Qantas and the 747SP
Gnome de PPRuNe
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I recall original SP operators as Pan Am, TWA, Braniff, Syrian Arab, Iran Air, Saudia, Korean, South African, Qantas and I think Iraqi had one. Oh and CAAC and Air China?
Originally Posted by treadigraph
I recall original SP operators as Pan Am, TWA, Braniff, Syrian Arab, Iran Air, Saudia, Korean, South African, Qantas and I think Iraqi had one. Oh and CAAC and Air China?
Boeing 747SP - Operators [Airlines, Registrations, Dates of operation]
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Just as a matter of interest Iranair was the first company to take delivery of the SP but the contract stipulated they could not fly it in service until PanAm flew theirs.
From Memory:-
The RB211-524 on the 747 started as the B4 and was developed into the C2 then the D4.
The thrust increased from 50k to 51.5k then 53k lbs.
Standing by to be corrected
The RB211-524 on the 747 started as the B4 and was developed into the C2 then the D4.
The thrust increased from 50k to 51.5k then 53k lbs.
Standing by to be corrected
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Stilton is right.
"Think you are mistaken there Aviate
Lufthansa never operated the 747SP"
The previous flight was in a 747SP from Heathrow and so I changed [I was based in Munich] to a Lufthansa flight [Frankfurt] the next week to avoid the nasty sinus problem [which was still ongoing]. How my brain mixed it up I can only put down to old age! I see I made over 150 long distance [SLF] flights in just over 2 years, no wonder my recollection is below par!
"Think you are mistaken there Aviate
Lufthansa never operated the 747SP"
The previous flight was in a 747SP from Heathrow and so I changed [I was based in Munich] to a Lufthansa flight [Frankfurt] the next week to avoid the nasty sinus problem [which was still ongoing]. How my brain mixed it up I can only put down to old age! I see I made over 150 long distance [SLF] flights in just over 2 years, no wonder my recollection is below par!
I think Flightwatch is right. I, too, cannot recall the numbers with much accuracy.
The concept was that as the engines aged a bit and copped a bit of gas path distress they could still make a lower thrust and stay within the EGT limits.
The concept was that as the engines aged a bit and copped a bit of gas path distress they could still make a lower thrust and stay within the EGT limits.
Silly Old Git
An Iranian airlines SP skipper once told me that the high altitude exposure to Thron emissions made it impossible for him to do the business with his wife 
Last edited by tinpis; 13th Mar 2011 at 01:47.
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Qantas B747SP into Wellington
I seem to remember a thing about the SP operations into Wellington. The airstrip is short, so a line was painted across the runway some distance past the threshold. The main gears had to be on the runway prior to this line, if not power up and go around for another attempt.
Does this ring a bell with Mustafagander ???.
Does this ring a bell with Mustafagander ???.
Yes RV, there was some fancy paintwork on the runway edges and it was a requirement to have the gear on the ground by that point or go around.
Being WLG complete with all sorts and strengths of winds, there were more than a few "arrivals". Remember that no one was really current on the stubby, so each approach was a learning experience most of the time.
In the beginning reduced thrust ex WLG was forbidden by CASA for reasons best known to themselves, so levelling off at 3000ft after take off and not tearing the flaps off or busting the altitude was kinda interesting.
Speaking of flaps, the flap gauge was a bit tricky - F10 on the stubby was aligned just where F20 was on the big fella so you really had to look carefully. As I hear it, F10 seemed like enough flap for most T/Os anyway!!
Being WLG complete with all sorts and strengths of winds, there were more than a few "arrivals". Remember that no one was really current on the stubby, so each approach was a learning experience most of the time.
In the beginning reduced thrust ex WLG was forbidden by CASA for reasons best known to themselves, so levelling off at 3000ft after take off and not tearing the flaps off or busting the altitude was kinda interesting.
Speaking of flaps, the flap gauge was a bit tricky - F10 on the stubby was aligned just where F20 was on the big fella so you really had to look carefully. As I hear it, F10 seemed like enough flap for most T/Os anyway!!
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Qantas B747SP and the Pope.
Qantas used VH-EAB as QF161 on a Papal Charter to fly Pope John the Second. The flight was Perth - Seychelles - Rome on December 1st, 1986.
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Indeed, S8, I have fond memories through a haze of fatigue of operating the said sector in the -SP.
With apologies to Sunfish, all QF crew are dedicated, but indeed the B747-100/200/300/SP is a common endorsement, so we flew all types [the -123 being a fascinating interlude!?
], with the -SP being a bit of a challenge.
Other operators are covered below.
G'day
With apologies to Sunfish, all QF crew are dedicated, but indeed the B747-100/200/300/SP is a common endorsement, so we flew all types [the -123 being a fascinating interlude!?
], with the -SP being a bit of a challenge.Other operators are covered below.
G'day
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747 SP to Bahrain
Not Quantas, so maybe an aside, but one of my fondest memories of international air travel over 50 years was the non-stop flight from JFK to Bahrain on a Pan Am 747SP in 1977. As I recall, perhaps inaccurately, the flight took some 13 hours. The plane was half full, and I played cards with the "stewardesses" (they did not mind being called that in those days).
Thanks Runaround Valve.
Quite a lot of thread but the strangest 747SP must of been the Air Malawi charter from SAA in full colours in the eighties, was it just for one week for the presidents visit to London. It was parked by the old aircraft crossing point at Heathrow.
Quite a lot of thread but the strangest 747SP must of been the Air Malawi charter from SAA in full colours in the eighties, was it just for one week for the presidents visit to London. It was parked by the old aircraft crossing point at Heathrow.