Continental Airlines


Continental Airlines
Continental Airlines
IATA
CO
ICAO
COA
Callsign
CONTINENTAL
Founded 1934 (1934)
Boise, Idaho, US
(as Varney Speed Lines)[1]
Commenced operations July 15, 1934 (1934-07-15)[1]
AOC # CALA014A[2]
Hubs
Frequent-flyer program OnePass (MileagePlus from January 1, 2012)
Airport lounge United Club[3]
Alliance Star Alliance
Subsidiaries Chelsea Food Services
Fleet size 346 excl. subsidiaries
Destinations
  • 140 mainline
  • 262 incl. subsidiaries and code-shares
Company slogan Work Hard. Fly Right.
Parent company United Continental Holdings, Inc.
Headquarters Chicago, Illinois, US[4]
Key people
Revenue decrease US$12,586 million (FY 2009)[5]
Operating income increase US$-146 million (FY 2009)[5]
Net income increase US$-282 million (FY 2009)[5]
Total assets increase US$12,781 million (FY 2009)[5]
Total equity increase US$590 million (FY 2009)[5]
Website continental.com

Continental Airlines (IATA: CO, ICAO: COA, Call sign: CONTINENTAL) is a major American airline based in Chicago, Illinois (previously based in Houston, Texas). On May 3, 2010, Continental Airlines, Inc. and UAL, Inc. (the parent company of United Airlines) announced a merger via a stock swap, and on October 1, 2010, the merger closed and UAL changed its name to United Continental Holdings, Inc. These airlines are in the process of merging their operations under the name United Airlines. During the integration period, both airlines will, for a time, run separate operations under direction of a combined leadership team of the new parent company based in Chicago.[6] The merger transaction is estimated to be worth (USD)$3.2 billion.[7][8]

At the time of the merger with United to form United Continental Holdings, Inc., Continental was the fourth-largest airline in the US based on passenger-kilometers flown and the fifth largest in total passengers carried. Continental operates flights to destinations throughout the U.S., Canada, Latin America, Europe, and the Asia-Pacific regions. Principal operations are from its four hubs at Newark Liberty International Airport, George Bush Intercontinental Airport (Houston), Cleveland Hopkins International Airport and Antonio B. Won Pat International Airport in Guam. The only Continental hubs to be rebranded are Cleveland Hopkins International Airport and Houston's George Bush Intercontinental Airport.[9] The Newark hub began the rebranding process on October 19, 2011 with all United-operated ticket counters and gates to be rebranded in Phase One; Phase Two of rebranding at Newark will begin in 2012 with Continental ticket counters and gates to be rebranding.[10]

The origin of Continental Airlines dates to the 1934 formation of Varney Speed Lines which operated airmail and passenger services in the American Southwest. The carrier was renamed Continental Air Lines in 1937 and expanded its domestic U.S. network in the 1960s with jet aircraft. International flights to Southeast Asia and South Pacific destinations began in 1978 following industry deregulation. Continental was embroiled in ownership struggles in the 1980s and entered bankruptcy in 1983 and 1990. The carrier exhibited a financial and operational turnaround after 1996,[11] and embarked on international route expansion in the 2000s.

Continental has ownership interests and brand partnerships with several carriers. Continental is a minority owner of ExpressJet Airlines, which operates under the 'Continental Express' trade name but is a separately managed and public company. Chautauqua Airlines also flies under the Continental Express identity, and Cape Air, Colgan Air, CommutAir, and Gulfstream International Airlines feed Continental's flights under the Continental Connection identity. Continental does not have any ownership interests in these companies.

Continental Airlines left the SkyTeam alliance on October 24, 2009, and joined Star Alliance on October 27, 2009.[12] Together with its subsidiaries, Continental has more than 2,423 daily departures, serving 130 domestic and 132 international destinations and has 42,210 employees as of December 2009. Since 1998, Continental's marketing slogan has been "Work Hard, Fly Right."

On Sunday, May 2, 2010, the Boards of Directors at Continental and United Airlines approved a stock-swap deal that would combine them into the world's largest airline in revenue passenger miles. The new airline will take on the United Airlines name, Continental's logo and be based in United's hometown of Chicago. The new United will be run by Continental's CEO, Jeffery Smisek, along with United Airline's CEO, Glenn Tilton, serving as non-executive Chairman of the board. The deal received approval from U.S. and European regulators in the summer of 2010. The shareholders of both airlines approved the deal on September 17, 2010.[7]

History

Early history (1931–1958)

Varney Speed Lines Lockheed Model 9 Orion in Burbank, California

Continental Airlines began service in 1934 as Varney Speed Lines (named after one of its initial owners, Walter T. Varney, who was also a founder of United Airlines) operating out of El Paso and extending through Albuquerque, Santa Fe, and Las Vegas, NM to Pueblo, CO. The airline commenced operations with the Lockheed Vega, a single-engine plane that carried four passengers. The airline later flew other Lockheed planes, including the Lockheed Model 9 Orion, the Lockheed Electra Junior, and the Lockheed Lodestar.[13][page needed]

Following cancellation of all domestic airmail contracts by the Roosevelt administration in 1934, Robert Six learned of an opportunity to buy into the Southwest Division of Varney Speed Lines which needed money to handle its newly won Pueblo-El Paso route. Six was introduced to Louis Mueller (who would serve as Chairman of the Board of Continental until February 28, 1966). Mueller had helped found the Southwest Division of Varney in 1934 with Walter T. Varney. As an upshot of all this, Six bought into the airline with US$90,000 and became general manager on July 5, 1936. Varney was awarded a 17-cent-rate airmail contract between Pueblo and El Paso; it carried passengers as a sideline. The carrier was renamed Continental Air Lines on July 8, 1937. ("Air Lines" was later changed to "Airlines".) Six relocated the airline's headquarters to Denver Union (later Stapleton) Airport in Denver in October 1937.[13][14][page needed] Six changed the name to "Continental" because he wanted the airline name to reflect his desire to have the airline fly all directions throughout the United States.[15]

Stewardess and passenger, Mother's Day, 1950

Robert F. Six was one of the colorful group of innovators, pioneers, and visionaries (including Juan Trippe, William A. Patterson, Jack Frye, C.R. Smith, and Eddie Rickenbacker) who established and built the U.S. airline industry. Throughout his life, Six had a reputation as a combative and risk-taking executive who presided forcefully over the airline that was largely forged in his image for more than 40 years.[13][16][page needed]

During World War II, Continental's Denver maintenance facilities became a conversion center where the airline converted B-17s, B-29s and P-51s for the United States Army Air Force. Profits from military transportation and aircraft conversion enabled Continental to contemplate expansion and acquisition of new aircraft types which became available following the war.[13] Among those types were the DC-3, the Convair 240 and the Convair 340. Some of the DC-3s were acquired as surplus military aircraft following World War II. The Convairs were the first aircraft operated by Continental that were pressurized.[13][14]

A DC-7B in flight, 1958

The airline's early route network was limited to the original El Paso to Denver route with routes being added during the Second World War from Denver and Albuquerque across Kansas, Oklahoma, and Texas. By 1946, Continental had expanded new routes from Denver to Kansas City, Tulsa, and to Oklahoma City, and from El Paso and Albuquerque to San Antonio. Each of these routes included intermediate stops in several of 22 smaller cities. In 1953, Continental achieved its first major expansion by merging with Pioneer Airlines, gaining access to 16 additional cities in Texas and New Mexico. These Pioneer destinations integrated well with Continental's post-World War II routes, and provided impetus for the Civil Aeronautics Board (CAB), the industry regulator, to subsequently streamline CAL's routes from Denver to the principal traffic points in Texas, New Mexico, Kansas and Oklahoma. However, Continental was, like most U.S. carriers of the day, essentially a limited regional operation. Bob Six was highly dissatisfied with this situation. He vigorously petitioned the CAB for longer-haul routes to larger cities, a part of his plan to transform the regional into a trunkline like United, TWA, and American. Simultaneously, he was quietly discussing with Boeing for Continental to become one of the first among the world's airlines to operate the soon-to-be-launched 707 jet aircraft. The timing was crucial, since the new routes would justify the 707s, and vice versa.[13][14]

The "Airline that needed to grow" (1959–1969)

Robert F. Six, in 1969

By the end of the 1950s, Six's strategy had succeeded. Continental Airlines had seen a broad expansion of its routes, thanks to a responsive CAB and persistent efforts by Six, who frequently referred to his company as, "the Airline that needs to grow."[13][16] In 1957, it flew for the first time from Chicago to Los Angeles (both nonstop, and via Denver); and nonstop from Denver and Los Angeles to Kansas City. Continental Airlines introduced turboprop service with the Vickers Viscount on the new medium haul routes. The CAB permitted Continental to drop service at many of the smaller cities on the system, enabling the carrier's new aircraft to operate more economically between points with longer lengths-of-haul. Prior to the introduction of its Boeing 707 jets, Continental acquired the popular DC-7s to operate its nonstop route from Los Angeles to Chicago, as well as Denver-Los Angeles and Chicago-Kansas City (see photos).[13][14][page needed] In 1960 Continental had more than triple the passenger-miles it had had in 1956.

During the late 1950s and early 1960s, Six clearly established himself as the airline industry's leading lower-fare advocate. He correctly predicted that increased traffic, not higher fares, was the answer to the airline industry's problems. Six stunned the industry when he introduced the economy fare on the Chicago-Los Angeles route in 1962. He later pioneered a number of other low or discount fares which brought air travel to many who otherwise could not have afforded it. One of Continental's early innovations was a system-wide economy excursion fare which cut the standard coach fares by more than 25%.[13][page needed]

As Six had planned, Continental was one of the earliest operators of the Boeing 707, taking delivery of its first of five 707-124s in spring 1959 and starting Chicago-Los Angeles nonstop on June 8.[16] Having so few jets, Continental needed radical innovations to the 707 maintenance program. It developed an industry first: the innovative "progressive maintenance" program enabled Continental to fly its 707 fleet seven days a week, 16 hours a day, achieving greater aircraft utilization than any other jet aircraft operator in the airline industry.[13][page needed] (The March 1961 OAG shows CO's five 707s flying seven round trips a day between Los Angeles and Chicago (not all nonstop); the only other jet service was a Continental/American interchange 707 Houston-El Paso-Los Angeles and back.)

Six, not being satisfied with 707 service alone, introduced exclusive innovations and luxe cuisine with Continental's 707 operations which were described as, "... nothing short of luxurious" by the Los Angeles Times, and, "... clearly, the finest in the airline industry" by the Chicago Tribune.[16]

A Boeing 707 at Los Angeles, 1967

Beginning in the early 1960s, Continental added routes from Los Angeles to Houston, both nonstop and with 1- and 2-stop services to Houston via Phoenix, Tucson, El Paso, Midland-Odessa, Austin, and San Antonio. New service was also inaugurated from Denver to Seattle, Portland, New Orleans, and Houston (to Houston: both nonstop, and with 1- and 2-stop services via Wichita/Tulsa/Oklahoma City). In 1963, the company's headquarters were moved from Denver to Los Angeles.[13][14][page needed] Total passenger-miles in 1967 were more than five times greater than in 1960, but 61% of the 1967 total was on unscheduled flights (mostly transpacific charters).

During the late 1960s, the company disposed of the last of its turboprop and piston-powered aircraft—one of the first U.S. airlines to do so.[14] Continental replaced the Viscount fleet with DC-9s from Douglas Aircraft and began an aggressive acquisition of Boeing 727 aircraft. These two types (DC-9 and B-727) were to become the workhorses of the Continental fleet from the late 1960s, and for the next twenty years.[14] The DC-9s were phased out and by the mid to late seventies, Continental used the 727 for its narrow body fleet. In 1968, a new systemwide Continental Airlines livery was launched, the orange and gold cheatlines adorned with a black "jetstream" logo (by Six's friend, the noted graphic designer Saul Bass) on the jets' tails (logo was later altered to red; see photo of 747). The marketing slogans adopted in 1968 and employed for about a decade were, "The Airline That Pride Built" and, "The Proud Bird with the Golden Tail.".[13][16] Continental had been awarded routes to New Zealand and Australia, in the Transpacific Case, but were cancelled by the Nixon Administration.

Boeing 737–200 with Continental's 1968–1991 "meatball" logo

Throughout the Vietnam War, Continental provided extensive cargo and troop transportation for United States Army and Marine Corps forces to Asian and the Pacific bases. Continental's 707-324Cs were the most common non-military aircraft transiting Saigon Tan Son Nhat airport.[16] As a result of Continental's experience in Pacific operations, the carrier formed subsidiary Air Micronesia in May 1968, inaugurating island hopping routes between Yap/Saipan/Guam, Majuro, Rota, Truk, Ponape (Pohnpei) and Honolulu.[13] "Air Mike", as it was known, initially operated with Boeing 727–100 aircraft specially outfitted with open-ocean survival gear, doppler radar, and a large complement of spare parts (including tires).[13] A senior mechanic flew aboard every Air Mike flight until the late 1970s. Air Micronesia operated as subsidiary Continental Micronesia until 2010.

September 1969 saw the realization of a long-cherished goal: introduction of Continental service from Los Angeles to Honolulu/Hilo; and in 1970, Continental was awarded routes from Seattle and Portland to San Jose, Hollywood-Burbank Airport, and Ontario, California—all rapidly growing airline markets. Nonstop San Francisco to Albuquerque and Dallas services were added in the same year.[13]

First African-American pilot

In 1963, Continental was forced to hire the first African-American pilot to work for any major carrier in the United States, Marlon D. Green. Although Continental Airlines first denied him a position as a pilot, after a United States Supreme Court decision allowed a Colorado anti-discrimination law to be applied to his case against Continental.[17] Green flew with Continental Airlines for 13 years, between 1965 until his retirement in 1978.[15] Continental's hiring of Marlon Green paved the way for the hiring of minority pilots by all U.S. carriers, an industry milestone which was finally realized in 1977 after Southern Airways and Piedmont hired their first minority pilots.[citation needed]

The widebody era (1970–1976)

At Six's insistence, Continental (with Pan Am and Trans World Airlines) was a launch airline for the Boeing 747 aircraft. On June 26, 1970, Continental became the second carrier (after TWA) to put the 747 into U.S. domestic service. Its upper-deck first class lounge and main deck "Polynesian Pub" won awards worldwide for the most refined cabin interior among all airlines, as did meal services developed by Continental's Cordon Bleu-trained executive chef, Lucien DeKeyser.[16] Continental's 747 services from Chicago and Denver to Los Angeles and Honolulu set the standard for service in the western U.S.[13][16] When asked by one Denver customer service agent in 1974 why he flew Continental wherever he could, Hollywood legend Henry Fonda remarked, "This operation is class; strictly class!"[16]

On June 1, 1972, Continental's widebody DC-10 service began. Six had insisted that Continental place a large order for DC-10s with manufacturer McDonnell Douglas. This decision again proved prescient, since the publicity associated with Continental's splashy 747 service in the Chicago-Denver-Los Angeles-Honolulu backbone corridor had stimulated not only increased market share, but increased traffic for all carriers in the markets. Additionally Denver, Houston and Seattle were experiencing very rapid growth. The DC-10s quickly assumed most of the duties of flying between Denver and Chicago, Los Angeles, Houston and Seattle (and between Houston-Los Angeles).[13][16]

Flight attendant uniforms, 1972

During the 1970s, Denver continued to be the central hub of the Continental system. The 747s were focused on the Chicago-Los Angeles-Honolulu routes, with a single daily round trip through Denver. The DC-10 aircraft operated in large inter-city markets (usually from Los Angeles to Chicago, Denver, Houston and Honolulu; and from Denver to Chicago, Los Angeles, Seattle and Houston). DC-9 and B-727 types predominated over the rest of the system, as well as supplementing frequencies in the DC-10 markets.[16] Next to Braniff, Continental operated fewer aircraft types (four: the B-747, DC-10, B-727-200, and DC9-10) during this period than any U.S. trunkline, affording substantial savings in parts, maintenance, and crew training logistics and costs.[16]

The DC-10 enabled the airline to capitalize on the burgeoning traffic growth in western U.S. markets. Continental saw market share grow annually in each DC-10 market through the 1970s, until relative market parity was achieved with United, the principal competitor on most of the DC-10 routes. The same service innovations introduced to the 747 fleet were initially implemented on the DC-10s, including the "Polynesian Pub"; although after the 1973 oil crisis-induced fuel price increases, higher seating capacity was needed to achieve profitable economics, and the DC-10 pubs would be removed.[16] Continental phased out its 747s in favor of the DC-10s. From the mid seventies until it was merged with Texas International, the airline operated just two types of aircraft, the DC-10 and the 727.

According to Six biographer Robert Serling, quality was the watchword in every detail of Continental's operations in the 1960s and 1970s.[13] In one anecdotal indication of Six's passion for premium customer service, every page of the airline's Customer Service Manual was inscribed with these words: "Nothing in this manual supersedes common sense." Bob Six relentlessly prowled the Continental system, as well as competitors' flights, to assure tight quality standards and to search for ideas that could be adopted to Continental's network.[13][16] The airline credits Six with instituting a culture promoting customer service.[18]

From 1961 to 1982, Continental was headquartered at the western end of the Los Angeles International Airport property. The facility included the general offices, flight control, central maintenance facility, flight kitchen, and Los Angeles crew bases.[13][16][page needed][19]

Deregulation and expansion (1977–1980)

Continental Boeing 747 at Los Angeles in 1987.

In 1974, after years of delays and legal proceedings, Continental inaugurated service between Houston and Miami, and on May 21, 1976, Continental was authorized to operate between San Diego and Denver—both routes had been long-sought, and signaled a new era of rapid growth for Continental. President Jimmy Carter and Civil Aeronautics Board chairman Alfred Kahn had been promoting deregulation of the airline industry (see Airline Deregulation Act), which would dissolve the CAB and for the first time in industry history allow U.S. carriers to determine without government supervision where they would fly, and how much they could charge for their services. In this context, 1977 was an historic year for Continental and the industry at large, as the CAB began to loosen its regulatory grip. Continental began service from Denver to Miami/Ft. Lauderdale and Tampa/St. Petersburg in Florida. In that same year, President Carter authorized Continental to begin daily round trips between Air Micronesia destination Saipan and Japan, and approved a route for Continental from Los Angeles to Australia via Honolulu, American Samoa, Fiji, New Zealand and Australia. The South Pacific service began May 1, 1979.[14][16][page needed]

After the 1978 passage of the Airline Deregulation Act, Continental embarked on an aggressive program of route expansion. October 1978 saw Continental begin flights from the New York area airports to Houston and Denver, and from Denver to Phoenix.[16] That same month, Continental inaugurated DC-10 service between Los Angeles and Taipei, via Honolulu and Guam. Service between Houston and Washington, D.C., began in January 1979. In June 1979, Continental linked Denver with Washington, D.C., Las Vegas, San Francisco and San Jose and also began Houston-Tampa service.[16] The airline suffered in 1979 when the DC-10 was grounded nationwide. Given that Continental Airlines only operated the DC-10 and the 727 at the time, flights to Hawaii were cancelled during the grounding. By the time of the Texas Air Corp. acquisition in 1981, Continental's post-deregulation growth had allowed it to penetrate every major U.S. airline market (and all of the regional markets) from the hubs in Denver and Houston, and the rapid expansion in the air was answered with large-scale facilities expansions at each of these airports. In Denver, Continental's very rapid growth provided the final impetus for the construction of the new Denver International Airport, which would be completed almost fifteen years later.[14][16][page needed]

Continental DC-10 at Narita Airport, Japan

While deregulation allowed Continental to expand into new profitable areas, it hurt the company's existing business as consumers were for the first time able to choose lower fares over Continental's better service. During 1978, Continental explored the possibility of a merger with Western Airlines.[16] Western was also headquartered at Los Angeles International Airport (LAX) and operated a fleet consisting predominantly of the same 727 and DC-10 aircraft types as Continental. The route systems would have been complementary, with little overlap; because, although they both served the Western states, Continental had strength in Hawaii, southern-tier and the Great Plains states; Western's strengths were in the California intrastate market, Alaska, Mexico, and the Intermountain West. Both airlines served the Pacific Northwest and Rocky Mountain states, but along different routes from Los Angeles, Denver, San Francisco, Seattle and Phoenix. This merger was not consummated, however, and industry changes were to take Continental down a very different path.[14][16]

Unlike some airlines (notably Braniff whose expansion was so rapid and unsustainable that the additional costs made investment recovery impossible, and the carrier was forced into bankruptcy and liquidation), Continental's rate of expansion following passage of the Airline Deregulation Act seems, in retrospect, to have been appropriate. The markets that were added were almost all profitable, absorbing some of the hits to its existing markets and helping it in its difficult times between 1982 and 1994.[14]

Acquisition by Texas Air Corporation (1981–1982)

Frank Lorenzo, Continental CEO, 1981–1990

In 1981 Texas Air Corporation, an airline holding company controlled by U.S. aviation entrepreneur Frank Lorenzo, acquired Continental after a contentious battle with Continental's management who were determined to resist Lorenzo. Continental's labor unions also fiercely resisted, fearing what they termed as, "Lorenzo's deregulation tactics," which meant that he wanted to make Continental a non-union airline. Lorenzo viewed the company as stuck in the pre-deregulation era and in need of serious changes to stay competitive. The airline was experiencing financial challenges both before and after Lorenzo's takeover, and he demanded immediate wage cuts and lay offs to keep the company afloat.[11] During this struggle, Continental Airlines President, A. L. Feldman, committed suicide, on August 9, 1981, in his office.[20]

In the end, Texas Air Corp. prevailed. Frank Lorenzo became Continental's new Chairman and CEO. On October 31, 1982 Continental merged with Texas International (the merged carrier retained the Continental name, brand, and identity; the TI brand and identity disappeared), offering service to four continents (North and South America, Asia and Australia) with a fleet of 112 aircraft. The "new Continental" relocated its headquarters to Texas Air's base in Houston, Texas. The merger resulted in a large expansion of Continental's hub at Houston Intercontinental Airport and extensive new routes to Mexico and the south central U.S.[16][21]

Airline unions fought Lorenzo and Continental at every step. In the Federal courts, they unsuccessfully sued to stop the company's reorganization. They were successful in working to persuade Congress to pass a new bankruptcy law preventing bankrupt companies from terminating contracts as Continental had successfully done. The law was too late to affect Continental and the cost cutting and changes that had rescued it from liquidation.[21][22]

First bankruptcy & labor relations (1983–1984)

Frank Lorenzo took Continental into Chapter 11 bankruptcy on September 23, 1983, after unsuccessfully attempting to negotiate a lower pay rate with labor unions. This saved the company from liquidation, but required substantial reorganization, which began immediately. Following bankruptcy, Continental was freed of its contractual obligations and imposed a series of new labor agreements on its union workers, sharply reducing the airline's labor costs at the cost of employee morale.[23] This move made Continental vastly more competitive with the new airline startups then emerging and thriving in the southwestern U.S., but had notable negative impact on employee attitudes and loyalty. The airline's decision to take bankruptcy worked—by the end of 1984, Continental recorded a $50 million profit. On June 30, 1986, Continental emerged from Chapter 11 bankruptcy. Pilots went on strike in 1983, but were unsuccessful due to Continental pilots and new hires who crossed the picket line.[24]

Consolidation causes rapid growth (1985–1989)

The America Tower in Neartown Houston, Continental's headquarters from 1983 to 1998

On April 28, 1985, Continental began its rebound, as signaled by the inauguration of its first ever scheduled service to Europe with flights from Newark and Houston to London. Soon thereafter, services to Paris, Frankfurt, Madrid and Munich were added.[16] However, the airline was still facing significant challenges with consistently low reliability rankings and a high level of customer complaints compared with its competitors.[11]

In October 1985, Texas Air Corp. made an offer for a Denver-based regional carrier, Frontier Airlines, opening a bidding war with People Express, which was headed by Lorenzo's former TI associate Don Burr. People Express paid a substantial premium for Frontier's high-cost operation. The acquisition, funded by debt, did not seem rational to industry observers from either the route integration or the operating philosophy points of view, but was in the opinion of most industry analysts rather an attempt by Burr to best his former boss, Frank Lorenzo.[16][22]

On August 24, 1986, Frontier filed for bankruptcy and ceased operations. With People Express hemorrhaging cash, Texas Air acquired People Express on September 15, 1986, at the same time gaining Frontier, whose strong network in the Great Plains and intermountain West reinforced Continental's already formidable Denver hub. Because it had been the largest airline operating in the New York market, the People Express hub at Newark would permit Continental to expand its East Coast services dramatically for the first time in its history. Continental soon became the third-largest airline in the U.S. and the predominant force in the New York, Denver and Houston airline markets. Continental emerged from bankruptcy in 1986 with improved asset and cash flow positions and a more competitive route structure with routes radiating to every large U.S. city from major hubs at Denver and Houston.[16][22] Continental also began developing its Midwest hub at Cleveland Hopkins International Airport in 1986, just as United Airlines began to transfer its Cleveland hub operations to Washington Dulles International Airport in Fairfax County, Virginia.

On February 1, 1987, People Express, Frontier, New York Air, and several commuter carriers were merged into Continental Airlines to create the third-largest U.S. airline (and sixth largest airline in the world). In so doing, Continental became an even larger player in the northeastern markets. 1987 saw the creation of Continental's OnePass frequent flier program (jointly with Eastern Airlines); and, in 1988 Continental formed its first strategic partnership (and the first international airline alliance of its kind) with SAS.[16]

Second bankruptcy & new management success (1990–1997)

Continental's reemergence from its second bankruptcy was signaled by its taking on the naming rights to New Jersey's Continental Airlines Arena, which it held until 2007
A Continental Douglas DC-10

In 1990, Frank Lorenzo retired after 18 years at the helm of Texas International and later Texas Air and Continental Airlines, selling the majority of his Jet Capital Corporation to Scandinavian Airlines System (SAS). According to William F. Buckley, in his September 17, 1990 article on National Review, the sale to SAS was conditioned on Lorenzo leaving the company.[21]

On December 3, 1990, Continental filed for its second bankruptcy in a decade. Circumstances behind the second bankruptcy included:[25]

  • Lorenzo had dedicated himself almost full time to Eastern Air Lines acquisition and labor relations issues;
  • the 1990 Iraqi invasion of Kuwait and the resultant Gulf War had prompted a dramatic increase in the price of jet fuel
  • People Express had been highly leveraged at the time of its merger with Continental, having purchased Frontier Airlines just two years before.

In addition to Lorenzo embarking on deals which saddled the airline with other carriers' debts, he also began consolidating the different airlines into one system. That resulted in a fleet comprising numerous aircraft types, evident in the patchwork array of liveries in the Continental fleet that lasted until Gordon Bethune ordered all planes to be painted into the current livery.[26]

In the late 1980s, following a dramatic reduction of service by United Airlines and an unsuccessful attempt by USAir to establish point-to-point service, Continental expanded at Cleveland Hopkins International Airport and established what would become its third-largest system hub. Continental quickly gained nearly all of the gates in the C concourse (once dominated by United), and later expanded that concourse to 24 gates in addition to eventually constructing a new Concourse D in 1999.[27]

Boeing 757–200 in 1991–current livery

On February 12, 1991, Continental unveiled its new and current blue and gray livery and the "globe" logo. These continue to be the identity for Continental's fleet and facilities identification and will be the foundation of the livery of the post-merger United Airlines.[28][29]

In 1993 Air Canada, Air Partners and Texas Pacific Group, enabled Continental to emerge from bankruptcy by investing $450 million in the airline. Under the leadership of former Boeing executive Gordon Bethune, who became President in October 1994, Continental began a successful transformation project. When Bethune took over in 1994 as COO and President of Continental Airlines the troubled airline had twice faced bankruptcy and was again headed that direction. A search firm hired by Continental's board of directors suggested Bethune, who had recently completed an Advanced Management Course at the Harvard Business School, to salvage the company.

Bethune quickly made his mark on the carrier recognizing that a good airline was defined by customer satisfaction, not just cost per available seat mile. Bethune ascended to the role of CEO and was elected chairman of the board of directors in 1996.[30]

Continental went from being ranked last in every measurable performance category to winning more J.D. Power and Associates awards for Customer Satisfaction than any other airline in the world. BusinessWeek magazine named Bethune one of the top 25 Global Managers in 1996 and 1997. Under his leadership Continental's stock price rose from $2 to over $50 per share. Fortune named Continental among the 100 Best Companies to Work for in America for six consecutive years. In his final year piloting the airline Fortune magazine ranked Continental 2004's No. 1 Most Admired Global Airline, a title it earned again in 2005, 2006, 2007 and 2008.[1] Bethune released his book, From Worst to First,[31] in 1999 detailing his success at that carrier.

The Boeing 777-200ER, Continental's long-haul flagship[citation needed]

While at Continental, Mr. Bethune created the Go-Forward plan, to fix problems with the airline, which included employee morale, the quality of the product, and the route structure, among others. He is credited, along with his management team, for saving Continental from extinction. Bethune began by ordering new aircraft in an effort to convert to an all-Boeing fleet. After the opening of Denver airport on February 28, 1995, Continental management decided that the Denver hub – its historic operational base and heart of the system for almost 60 years – would be abruptly reduced to spoke status (with service only to Houston, Newark, and Cleveland). This decision centered on cost-reductions, since DIA charges and landing fees were substantially higher than those at Stapleton, which DIA had replaced.[citation needed]

Between 1993 and 1995, Continental experimented with an 'airline within an airline' by launching CALite, later renamed Continental Lite, which provided all-economy, low-fare, no-frills service between primarily leisure destinations. Continental Lite operated with a dedicated fleet of 100 McDonnell Douglas DC-9-30 and Boeing 737–200 aircraft, each repainted with the 'Lite' livery and stripped of its first class cabin. (The Continental Lite experiment was rumored to be the result of "extra" aircraft on hand following the closure of Continental's Denver hub.) This service was based primarily at Continental's existing hub in Cleveland as well as a new hub established in Greensboro, NC. The experiment, which had been developed and launched by Bethune's predecessor, Robert Ferguson, proved unsuccessful and the brand was dissolved in 1995. Continental's short-lived Greensboro hub was dismantled in the process.

On March 26, 1996, Continental launched the first phase of its website.[32] During this time period Continental was the subject of hostile takeover bids submitted by then Delta Air Lines and Northwest Airlines. The final deal struck, as described by Bethune in his book, with Northwest allowed Continental to keep its corporate identity but all major decisions, mergers and alliances, were controlled by means of a "golden share" owned by Northwest Airlines.[citation needed]

International expansion begins (1997–2007)

A Continental Airlines Boeing 767-200ER upon push-back at Berlin Tegel Airport (2010).

Beginning in 1998, Continental again embarked on a program to expand its international operations. In that year it inaugurated services to Ireland and Scotland, and in October 1998 the airline received its first Boeing 777-200ER aircraft, allowing non-stop flights from Newark and Houston to Tokyo, Japan, and from Newark to Tel Aviv, Israel. Continental in the same year launched partnerships with Northwest Airlines, Copa Airlines, Avant Airlines, Transbrasil, and Cape Air, and Continental and America West Airlines became the first two US airlines to launch interline electronic ticketing.[33] In 1999, Continental Airlines started service between Newark and Zurich, Switzerland, and from Cleveland to London. The Cleveland to London originally flew from Cleveland Hopkins International to London's Gatwick Airport, but moved in 2009 to London Heathrow. Due to the economic situation, this flight was suspended.

In 1998 Continental expanded its flycontinental.com functionality, including the addition of WebTV and Windows CE functionality and expanding services to Canadian users.[34]

On March 1, 2001, Continental launched non-stop service from Newark to Hong Kong, operating over the North circumpolar route. This service was the first non-stop long-haul route for any airline with flying duration exceeding 16 hours. The SARS outbreak in Asia caused service to be suspended until August 1, 2003. The launch in 2001 initiated a brief battle between Continental, United Airlines and Cathay Pacific over rights to non-stop flights between Hong Kong and New York.[35]

Boeing 777-200ER "Peter Max" (the colorful aircraft) at George Bush Intercontinental Airport in Houston, Texas. Downtown Houston is visible in the background. The livery was removed in the winter of 2007–2008

In 2003 non-stop daily services were started between Newark and Geneva, Switzerland and between Newark and Port of Spain, Trinidad and Tobago. On September 13, 2004 Continental entered SkyTeam alliance along with Northwest/KLM and CSA.[36] Continental introduced new non-stop services to Oslo, Norway and Edinburgh, Scotland in 2004. In 2005, Continental expanded service from Newark to Beijing after being awarded the China route. During the same year, five new European destinations were added: Stockholm in Sweden, Belfast and Bristol in the United Kingdom, and Hamburg and Berlin in Germany. Services were added to Copenhagen, Denmark and Cologne, Germany in 2006, and to Athens, Greece in 2007. Among U.S. airlines, only Delta (with its extensive network of legacy routes dating from Delta's acquisition of Pan American's European network) serves more European destinations than Continental.

In 2005 service to Asia was expanded as Continental introduced daily nonstop service between Newark and New Delhi, India. The success of this Newark-New Delhi route presaged establishment of a second gateway in India with the announcement of daily nonstop service to Mumbai. With the establishment of Mumbai service, Continental offers the most nonstop flights by any carrier from the United States to India.[37]

By May 2006, the carrier's passenger traffic surpassed that of Northwest Airlines, and Continental became the fourth-largest U.S. carrier, the first change in the top-five passenger enplanement rankings since 2001.[38]

The Wall Street Journal reported on December 12, 2007 that Continental was in merger discussions with United Airlines. Of issue would be Continental's golden share held by Northwest Airlines, dating from a stakeholding relationship during the late 1990s, and the divestiture of Continental's Guamanian hub. A deal was not "certain or imminent", with the talks being of a preliminary nature.[39][40] In April 2008, at the height of oil prices, Northwest announced a merger with Delta Air Lines. This allowed Continental to buy back the golden share from Northwest Airlines, which it did.[41] Continental then renewed merger talks with United Airlines, but Continental ended the merger talks that same month.[42]

Continental scales back (2008)

Continental operates from Terminal C at Newark Liberty International Airport[43]

May 2008 – Continental Airlines sold its remaining 4.38 million share investment in Panamanian flag carrier Copa for $35.75 a share, netting proceeds of $149.8 million. Continental had been a principal shareholder in Copa.[44]

June 2008 – Continental said that due to national and international economic conditions, it would cut 3,000 jobs and that the CEO and president would reduce their salaries for the remainder of the year. The airline also said it would reduce capacity and eliminate 67 mainline aircraft from its fleet by the end of 2009, retiring all of Continental's 737-300s and all but 35 of its 737-500s.[45]

Continental announced that it planned to withdraw from the SkyTeam Alliance and would join the Star Alliance in order to cooperate more extensively with United Airlines and other Star Alliance airlines. The new Continental-United relationship has been characterized as a "virtual merger" in some circles.[46] Continental had maintained its SkyTeam affiliation to be business-as-usual until the day of withdrawal.[47] Continental had been in discussions with United Airlines earlier in 2008 which might have resulted in a merger of the two carriers, but Continental withdrew from these discussions stating that it intended to continue to operate as presently constituted.[48]

August 2008 – The USA Today reported that Continental would furlough between 140 to 180 pilots. The article also mentioned that more than 2,500 jobs have already been eliminated, mostly by voluntary early out programs. Continental said in June that it would reduce U.S. capacity by 11% after the end of the peak summer travel season.[49]

September 2008 – Continental announced that it would commence providing seasonal non-stop service between Houston and Rio de Janeiro. The new non-stop flight is timed to provide roundtrip flight connections at Continental's Houston hub to more than 160 cities throughout the U.S., Canada, Central America, Europe, and Asia.[50]

Continental renewed its lease for around 450,000 square feet (42,000 m2) in Continental Center I.[51]

International expansion and improvements (2009)

January 2009 – Continental was the first commercial carrier to successfully demonstrate the use of sustainable biofuel to power an aircraft in North America. During the demonstration flight, Continental’s test pilots successfully conducted a number of flight maneuvers, and the biofuel met all performance requirements as compared with traditional jet fuel. The biofuel blend included components derived from algae and jatropha plants, both sustainable, second-generation sources that do not impact food crops or water resources or contribute to deforestation.[52]

  • Continental announced that its 4th quarter 2008 net loss widened to $266 million on costs for pilot retirement and reducing the value of its fuel hedges.[53]

March 2009 – Continental became the first U.S. carrier to inaugurate scheduled service between New York and Shanghai, China, with daily non-stop flights from the airline’s hub at Newark Liberty International Airport. The new service links the world’s financial center and top business and tourism destination with China’s center for finance and trade.[54]

To commemorate Continental's 75th Anniversary, Boeing 737-900ER aircraft N75436 was painted with Continental's mid-50s "Blue Skyways" livery

June 2009 – Continental Airlines took delivery of another new Boeing 737- 900ER, which was painted with a retro livery to commemorate the airline’s 75th anniversary. The new aircraft’s retro livery, which was originally used on aircraft beginning in 1947 and is called The Blue Skyway, was selected by Continental employees. Continental flew the aircraft to its three hubs for anniversary celebration events for employees and retirees.[55]

July 2009 – Continental now offers DIRECTV, giving customers the choice of 95 channels of live television programming – more channels than any other carrier – including live sports, news, weather and children’s shows. The channel lineup includes CBS, NBC, Fox, USA Network, Discovery Channel, A&E, CNN, ESPN, Animal Planet, The History Channel and many other popular channels. The fee for economy-class customers is $6 per flight.[56]

  • Continental announced that Jeff Smisek, Continental’s president and chief operating officer and a member of the board of directors, will become chairman and chief executive officer, effective Jan. 1, 2010. Smisek will succeed Larry Kellner.[57][58]
  • Continental launched Virtual Expert technology, a new feature at continental.com, offering customers 24-hour support on the Web for all their travel needs. “Alex,” the airline’s Virtual Expert, interacts with customers to easily and effectively interpret requests and provide accurate answers to travel needs. Continental is the first network carrier to offer human emulation technology.[59]

October 2009 – Continental Airlines joined Star Alliance on Oct. 27, 2009, initiated with a closer partnership with United Airlines. Continental’s transition to Star Alliance is a strategic change that will enhance travel options and competition. Continental’s network will have a distinct fit in Star Alliance, with Continental’s New York hub at Newark Liberty International Airport playing a particularly important role for Star Alliance travelers.[12]

November 2009 – Continental Airlines begins new non-stop service from its Houston hub to Edmonton International Airport beginning Nov. 1, 2009, subject to government approval. The daily flight is the 11th Canadian destination to be served by Continental and the fourth Canadian destination from the airlines’ Houston hub.[60]

  • Continental also started new daily non-stop service from its hubs at Houston and Cleveland to Washington Dulles International Airport (IAD). From Nov. 1, 2009, Continental will offer three daily flights from Houston Bush Intercontinental Airport (IAH) to Dulles and two daily flights from Cleveland Hopkins International Airport (CLE) to Dulles.[61]
  • Continental Airlines launches daily nonstop service between its Houston hub at Bush Intercontinental Airport and Frankfurt effective Nov. 1, 2009 (eastbound), subject to government approval. The service will be operated by Boeing 767–200 aircraft, seating 25 passengers in BusinessFirst and 149 passengers in economy. Frankfurt joins London, Paris and Amsterdam as the fourth European city served by Continental from Houston. The airline currently operates daily flights to Frankfurt from its New York hub at Newark Liberty International Airport.[62]

December 2009 – Continental begins new service from its Guam hub and Honolulu to Nadi, Fiji, beginning Dec. 18, 2009. The flights will also offer convenient connections from the U.S. mainland, Japan and Continental’s Micronesian network to Nadi. The service will be operated by Continental Micronesia using two-cabin Boeing 737–800 aircraft with 155 seats.[63]

Continental Airlines 737–900 after liftoff

The big announcement (2010)

January 2010 – As of January 1, 2010, Jeff Smisek, former president and COO, became the CEO of Continental Airlines.[64] Continental plans to start seasonal nonstop service between Portland International Airport (PDX) and Ted Stevens International Airport (ANC), putting Continental in direct competition with former partner Alaska Airlines. The flight from Portland International Airport (PDX) will depart at 6:10 pm and arrive at Ted Stevens International Airport (ANC) in Anchorage at 8:55 pm The return flight will depart Anchorage at 1:25 am and arrive in Portland at 6:15 am Continental will operate the flight with a Boeing 737–800 with 160 seats. To start June 10, 2010.[65]

February 2010 – On February 16, 2010, Continental, along with its wholly owned subsidiary Continental Micronesia, announced that it will apply for nonstop flights to Tokyo-Haneda as part of the US-Japan OpenSkies agreement. Continental plans to begin services to Tokyo-Haneda from its New York/Newark hub sometime in late-October 2010 with Boeing 777-200ER aircraft; Continental Micronesia plans to begins services to Haneda Airport from its Guam hub with Boeing 767-400ER aircraft.[66] However, Haneda slots were awarded to American, Delta, and Hawaiian Airlines instead.

Continental Airlines became the first airline to launch a mobile boarding pass service to London’s Heathrow. The service allows customers to receive boarding passes electronically on their mobile phones or PDAs. The carrier will be the first to offer the service on nonstop flights from the UK to the US.[67]

April 2010 – On April 16, 2010, Continental resumed merger talks with United Airlines after deciding not to merge in 2008.

May 2010 – On May 2, 2010, the board of directors of both Continental and UAL Corporation's United Airlines reached an agreement to combine operations to create the world's largest airline. The combined carrier will take the United Airlines name but will use Continental's logo and livery. The carrier will be based in Chicago and Continental CEO Jeff Smisek will be CEO of the combined airline.[68] The merger is contingent upon shareholder and regulatory approval.

June 2010 – Continental announced that it will begin offering nonstop flights from its hub in Houston to Auckland, New Zealand beginning November 16, 2011, subject to government approval. Flights from Houston to Auckland will be flown using Boeing 787 Dreamliner aircraft once they are delivered in August 2011.[69] However, due to an additional delay of the Boeing 787 Dreamliner aircraft, Continental decided to postpone the service until 2012.[70]

-On June 14, 2010, Continental announced that it will launch nonstop flights from its hub in Houston to Lagos, Nigeria beginning November 10, 2011 subject to government approval. Flights were to be originally be flown on Boeing 787 Dreamliner dreamliner aircraft.[71] Due to an additional delay in delivery of the 787, Continental plans to launch Houston-Lagos flights with Boeing 777-200ER aircraft instead.[72]

July 2010 – The Continental-United merger was approved by the European Union.[73]

August 2010 – Continental and United Airlines reveal a new logo that will be used after the Continental-United Merger is complete.[74]

-On August 27, 2010, the US Justice Department approved the Continental-United Merger. This is partially because United and Continental agreed to lease 18 take-off and 18 landing slots at Newark Liberty International Airport to Southwest Airlines.[75]

September 2010 – On September 17, 2010, Continental shareholders approve the merger deal with United Airlines.[7] Both carriers plans to begin merging operations in 2011 to form the world's biggest carrier and is expected to receive a single operating certificate by 2012.[76] Continental's single operating certificate (SOC) (using the "United" name)will be retained, whereas, those of United and Air Mike will be surrendered.[77] On the other hand, United's maintenance certificate will survive and Continental's will be abandoned.

October 2010 – On October 1, 2010, UAL Corporation (the parent company of United Airlines) completed its acquisition of Continental Airlines and changed its name to United Continental Holdings, Inc. Although the two airlines remain separate until the operational integration is completed (by mid-2012), as of this day both airlines are corporately controlled by the same leadership.

December 2010 – On December 22, 2010, Continental Airlines merged operating certificates with Continental Micronesia. All flights are now branded and operated by Continental Airlines.

Merger with United (2011)

February 2011- On February 17, 2011, United Continental Holdings, Inc. announced that Economy Plus will be part of the new United Airlines.[78]

March 2011- On March 22, 2011, United Continental Holdings, Inc. announced that they have plans to offer Wi-Fi Service on more than 200 domestic Boeing 737 and 757 aircraft.[79]

Merger with United Airlines

In February 2008, UAL Corporation and Continental Airlines began advanced stages of merger negotiations and were expected to announce their decision in the immediate aftermath of a definitive merger agreement between rival Delta Air Lines and Northwest Airlines.[80] The timing of the events was notable because Northwest's golden shares in Continental (that gave Northwest veto authority against any merger involving Continental) could be redeemed, freeing Continental to pursue a marriage with United. On April 27, 2008, Continental broke off merger negotiations with United and stated it was going to stand alone.[81] Despite ending merger talks, Continental announced that it will join United in the Star Alliance.[82]

United and US Airways were in advanced merger talks in late April 2008, following the announcement that Continental had broken off talks with United.[83] In June 2008, CEOs of both United Airlines and Continental Airlines signed an alliance pact presaging their eventual merger. The alliance is an agreement to link international networks and share technology and passenger perks. This agreement is basically a "virtual merger" that includes many of the benefits of a merger without the actual costs and restructuring involved. The alliance took effect about a year after Delta Air Lines and Northwest Airlines completed their merger, as that released Continental from the SkyTeam contract and allowed for the required nine-month notice. Additionally, Continental joined the Star Alliance, as Delta and Northwest merged.[84]

A Boeing 737–800 (N73276) on approach to San Diego. The new livery after the merger retains the Continental theme, but with the Continental replaced by United.

United Airlines was reported to be in serious merger discussion with US Airways in early April 2010. A New York Times report indicated that a deal was close. Union consent was cited as a major hurdle for negotiators to clear.[85] On April 22, 2010, United announced that it would not pursue a merger with US Airways.[86]

The Board of Directors at Continental and United airlines approved a stock-swap deal that would combine them into the world's largest airline on Sunday, May 2, 2010. The airlines publicly announced the deal the next day.[87] The new airline will take on the United Airlines name and be based in United's hometown of Chicago. It will be run by Continental's CEO, Jeff Smisek. UAL's CEO, Glenn Tilton, will be non-executive chairman. The deal will still need final approval from labor unions, shareholders, and antitrust regulators before being allowed to go forward.[citation needed] This would re-unite Walter Varney's airlines, whose offspring includes Continental and United.[88] On August 27, 2010, US regulators approved the planned merger.[89] UAL and Continental shareholders gave their consent to the deal on September 17, 2010. The transaction is expected to close by October 1, 2010.[7] Both carriers plan to begin merging its operations in 2011 and is expected to receive a single operating certificate by 2012.[76]

Currently, more than three hundred planes from both United and Continental have been painted in the new United livery. There has been some public negative reaction to the new United livery among United employees and frequent flyers and fans, with petitions on social networking sites such as Facebook and Twitter to save the pre-merger United Saul Bass logo and livery. Management may have taken note of this negative reaction when it changed the font of the new livery to the current ALL CAPS san serif font closer to the latest United Airlines font, from the originally proposed title caps serifed font similar to the latest Continental font, though management has never publicly provided a reason for this change.

The company's CEO has stated repainting all aircraft quickly into the new livery, in order to have a "uniform livery" will be a priority now that the merger has been approved. As of late July 2010, United Airlines had suspended all repaints into their then current livery. N794UA, a Boeing 777–200 was the last aircraft to receive United's blue and white livery.

The new United will be the second largest airline in terms of fleet size, while Delta Air Lines remains the largest. The combined airline houses a fleet of nearly 700 aircraft, surpassing American Airlines' 621. There are also 118 aircraft on order, 50 from United, and 68 from Continental. The combined fleet features a mixture of Airbus and Boeing aircraft: Airbus A319s, Airbus A320s, Boeing 737s, Boeing 747s, Boeing 757s, Boeing 767s, and Boeing 777s with orders of Airbus A350s and Boeing 787 Dreamliners.

Both airlines have taken losses in the recession and expect the merger to generate savings of more than $1 billion a year.[90] The combined airline will serve up to 370 destinations, from the 10 hubs listed below. This may subject to change due to future developments and decisions. Continental and United said that Houston's George Bush Intercontinental Airport will be the largest hub for the new airline, which is a primary gateway to Latin America.[91]

New United Airlines hubs

Company affairs and identity

Headquarters

77 West Wacker Drive, the current headquarters

Continental currently has its headquarters in 77 West Wacker in the Chicago Loop of Chicago, Illinois.[4]

Continental Airlines previously had its headquarters in the Continental Center I building in the Cullen Center complex in Downtown Houston.[92]

On October 31, 1937, Continental moved its headquarters to Stapleton Airport in Denver, Colorado.[93] Robert F. Six arranged to have the headquarters moved to Denver from El Paso, Texas because Six believed that the airline should have its headquarters in a large city with a potential base of customers.[94]

The Continental Center I at night, with the airline logo displayed, and the KBR Tower

At a 1962 press conference in the office of Mayor of Los Angeles Sam Yorty, Continental Airlines announced that it planned to move its headquarters to Los Angeles in July 1963.[95] In 1963 Continental's headquarters moved to a two story, $2.3 million building on the grounds of Los Angeles International Airport in Westchester, Los Angeles, California.[96][97] The July 2009 Continental Magazine issue stated that the move "underlined Continental's western and Pacific orientation."[94]

On July 1, 1983 the airline's headquarters were relocated to the America Tower in the Neartown area of Houston, and would remain there until relocation to downtown in 1998.[98][99][100][101][102] Stephen M. Wolf, the president of Continental said that the company moved its headquarters because Houston became the largest hub for Continental.[103]

In January 1997 Continental occupied 250,000 square feet (23,000 m2) of space at the America Tower. In addition it had 200,000 square feet (19,000 m2) of office space in a building in proximity to George Bush Intercontinental Airport and 75,000 square feet (7,000 m2) in a building located on Fuqua Road in Houston. The airline planned to move into a new headquarters site; originally it wanted a single site for its operations.[104] In September 1997 the airline officially announced that it would consolidate its Houston headquarters in Continental Center I.[105] The airline scheduled to move around 3,200 employees in stages beginning in July 1998 and ending in January 1999. The airline consolidated the headquarters operation at the America Tower and three other local operations into Continental Center I and Continental Center II in the Cullen Center. Bob Lanier, Mayor of Houston, said that he was "tickled to death" by the airline's move to relocate to Downtown Houston.[106]

After the September 11 attacks and by September 2004 Continental laid off 24% of its clerical and management workers. Despite the reduction of the workforce, Continental did not announce any plans to sublease any of its space in Continental Center I and Continental Center II.[107]

In 2008 Continental renewed its lease for around 450,000 square feet (42,000 m2) in Continental Center I. Before the lease renewal, rumors spread stating that the airline would relocate its headquarters to office space around George Bush Intercontinental Airport due to high fuel costs affecting the airline industry; the rumors stated that the airline was studying possibilities of less expensive alternatives to Continental Center I.[51] The parties did not reveal the terms of the lease agreement.[108]

In 2010, Continental Airlines and United Airlines announced that they would merge and that the headquarters of the combined company would be in the Chicago Loop in Chicago. The airline has not stated how much of the 480,000 square feet (45,000 m2) of space that it leases in Continental Center I will be vacated.[109] As of 2010 Continental had around 3,000 clerical and management workers in its Downtown Houston offices.[110] According to Nicole Bradford of the Houston Business Journal, some believe that the airline will vacate and leave thousands of square feet of space in Downtown Houston empty. As of 2010 Continental leases 450,000 square feet (42,000 m2) in Continental Center I, about 40% of the tower's office space.[111] United has begun to move employees to a new operations center in the Willis Tower (former Sears Tower) and one thousand are expected by the end of 2010[citation needed]. As of September 2011 Continental continues to have employees at Continental Center I, which is now a former headquarters. About half of the existing employee base will remain in the building.As of September 2011 Continental continues to occupy space at Continental Center I, now a former headquarters, and another building. Half of the previous number of employees will work in Downtown Houston. Some job positions were eliminated. Some employees were transferred to Chicago.[112]

Environmental record

Continental Airlines has made efforts to minimize the negative environmental effects of commercial aviation. For example, the carrier invested over $12 billion for the purchase of the current 270 fuel-efficient aircraft and related equipment that make up part of the airline's fleet.[113] These efforts have contributed to significant reductions of greenhouse gas and noise emissions, and have decreased fuel consumption by 45% per mainline revenue passenger mile over the past decade.[113] Continental Airlines was also one of the first carriers in the world to fit winglets to as much of its fleet as it could, reducing fuel burn by 3–5%.[114]

Continental has implemented a program that gives passengers the opportunity to offset their carbon emissions per flight for a fee of $2. Funds collected from the carbon offset scheme are directed for tree planting in reforestation areas. Passengers can also contribute $50 or more to fund renewable-energy projects such as wind- or solar-power projects, or to re-establish algae in oceans or large scale reforestation.[115]

The U.S. Environmental Protection Agency's (EPA) "Design for the Environment Program" has recognized Continental (2008) for use of a non-chromium aircraft surface pre-treatment that is environmentally compatible. Continental Airlines is the first carrier in the world to utilize this technology on their aircraft. The product, "PreKote", eliminates hazardous chemicals that are usually used in the pre-treatment phase before painting an aircraft. This technology provides improved environmental conditions for maintenance employees, while also reducing wastewater.[113]

Continental Airlines is planning flight tests using aircraft powered by biofuel rather than traditional Jet-A1. On January 7, 2009, Continental partnered with GE Aviation to conduct a biofuel demonstration flight, making the airline the first U.S. carrier to conduct tests using biofuels. The test bed, a Boeing 737–800 (registered as N76516), ran one of its engines on a mix of 50% kerosene, 6% algae, and 44% jatropha, a weed that bears oil producing seeds.[116] The engine running partly on biofuel burned 46 kg less fuel than the conventional engine in 1 and a half hours while producing more thrust using the same volume of fuel. Continental's CEO, Larry Kellner, commented "This is a good step forward, an opportunity to really make a difference to the environment" citing jatropha's 50–60% lower CO2 emissions as opposed to Jet-A1 in its lifecycle.[117]

Continental Airlines has been recognized by NASA and Fortune magazine for positive environmental contributions.[113]

Awards

  • No. 1 Most Admired Global Airline; Fortune Magazine (2004–2009)[118]
  • No. 1 Most Admired U.S. Airline; 'Fortune Magazine (2006–2007, 2010)[119]
  • No. 1 Greenest U.S. Airline; Greenopia (2009)[120]
  • No. 1 Pet-Friendly Airline; PetFinder.org (2009)[121]
  • Best Executive/Business Class; OAG Airline of the Year Awards (2003–2007, 2009)[122]
  • Best Airline Based in North America; OAG Airline of the Year Awards (2003–2009)[122]
  • Best U.S Carrier Trans-Atlantic and Trans-Pacific Business Class; Condé Nast Traveler (1999–2006)[122]
  • Best Airline for North American Travel; Business Traveler Magazine (2006–2009)[123]
  • Best Large Domestic Airline (Premium Seating); Zagat Airline Survey(2008)[124]
  • Best Value for the Money (International); Zagat Airline Survey (2009)[124]
  • Highest-Ranked Network Airline; J.D. Power and Associates (2007)[125]
  • Airline of the Year; OAG (2004–2005)[126]
  • Business Leadership Recycling Award; American Forest & Paper Association (2010)[127]

Destinations

Continental, together with Continental Express and Continental Connection, offers more than 2,400 daily departures throughout the Americas, Europe and the Asia-Pacific region. The summer 2008 schedule saw Continental serving 130 domestic and 132 international destinations.[128]

Continental Airlines operates primarily a hub-and-spoke route network with North American hubs in Cleveland, Houston, and Newark, and a west Pacific hub in Guam. The majority of Continental flights are operated from its hubs, with a few exceptions (Seattle-Anchorage, Los Angeles-Honolulu, and Los Angeles-Havana, Laguardia – Aruba). Some affiliated airlines using the Continental Connection name also operate flights not involving hubs, such as Gulfstream International Airlines, which operates intra-Florida and Florida-Bahamas services.

Continental is the dominant operator at Houston Intercontinental Airport

For almost 40 years, Continental operated a very large hub in Denver, Colorado, but took the decision to close that hub in 1995 immediately after the opening of Denver International Airport (D.I.A), which represented a significantly higher-cost operation than the former Stapleton Airport, which D.I.A. had replaced. The abrupt nature of this change came as a shock to Denver, which was experiencing dramatic growth. The void left by Continental's departure allowed the establishment of the "new" Frontier Airlines (a startup, rather than the original carrier of that name). Both Frontier and Southwest Airlines (which entered the Denver market after Continental's dehubbing) have expanded quickly to fill the vacuum created by Continental's closing of its Denver hub.

For the first forty years of its existence, Continental was a domestic airline; however, especially after the incorporation of Texas International routes, it has served more Mexican destinations than any other U.S. carrier since the mid-1980s.

Continental first entered the transatlantic market in April 1985, with the introduction of a Houston-London-Gatwick service. Long prevented from serving London-Heathrow because of the provisions of the Bermuda II agreement, Continental maintained its London services at Gatwick, where in 2007 as many as six flights a day were offered to Newark, Houston, and Cleveland.

In March 2008, an Open Skies Agreement between the U.S. and the European Union became effective, invalidating Bermuda II restrictions that had limited the number of carriers and cities in the U.S. that could serve London-Heathrow. In November 2007 Continental announced that new, nonstop, twice-daily service from its hubs at Houston-George Bush Intercontinental and Newark-Liberty to London-Heathrow would be offered; and this service was inaugurated on March 29, 2008. The service replaced existing frequencies to London-Gatwick and are offered with a combination of Boeing 777-200ER and 757-200 equipment, with flat beds guaranteed in the BusinessFirst cabin.[129] Continental has grown its presence at London-Heathrow to seven daily flights; two to Houston-Intercontinental and five to Newark.

Continental operates international flights from Terminal E at George Bush Intercontinental Airport, Houston, Texas.

During the Vietnam War, Continental's extensive military charter operations established a presence in the Pacific region that formed the basis for the Air Micronesia operation. Service to Japan was initiated in the 1970s from Guam and Saipan, and by the late 1980s, nonstop service between Seattle and Tokyo was briefly offered with 747 equipment, soon to be replaced with a direct Honolulu-Tokyo (Narita) flight. Through the 1990s, Continental maintained a minimal presence in the long-haul trans-Pacific market, until the delivery of 777-200ERs in 1998 which saw the addition of nonstop Tokyo service from Houston and Newark. By 2007, Hong Kong and Beijing were added to the network, and in 2009 Shanghai was added, all from the Newark hub. Continental has served Australia in the past with DC-10[130] and Boeing 747 service from Hawaii; Continental withdrew from much of the Australian market, but continues Air Micronesia Boeing 737–800 services between Cairns and Guam on a 4x weekly basis. Beginning in June 2011, it initiated service to Hilo, Hawaii, providing that city the only nonstop air service to and from any destination outside the state of Hawaii. [131]

Continental offers the most destinations of any of the U.S. carrier to India, Japan, Mexico, Ireland and the United Kingdom, and is the only U.S. airline to fly to the Federated States of Micronesia, Marshall Islands, Norway, and Vietnam. Continental began service from Newark to Mumbai, India on October 1, 2007 making that city Continental's second Indian destination.

Codeshare agreements

In addition to Continental Express, Continental Connection, and Star Alliance partners, Continental also has codeshare agreements with the following airlines (as of January 2011)[132]

Fleet

Continental's all-Boeing fleet consists of four types (737, 757, 767, and 777) in ten variants, with two variants of the Boeing 787 Dreamliner scheduled to enter service in 2011. The company's daily aircraft utilization is usually at the top of the industry.[16] The Boeing customer code for Continental Airlines is 7x7-x24. (e.g. 777-224)

As of September 2010, the Continental Airlines fleet consists of the following aircraft with an average age of 9.5 years:[134][135][136]

United announced that it will retain its "EconomyPlus"[137] seating as a result of the merger and plans to expand the brand to Continental aircraft starting in 2012.[138] On November 19, 2011, United launched its "EconomyPlus" seating on one Continental Airlines aircraft, a Boeing 767-400ER.[139]

United Continental Holdings announced plans to provide WiFi internet service on mainline planes beginning in mid-2012 and expects to have all mainline aircraft equipped with WiFi by 2015.[140]

Continental Airlines Fleet, September 20, 2010
Aircraft In Service Orders Passengers Notes
F Y Total
Boeing 737–500 29 0 8 106 114
Boeing 737–700 36 46 12 112 124
Boeing 737–800 8
122
2 14
16
141
144
155
160
Boeing 737–900 12 0 20 153 173
Boeing 737-900ER 33 19 20 153 173 19 deliveries expected in 2012
Boeing 757–200 41 0 16 159 175 All feature Flat-Bed BusinessFirst seats
Boeing 757–300 21 0 24 192 216 Largest operator of the Boeing 757–300.
Boeing 767-200ER 8 0 25 149 174 All feature Boeing's signature 777 style interior. To begin retirement.
Boeing 767-400ER 12
4
0 35
20
200
236
235
256
The 12 aircraft currently in the 35/200 configuration will be updated with Flat-Bed BusinessFirst seats starting in 2011. 1 aircraft refitted with United's "Economy Plus" seating.[141]
Boeing 777-200ER 22 0 50 226 276 2 dry leased from ILFC
All feature Flat-Bed BusinessFirst seats
Boeing 787–8 0 11 36 192 228 Entry into service projected: First quarter of 2012.
Boeing 787–9 0 14
TBA
Entry into service projected: 2013
Total 348 92

First Class is offered on Domestic Flights. BusinessFirst is offered on Transatlantic/Transpacific Flights.

Continental Airlines was one of three carriers (with American Airlines and Delta Air Lines) to sign an exclusivity agreement with Boeing in the late 1990s. When Boeing acquired McDonnell Douglas, the European Union forced Boeing to void the contracts. Both parties have been adhering to the terms under a gentlemen's agreement.

Continental was one of the first major airlines to fly the Boeing 757 on transatlantic routes. There have been some instances of range limitations on west-bound transatlantic flights due to strong headwinds resulting in a fuel stop which does not appear on the timetable, but these stops are not common. The use of the 757 with its smaller seating capacity has allowed for "thin" routes (routes with less passenger traffic) to be economically viable. It has allowed non-stop service from smaller cities, such as Belfast, Northern Ireland and Hamburg, Germany to the New York gateway. Previously, customers originating at these and similar cities needed to connect at European gateways like London, Paris or Frankfurt in order to travel to New York.

All of Continental's Boeing 737s and 757s have winglets.

Historic fleet

CAL, March 1960[142]
Aircraft Total Orders Notes
Boeing 707–124 4 1
Douglas DC-3 10 0
Douglas DC-6 1 0 Leased
Douglas DC-6B 2 0 1 leased
Douglas DC-7B 5 0
Vickers Viscount 812 15
Total 37 1
CAL, March 1970[143]
Aircraft Total Orders Notes
Boeing 707-320C 13 0
Boeing 720B 8 0
Boeing 727 13 0
Boeing 747–100 2 2
Boeing 747–200 7 0
Douglas DC-9-10F 19 0
Total 55 2
CAL, December 1980[144]
Aircraft Total Orders Notes
Boeing 727–100 14 0
Boeing 727–200 39 7
MD-80 Unknown Unknown
Douglas DC-10-10 7 0
Douglas DC-10-10CF 4 0
Douglas DC-10-30 2 0
Airbus A300B4 12 0
Total 78 7

Cabin

Continental Airlines has a two-class service configuration, First/BusinessFirst and Economy Class, for aircraft in the mainline fleets.[145]

BusinessFirst

Continental has begun deploying BusinessFirst seats that allows customers to lie completely flat, reclining 180-degrees and providing 6½ feet (2 m) of sleeping space in the fully extended position on its 777-200ER and 757-200 aircraft. The Flat Bed Seat offers a seat measuring up to 25 inches (640 mm) wide when the adjustable armrest is positioned flush with the seat cushion. Electronic controls enable customers to easily move the seats to an infinite combination of seat adjustments, including lumbar support, leg and foot rests. iPod connectivity is available in the Flat Bed Seat. The new BusinessFirst seats have a six-way adjustable head rest, an individual overhead reading light and an adjustable seat light allowing customers to read in bed without disturbing their neighbor and a privacy shell that allows for seclusion from other travelers. BusinessFirst customers also receive one of the highest crew to passenger ratios (1:8) among all international business class products.[146]

Previous generation 777 BusinessFirst seats, Replaced in 2010

The new BusinessFirst seats are featured on all of Continental's Boeing 777s and Boeing 757–200's. Installation on the Boeing 767 fleet will follow in 2011. The anticipated completion of the roll-out across Continental's entire international fleet is August 2012. In addition, all 787 deliveries will have the seats installed.

Continental considers BusinessFirst to be its signature onboard product, and the service is a frequent subject of advertising campaigns. Customers seated in the BusinessFirst cabin on longhaul flights from the United States to Europe, Asia, select cities in South America, and the Middle East receive special ground services, including EliteAccess priority bag service at check-in, expedited security screening (where available), access to Continental's Presidents Club or affiliated Star Alliance lounges, personalized Continental Concierge service, and dedicated boarding procedures.

In-flight meal in BusinessFirst

Onboard, multi-course meals are designed by Continental's Congress of Chefs, beverages are selected by Continental's Wine Masters, and service is provided by flight attendants from separate International crew bases at Newark and Houston. Most flights have at least two meal services. Entertainment is offered at each individual seat, and passengers on Boeing 777 and 757 aircraft have access to a new Audio-Video On Demand system with touch-screen controls. 767 aircraft feature older, looped-video multi-channel entertainment systems, generally with a wider programming selection than Economy Class. 767 aircraft are expected to receive AVOD in the near future. Customers also are provided headphones, a large pillow, wool blanket, and amenity kit prior to departure. Upon arrival, BusinessFirst customers have access to shower facilities and arrival lounges at most airports.

Continental offers a modified BusinessFirst service on flights from the United States mainland to Hawaii. All flights offer the same suite of EliteAccess ground services, along with a similar main meal service onboard. Amenities such as pillows and headsets also are the same, but no amenity kits are offered. On flights from Newark and Houston to Honolulu, Continental operates Boeing 767-400ER equipment with typical recliner-style BusinessFirst seats. On flights from Los Angeles and Orange County to Honolulu/Kahului with Boeing 737 equipment, domestic First Class seats are substituted. Nonstop flights from Guam to Honolulu are exempt from most of these modifications and more closely resemble the standard BusinessFirst service.

No complimentary upgrades are offered to Continental OnePass Elite members on any intercontinental flights offering BusinessFirst service. However, on 767-operated BusinessFirst services to Hawaii, Continental offers a day-of-departure buy up fee for any revenue coach class fare, provided seats are available. Mainland-Hawaii is the only BusinessFirst market where such upgrades are available. In addition, OnePass Elites are eligible for complimentary automatic upgrades on Continental-operated flights from California to Hawaii.

Domestic First Class dinner

Domestic First Class/International Business Class

Domestic First Class is offered on domestic flights. It is available on all Boeing 737 family aircraft, as well as Boeing 757–300 aircraft. Seats range from 20.75 to 21 inches (530 mm) wide, and have between 37 and 38 inches (970 mm) of pitch. Passengers aboard this class receive free meals, refreshments, and alcoholic beverages. Passengers can watch movies on overhead television screens located throughout the cabin. Beginning in 2009, Continental plans to add LiveTV television and Wi-Fi services to all next-generation Boeing 737s and Boeing 757-300s which will be free of charge to First Class customers.[147]

On international flights to Canada, Latin America, the Caribbean, and select cities in South America, Continental's Domestic First Class service is re-branded as International Business Class. These customers receive access to Continental's Presidents Club and affiliated Star Alliance lounges on day-of-departure. Also, meal choices are frequently substituted to reflect the local cuisine of destinations served, especially on flights to Latin America.

International Economy Class

767-400ER economy cabin.

Economy Class is available on all international flights. Seats range from 17.2 to 17.9 inches (450 mm) wide, and have between 31 and 32 inches (810 mm) of pitch. Passengers aboard this class receive free meals, snacks, and non-alcoholic beverages; alcoholic beverages can be purchased for US$6 per drink or one Continental Currency coupon per drink.[148] All seats on 757 and 777 equipment are fitted with AVOD touch screen with a wide ranging selection of films, games, television shows and music.

Domestic Economy Class

Economy Class is available on all domestic flights. Seats are 17.2 inches (440 mm) wide, and have between 31 and 32 inches (810 mm) of pitch. Passengers aboard this class receive free non-alcoholic refreshments. Alcoholic beverages may be purchased on board. Passengers on all Boeing 737–700, −800, −900, −900ER, and 757-300 aircraft can watch movies on overhead television screens located throughout the cabin, with headsets available at a charge. In January 2009, Continental began to add LiveTV television services to all next-generation Boeing 737s and Boeing 757-300s. LiveTV will be chargeable for Economy Class customers. Continental Airlines offers free meals on domestic economy class flights. In March 2010 the airline announced that, for economy class passengers on domestic and Canadian flights under six hours and on certain flights to and from Latin America, the airline will discontinue free meals and began buy on board service in the northern hemisphere in the fall of 2010.[149]

Meal and drink services

Meals are free on BusinessFirst on all flights.[150] Flights of a duration of over one hour within North America and flights to and from resort destinations in the Caribbean and Latin America have meals in First Class depending on the mealtimes that the flights are within. All flights to and from non-resort destinations in the Caribbean and Latin America have free meals in First Class, with the exception of certain flights that depart after midnight.[151] Meals in Economy Class are served on most flights to and from Asia and Europe. Meals are offered in economy class on all flights to and from non-resort destinations in the Caribbean Latin America, with the exception of some flights departing after midnight. Flights within Asia and the Pacific that were previously operated by Continental Micronesia have free meals and/or snacks offered during mealtimes. Meals are available for purchase on all economy class flights within North America, to/from Canada, and to/from resort destinations within the Caribbean and Latin America if the flight's duration is over 6 1/2 hours.[152]

On most economy class flights within North America, to/from Canada, and to/from resort destinations within the Caribbean and Latin America, Continental has a buy on board services. On those flights between 2 1/2 hours and 6 1/2 hours, snacks are available for purchase, and food for purchase is available on most of those flights that are 3 1/2 to 6 1/2 hours in length.[152] Originally the airline provided meals free of charge on flights more than 1 1/2 hours. The airline continued doing so after competitors charged for meals. In March 2010 the airline announced that it will switch to buy on board for food in fall 2010. The airline said that the absence of free meals would save the airline $35 million per year, and if half of economy class passengers on the affected flights purchased food, the airline would make an additional $17 million per year. The airline did not say how the transition to buy on board would affect the employment of workers at the subsidiary Chelsea Food Services.[153] Buy on board began on October 12, 2010.[154] On March 1, 2011, Continental stopped serving free snacks on domestic flights to coach passengers in order to align itself with the policy of United Airlines.[155] In addition, on that day all fights between Hawaii, Alaska, and the Mainland U.S. became buy on board flights.[156]

Continental Airlines offers free special meal options on certain flights; special meals include the Child, Gluten intolerant, Hindu vegetarian, Jain, Kosher, Muslim, and Vegan options. The airline offers special meals for all classes of service on flights to and between Houston and Argentina, Asia, Brazil, Europe, and Hawaii, and the airline offers special meals for all classes of service on flights between Newark and Asia, Brazil, Europe, and Hawaii; flights between Newark and India use Hindu vegetarian as a standard meal choice. In addition, special meals are available in first class on flights between Newark and Alaska, California, Oregon, Washington, and British Columbia. Other routes with special meal service available in first class include Los Angeles to/from Honolulu, Los Angeles to/from Maui, Orange County to/from Honolulu, and Orange County to/from Maui.[157]

The airline offers soft drinks that are free on all flights. Beer, liqueurs, spirits, and wine are free of charge in BusinessFirst and Business Class on all flights, and for a charge in economy class on all flights. On flights within North America and to or from the Caribbean and Latin America, the airline offers "Specialty Beverages" for purchase in economy class.[158]

In-flight entertainment

Audio-Video On-Demand (AVOD)

Boeing 757–200 and 777-200ER aircraft include Audio-Video On-Demand (AVOD) in every seat back. Boeing 767 family aircraft are equipped with a personal television located in every seat back, using a tape system. On all Boeing 757–200 and Boeing 777-200ER aircraft, all rows are equipped with power-ports (two power ports per group of 3 seats) that do not require special power adapters or cables.[159]

DirecTV

DirecTV onboard a Continental B738

Continental Airlines Inc. began offering 95 channels of live DirecTV television to all passengers on its domestic fleet beginning in January 2009.[160] Boeing 737-700s, 800s, 900s, and 900ERs and Boeing 757-300s will receive the service.[161] The TV lineup includes CBS, NBC, Fox News, CNN Headline News, ESPN, Discovery, Disney and additional movie channels. The service becomes available immediately after a credit card is swiped and confirmed, and can be activated at any point during the flight. Movies start at a set time and cannot be paused, rewound or fast-forwarded. The service is free to first-class passengers and is available for a charge of US$6 in the coach cabin.[160] Service can become limited and/or interrupted during descent.[161]

DirecTV Status as of March 21, 2011– Total Progress- 76% Complete[161]
Aircraft In Service Completed % Completed Estimated Completion Date
Boeing 737-900ER 32 30 94% Dec 2011
Boeing 737–900 12 12 100% Completed
Boeing 737–800 121 91 75% Dec 2011
Boeing 737–700 32 32 100% Completed
Boeing 757–300 21 0 0% Dec 2011

Internet

On Dec 16, 2009, Continental Airlines, announced that, beginning in the second quarter 2010(see note) it will offer Gogo Inflight Internet service on its fleet of 21 Boeing 757–300 aircraft that primarily serve domestic routes. The new Gogo Inflight Internet service will provide customers full Internet access on their own standard, Wi-Fi equipped laptop or Personal Electronic Device (PED) at speeds similar to wireless mobile broadband services on the ground. Customers will be able to sign up and log in once the aircraft reaches 10,000 feet (3,000 m). The Gogo system, powered by the Aircell Network and available in the continental U.S., will be available to customers at a cost from $4.95 and up, based on length of flight[citation needed].

NOTE: Continental has announced that the installation of Gogo inflight Wi-Fi will be postponed until further notice, pending the completion of the merger with United Airlines.

OnePass

Continental Airlines OnePass logo.png

Established in 1987 in cooperation with now defunct Eastern Airlines, OnePass is the frequent flyer program for Continental Airlines, Copa Airlines and Copa Airlines Colombia. OnePass offers regular travelers the privilege to obtain free tickets, First Class upgrades on flights, discounted membership for its airport lounge (President's Club), and other types of rewards. Customers accumulate miles from flight segments they fly or through Continental Airlines partners. OnePass elite tiers are Silver, Gold, and Platinum Elite which have benefits such as free upgrades, mileage bonus, priority check-in, priority boarding, and much more. Continental previously had a frequent flyer program prior to OnePass called TravelBank, which was started not long after American Airlines started its frequent flyer program in 1981 and when most large United States airlines followed, but this was merged with Eastern Airlines' frequent flyer program in 1987 to form OnePass.[162][163] The name "OnePass" refers to the ability to accumulate miles on two major airlines, namely Continental and Eastern, in one frequent flyer program. United announced that the combined carrier will use United's Mileage Plus frequent flyer program. As a result, Continental's OnePass program, shared with Copa Airlines, will be phased out by December 31, 2011 and will be merged with United's Mileage Plus program starting in 2012.[164]

In addition to its Continental Express, Continental Connection, and Star Alliance partnerships, Continental has frequent flyer partnerships with the following airlines:

United Club

The United Club is the membership airport lounge program of Continental Airlines and United Airlines. The airport lounge was formerly known as "Presidents Club" for Continental, Copa Airlines, and Copa Airlines Colombia until October 1, 2011 when Continental's and both Copa's and Copa Colombia's President's Club was phased out while being renamed to "United Club" for Continental Airlines. Copa and Copa Colombia's lounge was renamed to "Copa Club".

Continental Currency

At airport kiosks Continental Airlines allows customers to buy "Continental Currency", a prepaid credit for audio headsets and alcoholic beverages on flights.[165]

Continental Connection codeshares

The operators of Continental Connection are:

  • CommutAir operates mostly from Continental's Cleveland and Newark hubs.[166]
  • Colgan Air operates out of Cleveland, Houston and Newark. Colgan, as a subsidiary of Pinnacle Airlines Corp. operates out of Cleveland, Houston, and Newark as 'Continental Connection'.[167]
  • Cape Air operates out of San Juan (SJU), Puerto Rico to other Puerto Rican destinations, the U.S. and British Virgin Islands, Anguilla and Nevis. It also services routes from Guam to Saipan, Saipan to Rota and Rota to Guam.[168]
  • Gulfstream International Airlines operates in the Bahamas, Miami, Ft. Lauderdale, Orlando, Tampa, West Palm Beach, Tallahassee, Pensacola, and Key West. Also operates some flights under the Essential Air Service program from Continental's Cleveland hub.[169]

Incidents and accidents

The following are major incidents and accidents that have occurred on Continental Airlines mainline aircraft.

Continental Airlines reported incidents
Flight Date Aircraft Location Passengers and crew Injuries
Fatal Serious Minor Ground or other injuries/fatalities
46[170] March 16, 1954 Convair CV-340 Midland, TX 0 0 0 All 0
11[171] May 22, 1962 Boeing 707–100 Unionville, MO 45 45
210[172] July 8, 1962 Vickers Viscount Lubbock International Airport 16
290
[173]
January 29, 1963 Vickers Viscount Kansas City, MO 8 8
N/A[174] April 13, 1973 NA-265 Sabreliner Montrose, CO 2 2
426
[175]
August 15, 1975 Boeing 727–200 Denver, CO 131 15
603
[176]
March 1, 1978 McDonnell Douglas DC-10 Los Angeles, CA 200 2 31 167
N/A[177] July 8, 1987 Boeing 747 North Atlantic Ocean 0 0 0 All 0
1943[178] February 19, 1996 McDonnell Douglas DC-9 Houston, TX 87 0 0 12
1713[179] November 15, 1987 McDonnell Douglas DC-9 Denver, CO 82 28 28 26
55
[180]
July 25, 2000 McDonnell Douglas DC-10 Paris, France 113 fatalities, No passengers killed on DC-10
1515 January 16, 2006 Boeing 737–524 El Paso, TX 114 + 5 1 fatality
1404 December 20, 2008 Boeing 737–500 Denver, CO 115 2 36
  • March 16, 1954
    • Flight 46, on a flight from Midland, Texas to Kansas City, Missouri suffers vibration just after takeoff and goes into a dive; the flight crew managed to make a wheels-up landing in an open field.
  • May 22, 1962
    • A passenger intent on claiming money from life insurance planted a bomb on the aircraft which departed Chicago-O’Hare, destined for Kansas City Municipal Airport. The bomb exploded, breaking off the aircraft's tail, and the plane crashed on a farm near Unionville, Missouri. All 45 on board died. This aircraft had previously been subject to an attempted hijacking to Cuba, although the hijackers were captured in El Paso, Texas.
  • July 8, 1962
    • Damaged beyond economic repair when the propellers struck the runway shortly after take-off. A wheels-up landing was made in a wheat field.
  • January 29, 1963
    • Flight 290 enroute from Midland, Texas to Kansas City crashed on approach, near the south end of the runway and burst into flames.
  • April 13, 1973
    • After bringing Bob and Audrey Six to their Colorado ranch, the Sabreliner crew departed MTJ, for the return flight to Los Angeles (LAX). The thrust reverser of the aircraft was deployed in flight shortly after takeoff. The Sabreliner descended from 1,000 feet (300 m), struck the ground, and was destroyed.
  • August 15, 1975
    • Flight 426, bound for Wichita, Kansas, crashed near the departure end of runway shortly after takeoff. The aircraft encountered severe windshear at an altitude and airspeed which precluded recovery to level flight. The aircraft descended at a rate which could not be overcome even though the aircraft was flown at or near its maximum lift capability throughout the encounter. The windshear was generated by the outflow from a thunderstorm which was over the aircraft's departure path. All passengers and crew were safely evacuated. The aircraft was a total loss.
  • March 1, 1978
    • Flight 603 was scheduled to fly to Honolulu, HI from Los Angeles. The DC-10 overran the runway at Los Angeles (LAX) during an aborted takeoff as a result of a tire explosion resulting in a fire engulfing the aircraft. The aircraft was a total loss.
  • July 8, 1987
    • Near collision with a Delta Air Lines Lockheed L-1011. Both the Delta (London-Cincinnati) and Continental (London-Newark) were heading to the U.S. with nearly 600 people total on both aircraft. The Delta flight strayed 60 miles (97 km) off course during its flight and came within 30 feet (9.1 m) of colliding with the 747 as the L-1011 flew under it in Canadian airspace. It was nearly the deadliest aviation accident in history.
  • November 15, 1987
    • Flight 1713 bound for Boise, Idaho crashed on take-off during a snowstorm at Stapleton Intl. Airport.
  • February 19, 1996
    • Flight 1943 landed wheels up on runway 27 at the Houston Intercontinental Airport, Houston, Texas.
  • July 25, 2000
    • Flight 55 caused the crash of Air France Concorde Flight 4590 in Paris. The Continental jet dropped a strip of titanium alloy from its thrust reverser on the runway during takeoff. When AF4590 subsequently departed, Concorde's left main landing gear tires struck the strip of metal and were punctured. The tires then exploded and tire rubber fragments penetrated Concorde's wing fuel tanks, starting fires in engines 1 and 2, leading to the crash which killed all aboard and four people on the ground. According to the official report on the accident, the strip of metal installed on the Continental jet was made from a different alloy than had been approved by the US Federal Aviation Administration or the engine manufacturer. This led French authorities to undertake a criminal investigation into Continental Airlines,[181] which ended in Continental being fined 200,000 euros and ordered to pay 1 million euros to Air France.[182]
  • January 16, 2006
    • The mechanic's failure to maintain proper clearance with the engine intake during a jet engine run, and the failure of contract maintenance personnel to follow written procedures and directives contained in the airline's general maintenance manual. Factors contributing to the accident were the insufficient training provided to the contract mechanics by the airline, and the failure of the airport to disseminate a policy prohibiting ground engine runs above idle power in the terminal area.[183]
  • December 20, 2008
    • Flight 1404 bound for Houston, pulled left and ran off of the runway during its takeoff roll at Denver International Airport. The cause of the incident is unknown, however the right side of aircraft caught fire once coming to a stop. Of the 115 people on board, 38 sustained injuries, with 2 seriously injured, including the pilot.[184]

Incidents

  • July 1, 1965
  • October 28, 2006
    • Continental Flight 1883, a Boeing 757–200 aircraft carrying 160 passengers, landed on a narrow unoccupied taxiway parallel to runway 29 at Newark Liberty International Airport. No one was injured and both pilots were removed from flying status duties pending an investigation. They have since been reinstated. Potentially confusing runway lighting and pilot error were cited in the investigation.[185]
  • In January 2007
    • A Continental Boeing 757 pilot died en route from Houston to Puerto Vallarta, Mexico. The flight was diverted to McAllen, TX.[186]
  • June 18, 2009
    • The captain of Continental Airlines Flight 61, a Boeing 777-200ER, en route from Brussels, Belgium, to Newark, New Jersey, died of natural causes during the trip. The airline alerted federal authorities around 10:30 that morning that Flight 61 was being flown by the first officer and relief pilot. The plane with 247 passengers aboard landed safely at Newark Liberty International Airport at about noon EDT.[187][188]
  • August 3, 2009
  • December 6, 2010
    • Continental Airlines was found criminally responsible for the disaster to Concorde (Air France Flight 4590) at Gonesse on July 25, 2000 (at which one hundred passengers and nine crew members on board the flight died) by a Parisian court and was fined €200,000 ($271,628) and ordered to pay Air France €1 million. Continental mechanic John Taylor was given a 15-month suspended sentence, while another airline operative and three French officials were cleared of all charges. The court ruled that the crash resulted from a piece of metal from a Continental jet that was left on the runway; the object punctured a tyre on the Concorde and then ruptured a fuel tank. Another Continental employee, Stanley Ford, was found not guilty.
  • April 20, 2011
    • Continental Airlines Flight 697, a Boeing 737 flying from Houston to Las Vegas, suffers a bird strike shortly after takeoff from Bush Intercontinental Airport and returns to Houston. There were no casualties to the 158 passengers and crew on board.[190]

See also


Footnotes

References
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  3. ^ http://www.united.com/page/article/1,,52714,00.html?navSource=rccNav&linkTitle=rccClubNews
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  9. ^ http://www.continental.com/CMS/en-US/travel/Pages/airportupdates.aspx
  10. ^ http://www.united.com/page/article/0,6867,53833,00.html
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  12. ^ a b Continental to leave Skyteam in October
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  17. ^ U.S. Supreme Court, COLORADO COMM'N v. CONTINENTAL, 372 U.S. 714 (1963) 372 U.S. 714 COLORADO ANTI-DISCRIMINATION COMMISSION ET AL. v. CONTINENTAL AIR LINES, INC. CERTIORARI TO THE SUPREME COURT OF COLORADO. No. 146. Argued March 28, 1963. Decided April 22, 1963.
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  23. ^ Moss Kanter, Rosabeth, Confidence – How Winning Streaks and Losing Streaks Begin and End (ISBN 1-4000-5290-4), Crown Business, 2004
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  31. ^ Bethune, Gordon, From Worst to First: Behind the scenes of Continental's remarkable comeback (ISBN 978-0471356523), Wiley & Sons, 1999.
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  37. ^ smh (October 31, 2005). "Continental Airlines to launch non-stop Flights between New York and New Delhi". Asiatraveltips.com. http://www.asiatraveltips.com/news05/64-Delhi.shtml. Retrieved May 4, 2010. 
  38. ^ Gopwani, Jewel; Free, Detroit (May 30, 2006). "Trimmer Northwest now flies as No. 5". USA Today. http://www.usatoday.com/travel/flights/2006-05-30-nwa-no5_x.htm. Retrieved April 30, 2010. 
  39. ^ "UAL, Continental Discuss Merger As AirTran Presses Bid for Midwest." Carey, S.; Trottman, M.; Berman, D. K. The Wall Street Journal. December 13, 2006.
  40. ^ "United and Continental Discussing Possible Merger." Sorkin, A. R. and Bailey, J. The New York Times. December 12, 2006
  41. ^ Continental Buys Back Golden Share From Northwest Maynard, Micheline. The New York Times. April 17, 2008
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  44. ^ "Copa says Continental Airlines sold remaining stake in company". Forbes. May 21, 2008. http://www.forbes.com/afxnewslimited/feeds/afx/2008/05/21/afx5035184.html. Retrieved May 31, 2008. 
  45. ^ By DAVID KOENIG, AP Business Writer (June 6, 2008). "Continental Airlines to cut 3,000 jobs, capacity – Business And Money | Business News | Financial News". Fox News. http://www.foxnews.com/wires/2008Jun06/0,4670,AirlinesCutbacks,00.html. Retrieved May 4, 2010. 
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Bibliography
  • Continental Airlines, Customer Service Manual, 1970 edition.
  • Vietor, Richard H. K. "Contrived Competition: Airline Regulation and Deregulation, 1925–1988", The Business History Review, Vol. 64, No. 1, Government and Business (Spring, 1990), pp. 61–108

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