Chicago,O'Hare

Chicago O’Hare International Airport (ORD) in Postcards

By Marvin G. Goldman

By the end of World War II in 1945, Chicago’s main airport, Midway, was barely coping with accelerating passenger numbers and no significant room for facility expansion. The City had no alternative but to select an entirely new location to meet future needs for additional capacity. In 1945 it selected Orchard Field, northwest of downtown Chicago. The site had been home to a Douglas Aircraft C-54 assembly plant during the war and had four intersecting runways.

In 1949 the Chicago City Council renamed Orchard Field as “Chicago-O’Hare Field,” in honor of naval aviator Lt. Cmdr. Edward H. “Butch” O’Hare, a Chicago native and Medal of Honor recipient. The original airport code “ORD,” taken from the Orchard Field name, was retained.

O’Hare became the first major airport in the U.S. to be planned and constructed after World War II. Development took several years, and it was only in 1955 that O’Hare officially opened to scheduled commercial airline service. Growth was slow at first, as Midway Airport, being close to downtown Chicago, was much more popular at that time. However, with the arrival of the “jet age” in 1958-1959, and the resultant need for longer runways that Midway Airport didn’t have and lacked room to build, O’Hare took off on its path to becoming America’s busiest airport.

I am aware of only two postcards of O’Hare issued prior to 1959:

1956-issued postcard of O’Hare. Publisher Aero Distributing, Chicago, no. CK211, Curteichcolor no. 6C-K1430. This shows the original terminal building and control tower. The word “International” on the front has already been added to the airport’s name. Three propliner aircraft are on the right side. The back of this card states that O’Hare is the “world’s largest airport” – an interesting claim because even a year later O’Hare only handled 36weekday departures versus Midway’s 414.
United Airlines Douglas DC-6B, N37581, at Chicago O’Hare Far North West Side, Pub’r Aero Dist’g no. CK-249, Curteichcolor no. 7C-K2639, issued 1957. Later versions of this postcard were issued, one with a border and another in a dual view with Chicago’s skyline. United established its presence at O’Hare early on, and developed a major hub there.

In 1959 pure jets started flying into O’Hare. They could arrive there with full passenger loads, whereas load limitations applied to jet flights into Midway due to Midway’s shorter runways. My own first flight, on December 17, 1959, was aboard a new Continental Airlines 707 which flew from Los Angeles to Chicago Midway following a stop in Denver and with a limited passenger load.

TWA and American Airlines 707s parked at O’Hare, in 1959 or 1960 (my card is postmarked September 10, 1960). Also on the ramp is a helicopter of Chicago Helicopter Airways. Behind the aircraft, you can see the observation deck with spectators enjoying the panoramic view of the airport. Pub’r Cameo Greeting Cards, Chicago, no. P30884.

Most postcards of O’Hare were issued during the 1960s, the early jet-age years. By July 1962 all scheduled operations at Midway airport were transferred to O’Hare. In that year O’Hare served 10 million passengers and claimed to be the “World’s Busiest Airport.” By 1965 that number doubled to 20 million, and by 1968 it rose to 30 million. Here is a selection of postcards from that decade:

In January 1962 O’Hare Airport completed a major construction project with the opening of new Terminals 2 and 3. This postcard shows one of those terminals and interior views. Pub’r Aero Dist’g, Curteich no. 2DK-1176, 1962. Each terminal included separate levels for arrivals and departures, innovative at the time. In the small images on this card, you can see two United Airlines Sud-Est Caravelle aircraft, introduced in July 1961.
Aerial view of O’Hare, 1962. Pub’r Aero Distr’g no. CK-294, Curteichcolor 2-DK-1176. Here you can see Terminals 2 and 3 in the background, separated by a round building under construction that would become a restaurant rotunda upon its opening in 1963. The ramp features a mix of prop and jet aircraft, and several jetways are already in use.

O’Hare (through United Airlines) and San Francisco International (through Pan Am) each claim to have been the first airport to use jetways.

Close-up of jetways, completed rotunda restaurant, and Terminals 2 and 3 at O’Hare, probably 1963. Pub’rHandleman Co., Chicago, no. P59106.
Aerial view of O’Hare, now called “The Aviation Crossroads of the World,” showing aircraft lining up for takeoff on its 11,600 ft. runway that opened in August 1960 – the longest civilian aircraft runway in the U.S. at the time. Pub’rCameo Greeting Cards, Chicago, Dexter Press no. 67044-B, Penrod Studio photo, about 1963.
Eastern Air Lines Lockheed L-188 Electras parked near the control tower at O’Hare. Pub’r Standard Map Dist., Chicago, no. SM-134.
Northwest Airlines L-188 Electra and Boeing 707, Continental Airlines707, and in the background an Air France 707, at Chicago O’Hare, Pub’r Cameo, Dexter Press no. DT-67051-B, Penrod Studio photo. In the background are 16 fuel tanks connected to hydrants at the aircraft parking stations, eliminating the need to transport fuel to airplanes by truck – another innovation at O’Hare.
United Airlines Sud-Est Caravelle and Douglas DC-8 at Chicago O’Hare. Pub’r Cameo, Dexter Press no. DT-67054-B. Penrod Studio photo.
Waiting Room Lobby, Terminal 2, Chicago O’Hare, postmarked 24 January 1964. Pub’r Cameo, Dexter Press no. 67043-B, Penrod Studio Photo. Note the many telephone booths. The seats, “Tandem Sling Seats” designed by Charles and Ray Eames in 1962, were first introduced at O’Hare and became an iconic standard at numerous airports.

Very few postcards on Chicago O’Hare have been published from the 1970s to date. Here are some examples:

United Boeing 747-100, N4727U, taxiing on the bridge over expressway at Chicago O’Hare, about 1972. Pub’r Illinois Dist., Aurora IL, no. J12199, Phil Valdez photo. This bridge, which opened in December 1966 to improve aircraft maneuvering efficiency, was the first airport taxiway bridge spanning a public roadway.
Aerial view of Chicago O’Hare showing its newer control tower that opened in May 1971 and behind it the airport hotel that debuted in February 1973. At right is an American Airlines concourse. Oversize card, 4-1/2” x 6-1/2”. Pub’r Photoscapes, Glencoe IL no. CHI 284, Kanna Wang photo.
The expansion of O’Hare in the 1960s and early 1970s can be seen in this 1975 aerial view postcard. Note the numerous concourses and vast land area. Pub’r Aero Dist’g, Evanston IL, no. E-48, Curteichcolor no. 5ED-373.
United Airlines’ new Terminal 1 concourse at Chicago O’Hare that opened in 1987. Pub’r Postcard Factory, Markham, Ontario, Canada, no. 643925, P. Pearson photo. The new Terminal 1 was built on the site of the original O’Hare Terminal 1 and was dubbed “The Terminal for Tomorrow.”
United Airlines’ new Terminal 1 underground walkway that opened in 1987. It was created by artist Michael Hayden and called ‘The Sky’s the Limit’. Pub’r Pitt Souvenirs, Northbrook IL, no. PSK 3019, photo by Daryl R. Doulder.

Note: All the postcards shown are in the author’s collection. They are all fairly common.

Since 1990, Chicago O’Hare International Airport has continuously been expanding to meet the demands of growing passenger volume. In 1990 American Airlines, the second-largest carrier at O’Hare next to United, completed a large renovation and expansion of its facilities in Terminal 3; and in 1993 a newer international terminal, Terminal 5, opened.

In 2005 the airport embarked on an “O’Hare Modernization Plan,” a $6 billion airfield reconfiguration designed to transform O’Hare from an air traffic bottleneck into a more modern airport with fewer ‘”system-impact delays.”. Sixteen years later, in September 2021, O’Hare celebrated the completion of this project which included four new runways, the extension of two other runways, two new air traffic control towers (South and North), and the replacement of intersecting runways with parallel runways.

Yet more plans are underway at O’Hare. In 2018, a year when O’Hare handled over 84 million passengers, with about 2,400 daily flights to over 200 scheduled destinations, the airport adopted its latest master plan, called “O’Hare 21.” This plan includes, most significantly, a Terminal Area Plan whose centerpiece is a new O’Hare Global Terminal, to replace Terminal 2 and be a gateway to the airport. The Plan also intends to integrate domestic and international terminal operations, allowing airlines in each of the three major airline alliances (Oneworld, Skyteam, and Star Alliance) to consolidate operations in one terminal. Other features include increasing gate capacity by 25%, improving baggage and security services, and near-term expansion of Terminals 3 and 5.

References

  • flychicago.com. Chicago Department of Aviation site, tab “O’Hare History.”
  • wikipedia.org. “O’Hare International Airport.”
  • chicagotribune.com/news. “O’Hare International Airport timeline: From farm to global terminal,” by Kori Rumore (September 9, 2021).
  • Spiselman, Anne, “Chicago O’Hare and Its Next 25 Years,” Airways Magazine, March/April 2019, pp. 78-87.

With all the new developments and activity at Chicago O’Hare International Airport, I hope to see you at Airliners International™ 2022 Chicago, June 23-25, 2022, at the Hilton Rosemount/Chicago O’Hare Hotel. This is the world’s largest airline history and airline collectibles show and convention, with nearly 200 vendor tables for buying, selling, and swapping airline memorabilia (including, of course, airline postcards), seminars, the annual meeting of the World Airline Historical Society, annual banquet, tours and more. You might want to enter the Postcard Contest at the show. More information on AI2022 is available at airlinersinternational.org. Follow this link for Postcard Contest Rules.

Until then, Happy Collecting,

Marvin

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Phoenix Sky Harbor International Airport (‘PHX’) in Postcards

Written by Marvin G. Goldman

‘Sky Harbor’ Airport, named by the owner of the original Scenic Airways, opened in Phoenix, Arizona, in early 1929 with one modest runway. It was soon nicknamed ‘The Farm’ because of its rural, isolated location. Its first scheduled passenger flight was operated by Maddux Air Lines on 23 February 1929. The City of Phoenix acquired the airport from its developer six years later, on 16 July 1935.

The airport’s first modern terminal was Terminal 1 which opened, together with the first control tower, in 1952. The control tower became an iconic symbol of the airport at that time.

‘Phoenix Sky Harbor Municipal Airport’ soon after its opening in 1952. Curteich no. 3C-H898, distributed by Lollesgard Specialty, Phoenix. On the ramp you can see two American Airlines DC-6s, a TWA Constellation, and a DC-3. The postcard back says “Its unique Control Tower, one of the world’s tallest, over 125 ft. in height and built of a steel tube 9 ft. in diameter, is the first of its kind in the world”.
Closeup of the Terminal 1 Control Tower, 1950s. Pub’r Petley Studios, Phoenix, no. C10786.
Beechcraft Queen Air 65, N110Q, with passengers arriving at Phoenix Sky Harbor, 1960. Promotional postcard issued by Beechcraft.

In 1962 Terminal 2 opened, a major and modern addition with 19 gates. That same year Sky Harbor handled one million passengers for the first time. In 2019 more than 46 million passengers utilized the airport.

Ramp view showing Terminal 2 which opened in 1962, with a mix of jet and prop aircraft at the gates, including TWA and American 707s. Terminal 1 is in the background. Pub’r Petley Studios, no. C15570, color photo by Mike Roberts.
Parking and entrance view showing Terminal 1 in foreground and Terminal 2 in background. Pub’r Petley Studios, Mike Roberts photo, no. B847. Ex Allan Van Wickler collection.
Interior waiting room at Terminal 2. The back wall features a 3-panel, 3-dimensional mural by Paul Coze, a Phoenix artist, with the center panel displaying a mythological ‘Phoenix’ bird. Pub’r Petley Studios, no. 66283.
American Airlines Boeing 737-200, N459AC, at Phoenix Sky Harbor International Airport. Pub’r Terrell Pub. Co., nos. 1699 and 02890042, photo by Ken Raveill.

Terminal 1 was demolished in 1991 (except the iconic control tower was relocated to Cutter Aviation in the general aviation section of the airport), and Terminal 2 was closed on 4 February 2020. The airport’s website states that the noted Coze mural of Terminal 2 was saved for display in the Rental Car Center in 2021.

Terminal 3 with an additional concourse of 23 gates, and a new control tower and large parking garage, all opened in 1979. Since then portions have been modernized, and an additional concourse opened in 2019. In that year Terminal 3 was officially named the ‘John S. McCain III Terminal’.

Aerial view of Terminal 3, its concourses, the parking garage, and the control tower that opened in 1979. Downtown Phoenix can be seen in the distance. Pub’r Petley Studios, no. X115599, photo by Don Ceppi. The 1979 control tower has since been replaced by a more modern one that opened in 2006.

Terminal 4, the largest of the airport’s terminals, opened in November 1990. Originally having 44 gates, it now has 86, with several concourses. It is also known as the ‘Barry M. Goldwater Terminal’.

United Airlines 737-500, N957UA at Phoenix Sky Harbor International Airport. Pub’r: Mary Jayne’s no. MJ1226, issued in 1994 with photo sourced from Ken Bateman.
Southwest Airlines 737-300, N383SW, in special ‘Arizona’ livery, at Phoenix Sky Harbor International Airport. Pub’r ljm 15, no. 09/94b, photo by Fliteline/B. Shane.

Notes: All postcards shown are in the author’s collection except for the Beechcraft and United cards. The Beechcraft postcard is uncommon, and the rest are fairly common.

Best wishes for the success of Airliners International 2021 PHX,
Marvin Goldman

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Airline Aircraft Art on Postcards

Written by Marvin G. Goldman

From the early days of aviation to the present, many airline postcards have featured artistic expression in promoting destinations and highlighting their aircraft.  This article covers a selection of aircraft art postcards from a variety of airlines and artists.

Postcard showing a mural by aviation artist Mike Machat, dedicated in 2012, at the Museum of Flying, Santa Monica, California. The mural is 20 feet wide (6.1m) and depicts Douglas Aircraft types from the DC-1 to the DC-10. Oversize postcard, issued by the Museum of Flying.

Mike Machat is one of the world’s leading aviation artists and was the first president of The American Society of Aviation Artists.  He is well known to participants in the World Airline Historical Society and related Airliners International shows.  Mike was the keynote speaker at the Airliners International 2014 LAX banquet, and hosted an airline art exhibition at the AI 1992 show.  He has illustrated numerous airline books, including several written by Ron Davies, and authored ‘The Art of Mike Machat: Painting Aviation’s Legends’ (Specialty Press, 2016).  His airline art also appears on several other postcards, including the following:

Eastern Airlines Douglas DC-8-21 N1801.  Aviation World card AACS-1.  Artist: Mike Machat, California, U.S.

Finnair Douglas DC-10-30.  Airline issue, oversize postcard.  Part of a series of 13 postcards of different aircraft types flown by Finnair, each illustrated by Mike Machat.

Let’s turn now to a selection of aircraft types on postcard art, progressing from older to newer aircraft and featuring different airlines and artists.

Compagnie des Grands Express Aeriens Latécoère Breguet XIV F-AEIZ.  Publisher Shinsai-do.  Artist: Masao Satake, Japan.

 

Instone Airlines (a predecessor of Imperial Airways) De Havilland 34, flying over Croydon U.K. airport about 1926.  Modern card produced by Croydon Airport Society.  Artist: Kenneth McDonough, U.K.

 

Florida Airways (a predecessor of Eastern Air Lines) Stout 2-AT Pullman, ‘Miss Tampa’, flying over the coastline between Fort Myers and Tampa, Florida.  #28465.  Artist: Keith Ferris, U.S.  Keith Ferris is a founding member of The American Society of Aviation Artists.

Ansett Australia Fokker Universal VH-UTO.  Issued by Fokker, card B006.  Part of a commission by Fokker to document the complete range of their production.  Artist: Serge Stone of The Netherlands.

Societa Aerea Mediterranea (S.A.M.) Savoia-Marchetti S.71.  Airline issue, about 1931.  Artist: T. Corbella, Italy.

Imperial Airways Short ‘Scipio’.  Published by Salmon, U.K., no. 4106.  Artist: C. T. Howard, U.K.

Imperial Airways Armstrong-Whitworth ‘Argosy’, G-EBLF.  Publisher postcard #FSM103666/219.  Artist: Colin Ashford, U.K.  Ashford was a founding member of the Guild of Aviation Artists in the U.K.

Pan American Sikorsky S-40 ‘American Clipper’ departing Dinner Key, Florida.  Airline issue.  Part of a series of art postcards depicting different Pan Am aircraft.  Artist: John T. McCoy, U.S.

LOT Polish Airlines Lockheed L-14H Super Electra SP-AYB.  Airline issue.  Part of a series of art postcards depicting different LOT aircraft.  Artist: Janusz Grabianski, Poland.  Grabiaski was also a noted illustrator of children’s books, and many of his illustrations for LOT postcards include children and pets in the scene.

CSA Czech Airlines Douglas DC-3.  Airline issue, oversize postcard.  Artist: Vladimir Bidlo, Czech Republic.  Bidlo has illustrated many of CSA’s aircraft, including a set of 16 continental-size cards with informational backs issued by CSA in 2003 for its 80th anniversary.

EL AL Curtiss Commando C-46.  Airline issue.  Part of a set issued in 1979.  Artist: Danny Shalom, Israel.

MALEV Hungarian Airlines Ilyushin IL-14.  Airline issue.  Part of a series of postcards on MALEV aircraft.  Artist: Akos Bánfalvy, Hungary.

Trans World Airlines (TWA) Douglas DC-4 over Lake Geneva, Switzerland.  Airline issue.  Part of a set of aircraft/destination postcards.  Artist Manlio D’Ercoli, Italy.

Air Katanga Douglas DC-4 OO-KAT (formerly SABENA OO-ADN).  The back of this rare card has Katanga postage stamps showing the aircraft, postmarked Elisabethville (now Lubumbashi, Dem. Rep. Congo) on 1 August 1961.  Artist unknown.

KLM Lockheed L749 Constellation, PH-TER, over Java, Indonesia.  Skyliner postcard no. 10.  Artist Thijs Postma, The Netherlands.  Thijs Postma is one of the most noted aviation artists and has illustrated several aircraft postcards of KLM and Martinair.  He participated in the aviation art exhibition at Airliners International 1992, Orange County, California.

British West Indian Overseas Airways Vickers Viscount at Piarco Airport, Trinidad.  Airline issue by BWIA.  Oversize postcard.  Artist: David Moore, Texas, U.S.

Aeroflot Tupolev TU-114, CCCP-75712. Airline issue. Aeroflot has issued several postcard sets of its aircraft depicted in art form, but the artists are not identified.

VARIG Hawker Siddeley HS-748 Avro, PP-VDU.  One of a series of aircraft art postcards published by the Artist, Nelson Francisco Anaia, Brazil.

United Airlines Sud-Aviation Caravelle VI-R.  Airline issue and part of a large postcard set of United’s aircraft from inception to the 1970s.  Publisher Johns-Byrne Co., Chicago, early 1970s.  Artist: Roy Anderson, U.S.

United Airlines Douglas DC-8.  International Airlines Museum Historical Post Card #3.  Artist: Tom Kalina, U.S.  Tom Kalina has provided airliner art for several of the Captain’s Log issues of the World Airline Historical Society and has also been active at Airliners International shows.  He is a member of The American Society of Aviation Artists.

AVIANCA Boeing 720B.  Airline issue, 1969.  Artist: Roberto Sanmartin, Colombia.

Air France Concorde.  Airline issue.  No. 4 in series interpreting “The Fine Art of Flying”, 1988.  Artist: Jacques Monory, France.

 

Trans-Canada Airlines Lockheed L-10A Electra, with Air Canada Boeing 767.  Air Csnada issue on its 50th anniversary, 1987.   Artist: Robert Bradford, Canada.

QANTAS Airways Boeing 747-300 in “Nalanji Dreaming” livery.  Published by Artist Terry Johnson, born U.S., studio in Australia.

Singapore Airlines Airbus A380.  Airline issue, an example of computer art.  Today, many aviation art postcards are produced by graphic designers using computer software.

Speaking of computer graphic art, note that the most recent publicity postcards issued for the annual Airliners International shows have been designed by U.S. aviation artist Chris Bidlack.  Here is an example of his art for these shows:

Airliners International 2021 Phoenix show card. Artist Chris Bidlack.

I hope you enjoyed this selection of postcards showing passenger aircraft art.  There are many more postcards of this type available.  Also, there is a whole other category of airline art postcards that emphasize destinations served or contain other advertising – all of which can form a beautiful collection.

All the postcards shown are from my collection.  They are standard or continental size except when stated to be oversize.  I estimate their availability as follows:  Rare: the S.A.M. S.71 and Air Katanga cards; Uncommon: the Florida Airways Stout 2-AT, Imperial Scipio, TWA DC-4, BWIA Viscount and Aeroflot TU-114 cards.  The rest are fairly common.

If you have any comments on my articles, I would be pleased to hear from you.  Just email me, Marvin Goldman, at worldairsociety@aol.com.

Until next time, Happy Collecting

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Airline Menu Postcards

Written by Marvin G. Goldman

Many airlines, particularly on longer flights, have typically handed out beautiful menus in advance of their meal service.  One type of menu, popular in the past with certain airlines, served a double purpose – it had a postcard back, as the airline hoped the passenger would mail the postcard, and this would publicize the airline more widely.  Some of the early menu postcards even state on the back: “Please address and return to Stewardess, who will stamp and mail for you”.

Surprisingly few airlines actually issued menus in postcard form.  I know of only 17 airlines that did so, although probably more exist.  Also, at least three other airlines issued menus with postcards attached so they could be separated and mailed or saved.

The late 1940s through the early 1960s were the high point for the popularity of airline menus with postcard backs.  Some, however, date as early as the1930s and the latest I know of were issued by TWA in 1987.

All the postcards shown in this article are airline issued; standard or continental size; and from my collection except for those of B.O.A.C., Ghana, and South African Airways.

The airline that issued the most menu postcards, by far, was United Air Lines.  I estimate that more than 80% (and maybe 90%) of the menu postcards that you can find at airline collectible shows or on the internet are those issued by United.

So let’s start with menu postcards of United Air Lines.  United issued many types of menu postcards, including those celebrating special events, holidays or destinations, menus with suitable illustrations for breakfasts, and a lengthy set with photographs of United destinations.

Here are my three favorite United menu postcards.  I was fortunate to acquire them over 30 years ago from collector Randy Lieberman, and I have never seen other originals of each.

United Air Lines postcard celebrating Navy Week: Oct. 26-Nov. 1, 1941’. It is ironic that this menu postcard was handed out one month before the attack on the U.S. Naval base at Pearl Harbor, Oahu, Hawaii. Note also the border resembling the rope of a ship.

United Air Lines menu postcard issued especially for St. Patrick’s Day, 16 March 1940.  There’s a lot of Irish in the text of this card.

United Air Lines menu postcard issued especially for Valentine’s Day, 14 February 1942.  This menu has a lot of hearts as well as ‘Cupid’s Ice Cream’. 

In the 1940s United several menu postcards with the symbol of a chef running to serve a steaming hot meal, such as the following:

United Air Lines menu postcard showing a DC-3 and noting ‘Los Angeles’, postmarked 20 January 1943.  The message on the back says: “This meal on the other side of card I just finished while in flight between Los Angeles and San Francisco. It was very tasty and I enjoyed it very much. Best to all the office.”  I’m sure this was the kind of publicity that United desired. 

United Air Lines ‘Breakfast menu’ postcard, 1950s.  The image of the very early milk delivery suggests the freshness of the food served.  United also widely publicized its Flight Kitchens and chefs, as can be seen in the text above the menu. 

United Air Lines menu postcard commemorating its 25th anniversary, April 1951.

 In the early 1950s United issued a set of menu postcards, each with a photograph of a particular United destination.  I know of at least 20 different destinations in this set, and there may be more.  A particular destination card was sometimes used for several different menus, so the varieties multiply.  The postcards in this set are the most common of all the menu postcards and are widely available.  Here is one example,

 

United postcard with menu prepared by United’s Chicago Flight Kitchen, Eugene Ertle, Chef, and destination photo of Santa Catalina Island, California.  Another menu postcard with this view has the logo of the 50th anniversary of powered flight on the postcard side and so must have been issued in 1953. 

Let’s now turn to the other U.S. airlines that issued menu postcards.

American Airlines foldover menu postcard.  When folded the AA logo appears on the picture side and the postcard side is on the back, while the menu appears inside. This style exists with different menus.  The one shown was served on American’s ‘New York Toltec’ flight.  ‘El Tolteca’ was American’s name for its service to Mexico City in the 1950s.  So this menu is in Spanish as well as English.  One of my cards of this type is postmarked 29 April 1950.

American Airlines menu postcard showing symbols of California as a destination.  The postcard back says ‘First with Jets Across the U.S.A.’.  This is part of a destination set issued in the early 1960s.  The same destination can have different menus.  Other destinations in this set include Mexico, New England and New York, and there may be others.

Eastern Air Lines postcard showing actual photo of what’s on the menu aboard a Lockheed Constellation, postmarked 18 July 1955.  Part of a set that shows photos of different meals served on Eastern.  On this postcard a child wrote “Hi Grampa !  Just ate all of it.  Not sick at all !”    Well, I guess that’s a good enough testimonial for airplane food.

Northwest Orient Airlines menu postcard, ‘Orient’, 1960s.  This is part of a set with beautiful illustrations of symbols and foods of the particular destination.  Other destinations in the set include Alaska, Atlanta, Florida, Pacific Northwest and Philippines, and there are probably more.

Pan American menu postcard, ‘On Board: Bermuda Clipper’.  This rare card dates from the late 1930s or 1940, and was probably used on Pan Am’s Baltimore – Bermuda seaplane route.

Pan American ‘Clipper Menu’ postcard, Seattle – Juneau, ‘Alaska Service’, with DC-3, late 1930s or early 1940s.  Ex Deke Billings collection.

 

Pan American ‘Alaska Service’ menu postcard, Seattle – Juneau with a destination photo, in the style of the 1950s.    Ex William Demarest collection.  There are other views in this set, and they are much harder to find than the corresponding United menu postcards of the same style.

TWA (Trans World Airlines) foldover menu postcard, showing the postcard back and foldover view, here Monterey Peninsula, California.  The menu takes up the entire other side of the postcard and view portions.  Issued March 1953.  The postcard back says: “This in-flight menu is printed in post card form, so that you may mail it home to family or friends as a remembrance of your TWA flight.”  I am aware of similar postcards with views of Naples and New York, and there may be others.

 

TWA ‘Menu a la Card’ postcard, with artwork typifying ‘Phoenix’.  Card is slightly larger than continental size.  Part of a set of destination menu postcards issued in 1987.  This is the latest date I know of for an airline menu with a postcard back on the menu itself.  The postcard back says: “TWA is pleased to present our new Great Destinations Series.  Through an artist’s vision we wish to share with our passengers the spirit and the aura of some of the Great Destinations that TWA serves.  Rather than depict famous landmarks, we have chosen scenes that we think typify the life style, the feel for a country or city that no monument can convey.”  Other destinations in this series include London, Paris, Puerto Rico, St. Louis and San Francisco, and there probably are others.

National Airlines ‘Bar Service’ menu service, 1950s.  Note the text ‘Liquor may be served outside the three mile limit or over the State of Florida’.  Before 1949 U.S. airlines generally did not serve alcoholic beverages in flights over the U.S.  Thereafter, for a brief period into the 1950s, various States did not permit the serving of alcoholic beverages in flight.  Apparently, on the flight where this card was handed out, National could serve drinks only when the aircraft was over Florida, or more than three miles offshore, considered to be ‘international waters’.

Pacific Northern Airlines ‘flying high above Scenic Alaska’ menu postcard, late 1950s.

Hawaiian Airlines menu and adjoining postcard that can be easily detached and mailed, issued about 1995.  Ex Kuo-ching (‘Peter’) Fu collection.  The other side of the postcard portion shows artwork of Hawaiian artist Juno Galang, and the reverse of the menu portion advertises Lion Hawaiian coffee, served on Hawaiian Airlines flights.

 Not illustrated here, but in my collection, are menu cards with detachable postcards issued by three other airlines: Finnair (with attached DC-10 postcard), KLM Amsterdam-Los Angeles service menu postcard (with attached 737-300 postcard), and Virgin Atlantic (one with attached artist’s depiction of people in London looking up to sky, and another depicting a London double-decker bus).

Now let’s turn to menus with postcard backs issued by airlines outside the U.S.

Trans-Canada Air Lines – Air Canada postcard with French and English text and rodeo photo, issued September 1963.  Part of a set with other menus and views. 

 

Canadian Pacific ‘Princess Menu’ postcard with photo of Victoria Glacier and Lake Louise, Canada. Card postmarked 27 October 1962. Part of a set with other menus and views. Canadian Pacific also issued menu postcards with the menu surrounded by the insignia of the various Canadian provinces.

I am not aware of any South American, European or Middle East airline menu cards with a postcard back other than those issued by B.O.A.C. (British Overseas Aircraft Corporation)

B.O.A.C. (British Overseas Aircraft Corporation) menu postcard, with artist’s view of the Drakensberg mountains, South Africa. 1950s. Internet image. Part of a set with other menus and views. Note the ‘Speedbird’ logo in the lower right. B.O.A.C. also issued, probably in the 1960s, another set of menu postcards with destination illustrations and the tagline ‘all over the world B.O.A.C. takes good care of you’ and with no Speedbird logo.

There are two African airlines that apparently have issued menu postcards, as to which I have never seen an actual card.  They are illustrated on the Famgus Aviation Postcards website, as follows:

Ghana Airways menu postcard with view of Accra.  1960s.

 

South African Airways menu postcard in two languages, Afrikaans and English. Late 1950s. 

From Asia and Australasia, I am aware of three airlines that have issued menu postcards.

Civil Air Transport (CAT), Taiwan, menu postcard showing a painting of an elf offering peaches symbolizing a long life.  Probably 1950s.  Ex William Demarest collection.  CAT issued other similar menu postcards, including one showing two Chinese boys greeting one another.

Philippine Airlines menu postcard showing folk art, postmarked 17 August 1971.

TEAL (Tasman Empire Airways Limited] menu postcard highlighting the ‘enchanted isles of the South Seas’, postmarked 22 April 1961.

I hope you enjoyed this overview of airline menu postcards.  If you know of any other airlines that issued menu cards with postcard backs, or if you have any comments on my article, I would be pleased to hear from you.  Just email me, Marvin Goldman, at worldairsociety@aol.com.

Until next time, Happy Collecting.
Marvin

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TWA – Trans World Airlines on Postcards

Written by Marvin G. Goldman

TWA served as one of the foremost airlines in the United States, tracing its origin to 1925 when Western Air Express was founded, and operating until acquired by American Airlines in 2001.

TWA itself was formed in 1930 from a combination of Western Air Express and Transcontinental Air Transport (T.A.T.)-Maddux, and was originally known as Transcontinental & Western Air.  Briefly, during 1925 to 1930 TWA’s three main predecessors evolved as follows:

— Western Air Express, formed on 13 July 1925, developed a substantial airline network spanning the western U.S. from 1926 to 1930.

Western Air Express Fokker F-32, NC334N, at Glendale Central Airport, California, 1930.  Real photo postcard by Talbot, no. 28.  Ex Deke Billings collection.  The Fokker F-32 was the largest airliner of its day and the first four-engine transport in the U.S.  Western Air Express operated the only two F-32s utilized in passenger service, and the aircraft type had a very short life, only carrying passengers in 1930-31.

— Maddux Air Lines, founded in 1927, developed a significant network in California plus service to Phoenix, Arizona and Agua Caliente, Mexico.

Maddux Air Lines Ford 4-AT Tri-Motor, NC4532, and Route Map. Airline Issue. Ex Deke Billings collection.

— Transcontinental Air Transport (T.A.T.), established in 1929 and backed by railroad interests, started a transcontinental Air-Rail service on 7 July 1929, operating western and eastern portions by air, with passengers transferring to rail service for the central part of the journey.

Transcontinental Air Transport (T.A.T.) Ford Tri-Motors at Port Columbus Airport, Ohio, 8 July 1929, at the inauguration ceremony for the eastern link of their Air-Rail transcontinental service. One of a set of postcards issued by Port Columbus Airport for their 75th anniversary in 2004. T.A.T operated a western segment from Glendale, California to Clovis, New Mexico, where passengers would transfer to rail service to Columbus, Ohio, and then resume with T.A.T. aircraft to New York. The Air-Rail arrangement continued into 1930, but thereafter T.A.T.’s aircraft operated the entire transcontinental route.

— T.A.T.-Maddux arose from the merger of Maddux with T.A.T. on 16 November 1929.

T.A.T.-Maddux Curtiss Condor CO at Port Columbus, Ohio, 1930. Pub’r W. E. Ayers Co., Columbus. Printed by Curteich, no. 2268-30. The Curtiss Condor was the last large biplane built in the U.S.  T.A.T.-Maddux utilized it to supplement its Ford Tri-Motors.

Under pressure from then Postmaster General Walter Folger Brown, who controlled the awarding of valuable airmail routes and wanted to promote a single transcontinental airline, in a ‘Shotgun Marriage’ the aircraft and other assets of Western Air Express and T.A.T.-Maddux were transferred on 24 July 1930 to a single company, named Transcontinental & Western Air (TWA).

In August 1932, Jack Frye, then Vice President-Operations of TWA, sent a famous letter to Donald Douglas with specifications for a desired new, modern aircraft type.  This resulted in a single Douglas Aircraft DC-1 prototype, delivered to TWA on 1 December 1933.  The unique DC-1 served as publicity for TWA, and here are two postcards.

TWA Douglas DC-1 on display at Glendale Central Air Terminal, Glendale, California. Real photo postcard. Ex Allan Van Wickler collection.

Interior of TWA Douglas DC-1 in a staged scene. Airline Issue. The back of the card states: “QUIET PLEASE! One of the most marvelous achievements contributing to the advancement of air travel is the quiet passenger cabin of the TWA Douglas Luxury Airliner. Conversation may be carried on in normal tone of voice. The cabin is carefully insulated from the engine and propeller noise and vibration. Luxurious deep-cushioned chairs and a wide aisle contribute to absolute comfort.”

Based on the DC-1, Douglas and TWA decided to lengthen the aircraft by two feet, thereby raising the number of seats from 12 to 14. This and other improvements became the DC-2, with the first being delivered to TWA on 18 May 1934, followed by 30 more. The DC-2 represented a tremendous improvement over all other airline types then in operation, and it transformed airline service.

TWA Douglas DC-2, NC13728, delivered to TWA on 21 August 1934. Airline issue. Ex Allan Van Wickler collection.

 

TWA Douglas DC-2 Cockpit. Pub’r C. R. Schneider Co., New York NY. Probably airline issue.

The DC-2 was followed by the even more advanced Douglas DC-3, including a sleeper version called the DC-3 DST (Douglas Sleeper Transport).  The DC-3 exceeded all expectations and became one of the most famous aircraft types in history.  TWA introduced DC-3s to its fleet (initially with the DST version) on 1 June 1937, in transcontinental service.

 

TWA Douglas DC-3 DST at Burbank, California, Airport. Airline issue. My card is postmarked 18 November 1938.

TWA Douglas DC-3 DST, NC17312, at New York. The back of the card states: “TWA’s luxury Skysleepers let you dream your way across the nation. You can leave New York in the evening–and breakfast in Los Angeles the next day, flying the route that’s shortest, fastest, coast-to-coast.”

In May 1940 TWA introduced the four-engine Boeing 307 into service. The Boeing 307 was the first commercial aircraft with a pressurized cabin, allowing it to fly up to 20,000 ft. (6000m), above the often more turbulent weather of lower altitudes. Only 10 examples were delivered — five to TWA and five to Pan American. The aircraft type had a short life due to the intervention of World War II and the post-war development of the Douglas DC-4 and Lockheed Constellation.

TWA Boeing 307 ‘Stratoliner’. Airline issue, 1940.

Interior of TWA Boeing 307. Airline issue, probably 1940. The aircraft seated 33 passengers who enjoyed a pressurized cabin for the first time in commercial service.

On 5 July 1945 TWA received authority to operate trans-Atlantic routes for the first time, breaking the monopoly of Pan American. In February 1946 it started adding to its fleet the first two main post-WWII commercial aircraft types — the pressurized Lockheed Constellation, particularly sponsored by TWA, and as backup the unpressurized Douglas DC-4. Each included some models converted from their initial military types.

TWA Lockheed 049 Constellation. Airline issue. This is a fold over card with a postcard back.  Inside is a Captain’s flight report with details about the specific flight, to be passed around to the passengers.  (This is the predecessor of today’s moving maps and information on the screen at each person’s seat). The inside text offers to make a duplicate for mailing if desired. My card’s message is dated 26 September 1946.

TWA Douglas DC-4 over Cairo. Airline issue, probably late 1940s or early 1950s. Pub’r Umberto Boeri Editore, Rome. Painting by the Italian artist, Manlio D’Ercoli. One of a set of at least five TWA-issued destination cards by this artist, including two other DC-4 cards (Athens and Geneva) and two Constellation cards (Shannon and Rome). The Cairo card is the least common of the set.

TWA changed its full official name to ‘Trans World Airlines’ on 17 May 1950.  Meanwhile, the airline continued to sponsor and introduce newer and faster versions of the Constellation.  This culminated with its introduction of the Lockheed 1649A Constellation in January 1957, considered by many as the most beautiful airliner ever built.  Although this was still solely a propeller aircraft, TWA called it the ‘Jetstream Starliner’, knowing that pure jet aircraft were already in production and would soon enter service.

TWA Lockheed 1649A Constellation. Airline issue. I acquired this postcard from the seat pocket of this aircraft type while on a TWA flight from Rome, Italy to Bombay, India in July 1960.

For short-haul service in the 1950s, TWA introduced Martin 202s in 1950 and Martin 404s in 1951. These aircraft types served for about a decade.

TWA Martin 404 at Wichita Municipal Airport, Kansas. Pub’r Newfer Color Card Co., Wichita, no. 83207; printed by Dexter Press.  With the Martin 404, TWA introduced its ‘white top’ livery.

TWA entered the pure jet era when it received its first Boeing 707 on 17 March 1959, and the type immediately became its leading aircraft. Its 707 service was launched on 20 March 1959, on its transcontinental New York-San Francisco route.  707s served in TWA’s fleet until October 1983.

TWA Boeing 707-100. Pub’r H. S. Crocker Co., San Francisco, no. HSC-270. The earliest 707 engines spewed a lot of smoke on takeoff.

For short-haul routes in the early jet age years, TWA introduced Boeing 727s and Douglas DC-9s.

TWA Boeing 727-31H, N831TW, at Cleveland Hopkins International Airport, Ohio. Curteich no. 5DK-1973. Distributor, George R. Klein News Agency, Cleveland. Ex Allan Van Wickler collection. This aircraft was in TWA’s fleet from May 1965 to January 1992.

TWA Douglas DC-9-14, N1051T, its first DC-9, at New York LaGuardia Airport on a demonstration trip prior to delivery in 1965. Postcard produced by Airliners International 2010 New York, from a photo in the collection of Jon Proctor via Terry Waddington. Pub’r j.j.postcards, Bassersdorf, Switzerland.

In 1965 Boeing initiated development of the first wide body aircraft, the Boeing 747, which was twice the size of the 707.  TWA ordered 12 of them in 1966, and received its first one at the end of 1969.  The type, often called the ‘Jumbo Jet’ or ‘Queen of the Skies’ became the pride of TWA’s fleet, carrying its banner around the world.

TWA 747-100 and crew. Pub’r Kruger, no. 918/54, Printer Michel & Co., Frankfurt, Germany. 4 x 8-3/4” (10 x 22 cm.)

Douglas and Lockheed entered the wide body aircraft market with tri-jets — the DC-10 and L-1011 respectively.  Delta chose the L-1011, eventually operating over 40 at various times between 1972 and 1998.

TWA Lockheed L-1011. TWA Brussels office issue. This postcard shows TWA’s revised livery introduced in 1975, but with the ‘Trans World’ titles in solid red as introduced in 1980(rather than the 1975 version of white with a red border). This dates the postcard to 1980 or later.

Boeing then developed the long-haul, wide-body 767 which featured two engines, using less fuel than the three or four-engine wide bodies.  It also had a completely new flight deck design, requiring only two pilots instead of three or more and incorporating computer screens.  TWA introduced this successful aircraft type on 2 December 1982.  On 1 February 1985 a TWA 767 operated the first trans-Atlantic scheduled passenger service under the U.S. Federal Aviation Administration’s Extended Twin-Engine Operations (‘EROPS’, later known as ‘ETOPS’) which allowed twin-engine commercial aircraft to cross the ocean provided they operate within 120 minutes from an alternate airport (the maximum number of minutes has since been increased).

 

TWA Boeing 767-200. TWA Brussels office issue.

TWA paid close attention to its cargo operations and issued a few postcards advertising them.  Here is my favorite:

TWA Cargo Advertising Card, Airline issue. 6 x 9 (15 x 23cm.)

TWA’s Douglas DC-9 fleet for short-haul service expanded with successive larger models, culminating with the DC-9-82, subsequently called the MD-82 (entered TWA service in 1983) and the MD-83 (entered TWA service in 1987).  On 26 September 1986, the regional air carrier Ozark Air Lines, which also had a significant fleet of DC-9s and MD-80s, was merged into TWA.

Ozark Air Lines MD-82, N952U.  Airline issue.

From time to time TWA entered into arrangements with several commuter airlines that acted as feeders to its main operation.  Although operated by the local airline concerned, the flight and aircraft would be branded as ‘Trans World Express’.  Here is one postcard example:

Trans World Express Saab 340B, N749BA, operated by Metro Air Northeast. Pub’r Plane Views no. 85102024.

In September 1995 TWA unveiled its final livery, featuring “Trans World’ titles and a stylized world map.  Its final postcards show this livery.

TWA Boeing 767-200, N602TW, in color scheme adopted September 1995. Airline issue no. PAS-964, April 1996.

In 1985 TWA, while battling a takeover attempt by the notorious Frank Lorenzo and his company Texas Air Corporation, found itself taken over instead by corporate raider Carl Icahn. Icahn orchestrated the merger of Ozark Air Lines into TWA in 1986, burdening TWA with excessive debt. His subsequent maneuvers further contributed to financial difficulties for the airline.  TWA went through ‘chapter 11’ bankruptcy reorganization proceedings twice, in 1992 and 1995, but it never fully recovered.  In 2001 American Airlines acquired TWA, ending a remarkable 75-year span for one of the world’s pioneering and most highly respected airlines.

Notes:  Originals of all the postcards illustrated are in the author’s collection.  My estimate of their availability: Rare: the Western Air Express F-32 at Glendale, Maddux Ford Tri-Motor with route map, TWA DC-1 interior, DC-2 in flight and DC-2 cockpit, DC-3 at Burbank, and Constellation 049; Uncommon: the TAT-Maddux Curtiss Condor at Port Columbus; TWA DC-1 at Glendale, TWA DC-3 at night; Boeing 307 in flight and interior; DC-4 over Cairo, Martin 404 at Wichita, 747 and crew, 727 at Cleveland, L-1011 Brussels issue, and TWA Cargo cards.  The rest are fairly common.

References:

Davies, R. E. G., ‘TWA: An Airline and Its Aircraft’, illustrated by Mike Machat, 112 pages (Paladwr Press, 2000).

Cearley, George W., Jr., ‘TWA: A Pictorial and Illustrated History of Trans World Airlines 1925 – 1987’, 136 pages (self published, 1988).

Proctor, Jon, ‘TWA 1925 – 2001’, 64 pages (Airways Classics No. 6, 2012).  The late Jon Proctor had a career with TWA spanning 28 years, including in-flight management positions.  He is remembered as an outstanding airline historian and gentleman.  He is the first recipient of the new annual ‘Paul Colllins’ award for excellence in serving the airline history community, awarded to him earlier in 2020 by the World Airline Historical Society.

I hope you enjoyed this article on TWA and its postcards, and until next time,

Happy Collecting,

Marvin G. Goldman

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EL AL Aircraft on Postcards

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).

EL AL Douglas DC-4 (either 4X-ACC or 4X-ACD) at London Airport, behind the BOAC B377 Stratocruiser. Postmarked 26 July 1951. Pub’r: Bridge House S20543.

EL AL DC-4 (either 4X-ACC or 4X-ACD) with early crew members including its first steward, Herb Kweller, in center, and stewardess Miriam Gold on right. Published by photographer of Lod Airport (now Ben-Gurion Airport), Tel Aviv, 1949.

EL AL Curtiss C-46 Commando, 4X-ALC, with Yemenite Jews awaiting airlift to Israel. Art by Danny Shalom. Airline Issue, 1979. (Aircraft utilized on the airlift actually bore substitute titles, such as ‘Near East Air Transport’).

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 Lockheed L149 Constellation, in Test Flight as N90827 in Southern California, March 1951, later registered 4X-AKA. EL AL New York Office Issue, 1951.

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.

Saw one postmarked 3 April 1957

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

EL AL Lockheed 149 Constellation, 4X-AKA, at Zurich. Pub’r WBZ, Zurich, no. VF19.

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.

EL AL Bristol Britannia. Airline New York Office Issue, 1957. This is a composite card, 10” x 28” (26 x 79 cm.), consisting of six detachable 4-1/4” x 7” (11 x 23 cm.) postcards (5 vertical; 1 horizontal), each described on the back as ‘a piece of the plane’.

EL AL Bristol Britannia, ‘Fly Britannia’. Airline Issue, probably by Paris Office, about 1958. Pub’r Carisse.

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.

EL AL Boeing 707-420, in original livery. Airline Issue, early 1960s. There are three versions of this postcard, each with a different imprint on the back, and a similar postcard with clouds only partially covering the bottom.

EL AL Boeing 720B, in second 707/720 livery adopted by 1966. Airline issue.

EL AL Boeing 707-320B, 4X-ATT, at Paris-Orly, in third 707/720 livery adopted in 1971. Pub’r SWAT, no. 4.

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.

EL AL Boeing 747-200B, 4X-AXA, its first 747. Airline issue, 3.8 x 9.2 in. (9.6 x 23.3 cm). 4X-AXA was delivered with three upper deck windows (usually associated with the original -100 series); however it was indeed a -200B series, and additional upper deck windows were added soon after delivery. This postcard also exists in standard size in English and French text versions, and a variation exists with the aircraft pointing upwards. With the 747-200, EL AL introduced a new classic livery for its fleet, designed by noted Israeli artist Dan Reisinger, which remained as EL AL’s standard livery for 28 years – until 1999.

EL AL Boeing 747-200B, 4X-AXB, at Tel Aviv – Ben-Gurion Airport. ‘Welcome to Israel’ card with McCrory group. Pub’r Palphot 25312SC, 1988. The aircraft bears EL AL’s 40th anniversary logo to the right of its titles.

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

EL AL Boeing 737-200, 4X-ABN, June 1984. Pub’r Blue Air no. BA 04. A Czech airline enthusiast published many airline postcards under the name ‘Blue Air’, featuring EL AL aircraft. EL AL itself issued only one 737-200 postcard, showing a side aerial view.

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.

EL AL Boeing 767-200ER, 4X-EAA. Airline Issue, about 1983. The Hebrew writing on top says: ‘Boeing 767 – EL AL in a New Direction’.

EL AL 757-200, 4X-EBT, in livery of its affiliate Sun d’Or. Airline Issue, about 2005. The Hebrew text says ‘To fly on vacation super-assured’.

EL AL 767-300ER, 4X-EAP, landing at Tel Aviv – Ben-Gurion Airport, 1 June 2006. Pub’r Blue Air BA-42. EL AL did not issue any postcard showing a 767-300. Its New York Office issued a postcard in 2015 promoting Boston-Tel Aviv nonstop service with 767-300ERs; however, that postcard showed a 767-200ER.

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.

El Al Boeing 747-400, 4X-ELA, in the type’s original livery. Available only as the last postcard in EL AL-issued ‘Israel’ and ‘Holy Land’ postcard booklets (the other cards in the booklets show Israeli scenes).

In 1999, on EL AL’s 50th 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.

EL AL 747-400, 4X-ELD, featuring the airline’s new dark blue and silver ribbons livery. Airline Issue no. 60-301420/99, 1999. A similar card, showing the aircraft over clouds, was issued in 2005 (no. 60-301420/05. EL AL’s New York Office issued another variation showing modified ‘EL AL’ titles introduced on its aircraft in 2006.

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

EL AL 777-200ER, 4X-ECA. Airline Issue by New York Office, about 2010.

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 Boeing 737-700, 4X-EKD, at Geneva, 2000. Pub’r Air Hobby #375.

EL AL 737-800, 4X-EKA, at Zurich, March 1999. Photo by Aviatrade, Pub’r Blue Air BA-11.

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.

EL AL Boeing 787-9 ‘Dreamliner’. Computer art postcard. Issued 2018 by EL AL’s New York Office.

EL AL 787-9, 4X-EDF, landing at Paris-CDG, 2018. Photo by Daniel Dane. Pub’r World Collector’s Cards #WCC-1154. This is the first aircraft to be painted in an EL AL ‘retro’ livery; it is similar to the original 1961 livery of EL AL’s first three 707s.

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.

EL AL Boeing 747-400, 4X-ELD, heading for takeoff runway at Tel Aviv – Ben-Gurion Airport. Photo by Yochai Mossi. Part of a five-card ‘747 Farewell’ postcard set issued by EL AL on 2 November 2019.

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.

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Airline Postcard Sells for Probable Record Price

Written by Marvin G. Goldman

On 23 March 2019, an Air Guinee Douglas DC-4 postcard sold on eBay for 805 British pounds, equal to approximately U.S. $1,050.  This is the highest sales price I have ever heard of for a single airline postcard.  I checked with two other leading airline postcard collectors — Bill Baird and Doug Bastin.  Bill said, “that is the highest price I’ve ever seen [for] an airline postcard so far”.  Doug observed, “As regards whether it is the highest price, probably yes for a card with no postal history content.

This raised my curiosity to find out what was so special about Air Guinee and this postcard in particular, and that led to my writing this brief article.

From 1895 to 1960 a federation of eight French colonial territories, including ‘French Guinea’, existed in what was then known as ‘French West Africa’.  Upon those territories gaining their separate independence in 1960, they considered forming, and several did establish, an airline consortium called ‘Air Afrique’.  However, the governments of Guinee (the former French Guinea) and Mali decided not to participate, and they formed their respective own national airlines.  Air Guinee was founded in 1960 by the Guinee government and existed until 2002.

Initially Air Guinee operated with aircraft and assistance obtained from the Soviet Union.  However, in mid-1963 Air Guinee purchased two Douglas DC-4s from Alaska Airlines, and that leads us to the airline postcard at hand.

The Air Guinee DC-4 postcard was listed on eBay on 16 March 2019 by eBay seller ‘kevins_models’ of Stockport, Cheshire, U.K., at a starting price of £1 (about $1.30) plus £6 shipping.  The seller stated:  “THIS IS ONE OF APPROX 200 CARDS I AM LISTING THIS WEEKEND.   THEY CAME FROM A PRIVATE COLLECTION OF A COLLECTOR IN LONDON.  CARDS ARE MOSTLY FROM THE 1950s TO 1980s.  AIRLINE ISSUED CARDS SOME REALLY RARE ISSUE CARDS.”

Here is the front and back of the card as listed by the seller:

Air Guinee Douglas DC-4 Postcard, Airline Issue, probably 1963, sold on eBay for £805 (approximately $1,050), 23 March 2019. 

Back of preceding card. 

The aircraft on the postcard was described by the seller as a DC-6, but it appears to be an artist’s rendition of a DC-4.  Moreover, according to several sources, including a detailed Air Guinee fleet list on the website ‘aerobernie.bplaced.net’ (tab ‘Africa’, subtab ‘Guinee’), Air Guinee never utilized DC-6s.  That website does list the two DC-4s acquired by Air Guinee from Alaska Airlines in 1963, registered 3X-KRS and 3X-YUN, which were in Air Guinee’s fleet for three to four years.  The DC-4 on the postcard bears registration 3X-YKN, but that registration does not appear on any actual Air Guinee aircraft.  It is possible the postcard was produced before the aircraft was registered in Guinee and the number ultimately given to the aircraft was 3X-YUN rather than the ‘3X-YKN’ supplied to the artist of the postcard.

In any event the eBay auction attracted 16 bids from 10 different bidders, and the £1 starting price soared to the ultimate £805 (about $1,050).

It was Bill Baird who actually brought this postcard to my attention.  He added that he actually has one of these cards in his own collection!  He says he never thought much about it and doesn’t even remember how he acquired it.  Here are scans of the front and back of Bill’s postcard.

Air Guinee Douglas DC-4 Postcard, Airline Issue, probably 1963, William Baird collection.

Air Guinee Douglas DC-4 Postcard, Back, Airline Issue, probably 1963, William Baird collection.

Doug Bastin, who like me had never seen this postcard before, initially wondered whether the Air Guinee DC-4 postcard might possibly be a fake.  He thought it strange that the postcard said ‘Printed in the U.S.A.’ whereas the airline in its early years was closely tied to Soviet assistance.  But then he saw on the postcard listing that seller was selling numerous older airline postcards that he acquired from a London collector and that they all seemed to be legitimate.  Moreover, I note that the U.S.A. reference isn’t so strange because Guinee’s initial relationship with the Soviets concluded in 1962-63, and Air Guinee acquired its two main DC-4s in 1963 from Alaska Airlines.  Also, the back of the same card in Bill Baird’s collection, shown above, has a handwritten greeting written in French by a person living in Conakry, the capital of Guinee.

Seller’s March 2019 eBay listings included a different Air Guinee DC-4 postcard claimed to be from the same London collection and also never seen before by me, Doug Bastin or Bill Baird.  This card shows the aircraft on the ground with the crew in front, and it sold on the same day for $550 — also an exceptionally high price, above or close to any previous high price for an airline postcard.  This other Air Guinee postcard attracted 14 bids from 11 different bidders, not all of whom were the same as those that bid on the top-selling card.  The same person, however, identified by eBay only as ‘c***_’, was the top bidder on both cards.

Here is the seller’s image of this other Air Guinee DC-4 card:

So what drove up the prices on these two Air Guinee DC-4 postcards?  First, the cards appear to be very rare. They are airline issues from an African national airline that produced very few cards and no longer exists.  The DC-4 is an old prop aircraft popular with collectors.  The aircraft type served with the airline only 2-3 years.  And, perhaps most importantly, there were many collectors bidding on the cards, including more than one in each case who was willing to pay an extremely high amount for the prize.  As to the record-setting card, two different collectors bid over $1,000 (and a third collector bid nearly $300).  The second card, showing the DC-4 on the ground with crew, had two different collectors bid $550 each (the earlier bid won; and a third collector bid over $200).

If you have any comments or more information about these two Air Guinee postcards or how they came to be sold for these top prices, I would be glad to hear from you.  I may reached through the ‘Contact Us’ tab at the bottom of the World Airline Historical Society, Inc. website home page at wahsonline.com.

Who knows?  Maybe you will find one of these postcards at Airliners International 2019 Atlanta !

Marvin G. Goldman

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Atlanta International Airport on Postcards

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.

Postcard issued in 1909 showing the Atlanta ‘Auto Speedway’ which site in 1926 became the original location of Atlanta airport, first named Candler Field after the site’s developer, Asa Candler.  The card is an artist’s rendition, and the grandstand was actually on the left side of the track while looking north towards the City in this view.  Today the north portion of Atlanta International Airport, and the corporate office of Delta Air Lines and the Delta Flight Museum, occupy the area of what used to be that auto race track.

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.

Candler Field, Atlanta, postcard, probably issued between 1932 and 1934, showing the airport’s new terminal in the center, which served from 1932 to 1948.  The building at the far right with the letters ‘E.A.T.’ (Eastern Air Transport, later known as Eastern Air Lines) previously served as Atlanta’s first airline terminal.  The hangar on the left originally was utilized by American Airways (later known as American Airlines) which operated in Atlanta only for a few years until 1934.  The three aircraft parked on the ramp are Stinson T Tri-Motors, a type utilized by American and acquired by Delta in 1934.

Eastern Air Lines Douglas DC-2 at Candler Field, Atlanta.  [Publisher (‘Publ’r’) R. & R. News Co., Atlanta, Tichnor Bros., Boston, nos. A13 and 65510, issued between 1934 and 1938].  Eastern’s DC-2s entered service in late 1934.  The back of this postcard boasts that “Twenty-six passenger and mail planes arrive and depart daily from this great modern airport with its great shops, hangars, radio beacons and complete Weather Bureau.”

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

Candler Field (Atlanta Municipal Airport), showing its new 1939 control tower. (Pub’r R. & R. News, Atlanta, Curteich, Chicago, no. 9A-H83, issued 1939).  The back of this postcard proudly claims ‘28’ daily airline arrivals and departures — up from the ‘26’ mentioned in the preceding card.

Delta Douglas DC-2, NC14921, at Atlanta.  (Pub’r R. & R. News, Curteich, nos. 136 and 0B-H1385, issued 1940).  There are at least two versions of this card; this one refers to the ‘Merry-Go-Round’, as explained on the back: “Large crowds gather twice a day to view the arrival and departure, within a space of only a few minutes time, of seven large passenger ships; and this spectacular sight is known as the famous ‘Merry-Go-Round’”.

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.

Delta Air Lines built this hangar at Atlanta airport in 1941, coinciding with its headquarters move from Monroe, Louisiana, to Atlanta. This postcard shows Delta Douglas DC-3s and a Lockheed L12A Electra Junior in Delta’s hangar during 1945-46. This hangar is now part of the Delta Flight Museum.  (Pub’r jjPostcards for Airliners International Atlanta 2015, card 2).

Delta Air Lines Douglas DC-4, NC37475, at Atlanta, about 1946-47.  (Pub’r jjPostcards for Airliners International Atlanta 2015, card 5).

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 Municipal Airport’s ‘Temporary Passenger Terminal’ established in a hangar in 1948, pending development of a new terminal.  (Pub’r R. & R. News, Curteich, nos. 137 and 8B-H706, issued 1948).

Delta Douglas DC-6, N1902M, and DC-3s of Delta and Capital Airlines at Atlanta Municipal Airport’s ‘Temporary Passenger Terminal’.  (Pub’r Atlanta News Agency, Dexter Press no. 50317).

Interior of the ‘Temporary Passenger Terminal’ at Atlanta Municipal Airport, 1948.  In this view you can see ticket counters for Eastern, Delta and Capital Airlines.  The back of the card says ‘The ticket counter, 200 feet in length, is the world’s longest’.  (Pub’r R. & R. News, Curteich no. 8B-H1640).

Eastern Air Lines Lockheed Constellation at the east side of Atlanta’s ‘Temporary Passenger Terminal’.  (Pub’r Athens News Agency, Atlanta, Colourpicture, no. K443, photo by Carolyn Carter).  Ex-Deke Billings Collection.

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!

Entrance ramp to the new terminal building of Atlanta Municipal Airport, with the administration building and new control tower rising in the back.  (Pub’r Atlanta News Agency, Chamblee, Georgia, Colourpicture, Boston, no. P43445, issued about 1961).

The new Atlanta airport terminal shortly before it opened in 1961, seen from the center concourse of the ‘temporary’ 1948 terminal. At this stage, aircraft were still parked in front of the new terminal. The tail of Eastern Lockheed L-188 Electra, N5509, is at left.  (Pub’r Curteich no. 1DK-777, 1961).

Crowded ramp space at Atlanta for Piedmont Airlines aircraft in the early to mid-1960s, with Piedmont Martin 404, N40417 in the foreground. Note also the observation deck at right atop Concourse C-D.  (Pub’r Nelson Jones, Lakewood, Ohio).

Delta Douglas DC-8, N801E, and passengers deplaning at Atlanta. Delta was the launch customer for the DC-8, and this aircraft (originally a DC-8-11) was the first of the type delivered to Delta, on 22 July 1959.  (Pub’r Delta Heritage Museum, 2002).

Delta Douglas DC-9-14, N3309L, taking off from Atlanta, 1965. Delta was also the launch customer for the short-haul DC-9. It began scheduled service of the type on 8 December 1965.  (Pub’r Delta Heritage Museum, 2002).

 

Aerial view of the Atlanta airport terminal area and concourses about 1965.
At Concourses B and C in the foreground are an Eastern DC-7 with the blue and white ‘hockey-stick’ livery introduced in early 1965 and a Piedmont FH-227. Towards the top right are Concourses E and F almost entirely filled with a mix of Delta jet and prop aircraft.  (Pub’r Atlanta News Agency, Chamblee, Georgia, Dexter Pres, no. 6255-C).

Delta Air Lines aircraft at Atlanta airport showing rotundas and gates added to Concourses E and F in 1968.  (Pub’r John Hinde, Dublin, no. 2GA13).

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 81st 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.

Aerial view of the Atlanta airport terminal area and concourses about 1976. Almost all the aircraft are now jets. The top shows the airport’s new tall control tower built in the mid-1970s.  (Pub’r Atlanta News Agency, Atlanta/Dexter Press no. D-37335-D).  Ex-Allan Van Wickler Collection.

Eastern Air Lines Boeing 727s parked along Concourse B at Atlanta airport, about 1974-76.  (Pub’r Atlanta News Agency, Dexter Press no. DT-82467-C).

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.

Atlanta International Airport view, about 1981, of the ‘Midfield’ Terminal that opened on 21 September 1980.  (Pub’r Aerial Photography Services, Atlanta, Dexter Press 70990-D). Ex-Allan Van Wickler Collection.  The main terminal is in the foreground, concourse T extends sideways from the terminal building, and concourses A through D are in four rows beyond that.  The grassy area at the top center now contains Concourse E and, to the right of the control tower, the international terminal.

Atlanta International Airport Midfield concourses, facing east with concourse A of Delta in the foreground, about 1980-81.  (Pub’r Thomas Warren, Atlanta, no. A-154).

ATL about 1991-93, looking north with downtown Atlanta in the distance. Concourse T in the center was still being used for international flights.  (Pub’r Aerial Photography Services, Atlanta, no. MC3-2543, photo by Jim Doane).

Atlanta International Airport, late 1990s. This view shows the north and south groups of runways and taxiways on both sides of the Midfield concourses. The main terminal is at the left, and one can see, from left to right, concourses T, A, B, C, D and a small portion of then new concourse E.

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

2017 marked the 20th 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.

                                                           Official logo of ATL. 

_______________________________________

Official Airliners International ATL 2019 Postcard.

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.

View of the Airliners International ATL 2015 show in the Delta Flight Museum. (Postcard issued by Airliners International 2015 and 2016, pub’r jjPostcards).

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.

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Delta Air Lines and Predecessors on Postcards

Written by Marvin G. Goldman 

Delta ‘Welcome’ postcard in its ‘Keep Climbing’ series, issued by the airline about 2017.   

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:

Huff-Daland Duster (Petrel 31) crop duster. Modern postcard of one of the company’s original aircraft, beautifully restored by Delta employees. Aircraft donated to the National Air and Space Museum in 1966, and on loan to the Delta Flight Museum, Atlanta, Georgia. Postcard published in 2002 by the Delta Flight Museum.

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.

Curtiss-Wright 6B Sedan, restored and painted to represent Delta’s 1929 Travel Air S-6000B, and now on exhibit at the Delta Flight Museum.  Modern postcard issued by the Delta Flight Museum.

Delta’s original headquarters at Monroe, Louisiana, about 1930, with a Curtiss Robin J-1 at right.  Issued by Airliners International 2015 Atlanta, photo courtesy of Delta Flight Museum, published by jjPostcards, Bassersdorf, Switzerland.

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.

Delta Lockheed 10 Electra at Augusta, Georgia. ‘Linen’ finish. Pub’r: John J. Miller Co., no. 67788; printed by Tichnor Bros., Boston.

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.

Delta Douglas DC-2, NC14921, its first of the type, at Atlanta, Georgia. ‘Linen’ finish. Pub’r: R. & R. News Co., Atlanta; printed by Curteich-Chicago, no. 0B-H1385, 1940. This aircraft was purchased from American Airlines and in service with Delta from February 1940 to January 1941.  There are at least three varieties of this postcard, with different text on the front and back.

Delta Douglas DC-3, NC28341, ‘Ship 41’. Airline Issue (‘A/I’) in 2004 to commemorate the 75th anniversary of Delta’s passenger service. Published by the Delta Flight Museum. This aircraft flew Delta’s first DC-3 passenger service, 24 December 1940, and DC-3s remained in Delta’s fleet until 1960. Ship 41 is on display at the Delta Flight Museum.                          

Delta Douglas DC-6 Over Miami Beach, Florida. ‘Linen’ finish postcard. Pub’r Curteich, no. 2C-N704, 1952. Delta operated DC-6s from October 1948 to December 1968.

Delta-C&S Douglas DC-7, N4871C. A/I, no. T106. This aircraft is shown in its original delivery color scheme and was the first one delivered to Delta, in March 1954, soon after the May 1953 merger of Chicago & Southern (C&S) into Delta. The image on this card was utilized on two other Delta-issued postcards, with slight modifications. First, the card was reprinted with the tail marking changed to show a ‘Golden Crown’, reflecting an enhanced service, still with the Delta-C&S name which was retained by the airline from the time of the merger until September 1955. Then, the card was reprinted a second time with the Delta-C&S name on the front changed to “Delta” and with other stylistic livery changes. The wording on the back of each version differs. Yet all three versions carry the same airline issue number. 

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

Delta Convair 440, N4820C, at Paducah, Kentucky. This aircraft was originally a model 340 acquired in 1954 that was modified to the 440 standard after 1956. Pub’r: Curteich no. 1DK-665; distributed by Wilson’s Book and Stationery, Paducah, 1961.

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 Curtiss C-46 ‘Air Freighter’, N9884F. A/I, probably 1957. Oversize card. Peter Fu Collection.

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.

DC-8-11, N804E, at Miami. This was one of Delta’s first DC-8s, received in October 1959. It was subsequently upgraded to a DC-8-12 and then DC-8-51 standard. Pub’r: Curteich no. G.519; distributed by Gulf Stream Card, Miami. My card is postmarked 15 November 1961.

Convair 880, N8802E, Delta’s second 880, received February 1960. Delta initially called the 880 the “Aristocrat of Jets”, as stated on the reverse of this card and emphasized by the crown over the 880 on the front. A/I, no. T-315, also with an apparent Curteich number 0DK-606 indicating a 1960 issue date. This card was later reprinted by Delta (bearing the same postcard numbers) with the text on the front removed and different text on the reverse. The ‘Aristocrat’ wording was dropped and, in a preview of things to come, the number of passengers noted was increased from 84 to 92.

Douglas DC-9-14, N3303L.  This is an unusual ‘pop-up’ postcard issued by Delta. When opened up, the inside has an interior view on the left and a ‘pop-up’ view of the DC-9 with a sky background, giving a 3-D effect.

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.

Lockheed L-1011 TriStar 500, N751DA, the first model 500 operated by Delta, introduced in 1979 particularly for long-range routes. A/I in 2000 as an historical postcard. This card shows the classic Delta ‘widget’ livery in use on Delta aircraft from 1962 to 1997.

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 aircraft, including Boeing 727s, L-1011s and DC-8s, taking on passengers at multiple rows of gates, Hartsfield-Jackson Atlanta International Airport, Atlanta, Georgia. Pub’r: Thomas Warren Enterprises, Atlanta, nos. 561109 and A-153.

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:

Delta Boeing 767-200, N102DA, its first 767, with a special livery symbolizing Delta’s role as the Official Airline of the 1996 Olympic Games in Atlanta. A/I, no. P98303. There is another variation of this card, A/I no. P97977, with the aircraft closer up and lower, and with the Delta Olympic logo smaller. Named ‘The Spirit of Delta’, the funds to acquire this aircraft were raised by Delta’s employees through payroll deductions. The aircraft is now on display at the Delta Flight Museum, as seen in the next postcard image.

Delta Boeing 777-200, with Delta’s ‘Colors in Motion’ tail livery (also called ‘Flowing Fabric’), its main tail livery from 2000 to 2007. Delta introduced the 777 in May 1995. A/I, 2000.

Delta Boeing 757-200, N717TW, in SkyTeam logo, at LAX, 19 January 2009. Duane Young photo. Issued by Airliners International 2014 LAX. Pub’r jj Postcards. Delta is a founding member of the SkyTeam airline alliance.

Delta Airbus A350-900, N502DN, in Delta’s ‘Onward and Upward’ livery adopted 30 April 2007 and still current. This livery re-introduced the Delta ‘widget’ logo, in updated form. It took four years to complete the livery changeover on all its aircraft. The A350 is the latest addition to Delta’s fleet. Pub’r Flying Photos Magazine. Photo by Agustin Anaya, Atlanta.

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.

Chicago & Southern Lockheed Constellation 749. A/I, Nov. 1951. This aircraft type became a Delta-C&S aircraft upon the 1953 merger of C&S into Delta.

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

Northeast 727-95 in the famous ‘Yellowbird’ livery introduced in 1966, over the Miami Beach ‘Gold Coast’, Florida. A/I, 1966. In 1967 Northeast started to acquire the larger Boeing 727-200, and on 14 December 1967 it operated the first scheduled flight of that type, in ‘Yellowbird’ livery from Miami to New York (Kennedy).  Northeast’s 727s were all taken over by Delta upon their 1972 merger.

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.

Western Air Lines McDonnell Douglas DC-10-10, referred to by Western as the ‘Magnificent Queen of Western’s jet fleet’ and the ‘DC-10 Spaceship’. A/I. There are two versions of this card, with different text on the reverse and a different destinations list. Western operated this type from 1973 until its 1987 merger with Delta.

Pacific Northern Airlines Boeing 720, taking off from Seattle-Tacoma International Airport. A/I, no. P42365, issued late 1961 or early 1962. Artist card. Originally founded as Woodley Airways, the airline adopted the Pacific Northern name in 1945 and, in 1967, it merged into Western Air Lines which later merged into Delta.

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.

Northwest Airlines four-view postcard showing a Boeing 747-400 and 757, Airbus A320, and MD-80 in the color scheme featuring a logo on the tail having an ‘N’ and circle with a triangle pointing northwest. Probably an A/I, no. 23285-E. Postmarked 8 January 1994. Northwest merged into Delta on 1 October 2009.

Northwest Orient Airlines 747-100 tri-view card also showing two interior scenes. A/I, about 1970. Oversize, 6 x 8.5” (15.2 x 21.5cm.). 747 timetable on portion of back. Northwest dropped ‘Orient’ from its brand name upon its 1986 acquisition of Republic.

Republic Airlines Boeing 727-200, N715RC. A/I, no. 0-04 10-3-1186. Oversize, 3.75 x 8.5” (9.5 x 21.7cm.). Republic merged into Northwest Airlines on 1 October 1986.

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

Wisconsin Central Airlines Lockheed Electra L-10A. A/I. Wisconsin Central started operating L-10As on 25 February 1948, and this postcard probably dates from that year.

North Central Airlines Douglas DC-9. A/I, printed by Cartwheel, Afton, Minnesota, no. 121383, issued about 1977. A variant of this card has North Central’s Philadelphia office phone numbers on the reverse. North Central was known as Wisconsin Central from 1944 to 15 December 1952. On 13 July 1979 North Central merged with Southern Airways to form Republic Airlines.

Southern Airways DC-9-31, N908H. A/I. Oversize, 4 x 7” (10.2 x 17.7cm). Southern merged with North Central Airlines on 13 July 1979 to form Republic Airlines.

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.

Hughes Airwest DC-9-15, N9349, at Reno, Nevada. ‘Stippled’ edges. Pub’r: Smith Novelty, Carson City, Nevada; printed by Colourpicture, Boston, no. P305136.

Air West DC-9-31, N9344. ‘Stippled’ edges. Pub’r: Ellis Post Card Co., Arlington, Washington, no. 116593. Air West was formed on 17 April 1968 as a combination of three airlines — West Coast, Bonanza, and Pacific. It was renamed ‘Hughes Airwest’ in July 1970. This aircraft went on to serve in the colors of Hughes Airwest, Republic and Northwest.

West Coast Airlines DC-9. A/I, probably in 1966 when West Coast first acquired DC-9s. Artist postcard. West Coast was founded on 5 December 1946 and became a significant regional airline in the Pacific Northwest.

Bonanza Air Lines Fairchild F-27A ‘Silver Dart’, N149L, over Hoover Dam, Nevada. A/I. Oversize, 4 x 8.5” (10.1 x 21.5cm.). This card was issued attached to another Bonanza postcard showing a DC-9. Bonanza was founded 5 August 1946 and served major cities in Arizona, California, Nevada and Utah.

Pacific Air Lines Boeing 727-100, N2979G. Pub’r: Aviation World, nos. B-025, 77842-D. Pacific was founded in 1941 under the original name of Southwest Airways, the name being changed to Pacific on 6 March 1958. It was mainly a feeder airline serving southwestern U.S. cities.

Southwest Airways Martin 2-0-2, N93049, at Los Angeles International Airport, probably between 1952 and 1958. Published as an airport card by H. S. Crocker Co., Los Angeles, no. LA-1098; distributed by Souvenir Color Card Co.  Southwest Airways was formed in 1941.

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.

Atlantic Southeast Airlines (ASA) ‘Delta Connection’ ATR-72-210. A/I, 2002. ASA was founded in 1979 and became a Delta Connection carrier in 1984. From 1999 to 2005 it was wholly-owned by Delta. In 2011 ASA merged with ExpressJet, and ExpressJet is now one of the ‘Delta Connection’ carriers. ASA operated ATR-72 turboprops from 1993 to 2008.

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).

  1. Delta Flight Museum Website – deltamuseum.org.
  2. 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.

Airliners International 2015 Atlanta convention in the Delta Flight Museum. Postcard issued by Airliners International 2015 and 2016. Pub’r jjPostcards.

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.

Delta Air Lines ‘Thank You’ postcard in its ‘Keep Climbing’ series, a Delta slogan introduced in 2010. Issued by the airline about 2017. There are at least seven different cards with this view, each saying ‘Thank You’ in a different language — English, Spanish, Portuguese, German, Italian, Chinese and Japanese.

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

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Washington National Airport in Postcards

Written by Marvin G. Goldman

Ronald Reagan Washington National Airport (code ‘DCA’) is the closest airport to Washington, D.C. (District of Columbia), the U.S. capital. Although located only four miles (7 km.) from the heart of the capital district, the airport actually lies just across the Potomac River near the Crystal City urban neighborhood of Arlington County, Virginia.

The first significant air field and terminal in the National Capital area was privately owned Hoover Field. Officially opened on 16 July 1926, it was located on the Virginia side of the Potomac River just north of the present DCA, on a site now occupied by the Pentagon. The first airline to operate there was Philadelphia Rapid Transit Air Service (‘PRT’) which started passenger and mail flights between Philadelphia and Hoover Field.

Philadelphia Rapid Transit Air Service (‘PRT’) Fokker F-VIIa-3m, ‘Kendrick’, at Hoover Field, Arlington County, Virginia, serving on the Washington-Philadelphia route, July-November 1926. Airline Issue.

Back of preceding Philadelphia Rapid Transit Air Service postcard.

The route from Hoover Field to Philadelphia proved uneconomical for the Philadelphia Rapid Transit airline. Also, the field itself was not well suited for airline operations. So PRT pulled out of Hoover Field after five months. Potomac Flying Service then started operating at Hoover Field, but with only mixed success.

Just one year later, In 1927, a competing private field called ‘Washington Airport’ opened adjacent to Hoover Field. However, faced with small sites that were often flooded, flight path obstacles, and financial difficulties, the two fields merged in September 1930 to form ‘Washington-Hoover Airport’. This did not sufficiently help the situation, as the combined site was still not worthy of serving as the principal airport for the Nation’s capital city.

Postcard issued in late 1928 or early 1929 showing ‘Washington Airport’ (later part of ‘Washington-Hoover Airport’) within the upper left circle on the far side of the Potomac River. The card advertises scenic flights over Washington operated by a Ryan Brougham aircraft and was probably issued by the owner-operator of those flights, Herbert Fahy who was a co-founder of ‘Washington Airport’. There are three versions of this card: two have a “Safety 1928’ ‘United States Air Transport’ insignia on the back (with the front of one version being less colorized), and the back of the third has a message promoting the scenic flights.      

Following the failure of Congress to agree on a new site for the development of a suitable airport for the national capital, in fall 1938 President Franklin D. Roosevelt selected a site for a totally new U.S. government-owned airport to be built just south of Washington-Hoover Airport on mudflats at Gravelly Point, by the Potomac River. Construction involved a tremendous amount of earth moving, reclaiming land from the marshes and river. The new airport, named ‘Washington National Airport’, opened for commercial flights on 16 June 1941. It was considered one of the finest of its day, with innovations in building design, plane handling, air and field traffic control, lighting, and facilities for public convenience. The first three airlines to operate there were American Airlines, Eastern Air Lines, and Pennsylvania Central Airlines (‘PCA’).

During the first few years of the new airport, a legal controversy existed as to whether the airport was in fact located in Virginia or was part of the federal District of Columbia. In 1945 Congress passed a law stating the airport site was indeed in Virginia, but that the airport was under exclusive federal jurisdiction.

Aerial view of new Washington National Airport showing its four runways, Curteich no. 1B-H2275; 1941, the year of its inauguration. The deactivated Washington-Hoover Airport field can be seen at the empty land just northwest of the new airport.

The terminal and administration building of Washington National Airport, early 1940s. Real photo postcard by Tenschert, no. 321. An American Airlines Douglas DC-3 is at left, and an Eastern Air Lines DC-3 at right.

 After Washington National Airport opened, a nice set of 18 different colorized ‘linen’ finish postcards about the airport was published, likely between 1942 and 1945, by Capitol Souvenir Company (‘Capsco’) of Washington D.C., along with a souvenir folder of non-postcard photos of those 18 views. So-called ‘linen’ postcards derived their name from the surface pattern of the card that resembled the crosshatched surface of linen fabric. They were popular mainly from 1930 to 1945, at which time postcards with a ‘chrome’ finish and more realistic photos became the dominant form of postcard.

Here are nine of those Capsco ‘linen’ postcards selected from the set.

The first hangar built at Washington National Airport. In front are Douglas DC-3s of the first three airlines serving the airport — American, Eastern and Pennsylvania Central.

American DC-3s in front of the row of more modern hangars built at Washington National Airport soon after its opening.

American Airlines DC-3 on the ramp with the administration/terminal building in the background.

Eastern Air Lines DC-3, with Jefferson Memorial and Washington Monument seen across the Potomac River.

From the dining room and through the panoramic glass of the terminal waiting room, passengers could look out towards the aircraft activity and also see, as here, the Washington Monument and U.S. Capitol building on the other side of the Potomac River.

Several ‘chrome’ finish postcards depict the original Washington National Airport (which had added in 1950 an extension to the main terminal at its south end).  Here is a selection of five postcards that show aircraft on the ramp with the administration/terminal building in the background.

Pennsylvania Central Airlines (‘PCA’) Douglas DC-3, NC49553, at Washington National Airport between 1945 and 1948, issued for Airliners International 2006 Washington. Pub’r j.j.postcards, Bassersdorf, Switzerland. This aircraft joined PCA’s fleet in March 1945, and PCA changed its name to Capital Airlines in April 1948.

Eastern Air Lines Lockheed Constellations at Washington National Airport. Dexter Press no. 51413, Pub’r Racon Wholesale, Washington D.C. Eastern was a large operator of Constellations, with 79 of different types serving during the period 1945 to 1968. On 30 April 1961 Eastern inaugurated its iconic ‘Air-Shuttle’ service between Washington National and New York-LaGuardia and Boston-Logan, with L1049 Constellation aircraft.

Capital Airlines Vickers Viscount turboprop at Washington Airport. Airline issue. In 1955 Capital became the first U.S. operator of the Viscount.

Eastern Air Lines Lockheed 188 Electra at Washington National Airport. Pub’r Capsco, Washington D.C., no. P61914. Eastern started adding Electra turboprops to its fleet in late 1958, and introduced them on its Air-Shuttle service in 1965. Also in 1958 the airport’s infrastructure expanded with the opening of its ‘North Terminal’.

Eastern Air Lines Boeing 727 and Lockheed Constellation at Washington National Airport. Pub’r: Capsco, no. P72871. Eastern was the launch airline for the 727 and placed it in service on the Philadelphia-Washington-Miami route on 1 February 1964.

Washington National Airport (‘DCA’) 5-View Card. Printed by John Hinde Curteich, Distr. L. B. Prince, Fairfax VA, D. Noble Photos, probably issued in the 1970s or 1980s. In 1970 facilities for TWA and Northwest airlines opened at Washington National. Examples of their aircraft appear in the lower left and center views respectively in this postcard. Delta, Pan Am, United, US Air and other airlines also started serving DCA.

  In 1987 U.S. federal control of Washington National Airport (along with Dulles, the more distant Washington airport that mainly serves longer-haul flights) was transferred to the Metropolitan Washington Airports Authority, an independent interstate agency created by legislation of the State of Virginia and the District of Columbia, with the consent of Congress.

On 12 May 1997 a new modern and taller airport traffic control tower at Washington National was commissioned by the Federal Aviation Administration, and on 27 July 1997 the airport was transformed by the official opening of an entirely new modern north terminal (called Terminals B and C), featuring three levels, 35 aircraft gates and a beautiful ‘National Hall’ concourse with numerous shops and restaurants.

Aerial view of Washington National Airport and its new terminal, issued by the Metropolitan Washington Airports Authority, Alexandria VA. Oversize card, 12.4 x 17.7 cms.

Control Tower and Interior at Washington National Airport. Distr. L. B. Prince Co., Fairfax VA, no. K25434, E. David Luna Photo.

On 6 February 1998 the airport name was changed from ‘Washington National’ to ‘Ronald Reagan Washington National Airport’, in honor of the 40th President of the U.S., who served from 1981 to 1989.  The airport code ‘DCA’ remained the same.

Front View of Ronald Reagan Washington National Airport, with Control Tower. Pub’r Shin Sung Souvenir Co., Washington D.C., no. 02642, E. David Luna Photo.

Four View Postcard of Ronald Reagan Washington National Airport. Pub’r Shin Sung Souvenir Co., Washington D.C., no. 02638, E. David Luna Photo.

The original terminal at National Airport is now known as ‘Historic Terminal A’. Not only does it still exist, it has been restored during a period of over ten years, with renovation being completed in 2014. It is now used by three airlines, and it also has an area for historical displays.

Today Reagan Washington National Airport is served by eight airlines: American and jetBlue (in Terminals B and C), Alaska, Delta and United (Terminal B), and Air Canada, Frontier and Southwest (Historic Terminal A). The airport mainly operates as a ‘short-haul’ airport, with flights to destinations no further than 1,250 miles from Washington D.C. per a federally-instituted ‘Perimeter Rule’; however, exceptions to this rule have been granted by the federal government allowing flights to several major cities beyond the perimeter. Also, the largest aircraft types do not operate out of Reagan National because, due to its limited land area, the airport runways are relatively short, the longest being 6,869 ft. (2,094m).

Lastly, Reagan National is also subject to the ‘slot rule’ created by the Federal Aviation Administration at certain high-density airports to reduce congestion; this limits the number of landings and takeoffs per hour. In 2014 American Airlines, in order to obtain government approval for its merger with US Airways, was forced to sell 104 takeoff and landing slots at Reagan National. Almost all of those slots were acquired by Southwest and jetBlue Airlines.

Despite the limitations on number and distance of flights and size of aircraft, Reagan Washington National Airport today is one of the busiest in the U.S. In 2019 it served nearly 24 million passengers. As documented by postcards, the closest airport to the heart of the nation’s capital has come a long way from the sod airstrip at Hoover Field to the modern facility at Reagan National.

Notes:

All postcards shown are in the author’s collection. I estimate their rarity as follows: Rare: the Philadelphia Rapid Transit Air Service card; Uncommon: the scenic flights over Washington card, first two Washington National Airport cards, all cards in the 1940s ‘linen’ set, the card with two Eastern Constellations, the Capital Viscount card, and the oversize aerial view of the new terminal. The rest of the postcards are fairly common.

Be sure to attend Airliners International DCA 2018, where the convention and show will be held virtually next door to Reagan Washington National Airport. See you there !

References:

Metropolitan Washington Airports Authority, Reagan National, website ‘flyreagan.com’. In the top search box, type ‘about the airport’ and in the list that appears click on the first item ‘About Reagan National Airport’.

Website: airfields-freeman.com, tab ‘Abandoned & Little-Known Airfields: Virginia: Arlington County’, by Paul Freeman (revised 18 Feb. 2018).

Website: http://famgus.se/Vykort/APC-WNA.html. This site shows all 18 of the early 1940’s Capsco ‘linen’ postcard set of Washington National Airport.

Szurvoy, Geza. ‘The American Airport’ (MBI Publishing Co., 2003).

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