TAA and the DC-9
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And this is just for the Diesel 9. Maybe others who loved the other aircraft types could start different threads.....the F27 lovers could have "Fokker tails;the end of a beautiful Friendship".....B737 "The plastic maggot with hubcaps"....B727 " I love having 3 holes"......DHC6 "Oh,what a feeling;Twin Otter"
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Wasn’t the nine the first aircraft to come with the embarrassment switch on the yoke. The one some pressed the wrong way and everybody heard.
Back in the olden days when the last century wasn’t yet at the half way mark, pilots and controllers regularly had a glass of beer together after work. That was when most of the posters and readers here were somewhere between liquid form and short pants wearers at primary school.
Sometimes the beer drinkers would point out the other mob’s shortfalls that day. I believe on a couple of occasions imbibers even went out the back and punched each other.
Of course in those days when punchers got puffed they’d shake hands and go back in to finish their drinks as friends.
They were the more senior blokes.
At the same time, real junior blokes like Jimmy Murtha and Barry Ball were domiciled at Charleville and wore TAA uniform short trousers, long sox and no tie. They were commanders of the mighty Dragons, which they had to fill from four-gallon tins through chamois covered whacking great funnels at Channel country strips. Sometimes ringers even helped them.
A decade or two later, Ball wore four bars and was sitting six or so miles above the earth in a DC-9 over the other side of the cockpit from Charlie Gray.
Ball’s mates knew him by a slightly different name. One where a U replaced one of the vowels in his name. It was one of those descriptive names.
Charlie wasn’t a man for long conversations. He listened a lot.
Barry had just related some long story across the intercom and Charlie reacted.
Remember the withering look over his glass and the quiet, terminating ejaculation of, “Balllls!” when everybody in the group was just thinking that.
Dunnow if it was the lack of company or a glass of something strong that did it, but Charlie announced that much of what came out of his mate’s mouth was a bit unbelievable.
Amongst the complex sentence were quite a lot of rude words.
Ball sat quietly digesting this for a while till they were startled by the advice from Rocky control that “the last came over the air”.
On the return leg as they flew past Rocky the same controller mentioned there had been a technical glitch and some of the day’s tape had been erased.
Mates!
Back when blokes like Murtha and Ball were commanders of mighty Dragons
Back in the olden days when the last century wasn’t yet at the half way mark, pilots and controllers regularly had a glass of beer together after work. That was when most of the posters and readers here were somewhere between liquid form and short pants wearers at primary school.
Sometimes the beer drinkers would point out the other mob’s shortfalls that day. I believe on a couple of occasions imbibers even went out the back and punched each other.
Of course in those days when punchers got puffed they’d shake hands and go back in to finish their drinks as friends.
They were the more senior blokes.
At the same time, real junior blokes like Jimmy Murtha and Barry Ball were domiciled at Charleville and wore TAA uniform short trousers, long sox and no tie. They were commanders of the mighty Dragons, which they had to fill from four-gallon tins through chamois covered whacking great funnels at Channel country strips. Sometimes ringers even helped them.
A decade or two later, Ball wore four bars and was sitting six or so miles above the earth in a DC-9 over the other side of the cockpit from Charlie Gray.
Ball’s mates knew him by a slightly different name. One where a U replaced one of the vowels in his name. It was one of those descriptive names.
Charlie wasn’t a man for long conversations. He listened a lot.
Barry had just related some long story across the intercom and Charlie reacted.
Remember the withering look over his glass and the quiet, terminating ejaculation of, “Balllls!” when everybody in the group was just thinking that.
Dunnow if it was the lack of company or a glass of something strong that did it, but Charlie announced that much of what came out of his mate’s mouth was a bit unbelievable.
Amongst the complex sentence were quite a lot of rude words.
Ball sat quietly digesting this for a while till they were startled by the advice from Rocky control that “the last came over the air”.
On the return leg as they flew past Rocky the same controller mentioned there had been a technical glitch and some of the day’s tape had been erased.
Mates!
Back when blokes like Murtha and Ball were commanders of mighty Dragons
Captain John Humphreys :ex TAA skipper (DC-9/B727/A300)
I can remember the days when my father would relate stories about the dc-9.
when taa first introduced the dc-9 they did not think about sufficient spare engines for the new dc-9 jet fleet.
an interesting story was when my father had to fly a dc-4 freighter with a P&W in the cargo bay all the way to Hawaii and to meet a (usa) freight aircraft to then have the said engine transferred for (USA) maintenance/repair.
they arrived in hawaii after a tiring "hop" across the pacific ocean and due to paperwork/misunderstanding's and a lovely new P&W engine (in a "beat-up DC-4" :their words) in the hold the entire crew were then arrested by US Customs.
the "yanks" thought they(TAA) were some funny cargo mob (illegally) stealing/importing a brand new P&W engine into the USA.
They had never heard of company called TAA (to them it sounded like some south american illegal/shonky operation)!
Frantic phone calls back to australia and some hours later the entire crew were eventually released and arrangements made for the transfer of the engine.
the freight mob turned up and started the transfer/removal of the engine.
all was going fine until one of the "slings" slipped and the once proud engine fell onto the tarmac at Honolulu and caused more damage than "wear and tear" had ever caused.
Captain John Humphreys was now informed that this (now substantially damaged engine) would now cause/require a substantial delay in the turn-around time in Honolulu.
the entire crew got more than a week off in beautiful Hawaii whilst waiting for the engine to be repaired and returned to Honolulu.
cheers
dijon moutard
when taa first introduced the dc-9 they did not think about sufficient spare engines for the new dc-9 jet fleet.
an interesting story was when my father had to fly a dc-4 freighter with a P&W in the cargo bay all the way to Hawaii and to meet a (usa) freight aircraft to then have the said engine transferred for (USA) maintenance/repair.
they arrived in hawaii after a tiring "hop" across the pacific ocean and due to paperwork/misunderstanding's and a lovely new P&W engine (in a "beat-up DC-4" :their words) in the hold the entire crew were then arrested by US Customs.
the "yanks" thought they(TAA) were some funny cargo mob (illegally) stealing/importing a brand new P&W engine into the USA.
They had never heard of company called TAA (to them it sounded like some south american illegal/shonky operation)!
Frantic phone calls back to australia and some hours later the entire crew were eventually released and arrangements made for the transfer of the engine.
the freight mob turned up and started the transfer/removal of the engine.
all was going fine until one of the "slings" slipped and the once proud engine fell onto the tarmac at Honolulu and caused more damage than "wear and tear" had ever caused.
Captain John Humphreys was now informed that this (now substantially damaged engine) would now cause/require a substantial delay in the turn-around time in Honolulu.
the entire crew got more than a week off in beautiful Hawaii whilst waiting for the engine to be repaired and returned to Honolulu.
cheers
dijon moutard
Last edited by dijon moutard; 19th Feb 2009 at 13:24. Reason: spelling
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That would have been around the time the Aussie airlines decided that four bars were necessary.
Someone from Douglas or Boeing explained to the briefing officer who had ignored a couple of old blokes wearing three bars at the counter at flight planning, that these two were number one and something very close to that, from Australia's national airline and weren't a couple of freight dogs.
The briefing officer was quite appologetic.
Someone from Douglas or Boeing explained to the briefing officer who had ignored a couple of old blokes wearing three bars at the counter at flight planning, that these two were number one and something very close to that, from Australia's national airline and weren't a couple of freight dogs.
The briefing officer was quite appologetic.
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They had never heard of company called TAA (to them it sounded like some south american illegal/shonky operation)
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Yanks and TAA
And that is why we quickly learnt to say 'T double A'.
Even that didn't work sometimes.
Aussie tourist: 'Hi we're from T double A,'
Yank: 'Huh,'
Aussie: 'You know, the airline T double A,'
Yank: 'O, you mean T double ya A (TWA),'
Aussie: No, T double A. Here let me write it'.
One very confused yank. Hopefully no lasting damage to ANZUS relations.
Even that didn't work sometimes.
Aussie tourist: 'Hi we're from T double A,'
Yank: 'Huh,'
Aussie: 'You know, the airline T double A,'
Yank: 'O, you mean T double ya A (TWA),'
Aussie: No, T double A. Here let me write it'.
One very confused yank. Hopefully no lasting damage to ANZUS relations.
Something for EastWest Loco to check out (I know you're keeping an eye on this thread) & A. Le Rhone too!
Pictures by rampdoggie - Photobucket
I've dug up heaps of really old stuff in Ollie's shed (magazines, newspaper clippings even unfinished balsa wood DC9 models!!).
Judging by the feedback, I think a "D & G Nostalgia" forum would be a winner if it was given a run. Any seconders?
) & A. Le Rhone too!Pictures by rampdoggie - Photobucket
I've dug up heaps of really old stuff in Ollie's shed (magazines, newspaper clippings even unfinished balsa wood DC9 models!!).
Judging by the feedback, I think a "D & G Nostalgia" forum would be a winner if it was given a run. Any seconders?
Last edited by RampDog; 24th Feb 2009 at 09:27.
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Appears "TAA" sounded like "T I I" to the Americans!!
"Gawd no love," replies the nurse, "you only came in here yesterdie."
AN switched to four bars for an F27 captain in the early eighties, (~84?) after a succession of problems with Yank tourists on the Track Trip who refused to believe that the pilot wearing three bars was a 'real' captain. Only a few years earlier, a new captain on the F27 only got to wear two and a half bars until his first licence renewal.
Edited to add: I think the two and half bars lasted longer than the first renewal, because my first traing captain was still wearing two and half bars when he did my initial line training.
Last edited by Wiley; 21st Feb 2009 at 08:05.
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succession of problems with Yank tourists on the Track Trip
The rest is history... it became a DC9 sector.
Appears "TAA" sounded like "T I I" to the Americans!!
Package arrived with all correct except for the suburb - "Cool and Ghetto Airport".
I'm still laughing twenty years later.
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Animalclub, Paul Edwards was originally in shambles (Schedules) planning and that was all he knew, he mercifully didn't get involved in Op's by default and deceit till about '89.
Out of his depth in op's, a misfit who could write a good looking timetable that bore no resemblance to the real operational world.
Ultimately rose to an EGM position at QF. Says it all really.
Out of his depth in op's, a misfit who could write a good looking timetable that bore no resemblance to the real operational world.
Ultimately rose to an EGM position at QF. Says it all really.
Dragged out an old box of TAA/Australian documents, etc - what they would call "ephemera'' on the Antiques Roadshow although my wife describes it as "old s......". Anyway, in a trip back in time for those that were there or as an idea of the way we did it, (assuming my memory can recall all that everyday stuff we used to do), the following is some of the things we used to carry to work on the -9.
Sorry for the large post!!!! for those not interested in this one.
Like today, we had a roster, which in my time was put together manually by a volunteer from the pilot ranks, but printed by the company so we could bid for a choice of flying and/or, in the case of the FO's, which Captain to fly with (avoid) - assuming you had the seniority to do so. Otherwise, it was the "Reserve" blocks for you.
Once at the airport, we would personally go and get a weather briefing, collect the NOTAM's and retire to a table to work out the plan. After obtaining the aircraft rego and load, we would consult a book of "numbers" based on the expected head/tailwind to get the time intervals for the route which was entered into the appropriate colour area plan.
Then the ATC plan (whichever version existed at the time) was filled in.
The fuel numbers were phoned back to "load control" and the ATC plan filed or handed to the Department Briefing Officer.
At the aircraft, after a chat with the girls, we did the walk round, had another chat with the girls, took a quick look at the "18" (Technical Log) and then carried out the preflight concluding with the obligatory check list. The -9 had a great system ( as mentioned in an earlier post) of flip up slide checklists on top of the coaming for the in-flight stuff, but we used a "paper" checklist for things like APU Start, Before Start etc.
Just befores the doors were closed - the FO usually had the job of getting on the PA and announcing, "Would a hostess (sorry, Flight Attendant) at the rear of the aircraft raise the rear stairs and close the back door - or words to that effect". This could come early in the transit if we were in a race with the other "mob" to get away first and wanted to crank up the right engine - pretty much SOP at the smaller places like, Rocky etc. as we chased each other round the blocks. My quickest turn around was 8 minutes in the 9.
The load sheet would appear.
Thos one is from VH-TSD - as we called it (i.e. the simulator) and shows that max pax load was 93 (6 First, 87 Economy), Max Brakes Release Wt - 46720 kgs and ramp fuel, in this case was 16000 lb (cause the fuel gauges indicated in pounds). From memory again, max fuel was 24000lb but if you were desperate, you could squeeze in another 1000lbs by filling up the surge or overflow tanks at the wingtips
Later in the flight, the FO would fill in the Trip Record
If we had a problem, we could refer to the Emergency Procedures checklist (not the so named Non Normal checklist of today - which I believe is to keep the lawyers happy) which had the excellent Annunciator Panel cross reference guide (sort of ECAM actions checklist)
For descent planning, if you were new to the fleet you could work out your descent point and then use the other side of it to keep a check on the way down as you went through the "gates" - for me, the main one was 17 at 47.
After shutting down, the "18" was filled in and the FO would slide open the window to drop it in the "bucket-on-a-stick" device the Engineers used to place outside the window after the chocks were in. I think that is still done to this day with QANTAS domestic.
Finally, fill in the "OD 4" in order to get paid and drop in into crewing on the way home.
And if you really wanted to, you could check how much your pay might be with the following table
The composite rate (Comp) was interesting, in that if you were a - 9 crew paxing on the -9 during the day, you actually earned slightly more per hour than the operating crew. This was explained to me as an incentive for the company to roster you more productively - still seemed to do a fair bit of paxing anyway.
Of course today much of this is computerised and the flight deck is almost paperless - isn't it!!!
Sorry for the large post!!!! for those not interested in this one.
Like today, we had a roster, which in my time was put together manually by a volunteer from the pilot ranks, but printed by the company so we could bid for a choice of flying and/or, in the case of the FO's, which Captain to fly with (avoid) - assuming you had the seniority to do so. Otherwise, it was the "Reserve" blocks for you.
Once at the airport, we would personally go and get a weather briefing, collect the NOTAM's and retire to a table to work out the plan. After obtaining the aircraft rego and load, we would consult a book of "numbers" based on the expected head/tailwind to get the time intervals for the route which was entered into the appropriate colour area plan.
Then the ATC plan (whichever version existed at the time) was filled in.
The fuel numbers were phoned back to "load control" and the ATC plan filed or handed to the Department Briefing Officer.
At the aircraft, after a chat with the girls, we did the walk round, had another chat with the girls, took a quick look at the "18" (Technical Log) and then carried out the preflight concluding with the obligatory check list. The -9 had a great system ( as mentioned in an earlier post) of flip up slide checklists on top of the coaming for the in-flight stuff, but we used a "paper" checklist for things like APU Start, Before Start etc.
Just befores the doors were closed - the FO usually had the job of getting on the PA and announcing, "Would a hostess (sorry, Flight Attendant) at the rear of the aircraft raise the rear stairs and close the back door - or words to that effect". This could come early in the transit if we were in a race with the other "mob" to get away first and wanted to crank up the right engine - pretty much SOP at the smaller places like, Rocky etc. as we chased each other round the blocks. My quickest turn around was 8 minutes in the 9.
The load sheet would appear.
Thos one is from VH-TSD - as we called it (i.e. the simulator) and shows that max pax load was 93 (6 First, 87 Economy), Max Brakes Release Wt - 46720 kgs and ramp fuel, in this case was 16000 lb (cause the fuel gauges indicated in pounds). From memory again, max fuel was 24000lb but if you were desperate, you could squeeze in another 1000lbs by filling up the surge or overflow tanks at the wingtips
Later in the flight, the FO would fill in the Trip Record
If we had a problem, we could refer to the Emergency Procedures checklist (not the so named Non Normal checklist of today - which I believe is to keep the lawyers happy) which had the excellent Annunciator Panel cross reference guide (sort of ECAM actions checklist)
For descent planning, if you were new to the fleet you could work out your descent point and then use the other side of it to keep a check on the way down as you went through the "gates" - for me, the main one was 17 at 47.
After shutting down, the "18" was filled in and the FO would slide open the window to drop it in the "bucket-on-a-stick" device the Engineers used to place outside the window after the chocks were in. I think that is still done to this day with QANTAS domestic.
Finally, fill in the "OD 4" in order to get paid and drop in into crewing on the way home.
And if you really wanted to, you could check how much your pay might be with the following table
The composite rate (Comp) was interesting, in that if you were a - 9 crew paxing on the -9 during the day, you actually earned slightly more per hour than the operating crew. This was explained to me as an incentive for the company to roster you more productively - still seemed to do a fair bit of paxing anyway.
Of course today much of this is computerised and the flight deck is almost paperless - isn't it!!!
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Good post Givelda.
Fancy flying a DC4 to Hawaii to pick up the spare engines. That would have been a trip to read about. My memories of the DC4 was a TAS of 180 kts at 10,000. With no GPS in those days I guess the crew would have comprised a Flight Navigator as well as two or three pilots and a engineer.
Fancy flying a DC4 to Hawaii to pick up the spare engines. That would have been a trip to read about. My memories of the DC4 was a TAS of 180 kts at 10,000. With no GPS in those days I guess the crew would have comprised a Flight Navigator as well as two or three pilots and a engineer.
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Interesting about uniforms, somehow I managed to "volunteer" to go onto the DC3 VH MIN and was stationed at Boulia. The aircraft was seconded out wet to the Dept of Mineral Deposits and we lived at the Boulia pub. We spent most of our flying hours flying at 500 ft, in terrible heat all over the country side as the geographic boys did their job up the back. We were told to wear the correct TAA uniform at all times, Bollocks! We ended up flying in shorts, no top, baseball cap and army boots, until the day good ol Frank Ball and the rest of Fawlty Towers turned up without warning, to "view our operations." They waited politely for the geos to get off the aircraft to meet and greet their pilots, only to be met by a pair of "ferals" who needed a haircut, shave, stank, and dressed as described above. There was a deadly silence, and I knew "tea and bickies" was on. We met them back at the Boulia pub (after a very quick shower and shave) and waited for the bollocking, and sure enough Frank started politely about company policy, the publics perception of Airline Pilots etc (we only ever saw freccin kangaroos) we sat patiently and listened (politely) and asked perhaps he would like to join us on the following days flight, knowing full well we would be over desert, he of course agreed, so we turned up in full uniform including hat and off we went, (he in suit and tie) and we waited, and watched as he became increasingly uncomfortable, first the tie came off, he started sweating badly, and became very flushed in the face, and we continued to fly on (feeling like sh%t) then he started to look for water, (which we had under the seat) and he became increasingly agitated, and was pulling his shirt out, and we continued out futher into the desert, and so on, until he was really suffering, he said little, but was very grateful when the flight was over and returned to Boulia. We never heard another word on the subject, and never put on the uniform again until we flew back to MEL, (both the Skipper and myself both lost over 10 kilos in weight) and our uniforms no longer fitted, which was obvious on our arrival, that was never mentioned either, how times have changed!
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Thanks Givelda,they are classic memories,good work. Al E. Vator,nice piccy....beats me how you got all the lights displayed at once without seeing the test switch being used. Would make a great poster.