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TWA And Its International Operations?  
User currently offlineGREATANSETT From Australia, joined Aug 2003, 508 posts, RR: 3
Posted (7 years 2 months 6 days 6 hours ago) and read 5306 times:

Can someone please explain how TWA's international operations seemed to have fallen apart so quickly. I heard that in either 1988 or 89, TWA commanded over 50% of the Atlantic crossings. How in the space of ten years did its operations disintergrate so quickly?


Ron Paul 2012
44 replies: All unread, showing first 25:
 
User currently offlineTimz From United States of America, joined Sep 1999, 6873 posts, RR: 7
Reply 1, posted (7 years 2 months 6 days 6 hours ago) and read 5299 times:

Quoting GREATANSETT (Thread starter):
I heard that in either 1988 or 89, TWA commanded over 50% of the Atlantic crossings.

Where'd you hear that?


User currently offlineGREATANSETT From Australia, joined Aug 2003, 508 posts, RR: 3
Reply 2, posted (7 years 2 months 6 days 6 hours ago) and read 5287 times:

I believe wikipedia ////////////////////

Correction 1978

[Edited 2007-08-22 01:13:07]


Ron Paul 2012
User currently offlineSkyyMaster From , joined Dec 1969, posts, RR:
Reply 3, posted (7 years 2 months 6 days 6 hours ago) and read 5262 times:

Quoting GREATANSETT (Reply 2):
I believe wikipedia ////////////////////

Wiki is not the most reliable source of information. (Especially now that it's come out the among others, the edits have come from the CIA). Now I might believe these numbers in the 70's when TWA and Pan Am had the Atlantic to themselves in terms of US airlines, but by the late 80's, other U.S. airlines had begun routes, so 50% seems very generous. Lot's of factors contributed to TWA's demise. An interesting read might be "That Wonderful Airline", a nostalgia publication by Airways Magazine. It does delve into a lot of the airlines past and troubles.


User currently offlineTimz From United States of America, joined Sep 1999, 6873 posts, RR: 7
Reply 4, posted (7 years 2 months 6 days 6 hours ago) and read 5251 times:

Even in 1978 (or any other year), how could TW have more transatlantic flights than Pan Am and BA and everybody else-- combined?

User currently offlineSkyyMaster From , joined Dec 1969, posts, RR:
Reply 5, posted (7 years 2 months 6 days 6 hours ago) and read 5228 times:

Quoting Timz (Reply 4):
Even in 1978 (or any other year), how could TW have more transatlantic flights than Pan Am and BA and everybody else-- combined?

I was referring even further back, say early 70's when TW was at their zenith. I was stating making an assumption the question was in relation to US carriers only. You are correct, factor in international carriers, the percentages for PA and TW would both be quite a bit lower.


User currently offlineIrish251 From Ireland, joined Nov 2004, 978 posts, RR: 4
Reply 6, posted (7 years 2 months 6 days 5 hours ago) and read 5204 times:

TWA may have had 50% of the scheduled traffic carried by US carriers on the Atlantic in the late 1970s as, apart from Pan Am. the only other US carriers were probably Braniff and National, each with only one or two daily flights. However you must remember that, pre-deregulation, the US supplemental carriers such as Capitol, Overseas National, TIA/Transamerica and World carried significant numbers of passengers on "affinity charters" across the Atlantic. The stretched DC-8 was their preferred equipment and airports such as Shannon and Gander were heavily used by such flights. Therefore the situation was quite different from today, when T/A charter services are largely extinct.

User currently offlineTimz From United States of America, joined Sep 1999, 6873 posts, RR: 7
Reply 7, posted (7 years 2 months 6 days 3 hours ago) and read 5066 times:

FWIW, Air Transp World had a table in its first issue (5/64) listing the North Atlantic passenger count for IATA (?) airlines-- counting scheduled ops only I assume.

1950 PA had 22.1% of the total, TW 21.4, BOAC 11.5, everyone else < 10%

1957 PA 26.7 TW 15.9 BOAC 11.9

1963 PA 22.3 TW 14.8 BOAC 12.3


User currently offlineCody From United States of America, joined May 1999, 1932 posts, RR: 9
Reply 8, posted (7 years 2 months 6 days 2 hours ago) and read 4943 times:

It was many factors. During the late 1970's and early 1980's, a few of TWA's Trans-Atlantic routes were cut simply due to the individual profitability of the particular route (Casablanca and Santa Maria come to mind). In the mid-80's other U.S. carriers started flying to Europe which really brought yields down. The worst cuts came after Icahn sold off LHR and the Gulf War impacted the amount of people flying to Europe. I remember reading that TWA was literally cutting 50 percent of its European flights overnight due to the war. Not too long after that, TWA lost its Fifth Freedom authorities out of CDG. By the time the late 1990's rolled around, yields had eroded even more due to Carl Ichan's Karabu agreement. Then there was the grounding of the L1011's and 747's. Neither aircraft were really replaced due to TWA's financial state. A bunch of factors that all lead to a common conclusion.

User currently offlineMCOflyer From United States of America, joined Jun 2006, 8683 posts, RR: 16
Reply 9, posted (7 years 2 months 6 days 2 hours ago) and read 4926 times:

Well TW did operate many NYC-LON flights with 767-231ER a/c from the late 80's and mid nineties. They could have been operating 50% of those but are you sure of that figure from 78? Maybe 50% of the traffic. TW, I believe had 707 and 747 a/c operating at this time on long haul runs. They did not introduce the 767 till 85?

Hunter



Never be afraid to stand up for who you are.
User currently offlineDc863 From Denmark, joined Jun 1999, 1558 posts, RR: 2
Reply 10, posted (7 years 2 months 6 days ago) and read 4840 times:

Quoting MCOflyer (Reply 9):
TW, I believe had 707 and 747 a/c operating at this time on long haul runs.

Include L1011s as well.


User currently offlineCV990 From , joined Dec 1969, posts, RR:
Reply 11, posted (7 years 2 months 5 days 21 hours ago) and read 4756 times:

Hi!

In March 1989 I did a quite a long tour around USA with TWA, I flew MAD/JFL/SJU/MIA/STL/LAX/JFK/LIS flying mostly the L1011 Tristar and the 747 ( MAD/JFK ). I remember at that time already TW was not the biggest airline anymore in USA, for example in LAX or JFK there were a few airplanes in their terminals but not like it used to be...in LAX when I left there was only our L1011 from TW. In JFK I remember seeing in the Saarinen Terminal 3 or 4 TW flights leaving, the place didn't look crowed or very buzzy, and I say that because first time I was in TW was back to 1982 and that place "rocked"...lot's of people, lot's of flights. I also stopped at STL and there TW ruled still, I saw plenty of 727's, DC-9's, L1011's a few 767's and maybe 1 or 2 747's. In July 2001 I passed again by STL right when TW started to be absorved by AA and STL was very, very weak. I remember seeing some MD80's, 717's a few 757's and 1 767-300, what a difference, I even took a last picture of STL and the TW airplanes when I was leaving STL..I knew I wouldn't have that sight again in the future.
I think TW started to slide down after they ordered the 767, TW fleet started to be really old back to early 80's, specially their long-haul fleet, the early 747-100's models and the L1011 Tristar, I remember that TW did a search "around the world" and got "pairs" of 747's, they got 2 from BA, 2 from IB, 2 from TP, 2 from OA trying to refresh a bit their fleet, but that was in vain, the L1011 although was a great airplane in late 80's was already an airplane with more than 15 years old and TW had a big fleet of those that should have started to be replaced in mid 80's maybe....
Regards


User currently offlineJcavinato From United States of America, joined Jan 2005, 520 posts, RR: 0
Reply 12, posted (7 years 2 months 5 days 19 hours ago) and read 4706 times:

My first TWA international flight was one way Geneva to JFK in the summer of 1977. It was a 707 and there were a total of 17 passengers on the flight. I remember counting 5 in FC with the rest of us in coach. TWA had their own tour company. It was linked up with hotel alliances in several European cities into which they fed the tour people. It was a quality business, and travel with them was seamless on these tour packages.

User currently offlineL1011Lover From Germany, joined Oct 2003, 989 posts, RR: 14
Reply 13, posted (7 years 2 months 5 days 18 hours ago) and read 4657 times:

Quoting GREATANSETT (Thread starter):
Can someone please explain how TWA's international operations seemed to have fallen apart so quickly. I heard that in either 1988 or 89, TWA commanded over 50% of the Atlantic crossings. How in the space of ten years did its operations disintergrate so quickly?

Not that they commanded 50% of all transatlantic crossings but in the summer of 1990 TWA offered more daily flights US-Europe than any other airline. Pan Am the traditional number one at this point probably being number two. Of course TWA and Pan Am had their long traditional fight for the number one title.

TWA offered nonstop service from 9 US cities to Europe.

In late 1990 Icahn began selling TWA´s crown jewels and LHR route authorities went to AA. This was really the beginning of the downsizing of TWA´s Atlantic operation. In 1995 they were down to 13 daily transatlantic flights. This lasted till after the crash of TWA800. After the accident they virtually dismantled their transatlantic operation, over the course of 5 years. I remember how shocked I was when I heard of TWA abandoning their daily JFK-FRA-JFK flight. Service ended on January 14th, 1997 along with JFK-ATH-JFK. A really sad day to me. I really couldn't´t believe it back than.

I flew TWA for the last time in march of 2001. Flight routings were: CDG-JFK-STL-TUL and reverse. The TUL-STL leg was flown with 717 equipment. My first and so far only flight on this aircraft type.

I have fond memories of TWA.

If anyone is interested I have TWA´s system timetable effective July 1st, 1990 as well as every single timetable from summer 1995 to the last one they published before being fully integrated into AA.

Best regards

L1011Lover

[Edited 2007-08-22 12:59:53]

User currently offlineL1011Lover From Germany, joined Oct 2003, 989 posts, RR: 14
Reply 14, posted (7 years 2 months 5 days 18 hours ago) and read 4638 times:

Quoting Cody (Reply 8):
Not too long after that, TWA lost its Fifth Freedom authorities out of CDG.

Oh really? I never knew they lost their 5th freedom authorities out of CDG. I thought they simply weren´t using them anymore. How did they lose them? I always thought they went to AA with all of TWA´s assets. Does anybody know if Delta still have their 5th freedom rights from FRA inherited from Pan Am? They used them until 1997 (FRA-BOM was served till 2001 and then transferred to CDG) when they began downsizing and then closing their FRA hub.

Best regards

L1011Lover


User currently offlineCody From United States of America, joined May 1999, 1932 posts, RR: 9
Reply 15, posted (7 years 2 months 5 days 16 hours ago) and read 4582 times:

Quoting L1011Lover (Reply 14):
Oh really? I never knew they lost their 5th freedom authorities out of CDG. I thought they simply weren´t using them anymore. How did they lose them? I always thought they went to AA with all of TWA´s assets.

I read it recently somewhere and will try to find it. The long-and-short version was the French government pulled them for diplomatic reasons. Sorry, I don't recall any other details, but will try to find the article.


User currently offlineCV990 From , joined Dec 1969, posts, RR:
Reply 16, posted (7 years 2 months 5 days 16 hours ago) and read 4530 times:

Hi!

I too have good memories of my flights with TW... here are the planes and the routes I flew with them:

MAD/JFK - N93106 - 747-131
JFK/SJU - N31030 - L1011-385-15 Tristar 100
SJU/MIA/STL - N7035T - L1011-385-15 Tristar 100
STL/LAX - N31013 - L1011-385-1 Tristar 1
LAX/JFK/LIS - N31019 - L1011-385-1 Tristar 50

I still remember that in my 747 flight from MAD to JFK the Captain walked on the aisle and we had a brief talk, he asked me were I was from, I said I was from LIS and he said he landed there a number of times....old school Captain, nice guy, probably in their late 50's early 60's but still walking and talking with the passengers, very nice indeed. The L1011 flights were all good, the Tristar was a great airplane and the only slightest disapointment was that I had big expectations to fly the route JFK to LIS in their 767-200ER ( actually in their schedule the equipment supposed to be the 767-200ER...) but in the end I boarded the same Tristar...but now, looking back to that time after 18 years I really don't regret anymore...I flew almost 23 flying houes in those L1011's and I tried 3 models, the 1, 50 and 100..maybe flying a quite "rare" Tristar 1 ( used only domestically ) is my "ceown of glory"!!!
Regards


User currently offlineSkyyMaster From , joined Dec 1969, posts, RR:
Reply 17, posted (7 years 2 months 5 days 15 hours ago) and read 4517 times:

TWA was definitely all over the map, literally, on it's trans-Atlantic routes over the years. I have timetables from the 60's all the way up to the end. Some years they flew to 15 or more destinations in Europe, plus other places such CAI, TLV, destinations in Africa. Other years, Europe went down to a handful of routes, then a year or so later, the number went back up. I think we all agree Mr. Icahn was the main culprit in TW's demise, but I think they lost some of their international luster once other U.S. carriers started receiving authority to fly across the pond. Just as JFK lost some of it's status as "America's Gateway". The arrival of the 767 and opening of even more routes bypassing the east coast just accelerated it. I think it also affected Pan Am as well, but that's a different thread. I would say 1970-1974 were the years when TWA was it's biggest internationally, including the around-the-world service. Too bad they are gone.

User currently offlineL1011Lover From Germany, joined Oct 2003, 989 posts, RR: 14
Reply 18, posted (7 years 2 months 5 days 14 hours ago) and read 4466 times:

Quoting SkyyMaster (Reply 17):
I think we all agree Mr. Icahn was the main culprit in TW's demise, but I think they lost some of their international luster once other U.S. carriers started receiving authority to fly across the pond. Just as JFK lost some of it's status as "America's Gateway". The arrival of the 767 and opening of even more routes bypassing the east coast just accelerated it.

Absolutely, I highly agree.

On the other hand when I look at their 1990 timetable I´m amazed how many routes they served bypassing JFK. And we shouldn't´t forget that it was actually TWA that first introduced 767 trans-atlantic operations in the mid 80´s.

It´s a shame that a once innovative airline wasn´t able to really adapt to the changes that airline deregulation brought.

I think their biggest problem was their single hub operation. They were never really able to (re)develop JFK into a real hub.

They served some interesting non-hub routes like PHL-LHR, BWI-FRA but what´s worth all that in a post deregulation market?

The majority of their transatlantic routes were served from JFK of course, the traditional pre-deregulation US gateway, however they also flew internationally from LAX, STL (their main hub), BOS, PHL, EWR, BWI, IAD and ORD. I believe they would have been way better off if they would have been able to develop at least one more of these airports into some sort of hub or focus city operation. I know, I know... which city... all of them already served as a hub for other airlines... but anyhow...

Well that´s just my opinion... I guess we´ll never know... lol...


User currently offlineTWFirst From Vatican City, joined Apr 2000, 6346 posts, RR: 52
Reply 19, posted (7 years 2 months 5 days 14 hours ago) and read 4424 times:

Quoting L1011Lover (Reply 18):
The majority of their transatlantic routes were served from JFK of course, the traditional pre-deregulation US gateway, however they also flew internationally from LAX, STL (their main hub), BOS, PHL, EWR, BWI, IAD and ORD. I believe they would have been way better off if they would have been able to develop at least one more of these airports into some sort of hub or focus city operation.

Years ago, they had a sizable operation at ORD. They tried developing ATL into a mini-hub in the 90's with disasterous results. They did have success in SJU in the late 90's, quickly growing to #2 in Caribbean after AA, and were beginning to build up LAX at the very end before the acquisition. They weren't able to make JFK work as a true mega-hub because they were so limited by their outdated facilities...during the 90's they ended several domestic routes from JFK, including CLE, DTW, MSP, and several Florida routes after B6 started up in 2000... although they expanded transcon routes to LAX, SFO, etc.



An unexamined life isn't worth living.
User currently offlineAvion660 From United Kingdom, joined Jan 2007, 212 posts, RR: 0
Reply 20, posted (7 years 2 months 5 days 14 hours ago) and read 4405 times:

Quoting CV990 (Reply 16):
I still remember that in my 747 flight from MAD to JFK the Captain walked on the aisle and we had a brief talk

Same here. I took the TW 767 from LGW to STL (TW721) back in 1998 with my baby son. Captain came to the back and had a chat with his youngest passenger (then 5 months)... a very nice 'old' bloke.

Quoting CV990 (Reply 11):
I even took a last picture of STL and the TW airplanes when I was leaving STL..I knew I wouldn't have that sight again in the future.

Like you I took some shots at STL and was able to compare them to later visits in 2004 and 2006. What a difference.. C gates deserted, when before it was a madhouse of 727s and DC9s, and a few 767s. Shame.


User currently offline28L28L From Australia, joined Nov 2005, 459 posts, RR: 0
Reply 21, posted (7 years 2 months 5 days 13 hours ago) and read 4347 times:

Can anyone tell me when TW flew BWI-FRA? I don't remember that one. Thanks.

User currently offlineSkyyMaster From , joined Dec 1969, posts, RR:
Reply 22, posted (7 years 2 months 5 days 13 hours ago) and read 4334 times:

Quoting 28L28L (Reply 21):
Can anyone tell me when TW flew BWI-FRA? I don't remember that one. Thanks.

That's one I don't recall either. I thought the only trans-Atlantic route they ever flew from BWI was London. I could dig through my timetables but that's a major hassle. Will do a little surfing and see if I can find it.


User currently offlineCV990 From , joined Dec 1969, posts, RR:
Reply 23, posted (7 years 2 months 5 days 12 hours ago) and read 4288 times:

Hi!

TW flights to LIS used to be done in the good old days with the L1011 Tristar in the summer, daily ending at BCN both ways. In the winter TW would fly a few days a week from JFK to LIS and then MAD with the 747, that latter was changed to the 767 or the L1011 Tristar. When I flew with TW to USA ( in one of my above posts ) in that particular day there was no TW flight from LIS, so I had to take a TP 727-200 from LIS to MAD, and then pick the TW 747....I had to cross "two times" my little Portugal, eh!eh!eh!
Regards


User currently offlineL1011Lover From Germany, joined Oct 2003, 989 posts, RR: 14
Reply 24, posted (7 years 2 months 5 days 12 hours ago) and read 4273 times:

Quoting TWFirst (Reply 19):
Years ago, they had a sizable operation at ORD. They tried developing ATL into a mini-hub in the 90's with disasterous results. They did have success in SJU in the late 90's, quickly growing to #2 in Caribbean after AA, and were beginning to build up LAX at the very end before the acquisition. They weren't able to make JFK work as a true mega-hub because they were so limited by their outdated facilities...during the 90's they ended several domestic routes from JFK, including CLE, DTW, MSP, and several Florida routes after B6 started up in 2000... although they expanded transcon routes to LAX, SFO, etc.

Yeah, they drastically downsized ORD as they just couldn't compete with UA´s and AA´s huge presence there, and I know of the ill-fated attempt to develop ATL as a hub. They were probably a bit late in introducing hubs anyway, as they were a traditional point-to-point carrier and when they finally began operating "real" hubs most other major carriers had theirs already well established and running and therefore a big advantage over TWA´s operation. As innovative and industry-leading they were in some things, as lame and and unable to keep up they were in other things. TWA was also very slow in making small commuter airlines provide spokes to their hubs under the TWA brand and flight number. The first TWA Express service began on August 5th, 1985.

I too believe that their outdated facilities at JFK were a contributing factor to their inability to create a sizable, full hub operation there.

By the way, I gave a wrong information in my previous post. The BWI-FRA service was actually a 1-stop service and the routing was BWI-LGW-FRA (but same flight number/same aircraft) the flight number was TW732 served with 767-200ER equipment. Sorry... my bad..

I was digging through my old TWA timetables and wanted to share the information on transatlantic services in some of them... Just see where they went to within a 10 year period...

TWA transatlantic and intra-Europe services from US effective July 1st, 1990

TW732 BWI-LGW daily
...........LGW-FRA daily
TW754 BOS-LHR daily
TW810 BOS-CDG daily
TW770 ORD-LHR daily
TW760 LAX-LHR daily
TW860 LAX-CDG daily
...........CDG-FCO tuesday, thursday
...........CDG-TLV saturday
TW834 EWR-CDG daily
...........CDG-CAI monday
...........CDG-FCO friday, saturday, sunday
TW814 JFK-AMS daily
TW880 JFK-ATH daily
TW902 JFK-BCN daily
TW768 JFK-BRU daily
TW816 JFK-CPH daily
TW740 JFK-FRA daily
...........FRA-IST daily
TW736** FRA-VIE daily (a tag on to TW740, 1-stop service JFK-VIE offered as TW744)
TW900 JFK-LIS daily
TW702 JFK-LHR daily
...........LHR-FRA daily
TW708 JFK-LHR daily
TW704 JFK-LHR daily
TW700 JFK-LHR daily
TW904 JFK-MAD daily
TW842 JFK-MXP daily
TW826 JFK-FBU daily
...........FBU-ARN daily
TW804 JFK-CDG daily
...........CDG-ZRH daily
TW822* CDG-STR daily (a tag on to TW804, 1-stop service JFK-STR offered as TW822)
TW838* CDG-MUC daily (a tag on to TW804, 1-stop service JFK-MUC offered as TW838)
TW800 JFK-CDG daily
...........CDG-CAI tuesday
...........CDG-TLV wednesday, thursday
TW840 JFK-FCO daily
TW848 JFK-FCO tuesday, wednesday, friday, saturday
...........FCO-CAI wednesday, saturday
TW884 JFK-TLV thursday, saturday, sunday
TW756 PHL-LHR daily
TW720 STL-LGW daily
TW818 STL-CDG daily
TW894 IAD-CDG daily
...........CDG-GVA daily

* no local traffic rights on TW822 CDG-STR and TW838 CDG-MUC
** full traffic rights on TW736 FRA-VIE, as well as on all other intra-European/CAI/TLV flight segments.

TWA transatlantic services from US effective June 15th, 1995

TW810 BOS-CDG daily
TW880 JFK-ATH daily
TW902 JFK-BCN daily
TW888 JFK-CAI monday, wednesday, friday
...........CAI-RUH tuesday, thursday, saturday
TW740 JFK-FRA daily
TW900 JFK-LIS daily
TW904 JFK-MAD daily
TW842 JFK-MXP daily
TW800 JFK-CDG daily
...........CDG-TLV monday, wednesday, thursday, saturday, sunday
TW840 JFK-FCO daily
TW848 JFK-FCO wednesday, thursday, friday, saturday
TW884 JFK-TLV daily
TW720 STL-LGW daily
TW818 STL-CDG daily

TWA transatlantic services from US effective June 1st, 2000

TW888 JFK-CAI daily except sunday
...........CAI-RUH daily except monday
TW900 JFK-LIS daily
TW842 JFK-MXP daily
TW924 JFK-CDG daily
TW884 JFK-TLV daily
TW720 STL-LGW daily
TW818 STL-CDG daily


Best regards

L1011Lover


25 Post contains images SansVGs : Yes you are correct. That; and Carl Ichon. T-Way was the last of the pilot's airlines. I so miss them
26 Post contains links Viscount724 : A few Time magazine articles on TWA from 1974 (and one on PA that year), 1975, and 1992 may be of interest. The last link covers the Carl Icahn issues
27 WA707atMSP : TWA even flew DTW-ORY-FCO in the late 1960s. I believe the route only lasted a year or two. I think TWA also flew from SFO to LHR in the 1960s.
28 MasseyBrown : JFK and Icahn were the proximate causes; but I think that TWA always lacked consistency. They would alternate between 4-5 brilliant years and then 4-
29 Semsem : I think that one reason was that only TWA and PAN AM were allowed to offer International service; also Northwest was only allowed to fly to the Orient
30 Slider : That's about as good a recap as I could have written...spot on with the routes. I remember the CAI and Riyadh flights in the 90s, man, what a shame.
31 PanAm747 : There is a special place in hell reserved for Carl Icahn - and TWA was doomed the moment that their leadership had to choose between Frank Lorenzo an
32 MasseyBrown : I've long wished that somebody (a union, if union leadership had any brains) would sue the Icahns of the world under the Rico Act for organized looti
33 SFOtraveler : I remember their ads in the mid 1980s talked about them being the no. 1 airline across the Atlantic. Several 747s daily from jfk to LHR and CDG plus f
34 Timz : It stopped in BOS. They also tried DTW-BOS-LHR. They did SFO-ORY, LAX-ORY and LAX-LHR, but far as I can see their only SFO-LHR flight was on the 1649
35 Timz : They did fly SFO-LHR later-- 1977-78.
36 TristarSteve : TW816 operated to ARN between May 1987 to Oct 1992. Sometimes B767 and sometimes Tristar. the routing was different every season. JFK-ARN-CPH-JFK was
37 CV990 : Hi! TristarSteve, that information is very interesting...seeing the Model 1 flying to Sweden it's in a historically point a view very valuable. By the
38 B767300ER : When I first started flying for TW on International Services as an LOD I was able to hold the BOS-CDG-TLV-CDG-BOS route which gave us a day in Paris o
39 N383PA : Oh yes, those were the days. I remember TWA flying to Berlin in 1987. I flew JFK-BRU-TXL. From JFK to BRU on L1011 N31018 and then to TXL B727-31 N846
40 TAN FLYR : Another factor that sorta figures into this the fleet composition. IIRC, around the start of 1974 TWA was still flying a few Convair 880's, though I t
41 EWRCabincrew : I miss TWA. I took them from MAD-JFK the day their L-1011 crashed on take-off at JFK. We were delayed a few hours as a result of it. The thing I remem
42 SkyyMaster : My brother was a flight engineer on the TWA 707 doing trans-Atlantic when other airlines were rapidly or had already shed their 707/DC8's. He told me
43 WesternA318 : I have a photo from 1998 that shows a classic 727 in the twin stripes departign with a brand new 757-200 right behind it... Howard Hughes never tore
44 WA707atMSP : I've read that TWA under invested in its fleet in the late 1970s and early 1980s because management thought it would be more profitable to buy some o
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