Post by Radialicious on Sept 11, 2010 21:04:07 GMT 12
I used to hate marshalling them as the windscreens made the cockpit bloody dark and real hard to see any of the hand signals from the crew. The thumbs up from the captain was easily missed until a flash of the taxi light indicated that they were good to go.
When we first started working with the Andovers, we had to have a groundie on a headset because of this. We educated our pilots to either put their hands right up to the windscreen, or open the side window. The dark flying gloves were a real pain.
Post by strikemaster on Feb 28, 2011 11:11:45 GMT 12
When you are younger you tend to think things will stay the same forever. Half the reason I was stunned when the A4's were decommissioned was because they had been around pretty much all my life, same with the Strikemasters.
I'd forgotten about the Andover's, I can still hear the ring of their engines in my ears. Another piece of history, thanks for the reminder.
.... it was neat to hear about the squadron's tour of duty in Iran, and how they were sending a full engine over there which was packed in all nooks and crannies with booze and stick mags. Apparently the muslim hosts never checked inside the engine parts for the much needed souviniers from home.
Not much changed over the years. While spending 3 months out in the desert a few years back, I was told by email to check the harnesses carefully on the incoming p-3, needless to say the harness bags contained a stack of FHM etc, most of which would have been banned in the host nation.
Continuing on with the Andover theme already posted. Following the withdrawal and sale of the RNZAF Andovers, most of them continued to ply on and do what only an Andover can do. Nevertheless like all good things some of them eventuality came to an end and the below photos show the sad demise of three of the ex RNZAF Andover fleet.
NZ7620 eventually became 5Y-SFE and ended its life on its belly off the side of a strip in Africa and was also run in to by a C-130 just to finish it off. (Withdrawn from service late 1996 and sold to Eureka Aviation 28 November 1996 as 9Q-CVG. Ferried to Brisbane on 07 February 1997. To Jesus Alive Church, South Africa in May 1978 as EL-VDD. To J.A.M. Air July 1998 as 3C-JJX. As 5Y-SFE written off in Democratic Republic of Congo in early 2003).
NZ7622 became 3C-KKB and it too finished on its belly off the side of another dirt strip in Africa. (Withdrawn 30 June 1998 with 12,079.9 total hours and sold to Thameside Aero Services as 3C-KKB. Ferried to Brisbane 21 September 1998 and arrived at Southend on 30 September 1998. To 748 Air Services (Kenya) 03 October 1998. Noted at Rand in 1999 and 2000. Last seen airworthy at Nairobi on 14 March 2003. Suffered a major engine failure and crashed at Rumbek airstrip in the Southern Sudan).
NZ7623 became 9Q-CDY and ended up on a fire training pan in Belgium. (Withdrawn December 1996. To Eureka Aviation 28 November 1996 as 9Q-CDY. Ferried Brisbane 07 February 1997. Stored Antwerp Airport. Leased to Bazair and seen at Nairobi in August 1997. Stored at Liege in January 1998 and at Antwerp by 31 May 1998).
Post by Dave Homewood on Jul 30, 2011 20:16:21 GMT 12
So damned sad to see. They were all so well looked after and pristine in RNZAF service, and much loved by all. I never heard anyone in the RNZAF whinge about them as a type (unless the Boeing fell over and they had to fly by Andover instead, but that is by the by). Seeing these once proud aircraft like this is actually as bad as seeing the P-40's, Corsairs, Hudsons and Venturas awaiting the melting pot at Rukuhia.
I was just researching a few of the accidents I knew of in Kenya when I came across this Andover one. It is the demise of NZ7620.
I see it was reported earlier here as being in the Congo (Zaire)... I think it more likely to have been in northern Kenya up at Loki.
I find it interesting that it ended up as a two aircraft scene.
I was at Loki in the mid 90's doing an engine change on a King Air 200. Just a short distance from us was a forlorn DC3 that had taken off with the rudder lock still in. It drifted off and clipped a Twin Otter with it's wing. The crew in the Otter were very lucky as I remember the engine controls just in front of them were ripped out. The DC3 may have done other damage also. I think it had Turbo-props and would have been ZS registered. Maybe a RNZAF link there also.
A year or so later I was involved with a Buffalo operating up there. It also had an oopsy sometime afterwards so the strip certainly had a bit of action going on. It was one of the main aid centres feeding into the war in South Sudan. It was a very busy place..
A 748 Air Services Hawker Siddeley Andover aircraft departed Lokichoggio Airport (LKG) at 08:40 hours for Boma, Southern Sudan. After Boma, the aircraft landed at Torit (HSTR) then Natinga, all in Southern Sudan, before proceeding back to Lokichoggio. The aircraft joined long final from the west of the airfield and was given instructions to land on runway 09.As soon as the aircraft touched down, the propellers struck the runway surface for some distance then the aircraft veered off the centerline to the left and came to a stop. The captain, the first officer and the loadmaster evacuated themselves. They were not injured. The aircraft sustained substantial damage, blocking Lokichoggio's single 1800-metre runway 09/27. Three other light aircraft, a Dornier 228, an Antonov 28 and a Cessna 208, landed safely at the airfield on runway 27 after the HS-748 accident. Two Antonov 12 aircraft inbound to Lokichoggio from Torit, Southern Sudan, diverted to Juba upon getting information of the runway obstruction. Transafrik Hercules S9-BAS, flying for the United Nations World Food Programme, contacted Lokichoggio Tower at 14:30 hours. The aircraft was returning from a food air drop at Motot, Southern Sudan. The pilot was advised to divert to Eldoret International Airport but he opted to land at Lokichoggio. The Tower cleared the Hercules to land on runway 27 at the pilot’s discretion. The aircraft made a very heavy landing short of the runway and the top centre fuselage broke. The aircraft came to a stop about one kilometer from the touchdown point. Shortly before coming to a halt, the aircraft impacted the HS 748 with its right wing tip. The captain, the first officer, the flight engineer and the two loadmasters evacuated themselves safely.
The probable cause of the HS 748 accident was the failure to complete the landing checklist by the crew. Failure in cockpit monitoring and cross checking and misinterpretation of the landing gear up warning were contributory factors
Last Edit: Oct 7, 2011 1:39:50 GMT 12 by baronbeeza