TAA Sunbird Services...
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King Oath,
I'm not a G'ma yet,but I do have a married daughter!I also remember the cane toads being used as golf balls at the mess;talc powder on the top of the blades of the fans in our rooms always spoiled the first few minutes of "passion".Those were the days.
SBW was Montgomeries DC3.
I'm not a G'ma yet,but I do have a married daughter!I also remember the cane toads being used as golf balls at the mess;talc powder on the top of the blades of the fans in our rooms always spoiled the first few minutes of "passion".Those were the days.
SBW was Montgomeries DC3.
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Laikim Liklik Susu, a wonderful memory evoking thread you have running here, sufficient to move me from my Pprune observer's seat to writing a word or two.
I can settle your query posed a couple of posts ago about the very last operation of the Sunbird, it was me your honour, I'm guilty of the crime.
As you have said correctly, VH-SBD was the last aircraft to wear the Sunbird, and with Peter Iredell as Captain, and myself as F/O, ferried it to Brisbane for overhaul and a new paint scheme on September 22nd, 1971. After that, the Sunbird was gone forever. As I was "going finish", Peter Iredell, as the gentleman he was, allowed me the last sector, so I guess that makes me the last Sunbird pilot.
I later crewed the post-overhaul test flight of SBD before it's return to New Guinea, and in it's new "TAA Look of the 70's", had lost it's character altogether.
Thanks for evoking the memories,
Tiger (Ken) Maynard
I can settle your query posed a couple of posts ago about the very last operation of the Sunbird, it was me your honour, I'm guilty of the crime.
As you have said correctly, VH-SBD was the last aircraft to wear the Sunbird, and with Peter Iredell as Captain, and myself as F/O, ferried it to Brisbane for overhaul and a new paint scheme on September 22nd, 1971. After that, the Sunbird was gone forever. As I was "going finish", Peter Iredell, as the gentleman he was, allowed me the last sector, so I guess that makes me the last Sunbird pilot.
I later crewed the post-overhaul test flight of SBD before it's return to New Guinea, and in it's new "TAA Look of the 70's", had lost it's character altogether.
Thanks for evoking the memories,
Tiger (Ken) Maynard
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G'Day Tiger, thought it might bring you out to post - now, I wonder where Peter Iredell is! I hope he has internet access.
Yes, they certainly lost their character when the Big T adorned them. The SB scheme was just so delightful, and evokes wonderful memories, not only in myself, but it seems a lot of people.
Wasn't it also YOU that did the last ever TAA / Australian Airlines propeller service, I believe in a Jetstream J31? Memories of such trivialities are fading with the onset of C.R.A.F.T Disease.
Drop me a line sometime mate!
Yes, they certainly lost their character when the Big T adorned them. The SB scheme was just so delightful, and evokes wonderful memories, not only in myself, but it seems a lot of people.
Wasn't it also YOU that did the last ever TAA / Australian Airlines propeller service, I believe in a Jetstream J31? Memories of such trivialities are fading with the onset of C.R.A.F.T Disease.
Drop me a line sometime mate!
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Laikim Liklik Susu, Close but not quite. The last ever TAA / Australian Airlines propeller flight was a Jetstream 31 ferry flown by John Cleary and Dick Kennedy from Townsville to Brisbane on May 31st, 1987. I operated the last ever TAA / Australian Airlines propeller PASSENGER flight on the same day from Charleville to Brisbane. John and Dick allegedly delayed their departure so as to be the last, so I guess it's a matter of definition, they did the last prop flight, I did the last passenger prop flight.
The passenger complement, including two MPs, thoroughly enjoyed the manner in which we bade farewell to Charleville, the details better left unsaid, but suffice it to say that it was in the same time honoured manner as in the "going finish" tradition in New Guinea.
I'd be happy to drop you a line Laikim Liklik Susu, but it would help a lot if I knew who you were! A PM seems like a good idea.
I too, would love to know where Peter Iredell and Eric Sundstrup (Jockstrap) are these days, thorough thorough gentlemen of the kind they don't make anymore.
I'm getting all choked up, cool it with the nostalgia.
Tiger (Ken) Maynard
The passenger complement, including two MPs, thoroughly enjoyed the manner in which we bade farewell to Charleville, the details better left unsaid, but suffice it to say that it was in the same time honoured manner as in the "going finish" tradition in New Guinea.
I'd be happy to drop you a line Laikim Liklik Susu, but it would help a lot if I knew who you were! A PM seems like a good idea.
I too, would love to know where Peter Iredell and Eric Sundstrup (Jockstrap) are these days, thorough thorough gentlemen of the kind they don't make anymore.
I'm getting all choked up, cool it with the nostalgia.
Tiger (Ken) Maynard
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Liklik - There is a former Lae engineer, Dave Thollar, who has a large collection of colour slides of PNG DC-3s. Last I heard of Dave was 1995 when he was with Ansett in Brisbane. His photos appeared from time to time in 'Bird of Paradise' magazine and one with Sunbird DC-3s featured is in one of those published hardback bound sets - as is a piece about the late LL ('Low Level') Blackman. Larry was training captain for a wantok, Bill Hobday, who is now wheeling them on deftly somewhere way up there. RIP.
Tiger Maynard - Eric Sundstrup, after he and Mary sold Swan Island (NE tip of Tasmania), bought a property on the west bank of the Tamar.
Address is 364 West Tamar Highway, Riverside, TAS 7250. Phone 03-6327 1255
Tiger Maynard - Eric Sundstrup, after he and Mary sold Swan Island (NE tip of Tasmania), bought a property on the west bank of the Tamar.
Address is 364 West Tamar Highway, Riverside, TAS 7250. Phone 03-6327 1255
Moderate, Modest & Mild.
Well there you go, I never knew you for the celebrity you really are, Tiger.
Even before reading your revelations, I had enjoyed this thread.
Good one Laikim Liklik
Keep the stories coming.
Even before reading your revelations, I had enjoyed this thread.
Good one Laikim Liklik
Keep the stories coming.
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Do I remember Greasey Blackman (I presume same as Larry) as a ground engineer in Lae in the 60's before he became a pilot? You're right the C.R.A.F.T. disease is a pest.
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Ah Tiger, the memories,
“Greasy” Blackman was a legendary type, never a ground engineer. Berlin airlift was in his CV. We F/O’s never referred to him as “Low level”. Cowboy he was not. Merely preferring VFR to IFR at all times, even in the Fokker.
A typical Moresby Lae afternoon flight in the DC3 would have Grease departing up the backbeam trying for the Kudgeru- Wau- Bulolo- Snake- Markham valley. If this was blocked, he would return SE looking all the time for a hole. If the Kikoda gap was blocked he would proceed SE towards Mt Brown. If this were blocked (a bad day) he would turn to the F/O and say “ tell em (FSU) proceeding VFR via the cape, shag”. Was he kidding? (adding about 3 hours to the trip time) As a sprog F/O I was unsure. Which cape?, Endemaire?
SBW was indeed Montgomery’s personal transport, presented to him in North Africa by Eisenhower in ’43. She had large viewing windows and, luxury, electric fuel boost pumps. For the F/O this meant no more wobble pumping during start.
Memories include four DC3’s taxying out for the 6am depart at Madang; all four lined astern doing their mag run up checks. In the afternoon with a sea breeze, they would turn to be at 45 degrees facing into wind.
I worked for Ansett MAL (“warfs” what a ratbag !@#*ing show) before being accepted into TAA. (TAA pilots had a 3 or 5 year posting in NG whereas MAL were permanent). The only two pilots who could regularly three point the DC3 were Dick Walshe (MAL) and Grease (TAA). Later the safer wheeler type landing was preferred.
The Transair Lodge in Lae, a marvellous place, with 4 person dongas scattered around a central mess block and bar on a landscaped hillside. Single pilots had two dongas, ground engineers, traffic staff another etc, and (best part) hosties on 6 month rotation from “down south” their own. Ah the flitting from donga to donga in the small hours. In those days before our politically correct times, hosties were weightckecked every 6 months and naturally had to resign before marriage. 6 months was a perfect length of time fot the average relationship, if you get my meaning. In about ’72 one such (KC) arrived at the pool wearing a string crochet bikini. God had blessed this aparition with all the attributes and had the lads doing handsprings. Sadly her charms were not for the likes of a lowly F/O. I saw her years later in Melbourne, and she was plain and boring. Bit like flying in Australia really.
Malheuresement, all came to a sudden halt in ’73. The only longstanding TAA types electing to remain in (what we now realise) Paradise were you guessed it, Grease and Gary Honour.
But that’s another story.
“Greasy” Blackman was a legendary type, never a ground engineer. Berlin airlift was in his CV. We F/O’s never referred to him as “Low level”. Cowboy he was not. Merely preferring VFR to IFR at all times, even in the Fokker.
A typical Moresby Lae afternoon flight in the DC3 would have Grease departing up the backbeam trying for the Kudgeru- Wau- Bulolo- Snake- Markham valley. If this was blocked, he would return SE looking all the time for a hole. If the Kikoda gap was blocked he would proceed SE towards Mt Brown. If this were blocked (a bad day) he would turn to the F/O and say “ tell em (FSU) proceeding VFR via the cape, shag”. Was he kidding? (adding about 3 hours to the trip time) As a sprog F/O I was unsure. Which cape?, Endemaire?
SBW was indeed Montgomery’s personal transport, presented to him in North Africa by Eisenhower in ’43. She had large viewing windows and, luxury, electric fuel boost pumps. For the F/O this meant no more wobble pumping during start.
Memories include four DC3’s taxying out for the 6am depart at Madang; all four lined astern doing their mag run up checks. In the afternoon with a sea breeze, they would turn to be at 45 degrees facing into wind.
I worked for Ansett MAL (“warfs” what a ratbag !@#*ing show) before being accepted into TAA. (TAA pilots had a 3 or 5 year posting in NG whereas MAL were permanent). The only two pilots who could regularly three point the DC3 were Dick Walshe (MAL) and Grease (TAA). Later the safer wheeler type landing was preferred.
The Transair Lodge in Lae, a marvellous place, with 4 person dongas scattered around a central mess block and bar on a landscaped hillside. Single pilots had two dongas, ground engineers, traffic staff another etc, and (best part) hosties on 6 month rotation from “down south” their own. Ah the flitting from donga to donga in the small hours. In those days before our politically correct times, hosties were weightckecked every 6 months and naturally had to resign before marriage. 6 months was a perfect length of time fot the average relationship, if you get my meaning. In about ’72 one such (KC) arrived at the pool wearing a string crochet bikini. God had blessed this aparition with all the attributes and had the lads doing handsprings. Sadly her charms were not for the likes of a lowly F/O. I saw her years later in Melbourne, and she was plain and boring. Bit like flying in Australia really.
Malheuresement, all came to a sudden halt in ’73. The only longstanding TAA types electing to remain in (what we now realise) Paradise were you guessed it, Grease and Gary Honour.
But that’s another story.
Last edited by chimbu; 7th Apr 2005 at 01:39.
Lik Lik
Not uncommon for DC-3s to swap wings. I understand that Ansett had a pool of overhauled wings ready for fitment to the next DC-3 that came in for overhaul.
David Thollar is living here in Brisbane. I have alerted him to this thread.
Cheers
Not uncommon for DC-3s to swap wings. I understand that Ansett had a pool of overhauled wings ready for fitment to the next DC-3 that came in for overhaul.
David Thollar is living here in Brisbane. I have alerted him to this thread.
Cheers
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With the coming of independence for PNG, naturally both Ozzie domestic carriers had to sever their ties, starting in '73. APNG offered employment to existing staff from both airlines. Ansett took pilots who elected to leave, into the mainline, at the bottom. Some went to BNE as Fokker F/O's, some to MEL on jets.
TAA and Ansett did much for the development of the Territory in the 12 years they were there (commencing in '61 when Qantas pulled out) and their story needs telling. MAL's Caribou story is particulary interesting, being as how it was the version of the DHC 4A to fly in civilian colours, and how the Department of Civil Aviation would not recognise it's STOL capabilities for the ANO27 certification.
TAA and Ansett did much for the development of the Territory in the 12 years they were there (commencing in '61 when Qantas pulled out) and their story needs telling. MAL's Caribou story is particulary interesting, being as how it was the version of the DHC 4A to fly in civilian colours, and how the Department of Civil Aviation would not recognise it's STOL capabilities for the ANO27 certification.
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MAL's Caribou story is particulary interesting, being as how it was the version of the DHC 4A to fly in civilian colours,
Hope he has been able to save them in digital format.
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Could someone (whose greymatter is more intact than mine) remember the first four items of the DC3 shutdown recalls>
TAA's was: Throttle mixture feather pitch
whereas
Ansett's was: Throttle feather mixture pitch
Don't worry if you can't reemember after 35 years, you won't fail the check
TAA's was: Throttle mixture feather pitch
whereas
Ansett's was: Throttle feather mixture pitch
Don't worry if you can't reemember after 35 years, you won't fail the check
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Well, I have the TAA Pilot Training Manual (green folder) right besie me, including the QANTAS manual as well - darned things should have gone back in 1989. What a shame.
Not going to chime in here, as I have the cheat notes.
Not going to chime in here, as I have the cheat notes.
Any chance of any of you good folk posting pictures (esp colour) of any (or all!) of the following aircraft in TAA livery:
DHC3 Otter
DH82
C180
Bristol Freighter
Catalina
Queen Air
Grumman Mallard/Goose
Aztec
and any other exotic types you may have in your vast collections?
I've got all those great shots from www.airliners.net but the types above aren't well represented.
Thanks...
Ummmm, Al, much as it would be great to see the pictures here, I don't think he who must be obeyed would appreciate the extra band width.........
If any number of pictures (JPG <90 kb) are to be posted please email or PM me first so I can check with the boss. It's not that it can't be done - just best to ask first.
The other better alternate would be to upload the pictures to a free web hosting site and post the link only in PPRuNe.
Woomera
DHC3 Otter
DH82
C180
Bristol Freighter
Catalina
Queen Air
Grumman Mallard/Goose
Aztec
and any other exotic types you may have in your vast collections?
I've got all those great shots from www.airliners.net but the types above aren't well represented.
Thanks...
Ummmm, Al, much as it would be great to see the pictures here, I don't think he who must be obeyed would appreciate the extra band width.........
If any number of pictures (JPG <90 kb) are to be posted please email or PM me first so I can check with the boss. It's not that it can't be done - just best to ask first.
The other better alternate would be to upload the pictures to a free web hosting site and post the link only in PPRuNe.
Woomera
Last edited by Woomera; 19th Apr 2005 at 02:38.