The way we were - Ansett, TAA, Qantas
Join Date: Jul 2008
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Selection of Aircraft Type
One has to give TAA, Ansett and Qantas credit for selection of aircraft purchased from the late 1950's onwards.
Although the Viscount ushered in the gas turbine/jet age it provided the travelling public with a taste of non-piston turbine and pressurised operations despite its design limitations and expensive maintenance costs.
In the mid 50's TAA wanted to introduce the Sud Aviation twin jet Caravelle but that was squashed by Reg Ansett. Also the airlines were under pressure to buy British ie Comet, Trident and Bac1-11. However they held back and waited for the L188 Electra, B707-200 series, B727-100/200 series and DC9-30 and finally the B747-200 series. My research indicates that there were initially tax penalties for purchasing American against British built aircraft but the three airlines stood strong.
It is interesting how Qantas must have watched poor old Panam introduce the first series of B747 aircraft which suffered major problems with the first series of engines, surging etc. until Boeing and Pratt solved the problem. Yeah the two airline policy between Ansett and TAA existed but there must have been discussions between the two airlines to agree on the types.
It appears as if all three operators waited for prototype aircraft to be tested and improved before ordering the types. By the way I am well aware of the initial problems with the L188 Electra, whirl mode and the LEAP program which cost Lockheed a small fortune.
Would be interested in your opinions on this
Although the Viscount ushered in the gas turbine/jet age it provided the travelling public with a taste of non-piston turbine and pressurised operations despite its design limitations and expensive maintenance costs.
In the mid 50's TAA wanted to introduce the Sud Aviation twin jet Caravelle but that was squashed by Reg Ansett. Also the airlines were under pressure to buy British ie Comet, Trident and Bac1-11. However they held back and waited for the L188 Electra, B707-200 series, B727-100/200 series and DC9-30 and finally the B747-200 series. My research indicates that there were initially tax penalties for purchasing American against British built aircraft but the three airlines stood strong.
It is interesting how Qantas must have watched poor old Panam introduce the first series of B747 aircraft which suffered major problems with the first series of engines, surging etc. until Boeing and Pratt solved the problem. Yeah the two airline policy between Ansett and TAA existed but there must have been discussions between the two airlines to agree on the types.
It appears as if all three operators waited for prototype aircraft to be tested and improved before ordering the types. By the way I am well aware of the initial problems with the L188 Electra, whirl mode and the LEAP program which cost Lockheed a small fortune.
Would be interested in your opinions on this
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Nice story. I remember those days when flight deck visits were almost routine for me every time I flew as a passenger in the 70's. BTW, it appears VH-ECC is still flying today in Canada registered as C-GHZI. Its last flight according to FR24 was only yesterday. https://www.flightradar24.com/data/aircraft/c-ghzi Quite an amazing achievement considering the early retirement of airframes for more recent types lately.
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The F27
Re my previous reply I forgot to mention the F27. My research indicates the TAA's engineering manager and team had a major input into the design of the F27 which was to replace the ageing DC3 fleet but capable of operating in and out of short airstrips. East West Airlines in Tamworth and their engineering team also ironed out a few problems with the type.
Still remember travelling on East West Airline first F27 which had wooden tray tables. From all accounts those who went from the Viscount to the F27 loved them.
Also my understanding is that a number of the Ansett flying boat crew were dual endorsed on the F27 which today would be unheard of.
Still remember travelling on East West Airline first F27 which had wooden tray tables. From all accounts those who went from the Viscount to the F27 loved them.
Also my understanding is that a number of the Ansett flying boat crew were dual endorsed on the F27 which today would be unheard of.
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VH DSJ thankyou for your feedback. I knew that VH-ECC had been operating as a fire fighting tanker but sad to hear that the old bird has been retired.
For an aircraft of that vintage to be operating for so long pays credit to Lockheed. The largest flight decks I have ever been in are the L188 Electra and the L1011 Tristar.
Lockheed do make them sturdy and durable.
For an aircraft of that vintage to be operating for so long pays credit to Lockheed. The largest flight decks I have ever been in are the L188 Electra and the L1011 Tristar.
Lockheed do make them sturdy and durable.
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The Computer Age
During the early 1970's TAA, Qantas and Ansett introduced computers for use by Traffic Staff at the airports, Reservations, ticketing etc.
If my memory serves me correctly TAA called theirs TAARSAN, Ansett called theirs Ansamatic and Qantas called theirs Qantam.
Anyway having been trained in my late teens in computer programming with a media organisation by the time I joined TAA I was well aquainted with the understanding of them and their shortfalls. I also had been trained to touch type and was well aquainted with the Siemens Teleprinter and ticketape. Reading ticketape was like reading morse code which I was learning at the time for my pilot qualifications.
These new devices were initially despised by the old school TAA old timers who took a while to get used to them.
Anyway one day I popped into Load Control and this wonderfully eccentric Load Controller by the name of Max Bourke was cursing the dammed thing. Ex military WW11 and quite happy with the old pen and paper system. This was years before computerised load control.
Anyway I had gotten wind of the facrt that a couple of michevious programmers in head office in Melbourne had entered some error responses into the system which were for these days politically incorrect.
To try and cheer old max up I suggested he type in F***off and much to his amusement the error respose was Routing Not Necessay. Then I suggest he type in RAPE and the error respose was iLLEGAL ENTRY. Well that was it. He sat their laughing his head off. From what i heard he spent the rest of the shift, between churning out manual load sheets, typing in what 'i had suggested with great amusement. Just like a kid with a new toy!!
If my memory serves me correctly TAA called theirs TAARSAN, Ansett called theirs Ansamatic and Qantas called theirs Qantam.
Anyway having been trained in my late teens in computer programming with a media organisation by the time I joined TAA I was well aquainted with the understanding of them and their shortfalls. I also had been trained to touch type and was well aquainted with the Siemens Teleprinter and ticketape. Reading ticketape was like reading morse code which I was learning at the time for my pilot qualifications.
These new devices were initially despised by the old school TAA old timers who took a while to get used to them.
Anyway one day I popped into Load Control and this wonderfully eccentric Load Controller by the name of Max Bourke was cursing the dammed thing. Ex military WW11 and quite happy with the old pen and paper system. This was years before computerised load control.
Anyway I had gotten wind of the facrt that a couple of michevious programmers in head office in Melbourne had entered some error responses into the system which were for these days politically incorrect.
To try and cheer old max up I suggested he type in F***off and much to his amusement the error respose was Routing Not Necessay. Then I suggest he type in RAPE and the error respose was iLLEGAL ENTRY. Well that was it. He sat their laughing his head off. From what i heard he spent the rest of the shift, between churning out manual load sheets, typing in what 'i had suggested with great amusement. Just like a kid with a new toy!!
