New Zealand Airline History: business class

Tuesday, 14 November 2023

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

Monday, 16 October 2023

Air New Zealand domestic timetable 1988

Following nearly a year of direct competition with Ansett New Zealand, Air New Zealand refined its schedule and its domestic product to be more competitive. This is the full timetable for the period from 28 March 1988 until October 1988.

From a product point of view, Air New Zealand's key innovation was to split its Boeing 737 fleet into two, with different products. Standard two class (with full service economy and Pacific (business) class), and Citysaver (which was an all-economy class no-frills). Flights were split into City Saver and standard flights, operated by the respective aircraft in the two configurations. Super City Saver were fares off-peak, but there were also off-peak fares with standard aircraft (Thrifty and Super Thrifty fares),

The difference in product was in on-board service, described on pg 77:

Pacific Class: Hot meals provided at breakfast, lunch and dinner periods, with snacks at other times (except between Dunedin and Invercargill). Standard 737 services, and 767 and 747 services. Depicted in more detail on pg. 97 (with middle seat blocked, sheepskin seat covers and Koru Club access).
Economy Class 737, 767 and 747 services: Cold meals at breakfast, lunch and dinner periods, with snack at other times (except between Dunedin and Invercargill).
City Saver/Super City Saver services: Fruit juice only
Fokker F27 services between Auckland and Gisborne, Napier, Nelson and Palmerston North. Between Wellington and Hamilton, Rotorua, Tauranga and Timaru. Between Christchurch and Napier and Palmerston North. Light refreshments, of cheese, biscuits and beverages.

The two-tier 737 service was ultimately not a success. It was intended to provide a no-frills option for business travellers, with cheaper fares for last-minute travel at peak times, at a lower cost. The idea being that many travellers cared little about on-board service, but were more price sensitive, so having regular services that were no-frills provided flexibility for travellers.

However, it did mean there was complexity in levels of service. For casual travellers, they could often get cheaper Thrifty and Super Thrifty fares on full service aircraft, and get refreshments. The complexity of different levels of service added cost, and Ansett NZ by contrast just had a single full-service operation. The benefits of a no-frills airline in terms of cost were diluted by the costs of providing the full-service operation as well, without the flexibility of aircraft being able to substitute for each other.

This timetable also fully integrates Mount Cook Airline services into the timetable. It also has timetables for Safe Air, Bell Air, Eagle Airways and Southern Air, as well as information about air cargo and ground transport transfers from airports served by Air NZ.

Airfares at the time are also included. For example, Wellington-Auckland varied from $184.80 in Pacific Class ($451 in 2023 prices) one way, to $73 for super thrifty fares ($178 in 2023 prices).