Welcome to our second instalment covering the history of Singapore Airlines’ flights to and from the USA. For the full story make sure you’ve checked out our first part in this series, which examined the inaugural services and initial ramp-up of flights.
We wound up Part 1 with Singapore Airlines running nine times weekly all-Boeing 747 service to and from the USA in December 1980, having finally won rights not only to serve San Francisco via Honolulu but also Los Angeles via Taipei and Los Angeles through the more lucrative Tokyo transit point.
In common with the rest of the airline’s routes, USA flights moved from Paya Lebar (Singapore International Airport) to Singapore Changi Airport when it opened in July 1981.
The politics continued
There was a fair amount of political wrangling in Part 1 of this series, but if you thought that’s where the politics ended, you’d be wrong.
Pan Am was still fiercely fighting any further route concessions for Singapore Airlines. The carrier argued SIA was government subsidised and competing at an unfair advantage with “bottomless pockets”, against heavily loss-making US carriers.
In 1982 Pan Am made its feelings known at a US subcommittee hearing on aviation policy, arguing against SIA’s application to increase its Singapore – Los Angeles flights via Tokyo from three to five times a week, and the airline wasn’t pulling any punches.
“Granting the amendment would simply permit SIA to introduce excess capacity into the market. While this strategy is one that has been used effectively in the past by foreign government-supported airlines in order to secure a larger share of the market, it should not be encouraged by the U.S. Government at the expense of privately owned carriers who must make decisions based on profitability…
“SIA can serve the United States without serving Japan…
“Granting SIA additional authority to serve Tokyo will only encourage it to add capacity in the U.S.-Japan market, which is already characterized by excess capacity, and discourage it from continuing its Honolulu – Asia direct services.”Pan Am’s testimony to the US subcommittee hearing on aviation policy, July 1982
Pan Am was even asking for the existing temporary authority SIA had won, to operate Los Angeles flights via Tokyo three times per week, to be withdrawn.
“Pan American World Airways, Inc., respectfully requests that the board deny SIA application to amend its exemption authority and revoke SIA’s existing temporary authority to serve the Tokyo-U.S. market.”Pan Am’s testimony to the US subcommittee hearing on aviation policy, July 1982
Thankfully for Singapore Airlines, the US did not concede to Pan Am’s insistence that SIA’s Tokyo transit rights be completely removed, but an expansion to five times weekly was denied and the service remained stuck at three times per week.
By July 1982, however, the airline had managed to get approval to add a fifth weekly SQ1/2 service on the Singapore – Hong Kong – Honolulu – San Francisco route.
The wing of the SIA jet struck the tail engine of the TriStar, which was stationary at the time and had 211 people on board.
No one was injured but the impact left debris on the taxiway and according to reports caused “somewhat more than minor damage”.
The National Transportation Safety Board blamed the pilots for the incident, but also added it was “just an unfortunate situation”.
BIG TOPs (747-300s)
On 29th April 1983 Singapore Airlines took delivery of its first Boeing 747-300, nicknamed ‘BIG TOP’ thanks to its extended upper deck, which also allowed space for an impressive 422-seat total capacity.
The USA was the airline’s first target for the new jets, and on Thursday 5th May 1983 SIA’s first Boeing 747-300 commercial flight replaced a Boeing 747-200B on the Singapore – Tokyo – Los Angeles route (SQ11/12) three days per week.
It was quick succession for the next route, with Sunday 19th June 1983 marking the second Big Top service on the flagship SQ1/2 from Singapore to San Francisco via Hong Kong and Honolulu.
The third ‘BIG TOP’ was due by mid-July 1983 to bring the Singapore – Tokyo – Los Angeles route (SQ11/12) to five times weekly, but political wranglings meant that frequency change didn’t happen until two years later.
Pay Economy, fly Business
In mid-1983, to promote its stretched upper deck ‘BIG TOPs’ with 40 Business Class seats (plus an additional 14 on the main deck), Singapore Airlines ran a special promotion allowing those originating in Los Angeles or San Francisco to book a Business Class ticket for the price of a full-fare Economy Class one.
The surcharge for Business Class was usually 10% in those days.
Business Class service on the 747-300 upper deck
More complication was in store for Singapore Airlines’ desired expansion of service to and from the USA, and this time it was the British holding things up. In 1982 Singapore and Britain had commenced a series of air talks, that by early 1984 had largely fallen through.
Why would that affect SIA’s expansion on US services, you might ask?
Well Hong Kong was still under British rule at the time, and while the US CAB had already approved daily operation by Singapore Airlines to San Francisco via Honolulu, the British were obstructing an increase from five times weekly on the Hong Kong – Honolulu part of the route.
Britain was trying to equalise the earnings of Cathay Pacific, British Airways and Singapore Airlines on routes covered by their air services agreement, while SIA argued for equal opportunities on a service that would be beneficial for Hong Kong, and didn’t even compete with Cathay Pacific at the time.
In January 1984 an agreement was reached and the flagship SQ1/2 San Francisco service could finally operate every day of the week from April that year.
In return Singapore Airlines had to give up seven weekly fifth freedom services from Hong Kong, to Bangkok and Tokyo, but retained fifth freedom traffic rights on the lucrative Hong Kong – Taipei route.
Los Angeles lifts
Finally from 29th October 1985 Singapore Airlines was able to increase its Los Angeles via Tokyo flights to five times a week, three years after first requesting the change.
With the Los Angeles via Taipei and Honolulu routes already increased to three times per week, the airline was then offering 15 services in total per week to and from the USA, all using the Boeing 747-300s.
“There is a lot of demand for travel on this route as it’s the shortest possible way to Los Angeles.
“We’re preparing for daily flights by 1987.”SIA spokesman, October 1985
True to its word, SIA gained approval and hiked its Singapore – Los Angeles via Tokyo flights to daily from April 1987.
The Boeing 747-300 was a relatively short-lived variant of the jumbo jet. Only 81 were ever built, 14 of which were operated by Singapore Airlines.
Technical advancements meant the type was quickly surpassed by the Boeing 747-400 (694 of these were built), which had 2,500km more range, more modern engines, and required only two pilots (no flight engineer).
Following some production delays, Singapore Airlines took delivery of its first Boeing 747-400 ‘MEGATOP’ in Seattle on 18th March 1989. It became the second Asian carrier to do so, with Cathay Pacific picking up the keys to its first model a few months earlier, in late 1988.
Singapore Airlines saw an opportunity to score an accolade ahead of its regional rival, however. The Boeing 747-400 was the first aircraft type capable of flying from the west coast of the US to Hong Kong non-stop, and once it had more of the aircraft in its fleet Cathay Pacific was certain to take advantage.
After a week of crew training flights in Seattle, Singapore Airlines flew its first MEGATOP (9V-SMB) not to Singapore but to San Francisco, where it would then take part in a record-breaking feat by replacing a Boeing 747-300 on the SQ1 service and skipping the Honolulu stop en-route to Hong Kong.
On 27th March 1989 SIA therefore became the first carrier to fly the Boeing 747-400 on a commercial flight across the Pacific, and the airline was happy to crow about it, taking out full-page newspaper adverts across the world.