Save Our Viscount

They pondered, too, as VH-OGG climbed into the sticky Javanese night air, the bemused expression and puzzled tone of the cabin cleaner at Ujung Pandang, who didn’t quite grasp at first why such an old workhorse propliner could be worth saving. But, one reminded the other, there was also the engineer at Surbaya who did, empathising, with words like “fond- ness” and “sadness”, with these mad Aussies wanting to bring the last surviving TAA and Ansett-ANA Viscounts “home”.

A long time member of the AFM (Australian Flying Museum -Qld Vintage Aeroplane Group Inc), Robert had made his first acquaintance with VH-TVP (Viscount V. 816 [433] John Gould) in October 1968, as a schoolboy visiting Coolangatta Airport. Peter, meanwhile had been licensed on the airframe and Dart 525 turboprops of “TVP and her sisters. The bonds were renewed, under leaden tropical skies on the ramp at Jakarta, with the now PK-RVS on Wednesday May 5 1993, just a few days short of her 34th birthday.

The Indonesian visit capped nearly two years of awareness building, planning and campaigning, newsletters, meetings and fundraising-the “usual grinding slog one suffers from with a chronic case of aviation heritage! Also “as usual” in such stories, this one had its germination in one of those idle “what if?” ideas. In 1991, Robert had traced, to Mandala Airlines at Jakarta, the three flying survivors of the one time 28 strong fleet of Viscounts on the Australian register: TAA’s former TVP and TVQ (V. 816 [434] McDouall Stuart), and Ansett-ANA’s former RMG (V. 832 [414]).

TAA had, over time, eight 720s, seven 756s and three 16s, Ansett-ANA operated four 832s, one 812 and one 818; Butler had two 747s, and the RAAF two 816s. Five were written off in accidents, 10 were scrapped in Australia between 1968 and 1971 (and one in Scandinavia in 1976), six were tracked to their final owners in Taiwan, the UK and Zimbabwe (refer p46 June 93 AA), and a nose section, fuselage hulk and single complete derelict airframe are all that remain of the balance.

More than 21 Viscounts of assorted marques have also been operated over the years by three of Indonesia’s principal domestics. Merpati had four for a while (last example – V. 828 [459] PK-MVM-now stripped at Jakarta), as did Bouraq (only V. 843 [455] PK-IVY or [451] PK-IVZ still in service; [456] PK-IVU withdrawn at Jakarta minus outboard engines). But Mandala has been by far the biggest user with the other 13 (one of which later went to Bouraq), although rarely with more than three or four on the books at any one time.

The Viscount was one of the more notable types in Australia’s flying history (refer “In Australian Service”, March & June 85 AA). It replaced lower level, thundering pistons with higher, smoother turboprop airline travel. It caused a sensation for TAA in particular on domestic routes, and generated enormous crew affection and passenger appeal. The type smashed or set 27 performance records when it first arrived here, and it was the first aircraft in Australian RPT service fitted with weather radar.

Thus began the “Save Our Viscount” campaign in early 1992. Possibly with less emotive power than the HARS effort to retrieve a Super Constellation (refer p37 July 93 AA) and perhaps from a less known group in its region than, say, QAM with its complex at Caloundra (although the AFM’s Lockheed Neptune, Archerfield’s biggest resident, is the standard bearer for an active cadre of enthusiasts and a range of other activi- ties), it is still a very worthy campaign.

This active endeavour has been boosted by endorsements from Qld Premier Wayne Goss, Brisbane Lord Major Jim Soorley and Federal MHR David Jull. The active custodial support of the FAC management at Archerfield, the interest and advice from the CAA’s technical and ATC staff around Brisbane and the calls, letters, photos and memorabilia received all illustrate the very high interest in the project.

The periodical V-NEWS was launched to supporters and subscribers in May ’92, prompting further responses from former pilots, crews and LAMES, growing to reach a national and global readership of more than 150. Robert and the team, haunted by the memory of the unfortunate fate of Ipec’s Argosies at Essendon, and dogged by a bare trickle of news from Indonesia (which hinted at significant jet re-equipment programmes for the major domestic carriers), persevered.

Then came the horror of Ambon, and a sickening reminder of the dangers of complacency, of how heritage can vanish in a blink. A special V-FLASH reported that “one-third of our target hopes, and the lives of 71 people, had come to an end on the shores of the Banda Sea, 900km northwest of Darwin. Mandala Airlines has lost a Viscount. ” PK-RVU, the former McDouall Stuart, executing a second missed approach to Ambon’stight Pattimura strip in very thick (“cumulo-granite”) weather, split her tail off on a mountain ridge and disintegrated down a jungle choked chasm.

And then there were two. The Christmas Annual issue of V-NEWS had something of a valedictory tone, reviewing also the loss of Bouraq’s V-843 [452] PK-IVX at Bandjarmasin on August 28, and reporting the increasing rumours of the impending arrival of second hand 737s for Sempati and Mandala. Expatriate Paul Brown, living and working in Jakarta, redoubled his efforts in particular, seeking news and channels of communication.

Conscience demanded at least some face-to-face meetings with Mandala and negotiations on the future of the extant pair of Viscounts, although recession bogged reality threatened that only a comprehensive video/photo survey of their final service life might be all that could be obtained.

That both these aims- and a third: as much of a technical inspection of the condition of the aircraft as possible – were achieved in a sentimental, hectic and productive week in May this year is a singular tribute to the people who gave their time and effort, rewarded by the hospitality of Mandala’s reception. Former Indonesian Presidential Flight pilot Colonel Teukoe Boerhan (“Par”) Ali took a special interest in the proceedings, and Robert Hickling and Peter Robinson were warmly received by Mandala’s President, Air Vice Marshal Santoso, Operations Director Captain Gunadi Sugoto, and other senior executives, in a lengthy review of the AFM’s plans and credentials.

“To Mandala management, and all down through the staff ranks, the two Viscounts are still regarded like work tools, like most airlines’ opinions of their equipment, I guess,” said Robert later, “and they seemed a bit nonplussed at the start at our concerns and our interest, but I couldn’t have felt better about their reaction once we’d explained things a bit and covered the history of the aircraft.

“And what really seemed to help make the point was the old Coolangatta photo-smiles dawned on faces wherever I showed it in Indonesia, as people realised these old planes they’d been working had a history and a personal connection for me. ” If the airline’s views of the Viscounts seem a little less than feeling, this in no way was reflected by its operational opinion of, nor in its care for, the two fully depreciated old “tools”. Even the remaining pair of L188C Electras PK-RLD [1082] Kencana Wungu and PK-RLF [1006] Rangga Gading have nothing on the Viscounts as far as Captain Sugoto is concerned, describing the Vickers as “the most cost effective, most efficient point to point on time aircraft in the Mandala fleet. ” Peter Robinson’s experienced eye was equally impressed with the condition of RVA (ex TVP) and with Mandala’s “comprehensive system of maintenance”. His post trip report went on to note that “further discussion with the Maintenance Controller, Mr Sutrisno, revealed that all of the Vickers (BAe) recommendations have been incorporated. Review of the documentation revealed that all country of origin Airworthiness Directives have been complied with, including the wing spar Life Extension Program and the Ageing Aircraft Corrosion Control Program. ” Both Viscounts had their Indonesian CoAs renewed in June but, although RVP (ex RMG) had just completed a thousand hourly overhaul (with a perfect bill of health), it seems that Mandala is now going to fly them to critical component time expiry, then ground them. PK-RVS may in fact be the highest time Viscount survivor in the world, with 52,474 hours and 43,358 landings logged at the end of May 6 (an Airclaims, London, survey of the same time quoted an unidentified “fleet leader” with just 49,917 hours, but with 50,002 landings).

The clock has begun to strike for both Mandala and the AFM. Robert and Peter’s arrival in Jakarta on May 5 had been preceded 48 hours earlier by the delivery from repainting in Singapore of the first former Dan Air 737. PK-RII (-2E7Adv [22876] ex F-BLDE) was followed by PK-RLJ (-210Adv [21820] ex G-BKNH) on May 7, for ground handling familiarisation and flightcrewtraining. Third and subsequent deliveries of the type (possibly further former Dan Air examples) were definitely intended, although no firm details were known. All other factors (such as necessary upgrading of Ambon and other network ports) being equal, Mandala will cease sched- uled propliner services by December. Perhaps the last word, for now at least, should go to the ramp security officer who accompanied Robert during a filming walkaround of the euphemistically named “long term storage apron”. Gesturing towards the fifteen or so Electras, Viscounts and HS. 748s, with their peeling paint and yawning cavities, his observation was chilling in its casualness.

“You don’t save your two for Australia, this is where they go and this is how they finish. And what happens when everyone here has jets, and they’re not even good for spare parts?” Readers interested in the “Save Our Viscount!” campaign should contact Robert Hickling, Viscount Project Director, 34 Gotha Street, Cleveland, 4163; fax (07) 277 6878 or phone (07) 286 1387. If writing, please enclose a SAE.