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Blessed Charterby Bradley Sunshine

TWA First Officer George Alexander

peered down from the Boeing

767-300ER’s cockpit and marveled at the

surrounding ground equipment. A train

of baggage carts whisked by, their fresh

red-and-white paint gleaming in the

sun. The tug below was also spotless,

free of the exhaust stains and grime

that inevitably plaster such vehicles.

Its massive black tires shined with thick

coats of Armor All.

“Wow, they really covered every detail,” Alexander said to his captain, and friend, Willard (Van) VanWormer.

After entering the takeoff speeds into the flight management computer VanWormer looked out of his side window. The mobile staircase against the forward left door was immaculate, but his eyes focused beyond the polished silver railings. Thousands of people had come to see his flight depart from the cargo area of Newark International Airport for a short flight to Baltimore/Washington International Airport. “Agreed,” he replied. “I’ve never seen such a shiny tug…or so many people for that matter.”

Both men were highly experienced and in the upper echelons of TWA’s seniority list on that eighth day of October in 1995. VanWormer had been hired 30 years earlier at the age of 20 as a first officer on the Lockheed Constellation. He eventually became a Douglas DC-9 captain, and proceeded to fly nearly all of TWA’s aircraft types during his career. Early in the Nineties he was triple-qualified as a DC-9, L-1011 TriStar, and 767 check airman. By 1995, he was the standards manager of the airline’s 767 fleet.

Alexander was initially hired at Ozark Air Lines in 1974 following stints with commuter carriers and two corporate flight departments. After the airline merged with TWA in 1986, he became a check airman/designated examiner on the DC-9, McDonnell Douglas MD-80, and L-1011 before transitioning to the 767. VanWormer

conducted Alexander’s 767 initial operating experience in 1993, and the two became friends.

Each airman accrued thousands of hours over their careers, many of which came from flying 767s on long international pairings. Yet through all the years and trips, the most momentous flight was arguably the 35-minute hop from Newark to Baltimore that sunny morning.

Some pilots can claim they once flew noteworthy figures such as movie stars, politicians, or athletes. But VanWormer and Alexander had the honor and privilege of flying an individual blissfully removed from the paparazzi and petty endorsement deals. Their VIP passenger was a man known throughout humanity as an ambassador of peace, virtue, and faith. He was Pope John Paul II (born Karol Józef Wojtyła), the Holy Father and head of the Roman Catholic Church. As Alexander later summed it up for Airways, “The highlight of my career was being selected to fly the papal charter in 1995. Hands-down, no contest…it was just a wonderful experience all the way around.”

Pope John Paul II was in the midst of a five-day visit to the US East Coast. Arriving in Newark aboard an Alitalia flight on October 4, the following days entailed addressing the United Nations General Assembly, celebrating Mass and delivering homily at Giants Stadium and Central Park, and meeting with regional bishops and Jewish leaders at the cardinal’s residence. The Baltimore portion of the journey (the Archdiocese

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of Baltimore is the oldest in the USA) included Mass at Oriole Park at Camden Yards and a parade through the city.

TWA was selected by the Vatican to transport the pope from Newark to Baltimore and then on to Rome [Roma]-Ciampino. The charter was welcome news for the airline as it had just exited bankruptcy for the second time within a three-year period, and was in the midst of promoting the ‘We’re Up to Something Good’ advertising campaign.

This was actually the fourth papal charter in TWA’s history. The airline flew Pope Paul VI from New York to Rome (Fiumicino) in 1965 aboard a Boeing 707. In 1979, a TWA Boeing 727 took Pope John Paul II on a six-day domestic tour, then a 747 flew him from

Andrews AFB, Virginia, to Rome. John Paul II again travelled by TWA in 1987, when a 727 undertook an 11-city, 12-day tour starting in Miami; he returned to Rome from Detroit on a 747.

By the time VanWormer and Alexander were selected to operate the first leg of the 1995 charter, the airline was able to plan and execute these flights with impressive detail and coordination. Hundreds of flight crewmembers volunteered for the assignment, but only those recommended by TWA management were ultimately selected. In addition to VanWormer and Alexander, the Newark–Baltimore segment was crewed by ten flight attendants with a wealth of cultural experience. Led by Flight Service Manager Gil Bernal, the flight attendants spoke 11 languages between them, including Italian, Polish, Spanish, Japanese, Lithuanian, and Greek.

The Baltimore–Rome flight was crewed by Captain Fernando Arenas, Captain Doug Craighead, and First Officer Gregory Dohrn. Virginia Kelly was the FSM. The nine flight attendants supporting her represented the airline’s St Louis and JFK crew domiciles, and mirrored the cultural diversity of the Newark–Baltimore team.

In the days before departure, both crews attended several meetings that covered every operational detail. VanWormer and

In addition to the name Shepherd I painted on the nose, the 767-300ER (fn 16101/EI-CAL) had the papal seal applied aft of the forward passenger door.

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Alexander were briefed on parking locations at Newark and Baltimore, schedule, route of flight, planned altitude, and their additional passengers consisting of papal party members, foreign press, and other distinguished guests. Acceleration during takeoff was also discussed. Because the 767 was going to carry a light load of fuel, there was concern that a brisk takeoff roll could damage the papal china if it was not properly secured. “From top to bottom, everything you could think of was covered,” Alexander remembers.

The 767-300ER, fleet number 16101 named Shepherd I for the charter, was integral to these preparations. Pre-flight modifications were conducted at TWA’s JFK maintenance base before the airplane was ferried to Newark. The cabin had an elegant ‘Papal Suite’, while the galleys, carpeting, and overhead bins were all brand-new. “The aircraft looked incredible,” Alexander recalls. “Every inch of that airplane was waxed and detailed by hand…even the forward lavatory was repainted in papal colors.”

A few days before the big event, VanWormer decided that Alexander would fly the Newark to Baltimore leg. It was an acknowledgment of their friendship and the significance of the event to Alexander’s family. Alexander’s wife, Mary Jane, prepared several loaves of paska: a type of religiously symbolic bread traditionally eaten during Easter in eastern European countries, including the pope’s native Poland. The Holy Father not only ate the delicacy, but the Vatican later mailed an official ‘thank you’ note and blessing to the Alexander residence in Missouri.

As the 767 taxied to Runway 29 at Newark using the Shepherd One call-sign, VanWormer and Alexander witnessed a sight neither has seen since: one of the world’s busiest airports at a standstill. As

this was a ‘head of state’ flight, all traffic except for Shepherd One was stopped on Newark’s crowded taxiways until the Boeing was airborne.

Alexander rotated about halfway along the runway in front of the grandstands, and climbed to a cruising altitude of 16,000ft. Speed was maintained at 250kt to minimize cabin noise and potential turbulence. Shortly after level-off, the New York Center controller promptly cleared Shepherd One direct to Baltimore. VanWormer made light of the unusual clearance in such busy airspace. “You know, I’m flying the same route next week,” he good-naturedly transmitted. “No chance,” the controller immediately replied. It was clear this shortcut was a one-time occurrence.

Before handing Shepherd One off to the next control sector, though, the controller asked what runway at Baltimore they planned to use considering the northwesterly surface winds and security precautions. VanWormer and Alexander decided Runway 28 was preferable to 33L. The latter piece of pavement was (and still is) known to be a challenging landing surface because of its upward slope and crown.

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Alexander remembers making the greatest landing of his career as he rolled the 767 onto Runway 28. Years later, he jokes about the smooth outcome: “If I would have known that the landing was going to be on TV and on the big screen [at Oriole Park at Camden Yards], I probably would’ve been sweating bullets.”

VanWormer taxied the 767 to BWI’s cargo area. Approaching the parking spot with the governor of Maryland and mayor of Baltimore amongst the large awaiting crowd, he slid open the cockpit’s side window. A maintenance supervisor riding in the one of the jump-seats held out the papal flag in the autumn breeze.

“Hold on to it,” VanWormer cautioned. “If that falls, you know where it’s going to go.” (He didn’t have to explain that he meant the number one engine.)

After the Boeing was safely parked, Pope John Paul II would not deplane until he talked with

the crewmembers. He spent several minutes with each individual, the subject matter of each conversation personal and unique. It was a moment VanWormer and Alexander would never forget. “You can hardly find the words for it,” Alexander explains, “It was such a fantastic one-time experience.”

Their portion of the papal charter successfully completed, both men continued their impressive careers. After American Airlines acquired TWA in 2001 (Airways, April 2001), their gold epaulets exchanged for silver ones, the two remained 767 captains. VanWormer retired in 2004; Alexander’s last flight was in 2007.

An airline pilot’s professional journey is difficult to measure in terms of specific moments, yet certain occasions undoubtedly mark the time: the first takeoff in an airliner; the initial upgrade to captain; and the final flight transcending the boundary between career and retirement. Between these milestones, though, thousands of flight hours connect countless trips across a variety of aircraft. Routine duties and unexpected anomalies accrue through the years that ultimately define a pilot’s legacy. Time blends these occurrences across a myriad of anecdotes and lessons, but certain

The crew for the Newark to Baltimore flight. Capts Van VanWormer and George Alexander (right).

instances will always endure within the depths of memory.

For Van VanWormer and George Alexander, flying the 1995 papal charter is one of those moments. Their 35-minute flight was a flash amidst decades, but the experience remains vibrant and all-encompassing. Flying and meeting Pope John Paul II was a once-in-a-lifetime occurrence, but the charter also embodied elements of a memorable career: professionalism, teamwork, accomplishment, and camaraderie.

VanWormer and Alexander view the flight as a testament to their friendship and a reminder of TWA as one of the world’s original and most distinguished global airlines. They certainly experienced the carrier’s tumult and uncertainty during their long tenures, but they also witnessed its grandeur and achievements. The papal charter represented the finest of TWA: numerous individuals across the airline working together to facilitate a successful travel experience for one of the world’s most pre-eminent religious leaders.

This achievement will inevitably persist in the hearts and memories of VanWormer, Alexander, and every other crewmember of Shepherd I. TWA’s red-and-white markings are gone, but the airline’s finest qualities will forever be part of the papal colors and history—the enduring legacy of a very special and memorable charter. ✈