Author Archive

Airline Aircraft Art on Postcards

Written by Marvin G. Goldman

From the early days of aviation to the present, many airline postcards have featured artistic expression in promoting destinations and highlighting their aircraft.  This article covers a selection of aircraft art postcards from a variety of airlines and artists.

Postcard showing a mural by aviation artist Mike Machat, dedicated in 2012, at the Museum of Flying, Santa Monica, California. The mural is 20 feet wide (6.1m) and depicts Douglas Aircraft types from the DC-1 to the DC-10. Oversize postcard, issued by the Museum of Flying.

Mike Machat is one of the world’s leading aviation artists and was the first president of The American Society of Aviation Artists.  He is well known to participants in the World Airline Historical Society and related Airliners International shows.  Mike was the keynote speaker at the Airliners International 2014 LAX banquet, and hosted an airline art exhibition at the AI 1992 show.  He has illustrated numerous airline books, including several written by Ron Davies, and authored ‘The Art of Mike Machat: Painting Aviation’s Legends’ (Specialty Press, 2016).  His airline art also appears on several other postcards, including the following:

Eastern Airlines Douglas DC-8-21 N1801.  Aviation World card AACS-1.  Artist: Mike Machat, California, U.S.

Finnair Douglas DC-10-30.  Airline issue, oversize postcard.  Part of a series of 13 postcards of different aircraft types flown by Finnair, each illustrated by Mike Machat.

Let’s turn now to a selection of aircraft types on postcard art, progressing from older to newer aircraft and featuring different airlines and artists.

Compagnie des Grands Express Aeriens Latécoère Breguet XIV F-AEIZ.  Publisher Shinsai-do.  Artist: Masao Satake, Japan.

 

Instone Airlines (a predecessor of Imperial Airways) De Havilland 34, flying over Croydon U.K. airport about 1926.  Modern card produced by Croydon Airport Society.  Artist: Kenneth McDonough, U.K.

 

Florida Airways (a predecessor of Eastern Air Lines) Stout 2-AT Pullman, ‘Miss Tampa’, flying over the coastline between Fort Myers and Tampa, Florida.  #28465.  Artist: Keith Ferris, U.S.  Keith Ferris is a founding member of The American Society of Aviation Artists.

Ansett Australia Fokker Universal VH-UTO.  Issued by Fokker, card B006.  Part of a commission by Fokker to document the complete range of their production.  Artist: Serge Stone of The Netherlands.

Societa Aerea Mediterranea (S.A.M.) Savoia-Marchetti S.71.  Airline issue, about 1931.  Artist: T. Corbella, Italy.

Imperial Airways Short ‘Scipio’.  Published by Salmon, U.K., no. 4106.  Artist: C. T. Howard, U.K.

Imperial Airways Armstrong-Whitworth ‘Argosy’, G-EBLF.  Publisher postcard #FSM103666/219.  Artist: Colin Ashford, U.K.  Ashford was a founding member of the Guild of Aviation Artists in the U.K.

Pan American Sikorsky S-40 ‘American Clipper’ departing Dinner Key, Florida.  Airline issue.  Part of a series of art postcards depicting different Pan Am aircraft.  Artist: John T. McCoy, U.S.

LOT Polish Airlines Lockheed L-14H Super Electra SP-AYB.  Airline issue.  Part of a series of art postcards depicting different LOT aircraft.  Artist: Janusz Grabianski, Poland.  Grabiaski was also a noted illustrator of children’s books, and many of his illustrations for LOT postcards include children and pets in the scene.

CSA Czech Airlines Douglas DC-3.  Airline issue, oversize postcard.  Artist: Vladimir Bidlo, Czech Republic.  Bidlo has illustrated many of CSA’s aircraft, including a set of 16 continental-size cards with informational backs issued by CSA in 2003 for its 80th anniversary.

EL AL Curtiss Commando C-46.  Airline issue.  Part of a set issued in 1979.  Artist: Danny Shalom, Israel.

MALEV Hungarian Airlines Ilyushin IL-14.  Airline issue.  Part of a series of postcards on MALEV aircraft.  Artist: Akos Bánfalvy, Hungary.

Trans World Airlines (TWA) Douglas DC-4 over Lake Geneva, Switzerland.  Airline issue.  Part of a set of aircraft/destination postcards.  Artist Manlio D’Ercoli, Italy.

Air Katanga Douglas DC-4 OO-KAT (formerly SABENA OO-ADN).  The back of this rare card has Katanga postage stamps showing the aircraft, postmarked Elisabethville (now Lubumbashi, Dem. Rep. Congo) on 1 August 1961.  Artist unknown.

KLM Lockheed L749 Constellation, PH-TER, over Java, Indonesia.  Skyliner postcard no. 10.  Artist Thijs Postma, The Netherlands.  Thijs Postma is one of the most noted aviation artists and has illustrated several aircraft postcards of KLM and Martinair.  He participated in the aviation art exhibition at Airliners International 1992, Orange County, California.

British West Indian Overseas Airways Vickers Viscount at Piarco Airport, Trinidad.  Airline issue by BWIA.  Oversize postcard.  Artist: David Moore, Texas, U.S.

Aeroflot Tupolev TU-114, CCCP-75712. Airline issue. Aeroflot has issued several postcard sets of its aircraft depicted in art form, but the artists are not identified.

VARIG Hawker Siddeley HS-748 Avro, PP-VDU.  One of a series of aircraft art postcards published by the Artist, Nelson Francisco Anaia, Brazil.

United Airlines Sud-Aviation Caravelle VI-R.  Airline issue and part of a large postcard set of United’s aircraft from inception to the 1970s.  Publisher Johns-Byrne Co., Chicago, early 1970s.  Artist: Roy Anderson, U.S.

United Airlines Douglas DC-8.  International Airlines Museum Historical Post Card #3.  Artist: Tom Kalina, U.S.  Tom Kalina has provided airliner art for several of the Captain’s Log issues of the World Airline Historical Society and has also been active at Airliners International shows.  He is a member of The American Society of Aviation Artists.

AVIANCA Boeing 720B.  Airline issue, 1969.  Artist: Roberto Sanmartin, Colombia.

Air France Concorde.  Airline issue.  No. 4 in series interpreting “The Fine Art of Flying”, 1988.  Artist: Jacques Monory, France.

 

Trans-Canada Airlines Lockheed L-10A Electra, with Air Canada Boeing 767.  Air Csnada issue on its 50th anniversary, 1987.   Artist: Robert Bradford, Canada.

QANTAS Airways Boeing 747-300 in “Nalanji Dreaming” livery.  Published by Artist Terry Johnson, born U.S., studio in Australia.

Singapore Airlines Airbus A380.  Airline issue, an example of computer art.  Today, many aviation art postcards are produced by graphic designers using computer software.

Speaking of computer graphic art, note that the most recent publicity postcards issued for the annual Airliners International shows have been designed by U.S. aviation artist Chris Bidlack.  Here is an example of his art for these shows:

Airliners International 2021 Phoenix show card. Artist Chris Bidlack.

I hope you enjoyed this selection of postcards showing passenger aircraft art.  There are many more postcards of this type available.  Also, there is a whole other category of airline art postcards that emphasize destinations served or contain other advertising – all of which can form a beautiful collection.

All the postcards shown are from my collection.  They are standard or continental size except when stated to be oversize.  I estimate their availability as follows:  Rare: the S.A.M. S.71 and Air Katanga cards; Uncommon: the Florida Airways Stout 2-AT, Imperial Scipio, TWA DC-4, BWIA Viscount and Aeroflot TU-114 cards.  The rest are fairly common.

If you have any comments on my articles, I would be pleased to hear from you.  Just email me, Marvin Goldman, at worldairsociety@aol.com.

Until next time, Happy Collecting

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Airlines of Great Britain — Part 1

Written by Charlie Dolan

I began the year 2021 with the first article about British carriers featuring Imperial Airways and the subsequent BOAC, British, and British Airways. Over the next few months, I plan to highlight some of the many other airlines, which were formed over the years in Great Britain. Some were small, some large. Others lasted only a few years before succumbing to bankruptcy or merger and others are still in business.

So, while my wife is watching the super bowl, I’ll press on to the skies of England, Scotland and Wales.

Ace Freighters / Ace Scotland 1964–1966 (5 aircraft)

Air Europe AE AOE 1979–1991

Air UK   UK UKA 1980–1998

Airlines Cymru (Wales) AK CYM 1984–1988

Airtours (became My Travel). VZ MYT 1990–2008

Alidair (Scotland) 1972-1983

Aurigney Air Services GR AUR 1968–present

B K S (named for founders: James Barnby, “Mike” Keegan and Cyril Stevens) 1952–1970 merged into Northeast

B E A British European Airways BE BEA 1946–1974 (merged into BOAC)

British Caledonian BR BCC 1970–1988

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The British Are Coming

Written by Charlie Dolan

Now that we’re entering a new year, I thought that I’d re-locate to another part of the world. I was born on Long Island, NY, went to high school on Manhattan Island and finished my career on the islands of Bermuda, so I thought a trip to the British Isles would be in order. I have quite a few insignia from those islands in my collection, so they might take care of most, if not all, of my 2021 contributions.

I usually try to submit images in alphabetical order, but because they pretty much were the flag carriers of Great Britain, I will begin with the insignia worn by Imperial Airways (1924 – 1940) and those of British Overseas Airways Corporation and British Airways.

Imperial Airways operated between 1924 – 1940, greatly reducing the time it took to reach all areas of the Commonwealth. The routes were operated by land and sea planes and connected London with the empire both east and west.  With the advent of World War Two approaching, the major carriers of the U.K. were merged into British Overseas Airways Corporation. In anticipation of this merger, the insignia of Imperial Airways were modified to remove the letters “I” and  “A” from the center shield while new insignia were designed for BOAC.

BOAC operated between 1940 – 1974 when it merged with British European Airways to become British Airways.  Over the years, the BA insignia have changed many times. The first BA insignia was very ornate with quite a bit of gold bullion thread and a three colored shield at the center of the wing and cap badge. There is also a metal version of this first BA insignia. The Next version was very plain in comparison with silver bullion thread on blue material. The center of these wings featured  a “speedmark” or “servicemark”  in red or white / red thread.

British Airways current wing is a well made silver item which looks very substantial.  I do not know if there is a metal hat badge or the silver threads badge has been retained. There have been several replica wings offered on Ebay, but I do not want one of those so I’m hoping that someday a real wing will find a place in my collection.

I was told many years ago that the insignia worn by Commonwealth engineering officers have purple fabric at the center of the wings behind the “E” and between the rank stripes on their sleeves and epaulets in tribute to those engineers who remained at their stations as the RMSS Titanic sank. I have recently read of a challenge to this theory, but I still put it forward.

Imperial Airways cloth wing insignia and cap badge

Imperial Airways metal wing

Metal wing without “IA”

Bullion wing without “IA”

 

BOAC wings and cap badges in metal and fabric with bullion thread.

British Airways first issue with metal and bullion thread cap badges

British Airways recent issue insignia with silver thread on blue material and showing two different center designs

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A miniature B747 retrospective on Cathay Pacific’s livery evolution (1970s-2010s)

By Fabricio Cojuc

As a teenager my adoration of the Boeing 747 ignited a lifetime passion for the aviation industry. What began as a very modest 1:600 scale diecast model collection in the early 1970s has grown exponentially in size and personal commitment.  My focus over the past two decades has been on building up an eclectic 1:400 scale commercial airplane replica fleet, with a preference for special or unique liveries involving of course the B747, with Cathay Pacific at the very top of my list.

The Hong Kong based carrier operated different variants of the B747 for 37 years, beginning in June 1979 with the rollout of its first aircraft.  B747-267B, line number 385, was fittingly registered VR-HKG and wore its magnificent 1970s/80s livery, including a prominent green color, owner Swire Group’s logo in front and the British flag in the upper tail.

With the handover of Hong Kong to China in July 1997 Cathay Pacific undertook a bold image evolution and livery makeover, reflecting a modern and stylish look. Delivered in September 1997, its first -400 series, B747-467 line number 1033 was registered VR-HNI for a short time only, as all VR- registered aircraft transitioned to China’s B- registry by the end of 1997 (B-HNI is applied on this model). The Swire Group logo was redeployed to a less visible spot aft of the last lower-deck window.

To commemorate Hong Kong’s new status, B747-267B (B-HIB) was unveiled on July 1 in stunning special colors. It featured the titles “The Spirit of Hong Kong 97” on the right side and its Chinese equivalent on the left side of the aircraft, a rendering of the city’s famous skyline on both sides and a traditional Chinese brushstroke character in the middle. It was retired in 1999 as the airline continued to build up its younger –B747-400 series fleet.

On July 5, 2002 special-liveried Boeing 747-467 (B-HOY) was rolled out, carrying “Asia world city” titles. Brand Hong Kong (its dragon logotype clearly visible) was launched as a government marketing initiative to develop Hong Kong´s image as a world class city, and what better way than to use a stunning globe-trotter flying billboard. This livery was removed in 2008 in favor of a B777-300ER.  The -400 series was phased out in October 2016, leaving Cathay with a cargo only B747 fleet since then.

Cathay Pacific received its first of fourteen new generation 747-867F cargo aircraft in November 2011. Line number 1427 (B-LJA) was delivered in the beautiful “Hong Kong Trader” livery in celebration of the airline’s new cargo terminal completion. The name was inspired from its very first 747-267F, dating back to the early 1980s. Elements of both B-HIB (city skyline) and B-HOY (Brand Hong Kong dragon logo) are visible on the fuselage, which was repainted in August 2018 into the latest image.

The current livery was implemented in late 2015. A variation of the former color scheme, it preserves the fundamental green/grey/white color combination and incorporates brush-winged markings, as displayed by B747-867F B-LJN.

Thanks to these great miniatures Cathay Pacific’s B747 legacy can be preserved and cherished.

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Airports for the Supersonic Age – Part 1: Planning for SSTs

Written by Marnix (Max) Groot

Published: October 6th, 2019 | Updated: January 31st, 2020
Original article published in airporthistory.org

Dawn of the supersonic age

​In the late 1960s, the expectation was that, by the late 20th century, the majority of long-haul passengers would fly in supersonic aircraft.

At the time, all major aircraft manufacturers in Europe, the US and the USSR were developing concepts for ‘supersonic transport aircraft’, or SST. The largest SST model, the Boeing 2707 would carry 300 passengers, which was 60 passengers less than the first 747 in a three-class layout. The Anglo-French Concorde carried between 92 and 128 passengers.

In anticipation of this development, Boeing designed the 747 with the characteristic hump, so that it could be easily converted into cargo aircraft if its design became obsolete for passenger transport.

A 1967 Boeing image showing a contemporary 1960s airport concourse, surrounded by existing Boeing models at the time: the 707, 727 and 737 as well as its upcoming Boeing 747 and the supersonic Boeing 2707. With a length of 306 feet (93 meters), the Boeing 2707 was quite a bit longer than the 747 at 231 feet (71 meters).

Despite their spectacular design and performance characteristics, SSTs were designed to make use of existing runways and terminals. ​ However, SSTs did still have an impact the design of airports, or to be more specific, their location. SSTs were extremely noisy. Hence, new airports that were expected to handle SSTs were often planned far away from the cities they served.

In this article, we will examine how some prominent airports in the late 1960s prepared for the supposedly inevitable takeover of the SST!

East Coast

NEW YORK

Being a world city and the primary US international gateway, New York was destined to become the SST capital of the world, with both US and foreign flag carriers operating supersonic service to cities and around the globe.

New York’s Kennedy Airport was the main base for Pan Am and TWA, America’s most prominent international airlines at the time. Both airlines had options on Boeing’s SST as well as the Anglo-French Concorde. In the late 1960s, both airlines commenced expansion projects of their terminals, that were prepared to accommodate the new generation of wide-body aircraft and SSTs.

Read our full history on New York’s Kennedy Airport. Read more about the early days of the Pan Am terminal and TWA Flight Center.

Pan American Airlines, America’s de facto flag carrier, always was on the cutting edge of aviation. The airline had 15 options on the American built Boeing 2707 and 8 options on the Concorde.

A 1968 image showing a model of the upcoming expansion of the Pan Am terminal, which would be renamed the Pan Am Worldport. A Pan Am Concorde is parked at the gate, while a Boeing 2707 is taxiing by.

An advertisement announcing the expansion of the TWA Flight Center. Specific mention is made of SSTs.

A beautiful artist’s illustration of a Concorde in TWA livery. The airline had an option for six aircraft. TWA also optioned 12 Boeing 2707s.

MIAMI 

Miami, being the gateway to Latin America and a major base for long-haul Pan Am flights, was expected to become a major SST hub. Miami International Airport was located in the middle of built up areas and SST noise was expected become a major issue.

In 1968, the decision was taken to build a huge new airport in the Florida Everglades, which planners envisioned would become a major intercontinental SST hub. The “Everglades Jetport” would have been five times larger than New York’s Kennedy Airport. ​

The airport was planned to have six runways in its final layout and would be connected to Miami by an expressway and monorail line.

Initially, the Everglades Jetport would supplement Miami International Airport but in the long term it would replace it completely. After completion of the first 10,499-foot (3,200-meter) runway in 1970, construction was halted due to a scathing environmental impact report. Named the Dade-Collier Training and Transition Airport, the airport nowadays is used as an aviation training facility.

We will soon post a separate article about the Everglades Jetport as part of our “Never Built” series!

A November 1970 aerial of the only completed runway of the Everglades Jetport. After cancellation of the project the airport lived on as a training facility.

Snapshot from a 1968 brochure announcing the Everglades Jetport project. The airport would have had six runways in its final layout and would have been five times bigger than New York’s Kennedy Airport.

West Coast

LOS ANGELES

As the third largest US city at the time (now second largest), Los Angeles was surely to become a major destination for SST jets. Due to the location of LAX, noise considerations were also a major concern, even though most take-offs would have been over the ocean.

In 1968, the city started a search for suitable locations for a large-scale airport, which would supplement LAX and could accommodate SST jets.

One potential solution was the construction of an airport, two miles offshore, which could host SST operations without any noise problems.

Finally, however, planners chose to develop a new airport on a site near Palmdale, 62 miles (100 kilometers) north of Los Angeles. The city purchased 17,000 acres of land west of Air Force Plant 42, to develop what would be named Palmdale Intercontinental Airport, a mega jetport with four parallel runways.

Although a small passenger terminal opened in 1971, the scheme never came to fruition.

A separate article on Palmdale will be launched in the future as part of our “Never Built” series!

This Lockheed promotional image showed how a SST could park at one of LAX’s existing satellite buildings. Note that aircraft still parked parallel to the concourse.

An artist’s impression of the supplemental offshore airport serving LAX. The airport would be connected to the existing airport (bottom right) by means of a tunnel. The concept never got beyond the planning stage.

SAN FRANCISCO

Being a major international gateway as well as a base for both Pan Am and TWA, San Francisco International Airport was projected to welcome significant SST traffic. This is evident in San Francisco International Airport’s 1967 draft master plan. Many of the stands on the newly built and reconfigured concourses show SSTs.

The master plan report mentions that the planners made a special trip to Boeing in Seattle to view the mock ups of the Boeing 2707 (as well as the 747) in order to obtain first-hand knowledge of the problems and possibilities of handling the new generation of aircraft.

Although SST noise was a concern, it was a bit less pressing than at other major airports around the nation. Due to its location bordering San Francisco Bay and its runway configuration, most SST flights would have been able to both land and take-off over the Bay.

A 1967 draft master plan for the future development of San Francisco International Airport. It’s evident that planners considered the SST in their plans with several stands being suitable for this new generation of aircraft. Can you spot them?

Mid-America’s jetports

HOUSTON, KANSAS CITY, DALLAS

Contrary to the coastal US cities, most cities in the Midwest and South had an abundance of space to build new airports.
In the late 1960s and early 1970s, a new generation of large-scale ‘jetports’ opened in the American heartland: Houston Intercontinental (1969), Kansas City (1972) and Dallas-Fort Worth (1973).

They were designed in the mid-to-late 1960s, at the height of the SST hype and when air traffic was growing by 15% annually. These airports were located far way from the cities they served and had almost unlimited possibilities to expand.

In 1966, Dallas-based Braniff International Airways took an option on three Concorde aircraft. This is reflected in the 1968 DFW master plan, which indicates various stands with parked Concorde aircraft.

Many design decisions for the new Kansas City Airport–whose terminals bore a strong resemblance to those of Dallas-Fort Worth–were driven by TWA, who operated a major base there.

The airline envisioned the new airport as a major intercontinental hub serving the heartland, using its fleet of 747s and SSTs.

In the near future, we will post full histories on the old and current airports of Dallas, Houston and Kansas City!

The January 1970 issue of Architectural Digest presented the new Houston Intercontinental Airport as an airport for the supersonic age.

This 1973 print called “Airport of the Future” by artist Wilf Hardy shows an SST flying over the new Dallas-Fort Worth Airport. I wonder what ”AOL” stands for?

A Concorde is preparing to land (or crash?!) on this artist’s impression of the future Kansas City Airport, which was conceived as a intercontinental hub for TWA.

Canada

MONTREAL 

​​In the late 1960s, at the height of SST development, the Canadian city of Montréal was one of North America’s most important international gateways–many inbound flights from Europe on their way to cities like New York, Chicago and Houston made a stopover at Montréal’s Dorval Airport.

The airport was quickly becoming saturated and planners started looking ahead. They assumed that traffic would grow with 15% annually into the foreseeable future and that the majority of people would be transported in SST aircraft.

Based on that assumption, it was decided to build a vast new airport one hour north-west of Montréal. In its final layout, the airport would boast six runways and six passenger terminals. A large buffer zone was established around the airport to ensure noise would never become an issue. The first phase of Montréal Mirabel Airport opened on October 4th, 1975.

A fantastic artist’s impression of Mirabel in the final layout. The airport would boast six runways, six passenger terminals and vast cargo and maintenance areas. The first terminal to be built was located in the top middle of the image.

Europe

Contrary to the American heartland and Canada, space in Europe comes at a premium. The development of large-scale greenfield airport projects is generally very difficult in Europe.

With the advent of the Jet Age and SSTs dominance on the horizon, several European capitals, such as London, Paris, Amsterdam and Copenhagen sought to build new airports.

LONDON

Similar to New York, London was slated to become one of the busiest SST hubs. In 1964, the UK’s long-haul flag carrier BOAC (later British Airways) declared the intention to buy eight Concorde aircraft.

Heathrow, London’s primary airport, was located in the city’s western suburbs and aircraft noise was becoming a major concern. In addition, with traffic booming in the 1960s, both Heathrow and Gatwick were thought to reach capacity well before the end of the century. Hence, the construction of a third London airport was deemed necessary.

In 1971, the government selected Maplin Sands, located in the Thames Estuary, as the location for a new four-runway airport. With takeoffs and landings taking place over open water, London Maplin, would have offered an effective solution for the SST noise issue.

However, in late 1973, the Maplin scheme was abandoned due to rising construction costs and falling passenger demand due to the oil crisis.

We’ll be publishing a separate article on the search for a third London airport in the near future.

A rare artist’s illustration of the unbuilt London Maplin Airport, which was planned to be built on reclaimed land in the River Thames estuary.

PARIS

​Similar to New York and London, Paris was bound to see plenty of SST operations. In 1964, Air France, declared the intention to buy eight Concorde aircraft. Air France’s home base, Paris Orly Airport, was nearing capacity and was located in the middle of built up areas, making it unsuitable for the operation of noisy SSTs.

In 1964, the French government gave the green light to build a new Jet-Age airport north-east of Paris. Planning work on Roissy Airport, named after a nearby village, started in 1966, when it seemed sure that 747s and SSTs would soon rule the skies.

In its final layout, the airport would boast five runways and five massive, futuristic, round terminal buildings, the perfect setting for the SSTs. Seemingly to match the high speeds in the air, the airport’s design was optimized for high-speed circulation, loading and unloading of aircraft. Roissy, renamed Paris Charles de Gaulle Airport, opened for service in March, 1973.

A fantastic artist’s impression of Phase 1 of the “future” Paris de Gaulle Airport, an airport that was designed with both SSTs and 747s in mind.

South America

RIO DE JANEIRO

In the late 1960s and 1970s, Brazil enjoyed very high rates of economic growth. People started to speak about the “Brazilian miracle”. During this period, the government made large scale investments in infrastructure and industry.

​It’s within this context that in 1967, a study into the large-scale expansion of Rio’s Galeão Airport was commenced. As Brazil’s major tourist hub, Rio de Janeiro was expected to see its fair share of SST service. The government engaged Aéroports de Paris–the same organization that designed the brand new Paris de Gaulle Airport–to design a state-of-the-art gateway to Brazil.

The expanded Galeão Airport, called “The Supersonic Airport”, opened in 1977, almost three years behind schedule.

An artist’s impression of the expanded Galeão Airport. If you look closely however, you can count four Concordes on the ground. Note the similarity of the taxiway design to that of Paris de Gaulle.

To be concluded in Part 2!

Click here for Part 2, where we will continue the supersonic story and see how things actually worked out for the SST and how SST service was at airports around the world!

Share your thoughts on this article below!

 

 

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A Few More European Carriers to Close Out the Year

Written by Charlie Dolan

Now that the holiday season is fast approaching, I decided to put together a few more images of carriers from Europe to share with the members of the society.  I spent a few hours over several days going through my records to determine which airlines I have included in past postings. My objective is to prevent duplicating images in the Log which I have done in the past. If anybody thinks I have missed or ignored a particular air carrier which they would like to have seen in he Log, let me know and I will upload it to the log, providing hat I have it to share.

Next year I plan to feature the British Isles, Scandinavia and, if I am quick enough with my writing and imaging, Mexico.

So, as Monte Python used to say, “Off we go”.

Balkan Bulgarian Airlines LZ LAZ 1947 -2002

Belavia Belarusian Airlines B2 BRU 1996 –present

CityBird (Belgium) H2 CTB 1996 – 2001

Croatia Airlines OU CTN 1989 – present

Deutsche BA DZ BAG 1992 – 2008

D L T CL CLH 1952 – 1998 Now Cityline of DLH

DutchBird 5D DBR 2000 – 2004

Finnair AY FIN 1923 (as Aero O/Y) – present

JAT Jugoslovenski Aerotransport JU JAT 1947 – 2013 Now Air Serbia

Kar Air (Finland) KR KAR 1947 – 1996 To Finnair

Malev Hungarian Airlines MA MAH 1954 -2012

Sobelair(Belgium) Q7 SLR 1946 – 2004

Spantax Spanish Air Taxi Lineas Aereas S.A. SZ BSX 1959 – 1988

Tarom (Romania) RO ROT 1954 – present

T E A Trans European Airways HE TEA 1971 – 1991

Tyrolean Airways VO TYR 1980 – 2015 To Austrian Airlines

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Collector Alert – Fake Junior Wings

Written by Lane Kranz

With the popularity of online shopping we have seen a rise in fake merchandise on websites such as eBay.  Unfortunately, our little collectors’ niche is not immune to this trend.  I recently saw a few of these wings sold on eBay for very high prices and was very upset.  I wanted to share the 4 known Fake Junior Wings with you in hopes of preventing these wings from ending up in your collections.

As of this writing, there are 4 known Fake Junior Wings:  Virgin Atlantic, TACA, Rich International and Falcon Air Express.  Each of these wings appears to be a junior wing from another airline that has a laser printed logo placed in the center with a clear epoxy resin applied over the top.  Buyer beware—these are fakes.   Thanks for reading and for collecting real junior wings!

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The Plane that Smiled Back

Written by Emma Rasmussen

Few airlines in the twenty-first century can provide the same friendly allure that the airlines of decades past once exuded. One such example of this seemingly forgotten vibrance and zeal is Pacific Southwest Airlines (PSA). Sporting an iconic “smile” on the noses of their aircraft, it is hardly any wonder their slogan was “The World’s Friendliest Airline.” Throughout the 1970s and 1980s, their smiley airliners, adorned with colorful cheatlines, proudly served the state of California. Headquartered in San Diego, PSA became the way to fly in the Golden State.

PSA’s humble beginnings can be traced back to the years immediately following World War II. Kenny Friedkin, an American aviator, and businessman founded the airline and set the tone for its colorful culture. Friedkin had previously attempted to start an airline known as “Friedkin Airlines,” but this venture failed. PSA was his second and successful attempt. Friedkin’s new airline began offering a weekly round-trip flight from San Diego to Oakland and Burbank. A single DC-3 was leased for $1,000 USD per month.

By the 1950s, PSA’s fleet had grown and been modernized. Friedkin replaced his DC-3s with DC-4s, and painted rectangles around the windows so they more closely resembled the newer DC-6 (which had rectangular windows). At the end of the 1950s, the operation had evolved. An average of 37 flights across California were conducted, with a fare of $9.99 USD. When larger Lockheed L-188 Electra’s joined the fleet PSA instantly overtook its competitors by carrying more passengers between Los Angeles and the Bay Area than any other airline. PSA’s fleet would become even more advanced with the introduction of the Jet Age.

Between 1965 and 1970, PSA took delivery of several new Boeing and Douglas jet airliners, replacing its fleet of propeller aircraft. Between 1974 and 1975, PSA operated two Lockheed L-1011 Tristars. The operation of this twin-aisle airliner would make PSA the only intrastate airline to operate a wide-body airliner. The Tristar was particularly unique for PSA at the time, as it featured a luxurious lower deck lounge. Despite these major fleet updates, PSA was faced with stiff competition from Air California (later “AirCal”), it’s fellow Golden State intrastate airline and largest rival.

PSA and Air California operated the few remaining Lockheed Electra’s in their fleet (in PSA’s case L-188’s that were re-purchased after its original Electra’s was retired) to provide flights into Lake Tahoe Airport, which had a jet ban until the 1980s. PSA retired it’s Electras, as did Air California when the jet ban was lifted. PSA never returned to this hot destination, but AirCal recommenced flights with all new McDonnell Douglas MD-80s and Boeing 737-300s. PSA focused on expanding its business model to other neighboring states after the Airline Deregulation Act of 1978 took effect. AirCal soon followed suit.

PSA’s new pastures included Albuquerque, Phoenix, Tucson, Reno, Las Vegas, and Salt Lake City. The maturing airline installed automated ticketing and check-in machines at its various destinations. PSA had planned to expand further east through the purchase of assets from Braniff International Airways, a struggling Texan airline. Unfortunately, this transaction did not come to pass, and PSA expanded to Idaho, the Pacific North West, and small under-served airports throughout California. The introduction of the BAe-146 in the early 1980s enabled PSA to expand within California.

One can attribute PSA’s success to their affordable intrastate business model, which Southwest Airlines later pursued upon its own founding. However, it is important to note that PSA had a pleasurable company culture that made it unique. Friedkin, the airline’s founder, was known for his laid-back attire and assortment of Hawaiian shirts. Management encouraged crew members to joke with passengers and provide extravagant customer service. The airline introduced flamboyant, yet flattering uniforms for their stewardesses, which matched the airline’s branding. PSA’s corporate culture inspired Herb Kelleher, the founder of Southwest Airlines. Kelleher implemented many of PSA’s innovations in his own airline after ample studying.

Today, PSA’s legacy lives on as a nostalgia livery for American Airlines and the inspiration for Southwest Airlines. In 1988, PSA completed its merger with USAir, which eventually became US Airways. By the mid-1990s, PSA’s original route network had completely ceased to exist within USAir. After several more airline mergers, PSA eventually found a place in American Airlines’ heritage. PSA may no longer exist, but it remains a colorful part of aviation’s extensive and storied history.

Originally published in Horizons – Embry Riddle Aeronautical University

Photos  from the Jon Proctor collection & WikiMediaCommons

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Book Review: Aircraft Display Model Collector Investor and Appraisal Guide

Aircraft Display Model Collector Investor and Appraisal Guide

By Henry Tenby
Self-published
ISBN 9781926714011
163 Pages

Review by Shea Oakley

I have been collecting airliner models since I was old enough to point up at the sky and say “plane.” That is about 50 years. During this time a precious few of them have been what I always called “airline ticket office” or “travel agency” models. These were the kind of big replicas I remembered from the 1970’s. In those early childhood days, my dad and I would walk down Fifth Avenue in New York City once a year so I could collect ticket folders from the often beautifully appointed ticket offices which, for a long time, lined that street representing every major world airline. I also remember seeing these models in other places, as in the case of an unbelievably huge National Airlines 747 “cutaway” example that sat in the ticketing lobby of their JFK “Sundrome” terminal during that same decade.

While I have collected everything from 1/600th to 1/24th scale airliners in my time, I always knew that these special models were truly in a class by themselves.

Now a physically impressive new paperback book from Henry Tenby, a major collector and true expert on these types of replicas, for the first time gives us not only a comprehensive history of all the makers of “professional aircraft display models” but also a very useful price guide and great general overview of this important segment of the airline enthusiast hobby. His self-published work does so with 162 pages of images that are virtually all color-printed on excellent heavy-stock glossy paper. Photographically this volume is a beauty to behold, in terms of content it is a pleasure to read.

The Vancouver, Canada-based Tenby started collecting in 1988 after visiting Brazil to chronicle the late, great Varig’s legendary “Ponte Area” Lockheed Electra shuttle operation as a reporter for the former “Airliners Magazine.” At the end of his interviews with the Brazilian flag carrier’s executives he was presented with a new 1/100th model of an Electra produced by one of the major players in the field of display models built for airline promotional use, Vogelaar. In his own words “from this point forward the author was perpetually hooked.”

Today Tenby, along with some other familiar, long-known names in the hobby, including Anthony Lawler, David Marx and Dr. Charles Quarles, is one of a small group of collectors who have large collections of these often extremely valuable models. I had the pleasure and rare privilege of visiting one of these collections at the home of its owner last January. In fact that is where I first encountered a copy of this book.

Since the rarest of these pieces can fetch as much as five figures for a single example; this segment is among the most “upscale” in the world of airline collecting and most of us cannot afford more than a few of them (at least without taking out a second mortgage!)  For instance, your reviewer currently has just six models that would qualify as professional aircraft display models by the author’s well-thought out standards.

While not inexpensive (no high-quality illustrated book this size is these days) I highly recommend Tenby’s work for anyone who has had more than a passing interest on this subject. It is rare to find a book that is both chockful of useful and engaging content yet could be proudly displayed on any true airline enthusiast’s coffee table. In my opinion this one definitely qualifies!

There is very little to criticize in Aircraft Display Model Collector Investor and Appraisal Guide. There are a fair number of minor typos that slightly detract from the reading experience. The book ends with some mouth-watering selected photos from some of the largest collections of these replicas in the world. I might have enjoyed a few more photos from them, but the book is self-published and paying for the reproduction of color photos in a book of this quality cannot be cheap! We can certainly be grateful that these collectors were willing to work with Tenby to the degree they did, as I have seen very few glimpses of such collections in my over 25 years in the “official” airline collecting hobby.

So, to sum up, this one is truly a keeper. I can tell you that my personal copy will be treasured for many years to come. Even if you cannot afford a single professional aircraft display model for your own “fleet” this book provides a way to vicariously enjoy hundreds of them!

Availability: Copies of this book can be ordered directly from the author’s website, www.aircraftdisplaymodels.com, for US $36.95 each (plus postage from Canada).

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