Currently one of the largest airlines in the world and a member of the “Big Four” US airlines, the history of United Airlines is both long and interesting, with much of it playing a large role in how the airline operates today.
Pre-Foundation
In 1916, wealthy lumber industrialist William E. Boeing partnered with his close friend US Navy engineer Lt. George Conrad Westervelt, to build a seaplane that was better than anything then on the market.
Known as the B&W Seaplane (and later, the Boeing Model 1), it proved better than most of its contemporaries. Seeing this, Boeing formally incorporated the Pacific Aero Products Co. before changing its name to the Boeing Airplane Company in 1917.
Though only two B&W Seaplanes were built, Boeing soon got a reputation for producing small, yet durable fighters for the US military. At one point, Boeing even became the US military’s largest supplier of fighter aircraft!
In 1925, Boeing built the Model 40 mail plane for the US Post Office. Instead of accepting the aircraft, the Post Office privatized all its airmail routes, including the ones it would’ve used the Model 40 on.
Sensing an opportunity to expand, William Boeing established Boeing Air Transport in 1927, with his new air carrier taking possession of the aircraft that would’ve otherwise gone to the Post Office.
Doing brisk business as one of the few airmail airlines in the Pacific Northwest, Boeing Air Transport soon acquired its main competitor – Pacific Air Transport – on January 1 1928.
Foundation & Early Years
The following year, Boeing acquired and merged with engine manufacturer Pratt & Whitney, with William Boeing forming a holding company, United Aircraft & Transport Corporation (UATC), to hold all the stock in his various aviation businesses – including his airlines.
Initially, just two subsidiaries of the company, Boeing expanded his airline holdings to include Stout Air Services (April 1929), Varney Air Lines (January 1930) and National Air Transport (May 1930).
Although this gave Boeing a route card that stretched from Seattle to Chicago to Vancouver, and included half of all airmail and passenger flights in the US at the time, Boeing did this under five different names.
Wanting to consolidate all five of his airlines into one corporate umbrella, Boeing formed United Air Lines, Inc. on March 28 1931, as a subsidiary of United Aircraft & Transport Corporation to hold its airline subsidiaries.
Beyond being arguably the oldest US airline still in operation (as Varney Air Lines was established on April 6 1926), United also made history for hiring the world’s first female flight attendant.
In early 1930, registered nurse and pilot Ellen Church approached Boeing Air Transport about taking a position as a pilot. Unwilling to give her the job, BAT instead gave her a job as a “sky girl” with her primary job being to calm the public’s fear of flying.
Breakup of United Aircraft & Transport Corporation
In February 1933, the Boeing Airplane Company unveiled the Model 247, a twin-engine, low-wing, all-metal monoplane that could carry both airmail and passengers and had brand new features like wing deicers and an autopilot.
Being vastly superior to anything else then on the market, William Boeing knew that it would give his airlines an even greater edge over its competitors. As such, he had Boeing announce that the first 60 Boeing 247s were going to United Airlines.
This, coupled with the Airmail Scandal that had just broken at the time, was a major red flag and resulted in Boeing’s aviation empire being investigated on anti-trust grounds.
After a short Congressional inquiry, Congress passed the Air Mail Act of 1934, which prevented aircraft manufacturers and airmail carriers from being a part of the same corporate umbrella, even if they were ultimately owned by the same person.
Whilst never directly said, this legislation targeted United Aircraft & Transport in particular, with the company being broken into three distinct companies under William Boeing’s ownership.
All the aircraft manufacturing concerns west of the Mississippi River were reformed into Boeing, whilst everything east was merged into United Aircraft. As for the company’s flight operations, they were all rolled into the now independent United Air Lines.
Distraught at having his life’s work torn down before his eyes by the federal government, William E. Boeing chose to sell the shares he held in UATC’s successors, including United Airlines, and retired to a life of thoroughbred horse breeding.
Independent Airline
Now fully independent, United promoted former Vice President William A. “Pat” Patterson to the role of President and began the painful process of rebuilding.
Beyond causing Congress to pass the Air Mail Act of 1934, the Airmail Scandal also caused Congress to cancel all private airmail contracts.
Initially tasking the military with fulfilling these contracts, whilst new contracts were awarded to private companies in a much stricter manner than they had been before.
Though heavily implicated in the scandal, United’s impressive track record allowed it to acquire many of its former roots, and even some new ones. Much like before, United continued to transport both passengers and airmail on its flights.
Growing mostly on account of its low fees and reputation for continuing to innovate in all aspects of its business, United added new destinations nearly every month and soon had an extensive network.
By 1940, United Airlines had the most extensive network of any US airline, ranging from San Francisco in the west, to Chicago and New York in the east, Seattle in the northwest and San Diego in the southwest.
It was also one of the few early airlines to expand internationally – adding Vancouver to its Northwestern/Cascadian routes.
WWII & Postwar Expansion
When the US entered WWII on December 8 1941, United Airlines, as with every other airline in the US, had their aircraft conscripted by the US military.
Due to wartime shortages of ground crews and mechanics, United employees were tasked with converting airliners into bombers, cargo aircraft and troop transports before they were transported to the European and/or Pacific Theaters.
Though many
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