Bob proctor net worth 2016,free astrology kundali marathi,horoscope matches in urdu,zodiac signs dates for leo - PDF Review

19.08.2015
LinkedIn emplea cookies para mejorar la funcionalidad y el rendimiento de nuestro sitio web, asi como para ofrecer publicidad relevante. Now Amazon is about Preparation, especially when you do it OMG style, the way Liz is teaching. And the Amazon Integration has been a leap-shit forward for OMG, and the success is undeniable. It’s appropriate that I introduce the Chicago pictures with two of my brothers, Bill and Bob, flanking our father, Lt. Brother Bill Proctor took all the remaining 1940s pictures. The early Flagship livery on DC-3 NC21795 indicates that it was probably taken shortly after the war, or even earlier, at the original terminal on the south side of the field.
Here’s the updated postwar livery on NC16016, Flagship Pennsylvania, an original factory-delivered DC-3.
Another American DC-4, taxiing on two engines, appears to be approaching Midway’s new terminal building, which opened in 1948 on the east side of the field. With rain showers in the area, Flagship Syracuse appears to be ready departure once its fuel is topped off. DC-4 N88881 saw short duty with Delta, from April 1948 until January 1949, when it was sold to Chicago & Southern. I had to include this classic 1949 photo from the collection of my friend Harry Sievers, showing Northwest DC-4 NC95415, an ex-military C-54. In July 1952, my cousin Johanne Brent came through Chicago, on her way home to California from Cleveland. December 2014 update: I received this note and photo regarding the Midway Airlines Cessna 195A and wanted to share it next to the referenced image. I came across your website thanks to an old airline buddy of mine and found the pictorial history of Midway Airport quite interesting. I knew that the original Midway Airlines was the first owner in 1950, when it came off the assembly line, but I’ve never seen a photo of it in its original colors. N1010D is still flying today out of McChristy Airport, a private field in central Illinois. Probably taken the same day, a pair of North Central DC-3s reflect the old Wisconsin Central livery. Although undated, I suspect Bob shot this picture soon after American’s DC-7s entered service in 1954. Just one more picture borrowed from Harry Sievers’ collection, a magnificent early morning study in November 1956, featuring Northwest, which operated DC-4s well into the early Jet Age.
Another shot that day, reveals one of Northwest’s mighty Boeing 377 Stratocruisers, at the time the largest airliner in flight. Partially visible to the left is the original terminal building and on the right three Slick Airways C-46s are parked on an adjacent ramp. On April 19, 1957, grade-school classmate Joe Tourtelot and I celebrated my 15th birthday (a day late) by riding a Chicago Helicopter Airways flight from O’Hare to Midway. On the opposite side of the terminal I managed to snap American Airlines Convair 240 N94268, Flagship Potomac. Next to American sat this TWA Martin 202A, distinguished from the 404 model by small “eyebrow” cockpit windows and 9 passenger windows, versus 10 on the 404.
Here’s our S-55 helicopter at Midway Airport, about to depart again on a return flight to O’Hare. Compare then-sleepy O’Hare with this scene at Midway, taken right after we got up to the observation deck; close-in parking! The observation deck ran the length of Midway’s terminal building, Joe and I spent a few hours here watching airliners.
Following my family’s move to California in 1957, I came back to Chicago for for the first time, arriving on August 31, 1959. The first North American carrier to operate Viscounts, Trans-Canada flew the type into Midway. An aft view barely shows the N121US registration, just aft of the rear boarding door and below the window line.
On September 5, Joe Tourtelot and I spent time at Midway Airport, then retraced our 1957 helicopter trip, this time to O’Hare via Meigs Field.
I got back out to O’Hare two days later, armed with a roll of color print film, and headed straight for the spacious observation deck.
Continental Airlines provided formidable competition to American and TWA with its 707 “Golden Jets.” While one stands by in the background, another is pushed back for departure. Next door,  Capital turboprop Viscount 745D N7447, this one with weather radar, awaits its passengers.
Further to the left, TWA 707-131 N733TW gets the full ground treatment, with fuel trucks under both wings.
When TWA began nonstops between Chicago and Paris a year earlier, its luxurious Lockheed 1649A “Jetstreams” needed O’Hare’s longer runways. On the terminal’s opposite side, one of Northwest’s ultra-long range DC-7Cs rests between assignments. Coming home via Los Angeles on my first jet flight, I was lined up at the gate when TWA through-Flight 29, 707-131 N736TW, arrived from Pittsburgh.
In September 1960, I came back for another visit and, naturally, headed for the Midway observation deck. Looking in the other direction, an Ozark DC-3 faces the camera with American Electras in the background. Double-parked airliners were common at Midway, as evidenced by this shot showing a pair of Capital Viscounts, two Delta Convair 440s and a leased Capital DC-6B in what would be the airlines’s final livery.
Over at O’Hare on September 10, I caught American Electra Flagship Tulsa before attempting to board Flight 65, a brand-new 720, for Phoenix, but did not get on.
Time was running out for N88864, Capitaliner Birmingham, which joined Capital in 1946 when the airline was still known as Pennsylvania Central. Following my unsuccessful attempt to depart for home from O’Hare, I rushed over to Midway in time to catch an American DC-7B nonstop to Phoenix. Headed for Chicago again in July 1961, I had to route via New York because of a canceled flight from LAX to ORD. A variety of airlines crowded into the old terminal, anxiously waiting the move into new quarters.
After running out of slide film, I caught American Convair 240 N94264 in black & white. During a quick Christmas 1961 trip, it was bitterly cold in Chicago, limiting my time on the observation deck.
With a Chicago Helicopter S-58C in the background, American Electra N6107A pulls in to an adjacent gate.
Rather than conventional deplaning, businessmen and their briefcases disembarked via the aft ventral airstairs. Sturdy Convair 240s were still in service across the Eastern United States, as evidenced by my shot of N94279, Flagship Wolverine State.
North Central occupied a concourse devoid of Jetways, which would not have fit these Convair-Liners nor the DC-3. Retreating from the frigid, open-air observation deck, I had to shoot through the window to get this Braniff DC-7C, parked at the last gate before entering the old terminal.
Eastern and Continental shared this concourse, and there’s that original control tower again.
For many years, Trans-Canada, then Air Canada, occupied Gate G-1, with TWA using the other 11 gates on the concourse.
It appears that United Viscount 745D N7413 was receiving maintenance, with a mechanic having climbed through an emergency exit and out onto the wing. That summer, brother Bob caught Chicago Helicopter S-58C Helicopter, about ready to depart for Midway Airport. As a rookie TWA employee in 1964, I wasn’t yet eligible for passes; we had to wait a full year for them! Eastern’s first Electra, N5501, wore the small company title on the tail for a short time.
On my 24th birthday, I photographed a busy North Central ramp, similar to an earlier shot, this time in color. Here are four pictures I took at O’Hare in 1967, all on June 10 during a short airport layover and all through windows. At the adjacent gate, a Braniff ground agent flags in 720-027 N7079, seen wearing the beige livery, which doesn’t show very well on this overcast day.
TWA’s Gate G-2 was originally used for Constellations and not fitted with a Jetway, thus becoming a logical parking spot for DC-9-10s that replaced the propliners. On October 30, 1968, while waiting to board TWA 727 Flight 339 for Phoenix and Los Angeles with Captain Bill Proctor in command, I caught this low-sun image of DC-8-51 N803E, still wearing full Delta Air Lines titles.
While waiting for our departure runway, we passed by FH-227B N4216, used by Ozark mostly on short-haul flights.
Preparing for widebody jets, TWA began modifying the G concourse to accommodate 747s on the end gates, resulting in nose-in parking and the end of dual Jetway use.
Meanwhile, TWA was operating a daily ORD-Las Vegas roundtrip plus a London nonstop with 747s. On the opposite side of the G concourse, United 747-122 N4710U looks brand new, even though it’s already two years old. At the TWA hangar in March 1973, 747-131 N93119 looks about ready to head for the terminal. After operating an all fan-jet DC-8 fleet for several years, Delta inherited seven older DC-8-33s from Pan Am, including N8038A, the former N803PA, handed over in December 1968. In service barely two months, L-1011 N31014 arrives in the late in the day on September 5, 1973, operating as Flight 780 nonstop from Las Vegas. On December 20, 1972, Delta Convair 880 N8807E (also pictured earlier), cleared to cross an active O’Hare runway in error, was struck by a North Central DC-9. I had to cross an active taxiway to reach employee parking at the TWA hangar, seen in the background, and stopped to photograph American DC-10-10 N110AA as it headed for AA’s hangar in April.
In November 1974 the first TWA airplane to wear this updated livery was flown to O’Hare from the Kansas City overhaul base and scheduled to operate Flight 770 to London, but a problem with the No.
The updated colors were generally well received, but it was thought that the hollow TRANS WORLD titles did not stand out well.
Another fresh delivery from Palmdale, California, L-1011 N81027 caught my lens on October 30, 1975, just a month after entering service. I’ve spent a lot of time at Los Angeles International (LAX), both as an enthusiast observer and employee, having worked there for TWA between 1964 and 1969. It’s hard to tell for sure when brother Bill took this picture of Southwest Airways DC-3 NC54370. Brother Bill took this picture in September 1950, the oldest LAX shot from the Proctor boys. Thanks to Alan Miller for this glorious picture, taken in the late afternoon on August 26, 1956. Before returning to San Diego, sister-in-law Ann Proctor and I sat on the railroad tracks in front of Runways 25 Left and Right, watching airplanes land right over our heads.
Brother Bob shot the following pictures, all in 1959; he only noted years, not specific dates, and some of his slide frames were not date-stamped by the film processor. At an adjacent gate sits United Cargoliner San Francisco, N37591, which wound up its career in Ecuador. A busy ramp scene seen from the observation deck reflects the heavy presence of propliners early in the Jet Age.
By mid-morning, most of the gates are empty, except for Continental Viscount 812 N250V and an American 707.
Cousin Dennis Brent and I enjoyed a day trip to LAX from San Diego on March 9, flying up on a Bonanza F-27A and coming home on a PSA Electra.
Originally to be N768TW with TWA, Howard Hughes in 1959 sold 707-331 N703PA, Jet Clipper Dashaway, and five other intercontinental Boeings to Pan Am prior to delivery when he could not arrange financing for the purchases. Mexicana was the only airline to operate scheduled Comet 4C service into LAX, beginning on July 4, 1960.
My first attempt at color photography resulted in this less-than-stellar shot of Western DC-6B N93106 0n September 5, as I passed through LAX on my way to Chicago; I had ridden this airplane from LAX to San Diego a year earlier. Okay, that’s Santa Monica Airport below, not LAX, but the view from Flagship Texas is too good to pass up on a crystal-clear day over the Los Angeles basin as we head back east after taking off on Runway 25-Right. Thanks to TWA PRR John Kuzma, I was able to photograph Desi Arnaz on December 29, shortly after he arrived from New York City.
Bob took this picture showing  Air France 707-328 F-BHSG parked in front of the old TWA Hangar on Avion Drive, reflecting the cramped parking space at the original terminal. Brazilian operator REAL-Aerovias operated 1049H Constellations from LAX into the early Jet Age. After riding her from Chicago on Flight 31, I paused to snap a picture of American 707-123B N7505A on December 27. These two pictures show activity in April as the newer terminal complex provided a much-needed capacity improvement over the old facility.
Brother Bob took this picture of American 707-123B Astrojet N7504A (seen earlier on this page), awaiting inspection in March, just a few days after another company 707 tragically crashed shortly after takeoff from New York-Idlewild with the loss of all aboard. Apparently Western was still operating Electras to Mexico in July, as evidenced by N7139C, parked at Satellite 2 for Customs and Immigration clearance. Bonanza Silver Dart F-27A N148L appears about ready to accept passengers at Satellite 3, Gate 37.
American Airlines 707-123B N7523A approaches the gate in this December 26, photo; check out the window shades on the control tower, slanted to form a cross for the Christmas season, before it was considered politically incorrect. Another 707 Astrojet, N7512A is unhooked from its tow tug and about to taxi to the departure runway.
In nearly the same spot on the ramp, American’s 720-023B N7527A is readied for departure.
Twenty-fifth off the assembly line, the Boeing overran the runway at Kansas City in July 1965 and broke up. United was flying Boeing 720 Jet Mainliners between LAX and San Diego but I never got a ride on one. Most of the remaining DC-7Bs in American’s fleet were relegated to freighter work by this time, as evidenced by N337AA, which sits at the hangar between assignments.
Somehow I was able to sneak into the Pan Am Clipper Club in September, in order to shoot DC-8-33 N806PA, at Satellite 2. Changing cameras, I caught Pan Am 707-321 N722PA, Jet Clipper Lark, turning away from its departure gate.
Another DC-8 operator at LAX in 1962, SAS operated the type on its polar service to Copenhagen, having pioneered the route with DC-6s during the previous decade. On December 29, I flew to Dallas on an American 707-123B Astrojet and caught a partial view of LAX in the morning sun.
On the same visit I managed to capture all three aircraft types being flown at the time by Western Air Lines at the time; an Electra, DC-6B and 720B N93141.
For an teenage airliner enthusiast, the San Diego-Los Angeles run allowed interesting plane rides on various airlines and types.
Seen through the window of a PSA Electra I was riding up to San Francisco on July 24, Air France 707-328B F-BHSX is parked at Satellite 2, being prepared for a polar flight to Paris. TWA 707-131 N735TW appears ready for a fresh paint job and still lacks updated globe logos that began appearing on the fleet barely a year earlier.
One of three VARIG Convair 990As, PP-VJF receives layover maintenance at the Continental hangar. Delivered in a Royal Coachman seat configuration, DC-7B N349AA was nearing the end of its career with American Airlines when brother Bob snapped this picture. Seen in the morning sun on November 26, PSA Electra N172PS had just brought me in from San Diego and was already receiving San Francisco-bound passengers as I was about to enter the terminal and paused to catch a picture. A month later I rode another PSA Electra and caught this picture during climbout following a mid-field takeoff that the airline was well-known for, taking advantage of the airplane’s mighty Allison turboprops. On November 26, a crystal clear morning, I caught a glimpse of LAX just as we started turning onto final approach for Runway 25-Right, aboard PSA Electra Flight 749 from San Diego. Here we are approaching LAX again on January 25, again on PSA Electra but this time coming down from San Francisco; those shadows are the prop lines.
From the Satellite 4 ticketing building observation deck on the same day, I caught Western DC-6B N93132, northbound on the taxiway for departure Runway 24.
A 90-degree turn to the left reveals Western Electra N7138C cutting between Satellite 4 and my shooting spot as it too heads for Runway 24.
My last ground shot that day was of United DC-8-51 N8007U at Satellite 8, shortly before I boarded her for a free ride. Aboard N8007U, I sampled United’s then-new Single-Class service during a scenic flight up over Lake Tahoe and the Golden Gate Bridge. Seen on February 18, with Guest Mexicana titles barely visible in the high sunlight, XA-NAS receives ground handling by Pan Am at Satellite 2. On February 23, I photographed what I believe may have been the first American 727, N1972, to visit LAX, as evidenced by N1972, above and below. Pan Am operated 707-321 N722PA on a 1-hour scenic flight February 25 for travel agents and commercial account-holders, to familiarize them with its new thrift service to Hawaii. On the same day, Pan Am’s polar flight to London was flown by 707-321B N763PA, Jet Clipper Yankee, one of the initial batch of intercontinental fan-jets acquired by the airline, as evidenced by the ventral fin under the tail.
Continental Viscount 812 N246V goes through its engine start protocol at Satellite 6 on April 25. TWA Connies flying to the West Coast were quite rare by May when N7105C was photographed, on the east ramp at the hangar. Also on the west ramp, in June, 1649A Jetstream N7314C reflects a comparison with the Super G; look at its increased wingspan. Another engine run-up appears to be in progress on TWA 707-331B N774TW as well, on the same hangar ramp spot.
Five days later, Convair 880 N821TW taxis past between Satellite 3 and the ticketing building, en route to its assigned gate.
Taken from the same location at ground level, Silver Dart F-27A N757L heads for Gate 37, where Bonanza Air Lines parked until a move to Satellite 6, coinciding with the 1968 merger with West Coast and Pacific to form Air West. Right behind Bonanza, TWA 707-131 N734TW pulls into Gate 30, operating as Flight 29 from Pittsburgh and Chicago.
A starboard-side view of 707-131 N745TW at the same gate but taken on an early August day, being fueled for Flight 22, headed back to Chicago and Pittsburgh. Turning off the north-south taxiway, brand-new TWA Starstream 727-31 N851TW makes its way to the arrival gate. TWA 707-331B N776TW was hijacked in August 1969, five years after I photographed her, and flown to Damascus, Syria, where terrorists detonated a charge that blew the nose off. 707-131B N785TW and an adjacent 707, standing down during the Thanksgiving holiday weekend.
I got a Delta Air Lines ride on February 13, 1965, from LAX to Orlando with a stop at Dallas, aboard Convair 880 N8808E.
Also in May, I happened to be at the airport when the prototype DC-9 paid a visit to customer Continental Airlines.
I couldn’t pass up this great shot by the late Terry Waddington, a great enthusiast and friend, showing APSA Convair 990A OB-R-728 beginning its takeoff roll.


Brother Bob caught Air New Zealand DC-8-52 ZK-NZB on the ramp opposite the old Avion Drive terminal area in December, only a few months after delivery.
Departing from Runway 25-Right on board a TWA Convair 880 on May 23, 1966, I caught this view of Satellites 3 and 4. TWA 707-131B N750TW heads for the departure runway, passing a National DC-8-51 in the background. On November 25, the day after Thanksgiving, numerous airplanes were parked at the TWA hangar during the holiday weekend, including 707-131B N6723.
Over at the West Imperial terminal on the south side of the field in May 1967, World Airways 707-373C N372WA boards charter passengers for a nonstop flight to Paris. Waiting for a gate parking spot, ONA DC-8-54F N8785R, Flagship Resurgence II, originally belonged to Trans-Caribbean. At another West Imperial Terminal gate, Aeonaves de Mexico DC-6 XA-NAK receives ground service, perhaps in preparation for a charter flight. During the summer of 1967, two of TWA’s domestic 707-131Bs were converted for use on the North Atlantic, mainly to London from New York and Boston. Already three years old when I photographed her in May, TWA 727-31 N847TW must have just gotten a bath and tail wash; she looks clean as a whistle sitting at the hangar between assignments.
From that small obs deck on top of the Terminal 3 ticketing building, I caught 727-31 N831TW, headed for Gate 39. Brother Bob took this in-your-face shot of an American 707-323C on the company hangar ramp.
Another Terry Waddington classic photo shows TWA Convair 880 N826TW climbing out in the late-afternoon sun with that signature smoke pouring out of her General Electric CJ-805s.
Brother Bob managed to squeeze Caledonian 707-399C G-AVRA into the frame on June 4, over at the West Imperial Terminal.
Brother Bob took these two images at the company hangar in March 1968, of Western 749A Constellation N6022C, one of six acquired via the merger with Pacific Northern a year earlier and flown mainly within Alaska.
I’ve already posted airliner pictures at San Diego, Los Angeles, Chicago and New York, where the bulk of my photography took place. The SFO observation deck, seen in the Western Electra photo above, offered great photo opportunities. Looking back to the east, we see the two PSA Electras shown earlier, along with Pacific Air Lines Martin 404 N40438.
By March 10, 1963, when the next four pictures were taken, I was working for PSA in San Diego (details here), affording me unlimited passes. Having not ventured into the Pacific Northwest, West Coast Airlines was new to me when I spotted immaculate F-27 N2701 at SFO, its southernmost destination. On July 4, 1963, I was out at the airport early after having spent a few days off in the Bay Area.
Gulf Oil of California owned this good-looking Convair 580, N98G, which brother Bob photographed.
Founded in 1946, cargo operator Slick Airways began with C-46 Commandos, gradually upgrading its fleet with the DC-4s and Constellations. Two months later I repeated the trip and this time drew N40438, the former TWA Martin 404 pictured earlier. Back at SFO in June, brother Bob caught the Los Angeles Dodgers baseball club’s Lockheed 188C Electra, N1R, parked at a hangar while the team played at Candlestick Park.
The Republican party’s national convention was held at the San Francisco Cow Palace in July 1964. Fast forward to January 1967 for this look at a Pacific Air Lines Boeing 727-193 being pushed back from the gate, with a  company Martin in Pacific’s updated livery visible in the background. TWA performed line and periodic maintenance at SFO, as evidenced by these two jets at the company hangar. TWA Jumbo Jet service at SFO was inaugurated on April 5, 1970, utilizing 747-131 N93104, seen shortly before departure to New York, and bearing the name City of San Francisco, which was actually a paper banner removed after Shirley Temple Black christened the airplane with a bottle of champagne.
We stopped traffic with our departure, as evidenced by all the ground vehicles sitting idle during pushback from the gate. My good friend, the late Dean Slaybaugh, caught 747-131 N93119, barely three months old, as it turned onto the departure runway in January 1972. Febuary 6 was a foggy day at SFO when I caught Pan Am 707-321B N897PA, Clipper Ocean Express, leaving the gate. That same month I photographed Eastern L-1011 N309EA while it was on cross-lease to TWA for the summer months. From nearly the same spot, we see TWA 727-231 N64322, about to leave the gate wearing the twin-stripe livery introduced four years earlier. There used to be a great shooting opportunity, just off the Bayshore Freeway, allowing pictures of aircraft about to turn onto the departure runway; here are three examples. I caught a few pictures at San Jose on October 20, 1984, from a great vantage point that allowed unobstructed photography.
It was too dark for ground photos, but still good enough for this landing shot, of PSA DC-9-82 N938PS, named The Smile of New Mexico.
This seems like a logical place to stick in the only picture I ever took at Ontario, California, in 1965, where I was working TWA fog diversions from Los Angeles. I was with the other invited guests, across the field, when a Lockheed photographer captured this image as the TriStar lifted off on its maiden flight. Co-Pilot Ralph Cokeley (standing in the doorway) is congratulated by Lockheed Board Chairman Dan Haughton. In the orange jumpsuit, Flight Engineer Glenn Fisher, logbook in hand, heads back to the Lockheed office. In the factory, Ship 1002, the first painted in an airline livery, is prepared for rollout. TWA’s second production TriStar, N11002, was destroyed during an aborted takeoff at JFK 20 years later. Bright and early on the morning of May 10, 1972, TWA’s first L-1011 flew away from Palmdale on its delivery flight. PSA originally ordered two L-1011s, plus delivery positions on three more, for use on its California routes and possible charter work.
When United Air Lines opted for Boeing 737s instead of DC-9s, many delivery positions became available for smaller carriers, including Bonanza Air Lines. TWA was a major player at Las Vegas from its very beginning, first operating through Boulder City, and one of the first carriers to fly jets into McCarran. In spring 1975, TWA operated Flight 810, an L-1011 from Los Angeles to Boston with stops at Las Vegas and Chicago.
Well-worn TWA 707-331 N772TW, devoid of StarStream titles, rests at a non-Jetway gate on June 22, 1976.
Mackey International Airlines, not to be confused with the original carrier of the same surname, began Ft Lauderdale-Las Vegas-Los Angeles service in April 1980. In October 1980 I worked a  trip with a mid-morning departure from Las Vegas, giving me a chance to show up at the airport a little early, stand on the TWA ramp under a wing or tail, and shoot pictures in perfect sun with airplanes coming and going between overnight parking, gates and taxi for takeoff; it was a regular parade.
Braniff International had multiple morning flights, an ideal chance to catch many different liveries, all on 727-227s. A pair of 727-227s still wore the older, two-tone colors.
Western 737-247 N4501W heads for the departure runway, probably one of many daily flights to Los Angeles. Looking over the wing of an L-1011 in November 1982, I caught most of old-timer 707-331B N773TW, again in the early morning sun.
You may have seen this shot before on another page of my website, but I post it here as it’s my first picture taken at PHX.
Brother Bob Proctor was living in Phoenix and caught some classic images at the airport in 1959. Passengers and visitors could get up close and personal with airliners in those days, including American DC-6B N90755, being readied for departure. Bob was at the airport October 10 to witness Western’s inaugural Electra service at Phoenix.
Western station personnel leave the area as a ground agent waves the Electra from the gate. Always elegant-looking, TWA 104G Super G Constellation N7107C looks good, even in black & white on an overcast day.
An open house event at Sky Harbor included featured military aircraft, such as this Lockheed C-130 Hercules.
DC-8-11 N8038D, appearing in house colors, was fourth off the assembly line and part of the flight-test program.
Bob wangled a visit to the control tower in June 1960, to capture these unique images, unfortunately taken in high sun, but still interesting. N90962, Flagship Tucson, was first operated by Continental Airlines, then leased by American in 1958. American did not regularly fly Lockheed 188 Electras out West, but a few made appearances as equipment substitutions on their way to and from Burbank for LEAP (Lockheed Electra Action Program) modifications to repair a fault that resulted in two fatal crashes.
The then-new terminal expansion is under way in this December 28, 1961 shot of Frontier Convair 340 N73156, Sunliner Shoshone. I didn’t take any more Sky Harbor pictures until May 6, 2007, and just this one image, of US Airways A319-132 N808AW, seen awaiting the gate my A319 flight was vacating as we headed for Spokane. During its propliner days, Sierra Pacific operated five Convair 340s and a dozen -580s, including the pictured N73112 plus an unidentified sister ship.
PSA L-1011 N10112 is most definitely in storage, devoid of its livery while awaiting settlement of a lawsuit after the airline returned its two TriStars to Lockheed. I got back to Marana on March 19, 1987 and caught four more pictures, beginning with Ecuatoriana 720-023B HC-AZP, named Galapagos. American Airlines picked up two ex-TWA 747SP-31s about this time, for its newly awarded Dallas–Tokyo route authority.
Although these two American Airliners hangars were built on the north side of the field in 1946 and opened in 1947, this depiction, taken by bother Bob Proctor, was probably shot in 1948 or ’49. Dad’s logbook indictes he flew a trip with this airplane on April 15, 1946, to New York, probably to maintain his qualification on the type as by then he was on the DC-4s. Flagship St Paul was among a large batch of surplus military C-54s acquired by American and converted for passenger and freight use.
An early delivery, NC90709 appears about ready for departure with the ground agent looking towards the cockpit to signal all clear for engine start.
NC94224 later joined Trans-Texas and was upgraded with Rolls-Royce turboprops to become a Convair 600. American’s Convair galleys were located aft and serviced through a door covered by the eagle symbol.
My first airplane ride was that year, from Midway to Buffalo via Detroit, on an American DC-6. Like me, he usually took circuitous routes to go places, which often meant Convair 240 rides and pictures. This classic period piece, circa 1953, includes North Central DC-3 N15598, still wearing WIS on the wing from the former Wisconsin Central name, officially changed at the end of 1952. I was particularly captivated by the photo that shows Cessna 195A, N1010D, that I owned from 1999–2001 (picture attached). Not very exciting, I admit, but a 13-year-old with a Brownie Hawkeye can’t be expected to produce prize winners. United DC-7 N6314C, Mainliner Honolulu, appears to have just arrived, still wearing its delivery colors. Originally known as Orchard Field, its construction began in 1942 to accommodate a 2-million-sq.-ft. A new terminal complex, opened on January 16, 1962, ate up that space with one of its concourses wrapping around the pictured control tower. There still wasn’t much going on at O’Hare, as evidenced by this view from the rooftop observation deck.
Eight months later it was sold to Brazilian carrier Cruziero do Sul and renamed Arcturas, becoming PP-CFD. N93212, Skyliner Hannibal (TWA once served Quincy-Hannibal), later flew for Allegheny, then Modern Air Transport and Southeast Airlines. There’s a bit of light shadow in the lower left-hand corner but it does little to detract from such a classic scene.
The next day, at the same gate where I shot the Stratocruiser more than two years earlier, Northwest DC-6B N570 had just arrived.
Sadly this same airplane crashed near Tell City, Indiana on March 17, 1960, after its right wing separated from the fuselage. Although Midway was still dominant, ORD was beginning to grow rapidly with the advent of jets, on its way to taking the lion’s share of Chicago’s air traffic. The original plan was for 5-across seating in first class, but at the last minute the airlines went to 4-abreast, so a table replaced the middle seat, as evidenced in this picture, on the right.
Ahead of the rear stairs, a tanker loads demineralized water, to be injected into the engines during takeoff for added power. N7316C, seen here, is being completely restored by Lufthansa Technik and will fly the European airshow circuit in another year or two. I’d have gotten a better picture from the observation deck but there were no assigned seats for local-boarding passengers.
By now I had my first 35mm camera and had begun shooting color slides. Eastern Electra N5527 appears ready to depart. Its wingtip is visible in this slightly blurred picture of N7444, which I believe was the only Capital Viscount to have been painted in the updated livery before the United merger.
Ironically, N334AA was later worn by the American 767 that crashed into the World Trade Center on September 11, 2001.
The morning sun didn’t favor shooting from this point, but I still got a couple of pictures, including TWA 707-331 Intercontinental N764TW. Flagship Oklahoma began flying for Aerocondor Colombia in 1969 and crashed into a mountain after take off from Bogota on August 27, 1973. Operated by N1017U, model VIR named Ville de Cannes left United for Transavia Holland in November 1970.
American Convair 990 Flight 968, operating with N5615, brought me from San Diego in the record time of 2 hours, 48 minutes. Eighteen months later, an in-flight fire brought down N7405 near Parrottsville, Tennessee, with the loss of all 39 passengers and crew.
In addition to the American Electra II, Delta’s gate area is occupied by a pair of DC-8s, a Convair 880 and two DC-6s, one departing.
But brother Bob came through O’Hare in November and got these two shots in the low sun.
It wound up converted for military use with the Argentine Navy after flying for SAM Colombia. The carrier’s aircraft tail logo featured a symbol often called Herman the blue goose, but in fact Herman was a duck, indeed a Mallard duck! The rest of the concourse featured parallel parking for dual boarding through the forward and aft doors on Convair 880s and Boeing 707s; one each appear in the background. Another long-serving airliner, it flew for more than 40 years, ending up as a freighter with Fine Air.
Construction is under way in this December 1969 picture by my good friend, the late Jeff Burch. 747-131 N93103 appears ready to depart on a frigid afternoon as a United 737 climbs away in the background.
On July 11, TWA’s second L-1011, N11002, is pushed back for its inaugural flight to Los Angeles. N93114 was one of a batch sold to the government of Iran in 1975 and modified as a freighter. Pan Am acquired the jumbo in 1985 and it ended life flying packages for Federal Express as N850FT.
The 707, delivered nearly 13 years earlier, later flew for United African Airlines as 5A-DHO and -DHM.
TWA de-activated the quick-change feature on its eight QCs after less-than-stellar results with the concept. Among the aircraft grounded at O’Hare was L-1011 N41012, which sat idle at the hangar with a 727. 3 engine (seen with nacelle fairing removed) resulted in it sitting idle at the hangar for a few days while awaiting replacement parts. I’ve got a Western ticket envelope that may have contained his ticket to board this Convair 240. Look closely and you’ll find no less than five TWA Constellations plus the tail of a company Martin 404 and, on the left, the fin of a United Mainliner. After arriving from San Diego on a PSA Electra on an overcast morning, I was squired around the ramp by TWA Passenger Relations Rep John Kuzma, who took this picture of me in front of TWA Flight 280, a 1649A Jetstream bound for St Louis, Nashville, Atlanta, Tampa and Miami, quite a milk run considering  that barely a year earlier the type flew California–Europe nonstops. Seen there are a trio of different Connie models under the tail of a 1049 Super G: a 1649A Freighter, a 1049G and a model 749. Western Convair 240 N8410H also crashed in Wyoming, although by then it was owned by Hughes Tool Company.
This airplane went to World Airways in in April 1960 and crashed four months later, shortly after takeoff from Agana, Guam.
It stayed overcast all day, hence very few photo ops, but I caught JAL’s DC-7C JA6302, City of Honolulu, being pulled into the gate in front of a Continental Golden Jet 707. PP-YSD poses in the high sun on September 1, less than two weeks after REAL was taken over by VARIG, where it continued to fly for another five years, then served a variety of carriers until its untimely demise in a landing accident at Gary, Indiana  on September 24, 1973. Along with Satellite 2 on the north side of the terminal complex, it lacked Jetways early on. Terminal 6 was still under construction, hence the Continental and Pacific aircraft parked at temporary gates adjacent to the ticketing building. The airline didn’t differentiate between the shorter model and its 707s, placing 707 Astrojet titles on both variants.
N57202 looks smart in the second version of the airline’s Golden Jet markings as it sits adjacent to the company hangar on World Way West in July. Look closely and you’ll see a slightly oversize globe logo just behind the passenger door, which overlaps the red cheatline. Behind the jet a DC-6B in its original colors, probably operating a Thrift-Air service to San Francisco, appears ready to leave the gate. DC-8-53 JA8007, named Yoshino (Cherry Tree), is seen at the adjacent gate, being readied for its return to Tokyo via Honolulu.
Made redundant by the jets, she was sold off to Swedish charter airline Aero-Nord less than two years later. The tail design was rejected, but the rest of the original livery was retained, as seen in the next picture. The little observation deck on top of the Satellite 3 ticketing building was a favorite shooting location of mine.
First assigned to LAX–Chicago flights via Denver and Kansas City, the turboprops flew shorter segments with the advent of the airline’s 707s and 720Bs. Boeing 707-373C N789TW was one of two convertible freighters originally built for World Airways but instead delivered to my new employer a few years earlier, and was never used in passenger service. I believe that Connie in the background was repossessed by TWA from a non-scheduled carrier and later ferried out.


One of the original five intercontinental Boeing fan-jets delivered to the airline, it flew trans-Atlantic services during this time frame, including polar flights from LAX. Among a group of transportation (ticket) agents, I snapped this picture of the airplane in the hangar as we approached it for familiarization training.
Although it may have been retired sooner, records indicate that American didn’t sell her off for another three years. The forward fuselage from this airframe is now on display at the New Jersey Aviation Hall of Fame & Museum.
This same airplane was tragically lost in an accident on November 20, 1967, while approaching the Greater Cincinnati Airport at Covington, Kentucky. The same airplane suffered a broken nose gear at LAX two years later, from a hard landing, and was repaired. Twenty-first off the assembly line, XA-NOZ served 11 years  with ADM before its retirement and scrapping at Mexico City. Repaired and returned to service, the airplane was re-registered twice to thwart threats of revenge by fellow hijackers, and flew out its career as N28714. At the time, TWA had a contract to handle passenger check-in, giving transportation agents such as myself a few hours of overtime. Although wearing a livery that strongly resembles that of PSA, N7270L actually was delivered to Olympic Airways five years later, as SX-CBF.
Along with N784TW, the pictured N785TW reflects this transition with a stack antenna on its vertical fin. Named County of Ayr, then Flagship Bonnie Scotland, it had just returned from a 1-year lease to Flying Tigers as N319F.
According to Peter Marson’s definitive monograph on the type, Western had the distinction of operating the last scheduled Connie service in North America on November 26, 1968, more than a year after TWA retired the type. I flew up  from San Diego, via Burbank, on a PSA Electra, using a travel agent courtesy pass, then retuned on Western, via LAX. It enjoyed a better fate, migrating via mergers to Air West and Hughes Airwest before seeing duty with a variety of carriers.
An early overcast canceled out most of the sunlight, but I still cuaght a couple of pictures. I was heading to San Diego on September 4, 1973, aboard PSA’s N173PS, passing N175PS at the gate.
N73110 shows off its last color scheme, with slanted United titles and the oval logo on its nose. Twentieth off the assembly line and built for Pacific Air Lines, it was instead purchased by a leasing company and operated by Air California, sub-leased to PSA and returned to Air Cal, flown by American Airlines and even did a brief stint with the reborn Braniff.
On April 19, 1974, it burned at the gate in Boston when a coffee warmer pad, left unattended, caused a fire that consumed most of the cabin. Soot from engine reversers was later minimized by redesigning the devices, but until then, frequent tail washes were necessary. First registered N605DA, it joined The Friendly Skies in May 1975 as N1837U, and was later flown on lease by Canadian Pacific.
It was briefly leased to Alaska Airlines in 1980, then intended for FedEx as N161FE in 1990 but not taken up, and scrapped four years later.
I barely had time to shoot a pair of Bonanza F-27As, two Pan Am 707s and a United DC-8 freighter. My first and most memorable experience there was to witness the type’s first flight, on November 16, 1970. The film was quickly transported to a photo lab for development, allowing 8X10 prints to be handed out before the L-1011 returned to Palmdale! Now for some confusing trivia: Ship 1002, seen earlier, was registered N31001 until TWA chose to defer early deliveries because of weight issues. I caught this picture as we taxied past a lineup of Eastern TriStars, on the way to our departure runway. The second example, N10114, is seen parked on April 25, 1975, after the airline discontinued TriStar service March 31; it had only flown with the airline for six months. First, All Nippon Airways 11th L-1011, JA8512 (there was no JA8504) is readied for delivery. I rode the first segment on April 7 and caught N31019 as it departed for O’Hare Field.
The carrier’s Las Vegas routes originated with Bonanza Air Lines, part of the 1968 three-way merger that formed Air West. I caught the company’s lone jet, ex-Delta DC-8-51 N821E, just two months later, in June, and the service ended in July. I was riding American DC-6 N90715 from San Diego to Chicago via Sky Harbor, on August 31, 1959. Apparently American 707-123 N7501A, Flagship Michigan was in town on a training flight or perhaps a diversion. American DC-7B N381AA pulls into the gate, with a Royal Coachman logo behind the passenger door. 1049G Constellation N7126C, originally Star of Inverness, flew less than 10 years with TWA, its only operator, before scrapping. Star of the China Sea and the last original 049 built, it was delivered in May 1947 and flown until the end of 1961.
Purchased a year after this picture was taken, it quickly changed hands again, becoming 9K-ABA with Trans Arabia Airways (later to become Kuwait Airlines) in October 1961. Originally built for Pioneer Airlines, it instead went to United in 1954, then Frontier five years later and was converted to Convair 580 turboprop standards in 1965. It still hadn’t received upgrades to 990A standards that included an extension of the engine nacelles. By then this Republic DC-9-31 was nearly 11 years old, having started life with North Central and repainted after the 1979 merger. Most people will tell you Southwest has never operated any aircraft type other than the Boeing 737; wrong!
The travel club acquired seven 990s off the second-hand market, including two used solely as spares sources. They appear in immaculate condition, perhaps on short-term storage or just parked while awaiting periodic maintenance. It began life with American Airlines as N7550A and served as N781PA with Pan Am before the Ecuadorian carrier bought it in 1975. Along with NZ-NZE in the background, it avoided the scrapper’s torch at Marana and went on to fly for several other carriers. Consulta nuestras Condiciones de uso y nuestra Politica de privacidad para mas informacion. Consulta nuestra Politica de privacidad y nuestras Condiciones de uso para mas informacion. Here is a compilation of pictures that I, and my late brothers Bill and Bob took from the 1940s until 1984. Flagship Virginia had sleeping berth accommodations as evidenced by the smaller windows above the airline titles. Delta merged with C&S in 1953, but the airplane had since been sold to Northwest Airlines and kept flying until 1970, with several carriers.
N94219, Flagship New Haven will be boarding shortly, hopefully with an open seat for a non-rev. Dad took the picture but, unfortunately, didn’t get a better shot of that C&S DC-3! An American Airlines subsidiary from 1942, Sky Chefs managed airport restaurants and serviced several other airlines.
Note the borrowed set of TWA steps, a not uncommon practice in the days when competing airline employees acted more like family. The old terminal was then used for international flights and eventually gave way to United’s airside gate facility.
A group of pilots congregate while mechanics get some hands-on introduction to the Allison turboprop engines. It was the second such accident, the result of a weakened engine mount that caused catastrophic oscillations. Under the tail, a lavatory service truck appears to have already done its job.  That open land behind the airplane now houses a good portion of O’Hare’s current terminal complex.
I was lucky to photograph what will become the last flying example of this historic airplane. The venerable turboprop flew in Mexico for Aeroservicicios de California then became a freighter with several operators, soldiering on for another 40-plus years. The background in this and the following pictures shows the new terminal complex under construction. Wish I had better shots of Eastern’s beautiful livery as seen in the background on a DC-8-21. The Y-shaped concourse in the foreground contained one of two observation decks, with the second on the similarly shaped structure to the left. 4 engine begins turning as the big turboprop comes to life; only 44 were built for two customers, TCA and British European Airways.
After extending the integral staircase, visible below the fuselage, the loading bridge is utilized, most welcome on cold winter days. One of the observation decks is visible on the left and appears to be doing a fairly brisk business.
The airline’s End of the Plain Plane advertising campaign that debuted in November 1965 resulted in striking liveries in a variety of colors. Note the horizontal Delta widgets on the two DC-9s in the background, later turned upright to match the rest of the aircraft fleet. Look at the cars stopped with people standing outside to watch us as we passed United’s hangar complex.
Broken up at Brussels in 1984, its cockpit survives at the Technik Museum, Sinsheim, Germany.
They were among the first Boeing tri-jets to leave the fleet, sold in a single batch to UPS.
Ironically, this is the DC-10 that crashed shortly after takeoff from O’Hare on May 25, 1979 with the loss of all aboard.
I was back working in New York by then, but flew in and took a few black & white shots at this spot. Bill took only a few, in black & white, while Bob and I shot both monochromatic and color. It was scheduled for 1 hour, 15 minutes flying time, back when speed took priority over the price of kerosene! The two Pacific Martin 404s sit at temporary gates while awaiting completion of Satellite 6. Incidentally, I had my first (legal) drink in the Theme Building on my 21st birthday eight months earlier, with brother Bill and his wife Ann. Runway 24-Right had not yet been constructed and homes long since torn down are still in place beyond the sole Runway 24, along the ridge at the western edge of the airport. I don’t remember how ramp access was gained, but usually a simple request for permission was quickly granted. The airline conducted pilot training at Moses Lake, Washington and brought JA8025 down to LAX in June for a periodic check completed by TWA. Our instructor, Gene Baca, pointed out the fact that this was also the first fleet type to feature refrigerated water in the drinking fountains!
It appears that an American Airlines radome has been pressed into service on a temporary basis; AA maintained this aircraft for the team. That appears to be the airline’s president, Bob Six, coming down the steps after an interior tour. Often leased out and later sold, the Boeing was finally retired in 2008 and stored at Luanda, Angola.
I’ve also included in a few shots taken by my late brothers, Bob and Bill, and friends no longer with us.
This rather grainy picture was taken from 720-047B N94143 as we left the gate, showing Electra N9746C about ready to depart, also for LAX, where I caught it to San Diego via Long Beach. I believe it was operating a service to Central America via LAX, but don’t have a period timetable to verify that. An example sits at the cargo ramp in December 1963; unfortunately the registration is not visible.
Cousin Dennis Brent was living in Santa Clara in early 1964 and San Jose (SJC) was the closest commercial airport.
Because that tail number was reassigned to Ship 1013, N1031L was applied to what later became N301EA when the airplane went to Eastern.
On board our flight were a group of in-flight management people serving as the cockpit and cabin crew, plus Lockheed technical instructors heading for training sessions with TWA maintenance personnel at Kansas City. 45 off the assembly line, pulls into the gate in June 1966; a company Fairchild F-27A sits in the background. The same airplane now resides at the Wheeler Downtown Airport in Kansas City, part of the National Airline History Museum collection.
First delivered to Eastern as N8768 and leased to JAL for two years as JA8057, United picked it up in 1977. After nearly 13 years with one owner, it served several companies and was finally broken up at Tucson in 2004. Like N16738 above, the Intercontinental Boeing was sold to the Boeing Military Aircraft Company, and scrapped after its engines and other parts were used to upgrade US Air Force KC-135E tankers. This airplane survives today, now residing at Municipal Airport in New Smyrna Beach, Florida, where it will hopefully open as the DC-7 Grille restaurant; click here for details. Upgraded to DC-9-32 standards, It went on to Northwest with that merger while keeping is original tail number, N940N. The field later became a major airliner maintenance and repair center, also providing aircraft storage and demolition. At the time Dad was commander of the military base at Mitchell Field in Milwaukee and probably on his way back there following a short leave at home with family. Those cords hanging down from the wings and tail are attached to wind gust locks, reminding the ground crew to remove them before departure. Later relegated to Blue Ribbon Air Coach duties, this Six was one the last withdrawn from service, in 1966, and flew another 11 years with Mexican carrier SAESA.
Thirty-third off the Convair assembly line, she wound up in South America with Cruzeiro do Sul and Aerolineas Colonia of Uruguay. More than 600 Douglas C-54 military aircraft were built there; the first came off the assembly line in July 1943 and production continued until October 1945. Model 745D N7412 was one of the early deliveries and less than 2 years old when photographed on the same day. An original NWA delivery, it was sold to Air Vietnam in 1962 and became a victim of the war seven years later, destroyed at Hue, South Vietnam. It left EAL in 1966 for Conair of Scandinavia and soldiered on with several subsequent owners until 1991. Converted to CV-580 turboprop standards in 1968, it was last reported to be in Canada with a private operator.
She left for Texas International in 1974 and wound up flying for Mexican carriers Aerocalifornia and TAESA until 1999, a tribute to such a sturdy airliner. This example left after less than three years and was converted for corporate use, including sports and entertainment charters. The pictured N74614 is one of two unique 707-139s originally built for Cubana, a contract scotched by sanctions imposed after Fidel Castro came into power. There was plenty of piston-powered equipment in evidence during the early part of the Jet Age. Note the fully extended triple-slotted flaps, which gave the airplane better performance at short-runway airports. I do recall walking out on the concourse and boarding the airplane unmolested for a look-see; try that today and I’d  be in jail! The airline did not allow non-revs in the last seat, for reasons I never completely understood.
Fourteenth off the assembly line and originally named Mainliner Detroit, N73110 was sold to Tex Johnston Inc. He would pick me up at SFO, but returning I took took the opportunity to get a Martinliner in my logbook. It was converted to -71 standards with CFM engines six years later and sold to Emery Worldwide in 1998 for use as a freighter. Moments later I ran down to catch Flight 63 to San Diego, on 720-023 N7536A; its wingtip is barely visible to the left.
Unlike the later-model 749 Constellations, TWA retired the 049 fleet rather than install weather radar that became mandatory on January 1, 1962. Then, starting in September 1983, the Boeing tri-jets began supporting rapid route expansion. DC-8-62 N39307, an Alitalia original, was turned out to pasture in the Arizona desert, re-activated with MGM Grand Air in 1990 then converted to cargo for Trans Continental Airlines. When MD-11s took over, it was sold to the Kazakhstan government and later operated on lease to several operators before storage at Luxembourg in 1999, where it was scrapped in 2002. Now known as LSG Sky Chefs, it has become the world’s largest provider of airline catering.
Following the war, artifacts and 97 military aircraft, including the B-29 Enola Gay, were stored in the plant until they could be moved to a restoration center in Maryland, now known as Silver Hill. The third Y concourse at the top is the original terminal, by then used mainly by international carriers. This airplane went on to fly for Eastern as N534EA, then the Trump N911TS and finally the USAir Shuttle. Eventually six ex-Braniff 727-227s arrived on lease, wearing titles on the fuselage instead of the tail.
Look closely and you’ll find the same control tower that appears in the earlier-posted 1955 aerial shot.
That American Airlines Boeing on the right is parked at the international terminal, inbound from Mexico City.
Both went to Pan Am in December 1962 and N74614 was written off after it overran Runway 4-Right in foggy weather at New York-JFK, on April 7, 1964. N563PE, photographed on June 1, 1984, reveals that the airplane went to PeoplExpress from Braniff. Two Pacific Air Lines ground agents handled the whole show, one escorting arriving passengers off the tarmac, while the other unloaded bags from the forward door; the No.
Sufficient Southwest 737 deliveries allowed the type’s withdrawal by the end of 1985.



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