Airliner Models E-Book

Anthony J Lawler

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Veröffentlichungsjahr: 2019

Beschreibung

For most of the past century, beautiful models of airliners have been made to promote their airlines' services in travel agents and their own shops. The models also illustrate the evolution of airliner design over these decades: the wood and fabric biplanes of the 1920s, the broad adoption of all-metal airliners in the 1930s, the first jet airliners of the 1950s, the first wide-body airliners of the 1970s and the pioneering small steps in supersonic air travel are all covered. The increasingly colourful exterior schemes adopted by the airlines, to ensure recognition by aspiring passengers, provide an interesting subtext. For model collectors, the airliner type, makers name, scale, approximate age and the materials used are detailed for each model illustrated. A short history of significant model-making companies is covered. With the onset of online bookings and the closure of airline offices and travel agents, the use of models is fast vanishing forever. The focus of this book is to preserve this fascinating era when models were a significant marketing tool, and to ensure that these models, at least in photographic form, survive as a record for future generations.

Leseprobe

First published in 2019 byThe Crowood Press LtdRamsbury, MarlboroughWiltshire SN8 2HR

This e-book first published in 2019

www.crowood.com

© Anthony J. Lawler 2019

All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.

British Library Cataloguing-in-Publication DataA catalogue record for this book is available from the British Library.

ISBN 978 1 78500 634 0

Dedication and Acknowledgements

In remembrance of my Mother, Ethnee May (Jackie) Lawler (neé Beverley). From an early age she supported and encouraged my enthusiasm for aviation, and ambition to secure an Aeronautical Engineering degree at Bristol University. Despite being a single parent in modest circumstances, she enabled me to achieve my ambition, for which I am eternally grateful

I have searched widely for photographs of relevant models for this book. Surprisingly, some museums with eligible models made uneconomic demands for payments for use of their photographs in this history. However, two museums recognized the historical aspect of this account and granted access to photograph their important models. A sincere thanks to the Science Museum Group, London, and the Museum of Transport and Technology (MOTAT), Auckland, for granting access to their historic model collections.

Several photographers made major contributions. Chad Slattery devoted several days and his expertise and enthusiasm for models to take photographs of nearly 200 selected models in the collection, which was very generous. Chad also undertook a very eagle eyed final edit of the text, which eliminated errors and improved grammar. These photographs have enhanced the visual appeal of this book. Other photographers who have made significant contributions are Chad Anderson, Adrian Constable, Brian Losito, Jim Lund, Frederic Marchand (book Macquettes du ciel – “Models of the sky”), Francois Renaud, Roger Jarman (Atlantic Models) and Andreas Stryk.

A very special thanks to Fred Ouweleen of Pacific Miniatures (PacMin) who consolidated a selection of photographs from the Westway historical archives onto DVDs, and for supplying photographs of current types in production by PacMin. These latter photographs were important in order to bring the story of airliner evolution right up to date.

Other collectors have been generous with information and, where possible, photographs, so a big thanks, too, to Wolfgang Borgman, Fred Cox, Mark Makarovsky, Larry McLaughlin, Dave Ostrowski, Thomas Rosenqvist, Gunnar Rostad, Jimbo Striplin, Alistair White, Neco Stickel, and finally Alan Turner, for his invaluable insights into early Dutch model makers.

Advice and encouragement on the preparation of this book during its lengthy gestation has been generously given by Sir George Cox and Randall McMullan. Dave Ostrowski kindly undertook the unenviable task of editing the text and correcting the many errors.

My thanks to Blake Summers, John Hill, Dennis Sharp, Chad Anderson and their colleagues at SFO Museum for their continued collaboration and for the use of photographs for this publication from the museum’s exhibition and catalogue, Airliner Models.

The expertise to restore these sometimes severely damaged models to their original condition is often overlooked. It is a much sought after, but not readily available, skill. I have been very fortunate to have over the years wonderful restorations carried out by Frank Cronin, Doug Emmons, Gary Field, Graham Knight and Gary Richardson.

Finally, this book being attempted by a computer neophyte, would never have seen the light of day without the guidance, patience and expertise in computer operation and manipulation of Mia Khau Chia, who has been able to make possible the impossible over several years.

About the Models Featured in the Book

The models are the main characters in this book. The aim of this book is to feature original, professionally made models. Wherever possible, these date back to the time the particular airliner was in service and being promoted by the airline operator.

By illustrating some of the significant airliner types that were developed in the US and Western Europe over the decades, the manner in which airliner design evolved can also be readily appreciated.

Identification of the makers has not always been possible. Name decals have worn off, some makers did not identify themselves, and in the cases where the maker’s name was under the base, if the base was missing identification became difficult.

The Far East and the USSR have been largely excluded in terms of models or types from the 1920s and 1930s as no model information is available. I am certain some readers will accuse me of a Eurocentric bias, particularly in the 1920s and 1930s. The reason is that models were more often used in Europe from the earliest days, as passenger carrying was the main target. In the US, mail carrying was the major aim until about 1926, when thoughts turned to carrying passengers and making a profit. Furthermore, with the vast geographical scale of the US, many of the smaller aircraft makers — who made types such as the Stinson trimotors, Flamingo G-20, Curtiss Kingbird, Vultee V-14 and other lesser known types — may have been represented in model form by the makers. However, trying to locate such models is analogous to finding a needle in a haystack. Also, the increase in the size of airliners as air travel increased, relegated the smaller types to being operated by small airlines, where models for display purposes would have been an unnecessary luxury.

Although there are many different models and professional model makers covered in this book, it is clear that there are many other antique airliner models from other great makers that have yet to be discovered. An exciting prospect.

Where photographs of original period models of types I considered significant or interesting — in terms of their places in airliner evolution — proved difficult or impossible to obtain, I have reluctantly included “replicas”. These were finished into an airline scheme using 1940s wooden or metal recognition models, or modern metal castings. A handful of plastic kit models have also been included where the airliner type was sufficiently significant.

The models made of wood or metal make the material easy to identify. However, fibreglass, epoxy resin, styrene or polyurethane are frequently difficult to differentiate, although resin models are usually somewhat heavier. Even this can be misleading as some models have a light balsawood core. Nemoto sometimes used the balsa core with the special resin developed for his models. Some early post-war models were made with fibreglass but this was not very efficient as it took 24 hours for the model to cure in the mould. Expensive moulds were paid for by some aircraft manufacturers to make styrene models which were lightweight. The use of polyurethane, pioneered by Space Models, has been widely adopted by most other model makers since the 1980s. Many of the model descriptions will just identify them as “plastic” but the material will be specifically identified where known.

Each model photo has a caption detailing appropriate information, including, where known, the scale, model maker’s name, materials used, whether an original (OB) or replacement (RB) base is shown, and an approximate age.

The ownership of a model has only been identified where specifically requested.

In some cases, interesting models do not have any information, but have been included for their significance or rarity.

The scale of a model is derived by dividing the wingspan of the actual aircraft in inches, by the wingspan of the model in inches. Hence, a 60-foot span airliner (720 inches) represented by a ten-inch span model would equate to a 1/72nd scale. Scales such as 1/24th, 1/48th/, 1/72nd, 1/144th are scales commonly used for the imperial feet and inches system. Scales such as 1/25th, 1/50th, 1/100th are generally derived from the metric system.

Every now and then an odd scale appears and this is probably when the customer requested a specific size for the model rather than a scale. While many of the models are from my collection, I have spread a wide net to secure photographs from many other collectors, and some museums as already noted.

To effectively cover airliner evolution, I have divided the book by decade, from 1919 to 1929, 1930 to 1939, etc.

In many cases models were not well treated. As new types were introduced, models were casually disposed of, often, one suspects, given to children. In other cases, even when a model in good original condition was found, the base had somehow been separated from the model. In such cases, if the model maker can be identified, a replica of the missing base has been used.

To find an original model from many years ago, still in good to perfect condition is always exciting and desirable. However, in cases where the original colour scheme was not capable of restoration by careful touching up, photographs were taken and then the model was shot peened, or stripped, of paint. It was then repainted and decaled by professional model restorers. In a few exceptional cases the complete livery was hand painted. Alternatively, whenever possible, as much as possible of the original decal work or paint on the model was retained. In my opinion, the major skill involved was in making an accurate replica of the real aircraft. In most cases the decorations were decals, which were often applied by semi-skilled labour. Therefore, if a model is well restored, I consider it to remain a period piece.

It is worth noting that many great paintings of past centuries have required years of restoration and the application of paint to replace lost areas. According to an art expert I consulted, oil paintings dating back three or four hundred years may have only a small percentage of the original paint remaining on the canvas, the remainder being skilfully replaced by modern paint.

In the very early days the models were mostly made from wood, as labour was cheap. To make a really accurate wooden model, and paint it, could take a craftsman up to two or three weeks, and I admire the skill employed when making some of the models with complex curves. Achieving an accurate nose and fin shape are an essential foundation for a good model.

A good example of a major restoration is the wooden Fokker F.XXII, which was rubbed down and totally restored. It was found to have sheet copper struts, wheel spats and aluminium engine cowlings. Extraordinary workmanship indeed.

The Hermes, my earliest serious model, had all the engine nacelles carefully turned on a lathe and templates were used at various points on the wing chord, to ensure the correct profile. All reputable early wooden models were built in this manner using plans of the real aircraft, including wing cross sections to ensure accuracy. The Hermes had a wing accidentally snapped off, and it was restored by the original model-making company.

In the later 1920s fine metal models began to appear, possibly made by jewellers, as the workmanship was often amazing, in particular where sheet metal was used. Some of the metal models, such as the Rehberger Boeing 247, were cast in several pieces and had to be sautered together. This required skilled craftsmen. Fine wooden models continued to be made into the 1950s. However, as labour costs rose, sand metal castings from a wooden master, which would then be fettled and polished before decaling, were made. Later on, using plastic or resin for models made in moulds became more cost-effective.

Fokker F.XXII (Maker unknown). Span 23.5 inches. Scale 1/50th. Circa 1935.

These photos show the craftsmanship that went in to making these amazing wooden models. Note the engines are in turned aluminium and the struts and wheel spats are in sheet copper.

Dornier Wal (WMF). Span 11.25 inches. Scale 1/100th. Circa 1928. OB.*

A good example of the fine, highly detailed silver-plated models produced in the 1920s.

Today the major model makers use primarily polyurethane for all the smaller models, with fibreglass for larger models. Polyurethane models are essentially ready for finishing with paint and decals as soon as they are removed from the mould.

There are now thousands of wooden models for sale from the Philippines, but on close inspection these cannot be compared with the wooden models of yesteryear.

The evolution of the airliner is an exciting and impressive story of human ingenuity and foresight.

From the 50 mph Benoist one-passenger flying boat service of 1914, it is quite extraordinary to think that less than forty years later a jet airliner, the de Havilland Comet 1, would be in service, flying at 500 mph carrying up to forty-four passengers in luxury at 40,000 feet.

By the early 1970s the Boeing 747 entered service, carrying up to some 500 passengers at a speed similar to the Comet’s. Such is the amazing progress that has occurred in air travel in less than a lifetime.

By the 1980s, with the increasing use of three-dimensional computer design, the days of experiments with different designs and attempted “solutions” had disappeared, as computers tend to give similar answers for the same requirements. Hence, the types of airliners began to look more and more alike to the casual observer. For example, the Airbus A321 and the Embraer ERJ190 look very similar, although one has a six-abreast cabin and the latter a four-abreast, with lower passenger capacity. The A320 and Boeing 737 are quite similar, as are the Boeing 787 and the Airbus A350.

There are a few exceptions such as the Boeing 747 and the Airbus A380 double-decker.

As the use of models for marketing air travel by airlines has declined drastically since the 1980s, I have not attempted to follow the model trail in detail in the later years, but a selection of modern types is included.

Sadly, there will never again be models made for publicity purposes that were, in many cases, works of art. Large numbers of man-hours were spent by true craftsmen to produce really accurate and attractive models.

The models illustrated in this book are a record of a form of transport that has changed the way people live and travel, making faraway countries accessible to greatly increased percentages of the world’s population.

From being a form of transport only for the wealthy, air travel has now become an everyday affair, and a commodity. Literally buses with wings.

Biography and Introduction

The making of a model collector

In the days before the birth of air travel, shipping companies displayed beautiful models of their magnificent ocean liners. These displays were intended to attract passengers and to emphasize the luxury that these liners offered.

When air travel was in its infancy, and was still regarded with great suspicion by many people, airlines in Europe hoped to familiarize the public with these “flying machines” by displaying models in their booking offices and travel agencies. Frequently the early models were also intended to be displayed by being suspended from the room’s ceiling to give the impression of the aircraft in flight.

As a young boy growing up in East London, South Africa, I was fascinated by aircraft from an early age. One of my favourite car outings was to pass by our small airport. I recall the stack of surplus World War II aircraft piled up against the fence.

In my second year at school, my teacher was seeing her boyfriend off on a trip to Durban on a South African Airways Lockheed Lodestar. She offered to take me out too.

In those days one could walk onto the tarmac with the passengers, and her boyfriend suggested I go in and have a look at the cabin. It’s one of my earliest memories and I recall the steep aisle and the luxurious seats, and running back down the aisle and jumping out when the pilots started the starboard engine to encourage the passengers to board. I have always hoped to find an original Lodestar model, but never have.

We were living in a boarding house and there was another boy a little older than me, who was also very keen on aircraft. David Bekker was destined to make aviation his life-long career. He enthused me even further by encouraging me to begin writing to aircraft manufacturers for photos of their aircraft.

Also living in the boarding house were an elderly couple, Mr. and Mrs. Brown, who had lost a son in the Royal Air Force (RAF) during the war. They eventually gave me a lovely wooden Short Mayo composite set of two models, made by their son. To my eternal regret I lost them later in my boyhood. They also gave me a ship in a bottle, made by a World War I German prisoner of war, and I still have this.

Ship in a Bottle. Circa 1917.

A really lovely piece and one hundred years old.

In 1951, we moved to Salisbury, Rhodesia, and I continued my interest in aircraft. A Vickers Viscount visited on a demonstration tour, and I recall being in a crowd watching the aircraft and being educated about turboprops by a well-informed young boy.

My mother was an avid magazine reader, and she had noted my interest in aviation. On one of the magazine days, usually each Tuesday, they would arrive from Cape Town and be placed in the main bookstore. On one particular day she found two British weeklies, “The Aeroplane” and “Flight”. These became a weekly treat and I read them cover to cover and soaked up all the information.

In early 1952 an event occurred that altered the rest of my life. The de Havilland Comet 1, the world’s first jet airliner, was on a proving flight prior to entry into service with British Overseas Airways Corporation (BOAC, now British Airways) on its first route, London–Johannesburg, with several en-route refuelling stops. It flew low over Salisbury and this really heightened my interest in airliners and airlines. At this time there was no airport where it could land. It was a thrilling and inspiring sight.

I wrote to BOAC in Johannesburg seeking a Comet model and some kind PR person sent me a small plastic model that is still in my collection. This model inspired me to find other models and I began to visit the small number of travel agents and the few airlines that had local offices. Salisbury was a small city in Africa and not exactly a huge market for air travel.

The following year the Queen Mother and Princess Margaret flew in on a Comet 1 to our new international airport. Our school arranged a visit to the airport for their departure and I still recall the very long take-off run, and the cloud of dust rising as the Comet left the runway just short of the earth overrun area.

De Havilland DH106 Comet 1 (Maker Unknown). Span 8 inches. Scale 1/175th. Circa 1952. OB*.

The model that started it all. Only plastic, but sent to me upon request.

Douglas DC-6B (Frepco). Span 9.25 inches. Scale 1/150th. Circa 1952. OB.

These plastic models were obviously cheap “give-aways” and for some US airlines one could actually mail $2.00 in an addressed and postage-paid envelope, available on board the flight, and one would be sent to you.

I also wrote to Pan American World Airways in Johannesburg and received a plastic model of a DC-6B.

In those days the pace of life was much more relaxed, and the various travel agents and local airline representatives always seemed to have time to talk to an aviation enthusiast schoolboy and often offered a refreshment.

I discovered the ABC World Airways Guide in 1953. This was published monthly and the travel agents were happy to give me outdated copies. All the airlines with scheduled services were included and had their headquarters’ mailing addresses listed. Using this information, I began writing off to their HQs for postcards and photos. Consequently, I amassed a large collection of fine 1950s airline-issue postcards illustrating their aircraft.

My parents had separated when I was 11, and my mother was working full time as a secretary. In order to make ends meet, we also took in a lodger. In these circumstances we were not in a position to fly anywhere, so my interest in aviation had to be firmly grounded, so to speak.

However, one magical day in February 1954, a friend of my mother phoned. Her husband worked for a small charter company that aimed to fly fresh fish from Beira, Mozambique, up to Salisbury. On this occasion a wealthy gentleman and his wife had chartered the aircraft to fly to Vilancoulas, otherwise known as Paradise Island, a big game fishing venue in Mozambique. Did I want to come down on the trip, which would be returning the same day, but empty?

It was an early start, as take-off was due at 6:30. The aircraft magically turned out to be a de Havilland Rapide. I learned a lesson that day, in addition to the experience of my first flight. Carpe diem.

The gentleman was a keen fisherman, and as I was, too, we had a lively conversation. Halfway through the trip down, he suggested that he get me a room at the hotel as his guest, as he would like some company while fishing. His wife did not accompany him, as she did not like fishing. To my eternal regret I refused, as I feared my mother would be very concerned if I did not return the same day. In the end my first experience of flying turned into four flights, totalling almost 8 hours, as we had to fly via Beira to refuel, in each direction. What a day.

This was to be the start of many flights in my career, flying in over 100 types with over 100 different airlines, on all sorts of aircraft, from single-engine Beechcraft and Cessnas operated by tiny airlines in Canada and Alaska, to a dozen flights on Concorde, which was always an exhilarating experience.

One Salisbury travel agent had two fine models on their counter in 1954. One was a solid metal BOAC Short Solent flying boat. I discovered that the aircraft had gone out of service in 1950 and eventually persuaded the manager to let me have the model. It was my first metal model. I have always particularly liked metal models due to their strength and, in the case of sheet-metal models, there is a degree of authenticity, as the construction to some extent mirrors the real aircraft.

Short S-45 Solent (possibly Walkers Westway). Span 18 inches. Scale 1/75th. Circa 1947. RB.

This is the first metal model ever obtained by the author. It was on a travel agent counter in Salisbury, Rhodesia, and was “donated” in 1954 when it was pointed out that the aircraft had been out of service for some years. It is a very heavy one-piece casting and could have been made specifically for Africa, where robustness is needed. While not as refined as the Woodason model, it is nonetheless interesting. No other examples have been seen. It is also not a typical Walkers Westway scale.

The other model was a BOAC Handley Page HP.81 Hermes, and having discovered that the airline had begun disposing of the aircraft within two years of taking delivery in 1950, I had my eyes on this as a potential further addition. This attempted acquisition was more complicated than expected, as told in Treasure Hunt 1.

There were a surprising number of airline offices for such a small city. Sabena Belgian Airlines, Air France, Air India International, South African Airways (SAA), Union de Transports Areiens (UAT), British European Airways (BEA) and BOAC all had local managers.

Over the years the Air France manager gave me a small Bakelite Constellation model on a lovely metal half-globe base plus a chrome Constellation on a small world globe, attached to an ashtray. The latter has become a classic almost “Art Deco” piece.

Lockheed Constellation (Maker unknown). Span 8.25 inches. Scale 1/180th. Circa 1954. OB.

Air France produced more items using aircraft themes than any other airline. This fine metal and glass ashtray is a very popular item, and has even been reproduced in a less well-finished form in recent years.

Lockheed Constellation (MEE). Span 15 inches. Scale 1/100th. Circa 1952. OB.

This model is made of a black resin, possibly bakelite. The base is the very attractive Air France metal base used on many models of that period.

I was visiting the Air India manager one day, and while having a coffee, he pointed to a metal Super Constellation model in a corner, and said I should take it away, as the top of the upright had snapped off. An easy repair, and a second metal model was added to my collection.

Lockheed Super Constellation (Maker unknown but almost certainly made in India). Span 17.875 inches. Scale 1/80th. Circa 1955. OB.

A metal model in an attractive colour scheme.

Our local airline, Central African Airways (CAA), was always a target as a possible place to find models, but during the era of the Vickers Vikings and DC-3s no models were ever seen. After the delivery of the Viscounts, the PR manager eventually gave me a good plastic model.

Vickers Viscount 700D (Insulators Ltd). Span 15.375 inches. Scale 1/72nd. Circa 1955. OB.

This plastic model was a welcome addition to my slowly growing collection.

The UAT manager had some fine metal DC-6B models and I yearned to have one, but they were obviously expensive and I was never able to acquire one. However, as the delivery of DC-8s loomed — this was now 1958 — he did give me DC-8 plastic models in two scales. The writing was on the wall with regard to metal models. They were simply too expensive, compared to the much cheaper plastic ones.

Douglas DC-8 (Bourbon) Span 17 inches. Scale 1/100th. Circa 1958. OB.

A well-finished plastic model that was also produced in 1/175th scale. The same models were made for the other independent French airline at the time, TAI (Transports Aeriens Intercontinenteaux).

Douglas DC-6B and Boeing 707. (Unknown and Raise Up). Spans 9.25 and 8.75 inches. Scales 1/150th and 1/200th. Circa 1954 and 1958. OBs.

The DC-6B is plastic. The 707 is a solid resin and is an approximate interpretation of a 707.

The Sabena manager was also very friendly. His head office supplied him with small resin or plastic models of their DC-6B, DC-7C and then the Boeing 707, and I was given examples of these.

The BEA office also gave me a fine plastic Viscount 800 model. (see next page)

All these models are still in my collection, over fifty years later.

In retrospect it would probably be fair to speculate that these managers were under-employed in this small city in the middle of Africa, and enjoyed having the monotony broken by a visit from a “plane crazy” schoolboy.

Vickers Viscount 800 (Walkers Westway). Span 15.375 inches. Scale 1/72nd. Circa 1950s. OB.

Hollow, injection-moulded lightweight plastic model.

At this period in airline history, many airlines were “flag carriers”, owned by, and usually heavily subsidized by, their respective governments. Sabena, for example, was very prolific in the distribution of metal models, mostly made by Raise Up, of Rotterdam. However, they never made a profit during their sixty-eight-year history.

I had accumulated many interesting leaflets, posters and timetables from my major letter-writing campaign to airlines worldwide, but when it came time for me to pack up to go to university in the UK, my mother insisted I downsized. I put all the models in two metal trunks but had to dispose of all the paper. Little did I realize how valuable some of this paper would have become in later years.

After a few months at Cape Town University, I was accepted to study aeronautical engineering at Bristol University in the UK, which was the degree I wanted to acquire.

During my time in Cape Town, I naturally made the acquaintance of the local airline managers, and the BOAC manager was particularly friendly and impressed with my ambition to get to the UK. One of my most noteworthy model gifts was from him, and is the subject of Treasure Hunt 2.

After commencing my degree course in Bristol, I still wrote the occasional letter to an airline seeking postcards or photos. I was very impressed with the Caravelle and saw a Sabena model in a travel agent. I wrote to their London office and a model duly arrived, somewhat to my surprise.

I was in the town centre in Bristol one day and saw a fine Koninklijke Luchtvaart Maatschappij (KLM) Convair 340 metal model displayed in a travel agent window. By this time KLM operated Viscounts and had a new colour scheme. So, I wrote to the London office suggesting that it was not good for their image to have this out-of-date aircraft advertising their services, and that if they gave me a letter authorizing me to remove the model, I would do so. I did not identify the travel agent, needless to say. I received just such a letter and went in to the travel agent, who could not refuse to hand it over, although he did so somewhat reluctantly.

This was the extent of my model collection when I graduated in 1963. I felt that I was now obliged to concentrate on my career.

Sud Caravelle (MEE). Span 13 inches. Scale 1/100th. Circa 1960. OB.

A very cleanly made plastic model that really captures the Caravelle’s elegant lines.

Convair CV340 (Raise Up). Span 13.5 inches. Scale 1/100th. Circa 1952. OB.

A fine metal model in all-original condition.

For the next thirteen years I travelled extensively in Europe, the Middle East, and Africa. At the start I was trying to sell the Hawker Siddeley Trident, which was the British equivalent of the Boeing 727. Unfortunately it was a little smaller, with less efficient engines and a poor take-off performance. While Boeing sold 1,832 727s, the Trident sold 117.

I did acquire an ashtray Trident model in the very curious Trident in-house scheme, which never actually appeared on the aircraft, and of course, it was surplus to requirements as the attempts at further sales petered out. (See next page)

From time to time during my extensive travels I saw obviously unloved models on the bottom shelf of a bookcase, or covered in dust on top of a cabinet, but I disciplined myself to ignore them. I still had the model-collecting itch but it had to be suppressed. Collecting models was surely for children: “…and when I became a man, I put away childish things” was a quote that I kept recalling.

The first Airbus product was a 300-seat twin-engine short-range aircraft for busy routes. Named the Airbus A300 it had a tough time gaining sales momentum in its early evolution, with the major support being from French and German airlines.

Hawker Siddeley DH121 Trident (Fermo, but decaled by Space Models). Span 7.25 inches. Scale 1/200th. Circa 1962. OB.

This metal model has sentimental value and is a good reminder of early sales campaigns.

I had been conducting a sales campaign in South Africa, where SAA was an all-Boeing airline. To the industry’s astonishment, Airbus in 1975 secured the contract and SAA ordered some very early A300B2Ks. I was given an A300 model in their colours as a memento.

The Air France manager in Johannesburg had become a friend during my four-year campaign in South Africa. He was very excited when the order was announced and presented me with a Concorde model to celebrate the event.

Selling airliners was challenging and fascinating, but was not well compensated.

In 1976 I was approached by headhunters and changed careers, joining a London-based management consultancy job, which offered a new free car every three years, plus a 50% increase in income.

Airbus A300B2K (Phelps). Span 18 inches. Scale 1/100th. Circa 1975. OB.

This plastic model is a reminder of an exciting first Airbus sale.

It was an interesting and challenging time, but I soon realized that I missed aviation.

In early 1978 I noted an advertisement in Flight magazine for an “Aviation Coordinator” with Mobil Oil. It was very well paid and offered the opportunity to return to aviation. I applied, along with 175 others, and was pleased to secure the position. This turned out to be my “golden cage” period for the next seven years. Much of the work, apart from odd trips to our European aviation offices and some contract negotiations, was clerical and not at all challenging. It was basically nine to five and I became very bored.

One day I happened to pick up a weekly newspaper called “Exchange and Mart” and was idly looking through it when I saw an advertisement from someone who collected Dinky Toy aircraft models. I contacted him and he invited me to accompany him to a major toy show in Slough. I expected to find hordes of children, but instead I found dozens of mainly men, reliving their childhoods by collecting their toys from the past. I wandered round and discovered a beautiful metal BEA Vickers Vanguard for sale, with its original base, in perfect condition. What was interesting was that it was cheaper than many of the toys for sale. I now realized it was legitimate to collect models even as an adult, so my first model purchase was swiftly concluded, and it was the beginning of nearly forty years of serious model collecting. Needless to say that model is still part of the collection.

Aerospatiale/BAC Concorde (MEE). Length 25.125 inches. Scale 1/100th. Circa 1974.

This plastic model was in the then current Air France colour scheme. However, the large area of dark paint was not recommended because of potential heating effects, and an all-white scheme was developed for the in-service Concordes.

After seven years of increasing frustration and boredom in the oil industry, the Airbus president invited me to re-join the company and I accepted, subject to being given a sales position in North America. I duly arrived in February 1985 in New York. The Airbus sales efforts in the US and Canada at this stage were not impressive, but this was the start of almost twenty years of amazing experiences.

Airbus’s situation was analogous to Avis versus Hertz, where Avis had to try harder. In fact, it was probably closer to David and Goliath. It was Boeing’s home turf, which they would not give up easily, while McDonnell-Douglas was still playing hard too. Fortunately we had a much newer technology rival to the Boeing 737 and DC-9/MD80 — the A320 — and this was embraced by a number of North American carriers. Further types such as the A330 and A340 gave Airbus the ability to compete with Boeing across the full range, save for the 747-size aircraft.

During these twenty years Lockheed withdrew from building airliners and McDonnell-Douglas was bought by Boeing. By the time I left in 2004, Airbus had achieved sales parity with Boeing for the past five consecutive years.

In New York I had a small one-bedroom apartment that had little space for displaying models. Most were in storage in London. In 1987 Airbus relocated to Washington and I found a town house with a large room that opened to a garden patio. A model display room at last. This would have been financially impossible in the London environment, as homes there are small unless one is enormously wealthy. My collecting began to accelerate.

Seven years later I was able to find a detached single-family home with a 2,500 square foot basement, and the complete collection was finally on display. Adding models proved to be no problem, space-wise.

In 1989 a privately published magazine The Plane News was launched, with four issues a year, specifically for aircraft model collectors. It covered aircraft toys and models but not model kits. Geoff (GR) Webster founded the magazine and subsidized it for its nine years of life. With two east coast and one west coast “models only” conventions each year, it was a wonderful opportunity to meet other collectors and unearth new treasures.

During these years I was also fortunate very occasionally to make airline industry contacts who had models they simply wanted to dispose of, and needless to say I was always happy to oblige. Sometimes they did not even want any “compensation”.

However, the bulk of the collection has been purchased over the years at shows, via fellow collectors, on non-commercial websites advertising models and showing collectors’ collections, or on eBay. The thrill of finding a rare old model has never waned.

In the beginning, and for a number of years, I collected the same aircraft types in different colour schemes and scales. Some of these schemes, from the 1940s through to the 1970s, were very extravagant.

These schemes will probably never be seen again. They have been replaced by what I like to call “the white elephant look”. A white fuselage with the airline name, and some fin decoration. In a few cases, airlines have gone the extra mile in terms of an interesting scheme, either to try to establish recognition or to commemorate some special event.

As my collection grew, it seemed to me that a more interesting collection would be one that included as many different types of airliner as possible. The collection could then illustrate, in model form, the evolution of the airliner from the early ex-military biplanes of wood and canvas, to the supersonic Concorde, and now to airliners with two full decks, capable of carrying over 800 passengers.

The collection, virtually all with models from the correct period, rather than modern replicas, goes back to the dawn of passenger carrying (1919), apart from the few weeks of Tony Janus’s operation across St. Petersburg Bay in 1914 carrying a single passenger at a time. We can see beautiful wooden and metal models from the 1920s, 1930s, 1940s and 1950s.

Some of these models can truly be described as works of art. Since retirement I have lived in California and have a dedicated building to house the collection.

The San Francisco International Airport (SFO) has a well-funded museum with major displays in all the terminals. A small Aviation Museum and Library is located in the International Terminal. It has been a privilege to loan them models for major exhibits over the past few years. I strongly believe that part of the fun of collecting is sharing, and enabling other people to learn about and enjoy these wonderful models from times that will never return.

Air travel is now an everyday affair, and the significance of models to promote air travel is rapidly vanishing, apart from trade shows, sales campaigns by aircraft manufacturers to airlines, and the occasional major airline sales office. With most tickets now being bought online, airline offices and travel agents are fast disappearing and hence models are no longer needed.

I consider these models as being a strong link with the dawn of passenger-carrying aircraft. They perfectly illustrate the huge strides made in design over the past ninety-odd years. It is sad that with the use of models for promotional purposes fast disappearing, there may not be many examples to be collected in the future, although collectors’ models, of primarily small scales, will no doubt continue to be made, just as models have been made for collectors and children from the earliest days of cars and trains.

Douglas DC-7C (Douglas Factory Model). Span 30 inches. Scale 1/50th. Circa 1950s. RB.

Braniff was particularly creative in producing new schemes on a regular basis. This metal model was completed with Douglas decals, from a blank casting.

Chapter 1

1919 to 1929The First Tentative Steps in Airline Operations

The first passenger-carrying flight occurred in 1914, from Tampa to St. Petersburg, in the US, with a single passenger on a tiny flying boat.

Then came World War I, and aircraft became increasingly important militarily in the battle for supremacy and, ultimately, victory.

This resulted in rapid improvements in aircraft performance, and the development of larger and faster aircraft.

Beautiful models of ocean liners had been used for some time to promote ocean travel. Following the end of World War I, some military aircraft were available that were adapted as passenger-carrying airliners in Europe, or mail carriers in the US. To encourage this radically new form of travel, it was a natural evolution to introduce models of airliners of the day to promote both air travel and identify the particular airline. Because the airlines in Europe were aimed at carrying passengers, most early models were used by these airlines.

Many of the early models were wooden and fairly basic, which reflected the simple lines and aerodynamics of these early passenger-carrying aircraft. However, the use of sheet tin was also introduced by the latter part of the 1920s and the details on the models became more sophisticated. In the case of Germany, metal models were produced at an early date, perhaps partly to reflect the fact that as early as 1919 Germany had an all-metal airliner, years ahead of other nations’ airliners. Good examples of early sheet metal use are the German Junkers W 33 and the French Farman model in this chapter. The Farman model has fine engine details.

An early airline in the United Kingdom, Handley Page Transport, founded in 1919, bought back sixteen of the new 0/400s they had built for the Ministry of Munitions. These were converted into twelve-passenger aircraft and began a Cricklewood – Croydon (customs) – Paris service. In France the Farman Goliath was similarly modified for airline operations.

Handley Page Transport also leased ex-military de Havilland 9B single-engine two-seat open-cockpit aircraft as aerial taxis. This type was also operated by airlines such as KLM, Sabena, and Air Transport and Travel.

Handley Page 0/400 (Handley Page Workshops).Span 53 inches. Scale 1/22nd. Circa 1919.

The model was made in the Handley Page workshops. It is accompanied by the original linen-backed scale drawings used to make the model, and the custom wooden box.

The materials are wood, metal and paper. The detail is superb and extends to a tiny box of writing under the nose that reads, “Stand clear of propellers”, plus the fine metal work on the engine cowlings. Note also the wind-driven electric generator. It has a full cabin interior, curtained windows, a cabin light and a battery compartment. According to a reliable source, it was displayed in the Handley Page Cricklewood terminal, and is one of the earliest airliner models known to have been used for marketing purposes.

De Havilland DH9B (Maker unknown). Span 8 inches. Scale 1/72nd. 1920.

This model represents the aircraft that made a London to Bucharest flight in September/October 1920. It is engraved underneath. The named “navigator” Mr. R. Wright was a wealthy industrialist from the north of England, who hired this aircraft from Handley Page Transport. Prior to the flight, he offered the British Foreign Office the opportunity to have him deliver deispatches to British Embassies along the route.

The model is silver-plated metal. Beautifully engraved and detailed, it includes a movable control stick in the front cockpit.

The model was almost certainly an “ego” piece and is a fine example of a very early ex-military, mini airliner.

In the Netherlands, KLM was founded in 1919, leasing DH9s while awaiting the delivery of purpose-built Fokker F.IIs, shortly to be followed by F.IIIs. The F.III carried five passengers at 80mph and more than sixty were built. KLM was obviously conscious of the need to promote their services and believed that displaying models to inform prospective passengers would encourage bookings. This Fokker F.III model represents a good early example of a model being used for marketing purposes.

Fokker F.III (Modderman). Span 33 inches. Scale 1/20th. Circa 1922.

All wood apart from the tin-plate tailplane. Note the decal denoting curtained windows. A number of these models were made for advertising purposes.

It has an attachment point above the wing centre section and was intended for display suspended in “flying” mode.

Junkers F 13 (Junkers Model Shop). Span 31 inches. Scale 1/12th. Circa early 1930s.

All wood, finely detailed, with an interior. It was used in the Deutsche Lufthansa Berlin booking office in the 1930s.

In Germany, as early as 1919, Junkers built the F 13, which was an all-metal low-wing monoplane. It was much more advanced than the wood and fabric monoplanes of Holland or biplanes of Great Britain and France. Due to its advanced and rugged construction, more than 300 of these four-passenger 100 mph mini airliners were built. Considering the era, this was a significant production run. The last one in service was withdrawn in Brazil in 1951.

Junkers F 13 (Junkers Model Shop). Span 27.5 inches. Scale 1/20th. Circa early 1920s.

An extremely rare sheet-metal model that was taken to Brazil in the early 1920s. A number of these aircraft operated there. Conversion from wheels to floats was a simple process and enhanced the aircraft’s appeal.

A very advanced but relatively unknown large four-engine all-metal monoplane, the Zeppelin-Staaken E-4/20 flew in Germany in 1919. Designed by Adolf Rohrbach, it cruised at 130 mph, could carry eighteen passengers and had a galley and toilet.

It aroused the concern of the Inter-Allied Commission, as they considered it could be developed as a bomber. It was not permitted to be sold abroad, and instead was broken up by order of the Commission in 1922. It was clearly years ahead of any other existing airliner.

The Armstrong Whitworth Atalanta of 1932 closely resembled this aircraft that had flown thirteen years earlier.

Zeppelin-Staaken E-4/20 (Jim Lund). Span 17 inches. Scale 1/72nd.

It was not possible to locate an original model, but due to its importance in the evolution of the airliner, this model, completed from a plastic kit by this expert model maker, is included.

Dornier Do J Wal (Dornier Model Shop). Span 43 inches. Scale 1/20th. Circa 1920s.

This is a superb sheet-metal model. Several of these models are known to exist.

Copyright the Science Museum Group, London. All other uses are at the discretion of the Science Museum Group Photos by A. Constable

Dornier Do R Superwal (WMF). Span 11.375 inches. Scale 1/100th. Circa 1926.

This is a very detailed solid metal model. This company also made models of both the Dornier Wal and the Dornier Do X with exactly the same style base.

Germany was clearly more advanced than the rest of the world in the development of passenger-carrying aircraft, and in 1922 Dornier developed the Wal (Whale), which was a monoplane all-metal flying boat, capable of carrying up to ten passengers. Over 300 of these were built and production continued to the mid-1930s.

In 1926 a lengthened four-engine version carrying nineteen passengers, and named the Superwal, flew. It did not enjoy the success of its smaller sibling and only nineteen were built.

In Europe in the early 1920s development of airliners proceeded apace. Fokker was experimenting with many types in an endeavour to improve performance and economics. One such example was the unique Fokker F.V of 1922, only one of which was built. It attempted to combine the advantages of the monoplane with those of the biplane by having detachable lower wings, which were attached when a heavy load was needed to be carried on shorter distances. It could carry eight passengers and even had a toilet. This innovation in the evolution of the airliner, with biplane to monoplane conversion, was not pursued.

Fokker F.V (Fokker Workshop). Span 29 inches. Scale 1/20th. 1922.

A detailed wooden model made to assist in trying to sell the aircraft. The model is shown with both sets of wings attached. The single example was sold to OLAG, an Austrian airline.

Fokker F.VII (Modderman). Span 41 inches. Scale 1/20th. 1924.

Wood with a sheet-metal tailplane. Models began to be a little more sophisticated. Note the transparent cabin windows.

The single engine Fokker F.VII was introduced in 1924 and delivered to KLM only two months after its first flight. It carried six passengers at 100 mph. KLM eventually operated five, and it was one of a number of successful Fokker airliners of the 1920s and 1930s.

Further versions of the Fokker F.VII, initially with a new wing, and then a three-engine version, were introduced. Following some 40 Fokker F.VIIa single-engine versions, the three-engine Fokker F.VIIa/3m, and then the Fokker F.VIIb/3m (with an improved wing) were built. These could carry up to eight passengers at 100 mph. The F.VIIb/3m proved to be Fokker’s most successful European-built, pre-World War II airliner, with some 150 built.

Fokker F.VIIb/3m (van Pelt). Span 33.5 inches. Scale 1/25th. 1929.

This model has a sheet-metal fuselage and a wooden wing and is very accurate. It is in the colours of CIDNA, (Compagnie Internationale de Navigation Aerienne) a joint French-Romanian airline.

KLM were very conscientious in terms of promoting each type in succession. This has resulted in a wonderful record, in model form, of the various early Fokker airliner types.

Because of the interest in models, other Dutch model-making businesses were formed. Most of these were small, with either a single, or a handful of employees. Fokker, in order to promote their aircraft, gave airline customers models for sales promotion and display purposes. Airlines also ordered models directly from the model makers.

KLM were very aggressively expanding the airline and asked Fokker to build increased-capacity aircraft. This would enable better economics to be achieved, and meet increasing passenger demand. With the availability of more powerful and reliable engines, Fokker built the twin-engine, twelve- to fifteen-passenger Fokker F.VIII in 1927.

Fokker F.VIII (Modderman). Span 15 inches. Scale 1/60th. Circa 1927.

These wooden models are interesting as they illustrate how designs were evolving. One version has the engines suspended under the wings, and the other has the engines built into the leading edge. They have been refinished.

With colonies in the Dutch East Indies and in the Caribbean, KLM needed a larger-capacity aircraft that could operate to these dependencies.

In 1926 Fokker designed the trimotor, twenty-passenger, 100 mph Fokker F.IX. Only two were built, but it was a further step forward in terms of airliner size and capability.

Fokker F.IX (Modderman). Span 21.5 inches. Scale 1/50th. Circa 1927.

All wood.

In France, development of new airliner types was also gathering pace, and during the 1920s several of the aircraft manufacturers formed their own airlines. Both biplanes and monoplanes were being developed. Models were increasingly used to promote air travel, being displayed in airline and travel agent booking offices and in window displays.

The Farman F.60 Goliath was developed from a World War I French bomber and operated some of the earliest Paris to London services in 1920, carrying twelve-fourteen passengers at 75 mph in a comfortable, fully enclosed cabin. Considering how early this was in the development of air travel, it is noteworthy that some sixty Goliaths were built.

Farman F.60 Goliath (Maker unknown). Span 23.5 inches. Scale 1/44th. Date unknown.

A metal model very similar in construction style to the LeO 213 opposite.

1929, the twin-engine biplane Liore et Olivier 213 was introduced on the Paris to London services and offered a multi-course meal in the “restaurant in the sky” with three tables, each seating four passengers and cruising at 100 mph.

LeO 213 (Maker unknown). Span 30 inches. Scale 1/30th. Date unknown.

A metal model with a hollow fuselage and transparent windows. Due to its square fuselage cross section the aisle was located on one side of the cabin.

More modern monoplane types were also being designed and built in France. The single engine Latecoere 28 carried eight passengers. The cruising speed increased to 124 mph with a radical increase in range to up to nearly 3,000 miles as a mail plane. It had a metal frame with fabric covering. The mail plane version, equipped with floats, operated over the South Atlantic and represented a significant step in airliner evolution. It was initially flown by Aeropostale, and later by Air France, when the various independent airlines were merged into the newly created, government-controlled airline. Some fifty were built.

Latecoere 28 (Fournereau.) Span 27.5 inches. Scale 1/30th. 1929.

A wooden model by one of the best early French model makers.

In 1929 Farman Airlines introduced their single-engine Farman 190 monoplane, which carried four passengers. It had an all-wood airframe with fabric covering. A number of these aircraft were later absorbed into the Air France fleet. Approximately 150 were built.

Farman 190 (Houy). Span 28.25 inches. Scale 1/20th. Circa 1929.

All sheet-metal model. The engine is particularly well detailed. Note the fittings on top of the fuselage and wings. These were attachment points, as the model was intended to be displayed hanging up, so as to appear “in flight”.

Supermarine Sea Eagle (Maker unknown). Span 11.25 inches. Scale 1/50th. Date unknown.

Wood, with some metal parts. It is extremely detailed and was probably made for a special exhibit in the 1930s. It appears to have originally been mounted on a base.

In the United Kingdom, the government had been slow to recognize the importance and significance of air transport. However, in 1921 small subsidies were granted to help struggling private airline companies; but it became apparent they were still not really competitive and economically viable. In 1924 Imperial Airways was founded with British government backing. Four independent airlines were absorbed into the new airline.

Many different types of aircraft were initially operated and it was deemed necessary to rationalize the fleet and reduce the number of types. Improved types were also needed.

Imperial Airways began specifying their requirements for types for certain routes.

Aircraft such as the wooden-hulled, six-passenger Supermarine Sea Eagle amphibian of 1923 represents an early post-World War I design. As confidence in engine reliability grew, the necessity to use these amphibians even on short overwater routes such as Southampton to the Channel Islands became unnecessary. In addition, more airfields were becoming available and land planes were potentially more economic. The Sea Eagle does have the distinction of operating one of the first ever scheduled services by a flying boat. Only three were built.

Another early type was based on the Vickers Vimy, which had achieved the first non-stop west to east Atlantic crossing. The Vickers Commercial had an enlarged, streamlined, wooden monocoque, passenger-carrying fuselage. It cruised at 75 mph with ten passengers. Following its initial introduction by the Instone Air Line, it was later operated for some time by Imperial Airways. It is interesting to note that fifty of these were bought by the government of China, but not all were delivered. Furthermore, only seven are known to have entered service in China, with many remaining in their crates.

Fifty-five were delivered to the RAF as military transports.

Copyright Science Museum, London. Photos by A. Constable

Vickers Commercial (Maker unknown). Span 68 inches. Scale 1/12th. Circa 1920s.

The large cutaway is primarily wood with transparent windows. A finely detailed model with an interior, possibly from the early 1920s.

Note the very modern upward-opening passenger door but the wicker seats.

Copyright the Science Museum Group, London. All other uses are at the discretion of the Science Museum Group | Photo by A. Constable

Vickers Commercial (Vickers Model Shop?). Span 58 inches. Scale 1/15th. Circa 1921. This model appears to have been an original used by the Instone Air Line.

Imperial Airways requirements were that all new aircraft had to be multi-engined. However, they were very conservative in terms of design, concentrating primarily on biplanes with steel-tube framing and fabric- and plywood-covered structures. Speed was not a priority.

This conservative approach from the major British airline tended to handicap the development of more modern and robust designs by the British aircraft industry right through to the 1930s. Indeed, some of the early airliners made in Britain only lasted a few years, and ten years was considered a very long operational period. This was in sharp contrast to the robust all-metal German designs from Junkers and Dornier.

One of the early winners of an Imperial Airways contract was Armstrong-Whitworth, with the twenty-passenger, trimotor biplane Argosy, which was introduced in 1926. It cruised at 90 mph and had a range of 400 miles. It was one of the first airliners that could be operated profitably, but again was only built in small numbers, seven being completed. Another trimotor for Imperial Airways in 1926 was the de Havilland DH66. It was designed to carry seven passengers plus a significant quantity of mail at 110 mph. One example was even in service as late as 1942. Examples were exported to West Australian Airways and eleven were built. At this time an increase of 20 mph in cruising speed was significant.

De Havilland DH66 Hercules (Maker unknown).

Span 29 inches. Scale 1/32nd. Circa 1920s. A wooden model with excellent details.

Copyright the Science Museum Group, London. All other uses are at the discretion of the Science Museum Group | Photos by A. Constable