By Gary C. Orlando

All photos by the author.

As promised and thanks to Ms. Penny Sandahl, Douglas P. Fulton (Mesaba Public Relations) contacted me in early September 1995 with an invitation to take part in the two final revenue flights of Mesaba’s Fokker F.27, N278MA.

Mesaba would provide a free space-available ticket from Moline, IL to Minneapolis/St. Paul and then once again, over to Wausau/Central Wisconsin where I would overnight. I’d fly on the final flight back to Minneapolis/St. Paul the next morning and then back to Moline. I was also invited to take part in the festivities afterward.

The flights were to take place September 14-15, 1995. I drove down to Moline the morning of the 14^th and waited to board a Mesaba Dash 8-100, N824MA, for my ride to Minneapolis/St. Paul. The Dash 8s were replacing the Fokkers which had been providing dependable service with Mesaba since late 1984.

Soon we would land in MSP around 650pm and I would sit and wait for the flight over to Central Wisconsin which was scheduled to depart on flight NW3260 at 9:30pm.

Upon arrival in MSP, and as I walked across the ramp, there it was: my 30-year-old ride over to the C-WAY that night.

With my boarding pass in hand, I anxiously waited to walk out and get settled in. Once aboard, I took a seat 5C which was an aisle seat. It was night time so nothing could really be seen outside.

Once we were settled in and with the passenger door still open, the pilots started up the number two engine.

From outside the door I could hear some whistles and cheers and applause as these ground agents would be saying goodbye to the plane for the last time on their shift.  I’m not sure if it was because they were happy or sad about it being retired. I chose to take it as a fond farewell gesture on their part.

We had maybe a third to a half of the seats taken on this flight. Our flight attendant, I would later find out was Miss Nancy Bingham, the number one seniority flight attendant who purposely bid this trip to fly the last Fokker.

Oddly enough, the galley on this F.27 was in the front rather than in the rear of the passenger compartment like later-built Fokkers.

Since it was the second-to-last flight for this F.27, Nancy gave out free drinks to the passengers who wanted them.

I eventually did get up and take pictures of all of the passengers looking front to back and then a shot from back to front. Some of the passengers were characters and having a good time. I’m not sure they realized the significance of this flight. If I recall, I think Miss Nancy or one of our pilots mentioned it to everyone before our departure.

All too soon we were making our approach to Central Wisconsin Airport. One leg down, with the last one to go in the morning. We blocked in at 10:29pm.

Ironically, I ended up booking myself into the same hotel that the flight crew was staying at. I had a nice conversation with them. I explained to our pilots the purpose of my trip. Needless to say, both thought it was neat that I took such an interest in the airplane. On the flight from the Twin Cities, I had explained the purpose of my trip to Miss Nancy.

Bright and early the next morning we would be back out to the airport for the first flight back to Minneapolis/St. Paul. We were scheduled to depart at 600am on NW3261. I rode back to the airport with the flight crew. Our pilots were Captain John Schmoll and Captain Will Waldo, the two highest seniority pilots at Mesaba. Both had purposely bid the trip as Miss Nancy did.

Since I was considered a VIP guest of Mesaba, I was ushered into the back office of Mesaba’s C-WAY operations and I was given the okay to board early with the crew on the plane even skipping the security checkpoint! Remember, this was 1995 and security rules back then were very different than they are today.

I settled into seat 3C and once all the remaining passengers were aboard, I looked around and actually felt very sad on two accounts. First, this would be the last revenue passenger flight for Mesba or ANY Fokker or Fairchild F27 in the upper Midwest, and secondly, because there were so few passengers on this flight to the Twin Cities.

I thought to myself, “Where are all of the Fokker F.27 fanatics?” Was I the only one?

We were shortly underway with engines screaming and blocked out five minutes early. The flight back to the Twin Cities was over way too soon. I was kind of teary-eyed because I knew this might be the very last F.27 I would ever fly on.

We touched down and were soon back where we had started the night before, blocking in at 6:55am. I lingered on the aircraft wanting to take in the sights I might never see again as I made my way up to the flight deck to get a few pictures of the control panel and talk to the pilots and thank them.

Before getting off the airplane, I had Captains John and Will and Flight Attendant Nancy all sign my log book, and Captain John gave me the total time and landings as of our block-in.

Total Time (Hours): 53,371 hours and 3 minutes.

Total Landings (Cycles): 54,058 landings.

Well, that’s it; the end of an era at Mesaba. I was very blessed having been given the chance to take part in this little bit of airline history. Unfortunately, I had to miss the festivities afterward and had to bust a move to get back home as my part-time job at Great Lakes Airlines at the Rock Falls Airport had a shift waiting for me.

It was sad to think that no longer would any F27/FH227 Rolls Royce Dart turboprop engines be piercing through the air or on the ramp at Minneapolis/St. Paul or any other Midwest airport. This was the very last!

As for N278MA, this was not the end for this aircraft as it and a few of the other Mesaba Fokkers that were retired earlier were sold to Las Vegas, Nevada-based Eagle Canyon Airlines. They would fly for a few more years taking tourists to and from the Grand Canyon and operating casino charter flights.

Unexpectedly, I would run into N278MA one final time in 2005 at the Opa Locka Airport in South Florida. The aircraft was parked without engines but, still wore its Eagle Canyon colors. The last I knew it is now a fire trainer at a central Florida location.

Well, that’s all. I hope you enjoyed my little two-part tale in this edition of Tail Chasers.

By Gary C. Orlando

All photos by the author.

In 1994 I sadly learned Mesaba Aviation, dba Northwest Airlink, had shrunk its Fokker F.27 fleet down to just one aircraft. Their once proud fleet of 15 Fokkers had been slowly replaced with DeHaviland Dash 8-100s. Their last F.27 in the fleet was N278MA, a vintage 1965 series 200 model originally built for Ansett Australia. It flew for Ansett, Airlines of South Australia, Air Niugini, back to Ansett, and then to Luxair. Mesaba took ownership of the aircraft in November 1989. With that in mind, I aimed to fly on their last Fokker F.27.

I accomplished that feat with a flight on February 2, 1995. I flew from Rockford, IL (RFD) to Minneapolis/St. Paul (MSP) on an Express I/NW Airlink Jetstream J31. I used my travel agent pass privileges for both Express I and to fly on the Mesaba Fokker, which had a mid-afternoon flight between Minneapolis/St. Paul and Wausau/Central Wisconsin Airport (CWA).

The flight would be a quick trip over and back to “C-WAY” as the Mesaba agents called it. This would not be my last time flying ole N278MA, as later in 1995 I would be invited as a guest on its final revenue flights. I’ll share more about that trip in Part Two.

In the meantime, I hope you enjoy my photos of the roundtrip to C-WAY.

Stay tuned for Part Two.

By Jim “Jet” Thompson

All Photos by the Author

I traveled to Geneseo, Illinois on Saturday, September 21, 2024, to represent the TWA Museum at the dedication of the TWA Captain Harold Neumann Mural in downtown Geneseo. 

This mural represents Captain Neumann’s flying career with biplanes and air show performances and his career as an air racer. Neumann flew “Ike & Mike,” twin racing planes, in the early 1930’s. He also flew “Mr. Mulligan” the passenger racing plane. All three aircraft were owned by Benny Howard, a former TAT pilot.

Captain Neumann’s career with TWA spanned from 1936 to 1966 and he flew many aircraft from the Douglas DC-1 to the Boeing 707. It’s possible he even flew the Ford Tri-Motor but, that’s not yet confirmed. 

He was hired in October 1936 when Transcontinental & Western Air brought five retired Ford Tri-Motors to fly cargo. However, that venture only lasted a few months as they lost a bunch of money doing that.  He then went on to fly the DC-2, DC-3, Boeing 307, all models of the Lockheed Constellation (“Connie”), and finally the Boeing 707. 

There is an interesting story behind one of the photos. Supposedly, Captain Neumann is standing beside the biplane on the lefthand side of the mural. It isn’t him. Actually, it is Jimmy Doolittle, one of his best friends! This wasn’t discovered until after the artist had painted the mural. Someone looked closely at the photo they used and found a note from Jimmy Doolittle on the back. The note was a wise-cracking remark about him “beating Neumann to something” and proof he (Doolittle) was there!

On a side note, another interesting fact for those who knew the late TWA Capt. Don Peters, he later owned the racing plane “Mike” after it had been retired from air racing.  Don purchased it as his first airplane. By chance, he came across it at the Plain City, Ohio airport. He and two other friends bought it before he went into the military. When he returned from his military service, he learned his two friends had sold it. Don and I came across the aircraft in 2019, in a hangar at the airport in Wadsworth, Ohio. It was hanging from the rafters, just the frame, along with “Ike!” The current owner plans on restoring at least one of them.

Back to Mr. Neumann. 

On one occasion, Captain Neumann made an emergency landing in a TWA L-049 Constellation. Just after departing Amarillo, Texas, and while circling back to the airport, he lost an engine.  As he made his approach, he had to fly UNDER a powerline and the number four engine’s props snagged the powerline causing him to land short of the runway into the mud. The passengers trudged through a muddy cornfield to get back to the terminal. 

Later, Captain Neumann would fly the inaugural TWA Constellation flight from Paris-Orly (ORY) to Chicago O’Hare (ORD) in 1955, officially making Chicago O’Hare an International Airport. He brought home a 3-foot-tall metal replica of the Eiffel Tower from the Mayor of Paris to Richard J. Daley, the Mayor of Chicago.

Two years later he flew the first TWA passengers over the North Pole in a Lockheed L-1649A Constellation on the London Heathrow-San Francisco-Los Angeles route, a total of 23 hours and 55 minutes block time.  

I wore a collection of lapel pins representing the aircraft Neumann flew for TWA. I would have included my Boeing 307 pin, but I didn’t learn until that day he had also flown that aircraft and I didn’t have it with me.

I hope I represented the TWA Museum honorably. Everyone seemed to appreciate what I had to say about Captain Neumann and the history of Transcontinental Air Transport and Trans World Airlines.

The event attendees also wanted to hear some stories about the illustrious Howard Hughes, so I told them stories my father had told me, as well as others I’d read about in a book and some stories from a number of TWA retirees from the Overhaul bases at FFX & Kansas City from over the years. Everyone greatly enjoyed the stories. I really appreciated being asked to represent the TWA Museum at this event; it was an honor.

I set up a table at the event to display artifacts from his career with TWA. I didn’t realize until that day that the TWA Ambassador plaque came out after Neumann retired.

By Thomas Hilditch

The Farnborough International Airshow is a biannual event alternating with the Paris Air Show each year. This famous event started in 1948 with Farnborough site chosen because of its place in British aviation history – in 1908 the first sustained, heavier-than-air, powered and controlled sustained flight in the United Kingdom (their version of our Kitty Hawk, NC). The show was initially intended to display and promote the diverse facets of British aviation manufacturing. Many highlights include the world’s first commercial jet airliner and the debut of Concorde.

The show has evolved to exhibit information on advances in six key industry themes: Defense, Future Flight, Space, Sustainability, and Innovation. It was live-streamed to the world and attended by more than 100,000 visitors from 60 countries. Ninety civil and military aircraft were on display – some static and some flying. Boeing and Airbus announced commercial orders totaling $1.9 billion from Qatar Airways, Japan Airlines, Virgin Atlantic, and Flydubai. 

I was able to attend this year’s show and can offer some insight to others who may want to attend this event in the future. Keep in mind these comments are made through the eyes of an aviation enthusiast/photographer and not a practitioner in the aerospace industry. Only one day of the event is open to the public with the other four days reserved for those employed in the industry. Obtain a list of the exhibitors from the show’s website and contact them to see if they can provide you with a pass. It is necessary to register with www.farnboroughairshow.com if you intend to get a ticket for the public admittance day. The website posts useful information before the show (including a list of exhibitors) and suddenly provides a link to purchase your ticket – they are limited and sell out fast.

Despite limited public participation, there are plenty of photo opportunities exploring the surrounding airfield and plenty of time to speak with other wandering enthusiasts from the excluded public. The website publishes each day’s aircraft and flight times. Photo opportunities of these flight demonstrations abound. The controlled airspace is wide around the airfield allowing good perimeter observations. Flights are generally in the afternoon after 1:00 pm. 

The best place to position yourself is on the outdoor balcony of the multi-story Aviator Hotel immediately adjacent to the airfield. Hotel management allows non-guests to take a seat as long as you continue to purchase drinks. It’s helpful to dress professionally and become friendly with your server – sometimes they will give you a break and won’t make you continue ordering drinks and become inebriated. An alternative good observation point is to skulk around the hotel parking lot.

Planning is crucial if you intend to undertake a pilgrimage to the show. Suitable lodging can be difficult to find – “suitable” meaning a fair price at a close location. There are many surrounding hotels but transportation to and from the event is difficult and chaotic. Something within walking distance is best. Closer to the show date rooms get filled up and prices increase dramatically. I booked a room one year in advance at the Bed & Breakfast Colebrook Guest House (www.colebrookbandb.co.uk). This was about a five-minute walk to the airfield.

Next year will be the Paris Air Show, June 16-22, 2025. We will be back at Farnborough July 20-24, 2026, so you’ll have to wait until 2026 if you plan to attend this UK show. My insight will hopefully still be valid.

All photos courtesy of the author.

By Phil Brooks

My wife Pam and I were planning a trip to the Traverse City, MI area to visit friends and enjoy the beautiful scenery. On our second day there, since she was going to the town of Charlevoix to go shopping with her friend, I decided to sample the two airlines that fly from Charlevoix Municipal Airport (KCVX) to nearby Beaver Island. The plan was to ride on Fresh Air Aviation to Beaver Island Airport (KSJX), find my way to Welke Airport (6Y8), and fly back to Charlevoix on Island Airways.  

I had called ahead to both companies to find out how things operated. The two airlines don’t have a published schedule. They operate “on demand” but a couple of weeks out,  I found that Fresh Air had an 11 am departure planned, which would work well with our hosts and the shopping trip, so I made a reservation. The cost was $68.50, and I would be charged on the day of departure.

When making my reservation, the planned aircraft type would be a Partenavia P-68. Not a traditional airliner, but a new type for me, which is my yearly goal, along with at least one new airport. If all went well, I would get three of those that day! The only uncertain things were the weather, and getting myself between the two Beaver Island Airports, which are 4.7 miles apart. I could walk, but I didn’t want to keep Pam waiting as we had plans for later.

The weather dawned cloudy on July 16, 2024, but, was forecast to improve at 11 am. It actually cleared out at 10 am – perfect. After a quick look at Charlevoix, the ladies dropped me off at Fresh Air’s office, just down the road from the main terminal at CVX.  I arrived an hour before departure (even though they want passengers to arrive 30 minutes before departure. I was greeted by Lori, who weighed my carry-on bag (I brought my laptop to get some work done in case I got stuck somewhere) and charged my credit card.  I took advantage of the extra time and went back outside to call Island Airways and see how things looked for a return flight later that day. I was advised there was space on the 1 pm departure and that I should be able to get a taxi between airports. If not, they would send someone to pick me up!

There was good news: we had seven passengers so they would be operating a Beechcraft Queen Air on the route – also a new airplane type for me! And since the Partenavia is a much newer aircraft, I figured I would have other opportunities to fly on one. I had tried to get a Queen Air ride in the 1990s on Bemidji Airlines, but the flight was canceled and I never had the time to try it again. 

This Fresh Air Queen Air was powered by Twin Lycoming IO-720 eight-cylinder engines (An Excalibur 800 conversion from the original design). The plane has a very distinct and wonderful sound!

We were transported on a van from their office to their hangar, just south of RW09-27, about halfway down the runway. Their Queen Air in an ex-US Army paint scheme was jacked up in the hangar, so we were assigned to N5078G, painted white with brown trim, and small Fresh Air Aviation titles. We stood by while the cargo was loaded (Fresh Air and Island Airways do a large freight business) and then we boarded through the aft airstairs. I was assigned the right seat, next to pilot Jackson. I think Lori
knew I would enjoy that, and I did!

We departed one minute early and were airborne in two minutes from Runway 27. In addition to the six adults, there was a baby girl (on her first flight!) and a small dog in the row behind me. Cruising altitude was 1,500 feet, and the flight time was 13 minutes. We landed on Runway 27 at Beaver Island Airport (SJX) and were in the blocks three minutes later. I deplaned, took some pictures, and waited in the terminal for one of the agents to return after the aircraft departed for Charlevoix. 

I asked if anyone was going to town or the other airport, and was told no. I was referred to several taxi service phone numbers on the wall. I was calling one of them when a man (he had seen off some passengers for the outbound) walked by and asked if I needed a ride into town. Welke Airport was on the way, so I accepted his kind offer.  I learned his name is also Phil, so we got a kick out of that! He’s a longtime (since 1979) resident of the area and a former private pilot, so we had a nice talk. The 2.6 mile ride took less than ten minutes. I wouldn’t have minded walking, but had to catch the 1 pm departure.

Island Airways was departing for Charlevoix when I arrived, but I didn’t inquire about getting on it. I wanted to look around during the one-hour wait. There was another Islander in the hangar, and some cool 1970s cars in the long-term parking lot to photograph! I recorded the departure, which was good and loud! I checked in and paid the $72 fare. As with the Fresh Air flight, there was no ticket. A steady stream of customers were dropping off and picking up their freight shipments.

Soon the Britten-Norman BN-2A Islander (N80KM, former LIAT- Leeward Islands Air Transport Services) returned from Charlevoix with more passengers, and after it was unloaded, we boarded for my return to CVX.  I was assigned the right rear seat (1B) by pilot Brian upon boarding. 

The man next to me was a business traveler- a healthcare worker from the mainland, returning from one of his visits to care for residents. A couple ahead of us was using this service for the first time, versus taking the ferry. The ferry costs $32.50 per passenger, one way, and takes two hours – that would be an easy decision for me!

We had five passengers and departed seven minutes early, taking off from Runway 27 one minute later. Flight time was 16 minutes and I couldn’t view our altitude. We passed one of the ferries on the way! We made a left downwind arrival to Runway 27, and blocked in at the modern terminal after a two-minute taxi.

I noted that the right seat’s occupant was walking toward another Islander on the ramp – it was Paul Welke, the airport and airline’s owner, who had deadheaded there to pick up an aircraft for another mission!

I was told about this operation by the owner of New England Airlines, another Islander operator, flying from Block Island, NY to Westerly, RI in 2019. I was glad to have finally experienced this operation and highly recommend this excursion if you find yourself in Northern Michigan. I plan to return to Beaver Island to check out the non-aviation sights!

All photographs courtesy of the author.

By Thomas O. Hilditch

When wandering through the streets of Salt Lake City, UT you will inevitably run across the Family Search Library, a genealogical research facility located in downtown on the southwest side of Temple Square. It’s the largest genealogical library in the world with over 2.4 million searchable records on file.

I entered the facility with great curiosity and was interested in what I might find. Working with a volunteer research assistant, I discovered a remarkable trove of documents. Many years of my family history was spread before me in the form of marriage certificates, birth and death documents, visa forms, and more.

In disbelief, I also found a BOAC flight manifest dated December 26, 1953  – a Boeing 377 Stratocruiser, tail number G-ALSD “Cassiopeia” for a flight from London, UK to New York, NY. Prominent on this document, I found myself listed as a four-year-old passenger! My first of many transatlantic crossings. Wow, what a find!!

The Boeing 377 Stratocruiser, developed in the late 1940s, was a luxurious commercial airliner based on the World War II B-29 bomber. Although it offered passengers a comfortable and spacious flying experience, it ultimately faced challenges with operating costs which led to limited production and eventual retirement from commercial service.

Transatlantic flying in those days was an arduous 15 to 20-hour journey with many stopovers.  The first leg would be from London, UK to Shannon, Ireland for one and a half hours. Stopover ground time at Shannon would be an additional one or two hours. The stopovers at each landing were a crucial part of the trip ensuring the aircraft could safely complete the journey across the Atlantic. 

The complexity of the B-377 engines made maintenance and repairs challenging and time-consuming. Specialized training and tools were required, and even minor issues could result in significant downtime for the aircraft. Before take-off, the aircraft would be maneuvered to a holding apron where engines would run at full power for several minutes.  If no problem surfaced the journey could continue. Otherwise, it would return to the terminal, passengers disembarked, and maintenance would resolve the issue.

The next leg of the journey would be the actual ocean crossing This would be an eight-hour flight to Gander, Newfoundland  – part of the London to New York “Great Circle Route” since 1936. A Stratocruiser arriving in Gander would generally have a one to two-hour stopover to refuel and remedy any mechanical issues.  The final flight to New York’s Idlewild airport was an additional four to five hours.

I would like to note that my father, as an RAF pilot, completed a similar journey in 1942 as a youthful 24-year-old. A Lockheed Hudson was a much smaller aircraft than the Stratocruiser and required many more stops. Starting in Prestwick UK he would fly Reykjavik, Iceland – Goose Bay, Labrador – Montreal-Dorval, Quebec – and finally on to New York.  Total flying time was 28 hours. 

By Sara Gradwohl

Daniel Kusrow, past editor of the “Labels and Stickers” section for the Captain’s Log, recently gave a video lecture for the American Air Mail Society on the history of airline baggage label collecting.

In the recording, produced by the American Air Mail Society and the Rocky Mountain Philatelic Library, Kusrow covers many aspects of airline ephemera, including airline baggage labels, various other types of labels and posters. You’ll see many stickers from both WAHS and Airliners International.

We invite you to watch Daniel’s in-depth and informative lecture.

What labels, stickers and other ephemera do you collect? Do you have an airline collectibles story to tell? Email [email protected] for information on how to share your story.

By Marvin G. Goldman

The first airport in the Kansas City, MO metropolitan area was Richards Field which opened in 1922 at the border between Kansas City and Raytown, MO. It had limited commercial airline passenger service and was mainly utilized for air mail and military purposes.

As Richards Field proved inadequate for expanding commercial airline passenger operations, Kansas City built in 1927 a new airport in a sharp bend along the Missouri River close to downtown. Initially called “New Richards Airport,” its name soon became “Kansas City Municipal Airport” and was sometimes referred to as the “Downtown Airport.” The new airport received airport code “MKC,” presumably taken from “Municipal Kansas City.” A modern passenger terminal opened at this new airport in December
1929.

Another airport, called Fairfax Airport, was also established in the 1920s, located across the river from the Kansas City Municipal Airport. Some commercial airline flights operated from Fairfax in the late 1920s and into the 1930s, but it was mainly used for industrial purposes.

Kansas City Municipal Airport (MKC)

In October 1930 Transcontinental Air Transport, Western Air Express, and three other airlines merged to form Transcontinental and Western Air, later named TWA (Trans World Airlines). TWA established its headquarters in Kansas City and became the most prominent airline at MKC. It also established its maintenance and overhaul base nearby across the river at Fairfax Airport.

The next most prominent airline at MKC after TWA was Mid-Continent Airlines, originally formed under the name Hanford Airlines in 1936. In 1938 the airline changed its name to Mid-Continent and moved its company headquarters to Kansas City’s Fairfax Airport. Mid-Continent merged into Braniff International Airways in 1952.

The Original “MCI” – Mid-Continent International Airport

In 1951 Kansas City suffered a great flood that severely damaged TWA’s maintenance and overhaul base and many other facilities at Fairfax Airport across the Missouri River from the downtown Kansas City Municipal Airport (MKC). Some facilities at MKC were also damaged. Moreover, the Kansas City, Missouri Municipality recognized that there was little room for any expansion of airline activity at the two airports. The Municipality started planning a new airport facility 15 miles (24 km.) northwest of downtown Kansas
City in Platte County, MO, away from the Missouri River.

The new airport opened in 1956. It was named Mid-Continent International Airport and received the IATA airport code MCI.

TWA moved its main overhaul base there, and Braniff established a hub at the new airport. However, the runways and terminals at each of MKC and MCI were too small to serve in the future as Kansas City’s main airport.

Most passengers still preferred to travel out of MKC because of its proximity to downtown. However, once jet aircraft started flying in and out of MKC, the jets had difficulty landing on the short runways, and taking off presented challenges because of the downtown skyscrapers. MKC was also congested. A 1963 report by the Federal Aviation Administration (FAA) described MKC as “one of the poorest major airports in the country for large jet aircraft” and asked that no more federal funds be disbursed for it.

The New MCI – Kansas City International Airport

As a result, Kansas City, with the encouragement of TWA, decided to convert the MCI site into a major, modern airport. This new airport, built on the MCI site and named Kansas City International Airport, was dedicated October 23, 1972 and officially opened for commercial service on November 11, 1973. The original IATA airport code MCI was retained for the new airport, so that’s how Kansas City International is MCI (rather than KCI).

After the new MCI opened, all airlines serving Kansas City moved their operations there, and Kansas City Municipal Airport (MKC) was converted to serve only general aviation. In October 1977 the name of Kansas City Municipal Airport was changed to Kansas City Downtown Airport, and the name was changed again in August 2002 to Charles B. Wheeler Downtown Airport (Wheeler was Kansas City’s mayor 1971-
1979).

New Terminal at MCI, 2023

With mandated new airport security procedures following the 9/11/2001 terror attacks, the design of MCI’s three circular terminals became increasingly inefficient because there was inadequate room and separation areas available for passenger security screening. Moreover, the other terminal facilities were becoming crowded and outdated.

In 2017 it was decided to build a single modern terminal to replace the three old terminals. The City broke ground on the project in March 2019. Old Terminal A was demolished to build the new terminal in its place. Terminals B and C continued in operation only until the opening of the new single terminal.

On February 28, 2023, the new $1.5 billion single terminal opened. Its spacious interior is filled with natural light, and features upgraded technology and amenities, beautiful local artwork, and convenient gate access. Security checkpoints have been consolidated into one area with flexible features. There are 40 gates and two concourses. Passageways and glass passenger boarding bridges provide expansive
views of the surrounding airfield. I do not have any postcards yet of the new MCI terminal, but it is featured in many photos, videos, and articles on the internet. For example, follow this link for photos by the architect.

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NOTES: All postcards in this article are from the author’s collection. I estimate their rarity as follows: Uncommon: United Airlines aerial view of MKC; T-A-T Ford Trimotor at MKC; Mid-Continent Airlines DC-3 at MKC; group of TWA Constellations and Martins at MKC; and Frontier 737-200 at MCI. The rest are fairly common.

I hope to see you at Airliners International™ 2024 MCI, 26-29 June 2024, at the Hilton Kansas City Airport Hotel. You can see the outstanding new MCI terminal in person while attending the world’s largest airline history and collectibles show and convention, with nearly 200 vendor tables for buying, selling, and trading airline memorabilia (including postcards, of course), seminars, the annual meeting of the World Airline Historical Society, annual banquet, tours and more. Follow this link for more information: airlinersinternational.org.

Airliners International™ 2024 MCI will include an airline/airport postcard exhibit area. Please consider submitting an exhibit entry. Follow this this link for postcard entry guidelines.

Happy collecting. Marvin.

By Phil Brooks

Note: All photos are courtesy of the author.

In the mid-1980s, Fred Erdman, from Springfield, OH, and one of the original World Airline Hobby Club members, told me there was a DC8 restaurant near the town of Hillsboro, OH. I flew over it (I don’t remember who the pilot was, but it wasn’t me) shortly after that in the spring of 1986, but it was several more years before I could visit it. It turns out the DC8 was actually northeast of Mowrystown, OH, but Hillsboro was used as a reference since it was the nearest town of any size. The actual location was at the intersection of US Hwy 62 and OH Route 321, where the two roads form a “Y”.

I told my friend Pete Crawford about it, and he learned there was an airstrip nearby. Pete got permission from Fred Kay, the strip’s owner, to land his flying club’s Cessna Cutlass there on January 3, 1988. We flew over from Eagle Creek Airpark (now KEYE) in Indianapolis.

Our party of three walked to the Highland South restaurant, and while I don’t remember eating a meal there, we did get access to the DC8, which was not in use at the time. I found this old newspaper article that mentions the owner had difficulty heating it, so it was mainly being used for private parties: follow this link to read the Cincinnati Enquirer DC8 article.

Fred recently told me that he carpeted his attic floor with the original Eastern blue carpet from the plane!

The aircraft came south by road from the former Clinton County AFB in Wilmington, Ohio, where it was used as a “spares” source by Overseas National Airlines at their maintenance base, which is now Wilmington Air Park (ILN). 

The left (public) side was painted in different colors, maybe so it wouldn’t be confused with any specific airline. The “wings” were not original to the aircraft.

It was far from any population center or major highway, so we were probably among the few airline enthusiasts to visit. Nice that they left the registration on the right side!  

I wonder how long it lasted there, before being broken up? The restaurant still exists; it’s now called “The Old Y.”

Here are a few overhead shots of the DC8 Restaurant and “the Old Y.”

By David C. Powell

Editor’s Note: This speech was given by David Powell and Connor McCauley on June 24, 2023, at the annual Airliners International 2023-DFW Banquet.

Connor McCauley and I are here to talk about the appreciation we feel for the friendships that have resulted from these shows, beyond the models, barf bags and postcards and other items. What we’re here appreciating tonight is the part when all the fun talk about planes goes beyond that, to personal long-term friendships. 

Like so many of you, I’ve loved planes and trains since I can remember. My Dad would take me and my younger brother to Philadelphia (PHL) to see DC-8s Viscounts, Electras, 707s, CV 580s, 880s and Caravelles, some of which would disappear behind their own black exhausts until liftoff.

On my 10th birthday, my Dad took my brother and me on our first flights: a United DC-8 from Philadelphia to New York-JFK to take part in New York Airways helicopter rides. Our return was on the iconic TWA Connie from JFK back to PHL. 

When I was 14, Dad “volunteered” me to work in a travel agency where I hand-wrote tickets. I was mesmerized by the domestic and international OAG books.  I collected timetables, had and built models, hung posters on my walls all the while I was thinking, “yeah, ha, right…. me and about 20 other people in the world go for this kind of stuff.”

I discovered this hobby group at age 32 through a truly strange connection – an advertisement in, of all things, an ATP decal catalog that spoke of an airline show in Indianapolis, IN. I was working for Conrail and they transferred me to Indianapolis.

When I registered, this gentleman, Phil Brooks calls me and asked “How come we haven’t heard from you before? Are you new?” We met that day and went into the office where he worked at American Trans Air. That was July 1, 1987. I joined the local Indy group that Phil had started. 

Clint Groves, owner of ATP passed away a few years ago- but, I am grateful to him nonetheless, for placing that advertisement.  

That simple connection led to the mind-blowing event that followed: Phil was running the convention along with our great friend Art Smit-Roeters as his co-chairman, Art just passed at 92 in March 2023. 

The Indianapolis convention was attended by 770 similarly-minded folks!! Holy Cow. A whole new world had just opened up for me. I was beyond words, I was overwhelmed! Can anyone relate to this?

Phil was my first Airliners contact and we became fast friends. We decided to take a trip together. Our first trip was to Central America. We landed and took off from Tegucigalpa. In Guatemala City, we intended to ride a Convair 580 but it had a nose gear problem. Phil then sees this plane and says, “I don’t know where it’s going but we’re riding it!” It was an Aerovias Dart Herald! We rode it to Flores, Guatemala and back. We rode trains coast to coast in Costa Rica (for $3) Then on a regularly scheduled SANSA DC-3, once landing while standing up behind the pilots! We also rode a CASA 212 Aviocar. 

On an overnight at our hotel in San Jose, Costa Rica, in the middle of the night, I hear mumbling. I didn’t know where I was. Then Phil broke into “Britt Airways announces the departure of Flight 132 with service to Danville and Chicago. Please have your ticket out and available.” Well, at breakfast the next morning, I remembered this and asked Phil, “Did you ever work for Britt?”  Phil said, “I never told you that! How did you know?” I replied, “Because you made a boarding announcement in your sleep!” After much laughter, Phil said, “I did? NEAT!”

We then went to the Paris Air show, and he took me to the place where Charles Lindbergh stepped off his plane. 

We dipped our toes in the Arctic Ocean together at Tuktyoktuk and flew an Air North DC-3 pancake flight from Whitehorse to Fairbanks and then took the 12-hour train ride to Anchorage. 

We also flew on the the milk run aboard an Alaska 737-200Combi aircraft. 

We flew the world’s shortest scheduled commercial flight in the Orkney Islands together, only 2 minutes! 

It was his idea to use discounted Northwest miles to go to Sydney, Australia and return with a Honolulu stopover after a last-minute fuel stop in Noumea! 

Spent a weekend riding the US Air/Trump 727 Shuttles together. It all had been amazing.

My interest in trains had an effect on him for sure. What great times we have had together, a thousand wonderful and fun and funny memories. And a few absolutely astounding coincidences too! Thank you, Phil!

While at a mini-show with Phil in Atlanta in 1989, I met John Doan. We also became fast friends. I watched as he got hired by Eastern ATLRR in Atlanta and he would non-rev on DC-9s to visit me in Indianapolis.

I encouraged him to come to a Seattle show (we flew together on an Eastern A-300) and enter a model of his in the contest. He won a prize! We attended the show that featured Tex Johnson as the guest speaker. John was working the night EAL shut down.

We traveled to San Juan and flew on a Latin America Pass Frequent Flyer promo to Nicaragua, Costa Rica, and Panama, as well as to Quito, Ecuador and Bogota, Colombia.

John has been a great friend. He would have been here but, he just moved to Vancouver. He still LOVES DC-9s and Super-80s. He even taught a parrot to say: “Dee-cee-Nine!”

Phil introduced me to Bill Demarest who was then living in my native Philadelphia area. Bill introduced me to Joe Crawford in Seattle in 1990. Joe had just missed the Hartford, CT show as he was attending Embry-Riddle in Daytona Beach, FL. He was handing out car rental coupons he was too young to use, and somehow got a group of us into the Admiral’s Club!

Joe and I started taking trips with lots of segments on American Airlines where he had status. We went to Panama and Belize and flew the SANSA DC-3 and a Trilsander together in Costa Rica as well. We once went to Edinburgh via Miami, New Orleans, and Dallas/Ft. Worth for the weekend!

In 1994, Joe suggested doing an incredible offer made by Chart House restaurants. Spend $25 in food at all 65 of their restaurants and they buy you two round trip tickets. Our first dinner was at Atlanta AI. 

Joe busted his left knee skiing at Mammoth Mountain on one trip. 

A group of us celebrated our 65th dinner during the Phoenix AI show at the Scottsdale Chart House. It was a truly amazing and magical night!

Joe got a medical waiver that day (knee) and joined the Rhode Island National Guard to fly C-130s!  Unforgettable celebratory night that all came together.

For the reward trip, in 1995 we flew Delta- Singapore-Swissair to New York JFK, San Francisco, South Korea, Taiwan, then Hong Kong’s Kai Tak Airport, Singapore, Phuket, Katmandu, Delhi, Bombay, Cairo, Rome, Switzerland and many more. The whole voyage took 28 days. 

A group of us got together one night at the CR Smith Museum celebrating Joe’s million miler passage in style! Amazing stories and loads of adventures! Too many to tell. Joe and I once went to Saba and climbed to the top of that mountain to have a view. He even once rented a plane and he flew us down the Hudson River flyway and circled the Statue of Liberty, plugged in a CD player with singing Frank Sinatra’s New York, New York! It was followed by a canoe ride on the Delaware River. Still my best day ever!  

We took a LOT of really fun and really great trips together!! It all made life really worth living!!! 

Valuable friendships happen here. It has been fun supporting Joe and watching him rise from instructor pilot to Kalitta, US Airways, Japan Air Lines and now flying the A321NEO at Hawaiian. Joe, you have been an amazing friend for 33 Years! 

There were 5 of us doing the lucrative Star Alliance promo that brought us together in Istanbul to get on that required THAI flight which flew three times per week from Munich.

I attended Tom Livesey’s wedding.

I was pallbearer at Joe’s dad’s funeral. 

We always had excellent and fun times with Scott O’Leary, and watched him go from college student to Aeroplan executive.

We miss Art, Paul K., Joe Yeager, and Jon Proctor. Jon published my article in May ’97 on my MGM Grand DC-8 trip roundtrip flight. Jon was a great guy; I even stayed at his place a few times. 

I could go on and on with trips and shared life experiences and long-term good friendships that have meant so much to me and so many. 

I wanted to share this sampling of these amazing experiences with you because I realize that NONE of them would have transpired if it weren’t for Clint, Phil, and this organization. None of these experiences!

WAHS has been a game-changer for me and I’m sure many of you. I don’t wish to think about what life would have been like if I’d never matched up with anyone here. Too much fun I would have missed. So, I am just mighty grateful.

Kind of a life lesson here: one simple act of sharing and inviting others can make a big difference.

I also think it’s good to stop for a moment to recognize all the great folks, who have, for years, sacrificed their time and energy to keep this organization and shows going and serving to facilitate not only the fun of the shows, but the extra great secondary benefit of the valuable friendships and enhanced life experiences that result from shows like this one. I’ve heard more than once attendees say, “I mostly go to these to see my friends again.” 

Many of us, like Connor, can relate to the joy of entering our first big annual show. There are hardly words to describe it all. It’s like coming home. It’s a feeling of, yes, I belong here, surrounded by like-minded aviation enthusiasts. These shows lead to friendships. 

Last year, while waiting in the check-in line at the Chicago show, I met this young man, Connor. It was his first show ever. He’s from a small town in Oklahoma. He didn’t know any aviation buffs there, so he started making aviation YouTube videos at age 10 to share his enthusiasm and love of aviation. There are now more than 35,000 followers of Red River Aviation of his Instagram feed and Youtube channel. Here is the simple act of sharing in motion.

As you can see, I love taking trips with folks; you really get to know someone that way. In January 2023, Connor and I rode Amtrak from Oklahoma City to Ft Worth. We then took a Boeing 787 Dreamliner to Miami, and a Delta 757-300 to Atlanta. We had a blast. You could hardly meet a smarter, more enthusiastic, joyful, and kinder person than Connor. We have more fun trips planned!

And now, here is Connor to share a few words.