Category From props to jets

Even though the first turboprops were entering service and using existing airports without any major problems, airline and airport planners wisely realized that the next generation of pure-jet airliners would require a host of new and improved airport features to
safely and effectively accommodate their operations. In addition to the obvious need for longer runways and safety overrun areas, the larger jetliners would require more ramp space for turning and parking, plus wider taxiways and runways to keep their outboard nacelles from hanging out over adjacent grass areas full of potentially engine-damaging debris.

Nicely showing the evolution and progress in airport terminal design is this series of photographs depicting terminals at Los Angeles and New York International Airports. Passengers gather at the ticket counter at LAX in 1952. (Craig Kodera Collection)

Several years later, the terminals did not look all that different as this American Airlines Captain checks in at the ticket counter in February 1961. Type for flight information board in background was set by hand, one letter at a time! (Craig Kodera Collection)

Overhead view of LAX in November 1959 shows the very beginning of the integration process as the new jets entered airline fleets. Note the position of the 707 parked at the end of one of the terminal fingers, away from the gaggle of propliners lined up at the original airport concourses. A United DC-8 can be seen parked under a main­tenance hangar overhang at lower left. (Craig Kodera Collection)

Newly designed airport infrastructure was also planned with novel features such as blast fences to keep ramp vehicles from being blown over by jet exhaust. Fully enclosed moveable “jet bridges” designed to shield passengers from the weather would be attached directly to terminal buildings, completely eliminating the need for passengers to be exposed to the elements. After all, it was rather hard to sell luxurious jet service when passengers were being drenched while walking

from the gate across a rain-soaked red carpet and up slippery metal boarding stairs to the airplane.

In anticipation of serving both the aircraft and passengers of the Jet Age, airline terminals themselves moved upscale. Large two – and even three-story com­plexes with floor-to-ceiling dark-tinted plate glass windows and arched or cantilevered roof structures were designed to replace simpler terminal buildings with their cinder-block walls, chain-link fences, and

Quonset-hut extensions. In most cases, this new modern look was referred to by the marketing forces of the day as being the “Airport of Tomorrow” to foster even more excitement at the thought of futuristic air travel by jet.

American Airlines’ new terminal facade at New York’s Idlewild Airport was the largest single-frame mosaic ever con­structed when it was finished in 1960. This structure, along with other inde­pendently constructed terminals for Eastern, United, Pan Am, and TWA comprised the "terminal city" concept at Idlewild. The terminal also featured separate upper and lower entrance roadways for departures and arrivals, respectively. (Mike Machat Collection)

Although public perception is that the Boeing 747 was the first airplane called a Jumbo Jet, that distinction technically goes to the McDonnell Douglas Super-60 family of advanced DC-8 jetliners. Douglas engineers at Long Beach created the world’s first 250-passenger air­liner by adding more than 37 feet to the original DC-8 fuselage, and then developing three versions of this new larger airplane by combining different engine, engine pylon, and wingtip designs to meet various airline requirements.

The first stretched model, the DC-8-61, simply added a longer fuselage to the existing DC-8-55 wing and engines. The DC-8-63 became the “Cadillac of DC-8s” by combining the -61 fuselage with a longer wing, new “flow-through” nacelles for its uprated fan – jet engines, and sleeker “cut-back” pylons for improved aerodynamics and drag reduction. By shortening the new longer fuselage and utilizing the Series 63 wing and engine configuration, the DC-8-62 was born, offering such ultra-long-range routes as New York to Hawaii nonstop for the very first time. Flown by United, Delta, Eastern, and National, plus Braniff, Air Canada, and a host of international carriers, the DC-8 Super-60 series brought a new paradigm of lower seat-mile economics to airline operators and passengers alike, setting the stage for the next big step in airliner development.

Responding to a U. S. Air Force request to develop a new giant jet airlifter, Boeing, Lockheed, and Douglas pushed the envelope of aircraft construction to new heights with the CX-HLS Program. General Electric and Pratt & Whitney did likewise for powerplant devel­opment. Standing for “Cargo Experimental, Heavy Logistics Support,” this new mammoth aircraft was to be able to carry outsize loads on its main cargo deck, with accommodations for up to 90 passengers or relief crewmembers in compartments housed in an upper deck. A new generation of high-bypass turbofans would provide a then-staggering 25,000 pounds of thrust each to lift this beast into the air.

Although Lockheed won the CX-HLS contract with its C-5 Galaxy powered by General Electric

engines, all five companies involved managed to parlay their newly acquired design expertise into the creation of giant new engines and airframes suitable for com­mercial passenger use.

First off the mark was Boeing with its impressive new 747 designed to the specifications of launch cus­tomer Pan American. More than 230 feet long and with a wingspan of 196 feet, this four-engine Goliath carried up to 400 passengers in mixed-class configuration with an exclusive upper-deck lounge located above the for­ward fuselage, accessible via a regal-looking spiral stair­case. Entering passenger service in 1970, the 747 went through the inevitable teething problems for integrating so large an airplane into the existing air-travel infras­tructure. It emerged, however, as a highly successful air­liner that provided affordable air travel to the masses and drove the basic cost of flying down to unheard-of levels. With more than 1,400 produced to date, the 747 soldiers on as the pioneering design that helped create the new age of affordable international air travel we somewhat take for granted today.

McDonnell Douglas entered the commercial jumbo-jet sweepstakes by complementing rather than competing with the 747. Responding to the needs of American and United for a widebody jet that could operate out of smaller airports like New York’s LaGuardia, yet still carry 275 passengers on medium – to long-range stage lengths, McDonnell Douglas came up with a three-engine design called the DC-10. The new jetliner proved to be popular with the traveling public, but suffered a series of design-related accidents that tarnished the proud Douglas name. The DC-10 also became the Air Force’s newest tanker named the KC-10 Extender, of which 60 were built, in addition to the 446 commercial DC-lOs produced in Long Beach. Production ended with a follow-on design, a stretched, re-engined, glass-cockpit-equipped jetliner called the MD-11.

Last, but certainly not least in this trio of airliner titans was the Lockheed L-1 Oil. The only jumbo jet to officially have a name, the L-1011 carried on Lockheed’s stellar theme with the clever moniker TriStar. Considered a more advanced aircraft than the DC-10 from a systems standpoint, the TriStar was capa­ble of Category III instrument landings and featured a center engine mounted in the aft fuselage fed by a streamlined S-duct air inlet. The L-1011 was ordered by TWA, Delta, Eastern, and Air Canada when McDonnell Douglas’ senior management refused to negotiate the price of its DC-10 for these same airlines. In so doing, McDonnell opened the door to intense competition from its cross-town rival. However, only 250 L-101 Is were built, and they were the last commer­cial aircraft produced by what is now the Lockheed Martin Company.

Beginning in 1944, designers at Douglas Aircraft in Santa Monica were working toward a stretched and pres­surized improvement of their then-current DC-4/C-54. The key to this stretch was the Pratt & Whitney R-2800 Double Wasp engine. As we saw above with the Constellation, and indeed as would be seen for the decades following this time period, engine advancement and the proper mating with the appropriate airframe would literally make or break an aeronautical design.

The DC-6 (later known as “the straight-6”) incor­porated many firsts for an airliner, and learned lessons from the first Constellations, thus refining the air travel “product” even further. For instance, the DC-6 had the first cabin heated by radiant heat in the cabin walls and floor; no-fog passenger windows; electric de-icing of

the wings, tail, and propellers; it was the first airliner to be air conditioned both in the air and on the ground; and it featured a cabin, which was pressurized automat­ically depending on altitude. The DC-6 boasted that a selected cabin temperature could be maintained within 3 degrees Fahrenheit because of the advanced heat – ing/air conditioning in the airplane.

One competitive aspect of the DC-6/Constellation duel was each airplane’s fuselage design. Lockheed created a beautiful and aerodynamically inspired curvaceous body for its airliner, and claimed lower drag and higher speeds (with a slight addition in lift). Douglas continued with its utilitarian approach to cabin design, and because it chose a cylindrical “tube” for its airplane, realized far more capability in terms of space and its utilization. It could also be argued that a constant-section cylinder is easier to adapt to a stretch and, therefore, easier to expand upon to grow the airframe (which we will indeed witness later). It is subjective, of course; we believe the early cabin interiors of the Douglas airplane had a more luxurious feel to them versus the Constellation, due to the use of a constant-diameter fuselage and cabin.

The DC-6 began life much like the 049: as a trans­port for the military services. The assigned number for the design was YC-112A. It flew for the first time on February 15, 1946 (a year after the Constellation entered airline service), and began flying in commercial service for American Airlines on April 27, 1947. This was also the day when United Airlines inaugurated its own DC-6 service. American had ordered 50 of the airplanes, United 35. American’s aircraft had accommodations for sleeper berths and the telltale small berth windows at the top of the fuselage. American’s config­uration was fifty passengers by day, or 24 by night using the berths.

As noted, the previous competitive edge enjoyed by TWA and its Constellations had, by September 1947, been replaced by the tripartite division of traffic across the United States that was pretty much in place prior to the war. The breakdown was as follows: American Airlines, 47 percent; TWA, 37 percent; and United Airlines, 16 percent.

A total of 175 DC-6s were built by Douglas before production ended in 1951.

Despite the success of Boeing’s prototype jet trans­port, not everyone in the airline industry was convinced that turbojets were the ultimate answer to airliner development…. Jet engines explode! Jet engines use too much fuel, and they might even catch surrounding airport structures on fire. They are unreliable and uneconomical, and will cause a fortune to be spent on lengthening runways and expanding terminal facilities. The answer is no, we’re not going to fly airliners pow­ered by jet engines!

So went the thinking in the U. S. airline industry immediately after World War II. And why not? The Jumo and BMW axial-flow turbine engines that came out of Germany after the occupation had been years ahead of their time as far as known metallurgy and materials were concerned. These engines lasted, if the fighter squadron was even lucky enough, perhaps 100 flying hours at best before they totally disintegrated.

In England and via license in the United States, centrifugal-flow jet engines seemed to be the answer to those reservations, with the possible exception of catch­ing on fire. Their ruggedness and simplicity made them more viable powerplants, and the military was anxious, if not simultaneously full of trepidation, at the thought of putting them into routine operational use.

As mentioned previously, the notion of using new turbojet engines for commercial airline applications were pipe dreams more than reality prior to 1950, although the wonderful Avro Jetliner would probably have changed all that (see Chapter 1 sidebar “Avro Jetliner: The Other First Jet,” page 17). The de Havilland Comet 1 almost did by 1952. And in 1954, at the introduction of the Dash 80 from Boeing, the tide was finally starting a slow turn in favor of pure jet airliners.

By the late-1940s, however, it was becoming apparent to airplane industry observers that postwar England had warmly embraced jet power, in all its forms. Eventually, from 1948 to 1958 no fewer than 10 different airliner designs came off the drawing boards either incorporating or anticipating the use of turbo­prop engines. Existing airplanes were also modified with turbine-propeller engines either experimentally or as operational upgrades. Why did they utilize turbo­prop technology to this extent? England was the leader in pure-jet technology, so why were they dithering with propellers (or airscrews, as they were called in that country)?

Well, the answers to these questions are many. Foremost was that jet engines at the time were just too underpowered to carry enough weight, and hence pro­vide enough payload and range for an airliner. Being underpowered also meant using long runways. (Most piston propliners of the era required as little as 2,500 feet of runway for takeoff while jets would easily require twice that.) Jet engines also took an appreciable amount of time to come up to full-power RPM from flight idle settings (known as “spool-up” time for the axial-flow designs). Pilots had to really anticipate the need for power far in advance. Unlike the piston engine, there was no instantaneous surge of thrust from the jets when one moved the throttle forward, which is never a safe situation in an airplane.

Enter the turbine-propeller combination. In a tur­boprop package, the jet engine is linked to a propeller via a reduction gearbox. The jet engine is typically spin­ning at a constant 100-percent rpm, while throttle con­trols are actually changing only the pitch of the blades, therefore allowing for the all important instantaneous thrust applications by the pilot. The added thrust of turbine efflux combined with the strong and immediate pull of the propeller makes up for the lack of thrust coming from an early pure-jet engine alone. Additionally, the air being moved over the wings from the propeller also adds an appreciable amount of self­generated lift. These obvious advantages were not lost on engineers and airline bosses alike, and it became a natural course of action for the world’s airlines, and hence their suppliers, to seriously consider turboprop powerplants.

By Mike Machat

s a young airliner enthusiast growing up on Long Island during the 1950s, a trip to New York International Airport (then called Idlewild, and now JFK) was even better than going to Disneyland because real jet airliners were making their proud debut here by the end of that decade, turning the air­port into a virtual fantasyland of its own. A new, ulti­mate “Airport of the Future” was being built to accommodate the needs of air travel in the burgeon­ing Jet Age, and the revolutionary concept of each major airline having its very own distinctive terminal building was utilized in the creation of “terminal city,” a two-mile circle of individual buildings creat­ing a veritable skyline of airport architecture.

Located on either end of Idlewild’s new International Arrivals Building (IAB) on the airport’s southern flank were the brand-new terminals of both U. S. international flag carriers, with Pan American World Airways’ open-air umbrella-style building on the west side, and Trans World Airlines’ swooping “concrete bird” terminal on the east. These strategic locations allowed both airlines to disembark interna­tional passengers at the IAB for U. S. Customs pro­cessing, and then after towing the aircraft over to their respective terminals next door, they would service the aircraft and board passengers for new departing flights.

TWA’s magnificent terminal was designed by the renowned Finnish architect Eero Saarinen as a “living sculpture” to look like a giant bird poised for takeoff. Days after its official opening ceremonies on May 28, 1962, I visited the airport as a young teenager, full of anticipation at seeing what was, at that time, probably the world’s most futuristic and revolutionary piece of
industrial architecture. I stood there, staring up in awe at the brand-new building —a bit more diminu­tive in size than I’d originally expected, but visually stunning, none the less, in all its gleaming white con­crete and deeply tinted glass.

Walking inside that terminal for the first time was like entering a space station. Vast expanses of white hand-laid miniature circular tiles complemented by fire-engine-red upholstered furnishings led to large, airy waiting areas, curving ticket counters, posh restaurants, and a space-age information desk with flight information displayed in a pod seemingly hov­ering overhead. Most intriguing to me, however, was the tubular entryway to the satellite gate area. In the pre-security age of the early 1960s I simply strolled out to see the airplanes through this softly lit, Muzak – filled, red-carpeted passageway that looked as if it could have very possibly led to a waiting Martian spaceship.

I gazed longingly at the upstairs Lisbon Lounge Bar where such legendary personalities as Frank Sinatra and Ava Gardner sat waiting to board their flights to exotic locales all over TWA’s route system. Pope Pius IV was also there during his October 1965 visit to New York, and one can only imagine the col­orful stories of celebrities, movie stars, show-business legends, and heads of state, all of whom traveled through this terminal when it was new. And as if all this wasn’t futuristic enough, New York Airways Sikorsky S—61 helicopters shuttled TWA passengers from this terminal to yet another bustling fantasy – land—the New York World’s Fair in 1964 and 1965.

In retrospect, the future turned out a bit differently than we’d expected back then. Those atom-powered supersonic flying cars and helicopter jetpacks never quite materialized, but gave way instead to personal
computers, cell phones, BlackBerry Smartphones, and GPS. More amazingly, TWA’s first 707-131s car­ried only 111 passengers, yet were flown by a crew of four. They were powered by four turbojet engines that sported a voracious appetite for JP-4, and were deafening to boot. By comparison, the last Boeing 757 to depart this terminal in 2001 flew on two tur­bofan powerplants that each produced more than twice the 707 engine’s thrust. That airplane carried 178 passengers flown by two pilots, and was far more quiet, fuel-efficient, and ecologically friendly than anything ever dreamed of during the 707’s inaugural era.

With air travel being such an entirely different experience today, we will simply have to remember the glory days of DynaFan-powered StarStream 707s pulling up to the jetways, with passengers dining in the Paris Cafe and celebrities having one last drink at the Lisbon Lounge before jetting off to Europe, Africa, or the Far East. Now, as an integral part of JetBlue’s stunning new JFK terminal, the former TWA “Terminal of Tomorrow” still stands silently in solemn tribute to the dawning of the Jet Age.

Larger ramp areas with a variety of different gate configurations were being built for the first time, and the grand interiors of these new terminals bore more than a casual resemblance to the large spacious shopping malls also making their first appearance in America. Depending on the size of the airport, these impressive new structures either housed many airlines collectively, or individual carriers by themselves in a cluster of sepa­rate new buildings. These grand assemblages were linked together by sweeping circular roadways, and were envisioned as being great new “terminal cities.”

The aforementioned blast fences were more than just a convenience, as jet exhaust waves would prove to be a formidable hazard for unprotected vehicles and personnel in close proximity. Also, before enclosed and elevated jet bridges protected people boarding or deplaning jetliners, unsuspecting passen­gers could be blown over or lose their carry-on lug­gage crossing an unprotected ramp while walking out to board their jet.

By the mid-1950s, airport studies performed in con­junction with aircraft manufacturers were conducted to measure and extrapolate data for new jetliner flight – and ground-operation manuals. These studies revealed the need to cope with surprisingly strong amounts of jet exhaust blast. For instance, the four turbojets of a parked Boeing 707 spooled up to 80-percent power to move the aircraft off its tires’ flat spots and begin for­ward turning motion on the ramp would produce an

Manufacturer’s operating manual shows the turning radius and ramp clearances necessary for safe ground operations with the Douglas DC-4/C-54 aircraft. Clearances for wingtips, tail, and propeller discs were critical in avoiding potentially dangerous situations for both the aircraft and ground crew. (Courtesy of John K. Lewis via Mike Machat Collection)

exhaust velocity of nearly 30 mph at a distance of more than 100 feet behind the airplane.

Exhaust temperature was another dangerous factor, with heat of as much as 700 degrees F emanating from the engine exhaust aperture, diminishing to 150 degrees F at the tail of the airplane. Jet exhaust velocity at full takeoff power was measured at a formidable 1,000 feet per second at the exhaust cone of the engine nacelle. At that velocity, unprotected cars driving on a perimeter road behind a jet
at full takeoff thrust would be blown over like a child’s toy. The front of the jet engine also posed a potentially fatal hazard to ramp personnel with overpowering suc­tion from the air intake replacing spinning propeller blades as the number-one ground safety threat.

Fueling the new jetliners would also be a different experience for ground handlers. The days of placing ladders against wing leading edges, then climbing up and walking out on top of the wing while trailing a fuel hose and nozzle would soon be ending. The first big advance for fueling the big jets was underwing fueling capability, meaning that two men, each operating a 6,000-gallon F-6 fuel tanker truck, could hook up underwing hoses and fuel the entire airplane in one con­tinuous operation. This was a welcome change for ground crewmen having to walk around on top of the wings, opening fuel-tank caps and then filling one tank at a time on a Constellation or DC-7.

Further advances would eliminate the fuel truck altogether, as underground pipes fed fuel stored in large airport fuel-tank “farms” to valves and hose hook-ups located in the ramp itself just below the parked air­plane’s wings. This way, ramp fueling personnel could plug hoses from these outlets into small mobile pump­ing units and then connect those directly to the under­wing attach points of the jetliners, thus reducing the amount of large vehicles needed to service the airliner.

Speaking of vehicles, new types of ground equipment would also supplement, and in some cases eliminate

FUEL (F-6 TANKER)

CARGO AND BAGGAGE

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LOAD CONVEYOR

CARGO AND BAGGAGE

GALLEY SERVICE

LOAD CONVEYOR

TOILET SERVICE

ELECTRICAL POWER

TOWING

GALLEY WATER

PASSENGER RAMPS——

FUEL (F-6 TANKER)

This schematic shows the proper location relative to the airplane of all the ground equipment necessary for the new 707. Compare this layout to the photograph (on page 98) of an actual TWA 707 being serviced at O’Hare Airport in Chicago. (Mike Machat Collection)

altogether, standard prop-era ramp vehicles such as elec­trical power carts, lavatory trucks, and baggage-handling tugs. Engine-water trucks would be required to pump aboard the alcohol and distilled water mix for water – injected takeoffs. Galley delivery trucks the size of small moving vans would back up to the airplane, their aft sec­tions rising to the height of the cabin floor, to deliver meals and other galley provisions directly into the cabin. Large galley loading doors designed into the airframe would define how differently the new jets would be oper­ated from all the other airliners that had come before.

These new galley doors were located fore and aft on the right-hand side of the airplane at main cabin floor height. Also on the right-hand side but below the cabin floor were large forward and aft baggage doors that allowed baggage and freight to be loaded aboard con­veyer belts angled up to the open baggage bay. Ground power connections were also located on the right side of the jetliner’s nose to facilitate ramp personnel oper­ating safely away from passengers loading on the left side of the airplane.

As originally intended before the jets entered ser­vice, each airplane would be surrounded by an armada
of ground vehicles upon arrival at the gate and while being turned around for its next flight. A typical fleet of ground vehicles and service apparatus required for handling the new jets parked at a terminal was expected to include:

• External power cart

• Forward lavatory service truck

• Aft lavatory service truck

• Forward baggage bay cargo and baggage conveyer truck

• Aft baggage bay cargo and baggage conveyer truck

• Engine-oil and generator-drive filler service

• Ground tug for towing or pushing on the ramp

• Potable-water service truck

• Right wing F-6 tanker truck

• Left wing F-6 tanker truck

• Forward door passenger-loading ramp truck

• Aft door passenger-loading ramp truck

• Ground air-conditioning truck

• Water-injection service truck

• Truck for engine “air-starts”

Commercial Avation’s Transition to the Jet Age 1952-1962

A large part of aviation’s popularity in the 1950s was due to the conve­nience offered for even inner-city travel. Los Angeles Airways began 10-passenger Sikorsky S-55 helicopter service from Los Angeles International Airport (LAX) on November 22, 1954. Having replaced the smaller Sikorsky S-51 car­rying mail and passengers around the vast L. A. basin, the S-55s proved to be a boon to local commuting and were later upgraded to turbine-powered 28- passenger Sikorsky S-61s in 1962. (Los Angeles World Airports)

The East Coast counterpart of L. A. Airways was New York Airways (NYA), linking that metropolis’ three major air­ports with downtown Manhattan. Commuter service was provided using twin-rotor 15-passenger Vertol 44s. NYA also upgraded to jet-powered helicopters in the early-1960s using 25-passenger Boeing-Vertol 107s. Note flotation gear mounted on the big Vertol’s landing struts to ensure passenger safety when flying over the open waterways of New York City. (Mike Machat Collection)

By the mid-1950s, airport management staffs and their in-house planners and designers had begun to look at the special needs of the new breed of jet-powered air­liners. At this stage, however, the very first seedlings of these new ideas were just beginning to sprout. As we will see, by the time the new jets actually entered com­mercial service several years later, more refined and effective advancements would be incorporated into air­line operations and modern airport design.

As mentioned earlier, everyone in the airline indus­try fully expected to see the start of supersonic airliner service by the end of the 1960s. Both Boeing and Lockheed had impressive multi-hundred-passenger designs on the drawing boards; with the Boeing 2707 featuring a variable-geometry swing wing, and Lockheed’s Model 2000 showing a raked double-delta planform. Both these mammoth machines echoed the lines of North American’s radical six-engine XB-70 Valkyrie Mach 3 strategic bomber, which first flew in 1964. Unlike the Valkyrie, however, neither U. S. com­mercial Supersonic Transport (SST) ever made it past the mockup stage.

As public awareness of environmental problems associated with SSTs rapidly grew, the airplanes began to experience a reversal of fortunes. Provisional orders from the world’s major airlines fell by the wayside as the rising drumbeat for ending America’s SST develop­ment became too loud to ignore. In 1971, the Nixon Administration officially brought the U. S. Supersonic Transport program to a halt. Public concerns about the negative impact of such an aircraft, with its jarring sonic booms supposedly killing wildlife and high-altitude exhaust eroding the ozone layer, completely overshad­owed whatever speed advantages any SST would be able to offer for a very small percentage of the traveling public. The factors of economics and passenger capacity won out over speed and technical supremacy once again.

That same year in Europe, however, a graceful and elegant-looking new airplane took to the air called sim­ply, Concorde, the world’s first and only successful supersonic airliner. Great Britain and France realized a decades-long dream to develop and fly such an aircraft, having studied the idea of a European-built SST as early

The work of one of the true masters of modern American^illustration, this

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epic Ren Wicks painting shows an imaginary inaugural gala for TWA’s majestic new 707 complete with Hollywood premier searchlights.

n remembering the seemingly magical time when jet airliners first entered commercial service in October 1958, it is important to note that for the better part of the first year of operations, there was only one U. S.-built jet airliner flying, and only three U. S. flag or domestic carriers using it. That airplane was the Boeing 707. Hence, if you were standing on an observation deck at New York, Los Angeles, Paris, or London, this would be the only American jetliner you would ever see. Moreover, in certain U. S. cities celebrating the beginning of jet service at the time, there might be only one airline flying there in a 707.

For those of us standing by an airport chain-link fence in 1959, watching landing approaches on Aviation Boulevard at LAX in California or Rockaway Boulevard at New York’s Idlewild, the sce­nario might be something like this: Seeing a four – engine propliner with red-white-and-blue propeller tips gleaming in the afternoon sunlight would signal the approach of a United Air Lines DC-7 Mainliner. Next would be a red-striped triple-tail Trans World Airlines Super-G Constellation, followed by a regional airline’s twin-engine Convair Liner. All typi­cal fare for dedicated airport brethren of the time.

Then, someone in the crowd would excitedly exclaim, “Look, there’s a jet!” Wisps of smoke on the horizon would signal the approach of a jetliner that could only be a brand-new Boeing 707. Would the plane belong to Pan American, TWA, or American Airlines? As the aircraft came into view, the bright red – orange nose of the latter airline became visible, and soon, all 135,000 pounds of sleek bare-metal whistling tonnage would scream overhead with the wail of a thousand banshees. Unlike the national mood only a few years later, no one ever seemed to mind the noise. After all, it was a jet.

During a typical afternoon of airplane spotting, one might see only one or two 707s for every ten or twelve propliners, but the experience was well worth the wait. Another new sound often accompanied these swept – wing giants as they soared overhead only seconds from touchdown. It was an eerie sound with a ghost-like “wooosh” that would linger overhead after the plane flew by, and then, just as quickly as it appeared, would swiftly dissipate. On cloudy days you could actually see the cyclonic tube of air that created this sound. It was the turbulent vortices emanating from the jetliner’s wingtips as they sliced through the air at then-unheard – of approach speeds of nearly 150 mph.

Another facet of this new era in transportation was the marketing of these airplanes to the general public. Dramatic artwork and vivid color photography was incorporated into new brochures produced to create a sense of excitement and glamor for this dramatic new mode of air travel. Reflecting the 1950’s genre of com­mercial illustration, images of cavernous passenger cab­ins occupied by handsome, well-dressed men and stylish women graced the pages of these brochures. Illustrations or photos of lavishly prepared foods being served to attractive passengers flying in the sumptuous cabin of a new jetliner conjured up images of elegant dining aloft while flying in the stratosphere at close to the speed of sound.

As mentioned earlier, one of the premier American illustrators of the day was Ren Wicks, founder of the world-renowned commercial art studio, Group West. As personal artist to TWA’s Howard Hughes, Wicks was tasked with creating the trend-setting artwork that brought TWA’s Boeing 707 to life years before the air­plane entered passenger service. Wicks flew to all of TWA’s major cities and photographed their respective skylines and cityscapes from helicopters to acquire the detailed reference material deemed so essential in achieving the realism seen in his artwork.

We, the authors, are honored to present these Ren Wicks images as contained in TWA’s original 1959 Boeing 707 promotional brochure. They capture, in every sense of the word, the spirit of wonderment that pervaded the public consciousness about this burgeoning era of jet – powered commercial flight. From spacious cabin interiors to detailed flight galleys, to modern stylish lavatory decor—it’s all here. Representing the Boeing 707 Intercontinental model is an original 1960 Lufthansa brochure for its Rolls-Royce Conway-powered 707-420, the first airliner in history to feature a wooden beer stein onboard for the First Class Senator Service.

Augmenting these beautiful brochures is a series of 16 photographs of 707s in various models and color schemes from, with few exceptions, the very first years of 707 service. You will note that this book is dedicated to the memory of Terry Waddington, a star member of the marketing and sales team for McDonnell Douglas in Long Beach, California. Terry was also a slide collector who amassed a sizeable archive of 35mm imagery from around the world that was second to none. By special arrangement, the Waddington estate has made these slides available to us, and we present them here in Terry’s honor. We hope that through these historic orig­inal images, the Boeing 707 will once again come alive.

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Appearing more like the passenger cabin aboard a much larger aircraft, this 707 forward lounge featured all the amenities of luxury and elegance aloft. Note the relative scale of the people compared to the airplane.

Just as a full-width mirror enhances the overall size of any room, this 707 lavatory looks absolutely spacious with ample shelf space and ultra-modern appointments and fixtures. A new jet airliner had to be impressive.

In a day and age when inflight service was the core of any airline’s existence, a well-equipped and fully stocked galley was as essential to the overall passenger experience as a high-tech cockpit was to the pilots.

In today’s world of $8 snack boxes, it may be difficult to fathom the thought of Lufthansa’s Senator Service, and sumptuous meals being served at your seat. Inflight dining had all the amenities of five-star international cuisine.

Supplying delicious food and all the accoutrements was the responsibility of an Airline’s Chief Chef. Although perhaps not onboard every flight, this enthusiastic cook looks every bit the part of TV chefs today.

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Continental’s "Golden Jet" service on the 707 literally set the standard for competition within the airline industry early in the Jet Age. Special custom-built motorized boarding ramps (lower right) were used to protect passengers from the elements before the advent of enclosed jetways. Shown here at Chicago’s O’Hare, 707 Golden Jets brought jet transportation to other Midwestern cities not served by jetliners at the time. (Jon Proctor)

Pan American and Trans World Airlines were the largest Boeing 707 operators. Arriving at the International Arrivals Building (IAB) at New York’s then-ldlewild Airportf Pan Am 707-321 carried the name Jet Clipper Splendid. Note the array of aircraft visible in the background, from an Air France 707-320 at the gate to a turboprop National Lockheed Electra, Pan Am DC-8, and even a classic American Douglas DC-6B taxiing in the distance. (Jon Proctor)

Braniff ad execs liked to refer to their "Big Jets/’ as reflected by the large red "-227" seen on this aircraft’s aft fuse­lage. Combining the domestic body and more powerful engines from the 300-series, the -227 was unique to Braniff. The aircraft could fly faster than its 707-100 counterparts, and was able to carry heavier payloads out of "hot and high" airports such as Mexico City as well. This "Big Jet" is shown at Dallas’ Love Field. (Robert Proctor)

Initially operating Rolls-Royce Conway-powered 707s, BOAC later acquired Pratt & Whitney turbofan models. Featuring the stylish new "speedbird" logo seen in metallic gold on the tail, the airline adopted a slightly modified livery from the midnight blue-and-ochre delivery color scheme seen on page 126. Note BOAC logos on the forward engine pylons, a carry-over from the airline’s Comet 4 "slipper" fuel tank markings. (Jon Proctor Collection)

Air India also opted for Rolls-Royce Conway engines on its initial fleet of Boeing 707 Intercontinentals. Named Gauri Shankar, VT-DJJ is seen here in a handsome modified 707 color scheme being prepared for departure at Zurich, Switzerland. Although technically a turbojet, the Rolls-Royce Conway was known as a "bypass" engine, offering slightly higher thrust. It served as a precursor to the true turbofan engine. (Jon Proctor Collection)

El Al operated a weekly New York-Tel Aviv "nonstop" with its Rolls-Royce-powered Intercontinental 707s, but most trips stopped both ways at London’s Heathrow Airport, where this picture was taken. Wearing a revised color scheme designed in 1971 for the airline’s new Boeing 747 jumbo jet, this 707 serves as a nice example of how the airplane’s classic lines look good even in more modern colors. (Jon Proctor Collection)

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South African Airways (Suid-Afrikaanse Lugdiens), was known for luxurious in-flight services on its three 707-344s. ZS-CKC is seen here on push-back at London-Heathrow. Like other carriers, SAA later took advantage of Pratt & Whitney turbofan-powered Boeings, which were better suited to the airline’s high-altitude destinations. The 707- 300B series offered maximum gross takeoff weights of 330,000 pounds. (Jon Proctor Collection)

An original DC-8 operator, Eastern acquired 720s for short – to medium-range routes, chiefly on the U. S. East Coast and to Puerto Rico. Using both passenger boarding doors, N8712E awaits customers at West Palm Beach. The air­craft’s attractive "arrowhead" motif was Eastern’s ninth variation of its original jet color scheme designed for the DC-8 in 1960, and was applied to many of Eastern’s older propliners as well. (Jon Proctor)

5AUDI ARABIAN AIRLINES

In December 1961, Saudi Arabian flag carrier Saudia acquired two 720Bs originally built for Ethiopian Airlines, for use on flights between the Kingdom and destinations in Europe and North Africa. Showing the airline’s dramatic change to jets, 720s replaced Convair 340 twins and DC-6As. The second 720 aircraft is seen here resting between flights at London-Heathrow, wearing its second distinctive dark green-and-gold livery. (Jon Proctor)

Beginning 707-328 service in January 1960, Air France added Pratt & Whitney turbofan models as it built up a large fleet of the Boeing jets. Chateau de Dampierre is shown here arriving at Boston’s Logan International Airport, and was later retired and placed on permanent display at Le Bourget Airport in Paris. Fittingly, LeBourget was the des­tination of Pan American’s inaugural 707 service in October 1958. (Jon Proctor Collection)

One of the first charter airlines to acquire newly manufactured jetliners, World Airways used convertible 707-373Cs worldwide, including civilian flights, military "MAC" charter, and cargo services. Shown in World’s attractive red- and-white livery, a passenger flight arrives at Manchester, England. The 707-300-series’ 143-foot wingspan can be seen here. Passenger capacity for MAC flights could reach 165. (Jon Proctor Collection)

Dwight D. Eisenhower was the first U. S. president to fly in a jet-powered aircraft, using a Boeing 707-120 operated by the Military Air Transport Service (MATS). This rare and historic photograph shows the turbofan-powered VC-137C (707-320B) Air Force One as it landed at San Diego on June 6, 1963. President John F. Kennedy was aboard the aircraft that day, barely five months before his tragic assassination. (Jon Proctor)

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Colombia’s national carrier Avianca received its first Boeing jet, a 720B, in November 1961, and acquired several new and second-hand examples before upgrading to intercontinental 707-359Bs, including HK-1402, seen here at the International Arrivals Building at New York’s JFK in May 1968. It is interesting to note the use of mobile board­ing stairs at a time when most Jet Age airports had more modern jetways. (Jon Proctor Collection)

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Air Portugal was a relatively late customer for the 707, beginning service with the type in early 1966. CS-TBG, named Fernao de Magalhes, was one of the last commercial 707s to roll off the assembly line, and was delivered to TAP in March 1970. A total of 1,010 707s were built for the world’s airlines and the military from 1958 to 1991. Military 707s flew for the U. S. Air Force, the Navy, NATO, and several foreign air arms. (Jon Proctor Collection)

By May 1945, Lockheed had begun updating the basic Constellation design, with a weight increase as the number-one attribute of this “new” airplane. Over the ensuing years Lockheed basically pioneered the use of step-increases in overall weight capabilities, thus allowing expanded roles for the airframe in a larger market. Through the redesign effort the “new type” Constellation, as Eastern Airlines referred to it (649/749), was actually a 50-percent-change baseline airplane. Now that the Wright 3350 “BD-1 ” version of the engine was available at 300 bhp more than the orig­inal installed in the 049s, the airplane could be enhanced noticeably. Faster airspeed and greater pay – load performance, plus better inside soundproofing (to match the DC-6), better heating, ventilation, and cooling set the new-series Constellations apart from the originals.

One of the more interesting aspects to the added utility of the 649/749 series was the use of an external
cargo-carrying pod, which was slung under the center – line of the fuselage at mid-wing. This was known as the “Speedpak” and could carry 8,000 pounds of additional cargo. Lockheed sold 75 Speedpaks, mainly to Eastern, KLM (Royal Dutch Airlines), and TWA, for use on 049, 649, and 749 airframes. (As an aside, Eastern paid $850,000 for each 649 it purchased —quite a hefty amount in 1948!)

The first of the 749s went to Air France in April 1947. The 749 had additional 565-gallon fuel tanks installed in the outboard wings, which increased its range by 1,000 miles while allowing it to carry the same payload as the 649. This was the overwater version of the Constellation that became the gold standard of the short bodies, which allowed it to find wide acceptance with far-flung overseas airlines such as BOAC, Qantas, and South African. The 749/749A was also the model of the Constellation that remained in service the longest, on routes both around the world and in the United States.

Air France also provided its passengers flying between Paris and New York the unique Golden Parisian service on 749 sleeper aircraft. The usual 24-passenger sleeper seating eventually gave way to a
16-passenger layout, which provided the kind of legroom one could only find on a ship, or in one’s own living room! Such was intercontinental air travel during the early postwar years.

A cocktail lounge located at the front of the 749A Constellation passenger cabin provided a casual atmosphere for passengers awaiting dinner, or makeup of their sleeping berths, on TWA’s nonstop Ambassador Service from New York to London.

Purser Russ Robins and a hostess prepare to offer champagne to their guests. (TWA/Jon Proctor Collection)

In Britain, turboprops already ruled the airways, from the small Miles Marathon to the gigantic Saunders-Roe Princess flying boat. Short or long range, these new hybrid engines flew on them all. In America, many major aircraft manufacturers were contemplating and developing their own turbine-propeller-powered airframes. There was the giant XC-132 cargo carrier from Douglas, and even Boeing’s first B-52 strategic bomber design concept was a turboprop! All existing airplanes were being designed around future turboprop powerplants (as noted in the sections on Lockheed’s Constellation series). But these same companies were also concurrently thinking pure jet, which brings us to the DC-7D.

As early as 1952, Douglas had secretly established a jet-engine airliner study group. For public consump­tion, however, and that of the airline chiefs, Douglas later offered rather half-heartedly what everyone con­sidered a stopgap airplane powered by RB.109 turbo­prop engines from Rolls-Royce. The aircraft was based on the DC-7C airframe, but had a swept vertical stabi­lizer and a 40-inch fuselage stretch. C. R. Smith at American was interested, but at the urging of Art Raymond, Vice President of Engineering at Douglas, Donald Douglas made the decision to skip the turbo­prop and go directly to pure jet power. The result of that pivotal decision was the DC-8.

Facing all the other airliner manufacturers at that time was the very same choice Don Douglas had to

make. Should they play the game by putting off the inevitable transition to pure jets and produce a turbo­prop airliner? If they did, they had to realize that the market was going to be medium to small at best. There was, therefore, every reason to believe that supplying such an airplane would be a money-losing proposition. And yet, if the manufacturers jumped right to jets with all their inherent risks, would the airlines be willing to jump with them?

In the meantime, minds were made up at American and Eastern Air Lines to ask for bids on a clean-sheet – of-paper turboprop design, with Lockheed’s Electra emerging as the winner of that competition. This suited Lockheed who had lost a “promised” contract for the Air Force’s new four-engine jet tanker, which steered them directly to the consolation prize of turboprop power. By mid-1955, American had signed on for 35 Electras while Eastern ordered 40.

While Boeing had flown its Dash 80 prototype and Douglas was planning its own new DC-8 Jetliner, air­lines that wanted to hedge their jet bets bought Electras as well to “complement” their pending pure-jet fleet. Marketing logic dictated that the intermediate technol­ogy of the turbine-propeller would be just fine for fly­ing from New York to Chicago, or even all the way from New York to Los Angeles, just in case the jets didn’t quite work out. As an aside, Western Airlines with its new route authority to Hawaii a few years later was quite willing to use Electras rather than buy or lease the 707. For Western, the Electra was the wonder

airplane of the era; such was its economy of operation, flexibility, and quasi-jet-like speed. Western did not order pure jets until 1960.

Once all was said and done in the saga of the tur­boprop in America, things turned out pretty much as expected. The British supplied the first round of air­planes: Viscounts to Capital and Northeast, where Britannias were also nearly a reality for both carriers. The Electra was built for the second round of equip­ment upgrades, delivering a larger airplane with greater range. With only 170 aircraft produced, however, the Electra program ultimately lost money, as predicted. At the smaller-size end of the spectrum, Fairchild license – built the twin-engine F-27 turboprop from Fokker for local service airlines, with a total of 129 coming from its Hagerstown, Maryland, plant.

By 1959, the surprising quality, reliability, and ready acceptance by passengers of the pure jets, com­bined with a sudden reality that more airline seats were needed in the market, accelerated the arrival of shorter – range jetliners such as the Caravelle, 720, 727, and finally, the DC-9 in the mid-1960s. This negated the need for further large turboprop designs, and early-on stifled sales of the Electra (and in Britain, the Vanguard). The F-27 soon became a victim of its own success in stimu­lating new traffic at the small airlines, for it rapidly became too small, and larger equipment was ordered rather than more of the basic F-27.

Truly niche aircraft, the turboprops of the 1950s provided a valuable transition, or “bridge,” in the pro­gression from props to jets. But the window of oppor­tunity was quite small, and for one manufacturer, Lockheed, the decision to spurn pure jets would have competitive ramifications for years to come, completely changing the dynamics of the market and its players in the new world order of commercial jet airliners.

The enigmatic Electra was offered to the airlines in two basic versions: 188A and 188C. The first and most popular model had a gross weight of 113,000 pounds and was the model of choice for the majority of domestic U. S. carriers. Engines were the Allison 501D-13 or -13A. The C-model airplane had a characteristically Lockheed increased gross weight of 116,000 pounds, a strategy remembered so well from the Constellation series of aircraft. Engine choice for this airframe was the 50ID-15 with its 300-shp (shaft horsepower) increase in power.

This extra power was used to lift an additional 1,100 gallons of fuel, which boosted the range of the Electra beyond its originally planned 2,500 miles, all the way to 3,460. The В designation was an unofficial tag used internally by Lockheed to denote the Electra with nav­igator stations and extra lavatories destined for use by the international airlines.

Passenger capacity for the Electra was normally 66 to 80, with a high-density version available to seat 98. Maximum speed clocked-in at 448 mph at 12,000 feet while normal cruise was listed as 373 mph. Two propeller choices were available also, with the Aeroproducts being the most common and recognizable on the Electra, or the Hamilton Standard design, which was easily identified by its bowed-out shape and rounded tips (these were the propellers chosen for the P-З series of aircraft for the U. S. Navy). KLM chose the Ham – Standards, as did Capital Airlines, although the Capital aircraft were never actually delivered to the airline, because it had been absorbed into United Air Lines.

A combined total of 170 aircraft were built, the last of which was delivered to Garuda of Indonesia on January 15, 1961. Electras remained in airline service worldwide through the 1980s, and served as freighters for yet another decade, proving the longevity, prof­itability, and ultimate success of America’s only four – engine turboprop airliner.

de Havilland Comet 4

When de Havilland’s original Comet 1 fell victim to the edict that “being first is sometimes not being best”
after a series of design-related accidents occurring shortly after it entered service in 1952, the commercial Jet Age found itself temporarily on hold. Canada’s Avro Jetliner was also unable to deliver the goods at that time (see Chapter 1 sidebar, “Avro Jetliner: The Other First Jet,” page 17), but a subsequent redesign of the DH-106 airframe resulted in a new, improved, and much safer air­craft with even better performance than its progenitor.

First and foremost was the new airplane’s modified fuselage construction and ovaloid-shaped windows to forever avoid the ravages of pressurization-induced metal fatigue that plagued the original design. Then, with 10,000-pound-thrust Rolls-Royce Avon 502 engines replacing the original airplane’s 5,000-pound- thrust Ghost turbojets, a totally new Comet was born. Along with a higher gross weight of 162,000 pounds and fuselage lengthened to 112 feet, the Comet 3 proto­type more closely resembled the larger 78-passenger version of the original design initially ordered by Pan American. Further refinements such as the addition of two “slipper” auxiliary fuel tanks mounted on the wing outboard leading edges created the production Comet 4 series, which became the first truly intercontinental ver­sion of the proud British aircraft.

With a launch order for 19 Comet 4s placed in March 1955, BOAC marched steadily toward regaining the jet airliner crown, knowing full well that new com­petition from the recently announced Boeing 707 and Douglas DC-8 Jetliners in the United States was loom­ing. As we now know, it was a BOAC Comet 4 that indeed beat the United States to the punch by inaugu­rating commercial jetliner service across the North Atlantic on October 4, 1958, two weeks before the first Pan Am 707 carried passengers on that route. With further uprated Rolls-Royce 524 engines, the Comet 4 possessed a range of 3,225 miles and found a host of new interna­tional airline customers in the process.

Further variants of the now-successful design included a lighter-weight, 101- passenger short-haul version called the Comet 4B, operated initially on inter – European routes by BEA. The “ultimate” Comet was the 4C model, with a further – stretched 118-foot fuselage length and 2,590-mile range. Comet 4s were flown by such diverse airlines as Mexicana, Aerolineas Argentinas, East African

Rising from the ashes of the ill-fated Comet 1, the Comet 4 beat Boeing’s 707 into transatlantic service by two weeks, flying for BOAC between London and New York. (BAE Systems)

Airways, Malaysian, Kuwait, and Olympic, but the title of world’s final Comet operator went to charter carrier Dan-Air which had the distinction of being the only airline to fly all three models of the Comet 4 series.

Although the Comet’s last commercial passenger flight took place on November 9, 1980, the Nimrod, a larger maritime patrol version of the Comet 4 devel­oped for the Royal Air Force, was still flying until the turn of the century. Having first entered military service in 1969, these formidable aircraft were continually upgraded and modified, with the final versions being built by British Aerospace. Larger “next-generation” Nimrods, equipped with uprated turbofan engines and the latest in military electronic wizardry, first flew in the 1990s and are still in operation today. While these newer patrol jets are decidedly more advanced airplanes than the original Comet 4, it is a proud testimony to the ruggedness and adaptability of the Comet design to see descendants of an aircraft type first flown in 1948 still in operation more than six decades later!

Boeing 707-100/200/300/400

Boeing’s original 707 variant, the -120, was ordered by American carriers for its ability to operate nonstop on any segment within the continental United States. In addition, Pan American Airways’ managers were willing to use the domestic version on transatlantic routes, with fuel stops, in order to gain a competitive advantage. The type could be shifted to shorter routes, such as to Latin America, upon delivery of longer-range 707-320 Intercontinentals. Pan Am became the first operator of the 707 in revenue service, on October 28, 1958, between New York and Paris via Gander, Newfoundland.

With a maximum takeoff weight of 247,000 pounds, four Pratt & Whitney JT3C-6 engines, each producing

12,500 pounds of thrust, powered the -120. Augmented by distilled water injected into the powerplants, total thrust was boosted to 52,000 pounds. The type was mar­keted with a 121-seat capacity in an all-first-class, five- abreast layout, or up to 179 seats in a high-density configuration. Its maximum range, with a full payload, was 3,075 miles. Utilizing a 13,500-gallon fuel capacity, the airplane could cross the country with relative ease.

When it was decided to offer both first-class and coach service on the jets, a planned five-abreast premium layout was abandoned in favor of four across in the for­ward, quieter premium cabin, with six-abreast in the aft coach section. But the mix contained a much higher percentage of first-class seats than we see today; in fact, American Airlines split the capacity evenly, with 56 seats in each cabin.

American attained the distinction of operating the first pure-jet flights “across the United States” on January 25, 1959, with its 707 Jet Flagships, nonstop between New York and Los Angeles. But it was par­tially upstaged when Pan Am leased one of its new 707s to National Airlines for a daily round-trip between New York and Miami, starting on December 10, 1958. Although flown in Pan Am colors, the 707 provided National with bragging rights as first to fly domestic jets in the United States, and was particularly pleasing to the airline’s colorful president, Ted Baker, who enjoyed upstaging Eastern’s legendary Eddie Rickenbacker at every opportunity.

TWA began New York to San Francisco service on March 20, 1959, with just one 707-120 while principal

Unlike Pan American, TWA held off over­seas jet service until its intercontinental 707-300s arrived, eliminating the need for fuel stops on flights to Europe. An example is seen at New York-ldlewild’s International Arrivals Building (IAB), wearing the twin- globe logo scheme adopted two years after entering service. (Jon Proctor)

stockholder Howard Hughes struggled to finance the balance of a 15-airplane order. Continental Airlines introduced its Golden Jet 707-120 flights on June 8, 1959, between Los Angeles and Chicago. Western Air Lines, with two 707-120s originally ordered by Cubana and leased from Boeing, began service June 1, 1960, on West Coast routes between Los Angeles, San Francisco, Portland, and Seattle. The pair was acquired as an interim measure while awaiting delivery of Boeing 720s.

Braniff Airways ordered basic 707-120 airframes with larger, JT4A-3 engines that brought about the 707-
220 variant and provided improved takeoff perfor­mance at the airline’s high-altitude destinations, and gave it a speed advantage. Braniff advertisements boasted the “fastest flights” when beginning jet service on December 19, 1959, in the Dallas-to-New York market against archrival American Airlines.

The first non-U. S. carrier to order and operate Boeing jets was Australia’s Qantas, which opted for the basic 707-120 with a shortened fuselage to extend its range for longer segments across the Pacific. The unique “short-body” 707-138 was not added to the 707-120

hroughout the Industrial Revolution in America, bold, farsighted men carved out a country that flourished beyond their wildest expectations. Midway into the period of American exceptionalism, the fledgling airline industry required, and acquired, men such as those who preceded them: huge dream­ers, bold and decisive leaders, the inspirational cre­ators of an entirely new system of transportation. These were the men who didn’t just lead but “became” their own airline companies, and by doing so, gave the world wings. Below are three of many; perhaps the three most influential airline presidents who shepherded into the modern era the airlines they so proudly ran.

W. A. "Pat" Patterson, United

Plucked from Wells Fargo Bank, after being the loan officer in charge of the Pacific Air Transport (PAT) account, William A. “Pat” Patterson was hired by Boeing Air Transport after it bought PAT in 1929. He was placed in the company as general manager under its president at that time, Philip Johnson. Soon thereafter, the presidency became his. Patterson’s tenure at what became United Airlines lasted some 32 years, and at the time of his retirement, United Air Lines was the largest airline in the free world.

Pat Patterson ran United as a very hands-on man­ager, usually spending one third of his year traveling the routes of the airline so as to keep an eye on its functioning and to meet the employees. He was a leg­end when it came to remembering names. His admin­istration was one of shared commitment, and he stressed five rules to utilize in everyday airline work life. They were (in order of importance) safety, pas­senger comfort, dependability, honesty, and sincerity.

Perhaps the biggest early decision Patterson made was in response to the San Francisco Traffic Manager’s suggestion that the airline utilize nurses onboard the airplanes in order to care for the needs of the passengers. Eight young women were hired and became the world’s first professional stewardesses.

Under his watchful eye, other firsts at United included: the first airborne kitchen for inflight meals; the first nighttime scheduled services for coast-to – coast and long-distance routes; and two-way radio communications. This last point also bears on the fact that United had a radio laboratory that also investi­gated other aspects of advancing flight and aerial nav-

igation. Additionally, United had a lead role in creat­ing special airfare promotions like taking your wife along for free on your business trip, and men only “executive” service (see Chapter 8 sidebar, “United’s Magnificent Caravelle,” page 122). United also helped refine and then launch the Douglas DC-8 Jetliner.

C. R. Smith, American

Another financial whiz kid, Cyrus Rowlett Smith, or Mr. C. R., or just “C. R.,” was an imposing figure of a man, standing just over six-foot-one-inch tall. A compassionate yet sometimes gruff manager, Smith got things done at American, even though he originally had no interest in running an airline. Once

selected for the job of running Texas Air Transport, he threw himself into the occupation, going so far as to get his pilot’s license. Once in charge of the entire amalgamated airline after 1934, C. R. made aviation history time and again through American Airlines. He was president from 1934 until 1968.

C. R. was what we call today a workaholic man­ager, always flying the line and tweaking American’s service and its business. He usually flew anonymously, and on standby at that, with a similar penchant as Patterson for remembering employees names and family details. It wasn’t surprising to see a short letter from C. R. noting a good, or bad, occasion. It was a small aviation world back then.

One indicator of his bravura was the launching of the national ad campaign boldly asking if the average person was afraid to fly. This was the unspoken real­ity of commercial aviation in the 1920s and 1930s, and C. R. brought it into the open and pointed out that American’s number-one priority was safe transporta­tion in the air. By the end of the 1930s, American was carrying one third of all U. S. airline passengers.

Pioneering “firsts” in the airline industry under C. R. included: first national campaign to sell seats; first credit purchase program; first passenger lounges (Admirals’ Clubs); first airline service into LaGuardia Airport (thus assuring American’s overwhelming presence), first transcontinental jet service; first stew­ardess college; and the first airline to carry one million passengers during a year (1937). American also helped pioneer the VOR (Visual Omni Range) system of navigation, today’s staple. It caused the launch of many significant airliners including the Convair 240 and 990; the Lockheed Electra (see Chapter 4); and the Douglas DC-6, DC-7, and DC-10.

As impressive as these achievements may have been, perhaps the most significant action ever taken by C. R. Smith was his insistence, during a marathon two-hour phone call, that Don Douglas build a larger DC-2 derivative called the Douglas Sleeper Transport, which became better known as the DC-3. From that point on, the world of transport aviation was never the same, and by 1936, airlines were finally showing a profit carrying only passengers, and not having to depend on U. S. Mail contracts.