TAA and the DC-9
I've got some images of that Super 80 that visited in 1981 with Apollo 12 astronaut Charles "Pete" Conrad in command. He was MDC's Public Relations & Marketing Director, I believe. Also the farewell photos of VH CZA in 1982.
Pictures by rampdoggie - Photobucket
Link updated 25/02/09
PS More to come, when I get the time
Pictures by rampdoggie - Photobucket
Link updated 25/02/09
PS More to come, when I get the time
Join Date: Apr 2000
Location: Devonport Tasmania Australia
Posts: 1,837
Likes: 0
Received 0 Likes
on
0 Posts
Givelda
The DC10, A300 and Lockheed L1011 were all in the mix at the time - around 1975.
I was on Dog Watch alone at TN MEL res one night and got a call from a jet lagged and well oiled (bourbon or similar) Septic from the Lockheed Corporation who decided that I was the only TN staff member he could find, he would do his sales pitch on me. I was tempted to buy half a dozen!
The Franco German Brit won the day, and was a wise move, as 3 mills are much less profitable on shorthaul. The TN fleet of A300s found a good home on the most part at Fedex, and I saw a few of the old ladies there at LAX on the apron looking rather well cared for in freighter rig.
I have a few nice relics in my commercial aeroplane collection of the same ilk. A Saab SF340 in the old blue and gold stripe East West strip, an F28-1000 in an ersatz Fokker livery which is simply MMA rebadged and of course a beautiful F28-4000 model of EWA. All are solid resin and so much better than the other 50 plus. One Woomera has visited and can attest to the size of the ever growing collection. Right down to the spare QFlink Q400 with the new design tail - the Dogs Dick with new tail and regular with old tail are on display.
I need a bigger office.
You can take the boy out of the airline but ........................
The 727 and DC9 along with the F27 and F28 were all a part of the best times of most of our lives, and we will never forget them. The roar of a departing 9 is something stamped on my memory. Ohhhh - crackles.
Screw the environmentalists - bring back the pure JT8D series.
Best all
EWL
The DC10, A300 and Lockheed L1011 were all in the mix at the time - around 1975.
I was on Dog Watch alone at TN MEL res one night and got a call from a jet lagged and well oiled (bourbon or similar) Septic from the Lockheed Corporation who decided that I was the only TN staff member he could find, he would do his sales pitch on me. I was tempted to buy half a dozen!
The Franco German Brit won the day, and was a wise move, as 3 mills are much less profitable on shorthaul. The TN fleet of A300s found a good home on the most part at Fedex, and I saw a few of the old ladies there at LAX on the apron looking rather well cared for in freighter rig.
I have a few nice relics in my commercial aeroplane collection of the same ilk. A Saab SF340 in the old blue and gold stripe East West strip, an F28-1000 in an ersatz Fokker livery which is simply MMA rebadged and of course a beautiful F28-4000 model of EWA. All are solid resin and so much better than the other 50 plus. One Woomera has visited and can attest to the size of the ever growing collection. Right down to the spare QFlink Q400 with the new design tail - the Dogs Dick with new tail and regular with old tail are on display.
I need a bigger office.
You can take the boy out of the airline but ........................
The 727 and DC9 along with the F27 and F28 were all a part of the best times of most of our lives, and we will never forget them. The roar of a departing 9 is something stamped on my memory. Ohhhh - crackles.
Screw the environmentalists - bring back the pure JT8D series.
Best all
EWL
EWL,
That would have been an interesting phone call to Mr McKenzie -"Excuse me Sir, pax loads look about to exceed 4 million for the year and by the way, I got a good deal late last night on the L1011's you were looking at and I have ordered 6 on the board's behalf!!!!"
I guess not all that long before, res was a manual process before we switched to the TAARSAN system. Amazing how track was kept of all those bookings and requests.
The indroduction of the A380 in 1980 just happened to occur at the same time as a global slowdown - sound familiar - and therefore I guess you were aware of just how much the load growth was dropping about then. As my seniority number at the time was 594 out of a total of 605 pilots I was for a while, somewhat nervous about my longterm prospects with TAA if the market got even worse. However, during the many months of seemingly perpetual Reserve Rosters, myself and the other "one" bar FO's found that our squash/ golf/ etc games improved immeasurably with lots of practice - until 4.00 PM on those days we were on reserve - when we would call Rostering to be "Released" so that we could drop down to the Brekky Creek for some thirsty XXXX "product quality testing".
In the end the A300 became a favourite with QANTAS Business class passengers being that litlle bit bigger than the 767's.
And being somewhat of a "collector" myself, I would love to see your model collection.
Back to the DC9...
This was taken at Port Hedland in January 86. Of course there had been much ado about granting TAA access to Westen Australia!! Being Brisbane based, I believe the MEL guys normally did this pattern, so I only did this trip once. Seem to remember that the weather on the first leg from DRW was typical summer - so lots of diverting around some impressive Cbs. In itself no big deal, but the -9 never was blessed with much fuel as has previously been mentioned - I think max endurance was around 240 mins - so if the weather at the destination was a bit dodgy, it was either overfly or go down for one look only - especially on the long sectors like this one or BNE-ADL, etc. Anyway, as you can see Hedland itself was OK this time.
Also of note, was the airport approved ground service vehicle, all the gound staff in company uniforms with their ASIC cards clearly displayed, working flat out to get the aircraft turned round ASAP and the security officer and security fence at the terminal ...well... maybe not quite yet!!!!
Even today, as the F 50's and the '717 fly overhead my house in Perth, it is easy to be taken back to the days of the F27, the -9 and the -727.
That would have been an interesting phone call to Mr McKenzie -"Excuse me Sir, pax loads look about to exceed 4 million for the year and by the way, I got a good deal late last night on the L1011's you were looking at and I have ordered 6 on the board's behalf!!!!"
I guess not all that long before, res was a manual process before we switched to the TAARSAN system. Amazing how track was kept of all those bookings and requests.
The indroduction of the A380 in 1980 just happened to occur at the same time as a global slowdown - sound familiar - and therefore I guess you were aware of just how much the load growth was dropping about then. As my seniority number at the time was 594 out of a total of 605 pilots I was for a while, somewhat nervous about my longterm prospects with TAA if the market got even worse. However, during the many months of seemingly perpetual Reserve Rosters, myself and the other "one" bar FO's found that our squash/ golf/ etc games improved immeasurably with lots of practice - until 4.00 PM on those days we were on reserve - when we would call Rostering to be "Released" so that we could drop down to the Brekky Creek for some thirsty XXXX "product quality testing".
In the end the A300 became a favourite with QANTAS Business class passengers being that litlle bit bigger than the 767's.
And being somewhat of a "collector" myself, I would love to see your model collection.
Back to the DC9...
This was taken at Port Hedland in January 86. Of course there had been much ado about granting TAA access to Westen Australia!! Being Brisbane based, I believe the MEL guys normally did this pattern, so I only did this trip once. Seem to remember that the weather on the first leg from DRW was typical summer - so lots of diverting around some impressive Cbs. In itself no big deal, but the -9 never was blessed with much fuel as has previously been mentioned - I think max endurance was around 240 mins - so if the weather at the destination was a bit dodgy, it was either overfly or go down for one look only - especially on the long sectors like this one or BNE-ADL, etc. Anyway, as you can see Hedland itself was OK this time.
Also of note, was the airport approved ground service vehicle, all the gound staff in company uniforms with their ASIC cards clearly displayed, working flat out to get the aircraft turned round ASAP and the security officer and security fence at the terminal ...well... maybe not quite yet!!!!
Even today, as the F 50's and the '717 fly overhead my house in Perth, it is easy to be taken back to the days of the F27, the -9 and the -727.
Last edited by Givelda; 26th Feb 2009 at 05:48.
Thread Starter
Talking of models, I noticed somebody in Australia has gone to the trouble of producing decals for the DC-9 in 1/144th scale. This includes the Ansett DC-9, TAA T-jet, TAA DC-9 Coral Island promotional scheme, the first Australian Airlines and Australian Airlines scheme that appeared on the B727/737.
I was on Dog Watch alone at TN MEL res one night and got a call from a jet lagged and well oiled (bourbon or similar) Septic from the Lockheed Corporation who decided that I was the only TN staff member he could find, he would do his sales pitch on me. I was tempted to buy half a dozen!
I have loved every bit of this thread as my first jet ride as a kid was an AN DC-9 from BNE to ROK. Great fun. Speaking of aircraft models in the mail today for me was in Inflight 200 model of a TN B727-200 VH-TBR in the Australian colours. It is beautiful and worth every cent. Bugger the lousy exchange rate - some things are too important.
sixtiesrelic. I have just found some information relating to tyre pressures on the AN DC9. The aircraft were fitted with Dunlop XLP 42 X 15 tyres developed by Dunlop in Melbourne for operations on low strength pavements. The tyre pressure could be reduced to 595 kpa (86 p.s.i) if necessary with a slight reduction in the ramp weight.
The AN B737-200's were fitted with standard 40 X 14 tyres until the Dunlop XLP 42 X 15 with a 24 ply rating was approved for use. The first a/c to be fitted with the Dunlop XLP's was VH-CZW which entered service in May 1982. The tyre pressures could be varied between 595 kpa (86 p.s.i) and 915 kpa (133 p.s.i) There was a metallic chart fitted in the nosewheel bay showing ramp weight versus minimum tyre pressure.
The AN B737-200's were fitted with standard 40 X 14 tyres until the Dunlop XLP 42 X 15 with a 24 ply rating was approved for use. The first a/c to be fitted with the Dunlop XLP's was VH-CZW which entered service in May 1982. The tyre pressures could be varied between 595 kpa (86 p.s.i) and 915 kpa (133 p.s.i) There was a metallic chart fitted in the nosewheel bay showing ramp weight versus minimum tyre pressure.
Aye Ess. The DC9 depicted in your posting is actually a DC9-20 series as originally ordered by Ansett ANA. There is even reference to the DC9-20 series in the advertisement.
Join Date: Dec 2008
Location: Brisbane
Posts: 484
Likes: 0
Received 0 Likes
on
0 Posts
Yes,772,I know of the stumpy DC9,but of interest is the fact that the 'competition' airlines advertise their new aircraft in the same magazine in the same month. Can't see why the travelling public would choose either one over the other.
Pedota. Ex Capt Alan W..son would have been referring to the DC9-30 operating ADL-PER and not SYD-PER. AN scheduled the DC9 ADL-PER on a few occasions with a maximum payload of 80 adults and nil freight/mail and obviously full tanks. As the DC9-30 was 10% slower than the B727's the scheduled block time ADL-PER was 3hr 35mins. Assuming there were no requirements on PER, flights were predicated on inflight replanning at KGI which reduced the minimum legal arrival fuel at PER to 35 mins.
The return from PER to ADL was a 'comfortable' 3 hrs.
NB. The last DC9-30 ADL-PER operated in the early 1970's. By this time there were sufficient B727-200's to support the 4 x B727-100's.
The return from PER to ADL was a 'comfortable' 3 hrs.
NB. The last DC9-30 ADL-PER operated in the early 1970's. By this time there were sufficient B727-200's to support the 4 x B727-100's.
Join Date: Apr 2000
Location: Devonport Tasmania Australia
Posts: 1,837
Likes: 0
Received 0 Likes
on
0 Posts
Givelda
Lyn McKenzie was a lovely bloke. My dad worked at Fawlty Towers on Franklin on the 4th floor when I worked on 1 in res. He introduced me to him just after I started. Quite often of a morning, this lowly res type would get into the lift, Lyn having boarded in the basement and he would say "Good morning Ron" and I would politely repky "good morning Lyn" and in that short time before the next stop make small talk. It was great when there were some "management trainee" wankers in there, as the sucking in and holding of breath indicated their true use to the Airline.
You are most welcome to visit the collection with a diversion to the RSL any time mate.
I think Lyn would have nearly wet himself laughing if I told him I had ordered half a dozen Tristars the night prior, with options on another 4.
Wonderworld
Ah - yes - "Doggies". The TN MELRR phone number was very close to one of the major Taxi numbers. In the end rather than arguing, we would just say "is that a private house? Be outside in 15 minutes."
Some may still be standing there.
Back to the Deisel.
Does anyone remember the incident in TJJ after a D check when DOA still required a full stall to be performed?
Two senior pikots were aboard with a DOA inspector and they wound up in the nasty corner where the low pressure cone from the wings blanked the horizontal stabs and it took a lot of getting back by brilliant flying to the degree where internal damage was caused within the fin itself. Process dropped after that. Dad was an ex LAME and in account then and he was furious as were most that one of the girls had been hurt by stupid procedures.
Best all
EWL
Lyn McKenzie was a lovely bloke. My dad worked at Fawlty Towers on Franklin on the 4th floor when I worked on 1 in res. He introduced me to him just after I started. Quite often of a morning, this lowly res type would get into the lift, Lyn having boarded in the basement and he would say "Good morning Ron" and I would politely repky "good morning Lyn" and in that short time before the next stop make small talk. It was great when there were some "management trainee" wankers in there, as the sucking in and holding of breath indicated their true use to the Airline.
You are most welcome to visit the collection with a diversion to the RSL any time mate.
I think Lyn would have nearly wet himself laughing if I told him I had ordered half a dozen Tristars the night prior, with options on another 4.
Wonderworld
Ah - yes - "Doggies". The TN MELRR phone number was very close to one of the major Taxi numbers. In the end rather than arguing, we would just say "is that a private house? Be outside in 15 minutes."
Some may still be standing there.
Back to the Deisel.
Does anyone remember the incident in TJJ after a D check when DOA still required a full stall to be performed?
Two senior pikots were aboard with a DOA inspector and they wound up in the nasty corner where the low pressure cone from the wings blanked the horizontal stabs and it took a lot of getting back by brilliant flying to the degree where internal damage was caused within the fin itself. Process dropped after that. Dad was an ex LAME and in account then and he was furious as were most that one of the girls had been hurt by stupid procedures.
Best all
EWL
TAA DC-9 Hijack :Captain Graeme Mackelmann.
Quote :Aviator - Australia's Aviation Industry Magazine
"in 1979, a miscreant by the name of Sillery decided to use a firearm to hijack a TAA DC9 enroute from Coolangatta to Brisbane. Sillery desired to go directly to Singapore and not pass ‘Go’ and land at Brisbane for fuel. Sillery did not understand the need for lots of fuel for a nine hour flight to Singapore. He was prevailed upon to land at Brisbane and whilst doing so a hostess, Esme Quassam, filled Sillery up with liquids, soft drinks and soft words. Nature took its course and Sillery asked Esme Quassam to hold his pistol whilst he attended to nature in the toilet. Esme had become his mate. Sillery served a mandatory life sentence for his crime. Esme was given a Star of Courage award as was the captain, Graeme Mackelmann."
cheers
dijon moutard
"in 1979, a miscreant by the name of Sillery decided to use a firearm to hijack a TAA DC9 enroute from Coolangatta to Brisbane. Sillery desired to go directly to Singapore and not pass ‘Go’ and land at Brisbane for fuel. Sillery did not understand the need for lots of fuel for a nine hour flight to Singapore. He was prevailed upon to land at Brisbane and whilst doing so a hostess, Esme Quassam, filled Sillery up with liquids, soft drinks and soft words. Nature took its course and Sillery asked Esme Quassam to hold his pistol whilst he attended to nature in the toilet. Esme had become his mate. Sillery served a mandatory life sentence for his crime. Esme was given a Star of Courage award as was the captain, Graeme Mackelmann."
cheers
dijon moutard
Dog One. The nominal cruise speed of the AN DC9-30 was .76. The cruise speed ADL-PER varied to provide the minimum fuel burn. Head winds were a serious challenge at times so flight planning both prior to and inflight was paramount. From memory there were frequent level changes and the odd track change.
Dog One. KGI was viable to pick up fuel in the 60s/70s for the DC9. It was less suitable for the B727, especially the B727-200. My B727 'notes' show the comment "Landing ok but it may be necessary to offload payload after picking up fuel due to take-off weight restrictions".
FYI. The closest B747 alternate to PER at the time was MKR even though the published MKR pavement data was DPO/WNY standard.
FYI. The closest B747 alternate to PER at the time was MKR even though the published MKR pavement data was DPO/WNY standard.
Join Date: Feb 2005
Location: Brisbane
Posts: 374
Likes: 0
Received 0 Likes
on
0 Posts
Now for something slightly different.
Did you TAA blokes have one of these wonderful mechanical DC-9 electrics boards in the ground school.
This was a marvel of science.
You could flick switches on the sample overhead panel and relays would open or close and the lines of electrical paths would illuminate to show the dunces how the electrics worked.
I thought it was rather good, as I had trouble imagining how systems worked with static black and white drawings where three way switches and valves were depicted in one position.
Now we have computers, diagrams are easily portrayed in all configurations.
I have a better photo of this thing, but I think it’s amongst a thousand loose photos that are going to be sorted “one day”.
This was a marvel of science.
You could flick switches on the sample overhead panel and relays would open or close and the lines of electrical paths would illuminate to show the dunces how the electrics worked.
I thought it was rather good, as I had trouble imagining how systems worked with static black and white drawings where three way switches and valves were depicted in one position.
Now we have computers, diagrams are easily portrayed in all configurations.
I have a better photo of this thing, but I think it’s amongst a thousand loose photos that are going to be sorted “one day”.