Jeff W

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About Jeff W

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  1. Jeff W

    Jeff W

    RTW80 Diary Entry 22 - Cork (EICK) to London City (EGLC) The round the world adventure is coming to a close. This evenings leg to London City is, sadly, the last one. I’ve had a terrific time and really enjoyed following everyone’s journey and entertaining diary entries. It was a foggy afternoon in Cork at departure. On the Ramp in Cork. Leaving Ireland Tracking the leg on Little Nav Map Afternoon sun above the cloud cover Front Office view of the cloud cover over Wales Fading afternoon light as we near London Two and half mile visibility at London City, this seems familiar. Finding my way to London City in the gloom of twilight. Gear down, configured for landing End of the journey in sight. Safely back at our departure airport. It's only a short London taxi ride to the Reform Club to complete the journey Jeff W Around the World in 80 Days Summary: Number of Legs: 22 Total Duration: 78.9 Days Total Distance: 20,984nm Total Flight Time: 79:27:38 Less than 80 days duration and just under 80 hours flight time. Interesting that the hours and days are so close - just a lucky coincidence BOAC DC-6A G-AOMP RTW Summary Number of Legs: 20 Total Duration: 78.9 Days Total Distance: 18,894nm Total Flight Time: 73:15:46 Max South: S000* 21.172' Max North: N076* 14.404'
  2. Really good reading MM! Sixty years later and now look at how much air travel has changed indeed. Things are always be better in the future.
  3. Jeff W

    Jeff W

    RTW80 Diary Entry 21 - Gander (CYQX) to Cork (EICK) The round the world journey resumes in the aircraft we started in. We are back in DC-6A BOAC (G-AOMP) for the long transatlantic leg to Ireland. Phileas Fogg made landfall in Queenstown, we have chosen Cork which is the closest to the actual route. Pictures below show Cork as it looked in the late 19th century. Pictures from the penultimate leg of our journey Departure from snow dusted Gander Newfoundland Turning on course with Gander (CYQX) below. Dependable Pratt and Whitney will power us across the pond. Clouds over the Atlantic Cruising at 18000 feet, 304knts Groundspeed. Two more hours to go, It will be dark when we arrive. Final Approach to Cork. Only one more leg to go!
  4. Jeff W

    Jeff W

    RTW80 Diary Entry 20 - New York (LaGuardia) to Gander (CYQX) Today’s flight will feature another famous US airline, one that I have a special affection for as I flew on it many times as a boy and later as an adult. Eastern Airlines Eastern Air Lines was a major American airline from 1926 to 1991. Eastern was one of the "Big Four" domestic airlines created by the Spoils Conferences of 1930, and was headed by World War I flying ace Eddie Rickenbacker in its early years. While most of the major airlines were focusing on transcontinental flights, Eastern's specialty was the East Coast, and it was here that it established a near monopoly. Through 1933, the airline acquired contracts for a number of routes that spanned from New York to Miami. Eastern catered to the high demand for quick passenger travel between the northeastern states and the vacation areas of Florida. In April 1938, Rickenbacker, with the help of some of his associates, bought Eastern. Rickenbacker was responsible for setting up Eastern’s Great Silver Fleet, a famous fleet of DC-2 aircraft that operated on the East Coast, one of which became the first commercial airplane to touch down at Washington, D.C.'s new National Airport in June 1941. In World War II, Eastern joined in supporting the war effort with military support flights connecting Florida, Pennsylvania, and Texas. Further routes were added to Trinidad in the Caribbean. Eventually, in September 1942, Eastern created its Military Transport Division (MTD) based in Miami comprising a fleet of Curtiss C-46 Commando aircraft. After the war, Eastern became even stronger. In 1950, the company ordered the new L.1049 Super Constellation airplane. Eastern also successfully acquired a Canadian company, Colonial Airlines, in 1956 that allowed the airline to begin service to Canadian cities such as Montreal and Ottawa. Eastern also diversified into Mexico, when in 1957, it began a New York-New Orleans-Mexico City service using DC-7 aircraft. As a boy I had several memorable flights on the Lockheed Electra out of Washington’s National Airport. Rickenbacker pushed Eastern into a period of growth and innovation; for a time Eastern was the most profitable airline in the post-war era, never needing state subsidy. In the late 1950s Eastern's position was eroded by subsidies to rival airlines and the arrival of the jet age. On October 1, 1959, Rickenbacker's position as CEO was taken over by Malcolm A. MacIntyre, a brilliant lawyer but a man inexperienced in airline operations.' Rickenbacker's ouster was largely due to his reluctance to acquire expensive jets; like many others, he underestimated their appeal to the public. Despite being somewhat late to commit to jets, Eastern did achieve some notable firsts. Eastern was the first to operate the three jet aircraft: the Boeing 727, the Lockheed L1011, and Boeing 757. In the late 1970s and early 1980s, during the deregulation, labor disputes and high debt loads strained the company under the leadership of former astronaut Frank Borman. Frank Lorenzo acquired Eastern in 1985 and moved many of its assets to his other airlines, including Continental Airlines and Texas Air. After continued labor disputes and a crippling strike in 1989, Eastern ran out of money and was liquidated in 1991. In the memoir "Fate is the Hunter" describing his years working as a pilot from the 1930s to the 1950s Ernest K Gann wrote this interesting description of the tribal pilot airline cultures: "Airline pilots are separated into tribes in spite of their common occupation....United pilots are considered colorless and sticklers for regulation. American pilots are thought to be a mixed lot, prone to independent complaint and rebellion. TWA pilots, highly regarded individually, are pitied for the chameleon management of their company. Pan Am pilots, admired and envied for their long-range flying, are thought to be shy and backward in foul-weather work. The tribes are each healthy and strong in their way, but their characteristics, conditioned by their aerial territories, are as different as the Sioux, the Navajos, and the Cherokees. All this is recognized as debatable. Yet the legends had to start somehow. Now it is important for Hughen to remember that Eastern Airlines pilots are singularly determined and clever. They are not given to timidity, and if the pilot now beneath us has refused to continue his approach the conditions must be very unpleasant indeed." Todays flight will be in a Constellation in the livery of the Great Silver Fleet LaGuardia Tower, Eastern Ready to Go Bye to the Big Apple On Course for Gander Climbing to Cruise Altitude over Rhode Island
  5. Really enjoyed the Chrysler and Empty State Videos, but the Worldport video was my favorite. I love that the family arrives at the modern jet port terminal in a Renault Dauphine.
  6. Jeff W

    Gérard B

    The route map you posted shows you bypassing Gander and stopping at Goose Bay. You could save some time and distance on your Atlantic crossing by going to Narsarsuaq Airport (BGBW) in Greenland instead of Sondrestrom (BGSF). Good Luck.
  7. Jeff W

    Jeff W

    RTW80 Diary Entry 19 - Chicago (Midway) to New York (LaGuardia) American Airlines DC-4 Flagship Washington American Airlines was developed from a conglomeration of 82 small airlines through acquisitions in 1930 and reorganizations. Initially, American Airways was a common brand by a number of independent carriers. These included Southern Air Transport in Texas, Southern Air Fast Express (SAFE) in the western United States, Universal Aviation in the Midwest (which operated a transcontinental air/rail route in 1929), Thompson Aeronautical Services (which operated a Detroit-Cleveland route beginning in 1929), and Colonial Air Transport in the Northeast. Like many early carriers, American earned its keep carrying U.S. Mail. By 1933 American Airways operated a transcontinental route network serving 72 cities, mostly in the northeastern, midwestern, and southwestern United States. In 1934 American Airways Company was acquired by E. L. Cord, who renamed it "American Air Lines". Cord hired Texas businessman C. R. Smith to run the company. Smith worked with Donald Douglas to develop the DC-3, which American Airlines was first to fly, in 1936. American's DC-3 made it the first airline to be able to operate a route that could earn a profit solely by transporting passengers; other carriers could not earn a profit without U.S. Mail. With the DC-3, American began calling its aircraft "Flagships" and establishing the Admirals Club for valued passengers. The DC-3s had a four-star "admiral's pennant" outside the cockpit window while the aircraft was parked. American operated daily overnight transcontinental service between New York and Los Angeles through Dallas/Fort Worth and other intermediate stops, advertising the service as an "all-year southern route." American Airlines was the first to cooperate with Fiorello LaGuardia to build an airport in New York City, and became owner of the world's first airline lounge at the new LaGuardia Airport (LGA), known as the Admirals Club. Membership was initially by invitation only, later changing to an open policy that accepted members who paid dues. Inside an Admirals Club The Admirals Club was conceived by AA president C.R. Smith as a marketing promotion shortly after he was made an honorary Texas Ranger. Inspired by the Kentucky colonels and other honorary organizations, Smith decided to make particularly valued passengers "admirals" of the "Flagship fleet" (AA called its aircraft "Flagships" at the time). The list of Admirals included many celebrities, politicians, and other VIPs, as well as more "ordinary" customers who had been particularly loyal to the airline. There was no physical Admirals Club until shortly after the opening of LaGuardia Airport. During the airport's construction, New York Mayor Fiorello LaGuardia had an upper-level lounge set aside for press conferences and business meetings. At one such press conference, he noted that the entire terminal was being offered for lease to airline tenants; after a reporter asked whether the lounge would be leased as well, LaGuardia replied that it would, and a vice president of AA immediately offered to lease the premises. The airline then procured a liquor license and began operating the lounge as the "Admirals Club" in 1939. The second Admirals Club opened at Washington National Airport. Because it was illegal to sell alcohol in Virginia at the time, the club contained refrigerators for the use of its members, so they could store their own liquor at the airport. For many years, membership in the Admirals Club (and most other airline lounges) was by the airline's invitation. After a passenger sued for discrimination, the Club (and most other airline lounges) switched to a paid membership program. Screenshots from today's flight: Midway Tower, American Flagship Washington - Ready for Takeoff Over Lake Michigan Cruising at 12000 feet Following the Hudson - Over Manhattan Turning back towards LaGuardia East River view of Manhattan Over Queens on downwind leg Runway 22, Just a few more seconds to go.
  8. Jeff W

    Jeff W

    RTW80 Diary Entry 17 - Milwaukee to Chicago (Midway) A short hop today in the Lockheed Electra L10A NCA Lockheed 10A Electra Lockheed Aircraft produced the 10A as its first twin-engine transport designed in 1932-33 to compete on the shorter routes with the Boeing 247 and the Douglas DC-2. It was an all metal, "all weather" aircraft with retractable landing gear and a passenger/crew boarding door on the left rear of the fuselage. The wing design was similar to the Boeing 247 in that it had a truss passing through the passenger cabin to connect the wing spars Even though its Pratt and Whitney R-985 Junior Wasp engines developed less horsepower than its counterparts, the 10A's cruising speed of 190 mph was 10 mph faster than both the Boeing and Douglas products. The most famous Lockheed 10 was the similar 10E model which was flown by Amelia Earhart during several record breaking flights and ultimately disappearing on July 3, 1937 on the last portion of a round-the-world flight. On the last day of 1946, Wisconsin Central Airlines had been awarded its temporary certificate to operate Air Mail Route 86 on 1400 miles to 43 cities. Finding a suitable aircraft with which to serve this route system was a major hurdle. Not only did the new airline lack enough funds for modern airliners, many of the airports to be served lacked facilities sufficient enough to handle them. The perfect solution was the Lockheed 10A. Already an old airplane, Wisconsin Central purchased a total of 6 of the 10A model for about $12,000 a piece. When the last Lockheed was retired on May 1, 1951 to make way for an all - DC-3 fleet, the 10A's had safely flown almost 6,000,000 miles before being sold for a tidy profit at $35,000 per aircraft. Screenshots from today's flight: Wisconsin Central - "Now Boarding" Heading South - Past Racine Above Lake Michigan in the Afternoon Sun At Cruise - 8000' Downwind at Dusk Chicago Skyline Touching Down - Midway Field
  9. Jeff W

    CavalierDuck's RTW80

    Brilliant Run. Well Done!
  10. Jeff W

    Jeff W

    RTW80 Diary Entry 16 - Omaha to Milwaukee North Central Airlines North Central Airlines was one of the largest and most profitable of the local service air carriers operating in the United States during the late 1940s through the 1970s. On February 24,1948, one of the coldest and most miserable days of the year, Wisconsin Central inaugurated scheduled service with three Lockheed 10A nine-passenger airplanes. Only one of the flights over the 19 city, 15 airport route could be flown that day due to the extreme conditions. From this humble beginning, the airline grew on a "shoestring" to become a safe and reliable carrier. Increased demand soon outweighed the abilities of the small Lockheeds, resulting in the purchase of 6 DC-3s from TWA with inauguration of service in early 1951. By 1952, with the help of 10 DC-3s, Wisconsin Central had grown to become the third largest of the 18 local service carriers behind Frontier and Ozark. North Central celebrated a milestone in a big way on February 24, 1968 when all five of the different aircraft types ever used in service for the airline flew together in formation, exactly twenty years from the date of inaugural service for the midwest carrier. Pictured above on a cold, Minnesota day are (from right to left) the Lockheed 10A, Douglas DC-3, Convair 440, Convair 580, and the Douglas DC-9. North Central purchased Atlanta-based Southern Airways and the two airlines formed Republic Airlines in July 1979, the first merger following airline deregulation. Republic soon targeted San Francisco-based Hughes Airwest for acquisition, and the deal was finalized in October 1980. Saddled with debt from two acquisitions and new aircraft, the airline struggled in the early 1980s. In 1986, Republic merged with Northwest Orient Airlines, which was Minneapolis and had a large operation at Detroit, which ended the legacy of Wisconsin Central and North Central. Following the merger, the new airline became Northwest Airlines (dropping the "Orient"), which merged into Delta Air Lines in 2008, finalized in early 2010. Pictures from today's flight to from Omaha to Milwaukee Leaving Omaha Cold Winter Day over Iowa North Central - 728 Herman the Duck over Wisconsin Descending near Lake Michigan North Central - On Final North Central - "Cleared to Land"
  11. Wonderful history lesson on the political and financial activities that were integral to the building of the transcontinental railroad. I sometimes wonder how much things have really changed?
  12. Jeff W

    Jeff W

    ] RTW80 Diary Entry 16 - San Francisco to Omaha Resuming the Round the World Journey today courtesy of Trans World Airlines TWA History Western Air Express began operations in April, 1926 with a fleet of six open-cockpit, two passenger Douglas M-2 biplanes and a contract to fly one air-mail round trip from Los Angeles to Salt Lake City. Transcontinental Air Transport, Inc.(TAT) was proclaimed “the Lindbergh Line” and incorporated in May 1928 by a group of financiers and transportation experts who believed that public acceptance of air travel was close at hand. Colonel Charles Lindbergh was named Chairman of the TAT Technical Committee with the hope his name would attract more financing and business. Brave indeed were the passengers during that beginning era. Tragic accidents occurred during these early years of aviation history. Even the uneventful flights caused passengers' ears to ring and stomachs to churn. If an airline made money, and few did, the profit came from airmail subsidies and not passengers. Changes came in 1930 from an unlikely source, the Postmaster General Walter Folger Brown. He thought the nation needed airlines that carried more people than mail. He summoned airline chiefs to Washington and offered them a deal. If the airlines would merge into units big enough to make economic sense, the government would give them a lock on cross-continental routes. After some tough compromising, three big transcontinental lines emerged. 1. On the central route through St. Louis, TW&A formed on October 1, 1930 when Transcontinental Air Transport and Western Air, Inc.merged. 2. On the northern route through Chicago, what became United came into existence. 3. On the southern route through Dallas, what became American was formed. 4. The north-south routes along the Atlantic Seaboard went to a fourth amalgamation, Eastern. In April 1934 the airline became TWA, Inc. Collectively these airlines became The Big Four. Pan American had a monopoly on intercontinental routes. For almost half a century these five had the sky almost to themselves. A TWA crash put the government into the airline business in a big way. On May 5, 1935, a TWA DC-2 went down near Kirksville, Mo. The crash killed six people, including U.S. Sen. Bronson Cutting of New Mexico. TWA’s crashes tended to be doubly ugly, because many involved well-known people: Notre Dame football coach Knute Rockne in 1931 and Hollywood actress Carole Lombard in 1942. But Cutting was more than well-known. He was also well-loved by his colleagues in Congress. His loss so upset the lawmakers that they set up what became the Civil Aeronautics Board. For the airlines, the CAB served as both Big Daddy and Sugar Daddy. The CAB was Big Daddy when it told the airlines what they could do, where they could fly, the frequency of their flights, what fares they could set and what steps to take to ensure safety. It was Sugar Daddy when it set fares high enough to keep the airlines in business, no matter what. The airlines became, in effect, public utilities with the Big Four on top. With profits all but guaranteed airline managers didn’t have to be astute in the ways of business. The airlines had room for colorful characters like TWA’s Jack Frye, a brash pilot, who took the TWA presidency in 1934. Frye preferred the cockpit to the boardroom and spent as much time as he could at the controls of TWA’s DC-3s, the most popular aircraft in air travel in the mid-1930s. But Frye had his mind set on something bigger, the four-engined Boeing Stratoliner. By today’s standards that plane looks bulbous, almost cartoonish. But in the late ‘30s, only the pressurized Stratoliner could lift TWA’s passengers above the bumpy weather that the DC-3s had to bull through. The financial people to whom Frye answered balked at buying Stratoliners. There is a question whether Jack Frye approached Howard Hughes or Howard Hughes Approached Jack Frye. What came next was Howard Hughes buying up TWA stock. On August 26, 1940, Howard Hughes owned enough stock to obtain a controlling interest in TWA. For better or for worse, TWA would never be the same. Thanks to Hughes’ Hollywood connections, TWA developed the reputation as the glamour airline. When the Hollywood movie stars flew they tended to fly TWA. The airline’s press agents made sure the newspapers got pictures of the rich and famous boarding TWA’s Connies. Hughes vexed his dispatchers by holding flights until dawdling stars could arrive. Big-time Hollywood columnists like Hedda Hopper and Louella Parsons received red-carpet treatment with TWA limousines toting them to and from airports. Publicity like that attracted hordes of first-time fliers to TWA. Most were well-heeled vacationers who could afford the steep fares of the postwar era. But the glamour image had two big drawbacks. First most of TWA’s routes ran east and west which was fine for summertime vacationers but weak in the winter when vacationers head south. Before long TWA began bleeding financially each winter. This became a chronic condition up to the end. Second the business passengers could have taken up the winter slack but they tended to shun glitzy TWA. They wanted steady, sober service. They wanted the kind of service they associated with United and American. While TWA flew stars its rivals snared the most desirable passengers, the full-fare, frequently flying executives. Hughes never held a corporate position at TWA. He didn’t have to because he owned the company. But his meddling exasperated TWA’s executives who tended to quit in frustration. Historian Serling called Hughes “the George Steinbrenner of commercial aviation, a well-intentioned owner who picked capable managers and then drove them crazy.” Take Carter Burgess, TWA’s president in 1957, the year Hughes decided to “borrow” a brand-new Super Constellation. With a co-pilot and a flight engineer conscripted from TWA’s ranks Hughes took off in June for a brief test flight to Montreal. Six months later, Hughes still had the plane, gallivanting around the Caribbean at the controls. Burgess implored him to return it so TWA could put it to productive use. Hughes refused, whereupon Burgess quit. Hughes hardly cared; as his flight engineer Bill Bushey later recalled, “I gathered from that long time with him that he liked three things, airplanes, TWA and girls.” Trouble is, he liked the wrong kind of airplanes. Come Fly With Me In his autobiography All You Need Is Ears, producer George Martin wrote of having visited the Capitol Tower during the recording sessions for the album. According to Martin's book, Sinatra expressed intense dislike for the album cover upon being first shown a mock-up by producer Voyle Gilmore, suggesting it looked like an advertisement for TWA. Screenshots from today's flight: TWA Constellation "Star of Virgina" on the Ramp at San Francisco International Leaving the City by the Bay Turning on course Leaving the High Sierra behind Several hours later, Arrival at Epperly Airport in Omaha Nebraska.
  13. Jeff W

    Breitling 2

    Really like the sepia photo effect in the last shot.
  14. Yes Indeed. See you in the Tonga Room tonight. Open invitation to whoever is in still in town.
  15. Jeff W

    Jeff W

    DC-6 Ferry Flight – Leg 4 CYFB-CYQX ARRIVED GANDER CYQX –(STOP)- FERRY FLIGHTS TOTAL DISTANCE 5780 -(STOP)- AIRCRAFT READY FOR PICKUP –(STOP)- Inqaluit - Pushing Back After Takeoff, Gear Up. Over Labrador Gander Tower, Runway In Sight. Completion of Ferry Flight Operations. DC-6 G-AOMP ready to resume RTW80 duty.