The following photos are part of Ed Coates Collection, used with permission.
You can view his massive collection here.
You can view his massive collection here.
Transocean Air Lines was founded in Oakland California in 1946 and was the most innovative
and opportunist, if not the largest, of all the non-scheduled airlines. Headed by the inspirational
Orvis Nelson, its business empire extended far beyond providing transportation within the United
States. The above ex C-54B-1-DC, for instance, was leased to Iranian Airways as EP-ADZ
along with operational expertise (and probably flight deck crew) from Transocean. The company
also provided technical expertise to Philippine Air Lines, Japan Air Lines, Air Jordan and Saudia.
Most Transocean aircraft had the diminutive 'TALOA' which stood for 'Transocean Air Lines Oak-
land' on the tail. The airline owned, operated or leased the largest fleet of DC-4s of any line, some
75 of them having been registered under their name at one time or another between 1946 and 1960.
Many came from United Air Lines and this is evident in the overall look of their livery. Colors were
different, though, as seen in image of the nose of the DC-4 below. This one, N4665V was operated
on the pseudo-scheduled 'Royal Hawaiian' flights from Oakland to Honolulu. Transocean's equip-
ment and facilities were used in the making of a number of movies, most notable of these being
"The High and the Mighty". Having been refused time and again to obtain scheduled certification
by a seemingly indifferent, if not outright antagonistic bureaucracy in the form of the CAB, and
thwarted in its attempt to enter the jet age with Boeing 707s, (by a major airline who shall remain
nameless, but promised to pull its orders from Boeing should they sell to Taloa) the company, in
1960 found itself in need operating capital. It would appear that the California banks were
unwilling to go on a limb to extend financing to the company (even though Japan Air Lines, who
by that time were more than solvent in their own right and willing to back Transocean), and thus
the airline which had been so instrumental in shaping the future of so many companies was forced
into filing for bankruptcy. Incidentally, these same cautious banks were, four decades later, as we
know, to throw common sense out the window and offer housing loans which could not possibly be
paid. Transocean's ROI on the other hand would have been substantial.
and opportunist, if not the largest, of all the non-scheduled airlines. Headed by the inspirational
Orvis Nelson, its business empire extended far beyond providing transportation within the United
States. The above ex C-54B-1-DC, for instance, was leased to Iranian Airways as EP-ADZ
along with operational expertise (and probably flight deck crew) from Transocean. The company
also provided technical expertise to Philippine Air Lines, Japan Air Lines, Air Jordan and Saudia.
Most Transocean aircraft had the diminutive 'TALOA' which stood for 'Transocean Air Lines Oak-
land' on the tail. The airline owned, operated or leased the largest fleet of DC-4s of any line, some
75 of them having been registered under their name at one time or another between 1946 and 1960.
Many came from United Air Lines and this is evident in the overall look of their livery. Colors were
different, though, as seen in image of the nose of the DC-4 below. This one, N4665V was operated
on the pseudo-scheduled 'Royal Hawaiian' flights from Oakland to Honolulu. Transocean's equip-
ment and facilities were used in the making of a number of movies, most notable of these being
"The High and the Mighty". Having been refused time and again to obtain scheduled certification
by a seemingly indifferent, if not outright antagonistic bureaucracy in the form of the CAB, and
thwarted in its attempt to enter the jet age with Boeing 707s, (by a major airline who shall remain
nameless, but promised to pull its orders from Boeing should they sell to Taloa) the company, in
1960 found itself in need operating capital. It would appear that the California banks were
unwilling to go on a limb to extend financing to the company (even though Japan Air Lines, who
by that time were more than solvent in their own right and willing to back Transocean), and thus
the airline which had been so instrumental in shaping the future of so many companies was forced
into filing for bankruptcy. Incidentally, these same cautious banks were, four decades later, as we
know, to throw common sense out the window and offer housing loans which could not possibly be
paid. Transocean's ROI on the other hand would have been substantial.
This late model C-54G-1-DO had been leased to Pan American World Airways as 'Clipper
Red Rover' in 1947 and had been converted to a civilian airliner by Douglas, it being the 81st
such conversion of C-54s to DC-4 status. Delivered to the USAAF in June 1945, it probably
went more of less straight to the civilian conversion shop. When Pan Am's lease expired it was
picked up by Transocean and, oddly, given an "F" suffix registration. The 'F' suffix in those days
was normally given to those American aircraft based at 'Foreign' locations. As far as I know
N9937F was based at Oakland, where this shot was taken, with the remnants of the Pan Am
livery still very much in evidence. It was returned to the USAF as 45-0480 in November 1954
where it was converted to a VC-54G. It was relegated to the Davis Monthan bone yard in
1972 but became N9937F again when acquired by Dross Metals Inc in 1975. This elegant old
lady was broken up in 1976.
Red Rover' in 1947 and had been converted to a civilian airliner by Douglas, it being the 81st
such conversion of C-54s to DC-4 status. Delivered to the USAAF in June 1945, it probably
went more of less straight to the civilian conversion shop. When Pan Am's lease expired it was
picked up by Transocean and, oddly, given an "F" suffix registration. The 'F' suffix in those days
was normally given to those American aircraft based at 'Foreign' locations. As far as I know
N9937F was based at Oakland, where this shot was taken, with the remnants of the Pan Am
livery still very much in evidence. It was returned to the USAF as 45-0480 in November 1954
where it was converted to a VC-54G. It was relegated to the Davis Monthan bone yard in
1972 but became N9937F again when acquired by Dross Metals Inc in 1975. This elegant old
lady was broken up in 1976.
At the time this Bill Larkins shot was taken at Oakland in July 1954 this C-46 was registered under
the Experimental category. By this time all regos were purely 'N', but the word 'Experimental'
appears in minuscule print on the fin. It had been modified to use two Turbomeca Palas turbojet
engines under the fuselage, although they are not mounted in this shot, and the machine was at the
end of its lease and about to be returned to the USAF. . The elaborate protrusion on the star-
board wing is a yaw meter. Transocean were not a huge user of the C-46 by nonsked standards,
only operating some 16 of them over the years. N68967 was used in Taloa's Alaskan Division
and, as such, it was felt that the small jet engines might be of advantage in short field performance.
In the event the idea was not pursued. This C-46 later went to CPAL as CF-CZL, following
which it had several other Canadian owners until withdrawn from use in Montreal in 1970.
the Experimental category. By this time all regos were purely 'N', but the word 'Experimental'
appears in minuscule print on the fin. It had been modified to use two Turbomeca Palas turbojet
engines under the fuselage, although they are not mounted in this shot, and the machine was at the
end of its lease and about to be returned to the USAF. . The elaborate protrusion on the star-
board wing is a yaw meter. Transocean were not a huge user of the C-46 by nonsked standards,
only operating some 16 of them over the years. N68967 was used in Taloa's Alaskan Division
and, as such, it was felt that the small jet engines might be of advantage in short field performance.
In the event the idea was not pursued. This C-46 later went to CPAL as CF-CZL, following
which it had several other Canadian owners until withdrawn from use in Montreal in 1970.
Transocean used this Lodestar as a sort of 'company hack' (well, executive transport, then) back
the early 1950s. It was based at Oakland where this super photo by Bill Larkins was taken. A
former U.S. Coast Guard R50-1, it was serialed V-188. After the war it went to South Africa
as ZS-BAJ. It returned to the U.S. in the 1950s and went directly to Taloa. It was sold to
Douglas Dully, a private owner later in the 1950s.
the early 1950s. It was based at Oakland where this super photo by Bill Larkins was taken. A
former U.S. Coast Guard R50-1, it was serialed V-188. After the war it went to South Africa
as ZS-BAJ. It returned to the U.S. in the 1950s and went directly to Taloa. It was sold to
Douglas Dully, a private owner later in the 1950s.
Transocean operated two Lockheed L-1049Hs in the late 1950s and both are shown here at
Oakland, circa 1957. They were used briefly on Taloa's 'Royal Hawaiian" flights from Oakland
to Honolulu. N1927H was leased from 1957 to 1959 after which the lessor, Air Finance Corp
sold it to The Babb Company, aircraft brokers. From there it went to non-sked Capitol Air-
ways and finally to Canairelief as CF-AEN. N1880 (below, with enlarged rego for identiy
purposes) was originally owned by the 1880 Corporation, a subsidiary of Dollar Associates .
Transocean leased it in July 1957 and then, in 1959 sub-leased it to Lufthansa as a freighter
(it operated as N1880). This Super Conniet had a long and colorful career finally winding up
as a fire and rescue hulk for the Dade County Aviation Departmernt in Miiami.
Oakland, circa 1957. They were used briefly on Taloa's 'Royal Hawaiian" flights from Oakland
to Honolulu. N1927H was leased from 1957 to 1959 after which the lessor, Air Finance Corp
sold it to The Babb Company, aircraft brokers. From there it went to non-sked Capitol Air-
ways and finally to Canairelief as CF-AEN. N1880 (below, with enlarged rego for identiy
purposes) was originally owned by the 1880 Corporation, a subsidiary of Dollar Associates .
Transocean leased it in July 1957 and then, in 1959 sub-leased it to Lufthansa as a freighter
(it operated as N1880). This Super Conniet had a long and colorful career finally winding up
as a fire and rescue hulk for the Dade County Aviation Departmernt in Miiami.
In 1958 Transocean acquired 14 ex-BOAC Stratocruisers. Only 8 were ever put into operation.
The rare shot above, from the J.M.G. Gradidge collection shows the first of these as N85Q before
it was re-registered N403Q. It was formerly BOAC's G-ALSD 'RMA Cassiopeia' The Boeing
377 was an extremely expensive aircraft to run. The few carriers who had them hard a hard time
making a profit with their fleets of these double-bubble liners. In BOAC's case, of course, it was
the tax-payer who was putting up the tab, but for the American airlines (PAA and Northwest) they
were a drag on the bottom line . Just what made Transocean's Orvis Nelson think that he could
turn a profit with them is a matter of conjecture. In the event, the carrier, which had begun in 1946
and had, in fact, become a vast conglomerate, was forced to file for bankruptcy in 1960. It was
never able to obtain the certification, financial backing, or aircraft necessary to expand into the jet
age. The supplementals never did get the full blessing of the CAB and without this support found
it very difficult to secure financing. N403Q was later acquired by Aero Spacelines, but I don't
think it was ever turned into a Guppy.
The rare shot above, from the J.M.G. Gradidge collection shows the first of these as N85Q before
it was re-registered N403Q. It was formerly BOAC's G-ALSD 'RMA Cassiopeia' The Boeing
377 was an extremely expensive aircraft to run. The few carriers who had them hard a hard time
making a profit with their fleets of these double-bubble liners. In BOAC's case, of course, it was
the tax-payer who was putting up the tab, but for the American airlines (PAA and Northwest) they
were a drag on the bottom line . Just what made Transocean's Orvis Nelson think that he could
turn a profit with them is a matter of conjecture. In the event, the carrier, which had begun in 1946
and had, in fact, become a vast conglomerate, was forced to file for bankruptcy in 1960. It was
never able to obtain the certification, financial backing, or aircraft necessary to expand into the jet
age. The supplementals never did get the full blessing of the CAB and without this support found
it very difficult to secure financing. N403Q was later acquired by Aero Spacelines, but I don't
think it was ever turned into a Guppy.
California Eastern was founded by Jorge Carnicero in 1946, based primarily in Burbank, although
the above shot was taken at Oakland in 1956. It originally began operations as a scheduled cargo
carrier. Two years after being organized, California Eastern Airways, although being the second
largest independent air carrier, filed for bankruptcy in May 1948, and its assets were acquired by
Slick Airways. The remnants of the line were then purchased by Land-Air, Inc. (which was later
renamed DynCorp) who reformed it as California Eastern Aviation, but flew under the old California
Eastern Airways title It later gained military cargo and passenger contracts from California (mainly
Oakland) to the Far East, and at one stage Convair CV-880s were envisaged.. Some notes I have
indicate it flew supply runs during the Korean War. Anyway, by 1962 the CEA identity had been
dropped and the company was known as the Dynalectron Corporation. As such it is still extant
although no longer runs air services, being a conglomerate of companies employed in a wide variety
of sciences.
N1437V was an ex C-54A-15-DC built for the USAAF in 1944 as 44-72298. Civilianized in
1947 it went to Pan American as their N88914 'Clipper Golden Eagle", then in 1950 to Alitalia
as I-DALZ, then to REAL as PP-XEF before being acquired by CEA in 1954. It later passed to
sister company California Hawaiian before going to Liberia as EL-ADS. To pursue its career
further for the context of this entry would be academic, but suffice it to say that the poor old thing
met its end when it crashed into a mountain near Saravena, Arauca, Colombia on 30 August 1975.
the above shot was taken at Oakland in 1956. It originally began operations as a scheduled cargo
carrier. Two years after being organized, California Eastern Airways, although being the second
largest independent air carrier, filed for bankruptcy in May 1948, and its assets were acquired by
Slick Airways. The remnants of the line were then purchased by Land-Air, Inc. (which was later
renamed DynCorp) who reformed it as California Eastern Aviation, but flew under the old California
Eastern Airways title It later gained military cargo and passenger contracts from California (mainly
Oakland) to the Far East, and at one stage Convair CV-880s were envisaged.. Some notes I have
indicate it flew supply runs during the Korean War. Anyway, by 1962 the CEA identity had been
dropped and the company was known as the Dynalectron Corporation. As such it is still extant
although no longer runs air services, being a conglomerate of companies employed in a wide variety
of sciences.
N1437V was an ex C-54A-15-DC built for the USAAF in 1944 as 44-72298. Civilianized in
1947 it went to Pan American as their N88914 'Clipper Golden Eagle", then in 1950 to Alitalia
as I-DALZ, then to REAL as PP-XEF before being acquired by CEA in 1954. It later passed to
sister company California Hawaiian before going to Liberia as EL-ADS. To pursue its career
further for the context of this entry would be academic, but suffice it to say that the poor old thing
met its end when it crashed into a mountain near Saravena, Arauca, Colombia on 30 August 1975.
California Hawaiian Airlines was a sister carrier of California Central Airlines, and, as such, had
much the same brilliant red, white and blue livery. The latter airline is covered in my 'Airline' section
since it was a scheduled intra-state carrier. California Hawaiian, on the other hand, only operated
charter services between the US west coast and Hawaii and therefore was considered a nonsked
airline. Both were conceived around 1947 by Col. Charles Sherman, along with his wife Edna K.
Sherman and C. Mayers, Jr., Thomas McCarty and Lura Otto initially as Airline Transport Carriers,
Inc. When Western and United filed complaints against this outfit, ATC entered both CCA and
CHA into bankruptcy although resurrected them in 1955 under the same ownership, ostensibly
're-organized'. The Lockheed L-049 seen above at Oakland by Bill Larkins in February 1953
was, at that time, the airline's only aircraft. The enlargement below shows the tiny rego on the fin.
Formerly BOAC's G-AHEN it was leased from Los Angeles Air Service. The aircraft had overshot
the runway at Bristol, Filton in 1951 and had been repaired and sold to LAAS. It later went to El Al
as 4X-AKD, before returning to the UK as G-AHEN. It was broken up at Luton in 1965.
much the same brilliant red, white and blue livery. The latter airline is covered in my 'Airline' section
since it was a scheduled intra-state carrier. California Hawaiian, on the other hand, only operated
charter services between the US west coast and Hawaii and therefore was considered a nonsked
airline. Both were conceived around 1947 by Col. Charles Sherman, along with his wife Edna K.
Sherman and C. Mayers, Jr., Thomas McCarty and Lura Otto initially as Airline Transport Carriers,
Inc. When Western and United filed complaints against this outfit, ATC entered both CCA and
CHA into bankruptcy although resurrected them in 1955 under the same ownership, ostensibly
're-organized'. The Lockheed L-049 seen above at Oakland by Bill Larkins in February 1953
was, at that time, the airline's only aircraft. The enlargement below shows the tiny rego on the fin.
Formerly BOAC's G-AHEN it was leased from Los Angeles Air Service. The aircraft had overshot
the runway at Bristol, Filton in 1951 and had been repaired and sold to LAAS. It later went to El Al
as 4X-AKD, before returning to the UK as G-AHEN. It was broken up at Luton in 1965.
In 1955 California Hawaiian re-emerged after its bankruptcy of the year before as a somewhat
larger company initially operating three DC-4s. These were augmented in 1960 with four L-749A
Constellations leased from California Airmotive and three L-1049 Super Constellations from TWA,
one of which is I saw above on WAL's ramp at LAX in 1961 . Although the airline did gain some
MATS charter work, by 1962 it had folded again......this time for good. That N6901C had been
leased from TWA is obvious from its livery which merely had California Hawaiian superimposed
over its standard TWA markings. In 1966 this aircraft was sold to Lineas Aereas Patagonicas
Argentinas but, sadly crashed into the sea south-west of Callao, Peru on its delivery flight on 6
March of that year.
larger company initially operating three DC-4s. These were augmented in 1960 with four L-749A
Constellations leased from California Airmotive and three L-1049 Super Constellations from TWA,
one of which is I saw above on WAL's ramp at LAX in 1961 . Although the airline did gain some
MATS charter work, by 1962 it had folded again......this time for good. That N6901C had been
leased from TWA is obvious from its livery which merely had California Hawaiian superimposed
over its standard TWA markings. In 1966 this aircraft was sold to Lineas Aereas Patagonicas
Argentinas but, sadly crashed into the sea south-west of Callao, Peru on its delivery flight on 6
March of that year.
I know virtually nothing about this company, except that it flew low fare irregular scheduled passenger
flights from Burbank to Oakland in the early 1950s. . In fact, N5616V may have been their only air-
craft. I suspect it was probably based at the northern airport, where this shot, by Douglas D. Olson
was taken. Now, I have known Doug for well over fifty years and he has always been a stickler for
accuracy. Having said that, the negative is dated 9 January 1954, whereas my data on the C-46
c/n 22369 indicates that it was built as a C-46F-1-CU (44-78546) and delivered to the USAF on
7 July 1945. It was transferred to the Foreign Liquidation Commission in June 1948 and civilianized
for Trans Continental Airlines shortly afterward. My records indicate that it then went to Curry Air
Transport followed by a short period with Great Lakes Airlines, circa early 1948. It was bought by
'The Californian' in 1949. In 1950 it was purchased by Trans Air Hawaii and then by Skycoach
Express in 1952. At the time of Doug's photo my records indicate that N5616V went to Aerovias
Sud Americana. So, did it go briefly back to The Californian at around that time? *** As I say,
photographers of Olson's caliber were not often wrong, but perhaps the dating has become convoluted
over the last sixty years? From ASA N5616V went to Canada in March 1956 as CF-IGX for World
Wide Airways and then was brokered back in the states by Fred B. Ayer and Associates as N6600D.
Resold in Canada it became CF-MKV for Montreal Air Services in 1960. Then back stateside as
N323V for Vicair Inc. Atlantic Aircraft Corporation bought it in 1965 and sold it to Ex-Im Export
Corp a year later. It was withdrawn from service in 1971 and presumably broken up.
*** Remember the old country song ".....and as a Silver Dollar goes from hand to hand........." well,
in the 1950s one could have added "so a C-46 goes from non-sked to non-sked". Such was the
turn over of these old ex-military machines that, in many cases, even the log books did not reflect all
the changes of ownership!
flights from Burbank to Oakland in the early 1950s. . In fact, N5616V may have been their only air-
craft. I suspect it was probably based at the northern airport, where this shot, by Douglas D. Olson
was taken. Now, I have known Doug for well over fifty years and he has always been a stickler for
accuracy. Having said that, the negative is dated 9 January 1954, whereas my data on the C-46
c/n 22369 indicates that it was built as a C-46F-1-CU (44-78546) and delivered to the USAF on
7 July 1945. It was transferred to the Foreign Liquidation Commission in June 1948 and civilianized
for Trans Continental Airlines shortly afterward. My records indicate that it then went to Curry Air
Transport followed by a short period with Great Lakes Airlines, circa early 1948. It was bought by
'The Californian' in 1949. In 1950 it was purchased by Trans Air Hawaii and then by Skycoach
Express in 1952. At the time of Doug's photo my records indicate that N5616V went to Aerovias
Sud Americana. So, did it go briefly back to The Californian at around that time? *** As I say,
photographers of Olson's caliber were not often wrong, but perhaps the dating has become convoluted
over the last sixty years? From ASA N5616V went to Canada in March 1956 as CF-IGX for World
Wide Airways and then was brokered back in the states by Fred B. Ayer and Associates as N6600D.
Resold in Canada it became CF-MKV for Montreal Air Services in 1960. Then back stateside as
N323V for Vicair Inc. Atlantic Aircraft Corporation bought it in 1965 and sold it to Ex-Im Export
Corp a year later. It was withdrawn from service in 1971 and presumably broken up.
*** Remember the old country song ".....and as a Silver Dollar goes from hand to hand........." well,
in the 1950s one could have added "so a C-46 goes from non-sked to non-sked". Such was the
turn over of these old ex-military machines that, in many cases, even the log books did not reflect all
the changes of ownership!
California Central Airlines commenced operations as an intra-state airline in 1949. It advertised
a $9.99 (plus tax) fare from Burbank to Oakland (and $5.55 from Burbank to San Diego). These
were bargain prices, even in 1949 money. N71K was originally built for the FAA as NC1 and
also served as NS17. The shot above was taken at Oakland, and aircraft was named " Little Nik"
at the time. Note Martin 2-0-2 (unpainted) in the background. So far as is known it was the only
one of its type operated by CCA and was quickly replaced by a DC-3. It later went, briefly, to
Southwest Airways. N71K is currently at Disneyworld in Orlando, where it is masquerading as
the "Lockheed from the Movie Casablanca". (In actual fact, that machine was almost certainly
NC17376 - c/n 1220).
a $9.99 (plus tax) fare from Burbank to Oakland (and $5.55 from Burbank to San Diego). These
were bargain prices, even in 1949 money. N71K was originally built for the FAA as NC1 and
also served as NS17. The shot above was taken at Oakland, and aircraft was named " Little Nik"
at the time. Note Martin 2-0-2 (unpainted) in the background. So far as is known it was the only
one of its type operated by CCA and was quickly replaced by a DC-3. It later went, briefly, to
Southwest Airways. N71K is currently at Disneyworld in Orlando, where it is masquerading as
the "Lockheed from the Movie Casablanca". (In actual fact, that machine was almost certainly
NC17376 - c/n 1220).
California Central Airlines was one of the airlines owned and operated by Col. Charles Sherman.
His holding company was Airline Transport Carriers (who also owned California Hawaiian Airlines),
and ATC flew as a non-scheduled airline in its own right from 1947 to 1949. Upon receiving its
intra-state certificate it was renamed California Central. The above shot was taken by Bill Larkins
at Oakland in 1953. N12935 was built in 1942 to an Eastern Air Lines order (was to have been
NC30033) but the intervention of WW II had it diverted to the USAAF as a C-49K-DO (43-2010).
It also served with Ozark Airlines as N148D.
His holding company was Airline Transport Carriers (who also owned California Hawaiian Airlines),
and ATC flew as a non-scheduled airline in its own right from 1947 to 1949. Upon receiving its
intra-state certificate it was renamed California Central. The above shot was taken by Bill Larkins
at Oakland in 1953. N12935 was built in 1942 to an Eastern Air Lines order (was to have been
NC30033) but the intervention of WW II had it diverted to the USAAF as a C-49K-DO (43-2010).
It also served with Ozark Airlines as N148D.
CCA leased this C-46A-55-CK (ex 43-47076) in 1958 from Trans Global Airlines. C-46s on the
whole did not find favor with either the airlines (or the FAA) for scheduled passenger operations, but,
although this aircraft had been operated by AAXICO as a freighter (as N7764B) I suspect that CCA
did operate it on passenger services. Bill Larkins saw it at Long Beach (below) in August 1957 with
"Super C" on the forward fuselage, sans tail titling. Striking paint job, yes?
whole did not find favor with either the airlines (or the FAA) for scheduled passenger operations, but,
although this aircraft had been operated by AAXICO as a freighter (as N7764B) I suspect that CCA
did operate it on passenger services. Bill Larkins saw it at Long Beach (below) in August 1957 with
"Super C" on the forward fuselage, sans tail titling. Striking paint job, yes?
In 1951 California Central Airlines acquired five Martin 2-0-2s from Northwest. N93052 seen
above in this image from the William T. Larkins collection, was named "City of San Francisco".
The shot below illustrates clearly the integral rear staircase of the Martin 2-0-2. This entry way
cut down on the number of ground crew required to service the aircraft at quick stops. By this
time California Central were billing themselves as the "Air Lounge" line. Unfortunately they couldn't
remain profitable with their $9.99 one way Oakland to Burbank fare, and went bankrupt in 1954.
The airline did, nevertheless prove that the public were ready for such no frills service and were,
in fact, a forerunner of the likes of today's Southwest and Jet Blue. Three of Martin fleet went to
Allegheny Airlines. At the foot of the page is a Bill Larkins color shot, showing the very attractive
livery worn by these Martins.
above in this image from the William T. Larkins collection, was named "City of San Francisco".
The shot below illustrates clearly the integral rear staircase of the Martin 2-0-2. This entry way
cut down on the number of ground crew required to service the aircraft at quick stops. By this
time California Central were billing themselves as the "Air Lounge" line. Unfortunately they couldn't
remain profitable with their $9.99 one way Oakland to Burbank fare, and went bankrupt in 1954.
The airline did, nevertheless prove that the public were ready for such no frills service and were,
in fact, a forerunner of the likes of today's Southwest and Jet Blue. Three of Martin fleet went to
Allegheny Airlines. At the foot of the page is a Bill Larkins color shot, showing the very attractive
livery worn by these Martins.
Pacific Southwest Airlines was born on 6 May 1949 when Kenneth G. Friedkin commenced services
from San Diego to San Francisco using a single DC-3. By 1952 the fleet had grown to four DC-3s
and they are seen in the image below (courtesy PSA). The photograph above was taken by William
T. Larkins at Oakland in the mid 1950s after the airline had begun serving that city from Los Angeles.
In all, a total of ten DC-3s were to be operated by the airline from 1949 until they were phased out
in 1960.
from San Diego to San Francisco using a single DC-3. By 1952 the fleet had grown to four DC-3s
and they are seen in the image below (courtesy PSA). The photograph above was taken by William
T. Larkins at Oakland in the mid 1950s after the airline had begun serving that city from Los Angeles.
In all, a total of ten DC-3s were to be operated by the airline from 1949 until they were phased out
in 1960.
By the mid 1950s, PSA's cheap fares had attracted load factors greater than the DC-3s could
handle and four DC-4s were acquired from Capital Airlines. William T. Larkins caught this one
on a rain swept Oakland ramp in the late 1950s. PSA was one of the DC-4 operators who took
to painting square surrounds framing the portholes of their aircraft to give the impression, to the
uninitiated, that the machine in which they were about to embark was a DC-6! Several airlines
succumbed to this ploy. Anyway, this ex C-54-DO was sold off in 1960 and went to Starways
in the U.K. as G-ARIY. Its ultimate fate was as a fire fighting training hulk at Liverpool's Speke
Airport in the mid 1960s.
handle and four DC-4s were acquired from Capital Airlines. William T. Larkins caught this one
on a rain swept Oakland ramp in the late 1950s. PSA was one of the DC-4 operators who took
to painting square surrounds framing the portholes of their aircraft to give the impression, to the
uninitiated, that the machine in which they were about to embark was a DC-6! Several airlines
succumbed to this ploy. Anyway, this ex C-54-DO was sold off in 1960 and went to Starways
in the U.K. as G-ARIY. Its ultimate fate was as a fire fighting training hulk at Liverpool's Speke
Airport in the mid 1960s.
By the late 1950s most of United's passenger carrying DC-3s had been replaced by Convairs,
and hence many of them were converted to Cargoliners. This nice shot of "Cargoliner Chicago"
by Bill Larkins was taken at Oakland when minuscule registration numbers painted on the fin were
in vogue. It illustrates the white-topped livery then in use by the airline. This aircraft was originally
built to a Northwest Airlines order, but WW II intervened and it was diverted on the production
line to become a C-53C-DO (43-2023) for the USAAF. United acquired it in 1949 as a freighter.
It went to the Chrysler Corporation in 1954 (as N81R) and was used to haul automobile parts
around the country.
and hence many of them were converted to Cargoliners. This nice shot of "Cargoliner Chicago"
by Bill Larkins was taken at Oakland when minuscule registration numbers painted on the fin were
in vogue. It illustrates the white-topped livery then in use by the airline. This aircraft was originally
built to a Northwest Airlines order, but WW II intervened and it was diverted on the production
line to become a C-53C-DO (43-2023) for the USAAF. United acquired it in 1949 as a freighter.
It went to the Chrysler Corporation in 1954 (as N81R) and was used to haul automobile parts
around the country.
