The History of Eastern Airlines

Once considered one of the “big four” US carriers, along with American, Delta, and United, it had been innovative and highly successful, having evolved into the world’s second-largest airline during its six-decade history.

Tracing its origins to Pitcairn Aviation, which had been formed on September 15, 1927, it had inaugurated airmail service the following year between Brunswick, New Jersey, and Atlanta with open-cockpit PA-5 Mailwings.

But North American Aviation, a holding company for several fledgling carriers and aircraft manufacturers, purchased the company a year after that, and, changing its name to Eastern Air Transport, inaugurated passenger service with Ford 4-AT Trimotors on the multi-sector hop from Newark to Washington via Camden, Baltimore, Washington, and Richmond on August 18, 1930. Acquisition of the Curtiss Condor enabled it to extend the route to Atlanta.

After absorbing Ludington Air Lines three years later, it was able to incorporate a New York-Philadelphia-Washington triplet to its system.

Eastern’s growth, like that of many other carriers, was jumpstarted by the Air Mail Act of 1934, which entailed the awarding of government contracts to private companies to transport the mail, while the US Postal Service selected them based upon the bid they submitted in competition with others. Although this prompted the formation of upstart companies to operate the airmail routes in the hopes of being chosen, it equally required the separation of the then-common aircraft manufacturer-and-carrier co-ownership.

Circumventing the restriction imposed upon it as a result of its Spoils Conference involvement with General Postmaster Walter Folger Brown, Eastern Air Transport changed its name in 1934 to the one by which it would be known throughout its history, Eastern Air Lines.

Captain Eddie Rickenbacker, World War I flying ace who won the Congressional Medal of Honor, purchased the carrier from the North American Aviation holding for $800.,000 and took over the helm, implementing an aircraft modernization program.

Building its soon-famous Great Silver Fleet, he quickly replaced the slow Curtiss Condor biplanes with all-metal Douglas DC-2s, one of which became the first to land at the new Washington National Airport in 1941. Leaving its imprint on an expanding East Coast network, Eastern plied the New York-Miami sector with wider-cabin, 21-pasenger DC-3s in 1937.

Like many US airlines, whose growth was interrupted by the necessity World War II imposed on it and the requisition of its aircraft for military purposes, Eastern commenced its own military support flights in 1942, connecting the three states of Florida, Pennsylvania, and Texas, spreading its wings to Trinidad in the Caribbean, and ultimately forming its Miami-based Military Transport Division, for which it acquired Curtiss C-46 Commandos.

The seed to its pioneer, tri-city northeast shuttle was planted two years later when the Civil Aeronautics Board (CAB) awarded it the New York-Boston route over American.

The technological advancements of the 1950s, expressed as range, payload, speed, comfort, and safety increases, occurred so rapidly that, by the time an aircraft was produced, its replacement was already on the drawing board.

The quad-engine DC-4 soon supplemented its 39 twin-engine DC-3s, and its network now encompassed Detroit, St. Louis, and San Juan, Puerto Rico.

The Lockheed L-649 Constellation, inaugurated into service in 1947, yielded to the higher-capacity L-1049 Super Constellation, which plied its signature New York-Miami route as of December 17, 1951. The Martin 4-0-4s replaced the DC-3s and by the middle of the decade, the first DC-7Bs sported Eastern’s livery.

Acquisition of Colonial Airlines gave it access to New York State, New England, Canada, Bermuda, and Mexico City.

The propjet took the form of the four-engine Lockheed L-188 Electra, which was inaugurated into service on January 12, 1959 between New York and Miami, and the pure-jet in the form of the four-engine Douglas DC-8 only a year later, soon supplemented by the smaller-capacity, but higher cruise speed Boeing 720.

Eastern was the first of the big four US carriers to operate the 727-100 tri-jet “Whisperliner”-specifically on the Philadelphia-Washington-Miami run-and the twin-jet DC-9-10.

The famous hourly New York-Boston-Washington air shuttle was launched on April 30, 1961 with the L-188 Electra, for which it advised, “No need to make a reservation. Just ‘show and go.’ All sections are with backup planes standing by to assure a seat for everybody waiting at scheduled departure time.”

One-way weekday fares were $69.00 to Boston and $42.00 to Washington, while the round-trip weekend prices were $55.00 for adults and $37.00 for children to both.

The shuttle was eventually operated by DC-9-30, 727-200, and A-300 aircraft.

Breaking its hitherto East Coast shackles at the end of the 1960s, it expanded to Seattle and Los Angeles on the West Coast, to Nassau and Freeport in the Bahamas with its acquisition of Mackey Airways, and to several Caribbean islands after purchasing Caribair.

Passing the torch to another famous aerospace personality, Captain Eddie Rickenbacker relinquished control to Colonel Frank Borman, who had orbited the earth in Gemini VII in 1966 and the moon in Apollo VIII two years later.

Eastern entered the widebody era with the Lockheed L-1011-1 TriStar in 1972, became the first US carrier to operate the European Airbus Industrie A-300 in 1978 when it ordered 23, and was the launch customer for the Boeing 757-200.

After acquiring Braniff International’s Latin American routes in 1982 and establishing a hub in San Juan, it became the world’s second-largest carrier in terms of annual passengers after Aeroflot, establishing hubs in New York, Charlotte, Atlanta, Miami, and San Juan and toting its “We have to earn our wings everyday” slogan.

But, while it may have earned its wings, it did not necessarily earn the profits to support their lift. Debt from aircraft purchases needed for its expansion and labor disputes necessitated the $615 million purchase by Texas Air Holdings, which also owned Continental, in 1986, and Eastern became a carcass of fodder. Airplanes were sold. Employees were laid off. Assets were transferred to Continental. And its image rapidly deteriorated, especially when it virtually eliminated in-flight service to reduce costs.

Declaring bankruptcy in 1989 and ceasing operations two years later, on January 19, the one-time “wings of man” became the Icarus of deregulation after a six-decade flight.



Source by Robert Waldvogel

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