FOKKER F.27 FRIENDSHIP MK 400 VH-FNQ C/N 10315

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Ansett-ANA / Ansett: 1966 – 1989 | Straits Air Freight Express: 1989 – 1990 | Rex Aviation (NZ): 1990 – 1996 | Independent Air Freighters: 1996 – 2000 | AirCruising Australia: 2001 – 2001
What is the F27QC?
The Longest Serving Aircraft in Ansett Ownership?
QAM thanks Steve Ferris of International Air Parts for the donation of two Dart engines and propellers as well as numerous instruments and other components.

Ordered by ANSETT-ANA. (Source: 7)

Registered PH-FKK. Constructed as a Mk. 400 Version 4108. (Source: 3)

Installed Rolls Royce Dart 532-7 s/n 13319 (port) and s/n 13320 (starboard) with Dowty Rotol R193/4-30-4/50 propellers. (Source: 12)

Departed Schiphol at 1525 on its first flight as PH-FKK and returned to Schiphol at 1640 (1 hr 15 min). Crew: Captain A.P. (Jas) Moll (Fokker), Co-pilot S.R. (Sjoerd) Wolters (Fokker) and Engineer C. (Cees) Dik (Fokker)
(Source: 10 & 11) View log book

Departed Schiphol at 1120 on its second flight as PH-FKK and returned to Schiphol at 1225 (1 hr 5 min). Crew: Captain Petrus Maria Laurentius Brey (Fokker), Co-pilot Henry (?) and Engineer Lambertus Hokke (Fokker).
(Source: 10) View log book

The names in the log book are difficult to read but retired Fokker employee, Cees Mechielsen, has provided the correct names which have been retrospectively added above. The captain and engineer were Fokker employees but the co-pilot was probably an ANSETT-ANA employee. It was customary for the first test flight to be performed by a Fokker crew but it was not unusual to include crew from the customer on subsequent flights. P. Brey and L. Hokke died in the crash of Pelita Air Service F27 PK-PFB at Malaybalay, Philippines on 27APR67. (Source: 11)

UPDATE 08APR14:
Former Ansett pilot Don Johnston advises that the co-pilot on the second flight would have been Capt Hank Henry (Airlines of NSW) who commanded the delivery flight. Other crew on the delivery flight were Capt. Ian Brown and Capt. R. Baker (Airlines of NSW) and Navigator P. Smith (ANSETT-ANA, Brisbane).

Netherlands Certificate of Airworthiness No. 1470 issued to PH-FKK (VH-FNQ). (Source: 15)

Registration cancelled. (Source: 8) (Source 3 has it as 20JAN67)

Registered VH-FNQ to Ansett Transport Industries (Operations) Pty. Ltd. (Total 40 passengers. 10 windows each side).

CofR No 4860. (Source: 4)

Delivered ex factory to ANSETT-ANA as VH-FNQ. (Source: 3)

Departed Schiphol on delivery via Rome, Athens, Beirut, Damascus, Bahrain, Karachi, Delhi, Calcutta, Bangkok, Singapore, Jakarta, Denpasar, Darwin and Alice Springs.

Arrived at Essendon, Vic. Crew: Capt. C.C.Henry, Capt. Ian Brown, Capt. R. Baker and Navigator P. Smith.

Ferry time from Amsterdam 47 hrs 49 mins. (TT: 50:29) (Source: 12)

Pre-service inspections and modifications commenced at Ansett-ANA, Essendon.

Air Navigation Orders Certified and/or Incorporated: Aeroplane exits - mod.
Alternate Static Systems - inspection.
Airspeed indicators and Altimiters - calibration.
Yellow line altimeter - Installation.
Safety bell attachment Inspection and Mod.
Seat & Occupant restraint strength standards.
Portable fire extinguishers - Installation.
Landing gear audible warning device - Installation.
Automatic pilot limitation placard - Installation.
Fuel system - requirements.
Fuel valve controls - Modification.
Waste water outlet - Modification.
Engine oil tanks - Modification.
Aircraft Break-in points requirements.
Flying controls system - Duplicate inspection.
Safety belt and harness installation - Inspection.
Fuel tank filler cap - retaining chain.
Circuit breakers - Inspection.
Cargo & Baggage compartment lighting - Inspection.
Safety Harness - Installation.
Cargo & equipment restraint stowage.
Electrical system.
Aircraft compasses - Calibration and compensation.
Flexible hoses and hose assemblies. Inspection & Test.
Aircraft compressed air cylinders - filling, overhaulling, handling.
Electrical cables - approved modifications.
Aircraft Instruments - Overhaul & calibration.
Provision and use of oxygen.
Carriage of radio apparatus.
Carriage of emergency equipment in aircraft.
Cockpit check systems.
Carriage of persons.
Aircraft equipment. Basic operational requirements.
Indestructable Nameplate. (ANR 22)

Modifications Incorporated:
Modified bolt for gearbox side mounts.
Rear compressor bearing scavenge filter - Installation of magnets.
Reduction gear scavenge filter.
Fuel trim lever.
Modified sealing of fuel flow transmitter.
Oil seal backup ring.
"Parker" F27 Pressure Refuelling Unit.
Introduction of refuelling restrictor.
Modified sealing of Pressure refuelling unit.
Pressure refuelling unit improved locking of caps.
Marking of panel containing magnetic fuel level indicator.
Graviner fire detector system, installation of bulkhead coupling.
Main landing gear upline identification.
Godfrey Cabin supercharger oil metering unit and bearing cover plate attach. Mod.
Adaptor - Cabin supercharger oil filter housing.
F27 pneumatic system modified charging connection.
Modified bolting of flanges of check valve.
MS type connectors for auto pilot.
Emergency bell installation.
P.A. Hi-Lo switch.
Cabin call buzzer installation.
Retaining clip - audio panel.
Voice recorder external bulk erase switch.
Control pedestal plug replacement.
Circuit breaker panel markings.
Inverter Bendix Type 1518 - Modification.
Alternator testing provisions.
Revised alternator cooling.
Modified external power connection.
Modified buffet power supply.
Replacement of firewire connector washers.
Connector installation in aileron trim actuator wire bundle.
Rheostat control for cockpit roof light.
Cockpit white instrument lighting.
Anti-collision light, wiring revision.
F27 Landing lights introduction of metal anti-glare strip.
Propeller controls colour coding of firewall connectors.
Cockpit warning light. Altered colours for propeller lights.
Propeller below low lock warning lights revised lamp holder.
Revision of engine synchroscope indicator.
Tachometer generator plug change.
Modification of tacho generators for interchangeability.
Modified cable connection to bus bars.
Improved guard for ignition switches.
De-modification of H.E. ignition unit.
Cockpit speaker wiring.
Audio switching unit - muting circuit revision.
Altered colour on V.O.R. indicator needle.
Metal refuelling placard.
L.E. De-icer boots. Introduction of protective coating.
Protective painting of wing & Spar in nacelle.
Indestructable nameplate.
Weight placard holder.
"No Admittance" placard for front compartment.
Break-in Points (Black Line)
Nose wheel steering switch placard.
Emergency exit placards.
Forward cargo compartment new loading information placards.
Removal of engine data placards.
Cockpit placards, Installation fuel flow and approach climb placards.
Rolls Royce Engine Data Plate & Holder installation.
Cockpit check list.
Installation of hand cuffs and baton.
Relocation of 1st Officer's microphone hook.
Cup holders in cockpit.
Fuel contents form holder.
Blind flying screen.
Third crew seat ashtray.
1st Officer note pad holder.
Rumbold F27 Pilot Seats.
Modification of armrests.
Installation of sun visors.
Installation of speed weight indicator.
Cockpit equipment, stowage for manuals.
Cockpit furnishings. Installation of coat hangers.
Installation second hostess seat.
Bassinet fittings and stowage.

Magazine stowage boxes.
Cabin curtain divider.
Stretcher access modification.
Buffet - palletised installation.
Carry on toilet bucket.
Freight compartment equipment. Installation of sick bag container.
Protective cover for alternator panels.
Shade for cargo compartment light.
Stowage compartment in pneumatic cupboard door.
Emergency procedure holders.
Emergency first aid kits.
Pneumatic compartment door. Incorporation of wing nut type dzus fasteners.
Portable fire extinguishers.
Modified gust lock handle track.
Covers for cargo compartment light.
New type anti collision light.
Installation of hand torches in cockpit.
Emergency lighting - hostess torch.
Compass correction card holder.
A.D.F. performance - improvement.
Passenger portable oxygen installation.
Improved stowage of pilot's oxygen bottle straps.
Rubber buffers for door tracks.
Replacement of toilet door lock mechanism.
Fuselage structure - drain holes Mod.
Gyro - Horizon, Ferranti I Installation.
Auto pilot, modifications and adjustment.
Auto pilot control lead disconnect plugs.
Sperry AL30J airspeed & altitude units.
Introduction of flexible hoses.
Modified vibration mounts for instrument panel.
Course indicator lights - repositioning.
Flexible hose connections for altimeters.
Safety wiring of compass slaving switch.
Standardise RMI pointer presentation.
Main L/G normal up and normal down lines - introduction of support clamp.

Note:
All items have been listed verbatim although ANO and Mod reference numbers have not been included. This list provides a useful insight into the amount of work required to prepare a new aeroplane for entry into service. (Source: 12)

Pre-service mods completed. (Source: 12)

Total Time 468 hours. (Source: 4)

Commencement of 1500 hourly inspection at Essendon. Time Since New: 1527 hours. Work included:
Manufacture and fitting of F27 tail support strut.
Provision for installation of a stretcher.
Additional tie-down rings in rear compartment.
Deletion of Morse code key.
(Source: 12)

Completion of 1500 hourly inspection. (Source: 12)

Commencement of 3000 hourly inspection at Essendon. Time Since New: 3101 hours. Work included:
Brown Line Q.C. forward freight compartment lashing points installation.
Installation of life rafts.
(Source: 12)

Completion of 3000 hourly inspection. (Source: 12)

Commencement of 4500 hourly inspection at Ansett-ANA, Essendon. Time Since New: 4501 hours. Work included:
Artificial Horizon - Experimental Dial Markings - Installation.
Cabin Class Divider - Introduction.
Check cockpit sliding windows for effective weather sealing by spraying with water. Renew sealing as required. (The sealing of cockpit windows also featured in preceding inspections).
(Source: 12)

Completion of 4500 hourly inspection. (Source: 12)

Change of ownership to Ansett Airlines of Australia. (Change of operating name)

Fokker introduced the designation Mark 600 from c/n 10385 onwards to differentiate aircraft with a large cargo door but without the heavy duty metal floor. The Mark 400 and the Mark 600 were "identical in design and structure" except that the Mark 400 had a heavy duty all-metal floor whereas the Mark 600 had a lighter metal floor (the so-called Mallison floor). See Fokker statement. Accordingly, VH-FNQ was retrospectively redesignated as a Mark 600.6108 but the data plate was not changed until 27NOV90 (which see). (Source: 15)

The pilot of VH-FNQ lodged an Air Safety Incident Report after Piper PA28-140 Cherokee VH-TPU from the Townsville Aero Club crossed the path of VH-FNQ after it was cleared to land at Townsville. The subsequent investigations determined that the incident was a result of inexperience on the part of the trainee pilot of VH-TPU and confusing instructions issued by Townsville Tower. (Source: 16)

Commencement of 6000 hourly inspection at Ansett Airlines of Australia, Essendon. Time Since New: 6028 hours, Landings: 6689. Work included:
Installation of lower anti collision light.
Artificial Horizon revised presentation.
All previously fitted A.B.S. plastic sheeting to be removed and treated with BERGER fire retardant paint before re-installation.
(Source: 12)

Completion of 6000 hourly inspection. (Source: 12)

Commencement of 7500 hourly inspection at Essendon. Time Since New: 7553 hours, Landings: 8301. (Source: 12)

Completion of 7500 hourly inspection. (Source: 12)

Commencement of 9000 hourly inspection at Essendon. Time Since New: 8698 hours, Landings: 9481. (Source: 12)

Completion of 9000 hourly inspection. (Source:12) This is the last inspection recorded in Log Book No. 1. (Source: 12)

Noted at Adelaide still in ANSETT-ANA markings. VH-FNQ was the last F27 to carry ANSETT-ANA livery. (Source: 4)
The aircraft was photographed in the Ansett "Delta" livery in AUG75 so evidently it was repainted sometime between MAY72 and AUG75.

Operated for Airlines of South Australia.

Compass swing carried out. This is the final entry in Log Book No. 1. (Source: 12)

Certificate of Registration No. 4860 issued to VH-FNQ specifies the owner as Ansett Transport Industries (Operations) Pty. Ltd. (Source: 15)

Ansett Airlines Engineering Release F2-11-20-3B calls for the installation of propeller safety markings. "The tips of the propeller blades are painted with contrasting colours and propeller danger markings are applied to the fuselage in the propeller plane."

Arrived in Perth from Melbourne for a seven week lease to MMA. Operated on all MMA routes, but particularly Perth-Kalgoorlie and Perth-Geraldton. (Source: 4)

Ferried Perth-Melbourne on completion of MMA lease. (Source: 4)

Fuselage skin forward of forward cargo door damaged by tug. (Source:15)

The aircraft experienced a bird strike on finals to Runway 26 at Wynyard, Tasmania resulting in minor damage to the starboard landing light. There was no flight disruption.

Arrived Perth from Geraldton on an around-Australia charter. (Source: 4)

To Ansett. (Change of operating name)

Operated joint services with Airlines of Northern Australia.

Leased to Air Queensland for initial F27 operations ex Brisbane while VH-FNV and VH-FNW were being painted in Air Queensland colours by Qantas in Sydney. (Source: 4)

Returned to Ansett after Air Queensland lease. (Source: 4)

Joint services with Airlines of Northern Australia ended.

Rolled out at Tullamarine in the new, predominantly white "Southern Cross" livery. It was the first F27 to be repainted in this colour scheme. (Source: 4) Picture

Returned to service as AN1883 Melbourne-Devonport.

Leased by Ansett Air Freight for night freight services.

At about 1505 hours EST on 17 July 1983, Rockwell 685 aircraft VH-WJC ditched in Bass Strait while on a flight from Hobart to Moorabbin. The pilot was sighted in the water by F27 VH-FNO (Oscar) which searched initially at 1000 feet, later at 500 feet. At 1618 hours, VH-FNQ (Quebec) en route Melbourne to Wynyard, joined the search as communications relay. At 1732 hours, VH-FNQ departed the search area for Wynyard. Despite the involvement of a total of twenty-three (23) aircraft, the pilot was unable to be recovered. (Source: 17)

Fuselage skin damaged by runaway vehicle. (Source: 15)

Leased to Air Queensland while VH-FNV was undergoing maintenance in Melbourne. (Source: 4)

Returned to Ansett in Melbourne. (Source: 4)

The aircraft was present at the Mangalore Air Show. (Source: 4)

Operated ad hoc services for Airlines of New South Wales.

Added to the NSW fleet and used for pax and freight operations. On four nights a week operated a crossover flight with an Ansett F27 Sydney-Brisbane-Townsville-Cairns. (Source: 4)

Cargo door damaged by fork lift. (Source: 15)

Cargo door top corner damaged by jet blast. (Source: 15)

Noted in Sydney in Ansett colour scheme. (Source: 4)

Noted in Brisbane. (Source: 4)

To Ansett Australia. (Change of operating name)

Operated a charter Cairns-Lae-Cairns.

The aircraft experienced a bird strike at Townsville resulting in broken taxy lights.

Operated the last F27 passenger service for Ansett as AN662 Mackay-Hamilton Island-Cairns. Crew: Capt. Paul Lomas and First Officer John Hudson, Flight Attendants Kim Bresman and Sarah de St. Jorre and 'paxing' Flight Crew Capt. Jonathan Swift and F/O Mike Ranson, who had crewed AN653 Cairns-Hamilton Island-Mackay. Picture

To be used as a freighter until the end of August, then ferried to Melbourne to be withdrawn from service. (Source: 4)

Ferried to Melbourne (Capt. Kennedy) withdrawn from service and stored. (TT: 47,950 hours)

Total Time: 47,979 hours. Cycles Since New: 47,725 (Source: 4)

Ferried Melbourne-Sydney-Norfolk Island-Auckland as "Safeair 27" on lease to SAFE Air (New Zealand) as VH-FNQ. Crew: Capt. Murray McPhail, Capt. Tim Allan, LAME G. Atkinson and LAME W. Bird. The aircraft was subsequently ferried to Blenheim. (Source: 6)

SAFE Air lease terminated. (Source: 4)

Ferried Blenheim-Auckland-Norfolk Island as "Safeair 28".

Ferried Norfolk Island-Brisbane-Sydney-Melbourne as "Safeair 28" and stored.

Entered maintenance prior to being leased out. (Source: 4)
Engines Fitted: s/n 14542 (port) s/n 13330 (starboard). (Source: 12)

Rex Aviation (NZ) Ltd made application to the NZ Ministry of Transport, Civil Aviation Division for Registration and Certificate of Airworthiness. Under the heading "Allocation of special registration marks requested" was stated: "ZK-DJM, DJC or RTA (in order of preference)" (Source: 15)

Prior to transfer to the NZ Register, the following damage history was declared:

29MAR80: Fuselage skin forward of forward cargo door damaged by tug.
30JUL83: Fuselage skin damaged by runaway vehicle.
04MAR85: Cargo door damaged by fork lift.
10FEB86: Cargo door top corner damaged by jet blast.

Total Time Since New: 48297:25, Cycles Since New: 48333. (Source: 15)

Leased to Rex Aviation / Ansett New Zealand.

Export Certificate of Airworthiness No. EV313 issued for export to NZ. Engines fitted RR Dart 532-7R s/n 13330 (left) & 13032 (right). Certificate of Registration No. 4860 issued to VH-FNQ on 05APR77 and supplied with the aircraft specifies the owner as Ansett Transport Industries (Operations) Pty. Ltd. (Source: 15)

Ferried Melbourne-Sydney-Norfolk Island in an all-white livery as "Safeair 27". Crew: Capt. Murray McPhail and Capt. Chris Green. (Source: 6)

Ferried Norfolk Island-Wellington.

Ferried Wellington-Christchurch.

Struck off Australian Register.

Status Sheet ZK-RTA on acceptance:



Total Time Since New: TTSN pre-ferry | Hours: 48297:25 | Cycles: 48333
Total Time Since New: Ferry Flight Time (05-08NOV90) | Hours: 13:01 | Cycles: 5
Total Time Since New: TTSN on arrival in NZ | Hours: 48310:29 | Cycles: 48338


Engines fitted: RR Dart Mk 532-7 s/n 13330 (left) s/n 13032 (right)

(Source: 15)

Ansett New Zealand issued Technical Instruction TI27-11-001 for the application of registration ZK-RTA to the rear fuselage in dark blue decals. Each letter was 30cm x 20cm and 5cm thick. The TI also provided for the installation of a registration plate on the left-hand entrance wall of the flight deck in place of the plate for VH-FNQ which was to be removed. (Source: 15)

ZK-RTA
THIS AIRCRAFT IS OWNED
BY ANSETT EQUIPMENT LTD

Ansett New Zealand issued Technical Instruction TI27-25-002 covering the installation of a crash axe on the flight deck. The crash axe was "removed by the previous operator". (Source: 15)

The New Zealand Ministry of Transport, having identified a discrepancy between the aircraft records and data plate, wrote to Ansett New Zealand as follows: "Our position is that the aircraft be physically identified with the type certificate designation recognised by the manufacturer and the relevant aircraft records, specifically the airframe log book, agree. Ansett should submit a modification to install a supplementary data plate redesignating the aircraft a Mark 600." (Source: 15)

Note: Correspondence from the NZCAA in June 2015 states that the aircraft had been registered to Tasman Pacific Regional Airlines Ltd. for the entire time it was in NZ. This company name does not appear anywhere in the aircraft records held by QAM and indeed, TPRA was not formed until 14AUG00, four years after ZK-RTA had returned to Australia! Rex Aviation (NZ) Limited changed its name to Tasman Pacific Regional Limited on 08AUG00 and six days later, on 14AUG00, the name was changed again to Tasman Pacific Regional Airlines Limited. The company was deregistered on 20MAR10.

Ansett New Zealand issued Technical Instruction TI27-11-002 for the installation of a supplementary data plate directly below the existing manufacturer's data plate in the left hand entrance wall of the flight deck. This reflects a retrospective redesignation which took place as early as 1969 (which see). See Fokker statement. The data plate was not fitted until 11DEC90. (Source: 15)


Supplementary Data Plate 28.11.90
Serial 10315 Redesignated F-27.6108
as per NZMOT/ATD Modification E5134

New Zealand CofA issued, valid for one year. (Source: 4)

The aircraft was operated under contract by Rex Aviation (N.Z.) Ltd. At that time Rex was wholly owned by Pacific Aviation Pty Ltd, Sydney, which was owned in turn by Ansett Australia Holdings. Rex Aviation also operated two Cessna 208 aircraft on general freight services, two corporate jet aircraft and a commuter service, Ansett Regional, with five Embraer Bandeirantes. Much of the freight carried was for New Zealand Post and when that company set up its own air freight service, Air Post, volumes dwindled to the point where air freight services were discontinued in the mid 90s and RTA was returned to Australia. The registration ZK-RTA is derived from the initials of Ansett New Zealand Air Freight's Operations Manager, Ross T. Allen. (Source: 5)

Operated training flights out of Christchurch. (Source: 15)

Operated a training flight from Christchurch to Wellington. (Source: 15)

Entered service Wellington-Christchurch-Wellington-Christchurch. (Source: 15)

Operated Christchurch-Wellington-Christchurch-Wellington. (Source: 15)

Supplementary data plate fitted at Christchurch on this date. (See 27NOV90). (Source: 15)

Impact damage to radome at Wellington by windblown Qantas B767 container. Damage confined to radome only which was replaced. (Source: 15)

Flown from Wellington to Christchurch for major checks and repairs by Air New Zealand. Aircraft exterior repainted as per TI27-11-003 (see below). (Source: 15)

Checks and repairs completed. (Source: 15)

Flown from Christchurch to Wellington. First flight after 29DEC91. (Source: 15)

Ansett New Zealand approved (evidently retrospectively!) Technical Instruction TI27-11-003 for the repainting of the aircraft exterior in conjunction with a planned Check 7 in JAN92. (Source: 15) This colour scheme is depicted here.
Anzol 1000 series: 485-8003 | Colour: White Gloss | Application: Complete exterior except di-icer boots.
Anzol 1000 series: 485-8005 | Colour: White Matt | Application: Overpaint antiglare area forward of windscreen.
Anzol 1000 series: 485-6000 Colour: Grey | Application: Exit markings.
Anzol 1000 series: 485-1000 | Colour: Blue - dark | Application: Wording and fin.
Anzol 1000 series: 485-5000 | Colour: Red | Application: Propeller and stripe markings.
Anzol 1000 series: 485-0003 | Colour: Black | Application: Maintenance markings.

The aircraft was photographed on static display at the Air Expo 92 air show at Auckland International Airport.

New Certificate of Airworthiness issued. Valid until 12FEB93. (Source: 15)

Landed at Auckland with the nosewheel tyre fully deflated. Aircraft was towed from runway. Nil other damage. (Source: 15)

En route Wellington-Palmerston North as REX72 (Capt Dorrian) there was a visible fire in the intake of the port engine. The engine was shut down and the No 1 bottle fired. The aircraft landed at Palmerston North. (Source: 15)

The port propeller was removed at Christchurch for repair. (Source: 15)

On take-off from Palmerston North, the #4 main wheel shed its tread causing minor airframe damage. The undercarriage was inspected from the cabin and the flight continued to Christchurch where it landed uneventfully with emergency services in attendance. (Source: 15)

During the walkaround at Christchurch, a skin puncture was found on the left hand side of the nose 6 inches below the chine line and 24 inches aft of the forward pressure bulkhead. Repairs were completed on 09MAY. (Source: 15)

Go-around at Palmerston North due intermittent nosewheel down light. (Source: 15)

Right prop blade bent when hit by a tug at Christchurch. Prop changed. (Source: 15)

On take-off from Auckland, the #3 main wheel shed its tread dislodging the maxaret unit and causing minor airframe damage. The flight continued to Christchurch. (Source: 15)

Air New Zealand ran a jet conversion training programme for six pilots from Xiamen Airlines of China. The heavy multi turbine programme was sub-contracted to Rex Aviation using ZK-RTA. (Source: 5)

Note on Patterns:
These are intended to give an approximate indication of what ZK-RTA was doing at the time. There were of course variations within these patterns. Information is drawn from Ansett NZ Flight Logs of which QAM holds only some 13%.

Pattern CHC-PMR-CHC to:

(Source: 15)

Pattern: CHC-WLG-CHC to:

(Source: 15)

Pattern: AKL-CHC-AKL to:

(Source: 15)

Operated AKL-CHC-AKL-CHC-AKL-BHE. (Source: 15)

Ferry flight BHE-CHC. (Source: 15)

Pattern: CHC-AKL-CHC-PMR-CHC to:

(Source: 15)

Operated CHC-WLG-CHC. (Source: 15) Did not fly again until 12APR95.

Operated a training flight ex CHC. (Source: 15)

Pattern: CHC-WLG-CHC or CHC-AKL-CHC to:

(Source: 15)

Operated ZQ72 CHC-AKL. (Source: 15) Believed to have been an Ansett New Zealand freight charter.

Operated ZQ73 AKL-CHC. (Source: 15) Believed to have been an Ansett New Zealand freight charter.

Pattern: Operated to AKL, CHC & WLG based at either CHC or WLG to:.

(Source: 15)

Pattern: WLG-CHC-WLG to:

(Source: 15)

Note: The chronology from 03DEC95 to 07FEB96 lists every flight recorded in the Flight Logs.

Ferry flight to Paraparaumu (PPQ/NZPP). (Source: 15)
This was to enable VFR operations during an ATC strike scheduled for 4-6 December. A second period of industrial action followed on 12-15 December.

Operated PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

Operated PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

Operated PPQ-CHC-AKL-CHC-WLG. (Source: 15)

Operated WLG-CHC. (Source: 15)

Operated CHC-AKL-CHC-PPQ. (Source: 15)

Operated PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

Operated PPQ-CHC-AKL-CHC-PPQ. (Source: 15)

Operated PPQ-CHC-AKL-CHC-PPQ-BHE-PPQ. (Source: 15)

Operated PPQ-BHE-CHC-AKL-CHC. (Source: 15)

Operated CHC-BHE-WLG. (Source: 15)

Operated WLG-CHC-AKL-CHC-WLG. (Source: 15)

Operated WLG-CHC-WLG-BHE-AKL-CHC-WLG. (Source: 15)

Operated WLG-CHC-WLG-AKL-CHC-WLG. (Source: 15)

Operated WLG-CHC-WLG-AKL-CHC. (Source: 15)

Operated CHC-AKL. (Source: 15)

Operated AKL-CHC-AKL. (Source: 15)

Operated AKL-CHC-AKL. (Source: 15)

Operated AKL-CHC-AKL. (Source: 15)

Operated AKL-CHC-AKL. (Source: 15)

Operated AKL-BHE. (Source: 15)

Test flown at Blenheim. (Source: 15, Maintenance Log)

Operated BHE-AKL-CHC-AKL. (Source: 15)

Operated AKL-CHC. (Source: 15) This is the last flight recorded in the Flight Logs and the Maintenance Logs. Crew: Capt Murray McPhail, F/O Kile. (Source: 15)

Note: The chronology from 03DEC95 to 07FEB96 lists every flight recorded in the Flight Logs.

NZ Airport Codes
AKL: Auckland | BHE: Blenheim | CHC: Christchurch | PMR: Palmerston North | PPQ: Paraparaumu | WLG: Wellington

ZK-RTA Pilots (Rex)
Peter Ball, Mike Dorrian, John Lanham, Murray McPhail (decd circa 2012), Denis Monti, Paul Teamoke, Peter Teutsche,

The NZ Director of Civil Aviation approved the export of ZK-RTA to Australia. (Source: 15)

New Zealand Export Certificate of Airworthiness No. 201 issued.
Engines Fitted:
Port: Dart Mk 532-7R s/n 13032
Stbd: Dart Mk 532-7 s/n 13330
(Source: 15)

Final entry in Ansett NZ Maintenance Log: "25 man life raft and E.L.B. put in forward cabin. To be removed at end of ferry flight." (Source: 15)

The aircraft was returned to Ansett Australia at Essendon having been ferried via Norfolk Island and Coffs Harbour.

Struck off the New Zealand Register.

Leased to Independent Air Freighters Pty. Ltd.

Noted at Essendon in the basic Rex Aviation livery painted as VH-WAN and carrying the name "The West Australian" below the cabin windows. (Source: 4)

Registered VH-WAN to Independent Air Freighters Pty. Ltd.

IPEC Aviation Aircraft Time and Project Card #1 opened at Melbourne. Aircraft fitted with RR Dart Mk 532-7 s/n 13032 left s/n 13330 right. (TT: 51463 hours, Landings: 51368) The aircraft was flown for 30 mins on this day. (Source: 13)

Departed Essendon for Perth (7.3 hours with 2 landings). (Source: 13)

Flown for 5.4 hrs with 11 landings. Presumably crew training. (Source:13)

Flown for 6.4 hrs with 18 landings. Presumably crew training. (Source:13)

Entered service as AN6164/5 Perth-Port Hedland-Karratha-Paraburdoo-Perth. Operated by Independent Air Freighters under charter to Ansett Air Freight. (Source: 1)
Flying Time 7.7 hrs, 4 landings. (Source: 13)

Engineering Order issued for fitment of Garmin GPS155. (Source: 13)

Ferried to Essendon (6.2 hrs non-stop) for Checks 1, 2, 3, 4 & 5. (TT: 53947.3 hours Landings: 52897) (Source: 13)

Engineering Order issued for the removal of the non-structural decorative bulkhead forward of the aft entry door. (Source: 13)

Flown for 3.4 hrs with 18 landings. Presumably test and crew training. (Source: 13)

Ferried to Perth via Ceduna (8.1 hrs 2 landings). (Source: 13)

Engineering Order issued for removal of RCA AVQ-21 weather radar and fitment of Bendix RDS86 colour weather radar. (Source: 13)

Fire warning #2 on take-off from Perth while operating flight AN6164. Capt Miller shut down the engine, fired both shots and returned to Perth. Aircraft did not return to service until 15FEB. (Source: 13)

Operated a training flight from Perth to Busselton and return with Captains Clift and Miller (1:58, 6 landings) (Source: 13)

Operated a training flight from Perth to Busselton and return with Captain Preston (4:50, 17 landings) (Source: 13)

Returned to Port Hedland after take-off. Airborne for only 24 mins. Capt Clift. (Source: 13)

Operated a training flight from Perth to Busselton and return. Capt Clift. (1:31, 2 landings) (Source: 13)

Operated a charter Perth-Murrin Murrin-Perth. Captains Clift & Mitton. (Source: 13)
Murrin Murrin was established as a mining camp during the gold rush in 1896. The Murrin Murrin Joint Venture nickel/cobalt mine is situated approximately 20km north-west of the now abandoned townsite. (Source: Wikipedia)
The mine opening ceremony was held on 29JUL99. (Source: Mining Journal - July 30, 1999, Volume 333. No.8542)

Engine change #1 s/n 13032 off, s/n 13289 on. The new engine gave persistent problems for the next two weeks. (Source: 13)

Nil flying until 14JAN. (Source: 13)

Engineering Order issued for the fitment of Honeywell TCAS II. (Source: 13)

Test flight Perth-Perth (0:24) Capt Clift. (Source: 13)

Engineering Order issued for replacement of Flight Data Recorder with Digital FDR. (Source: 13)

Operated a charter AN5532/5533 Perth-Port Hedland-Kununurra-Port Hedland-Perth. Capt Clift. (Source: 13)

After departure from Perth on flight AN6166, #1 engine was shut down due to low oil pressure. The aircraft returned to Perth after 1:36 airborne. (Capt Clift). Investigation revealed a major failure of the pneumatic compressor. Aircraft did not return to service until 27MAR. (Source: 13)

Engine change #2 s/n 13330 off, s/n 13032 on. (Source: 13)

Operated a charter Perth-Kalgoorlie-Telfer-Perth with Capt Mitton. (Source: 13)

Operated a training flight Perth-Busselton-Perth. Capt Clift (1:32, 2 landings) (Source: 13)

On arrival Karratha, #1 engine was u/s. Capt Clift ferried the aircraft back to Perth on 28JUN. (Source: 13)

"Left hand throttle knob fell off". (Source: 13)

Captain's altimeter u/s on arrival Karratha. Capt Clift ferried the aircraft back to Perth on 06SEP. (Source: 13)

Take-off aborted at Port Hedland due to low torque on #1 engine. Ground run was satisfactory so the flight to Paraburdoo was resumed. (Source: 13)

Operated its last service for Independent Air Freighters, AN6068/6069 Port Hedland-Broome-Paraburdoo-Perth. Capt Clift.

"Prolonged Parking Procedure to be carried out". The aircraft was not flown at all in January. (Source: 13)

Prolonged Parking Procedure carried out at Perth. (Source: 13)

Prolonged Parking Procedure carried out at Perth. (Source: 13)

Prolonged Parking Procedure carried out at Perth. (Source: 13)

Prolonged Parking Procedure carried out at Perth. (Source: 13)

Prolonged Parking Procedure carried out at Perth. (Source: 13)

Prolonged Parking Procedure carried out at Perth. (Source: 13)

Last mention of Total Time in the IAF log books. (TT: 58281.81 Landings: 55451) Engines fitted: s/n 13289 (left) s/n 13032 (right) (Source: 13)

Ferried Perth-Kalgoorlie-Leigh Creek-Brisbane by Captain Ken Miller (F/O unknown). Take-off aborted at Perth due low torque on #1. Subsequent ground run satisfactory. Autopilot u/s due low pressure. (Source: 13)
From: Perth, WA | Depart: 2135Z / 0535K | To: Kalgoorlie, WA | Arrive: 2258Z / 0658K | Sector Time: 1:23
From: Kalgoorlie, WA | Depart: 2335Z / 0735K | To: Leigh Creek, SA | Arrive: 0313Z / 1343K | Sector Time: 3:38
From: Leigh Creek, SA | Depart: 0424Z / 1454K | To: Brisbane, QLD | Arrive: 0743Z / 1743K | Sector Time: 3:19

During the 4½ years that the aircraft was based in Perth, it flew on most days accumulating 6803 hours at an average of 124 hours per month. Towards the end of the aircraft's service in WA, the schedule was as per the following table which is based on figures averaged from the maintenance logs and without access to a published timetable. All times are local AWST.
Flight No: AN6164/6165 | Days: Mo/Tu/We | Depart: 2320 (PER)| Routing: PER-KTA-PHE-PBO-PER | Arrive: 0750+1 (PER) | Remarks: F/N change at PHE
Flight No: AN6166 | Days: Th | Depart: 2330 (PER) | Routing: PER-PBO-KTA-PHE | Arrive: 0415+1 (PHE) | Remarks: Overnight Fri & Sat
Flight No: AN6068/6069 | Days: Su | Depart: 0350 (PHE) | Routing: PHE-BME-PBO-PER | Arrive: 1025 (PER) | Remarks: F/N change at BME

Average Sector Times:
PER-KTA (Perth-Karratha): 3:20
KTA-PHE (Karratha-Port Hedland): 0:40
PHE-PBO (Port Hedland-Paradurboo): 0:50
PBO-PER (Paradurboo-Perth): 2:30
PBO-KTA (Paradurboo-Karratha): 0:55
PHE-BME (Port Hedland-Broome): 1:15
BME-PBO (Broome-Paraburdoo): 2:00

VH-WAN Pilots (IAF)
Captain Jason Clift (full-time)
Captain Ken Miller (full-time)
Captain Bill Mitton (contract)
Captain Sterling Preston (Check Captain)
First Officers' names are rarely recorded in the Maintenance Logs. The aircraft was commanded almost exclusively by Captains Clift and Miller with Captain Mitton apparently providing the occasional leave coverage. (Source: 13)

Engineering Order issued to upgrade restraint of cabin-loaded freight containers from 3G to 9G. The design required the use of 12 restraint straps in addition to the existing 3G restraint system, to restrain containers to the floor rails. In practice, this method proved impractical and it was rarely, if ever, used. When in service with AirCruising Australia, cargo was loaded on netted pallets which effectively limited the volume of cargo that could be carried. (Source: 14)

Aircraft weighed. Empty Weight: 11482.6 kg. Aircraft fitted with two crew seats and 2 jump seats. (Source: 14)

Certificate of Registration issued to AirCruising Australia Limited with the owner shown as Ansett Australia Limited. (Source: 14)
Operated night freight services Brisbane-Sydney-Brisbane on behalf of Ansett Air Cargo.

AirCruising Australia requested arrival slots at Sydney Airport as follows:
Flight AIX1430 arrive SYD at 0020 EST
Flight AIX1500 depart SYD at 0100 EST
To operate Mon, Tue, Wed, Thu effective 23APR01 to 27OCT01.
AIX was the ICAO designator for AirCruising Australia who used the call-sign "Cruiser".
These flights were BNE-SYD-BNE on behalf of Ansett Air Cargo.
(Source: 14)

Operated a training flight Brisbane-Maroochydore-Brisbane. (2.3 hrs, 7 landings) (Source: 14)

Operated Brisbane-Sydney as F/N1430 with a payload (BRW 18000 kg) and a water/methanol take-off (1.9 hrs) (Source:14)

Operated a training flight Sydney-Tamworth-Brisbane. (3.2 hrs, 6 landings) (TT: 58289.2) (Source:14)

Operated Brisbane-Sydney-Brisbane as F/N1430/1500. Wet take-off at BNE & SYD. (3.8 hrs, 2 landings) (Source: 14)

Flight Numbers changed to 6017/6018. These numbers were used until operations ceased. (Source: 14)

Flight 6017/6018 Brisbane-Sydney-Brisbane cancelled because the right hand starter motor failed to engage. This appears to be the only occasion when a flight had to be cancelled. (Source: 14)

Operated a training flight Brisbane-Brisbane (2.0 hrs, 9 landings) (Source: 14)

The World Trade Center in New York was struck by the first of two hijacked aircraft at 2246:30 AEST. At this time VH-WAN was arriving in Sydney (at 2247 AEST) on its regular flight from Brisbane. (Source:14)

Operated its final commercial service Brisbane-Sydney-Brisbane (3.9 hrs, 2 landings)
Departed Brisbane at 2036 AEST, Arrived Sydney at 2232 AEST.
Departed Sydney at 2350 AEST Arrived Brisbane at 0147 AEST on 14SEP01.
(Source: 14)
At 0030 AEST on 14SEP01, Ansett suspended flying. At that time, VH-WAN was airborne between Sydney and Brisbane. Although limited Ansett flights resumed subsequently, the airline never fully recovered and all flights ceased on 05MAR02. (Source: 1)

Between 23APR and 13SEP, VH-WAN operated a total of 71 night freight flights between Brisbane and Sydney. A typical Brakes Release Weight was 17500 kg. Water/Methanol injection was rarely used. The following is a typical schedule (times local):
Depart Brisbane: 2030
Arrive Sydney: 2230
Depart Sydney: 2330
Arrive Brisbane: 0130

VH-WAN Pilots (AirCruising)
Captain Ron "Shorty" Austen
Captain Ken Miller (deceased circa 2005)
Captain Stephen Weatherstone (Chief Pilot)
First Officer Shane Holman
First Officer E. Kennedy
First Officer Ian "Robbo" Robertson

VH-WAN was included on a list of assets for sale by the Ansett administrators after this date.

The aircraft was ferried Brisbane-Tamworth for storage by Captain Stephen Weatherstone and Captain Ken Miller. Captain Miller performed the final landing. (TT: 58553 hrs Landings: 55615) (Source: 14)

Australian Civil Aircraft Register shows Registration Holder and Registered Operator as Ansett Australia Ltd., Melbourne Airport. (Source: 4)

Sold to TAG Aviation, Stansted, UK. (previously thought to be TAG Aviation, Farnborough). (Source: 2)

Struck off the Register by CASA due to "Failure to provide an application that complies with 47.110(6)."

QAM resolved to purchase the aircraft minus engines and props from Sigma Aerospace. (Source: 2)

QAM purchased the aircraft from Sigma Aerospace. (Source: 2)

QAM recovery crew departed for Tamworth. (Source: 2)

The fuselage departed Tamworth by road. (Source: 2)

A substantial quantity of aircraft records arrived at Caloundra. (Source: 2)

The aircraft was substantially reassembled at Caloundra. The fin and tailplane were attached, the wing centre section was attached to the fuselage and the aircraft was raised on its undercarriage. (Source: 2)

The outer wings were attached at Caloundra. (Source: 2)

The following explanation is provided by Jan F. Homma, Historian, F27 Friendship Association, The Netherlands.
The RLD (CAA-NL) F27 Type Specification Data Sheet A22F Issue 11 dated 1 September 1986 shows that the Mark 100 was approved on 29 October 1957 and the Mark 200, 300, 400, 600 and 700 were approved on 25 May 1965. The only difference between the Mark 400 and Mark 600 is an all-metal floor in the Mark 400 and a normal floor in the Mark 600.
The FAA F27 Type Certificate Data Sheet A-817 Revision 16 dated 15 May 1995 gives the same dates as above.
The EASA F27 Type Certificate Data Sheet A.036 Issue 2 dated 20 May 2005 also gives the same dates.

The prototypes F-1 & F-3.

The first version was called F27/1 which indicated the F27 Mark 100 with Dart 6 engines.

The second version was the F27 Mark 200 with Dart 7 engines.

The third version was the F27 Mark 300 with Dart 6 engines (Mark 300 & 300M).

The fourth version was the F27 Mark 400 with Dart 7 engines (Mark 400 & 400M)
Note: Many Mark 400s were re-designated to Mark 600 during production.

This version became the Mark 500 (E = Extended)

A Mark 400 without the heavy duty, strengthened cabin floor.

Conversion of the Mark 100 with the large cargo door.

This was the Rough Field version of the Fokker F27 Mark 600 which was to be known as the F27 Mark 800 but this designation was dropped completely in favour of Mark 600. Both the Mark 500 and the Mark 600 were sold in the RF version so these were known as Mark 500RF and Mark 600RF.

(Note: The above table was revised and expanded by Jan F. Homma in January 2011.
The first column of the last line was corrected to F27/8 on 20FEB16)

Conclusion: It looks like Fokker started using the Mark 600 number only from late 1968 onwards. However, it appears that this change was made retrospective to May 1965. (Source: 9)
The following explanation is drawn from Air-Britain's Fokker F.27 Friendship (Source:3)
"In November 1968 the F.27 Mk 600 was introduced and was a new version of the Mk 200 but incorporating the large forward cargo door. It differs from the Mk 400 in not having the heavy duty, strengthened cabin floor. A quick-change interior featuring roller tracks and palletised seats and/or cargo pallets can be fitted in the Mk 600. To standardise production both the Mk 400 and Mk 600 aircraft are constructed to the same specification with the exception of the cabin floor. Aircraft c/n 10385 for Trans-Australia Airlines (VH-TQN) was the first true Mk 600 airframe built. Some earlier Mk 400 aircraft, built without the heavy duty floor, have since been re-designated Mk 600 aircraft to bring them in line with the current situation. The Mks 200/400/500 and 600 are all operated to the same flight manual and are certificated to the same maximum take-off weight"*. (Source: 3)
* The maximum take-off weight was 45,000 pounds for all but the Mk 500 which was 45,900 pounds. (Source: 9)
Subsequent to this change, Fokker identified c/n 10315 (VH-FNQ) as a Mk. 600 Version 6108. (Source: 3)

The Australian Register of Civil Aircraft dated January 1967 shows VH-FNQ as an F27/2.
The July 1967 edition shows VH-FNQ as type F27/4.
By January 1969 VH-FNQ has become type F27/400 (F27-400 also used later).
In November 1990 VH-FNQ was deleted from the Australian Register as type F27/600.
In May 1996, the aircraft returned to the Australian Register as VH-WAN as type F27/600.
(Source: 2)

DOT, DASH OR NOTHING?

There is much debate over the correct presentation of the designation for the Friendship. It is common to see F27, F.27 and F-27 but which is correct? Most seem to agree that F-27 is incorrect as this designation is generally reserved for the version built under licence by Fairchild in the United States. A later stretched version built by Fairchild-Hiller was known as the FH-227.

The first two prototypes of the Friendship built by Fokker in Holland were actually painted as “F.27 Friendship” but it seems that this format subsequently fell into disuse to be replaced by “F27”. Aircraft Type Certificates which are now administered by the European Aviation Safety Agency also use “F27”. Accordingly, this website will standardise on F27 unless directly quoting other sources.

HOW TO SAY FOKKER

One would imagine that there is only one way to pronounce Fokker but some seem determined to pronounce it Foaker. This sound bite from Dutch sources and with a Dutch accent demonstrates that it’s Fokker
Compiled by Ron Cuskelly
To view this page as it was designed please click HERE

Compiled By Ron Cuskelly

Sources

1

Ansett historian, Fred Niven. All references are from this source unless shown otherwise.

2

QAM

3

Barnes, F.G. & Turner, R.M. & Urquhart, R.M. 1979 Fokker F.27 Friendship Air-Britain (Historians) Ltd. ISBN 0851300731

4

Former Ansett LAME David Thollar.

5

John Lanham who flew ZK-RTA in New Zealand.

6

Murray McPhail who flew ZK-RTA in New Zealand.

7

Fokker via Hans Groen.

8

Dutch Civil Aircraft Register by Herman Dekker.

9

Jan F. Homma, Historian, F27 Friendship Association, The Netherlands.

10.1

Log Book F.215 PH-FKK held by the Aviodrome Museum, Lelystad and sourced by Jan F. Homma.

10.2

This log book is also marked "Ansett/ANA VH-FNQ". It records only two flights on 13/14DEC66 and is otherwise blank.

11

Cees Mechielsen, retired Fokker employee.

12

Australian Log Book No 1 located by International Air Parts in June 2015 and donated to QAM.

13

Independent Air Freighters Aircraft Time and Project Cards located by International Air Parts in June 2015 and donated to QAM.

14

Aircruising Australia Aircraft Technical Logs located by International Air Parts in June 2015 and donated to QAM. AirCruising documents contributed by Stephen Weatherstone.

15

Ansett New Zealand records for ZK-RTA including correspondence between Air Transport New Zealand and Fokker in NOV90.

16

NAA: J277, 33/1/AIR PT1
http://recordsearch.naa.gov.au/SearchNRetrieve
/Interface/ViewImage.aspx?B=12809867

17

BASI, Special Investigation Report 833-1017, Search and Rescue Activities Associated with the Ditching of Rockwell 685 Aircraft VH-WJC in Bass Strait, Tasmania 17 July 1983

Remarks

Added a sound bite to demonstrate the correct pronunciation of Fokker.

Issue: 39

DATE: 01 JAN 20

Added details of a SAR flight on 17JUL83.

Issue: 38

DATE: 09 NOV 18

Added three images of the aircraft on remote King Island, Tasmania circa JUN77. Thanks to the Geelong & South Western Rail Heritage Society.

Issue: 37

DATE: 28 SEP 17

Added a recent image showing the port Dart engine and prop.

Issue: 36

DATE: 18 SEP 17

Added an image of VH-FNQ in the Ansett Delta livery thanks to Phil Vabre of the CAHS.

Issue: 35

DATE: 01 AUG 17

Added a reference to an Air Safety Incident Report on 29JAN69.

Issue: 34

DATE: 13 AUG 16

Added a new page describing the F27QC aircraft.

Issue: 33

DATE: 29 APR 16

Added an argument that this is the longest serving aircraft in Ansett ownership.

Issue: 32

DATE: 25 JUL 15

Added a table of Rex Aviation pilots known to have flown ZK-RTA. Names were derived from the aircraft records and verified by John Lanham.

Issue: 31

DATE: 24 JUL 15

Another major update from the aircraft records.

Issue: 30

DATE: 11 JUL 15

Date of final flight corrected to 02OCT01 (from 28SEP01). Sourced from final Tech Log.

Issue: 27

DATE: 26 JUN 15

Changed the heading to show the aircraft as a Mark 600 as per the aircraft records.
Added a photo of the last Ansett Friendship flight. Thanks to Jan Homma and Fred Niven.

Issue: 26

DATE: 24 JUN 15

Corrected the name of the captain who operated the last passenger flight on 26JUL89 from Peter Lomas to Paul Lomas (aka ‘Slom’) as advised by Don Johnston.

Issue: 25

DATE: 20 JUN 15

The chronology has been greatly expanded with details from the Australian log books which were located and donated to QAM by International Air Parts. Thanks to Steve Ferris. See (Source: 12, 13 & 14)

Issue: 24

DATE: 19 JUN 15

Deleted an unsourced reference stating that the aircraft was sold to Rex Aviation (NZ) on 07NOV90. Given that the aircraft was subsequently returned to Ansett this was more likely a lease.

Issue: 23

DATE: 19 JUN 15

Updated details of the delivery crew thanks to Don Johnston. (Refer 14DEC66)

Issue: 22

DATE: 08 APR 14

Added an air-to-air image of VH-FNQ soon after it was painted in the Ansett Southern Cross livery. Thanks to Fred Niven.

Issue: 21

DATE: 03 FEB 13

Added an image of VH-FNQ in Safe Air Cargo markings thanks to Peter Gates.

Issue: 20

DATE: 09 JUN 12

Revised the sequence of events when the aircraft was registered in NZ. See 26/28/30NOV90. With thanks to David Thollar.

Issue: 19

DATE: 10 APR 12

Added the full names of the crew on the test flights on 13/14DEC66 thanks to Cees Mechielsen.

Issue: 18

DATE: 13 OCT 11

The section on Fokker Nomenclature has been revised and updated by Jan F. Homma.

Issue: 17

DATE: 19 JAN 11

Corrected the entry at 16DEC66 which stated that the aircraft had 11 windows. Photographic evidence clearly shows that there were only 10 windows on each side. Thanks to Jan Homma for pointing out the error.
Jan Homma has also provided total hours and cycles for the aircraft (see 01NOV01).

Issue: 16

DATE: 30 JAN 10

The wings were attached at Caloundra.

Issue: 15

DATE: 04 JAN 10

The aircraft was substantially reassembled at Caloundra on 07JAN09.

Issue: 14

DATE: 20 JAN 09

Added details of the first two flights by PH-FKK sourced by Jan Homma from Log Book F.215 held by the Aviodrome Museum at Lelystad.

Issue: 13

DATE: 23 NOV 08

Added an image of VH-WAN in downtown Tamworth courtesy of Geoff O’Neill of the Northern Daily Leader. Corrected ownership details from TAG Aviation, Farnborough to TAG Aviation, Stansted.

Issue: 12

DATE: 04 NOV 08

Added details of delivery to QAM Caloundra.

Issue: 11

DATE: 01 NOV 08

Added an image of PH-FKK thanks to Merv Prime.
Added new material on Fokker nomenclature thanks to Jan Homma.

Issue: 10

DATE: 19 OCT 08

Several amendments to history as PH-FKK thanks to Hans Groen. Sources 7 & 8 refer.

Issue: 09

DATE: 03 OCT 08

Deleted reference to a first flight on 23DEC66 (Source 3) as this is clearly anomalous.

Issue: 08

DATE: 29 SEP 08

Amended the crew names on the trans-Tasman ferry flights on 06DEC89 and 07NOV90 thanks to Murray McPhail.

Issue: 07

DATE: 03 SEP 08

Corrections received from John Lanham:
Ross T. Allen was with Ansett NZ Air Freight not Rex.
Deleted reference to ZK-RTA being operated to the Chatham Islands.

Issue: 06

DATE: 03 SEP 08

Added the date of purchase by QAM.

Issue: 05

DATE: 03 SEP 08

Added an explanation of the significance of the registration ZK-RTA.

Issue: 04

DATE: 28 AUG 08

Added references from Source 4.

Issue: 03

DATE: 10 AUG 08

Added references from Source 3.

Issue: 02

DATE: 24 JUL 08

Original issue.

Issue: 01

DATE: 23 JUL 08

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