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The History of Capitol Air

Capitol Air is one of several airlines that has had temporary success after transitioning from charter to scheduled operations, in the wake of US airline deregulation.

Founded on June 11, 1946 by Army Air Corps pilots Jesse F. Stallings, Richmond McGinnes and Francis Roach, the company was then called Capitol Airways, incorporated in Delaware but headquartered in Smyrna, Tennessee, initially operating dual Engines Douglas DC-3 and Curtiss C-46 Commando. Military service was an important part of its early history.

For example, in 1954 it carried priority freight for the U.S. Air Force, and was contracted two years later to carry passengers for the Logistic Air Support (LOGAIR) program.

The Douglas DC-4 and Lockheed L-749A Constellation were its first four-engine piston-lined aircraft, spurring international charter expansion.

“One of these (BOAC’s 749A) served Capitol Airways, which owned three other 749As and purchased the first from Avianca in 1957,” according to MJ Hardy in “The Lockheed Constellation” (Arco Publishing Company, 1973, p. 51). “The capital later formed a fleet of more than a dozen super constellations.”

By the end of the decade, its U.S. operations had moved from Tennessee to New Castle Airport Wilmington, Delaware.

The Constellation fleet continued to grow with the acquisition of the first super or extended fuselage L-1049G in January 1960, which was produced for Howard Hughes and first delivered to him four years earlier on 24 February . It marks the beginning of a fair number of them.

“In the summer of 1962, Seaboard World Airways leased seven aircraft (three L-1049D and four L-1049H) from its Super Constellations to Capitol Airways, which exercised the right to purchase and ultimately purchased two L-1049D and An L-1049H”, according to Hardy (ibid., p. 73).

Gained Caribbean/Mexico and transatlantic operating authorizations on 30 September 1965 and 5 April 1966, respectively, enabling it to expand its charter services, with lower fares aided by lower operating costs, 12 per day High aircraft utilization up to 15 hours, low overhead, high density, single class accommodation and guaranteed load factors mainly provided by travel agency bookings.

Still, it provides the service to the military, and one of its major contracts is a transatlantic route from Frankfurt Rhine-Main AFB to Charleston AFB, South Carolina, with a stop at Bradley Air Force in Windsor Locks National Guard Base, Connecticut.

Although its constellation of 17 standard and extended fuselages formed its long-range workhorse over a 14-year period from 1955 to 1968, they began to be replaced by the first JT4A turbojet Douglas DC-8-33 in the 1960s . One of these aircraft, the N900CL, was originally operated by Pan Am. These are complemented by JT8D turbofan powered DC-8-54JT Jet Traders, which feature forward, left, upward opening cargo doors, enabling airlines to carry full cargo, full passengers or a mixture of both on the main deck.

“The introduction of convertible aircraft introduced a new type of customer, the supplementary carrier,” according to Terry Waddington in “Douglas DC-8” (World Transport Press, 1996, p. 52). “The first to place an order was Trans International Airlines (TIA), a military charter specialist…”

1967 proved to be an important year in the history of the Capitol. It became a public company on March 21 and changed its name to Capitol International Airways by adding the word “international” to its name the next day.

Extended fuselage DC-8-61s, configured for 252 single-cabin passengers, in a single-aisle three-three layout, obtained from Eastern Airlines, soon complemented by standard-length DC-8-33s and -54s for easy low-seat-mile Cost military and civilian charter operations.

In the early 1970’s it relocated to Smyrna, Tennessee.

Deregulation is the threshold for regular service. It received such authorization in September 1978 and opened passenger services from New York to Brussels on May 5 and June 19 of the following year.

Like other international supplementary carriers, such as Trans International (later Transamerica) and World Airways, it applied the low-cost, low-fare, single-class charter model to scheduled routes, achieving low seat-mile costs and high load factor profitability Capabilities challenge incumbent operators.

Branded as the “Sky Saver Service,” it kept attracting capacity that exceeded demand and sparked explosive growth. The total number of passengers increased gradually each year – from 611,400 in 1980 to 1,150,000 in 1981 and 1,824,000 in 1982.

Passengers unaware of the deregulated airline, whose low fares are profitable only through used planes, high-density seating and low-wage non-union workers, often complain about Capitol Air’s no-interline policy and its refusal to provide meals and hotel rooms during Criticize delays and compensation during missed connections on other airlines. Still, its fares in the New York-Los Angeles market range from $149 one-way round-trip to $189, while the major carriers’ unrestricted fares in the market hover around the $450 mark. As a result, Capitol Air’s load factor exceeded 90%.

Its JFK ground operations, originally located in the Delta Northwest terminal, were largely manual, with stamped boarding passes, old-fashioned peel-and-stick seating charts—the selection itself moved from the main check-in counters to the mid-terminal service center , and finally to the boarding gate – luggage destination tag, handwritten ticket, filled out weight and balance sheet, non-containerized luggage and cargo loading. However, the reservation system is computerized (Gabriel I), its call center is located in Garden City, Long Island, and airfare and hotel packages are offered through its Sky Saver Tour division.

The carrier image changed significantly in 1981 when Capitol International acquired its first two wide-body DC-10-10s, registrations N904WA and N905WA, from Western. Configured to accommodate 345 single-class passengers in a 252 forward and 343 middle aft arrangement, they were deployed across the continental and Caribbean regions to provide audio-visual infighting entertainment.

The subsequent DC-10 procurement, with a capacity of 360 seats, provided a uniform ten-person abreast configuration.

Several improvements were made in 1982: name change to the more simplified “Capitol Air”, relocation to the British Airways terminal at JFK, expansion of the system’s timetables connecting flights with other airlines, and an upgrade to Braniff’s Cowboy computerization Reservation system, extended automation functions.

Two other models broke the Douglas/McDonnell-Douglas DC-8-61, DC-8-63 and DC-10-10 monopoly – a Boeing 727-200 registered N590CA and a 315 passengers Airbus A300B4-103 registered D-AHLZ.

Based on its system timetable from December 1, 1982 to March 15, 1983, Capitol Air billed itself as “Capitol Air, the Lowest Fares”. “Serving the public for 36 years,” it emphasizes.

The company explains its “Capito Ideas” as follows: “Best service at the lowest possible fare—a fleet of super DC-8 and wide-body DC-10 jets; free meals, snacks and drinks; full board bar service; movie and audio DC-10 and some DC-8 flights (specialized to Zurich to compete with Swissair); duty-free shopping on international flights; modern airport terminal; and simplified luggage service.”

It sees its reach as “the starry skies of Capitol Air,” noting that “there are now 13 capitol cities in the world—with many more to come:” Aguadilla, Boston, Brussels, Chicago, Frankfurt, Los Angeles, Miami, New York, Philadelphia, Puerto Plata, San Francisco, San Juan and Zurich. “Most importantly,” it noted, “Capitol’s Stars and Stripes includes sky-high prices wherever we go.”

It provides non-stop flights from JFK International Airport to Chicago, Los Angeles and San Francisco in the United States every day, with two flights to and from Los Angeles (flights CL 211 and CL 209) and one flight to Chicago (flight CL 219); Puerto Rico in the Caribbean Aguadilla and San Juan, and Puerto Plata, Dominican Republic, with flight numbers CL 215 and CL 217 for the outbound leg of San Juan); and Brussels, Frankfurt and Zurich in Europe. Other segments that bypass JFK include Chicago-Miami-San Juan, Chicago-Los Angeles, Chicago-San Francisco and Boston-Philadelphia-San Juan.

It explains its fares as follows: “We’re the ones who started it all. Capitol pioneered the concept of first-class, low-fare, unlimited flights. No advance purchases, no minimum stay, no hassle. We refuse This kind of service is underrated.

“So we keep a close eye on the competition to make sure our fares are always the lowest. We keep fares low without cutting Stars and Stripes – which is what you always expect from a more expensive airline. kind of service.

“How low is Capitol fare?” it asked. “Our Everyday Unlimited fares can often save you up to 50% compared to other airlines’ economy class. That’s right, we said economy, not first. No wonder no matter where we fly , Capitol is the best deal in the sky! Come pick us up.”

Capitol’s successful low-cost full-service challenge to major airlines such as American, TWA and United in the U.S. and across the Atlantic such as Lufthansa, Sabena and Swiss was short-lived as they temporarily lowered their prices Fares to retain or regain market share have forced it to service niche routes that lack competition, such as those to Aguadilla and Puerto Plata. But it is the established operators that are ultimately entering these markets.

Capitol Air’s latest owner, George Batchelor, has gradually transferred assets to Arrow Air, which itself has transitioned from charter to scheduled service and is also under his financial control, resulting in Capitol Air Employees have not been paid for weeks.

Finally, now defunct and deeply in debt, it was forced to file for Chapter 11 bankruptcy and ceased operations on November 23, 1984, ending its 38-year career as a charter and scheduled passenger airliner.

Article Source

Capitol Air System Timeline, December 1, 1982 to March 15, 1983.

Hardy, MJ “Lockheed Constellation”. New York: Arco Publishing Company, Inc., 1973.

Waddington, Terry. “Douglas DC-8.” Miami: World Transportation Press, 1996.

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