The Californian National Flag Carrier, Imperial Indian Pacific & Oceanic is fundamentally an ocean liner company that got the rights to be an airline. They're considered to be the highest service airline in the world. Their main long range aircraft is the 747-400ER, with a interior fit that is considered by Boeing to be "Super Luxe"*
*Why "Super Luxe"? Well, here are the seat pitches and widths:
- Tourist Class(Economy)
- Third Class (Premium Economy)
- Second Class (Business, Angled Lay-Flat)
- First Class (Fully Lay-Flat)
- First Class Suite
- Two small folding bunks and a small couch
- Analogous to a small private rail cabin
- Cabin class only offered on 747, select two-deck VC.10, and historically on dedicated VC.10 trans-Indian Ocean flights
For comparison, my coach seat from Phoenix to Honolulu & from Anchorage to O'Hare had pitches of about 32" and a widths of just 17.5"
*shudders*
The main difference between the Callieverse 747 and the historic 747 is that the Callieverse plane offers manual revision for the elevators and inboard ailerons (to meet Californian Aviation standards, which are exceptionally conservativeβ ). To get these changes to the 747, IIP&O had to agree to be a launch partner on par with Pan Am.
β Californian crews have a 7 hour max flight time, and a four woman flight deck crew (Pilot, Co-Pilot, Flight Engineer, & Navigator) for open ocean flights. The flight time limitations also apply to the cabin crew due to their role in emergency evacuation. Yes, this means that some routes will have 3-4 full crews per flight.
While the 747-400ER is a staple of the IIP&O fleet, the majority of their wide bodied aircraft are of the VC.20 family. Produced under a joint production agreement with Ilyushin this family is based on the Il-96, but with full manual reversion:
Backing up the fleet is a very large number of continuously updated members of the VC.10 family (there are over 30 different models of this family that have been produced) Both the VC.10 Super and the double-deck Narrow body VC.10 Superb are shown here:
on shorter ranged routes, the 727 was a very popular airliner (shown here with Conway Engines):
Finally, in the late 1950s in the gap between the introduction of the VC.7 and the VC.10, IIP&O ordered a handful of 707-120D (-120 with Conway engines, an ahistorical derivation) and -420 airliners.