Any Britannia Boeing 767 pilots?
Thread Starter
Join Date: Sep 2008
Location: liverpool
Age: 40
Posts: 107
Likes: 0
Received 0 Likes
on
0 Posts
Any Britannia Boeing 767 pilots?
Hi there,
I'm putting together an article looking at the life of the Boeing 767 with Britannia/Thomson/TUI in honour of the type's recent retirement. I was looking to interview any flight or cabin crew who worked on the type.
If you would be interested in being part of it, please drop me a message!
Thanks in advance.
I'm putting together an article looking at the life of the Boeing 767 with Britannia/Thomson/TUI in honour of the type's recent retirement. I was looking to interview any flight or cabin crew who worked on the type.
If you would be interested in being part of it, please drop me a message!
Thanks in advance.
Boeing 767 with Britannia Airways --
Britannia Airways became the first European airline in 1984 to fly the new Boeing 767, and was the first wide-bodied aircraft to enter service with Britannia, who became the first British holiday airline to offer passengers free in-flight audio and video entertainment.
First two deliveries were made to LTN (The BY main base) ready for summer 1984, with two more 767's following in 1985.
The 767 would be soon seen at all the main UK airports that BY flew from for Thomson Holidays, LGW LTN BHX MAN NCL GLA and EMA.
They were were used on short haul flights to the Med, Canary Islands, and also to BJL (a Crew night stop).
The 767's would operate the busy weekend winter SKI flights, and an extra Cabin Crew member was added so the famous BY in-flight services of headsets, drinks, hot meals and Duty Free sales could be accomplished in the short flight times. Even morning newspapers were given out.
No longer haul flights were operated until sometime later when Mombasa and Goa were started.
The Crews loved the 767, huge galleys, IFE and seating was at first 273 passengers in a 2-4-2 config.
This was increased later to 290.
Britannia Airways joined the Kangaroo Route in 1988 and started flying the 767s down to Australia for Austravel via Sharjah and Singapore, serving one of the biggest VFR markets in the world – visiting friends and relatives.
The seating for the Oz flights was reduced to 258.
Services were flown in the winter months initially from LTN to Australia, and also New Zealand was added a year later.
Flights would eventually be flown from both LGW and MAN.
Perth and Cairns were the first destinations, followed with Sydney, Melbourne, Adelaide, Alice Springs, Brisbane, and Auckland.
Crew change and fuel stops were at SHJ and SIN, but Gulf War 1 would dictate changes to the ME tech stop, and SIN was replaced by Batam Island.
On these flights, six hot meals were served from LGW to AUS.
Not everybody then could afford to fly a scheduled Airline down to Australia and these flights were now very affordable and many were pleased of the opportunity to get down to Oz to see family or to Backpack around the country. Fares were from just £299 one-way, or £499 return, and the passengers were allowed Singapore stopovers.
The latest 767-204ER version with more powerful CF6-80A2 engines was awarded ETOPs, which enabled Britannia in 1989 to operate long overwater flights non-stop to Orlando MCO with 274 passengers, soon followed by other 'exoctic' destantions such as to Acapulco, Montego Bay, Barbados, Puerto Plata, and to San Juan (for Cunard Fly/Cruise passengers).
The Acapulco flight stopped in MCO.
The Britannia 767's were very common at MCO in the 1990's, when I recall at times with 3 or 4 on the ground at the same time.
Along with Air 2000, Novair, Caledonian, Leisure International, Airtours International, and Monarch, all on Airside A.
BA and VS 747's would be over at Airside B.
Britannia Airways managed to contract with local cargo agents at MCO to carry a lot of high value perishable cargo back from Orlando.
Plus the Baggage Holds were often stuffed with Crew purchases to bring home, such as Patio Furniture, Golf Clubs, BBQ's and the rest!
Leaping forward to summer 1996, Britannia Airways by now also had a large brand new 757 fleet which was Pilot Type rated with the 767's, and had just taken delivery of its first three of their large order for General Electric CF6-80C2B7F powered Boeing 767-304ERs, which received instant 180 minute ETOPS extended-range twin-engined operations approval from the UK Civil Aviation Authority. Delivery of a fourth aircraft had been delayed until 1997.
The registrations sequence would be G-OBYA to G-OBYJ.
The 328-seat 767-304ERs would join the existing fleet of the four remaining and newer 767-204ER's, 2 of which delivered in 1991, G-BYAA and G-BYAB had more powerful CF6-80C2B4 engines similar to the new -304ER series.
The original B767-204s had left the fleet some time ago - some went to New Zealand. One was leased back from Air New Zealand for the summer season in 1997.
By 1997, a third of Britannia’s flying was long haul.
During 1997, Britannia Airways formed a wholly owned subsidiary, Britannia GmbH, based in Germany to operate long and short-haul flights from airports in Germany, Switzerland and Austria for German tour operators, flying up to five of the new 767-304ERs with a D- registration.
IATA code was BN, ICAO DBY, Callsign WINDSOR.
Home base was Berlin Schönefeld Airport to operate charter flights to the Mediterranean and further afield to Cuba and the Dominican Republic, Jamaica and Mexico.
On 3 November 1997, the subsidiary's inaugural flight was flown, flying between Berlin and the Dominican Republic.
At one point, Britannia Airways GmbH employed over 200 people, however, this division was relatively unsuccessful and was ultimately closed down in 2001.
Another Britannia Airways 767 division was based at ARN Stockholm Britannia Nordic AB which in 2001 saw 1 of the German 767's re registered as SE-DZO (G-OBYH) to replace SE-DZG (G-OBYD)
IATA: 6B
ICAO: BLX
Callsign: BLUESCAN
Some of the first 767 names were:
Sir Winston Churchill
The Earl Mountbatten of Burma
Sir Frank Whittle
Eglantyne Jebb
Sir Matt Busby CBE
Lord Horatio Nelson
Captain Sir Ross Smith
Bobby Moore OBE
Roy Castle OBE
Britannia Airways became the first European airline in 1984 to fly the new Boeing 767, and was the first wide-bodied aircraft to enter service with Britannia, who became the first British holiday airline to offer passengers free in-flight audio and video entertainment.
First two deliveries were made to LTN (The BY main base) ready for summer 1984, with two more 767's following in 1985.
The 767 would be soon seen at all the main UK airports that BY flew from for Thomson Holidays, LGW LTN BHX MAN NCL GLA and EMA.
They were were used on short haul flights to the Med, Canary Islands, and also to BJL (a Crew night stop).
The 767's would operate the busy weekend winter SKI flights, and an extra Cabin Crew member was added so the famous BY in-flight services of headsets, drinks, hot meals and Duty Free sales could be accomplished in the short flight times. Even morning newspapers were given out.
No longer haul flights were operated until sometime later when Mombasa and Goa were started.
The Crews loved the 767, huge galleys, IFE and seating was at first 273 passengers in a 2-4-2 config.
This was increased later to 290.
Britannia Airways joined the Kangaroo Route in 1988 and started flying the 767s down to Australia for Austravel via Sharjah and Singapore, serving one of the biggest VFR markets in the world – visiting friends and relatives.
The seating for the Oz flights was reduced to 258.
Services were flown in the winter months initially from LTN to Australia, and also New Zealand was added a year later.
Flights would eventually be flown from both LGW and MAN.
Perth and Cairns were the first destinations, followed with Sydney, Melbourne, Adelaide, Alice Springs, Brisbane, and Auckland.
Crew change and fuel stops were at SHJ and SIN, but Gulf War 1 would dictate changes to the ME tech stop, and SIN was replaced by Batam Island.
On these flights, six hot meals were served from LGW to AUS.
Not everybody then could afford to fly a scheduled Airline down to Australia and these flights were now very affordable and many were pleased of the opportunity to get down to Oz to see family or to Backpack around the country. Fares were from just £299 one-way, or £499 return, and the passengers were allowed Singapore stopovers.
The latest 767-204ER version with more powerful CF6-80A2 engines was awarded ETOPs, which enabled Britannia in 1989 to operate long overwater flights non-stop to Orlando MCO with 274 passengers, soon followed by other 'exoctic' destantions such as to Acapulco, Montego Bay, Barbados, Puerto Plata, and to San Juan (for Cunard Fly/Cruise passengers).
The Acapulco flight stopped in MCO.
The Britannia 767's were very common at MCO in the 1990's, when I recall at times with 3 or 4 on the ground at the same time.
Along with Air 2000, Novair, Caledonian, Leisure International, Airtours International, and Monarch, all on Airside A.
BA and VS 747's would be over at Airside B.
Britannia Airways managed to contract with local cargo agents at MCO to carry a lot of high value perishable cargo back from Orlando.
Plus the Baggage Holds were often stuffed with Crew purchases to bring home, such as Patio Furniture, Golf Clubs, BBQ's and the rest!
Leaping forward to summer 1996, Britannia Airways by now also had a large brand new 757 fleet which was Pilot Type rated with the 767's, and had just taken delivery of its first three of their large order for General Electric CF6-80C2B7F powered Boeing 767-304ERs, which received instant 180 minute ETOPS extended-range twin-engined operations approval from the UK Civil Aviation Authority. Delivery of a fourth aircraft had been delayed until 1997.
The registrations sequence would be G-OBYA to G-OBYJ.
The 328-seat 767-304ERs would join the existing fleet of the four remaining and newer 767-204ER's, 2 of which delivered in 1991, G-BYAA and G-BYAB had more powerful CF6-80C2B4 engines similar to the new -304ER series.
The original B767-204s had left the fleet some time ago - some went to New Zealand. One was leased back from Air New Zealand for the summer season in 1997.
By 1997, a third of Britannia’s flying was long haul.
During 1997, Britannia Airways formed a wholly owned subsidiary, Britannia GmbH, based in Germany to operate long and short-haul flights from airports in Germany, Switzerland and Austria for German tour operators, flying up to five of the new 767-304ERs with a D- registration.
IATA code was BN, ICAO DBY, Callsign WINDSOR.
Home base was Berlin Schönefeld Airport to operate charter flights to the Mediterranean and further afield to Cuba and the Dominican Republic, Jamaica and Mexico.
On 3 November 1997, the subsidiary's inaugural flight was flown, flying between Berlin and the Dominican Republic.
At one point, Britannia Airways GmbH employed over 200 people, however, this division was relatively unsuccessful and was ultimately closed down in 2001.
Another Britannia Airways 767 division was based at ARN Stockholm Britannia Nordic AB which in 2001 saw 1 of the German 767's re registered as SE-DZO (G-OBYH) to replace SE-DZG (G-OBYD)
IATA: 6B
ICAO: BLX
Callsign: BLUESCAN
Some of the first 767 names were:
Sir Winston Churchill
The Earl Mountbatten of Burma
Sir Frank Whittle
Eglantyne Jebb
Sir Matt Busby CBE
Lord Horatio Nelson
Captain Sir Ross Smith
Bobby Moore OBE
Roy Castle OBE
The following users liked this post:
Without wishing to hijack the thread, seeing this question being asked has prompted a question of my own about two specific Britannia 767 operations.
For some time now I have been trying to piece together all the details of my flights over the past 60 years (my first was as an 18 month old baby in BOAC Comet G-APDA to Dusseldorf) specifically the aircraft registration and in many cases the crew names. Because of the nature of the flights in "historic" aircraft I have pretty much all of those details, but the commercial flights show many gaps. There are many airline flights for which I have the dates, destination, airline and aircraft type but no other records. Seeing this thread reminded me that my only two Britannia Airways flights fall into this latter category. If any ex-crew reading this have the following 767 flights in their logbook, I'd love to know the details please - Gatwick to Orlando May 17th 1995 and Orlando to Gatwick May 31st 1995.
Many thanks!
For some time now I have been trying to piece together all the details of my flights over the past 60 years (my first was as an 18 month old baby in BOAC Comet G-APDA to Dusseldorf) specifically the aircraft registration and in many cases the crew names. Because of the nature of the flights in "historic" aircraft I have pretty much all of those details, but the commercial flights show many gaps. There are many airline flights for which I have the dates, destination, airline and aircraft type but no other records. Seeing this thread reminded me that my only two Britannia Airways flights fall into this latter category. If any ex-crew reading this have the following 767 flights in their logbook, I'd love to know the details please - Gatwick to Orlando May 17th 1995 and Orlando to Gatwick May 31st 1995.
Many thanks!
Hi there,
I'm putting together an article looking at the life of the Boeing 767 with Britannia/Thomson/TUI in honour of the type's recent retirement. I was looking to interview any flight or cabin crew who worked on the type.
If you would be interested in being part of it, please drop me a message!
Thanks in advance.
I'm putting together an article looking at the life of the Boeing 767 with Britannia/Thomson/TUI in honour of the type's recent retirement. I was looking to interview any flight or cabin crew who worked on the type.
If you would be interested in being part of it, please drop me a message!
Thanks in advance.
The following users liked this post:
A few small additions to the fleet details given by rog747:
Stops to Oz/NZ: always 2 stops to Oz, but the locations varied. Initially it was Bahrain and Singapore, but the Gulf stop used Abu Dhabi and Sharjah at different times - also Karachi when the Gulf was out of bounds due to Gulf War 1.. Singapore later changed to Batam, Indonesia, about 20m South of Singapore. Second thoughts: there was a period when the Perth route went from the Gulf direct to Perth, with a restricted payload. Choice of stops was dictated by costs.
Engines: all the 767-204 had CF6-80A except the last pair, G-BYAA and -BYAB, which were -80C2B4F, with the final "F" indicating FADEC. The -304 were all powered by -80C2B6F in my time, AFAIK.
The ETOPS approval for the 767-204 arrived before the pair fitted with -80C2 engines. At least the last five of the aircraft with -80A engines were also ETOPS, i.e. G-BNYS, -BOPB, -BPFV, -BRIF, and -BRIG.
Stops to Oz/NZ: always 2 stops to Oz, but the locations varied. Initially it was Bahrain and Singapore, but the Gulf stop used Abu Dhabi and Sharjah at different times - also Karachi when the Gulf was out of bounds due to Gulf War 1.. Singapore later changed to Batam, Indonesia, about 20m South of Singapore. Second thoughts: there was a period when the Perth route went from the Gulf direct to Perth, with a restricted payload. Choice of stops was dictated by costs.
Engines: all the 767-204 had CF6-80A except the last pair, G-BYAA and -BYAB, which were -80C2B4F, with the final "F" indicating FADEC. The -304 were all powered by -80C2B6F in my time, AFAIK.
The ETOPS approval for the 767-204 arrived before the pair fitted with -80C2 engines. At least the last five of the aircraft with -80A engines were also ETOPS, i.e. G-BNYS, -BOPB, -BPFV, -BRIF, and -BRIG.
The following users liked this post:
The following users liked this post:
Flew with them in November 1997, iirc under £100 return from Man via shj, sin to Sydney where I flew to Tamworth and rented a LS4 for a week flying from lake keepit. Unfortunately the anti Pom bollox got to me as I was paying triple the local rate, no one to check me out first day, barometer filched by a queens lander then on the Saturday was told that as there was local comp on I couldn’t fly. Tug was damaged by the queens lander towing the LS 7 to threshold and I managed to stop him taking off with a damaged wingtip which had gone through the tug’s rudder. Paid for a glide computer which never arrived and lost a couple of hundred quid on the deal.
But was invited to go sailing with a club member which was the icing on the cake. For £25 I could have changed my return flight but had had enough.
Some great seafood and pies.
But was invited to go sailing with a club member which was the icing on the cake. For £25 I could have changed my return flight but had had enough.
Some great seafood and pies.
Last edited by blind pew; 5th Mar 2024 at 09:26.
In 1989, there was several Daily Mail tour group’s to Australia run by Monarch or Britannia. I think Broome may have been part of the tour along with a few days in Darwin.
Preferred to as the long sox and sandals brigade!
Preferred to as the long sox and sandals brigade!
How frequent were the flights tro Oz? I would imagine that crew slipping could have been a challenge with presumably five changes of crew on a round trip. Does anyone know how it worked and how long crews were away from base?
The following users liked this post:
If you Google ''Britannia Airways Austravel Brochure'' and select images, you will find vintage brochures come up for a few years worth of destinations/schedules and fares,
some of which are for sale on Ebay.
The flights were undertaken in the UK winter (the Oz high season) so there was Crew and Aircraft availability.
Some of the 767-204's also did winter leases for TACA, LAB, Aeroperu, Dinar, plus a lot of Hajj work with Garuda for the 767-304's.
IIRC there was up to a couple of trips going down under each week - and the range of each destination were served on different weeks.
The Tech stops were BAH SHJ or AUH (subject to the Gulf War 1 issues) and SIN (later Batam Island)
PER was on occasion flown direct non-stop from the Gulf/ME stop, omitting SIN, as mentioned above.
Passengers could opt for a stopover to stay in SIN.
Crews were away for a decent amount of time, and my Flatmate and best friend Clive who was a #1 CC for Britannia at LGW (he sadly died in 2017) he did a couple of these Oz trips in the early 1990's.
He did LGW-SHJ-SIN-BNE-SIN-SHJ-LGW (with hotel night stops at all points) with at least a couple of nights in Singapore, and 2 or 3 nights in BNE.
He did another trip that went down to AKL and he was away around 3 weeks, but they may have had some Tech issues and got delayed somewhere.
My sisters' neighbour did a trip down under VFR, and she bought a last minute one-way Austravel ticket from LGW to SYD for just £99.
She had a row of 4 to herself and there were 2 Hot Meals served on each sector.
She got a very cheap SAA ticket PER-JNB-LHR for the way home.
Airtours international Airways (AIH) also flew a similar series of flights to SYD Australia via BAH and SIN with their 767-300ER's,
but I do not recall who the Tour Operator/Charterer was.
The AIH long-haul crews had up to a month away from home with layovers at BAH SIN and SYD.
Britannia Airways ended their flights to Australia/New Zealand in early 2000, citing increased competition from scheduled airlines offering low fares but better service, and stopover opportunities.
Airtours International permanently withdrew their Australian services later the same year, the last flights operated by a UK charter airline "down under".
IIRC Britannia Airways restarted the Oz flights some years later.
some of which are for sale on Ebay.
The flights were undertaken in the UK winter (the Oz high season) so there was Crew and Aircraft availability.
Some of the 767-204's also did winter leases for TACA, LAB, Aeroperu, Dinar, plus a lot of Hajj work with Garuda for the 767-304's.
IIRC there was up to a couple of trips going down under each week - and the range of each destination were served on different weeks.
The Tech stops were BAH SHJ or AUH (subject to the Gulf War 1 issues) and SIN (later Batam Island)
PER was on occasion flown direct non-stop from the Gulf/ME stop, omitting SIN, as mentioned above.
Passengers could opt for a stopover to stay in SIN.
Crews were away for a decent amount of time, and my Flatmate and best friend Clive who was a #1 CC for Britannia at LGW (he sadly died in 2017) he did a couple of these Oz trips in the early 1990's.
He did LGW-SHJ-SIN-BNE-SIN-SHJ-LGW (with hotel night stops at all points) with at least a couple of nights in Singapore, and 2 or 3 nights in BNE.
He did another trip that went down to AKL and he was away around 3 weeks, but they may have had some Tech issues and got delayed somewhere.
My sisters' neighbour did a trip down under VFR, and she bought a last minute one-way Austravel ticket from LGW to SYD for just £99.
She had a row of 4 to herself and there were 2 Hot Meals served on each sector.
She got a very cheap SAA ticket PER-JNB-LHR for the way home.
Airtours international Airways (AIH) also flew a similar series of flights to SYD Australia via BAH and SIN with their 767-300ER's,
but I do not recall who the Tour Operator/Charterer was.
The AIH long-haul crews had up to a month away from home with layovers at BAH SIN and SYD.
Britannia Airways ended their flights to Australia/New Zealand in early 2000, citing increased competition from scheduled airlines offering low fares but better service, and stopover opportunities.
Airtours International permanently withdrew their Australian services later the same year, the last flights operated by a UK charter airline "down under".
IIRC Britannia Airways restarted the Oz flights some years later.
Last edited by rog747; 11th Mar 2024 at 07:56.
I did an ATCO fam flight in a Britannia 767 in the late '80s; it was just a straight out and return to Palma; departed Gatwick just after 7am and we were back by noon.
I remember timing the climb out of Palma and from brakes off to FL350 I made it 20 minutes; not bad as we had a full load of passengers plus myself in the jump seat.
Southbound I remember the stewardess gave me a hot meal whilst the two drivers only had cereal; they kept looking round at me balefully as I ate my breakfast because obviously they could smell my bacon and eggs poor guys; they told me this was because as the sector length was less than (I think) one and a half hours they weren't entitled to a hot meal.
I remember timing the climb out of Palma and from brakes off to FL350 I made it 20 minutes; not bad as we had a full load of passengers plus myself in the jump seat.
Southbound I remember the stewardess gave me a hot meal whilst the two drivers only had cereal; they kept looking round at me balefully as I ate my breakfast because obviously they could smell my bacon and eggs poor guys; they told me this was because as the sector length was less than (I think) one and a half hours they weren't entitled to a hot meal.
Last edited by chevvron; 11th Mar 2024 at 13:32.
I did an ATCO fam flight in a Britannia 767 in the late '80s; it was just a straight out and return to Palma; departed Gatwick just after 7am and we were back by noon.
I remember timing the climb out of Palma and from brakes off to FL350 I made it 20 minutes; not bad as we had a full load of passengers plus myself in the jump seat.
Southbound I remember the stewardess gave me a hot meal whilst the two drivers only had cereal; they kept looking round at me balefully as I ate my breakfast because obviously they could smell my bacon and eggs poor guys; they told this was because as the sector length was less than (I think) one and a half hours they weren't entitled to a hot meal.
I remember timing the climb out of Palma and from brakes off to FL350 I made it 20 minutes; not bad as we had a full load of passengers plus myself in the jump seat.
Southbound I remember the stewardess gave me a hot meal whilst the two drivers only had cereal; they kept looking round at me balefully as I ate my breakfast because obviously they could smell my bacon and eggs poor guys; they told this was because as the sector length was less than (I think) one and a half hours they weren't entitled to a hot meal.
I did an ATCO fam flight in a Britannia 767 in the late '80s; it was just a straight out and return to Palma; departed Gatwick just after 7am and we were back by noon.
I remember timing the climb out of Palma and from brakes off to FL350 I made it 20 minutes; not bad as we had a full load of passengers plus myself in the jump seat.
Southbound I remember the stewardess gave me a hot meal whilst the two drivers only had cereal; they kept looking round at me balefully as I ate my breakfast because obviously they could smell my bacon and eggs poor guys; they told this was because as the sector length was less than (I think) one and a half hours they weren't entitled to a hot meal.
I remember timing the climb out of Palma and from brakes off to FL350 I made it 20 minutes; not bad as we had a full load of passengers plus myself in the jump seat.
Southbound I remember the stewardess gave me a hot meal whilst the two drivers only had cereal; they kept looking round at me balefully as I ate my breakfast because obviously they could smell my bacon and eggs poor guys; they told this was because as the sector length was less than (I think) one and a half hours they weren't entitled to a hot meal.
Without a howling tailwind it's unlikely a 767 could hack LGW-PMI in less than 1:30.
Coincidentally at the time, my wife-to-be-worked at L.A. Rumbold in Camberley who supplied much of the on-board furniture including galleys hence the stewardesses had a chance to moan to me about the kit!
Last edited by chevvron; 12th Mar 2024 at 13:53.
bean : Hope the opener took your advice. Doesn't appear to be many Brit pilot here (!). Funny lot. Might be mugged. Big BALPA mob. Kept themselves to themselves. I knew three. They never spoke about the company. One of them was a bloody nische bloke though.
I don't recall ever being offered a 'cereal only' breakfast so there must have been special circumstances to explain your observations. Usually the catering included a few spare meals so flight deck observers would not have gone hungry. The quality of the breakfast comestibles was variable - from not bad to grim, with various purported food items welded to the foil containers.
Without a howling tailwind it's unlikely a 767 could hack LGW-PMI in less than 1:30.
Without a howling tailwind it's unlikely a 767 could hack LGW-PMI in less than 1:30.
ATCOs destined to travel on the flight deck had a ticket issued annotated as such and checked in as per passengers in order to avoid lengthy security checks so a meal for checked in passengers was included for me; I think the regs required all flight deck occupants to have different meals.
On turnround I stayed on board but naturally when the 'Crew Shop' van came round I visited it.
My Pal Clive was a BY #1 CC at LGW until 1994.
I flew with him (when he was operating) on many Long and Short Haul jollys, and on our holidays on all of the Boeings. 732, 767, 767ER, and the 757.
At that time the Crew food was quite a reasonable choice and plenty of it.
There was 1 or 2 Crew canisters with fresh sandwiches, fresh fruit and snacks, plus the hot crew meals, which did vary in quality depending where they got onloaded.
LGW grub was not that bad IIRC. I think the Caterers then may have been Marriotts (who became Caterair)
The Flight Deck got a Hot Meal on each sector, with a choice obs AFAICR.
There was usually always spare meals for Jump Seat Passengers either seated in the Flight Deck and/or the Cabin.
Pax of course, got a Hot Meal usually both ways.
The ''Cerveza'' (Crew Beers) Van, and the Pequeno Mundo and Eurest Caterers always came to the aircraft in Spain, PMI and IBZ.
The IBZ Beers guy was an old friend of mine.
Both Spantax and Pequeno Mundo had restaurants near palma airport for delayed passengers.
Short flight times:
I've done LGW-PMI in 1hr 35m on a Caledonian 707C and IBZ-LGW on a BY 767 in about 1hr 40m, up at FL 410.
EMA-IBZ in a BMA DC-9 in under 1hr 50m.
Those times are from wheels up, and wheels down on the ground.
I flew with him (when he was operating) on many Long and Short Haul jollys, and on our holidays on all of the Boeings. 732, 767, 767ER, and the 757.
At that time the Crew food was quite a reasonable choice and plenty of it.
There was 1 or 2 Crew canisters with fresh sandwiches, fresh fruit and snacks, plus the hot crew meals, which did vary in quality depending where they got onloaded.
LGW grub was not that bad IIRC. I think the Caterers then may have been Marriotts (who became Caterair)
The Flight Deck got a Hot Meal on each sector, with a choice obs AFAICR.
There was usually always spare meals for Jump Seat Passengers either seated in the Flight Deck and/or the Cabin.
Pax of course, got a Hot Meal usually both ways.
The ''Cerveza'' (Crew Beers) Van, and the Pequeno Mundo and Eurest Caterers always came to the aircraft in Spain, PMI and IBZ.
The IBZ Beers guy was an old friend of mine.
Both Spantax and Pequeno Mundo had restaurants near palma airport for delayed passengers.
Short flight times:
I've done LGW-PMI in 1hr 35m on a Caledonian 707C and IBZ-LGW on a BY 767 in about 1hr 40m, up at FL 410.
EMA-IBZ in a BMA DC-9 in under 1hr 50m.
Those times are from wheels up, and wheels down on the ground.
Last edited by rog747; 12th Mar 2024 at 15:26.
.Airtours international Airways (AIH) also flew a similar series of flights to SYD Australia via BAH and SIN with their 767-300ER's,
but I do not recall who the Tour Operator/Charterer was.
The AIH long-haul crews had up to a month away from home with layovers at BAH SIN and SYD.
but I do not recall who the Tour Operator/Charterer was.
The AIH long-haul crews had up to a month away from home with layovers at BAH SIN and SYD.
The following users liked this post:
