Written by Charlie Dolan

It is said that “all things must come to an end”, and so it is with our visit to the insignia of airlines of the British Isles. It’s not that there are no more carriers which were based there, but the ones already featured are the only ones represented in my collection. I still look for more, but the ones most coveted at the moment are the wings and cap badge of Hunting Clan Airlines. I have been after them for years, but so far none have turned up. Perhaps someday.

Before heading to other places around the globe, here are the insignia of the last ten carriers from Great Britain in my collection. I begin with Sir Freddie’s Laker Airways. I spent many evenings at Niagara Falls Int’l Airport working the Laker Skytrain flights as the passengers cleared U.S Customs and Immigration. While that happened, the aircraft was refueled and groomed before pressing on to Los Angeles. Shown in the article are a blue version of the insignia and a red version with two different cap badges.

Another visitor to KIAG was Lloyd International Airways , which operated charter flights using Boeing 707 aircraft. On several occasions, while we were searching the aircraft cabin, the crew members who had already cleared federal inspection came back aboard and proceeded to doff their uniforms and change into street clothes before heading out to view Niagara Falls. The phrase we heard often was “You guys are already married anyway”. Well, yes, but you are distracting us from our jobs.

I often wonder whether the running feet of Manx Airlines have anything to do with the absence of tails on the Manx cats.

Monarch Airlines and Thomas Cook Airlines were large operations which seem to have left the skies too early. Cook had been in the travel industry for many decades and perhaps that led to the downfall. The airline was part of a much larger operation which had staffed offices in many cities, incurring costs which could not be sustained. I heard that the internet had a lot to do with their demise. My wife and I did enjoy a flight with Thomas Cook from Manchester, U K to Orlando after a cruise to Iceland and a visit with friends who were stationed in Paris. We took Flybe from Paris to Manchester and Thomas Cook back to the States. The flight was excellent as was the service. I was sad to see them fold.

Silver City had a long history before going to British United Airways and used one of the nicer looking insignia I’ve been able to collect.

Tradewinds and Trans Globe were cargo operators and used the Bristol Britannia for their services.

Richard Branson’s Virgin Atlantic is represented with two versions of insignia. His carrier and Logan Air of Scotland are the only two of this group of air carriers still extant.

Who can offer a guess as to the future of the airline business after the world gets back to “normal”?

Written by Robert G. Waldvogel

Seeking to inaugurate transatlantic scheduled service from New York to complement its existing Martin M-130 Pacific routes from San Francisco (Alameda) to Hong Kong via Manila, Pan American Airways submitted a proposal for a long-range, four-engine, transoceanic flying boat. It would be capable of carrying a 10,000-pound payload on at least 2,400 statute mile routes against a 30-mph headwind at 150-mph. The proposals went to Boeing, Consolidated, Douglas, and Sikorsky. This was in February of 1936. As Andre A. Priester, its chief engineer, pointed out, “Flying boats carried their own airports on their bottom.”

The ultimately selected Boeing B-314 was a true, aerial ocean liner that was both efficient and elegant, and in a class of its own.

Befitting a mixed-mode vehicle, it employed ship construction techniques with a compartmented double bottom and full-depth, forward and aft, watertight bulkheads, producing a 106-foot overall length. The massive, three-section, high-mounted wing, which spanned 152 feet, was subdivided into a center, hull-integral section that extended beyond either side’s inner engine nacelles, and two outer, watertight sections. Its center wing spar, supported by the upper fuselage, featured both increased strength and internal volume, while its 4,200-gallon fuel capacity was distributed between wing center section and lower-fuselage extending “sponson” tanks. Appearing like mini-wings, these sponsons provided lateral, in-water stability, obviating the need for traditional floats, and alternatively served as passenger entry platforms leading to the cabin door. So cavernous were the main wings, that they contained interior catwalks to permit in-flight inspection and maintenance of both their structure and the state of the engines.

Powered by four, 14-cylinder, 1,500-hp Wright Cyclone R-2600-A2 piston engines housed in 69-inch-diameter nacelles and driving three-bladed, 14.9-foot-diameter, fully feathering Hamilton Standard propellers, the Boeing B-314 had an 82,500-pound maximum takeoff weight and a 23,500-pound payload capacity. Its service ceiling was 21,000 feet.

Subdivided into two decks, the flying boat featured a carpeted and upholstered-chair upper level stretching more than six feet in height and extending 21 feet in length. It was provision

ed with pilot, copilot, navigator, and radio operator cockpit positions; a master’s desk; a meteorologist’s station; crew sleeping bunks; and a baggage compartment which was partially located in the wing. Cockpit and cabin crew consisted of between 10 and 16 members. A starboard-positioned stairway provided inter-deck connection.

The sound-proofed cabin, itself subdivided, featured five, ten-passenger compartments; a single, special, four-passenger section; a deluxe bridal suite; a dining room; a full-service galley; a men’s restroom; and a ladies’ powder room. Passenger capacity ranged from 74 by day to 34 by night, in convertible berths.

Amid the blare of a brass band and a quay thronged with friends, relatives, messengers, reporters, and photographers, the first 22 passengers, having had their tickets, passports, and baggage checked (the latter restricted to a 15-pound maximum), filed down the long dock to which the B-314, immersed in Port Washington, Long Island’s, Manhasset Bay, was moored. The date was June 28, 1939, and the plane they boarded was the most mammoth and luxurious American airliner yet built, one that both internally and externally reflected the nautical heritage which had inspired it.

Piloted by Captain Rod Sullivan, who had previously operated the inaugural flight to Wake Island in the Pacific on the Sikorsky S-42, the transatlantic B-314 “Dixie Clipper” inched away from the dock at 1500 hours, local time.

Lumbering through Manhasset Bay, it executed its acceleration run, cascading water being pushed up behind it. Moving up “on step,” it disengaged itself from the surface, and the North American continent, leaving both behind at a 120-mph airspeed. When a post-departure engine check revealed good readings, the throttles were pulled back from the 1,550 to the 1,200-hp level, thresholding an initial climb to 750 feet, and then a secondary power reduction, to 900 hp, for a final ascent to altitude at 126 mph.

Aerially connecting the North American and European continents, the “Dixie Clipper” alighted in Horta, the Azores, and Lisbon, Portugal, before terminating in Marseilles, France, the following day after a flawless execution of the southern transatlantic route.

“Yankee Clipper” operated the first northern one on July 8 with 17 passengers. Fares were $375.00 one-way and $675.00 round trip.

According to Pan American’s June 24, 1939 timetable, the once-weekly, 3,411-mile northern crossing, operating as Fight 100, departed Port Washington at 0730, arriving in Shediac, New Brunswick, at 1230. An hour later, it took off for Botwood, Newfoundland, alighting at 1630, before redeparting at 1800 for the oceanic portion of the journey, touching down in Foynes, Ireland, at 0830 the following day and once again becoming airborne at 0930. It reached its Southampton destination at 1300. The return, Flight 101 left two days later, at 1400, and arrived in Port Washington, also at 1400, the day after that.

The longer, 4,251-mile southern route, operated under flight number 120, departed at 1200, transited Horta, the Azores and Lisbon, and arrived in Marseilles at 1500, two days after it left Long Island. The return, as Flight 121, departed at 0800 and touched down in Port Washington at 0700, also two days later.

World War II proved to be Port Washington’s enemy as a center of civil flying boat activity. Hostilities initially necessitated northern and southern route terminations in, respectively, Foynes and Lisbon, before the former was altogether discontinued on October 3, 1939, the last Manhasset Bay operations occurring with “Dixie Clipper,” “Yankee Clipper,” and “American Clipper” on March 28 of the following year.

Although Pan American ultimately transferred its Atlantic operations to North Beach (later La Guardia) Airport, longer-range landplanes, particularly in the form of Boeing’s own B-377 Stratocruiser, Douglas’s DC-6 and DC-7, and Lockheed’s Constellation, along with more suitable, paved runways, quickly eliminated the need for waterborne aircraft capabilities.

Brief though it was, the flying boat era constituted a glorious period of commercial aviation.

Written by Charlie Dolan

As I continued with my romp through the British Iles in my collection, I came up with these ten carriers for the May installation. Two of these airlines operated the De Havilland Comet after the fatal design flaws had been identified and corrected.  Those were Channel Airways and Dan-Air London. The Comet, redesigned after its introduction in the mid-1950s served BOAC well and went on to serve these carriers well as it did for Middle East Airlines, Mexicana, BEA, Olympic, and East African Airways.

Channel Airways, Dan-Air London, Jersey European Airways and G B Airways were scheduled carriers. Highland Express was conceived as a scheduled airline, but with a fleet of only one Boeing 747-400, that vision could not be realized. The remaining carriers were charter companies, with Heavylift providing specialized cargo services utilizing a fleet that included Shorts Belfast, Boeing 707, and Antonov AN124-100 aircraft.

Both Dan-Air London and G B Airways had their backgrounds in marine shipping and brokerage firms. Their insignia feature designs resembling the “house” flags of shipping lines.

Flying Colours, Excalibur, Donaldson and Invicta were primarily charter operations.

I’m sure not if the insignia of Highland Express is a pilot wing or a jacket brevet used by cabin or ground staff. It is one of the only insignia of that airline that I have seen. Any information about it would be appreciated.

Hope you enjoy this installation. More British carriers to follow shortly.

Written by Fabricio Cojuc

From the moment I first saw the Boeing 747SP as a 12 year-old kid I immediately loved it. The SP (for “Special Performance”), a shortened and lighter fuselage variant of the original 747, enabled airlines to perform ultra-long haul nonstop missions for the first time. Its chubby look made the “baby 747” particularly special (pun intended).

The first SP was delivered on 05.19.75 to launch customer Pan American World Airways. The famed “Clippers” were deployed mostly throughout its Pacific network. My replica fleet includes N534PA (MSN 21026, 05.07.76) “Clipper Great Republic” and N540PA (MSN 21649, 05.11.79) “China Clipper” (the name is also displayed in Chinese letters) in the classic airline colors, plus N533PA (MSN 21025, 03.05.76) “Clipper Young America” wearing the billboard updated livery and 50th anniversary titles. All wear the famous Pan Am reversed US flag.

Before its delivery, in late 1975 N533PA performed a world demonstration tour for Boeing. This frame is famous for having established a RTW speed record for a commercial aircraft in May 1976, completing a JKF-DEL-HND-JFK flight in slightly under 40 hours. It also became the first 747SP to be scrapped.

In 1985 Pan Am sold its Pacific division to United for $750 million, including all the SPs (11).

United’s B747SP N147UA (MSN 21548, 07.12.78, ex N538PA) is a very special frame, “Friendship One.” In January 1988 it beat the RTW speed record then held by a Gulfstream business jet. It flew a SEA-ATH-TPE-SEA routing in just over 36 hours. United’s fleet traditionally carried the titles “Friendship,” thus “Friendship One” named after a foundation created to raise money for unprivileged children (141 seats were sold on the flight, yielding a donation in excess of half a million dollars). Its forward section featured titles of the project’s sponsors, however these were not applied on the model. The livery, known as “Low stripe Saul Bass rainbow,” was worn by United’s fleet from 1988 to 1993, when “Battleship grey” appeared.

The revamped image, seen on N145UA (MSN 21441, 05.06.77, ex N536PA), contrasted sharply with the former livelier colors. It featured a grey upper fuselage and striped blue tail with a smaller sized logo. Thin pinstripes of orange, red and blue color separated the upper fuselage from a dark blue belly. The titles added the word “Airlines” for the first time, with the legend “Worldwide Service” also visible in the lower front section. This model does not feature the Star Alliance logo, first applied in 1997.

TWA, American Airlines and Braniff were the other three US commercial airlines that flew the SP. The first has proven elusive to add to my fleet so far, but the last two have a special place in my collection.

American’s 747 “Luxury Liner” SP fleet was comprised of two original TWA frames. N601AA and N602AA were introduced in 1986 and allocated mainly to the DFW-NRT and JFK-LGW routes until their retirement in 1994. The sharply polished model is N601AA (MSN 21962, 04.80, ex N57202), which ended its career as a training aid for emergency evacuations in Luxembourg in 2002.

For its part, Braniff International took delivery of three new SPs from Boeing between October 1979 and May 1980. These operated for a very short period of time only, given the airline went out of business in 1982. They were used mainly on the DFW-HNL and DFW-LGW routes. Plans to deploy them on DFW-NRT and DFW-BAH long-haul routes never materialized. My “baby orange” vintage model is N603BN (MSN 21785, 10.30.79). It ended up as a VIP transport with the Royal Flight Oman fleet (A4O-SO) and is still active after 41 years in service.

More good SP stuff to come in part two of this trilogy ….

Written by Robert G. Waldvogel

Its four-year reign was brief and tumultuous, with a high point representing what could have steadily been if ambitions had not exceeded expenses.  Yet, perhaps this carrier’s greatest legacy is that it sparked one of Long Island MacArthur Airport’s major development cycles, attracting passengers and, ultimately, other carriers, putting the fledging airfield, which had continually striven for identity and purpose, on the map.  The airline had the globe-suggesting name of Northeastern International Airways with the unlikely two-letter code of “QS,” although it never stretched further than the West Coast.  Its founder was Stephen L. Quinto and his intended goal was to place his footprint on Long Island MacArthur Airport.

One of the airfield’s long-term goals, as revealed by market studies, was the establishment of nonstop Long Island-Florida service to facilitate travel for those wishing to visit their sunshine state- retired parents, and to tap into the tourist trade seeking winter warmth.  Airline deregulation, along with Quinto, made both possible.

Leasing a former Evergreen International DC-8-50, registered N800EV, and operating it in a single-class, 185-passenger configuration, he inaugurated Long Island MacArthur (Islip)-Ft. Lauderdale service on February 11, 1982, charging low, unrestricted fares.  As an intercontinental aircraft, its relatively low fuel uplift, combined with a full passenger and baggage complement, enabled it to use 5,186-foot Runway 33-Left, from which it climbed out over Lake Ronkonkoma and departed Long Island over its South Shore. Complementary soft drinks and snack baskets of peanuts, cheese and crackers, sandwiches, and fresh fruit were served in the cabin.  Checked baggage was included in the fare.

The initial schedule entailed four weekly rotations to Ft. Lauderdale and one to Orlando, although a second aircraft, registered N801EV, made increased frequencies and destinations possible.

In Northeastern’s first year of operations, the airline carried more than 150,000 passengers and ended the period on a high note by transporting a monthly record of 32,075 in December, a figure attributed to weather-caused, Florida-bound flight cancellations at the major New York airports, and the subsequent bus transfer of stranded flyers to Islip.

Quinto attributed his carrier’s initial success to the trusted and proven concepts of service quality and low, unrestricted fares, along with filling a market gap that had been hungry for years.  For this reason, Northeastern adopted the slogan of “A lot of airline for a little money” and, because it served its hometown base of MacArthur, the company eliminated the commute to either JFK or La Guardia for eastern Nassau and Suffolk County residents, telling them “We’re one step closer to home.”

Although its corporate headquarters was in Ft. Lauderdale, Long Island remained its operational base.  After leasing two 128-passenger former Pan Am 727-100s, which were draped in pink and blue cloud liveries, it offered seven daily departures from Islip to Ft. Lauderdale itself, Hartford, Miami, Orlando, and St. Petersburg, which was a secondary airport to Tampa.  Nonstop flights were also offered from the Connecticut airfield.

Low-fare, deregulation-sparked momentum, once initiated, could not be arrested.  The following year, which entailed the acquisition of three longer-range DC-8-62s—including N752UA from United Air Leasing, OY-KTE from Thai Airways International, and N8973U from Arrow Air, saw service to 11 destinations and the annual transport of just under 600,000 passengers.

Yet, deviating from its thus far successful strategy and ignoring the tried-and-true “if it ain’t broke, don’t fix it” philosophy, Northeastern elected to tackle the “big boys” at airports such as JFK and acquire widebody aircraft, ultimately operating transcontinental services.  The widebodies themselves came in the form of four Airbus A300B2s in 314-passenger single-class, eight-abreast configurations: D-AIAD from Lufthansa in January (1984), D-AIAE from Lufthansa in February, F-ODRD from Airbus Industrie in May, and F-ODRE from Airbus Financial Services, also in May.  It became the second US airline after Eastern to operate the European type.

The strategy may have elevated the low-cost carrier with Long Island roots to a big player, but its over-expansion was defeated by insufficient cash flow.  Although it had earned $64.7 million in revenues in its fiscal year ended on March 31, 1984, it recorded a $5.2 million loss.

Its non-financial statistics told another story.  By the summer, it operated 66 daily flights to 17 US destinations with a three-type, 16-strong fleet, including 727-200s from the likes of Mexicana de Aviación and VASP, and employed 1,600 personnel.

Its June 1984 system timetable encompassed Boston, Ft. Lauderdale, Hartford, Islip, Kansas City, Las Vegas, Little Rock, Los Angeles, Miami, New Orleans, New York-JFK, Oklahoma City, Orlando, St. Petersburg, San Diego, Tulsa, and West Palm Beach.

Yet gravity is not the only element to cause an airborne object to descend, even those with wings.  Finances equally provided—or, in this case, nullified—lift, sparking a rapid descent.  Another $4.4 million was lost during the third quarter that ended on September 30, 1984 and with it began the survival-mode strategy of eliminating aspects which could no longer be monetarily supported, including the layoff of 450 employees and the return—it was actually a repossession—of the A300 fleet.

Viewing his once rapidly rising carrier as a jigsaw puzzle, Quinto attempted to keep its picture whole without its forcibly removed pieces and replace them with what he could scrounge.  Like plugs pulled from Northeastern’s rapid rise, the lights outlining its structure blacked out.  Destinations were eliminated, reservation lines were severed, flights were cancelled, bills were not paid, and passengers were left stranded.  On January 3, 1985, the three-year, low-cost carrier fell to the same fate as Braniff, filing for Chapter 11 in a Miami Bankruptcy Court with $28 million in assets and $48 million in liabilities.

The last glimmer of hope came at the end of that same year with a $1 million loan and the lease of a single MD-82 from Alisarda, registered HB-IKL.  Yet Northeastern’s final light was doused in early 1986, drowned by liquidation, but such was not necessarily the case for the Long Island airport that had spawned it and to which its legacy was left.