Singapore aviation in the 1980's
By Jan Koppen
In the summer of 1982, at the age of just 21 years, my girlfriend and I traveled by Singapore Airlines flight SQ023 from Amsterdam to Jakarta, the 'old-style.' During these days, direct flights were uncommon, and so was our flight SQ023. The routing was AMS/FCO/BAH/BKK/SIN. After a stop-over in the Lion City, we traveled onboard a Singapore Airlines A300 to Jakarta. The return flight was SIN/CMB/AUH/ZRH/AMS. What a difference with today's non-stop flights. During our stop-over in Singapore, I took the opportunity to spend some time at Singapore Changi Airport to spot and photograph the bustling aviation activity at this major 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.
Bangkok Don Muang Airport
Spotted, from our Boeing 747-200 9V-SQE, during departure from Bangkok were the following aircraft; Carvair LN-NAA of the Croix Rouge Internationale, a DC-3 without engines of the same organisation, a Thai Air Force C-47 and some Vietnam war left-overs in the form of C-123 Providers. Further afield I spotted some derelicht DC-3's, a DC-4 and the former Royal Lao Caravelle XU-JTB which was used by the fire training service.
"As the Vietnam war wound down, the U.S. transferred several of its Providers to the Royal Thai Air Force".
During the late 1970's, the Royal Thai Air Force operated a large fleet of about 40 Fairchild C-123 Providers.
The Fairchild C-123 Provider is an American military transport aircraft designed by Chase Aircraft and subsequently built by Fairchild Aircraft for the United States Air Force. In addition to its USAF service, which included later service with the Air Force Reserve and Air National Guard, it also went on to serve most notably with the United States Coast Guard and various air forces in South East Asia. During the Vietnam War, the aircraft was used to spray Agent Orange.
The Fairchild C-123 Provider is an American military transport aircraft designed by Chase Aircraft and subsequently built by Fairchild Aircraft for the United States Air Force. In addition to its USAF service, which included later service with the Air Force Reserve and Air National Guard, it also went on to serve most notably with the United States Coast Guard and various air forces in South East Asia. During the Vietnam War, the aircraft was used to spray Agent Orange.
Singapore Changi Airport
Singapore's former International Airport at Paya Lebar was located in an area with potential for urban growth, which would physically hem it in on all sides, the government subsequently decided in 1975 to build a new airport at the eastern tip of the main island at Changi, at the existing site of Changi Air Base, where the new airport would be easily expandable through land reclamation. However, as there was an increase in traffic, the airport still had to be expanded at that time. In addition, aeroplanes could fly over the sea, avoiding noise pollution issues within residential areas like those at Paya Lebar and helping to avoid disastrous consequences on the ground in the event of an air mishap. The airport in Paya Lebar was subsequently converted for military use as the Paya Lebar Air Base.
After Singaporean authorities decided to build a new airport, Singaporean government dispatched an inspection team to Taiwan in 1979, watching and learning the design of newly built Chiang Kai-shek International Airport (later renamed to Taiwan Taoyuan International Airport). Singaporean staff had immediately adopted Taiwan Taoyuan International Airport's design – single terminal with surrounding highways, and two runways aside the terminal, making the Changi Airport initially look identical to Taiwan Taoyuan International Airport.
After Singaporean authorities decided to build a new airport, Singaporean government dispatched an inspection team to Taiwan in 1979, watching and learning the design of newly built Chiang Kai-shek International Airport (later renamed to Taiwan Taoyuan International Airport). Singaporean staff had immediately adopted Taiwan Taoyuan International Airport's design – single terminal with surrounding highways, and two runways aside the terminal, making the Changi Airport initially look identical to Taiwan Taoyuan International Airport.
"Tri-jet 9V-SGJ seen here shortly after arriving back at her home base on a warm and humid day in September, 1982".
Boeing 727-212 9V-SGJ, which was manufactured in 1979 enjoyed a long and interesting career. She operated respectively for Singapore Airlines, Alaska Airlines as N310AS, TAG Aviation, Triangle Aviation, 280 Holdings Aviation and 21948 Inc.-MK Airlines. On May 14, 2010 she was ferried from Biggen Hill to Lasham, UK, where she is parked eversince as VP-CMO.
Note; - From June to September, the Southwest Monsoon brings shorter afternoon rains and occasional "Sumatra Squalls" - thunderstorms blowing in from Indonesia, mainly taking place in the early mornings to midday. Unfortunately, the southwest winds coincide with the dry season in Indonesia, when farmers in the islands of Sumatra and Borneo resort to slash-and-burn methods to clear forests for their farms. The fires bring a muddy haze over to countries immediately northeast, including Malaysia, Thailand and Singapore.
Note; - From June to September, the Southwest Monsoon brings shorter afternoon rains and occasional "Sumatra Squalls" - thunderstorms blowing in from Indonesia, mainly taking place in the early mornings to midday. Unfortunately, the southwest winds coincide with the dry season in Indonesia, when farmers in the islands of Sumatra and Borneo resort to slash-and-burn methods to clear forests for their farms. The fires bring a muddy haze over to countries immediately northeast, including Malaysia, Thailand and Singapore.
This A300B4 rolled-off the Toulouse production-line in 1979 and was delivered new to Malaysian Airline System as 9M-MHA. Sixteen years later she was sold to Carnival Airlines in the United States with registration N224KW. Other US operator of this A300F were Pace Cargo and Express.net Airlines. Late 1994 she was withdrawn from use at Paris - Orly. During November 2006, she was ferried to Detroit Willow-Run Airport, for part-out and scrap which was completed by February, 2013.
Note; - Smoke pollution from Indonesia - known to one and all as "The Haze" - drifts over Singapore with the Southwestern Monsoon and the following inter-monsoon period between June and November, and has become a major health hazard for its residents and tourists. Reduced visibility is only the most obvious result of the haze.
Note; - Smoke pollution from Indonesia - known to one and all as "The Haze" - drifts over Singapore with the Southwestern Monsoon and the following inter-monsoon period between June and November, and has become a major health hazard for its residents and tourists. Reduced visibility is only the most obvious result of the haze.
"Returning to Baghdad"
This A300B4 rolled-off the Toulouse production-line in August 1979. With construction number 93 she was delivered to Malaysian Airline System as 9M-MHB. She was sold to Carnival Airlines in the United States in 1995. In 2000 she was a regular visitor to European and Middle-East airports when she flew for Brussel based European Air Transport as OO-DLL.
On 22 November 2003 fate hit a blow when shortly after takeoff from Baghdad, Iraq, our Airbus was struck on the left wing tip by a surface-to-air missile. Severe wing damage resulted in a fire and complete loss of hydraulic flight control systems. Because outboard left wing fuel tank 1A was full at takeoff, there was no fuel-air vapor explosion. Liquid jet fuel dropped away as 1A disintegrated. Inboard fuel tank 1 was pierced and leaking. Returning to Baghdad wasn't easy! - Because of left wing damage and fuel loss, the F/E had to monitor the engine closely - if fuel flow was lost from the left side, he would have to feed fuel from a right tank to maintain thrust. Survival was dependent on accurate power control of each jet engine. The Captain and Co-pilot set up for a final approach to Baghdad runway 33R. The aircraft drifted to the right of the intended course, so the Captain chose the shorter 33L runway. Visibility was excellent and the pilots managed a controlled descent. They knew that, counter-intuitively, they could not retard throttles before touchdown without risking the nose or a wing smashing disastrously into the ground. At about 400 feet (120 meters) turbulence upset the aircraft balance and the right wing dipped. With thrust adjustments, the roll was controlled but the aircraft touched down off the runway centerline. The Captain immediately deployed full reverse thrust but the Airbus veered off the paved runway. The aircraft ran through rough soft ground, throwing up a plume of sand and dragging a razor wire barrier, and halted after about 1,000 meters. Since then the Airbus is stored at Baghdad Airport but presently in bad condition.
On 22 November 2003 fate hit a blow when shortly after takeoff from Baghdad, Iraq, our Airbus was struck on the left wing tip by a surface-to-air missile. Severe wing damage resulted in a fire and complete loss of hydraulic flight control systems. Because outboard left wing fuel tank 1A was full at takeoff, there was no fuel-air vapor explosion. Liquid jet fuel dropped away as 1A disintegrated. Inboard fuel tank 1 was pierced and leaking. Returning to Baghdad wasn't easy! - Because of left wing damage and fuel loss, the F/E had to monitor the engine closely - if fuel flow was lost from the left side, he would have to feed fuel from a right tank to maintain thrust. Survival was dependent on accurate power control of each jet engine. The Captain and Co-pilot set up for a final approach to Baghdad runway 33R. The aircraft drifted to the right of the intended course, so the Captain chose the shorter 33L runway. Visibility was excellent and the pilots managed a controlled descent. They knew that, counter-intuitively, they could not retard throttles before touchdown without risking the nose or a wing smashing disastrously into the ground. At about 400 feet (120 meters) turbulence upset the aircraft balance and the right wing dipped. With thrust adjustments, the roll was controlled but the aircraft touched down off the runway centerline. The Captain immediately deployed full reverse thrust but the Airbus veered off the paved runway. The aircraft ran through rough soft ground, throwing up a plume of sand and dragging a razor wire barrier, and halted after about 1,000 meters. Since then the Airbus is stored at Baghdad Airport but presently in bad condition.
PK-GAA. This Airbus has spent its entire life with Garuda flying passenger’s services between South-East Asia and its Jakarta base. She was withdrawn from use in September 1994 and it is believed that she scrapped by 2003.
"Smooth as silk"
HS-TGM is a Airbus A300B4-100 build in 1978 and delivered new to Thai Airways. Eighteen years later she was sold to Silverbird Aviation, which is an airline from the Seychelles. Three years later she was sold to Mahan Airlines from Iran as EP-MHF. I Believe she is still operational with Mahan.
"Under the nose section"
"Under the nose section, a senior ground engineer is conversing with the flight crew through his headset, attached at the forward interphone jackplug. Inside the cockpit the crew is preparing the aircraft for engine start-up. At the same time, the gigantic mobile generator, which is responsible for the electrical voltage, is connected to the 707. Shortly after, the ground crew starts the ground power unit. Then highly compressed air is forwarded through the aircraft pressure-lines and, in turn, forces the second stage compressor blades, which are hidden within the enormous turbofan engines, slung under the 707 streamlined pylons, to accelerate to idle power. Moments later, kerosene flows into the combustion chamber and simultaneously the igniter plug is being fired. With a small explosion in the engine hot section, number three and four come alive simultaneously and the raging gas is rammed backward. Slowly the engines are starting to suck massive quantities of air through their intakes in order to maintain necessary thrust".
China Airlines Boeing 707-320B B-1828 has been build in 1963 for Northwest Orient 1963. She was sold to China Airlines in 1971 and scrapped at Taipei by 1985.
Note; - A distinctive feature of the 707 was the High Frequency (HF) boom antenna pointing forward at the top of the vertical stabilizer.
China Airlines Boeing 707-320B B-1828 has been build in 1963 for Northwest Orient 1963. She was sold to China Airlines in 1971 and scrapped at Taipei by 1985.
Note; - A distinctive feature of the 707 was the High Frequency (HF) boom antenna pointing forward at the top of the vertical stabilizer.
"With a puff of black smoke, the monstrous, weary looking, but powerful pushback truck starts to push the heavy-laden jet backwards".
Note; - The 707 uses engine-driven turbocompressors to supply pressurized air for cabin pressurization. On many commercial 707s, the outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed.
Also note; - The JT3D-3B engines are readily identifiable by the large gray secondary air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. When the engines are throttled back to cruise, the doors are shut. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers on each of the four engines.
Note; - The 707 uses engine-driven turbocompressors to supply pressurized air for cabin pressurization. On many commercial 707s, the outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed.
Also note; - The JT3D-3B engines are readily identifiable by the large gray secondary air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. When the engines are throttled back to cruise, the doors are shut. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers on each of the four engines.
Singapore Airlines operated this rather immaculate Douglas 'Three-holer' on world-wide scheduled flights for only four years. The DC-10 was sold to Bangladesh Biman as S2-ACQ in November 1983. After more than 33 years of faithful service with the airline from the Bengal delta she was withdrawn from service. Presently the 'TEN' is stored in bad condition at Dhaka Airport.
"Flagship of the line - Jumbo Jet, VR-HIA, is seen here ready to depart to yet another place in Cathay Pacific's far-flung network".
The, in 1980 manufactured Boeing 747-267B, started her airline career in Hong Kong with Cathay Pacific Airways as VR-HIA. Nineteen years later, in 1997, she was sold to Air Atlanta Icelandic as TF-ATD. In June 2005 she was acquired by Rolls-Royce North America who used her as a testbed for the Rolls Royce Trent 1000 (Boeing 787) engine.
Note; - Afternoon thunderstorms are a frequent occurrence in Singapore. The climate is tropical hot, humid and rainy. The monsoons are expected from mid-November till early March and from mid-June till early September, heavy downpours are expected to be frequent during this period.
Note; - Afternoon thunderstorms are a frequent occurrence in Singapore. The climate is tropical hot, humid and rainy. The monsoons are expected from mid-November till early March and from mid-June till early September, heavy downpours are expected to be frequent during this period.
"Air Niugini Boeing 707-338 P2-ANB, seen here in dreadful Singapore weather during September, 1982".
This ship was used by Air Nuigini from 1979 to 1985. First flight was November 20, 1967. Delivery date was December 8, 1967 to Qantas as VH-EAA "City of Toowoomba", OO-YCK with Young Air Cargo, 5Y-AXA with African Express Airways, P2-ANV with TRATCO, P2-ANB with Air Nuigini, N526SJ with CF Airfreight and Southern Air Transport and also TF-AEB with Air Maldives and ZAS - Airline of Egypt. To USAF as J-Star E-8C serialed 90-0175.
In the winter of 1986, my girlfriend and I travelled again to Indonesia. This time the routing was AMS/AMM/SIN. We traveled AMS/AMM by Alia Royal Jordan Boeing 747-200 and had a transfer at AMM. The AMM/SIN strech was an Alia Lockheed Tristar. The trip from Singapore to Indonesia was by boat. The ruturn flight was BKK/AMM/AMS. During our stop-over in Singapore I again took the opportunity to spend some time at Singapore Changi Airport, to spot and photograph aviation activity. This time a also visited nearby Singapore Seletar Airport.
"Another very efficient turn-round for this Royal Brunei Airlines Baby-Boeing".
Boeing 737-2M6 VR-UEB of Royal Brunei Airlines left Renton during April 1975. Later in her career she operated for Air Lanka, LAN Chile, Air New Zealand, Ladeco Airlines and Southern Winds of Argentina. She was stored at Buenos Aires Aziza Airport during November 2004.
Photo: Jan Koppen, Singapore Changi, January 1986.
Photo: Jan Koppen, Singapore Changi, January 1986.
"Queen of the Skies' 9V-SQP is seen here about to depart from to her home-base in Singapore".
Boeing 747-213 9V-SQP formed part of Singapore Airlines 747 fleet for almost 16 years in which she crossed the globe numerous times. In 1996 she was sold to Northwest Airlines as N641NW. After 11 years of faithful service with the Minneapolis based airline her service life was over and she was stored at Marana, Arizona for part-out & scrap.
This 'Flying Pencil' was operated by Singapore Airlines as 9V-SGL for just under five years before being sold to American Trans Air. In 2008 American Trans Air went bust and the 757 was absorbed in Delta Airlines massive 757 fleet. On March 18, 2016 she was ferried to Blytheville, Arkansas for part-out & scrap.
The Boeing 757 is a mid-size, narrow-body twin-engine jet airliner that was designed and built by Boeing Commercial Airplanes. It is the manufacturer's largest single-aisle passenger aircraft and was produced from 1981 to 2004. The twinjet has a two-crew member glass cockpit, turbofan engines of sufficient power to allow takeoffs from relatively short runways and higher altitudes, a conventional tail and, for reduced aerodynamic drag, a supercritical wing design. Intended to replace the smaller three-engine 727 on short and medium routes, the 757 can carry 200 to 295 passengers for a maximum of 3,150 to 4,100 nautical miles (5,830 to 7,590 km), depending on variant. The 757 was designed concurrently with a wide-body twinjet, the 767, and owing to shared features pilots can obtain a common type rating that allows them to operate both aircraft.
The 757 was produced in two fuselage lengths. The original 757-200 entered service in 1983; the 757-200PF, a package freighter (PF) variant, and the 757-200M, a passenger-freighter combi model, debuted in the late 1980s. The stretched 757-300, the longest narrow-body twinjet ever produced, [2] began service in 1999. Passenger 757-200s have been modified to special freighter (SF) specification for cargo use, while military derivatives include the C-32 transport, VIP carriers, and other multi-purpose aircraft. Private and government operators have also customized the 757 for research and transport roles. All 757s are powered by Rolls-Royce RB211 or Pratt & Whitney PW2000 series turbofans.
Eastern Air Lines and British Airways placed the 757 in commercial service in 1983. The narrow-body twinjet succeeded earlier single-aisle airliners, and became commonly used for short and mid-range domestic routes, shuttle services, and transcontinental U.S. flights. After regulators granted approval for extended flights over water (ETOPS) in 1986, airlines also began using the aircraft for intercontinental routes. Major customers for the 757 included U.S. mainline carriers, European charter airlines, and cargo companies. The airliner has recorded eight hull-loss accidents, including seven fatal crashes, as of September 2015.
Production of the 757 ended in October 2004, after 1,050 had been built for 54 customers. The 757-200 was by far the most popular model, with 913 built. Diminished sales amid an airline industry trend toward smaller jetliners led Boeing to end production without a direct replacement, in favor of the 737 family. The last 757 was delivered to Shanghai Airlines in November 2005. In July 2015, 738 of the narrow-body twinjets were in airline service; Delta Air Lines is the largest operator with 138 aircraft.
The Boeing 757 is a mid-size, narrow-body twin-engine jet airliner that was designed and built by Boeing Commercial Airplanes. It is the manufacturer's largest single-aisle passenger aircraft and was produced from 1981 to 2004. The twinjet has a two-crew member glass cockpit, turbofan engines of sufficient power to allow takeoffs from relatively short runways and higher altitudes, a conventional tail and, for reduced aerodynamic drag, a supercritical wing design. Intended to replace the smaller three-engine 727 on short and medium routes, the 757 can carry 200 to 295 passengers for a maximum of 3,150 to 4,100 nautical miles (5,830 to 7,590 km), depending on variant. The 757 was designed concurrently with a wide-body twinjet, the 767, and owing to shared features pilots can obtain a common type rating that allows them to operate both aircraft.
The 757 was produced in two fuselage lengths. The original 757-200 entered service in 1983; the 757-200PF, a package freighter (PF) variant, and the 757-200M, a passenger-freighter combi model, debuted in the late 1980s. The stretched 757-300, the longest narrow-body twinjet ever produced, [2] began service in 1999. Passenger 757-200s have been modified to special freighter (SF) specification for cargo use, while military derivatives include the C-32 transport, VIP carriers, and other multi-purpose aircraft. Private and government operators have also customized the 757 for research and transport roles. All 757s are powered by Rolls-Royce RB211 or Pratt & Whitney PW2000 series turbofans.
Eastern Air Lines and British Airways placed the 757 in commercial service in 1983. The narrow-body twinjet succeeded earlier single-aisle airliners, and became commonly used for short and mid-range domestic routes, shuttle services, and transcontinental U.S. flights. After regulators granted approval for extended flights over water (ETOPS) in 1986, airlines also began using the aircraft for intercontinental routes. Major customers for the 757 included U.S. mainline carriers, European charter airlines, and cargo companies. The airliner has recorded eight hull-loss accidents, including seven fatal crashes, as of September 2015.
Production of the 757 ended in October 2004, after 1,050 had been built for 54 customers. The 757-200 was by far the most popular model, with 913 built. Diminished sales amid an airline industry trend toward smaller jetliners led Boeing to end production without a direct replacement, in favor of the 737 family. The last 757 was delivered to Shanghai Airlines in November 2005. In July 2015, 738 of the narrow-body twinjets were in airline service; Delta Air Lines is the largest operator with 138 aircraft.
In the early 1970s, following the launch of the wide-body 747, Boeing began considering further developments of its narrow-body 727 Tri-jet. Designed for short and medium length routes, the three-engine 727 was the best-selling commercial jetliner of the 1960s and a mainstay of the U.S. domestic airline market. Studies focused on improving the 189-seat 727-200, the most successful 727 variant. Two approaches were considered: a stretched 727-300, and an all-new aircraft code-named 7N7. The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration, while the latter was a twin-engine aircraft which made use of new materials and improvements to propulsion technology which had become available in the civil aerospace industry.
United Airlines provided input for the proposed 727-300, which Boeing was poised to launch in late 1975, but lost interest after examining development studies for the 7N7. Although the 727-300 was offered to Braniff International Airways and other carriers, customer interest remained insufficient for further development. Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lower weight, improved aerodynamics, and reduced operating cost promised by the 7N7. These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which became the 767. Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.
By 1978, development studies focused on two variants: a 7N7-100 with seating for 160, and a 7N7-200 with room for over 180 seats. New features included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and T-tail configuration were retained from the 727. Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner. On August 31, 1978, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the 7N7-200 version. These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757. The shorter 757-100 did not receive any orders and was dropped; 737s later fulfilled its envisioned role.
United Airlines provided input for the proposed 727-300, which Boeing was poised to launch in late 1975, but lost interest after examining development studies for the 7N7. Although the 727-300 was offered to Braniff International Airways and other carriers, customer interest remained insufficient for further development. Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lower weight, improved aerodynamics, and reduced operating cost promised by the 7N7. These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which became the 767. Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.
By 1978, development studies focused on two variants: a 7N7-100 with seating for 160, and a 7N7-200 with room for over 180 seats. New features included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and T-tail configuration were retained from the 727. Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner. On August 31, 1978, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the 7N7-200 version. These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757. The shorter 757-100 did not receive any orders and was dropped; 737s later fulfilled its envisioned role.
Douglas Commercial DC-10-30 HL7317 was built in 1975 and delivered to Korean Air that same year. In 1996 she was sold to Northwest Airlines 1996 as N235NW. After the merge between Delta and NWA the DC-10 had to leave the fleet and was sold to American Trans Air. Finally she was acquired by World Airways who use her for spares. Part-out & scrap was done by 2011 at Marana Pinal AirPark.
"V1, V2 and Rotate.... HL7317 is on its way back to her home base at Seoel Incheon Airport".
This A300B4 rolled-off the Toulouse production-line in 1982 and was delivered new to Philippine Airlines as RP-C3005. Eighteen years later she was sold to Express.net Airlines in the United States. From 2006 she was a regular visitor to European and Middle-East airports when she flew for Brussel based European Air Transport as OO-DLZ. Three years later she was transferred to Air Contractors as EI-OZI. The Airbus remained in DHL colors as Air Contractors operated for DHL. Late 2013 she was ferried to Kemble Airport in the UK, for part-out and scrap. During this date (May 2016) she was still awaiting her turn in the scrapping area.
Boeing 737-2H6 9M-MBA, which was manufactured in 1972 enjoyed a long and interesting career. This 'Tin Mouse' operated respectively for Malaysia Airlines, Great Atlantic Airlines, SAHSA, Aviateca and Sky Airline as CC-CTU. During 2008 she was stored at Santiago-de-Chile Arturo Merino Benitez Airport.
This Boeing 757-212 was operated by Singapore Airlines as 9V-SGK for just under six years before being sold to American Trans Air as N751AT. In 1996 American Trans Air went bust and the 757 was absorbed in Delta Airlines massive 757 fleet. On March 03, 2016 she was ferried to Blytheville, Arkansas for part-out & scrap.
The 757 was intended to be more capable and more efficient than the preceding 727. The focus on fuel efficiency reflected airline concerns over operating costs, which had grown amid rising oil prices during the Yom Kippur War of 1973. Design targets included a 20 percent reduction in fuel consumption from new engines, plus an additional 10 percent from aerodynamic improvements, versus preceding aircraft. Lighter materials and new wings were also expected to improve efficiency. The maximum take-off weight (MTOW) was set at 220,000 pounds (99,800 kg), which was 10,000 pounds (4,540 kg) more than the 727. The 757's higher power-to-weight ratio allowed it to take off from short runways and serve airports in hot and high climates, offering better takeoff performance than that offered by competing aircraft. Competitors needed longer takeoff runs at airports at higher elevations, with higher ambient temperatures and thinner air. Boeing also offered options for higher payload capability.
The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs. Launch customers Eastern Air Lines and British Airways selected the RB211-535C turbofan built by Rolls-Royce, which was capable of 37,400 pounds-force (166 kN) of thrust. This marked the first time that a Boeing airliner was launched with engines produced outside the U.S. Domestic manufacturer Pratt & Whitney subsequently offered the 38,200 pounds-force (170 kN) thrust PW2037, which Delta Air Lines launched with an order for 60 aircraft in November 1980.
The 757 was intended to be more capable and more efficient than the preceding 727. The focus on fuel efficiency reflected airline concerns over operating costs, which had grown amid rising oil prices during the Yom Kippur War of 1973. Design targets included a 20 percent reduction in fuel consumption from new engines, plus an additional 10 percent from aerodynamic improvements, versus preceding aircraft. Lighter materials and new wings were also expected to improve efficiency. The maximum take-off weight (MTOW) was set at 220,000 pounds (99,800 kg), which was 10,000 pounds (4,540 kg) more than the 727. The 757's higher power-to-weight ratio allowed it to take off from short runways and serve airports in hot and high climates, offering better takeoff performance than that offered by competing aircraft. Competitors needed longer takeoff runs at airports at higher elevations, with higher ambient temperatures and thinner air. Boeing also offered options for higher payload capability.
The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs. Launch customers Eastern Air Lines and British Airways selected the RB211-535C turbofan built by Rolls-Royce, which was capable of 37,400 pounds-force (166 kN) of thrust. This marked the first time that a Boeing airliner was launched with engines produced outside the U.S. Domestic manufacturer Pratt & Whitney subsequently offered the 38,200 pounds-force (170 kN) thrust PW2037, which Delta Air Lines launched with an order for 60 aircraft in November 1980.
The history of Douglas DC-10 OH-LHB reads as follows; - This airframe left the factory at Long beach in 1975 and was delivered to Finnair. After her service for the Finnish flag carrier she worked for companies such as; Air Liberte, Continental and Omni Air. 10 Tanker Air Carrier bought her in 2007 and converted her into a super tanker. Till today this Diesel-10 is still in use as a fire-fighter.
Boeing 747-200 PK-GSA was built in 1980. In 2003 she was sold to to Phuket Airlines in Thailand and registrated HS-VAO. By 2008 she was stored at Jakarta-Cengkareng.
Note; - At the rear tip of the 747 is the auxiliary power unit exhaust. The APU is actually a form of a turboshaft where all of the energy from the hot gas stream is taken out by the turbine and used to power various aircraft systems on the ground and in flight. To be exact, the classic 747s used a Garrett AiResearch GTCP660-4, developing 1,100 Shaft Horsepower (SHP) and driving two 90 Kilowatt (kW) generators.
Note; - At the rear tip of the 747 is the auxiliary power unit exhaust. The APU is actually a form of a turboshaft where all of the energy from the hot gas stream is taken out by the turbine and used to power various aircraft systems on the ground and in flight. To be exact, the classic 747s used a Garrett AiResearch GTCP660-4, developing 1,100 Shaft Horsepower (SHP) and driving two 90 Kilowatt (kW) generators.
9V-SGM is a Boeing 757-212 which has been manufactured in 1984. '212'is the Boeing customer code of Singapore Airlines. Customer codes have been used by Boeing Commercial Airplanes to identify the original customer for an aircraft for all Boeing 7x7 aircraft, up to and including the Boeing 777. After only five years of service with Singapore Airlines "the Lion City Airline" sold their 757 to American Trans Air 1989. In 1996 ATA sold her to Delta Airlines. The 757 is still active with the former Mississippi Delta region airline.
As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767, which was several months ahead in development. To reduce risk and cost, Boeing combined design work on both twinjets, resulting in shared features such as interior fittings and handling characteristics. Computer-aided design, first applied on the 767, was used for over one-third of the 757's design drawings. In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, avionics, and flight management systems. Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments, with increased automation eliminating the flight engineer position common to three-person cockpits. After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, owing to their design similarities.
A new aft-loaded shape which produced lift across most of the upper wing surface, instead of a narrow band as in previous airfoil designs, was used for the 757's wings. The more efficient wings had less drag and greater fuel capacity, and were similar in configuration to those on the 767. A wider wingspan than the 727's produced less lift-induced drag, while larger wing roots increased undercarriage storage space and provided room for future stretched versions of the aircraft.
One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail. This avoided the risk of an aerodynamic condition known as a deep stall, and allowed for more passengers to be carried in a less tapered rear fuselage. At 155.3 feet (47.3 m) in length, the 757-200 was 2.1 feet (0.640 m) longer than the 727-200, and with a greater proportion of its internal volume devoted to cabin space, seating was available for 239 passengers, or 50 more than its predecessor. The fuselage cross-section, whose upper lobe was common to the 707 and 737, was the only major structural feature to be retained from the 727. This was mainly to reduce drag, and while a wider fuselage had been considered, Boeing's market research found low cargo capacity needs and reduced passenger preference for wide-body aircraft on short-haul routes.
As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767, which was several months ahead in development. To reduce risk and cost, Boeing combined design work on both twinjets, resulting in shared features such as interior fittings and handling characteristics. Computer-aided design, first applied on the 767, was used for over one-third of the 757's design drawings. In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, avionics, and flight management systems. Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments, with increased automation eliminating the flight engineer position common to three-person cockpits. After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, owing to their design similarities.
A new aft-loaded shape which produced lift across most of the upper wing surface, instead of a narrow band as in previous airfoil designs, was used for the 757's wings. The more efficient wings had less drag and greater fuel capacity, and were similar in configuration to those on the 767. A wider wingspan than the 727's produced less lift-induced drag, while larger wing roots increased undercarriage storage space and provided room for future stretched versions of the aircraft.
One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail. This avoided the risk of an aerodynamic condition known as a deep stall, and allowed for more passengers to be carried in a less tapered rear fuselage. At 155.3 feet (47.3 m) in length, the 757-200 was 2.1 feet (0.640 m) longer than the 727-200, and with a greater proportion of its internal volume devoted to cabin space, seating was available for 239 passengers, or 50 more than its predecessor. The fuselage cross-section, whose upper lobe was common to the 707 and 737, was the only major structural feature to be retained from the 727. This was mainly to reduce drag, and while a wider fuselage had been considered, Boeing's market research found low cargo capacity needs and reduced passenger preference for wide-body aircraft on short-haul routes.
Singapore Seletar Airport
Seletar Airport was built in 1929 and completed by the British just before the Second World War, when it served as a military base. In 1968, it was handed over to the then Department Of Civil Aviation (DCA) to manage. DCA became a statutory board known as the Civil Aviation Authority of Singapore. Spanning 160 hectares in the north eastern part of Singapore, Seletar Airport is home to international aircraft charters, private flights, medical evacuation, maintenance, repair and overhauls as well as freighter operations.
PT. Airfast Indonesia is an air carrier based in Tangerang, Indonesia in Greater Jakarta. It specialises in contract operations, aviation management services and charter passenger and cargo services to the oil, mining and construction industries in Indonesia and other countries in the area. It is also involved in aerial mapping, survey flights, heli-logging and medical evacuation services.
The airline was established and started operations in 1971. It was established to provide helicopters and fixed-wing aircraft to the oil exploration industry in Indonesia, initially as an Australian-Indonesian joint venture, but evolved into a fully Indonesian-owned and operated company in 1982. It was owned by Frank Reuneker and other shareholders.
The airline was established and started operations in 1971. It was established to provide helicopters and fixed-wing aircraft to the oil exploration industry in Indonesia, initially as an Australian-Indonesian joint venture, but evolved into a fully Indonesian-owned and operated company in 1982. It was owned by Frank Reuneker and other shareholders.
AirFast Douglas DC-3 PK-OAZ being serviced at the AirFast maintenance base. Originally this DC-3 has been manufactured in February 1944 at the Oklahoma City plant as a C-47A-DL. This military DC-3 variant had two 1200 hp Pratt & Whitney R-1830-92’s engines with a MTOW of 13.320 kg. This ‘Silver-brid’ did operate for the RAAF in Australia during the WOII war years. She was sold in 1947 to the Dutch KNILM and based in Indonesia. After the Indonesian independence in 1949 she was transferred to Garuda. After 21 years of faithful service with Garuda she was sold to Philips Petroleum in 1970 for oil exploration work in South-east Asia. In 1974 she was finally sold to AirFast and which had its maintenance base at Singapore-Seletar airport.
Photo: Jan Koppen, Singapore Seletar, January 15, 1986.
Photo: Jan Koppen, Singapore Seletar, January 15, 1986.
"PK-OAZ, ex Airfast DC-3, is now on display at the Garuda City office complex, Jakarta Airport".
She was withdrawn from service at Jakarta-Halim and in 2009 she had been trucked in from Halim Airport, painted in Garuda colors and placed on display in front of the new Garuda Corporate office at Jakarta Soekarno Hatta Airport.
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Sempati Fokker F-27-200 Friendship PK-JFN 'Kasih' rolled-off the Fokker production-line in 1981. After only sixteen years of service she was stored at Jakarta and finally broken-up during October 2001.
Sempati Air was an airline based in Indonesia. Partially owned by friends and family of President Suharto of Indonesia, the airline folded due to bankruptcy after his May 1998 resignation. |
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This 1951 built Grumman HU-16B did operate for the USAF as 51-718. When her military career was over in 1970, her civilian life started as a museum piece for the Pima Air Museum but soon she was traded for a Constellation of Southwestern Skyways. Her new owner registrated her N160HV. Two years later she was re-registrated to Westernair as N8988. During July 1974 she was exported to South-East Asia and became PK-OAH of Singapore Seletar based AirFast Services Indonesia. The Albatross amphibian was used to carry personnel to oil drilling rigs in the region for Cononco and landings in the sea or on beaches were common. During 1985 she was withdrawn from use and ten years later she was abandoned in the fire practice area of Seletar. Today she is preserved engineless on plinths by the Changi airport emergency service.
The other aircraft in the AirFast hangar were; - a Beech 65-B80 PK-OAW, a Piper 23-250 PK-OAQ and tail unit of a Agusta Bell 204B, all three aircraft in AirFast colors. In a corner of the hangar was derelict Sikorsky S-58T N82849 of Utility Helicopter & Coddon Aviation Service.
The other aircraft in the AirFast hangar were; - a Beech 65-B80 PK-OAW, a Piper 23-250 PK-OAQ and tail unit of a Agusta Bell 204B, all three aircraft in AirFast colors. In a corner of the hangar was derelict Sikorsky S-58T N82849 of Utility Helicopter & Coddon Aviation Service.
"This Bristow Masayu Helicopters Bell 205A-1 PK-HCD is seen here being prepared for transport to Canada in the Dowty Aviaton Service hangar at Seletar on January 15, 1986".
This heli changed hands many time and found employment in South-East Asia, Australia, Canada and the US. Fate hit a blow on August 11, 2004 near Leavenworth, Washington. The helicopter was operating under contract to the United States Forest Service (USFS). The purpose of the external load flight was to deliver equipment to a crew of smoke jumpers fighting a fire in heavily wooded, mountainous terrain. The jumpers estimated the trees in the area were a maximum of 120 feet tall, and therefore, they requested a 150 foot long line be used for the equipment drop. The helicopter was dispatched with a tandem load on a 160 foot long line. The smoke jumpers placed a marker on a sand bar in a stream bed. There was a tall dead tree (snag) located on a cut bank overlooking the sand bar. As the helicopter approached the area, one of the smoke jumpers communicated by radio with the pilot that if he did not like the marked site, he could choose his own spot. The pilot replied that he would give the marked spot a try. The radio operator did not mention the snag to the pilot. The pilot successfully placed both loads on the marker. Another smoke jumper disconnected both loads and then reconnected one of the loads meant to be dropped at another location. As the helicopter began its departure, the pilot who was sitting in the left seat, slowly turned the helicopter's nose to the left and its tail to the right. This maneuver allowed the helicopter's tail rotor to contact the snag. The helicopter began to spin and then fell to the ground.
The other heli's in the hangar were; - PK-HCG, and PK-HBK, both Bell 205A-1's. Other aircraft in the hangar were; - the Sempati F-27 and a Short Skyvan registrated as PK-PSG.
This heli changed hands many time and found employment in South-East Asia, Australia, Canada and the US. Fate hit a blow on August 11, 2004 near Leavenworth, Washington. The helicopter was operating under contract to the United States Forest Service (USFS). The purpose of the external load flight was to deliver equipment to a crew of smoke jumpers fighting a fire in heavily wooded, mountainous terrain. The jumpers estimated the trees in the area were a maximum of 120 feet tall, and therefore, they requested a 150 foot long line be used for the equipment drop. The helicopter was dispatched with a tandem load on a 160 foot long line. The smoke jumpers placed a marker on a sand bar in a stream bed. There was a tall dead tree (snag) located on a cut bank overlooking the sand bar. As the helicopter approached the area, one of the smoke jumpers communicated by radio with the pilot that if he did not like the marked site, he could choose his own spot. The pilot replied that he would give the marked spot a try. The radio operator did not mention the snag to the pilot. The pilot successfully placed both loads on the marker. Another smoke jumper disconnected both loads and then reconnected one of the loads meant to be dropped at another location. As the helicopter began its departure, the pilot who was sitting in the left seat, slowly turned the helicopter's nose to the left and its tail to the right. This maneuver allowed the helicopter's tail rotor to contact the snag. The helicopter began to spin and then fell to the ground.
The other heli's in the hangar were; - PK-HCG, and PK-HBK, both Bell 205A-1's. Other aircraft in the hangar were; - the Sempati F-27 and a Short Skyvan registrated as PK-PSG.
Onboard this A300B4 we flew with flightnumber SQ207 from Jakarta Halim to Singapore on September 27, 1982.
9V-STA only served with Singapore Airlines for just six years before being sold to Continental Airlines. In 1998 she was converted to a freighter and sold to Channel Express in the UK as G-CEXH. As such she was a common sight in the European skies. From 2005 she worked for KUZA Cargo from Turkey as TC-AGK. KUZA changed her company name to ULS Cargo (Universal Logistic System) in 2009. In 2014 she ended her duties and was broken-up at Istanbul Sabiha Gokcen Airport.
9V-STA only served with Singapore Airlines for just six years before being sold to Continental Airlines. In 1998 she was converted to a freighter and sold to Channel Express in the UK as G-CEXH. As such she was a common sight in the European skies. From 2005 she worked for KUZA Cargo from Turkey as TC-AGK. KUZA changed her company name to ULS Cargo (Universal Logistic System) in 2009. In 2014 she ended her duties and was broken-up at Istanbul Sabiha Gokcen Airport.
The End
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