Written by Jim Striplin

Even before jets were in service, the airlines already had advertising companies in full swing promoting “jet travel” as the wave of the future. Airplane model makers in the U.S., and especially in Europe, saw a surge of orders. Models of jet airliners were needed by the airlines for display in ticket offices, travel agencies, and on airline counters at airports. These models stirred up excitement and anticipation in the air traveling public. Upon seeing models of the soon to be put into service jets, passengers started dreaming of what it would be like to fly in one of these sleek, fast, and luxurious airplanes.

In England the new de Havilland Comet was all the rage. The Comet was about to go into service in 1952, and model makers in England such as Westway and Peter V. Nelson were already turning out aluminum models of the Comet prototype in BOAC markings. In anticipation of forth coming Comet service, BOAC had a small plastic “giveaway” model made for flight attendants to hand out on early flights.

BOAC giveaway model of early Comet. This original model is made of molded hard plastic and has a wingspan of 8 inches. On the bottom of the stand it reads “MADE IN ENGLAND”. These little models were prized by kids (and adults) in England and all over the BOAC system. (author’s collection)

Aluminum model of a Comet 1 by Westway London in 1/72nd scale with BOAC “Speedbird” type stand. Note the square windows on the early comet. (courtesy Aeroscale)

A large original 1/48th scale model of a Comet 4 by Westway in London. Model has landing gear, and is made of plastic/fiberglass. (author’s collection)

In the U.S.S.R. models of the new TU-104 were being made for Aeroflot by Soviet model makers. The TU-104 was the second jet airliner to be put into service. Models of the early TU-104s were made mainly by the Tupelov factory in house, but government commissioned models were also put on display. Early models were made of wood and primitive plastics. Later on injection molded models became available. The metal models of early Soviet airliners were not made of aluminum. They were made of a very heavy Zinc based alloy.

Aeroflot issued TU-104 souvenir model from the former Soviet Union. (author’s photo collection)

In the USA, in anticipation of the inauguration of jet service with the new Boeing 707, model maker Pacific Miniatures of Alhambra California produced large 1/50th scale models of the first series of Boeing jets. These models were big and impressive, and, they were pretty accurate considering that the actual airplanes had not yet been put into regular service. Early 707 models were based on drawings, artist conceptions, and speculation.

Pacific Miniatures original 1/50th scale model of a Pan American 707. Model is made of molded fiberglass and plastic. The heavy stand and stylish upright would become a PAC-MIN hallmark for many years. (author’s collection)

In Europe, Lufthansa Airlines in Germany bought early 707 models from companies like Raise Up of Holland, and Schaarschmidt in Berlin to promote upcoming jet service. Raise Up Models of Rotterdam Holland was a prolific model maker that produced thousands of models throughout the 40s, 50s. and 60s. Raise Up models however, did not take care to assure accuracy , especially in the nose, tail, and engine areas of their models. Many of their models appear almost “clown like”.

Lufthansa 707 original model by Raise Up. Note the inaccurate nose and engine pylons. The round stand with single pylon upright was something that Lufthansa specified and was used for years. (author’s collection)

The Douglas DC-8 entered into service in 1959. With much anticipation, model makers in the US and abroad went into action coming out early with DC-8 replicas. Obviously, the Douglas factory itself was quick to come out with models in numerous scales. Aluminum models in both 1/72nd and 1/50th were turned out, along with huge cutaway models mounted on floor stands. Raise up in Holland was quick to get on the DC-8 train, making 1/50th scale models to sell to airlines and travel agencies.

Delta Air Lines President C.E.Woolman holding an early DC-8 model. Model is a “ conception model” by the Douglas Factory for sales purposes. (author’s photo collection)

Douglas Factory United Air Lines DC-8. Model is original, unrestored. (author’s collection)

The Caravelle went into service in 1959 with Air France and SAS. This new airliner was unique in having its’ jet engines mounted at the rear of the fuselage under the tail. It was a beautiful design, and numerous model makers produced Caravelle models. Raise Up Holland of course, and others like Fermo of Denmark and even Fond Nucci of Italy did Caravelles, just to name a few.

Raise Up Caravelle model in aluminum. This 1/50th scale model bears serial #1! Model is original, unrestored. (author’s collection)

In 1960 the Convair 880 was put into service. The 880 was a fast airplane that was slightly smaller than the early 707s and DC-8s. Models of the new Convair 880 were made by a variety of companies for the airlines that operated them. Convair itself made the most accurate models of the airliner in house. The factory models were made in 1/50th scale of modern molded plastics. Convair had a very distinctive triangular stand.

Convair factory model of the 880. (author’s photo collection)

Fermo of Denmark made a huge model of the 880 in aluminum, that could be displayed as a solid or cutaway model with a full interior. On the smaller side, a company called Riffe models in Kansas City MO made 880 models for TWA that were displayed on ashtrays or on a regular stand.

Large 880 model by Fermo of Denmark in NE Airlines colors. 1/24th scale.(author’s photo collection)

In conclusion, models played a big part in the ushering in of the “Jet Age” by the worlds airlines. Early airline issue models of the first generation jets will continue to be prized by collectors.

Written by Lane Kranz

Commemorating 65 years of commercial airline service is exciting. We have come a long way. The de Havilland Comet, the Boeing 707 and the Douglas DC-8 set the stage for the next generation of the airline industry—the jet age. Looking back at the first passenger flight for these impressive aircraft reveals some interesting details.

On May 2, 1952 British Overseas Airways Corporation (BOAC) was first to market. On this day, BOAC’s maiden flight started a new era in commercial aviation which would usher in a new, faster way of connecting our world. Interesting to note, however, was the passenger capacity of the Comet. It held between 36 and 44 passengers. By today’s standards, that’s the size of a small regional jet. Also interesting to note was the first route– London to Johannesburg. However, due to range limitations of the Comet, the actual route was London-Rome-Beirut, Khartoum (Sudan)-Entebbe (Uganda)- Livingstone (Zambia) – Johannesburg. Travel time was approximately 24 hours. By today’s standards, the same route is operated nonstop by 3 airlines and takes approximately 11 hours.

These junior wings were issued by BOAC and are representative of the type of wings given to children on early BOAC flights.

Next up, it’s America’s turn. On October 26, 1958, Pan American World Airways inaugurated Boeing 707 service between New York and Paris. Although several years behind the de Havilland Comet, the Boeing 707 was much more refined and technically advanced. Interesting to note was the marketing and celebrations prior to entry. Just 10 days before the inaugural flight, Pan Am had a lavish ceremony at Washington National Airport. Mrs. Dwight D. Eisenhower and Juan Trippe christened the “first American built jet airliner” as Jet Clipper America.

This rare formal invitation and picture of the event shows the pride and professionalism of Pan Am as well as the excitement of our nation.

These junior wings were representative of the type given to children aboard Pan Am’s early jet flights.

Junior Clipper Pilot and Stewardess.

Junior Clipper Pilot and Stewardess (note all blue background)

Nearly one year later, Douglas celebrated the entry of service with the Douglas DC-8. Although last to service, the DC-8 would far outlive the Comet and the 707 in commercial airline service. In fact, in 2017 you can still see an occasional cargo version of the DC-8 still flying. The DC-8 entered service on September 18, 1959 with both Delta Air Lines and United Airlines. Delta was first by a few hours on the Atlanta – New York route.

These wings are representative of the type of junior wings given to children aboard Delta and United’s early DC-8 flights.

Although Delta introduced the widget in 1959, the DC-8 first flight likely carried the older “Flying D” style wings.

 The more updated widget logo later appeared on Jr. Captain and Jr. Stewardess wings.

United’s Future Pilot and Jr. Stewardess wings.

Written by Brian Barron

The launch of modern commercial jets in the late 1950’s are early 1960’s revolutionized air travel. Likewise, the jet age also brought a significant change in Safety Card design and use.

Prior to the jet age, the vast majority of safety cards were geared towards water evacuation and use of life vests. However, these cards were usually limited for aircraft used in trans-oceanic operations. As a result, for aircraft used primarily overland, safety information was usually just a few small paragraphs in a “Welcome Aboard” type booklet or part of a route map.

In this article, we illustrate examples of safety cards issued for the first jets operated by major airlines of the time. The majority of cards featured were issued between 1959 and 1963.

This Northwest Orient EMERGENCY WATER LANDINGS from 1960 features their newly delivered DC-8 as well as DC-6 and DC-7.   The DC-8 was short lived with NW and were replaced by Fan-Jet 707’s by 1963 for trans-pacific operations.  This card was an extension of the”Ditching cards” used in the 1950’s.  In fact, NW used this design from the early 1950’s DC-4 operation and continued to the 707 and 720 fan-jets.

Pan American’s first safety card for the 707 was this large plastic bound card showing basic emergency exit procedures. Interestingly, it is lacking aircraft floorplans. The assumption is this was done to cover both 707 and DC-8 services. The card makes no specific reference to a B-707 or a DC-8.

TWA’s first card for the 707 featured a basic layout with a detailed floorplan.  It is interesting to see how much of the plane was dedicated to First Class in the early glamour days of Jet travel.

TWA’s first Convair 880 followed the same layout as the 707. Many of the early jets did not show how to open the exits.  On the Convair Jets, we can guess this may had something to do with the types notoriously heavy swing out doors.

Northeast Airlines first owned jet was also a Convair 880 .   The format followed close to TWA’s early cards of the era.  As TWA did  most of the heavy maintenance on the NE 880’s it makes sense that they would borrow TWA’s look.

American’s first 707 card had a similar look to TWA, but with a slightly different layout.  The 707 was the only aircraft type featured in this design.   I would think similar cards may exist for the 720 and Convair 990, however I have not seen any.

The next cards for all American jets came out in the mid-60’s  “Astrojet”.  This card was used on all Jet types in the fleet, 707, 720 and Convair 990.   The card indicates there is a ‘minimum of six exits’.  The 720 and 990 would have had 6 exits, while the 707 would have 8.

In my opinion, United had the nicest cards of the U.S. carriers for their early jets.   This DC-8 card featured a nice tail drawing on the cover.  An interesting feature of early jets is that the evacuation slides were often ceiling mounted and required extra handling to bring them into use.  From the mid 60’s onward, it was most common for evacuation slide to be housed in the door for automatic deployment.

The first Caravelle card also followed the same layout.  Unfortunately, these nice “Tail cover” cards would be short-lived.  By 1962, United would adopt its single card style which would be the norm for the fleet until 1977.  The second 720 card also followed this design.

However, United’s first 720 card doesn’t even look like a safety card on the surface.  Instead, it only subtlety brings your attention to  “things you should know.”

Apart from some basic life vest and oxygen use cards, Delta Air Lines did not have any true safety cards prior to the mid 1960’s.   The first known card to feature the Jets was this multi-fold card featuring all planes in the fleet.  There was also a large single card featuring  Delta fleet.  In the illustration above, I have included the panel for the Convair 880.  This card was probably quite confusing for the typical traveler.  In 1967, the FAA adopted a regulation requiring each individual aircraft type to have its own safety card.

National was another airline that used a fleet card  for early  jets. This example features the DC-8, 727 and Electra.  Prior to this there was a basic two-sided card from 1963 that showed only the exit location without any instructions.  One side was the DC-8, the other side featured the Electra.

Going North across the border, Trans Canada also had a fleet card booklet.  This card features several variants of the DC-8 and Vanguard.  Surprisingly, the Viscount was not included in this series of cards.  Take note of the Trans Canada mascot, Mr. Beaver, on this card.

Across the pond to England, BOAC issued many cards featuring the early jets.  Early BOAC jet cards were all fleet cards, but did feature aircraft floorplans. To my knowledge, there are no cards featuring the ill-fated Comet 1.  The above example shows the 707, Comet 4 and the big props of the time.

Iberia in Spain issued this simple card to welcome the DC-8 to the fleet.  Prior to this, Iberia often included their safety information with their Route Map pamphlets.

[Image from collection of Carl Reese]

The above example shows both of Lufthansa’s early Boeing jetliners.   The detailed floorplans and photographs of exits were a nice feature of early LH jet age cards.

SAS Scandinavian Airlines prominently featured this DC-8 graphic on the cover of its early jet age safety cards.   The card also featured prop aircraft and the Caravelle.

Safety cards of First Generation Russian passenger jets are quite rare.   Aeroflot, in fact did not issue safety cards with any regularity until the late 1970’s. The above example is a TU-104 card issued by CSA from Czechoslovakia.

In Africa, South African Airways issued this comical cover design for its early 707 cards. This is the second version.  The card was issued in English and Afrikaans with opposite side printing for each language as shown by the exit plan.

Also, from Africa is this unique card from Sudan Airways featuring it’s Comet 4. As Air India had the Little Maharaj as its mascot, Sudan Airways had Little Hassan.   This design was also used on a Viscount card.

Air India’s first 707 Card was labeled Service and showed a group of travelers enjoy a gourmet meal service while lounging in a life raft.   Something tells me this image would not be politically correct in today’s world.

QANTAS, like Air India and SAA, also used a comical cover for it’s first 707-100 aircraft.  Using the Knight as a mascot,  I assume the suit of armor is to be symbolic of the sturdiness  of the modern jet ??

In Asia, Japan Air Lines had issued several Water landing/Life Vest cards for its prop operations.  However, the earliest DC-8 card we can find is this card from the late 60’s featuring three variants (-30/50, -61, -62).   There is also a CV-880 card in this format.  

Finally, we venture to South America.  VARIG Brasil issued this thick plastic card which was used on board the Boeing 707 along with the DC-8 and Convair 990.  Note the over wing exit marked with an * indicating this exit was not on all aircraft.  (Convair jets only had one set of overwing exits)

LAN Chile issued this nice booklet.  While the image shows only the front and back cover, the interior pages had nicely drawn illustrations.

I hope you enjoyed the above selections.  I welcome any comments and additions to the theme of this article.