Photo by Chuck Maire
It's astounding, but did you know that an industry with nearly 100 years of history, that captured the world's attention as airlines were birthed, merged and died, and has grown to become the preferred mode of transportation does not have a dedicated national museum? Well we intend to change all that. Welcome to the National Museum of Commercial Aviation blog. Visit our main website at NationalAviationMuseum.com or call 404-675-9266 for details on becoming a charter member.
Thursday, November 25, 2010
HAPPY THANKSGIVING!!!
Happy Thanksgiving to everyone and a very happy holiday season. Be safe in your travels. From all of us at the National Museum of Commercial Aviation.
Photo by Chuck Maire
Photo by Chuck Maire
Thursday, November 18, 2010
Aviation giant Donald Nyrop dies
[ reprinted from the Minneapolis Star Tribune ]
In building Northwest Airlines into an industry leader, he ran a tight operation focused on safety and the bottom line.
By NEAL ST. ANTHONY, Star Tribune
Donald Nyrop, who led Northwest Airlines for a quarter century and built it from a safety-challenged regional airline into a globe-spanning carrier focused on safety and frugality, died Tuesday at age 98.
Northwest was known for profitability after Nyrop became chief executive in 1954, even as other carriers faltered as the industry moved from a highly regulated, government-protected era into the early years of deregulation toward the end of his watch.
"Our father's commitment to Northwest Airlines, its employees and customers was unparalleled," daughter Nancy Nyrop Scherer said. "He was always extremely proud of the contributions the Northwest Airlines team made to the state of Minnesota."
The family said arrangements are pending.
Nyrop was known publicly as a tightfisted executive who ran one of the best-run carriers in the country, while employing thousands of Minnesotans. But while warring at times with Northwest's unions, he was proud that despite several pilot and mechanic strikes, unionized workers never took a pay cut on his watch.
The former government lawyer scrimped on what he considered frills, operating from a bare-bones, near-windowless headquarters at Minneapolis-St. Paul International Airport.
But he didn't scrimp on safety.
"He was an industry giant and he turned around Northwest Airlines," said Brent Baskfield, a retired NWA executive. "I got there at the tail end of his leadership. One thing he did to save money was standardization. Every airplane had Pratt & Whitney engines, and the exteriors of the airplanes were not painted to save weight -- just polished aluminum -- other than the NWA markings. And the interiors were all standard. His safety record was phenomenal. He was very tough but he also was a gentleman."
In building Northwest Airlines into an industry leader, he ran a tight operation focused on safety and the bottom line.
By NEAL ST. ANTHONY, Star Tribune
Donald Nyrop, who led Northwest Airlines for a quarter century and built it from a safety-challenged regional airline into a globe-spanning carrier focused on safety and frugality, died Tuesday at age 98.
Northwest was known for profitability after Nyrop became chief executive in 1954, even as other carriers faltered as the industry moved from a highly regulated, government-protected era into the early years of deregulation toward the end of his watch.
"Our father's commitment to Northwest Airlines, its employees and customers was unparalleled," daughter Nancy Nyrop Scherer said. "He was always extremely proud of the contributions the Northwest Airlines team made to the state of Minnesota."
The family said arrangements are pending.
Nyrop was known publicly as a tightfisted executive who ran one of the best-run carriers in the country, while employing thousands of Minnesotans. But while warring at times with Northwest's unions, he was proud that despite several pilot and mechanic strikes, unionized workers never took a pay cut on his watch.
The former government lawyer scrimped on what he considered frills, operating from a bare-bones, near-windowless headquarters at Minneapolis-St. Paul International Airport.
But he didn't scrimp on safety.
"He was an industry giant and he turned around Northwest Airlines," said Brent Baskfield, a retired NWA executive. "I got there at the tail end of his leadership. One thing he did to save money was standardization. Every airplane had Pratt & Whitney engines, and the exteriors of the airplanes were not painted to save weight -- just polished aluminum -- other than the NWA markings. And the interiors were all standard. His safety record was phenomenal. He was very tough but he also was a gentleman."
Monday, November 15, 2010
Today in HIstory: Lockheed L1011 Maiden Flight 1970
The Lockheed TriStar was the second widebody airliner to be launched, and although it was dogged with early financial and development problems, particularly with the engine, it went on to gain an excellent reputation in service for its reliability, economy of operation and low noise emissions.
The L-1011 TriStar was the last Lockheed airliner to be developed and was launched in March 1968 in response to an American Airlines requirement (that also resulted in the DC-10) for a large capacity medium range airliner. Lockheed initially studied a twin engined layout, but it was decided that three engines would be necessary to ensure it could takeoff at max weights from existing runways.
Work on the L-1011 prototype began early in 1969, resulting in a November 16 1970 first flight. The engine choice of Rolls-Royce's advanced three shaft design RB211 however dogged the TriStar's early career. Rolls-Royce went bankrupt in February 1970 largely due to higher than estimated RB211 development costs, severely harming both Lockheed and the TriStar sales program. The problems were able to be resolved after the British government nationalised Rolls-Royce, guaranteeing the supply of production engines. Despite the initial problems the RB211 proved to be extremely reliable and efficient in service and grew into a family of variants.
The first L-1011 model that entered service with Eastern and TWA in April 1972 was the initial domestic L-1011-1 (which was built in greater numbers than any other TriStar variant). Subsequent models to be developed were the -100 with more fuel and higher weights, the -200 with higher thrust engines, and the long range shorter fuselage -500.
Production ceased in 1983, when 250 had been built. The prototype was sold to be broken up for spares in 1986.
The L-1011 TriStar was the last Lockheed airliner to be developed and was launched in March 1968 in response to an American Airlines requirement (that also resulted in the DC-10) for a large capacity medium range airliner. Lockheed initially studied a twin engined layout, but it was decided that three engines would be necessary to ensure it could takeoff at max weights from existing runways.Work on the L-1011 prototype began early in 1969, resulting in a November 16 1970 first flight. The engine choice of Rolls-Royce's advanced three shaft design RB211 however dogged the TriStar's early career. Rolls-Royce went bankrupt in February 1970 largely due to higher than estimated RB211 development costs, severely harming both Lockheed and the TriStar sales program. The problems were able to be resolved after the British government nationalised Rolls-Royce, guaranteeing the supply of production engines. Despite the initial problems the RB211 proved to be extremely reliable and efficient in service and grew into a family of variants.
The first L-1011 model that entered service with Eastern and TWA in April 1972 was the initial domestic L-1011-1 (which was built in greater numbers than any other TriStar variant). Subsequent models to be developed were the -100 with more fuel and higher weights, the -200 with higher thrust engines, and the long range shorter fuselage -500.
Production ceased in 1983, when 250 had been built. The prototype was sold to be broken up for spares in 1986.
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