Author Archive

DC-3 Lands in Jersey Swamp

Written by Henry M. Holden

On January 7, 1938, an American Airlines DC-3, NC16015 c/n 1553, carrying five passengers, a crew of three, and 780 pounds of mail, dropped out of a pea soup fog and pouring rain shortly after 3 o’clock in the morning to a safe, mud cushioned landing in the Jersey meadows. Captain Usher Rousch made the landing after narrowly missing fences at the south end of Newark Airport. The plane settled down in a water-coursed gulley. The landing gear was smashed, one engine was damaged and Rousch suffered a gash over his right eye when his head struck the control panel. The passengers, mildly shaken, got out into the swamp with flight attendant Veronica Lally until the danger of an explosion was past. Then they re-entered the plane to await help. After a mile hike through the swamp the captain returned with rescue party of police, firemen, doctors and postal employees, who escorted the passengers back to the airport.

Captain Rousch, due in at 2:39 am. from Chicago, by way of Detroit and Buffalo, arrived on time, following the radio beam that ends at the airport. The fog was so dense; he could not see the field. Ground crews could hear the plane circling overhead. Miss Lally, a native of Janesville, Wis., and a graduate nurse of Mercy Hospital there, warned the passengers of possible trouble and fastened their safety belts. Then she served tea, crackers, and cheese, and Rousch jockeyed for a landing in the fog.

The passengers were Jack Ryan of Evanston, Ill., a motor boat salesman; A. Rush Watkins, Chicago dog-food manufacturer; W. E. Ogilvie, public relations man for stockyard interests, and Michael Lunder, of Boston, and Herbert Shapiro, of Dover, N. H., business men returning from a shoe manufacturers’ convention in Chicago.

After circling about twenty-five minutes, Rousch discovered a hole in the fog, got a glimpse of the ground and quickly shot down. As the wheels of the ship were about to touch the ground, however, the pilot saw that he had come down at the end of the field, with no space for taxing. Rousch pulled back on the yoke and the huge plane skimmed over the wire fences on either side of the State Highway, Route 25, and another fence around a parking lot. Contact with the fences would have meant almost certain disaster.

Soon Captain Rousch was ready for another try and eased the airplane as best he could into the marshes, about a mile south of the field, in the direction of Elizabeth. He immediately set out on foot for the airport, while his co-pilot, Stan Gerding, contacted radio communication with Theodore. A. Schmidt, night manager of the airline at the field, and notified him that everyone was safe. It took the pilot an hour to reach the field. The fifty men who manned rescue apparatus then headed for the plane, with Rousch leading. By 7 am. everyone was back at the airport. When the passengers had coffee and other stimulants, they praised highly the conduct of Captain Rousch and his copilot, and particularly Miss Lally. Airline officials said the plane would have to be dismantled and towed out of the marsh.

Note: The aircraft, built in October 1936, went into service with American Airlines on October 15, 1936, as Flagship Kentucky. It was successfully removed from the swamp and rebuilt. Registered N492, with Trans Alaskan Airlines, it then went to Bonanza Airlines as N492 in 1945. Bonanza Airlines merged with West Coast & Pacific, forming Air West on April 18, 1968. It was later registered as JA5100 to the Japanese

2

Civilian Aviation Bureau and Flight Inspection Bureau and scrapped in the Yamanashi Prefecture, Japan.

For the complete story of the Douglas DC-3 see: “The Legacy of the DC-3”

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The Last Flight of Flagship “San Antonio”

Written by Henry M. Holden

American Airlines Flagship San Antonio, NC 21746 c/n 2104-DC-3-208A was delivered to the airline on February 23, 1939. It had served unremarkably throughout the war remaining with the civilian fleet. On January 5, 1947, it took its last flight. This is the remarkable story of the Flagship San Antonio called American Flight 203.

Flight 203 was scheduled to fly from LaGuardia (LGA) to Nashville (BNA) with several interim stops. It began with a routine departure at 5:34 p.m. Captain John Booth had 3 1/2 hours of fuel on board.

The LaGuardia-Baltimore leg was completed routinely, and Booth intended to add fuel at the next stop, Washington National Airport (DCA). What he and everyone else hadn’t counted on was an unexpected blizzard that hit the entire East Coast just as he departed Baltimore. The storm shut down every airport between New York and North Carolina.

It was only 40 miles between Baltimore and Washington, but in the time it took to cover that short distance, the cloud cover dropped 7,500 feet as heavy snow swept in. Incoming traffic to Nashville airport began to back up, and Air Traffic Control (ATC) had told Captain Booth to hold over Anacostia Naval Air Station (NSF).

At this point, all radio communications began to deteriorate. Precipitation static began to interfere with transmission and reception. The captain decided to return to Baltimore to refuel. By this time, Baltimore was backing up and they were in the process of landing a flight of military aircraft that had just declared a low fuel emergency. Booth and his passengers were number 12 to land.

Communication continued to deteriorate as the storm intensified. Booth was now unable to hear any of the ground stations, and they could barely make him out. Flight 203 was now in trouble. But it would get worse. Booth was luckily able to contact an American Airlines DC-4 flying somewhere above him at approximately 10,000 feet. He advised to DC-4 captain of his situation and asked him to get the weather at Philadelphia, Flight 203’s alternate airport for just such a situation, and relay to him. The reply was not good. Philadelphia was getting pounded with heavy snow and visibility was almost zero.

What about LaGuardia? “Almost as bad,” relayed the DC-4 captain, “but there was still a small window of visibility.”

Booth decided to try for LaGuardia. He continued to head north until he estimated he was over New York City. He discovered conditions had deteriorated badly. He was unable to raise ATC. With communications and visibility now zero, he decided to try and raise the company dispatcher. He was in luck! But the dispatcher had more bad news. LaGuardia was closed to all traffic. Booth was beginning to worry. He was down to 45 minutes of fuel. Booth asked the dispatcher where the closest and open airport was. The dispatcher, with reluctance in his voice, said there was nothing open within his fuel range.

Booth now had a problem. He virtually did not know where he was. His fuel was quickly being depleted and he had no contact with ATC. This is the point where airline captains earn their pay. He had command decision to make. It was also a life-and-death decision. He had several choices but none of them were attractive: he could head for an airport and risk running out of fuel over New York City. He could ditch off Long Island, either in Long Island Sound or to the south in the Atlantic Ocean; or he could find a flat area and attempt a crash landing. The option for ditching in the water was quickly ruled out. No one would survive more than a few minutes in the fridge and water.

Booth was down to 30 minutes of fuel and somewhere over in New York City. His altitude was 2,000 feet. Not much margin there if either engine quit. He could not risk going higher and using more fuel.

Booth headed south east to find the beach. What he found at 300 feet was the Atlantic Ocean. The copilot suggested they drop a flare. The flare revealed angry choppy waves. They were over the Atlantic Ocean. They turned on the landing lights and estimated they could not see more than 40 feet ahead of them.

By now the auxiliary tanks and one main tank were dry. The two engines were still running but sucking fumes from the one remaining main tank. A few minutes later the copilot inform the captain that fuel gauge was reading zero. Remarkably, the engines were still running. The captain decided it was time to ditch and a moment later the beach showed up in the glare of the landing lights. Since there was no cabin public address system in the airplane, the passengers were unaware of just how critical the flight had become. Immediately, the captain began to fly a split-“S” trying to spot any obstructions on the beach. He banked the airplane and made one pass when the engines quit. With the gear up he put the airplane down on the beach. On impact the right wing dipped and dug into the snow and sand, causing the airplane to slow quickly causing a violent turn to the right.

The captain was hurled into the windshield, causing his teeth to tear through his lower lip. The copilot was thrown into the control yolk which penetrated his eye and was driven deep into his eye socket. A moment later the airplane came to a stop with only the sound of creaking metal and howling wind surrounding them. There was no fire after all, there was no fuel to ignite.

The passengers, all 12 of them were shaking but unhurt. Nobody had any idea where they were. Booth asked two passengers to each walk one in each direction down the beach to look for help. The flight attendant and other passengers attended to the pilot and the copilot.

Booth tried the radio again. It worked! He raised someone but never found out who it was, or where they were located. He was told to hold his microphone button down so they could get an ADF bearing. A few minutes later voice came back telling them that they were on the south shore of Long Island in the vicinity of Jones Beach.

A few minutes later, a Coast Guard truck pulled up. One of the passengers stumbled upon the Coast Guard Station. The Coast Guard station officer called the only number he had for American Airlines, reservations, and advised them that one of their airplanes had landed on Jones Beach. The reservations clerk replied very authoritatively that American Airlines did not have service to Jones Beach. The officer replied, “Well, you do now!”

The captain was awarded American Airlines Distinguished Service Award for bravery and he retired as a senior captain in 1975. The copilot, Tommy Hatcher had severe double vision for several months but went on to fly another 33 years, retiring as a captain in 1980. The airplane was sold to a local scrap dealer.

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Departed Wings – Frontier Horizon (FW)

Written by Jon Jamieson

1984-1985          Denver, Colorado

Denver, Colorado based Frontier Airlines faced some daunting challenges during the early 1980s as the result of airline deregulation. Prior to deregulation in 1978, Frontier had approximately 40% of the traffic share from Denver Stapleton Airport, however just five years later in 1983, the airline saw its Denver market share drop to just 7%.

Fearing continued competition from low-cost carriers, especially new Denver entrant, Southwest Airlines, Frontier formulated a plan to compete and maintain its Denver strong-hold. A new airline, Frontier Horizon, was devised as an innovative solution to improve revenue, cater to business class customers, and provide throughput from major markets into the Frontier system at Denver. The new airline would be a wholly owned subsidiary of Frontier Holdings, Inc. and operate as a non-union entity using a fleet of seven Boeing 727s purchased from American Airlines. With approximately $30 million in start-up costs funded, Frontier Horizon took to the air on January 9, 1984, with service from Denver Stapleton International Airport to Chicago-O’Hare, Washington-National and San Francisco.

Service to New York-La Guardia Airport was added in March 1984. Seen being pushed back from the gate in May 1984, is N1930.

Almost immediately Frontier Horizon ran into trouble. Protests were held by the unionized workforce picketing the infusion of money into the “new” airline, while legacy Frontier suffered employee concessions and operating reductions. Another issue was the operating name chosen by the new airline.

Chicago-O’Hare was one of the first airports to be served by Frontier Horizon. Seen pulling away from the gate in June 1984, is N1955.

Seattle based Horizon Airlines found heartache with the “Horizon” title and suggested it was too similar in nature to their name and filed a complaint. The Civil Aeronautics Board (CAB) agreed to the similarities, sided with Horizon Air and directed Frontier Holdings to rename the airline.

Seven Boeing 727-100s were used to start service from Denver to four major market cities including N1902, seen taxing at San Francisco International Airport.

Using a public competition, a new name of Frontier Discovery was selected, yet the new name would not be applied. Although the airline started additional flights to New York-La Guardia, it was soon realized that operating two “separate” airlines caused an already difficult situation to be worse financially for Frontier.

Seen landing at Denver Stapleton Airport in March 1985 after the sale to Skybus is N1973, wearing only Frontier titles.

In January 1985, the assets of Frontier Horizon were sold to a new operating company called Skybus Airlines.

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Airlines of Asia – Past and Present

Written by Charlie Dolan

Air Cambodge RC 1970 – 1975

 Air Lanka UL ALK 1998 – present

Air Viet Nam Hang Khong Viet Nam 1951 -1975

Bangkok Airways PG BKP 1968 – present

Bangladesh Biman Airlines BG BBC 1972 – present

  Cathay Pacific Airways CX CPA 1946 – present

China Airlines CI CAL 1959 – present

 Druk Air Royal Bhutan Airlines KB DRK 1981 – present

 Garuda Indonesia GA GIA 1949 – present

Metal crew wing used by Hang Kong Viet Nam, the former airline of North Vietnam.

Royal Brunei Airlines BI RBA 1975 – present

 

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Airport Junior Wings

Written by Lane Kranz

There is an emerging market in the world of junior wings—Airport Junior Wings!  While airlines rarely introduce new junior wings today, many airports around the country are adding junior wings to support their airport help desks and to give to young people on tours.

Many airports have issued junior wings going back over 50 years.  Often the name of the airport is a clear indicator of when a wing was issued.  For example, in New Orleans the MSY code was derived from Moisant Stock Yards.  It was named after daredevil aviator John Moisant who died in 1910 in an airplane crash on agricultural land where the airport is now located.  The airport was known as Moisant Field until 1959 when the name was changed to Moisant Int’l. Airport.  Just a few years later, in 1961, the name was changed to New Orleans Int’l.  And in 2001, to honor the 100th anniversary of Louis Armstrong’s birth, the name became Louis Armstrong New Orleans International Airport.

The trend of new airport junior wings is clearly positive, and we are seeing newly issued airport junior wings every quarter.  In fact, there are now nearly 150 known junior wings issued by airports.  Great news for wing collectors!

Below are some examples of airport junior wings:

  • SBA – Santa Barbara Airport, newly issued
  • DEN – Denver Int’l. Airport, issued in the 90s
  • SAN – San Diego County Airports, issued in 2010s
  • SGF – Springfield, MO, issued in the 80s
  • PHX – Phoenix Sky Harbor Airport, issued in the late 70s
  • IND – Indianapolis Airport Authority, issued in the 70s or 80s
  • MSY – New Orleans Int’l Airport, issued in the 70s or 80s
  • TPA – Tampa Int’l. Airport, newly issued
  • PRB – Paso Robles Airport, CA, issued in the 80s (above)

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Rooftop Dakota

Written by Henry M. Holden

It was not a good evening to fly. December 19, 1946, was a cold, snowy evening at Northolt Airport, London, when Railway Air Service’s G‑AGZA, c/n 12455, DC‑3 service to Glasgow Airport on behalf of Scottish Airways, taxied into position for take-off. It had a total of four crew and one passenger on board.

The snow storm had closed the airport to incoming traffic, and outbound traffic was subject to long delays. The plane had been waiting for more than an hour for clearance. The aircraft had been de-iced since it was a cold, snowy evening which had delayed the departure. While the Dakota was waiting the temperature dropped and snow began falling which froze on the wings. When G‑AGZA received clearance, the pilot ran the engines up to 45.5 inches of manifold pressure and 2,500 RPM.

Time to go! He released the brakes and the airplane lumbered down the runway, but the old warhorse did not want to make the trip. As the plane gathered speed air rushed over its wings, but the tail did not rise. Both pilots looked at each other, and at the instruments. Then, the tail began its slow, lethargic rise. The pilots relaxed. For a moment, they thought there was a problem.

The old Gooney Bird was having trouble getting off the ground. There was too much ice on her wings. She should not be flying but the pilot didn’t listen to her subtle signals. Eighty‑four knots and the pilot pulled back gently on the yoke. The Gooney Bird struggled to get off the ground, its Pratt & Whitney engines clawing at the air. She could remember this happening before, but in a war, when she was RAF Dakota KG240. Although struggling, she would fly again, even though the laws of aerodynamics said it was impossible.

Her wheels left the icy runway and she could feel them tucking away inside her. That helped a little, but not enough. Her propellers were biting at the air, hardly giving her 50 feet of altitude. She was just barely flying.

Suddenly there were houses in front of her and more ice on her wings. Her nose came up a little, but it was too late. The ice on the wings disturbed the air flow, which resulted in the aircraft not gaining any lift. It was however too late to abort take-off so the crew was forced to try to get the aircraft to climb. She hit the roof of the first house with a sickening, scraping noise, but her forward motion continued. She tore the roofs from three more houses before coming to rest. Metal and wood groaned under her weight. Then, there was silence.

People came rushing out of their homes. In the distance a baby was crying. The Gooney Bird had nested on top of the last house. Its wing tips were missing but the nose and tail remained undamaged. There were no injuries on the ground, only a frightened baby in its crib, looking up through tear‑filled eyes, at the belly of the plane. The four crew members and one passenger walked away from the plane, but instead of in Scotland, their destination, just minutes away from their point of departure.

It was quickly determined that the cause of the crash was the snow which had frozen to the aircraft’s wings while G-AGZA was waiting to take-off, resulting in the aircraft not gaining any lift and making an emergency landing on the roof of 46 Angus Drive. The house was subsequently nicknamed “Dakota Rest.”

The pilot was also assigned a cause factor for failing to abort take-off after noticing it had been snowing and his aircraft being covered in snow. The crash landing on the houses earned the Captain the nickname “Rooftop Johnson.”

The Dakota involved made its first flight in 1944 as Douglas C-47A 42-92633 military transport of the United States Army Air Force (USAAF) and had Douglas serial number 12455. It was transferred to the Royal Air Force (RAF) as KG420. KG420 was registered to Railway Air Services as a Dakota III in March 1946, with the British registration G-AGZA, powered by two Pratt & Whitney R-1830-92 Twin Wasp engines.

Copyright Henry M. Holden, 1997, 2013, 2019

For the complete story on the Douglas DC-3 see “Legacy of the DC-3″

 

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Airline Postcard Sells for Probable Record Price

Written by Marvin G. Goldman

On 23 March 2019, an Air Guinee Douglas DC-4 postcard sold on eBay for 805 British pounds, equal to approximately U.S. $1,050.  This is the highest sales price I have ever heard of for a single airline postcard.  I checked with two other leading airline postcard collectors — Bill Baird and Doug Bastin.  Bill said, “that is the highest price I’ve ever seen [for] an airline postcard so far”.  Doug observed, “As regards whether it is the highest price, probably yes for a card with no postal history content.

This raised my curiosity to find out what was so special about Air Guinee and this postcard in particular, and that led to my writing this brief article.

From 1895 to 1960 a federation of eight French colonial territories, including ‘French Guinea’, existed in what was then known as ‘French West Africa’.  Upon those territories gaining their separate independence in 1960, they considered forming, and several did establish, an airline consortium called ‘Air Afrique’.  However, the governments of Guinee (the former French Guinea) and Mali decided not to participate, and they formed their respective own national airlines.  Air Guinee was founded in 1960 by the Guinee government and existed until 2002.

Initially Air Guinee operated with aircraft and assistance obtained from the Soviet Union.  However, in mid-1963 Air Guinee purchased two Douglas DC-4s from Alaska Airlines, and that leads us to the airline postcard at hand.

The Air Guinee DC-4 postcard was listed on eBay on 16 March 2019 by eBay seller ‘kevins_models’ of Stockport, Cheshire, U.K., at a starting price of £1 (about $1.30) plus £6 shipping.  The seller stated:  “THIS IS ONE OF APPROX 200 CARDS I AM LISTING THIS WEEKEND.   THEY CAME FROM A PRIVATE COLLECTION OF A COLLECTOR IN LONDON.  CARDS ARE MOSTLY FROM THE 1950s TO 1980s.  AIRLINE ISSUED CARDS SOME REALLY RARE ISSUE CARDS.”

Here is the front and back of the card as listed by the seller:

Air Guinee Douglas DC-4 Postcard, Airline Issue, probably 1963, sold on eBay for £805 (approximately $1,050), 23 March 2019. 

Back of preceding card. 

The aircraft on the postcard was described by the seller as a DC-6, but it appears to be an artist’s rendition of a DC-4.  Moreover, according to several sources, including a detailed Air Guinee fleet list on the website ‘aerobernie.bplaced.net’ (tab ‘Africa’, subtab ‘Guinee’), Air Guinee never utilized DC-6s.  That website does list the two DC-4s acquired by Air Guinee from Alaska Airlines in 1963, registered 3X-KRS and 3X-YUN, which were in Air Guinee’s fleet for three to four years.  The DC-4 on the postcard bears registration 3X-YKN, but that registration does not appear on any actual Air Guinee aircraft.  It is possible the postcard was produced before the aircraft was registered in Guinee and the number ultimately given to the aircraft was 3X-YUN rather than the ‘3X-YKN’ supplied to the artist of the postcard.

In any event the eBay auction attracted 16 bids from 10 different bidders, and the £1 starting price soared to the ultimate £805 (about $1,050).

It was Bill Baird who actually brought this postcard to my attention.  He added that he actually has one of these cards in his own collection!  He says he never thought much about it and doesn’t even remember how he acquired it.  Here are scans of the front and back of Bill’s postcard.

Air Guinee Douglas DC-4 Postcard, Airline Issue, probably 1963, William Baird collection.

Air Guinee Douglas DC-4 Postcard, Back, Airline Issue, probably 1963, William Baird collection.

Doug Bastin, who like me had never seen this postcard before, initially wondered whether the Air Guinee DC-4 postcard might possibly be a fake.  He thought it strange that the postcard said ‘Printed in the U.S.A.’ whereas the airline in its early years was closely tied to Soviet assistance.  But then he saw on the postcard listing that seller was selling numerous older airline postcards that he acquired from a London collector and that they all seemed to be legitimate.  Moreover, I note that the U.S.A. reference isn’t so strange because Guinee’s initial relationship with the Soviets concluded in 1962-63, and Air Guinee acquired its two main DC-4s in 1963 from Alaska Airlines.  Also, the back of the same card in Bill Baird’s collection, shown above, has a handwritten greeting written in French by a person living in Conakry, the capital of Guinee.

Seller’s March 2019 eBay listings included a different Air Guinee DC-4 postcard claimed to be from the same London collection and also never seen before by me, Doug Bastin or Bill Baird.  This card shows the aircraft on the ground with the crew in front, and it sold on the same day for $550 — also an exceptionally high price, above or close to any previous high price for an airline postcard.  This other Air Guinee postcard attracted 14 bids from 11 different bidders, not all of whom were the same as those that bid on the top-selling card.  The same person, however, identified by eBay only as ‘c***_’, was the top bidder on both cards.

Here is the seller’s image of this other Air Guinee DC-4 card:

So what drove up the prices on these two Air Guinee DC-4 postcards?  First, the cards appear to be very rare. They are airline issues from an African national airline that produced very few cards and no longer exists.  The DC-4 is an old prop aircraft popular with collectors.  The aircraft type served with the airline only 2-3 years.  And, perhaps most importantly, there were many collectors bidding on the cards, including more than one in each case who was willing to pay an extremely high amount for the prize.  As to the record-setting card, two different collectors bid over $1,000 (and a third collector bid nearly $300).  The second card, showing the DC-4 on the ground with crew, had two different collectors bid $550 each (the earlier bid won; and a third collector bid over $200).

If you have any comments or more information about these two Air Guinee postcards or how they came to be sold for these top prices, I would be glad to hear from you.  I may reached through the ‘Contact Us’ tab at the bottom of the World Airline Historical Society, Inc. website home page at wahsonline.com.

Who knows?  Maybe you will find one of these postcards at Airliners International 2019 Atlanta !

Marvin G. Goldman

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Several More Carriers of Africa

Written by Charlie Dolan

I have several more air carriers from the African continent, which I had not featured before, as well as a recently acquired metal cap badge of Royal Air Maroc. In many cases, I have either the wing or hat badge of the airline rather than a full set of insignia.  In the case of South African Airlines, several different sets of insignia were issued over the course of many years and represent eras during and after the country’s membership in the British Commonwealth. Several of the SAA variants include the insignia worn by engineer staff. The dates which I have indicated are approximations, if anyone has more accurate information, please share with me.

GI GIB 1960 – 2002

Royal Air Maroc AT RAM 1957 – present

Royal Swazi National Airways ZC RSN 1978 – 1999

South African Airways SA SAA 1934 – present

Commonwealth era cap badge 

1961 – 1971 set

1971 – 1997 set

1997 – present insignia

Uganda Airlines QU UGA 1977 – 2001

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The Last Scheduled DC-3 Service on Planet Earth

Written by Henry M. Holden

To get a ride on the last scheduled DC-3 airline service on planet Earth, you must travel to Yellowknife Airport, located at 62 degrees, 26 minutes, 32 seconds North by 114 degrees, 23 minutes, 51 seconds West. That will put you just 318 miles south of the Arctic Circle.

The DC-3s are operated by locally-based Buffalo Airways which also operates other scheduled passenger, charter passenger, charter Cargo, fire-fighting and fuel services. Buffalo Airways’ main base is at Yellowknife Airport (CYZF) with two other bases at Hay River Airport (CYHY) and Red Deer Regional Airport (CYQF) in the Canadian Northwest Territories.

Yellowknife (the name comes from the hunting knives forged from the naturally occurring copper used by the local Dene people), is the only city and the capital of the Northwest Territories and has a population of approximately 19,000. The second largest town in the Northwest Territories is Hay River, With a population of approximately 3,600. The total population of the Northwest Territories is about 45,000 in an area that is double the size of the state of Texas.

The challenge in this land is getting around the Canadian north, which can often be a hit-and-miss affair, especially in winter, The emptiness of this vast, featureless land, coupled with unpredictable and often ferocious weather conditions that have swallowed pilots, passengers and their aircraft whole, never to be seen or heard from again, is always a worrisome factor. One pilot disappeared on a routine winter flight in 1964. His remains and those of his passengers were only discovered in 2003, almost 40 years later.

Traveling at 170 miles per hour, Buffalo Airways’ DC-3s can haul 7,000 pounds of freight or 28 passengers to destinations throughout the Canadian North. About one half of its passengers are repeat customers.

Buffalo Airways has been operating its legendary DC-3 aircraft with their trademark green livery since 1970. Most of Buffalo Airways’ warbird airliners date back to WWII and include 13 DC-3s, a couple of DC-4s, and Curtiss C-46s, two Lockheed Electras (the company’s only two turboprops,) and two Canadair CL—25 fire bombers.

Today it is the only airline in the world to fly, a seven day a week, scheduled DC-3 services between Yellowknife and the Hay River Airports. The flight takes approximately 45 minutes.

This DC-3 registered as C-GPNR was C/N 12222 Skytrain USAAF in 1942 and diverted to the World War II Lend Lease Plan and re-designated Dakota Mk III and carried registration KG602. The aircraft took part in the Normandy Invasion in the 575 Squadron RAF, based in Broadwell, UK. (Henry M. Holden)

According to Mickey McBryan, the current general manager and son of the legendary Buffalo Joe McBryan, the founder, and current president of Buffalo Airways, the name came from one of Joe’s first flying jobs, counting buffalo. Mickey says his father made the first flight to Hay River around 1970 and has since made the flight over 7,500 times. Buffalo Airways has been the subject of the popular Canadian reality television series, Ice Pilots NWT a 13-episode real life documentary series about an unorthodox airline in the Canadian North.

Yellowknife-based Buffalo Airways flies WWII-era propeller ‘planes — big old aircraft built by “Rosie the Riveter” that have remained virtually unchanged over the years. Rookie pilots defy bone-chilling temperatures to fly cargo and passengers through blizzards, breakdowns, and transatlantic journeys. It is an impossible job in a merciless place.

Yellowknife is one of the best places in the world from which to view the “Northern Lights” (Author’s collection)

Every pilot starts at the bottom — as a “rampie.” They work the ramp in minus 10 degrees Celsius, and if they have what it takes, they will eventually sit in the right seat of a DC-3, and sometime in the future they will move to the left seat.

The climate demands courage, character and mental toughness. The pilots of Buffalo Airways have those traits, if they don’t, they leave. Mc Bryan says they have about a 95 percent pilot turnover rate.

The real meat and potatoes of the Buffalo Airways business is the freight. Three DC-3s are reserved for passenger service, and the others for freight. Depending on the load, they may use a DC-3 or a DC-4.

The trip in a DC-3 in Canada’s North West Territory is one filled with moving rivers of ice called glacier’s that are hundreds of miles long. These glaciers present jagged ice which is impossible to land on without destroying the aircraft. (Henry M. Holden)

Grocery stores and other merchants depend on Buffalo Airways to get supplies to them all year long, and winter is the biggest challenge.

They have hauled everything from dogsleds and dogs to the Stanley Cup, ice hockey’s top prize. The challenge has been and always will be the weather. In winter, temperatures can go to -40 degree, Celsius and winds can gust to 40 mph, and there is a lot of snow

Each spring, the mile-long ice bridge over the Mackenzie River breaks up and flows out to the Beauford Sea, severing the only “road” leading from southern Canada to Yellowknife. For more than four weeks, and another month each autumn, the city of Yellowknife remains cut  off from the rest of the world. The only access to the city and its outlining settlements during those periods is by air and Buffalo Airways.

The pilots and passengers of Buffalo Airways may not think much about the fact that they are travelling in a virtual time machine .Its designers had no idea it would out last all of them, and it is still going 75 years later.

The area does not have permanent roads, and the only way people can be resupplied in winter is by Buffalo Airways. At some point during the winter, Yellowknife is literally cut off from civilization. The pilots of Buffalo Airways’ job is to bring food, fuel, medicines and freight from civilization to remote, isolated settlements around the Arctic Circle.

Reprinted with permission from World Airnews October 2010

 

Since publication of this piece in 2010, the ensuing years brought challenges to the company. On 30 November 2015, Transport Canada suspended Buffalo Airway’s Air Operator Certificate, citing the airline’s poor safety record. This prohibited Buffalo Airways from operating commercial air services, until it could prove that it can meet all safety regulations on a consistent basis. Service was maintained using chartered aircraft. On 12 January 2016, the license was reinstated. On 1 April 2019, on their website under Air Charters it said, “All scheduled passenger service has been temporarily postponed until further notice. Sorry for any inconvenience.”

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Departed Wings: Altair Airlines (AK)

Written by Jon Jamieson

                                  1966-1982                               Philadelphia, Pennsylvania

Altair Airlines was established as a commuter carrier based at Philadelphia airport and started operations on November 4, 1966. Early service connected Philadelphia with Scranton, Harrisburg, and Allentown using the nine-passenger Beech Queenair aircraft. The name Altair, was curious and was derived from the bright star “Altairus” located in the constellation “Aquila” or Eagle for which the airlines logo was created.

One of the Beech 99s caught departing the ramp for another regional flight in 1971.

By 1970, Altair had expanded operations across to adjoining states, was serving twelve cities, and had acquired the Beech 99 turboprop. At times, facing competition from rival Allegheny Commuter in many of its markets, Altair was able to maintain profitability and service. With the watchful eye of the Civil Aeronautics Board (CAB), a new 32-seat limit was placed on commuter aircraft in 1972. Altair, in an effort to increase loads, looked to the French designed Nord 262 turboprop, with a capacity of twenty-seven seats to meet the CAB recommendation.

The French built Nord 262 served Altair through the late 1970s and is seen taxiing at Washington National Airport in 1981.

The first Nord 262 was delivered in 1975 and was used with the Beech 99s to continue flying over 100,000 passengers yearly. On the heels of deregulation in 1978, many airlines realized an opportunity to enter new markets and Altair was no exception. The airline placed an order for ten of the 74-seat Fokker F-28 jets with plans of route extension to Florida and the Eastern Seaboard.

The Fokker F-28 allowed Altair to expand to further markets including Florida. Parked on the ramp at Tampa International Airport in 1982, is N504.

The first F-28 “Starjet” service started on October 15, 1980 and routes expanded as far south as Tampa and Sarasota, Florida. After only a year in service and on the heels of the PATCO strike in 1981, Altair started to suffer financially. An attempt was made to establish a hub-and-spoke system from Philadelphia and Altair purchased three Douglas DC-9s from Air Canada for the service. Although the airline had become “pure-jet” by mid-1981, continuing financial loses as well as fierce completion with both Piedmont and USAir at Philadelphia, forced the privately held Altair into a downward spiral. With over $34 million in losses, the airline filed for Chapter 11 bankruptcy protection on November 9, 1982 and suspended all operations.

Still painted in the airlines colors, the Douglas DC-9 only saw service for a few months and is parked awaiting disposition at Philadelphia International Airport in early 1983.

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