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1950 to 1959
During
the 1950s the first turbo-propeller airliners ('prop-jets' in the USA)
were introduced followed shortly by the first jet airliners. The
jets didn't have an easy time to begin with due to pressurisation
accidents and a false start to the 'Jet-Age'.
The first
jet airliner, the De Havilland Comet 1, entered service on May 2, 1952 on
the London - Johannesburg route. This historic BOAC flight was
followed by UAT Comet flights between Paris and Dakar, and South African
Airways' own Jo'burg to London service in competition with the BOAC
service. Air France flew Comet 1 jets on their Paris - Beirut
service and Pan American ordered Comet 3 jets from De Havilland.
The first
Comet crashes were masked by genuine accident's as three Comets were lost
in landing accidents and one was lost in a thunderstorm. Like all
new aircraft types civil or military, the jet airliner was a handful for
pilots converting from the older propeller types.
But when a
BOAC Comet 1 broke-up during departure from Rome on January 10th, 1954
doubt was starting to set in which was fully confirmed on April 8th when a
South African Airways Comet disappeared off the coast of Sicily at high
altitude. The comet 1 jets were grounded (permanently) and
metal fatigue around the window frames were found to be the cause of the
cabin disintegrating.
The
'Jet-Age' made a tragic false start only to begin again fully in 1958 with
the introduction of the Comet 4 and the Boeing 707-120, with the DC8-30
following into service one year later. Aeroflot used Tu-104s
internally from 1955 and Air France flew 'test flights' with their new
short-haul Caravelle jet from 1956.
The first
jet service across the North Atlantic was by a BOAC Comet 4 at the
beginning of October 1958 with Pan American flying it's first jet service
in competition with BOAC using a Boeing 707 three weeks later.
The first
sustained scheduled jet airline service was by the (then) Soviet Union's
Aeroflot airline using Tupolev Tu-104 'Camel' jets (developed from the
Tu-16 'Badger' bomber) extensively on internal routes from the summer of
1955.
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Airspeed
AS.57 Ambassador
Airline: Dan-Air London in 1970 (1952) Country: UK
49 passengers
2 Bristol Centaurus engines
240 mph cruise
The AS.57 was another of those British airliners designed for the flag
carrier (in Europe) BEA. It was introduced in 1952 and taken out of
service again temporarily due to problems with the undercarriage. BEA
called it the 'Ambassador'.
It was quickly replaced with the new Viscount and went on to serve with a
handful of holiday airlines, notably, Dan-Air London, Globe Air and Autair.
BKS Air Transport of the UK flew it on scheduled services to Europe. |
thanks to Caz Caswell/AirTeamImages |
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Antonov An-22
Airline: Aeroflot
Freight only
8 counter-rotating turbo-props
Used only by Aeroflot and the Soviet Air Force for large loads. |
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Antonov An-28
Airline: TEPavia TRANS in 2000
Passenger feederliner
2 turboprop engines
The Antonov AN-28 is still fairly modern and is used by ex-Soviet Block
nations. |
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Armstrong-Whitworth Aw.650 Argosy
Airline: the prototype A.W. 650
Freight only
4 turboprop engines
The Argosy was designed for easy enplaning of large pallets of cargo and
outsized loads. This was in the 1960s when most freight was in small
pallets or loaded by hand. |
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Boeing 707-138
picture: a Boeing 707 series 138 of QANTAS in 1959
100+ Passengers
4 Pratt&Whitney engines
550 mph cruise
The 707-120 was the first civilian Boeing jetliner and was intended for
the medium-long haul US trans-continental routes and the 'Big-four' US
airlines that flew these 3000nm routes.
It was soon discovered that a true intercontinental version was needed. In
the interim the Boeing 707-138 dominated the long-haul skies in 1959. |
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Boeing 707-320 series
Boeing 707-320B prototype in 1959 -for Pan American
150 Passengers
4 Pratt&Whitney JT4A engines
550 mph cruise
Span 146 feet
Length 153 feet
The Boeing 707-320 series was known as the 'intercontinental'. This was
the most successful variant of the 707 jetliner. Pan Am ordered a large
fleet of series 320B. TWA ordered the intercontinental too along with most
of the works long-haul airlines. |
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Bristol Britannia 100 series
Airline: prototype Britannia 102 in1957
90 Passengers
4 Bristol Proteus 705 turboprops
360 mph
Span 142 feet
Length 114 feet
The Britannia came out of the need for a long-haul turboprop. This was
originally hoped to be the Brabazon but this proved too expensive so the
Britannia came about. The original 100 series were popular and were in use
by BOAC, Canadian Pacific and many other mainstream airlines quickly.
The aircraft was named 'Whispering Giant' by the airlines that used it
because it gave a smooth and quiet ride at 20,000 feet compared to the US
types with their noisy piston engines flying in the lower-level weather. |
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Bristol Britannia 300 series
Airline: British Eagle series 321 in 1964 (1960)
114 Passengers
4 Bristol Proteus 761 engines
385 mph cruise
Span 142 feet
Length 124 feet
The classic 'series 300' Whispering Giant was much liked by the airlines.
With the extra ten feet of cabin space more passengers could be flown and
at a faster speed too. |
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Canadair CL-44
Airline: Loftleidir used CL-44s for passenger flights to New York
Freight or passengers
4 Rolls-Royce Tyne engines
373 mph cruise
Span 142 feet
Length 137 feet
The Cl-44 is a Canadian turboprop - once used for passenger work but now
purely a freighter where still used... |
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Canadair CL44-D4 'Swing-tail'
The CL44-D4 variant had a 'swing-tail' system where the complete tailplane
swung 90 degrees to give unhindered pallet loading operation. |
thanks to
Caz Caswell/AirTeamImages |
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De Havilland D.h.104 Dove
Airline: Channel Airways
8-10 Passengers
2 DH Gipsy Queen engines
The Dove is a twin-engined piston type and a civil variant of the British
military 'Devon' communication aircraft used in the 1960s. |
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De Havilland D.h.114 Heron
Airline: Air Paris in 1970 (1953)
14 Passengers
4 DH Gypsy Queen engines
183 mph cruise
Span 71 feet
Length 48 feet
The Heron was used by many airlines in the 1950s and 1960s. This elegant,
slim four-engined airliner was used by BEA on that airline's Scottish
islands operations. BUIA, Jersey Airlines, Morton , Martinair and U.A.T.
used them too. Even A.N.A. Japanese airlines used them.
They can still be found in all parts of the world. In the USA a re-engined
version - the Riley Heron -is still operating. |
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De Havilland D.h.106 Comet 1
Airline: Prototype Comet 1 G-ALVG in 1952
40 Passengers
4 DH Ghost engines
465 mph cruise
The prototype flew with BOAC's 'Speedbird' logo on the nose. The airspeed
indicator probe would be removed when the prototype flew at Farnborough.
The single main-wheels would be replaced with the standard four-wheel
bogie when the Comet 1 went into production.
After several Comet crashes the entire Comet 1 fleet would be found to
have an unsafe pressure hull and withdrawn from use permanently. |
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De Havilland Comet 4 and 4C
Airline: Sudan Airways on delivery in 1958 (1958)
84 Passengers
4 Rolls-Royce Avon engines
535 mph cruise
Span 115 feet
Length 118 feet
After the tragic end of the original Comet 1 De Havillands worked to build
a new version, taking into account what the jet airliner world had learned
from the early cabin failures. The result was the Comet 2 which was used
by the RAF and the CAF. The civilian airliner to come next was the Comet 4
in 1958, a long-range improved variant.
The Comet 4 and later 4C were used by BOAC and many British Commonwealth
airlines and by airlines across the world. The Comet 4 and 4C had unusual
fuel pods on the forward tips of the wings, making it a distinctive sight.
Sadly the western world's first jet airliner lost it's place against the
newer Boeing 707 and Douglas DC-8 jets. The Comet 4 series remained in
service (with Dan-Air London at Gatwick) until 1980. |
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De Havilland Comet 4B
Airline: British European Airways (1959)
84+ Passengers
4 Rolls-Royce Avon engines
535 mph cruise
A year after the new Comet 4 had been introduced on BOAC's routes BEA, the
European wing of BOAC, wanted a Comet of their own. Until this time BEA
had only used turboprop types and a pure-jet was needed to compete with
the Caravelle in common use by BEA's European competitors.
The Comet 4B variant was flown in 1959 and carried more passengers on
medium-haul routes. This version of the Comet 4 did not have the extra
fuel pods but had a clean wing. The Comet 4B was designed purely for BEA's
route needs and was not used by other airlines. |
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Douglas DC8-30 series
Airline: The prototype DC8 series 30 (1959)
150 Passengers
4 Pratt&Whitney JT4A engines
535 mph cruise
Span 142 feet
Length 151 feet
The DC-8 was Douglas's answer to the Boeing 707. It entered airline
service in the same year and had a large customer base among important
airlines, especially in the USA. TCA of Canada purchased a fleet of series
40 jets as did KLM and SAS in Europe.
Like the Boeing 707-100 the DC8-30/40 was too small and airlines wanted
more. But for1959 the original DC-8 was a real success. |
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Fokker F-27 friendship
Airline: Iberia with Side Cargo Door in the late 1960s(1959)
40 Passengers
4 Rolls-Royce Dart engines
270 mph cruise
The Friendship first entered airline service in 1959. This modern design
remains in use today as a feeder-liner and freighter. It was updated by
the 1990s by Fokker as the larger Fokker 50. Sadly Fokker ceased business
in the 1990s. |
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Ilyushin IL-18
Airline: Tarom Romanian Airlines in 1982 (1959)
80 Passengers
4 Ivchenko AL20 turboprop engines
420 mph cruise
The IL-18 - NATO codename 'Coot' - was introduced in the Aeroflot and
Soviet Block airlines in the 1950s replacing the older and smaller IL-14
type. Similar to the Vanguard and L-188 Electra, the IL-18 operated
extensively throughout Europe until it's replacement - the Tu-134 jet -
came about toward the end of the 1960s. |
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Lockheed L.1649 Starliner
Airline: Lufthansa L-1649C in 1958 (1956)
81 passengers
4 Wright R.3350 piston engines
320 mph cruise
Span 150 feet
Length 116 feet
The 'Starliner' was introduced in 1956 and was the final and largest,
fastest of the 'Constellation' series. It was purchased in the couple of
years before the first long-range jetliners (like the DC-7C) and so it's
life was short-lived in the fleets of the large airlines. This sleek
design did not sell as well as the Super-G version. |
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Lockheed L-188 Electra
Airline: Lockheed's prototype Electra during trials (1959)
85 Passenger
4 Allison 501 engines
373 mph cruise
Span 99 feet
Length 104 feet
The Electra was another of the first-generation turbo-props that came out
of the 1950s. Like most pre-1970s airliners designed in the USA, the L-188
was for the US domestic airline market as a short/medium haul aircraft
operating out of smaller airports.
It was launched by American Airlines and was used around the world by
Qantas and TAA in Australia and KLM in Europe. It flew it's last passenger
operation in 2000. It continues to fly the world but in pure-freighter
configuration. |
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Saab Scandia
Airline: VASP of Brazil used 5 Scandias from 1950 (1949)
2 piston engines
The Scandia was a Swedish designed and little used twin-piston engined
feeder liner. It was mainly used by SAS in Scandinavia although VASP and
Aerovias Brazil used them in small numbers, both within Brazil. |
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Sud Est 210 Caravelle 3, 6 and 10
Airline: A prototype Caravelle 3 in 1963 (FF: 1956)
70 Passengers
2 Rolls-Royce Avon 531 engines (Caravelle 6R)
525 mph cruise
Span 112 feet
Length 105 feet
The Caravelle was the success story of the French airliner industry which,
like Britain, often designed for the French airlines with disastrous
commercial consequences. The Caravelle 3 started the run of SE-210
successes ending in the 'Super Caravelle'.
Sud Est used the nose of the British Comet 1 jet enabling the French
manufacturers to quickly begin experimental Air France flights from
1956. The elegant Caravelle was used right up to the year 2000.
The Caravelle was introduced with big fleets by Air Inter and Air France.
Many of Europe's airlines used the jet including Sabena, SAS, Luxair,
Iberia, Sobelair, Swissair, Alitalia and TAP Air Portugal. It was first
used by a surprising order from United Airlines in America and was used in
Latin America by VARIG and other carriers. |
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Sud Est 210
Caravelle 12R
Airline: A prototype Caravelle 12Rin 1983 (FF: 1956)
The Caravelle 12R was a re-engined version of the 10R and was only sold to
France's Air Inter at Orly. This longer and more powerful version of the
classic SE-210 was the most attractive model too.. previous models had a
fin ridge that ran down the leading edge of the fin and half-way along the
top of the fuselage but the Twelve-R variant had a clean fuselage top. |
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Tupolev Tu-104
Airline: Aeroflot in 1968 (FF:1956)
70 Passengers
2 Mikulm AM3 engines
500 mph cruise
Span 113 feet
Length 127 feet
The Tupolev 104 - NATO codename 'Camel' - was Russia's first jet airliner.
It was introduced in 1956 and began scheduled, sustained services with
Aeroflot extensively within Russia. It was therefore the first jet
airliner operation in the world. It was sold to Soviet Block nations and
used extensively within Europe.
An Aeroflot Tu-104 was the first jet airliner to visit London-Heathrow
airport, the base of BOAC's Comet 1 jetliners. The Tu-104 was replaced by
the newer Tu-134 jet in the early 1970s. |
thanks to
Caz Caswell/AirTeamImages |
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Tupolev Tu-114
Airline: Aeroflot
8 contra-rotating turboprop engines
500 mph cruise
The Tupolev 114 was a long-range passenger airliner used by Aeroflot in
the 1950s and early 1960s. It was also used in a military maritime patrol
/ nuclear bomber role. |
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Tupolev Tu-124
Airline: Interflug
44 passengers
2 Mikulin AM-3M jet engines
604 mph cruise
Span 84 feet
Length 100 feet
The Tu-124 was a smaller version of the Tu-104 jet carrying 26 less
passengers. It was not used extensively unlike the 104. Aeroflot and
Interflug - the East German state airline - operated the type as did Iraqi
Airways. |
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Vickers v.700
Viscount series
Airline: Air France was one of the first to use the type (1953)
48 Passengers
4 Rolls-Royce R Dart R.Da6 engines
315 mph cruise
Span 94 feet
Length 81 feet
The turboprop Viscount first flew in 1953 by BEA and Air France on the
Paris-London route and showed itself to be a real winner. It was sought
after by airlines across Europe.
It was first used in the USA by Capitol Airlines. Lufthansa, KLM, Air
Inter, Aer Lingus and Alitalia used it in Europe. In Britain BEA, British
Eagle, Cambrian and BKS Air Transport used it for domestic and European
routes. |
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Vickers v.800
Viscount series
Airline: BEA series 800 had a larger door for freight (1958)
48 Passengers
4 Rolls-Royce R Dart R.Da6 engines
315 mph cruise
BEA was the main user of Viscount 700 series although it was used by many
other carriers and was Britain's most successful airliner. Used on every
continent in the world.
The Viscount 800 series was a larger version and Vickers had also taken
the airline users' needs into account when it enlarged the forward
port-side hatch allowing the Viscount 800 to be used for freight work as
well as passenger flights.
The Viscount was used by BEA until the early 1980s and continued to be
operated by smaller carriers until the end of the century. |
thanks to
Caz Caswell/AirTeamImages |
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Vickers v.950
series Vanguard
Airline: British European Airways in 1966 (FF:1959)
85 Passengers
4 Rolls-Royce Tyne engines
390 mph cruise
Span 118 feet
Length 123 feet
The Vanguard was another of those national projects purely designed for
the state airline, BEA. It first flew in April 1959 and began services
with BEA in 1961. With longer range and payload than the Viscount it
filled the route slots that the Comet 4B was less economic on.
Trans Canada Airlines placed orders for the type too and began services in
the same year as BEA, who would use the aircraft until the late 1970s. It
was also used by Invicta International as a freighter.
When these airlines sold the freighter type in the 1970s operators would
be Air Bridge, Air Thor, Air Viking, Air Trader. Only Europe Air Service
used them as passenger airliners.
A pure cargo version of the V.953 Vanguard was created by BEA in the late
1960s as a replacement for the Argosy. It was called the Merchantman
and was without windows and had a large side cargo door. These ex-BEA
Merchantman freighters were purchased by Air Bridge in the late 1970s. |
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