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Post by flyernzl on May 24, 2008 19:29:32 GMT 12
In another thread rnzaf.proboards43.com/index.cgi?board=civil&action=display&thread=5890&page=3airtruk posted the following message: "Yep I can shed some light on the future of ZK-CJU the Transavia PL-12 Airtruk that sat at Ardmore for years. I purchased the aircraft back in the beginning of April and it's since been dismantled and trucked to Waimate where it is currently been stored. The plan is to rebuild this aircraft over the next twelve months or so and return it to its original glory. The aircraft is one of the last in the country and is after all part of New Zealand's history. The aircraft will I'm hoping be capable of doing a days work once the rebuild is finished but I would like to see it back in the public eye at airshows and other events around the country. I'm currently hunting for any information on spare parts that might still be hiding out there, history of both the PL-11 and PL-12, photos of the fleet working in New Zealand and anyone that was involved with the type over the years that they were in services along with anyone else thats interested. Would be very grateful to hear from anyone with any contacts." Seems to me that a thread devoted to these strange yet fascinating beasts might draw some memories out of the woodwork. I will start by posting some photographs of the first PL-12 to come to New Zealand, ZK-CTT. This was c/n 602 ex VH-TRZ a new aircraft from Transavia Corporation Pty. registered in NZ 11th April 1967. Built in December 1966, it arrived in NZ on the ship 'Finisterre' 23Jan67. Flown initially as 'TRZ in NZ. ZK-CTT was operated by Barr Brothers Ltd. until it crashed on t/off Clevedon 13Dec76. Pilot I Stewart.   |
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Post by 30sqnatc on May 24, 2008 21:07:51 GMT 12
Never ceases to amaze me how these things fly with blocks of concrete hanging off the wings  Does Airtruk, as a type qualify as a warbird given military service, all be it limited including operations on Mad Max Beyond Thunderdome Paul |
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Post by airtruk on May 26, 2008 5:22:34 GMT 12
Group Captain, thanks very much for opening the new thread and for posting the photos of CTT/ TRZ its a very interesting piece of history as this machine was the second off the production line in 1966, which must have been very close to the begining of the production of the PL-12 type. It would be excellent to see some other photos of PL-12 working around New Zealand, I have a number of photos that I would like to share but can't get to them for another couple of months as I'm currently working out of the country.
It was interesting talking to John Barr about the PL-12 as he was involved from the PL-11 days and he and Pellerini kept in touch and as soon as the PL-12 was certified John went to Australia and flew the aircraft and ordered the first one there and then, which is the above machine and I guess it was at the same time that Barr Bros became the New Zealand agent.
Ian Stewart flew for Barr Bros for a number of years and was also down home in Waimate for a short period of time flying another PL-12 ZK-CWX after Col Bolgar was killed spraying at Studholme in ZK-CJT in 1985, which was operated by Skyfarmers Holdings Ltd.
Look forward to hearing more...
Airtruk
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Post by flyernzl on May 26, 2008 18:05:49 GMT 12
So what part did J V M Kean play in the PL-12 import/distribution process?
By my count, 35 PL-12 were registered in NZ, plus one registration change and a further 11 registrations reserved but not used (largely as a result of NZ production being prematurely halted).
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Post by Guest on May 26, 2008 20:40:35 GMT 12
The PL-12 "Warbird",the last of the Skyfarmers with the 400hp motor if memory serves me right.  |
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Post by airtruk on May 27, 2008 5:43:44 GMT 12
Not sure who J V M Kean is and not sure what part he played in the importing and distribution of the PL-12 but would be very interested to hear more. I always understood that John Barr (Barr Bros) and Flight Engineers were the agents in New Zealand.
From all accounts between 120 -150 were produced and no one seems to be able to answer the question as to how many.... even Transavia/ Transfield are a little confused when it comes to how many where built and I understood that none were built from scratch in New Zealand they all arrived in kit set form and were assembled by Flight Engineers in Auckland. From what I have read eighteen were assembled by Flight Engineers Ltd, which was the engineering division of Barr Bros.
There were six models produced over the life of the production line with the PL-12 been the first which was approved around February 1966 of which the aircraft above Serial No# 602 (ZK-CTT) was one of the first out the doors. The original machines came out with the Continental IO-520-A engines and in 1967 they were changed to the IO-520-D, the basic difference between the A & D engines was that the A was only capable of producing 285hp for all operations where the D was capable of producing 300hp for five minutes and 285hp there after, which equaled to more power on take-off. The PL-12U was the next off the line which came about around April 1971, which was basically the same as the PL-12 but could be ordered in the utility category. This allowed for the hopper to be replaced by extra seating etc. In 1978 the PL-12/T320 came out with the new Continental Tiara 6-320B geared engine which was capabale of producing 320hp for five minutes and 300hp there after. The engine itself was a disaster and the 320’s became very well known for shedding propellers. I think in the end Continental withdraw the engine. In July 1979 the PL-12/T-300 was introduced followed by the PL-12/T-300A in March 1982. Both these models moved away from the Continental engine and replaced it with the Lycoming IO-540-KIA5 & later the IO-540-KIB5 both rated at 300hp. The maximum take-off weight of these two aircraft had been increased. The T300 was an PL-12 airframe with the Lycoming engine where the T300A included the new nose wheel assembly and a wider cockpit along with a few other modifications.
As far as T300’s go I think that there was only the one brought into New Zealand by the Kaikoura Aerial Topdressing Co-op ZK-TRO, which sadly crashed killing the pilot Nigel Barry around 1982. There were a couple of T300As imported which included ZK-TRP, TRR, TRS. Both TRP and TRR were exported back to Australia and TRS was operated by Skyfarmers Aviation until in was blown over in the Mackenzie Basin and was later rebuilt and operated in Masterton until it was written off in a take-off accident around 2001. The T300As assembled in New Zealand I think became T300A1s and did carry an NZ serial number but these were the only ones, they were still imported in kit set form.
The final model to be built in the mid 1980’s was the PL-12/T400, which was powered by a Lycoming IO-720D1BD engine rated at 400hp.of which four were built and delivered to China. As far as the records show there have only been two other T400s which were modified T300As in Australia of which Hazair in Albury operate one.
There were a number of these aircraft exported to Spain, Yugoslavia, Thailand, Indonesia, Demark, New Zealand and one to the USA. Of which there are a few still flying for a living. There are two still spraying in Yugoslavia, the two in Demark are both in museums but one is still in flying condition and appears at airshows around Europe from time to time. There are nine still active on the Australian register and the one in the USA is also on the airshow circuit.
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Post by Martin Wienert on May 27, 2008 17:33:25 GMT 12
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Post by yak2 on May 27, 2008 17:55:31 GMT 12
Two did an impressive display at the Albury airshow a couple of months ago.
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Post by airtruk on Jun 6, 2008 4:18:11 GMT 12
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Post by chrisnpl on Jun 6, 2008 13:06:56 GMT 12
Everyone probably already knows this, but it occurred to me the Airtruk is the smallest double deck aircraft in the world. I wish I could remember where I read it, but the book said something about the hopper being removed, and seating two upstairs, and four - or even five! - downstairs. Bizarre I know...
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Post by airtruk on Jun 7, 2008 4:00:37 GMT 12
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Post by flyernzl on Jun 7, 2008 9:58:53 GMT 12
Operated on Medivac services, apparently.
I can visualize a number of very quick recoveries when patients realized just what their aerial ambulance looked like.
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Post by chrisnpl on Jun 7, 2008 11:57:05 GMT 12
Heavens - I wonder how far they flew patients in that thing... imagine people packed in it with drips and all staggering into the air out of Timor or somewhere...
Might be more dependable than It's Merpati And I'll Fly If I Want To though...
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Post by flyernzl on Jun 11, 2008 22:58:36 GMT 12
Returning to the discussion of the importation of the PL-12 into New Zealand, I understand that it was a fairly complex operation. I may be wrong in detail, but hopefully the following explanation is correct:
The NZ economic situation in the 1960s was very different from today. This was before credit cards, Paypal and internet transfers. If you went on an overseas trip, you had to apply to the Reserve bank for the necessary overseas currency, and they would allocate you a specific (quite small) amount per day. You could not legally take out more. Similarly, if you imported or exported goods and services, all payments had to go through the Reserve bank at an exchange rate fixed by the Government.
A fellow by the name of J V M Kean had developed a timber export business, and of course obtained payments in overseas currency. Apparently annoyed at the official exchange rate he was given, he started to look around for a more profitable alternative. Somehow, he got hooked into the aircraft market and came up with the idea of using this overseas currency to buy and import aircraft into New Zealand, and then lease the aircraft out to operators. The PL-12 Airtruk turned out to be his aircraft of choice.
Thus the first PL-12 ZK-CTT was registered in his own name on 11th April 1967. The Transavia Leasing Co.Ltd. was then formed to own and lease out these machines.
All the early Barr operated PL-12 - CTT CVA CVB CVC CVD CVE CWM CWN CWY - were on lease from this company.
This concept was an attractive package for 'second line' operators as the largest companies (Rural, James, Robertson, WAW, Fieldair) had already re-equipped with modern equipment, and these smaller companies were finding it difficult to raise the necessary capital to compete. By leasing, they could upgrade their aircraft without capital outlay.
Air Contracts of Masterton was another operator who took up a number of leased aircraft. Even the king of Fletchers, James Aviation, leased PL-12 ZK-CWN for a few months in early 1968.
By 1970 the deal seems to have run its course, and the operators seemed then to have either bought their Airtruks outright, or leased them from standard leasing companies like Dominion Leasing.
The only other aviation activity I can find for J V M Kean was an abortive attempt to bring a Twin Comanche into the country in 1970. This was intended to become ZK-DBB, but never arrived.
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Post by airtruk on Jun 18, 2008 23:23:58 GMT 12
The above is very interesting and it's amazing how different things were during those times. I will make some enquiries in the Barr Bros circles and see if I can find anymore out about the connects between J V M Kean and the Airtruk. Interesting stuff I must say....
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