YVR Cockroach

So we've got most of the "similar" route in 7.O butto what degree is "similar"?

6A TWA Express Swearingen Metro BDL-JFK
6B Saudia 74L JFK-JED

YYY is not ZRH, MUC, CPH, BRU. I kind of doubt if PA would have operated a 747 to VIE but a distant possibiliity.

jlemon

And here's N8493H at Santa Barbara Airport back in 1981. Just scroll down a bit for the photo. The Flying Fish Co. logo is barely legible on the tail.....

https://www.air-and-space.com/Convair%20880.htm

The Flying Fish Co. folks even had a name for their 880: "El Pajaro" which means "The Bird", of course. Pity the basic NE Yellowbird livery wasn't kept.....

BTW, SBA was being served by three airlines back in the spring of 1981. United was operating nonstop B727-100 service from both DEN (five times a week) and ORD (six times a week) plus two B737-200 flights a day from SFO. Locally-based Apollo Airways was flying nonstop Handley Page Jetstream service from BFL, FAT, MRY, OAK, OXR, SMF, SFO and SJC plus one stop service from LAS via BFL and from SMF via MRY or SJC. And Golden West was the only air carrier operating service to SBA from LAX with thirteen flights every weekday flown with DHC-6 Twin Otter, DHC-7 Dash 7 and Short 330 equipment with GW also operating one nonstop flight every weekday from SAN with a Twin Otter.

jrl767

that's a nice guess
6A TW incorrect, JFK incorrect, SWM incorrect
6B SV incorrect, 74L correct, JED incorrect

I will freely admit that I never considered SV and JED; as it turns out, the routing would actually work, but JED-AUH would have involved an overnight stop as well as both flights being on the same (rather common) equipment type

as far as "similar" ... let's just say I think the intermediate stop on Leg 6C will be the challenge

7O.C VIE incorrect

HINT: surprisingly, the reference OAG shows that PA did not actually operate from a much larger hub airport ~20 miles away from YYY

YVR Cockroach

Was formulating an answer when power was lost.

6A Ozark DC-9-10 STL
6B (since ruling out JFK eliminates almost all non-U.S. 74L TATL operators and no n/s BDL-west coast flights?) TW ATH


7.OB airports close together. ORY (flew a US/AL 762 to there in the first half of '92)

jrl767

we are in a part of Seattle where power outages during wind/rain events are not at all uncommon; the next block west of us has underground lines, but they come from the same substation :/

6A: OZ incorrect, DC9 incorrect, STL incorrect
6B: TW correct, ATH incorrect

remember we are looking for a turboprop on one of these four legs

7O.B ORY correct

WHBM

My hunch is that in 1983, only 9 years after CDG opened, Orly would still be the larger airport, with most Air France (and all Air Inter) flights and many others. CDG was constrained, despite all its runway capacity, by having only the single, circular, original terminal for some time, until Terminal 2 with all its wings and capacity was progressively inaugurated. The airlines in CDG were those who had originally been at Le Bourget, plus a gradual and somewhat random transfer from Orly.

YVR Cockroach

I ran the back up generator yesterday (came with the house) and was surprised by what it did not and did power (e.g., heat pump compressor but not the blower)......

I was leaving it for downstream.

That said, how about....
6A AL Express, DH7 BOS
6B TLV If so, TLV to AUH will be a challenge

Seat 2A

My first 737 flight was in August 1972 aboard a United bird between LAX and SBA. Since then, I've logged 2083 flights aboard seven different variants totaling 2,050,590 miles. Who'd have ever guessed at such totals back then? The largest jet I ever flew into SBA was a United 727-222 back in 1985.

WHBM

Mine was a Britannia Airways one, I am guessing February 1976 during a University break week, Edinburgh to Alicante, when the holiday companies were doing 5-day winter trips (out Monday back Friday), flight, transfer to Benidorm resort, hotel and food, all for GBP 19 ! They were of course just using marginal time where previously aircraft had been unused in deep winter, crews stood down, and Spanish hotels closed. The 737 out was one of the early ones (Britannia had been one of the pioneer 737 users in 1968) with a plain interior but the one returning had the new Boeing mid-1970s interior with the sculptured cabin ceiling etc.

jrl767

well we are getting closer

6A- AL incorrect, DH7 incorrect, BOS correct
6B- TLV incorrect

YVR Cockroach

6B CDG

jrl767

6B- CDG is incorrect

jlemon

United operated mainline jet service between LAX and SBA for a number of years before ceasing flights on the route. 1976, United and Hughes Airwest were both operating jet service between LAX and SBA, RW with the DC9-30 and UA with the B727-100, B727-200 and B737-200. By 1979, UA was still operating LAX-SBA flights with B727-200 and B737-200 equipment while RW was no longer flying the route. United then ceased LAX-SBA mainline jet flights as well. Jet service between SBA and LAX briefly returned during the early 1980's with Pacific Express operating the BAC One-Eleven between the two airports.

As for my first flight on board a 737, it was with United from ORD to MBS on board a 73S back in the summer of 1971. In fact, that whole day was one of "airline firsts" for yours truly and included my first scheduled helicopter airline flight (SFO Airways S-61 from OAK to SFO) as well as my first 747 flight (American B747-100 from SFO to ORD).

Seat 2A

My first 747 flight also came in the summer of '71 - well, spring actually. It was CO flight 615 on June 15 between ORD and DEN - easy to remember given the date. There was no jet bridge in Denver, just the super-sized mobile stairway.

The first time I ever stepped aboard a 747 came six months earlier in December 1970. I was at JFK awaiting a United flight back home to Denver. I headed over to the American terminal next door and asked a gate agent if it might be possible to go onboard a parked 747 (still 2 hours from its departure to LAX) and get a couple of pictures. A seemingly unthinkable request today, but back then the agent not only escorted me onboard but even allowed me the run of the plane on my own. Just head on up the jet bridge when I was done. Such innocent and simpler times we lived in back then... No doubt the fact that I was but a mere schoolboy may have played into this some...


Back in those days, did airlines like Britannia have a high density configuration similar to what we see today (29" pitch) or was the seating a bit more spacious?

My first experience with an historically supplemental or charter carrier came in 1980 aboard a World Airways DC-10 between LAX and Oakland. I was shocked at how tight the seating was. The configuration was 3-4-3 with minimal seat pitch. When the DC-10 and L-1011 were introduced in the early seventies, here in the U.S. at least, seating was a spacious 2-4-2 with about 35" pitch. After deregulation in '78 we started to see 2-5-2 configurations - tighter but still tolerable. 10 across was tough - even on a one hour flight. I can't imagine spending multiple hours on that airplane.

jrl767

I spent many a Saturday afternoon at DCA in the 1966-1970 period doing the same thing, sometimes by myself but more often with a friend who (like me) still has the airline bug

we actually got to walk through a UA 737 that was passing through on a series of familiarization flights about a month before the type went into scheduled service