The plane was first given by the army to the Post Office as war surplus. The Dayton-manufactured deHavilland DH-4 (with modifications and a name change to DH-4B) would become the aircraft that built the airmail service, with over 100 planes in use. They were used, first by the army pilots, than beginning on August 12, 1918, by Post Office Department pilots, who continued to use them until 1921.ĭeHavilland DH-4B mail plane designated number 358. Major Reuben Fleet, in charge of the first flights, was given six Jennies, 2 and oversaw the conversion of them from JN-4D to JN-4Hs. The Airmail Service was originally operated by army pilots, who were familiar with the Jenny from its use as a trainer. One pilot noted that “It is best not to inspect this ship. Jennies were loved and hated and could be a nightmare to fly. The front seat was replaced with a mail compartment and a larger Hispano-Suiza Motor was added for more range. While successful for military use, it had to be modified for the mail. The first plane the Airmail Service used was a modification of the Curtiss JN-4D, better known as the “Jenny.” This wooden biplane was also the first trainer plane for many military and civilian pilots and one of the first mass produced planes. This effort will bring a new level of transparency to the alliance between airlines and postal organizations and is proof of the teamwork and commitment to excellence already in existence.Eddie Gardner posed with his Curtiss JN-4H in 1918. Promotion strategy: The task force decided to put special emphasis on the distribution and promotion of the Framework, to make it accessible to all industry players and build up the know how that will allow for them to profit the most.A new approach to the Framework Guidelines, including detailed orientation about how to build up the Annex section (along with instance tables and examples) and tender process. An updated version of the framework, with more comprehensive articles pertaining to Performance, Dangerous Goods, Liability and Messaging, and lighter Annex content, leaving this section open for the parties to agree on specific details. Since then, the task force has been holding bi-weekly remote meetings and this collaboration has produced the following results: At the same time, the members of the IATA-UPU Contact Committee agreed to reopen the framework task force. In 2018, the latest version was approved by the IATA UPU Contact Committee and all relevant bodies. Since then, it has been updated regularly. The document aimed at becoming a standardized departure point for airlines and postal operators to formalize their commercial relationships. Identifying this as a gap to fill, the IATA-UPU Contact Committee kick-started and drafted the first version of the Framework for a Service Agreement in 2003. However, unlike cargo, the contractual process between airlines and postal organizations remained unstandardized resulting in a complex network of multiple bilateral agreements or, in some cases, no agreements at all. This has resulted in many positive changes and has made it possible for the industry to play an excellent role in the transformation that e-commerce has brought to all of us. Issues of common interest regarding the air transportation of mail were addressed through the regular exchange of ideas, joint cooperation, and numerous activities between various UPU and IATA Air Mail Boards.
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