Ansett NZ - Flying Air NZ First Class in 1985

As I have multiple random newspaper articles, here are three from 1988-1989, and a separate article on flying Air NZ in first class in 1990

The Dominion Editorial on 5 August 1989 bemoaning that Ansett New Zealand exists mainly to keep Air New Zealand "decent" on domestic routes, but not enough people fly on it to keep it viable. The editorial says Ansett is the "tops" just "we don't fly it enough". That of course, was ultimately the problem. It takes a humorous turn predicting what would happen if (!) Ansett NZ shut down... "Anyone producing a sandwich or a pork nibble would see it snatched away and thrust into a binliner by a painted brunhilde in a bouffant hairdo who has been kept on the payroll these last few years for this happy occasion"..."The overall mood would be Czechoslovakia 1968"... "Let's not blow it over Ansett" it ends, hoping enough people would fly on it.  In the end, they did not.

A related article from 1988 predicted Ansett NZ might fly international flights (which it never did), but it would need to be 65% New Zealand owned to be designated to do so. The article noted that it could only fly routes "left open" by Air New Zealand giving landing rights (in effect routes that do not have capacity limits all taken by Air New Zealand).

The small article notes Air NZ's upgrade of its Boeing 747-200, 767 and 737 fleets with "new contour seats" for business and first class, and new menus, wines and tableware, with Royal Doulton China for first and business class.

In 1985, Paul Elenio for the Evening Post flew on Air New Zealand in first class from Auckland to Los Angeles on one of its Boeing 747-200s (stopping at Honolulu as non-stop AKL-LAX was not feasible until the Boeing 747-400s arrived). He was to continue further to Seattle for the revealing of the airlines first Boeing 767s.  This article describes his experience of flying in the nose of the Boeing 747-200 in first class. It has no photos unfortunately, but does briefly describe the "first class lounge" at Auckland international and the "delights" provided, such as champagne, feet slip-ons, eye shades, stereo headset, toothbrush set and a "leather gift". 

The meals are described, with Hors d'oeuvres, caviar and the "five fine wines".  The large reclining seats did not go completely flat of course, but he did have a good sleep, although after six hours it was time to be fed again for the arrival at Honolulu.  A continental breakfast was served.  At Honolulu everyone clears customs and immigration so the Honolulu-Los Angeles segment is effectively domestic, but it sounds like passengers all picked up luggage and dropped it off again.   Then full breakfast is served including panfried fish, poached eggs or omelette.  Before landing at Los Angeles, more food is served with sandwiches, cheese and biscuits and petit fours with coffee.  It was also noted there was a movie, which of course was shown on a single big screen at the front (no personal entertainment screens in 1985). 

Certainly catering in 1985 in first class was a big deal, but compared to 2024 in business class, which almost universally includes a lie flat seat/bed, and personal entertainment system, not to mention non-stop flights between NZ and the US mainland, it's hard to miss too much of flying in first class in 1985 (not to mention the fact part of the cabin would have had smoking allowed).

Boeing 747-400 ordered by Air NZ, review of the 747-400 and Qantas gets the 747-400

The Boeing 747-400 was a major step forward for long-haul international travel worldwide because it was significant improvement in range.  It enabled non-stop flights between Australia and New Zealand and North (and South) America and one-stop flights to Europe.  Air NZ flew them from 1990 until 2014, and they were the flagship of the airline throughout that period. From 1990 until 2004 they had first, business and economy class, and then were refurbished for the business premier, premium economy, economy.  The AKL-LAX-LHR route flown by it until 2011, and it also flew the AKL-HKG-LHR route for a while, until it became clear that LHR-HKG had insufficient loads to justify the aircraft's size. Its final regular route was AKL-SFO.  

Multiple airlines flew Boeing 747-400s to NZ. Qantas had a large fleet of them, but rarely flew them to NZ (as they were for long haul routes).  However, Singapore Airlines flew them regularly, as did Malaysian, Thai, Cathay Pacific, Korean, British Airways and United at different times. Today Lufthansa is the biggest major passenger operator of the type (excluding cargo versions).  694 Boeing 747-400s were delivered, compared to 393 of the Boeing 747-200 (which Air NZ flew first), 168 Boeing 747-100s and 81 Boeing 747-300.  Of course the Boeing 747-8 was the last version, but only received 155 orders, mostly for freighter varieties.  Most Boeing 747-400s flying today are freighter aircraft.

The articles below focus on different elements of the aircraft before it started flying with the airline. 

The first was focused on claims that the 747-400 is no more efficient than the 747-100 (which simply wasn't true due to the savings of fuel and time from greater range) and wouldn't reduce airfares (although it real terms international airfares dropped significantly from 1990 through to 2010).  

The second concentrated on the travel experience, with an article below reporting the first 747-400 flight to NZ, which was from Qantas on a scheduled service from Sydney (its first scheduled service, as Qantas flew Trans-Tasman services for several weeks to train crew and to test systems effectively).

The third is a short piece depicting the then Air NZ CEO Jim Scott in the new first class on the first Air NZ 747. 

Dominion 12 October 1988

This first article is a report by Martyn Gosling claiming that Air NZ's forthcoming 747-400s would not be more efficient than earlier model 747s. Noting its 13,000km range, Boeing claimed it used 25% less fuel per passenger than first generation 747s. It was noted Air NZ would receive its first 747-400 in July 1989. Much of the article discusses performance, with a lot of commentary about British Airways factoring in the economics of the aircraft. It was noted it could fly Auckland-Dallas non-stop.  Ultimately, of course, the 747-400 was the most successful model of the type, and would be a stalwart of most major international airlines for many years.

This second article focused on the passenger experience of the 747-400.  It claimed that airliner seats (in economy class) were no wider in 1989 than there were in 1959.  It follows briefly the history of airliner travel to 1989. The article notes the 747-400 will make flying cheaper in real terms than ever before (which was correct), but that it flies no faster than the Boeing 707. At the time 215 had been ordered.  It claims that although first and business class will be the best ever, economy class will be the worst, because of very long flight sectors with the greatest level of dehydration and jet lag.  It noted 747 economy class seat width was 17.2 inches, the same as Boeing 707s.  However, seat pitch on 707s was generally 35-36 inches with 3 inches of seat padding, but at the time 747s would have 32 inch seat pitch with 2 inches of padding (today many long haul airlines have only 31 inch pitch). Concern was expressed about dehydration and passengers not wanting to get up to exercise. It was noted Air NZ would have 34 inch seat pitch in economy, which it did and was one of the best of any international airlines.  The longest flight Air NZ planned to operate the aircraft was Los Angeles-Sydney (which Air NZ did operate direct for many years). 

There is also a short report on the first 747-400 to land in NZ, which was from Qantas. 

This short place depicts Air NZ's first Boeing 747-400, with the then CEO Jim Scot trying out the new first class cabin (with large recliners that did not lie flat, as this was not commonplace until the late 1990s). However, it was noted the airline was not going to operate them, due to industrial relations, so would lease them to Cathay Pacific

1991 review of Singapore Airlines First Class and Business Class and British Aerospace pitches the BaE ATP to Mount Cook Airline

 

It is an advertising supplement, but Nigel Coventry does give a written window into flying Singapore Airlines in first class in 1991 from Christchurch to Singapore via Auckland ( by 747). He talks about the entertainment system (quite an innovation at the time), the elaborate lunch and subsequent light meal service.  10 people were flying in the 16 seat cabin, business class and economy both almost full.  His review of business class was that seating was smaller, with less choice of meals.  The Singapore Airlines 747-400s were configured with 24 first class, 70 business class and 316 economy class seats, at a time when business class was like today's premium economy, and first class a very large recliner.  He ends the review noting the 1929 cognac served at S$145 a nip in first class.

Separately the image is the 64 seat BAe ATP aircraft on a sales tour which included New Zealand, as British Aerospace pitches for a replacement to the HS 748 for Mount Cook Airline.  The ATP was not a commercial success for BAe, with only 65 built, due to intense competition with Fokker, Bombardier and ATR (ultimately ATR 72s replaced the HS748s). 

Air New Zealand Boeing 747-200 First Class

 

First Class Rolls-Royce 747B

Cabin Layout and Seating

Meals, special privileges and facilities

In the 1980s it was common for international airlines to promote their premium products through leaflets highlighting why their premium classes were especially desirable. This was produced by Air New Zealand to highlight the first class product on its Boeing 747-200s, and from a 2023 perspective shows a mix of how far technology has come, but also how soft product has changed so much.

The Air New Zealand 747 First Class was located in the nose cabin, and the front of that cabin (which had a wardrobe, was decorated in a New Zealand forest scene. This was also the location of the pull down movie screen used for projecting films (as it was still a decade or so before personal video players would become available). 16 seats in the cabin is a density that was reduced to 12 around the year 2000 and today in a 747 nose, Lufthansa only has 8 seats in First Class, because First Class is now a much more spacious hard product than in the 1980s.  Simply having pairs of seats side by side would be unacceptable in First Class in 2023 due to lack of privacy, but what is also notable is First Class seats were recliners with footrests, they did not lie flat. Almost all international airlines of any repute in 2023 have Business Class seats that convert into fully lie-flat beds for long-haul flights, but in 1982 First Class would typically be a wide recliner, albeit with sheepskin seat coverings (which has long disappeared no doubt due to wear and tear and resulting cost).

Air New Zealand highlighted that its First Class seats were made by Recaro from "West Germany" as it was then, and being highly ergonomic. No doubt highly regarded at the time, this wouldn't be seen as a competitive Business Class seat today.

However, the soft product compares much more favourably. The trolley depicting bottles of champagne (Lanson and Moet), with elaborately decorated trays of food to be dished out at the seat (with cake to be sliced, alongside cheeses and fruit, on the lower level of the trolley), harks to a time when airline food in First Class was meant to be special and akin to being in a fine restaurant.  Noting wines from New Zealand, Australia and France, a sample menu gives a clear indication of how special Air New Zealand thought First Class should be with a choice of cold Hors d'Oeuvres, a seafood course and a main of beef fillet or chicken, with options of vegetables or salad. 

Finally a list of the "special privileges" of First Class (and let's compare it to first or business class of today, noting Air New Zealand dropped First Class in 2005.

• Preflight seat selection (this is available in all classes, although some seats are reserved for priority frequent flyers)
• First Class Check-in Counter (standard to have first class counters, distinct from business class which itself is distinct from economy class check-in - Air NZ in Auckland has a dedicated premium check-in area, available to business class and Air NZ/Star Alliance Gold and better frequent flyers and Koru Club members)
• Special luggage labels with priority (class based bag tags and priority tags are available in first and business class, priority luggage service is very much airport dependent!)
• Use of lounges at New Zealand departure ports and en route as available (First and Business Class passengers generally have this). Noting the lounge is to "relax with a drink" and meet the "Chief Purser" - the latter is not so common in long-haul international lounges. Finally note the chance to meet fellow First and Pacific (Business) Class passengers, which tends to be not what happens in lounges nowadays, because they are so much bigger, less exclusive and intensely used.
• Personal recognition by cabin staff (this is expected in first class, and often achieved in business class)
• Cold/hot towel service when boarding and in flight (expected in first, business and premium economy)
• Selection of reading and writing material (increasingly disappearing, certainly rare to see writing materials)
• Superior quality headsets for audio/movie entertainment (expected in first and business, with noise cancelling technology, albeit entertainment always includes on-demand video screens)
• First choice of duty free merchandise (duty free is no longer sold on Air New Zealand and is increasingly uncommon among international airlines more generally)
• Complimentary In-Flight Bag (amenity kits are expected in first and business class)

Bear in mind business class (Pacific Class as it was branded) at the time, had only just been introduced by Air New Zealand, and that product consisted of economy class seats with blocked middle seats, sheepskin seat covers, and more seat pitch. Essentially inferior to modern day premium economy. 

Few would hark back to the age of First Class in terms of seating comfort, but there is some sense that the food and beverage service was on a level that simply isn't seen today on most airlines.