ANOTHER GREAT STORY ! 

B707 5-POD 

 

 

The versatility of TWA's new Boeing 707 is on display in this photo taken at Orly Airport, Paris in May 1961. That is indeed a fifth engine hanging from the left wing. It was, however, not operational and instead was being transported to Bombay, India, where it was needed to replace an engine on another TWA 707 that was grounded. The cover or "fairing" on the front of the engine helped to make it more aerodynamic as it hitched a ride under the wing.

 

 

Boeing's engineers designed the 707's wing with the capability of attaching an additional engine for transport. In the case of the 707 pictured above, that engine was attached in Paris and flown to Rome, Italy. Once there, it was removed and attached to another TWA 707 for the flight to Bombay (with a stop in Dharan, Saudi Arabia). Flying replacement engines to far distant stations was always a challenge for TWA and they were quite pleased that the Boeing 707 was able to transport the three-ton engine on a scheduled flight, with negligible effect on the plane's performance or fuel consumption.   

 

Note:The Orly Maintenance and CDG staff was an important key to International operations.

La polyvalence du nouveau Boeing 707 de TWA est illustrée sur cette photo prise à l'aéroport d'Orly, à Paris, en mai 1961. Il s'agit bien d'un cinquième moteur suspendu à l'aile gauche. Cependant, il n'était pas opérationnel et était transporté à Bombay, en Inde, où il devait remplacer un moteur sur un autre 707 de TWA, cloué au sol. Le capot, ou « carénage », à l'avant du moteur contribuait à son aérodynamisme, car il était logé sous l'aile.

Les ingénieurs de Boeing ont conçu l'aile du 707 de manière à pouvoir y fixer un moteur supplémentaire pour le transport. Dans le cas du 707 photographié ci-dessus, ce moteur a été fixé à Paris et acheminé jusqu'à Rome, en Italie. Une fois sur place, il a été retiré et fixé à un autre 707 de TWA pour le vol vers Bombay (avec une escale à Dharan, en Arabie saoudite). Le transport de moteurs de remplacement vers des stations éloignées a toujours été un défi pour TWA et ils étaient très heureux que le Boeing 707 soit capable de transporter le moteur de trois tonnes sur un vol régulier, avec un effet négligeable sur les performances de l'avion ou sur la consommation de carburant.

 

Note: Le personnel de maintenance d'Orly et de CDG était un élément clé des opérations internationales.

 

 

 

79 Years ago...

(In 1946 I was 6 years old!)

Feb 5-1946:

Transcontinental  and Western Airlines "TWA" The Trans World Airlines, flew its first revenue International passengers on a schuled Transatlantic flight from La Guardia Field, New York (LGA) to  Paris "Orly Airport".

The airplane was a Lockheed L-049 Constellation, serial number 2035, NC86511, named Star of Paris, under the command of Captain Harold F.  Blackburn. Captains Jack Hermann and John M. Calder, Navigator M. Chrisman and Flight Engineers Art Ruhanen, Ray McBride and Jack Rouge completed the flight crew. Purser Don Shiemwell and Hostess Ruth Schmidt were in the cabin along with 36 passengers.

Star of Paris departed LaGuardia at 2:21 p.m., EST, 5 February. The flight made brief stops at Gander, Newfoundland (YQX) and Shannon, Ireland (SNN), and arrived at Orly Field, at 3:57 p.m., February 6. The elapsed time was 16 hours, 21 minutes.

ATHENS LGAT-Airport April 1962 

By Annie Picard (ORY-CDG)

 

V I P Handling on a scheduled nonstop TW B707 flight from Bombay (India) to Rome (Italy) on April 1962 .

The Captain announced that we were making an unscheduled landing in Athens (Greece) to pick up a V I P! He parked the airplane in remote parking, along side were many black Buicks, It was obvious the a very special VIP was expected, she  was the First Lady of America "Jackie Kennedy" !

The TWA Directeur of Public Relations for Intl was meeting the flight. He hasked me to be Her personal hostess during the flight from Athens to Rome which was my final destination.

What a treat for a 22 years old French girl to look after the First Lady of America! She was extremely pleasant !.

This is one of my best memory during my 39 years with TWA.

PARIS LFPO-ORLY Airport May 29 1964

TWA 803  ORY TO JFK

A Boeing 707-331, registered N761TW, sustained substantial damage in a runway excursion accident on takeoff at Paris-Orly Airport (ORY), France. All 103 on board survived.
During takeoff, before reaching speed V1, vibration was felt. The pilot decided to abort the takeoff. During the deceleration, the aircraft pulled over to the right and left the runway at the end of its roll, collapsing the nose gear.
CAUSE: "The accident resulted from the bursting of the forward right tyre, manufactured in 1959 and retreaded twelve times . This burst was itself the result of the rupture of an inside wire.

(marc brécy FDO)

A Big Surprise from a FAA Inspector

 By TWA Captain Jerry Lawler

 

 

The FAA employs Air Carrier Operations Safety Inspectors to oversea airline operations. Their duties may include examining airmen for initial certification and continuing competence. They also evaluate airmen training programs and the operational aspect of programs of air carriers to ensure safe operation. These inspectors are free to observe simulator operations or line flights carrying passengers.

In the early 90’s, I was the Captain in command of a scheduled passenger flight on a TWA Lockheed L-1011 en route to Chicago O’Hare Airport (KORD). On board in a cockpit observer seat was a well known FAA air carrier inspector who oversaw the L-1011 operations at TWA. He was a tall and large man with an unfriendly reputation. Our passenger flight was getting a checkride from the FAA.

A major role in my job as Chairman of the Training and Standards Committee was to oversee the training and checking of the TWA flight crews. I had to deal with crew members that were having difficulties and were in jeopardy of failure. Failure meant lack of proficiency which could result in termination from TWA. I also oversaw the role of the instructors and check airmen who might be overzealous and maybe unfair. In this role, I had to be very proficient in the knowledge of the procedures and policies of the TWA Flight Operations Department. I preached that you could not flunk a checkride if you go by the book. This also included the instructors and the check airmen. 

If the glide slope failed, the Policy Manual permitted crews to revert to the Localizer Approach minimus.

 The weather at O’Hare was IFR and the airport was using the ILS to runway 14L. Having flown into O’Hare as Captain on the Convair 880, Boeing 727, and the Boeing 767 many times for over 20 years, I was looking forward to a routine approach.

The flight crew did everything by the book while observing strict cockpit discipline. The flight crew reviewed the ILS 14L approach. What is not published on the approach chart is that TWA has a policy that it is acceptable to continue the ILS to localizer minimums if the glide slope fails. This is in the Policy Manual and not part of the required briefing.

Well guess what? During the ILS approach, the glide slope failed. The DC-10 ahead of us made a missed approach. I advised the first officer to change the decision altitude of 852 feet to the minimum descent altitude of 1,140 feet and that we would continue the approach to localizer approach minimums. I also stated that I started the timer at the outer marker and was counting off two minutes and 15 seconds to the missed approach point.

I advised the first officer to change the decision altitude of 852 feet to the minimum descent altitude of 1,140 feet.

 The runway soon came into view and a normal landing was made. Although we were anxious to discuss the approach, the flight crew observed the sterile cockpit until we arrived at the gate and completed the checklists and prepared to deplane.

Here is where it got interesting. I moved my seat back and started to the right to get out of my seat. However, as I stood up, I could not move. I was confronted by a large FAA Inspector who stood in front me. He looked down at me and then gave me a hug. Wow! Yes, he gave me a hug. Then he said “Captain, you just saved TWA a lot of money by knowing the policy and procedure. I am proud of you!”

Lesson learned. If you want a hug from the FAA, go by the book!

On the flight deck of the L-1011.

    FYI Jerry joined TWA in 1964 as a Lockheed Constellation flight engineer, progressed to Convair 880 first officer, and upgraded to Convair 880 captain in 1968. For the next 30 years he flew captain on the B-707, B-727, B-757, B-767, B-747 and Lockheed L-1011 on both domestic and international routes. Although a loyal TWA employee, Jerry was active in the Air Line Pilots Association, serving as a member of the Board of Directors and Chairman of the Training and Standards Committee.