Nowadays if you are an airline operating within the US domestic market and you wish to serve a route pair you simply do just that, after relatively little fuss and bother, but prior to 1978, when the US market was regulated by the Civil Aeronautics Bureau (CAB), starting new routes was a marathon process. Indeed, most of the time getting permission to start a new route, especially if there was any competition involved, was a non-starter. Whence the regulated period threw up a selection of idiosyncratic practices that made sense then but look a bit weird today. One of these was the concept of interchange services.
Cathay Pacific Cargo was in a strong position in 2007 and in November placed its largest ever direct order with Boeing. This incuded 7 extra Boeing 777-300ERs but more importantly a commitment to 10 747-8Fs with 14 further purchase rights. At the time CX Cargo still had 6 747-400ERFs and a pair of 747-400BCFs on order. The idea at the time was to use the 747-8Fs for growth and to replace the 747-200Fs but the global financial crisis changed all that and instead the 200s were replaced largely by the 400ERFs.
The rise and fall of Harding Lawrence’s Braniff International is so well known that in aviation it has become something of a byword for mismanagement and a case study for the impact of deregulation. In many ways it was a harbinger of the bloodbath that the 1980s would become for US carriers however in others it was unique. Nonetheless back in 1978 everything seemed rosy at Braniff and the airline would celebrate its Golden anniversary with the introduction of a new look.
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: