jrl767

here's DC-8 factory delivery info, showing NA taking delivery of a -21 and PA receiving a -32 on 7 Feb 1960

jlemon

It is also not unheard of for Saharan dust to make it all the way across the Atlantic to the Caribbean. Several years ago, we were connecting through San Juan en route from Antigua back to Louisiana. Although technically a partly cloudy day, visibility was terrible on the flight from Antigua to SJU. The San Juan newspaper told the tale: Saharan dust was responsible for the considerable haze and because of it an air pollution advisory had been issued for all of Puerto Rico.

jlemon

I don't think the ex-Central CV-600s ever got any further west than DEN and the Front Range when they were operated by Frontier......but I believe I do recall Frontier operating the CV-580 into little ole Vernal in the back of beyond in the Beehive State. And I know FL operated the 580 into Moab as well when there was a uranium mining boom in that area near Arches and Canyonlands national parks back in the day.

jlemon

11. Sounds like the original Frontier Airlnes (FL) with B727-100 "Arrow Jet" service nonstop to Denver and Kansas City with direct service to St. Louis via a stop at MKC.

jlemon

1. This is an excellent question! I'll guess the destination was El Paso (ELP).

And here are two followup bonus questions:

What was the westernmost destination served by American Airlines with the BAC One-Eleven series 400? ANSWERED

What was the westernmost destination served by American Airlines with the Fokker F100? ANSWERED

JoeDTW

4. TWA, Lockheed 1049 Constellation (I don't know which sub variant of the 1049 was used), in 1953. TWA started their nonstop before AA DC-7s entered service.

7. QANTAS, 707-138 in July, 1959

12. I'll guess Eastern to Baltimore, with 727-25s

13. I'll guess AA.

YVR Cockroach

Any specific range of dates? Back in mid '90s, there was CP YOW-LHR with 763 equipment.

I seem to remember AR and RG doing this route a few years earlier. Note sure if that extended to spring 1994.

WHBM

I believe the date is 1968, and it's a reference to the Eastern once daily flight to Syracuse NY and points south that ended up in Baltimore. Another flight went from Ottawa through Montreal (and hence was not an international nonstop from Ottawa) also to Baltimore.

The CP flight of the 1990s was the first scheduled intercontinental flight from Ottawa, but it was just a change of status for the Wardair charters which had long run from Ottawa to London UK in the summer, the change was done when CP took over Wardair.

jrl767

if I'm not mistaken, CSA (Czech) and LOT (Polish) also had service between JFK and Montreal, but I can't say for sure whether they were still in the market in 1994 ... I also recall Aeroflot and El Al, and I believe we had a recent question where Royal Air Maroc was part of the answer

I seem to recall this flight actually operated via SYR
WHBM seems to recall that as well ... no great surprise ;-)

Seat 2A

Thanks for the link, J. Fred Cox is a wonderful resource, isn't he?

WHBM

I don't think the AA One-Elevens got beyond Dallas Love Field in scheduled operation. The American schedules never admitted they had the One-Eleven in the fleet; all the ones I've seen called it the "400 Jet", although I don't think the OAG was fooled.

Regarding the F100, I seem to recall that AA had a shot around the year 2000 with using them, with limited 56 First Class seats to get round a legal limitation, from Dallas Love Field to LAX and SFO.

A Bonus Bonus question, then, about American Airlines. How many types of aircraft have they bought which were hopeless, and which they started to sell off within, say. seven years of the last one being delivered new, well before their depreciation was up. I think they must hold an unenviable record for how often this has happened to them.

Seat 2A

jrl767

I'm sure I remember seeing "400 Astrojet" or some similar designator in AA timetables circa 1968 ... here's one page of Dec 67 from timetableimages

would I be correct in thinking you made a similar observation in the discussion surrounding the answers to a question a couple weeks ago about how many sub-120-seat jet models had been in the AA fleet? ...

as far as models AA actually bought, the Convair 990, the BAC 1-11-400, and the Fokker F-100 come to mind right away; as far as models they inherited and disposed of rather quickly, we find the BAe 146s and 737-200s from AirCal, the MD-87s from Reno Air, and the 757s and 767s from TWA (and there are probably others)

jlemon

Indeed, BAC One-Eleven service in AA system timetables (the old style linear east and westbound scheds in the main timetable section, not the quick reference scheds) from the late 60's are simply listed as "400 JET" flights.

Besides Dallas Love (DAL), American also operated the BAC One-Eleven series 400 into Oklahoma City (OKC) which I think is just about as far west in the U.S. as Love Field is.

I'm not sure if American operated the Fokker 100 between DAL and SFO.....but they sure did between DAL and LAX in 56 seat configuration in order to comply with the Wright Amendment.

And I do not think that AA originally planned on operating the Fokker twin jet into Los Angeles International. However, when Legend Airlines initiated DAL-LAX nonstop service with DC-9-30s configured with 56 business class style seats, AA management apparently decided to mount a counterattack and several F100s were converted from first and coach configuration to an all business class layout with 56 seats. AA also flew DAL-ORD and DAL-LGA with these all biz class Fokker 100s. In fact, back in the early 90's, it was possible to board an AA F100 at LAX and fly direct in biz class twice a day to New York LaGuardia via the stop at Love Field. Legend, of course, struggled financially and did not last very long. And when Legend ceased operations for good, AA then discontinued the all biz class F100 service from Dallas Love.

Seat 2A