inlikepitt wrote:Vanguard
In Arizona they flew Boeing 737s under the name Air Laughlin for some time!!
Moderators: richierich, ua900, PanAm_DC10, hOMSaR
inlikepitt wrote:Vanguard
AntonioMartin wrote:inlikepitt wrote:Vanguard
In Arizona they flew Boeing 737s under the name Air Laughlin for some time!!
FlyingElvii wrote:AntonioMartin wrote:inlikepitt wrote:Vanguard
In Arizona they flew Boeing 737s under the name Air Laughlin for some time!!
I have the original banner that hung behind the MCI ticket counter the day Vangaurd opened, and for some time after. I also have the banner that hung in the terminal alley on opening, and the one that hung over the MCI gate the day they opened Atlanta.
They were hanging in my hangar with a couple of others I acquired until a couple of years ago.
inlikepitt wrote:Air Midwest
rkozy wrote:
I've always wondered why MCI couldn't adequately support some type of hub operation. Seems like they should. I guess when you're smack dab between Chicago, Denver, Dallas, and Minneapolis that pretty much sucks all the oxygen out of the region for feeder operations.
rove312 wrote:To some degree Eastern and Braniff had hubs there in the late 1980s.
AntonioMartin wrote:seat1a wrote:The Court Line. Remember them? I loved their L1011's and that funky livery. Anyone have a route map? (Please no responses that Google is my friend).
I saw their livery on the 1000 Airlines book, it was very nice.
BealineV953 wrote:AntonioMartin wrote:seat1a wrote:The Court Line. Remember them? I loved their L1011's and that funky livery. Anyone have a route map? (Please no responses that Google is my friend).
I saw their livery on the 1000 Airlines book, it was very nice.
Court Line: why, when, history, routes, airliners used:
In the 1950s UK Tour Operators created the ‘Inclusive Tour’ holiday. Tour Operators put together a package that included flights, transfers and accommodation. Holiday makers could book direct with the Tour Operator, or through a Travel Agent who would deal with the Tour Operator. UK consumers came to like the ease of buying an ‘Inclusive Tour’ package in one simple transaction.
The 1960s saw significant growth in the ex-UK IT holiday market.
In July 1966 the UK Government imposed a £50 ‘travel allowance’ limit for British citizens. £50 back then was worth the equivalent of more than £900 in today’s money, but that may not have been enough to cover all the costs of a two-week family holiday. UK holiday makers were able to side-step the currency exchange restriction by paying their Tour Operator in the UK in Sterling, making it possible for them to continue to take overseas holidays.
UK Tour Operators quickly realised that through vertical integration they could reduce cost and so increase their margins. Many Tour Operators either acquired or set up their own airline.
At the end of 1969 Clarksons bought Luton-based Autair. Autair were operating five BAC 1-11 400s. Clarksons set about rebranding Autair as Court Line. The 1-11 400s were quickly replaced by a fleet of twelve BAC 1-11 500s, with others leased in. The 1-11s were memorable for being painted in one of four pastel shades, bringing a splash of colour to the airports they served.
In 1973 Court Line added two TriStars to its fleet, configured with 400 seats.
The route map in the airline’s Summer 1973 in flight magazine shows services to most of Europe and North Africa’s ‘sun and sea’, skiing and city-break destinations, examples being: Faro, Las Palmas, Alicante, Malaga, Ibiza, Mallorca, Marseilles, Genoa, Palermo, Malta, Tunis, Venice, Crete, Nicosia, Pula, Dubrovnik, Istanbul, Basle, Zurich, Frankfurt, Cologne, Berlin, Helsinki, Gothenburg, Bergen, Reykjavik and others.
As well as serving the busier European routes, the airline used its TriStars on services to the Caribbean. Both of the TriStars were early dash 1s with limited range, and so I guess they made at least one tech stop en route.
In 1974 the UK economy went into recession and in August that year Clarksons and Court Line collapsed leaving thousands of passengers stranded.
I did one round trip with Court Line, a day trip to the 1973 Paris Air Show. I flew from Luton to Le Bourget on the airline’s then brand-new pink TriStar. It was the first wide-body airliner I flew on. At the show the airliner was displayed in the static park, and it also made a number of fly pasts.
rove312 wrote:rkozy wrote:
I've always wondered why MCI couldn't adequately support some type of hub operation. Seems like they should. I guess when you're smack dab between Chicago, Denver, Dallas, and Minneapolis that pretty much sucks all the oxygen out of the region for feeder operations.
The design requiring re-clearing security for most connections was a problem. The new terminal will resolve that, but I guess in the current climate there's no thought of a hub.
To some degree Eastern and Braniff had hubs there in the late 1980s.
LAXLHR wrote:PB26 wrote:I'm surprised to see few mention airlines in South America. In Nineties, with neoliberal air policies, many countries privatized their airlines or let new carriers, while some oldest had an opportunity to grow. Just some of them:
TransPerú, AeroContinente, SAETA, SAN, Aces, Zuliana de Aviación, Servivensa, SBA, Transair International, Air Vias, Fly, Viabrasil, UNEX, Skyjet, PENTA, TAVAJ, RICO, META, Pantanal, Austral Express, American Falcon, TAN S.A, Aerosúr, Northeast Airlines, Dinar, Southern Winds, Presidente, Atlântico, LAER, Chile Inter, Aeroposta Argentina, Avant Airlines, National Airlines (Chile). All of them has formidable stories.
I didn't mentioned the majors or most known, as VARIG, VIASA, PLUNA, LAB, AeroPerú, Faucett, Ecuatoriana, Avensa-Servivensa, VASP, Transbrasil, Cruzeiro... the consolidation in South America was dramatic, just a few from 1980s remains: LATAM (former LanChile), Aerolíneas Argentinas, Avianca and SLM.Superboi wrote:RG Also operated to LOS at a point (Till the late 80s/early 90s)
Yes, the route was GIG-LOS-SSA-GIG, with 707 and after with DC-10, one weekly.LAXffDUB wrote:I haven't seen anyone mention Viasa (Venezuela). I think they used DC10s and were a regular sight at JFK. In the day it, along with Varig (Venezuela), had the reputation in NY of being the preferred carriers to South America for the "well-heeled" (ie: wealthy) traveller. People described them as pure class.
Varig was from Brazil
Yup, they were known for superb product. VIASA itself called The Venezuela's Seven Star Airlines in its heydays. VARIG's soft product were wining-award and the company had kitchens for meals in Lisbon and New York. All the VARIG's agencies outside Brazil were known the second brazilian emabassies and was a proud find them in places like Rockefeller Center, Champs Elyseés and Via Veneto
Beside some dark sides about Panair do Brasil downturn and lobby against VASP and Transbrasil, VARIG built a reputation of Brazil with no other local company (not only airline) doing the same. VARIG beats the powerful Pan American in GIG-JFK route in early Sixties and the company got a loyal japanese public because of its onboard product.
It really brings up another conversation about what really happened to aviation in Venezuela (not the obvious politico)... and Brazil
n729pa wrote:Sabenadryl
Brymon Airways
LAXffDUB wrote:Anybody remember Highland Express? They had one used and rather old 747 flying between Scotland and EWR. They didn't last long as it was always breaking down. I think they were created to bring back a Sottish flag carrier of sorts after British Caledonian disappeared.
LAXffDUB wrote:I haven't seen anyone mention Viasa (Venezuela). I think they used DC10s and were a regular sight at JFK. In the day it, along with Varig (Venezuela), had the reputation in NY of being the preferred carriers to South America for the "well-heeled" (ie: wealthy) traveller. People described them as pure class.
rkozy wrote:rove312 wrote:To some degree Eastern and Braniff had hubs there in the late 1980s.
Yes, they did. I don't think there was a tremendous selection of destinations or flight frequencies, but it was certainly more than just a focus city back then.
BNAMaxxFlyer wrote:Looking through old timetables, came across one from 'Private Jet'. Shows flights from ATL, MDW, DFW, LAS, MIA, STT, STX. They used MD80s. I recall seeing them a couple times. What I found interesting is on one page, in the same timetable there are flights listed under an airline named 'Wings of the World'. JFK-ORD-LAX/SFO. I can't find anything on this one. Anyone have any insight?
departedflights wrote:rkozy wrote:rove312 wrote:To some degree Eastern and Braniff had hubs there in the late 1980s.
Yes, they did. I don't think there was a tremendous selection of destinations or flight frequencies, but it was certainly more than just a focus city back then.
I would say the Braniff II Kansas City hub was more than a focus city.
At its peak, the combined Braniff/Braniff Express operation was operating 200 daily departures (about 100 each on both mainline equipment and Express equipment) to 57 cities (33 of them mainline) from 31 gates spread across two terminals at Kansas City.
FlyingElvii wrote:rove312 wrote:rkozy wrote:
I've always wondered why MCI couldn't adequately support some type of hub operation. Seems like they should. I guess when you're smack dab between Chicago, Denver, Dallas, and Minneapolis that pretty much sucks all the oxygen out of the region for feeder operations.
The design requiring re-clearing security for most connections was a problem. The new terminal will resolve that, but I guess in the current climate there's no thought of a hub.
To some degree Eastern and Braniff had hubs there in the late 1980s.
Eastern Branniff, Branniff II, Midwest Express, Vangaurd, TWA, and even to an extent US Air have tried to make a hub out of KC.
The area just does not have the population density to make it work, and it competes with the much larger Minneapolis, and Omaha to be the economic center of the upper Midwest. Chicago, Dallas, Denver, and Minneapolis all within “Short” flying distance dooms those chances as well.
Nashville was in the same situation until just the last decade. Now it supports flights to everywhere, due to a fast growing and very diverse economic base. Unlike say, Austin, which rises and falls with tech (formerly military), Nashville’s current economy is not dependent on any one economic sector to drive the traffic.
departedflights wrote:BNAMaxxFlyer wrote:Looking through old timetables, came across one from 'Private Jet'. Shows flights from ATL, MDW, DFW, LAS, MIA, STT, STX. They used MD80s. I recall seeing them a couple times. What I found interesting is on one page, in the same timetable there are flights listed under an airline named 'Wings of the World'. JFK-ORD-LAX/SFO. I can't find anything on this one. Anyone have any insight?
I actually asked about Private Jet and "Wings of the World" a few years back in this thread and received some good information:
viewtopic.php?p=22401055
It was basically a public charter company that used leased aircraft from other airlines including Private Jet, Express One and others.
spinkid wrote:I'm not sure if it was one of these flights, or a Carnival one, but I recall the seat assignments were done with a sticker sheet that was a map of the aircraft seating plan, and they peeled off the sticker with your seat number on it. Anyone else ever see that system?
AirAfreak wrote:
Balair/CTA
off-topic: anyone remember "McDonald's-in-the-Sky" kids meals on United? I'm hungry right now lol
Shrewfly wrote:Dan Air - My mother was an air hostess for them on the BAC 1-11 and Bae146. And theyre probably what got me into aviation. I still have models and stickers she brought me as a kid
AntonioMartin wrote:BealineV953 wrote:AntonioMartin wrote:I saw their livery on the 1000 Airlines book, it was very nice.
I did one round trip with Court Line, a day trip to the 1973 Paris Air Show. I flew from Luton to Le Bourget on the airline’s then brand-new pink TriStar. It was the first wide-body airliner I flew on.
At the show the airliner was displayed in the static park, and it also made a number of fly pasts.
Flying on a plane and then see it fly-by and on display the same day.....hard to beat, that!
gzm wrote:The thread has accumulated 284 replies previous to this one. Interestingly, 84 was the code Boeing used for Olympic Airways. So, if the variant was -200, for example, Boeing 747-284, 737-284 or 727-284 this would mean the first operator of a specific aircraft was Olympic. Also of interest is to note that all these three variants reside permanently at ATH Ellenikon.
pmseattle wrote:Reeve Aleutian - I used to fly with them all over Alaska in the early 1980s.
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TerminalD wrote:AntonioMartin wrote:Something I don't see many topics about is...old airlines...pre 21st century ones....I wanna talk plane types, routes, advertising, etc, etc..
What I remember:
...
Air Illinois
...
What were their routes? What planes were used? When? What was their history? Why did they exist? etc etc..
Air Illinois’ purchase of SCAT (hold the jokes) and subsequent crash financially doomed them and enabled Britt to grow into their place.