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Old 20th Feb 2021, 05:39
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rog747
 
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Originally Posted by Tim Zukas
"EL AL did schedule TLV-NYC with their [707-420s]? (note the question mark)"

My mistake-- I was thinking of Flight for 2 Jan 1964 that mentions El Al's summer-only nonstop being the longest scheduled flight in the world, by distance. But it does say it was eastward only, and no indication they ever did schedule it westward with -420s.
EL AL originally planned to introduce the RR Conway 707 in summer 1961. However, competition from other airlines already flying the new jets, thus EL AL was forced to advance its plans. Weekly Tel Aviv–New York service began on 8 January 1961, with a 707 leased from Varig of Brazil; from 19 February 1961, frequency increased to twice-weekly.
Their 707s required longer and stronger runways for takeoffs and landings than those commonly existing at the world’s commercial airports. To accommodate the new 707s, Lod Airport extended its main runway in November 1960 to 8,720ft.
On 7 May 1961 EL AL took delivery of its first of 3 new owned 707-458 (registered 4X-ATA) in a ceremony at Boeing Field, complete with blessing by rabbis and 250 attendees.

EL AL set three world records with 707 4X-ATA on 15 June 1961, during the return portion of its maiden passenger service—from New York to Tel Aviv: (1) the fastest flight from New York to Tel Aviv, 9hr 33min; (2) the first nonstop service between New York and Tel Aviv; and (3) the world’s longest nonstop scheduled commercial flight of 5,760nm. Piloted by Captains' Tom Jones and Danny Rosin, the aircraft carried 97 passengers at a cruising altitude of 41,000ft.

On 10 June the second 707 (4X-ATB) was delivered. During the 1961 summer season, six roundtrip Tel Aviv–New York services were operated a week with the two 707s. All flights called at either London or Paris, except for a weekly nonstop from New York to Tel Aviv with a scheduled flying time of 9hr 55min.
A Tel Aviv to New York nonstop was considered, which would have had to confront the unfavourable westerly winds; however, this was rejected because even under optimum conditions only about 30-40 passengers could have been carried. Initially, the 707s carried only a limited payload—up to 115 passengers and no freight, but it was soon discovered that most restrictions could be relaxed. The passenger limit was raised to 158 (except for 120 on the New York to Tel Aviv nonstop), although still without any cargo being carried.

On 15 February 1962 EL AL took delivery of its third 707-420 (4X-ATC). For that year’s summer schedule EL AL offered a new high of nine roundtrips per week to New York with 3 nonstop New York–Tel Aviv; the other flights were routed through European cities, including London, Paris, Amsterdam, Geneva, Rome and Athens.

By the mid-1960s EL AL carefully developed the practice of maximizing the utilization of each of its aircraft. In doing so, EL AL had to work with a very small Jet fleet—only seven aircraft—to service a far-ranging network (from New York in the west to Teheran in the east, and south to Johannesburg) The fleet was 3 RR 707-458, 2 720-058B, and 2 new 707-358B's.
The five B aircraft all now had PW JT3D-3B engines.

EL AL achieved one of the highest aircraft utilization rates in the industry. To illustrate, on a typical schedule for a single 720B during summer 1964, the aircraft would operate between 7am on Monday and 4:30pm Wednesday, Tel Aviv time, four roundtrips: to Zürich, Rome, Teheran and (via a European gateway) New York. During this 57½-hour period the aircraft accumulated about 40 hours flying time. It was then rolled into the hangar for an overnight maintenance check to be ready for an early flight the following morning. This was followed by a TLV-THR- NBO-JNB and return.
With the purchase of Boeing 720Bs in 1962, EL AL had restored its South Africa service. However, unfriendly countries forced EL AL to fly an unusually circuitous route, via Teheran, Iran, and the Persian Gulf. After the 1967 war, EL AL was able to resume direct flights via Nairobi to Johannesburg.

A 3rd 707-358B arrived in 1969 and 2 707-358C's in 1969 and 1970.
By 1970 daily average utilization of the Boeing fleet was an exceptionally high 12 hours. Considering that EL AL was then operating only 306 days a year because of the constraints of flying on the Jewish Sabbath and holy days, this translated into an actual utilization of nearly 15 hours per day. All aircraft were active during the busy April-October high season. Between October and March, one of the 10 Boeings would undergo a major overhaul.

The number of employees grew to nearly 4,000 by the end of 1970, including 64 flight crews, and about 90% of the staff were Israeli nationals. Pilots were typically recruited directly out of the Israeli Air Force. The average age at which pilots would make captain fell to 30, among the youngest in the industry.
By early 1971 the 707s and 720Bs had served EL AL faithfully and safely for almost 10 years. They became the proud symbol of an airline that continued to gain acceptance as one of the most efficient in the world. Soon, however, these aircraft, like their prop predecessors, would have to relinquish their proud position.
Already industry leader Pan Am and other major airlines had entered a new era—that of the wide-body Boeing 747. EL AL would not be far behind.

Their first two new 747-258B entered service in 1971 on the TLV-LHR-JFK route. EL AL decided on a brand new colour scheme for their new 747's and likewise (like Condor for instance) it's first 747 4X-AXA was delivered with only three upper deck windows (usually associated with the original -100 series); however it was indeed a -258B series, and the additional upper deck windows were added soon after delivery.
The second EL AL 747 was delivered, like Condor's with 10 windows.
Sources EL AL museum
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