Written by Marvin G. Goldman.

Atlanta, Georgia boasts the number one airport in the world measured by number of passengers.  Over 100,000,000 travelers fly from and to Hartsfield-Jackson Atlanta International Airport (‘ATL’) each year.  Nonstop flights operate from this hub to over 150 domestic and 70 international destinations. This article traces the development of Atlanta’s premier airport as shown on postcards.

The original site of Atlanta International Airport was once an oval two-mile automobile and motorcycle race track or ‘speedway’, developed from farmland and swampy meadows in 1909 by Asa Candler, the founder of Coca-Cola and later a mayor of Atlanta.

The speedway was not financially successful, so Candler started air shows and air races to keep it alive, but by the end of 1910 the operation ceased and the race track was abandoned.  The infield of the track, however, started to be used occasionally as an aircraft landing field.

By the early 1920s the City of Atlanta recognized the need for a municipal airport and sought a suitable location.  William Hartsfield, an Atlanta city official at the time and later Mayor, suggested the site of Candler’s track.  Candler gave a five-year rent-free lease of the land to the City, and construction began in 1925.

The first commercial flight into the new airport, named ‘Candler Field’, occurred on 15 September 1926, by Florida Airways delivering mail, but that airline ceased operations in 1927.  Successful lasting scheduled air service in Atlanta started on 1 May 1928 by Pitcairn Aviation (later known as Eastern Air Lines).  On 13 April 1929 the City purchased the airport’s 287 acres of land for $94,400 and changed its name to ‘Atlanta Municipal Airport’, although the name ‘Candler Field’ continued to be used until the mid-1940s.  Delta Air Service (later known as Delta Air Lines) became the next airline to add regular service to Atlanta, starting 18 June 1930.  Eastern and Delta then dominated air service in Atlanta for many years.

On 7 May 1932 Atlanta airport opened a new administration and passenger terminal.  This terminal appears in the center of the following two postcards.

In March 1939 Atlanta airport inaugurated its first control tower, erected atop the 1932 terminal building, seen in the center of the following postcard.

In October 1940 the U.S. Government designated Atlanta airport as a military base alongside the airport’s civil aviation role, and during World War II (1941-45) ATL doubled in size.  Meanwhile, Delta in 1941 moved its headquarters from Monroe, Louisiana, to Atlanta, further adding to the airport’s prominence.  With military and civil airline expansion, ATL in 1942 experienced a record 1,700 takeoffs and landings in a single day, making it the busiest airport in the U.S.

By 1948 the Atlanta terminal built in 1939 could no longer handle the volume of passengers.  More than 1 million passengers came through ATL that year.  Airport officials worked on plans to build a much larger terminal, and on 9 May 1948 they moved ATL’s operations ‘temporarily’ into a war-surplus hangar, which became known as the ‘Temporary Passenger Terminal’.  The control tower atop the 1939 terminal, however, remained in use until a new one opened in 1961.

Atlanta’s ‘Temporary Passenger Terminal’ proved to be not so temporary.  It remained in use from 1948 until May 1961 when, after nearly a decade of planning and construction, the Atlanta Municipal Airport finally opened its new ‘Jet Age’ terminal, publicizing it as the ‘largest single terminal’ in the U.S.  The terminal was designed to accommodate 6 million passengers a year, but in its first year 9.5 million used it!

 

On 22 February 1971 former Atlanta Mayor William Hartsfield died.  He was the person who, in the early 1920s while serving as an Atlanta alderman, suggested the site of Asa Calder’s former auto speedway to be the location of Atlanta’s main airport.  On 28 February, what would have been his 81^st birthday, the airport’s name was changed to William B. Hartsfield Atlanta Airport in his honor.  Four months later, on 1 July 1971, when Eastern Air Lines introduced the airport’s first international service (to Mexico and Jamaica), the airport’s name was again changed — to William B. Hartsfield Atlanta International Airport.  The new name appears on the next two postcards.

During the 1960s and 1970s passenger traffic at Atlanta continued to grow rapidly. The designed capacity of the 1961 ‘Jet Age’ terminal proved to be insufficient from the time it opened. Further concourse and gate additions were made, but passenger growth continued to outpace the expanded facilities.  As early as 1964, formal planning studies recommended a completely new ‘Midfield’ terminal concept, in a central location between the runways.  This concept was adopted, and after years of construction the new Midfield terminal opened on 21 September 1980.

The ‘Midfield’ design included two symmetrical landside terminal sections.  These were connected to four remote parallel concourses by an underground ‘transportation mall’ featuring moving sidewalks and a modern shuttle system. The design was modular, and this enabled the airport to extend the underground area and add more concourses as passenger traffic increased.  The Midfield complex, with expansions over the years, is still in operation today.  It is the largest passenger transfer hub in the world.

In October 2003, in honor of the late Atlanta Mayor Maynard Jackson, the airport was renamed ‘Hartsfield-Jackson Atlanta International Airport’.

2017 marked the 20^th consecutive year that Atlanta International Airport has been recognized as the busiest airport in the world.  ATL is the only airport  ever to reach the 100 million passenger mark in a single year.  2017, with nearly 104 million passengers, was the third consecutive year that ATL surpassed that milestone, and it is likely to have done so again in 2018.  ATL also is number 1 in the world in aircraft movements, with 879,560 operations in 2017.

Atlanta International Airport is now expanding and modernizing further as its passenger volume continues to grow.  It is implementing a 20-year master plan adopted in 2016 that includes modernization of the existing terminals, expansion of Concourses D and T, construction of a new international Concourse G, new parking and ground facilities, a new sixth runway, and many more features to enhance the flying experience.

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Come see the amazing Hartsfield-Jackson Atlanta International Airport for yourself.  The 2019 annual Airliners International show and convention will be held during 19-22 June 2019 at the Delta Flight Museum located at the airport.  The following postcard shows the collecting scene at the previous (2015) Airliners International show in the Delta Flight Museum, with the Delta Boeing 767 ‘The Spirit of Delta’ right inside the show venue.

I also encourage all airline and airport postcard collectors who are members of the World Airline Historical Society to enter the Airliners International 2019 Postcard Contest in Atlanta, 19-22 June 2019.  Postcard contest rules are on the show website, www.airlinersinternational.org.  Whether you win or not, your entries stimulate others to start or expand airline memorabilia collecting, and it’s a great boost for all collectors.

All postcards shown in this article (except for the first two which are internet images) are from the author’s collection.

References:

1. David Henderson website ‘sunshineskies.com’, tab ‘ATL History’. This is an outstanding site with a remarkable detailed pictorial history of Atlanta airport from 1909 through the 1990s.
2. Hartsfield-Jackson Atlanta International Airport website, ‘atl.com’, tab ‘About ATL’, subtab ‘History of ATL’.
3. Delta Flight Museum website, ‘deltamuseum.org’.
4. Cearley, Jr., George W., A Pictorial History of Airline Service at Atlanta, 168 pp. (self published, 1991).
5. Braden, Betsy & Hagan, Paul, A Dream Takes Flight: Hartsfield Atlanta International Airport and Aviation in Atlanta (Univ. of Georgia Press, 1989).
6. Davies, R.E.G. (a) Delta: An Airline and Its Aircraft — The Illustrated History of a Major U.S. Airline and the People Who Made It, illustrated by Mike Machat. Paladwr Press (1990); and (b) Eastern: An Airline and Its Aircraft, illustrated by Mike Machat. Paladwr Press (2003).

Until the next article, thank you for viewing, and Happy Collecting.  Marvin.

Written by Marvin G. Goldman 

Delta Air Lines has a long and fascinating history, starting with a tiny operation in the mid-1920s.  In its early years Delta was not favored with government-subsidized mail contracts and route awards to the extent enjoyed by American, Eastern, Pan Am, TWA and United, but Delta grew internally with good management, and eventually it also acquired several large airlines, including Chicago & Southern (1953), Northeast (1972), Western (1987) and Northwest (2009).

By the end of 2017, Delta’s annual revenue totaled $41 billion (3d largest in the world, just after Lufthansa group and American Airlines group).  It carried 186 million passengers in 2017 (2d only to American’s group) with over 850 aircraft, to more than 335 destinations.

I devote about half of the postcard images in this article to Delta itself, and have selected one or two postcards for each of the more significant Delta predecessors.  I have also included certain dates of airline acquisitions, service periods and liveries to aid in assigning a time frame to postcards of Delta and its predecessors.

Compared to the other major U.S. airlines (such as American, Eastern, Pan Am, TWA and United), Delta in the pre-internet era distributed relatively fewer ‘airline-issued’ postcards.  However, in recent years the Delta Flight Museum in Atlanta (also known as the Delta Air Transport Heritage Museum) has been issuing several modern postcards showing Delta aircraft or reproductions of historic Delta posters that are available for purchase at the museum or on its website “deltamuseum.org”.  In addition, Delta has been issuing in the U.S. and from local offices in Europe some modern ‘advertising’ or ‘destination’-type postcards.

Delta traces its roots to Huff-Daland Dusters, a crop-dusting operation established in 1924.  I am not aware of any postcards issued by that company, but recently the Delta heritage museum published the following:

In late 1928 C. E. Woolman and a group of investors in Monroe, Louisiana, acquired the assets of Huff-Daland Dusters and formed Delta Air Service. This new company continued crop-dusting and, with two newly acquired Travel Air Model S-6000-Bs, started scheduled passenger service on 17 June 1929.  C. E. Woolman went on to serve Delta in leading executive positions for 38 years.

From 1930 to 1934 Delta barely survived, as it could not obtain any useful airmail route from the U.S. Government in order to be profitable.  However, when the mail routes were rebid in 1934, Delta managed to land new Route 24 between Dallas/Ft. Worth, Texas and Charleston, South Carolina, via Monroe, Louisiana; Birmingham, Alabama; and Atlanta and Augusta, Georgia.  Initially it used Stinson aircraft on the route, but at the end of 1935 Delta acquired the first of five Lockheed 10 Electras that served as its main aircraft during the last half of the 1930s.

In 1940 Delta acquired Douglas DC-2 and DC-3 aircraft, starting a long close relationship with Douglas airliners, followed by DC-4s in 1946, DC-6s in 1948, and DC-7s in 1956.

For shorter-haul routes during the 1950s, Delta modernized its fleet with Convair 340s starting in 1953 and 440s starting in 1956.

In 1957 Delta acquired five Curtiss C-46s from Civil Air Transport of Taiwan for air freight services.  These aircraft served until about 1967.

Delta joined the jet age on 18 September 1959 by launching the first scheduled service of the Douglas DC-8 pure jet (New York to Atlanta route).  Just eight months later, Delta became the first to launch service of the Convair 880.  For short-haul routes, Delta introduced the DC-9 in 1965.

The 1970s saw the introduction of several wide-body jet aircraft. Delta operated a handful of Boeing 747s and DC-10-10s in the early 1970s, but found them not the best suited for its route system. Instead it turned to the Lockheed L-1011 Tristar 1 and later the Tristar 500, operating more than 50 L-1011s.

Hartsfield International Airport in Atlanta, Georgia has served as Delta’s main hub for several decades. The dominance of Delta at this airport is amazing. Just like today, the following airport scene in the 1980s featured row after row of Delta aircraft.

Delta’s later jet fleet includes a mixture of mainly Boeing and Airbus aircraft, the larger portion being modern Boeing types.  Here are a few postcard examples:

Turning to more significant airlines that merged into the Delta system over the years, I have selected one or two postcards of each, generally showing an aircraft and color scheme in use at the time of the acquisition concerned.  Let’s start with the first major acquisition by Delta — Chicago & Southern Air Lines on 1 May 1953.

Delta’s next acquisition was Northeast Airlines (known as Boston-Maine Airways prior to 19 November 1940). This acquisition occurred on 1 August 1972.

In December 1986 Delta acquired Western Air Lines, their operations being merged on 1 April 1987. This added numerous western U.S. routes to Delta’s system and made it the fourth largest airline in the U.S. at the time.

On 1 October 2009 Delta made its largest acquisition ever — Northwest Airlines. This resulted in Delta becoming, by some measures, the largest airline in the world.  Northwest itself had absorbed several other airlines over the years. Here are some postcard examples of more significant ones, funneling into Northwest and then ultimately into Delta.

One of Republic Airlines’ predecessors was Wisconsin Central Airlines, founded in 1944 to serve cities in Wisconsin.  As its service territory expanded Wisconsin Central changed its name on 16 December 1952 to North Central Airlines, which then combined with Southern Airways in 1978 to become Republic Airlines1

Republic Airlines acquired Hughes Airwest (previously known as Air West) on 1 October 1980. Air West in turn was a combination of three airlines. Here is a selection of postcards from this group of airlines that eventually, through Northwest, melded into Delta.

To summarize how the world of airline mergers remarkably led Southwest Airways into the Delta family, (a) Southwest’s name was changed to Pacific Air Lines in 1958; (b) Pacific combined with West Coast and Bonanza to form Air West in 1968; (c) Air West’s name changed to Hughes Airwest in 1970; (d) Hughes Airwest merged into Republic (formed by the 1978 combination of North Central and Southern) in 1980; (e) Republic merged into Northwest in 1986; and (f) Northwest merged into Delta in 2009. Quite a voyage!

Lastly, at various times between 1984 and 2012 Delta owned some regional airlines and operated them as ‘Delta Connection’ carriers. These included Atlantic Southeast Airlines, Ransome, Comair and Mesaba/Northwest Airlink.  Today, Delta’s policy is to operate ‘Delta Connection’ services utilizing aircraft owned by other companies.

Notes:  The original postcards of those shown are published, except as noted, in standard or continental size.  All postcards shown are from the author’s collection, except the Delta C-46 card. I estimate their rarity as — Rare: the Delta L-10 and C-46 cards, Wisconsin Central L-10A and Southwest Airways at LAX cards; Uncommon: the Delta DC-6, Convair 440, DC-8, Convair 880, and DC-9 ‘pop-up’; C&S Constellation; Northeast 727, Boston-Maine L-10; Pacific Northern 720; Northwest 4-view and 3-view cards; Hughes Airwest DC-9; and West Coast DC-9 cards. The rest are fairly common.

This article is a revision and update of a similar article by the author published in The Captain’s Log of the World Airline Historical Society, Fall 2012 issue.

References:

1. Davies, R.E.G.

(a)  “Delta: An Airline and Its Aircraft — The Illustrated History of a Major U.S. Airline and the People Who Made It”, Paladwr Press (1990).

(b) “Airlines of the United States since 1914”, Smithsonian Institution Press (1972).

(c) “A History of Airlines in the Jet Age”, Smithsonian National Air and Space Museum (2011).

2. Delta Flight Museum Website – deltamuseum.org.
3. Cearley, George W. (author and publisher), ‘The Delta Family History’, 160 pages (1985).

Airliners International 2019 Atlanta

The annual Airliners International show and convention will be held in 2019 during 19-22 June at the Delta Flight Museum located at Hartsfield-Jackson Atlanta International Airport. Here is a postcard showing the collecting scene at the previous (2015) Airliners International show in the Delta Flight Museum, with the Delta Boeing 767 ‘The Spirit of Delta’ right inside the show venue.

I encourage all airline and airport postcard collectors who are members of the World Airline Historical Society to enter the Airliners International 2019 Postcard Contest in Atlanta, 19-22 June 2019. Postcard contest rules are on the show website, www.airlinersinternational.org.  Whether you win or not, your entries stimulate others to start or expand airline memorabilia collecting, and it’s a great boost for all collectors.

Until the next article, thank you for reading, and Happy Collecting.  Marvin.

Written by Lane Kranz

On February 11, 2000 jetBlue launched their inaugural flight between New York (JFK) and Ft. Lauderdale with a new Airbus A320. Founded by David Neeleman, jetBlue started operations as an all coach airline with every seat equipped with a seatback TV with 24 channels of live TV, a first for the airline industry. jetBlue currently operates a fleet of Airbus A320, A321 and Embraer 190 jets. They have also ordered the Airbus A220 (formerly named C Series). They fly throughout the US, Mexico, Central America, northern South America as well as the Caribbean. Future expansion to western Europe is planned.

jetBlue has issued 8 different Junior Wings. The first 3 wings are very similar, with minor differences in font and letter spacing. The next 5 wings feature a different design on the center.

The remaining 5 wings can easily be identified by their geometric shape:  circles, stripes, grid, dots, and triangles.

Written by Henry M. Holden

Today, when we fly commercially we think of aircraft in terms of a name and number, for example, Boeing 747, or Airbus A380. Nowhere in an airport or on the airplanes will we see the name, Ford.

Over 90 years ago a man had a vision. He foresaw the day when people would be transported on a commercial airline network spanning the United States, and the world in a safe, comfortable, and reliable way. His name was Henry Ford.

Ford took the airplane, considered by most people at the time to be a noisy and dangerous machine, and transformed it into a successful commercial product. His product was radically different. His all-metal airplane design called the Ford Tri-Motor, affectionately called the “Tin Goose,” would lay a golden egg. The Ford Tri-Motor was the seed that spawned commercial aviation in the United States.

The story of the Ford Tri-Motor begins with William Bushnell Stout, who during World War I, worked for the Packard Motor Car Company, as the chief engineer of their aircraft division.

As the war ended, Stout designed an airplane for army called the “Batwing.” It was the first American-built internally-braced cantilever-wing monoplane. It also had the first plywood veneer used as an airplane skin in the United States. By the time it flew, the war had ended, and the army had lost interest.

The Batwing drew the attention of the navy who commissioned Stout to build an all-metal twin-engine torpedo bomber. It crashed during a test flight, and never went into production.

Unique financing

After this failure, Stout turned to the commercial market for financing of a new design. He sent letters to 100 Detroit industrialists, including Henry Ford, asking for $1,000 from each. He received about 65 responses. Stout raised $20,000, including $1,000 each from Edsel and Henry Ford.

Now with enough funds, Stout incorporated the Stout Metal Airplane Company on November 6, 1922, “to develop and manufacture aircraft.” Stout’s first design was a four-passenger monoplane made of metal and powered by an OX-5 engine. He called it the Air Sedan (AS-1).  The Air Sedan first flew on February 17, 1923, and its performance was poor. On the test flight it was obvious the plane lacked power. Stout “found” a Hispano Suizza engine, and with this new engine, the plane flew satisfactorily. When Ford heard of Stout’s experiments he began to consider the possibilities for commercial aviation.

In a conversation Stout had with Henry Ford, Stout told Ford that he wanted to build something more powerful than the Air Sedan, one that could carry 10 people (two crew and eight passengers) or the equivalent in cargo, have a high wing and use of 420 hp. Liberty engine.

2-AT

Stout’s next design was the 2-AT “Air Pullman,” which first flew on April 23, 1924. It was a single engine high wing monoplane built entirely of corrugated duralumin. Stout’s idea to build an airplane completely out of metal was radical. The U.S. Airplanes were being built of fabric stretched over wood or metal frames.

Stout had named his airplane “Maiden Detroit” to promote civic interest in his venture. When it was used for freight it was called the “Air Truck” and was the first Stout plane to have the Ford emblem on its fuselage.

In December 1924, the U.S. Post Office bought “Maiden Detroit” to carry airmail. This gave Stout’s company the financial boost it needed. By March 1925, his “Maiden Dearborn,” was ready for tests.

On April 13, 1925, “Maiden Dearborn” left Detroit for Chicago. It was the first flight of the Ford Air Transport Service, inaugurated by Ford to carry auto parts, company mail, and executives to his Chicago plant. Soon 2-AT “Maiden Dearborn II” was placed in service on this line. On July 31, 1925, Ford bought Stout’s company, and it became the Stout Metal Airplane Division of the Ford Motor Co. By December 1925, Stout had manufactured 11 single-engine 2-ATs, and five were used by the Ford Air Transport Service.

On August 25, 1925, Ford announced his entry into the commercial aviation field. “The Ford Motor Company,” he said, “means to prove whether commercial flying can be done safely and profitably.”

Ford Air Reliability Tours

Ford tried to convince the public that flying in a Ford plane was the right thing to do. In August 1925, he established the Ford Air Reliability Tours, covering thirteen cities and 1,900 miles. The event was open to all aircraft manufacturers and it attracted Europe’s best-known aviation figure, Dutch-born, Anthony Fokker. For the race, Fokker converted his newest transport, a single engine F.VII, to a tri-motor.

There is speculation that a glimpse at the plans for Ford’s Tri-Motor prompted him to do this. The modified Fokker dominated the race coming in first, followed three minutes later by the Ford entry, a single engine “Air Sedan.” Both Ford and Fokker profited enormously from the publicity. The publicity Fokker received was enough to launch his airplanes on a successful career in America.

Birth of the Tri-Motor

Not completely satisfied with the 2-AT, Ford directed Stout to build a larger airplane with three engines. Stout took the basic layout of the 2-AT and mounted a Wright Whirlwind air-cooled radial engine under each wing, and a third in the nose. The nose was rounded with windows to give forward vision for the passengers. The pilot’s open cockpit was placed above the cabin, and wing which gave the pilot poor landing visibility.

The 3-AT presented a hideous appearance and was labeled a “monstrosity,” by observers. The test pilot, R. W. “Shorty” Schroeder, almost crashed it on landing. His report to Ford and that of another test pilot convinced Ford he had a “lemon.” Ford was angry, and his friendship with Stout dissolved.

A mysterious factory fire the night of January 17, 1926, destroyed the 3-AT and Stout’s earlier designs. Stout was sent on a speaking tour to promote aviation, and a new group was formed to design a new tri-motor.

For years, Stout was credited with having designed the Ford Tri-Motor, although he never made that claim himself. The original 4-AT design was the result of the ideas of several men, and none claimed exclusive credit for it. Tom Towle, an assistant to Stout figured prominently in the design. Towle was directed to lay out the design and others were brought in to assist him. Towle took the general layout of the 2-AT as the basis for the 4-AT design.

The 4-AT was a vast improvement over the 3-AT. On June 11, 1926, it made its first flight. The test pilot reported that the plane’s performance was perfect.

Although designed primarily for passenger use, the Tri-Motor could be adapted for hauling cargo, since its seats could be removed.
The Ford Tri-motor resembled the Fokker F.VII tri-motor, but unlike the Fokker, the Ford was all-metal, allowing Ford to claim it was “the safest airliner around.” Its fuselage and wings followed a design pioneered by Hugo Junkers during World War I and used post war in a series of airliners some of which were exported to the U.S.

Constructed of aluminum alloy, which was corrugated for added stiffness, the corrugations resulted in drag, and reduced its overall performance. So similar were the designs that Junkers sued, and won when Ford tried to export an aircraft to Europe. In 1930, Ford counter sued and lost a second time, with the court finding that Ford had infringed upon Junkers’ patents.

Unsafe in any tri-motor

Although the Ford and Fokker airplanes dominated the commercial aviation network of the late 1920s, they had serious deficiencies, and lacked the basic creature comforts. The airplane would still have to demonstrate that it was relatively safe, reliable and comfortable. This would not be easy for the Fords and Fokkers.

There were accidents where the wings separated from the wooden planes in flight. If a Ford had an engine failure on take-off, the resulting vibrations, and the poor airflow over the corrugated skin, would sometimes cause the plane to stall. Engineers had their work cut out for them if they were to solve the technical problems that plagued the early aircraft.

The popularity of Ford’s plane stemmed from its appearance. It had no wires or struts, and its metal skin had corrugations running span-wise. Aluminum was stronger than wood, and Ford tried to convince the public his planes were safe and comfortable. An advertisement for the Ford Tri-Motor said, “Your comfort is given the same consideration as has been given structural strength. The fuselage is enclosed and plenty of windows allow good visibility and ventilation. Exhaust manifolds throw the sound away from the fuselage and padding of the compartment further muffles it. Conversation is carried on with ease. Large upholstered chairs assure riding ease for twelve passengers.”

This was at best a benign overstatement and in no way resembled reality. While the advertisement spoke of comfort and safety, the cabin was not heated and the sound level inside a Ford was 117 decibels, which could permanently damage a person’s hearing.
Copilots handed out packs of chewing gum, cotton, and ampoules of ammonia. The gum was to equalize the pressure on the passenger’s ears, the cotton blocked out some of the noise, and the ammonia was to relieve air sickness. Air sickness was so common on the southwestern flights of Transcontinental Air Transport that someone suggested putting pictures of the Grand Canyon on the bottom of the air sick cups, so no one would miss the view.

When passengers arrived at their destination, they got off the Tri-Motor physically and psychologically exhausted. Their bones ached, their nervous systems were a jumble of skinny wires all sounding different notes, and their heads pounded from the constant propeller noise.

One hundred ninety-nine 4-AT and 5-AT Ford Tri-Motors were built. The army, navy and Marines each used the Ford. The deepening economic depression, and the appearance of new and faster types forced the Ford Tri-Motor out to grass. The Ford would prompt William Boeing to come up with something better, the Boeing 247.

Henry M. Holden is the author of “The Fabulous Ford Tri-Motors” available on Kindle

Written by David Keller

This October marked the 40^th anniversary of the Airline Deregulation Act, which was signed into law by President Jimmy Carter on October 24, 1978.  The newly-signed legislation would bring a seismic change for US airlines, and would forever alter the course of air transportation.

This article is the first of a series focusing on the impact of Deregulation on the airline industry, which had been molded by the prior 40 years of regulation.

The primary government agency responsible for regulating the airlines was the Civil Aeronautics Authority (CAA) which was created in 1938.  In 1940, some of the responsibilities of the CAA were split off to form a new agency, the Civil Aeronautics Board (CAB).  Amongst the tasks delegated to the CAB were accident investigation, and approval of fares and routes.

The goal was to create an environment that was conducive to growth of the commercial aviation industry, both by limiting the amount of competition each operator would face and by reducing aircraft accidents.  This meant CAB had to balance competing directives, one to ensure competition (to prevent monopolies), and the other to limit it so airlines could operate profitably.

While accident investigations would later be turned over to the FAA (Federal Aviation Administration), the fare and route approvals would remain in the jurisdiction of the CAB.  This meant that many of the important decisions affecting the growth and financial well-being of the airlines were largely in of the hands of the CAB rather than the airlines themselves.

One of the main tenants of route requests was that the requesting carrier had to show that additional competition on a given route was in the public interest.  Requests to serve new routes became cases, which were subject to delays of months or years, as well as appeals by carriers hoping to limit competition on their money-making routes.

Besides attempting to promote just the right amount of competition, the CAB also made awards with an eye towards keeping individual airlines financially viable.  At the conclusion of World War II, there were 15 domestic trunk carriers (not including Pan Am, which was not allowed to operate domestic services).  While some of these airlines had assembled far-reaching route networks connecting larger cities over long distances, others were geographically challenged, operating short segments in a small area.

Realizing that this would make it difficult for such carriers in the long term, the CAB granted them longer routes to expand beyond their traditional regions.

Colonial Airlines was one such airline, and in the mid-1940s was operating a route system roughly bounded by Washington, D.C., New York City and Montreal.  In 1946 the carrier was given authority to serve Bermuda from both New York and Washington, D.C. to bolster its financial position.

Not having aircraft capable of providing such service delayed the start until the following year, but a few prime routes were not enough to reach a large enough scale to remain consistently profitable.  The illustrated timetable dated April 29, 1956 shows the carrier’s limited route system, despite the Bermuda services.  This was also the final timetable issued by Colonial, as it was merged into Eastern Air Lines on June 1^st of that year.

Another small trunk line, Mid-Continent Airlines, operated a limited system between Minneapolis/St. Paul and Tulsa, as depicted on the cover of the January 10, 1945 timetable.  In 1947, the carrier received route extensions to the Gulf Coast, adding Houston and New Orleans to its system. The timetable dated September 24, 1950 shows additional service, this time in the form of an east-west service from Sioux City to Chicago and Milwaukee.  (It appears that a separate aircraft operated one of the eastbound legs from Rockford, allowing “through” service from a single inbound destination to both Chicago and Milwaukee.)

This was another case in which the new routes weren’t enough to stave off the inevitable.  In 1952, Mid-Continent was acquired by Braniff International Airways, which also lacked an extensive domestic network.

However, Braniff did have international service to South America and a route system that combined well with Mid-Continent’s.  As the route map from the Braniff timetable dated September, 1952 illustrates, the 2 systems dovetailed quite nicely.

In the early 1940s, National Airlines operated a route system that snaked its way from New Orleans to Miami, as evidenced by the route map from the July 1, 1941 timetable.  While a number of routes were awarded after the conclusion of the war, National was given authority to compete with Eastern Air Lines on the lucrative New York to Florida run in 1944.

The route map from the timetable dated October, 1946 shows the impact of the new services on National’s network.  Although the map also includes Havana routes, that service was not yet being offered.

The new routes saved National from probable bankruptcy, and with the later addition of routes between Florida and the West Coast, kept the carrier in operation until a merger with Pan Am in 1979.

Although not in as dire a predicament as the aforementioned Colonial Airlines, Northeast Airlines also found itself with a route system wedged largely between New York City and Montreal.  However, having operating rights on the busy Boston to New York route was certainly a difference maker, and the timetable dated September 28, 1947 shows 10 round trips being offered.

Northeast was not a recipient of long haul services immediately following the war, but did find that being confined to a small area was limiting its ability to compete with larger airlines.  In 1957 Northeast began service between New York and Florida, in competition with Eastern and National.  Despite many lines on the route map from the June 1, 1957 timetable connecting Florida with the northeast, the only route being operated at the time was between New York and Miami.

Continental Air Lines developed route system in the south central US, largely serving cities in Colorado, New Mexico, Kansas, Oklahoma and Texas. As illustrated by the route map from the timetable dated April 1, 1955, Continental had acquired local service carrier Pioneer Air Lines.  Although this did add Dallas/Ft. Worth to the network, it also added many short segments to stations providing small numbers of passengers.

However, later that same year, Continental was awarded a route connecting Los Angeles and Chicago (via Denver and Kansas City), despite having no presence in either end of the route.  Service began in 1957, once suitable equipment had been acquired. In this case, the route award gave the airline a huge expansion of its area of influence, and Continental steadily filled in the map with routes connecting those new cities to its traditional network.

By 1964, Continental had moved its corporate headquarters from Denver to Los Angeles.  The route map from the October 1, 1978 timetable shows how Chicago and Los Angeles had been incorporated into the route system.  It also shows later route expansion to Florida, Hawaii and the Pacific Northwest.

Another example of the CAB’s impact on American aviation was the creation of feeder, or local service, airlines.  This was an attempt to bring air service to still more cities than were part of the trunk airlines’ route network.  These airlines required “public service” subsidies to remain financially viable, given the nature of their stated mission.

Over 2 dozen local airlines received certificates to start service, but some never left the ground, and others failed after a short period of operation or were merged into other carriers.

Parks Air Lines was one of those local carriers that failed to launch.  The airline issued several timetables in the summer of 1950, including the illustrated August 1, 1950 issue.  But the company was unable to get started and its routes were awarded to Ozark Air Lines and Mid-Continent Airlines.  (In fact, the new Mid-Continent routes to Chicago and Milwaukee previously mentioned were originally intended to be operated by Parks.)

Ozark Air Lines inaugurated service on September 26, 1950.  As the timetable from that date illustrates, the flight numbers, times, and even local phone numbers were unchanged from those in the Parks timetable.

By 1956, just over 1 dozen local service airlines remained.  Besides opening service to new cities, these carriers also inherited services that the trunk carriers wished to shed so they could retire their DC-3s and concentrate on more profitable routes.

As these airlines grew, they began to explore acquisition of aircraft larger than the DC-3, which made of the vast majority of the combined local airline fleet in the mid-to-late 1950s.  The CAB was not particularly fond of this idea, as larger aircraft would require additional subsidies to operate profitably on routes that were largely low density.

Despite this, several airlines did acquire larger equipment beginning in the mid-1950s.  As this now gave those carriers equipment that was more on par with the larger airlines, they felt prepared to operate routes that had profit-making potential.  This did have an appeal to the CAB (and government in general), since subsidies (although rather modest in dollar amount) were always a hot button political issue.  Convairs, Martins and F27s were incorporated the various airlines’ fleets by the early 1960’s.

However, while the locals added those types, the trunks were busily reequipping with pure jets, which still left the locals behind in the technology curve.  But with the introduction of “small” jets in the mid-1960s, the locals were able to make a sound case to compete on routes previously in the domain of the trunk carriers.

BAC 1-11s, DC-9s and 737s provided the ability to both operate from shorter runways than the first generation 4-engine jetliners, and also to make a profit on short route segments.  The locals placed orders, and all (with the exception Lake Central) were operating jets by the end of 1967.  With the prospect of local carriers truly being able to compete on profitable routes, coupled with the opportunity for those services to reduce subsidies required, those airlines finally began to receive such route authorization.

In the late 1960s and early 70s, the CAB awarded numerous routes the local carriers, which were eager to show off their shiny new jets, and shed their “puddle jumper” image.  And as the routes came, so did orders for additional jets.

Generally, these awards were a combination of new nonstop authority between cities already served by the carrier, and new routes outside of their traditional service area.

The Allegheny Airlines timetable dated April 27, 1969 promotes new services to Nashville and Memphis from Philadelphia.  (Both of those cities had recently been added to the system with service to Pittsburgh.)  In addition to these new cities, Allegheny was operating non-stops from Pittsburgh to points already in the network, such as New York City, Boston, and Louisville.

Frontier Airlines didn’t wait for the twin engine jetliners, as the carrier placed an order for the trijet 727.  The timetable dated July 7, 1969 shows the airline operating jets (which were a mix of 727s and 737’s at that point), on a number of nonstop routes from Denver.  Service was offered to Las Vegas (a new station), as well as Dallas, Kansas City, Phoenix, St. Louis and Salt Lake City.

The two illustrated North Central Airlines timetables, from June 15, 1969 and January 1, 1970 show the inauguration of service to a new destination, Denver, as well as between the airline’s 2 largest stations, Minneapolis/St. Paul and Chicago.  North Central would soon receive additional authority to operate from Milwaukee to both New York and several Ohio cities, further expanding the network.

Ozark Air Lines received similar routes, as promoted on the covers of timetables dated December 1, 1968 and October 1, 1969.  The 1968 issue touts service between the carrier’s 2 largest stations, Chicago and St. Louis, while the 1969 timetable features a clean-shaven George Carlin hawking new nonstop service from St. Louis to Dallas/Ft. Worth.  By this time, Ozark had already received new authority to serve some of the most popular destinations for new service, Denver, New York City, and Washington, D.C..

Southern Airways’ timetables dated October 27, 1968 and January 1, 1970 show that most of this carrier’s new nonstop authority was to serve cities outside of its local service area.  The 1968 issue promotes new service to Washington, D.C. and New York City from Columbus, Georgia, Dothan, Alabama and Eglin AFB in Florida, thus eliminating the need to connect in Atlanta.  The route map of the 1970 timetable shows service had already been started to St. Louis, with Chicago and Florida routes beginning shortly.  (Florida was one of the few areas in the country that didn’t have a local service operator providing service throughout the state.)

In Trans-Texas Airways’ timetable dated July 1, 1966, the airline was operating primarily to cities in Texas and bordering states.  A number of the routes in West Texas and New Mexico were being operated by Continental a decade prior.

By the summer of 1970, the route map sported routes to Denver, Salt Lake City, Los Angeles and Mexico.  To capitalize on its expanded presence, TTA had changed its name to Texas International Airlines the previous year.

Some of the CAB’s attempts to strengthen weaker airlines were questionable at best.  On October 1, 1969, National Airlines began service between San Francisco and Atlanta.  One look at the route map, and it’s difficult to see how this was going to pan out, even in the relatively tame competitive environment of the day.

National started with 2 roundtrips on the route, then pared it back to 1 the following year.  It appears the service was suspended in the mid-1970s, with the single roundtrip returning in the summer of 1976.  By late 1976 the operation was twice weekly, which then dropped to a single weekly frequency.  (In addition to needing CAB approval to start new service, there were also rules on ending service.  An airline wanting to discontinue a route would sometimes reduce the frequency to only 1 per week as they petitioned to stop service altogether.)

In another attempt to assist the oft-ailing Northeast Airlines, the carrier was awarded the highly coveted Miami to Los Angeles route, also with an October 1, 1969 start.  Once again, the route map reveals this to be a questionable decision, although perhaps not as much as the fact that Northeast’s longest range type was the 727-100, which was not designed for transcontinental service.  The airline did have Lockheed L1011s on order, which could certainly make that journey, although the ability to pay for them was in serious doubt.

Northeast was evidently confident of their ability to turn a profit on the route, and started service with 3 daily roundtrips.  That was reduced to 2 by early 1971, and a single roundtrip a few months later.  Northeast finally found its badly-needed merger partner in the form of Delta Air Lines the following year, but Delta did not receive the Miami-Los Angeles route as part of the merger.  The route showed up on Delta’s route maps for several years as “Subject to CAB approval”, and was eventually awarded to Western Airlines in 1976.

One of the last major route cases the CAB handled was finalized in the summer of 1977 and involved service between Denver and the Southeast.  Incredibly, until late July of 1977, it was not possible to fly nonstop between Denver and Atlanta, which even then were 2 of the largest hubs in the US.  The only through service was a long-running Eastern-Braniff interchange service which operated 4 daily services via Memphis.

The CAB designated Delta and Braniff to receive nonstop authority on the route.  Delta was a natural fit, given its strength in Atlanta, but Braniff was not a major player in either market.  Both carriers started service on July 28, 1977 with 4 daily non-stops.  This brought an immediate termination of the interchange service through Memphis.

Eastern attempted to maintain the 4 daily frequencies on the Memphis-Atlanta segment (which was its only route from Memphis), but very quickly ceded the market to Delta, which had a sizeable operation there.  The September 6, 1978 shows only a single weekly frequency on the route and by the December 13, 1978 issue, service was terminated, leaving Memphis as an unnamed point on the route map,

Braniff was struggling with the new route even before Deregulation, cutting back on frequencies, while Delta added new ones.  By late 1979, Braniff was down to a single nonstop plus several one-stop flights, and in October the route was dropped altogether along with many others as Braniff had put itself into a dire financial situation.  The other half of the old interchange service, Eastern Airlines, filled the void, starting flights in December with 4 daily non-stops.

As mentioned, the CAB also approved fares the airlines could charge for each level of service.  Essentially, the fare for a given service (First Class, Coach, etc.) was the same on a specific route regardless of which airline was offering the service.  Continental Airlines has an explanation of this concept in the gatefold of their timetable dated June 30, 1966.

For those who don’t remember pre-deregulation days, it’s probably difficult to grasp that average load factors in the 1960s and 70s were generally in the low to mid 50 percent range.  Fares were set such that airlines only needed to fill just over half of their seats to make a profit, sometimes even less.

As detailed in the annual reports of National Airlines and Texas International Airlines, it was not unusual for airlines to transport more cold seats that warm ones over the course of an entire year.  National’s chart from their 1975 annual report shows their annual load factor exceeding 50% in only 2 of the 5 years encompassing 1971 through 1975.  For one of those years, 1971, the load factor was approximately 40%.

Texas International Airlines’ 1969 statistics illustrate that they never exceeded a 50% load factor during the 1960s, and early in the decade, those load factors were actually in the upper 30s.  Being a local service carrier, much of the lack of revenue from paying passengers was covered by federal subsidies.

This meant that the airline industry, having fare levels set to ensure profits with half empty planes, and being generally protected from unbridled competition, were not the lean and mean organizations they would need to be in order to prosper in a deregulated environment.

The US airline industry arrived at the transition between a regulated industry and a deregulated one with 11 trunk carriers, 8 local service carriers, a few small airlines in Alaska and Hawaii, a number commuter lines, and intrastate carriers in several states (which were not regulated by the CAB as long as they only served destinations within a single state).

Some airlines were confident in their ability to thrive in a deregulated environment and wholeheartedly supported the Act’s passage.  Others, shackled with high costs and fearing additional competition siphoning profits, were opposed, while some airlines had mixed feelings.

Regardless of each airline’s opinion on the matter, they were all thrust into the brave new world on October 24, 1978.

Written by Lester Anderson

Hindsight is often depressing. I was a commercial aviation enthusiast during my junior high/high school/college years of the 1960’s. During that time friends and I would visit airports and get timetables from the ticket counters, and we were on the mailing list of all the major carriers. But they were tools to see what airplanes we could see, and maybe which ones on which we could get an inexpensive flight. I certainly did not think of them as pieces of history to keep.

Oh, do I regret that I threw away all those Braniff, Northeast, Eastern, Northwest Orient, TWA, Mohawk, Allegheny, Continental, and United timetables. But today’s newspaper does not seem like it is history; you need to wait years, and have the foresight, to preserve these artifacts. Sadly I did not.

But this was the time when jets took over the transcontinental travel (certainly the nonstop travel). There were a few propeller trips left (Northwest had an overnight “freighter” flight on a DC7C that was less expensive than day flights but made a long stop mid route).

Being fascinated with something that did not exist anymore, I wrote to United Airlines asking if they had any old timetables. I was fortunate that someone kind in marketing helped my aviation enthusiasm and sent me a few timetables from the 1946 to 1958 time period. I wish I knew his (or her) name. I am ever grateful because they did preserve a bit of airline history with me and I would like to share some of that wealth of history with you.

In 1946 United flew coast to coast with their ‘Mainliner 180’ (DC-3) and ‘Mainliner 230’ (DC-4) airplanes.
Here is the Westbound schedule for April/May 1946 (15 months before I was born)


Note flight 1 (used by many airlines as their signature flight). It is a DC-3 flight with many stops from New York to San Francisco. Note the small 1 in a circle. That indicates when a meal is served onboard. Then compare it to Flight 3 on the next page, which is a DC-4 and makes stops in Chicago and Denver on the way From New York to San Francisco.

Timetables were also a great marketing tool for airlines. In 1946 United promoted its ‘Air Freight’ services. Reading the description, you can see that 25 pounds from Chicago to San Francisco costs less than a Priority Mail letter does today.

But timetable ads focused on passengers soon followed, as in these two 1950 ads that featured the pinnacle of luxury, the Boeing 377 Stratocruiser, flying between California and Hawaii.

In 1952 the service expanded and got faster with transcontinental DC-4, DC-6 and DC-6B flights.

And the note on the bottom of the timetable page is a reminder that while an airplane may fly between two cities and carry through passengers, it does not mean the CAB has given route permission for carrying passengers between just those two cities. But the route map grows and the times between cities decrease.

Ads in the timetables were getting to be more what we are used to in airline ads — vacation spots to exotic places, and new airplanes with “more seats and more service”.

Then the last of propeller plane services, DC7 Red Carpet Service, is described in the following December 1958 timetable. Note that not only is a meal service offered, they tell you what you are getting (i.e. Lunch and Snack). The route map has been expanded, and you can see the flight times have shortened compared to 1952.

Flight 703 is a nonstop coast to coast flight New York to San Francisco. Other airports did have DC-7 service, but the flights connected in Chicago (something I did a lot flying United in the 80’s and 90’s).

And looking at the flying time of 8 hours and 45 minutes for a New York to San Francisco flight—think of today. The flying time today is shorter, but between the car-park, monorail/bus to the terminal, security check and then the monorail/bus to the car rental facility—is it really any faster? And you did get Lunch and a Snack in those days!

I hope you enjoyed this trip back in time.
Lester Anderson

Written by Arthur H. Groten M.D.
Please note that this first appeared in the American Stamp Dealer & Collectors Magazine, #97, February 2016
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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 19th 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 Comision Gral. De Aeronautica (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.

Written by Dick Wallin

Good day folks, it’s Dick Wallin back here again for some of what I hope will be more new interesting columns on airline ‘DINING ITEMS’. As some of you may recall, I had a column on this subject for approximately 25 years during the period when the Captain’s Log was a printed publication. Strangely, I never received much feedback during this period, which made me wonder if hardly anyone ever read my columns. Occasionally, someone at one of the airline collectible shows would make an offhand comment about having read my columns, but I never got a single email comment or correction. So with this on-line resumption of my columns, I invite readers to email me with your comments, corrections or suggestions.

I will start with china items of American Airlines, an airline familiar to all. I’ve read that, by various measures, it is regarded as the largest airline in the world. But that isn’t the sole reason for choosing it now. I’ll go out on a limb and say that American was one of the first, if not the first, to have marked dinnerware on their flights, and I will also say that I think they had more different patterns of dinnerware than any other airline.

One of American’s dinnerware patterns, the so-called DC-3 Pattern, is the most elusive, most attractive, and most valuable pattern of any airline dishes in the world. I collected about 30 years before I got one of them; value-wise, we are talking in the range of two thousand dollars and up. I was able to obtain a copy of the original order of this pattern from the Syracuse China Co. It details each of the approximately two dozen pieces to be produced, but does not say how many were ordered. After all these years of collecting, I can verify the existence of only ten pieces of this pattern. There are reasons for this rarity; the most compelling reason is that the order is dated two weeks before Pearl Harbor. Once WW-II got under way, airlines found some of their aircraft being grabbed by the government for military usage. Building up business by having attractive dishes on flights was not a priority then!

Just as an after note, I’m now 80 years old and do very little flying now. Back in my younger days, I was cranking out 100,000 or more miles a year. But now I don’t have information on what kind of china AA is using, on board or in their Admirals Club airport clubrooms. My last significant AA trip was a redeye from Rio de Janeiro to Miami in 2005, in business class on a 767, and they were still using the silver trim pattern at that time. If you have photos or descriptions of current usage, I’d be glad to include that in a future column.

My next installment will deal with American Airlines silverware and glassware.

Dick Wallin

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Written by Al Meder

Airlines have issued playing cards for promotional purposes since the earliest flights.  This was very logical as the flights were slow with many stops required to get to a distant destination (and of course there was no digital entertainment in those days)  Originally, the airlines promoted their name and sometimes their aircraft on these early decks but in the 1940’s Jack and Heinz, an aircraft equipment manufacturer teamed up with Mid Continent Airlines, to do the first known joint advertising deck of playing cards.

Since then, such “cooperative advertising” has become quite common with many well-known brands including Pepsi, Coca Cola, as well as credit card and auto rental companies partnering up with airlines to provide free entertainment and the chance to promote their product along with the airline.

Sometimes the airline can get double mileage from promoting itself with another well known brand. The earliest joint advertising cards I’m aware of, is from the 1940’s when Jack & Heinz, aircraft equipment manufacturers teamed up with Mid-Continent Airlines based in Kansas City. Missouri with a dec k of playing cards with their details along with the Mid Continent Airlines logo.

For many years cigarette smoking was permitted on aircraft. As a result, it was inevitable there would be some joint advertising issues. Aer Lingus, the Irish airline had several early jet-age aircraft along with cigarette advertising. The top card is joint advertising with Kingsway Cigarettes and Aer Lingus. There were also several with join advertising with Gold Flake and Aer Lingus. Aer Lingus has issued a number of joint advertising cards.

Given today’s thinking, its hard to believe that this advertising was in the 1960’s and 70’s. But smoking was really in then. Today there are collectors who collect airline matchbooks and match boxes, as well as a good market for ashtrays with airline logos on them – all from that by-gone era.

In recent years airlines have teamed up with various companies to promote both the airline and the product.  The most prolific of these are the Coca Cola advertising which has appeared on playing cards issued by South West Airlines   Delta Express has issued three different decks in conjunction with Coca Cola.

A very elusive deck of cooperative advertising playing cards was issued by Continental Airlines “The Official Airline of Broadway” and featuring the Broadway show Forever Tango.   Continental Airlines on this deck of cards was listed as the “The Official Airline of Broadway.”

The cards above show representative examples of advertising that airlines have done in conjunction with advertisers.

The Pan American NFL design shown here is one of three designs that Pan Am did over a relatively short period. The two others promoted that Pittsburgh NFL franchise.

The Thifty Rent-A-Car advertising involved a new livery for the entire Western Pacific Airlines aircraft.

Western Pacific, operating from Colorado Springs is now defunct.

Credit Card companies have issued a number of joint advertising decks with airlines.  Continental Airlines have issued two decks advertising their association with VISA (Check) Credit Card.  Alaska Airlines, South West Airlines and Delta have also issued credit card decks.  Not pictured here are decks from United Airlines, and Frontier to mention a couple more.

While foreign destinations are typically promoted by the airlines to attract fliers to those markets, Cathay Pacific Airlines based in Hong Kong produced two different designs in concert with Ocean Park, and amusement center in Hong Kong.  No doubt trying to get in-bound passengers to visit Ocean Park while in Hong Kong.

Australian carrier QANTAS Airways and the maker of Jonnie Walker Scotch Whiskey coordinated and issued a joint advertising pair of playing card designs in the 1980s   Although there is no mention of the product being advertised the Johnnie Walker trademarked figure is.

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