BOEING 747 CLASSIC (PART 1 of 2)

BOEING 747 CLASSIC (PART 1 of 2)

(The Classic refers to the early series up to -200).

These were real pilots’ aeroplanes with glass and metal avionics and no sign of a glass cockpit!

Many European airlines ordered 747-100 fleets in 1969 and 1970 and these jets were replaced by -200 variants. It is these -200 fleets that many of the photos below depict.

The 747 was the first wide-body jetliner to be produced with the Douglas DC-10 coming in 1972 and the L1011 Tristar coming in 1973 or 1974. So many of the worlds teir-one carriers replaced their 707 and DC8 fleets with the jumbo-jet purchasing the DC-10-30 for routes with lower passenger loads.

The 747 revoltionised world travel for the average person. Where the 707 and DC8 flew the more well heeled the 747 allowed airlines to carry 400 people on a route that would have flown no more than 150 people with the older jets. In the 1970s Laker Airways used DC-10 jets to bring down the cost of cross-oggin flights with People Express taking up the challenge from the other side of the pond. A ‘cartel’ of British Airways and TWA which had held the price high on the Oggin routes was broken but with the cost of the loss of Freddie Laker’s airline.

Early model 747s and their early model 3 meter high jet engines suffered engine problems on a regular basis. Many airlines had to carry spare engines around the world to service broken down jumbos. TWA used an old Fairchild C-119 for this job, and it was a regular visitor at London Airport, but many other airlines use 747s that had a ‘fifth engine’ pod tucked at the wing root on the starboard side. In the early 1970s it was not uncommon to see a jumbo jet with five engine pods! (The Super VC-10 also used this method of ferrying spare engines.)

Early operators of the 747 Classic were PanAm, TWA, Air India, Air Canada, Lufthansa, Air France and BOAC with many other operators fighting to get the delivery of the new jet. It was clear to all that the older narrow-body jets would not compete with the 747, either commercially or from a public relations view. People loved the 747s spacious cabin feel and wanted to travel in it. So introducing wide body airliners on primary routes was important in order for airlines to compete and survive. It was a repeat of what happened in 1959 when the first jets were introduced. Like the DC7c and Starliners of that earlier decade, the newest 707s and DC8-61s were retired before their time, at least from the main routes.

Hope I have got this history straight. 😉

Aerolineas Argentinas 747-200 landing on 28left

Air Canada 747-200 in basic livery after lease-out

Air India 747-200 at Heathrow

Air Malawi 747-SP at Heathrow

American Airlines 747-100 rolling at Gatwick

Braniff International 747-200 in ‘classic’ 747 livery

Braniff Airlines 747-SP in second 747 livery

British Airtours 747-200 at Heathrow. Older BA aircraft were often used by British Airtours

British Airways 747-200 at Heathrow

CAAC 747-SP pushing back at Gatwick on scheduled flight to China

EL AL Israeli Airlines 747-200 at Heathrow

Flying Tigers 747-200F taxying for 28R departure at Heathrow

Garuda Airways 747-200 rolling at Gatwick

Global International 747-200 at Gatwick Global also used 707s

Gulf Air 747-200 parked in BA maintenance at Heathrow

Iberia 747-200 landing at Gatwick

Iranair 747-SP landing at Heathrow

Iraqi Airways 747-200 at Heathrow

Japan Air LInes 747-200 lifting on 10R