Ssides From United States of America, joined Feb 2001, 4059 posts, RR: 20 Posted (9 years 6 months 2 weeks 3 days 22 hours ago) and read 2024 times:
My wife dragged me to an antique sale on Saturday, and while there I came across some old luggage that was for sale. Two of the pieces still had old Eastern Airlines tags on them, which got me to wondering where they flew.
Both tags had a handwritten flight number and destination on them. I would guess that they were from the mid-'60s. DAL was the destination airport, so it was before DFW opened. I believe the flight number was 538, but I could be mistaken.
Does anyone have an old Eastern timetable that might indicate where these bags came from? Just satisfying a curiosity ... thanks.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 56
Reply 1, posted (9 years 6 months 2 weeks 3 days 22 hours ago) and read 2008 times:
If my memory is correct, EA was not a big player at DAL - Dallas was always a big station for Braniff, American and Delta; Eastern (and National) had larger operations at Houston. Eastern's primary route from Dallas was to its hub in Atlanta - they did not fly nonstop from Dallas to the US east coast cities, nor do I remember EA ever flying nonstop from Dallas to any city in Florida.
Jsnww81 From United States of America, joined Jan 2002, 2124 posts, RR: 15
Reply 6, posted (9 years 6 months 2 weeks 3 days 22 hours ago) and read 1935 times:
In the early 1970s, immediately before DFW opened, Eastern served both Atlanta and Miami from Love Field. A little history:
Eastern first started service to DAL and GSW (Fort Worth's Greater Southwest airport) in 1961, when it got a very limited award in the Southern Transcontinental Route Case. Eastern had been hoping to be awarded a far-flung treasure trove of routes from Miami, New Orleans, Atlanta and Dallas/Houston to California, Arizona and Las Vegas. At the time (early 1960s) the big push to the "Sun Belt" was just beginning, and these routes would have connected the high growth areas of California and Nevada to other growth areas in Texas and Florida. So the stakes were high for all of the carriers (American, Delta, National, Braniff, Continental, Eastern) who applied.
Of course, Eastern got shafted in the route awards, which was pretty much the case in any CAB investigation in the 1950s and 1960s. Delta and National received HUGE route authorities to the West Coast. American got authority to operate between Houston and San Francisco and Continental got Houston-Los Angeles nonstop. Eastern only got a fraction of what it applied for - a single route between Miami and Dallas, with a stop at MSY. Of course, Braniff got nothing, so EA wasn't a complete loser in the case.
Service on MIA-MSY-DAL-GSW began in May 1961. Fast forward eight years to 1969, and the Southern Transcontinental Route Case has been reopened. Eastern gets its long-awaited authority to operate DAL-ATL, with four or five DC9s a day. However, Braniff also got clearance to start DAL-MSY-MIA service, ending Eastern's monopoly on the route. (In the same case, Eastern finally got its long-awaited ATL-LAX route, but that's another story.)
By January 1974, when DFW opened, Eastern was flying four or five daily frequencies to ATL (up against Delta's eight or nine flights), and two or three flights to MIA in competition with BN. The DAL-MSY service was no longer operating - both Delta and Braniff also flew the route, so Eastern dropped it in favor of a more lucrative nonstop flight to MIA.