After Tobruk
fell to General Wavell's forces on 22nd January, they moved from
Gambut through Tobruk to El Gazala, another Italian aerodrome. While they stayed at Gazala,
Val was badly burned by an exploding drum of captured Italian
petrol. Many soon acquired the
ulcers called "desert sores" on their arms and legs, due to very
poor quality food. However, on
one occasion, Val shot a gazelle and, while it was a bit "gamey",
all enjoyed fresh meat which was a welcome change from the "bully
beef" and "burgoo".
All then
started to realise that something big was happening in Greece,
because the Australian Sixth Division was withdrawn from the
Benghazi area and sent there. Being
attached to the Sixth Division, 3 Squadron were expecting to go
with them. However, on 29th
January 1941 they began to be re-equipped with Hawker Hurricane
Mk.Is, which had seen service in the Battle of Britain and weren't
in very good shape.
Benghazi fell
on 7th February and three days later the Squadron occupied a
nearby aerodrome called Benina, and lived in the bombed-out
quarters of the Italian Regia Aeronautica. They had
some difficulty in converting to the Hurricanes, and they were
also finding great trouble in getting decent food, with the result
that most were poorly nourished and there was a lot of illness.
Val’s number
nearly came up at Benina when a Heinkel 111K came in with gear and
flaps down, as if it were going to land, but then the pilot
realised that he had made a mistake and dropped a stick of bombs
where Val was lying prone. Val
said:
"The
explosion went over my body and I was unscathed. This
episode I recorded, as I was carrying a small Kodak Retina
camera and I still have these photographs today. We
were targeted regularly at this aerodrome."
It was also
very difficult to get petrol for the aeroplanes as it was almost
impossible to get a full load from a convoy. The
fuel used to come up in four-gallon tins along the coast road, and
by the time it reached them, at the various places they were
operating from, about 90% of the tins would be empty due to their
developing leaks from rattling around on the trucks. The
Afrika Korps was much better equipped with "jerrycans".
About this
time, they had a very big scare one night at Benina when the gas
rattles went off and everyone thought they were being
gassed. Clad only in pyjamas, or
whatever they were sleeping in, the men made their way to shelter,
crouched under gas capes with gas masks on, only to discover that
they had not emptied out the dirt and dust that had collected
coming across the desert up from Sollum. While
they did believe that there were gas cannisters located close to
Benina, in actual fact it was not gas but advection-type
fog which had blown in from the sea and was billowing around,
making the gas rattles operate.
From Benina,
part of the Squadron went to Agedabia, but the Germans had then
entered the conflict and the Afrika Korps soon pushed them back. No.3 Squadron were thought to be the
last to leave Benghazi, on 3rd April, and they blew up a good
number of the installations (that could be useful to the Germans
and Italians) as they departed. They
retreated a lot more hurriedly than they had advanced.
The Allied
forces were under the command of General Wavell and this was the
first retreat that had occurred in the Western Desert operations.
3 Squadron suffered a number of
very serious attacks on their convoy by the Germans in
Messerschmitt Me 110s. At one
part of their departure from Benina, they were stuck on the road
at Derna Pass and couldn't move. Val
recalls:
"Messerschmitt
110s flew backwards and forwards across Derna Pass raking us
with gunfire as we were trying to get out. I
jumped from the top of a Crosley truck and sustained some
injuries but, along with two or three of my mates, I found a
culvert underneath the road and we had some success in
covering ourselves there. When
the attack passed, the convoy moved on. I
think one airmen was
killed at Derna in this engagement."
The convoy,
incidentally, was comprised solely of 3 Squadron vehicles. There were no tanks or Bren Gun
Carriers to support them. In
fact, when the Sixth Division was sent to Greece, they had to hand
in all their rifles; and so they didn't
even have small arms to protect themselves with. At
one aerodrome where the Hurricanes landed for the night during the
retreat, the men were surrounded by the crack Italian Ariete
Armoured Division. As they had
nothing else to protect themselves with, and they certainly
couldn't fly the aeroplanes at night time, they propped-up ten of
their Hurricanes' tails, to allow the guns to point down slightly
and give enfilading fire around the perimeter of their camp. The pilots sat in the aeroplanes ready
to fire if they detected any movement around the camp. Fortunately
a Scottish Regiment came in and saved them from capture.
After leaving
Derna, they went along the coast to Cyrene, which was formerly a
Greek City-State. Val remembers
Cyrene...
"...as a miniature Greek city, complete
with a small theatre (similar to Epidauris in Greece) and
beautiful temples, which had been utilised by the Italians. We stayed there a day or so
regrouping, and then finally moved down to a more-or-less safe
haven at El Adem, and then into Egypt itself. There
we started to lick our wounds and try to recover the Squadron,
because we certainly weren't operative at that stage.
The Squadron had retreated
more than 500 miles in ten days and operated from nine
different airfields."
Early in May
1941, they moved by train to Palestine, to Aqir and then to Lydda
and re-equipped with Curtiss Tomahawk fighter aeroplanes,
which were just becoming available. The
Hurricanes were certainly worn-out by then: their engines had no
compression and they weren't at all useful for fighting purposes.
There was a lot of difficulty with
pilots transferring to Tomahawks and various photographs Val has
kept illustrate some of the 16 aeroplanes that were lost in
training accidents, firstly at Aqir and then Lydda, where they
were based for the re-equipment program. The
Tomahawks had a tendency to swing on take-off if the torque of the
engine wasn't corrected smartly; as the aircraft took off abreast
in pairs, such swings caused a number of collisions.
Another problem was that some
pilots had not flown retractable undercarriage aircraft before,
and therefore experienced some gear-up landings.
Then the war, as far as they were concerned,
moved up to Syria, and they went through Haifa, then Nazareth, to
an aerodrome near Rosh Pinna, which was close to Lake Tiberius
(the Sea of Galilee). From there
they operated against the Vichy French, losing a few
aeroplanes and pilots.
In July they
moved up through Damascus to an aerodrome named Rayak, outside of
Zahle, very close to the ruins of Baalbek.
The Vichy French forces in Syria
had surrendered after a bloody battle which lasted from 7th June
to 12th July 1941, in which Australia alone suffered more than 400
troops killed and 1,200 wounded. Allied
prisoners of war, including a number of Australians, had covertly
been shipped to Vichy France, from where they would have
been handed over to the Germans. When
this was discovered, the Vichy French commander, General Dentz,
and some of his senior officers were taken into custody as
hostages by the Allies. This had
the desired effect and all prisoners were returned to Syria.
However, the
plans to arrest General Dentz were almost thwarted at the last
minute when, taking advantage of the prevailing confusion, he
attempted to flee from Rayak to France in his Potez transport. Unhappily for him, souvenir hunters
from 3 Squadron had discovered his aircraft (which even had a
toilet with a gilded seat in it) and various items were quickly
removed, rendering the aircraft completely unserviceable. -
The boys were in serious trouble for having looted the
aircraft, but were pardoned, with no questions asked, provided
everything was returned. A 3
Squadron song celebrates this episode.
Rayak was a
fully-equipped French aerodrome complete with hangars. The
French barracks were very dirty and completely lousey
& flea-ridden. 3SQN operated from there for
some time, more or less in pacification exercises. It
was a much better climate than the desert of Egypt and Libya, and
some leave was granted there, enabling many to visit Beirut. Generally speaking, it was a much more
pleasant experience, but it didn't last very long.
Val joined Qantas
on 15th August 1946 as an Engine Fitter but shortly afterwards sat
for the Ground Engineer's C and D licences which were available at
Rose Bay, namely on the Short Hythe flying boats with their
Bristol Pegasus engines, plus the Pratt & Whitney
engines of TEAL's Sandringham flying boats.
Occasionally he flew as a Flight Engineer on test flights of flying
boats.
He became a
Technical Instructor and set up a school at Rose Bay to give some
engineering training to the apprentices and to conduct courses for
pilots, flight engineers and cabin staff on the Hythe flying
boats.
With the advent
of Qantas’s Lockheed Constellations in early 1947, Val went to
Burbank, USA in his new role as Senior Flight Engineer, with
13 other Flight Engineers on a four month training course.
They returned in
their new blue aircrew uniforms with white caps. Most of the
engineers who had been in Burbank overseeing the construction came
back on VH-EAD, as did Captain "Scotty" Allan, and they were
greeted in Sydney with something of a fanfare...
The
Constellation's crew consisted of three pilots, a navigator, a radio
operator, two flight engineers, three stewards and, after March
1948, a flight hostess. Always
quick off the mark, Val married Patricia
Burke, who was one of the first nine hostesses employed
by Qantas, [and personally selected by Lady Hudson Fysh, wife of the
Qantas founder] in 1950.
Val had been
approved by the Department of Civil Aviation as a Senior Check
Flight Engineer and, as such, was an Examiner for the
Department, helping to select, train and check flight engineers on
Constellations and sometimes on flying boats.
However, in
December 1953, Qantas invited Val to re-muster as a pilot, having
discovered that he had already learned to fly at Kingsford Smith
Aerial Services at Bankstown, and, after gaining his Private Pilot
Licence had gradually built up his hours to obtain a Commercial
Pilot Licence.
He began his
conversion on the Douglas DC-3 and at the end of his training period
was posted as Second Officer to the Lockheed 749 Constellation.
In May 1955 he
was promoted to First Officer and two months later transferred to
the L.1049 Super Constellation. He passed his training
on the L.1049 as both a pilot and as a flight engineer
He began studying
for his Flight Navigator Licence and in July 1956, about two and a
half years after transferring as a pilot, he gained that licence
(Number 263), in itself a rare qualification. He
was now in the unique position of holding all licences,
that is: a Commercial Pilot Licence, an Airline
Transport Pilot Licence, a Flight Navigator Licence, a
Flight Engineer Licence, a Ground Engineer C and D
Licence, and a Flight Radio Licence with 20 words per minute
Morse endorsement.
In August 1959 he
transferred to the Boeing 707 and in May of the
following year was promoted to Senior First Officer (with
rank insignia of 2½ gold bars). At the time he had been based
in the United States for three years but returned to Sydney to start
his command training, from which
he graduated in December 1963, moving to
the Lockheed Electra and later became a Route Training Captain on
the Electra.
After over a year
on the Electra, he was posted for Boeing 707 training. He
became a 707 Captain on 20th March 1968, and subsequently a Promotional
Training Captain in October 1969, then a Check Captain
(August 1970) and later (May 1973) a Senior Check Captain.
After some time
as a Senior Check Captain, he applied for Boeing 747
training, and on 21st March 1974 became a 747 Captain.
He retired on
30th June 1978, finishing up on the Boeing 747 as a Senior
Captain and Number 6 on the seniority list. His flying
career embraced almost 40 years, during which time he had amassed
about 21,000 hours flying as a pilot and about 5,000 hours as a
flight engineer. He didn't kept track of his flight navigator
time, because that was always grouped with the pilot time.
During his career,
Val St. Leon flew all the aircraft types that Qantas operated to
South Africa, mostly as a captain. He
had operated as a flight engineer on the initial L.749
Constellation proving flight and subsequently flew as a pilot
on all types from the L.749 to the L.749A, the L.1049
Super Constellation, the L.1049G and L.1049H,
the L.188 Electra, the Boeing 707-338, and finally
the Boeing 747-200 series. Conceivably
he is the only pilot to have these achievements on his record.
By 1971, Val had
already survived two pilots’ strikes, but on 22 April of that year,
a further incident occurred when 138 pilots and 17 flight engineers
were retrenched when an economic downturn reflected on Qantas’s
profitability. He had been elected
Vice-Chairman of the Overseas Branch of the Australian
Federation of Air Pilots in 1967. When
the Chairman was posted to London on a short-term basing, he had
taken over from him for about a year. Following
that, he became Industrial Chairman for three years. Thus, in 1971 he participated in the
action to represent the 138 pilots who had been retrenched. It
was a very painful experience because most were young fellows who
had been either Cadets or very junior pilots just appointed, but
under the seniority system, if there was any need for redundancies,
it was always the most junior who would depart first.
However, agreed contracts guaranteed their
re-employment in order of seniority when vacancies next occurred,
and when the Company returned to profitability, the first 39 were
re-employed in June 1973, with the rest following over time.
He claims his
most pleasant task, however, was taking an empty Boeing 747,
VH-EBG, to RAAF Butterworth in Malaya and on 9th December 1976
bring the whole of the RAAF's 3 Squadron back
home at the end of their tour of duty there.
IN MEMORY OF VAL. - PASSED AWAY JUNE 19,
2016, AGED 95.
Eulogy
by his son Mark.
On behalf of my sister, Jane, and my brother,
Anthony, our children and our absent mother, Patricia, I welcome
you today to this celebration of the life lived by Norman
Valentine St Leon, our father, our childrens’ grandfather
and husband of Patricia. My name is Mark Valentine St Leon.
I am the eldest child of Norman Valentine and Patricia.
In the flicker of time available today, I can do no
more than outline some of Dad’s life and extraordinary
achievements – his seven years’ service in the Royal Australian
Air Force; his active service with the RAAF in North Africa during
World War II; his contribution to the development and expansion of
a small airline he joined just after the war, named Qantas;
his construction of two family homes in suburban Sydney, the first
at Chatswood in the 1950s, just over the the other side of the
valley from here, and the second at Wahroonga in the 1960s; his
recovery and development of Panatana, a 2500-acre New England
cattle station; and his raising of three children in a level of
material comfort well beyond what he had known in his own
youth. Many of these achievements of course were made
possible by the unerring support of his dedicated wife of over 65
years, Patricia, who regretfully cannot join us today.
Norman Valentine St Leon was born at Erskineville, at
Nurse Fox’s Hospital, on 6 November 1921. His parents were
Norman St Leon and Vera St Leon, formerly Lee. Earlier
generations of the St Leon family were among Australia’s earliest
entertainers, having formed a circus on the goldfields at Sofala
in 1851. In 1854, on the goldfields of Ballarat, the St Leon
family played a small part in one of the defining events in
Australia’s history - the Eureka Stockade - when the rebellious
diggers commandeered the circus tent for their protest
meeting.
Norman Valentine St Leon was the fourth generation of
the St Leon family and the only child of his parents’
marriage. Norman Valentine was named Norman after his father
but given the middle name of ‘Valentine’, a romantic link
to his mother’s birthday, St Valentine’s Day, 14 February.
In a short time, the baby boy named Norman Valentine became known
to one and all - and many of you here today - as simply ‘Val’.
In the year Val was born, 1921, there was only a hint of
how the world – and Val’s life and career - would unfold over the
course of the remainder of 20th Century. Aviation
was in its infancy. Only 18 years earlier, in 1903, the
Wright brothers had flown the world’s first ‘flying machine’,
on the sand dunes of Kitty Hawk, North Carolina, the grand
distance of 117 yards. The Great War – the war to end all
wars – concluded in 1918, had seen pilots flying primitive
biplanes fight their duels in the skies above the trenches of
France.
And then, two years after the end of the Great War,
in outback Queensland in November 1920, and the year before Val
was born, two airmen who had served in the Australian Flying
Corps during the Great War, named Hudson Fysh and Paddy
McGuiness, started a regular air service with a war-era bi-plane,
an Avro 504K, flying between the towns of Winton and Longreach,
carrying mail and a single passenger who had to sit, heavily
rugged up, in an open cockpit. Fysh and McGuinness named
their airline “Queensland and Northern Territory Aerial Service
Ltd”, soon abbreviated to the acronym of Q.A.N.T.A.S.
Qantas grew, slowly but surely, and by 1934 had joined with
Britian’s Imperial Airways – today’s British Airways – to
operate the Empire Route – today’s QF1 - between Australia
and Britain.
While aviation – in Australia as elsewhere – was
taking its first steps, the little boy named Val was taking his
own first steps: constantly travelling provincial Australia and
New Zealand - with his parents in the family circus, in
horse-drawn covered wagons and later motorized transport from town
to town, along outback “roads” that today would be regarded as no
more than rough tracks. Val’s mother gave him a rudimentary
education with correspondence lessons, forwarded by the NSW
Department of Education for collection at each post office along
the expected circus route. If the circus changed route, Val
missed his lessons for a few weeks. At circus camps, Val sat
on a stool and patiently copied, with chalk and slate, the florid
signage on the sides of the parked circus vehicles, a habit that
laid the foundation of his exquisite handwriting with which many
of you may be familiar. It was a tough life, the onset of
the Great Depression and the break-up of the family circus, made
things even tougher.
Val and his mother returned to Sydney to settle down
and at the age of ten, for the first time in his life, Val began
attending school regularly. When the Sydney Harbour Bridge
was opened in March 1932, Val joined thousands of other NSW school
children who proudly marched over the new Bridge. In those
days, the minimum school leaving age was 14 years and 8 months and
the vast majority of children left school at or near that age, to
join the workforce. Val had just turned 15 when he completed
his secondary schooling at Bondi Commercial School. He was
awarded on his departure with prizes for English, Science and
Athletics. He then began his seven-year apprenticeship as a
Fitter and Turner while attending night classes at Sydney
Technical College. But before he had even completed his
apprenticeship, war broke out in Europe when Hitler invaded
Poland. On 16 October 1939, six weeks after the outbreak of
war, and just a few weeks short of his 18th birthday,
Val enlisted – as a permanent airman No. 4285 – in the
Royal Australian Air Force. Dad’s reasoning in joining the
air force at that tender age, he later confessed, was that he
would “see fewer bullets” in the air force than he would
in the army. Nevertheless, this step proved to be the
momentous step that launched the career in aviation he would
pursue until retirement from Qantas, 39 years later.
In October 1940, Val, along with a small detachment
13 other airmen, boarded the Aquitania, one of a
troopship convoy, that carried 7,000 soldiers bound for the Middle
East. Somewhere in the Indian Ocean, he celebrated his 19th
birthday. There followed 15 months service with No.3
Squadron of the RAAF as they supported Australian and Allied
forces battling Mussolini’s legions and later Hitler’s Afrika
Korps across North Africa.
By late 1941, Japan had entered the war and permanent
members of the RAAF, including Val, were recalled for the
formation of squadrons for the defense of Australia. Val had
survived the war in North Africa war on a diet of poor quality
food – tinned bully beef and biscuits - for an extended
period. The return voyage to Australia, between Bombay and
Melbourne, was spent in the ship’s hospital. Landed at
Melbourne, a 47-kg Val had to be helped down the gangplank.
Val spent the remainder of the war at Mildura and then Oakey,
where he was responsible for establishing and commanding engine
overhaul shops to service the growing number of sophisticated
aircraft employed supplied to the RAAF from the United States
under Lend Lease.
As a member of the permanent air force, Val was not
demobilised at the end of the war as were most wartime volunteers
and conscripts. But, by then a Flight Sergeant (and
a well-qualified and experienced aircraft engineer) Val had
already decided to seek a role in civil aviation in one form or
other. Requesting a few days leave, he visited the offices
of a little airline called “Qantas”, based on the shores of Sydney
Harbour at Rose Bay with its flying boats, hoping they could offer
him “some sort of job”. As Val later described it,
compared to the RAAF, the fifth largest air force in the world at
war’s end, the Qantas outfit looked to be a “mickey mouse”
affair. But, nevertheless, in Qantas, Val saw his
future. He was discharged from the RAAF on 14 August 1946
and joined Qantas the following day. He was later assigned
the rank of Flight Lieutenant in the RAAF Reserve.
The following year - 1947 - Val was sent to the
United States in his new role with Qantas as Senior Flight
Engineer, along with other Qantas flight crewmen to train for and
then collect the four new aircraft Qantas acquired from the
Lockheed Corporation of Burbank, California. Although, the
crewmen went over by[war
bride!] ship, they came home by air, flying their
brand-new Lockheed Constellation 749s, Qantas’s first
aircraft of the post-war era. The arrival of the four Constellations
– after a 33-hour flight by way of Honolulu, Canton Island and
Nadi - was greeted by thousands of Sydney-siders who swarmed over
Mascot Airport. Val and the rest of the Qantas crewmen were
proudly dressed in their new blue uniforms and white peaked
caps.
But international air travel in those days was an
expensive business and remained beyond the pockets of most
Australians for many years to come. Throughout the 1950s and
1960s, most young Australians – the backpackers of their day –
reached London or San Francisco by passenger ship. The early
Qantas passengers were mostly Australian government officials and
corporate executives, wealthy squatters and retirees.
In contrast to the super-efficient aircraft we see in
the skies today, the crew of a Constellation consisted of three
pilots, a navigator, a radio operator and two flight
engineers. When the Constellations entered regular service
on the Qantas overseas routes, three stewards and a flight hostess
looked after the 60-odd passengers it carried. One flight
hostess who caught Val’s eye was Patricia
Burke, from Innisfail, North Queensland. Val and
Patricia married on 2 August 1950 at St Mary’s Cathedral,
Sydney. Patricia was one of the first nine hostesses
employed by Qantas and, as Val liked to joke, she was
‘hand-picked by Lady Fysh’, the wife of Hudson Fysh, one the
founders of Qantas.
I was born 18 months later and – as luck would have
it – on St Valentine’s Day, so naturally, but in my case quite
legitimately, I was also given the middle name of Valentine.
My sister Jane was born in Sydney, three years later and our
brother, Anthony Norman St Leon was born in Redwood City,
California in 1960, during the time Val – accompanied by the
family - served an extended posting for Qantas in San
Francisco.
If my sister and my brother belong to the so-called
‘baby boomer’ generation and our children to the so-called
‘Generation X’ and ‘Generation Y’, Val belonged to the ‘builder’
generation, the men and women born in the aftermath of the First
World War who had known the poverty and hardship of the Great
Depression and the horror of war, who typically finished a basic
education by the age of 15, but who were determined to lay the
foundations of Australia’s post-1945 peace and prosperity.
During his Qantas career, Val served at first as a
flight engineer and then navigator before transferring to his
first pilot duties as a Second Officer on the Lockeed Super
Constellation, in 1956. From that point, Val mastered and
captained the increasingly sophisticated aircraft acquired by
Qantas: the Lockheed Electra, the Boeing 707 and then, finally the
jumbo-sized Boeing 747, the aircraft that truly opened up the
possibility of overseas air travel to the vast majority of
Australians. On 21 March 1974, Val was promoted to 747
captain. He retired on 30th June 1978, as a senior 747
captain and No.6 on the seniority list of Qantas pilots.
During and after his illustrious career in aviation,
Dad was honoured with several medals and awards: five medals that
recognised his service during World War II and later the Air
Efficiency Medal of the RAAF; he was admitted as a member of the Royal
Aeronautical Society, the Royal Metrological Society,
and the Royal Institute of Navigators. In 2005, he
was conferred with the degree of Master of Letters by
Central Queensland University, Rockhampton, for his dissertation
describing the struggle of Australia’s airline pilots for
professional status and recognition. In 2014, he was awarded
an Order of Australia Medal.
Val passed away at his home in Birriga Road, Bellevue
Hill, the weekend before last, only five months short of his 95th
birthday. I had taken him shopping a few days earlier.
He wheeled his shopping trolley around the Aldi
supermarket at Bondi Junction, picked out what he wanted to buy
and paid his way through the checkout. I drove him
home. We had a coffee followed by one of his famous
liqueurs, a crème de menthe. We talked a bit – as we
often did over the years – about his wartime service and
experiences. I then bid him farewell and said I would be
down to visit the following week. It was not to be. My
brother Anthony took the call on the morning of Monday before
last. Val had passed away during an afternoon nap, on his
bed, as far as we know, suddenly and without undue pain or
discomfort. Lying close by were two books representative of
two of his favourite subjects outside of aviation, one, a history
of jazz music, the other, a two volume study of Greek mythology.
One of our most eloquent national historians has
written of the ‘tyranny of distance’ that continues to
shape and define Australia’s history and place in the world.
It is a tyranny that is gradually being eroded. When our
original St Leon ancestor – Val’s great-grandfather - was landed
in Hobart Town at Her Majesty’s pleasure in 1843, it was the end
of a sea voyage from Southampton of 109 days, quite a good passage
for the time. Four generations and 135 years later, in 1978,
when Val flew his last QF1 service from London to Sydney – the
flight was completed in less than 28 hours.
We may never know precisely how many thousands of
people, not to mention thousands of tonnes of cargo and thousands
of sacks of mail, Captain Val St Leon flew into and out of
Australia but we do know that they were all – people, cargo and
mail – landed safely and on schedule in the course of a flawless
flying career.
As they say in show business, it’s a hard act to
follow.
Norman Valentine St. Leon enlisted in the
RAAF in 1939 as an engineer, serving with No.3 Squadron in the
Middle East before returning to Australia to duties with No.2
OTU based at Mildura. He then set up and ran the Allison
engine overhaul department at Oakey, leaving the Air Force in
1946 to join Qantas. With the introduction of Lockheed
Constellations in 1947, he became Qantas's
first Chief Flight Engineer.
In 1952 he re-mustered as a
pilot, becoming a Captain on the Douglas DC-3, Lockheed Electra,
Boeing 707 and Boeing 747.
