My father, sadly, passed away last June at 81 years of age. While we were preparing a photo montage for his memorial service, we found several copies of the same photo. I certainly remember hearing my parents talk about Gene Sitarz. My mother is still living but she has been diagnosed with moderate stage Alzheimerís disease. My father left CA in 1956 but my mother continued working for them and after the UA/CA merger, she continued with UA until 1983, when she took early retirement. My brother, Jim, and I both have fond memories of Capital, visiting my father at the airport and my mother in the Res office above the city ticket office in downtown Milwaukee. Jim and I both joined United in 1978 in New York Reservations (NYCRR). I moved on to a number of other jobs at UA and left the company in 1995. Jim stayed with UA until the company spun-off the Apollo systems group into a separate company called Covia which was subsequently acquired by Galileo International. He was laid off by Galileo and now works for Air Wisconsin at ORD.
I recently found some other bits and pieces that Iíd like to share with you for the virtual museum, including my fatherís final pension plan statement from CA; a Viscount VIP flight matchbook; and a CA revenue ticket used by my father in 1959. I also recently found two other items of interest. One is a page from a United Airlines Service and Information Guide dating from approximately 1968; it includes the seating configuration for the Viscount that I suspect is identical to the configuration used by Capital. The other is a postcard that I think I must have picked up in NYCRR, showing a Capital Viscount flying over NYC and with an inscription by one of our NYCRR coworkers to another coworker, both of whom were ex-Capital employees and both of whom knew my parents. There were a number of ex-Capital employees in NYCRR and I later met others when I moved on to other functions at UA. All the ex-Capital folks seemed to know each other and almost all had known my parents at some point or another. They truly kept a family spirit among themselves.
"The Britannia program ran into lengthy delays following the maiden flight of the prototype in August 1952. A second prototype, incorporating a number of design modifications, flew in December 1953. Further problems were found in the Proteus 705 turboprop engines (reduction gear failures), as well as wing flap mechanism failures, and extensive testing on the pressurization system was required after the Comet 1 crashes. The first two production models were finally delivered to BOAC in December 1955 but commercial service was further delayed by engine flameouts caused by ice ingestion into the combustion chambers; the engine problems were resolved with the introduction of the Proteus 755. BOAC finally launched Britannia service in February 1957. Only 85 production models were built and most saw about 20 years of service before retirement."