UK_Dispatcher From United Arab Emirates, joined Dec 2001, 2593 posts, RR: 30 Posted (7 years 3 hours ago) and read 32767 times:
After two days working in Damascus, Syria it was once again time to return to Abu Dhabi. However, as with many of my trips I had plans to take advantage of being in Damascus and take one of the several more exotic flights I had planned for this year. I had deliberately made sure that my two days of work in Damascus were scheduled for a Wednesday and Thursday so that I could easily be available on the Friday morning to take this rather special weekly flight. Earlier in the year, Iran Air began a rather unusual (and highly political) flight starting in Tehran, Iran and operating via Damascus to Caracas, Venezuela. This is as a result of the special friendship which Hugo Chavez seems to have with his anti-US counterparts in Iran and Syria. Say what you will about it, but for the aviation enthusiast it is an absolute dream – to take a flight on a Boeing 747SP across the Mediterranean and Atlantic on a fourteen hour flight that pushes even this special performance aircraft to its limits.
I received an e-mail a couple of weeks earlier from someone who had seen my plan to take this flight on the airliners.net civil aviation forum in a thread of the same subject. He said he also wanted to take the same trip so we decided to meet in Damascus on the Thursday evening and both take the flight the next morning. Alex would then fly American Airlines to MIA and LHR as he needed to get back to the UK for work but I had made plans to take advantage of my location once again and try for another elusive aircraft type – the Ilyushin IL-62M. The day after we were due to arrive in CCS there was a Cubana flight in the afternoon to Havana and it was scheduled to be operated with an IL-62. This was simply too good to resist so I had made a reservation on this flight as well as another Cubana IL-62 flight to Santo Domingo, Dominican Republic the following morning. I then planned to travel SDQ-JFK with American Airlines so that I could take the direct Etihad Airways flight back to Abu Dhabi from JFK the morning after. My plan now looked like this:
DAM / CCS
Cubana de Aviacion
CCS / HAV
Cubana de Aviacion
HAV / SDQ
AA1582 / 06MAY
SDQ / JFK
EY100 / 07MAY
JFK / AUH
After a pleasant evening out in Damascus on the Thursday evening with a couple of my very hospitable Syrian colleagues, we arrived back at the hotel at around half past midnight. It would not give us a massive amount of sleep but nothing was going to stop us from getting up the next morning bearing in mind the flight we were hoping to take. The reason I say ‘hoping’ is that neither of us had a confirmed reservation on the flight. We both work for different airlines and had managed to get ZED tickets for the DAM-CCS sector, which are on a space available basis only. Bearing in mind that this flight is capped at 100 passengers due to payload restrictions there was no question that there would be space available, but being accepted for the flight was going to depend on the underload once the final fuel figures had been decided. From a contact in Iran I had managed to find out that a total of around 65 passengers were booked to CCS which sounded great but if Iran Air wanted to use the extra payload for cargo it was still possible that we would not get on the flight.
After checking out we met outside the hotel the next morning where a car would be collecting us to take us to Damascus International Airport. The journey to the airport took around twenty minutes so we were soon making our way into the terminal with only a limited sense of excitement – it was all going to be a bit tense until such a time as we might be accepted for the flight. It was particularly tense for me as I had made confirmed reservations on the Cubana and American Airlines flights so I stood to waste a lot of money if we did not get on this flight. Still, I felt the risk was worth it.
After quite a long wait to get through security which was something of a bottleneck, we finally entered the check-in area and headed to the check-in desks for our flight. We were wearing our respective airline ID cards at this time since we were travelling on staff tickets. The gentleman from Iran Air must have spotted this as when a new desk opened and we moved across he told us to wait until the end. This meant there was definitely a chance of us not being accepted so we started talking about options for getting back from DAM to AUH and LHR respectively. Something else which did not make the situation look too good was the fact that several other passengers were later told to wait until the end – I believe these were revenue passengers. I assumed that the Iran Air representative was waiting for the Captain to pass a final fuel figure before they could take any more passengers. These flights will always be limited at take-off weight due to the massive fuel load being uplifted ex-DAM. After some time the Iran Air representative finally beckoned all remaining passengers including ourselves to come forward and check-in. We were both relieved and extremely happy to say the least.
We were given our boarding passes for seats together near the rear of the aircraft and then headed towards immigration. The departures area beyond the immigration counters is quite small and the limited amount of gates are closed until not long before the boarding starts. There was a queue outside our gate and departure time came and went while we waited, but this was not surprising as the outbound crew had only passed through a short time earlier and we were accepted pretty late at the check-in. Still, we were in no hurry and were quite content to wait.
After a while boarding commenced and as with many departures at DAM the aircraft was parked on a remote stand. From the gate we could see the aircraft and make out the registration as EP-IAB. I knew it would be either this machine or EP-IAD as these were the only two (of four) in active service at the time. This aircraft was very recently taken out of storage and overhauled so I was quite pleased to be travelling on this particular one. When I was in THR in January the aircraft was in the hangar being prepared for its return to service.
When the agent at the gate saw our boarding passes he asked us to wait for a moment rather than board the coach with the rest of the passengers but it soon became apparent that we would be taking alternative transport to the aircraft. One of the Syrian Arab Airlines staff who I had been training for the past couple of days was the Load Controller assigned to the flight and he knew I was travelling to CCS as I had mentioned it the previous day. He invited us into his jeep and then personally drove us to the aircraft. We passed behind Syrian Arab Airlines B727-200 YK-AGB ‘Damascus’ just after leaving the gate. I commented to my friend that I had flown on this aircraft AUH-DAM on my previous visit in 2005.
As we crossed the apron I stuck my camera out of the sunroof and managed to get a quick shot of the aircraft that would shortly be taking us all the way across the Mediterranean and Atlantic.
When we arrived at the aircraft we stayed on the apron next to the car for a couple of minutes where we were able to admire the magnificent B747SP before boarding. From my previous visit I knew that photographing on the ramp was usually not a problem so managed to take a few quick shots before and during boarding.
As we reached the top of the stairs I looked back along the leading edge, where fuelling was still underway. The Load Controller told me that the final fuel figure was 140,000kg.
We made our way through the cabin past the L2 and L3 doors to our assigned seats near the rear, but decided instead of taking an A and C seat to both take window seats on adjacent rows so we could each experience the view from the windows. We were several rows behind the wing so the view would be pretty clear.
Once fuelling and boarding were complete the door was closed and the crew proceeded to move all passengers into the last section of economy where we were seated in order for the aircraft to be in trim at take-off. As the aircraft was parked on a power-off stand the engines were started on stand. As the aircraft powered away from the stand the take-off flap setting was selected and I noticed that the B747SP flap arrangement is different to other B747s – something I did not previously realise.
It was only a short distance from the stand to the runway in use for departures and as the aircraft lined up we got a glimpse of two Syrian Arab Airlines Tupolev Tu-134s – YK-AYD and ‘YC which looked like they had been languishing there for some time.
‘AB was now fully lined up and take-off thrust was applied. It was nice to know that we were about to experience a B747SP take-off at maximum take-off weight (MTOW).
Take-off from DAM
After take-off we banked to the left and then flew west (the opposite direction to that of our destination) and did so for around twenty minutes or so, covering quite a significant part of Syria. Other passengers noticed this too, as I could see them pointing at the moving map on the big screen at the front of the cabin. Finally the aircraft then turned and headed north west over northern Syria before finally leaving Syria’s Mediterranean coast.
Climbing out of DAM
Leaving Syria’s Mediterranean coast
At around this time, the crew advised all the passengers who had been moved for the trim at take-off that they could move back to their allocated seats.
About fifteen to twenty minutes into the Mediterranean we passed over the island of Cyprus and had a clear view of the southern coastline, where resorts such as Larnaca, Limassol and Paphos all lie.
I was particularly pleased to get a nice view of Paphos, as it reminded me of two summer holidays there with my family in 1993 and ’94 when I was in my early teens. On those occasions we flew MAN-PFO-MAN with Air 2000 on B757-200 aircraft. That was when Air 2000 was still Air 2000 and wore their original gold/red colourscheme, but I digress....
Whilst looking down on the south west coast of Cyprus the crew passed through the cabin and performed the first service of the flight – a hot breakfast. The breakfast hot item consisted of chicken, potato, tomato, spinach and something with egg and potato that I can only liken to a Spanish tortilla. A croissant and preserves were also included as well as fruit in the form of pineapple. I was also given a can of orange juice and later offered tea or coffee. As always, I had a cup of tea. The breakfast was actually quite pleasant and certainly ‘filled a gap’.
We had both been awake for a few hours by now and were quite tired due to the late night and early start so decided to get some sleep.
I awoke around four hours later and took a look out of the window to find that we were over land. It actually looked quite green so I guessed it could not be anywhere in north Africa and could only imagine that we must be over Italy or Spain.
Around half an hour later I decided to take a walk around the cabin to stretch my legs and also to get the one window shot I really wanted to get. There were no passengers seated by the R2 door so from the first window aft of the door I managed to get a nice shot of the leading edge and engines. I have often wondered what the black lines are on the leading edge of the B747-100, -200 and SP models which do not seem to appear on the -300 or -400. I’m sure someone can tell me.
Before I returned to my seat I decided to take a photo and video of the cabin interior which was actually quite clean and tidy – presumably since the aircraft was recently overhauled before returning to service.
A couple of hours later and eight hours into the flight the crew started the second service which included a hot lunch. There was a choice of a beef or chicken dish and I chose the beef. It was served in rice and it actually looked like there was no beef in it but a quick ‘dig’ revealed the beef inside. There was also a savoury appetiser – I can not remember what this was but do remember it being very nice. Also included was a salad, a pot of natural yoghurt, bread and a dessert. To drink I asked for a Sprite and was given Zam Zam – an Iranian brand of soda which was more than fine. My friend also got Zam Zam cola rather than Coke. Naturally, alcohol is not served on Iranian carriers.
As we had slept pretty well so far, the flight had passed quite quickly but there were of course six hours still to go. For much of the remainder of the flight we chatted on and off, rested some more and I also showed my friend some photos from some of the other interesting flights I have taken.
Around an hour and a quarter before landing we passed over the island of Barbados to the right, where I actually spent ten days in February. It did seem a little strange looking down on Holetown from an Iran Air aircraft. I had to go to the R4 door to get a view of the island.
It was around thirty-five minutes before we saw any more land and I assumed that by now we must be in Venezuelan airspace. I later found out that it was actually Margarita Island and an airport was also visible.
I am sure someone from Venezuela will be able to tell me something about the other much smaller island we passed over a few minutes later.
It was not long before we finally started our descent towards Caracas and the area on the coast where the airport is located could just be made out in the distance to the south.
Finally we made the turn to land from the west and the flaps were deployed. The approach was over the sea so there was not much to see from the left during the approach.
Landing in CCS
As we taxied in towards the terminal there was a colourful array of airlines and aircraft in evidence and the mountainous backdrop was very scenic.
Finally, we were in Caracas and I was in South America for the first time. This was to be a fleeting visit as I had some more ‘exotic’ flying planned for the next day but it was a nice feeling to have flown directly from Asia to South America over the past thirteen hours and forty-four minutes (airborne to touchdown), but to have had the privilege of doing so on board a classic Boeing 747SP in 2007.
We disembarked via an airbridge and made our way to the immigration area but not before taking a last look out at the magnificent machine that had brought us here.
I can recommend this flight to anyone – it is an amazing experience but how much longer it will exist with the B747SP I do not know. There have been rumours of Conviasa taking over the route with an A340-200 or even Iran Air leasing the A340-200 from Conviasa and operating it on the route but so far nothing has happened. I hope the B747SP remains on this route so that other enthusiasts have the chance to take this trip too.
The history of this aircraft is quite simple as it was delivered new to Iran Air in May 1976 and has been part of the fleet since that time. It was withdrawn from use and stored at THR in late 2004 or early 2005 but eventually overhauled and returned to service in February 2007.
Semsem From Israel, joined Jul 2005, 1779 posts, RR: 3
Reply 5, posted (7 years 3 hours ago) and read 32767 times:
Fantastic; enjoyed reading like a story. Thanks for taking the time. I noticed a screne. Do they show movies and do they have music / ear phones? How are the crew? I wonder whether most passengers are Iranian?
I flew on a Pan Am 747 SP many years ago. I think that Pan Am and Iran Air were one of the very few airlines that even flew them. I am sure that they must lose financially on this route. I heard that for a while they made a stop in Paris but this seems strange. I wonder whether those other islands were Los Roques which are near Santa Margarita.
PlaneHunter From Germany, joined Mar 2006, 6747 posts, RR: 77
Reply 8, posted (7 years 2 hours ago) and read 32767 times:
Very enjoyable trip report about a very special flight. The food looks really decent.
Quoting UK_Dispatcher (Thread starter):
After a while boarding commenced and as with many departures at DAM the aircraft was parked on a remote stand. From the gate we could see the aircraft and make out the registration as EP-IAB. I knew it would be either this machine or EP-IAD as these were the only two (of four) in active service at the time.
Would be interesting to know what happens to EP-IAA. It's reported to be in MRO at THR.
CV990 From , joined Dec 1969, posts, RR:
Reply 11, posted (7 years 1 hour ago) and read 32767 times:
I must admit that this TR is one of the most outstanding and "exotic" I've ever seen!!! I'm particularly impressed with the fact that the god old 747SP is still a great airplane for those Special Performance routes. I also feel that Iran Air have a good standard of service too. Anyway great report and I'm looking forward to see the return!
Regards and thanks for sharing that!
Trintocan From United Kingdom, joined Apr 2000, 3237 posts, RR: 4
Reply 13, posted (7 years 1 hour ago) and read 32767 times:
What a great report! IR seems to be quite a good airline. When one considers that this is a plane that is nearly 30 years old, IR has kept it in great condition. The service looks good too - I have not seen a meal that big onboard in a long time! It is perhaps ironic that the airline and the route operate in interesting political circumstances.
I have flown on the 747SP once before, on UA from MIA to IAD in 1993 - not a route that tests the plane to its max (it was on its way to LHR if I remember correctly). It certainly felt aged and its a/c could not cope with the extreme summer heat that year, on landing in IAD the heat penetrated the cabin badly. All the same it was good to ride on a classic plane - it was after all my first ever 747 flight.
OA260 From Ireland, joined Nov 2006, 26909 posts, RR: 58
Reply 14, posted (7 years 1 hour ago) and read 32767 times:
Brilliant TR. I was lucky to fly on IR LHR to THR a few years back and it was a wonderful experience. The food also reminded me how nice the food is on IR. The crew were excellent on my flights also and even gave me a second meal!!! Nice to see ZAM ZAM again lol....
Thanks for sharing . IR is a wonderful airline. I hope they do well into the future. Their 747SP is a truly wonderful aircraft, I hope they dont take it off the THR-CCS route either.
Kaitak From Ireland, joined Aug 1999, 12428 posts, RR: 37
Reply 17, posted (7 years ago) and read 32767 times:
Superb report; really surprised they didn't mind you taking photos on the apron, particularly of an IR aircraft; thought you'd be pistol-whipped and carried away in the back of a van, never to be seen again! But glad you weren't!
Irish251 From Ireland, joined Nov 2004, 968 posts, RR: 4
Reply 19, posted (6 years 12 months 4 days 21 hours ago) and read 32767 times:
Thanks for the great report. I remember that in about 1976 when Iran Air first got their 747SPs, their flight IR777 was a regular sight over Ireland, on its way to New York. Later the 747-200s also appeared on the route. Previously the equipment used on this service was the 707.
PlymSpotter From Spain, joined Jun 2004, 11638 posts, RR: 60
Reply 21, posted (6 years 12 months 4 days 20 hours ago) and read 32767 times:
Quoting Kaitak (Reply 17): Superb report; really surprised they didn't mind you taking photos on the apron, particularly of an IR aircraft; thought you'd be pistol-whipped and carried away in the back of a van, never to be seen again! But glad you weren't!
Contrary to popular belief - they are actually very friendly.
Another fantastic report on a very rare flight - I look forwards to the trips onboard the Il-62, an aircraft I hope to add to my list early next year!
...love is just a camouflage for what resembles rage again...
AirlineBrat From United States of America, joined Jan 2005, 652 posts, RR: 0
Reply 22, posted (6 years 12 months 4 days 19 hours ago) and read 32767 times:
Wow, what an incredible experience on a rare trip. I really enjoyed the pictures and video. They came out really clear. The old cabin interior brings back memories of my childhood flying on all the old aircraft types UA used to operate. Many of those have since been broken up or sold to carriers in Africa, Asia and South America. The the two Boeing aircraft I have never flown on but want to are the 747SP and 707 and it looks like I will need to visit Iran to fly on those classic aircraft. Perhaps some day when the world becomes a little more peaceful, I'll get the chance. I look forward to your next installment on a Russian made aircraft none of which I have flown on either. Or should I say yet....
I'm leavin on a jet plane. Don't know when I'll be back again....
UAL747 From , joined Dec 1969, posts, RR:
Reply 23, posted (6 years 12 months 4 days 18 hours ago) and read 32767 times:
WOW is all I have to say. This is one RARE and INTERESTING trip report. I hope that your images were good enough quality to submit to Airliners.net photos. You should if you haven't, because as I said before, this is a strikingly rare experience! Plus, I don't think I've seen such a comprehensive photo study on the wings of the 747SP on here before. Those flaps are out-of-this-world! I knew they were single-slotted, but I had no idea how they looked when they extended on landing! Bravo!
Antskip From Australia, joined Jan 2006, 927 posts, RR: 6
Reply 24, posted (6 years 12 months 4 days 18 hours ago) and read 32767 times:
Thank you for one of the most fascinating reports ever. Very good photos too! And more to come! Can't wait. I flew the B747SP a few times between New Zealand and Australia - on UA between AKL and SYD, and on QF between WLG and SYD. Very nice plane - my favourite jumbo as it was a "mini". Loved the different flaps! Thank you! A very nice way to start the weekend...
: It is really an amazing trip report. I really enjoyed in every single word and every photo you posted. Now, I have a question and also to repeat Samse
: Around 65 passengers were on the flight - only around 17 had joined in THR. Movies were shown but certainly nothing in English so I did not watch any
: What an amazing report! This is by far one of the best TR i've read this year!! It's great to see such a classic bird still being utilized to the max.
: Very nice and interesting TR ! The first picture is definately not Margarita. The following pictures are Margarita Island - yes ! Ir is La Tortuga.