Spantax's DC7Cs
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Spantax's DC7Cs
At the age of 14, in December 1971, I had the great good fortune to witness one of these magnificent beasts (EC-BSQ) start up, taxi out and take off at Tenerife's Los Rodeos airport-an unforgettable experience. Sadly however, it was the only time I witnessed a Spantax DC7C moving-in recent years I've seen two more, preserved in the Canary Islands, though one has been scrapped since; here are links to photos I took of these aircraft:
614Gando200103DC7Cf | Flickr - Photo Sharing!
JetPhotos.Net Photo » EC-BBT (CN: 45553) Private Douglas DC-7C Seven Seas by Michael Blank
I believe Spantax went on using these aircraft, on passenger services, until the second half of the 1970s. I'd love to know on what routes they were used in the 1970s though, because, as a planespotter from 1971-6, this was the only time I saw one.
Hope someone can help.
614Gando200103DC7Cf | Flickr - Photo Sharing!
JetPhotos.Net Photo » EC-BBT (CN: 45553) Private Douglas DC-7C Seven Seas by Michael Blank
I believe Spantax went on using these aircraft, on passenger services, until the second half of the 1970s. I'd love to know on what routes they were used in the 1970s though, because, as a planespotter from 1971-6, this was the only time I saw one.
Hope someone can help.
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Here's a snap I took at London Airport in 1964:
EC-ATR Douglas DC7C Spantax. London Airport 19 May 1964 :: ECATR.jpg :: Fotopic.Net
EC-ATR Douglas DC7C Spantax. London Airport 19 May 1964 :: ECATR.jpg :: Fotopic.Net
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Heathrow Director: great photo, thanks for posting-those were the days. I was alive, but only a kid, so I don't recall much from then, tho I did do quite a bit of flying in the 1960s with my parents, so have some memories, but no photos alas.
Magpienja: I'd love to see your photos of these aircraft at M/C in the 1960s, so please post.
Magpienja: I'd love to see your photos of these aircraft at M/C in the 1960s, so please post.
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I recall seeing Spantax DC-7's at Gatwick in the late 60's and early 70's. The last one I noted was EC-BDM in 1972 (that was a DC-7 as opposed to a 7C). That particular one was disposed of in 1974. I think the last one was retired in '76. Afraid I cannot help on routes but Spantax were based in Palma.
The Spantax DC-7Cs were used on charter flights (they had a small ragbag of schedules but none suitable for these large aircraft), generally IT charters into Spain from the rest of Europe; they were replaced around this time by secondhand Convair 990 Coronados. They operated to a wide range of points, and the actual contracts changed from year to year, so the destinations did as well. They picked up odd charters into the UK that UK-based operators had missed out on, and were also regular into West Germany, and (particularly) Scandinavia. You might see them, however, in Zurich or Brussels from year to year. The Coronados operated a similar pattern.
A feature of their operation was that in summer they concentrated on Palma, whereas in winter they moved over to the Canaries. Flights such as Las Palmas to Helsinki (that's over 2,500 nm), overnight northbound, morning return southbound, were a good stretch for their long range capabilities.
As ever in those days the summer season was short and the winter didn't offer anything like the utilisation, so there was a lot of standing round outside the summer peak. Some of the aircraft were stripped out in the winter and operated cargo flights from the Canaries, notably carrying vegetables, into western Europe.
A feature of their operation was that in summer they concentrated on Palma, whereas in winter they moved over to the Canaries. Flights such as Las Palmas to Helsinki (that's over 2,500 nm), overnight northbound, morning return southbound, were a good stretch for their long range capabilities.
As ever in those days the summer season was short and the winter didn't offer anything like the utilisation, so there was a lot of standing round outside the summer peak. Some of the aircraft were stripped out in the winter and operated cargo flights from the Canaries, notably carrying vegetables, into western Europe.
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Thanks for this WHBM-shame I never saw them in the UK during my planespotting days. I remember Spantax's Coronados very well indeed: noisy, smoking and impressive monsters, but not a patch on a DC7C of course.
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Personally operated DC-7C's (as a First Officer), for about 800 hours....DC-6B's slightly longer.
Standard cruise speed was 265 knots, never above FL230, at least with our flights, which were mostly trans-Pacific.
The turbocompound engines could be a pain at times, however, proved reliable on my particular flights...only one engine shutdown, due to a blown PRT.
Standard cruise speed was 265 knots, never above FL230, at least with our flights, which were mostly trans-Pacific.
The turbocompound engines could be a pain at times, however, proved reliable on my particular flights...only one engine shutdown, due to a blown PRT.
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Indicated or True Air Speed?
The airplane was initially designed for 300 knots TAS, and it would certainly do so, however, it was found in extended service that at those higher BHP settings required to achieve that 300 knots, there were many instances of overheating with the PRT units.
So, a lower cruise speed was selected for enhanced engine life.
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Oh what memories, just like you skytrain10 I was there on the finger at Gatwick in the late 1960s watching the Spantax DC-7s and later the Coronados - or otherwise described as smokey joes - fellow enthusiasts would shout Spantax Coronado on approach with the trail of smoke coming from the engines so you knew it was a Coronado well before you could observe it! They operated a number of flights for Pontinental Holidays (Pontins) for holidaymakers to Cala Mesqueda on the island of Mallorca for many years. Spantax or Spanish Air Taxis was one of the few airlines which kept the same flight deck crew together wherever possible.
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Routinely operated the DC6B and the DC7C at 300Kts without any issues.
Further, if we have a look at the TCDS, we find, for the DC-6B...
Vno (Normal Operating 300 mph (261 knots)
S.L. to 15000' (1)Above altitudes shown, reduce speed 6 mph (5 knots) per 1000 feet)
MPH rather than knots.
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Thanks for keeping me honest 411A. The DC6B was at WAL and I just seem to recall that 300 something or other was the number. To long ago to remember. The DC7C was at ASA and that was a short lived operation.
BTW do you have any good reference for the DC7C flight deck arrangements? Since your father was a DC guy I thought maybe you might have something squirreled away. The Nav station and Radio operators station with crew rest are of some interest to a project I might be working on soon.
BTW do you have any good reference for the DC7C flight deck arrangements? Since your father was a DC guy I thought maybe you might have something squirreled away. The Nav station and Radio operators station with crew rest are of some interest to a project I might be working on soon.
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The Nav station and Radio operators station with crew rest are of some interest to a project I might be working on soon.
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Yes The Nav station was just by the door on the right side. Never saw a Radio Operators ststion in a DC7C as I think the RO was pretty much history by the time they started service. Having said that, I use to fly a 1049H that was former KLM and the RO was just behind the Capt. seat. The crew rest in the DC6/7 seemed to be within the confines of the cockpit up against the bulkhead that led to the pax compartment but I was wondering if there were other variants of this config. Of course the crew rest in the Connie was behind the cockpit back with the Navigator.
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Spooky 2, if it's any help, here's a link to a photo I took some years ago of the cockpit of a (no longer active) DC7C at Fairbanks.
652 Fairbanks 26-9-05 DC7C cockpit | Flickr - Photo Sharing!
652 Fairbanks 26-9-05 DC7C cockpit | Flickr - Photo Sharing!