John Delach

In my time as a frequent business flier, roughly between 1975 and 1998 I flew in more 727s than any other airplane and until 1991 more times on Eastern Airlines than any other carrier. Most of these flights were domestic to other locations from Boston to Alabama. The major exceptions to this rule were flights to Houston and Dallas to visit Reynolds Metals and Exxon. But why Eastern and not Delta?

That decision came early thanks to a Northeast Petroleum, a small oil company based in Boston. The Suez Canal was blocked by ships sunk there as a result of the 1973 war between Egypt and Israel. Without the canal, tanker charter rates exploded leading Northeast to purchase a group of old tankers. I do remember there being at least three named the Caribbean Voyager, Mediterranean Voyager and Coral Voyager. Marsh & McLennan was appointed broker and I was assigned to their account. What was the easiest way to fly to Boston from New York?

The Boston Shuttle. And who operated the shuttle? Eastern Airlines. That was that, my Eastern days began and so did flying their 727s assigned to this run. I soon solidified this relationship by joining their airport club that they called The Ionosphere Club.

Unfortunately, Northeast’s exercise in owning these tankers ended badly and not one of these ships completed a voyage. But as this client disappeared into the night, I was assigned to Reynolds based in Richmond VA and Corpus Christi, TX and Puerto Rican Shipping Authority (PRMSA) based in San Juan, PR. Waterman Shipping Co. based in Mobile, AL joined my assignments. All of these places were served by Eastern Airlines.

My status grew materially when Eastern established the first frequent traveler program. They called it the Executive Travel Club and membership was by invitation only. In fact, I only discovered the club when a colleague showed me a copy of the form he had received to apply for membership. With his permission, I made a Xerox copy of it and, as if by magic, I was approved. A credit card sized plastic card arrived with my name and account number. Together with a list of privileges.

Chief among them were upgrades to first class when available. This was near the end of airline regulation when the FAA still kept control of airlines’ operations and few flights were full. When armed with my membership in the Ionosphere Club, it almost guaranteed upgrades.

One of my most bizarre experiences happened on my flight from JFK to West Palm Beach to attend our annual Managing Directors Meeting then being held in the Breaker’s Hotel. Armed with The New York Times and the Wall Street Journal, I made my way to the empty Lockheed 1011 widebody jet for my trip south. Another chap boarded a bit late and in a hurry. I could see from the paperwork he had with him that he too was headed for the same meeting, he was French and he probably had flown to JFK 0n that morning’s Air France Concorde.

I introduced myself and asked him if  he had seen that morning’s  NYT  or WSJ?

“No, no, I have not seen them yet.” 

I handed both newspapers to him. Both contained headlines and stories that Marsh & McLennan had been the victim of a bond scandal and had lost a considerable amount of money. It was obvious that the value of our stock would take a large hit. He looked me in the eye, but all he could say was “Sacre’ bleu, Sacre’ bleu, Sacre bleu, etc.

Turned out he was Raymond Jutheau, one of the principles of our French affiliate. Unfortunately, I certainly ruined his day.

Deregulation ruined a number of traditional airlines like Eastern, Pan American and TWA while others were merged out of existence. New start-ups replaced them and they two are now attempting to merge.

Eastern’s was particularly ugly. By the late 1980’s most business flyers deserted this carrier and  broke and busted, Eastern was liquidated in 1991.

Despite its demise, I still carry their luggage tag on my computer bag that produces the occasional odd look or a smile.       

In my time as a frequent business flier, roughly between 1975 and 1998 I flew in more 727s than any other airplane and until 1991 more times on Eastern Airlines than any other carrier. Most of these flights were domestic to other locations from Boston to Alabama. The major exceptions to this rule were flights to Houston and Dallas to visit Reynolds Metals and Exxon. But why Eastern and not Delta?

That decision came early thanks to a Northeast Petroleum, a small oil company based in Boston. The Suez Canal was blocked by ships sunk there as a result of the 1973 war between Egypt and Israel. Without the canal, tanker charter rates exploded leading Northeast to purchase a group of old tankers. I do remember there being at least three named the Caribbean Voyager, Mediterranean Voyager and Coral Voyager. Marsh & McLennan was appointed broker and I was assigned to their account. What was the easiest way to fly to Boston from New York?

The Boston Shuttle. And who operated the shuttle? Eastern Airlines. That was that, my Eastern days began and so did flying their 727s assigned to this run. I soon solidified this relationship by joining their airport club that they called The Ionosphere Club.

Unfortunately, Northeast’s exercise in owning these tankers ended badly and not one of these ships completed a voyage. But as this client disappeared into the night, I was assigned to Reynolds based in Richmond VA and Corpus Christi, TX and Puerto Rican Shipping Authority (PRMSA) based in San Juan, PR. Waterman Shipping Co. based in Mobile, AL joined my assignments. All of these places were served by Eastern Airlines.

My status grew materially when Eastern established the first frequent traveler program. They called it the Executive Travel Club and membership was by invitation only. In fact, I only discovered the club when a colleague showed me a copy of the form he had received to apply for membership. With his permission, I made a Xerox copy of it and, as if by magic, I was approved. A credit card sized plastic card arrived with my name and account number. Together with a list of privileges.

Chief among them were upgrades to first class when available. This was near the end of airline regulation when the FAA still kept control of airlines’ operations and few flights were full. When armed with my membership in the Ionosphere Club, it almost guaranteed upgrades.

One of my most bizarre experiences happened on my flight from JFK to West Palm Beach to attend our annual Managing Directors Meeting then being held in the Breaker’s Hotel. Armed with The New York Times and the Wall Street Journal, I made my way to the empty Lockheed 1011 widebody jet for my trip south. Another chap boarded a bit late and in a hurry. I could see from the paperwork he had with him that he too was headed for the same meeting, he was French and he probably had flown to JFK 0n that morning’s Air France Concorde.

I introduced myself and asked him if  he had seen that morning’s  NYT  or WSJ?

“No, no, I have not seen them yet.” 

I handed both newspapers to him. Both contained headlines and stories that Marsh & McLennan had been the victim of a bond scandal and had lost a considerable amount of money. It was obvious that the value of our stock would take a large hit. He looked me in the eye, but all he could say was “Sacre’ bleu, Sacre’ bleu, Sacre bleu, etc.

Turned out he was Raymond Jutheau, one of the principles of our French affiliate. Unfortunately, I certainly ruined his day.

Deregulation ruined a number of traditional airlines like Eastern, Pan American and TWA while others were merged out of existence. New start-ups replaced them and they two are now attempting to merge.

Eastern’s was particularly ugly. By the late 1980’s most business flyers deserted this carrier and  broke and busted, Eastern was liquidated in 1991.

Despite its demise, I still carry their luggage tag on my computer bag that produces the occasional odd look or a smile.