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This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

If there’s one route more important to BA than any other, its London – New York, linking two major global financial centres.

BOAC operated its first commercial flights from the newly opened London Airport to New York, with stops in Shannon and Gander, in July 1946.

At the time it was competing with Pan American World Airways and American Overseas Airlines who had already launched services to New York from Hurn (now Bournemouth International) airport following the end of the Second World War.

Good news for British commercial flying, with the opening at Heathrow of BOAC’s constellation air service between London and New York. These super airliners are even equipped for showing films during the Atlantic crossing. Passengers go on board for the first flight of the new service, a service only made possible by the British pioneers of the past, who’ve turned a high adventure into an everyday affair.

In 1950, BOAC introduced a dedicated “Monarch” service to New York, initially with the Stratocruiser aircraft. This was extended to other aircraft such as the Comet 4.

In 1958, BOAC beat Pan Am to operate the first transatlantic jet flight to New York.

In the late 1960s, BOAC boasted of five flights a day to New York on either the VC10 or Boeing 707 aircraft.

In 1970, BOAC opened its own dedicated terminal at New York JFK, ahead of its first Boeing 747 services to New York in 1971.

In March 1990, BA added a second New York airport to its route network with a new route to Newark. This was initially operated with a Lockheed L-1011 aircraft. By the mid 1990s, BA operated seven services a day to New York.

Continue reading “BA100: 19. New York, New York”

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

At 157-197 Buckingham Palace Road, between London Victoria railway station and Victoria coach station, lies an Art Deco masterpiece.

The Imperial Airways Empire Terminal opened to the public on 5 June 1939. Designed by the architect Albert Lakeman it was described on its opening as the finest air terminal in the world.

The original building was only 80 feet deep, but 500 feet wide. The 5 storey building has a symmetrical facade with a 10 storey central clock tower and wings curving forward to form a crescent shape.

As well as being used by Imperial Airways for ticketing and checking in passengers, it was also used by the airline as a Head Office. The very top of the tower afforded the Directors of Imperial Airways impressive views all over London.

Above the entrance is a sculpture “Wings Over The World” designed by Eric Broadbent. This is the only remaining external clue as to the building’s original use.

Continue reading “BA100: 20. The Imperial Airways Empire Terminal”

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

Amongst all the coverage of blockbuster advertising campaigns and premium cabins, it would be remiss not to mention those staff who are responsible for ensuring aircraft stay in the air, the engineers.

BA has significant engineering teams at Heathrow and Gatwick airports, as well as at dedicated facilities in Cardiff and Glasgow. The demands on engineers have of course changed over time. Flights used to operate with in-flight engineers. Concorde also used to demand a relatively huge number of engineers per aircraft.

In 1993, with the aid of generous grants from the Welsh Development Agency, BA opened a maintenance centre in Cardiff which carries out maintenance work for much of BA’s long-haul fleet. This is where significant long-haul aircraft projects such as the refurbishment of the Boeing 747 fleet have been carried out. Some work such as the refurbishment of Gatwick Boeing 777s and maintenance of Airbus A380 aircraft is carried out overseas. Short-haul “heavy” maintenance is carried out in Glasgow.

BA engineering, together with Iberia, also offers “Maintenance, Repair and Overhaul” services to other airlines.

Like all parts of BA, engineering has not been immune from competitive pressures and under the watchful eye of its parent company IAG it must be competitive against third parties. However, this is one part of BA where management has rightfully resisted the temptation to fully outsource. As well as a carrying out an important safety critical function, it also serves as an important entry point into the industry for future engineers on work experience and apprenticeships around the UK.

You can continue reading our 100 part series on the history of British Airways and its predecessor airlines Imperial Airways, BOAC and BEA in numerical order, by theme or by decade.

If you would like to receive all future articles published by London Air Travel directly by e-mail, then enter your e-mail address below:

© Copyright London Air Travel 2019

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

The Origins Of First Class

First Class, in name at least, dates back to 1924 and the establishment of Imperial Airways.

It was at first the only class of travel, with Imperial Airways introducing second class in 1927. Of course, even with the Silver Wing service from London to Paris, also launched in 1927, First Class was far removed from what passengers expect today.

In 1966, British European Airways launched a “Sovereign” First Class on selected short haul routes.

First Class was removed from short-haul aircraft in the early 1980s and it was only from the late 1970s did it start to evolve into the cabins we have today on long-haul aircraft.

BOAC First Class

Here is an undated picture of First Class on a BOAC aircraft flying between Japan and London.

In the absence of in flight entertainment the emphasis was very much on food, with an impressive at seat catering service.

Crown First Class

In the early 1980s, BA introduced Sleeper Seats to what was then known as Crown First Class with a 62″ pitch that reclined to a near horizontal position.

1989 First Class Revamp

In 1989, BA invested $40 million in First Class, with an emphasis on improved service and catering.

Individual video players and dining on demand were introduced for the first time. Passengers were also promised redesigned cabin interiors, improved sleeper seats and an enhanced wine selection.

First Class Becomes FIRST

The most significant change came in 1995 when BA introduced a new and radically different seat.

Designed by yacht interior specialists, this seat was a herringbone design. It was the first fully horizontal flat bed on any commercial airline.

The most significant aspect of this cabin was that BA went from merely offering a seat to a flexible space that could easily be adapted to meet passenger needs such as working, sleeping or dining with a partner. This seat also offered much greater privacy as 10 of the 14 seats faced towards the window. First Class was also rebranded as simply FIRST. This was a time when BA could genuinely claim to be a market leader in First Class.

Continue reading “BA100: 22. First Class”

London Air Travel » Page 54

Lord King Of Wartnaby was appointed Chairman of British Airways by Margaret Thatcher in 1981.

Along with CEO Colin Marshall who Lord King recruited in 1983, he is widely credited with turning around the airline and preparing it for its successful privatisation in 1987.

Like Colin Marshall, Lord King was recruited to BA from outside the aviation industry, having previously founded his own ball bearing business and been president and Chairman of Babcock International.

Lord King saw this as an advantage. Speaking to Fortune magazine, Lord King said “There seemed to be an advantage to not knowing too much about the business. […] In my ignorance I could do things I might not have done if I had been better informed.”

Lord King was not known for having an emollient manner and had little patience with journalists. He was famously furious with a Financial Times profile of him. His recruitment of Colin Marshall, known as being effective foil to Lord King with his cool and unflappable style, showed a degree of self-awareness.

Continue reading “BA100: 23. Lord King Of Wartnaby”

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

“Putting People First” was a training programme designed by Danish Firm Time Manager International for over 20,000 front-line BA employees in the early 1980s.

The aim of the two day training course was to motivate staff “to enjoy giving good customer service to the airline’s customers, dealing with stress and difficulties, and how to make the most effective contact with people”.

It also had the aim of “enabling different groups of employees to appreciate and understand their interdependence upon one another for a congenial ‘people orientated environment’ which in turn forms the basis for focusing the airline’s attention on the customer and meeting his or her needs.”

It is widely credited with helping turn around BA’s image in the 1980s. It was followed up the training programmes for tens of thousands more staff who weren’t in direct contact with customers as well as a programme “Managing People First” for BA managers.

Continue reading “BA100: 24. “Putting People First””

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

Whilst the first long haul routes of BA’s predecessor airlines focused on the British Empire in Africa, the Middle East and Asia, ever since advances in aircraft allowed non-stop flights to the US, it has been a very important market for BOAC and is now the single most important market for BA.

However, it has taken a long time for BA to fully exploit this market and secure a transatlantic joint business partner.

BA’s US Route Network In The 1970s

When BA was formed from the merger of BEA and BOAC in 1974, the airline inherited a US route network to Anchorage, Boston, Chicago, Detroit, Los Angeles, Miami, New York, Philadelphia and Washington.

On 2 May 1978, BA reinstated flights to San Francisco, previously served by BOAC until 1969. A new route to Seattle followed in 1980.

In 1985, BA added services to Orlando, Pittsburgh and Tampa.

Through the acquisition of British Caledonian in 1988 BA inherited routes to Atlanta, Dallas / Fort Worth and Houston. For regulatory reasons these had to stay at Gatwick.

In the 1990s, more routes followed with BA serving Newark from March 1990 as international airlines began to add services at the airport. Phoenix and Denver followed in 1996 and 1998 – both initially from Gatwick.

Today, it is the most important market for BA. Aside from economic and cultural links between the UK and the US, BA has geography on its side as Heathrow is positioned to pick up connecting traffic from mainland Europe.

However, it took BA a long time to secure a US transatlantic partner which is vital for offering connections and assisting with the distribution of flights in the local US markets.

Growth in US had been stymied by bilateral agreements between the UK and the US. In spite of the US’s self-styled image as the land of the free market, international involvement in the US domestic aviation market is limited due to foreign ownership restrictions on US airlines.

US Deregulation & Business Class

Until 1978 the US aviation market was highly regulated with the federal government specifying which routes airlines could operate.

Deregulation allowed hitherto domestic airlines to expand into international markets. A string of US airlines launched services from London Gatwick, some more successful than others:

• 1 May 1978: Braniff International launches Boeing 747 service to Dallas / Fort Worth

• 1 May 1978: Delta launches a daily non-stop flight to Atlanta (and on to New Orleans) operated by Lockheed L-1011 TriStar aircraft
  
• 1 June 1980: World Airways launches transatlantic flights using DC-10 aircraft
  
• 4 April 1981: Air Florida launches a service to Miami operated with a DC-10 aircraft
  
• May 1982: American Airlines launches Boeing 747 service to Dallas / Fort Worth
  
• 1983: Arrow Air operates non-stop flights to Denver and Tampa
  
• 27 May 1983: People Express launches low cost Boeing 747 flights to Newark
  
• 29 April 1985: Continental Airlines launches non-stop flights to Houston
  
• July 1985: Eastern launches its first London route to Miami

The introduction of the Boeing 747 allowed airlines to introduce additional cabins on transatlantic routes. This started with dedicated sections for full fare economy passengers.

In 1978 Pan Am introduced “Clipper Class” with the promise of access to dedicated check-in desks, First Class lounges and the next seat free, where possible.

BA soon followed with Club Class which was to later evolve into Super Club.

United Airlines Worldwide Marketing Agreement

On December 1987, BA announced a worldwide marketing agreement with United Airlines.

BA co-located flights from Chicago O’Hare, Seattle and Washington Dulles with United. In turn, United Airlines moved into New York JFK Terminal 7.

Pan Am & TWA Exit London

A bilateral agreement between the UK and the US meant that only two US airlines could operate from Heathrow: Pan Am and TWA.

Both were heavily indebted and reeling from the collapse of international travel following the Gulf War, rising oil prices and, in the case of Pan Am, the aftermath of the Lockerbie disaster.

Pan Am entered Chapter 11 bankruptcy protection in early 1991. It sought to raise around $290 million by selling its London routes to United Airlines. American Airlines purchased TWA’s London routes for $440 million.

London was for Pan Am a major hub with it flying onwards not only to mainland Europe, but also as far afield as Bangkok, Beirut, Istanbul and Tokyo.

The sale of the routes required a renegotiation between the US and UK governments to allow American and United to fly from London Heathrow. This would otherwise render the sale of Pan Am and TWA’s route authorities worthless and cause the two airlines to collapse. 

The UK government felt it had the upper hand given the pressing need for a deal. In theory, the UK was the winner as the US gave UK airlines the right to fly to the US from a limited number of countries in mainland Europe (subject to agreement from these countries), not that this is ever came to fruition until the EU-US Open Skies treaty in 2008. UK airlines also gained greater rights to to fly onwards from the US to Canada, Latin America and Asia.

An agreement to resume talks in a few months’ time to open up the US domestic market to UK airlines unsurprisingly came to nothing.

On 5 April 1991, United began flying from London Heathrow to Miami, New York JFK, San Francisco and Washington. In July 1991, American Airlines followed launching flights from London Heathrow to Boston, Chicago, Los Angeles, Miami, Newark and New York JFK.

Virgin Atlantic also started flying from London Heathrow to New York JFK and Los Angeles from July. Sir Richard Branson dressed up as a pirate, covered a model BA Concorde at Heathrow with a Virgin logo and declared the airport “Virgin Territory”.

BA bristled at Pan Am and TWA being replaced by financially stronger US airlines with larger domestic route networks and Virgin Atlantic gaining access to Heathrow. It prompted the airline to launch its own mileage based frequent flyer programme, having previously been a partner of American and United’s own programmes. 

There had already been tensions between BA and Virgin Atlantic after it gained some of BA’s weekly flights to Tokyo. The relationship soured further with allegations of “Dirty Tricks” by BA against Virgin.

“The Pittsburgh Connection”

In 1993, BA acquired a share in what was then USAir and the two airlines formed a joint-venture.

BA launched daily flights between London Gatwick and Pittsburgh using a USAir Boeing 767 in BA livery and staffed by USAir cabin crew in BA uniforms to connect to over 70 USAir destinations in Pittsburgh. Further services were launched to Baltimore in October 1993 and Charlotte in January 1994.

However, the joint-venture proved to be short-lived with USAir considering it to be unfairly favourable towards BA. After BA declined to renegotiate the terms of the joint-venture, it ended in 1997 with BA disposing of its interest in USAir.

Continue reading “BA100: 25. The Special Relationship”

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

On 22 August 1985, a British Airtours Boeing 737-236 aircraft, registration G-BGJL operating as flight 28M from Manchester to Corfu, experienced an uncontained left engine failure approximately 36 seconds after take-off.

The aircraft was carrying 131 passengers and 6 crew members.

The engine failure punctured a fuel wing tank access panel. Fuel leaking from the wing ignited directly behind the engine. The crew, who at the time were unaware of the fire, abandoned take-off.

On becoming aware of the fire, the Captain ordered an evacuation of the aircraft. However, the fire was carried onto and around the aircraft fuselage and it quickly developed inside the aircraft. The aircraft was destroyed by the fire and 53 passengers and 2 crew lost their lives.

An investigation by the Air Accidents Investigation Branch found that the fire developed in the way it did primarily because of the positioning of the aircraft relative to the prevailing wind.

The investigation also found that major contributory factors were the vulnerability of the wing tank access panels to impact, a lack of effective provision for fighting major fires inside the aircraft cabin, the vulnerability of the aircraft hull to fire and the nature of the emissions from the burning materials inside the aircraft.

The major cause of fatalities was rapid incapacitation due to dense smoke inside the cabin. This had been aggravated by delays to the evacuation caused by a door malfunction and restricted access to the exits.

The accident prompted a number of radical changes to airline safety procedures.

These include aircraft now stopping on the runway, rather than taxing away from the runway, for the evacuation. Access to emergency exits was improved with the removal of seats. Aircraft cabin materials including seat covers and wall and ceiling panels were also to be fire resistant.

A memorial to the victims of the disaster was unveiled in 2018. (BBC News)

You can continue reading our 100 part series on the history of British Airways and its predecessor airlines Imperial Airways, BOAC and BEA in numerical order, by theme or by decade.

If you would like to receive all future articles published by London Air Travel directly by e-mail, then enter your e-mail address below:

© Copyright London Air Travel 2019

London Air Travel » Page 54

This article was published in 2019 in a series on the history of British Airways and its predecessors Imperial Airways, BOAC and BEA. You can browse all 100 stories in number order, by theme or by decade.

Many have been updated since first published.

On 1 May 1927, Imperial Airways introduced its “Silver Wing” service on the London – Paris route.

This is considered as the first ever luxury in flight service and achieved recognition worldwide at the time.

It was operated with a dedicated fleet of three Armstrong Whitworth Argosy three engined aircraft, named the City of Birmingham, City of Glasgow and City of Wellington.

The aircraft were painted silver externally and also had silver and grey cabin interiors. New more comfortable seating with shoulder and head rests was also installed.

You can see footage of the Imperial Airways City of Glasgow aircraft in flight in this silent film above.

The aim of the service was to make air travel more popular and to compete against the Golden Arrow service on Continental Railways. The flight left London at noon each day. On the two hour and 30 minute flight a steward would serve a four course lunch and offer a bar service to the 20 passengers on board the aircraft.

The Silver Wing service was also offered on weekend pleasure flights over London which departed Croydon on Friday, Saturday and Sunday afternoons.

The concept of the “Silver Wing” service was also adopted by the successor airline British European Airlines.

You can continue reading our 100 part series on the history of British Airways and its predecessor airlines Imperial Airways, BOAC and BEA in numerical order, by theme or by decade.

If you would like to receive all future articles published by London Air Travel directly by e-mail, then enter your e-mail address below:

© Copyright London Air Travel 2019