Unless you have been living on the Cook Islands for the last few months, you will have heard of Corona Virus, now known as COVID 19.
The virus is officially a global pandemic, and is now rampaging across every continent, leaving a trail of dead.
Here in the United Kingdom, we are in a state of national emergency, and state-sanctioned lockdown is in effect, with only absolutley essential journeys authorised. All retail shops except those selling essential supplies such as food, maedicines and perhaps bizzarely, alcohol are closed.
The London Underground has shut stations across its network, and passengers figures are plummeting.
Working at home has been the norm for many workers. As a result, the economy is in freefall, with the retail and hospitality sectors being worst hit. Clubs, pubs, cinemas, churches, sports centres, museums and public buildings are now all closed for the immediate future.
The aviation and maritime sectors have been quick to feel the impact of travel restrictions, and many airports are struggling as flights have become virtually non-existent, passenger traffic stagnated, and many airlines now trying to mitigate their losses by flying freight.
Whilst the global shutdown is severely damaging both our manufacturing and financial economies, we are reaping some form of benefit; pollution levels have dropped across the planet, and air quality is improving.
It’s not just transport that contributes to atmospheric pollution – industrial and manufacturing activities have fallen across the UK and Europe as countries shutdown their economies to fight the coronavirus pandemic.
This shows that it is possible to stop climate change, but the societal costs are far too high to make this acceptable.
I do believe that when the virus is contained or burnt out, we will emerge from lockdown and social distancing as a changed society.
So, what may happen?
Many firms that up until recently were resistant to their employees working remotely will have seen that some of their “trust issues” have been proved to be unfounded and that staff have been as productive, if not more productive that when working at the office.
Bearing in mind the cost of office space, many companies may find the savings realised by using smaller premises make remote working desirable.
After a major pandemic such as this one, people may be far more cautious about personal hygeine, and become much more concerned to see that public areas are properly sanitised. This could have an effect on the practice of hot desking at work.
The travelling public will probably also need to see evidence that public transport is cleaned and sanitised far more regulalrly and effectively than currently.
The lack of public trust in the health security of public transport could trigger more car use, as people seek to protect themselves with more regularised self isolating. Even car sharing could become less popular as people choose not ot sit in close proximity with another individual on their commute.
Who can really say?
If thousands more people take up remote working, there may well be more economic pain ahead for public transport operators.
Railway and air journeys that used to be undertaken for business meetings may well now be conducted using video conferencing using internet platforms such as Skype for Business and Microsoft Teams.
Will our current level of communications network provision be sufficient to accommodate this?
Individuals that were reluctant to order shopping on-line, or use home delivery services prior to COVID 19 have now been using them out of necessity, and many of these people will now be sold on the advantages, leading to further decline of England’s high streets.
Individuals that were previously regular patrons of theatre and cinema will have become adept at streaming movies and watching “live” performances from the comfort of their own homes, using YouTube, Netflix or Amazon Prime.
The question is – will they return to the cinemas and thatres with quite the same degree of regularity as they did before?
It seems that the mainstream media have been focusing on the leisure and retail industries and whilst they do report on the struggle for our manufacturing industries, they do not highlight the underlying problems.
In the UK there is evidence that our contingency planning for a “Hard Brexit” triggered our government to closely examine our logisitcal supply chains with the involvement of the retail and distirbution industries, and this has surely helped ensure that truly essential items remained on the supermarket shelves, despite the media-induced panic buying.
The other aspect to this is the lack of resilience that our manufacturers have against supply chain failures.
Whilst numerous products are proudly made here in the UK, few are totally built here. Huge numbers of manufacturers import sub-assemblies, parts and components from overseas which are used to build their product.
The world’s biggest exporter, China, is, to all intents and purposes, the birthplace of COVID19, and also its primary exporter. The subsequent lockdown of the Chinese economy led to an abundance of British manufacturers struggling to obtain the raw materials, parts, components and sub-components needed to build and sell their own products..
This may result in a baseline realignment of our logisitical networks, and maybe re-initiate inward investment.
Who knows, we may see a slow transformation back into a manufacturing economy again.
This is a bit of a mixed bag then; at more localised levels the possible resulting drop in bus and train usage could lead to more cars on the road, each contributing to climate change. On the other hand, more people at home reduces traffic of any kind on the roads.
There are so many possible futures that could result from the aftermath of CV19, which only action at government level can establish.
This could be a great opportunity for each state to re-evaluate its’s strategies for handling pandemics, and may trigger new systems to increase the robustness of manufacturing bases.
Who knows, it may even give us the required impetus to design an improved model for society that will offer progress on controlling our nemesis of irreversible climate change.
Stuffing my ear plugs in securely, I peered out of the open jetbridge as the Boeing 767 slowly turned onto the ramp, following the centreline precisely as it slowly advanced onto the stand.
I waved to the captain as he majestically coasted past me, and he nodded in return, still focusing on steering the jet to the correct position so that the jetbridge could be aligned around the aircraft door.
The howl of the engines died, and I caught a lungful of burnt kerosene as the engines spooled down; a smell as familiar to me after fifteen years of aviation as my own aftershave.
The beacon stopped flashing, the jetbridge was attached and it was now safe for me to open the aircraft door.
Following the published procedure, I rapped hard on the door three times, and then checked through the porthole, waiting to see a thumbs up from the cabin attendant – the signal that the emergency evacualtion slide had been disarmed, and that there were no personnel standing near the door activation lever.
I saw Sherry-Ann one of the regulars smiling back through the porthole, giving me the signal, so I grasped the cold door release handle, pulling it upwards and away from the fuselage. The door moved gently inwards, and I then pushed the small switch inside the panel, and the door was electrically lifted up into a recess over the door aperture.
Pulling the PA Handset from its cradle by the cabin attendants jump seat, I smoothly announced
“Good Morning Ladies and Gentlemen, welcome to London’s Stansted Airport, where the local time is 1040. Please follow the yellow overhead signs to the arrivals hall. Will Mr. Dan Billings please make himself known to Special Services at the aircraft door.”
When I took on the role of Special Services Manager in Spring 1992, AA had just opened up the route and my job at the time was to look after Commercially Important Passengers, and VIPs. This included not only stars of screen and stage, but singers, politicans, religious leaders, sports personalities and senior executives in commerce or industry.
Dan Billings was one of the first passengers out. His hat arrived first, a simply huge white Stetson, curled at the brim. The rest of him followed a little later, looking all the world like a walking advert for Levi Strauss clothing. Peering out from a sea of blue denim was a leathery tanned face, a bootlace tie dangling from his throat.
So, this was the world famous Dan Billings.
Proffering my hand, to welcome him, he silently shoved his small valise at me, and started to move off up the jetbridge. Surprised, it took me a second or so to react.
Catching him up, I asked “So, welcome to London Mr. Billings, did you have a good flight?”
“Do you have checked baggage?” I persisted
Ah. So Mr. Billings conserved his affability to use it on stage, in front of his fans, rather than waste it on an airport flunkey.
I didn’t mind; after doing this job for a few years, I had swiftly realised that it was nothing personal. I am sure it must be exhausting to be your screen or stage persona constantly.
“Do you have a car waiting Mr. Billings?” I enquired, reaching for my mobile radio.
“Oh” I said, “Do you need a cab?”
We stopped at the baggage carousel, and I looked him in the eye, determined this time to get more than a monsyllabic response.
“How are you getting to London Mr. Billings?”
Heaving his bag off the carousel, He turned to me and shoved a gnarled hand at me.
“Thanks. Y’all have a nice day now”
With that, he abruptly turned, and walked swiftly out through customs, heading efficiently towards the coach and bus stops.
I sighed. I had enjoyed being the Special Services Manager for American Airlines at Stansted Airport in the UK. I had met a great number of influential people, and seen through a great deal of the Hollywood tinsel and glitter.
An internationally famous female singer spotted two children travelling unaccompanied on her flight, so she invited them up to first class, and looked after them all the way from Chicago. What a lovely lady.
A celebrated British songstress who wanted no fuss or recognition – and who gave up her seat in first class, unbidden, to an elderly lady who looked worn out. That never got reported in the media.
Members of a heavy rock band with a hell raising image, who were polite, helpful and courteous – nothing like how they are reported.
A famous comic who spoke to me as an equal, and was still, despite his age a true man of the people, yet so sadly misunderstood.
The all-male dancing group that cheered up the entire gate lounge by performing an impromptu routine, and then going round signing autographs for no reason other than they were trying to spread some happiness and maybe make a difference.
I had to deal with the mean and the downright nasty as well. I well remember the very senior British business man whom I upgraded to First Class who, once in his seat, was then incredibly rude and agressive to the young cabin crew member who was trying to offer him champagne.
Having witnessed this, I took my career in my hands, and confronted this arrogant bully. Leaning down close to him, I explained very bluntly that I could, and would have no hesitation in very quickly and efficiently putting him back in coach class, right next to the toilets where he belonged.
Having made the statement, I decided that if I were to go out, I would go out with a bang, so I added that I expected him to make a full apology to the young stewardess if he wanted to remain on board at all.
I stalked off the aircraft, telling the cabin attendant what I had done,
Just before pushback, I boarded again, and she told me that the passenger had offered her a sincere apology.
I closed the aircraft door, and the flight duly departed.
A few days later, I received a letter from the business man offering me a full apology for his boorish behaviour. Maybe a lesson learnt?
Despite the daily flight performing reasonably well, after just over a year of operating, the company had decided to cancel the Chicago – Stansted service.
I walked slowly back to my office and small special services lounge for the last time. I filed my reports, and then signed off the system, wishing my opposite numbers in Dallas and Chicago all the best.
I picked up my briefcase, and walked out slowly through arrivals, stopping on numerous occassions to say final goodbyes to my friends and colleagues; The girls who manned the small cafe just down from my office; The lads and lasses from the security checkpoints that littered my journey into and out of work.
They all wished me well, and told me they would miss us.
Once landside, I dropped by the general office, and said goodbye to the check in and gates staff, many of whom were in tears as their short careers had come to an end.
I walked out of Stansted, not looking back, wondering how things would be on Monday morning.
It was 0550. I sat across the desk from Jim Shortling. He smiled wanly at me, saying “I know its not much, but at least you keep your management pay and grade”
I knew that I had been offered a lifeline – but it didnt reduce the feeling of abandonment. Not one other single department had offered help. The other managers with whom I worked at Stansted had all been found alternative management roles in passenger services – either at Heathrow or at the corporate head office in Hounslow.
So here I was, sitting in the dismal office of the aircraft cleaning department. Oh, the irony.
On Friday last week, I was rubbing shoulders with the wealthy and influential, and on Monday, I was rubbing shoulders with the lowly paid, souls with no influence over their future.
I had two choices. I could either accept it, and get on with it, or leave.
So, in the words of one of my more camp US based colleagues, I would have to “Suck it up Cupcake!”
Having managed people before, I was told that I would run a cleaning team, which consisted of a a crew of ten. Additionally, I would be trained to drive a ten tonne truck, fitted with a high lift body.
I soon became adept at weaving my truck in and out of the congested stands and service roads around Terminal 3.
I came to know two things within a few days of completing my training.
I swiftly realised that my team were a truly ecclectic group. Sukhi was an educated young sikh, with a degree in mathematics. Well-read and urbane, I really used to enjoy my daily conversations with him.
Bizarre in its own way – working my way down the aisle with Sukhi, between the seats, cleaning up rubbish, and servicing seat pockets whilst discussing anti-matter drives and the paradox of time travel.
It was only my team that made life bearable – being confronted with the debris that passengers dump when they leave their aircraft sometimes made the bile rise in my throat – used syringes left in seatback pockets. Used condoms dumped in the same place. Rubbish of all kinds just thoughtlessly left for the invisible ones to pick up.
Suk became my right hand man. Once he discovered my love of Indian food, he invited me to his local gymkhana where I was the only non-indian present. I was made hugely welcome and met many members of his family, and sampled the wonderfully spicy home cooked foods provided. Thank you Suk!
Pete, an ex Warrant Officer in the UK Special Forces, came out of the military with PTSD, and fell by chance into working for an airline. Previously a passenger services agent, he frequently (and bluntly) defended the weaker members of staff against bullying from their supervisors. This made him unpopular with the junior management in the terminal, so he was redeployed to aircraft cleaning. A few months prior to this, he was totally responsible for the welfare of up to 120 soldiers.
I doubt that any of his managers knew this, or even bothered to find out.
Harri, a middle aged Indian lady, with a degree in sociology, had been unable to get into an airline in any other capacity, so despite the costs of childcare, and the hardship of her daily commute by bus and underground, she still pitched up every day, and worked hard for the duration of the shift.
Jill, who had been widowed a year previously, and wanted a job that involved no thinking. I was convinced that she was finishing off un-used spirits from discarded minature bottles, as by about 1200 she normally had a glassy look, and emanated a faint odour of polo mints. She toughed it out though. Sometimes she would shyly joke with me as we cleaned the galleys, or serviced the toilets.
Then there were Phil and Bugsy. Both late teenagers, they were only doing the job as it was easy money, and gave them time to work on their music careers.
What do all of these people have in common?
Well, despite their qualifications, experience, knowledge and skills, they had all, like me, unwittingly assumed a cloak of invisibility.
It was an interesting exercise for me, as I was only on temprary attachment in the department, awaiting a suitable vacancy elsewhere in the company.
Having served two years in the terminals before being promoted, I had worked with most of the ground staff at one time or another.
I learned about people. Many of those that professed they were my friends, and who would have sat with me in the canteen, and chatted during work, now looked through me when they saw me disembarking from an aircraft, carrying bags of rubbish, covered in sweat and dust.
To them , I had become invisible, sinking into the uderclass and detritus of forgotten people who perform more fundamental and mundane tasks,
Others still greeted me warmly, and shook my hand, regardless of my appearance. Some would find the time to sit with me, and share a cigarette. These were the people for whom I have great respect. Some of them I am still in touch with. You know who you are.
In due course, I was redeployed, and spent the rest of my aviation career working in various parts of Flight Operations.
Over the years, I have been promoted, and moved into several different organisations, and was shocked to see that despite their claimed intellectual or cultural work ethics their cleaners were still all invisible.
Some years ago, I was walking down a corridor at work with a senior manager. We passed several cleaners, all of whom I greeted by name, and all of whom greeted me in the same way.
My senior colleague asked me “Why do you keep talking to the cleaners?”
I was, in common parlance, gobsmacked. This was a senior and ostensibly well-educated man, who was questioning whether I should acknowledge a fellow human being.
I responded by saying that if he had to ask the question, then he wouldnt have understood the answer. I heard that he has happily retired now, and is probably being an ignorant git on his own time.
Subsequently I have always remembered the feelings of being invisible.
I still know the names of all of the cleaners with whom I work, and still greet them by name.
It doesn’t take much to stop people becoming invisible.
Earlier today, I posted an article featuring James Stewart, the movie actor.
During my research, I came across the account of Harrison Ford who crash-landed his vintage aeroplane whilst taking off from Santa Monica airport on the 5 March 2015.
Now, I have always had a lot of admiration for Harrison Ford, and as a fellow pilot, I feel a lot of sympathy, as I know how easy it is for a situation to develop, and rapidly get out of control.
Mister Ford is a keen pilot, and holds both single engine and twin engine licences, together with a helicopter licence. He owns a number of aircraft, and is in love with flying to the extent that – in his words “I will fly up the coast for a cheeseburger” – and I don’t know any fellow pilots who have not done this…
As an aviation enthusiast (anorak) I love any films related to flight, flying, or aeroplanes. My film collection is littered with films such as Top Gun (which must be the seminal aviation movie for the 80s) Air America, The Great Waldo Pepper, Those Magnificent Men in Their Flying Machines, and the Flight of the Phoenix.
I decided that it would be interesting to see how many other Hollywood stars who appeared in such movies actually had piloting experience.
There are one or two well-known high-profile pilots, such as John Travolta, who owns a number of aircraft, and has a home on an air park in Florida. Up until recently he owned and operated a Boeing 707 bearing Qantas livery, which he used to fly as a goodwill ambassador for Qantas. He has recently donated this aircraft to the Historical Aircraft Restoration Society, which is part of the Australian Aviation Museum in Illawarra, Australia, just outside of Sydney.
His nearby neighbour in California, one Clint Eastwood has been a qualified helicopter pilot for over thirty years, as well as being a keen environmentalist.
Fellow actor and songwriter, Kris Kristofferson was also a helicopter pilot, having been taught by the U.S. military, and serving in Germany. Leaving the army in 1965, he became a commercial helicopter pilot, serving oil platforms in Southern Louisiana for three years before making it big in the music industry, and then more latterly, the movies
The diminutive Tom Cruise, who played the lead role of Pete “Maverick” Mitchell in the film Top Gun is a pilot in real life as well. Having qualified in Canada, he owns a P51 Mustang, and a Pitts Special. Not content with just flying aircraft, he also likes to jump out of them, and is a keen parachutist. This, in my opinion, makes him a certifiable lunatic – but, hey, each to his own.
Morgan Freeman also flies, and holds a Private licence. He too has experienced the thrill and freedom that flying offers. As a younger man he was an aircraft engineer in the USAF, and had aspirations of being a fighter pilot. I think he made the right choice, because as a successful movie star he can afford to fly whatever he likes….
The late, great James Stewart was a full Colonel in the USAF, and flew many combat missions during the Second World War, and was a highly decorated pilot. He also appeared in the famous film The Flight of the Phoenix, and appeared in the starring role in the biopic of Charles Lindbergh. However, his wartime experiences affected him profoundly, and he was averse to appearing in war films.
Now, let’s move on to Star Trek. Stark Trek epitomises the pinnacle of what aviation could become; flying in what is effectively four dimensions. The cast of this show is positively filled with an abundance of pilots.
James Doohan, who played Chief Engineer “Scottie” flew during the Second World War as a liaison pilot, flying Taylorcraft Auster single engine aircraft, liaising with Canadian Artillery units. He was a natural and exuberant pilot, and was apparently reprimanded for slaloming his aircraft between telegraph poles in around Salisbury Plain, whilst operating from RAF Andover.
Creator and director of the Star Trek franchise, Gene Rodenberry was a bomber pilot during the Second World War, flying B17 Flying Fortresses in the Pacific theatre. He flew 89 combat missions, and was awarded both the Distinguished Flying Medal, and the Air Medal. He retired from the USAF holding the rank of Captain.
Subsequently, he went on to work for Pan American, flying Lockheed Constellations. Strangely, he left his aviation connections behind and before creating the series, he enrolled as a police officer in the LAPD.
Michael Dorn, (Lieutenant Worf) is an accomplished and experienced pilot too. – and has owned a number of classic American ex-military jets, including a T33 trainer, and F86 Sabre, and a Sabreliner. He is also very privileged to have flown with both the Blue Angels and the Thunderbirds.
Kurt Russell, joins the ranks of celebrity aviators. The star of films such as Backdraught, and Vanilla Sky, and long-time partner to Goldie Hawn holds a private licence for both single and multi-engine aeroplanes. He is also heavily involved in the aviation charity Wings of Hope.
Action man Steve McQueen was also a very keen aviator. Having had a very dismal and fractured childhood, Steve developed a love for motor racing, fast cars and motorcycles. He owned a collection of both, and performed a lot of his own stunts. He is particularly renowned for the motorcycle chase sequence in The Great Escape, and for the high speed car chase in the film Bullit.
It must be a hand-eye coordination thing, because he also fell in love with aviation.
Or it could possibly be because his natural father was a stunt pilot with a Barnstormer Flying Circus!
Steve owned and flew a 1945 Boeing Stearman biplane, a Piper J-3 Cub, and a very rare Pitcairn PA-8 which was used by the U.S. ace Eddie Rickenbacker when he flew for the U.S. postal service.
George Peppard of “The A Team” fame was a talented pilot, and flew most of the aerial sequences in the film “The Blue Max” in which he starred as a German Air Force pilot. He also piloted his own Lear jet, which he used for commuting.
Jack Pallance, was selected by the USAF for pilot training, but a serious aircraft crash, which severely burned his face prevented him from flying thereafter.
It’s also important not to forget the ladies in aviation.
Angelina Jolie is a qualified private pilot and flies a Cirrus SR-22. The model Giesele Bundchen has gained her wings, as has the British TV personality Carol Vorderman.
Hilary Swank who, coincidentally, played the part of Amelia Earhart has also got a licence.
It’s not just the movie and TV personalities that have been gripped by the thrill of flying.
Country Singer Alan Jackson has a private licence for both single engine and twins, and ex Van Halen rocker Dave Lee Roth has a helicopter licence.
Gary Numan, the Techno-Pop icon of the 1970s and front man of Tubeway Army is passionate about flying. He qualified as a pilot and operated a North American Harvard for 15 years on the UK Airshow circuit.
Bruce Dickinson, lead singer of heavy rock group Iron Maiden is also a flier. However, his enthusiasm took him one stage further than most of his contemporaries, who are, in the main, private pilots.
He decided that he would gain his commercial licence, and in fact flew for the now defunct UK based airline Astraeus, flying Boeing 757/767 types. He now owns an aviation company based at St Athan in Wales.
Probably the most famous musician with a licence is John Denver. During a musical career that spanned a couple of decades, he too fell in love with flying. Taught to fly by his Father, a record breaking USAF officer (who flew a B-58 Hustler supersonic bomber) he also owned and operated many different aeroplanes, including a Learjet, a Christen Eagle aerobatic biplane, and a pair of Cessna 210 utility planes.
Many of Johns songs were about aviation or space travel.
John died too early in an air accident, when flying his recently acquired Rutan Long EZ which crashed on a Californian beach, killing him instantly.
So, next time you watch a film, and think that the actor or actress is a “Lovey” and a soft shrinking violet, you may be doing them a great dis-service. Not only may they be doing a good percentage of their own stunts, but they may be better qualified than you are!
What do a giant Rabbit called Harvey, and a World War Two B24 Liberator Bomber have in common? Some of you may have guessed the answer, but for those of you that are still trying to make the leap in associations, let me save you some head scratching – the answer is Jimmy Stewart, the famous actor.
This year we celebrate the one hundred and twelth anniversary of the birth of James Maitland Stewart, who achieved fame as both an actor and a pilot. I believe that he was a man deserving of great respect, and that his story should be told.
James Stewart was born of Scottish/Irish stock on May 20th 1908, in the small town of Indiana, Pennsylvania, where his Father ran the local hardware store. As a young man, Jimmy never took an acting lesson, preferring instead to serve with the Boy Scouting movement.
Within four years of joining his local Scout pack, Stewart had achieved the rank of Scout second class, and had appeared in a series of commercials promoting the scouting movement – probably his very first movie appearances! He also served as a volunteer with the Orange County and Los Angeles Scout Councils, and received the Silver Beaver award, the highest award for adults in the Boy Scout movement.
Always an intelligent and thoughtful man, Jimmy studied at Princeton University, and graduated in 1932 with a degree in architecture.
Young Jimmy Stewart was also a very keen actor, and had previously attended acting camps with many other embryonic stars, including the late Henry Fonda.
A quiet adventurer, he had already learned to fly by 1935, and had quickly bought his first aeroplane . Frequently flying from the Los Angeles area to see his parents in Pennsylvania, he regularly used the most basic of navigational aids – following roads, railways and rivers to make the trip both there and back. In 1938, after much effort, he was awarded his commercial pilot licence.
By February 1941, World War Two was up and running, and the thirty-three year old Stewart was called up under draft number 310. He had already decided that he wanted to fly for the military.
Surprisingly, at the time of his attempted enlistment at Draft Board No. 245, the six foot three inch (1.90m) Jimmy weighed only 138 pounds (62.5kg) – a BMI of just 17! He was uniquely refused service on the grounds of being underweight!
Desperately keen to fly, he returned home, and commenced a weight gain programme that had one basic instruction – eat everything! This was made all the more important, as by May of that year, he would have been too old to muster as aircrew.
As soon as he felt able, he re-presented himself for the selection board, and was passed as fit for aircrew duties.
To this day, there are still muttered and whispered allegations that he was underweight at the time of his second medical assessment and that he used his acting abilities to persuade the medicos to be “flexible” in their assessments!
The newly-minted Private James Stewart initially reported to Fort McArthur near San Pedro, California, and was then assigned for aircrew training to the Army Air Corps at Moffett Field a large airbase located just north west of San Jose in Northern California.
Originally commissioned for the US Navy to accommodate airships, this huge base was given to the US Army Air Force during WWII, but is now the home of the NASA Ames Research Laboratories.
Needing an extra one hundred hours of flying time in order to qualify as a military pilot, Jimmy bought them from a local flying club at his personal expense, and soon had the necessary experience to progress further.
By January 1942, 2nd Lieutenant Stewart passed out through the gates of Moffet Field, and was posted to Mather Field Sacramento, California, where he was to become a multi-engine airplane instructor, primarily teaching students to fly on the B17 (Flying Fortress) and the B25 (Mitchell) bombers.
Whilst this was worthy work, Lieutenant Stewart pestered his superiors to be posted overseas to a war theatre, and was finally successful in late 1943. Conceding defeat, his CO finally promoted Jimmy to the rank of Captain, and sent him to join the 703rd Squadron of the 445th Bombardment Group of the 8th Air Force.
So it was, that in November 1943, Jimmy Stewart, arrived in the gloomy, damp fens of Norfolk, specifically to Tibenham airfield, (now the home of the Norfolk Gliding Club). His new post was that of Operations Officer. At the time the squadron was equipped with B24 Liberator bombers.
Only staying a short time with the 445th, Stewart was transferred to the 453rd Bombardment Group, as Group Operations Officer, joining them at the nearby Old Buckenham Aerodrome on the 30th March 1944 as a newly promoted Major.
Advancement within an active service Bomber Group in wartime England was rapid due to high casualties and the need for experienced men to lead – and by early July 1944, James Stewart was promoted to Lieutenant-Colonel, and moved to Wing Headquarters, where he continued to serve until the end of the war.
It is interesting to see that Jimmy Stewart achieved the highest military rank of any actor in modern history; during the second world war he rose to the rank of full colonel, and post-war he remained in the US Air Force Reserve, rising to the rank of Brigadier-General.
Only two other celebrities outranked him – President Ronald Reagan – and therefore Commander-in-Chief of all US Forces (Captain US Army Air Force 1937 – 1945), and John Ford the movie director (Commander, US Navy, and retired as Rear Admiral US Navy Reserve).
This delightfully unassuming man was also a highly decorated officer, being awarded the Distinguished Service Medal, Distinguished Flying Cross (with Oak Leaf Cluster) Air Medal (Three Oak Leaf Clusters) The Army Commendation Medal, The French Croix de Guerre, American Defence Medal, and the Presidential Medal of Freedom.
It is typical of James Stewart that he rarely spoke of his part in the war, and was deeply affected by the deaths of his friends in service, and found the aerial bombing campaigns traumatic. This is somewhat reflected in the nature of the rôles he took after the war. He is also reputed to have had a dislike for Hollywood war films, on the grounds of their lack of accuracy.
This probably accounts for the fact that he only ever starred in two combat films after the war, “Strategic Air Command” and “The Mountain Road”.
He remained, however totally committed to aviation, and keenly pursued the studios to portray Charles Lindbergh in the film “Spirit of St. Louis” despite the producers feeling that he was a bit too old to play the part. His enthusiasm for the part was simply because he greatly admired Lindbergh.
The 1965 film The Flight of the Phoenix, saw Jimmy playing yet another pilot – this time as Captain Frank Towns, the commander of a Fairchild C-82 airplane which crashes in a remote part of the Sahara desert.
The twin engine aircraft is built with twin booms to support the tailplane, and a central fuselage containing the flight deck, cabin, and cargo hold.
When the crash occurs, the aircraft is severely damaged on landing, but with the help of a passenger who is an aircraft designer, they create a composite aeroplane out of the remains of one engine and tail boom, and sections of the wing, with which to build a single engine aeroplane to fly out of the desert.
In reality, a company called Tallmantz Aviation purpose-built the Phoenix P-1, designed by Otto Timm. Measuring 45 feet long, and with a wingspan of 42 feet, it was quite a large aircraft. The power was provided by a virtually new Pratt and Whitney R-1340 nine-cylinder radial engine, which was removed from a T6 Texan military trainer, as were some of the undercarriage components, and other associated parts. The wings were taken from a Beechcraft 18, and the rest of the airframe was made of plywood panels over a wooden frame.
In the film, the structure is given dummy “bracing” wires, and to give the desired “home-made” effect, washing line and linen was used with the specific intention to make the whole airframe look flimsy.
As the aircraft was truly intended to get airborne, it was considered too dangerous to allow Jimmy to fly, so Paul Mantz a famous stunt pilot, was commissioned to pilot it for the film.
It was considered by the director and crew to do repeated take offs, so it was decided that a low pass would be made for filming, and the aircraft would touch down, perform a longer landing roll, and then take off again. This would enable both the take-off and landing sequences to be made from one shoot.
Sadly, on the second take, the aircraft crashed, tragically killing Paul Mantz.
In 1966, Jimmy was given permission to fly one last military operation – he flew as a non-duty observer on a B-52 strategic bomber during a combat mission over North Vietnam. Two years later, he retired from the US Air Force, to spend time with his wife.
Jimmy never truly recovered from the shock of his wife’s death in 1997, and made no further public appearances after her funeral.
James Stewart, Pilot, War Hero Architect, and Actor, died of cardiac arrest on the morning of 2nd July 1997, at the age of 89.
And that giant rabbit called Harvey? Well, Jimmy made a film in 1950, where his character, the eccentric Elmer P Dowd meets a 6 foot three white rabbit that only he can see, and who accompanies him wherever he goes. Now you know.