Category Archives: Air Rhodesia

Vickers Viscounts

In Memoriam.

By Mitch Stirling (Air Rhodesia)
Memories of Vickers Viscounts are deeply etched in the Rhodesian psyche. They played a vital role in the history of “our land of lost content”.
If you lived in Salisbury, and listened carefully, you could even set your clock to the distinctive high-pitched whine of 4 Rolls Royce Dart engines, as RH 828 turned left off runway 06 and headed out across the city to Kariba, Wankie and Victoria Falls. Black or white, big or small, young or old, you loved the Viscounts — those elegant, graceful old ndege. “You could balance a coin on edge during flight”. Millions of people travelled on the Viscounts; many of them were famous celebrities, prime ministers, presidents and monarchs. The Queen Mum was a favourite. Continue reading

Air Rhodesia’s Boeing 720s…. continued

 

By Mitch Stirling (Air Rhodesia)

 
Headlines – Rhodesia Herald
 
Headlines – Rhodesia Herald

I have been advised that Flight Engineer Taffy Powell, the kindest of men, sadly passed away some years ago. He and Jock Elphinstone (RIP — old friends) were involved in the delivery of the first CAA Viscount from Weybridge, England in 1956. Seventeen years later here they are again … in the clandestine procurement of Boeing 720s for Air Rhodesia. Remarkable! Today the last surviving member of the Boeing team is Captain James Mackenzie “Horse” Sweeney. But the good news is … “Horse” celebrated his 90th birthday with a parachute jump in Cape Town recently, so we can expect to have him around for some years to come. He takes up the story from an aircrew perspective:

“In early January 1973, three aircrews consisting of two pilots and a flight engineer were selected for a special job and training on pure jet aircraft. The crews were required to have passports other than Rhodesian and valid non-Rhodesian aircrew licences. I was one of those chosen and I think the only one with jet experience. Tony Beck, Shorty Rosser and Chum Keyter were the three captains, with Bernie van Huyssteen, Bob Hill and I acting as first officers. Harry Smith, Jock Elphinstone and Taffy Powell were the engineers. We were not told what we were going to do or where we were going and we were not to discuss our departure with anybody. Should we be forced to tell any foreign authorities what we were up to and why we were travelling, we were to say that a new holiday and travel low cost airline was being formed in South Africa and it had to remain secret.
At the end of January 1973 we left Salisbury for Frankfurt where we spent the night and only next day were we told to connect to Denver, Colorado to commence training on Boeing Aircraft at United Airlines USA. On arrival Denver we were housed at the Ramada Inn near the Airport and immediately started a conversion on the Boeing 720-025 aircraft — a slightly smaller, high speed, medium range version of the Boeing 707. The course was the standard United Airlines conversion course and was made up of about three weeks of lectures and tests, followed by five days of flying during which time we did 19 hours 30 minutes day and 20 minutes night flying. The night sortie coincided with my 50th birthday so we dropped in to the ‘Peanut Bar’ at the airport on the way home for celebratory drinks. A second round was called, at my insistence, but as we were flying again early the next day, we had to behave. The bar was named after the bowls of free peanuts which were served at the counter. Traditionally you ate the nuts and threw the shells on the floor, so the whole place crackled underfoot when you moved around! To walk between the airport and our hotel was not recommended by our instructors as it was an old WW11 low-cost housing scheme occupied by black folks whose dogs bit white folks … a far cry from the good relations experienced by all racial groups in the American Air Force during the Korean War.”
 
Postcard
 
16 hours 12 minutes airborne training with United Air Lines, Denver, March 1973
 
Taffy Powell, Bob Hill, Shorty Rosser and Jock Elphinstone
“We departed Denver in early March 1973 for Liestal in the Basel region of Switzerland and were housed for the night in a dump called the Radakahof. I think this originally had been a large open shed, with thin partitions to make up individual rooms. In the early hours of next morning Bernie van Huyssteen, who was a number of rooms away from me,  heard me moving around and suggested we go for a walk. It was still winter and we were not adequately clothed for European cold weather. But after walking for some time we found a place that was open at 6 am and was prepared to serve us hot coffee. This turned out to be the Engel Hotel — a very nice, warm friendly spot where we eventually had breakfast, met the owner/manager and enquired about accommodation and costs for the nine members of our party. The Engel was owned by Hans-Rudy and Elizabeth Hartmann and had been in the Hartmann family for some generations. We reported back to Mervyn Eyett, our deputy GM, who was in charge of the whole operation and suggested that we all move to the very much better accommodation with bathrooms and toilets en-suite at very little extra cost.  Dear old ‘Mr Moneybags’ would not hear of it, so Bernie and I moved into the comfort and good food of the Engel and paid the difference in cost from our allowances.
But it appeared that some people were taking more than a casual interest in our activities, so we were told rather hurriedly to split up into small groups and leave Liestal for a couple of weeks, and to rendezvous in Lucerne at a later date. Bernie and I went to Grundelwart, then to a quiet ski resort nearby. We felt uneasy about skiing in case of injury, which might have jeopardized the whole operation, so decided against it, very reluctantly. The hotel itself was a pleasant kosher Jewish establishment whose proprietors treated two heathens like us very hospitably.
We all met up at Lucern as arranged and returned to Liestal. Our three aircraft were housed at Basel-Mulhouse Airport which lies 6 km north west of Basel on the borders of France, Germany and Switzerland. They had German registrations and were still painted in the colours of a firm [Calair] that had gone insolvent. We had to sit around while the aircraft were being made ready for public auction; by that I mean they were being made to look in poor shape with engines removed and cowlings open and generally looking in a state of disrepair. The auction was held and the aircraft were bought for $1 000 000. I suspect it was all pre-arranged. An application had been made to validate our licences in Germany so that we could fly the aircraft home, but the applications were turned down at the last minute and three German crews were hired to fly them to Lisbon.”
 
At Basel airport 
“Our three crews flew deadhead from Basel to Lisbon, where we took control of the aircraft. Not having flown for six weeks and in aircraft with a cockpit layout slightly different from the ones on which we had trained required max concentration, not helped by some anxious moments due to delays in departure. And while we were completing customs and immigration formalities and pre-flighting, a couple of strangers were noticed walking around and examining the aircraft in detail. This resulted in a sudden panic to get airborne as it was thought it might be an attempt to stop the departure. We were instructed to get airborne ASAP! A start up problem on one of the aircraft raised the pulse rate further and then there was even more drama to come. The departure pattern consisted of climbing straight ahead to the NDB and then a starboard turn. Once the turn was complete, the next in line was cleared to go in tandem. Shorty Rosser was in the lead with Chum Keyter to follow. Tony and I were bringing up the rear with all the spares on board. After some nail-biting moments Shorty was cleared to go, followed by Chum, but on reaching the beacon he continued straight ahead. We had to hold position for what seemed like a very long time, waiting for take-off clearance. Chum eventually cleared starboard and we were able to get airborne. Apparently his cockpit had suddenly filled with smoke, causing much unhappiness in the front office with no time to concentrate on the departure procedure. It was found that an oily rag that been left in the heating system!
Once airborne we maintained radio silence until about half-way to Sal [Cape Verde Islands] when I broke silence to talk to Bob Hill and ask if he had been able to get any idea of the wind strength and direction. The forecast winds had been light at cruising altitude but I had worked out, with our limited VOR/NDB equipment, that we had a cross-wind component of +/- 100 kts. With my previous jet experience I knew this was probably an un-forecast jet stream. Bob confirmed this and we made the necessary heading adjustments to get us to Sal without any further problems … arriving there in the evening. Surrounded by a sea of hostile black African countries, Sal and Luanda in Portuguese West Africa were two of the very few airports in Africa that offered landing rights to white Southern African airlines, so fuel to destination (plus alternate) was a critical factor in route planning.” [Jock Elphinstone's log book entries with Rosser and Hill supports Horse Sweeney's entries, within a few minutes of each other]
 
Jock Elphinstone’s log book
“We flew Sal/Luanda/Salisbury the next day arriving in darkness on 14 Feb. After post-flight shut down checks, I got out of the aircraft and noticed that all the temporary German registrations had been obliterated. However, the colour scheme on the aircraft was almost identical to the Air Rhodesia paint work so, apart from the later addition of a twiggy bird and a Rhodesian flag on the tail, the aircraft livery remained the same.
The whole operation was very secret and even our own families had no idea where we were or when we were coming home. Apart from an exchange of a few personal letters  between Mervyn Eyett and the Air Rhodesia office, we had been completely out of contact. An interesting and successful operation.”
 
L to R …  Harry Smith, Jock Elphinstone, Tony Beck, Mervyn Eyett,
Chum Keyter, Taffy Powell and Shorty Rosser
 
Memo from Mervyn Eyett
The history of the Air Rhodesia Triplets goes back to September/October 1961 when they were rolled out of the famous Boeing production plant at Renton, Washington State. Five of the original machines were owned by Prudential Insurance and leased to Eastern Airlines, who eventually purchased them in 1966. They changed hands in a trade-in with Boeing Commercial Airplane in 1969, and were refurbished at Jet Aviation in Switzerland for the European charter market. German registrations were adopted and they were then purchased by Fluganlage AG who transferred ownership to Calair — a “bucket and spade” operator awaiting an air service permit. After a month parked at Frankfurt, the aircraft were moved to Basel in Switzerland for maintenance and a new paint job by Jet Aviation. By February D-ACIP was ready for service in two-tone blue and a big “C” for Calair on the tail. However, there was conflict with another German operator, Air Commerz, so the “C” had to be removed. This was the first of many problems that resulted in the whole Calair operation going “wheels up” and their aircraft being impounded. In 1972 they were purchased by Jet Aviation who sold three of the original five to Air Rhodesia … complete with cabin signs, seat numbers and toilet logos, all in German.

The others were: Serial number 18242, originally N8713E, then D-ACIS. Serial number 18244 was originally N8715E, then D-ACIT.

Should anyone want a full copy then please email Eddy Norris at orafs11@gmail.com
On their arrival at Air Rhodesia, the new jets were introduced to the travelling public with a series of demo flights and “round Rhodesia” trips. At $18 a ride, it was the best value in town. A door was not properly closed on one of these excursions, resulting in a bonus take-off and landing for the happy passengers! And on another trip, a Hawker Hunter of the Rhodesian Air Force appeared alongside, with wheels extended as if to say, “You can’t catch me!” Over the next few months more aircrews came on-line and the technical support teams went into action. Ted Methven’s old engine shop was upgraded with machines that could tip a Boeing engine vertically on its nose and lower it into a pit where the guys could work on it. The reason for Ted’s leave of absence in the previous few months suddenly became clear — he had been to school “overseas” and on the hunt for Boeings!
Cargo, Traffic, Cabin Staff, Catercraft, Ground Handling, Customer Relations … all were involved in the enormous task of introducing the “jet age” to Rhodesians. The first scheduled jet flight to South Africa occurred on 1 November 1973. But the stranglehold of UN sanctions should never be underestimated throughout the whole operation. Even United Airlines were heavily fined when it was discovered that they had trained Air Rhodesia crews.
 
First Day Cover
 
Memo from Mike O’Donovan 
 
Miss Elphinstone’s ticket
 
Air Rhodesia ticket
 
Sunday Times, 4 November 1973
 
“Can’t catch me!”
The dream of a young flight instructor who had peered through the security fence at Salisbury airport back in 1973, became a reality on 11 November 1982 when Captain Bernie van Huyssteen carried out my airborne Group 1 conversion on the B720, VP-YNL. An immediate and lasting impression was a very alarming Dutch roll if you touched the rudder with the yaw damper engaged. “Yaw damper disconnect” on approach was a check list item. But I think most pilots will agree … it was easier to land than our later Boeing 707s.
Thereafter it was always a pleasure to fly with some of the “greats” at Air Zimbabwe on the Boeing fleet. My old log book shows men like … in order of seniority, Shorty Rosser, John Heap, Ted Kruger, Bob Hill, Ray Sherwood, Bill Mann, Dave Harvey, Rodney van Rooyen, Robin Hood, Roy Downes, Chris Faber, Tony Thomas, Tom Tarr, Chris Spalding and Lionel Smith. Unfortunately my Boeing roster never coincided with those of John Day, Don Newton, Hew Travers and Bill Wragg who were type-rated captains at the time. Some of the “good old engineering hands” were still at work in the “engine room”…  like flight engineers Jock Elphinstone, Reg Mullen (chief FE after Jock), Jack Davidson, Cliff Hawthorne, and new boys Bob Fletcher, Alec Radnitz, Rob Cocking, Malcolm “Stud” Lane, Billy Eckert and Mike Hulley. Captain Chum Keyter ran the B720 simulator in Harare in those days along with the inimitable Dennis “Poopy” Clur. “It was a very basic ‘A’ model from SAA that handled like a 1946 Bedford truck”, said Roy Downes, “and bore no resemblance whatever to the real thing!”
VP-YNM removed from service in 1983 as Z-YNM. Parked outside the old Air Trans Africa hangar where the first class section was used by senior staff as a lunch-time canteen, giving rise to the rumour that it was a cabin staff training facility! Finally scrapped in 1986 HRE, thus ending its role as a spare parts donor.
VP-YNN removed from service in 1985 as Z-YNN, broken up in 1988 and purchased for spares by Air Charter Services, Zaire.
VP-YNL
 
VP-YNM Air Zimbabwe Rhodesia
 
Z-YNL  Zimbabwe registrations were issued in 1983

A serviceable Z-YNL was sold to Air Charter Services, Zaire, by public auction and departed Harare in November 1988 as 9Q-CTD. Loaded with spare parts from Z-YNN and accompanied by a B707 of Katale Aero Transport, it flew to its new home at Kinshasa’s N’Dijili International (FIH). New ACS was the new corporate identity allocated in 1992 and its last flight was in late 1993 or early 1994 … which was probably the last passenger scheduled flight of a B 720 anywhere in the world. It was withdrawn from service later that year and moved to a hangar, in very dusty conditions at Kinshasa. Thereafter it was cannibalized for spares for the B 707 of New ACS.

In1997 it found its last resting place when it was moved to “Corrosion corner” at Kinshasa airport. Last heard of in February 1998 with a total airframe time of a relatively low TT 32 713 hours.
 
Nov 1994, 9Q-CTD with New ACS colours in maintenance hangar (FIH).
First release of pic by Michel Huart. 
 
Corrosion corner.
 
Control wheel relic from the scrap heap
 It was a rather ignominious end to the flagship of the “Rebel Rhodesian” airline. VP-YNL and her two companions had been loved by many, criticized by some — particularly Jack Malloch’s DC8 boys, who were occasionally scornful of Air Rhodesia and their fleet of Boeings — but it has to be said that they provided a much needed boost to the Rhodesian morale at exactly the right time. It was a magnificent accomplishment and great credit is owed to all the airline personnel involved (from the pilots, to the men and women behind  the advertising campaigns). Underpowered and noisy they may have been — with loud bangs reported from compressor stalls during take-offs from Salisbury’s 4750 m (16 000 ft) runway — but they slotted into an operational niche and filled a need more than adequately. 40 years have slipped by since their arrival … but the legacy of Air Rhodesia’s B720s will not be forgotten for many more years to come.
To end a wonderful slice of history on a lighter, humorous note … Captain John Heap, Chief Pilot Air Rhodesia, was heard to say on one occasion …  “On take-off you just sat there until the thing decided to fly!”  Hahaha…..
 
John Heap, “Horse” Sweeney and Jock Elphinstone
With thanks to: Captain “Horse” Sweeney, Nicky (Elphinstone) Pearce, John Reid-Rowland, Michel Huart, Roy Downes, Rob Rickards, Tony Ward, Steve Carter, Vic MacKenzie, Mike Daly, Derek Hill, Walter Downes, Robin Norton, Sandy O’Donnell, Victor Sherwood, Clive Law-Brown, Mike Hamence, Dave Vermaak and Gordon Hall. The photographs come from the book, “They Served Africa with Wings” and the Facebook page of that name. Some previously unseen shots of the B720 in the colours of New Air Charter Services are attached, courtesy of Michel Huart, Henri Marchal and Michel Anciaux.
Addendum: The engine types on the Air Rhodesia B720 were probably (unconfirmed) type JT3C – 12s, as opposed to – 7s. Eastern Airlines was the only one of 17 original operators to install the heavier JT3C – 12 engines to gain additional thrust at 13 000 lbs.


End

Air Rhodesia’s B720s — “a riddle wrapped in a mystery”

By Mitch Stirling (Air Rhodesia)Rhodesians, dispersed throughout the world, have watched in utter dismay as their once-proud national carrier has stalled and nosedived into obscurity, its demise unprecedented in the annals of aviation history. International aviation watchers and plane spotters have been greatly saddened by this unhappy turn of events — inspired by politics and fuelled by ignorance and incompetence.Built from the remains of Central African Airways, Air Rhodesia Corporation was formalized on 1 September 1967. Once described as “a small airline with a big heart” it faced many challenges during its short years of existence but emerged with a reputation second to none as one of the better smaller airlines in the world. But a report in Time Magazine signalled the beginning of the end for the airline.

          “For the first time in 21 years the United Nations Security Council resorted to mandatory sanctions to bring down a government. The council declared an international embargo on 90% of Rhodesia’s exports and forbade the UN’s 122 member-nations to sell oil, arms, motor vehicles and aeroplanes to the Smith regime following a Unilateral Declaration of  Independence on 11 November 1965.”
During those troubled times Air Rhodesia’s operation depended on its ageing fleet of Vickers Viscounts and Douglas Dakotas but, faced with the growing burden of international sanctions and worrisome passenger loads, management realized that more competitive aircraft types were needed on their Africa routes if they were to survive. The solution to the problem appeared on the evening of the 14th April 1973 as Captain Roy Downes was taxiing out in a Viscount at Salisbury (FRSB) for the scheduled departure to Bulawayo (FRBU). He clearly recalls seeing three large, blacked-out “shadows” landing in quick succession. This was followed by a cryptic message in the Rhodesia Herald on that Easter weekend:
      “To Pat and Ray, congratulations on the arrival of the triplets.” Pat Travers, then general manager of Air Rhodesia, was delighted.
 
Boeing 720-4.
 
Boeing 720 -1.
Prime Minister Ian Smith said,
      “For a long time we have been trying to get something like this to give a boost to Air Rhodesia and we never knew whether it was going to succeed or not; I am thrilled.”
Pilots’ Association of Rhodesia chairman Captain Robin Hood announced,
  “It’s a wonderful feeling knowing at last the day has arrived.”
 
The Triplets
But the questions in the minds of all Rhodesians was:  who was flying them, how did they get here, from where had they come?
Over the years these unanswered questions have remained shrouded in mystery. The “facts” about their purchase and delivery have been muddled and contradictory and the identities of the air crews involved and their friends around the world have remained secret — as under international law they were all liable for prosecution. So the jet trails were deliberately erased and smoke screens were released in the news media to deceive British government and CIA investigators.
Speculation grew. The BBC suggested that they had come from Bern in Switzerland via Lisbon and Lourenco Marques. A strange South American millionaire was involved. A front organization in Paraguay bought them third hand. Secret flight plans had been filed from Lisbon to Paraguay. Jet Aviation in Switzerland was involved and Eastern Airlines in Miami. As political negotiations with the British government were in progress at the time, some thought it might have been a settlement deal in anticipation of a political break-through. Perhaps there was South African involvement? The aircraft had changed hands through a shady middle man and an unregistered company in Liechtenstein with PK van der Byl connections. Henry Kissinger was behind it all. Others thought it was an expensive propaganda ploy. A load of second-hand rubbish, said some critics. It was reported that some Air Rhodesia crews had been in training at SAA and TAP. Vague phrases began to appear in the tabloids:
   “Sources close to government said…”
   “It was reported that…”
   “The alleged aircraft were cast-offs from an aviation world, changing to wide-body jets.”
The “facts” were… nobody was really sure and those who knew were not saying a word. It remained one of the best-kept secrets in aviation, although Mr Elie Zelouf of Jet Aviation, Basel said the operation had taken 10 years off his life with M15 or M16 pitching up in Basel demanding explanations. Air Rhodesia management refused to comment, except to say it was a package deal. Minister of Transport Roger Hawkins broke official silence on 17 April ’73 with the brief announcement that VP-YNL Matabeleland, VP-YNM Mashonaland and VP-YNNManicaland had been added to the Air Rhodesia fleet in defiance of United Nations sanctions. Shortly after a member of the British parliament was heard to say, “The aircraft will sit on the ground as Rhodesia will not be able to get spare parts.”  Wrong;  the aircraft were maintained in beautiful condition by the engineers at Air Rhodesia’s workshops at Salisbury, whose ingenuity had been long-since tested by futile United Nations sanctions.
 
Vic MacKenzie cartoon.
Aircraft manufacturer Boeing and engine manufacturer Pratt and Whitney announced that they would cut off spares to any airline indirectly supplying spares to Air Rhodesia. “We have had extreme difficulties”, said chief engineer, Henry Radnitz, “but we have overcome the lot.” Those difficulties involved refurbishing and re-equipping some fairly weather-beaten machines. Some spares were actually designed and built in the Air Rhodesia workshops… often better than the original parts. Engine overhauls were carried out and a new engine test bed was constructed. Air crews, ground crews and all aircraft handlers had to be brought up to speed in a new “jet age” in Rhodesia. Marking their new identity were dark and light blue cheat lines on the fuselage with a stylized red Zimbabwe bird and Rhodesian flag on the upper tail fins.
 
720 on Apron
 
Jameson Hotel, Salisbury Menu With Signatures – 25th April 1973.
 
IDS (Rhodesian Prime Minister) on the jump-seat.

During the early days the threesome could be seen behind a tall security fence around the maintenance area at Air Rhodesia’s headquarters at Salisbury main, away from the public gaze. But the circuit at Salisbury airport was alive with the crackling sound of JT3C turbojet engines as they laid down dark exhaust trails. More air crews, their careers stunted by sanctions, were eventually converting to jets.

I remember gazing at the Triplets through the diamond mesh of the security fence when I was a young flight instructor. Perhaps even dreaming a little as I admired those BIG birds… so near, yet so far away. They looked like 707s but were shorter by about 4 metres. They were structurally lighter, said the technical manuals, with ventral fins and wing “gloves” between the fuselage and inner engine pylons to increase the Mach number in the cruise and improve the takeoff and landing performance. Said Flight Engineer Bob Fletcher in years to come,
   “Their stove pipe engines, with 12 000 lbs of thrust at ISA sea level turned fuel into noise and only provided thrust as a bi-product, but we loved ‘em.”
 
Take off (only 65 of original B720s were built)
 
On Camera

Air scoops above the inner engines were notable features too. Fresh air from these intakes was routed to turbo compressors which, combined with 12th/ 9th stage bleed air from the engines, was the primary source of cabin pressurization. This created a problem at top of descent when thrust was reduced to idle, as the engine bleed was now insufficient to supply enough air. The flight engineer and pilots had to work closely to control the pressurization with throttle and coordinate the descent profile. Freon was used as a coolant for air conditioning. Big leading edge Krueger flaps were a notable feature too, used to enhance take-off performance. In short, the B720 was an aircraft well-suited for Air Rhodesia’s Africa route requirements. They were high-speed, designed for short haul and intermediate stage lengths and with a passenger configuration of 126, a cruise speed of 930km/h and a range of 3 700 km they compared favourably with South African Airways B727 trijets.
 
Boeing 720 Flight Patterns
 
Limitations
Relevant text reads;-
LIMITATIONS
MAX. TAXY WEIGHT – 230 000 lbs
MAX. T/O GROSS WEIGHT – 229 000 lbs
MAX. ZERO FUEL WEIGHT -149 000 lbs
MAX. LANDING WEIGHT – 175 000 lbs
VMO:- SEA LEVEL – 378
5 000′ – 380
10 000′ – 383
23 500′ – 398
MM0:- 23 500′ AND ABOVE – MO.906
AUTO-PILOT ENGAGED – VMO AND MMO
LANDING LIGHTS – VMO
GEAR LOWERING: TO 30 000 – VLO 270
30 000 & ABOVE – VLO 280 OR MO. 83
GEAR EXTENDED – VLE 285 OR MO.83
GEAR EMERGENCY DESCENT – VLO 320 OR MO.90
VLE 340 OR MO. 90
FLAPS 20° – VFE 220
30° – VFE 210
50° – VFE 185
LEADING EDGE FLAPS DO NOT RETRACT – VNE 230 KTS
PURL DUMP CHUTE – VDCO 240 OR MO.83
VDCE 275 OR MO.83
CARGO FAIRING DOOR – VNE 250
MINIMUM CONTROL SPEED (T/O THRUST)VMCG 100
VMCA 100
MIN. CONTROL SPEED 2 ENG – IN0P
SAME SIDE VMCA 135
MIN.CONTROL SPEED OUTBOARD ENG-.
INOP AND RUDDER BOOST INOP – VMCA135
MIN.CONTROL SPEED 2 ENG.IN0P SAME
SIDE AND RUDDER BOOST IN0P. – VMCA 165
RUDDER BOOST 1 000 PSI. – VMCA 110
M TRIM INOP: NORMAL – VNE 0,81
EMERGENCY DESCENT 0,86
TURBULENCE SPEED – 280 OR MO.80
(WHICH EVER IS LOWER)
MAX .IN-FLIGHT WEIGHT AT WHICH RESERVES MAY BE EMPTY – 180 000
RESERVE TANKS MUST BE FULL WHEN IN-FLIGHT GROSS WEIGHT EXCEED – 185 000
T/O AND LANDING LIMITS: TEMP – -54°c TO ISA +34°C
ALTITUDE (AIRFIELD) -1000 TO 8300′
(PRESS ALT)
RUNWAY SLOPE – ± 2%
MAX. TAILWIND – 10 KTS
ALTITUDE – 0 TO 42000′ (PRESS ALT)
CABIN PRESSURIZATION:
MAX. DIFFERENTIAL – 8,6psi ± 0,15psi
RELIEF VALVE SETTING – 9,42psi ± 0,15psi
CROSSWIND LIMITATION: T/O – 29 KTS
LANDING 25 KTS
STARTING – 29
NORMAL STARTER LIMITS – 30 secs ON/60 secs OFF
SLOW STARTING ENGINE – 1 ON/1 OFF/1 0N/5 MNS OFF
MOTORING WITH FUEL AND IGNITION OFF: 2 MNS ON/5 MNS OFF
START LEVER TO START LIGHT UP WITHIN: 20 SECS
START EGT MAX. – MOM 610°C 450°
OIL PRESSURE. 5 PSI WITHIN 10 SECS
ACCEL. TO 50% N2 SHOULD OCCUR WITHIN: 2 MNS
T/O 620
 
Normal Take Off 20 ° or 30 °
Relevant text reads:-
Index
L4 – V2+10
L5 – 500′ (min) Flaps 20/30° V2+10 Min Max 15° Bank Turn into Heading OR V2+30 Max 30° Bank Turn Into Heading
L6 – On Heading Accelrate to V2+30 Flaps° Climb Thrust After T/O CHecks
L7 – 250KTS After T/O Checklist
L8 – Fl 100 290 KTS
L9 – M-77
R1 – 1000′ AGL Accelrate V2+10 – Flaps 20°, V2+30 – Flaps )°
R2 – V2+50 Climb Thrust After T/O Checks
R3 – 250KTS After T/O Checklist
R4 FL 100 290 KTS
R5 FL300 M.TT
B1 – V1
B2 – VR Rotate Smoothly to 8° Nose Up
B3 Postive RoC Alt and VSI Gear up
 
Approach to Stall and Recovery
 
ILS 2 Engine Inoperative
 
First Scheduled Salisbury to Durban (South Africa)
The new additions were placed on the Salisbury-Johannesburg route on 31 August 1973 and on the Salisbury-Durban route the following day. In November they supplemented the Viscounts on the tourist class service to Johannesburg as well as providing a service to Beira, Lourenco Marques and Durban. Blantyre remained a Viscount destination. Flying time on the Johannesburg run was now reduced from 155 minutes to 85 minutes in the jet. The first international jet commercial flight was a Dods Brooks rugby charter from Salisbury to Durban on 6 July 1973, the 27th anniversary of Captain Tony Beck’s time with the airline. It began with a flight to Bulawayo where embarking passengers were inconvenienced by the late arrival of some Plumtree school boys who delayed the flight — its first departure from Bulawayo. This in turn resulted in a delayed Salisbury to Durban departure for the VIP passengers, the Rhodesian rubgy team, plus B team, Under 20s and all their supporters destined for the Currie Cup game against Natal. They were not amused! No comment came from the Headmaster of Plumtree school, as his boys were on a Rhodes and Founders break. It was a slippery “side step” by old JB Clarke, as good as any rugby international’s.
 
Captain Tony Beck with Ron Maskell, Henry Radnitz (Head of Engineering) and Jack Cocking.
But to return to the mystery of who/how/where… what better person to ask than Captain James “Horse” Sweeney who was a member of the original delivery crews? Only he and Flight Engineer Taffy Powell are alive today to tell the tale. “Horse” tells the story in his own words in Part 2 of this article, along with some very interesting photographs and documents from Flight Engineer Jock Elphinstone’s old photo albums……..


End