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Welcome to Aircraft — the home of classic aviation.
With a superb new look, more pages than ever, 13 exciting issues a year and the work of the best writers and photographers in the business, Aircraft is the magazine for the true aviation aficionado. Continuing the rich history of Aircraft Illustrated, established over 40 years ago, Aircraft offers a contemporary take on the greatest years of aviation, the glory days of charismatic aircraft. From the most famous historic airliners to the most exciting military jets of all time, our coverage is second to none.
- SPECIAL REPORT
Commemorating the Berlin Airlift,
60 years on - a special Aircraft online report - EDITOR'S BLOG
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Every month Jay Slater reviews what's
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40 years of...AVIATION
Commemorating the Berlin Airlift, 60 years on — a special Aircraft online report
At the outset, Aircraft was not, it is fair to say, all that interested in out-and-out topicality. In fact, a regular news section wasn't introduced until the fourth issue, when the magazine (previously quarterly) went monthly. It and Peter R. March's 'Airview' section provided a comprehensive topical element, at a time when it was far more difficult to keep up to date than the internet, e-mail and digital photography help us be today. But as the years went on, the coverage grew and grew.
This, then, is how Aircraft covered 40 of the biggest aviation stories of its first 40 years, from 1968 to 2008. It's by no means complete — for one thing, the magazine didn't used to report disasters, like the 1977 Tenerife collision that remains the worst loss of life in any aviation accident. Rather, it provides a snapshot of some of the major events of these last four decades, and a look at the way we saw them at the time. Sometimes, this differs greatly from what we know now. Look at the claims made for the Boeing 747 on the occasion of its maiden flight, for instance — or the plans for F-22 production when it beat the F-23 in the Advanced Tactical Fighter contest! Our look back at 40 moments from 40 years also reflects the fact that the major achievements and highlights in aviation have always been tempered by sadness and tragedy, also reflected here.
Use the links below to see what was covered by Aircraft during those years.
1960s - 1970s Close Read More
Tu-144 beats the West - 31 December 1968
Russia's Tu-144 supersonic transport has been rolled out of its final assembly hall at the Shukovski [sic] plant near Moscow, and taken to the nearby airfield for first flight preparations according to Moscow radio reports. It may well fly before the end of the year.
AI October 1968
Tupolev's latest aircraft and the world's first supersonic airliner, the Tu-144, made its first flight, of 38 minutes' duration, on 31 December. The Tu-144 was flown by test pilot Eduard Elyan from an airfield near Moscow, and was accompanied by two chase-'planes, one unidentified and the other a modified MiG-21 fighter fitted with a scaled-down Tu-144 wing. Second flight of the supersonic airliner prototype CCCP-68001 was made on 8 January and lasted for 50 minutes.
AI March 1969
First flight of the Boeing 747 - 9 February 1969
Will the Boeing 747 really seat 490 passengers? While it is capable of carrying 490 passengers, Pan Am plans to use the great size of the aircraft to offer the traveller more comfort and space. As an example, the Pan Am 747 will normally carry 362 passengers: 58 in first class and 304 in economy. Won't this be more like a cattle boat than a luxury liner in the sky? Boeing 747s will enable the airlines to get away from what critics call 'steerage' seating. The cabin, nearly 20ft wide and 186ft long, with thick wall-to-wall carpeting, will give the traveller the feeling of being in an airborne salon. First class passengers will find swivel chairs, tables, and a plush lounge on the upper level. Won't it take forever to board the 747? Definitely not. Boarding may be completed in less time than it takes now. The 747 has 10 doors, but, normally, no more than three of these need to be used to board a full load in record time. Plans call for splitting some terminal waiting rooms into two or three lounges, each serving a different door of the aircraft. What about claiming baggage on arrival? Baggage retrieval should be as fast or faster than at present. One plan now under study calls for passenger loads to be divided into five groups for more personal handling. Each group would have different colour baggage tag and boarding pass. The baggage would be placed in huge colour-coded containers and delivered by colour to separate counters on arrival. Will the 747 add to air traffic congestion? On the contrary. Two 747s will do the work of five of the largest 707 jets.
AI July 1969
Concorde flies - 2 March 1969
The first flight was made by André Turcat, Sud Aviation chief test pilot, in 001 (F-WTSS) on 2 March 1969, soon followed by Brian Trubshaw, BAC chief test pilot, in 002 (G-BSST) on 9 April. With the two prototypes now available, the flight test programme began and it rapidly became apparent that all the pessimistic predictions could be swept aside — within three months, the equivalent of 10 North Atlantic trips had been flown and the flight envelope explored... By early August, both aircraft had completed Phase 1 of the programme, and the speed range explored stood at 138kt to Mach 0.95, the highest altitude reached being 40,000ft. At this time, both prototypes were grounded for scheduled modifications making ready for Phase 2, the supersonic investigations. On 21 September 1969, F-WTSS began flying again and investigated speeds up to Mach 0.95 — and then, on 1 October, the first supersonic flight was made. Turcat flew 001 to a maximum speed of Mach 1.05 with two engines at full power (with afterburning) and the other two at reduced power. Now the scene was truly set for success after success — the penetration into the supersonic arena had been, as predicted by design, smooth and sure, and by the end of the month the speed had been increased to Mach 1.25 at 45,000ft. The programme was now so obviously successful that the decision was made to hand the aircraft over to customer airline pilots, and in November captains and flight engineers from Pan American, BOAC, TWA and Air France flew 001 from take-off to touchdown, all accelerating to supersonic speeds during the flight… The report from the airline crews was highly enthusiastic: '…the aircraft was pleasant and easy to fly, imposed no excessive workload on the pilot even in failure conditions, and there should be no problem in training airline pilots and engineers to handle the aircraft…'
AI September 1972
First V/STOL fighter unit - 22 April 1969
The Royal Air Force received its first operational Hawker Siddeley Harrier GR1 V/STOL strike fighter on 22 April, when two aircraft were delivered to No 1 Squadron at Wittering, Northants.
AI June 1969
'Pan Am's $23-million flying penthouse' - 21 January 1970
On 21 January, Pan American World Airways inaugurated its first Boeing 747 service — a daily round trip between New York and London — and by the end of two weeks' flying it had carried 6,318 revenue passengers on 30 jumbo jet flights across the North Atlantic. This figure gave Pan Am a total average load factor of 58.1 per cent, which is considerably higher than the 747's break-even factor. Pan Am now has one daily evening 747 departure out of New York for London, and this single 747 is doing more work and carrying more passengers than the two daily evening 707 departures for London did before the 747 came along. Pan Am has also begun 747 services between New York and San Juan, and New York and Paris, and by midsummer its '747 System of the Seventies' will reach around the world. The 747, the largest commercial air transport ever built, required Pan Am to devise a totally new approach to the interior design of an airliner, and the finished product represents a new peak in gracious living — a $23-million flying penthouse with four salons in different colour schemes, six galleys with one for buffets, a dozen rest rooms and a circular stairway rising to a cocktail lounge in the sky.
AI May 1970
1970s - 1980s Close Read More
Wide-bodies all the rage — DC-10 and TriStar - Early 1970s
The Lockheed TriStar airbus, powered by three Rolls-Royce RB211 engines, made its first flight on 16 November. The first aircraft is a production model, and 12 TriStars including two structural test aircraft are now either completed or in various states of construction. By next November TriStars should be leaving the production line at the rate of one a week.
AI January 1971
Most of the 240 passengers on board the big tri-jet slept as the most powerful model in the DC-10 series slid across the clear Atlantic sky. The film had long finished, everyone had eaten well, and the steady swish of jet-cum-aerodynamic noise provided a faint but appropriate background sound for the first night flight. This was another of those occasions when I was unable to join the ranks of slumbering travellers, for as far as I was concerned there was far too much to enjoy, and, slight disorientation over time aside, this was no occasion on which to be buried in sleep. The flight was a scheduled service from Miami to London by the American carrier National Airlines, and which had carried us out of Miami the previous evening on one of the airline's brand new DC-10-30 jets. On this occasion, the seat was first class, the cabin crew performed likewise, and as we flew at 36,000ft into a magnificent dawn I felt that this was one of the finest flights I had ever made — and in 20 years of air transport reporting I had made a few.
Roy Allen, AI June 1974
Boeing's SST saga - 1969-71
Boeing was given the go-ahead to develop America's first supersonic transport on 23 September by President Nixon, who said that he had decided to ask Congress to appropriate a development sum of $726 million over the next five years. This is considered sufficient to enable Boeing to have two prototype SSTs flying by the end of 1972. The present estimated cost of putting two prototypes in the air is $1,200 million, of which the US Government will have provided $994 million.
AI November 1969
The US Senate has cut off federal funds for the Boeing SST. Despite talks of possible private financial backing, Boeing has said there is no feasible way in which it could continue with prototype development and 7,000 Boeing workers are being laid off.
AI June 1971
British Airways established - 31 March 1974
The British Airways board announced in January that the name British Airways will replace the names British Overseas Airways Corporation (BOAC) and British European Airways (BEA) with immediate effect. The two airlines will continue to operate separately but expenditures are expected to be cut by promoting them jointly, and to this end their aircraft will gradually be repainted in a new British Airways colour scheme.
AI February 1973
The first aircraft in the new British Airways livery could be flying this autumn. This was stated by British Airways Chairman Mr David Nicolson on 7 March at the British Airways board meeting with senior management and staff representatives. Referring to the good names of BEA and BOAC, Mr Nicolson said: 'We are well aware of the investment and goodwill in these names and we are not going to rush away from their use. We hope to phase them out by April 1974 but only if the name British Airways is by that time standing on its own and is accepted.'
AI May 1973
Inaugural Airbus service - 23 May 1974
The culmination of a five-year development programme was marked on Thursday 23 May when an Airbus Industrie A300 took off from Paris Orly carrying fare-paying passengers for the first time. The Air France flight AF810 from Paris to London was the first of daily services offering wide-bodied comfort to passengers on this, the highest-density international route in the world.
AI July 1974
Tornado prototype airborne - 14 August 1974
The first prototype of the Anglo/German/Italian Panavia MRCA (Multi-Role Combat Aircraft) made its first flight on 14 August at Manching in southern Germany, piloted by the project test pilots, Paul Millett with Nils Meister in the second seat. BAC test pilot Paul Millett, who captained the aircraft during its 30-minute flight, said afterwards: 'the aircraft handled superbly well — there were no problems'. This is the first of nine prototypes and six pre-series aircraft to fly at BAC's airfield at Warton before the end of the year, the fourth during 1975 at Manching and the fifth at Aeritalia's flight test centre at Caselle. Some 800 aircraft are to be built for the RAF, the German and Italian Air Forces and the German Navy. The MRCA is scheduled to enter service by the end of the 1970s.
AI October 1974
F-16 wins 'sale of the century' - 13 January 1975
The US government has decided to equip the USAF with the General Dynamics F-16 in preference to the Northrop F-17 after an intensive 10-month flight evaluation programme at Edwards AFB, California, during which prototypes of the two new fighters were pitted against current first—line aircraft in the US fighter inventory. The first of 15 new F-16s will be built at the General Dynamics plant at Fort Worth, Texas, starting this summer, and flight-testing is expected to begin 16-18 months later. The developmental aircraft will comprise 11 single seat and four two-seat F-16s, and they are expected to be the forerunners of 650, or more, production aircraft to be ordered by the USAF. Potential orders from four NATO countries — Belgium, the Netherlands, Denmark and Norway — now considering replacements for their ageing F-104s, and from other foreign countries, could increase total production.
AI March 1975
Concorde enters service - 21 January 1976
Seven years after 20th century aerospace technology put a man on the moon, global supersonic flight has finally gone public with the simultaneous inauguration on 21 January 1976 of Concorde's passenger service from London to Bahrain and Paris to Rio de Janeiro. But today's wonder is tomorrow's commonplace, a truism perhaps best illustrated by the words of one of the men responsible for piloting the brilliant machine on its inaugural passenger fight for British Airways, Capt Brian Calvert, Flight Manager (Technical)… 'This is Mach 2 flight — smooth with a dark blue sky above and the map of southern Europe laid out below us… We have been climbing slowly as the fuel was used, and are now at 58,000ft. We're still doing 1,300mph, there's not a cloud in sight, the sky is darkening ahead as the sun sets behind us, and the passengers are astonished, as they always are, that it has all been so undramatic.'
AI April 1976
Soviets cause a stir - July/September 1976
A Farnborough exhibition without news is almost unbelievable, yet the 30th Air Display presented by the SBAC really made us aviation journalists work hard for our corn… The biggest news, in fact, was the dearth of stories and the show was dubbed the 'Farnbore Show' by one avuncular writer. Sadly, the main aviation stories of the week originated far from Laffan's Plain and the black sheds. 'Pity it didn't come here' was the amused response to the news of the jolly jape by Soviet Air Force Lt Viktor Belenko who, in his 'Foxbat' had whistled undetected through Japan's defensive radar screen to land at a Hokkaido airfield.
Paul Humphreys, AI November 1976
Fixed-wing aircraft carrier operations, long restricted to such major powers as Britain and the United States, now have another active proponent — the Soviet Union. The first operational Soviet Navy aircraft carrier, Kiev, entered the Mediterranean on 19 July. An additional carrier of the same class, Minsk, is now reported to be undergoing sea trials in the Black Sea, while a third as yet un-named carrier is now under construction. NATO intelligence officers estimate that a total of four aircraft carriers will be in the Soviet fleet by the middle 1980s. As soon as the Kiev was spotted transiting the Bosporus the NATO intelligence network swung into high gear to learn as much as it could about the new Soviet carrier. RAF Hawker Siddeley Nimrods of No 203 Squadron and a Canberra from No 13 Squadron joined aerial reconnaissance elements of the US Sixth Fleet… The biggest surprise offered by the appearance of the Kiev in the Mediterranean was the new Soviet vectored lift/thrust V/STOL fixed-wing tactical aircraft deployed with the expected complement of Kamov Ka-25 'Hormone' helicopters. Aware that the Soviets were developing several V/STOL fighter prototypes, Western observers thought it likely that a development of Yakovlev's VTOL prototype flown at Moscow's Domodevodo [sic] airfield in 1967 would eventually lead to an advanced aircraft that could be deployed from Russian ships. In the intervening years that prototype has been considered the Yak-36 'Freehand', although intelligence experts now consider the designation to be more appropriately applied to the obviously operational jet-powered V/STOL aircraft currently deployed aboard the Kiev and NATO codenamed 'Forger'.
Peter Kilduff, AI November 1976
Laker's Skytrain service begins - 26 September 1977
Concerned that Laker Airways as well as established scheduled operators should be given a fair and equal opportunity to compete, the UK Civil Aviation Authority finally decided in mid-September to allow Laker Airways' Skytrain services to operate from Gatwick and without restrictions on the number of seats on any one flight. The authority's original decision, taken in 1972, was to require Skytrain to operate from Stansted and to be subject in winter to a limit of 189 passengers on each flight. This was to provide a measure of protection to British Caledonian's services on the North Atlantic. BCAL suspended its Gatwick-New York service in 1974 and the new Bermuda Air Services Agreement provides for only two British airlines to be designated between London and New York. British Airways and Laker Airways have been duly designated. The new era in low-cost North Atlantic air travel subsequently got under way on 26 September with the inaugural Laker Airways DC-10 Skytrain departure from Gatwick to New York. During the first week of the service, the flights were reported to have generated traffic either side of the break-even figure of the 189 passengers per departure and the airline remained optimistic about Skytrain's prospects.
AI November 1977
'Five-Grand Phantom' - 24 May 1978
The high point of one of the most successful aircraft production programmes ever was marked by special ceremonies at St Louis, Missouri, on 24 May when the McDonnell Douglas Corporation rolled out the 5,000th F-4 Phantom. The occasion was also doubly auspicious as it also commemorated the 20th anniversary of the first flight of what has become a legendary fighter. The 5,000th production aircraft, an F-4E, was unveiled to reveal a special two-tone blue and white paint scheme with an appropriate legend on its nose and the national flags of the 11 countries which have operated the Phantom.
AI August 1978
1980s - 1990s Close Read More
Final commercial Comet flight - 9 November 1980
Had it not been for the concerted efforts of a group of determined aviation enthusiasts and the willing co-operation of Dan-Air, the last commercial flight of the de Havilland Comet (the world's first jet airliner) might have taken place in obscurity, going unnoticed by the public save for the interest of a few cognoscenti and, of course, the airline involved. In the event, however, this nostalgic occasion was celebrated on Sunday 9 November 1980 by what proved to be a memorable 1hr 10min flight (a round-trip from London-Gatwick) in Comet 4C G-BDIW. At 14.09hrs Capt John Kelly opened the throttles, released the brakes and 'India Whiskey' leapt forward. DA8874 climbed steeply away with fuel momentarily streaming from the wingtip vents. Levelling out at some 2,000ft, G-BDIW turned on to a north-westerly heading — destination Heathrow! G-BDIW then headed north-west to complete another dramatic overshoot (from 300ft) at Brize Norton before continuing south-west to its old home at RAF Lyneham for yet another flypast… At 15.20hrs, Comet 4C G-BDIW completed its 10,933rd landing. Thus ended the commercial life of the Comet airliner — a fitting finale for arguably the most revolutionary aircraft in the annals of civil aviation history.
Allan Burney, AI February 1981
Falklands War - 2 April-14 June 1982
The well-covered departure of the British Task Force to the Falkland Islands early in April included helicopters and aircraft, the majority coming from RNAS Yeovilton, to provide air support for the Royal Marines. HMS Hermes, the flagship of the force, and HMS Invincible carried at least 16 Sea Harriers of 800 and 801 Squadrons, augmented by aircraft from 899 Squadron, as the nominal strength of each of the front-line units is only five aircraft apiece. The Sea King HC4s of 846 Squadron were much in evidence despite their new toned-down markings. The large number of Wessex HU5s embarked in Intrepid and Fearless came from the Navy's last operational Wessex commando unit, 845 Squadron. For anti-submarine duties, Sea King HAS5s of Culdrose-based 820 Squadron were taken on the carriers with Lynx HAS2s of 815 Squadron on the frigates.
Peter R. March, AI July 1982
It is a sobering thought that had the Argentine Junta delayed its aggressive action until the end of the year, the entire operation would have been almost impossible from Britain's point of view. By then the planned phase-out from front-line service of the three remaining Vulcan squadrons would have been effected and only No 9 Squadron would have been equipped with Tornados and not really worked up to full operational state. HMS Hermes could have been heading for the breaker's yard, and almost certainly, preparations for the handover of HMS Invincible, sold to the Royal Australian Navy, would have been well advanced. Moreover, the Argentinian Super Etendard pilots, who have already shown their effectiveness with the destruction of HMS Sheffield, would have been that much better drilled. On the credit side, the Royal Navy would have worked up its Sea Harriers to an even finer pitch of operational preparedness than they are now and the Argentinian Canberras and Skyhawks would have been that much older… But possibly only one British aircraft carrier would have then been available to join the Task Force.
Paul Humphreys, AI August 1982
Black days for air travel - July-August 1985
The commercial aviation industry is still reeling from the shock of two Boeing 747 accidents within the same number of months. At the time of writing, the question looming over the Air India crash remained largely unanswered, while in contrast the cause of the Japan Air Lines disaster was pointing increasingly towards a failure in the aircraft's tail section. Inevitably, the tragic events have focused world attention on the subject of air safety, especially as the Boeing 747 is considered to be the most secure mode of transport in existence — remember, over five million passengers fly in 'jumbos' every month! If it is at all possible to view an air crash in a positive light, then it is for the reminder it serves to individuals and companies as to the importance of maintaining and, indeed, furthering the high standards of safety that are prevalent (though by no means total) throughout the airline industry.
Allan Burney, AI October 1985
No sooner had last month's column been written and gone to press, than the civil aviation industry was struck yet another devastating blow. During take-off from Manchester airport, a British Airtours Boeing 737 suffered a catastrophic engine failure. Although take-off was safely aborted and the aircraft brought to a halt, a severed fuel line sprayed the rear of the aircraft, engulfing it in flames. Tragically 55 people lost their lives in the resulting inferno. With public attention focused on air safety, the press is now reporting 'minor' airliner incidents (eg precautionary engine shutdowns) that six months ago would not have made news. Events such as these are not uncommon and do not merit headline status. On the other hand, the newspapers have picked up on a number of items with more serious undertones… If by their coverage on these issues the newspapers can evoke a positive response from those concerned, then their sensationalist reporting on other aviation topics will be forgiven.
Allan Burney, AI November 1985
Voyager circles the globe - 14-23 December 1986
Nowadays it is rare for an aviation endeavour to hit the world's headlines — and unheard of that it remains there for the next nine days! But that distinction can be proudly claimed by Dick Rutan and Jeana Yeager when, at 08.05hrs local time on 23 December, their Voyager aircraft landed at Edwards AFB, California after the first unrefuelled round-the-world flight. By now we have all learnt of the risks and discomfort (both financially and otherwise) experienced by the pilots before and during the flight, and there is no question that the adulation being poured onto them is justified. Historically the flight sets Rutan and Yeager alongside the likes of Charles Lindbergh and Amy Johnson (to name just two). But there is a subtle difference between the achievements of Voyager's crew and those of the previous generation of aviation pioneers. The endeavours of the early aviators were an essential part of the development of air travel and provided a pointer to the future domination of the world by air, as we know it today. No matter how remarkable Voyager's flight was, it will not change the face of commercial aviation (or indeed the public's perception of it) in such a manner. In no way does this devalue the importance of Rutan and Yeager's achievement as they claim to have rekindled the pioneering spirit of aviation that has been dormant for some time. We heartily congratulate the Voyager's crew and support team for uniting the world — if only for nine days.
Allan Burney, AI February 1987
Stealth goes public - November 1988
Stealth is the catchword of the moment. From being a subject shrouded in conjecture, within the space of two weeks the US Air Force unveiled its stealth technology to the world in the form of the Lockheed F-117A fighter and the Northrop B-2 bomber. The stealth saga took a dramatic twist when the USAF acknowledged for the first time the existence of its F-117A (previously dubbed the F-19 by the aviation world) by releasing a heavily-retouched low-quality photograph of the design. Since the beginning of this decade rumours about the stealth fighter have been rife and its presence has never really been in doubt. However, what has been in doubt is its configuration and the pyramidal shape the F-117A has taken most experts by surprise… Instead of the smoothly-contoured, well-proportioned, futuristic design depicted by most artists' impressions, the photograph released by the USAF reveals a small, single-seat, twin-engined aircraft that is of angular line. If the photograph is to be totally believed…. then the configuration reveals that the F-117A is not a dogfighter but a weapons platform for short-range stand-off attack missions. The service states that it has ordered 59 of the type of which 52 have been delivered, three having crashed. Funding for more F-117As has been terminated to release funds for more advanced projects including the Northrop B-2 stealth bomber that was publicly rolled out on 22 November.
Allan Burney, AI January 1989
Lockerbie disaster - 21 December 1988
At the turn of the year, when most people's thoughts were on peace and goodwill to all men, a terrorist's bomb and a small Scottish town seized the hearts and headlines around the world. Death and disaster always seems more terrible at Christmas time, but nothing could add to the horror of the Pan Am Boeing 747 which, blasted out of the sky at some seven miles high, crashed onto Lockerbie. As with all accidents, in the aftermath of this latest slaughter of the innocents, the words 'If only…' were on everybody's lips. If only the warning of a bomb on a Pan Am flight originating in Germany had been more widely known and acted upon. If only the aircraft had not been delayed in its departure from London Heathrow. If only the explosion had happened a few seconds later. Had the warning been acted upon more diligently then perhaps, a more rigorous examination of the aircraft, its cargo, the passengers and their baggage may have prevented the explosive device being placed or taken aboard when the flight departed Frankfurt to London. Had the aircraft left London on time, if the explosive was triggered by a time-switch, the Boeing 747 would have been over the Atlantic; then at least, the little town of Lockerbie would have been spared the death and destruction which rained from the early evening sky.
Paul Humphreys, AI March 1989
1990s - 2000 Close Read More
Blackbird bows out - 6 March 1990
Chalking up a new trans-continental speed record, a Lockheed SR-71A has streaked across the US in 68 minutes coast-to-coast. Flying the US Air Force SR-71 from Palmdale to Washington, DC, were Lt Col Ed Yeilding, the pilot, and Lt Col Joe Vida, the reconnaissance systems officer. The record flight was also the final one by this supersonic aircraft, 64-17972, now immortalised in aviation history. The Smithsonian Institution's National Air and Space Museum received the retired SR-71 and its logbook in a ceremony at Washington's Dulles International Airport shortly after the Blackbird landed. Its final home will be a proposed museum extension, slated to be located at Dulles. The SR-71 took off from Palmdale site 2 at 04.30hrs. Refuelled in the air, the SR-71 then started its record run from over the Pacific coast near Oxnard. A sonic boom from the aircraft was felt in southern California at 06.00hrs. The aircraft reached the Atlantic coast near Salisbury, Maryland, 2,404.05 miles away 68 minutes and 17 seconds later for an average speed of 2,112.52mph. The record-setting aircraft then flew to Dulles International Airport and performed two flybys, the second of which saw the pilot punch in the afterburners to ignite the cheers of an emotional crowd of some 1,500.
AI May 1990
Record-breaking 737 - 25 February 1991
The Boeing 737 has reached another milestone in its reign as the world's top selling jetliner. Delivery of the Boeing transport reached 2,000 as Lufthansa received a new 737-500 model at Boeing Field on 25 February. The delivery also marked the 100th 737 for Lufthansa and brought the airline full circle in its association with the Boeing twin-jet programme. Lufthansa launched the programme into production in 1963 by placing the first order for the original 96-seat 737-100, then received the first delivery in late 1967 and was first in service early in 1968. By 1987, boosted by new generation models, the 737 series had surpassed the orders recorded by the previous best seller, the Boeing 727 tri-jet. The 727 had accumulated orders and deliveries of 1,831 when its production ended in 1984. Total announced orders for 737s stand at 2,887, and production of the aircraft at Boeing's Renton, Washington, plant is proceeding at a record pace of 17 per month.
AI May 1991
Operation 'Desert Storm' - 17 January-27 February 1991
It was 03.15hrs local time — 35 minutes into Operation 'Desert Storm' and still before dawn — as 28-year-old Capt Steve Tait manoeuvred his F-15C Eagle over the outskirts of Baghdad, locking the APG-70 radar on to the Iraqi fighter ahead. A single AIM-7 Sparrow missile was ejected from the shoulder stowage position and streaked towards the Mirage F1EQ, striking it with an explosion which momentarily appeared to illuminate the whole sky. Spiralling down, it struck the ground and violently exploded, leaving no doubt that the first entry had been made on the air-to-air combat scoreboard. Tait and America's Coalition partners expected many more such victories to follow, confident that the generally superior Western interceptors would have a 'turkey shoot' at the expense of their mostly Soviet-equipped adversaries. Even as Tait was securing his place in military history, other pilots were noting disturbing signs on their radars. Said one: 'We had no adversaries. Those who did (take off) got nothing and headed north. I think that was a preservation move. Had they remained on the ground they would have been bombed and had they come southbound towards us they would have been shot down.' A few days previously, according to Iraqi AF commander Lt-Gen Muzahim Saab Hassan, the IrAF pilots had vowed to sacrifice their lives in suicide attacks against designated objectives in the coming Mother of Battles. It soon became evident that they had done no such thing.
Paul Jackson, AI May 1991
In less than 24 hours the F-117A had evolved from the deepest, darkest depths of the world of 'Black' programmes to the stage where airborne videotapes from its top secret infra-red targeting sensors had been broadcast on TV news bulletins around the world! JCS Chairman Gen Colin L. Powell credited the F-117As with the capability of being able to strike 80 per cent of the key Iraqi targets that had to be 'taken out' within the first 48 hours of the operation. This they accomplished ably, and relentlessly, under the guiding hand of the 37th TFW commander Col Alton C. Whitley. The initial waves entered the fray at midnight, Zulu (approximately 02.39hrs, local time) on 17 January. Among their chief targets numbered the crucial air defence radar and military command, control and communications facilities sited at Kirkuk, Nasiriya, Rutba and downtown Baghdad — 80 targets on day one alone, most of which were successfully destroyed in the first 30 sorties.
Anthony M. Thornborough, AI May 1991
F-22 wins ATF contest - 23 April 1991
This spring, the USAF is expected to select a winner in the Advanced Tactical Fighter (ATF) competition and award a contract that could turn out to be 'the aviation sale of the century'. With the world now in the final decade of the 20th century, it is a fair bet that, if the USAF does decide to go through with the ATF programme, whichever contractor team is selected to produce the aircraft will sign on for the definitive 'sale of the century'. Initial USAF planning calls for the production of 750 ATFs; in addition, there is an understanding with the US Navy that the aircraft selected for the ATF will also serve as the basis for the Navy Advanced Tactical Fighter (NATF), a programme that could involve up to another 500 aircraft. Based on past experience, it is very likely that the winner of such a contract would also end up producing versions of the ATF for foreign sales as well.
Frank B. Mormillo, AI May 1991
'Team One' ATF winners, Lockheed-Boeing-General Dynamics, had cause to pop some champagne corks on 23 April. The USAF's decision to proceed with the F-22 model of the Advanced Tactical Fighter came as both a financial blessing to the partners, and as a vindication of their aero-engineering and managerial skills. Low risk and cost were cited as the key issues which swayed the decision in favour of the 'Team One' submission. Low-rate initial production is anticipated to kick off in Fiscal Year 1998, peaking at 48 aircraft annually between FY2003 and FY2015, when the USAF should have taken delivery of a grand total of 648 aircraft worth $98 billion!
Anthony M. Thornborough, AI September 1991
Pan Am goes under - 4 December 1991
Struggling Pan American World Airways (Pan Am) finally succumbed to the inevitable when it ceased operations in early December 1991. This followed just a week after another troubled US carrier, Midway Airlines, filed for liquidation following the collapse of a planned sale to Northwest. The demise of Pan Am had been 'on the cards' for some time, but it still shocked many in the industry and sent shockwaves through the leasing and used aircraft market, a market that is already overcrowded with 'stranded' airliners. The last 11 years have been traumatic ones for Pan Am. It first started posting massive losses following its takeover of National and these losses culminated in the airline filing for Chapter 11 bankruptcy in January 1991. It sold most of its trans-Atlantic routes to United in February and, by August, it was forced to sell shuttle, aircraft, routes and terminals to Delta, leaving it just with its valuable Latin American services — these have now gone up for auction. The carrier's 126-strong fleet of aircraft is owned by a variety of different organisations, so their eventual fate will be a protracted affair.
AI February 1992
Russians leave Germany - Summer 1994
Another significant chapter in the withdrawal of Russian forces from the former East Germany was concluded in April when the last three jet air bases bade farewell to their equipment. Withdrawal was accomplished over a period of about a week in early April and began at Gross Dolln on the 5th when the 20th Fighter-Bomber Regiment headed east with a total of 27 Sukhoi Su-17M-4 'Fitter-Ks' and six Su-17UM 'Fitter-Gs'. The focus of attention then shifted a few miles to the west of Gross Dolln, when the second stage of the withdrawal operation took place two days later, on 7 April. This involved the 33rd Fighter Regiment at Wittstock but the immediate destination wasn't actually an airfield in Russia. Instead, the unit's remaining aircraft flew first to Damgarten near Rostock, where they experienced a short lay-over period prior to flying home in company with the Damgarten machines. A lull of a few days followed the transfer to Damgarten, but the withdrawal was not long delayed and on 11 April no fewer than 44 of the 46 MiG-29 'Fulcrums' that were present at Damgarten were flown out… Departure from Damgarten started at 08.00hrs exactly, with 773rd Fighter Regiment MiG-29UB '66' being the first aircraft to get airborne. Half an hour later, the remainder began heading out and, as usual on occasions like this, most went in pairs. The first element comprised MiG-29UBs 'White 55' of the 33rd regiment and 'White 80' of the 773rd, these presumably being flown by the respective unit commanders. Damgarten's own 'Fulcrums' followed in quick succession. It fell to the 33rd Fighter Regiment to bring up the rear… Unfortunately, two of the Wittstock machines ('White 08' and 'White 09') were forced to return to the flightline when one of them experienced a technical problem and they may well have had to wait several days before another opportunity to leave presented itself. What is clear is that these will have been the last Russian fighters to leave Germany.
Lindsay Peacock, AI August 1994
United introduces 'Triple Seven' - 7 June 1995
'Working together' is a phrase synonymous with United's relationship with Boeing on the development of the 777. No other commercial aircraft has been designed from the outset with such complete consultation between the manufacturer and its customers. As a consequence, United decided to decorate the actual aircraft that flew the inaugural passenger flight on 7 June (Boeing 777-200 N777UA, United's first and delivered on 17 May to the airline's Chicago base) with the logo 'Working Together'. 'We're truly pleased with the customer-friendliness and efficiency of this airplane', John A. Edwardson, president and chief operating officer of UAL Corporation and United Airlines, told a press conference at Heathrow on the day before the inaugural flight to Washington DC. 'It is the replacement for the DC-10 with United'.
Mark Ashley, AI August 1995
Start of the low-cost revolution - 1992-96
It was only a matter of time before someone saw the light in Europe and followed the lead taken by ValuJet in the States back in 1992. The concept of a 'no-frills', get what you pay for' carrier lasting past its first month was laughed at by the US majors and undoubtedly Delta, which had even provided ValuJet's first DC-9-32s from its own fleet. Nearly four years on, Delta has seen its small counterpart grow in unprecedented fashion. With staggering low fares starting from a train-beating £29 one way, the pitch has not been at those who would normally fly business class on a day trip from Heathrow, but more at the person who has 'always wanted to pop up to Scotland' but couldn't face the eight-hour coach journey, or for that matter the high rail fare. easyJet's philosophy is simple — firstly, cut out the travel agent, effectively a middle-man, and pass the savings onto the passengers. Next, cut all the non-essential overheads and 'frills' that at first glance enhance the service, but really only serve to inflate the price. Thirdly, make a no restriction-based fare structure so simple that even a five-year-old could understand it. And lastly, provide the best value for money in the air today. easyJet launches its thrice-daily Edinburgh service on 24 November with its second 737-200 and plans to expand into Europe after gaining its own air operator's certificate early in 1996. If ValuJet's success is anything to go by, the future for easyJet looks bright, and it has certainly received the public's backing so far with 11,000 seats sold in the three weeks since the launch. Any criticisms? Well, Haji-Ioannou doesn't slip off the tongue quite like Branson, but one has the feeling it will...
Niall Booth, AI January 1996
Boeing and McDonnell Douglas merge - 4 August 1997
Following the landmark announcement on 15 December 1996 that Boeing and McDonnell Douglas intend to merge, transition teams are now at work planning the integration of operations. The historic merger, while far from unexpected, unquestionably represents the most dramatic step so far in the consolidation of international aerospace industries and has far-reaching consequences in the future of both the commercial and military aviation markets. If the new aerospace group wins the sanction of the US authorities it will operate in 27 states, with a workforce of 200,000, and can expect estimated annual revenues in excess of $48 billion. Its nearest civil competitor Airbus stands to be dwarfed by its combined strengths, Boeing and McDonnell Douglas (MDC) jointly representing around 70 per cent of current airliner deliveries. Meanwhile, combined in the defence field, the manufacturers bring together a formidable array of products, totalling half of the United States' current military aircraft production. For both Boeing and McDonnell Douglas, a fusion of interests would immediately offer both companies radically improved economies of scale, greater market penetration and an expanded pool of technological knowledge — yet the benefits of the merger are clearly tipped in Boeing's favour. Condit has clearly stated Boeing's reasoning behind the merger; his company needs more employees and capability and MDC can provide both. His counterpart, Stonecipher, hardly needs to explain why at this juncture MDC should chose to surrender its company name and status.
AI February 1997
2000 - 2007 Close Read More
Concorde tragedy - 25 July 2000
The catastrophic loss of an Air France Concorde on the afternoon of Tuesday 25 July drew the kind of attraction worldwide that is only reserved for the worst of disasters. US President Bill Clinton broke off a news conference, called to announce the failure of the Middle East peace talks, to send a message of condolence to the relatives of those killed in the Concorde crash. All the major TV news channels in Europe and the USA re-structured their news schedules to continue to broadcast reports coming from the crash site of Gonesse, north of Paris, close to Charles de Gaulle International Airport from where the stricken airliner had taken off. Such reaction would not have been incurred by a similar crash of another type of aircraft. The degree of reportage and of emotional reaction to the terrible crash which cost 114 lives is living testimony to the exceptional amount of awe, wonder and fascination that Concorde embodies in the minds of so many people.
Mark Ashley, AI September 2000
The JSF battle - 2000-01
The JSF (Joint Strike Fighter) programme is vitally important to US industry, since it will result in the production of a huge number of aircraft to replace USAF F-16s, US Navy and Marine Corps F/A-18 Hornets and even USMC AV-8B Harriers. The aircraft is also being pushed hard to a number of export customers, from existing F-16 customers to the UK MoD, for whom the JSF promises to be the Future Carrier Borne Aircraft, replacing 'Joint Force' Harriers and Sea Harriers. And yet when we talk about the JSF, we must remember that no aircraft has yet been selected to fulfil the JSF requirement, and that the rival Boeing X-32 and Lockheed X-35 prototypes are still just competitors in search of a production order. Even more incredibly, while the JSF programme is vital to US industry, the intended principal customers have a more equivocal attitude… The JSF promises to be a vitally important industrial programme, which should produce a very large number of highly capable strike-fighters at a very low unit cost. But at the end of the day, the emphasis placed on meeting absolute and inflexible costs may reduce the resulting aircraft's capabilities to a point at which it will be unable to match competing European fighters. Alternatively, if cost constraints are relaxed in order to ensure operational capability is not compromised, costs and prices could spiral out of control.
Jon Lake, AI May-June 2001
9/11' terrorist attacks - 11 September 2001
The world was rocked by the devastating terrorist attacks that destroyed the World Trade Center in New York and seriously damaged the Pentagon in Washington on the morning of 11 September. The terror began shortly after 07.00hrs when two Boeing 767s, each flying from Boston to Los Angeles, were hijacked while flying over New England. Both altered course without warning and headed for New York with devastating consequences, hitting the famous twin towers in sequence and ultimately forcing their horrific collapse. Another aircraft, an American Airlines Boeing 757, en route from Washington Dulles to Los Angeles, was also hijacked and hit the Pentagon building in Washington. Meanwhile, a second Boeing 757, operated by United Airlines, was hijacked while operating from Newark to San Francisco. This aircraft crashed in Pennsylvania, south-east of Pittsburgh, with all 45 people on board killed… The passengers aboard the ill-fated 757 are now credited as heroes for attacking the terrorists themselves, resulting in the destruction of the airliner.
Eryl Crump, AI November 2001
Having watched hijacked jet airliners being deliberately flown into the World Trade Center on national TV (from several angles, and in heart-stoppingly graphic detail) many people were discouraged from flying, and passenger numbers did decline markedly. Some felt that this was the beginning of a 'seismic' shift in behaviour, and that the industry would never be the same again. However, many observers believe that such a change in behaviour will not be long-term, and believe that people will return to their pre-WTC patterns of airline use as memories of the tragedy fade and as confidence is rebuilt by improvements in security. The collapse in passenger numbers was accompanied by a brief but extremely costly enforced stoppage, which naturally had an impact on airline profits… In normal times, the loss of a few days' revenue should not tip healthy airline companies into bankruptcy, and should have relatively little effect beyond denting in-year profits and perhaps reducing the shareholders' next dividend payment. But in the wake of the WTC tragedy, there has been a depressingly long list of airline collapses and of airlines making massive job cuts. One could already fill a book with details of the airline and aircraft manufacturing cutbacks and job losses that followed the terrorist attack on the WTC. But the highest-profile casualty of the airline recession has been Switzerland's flag carrier Swissair, and its subsidiary Sabena.
Jon Lake, AI December 2001
Concorde retired - 24 October 2003
On Thursday 10 April, British Airways and Air France made simultaneous announcements that Concorde would make its last scheduled passenger flight at the end of October, ending nearly 30 years of supersonic travel. The news of Concorde's premature withdrawal had been widely expected, though it remains extremely controversial. The Concorde fleet has received massive investment since the tragic crash at Gonesse, and the type was certified until 2009, although Air France had reportedly planned to cease operations in late 2007. The complex support arrangements for the aircraft were such that it was never likely that one of the two operators would continue without the other (unless it took on the retiring airline's aircraft) and 2007 thus seemed likely to be BA's end date as well. It was understood that a relatively minor engineering programme could have extended the aircraft's life to 2015, however. Concorde's return to service following the Paris crash, in the face of a pre-existing recession in air transport was, perhaps, a remarkable gesture of optimism. The recession continued, however, and was exacerbated by security fears following the World Trade Center attacks, and worsened again following the March 2003 war against Iraq. Reading between the lines, it seems that Concorde's premature retirement may be the result of uniquely French factors. BA was experiencing a steady fall in passenger revenue against a backdrop of rising maintenance costs for the aircraft, but it was still viable… Air France had never enjoyed the commercial success experienced by BA's Concorde Division, and the aircraft has not been profitable since the return to service following the Paris crash.
Jon Lake, AI June 2003
At 14.06hrs on Friday 24 October, Capt Mike Bannister, manager of BA's Concorde fleet, eased flight BA002 from New York down to the tarmac, closing a special chapter in commercial aviation. Ninety minutes earlier, Flight BA9022C carrying guests on a trip to the Bay of Biscay and back taxied away from Terminal 4. As the subsonic traffic waited deferentially, it passed majestically across the southern runway and out to the northern one. Once the preceding GB Airways Airbus A320 inbound from Malaga had cleared the runway, Capt Paul Douglas radioed the tower to ask if he was clear for take-off. 'That's an understatement', replied controller Roger Clarke. 'You look absolutely superb. Speedbird Concorde Alpha Foxtrot, you're clear to take off on Runway 27 Right.' Carrying less fuel than that needed for the normal trans-Atlantic crossing, the aircraft lifted off smartly and headed for the clouds with its customary roar. 'It was quite an experience', Clarke said afterwards. 'I thought I would say something special to match the occasion.' His colleague Ivor Sims had cleared the first scheduled Concorde departure for New York. Now he would handle the final arrival from JFK, which was to join the other two in an aerial rendezvous. BA9021C from Edinburgh, part of the nation-wide Concorde farewell tour, was directed as normal to the Bovingdon hold north of Heathrow. BA9022C and BA002 came in via Ockham to the south to begin their approach from the east, passing over central London one last time. Aboard Flight BA002, Capt Bannister was telling his passengers: 'Thank you for joining us for a moment of history.' One after the other, the three dream machines alighted upon Heathrow's tarmac for the last time.
Bruce Hales-Dutton, AI December 2003
GlobalFlyer completes round-the-world flight - 3 March 2005
On Thursday 3 March 2005, the Virgin Atlantic GlobalFlyer, with Steve Fossett at the controls, completed the first ever non-stop solo flight around the world. Having taken off from Salina Airport, Kansas at 00.47hrs GMT on Tuesday 1 March (18.47hrs local on 28 February), Fossett arrived back there after his pioneering voyage of aerial discovery that lasted 67hr 1min 46sec. It had been a truly epic undertaking, including potentially major problems along the way, but in the true spirit of aviation adventure and record-breaking the team pressed ahead, confident of the abilities of the aircraft and the man in the pilot's seat — no stranger, of course, to setting new benchmarks in challenging circumstances — to get through them and make it home. GlobalFlyer touched down at Salina just after 19.48hrs UTC on 3 March, in order to enter the record books. The final reckoning showed that it had travelled 19,880nm, 17 more than were needed to break the record. In front of a jubilant crowd of onlookers and an understandably delighted project team, Steve Fossett declared: 'That was a difficult trip. I mean, it was one of the hardest things I've ever done, to be on duty for three days and nights with virtually no sleep.'
Ben Dunnell, AI May 2005
First flight of the Airbus A380 - 27 April 2005
Countless onlookers lined the perimeter fences on all sides of the airport and all the local hills and vantage points further away, as well as thousands of workers from the Airbus factories and offices. There was one film crew in a helicopter hovering overhead the A380 and another to the north-west of the airfield. At 10.15hrs, the mega jet in the distance started to taxi, lined up on the Runway 32L centreline and stopped… Before you knew it, F-WWOW, with Airbus chief test pilot Capt Jacques Rosay in command, was moving. The four immensely powerful engines accelerated the lumbering hulk to 146kt, at which point the world's newest airliner rotated and Airbus' dream left the ground less then half-way along the runway at 10.29hrs. Cue a round of cheers and clapping from all those not holding a camera. Immediately, the 421-tonne take-off weight had placed it in the record books as the heaviest civil aircraft to fly. Capt Jacques Rosay's first comment described flying the A380 as 'like handling a bicycle. This aircraft is very, very easy to fly. Any Airbus pilot will feel immediately at ease with this aircraft, a pure member of the Airbus family.'
Mark Wagner, AI June 2005
Tomcat's last cruise - October 2005-February 2006
To say that the US Navy has launched some iconic types off the decks of its aircraft carriers over the years would be an understatement. The service has introduced, blooded, modernised and eventually seen out the service careers of some of the most revered combat aircraft ever to have gone to war — a trend that has continued to this very day. Repeating a cycle that has seen a major US Navy type withdrawn from service every 10 years, by the time you read these words, F-14D-equipped VF-31 'Tomcatters' and VF-213 'Black Lions' will have just returned to Naval Air Station Oceana at the completion of the Tomcat's last operational cruise. Within 48 hours of CVN-71 being declared mission ready to the Qatar-based Combined Air Operation Center (CAOC), which controls all Coalition aircraft operating over Iraq, a section of F-14s was providing provided close air support for US and Iraqi troops in the vicinities of Al Hawijah, Al Hillah and Al Muqdadiyah. This pattern of operations was set to continue unabated for the next four months.
Tony Holmes, AI April 2006
Boeing 787 unveiled - 8 July 2007
'About once a generation, the Boeing family comes together to revolutionise air travel', said Boeing CEO Jim McNerney in his short speech to the 15,000 people present in the huge hangar — mostly employees working on the 787 programme, as well as airline customers and media from around the world. But never before had Boeing been as self-confident about a new product as this time. '677' was the number of the day, briefly displayed in huge figures on the sides of the stage. For the first time ever in civil aviation, an aircraft that has never flown had amassed 677 firm, announced orders by the time of its roll-out. The last new model, the 777 unveiled in 1994, had only around 150 by then. On the day before the ceremony, the latest substantial 787 order came in — the biggest so far from Europe, which has generally been slow to respond to the Dreamliner. Air Berlin of Germany made firm commitments for 25 Boeing 787-8s and signed options for another 25. So far, by list prices, the 787 has racked up a turnover of around US$100 billion, about equivalent to the gross domestic product of a country like New Zealand. No wonder Scott Carson, CEO of Boeing Commercial Airplanes, stated that the mood at the Seattle manufacturer is 'pretty darn good'.
Andreas Spaeth, AI September 2007
Vulcan XH558 flies again - 18 October 2007
At 12.28hrs on Thursday 18 October 2007, Avro Vulcan B2 XH558 took off from the 3,000m runway at Bruntingthorpe, Leics for its maiden post-restoration flight. With the successful completion of the most ambitious 'return to flight' project ever undertaken, this will now always be remembered as a very special day in the history of British aviation. The long-anticipated first flight came after 10 years' hard effort, many thousands of hours of hands-on restoration work, at a cost so far of some £6 million, including £2.5 million from the Heritage Lottery Fund, and the support of more than 20,000 people worldwide. On the flight deck for this momentous occasion were civilian test pilot and former RAF Vulcan captain Al McDicken, the Vulcan Operating Company's David Thomas in the right-hand seat and Barry Masefield as air engineer. David Thomas, who was one of the RAF's Vulcan Display Flight pilots, had made the last flight of XH558 into Bruntingthorpe 14-and-a-half years ago. The flight, in perfect weather conditions, lasted for 34 minutes, during which a number of basic systems and handling tests were carried out. 'Everything worked and she flew like a dream', Al McDicken, who last flew a Vulcan almost 25 years ago to the day, said to the assembled press after stepping back onto Bruntingthorpe's tarmac. 'She was an absolute delight, every bit as good as I remember. It was a tremendous privilege to fly it again. There were no problems at all during the flight, a tremendous tribute to the team here and the designers all those years ago.'
Peter R. March, AI December 2007
A380 enters airline service - 25 October 2007
The big announcement was made at 07.21hrs: 'The world's first A380 passenger service, flight SQ380 to Sydney, is now ready for boarding'. Getting almost 500 people aboard a new giant aircraft with two separate decks seems to be no easy task, especially not with everybody seemingly taking pictures at every step, but it proceeded surprisingly smoothly. Once everybody had found their seat and settled in, pushback commenced at 08.01hrs sharp, just seconds after the scheduled departure time. Majestically, the A380 proceeded to the runway, yet many people on board didn't even realise they were moving. Some who were seated far from the windows didn't even get any sense at all of the aircraft taking off when it lifted from the Changi runway at 08.16hrs local time, so unbelievably quiet is the cabin even with the engines at high thrust. Whereas the atmosphere was fairly sophisticated in the suites and business class, party mood soon caught on in both economy cabins. Enthusiasts from all corners of the world were meeting and sharing their experiences, later even helping themselves to champagne from the galleys.
Andreas Spaeth, AI December 2007
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