As we celebrate 25 years of Aviation Job Search, we reflect on the dynamic evolution of the aviation industry. In this contribution, Lionel King shares his experiences from 1999—a time marked by significant technological advancements and notable changes in airline operations.
With a career spanning decades, Lionel offers a unique perspective on the shift from traditional practices to the modern landscape of aviation, including the challenges and rewards he faced as a Flight Engineer. Join us as we delve into his insights on the past, the changes that have shaped the industry, and his vision for the future of aviation
What were some key technological advancements in aviation that were emerging in 1999? How did these innovations impact operations?
As I started in aviation age 16, (1963) in an engine manufacturer, De Havillands, Bristol Siddeley then Rolls Royce when computers and mobile phone tech hadn’t started. So by the time I started my chosen career as a Flight Engineer 9 years after my start in Aviation signs of change were evident. By 1999 I had operated the B707 with virtually no computers and only one powered flight control.
I did operate the L1011 for six months where computers were widely used. I wasn’t sure how it would be after the B707, however, I Probably did the best Sim Check ride of my career after 6 months on the Tristar. Then the B747 which is where I saw my future and it turned out to be so. In 1999 after 26 years as an F/E the B747-400 was well on its way so aircraft with F/Es panels were already being phased out and Mr Chip was taking over more and more of the work. Automation was the name of the new game.
How did airline operations differ in 1999 compared to today? What were some common practices that have since evolved?
The biggest disaster in aviation is the cheapskate pay for the toilet and meals and the seat belt and suitcase. Aviation is a service industry not for cheapskates!. Now flying is no longer enjoyable, it's all grab and agro, security checks etc etc.
Due to the above service, efficiency and standards have all gone down. This includes the level of foods and BTW paying to choose your seat is also a rubbish new intro. Cathay who I worked for from 1977-1999 were at the top of the tree at some stage and were a highly respected airline. This did change in my view latterly due to poor management, which was unusual.
What was the passenger experience like in 1999? How did in-flight services, seating, and amenities compare to current standards?
Without doubt the Queen of the skies was the B747, Joe Sutter and his team did a fantastic job and Boeing along with Pan Am gambled big time and it paid off. The 747 could take just under 400 in some configurations. It was efficient, fast and generally very reliable once the teething problems were solved, mainly engine power, or lack of!
What were the most popular aircraft in use during 1999? Did you have a favourite model, and why?
For me although the Captain has the overall say you were the only engineer on the aircraft so you were really your own boss in charge of the technicalities of these amazing machines. I loved travelling working with pilots and just about all I ever worked with loved what they were doing so did it well. I have now visited 70 countries, lived in 4 and moved home 26 times! As with the cheapskate culture airlines now give staff very little time down route, as they say we joined the Navy to see the world and what did we see? We saw the sea! In airlines now you get a few hours in a hotel room and off to the next place - it feels like it’s more about money.
How would you describe the work culture in aviation during that time? What were the challenges and rewards of working in the industry back then?
After my apprenticeship where I realised I wanted to be an F/E it took me 3 different job types to get the experience. RR service department, out of manufacturing into maintenance and repair 1 year. Britannia Airways Luton Line Maintenance Engineer, aircraft experience 4 months. BOAC LHR night shift aircraft maintenance many courses and B707 ground Engineers type licence and made supervisor age 24. Then BOAC F/E training course 48 weeks, probably the best F/E training in the world.
How did you get started in aviation, and what was your role in 1999? How has your career evolved since then?
My start is documented already, the apprenticeship RR debentures with a C&G FTC credit in Aeronautical Engineering along with the apprenticeship was a very good start in aviation. My career went: Apprentice, Service Dept Engineer, Aircraft Maintenance Fitter, Maintenance Supervisor, Flight Engineer, Check & Training F/E, and also I ran the B747 Flight Test for CX. Then finally I became the Training Flight Engineer for the Sultan of Omans Royal Flight.
Can you share a memorable experience from your time in aviation in 1999? What made it stand out?
1999 was unfortunately a bad year in my career, it should I say a decision year. After working for CX for 22.5 years they decided to put the freighter fleet into a new company and offer us a 66% pay cut after getting the fantastic name we had built for them.
As usual it was a poor management decision, which ultimately failed. Redundancy was offered but our contract was only 6 months max pay regardless of time served, this applied to aircrew only the other staff had 2/3 months per year. I wrote a letter to the MD but against his brief I believe he refused to discuss the situation. I therefore decided to take the redundancy and moved onto the Oman RF job. This turned out to be a very good move for several reasons.
Looking back, what were your hopes or predictions for the future of aviation when you reflected on 1999? How do you think those have played out?
Being an Engineer I have always realised that Engineers Design, Build and Maintain Aircraft, Operating them is a very interesting and wide ranging skill, BUT, they are highly technical ( more so now) and are going more that way. In my view I would never fly in an autonomous aircraft or drive in an autonomous car. We are a race of humans and should keep ourselves at the forefront of everything because it’s our planet, our lives and our responsibility. I still believe a 3 man crew as with F/Es is the safest most efficient way to operate an aircraft.
