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Cranston Fine Arts  Aviation Art and Artists Civilian Aviation Pilot Signatures  Girard, Larry |
[UP] - Bandall, Paul - Bannister, Michael - Bedforth, James - Boas, Richard - Brodie, Les - Calenberg, Iwein van - Douglas, Paul - Girard, Larry - Gunton, Viv - Harmer, Barbara - Hazelby, Warren - Kelly-Rogers, John - Marsh, Spencer - Moss, William - Norris, Chris - Orchard, Tim - Orlebar, Christopher - Reid, Jock - Trubshaw, Brian - Tye, John - Walden, Mark - Walpole, Brian |
Capt Larry Girard TWA
Larry Girard was born in 1922. He had a interest in aviation from an early age. He built aircraft models, and spent as much time as possible around airplanes and airports. By doing oddjobs around a local airport, Larry earned his first flight in a Curtis Junior (a three-cylinder lightweight pusher aircraft) at the Somerset Hills Airport in New Jersey. While attending Newark College of Engineering, he enrolled in the Civilian Pilot Training Program. He completed all phases of this training, earning both Commercial and Flight Instructor Ratings. He also obtained a Ground School Instructor Certificate, which resulted in Larry landing his first job with Roscoe Turner Aviation in Indianapolis. Earning $200 per month, Larry instructed neophyte pilot students from Central and South America. During this time Girard met Alton Parker of TWA. This helped him land a job at TWA as a Second Officer in the newly formed Intercontinental Division. This unit flew government and military 'W1Ps during WW II. Modified, 4-engine, Boeing 307-B aircraft were utilized, which were given the military designation C-75. These tail draggers kept their peacetime names of Commanche, Cherokee, etc. Larry made many Atlantic crossings in these aircraft, including one flight which lasted nearly twenty hours. He flew Generals Arnold, Clark, Simpson, and Bradley, as well as F.D.R. on these trips, which were often kept highly secretive. In 1945, at the young age of twenty-three, Girard was promoted to Captain. He then flew C-54s until the end of the War. Following the War Larry flew DC-3s and Martin 404s on domestic routes for TWA. He was later made the Regional Test Pilot for TWA's operations at the three major New York airports. Girard flew all the variants of the Lockheed Constellation. The 1049-G model, which is depicted in Stan Stokes painting, remains one of Larry's sentimental favorites. On one flight where Girard was checking out a fellow pilot, the pilot collapsed at the controls during a thunderstorm over Nebraska. Girard made an emergency landing at Grand Island, but unfortunately the pilot being checked out did not survive. As jets began to displace the older piston-powered aircraft, Girard became an instructor on the Boeing 727, and also served as a Cheek Airman for the Boeing 707 and the 747. Captain Girard served a four year stint as Director of Flight Crew Administration and Labor Relations, before returning to line flying with TWA's operations in California. He flew Pacific Routes with TWA until they were phased out. He then flew the great polar route from Los Angeles to London until he retired in 1982. Larry resides with his wife Phyllis in Pebble Beach, California where he enjoys golf, tennis, and some occasional recreational flying. Sadly, he died on 25th July 2003.
| Capt Larry Girard TWA - Signed Aviation Art |
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| Text for the above items : |
Sentimental Journey by Stan Stokes. The distinctive tri-tailed Lockheed Constellation, viewed by many as the epitome of piston-engine airliners, was the brain child of Howard Hughes who controlled Transcontinental & Western Airlines. Hughes drew up the initial specifications for this aircraft which was designed under the guidance of C.L. Kelly Johnson. As one of the largest airplanes designed up to that point, the Connie had a number of firsts including hydraulically boosted controls, high lift wing flaps, and a fully pressurized cabin. The prototype was completed in 1942, but all production was shifted to military applications. Designated the C-69 by the USAAF, the Connie carried Orville Wright on his final flight during its service trials. The aircraft was well received and immediately set a number of performance records. With the end of the War, and the onset of the post war recession, the Connie was almost canceled. FAA certification was granted on October 14, 1945. For safety purposes, due to past fire problems with the R-3350 engines, fire detection and extinguishing systems were added. The Model 49 had a maximum takeoff weight of 86,250 lbs. Eighty-eight Model 49s were sold, with TWA and Pan Am accounting for more than half the sales. The Constellation did not have a good safety record in its first few years of operation. One unusual accident occurred when the Plexiglas astrodome broke while the navigator was taking a fix. The navigator was, unfortunately, blown out of the aircraft. With the Model 649 Lockheed utilized more powerful engines, and for the first time utilized a rubber barrier between the inner and outer skins to reduce vibration. The 649 was faster, more economical, and had a much more comfortable cabin than the first Connie. Eighteen of these aircraft were delivered to Eastern. An improved version of the 649 was introduced in response to the DC-6, and was designated as the Model 749. This model had much greater fuel capacity and range. More than one hundred of these airliners were delivered. The Model 1049, or Super Constellation, was first delivered in 1952. It was basically a Model 749 which had been stretched some eighteen feet. Increased fuel capacity and more powerful engines were utilized. Unfortunately, the initial 1049s, with a gross maximum takeoff weight of 120,000 lbs, were slower than the DC-6. Only twenty-four Model 1049s were built. In 1953 Lockheed incorporated turbo-compound engines on the Model 1049C. This upped cruising speed to nearly 300 MPH, and takeoff weight by an additional 10%. Forty-eight of these aircraft were built, but the engines suffered from reliability problems. The major production model of the Super Connie was the 1049G. The G had 609 gallon wing tip tanks which added an additional 700 miles to the Connies range. The G Model also utilized square windows. The first 1049G flew in 1954. TWA purchased 28 of the 102 Super-Gs which were built. A total of 856 Connies, including military versions, were produced. The aircraft was phased out by major airlines prior to its useful life being reached because of the introduction of passenger jets. TWA phased out all its Constellations by 1963. In Stan Stokes magnificent painting, a TWA Super Connie departs San Francisco in 1957 for points unknown. |
| Capt Larry Girard TWA Aircraft details |
 Boeing 707 | Boeing 707 No profile available |
 Boeing 747 | Boeing 747 No profile available |
 Constellation | Constellation No profile available |
 DC3 | DC3 No profile available |
| Capt Larry Girard TWA Squadron details |
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