Timz From United States of America, joined Sep 1999, 6644 posts, RR: 7 Posted (4 years 4 months 4 days 2 hours ago) and read 1693 times:
Another auction, so more trivia, this time from the June 1948 "OAG", which wasn't called that just yet.
PA still has a transatlantic DC-4 six days a week, LGA-YQX-SNN-BRU-FRA-PRG, along with their Constellations. 17 Constellations a week LGA to LHR (no nonstops). I didn't know they flew DC-3s in Europe-- they had one daily from LHR to Vienna with stops. They're all DC-4 across the Pacific-- two a week from Shanghai to California, and they also show a weekly CNAC DC-4. Six daily DC-4s MIA-HAV.
TWA has two flights a week Chicago to Cairo: one Constellation, one DC-4. Ditto Washington to Cairo. No domestic DC-4s, except the DL interchange flight. TWA has recently begun flying to Baltimore, Santa Fe, Worcester and Scranton/Wilkes Barre. UA is about to start Baltimore-- that's Harbor Field, which also gets EA, AA, Colonial, Capital, and three BOAC Constellations a week to BDA. I was surprised to see Harbor Field only opened in November 1941.
BSAA has five flights a week LHR to South America-- doesn't say whether they're Tudors or Yorks or Lancastrians. FAMA has a weekly flight from LHR and another from Rome. Aerovias Guest 2/week MEX-MAD.
AA is just starting CV240 flights, so they've still got lots of DC-3s (and DC-4s-- Cearley says they were all gone by the end of 1948). UA has DC-6 flights SFO-BUR-LNK-LGA and back, and SFO-LNK-LGA and back-- I thought those non-Chicago one-stops ended when the DC-6s arrived.
Looks like UA, NW and WA are all flying out of SEA, but PA doesn't say which airport their DC-4s to Alaska leave from-- probably Boeing Field. Probably West Coast was at BFI too?
Timz From United States of America, joined Sep 1999, 6644 posts, RR: 7 Reply 8, posted (4 years 4 months 3 days 19 hours ago) and read 1478 times:
PA did claim to schedule nonstop 749s LGA-LHR at some point in the late 1940s-- but maybe they never claimed that with 049s. In about 1949 the Dutch got into some dispute with India and KLM had to detour for a short time-- but they continued flying to Batavia via Mauritius, which is a pretty good trick, especially if they did it both ways.
Timz From United States of America, joined Sep 1999, 6644 posts, RR: 7 Reply 10, posted (4 years 4 months 3 days 6 hours ago) and read 1394 times:
They could make it nonstop some unknown percentage of the time-- enough so that some PA timetables explicitly claim the eastward flight was "NONSTOP". No reason to make such a claim if it weren't true on at least a fair minority of the trips-- it's not like the passengers were demanding a nonstop and would turn up their noses at anything that stopped at Gander. What other airline would such passengers choose?
You remember PA's inaugural 049 flew nonstop to Hurn; dunno if any other 049 trips did.
Ditto - and thanks, Timz, for creating the thread!
My dear old Granny, God rest her, used to tell me how she and my grandad - and their kids (including my mother) used to go out to Shannon and they'd see all the old aircraft - Sabena, Swissair (remember them!); of course, she wouldn't have known one plane from another, but they were great days. A few years after that, my grandfather, who was a garda (police) sergeant in a nearby village, was involved in the rescue operation after a KLM Connie crashed into the mudflats shortly after t/o from Shannon.
1948 was a very interesting year for Irish aviation - and not in a good way. Aer Lingus expanded quite significantly after the war years and made a significant loss; back then, they were operating DC3s and Vikings. The former Irish PM, Dr. Garret Fitzgerald, who was an economic planner for EI at the time, once said that he persuaded the airline to give up the SNN-Paris (Le Bourget) route after no pax were carried in about two months!
It was also remembered because that was the year that EI planned to begin its t/a operation, using five Connies; the airline was all ready to start the route, but there was an election and the incoming coalition govt cancelled the route and the five Connies were sold to BOAC. Many EI pilots who trained on the Connies later went on to other carriers; quite a few ended up with KLM. From a "heart" point of view, it was a real setback, but from a "head" point of view, it was the right decision; t/a operations didn't actually start until 1958 and even then they took a while to get going.
WA707atMSP From United States of America, joined Oct 2006, 2141 posts, RR: 12 Reply 18, posted (4 years 4 months 2 days 9 hours ago) and read 1151 times:
Quoting Kaitak (Reply 13): A few years after that, my grandfather, who was a garda (police) sergeant in a nearby village, was involved in the rescue operation after a KLM Connie crashed into the mudflats shortly after t/o from Shannon.
If you want to learn more about this crash, be sure to get a copy of MacArthur Job's excellent "Air Disaster, Volume 4", which has a chapter about the crash and recovery effort. Apparently, some of the passengers died due to asphyxiation from petroleum fumes - but a much more serious disaster was averted when one of the survivors tried to light a cigarette, but his quick thinking seat mate grabbed his lighter out of his hands before he could ignite the lighter, and the aircraft!