February 1946 saw the initiation of services by the joint Soviet/Romanian airline TARS which was renamed TAROM in 1954 when the Romanians became full owners. TAROM was unusual amongst Warsaw Pact nations in that it was able to purchase western types (though LOT did have Viscounts). This followed the 1965 coming to power of Nicolae Ceausescu who conducted Romania's foreign policy independently of Russia - not taking part in the 1968 invasion of Czechoslovakia, establishing diplomatic ties with Israel and West Germany etc. Needless to say Ceausescu's moderate start didn't last but that's another topic.
Within aviation Romania's new independence first became visible in 1968 when One-elevens were ordered for European and Middle-Eastern destinations instead of TU-134s.
Norcanair could trace its history back to M&C Aviation of 1930. From 1947 it was known as Saskatchewan Government Airways (Saskair). The fleet was a mixed bag typical of Canadian bush operators - PBY Cansos, Beech 18s, DC-3s, DHC-2 Beavers etc. Scheduled services operated to over 20 destinations within the state from its base at Prince Albert. Privatised in 1964 it became Norcanair serving charters and north-south scheduled services in Saskatchewan.
It's a real shame that Apollo models have recently stopped production as several of their moulds were exceptional. Recently I received two more Apollos including the Singapore Airlines 'Bigtop' 747-300 in the updated colours post 1988 colours.
Interestingly doing a bit of web research I have discovered that the SQ logo is called the Silver Kris (hence the name of their frequent flyer programme). The kris is a form a south east asian dagger, highly prized and often passed down through generations. But Kris is also known to be a spiritual object, often considered to have a presence or considered to possess magical powers. Kris are used for display, as talismans with magical powers. The bird (think its a crane) is apparently meant to be similar to the handle of the Kris dagger.
It has been an outstanding year for Aeroclassics. This month's releases were amazing and a few months ago they struck another blow to my wallet with a raft of special A300s. Not least amongst them was and Iranian example.
Iran Air dates from February 1962 when it was formed from the merger of Iranian Airways and Persian Air Services. Three years later it received its first jet, a 707, and growth continued funded by the Shah’s regime to the extent even of Concorde orders. A pair of French registered A300s, including F-ODHZ, were leased from 1978 prior to the arrival of two Iranian registered aircraft in 1980 (EP-IBR/S). These were followed by four more in 1982/83.
BA 757s were so common at Heathrow that it was hard to imagine that they would ever disappear. The 757 looked great in the Negus and Landor schemes but the low blue bottom never seemed to suit the 97 colours and the black nose ring most BA 757s had made them look worse. BA should have really curved off the blue belly like Delta did with the 2001 scheme - that would have preserved the beauty of the 757.
Anyway British Airways was launch customer for the Boeing 757 and went on to operate over 50 of the type on their European and Shuttle services, replacing their Tridents.
Continental replaced their already nice Golden Jet scheme in 1967 with the classic Saul Bass colours. Commonly called the meatball its real name is 'Contrails'. The black version lasted until 1984 when the livery was modified with a red ball and enlarged titles.
I have both the CO 727-200 releases showing both sets of colours. Continental’s fleet was defined by two types in the 1970s – the DC-10 and the 727-200. 19 of the latter (N88701-15, N32716-19) had been delivered between May 1968 and 1970. Three aircraft (N32721-23) built for THY were delivered in 1972 when deliveries switched to the upgraded Advanced model. 11 Advanced examples were added between 1973 and 1980 (N32724-25, N66726, 31-34, N69735-36, 39-40) with new aircraft deliveries continuing into late 1981 (N69741-42, N79743-46, 48-50) by which time 22 Advanced 727-200s had arrived from Boeing.
The state of Transjordan came into being in 1922 following the dubious carve up of the Middle East by the British and French following World War One. It became fully independent in 1946 and was renamed as Jordan in 1948 by its Hashemite rulers. The nation like several others in the Middle East was effectively made up, but despite involvement in several of the various Arab-Israeli conflicts it has somehow managed to avoid the majority of the bloodshed that has engulfed almost all of its neighbours. This is in a large part due to the wise leadership of King Hussein and his succeeding son King Abdullah II. The fact that Jordan is also poor of natural resources like Oil and Water has also probably favoured stability.
Alia began operations in 1963 and was named after the King's daughter. During the 60s the fleet consisted of Viscounts, Heralds and DC-7s and in 1965 3 Caravelles were received. Both the DC-7s were destroyed by an Israeli air raid in the 1967 war. Following the war ties with the West were strengthened and a pair of new 707s was added in 1971 followed by a pair of second-hand 720s.
In late 1959 Malcolm MacIntyre became CEO and President of Eastern. By April 1960 it was an airline with 17,800 employees and a huge fleet of piston engine propliners, including 48 DC-7Bs, 38 L-1049s, 18 L-749s, 7 DC-6Bs, 20 CV-440s and 56 Martin 404s as well as 40 turboprop L-188 Electras and 4 DC-8 jets. MacIntyre would go on to have many battles with Eastern's dominant personality, Eddie Rickenbacker, but amongst his many challenges was what to do with such a diverse fleet. The L-1049s were a particular issue.
Now Delta had never been much interested in the Connie itself having been a loyal Douglas customer and having opted for the DC-6, DC-7 and DC-7B. However the 1953 takeover of Chicago & Southern (see http://www.diecastaircraftforum.com/...air-lines.html ) saw Delta receive six L-749As from C&S. Not fitting with Delta's fleet they were disposed of in under a year.
Soon afterwards however the airline had the need for aircraft to operate new vacation package coach services and the Connie was ideal.
I'm Richard Stretton: a fan of classic airliners and airlines who enjoys exploring their history through my collection of die-cast airliners. If you enjoy the site please donate whatever you can to help keep it running: