Northwest Airlines Annual Report 1945

T H HORTHWST PASSA Jr
DIRECTORS
A. E. FLOAN JOSEPH T. JOHNSON
L. M. LEFFINGWELL
ALONZO PETTEYS
WILLIAM STERN
EDWIN WHITE
WM. TUDOR GARDINER*
R. M. HARDY
CROIL HUNTER
T. E. IRVINE
E. I. WHYATT
Application for approval of any interlocking relationship which may
be necessary as a result of Mr. Gardiner's being a director of North
west Airlines, Inc., and other corporations has been filed with the Civil
Aeronautics Board.
OFFICERS
CROIL HUNTER ______ President
E. I. WHYATT - - Vice President and Treasurer
GEORGE E. GARDNER - Vice President--Operations
K. R. FERGUSON - V. Pres.--Engineer y Planning
R. 0. BULLWINKEL - - Vice President--Traffic
A. E. FLOAN ------- Secretary
L. S. HOLSTAD _ _ _ _ Assistant Treasurer
CAMILLE L. STEIN - - - Assistant Secretary
General Offices: 1885 University Avenue, St. Paul 4, Minnesota
The Chase National Bank of The City of New York, New York
City
Principal Registrar
Bankers Trust Company, New York City
Principal Transfer Agent
City National Bank and Trust Company of Chicago, Chicago,
Illinois
Co-Registrar
Continental Illinois National Bank and Trust Company of Chicago,
Chicago, Illinois
Co-Transfer Agent
Annual meeting of shareholders last Monday in September.
Y
OUR COMPANY is now at the midway point of the most
momentous two-year period in its history. In the past year,
it has pressed its plans for entry into the foreign air trans
portation field with routes to the Far East; it has seen the fulfill
ment of its most immediate goal, the extension of its domestic
line into Detroit and New York, and it has completed successfully
its two most important military assignments. Commercial avia
tion has now become an important instrument for peace the
world over. The webs of globe-circling air routes will inevitably
provide the arteries for American commerce reaching every part
of the world. Your company moves forward into this first postwar
year conscious of its extraordinary opportunities and responsi
bilities and confident of its ability to serve the country's program
for the restoration of a peacetime economy in a manner that will
reflect the greatest benefit and distinction.
St. Paul, Minnesota
October 27, 1945
President and General Manager
THE PAST
A
T NO TIME before has it been possible to look back on
so productive a year as the last nor to look forward to so
promising a year as the one your company has recently en
tered. It is correct to sav that this period is an epoch in the history
of our industry. The entire future of commercial air transporta
tion is now being* charted. The scope of expansion of air routes
exceeds anything in past history, since the events of these last diffi
cult years have evolved opportunities which, under normal circum
stances, would have been years distant.
Your company has kept pace with these swiftly-moving times.
In the last year it lias completed hearings on applications for routes
which would broaden its domestic system and project its lines be
yond our country's borders; it has inaugurated and successfully
operated coast-to-coast service; it has acquired and put into service
ARMY PLAN 1 GETS A1R1.INK DRESS PACIFIC MEETS ATLANTIC AT N. Y NEW TICKET OFFICE AT DETROP!
additional DC-3 equipment and has purchased, for early delivery,
modern, high-speed, four-engine aircraft with more than twice
the capacity of its present type planes; it has resumed service into
several cities and increased service into practically all others; it
has modernized its facilities in many instances, notably its ticket
offices; it has brought to a successful conclusion its operation of
two front-rank war projects, and it has strengthened itself in many
ways to meet the formidable tasks that lie immediately ahead.
Your company enters the new year with the opportunity to
concentrate its energies on the sound and proper development
of commercial airline activities. It is encouraged in this tremen
dous undertaking by the favorable recommendation of the Exam
iners of the Civil Aeronautics Board in regard to its application
for proposed extension to Alaska and the Orient.
Hearings on the application for this route were completed be-
for the Civil Aeronautics Board early in March, 1945. Six months
later, the Board's Examiners reported favorably on this applica
tion, underscoring Northwest's extensive operation for the Army
on its Northern Region routes, and urged that Northwest be given
authority to utilize its comprehensive experience by flying com
mercially through this area to the Far East. The Examiners
recommended that New York and Chicago be made terminals in
this country, with lines from these cities converging at the Twin
Cities and then continuing to Edmonton in Canada, Anchorage,
Alaska; Tokyo, Shanghai, Hong Kong and Manila.
The Examiners failed, however, to recommend that Seattle be
named as a co-terminal for this North Pacific route which North
west proposed to operate to the Orient via Anchorage. It is the
belief of your company that this co-terminal should be an integral
part of the route structure over the North Pacific to the Orient
so as to provide service to principal traffic generating areas through
their natural gateways and to assure its maximum development.
In its brief supporting its exceptions to the Examiners' Report,
Northwest Airlines asserted that the tremendous development
of the Pacific Northwest in recent years and its vast hydro-electric
and other resources require that it be recognized as one of the
great trade areas to be served by such a route.
Hearings were conducted during the past year on one more
proposed route outside continental United States, namely, from
the co-terminals of Seattle and Portland to Honolulu, Hawaii,
and on a variety of domestic routes. Among the latter it was
proposed to operate between Seattle and Portland in order to
join our two Pacific Coast terminals so as to provide better integra
tion, greater operating efficiency, and needed local service be
tween those cities. It was further proposed to operate directly
from Portland, Ore., to Butte, Montana, and from Billings, Mont.,
to the Twin Cities via Aberdeen, S. D., saving more than one
hundred miles on the transcontinental route to Portland. Other
supplementary services were proposed in the Mid-West which
will provide service to Duluth, directly east through Milwaukee,
and directly west through Fargo, and add such cities as Rockford,
Ilk, Beloit-Janesville, Wis., Dubuque, Iowa, and Da Crosse, Wis.
to the system. Also proposed is a route from Fargo, N. D.
through Grand Forks, Devils Lake, Minot and Williston, N. D.,
Glasgow, Havre, Great Falls, Cut Bank and Kalispell, Mont., to
Spokane, Wash.; also Great Falls and Bozeman, Mont, have been
proposed as additional intermediate points on the present route.
Northwest has also proposed in applications now on file, but on
which no hearings have yet been held, to provide direct service
into Washington, D. C., from Detroit, via Cleveland and Pitts
burgh and to serve Buffalo, N. Y. on flights between Detroit
and New York.
A complete list of presently certificated and proposed routes
is printed elsewhere in this report.
While we have looked to the future, we have likewise seen the
present produce many vital route developments. In December
of last year your company won its long struggle to extend its
lines into Detroit and New York, spanning the nation by the
shortest of the four transcontinental routes.
The achievement of this success marked a new phase in the
history of this company, as well as in the history of transporta
tion. The traditional travel barrier of the Great Lakes has been
overcome. Despite many difficulties due to wartime restrictions,
seventeen hour coast-to-coast service has been inaugurated and
has given to the entire northern portion of our nation an instru
ment of incalculable value. By attaining this immediate goal
your company has been placed in a sound position for the projec
tion of its routes into the international held.
Since the start of service into Detroit and New York, your
company has operated three daily round trips between New York
and its Pacific Northwest terminals and one additional daily
round trip between New York and the Twin Cities. One more
flight between the latter points has recently been added.
In the last year, Northwest also has resumed service into Port
land, Ore., and Wenatchee, Wash., and will, on November 1.
resume passenger flights into Duluth, Minn.
It has been possible to increase the frequency of service to
virtually all stations on the Northwest system in the last year,
as a result of the acquisition and conversion of ten more Army
aircraft of the DC-3 type and a higher utilization of all our planes.
Two additional Army planes will soon be converted for com
mercial operation. On October 15, 1945, our schedules included
three daily round trips between New York and Seattle, two be
tween New York and Minneapolis-St. Paul, three between Chi
cago and Seattle, one between Chicago and Portland, one between
Chicago and Winnipeg, six local flights between Chicago and
Minneapolis-St. Paul, one flight (mail and express only) between
Minneapolis-St. Paul and Duluth, two between Spokane and Port
land, and one between Spokane and Seattle. Your company is
now operating a total of seven transcontinental flights daily be
tween Chicago and New York in the east and Seattle-Tacoma and
Portland in the west.
Consistent with its historic policy, your company recently re
duced its passenger fares to a system-wide average of 4T4c per mile.
The extent of service rendered in the fiscal year just ended is
shown in the following figures: 247,589 revenue passengers, more
than double the total for the previous year; 9,634,390 revenue
miles, an increase of more than four million miles; 5,289,489,351
pound miles of mail, exceeding the previous year's total by more
than 600 million; 1,628.994.471 pound miles of express, again an
increase of more than 600 million: 162,325,068 revenue passenger
miles, nearly twice last year's total. The revenue load factor for
the fiscal year was 85.80, slightly more than a year ago, and the
performance factor remained virtually the same at 96.20 per cent.
Several new city ticket offices were opened by the company in
the last year to handle this increasing volume of business and in
anticipation of further increases as our service is expanded. Of
fices were opened for the first time at Detroit and Yakima and
new offices were obtained at Chicago, Winnipeg, Portland and
Spokane. The Seattle and Minneapolis offices were remodeled to
provide more space for accommodation of customers. A new
office is now being equipped at Duluth, and another is planned
for Milwaukee during the current fiscal year. A regional traffic
office was opened at 535 Fifth Avenue, New York City, to handle
all traffic activities in the New York area.
Northwest has established a policy for the re-employment of em
ployees returning from military service by reinstatement to their
former positions or to positions of like seniority status and pay.
In cases where, by reason of acquired skill or experience in mili
tary service, the veteran is qualified for a better position than the
one he left, every effort is being made to find a position in line
with his qualifications. Furthermore, servicemen not formerly
in our employ are being given preference in filling vacancies as
they occur.
Elimination of some of the war activities outside the normal
scope of our operations and general improvement in efficiency
have brought a steady decrease in the company's personnel. From
a peak of 6,693 on July 1, 1944, the number of employees had
dropped to 4.767 on September 1 of this year and to 3,051 on Oc
tober 15.
Forerunner of Northwest's fleet of four-engine transports is this C-54,
leased from the Army for use in familiarizing pilots with the operation
of these huge planes.
THE WAR
W
ITH THE END of the war, your company was relieved
of its two principal military assignments, the operation
of the Army cargo air routes to Alaska and the Aleu
tian Islands, and the operation of the bomber modification center
at the St. Paul airport. It is continuing to contribute men and
their skills to the ice research and precipitation static projects at
the Wold-Chamberlain airport in the Twin Cities.
It is yet too early to evaluate accurately the importance of
Northwest's aid to its country in the unequaled crisis from which
it has now emerged. All that this company has gained beyond
the victory of our nation is secondary, for no gain in experience
or in the special knowledge which these operations made avail
able to us could be put to our full use without the freedoms which
victory assures to all categories of enterprise.
In terms of experience your company's personnel has acquired
knowledge and skill with which we shall be able to build an even
sturdier commercial airline structure. Our war assignments have
acquainted us with new problems and their solutions; and the war,
in a more general sense, has equipped us with up-to-date con
cepts and a wholly fresh perspective of a world determined to
keep its hard-won peace through co-operation and neighborly
business relations.
The tremendous responsibilities your company undertook and
successfully discharged have helped to create the opportunities we
now perceive and the ability to successfully utilize them.
THE NORTHERN REGION
N
ORTHWEST AIRLINES withdrew from the operation of
the military cargo routes to the far north on September 1
of this year, after three and a half years of flying mili
tary personnel, mail and cargo from the United States to Army
bases in Alaska and out on the Aleutian Islands.
Over these routes, established by Northwest through Canada
and Alaska, flowed the stream of supplies to the forces who
turned back the Japanese thrust toward our mainland and, in
time, dislodged the enemy entirely from the far north. The story
of the beginning of this project has already been told. The re
sults have already become manifest.
Largely through the efforts of your company these vital air
channels were constructed, under the most challenging circum
stances. In normal times, the development of such routes would
be an enormous task. In times of crisis, under the pressure of
historic events, it was an accomplishment of which we have a
right to point with especial pride.
At the completion of our assignment, these routes ranked with
the finest in the world.
Hundreds of workers from Northwest's main base in the Twin
Cities and from other stations along its commercial routes were
sent to Canada and Alaska for the operation. At peak employ
ment, 970 workers were assigned to this project.
In the three and a half years your company operated the North
ern Region, Northwest pilots flew a total of 21,559,469 transport
miles; 164,814,621 passenger miles, and 44,977,183 ton miles. This
record surpasses that of any of the other airlines flying the north
routes.
The routes correspond generally to those over which the com
pany would fly on its projected routes to Alaska, Tokyo, Shang
hai, Hong Kong and Manila. Experience gained in the operation
was cited by Civil Aeronautics Board examiners, in their favor-
able report, as one of the most
cogent factors in establishing
Northwest's qualifications to fly
the Orient routes.
Shortly after we withdrew
from the Northern Region opera
tion, your company received a
letter of commendation from
Brigadier General D. V. Gaffney,
commanding general of the Alas
kan Division, Air T ransport
Command. General Gaffney
wrote, in part:
"I know that a review of the records would indicate a perform
ance which will be difficult to excel for a long time to come and
particularly in view of being confronted with the challenge as
you were in operating through an area which previously had been
entirely pioneered. Much has been written about the hazards of
the Hump operation. You have been confronted with all the
hazards existent on any and all airlines, in many cases to a far
greater extent than have been existent in other areas. Your record
of performance in overcoming such obstacles and in rendering a
continuous, harmonious service is one that has to be studied to be
believed."
This wartime assignment has given us the chance to advance
our technical knowledge by a matter of years. If Northwest is
awarded its routes to Asia, via Alaska, much of its preliminary
work will already have been accomplished.
Alaska holds a strategic position on the air map of the world.
Only in this war has this position been generally recognized. The
thorough knowledge of this new northern empire gained in dis
charging our obligation as an arm of the national defense, will
serve many purposes in assuring a peaceful and prosperous future.
Brigadier General D. V. Gaffney, com
manding the Alaskan Wing, Air Transport
Command, presents the Air Medal to two
civilian Northwest Airlines pilots in recog
nition of outstanding work by the com
pany's pilots on the Northern Region routes.
THE MODIFICATION CENTER
B
EFORE THE CLOSE of 1945, it is expected that North
west Airlines will have withdrawn completely from the
bomber modification center at St. Paul airport.
It is possible only now to make public the full story of this
undertaking.
Bombers from the St. Paul center operated in every theater of
war.
The development of inventions, the engineering and installa
tion of special equipment, the incorporation of innumerable
changes in the aircraft to ensure their effectiveness in all kinds of
operations--this was the job of the modification centers.
Beyond any question, the most important work carried on at
St. Paul in the three and a half years of the center's existence was
its radar program. Tn the estimate of the Army itself, the radar
assignment given to this center was more important than any other
task assigned to any of its modification projects.
Radar increased the effectiveness of our bombers by five times.
Tt enabled them to fly in nearly every kind of weather and to bomb
with incredible accuracy despite the cloak of overcast which hid
their targets from view. Radar was the decisive weapon in re
ducing Germany's once-powerful submarine fleet to a negligible
force. On the ground, where the European enemy introduced
a new kind of warfare keyed to blitz movement, radar facilitated
the puncture of every line of their communications and, near the
end, had slowed the Germans to a pace at which they could no
longer fight the way they had fought with such sensational suc
cess in the early periods of the war. Once their speed was taken
away from them, they were defeated.
It is impossible for most of us to comprehend the extent to which
radar revolutionized the methods of making war.
The Northwest-Modification center at St. Paul installed radar
equipment in 1,119 B-24 Liberator bombers. These planes carried
the brunt of the attacks which led to our final victory.
From the beginning' of your company's operation at St. Paul
until the last complete modification was finished on the day after
Japan's surrender, a total of 3,286 aircraft was equipped with
radar or other special accoutrements. Despite the demands im
posed by a high-speed war, the center succeeded in achieving the
quota set for it in each of the last seventeen months of its activity.
A star, signifving continued production excellence, was awarded
to your company during the last year for display with the Army-
Navy "E", previously received.
A comprehensive report of the activities at the modification
center was mailed to stockholders recently. It is a source of
pride to your company that it has now ended this important opera
tion with a record of outstanding success.
Rows of B-24 Liberator
bombers line the field at the
modification center before be
ing flown away to war areas.
THE fC RESEARCH CENTER
O
NE OF THE MAJOR problems which still stands in the
way of commercial aviation's attaining the ideal of all-
weather flying is rapidly being solved. Research into icing
conditions and methods of circumventing this hazard is now being
made at the Army center at Wold-Chamberlain field, Twin Cities,
from which will come the application of satisfactory de-icing sys
tems to commercial aircraft.
This important center has expanded its activities in the last
year with establishment of a supplementary base atop Mt. Wash
ington in New Hampshire. The prevalence of uncommonly severe
weather conditions on this summit makes it possible to pursue
certain phases of research without the high expense of using an
airplane. This phase of the work was begun in September of
1945.
Discoveries made at the principal Twin Cities base were incor
porated in the design of the B-24 and B-32 bombers and undoubt
edly will be used, in one form or another, on commercial planes
which are still on the drawing boards. Experimental planes now
are being flown by manufacturers to the Twin Cities where mem
bers of the center's staff subject their de-icing systems to rigorous
tests.
When it becomes possible for the airlines to operate without
regard to ice, this industry will have made a significant advance
toward the goal of complete reliability of schedules which the
traveling public will eventually insist upon.
Commercial aviation as a whole will profit by these researches.
So far as is known at this time, it is the intention of the Army to
continue its studies of ice indefinitely, with mechanics, pilots, en
gineers and office staff supplied by Northwest Airlines.
PRECIPITATIO
I
T IS STILL IMPOSSIBLE to reveal in detail the research
program carried on by the Navy and Army, in co-operation
with Northwest Airlines, at the precipitation static center at
Wold-Chamberlain field in the Twin Cities.
Since its inception, your company has contributed personnel to
this project in its determination to aid in whatever way possible
in the study of aircraft refinement for the eventual benefit of avia
tion.
Studies made at this center have as their goal the elimination of
static produced by severe weather conditions. Such static interferes
with communications and navigation signals.
Your company feels that by contributing mechanics, pilots, en
gineers and office staff to this project it has aided materially in
establishing the superiority of America's wartime air power and
in enhancing the reliability of the postwar commercial airplane.
It is likely that this work will be continued for many years to
come and the fields of research expanded.
CENTER
THE TRANS-CON TROOP AIRLINE
I
N AUGUST OF THIS Y FAR, Northwest Airlines under
took an additional war service. In order to speed up the move
ment of troops within the United States, the Army designated
Northwest, along with other transcontinental airlines, to operate
separate military airline routes across the nation.
This company was allocated 15 Army airplanes of the DC-3
type, and approximately 120 pilots were assigned to this project.
Planes follow virtually the same route as flown by the company's
commercial fleet, with flights originating at Newark, N. J., instead
of LaGuardia field in New York, and with stops at Buffalo, Mil
waukee, Minneapolis, Fargo, Billings, Spokane and Seattle, the
terminating point. Principal maintenance base is centered in one
of the hangars at St. Paul airport which was previously used for
bomber modification work. Four round trips are being flown daily.
When the end of the war with Japan made it no longer neces
sary to rush troops to the Pacific embarkation points, this airline
was given the additional task of transporting troops to separation
centers.
This work is expected to continue until some time next year.
HE FAR EAST, ancient center of world civilization, has
now become the new frontier for American enterprise. In
JL the Oriental countries, almost unlimited quantities of raw
materials and manpower enrich the prospects of profitable trade
relationships between those nations and our own. The United
States has emerged from the war with the greatest industrial
capacity in the world. The Orient, on the other hand, has become
the world's greatest potential market. The predictions of econ
omists as to the enormous volume of trade and commerce to be
enjoyed between the United States and the Orient clearly appear
justified by the extensive studies and surveys which have been
made.
The Orient is the home of more than a billion people. It con
tains the world's greatest deposits of tin and mica; it is rich in
coal, manganese and iron ore; its rubber plantations are among
the largest in the world. Yet, in spite of this enormous wealth,
its standards of living are among the lowest to be found anywhere.
In many years of war, it has come, tragically late, to the convic
tion that its future safety and progress require the development
of these resources. The president of China recently declared that
his country will need help from beyond its borders to accomplish
this purpose and that such help will be warmly welcomed.
This invitation represents a glowing opportunity for American
capital. With our productive capacities swelled as a result of war
time exigencies, we must find just such outlets as the Orient offers.
And to take full advantage of these circumstances, American
industry must be given the speediest, rhost reliable communica
tion lines possible.
Your company has taken every possible step to provide this
medium, convinced that its projected routes to Alaska and the
Structures of the most modern design reflect the
new-world consciousness of the Far East. At right,
an Oriental pagoda in Manila and, below, the new
buildings which comprise the heart of Tokyo show
the old and new of Asia. (USA Signal Corps and
Acme Roto Service Photos.)
Orient are practical from an oper
ations standpoint and that econom
ically our greatest opportunities
outside our own country lie in
this direction. The favorable report
of the examiners of the Civil Aeronau
tics Board gives rise to the hope that
the Board will authorize your company
to conduct such service.
Northwest Airlines has plotted its
course at home with a view to strengthen
ing its position in its domestic sphere. It
has asked the Civil Aeronautics Board for
routes into the great cities of Buffalo, Cleve
land, Pittsburgh and Washington in the eastern
portion of the country and it seeks routes in the
mid-west which would supplement service to those
now certificated.
Northwest Airlines' program for domestic expan
sion has been primarily designed to properly serve the
states in the Northwest area. It has confined such pro
gram to those routes which will improve its service and
contribute to the proper development of the territory in
which it has pioneered. It does not seek routes which are not
primarily and directly related to the development of this ter
ritory, the interests of which have always been so closely' in
tertwined with those of the company. The states served by
Northwest constitute an empire of great industrial, agricultural
and recreational importance. With its vast resources and with
the great distances separating its principal urban centers reduced
by a sound air transportation system supplementing the other
transportation facilities in the area, prospects for rapid develop
ment and an expanding economy would appear to excel those of
any other area in the country.
In the proceeding before the Civil Aeronautics Board involving
service in the North Central States area, Northwest offered an
Shanghai's busy waterfront is framed by a ring
of modern buildings, with the black tower of the
Cathay hotel rising in the center. Symbolic of
Manila's progressiveness is the Times theater, below,
undamaged by the war. (International News Photos.)
exhibit showing a tentative pattern
of the minimum service to be ren
dered by Northwest on its present
and proposed domestic system in the
first postwar years. This service pat
tern would provide for a total of 81,-
000 miles to be flown daily with sched
ule frequencies greatly increased at all
points on the system.
Such a service pattern will require a
minimum fleet of 18 four-engined aircraft
and 23 two-engined aircraft if airport con
ditions permit operation of the Green Bay,
Wausau, Eau Claire route already certificated
and the Civil Aeronautics Board certificates the
various other supplementary and auxiliary routes
requested.
Inasmuch as it will be a year or two before any of
the several modern larger four-engine airplanes will be
available, it is necessary that we acquire a minimum fleet
of the only four-engine type plane immediately available to
us and which we consider sufficiently proven to operate on
our present or proposed routes. The policy of the Army is
not clarified as to the release of four-engine aircraft. We have
contracted with Douglas Aircraft Company for delivery in
January and February, 1946, of the first of the fleet of DC-4,
44-passenger airplanes which it has been necessary for us to
acquire. We have taken from the Army on lease one C-54 plane for
training our flight crews and ground personnel, and it is expected
that this will make possible inauguration of daily coast-to-coast
schedules with four-engine equipment immediately upon delivery
of the planes from the Douglas factory. Planes of this type pur
chased from the factory will cost approximately $430,000 each,
fully equipped.
It is contemplated four-engine equipment will gradually replace
two-engine planes, except on those runs where present DC-3 or
more modern equipment will be more practical. The greater speed
of the DC-4 aircraft will enable us to reduce dying time by ap
proximately five hours on coast-to-coast flights.
VY hile we have committed ourselves to the use of the DC-4 in
the immediate future, it is inevitable that this plane, the first of
the larger planes to become available, will in time be replaced
by still larger aircraft. Our engineers are conducting extensive
studies of such planes as the Douglas DC-6, Douglas DC-7, Lock
heed Constitution and the Boeing Stratocruiser, all four-engine
planes seating from 50 to more than 100 passengers and having
ranges of several thousand miles. The swiftness with which air
craft refinements are being produced makes it desirable that we
withhold decision on these planes until the picture of our needs
is more clearly defined.
The acquisition of larger planes undoubtedly will necessitate
changes or additions to our hangar facilities. Your company is
now studying plans for construction of a new-type hangar at
Idlewild Airport in New York which will be susceptible to expan
sion with minimum cost and inconvenience. Hangar space at
Seattle, Chicago, and the Twin Cities, and perhaps at several
other points, will have to be increased, through rent or purchase
of additional facilities.
The magnitude of the Idlewild project probably will prevent
the completion of the first stage of development before 1948, al
though the airlines will begin operations there next year. There
is hope for an early decision on a site for a new, modern airport
at Detroit. A new airline terminal building, embodying the latest
theories of design, is being constructed at Chicago, the cost of
which is being defrayed by the eight airlines serving Chicago.
This will serve as a temporary terminal until a new commercial
airport is built. Modernization of the Duluth airport has been
completed, and a new airport, serving both Janesville and Beloit,
Wis., on one of Northwest's proposed routes, has recently been
constructed. Improvements have been made at several other air
ports on the company's system.
The growth of many cities on its routes, the presence of new
industries now seeking new markets, the general conscious
ness of the advantages of air transportation by all classes of the
population and our invaluable experience gained in the war years
are factors which portend a promising future for our company.
The events of these last years have ushered in a period of oppor
tunity for the airline industry which may properly be viewed
with optimism.
Y\ hile we must take into account the many favorable factors,
we must also guard against illusions and recognize that the in
dustry is now at a critical stage and every effort must be taken to
avoid the pitfalls which have beset other forms of transportation.
The surge of popular enthusiasm for aviation has brought about
a zeal for aviation legislation by many state and local legislative
bodies, the inevitable result of which will be to subject aviation
to multiple and conflicting laws which will seriously fetter and
impede its progress. That aviation is national in scope and char
acter and, like radio broadcasting and navigable waters, trans
cends imaginary boundary lines on land or water, was partially
recognized by Congress when it adopted the Civil Aeronautics
Act in 1938. Even the Supreme Court of the United States has
called for Federal action by the Congress to prevent multiple and
burdensome taxation of the promising new air transportation
industry. (Minnesota vs. Northwest Airlines, 322U.S.292). The
States themselves have co-operated with the Civil Aeronautics
Board in making a report which is the basis of a bill now in Con
gress to alleviate the multiple tax aspect. Although many mem
bers of Congress are cognizant of the vital importance of uniform
and national regulation of the air transportation industry, for
reasons of national defense alone if for no other, there is an ever
present reluctance to take the necessary complete pre-emptive
action which, under our dual system of government, might ap
pear to impinge too greatly on local prerogatives or state rights.
A strong national policy with respect to our national and inter
national air transportation system must be preserved at all costs.
It has been established by the Congress and ably effectuated by
the Civil Aeronautics Board. They must be supported and en
couraged to constantly maintain and strengthen such policy and
to continue the prevention and elimination of needless, artificial
barriers. If properly fortified by public opinion and popular
support, such a policy will cause air transportation to be a major
force in the advancement of our nation's welfare, and your com
pany is constantly improving itself to prepare for its participation
in die bright future of air transportation.
One of several four-engine airplanes
ied by Northwest Airlines engineers for po^ble
use on international and limited stop dome
flights is the Boeing Stratocruiser. Pictures
the right, taken in a mockup of the plane, show
various features of the huge airliner.
Line-of-sight instruments, a new range of un
obstructed vision and a central control stand for
engine, trim tab and miscellaneous controls are fea
tures of the spacious 573-cubic-foot control cabin.
Passengers enjoy a chat in the plane's lounge
on the lower deck, connected with the main pas
senger sections by a circular stairway.
The commodious main cabin, with double rows
of seats, provides comfortable accommodations
for passengers. Round portholes offer a panoramic
view for the traveler.
Overnight transcontinental service will include
sleeping accommodations as shown in the lower
picture. A total of 28 berths, upper and lower,
can be made up on the main deck of the plane.
An artist's drawing gives a preview of one plane
in the future fleet of Northwest Airlines four-en
gine DC-4's. The first of these 44-passenger planes
have been purchased for delivery early in 1946.
PRESENT AND PROPOSED ROUTES
THE COMPANY HOLDS certificates of public convenience and neces
sity from the CAB, which authorize it to engage in air transportation
with respect to persons, property and mail as follows:
1. Between the terminal point Chicago, Ill., the intermediate point
Milwaukee, Wis., and (a) beyond Milwaukee, Wis., the intermediate
S oints Madison, Wis., Rochester, Minn., Minneapolis, Minn., St. Paul,
linn., Fargo, N. D., and (b) beyond Milwaukee, Wis., the intermediate
points Green Bay, Wis., Wausau, Wis., Eau Claire, Wis., Minneapolis,
Minn., St. Paul, Minn., Fargo, N. D., and (c) beyond Fargo, N. D., the
intermediate point Grand Forks, N. D., and the terminal point Winnipeg,
Canada, and (d) beyond Fargo, N. D., the intermediate points Tames-
town, N. D., Bismarck-Mandan, N. D., Miles City, Mont., Billings,
Mont., Great Falls, Mont, (as a temporary intermediate point and for
non-stop service to and from Missoula, except for local non-priority
passengers between Great Falls and Billings, Helena or Butte), Butte,
Mont., Helena, Mont., Missoula, Mont., Spokane, Wash., and (1) be
yond Spokane, Wash., the intermediate points Wenatchee, Wash., Yaki
ma, Wash., and the terminal point Seattle, Wash., and (2) beyond
Spokane, Wash., the intermediate point Yakima, Wash., and the terminal
point Portland, Ore.; provided that, (a) the service to and from Green
Bay, Wausau, and Eau Claire, Wis., is not to be inaugurated until the
Board notifies the Company that the national defense no longer requires
that the same be delayed.
2. Between the terminal point Minneapolis-St. Paul, Minn., and the
terminal point Duluth, Minn.-Superior, Wis.
3. Between the terminal points Minneapolis-St. Paul. Minn., the
intermediate points Milwaukee, Wis., and Detroit, Mich., and the
terminal point New York, N. Y., provided that service east of Mil
waukee, Wis., shall be rendered only on flights originating at Minneapo
lis-St. Paul, Minn., or a point west thereof and terminating at New
York, N. Y., or originating at New York, N. Y., and terminating at
Minneapolis-St. Paul, Minn., or a point west thereof.
THE COMPANY HAS applied to the Civil Aeronautics Board for a con
solidation of routes 3 and 69 and to have the restrictions removed.
Service to and from Green Bay, Wausau, and Eau Claire, Wis.,
has not yet been inaugurated.
The Company has filed with the CAB the following applications for
certificates of public convenience and necessity for the transportation by
air of persons, property and mail:
(1) From Chicago, Ill. to Minneapolis-St. Paul, Minn., via Rock
ford, Ill., Beloit, Wis., Dubuque, Iowa, and La Crosse, Wis.
(2) Between Minneapolis-St. Paul, Minn., and Billings, Mont., the
adaitional intermediate stop Aberdeen, S. D.
(3) From Seattle. Wash., to Honolulu, Hawaii, and return; from
Seattle, Wash., to Honolulu, Hawaii, via Portland, Ore., and return,
and/or from Portland, Ore., to Honolulu, Hawaii, and return, and/or
from Portland, Ore., to Honolulu, Hawaii, via Seattle, Wash., and re
turn.
(4) Between the intermediate points Fargo, N. D., and the inter
mediate point Spokane, Wash., the following points : Grand Forks,
Devils Lake, Minot and Williston, N. D. : Glasgow, Havre, Great Falls,
Cut Bank-Shelby, Kalispell and Bozeman, Mont.
(5) Between the terminal points Seattle, Wash., and Victoria, B. C.,
via the intermediate point Port Angeles, Wash., and/or between the
terminal points Seattle, Wash., and Port Angeles, Wash.
(6) Beyond Spokane, Wash., the intermediate points Wenatchee,
Wash., Yakima, Wash., Seattle, Wash., Olympia, Wash., and the
terminal point Portland, Ore., and (2) beyond Spokane, Wash., the
intermediate points Wenatchee, Wash., Yakima, Wash., Portland, Ore.,
Olympia, Wash., and the terminal point Seattle, Wash.
(7) Between the terminal point Detroit. Mich., via the intermediate
points Cleveland, Ohio, and Pittsburgh, Pa., and the terminal point
Washington, D. C.
(8) Between the terminal points New York, N. Y., and Anchorage,
Alaska, via Detroit, Mich., Minneapolis-St. Paul, Minn., and such
additional or other intermediate points as the Board may find required
to be served.
(9) Between the terminal points New York, N. Y., and Anchorage,
Alaska, via Detroit, Mich., Minneapolis-St. Paul, Minn., Seattle, Wash.,
and such additional or other intermediate points as the Board may
find required to be served.
(10) Between the terminal points Washington, D. C., and Anchorage,
Alaska, via the intermediate points Chicago, Ill., Minneapolis-St. Paul,
Minn., and such additional or other intermediate points as the Board
may find required to be served.
(11) Between the terminal points Washington. D. C., and Anchorage,
Alaska, via the intermediate points Chicago, Ill., Minneapolis-St. Paul,
Minn., and Seattle, Wash., and such additional or other intermediate
points as the Board may find required to be served.
(12) Between the terminal points Seattle, Wash., and Anchorage,
Alaska, and such additional intermediate points as the Board may
find required to be served.
(13) A route or routes to and from the United States of America
and return via the following points;
(a) The sets of terminal or coterminal points:
(1) New York, N. Y., Detroit, Mich., and Minneapolis-St. Paul,
Minn.
(2) New York, N. Y., Detroit, Mich., Minneapolis-St. Paul,
Minn, and Seattle, Wash.
(3) Washington, D. C., Chicago, Ill., and Minneapolis-St. Paul,
Minn.
(4) Washington, D. C., Chicago, Ill., Minneapolis-St. Paul,
Minn., and Seattle, Wash.
(5) Seattle, Wash.
(b) Intermediate points in Alaska such as Anchorage, Kodiak, Dutch
Harbor, the Aleutian Islands, or Nome, or any of them or any others
as well as points in Canada which the Board may find required.
(c) Intermediate points in Japan and China such as Paramushiro,
Kurile Islands; Tokyo, Japan, and beyond Tokyo to Dairen, Man
churia (and/or a point or points in the vicinity of Mukden, Tientsin,
or Peiping, China), and beyond Tokyo, to Shanghai, and Canton,
China (and/or a point or points in the vicinity of Canton, including
Hong Kong and Macao, China).
(d) And beyond Canton, China (or Hong Kong or Macao), to
the terminal point of Manila, Philippine Islands, with the privilege of
operating non-stop to Manila, Philippine Islands, from Tokyo, Japan
or Shanghai, China.
(e) And beyond the terminal point of Manila, Philippine Islands, to
the terminal point of Singapore, Malay States.
(f) And beyond Canton, China (or Hong Kong or Macao), to the
terminal point Calcutta, India, via Hanoi, French Indo China, and
Mandalay, Burma.
(g) And beyond Canton, China (or Hong Kong or Macao), to the
terminal point Singapore, Malay States, via Hanoi and Saigon, French
Indo China.
Also authorization to operate service omitting any of the above-
mentioned points and including one or more other intermediate points
when technical conditions permit, and also to include a route across
Siberia from Alaska, when conditions permit with the following ports
of call or any of them in Siberia: Markovo, Okhotsk, Yakutsk,
Khabaravsk, Petropavlovsk and Vladivostok, and others that the Board
may find required.
(14) Between the terminal points Butte, Mont., and Portland, Ore.,
via either Pendleton, Ore., or La Grande, Ore., as intermediate points.
(15) Between the terminal points Milwaukee, Wis., and Spokane,
Wash., via the intermediate points. Green Bay, Wis., Duluth, Minn.,
Fargo, N. D., Minot, N. D., and Great Falls, Mont.
(16) Between the terminal points Detroit, Mich., and New York,
N. Y., via the intermediate point Cleveland, Ohio.
(17) Between the terminal points, Detroit, Mich., and New York,
N. Y., via the intermediate point Buffalo, N. Y.
FINANCIAL
REPORT
F
OR THE FISCAL YEAR ended June 30, 1945, your com
pany made a net profit of $727,714 after deduction of all taxes
and reserves. This profit is an increase of 41% over that of
the previous fiscal year and amounts to $1.35 for each of the
539,070 shares of the increased common capital stock outstanding
at the end of the year. At the close of the year the company's
surplus was $2,024,210.
On the following pages are shown a report from Ernst & Ernst,
Certified Public Accountants, covering statements of profit and
loss, surplus and balance sheet. The comparative statement of
profit and loss shows that our operating revenues increased 57%
over the previous fiscal year as a result of increased transporta
tion of passengers, mail and express.
Passenger revenue of $7,972,423 is 88% above last year and
is the largest increase in operating revenues. It results from fly
ing more airplanes and more miles in commercial service than at
any time in our history and with 86% of available seats filled.
Mail revenue of $1,616,886 was 14% above the previous year
although the average mail load carried was lower.
Express and miscellaneous operating revenues increased $119,-
472.
All operating revenues exclusive of contract fees amounted to
$1.04 per revenue mile.
Contract fees decreased $120,631.
'Total operating expenses were up 77%, also as a result of flying
75% more miles than in the previous year, and the cost per mile
remained practically unchanged from the previous year. As a
result of economies and of increased mileage, the cost per mile of
our operations in July and August, 1945, has dropped about 20%
under the cost for the fiscal year just closed, and it is expected
that substantial savings will be continued in the succeeding
months.
\KK^BKKK^^Km
As noted elsewhere herein, the Company's war contracts have
been substantially terminated since June 30, 1945. While this will,
of course, eliminate earnings on such contracts, it is believed that
this will be more than offset by increases from commercial opera
tions.
A cash dividend of 50 cents per share payable September 1,
1944, was declared during the past fiscal year, and on August 7,
1945, a similar dividend was declared, payable September 1, 1945.
During the year the company issued rights to its stockholders
as of March 21, 1945, covering 178,190 common shares at $23
per share. All of these rights were exercised or sold by stock
holders except rights representing about 3,500 shares, and these
shares were sold to underwriters. Also during the year the presi
dent purchased 4,500 shares under option agreement rights, so
that a total increase of 182,690 shares resulted. These sales, after
deducting expenses, increased our cash by about $4,000,000, and
the net proceeds were invested in U. S. Government securities
pending their investment in airplanes and other airline equipment.
As a result of the company's operation during the year and the
cash realized from this financing, the net current assets of the
company increased to an amount of $6,546,229 as of the close
of the fiscal year.
At a meeting held October 2, 1945, your Board of Directors
voted to recommend to shareholders that the authorized common
stock of the company (its only class of stock) be increased from
the present total of 600,000 shares to a new total of 1,000,000
shares. This recommendation will be presented to the share
holders at the adjourned annual meeting scheduled for November
26, 1945. This recommendation is made because very little of
the 600,000 shares now authorized has not already been issued or
reserved for options, and your management believes that addi
tional authorized stock should be available for issue if conditions
so require.
ASSETS
CURRENT ASSETS
Cash (including special deposit of $250,000 to be used on United
States Government contracts)
United States Government securities--at cost plus accrued interest
Trade accounts receivable, including United States Government
accounts of $500,748
Unreimbursed costs and accrued fees under United States Govern
ment cost-plus-fixed-fee contracts--Note A $ 8,709,230
Less advances 6,486,950
$ 2,222,280
Less reserve 600,000
Inventories--at lower of cost or market--Note B:
Materials and supplies
TOTAL CURRENT ASSETS
OTHER ASSETS
Income taxes recoverable upon utilization of reserve for contract
cost adjustments $ 112,000
Sundry accounts, deposits, etc., less reserve of $6,000 116,818
Accounts receivable from employees including advances to be
allocated to contracts, less reserve of $1,000 11,925
PROPERTY, PLANT, AND EQUIPMENT
On the basis of cost to the Company or
its predecessors--Note B:
Operating: Cost Reserve Balance
Land .$ 14,374 $ 14,374
Aircraft and reserve eguipment . 2,553,013 $1,654,775 898,238
Conversion cost on leased aircraft. 271,757 26,203 245,554
Buildings on land not owned . 365,803 96,463 269,340
Other buildings and eguipment . 1,424,455 552,285 872,170
Improvements to leased property... . 317,300 120,709 196,591
$4,946,702 $2,450,435 $ 2,496,267
Non-operating:
Buildings on land not owned 174,176 152,933 21,243
$5,120,878 $2,603,368 $ 2,517,510
INTANGIBLE
Cost of United States Government air mail route
DEFERRED CHARGES
Unexpired insurance $ 66,593
Other prepaid and deferred expenses, supplies, etc 81,570
Halance.
Northwest
JUNE
$ 2,204,939
5,003,484
964,095
1,622,280
196,541
$ 9,991.339
240,743
2,517,510
48,737
148,163
Sheet
Airlines, Inc.
30, 1945
LIABILITIES
CURRENT LIABILITIES
Accounts payable $ 888,463
Salaries, wages, and vacation compensation 1,115,941
Pay roll deductions for employees' income tax 295,216
Pay roll deductions for employees' war bonds 242,961
Pay roll taxes 276,331
Air travel contract deposits 180,818
Accrued taxes
Federal and state taxes on income--estimated:
For the year ended June 30, 1945 $ 300,000
For prior years 35,500
TOTAL CURRENT LIABILITIES
DEFERRED INCOME - Unused transportation
RESERVE--For war and postwar adjustments
CAPITAL STOCK AND SURPLUS
Common stock--no par value:
Authorized 600,000 shares; unissued 60,930 shares of which
20,000 shares are reserved for options (10,000 shares at $14
per share, 4,800 shares at $18.50 per share, and 5,200 shares,
the price and allocation of which are to be fixed by Board of
Directors), outstanding 539,070 shares at aggregate stated
capital amount $ 7,262,663
Earned surplus 2,024,210
$2,999,730
109,880
335,500
$3,445,110
164,509
50,000
$9,286,873
$12,946,492 $12,946,492
COMPARATIVE STATEMENT OF PROFIT AND LOSS
Northwest Airlines, Inc.
YEARS ENDED JUNE 30, 1945 AND 1944
1945 1944
Operating Revenues:
Transportation:
Passengers $ 7,972,423 $4,234,565
Mail 1,616,886 1,413,203
Express, freight, etc 458,963 296,708
Repair and service income, rents, etc 4,584 47,367
Fees from cost-plus-fixed-fee contracts 745,017 865,648
TOTAL OPERATING REVENUES $10,797,873 $6,857,491
Operating expenses $ 9,672,181 $5,476,858
Provision for contract cost adjustment--Note A 198,682 213,512
$ 9,870,863 $5,690,370
OPERATING PROFIT $ 927,010 $1,167,121
Other income and credits 119,169 16,640
$ 1,046,179 $1,183,761
Other deductions 17,170 68,987
PROFIT BEFORE TAXES THEREON $ 1,029,009 $1,114,774
Taxes on income--estimated:
Provision for the year:
Federal normal income taxes and surtax $ 278,000 $ 527,000
State income taxes 22,000 33,000
Adjustment of recoverable taxes 56,000 ( 58,000)
Overprovision for prior years ( 4,705) ( 5,115)
$ 351,295 $ 496,885
$ 677,714 $ 617,889
Provision for war and postwar adjustments 100,000
Reduction in reserve for war and postwar adjustments ( 50,000)
NET PROFIT $ 727,714 $ 517,889
Provision for depreciation and amortization included in operating
expenses $ 556,393 $ 301,533
NOTES TO FINANCIAL STATEMENTS
Northwest Airlines, Inc.
JUNE 30, 1945
Note A--Since February, 1942, the Company has been engaged in substantial operations under cost-
plus-fixed-fee contracts for the United States Army. Total costs incurred in these operations to June 30,
1945, have amounted to approximately $63,350,000, of which amount approximately $10,810,000 represents
overhead expenses allocated by the Company to cost-plus-fixed-fee contracts. While the Company believes
that its allocations of such costs have been fairly determined, they are subject to audit (which is now in
progress) and approval by the Army Contracting officer and the Controller General's office. In recognition
of the probability of differences of opinion as to interpretation of the contracts and as to the allocation of
expenses between the Government contracts and the Company's commercial operations, it has been deemed
advisable to provide a reserve for possible unallowable costs. Since the inception of the contracts, such
provisions have been made in the aggregate amount of $1,012,193, and the charges thereto in respect of specific
items charged off have amounted to $412,193, leaving a balance of $600,000 in the reserve at June 30, 1945.
While it has been deemed advisable to make these provisions, it is believed that, upon review of the
Company's performance under the contracts and a study of the effect of the cost allocations upon the
commercial operations of the Company, it is not unreasonable to expect that in final settlement of the
contracts a substantial portion of the cost charged off or reserved for may be recovered.
Attention is directed to the comments in the accompanying letter of the President of the Company
relative to the termination since June 30, 1945, of substantially all of the Company's war contracts which
since 1942 have constituted an important phase of the Company's operations.
Note B--As of June 30, 1945, the Company transferred all direct aircraft parts and materials from the
classification of inventory to property, plant and equipment in accordance with the accounting regulations
prescribed by the Civil Aeronautics Board.
In pursuance thereof, an amount of $346,193 has been transferred to aircraft and reserve equipment; and
an amount of $115,000, representing the reserve for inventory obsolescence provided on these items by
charges to profit and loss in previous years, has been transferred to the related reserve for depreciation.
An amount of $31,163 has been charged to profit and loss during the current year to reduce the depre
ciated balance of the items transferred to the basis of similar items previously charged to property,
plant, and equipment.
Note C--The Company has been named defendant in a law suit involving a claim of approximately
$1,900,200 for the payment of overtime compensation to employees who worked in excess of 40 hours
per week on war contract operations at the Saint Paul Modification Center. Inasmuch as the Company
conducts this operation as a prime contractor for the War Department of the United States Government,
it has proceeded according to written instructions from the War Department, in part, as follows:
". . . it is determined to be in the best interests of the Government for your Company, and you
are hereby authorized to resist civil actions against your Company under the Fair Labor Stand
ards Act. ... In accordance with the decision of the Comptroller General, all amounts paid
in satisfaction of final judgment against you in any such action, and the reasonable and necessary
costs and expenses of litigation as approved by the Army Contracting Officer, constitute allow
able items of cost under your war contracts. . . ."
In view of the above circumstances, the Company has made no provision in the accompanying financial
statements for any portion of the amount involved in this litigation.
Note D--Profits of the Company include those from transactions which may be subject to the
provisions of the Renegotiation Act of 1942, as amended, providing for the refund of any profits found,
as a result of renegotiation, to be excessive. The Company has received clearance, without refund, for
the fiscal years 1942, 1943, and 1944, and believes that the profits on such transactions for the current
year will not be found excessive, and no provision for refunds has been reflected in the accompanying
statements.
STATEMENT OF SURPLUS
Northwest Airlines, Inc.
YEAR ENDED JUNE 30, 1945
Balance at July 1, 1944 $1,513,910
Add net profit for the year 727,714
Deduct:
Dividends paid (in cash) 50c per share $ 178,190
Expenses incurred in connection with sale of capital stock 39,224
$2,241,624
217,414
BALANCE AT JUNE 30, 1945 $2,024,210
ACCOUNTANTS' REPORT
BOARD OF DIRECTORS
Northwest Airline, Inc.
St. Paul, Minnesota
We have examined the balance sheet of NORTHWEST AIRLINES, INC., as of June 30, 1945,
and the statements of profit and loss and surplus for the year then ended, have reviewed the system of
internal control and the accounting procedures of the Company and, without making a detailed audit of
the transactions, have examined or tested accounting records of the Company and other supporting
evidence, by methods and to the extent we deemed appropriate. Our examination was made in accordance
with generally accepted auditing standards applicable in the circumstances and included all procedures
which we considered necessary. It was impracticable to confirm by direct correspondence the amounts
receivable from the United States Government for unreimbursed costs under cost-plus-fixed-fee contracts
as of June 30, 1945, as to which we satisfied ourselves by other auditing procedures.
There are still a number of unsettled matters resulting from wartime conditions which may affect
the accompanying financial statements. A substantial amount of the costs under cost-plus-fixed-fee
contracts have not been finally audited and accepted by the Army and the General Accounting office
and may include unallowable items; the fees accrued in 1945 may be subject to renegotiation; and
the related income tax questions are still unsettled, all of which may not finally be determined until
after the contracts are completed. These questions have been considered and dealt with in the statements
on a basis believed to be reasonable in the light of present information and conditions.
In our opinion, the accompanying balance sheet and related statements of profit and loss and surplus,
together with the notes thereto, present, as fairly as can now be stated, the position of NORTHWEST
AIRLINES, INC., at June 30, 1945, and the results of its operations for the year then ended, in accord
ance with generally accepted accounting principles applied on a basis consistent with that of the preceding
year.
ERNST & ERNST
Certified Public Accountants
October 17, 1945
St. Paul, Minnesota
3 Mi
1927
1928
1929
1930
1931
1932
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1942
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1944
1st (.
A RECORD OF PROGRESS
Mail
Revenue
Passenger
Revenue
Express
and Freight
Revenue
.$ 11,790 --o-- Not Avail.
. 76,029 $ 8,663 ft
. 195,315 24,890 "
. 495,708 121,075 ft
. 648,799 119,349 $ 146
. 917,635 205,164 575
. 884,719 200,984 343
. 762,208 188,966 1,873
. 251,133 199,074 4,319
. 629,724 481,528 12,388
. 1,050,639 759,981 27,318
. 1,076,293 761,839 33,768
. 1,286,549 829,554 41,625
. 1,763,288 1,324,728 61,186
. 1,769,735 2,151,311 79,531
. 1,955,826 2,526,721 118,885
. 1,850,601 2,410,512 240,800
. 1,353,822 3,139,713 297,941
. 1,500,874 6,073,967 246,030
. 792,602 4,144,926 216,921
Revenue Mail
Total
Plane
Passenger Pound Miles
Miles Miles Flown
--
o-- Not Avail. 47,397
126,000 ft 211,667
402,400 ft 314,496
1,956,400 ft 736,664
2,129,600 ft 1,032,340
3,934,093 89,706,330 1,434,555
4,127,800 77,867,566 1,639,015
4,108,313 82,613,032 1,823,850
4,301,145 44,034,248 1,643,127
10,342,834 315,817,803 2,841,198
16,528,401 671,011,789 3,699,818
16,685,852 841,274,933 4,462,439
21,153,258 1,116,975,430 5,310,015
34,749,246 1,166,518,244 5,399,024
51,175,254 1,370,076,043 6,079,669
59,659,145 1,871,311,191 6,353,659
52,061,159 2,528,042,954 4,931,815
63,787,683 4,005,180,807 4,584,766
120,834,296 4,900,802,947 7,523,146
85,897,240 2,589,923,566 5,278,861