the Greek national carrier, but since 1936 airlines of the Games host nation
have promoted their connections with the games and, in the age of sponsorship,
have featured among the supporting companies. Following
current trends, aircraft have been decorated with special “logo-jet” colour
schemes. However, this happened first in 1936 with the Olympic rings symbol
being painted on the side of Airships of Deutsche Zeppelin Reederei. The
Editorial page shows these on Hindenburg in its Frankfurt hanger on a card
from this company.
I am not
aware of any special card yet by Olympic Airways for the 2004 games but the
rings feature on their standard colour scheme. Most Olympic cards are the
natural inhabitants of 10p boxes but there are a few rarer ones. Among these are
the (very) large (9 in x 6 in) cards
produced showing aircraft used on internal services. Both are shown and feature
the Skyvan and YS-11. The YS-11 image has been cropped at the bottom, so losing the Olympic text as per the Skyvan.
rings appeared again on the card-backs of Aeroflot for the 1980 Moscow games including this of a landing
IL-62, which also carries “Official Olympic carrier” titles.
There do not appear to have been any airline Olympic related cards for
Los Angeles 84, Seoul 88 or Barcelona 92 but the fancy colour schemes really got
going for 1996 in Atlanta, home of Delta Airlines who displayed a specially painted 767. This card actually
exists in two versions with different sky colour and positioning of the 767. It is believed that one of them was not in accordance with the corporate
colour manual or somehow otherwise
offended the marketing people.
trend continued with Ansett Australia for the Sydney games of 2000. While some
recent Games have a reputation for bankrupting the host city, in this case it
was the sponsoring airline which folded shortly afterwards. Ansett produced
cards in two different large formats. Featured are 737-200, A.320 and 747-300.
The A320 also includes the Games site.
THE LAST DE HAVILLAND
conceived in 1961 and flown in 1962 (How did they do it !?) the DH.125 was
originally proposed to be named “Jet Dragon” but numbers were more
fashionable and probably few of the potential clients would ever have heard or
cared about the 1930s Dragon biplane. Card with painting of deHavilland
prototype by anonymous publisher. Back
text refers to “business executive airliner in miniature”.
Forty-two years later the same basic design is still in production
through the usual changes of engine, electronics and many changes of designation.
It is also symptomatic that while the prototype was built in 15 months,
its final UK manufacturer B.Ae can only dream of overruns that short in its
current projects. Also, while other successful biz-jet, (as the breed came to be
called), manufacturers went on to develop a family of models (Dassault) or
stretched the concept (Canadair) into the regional jet market, B.Ae lost
interest and sold off the whole programme to Raytheon.
So the 125 is now a naturalized US product from the Raytheon corp in
psychology of the business-jet has gone through several cycles during the life
of the 125. Initial customers were
well known corporations who promoted their jet fleet as forward looking and
dynamic – Shell in particular had a small fleet based at Heathrow. As time
passed the idea of corporate jets became associated with executive excess and
most current examples operate in anonymous paint schemes.
The economics of owning an aircraft, let alone a fleet have been
questioned and many companies have outsourced their biz-jet needs to specialist
operators. It is therefore rare for
business aircraft to appear on postcards –
for any that do, the card may only be available to those on the inside of
the business, or even the aeroplane itself. The
fact that one that is available, the JCB card in the centrefold, is owned by a
company which is a clear market leader perhaps
shows a “nothing to hide” mentality.
once been at an event at Staverton airport when the operators of a biz-jet
insisted that no-one be in photo range of their aircraft, we should be grateful
that no one seized the film of the airport shot of a Belgian operated 125 at
get postcards of the 125, we have to look elsewhere than the corporate operators.
Basically this means, the military, airlines and any other operators
wishing to promote rather than conceal their services.
shown opposite shows not only 125 s but also their place of manufacture, the HS/B.Ae
ex deHavilland factory at Hawarden, Chester. Actually in Wales, this now houses
the Airbus wing plant. The Kuwait Airways
125s are shown in wet weather typical of the site but totally incongruous for
their owner, who issued this card.
growing use for small jets is as air ambulances. This, plus business travel is
promoted on the back of this card from German Carrier Contiflug, which at that
time was operating in conjunction with Condor as shown by the tail logo.
German rescue organization has promoted its own 125 with the postcard below
this one appears to be operated on long term contract as another card, this time
showing the flightdeck, also carries the titles of Executive jet Service Aero
Dienst Gmbh. The aforementioned changes
in electronics are evident by comparing this view of
a B.Ae 1000 with the other flightdeck shot of an HS125-600. This vertical
card is by French operator Moet Aviation of Epernay .
Ray Billings has moved in where all other publishers have failed
miserably and produced a card of the absolutely last flight of Concorde. Taken
from his own photo it shows G-BOAA on approach to Bristol-Filton passing over
the Clifton Suspension Bridge which is crowded with spectators.
The card is available from Ray.
British Airways card to feature Concorde was produced for the Berlin World
Travel Market in February.
It is a large size card in a set with 2 others, a multiview of interiors
with a 747 and a multiview of UK tourist sites with an A319.
The German wording on the back of the Concorde card is a classic example
of how to trivialize a significant event. Translated ,it reads “ With the
withdrawal of Concorde, a great chapter of air transport history comes to an end
– and with these prices a new one begins – for example Berlin-London return
from 110 €……”
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