BOAC 707 crew video
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This photo series may also be of interest,
BOAC photos taken 1965 to 1968 - a set on Flickr
Are the photos of the crew onboard the flight to Tokyo with the Japanese stewardesses on a 707 or VC10?
BOAC photos taken 1965 to 1968 - a set on Flickr
Are the photos of the crew onboard the flight to Tokyo with the Japanese stewardesses on a 707 or VC10?
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Ex BOAC VC10 and BA Air New Zealand DC10 driver.
If I recall correctly we used to operate the occasional service via Paris thence via Nairobi to Mauritius.
At that time Air Mauritius long haul services from London were operated by BOAC VC10s.
There was, originally, Air Mauritius banners stuck on the sides of the aircraft.
This procedure was abandonned when one partially detached during flight and subsequent services didn't have the banners.
The services were MK52/53 my logbook tells me.
We DC10 crews did use the KLM simulater as the ANZ aircraft were KSSU configured (strip engine instruments amongst other items) like KLM.
The conversion course was about 3 months in NZ and, as a 30 year old, I had an absolute ball of a time on it.
Towards the end of the contract the aircraft was only used on the LAX twice a week and we used to fly it to YMX, BOS (PHL shuttle) and MIA on the other days.
This meant long slips rather than the usual 24hr east coast rotations of other fleets.
If I recall correctly we used to operate the occasional service via Paris thence via Nairobi to Mauritius.
At that time Air Mauritius long haul services from London were operated by BOAC VC10s.
There was, originally, Air Mauritius banners stuck on the sides of the aircraft.
This procedure was abandonned when one partially detached during flight and subsequent services didn't have the banners.
The services were MK52/53 my logbook tells me.
We DC10 crews did use the KLM simulater as the ANZ aircraft were KSSU configured (strip engine instruments amongst other items) like KLM.
The conversion course was about 3 months in NZ and, as a 30 year old, I had an absolute ball of a time on it.
Towards the end of the contract the aircraft was only used on the LAX twice a week and we used to fly it to YMX, BOS (PHL shuttle) and MIA on the other days.
This meant long slips rather than the usual 24hr east coast rotations of other fleets.
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I was BOAC cabin crew for a few years. Operated on Standard and Super VC.10s as well as 436/336 and Freighter 707s.
SEPs were a nightmare as you had to remember the safety drills/stowages etc for all the variants.
Did a couple of services for Air Mauritius-doing shuttles between Nairobi and Mauritius.
Also did several 591s (round the world trips) which took 3 weeks. On one memorable occasion-during the 6 day war ?-I think it was-the service took twice as long-so we had a 6 week trip-as BOAC reduced the service to every other day due to fuel shortages -instead of daily. Route was London/New York/Los Angeles/Honolulu/Fiji/Sydney/we then airlined on Air NZ to Auckland/ then Auckland/Sydney/Melbourne/Darwin/Hong Kong/Delhi/Dubai and home. Had a week off as normal rest-and then got called out on standby to do another one. Tough-but someone had to do it.A great life if you were young and single
Still got my log books of all my trips-with a/c reg/route etc.
It was a great company to work for in those days and you felt proud to be part of it.
SEPs were a nightmare as you had to remember the safety drills/stowages etc for all the variants.
Did a couple of services for Air Mauritius-doing shuttles between Nairobi and Mauritius.
Also did several 591s (round the world trips) which took 3 weeks. On one memorable occasion-during the 6 day war ?-I think it was-the service took twice as long-so we had a 6 week trip-as BOAC reduced the service to every other day due to fuel shortages -instead of daily. Route was London/New York/Los Angeles/Honolulu/Fiji/Sydney/we then airlined on Air NZ to Auckland/ then Auckland/Sydney/Melbourne/Darwin/Hong Kong/Delhi/Dubai and home. Had a week off as normal rest-and then got called out on standby to do another one. Tough-but someone had to do it.A great life if you were young and single
Still got my log books of all my trips-with a/c reg/route etc.
It was a great company to work for in those days and you felt proud to be part of it.
Now here's an area that has always interested me to know more. I had read that BOAC provided a steward to serve the crew on freighters. What were these duties like ? Did many other operators do so ? What galley provision was there ? Is it correct that there were a couple of pax seats as well ?
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I'd be very interested to hear too - Since most, if not all, of BOACs 707-336C "Cargo" freighters could be, and often were, converted to pax duty if the schedule called, the galleys were likely the same as the rest of the fleet - happy to be corrected! Was it always a male steward on the freighters or would Stewardesses fly too?
Until recently Qantas used to fly 767 night freighter flights to New Zealand (granted they were pax aircraft just operating cargo duty) and a single FA was onboard to arm/disarm doors, heat meals etc - so perhaps it is reasonably common for Cabin Crew to fly on freighter services.
Until recently Qantas used to fly 767 night freighter flights to New Zealand (granted they were pax aircraft just operating cargo duty) and a single FA was onboard to arm/disarm doors, heat meals etc - so perhaps it is reasonably common for Cabin Crew to fly on freighter services.
Original 707-420 Rolls Royce purchasers were BOAC (the majority), Lufthansa, Air India, Varig, El Al and British Eagle. The last one came at the end of 1963, to Varig, they all then moved on to P&W versions.
Comparable DC8-40 Rolls Royce purchasers were Trans Canada (later Air Canada), Canadian Pacific, and Alitalia. Again they all moved on to P&W. Production of these lasted until 1965. Douglas had a shot at re-engining a couple they had been saddled with as trade-ins in the 1970s with P&W engines, but not a successful programme. Probably too expensive.
They all became dogs on the secondhand market, being so non-standard, and many were retired when finished with by their original owners (the BOAC fleet passed on to BEA Airtours being a notable exception). You will also notice that production finished just at the time that VC10 production, also powered by RR Conways, was starting.
Comparable DC8-40 Rolls Royce purchasers were Trans Canada (later Air Canada), Canadian Pacific, and Alitalia. Again they all moved on to P&W. Production of these lasted until 1965. Douglas had a shot at re-engining a couple they had been saddled with as trade-ins in the 1970s with P&W engines, but not a successful programme. Probably too expensive.
They all became dogs on the secondhand market, being so non-standard, and many were retired when finished with by their original owners (the BOAC fleet passed on to BEA Airtours being a notable exception). You will also notice that production finished just at the time that VC10 production, also powered by RR Conways, was starting.
I remember reading somewhere that BOAC did have separate cabin crews for 707s & VC10s which were merged sometime in the 60s. I can't remember quite when. Sorry I can't be me more precise.
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We were "dual rated" on 707s and VC.10s-during my time there- in the mid 1970s.
The standard VC10s were being phased out-but did a fair few trips on them still.
At the time I was there only stewards were allowed to do the freighters-but I seem to recall it changed after I left.
It was a tiny galley-and certainly not a standard one-as fitted on normal 707s. There was a small oven and some stowages for food containers plus a hot cup-for boiling water,a stores cupboard and that was about it!!
Before departing (overseas destinations only) -the steward would contact the Captain and ask if they had any special food requests-and certainly at places like Hong Kong/Tokyo etc-you could then order pretty much anything-the crew wanted (Lobster/Pheasant etc etc) and as long as you had an alternative choice of menu for the F/O or F/E-pretty much anything was available. Needless to say-we ate well too of course. There was also a small amount of cigarettes and half bottles of spirits available for the crew to buy if required.
There were two double galley jump seats-one forward and one rear facing-but no passenger seats at all. You could squeeze down the side of the cabin-to visually check the cargo (in case of smoke/leakages etc??).
Carried a White Rhino on one occasion with an Indian handler-and he sat on one of the jump seats.
Most of my freighter trips-I would be invited to occupy the cockpit for take off landing. On arriving at destination overseas-the crews would usually split up as Flt deck and cabin crew would in most places stay in different hotels.
Some of the flight deck crew in those days were old school still and wanted there to be an obvious class differential (them and us etc) but mostly by then things had begun to change and most flt deck crews were seemingly embarrased to have to leave you on your own for a few days-until you met up again for the next leg and would often invite you to meet up in their hotel etc the next day.
The standard VC10s were being phased out-but did a fair few trips on them still.
At the time I was there only stewards were allowed to do the freighters-but I seem to recall it changed after I left.
It was a tiny galley-and certainly not a standard one-as fitted on normal 707s. There was a small oven and some stowages for food containers plus a hot cup-for boiling water,a stores cupboard and that was about it!!
Before departing (overseas destinations only) -the steward would contact the Captain and ask if they had any special food requests-and certainly at places like Hong Kong/Tokyo etc-you could then order pretty much anything-the crew wanted (Lobster/Pheasant etc etc) and as long as you had an alternative choice of menu for the F/O or F/E-pretty much anything was available. Needless to say-we ate well too of course. There was also a small amount of cigarettes and half bottles of spirits available for the crew to buy if required.
There were two double galley jump seats-one forward and one rear facing-but no passenger seats at all. You could squeeze down the side of the cabin-to visually check the cargo (in case of smoke/leakages etc??).
Carried a White Rhino on one occasion with an Indian handler-and he sat on one of the jump seats.
Most of my freighter trips-I would be invited to occupy the cockpit for take off landing. On arriving at destination overseas-the crews would usually split up as Flt deck and cabin crew would in most places stay in different hotels.
Some of the flight deck crew in those days were old school still and wanted there to be an obvious class differential (them and us etc) but mostly by then things had begun to change and most flt deck crews were seemingly embarrased to have to leave you on your own for a few days-until you met up again for the next leg and would often invite you to meet up in their hotel etc the next day.
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A friend of mine was BEA (later BA) flight crew based Heathrow when the BOAC 707s were in service. He lived somewhere south of Heathrow, and remembers that when operating easterly departures (involving a 180 degree turn after T/O to head west to the 'States) the 707s would pass over his house very low and very loud. It seems they were a tad underpowered, and couldn't climb much, if at all, during that post T/O 180 degree turn.
Also, in the video, is a 707 on short final to what looks like Kai Tak. Note the nose-down attitude of the aeroplane, quite unlike today's jets which, when slowed down to final approach speed, are pitched noticably nose-up. Why was that 707 so nose-down right to the threshold?
Also, in the video, is a 707 on short final to what looks like Kai Tak. Note the nose-down attitude of the aeroplane, quite unlike today's jets which, when slowed down to final approach speed, are pitched noticably nose-up. Why was that 707 so nose-down right to the threshold?
For those BOAC fans out there, I've just discovered a new dvd that being released this month, called BOAC: The definitive newsreel history. Sounds good and I'll certainly be getting it. Also there's a BEA one and an Imperial Airways one from the same company. If anyone's seen any previews anywhere it would be interesting to hear what they think of them.
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How many cabin crew used to fly on the 707 and VC10s?
I know some 707s used to have a small lounge area at the front of the aircraft opposite the forward galley. Did BOAC 707s have this lounge, or the crew rest seats?
I know some 707s used to have a small lounge area at the front of the aircraft opposite the forward galley. Did BOAC 707s have this lounge, or the crew rest seats?
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Always 6 cabin crew-unless it was a check flight-where you might (annually on average) be assessed by a training steward/ess.
3 in First class and 3 in the back. The Chief Steward (always male in those days) would normally help out at the back during a meal service etc
During my time- time there were only First class and economy sections-nothing in between. Some of the 436s were in all economy config (174Y)and would normally be used on the North Atlantic affinity group charters etc to Toronto/New York etc-although did do one trip to Varna (Bulgaria)-which may have been an Airtours sub charter?-but cant recall the details??
None of the 707s had a seperate lounge at the front that I ever remember seeing. Crew rest area-didnt exist as such and you would sit on a bar box in the rear galley or the normal double jump seat by the rear exits.
3 in First class and 3 in the back. The Chief Steward (always male in those days) would normally help out at the back during a meal service etc
During my time- time there were only First class and economy sections-nothing in between. Some of the 436s were in all economy config (174Y)and would normally be used on the North Atlantic affinity group charters etc to Toronto/New York etc-although did do one trip to Varna (Bulgaria)-which may have been an Airtours sub charter?-but cant recall the details??
None of the 707s had a seperate lounge at the front that I ever remember seeing. Crew rest area-didnt exist as such and you would sit on a bar box in the rear galley or the normal double jump seat by the rear exits.
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"A friend of mine was BEA (later BA) flight crew based Heathrow when the BOAC 707s were in service. He lived somewhere south of Heathrow, and remembers that when operating easterly departures (involving a 180 degree turn after T/O to head west to the 'States) the 707s would pass over his house very low and very loud. It seems they were a tad underpowered, and couldn't climb much, if at all, during that post T/O 180 degree turn.
Also, in the video, is a 707 on short final to what looks like Kai Tak. Note the nose-down attitude of the aeroplane, quite unlike today's jets which, when slowed down to final approach speed, are pitched noticably nose-up. Why was that 707 so nose-down right to the threshold?"
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I recall positioning back from Tokyo to London (via Moscow) on a BOAC 707 and it was a "curvature of the earth" take off if ever you saw one!!
Seemed to be glued to the ground forever-with a barely perceptable climb rate for what seemed like a lifetime afterwards.
Likewise 707-freighter take offs from Dubai-were always planned to be at night due to performance issues.(Fortunately no high rise buildings there either then!!)
Also, in the video, is a 707 on short final to what looks like Kai Tak. Note the nose-down attitude of the aeroplane, quite unlike today's jets which, when slowed down to final approach speed, are pitched noticably nose-up. Why was that 707 so nose-down right to the threshold?"
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I recall positioning back from Tokyo to London (via Moscow) on a BOAC 707 and it was a "curvature of the earth" take off if ever you saw one!!
Seemed to be glued to the ground forever-with a barely perceptable climb rate for what seemed like a lifetime afterwards.
Likewise 707-freighter take offs from Dubai-were always planned to be at night due to performance issues.(Fortunately no high rise buildings there either then!!)
WHBM,
You are correct in guessing Winnipeg for B707 "unspecified" tech stops. My (very old) Junior Jet Club log book entry for 12th December 1973 has me on G-ATZD, LHR-LAX with a flight time of 13 hours and 30 mins. We landed in Winnipeg for fuel. I believe this was a P+W powered aircraft so there were still occasions when loads, winds, weather etc meant the trip couldn't be done in one go even for these later aircraft?
You are correct in guessing Winnipeg for B707 "unspecified" tech stops. My (very old) Junior Jet Club log book entry for 12th December 1973 has me on G-ATZD, LHR-LAX with a flight time of 13 hours and 30 mins. We landed in Winnipeg for fuel. I believe this was a P+W powered aircraft so there were still occasions when loads, winds, weather etc meant the trip couldn't be done in one go even for these later aircraft?