Dorothy Stauffer points out this error in NetLetter nr 1331 -

Just wanted to let you know of either an error or typo in one of the articles. Referring to the “Horizons article from December 1995” under the SFO to YVR start up flight, you mentioned the crew. The crew members are Jon Amoore (I/C), not Moore, and Peter McKenna-Small (F/A) not Srnall. Maybe it was auto correct? lol. I am an I/C in YVR, know both of them and just wanted to make sure that their names were correct. Keep up the great work,

Thank you, Dorothy Stauffer

(Jon’s name was misspelt in the article, should be Jon Amoore, and, our error, Peter’s surname is McKenna-Small – our apologies – eds)

In response to the article and readers feedback in NetLetter nr 1325 regarding the DC-8 article in "Wayne's Wings", we came across this article in the "Horizons" magazine issue July 1979.

It's just like the old blues singer belted out: ''Nobody Ioves you when you're old and grey''. Delivered 22nd March 1961 and, after 18 years of flying across the Atlantic, into the Caribbean, across the country and deep into the United States, aircraft DC-8 fin #810, CF-TJJ c/n 45612 is on the block.

Rumour has it that she's off to Africa or Asia this time, probably flying the faithful to the Hadj, the annual pilgrimage to Mecca. The customer is an airline leasing company in Miami. Canadians should shed a few sentimental tears for the Conway DC-8  as it wings its way out of Dorval for the last time.

Canada did not have jet service until fin 810 and her sister ships, all DC-8 series 43, came along. Connies, Viscounts, Brits. Vanguards and DC-6s all chewed their way through the air with propellers. And until the Rolls Royce version of the DC-8 were licensed all DC-8s were limited to continental flying.

The Conways were the first DC-8s over the North Atlantic. This particular ship had several paint jobs to her name. The first, in March of 1961, was the old TCA livery. When the Company changed its name to Air Canada in January of 1965, the red tail with the white maple leaf took over. In all the aircraft flew 44,896 hours and 28 minutes in Company service. Averaging that out to 450 mph, it has flown 20 million miles or 811 times around the world. It was new when we got it, with just seven hours and 28 minutes on the airframe.

(Continued in NetLetter nr 1333 - eds)

In NetLetter nr 1328, Wayne Albertson introduced the subject of the Boeing B-767 under his corner "Wayne's Wings".

From the "Horizons" magazine issued July 1979 we have extracted this information -

The purchase of 12 wide-body Boeing B-767-200 aircraft approved at the July meeting of the Board of Directors, will bring the Company's commitment to approximately 3.5 billion dollars in aircraft purchases over the next 10 years.

The decision to buy the B-767 with options for 18 additional aircraft, was made after an exhaustive eight month study of the various aircraft types available. The aircraft was designed specifically for North American routes and conditions.

From the “Horizons” November 1982 issue

tmb b767 dely crew

Fin 601 C-GAUB c/n 22517 arrived on Oct 30th, 1982 and started its revenue career on the Rapidair service in November, and then trans-continental January 1983.

The cabin crew members who worked the delivery flight of the B-767, posed with President Claude Taylor. From the left, back row: Flight Attendants Jurgen Odefey and Marlene Godber, Claude Taylor, and Flight Attendant Cory McAdam. In the foreground are Leonard Lafleur, In-Charge Flight Attendant and Flight Attendant Helen Reagh.

tmb b767 first flighters

A number of employees representing a cross section of occupations were invited to participate on the delivery flight. Shown with President Claude Taylor are, from the left: Shirley Campbell, YHZ; Larry Murch, YYZ; Claude Taylor; Pierrette Venturini, YUL; Marc Lefebvre, YUL; Marlene Godber, YYC.

In NetLetter nr 1328 under "Wayne's Wings" was an article about the B-767.

Wayne invited comments and/or personal insights. Norman Hogwood in New Zealand took him up on that and here are his memories -

My first flight in a B767 was on AC from LAX to YYZ in 1985 and my first impression was rather spoiled by the cabin crew. This was just about the time when safety briefings began to be conducted by videos and, to my horror, the flight attendants left the video to do the briefing while they roamed about the cabin taking meal requirements from the passengers as well as carrying out other tasks. As a safety man I was not impressed. Thankfully, that practise was quickly sorted out on all airlines.

Later that same year Air NZ received its first B767 and I became the first ticketed passenger to fly on it. Soon after the aircraft arrived it carried out a few crew "fam" fights during which they did some low fly-pasts over a number of cities and towns in the North Island. It so happened that at the weekend the Auckland Rugby team were playing a very important game against Canterbury at Christchurch and the Auckland club had chartered an aircraft to go to Christchurch to uplift the team, their fans and, hopefully, the trophy for which the game was being played.

Air NZ decided to use the B767 for the charter and it was to position to Christchurch on the Sunday. Having to attend a meeting in Christchurch on the Monday I thought it would be good to request if I could travel on the positioning flight and received the OK. So the first time ever, I boarded a flight at the wide-body hangar and off we went.

There were several Air NZ pilots on board, including the operating crew, plus a couple of pilots from Boeing. One of the passenger pilots gave us the safety briefing! We did four low-level (1500ft) flypasts on the way south over New Plymouth, Blenheim, Nelson, and Hokitika on the South Island west coast before climbing over the Southern Alps and down into Christchurch. The whole flight took 2 hours against the standard 1hr 15mins. At times the flight deck got a bit crowded but I got some time there.

The NetLetter item mentions concerns about operating the B767 over the Atlantic. In 1991 I was made aware of my wife having those same concerns. We had been in Europe and were making our way to Charlotte NC to meet up with friends with whom we would be travelling to New Orleans. To get to Charlotte we had been given passes on US Airways who operated a Gatwick – Charlotte service. Our transit through Gatwick from Holland was very rushed due to a bomb scare at Gatwick so it was just a case of getting boarding passes and running to the US aircraft which had already boarded. Fortunately we had been upgraded but as we took our seats my wife looked around and asked what type of aircraft we were on. 

When I said it was a B767, she exclaimed, “What! Two engines over the Atlantic?”. I think the first glass of bubbles soothed her a little!

Cheers. Norm

Stuart Hyde sends this comment referring to "Terry's Trivia" in NetLetter nr 1329

Hello Netletter Editorial team,

Please advise West Jet that the national flag of the UK known as The Union Jack colours have not changed in any way. Whilst the Gatwick link is understandable, HM The Queen would be very upset to discover that West Jet has copied it incorrectly. The correct colours could be found in Google. Suggest the UK Ambassador in Ottawa be asked what is allowed.

Regards, Stuart Hyde
ex AC London Heathrow

We received this story from Brian Dunn way back on August 30th and now pass it to our readers after reading "Wayne's Wings" segment in NetLetter nr 1331 -

After taking pictures on July 31st of the arrival of Air Canada's first 787-9 I was preparing to ride the first revenue flight planned for August 4th out to YVR and back. However, as I was driving home Saturday afternoon I got a phone call from a former colleague I used to work with to tell me that AC were using the new airplane to fly to YUL as flight AC424 and back as AC429.

I was about 10mins from home, rushed in to change, and my wife dropped me at T1 about 1815hrs. I boarded the flight at 1830hrs only to be told by the Captain at 1900hrs we would have to wait for 30mins due to a ground stop in place at YUL for thunder storms.

We finally pushed back at 1933hrs and were airborne from RW24R at 1951hrs. We touched down at YUL at 2045 on their RW24R and then waited for about 25mins to be parked at a gate. This was due to ramp crews being called off for a recent lightning alert and playing catch up with other flights that had to be dealt with. Finally on the gate at 2112hrs. Our return flight was airborne off RW24L at 2241hrs and we landed back in YYZ on RW24R at 2332hrs.

See "Alan's Space" (above) for a Slide Show containing photos taken of the initial delivery arrival on July 31st, 2015 in YYZ, the departure of flight AC424 on Aug 1st by Tom Podolec, some interior shots taken at YUL by Eric Fortin and then both arrival and departure shots at YUL by Patrick Cardinal. My thanks to all for their contributions.

Some personal observations of the 787-9 -

  • Sat in economy on the way to YUL (flight was 98% full)  - seat was comfortable and the seat back entertainment system is far superior to that on the rest of the AC fleet. The map display especially is greatly improved and you have the ability to change it from metric to imperial measurements if you wish. It pages through several views but the one that caught my eye in particular was a "heads up" display showing compass heading, altitude, and speed in knots...when climbing or descending it also shows rate of descent.
  • For return flight was seated in 14K - last row of the "Premium Economy" seating area. More recline, a little wider seat and very comfortable.

Overall, quite impressed with the aircraft and really enjoyed the seat back entertainment. I must also mention too that there is a greater selection of movies and TV shows to choose from.

Brian Dunn - Editor CanadianAviationNews

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