Remember Jakarta-Kemayoran
Travelling back in time
By Jan Koppen
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In the summer of 1982, at the age of just 21 years, my girlfriend and I traveled by Singapore Airlines Boeing 747-200 from Amsterdam to Singapore. After a stop-over in the Lion City, we traveled onboard a Singapore Airlines A300 to Jakarta. During our stay in Jakarta, I took the opportunity to spend some time at Jakarta Kemayoran Airport to spot and photograph the bustling aviation activity at this exciting airport. I just had bought my first camera, a Fujica 605N plus a second-hand telelens and made my first steps of photographing airliners. During these days, Kodachrome K64 was the norm for aviation slides, and for some reason, excessive use of the color blue was the favorite of Mr. George Eastman of Kodak! The quality output of my slides was meager, but nowadays, we have Photoshop, and with a lot of effort, I made the copy's presentable.
Kemayoran Airport, also spelled Kemajoran Airport, was the principal airport for Jakarta, Indonesia, from 8 July 1940 until 31 March 1985, when it was replaced by Soekarno-Hatta International Airport.
What was Kemayoran Airport is now located in two subdistricts: the southern part is located in the Kemayoran Subdistrict, (Central Jakarta) and the northern part is in Pademangan Subdistrict, (North Jakarta). DC-8s of TAI, KLM and Japan Airlines flew to Kemayoran in the 1960s and early 1970s, as did Garuda Indonesia's Convair 990s. In 1975, international flights were temporarily moved to Halim Perdanakusuma Air Force Base. Flight operations terminated on the night of March 31, 1985, and domestic flights were immediately transferred to Soekarno-Hatta Airport. The airport was briefly reactivated for the Kemayoran Air Show in 1996. Following the airport's closure, the areas around what is then Kemayoran Airport is being developed with highrises. These changes transformed the area around Kemayoran Airport into a more metropolitan city. as The location of the former airport has been a favorite subject in urban planning, on which the former runways have been converted into a wide boulevard. The remains of the control tower and main terminal still stands. |
Above photo of the Sempati DC-3 PK-JDG was taken by Howard Chaloner in June 1972. The photo is of particular significance to his brother Tim Chaloner because the young kid walking towards the terminal on the left is him! His late father walks beside him just out of shot. He was only 7 years old at the time. He told me he wish that he could remember more of the airport scenes from those days! Luckily the slide survived all these years and was restored as much as possible.
Sincerely thanks to Tim Chaloner contacting me with this unique info. Photo credit: Howard Chaloner. 
"Kemayoran's old terminal somewhere in the 1972 and '76".
"..... and this is what's lelft"
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"Douglas DC-9-32 PK-GNW 'Paguyaman' of Garuda Indonesian Airways is seen here taxiing to her assigned stand at Jakarta-Kemayoran, September 08, 1982".
The history of Douglas DC-9-32 PK-GNW reads as follows; - This airframe left the factory at Long beach in June 1979 and was, like many other DC-9-32s, delivered to Garuada Indonesian Airways. After her service for the Indonsian flag-carrier she was 1994 transferred to Indonesian second level carrier, Merpati Nusantara Airlines. Her career with them was brief and Cebu Pacific from the Philippines bought her in November 1995 and were using her to service their ports-of-call until July 2006. During May 2007 she was seen being dismantled at Manila.
Note; - In the background Pelita Lockheed Hercules PK-PLW is seen undergoing a thorough inspection on the ramp.
Aviation in Indonesia serves as a critical means of connecting the thousands of islands throughout the archipelago and Garuda Indonesia is the flag carrier of Indonesia. Named after the holy bird Garuda of Hinduism and Buddhism, and the national emblem of Indonesia.
The earliest predecessor to Garuda Indonesia was KNILM, Royal Dutch Indies Airways, founded in 1928 during the Dutch colonial period; despite the similar name, it was not a subsidiary of the main Dutch carrier KLM. KNILM was dissolved in 1947, and its assets were transferred to a new KLM subsidiary, KLM Interinsulair Bedrijf (KLM Interinsular Service), which was nationalized in December 1949.
The name "Garuda" was derived from a Dutch poem written by a renowned Javanese scholar and poet Raden Mas Noto Soeroto; "Ik ben Garuda, Vishnoe's vogel, die zijn vleugels uitslaat hoog boven uw eilanden" which means "I'm Garuda, Vishnu's Bird, that spreads its wings high above the Islands". In Hindu mythology, Garuda is the name of Lord Vishnu's mount (vahana).
In its current institutional form, Garuda Indonesia had its beginnings in the Indonesian war of independence against the Dutch in the late 1940s, when Garuda flew special transports with a Douglas DC-3. 26 January 1949 is generally recognized as the airline's founding date, at which time the airline was known as "Garuda Indonesian Airways." The first aircraft was a DC-3.
In 1965, the airline took delivery of its first Douglas DC-8, and grew beyond the Asian market it was focused on, beginning scheduled flights to Amsterdam. During the early 1970s, Garuda Indonesia took delivery of both the McDonnell Douglas DC-9 and Fokker F28 Fellowship for its short and medium-haul operations. The airline went on to take delivery of 62 F28s, holding the title for the largest operator of the F28 in the world.
In 1973, the airline took delivery of its first Douglas DC-10, giving it the capability to carry more passengers and fly longer flights, and it replaced the DC-8 and Convair 990 fleet on flights within Asia and to Europe. The DC-10 would become an integral part of the Garuda fleet for the years to come, outlasting the newer McDonnell Douglas MD-11s, before the type was finally retired in 2002. Afterwards, in 1980, the airline took delivery of the first Boeing 747-200, complementing the DC-10 on high-capacity or long-range routes.
On 21 June 1982, Garuda became the launch customer of the Airbus A300B4-220FC, which was the first variant of the A300 capable of being operated with two pilots instead of three. By 1984, nine of these were in service, supplemented by 8 Douglas DC-10s, 24 Douglas DC-9s, 45 Fokker F-28s, and 6 Boeing 747-200s.
In 1985, Garuda made the controversial decision to hire foreign brand consultants Landor Associates to create a new logo, livery and brand for the airline, a project that was regarded as expensive and unnecessary at the time.
The history of Douglas DC-9-32 PK-GNW reads as follows; - This airframe left the factory at Long beach in June 1979 and was, like many other DC-9-32s, delivered to Garuada Indonesian Airways. After her service for the Indonsian flag-carrier she was 1994 transferred to Indonesian second level carrier, Merpati Nusantara Airlines. Her career with them was brief and Cebu Pacific from the Philippines bought her in November 1995 and were using her to service their ports-of-call until July 2006. During May 2007 she was seen being dismantled at Manila.
Note; - In the background Pelita Lockheed Hercules PK-PLW is seen undergoing a thorough inspection on the ramp.
Aviation in Indonesia serves as a critical means of connecting the thousands of islands throughout the archipelago and Garuda Indonesia is the flag carrier of Indonesia. Named after the holy bird Garuda of Hinduism and Buddhism, and the national emblem of Indonesia.
The earliest predecessor to Garuda Indonesia was KNILM, Royal Dutch Indies Airways, founded in 1928 during the Dutch colonial period; despite the similar name, it was not a subsidiary of the main Dutch carrier KLM. KNILM was dissolved in 1947, and its assets were transferred to a new KLM subsidiary, KLM Interinsulair Bedrijf (KLM Interinsular Service), which was nationalized in December 1949.
The name "Garuda" was derived from a Dutch poem written by a renowned Javanese scholar and poet Raden Mas Noto Soeroto; "Ik ben Garuda, Vishnoe's vogel, die zijn vleugels uitslaat hoog boven uw eilanden" which means "I'm Garuda, Vishnu's Bird, that spreads its wings high above the Islands". In Hindu mythology, Garuda is the name of Lord Vishnu's mount (vahana).
In its current institutional form, Garuda Indonesia had its beginnings in the Indonesian war of independence against the Dutch in the late 1940s, when Garuda flew special transports with a Douglas DC-3. 26 January 1949 is generally recognized as the airline's founding date, at which time the airline was known as "Garuda Indonesian Airways." The first aircraft was a DC-3.
In 1965, the airline took delivery of its first Douglas DC-8, and grew beyond the Asian market it was focused on, beginning scheduled flights to Amsterdam. During the early 1970s, Garuda Indonesia took delivery of both the McDonnell Douglas DC-9 and Fokker F28 Fellowship for its short and medium-haul operations. The airline went on to take delivery of 62 F28s, holding the title for the largest operator of the F28 in the world.
In 1973, the airline took delivery of its first Douglas DC-10, giving it the capability to carry more passengers and fly longer flights, and it replaced the DC-8 and Convair 990 fleet on flights within Asia and to Europe. The DC-10 would become an integral part of the Garuda fleet for the years to come, outlasting the newer McDonnell Douglas MD-11s, before the type was finally retired in 2002. Afterwards, in 1980, the airline took delivery of the first Boeing 747-200, complementing the DC-10 on high-capacity or long-range routes.
On 21 June 1982, Garuda became the launch customer of the Airbus A300B4-220FC, which was the first variant of the A300 capable of being operated with two pilots instead of three. By 1984, nine of these were in service, supplemented by 8 Douglas DC-10s, 24 Douglas DC-9s, 45 Fokker F-28s, and 6 Boeing 747-200s.
In 1985, Garuda made the controversial decision to hire foreign brand consultants Landor Associates to create a new logo, livery and brand for the airline, a project that was regarded as expensive and unnecessary at the time.
"Garuda DC-9-32 PK-GNA 'Barito' on a broiling hot Kemayoran ramp in September, 1982".
This former flag-ship of Garuda's Douglas DC-9 fleet, has spent the best part of her life with Gauda, flying passenger’s services between the islands of the sprawling archipelago. In 1992 she was transferred to Merpati and was withdrawn from use Jakarta Cengkareng during 1994. Early 1999 she was broken-up.
The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engine, single-aisle jet airliner. It was first manufactured in 1965 with its maiden flight later that year. The DC-9 was designed for frequent, short flights. The final DC-9 was delivered in October 1982.
The DC-9-based airliners, MD-80, MD-90 and Boeing 717 later followed in production. With the final deliveries of the 717 in 2006, production of the DC-9/MD-80/90/717 aircraft family ceased after 41 years and over 2,400 units built.
Note; - DC-9-32: Introduced in the first year (1967). Certificated March 1, 1967. Basic MTOW of 108,000 lb (49,000 kg) later increased to 110,000 lb (50,000 kg). A number of cargo versions of the Series 32 were also produced.
This former flag-ship of Garuda's Douglas DC-9 fleet, has spent the best part of her life with Gauda, flying passenger’s services between the islands of the sprawling archipelago. In 1992 she was transferred to Merpati and was withdrawn from use Jakarta Cengkareng during 1994. Early 1999 she was broken-up.
The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engine, single-aisle jet airliner. It was first manufactured in 1965 with its maiden flight later that year. The DC-9 was designed for frequent, short flights. The final DC-9 was delivered in October 1982.
The DC-9-based airliners, MD-80, MD-90 and Boeing 717 later followed in production. With the final deliveries of the 717 in 2006, production of the DC-9/MD-80/90/717 aircraft family ceased after 41 years and over 2,400 units built.
Note; - DC-9-32: Introduced in the first year (1967). Certificated March 1, 1967. Basic MTOW of 108,000 lb (49,000 kg) later increased to 110,000 lb (50,000 kg). A number of cargo versions of the Series 32 were also produced.
"Pristine Douglas DC-9-32 PK-GNO 'Jamboaye' of Garuda Indonesian Airways is seen here following the commands of the marshaller at Jakarta-Kemayoran, September 08, 1982".
PK-GNO served with Garuda for more than 18 years before being transferred to Merpati Nusantara Airlines in 1994 who sold her already after two years. During 1996 until 2007 this DC-9-32 was a common sight in the US skies when she served most major Midwestern and East Coast destinations for Midwest Express as N209ME. In the following years she worked for AirOne-Nine of South-Africa registrated ZS-GAJ and she ended her flying-duties with Mistral Aviation from the Republic of the Congo as TN-AIR. It appears she has been stored at Brazzaville airport.
During the 1950s Douglas Aircraft studied a short- to medium-range airliner to complement their higher capacity, long range DC-8. (DC stands for Douglas Commercial.) A medium-range four-engine Model 2067 was studied but it did not receive enough interest from airlines and it was abandoned. In 1960, Douglas signed a two-year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its design studies after the cooperation deal expired.
In 1962, design studies were underway. The first version seated 63 passengers and had a gross weight of 69,000 lb (31,300 kg). This design was changed into what would be initial DC-9 variant. Douglas gave approval to produce the DC-9 on April 8, 1963. Unlike the competing but larger Boeing 727 trijet, which used as many 707 components as possible, the DC-9 was an all-new design. The DC-9 has two rear-mounted Pratt & Whitney JT8D turbofan engines, relatively small, efficient wings, and a T-tail. The DC-9's takeoff weight was limited to 80,000 lb (36,300 kg) for a two-person flight crew by Federal Aviation Agency regulations at the time. DC-9 aircraft have five seats across for economy seating. The airplane seats 80 to 135 passengers depending on version and seating arrangement.
The DC-9 was designed for short to medium routes, often to smaller airports with shorter runways and less ground infrastructure than the major airports being served by larger designs like the Boeing 707 and Douglas DC-8. Accessibility and short field characteristics were called for. Turnarounds were simplified by built-in airstairs, including one in the tail, which shortened boarding and deplaning times.
The tail-mounted engine design facilitated a clean wing without engine pods, which had numerous advantages. For example, flaps could be longer, unimpeded by pods on the leading edge and engine blast concerns on the trailing edge. This simplified design improved airflow at low speeds and enabled lower takeoff and approach speeds, thus lowering field length requirements and keeping wing structure light. The second advantage of the tail-mounted engines was the reduction in foreign object damage from ingested debris from runways and aprons. With this position, the engines could ingest ice streaming off the wing roots. Third, the absence of engines in underslung pods allowed a reduction in ground clearance, making the aircraft more accessible to baggage handlers and passengers. Finally, the mounting of the engine to the fuselage reduced the propulsion system's number of potential critical failure points: In a wing-mounted engine configuration, the engine can become detached from the wing or the wing can become detached from the fuselage, whereas the sole concern under a fuselage-mounted configuration is the potential for the engine to become detached from the fuselage.
The problem of deep stalling, revealed by the loss of the BAC One-Eleven prototype in 1963, was overcome through various changes, including the introduction of vortilons, small surfaces beneath the wing's leading edge used to control airflow and increase low speed lift.
The first DC-9, a production model, flew on February 25, 1965. The second DC-9 flew a few weeks later, with a test fleet of five aircraft flying by July. This allowed the initial Series 10 to gain airworthiness certification on November 23, 1965, and to enter service with Delta Air Lines on December 8.
The DC-9 was always intended to be available in multiple versions to suit customer requirements. The first stretched version, the Series 30, with a longer fuselage and extended wing tips, flew on August 1, 1966, entering service with Eastern Air Lines in 1967. The initial Series 10 would be followed by the improved -20, -30, and -40 variants. The final DC-9 series was the -50, which first flew in 1974.
PK-GNO served with Garuda for more than 18 years before being transferred to Merpati Nusantara Airlines in 1994 who sold her already after two years. During 1996 until 2007 this DC-9-32 was a common sight in the US skies when she served most major Midwestern and East Coast destinations for Midwest Express as N209ME. In the following years she worked for AirOne-Nine of South-Africa registrated ZS-GAJ and she ended her flying-duties with Mistral Aviation from the Republic of the Congo as TN-AIR. It appears she has been stored at Brazzaville airport.
During the 1950s Douglas Aircraft studied a short- to medium-range airliner to complement their higher capacity, long range DC-8. (DC stands for Douglas Commercial.) A medium-range four-engine Model 2067 was studied but it did not receive enough interest from airlines and it was abandoned. In 1960, Douglas signed a two-year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its design studies after the cooperation deal expired.
In 1962, design studies were underway. The first version seated 63 passengers and had a gross weight of 69,000 lb (31,300 kg). This design was changed into what would be initial DC-9 variant. Douglas gave approval to produce the DC-9 on April 8, 1963. Unlike the competing but larger Boeing 727 trijet, which used as many 707 components as possible, the DC-9 was an all-new design. The DC-9 has two rear-mounted Pratt & Whitney JT8D turbofan engines, relatively small, efficient wings, and a T-tail. The DC-9's takeoff weight was limited to 80,000 lb (36,300 kg) for a two-person flight crew by Federal Aviation Agency regulations at the time. DC-9 aircraft have five seats across for economy seating. The airplane seats 80 to 135 passengers depending on version and seating arrangement.
The DC-9 was designed for short to medium routes, often to smaller airports with shorter runways and less ground infrastructure than the major airports being served by larger designs like the Boeing 707 and Douglas DC-8. Accessibility and short field characteristics were called for. Turnarounds were simplified by built-in airstairs, including one in the tail, which shortened boarding and deplaning times.
The tail-mounted engine design facilitated a clean wing without engine pods, which had numerous advantages. For example, flaps could be longer, unimpeded by pods on the leading edge and engine blast concerns on the trailing edge. This simplified design improved airflow at low speeds and enabled lower takeoff and approach speeds, thus lowering field length requirements and keeping wing structure light. The second advantage of the tail-mounted engines was the reduction in foreign object damage from ingested debris from runways and aprons. With this position, the engines could ingest ice streaming off the wing roots. Third, the absence of engines in underslung pods allowed a reduction in ground clearance, making the aircraft more accessible to baggage handlers and passengers. Finally, the mounting of the engine to the fuselage reduced the propulsion system's number of potential critical failure points: In a wing-mounted engine configuration, the engine can become detached from the wing or the wing can become detached from the fuselage, whereas the sole concern under a fuselage-mounted configuration is the potential for the engine to become detached from the fuselage.
The problem of deep stalling, revealed by the loss of the BAC One-Eleven prototype in 1963, was overcome through various changes, including the introduction of vortilons, small surfaces beneath the wing's leading edge used to control airflow and increase low speed lift.
The first DC-9, a production model, flew on February 25, 1965. The second DC-9 flew a few weeks later, with a test fleet of five aircraft flying by July. This allowed the initial Series 10 to gain airworthiness certification on November 23, 1965, and to enter service with Delta Air Lines on December 8.
The DC-9 was always intended to be available in multiple versions to suit customer requirements. The first stretched version, the Series 30, with a longer fuselage and extended wing tips, flew on August 1, 1966, entering service with Eastern Air Lines in 1967. The initial Series 10 would be followed by the improved -20, -30, and -40 variants. The final DC-9 series was the -50, which first flew in 1974.
"Douglas DC-9-32 'Bulungan' paint chipping vertical fin is full of dents and scratches".
Note; - In the background Garuda DC-8-55 PK-GEA and PK-GEB, Bayu Cargo DC-6 PK-BAX and Merpati Nusantara Boeing 707-138B.
The Series 30 was produced to counter Boeing's 737 twinjet; 662 were built, about 60% of the total. The -30 entered service with Eastern Airlines in February 1967 with a 14 ft 9 in (4.50 m) fuselage stretch, wingspan increased by just over 3 ft (0.9 m) and full-span leading edge slats, improving takeoff and landing performance. Maximum takeoff weight was typically 110,000 lb (50,000 kg). Engines for Models -31, -32, -33, and -34 included the P&W JT8D-7 and JT8D-9 rated at 14,500 lbf (64 kN) of thrust, or JT8D-11 with 15,000 lbf (67 kN).
Unlike the Series 10, the Series 30 had leading edge devices to reduce the landing speeds at higher landing weights; full-span slats reduced approach speeds by 6 knots despite 5,000 lb greater weight. The slats were lighter than slotted Krueger flaps, since the structure associated with the slat is a more efficient torque box than the structure associated with the slotted Krueger. The wing had a six percent increase in chord, all ahead of the front spar, allowing the 15 percent chord slat to be incorporated.
Note; - In the background Garuda DC-8-55 PK-GEA and PK-GEB, Bayu Cargo DC-6 PK-BAX and Merpati Nusantara Boeing 707-138B.
The Series 30 was produced to counter Boeing's 737 twinjet; 662 were built, about 60% of the total. The -30 entered service with Eastern Airlines in February 1967 with a 14 ft 9 in (4.50 m) fuselage stretch, wingspan increased by just over 3 ft (0.9 m) and full-span leading edge slats, improving takeoff and landing performance. Maximum takeoff weight was typically 110,000 lb (50,000 kg). Engines for Models -31, -32, -33, and -34 included the P&W JT8D-7 and JT8D-9 rated at 14,500 lbf (64 kN) of thrust, or JT8D-11 with 15,000 lbf (67 kN).
Unlike the Series 10, the Series 30 had leading edge devices to reduce the landing speeds at higher landing weights; full-span slats reduced approach speeds by 6 knots despite 5,000 lb greater weight. The slats were lighter than slotted Krueger flaps, since the structure associated with the slat is a more efficient torque box than the structure associated with the slotted Krueger. The wing had a six percent increase in chord, all ahead of the front spar, allowing the 15 percent chord slat to be incorporated.
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1974 build Douglas DC-9-32 PK-GNI only had a relative short live with Garuda. On December 30, 1984, the DC-9 touched down 1800 meters down the Denpasar runway and overran through a ditch, trees and a fence. The aircraft broke in 3 and caught fire.
Photo: Roy Gardner, Denpasar. |
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"Douglas DC-9-32 PK-GNS 'Simpang Kiri' is being loaded at Kemayoran before making a late afternoon departure to Surabaya".
Note; - Visible in the background are; - the nose section of a Mandala Lockheed Electra, a former Merpati and a cleared skin Vickers Viscount.
Douglas DC-9-32 PK-GNS flew with Garuda on scheduled services before being transferred to Merpati in 1993. Her career with them was short and Cebu Pacific from the Philippines bought her in November 1995. They were using her to service their network until July 2006. During May 2007 she was seen being scrapped at Manila.
The DC-9 was a commercial success with 976 built when production ended in 1982 The DC-9 is one of the longest-lasting aircraft in operation. Its reliability and efficiency led to sales of its successors into the 21st century. The DC-9 family is one of the most successful jet airliners with a total of over 2,400 units produced; it ranks third behind the second-place Airbus A320 family with over 6,000 produced, and the first-place Boeing 737 with over 8,000 produced.
Studies aimed at further improving DC-9 fuel efficiency, by means of retrofitted wingtips of various types, were undertaken by McDonnell Douglas. However, these did not demonstrate significant benefits, especially with existing fleets shrinking. The wing design makes retrofitting difficult.
Note; - Visible in the background are; - the nose section of a Mandala Lockheed Electra, a former Merpati and a cleared skin Vickers Viscount.
Douglas DC-9-32 PK-GNS flew with Garuda on scheduled services before being transferred to Merpati in 1993. Her career with them was short and Cebu Pacific from the Philippines bought her in November 1995. They were using her to service their network until July 2006. During May 2007 she was seen being scrapped at Manila.
The DC-9 was a commercial success with 976 built when production ended in 1982 The DC-9 is one of the longest-lasting aircraft in operation. Its reliability and efficiency led to sales of its successors into the 21st century. The DC-9 family is one of the most successful jet airliners with a total of over 2,400 units produced; it ranks third behind the second-place Airbus A320 family with over 6,000 produced, and the first-place Boeing 737 with over 8,000 produced.
Studies aimed at further improving DC-9 fuel efficiency, by means of retrofitted wingtips of various types, were undertaken by McDonnell Douglas. However, these did not demonstrate significant benefits, especially with existing fleets shrinking. The wing design makes retrofitting difficult.
"Ultra violet light is the culprit, bleaching out colors. Airplanes are no different, and high altitude flight, such as that performed by this Garuda Fokker F-28-3000RC, accelerates the fading process".
Note; - In the background the following wrecks can be seen; - Merpati Vanguards PK-MVE and PK-MVF, Trans Nusantara Airlines (Transna) Fairchild F-27 PK-EHJ and PK-EHK and a cleared skin F-27.
The Fokker F28 Fellowship is a short range jet airliner designed and built by Dutch aircraft manufacturer Fokker. Announced by Fokker in April 1962, production was a collaboration between a number of European companies.
Projected at first to transport 50 passengers to 1,650 km , the plane was later designed to have 60–65 seats. On the design sheet, the F28 was originally to mount Bristol Siddeley BS.75 turbofans, but the prototype flew with the lighter Rolls-Royce "Spey Junior", a simplified version of the Rolls-Royce Spey.
The F28 was similar in design to the British Aircraft Corporation BAC One-Eleven and Douglas DC-9, as it had a T-tail and engines mounted at the rear of the fuselage. The aircraft had wings with a slight crescent angle of sweep with ailerons at the tip, simple flaps, and five-section lift-dumper only operated after landing to dump the lift. These were employed rather than reverse thrust as the designers felt that doing so not only reduced weight, but maintenance also. Having no reversers also meant that on unpaved airstrips there was less chance of the engines ingesting debris.
The leading edge was fixed and was anti-iced by bleed air from the engines. The tail cone could split and be hydraulically opened to the sides to act as a variable air brake – also used on the contemporaneous Blackburn Buccaneer. This design was also copied and used on the HS-146, which became the BAe-146. The design is unique in that it not only slows the aircraft down rapidly, it can aid in rapid descents from economic cruising altitudes and also allowed the engines to be set at higher RPM which helped eliminate 'lag time'. This means the engines respond faster if needed for sudden speed increases or go-arounds on the approach to landing.
The Fellowship had a retractable tricycle landing gear which used large low pressure tyres enabling the use of unpaved airstrips. Large wheel brakes also helped in shortening the landing run.
Fokker designed and built the nose section, centre fuselage and inner wing; MBB/Fokker-VFW constructed the forward fuselage, rear fuselage and tail assembly and Shorts designed and built the outer wings. Final assembly of the Fokker F28 was at Schiphol Airport in the Netherlands.
The F28-1000 prototype, registered PH-JHG, first flew on May 9, 1967 (exactly one month later than the famous Boeing 737). The first order was from German airline LTU, but the first revenue-earning flight was by Braathens S.A.F.E. on March 28, 1969 who operated five F28s.
Note; - In the background the following wrecks can be seen; - Merpati Vanguards PK-MVE and PK-MVF, Trans Nusantara Airlines (Transna) Fairchild F-27 PK-EHJ and PK-EHK and a cleared skin F-27.
The Fokker F28 Fellowship is a short range jet airliner designed and built by Dutch aircraft manufacturer Fokker. Announced by Fokker in April 1962, production was a collaboration between a number of European companies.
Projected at first to transport 50 passengers to 1,650 km , the plane was later designed to have 60–65 seats. On the design sheet, the F28 was originally to mount Bristol Siddeley BS.75 turbofans, but the prototype flew with the lighter Rolls-Royce "Spey Junior", a simplified version of the Rolls-Royce Spey.
The F28 was similar in design to the British Aircraft Corporation BAC One-Eleven and Douglas DC-9, as it had a T-tail and engines mounted at the rear of the fuselage. The aircraft had wings with a slight crescent angle of sweep with ailerons at the tip, simple flaps, and five-section lift-dumper only operated after landing to dump the lift. These were employed rather than reverse thrust as the designers felt that doing so not only reduced weight, but maintenance also. Having no reversers also meant that on unpaved airstrips there was less chance of the engines ingesting debris.
The leading edge was fixed and was anti-iced by bleed air from the engines. The tail cone could split and be hydraulically opened to the sides to act as a variable air brake – also used on the contemporaneous Blackburn Buccaneer. This design was also copied and used on the HS-146, which became the BAe-146. The design is unique in that it not only slows the aircraft down rapidly, it can aid in rapid descents from economic cruising altitudes and also allowed the engines to be set at higher RPM which helped eliminate 'lag time'. This means the engines respond faster if needed for sudden speed increases or go-arounds on the approach to landing.
The Fellowship had a retractable tricycle landing gear which used large low pressure tyres enabling the use of unpaved airstrips. Large wheel brakes also helped in shortening the landing run.
Fokker designed and built the nose section, centre fuselage and inner wing; MBB/Fokker-VFW constructed the forward fuselage, rear fuselage and tail assembly and Shorts designed and built the outer wings. Final assembly of the Fokker F28 was at Schiphol Airport in the Netherlands.
The F28-1000 prototype, registered PH-JHG, first flew on May 9, 1967 (exactly one month later than the famous Boeing 737). The first order was from German airline LTU, but the first revenue-earning flight was by Braathens S.A.F.E. on March 28, 1969 who operated five F28s.
Garuda Fokker F-28-3000RC 'Selagan' which rolled of the Fokker production line in November 1978. This F-28 didn't enjoy a long and happy life. On June 02, 1983, during the take-off from Bandar Lampung-Branti Airport for a schedule flight to Kemayoran 'Selegan' didn't lift off and overran the runway by 138 meter. The aircraft was damaged beyond repairp.
"Fokker F-28-1000 PK-GVS 'Kahayan takes a break between operations".
The F28 with an extended fuselage was named F28-2000 and could seat up to 79 passengers instead of the 65 seats on the F28-1000. The prototype for this model was a converted F28-1000 prototype, and first flew on April 28, 1971.
The models F28-6000 and F28-5000 were modified F28-2000 and F28-1000 respectively, with slats, greater wingspan, and more powerful and quieter engines as the main features. The F28-6000 and F28-5000 were not a commercial success; only two F28-6000 and no F28-5000 were built. After being used by Fokker for a time, the F28-6000 were sold to Air Mauritanie, but not before they were converted to F28-2000s.
The most successful F28 was the F28-4000, which debuted on October 20, 1976 with one of the world's largest Fokker operators, Linjeflyg. This version was powered by quieter Spey 555-15H engines, and had an increased seating capacity (up to 85 passengers), a larger wingspan with reinforced wings, a new cockpit and a new "wide-look" interior featuring enclosed overhead lockers and a less 'tubular' look.
The F28-3000, the successor to the F28-1000, featured the same improvements as the F28-4000.
By the time production ended in 1987, 241 airframes had been built.
The F28 with an extended fuselage was named F28-2000 and could seat up to 79 passengers instead of the 65 seats on the F28-1000. The prototype for this model was a converted F28-1000 prototype, and first flew on April 28, 1971.
The models F28-6000 and F28-5000 were modified F28-2000 and F28-1000 respectively, with slats, greater wingspan, and more powerful and quieter engines as the main features. The F28-6000 and F28-5000 were not a commercial success; only two F28-6000 and no F28-5000 were built. After being used by Fokker for a time, the F28-6000 were sold to Air Mauritanie, but not before they were converted to F28-2000s.
The most successful F28 was the F28-4000, which debuted on October 20, 1976 with one of the world's largest Fokker operators, Linjeflyg. This version was powered by quieter Spey 555-15H engines, and had an increased seating capacity (up to 85 passengers), a larger wingspan with reinforced wings, a new cockpit and a new "wide-look" interior featuring enclosed overhead lockers and a less 'tubular' look.
The F28-3000, the successor to the F28-1000, featured the same improvements as the F28-4000.
By the time production ended in 1987, 241 airframes had been built.
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Fokker F-28-1000 PK-GVS, which was manufactured in February 1976 and enjoyed a long and various career. She operated respectively for Garuda, Piedmont, US Air, Horizon Air, Canadian Regional, who registrated her C-GKCR, Air Canada Regional and Air Jazz. In September 2002 she was withdrawn from use and presently she is still stored at Saskatoon airport, Canada.
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"Garuda Fokker F-28-3000R (Reduced power) 'Masiwang' arriving back at Kemayoran for one of islands in the sprawling archipelago.
The history of Garuda Indonesia’s 34 Fokker F-28 aircraft is a long one. These planes joined Garuda Indonesia’s fleet in September 1971 and ended their loyal service on 5 April 2001. Even then, they were not allowed to rest, as they were put to work for several years with Citilink, a low cost carrier established by Garuda Indonesia. For the 29 years and seven months of their service, the Fokker F-28 aircraft were not only the main contributor to Garuda Indonesia’s earnings, but also helped to unite the archipelago.
The idea of bringing the Fokker F-28 aircraft into Garuda Indonesia's fleet began back in 1968, when Wiweko Supono was appointed president of Garuda Indonesia, then still know as Garuda Indonesia Airways. Wiweko recognised that Garuda Indonesia still had limitations in many areas, especially in it's fleet, which at that time consisted of only 17 x Dakota DC-3's, 8 x Convair 34's, 3 x Lockheed Electra's, 3 x Convair 990-A's and a single DC-8 aircraft.
Wiweko had a vision that every large city in Indonesia should be visited by a Garuda Indonesia plane each day. But obviously it was difficult to land in 26 major cities each day with a fleet comprising 90% propeller-driven aircraft. Bearing this in mind, Wiweko sold the DC-8 and replaced it with 12 Fokker F-27 aircraft. His reasoning was that the turboprop Fokker F-27 would make it easier for Garuda Indonesia’s pilots to make the transition to turbofan Fokker F-28 jet planes.
In anticipation of the arrival of the Fokker F-28, Garuda Indonesia started preparing ground and air crews, and sent eight pilot candidates to Amsterdam for training, along with two copilot candidates and an engineer.
The history of Garuda Indonesia’s 34 Fokker F-28 aircraft is a long one. These planes joined Garuda Indonesia’s fleet in September 1971 and ended their loyal service on 5 April 2001. Even then, they were not allowed to rest, as they were put to work for several years with Citilink, a low cost carrier established by Garuda Indonesia. For the 29 years and seven months of their service, the Fokker F-28 aircraft were not only the main contributor to Garuda Indonesia’s earnings, but also helped to unite the archipelago.
The idea of bringing the Fokker F-28 aircraft into Garuda Indonesia's fleet began back in 1968, when Wiweko Supono was appointed president of Garuda Indonesia, then still know as Garuda Indonesia Airways. Wiweko recognised that Garuda Indonesia still had limitations in many areas, especially in it's fleet, which at that time consisted of only 17 x Dakota DC-3's, 8 x Convair 34's, 3 x Lockheed Electra's, 3 x Convair 990-A's and a single DC-8 aircraft.
Wiweko had a vision that every large city in Indonesia should be visited by a Garuda Indonesia plane each day. But obviously it was difficult to land in 26 major cities each day with a fleet comprising 90% propeller-driven aircraft. Bearing this in mind, Wiweko sold the DC-8 and replaced it with 12 Fokker F-27 aircraft. His reasoning was that the turboprop Fokker F-27 would make it easier for Garuda Indonesia’s pilots to make the transition to turbofan Fokker F-28 jet planes.
In anticipation of the arrival of the Fokker F-28, Garuda Indonesia started preparing ground and air crews, and sent eight pilot candidates to Amsterdam for training, along with two copilot candidates and an engineer.
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This Fokker F-28-3000 was operated faithfully by Garuda for a number of years before being sold to Merpati in 1989. Six years later she was transferred to Indonesian Air Force as # A-2803 in October 1995. Almost 40 years afte she rolled-off the Fokker production line, she seem still being active for the Indonesian Air Force.
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"Fokker F-28-4000 PK-GKC seen here taxiing the cramped Kemayoran ramp and was soon heading purposefully towards the runway 35".
Fokker F-28-4000 PK-GKC was one of a many Fellowships operated by Garuda. This ship was named 'Lacla'. During 1992 she was transferred to Merpati Nusantara and in October 2001 she was retired from service and stored at Surabaya.
In August 1971, the first of these planes was flown to Indonesia by one of the new Garuda Indonesia pilots, accompanied by two pilots from the aircraft factory. Taking off from Amsterdam’s Schiphol Airport, it stopped over in Teheran, Karachi, Calcutta, and Bangkok before finally arriving in Jakarta. This Fokker F-28 series MK-1000 (PK-GJZ) landed at Kemayoran Airport at 10 a.m. on 11 August 1971. Several days later, it began a five-day tour around Indonesia to test landing strips. The route was Jakarta - Bandung - Semarang - Surabaya - Denpasar - Ujung Pandang - Kupang - Ambon - Halmahera - Manado - Gorontalo - Balikpapan – Banjarmasin - Pontianak - Tanjung Pinang - Medan - Aceh - Medan - Pekanbaru - Padang - Palembang - Jakarta.
The mission was a success, as the Fokker F-28 was able to land on all the runways, even those that were grass or gravel. Following this successful trial run, commercial flights began in September of that year. In total, 62 units of the three versions of Fokker F-28 aircraft were flown by Garuda Indonesia, making the airline the world's biggest user of this type of plane. After the Indonesian government decided to join Garuda Indonesia and Merpati Nusantara in 1977, 17 Fokker F-28 MK-3000 were donated to Merpati Nusantara in the early 1980s. The Fokker F-28 aircraft were the backbone of Garuda Indonesia, as they played a significant role in the airline’s development. It was in these planes that the pilots of those days gained much of their flight experience.
Fokker F-28-4000 PK-GKC was one of a many Fellowships operated by Garuda. This ship was named 'Lacla'. During 1992 she was transferred to Merpati Nusantara and in October 2001 she was retired from service and stored at Surabaya.
In August 1971, the first of these planes was flown to Indonesia by one of the new Garuda Indonesia pilots, accompanied by two pilots from the aircraft factory. Taking off from Amsterdam’s Schiphol Airport, it stopped over in Teheran, Karachi, Calcutta, and Bangkok before finally arriving in Jakarta. This Fokker F-28 series MK-1000 (PK-GJZ) landed at Kemayoran Airport at 10 a.m. on 11 August 1971. Several days later, it began a five-day tour around Indonesia to test landing strips. The route was Jakarta - Bandung - Semarang - Surabaya - Denpasar - Ujung Pandang - Kupang - Ambon - Halmahera - Manado - Gorontalo - Balikpapan – Banjarmasin - Pontianak - Tanjung Pinang - Medan - Aceh - Medan - Pekanbaru - Padang - Palembang - Jakarta.
The mission was a success, as the Fokker F-28 was able to land on all the runways, even those that were grass or gravel. Following this successful trial run, commercial flights began in September of that year. In total, 62 units of the three versions of Fokker F-28 aircraft were flown by Garuda Indonesia, making the airline the world's biggest user of this type of plane. After the Indonesian government decided to join Garuda Indonesia and Merpati Nusantara in 1977, 17 Fokker F-28 MK-3000 were donated to Merpati Nusantara in the early 1980s. The Fokker F-28 aircraft were the backbone of Garuda Indonesia, as they played a significant role in the airline’s development. It was in these planes that the pilots of those days gained much of their flight experience.
"Crying out for cosmetic attention. This hard working Garuda F-28-1000 PK-GVJ 'Progo' arrives back at its Kemayoran base".
F.28 Mk 1000 First variant derived from the third prototype, with a maximum capacity of 65 passengers in a high-density configuration. The Mk 1000 had a length of 27.40 m. It was powered by two Rolls-Royce RB.183-2 Mk.555-15 each with 43.8 kN (9,850 lbf) of thrust. Maximum weight at take-off was 28,123 kg (62,001 lb).
F.28 Mk 1000 First variant derived from the third prototype, with a maximum capacity of 65 passengers in a high-density configuration. The Mk 1000 had a length of 27.40 m. It was powered by two Rolls-Royce RB.183-2 Mk.555-15 each with 43.8 kN (9,850 lbf) of thrust. Maximum weight at take-off was 28,123 kg (62,001 lb).
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The Garuda Airways Fellowships, including PK-GVJ 'Progo' were covering the entire Indonesian archipelago from Papua to Sumatra. 'Progo', which was manufactured in 1974 enjoyed a long and various career. She operated respectively for Garuda, Piedmont, US Air, Time Air, Horizon Air, Air Niagara, Canadian Regional, Air Canada Regional and Air Jazz. During her time in Canada she was registrated C-FANA. In July 2002 she was ferried to Saskatoon airport, Canada where she is still in open storage.
Photo credit: Serge Walczak, Saskatoon, November 2002. |
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Garuda Fokker F-28-3000RC PK-GFW 'Benain' seen here on a sweltering hot Kemayoran tarmac on September 08, 1982".
This Rolls Royce 'Spey' powered Fellowship left the Fokker factory in 1978 and has spent a good part of its life with Garuda flying on the company's far-flung network. From late -80s she respectively operated for Merpati, Citilink and finally Gatari Air Service. During 2004 she was retired from service and became in open storage at Jakarta-Cengkareng.
Note; - F.28 Mk 3000. With the shorter fuselage of Mk 1000, it was one of the more successful variants, with greater structural strength and increased fuel capacity. It began revenue service with Garuda Indonesia. Fokker sold the F-28 Mk 1000 & 2000 with the Rolls Royce Spey Mk555-15 engines. When the F28 MK3000 and 4000 hit the market they were supplied with more powerful engines Spey Mk555-15H & P.
Because Garuda had already a large fleet of F-28 Mk 1000's with the original engines in possession they didn't want the new engine and preferred same type of engine for the entire F-28 fleet. Fokker was asked to provide the Mk 3000 with the engines of the Mk 1000, so less powerful (Reduced power). Also some of the type MK-3000 were equipped with a larger cargo door, so this version was called Mk 3000RC.
This Rolls Royce 'Spey' powered Fellowship left the Fokker factory in 1978 and has spent a good part of its life with Garuda flying on the company's far-flung network. From late -80s she respectively operated for Merpati, Citilink and finally Gatari Air Service. During 2004 she was retired from service and became in open storage at Jakarta-Cengkareng.
Note; - F.28 Mk 3000. With the shorter fuselage of Mk 1000, it was one of the more successful variants, with greater structural strength and increased fuel capacity. It began revenue service with Garuda Indonesia. Fokker sold the F-28 Mk 1000 & 2000 with the Rolls Royce Spey Mk555-15 engines. When the F28 MK3000 and 4000 hit the market they were supplied with more powerful engines Spey Mk555-15H & P.
Because Garuda had already a large fleet of F-28 Mk 1000's with the original engines in possession they didn't want the new engine and preferred same type of engine for the entire F-28 fleet. Fokker was asked to provide the Mk 3000 with the engines of the Mk 1000, so less powerful (Reduced power). Also some of the type MK-3000 were equipped with a larger cargo door, so this version was called Mk 3000RC.
"Garuda F-28-1000 'Krueng Aceh'; - Thumbs-up, the chocks are taken away from the nose wheel and taxi clearance is received for runway 35".
Fokker F-28-1000 PK-GVG, which was manufactured in 1973 and enjoyed a long and various career. She operated respectively for Garuda, Piedmont, US Air, Horizon Air, Canadian Regional, who registrated her C-FOCR and Air Canada Regional. In November 2003 she was ferried to Saskatoon airport, Canada for storage.
Fokker F-28-1000 PK-GVG, which was manufactured in 1973 and enjoyed a long and various career. She operated respectively for Garuda, Piedmont, US Air, Horizon Air, Canadian Regional, who registrated her C-FOCR and Air Canada Regional. In November 2003 she was ferried to Saskatoon airport, Canada for storage.
"Garuda F-28-1000 PK-GVM 'Cimandiri'. This F-28 served points in the Indonesian archipelago for many years".
This 1971 build Fokker changed hands several times. Her first owner was Ghana Airways. In December 1972 she was leased by Fokker to Braathens as LN-SUM. During the 80's she was leased to SATCO, Aero Peru, Turkish Airlines and again Ghana Airways. In 1974 Garuda bought the Fellowship and used her within the sprawling Indonesian archipelago. Her last flight for Garuda was in April 1984 and she was sold to Piedmont in the US. After her time with this Salem Raleigh based operator she operated for US Air, Horizon Air, Atlantic Island Airways, Canadian Regional, Air Canada Regional and finally Jazz Air. Also this F-28 ended her service life at Saskatoon airport where she still remains in open storage.
This 1971 build Fokker changed hands several times. Her first owner was Ghana Airways. In December 1972 she was leased by Fokker to Braathens as LN-SUM. During the 80's she was leased to SATCO, Aero Peru, Turkish Airlines and again Ghana Airways. In 1974 Garuda bought the Fellowship and used her within the sprawling Indonesian archipelago. Her last flight for Garuda was in April 1984 and she was sold to Piedmont in the US. After her time with this Salem Raleigh based operator she operated for US Air, Horizon Air, Atlantic Island Airways, Canadian Regional, Air Canada Regional and finally Jazz Air. Also this F-28 ended her service life at Saskatoon airport where she still remains in open storage.
"Garuda Fokker F-28-4000 PK-GKH 'Sidutan' is seen here arriving from Yogyakarta with another load of passengers".
This relative new Fellowship crisscrossed the indonesian archipelago for almost 23 years. Ten years with Garuda and the remaining with Merpati Nusantare. She was parked in open storage in during 2004 at Surabaya.
Note; - F.28 Mk 4000. The first prototype appeared on October 20, 1976 and had the longer fuselage of the Mk 2000 with a passenger capacity of 85. Wingspan was increased by 1.57 m and more powerful Rolls-Royce RB183 Mk555-15P of 44 kN (9,901 lbf) thrust. It began service with Linjeflyg (Sweden) at the end of 1976.
This relative new Fellowship crisscrossed the indonesian archipelago for almost 23 years. Ten years with Garuda and the remaining with Merpati Nusantare. She was parked in open storage in during 2004 at Surabaya.
Note; - F.28 Mk 4000. The first prototype appeared on October 20, 1976 and had the longer fuselage of the Mk 2000 with a passenger capacity of 85. Wingspan was increased by 1.57 m and more powerful Rolls-Royce RB183 Mk555-15P of 44 kN (9,901 lbf) thrust. It began service with Linjeflyg (Sweden) at the end of 1976.
"The boneyard at Kemayoran with a Merpati Nusantara Airlines Vickers Vanguard PK-MVE and PK-MVF still wearing the -70's paint scheme".
Both Vanguards rolled-out the Weybridge factory in 1961. Both operated, respectively for British European Airways (BEA) as G-APEN and G-APEH. As such they were a common sight in the European skies. Registrated as PK-MVE and PK-MVF they became part of the Merpati Nusantara fleet in 1975. Two weeks after I took this picture both Vanguard were gone, only the Trans Nusantara Airlines Fairchild F-27 PK-EHJ, seen here stored in front of the Vanguards, remained on its spot.
Note; - In the background one can see the Penas Air Cargo Douglas DC-6B PK-VDF and two unidentified DC-3s.
Merpati Nusantara Airlines, was an airline in Indonesia based in Central Jakarta, Jakarta. It was a major domestic airline operating scheduled services to more than 25 destinations in Indonesia, as well as scheduled international services to East Timor and Malaysia. Its main base was Soekarno-Hatta International Airport, Jakarta.
The word merpati is Indonesian for "dove", and Nusantara is a Javanese word found in the Pararaton ("the Book of Kings", probably written in the 16th century) and meaning "the outer islands" and now referring to the Indonesian archipelago.
Merpati suspended all services in early February 2014 due to cashflow problems.
The airline was established and started operations on 6 September 1962. It was set up by the Indonesian government as the second state airline, with the main objective of taking over the network of domestic services developed by the Air Force since 1958.
Merpati began operations in Kalimantan, using a fleet of four de Havilland Otter/DHC-3s and two DC-3 Dakotas provided by the Indonesian Air Force (TNI AU). Pilots and technicians were supplied by the Indonesian Air Force, Garuda Indonesia Airways and other civil aviation companies.
Its mission, defined by the government, was to become an 'air bridge' linking remote areas of Indonesia and thereby helping to build the economies of such regional areas. The air bridge theme is the basis of the current Merpati logo, displayed on the tails of its aircraft.
In October 1978, the airline was taken over by Garuda, but continued to operate under its own name.
Both Vanguards rolled-out the Weybridge factory in 1961. Both operated, respectively for British European Airways (BEA) as G-APEN and G-APEH. As such they were a common sight in the European skies. Registrated as PK-MVE and PK-MVF they became part of the Merpati Nusantara fleet in 1975. Two weeks after I took this picture both Vanguard were gone, only the Trans Nusantara Airlines Fairchild F-27 PK-EHJ, seen here stored in front of the Vanguards, remained on its spot.
Note; - In the background one can see the Penas Air Cargo Douglas DC-6B PK-VDF and two unidentified DC-3s.
Merpati Nusantara Airlines, was an airline in Indonesia based in Central Jakarta, Jakarta. It was a major domestic airline operating scheduled services to more than 25 destinations in Indonesia, as well as scheduled international services to East Timor and Malaysia. Its main base was Soekarno-Hatta International Airport, Jakarta.
The word merpati is Indonesian for "dove", and Nusantara is a Javanese word found in the Pararaton ("the Book of Kings", probably written in the 16th century) and meaning "the outer islands" and now referring to the Indonesian archipelago.
Merpati suspended all services in early February 2014 due to cashflow problems.
The airline was established and started operations on 6 September 1962. It was set up by the Indonesian government as the second state airline, with the main objective of taking over the network of domestic services developed by the Air Force since 1958.
Merpati began operations in Kalimantan, using a fleet of four de Havilland Otter/DHC-3s and two DC-3 Dakotas provided by the Indonesian Air Force (TNI AU). Pilots and technicians were supplied by the Indonesian Air Force, Garuda Indonesia Airways and other civil aviation companies.
Its mission, defined by the government, was to become an 'air bridge' linking remote areas of Indonesia and thereby helping to build the economies of such regional areas. The air bridge theme is the basis of the current Merpati logo, displayed on the tails of its aircraft.
In October 1978, the airline was taken over by Garuda, but continued to operate under its own name.
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Douglas DC-6B PK-VDF, which was manufactured in 1957 new to Northeast Airlines as N6585C enjoyed a long working life. Next to Northeast Airlines she operated passenger services for the Fairchild-Hiller Corp., Jack Richards Aircraft, Carco Air Service, Span East Aviation, Florida Aircraft Leasing Corp. and Zamrud Airlines. During 1981 it was over-and-out for this DC-6 and she was finally stored at Kemayoran.
The titles PENAS stand for P.N. Aerial Survey (P.N. means State company). |
Photo credit: Fred de Ruiter, Kemayoran, 1984.
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"Merpati Nusantara Airlines Vickers Vanguard PK-MVA 'Saparua'. - The Vanguard is a Big aeroplane; a dominating 34 feet in tall, 122 feet long and with a wing span of over 118 feet".
The Vickers Vanguard (in the UK the name Vanguard means the leading part of an advancing military formation) was a British short/medium-range turboprop airliner introduced in 1959 by Vickers-Armstrongs, a development of their successful Viscount design with considerably more internal room. The Vanguard was introduced just before the first of the large jet-powered airliners and was largely ignored by the market. Only 44 were built, ordered by Trans Canada Airlines and British European Airways.
After only about 10 years service TCA experimentally converted one of theirs to a freighter configuration, calling it the Cargoliner. This was considered successful, and in the early 1970s most were converted to freighters, those from BEA becoming the Merchantman. These freighters remained in service for many years, with the last one (G-APEP) only retiring in 1996. The aircraft was designed to a BEA requirement for a 100-seat aircraft to replace their Viscounts. The original Type 870 design was then modified when TCA expressed their interest in the design as well, and Vickers returned the updated Type 950 that filled both requirements.
The main difference between the Viscount and Vanguard was the construction of the fuselage. The Vanguard started with the original Viscount fuselage, but cut it off about halfway up from the bottom, replacing the top section with a larger-diameter fuselage to give it a double bubble cross-section. The result of the larger upper portion was a roomier interior, with increased cargo capacity below the floor. With this larger, and heavier, fuselage came the need for a new engine to lift it. Rolls-Royce delivered their new Tyne design with a nominal 4,000 hp (compared to the Viscount's Dart of about 1,700 hp ). This allowed for a much higher service ceiling and cruising speed. The Vanguard was one of the fastest turboprops and certainly overpowered. The first Type 950 prototype flew on 20 January 1959.
The Vickers Vanguard (in the UK the name Vanguard means the leading part of an advancing military formation) was a British short/medium-range turboprop airliner introduced in 1959 by Vickers-Armstrongs, a development of their successful Viscount design with considerably more internal room. The Vanguard was introduced just before the first of the large jet-powered airliners and was largely ignored by the market. Only 44 were built, ordered by Trans Canada Airlines and British European Airways.
After only about 10 years service TCA experimentally converted one of theirs to a freighter configuration, calling it the Cargoliner. This was considered successful, and in the early 1970s most were converted to freighters, those from BEA becoming the Merchantman. These freighters remained in service for many years, with the last one (G-APEP) only retiring in 1996. The aircraft was designed to a BEA requirement for a 100-seat aircraft to replace their Viscounts. The original Type 870 design was then modified when TCA expressed their interest in the design as well, and Vickers returned the updated Type 950 that filled both requirements.
The main difference between the Viscount and Vanguard was the construction of the fuselage. The Vanguard started with the original Viscount fuselage, but cut it off about halfway up from the bottom, replacing the top section with a larger-diameter fuselage to give it a double bubble cross-section. The result of the larger upper portion was a roomier interior, with increased cargo capacity below the floor. With this larger, and heavier, fuselage came the need for a new engine to lift it. Rolls-Royce delivered their new Tyne design with a nominal 4,000 hp (compared to the Viscount's Dart of about 1,700 hp ). This allowed for a much higher service ceiling and cruising speed. The Vanguard was one of the fastest turboprops and certainly overpowered. The first Type 950 prototype flew on 20 January 1959.
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PK-MVA was one of eight Vanguards leased or bought by Merpati in the Seventies, four ex-Air Canada and four ex-BEA. PK-MVA was originally CF-TKU of Trans Canada Airlines. She became G-AZNG with Air Holdings in February 1972 and leased to Air Trader (SE-FTI) for the latter half of the year and the rest of the time to Merpati of Indonesia. The Vanguard returned to Europa and was operated to Europe Aero Service as F-BVUY in November 1974. In March 1981 she was bought back by Merpati and registrated as PK-MVA 'Saparua'. After Merpati operated the Vanguard for four years she was withdrawn in November 1983.
Photo: Jan Koppen, EAS Vanguard landing at Athens Ellinikon, July 27, 1979. Photo credit: Paul Thallon, PK-MVA at the dump of Kemayoran, 1984. |
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"Merpati Fokker F-27-200 'Karimata' is trying to find her way in this labyrinth of planes and handling equipment".
Design of the Fokker F27 started in the 1950s as a replacement to the successful Douglas DC-3 airliner. The manufacturer evaluated a number of different configurations before finally deciding on a high-wing twinRolls-Royce Dart engine layout with a pressurised cabin for 28 passengers.
The first prototype, registered PH-NIV, first flew on 24 November 1955. The second prototype and initial production machines were 0.9 m (3 ft) longer, addressing the first aircraft's slightly tail-heavy handling and also providing space for four more passengers, bringing the total to 32. These aircraft also used the more powerful Dart Mk 528 engine.
In 1956, Fokker signed a licensing deal with the US aircraft manufacturer Fairchild for the latter to construct the F27 in the USA. The first U.S.-built aircraft flew on April 12, 1958. Fairchild also independently developed a stretched version, called the FH-227. Most sales by Fairchild were made in the North American market.
In the early 1980s, Fokker developed a successor to the Friendship, the Fokker 50. Although based on the F27-500 airframe, the Fokker 50 was virtually a new aircraft with Pratt & Whitney Canada engines and modern systems. Its general performance and passenger comfort were improved over the F27.
Design of the Fokker F27 started in the 1950s as a replacement to the successful Douglas DC-3 airliner. The manufacturer evaluated a number of different configurations before finally deciding on a high-wing twinRolls-Royce Dart engine layout with a pressurised cabin for 28 passengers.
The first prototype, registered PH-NIV, first flew on 24 November 1955. The second prototype and initial production machines were 0.9 m (3 ft) longer, addressing the first aircraft's slightly tail-heavy handling and also providing space for four more passengers, bringing the total to 32. These aircraft also used the more powerful Dart Mk 528 engine.
In 1956, Fokker signed a licensing deal with the US aircraft manufacturer Fairchild for the latter to construct the F27 in the USA. The first U.S.-built aircraft flew on April 12, 1958. Fairchild also independently developed a stretched version, called the FH-227. Most sales by Fairchild were made in the North American market.
In the early 1980s, Fokker developed a successor to the Friendship, the Fokker 50. Although based on the F27-500 airframe, the Fokker 50 was virtually a new aircraft with Pratt & Whitney Canada engines and modern systems. Its general performance and passenger comfort were improved over the F27.
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The Rolls Royce Dart Mk. 532 powered Fokker Friendship F-27-200 PK-MFA operated respectively for Merpati Nusantara Airlines, Sabang Merauke Raya and Trigana Air Service as PK-YPU.
PK-YPU of Trigana Air Service seen here minus engines and wheels Jakarta-Halim on October 25, 2006. |
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"The whine of a Dart engine of two! - As a large country spanning over three timezones, Indonesia possesses a vast airspace and Merpati Nusantara Fokker F-27-500 PK-GRK 'Halmahera' was operating in this airpace for more than 20 years".
Basic price for an RDa.6 powered F27 in 1960 was £239,000.[1] At the end of the Fokker F27’s production in 1987, 586 units had been built (plus another 206 F-27s and FH-227s in the USA by Fairchild), more than any other western European civil turboprop airliner at the time. Many aircraft have been modified from passenger service to cargo or express-package freighter roles. As of July 2010 a total of 65 F27s were in commercial service with almost 30 different airlines.
Fokker F-27-500 PK-GRK was manufactured in 1981 and delivered new to Merpati Nusantara in December 1981. This Rolls Rolls Royce Dart powered turboprop the Jakarta based airline faithfully for 20 years. In December 2011 she was sold to Survai Udara Penas also Jakarta and registrated PK-VKT. After only one year she changed hands again and was sold to Jayawijaya Dirgantara as PK-JRU and based at Jakarta-Halim airport. I don't know if the Friendship is still operational.
Note; - In the background one can see Merpati Vanguard PK-MVE and PK-MVF, Transna Fairchild F-27 PK-EHJ and PK-EHK and a unidentified cleared skin F-27.
Basic price for an RDa.6 powered F27 in 1960 was £239,000.[1] At the end of the Fokker F27’s production in 1987, 586 units had been built (plus another 206 F-27s and FH-227s in the USA by Fairchild), more than any other western European civil turboprop airliner at the time. Many aircraft have been modified from passenger service to cargo or express-package freighter roles. As of July 2010 a total of 65 F27s were in commercial service with almost 30 different airlines.
Fokker F-27-500 PK-GRK was manufactured in 1981 and delivered new to Merpati Nusantara in December 1981. This Rolls Rolls Royce Dart powered turboprop the Jakarta based airline faithfully for 20 years. In December 2011 she was sold to Survai Udara Penas also Jakarta and registrated PK-VKT. After only one year she changed hands again and was sold to Jayawijaya Dirgantara as PK-JRU and based at Jakarta-Halim airport. I don't know if the Friendship is still operational.
Note; - In the background one can see Merpati Vanguard PK-MVE and PK-MVF, Transna Fairchild F-27 PK-EHJ and PK-EHK and a unidentified cleared skin F-27.
"Merpati Fokker F-27-500 is seen taxiing out of Kemayoran's messy ramp".
Fokker F-27-500RF (Rough Field) Friendship PK-GRJ was delivered on March 25, 1982, so it was a brand new ship when I photographed her five months weeks later at Kemayoran. For some reasons this frame was already withdrawn from use in 2001.
Fokker F-27-500RF (Rough Field) Friendship PK-GRJ was delivered on March 25, 1982, so it was a brand new ship when I photographed her five months weeks later at Kemayoran. For some reasons this frame was already withdrawn from use in 2001.
"Merpati Fokker F-27-500RF PK-GRI operated regular runs from Denpasar, Bali to Kemayoran, with a technical stop at Malang AFB and is seen taxiing at Kemayoran's chaotic ramp".
Note; - RF stands for Rough Flied.
Note; - RF stands for Rough Flied.
"CASA 212 PK-NCR 'Tarakan' seen here towed-away to Merpati's maintenance hangar".
PK-NCR was delivered new to Merpati in November 1981 and only had a short live with the Indonesian carrier. In December 1986 she was already withdrawn from use.
Note; - In the background a cleared skin Vickers Viscount 800 series warms its natural metal finish in the strong Indonesian sunshine".
The CASA C-212 Aviocar is a turboprop-powered STOL medium transport aircraft designed and built in Spain for civil and military use. C-212s are also produced under licence in Indonesia by Indonesian Aerospace, formerly called IPTN but now known as IAe. The design was initially marketed under the name of Aviocar, but EADS-CASA no longer uses that name in referring to the C-212.
A total of 478 C-212s of all variants had been delivered through the end of 2008 by EADS-CASA. EADS-CASA predicts that an additional 85 aircraft will be delivered in the 2007–2016 time period.[1] EADS-CASA currently builds only the C-212-400, which received Spanish certification in 1998. The C-212-200 is currently built in Indonesia, and IAe is also reportedly preparing to begin assembly of −400 models.
PK-NCR was delivered new to Merpati in November 1981 and only had a short live with the Indonesian carrier. In December 1986 she was already withdrawn from use.
Note; - In the background a cleared skin Vickers Viscount 800 series warms its natural metal finish in the strong Indonesian sunshine".
The CASA C-212 Aviocar is a turboprop-powered STOL medium transport aircraft designed and built in Spain for civil and military use. C-212s are also produced under licence in Indonesia by Indonesian Aerospace, formerly called IPTN but now known as IAe. The design was initially marketed under the name of Aviocar, but EADS-CASA no longer uses that name in referring to the C-212.
A total of 478 C-212s of all variants had been delivered through the end of 2008 by EADS-CASA. EADS-CASA predicts that an additional 85 aircraft will be delivered in the 2007–2016 time period.[1] EADS-CASA currently builds only the C-212-400, which received Spanish certification in 1998. The C-212-200 is currently built in Indonesia, and IAe is also reportedly preparing to begin assembly of −400 models.
"Downtime for CASA 212 PK-NCH 'Weh', another member of the Merpati fleet".
Casa 212-200 PK-NCH 'Weh' was delivered new to Merpati in Februari 1981. I have no idea if she still soldiers on above the Indonesian archipelago.
Note; - The antennae cables (I'm assuming they are HF) can be seen between the leading edge of the tail connecting to the top of the fuselage of this CASA.
During the late 1960s, the Spanish Air Force was still operating the already outdated three-engined Junkers Ju 52 and two-engined Douglas C-47, unpressurized and non-turbocharged piston-powered aircraft. CASA developed the C-212 as a more modern alternative using the lighter and more reliable turboprop engine, with the first prototype flying on 26 March 1971. In 1974, the Spanish Air Force decided to acquire the Aviocar to update its fleet.
Airlines took note of the type's success with the military, so CASA developed a commercial version, the first examples of which were delivered in July 1975. In August 2006 a total of 30 CASA C-212 aircraft (all variants) remain in airline service around the world.[2]
The C-212 has a high-mounted wing, a boxy fuselage, and a conventional tail. The tricycle undercarriage is non-retractable. It has space for 21–28 passengers depending on configuration. Since the C-212 does not have a pressurized fuselage, it is limited to relatively low-flight-level airline usage (below 10,000 ft (3,000 m) MSL). It is thus ideal for short legs and regional airline service.
Casa 212-200 PK-NCH 'Weh' was delivered new to Merpati in Februari 1981. I have no idea if she still soldiers on above the Indonesian archipelago.
Note; - The antennae cables (I'm assuming they are HF) can be seen between the leading edge of the tail connecting to the top of the fuselage of this CASA.
During the late 1960s, the Spanish Air Force was still operating the already outdated three-engined Junkers Ju 52 and two-engined Douglas C-47, unpressurized and non-turbocharged piston-powered aircraft. CASA developed the C-212 as a more modern alternative using the lighter and more reliable turboprop engine, with the first prototype flying on 26 March 1971. In 1974, the Spanish Air Force decided to acquire the Aviocar to update its fleet.
Airlines took note of the type's success with the military, so CASA developed a commercial version, the first examples of which were delivered in July 1975. In August 2006 a total of 30 CASA C-212 aircraft (all variants) remain in airline service around the world.[2]
The C-212 has a high-mounted wing, a boxy fuselage, and a conventional tail. The tricycle undercarriage is non-retractable. It has space for 21–28 passengers depending on configuration. Since the C-212 does not have a pressurized fuselage, it is limited to relatively low-flight-level airline usage (below 10,000 ft (3,000 m) MSL). It is thus ideal for short legs and regional airline service.
"CASA 212 PK-NCS 'Bunyu' " just arrived and had her passengers disembark and is now seen under tow by a tug car".
Merpati's CASA-212-200 PK-NCS named 'Bunyu' was also delivered to the company in 1981. Fate struck to little airplane when being ferried to Ambon for repairs on July 09, 1997, it crashed, just 270m short of the Ambon-Pattimura Airport in rain and fog. The aircraft was attempting to land on one engine.
Merpati's CASA-212-200 PK-NCS named 'Bunyu' was also delivered to the company in 1981. Fate struck to little airplane when being ferried to Ambon for repairs on July 09, 1997, it crashed, just 270m short of the Ambon-Pattimura Airport in rain and fog. The aircraft was attempting to land on one engine.
"PK-MVL was one of the many Viscount who were flying in the Indonesian skies".
In 1962, the government-owned Merpati Nusantara Airlines was established to serve penerbangan perintis (pioneer flights) with small aircraft to connect remote locations in the archipelago. The airline however, ceased its operations in February 2014 and subsequently filed for bankruptcy.
In 1962, the government-owned Merpati Nusantara Airlines was established to serve penerbangan perintis (pioneer flights) with small aircraft to connect remote locations in the archipelago. The airline however, ceased its operations in February 2014 and subsequently filed for bankruptcy.
"Ready to roll. Merpati Vickers Viscount 832 PK-MVN, waits for taxi clearance at Kemayoran before departing for a far-away island in the vast archipelago".
Vickers Viscount 832 PK-MVN, which was manufactured in 1959 new to Ansett of Australia enjoyed a long working life. Next to Ansett she operated passenger services for Far Eastern Transport (FEAT) of Taiwan from 1970 until 1975. In 1975 she became part of the Merpati Nusantara fleet. During 2006 it was over-and-out for this Viscount and she was finally withdrawn from use in 194 and finally broken-up by 1986.
Vickers Viscount 832 PK-MVN, which was manufactured in 1959 new to Ansett of Australia enjoyed a long working life. Next to Ansett she operated passenger services for Far Eastern Transport (FEAT) of Taiwan from 1970 until 1975. In 1975 she became part of the Merpati Nusantara fleet. During 2006 it was over-and-out for this Viscount and she was finally withdrawn from use in 194 and finally broken-up by 1986.
"Pelita Dash-7 PK-PSY is running the gauntlet on a very cramped Kemayoran ramp".
PT. Pelita Air Service is an airline based in Jakarta, Indonesia. It operates on behalf of the state oil company Pertamina and provides executive transport, charters, oil and gas support operations and general Aviation Services. Its main base is Pondok Cabe Airport.
The de Havilland Canada DHC-7, popularly known as the Dash 7, is a turboprop-powered regional airliner with STOL (short take off and landing) performance. It first flew in 1975 and remained in production until 1988 when the parent company, de Havilland Canada, was purchased by Boeing and was later sold to Bombardier. Bombardier sold the type certificate for the aircraft design to Victoria-based manufacturer Viking Air in 2006.
In the 1960s, de Havilland Canada was already well known worldwide for their series of high-performance STOL aircraft, notably the very popular DHC-6 Twin Otter. However, these aircraft were generally fairly small and served outlying routes, as opposed to the busier regional airliner routes which were already well served by larger, higher-performance turboprop aircraft such as the Fokker F27, Fairchild F-27, Convair 580 and 600, and Hawker Siddeley 748. The de Havilland Canada company felt they could compete with these designs in a roundabout way. With their excellent STOL performance, their designs could fly into smaller airports located in city centres and smaller, outlying, more austere airports having runways that the other aircraft could not easily use (unpaved, unimproved). The original specification called for a 40-passenger aircraft with a fairly short range of 200 statute miles, operating from runways only 2,000 ft long (610 m).
With new noise restrictions coming into effect throughout the 1970s, an aircraft tailored for this role would also have to be very quiet. Propeller thrust is a factor of blade length and chord and the speed at which it rotates (RPM). To meet these new regulations the new design used much larger (oversized) propellers geared to rotate at a slower speed than is normally designed. Much of the problem sound from a typical propeller is generated at the tips of the blades which are rotating just beneath the speed of sound. By using overlarge propeller blades there is no need to have the blade tip reach near the speed of sound, and the RPM can therefore be reduced without sacrificing thrust. In reducing the RPM this noise is reduced substantially. In other respects, the new DHC-7 was essentially a larger, four-engine version of the Twin Otter: the general layout remained similar, with a high aspect ratio high-mounted wing, some details of the cockpit and nose profile. Changes included the addition of cabin pressurization (requiring a switch to a fuselage with a circular cross-section), landing gear that folded forward into the inner engine nacelles and a large T-tail intended to keep the elevator clear of the propwash during takeoff.
One hundred Dash 7 turboprops were delivered by 1984, when the production line was put on hold in favour of the Dash 8. Another 13 were delivered between 1984 and 1988, when the production lines were removed when Boeing bought the company. The last Dash 7 was bought by Tyrolean Airways. The original Series 100 represents the vast majority of the aircraft delivered, and came in two models; the -102 passenger version and -103 combi with an enlarged cargo door.
The mixture of features on the Dash 7 met with limited commercial success. Most commuter airline turboprop operators used the aircraft as feederliners into large airports, where the STOL performance wasn't considered important. In comparison to other feederliners, the Dash 7's four engines required twice the maintenance of a twin-engine model, thereby driving up operational costs. Finally, those airports that did require a high performance STOL operation were generally small and well served by the Twin Otters; had the airport needed a larger plane to serve its customer base, they would have built larger runways. One exception to this was operations at London City Airport (LCY) which, upon opening in 1987, was capable of handling few other aircraft types besides the Dash 7 due to its relatively short runway as well as steep approach.
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DHC-7-103 PK-PSY spent all its life operating for Pelita in which she crisscrossed the Indonesian archipelago numerous times. In 2013 she was seen at Pelita's maintenance base Pondok Cabe in a derelicht condition. The DHC-7-103 was a passenger/cargo variant with a maximum of 50 passengers and a left hand forward cargo door (with 44,020 lb or 19,970 kg takeoff weight).
Photo: Dash7Spotter, DHC-7-103 PK-PSY Pelita Air Services Jakarta - Pondok Cabe, Indonesia, February 15, 2013. |
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"All four Allinson's started with a minimum of fuss".
Merpati and Pelita Air operated their Hercules and Transall aircraft to serve the transmigration programs.
The program has recently been abolished in 2015 by the new president Joko Widodo.
Note; - The two Merpati Vanguards wrecks which were stored in front of the Transna F-27 disappeared (poss. scrapped) during the two weeks I was travelling on Java and Bali!
Merpati and Pelita Air operated their Hercules and Transall aircraft to serve the transmigration programs.
The program has recently been abolished in 2015 by the new president Joko Widodo.
Note; - The two Merpati Vanguards wrecks which were stored in front of the Transna F-27 disappeared (poss. scrapped) during the two weeks I was travelling on Java and Bali!
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Allison AL501-D22A turbo-prop powered Lockheed L.100-30 Hercules PK-PLW, which was build in 1979, is one of a small number of civil Hercules L.100-30's that have been imported into Indonesia. During her operational live with Merpati Nusantara she was named 'Nimbo Krang'. In Februari 1997 she was transferred to the TNIAU SkU of the Indonesian Air Force as A-1328. As such she is still in active service with the Air Force.
Photo: Rinaldi Wibiyanto, Bandung, 2015. |
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"Lockheed L.100-30 Hercules PK-PLW 'Nimbo Krang' is seen here trundling-out to join the take-off queue for runway 35".
The Lockheed L-100 Hercules is the civilian variant of the prolific C-130 Hercules military transport aircraft made by the Lockheed Corporation. Its first flight occurred in 1964. Longer L-100-20 and L-100-30 versions were developed. L-100 production ended in 1992 with 114 aircraft delivered.[1][2] The LM-100J is set to start production in 2018-2019. It is an updated variant of the L-100.
In 1959, Pan American World Airways ordered 12 of Lockheed's GL-207 Super Hercules to be delivered by 1962, to be powered by four 6,000 eshp Allison T61 turboprops. The Super Hercules was to be 23 ft 4 in (7.11 m) longer than the C-130B; a variant powered by 6,445 Rolls-Royce Tynes and a jet-powered variant with four Pratt & Whitney JT3D-11 turbofans were also under development. Both Pan American and Slick Airways cancelled their orders and the other variants did not evolve past design studies.
Lockheed decided to produce a commercial variant based on a de-militarised version of the C-130E Hercules. The prototype L-100 first flew on April 20, 1964. Slow sales led to the development of two new, longer versions, the L-100-20 and L-100-30, both of which were larger and more economical than the original model. Deliveries totaled 114 aircraft, with production ending in 1992.
The Lockheed L-100 Hercules is the civilian variant of the prolific C-130 Hercules military transport aircraft made by the Lockheed Corporation. Its first flight occurred in 1964. Longer L-100-20 and L-100-30 versions were developed. L-100 production ended in 1992 with 114 aircraft delivered.[1][2] The LM-100J is set to start production in 2018-2019. It is an updated variant of the L-100.
In 1959, Pan American World Airways ordered 12 of Lockheed's GL-207 Super Hercules to be delivered by 1962, to be powered by four 6,000 eshp Allison T61 turboprops. The Super Hercules was to be 23 ft 4 in (7.11 m) longer than the C-130B; a variant powered by 6,445 Rolls-Royce Tynes and a jet-powered variant with four Pratt & Whitney JT3D-11 turbofans were also under development. Both Pan American and Slick Airways cancelled their orders and the other variants did not evolve past design studies.
Lockheed decided to produce a commercial variant based on a de-militarised version of the C-130E Hercules. The prototype L-100 first flew on April 20, 1964. Slow sales led to the development of two new, longer versions, the L-100-20 and L-100-30, both of which were larger and more economical than the original model. Deliveries totaled 114 aircraft, with production ending in 1992.
"Brand new Pelita Lockheed L.100-30 Hercules PK-PLV 'Bedang Paine' seen here trundling back across the airfield to her base, yet another mission completed".
Lockheed Hercules PK-PLV, which was build in 1979 was named 'Bedan Paine'. In August 1979 she was leased to Heavylift in England and was as such a familiar freighter in the European skies. In June 1990 was sub-leased to TAAG Airlines of Angola and in April 1991 she returned to South-East Asia. Fate struck to this broad shouldered airplane carried out a contract for Heavy Lift Cargo Airlines on 23 September 1994. The contract involved a flight on 23 September to transport Vietnamese illegal immigrants in Hong Kong back to Vietnam.
The captain started the engines at 18:31 hrs. The start was normal and at 18:49 hrs he used reverse thrust to back out from Bay 78 to position on the taxiway. The captain then taxied to the holding point at A1, for a take-off on runway 13. The time taken to reach the holding point was approximately 18 minutes. This was partly due to the pilot's unfamiliarity with the taxy route and partly to a delay of some six minutes to give way to another aircraft. During the ground movement, the captain completed the normal taxy and before take-off checks. He also gave a take-off briefing to his crew. After a delay of 2,5 minutes at the holding point, he was cleared by Air Traffic Control (ATC) to line up on the runway behind landing traffic and wait.
PK-PLV was subsequently cleared for take-off at 19:14 hrs, two minutes after the traffic had landed. At that time it was already dark with a visibility of 9 Km. There was light rain and the runway was wet. The surface wind was 090°/12 kt. After the aircraft lined up on the runway the captain held the aircraft on the wheel brakes while setting 5,000 in-lbs of torque on all 4 engines. As this power figure was achieved he made a check of the engine instruments before releasing the brakes and applying full power. To the occupants of the aircraft the take-off seemed normal, although two external observers commented that the acceleration seemed slightly slow for a Hercules.
When the first officer called "70 kt", the captain moved his left hand from the steering tiller to the control column. The first officer made the normal take-off calls of " V1", "VR" and "V2" The captain rotated the aircraft at VR and, after the first officer had announced "positive rate", he called for "gear up". He saw the first officer reach for, and move the gear lever. Then he heard "a high pitched noise" from his right and found that he was applying left aileron because the aircraft was banking right. Looking at the engine instruments, he noted that No. 4 RPM was indicating higher than normal and that No. 4 Turbine Inlet Temperature (TIT) was reducing slowly.
Lockheed Hercules PK-PLV, which was build in 1979 was named 'Bedan Paine'. In August 1979 she was leased to Heavylift in England and was as such a familiar freighter in the European skies. In June 1990 was sub-leased to TAAG Airlines of Angola and in April 1991 she returned to South-East Asia. Fate struck to this broad shouldered airplane carried out a contract for Heavy Lift Cargo Airlines on 23 September 1994. The contract involved a flight on 23 September to transport Vietnamese illegal immigrants in Hong Kong back to Vietnam.
The captain started the engines at 18:31 hrs. The start was normal and at 18:49 hrs he used reverse thrust to back out from Bay 78 to position on the taxiway. The captain then taxied to the holding point at A1, for a take-off on runway 13. The time taken to reach the holding point was approximately 18 minutes. This was partly due to the pilot's unfamiliarity with the taxy route and partly to a delay of some six minutes to give way to another aircraft. During the ground movement, the captain completed the normal taxy and before take-off checks. He also gave a take-off briefing to his crew. After a delay of 2,5 minutes at the holding point, he was cleared by Air Traffic Control (ATC) to line up on the runway behind landing traffic and wait.
PK-PLV was subsequently cleared for take-off at 19:14 hrs, two minutes after the traffic had landed. At that time it was already dark with a visibility of 9 Km. There was light rain and the runway was wet. The surface wind was 090°/12 kt. After the aircraft lined up on the runway the captain held the aircraft on the wheel brakes while setting 5,000 in-lbs of torque on all 4 engines. As this power figure was achieved he made a check of the engine instruments before releasing the brakes and applying full power. To the occupants of the aircraft the take-off seemed normal, although two external observers commented that the acceleration seemed slightly slow for a Hercules.
When the first officer called "70 kt", the captain moved his left hand from the steering tiller to the control column. The first officer made the normal take-off calls of " V1", "VR" and "V2" The captain rotated the aircraft at VR and, after the first officer had announced "positive rate", he called for "gear up". He saw the first officer reach for, and move the gear lever. Then he heard "a high pitched noise" from his right and found that he was applying left aileron because the aircraft was banking right. Looking at the engine instruments, he noted that No. 4 RPM was indicating higher than normal and that No. 4 Turbine Inlet Temperature (TIT) was reducing slowly.
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The captain recalled his airspeed at that time to be about 122 or 123 kt and he was by then applying left rudder and full left aileron. The aircraft kept turning right and started buffeting. The captain tried bringing No. 1 throttle back a little to stop the turn but this action had no apparent effect. He then called "Take action for No. 4", but there was no confirmation that any remedial action was attempted by any of the other flight crew members. As the aircraft continued on its right turn at very low altitude its right main gear briefly contacted the grass strip adjacent to the runway. It finally impacted the water 500 metres off-shore in Kowloon Bay on a southerly heading, with some right bank and in a nose low attitude. As the aircraft gradually submerged, 2 life rafts came to the surface and were utilised by the 7 occupants who had managed to escape. |
Photo credit: Colin Parker, Hong Kong.
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"Off-loaded and re-loaded within a couple of hours, PK-PLU was airborne again en-route to another place in Irian Jaya".
I have good memories of a flight with Pelita's PK-PLU 'Taili'. Also this Hercules was build in 1979 and was like sistership PK-PLV leased to Heavylift of England for eight months. During the 80/90's Heavylift operated numerous cargo flights for KLM Cargo from Holland. As a Cargo staff member with KLM Cargo I arranged a familiarization flight onboard this heavy freighter from Amsterdam to Glasgow and back which I enjoyed very much. The Hercules returned to Pelita Air Service in October 1996. Pelita sold the plane to the Air Force in February 1997 as A-1329. Fate also struck this mighty freighter as on December 20, 2001 she overshot the Lhokseumawe-Malikussaleh Airport runway, collided with the airport perimeter fence and burst into flames.
I have good memories of a flight with Pelita's PK-PLU 'Taili'. Also this Hercules was build in 1979 and was like sistership PK-PLV leased to Heavylift of England for eight months. During the 80/90's Heavylift operated numerous cargo flights for KLM Cargo from Holland. As a Cargo staff member with KLM Cargo I arranged a familiarization flight onboard this heavy freighter from Amsterdam to Glasgow and back which I enjoyed very much. The Hercules returned to Pelita Air Service in October 1996. Pelita sold the plane to the Air Force in February 1997 as A-1329. Fate also struck this mighty freighter as on December 20, 2001 she overshot the Lhokseumawe-Malikussaleh Airport runway, collided with the airport perimeter fence and burst into flames.
"Aerospatiale/VFW C.160P Transall PK-PTY 'Batu Liein' is seen her making contact with runway 35".
This Transall rolled-off the Société nationale industrielle aérospatiale (SNIAS)
production-line in 1981. With construction number F207 she was delivered to Pelita which operated ' Batu Licin' from 1982 until 1996 before she was sold to Manunggal Air as PK-VTS. Late 2006 she was withdrawn from use at Jakarta-Halim for part-out and scrap, which was completed that same year.
The Transall C-160 (often C.160 or simply Transall) is a military transport aircraft, designed and produced as a joint venture between France and Germany, Transall being an abbreviation of the specially formed consortium Transporter Allianz, comprising the companies of MBB, Aerospatiale and VFW-Fokker.[1] It was initially developed to meet the requirements for a modern cargo aircraft for the French and German Air Forces; export sales were also made to South Africa and to Turkey, as well as a small number to civilian operators.
The C-160 proved to be a long-lasting design, remaining in service more than 50 years after the type's first flight in 1963. It has provided logistical support to a number of overseas operations and deployments; and has also served in specialist roles such as an aerial refueling tanker, electronic intelligence and communications platform.
In the late 1950s, a requirement arose to replace the piston-engined Nord Noratlas transports operated by both the air forces of France (Armée de l'Air) and Germany (Luftwaffe). Keen to encourage industrial co-operation between the two countries, as had happened under a previous arrangement in which Noratlases for German service had been built under license by Weser Flugzeugbau, France and Germany signed an agreement for the development of a Noratlas successor on 28 November 1957. A consortium, "Transporter-Allianz" or Transall, was formed in January 1959 between the French company Nord Aviation and the German companies Weser Flugzeugbau (which became Vereinigte Flugtechnische Werke (VFW) in 1964) and Hamburger Flugzeugbau (HFB) to design and build the new transport. A contract was signed for 160 C-160s (110 for Germany and 50 for France) on 24 September 1964. The manufacturing work-share was split between Germany and France in line with the number of orders placed.
This Transall rolled-off the Société nationale industrielle aérospatiale (SNIAS)
production-line in 1981. With construction number F207 she was delivered to Pelita which operated ' Batu Licin' from 1982 until 1996 before she was sold to Manunggal Air as PK-VTS. Late 2006 she was withdrawn from use at Jakarta-Halim for part-out and scrap, which was completed that same year.
The Transall C-160 (often C.160 or simply Transall) is a military transport aircraft, designed and produced as a joint venture between France and Germany, Transall being an abbreviation of the specially formed consortium Transporter Allianz, comprising the companies of MBB, Aerospatiale and VFW-Fokker.[1] It was initially developed to meet the requirements for a modern cargo aircraft for the French and German Air Forces; export sales were also made to South Africa and to Turkey, as well as a small number to civilian operators.
The C-160 proved to be a long-lasting design, remaining in service more than 50 years after the type's first flight in 1963. It has provided logistical support to a number of overseas operations and deployments; and has also served in specialist roles such as an aerial refueling tanker, electronic intelligence and communications platform.
In the late 1950s, a requirement arose to replace the piston-engined Nord Noratlas transports operated by both the air forces of France (Armée de l'Air) and Germany (Luftwaffe). Keen to encourage industrial co-operation between the two countries, as had happened under a previous arrangement in which Noratlases for German service had been built under license by Weser Flugzeugbau, France and Germany signed an agreement for the development of a Noratlas successor on 28 November 1957. A consortium, "Transporter-Allianz" or Transall, was formed in January 1959 between the French company Nord Aviation and the German companies Weser Flugzeugbau (which became Vereinigte Flugtechnische Werke (VFW) in 1964) and Hamburger Flugzeugbau (HFB) to design and build the new transport. A contract was signed for 160 C-160s (110 for Germany and 50 for France) on 24 September 1964. The manufacturing work-share was split between Germany and France in line with the number of orders placed.
"Until -90's, Pelita employed a couple of Transall's to supply cargo and company employees to locations on Irian Jaya".
This Transall C-160P made its first flight in November 1981 and is one of a small number of C-160's that have been imported into Indonesia. During her operational live with Pelita she was named 'Sintang'. Some time during the -90's she was transferred to the Indonesian Air Force.
Note; - The C-160 is powered by a pair of two Rolls-Royce Tyne turboprop engines, which drives a pair of four-bladed Dowty Rotol propellers. The advantages of the twin-engine configuration include reduced unit and production cost, lower weight and fuel consumption, simplifying aircraft design and reliability.
This Transall C-160P made its first flight in November 1981 and is one of a small number of C-160's that have been imported into Indonesia. During her operational live with Pelita she was named 'Sintang'. Some time during the -90's she was transferred to the Indonesian Air Force.
Note; - The C-160 is powered by a pair of two Rolls-Royce Tyne turboprop engines, which drives a pair of four-bladed Dowty Rotol propellers. The advantages of the twin-engine configuration include reduced unit and production cost, lower weight and fuel consumption, simplifying aircraft design and reliability.
"Pelita Fokker F-28-1000 'Jatibarang' seen here with its speedbrake flaps at its tail cone still deployed"
PK-PJS was origanally delivered in 1971 to LTU as D-ABAM. In 1974 she was sold to Pelita where she spent the rest of her service life. In 2001 she was withdrawn from use at Jakarta-Halim. During November 2006 she was broken-up and the fuselage was installed in the Pacific Place Shopping mall in Jakarta as a educational exhibit (Flight Sim for kids).
PK-PJS was origanally delivered in 1971 to LTU as D-ABAM. In 1974 she was sold to Pelita where she spent the rest of her service life. In 2001 she was withdrawn from use at Jakarta-Halim. During November 2006 she was broken-up and the fuselage was installed in the Pacific Place Shopping mall in Jakarta as a educational exhibit (Flight Sim for kids).
"Resplendent in its Pelita colours as PK-PJU and named 'Cilacap' "
Like so many other Indonesian F-28's PK-PJU also ended up at the Fellowship dump at Saskatoon, Canada around 2003.
Like so many other Indonesian F-28's PK-PJU also ended up at the Fellowship dump at Saskatoon, Canada around 2003.
"Pelita's Fokker F-28-1000 PK-PJV proudly sporting a Fokker Aircraft Company emblem on its speedbrake flaps at its tail cone".
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This is the original production version with accomodation for up to 65 passengers. It was first flown as PH-EXT on October 10, 1973 and delivered to Pelita Air Service of Indonesia as PK-PJV on December 10, 1973. It was sold to TAT (Touraine Air Transport) of France as F-GGKC in December 1987. It was leased to Air Austral (a regional airline company at the French island Reunion in Indian Ocean) registered as F-ODZB from December 1989 till February 28, 1995. That same day it was re-registered as F-GNZB and leased to: Delta Air Transport of Belgium for SABENA operations from March 1995 till December 22, 1996; Air Liberté of France in 1997; Equaflight of Congo in 1999, being slightly damaged at Brazzaville apron in shooting between armed forces and rebels. On June 30, 2000 the aircraft was registered to Air Cargo Express of Opa Locka, Florida, USA as N941TD. From November 8, 2000 it was stored at Mojave, California, USA for several years, being registered to US Aviation Corp., Miami, Florida on May 9, 2006. The registration was cancelled on November 2, 2006 as the aircraft was exported to Equatorial Guinea. In Ghana she operated for Guinea Ecuatorial de Transportes Aéreos (GETRA) as 3C-LLF. Most problably she is scrapped around 2013 at Abidjan.
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Photo: Michael Farby, Abidjan, December 2006.
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"This remarkable executive-configured HS.125 has served Pelita in Indonesia for 24 continuous years".
Rolls-Royce Viper 601-22B Turbojet powered Hawker Siddeley HS.125 Series 600B was build in 1973 and left the Broughton factory near Chester on delivery to as British client. One year later she was exported to Indonesia and sold to Petamina Oil. This Jet Dragon operated for 24 continuous years for Petamina/Pelita but she finally ended up in the US and during 1998 and her registration was cancelled from the records during 2007.
The Hawker Siddeley HS.125 is a twin-engine mid-size corporate jet. Originally developed by de Havilland and initially designated as the DH125 Jet Dragon, it entered production as the Hawker Siddeley HS.125, which was the designation used until 1977.
Rolls-Royce Viper 601-22B Turbojet powered Hawker Siddeley HS.125 Series 600B was build in 1973 and left the Broughton factory near Chester on delivery to as British client. One year later she was exported to Indonesia and sold to Petamina Oil. This Jet Dragon operated for 24 continuous years for Petamina/Pelita but she finally ended up in the US and during 1998 and her registration was cancelled from the records during 2007.
The Hawker Siddeley HS.125 is a twin-engine mid-size corporate jet. Originally developed by de Havilland and initially designated as the DH125 Jet Dragon, it entered production as the Hawker Siddeley HS.125, which was the designation used until 1977.
"My favourite; - Lockheed L.188 Electra PK-RLE returns back at its base after a scheduled flight from Medan, Sumatra".
In 1969, Indonesia's private aviation service began to grow with the establishment of Mandala Airlines, followed by Bouraq in 1970.
These two airlines directly competed against the government-owned Garuda Indonesia and Merpati Nusantara airlines, and survived until the 2000s. The Bouraq ceased its operations in 2005. Mandala was bought by Singapore-based Tigerair Group in 2012, but Tigerair Mandala ceased its operation in 2014.
In 1969, Indonesia's private aviation service began to grow with the establishment of Mandala Airlines, followed by Bouraq in 1970.
These two airlines directly competed against the government-owned Garuda Indonesia and Merpati Nusantara airlines, and survived until the 2000s. The Bouraq ceased its operations in 2005. Mandala was bought by Singapore-based Tigerair Group in 2012, but Tigerair Mandala ceased its operation in 2014.
"Top-dressed Lockheed Electra PK-RLE 'Rengganis' takes a break between operations".
This prestine Electra was operated by Braniff International Airways from 1960 until March 1968. After some time she was sold to aircraft broker Frederick B. Ayer & Associates Inc. The next couple of years she changed hands quite often and flew for Lineas Aereas Nacionales S.A. (LANSA), Holiday Airlines, Petroleum Investment Services and Air California who registrated her as N124AC. In April 1975 she was ferried to Indonesia and joined the ranks of Mandala Airliens. her service life was over when she was withdrawn from use during October 1986. She was stored at Jakarta Cengkareng and 11 years later her derelict fuselage was finally scrapped.
This prestine Electra was operated by Braniff International Airways from 1960 until March 1968. After some time she was sold to aircraft broker Frederick B. Ayer & Associates Inc. The next couple of years she changed hands quite often and flew for Lineas Aereas Nacionales S.A. (LANSA), Holiday Airlines, Petroleum Investment Services and Air California who registrated her as N124AC. In April 1975 she was ferried to Indonesia and joined the ranks of Mandala Airliens. her service life was over when she was withdrawn from use during October 1986. She was stored at Jakarta Cengkareng and 11 years later her derelict fuselage was finally scrapped.
"Chipped paintwork is evident on the vertical fin of Mandala's Lockheed Electra PK-RLE 'Ranga Gading'. Perhaps she was given a cheap coat of paint to hide her age".
This prestine Electra was operated by Braniff International Airways from 1960 until March 1968. After some time she was sold to aircraft broker Frederick B. Ayer & Associates Inc. The next couple of years she changed hands quite often and flew for Lineas Aereas Nacionales S.A. (LANSA), Holiday Airlines, Petroleum Investment Services and Air California who registrated her as N124AC. In April 1975 she was ferried to Indonesia and joined the ranks of Mandala Airliens. her service life was over when she was withdrawn from use during October 1986. She was stored at Jakarta Cengkareng and 11 years later her derelict fuselage was finally scrapped.
This prestine Electra was operated by Braniff International Airways from 1960 until March 1968. After some time she was sold to aircraft broker Frederick B. Ayer & Associates Inc. The next couple of years she changed hands quite often and flew for Lineas Aereas Nacionales S.A. (LANSA), Holiday Airlines, Petroleum Investment Services and Air California who registrated her as N124AC. In April 1975 she was ferried to Indonesia and joined the ranks of Mandala Airliens. her service life was over when she was withdrawn from use during October 1986. She was stored at Jakarta Cengkareng and 11 years later her derelict fuselage was finally scrapped.
Mandala's Lockheed L.188 Electra PK-RLF loads late in the afternoon in preparation for a scheduled departure to yet another city in the Indonesian archipelago".
The Lockheed L.188 Electra is an American turboprop airliner built by Lockheed. First flown in 1957, it was the first large turboprop airliner built in the United States. Initial sales were good, but after two fatal crashes that led to expensive modifications to fix a design defect, no more were ordered. With its unique high power-to-weight ratio, huge propellers and very short wings, large Fowler flaps which significantly increased effective wing area when extended, and four-engined design, the airplane had airfield performance capabilities unmatched by many jet transport aircraft even today—particularly on short runways and high field elevations.
The Lockheed L.188 Electra is an American turboprop airliner built by Lockheed. First flown in 1957, it was the first large turboprop airliner built in the United States. Initial sales were good, but after two fatal crashes that led to expensive modifications to fix a design defect, no more were ordered. With its unique high power-to-weight ratio, huge propellers and very short wings, large Fowler flaps which significantly increased effective wing area when extended, and four-engined design, the airplane had airfield performance capabilities unmatched by many jet transport aircraft even today—particularly on short runways and high field elevations.
"Ready to roll. A Mandala Airlines Lockheed Electra, PK-RLF, waits for taxi clearance at Kemayoran before departing for Medan, 1.200 miles to the north-west on the island of Sumatra".
Note; - The antennae cables (I'm assuming they are ADF Sense Antenna's) can be seen between the leading edge of the tail connecting to the top of the fuselage of this Electra.
Note; - The antennae cables (I'm assuming they are ADF Sense Antenna's) can be seen between the leading edge of the tail connecting to the top of the fuselage of this Electra.
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Lockheed L.188 Electra PK-RLF still soldiers on today with Air Spray from Red Deer, Canada.
Originally this Electra was delivered to General Motors Corp. in 1958. Other operators of this Lockheed were the Los Angeles Dodgers, American Airlines, Intermountain Aviation, Johnson International Airlines, Evergreen International and Air California. In October 1980 she was exported to Indonesia and started to work on Mandala's domestic network. Fiftheen years later she was sold to Air Spray of Canada who registrated her C-FVFH. |
Photo credit: Peter Utmuth, Red Deer.
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"Mandala Vickers Viscound PK-RVT 'Gandeva' taxyiing throught the labyrinth of planes and handling equipment".
PT Mandala Airlines was founded on April 17, 1969. The founders were Col. Sofjar, Maj. Gen. Raden Soerjo, Adil Aljol, Maj. (Air Force) Soegandi Partosoegondo, Kasbi Indradjanoe and Darwin Ramli. The airline was owned by PT Dharma Kencana Sakti, which in turn was the commercial arm of Yayasan Dharma Putra Kostrad, a foundation linked to Kostrad, the strategic reserve command of the Indonesian army. The airline was named after Operation Mandala, the military operations to incorporate West Papua into Indonesia. The name also refers to mandala, a Sanskrit term for a diagram symbolizing the universe, which is used as the logo of the corporation.
PT Mandala Airlines was founded on April 17, 1969. The founders were Col. Sofjar, Maj. Gen. Raden Soerjo, Adil Aljol, Maj. (Air Force) Soegandi Partosoegondo, Kasbi Indradjanoe and Darwin Ramli. The airline was owned by PT Dharma Kencana Sakti, which in turn was the commercial arm of Yayasan Dharma Putra Kostrad, a foundation linked to Kostrad, the strategic reserve command of the Indonesian army. The airline was named after Operation Mandala, the military operations to incorporate West Papua into Indonesia. The name also refers to mandala, a Sanskrit term for a diagram symbolizing the universe, which is used as the logo of the corporation.
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Vickers Viscount 806 PK-RVT, which was assembled at the Weybridge factory in Spring 1958, was delivered new to British European Airways Corparation (BEA) as G-AOYT, enjoyed a interesting working life. Next to Ansett she operated passenger services for Winner Airways and Far Eastern Transport (FEAT) both of Taiwan from 1969 until 1977. In September 1977 she became part of the Mandala Viscount fleet and named ' Gandera'. On Januari 13, 1985 it was over-and-out for this Viscount, when she was damaged beyond repair after a belly landing at Yogyakarta-Adisutjipto.
Note; - Type 800 Viscount was an improved variant with fuselage extended by 3 ft 10 in (1.2 m) of which 67 were built. |
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"Mandala Vickers Viscount PK-RVW 'Ateste' looks to be in superb condition".
First flight from Weybridge Airfield was performed on July 23, 1958. This Viscount 812, was originally delivered to Continental Airliens as N247V in 1958. In 1967 this Viscount II returned to the UK for a second career with Channel Airways from Southend-on-Sea as G-AVJL. On February 29, 1972 Channel went bust and the Viscount was sold to Alidair of East Midlands airport, Castle Donington. In 1981 she was sold Far Eastern Air Transport of Taiwan who registrated her B-2033. In September 1977 she was leased to Mandala from Indonesia. on October 07, 1983 during an approach to Achmad Yani airport, Semarang, Java, the aircraft touched down just short of the runway. Although the Viscount continued onto the runway the nowe undercarriage leg and steering system were damaged. After temporary repairs were carried out the Viscount was ferried to Kemayoran where it was declared as beyond economic repair and withdrawn from service. During September 1985 she was broken-up for scrap after spares recovery.
Note; - The Viscount type 810 was an improved longer-range variant with 1,991 hp (1,485 kW) with Dart 525 engines of which were 84 built
The Vickers Viscount was a British medium-range turboprop airliner first flown in 1948 by Vickers-Armstrongs, the first such aircraft to enter service in the world. A product of the Brabazon Committee, it used a new form of propulsion, the turboprop engine, replacing the conventional piston engine.
The Viscount was well received by the public for its cabin conditions, which included pressurisation, reductions in vibration and noise, and panoramic windows. It became one of the most successful and profitable of the first post-war transport aircraft; 445 Viscounts were built for a range of international customers, including in North America.
First flight from Weybridge Airfield was performed on July 23, 1958. This Viscount 812, was originally delivered to Continental Airliens as N247V in 1958. In 1967 this Viscount II returned to the UK for a second career with Channel Airways from Southend-on-Sea as G-AVJL. On February 29, 1972 Channel went bust and the Viscount was sold to Alidair of East Midlands airport, Castle Donington. In 1981 she was sold Far Eastern Air Transport of Taiwan who registrated her B-2033. In September 1977 she was leased to Mandala from Indonesia. on October 07, 1983 during an approach to Achmad Yani airport, Semarang, Java, the aircraft touched down just short of the runway. Although the Viscount continued onto the runway the nowe undercarriage leg and steering system were damaged. After temporary repairs were carried out the Viscount was ferried to Kemayoran where it was declared as beyond economic repair and withdrawn from service. During September 1985 she was broken-up for scrap after spares recovery.
Note; - The Viscount type 810 was an improved longer-range variant with 1,991 hp (1,485 kW) with Dart 525 engines of which were 84 built
The Vickers Viscount was a British medium-range turboprop airliner first flown in 1948 by Vickers-Armstrongs, the first such aircraft to enter service in the world. A product of the Brabazon Committee, it used a new form of propulsion, the turboprop engine, replacing the conventional piston engine.
The Viscount was well received by the public for its cabin conditions, which included pressurisation, reductions in vibration and noise, and panoramic windows. It became one of the most successful and profitable of the first post-war transport aircraft; 445 Viscounts were built for a range of international customers, including in North America.
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"Mandala Vickers Viscount 800 PK-RVS 'Avatara' seen here ready to depart, her bloody hot stand, with another load of passengers".
Originally Vickers Viscount 816 PK-WVS served with Trans-Australia Airlines (TAA) from 1959 until 1971, when she was acquired by Far Eastern Air Transport. In August 1976 she was sold to Mandala and named 'Avatara'.In January 1995 she was withdrawn from use at Soekarno-Hatta Airport. During the years stripped from useable parts and by April 2004 she was finally broken-up. |
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"During the early 80's, the two Kemayoran-based Bayu indonesia air Canadair CL.44 Freighters were clocking-up hours on ad-hoc charters".
Rolls Royce Tyne 515/50 turbo-prop powered Canadair CL44-D4-1 PK-BAZ, which was manufactured in 1961, enjoyed a long and interesting career. She operated respectively for Seaboard world as N125SW, Transglobe Airways as G-AWDK, Trans Mediterranean Airways (TMA), British independent Tradewinds Airways. She was exported to Indonesia in August 1979 and her next operator became Bayu Air Indonesia who registrated her PK-BAZ and named her 'Beno'. In the indonesian language Bayu means; wind or breeze. With Bayu Air Cargo she flew a couple of year’s world-wide cargo charters. During 1986 she was put in open storage at Jakarta-Halim and by the 2000 she was finally broken-up.
Rolls Royce Tyne 515/50 turbo-prop powered Canadair CL44-D4-1 PK-BAZ, which was manufactured in 1961, enjoyed a long and interesting career. She operated respectively for Seaboard world as N125SW, Transglobe Airways as G-AWDK, Trans Mediterranean Airways (TMA), British independent Tradewinds Airways. She was exported to Indonesia in August 1979 and her next operator became Bayu Air Indonesia who registrated her PK-BAZ and named her 'Beno'. In the indonesian language Bayu means; wind or breeze. With Bayu Air Cargo she flew a couple of year’s world-wide cargo charters. During 1986 she was put in open storage at Jakarta-Halim and by the 2000 she was finally broken-up.
"PK-BAW 'Sengoon' is seen here spotless considering its constant use as a freighter. She initially flew for Flying Tigers in the United States".
This is the 19th built Canadair CL-44 and was originally delivered as a freighter to Flying Tiger Line in 1961 (N450T). They operated her until 1971 after which she was sold to British independent Trans Meridian Air Cargo as G-AZIN. Between March 1972 and 1976 she was leased respectively to British Air Ferries, Express Flug Service and Limburg Air Cargo. In August 1979 Trans Meridian changed her name into British Cargo Airlines. From March 1980 until June 1982 the Canadair Freighter was stored in the UK. In 1982 she left the British skies after she was sold to her new owner Bayu Cargo Indonesia, who registrated her PK-BAW and named her 'Senggono'. After only a couple of years of faithful service the freighter was withdrawn from service and stored at Jakarta Kemayoran and by 1992 she was scrapped at the already abandoned airport.
This is the 19th built Canadair CL-44 and was originally delivered as a freighter to Flying Tiger Line in 1961 (N450T). They operated her until 1971 after which she was sold to British independent Trans Meridian Air Cargo as G-AZIN. Between March 1972 and 1976 she was leased respectively to British Air Ferries, Express Flug Service and Limburg Air Cargo. In August 1979 Trans Meridian changed her name into British Cargo Airlines. From March 1980 until June 1982 the Canadair Freighter was stored in the UK. In 1982 she left the British skies after she was sold to her new owner Bayu Cargo Indonesia, who registrated her PK-BAW and named her 'Senggono'. After only a couple of years of faithful service the freighter was withdrawn from service and stored at Jakarta Kemayoran and by 1992 she was scrapped at the already abandoned airport.
"Bayu's DC-6 PK-BAY was loaded late in the afternoon of September 08, 1982, in preparation for an upcoming departure down to one of the islands in the vast archipelago. An airplane working in the demanding climate conditions of Indonesia will be subject to streaking down the paintwork from dust and dirt deposits unless washed regularly".
This Pratt & Whitney R-2800 powered Douglas DC-6A has been manufactured in 1954 at Douglas Long Beach factory and delivered to Belgium Air Force as OO-CTO in May that year. Her military career ended in 1959 and the 'Six' was transferred to SABENA and based in Belgium Congo. The DC-6 served for faithfully for years in Africa until she was sold to Société Secmafer Aviation/SFair of Nice, France. With SFair she flew a couple of year’s cargo charters before the company ceased operation in August 2008. This didn't meant the end of this freighter. In November 1979 she was sold to aircraft broker Jim Cullem of Tucson and exported to Indonesia for employment with Bayu Air Cargo. Registrated PK-BAY and named 'Nakula' Bayu Air Cargo operated her until Kemayora was abandoned in 1984. Nevertheless their freighter remained many years stored at the abandoned airport. She was still at the former Kemayoran grounds during 2003. I don't know when she is actually scrapped.
This Pratt & Whitney R-2800 powered Douglas DC-6A has been manufactured in 1954 at Douglas Long Beach factory and delivered to Belgium Air Force as OO-CTO in May that year. Her military career ended in 1959 and the 'Six' was transferred to SABENA and based in Belgium Congo. The DC-6 served for faithfully for years in Africa until she was sold to Société Secmafer Aviation/SFair of Nice, France. With SFair she flew a couple of year’s cargo charters before the company ceased operation in August 2008. This didn't meant the end of this freighter. In November 1979 she was sold to aircraft broker Jim Cullem of Tucson and exported to Indonesia for employment with Bayu Air Cargo. Registrated PK-BAY and named 'Nakula' Bayu Air Cargo operated her until Kemayora was abandoned in 1984. Nevertheless their freighter remained many years stored at the abandoned airport. She was still at the former Kemayoran grounds during 2003. I don't know when she is actually scrapped.
"Caught on camera, from the former wonderful Kemayoran viewing terrace, is Caltex Indonesia's smart looking corporate Friendship 'Riau' which is underway on her next assignment".
PK-CFD was delivered in 1968 and sold to Sempati as PK-JFI in January 1986. Eventually she was withdrawn from used and scrapped at Jakarta Cengkareng around October 2001.
Note; The F27-600 is a quick change cargo/passenger version of the Mark200 with a large cargo door.
Caltex is a petroleum brand name of Chevron Corporation used in more than 60 countries in the Asia-Pacific region, the Middle East, and Southern Africa. Caltex began in 1936 as the California Texas Oil Company, a joint venture between the Texas Company (later named Texaco) and Standard Oil of California (later named Chevron Corp.) to market oil from newly gained concessions in Saudi Arabia. It was renamed Caltex Petroleum Corp. in 1968. The two parent companies merged in 2001 to form ChevronTexaco (renamed Chevron in 2005) and Caltex remains one of its major international brand names.
PK-CFD was delivered in 1968 and sold to Sempati as PK-JFI in January 1986. Eventually she was withdrawn from used and scrapped at Jakarta Cengkareng around October 2001.
Note; The F27-600 is a quick change cargo/passenger version of the Mark200 with a large cargo door.
Caltex is a petroleum brand name of Chevron Corporation used in more than 60 countries in the Asia-Pacific region, the Middle East, and Southern Africa. Caltex began in 1936 as the California Texas Oil Company, a joint venture between the Texas Company (later named Texaco) and Standard Oil of California (later named Chevron Corp.) to market oil from newly gained concessions in Saudi Arabia. It was renamed Caltex Petroleum Corp. in 1968. The two parent companies merged in 2001 to form ChevronTexaco (renamed Chevron in 2005) and Caltex remains one of its major international brand names.
"With a midday temperature of 40 degrees centigrade, Sempati F-27-600 PK-JFH 'Natalus' is seen here landing at Kemayoran on September 08, 1982".
Sempati Air was an airline based in Indonesia. Partially owned by friends and family of President Suharto of Indonesia. The Indonesian Army's Kostrad was also involved in its operations.
The name Sempati was taken from Sampati, a mythical bird in Hindu mythology.
Sempati Air, was founded in December 1968. In the beginning, the airline did not offer regularly scheduled services, instead it offered transportation for oil company workers. The airline received a number of Fokker F27 "Friendship', allowing the introduction of regularly scheduled flights to Singapore, Kuala Lumpur and Manila. The airline folded due to bankruptcy after the resignation of President Suharto in May 1998.
This Fokker F27-600 Friendship rolled-off the Fokker production line in 1969 and served respectively for Danish Aero Lease and Aviaco before she was sold to Sempati as PK-JFH. During 1988 she was leased for a brief spell to Dutch Air Schreiner as PH-SFH. Eventually she returned to Indonesia and ended her career with Sempati during October 1997. By October 2001 she was broken-up at Jakarta.
Sempati Air was an airline based in Indonesia. Partially owned by friends and family of President Suharto of Indonesia. The Indonesian Army's Kostrad was also involved in its operations.
The name Sempati was taken from Sampati, a mythical bird in Hindu mythology.
Sempati Air, was founded in December 1968. In the beginning, the airline did not offer regularly scheduled services, instead it offered transportation for oil company workers. The airline received a number of Fokker F27 "Friendship', allowing the introduction of regularly scheduled flights to Singapore, Kuala Lumpur and Manila. The airline folded due to bankruptcy after the resignation of President Suharto in May 1998.
This Fokker F27-600 Friendship rolled-off the Fokker production line in 1969 and served respectively for Danish Aero Lease and Aviaco before she was sold to Sempati as PK-JFH. During 1988 she was leased for a brief spell to Dutch Air Schreiner as PH-SFH. Eventually she returned to Indonesia and ended her career with Sempati during October 1997. By October 2001 she was broken-up at Jakarta.
"Shortly after unloading at the cramped airport terminal, maintenance staff prepared Hawker Siddeley HS.748 series 2A PK-IHA for a scheduled run to another place in the Indonesia archipelago".
Bouraq Airlines was an airline headquartered in Jakarta, Indonesia, which operated mostly domestic passenger flights out of its bases at Jakarta Airport. Bouraq Airlines was established in April 1970 as a privately owned company by Jarry Albert Sumendap, and it stayed in the possession of his family ever since. It was named for al-Buraq, a flying horse in Muslim tradition.
Bali Air was another airline owned by Sumendap, which was co-operating with Bouraq.
Initially the airline operated Douglas DC-3s. From 1973 the turboprop Hawker Siddeley HS 748 was introduced on Bouraq services.
Both airlines were shut down in 2005 after prolonged financial problems. The last scheduled Bouraq flight took place in July of that year. The airline licence was revoked in 2007.
Dart 532 powered Hawker Siddeley 748-243 Sr2A was originally delivered to LAN Chile in 1967. Sold to Bouraq in 1978 she served this Indonesian airline from 1978 until 04 January 1989 when fate struck and PK-IHA had to make a wheels-up landing on runway 29 of Banjarmasin-Sjamsudin Noor Airport. The Hawker was damaged beyond repair and ended her service life.
Bouraq Airlines was an airline headquartered in Jakarta, Indonesia, which operated mostly domestic passenger flights out of its bases at Jakarta Airport. Bouraq Airlines was established in April 1970 as a privately owned company by Jarry Albert Sumendap, and it stayed in the possession of his family ever since. It was named for al-Buraq, a flying horse in Muslim tradition.
Bali Air was another airline owned by Sumendap, which was co-operating with Bouraq.
Initially the airline operated Douglas DC-3s. From 1973 the turboprop Hawker Siddeley HS 748 was introduced on Bouraq services.
Both airlines were shut down in 2005 after prolonged financial problems. The last scheduled Bouraq flight took place in July of that year. The airline licence was revoked in 2007.
Dart 532 powered Hawker Siddeley 748-243 Sr2A was originally delivered to LAN Chile in 1967. Sold to Bouraq in 1978 she served this Indonesian airline from 1978 until 04 January 1989 when fate struck and PK-IHA had to make a wheels-up landing on runway 29 of Banjarmasin-Sjamsudin Noor Airport. The Hawker was damaged beyond repair and ended her service life.
"Bouraq HS.748-serie 2 PK-IHC caught on camera while taxyiing through the minefield of planes, buses and other handling equipment at a very cramped Kemayoran tarmac on September 08, 1982".
PK-IHC was also bought from LAN Chile. After fairthful service with Bouraq she was withdrawn from use during 1991 and broken-up by 2004.
The Hawker Siddeley HS 748 is a medium-sized turboprop airliner originally designed by the British firm Avro in the late 1950s as a replacement for the aging DC-3s then in widespread service as feederliners. Avro concentrated on performance, notably for STOL operations, and found a dedicated market. 380 aircraft were built by Hawker Siddeley. A larger, stretched development of the HS 748, the BAe ATP, attempted to compete with the de Havilland Canada Dash 8 but saw a limited production run.
The original 748 design was started in 1958, after the infamous Duncan Sandys 1957 Defence White Paper ended most military manned-aircraft development in the UK, and Avro decided to re-enter the civilian market.
The Vickers Viscount had the larger end of the short-haul market, and Avro therefore decided to design a smaller regional airliner powered by two Rolls-Royce Dart turboprop engines, intended to replace the many DC-3 Dakotas that were by then reaching the end of their economic lifespan. Original plans were for a 20-30 seat aircraft with a similar configuration to the Fokker F27, but talks with potential customers soon led to a low-wing 40 seat design being chosen for the 748 project.
Avro was not the only company to see the potential for a DC-3 replacement, and by this point work on the 748's direct competitor, the Fokker F27 Friendship turboprop, was well advanced. Avro therefore decided to compete by producing a more rugged design with better short-field performance, allowing it to operate from smaller airports and those with rough surfaces. This was accomplished with a long, high lift wing and a unique single slot flap with a hinged flap tab at the trailing edge. The wing was mounted low on the fuselage with dihedral from the root, allowing good overall ground clearance and easy mounting of strong durable landing gear. Other features of the 748 included an internal engine starting system, and systems and structures that were designed to be easy to inspect and repair in the field with limited equipment.
The 748 was one of the first medium-sized aircraft to use fail-safe design principles in the structure, instead of the then common safe-life principles. Because of these features, the 748 quickly became popular (and still is today) with a variety of airlines operating in remote areas thanks to its ability to haul payloads of over 10,000 lbs in and out of short rough fields with little to no ground service equipment.
The first Avro 748 flew from the company's Woodford, Cheshire aircraft factory on 24 June 1960, and testing of the two prototypes quickly proved the type's short-field performance. 18 Avro 748 Series 1 aircraft were produced, the first for Skyways Coach-Air being delivered in April 1962. However, the majority of the series 1 were delivered to Aerolíneas Argentinas. By this point, Avro's individual identity within the Hawker Siddeley Group had ended and the design became known as the HS 748.
PK-IHC was also bought from LAN Chile. After fairthful service with Bouraq she was withdrawn from use during 1991 and broken-up by 2004.
The Hawker Siddeley HS 748 is a medium-sized turboprop airliner originally designed by the British firm Avro in the late 1950s as a replacement for the aging DC-3s then in widespread service as feederliners. Avro concentrated on performance, notably for STOL operations, and found a dedicated market. 380 aircraft were built by Hawker Siddeley. A larger, stretched development of the HS 748, the BAe ATP, attempted to compete with the de Havilland Canada Dash 8 but saw a limited production run.
The original 748 design was started in 1958, after the infamous Duncan Sandys 1957 Defence White Paper ended most military manned-aircraft development in the UK, and Avro decided to re-enter the civilian market.
The Vickers Viscount had the larger end of the short-haul market, and Avro therefore decided to design a smaller regional airliner powered by two Rolls-Royce Dart turboprop engines, intended to replace the many DC-3 Dakotas that were by then reaching the end of their economic lifespan. Original plans were for a 20-30 seat aircraft with a similar configuration to the Fokker F27, but talks with potential customers soon led to a low-wing 40 seat design being chosen for the 748 project.
Avro was not the only company to see the potential for a DC-3 replacement, and by this point work on the 748's direct competitor, the Fokker F27 Friendship turboprop, was well advanced. Avro therefore decided to compete by producing a more rugged design with better short-field performance, allowing it to operate from smaller airports and those with rough surfaces. This was accomplished with a long, high lift wing and a unique single slot flap with a hinged flap tab at the trailing edge. The wing was mounted low on the fuselage with dihedral from the root, allowing good overall ground clearance and easy mounting of strong durable landing gear. Other features of the 748 included an internal engine starting system, and systems and structures that were designed to be easy to inspect and repair in the field with limited equipment.
The 748 was one of the first medium-sized aircraft to use fail-safe design principles in the structure, instead of the then common safe-life principles. Because of these features, the 748 quickly became popular (and still is today) with a variety of airlines operating in remote areas thanks to its ability to haul payloads of over 10,000 lbs in and out of short rough fields with little to no ground service equipment.
The first Avro 748 flew from the company's Woodford, Cheshire aircraft factory on 24 June 1960, and testing of the two prototypes quickly proved the type's short-field performance. 18 Avro 748 Series 1 aircraft were produced, the first for Skyways Coach-Air being delivered in April 1962. However, the majority of the series 1 were delivered to Aerolíneas Argentinas. By this point, Avro's individual identity within the Hawker Siddeley Group had ended and the design became known as the HS 748.
"There's the whine of a turboprop to be heard!".
From 1971 on, a large freight door in the rear cabin and strengthened cabin floor were offered as options on the Srs 2A. In 1979 the Series 2B was introduced, which featured a 4-foot increase in wingspan at the tips, Mk 536-2 engines, a modernized passenger cabin, and improvements to the fuel, water methanol injection system, and engine fire protection systems.
Typical passenger seating in the HS 748 is for 40-48 economy class seats (4 abreast), however most passenger HS 748s still in service are operated as quick change combis, with a movable bulkhead dividing the main cabin two, with anywhere from 4 to 40 seats in the rear section and cargo in the forward section. The 748 is also widely used as a pure freighter with a typical max payload of about 12,000 lbs. Several carriers also use the 748 as a bulk fuel hauler, with either seven or eight fixed tanks in the cabin with a total capacity of about 7500 litres (2000 US Gallons). The basic price for a new Avro 748 Series 1 in 1960 was £176,000, with the corresponding Avro 748 Series 2 being £196,000. Production of the HS 748 ended in 1988, by which time 380 were produced.
From 1971 on, a large freight door in the rear cabin and strengthened cabin floor were offered as options on the Srs 2A. In 1979 the Series 2B was introduced, which featured a 4-foot increase in wingspan at the tips, Mk 536-2 engines, a modernized passenger cabin, and improvements to the fuel, water methanol injection system, and engine fire protection systems.
Typical passenger seating in the HS 748 is for 40-48 economy class seats (4 abreast), however most passenger HS 748s still in service are operated as quick change combis, with a movable bulkhead dividing the main cabin two, with anywhere from 4 to 40 seats in the rear section and cargo in the forward section. The 748 is also widely used as a pure freighter with a typical max payload of about 12,000 lbs. Several carriers also use the 748 as a bulk fuel hauler, with either seven or eight fixed tanks in the cabin with a total capacity of about 7500 litres (2000 US Gallons). The basic price for a new Avro 748 Series 1 in 1960 was £176,000, with the corresponding Avro 748 Series 2 being £196,000. Production of the HS 748 ended in 1988, by which time 380 were produced.
"Meticulous maintenance keep'em flying".
PK-IHJ. This Hawker had its first flight in 1967. She was delivered one month later to Varig of Brazil as PP-VDS, who operated this ship until December 1976. Sold to Bouraq Indonesia she joint the ranks of Bouraq's considerable HS.748 fleet until 2000 when she was transferred to Bali Air. During december 2005 she was withdrawn from use and in 2010 she was seen in use for rescue training excersizes. Her old registration PK-IHJ is still visible under her wing.
After the initial batch of series 1 aircraft production switched to the series 2, which was similar to the series 1 but with more powerful RR Dart RDa 7 Mk 531 engines and increased gross weight. In 1967 the series 2A was introduced which, again, was the same basic aircraft but with Mk. 532 engi
748 Series 1 – The original Avro 748 twin-engined short / medium-range airliner, powered by two Rolls-Royce Dart RDa 7 Mk 514 turboprop engines. 24 were built.
748 Series 2 – The Series 2 entered production in 1961 with a higher take-off weight and Mk 531 engines. 111 were built.
748 Series 2a – The more powerful Series 2A followed in 1967, with a further increase in take-off weight and Mk 532 or 534 engines. 157 built, making the 748 one of the more successful British airliners and the 2A the most popular variant.
748 Series 2b – The main production model after Hawker-Siddeley was absorbed by British Aerospace, the 2B featured a 4-foot increase in wingspan over previous models, a further increase in weights, Mk 536 engines, a modernized cabin, and several systems improvements. 28 built.
PK-IHJ. This Hawker had its first flight in 1967. She was delivered one month later to Varig of Brazil as PP-VDS, who operated this ship until December 1976. Sold to Bouraq Indonesia she joint the ranks of Bouraq's considerable HS.748 fleet until 2000 when she was transferred to Bali Air. During december 2005 she was withdrawn from use and in 2010 she was seen in use for rescue training excersizes. Her old registration PK-IHJ is still visible under her wing.
After the initial batch of series 1 aircraft production switched to the series 2, which was similar to the series 1 but with more powerful RR Dart RDa 7 Mk 531 engines and increased gross weight. In 1967 the series 2A was introduced which, again, was the same basic aircraft but with Mk. 532 engi
748 Series 1 – The original Avro 748 twin-engined short / medium-range airliner, powered by two Rolls-Royce Dart RDa 7 Mk 514 turboprop engines. 24 were built.
748 Series 2 – The Series 2 entered production in 1961 with a higher take-off weight and Mk 531 engines. 111 were built.
748 Series 2a – The more powerful Series 2A followed in 1967, with a further increase in take-off weight and Mk 532 or 534 engines. 157 built, making the 748 one of the more successful British airliners and the 2A the most popular variant.
748 Series 2b – The main production model after Hawker-Siddeley was absorbed by British Aerospace, the 2B featured a 4-foot increase in wingspan over previous models, a further increase in weights, Mk 536 engines, a modernized cabin, and several systems improvements. 28 built.
"The airplane's paint has faded extremely due to ultra-violet exposure".
The Pratt & Whitney JT3D is an early turbofan aircraft enginederived from the Pratt & Whitney JT3C turbojet. It was first run in 1958 and was first flown in 1959 under a B-45 Tornado test aircraft. Over 8,000 JT3Ds were produced between 1959 and 1985.
The Pratt & Whitney JT3D is an early turbofan aircraft enginederived from the Pratt & Whitney JT3C turbojet. It was first run in 1958 and was first flown in 1959 under a B-45 Tornado test aircraft. Over 8,000 JT3Ds were produced between 1959 and 1985.
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Garuda PK-GEA. This DC-8-55 left the Long Beach factory in 1966 for delivery to Garuda as PK-GJD and named “Siliwangi”. Between 1969 and 1973 she was leased to KLM Royal Dutch Airlines as PH-DCY. When Siliwangi returned to Garuda she registrated PK-GEA. During April 1980 she was withdrawn from used and stored at Kemayoran where I spotted her in September 1982. Four years later she was bought by Omega Air, registrated N225VVD and ferried in May 1986 to their base in Shannon, Ireland. During the late 80’s she changed hands several times. First owner was broker Navaero Corp. who sold her in 1987 to Systems Control Leasing. This leasing corp. had her converted to a freighter and leased her to Agro Air from the Dominican Republic, who in their turn leased the JetTrader to ALAS de Transporte International which was also based at Santo Domingo, Dominican Republic. In 1991 she was leased to Colombian Lineas Aereas Del Caribe and registrated as N573FB and from 1992 HK-3753X. A couple of months later she was involved in a landing incident at Medellin on October 15, 1992 and damaged beyond repair.
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Faded paint, caused by UV-exposure and oxidation, looks like this.
Photo: The Mighty Eight, Shannon, 1986.
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"Bouraq Airlines PK-IBS seen engineless at Kemayoran, September 1982. Dirt has gathered in all the panel lines showing most clearly around the nose and windows. The airplane's paint has faded extremely due to ultra-violet exposure".
This airframe left the factory at Oklahoma in 1945. She started her career with the RAF in Montreal and ended up in Malaysia. Decommissioned by the RAF in 1962 she was bought by Philippines Air Lines. In 1970 she was acquired by Bouraq. Like many of her kind derelict in Indonesia at the time, she was later scrapped.
This airframe left the factory at Oklahoma in 1945. She started her career with the RAF in Montreal and ended up in Malaysia. Decommissioned by the RAF in 1962 she was bought by Philippines Air Lines. In 1970 she was acquired by Bouraq. Like many of her kind derelict in Indonesia at the time, she was later scrapped.
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"DC-6 PK-BAX still manages to look majestic despite being parked amid the aeronautical trash at Kemayoran in Sept. 1982".
PK-BAX. Still in the basic colours of former operator SFAir with whom she operated as F-BYCG. This fine old machine was once KY-1 of the Belgian AF, coded 'OT-CDA'. She was withdrawn from use during the mid-1980s. By 1994 she was in use near the city of Bogor as a restaurant on poles but later she ssat derelict by Jakarta-Bandung roadside. She was seen in 1999 on a hillside in nearby Pancuk Pass, in Konica Film colours and back to restaurant use by 2003 but suspended by tree trunks. Apparently by then it was too unsafe to eat inside – instead you sat under it! |
Photo: Jan Koppen, Nice, France, August 1979.
Photo: P.J. van Gemert, Bogor Indonesia.
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"The classic lines of the Big Douglas are so evident in this full frontal of Bayu DC-6 PK-BAX 'Sadewa'".
Note; - Damage to the fuselage side of multi-engine airplanes is likely due to ice breaking from propeller blades when de-icing equipment is in use but with 'Sadewa' this is not the case as her de-icing boots are removed.
Note; - Damage to the fuselage side of multi-engine airplanes is likely due to ice breaking from propeller blades when de-icing equipment is in use but with 'Sadewa' this is not the case as her de-icing boots are removed.
"Even in 1982 the number of active DC-6's were rapidly dwindling".
Note; - Cowl fasteners are a favorite location due to engine vibration. Lubrication on hinge points, either control surfaces or access hatches, can also produce fretting marks.
Note; - Cowl fasteners are a favorite location due to engine vibration. Lubrication on hinge points, either control surfaces or access hatches, can also produce fretting marks.
"Double Wasp R-2800's are blaring during this high-power engine test on September 08, 1982".
The Pratt & Whitney R-2800 Double Wasp is a twin-row, 18-cylinder, air-cooled radial aircraft engine with a displacement of 2,800 in³ (46 L), and is part of the long-lived Wasp family. The R-2800 is considered one of the premier radial piston engines ever designed and is notable for its widespread use in many important American aircraft during and after World War II.
Today, three-quarters of a century after the first prototype Double Wasp, it still flies in restored vintage warbird aircraft displayed at air shows — such as the over two dozen airworthy examples of the first airframe design it powered, and sees service worldwide on aircraft such as the Canadair CL-215 water-bomber. In addition, R-2800s continue to power DC-6 cargo and fuel-carrying aircraft in locations such as Alaska. A total of 125,334 R-2800 engines were produced between 1939 and 1960.
The Pratt & Whitney R-2800 Double Wasp is a twin-row, 18-cylinder, air-cooled radial aircraft engine with a displacement of 2,800 in³ (46 L), and is part of the long-lived Wasp family. The R-2800 is considered one of the premier radial piston engines ever designed and is notable for its widespread use in many important American aircraft during and after World War II.
Today, three-quarters of a century after the first prototype Double Wasp, it still flies in restored vintage warbird aircraft displayed at air shows — such as the over two dozen airworthy examples of the first airframe design it powered, and sees service worldwide on aircraft such as the Canadair CL-215 water-bomber. In addition, R-2800s continue to power DC-6 cargo and fuel-carrying aircraft in locations such as Alaska. A total of 125,334 R-2800 engines were produced between 1939 and 1960.
"Even engineless, even sitting, with faded, chipping paint, this DC-3 is also still beautiful".
PK-OSA of Mandala Airlines was originally ordered by PanAm and seen here in store at Jakarta Kemayoran, September 1982.
This DC-3 has been manufactured in 1943 at the Oklahoma City plant as a R4D-4 for the US Navy. This variant had two 1200 hp Pratt & Whitney R-1830-90C’s engines with a MTOW of 13.320 kg. Basically a R4D-4 is a DC-3A-447 which was ordered by Pan American. After her military career she was bought by a US aircraft broker and ferried to Australia for service with several private companies. In 1969 she was exported to Indonesia and in 1978 she became part of the Mandala Airlines fleet. This DC-3 was scrapped after Kemayoran Airport had to close her doors in 1984.
PK-OSA of Mandala Airlines was originally ordered by PanAm and seen here in store at Jakarta Kemayoran, September 1982.
This DC-3 has been manufactured in 1943 at the Oklahoma City plant as a R4D-4 for the US Navy. This variant had two 1200 hp Pratt & Whitney R-1830-90C’s engines with a MTOW of 13.320 kg. Basically a R4D-4 is a DC-3A-447 which was ordered by Pan American. After her military career she was bought by a US aircraft broker and ferried to Australia for service with several private companies. In 1969 she was exported to Indonesia and in 1978 she became part of the Mandala Airlines fleet. This DC-3 was scrapped after Kemayoran Airport had to close her doors in 1984.
"Garuda Douglas DC-8-55 PK-GEB sits at Jakarta Kemayora ramp awaiting an uncertain future. Dark depressions showed where loaders had thoughtlessly bumped the skin".
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PK-GEB rolled of the Long Beach assembly line in 1966. Ordered by KLM Royal Dutch Airlines wearing registration PH-DCV. In 1974 she was sold to Garuda and registrated PK-GEB and named “Gajahmada”. In April 1980 she was already withdrawn from use. Four years later she was bought by Omega Air, registrated N226VVD and ferried in May 1986 to their base in Shannon, Ireland. Part-out started in 1986 and she was finally scrapped in September 1987.
Note; - The Douglas DC-8-50 series is the definitive short-fuselage DC-8 with the same engine that powered the vast majority of 707s, the JT3D. The DC-8-55 arrived in June 1964, retaining the JT3D-3B engines but with strengthened structure from the freighter versions and 325,000-pound maximum weight. 88 DC-8-50s were built plus the 14 converted from Series 10/30. |
Photo credit: Peter Kelly, Shannon.
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"Ultra violet light is the culprit, bleaching out colors. Airplanes are no different, and high altitude flight, such as that performed by this , Merpati Nusantara Boeing 707-138B PK-MBA "Princess of Bali" accelerates the fading process".
Note; - The 707-138 was a −120 with a fuselage ten feet shorter than the others, with 5 feet (3 frames) removed ahead and behind the wing, giving increased range. Maximum take-off weight was the same 247,000 lbs. as the standard version. It was a variant for Qantas, thus had its customer number 38. The seven −138s were delivered to Qantas June–September 1959 and first carried passengers that July.
Note; - The 707-138 was a −120 with a fuselage ten feet shorter than the others, with 5 feet (3 frames) removed ahead and behind the wing, giving increased range. Maximum take-off weight was the same 247,000 lbs. as the standard version. It was a variant for Qantas, thus had its customer number 38. The seven −138s were delivered to Qantas June–September 1959 and first carried passengers that July.
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PK-MBA rolled of the Boeing assembly line in 1964. Ordered by Qantas she made her first flight was August 6, 1964 and was delivered to down-under on August 19, 1964 wearing registration VH-EBL. In 1969 she was sold to Braniff International Airways and registrated N107BN. After 10 years working for the Flying coulours of Braniff she was sold, via broker Commercial Air Transport, to Merpati Nusantara in 1979 and named "Princess of Bali". Every Saturday she did operate Depasar to Los Angeles via Honolulu. In October 1980 she was already withdrawn from use. After four years in open storage the -707 was bought by Omega Air, registrated N46D and was flown away by a brave aircrew in March 1987 to Omega's base in Shannon, Ireland. Part-out started in 1988 and she was finally scrapped in July 1993.
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Photo credit: Aussieairlines.org, Shannon.
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"The flying days of National Air Charter PK-WWL seemed over already in September 1982 when I visited Kemayoran".
This outcast is a Douglas Commercial DC-3A was built by Douglas Aircraft Company in 1941. From 1942 she fought the war in North Africa in hands of the RAF. When her military career was over she entered the U.S.A. civilian register and worked for company’s such as; Mid Continental, Braniff and Lake Central. In 1968 she was imported into Indonesia and served for Zamrud Air Services. National Air Charter purchased her in 1975.
Note; - If the airplane is stored outside, it will be subject to wind, rain, hail and whatever else the local climate can throw at it..Below the pilot’s windows, gray water streaks flowed towards the belly.
This outcast is a Douglas Commercial DC-3A was built by Douglas Aircraft Company in 1941. From 1942 she fought the war in North Africa in hands of the RAF. When her military career was over she entered the U.S.A. civilian register and worked for company’s such as; Mid Continental, Braniff and Lake Central. In 1968 she was imported into Indonesia and served for Zamrud Air Services. National Air Charter purchased her in 1975.
Note; - If the airplane is stored outside, it will be subject to wind, rain, hail and whatever else the local climate can throw at it..Below the pilot’s windows, gray water streaks flowed towards the belly.
"National Air Charter C-47A-30-DL PK-WWJ number two engine being look after on a hot day at the Jakarta Kemayoran ramp in September 1982".
National Air Charter PK-WWJ being flanked by Mandala Airlines DC-3 PK-VDM and sistership PK-WWI at the crowded ramp of Jakarta Kemayoran in September 1982. This C-47A-DL had been delivered in 1944 to the USAAF for war service in with the 8th Air Force. After the war she flew five years for Orient Airways. In 1952 she was exported to Indonesia where she was a workhorse for several petroleum companies. National Air Charter purchased her in 1972 and is operating her every since I spotted her during my visit at Kemayoran in September 1982.
National Air Charter opertated several DC-3's on charter work from Jakarata in the 70/80's.
National Air Charter PK-WWJ being flanked by Mandala Airlines DC-3 PK-VDM and sistership PK-WWI at the crowded ramp of Jakarta Kemayoran in September 1982. This C-47A-DL had been delivered in 1944 to the USAAF for war service in with the 8th Air Force. After the war she flew five years for Orient Airways. In 1952 she was exported to Indonesia where she was a workhorse for several petroleum companies. National Air Charter purchased her in 1972 and is operating her every since I spotted her during my visit at Kemayoran in September 1982.
National Air Charter opertated several DC-3's on charter work from Jakarata in the 70/80's.
"National Air Charter C-47A-30-DL PK-WWI ‘Asian Spirit’ at rest on a bloody hot day at the Jakarta Kemayoran's ramp in September 1982".
This beauty has been manufactured as a C-47A-DL and left the factory in 1943 for delivery to the USAAF. This variant had two 1200 hp Pratt & Whitney R-1830-92’s engines with a MTOW of 13.320 kg. Basically it was a DC-3A-456 with a 24 volt electrical system and hot-air heating. After her war years in the Pacific she became part of the Qantas fleet. In 1953 she left Australia and worked two years for Air Outre Mer. In 1955 she was exported to Germany and flew for Lufthansa and the charter operator Bavaria Flugdienst. In 1967 she became part of a deal between British Aerospace Company and Bavaria who had bought brand new Bac One-Elevens. BAC transferred the DC-3 to the Saudi Arabian Air Force in 1967. The aircraft changed hands once more as she was acquired by National Air Charter in 1974. Diagonally behind is DC-3 PK-JJM which was also parked at the Kemayoran ramp.
Note; - The antennae cables (I'm assuming they are HF or ADF Sense Antenna's) can be seen between the leading edge of the tail connecting to the top of the fuselage. There is also a bit of fretting to be seen on number 1 engine. Fretting is often found around the cowl and engine compartment, fretting occurs where two pieces of metal are rubbing together, leaving a black oily deposit.
This beauty has been manufactured as a C-47A-DL and left the factory in 1943 for delivery to the USAAF. This variant had two 1200 hp Pratt & Whitney R-1830-92’s engines with a MTOW of 13.320 kg. Basically it was a DC-3A-456 with a 24 volt electrical system and hot-air heating. After her war years in the Pacific she became part of the Qantas fleet. In 1953 she left Australia and worked two years for Air Outre Mer. In 1955 she was exported to Germany and flew for Lufthansa and the charter operator Bavaria Flugdienst. In 1967 she became part of a deal between British Aerospace Company and Bavaria who had bought brand new Bac One-Elevens. BAC transferred the DC-3 to the Saudi Arabian Air Force in 1967. The aircraft changed hands once more as she was acquired by National Air Charter in 1974. Diagonally behind is DC-3 PK-JJM which was also parked at the Kemayoran ramp.
Note; - The antennae cables (I'm assuming they are HF or ADF Sense Antenna's) can be seen between the leading edge of the tail connecting to the top of the fuselage. There is also a bit of fretting to be seen on number 1 engine. Fretting is often found around the cowl and engine compartment, fretting occurs where two pieces of metal are rubbing together, leaving a black oily deposit.
"Douglas DC-3 PK-VDM is proudly sporting its Mandala emblem on its tail. A mandala is a spiritual and ritual symbol representing the universe".
PK-VDM of Mandala Airlines is originally a C-47A-DL and seen here basking in the sun in a remote corner at Jakarta Kemayoran, September 1982. This frame flew during WOII for the RAF in India. After war she was transferred the Indian government who in their turn sold the DC-3 to the Dutch in Indonesia. Due to the independence of Indonesia she was transferred to Indonesian Air Force in 1949. She served the Air Force faithfully for twenty years and was sold to Mandala Airlines in 1979. The titles PENAS stand for P.N. Aerial Survey (P.N. means State company).
Note; - Despite top-dressed this DC-3 shows signs of fretting along the yellow cowl panels. The dark fuzzy stains extend back from the lower cowl panel fasteners.
PK-VDM of Mandala Airlines is originally a C-47A-DL and seen here basking in the sun in a remote corner at Jakarta Kemayoran, September 1982. This frame flew during WOII for the RAF in India. After war she was transferred the Indian government who in their turn sold the DC-3 to the Dutch in Indonesia. Due to the independence of Indonesia she was transferred to Indonesian Air Force in 1949. She served the Air Force faithfully for twenty years and was sold to Mandala Airlines in 1979. The titles PENAS stand for P.N. Aerial Survey (P.N. means State company).
Note; - Despite top-dressed this DC-3 shows signs of fretting along the yellow cowl panels. The dark fuzzy stains extend back from the lower cowl panel fasteners.
"Mandala Vickers Viscound PK-RVT 'Gandeva' Dart engine come under scrutiny when Mandale technican try to clear-up a nagging engine problem".
The Rolls-Royce RB.53 Dart is a long-lived British turboprop engine designed, built and manufactured by Rolls-Royce Limited. First produced in the late 1940s, it powered the first Vickers Viscount maiden flight in 1948 and in the Viscount was the first turboprop engine to enter airline service, with British European Airways (BEA), in 1950. On July 29, 1948 a flight between Northolt and Paris–Le Bourget Airport with 14 paying passengers in a Dart-powered Viscount was the first scheduled airline flight by any turbine-powered aircraft.
The Dart was still in production when the last Fokker F27 Friendships and Hawker Siddeley HS 748s were produced in 1987. Following the company convention for naming gas turbine engines after rivers, this turboprop design was named after the River Dart.
Designed in 1946 by a team under Lionel Haworth, the engine was initially rated at 890 shp and first flew in the nose of a converted Avro Lancaster in October 1947. Improvements in design led to the RDa.3 of 1,400 shp which went into production for the Viscount in 1952. The RDa.6 increased this rating to 1,600 shp and the RDa.7, thanks to a three-stage turbine, increased this to 1,800 shp.[2]
Later Darts were rated up to 3,245 ehp and the Dart remained in production until 1987, some 7,100 having been produced and the engine type having flown some 170 million flying hours.
The Rolls-Royce RB.53 Dart is a long-lived British turboprop engine designed, built and manufactured by Rolls-Royce Limited. First produced in the late 1940s, it powered the first Vickers Viscount maiden flight in 1948 and in the Viscount was the first turboprop engine to enter airline service, with British European Airways (BEA), in 1950. On July 29, 1948 a flight between Northolt and Paris–Le Bourget Airport with 14 paying passengers in a Dart-powered Viscount was the first scheduled airline flight by any turbine-powered aircraft.
The Dart was still in production when the last Fokker F27 Friendships and Hawker Siddeley HS 748s were produced in 1987. Following the company convention for naming gas turbine engines after rivers, this turboprop design was named after the River Dart.
Designed in 1946 by a team under Lionel Haworth, the engine was initially rated at 890 shp and first flew in the nose of a converted Avro Lancaster in October 1947. Improvements in design led to the RDa.3 of 1,400 shp which went into production for the Viscount in 1952. The RDa.6 increased this rating to 1,600 shp and the RDa.7, thanks to a three-stage turbine, increased this to 1,800 shp.[2]
Later Darts were rated up to 3,245 ehp and the Dart remained in production until 1987, some 7,100 having been produced and the engine type having flown some 170 million flying hours.
"The End of Kemayoran"
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