|
PH-ALW
|
|
|
12APR37
|
Registered
PH-ALW to KLM as a DC-3-194B. (Source: Fred Niven).
|
|
24APR37
|
First
flown at Santa Monica U.S.A. (fitted with a right hand door).
|
|
24APR37
|
Accepted
by Fokker as agents for Douglas (the 10th DC-3 for Fokker).
|
|
24APR37
|
Accepted
by customer (KLM).
|
|
25APR37
|
Delivered
to KLM as PH-ALW "Wielewaal" (Golden Oriole).
|
|
25APR37
|
Flown
away from Santa Monica (at 3.30pm).
|
|
28APR37
|
Arrived
New York (in the morning).
|
|
15MAY37
|
Sailed
from New York on the S.S. Pennland.
|
|
MAY37
|
Assembled
at Waalhaven, Rotterdam by a team of KLM engineers including
John Gyzemyter. After a test flight, the aircraft was ferried
to Schiphol.
|
|
03JUN37
|
Entered
service on the Amsterdam-Batavia route. PH-ALW was one of
9 DC-3s allocated to this route. These aircraft were fitted
with only 11 seats (in lieu of the normal 21) for passenger
comfort.
|
|
16SEP39
|
KLM
flights on the Batavia route resumed from Naples (3 flights
a week) after France and England closed their airspace to
KLM on 08SEP39 and 10SEP39 respectively. Major overhaul
was transferred to KNILM in Bandoeng.
|
| PK-ALW |
|
|
01JUN40
|
Re-registered
PK-ALW. The aircraft remained KLM property and retained
KLM livery although under the operational control of KNILM.
|
|
22JUL40
|
KLM
flights on the Batavia route resumed from Lydda, Palestine
(2 flights a week) after it was feared that Italy would
enter the war on the side of Germany. Two DC-3s were transferred
to KLM in England, leaving 7 aircraft to operate the Lydda-Batavia
route which was later reduced to one flight a week because
of growing wartime restrictions.
|
|
08FEB42
|
PK-ALW
Departed Lydda under the command of Captain Evert Van Dijk
on the last service to Batavia. By this time the aeroplane
was camouflaged.
|
|
13FEB42
|
Advised
that he could not land in Singapore as planned, Van Dijk
waited in Calcutta for further clearance.
|
|
14FEB42
|
Van
Dijk cleared to depart for Akyab and Medan. On arrival in
Medan, Van Dijk encountered a group of 36 women and children
awaiting evacuation to Batavia. To accommodate the extra
passengers and to reduce weight, the seats were removed
and abandoned at Medan.
|
|
15FEB42
|
PK-ALW
arrived in Batavia, the same day that Singapore capitulated.
|
| |
|
| |
The
following narrative was supplied by Peter Ingman. It is
extracted from his book “Zero Hour in Broome” which is
due for publication in mid 2010. It is reproduced with
his kind permission.
"At
that time KNILM was preparing a plan to evacuate its airliners
(with the necessary range) direct from Java to Australia.
The last KNILM DC-3 to arrive in Australia via the regular
Timor-Darwin route was PK-AFV on 3 February. This coincided
with Qantas’ abandonment of the same route for its Empire
Flying Boats after Corio was shot down off Timor
on 30 January 1942. Qantas was instructed, by the Department
of Civil Aviation, to commence operations between Java
and “the West Australian coast” with Broome being the
obvious choice only because it was the largest town on
the north-west. While some Qantas and Civil Aviation men
arrived in Broome to setup a makeshift flying boat base,
KNILM actually made the first Java-Broome flight on 4
February (PK-AFZ, piloted by Eddie Dunlop), landing at
what was now an RAAF Advanced Operational Base (which
was useful as ample supplies of fuel were held). This
was viewed as an extreme range flight, and the DC-3s were
limited to just four crew and 8 passengers (despite the
weight saving measures such as removal of the sleeper-seats).
Anyhow the first flights back into Java (which were more
risky because of flying towards unpredictable tropical
weather with limited fuel) were made a few days later.
There was then a lull in operations for about two weeks
due to cyclonic weather conditions at Broome but possibly
also due to other factors.
"Anyway with these proving flights successfully flown
in early February, when PK-ALW arrived in Java, KNILM
had developed an evacuation plan. Note this was more for
the airliners themselves than the limited number of passengers
they carried. Apparently heavy air attacks on Java on
19 February were the catalyst for putting the plan in
motion. That night at least 8 airliners, including all
5 surviving DC-3s, made the flight from Java to Broome
arriving on 20 February. PK-ALW had 8 civilians onboard
and the following day departed Broome for Sydney, probably
taking the Daly Waters – Cloncurry route (as a number
of DC-3s were noted at Cloncurry on 21 Feb). Note that
the Broome-Sydney pilot was reported as “Blaak” so he
probably also flew the Java-Broome leg.
"Now all bar one of the newly arrived KNILM airliners
continued on to Sydney with their light loads instead
of flying back to Java. This goes against the normal notion
that the aircraft were flying continuously between Java
and Broome. Exactly why most of this fleet flew all the
way to Sydney and back again to Broome (a round trip of
3-4 days or more) is not immediately apparent. Certainly
this was their peacetime schedule but another possibility
was to keep the aircraft out of Java where apparently
the USAAF had received authority to requisition civilian
aircraft on 19 February.
"Otherwise the pilots were not used to such long
over-water flights (this was over 1,000 miles while the
previous long over-water hop Timor-Darwin was about half
that), and may have simply been averse to making the flight.
Also we know that the Dutch aircraft had various customised
fuel tanks so some no doubt had a longer range than others.
Demonstrating this danger was PK-AFZ which returned from
Sydney and flew Broome-Java on 26 February, but failed
to find Semplak airfield during bad weather and was lost
in a forced landing in Sumatra.
"Meanwhile PK-ALW had returned from Sydney to Broome
by 25 February, and was probably then flown to Batavia
by E Dunlop on this date (a customs form has this flight
recorded as Broome to Sydney but this would appear to
be a mistake. Dunlop had made the first Java-Broome flight
and was clearly an experienced long distance flyer). Dunlop
had flown Lockheed Super Electra PK-AFQ into Broome from
Java on 20 February carrying 8 civilian passengers, and
then continued onto Sydney the next day. The PK-AFQ passenger
list appears to include Capt Dunlop’s wife and child.
Thus for whatever reason, Dunlop may have replaced Blaak
either in Sydney or Broome.
"Thus PK-ALW was most likely back in Java by 26 February,
with Dunlop as its pilot. It is possible but unlikely
that another flight was made into Australia in the next
few days.
"It would appear that confirmed movements by PK-AFZ
at this time were Java- Broome on 20 Feb; then Broome-Daly
Waters-Cloncurry on 21 Feb; then to Sydney and return
to Broome approx 24 Feb. Broome – Java on 25 Feb; then
unknown for a few days but a return flight to Australia
is unlikely at this time; the aircraft may well have been
earmarked for the Governor’s use and held in Java a short
time."
|
| |
|
|
03MAR42
|
Under
the command of Captain Eddy Dunlop, PK-ALW was flown to
an unfinished highway (Boeabatoe Road) just outside Bandoeng
to await the arrival of His Excellency the Lieutenant Governor
General, Dr. H. Van Mook who was to be evacuated to Australia.
This road had been used as a secret landing strip for several
days previously. Several KNILM ground staff were also awaiting
evacuation.
|
|
07MAR42
|
With
the arrival of its important passenger, PK-ALW departed
at 0100 as the last civil aircraft to leave the East Indies.
Heavy fighting was in progress at Lembang, less than 15
km away from Bandoeng. PK-ALW arrived at Port Hedland, W.A.
after a non-stop flight lasting a total of 7 hours 32 minutes.
|
| VH-ALW |
|
|
19MAR42
|
Document
shows aircraft sold to Australian Government for £5 as VH-ALW.
Photographic evidence indicates that at least one of the
Dutch aircraft was painted with VH marks.
|
| 25MAR42 |
PK-ALW departed Archerfield, Brisbane for Townsville. (Source:
Peter Ingman)
This would seem to indicate that PK-ALW was still marked
as such at this time.
|
|
28MAR42
|
KNILM
signed a contract to hand over ten aircraft to the USAAF
between 15MAY42 and 18MAY42. Date of sale also reported
as 20MAR42 and price quoted as either $53,000.00 or $530,000.00.
Eleven (11) KNILM aircraft (2 DC-2, 4 Lockheed 14, 2 DC-3
and 3 DC-5) had been evacuated to Australia when N.E.I.
fell to Japan. (One Lockheed 14 subsequently crashed). Initially
the KNILM aircraft operated under charter to the USAAF,
but the US military were reluctant to leave a major part
of the already meagre air transport fleet in private hands.
General MacArthur (who arrived in Australia on 18MAR42)
ordered that the Dutch aircraft be acquired by the USAAF.
By cutting off logistic support (including 100 cases of
spares) KNILM were effectively forced to sell their aircraft
to the USAAF.
|
|
03APR42
|
21st
Transport Squadron activated at Archerfield.
|
|
14MAY42
|
Under
the terms of the contract of sale to the USAAF, all aircraft
had to be test flown before delivery. The KNILM maintenance
crew agreed to have all aircraft ready for a simultaneous
test flight. Thus all 10 aircraft were in the air together
over Sydney Harbour. The Dutch destroyer "Tromp" berthed
at Woolloomooloo was buzzed by several of the aircraft.
Three of the KNILM aircraft then flew under the Sydney Harbour
Bridge, once in each direction. The "Bridge" formation was
led by Captain Frans Van Breemen in DC-2 PK-AFK followed
by Capt Peter Deenik in DC-3 PK-ALW and Captain Dirk Rab
(with John Gyzemyter as Flight Engineer) in DC-5 PK-ADC.
(Previously shown incorrectly as PK-ADG).
|
1944
VHCXE |
|
|
15MAY42
|
Handed
over to United States Army Air Force as C-49H "11944" (not
an official serial number but one apparently contrived locally
from the c/n 1944. Although often quoted as 11944 or 41-1944
it was painted on the aircraft as 1944). Operated by 21st
Transport Squadron USAAF out of Archerfield, Brisbane as
VHCXE (radio call-sign). Used mainly on troop flights to/from
New Guinea under control of Directorate of Air Transport
(DAT).
|
|
17MAY42
|
Request
to Chief-of-Staff, Allied Air Forces for aircraft to be
assigned to General Headquarters. (See 14JUN42).
|
|
20MAY42
|
History
of 374th Troop Carrier Group states that VHCXE was assigned
to the 21st Transport Squadron on this date. The history
of the 21st Troop Carrier Squadron states June 1942.
|
|
14JUN42
|
Letter
from Air-Vice-Marshal Bostock, Chief-of-Staff, Allied Air
Forces SWPA to Commander-in-Chief SWPA offering an unidentified
"DC-3 with two new engines, fitted with seven regular passenger
seats, new radio equipment and heating apparatus and a 1000
mile safe range".
|
|
16JUN42
|
Letter
from Colonel Fitch, Adjutant General, to Commander, Allied
Air Forces "It is understood that the DC-3 will be at Essendon
on June 18. An inspection will be made at that time. By
command of General MacARTHUR".
|
|
17JUL42
|
General
MacArthur travelled from Melbourne to Canberra and return
to attend the Prime Minister's War Conference. Letter from
Colonel Henry Godman dated 07JUL95 states that he was the
pilot and the aircraft was "the Dutch DC-3". Although Godman
is unable to confirm the exact date, this date is consistent
with MacArthur's known movements.
|
|
26JUL42
|
21st
Transport Squadron redesignated 21st Troop Carrier Squadron.
|
|
27SEP42
|
Final
mention of VHCXE in 21TCS records. Shown as transferred
to GHQ South West Pacific Area.
|
| 29MAR43 |
Flown
from Archerfield, Brisbane to Townsville (3.7 hours) by
Maj. Henry Godman and Lt. Walter Seidel. (Source: Log Book
of Walter Seidel)
|
| 02APR43 |
Flown
from Townsville to Archerfield (4.5 hours) by Maj. Henry
Godman and Lt. Walter Seidel. Landed en route at a remote
unattended airstrip to disembark several passengers. (Source:
Log Book of Walter Seidel)
|
|
24APR43
|
Flight
Report (AAF Form No 1 2-2-42) records a local flight from
Archerfield by DC-3 serial number 1944. Crew shown as follows:
Maj H.C. Godman GHQ (Pilot)
Maj Gen R.K. Sutherland GHQ (Co-pilot)
S/Sgt V.L. Gumm (Engineer)
S/Sgt S.P. Bone (Radio Operator)
Flight departed 14:10
Flight returned 15:55
Flight time 1:07
Landings 2
|
|
14MAY43
|
Received
at Commonwealth Aircraft Corporation, Fisherman's Bend,
Melbourne as USAAF 41-1944 for modifications. (Some sources
claim that this work was performed by A.N.A. at Essendon.)
Allocated sequence number CAC 17 and was with CAC for 89
days. AHSA Journal Vol. 22 No. 4 Page 92 provides these
dates which were taken from the diary of the CAC Chief Security
Officer. It is also stated that C-49H-DO 41-1944 changed
its radio callsign from VHCXE to VH-CXL (with hyphen) during
the mods at CAC. It is also stated that this aircraft (c/n
1944) had been General Douglas MacArthur's aircraft until
the arrival and modification of C-47A-20-DL 41-23421 c/n
9283 which assumed the radio callsign VH-CXE (with hyphen)
and the name "Shiny Shiela" (Photographic evidence that
the name was spelled "Shiela" not "Sheila") This latter
aircraft passed through the CAC programme as CAC 16, arriving
on 13MAY43 and departing on 05JUN43. It is believed that
some internal fittings were removed from c/n 1944 for fitment
to c/n 9283. DC-3 c/n 1944 was then fitted with side-saddle
seats although it apparently retained its small right hand
door.
|
| 06JUN43 |
C-47
VH-CXE (#2) was flown from CAC Melbourne to Archerfield
by Lt. Walter Seidel (co-pilot). Presumably Maj. Godman
was pilot and this was the delivery flight of the C-47 which
replaced the DC-3. (Source: Log Book of Walter Seidel)
|
|
12AUG43
|
Modification
work completed by CAC. Returned to USAAF.
|
| VH-CXL |
|
|
15AUG43
|
Taken
on charge by the RAAF as VH-CXL. Operated by No 36 Sqn,
Townsville on courier flights. On loan from the USAAF.
|
|
21AUG43
|
First
flight with 36Sqn from Townsville to Port Moresby and return
(F/O McConachie and P/O Garde). During 36Sqn service VH-CXL
was natural metal with USAAF stars. VH-CXL was the only
aircraft in 36Sqn not camouflaged, which may be why all
subsequent flights were to Horn Island.
|
|
NOV43
|
General
MacArthur's B-17E 41-2593 "Bataan" entered service.
|
|
13JAN44
|
Flown
from Townsville to Essendon by P/O Len Ball and SGT Varney.
Last flight with 36Sqn.
|
|
02MAR43
|
ANA
offered £5,000 for the aircraft. (Source: Fred Niven).
|
|
23MAR44
|
Returned
to Allied Directorate of Air Transport (ADAT).
|
|
31MAR44
|
Australian
National Airways Pty Ltd applied to D.C.A. for a Certificate
of Airworthiness. Paperwork describes aircraft as c/n 1944,
USAAF serial 41-1944 and "VH-CXL".
|
|
01APR44
|
Australian
CofA No. X-16 issued to Australian National Airways as VH-CXL
(22 passenger seats). The aircraft did not appear on the
Australian Register. This special "X" series CofA permitted
carriage of civil passengers on military aircraft. Used
on ANA's "Pacific Islands Courier" service out of Melbourne.
|
|
23APR44
|
Struck
off charge by RAAF and returned to USAAF.
|
|
25APR44
|
Delivered
to ANA at Essendon.
|
| 44-83229 |
|
|
14JUN44
|
Allocated
USAAF serial 44-83229 as a C-49H-DO (presumably a book-keeping
exercise prior to imminent disposal).
|
|
NOV44
|
Offered
for sale by U.S. Foreign Economic Administration (as PK-ALW)
"Estimated Flying Time 3500 hours"
|
| VH-CXL |
|
|
DEC44
|
ANA
were operating a daily service from Archerfield to Finschhafen
and a Brisbane-Sydney-Melbourne return service every Sunday.
|
| 31DEC44 |
First
flight in VH-CXL recorded in the log book of ANA pilot Brian
Southwell. (Source: Powerhouse Museum, Sydney)
|
|
17MAR45
|
Struck
off by USAAF.
|
|
24MAY45
|
As
VH-CXL operated Brisbane-Melbourne-Brisbane crewed by Captain
Elliot, W/O Dick Bampton and Flt Sgt Dixon. (Source: Log
Book of Warrant Officer Dick Bampton assigned 4CU, Archerfield)
|
|
21JAN46
|
A
new CofA was issued. (Source: Fred Niven).
|
| 06APR46 |
Last
flight in VH-CXL recorded in the log book of ANA pilot Brian
Southwell. (Source: Powerhouse Museum, Sydney)
|
| VH-ANR |
|
|
22MAY46
|
Registered
VH-ANR to Australian National Airways as a DC-3-G202A. Certificate
of Registration No 985, having previously been purchased
from the U.S. Foreign Economic Administration.
|
|
18OCT46
|
An
engraved plate fitted to the aeroplane states that it
was converted by A.N.A. on this date. The conversion included
relocating the main cabin door from the starboard side
to the port side. The full wording of the plate is as
follows:
|
AUSTRALIAN
NATIONAL
AIRWAYS PTY. LTD.
DOUGLAS C50 A.N.A. 500
SERIAL NO. 41-1944 REGN. VH-ANR
CONVERTED 18 - 10 - 46
|
"C50"
has been altered from something unknown. This plate was
photographed in situ at Essendon on 27OCT64 by John Hopton.
|
|
26OCT46
|
Named
"Oana" (To Inform) in ANA service. (Source: Fred Niven).
Total Time 7802:33.
|
|
46
|
Used
on Guinea Airways services. (Source: Fred Niven)
|
| 23NOV46 |
First
flight in VH-ANR recorded in the log book of ANA pilot Brian
Southwell. (Source: Powerhouse Museum, Sydney)
|
|
30OCT47
|
Converted
to Wright Cyclone R1820-97 engines. (Source: Fred Niven)
|
|
12OCT48
|
Operated
Melbourne-Nhill-Adelaide-Melbourne crewed by Captain Riesen
and F/O Dick Bampton. (Source: Log Book of Dick Bampton)
|
|
27DEC48
|
Operated
Brisbane-Sydney crewed by Captain Girault and F/O Dick Bampton.
(Source: Log Book of Dick Bampton)
|
|
28DEC48
|
Operated
Sydney-Brisbane crewed by Captain Girault and F/O Dick Bampton.
(Source: Log Book of Dick Bampton)
|
|
11JAN49
|
Operated
Brisbane-Sydney-Brisbane crewed by Captain Mellor and F/O
Dick Bampton. (Source: Log Book of Dick Bampton)
|
|
01FEB49
|
Operated
Brisbane-Cairns crewed by Captain Bullen and F/O Dick Bampton.
(Source: Log Book of Dick Bampton)
|
|
20FEB49
|
Operated
Brisbane-Sydney crewed by Captain Robertson and F/O Dick
Bampton. (Source: Log Book of Dick Bampton)
|
|
21FEB49
|
Operated
Sydney-Brisbane crewed by Captain Robertson and F/O Dick
Bampton. (Source: Log Book of Dick Bampton)
|
|
31AUG49
|
Operated
Brisbane-Cairns crewed by Captain Humphries and F/O Dick
Bampton. (Source: Log Book of Dick Bampton)
|
|
15FEB50
|
Operated
Brisbane-Cairns crewed by Captain Edgerton and F/O Dick
Bampton. (Source: Log Book of Dick Bampton)
|
|
23FEB50
|
Aircraft
tipped on to its nose at Van Rook Station, near Normanton,
Qld due to poor airfield conditions. Aircraft was commanded
by Capt Maurice Bonney. This incident is described thus
in Nan Whitcomb's book "Up Here and Down There":
"During the wet season when some of the airstrips became
extremely soggy, the station owners had to make the decision
for us whether it was safe to land. On a visit to Van Rook
Station, the safety markers were out, so after a low observation
run across the strip, Captain Maurie B. and First Officer
Ernie S. decided it was OK to land. On touching down, all
seemed well, until the Captain pulled back on the power
and we came to an abrupt stop in a deep bog with the result
that the aircraft ended up on its nose. For a moment, I
thought we would flip right over but that sturdy old DC-3
shuddered and eventually flopped back on to its belly -
lucky for us. Multipots, cutlery, dishes and food became
airborne and ended up near the cockpit. As twelve of our
passengers had disembarked at the stop before, we had only
one delightful old bushman on board who, I am still convinced,
thought it was a perfectly normal landing. The only thing
he was concerned about was losing his pipe. After a very
pleasant four day rest as enforced guests at Van Rook, we
were flown out in the air ambulance Dragon Rapide - only
to hear rumours that we had hit high tension wires and were
all dead - so much for the bush telegraph!" Account contributed
by Flight Hostess Mary Dulhunty (later Turbayne).
|
|
16MAR50
|
The
aeroplane was flown out of Van Rook by Capt P.L. "Lyn"
Taylor, ANA Flight Superintendent, direct to Melbourne in
7 hrs 35 mins. The total non-stop distance of 1450 miles
was claimed as a record for a DC-3 in Australia. As a result
of the nose-over, both propellors were changed and "all
engine controls were adjusted due to pedestal being pushed
out of line." (Flight time and nature of repairs is
drawn from the aircraft logs).
|
|
MAY50
|
ANA
records show total time 18,720 hours.
|
|
27NOV50
|
Operated
Brisbane-Cairns crewed by Captain Brooks and F/O Dick Bampton.
(Source: Log Book of Dick Bampton)
|
|
01DEC50
|
Operated
Sydney-Brisbane crewed by Captain Bullen and F/O Dick Bampton.
(Source: Log Book of Dick Bampton)
|
| 11AUG53 |
Operated
Sydney-Brisbane-Rockhampton-Mackay crewed by Captain Brian
Southwell and F/O MacPherson. (Source: Log Book of Brian
Southwell held by the Powerhouse Museum, Sydney)
|
| 12AUG53 |
Operated
Mackay-Rockhampton-Brisbane-Sydney crewed by Captain Brian
Southwell and F/O MacPherson. (Source: Log Book of Brian
Southwell held by the Powerhouse Museum, Sydney)
|
|
APR55
|
Major
overhaul (9,000 hours) by Fairey Aviation, Bankstown. Total
time 26,623 hours.
|
|
13DEC56
|
Skin
repaired on main cabin door adjacent to door handle. (Source:
Aircraft logs).
|
|
16JAN57
|
CofA
renewed until 15JAN58. (Source: Aircraft logs).
|
| 26JUL57 |
Operated
Sydney-Canberra-Sydney crewed by Captain Brian Southwell
and F/O McDonald. (Source: Log Book of Brian Southwell held
by the Powerhouse Museum, Sydney)
|
| 27JUL57 |
Operated
Sydney-Canberra-Sydney crewed by Captain Brian Southwell
and F/O McMahon. (Source: Log Book of Brian Southwell held
by the Powerhouse Museum, Sydney)
|
|
21OCT57
|
ANA
was renamed ANSETT-ANA.
|
|
14JAN58
|
CofA
renewed until 13JAN59. (Source: Aircraft logs).
|
|
18FEB58
|
Ansett
Transport Industries gained control of Butler Air Transport.
|
|
APR58
|
Leased
to Butler Air Transport Pty Ltd, Sydney as VH-ANR.
|
|
17JUL58
|
Modified
to "Viewmaster" configuration by Fairey Aviation at Bankstown.
Believed to be the first "Viewmaster" conversion in Australia.
|
|
01OCT58
|
Returned
to service with Butler Air Transport after modifications.
|
|
17FEB59
|
Registered
to Airlines of New South Wales as VH-ANR although operated
by Butler Air Transport in Butler colours.
|
|
19DEC59
|
Airlines
of NSW commenced operations.
|
|
02FEB60
|
Modifications
commenced at Essendon "to standardise as Viewmaster".
The forward bulkhead was moved from Station 177.5 to Station
146.5 to permit the installation of an extra row of seats.
An additional (small) window was installed on both sides
of the fuselage in accordance with Airesearch Drawing No.
16002. Numerous other modifications were made to the cabin
in connection with the fitment of the extra seats. (Source:
Aircraft logs)
|
|
09FEB60
|
Above
modifications were completed. (Source: Aircraft logs)
|
|
29MAY61
|
Withdrawn
from service for a complete overhaul. (Source: Aircraft
logs).
|
|
11SEP61
|
Departure
from Sydney delayed because of a bomb hoax. (Source: Fred
Niven)
|
|
JUN68
|
Airlines
of NSW became Ansett Airlines of NSW.
|
|
23JUL68
|
Arrived
Essendon from Sydney.
|
|
02AUG68
|
Extensive
wing work commenced at Essendon. Both wings were removed
during corrosion repairs. The port wing (s/n 3.40) was repaired
and refitted but the starboard wing (s/n 3.77) was replaced
with the starboard wing (s/n 3.97) from VH-ANQ. The starboard
wing from VH-ANR was fitted to VH-ANQ which was retired
to the "graveyard" and subsequently scrapped.
A report that the wing centre sections were also swapped
is evidently incorrect. (Source: Aircraft logs)
View the log book entry.
|
|
23AUG68
|
Above
wing work was signed off. (Source: Aircraft logs)
|
|
01NOV68
|
ANSETT-ANA
became Ansett Airlines of Australia.
|
|
23SEP69
|
Ferried
Sydney to Melbourne for overhaul.
|
|
28OCT69
|
Ferried
Melbourne to Sydney after overhaul and modifications.
|
|
18DEC69
|
Registered
to Ansett Transport Industries (Operations) Pty. Ltd. (Source:
Fred Niven).
|
|
71
|
Used
on food/fodder drops during the NSW floods. (Source: Fred
Niven)
|
|
23JUL72
|
The
aircraft operated a series of joy flights out of Albion
Park (Wollongong, NSW)
|
|
24JUL72
|
Ferried
Sydney to Schofields for storage. Aircraft was leased for
ten years for a token price of one dollar per year to two
ANSW pilots who intended to operate the aircraft as a flying
museum.
|
|
14AUG72
|
Struck
off Register. Owners shown as Capt Alex Garriock and F/O
John Wilson of Sydney.
|
|
14JUN74
|
Final
entry in log book No. 11
| Time
Since Overhaul: |
6
599 hrs 03 mins
|
| Time
Since New: |
48
774 hrs 13 mins
|
|
|
14DEC74
|
Ferried
to Camden (wheels down) by Alex Garriock and John Wilson
and stored.
|
|
24JAN81
|
Ownership
transferred from Airlines of NSW to George Markey, Sydney.
|
|
24JAN87
|
Restoration
work commenced with view to flying aircraft under ANR108a.
|
|
18FEB94
|
Donated
to Queensland Air Museum by George Markey.
|
|
23APR94
|
Aircraft
inspected at Camden by QAM member who changed the lock on
the cabin door.
|
|
28AUG94
|
QAM
recovery crew arrived Camden.
|
|
15SEP94
|
Arrived
at Caloundra on two semi-trailers.
|
|
19OCT94
|
Fuselage
and centre section re-attached at Caloundra.
|
|
03JUL04
|
QAM's
Hangar 2 was opened at Caloundra. DC-3 VH-ANR was amongst
the first aircraft to be moved inside.
|
|
NOV09
|
Replacement
tailplane fillets, which were missing from the aircraft
when acquired by QAM, were sourced and fitted.
|
| 25APR10 |
QAM
was visited on ANZAC Day 2010 by Walter Seidel who flew
this aircraft when it was attached to General MacArthur's
GHQ in 1943. Full story here.
|
