Air New
Zealand B-747-219B
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The arrival of our first B747-219 ZK-NZV
May 29, 1981
May 29, 1981
First commercial flight by Air New Zealand Boeing B747, ZK NZV to Sydney- June 11 1981
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Farewell Queen of the Skies - 747
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The
introduction of Air New Zealand’s B747-219
29
May 1981
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In 2016 to commemorate the 35th Anniversary of Air New Zealand's introduction of the Boeing B747 Gary Sommerville has again used his considerable talent to produce these two historic videos
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Published on 8 Aug 2014
The Boeing 747 is a wide-body commercial airliner and cargo transport aircraft, often referred to by its original nickname, Jumbo Jet, or Queen of the Skies. It is among the world's most recognizable aircraft and was the first wide-body produced. Manufactured by Boeing's Commercial Airplane unit in the United States, the original version of the 747 was two and a half times larger in capacity than the Boeing 707, one of the common large commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37 years.
The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger, freighter and other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing seats and installing a front cargo door. Boeing did so because the company expected supersonic airliners (development of which was announced in the early 1960s) to render the 747 and other subsonic airliners obsolete, while the demand for subsonic cargo aircraft would be robust well into the future. The 747 was expected to become obsolete after 400 were sold, but it exceeded critics' expectations with production passing the 1,000 mark in 1993. By April 2014, 1,487 aircraft had been built, with 51 of the 747-8 variants remaining on order.
The 747-400, the most common passenger version in service, has a high-subsonic cruise speed of Mach 0.85–0.855 (up to 570 mph or 920 km/h) with an intercontinental range of 7,260 nautical miles (8,350 mi or 13,450 km). The 747-400 passenger version can accommodate 416 passengers in a typical three-class layout, 524 passengers in a typical two-class layout, or 660 passengers in a high density one-class configuration. The newest version of the aircraft, the 747-8, is in production and received certification in 2011. Deliveries of the 747-8F freighter version to launch customer Cargolux began in October 2011; deliveries of the 747-8I passenger version to Lufthansa began in May 2012. The 747 is to be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future.
The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger, freighter and other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing seats and installing a front cargo door. Boeing did so because the company expected supersonic airliners (development of which was announced in the early 1960s) to render the 747 and other subsonic airliners obsolete, while the demand for subsonic cargo aircraft would be robust well into the future. The 747 was expected to become obsolete after 400 were sold, but it exceeded critics' expectations with production passing the 1,000 mark in 1993. By April 2014, 1,487 aircraft had been built, with 51 of the 747-8 variants remaining on order.
The 747-400, the most common passenger version in service, has a high-subsonic cruise speed of Mach 0.85–0.855 (up to 570 mph or 920 km/h) with an intercontinental range of 7,260 nautical miles (8,350 mi or 13,450 km). The 747-400 passenger version can accommodate 416 passengers in a typical three-class layout, 524 passengers in a typical two-class layout, or 660 passengers in a high density one-class configuration. The newest version of the aircraft, the 747-8, is in production and received certification in 2011. Deliveries of the 747-8F freighter version to launch customer Cargolux began in October 2011; deliveries of the 747-8I passenger version to Lufthansa began in May 2012. The 747 is to be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future.
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Great Planes: Boeing B747 - Documentary
CLICK HERE TO VIEW >>> https://www.youtube.com/watch?v=VMPK6tCfKuM
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Air New Zealand B747-200s
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Boeing B747 Airliners At Christchurch
CLICK HERE TO VIEW >>> https://www.youtube.com/watch?v=_5UmW-qzWLY
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Prototype Boeing B747
CLICK HERE TO VIEW
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Follow these links for Flight Engineer Gary Sommerville's detailed recollection of his memories of the Boeing B747-219 Era....
Gary Sommerville's BOEING 747-219B experience Part 1.pdf
Gary Sommerville's BOEING 747-219B experience Part 2.pdf
As these are quite a large .pdf files they may require a little time to download
[Why not save them to a suitable location on your computer for future viewing and/or sharing?]
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Whatever happened to Air New Zealand's
Air New Zealand's last Boeing 747-400 affectionately referred to by pilots as "Daddy's yacht" completed its final flight in teal livery today, as the airline ushers in a new generation of long-haul aircraft.
The 16-year-old aircraft registered as ZK-NBV, also named Christchurch, made its final touchdown with Air New Zealand this morning on a flight from San Francisco to Auckland.
The occasion marked the end of Air New Zealand's nearly 35 years with a jumbo-jet fleet, which is making way for more economical aircraft.
In 1980 the national carrier bought five Boeing 747-200s – a revolutionary aircraft capable of crossing the Pacific Ocean from Auckland to Los Angeles nonstop.
These were eventually replaced with a fleet of eight 747-400s, the first of which was delivered on December 16, 1989, but immediately leased to Cathay Pacific for about a year.
Before its final flight ZK-NBV had completed 67,552 flight hours and 7284 landings.
Air New Zealand said it could not confirm details of the future of the aircraft due to commercial sensitivities.
But the aircraft was likely to continue flying elsewhere, unlike many of its predecessors which ended up in wreckers' yards.
The 747-400s with 379 seats were a feature on the Auckland to London route via Los Angeles, but have been gradually replaced as the flagship aircraft by Boeing 777-300ERs with 332 seats.
Air New Zealand's remaining long-haul, twin-aisle fleet is made up of eight Boeing 777-200ERs, five 767-300ER and the recently delivered first of 10 787-9 Dreamliners.
House of Travel commercial director Brent Thomas said the introduction of the giant 747 helped Air New Zealand keep airfares down, resulting in a significant increase in the number of people who could afford air travel.
"It was a major explosion in the number of people who were able to take holidays and travel," Thomas said.
Given the opportunity customers always wanted to be seated in the 747s' top deck, he said.
"Let's not kid ourselves. The magic of walking up a circular staircase into the bubble at the top was definitely seen as something that made it even more special."
Some customers would be sad to see the 747s go but feedback on modern, fuel-efficient aircraft was extremely positive, he said.
"The 747 as it now stands has had its day. It's not competitive."
Boeing has launched a revised version of its "queen of the skies" with a longer fuselage, new engines and wing design to combat Airbus' A380 giant double-decker.
Modest sales mean the 747-8 appears to have a limited future as a passenger aircraft, but its cavernous size continues to appeal to cargo airlines looking to replace ageing 747s.
New Zealand Air Line Pilots' Association president Wayne Renwick, who flew 747-400s as second officer for six years, said the aircraft's extra capacity and range revolutionised the aviation industry.
"It definitely made a difference to aviation in the South Pacific," Renwick said.
Passenger comfort was improved because there was more space and less need for fuel stops on long-distance flights.
Air New Zealand also achieved greater efficiencies because there was less "puddle jumping" needed across the Pacific Ocean, he said.
Generally pilots who flew 747s were nearing the end of their career with Air New Zealand, he said.
"That was generally the aeroplane that saw them into retirement."
"It was quite a sought-after position to get in Air New Zealand."
The 747s' large mass made them a stable aircraft which cruised along like a big yacht, he said.
THE END OF AN ERA
Alastair Kent-Johnston knew the inside of Air New Zealand's 747 fleet better than most passengers.
The frequent flyer and Air New Zealand gold elite member is a veteran of more than 40 flights on board the jumbo jets, the last of which was retired from Air New Zealand's fleet today.
Over the years Kent-Johnston witnessed the evolution of seats and has flown in all them, including stretching out in first class at the front of the plane, business class in the upstairs bubble and economy down the back.
The 747s were a marked improvement over the DC10s they replaced, he said.
"The thing that struck you most was the sheer size of the beast but also the roominess inside."
Air New Zealand phased out DC10s by 1982 after one crashed into Mt Erebus in Antarctica in 1979, killing all 257 people on board.
Kent-Johnston said it would be sad to see the back of the 747s, but it was an understandable decision considering the more economical aircraft available.
"It's been a great aircraft to fly on. They've been a fantastic workhorse."
Because the 747s could cruise at such high altitude, clear of the worst turbulence, fights were always smoother than in other aircraft, he said.
"You always had a smoother ride over the Pacific in the 747 than you did in the 777-200s or the 300s."
http://www.airplaneboneyards.com/roswell-international-air-center-boneyard.htm
"Classic" B-747's
Click these links
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Flight Engineer's tools of trade and stationery
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Boeing B747 100 First Flight
CLICK HERE TO VIEW >>>
CLICK HERE TO VIEW >>>
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CLICK HERE TO VIEW >>> Virgin Atlantic Boeing 747 200 Classic
ITVV - Boeing 747-200 "Classic"
In this documentary-style video we join Captain Guy Stephenson, Virgin Atlantic's B747-200 fleet manager, Chief Flight Engineer Alan Bonnick and First Officer Adrian Thurley on flight number VS005/6 from London Gatwick to Miami, Florida and the return journey to Gatwick. En-route Guy, Alan and Adrian will guide you around the various systems that make this a truly "Classic" Jumbo aircraft.
• 109 minute Stream
• Virgin Atlantic Airways
• London Gatwick > Miami, Florida, USA
• Detailed tour and explanation of the Flight Engineers Systems Panel
In addition to seeing and hearing all key aspects of the flight and aircraft operation from the aircrew's perspective, this multi camera shoot programme will introduce you to such systems as the INS (Inertial Navigation System), Selcal which is a selective calling system and is part of the aircraft communications system and many others.
Flight Engineer Alan Bonnick will give you a detailed tour and explanation of the Flight Engineers systems panel, encompassing the engine secondary instrumentation, electrics, fuel, hydraulic and air conditioning panels.
Then join Adrian who will provide you with an insight into the many systems which go to make up the overhead panel.
Guy will take you through topics such as TCAS (Traffic Alert and Collision Avoidance System), NATS (North Atlantic Track System) and a flight progress Chart.
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CLICK HERE TO VIEW >>>
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Last Air NZ Boeing 747-400 flies into history
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TO VIEW VIDEO GO TO >>> Daddy'Yacht
The 16-year-old aircraft registered as ZK-NBV, also named Christchurch, made its final touchdown with Air New Zealand this morning on a flight from San Francisco to Auckland.
The occasion marked the end of Air New Zealand's nearly 35 years with a jumbo-jet fleet, which is making way for more economical aircraft.
In 1980 the national carrier bought five Boeing 747-200s – a revolutionary aircraft capable of crossing the Pacific Ocean from Auckland to Los Angeles nonstop.
These were eventually replaced with a fleet of eight 747-400s, the first of which was delivered on December 16, 1989, but immediately leased to Cathay Pacific for about a year.
Before its final flight ZK-NBV had completed 67,552 flight hours and 7284 landings.
Air New Zealand said it could not confirm details of the future of the aircraft due to commercial sensitivities.
But the aircraft was likely to continue flying elsewhere, unlike many of its predecessors which ended up in wreckers' yards.
The 747-400s with 379 seats were a feature on the Auckland to London route via Los Angeles, but have been gradually replaced as the flagship aircraft by Boeing 777-300ERs with 332 seats.
Air New Zealand's remaining long-haul, twin-aisle fleet is made up of eight Boeing 777-200ERs, five 767-300ER and the recently delivered first of 10 787-9 Dreamliners.
House of Travel commercial director Brent Thomas said the introduction of the giant 747 helped Air New Zealand keep airfares down, resulting in a significant increase in the number of people who could afford air travel.
"It was a major explosion in the number of people who were able to take holidays and travel," Thomas said.
Given the opportunity customers always wanted to be seated in the 747s' top deck, he said.
"Let's not kid ourselves. The magic of walking up a circular staircase into the bubble at the top was definitely seen as something that made it even more special."
Some customers would be sad to see the 747s go but feedback on modern, fuel-efficient aircraft was extremely positive, he said.
"The 747 as it now stands has had its day. It's not competitive."
Boeing has launched a revised version of its "queen of the skies" with a longer fuselage, new engines and wing design to combat Airbus' A380 giant double-decker.
Modest sales mean the 747-8 appears to have a limited future as a passenger aircraft, but its cavernous size continues to appeal to cargo airlines looking to replace ageing 747s.
New Zealand Air Line Pilots' Association president Wayne Renwick, who flew 747-400s as second officer for six years, said the aircraft's extra capacity and range revolutionised the aviation industry.
"It definitely made a difference to aviation in the South Pacific," Renwick said.
Passenger comfort was improved because there was more space and less need for fuel stops on long-distance flights.
Air New Zealand also achieved greater efficiencies because there was less "puddle jumping" needed across the Pacific Ocean, he said.
Generally pilots who flew 747s were nearing the end of their career with Air New Zealand, he said.
"That was generally the aeroplane that saw them into retirement."
"It was quite a sought-after position to get in Air New Zealand."
The 747s' large mass made them a stable aircraft which cruised along like a big yacht, he said.
THE END OF AN ERA
Alastair Kent-Johnston knew the inside of Air New Zealand's 747 fleet better than most passengers.
The frequent flyer and Air New Zealand gold elite member is a veteran of more than 40 flights on board the jumbo jets, the last of which was retired from Air New Zealand's fleet today.
Over the years Kent-Johnston witnessed the evolution of seats and has flown in all them, including stretching out in first class at the front of the plane, business class in the upstairs bubble and economy down the back.
The 747s were a marked improvement over the DC10s they replaced, he said.
"The thing that struck you most was the sheer size of the beast but also the roominess inside."
Air New Zealand phased out DC10s by 1982 after one crashed into Mt Erebus in Antarctica in 1979, killing all 257 people on board.
Kent-Johnston said it would be sad to see the back of the 747s, but it was an understandable decision considering the more economical aircraft available.
"It's been a great aircraft to fly on. They've been a fantastic workhorse."
Because the 747s could cruise at such high altitude, clear of the worst turbulence, fights were always smoother than in other aircraft, he said.
"You always had a smoother ride over the Pacific in the 747 than you did in the 777-200s or the 300s."
http://www.stuff.co.nz/travel/news/61203514/Last-Air-NZ-Boeing-747-400-flies-into-history
At a Flight Engineers Aircrew Reunion (FEAR) function held on 23 June 2016 to celebrate the 35th Anniversary of Air New Zealand introducing the Boeing B747, Hugh de Lautour and Les Mathews reminisce on the roles they played in the final commercial flight and then the delivery of ZK-NBV to the airplane boneyard at Roswell, New Mexico.
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http://www.airplaneboneyards.com/roswell-international-air-center-boneyard.htm
A note from Hugh de Lautour…
I penned this poem
just prior to being P-in-C of the final delivery flight of our last B747,
ZK-NBV, to Roswell, New Mexico on 13/14th October, 2014.
With me were Captain
Ron Woodward and S/O Andrew Hanley.
Ron was B747 Fleet
Manager and acted as F/O, and Andrew was Technical Pilot for the B747 fleet.
Both had done
delivery flights before, so I had a great team in support, along with Kevin
Ford and Chris Strong from Tech Ops (Engineering).
After a routine
flight to LAX (other than a 4,000’ fly-past at AKL) we spent the night of the
13th in Los Angeles, then flew as direct as possible to Roswell International Air Center
on the 14.10.2014.
A diversion to the
North was necessary en route to avoid the top secret “Area 51”, then from the
Chisum VOR we did an arc approach to runway 21 - a huge runway of 13,000 ft.,
at an elevation of 3,700’.
After landing we were
advised that there was a salute from the crash tenders awaiting the aircraft at
the far end of the runway, so that was a very special tribute and a much
appreciated gesture to mark the last landing of an Air New Zealand B747.
The next day was
spent in doing engine Max Power Assurance test runs on the aircraft, which I
believe impressed our potential buyer and ensured the best possible price, as
well as ensuring that ZK-NBV would get to fly a little longer, albeit in new
livery and a new environment.
The following day we
drove a hired car to Albuquerque to catch a ride home –
Ron and Andrew to go
back to work, and me to go and pursue my hobby at the Taupo Gliding Club.
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