Cyclone Tracy 1974
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Why not write a book? Where are you Mac.
Bloody hell Old Fella, that's either a good memory you have or you have dusted off the log books!!
I reckon there is enough aviation people out there that can supply enough information, facts, photos etc for MacArthur Job and Fris B Fairing to write a book on the 74 cyclone evacuation, but from an aviation theme and perspective. The details are out there and Mac would be the perfect author by far. Input from journos, pilots (both civilian and RAAF), BOM, Air-services, the Regulator, Customs, even treating Doctors, nurses, army and the list goes on. 2 years to collate the info, pen the book and then release it in 2014, 40 year milestone!!
I reckon there is enough aviation people out there that can supply enough information, facts, photos etc for MacArthur Job and Fris B Fairing to write a book on the 74 cyclone evacuation, but from an aviation theme and perspective. The details are out there and Mac would be the perfect author by far. Input from journos, pilots (both civilian and RAAF), BOM, Air-services, the Regulator, Customs, even treating Doctors, nurses, army and the list goes on. 2 years to collate the info, pen the book and then release it in 2014, 40 year milestone!!
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Cyclone Tracey
F.B.F.
I was involved in the Darwin evacuation, as a pilot flying C130E aircraft of No 37 SQN RAAF. Did a number of flights with the first being particularly notable when the aircraft barely became airborne out of Richmond (we subsequently discovered that we were in the order of 21,000lb over max AUW, and didn't know). When I can find my RAAF log book, I will send you details of the flights I operated. If you want a copy of the safety article I wrote as the result of the overweight take off, I will scan and e-mail it to you.
I was involved in the Darwin evacuation, as a pilot flying C130E aircraft of No 37 SQN RAAF. Did a number of flights with the first being particularly notable when the aircraft barely became airborne out of Richmond (we subsequently discovered that we were in the order of 21,000lb over max AUW, and didn't know). When I can find my RAAF log book, I will send you details of the flights I operated. If you want a copy of the safety article I wrote as the result of the overweight take off, I will scan and e-mail it to you.
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Dusted off Log Books
gobbledock, no memory involved, just checked my log books. Trojan764, was that 21000lbs over 155000 or 175000? In my short time on the C130E I was very conscious of the increased operating weights of the aircraft over the C130A (124200lbs MTOW) with very little increase in avialable power over the C130A. I felt much more comfortable at heavy weights in the C130H than in the C130E.
Old Fella, before my time, but I did Have a Trojan callsign a bit later! Remember the A's didn't have enuf air beaters over at Brand X until they got their shiny Camo H's
Oh, no comment on the E's lack of ability at 175k lbs...
However, I remember my Dad flew in to Darwin [27th ish?] on a USAF C141. I think out of RIC. He was with a bunch of Fed police who unwittingly filled him in on arrival all of the perks. Suffice to say, as an Elec Engineer, he ensured that the cops Beer refrigeration achieved an appropriate priority!
Oh, no comment on the E's lack of ability at 175k lbs...However, I remember my Dad flew in to Darwin [27th ish?] on a USAF C141. I think out of RIC. He was with a bunch of Fed police who unwittingly filled him in on arrival all of the perks. Suffice to say, as an Elec Engineer, he ensured that the cops Beer refrigeration achieved an appropriate priority!
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Not enuf air beaters
Hi Spleener, the "A" may have only had three blades per prop, but they were 15' diameter and they worked very well and they were not as noisy as many claim, if they were set up correctly. Compared to the "H", the "E" was a slug. In any event they are/were all fine aircraft which did/do serve very well. Hope you enjoy HKG as much as I did.
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Old Fella,
My wife was on the Hercules on 27 December that had to put down in Charleville (?) with an engine problem(?) - People of Charleville met the plane and cared for the PAX until the Herc was fixed. Then flight resumed.
Plane eventually went to Sydney where my wife was X-Rayed, then she was sent to Adelaide on Commercial 727.
My wife was on the Hercules on 27 December that had to put down in Charleville (?) with an engine problem(?) - People of Charleville met the plane and cared for the PAX until the Herc was fixed. Then flight resumed.
Plane eventually went to Sydney where my wife was X-Rayed, then she was sent to Adelaide on Commercial 727.
Thread Starter
gobbledock
I've no plans to write a book on the subject but if anyone feels so inclined they will have my full co-operation. The important thing is to document these flights before the information is lost. We are now 37 years removed from these events and it surprises me that this information hasn't been gathered previously. While all the personal anecdotes are interesting and make for good reading, I really need documented facts on the flights themselves with dates, aircraft identity and pax loads, ideally sourced from the log books of those involved.
TROJAN764 your kind offer is accepted. Have sent you an email.
I am still digesting information contributed to this thread and it will appear on my website eventually so thanks to all who have responded.
Rgds
I've no plans to write a book on the subject but if anyone feels so inclined they will have my full co-operation. The important thing is to document these flights before the information is lost. We are now 37 years removed from these events and it surprises me that this information hasn't been gathered previously. While all the personal anecdotes are interesting and make for good reading, I really need documented facts on the flights themselves with dates, aircraft identity and pax loads, ideally sourced from the log books of those involved.
TROJAN764 your kind offer is accepted. Have sent you an email.
I am still digesting information contributed to this thread and it will appear on my website eventually so thanks to all who have responded.
Rgds
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Old Fella
MTOW on the "E" was 155,000lb. On that occasion, as we discovered some time after the event, we were at 176,000lb (1,000lb over 'Emergency War Loading'). Pretty exciting take off out of Richmond as we finally got airborne crossing the departure end 'piano keys' of RWY 10. We were about level with the top of St Matthews Church (Windsor) as we flew past.
MTOW on the "E" was 155,000lb. On that occasion, as we discovered some time after the event, we were at 176,000lb (1,000lb over 'Emergency War Loading'). Pretty exciting take off out of Richmond as we finally got airborne crossing the departure end 'piano keys' of RWY 10. We were about level with the top of St Matthews Church (Windsor) as we flew past.
Last edited by TROJAN764; 6th Jan 2012 at 08:37.
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Overweight
Thanks Trojan, just was unsure which weight you had exceeded. The "H" and the "E" had the same weight limitations, however the -15's were considerably more powerful giving much better hot & high performance to the "H" model. I am sure the "pucker factor" would have been pretty high on the take-off out of Richmond at 176000 lbs, especially in summer. mmciau, hope your wife enjoyed the Hercules experience, although the circumstance of her travel probably was not the time for enjoying the Lockheed legend.
Last edited by Old Fella; 6th Jan 2012 at 10:51.
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Good thread Blokes, thank you all. Helps to fill in a few blanks for me, I was a boy at the time and a little shell shocked.
We flew out on a QF 74 around the 28/29th I think. I do remember my sister and I sharing a seat for the journey to Syd.
I Felt a bit special at Mascot when most of the folks went to various community accommodations and (The old man worked for QF) we enjoyed the pleasure of a stay at the Wentworth.
We flew out on a QF 74 around the 28/29th I think. I do remember my sister and I sharing a seat for the journey to Syd.
I Felt a bit special at Mascot when most of the folks went to various community accommodations and (The old man worked for QF) we enjoyed the pleasure of a stay at the Wentworth.
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Was 16 at the time and flew out on a 727 direct to ADL on the 28th from recollection. Can't recall if it was Ansett or TAA I'm afraid. I vividly remember being packed in like sardines. Every row had 4 people to 3 seats with lots of additional babies/young kids being nursed. Takeoff roll seemed to take for ever.
Used to work at Arnhem Air Charter during my school holidays and had just started to learn to fly at the Aero Club (TIF with WC Monoghan???- don't have my first logbook to hand). I seem to recall that was actually a Fairchild 227 owned by Freeport that used to do mining runs from Darwin to Papua. Have several photos of it with a few lighties from the surrounding tarmac piled into the leading edges/engines, including Ossie Osgood's brand new Cherokee 6. The 310 was one of SAATAS' (South Aust And Territory Air Services) imbedded in the hangar door next Arnhem Air's hangar.
Brings back memories. Thanks for the thread.
Edit: On reflection, the 310 on its side belonged to Airfast I think. Photos are in Oz somewhere.
In one of the photos taken as we taxied out there is an F27 parked out front of where the Aero club used to be (Southern side of the airport then). The F27 is wearing a scheme similar to Aircruisings, (but of course they weren't around then). There is also a very sad looking bright yellow C310 that certainly wasn't parked that way up against the side of what was eventually the Lloyd's Hangar.
Brings back memories. Thanks for the thread.
Edit: On reflection, the 310 on its side belonged to Airfast I think. Photos are in Oz somewhere.
Last edited by bekolblockage; 6th Jan 2012 at 16:43.
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Reg Adkins in "I Flew for MMA" (P258) reports a QANTAS flight with a total of 715 people on board. Additionally an F28 crewed by Graham Hewitt and Rob McMillan with 115 passengers, another with 128 people, and Harold Rowell and Colin Hey with 98.
For many years a transcript of the comms with the first C130 into Darwin and Tennant Creek FSU existed in the Darwin FSC. (Everything had had to be hand typed and telexed to Canberra). I don't if it is held by the Airservices Library.
For many years a transcript of the comms with the first C130 into Darwin and Tennant Creek FSU existed in the Darwin FSC. (Everything had had to be hand typed and telexed to Canberra). I don't if it is held by the Airservices Library.
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CLX
I transited through Tindal on a number of Tracy flights so it was certainly in operation, however, I don't believe that it was much more than a 'bare base' at that stage. I certainly recall having problems with obtaining any support and am sure that the RAAF had only a caretaker in residence. We had one occurrance where we could not get enough power from our batteries to start the GTC (the "E models" equivalent of an APU) and actually obtained a jump start from the local auto club road service van (another interesting Tracy story, that one).
I transited through Tindal on a number of Tracy flights so it was certainly in operation, however, I don't believe that it was much more than a 'bare base' at that stage. I certainly recall having problems with obtaining any support and am sure that the RAAF had only a caretaker in residence. We had one occurrance where we could not get enough power from our batteries to start the GTC (the "E models" equivalent of an APU) and actually obtained a jump start from the local auto club road service van (another interesting Tracy story, that one).
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From a very yellowing copy of the January 1975 issue of the Qantas News, I have reproduced verbatim the Qantas rescue effort. Unfortunately, aircrfat regos are not provided. The same can be said for flying by the domestiques. I will rey to post a couple of stories about the airlift later - a scanner would be useful!!
History should not be forgotten. No matter how long ago it happened.
DATE TYPE SECTOR PAX
26-Dec-74 B707 DRW/SYD 266
27-Dec-74 B707 DRW/SYD 271 VH-EAG 707-338
27-DEC-74 B707 DRW/SYD 327 VH-EAH 707-338
28-Dec-74 B747 DRW/SYD 633
B707 DRW/SYD 276
B747 DRW/SYD 673
B707 BNE/SYD 247
28-DEC-74 707-338 DRW/BNE 247 VH-EBU
28-DEC-74 707-338 DRW/SYD 270 VH-EBU
B707 SYD/MEL (QF275) 63
B747 SYD/MEL (QF2) 49
29-Dec-74 B747-238 DRW/SYD 674 +23 Crew VH-EBB QF007K
29-DEC-74 B707 DRW/SYD 246 VH-EBT 707-338
29-DEC-74 B707 DRW/SYD 226 VH-EAG 707-338
B747 DRW/SYD 370
30-Dec-74 B707 DRW/SYD 211
1-Jan-75 B707 DRW/SYD 154 VH-EAH 707-338
DCA Flying Unit F27-1 VH-TFE. Base: Essendon
Crew: Val Trevethan, Pete De Rouffignac, John Laming (all ex RAAF)
27 December 1974 Darwin-Alice Springs 39 evacuees.
28 December 1974 Darwin - Alice 39 evacuees.
28 December 1974 Darwin -Tennant Creek. 44 evacuees
Crew: Val Trevethan, Pete De Rouffignac, John Laming (all ex RAAF)
27 December 1974 Darwin-Alice Springs 39 evacuees.
28 December 1974 Darwin - Alice 39 evacuees.
28 December 1974 Darwin -Tennant Creek. 44 evacuees
[QUOTE]History should not be forgotten[QUOTE]
Spot on, mate! Try however to tell that to the revisionists who took over following the ethnic cleansing post the 'merger'.
I'm surprised that little has emerged about TN & AN flying. Perhaps thay were too busy hating each other to keep any records.
Spot on, mate! Try however to tell that to the revisionists who took over following the ethnic cleansing post the 'merger'.
I'm surprised that little has emerged about TN & AN flying. Perhaps thay were too busy hating each other to keep any records.