United States Air Mail

  

Honor the 100th anniversary of the beginning of airmail service with this new American Commemorative Panel®. This 8-½'(L) x 11-¼'(W) panel, printed on sturdy card stock, features a narrative about the beginning of airmail service and includes a block of four United States Air Mail Red Forever® stamps in a protective acetate mount. An image from a 1929 Airmail stamped envelope (UCI 5-cent. Airmails of the United States or U.S. Air Mail was a service class of the United States Post Office Department and its successor United States Postal Service delivering mail flown by aircraft within the United States and its possessions and territories. Here is an indication of prohibited items for mailing to United States of America. For further information, or further clarification please refer to the United States Postal Service website Please also refer to the Universal Postal Union - full prohibitions and restrictions list - PDF 7MB You must not send any item addressed to a country in which the item is unlawful or prohibited.

  • Wondering what your old U.S. Stamps are worth? Hobbizine stamp value guides list prices in new and used condition. Highlights of the 1918-1948 Airmail Issues include the Curtiss Jenny and Graf Zeppelin stamps.
  • The first airmail route in the United States was over the 200 mile distance between New York and Washington, D.C., with a stop in Philadelphia. One round-trip flight was flown each day except Sunday. For the first few months, the airmail service was a joint effort of the War Department, which provided the planes and pilots, and the Post Office.

The development of airmail began long before the invention of the airplane, the dirigible or even the balloon. It began with the pigeon post, which was used by armies many years before the birth of Christ to send messages long distances. Since then, all the man-made vehicles of the air have been used to carry letters from one place to another. Lighter-than-air craft carried mail. Then came the airplane. In the Space Age, experiments have been conducted with missile mail, and messages have been carried on spacecraft and deposited on the planets and the moon for future explorers to discover.

The story of airmail really begins on May 15, 1918, when the world’s first regularly scheduled airmail route was inaugurated under U.S. government auspices between New York and Washington, D.C., with a stop at Philadelphia. The distance of the route was 218 miles, and one round trip per day was made, six days a week. Army Air Service pilots flew the route until August 10, 1918, when the Post Office Department took over the entire operation with its own planes and pilots.

Attempts to start airmail service had begun as early as 1912, when it seemed that the airplane might develop into a practicable means of transportation. Recommendations were made to Congress that year to appropriate $50,000 to start an experimental service. Many government permits were issued to make short exhibition flights with mail, but it was not until 1916 that sufficient funds were made available to begin scheduled operations. Advertisements for bids were issued but not one was received. However, the war in Europe caused improvements in aircraft to be made rapidly, and in the fiscal year ending

June 30, 1918, Congress appropriated $100,000 for development of an experimental route between Washington and New York. Bids were to be delivered within 10 days.Much to the surprise of the Post Office Department, Colonel E.A. Deeds, head of the Aviation Section of the Signal Corps (later the Army Air Service), offered to operate the postal route with military planes and pilots. The offer had developed because of a request from Europe that pilots be given more cross-country experience before being sent overseas. Flying the mail over a fixed route system would give pilots valuable experience.

On March 1, 1918, the Post Office Department made an agreement with the War Department ‘to inaugurate an Aerial Mail Service between Washington, D.C., and New York beginning May 15th.’ Major Reuben H. Fleet, the executive officer to Colonel Henry H. ‘Hap’ Arnold in charge of planning instruction at Army Air Service schools, was concerned about training pilots at 34 fields in the United States; setting up an experimental airmail service was far from his mind. Consequently, when he saw the War Department order dated May 3, 1918, he paid little attention to it. Fleet, a tall, broad-shouldered man who would one day be president of his own aircraft company, had enough problems without worrying about what he considered unrelated responsibilities.

On May 6, Fleet received a summons from Secretary of War Newton D. Baker and was told that Arnold had recommended him for the job of getting the airmail route started. Baker said, ‘The first plane will leave Washington for Philadelphia at precisely 11 a.m. on May 15th. President Wilson will be there.’

Fleet was dumbfounded. ‘Mr. Secretary,’ he said, ‘we don’t have any planes that can fly from Washington to Philadelphia and New York. The best plane we have is the Curtiss JN-4D Jenny, and it will fly only an hour and twenty minutes. Its maximum range is 88 miles at a cruising speed of 66 miles per hour.’

Baker listened patiently while Fleet explained that the range of a plane was dependent upon its fuel supply, that the Jennies had dual controls and were designed to carry only an instructor and a student, and that they had no baggage compartment where mail could be stowed. He told of the shortage of pilots, of how very few Air Service pilots had any experience flying cross-country, of how there were no adequate maps available, and of how there was a lack of good, experienced aircraft mechanics. Jpmorgan work from home citrix. He said he would need much more than eight days to modify some planes, test them and train some pilots.

Baker was adamant. Postmaster General Albert S. Burleson had already issued a national press release announcing that the airmail route was going to be inaugurated at 11 a.m. on May 15th, and he was not going to back down. The schedule, already announced, called for daily flights five days a week between Washington, Philadelphia and New York.

Fleet was furious, but he knew he could not waste a minute. He made arrangements with the Curtiss Aeroplane Corporation on Long Island, N.Y., to convert six JN-4Ds to JN-4Hs, which involved replacing the standard 90-hp OX-5 engines with 150-hp Hispano-Suizas.

‘And leave out the front seat and the front set of controls and make a hopper to carry mailbags up there,’ Fleet ordered. He also asked that the gas capacity be doubled by hooking two 19-gallon gas tanks and two 21Ž2-gallon oil tanks in tandem for longer range operation. A total of 12 modified Jennies would eventually be required. Next, he made arrangements with the owner of Belmont Park, a racetrack on Long Island, to use the infield as a terminus so that the training of Army pilots would not have to be interrupted on Hazelhurst Field at nearby Mineola. Bustleton Field, located near the railroad station in north Philadelphia, was designated for the midpoint station. The Washington, D.C., field would be Potomac Park’s old Polo Grounds, a 900-by-300-foot grassy area surrounded by trees between the Tidal Basin and the Potomac River. Fleet wanted to use the airport at College Park, Md., but postal officials objected because it was nine miles outside the city, too far from the main post office.

Mechanics were hurriedly located and ordered to report to the three fields. Fleet asked for six Army Air Service pilots and was told to choose four; the Post Office Department would choose the other two. Fleet selected Lieutenants Howard P. Culver, Torrey H. Webb, Walter Miller and Stephen Bonsal. They were the most experienced pilots available who had not yet been committed to go to France; however, only Culver had more than four months of flying experience.

Air

Post Office Department officials selected Lieutenants James C. Edgerton and George L. Boyle, two recent flight-training graduates. Fleet understood why these two were chosen when he learned that Edgerton’s father was purchasing agent for the Post Office Department and Boyle’s future father-in-law, Judge Charles C. McChord, was an Interstate Commerce commissioner who was credited with saving the parcel post for the Post Office Department at a time when private express companies were fighting the government in court for the business. This victory gave Judge McChord enough political power to persuade postal officials to let his soon-to-be son-in-law go down in the history books.

Edgerton and Boyle had graduated only a few days before from flying school at Ellington Field, Texas. During their training they had flown briefly on one cross-country training flight, a short hop from Ellington to another field about 10 or 14 miles away. Both had only about 60 hours of student pilot time in their log books.

Fleet was furious over the two assignments made solely on the basis of political contacts, but he had no choice. On May 13, he took the train to New York with five of the six pilots, leaving Boyle in Washington to take the first flight north to Philadelphia. The modified JN-4Hs had arrived at Hazelhurst Field by the time he arrived, but they were still in crates. Fleet had only 72 hours to get them assembled and into position to begin operations.

Mechanics and pilots worked around the clock to get the planes ready. By the afternoon of the 14th, only two were ready to go. Leaving Webb in charge of getting the other planes ready, Fleet commandeered a Jenny from Hazelhurst Field that had the smaller engine and no extra fuel and oil tanks. The plan was for Edgerton, Culver and Fleet to fly to Bustleton Field and stay overnight. Early on the 15th, Fleet planned to fly one of the modified Jennies on to Washington so that Boyle would have the honor that Judge McChord so keenly wanted him to have.

Webb would leave Belmont Park at 11:30 a.m. on the 15th and fly the New York mail to Philadelphia; Edgerton would then fly Webb’s mail pouch and the Philadelphia mail from there to Washington. When Boyle arrived at Bustleton from Washington, Culver would take the Philadelphia mail, along with the pouches that Boyle would bring from Washington, to Belmont. From then on, these four pilots, plus Bonsal and Miller, would make all the trips during the experiment.

Fleet’s best-laid plans went askew from the start. He took off from Belmont in the late afternoon of May 14 for the 90-mile flight to Philadelphia in thick haze and fog, followed by Edgerton and Culver in their faster JN-4Hs. Fleet soon lagged behind in his lighter powered Jenny, and he lost sight of the others.

Fleet described the flight: ‘I climbed through the fog and came out at 11,000 feet, almost the ceiling of the plane. I flew south guided only by magnetic compass and the sun until I ran out of gas and the engine quit. Since we didn’t have ‘chutes in those days, there was nothing I could do but ride the Jenny down. I broke out of the clouds at about 3,000 feet over lush farmland, so I just picked out a nice pasture and landed. A surprised farmer sold me a five-gallon can of tractor gas but I had trouble getting it in the tank without a funnel. Perhaps three gallons got in the tank and the rest all over me, but darkness was coming and I couldn’t wait to get more from town. I asked him to point out the direction Philadelphia was and took off. Two miles from Bustleton Field I ran out of gas again and landed in a meadow. Since no telephone was available, I persuaded a farmer to drive me to Bustleton Field. Culver and Edgerton had just arrived after similar experiences, so I sent Culver with aviation gasoline to get my plane and fly it in.

‘There were so many things wrong with our planes and their engines that we worked all night to get them in safe flying condition. For example, one gas tank had a hole in it and we had to plug it up with an ordinary lead pencil. Next morning, one machine was flyable, so at 8:40 a.m. I took off for Washington, where I landed at 10:35 at the [Polo Grounds] in Potomac Park. The mail was due to start twenty-five minutes later.’

While Fleet had been worrying about the technical flying details, Captain Benjamin B. Lipsner had been detailed to take care of administrative matters. He was waiting nervously at Potomac Park, wondering if he had taken care of all the necessary details. Although not a pilot himself, he knew he would be criticized if anything went wrong with the arrangements, especially since President and Mrs. Woodrow Wilson and many other VIPs, such as members of Congress, Secretary of the Navy Josephus Daniels and his assistant, Franklin D. Roosevelt, had been invited to witness the takeoff of ‘the first plane in history to carry mail at an announced time to and from designated places on a regular schedule irrespective of weather.’

The Polo Grounds had never been intended to be a flying field, but it was the only open flat space available in the city at the time. Towering trees stood like sentinels around the field. On earlier demonstration flights, Jennies had barely cleared the trees.

Lipsner was greatly relieved when Fleet circled the field, squeaked his way among the trees and landed. Lipsner asked him if Boyle did not show up, would he take the first run. Fleet said he would, but Boyle–accompanied by his fiancée, who was holding an armful of roses–arrived at that moment.

Producing a road map he had strapped to his thigh, Fleet instructed Boyle to follow the railroad tracks northward out of Washington’s Union Station all the way to Philadephia. As they were talking, a long line of shiny black cars chugged into the entrance to the Polo Grounds while Army guards held back a cheering crowd. Secret Service agents surrounded President and Mrs. Wilson as they stepped down from the lead car, smiling. The president’s left hand was bandaged because of a burn he had suffered from having inadvertently touched a hot cannon the day before at a military ceremony.

As the president shook hands with the two pilots, a siren blared across the field and a motorcycle escort sped ahead of a mail truck. The truck parked nearby, and four mail bags were unloaded that contained 3,300 letters and weighed 140 pounds. Merrill Chance, the Washington postmaster, held one of the bags open and President Wilson dropped in a letter addressed to Postmaster Thomas G. Patten in New York City. The president had written his name at the top of the envelope above the fresh cancellation of a new airmail stamp that had just been released. Six ranking Post Office officials also placed their initials on the white selvage attached to the stamp. Postmaster General Albert S. Burleson called this the ‘first aeroplane stamp to be sold by [his] department.’

Burleson presented Boyle with a bouquet of flowers and presented Fleet with engraved watches for himself and the six pilots. When the bags were placed in the plane, Boyle climbed into the cockpit. ‘Switch off!’ he shouted to Sergeant E. F. Waters. Waters turned the propeller three times.

‘Contact!’ Waters yelled, and Boyle replied, ‘Contact!’ Boyle turned the switch on and Waters used all his strength to spin the propeller. The engine coughed once and died. Waters tried again. And again. And again.

Fleet, standing nearby, thought the problem might be the spark plugs. While Sergeant Waters tried to find the problem, Fleet heard the president, visibly annoyed, whisper to Mrs. Wilson, ‘We’re losing a lot of time here.’

‘Sergeant, check the gas tank,’ Fleet ordered. Waters climbed up on the plane’s wing with a dip stick. It came out dry. In the excitement, the formalities and picture taking, everything had been checked but the gas tank!

Fleet ordered that the tanks of three aircraft parked nearby should be drained of fuel for Boyle’s plane. He also sent a truck to the Navy yard to borrow replacement gasoline. Several more cans were filled, and the engine was finally started. Everyone, including the president, smiled with relief.

Lieutenant Boyle taxied out and began the takeoff run. Bumping stiffly on its tail skid at first, the frail machine slowly gathered speed–but it was heading for the trees!

The crowd gasped and fell silent. At the last second, Boyle eased back on the stick, missing the treetops by about three feet. The crowd breathed a collective sigh of relief.Except for the fact that Boyle was 45 minutes late getting off, everything seemed to have gone just as the Post Office Department press releases said it would. While Fleet remained to greet Edgerton on his arrival from Philadelphia, Lipsner returned to his office to find a telephone call waiting from New York. After appropriate ceremonies there, Lieutenant Webb had departed Belmont on schedule, carrying mail from New York. An hour later, another phone call came in from Bustleton Field. Webb had arrived there and turned the mail over to Edgerton, who loaded it aboard, along with the southbound Philadelphia mail.

Culver loaded his northbound Philadelphia mail and waited for Boyle. When Boyle did not arrive in a reasonable time, Culver took off anyway at 2:15 p.m. and arrived at Belmont to a rousing welcome–even though he carried no mail from Washington.

Meanwhile, a call came to Colonel Arnold from Boyle about an hour after he had departed the Polo Grounds. Lost and nearly out of gas, he had landed in a farmer’s field at Waldorf, Md., 20 miles southeast of his takeoff point. The plane had flipped over on its back and the prop was splintered, but he was unhurt. Ironically, he had crashed on property next to that owned by Otto Praeger, second assistant postmaster general, who was in charge of the airmail operation. His mail was quietly trucked back to Washington.

Instead of following the railroad tracks northward, Boyle had followed a branch line out of the Washington rail yard that took him southeast instead of north. His unreliable compass was no help. The young lieutenant had become not only the first official, scheduled-airmail pilot to depart with mail from Washington but, unhappily, had also become the first airmail pilot to get lost and the first to have an accident.

Meanwhile, Lieutenant Edgerton had landed on schedule at the Polo Grounds that afternoon to be greeted by a relieved Fleet and a small but enthusiastic crowd. He carried 150 pounds of letters and copies of The New York Times.

Boyle’s mail bags were sent by air next day on the scheduled northbound flight. That flight carried 600 letters, including the one President Wilson had autographed. (This letter was later auctioned off for the benefit of the Red Cross in New York City for $1,000.)

The first day of the airmail service was termed a complete success by Post Office Department officials, although Fleet, Lipsner and a few other government personnel felt differently.

While no one else seemed to worry about Boyle’s flying skill, Fleet was very concerned. He wanted a replacement pilot assigned immediately, but Postmaster General Burleson asked Colonel Arnold to ‘give the young man a chance.’

Two days after his forced landing, Boyle took off again, this time with Edgerton flying ahead following the four-track Pennsylvania Railroad in a training Jenny to make sure Boyle was headed in the right direction. About 50 miles north of Washington where the railroad crossed the Susuehanna, Edgerton waved Boyle ahead, confident that he could not get lost going the rest of the distance to Philadelphia, and returned to Washington.

But Boyle did get lost again. Completely disoriented after Edgerton turned back, he edged southward again in the area’s typical spring haze and followed the shoreline of Chesapeake Bay in a semicircle. After three hours and 15 minutes, he landed in a pasture at Cape Charles at the tip of the Virginia Peninsula. As Fleet commented in his report of the first day’s operation, ‘[Only] the Atlantic Ocean and lack of gas prevent[ed] him going farther.’

Boyle bought tractor gas and oil from a farmer, asked for directions and took off again. He found Philadelphia this time and flew around the city looking for Bustleton Field until he ran out of gas. He crash-landed between two birch trees on the golf course of the Philadelphia Country Club, only a few miles from his intended destination on the north side of Philadelphia. Although both wings had been sheared off and the landing gear and fuselage were badly smashed, Boyle escaped unhurt. Once more, his mail was trucked to a take-off point.

To Fleet’s dismay, postal officials again requested that ‘Lieutenant Boyle be given a third chance and, if he fails, the Department will take the responsibility for his failure.’ Fleet protested and denied the request, saying with uncharacteristic restraint, ‘The conclusion has been reached that the best interests of the service require that Lieutenant Boyle be relieved from this duty.’ He was backed up in his decision by Secretary of War Baker. Boyle was replaced by Lieutenant E.W. Killgore, who served successfully during the three-month experiment but was involved in five forced landings due to mechanical failure.

In a mid-1960s interview, Reuben Fleet told the author that Boyle’s performance was understandable: ‘There were no maps of much value to airmen in those days. Major E. Lester Jones, chief of the Geodetic Survey Office, made up maps for the airmail pilots. The official state maps of New York, New Jersey, Pennsylvania, Delaware and Maryland were all of different scales and they showed only political divisions with nothing of a physical nature except cities, towns, rivers, harbors, etc. We had to fold large maps of the United States in a strip in order to have everything on a uniform scale. Naturally, they contained little detail.

‘In addition to poor maps, the magnetic compass in any airplane was highly inaccurate and was affected by everything metal on the airplane. Pilots almost had to have a sixth sense about navigating and many didn’t acquire this until they had flown a long time. Lieutenant Boyle simply didn’t have enough training to do the job and should not be criticized too severely for his mistakes.’

Lieutenant Edgerton, the other Post Office Department selectee, served during the entire three-month experiment without accident and flew more trips and had more flying time (106 hours) than any of the other five pilots; he had only one forced landing, which was caused by mechanical difficulties. Postmaster General Burleson gave him a special commendation for his ‘judgment and courage as well in storms as in fair weather.’

Army Air Service pilots continued to fly the New York­Washington route between May 15 and August 10, 1918, without much more public notice beyond the first two or three days. Although few people knew it, the pilots still had their difficulties. The pledge to keep on a regular schedule six days a week ‘irrespective of weather’ drove the pilots to take exceptional risks. However, unplanned landings due to mechanical malfunctions were relatively infrequent considering the times. The airmail pilot’s greatest threat–then, as always–was the weather.

At the end of the first month of operations, the Post Office Department published a press release noting that 10,800 pounds of mail had been flown over 1,000 miles at an average speed of 70 mph. Edgerton was mentioned as having made 20 perfect flights without ‘a stop en route, and without damaging a plane.’

On June 3, the first airmail flight was scheduled to be made between New York and Boston on a single round-trip basis. For public relations and goodwill purposes, Lieutenant Gustave Vannelle, a French aviator, was chosen to make the first flight, along with a mechanic. He crashed on takeoff, and both men suffered minor injuries. On June 6, Lieutenant Torrey Webb was assigned a Curtiss R-4 for the trip; Robert Heck, a mechanic, was to accompany him. Webb got lost en route in a severe rainstorm, landed in a pasture to ask for directions and finally landed at the Franklin Park Aviation Field in Saugas, Mass., where the plane hit a mudhole and flipped over on its back. Neither Webb nor Heck was hurt.

After his plane was repaired, Webb returned to New York in bad weather on June 11 with 64 pounds of mail and Boston Postmaster William Murray as a passenger. As Webb recalled later, ‘Visibility was zero-zero and I just skimmed over the telephone poles all the way.’

Although postal officials bragged about the new postal service, the public did not want to pay the extra charge for airmail stamps. Planeloads of mail averaged less than 50 pounds daily. However, when the airmail experiment with the Army Air Service ended after three months, the operational statistics were impressive for the time period, despite the mishaps and interrupted schedules.

The Army pilots had successfully completed 270 flights and had carried 40,500 pounds of mail. They had flown a total of 421:30 hours without a fatality or serious injury. Of the trips flown, 53 were forced down because of bad weather en route and 16 had ended in forced landings due to mechanical difficulties. Lieutenant James Edgerton had the best record, with 52 trips covering 7,155 miles and only one forced landing.

The Army Air Service pilots had proved they could maintain a fair semblance of regular schedules if a suitable system was set up, the airplanes were properly maintained and the pilots were trained. These pioneers had set an enviable standard of performance for those who followed as civilian employees of the Post Office Department.

The last flight by the Army Air Service pilots took place on Saturday, August 10, 1918. The Post Office Department took over the airmail operation officially the following Monday and continued until September 1, 1927. By the time the Air Mail Service of the Post Office Department was fully replaced by commercial operators flying the mail under government contract, a transcontinental route had been established, radio aids to navigation and ‘blind flying’ instruments were being developed, and planes were flying day and night. Today’s modern airline industry is the direct outgrowth of those pioneering efforts.

United States Airmail Forever Stamp

This article was written by C.V. Glines and originally published in the May 1994 issue of Aviation History. For more great articles subscribe to Aviation History magazine today!

This issue was not in the initial 2018 announcement. U.S. airmail service was established May 15, 1918, with the first three stamps issued (Sc. C1, C2 and C3, plus of course the infamous C3a invert) on May 13, 1918. For more on the service, see Wikipedia.

The blue stamp was issued May 1. The Scott Catalogue number is 5281.
The red, or “carmine,” stamp will be issued August 11. Its Scott Catalogue number is 5282.

The latest updates are at the end of this page. Most recent: July 5, 2018.Click here to go to the Airmail II information.

Updated March 27th:

[press release]
United States Postal Service to Celebrate 100th Anniversary
of U.S. Airmail Service

First of Two United States Air Mail Forever Stamps to be Dedicated May 1WASHINGTON — The United States Postal Service will honor the beginning of airmail service by dedicating two United States Air Mail Forever stamps this year.

The first, depicted on the right in blue, commemorates the pioneering spirit of the brave pilots who first flew the mail in the early years of aviation. The first-day-of-issue ceremony will take place May 1, 2018 at 11 a.m. at the Smithsonian National Postal Museum, 2 Massachusetts Ave. N.E., Washington, DC. The event is free and open to the public. Followers of the U.S. Postal Service’s Facebook page can view the ceremony live at facebook.com/USPS. News about the stamps can be shared with the hashtags #AirMailStamps and #USAirMail.

On May 15, 1918, in the midst of World War I, a small group of Army pilots delivered mail along a route that linked Washington, Philadelphia, and New York—initiating the world’s first regularly scheduled airmail service.

The United States Post Office Department, the predecessor to the U.S. Postal Service, took charge of the U.S. Air Mail Service later that summer, operating it from Aug. 12, 1918, through Sept. 1, 1927. Airmail delivery, daily except on Sundays, became part of the fabric of the American economy and spurred growth of the nation’s aviation industry.

The second stamp, red and pictured left, will commemorate this milestone with its first-day-of-issue to take place later this summer.

Both stamps, printed in the intaglio print method— a design transferred to paper from an engraved plate — depict the type of plane typically used in the early days of airmail, a Curtiss JN-4H biplane. The biplane was also featured on the stamps originally issued in 1918 to commemorate the beginning of regularly scheduled airmail service. The stamp designs evoke that earlier period.

Background
For airmail service to succeed in the early days of flight, the Post Office had to develop profitable routes, such as between New York and Chicago, and to establish the infrastructure for safely making night flights. It set up lighted airfields and erected hundreds of airmail guide beacons between New York and San Francisco so that by 1924 regularly scheduled, transcontinental flying was possible, day and night.

Airmail delivery, daily except on Sundays, became part of the fabric of the American economy and spurred the growth of the nation’s aviation industry.
The United States Air Mail stamp is being issued as a Forever stamp. This Forever stamp will always be equal in value to the current First Class Mail one ounce price. Stamp design
On the 100th anniversary of the beginning of regular airmail service, this stamp celebrates the courage of the pioneering airmail carriers and the foresight of those who fostered the new service and made it a success. The stamp, printed in intaglio, features a drawing of the type of plane typically used in the early days of airmail, a Curtiss JN4H biplane. This type of biplane was also featured on the 24-cent stamp that was issued in 1918 to commemorate the beginning of regularly scheduled airmail service. The words “UNITED STATES” and “AIR MAIL” are respectively at the top and bottom of the stamp. “EST” is an abbreviation for “established.” The stamp designer and typographer was Dan Gretta; Greg Breeding was the art director.

Updated March 29th:

On May 1, 2018, in Washington, DC, the U.S. Postal Service® will issue the United States Air Mail stamp (Forever® priced at the First-Class Mail® rate) in one design, in a pressure-sensitive adhesive pane of 20 stamps (Item 477700). The stamp will go on sale nationwide May 1, 2018.

In honor of the 100th anniversary of the beginning of regular airmail service, the Postal Service™ will issue two stamps in 2018. The first stamp, issued May 1, commemorates the pioneering spirit of the brave Army pilots who initiated the world’s first regularly scheduled airmail service. The stamp, rendered in blue and printed in intaglio, features a drawing of the type of plane typically used in the early days of airmail, a Curtiss JN-4H biplane. An identical stamp, printed in red, will commemorate the beginning of airmail delivery through the U.S. Post Office Department, which began in August 1918. The red stamp will be issued later this summer. Dan Gretta designed the stamps and was the typographer. Greg Breeding was the art director.

Availability to Post Offices: Item 477700, United States Air Mail (Forever priced at the First-Class Mail rate) Commemorative Pane of 20 Stamps. Stamp Fulfillment Services will not make an automatic push distribution to Post Offices™.

How to Order the First-Day-of-Issue Postmark:
Customers have 120 days to obtain the first-day-of-issue postmark by mail. They may purchase new stamps at their local Post Office or on The Postal Store® website at usps.com/shop. They must affix the stamps to envelopes of their choice, address the envelopes (to themselves or others), and place them in a larger envelope addressed to:

FDOI – United States Air Mail Stamp
USPS Stamp Fulfillment Services
8300 NE Underground Drive, Suite 300
Kansas City, MO 64144-9900

After applying the first-day-of-issue postmark, the Postal Service will return the envelopes through the mail. There is no charge for the postmark up to a quantity of 50. There is a 5-cent charge for each additional postmark over 50. All orders must be postmarked by September 1, 2018.

[See below for philatelic products —VSC]

Technical Specifications:

Issue United States Air Mail Stamp
Item Number: 477700
Denomination & Type of Issue: First-Class Mail Forever
Format: Pane of 20 (1 design)
Series: N/A
Issue Date & City: May 1, 2018, Washington, DC 20066
Art Director: Greg Breeding, Charlottesville, VA
Designer: Dan Gretta, Philadelphia, PA
Typographer: Dan Gretta, Philadelphia PA
Modeler: Joseph Sheeran
Manufacturing Process: Intaglio
Printer: Ashton Potter (USA) Ltd. (APU)
Printed at: Williamsville, NY
Press Type: Stevens Vari-size Security Press
Stamps per Pane: 20
Print Quantity: 7,500,000 stamps
Paper Type: Nonphosphored Type III, Block Tag
Adhesive Type: Pressure-sensitive
Processed at: Ashton Potter (USA) Ltd. (APU)
Colors: Pantone 280C
Stamp Orientation: Horizontal
Image Area (w x h): 1.42 x 0.84 in/36.07 x 21.34 mm
Overall Size (w x h): 1.56 x 0.98 in/39.62 x 24.89 mm
Full Pane Size (w x h): 7.25 x 7.25 in/184.15 x 184.15 mm
Press Sheet Size (w x h): 14.50 x 21.75 in/368.30 x 552.45 mm
Plate Size: 120 stamps per revolution
Plate Numbers: “P” followed by one (1) single digit
Marginal Markings:
Front: HEADER: UNITED STATES AIR MAIL • ESTABLISHED 1818 • Plate numbers in two corners of pane
Back: ©2018 USPS • USPS Logo • Two barcodes (477700) • Plate Position Diagram • Promotional Text

United States Air Mail 20 Cent Stamp

Updated April 24th:

The National Postal Museum says it will host the first day ceremony for this issue at 11 a.m. on May 1 in the Museum Atrium. The NPM says the site is wheelchair accessible, and no reservation is required.

Updated April 25th:

[media advisory]
United States Postal Service to Celebrate 100th Anniversary
of U.S. Air Mail Service

Dedicating United States Air Mail Forever Stamp

What: First-day-of-issue dedication ceremony for the United States Air Mail Forever stamp. The event is free and open to the public. Please share the news using the hashtags #AirMailStamps and#USAirMail.

Who:

  • Bill Harris, Deputy Director, Department of the Air Force
  • Susan Brownell, Vice President, Supply Management, United States Postal Service
  • Elliot Gruber, Director, Smithsonian National Postal Museum
  • Nancy Pope, Head Curator, Smithsonian National Postal Museum

When:Tuesday, May 1, 2018 at 11 a.m.

Where:National Postal Museum
2 Massachusetts Ave. N.E.
Washington, DC 20002

Followers of the U.S. Postal Service’s Facebook page can view the ceremony live at facebook.com/USPS.

Background: On May 15, 1918, in the midst of World War I, a small group of Army pilots delivered mail along a route that linked Washington, DC; Philadelphia; and New York City — initiating the world’s first regularly scheduled airmail service. The U.S. Post Office Department took charge of U.S. Air Mail service later that summer, operating it from Aug. 12, 1918, through Sept. 1, 1927.

On the 100th anniversary of the beginning of airmail service, this stamp celebrates the courage of the pioneering airmail carriers and the foresight of those who fostered the new service and made it a success.

Airmail delivery, daily except Sundays, became part of the fabric of the American economy and spurred the growth of the nation’s aviation industry.

A second stamp, featured in red, will be released later this summer in commemoration of the Post Office Department’s U.S. Air Mail service. More details will be forthcoming.

Both stamps, printed in intaglio — a design engraved into the stamp paper — feature a drawing of the type of plane typically used in the early days of airmail, a Curtiss JN-4H biplane. The biplane was also featured on the stamps originally issued in 1918 to commemorate the beginning of regularly scheduled airmail service. The stamp design evokes that earlier period.

Updated April 28th:
In response to a request from The Virtual Stamp Club, here are the philatelic products for this issue:

      • 477700 Pane of 20, $10.00
      • 477706 Press Sheet with Die-cut, $60.00
      • 477710 Digital Color Postmark Keepsake, $11.95
      • 477716 First-Day Cover, $0.94
      • 477721 Digital Color Postmark FDC, $1.65
      • 477730 Ceremony Program, $6.95
      • 477724 Framed Stamps, $39.95
      • 477728 Blue Cachet, $9.95

Updated May 2nd:

The second stamp will be issued Saturday, August 11 in College Park, MD (suburban Washington and the home of the main campus of the University of Maryland).The event will be held at the College Park Aviation Museum, located at what it says is the world’s oldest airport in continuous operation. The information is buried in the press release issued after the first stamp was issued. Yes, the first-day is during APS StampShow in Columbus, Ohio.

[press release]
United States Postal Service Celebrates 100th Anniversary of United States Air Mail Service

WASHINGTON — The U.S. Postal Service celebrates the 100th anniversary of the beginning of regular airmail service with a Forever stamp. This stamp celebrates the courage of the pioneering airmail carriers and the foresight of those who fostered the new service and made it a success.

The first-day-of-issue ceremony for the blue United States Air Mail Forever stamp, took place at the Smithsonian National Postal Museum. Followers of the U.S. Postal Service’s Facebook page can view a video of the ceremony at facebook.com/USPS. News about the stamps can be shared with the hashtags #AirMailStamps and #USAirMail.

“The stamp we’re here to celebrate is a beautiful reminder of the imprint of United States Air Mail on today’s world,” said U.S. Postal Service Vice President of Supply Management Susan Brownell who dedicated the stamps.

Brownell spoke of how this groundbreaking service is credited with establishing the foundation for America’s modern-day aviation industry. “The Wright brothers opened this country’s eyes to what could be possible,” she added. “Fifteen years later, with the first airmail flights, the Post Office helped turn that possibility into reality.”

Joining Brownell to unveil the stamps were Dr. Bill Harris, Deputy Director, Air Force History and Museums Policies and Programs; Elliot Gruber, Director, Smithsonian National Postal Museum; and Nancy Pope, Head Curator, Smithsonian National Postal Museum. (Photo courtesy USPS.)

Harris spoke of the history of aviation, noting the significant contributions of the early pilots. “Challenges would be great,” he said. “But this didn’t dampen the spirits of the pilots who innovated and experimented daily with tactics and landing procedures. After all, what cargo could be more precious than letters to loved ones!”

A second stamp, red and pictured left, will be issued in College Park, MD on Aug.11, 2018. The stamp will commemorate United States Air Mail as an official function of the Post Office Department.

Both stamps, printed in the intaglio print method — a design transferred to paper from an engraved plate — depict the type of plane typically used in the early days of airmail, a Curtiss JN-4H biplane. The biplane was also featured on the 24-cent stamps originally issued in 1918 to commemorate the beginning of regularly scheduled airmail service.

The stamp design evokes that earlier period. The stamp designer and typographer was Dan Gretta; Greg Breeding was the art director.

Background
On May 15, 1918, in the midst of World War I, a small group of Army pilots delivered mail along a route that linked Washington, Philadelphia, and New York City — initiating the world’s first regularly scheduled airmail service. The blue stamp, released May 1, 2018, commemorated the pioneering spirit of the brave pilots who first flew the mail in the early years of aviation.

The United States Post Office Department, the predecessor to the U.S. Postal Service, took charge of U.S. Air Mail service later that summer, operating it from Aug. 12, 1918, through Sept. 1, 1927. Airmail delivery, daily except Sundays, became part of the fabric of the American economy and spurred the growth of the nation’s aviation industry. The red stamp commemorated this milestone.

United States Air Mail Blue Stamp

Both stamps, printed in the intaglio print method — a design transferred to paper from an engraved plate — depict the type of plane typically used in the early days of airmail, a Curtiss JN-4H biplane. The biplane was also featured on the stamps originally issued in 1918 to commemorate the beginning of regularly scheduled airmail service. The stamp design evokes that earlier period.

For airmail service to succeed in the early days of flight, the Post Office had to develop profitable routes, such as between New York and Chicago, and establish the infrastructure for safely making night flights. It set up lighted airfields and erected hundreds of airmail guide beacons between New York and San Francisco so that by 1924 regularly scheduled, transcontinental flying was possible, day and night.

Airmail delivery, daily except Sundays, became part of the fabric of the American economy and spurred the growth of the nation’s aviation industry.

The United States Air Mail stamp is being issued as a Forever stamp that will always be equal in value to the current First-Class Mail one-ounce price.

Updated July 4, 2018:
On August 11, 2018, in College Park, MD, the U.S. Postal Service will issue the United States Air Mail (red) stamp (Forever priced at the First-Class Mail rate) in one design, in a pressure-sensitive adhesive pane of 20 stamps (Item 477900). The stamp will go on sale nation- wide August 11, 2018.

The United States Air Mail (red) stamp will be the second stamp issued in 2018 by the Postal Service to commemorate the 100th anniversary of the beginning of regular air- mail service. The first stamp, United States Air Mail (blue), issued in May, paid tribute to the pioneering spirit of the brave Army pilots who initiated the airmail service on May 15, 1918. This second stamp, identical to the first except that it is rendered in red, commemorates the beginning of airmail delivery through the U.S. Post Office Department on August 12, 1918. Both stamps are printed in intaglio and feature a drawing of the type of plane typically used in the early days of airmail, a Curtiss JN-4H biplane. The stamp design evokes that earlier period. The stamp designer and typographer was Dan Gretta, while Greg Breeding served as the art director.

Availability to Post Offices: Item 477900, United States Air Mail (Red) (Forever priced at the First- Class Mail rate) Commemorative Pane of 20 Stamps Stamp Fulfillment Services will make an automatic push distribution to Post Offices of a quantity to cover approximately 30 days of sales.

United States Airmail Stamps

Special Dedication Postmarks:
Only the following pictorial postmark is permitted for the United States Air Mail (red) stamp. The word “Station” or the abbreviation “STA” is required somewhere in the design, because it will be a temporary station.

How to Order the First-Day-of-Issue Postmark:
Customers have 120 days to obtain the first-day-of- issue postmark by mail. They may purchase new stamps at their local Post Office or at The Postal Store website at usps.com/shop . They must affix the stamps to envelopes of their choice, address the envelopes (to themselves or others), and place them in a larger envelope addressed to:

United States Airmail Stamp

FDOI – United States Air Mail (Red) Stamp
USPS Stamp Fulfillment Services
8300 NE Underground Drive, Suite 300
Kansas City, MO 64144-9900

United States Airmail 21c

After applying the first-day-of-issue postmark, the Postal Service will return the envelopes through the mail. There is no charge for the postmark up to a quantity of 50. There is a 5-cent charge for each additional postmark over 50. All orders must be post marked by December 11, 2018.

Technical Specifications:

Issue: United States Air Mail (Red) Stamp
Item Number: 477900
Denomination & Type of Issue: First-Class Mail Forever
Format: Pane of 20 (1 design)
Series: N/A
Issue Date & City: August 11, 2018, College Park, MD 20740
Art Director: Greg Breeding, Charlottesville, VA
Designer: Dan Gretta, Alameda, CA
Typographer: Dan Gretta, Alameda, CA
Modeler: Joseph Sheeran
Manufacturing Process: Intaglio
Printer: Ashton Potter (USA) Ltd. (APU)
Printed at: Williamsville, NY
Press Type: Stevens Vari-Size Security Press
Stamps per Pane: 20
Print Quantity: 20,000,000 stamps
Paper Type: Nonphosphored Type III, Block Tag
Adhesive Type: Pressure-sensitive
Processed at: Ashton Potter (USA) Ltd. (APU)
Colors: Pantone 7623 Red
Stamp Orientation: Horizontal
Image Area (w x h): 1.42 x .84 in./36.07 x 21.34 mm
Overall Size (w x h): 1.56 x .98 in./39.62 x 24.89 mm
Full Pane Size (w x h): 7.25 x 7.25 in./184.15 x 184.15 mm
Press Sheet Size (w x h): 14.5 x 21.75 in./368.3 x 552.45 mm
Plate Size: 120 stamps per revolution
Plate Numbers: “P” followed by one (1) digit
Marginal Markings:
Front: Header: United States Air Mail • Established 1818 • Plate number in two corners
Back: ©2018 USPS • USPS Logo • Two barcodes (477900) • Plate Position Diagram • Promotional Text

United States Airmail 10 Cent Plate Block

Updated July 19th: Here are the first-day postmarks for this issue: It measures 2.96″x1.45″.It measures 2.95″x1.45″.The special cancellations for post offices other than the first-day city measures 2.95″ x 1.45″.