved fuel efficiency.  EL AL operated six 767-200s at varying times between 1983 and 2013; ten 757-200s between 1987 and 2013, and seven 767-300ERs between 2004 and March 2019.

In 1994 EL AL acquired the first of eight Boeing 747-400s for its fleet. With this aircraft type, EL AL changed the colors of its livery ‘EL AL’ titles from black and gold to light blue and dark blue.

In 1999, on EL AL’s 50^th anniversary and the acquisition of its fourth  747-400 (4X-ELD), EL AL introduced an all-new livery with dark blue and silver ‘ribbons’ and lettering on a white base.

In early 2001, to modernize its long-haul route aircraft, EL AL started to acquire Boeing 777-200ERs, with the number rising to six.

For short-haul routes, EL AL turned to Boeing 737 New Generation aircraft, starting in 1999. These included two 737-700 (in fleet 1999 – 2016), fifteen 737-800 (acquired between 1999 and 2018 and still current), and eight 737-900ER (acquired between 2013 and 2016 and still current).  I am not aware of any 737 New Generation postcards issued by EL AL.  Here are two publisher-issued cards.

EL AL’s long-haul fleet renewal started in 2017 with the arrival of the first of 16 Boeing 787 ‘Dreamliners’ ordered.  By the end of 2019, 13 Boeing 787-9s and one 787-8 had joined its fleet.  Three more 787-8s are on order and expected to be received by March 2020.

On 3 November 2019 EL AL operated its last 747-400 flight — Rome to Tel Aviv with 4X-ELC.  EL AL marked the occasion with many souvenirs, including a five-card ‘747 Farewell’ postcard set.  Only 500 sets were printed, and all were distributed to the passengers who filled the aircraft and others close to the airline.  Here is one of the postcards from the set.

I hope you enjoyed this article on the postcards of EL AL aircraft, and until next time, Happy Collecting!

Marvin G. Goldman

Notes:  Originals of all the postcards illustrated are in the author’s collection except for the fourth card shown (an EL AL Constellation on a test flight in Southern California) which is in the collection of Greg Smith.   My estimate of their availability: Rare postcards–the DC-4 crew, Constellation on test flight, Constellation at Zurich, and Britannia six-card composite; Uncommon–DC-4 at London, Constellation on map, Britannia and globe, 747-200 ‘Welcome to Israel’, Sun d’Or 757, 747-400 original livery in booklet, and 747-400 ‘Farewell’ card; the rest are fairly common.

References:

1. EL AL’s website, elal.com, and Facebook page ELALIsraelAirlinesUSA.
2. Website israelairlinemuseum.org.

Written by George Andritsakis

Western Airlines.  America’s Senior Airline.  The Only Way to Fly.  It helped make Los Angeles the big-time metropolis that it is (San Francisco, at the time, was far bigger, and was also the West Coast Terminus for the Transcontinental Air Mail).  It put Salt Lake City on the map as a viable airline hub, not just another backwoods destination.  Movie Stars flew them all over the West Coast.  Champagne and Hunt Breakfast Flights.  Swizzle Sticks and Wally Bird.  The airline that got me utterly HOOKED on this wild and insane industry.  Western was never a giant, but it managed giant feats for an airline its size, and with its geographical handicaps (thanks to a laggard Civil Aeronautics Board, Western’s Route System grew very slowly).  Once deregulation hit, the airline found itself struggling to survive.  Only a drastic redrawing of is system centered around the principal hub of Salt Lake City and a secondary hub in Los Angeles could save Western from an early grave.  That same new management also decided that the recently ordered Boeing 767-200’s just didn’t fit the new route structure, so the order, instead of being cancelled and valuable deposit money being lost, was converted to an order for a mix of Boeing 737-200’s and the still in development 737-300.  This move turned out to be the best thing for Western, and the rest is history.

Ever since I was a kid, I had always kept an eye out for any model with the iconic “Flying W” livery on it.  Any scale, any size, didn’t matter.  I had to have it.  Over the years, the 1/400 scale industry has exploded, and there have been a few Western Airlines releases over the years,  but usually it was in the Indian Head livery of the 1950’s and 1960’s, or the red and white “Flying W” livery introduced in 1972.  Very few offerings of the final bare metal “Bud Lite” scheme.  In fact, Gemini Jets released the DC-10-10 in said livery, and Aeroclassics also released a 737-300 and 727-200 as well, all of which have a spot in my collection.  But when Gemini Jets announced in Summer 2019 that they were releasing a 737-300 of N306WA, the 8^th 737-300 delivered to Western, I never got the memo.  In fact, I never knew about the model until I walked into The Airplane Shop in Las Vegas just the other day!  So, I did what anyone in my predicament would do.  I bought the model and brought it home for review.

I’ve found most 737-300 models in 1/400 are terribly tail heavy, and therefore, tend to lean back on their tail when put on display.  The only ones I haven’t noticed this with are the original Dragon Wings mold (the New York Air example comes to mind).  In terms of the mold itself though, Gemini has the best one.  It is far more accurate and detailed that Dragon Wings was, or even Jet-X or Aeroclassics at that.  It also has a good heft to it as well and is solid metal through and through (unlike Dragon Wings).  The engines are (for once) properly sized and shaped to scale with the model, and the landing gear is correctly sized with the tires not oversized.  There’s quite a few molds out there that suffer from that (the original Gemini Jets 707’s for example).   The cockpit windows and window rows are properly placed and printed correctly as well (again, this seems to be a big issue with the 1/400 scale).  The livery is perfectly placed and in the exact shades it should be.  All in all, despite the tail-heavy tilting, it’s a fantastic model, worthy of being picked up by ANYONE into the classic airlines of yesterday.

My absolute favorite thing about Gemini Jets models is the packaging.  On the 1/400 models, you lift the top cover up to reveal the model, and the inside of the cover details the history of the aircraft type, and also includes pertinent information about the particular aircraft itself, such as delivery date, line number, etc.  It’s very cool packaging indeed, something I wish they would’ve done with the larger Gemini200 1/200 scale model line as well.  Ah well, maybe in the future?  Just something to think about, dear ADI (the folks who make Gemini Jets).

Speaking of the aircraft itself, N306WA was the 8^th Boeing 737-800 delivered to Western Airlines, the 1,173^rd Boeing 737 off the line, first flown on November 18, 1985; and delivered to Western just a few weeks later, on December 6.  She flew with Western for a little over a year when Western was fully merged with Delta Air Lines on April 1, 1987; where she flew faithfully and reliably until she was retired and withdrawn from use in May 2006 and met the scrappers torch in May 2007.  Delta’s 737-300’s were my favorite aircraft to fly on, and aside from a few examples, all of the former Western birds (and a pair of ex-Western Pacific logojets) stuck to the Salt Lake City hub during their tenure.