The F28-1000 operated its first RPT service in Australia 50 years ago today
Evertonian
128 pax on a F28 from Darwin
Amazing feat for a little Fokker...The charter airlines in Europe would have liked that capacity!
Also in 1974 during cyclone Tracey, an Ansett 727 (was it a 100 or a 200?) set a world record by lifting 311 passengers.
In 1975 a World Airways Boeing 727-173 made a flight with over 300 on board while being shot at and hit with hand grenades lifting off PDQ from Saigon (?)
Also in 1974 during cyclone Tracey, an Ansett 727 (was it a 100 or a 200?) set a world record by lifting 311 passengers.
In 1975 a World Airways Boeing 727-173 made a flight with over 300 on board while being shot at and hit with hand grenades lifting off PDQ from Saigon (?)
Evertonian
I remember as SLF at Kununurra around 1990 (maybe earlier) together with other PAX, helping to hand-push an F28 to get its bum out of the searing afternoon wind so the crew could get the engines started - tug / tractor was inoperative.
And then, of course, there was the famous diversion Broome - Derby - Fitzroy Crossing, running on fumes.
And then, of course, there was the famous diversion Broome - Derby - Fitzroy Crossing, running on fumes.
Great photo there of 5 Fokkers, plus a JAT Yugoslavia 707 behind?
Did I spy some Departmental "Golden Holdens" and Aerocommanders parked up in the background of the video?
Join Date: Oct 2003
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The DC-3 in the background was either ANX or ANZ on "loan" to MMA a a freight backup.
As for the F-28, 10,000 hours, Australia, France, Belgium, all 1000, 2000 3000 4000 types, great times.
As for the F-28, 10,000 hours, Australia, France, Belgium, all 1000, 2000 3000 4000 types, great times.
JAT 707
I expanded the photo and it certainly fits the JAT 707 idea - Also JAT flew many flights including charters to Australia, not just from BEG but other Yugo airports...
Their 707's and DC-10's were often seen ''down under...''
QF also had a 707 and 747 service through BEG.
Their 707's and DC-10's were often seen ''down under...''
QF also had a 707 and 747 service through BEG.
I remember the infamous starter on the totally unreliable Garret APU. Some pilots apparently left the right engine running at outports rather than risk trying to use the APU.
I remember coming into BN in the F28 in the jump - and ATC advised for as much speed as long as possible. We were doing something like 300kts at about 8 dme(don't quote me but we were motoring, but the wind noise was biblical) - and the Captain pulls max speed brake, gear and flaps on the limits, and pissed it in. Turned around and said, try that in a 737. She was a cool machine. With the F28 and the 146 around at the time, they said it was a sports car vs a gravel truck.
Sunfish- I have no idea where that notion came from. I flew the F28 (with a couple of breaks) from 1986 until 2007. 17 different aircraft. During that time I never had the APU fail to start, and I found the unit to be totally reliable. We could operate under the MEL with the APU unserviceable, in which case the right hand engine was left running at turnarounds.
Puff- quite right! At medium landing weights, and a ten knot headwind, 320 knots to 8 DME on a straight in approach was easily achievable. VMO was 330.
Originally Posted by Sunfish
I remember the infamous starter on the totally unreliable Garret APU. Some pilots apparently left the right engine running at outports rather than risk trying to use the APU.
We may have had an "engine swap" procedure in case the APU wouldn't start but I never saw it. In the early days there was a procedure where another F28 would park skew-if across the rear end of the dead one, both connected by an bleed air pipe, to provide an air source to facilitate a rescue. I don't know whether that was still in fashion during the latter stages.Flight controls = 10/10.
"Buddy Starts" were used quite regularly in Air Niugini up until the death throes of the type.
I have tried explaining the procedure to my current compatriots and their eyes just glazed over.
More regularly was setting forth on a 6 sector day around the islands with an unserviceable APU and the fun of 'hot refueling' at every stop.
No wonder we were thirsty at the end of the day.
9000 hours on the F-28 and only wish I could turn the clock back for a few more!
F-28 1000/3000/4000 didn't matter, it just wanted to be flown fast.
PNG and an F-28 were a perfect pair.
I have tried explaining the procedure to my current compatriots and their eyes just glazed over.
More regularly was setting forth on a 6 sector day around the islands with an unserviceable APU and the fun of 'hot refueling' at every stop.
No wonder we were thirsty at the end of the day.
9000 hours on the F-28 and only wish I could turn the clock back for a few more!
F-28 1000/3000/4000 didn't matter, it just wanted to be flown fast.
PNG and an F-28 were a perfect pair.