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Picture

Eastern A300s: A Marriage Made In Heaven

22/4/2019

2 Comments

 
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By the 1970s it had been years since the US majors had bought any foreign aircraft and the new Airbus consortium was struggling to sell its A300 to anybody, let alone the Americans. Eastern, cash-strapped and inefficient, needed a new aircraft and it was Frank Borman's airline that would give Airbus the opportunity that perhaps more than any allowed it to be taken seriously on the world stage.

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Stretching Australia’s Wings: Compass Mk1

12/6/2018

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November 1990 marked the date that the Australian domestic airline market was finally fully deregulated, however unlike in other markets this did not signal a rollercoaster of new entrant airlines. The Australian market had always been hyper-regulated and even with deregulation the grandfathered airlines, Australian and Ansett, had major advantages. So much so in fact that only a single challenger appeared to compete with them. This was Compass Airlines.

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Silent Giants: A300s in Brasil

15/12/2017

1 Comment

 
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The A300 was an excellent product and yet Airbus really struggled to sell the type at first. Eventually it gave them their break however and also made a significant inroad into the Brasilian market, albeit one that was relatively short-lived. It wouldn't be until the 2000s that Airbuses would be seen in large numbers in Brasil and by then the last of the 'Silent Giants' was coming to the end of its service.

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I-BUSes: Alitalia A300s

11/10/2016

2 Comments

 
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Alitalia had a diverse fleet during the 1970s and 80s as it bought new aircraft to replace older types but then sold them on at quite a young age. In fact it had already passed up Airbuses new widebody A300 once in the mid-1970s only to come back round to the type in the late 70s. It would go on to be the mainstay of its high density short and medium haul routes for nearly 20 years.

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The Life of a Charter A300: cn 12

3/3/2016

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The Airbus A300 in its B2 and B4 versions wasn't a very long-legged machine, however it provided widebody comfort on the busy leisure routes from Northern Europe to the Mediterranean sunspots in a more economical package than the Tristar and DC-10. The UK and Germany were the two biggest charter markets in Europe and the A300 was a major part of moving the masses for a wide variety of airlines. In this post we look at the career of one such A300 - construction number 12 - only the second Airbus A300B4 to be built.

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First Domestic Widebodies in Oz: TAA's Airbus Indigestion

30/10/2015

4 Comments

 
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Contrary to expectations the nationalised Trans-Australia Airlines was always the pacesetter, compared to Ansett, in the government managed duopoly of Australian domestic routes. Ansett itself tended to be more content with the status quo. This was again the case with widebodies, though in this case being on the bleeding edge caused TAA some major problems.

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Pan Am Goes Airbus Pt1: Shrink to Fit

24/10/2015

2 Comments

 
Picture
Pan Am had had a resurgence towards the end of the 1970s however the purchase of National Airlines and the effects of deregulation sent the airline into a nosedive it was never able to recover from. Still amongst the gloom some positive changes were made and one of them was an attempt to re-equip the fleet with more suitable products in the form of Airbuses. The airline planned to standardise its fleet around 747s, A310s and A320s however the latter would never get to wear the famous globe on its tail.

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Contrail Airbuses: Continental's Misfit A300s

17/7/2015

1 Comment

 
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Frank Lorenzo's Texas Air Group takeover of Continental began a tumultuous phase in the airline's history and by the time he was kicked out it was effectively a new carrier - and one in a right mess at that. Still it survived Lorenzo, unlike its big sister Eastern. Of the many linkages between the two airlines, in the late 1980s, the A300 was perhaps one of the most obvious. The A300 was a fine aircraft for Eastern, but through no fault of its own never really hit it off at Continental.

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China Eastern's 90s Renewal: A300s and the last Mad Dogs

4/2/2015

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China Eastern (MU) emerged in June 1988 from the Shanghai regional bureau of the Civil Aviation Administration of China (CAAC) which had operated all air services within China since its formation in 1954. China Eastern was one of the six state-owned children of CAAC but as with its Beijing and Guangzhou based siblings Air China and China Southern it held a distinct advantage over the other three airlines due to its hub location. The fleet of CAAC was split between its progenitors with China Eastern acquiring 5 A310s, 3 BAE 146s, 5 MD-80s, 3 Shorts 360s and several AN-24s and Y-7 turboprops. Re-equipment was on the cards though in the form of a mixed fleet of Airbus A300s, McDonnell Douglas MD-11s and Fokker 100s.


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United Arab Airlines - Egyptair: Horus' Birth

30/1/2015

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Between 1958 and 1961 there was short-lived political union of Egypt and Syria (see United Arab Republic - Wikipedia, the free encyclopedia) leading to the Egyptian national airline Misrair becoming United Arab Airlines (UAA). The union was more a takeover of Syria by Egypt partly as a way of crushing Communism in Syria but also as a stepping stone to a possible pan-arabic state. The union of the two countries collapsed on September 28, 1961, however Egypt remained officially known as the United Arab Republic until 1971 so UAA also kept its name. 


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The Career of A300B4 CN 268: From Singapore to Pakistan

17/1/2015

2 Comments

 
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Aeroclassics recently released SIA and PIA Airbus A300B4s and as with my Western/Air Pacific DC-10s it turns out they are the same airframe. Singapore Airlines was renowned during the 1980s for operating aircraft for only very short periods prior to selling them on.


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Bird of Paradise: Air Niugini Style

11/12/2014

4 Comments

 
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Back in June 2013 I acquired a model I never thought I'd own. I have several rare models (UA Caravelle, Frontier Saul Bass 737 etc) but none as rare or as beautiful as the Air Niugini A300. I don't usually buy expensive models but suffice to say that it still cost me more than twice any of my other models.

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SAA - Springbok Pariah Pt1: Props to A300s

10/12/2014

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South African Airways was formed in February 1934, when the government of South Africa tookover Union Airways. Prewar equipment was largely German but postwar Avro Yorks gave way quickly to DC-4s.

In 1950 four Constellations arrived and only two years later SAA was using jets when it leased a pair of Comet 1s from BOAC. The Comet's failure saw a fallback to DC-7Bs in 1956, but at least these had the range to operate from Johannesburg to London with only one stop (in Khartoum). Fortnightly service to Perth (via the Cocos and Mauritius) began in late 1957. Viscounts took up short-range routes and the real jet age arrived in July 1960 with 3 707-320s.


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Homa-buses: Iranian A300s

24/11/2014

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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.


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    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:


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