I am a major fan not only of Chinese airlines but also obscure airlines so an obscure Chinese airline is surely too good to pass up, especially when it has been represented in 400 scale twice by, that other lover of obscure airliners, Aeroclassics. Air Great Wall was one of many small airlines that appeared after the decentralisation of the Chinese air carrier market, but although some smaller carriers would grow into majors many others were swallowed up by the big three.
Despite introducing 727s and swallowing several smaller Alaskan operators, the early 1970s was another difficult time for Alaska Airlines, which had been leading a hand to mouth existence for many years. Led by the wheeler dealing, but also irascible and dictatorial, Charles "Chuck" Willis Alaska had a mountain of debt, poor reputation and very little cash. Change was needed if the airline was to survive.
Alaska Airlines had improved its situation in the 1970s but found itself once again in a precarious financial position just as deregulation came into view. Considering its small size, financial weakness, lack of penetration into the lower 48 and turbulent history it is surprising that it was able to turn itself into one of the few winners of the post-deregulation era. The first step was cracking the Californian market.
By 1970 Nordair was well-established as one of the five regulated regional airlines providing a variety of services both charter and scheduled. In the latter area Nordair had in 1969 been assigned Ontario, aside from the Northwest of the province, and Northwest Quebec as its area of scheduled operations to feed the routes of Air Canada and CP Air. The assignment of specific areas of operations allowed Nordair and the other four regional airlines to plan for growth and acquire modern aircraft.
During the 1960s the local service airlines of the United States were growing fast. Not only were they re-equipping their fleets but they were being assigned large numbers of routes by the CAB that had been discarded by the larger airlines. Meanwhile Boeing, Douglas and BAC were keen to sell as many of their new short-haul jets as possible. Boeing even managed to interest several airlines in its medium sized 727 and one of these was Frontier. Like most of the local service airlines however the 727 was still too much jet for their 1960s network.
Pan Am throughout its history operated a diverse and expansive route network that covered most of the globe at one time or another. It is renowned for its operations with flying boats, Stratocruisers, 707s and 747s but operated a variety of much shorter ranged aircraft as well, especially on the vital Internal German Services from West Berlin. One of these types was the 737-200, which came to Pan Am during a difficult period.
The switch from using Berlin Templehof to Berlin Tegel on September 1, 1975 concentrated all the remaining IGS routes at the more distant airport. Although the fleets dedicated to the IGS routes of both Pan Am and British Airways were reduced from their heyday they were still important to both airlines. The 1980s would bring about a rebirth of competition that would challenge the status quo until the reunification of Germany itself made the IGS obsolete.
IGS operations had been a close battle between Pan Am and BEA, with Air France always a distant third, despite their Caravelle service to Tegel. Flying into Templehof was what mattered and Pan Am had managed to counter the introduction of turboprop Viscounts with frequency and the lower costs of the DC-6Bs. 1966 would see Pan Am turn the tables as it introduced the first regular jet service into Templehof on IGS routes.
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: