TAA and the DC-9
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Lack of clothes
Stable Approach
I have no idea if that certain F/O kept his gear on. I am told that in the small hours on that night I was loud and disorderly and can not account for the method by which I was delivered from Essendon to my abode not too far from Victoria Park.
Chimbu
Darkie started his TAA career around 1948 spraying locusts in the Mallee with a DC-3 and ended up on a twin at the end, the A300. He reckoned he hadn't done too badly for a bloke who started his working life as an apprentice fitter/turner at Australian Portland Cement in Geelong.
I have no idea if that certain F/O kept his gear on. I am told that in the small hours on that night I was loud and disorderly and can not account for the method by which I was delivered from Essendon to my abode not too far from Victoria Park.
Chimbu
Darkie started his TAA career around 1948 spraying locusts in the Mallee with a DC-3 and ended up on a twin at the end, the A300. He reckoned he hadn't done too badly for a bloke who started his working life as an apprentice fitter/turner at Australian Portland Cement in Geelong.
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Boocs, there were far harder workers than I. Brain Jackson aka "rughead" was along with some banker or something the first to get it going. How Rughead managed to be a stoker, as well as Mayor of our little area, he somehow managed to do, multi tasking at its best.
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Moose was a Goose! I'll say no more ....... as for the other mentioned ... I got my own back eventually I had the great fortune to have to check him on the Diesel toward the end and he didnt like it. Hahahahahahahahah! What goes round comes round A?
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These new fangled flying machines needed treating with a little care until one caught up with them. Thus we were presented with the High /Sink Rate manouvre both in the sim and in flight.
From memory commenced around 8,000' with flap 40 (50?) initiating a high sink rate with various turns to level out at 5,000' +/- 100/0'.
Only just tossed out my mudmap of the manouvre recently regretting I do not have it to post here - does anyone still have one?
Then there were the `Nev Grady Notes'; a series of comprehensive shorthand notes covering limitations, system basics, manouvres and simulator exercises the reading of which on the two hour deadhead flight BNE - MEL was generally sufficient study for every training & check simulator. (including the obligatorey two beers, dinner and split of red wine)
These notes were excellent and were added too, amended and expanded by various individuals with new editions produced for the B-727. They were taken overseas modified for other types, A-300, B-747 and often became sought after by expats and local of many airlines in several countries.
DK
From memory commenced around 8,000' with flap 40 (50?) initiating a high sink rate with various turns to level out at 5,000' +/- 100/0'.
Only just tossed out my mudmap of the manouvre recently regretting I do not have it to post here - does anyone still have one?
Then there were the `Nev Grady Notes'; a series of comprehensive shorthand notes covering limitations, system basics, manouvres and simulator exercises the reading of which on the two hour deadhead flight BNE - MEL was generally sufficient study for every training & check simulator. (including the obligatorey two beers, dinner and split of red wine)
These notes were excellent and were added too, amended and expanded by various individuals with new editions produced for the B-727. They were taken overseas modified for other types, A-300, B-747 and often became sought after by expats and local of many airlines in several countries.
DK
Last edited by Dark Knight; 16th Mar 2009 at 01:24. Reason: speeling correction
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Wow what fascinating reading. Yes Glitchy you were an ace as I flew with you in PNG but alas not on the mainland. These stories and others e.g. hosties (YES HOSTESSES) Traffic Officers, Refuellers, Baggage Handlers and all facets of the aviation industry have incredible stories to tell and should be put to book form. Some of us ex Hosties who did the PNG basing have written our memories and donated a copy to the Museum in Melbourne. We experienced an incredible time in aviation from prop through to jet and what great pilots we flew with. All of you, both Ansett and TAA were the creme-de-la-creme of the aviation industry. I know I am digressing but must say yes the DC9 was a super aircraft but from a hosties point of view that rear galley left a heck of a lot to be desired. Keep up the great work and yes I will put my hand up to help with the book...have just finished "Buggsy" Warrens story.
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back from the cricket
I remember flying back on the 9 (pax) with my dad and Mick Davies CBR TAA Mgr?? 1975?? after a very long day on the Hill at the SCG watching Eng v Aus. The flight was cocka block full of rather joyous folk with much singing and frivolity. The old man, 32yr RAAF and previously OC Vung Tau during the war did the right thing as we were walking off the acft and put his head into the cockpit to thank the boys for their work. He was greeted with a lengthy lecture on the difficulty of flying this here contraption with all you I'll mannered louts signing and causing such a rukus back there. My father listened quietly and then informed the chap to "bugger off - why don't you try it while they are all shooting at you" and walked out. Jesus I laughed!!
I still make a point as a pax of poking my head in the door and thanking the boys or girls, thats if the triple bolted high security impregnable door has been opened!!!
They were fun to work as an ATC, the new stuff is great on departure "up and away!!" but the 9 could fix any arrival sequence - FL120 just on 13nm to touch for 35 @ YSCB +320kt G/S "you OK to make it from there?" "yep no problem" He was right!!!
I still make a point as a pax of poking my head in the door and thanking the boys or girls, thats if the triple bolted high security impregnable door has been opened!!!
They were fun to work as an ATC, the new stuff is great on departure "up and away!!" but the 9 could fix any arrival sequence - FL120 just on 13nm to touch for 35 @ YSCB +320kt G/S "you OK to make it from there?" "yep no problem" He was right!!!
As this thread must be getting close to running out of stories re the DC9 it be remembered that the initial preference by TAA was for the BAC111. No doubt there was political pressure to buy the BAC111 snd not the DC9. Both airlines were slugged a further 7.5% duty when they purchased the DC9.
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B772
There was huge Government pressure on TN at the time to buy the BAC111, and there was in the 727 days with the Pubic Servants (no typo there) pushing the HSid Trident.
Both were dismissed as not being up to the standards/range/uplift capability of the DC9 and 727.
Best regard
EWL
There was huge Government pressure on TN at the time to buy the BAC111, and there was in the 727 days with the Pubic Servants (no typo there) pushing the HSid Trident.
Both were dismissed as not being up to the standards/range/uplift capability of the DC9 and 727.
Best regard
EWL
Last edited by Eastwest Loco; 19th Mar 2009 at 01:23. Reason: Edit??? What edit?? Done for brain fade.
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Isn't that what I indicated Ditz???
Thanks for pulling me up on the brain fade.
Any aeroplane that needs a 4th baby booster turbine to get it over the fence with a good load is a worry.
They chose correctly in both cases IMHO.
Best all
EWL
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Yes Charlie - TN was under marketing pressure (no Government input that I can remember to buy the Caravelle).
It was before TN was really ready to consider such a move, and well left in hindsight, even though it was a decent but shortish haul girl with a few problems.
Riley at EW was also pushed to buy the F28-1000 in to 60's but shied away from that. Seeing what happened to BAT when they had the temerity to get a Viscount may have spurred intelligent abstinence. Glom! The dark Empire's Darth Vader acquired them. The original - not the fat one.
I have the F28-1000 model presented to Mr Riley in my office, in MMA/Ansett colours with the title replaced by F28 on the tail and Fokker on the fuselage in place of the MMA/Ansett tags - Nice solid unit with a VDO clock in the base.
However we should realise that every commercial airliner in creation including the rather pretty Convair jet equipment was presented as a fix all to TN, AN and every other airline on the planet.
Best all
EWL
It was before TN was really ready to consider such a move, and well left in hindsight, even though it was a decent but shortish haul girl with a few problems.
Riley at EW was also pushed to buy the F28-1000 in to 60's but shied away from that. Seeing what happened to BAT when they had the temerity to get a Viscount may have spurred intelligent abstinence. Glom! The dark Empire's Darth Vader acquired them. The original - not the fat one.
I have the F28-1000 model presented to Mr Riley in my office, in MMA/Ansett colours with the title replaced by F28 on the tail and Fokker on the fuselage in place of the MMA/Ansett tags - Nice solid unit with a VDO clock in the base.
However we should realise that every commercial airliner in creation including the rather pretty Convair jet equipment was presented as a fix all to TN, AN and every other airline on the planet.
Best all
EWL
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Ah that photo of young Andrew Rich takes Sherm's mind back many years and many memories ago.
Probably the finest pilot I ever met....Andrew was flying the -9 only a year later. We all did command training on the DC9 15 years later, having learned all we knew about flying from some of the finest pilots and airline builders the world has seen.The best training there was, both in the 15 years in the RHS and the command training itself.
Andrew had a great career after that. Post-'89 he went to Malaysian and was an instructor on the A300-B4. Then stints on the MD-11 in Europe and 767 in Japan. A fine man and a tribute to what a well managed cadet scheme can produce.
And just have a read in the article and you'll see Reg Bailey's name there. Is there a Director of Operations in Australia today that could hold a candle to him? Such men weren't perfect but they did great things and would never stoop to pit pilot against pilot.
Probably the finest pilot I ever met....Andrew was flying the -9 only a year later. We all did command training on the DC9 15 years later, having learned all we knew about flying from some of the finest pilots and airline builders the world has seen.The best training there was, both in the 15 years in the RHS and the command training itself.
Andrew had a great career after that. Post-'89 he went to Malaysian and was an instructor on the A300-B4. Then stints on the MD-11 in Europe and 767 in Japan. A fine man and a tribute to what a well managed cadet scheme can produce.
And just have a read in the article and you'll see Reg Bailey's name there. Is there a Director of Operations in Australia today that could hold a candle to him? Such men weren't perfect but they did great things and would never stoop to pit pilot against pilot.
Thread Starter
Didn't TAA run the cadet course through the Royal Vic Aero Club and used a Piper Aztec for the CPL and IFR part of the course?
What happened to the rest of the cadets from that clipping?
What happened to the rest of the cadets from that clipping?
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They used Schutts, Royal Vic and Civil Flying School. CPL and I/R work done on two Aztecs, TGQ and TGP, ex-TAA PNG services. RVAC maintained them (not very well as they were always u/s). CPL test was done on the Aztec, mine with John Lindsay of the DCA.
Aerobatics were done on the Victa at Civil, Fuji at Schutts and Chippie at RVAC.
While Cadets we were given jump-seat passes each weekend to just watch (and pray that some F27 Captain would let you have a fly) so the young Sherm got to see the DC-9 very up close and personal. From the cadet classrooms at Essendon you could see the -9s rotate on the numbers (it seemed) on EN RW 26 and start that lovely sweeping right turn up to SBG or over on the 288 Radial to ADL.
Aerobatics were done on the Victa at Civil, Fuji at Schutts and Chippie at RVAC.
While Cadets we were given jump-seat passes each weekend to just watch (and pray that some F27 Captain would let you have a fly) so the young Sherm got to see the DC-9 very up close and personal. From the cadet classrooms at Essendon you could see the -9s rotate on the numbers (it seemed) on EN RW 26 and start that lovely sweeping right turn up to SBG or over on the 288 Radial to ADL.
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He owes me money
OK, I want to know where John Frearson is. He ownes me money!
And is Ron Boyle still riding his bike?
And speaking of the Caravelle it was Reg who wanted them. He was dead keen on getting jets on domestic routes but the French two-holer didn't have the legs for SY-PH or ML-PH. My information is that John Watkins and Reg Bailey - neck and neck IMHO as the creators of the TAA spirit - stayed cool and convinced all and sundry to wait for the Boeing tri-motor.
I recall being shown a hand-painted die-cast Caravelle in the 60s livery in the bowels of Franklin St in the early 80s.
And is Ron Boyle still riding his bike?
And speaking of the Caravelle it was Reg who wanted them. He was dead keen on getting jets on domestic routes but the French two-holer didn't have the legs for SY-PH or ML-PH. My information is that John Watkins and Reg Bailey - neck and neck IMHO as the creators of the TAA spirit - stayed cool and convinced all and sundry to wait for the Boeing tri-motor.
I recall being shown a hand-painted die-cast Caravelle in the 60s livery in the bowels of Franklin St in the early 80s.
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Isn't it funny how your memory plays tricks on you? I thought it was TAA who wanted the Caravelle, but it was forced to buy the Electra because AN had gone that route and the two airline policy required the use of similar equipment. I even thought there was a handover of an L188 (or the taking of a slot in the production line) from AN to TAA.
One thing I know - someone will set me straight on that point by close of business this day.
One thing I know - someone will set me straight on that point by close of business this day.