CF-TGE / CF-RNR
Lockheed Model 1049C-55 Serial Number 4544.
Delivered new to Trans-Canada Air Lines at Burbank, California - 10 March 1954
Registered CF-TGE by Trans-Canada Air Lines - 25 Mar 1954
Converted to 1049G standard circa 1958.
Sold to Aircraft Radio Industries - New Haven, Conn. - Oct 1963.
Re-registered as N8742R
Re-registered as CF-RNR - Montreal Air Services, Ltd.
- Sept 1964
Leased to World Wide Airways - Montreal - Summer 1964
World Wide Airways license revoked and aircraft impounded at Montreal
Registration cancelled by Ministry of Transport - August 1967.
Aircraft stored at Dorval Airport, Montreal - 1965-1968.
Balance of history here: http://www.conniesurvivors.com/CF-RNR.htm
Last known Airworthiness Certificate - Number 4804 - for CF-TGE / CF-RNR / SN 4544 dated 11 Sept 1964.
Total flying time: 19,993:13 hours
Manifest believed to be from the next-to-last Revenue Flight -
24 Jul 1965
Gen Dec was provided to me by Alain St-Pierre, who also provided
much of the following information. It is from the
next-to-last revenue flight performed by CF-TGE (CF-RNR at
the time.) The airplane had arrived in Amsterdam as Flight 177,
from Toronto, with stops at Gander and London-Gatwick. The
date was on or about 24 July 1965. The Captain was Don McIntyre,
who later flew with Nordair. Of the 104 passengers, 52 got off in
London, and the rest in Amsterdam.
The airplane returned to
Toronto, again under the command of Capt. McIntyre on 26/27 July,
landing in YYZ on three engines. Maintenance checks revealed the
failed engine had suffered a catastrophic failure. The next day,
28 Jul 1965, McIntyre ferried the airplane back to Montreal-Dorval on 3
engines for an engine change. World Wide mechanics had to remove
the tip tanks so the airplane would fit in the hangar for the engine
change. This was likely the airplane's last flight.
This event, coupled
with numerous previous problems World Wide was experiencing with their
North Atlantic charter flights, likely led directly to the MOT pulling
their Air Carrier Certificate on 15 Aug 1965 (12 August is also reported as the date.) Note the J. McVicar
who signed the Manifest was the same J. McVicar who signed the CF-RNR Application
for Airworthiness Certificate. J. McVicar was James Thomas (Jimmy) McVicar, the eldest son of .Donald McVicar - the owner of
World Wide Airways. He was an RCAF navigator and his dad convinced him
to quit the Air Force and become WWA's station manager in Toronto.
Alain came upon this document while he was
helping Bertrand Camirand clean the inside of the aircraft, after
Camirand had acquired it from. Mr. Ferrand in the summer of 1987.
Mr. St-Pierre is obviously a pack rat of my own inclinations, and
for whatever reason, held on to this piece of paper for the next 21
years, until he sent it to me on 28 Aug 2008. A blessing upon all
those who save, for their efforts shall some day be rewarded!
According to Bertrand Camirand's 1987 article in Propliner
was grounded at Dorval at the time of World Wide's demise, undergoing
structural repairs for a cracked wing spar. This is not a confirmed fact at this time. The loss of
serviceability from this aircraft, one of a three aircraft fleet, at
the height of the summer charter season, was perhaps the nail in World
Donald McVicar, owner of World Wide, wrote several books on his aviation experiences. One, Through Cuba
to Oblivion, describes some of the above events. World Wide had three Super Connies. CF-PXX was nick-named Pixie. CF-WWH
had no name, but had the latest model EA engines and apparently was the
most reliable of the three. CF-RNR was nick-named Rock'n'Roll. McVicar wrote "
I thought bitterly that this one aircraft which Rankin had said had
been a bit of a 'hangar queen' at TCA, had done her best to
Rock'n'Roll us right out of business."
That TGE was "a bit of a hangar queen with TCA" can be confirmed by the following picture.
Capt. Tom Thususka
picture was almost surely taken at TCA's Dorval Base, prior to TCA's
sale of the aircraft. That would mean the date was prior to
October 1963 - perhaps, from the snow piles, early Spring of 1963.
The props are gone, the Number 1 engine is gone, the rudders all
appear gone - even the outboard main wheels are gone. The
airplane looked like it would never fly again - but it did!
Copyright 2007 - 2008 by Robert A. Bogash. All Rights Reserved.
Revised 28 Aug 2008
Revised 30 Aug 2008