Post by aerofoto - HJG Admin on Jan 23, 2022 1:49:04 GMT
"The Great Race & Plane Game".
Bigger, better, faster, further .... and being "FIRST" also .... characterized the very nature of competition that developed between airlines and aircraft manufacturers during the late 1950's transition from propliners to jetliners, as each sought opportunities by which gain a dominant and controlling slice of this lucrative new phase in development of the international air transportation industry at the commencement of the civil jet age .... ALASKA AIRLINES, AMERICAN AIRLINES, BRANIFF INTERNATIONAL AIRWAYS, CONTINENTAL AIRLINES, DELTA AIR LINES, EASTERN AIR LINES, NATIONAL AIRLINES, NORTHEAST AIRLINES, NORTHWEST AIRLINES, PAN AMERICAN WORLD AIRWAYS, PACIFIC NORTHERN AIRLINES, TRANS WORLD AIRLINES, UNITED AIR LINES, and WESTERN AIRLINES each being among the first US operators to become jetliner equipped between 1958 and 1964 following BOAC's very brief industry lead.
During 1958, PAN AMERICAN .... marketing itself as "the number 1 airline across the Atlantic" .... had intended to become the very first airline to operate scheduled/commercial trans-Atlantic jet services using its newly acquired B707-120's, but, not anticipating BOAC's cunning, the airline had been less guarded about its intentions through publicly announcing these plans well prior to this event .... whilst also spending hugely on promoting this service too .... only to be beaten by its BOAC rival, whom surprised the civil aviation industry, and the world, by commencing "THE FIRST EVER" scheduled/commercial trans-Atlantic jet services, between London and New York (via Gander), on October 4th 1958, operated by COMET 4 G-APDA, under the command of captain R.E.MILLICHAP .... and some 22 days ahead of PAN AMERICAN and the B707. Then as if to further rub salt into PAN AMERICAN's wounded pride, BOAC also flew its first scheduled/commercial New York/London "Monarch Jet" service (direct .... being assisted by westerly winds) operated by COMET 4 G-APDC, under the command of captain T.B.STOREY .... thus successfully clinching this historic and commercial victory with both east and west-bound inaugural jetliner crossings of the Atlantic on the very same day.
COMET IV
Being beaten at its own game, by BOAC, didn't prevent PAN AMERICAN from launching its own first trans-Atlantic jet service though .... and with all the pomp and ceremony worthy of such an occasion. Despite the airlines service not being the intended first ever scheduled/commercial trans-Atlantic crossing by a jetliner, it was still a historic event .... representing "THE FIRST" such service from the USA to the European continent. On the evening of October 26th 1958, the US 42nd Army Division band played "The Star Spangled Banner" at the sending-off ceremony for PAN AMERICAN B707-120, N711PA, "Clipper America", which departed New York/Idlewild with 111 PAX and a crew of 11, under the command of captain A.MOEN .... bound for Paris/Le Bourget .... and which heralded the commencement of US scheduled/commercial jet services.
Neither COMET 4, nor the B707-120, were ideally suited for trans-Atlantic service though .... a fact of which both airlines were keenly aware prior to commencing these services. Both aircraft types were payload/range restricted and could not operate direct services between London, New York, or Paris without en-route refueling stops at either Gander, Keflavik, or Shannon .... except under the most favorable of operating conditions. However both competing airlines realized history was to be made, and significant publicity gained, through becoming first to commence these services .... which had sparked the great PAN AMERICAN/BOAC trans-Atlantic jet air race.
COMET IV
B707-420
The COMET 4 may have won the "Blue Ribbon" of the Atlantic by operating "THE FIRST" scheduled/commercial crossing of the Atlantic by a civil jetliner, but, the B707, with its superior performance and economy, was ultimately proven the better of both aircraft types .... and eventually set the standard for all first generation long range civil jetliners to follow. By 1960 even BOAC was operating intercontinental B707-420's in order to remain competitive on the London/New York route, whilst its smaller COMET 4's were then relegated to less prestigious trans-Atlantic routes and servicing other international destinations across its broad imperial network.
Within the USA a similar air race occurred between AMERICAN AIRLINES, CONTINENTAL AIRLINES, DELTA AIR LINES, and TRANS WORLD AIRLINES .... to become first to operate scheduled/commercial jetliner services over US domestic air routes.
B707-120
Each had ordered B707-120's for these services (the DC-8-11 would not be available until almost a year later), but, NATIONAL AIRLINES surprised the industry by becoming "THE FIRST" to commence scheduled/commercial US domestic jet services .... using B707-120's wet leased from PAN AMERICAN in order to operate its "Jet Star" services during the winter season of 1958/59 (it did so again during the 1959/60 winter season also). The airlines first B707 service was operated by PAN AMERICAN B707-120, N710PA, "Clipper Caroline", between New York and Miami, on December 10th 1958. Again .... prestige was the motivating factor behind the airlines brief B707 sojourn and stealing of this commercial victory before its rivals. NATIONAL (a loyal DOUGLAS customer) had already ordered DC-8-21's but which were not scheduled for delivery until March 1960. Although its B707's were leased and temporary equipment only, NATIONAL AIRLINES .... the "Airline Of The Stars" .... upon delivery of its DC-8's also became the first US airline to have operated both the B707 and DC-8 simultaneously.
B707-120 (short tail)
B707-120B
B707-320B ADV
B707-320C
B720-A
B720-B
AMERICAN AIRLINES then secured a place in US civil aviation history on January 25th 1959 .... when its B707-120, N7503A, "Flagship California", under the command of captain A.MACATEE III, operated "THE FIRST" scheduled/commercial trans-continental US domestic jet service between Los Angeles and New York .... followed by the "FIRST" such New York/Los Angeles service on the same day and under the command of captain H.C.SMITH. Upon delivery and service entry the airlines B707-120's featured the types original short tail fin and lacked a ventral fin prior to being modified during 1960. From 1960 AMERICAN would also acquire B720-A's to supplement B707's along its medium-haul domestic air routes. With the advent of turbofan/fanjet power the airlines original B707-120's and B720's were further upgraded to B707-120B's and B720-B's from 1961 .... whilst aircraft still on order were delivered in accordance with -B specifications. Then from 1963 AMERICAN took delivery of B707-320C's, and B707-320B ADV's from 1967 .... its fleet having been composed of some 125 B707 type aircraft by the time these were retired from service between 1979 and 1981 (it might have become a DC-8 operator had BOEING not taken C.R.SMITH's threat seriously .... "to buy DOUGLAS" .... and then increased the cabin width of its B707 accordingly). The airlines 1960's fleet was also composed of CV990's from 1962, B727-100's from 1964, BAC ONE-ELEVEN 400's from 1966, B727-200's and B737-200's from 1968 .... to further expand AMERICAN's "Flagship" then "Astrojet" services in order to maintain dominance over its extensive coast-to-coast US domestic and international route network. The airline also inherited 6 DC-8's (2X DC8-54CF's, 1X DC-8-55CF, and 3X DC-8 SUPER 61's) through its 1971 acquisition of TRANS CARIBBEAN AIRLINES, but, these aircraft were promptly leased-out and never actually entered service with AMERICAN AIRLINES.
B707-120 (short tail)
B707-120
B707-120B
B707-320 (short tail)
B707-320
B707-320B/ADV
B707-320C
B720-B
Despite having been frustrated by Howard HUGHES control during the lead up to acquiring jet equipment, TRANS WORLD AIRLINES commenced its "Star Stream" services, using B707-120's, on March 20th 1959 .... servicing Chicago, Los Angeles, New York, and San Francisco .... with these services also being extended to other cities across its broad US domestic air network and which the airline marketed as "The Finest". TWA's first B707-120's and -320's each featured the types original short tail fin and lacked a ventral fin upon delivery and service entry prior to being modified during 1960. Already a trans-continental and trans-oceanic operator, since the late 1940's, and by this time having progressively developed an international route network extending from the USA into Asia, Europe, the Middle East, and the UK, the airline through HUGHES indecision had, by the late 1950's and early 1960's, begun to lose ground against its AMERICAN AIRLINES and PAN AMERICAN competitors. TWA did not operate its B707-120's along international routes .... preferring to await delivery of its intercontinental B707-320's during 1959. Through HUGHES financing the airline had also, during 1956, committed to the high-speed CV880-22 .... intending to become launch customer for the type but lost this prestige to DELTA during 1960 .... again as the result of difficulties created by HUGHES. TWA also leased-in 4 NORTHWEST AIRLINES B720-B's (under a BOEING contract) between July 1961 and October 1962 .... to supplement an initial shortfall in capacity imposed by the delayed delivery of its first CV880's during this period. From 1963 the airline began to acquire B707-320C's .... then B707-320B ADV's from 1967 .... its fleet having been composed of some 130 B707 type aircraft by the time the last of these aircraft was retired from service during 1983. TWA also began to acquire B727-100's from 1964, DC-9-14's and 15's from 1966, and B727-200's from 1968 in order to service its extensive domestic route system throughout the USA. On April 7th1967 the airline became one the first "all jet" operators within the USA upon retirement of its last L-749A CONSTELLATION and L-1649 STARLINER propliners. TRANS WORLD AIRLINES was merged into AMERICAN AIRLINES during December 2001.
B707-120 (short tail)
B707-120
B707-320C
B720-B
Then CONTINENTAL AIRLINES commenced non-stop Chicago/Los Angeles, and both Chicago/Denver/Los Angeles and Chicago/Kansas City/Los Angeles "Golden Jet" services on June 8th 1959 .... also using B707-120's .... which also featured the types original short tail fin and lacked a ventral fin upon delivery and service entry prior to being modified during 1960. The range of the B707 was however in excess of most of the airlines US domestic route requirements and resulted in CONTINENTAL rationalizing its jet equipment by returning some B707's then acquiring replacement B720-B's from 1962, although its fleet remained composed of B707-120's until 1967 when these aircraft were finally replaced by B707-320C's. The airline had operated some 26 B707 type aircraft by the time it began retiring these from service between 1973 and 1976. CONTINENTAL also began to acquire DC-9-14's and 15's from 1966 and 1967 respectively, B727-100's also from 1967, and B727-200's from 1970 in order to supplement its extensive US domestic route network. The airline also sought authorization to extend its US mainland services to Hawaii, and launch international services further into the Pacific region, but, was denied approval by terms of the 1963 Pacific Route Case. However from September 1964 CONTINENTAL did operate MAC supply charters from Houston, Los Angeles, and San Francisco to US bases in Japan, the Philippines, South Vietnam, and Thailand, using B707-320C's .... prior to eventually obtaining authority to expand into the Pacific commercially from 1970. CONTINENTAL AIRLINES was merged into UNITED AIRLINES during March 2012.
B707-120 (short tail)
B707-120
B707-320 (short tail)
B707-320
Within a year of inaugurating B707-120 operations, PAN AMERICAN began to take delivery of its 20 P&W JT4A turbojet powered intercontinental B707-320's .... and commenced direct point-to-point trans-Atlantic services with the type from August 26th 1959. The airline not only operated B707-320's, but, had also ordered 25 DC-8-30's too (initially composed of both -32 and -33 Series aircraft .... the -32's being later being upgraded to -33's), the first of which were delivered to PAN AMERICAN on March 17th 1960 .... and which also operated over the airlines trans-Atlantic routes to destinations within both the UK and European continent from both New York and Dulles.
DC-8-33
DC-8-31
DC-8-33
DC-8 SUPER 62
In effect PAN AMERICAN only ever operated 19 of its 25 DC-8's. 4 of these aircraft were transferred to its PAN AMERICAN GRACE/PANAGRA subsidiary (merged into BRANIFF during 1967) .... whilst another 2 aircraft were operated by its PANAIR DO BRASIL affiliates (merged into VARIG during 1965). Production and performance related delays associated with the early DC-8's eventually disadvantaged the relationship between DOUGLAS and the airline to the extent that PAN AMERICAN ultimately favored the B707 .... the airline then remaining a loyal and influential BOEING customer "almost until" its 1991 demise. PAN AMERICAN's fleet of DC-8 "Clipper Ships" was progressively sold to AIR CONGO, DELTA AIR LINES, POMAIR, and UNITED AIR LINES between the late 1960's and early 1970's .... although it did lease a single DC-8 SUPER 62 from BRANIFF between 1970 and 1971.
B707-120B
B707-320B/ADV
B707-320C
B720-B
The B707 thus became a PAN AMERICAN fleet icon throughout the 1960's and into the 1970's .... prior delivery of the airlines first wide-body B747-100's during 1970. Following its introduction of turbojet powered B707-120's during 1958, and acquisition of intercontinental B707-320's from 1959 (the first of both types also each being delivered with the original short tail fin and lacking a ventral fin prior to modification during 1960), then the advent of P&W JT3D fanjet power from 1961, PAN AMERICAN's original B707-120's were upgraded to -120B's .... although its B707-320's remained P&W JT4A turbojet powered. The airlines fleet was complemented by P&W JT3D fanjet powered B707-320B's and -320B ADV's from 1962, then convertible B707-320C's from 1963 .... each of which supported PAN AMERICAN's long-haul around the world route system from the USA until the 1980's. The airline also acquired a small number of B720-B's from 1963 .... which were used to service its medium-haul over water international routes. By the time the last of its B707 type "Clipper Ships" were retired from service between 1979 and 1981 the airline had operated some 136 of these aircraft. PAN AMERICAN had also begun acquiring B727-100's from 1965 in order to support its short to medium-haul international route network from the USA, but, did not begin to acquire B727-200's until 1979.
Despite being regarded as "The Airline Which Taught The World How To Fly", and becoming something akin to a global empire within the international airline industry, the aggressive business style of its president Juan TRIPPE not only successfully grew/expanded PAN AMERICAN from its pioneer origins, but, inevitably resulted in enemies being created throughout the industry too .... as the airline understandably sought to try and maintain dominance over international air routes around the world. By the 1960's, and despite extensive operations having been undertaken by the airline on behalf of the US government throughout WW2 (and for which it had been formally recognized by government, with TRIPPE being awarded both the Medal Of Merit and Harmon Trophy during 1946, the latter being inscribed .... "At A Time And In A Manner That Could Not Have Been Equaled By Any Other Allied Agency"), successive US governments later "seemed to" actively enable other American operators to challenge the iconic carriers dominance over international air routes from the USA (these other carriers seeking opportunities to extend their influence into foreign markets also serviced by what was "perceived to be" a PAN AMERICAN monopoly), whilst continuing to deny it US domestic route authorities until deregulation of the US airline industry during the late 1970's (other US carriers having successfully lobbied against it operating domestic and feeder services in fear of the airline potentially dominating the US domestic market). By the 1970's, and well into the 1980's too, and through having become such a prominent American icon within rapidly changing political environments throughout some global regions (particularly within the Middle East), the PAN AMERICAN, like TWA also, began to be targeted by terrorist extremist groups .... and which became an increasing threat to the security of international civil aviation from this time. After a period of consolidation during the mid 1980's and which saw some of the airlines assets (in the form of both routes and aircraft) being acquired by both DELTA and UNITED, PAN AMERICAN WORLD AIRWAYS ceased operations on December 4th 1991 .... an event which has since gone down in US civil aviation history as being "The Death Of An American Dream".
B707-220 (short tail)
B707-220
B720-A
DC-8-31
On January 4th 1960 BRANIFF INTERNATIONAL AIRWAYS commenced its "El Dorado Super Jet" New York/Dallas/Chicago services" using P&W JT4A powered B707-220's (essentially more powerful B707 120's intended for hot'n'high type operations .... the airlines -220's being the only 5 aircraft of the type ever produced by BOEING) .... later extending these services to include its Latin American destinations. BRANIFF marketed its B707's as being "The different And Superior B707-227" and "The Jets With The Big Engines". As was the case with all pre-1960 production B707's and B720's, the airlines B707-220's were completed with the types original short tail fin and without a ventral fin but modified during 1960 .... although these aircraft were never further upgraded with P&W JT3D fanjet power. Turbojet powered B720-A's also formed part of the BRANIFF fleet from 1961 (none of which were ever fanjet modified either), followed by B707-320C's (used to operate longer international routes and for supplementary air charter work undertaken on behalf of the US government) .... then DC-8-30's (4X ex PANAGRA aircraft but which were retired within a year of acquisition), a single DC-8-50F and DC-8 SUPER 62's from 1967, along with B707-138B's (4X ex QANTAS aircraft ) from 1969, and DC-8-50's from 1973 .... each of which serviced the airlines international route system. BRANIFF had operated some 27 B707 type aircraft by the time it began retiring these from service between 1971 and 1975 .... and some 21 DC-8's by the time it commenced retiring these aircraft from service between 1980 and the airlines 1982 demise. The airline also acquired BAC ONE-ELEVEN 200's from 1965, B727-100's from 1966, and B727-200's from 1970 .... and which primarily serviced its US domestic route structure. BRANIFF INTERNATIONAL AIRWAYS ceased operations on May 13th 1982.
DC-8-21
B720-A
DC-8-51
Operating along some of the most highly competitive US domestic air routes, EASTERN AIRLINES marketed high quality First and Jet Coach services with particular emphasis also upon both performance and reliability. DC-8B's (21's) began operating the airlines "Golden Falcon Services" between New York, Miami, and Chicago on January 24th 1960. The airlines period advertising proclaiming its JT4A powered DC-8's being "The Jets With Power To Spare - Climbing Faster - Reaching Cruising Altitude Faster - Arriving At Destinations Sooner" and stressing "Reserve Power Means Greater Reliability. This was a time when the average traveling public were more familiar with slower (and perhaps less reliable) prop-liners. Jet air travel was marketed as being not only a faster, but also, more comfortable, and above all an equally, if not safer, means of air travel. EASTERN's great "Golden Falcon" fleet was also supplemented with B720-A's from 1961, B727-100's and DC-8-50's from 1964, DC-9-14's from 1965, DC-8 SUPER 61's and DC-9-30's from 1967, B727-200's from 1968, and DC-8-SUPER 63's from 1969 (the only 6 DC-8 SUPER 63PF aircraft ever produced by DOUGLAS/McDONNELL-DOUGLAS). The airline also operated some 15 turbojet powered B720-A's .... the last of which remained in service until 1970 (these aircraft were never converted to fanjet power either) .... along with some 44 DC-8's .... which it progressively retired from its fleet between 1976 and 1979. EASTERN AIR LINES ceased operations on January 17th 1991.
B707-120
B720-A
B720-B
WESTERN AIRLINES acquired 2 B707-120's originally destined for CUBANA DE AVIACION .... the delivery of these aircraft being embargoed by the US government following CASTRO's seizure of power within the Caribbean island nation and following its political fall out with the USA and leanings toward the USSR. Both aircraft entered service with the airline on June 1st 1960, launching WESTERN's Los Angeles, San Francisco, Portland, and Seattle jet services .... marketed as "The Fastest And Finest Along The Pacific Coast". The airlines advertising during this period was graced by its Wally Bird mascot logo, adorned with a champagne glass, and proclaiming these services to be "Naturally The Only Way To Fly". Not requiring B707 range either WESTERN later returned both B707-120's to BOEING in favor of B720-B's (it also operated the turbojet powered B720-A) which entered service with the airline from 1962. WESTERN began acquiring B707-320C's from 1968 .... the airline having operated some 36 B707 type aircraft by the time the last of these were retired from service during 1980. The airlines fleet was also composed of B737-200's from 1968, and B727-200's from 1969. WESTERN AIRLINES was merged into DELTA AIR LINES in April 1st 1987.
DC-8-32
B707-320B SCD
B707-320C
B720-B
Then on July 8th 1960, NORTHWEST AIRLINES also commenced jet services. DC-8C's (-32's) operated the airlines domestic "Luxury Imperial" and "Thrifty Coronation" coach services to Atlanta, Boston, Chicago, Dallas, Detroit, Los Angeles, Miami, Milwaukee, Mineapolis-St.Paul, New York, Portland, Philadelphia, San Francisco, Seattle, and Spokane .... and trans-Pacific "Polar Imperial" Services to Hong Kong, Manila, Okinawa, Seoul, Taipei, and Tokyo from Chicago, New York, Los Angeles, and Seattle (operated via Anchorage) and which were marketed as "The Shortest And Fastest Flights To The Orient". Operating longer trans-Pacific routes, NORTHWEST soured on the DC-8 due to the types initial range/performance short-comings .... despite having previously been a DOUGLAS loyalist. From 1961 the airline began replacing its 5 DC-8-30's with B707-320B's (the only 4 B707-320B SCD's ever produced by BOEING) and B720-B's .... then B707-320C's from 1964 .... NORTHWEST having operated some 52 B707 type aircraft by the time it began progressively retiring these from service between 1971 and 1978. The airline would not again invest in the DOUGLAS/McDONNELL-DOUGLAS flight line until the early 1970's when it began to re-equip with wide-body DC-10-40's. The airlines 1960's fleet was also composed of B727-100's from 1964, and B727-200's from 1968. NORTHWEST AIRLINES was merged into DELTA AIRLINES on January 31st 2010.
DC-8-21
DC-8-31
DC-8-51
Having already inaugurated "the first US domestic jet services" during December 1958, using B707's leased from PAN AMERICAN .... NATIONAL AIRLINES .... "The Airline Of The Stars" .... launched its "Jet Star Sunlight Club Coach" and "Starlight Club Coach" jet services between Miami and New York on April 25th 1960 using DC-8B's (-21's). The airline also marketed jet cargo as being "The Fastest Way To Deliver Goods/Freight" .... prior to the advent of convertible and pure freight configured jet air transports. NATIONAL took delivery of P&W JT3D fanjet powered DC-8-51's from 1961, DC-8-30's (5X ex NORTHWEST aircraft) from 1963, and DC-8- SUPER 61's from 1967 .... eventually having operated a some 19 DC-8's by the time it began progressively retiring these aircraft from its fleet between 1974 and 1978. The airline also acquired B727-100's from 1964, and B727-200's from 1967.... to support its short to medium-haul domestic route network across the USA. NATIONAL AIRLINES was merged into PAN AMERICAN WORLD AIRWAYS on January 7th 1980.
With the foundations of US commercial jet air services now firmly and successfully established, and both operators and the traveling public alike convinced in regard to the practicality and efficiency of jet air travel .... both jet aircraft development, and competition between carriers, began to escalate at a rapid pace from 1958 and throughout the early 1960's .... as jetliners began to make the world smaller and horizons larger.
The great US domestic air race wasn't restricted to airlines seeking to be first to launch jet services along the most prestigious US air routes though. Competition also evolved between carriers intending to be first to place new jetliner types into service, and seeking niches for competitive advantages through introducing the fastest jet equipment too .... particularly along US domestic air routes. Some operators whom were less able to equip their own fleets with jets sensed the urgent need to lease-in jet equipment, from larger operators, in order to remain competitive against their rivals.
As competition intensified between airlines some DC-8 operators began voicing objections to the US CAB in regard to EASTERN, NATIONAL, and NORTHWEST AIRLINES using what essentially amounted to non-official aircraft type nomenclature within their service marketing and promotion campaigns .... protesting that "DC-8B" and "-C" models did not exist, and therefore reference to such designations was not only false advertising, but, could also be "perceived to be" promoting unfair advantages in the public mind (whom subjected to the intensity of such period advertising were often easily influenced by whatever appeared marketed as being the biggest, best, fastest, and newest jetliners). In response to these accusations the offending operators lobbied DOUGLAS to try and formalize this alpha-numeric aircraft type nomenclature, but, the company declined doing so despite having publicly referred to "DC-8A" and "-B models" (based on engine type) during pre-delivery development and flight testing. This resulted in the CAB later ruling that none but DOUGLAS's official DC-8-11, -12, -21, -31, -32, and -33 nomenclature could be used in conjunction with future DC-8 service marketing.
DC-8-12
DC-8-11
UNITED AIR LINES became "the first" airline (in the world) to take delivery of DC-8's upon accepting its first aircraft (N8004U) on June 3rd 1959, but, DELTA AIR LINES became "THE FIRST" airline (in the world) to commence scheduled commercial DC-8 services when its FLT 823 operated between New York and Atlanta at 09:23 on September 18th 1959 .... followed a mere 2 hours and 10 minutes later by UNITED AIR LINES which commenced its first DC-8 service between San Francisco and New York at 08:30 on the same day. Both DELTA's and UNITED's first DC-8 services were operated by Series 11 aircraft .... later re-designated DC-8-12's following the implementation of drag-reducing and performance-enhancing modifications. UNITED quickly extended its initial DC-8 "Mainliner" services to include Atlanta, Chicago, Miami, and New York .... whilst DELTA's DC-8's initially operated Atlanta, Chicago, Dallas, Detroit, Houston, Los Angeles, Miami, New York offering "Deluxe First Class" and "Thrifty Super Coach" services.
DC-8-21
DC-8-33
DC-8-51
UNITED AIR LINES also began introducing DC-8-21's to service during January 1960 .... and later upgraded its original DC-8-12's to Series 21 aircraft .... whilst DELTA AIR LINES began introducing CV-880-22's to launch high-speed services from May 1960 .... and and later upgraded its DC-8-12's to Series 51 aircraft.
SE-210 CARAVELLE 6R
B720-A (short tail)
B720-A
DC-8-52
UNITED AIR LINES also commenced short-haul inter-city jet services using SE-210 CARAVELLE 6R's on July 14th 1961 .... operating its first service between New York and Chicago. These aircraft flew former CAPITAL AIRLINES (merged into UNITED during 1961) routes as far east as Minneapolis-St.Paul and along the US eastern seaboard as far south as Miami. The airline also began acquiring B720-A's during 1960 (for its medium-haul domestic routes considered too short to warrant DC-8 services and to also counter CV880's operated by rival carriers along some routes too), DC-8-50's from 1961, DC-8-50JT's from 1964, DC8-30's (8X ex PAN AMERICAN aircraft) and DC-8 SUPER 61's (upgraded to -71's during the 1980's) from 1967, and DC-8-SUPER 62's from 1969. UNITED's first B720's were also completed with the original short B707 tail fin and no ventral fin, but, modified pre-delivery and during 1960 .... although these aircraft were never upgraded with fanjet power either. The airlines implementation of CARAVELLE services also heralded the birth of short haul and inter-city type jet operations within the USA .... in advance of the B727-100, B737-100/-200, and DC-9-10/-30. UNITED operated some 29 B720-A's .... its last being retired from service during 1976 .... along with some 113 DC-8's .... which were progressively retired from its fleet between 1974 and 1992. The airlines 1960's fleet was also composed of B727-100's from 1963, and B727-200's and both B737-100's and -200's from 1968.
B707-320 (short tail)
Struggling NORTHEAST AIRLINES leased B707-320's from TWA to operate its Miami, Montreal, New England, New York, and Washington services throughout the 1959/1960 winter season. This service commenced on December 17th 1959 .... with the airline marketing these aircraft as "The Newest, Biggest, And Fastest Jets". With later investment by Howard HUGHES the airline acquired CV880-22's during November 1960.
CV880-22
Then on May 15th 1960, DELTA AIR LINES commenced high-speed CV880 "Royal Jet" services .... becoming "THE FIRST" airline ("by default") to introduce the type to service after launch customer TWA was frustrated from being able to do so as a result of difficulties imposed by Howard HUGHES .... and the airlines initial inability to finance its CV880 commitments. Upon service entry DELTA's CV880's operated Atlanta, Baltimore, Chicago, Cincinnati, Dallas, Houston, Memphis, New Orleans, New York, Philadelphia, and St.Louis .... with services later extended to include Detroit, Fort Worth, Los Angeles, Miami, and San Francisco .... along with international services operated to Caracas, Montego Bay, and San Juan. Upon service entry the airlines CV880's were operated in an exclusive First Class configuration (in accordance with CONVAIR/GENERAL DYNAMICS recommendations for the type) before it later introduced a dual First/Coach Class configuration on these aircraft. In operation with DELTA the CV880 was time-tabled up to 28 minutes faster than DC-8's operated over the same routes. The airlines CV880's also established numerous speed records between US cities .... some of which remain unbroken to this day. DELTA acquired some 17 CV880's .... the last of these once "Delta Queens" remaining in service with the airline until 1973 .... their earlier than originally planned retirement from service being prompted by economic impact of the first oil price shock of the 1970's. DELTA also acquired DC-8-50's (some of which were formerly Series 12 aircraft later upgraded to Series 51's) from 1962, DC-8-30's (7X ex PAN AMERICAN aircraft), and DC-8 SUPER 61's (upgraded to -71's during the 1980's) from 1967. The airline acquired a fleet of some 90 DC-8's which were progressively retired from service between 1974 and 1989. DELTA also supplemented its 1960's fleet with DC-9-14's from 1965, and DC-9-30's from 1967 .... followed by B727-100's and B727-200's from 1972.
CV880-22 (SuperJet)
CVV80-22 (880)
CV880-22 (Yellow Bird)
CV990-A (Yellow Bird)
With Howard HUGHES assistance NORTHEAST AIRLINES became the 2nd airline to place CV880-22's into revenue service .... operating 6 aircraft under a CONVAIR/GENERAL DYNAMICS lease (later TOOLCO/CONVAIR/GENERAL DYNAMICS contract) and launching the airlines "Superjet" (later "Yellow Bird" services) on December 15th 1960 .... NORTHEAST eventually having operating a total of 10 of the type. Marketing its CV880's as "The Worlds Fastest Jetliner" these aircraft serviced the airlines Baltimore, Boston, Philadelphia, San Diego, and Miami routes. NORTHEAST also leased a single CV990-A from January 27th 1967 until April 30th 1968 .... becoming the only carrier to ever operate a fleet "composed of both" the CV880 and CV990 aircraft. The airlines last CV880 "Yellow Bird" was retired from service during 1968. NORTHEAST began acquiring B727-100's from 1965, DC-9's from 1967, and B727-200's from 1968. The airline was merged into DELTA AIR LINES on August 1st 1972.
CV880-22
Once liberated from HUGHES influence, on December 30th 1960, TWA was finally able to take delivery of the first of its 27 CV880-22's from January 1st 1961 (although litigation between HUGHES and the airline continued well into the 1960's). These aircraft entered service with the airline on January 12th 1961 .... initially operating TWA's high-speed "Superjet" services to Chicago, Dayton, Kansas City, Las Vegas, Los Angeles, Phoenix, New York, and San Francisco .... with services being extended to include Albuquerque, Amarillo, Boston, Cincinnati, Cleveland, Columbus, Denver, Detroit, Fort-Worth, Fresno, Indianapolis, Louisville, Nashville, Oklahoma, Oakland, Pittsburgh, St.Louis, Terre Haute, Toledo, Tucson, Tulsa, Wheeling, and Wichita .... and with speed records being established along some routes almost daily. During 1963 the airline acquired each of the original 6 NORTHEAST AIRLINES CV880-22's .... which had been built to TOOLCO/TWA specifications anyway. TRANS WORLD AIRLINES also acquired CV880 SHIP ONE (N8495H) during 1964. By this time SHIP ONE had been modified, by CONVAIR/GENERAL DYNAMICS, to CV880-22M standard to facilitate pre-service entry certification for the -22M. The airline re-modified this aircraft, back -22 specification (it then being re-designated a CV880-22-1), in order to maintain engineering commonality among its CV880 fleet. This particular aircraft entered service with the TWA, as N871TW, during 1965 .... becoming the last CV880 to join the airlines fleet. TWA's last CV880 "Superjet" was retired from service during 1974 .... the airlines retirement of these aircraft also being hastened by economic impact of the first 1970's oil price shock.
CV880-22M
In the meantime ALASKA AIRLINES was so cash-strapped that for better, or worse, it was forced to decline an opportunity extended by Howard HUGHES that might have resulted in the airline operating a fleet of up to 6 CV880's. Desperately in need of jet equipment though, in order to counter PACIFIC NORTHERN's anticipated introduction of B720-A's during 1962, its president, C.WILLIS, successfully negotiated acquisition of the last remaining and unsold CV880-22M (N8477H) airframe. Delivered to the ALASKA on July 31st 1961 this aircraft began operating the airlines "Golden Nugget" services between Anchorage, Fairbanks, and Seattle on August 30th 1961. During ALASKA's leaner winter seasons this aircraft was operated in a PAX/freight combi configuration. It was also chartered to operate US MAT services too .... as well as being used to facilitate JAL CV880-M pilot training at Moses Lake. This single CV880-M remained in service with the airline until November 1966 when it was replaced by B727's. During May 1967 ALASKA also acquired an ex-VARIG CV990-A (N987AS) .... which the airline operated for a short period prior to being leased by AREA ECUADOR (for its Asuncion, Guayaquil, Montevideo services) between 1968 and 1969, and the aircraft's sale to MODERN AIR during October 1969.
B720-A
Marketing itself as "The Alaskan Flag Line" .... PACIFIC NORTHERN AIRLINES operated "Jet First Class" and "Jet Tourist Class" services to Anchorage, Annette Island, Cordova, Juneau, Homer, Kenai, Ketchikan, King Salmon, Kodiak, Portland, Seattle, and Yakutat from April 27th 1962 .... using B720-A's. Having begun to lose the monopoly on its prime Seattle/Anchorage route from 1965 (to NORTHWEST AIRLINES) .... as well as also later losing its authorization to service Portland too, PACIFIC NORTHERN AIRLINES was merged into WESTERN AIRLINES on October 31st 1967. The airline had acquired 2 B720-A's .... with its fleet also being supplemented by L-749A CONSTELLATION propliners by the time of its demise.
CV990-A
AMERICAN AIRLINES had ordered CV990's during 1958. It intended operating these aircraft on high-speed non-stop "Blue Streak" US trans-continental services .... up to 40 minutes faster than any of its B707 and DC-8 competitors. However pre-delivery realization of the aircraft's inability to meet CONVAIR/GENERAL DYNAMICS speed and range guarantees forced abandonment of these plans .... along with a revised purchase agreement (reduced from 25 to 20 aircraft units), compensation for the airline, and "the right to" abandon the contract completely should CONVAIR/GENERAL DYNAMICS be unable to modify the CV990 by mid 1963 in order to meet a minimum cruising speed of 620 MPH. These conditions were largely met though and all 20 aircraft delivered to the airline between January 7th 1962 and early 1963 .... AMERICAN AIRLINES becoming "THE FIRST AND ONLY" US operator to take delivery of factory-fresh CV990's. Only its last 5 aircraft were delivered as CV990-A's whilst its original 15 CV990's were each progressively upgraded to "-A" specification on-the-line and by late 1964. Even subject to modifications these aircraft could still barely meet speed and range guarantees .... and certainly not economically due to their lower payload capacity and higher operating costs in comparison to the B707 and DC-8 .... and even the smaller B720. Instead of operating the high-speed trans-continental services for which they had been intended, AMERICAN's CV990's were relegated operating to high-speed services between Chicago and New York .... and the airlines medium haul routes across the USA. AMERICAN began disposing of its CV990 fleet from 1965 .... although its fleet remained composed of the type until 1968. Its legendary CEO .... C.R.SMITH .... is later reputed to have commented .... "my only misguided equipment decisions at AMERICAN AIRLINES were the CV990 and BAC ONE-ELEVEN".
The dog-eat-dog commercial competition was never limited to just airlines competing against airlines either. It also evolved between the principal US aircraft manufacturers .... and was equally if not more-so aggressive. During the early 1960's BOEING improved its B707 .... as DOUGLAS did in regard to its DC-8. Both aircraft types fell short of their manufacturers original performance guarantees .... as was the case with the CV990 too. Upon its entry to service the B707 suffered from drag related issues (as did the DC-8) and was also potentially impaired by the limitations of its original short tail .... which BOEING addressed during 1960 per tail fin/rudder and ventral fin extensions (as a result of the 1959 BRANIFF B707-220 training/acceptance flight accident .... and also in response to pressure being applied by the British CAD which threatened to refuse certifying B707 operations into UK air space .... until the aircraft's "perceived" shortcomings had been satisfactorily addressed). Throughout its early development the DC-8 underwent a number of wing modifications, retro-fitted to earlier production aircraft, and which became standard features among new build airframe's .... each advance improving the aircraft's initial under-performance issues. Mr Donald DOUGLAS SNR insisted his design team modify the DC-8 in order to meet DOUGLAS's original range/airspeed guarantees .... "regardless of cost to the company".
The DC-8 was always a good aircraft (as was the B707 too .... despite its succeptability to the "Dutch Roll" phenomenon, resulting in a less comfortable ride than the DC-8 under some operating conditions). It became better still subject to modifications and the advancement of its design, but, DOUGLAS could not market DC-8's as favorably as BOEING's B707 (upon losing the KC-135 Tanker contract to BOEING, and being forced to develop a jet transport in order to remain a competitive market participant, DOUGLAS not only had to relocate from Santa Monica to Long Beach, Los Angeles, but, was also forced to construct an entirely new production facility as well as fund development of the DC-8 .... "all at its own cost"). Consequently the slightly faster and less expensive B707 (its development having been advantaged somewhat by government investment/BOEING's KC-135 Tanker contract for the USAF) began to outsell the slightly slower and more expensive DC-8 by an increasing number of aircraft units as time, and the jet wars progressed between both of these great US aircraft manufacturers and their client airlines. BOEING was also in a more advantageous position of being able to tailor its B707 to the particular needs of airlines (such as QANTAS with the B707-138 .... BRANIFF in the case of the B707-220 .... and NORTHWEST in respect of the B707-320B SCD) .... as well as also later developing "a family of jetliners" (in the form of the B727 and B737) more quickly than DOUGLAS. Given the extent of modifications applied to both the B707 (the wing of which underwent 3 major design alterations between the B707-120 and definitive B707-320B/C) and DC-8 though, it is doubtful production of either of these pioneering US jetliners made significant profit for their respective manufacturers .... considering the overall development costs of both aircraft types.
B707-420 (short tail - RR Conway 508)
DC-8-41 (RR Conway 509)
DC-8-42 (RR Conway 509)
DC-8-43 (RR Conway 509)
B707-120B (P&W JT3D)
DC-8-51 (P&W JT3D)
CV990-A (GE CJ-805-23)
Both the B707 and DC-8 entered service powered by noisy and dirty turbojet engines with high fuel burn rates .... the earliest versions of these engines requiring water/methanol injection in order augment TO thrust. The advent of turbofan/fanjet engine technology dispensed with water injection and resulted in less noise and smoke, reduced fuel burn, and greater power too .... the latter promoting development of larger and even more capable versions of these pioneering first generation US jetliners. RR development of CONWAY 508 and 509 fanjet engines was some 2 years in advance of similar, but even more appealing, P&W JT3D power plants, whilst GE development of the CJ805 Aft-Fan fanjet engine paralleled these advances in jet propulsion technology of the period. Both the B707 and DC-8 were quickly marketed by their respective manufacturers in both RR and P&W fanjet form .... whilst marketing of the GE Aft-Fan fanjet option was limited to the CV990 only. The RR CONWAY powered B707-420 came first (first flying during May 1959), followed by the RR CONWAY powered DC-8-41 (first flying during February 1961 .... then the DC-8-42 (first flying during April 1960, and finally the DC-8-43 (first flying during February 1961). None of the US operators selected RR fanjet engines to power their B707 and DC-8 fleets .... due to higher cost imposed by tax levies upon these imported British engines and also because superior, and US-built, P&W fanjet engine technology was also at this same time anticipated. The P&W JT3D fanjet engine first flew during June 1960 .... on the B707-120B .... then on the DC-8-50 during December 1960 (with even more powerful versions of this fanjet engine technology becoming available for both the B707 and DC-8 from 1962), whilst the GE CJ805 Aft-Fan fanjet engine first flew during January 1962 .... again on the CV990 only. Upon availability of P&W fanjet power some operators, such as AMERICAN AIRLINES, sought to upgrade their originally turbojet engined B707 and B720 fleets with these 33% more powerful, more fuel efficient, quieter, and much more environmentally clean power plants. Similar occurred among some operators in respect of P&W fanjet conversions of originally turbojet powered DC-8's too. P&W fanjet engine technology quickly became the standard power plant for all B707's and DC-8's produced from 1961.
B720A (JT3C turbojet)
B720-B (JT3D fanjet)
CV880-22
CV990-A
The "originally perceived" threat of CONVAIR's CV880 motivated BOEING to respond with its B720 .... an aircraft almost as fast, but, a great deal cheaper (at an acceptable loss to BOEING the B720 effectively killed any prospect of commercial success for the CV880) and even more economic to operate .... particularly in fanjet form. The B707 could not be easily/economically stretched beyond the fuselage length of its -320/B/C aircraft versions though .... but .... DOUGLAS's extensive and historic civil aviation experience resulted in it designing the DC-8 with greater expansion in mind, as the company looked toward the future in the form of its SUPER DC-8 series. However, following the rapid 1958/59/60 introduction of jet equipment by most major airlines around the world, airline over capacity resulted, and it took longer than originally forecast for traffic/the market to recover sufficiently in order to justify stretched DC-8 versions .... as well as money DOUGLAS lacked (until its mid 1960's merger with McDONNELL AIRCRAFT) in order to successfully market not only its SUPER DC-8's, but also, its DC-9's too. When McDONNELL-DOUGLAS was finally able to launch its SUPER DC-8 Series aircraft it, for short period, had no direct competition in the long-range high-capacity jetliner market (although production and delivery schedules of began to be frustrated by parts and materials shortages imposed by the Vietnam conflict during the mid-to-late 1960's .... resulting in losses for both producers imposed by compensation payments to airlines due to delayed aircraft deliveries) .... until the advent of wide-body jets in the form of the A300-B, B747, and L-1011 TRISTAR, and which McDONNELL-DOUGLAS sought to counter with its DC-10 .... ultimately kicking off an entirely different and new era of commercial competition between both aircraft developers and airlines alike.
By the early 1960's, both BOEING and DOUGLAS had successfully fought off the CONVAIR/GENERAL DYNAMICS competition (in the form of both the CV880 and CV990) and were offering larger, more powerful, and more capable versions of their B707 and DC-8 aircraft respectively and which were suited to most needs within the worldwide civil aviation industry prior to the 1970's. The oil price shock of the early 1970's began to impact profitability of these aircraft and hasten their retirement of from service from the late 1970's though. The concept of cheaper bulk-travel (promoted by the greatly increased capacity of wide-body jets), along with development of even more powerful, fuel efficient, quieter, and "virtually" smokeless big turbofan engines, along with even more advanced and efficient jetliner technology too .... all began to become a reality from the 1970's.
DC-8-54F/JT
B707-320C (pure freighter)
From the mid 1960's jet air freight also became a new aviation industry .... and "possibly" even saved the DC-8 production line from being closed early (given DC-8 sales were, by this time, dwindling well below those of B707's). DOUGLAS then offered its Series -50, SUPER 61, SUPER 62, and SUPER 63 DC-8's in both -CF and -F form .... the DC-8-50JT first flying during October 1962 and entering service during January 1963. BOEING countered with its convertible B707-320C .... which first flew during February 1963 and entered service from May 1963 .... and which even further popularized the already better selling and still slightly superior performing B707.
B707-120(F)
B707-120B(F)
B707-320(F)
B707-320B (VIP)
B707-320C(F)
B720-A(F)
B720-B(F)
E-3C
VC-137C (VIP)
CV880-22(F) AIRLIFTER
CV880-22M(F) AIRLIFTER
DC-8-21(F)
DC-8-33(F)
DC-8-43(F)
DC-8-54(F)
DC-8-61(F)
Dc-8-62(F)
DC-8-62 (VIP)
DC-8-63(F)
EC-24A (DC-8-55F)
Rapid growth within the dedicated jet air freight industry later resulted in a significant number of retired, originally PAX configured, B707 and DC-8 aircraft eventually being converted for pure freight operations from the 1970's, Other surplus B707's and DC-8's were reconfigured in order fulfill military strategic roles .... and also become VIP and charter air transports. A very small number of retired CV-880-22's and -22M's were also converted to pure freighters by AMERICAN JET INDUSTRIES and MONARCH AVIATION during the late 1970's. These aircraft were re-designated CV880-22F and -22MF AIRLIFTER's .... although this particular project was never successful and possibly destined to fail due to the small number of CV880 airframe's ever produced and remaining in existence at the time, their much higher operating costs (even at reduced cruising MACH), and their limited payload capacity, and the implementation of more stringent airport noise regulations from the early 1980's too.
B747-100
DC-10-10
L-1011 TRISTAR 1
A300-B
From the late 1950's, and to the din of a new sound at airports and in the skies around the world, jetliners were halving traveling times on global air routes .... whilst also promoting greater standards of PAX comfort, service, and reliability. And as civil jet aviation continued rapidly advancing it became even bigger, better, and faster still .... with capacity to carry more further and even more cost effectively too. By the early 1960's jetliners had all but conquered the worlds most prestigious trans-continental and trans-oceanic air routes. Then as medium and short haul civil jet operations also became a practical and economic reality, from the mid 1960's, competition between the airlines and aircraft manufacturers further escalated to become much more intense and aggressive still .... as civil jet aviation equally rapidly evolved toward the genesis of the giant wide-body jetliner and by the early 1970's .... BUT .... that is another story entirely
Mark C
AKL/NZ
