The Boeing 747 at Liverpool

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Boeing 747 'Jumbo' visits to Liverpool Airport

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I’ve been threatening to cover the Boeing 747 ever since this forum became established April 2009 on Proboards. Don’t know why it has taken so long, as I already had much of the information sorted and ready. Along with Concorde, the Jumbo has always been a head turner whenever one has appeared at Liverpool and I can recall seeing, or missing, the majority of the visits recorded here. So how many do you recall?

Back in the mid-80s, in MAS ‘Flypast’ I recorded in tabular format, all wide-bodied movements through Liverpool Airport, the list was updated and used again in the early-90s in FoLA’s ‘09/27’ magazine. More recently, in ’09.27’ No.102 – Autumn 2007 I wrote a two-sided article on Jumbo Jet visits to Liverpool and in issue No.103 – Winter 2007/08 placed a table of all visits. Here I have completely written the text afresh, with many more details than in the FoLA article, however the table information is essentially the same, with a few minor amendments.

As usual I welcome members to illustrate this thread with photos of Boeing 747s at Liverpool Airport. Usually at this point I add the rider that while I know I have every different airframe covered each year, I may not have all the visits recorded. Like Concorde, with the Jumbo, I am certain that I do have every visit recorded in detail, even though there is one respected member out there who is quite certain to this day that he saw 2 diverted KLM Jumbos parked out on 26 one misty winters evening!

I have not included any mention in the text of the 'ones that got away', aircraft that had announced an intention to divert to Liverpool but before they landed here, either company intervened with fresh orders, Liverpool decided fire cover would not be ready in time, weather at Liverpool also descended below minima, or the weather at their intended destination opened up so they turned around and landed there as intended.

[owensy]

Ok 9/3/09 this Pullmantur Air 747-400 EC-KSM bringing in Real Madrid to play Liverpool in the Champions League

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The Boeing 747 ‘Jumbo’ at Liverpool Airport

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1978

Although the Boeing 747 had entered transatlantic service around 10 years previously, with the aircraft still operated mostly by flag carriers, it came as quite a surprise when the type actually first appeared at Liverpool Airport. The pessimists stated that the runway was too short to operate with a reasonable load, the link taxiway was too narrow and too tightly curved, so that there just wasn’t space to fit the wing-span between centre-line and the Speke Hall ‘bund’ bank.

They were all to be proved wrong, when on a Friday morning, 10th November 1978, British Airways diverted flight BA266 inbound to a fog closed London/Heathrow from Mexico, Jamaica and Bermuda into Liverpool. The aircraft was Boeing 747-136 G-AWNI; the 363 passengers were off-loaded at Liverpool, the aircraft departing empty for Heathrow after around 3 hours on the ground, once the London fog had cleared. The irony was that BA had only two weeks earlier closed down their own station at Liverpool and moved their staff out completely, on hand-over of routes and handling to British Midland. At that time I worked not that far from the old terminal, and initially took tales of a tall tail, with a pinch of salt – until persuaded up to the top floor, and there sure enough, clearly visible towering above the roof-line of hangar 2 was a massive tail, near matching the height of the control tower!

1979

No sooner had Liverpool handled its first Jumbo, than the following year a, yet to be beaten, record of 25 Boeing 747 arrivals in a year was set. Of these 21 were strike diverts from Manchester, 20 in a two-week period in September; while a further 4 were fog diversions from London/Heathrow.

First in, was Aer Lingus, who positioned EI-ASI in empty from Dublin on 3rd April 1979. The flight was intended to operate from Manchester, which at the time was partially closed-down by strike action, so was moved across to Liverpool. Flight EIN7937 dispelled another myth, when it departed laden with passengers direct transatlantic to Bermuda direct. Like the previous ‘747 visit, this aircraft was handled on the main apron, at the International Terminal/Hangar 2 end.

For a two-week period of September 1979, Manchester Airport was totally closed. All flights had to operate from alternative airports. Liverpool handled a great number of diverted flights daily. The runways of the north airfield were closed, with the north airfield's main runway 26/08 used for parking the larger aircraft, such as Boeing 747, DC-10, VC-10 and Boeing 707/720s.

In all 8 British Airways Boeing 747 flights were handled, all operating their Toronto schedule, bringing in G-AWNN, G-AWNO and G-BDPV. Wardair appeared 9 times, with their Boeing 747s C-FDJC, C-FFUN, G-GXRA & C-GXRD. Although not all the loads were released, the record recorded inbound was 456 pax inbound from Calgary, with 449 pax outbound for Toronto via Prestwick, with at least 10 flights having over 400 pax aboard. On 19th C-FFUN with 400 passengers departed direct for Toronto with the aid of a stiff, steady wind down the runway. On their weekly Toronto flight CP Air appeared 3 times with C-FCRB & C-FCRD. Friday 21st was the only time that the Airport handled three Jumbos on the same day. Both CP Air and Wardair also used Liverpool for a number of their wide-body DC-10 flights during this period too.

On Thursday 11th October with London/Heathrow closed by fog and Manchester near saturation point, British Airways diverted two Jumbos to Liverpool, with G-AWNM arriving on BA270 from Boston and G-AWNN on BA176 from New York/JFK. Both continued onto Heathrow later in the day.

On Wednesday evening, 21st November, with London/Heathrow once again shrouded in fog, G-AWNP on BA12 arrived from Melbourne via Bahrain and initial diversion to Prestwick at 1841 (by which time it was 12 hours late) and G-AWNB on BA018 landed at 1902 from Hong Kong via Bombay, Rome and Frankfurt. Both aircraft night stopped out on 26/08, before leaving for Heathrow empty. G-AWNB had initially diverted to Frankfurt, there it had gained Frankfurt to London passengers, but by the time it got towards Heathrow they had closed again, so it was already 10 hours late on arrival at Liverpool. The pilot of G-AWNP had complained of over-heating the brakes on landing, and on start-up around midnight reported they had seized. A repair crew was summoned, the aircraft not leaving until 1848, so was our first Jumbo on the ground for over 24 hours, even if by only a matter of minutes.

1980

Manchester Airport suffered another total closure due to strike action during May 1980. The airlines spread their flights more widely around the country having had time and experience to plan ahead. Liverpool handled 6 Jumbo flights, with 5 Wardair appearances, using C-CXRA & C-GXRD and one by Transamerica with N741TV inbound from Los Angeles and onward to London/Gatwick. Of the Wardair aircraft one positioned over from Manchester at the start of the strike, while on 1st June C-GXRD departed direct transatlantic for Toronto.

1981

On Friday 30th January 1981, fog once again blanketed SE England, including London/Heathrow, leading British Airways to divert G-AWND into Liverpool at the end of flight BA274 inbound from Boston, USA. On Thursday 7th May it was not fog, but strike action by civil servants that closed West Drayton ATC and therefore Heathrow could not function. The first British Airways Boeing 747-236 series to call at Liverpool (all earlier BAW aircraft had been series 100s) G-BDXI arrived from Melbourne via Bombay on BA010, later completing its journey to Heathrow.

1982

On Sunday morning 24th October 1982 London fog closed Heathrow and caused BAW to divert G-AWNG into Liverpool on their BA020 flight inbound from Abu Dhabi. It landed at Liverpool at 0642, departing for Heathrow at 1133.

1983

One day short of a year later, Sunday 23rd October 1983 fog again blanketed Heathrow, this time BAW sent G-AWNE on BA276 from Washington/Dullas into Liverpool at 0940. A dispute at Manchester limited the number of diversions that they could accommodate that morning. Unfortunately there were some misunderstandings regarding the handling of this aircraft that were commented on in Mondays ‘Daily Telegraph’. The aircraft left for Heathrow at 1715 with a new crew having also refuelled.

1984

So far, all the Boeing 747s to have called at Liverpool had done so on diversion, due either to weather or strike action elsewhere. The 37th Jumbo jet visit, marked the start of a new chapter in visits by the aircraft, being on charter flights programmed to originate from Liverpool. Liverpool FC had reached the European Cup Final to be played in Rome against AS Roma. While the airlift of supporters was small in comparison to those to Istanbul and Athens some two decades later, Aer Lingus were contracted to provide their ‘high capacity’, 472 seat layout Boeing 747, EI-BED. On Tuesday 29th May it positioned in from Dublin at 1010 and left full of supporters for Rome/Ciampino at 1130, returning on Thursday 31st May in the early hours, 0335-0435) on the reverse routing. The only other wide-body involved in this fans airlift was a BA Tristar. For the record, LFC won on penalties. It is assumed that EI-BED operated at full capacity, so setting new load records for the airport, outbound and inbound.

See also post reply#7 for information about a Qantas Boeing 747, VH-EBK that made a pass low over the Otterspool IGF on 5th August 1984.

1985

With both Liverpool teams ‘on form’ in 1985, the services of the ‘high capacity’ Aer Lingus Boeing 747-100 EI-BED were called upon again – twice! First it was Everton FC, with their supporters flying out on Wednesday morning, 15th May to Rotterdam, returning early hours of 16th. Everton FC played Rapid Vienna and won 3-1. Two weeks later and Liverpool FC played Juventus in Brussels in the Heysel Stadium. Again EI-BED was the sole Boeing 747 involved, On Wednesday 29th May routed in from Dublin and out to Brussels, returning in the early hours of Thursday 30th, in from Brussels then positioning out to Dublin.

In Spring 1986 Liverpool Airport moved terminal from the north to the south airfield. The new ‘warehouse’ terminal and gates were much more efficient and ‘passenger-friendly’ than the Art Deco 1930s terminal, but were designed to handle Boeing 737s, not Boeing 747s. Without the former runways on the north airfield for parking, it was doubted by some that Jumbos could be handled again, as the initial apron space was somewhat limited. Indeed in the 1986 Manchester strikes very few wide bodies were handled, Liverpool concentrating on smaller, more rapidly turned-around flights.

1989

After 8 consecutive years of seeing at least one '747 per year at Liverpool, following the move of terminal facilities there were less visits, but a greater variety of airlines as the '80s decade ended and on throughout the '90s.

On Wednesday 28th June 1989 the next Jumbo at Liverpool was Caledonian’s series 200 G-BMGS on a flight CKT8206 from Los Angeles to Manchester and onward to Gatwick. However the runway lighting at Manchester failed, so with very little notice the aircraft landed at Liverpool at 1910 hours, the last of 4 diversions in a 20 minute period. Due to the limited apron space at Liverpool, it sat on the spur taxiway until the situation at Manchester had been resolved. The passengers were all kept on-board and left for Manchester at 2208 following a refuel and arrival at Liverpool of a fresh crew.

However, later in the year on Tuesday 14th November Virgin Atlantic brought their series 200 G-VRGN into Liverpool at 1859 on flight VIR908 from Tokyo via Moscow/Sheremetyevo, diverting due to fog at London/Gatwick. This time though, passengers were off-loaded at Liverpool to continue their journey by road. The aircraft positioned down to Gatwick at 0845 the following morning.

At this time a formula was devised by Airport Managers that if Manchester was closed, Boeing 747s would not be accepted in order to concentrate on handling narrow-bodied diversions efficiently. However Boeing 747s would be accepted from London’s Airports, as narrow-bodied traffic rarely diverted so far north. A maximum of 2 wide-bodied aircraft would be accepted, but the new, larger Boeing 747-400 would not be handled unless on a declared emergency. In the event these ‘rules’ were rarely put to the test, partly as newer aircraft had ever more sophisticated ‘auto-land’ systems fitted, so the need to divert away from fog became less frequent.

1991

Eight years after the previous BAW Boeing 747 diversion, on Saturday 14th December Boeing 747-236 G-BDXK on flight BA286 from San Francisco landed at Liverpool at 1410 on diversion from Heathrow due to weather. The passengers were off-loaded and despatched for the London area, while the aircraft night-stopped at Liverpool and continued southwards at 1253 on the Sunday.

1992

Less than two months later British Airways again used Liverpool, this time for G-BDXB, which landed at Liverpool 0926 on Saturday 8th February, inbound on BA1264 from Kingston, Jamaica – diverting due to fog at London/Gatwick. The 353 passengers remained on board, the aircraft departing onwards for Gatwick at 1241. This aircraft is notable in that it was named “City of Liverpool”, and is the subject of discussion on thread www.derbosoft.proboards.com/index.cgi?board=history&action=display&thread=4896

The following month came another first, the first inbound charter to employ a Jumbo Jet. With a quite remarkable 516 passengers, a new record for passengers handled on a single aircraft at Liverpool was set. Corsair Boeing 747-100 F-GIMJ operated from and to Genoa, with Genoa supporters for a Quarter-Final EUFA Cup, Anfield fixture. The aircraft arrived at 1200 on Wednesday 18th March, leaving at 0253 in the early hours of Thursday morning following the match, using flight numbers CRL810/811. For the record, LFC were knocked out of Europe for 1991/92. The departing passengers were not only a record in number, but also the first Jumbo Jet load to depart from the south terminal. The airline had only recently been renamed from Corse Air, F-GIMJ appeared in the full, somewhat exotic, Corsair colours and titles.

1994

The final visit by an early series Boeing 747 of British Airways was on Sunday 13th March 1994. Boeing 747-136 G-AWNL was inbound to Heathrow on BA084 from Vancouver, when confusion reigned as the IRA fired several ineffective mortar rounds into Heathrow. With the airport closed, flights diverted to wherever there was still space. Initially the flight diverted to Manchester, however gusty cross-winds affected the approach badly and after three attempts and many ill passengers, the Captain sought refuge at Liverpool, landing at 1144. The passengers off-loaded and continued to London by coach. It was not until 2215 that the aircraft departed on the positioning leg to Heathrow.

1997

Freight converted VR-HME, a Boeing 747-200F of Air Hong Kong at the end of flight AHK001 from Hong Kong via Dubai diverted into Liverpool on Tuesday 28th January due to fog closing Manchester. With greater apron space now available at Liverpool, around a dozen smaller aircraft were also accepted. The Air Hong Kong freighter landed at 1013 and parked on the taxiway, between the apron exits. There it proceeded to unload and load, at times in poor visibility, departing to Brussels en route back to Hong Kong at 2039 hours as AHK002.

1998

Busiest year for Jumbo visits for some 21 years, with 3 different visits during the year. First in was the 50th Boeing 747 landing at Liverpool in a period of 20 years. This was a further diversion, but remarkably the final Jumbo to divert into Liverpool, all subsequent flights being intended Liverpool arrivals. On Saturday 16th May 1998 Virgin Atlantic flight VIR076, operated by Boeing 747-200 G-VIRG was inbound transatlantic from Orlando for Manchester, when fog affected its intended destination. Presumably with insufficient fuel for a long hold, it was one of only two flights which diverted to Liverpool that morning, VIR076 landed at 0626 and departed at 0917 for Manchester.

The first Boeing 747, 300 series aircraft into Liverpool was on Tuesday 15th September 1998. The second visit by a Corsair Jumbo to Liverpool, this one (like the 1992 visit) was an inbound charter. F-GSEA as CRL888 landed at 1550 hours from Lyon, full of Lyon FC supporters en route to watch their side play Blackburn FC at Ewood Park in a European match. After being parked on the apron all evening, F-GSEA departed as CRL889 for Lyon at 0052, early on Wednesday morning. Lyon supporters also arrived in an Air Charter Airbus A.321, providing welcome extra business for Liverpool Airport. Almost certainly a new record of passengers handled at Liverpool on a single flight was set, but if it was, the airport PR kept very quiet about it.

On Sunday 4th October an Air Atlanta of Iceland Boeing 747-100, TF-ABG arrived from Dublin at 1952, departing for Keflavik at 2106 as ABD701, having collected Icelandic passengers who had been on a Christmas shopping/football fans weekend in the UK. Although around this period we saw several Air Atlanta Tristars on weekend flights, this was the only time a Boeing 747 was used.

2000

While we had got quite used to diversions and charter flights bringing Boeing 747s to Liverpool, it was still quite a surprise on Wednesday 18th October to find Virgin Atlantic’s Boeing 747-200 G-VIRG in the circuit on a training detail. It is recorded as have made a touch and go landing at 1623, then 3 further approaches and go-arounds. There were many calls to the Airport switchboard and to the Liverpool Echo by residents concerned that the circling aircraft was in some difficulty. The story made the Echo the following evening and Channel 1 Liverpool Cable TV. Operating as VIR803, it arrived from Dublin and departed for Gatwick. As some maintenance work on Virgin’s Jumbos was undertaken at Dublin, this flight served a double purpose, both for pilot training and positioning the aircraft back home after overhaul.

2001

With Liverpool FC in a European final in Dortmund, the fans airlift employed two Jumbos, along with a host of other aircraft, both wide and narrow bodied. First in on Tuesday 15th May 2001 was Air Atlanta’s Boeing 747-200 TF-ATB, which positioned in at 1546 hours from Istres, to operate out to Dusseldorf as ABD540 at 0800 on Wednesday morning. The aircraft was all white, with no titles; however a plain green tail was sign that it had recently been used by Saudia. The other Jumbo on the fans’ airlift was Corsair Boeing 747-300 F-GSEX, positioning in from Paris/Orly at 1104 on Wednesday 16th May, to depart with a record of 580 passengers for Munster at 1226 as CRL814. First to return was F-GSEX as CRL815 from Munster at 0334 in the early hours of Thursday 17th, positioning out at 0526 back to Paris/Orly. The Air Atlanta flight, again using TF-ATB, returned at 1927 on the Thursday afternoon as ABD541, before departing to Glasgow at 2053.

However, these Boeing 747 movements exerted a toll on the fabric of the runway, mainly at the 27 threshold. Each departure caused the airport to be closed for a while in order to clear debris away from the runway edge where old tarmac had been dislodged by the thrust from the outer engines. As a result a ban was placed on all 4-engined wide-body movements, both charter and on diversion (although one lightly laden Airbus A.340 visit was permitted). One effect of this ban was that for the major 2005 Istanbul LFC fans’ airlift, Boeing 747 charters had to operate from Manchester.

2007

During the winter of 2006/07 the runway at Liverpool was rebuilt and the margins strengthened and resurfaced. The timing was fortuitous as LFC played themselves into the May 2007 Athens European Cup Final. The airlift of fans commenced with Excel Airlines using their all white and untitled Boeing 747 series 300 TF-AMK (by co-incidence the same airframe that called 6 years earlier as F-GSEX). It positioned in at 0818 on Monday 21st from Gatwick, leaving with LFC fans for Athens at 1056 as XLA742A. These fans returned on several narrow-bodied flights after the match.

French airline Corsair, now part of the ‘World of TUI Group’ and in their two tone blue colours and red TUI ‘smiley’ logo, were chartered to provide 6 outbound and 6 inbound flights over a 3 day period, using Boeing 747-400 series aircraft, each with a capacity for 580 passengers. On Monday 21st May F-HLOV arrived from Milan at 1524, F-GTUI from Rome at 2028 and F-HKIS from Paris/Orly at 2301. For a while all 3 aircraft were at Liverpool together, departing for Athens early Tuesday, at 0115, 0221 and 0455. Later on the Tuesday, F-GTUI returned at 0940 and F-HLOV at 1321 and were parked at Liverpool for the rest of the day, until departing for Athens early Wednesday morning at 0455 and 0523, meanwhile F-HKIS returned at 0512 on Wednesday 23rd, to depart for Athens at 0723.

The six return flights after the game were compressed into all operating on Thursday 24th. F-HLOV arrived back at 0425, departing 0842; F-HKIS arrived back at 0645, departing 1008; F-GTUI arrived back at 1014, then departed to Paris/Orly; F-HLOV returned at 1905, then departed to Paris/Orly at 2124; an extra aircraft, F-HSUN landed at 2013, departing for Paris/CdG at 2252; and finally F-HKIS returned at 2130, then was parked at Liverpool all day Friday before positioning to Birmingham at 0826 on Saturday morning 26th May. Of the records set, possibly the most notable was six ‘747 arrivals in a 17 hour period. While less flights were handled than during the 1979 record year, 2007 saw the most intense period of Jumbo activity.

2009

As this is being typed in mid-2011, the most recent Boeing 747 to visit was on Monday 9th March 2009, with an inbound charter carrying Real Madrid supporters. EC-KSM, a series 400, of Pullmantur operated with a capacity of 477 seats as PLM2016, arriving at 1223, night stopping, and then departing in the early hours of Wednesday 11th at 0113, operating from and to Madrid.

Future visits

As this is put together in August 2011, the Pullmantur aircraft is currently the most recent Boeing 747 visit. With neither Liverpool FC nor Everton FC in European competition 2011/12, it is difficult to foresee an event that would bring one of the type into Liverpool again in the short-term. Indeed, with many of the older series 100 and 200 aircraft now out of service and ‘parted out’, the newer series 300 and 400 aircraft are being converted to freighters rather than passed down to passenger charter operators who no longer find Jumbo loads an effective way of competing with the ‘no frills’ airlines. With full Autoland as a standard fit, weather diversions away from the Capital’s Airports are now rare, although snowfall can still cause chaos! However the series 800 Boeing 747s are only just entering service, so there must be a good 30 years yet in which to see the Jumbo Jet at Liverpool again. Will we see a further 70 arrivals in that time, well who knows, somehow with the greater variety of larger aircraft types (A.330, A.340, B.777 etc) available to airlines, I suspect not.

The ‘Queen of the Skies’ may just have recently been usurped by the Airbus A.380 ‘Super Jumbo’, but she will still turn heads at every appearance for many years to come.

2019

It doesn't seem like ten years have passed since the previous 'Jumbo Jet' visit, but they have. With relatively few Boeing 747s still flying passengers around Europe, prospects for further visits looked slim. Even in the mad scramble to find aircraft to take LFC fans to Kiev no operator came forward with the offer of a Boeing 747 for charter. However with LFC in the European Cup Final for a second successive year, the airlift of fans to Madrid did result in Corseair International providing one of their few remaining 'Jumbos'. On Friday 31st May F-HSEA a Boeing 747-422 arrived at 1024 from Paris/Orly and departed for Madrid as CRL846 full of LFC fans at 1256. After the match, the jubilant fans returned on the same aircraft Sunday 2nd June, on the ground at JLA 1530-1650. Will this prove to be the last visit by type - well time will tell!

I've left the 8 year old closing paragraph in place as the sentiments expressed very much still apply.

Updated June 2019

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Boeing 747 Visits - A Summary

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To pull a few statistics together regarding visits by the Boeing 747 to Liverpool Airport. Over a current span of 1978 to 2019, a period of 32 years, there have been 74 appearances of Jumbo Jets at Liverpool; this has involved 12 airlines of 8 nationalities and brought in 39 different registrations on 38 ‘frames. All four main marks of the Boeing 747 have been seen, the series 100, 200, 300 and 400 – currently discounting the new series 800 as it is not in airline service yet. Of the 74 arrivals, 13 were on diversion from the London area, 30 on diversion from Manchester (all but 3 due to industrial disputes), with 31 being Liverpool’s own inbound or outbound charters or training.

Registrations and Nationalities:

C-FCRB, C-FCRD, C-FDJC, C-FFUN, C-GXRA, C-CXRD (6) Canada, operated by CP Air, Wardair (2)
EC-KSM (1) Spain, operated by Pullmantur (1)
EI-ASI, EI-BED (2) Ireland, operated by Aer Lingus (1)
F-GIMJ, F-GSEA, F-GSEX, F-GTUI, F-HLOV, F-HKIS, F-HSEA, F-HSUN (8) France, operated by Corsair (1)
G-AWNB, G-AWND, G-AWNE, G-AWNG, G-AWNI, G-AWNL, G-AWNM, G-AWNN, G-AWNO, G-AWNP, G-BDPV, G-BDXB, G-BDXI, G-BDXK, G-BMGS, G-VIRG, G-VRGN (17) Britain, operated by British Airways, Caledonian, Virgin (3)
N741TV (1) United States, operated by Transamerica (1)
TF-ABG, TF-AMK, TF-ATB (3) Iceland, operated by Air Atlanta, Excel (2)
VR-HME (1) Hong Kong, operated by Air Hong Kong (1)

By series of aircraft:

B.747-100 C-FDJC, C-FFUN, EI-ASI, EI-BED, F-GIMJ, G-AWNB/D/E/G/I/L/M/N/O/P, G-BDPV, TF-ABG (17)
B.747-200 C-FCRB, C-FCRD, C-GXRA, C-GXRD,F-GSEA, G-BDXB/I/K, G-BMGS, G-VIRG, G-VRGN, N741TV, TF-ATB, VR-HME (14)
B.747-300 F-GSEA, F-GSEX, TF-AMK (2, although actually the same airframe!)
B.747-400 EC-KSM, F-GTUI, F-HLOV, F-HKIS, F-HSEA, F-HSUN (6)

By Airline and number of flight arrivals

British Airways (G-) = 20 arrivals, using 14 different aircraft
Corsair (F-) = 18 arrivals, using 8 different aircraft
Wardair (C-) = 14 arrivals, using 4 different aircraft
Aer Lingus (EI-) = 7 arrivals, using 2 different aircraft
Air Atlanta (TF-) = 3 arrivals, using 2 different aircraft
CP Air (C-) = 3 arrivals, using 2 different aircraft
Virgin Atlantic (G-) = 3 arrivals, with 2 different aircraft
Air Hong Kong (VR-) = 1 flight
Caledonian (G-) = 1 flight
Excel (TF-) = 1 flight
Pullmantur (EC-) = 1 flight
Transamerica (N) = 1 flight
So making a total of 74 arrivals, using 39 differently registered aircraft

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Boeing 747 flights that have used Liverpool Airport

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Date.     Regn.   Srs. Flight No.  Operator         From - To                    Visit Reason   Comments
..
10.11.78  G-AWNI  100  BA266       British Airways  Mexico/Kingston/Bermuda-LHR  Dvt, fog LHR   363 pax in, empty outbound
03.04.79  EI-ASI  100  EI7212/7937 Aer Lingus       Dublin-Bermuda               Dvt, dis MAN   Charter flight outbound direct transatlantic !
08.09.79  C-FCRD  200  CP816/817   CP Air           Toronto-PIK/Toronto          Dvt, dis MAN   409 pax in, 411 pax outbound.
10.09.79  G-AWNN  100  BA080/081   British Airways  Toronto/PIK-PIK/Toronto      Dvt, dis MAN   Scheduled service
11.09.79  C-FFUN  100  WD250/251   Wardair          Calg/Edmon-PIK/Calg/Edmon    Dvt, dis MAN   410 pax in, 344 pax outbound.
          G-AWNN  100  BA080/081   British Airways  Toronto/PIK-PIK/Toronto      Dvt, dis MAN   Scheduled service
12.09.79  C-FDJC  100  WD810/811   Wardair          Toronto-PIK/Toronto          Dvt, dis MAN   422 pax in, 449 pax outbound
          G-AWNN  100  BA080/081   British Airways  Toronto/PIK-PIK/Toronto      Dvt, dis MAN   Scheduled service
13.09.79  G-AWNN  100  BA080/081   British Airways  Toronto/PIK-PIK/Toronto      Dvt, dis MAN   Scheduled service
          C-GXRA  200  WD420/421   Wardair          Vancouver-PIK/Vancouver      Dvt, dis MAN   153 pax in, 399 pax outbound
14.09.79  C-FFUN  100  WD810/811   Wardair          Toronto/Gatwick-PIK/Toronto  Dvt, dis MAN	
          G-AWNN  100  BA080/081   British Airways  Toronto/PIK-PIK/Toronto      Dvt, dis MAN   Scheduled service
15.09.79  C-FCRD  200  CP816/817   CP Air           Toronto-PIK/Toronto          Dvt, dis MAN	
17.09.79  G-BDPV  100  BA080/9440  British Airways  Toronto/PIK-Heathrow         Dvt, dis MAN   last weekday service of summer season
          C-GXRD  200  WD240       Wardair          Calgary-Gatwick/Calgary      Dvt, dis MAN   456 pax inbound
19.09.79  C-FFUN  100  WD800       Wardair          Toronto-Gatwick              Dvt, dis MAN   pax inbound & in transit
          C-FFUN  100  WD801       Wardair          Gatwick-Toronto              Dvt, dis MAN   400 pax outbound - direct transatlantic !
21.09.79  C-FFUN  100  WD810/811   Wardair          Toronto/PIK-PIK/Toronto      Dvt, dis MAN	
          C-GXRD  200  WD410/411   Wardair          Edmonton-Gatwick/Edmonton    Dvt, dis MAN   437 pax in (incl 275 transit to Gatwick)
          G-AWNO  100  BA9439/080  British Airways  Heathrow-PIK/Toronto         Dvt, dis MAN   weekend scheduled flt outbound
22.09.79  C-FCRB  200  CP816/817   CP Air           Toronto-PIK/Toronto          Dvt, dis MAN   406 pax in, 224 pax out.
          G-AWNO  100  BA081/9440  British Airways  Toronto/PIK-Heathrow         Dvt, dis MAN   weekend scheduled flt inbound
11.10.79  G-AWNM  100  BA270       British Airways  Boston-Heathrow              Dvt, fog LHR	
          G-AWNN  100  BA176       British Airways  New York JFK-Heathrow        Dvt, fog LHR	
21.11.79  G-AWNP  100  BA012       British Airways  Melbourne/Bahrain/PIK-LHR    Dvt, fog LHR   night stopped
          G-AWNB  100  BA018       British Airways  HK/Bombay/Rome/FRA-LHR       Dvt, fog LHR   night stopped
27.05.80  C-GXRD  200  WD811       Wardair          Manchester-PIK/Toronto       Dvt, dis MAN   positioned over empty at start of strike
28.05.80  C-GXRA  200  WD420/421   Wardair          Winnipeg-PIK/Winnipeg        Dvt, dis MAN	
31.05.80  N741TV  200  TV741       Transamerica     Los Angeles-Gatwick/LAX      Dvt, dis MAN	
01.06.80  C-GXRD  200  WD800       Wardair          Toronto-Gatwick              Dvt, dis MAN   pax inbound & in transit
          C-GXRD  200  WD801       Wardair          Gatwick-Toronto              Dvt, dis MAN   out direct transatlantic !
03.06.80  C-GXRA  200  WD810/811   Wardair          Toronto/PIK-PIK/Toronto      Dvt, dis MAN	
30.01.81  G-AWND  100  BA274/274X  British Airways  Boston-Heathrow              Dvt, fog LHR	
07.05.81  G-BDXI  200  BA010       British Airways  Melbourne/Bombay-Heathrow    Dvt, dis LHR   civil servants strike closed LHR ATC
24.10.82  G-AWNG  100  BA20        British Airways  Abu Dhabi-Heathrow           Dvt, fog LHR	
23.10.83  G-AWNE  100  BA276       British Airways  Washington Dullas-Heathrow   Dvt, fog LHR	
29.05.84  EI-BED  100  EI4960/4962 Aer Lingus       Dublin-Rome Ciampino         Charter        LFC in European Cup Final, supporters out
31.05.84  EI-BED  100  EI4965      Aer Lingus       Rome Ciampino-Dublin         Charter        LFC in European Cup Final, supporters in
15.05.85  EI-BED  100  EI4950      Aer Lingus       Dublin-Rotterdam             Charter        EFC in Cup Final, supporters outbound
16.05.85  EI-BED  100  EI4953      Aer Lingus       Rotterdam-Dublin             Charter        EFC in Cup Final, supporters inbound
29.05.85  EI-BED  100  EI4854      Aer Lingus       Dublin-Brussels              Charter        LFC in European Cup Final, supporters out
30.05.85  EI-BED  100  EI4857/4959 Aer Lingus       Brussels-Dublin              Charter        LFC in European Cup Final, supporters in
28.06.89  G-BMGS  200  CKT8206     Caledonian       Los Angeles-Manchester/LGW   Dvt from MAN   due to runway lights failure at Manchester
14.11.89  G-VRGN  200  VIR908/905P Virgin Atlantic  Tokyo/Moscow-Gatwick         Dvt, fog LGW   pax off-loaded at Liverpool
14.12.91  G-BDXK  200  BAW286      British Airways  San Francisco-Heathrow       Dvt, fog LHR   pax off loaded at Liverpool
08.02.92  G-BDXB  200  BAW264      British Airways  Kingston-Gatwick             Dvt, fog LGW   353 pax in and out, did not unload
18.03.92  F-GIMJ  100  CRL810/811  Corsair          Genoa-Genoa                  Charter        516 pax, Genoa supporters for Anfield game
13.03.94  G-AWNL  100  BA084       British Airways  Vancouver-Heathrow           Dvt from LHR   due to mortar attack on runway at Heathrow
28.01.97  VR-HME  200C AHK001/002  Air Hong Kong    Hong Kong/Dubai-Brussels/HK  Dvt, fog MAN   freight flight unloaded & loaded at Liverpool
16.05.98  G-VIRG  200  VIR076      Virgin Atlantic  Orlando-Manchester           Dvt, fog MAN	
15.09.98  F-GSEA  300  CRL888/889  Corsair          Lyon-Lyon                    Charter        Lyon supporters to Blackburn FC match
04.10.98  TF-ABG  100  ABD701      Air Atlanta      Dublin-Keflavik              Charter        collected Icelandic shoppers/football fans
18.10.00  G-VIRG  200  VIR803      Virgin           Dublin-Gatwick               Training       training, a touch & go and 2 or 3 go-arounds
15.05.01  TF-ATB  200  ABD573P/540 Air Atlanta      Istres-Dusseldorf            Charter        LFC in European final, supporters outbound 
16.05.01  F-GSEX  300  CRL014/814  Corsair          Paris Orly-Munster           Charter        580 pax  LFC supporters outbound
17.05.01  F-GSEX  300  CRL815/015  Corsair          Munster-Paris Orly           Charter        LFC in European Final, supporters inbound
          TF-ATB  200  ABD541/541P Air Atlanta      Dusseldorf-Glasgow           Charter        LFC in European Final, supporters inbound
21.05.07  TF-AMK  300  XLA742P/A   Excel            Gatwick-Athens               Charter        LFC in European Cup Final, supporters out
          F-HLOV  400  CRL10/810   Corsair          Milan Malpensa-Athens        Charter        LFC supporters out 22nd.  580 pax capacity
          F-GTUI  400  CRL20/820   Corsair          Rome Fiumicino-Athens        Charter        LFC supporters out 22nd
          F-HKIS  400  CRL30/830   Corsair          Paris Orly-Athens            Charter        LFC supporters out 22nd
22.05.07  F-GTUI  400  CRL21/822   Corsair          Athens-Athens                Charter        LFC supporters out 23rd
          F-HLOV  400  CRL11/812   Corsair          Athens-Athens                Charter        LFC supporters out 23rd
23.05.07  F-HKIS  400  CRL32/832   Corsair          Doncaster Robin Hood-Athens  Charter        LFC supporters outbound
24.05.07  F-HLOV  400  CRL813/814  Corsair          Athens-Athens                Charter        LFC supporters inbound
          F-HKIS  400  CRL833/834  Corsair          Athens-Athens                Charter        LFC supporters inbound
          F-GTUI  400  CRL823/26   Corsair          Athens-Paris Orly            Charter        LFC supporters inbound
          F-HLOV  400  CRL815/15   Corsair          Athens-Paris Orly            Charter        LFC supporters inbound
          F-HSUN  400  CRL825/25   Corsair          Athens-Paris CdG             Charter        LFC supporters inbound
          F-HKIS  400  CRL835/25   Corsair          Athens-Birmingham            Charter        LFC supporters in, aircraft out on 26th.
09.03.09  EC-KSM  400  PLM2016     Pullmantur       f&t Madrid                   Charter        Real Madrid support. 477 capacity,night stop
31.05.19  F-HSEA  400  CRL40/846   Corsair Inter'l  Paris/Orly-Madrid            Charter        LFC supporters outbound
02.06.19  F-HSEA  400  CRL         Corsair Inter'l  Madrid-                      Charter        LFC supporters inbound
..
Abbreviations:
PIK - Prestwick          FRA - Frankfurt          Dvt  Diverted flight          dis  industrial dispute       HK - Hong Kong
LAX - Los Angeles        Calg/Edmon - Calgary/Edmonton     MAN - Manchester     LHR - London Heathrow          LGW - London Gatwick

[danairamb]

Incredible article, thanks so much. For someone who half grew up at the main terminal - yet had left the country by the time this occurred, it was heartening to learn that so many 747s have used LPL. I had no idea. I was especially impressed with the loads of many of the aircraft. I well recall when there were doubts that a fully loaded 707 could be handled on the then new runway.

Thanks again, awesome work Brian.

David in Ottawa

[andyh]

Excellent article, as ever, Brian. A couple of pics from me to contribute...

Corsair B.747-100 F-GIMJ



Corsair B.747-400 F-HSUN on approach during the 'Athens Airlift'



British Airways B.747 G-BDXK



Enjoy,
Andy

[viscount]

A little while ago, on another thread regarding 'River Mersey Flypasts', "CloudWarrior" asked about a Qantas Jumbo that overflew the IGF (International Garden Festival), Otterspool Prom in 1984. I knew I had reference to it somewhere, but could not locate it. I've now come across the mention, found while preparing my next piece for nwan forum. The answer is possibly more relevant to this thread, although as the flight did not make an approach to Liverpool Airport it is not included in the 'visits' listing above.

On Sunday 5th August 1984, marking Australia week at the IGF, Qantas Boeing 747-238B, VH-EBK, QF1192, flew low up the River, at around 1525 hours (although on a different page, the same source also states it was widely seen over South Liverpool at 1420) with a load of round-trip passengers from Manchester. The aircraft was on a publicity/air experience flight, passengers had their standard IATA tickets marked with the destination as 'Pseudo City', apparently due to the reservation system not being able to ticket the destination as the same airport as departure without going somewhere inbetween! It was not included in the Airport Logs at the time as it did not make a formal approach and go-around at Liverpool Airport, it was simply traffic operating within the control zone - just a little larger than most!

The following year (24.3.85), I was on another of the publicity/air experience Qantas flights out of Manchester. Again the tickets were marked with destination as 'Pseudo City', but the destination screens in Manchester departures showed 'Liverpool' as the destination, which got a number of MAS members quite excited! In the event, QF1192, VH-EBL with 435 pax, cruised around high above the clouds for 49 minutes at 22000', routing off 24 Manchester-Wigtown-IoM-Anglesey-onto 24 Manchester. Rather odd sitting about three rows back from the nose cone as the number of seats across diminish rapidly. I disembarked feeling somehow cheated of a visit home.

[CloudWarrior]

Thanks for that Brian, thats the 1st time someone has confirmed it wasnt a dream and I actually flew on a QANTAS 747

[trumpeter]

How did the 747s fit onto the new apron before it was extended? It must have take up the whole area? Was a tug ever required?

[viscount]

The original apron on the South airfield had two entrances off the taxiway, effectively at the south east and south west corners, the terminal being along the northern edge. By bringing the aircraft on at the first entrance, then immediately turning it so it was parallel and close to the outer edge and parking it between the two entrances. The photo of G-BDXK seems to show that it was turned again, so nose on towards the terminal and stopped, but still close to the outer/south edge. A simple U-turn would take it out, off the apron onto the taxiway. This left plenty of room on either side for other aircraft to enter and depart the apron and to park ajacent to the terminal.

Remember at this time (late 80s/through to the mid 90s) scheduled traffic parking infront of the terminal rarely was more than two aircraft at a time, SD.3-60, BAe.ATP, DC-9-15 or B737-200. This was when all flights were marshalled and there were no marked parking stands. Liverpool did not have a large aircraft tug, being in the days before nose-in parking. The busy time was at night with two rows of mail flights along the west edge of the apron, as far as I can recall only once, a Virgin Jumbo night stopped on a weekday while the apron was still somewhat restricted in size. By the time of the first Corsair football charters, apron space had been increased and mail flights descreased in number.

On the subject of tugs, even today the wide-body stand (Stand 14 if memory serves correct) is a self manouvering stand, not requiring push-back tug.

The Air Hong Kong was parked on the taxi-way, between the two entrances, so smaller traffic could arrive and depart without hinderance. The Caledonian parked up by the spur at the 09 end (near where the fuel farm now is). In terms of large aircraft parking problems, the biggest headache was one December when an An-124 suffered engine failure on start-up. A second Ruslan arrived and they parked nose to nose out on the taxiway while the charity cargo was transferred. This did cause our regular aircraft to have to back-track to get around the blockage.

[vanguard]

Hi Viscount,i must correct you on the south apron, when it was first put into use all that was down there was the GPO sorting complex and the ONLY entrance was directly opposite the GPO complex,that was the only entrance for quite some time if i'm not mistaken even when the "new terminal" was up and running.What date the second one was built i can't remember, with regards to stand 14 a pushback tug was used at that time as the 747's were side by side,they were pushed out thru "Wiskey" on to Alpha for dep.

[viscount]

There was an apron extension (uncertain if first or second one) in summer/autumn 1991 ie before the visit of G-BDXK. Of the two visits by Jumbos while the initial 1983 apron was still unenlarged, one used the spur (Caledonian), the other I (Virgin) I did not witness. I must admit that I am uncertain as to the enlargement dates, or which extensions put in the second and third entrances.

The only time that there have been two (indeed three) Jumbos on the south airfield apron at the same time was in 2007, by which time the west main apron had reached maximium size. As three Jumbos don't go onto two marked large-aircraft stands, push was required and planned for in advance. This was long after the limited apron period the question refered to. Perhaps I should have stated that the 2001, 2007 & 2009 visits all parked towards the west edge of the progressively enlarged apron, down towards the fuel farm, rather than on the southern edge. I don't recall where the 1998 visiting aircraft parked, but by then there were three apron entrances.

[vanguard]

Hi again Viscount,

one more point on the first enterance, it's now used as an exit during first wave flts in the morning.

[L1011]

Hi Viscount.

Thanks very much for a first class article.
Thank you for taking the time and effort for us all to have such great info.

Alan Jones.
Liverpool,U.K.