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The South African Airways Museum Society, NPC
Painting by Martin Botha, 2014.
Preserving South Africa’s Civil Aviation History since 1986
Past, Present and Future
Volume I of II
General
By: John Austin-Williams
Updated 19 September 2023.
The Museum’s Motto
“A strong passion for any object will ensure success, for the desire of the end will point out the means.”
William
Hazlitt 1778-1830.
Message from the author, John Austin-Williams Museum aircraft park and site map Our location – Rand Airport, Germiston Our home – the old Transvaal Aviation Club building Marketing and Promotional Material Membership and Activities for members SAA Museum Society Past and Present (Part 1) South African Airways Historic Flight SAA Museum Society Past and Present (Part 2) SAA Museum Society Committee Members since inception Air Scout Group - 40 Hours Community Service March 2017 Douglas DC-3 Scenic Flight, SAA Museum members lucky draw, ZS-BXF, 16th December 2015 Douglas DC-3 80th anniversary celebration function 17th December 2015, ZS-BXF takes part Air Show - Rand Airport - Sunday 23 August 2015 Air Show - Waterkloof 9th Africa Aerospace and Defence Exhibition (AAD) 14-18 September 2016 Air Show - Rand Airport - Sunday 19 August 2018 Museum’s 30th, Orange Tail Ass. Reunion, Helderberg Remembrance, and DC-3 ZS-CAI solo display Visitor statistics since 1 August 2014 Membership statistics 1 January 2015 to 17 July 2020 Corporate Social Investment Statement Organisations for current and past SAA Employees The Silver Springbok Association SAA Crew and Staff Memories Page SAA Museum Society expansion programme and funding requirements SAA Museum Society - The Future NPC, NPO and PBO registration numbers and SARS Section 18A(1)(A) approved. Acquiring a fleet of historic aircraft by Johann Prozesky Aircraft of the SAA Museum Society, dates acquired Boeing 707-344C ZS-SAI “East London” c/n: 20283 Customer Manufacture No 8244 Pratt & Whitney J57 (JT3D) Turbofan engine Boeing 737-219 ZS-SMD “Pukeko” c/n: 23472 Boeing 747-244B ZS-SAN “Lebombo” c/n 20239 Boeing 747-244B ZS-SAN Interior pictures 3 June 2003. Boeing 747-244B ZS-SAN Exterior pictures 3 June 2003. Boeing 747-244B ZS-SAN Cockpit pictures 3 June 2003. Boeing 747-244B ZS-SAN Sunset Flight 13 September 2003 SAA Museum Society fund raiser Boeing 747-244B ZS-SAN Sunset Flight 13 September 2003 Photographs by Johann Pienaar Boeing 747-244B ZS-SAN Flight for SAA Technical and hand over to the Museum 24 January 2004 Boeing 747-244B ZS-SAN Landing at Rand Airport Friday 5 March 2004 Boeing 747-244B ZS-SAN Wash by Hostesses, 23 November 2014 - An extremely wet wash day! Boeing 747-244B ZS-SAN Andre van Zijl, living on board an aeroplane Boeing 747-244B ZS-SAN 5th pod - spare engine Boeing 747-244B ZS-SAN spare Pratt & Whitney JT9D-7R4G2 engine arrives Boeing 747-244B ZS-SAN spare Pratt & Whitney JT9D-7R4G2 engine installed Boeing 747-244B ZS-SAN at rest Boeing 747-244B ZS-SAN interesting information Two aircraft - both named Lebombo Pratt & Whitney JT9D-7R4G2 High-bypass Turbofan engine Boeing 747-200 Technical Information List of preserved Boeing 747 aircraft. Boeing 747SP-44 ZS-SPC “Maluti” c/n: 21134 Boeing 747SP-44 ZS-SPC Landing at Rand Airport 30 September 2006 Boeing 747SP-44 ZS-SPC items of interest Boeing 747SP-44 ZS-SPC dates of interest Allison on Airliners - The Boeing 747SP CASA 352L ZS-AFA Jo'burg's Junkers by Johann Prozesky. CASA 352L ZS-AFA South African Airways' renovation of a legendary airliner by Johann Prozesky CASA 352L ZS-AFA The Early Days by Steve Morrison CASA 352L ZS-AFA further interesting snippets of information CASA 352L ZS-AFA some interesting details by Brendan Odell CASA 352L ZS-AFA technical details by Brendan Odell CASA 352L ZS-AFA flies from Swartkop to Johannesburg International Airport by Karl Jensen CASA 352L ZS-AFA after her C-check being readied for a test flight on Thursday 16 April 2009. CASA 352L ZS-AFA “Die tante het nuwe tekkies!” by Wolfram Zwecker, Oos-Rand Beeld CASA 352L ZS-AFA second test flight, stopover at Parys Air Show Wings and Wheels day 25 April 2009 CASA 352L ZS-AFA attends the Rand Airport Air Show on Sunday 17 May 2009 by Barry Els CASA 352L ZS-AFA related items available in the Museum Gift Shop List of serviceable/existing Junkers Ju 52/3m and CASA 352 aircraft as at 1 June 2020 Flight Engineer Steven Christopher Morrison, R.I.P. de Havilland DH.104 Dove ZS-BCC “Katberg” c/n 04079 de Havilland DH.104 Dove ZS-BCC “Katberg” comes home (Part 1) de Havilland DH.104 Dove ZS-BCC “Katberg” comes home (Part 2) de Havilland DH.104 Dove ZS-BCC dismantling at AFB Swartkop prior to relocating to Rand Airport de Havilland DH.104 Dove ZS-BCC on loan to the adjacent restaurant, a disaster! de Havilland DH.104 Dove ZS-BCC a new cockpit canopy and restoration de Havilland DH.104 Dove ZS-BCC adopted by Pretoria Boys High School Aeronautical Society de Havilland DH.104 Dove ZS-BCC restoration begins July 2015 Douglas DC-3 ZS-BXF "Klapperkop" c/n 12107 Douglas DC-3 ZS-BXF interesting and technical details for Douglas C-47/DC-3 Dakota Douglas DC-3 ZS-BXF 65th Birthday 29 November 2008 Douglas DC-3 ZS-BXF 70th Birthday 29 November 2013 Douglas C-54D-15-DC ZS-PAJ “Helios” c/n 22192 L/N 644 Douglas C-54D-15-DC ZS-PAJ “Helios” Phoebus Apollo artwork Douglas DC-4 1009 ZS-AUB “Outeniqua” c/n 42984 Pratt & Whitney R-2000-4 Twin Wasp 14-cylinder, two-row Radial Engine s/n B.P. 701634 Douglas DC-4 1009 ZS-BMH “Lebombo” c/n 43157 Douglas DC-4 1009 Skymaster Technical details Lockheed L1649A Starliner ZS-DVJ c/n 1042 Lockheed L1649A Starliner ZS-DVJ landing at Warmbaths on the 9th of October 1971 Lockheed L1649A Starliner ZS-DVJ dismantling at Klein Kariba Lockheed L1649A Starliner ZS-DVJ offloading at SAA Technical 23 May 1979 Lockheed L1649A Starliner ZS-DVJ moved to new home, 6 September 1996 Lockheed L1649A Starliner ZS-DVJ Technical data Lockheed L1649A Starliner ZS-DVJ dismantling and relocation to Rand Airport, a long drawn-out affair Lockheed L1649A Starliner ZS-DVJ fuselage mounting onto the wings 8 August 2018 Lockheed L1649A Starliner ZS-DVJ lifting the whole lot up, 14 September 2018 Lockheed L1649A Starliner ZS-DVJ towing to the Museum Aircraft Park, 17 September 2018 Lockheed L1649A Starliner ZS-DVJ artwork for livery and titles Lockheed L1649A Starliner ZS-DVJ apparel Lockheed L18-08 Lodestar ZS-ASN “Andries Pretorius” c/n 2026 Lockheed L18-08 Lodestar ZS-ASN restoration by the SAA Apprentice School, circa 1974 Lockheed L18-08 Lodestar ZS-ASN comes home Lockheed L18-08 Lodestar ZS-ASN Tony Norval’s experiences with Aircraft Operating Company Lockheed L18-08 Lodestar ZS-ASN restoration 2016 Lockheed L18-08 Lodestar ZS-ASN professionally polished Lockheed L18-08 Lodestar ZS-ASN “Blue and Silver Fleet” livery artwork Lockheed L18-08 Lodestar ZS-ASN photographs Lockheed L18-08 Lodestar ZS-ASN scale model by Jon Durant Vickers Viking VC1A ZS-DKH c/n 121 Vickers Viking VC1A ZS-DKH Technical details Vickers Viking VC1A ZS-DKH relocation to Rand Airport Vickers Viking VC1A ZS-DKH titles artwork Vickers Viking preserved examples
Message from the author, John Austin-Williams
I have been asked on numerous occasions what it is that makes me so passionate about history and in particular the history of civil aviation in South Africa. The main reason is simple: as I matured I realised the importance of events that ran before us and as a result of my late father, Frederick, who flew as navigator on Wellington Bombers in WWII and was interested in old cars and motorcycles, I developed an interest in “things of old”.
I joined the South African Airways Museum Society in 1992. At the time I was involved in the television production industry and was fortunate enough to be contracted to make a documentary on the Junkers Ju 52/3m which was in her fledgling years of being operated by the South African Airways Historic Flight carrying nostalgia seekers on Sunday morning scenic flights over Johannesburg. I am sure many remember her sonorous drone over the city and suburbs.
I was in awe of the Museum Society and the band of dedicated volunteer enthusiasts and their preservation efforts, and of the SAA Historic Flight and my general interest in things of old was quickly cemented into one subject, that of old aeroplanes and the history of civil aviation in South Africa.
The news of the impending return to civil service of a Douglas DC-4 Skymaster to be followed shortly thereafter by a Douglas DC-3 was received with great delight and I sunk my spare time into getting more involved with the Museum Society as well as making video productions of the DC-4 and DC-3.
I was elected Chairman of the SAA Museum Society in 1998 and ran for 8 years in office. During that time many exciting new projects were undertaken, the most notable of which was the acquisition of the Boeing 747-244 named Lebombo and the establishing of Museum facilities at Rand Airport in Germiston, just east of Johannesburg.
The Museum houses a wonderful collection of aircraft, artefacts, photographs, books, videos and documentation which depict the broad spectrum of South African civil aviation history.
Three of the aircraft that the museum owns are serviceable; two Douglas DC-4 Skymasters and a Douglas DC-3 Dakota. These aircraft are all classic propeller driven airliners that started their careers in the mid-1940s and still ply their trade carrying tourists to exotic destinations in Southern Africa. The aircraft are operated on behalf of the Museum by suitable qualified operators.
The South African Airways Museum Society plays an important role in the future of civil aviation in South Africa for it provides a valuable resource for the youth who may well become future employees of the aviation industry as a result of a visit to the Museum’s facilities. They will be able to witness first-hand some aviation machines of the past, as well as read up on the development of aviation and this may well spark off a career in what is truly a fascinating and most rewarding industry.
I have been most privileged to have been involved in continuing to build on the foundations laid down in the early 1970s by individuals who saw the need for an aviation museum, one that would preserve the past and link it to the future. History plays an important role in the decisions we make that govern our future and I therefore feel it is imperative that young and old as well as commerce and industry are acquainted with the past.
If we don’t know where we have come from then how can we guide ourselves into the future?
John Austin-Williams
Public Relations and Media Liaison Officer South African Airways Museum Society
November 2008
PS: John was re-elected chairman in August 2014
Museum aircraft park and site map
The Museum Aircraft Park 24 September 2021. Photograph: Bruce Perkins.
Museum introduction
The South African Airways Museum Society was founded in 1986 by individuals within South African Airways and interested outside parties with the aim of preserving the history of South African Airways as well as that of general civil aviation in South Africa. This was sparked off by the purchase by South African Airways of the famous Junkers Ju 52/3m aircraft. Members of the South African Airways Museum Society were instrumental in restoring that aircraft, and have ever since been proactive in preserving the colourful history of South African Airways.
The South African Airways Museum Society is based at the Transvaal Aviation Club at Rand Airport in Germiston. Historic items such as photographs, aircraft instruments, timetables and other important documentation are on display in the society's display hall. The display hall is open to the public, and the society regularly participates in open days to encourage particularly the younger generation of South Africans to take an interest in aviation as a potential career. One of South African Airways Museum Society's stated aims is to create an awareness of the greatness of South African aviation, and the role it has played in society.
Our static display aircraft are used to their fullest extent for aviation awareness programmes as well as for fund raising for the society. The aircraft are available for small corporate related functions such as board meetings and conferences, product launches, award ceremonies, even weddings. Much needed funds for the society's preservation efforts are generated from the utilisation of Lebombo and the other static display aircraft. The aircraft may also be utilised by training organisations for training of aircraft mechanics and technicians. It may be possible for certain maintenance procedures to be undertaken as training exercises, which will assist the society with its on-going preservation task, as well as being beneficial to students who will get an opportunity to work on "the real thing".
Our operational aircraft are leased to suitable operators who operate them on charter work to Southern Africa's exotic tourist destinations.
The South African Airways Museum Society is registered with various authorities as follows:
Non-Profit Company (NPC) Registration number 2007/005176/08.
Non-Profit Organisation (NPO) Registration number 227-403 NPO.
Public Benefit Organisation (PBO) Registration number 930025667.
South African Revenue Service (SARS) Section 18A(1)(A) approved.
South African Museums Association (SAMA) Gauteng North Branch Membership number SNi 04.
The members of the SAA Museum Society, all of whom are volunteers, have every reason to be immensely proud of their fine achievements in preserving the colourful history of South African civil aviation.
Our location – Rand Airport, Germiston
Dakota Crescent, Rand Airport, Germiston GPS: -26.241799, 28.159343 26°14’30.5”S 28°09’33.6”E
From the very beginning of civil aviation in South Africa, when most of the pioneering was being done by voluntary enthusiasts who formed light plane clubs the Rand provided the greatest material support for those who were opening up air traffic in South Africa. In 1929 when Imperial Airways made it known that they definitely intended to organise a service to South Africa, the energy and vision of the Municipality of Germiston (afterwards backed up by the Johannesburg Civic Authorities) laid the foundation of what would eventually become Rand Airport.
Germiston Aerodrome was officially opened on Saturday 24 August 1929. The aerodrome consisted of a grass-covered field and a hangar.
In 1931 the various Governments concerned concluded arrangements with Imperial Airways to run a service from London to the Cape. The Germiston Municipality was officially approached by the Union Government to provide an adequate airport capable of handling day and night traffic and of housing aircraft larger than any previously used in South Africa. As a result of the negotiations the Germiston Town Council voted £65,000 for the conversion of the old aerodrome into a properly equipped airport, and work started at once. One large and one small hangar as well as an administrative office building and workshop for Imperial Airways were constructed. A complete floodlighting system was installed and a number of cottages built for the staff of Imperial Airways. Also erected were wireless masts for communication with the Imperial Airways aircraft.
The Governor-General, the Earl of Clarendon, officially opened Rand Airport on Saturday 19 December 1931. Over 2,500 people drove, rode or walked to the aerodrome to attend the opening. The following day, 20 December 1931, the first Imperial Airways airmail from London arrived at Rand Airport.
In 1932 a full-time airport manager was appointed. Imperial Airways traffic, both mail and passenger increased rapidly. South African Airways, formed on 1 February 1934, moved its headquarters from Durban to Rand Airport in 1935.
As a result of increased activity at Rand airport a decision was made to improve facilities and a new air station was built to provide adequate control of the movements of aircraft from a properly equipped control tower, and to cater for the comfort of passengers by means of waiting rooms, baggage hall, Customs office and restaurant. Up till the time of the erection of the air station passengers’ baggage was dumped on the ground and sorted in the open while friends meeting air travellers were obliged to stand about in the open in all weathers for indefinite periods.
In addition, a clubhouse for the Rand Flying Club, a house for a resident Customs official, and a meteorological station were erected. Previous to the building of the clubhouse, flying club members were accommodated in a small reed roofed shack which, owing to the rapid increase in membership, soon became too small for them.
For the second time His Excellency the Governor-General, the Earl of Clarendon, officially opened the New Rand Airport on Monday 5 August 1935. At the time it was considered that sufficient development work had been done at the airport to last for many years. This was not so. The introduction of the Empire airmail, the continually increasing activity of South African Airways, the greater interest in private flying, all necessitated further development. Soon after the opening in 1935 seven more hangars were erected, a larger clubhouse built for the Rand Flying Club, the South African Airways administrative building was greatly enlarged, and buildings, temporary and permanent provided for the petrol supply companies and flying schools operating from the airport. Even this was not sufficient and in 1939 work began on constructing two further hangars as well as extensions to existing hangars and alterations and additions to the air station. A mess for South African Airways staff, a wireless workshop and engine workshop were also constructed.
The terminal building has remained virtually the same since it was built. The only noticeable change is the addition of a new control tower which was added on top of the existing structure. A special feature of the 1935 terminal building was the flat roof, which to this day is open to the public and gives a fine view across the airport.
For more information on the Rand Airport of today visit www.randairport.co.za
Our home – the old Transvaal Aviation Club building
The Rand Flying Club and The Transvaal Aviation Club.
The South African Airways Museum Society has, in its archives, some valuable historical documents that yield many interesting snippets of information about aviation in South Africa during the 1930s and 40s. One such collection consists of what the Museum has christened “The Rand Airport Scrapbooks” They contain a wealth of information in the form of minutes of meetings of the Rand Airport Joint Committee as well as a stunning collection of newspaper clippings and photographs dating from 1931 to 1947.
On page 120 of the minutes of the meeting of the Rand Airport Joint Committee 18 August 1932 the following is stated:
“(8) That the Joint Committee approves the action of the Superintendent in interviewing the Johannesburg Aeronautical Association, Germiston & Benoni Light Plane Clubs, and the de Havilland Company as reviewed in his report on Airport Development.
(9) That the Joint Committee records its desire for a Flying Club to be established at the Rand Airport at the earliest opportunity.
(10) That the Joint Committee, recognising the value of such a Club to the development of the Rand Airport, is prepared to sympathetically consider any special conditions regarding rents, landing and housing fees, and any other matters which the proposed Club may put forward in arriving at a basis for negotiation.
(11) That the Superintendent be authorised to negotiate with the Johannesburg Aeronautical Association, Benoni and Germiston Light ‘Plane Clubs, and de Havilland Company and any other body with the object of drawing up a scheme for the establishment of a Flying Club, to be known as the Rand Flying Club, at the Rand Airport, by bringing about the amalgamation of the interests of the three Clubs mentioned above, and to report to the Joint Committee in due course.”
In January 1933 a handful of aviation enthusiasts, met at the Rand Airport, then a rather discouraging stretch of sun-baked land with one hangar on it. They all had an unshakeable belief in the future of flying. There was the Rand and there were people. It only wanted drive, and hard work. They took what was to be an important step in furthering aviation in South Africa. They decided with firm optimism, to form the Rand Flying Club.
Their assets, one de Havilland DH.60G Gipsy Moth, ZS-ABE, known all over the reef as “Lady Betty”, and one instructor who went with her. Their liabilities were those of the old Benoni Light Plane Club.
In March 1933 the Rand Flying Club came into existence. The Joint Committee of the Rand Airport had faith in the new club and with foresight set aside a special enclosure for club members.
On page 120 of the minutes of the meeting of the Rand Airport Joint Committee 4 April 1933 the following is stated:
“ITEM “C4” Rand Flying Club
RESOLVED:
“That the enclosure on the North side of Hangar 4b be temporarily allotted to the use of the Rand Flying Club pending further developments.”
On page 130 of the minutes of the meeting of the Rand Airport Joint Committee 2 May 1933 the following is stated:
“Rand Flying Club Shelter.
The Chairman stated that the Rand Flying Club proposed to erect a rustic building in the special enclosure allotted to them by the Rand Airport Joint Committee. Members of the Club had promised to provide the material and do the work but they were short of certain deal timber that would be required in the construction of this building. The costs of this was £8. 12. 9d. They asked whether the Committee would be prepared to pay this item towards the total cost. The total estimated cost of the entire building was £45. 0. 0d. and the building would remain the property of the Rand Airport when the Rand Flying Club ceased to use it.
Clr. Palmer suggested charging a nominal rental for the ground.
RESOLVED:
(a) That the Rand Flying Club be informed that the Rand Airport Joint Committee would be prepared to contribute an amount of £8. 10. 0d. towards the cost of the proposed shelter on the completion of the building.
(b) That the Rand Flying Club be called upon to pay a rental of £1. 0. 0d. per annum for the exclusive use of that portion of the enclosure allotted to them.”
The members, much encouraged, turned out in the afternoons and on Sundays, and with their own hands built a homely shelter that served as a clubhouse. The club grew remarkably and by the end of 1933 had over 100 members. Early in 1934 members subscribed towards an aircraft fund which bought another aircraft, ZS-ADE a de Havilland DH.60G Gipsy moth, c/n unknown.
Owing to the rapid increase in membership, the rustic shelter soon became too small for the club and a brick and mortar clubhouse was built and officially opened on 24 May 1934. This building still stands but has been modified extensively.
Flying hours were on the increase with over 100 hours being knocked up month after month. Funds were improving and soon another aircraft, a de Havilland DH.60G Gipsy Moth, c/n 1865, ZS-ADY, was bought. Flying again jumped forward, and with it membership. Two more aircraft were bought, ZS-ABS a de Havilland DH.60M c/n 1367 and ZS-ABI a DH.60G c/n 1124.
The building of two tennis courts, which were officially opened on Sunday 24 March 1935, extended social activities. The monthly dances grew steadily in popularity, as too did the annual ball.
Other forms of social entertainment included Golf on the adjoining Germiston Golf Course, Boating on the nearby Victoria Lake and Rugby and Soccer on the fields of the airport. A Squash Court was built in 1939/40
Membership rose steadily, with 430 members toward the end of 1935. The club completed negotiations for the establishment of a Benoni Branch, from whence the Club originated, operating from Benoni Aerodrome, to cater for the needs of members of the Far East Rand.
The demand for flying grew steadily keener, and with the acquisition of more aircraft the club formed branches at Potchefstroom and Klerksdorp to provide for Western Transvaal members. The Rand Gliding Club was absorbed into the Rand Flying Club.
Additional machines, of varying types, both cabin and open were bought, so that flying at very low charges could be provided. The club’s fleet of ten power ‘planes and five gliders justified the Rand Flying Club in taking the unprecedented step of inaugurating its own workshops.
Progress was so rapid that the clubhouse, of revolutionary size when built, was now too small. The Joint Committee of the Rand Airport provided a new building for the Rand Flying Club in 1938.
His Excellency Sir Patrick Duncan, Governor-General of the Union of South Africa, and Lady Duncan, performed their first gesture towards civil aviation by honouring the Rand Flying Club with a visit during which they performed the opening ceremony on Saturday 8 August 1938.
During 1939 the club’s fleet consisted of:
The club made provision for Preliminary Flying instruction, Cross-country Flying, Blind Flying, Night Flying and “A” and “B” licence flying.
During the Second World War the South African Air Force (SAAF) 5 Wing used the clubhouse as an Officers Mess and the whole area was a SAAF station including their barracks, what was known as the Government Village, and the present Wits Rifles building was the NCO’s Mess and parade ground.
Imperial Airways and subsequently BOAC used it as a terminal building for transporting passengers to and from the Vaal Dam for their Shorts C Class flying boat schedules.
In 1960 due to lack of control the Rand Flying Club was liquidated and the Transvaal Aviation Club was formed in 1961. This too was a very successful club and membership was limited to 1,000 members in the 1970s.
The Transvaal Parachute Club was a subcommittee of the club.
Sadly The Transvaal Aviation Club closed down in 2012.
The runways of Rand Airport are clearly visible from the garden of the TAC building and afford visitors a wonderful opportunity to view the activity of aircraft at Rand Airport.
Entertainment for children consists of a jungle gym.
The South African Airways Museum Society Display Hall and Ian Carrol Library are housed in the old TAC building.
The SAAMS aircraft park is on the eastern side of the old TAC building.
Our Goals
· To preserve for future generations world-wide the history of aviation in South Africa.
· To maintain an interactive museum. To display aircraft and mementoes of aviation in South Africa and provide a detailed history from the inception of aviation to the present day.
· To celebrate South African Aviation by, preserving artefacts, paying tribute to the pioneering personnel who established aviation in South Africa, and telling their story.
· To tell the story of South African Aviation from its humble beginnings by:
* Providing suitable facilities for the public at large to view the wonderful collection of aviation memorabilia and artefacts of South African aviation history that have been collected since the organisation's inception.
* Collecting, preserving and restoring artefacts relevant to South African Aviation.
· We wish to ensure that volunteer workers experience enjoyment while working at the museum.
· We undertake to make visitors feel welcome and gain an insight into the colourful history of aviation in South Africa.
· The South African Airways Museum Society is the only museum of its kind in South Africa collecting and preserving the history of the National Carrier as well as that of general civil aviation in the country.
· We believe that by supporting our organisation with its on-going development a valuable asset will be created which will:
* Develop the South African Airways Museum Society into a World Class Museum that will afford visitors an opportunity to view the progress that aviation has made since the early days.
* Preserve the past, link it to the present and help future generations glean an insight into the evolution of aviation in South Africa.
* Provide a research facility of books, documents and film and video material relating to South African Aviation.
* Display original artefacts and material in the museum's exhibits. Where no original material is available a suitable substitute may be used.
Open Times
Open Tuesday-Sunday & Public Holidays 09h00-15h30.
Closed on Mondays. However, we are open if the Monday is a public holiday.
Closed on Christmas Day, Day of Goodwill & New Year’s Day.
Facilities for the Visitor
Aircraft Park
The management of Rand Airport have generously donated the use of a tract of land adjacent to the final approach of runway 11 for the SAA Museum Society to use to display its collection of Static Display Aircraft.
Our B747, ZS-SAN, Lebombo, is open for viewing. However the cockpit is closed as the aircraft is considered "Live".
There is a B747 "Classic" Simulator which is identical in all respects to the B747 cockpit and this may be viewed.
The simulator is not operational.
Members of the public are welcome to take photographs of the aircraft.
Should interior access be required to any of the other static display aircraft then application must be made in writing, via e-mail, (Contact Us) stating the number of visitors wishing to view inside the aircraft. This will then be treated as a "Guided Tour".
Ideally at least a week's notice is required for "Guided Tours" to give us sufficient time to allocate a Tour Guide.
Bookings for Guided Tours and School Tours are essential.
The SAA Museum Society facilities are also made use of by companies for their corporate related functions as well as film and television companies producing feature films, and commercials as well as the general public for photo shoots. Matric farewell photo shoots are popular.
Film shoot for scenes for the movie “Invictus” with Clint Eastwood, 16 April, 2009. Photograph: Sean Blaauw.
Lapa with braai and tables for functions. Seats 50 people. Preparations under way for a 30th birthday event, 3 October 2015. Photograph: John Austin-Williams.
Photo shoot by Juanette van Schalkwyk
Fifty Shades of Boudoir series photoshoot, 30th June 2016.
With Petra Rossouw.
Photographer Juanette wrote…
“This was the Fiftieth Shade post in my Fifty Shades of Boudoir series.
I expected to have a great photoshoot with Petra at the SAA Museum, but it exceeded all my expectations.
This is such a huge milestone for me and I am beyond excited to share this with you! Although this is the 50th Shade, I have done almost near a 100 boudoir shoots.
I started my photography career wanting to only shoot weddings, but after I did my boudoir workshop in the beginning of 2012 I fell in love with this genre and since 2014 I have focused all my energy on these kind of shoots as well as fitness shoots – trying my best to bring in a variety of themes into my shoots.
These shoots have become the heart and soul of whom I am and what I try to offer my clients – and I have been blessed with the most amazing clients to date.
Petra’s make-up was done by the always brilliant Cosmetiek (www.cosmetiek.co.za) and she nailed the look to the dot.
I think those red lips together with her model experience made it so easy for me to get these amazing photos.
We did the shoot at the SAA Museum at Rand Airport and we’re ever grateful for their effort to make this one of the most unforgettable shoots I have ever done.
Kind regards, Juanette.”
Website:
Direct link to the rest of the photographs from Petra’s shoot below.
Display Hall
The South African Airways Museum Society display hall is located in the old TAC building situated on the eastern side of Rand Airport. Historic items such as photographs, aircraft models, crew uniforms, aircraft instruments, timetables and small artefacts of SAA and general civil aviation memorabilia are on display.
The Ian Carrol Library
Over the years, the SAAMS has amassed a wonderful collection of aviation related books, technical manuals, historical documents, photographs, magazines and historic footage etc. which are now housed in our library. The material in the library is available for research purposes. It may not however be removed from the library.
Museum Shop
Our Museum Shop carries a wide range of aviation related items that will appeal to both the young and old. Items included: T-Shirts, Magazines, Books, Toys, Aircraft Models, Caps, Badges and DVDs.
Some examples of collector’s items for sale in the SAA Museum Society Gift Shop are featured below. For distant shoppers, please send your enquiry to info@saamuseum.co.za
Book. Winged Springboks 1934 to 1996. Author: Ivan Spring. The aircraft of South African Airways through sixty-two years as Africa’s premier air carrier. Product code: 0958397740.
South African Airways Museum Society Cap, Dark Blue and Pink. Product codes: SAAMSCAPBLUE and SAAMSCAPPINK.
Poster. SAA Museum Aircraft – Boeing 737-319 ZS-SMD. Product code: PVP-91.
Guided Tours
Guided Group Tours must be pre-booked for more than 15 persons.
A tour group being briefed by museum tour guide (docent) Luke-Leon van Tonder prior to a guided tour. 18 October 2014. Photograph: John Austin-Williams.
Rex Mpando, museum caretaker and tour guide, giving an entertaining and informative guided tour. 2 September 2017. Photograph: John Austin-Williams.
School Tours
The Museum is a wonderful aviation-related educational experience. School Tours must be pre-booked.
16 October 2006. Photograph: Sean Blaauw.
Marketing and Promotional Material
A5 flyer of which five thousand are printed at a time and handed to visitors.
Functions and Events
Functions or Events can be held in the hangar, braai/lapa area, the B737 or B747 “Lebombo. Events such as: Aircraft Cabin Crew training, Award ceremony, Birthday, Board meeting, Car/Bike Club outing, End of year, Christmas, New Year’s Eve, Fashion Show, Lecture, Photo/film/video shoot, Wedding, Flea Market etc.
Old Mutual function in the Hangar, 24 March 2018.
Old Mutual function in the Hangar, 24 March 2018.
Refreshments
There is a delightful restaurant inside the old Transvaal Aviation Club (TAC) building. A variety of scrumptious meals is available. There is a playground area for children. One of the Rand Airport taxiways passes directly in front of the facility and affords aircraft spotters and photographers a choice spot.
Membership and Activities for members
A Membership Application form can be downloaded off the SAA Museum Society website
Some membership benefits are:
· Free Admission every time you visit the Museum · Participation in Museum restoration projects and activities · Participation with the Museum at the annual Rand Airport and air shows
Volunteers run the SAA Museum Society. We appeal to you, the aviation enthusiast, to join our society and afford yourself the opportunity of savouring the pleasures of preserving South Africa’s aviation heritage. Depending upon your interests you can participate in a wide range of activities.
Firstly and not necessarily foremost you can join the restoration team and work on our various static display aircraft. Most of the time the work involves cleaning many years of dirt, oil and grime from the aircraft. Working on the operational aircraft is possible and is conducted under strict supervision by qualified personnel and is limited to mostly cleaning the exterior and interior of the aircraft.
For those of you who like to keep your hands clean. Yes, you guessed it, paperwork. Over the years we have collected a vast amount of paperwork, stunning black and white photographs, boarding passes, newspaper clippings, air show programs etc., the list is endless. All of which need to be sorted, catalogued and stored in the correct place.
Workdays
Official workdays are normally on Saturdays. It is advisable to check with the restoration team leader or contact us to establish what workdays are being held.
Please wear old clothes.
After a hard day’s work you can relax, enjoy a braai and general museum chit-chat with the other members.
There may even be some aircraft buzzing about.
Meeting
Meetings for members and guests are held from time to time and one can participate in lively topical discussions.
Occasionally entertainment at these meetings may take the form of a guest speaker, the showing of an aviation related video, or an aviation quiz.
For dates and details of upcoming meetings please contact any one of the committee members as listed on our website www.saamuseum.co.za
The January meeting is normally held closer to mid-January to allow for holidaymakers to return home.
Annual General Meeting
The Annual General Meeting is held in of August of every year.
If it is a Voting AGM i.e., for a new committee, paid-up members must please submit nominations for the new committee to the secretary, no later than 14 days prior to the AGM.
Any Motions to the AGM must be sent to the secretary, no later than 14 days prior to the AGM.
Venue: SAAMS Facilities, Rand Airport.
Docent (Tour Guide)
A docent (the word being derived from the Latin word docere, meaning to teach) is officially defined as a professor or university lecturer, but the term has been expanded to designate the corps of volunteer guides who staff many of the museums and other educational institutions in the world. Docents are educators, trained to further the public's understanding of the cultural and historical collections of the institution.
Docent, Blessed Chisanho, guiding a visiting family around the museum, 30 April, 2016.
Volunteer
Museum volunteer Emmanuel Mudzielwana. Boeing 737, ZS-SMD, wash day, 27 February, 2016.
Volunteer at the Museum. We are constantly in need of volunteers to staff the Museum each day during open times. Members are often reluctant to volunteer because they do not feel they know enough about our collections or how to act as tour guides. We have addressed this by compiling a document covering the history of our organisation, what you are currently reading, as well as a tour guide manual, available on request.
SAA Museum Society Past and Present (Part 1)
A comprehensive history originally compiled by John Austin-Williams in 2005.
John acknowledges the following for their invaluable contribution in compiling the history of the SAA Museum Society.
Brendan Odell Dave Ackerman Dave Becker Flippie Vermeulen Hans Pearson Johann Prozesky Karl Jensen Richard Hunt Steve Morrison
South African Airways, one of the World’s oldest Airlines, was formed on 1 February 1934, a mere 30 years after the Wright Brothers had made their first powered flight on 17 December 1903. Since its inception, SAA has utilised numerous types of aircraft, from single engined carrying just one passenger to the largest, powered by two, three or four jet engines, transporting up to several hundred passengers, to all corners of the globe.
Since humble beginnings, the airline has had four homes. Stamford Hill in Durban, Rand Airport in Germiston, Palmietfontein Airport, just south of Johannesburg, and Jan Smuts Airport - later renamed Johannesburg International and now called OR Tambo International Airport - in Kempton Park. Faced with many challenges over the years, SAA became known in the industry for its innovative approach, which in turn resulted in it having a fascinating history. From the outset, it formed part of the then South African Railways and Harbours Administration, and it was the responsibility of the Railway Museum at Johannesburg Station to preserve the airline's history. By the end of the 1960s, this collection consisted mainly of photographs, models, uniforms and other interesting items, but due to a lack of space, no actual aircraft.
Numerous SAA employees supported the museum in expanding the collection. Johann Prozesky was one of them, with a special interest in the history of the individual aircraft operated by the airline since 1934. In 1972, he came across a somewhat neglected looking aircraft at Grand Central Airport, in the Midrand of today - none other than ZS-ASN, a Lockheed L18-08 Lodestar that formed part of the SAA fleet from 1939 until 1955 when it was sold to A.O.C. (Aircraft Operating Company) and used for aerial photography and survey work. Time had taken its toll, however, and ZS-ASN had been put out to pasture, unlikely to ever fly again. Although the Railway Museum did not have the facilities to handle an aircraft of this size, Johann persuaded the curator of the Railway Museum to approach the owners of the aircraft to donate the aircraft to the Administration for preservation and eventual display at a museum that was yet to be. A.O.C.'s Mr. Albert "Late" Lategan was very supportive, and without much persuasion, agreed to the request.
As the airline's Personnel & Training Engineer, Johann was in the ideal position to arrange for the aircraft to be towed to the then Jan Smuts Airport for temporary storage. With its wings removed, ZS-ASN entered the SAA technical area on 3 December 1973 and was stored in Hangar 4. In Dave Ackerman, of the SAA Apprentice Training School, Johann found a willing and abetting ally and restoration work by the apprentices resulted in ZS-ASN making her public debut during an open day held in the SAA technical area on 10 October 1975, resplendent in the airline's post-war "blue and silver" colours. The significance of this aircraft is that it is the oldest aircraft in existence in South Africa - and in all likelihood in the world - that saw service with SAA.
In September 1972, Johann Prozesky met up with another ex-SAA aircraft at White Waltham airfield, near London. It was ZS-BCC, a de Havilland DH.104 Dove, which had seen service with SAA from December 1947 to March 1952. The aircraft, now registered G-AWFM was being operated by Fairey Surveys, and he managed to keep track of it until it was sold, for use as spares, to Fairflight, a charter airline operating from the famous Biggin Hill airfield in Kent. With the help of the late Alan Bell, the South African representative of Hawker Siddeley Aviation in England (which had taken over de Havilland), a generous donation of £500 was made for the purchase of the remains of "Wanted for Murder" as the aircraft had become affectionately known.
On a cold and misty October day in 1978, several SAA personnel began to disassemble the aircraft and it was later transported in a furniture removal van to Salisbury Hall, a stately home north of London for temporary storage. Salisbury Hall is famous for being the birthplace of the de Havilland Mosquito war-time bomber, and now home to the Mosquito Aircraft Museum.
The first sections of the Dove left Heathrow Airport in the hold of a SAA Boeing 747 in February 1979, and by 4 November 1980, the SAA apprentices had re-joined the fuselage and wings of the aircraft for ZS-BCC to become a permanent static exhibit. During the restoration process much assistance was received from the late John "Jack" McVicar Malloch of Air Trans Africa in the then Salisbury, Rhodesia. They donated amongst other items a rear cabin bulkhead.
Shortly thereafter, yet another aircraft made its appearance at Jan Smuts Airport, ZS-DVJ, a Lockheed L1649A Starliner that once formed part of the fleet of Trek Airways. In its heyday, the Starliner was considered by many to have been "Queen of the skies", and this particular aircraft, adorned with SAA titles, was used on the scheduled service across the Indian Ocean to Perth, as well as for ad-hoc charter flights. When its useful life ended, it was flown into a dirt landing strip north of Warmbaths, now Bela-Bela in Limpopo Province, for use as a roadside restaurant. This venture did not prove to be a success, and in view of the connection the aircraft had with SAA, its owners, the "Afrikaanse Taal- en Kultuurvereniging" agreed to its transfer and addition to the historic aircraft collection. This was easier said than done and once again, Dave Ackerman together with his team of instructors and apprentices came to the rescue. The aircraft had to be dismantled on site, and prepared for road transportation to the then Jan Smuts Airport. The Abnormal Load section of the Railways supplied suitable low loaders to transport the fuselage as well as the wings, and in view of the size of the load, a pre-planned circuitous route had to be followed to avoid low overhead bridges, etc. This part of the project was completed in May 1979; thereafter the arduous task of reassembling the Starliner began. The two halves of the wing had to be re-joined before being attached to the fuselage. The undercarriage was fitted and empennage replaced before the four turbo-compound piston engines were re-installed.
SAA was approaching its 50th anniversary and preparations for the golden anniversary began in the late 1970s. The thought arose to acquire an example of SAA's first true airliner, the Junkers Ju 52/3m, to be the focal point of the celebrations and simultaneously suitably represent the fleet of long ago - but none of the aircraft that formed part of the pre-war fleet still existed. The remains of other Ju 52s were still to be found in southern Africa, in Mozambique and near Figtree in Zimbabwe, but none were fit for restoration to flying condition. Negotiations with the Portuguese Air Force, which had some aircraft available at Alverca Air Force Base proved unsuccessful and it soon became apparent that SAA would have to settle for a CASA 352L, a version of the Junkers Ju 52/3m built under license in Spain. At that time Abercrombie "Duke" Davidson was SAA's Technical Director, and he supported Johann in the venture to acquire G-BFHE from Warbirds of Great Britain with the help of Airbus Industrie.
On 12 May 1981 G-BFHE, took off from Blackbushe airfield south-west of London on the first leg of its delivery route to South Africa. The aircraft was flown across the English Channel to Lemwerder, north of Bremen, where it was disassembled by a team of SAA personnel. The next stage of its delivery journey involved a short trip by ferry boat up the Wesser River to Bremerhaven, where it awaited the Le Havre-registered "ro-ro" Roll On Roll Off, ship "Ronsard" for the sea journey to Durban. The unusual cargo was offloaded on 6 July, and a week later it arrived at Jan Smuts Airport.
Its arrival in South Africa saw the resumption of a collaboration between South African Airways and the legendary aircraft manufacturer Junkers, which blossomed in the 1930s prior to the outbreak of World War II in 1939.
Restoration work began in earnest in late 1982, with volunteers assisting Dave's apprentices with the project. "Tante Ju", as this - and all other - Ju 52s are now affectionately known took to the air again on 14 January 1984 after an extensive rebuild. She was officially registered ZS-UYU, this being painted under the left wing and in small letters on the rear of the fuselage. On 1 February 1984, the aircraft, in 1934 livery complete with authentic livery registration letters ZS-AFA, took off from Jan Smuts Airport and arrived overhead Rand Airport terminal on schedule at 14:30 to the delight of the expectant crowd. SAA had turned 50.
The acquisition by SAA of historic aircraft was on a roll, and the success of the Ju 52 project resulted in other airlines following suit - amongst others Lufthansa (also with a Ju 52, registered by arrangement with the German Aviation Authority as D-CDLH discreetly positioned under its wing but wearing the historic registration D-AQUI of the 1930s clearly visible on the fuselage) and KLM with a Douglas DC-2, registered PH-AJU. Back in South Africa the Lodestar, Dove and Starliner coupled with an airworthy example of a "Tante Ju", created immense interest and enthusiasm amongst SAA staff, old-timers as well as individuals outside of SAA. As a result it was decided, in early 1986, to establish a "historical section" and The South African Airways Museum Society, (Die Suid-Afrikaanse Lugdiens Museum Vereniging) a non-profit organisation run entirely by volunteers, was born. Although the Museum Society was officially formed in August 1986, the first work party was held on 29 June 1986. Collecting and preserving the history of South African Airways as well as that of general civil aviation in South Africa had begun.
The Ju was certified to carry passengers, officially registered ZS-AFA, and soon became a familiar sight over Johannesburg carrying passengers on nostalgic flips. The sonorous drone of her three Pratt & Whitney engines stirred the Johannesburg air on Saturday afternoons and Sunday mornings as she flew low over Johannesburg city and environs.
Members of the SAA Museum Society were actively involved with these half-hour flights. They would assist with ticket selling/collection, cleaning/preparing the Ju for the next flip (yes removing air sickness bags), refuelling/re-oiling, cleaning windows and checking stock of refreshments.
The majority of the aircrew were museum members.
The museum shop was always present and this proved a good source of income as passengers inevitably spent some money on aircraft models, especially of the Ju, badges, caps and T-shirts.
Flipping was extremely popular and the aircraft worked hard. Her pilots consisted of SAA cockpit crew who gave freely of their time to fly her. Many a retired SAA member arrived for a flip, several had been involved with the aircraft type in "the old days back at Stamford Hill and later at Rand Airport" prior to WW2.
Many of "the old-timers" brought with them items of a historical nature, relics of SAA's past, to donate to the museum. Old tickets, menus, newspaper clippings, photographs, uniforms, aircraft models, and books began to accumulate and these were displayed in the museum's makeshift display area in the hangar that housed the Ju back at Jan Smuts Airport.
Stories abounded about the halcyon days of aviation and many a day's flipping turned into a night of stories in the pub, the "oldies" entertaining one another and the youngsters with anecdotes of a bygone era. Many old friendships were renewed.
The beloved Junkers Ju 52/3m ZS-AFA “Jan van Riebeeck”, Parys air show 25 April 2009. The aircraft that resulted in the formation of South Africa Airways Historic Flight. Photograph: Omer Mees.
At this point it is necessary to briefly outline the history of South African Airways Historic Flight as the SAA Museum Society had always enjoyed a very close working relationship with the organisation.
South African Airways Historic Flight
After the fiftieth anniversary celebrations of SAA in 1984, the Ju 52 kept on flying on an informal basis, first in the experimental category, registered ZS-UYU which was painted under the left wing, until it had accumulated 500 hours, where after the South African Civil Aviation Authority awarded it with its full C of A (Certificate of Airworthiness) allowing it to carry fare paying passengers.
Flipping and the occasional charter flight, mainly for the Swiss market, kept it flying, but hardly enough to pay its own way. Up to 1988, the Ju 52 operation was the responsibility of the Airbus A300 Fleet Captain, Captain Francois Potgieter.
When he moved from A300s to the B747, Captain Mitchell appointed Captain Flippie Vermeulen, the then Fleet Captain on B737 to take over the Ju 52 operation.
It was not long before Captain Flippie Vermeulen realised that with the Gulf Crises taking its toll on the airline industry world-wide there was a serious threat to the Ju 52 operation, which could never sustain itself commercially.
It was then that he decided to try and get a mandate from the SAA Executive management to formalise the Ju 52 operation in order to be able to utilise the marketing mechanism of SAA.
The initial request for the formation of a profit centre within SAA to take care of the Ju 52 operation was made by Captain Vermeulen in the beginning of 1989 and the approval was eventually obtained on 23 November 1993, with Mr. Mike Myburgh as Chief Executive SAA.
The request to the SAA Executive management was to approve the formation of the SAA Historic Flight as a profit centre within SAA to take care of the vintage aircraft operation.
In the meantime Mr. Johann Prozesky had negotiated with the South African Air Force to obtain a Douglas DC-3 and a DC-4 as static examples of the former SAA types.
Captain Vermeulen however decided that since the DC-3 and DC-4 still had some commercial potential, it would be a good idea to reintroduce them as flying aircraft into the newly formed entity, which was still awaiting approval from the SAA Executive management.
In early 1993, the DC-3 ZS-BXF and on 5 April 1993 the DC-4 ZS-BMH were delivered to SAA at Jan Smuts Airport. Both aircraft had seen service with SAA before being disposed of to the SAAF.
The SAAF agreed to deliver ZS-BMH to SAA with a fresh C of A after a C-check by Hunting Aviation at Rand Airport. This enabled Captain Vermeulen to introduce the DC-4 commercially, even before the SAA Historic Flight had been formally approved and without an operating budget.
Mr. Danie Brits, the then Executive Manager of SAA Technical, played a major role in getting the DC-4 back onto the South African civil register especially since the SAA Historic Flight had not been formally approved at that point.
On 8 April 1993, Captain Flippie Vermeulen, Captain Lorrie Raath and Flight Engineer Alf Mairs, left Johannesburg with ZS-BMH on its first commercial flight again. This Captain Flippie Vermeulen hoped would help to establish the SAA Historic Flight as a commercial venture which would be totally independent.
The DC-3, ZS-BXF, needed a complete D-Check before it would be awarded a full C of A and it was only completed in late 1993 when Captain Brian Stableford took it on its first test flight.
The SAA Historic Flight business expanded rapidly and soon requests were coming in from international companies such as Swiss Air who wanted to utilise a DC-4 to commemorate the 50th anniversary of their first Trans-Atlantic flight in 1997.
The SAA Historic Flight was contracted to do this and would need another DC-4 preferably one with long range tanks, which ZS-BMH did not have.
Captain Flippie Vermeulen then negotiated the acquisition of the second DC-3, ZS-BXJ, as well as the second DC-4, ZS-AUB. ZS-AUB was originally operated by SAA. The DC-3, ZS-BXJ, had never seen service with SAA.
On 16th December 1995 Captain Flippie Vermeulen, Captain Johan Dries and Flight Engineer Officer Alf Mairs did the delivery flight of ZS-AUB from Waterkloof to Jan Smuts, the aircraft was still in SAAF colours.
The SAA Historic Flight achieved numerous highlights with DC-4s such as:
The flight to Oshkosh in 1994 with ZS-BMH.
Rounding Nord Kap in Norway, the northern most point of the European continent on 30 May 1996 with ZS-BMH.
Four Atlantic crossings, in Swiss Air colours, in 1997 with ZS-AUB.
Landing at Templehof Airport during the Berlin Airlift celebrations in August 1998 with ZS-BMH.
Participating in numerous international air shows in the USA and Europe from 1994 and 2000, ZS-AUB and ZS-BMH.
In 1999, Coleman Andrews, then the man at the helm of SAA, informed Captain Peter Cook, the then Executive Manager Flight Operations, that they (Coleman and his advisors), had decided that the SAA Historic Flight must be shut down and the assets must be disposed of.
Captain Flippie Vermeulen then negotiated with the Board of Trustees of the Transnet Heritage Foundation to take over the assets of the SAA Historic Flight before Coleman Andrews could dispose of it, and thereby securing the future of the SAA Historic Flight.
A new home had to be found for the new SA Historic Flight.
The Transnet Heritage Foundation had agreed to the new name SA rather than SAA Historic Flight since SAA was no longer willing to support it and the name SAA could not be used.
Captain Flippie Vermeulen again came to the rescue by negotiating with the then Chief of the SA Air Force, General Hechter, to relocate the SA Historic Flight to Swartkop Air Force Base at Valhalla.
The big move of the SA Historic Flight took place during the month of April 1999 with the help of a lot of volunteers from the SA Historic Flight as well as from the SAA Museum Society. Captain Flippie Vermeulen left the SA Historic Flight in October 2000 and returned to full time line flying on the B747, with SAA.
During the latter half of 2005 SA Historic Flight underwent some changes and the organisation ceased operating. Eventually in September 2006 it was announced that SA Historic Flight was to relocate from Johannesburg International Airport to Rand Airport in Germiston, and resume operations.
On Monday 18 September 2006 the Skymaster aircraft, ZS-AUB and ZS-BMH were ferried to Rand. The DC-3 would follow shortly. The Junkers Ju 52/3m would remain at JIA in a hangar.
Since those humble beginnings South African Historic Flight developed into a world-class vintage aircraft operation offering travellers the experience and romance of a bygone era of stylish air travel with a fleet of meticulously restored historic aircraft. This specialist vintage charter organisation takes one back in time to an era of stylish elegance and luxurious air travel.
With low altitude daylight flights and superior service SA Historic Flight provide a unique en-route experience to places not normally accessible by schedule flights.
Their highly experienced and dedicated flight crew pamper passengers during the entire duration of their trip.
At the end of 2007 the entire asset base of the South African Historic Flight was donated to the South African Airways Museum Society. ZS-BXJ (2) was sold to Flippie Vermeulen.
In December 2007 the SAA Museum Society entered into a lease agreement with Skyclass Aviation to operate the two DC-4s and the DC-3.
SAA Museum Society Past and Present (Part 2)
In March 1987 the SAA Museum Society acquired its first aircraft, a Vickers Viking Mk. 1A.
This aircraft belonged to Trek Airways and after retirement from service became a landmark atop Vic de Villiers’ “Vic’s Viking Service Station” in Armadale, south of Johannesburg.
It was realised, however that its restoration would be a major undertaking.
The Connie was the more popular aircraft – and in view of the Society’s rather limited resources – a better candidate for restoration, and work on Starliner “DVJ” began in earnest after the formation of the SAA Museum Society.
On Saturday the 30th of April 1988 the Museum Society, in conjunction with SAA and SAA Technical held the first Wings and Wheels Day at SAA Technical.
On Saturday the 27th of April 1991 the Museum Society, in conjunction with SAA and SAA Technical held the second Wings and Wheels Day at SAA Technical.
On Friday evening, 26 April 1996, the museum held a Trek Airways Reunion Nostalgia Dance.
The event, held in hangar 2 at SAA Technical, was a roaring success.
Front of the ticket.
Back of the ticket with directions to the venue, SAA Technical, hangar 2.
The menu cover. Inside was information about the Museum’s aircraft and those of SAA Historic Flight plus details of the Fine Air Fare available for the evening ahead. The back of the cover contained a short synopsis of each organisation. Several copies of the menu survive in the museum’s library.
The Museum Society relocated to Swartkop Air Force Base in Pretoria, in 1999, and set up a museum display hall for the impressive collection of SAA and civil aviation artefacts and memorabilia that had been collected. The museum entered the electronic age with an Internet website www.saamuseum.co.za and this has given the society world-wide exposure.
The Society was now “on the map”. South African Historic Flight, who by now had added two Douglas DC-4 and a Douglas DC-3 aircraft to compliment the Ju, had also relocated to Swartkop taking with them the Lockheed Lodestar and de Havilland Dove. Members of the Society were still able to savour the sights and sounds of the vintage aircraft operated by the Historic Flight. It was indeed an aviation enthusiast’s haven with the likes of Douglas DC-3 and DC-4 aircraft and of course the beloved Junkers Ju 52/3m. The Starliner and Viking remained behind at Jan Smuts Airport, the Museum Society unable to bear the costs of relocating the two aircraft to Swartkop.
In March 2002 the South African Airways Museum Society approached SAA with a request to donate, a soon to be retired from service, Boeing 747 aircraft to the South African Airways Museum Society. To the Society’s delight SAA agreed and Boeing 747-244B “Lebombo” was the earmarked aircraft – a very appropriate choice as it was the first “Jumbo Jet” to be seen in South Africa when it arrived on 6 November 1971. SAA’s B747-200 aircraft were named after South African mountain ranges and ZS-SAN took the name of the Lebombo mountain range that forms the border between South Africa and Mozambique.
After a series of negotiations as to a possible location for the aircraft to be housed, a decision was made to take Lebombo to Rand Airport. The management of Rand Airport was most encouraged by the preservation efforts of the Society and was extremely enthusiastic about having a museum at their airport. The choice of Rand Airport meant that the association with SAA in its formative years, would be resumed after a break of more than 50 years. The terminal building and many of the hangars and workshops still in use today, are basically as they were at the time SAA transferred its operation to Palmietfontein and later Jan Smuts Airport.
On 4 May 2003 Lebombo thrilled crowds at the annual Rand Airport air show with a spirited display. She also now wore the SAA Museum Society logo on the left side just in front of door one. She had been carrying the Museum logo for some time and as she plied her trade around the world many aviation enthusiasts began to learn that the old girl was destined to be preserved.
The society was in search of much needed funds and approached SAA with a plan to use Lebombo for a once-off nostalgia sunset flight for aviation enthusiasts. The sunset flight on the 13th of September 2003 was a resounding success.
The Museum Society vacated their small grey building and bade farewell to Swartkop and set up home at Rand Airport in January 2004. To accommodate the landing of the Society’s new acquisition all the stops were pulled out. One of the biggest contributions to the project was generously donated by Barloworld Equipment who provided all the necessary earthmoving equipment and personnel in order to widen Rand Airport’s main runway.
On Friday 5 March 2004, a very dull and overcast day, ZS-SAN performed a textbook landing on runway 11 at Rand Airport. The acquisition by the SAA Museum Society of the “Jumbo” is possibly the single most proactive event in preserving civil aviation history in South Africa.
CAT EQUIPMENT SEES OLD “JUMBO” JET INTO RETIREMENT
Caterpillar equipment – donated by the Barloworld Equipment Cat Rental Store – widened runway 11/29 at Rand Airport for the last landing of “Lebombo”.Barloworld Equipment deployed a Cat 740 articulated truck (AT), a Cat 962G wheel loader, a Cat CS-533D compactor and a Cat 140H motor grader and completed this unusual task in four days, having compacted nearly 1 800m of runway.
By 2004 the SA Historic Flight had been in operation for 5 years at Swartkop. The Lodestar and Dove had spent the entire time languishing outside in the harsh South African climate with no maintenance being carried out, save for the odd emergency repair done by SAAMS personnel. The SAAMS had approached SAHF on several occasions for a small budget with which to maintain the aircraft but to no avail. Finally in mid 2004 the SAHF management buckled to pressure from the SAAMS and agreed that the Lodestar and Dove be relocated to Rand Airport and looked after by members of the SAAMS.
The Lodestar and Dove were disassembled as necessary and on Sunday 5 September 2004 the Dove was relocated to Rand and on 17 October 2004 the Lodestar was relocated from Swartkop Air Force base to Rand Airport for public display. The two aircraft were in a very poor state and were brought up to display condition within a few months after their arrival. The Lodestar was given new carpeting, new curtains and new upholstery on the seats. The Dove was given a thorough clean and new fabric covering applied to the control surfaces.
The South African Airways Museum Society is committed to preserving, for future generations, the early history of aviation in the South Africa. The SAA Museum Society maintains in segments of its building space an interactive museum and displays aircraft and mementoes of civil aviation in South Africa providing a detailed history from the inception of aviation to the present day. The Society celebrates South African Civil Aviation by preserving artefacts, paying tribute to the pioneering personnel who established aviation in South Africa, and telling their story. The museum provides facilities for the public at large to view the wonderful collection of aviation memorabilia and artefacts of South African civil aviation history that have been collected over the years. The members of the society will continue collecting, preserving and restoring artefacts relevant to South African Civil Aviation. One of South African Airways Museum Society’s stated aims is to create an awareness of the greatness of South African aviation, particularly amongst the previously disadvantaged communities. The organisation is run by a volunteer group of passionate enthusiasts who are highly motivated people dedicated to the preservation of civil aviation history in South Africa.
The South African Airways Museum Society display hall is located in the Transvaal Aviation Club (TAC) building situated on the eastern side of Rand Airport. Historic items such as photographs, aircraft models, crew uniforms, aircraft instruments, timetables and small artefacts of SAA and general civil aviation memorabilia are on display. The museum library has a large selection of aviation-related books and videos. A souvenir shop is located in the museum display hall.
The Transvaal Aviation Club is steeped in history and has a wonderful nostalgic atmosphere. Refreshments are available in the restaurant in the old TAC building. There are spacious lawns with tables and one can spend hours watching aircraft. There is a kiddies play area and good aircraft photo opportunity for those interested.
The SAA Museum Society holds its monthly meeting on the first Tuesday of every month in the display hall. Here members and guests participate in lively topical discussions. Entertainment may include a guest speaker, aviation related video, or aviation quiz.
The Society offers a wide range of activities for members. The aircraft restoration group affords the technically minded the opportunity to work on the various static display aircraft. Those members who like to keep their hands clean can immerse themselves in sorting through newly acquired material in the form of newspaper clippings, photographs and assorted artefacts etc., all of which need to be catalogued and displayed or stored. Another activity for members is assisting with the museum shop at air shows. Items on sale include aircraft models, stickers, posters, badges, aviation videos and new as well as second-hand aviation related books. From time to time the society hosts Nostalgia Evening Dinner-dances as well as “Wings & Wheels” days. Profits from these activities are put back into the Society for various projects.
Although a great distance separated the Society from the South African Historic Flight operation at Swartkop, a close working relationship between the two organisations existed and museum members often assisted the technical crew who maintained the Historic Flight aircraft.
In November/December 2005 the SA Historic Flight operation was relocated from Swartkop to Johannesburg International Airport. The outfit was closed by January 2006 and the aircraft grounded. It took many months for the operation to be handed back to SAA from the Transnet Foundation. On Monday 18 September 2006 the two DC-4 aircraft were ferried to Rand Airport. SA Historic Flight was to begin operation out of hangar 4 at Rand.
On 10 October 2004 the SAAMS were at it again, this time a letter was written to the Chief of The South African Air Force requesting that they donate an ex SAA Boeing 707 to the Museum Society. As luck would have it they agreed, after much letter writing, and the SAAMS invited a SAAF delegation to visit the museum and witness first-hand the society’s activities. Progress was slow and inspection of the aircraft, SAAF 1421, ex SAA ZS-SAI “East London”, was conducted during November 2004 to determine the exact requirements for the aircraft to be made serviceable for a once-off ferry flight to Rand Airport. As of January 2006 the feasibility study for getting the aircraft ready for a once of ferry flight was still underway, there were many items to be ironed out in order for the donation to become a reality, but the obstacles did not appear to be impossible at the time. Unfortunately time passed and funds were not available to get the aircraft serviceable for a once-off ferry flight. All was not lost and in 2011 the museum was most fortunate to take delivery of a large portion of the fuselage, including the cockpit, as well as the vertical stabiliser and one engine.
In order to expand the museum’s facilities to meet the growing demands placed upon it, as well as to provide an aviation awareness and learning centre, the construction of a new building with enhanced facilities is required. The SAA Museum Society Committee is constantly seeking ways to further enhance the museum and its facilities. Towards the latter half of 2004 discussions were initiated with South African Airways regarding sponsorship for a new and improved museum incorporating an aviation awareness and learning centre. SAA were extremely interested and arranged a trip to the Boeing factory in Seattle to discuss Boeing providing sponsorship, along with SAA, to build bigger and better museum facilities. Rand Airport management agreed to make land available for the construction of new facilities. A proposal to Boeing was drawn up and in November 2004 the then Chairman of the SAA Museum Society, John Austin-Williams along with Onkgopotse JJ Tabane Vice President – Communications & Government Relations South African Airways, flew to Seattle to present to Boeing the proposal. Boeing were most favourable providing SAA “came to the party” with an equal amount of sponsorship. 2005 looked set to become yet another year of fine achievement for the museum. Sadly however nothing materialised and the museum is still endeavouring to find the means to build bigger and better facilities, as at October 2014.
The SAA Museum Society was always proactive and on 21 May 2005 they wrote to SAA requesting the donation of one of the two retired and rather forlorn looking B747-SP aircraft that were stored at the Denel facility. Once again SAA agreed and Boeing 747SP-44 ZS-SPC “Maluti” would be the one to be preserved.
The news we had all been waiting for arrived on 1 November 2005. The South African Airways Museum Society was now officially the proud owner of the Boeing 747SP. The SAA board resolution was handed to the SAAMS Vice Chairman, Richard Hunt, thus allowing us to begin the flight preparations to move the aircraft to Rand.
The SAAMS was justifiably proud to be the first Museum world-wide to attempt the preservation of a now very rare member of the B747 family; furthermore they will be the only museum to house two of the three major B747 derivatives at one location.
The clearing and preparation of the land adjacent to TAC began on Thursday 21 July 2005 when a Caterpillar DR6 bulldozer, courtesy of Barloworld Equipment, started by removing the grass. Thanks to Graham Cooper of Coopers Real Estate who looked after the civils aspect of the project and Brian Lodge of Barlod Heavy Haulage for the transport of the DR6. A problem spot was four concrete bases, which were slowly chipped away with an electric jackhammer. According to Dave Buckley, Rand Airport maintenance, the concrete supports were for the old rotating beacon. Thanks to Keith Lennard and Barry Els for playing a supportive/supervisory role.
Clearing began on 21 July 2005. Photograph: Keith Lennard.
Jack-hammer in use to remove old concrete support bases.
The area ready for levelling and compaction.
All the concrete sleepers for the two 747s to stand on were installed at the end of June 2006, almost a year after land preparation had begun. A huge word of thanks to Barry Els who spent most of the week of 26-30 June assisting with the project in freezing cold conditions. Also big thanks to Ian Burford for arranging the machinery, operators and staff and to Conquip Hire for the supply of machinery.
Richard Hunt had begun arranging with SAA recovery for all that was required to move Lebombo up to TAC.
Security fencing was all that was left to install and erection began on 13 November 2006, a couple of months after the aircraft had been parked. The fence was sponsored by SAA.
The room allocated for a library finally had its floor cemented in October. The room was painted and carpeting laid down. The society hit a spot of luck when they were offered a 12 metre porta-cabin (portable office) with three rooms each with an air conditioner. It was in excellent condition, and the ever generous museum members gave it a once over, installed electricity and had new curtains fitted.
As Swartkop Air Force base was being re activated the SAAMS had to remove the rest of its memorabilia and artefacts from the old grey building behind hangar two at Swartkop, and relocate it to the recently renovated “library room at TAC”. This project was begun on 26 November 2005. Hennie Delport, owner of Phoebus Apollo aviation and one of the owners of Rand Airport, agreed, on 12 January 2006, to donate Douglas C-54D-15-DC, ZS-PAJ to the SAAMS. The aircraft was recently retired from service. One of the stipulated conditions is that the aircraft remained in Phoebus Apollo livery in perpetuity. The aircraft was sans engines but soon Hennie’s crew had all four engines installed. The cockpit required a full set of instruments. SAAMS member Sean Blaauw took up the post of project leader for ZS-PAJ and within a few months the aircraft was looking good, the first official workday was Saturday 6 May 2006.
At this point, this document becomes a date by date history of the South African Airways Museum Society in table format. The table below contains information of highlights as they occurred.
SAA Museum Society Committee Members since inception
Simulators
Boeing 747 “classic” simulator, left and the Airbus A300 simulator, right, both donated by SAA.
The A300 simulator was used when SAA operated the type. Almost all later versions of Airbus aircraft were significantly different due to extensive use of “fly-by-wire” technology, making this a “vintage” Airbus cockpit. Both simulators were purchased by SAA so that training could take place in-house, and sported enormous electro-hydraulic and pneumatic suspension systems allowing the entire unit to move realistically in operation. The B747 simulator arrived on 5 May 2007 and the A300 simulator arrived at the museum on 28 June 2007. The film “Invictus” which depicts SA’s glorious 1995 World Rugby Cup success, and the road thereto, includes footage from Lebombo plus the 747 simulator. Other films and advertisements have also included Lebombo.
5 May 2007. Thanks to CTS East and Marlboro Crane Hire, the B747 simulator arrives at the museum.
A300 Simulator.
Keith Lennard again excelled himself and is working his magic on the A300 simulator. The A300 simulator was used when SAA operated the Airbus A300 aircraft. Almost all later versions of Airbus aircraft were significantly different due to extensive use of “fly-by-wire” technology, making this a “vintage” Airbus cockpit.
The simulator was purchased by SAA so that training could take place in-house, and sported enormous electro-hydraulic and pneumatic suspension systems allowing the entire unit to move realistically in operation.
This simulator was used to train the flight deck crew, consisting of two pilots and a flight engineer, in the operation of the Airbus A-300 aircraft. This simulator was operated from an overhead gantry as can be seen from the photograph.
South African Airways operated a fleet of nine A300 aircraft of which one was a dedicated freighter. The first example, ZS-SDA, arrived in South Africa at the end of its delivery flight from Toulouse on the 25th of November 1976. This was the first twin-engine wide body aircraft to be used in South Africa and they provided sterling service for 25 years. The last service of the type with SAA was on the 20th of April 2001.
In passenger configuration it was able to carry 263 passengers and had a range of about 4800 km at 850 km/h. These aircraft were used on regional and domestic routes and proved to be popular with both crew and passengers. The aircraft was powered by two GEC CF6-50C turbofan engines and a wingspan of 44.84m, length of 53.62m and height of 16.53m. The A300 simulator was donated to the museum in March 2001.
On the 4th of April 2001 the simulator was moved from SAA Technical to Swartkop Air Force Base; the museum had set up home there in 1999. On Thursday the 28th of June 2007 the A300 Simulator was relocated from Swartkop to the museum’s new facility at Rand Airport.
The Airbus A300 simulator in its heyday. Note the fact that it is supported from above. Photograph: The Star.
Sadly the simulator had been allowed to deteriorate! 16 May 2015. Photograph: John Austin-Williams.
Thankfully with Keith’s sheer determination and sterling effort the sim looks great! 24 February 2016.
Left side before. Photograph: Keith Lennard.
Left side restoration in progress. 6 February 2016. Photograph: Keith Lennard.
Restoration in progress 27 February 2016.
New decals replaced the tatty ones. 17 December 2016.
Simulator & Radio Room
On 30 June 2015 the museum took delivery of an Air Trainers Limited AT50 Jet Instrument Flying Trainer (licenced built Link Trainer) donated by Alex Porterfield. On 31 October it moved in to a purpose built building.
The building houses aviation related navigation, instrumentation and radio equipment, examples below.
Air Trainers Limited AT50 Jet Instrument Flying Trainer and Instructor’s/plotter table. 5 March 2016.
Sensenich Fixed-Pitch Aluminium propeller, 76EM8S5-0-60, for some Beech, Cessna and Piper aircraft.
DC-3 instrument panel on display, modelled on DC-3, ZS-BXF. 31 January 2016.
Some fascinating items that had been in storage for years are now displayed in the Simulator & Radio Room. A few are illustrated below.
SAA’s Radio Station “ZUR”. Note the two Collins KWT-6 Type 5 SSB Transceivers.
Colonial Radio Corporation. Type CRI-43044 Portable Transmitter-Receiver. A unit of Model TBY-8 Radio Equipment. Manufactured for Navy Department-Bureau of Ships by Contractor Colonial Radio Corporation. Contract NXsr-37799.
Marconi Marine “Survivor” Lifeboat transceiver. Note the hand-cranked generator. Made by Clifford & Snell as type 610 for Marconi Marine. Rebranded as "Survivor" by Marconi.
The collection of radio, navigation and other instrumentation on display.
Hangar
During one of our first meetings in our new display hall at Rand Airport in early 2004 one of our long-time members and ex SAA Technical employee, Des Pinard, enquired if we could build a hangar to house the Lodestar and Dove. Des had worked on Lodestars at Rand Airport in the 1940s. Thirteen years later, on 27 May 2017, the Lodestar and Dove were moved into the hangar, at last out of the harsh South African Climate.
A wish come true. 9 August 2017.
800 square metres of Hangar, two 20mx20m side by side to form one big area. 8 October 2017. Photograph Bruce Perkins.
Apart from the Lodestar and Dove the hangar houses a variety of aviation artefacts and memorabilia. Items of note are two cutaway Pratt & Whitney R-2000 radial engines, a Vickers Viscount undercarriage leg, a large scale B747 model, cutaway to expose a lit up interior, and a 1920s Pietenpol Air Camper, all wood construction, on loan from the Pretoria Boys High School Aeronautical Society.
The hangar is an ideal “venue with a difference” for almost any variety of function. Old Mutual function 24 March 2018. Photograph: John Austin-Williams.
Pratt & Whitney R-2000 cutaway radial engine, as fitted to Douglas DC-4 and C-54 Skymasters. The example above was created and donated by Ronnie Butcher, ex SAA Historic Flight aircraft mechanic. It arrived at the museum on 30 January 2018. Photograph: 17 February 2018, John Austin-Williams.
The Pietenpol Air Camper was rebuilt by the Pretoria Boys High School Aeronautical Society It is on loan to the museum. 1 September 2018. Photograph: John Austin-Williams.
Pietenpol Air Camper. 1 September 2018. Photograph: John Austin-Williams.
ZS-BCC de Havilland DH.104 Dove cowling open to show Gipsy Queen 70-2 engine. 23 March 2019. Photograph: John Austin-Williams.
Marie Ligthelm, retired hostess, celebrating her 92nd birthday with the Lockheed Lodestar she used to fly on. 13 April 2019. Photograph: John Austin-Williams.
Air Scout Group - 40 Hours Community Service March 2017
Harmelia Gardens Air Scout Group leader Jillian Wittstock together with other members, boys and girls, from her troop performed 40 hours of community service at the museum from 18 - 21 March 2017.
Jillian Wittstock.
I completed my Springbok 40 Hour Community Service at the SAA Museum. Over four days I had a group of scouts, ± 14 Scouts, from my troop join me in the completion of a few tasks. We started our first day with two teams, one cleaning the right side wheel well of the Boeing 747 and the second team painting the white under coat of the radio and Simulator room.
On the second day we had three teams, one finishing the cleaning of the right wheel well, one starting the left side wheel well and the third team prepping and painting the red squares on the west side of the Radio and Simulator Room. Once team one was done they moved to polishing the propeller and then cleaned out the engine air intakes on the wings. On the third day we had three teams, one team finished the left wheel well while the second team prepared and painted the front side of the Radio and Simulator Room. The third team began to polish the half plane.
On the fourth and final day we had three teams, one team finalised the wheel wells and cleaned the few spots here and there, the second team finished polishing the half plane while the third team polished the glass of the cabinets inside the Display Hall.
All the scouts thoroughly enjoyed their time at the museum. Many who had only planned to attend on the first day decided to come back for all four days. I was very happy with the responses and positive comments I received from the scouts. We can’t wait to come back for more projects in the near future. One project we will definitely be doing soon is the painting of the east side of the Radio and Simulator Room. Thank you for letting us be there.
Jillian Wittstock.
Jillian Wittstock with some of the boys and girls, from her troop.
With museum tour guide Daniel Molakeng.
Lebombo’s wheel well about to be given a thorough clean.
High pressure hose came in handy.
Plenty of elbow grease was applied, with pleasing results.
Looks superb; a great effort!
Cabinets in the display hall were given a thorough cleaning.
The old propeller received a good polishing.
The “half plane”, B707 fuselage, getting a polish.
Those with no fear of heights decided to clean the engine air intake area.
Preparation; masking off items that do not need painting.
Note the masking tape positioning.
Simply brilliant!
T-shirt back.
T-shirt front.
Douglas DC-3 Scenic Flight, SAA Museum members lucky draw, ZS-BXF, 16th December 2015
At the December museum meeting a draw was held for a scenic flight on our DC-3. On Wednesday 16 December members enjoyed a “round the houses” scenic flight. The museum also treated several of our sponsors to a scenic flight as well.
At 08h30 engine runs were conducted, complete with plenty of smoke on fire-up, in front of hangar 24 and the aircraft pronounced “good to go”. She was towed to the apron in front of the Rand Airport terminal and waited for the pax to board. First flight departed 10h10.
A hearty thanks to Skyclass Aviation, operators of the museum’s classic fleet, for making these flights possible and to Springbok Classic Air who assisted on the day! The photographs that follow speak for themselves.
Checking for water in the fuel.
Brandie Branders checking fuel levels.
Leanne Hutcheon, Air Hostess for the flights.
Rand Airport terminal building.
Jurie Pohl and Willie Carstens, Skyclass, and Richard Hunt, SAA Museum.
Tiaan van Jaarsveld, Skyclass.
Ready to board.
Air Hostess Leanne Hutcheon, Captain Bill Good and Matthew Vere-Russell.
Captains Brandie Branders and Bill Good.
Thirsty work “driving a Dak”
Dark clouds over Sandton City. Fortunately the weather cleared.
Soccer City with one of the few remaining mine dumps in the background.
Susan and Keith Lennard.
Ken Wadmore and Digby Sherwood.
Chicken or Beef?
The Alberante “Silver Ball” water tower.
The museum’s aircraft park as seen whilst landing on runway 35.
Refuelling for the next flight. Two more scenic flights were flown on Wednesday 16 December 2015 bringing the total to four for the day. At 72 years of age ZS-BXF performed faultlessly!
Douglas DC-3 80th anniversary celebration function 17th December 2015, ZS-BXF takes part
ZS-BXF and ZS-CAI outside Springbok Classic Air’s hangar 5 at Rand.
A highly entertaining and enjoyable 80th Anniversary celebration of the first flight of a Douglas DC-3, organised by Flippie Vermeulen of Springbok Classic Air, was held in hangar 5 at Rand Airport on Thursday afternoon/evening on the 17th of December 2015.
The first member of the DC-3 family to fly was a DST (Douglas Sleeper Transport) registered X14988 from Clover Field, Santa Monica, California. The official name for the aircraft is Douglas Commercial, 3rd Model, shortened to DC-3.
The date also earmarked the 102nd anniversary, 17 December 1903, of the first successful sustained powered flight in a heavier-than-air machine made by Wilbur and Orville Wright.
Dakotas ZS-CAI, owned by Flippie Vermeulen, and the SAA Museum’s ZS-BXF performed stunning two-ship flypasts against a backdrop of a brewing Highveld thunderstorm. The heavens opened as the two aircraft landed! Superb cuisine and music/singing by David Black. Karl Jensen was at his usual best as MC. An informative and entertaining DC-3 pictorial slide show was shown, depicting the evolution of the DC-3 and the roles it has played in both wartime and peacetime, with commentary by Flippie.
In his speech Flippie thanked the Museum and Skyclass Aviation for their support. There were many DC-3 crew members present, young and old, dressed up in Gatsby/Al Capone outfits. It was a wonderful evening and tribute to that grand dame of the air and the museum thanks wholeheartedly Flippie and his team for arranging such a memorable occasion.
For the record, on 17 December 2015, there was a total of six DC-3/C-47 aircraft based at Rand Airport.
ZS-BXF (Took part in the celebratory flypast/event) ZS-CAI (Took part in the celebratory flypast/event) ZS-CRV (Did not attend the event) ZS-DIW (Did not attend the event) ZS-KEX (Awaiting restoration – served as a backdrop for the function) ZS-PAA (Awaiting restoration)
Below is a selection of photographs from the event. The full set of photographs may be viewed on the DC-3 website www.dc-3.co.za – see menu heading 80th Anniversary.
ZS-BXF, “Klapperkop”.
ZS-CAI, affectionately known as “Charlie”.
Petro Swanepoel, Flippie’s daughter.
ZS-CAI – with lightning!
ZS-BXF, reflections.
Colleen Austin-Williams. (“Mrs Jaws”)
The venue, hangar 5 at Rand Airport. ZS-KEX, a genuine DC-3, not a C-47, in the background.
Karl Jensen, always lively and full of humour!
Captain Flippie Vermeulen.
Flippie entertaining the guests with historical details of the DC-3.
Charmaine Stableford.
Vlooi and Flippie Vermeulen.
Ben Vermeulen.
Brian Stableford and Karl Jensen.
Cyril Kemp and Anne Henderson.
Sue Nieman, Karl Jensen, Viv Burnett, Joppie Nieman, Charmaine Stableford, Brian Stableford, Don Burnett Vlooi Vermeulen, Flippie Vermeulen.
ZS-BXF at the Swartkop air show 7 May 2016. Photograph: Jurie Pohl.
Air Show - Rand Airport - Sunday 23 August 2015
From time to time the museum participates at the Rand Airport air show, mostly with static aircraft and occasionally with our serviceable classics if we are fortunate enough to be invited and the fuel sponsored. The report below is as it appeared in our September 2015 newsletter.
The Grand Rand Air Show was a superb event! The two museum aircraft that were on static display and open to the public proved extremely popular with long queues of people eager to look inside DC-4, ZS-AUB, and the Ju, ZS-AFA.
Thanks to Digby Sherwood for getting-it-all-together along with the band of merry museum volunteers ensuring the day at the museum complex was a success! Thanks too to the team from Skyclass Aviation, the flight crews and museum members who assisted on the day.
CASA 352L (Junkers Ju 52/3m) ZS-AFA taxiing in. Rand Airport, 07h30, Saturday 22nd August 2015.
SAA Museum gets the Junkers and DC-4, ZS-BMH, to the 2015 Rand Airport Air Show.
As our members are aware the SAA Museum, in conjunction with Skyclass Aviation, is in the process of attempting to get our Junkers Ju 52 back into commercial service. We have had meetings with the CAA and some progress has been made, but it will take a substantial amount of work and time.
In the meantime we decided to see if we could, at the very least, get a special flight permit for the aircraft to attend the Rand Airport Air Show, on Sunday 23 August 2015, where the museum could have the “old girl” on static display. This too would require huge amounts of work and co-ordination but we very quickly agreed that it would be a worthwhile exercise.
Keeping her in the public eye and reminding the public that the Museum has more than just the static aircraft are important contributors to the ultimate goal of flying her commercially.
The Aircraft last flew in 2009 and she has been lovingly looked after by the SAA apprentices under the very capable watch of Jaques Ritchie.
A special flight permit application was made to the CAA and flight readiness preparations commenced on the Ju 52, some of the items undertaken included:
Full pitot static system check. Compass calibration. ELT and transponder test. Engine runs. Fire extinguishers and first aid kits renewed. Cleaning. Flight control linkages and inspection panels opened and inspected. Engine oil top up.
All of the above, and more as per requirement, were concluded in good time and we could now focus on getting crew to fly the aircraft. Right away, Captain Lorrie Raath was called `and, as he has done so many times for us before, did not even bat an eyelid in accepting the opportunity to command the flight. Lorrie started flying the Ju 52 in 1985 and has around 500 hours on this aircraft.
The co-pilot would be Flippie Vermeulen and the two flight engineers Willie Carstens and Nick Maree. Willie would conduct flight preparation briefings with the crew that would refresh them on items such as, aircraft performance, limitations, normal and abnormal procedures. This being completed, the CAA approved the special flight permit to fly the Aircraft to Rand Airport and return to ORTIA. Final planning was concluded and the Aircraft was towed from SAA Technical to the SAFAIR ramp where she was be refuelled in preparation for the flight.
On Saturday 22nd August at around 07:11 the SAA Museum Ju 52 once again took to the skies for her flight to Rand Airport. A few minutes later all at Rand airport that early in the morning were treated to the unforgettable sight and sound of the Ju joining over head the airfield followed shortly thereafter by a textbook landing on RWY11.
Later in the day “Tante Ju” was positioned alongside our DC-4, ZS-AUB, on the static flight line in front of Hangar One. Both aircraft were open to the visiting public on the Air Show day and were manned by SAAMS and Skyclass volunteers. Lines were steady the entire day with the public wanting to get a chance to see inside both Aircraft, many asking the same question of the Junkers – when can we fly on her?
As if this were not enough work, we also decided we would like to have our other DC-4, ZS-BMH, not only fly in to the Air Show from her current base at ORTIA but to take part in a flying display. Eagerly, a sponsor for the fuel and operating costs was sought by SAAMS and again one of our undying patrons came to the party and offered to sponsor the costs for this opportunity.
And so it was that DC-4, ZS-BMH, arrived at Rand Airport on the morning of the Air Show, her touch down meant that SAAMS for the first time in many years had their entire operational fleet of Ju 52, DC-3 and both DC-4s all at the same location for an air show event! This was a tremendous achievement for the museum and many comments were passed relating to the fact that you could see such a collection of historic aircraft, all in flying condition at the same time.
The second item on the air show agenda was the mass radial formation and the DC-4, ZS-BMH, under the command of Captain Bill Good, FO Brian Wilford and FEO Willie Carstens fired up the Pratt and Whitney R-2000 radials and joined the other round-engined participants. After the formation flypast the DC-4 broke away and performed an aerial display that was just pure magic to see and hear.
After the show, the Ju 52 and the DC-4, ZS-BMH, departed Rand Airport for the return flights to ORTIA, both landing safely a few minutes later. The SAAMS participating at the Air Show with both flying and static aircraft is a testament and acknowledgment of the dedication, competency and passion that exists in the leadership and membership of the SAA Museum Society – rightly so, we can all be very proud of the organization we are members of and support so unconditionally.
I would like to make mention of the following persons specifically for their continued support and assistance for without them, these achievements would just not have been possible.
SAA Technical Training School: Mr. Jacques Ritchie, Mr. Indran Pillay, Mr. Matt Harvey
Skyclass Aviation: Mr. Willie Carstens, Mr. Francois “Cois” van den Bergh, Mr. Tiaan van Jaarsveld, Captain Bill Good, Mr. James Grcic
Ju 52 Crew: Captain Lorrie Raath, Captain Flippie Vermeulen, FEO Nick Maree, FEO Willie Carstens
SAAMS: Mr. John Austin Williams, Mr. Ian Cruickshank, Mr. Barry Els, Ms. Verhona van Straten, Mr. Sean-Douglas Kroëger
Regards, Richard Hunt, Vice-Chairman, SAA Museum Society.
The crew who flew the Junkers from OR Tambo to Rand Airport on Saturday 22 August. L-R: FEO Willie Carstens, Captain Lorrie Raath, Co-Pilot Flippie Vermeulen and FEO Nick Maree.
Air Show day, Sunday 23 August 2015. Photographs: John Austin-Williams.
When I grow up…
The Skyclass Hostesses who put in a hard day’s work promoting the classic aircraft at the air show. From Left to Right: Sureshni Moodley, Bianca Simpson, Skye Pienaar, Dassie van der Westhuizen-Persuad. Bianca and Dassie hold valid PPLs and are working towards the CPLs. Bianca is a cabin attendant for Mango.
No. 3 “flame-throwing”. ZS-BMH arriving at the Rand Air Show 23 August 2015. Photograph: Greg Baytopp.
Prior to air show start, two de Havilland Canada DHC-1 Chipmunks gave the early spectators a display.
ZS-BMH moving out to join the mass radial flypast.
ZS-BMH Taxiing out.
15-ship Mass Radial Formation flypast – 20 radial engines! 11 North American Harvards, Beechcraft Beech E18S, North American T-28 Trojan, DC-3 and DC-4.
ZS-BMH, the last Skymaster ever built!
Museum Operations Manager Barry Els studying no. 3 engine.
Barry Els spent the day chatting to visitors who had queued for quite a while to see inside “Tante Ju”
The queue got longer and longer.
Excellent turn out at the air show, including aircraft.
“Mustang Sally” a North American P-51D Mustang put on a stunning display.
Now why aren’t they looking at Tante Ju?
ZS-AFA taxiing past the crowd at the end of the day.
ZS-AFA departing Rand Airport. Photograph: Kyle Baytopp
"Iron Annie" on her way back to OR Tambo. Photograph: Kyle Baytopp.
Air Show - Waterkloof 9th Africa Aerospace and Defence Exhibition (AAD) 14-18 September 2016
Waterkloof Air Force Base, 14-18 September 2016.
Report and photographs by John Austin-Williams.
Saturday 17 September 2016 at Waterkloof Air Force Base was special.
Not only was it my 58th birthday but because of the efforts of a small band of determined folk all three of the Museum’s flying aircraft were present!
We tried for the Junkers as well but that proved to be a bridge too far.
Our polished propliners looked stunning and combined with our branded gazebo, teardrop banners, aircraft information boards, glossy flyers, museum volunteers dressed up in uniform complete with name tags and embroidered logos on shirts and caps plus the “SkyClass Lovelies” we were certainly a professional looking outfit!
Having the last Skymaster ever built perform an aerial display, albeit rather sedate in comparison to the rest of the day's proceedings, was a welcome bonus for us and the spectators.
Thanks to the SAAF for sponsoring the fuel for the display.
Thank you to those members that performed sterling duty at the Africa Aerospace & Defence Expo and Air Show on Saturday 17 September 2016.
Huge thanks to the SkyClass team for the energy and effort put in with all the planning and logistics for show.
And a huge thanks too to Richard Hunt who has a knack selling all 50 seats on a Skymaster!
See you at the next one. Jaws.
William Carstens, Managing Director of SkyClass Aviation sent the following message:
“We take this opportunity to thank you for the assistance we received from you and the SAAMS Members, to enable SkyClass to attend the Airshow at Waterkloof on Saturday the 17th of September 2016.
The feedback that we received from the passengers as well as from the SAAF is that everyone had a great time, and that the SAAF will ensure that we attend the next AAD Airshow.
Please convey our thanks to all concerned.
Willie.”
I wonder when last three Douglas thumpers stood side by side on the Rand Airport apron?
ZS-AUB.
The museum’s static aircraft were still sleeping when the propliners departed.
ZS-BMH.
ZS-BXF.
Passengers were treated to a snack pack.
Embroidered swissport branded antimacassar.
Passengers were given a swissport branded cap and Lindt chocolates.
Captain of ZS-AUB, Stuart Vere-Russell.
Jurie Pohl from SkyClass Aviation.
Flight Engineer Theo Munro watching number three fire up on ZS-AUB.
SkyClass Aviation’s Maintenance Manager Francois “Cois” van den Berg watching ZS-BXF starting engines.
ZS-AUB taxiing out with Captain Stuart Vere-Russell, Captain Brian Wilford, Flight Engineer William Carstens and Cabin Crew Leanne Hutcheon.
ZS-BXF taxiing out with Captain Johan Odendaal Branders, First Officer Anton Heyn and Cabin Crew Hannelie Rix.
ZS-AUB take-off run.
ZS-BXF take-off run.
Sponsors’ logo on ZS-BMH.
Passengers on ZS-BMH. ZS-BMH. Capt. Michael Winterton, Capt. Mike Weingartz, Flight Engineer Theo Munro and Cabin Crew Pamela Bennie.
Note the B.O.A.C. stairs.
The “Selfie” - an increasingly popular phenomenon.
Early morning Johannesburg.
Air Force Base Waterkloof.
ZS-BXF on the far left.
Waiting to be manoeuvred into position.
The SAAF ground crews were extremely helpful.
ZS-BXF alongside Boeing C-17A Globemaster III, USAF 00-0177.
As she was scheduled to perform an aerial display ZS-BMH was turned around; ready for action.
Entrance into Klapperkop was short lived; it’s too cumbersome; the aisle is not designed for two-way traffic!
SkyClass Aviation Ground Hostesses. L-R: Stevka Gemaljevic, Sabina Maphutha and Sue-Marie Taljaard. The SkyClass “lovelies” spent the day handing out leaflets and chatting to visitors. Thanks for the help.
Our new teardrop banners are great.
ZS-BXF information board.
ZS-AUB information board.
Pitts Special display.
Cake Extreme joins the Museum display at AAD.
Paul Vieira owner of Cake Extreme in Boksburg specializes in custom made cakes for all occasions. Website: www.cakeextreme.co.za Facebook page: https://www.facebook.com/cakeextremeboksburg
Under construction.
Finishing touches.
Cake Extreme set up between the Museum’s DC-3 and DC-4. Cakes of ZS-AFA, ZS-AUB and ZS-BXF.
Paul makes cakes of virtually any shape, size or form, including aeroplanes.
“I told you, it’s a DC-4!”
Ruan Janse van Rensburg monitoring the no entrance stairs. His son Jacques was inside guiding visitors.
Kyle Baytopp, looking quite the part, spent time fielding questions from members of the public.
Piaggio P.166S Albatross, three North American Harvards and Cessna 185 SAAF 748 belonging to the SAAF Museum.
In the background is the impressive Boeing C-17A Globemaster III USAF 00-0177.
ZS-SJE Mango Airlines Boeing 737-85F with the SAAF Silver Falcons Pilatus PC-7 Trainer.
ZS-SJE Mango Airlines Boeing 737-85F.
ZS-BXF “Klapperkop”.
ZS-AUB “Outeniqua”.
BAE Hawk Mk.120 of the SAAF.
SAAF Atlas TP-1 Oryx, serial 1210, a derivative of the Sud Aviation / Aérospatiale SA-330 Puma, with a Gecko 8x8 ATV Rapid Deployment Logistical Vehicle (RDLV) developed by LMT Products (Land Mobility Technologies) of South Africa.
Denel (Atlas) AH-2 Rooivalk SAAF 681.
Denel (Atlas) AH-2 Rooivalk SAAF 676.
Impressive pyrotechnics combined with loud explosions during the Mini War.
Denel (Atlas) AH-2 Rooivalk, SAAF 676, performing an air capability demonstration.
Skymaster Display Sequence
Note: Planning for the display is for runway 01 as the runway in use. The take-off should be from runway 01 (intersection take-off) unless the wind strength dictates otherwise. The landing will be on runway 19 unless the wind strength dictates otherwise or for any other operational reason(s).
1. Short take-off and climb out in front of the crowd line (set and maintain METO RPM throughout).
2. Turn to the left and then a reversal to the right to complete a (right) steep turn with 45° bank at 150 knots in the clean configuration through 360° of turn.
3. Continue with the (right) steep turn extending the gear and 30 flap – slowing the aircraft to 115 knots and reducing the bank to 20°. Complete the turn to the right (i.e. second turn) and at the mid position of the crowd line reverse the turn to the left.
4. Complete a 360° turn to the left and continue for a second turn to the left. On turning through 270° feather the No 4 propeller and roll out in a northerly direction descending to 200ft agl in level flight.
5. Approaching the mid position of the crowd line increase the aircraft attitude, set 40", raise the gear, flap to 15 and unfeather the No 4 propeller. Retract the flap to zero. Initiate a turn to the left and then through 90° turn to the right to position to the north.
6. From the north complete a run in a southerly direction with left bank on - displaying the upper side of the aircraft. Past the crowd line complete a turn to the right to position for landing.
7. Join on a 500ft (right/left) downwind and land on runway 01/19.
ZS-BMH take-off run for her air show display sequence. See video of her solo display here https://www.youtube.com/watch?v=EVw7lj_CqCY
ZS-BMH Refuelling prior to display.
ZS-BMH was next after Saab JAS-39C Gripen 3917 of the South African Air Force had finished her display.
Note number 4 feathered.
Sedately does it.
Classic approach angle.
Touch down.
Stairs anyone?
Patiently waiting to see inside ZS-AUB, the queue was long!
Jaws’s daughter, son-in-law and grandnaughties enjoying some lunchtime refreshment.
“There’s that AN-2”. Jenni Armstrong (nee Austin-Williams) with hubby Brendon and kids Amy and Greg.
ZU-JLM (RA-33390) Antonov AN-2.
The AN-2 display was energetic despite its size!
ZS-ZWD Kulula.com Boeing 737-8LD(WL).
ZS-ZWD Kulula.com Boeing 737-8LD(WL).
Flying Lions North American Harvards.
Almost time to depart.
Boarding.
Boarding.
Taxiing out.
Spot ZS-AUB (orange tail) doing a runway beat-up! All three of the museum’s aeries performed a “goodbye” flypast.
I’m being followed by a…
ZS-BMH runway beat-up.
City of Gold.
Back at Rand; Lebombo and Maluti.
Photographer Greg Baytopp granted permission to use the following four photographs.
ZS-BMH “Lebombo” landing after her midday aerial display. Delivered in 1947 she was the last Douglas DC-4 Skymaster ever built. Photograph: Greg Baytopp.
ZS-BXF “Klapperkop” departure. Photograph: Greg Baytopp.
ZS-AUB “Outeniqua” departure. Photograph: Greg Baytopp.
ZS-BMH “Lebombo” departure flypast. Photograph: Greg Baytopp.
Photographer Marc Conti granted permission to use the following four photographs.
ZS-BMH aerial display at midday. Photograph: Marc Conti.
ZS-BXF goodbye flypast at approximately 16h00. Photograph: Marc Conti.
ZS-AUB goodbye flypast at approximately 16h00. Photograph: Marc Conti.
ZS-BMH goodbye flypast at approximately 16h00. Photograph: Marc Conti.
AAD 2016 SAA Museum media coverage
An article covering the SAA Museum Society’s participation, on 17 September 2016, with their classic fleet at the AAD 2016 air show was published in the November 2016 issue of Global Aviator magazine.
The museum is indeed grateful for such a wonderful two-page write-up.
For the record coverage also appeared in the museum’s September newsletter as per link below:
http://www.saamuseum.co.za/images/stories/SAA_Museum_Society_Newsletter_264_September_2016.htm
Air Show - Rand Airport - Sunday 19 August 2018
The 2018 Rand Airport air show was a significant event for the museum.
Firstly, for the first time in many years, we had two of our museum static aircraft, the 1939 Lockheed Lodestar and 1947 de Havilland DH.104 Dove on display, both having been towed from our hangar to behind the crowd line in front of Hangar number 1 the Saturday before the show.
Secondly the Pretoria Boys High School Aeronautical Society brought along their Pietenpol Air Camper, in kit form, and partially completed its assembly on the Saturday afternoon.
They continued on the show day to “assemble” the aircraft, the activity caught the public’s eye and for hours it was a wonderful source of entertainment to witness young men having a great time with a kit build aircraft whose origins dated back to the late 1920s.
The sequence of photographs that follow paint a great picture of the day.
The Lodestar and Dove out of the hangar and ready for towing down to the airport. A miserable and bitterly cold Saturday 18 August 2018.
On the museum’s trailer stand a cutaway Pratt and Whitney R-2000 radial engine plus a Pratt & Whitney Canada PT6A-20 Twin-shaft, Free Turbine Aircraft Engine on loan from Intelek training & Consultation For the record the museum purchased a second-hand Kia bakkie in 2016.
Matt Harvey and his Jeep performing the towing honours.
Matt at the helm of a tow vehicle, this time the Historic Flight Landini 5830 tractor. Mike Paterson looking on.
ZS-BMH being pushed out to the Museum’s static display area. 18 August 2018.
Air show preparations underway.
The Air Scouts from Gauteng arrive to set up their display.
The Pretoria Boys High School Aeronautical Society arriving with their Air Camper.
The Dove heading down to the display area.
Jeep and de Havilland DH.104 Dove.
Air Scouts.
The SAA Museum and PBHSAS display, all present and correct, 17h00 on Saturday afternoon.
The weather on the day of the show was fine!
ZS-JGV de Havilland DH.89A Dragon Rapide c/n 6831owned by. by Mark Sahd, custodian of The Historic Wings Collection (HWC) in Queenstown in the Eastern Cape, South Africa. For many, seeing the Rapide fly was the highlight of the day.
Skyclass Aviation hostesses.
As well as being a museum member Barry Neuwerth is also involved with Scouts and Air Scouts.
An air show visitor reading the Pietenpol Air Camper information and photograph display board.
Mark Sahd, Historic Wings Collection (HWC) in Queenstown, left, and John Illsley Pretoria Boys High School.
Examining the inner workings of the Pratt & Whitney R-2000 radial engine.
John Illsley chatting to Germiston City News Reporter Kgotsofalang Mashilo.
Pratt & Whitney Canada PT6A-20 Twin-shaft, Free Turbine Aircraft Engine.
Final air display for the day.
The Pietenpol Air Camper ready to be pushed up to its new home, the hangar at the SAA Museum.
John Illsley, left, and John Austin-Williams.
The approach to the museum’s aircraft park from the threshold of runway 29.
In black and white this could easily be mistaken for a 1920s photo.
Entering the museum’s aircraft park.
Museum’s 30th, Orange Tail Ass. Reunion, Helderberg Remembrance, and DC-3 ZS-CAI solo display
SAA Museum Society 30th Anniversary 1986-2016
Saturday, the 3rd of December 2016, saw a 3-in-1 event held at Rand Airport; The SAA Museum Society’s 30th Anniversary, The Orange Tail Association SAA Reunion and the Remembrance of the 28th of November 1987 Helderberg disaster. Over 200 people, many of whom travelled from afar, attended the event; Kelvin Hunter flew in from the Netherlands and former Capt Sakkie van der Merwe flew in from Perth where he now lives. It began mid-morning with members of the Orange Tail Association visiting the museum and thereafter heading down to hangar 5 at Rand Airport for the afternoon festivities.
Peter Cooke and Francois Potgieter. 3 December 2016. Photograph: John Austin-Williams.
The entire event was put together by Joppie Nieman, and what a grand event it was. Tables were cleverly decorated with SAA Orange Tail Airbus A320 decals and Flying Springbok serviette holder. Each guest received a name tag.
Joppie was Master of Ceremonies. He announced that he had been re-elected as Chairman of The Orange Tail Association. Captain Karl Jensen gav*9+6e a colourful and detailed account of the history of the SAA Museum Society and Captain Colin Jordaan paid tribute to the nineteen crew members plus passengers who perished in the Helderberg. Photographs of the crew were displayed on a “wall of remembrance” in the hangar.
Captain Flippie Vermeulen, owner of Springbok Classic Air, entertained guests with the history of hangar 5 plus details of his beloved Douglas DC-3 Dakota ZS-CAI. SAA Hostess, Aleyda Pate (nee Loubser), paid tribute to veteran SAA Chief Air Hostess Neil Haasbroek. Anna Boshoff presented Neil with a bouquet of flowers.
Once formalities and speeches were dispensed with, it was time for old friends to be reunited once again and there was clearly plenty of catching up and reminiscing going on and ample joviality.
The event was rounded off with great music provided by a local band.
Thanks to Joppie Nieman for pulling off yet another superb event and Flippie Vermeulen and Ronéll Myburgh from Springbok Classic Air and Dakota Lodge for providing such a fitting venue!
Wall display of photo of the 19 crewmembers of South African Airways Flight 295, ZS-SAS, “Helderberg”.
Guests received personalised name tags identifying the organisation of which they are a member.
SAA Orange Tail A320 decal served as a “place mat” accompanied by a Flying Springbok serviette holder.
SAA Museum member Larry Homann.
When I grow up…I want to be like…
Captain Flippie Vermeulen.
Museum members Sanet, Jacques and Ruan Janse van Rensburg.
Jacques Janse van Rensburg, SAA Museum.
A great venue! The Helderberg crew photographs can be seen in the background, below the left set of windows.
Rory and Anne-Marie Learmonth, SAA Museum.
Fred Gunkel.
Fred Gunkel, Janine Keizerwaard and Sean-Douglas Kroëger, SAA Museum.
Kevin Marsden and Kyle Baytopp, SAA Museum.
Peter Labuschagne and Joyce Moletsane and Sampie and Jackie Rautenbach, SAA Museum.
Joyce Moletsane and Jackie Rautenbach, SAA Museum.
Delipher Diliyano, SAA Museum.
Leon du Plessis, SAA Museum.
Barry Els, SAA Museum.
Tom Borrill, SAA Museum.
SAA Museum members.
Sampie Rautenbach and James Moor, SAA Museum.
Debbie Smith and Stephen Foley front and Louise Rykaart and Roy Barnett back, SAA Museum.
Heinz Kutzner, Orange Tail, and Irene Leys, SAA Museum.
Joppie Nieman, Chairman of The Orange Tail Association.
Douglas DC-3 ZS-CAI in the background.
Karl Jensen, informative and entertaining as always and on this occasion telling the story of the SAA Museum Society.
Colin Jordaan paid tribute to those who perished in the Helderberg disaster on Saturday 28 November 1987.
Aleyda Pate paid tribute to Neil Haasbroek.
Joppie Nieman and Neil Haasbroek.
Neil joined SAA in 1957. In those years air hostesses first had to work on the ground as ground hostesses to learn that side of the business. Neil completed her “apprenticeship” 8 months later and started her Ab Initio training as air hostess in 1958. After a few years she became a Check Hostess, and then an Instructress. In 1973 she was appointed as Chief Air Hostess – the most senior position an air hostess could occupy. Neil retired in 1993 with 36 years of service for SAA.
Neil Haasbroek, Orange Tail.
Anna Boshoff presenting Neil Haasbroek with a bouquet of flowers.
Flippie Vermeulen explaining that hangar 5 was originally built for SAA’s Junkers Ju 90 aircraft which were actually never delivered due to the outbreak of World War Two.
Flippie mentions that hangar 5 was used to service SAA’s Douglas DC-4 Skymaster aircraft.
The DC-4s were pushed into the hangar, along the yellow line, the nose lifted so that the tail lowered in order to fit the tail through the hangar opening.
The platform for access to DC-4 tail and rudder assemblies still exists in the roof of hangar 5.
No less than 222 people attended the function.
John Bernhard, Orange Tail.
Len Bakker and Cor Kruger.
Neil Haasbroek and Andre van Zijl, Orange Tail.
Ray Till donated a South African Railways booklet entitled “List of Terms for the Menu”.
Jimmy Langenegger, Orange Tail.
Franklin Barratt and Colin Jordaan, Orange Tail.
Franklin Barratt and Warren Rutherford, Orange Tail.
Colin Jordaan, Nic Maree and Michael Penny, Orange Tail.
Colin Jordaan and Lorrie Raath, Orange Tail.
Andrew “Dries” Smith, Orange Tail.
Eldine Holmes.
Annamarie Balmer, Orange Tail.
Ray Till and Francis Frazer, Orange Tail.
Barbara Wickli and Cossette Von Sorgenfrei Toerien
Elbie Cameron, Neil Haasbroek, Francis Frazer, Anna Boshoff and Heinz Kutzner. Aleyda Pate and Sinti Hartman.
Barbara Wickli, Cor Kruger, Louis Kruger, Neil Haasbroek, Andre van Zijl, Christelle Meyer, Elbie Cameron Willie Meyer and Marlene van den Berg.
Neil Neville, Luciano Scaggiante, Cathy Verheul, Taryn Deschamps, Robbie Pfister, Ronel Eckardt and Marianne Archer.
Christelle Meyer, Willie Meyer, Blackie Swart, Manda Olivier, Johann Rönnebeck, Tina Baer, Gerhard Olivier.
Marlene Jansma, Jeanine Barac and Anna Boshoff.
John Austin-Williams, Chairman SAA Museum Society and Neil Haasbroek retired chief SAA Air Hostess.
Enid van Heerden, Marianne Archer, Cathy Verheul, Len Bakker, Andy Bright, Nick Redelinghuys, Neil Neville. In the background is ZS-KEX, a genuine Douglas DC-3, not a C-47.
Lise and Peter Wielart, Orange Tail. They donated the “Jet Ride” Long Playing Record (LP) and some cabin crew ephemera.
Duffy Ravenscroft & His Orchestra – Jet Ride! Gallotone – GALP 1311. Released in 1964 for SAA’s 30th.
Note the 1934-1964 emblem bottom right.
From our very own ZS-SPC “Maluti”.
Louis Kruger’s got rhythm.
Louis Kruger and Hercules Louw enjoying the band.
Fuel quantity check prior to sunset display. Timothy Maritinyu, Springbok Classic Air.
Aircraft check prior to sunset display. Timothy Maritinyu, Springbok Classic Air.
ZS-CAI, affectionately known as “Charlie”. Construction number 13541 built in 1944.
ZS-CAI is fitted with a partial Remmert-Werner kit incorporating gear doors and a modified tail cone.
Lorrie Raath and Flippie Vermeulen – pre-flight inspection.
Guests eagerly awaiting the DC-3 sunset display.
Timothy Maritinyu, Springbok Classic Air. He is responsible for aircraft maintenance and “right hand man” in the hangar.
Number two engine start-up.
Ronéll Myburgh, Springbok Classic Air – “love them round engines”.
Engine warm-up.
Waiting for clearance to taxi out.
And on their way.
Rand Airport Lighthouse.
Flippie Vermeulen and Lorrie Raath.
That’s all Folks!
Film Stars
Film Star Douglas DC-3 ZS-BXF
From 13 to 15 September 2015 ZS-BXF spent the time in Welkom for her role in the film “Journey is the destination” – the story of Reuters photojournalist Dan Eldon who was stoned to death in Mogadishu in 1993.
Johan Branders, Brian Wilford and Frik van Sittert. At Welkom Airport. Photograph: One of the film crew.
ZS-BXF was under the spotlight again from 23 to 25 October 2015 in Palapye, Botswana, for the filming of "A United Kingdom" - the true-life romance between Seretse Khama and his wife Ruth Williams Khama.
Photograph: Frik van Sittert, aircraft loader/ground support.
Photograph: Captain Johan Branders.
Photograph: Captain Johan Branders.
Photograph: Captain Johan Branders.
At Palapye Airport FBPY. Left to right:
Alan Geldenhuys - First Officer Johan Branders – Captain Steven Hall – Director Frik van Sittert - Aircraft Loader/Ground Support.
Sunday 8 November 2015 saw ZS-BXF “Klapperkop” off yet again for another film shoot. This time to Fisantekraal in the Cape for a role in a film about the Rossouw family.
Titles were masked and the fake registration F-LZFT5 applied.
Rand-Bloemfontein 1h27m, Bloemfontein-Cape Town 3h39m. Cape Town-Rand 4h21m.
ZS-BXF at Rand, ready for an early start to Fisantekraal Airfield, Cape Town, for a film shoot. Sunday 8 November 2015. Photograph: Michael Flebbe.
ZS-BXF as F-LZFT5 at Fisantekraal Airfield, FAFK, Cape Town. Photograph: Tiaan van Jaarsveld.
Film Star Douglas DC-4 ZS-AUB
Friday 2 October 2015 saw ZS-AUB depart Rand Airport for Mkuze to take part in the filming of “The Crown”.
She was decked out to represent a B.O.A.C. (British Overseas Airways Corporation) aircraft from the 1950s with the registration G-ALDP and name Atlanta.
G-ALDP was originally a B.O.A.C. Handley Page HP.81 Hermes 4A named Homer.
ZS-AUB at Mkuze. Photograph: Captain Bill Good.
Our B737 stairs were “dressed up” in period B.O.A.C. colours for the film shoot.
Skyclass Aviation
On the 30th of April 2019 the lease agreement between the Museum Society and Skyclass Aviation expired and was not renewed. In the interest of recording history some information about Skyclass follows.
A little bit about us...
Skyclass Aviation specialises in supplying tailor-made air charter services to the tourism and corporate market both in South Africa and Internationally. We have available for charter a fleet of Classic Airliners as well as more modern alternatives.
The Classic Airliner charter business provides a product and service which is unique as passengers are treated to unforgettable fun-filled adventures combined with the charm and elegance of first-class classic airliner travel from a bygone era provided by personnel who are fanatical about the well-being and comfort of their passengers.
Skyclass is owned by entrepreneur James Grcic and was initially set-up in late 2006, with the guidance and assistance of South African Airways, as a private entity to manage the assets of South African Historic Flight whilst the outfit underwent a change of ownership to the South African Airways Museum Society.
Skyclass holds a Part 121 certificate with both Domestic and International licences and with a Douglas DC-3 Dakota, ZS-BXF and two Douglas DC-4 Skymasters, ZS-AUB and ZS-BMH, operate the largest fleet of passenger carrying classic airliners in the world.
Skyclass has gained an enviable reputation and is well known and respected among local and overseas tour operators. The supply of classic airliners as well as modern turbo props and executive jets for the tourism and corporate market is our speciality and demand is high.
Clients fly into the Johannesburg hub and from there make their way to various popular destinations and holiday resorts which include, but are not limited to, National and Private game parks within and outside of South Africa.
Typical adventures may be sporting weekends and holidays, corporate trips, flying safaris to such exotic destinations as the Victoria Falls, Chobe Game Lodge, the Islands off Mozambique and beyond up into Northern and Eastern Africa and Zanzibar.
Step aboard an era when flying was an elegant affair...
Company Profile
Skyclass (Pty) Ltd is a privately owned Airline, comprising a Charter Airline for passengers, a Cargo/Freight Operation and an Aircraft Maintenance Organisation.
Skyclass operates the fleet of classic airliners owned by the South African Airways Museum Society and continues the tradition of providing world-class classic airliner travel to numerous destinations domestically, regionally and internationally. The majority of key personnel at Skyclass have been involved with the classic fleet since it began operating during 1993. The airline has gained an enviable reputation and is well-known and respected among local and overseas tour operators. The supply of classic airliners for the tourism market is our speciality and demand is high.
The company’s two most valuable assets are its personnel and clients.
Key Personnel
The Skyclass management system operates on the basis of allowing personnel to be responsible for their actions and to apply their skills and knowledge at the work face without having to revert to management to make decisions that influence the level of service being delivered to our clients.
The motivation and commitment of all our employees plays a vital role in our business and as such management continuously provide training and support the staff in the decisions they make that improve our service. The policy of the company is established by the CEO and the managers.
Clients
Our clients are most important in our business and our aim is to exceed their expectations.
Flight Operations, Safety and Aircraft Maintenance.
By adhering to the Civil Aviation Authority regulations, Flight Operations is responsible for flight safety, reliability and efficiency.
Safety is paramount in all aspects of our operations and we apply practices that promote the safety of our customers and staff.
Maintenance is conducted by the Skyclass Aircraft Maintenance Organisation (AMO Certificate number 1075) and conducts all the scheduled and unscheduled maintenance on its fleet of aircraft in accordance with the aircraft manufacturers’ Maintenance Schedules.
General
Skyclass (Pty) Ltd is a vibrant business with a wonderful working relationship amongst its staff that is dedicated to supplying exemplary service to clients and passengers.
Skyclass is acutely aware that the quality of our service is judged solely by our clients which are directly dependent upon how we look after them.
Our aim is to consistently exceed the goals of the air traveller and our customers by making it a pleasure to use our services.
We look forward meeting you on-board one of our aircraft.
On 17 December 1935, at Santa Monica, California, an aircraft, designed by Arthur Raymond, took to the skies. That aircraft was model number three of the Douglas Commercial Transports.
Time would show that a wonderful relationship was about to begin between man and the aircraft that had just got airborne.
The Douglas DC-3 was one of the first aeroplanes to be put into service with most of the major airlines after World War Two, including South African Airways. After the end of hostilities in the Far East a number of SAAF C-47 "Dakota" aircraft were transferred to SAA.
They were soundproofed and fitted out with 21 seats for airline service. The Dakota served with SAA for nearly a quarter of a century, providing reliable service on all the internal and regional sectors. When retired from SAA service the "Daks" were sold to the SAAF.
The main task nowadays of our DC-3s is a leisurely one, taking passengers on low-level nostalgia trips, specifically safaris throughout Southern Africa to exotic places like the Victoria Falls.
Scenic Sunday Sparkling Wine Flips are extremely popular giving passengers a low-level view of Johannesburg and its environs.
The Douglas Aircraft Company decided to produce a four-engine transport about twice the size of the DC-3 and, in 1938, developed the single DC-4E to carry 42 passengers by day or 30 by night. It proved too expensive to maintain, so airlines agreed to suspend development in favour of the less complex DC-4.
Douglas built 1,241 of the DC-4s and its military counterparts. During the war, C-54s flew a million miles a month over the rugged North Atlantic - more than 20 round trips a day.
A special C-54C, nicknamed the "Sacred Cow" by the White House press corps, became the first presidential aircraft, ordered for Franklin D. Roosevelt.
After World War II, commercial airlines placed more than 300 civilian DC-4 transports into service, and new DC-4s and used C-54s carried more passengers than any other four-engine transport.
Like the DC-3 the Skymasters now have a more leisurely time plying their trade. They are great favourites in the tourism industry, able to venture as far as North America and Europe.
The aircraft seat up to 50 passengers each, in a Business Class configuration. The DC-4's range of over 3000 km puts it in easy reach of exotic destinations such as Central and East Africa as well as many of the spectacular tropical islands in the Indian Ocean.
Visitor statistics since 1 August 2014
Membership statistics 1 January 2015 to 17 July 2020
Members attending one of the many braais held in the museum’s entertainment area. 10 December 2016.
Corporate Social Investment Statement
The South African Airways Museum Society, founded in 1986, is a non-profit volunteer organisation dedicated to the collection and preservation of the history of the National Carrier, South African Airways. The Society is extremely pro-active and as a result has been richly rewarded for its efforts and boasts an impressive collection of SAA and general civil aviation artefacts and memorabilia.
One of South African Airways Museum Society's stated aims is to create an awareness of the greatness of South African aviation, and the role it plays in society. This is accomplished by providing suitable facilities, including a research and learning centre, for the public at large to view the wonderful collection of aviation memorabilia and artefacts that has been collected since the organisation's inception.
A most important task for the Museum, aside from that of collecting and preserving, is that of Corporate Social Investment. This it achieves by making the wonderful world of aviation available to the younger and less privileged South Africans free of charge, based on merit. To this end the museum regularly participates, with young keen learners, in open days and at the annual air show held at Rand Airport. This serves to encourage the youngsters to take an interest in aviation as a potential career. So strong is the museum’s commitment to aviation awareness that this is done at its own expense, in order that learners may glean an insight into an industry that is both fascinating and fun-filled, one that can certainly provide great career opportunities.
In their quest to provide learners with a broad based education, numerous schools have contacted the Museum and arranged to bring learners through to the facility. In many instances this has been at no cost to the school, the museum providing all education facilities at its own expense, should funds permit. All too often the youngsters that arrive are from poorer communities, the children barefoot and without warm clothing. Since opening the facility at Rand Airport the museum has received many busloads of learners, the majority from rural areas.
The museum will make every effort to accommodate interested parties, particularly from the poorer and previously disadvantaged communities in order that they may be given an opportunity to discover the wonderful world of aviation.
A group of school children with their teachers under the wing of the giant B747 16 October 2006. Several thousand learners visit the museum every year. Photograph: Sean Blaauw.
Organisations for current and past SAA Employees
Numerous retired SAA staff are members of the SAA Museum Society and spend much of their spare time conducting guided tours of the museum’s facilities as well as conducting preparation, restoration, repairs and maintenance on various artefacts and exhibits.
Over the years there have been a number of organisations formed for current and past SAA employees.
The Silver Springbok Association
The Orange Tail Association
SAA Crew and Staff Memories Page
A Facebook Group exclusively for South African Airways employees, current and past.
https://www.facebook.com/groups/426671347673006/
SAA Museum Society expansion programme and funding requirements
The Museum’s executive committee realise that in order to expand the Museum’s facilities to meet the growing demands placed upon it, as well as to provide an aviation awareness and learning centre, the construction of a new building with enhanced facilities is required. However, the chief obstacle is the lack of financial resources, a situation that most Museums suffer from.
The Museum seeks sponsorship for the following:
The erection of a building in the vicinity of TAC which will contain the following:
a) Display area, housing the collection of artefacts - typically the simulators, cut-away engines and photographic displays. This area will also contain a lounge/waiting area and souvenir/gift shop. b) Research centre with library and computer workstations. c) Office, preparation room and storeroom. d) Lecture room/function room. e) General purpose storeroom and workshop. f) Kitchen/staff canteen. g) Ladies and Gents toilets.
It is hoped that the SAAMS will meet requirements by a combination of support from:
* Individual contributors * Corporate contributors * Private trusts * Public trusts * Government agencies (regional and national)
Through generous contributions and grants from Contributors, the Museum will set a new standard for Aviation related museums in South Africa.
Staff
The SAAMS governing committee is currently made up of Chairman, Vice Chairman, Secretary and Treasurer. A staff compliment consists of Operations Manager, Aircraft Park Manager, Caretaker and Cleaner.
Future staff/volunteers required
A project leader whose responsibilities will be to supervise and monitor progress as the building is being prepared and the exhibits built.
A Museum manager who will be responsible for monitoring all aspects of the Museum as well as co-ordinate all fundraising activities. In addition, a part-time Volunteer Co-ordinator will be required to co-ordinate the recruitment, training and retention of volunteers.
An Education co-ordinator, who will design, develop, implement and evaluate all educational activities. As the Museum expands those part-time positions will become full-time. Additional staff will consist of volunteers throughout the community.
The Museum plans to use senior citizens, high school students, community members, and employees from local businesses as the core of their volunteer base.
Education
The purpose of the SAA Museum Society's new facilities will be to educate and stimulate interest in historic civil aviation and to develop further the bond between vintage aircraft enthusiasts. It will also provide a forum for the exchange of aircraft history and information, as well as to further general interest in aviation.
A state-of-the-art research centre, complete with library and computer workstations, combined with a lecture hall will provide a completely functional education facility. Simulators, cut-away engines, artefacts, as well as many fascinating aviation related items will provide students with an insight into how flight works.
The focus will be on providing an educational venue for the community, scholars and students training in aviation-related subjects.
The history and evolution of aviation and aerospace technology will motivate and inspire the young to pursue additional learning. The Museum is committed to offering a rich educational experience.
Benefits to the Community
The SAAMS will be a gathering place for members of the public from all over the country who have an interest in aviation history. It will be a valuable resource for education, researchers and aviation historians.
The SAAMS will create an opportunity for a wide range of volunteers, from senior citizens to high school students, to work at the Museum and therefore make a valuable contribution towards preserving the history of civil aviation in South Africa.
The museum will work closely with local schools, universities and community groups to encourage "aviation awareness".
Marketing and Advertising
The marketing strategy has three major components: Advertising, community involvement and membership.
The SAAMS will have an on-going marketing agenda that includes actively participating in aviation-related activities such as air shows and aerospace functions and exhibitions. Print, TV and online awareness through social media coverage and interaction is essential.
The creation and distribution of brochures that will be placed at tourist attractions and education centres will be part of the advertising campaign.
Newspaper coverage of all events will be vital to the marketing of the Museum. News releases will be sent out for all special projects and community programs, which will be offered throughout the year. The publicity committee will develop and maintain relationships with all media throughout the country.
Special "Open Days" will also be periodically organised to invite the community to visit and experience the Museum.
Community Involvement
The SAAMS will provide to the public, schools, groups and service organisations, the opportunity to assist with projects where many hands are needed to undertake a specific Museum project.
Membership
Membership to SAAMS will be a critical marketing tool. Yearly memberships will gain access to the Museum as well as reciprocal privileges to other similar organisations. Members will also receive newsletters. Memberships will also help sustain the day-to-day operational expenses of the Museum.
In Conclusion
Contributors will be encouraged to fund the Museum's needs and depending upon the level of contribution will be encouraged to participate on a recurring basis. In exchange, Contributors will:
* Receive as much print/television media coverage as possible. * Be immortalised on the donor wall. * Be able to display branding in suitable locations at the Museum. * Be included on the “Sponsors” section of the Museum’s web site with links to the Sponsor’s home page.
SAA Museum Society - The Future
The future of any organisation can never be guaranteed.
One thing is for certain though and that is that the current band of volunteers combined with a motivated governing body will ensure the immediate future for the museum will be one of growth.
The governing body aims to ensure that those new and younger members realise the importance of such an organisation and that in years to come they too will be driven to strive for excellence and provide for others the opportunity to savour the past and learn from it.
Message from the Board
Thank you for taking the time to read the story of The SAA Museum Society. We trust you now have a better understanding of the workings of what is truly a National Treasure.
We look forward to making your acquaintance and showing you our collection of South Africa’s Civil Aviation Heritage.
Yours sincerely,
The Board of the SAA Museum Society, NPC.
Contact details
The South African Airways Museum Society, NPC
P. O. Box 18147 Rand Airport 1419 South Africa
Aviation Museum Complex Dakota Crescent (south) Airport Park Germiston 1401
Tel: +27 (0) 76 879-5044 (WhatsApp enabled) Fax: +27 (0) 86 551-3055
E-mail: info@saamuseum.co.za Website: www.saamuseum.co.za Facebook page https://www.facebook.com/SouthAfricanAirwaysMuseumSociety
NPC, NPO and PBO registration numbers and SARS Section 18A(1)(A) approved.
Non-Profit Company registration number 2007/005176/08. Non-Profit Organisation registration number 277-403 NPO. Public Benefit Organisation (PBO) number 930025667.
The SAA Museum Society is South African Revenue Service (SARS) Section 18A(1)(A) approved.
Volume II of II
Museum Aircraft
Acquiring a fleet of historic aircraft by Johann Prozesky
By Johann Prozesky, Hamilton, Victoria, Australia. 23 August 2017.
The following paragraphs tell of my involvement – from humble beginnings – in acquiring a fleet of historic aircraft that now form the basis of the SAA Museum’s world class collection at Rand Airport.
Much of the information contained in the various sections appearing here is probably quite well known – to a greater or lesser degree – but as time marches on and I now live in far-away Australia, I nevertheless thought it prudent to get my thoughts down on paper to share with others. It is by no means to be seen as the alpha and omega of the collection’s beginnings – and progress through the years – and I will not take anyone amiss if I need to stand to be corrected on what appears hereunder.
I was in the very fortunate position to have been able to expand my hobby into something more concrete, but am the first to admit that without the support of so many colleagues and friends of yesteryear – also those in senior management – none of this would have been possible. It must be said that having been put in charge of SAA’s Technical Training Department proved to be the ideal position to kick start everything that has been achieved over the past 44 years.
No one person could have achieved this on his own, and whilst many individuals worthy of mention will unfortunately be left out, mention must be made of the support given to me by Dave Ackerman and his wonderful team of instructors way back – as well as many apprentices that have contributed over the years. In more recent times – often more challenging than what we had to face in those “early days” – John Austin Williams and his team of enthusiasts have ensured that the collection has gone from strength to strength. May it continue to do so for years to come and I for one will be watching developments from afar with interest!
It may seem odd that the story of “Jan van Riebeeck” has been left out, but this was done on purpose. Much has appeared in print over the years, and it is my intention to, in due course, add my penny’s worth to the excellent document prepared by my good friend Steve Morrison before his untimely passing.
Johann.
ZS-ASN LOCKHEED LODESTAR “ANDRIES PRETORIUS”
Built by Lockheed as a Model 18-08 c/n 2026 (probably at Burbank, California), SAA took delivery of it on 24 September 1940 before it was shipped to South Africa on board the vessel “MV Tigre”. On arrival it was transferred to the SAAF as 1372 on 7 November 1940, and from 8 July 1941 was used on the shuttle service to and from Egypt.
After the end of World War Two, ZS-ASN joined the SAA fleet on 9 February 1946, and served the airline until 18 March 1955 when it was used on a training flight under Captain “Toddy” Bain. With a mere 7372 hours “on the clock”, it was sold to the Aircraft Operating Company (AOC) on 22 April 1955 for use as an aerial survey platform throughout Africa from its base at Grand Central Airport. Here I first saw it, withdrawn from service in 1972 and parked to one side – the oldest aircraft in existence that saw SAA service – with its registration cancelled in February 1973.
At that time, SAA’s historical heritage was looked after by the then Railway Museum, and I persuaded the Curator to approach AOC with a request to donate ZS-ASN to the Railway Administration for preservation and eventual display at a museum that was yet to be. As we now know, this request was acceded to and turned out to be the beginning of what has grown into the collection on display at Rand Airport (from where “Andries Pretorius” used to operate in its SAA days).
As the Railway Museum had no suitable storage space at that time, arrangements were made for the aircraft to be towed to Jan Smuts Airport as it was then known, for temporary storage until a decision on its future could be taken. With its wings removed by Technical Training Instructor AP Nel and his group of apprentices, ZS-ASN arrived by road at the technical area on 3 December 1973 and stored in Hangar 4. Not everybody was enamoured by the old timer standing in what had become a stores building, and persons unknown even entered the cockpit to wantonly destroy much of the instrumentation. This proved to be the trigger for the Apprentice Training School to start with its restoration – and the beginning of a long and fruitful association between myself, Dave Ackerman and many others. Resplendent in the period colour scheme, ZS-ASN made its public debut during an open day held in the technical area on 10 October 1975.
ZS-BCC DE HAVILLAND DOVE “KATBERG”
This particular aircraft, a series 1 Dove c/n 04079, actually saw very little service with SAA after arriving at Palmietfontein as ZS-BCC in December 1947. The projected feeder services for which it had been purchased, failed to materialise, and four years later, having flown just 307 hours, “Katberg” was sold in what was then Northern Rhodesia (now Zambia) as VP-YLX. It was later reregistered as VP-RCL and 9J-RHX before ending up back in England as G-AWFM with Fairey Surveys at White Waltham airfield west of London. This is where I first set eyes on it in September 1972, keeping track of it until it was sold off to Fairflight, a charter airline based at the famous Biggin Hill airport in Kent, for use as spares to keep their other aircraft operational.
Whilst Fairflight was not prepared to donate what amounted to the remains of the aircraft to a museum that still had to be established, funds were also not available “in house”. A solution was however found with the help of Brig. SvB Theron and Alan Bell of Hawker Siddeley’s office in South Africa (of which de Havilland had become part) when the parent company generously donated UKL500 towards the purchase of the remains of “Wanted for Murder” as the aircraft had become known at Fairflight. Mention must also be made of the added generosity of Dunlop’s Harry Pilkington and Goodyear’s Pat Ryan in this regard.
On a cold and misty morning in October 1978, Technical Training instructors Koos Coetzee, Roger Overton and Joe Schlebusch as well as myself set eyes on the Dove that had literally been put out to pasture at Biggin. In no time, it was disassembled sufficiently for transportation in a furniture van across London to Salisbury Hall, a stately home off the M25 motorway, famous for being the birthplace of the prototype Mosquito bomber, for temporary storage. On an even colder morning in February 1979, with the moat around Salisbury Hall frozen stiff, John Ikking, Dave Ackerman and others prepared the various sections for further transportation to Heathrow Airport to await available space in the cargo hold of a SAA Boeing 747 – to Johannesburg, where the Apprentice Training School was once again standing by to rebuild an erstwhile SAA aircraft.
By 4 November 1980, the fuselage and wings had been re-joined, before further restoration work could continue. Whilst the main components – fuselage and wings – had returned from England, many smaller items were needed, such as the engines and transparent cockpit dome. Fairflight came to the rescue with some parts whilst the legendary Jack Malloch in what was then Salisbury, Rhodesia, provided more, including the rear cabin bulkhead, together with, as I recall, a chemical toilet. As the work progressed, the cleaning of the fuselage and removal of layers of paint revealed the words “Suid-Afrikaanse Lugdiens” on one side and “South African Airways” on the other, etched into the metal, still visible after more than 30 years – helping no end with determining the details of the original “Blue and Silver” paint scheme. Over the years, nature has taken its toll of many of the components, and it is wonderful to know that help is in sight – undercover parking for “Katberg” as well as Ändries Pretorius”.
ZS-DVJ LOCKHEED STARLINER
Regarded by many as the ultimate development of piston engined airliners, the Lockheed Starliner saw limited service with major airlines such as TWA, Air France and Lufthansa, and the latter sold ZS-DVJ to Trek Airways on 21 February 1964. Arriving in Johannesburg on 7 March 1964, it was fitted with 98 (later 101) seats and used on the airline’s services to and from Luxembourg. During this time, SAA had disposed of two of the Douglas DC-7B fleet operating the Wallaby service across the Indian Ocean to Perth, and as an interim measure, ZS-DVJ was leased to SAA from 7 May 1965. Whilst retaining its basic Trek colours, it carried “S.A. Airways” and “S.A. Lugdiens” titles, and was fitted with 10 First plus 56 Tourist Class seats, until the lease ended on 28 September 1965.
On 18 May 1967, it was transferred to the Luxembourg register as LX-LGX before reverting to ZS-DVJ a year later and used by Trek until being withdrawn from service in April 1969. Some months earlier, its logbooks accounted for 16,775 airframe hours, and during its time with Trek, ZS-DVJ undertook a few memorable flights.
On delivery in 1964, it flew non-stop from Oakland in California to Hamburg (22 hours elapsed time), and during 1966 was used for the first non-stop commercial flight by a South African-registered aircraft across the South Atlantic, as well as the first to touch down in Japan.
After becoming a familiar sight on what was then Jan Smuts Airport’s “Charlie” apron, ZS-DVJ was sold to Mr WJ Pelser in July 1971 for planned use as a roadside café along the N1 north of Warmbaths (now Bela-Bela).
A special permit for a single flight from Johannesburg to a specially prepared dirt landing strip near the “Klein Kariba” pleasure resort had been issued on 24 September, and on 9 October 1971, ZS-DVJ undertook its last-ever flight.
Nothing came of Mr Pelser’s plans, however, and in 1974, the resort was taken over by the “Afrikaanse Taal- en Kultuurvereniging” (ATKV), but sadly, the aircraft was allowed to deteriorate rather badly. Fearing the worst and being aware of the aircraft’s SAA connections, I approached the ATKV and with its SA Railway affiliation, the cultural organisation decided to donate the aircraft to the airline for restoration. It could only return to Jan Smuts Airport by road, and armed with information provided by Lockheed, a team of Technical Training School instructors and apprentices under Dave Ackerman’s able leadership, began the dismantling process on 1 May 1979. Twenty three days later, the various sections arrived back at what was to be “home” for many years, having made use of a very devious routing to avoid low overhead bridges and other obstacles. By the time I left the airline, ZS-DVJ had been reassembled, but as is now well known, was moved from pillar to post within the technical area and even across the airport before hopefully – and eventually – finding its way to the museum site at Rand Airport.
ZS-DKH VICKERS VIKING
SAA’s fleet of eight Vickers Viking 1Bs saw service for a relatively short period of time during the late 1940s and early 1950s, and by December 1951, the aircraft had all been sold to British European Airways (BEA). As time went by, the fleet dispersed further and none are in existence today. In 1954 the fledgling Trek Airways purchased Viking 1A c/n 121 that had previously served with BEA, and duly registered it as ZS-DKH for its leisurely, low cost, 32 seat tourist flights across Africa to and from various European destinations.
After the airline introduced Skymasters on the route in 1958, ZS-DKH along with two others were transferred to Protea Airways until this airline ceased operations in 1961. ZS-DKH was sold to Vic de Villiers, owner of a Caltex service station near what was known as Uncle Charlie’s intersection, southwest of Johannesburg. After its last flight to Baragwanath airfield, the Viking was towed to and mounted above the garage’s courtyard and became a well-known landmark – known to one and all as “Vic’s Viking”.
For many years, SAA’s Technical Training School used ex SAAF Ventura airframes for training young apprentices, but as time went by, the usefulness of these training aids gradually diminished. When the SAAF Museum started expressing interest in one of these airframes, it also made me start thinking “outside the box”. At that time the SAAF did not have any aircraft that could meaningfully join SAA’s historic collection, but they had an Avro Shackleton airframe surplus to requirements. Whilst there were some differences between the Viking 1A and 1B – the former had fabric clad geodetic wings and a short nose – this was not seen as too big a problem, and a successful approach was made to Mr de Villiers with the proposal of a three-way swap: the Shackleton for the Ventura and in turn for the Viking.
Once again Dave Ackerman and his instructors with their apprentices played a major role. In March 1987 the Shackleton was disassembled at Cape Town’s Ysterplaat AFB and taken by road to Johannesburg to replace the Viking that had been taken on a relatively short journey to SAA’s technical area. Sadly, the aircraft’s overall condition had been allowed to deteriorate up there on its lofty perch, and it was realised that a lengthy restoration project lay ahead. By the time I parted company with it, very little progress had been made, but a more recent journey by road to Rand Airport where ZS-DKH had regularly undergone maintenance during its days with Trek and Protea, has made its future look much rosier.
ZS-BXF DOUGLAS DAKOTA “VASBERADE”
After World War Two, very few airlines did not operate the famous Douglas Dakota, and SAA was no exception. Known as the C-47 in military service, a total of eight aircraft were obtained from surplus SAAF stocks during the 1940s and early 1950s, and refurbished to commercial DC-3 standards.
Built in 1943 at Oklahoma City as a C-47A-1-DO, c/n 12107 was delivered to the USAAF (“Army Air Force”) as 42-92320 and passed on to the RAF as FZ572 in 1943. The SAAF took delivery of it as 6821 in March 1944 for use on the Cairo shuttle, and it was purchased by SAA as ZS-BXF on 16 August 1948 (also the date of registration) having flown 2900 airframe hours. Named “Klapperkop”, it operated its first revenue service on 2 September 1948, flying from Rand Airport to Kimberley and Alexander Bay under the command of Captain Bob Truter.
Whilst all the SAA Dakotas carried the names of mountains, ZS-BXF was, for some unknown reason, later renamed “Vasberade” (the Afrikaans word for ‘resolute’ or ‘determined’) and used by Minister of Transport Ben Schoeman whilst on official duty.
Its final service took place on 30 January 1970 when it flew from Maseru to the then Jan Smuts Airport as SA132 before being handed over to the SAAF as 6888 on 5 February 1971 with 19,566 hours “on the clock”.
I only recently became aware of a mid-air collision involving 6888 on 10 December 1985. It was one of twelve C-47s practising for the flypast at Swartkop AFB to commemorate the Dakota’s 50th anniversary seven days later. Soon after take-off, 6874 and 6888 came together, leaving the latter’s starboard outer leading edge decidedly worse for wear, and whilst both aircraft landed safely, it is not known whether 6888 participated in the subsequent flypast.
A really suitable replacement for the venerable Dakota has not seen the light of day, despite numerous designs actually going beyond the project stage. One such effort was to replace the trusty Twin Wasp engines with turboprops, but this required the fuselage to be lengthened to counter the difference in engine weights.
In the late 1980s the SAAF decided on this route to give some aircraft in its large fleet a new lease of life, but the distinct possibility of seeing all of the ex-SAA aircraft being so converted or being sold off, made me more “Vasberade” to obtain one to join the growing collection of historic SAA aircraft.
I enlisted the help of Captain “Doc” Malan to arrange a meeting with the SAAF and Armscor who had been detailed to handle the disposal, and I remember our suggestion being sympathetically received – for a Dakota together with a Skymaster to be made available.
The question of price was quite naturally raised, and knowing what the SAAF paid SAA for the aircraft some 20 years earlier, I rather emboldened as well as somewhat tongue in cheek suggested that the same amount in reverse be considered.
At that time the “Historic Aircraft Fund”, made up of donations, the sale of first day flight covers, etc., had grown rather nicely, and the balance would be sufficient for this purpose. Much to my relief – and delight – the suggestion was approved, resulting in the two classic (and serviceable) Douglas veterans being bought for cash.
I cannot recall why the choice fell on 6888, but it might well have been because it was the “oldest” survivor of the second batch of Dakotas purchased from the SAAF (ZS-DJB would, from an historic perspective, have been a more logical choice as it had been the SAAF’s first C-47 – 6801 – but it had earlier been transferred to the Rhodesian Air Force where it was lost whilst in use).
Resplendent in SAAF camouflage markings, 6888 left Swartkop AFB under the command of Lt S Cox on its delivery flight to SAA on 14 May 1991, and where I took early retirement shortly thereafter, it turned out to be “a mission accomplished” for me.
Whilst the initial idea had been for it to become a static exhibit, my colleagues in the airline had other ideas, and the rest is, as they say, history.
ZS-BMH DOUGLAS DC-4 SKYMASTER “LEBOMBO”
The aircraft rolled out of Douglas’s Santa Monica plant in California in 1947, and was delivered to SAA at Rand Airport on 9 August 1947. After serving the airline on the “Springbok” route to England and on internal and regional routes, it ended up flying “Skycoach” services between the major domestic centres.
Whilst on finals into Durban’s Louis Botha Airport after a flight from Johannesburg on 30 June 1962, it collided in cloud over the Bluff with Harvard 7464 of 5 Squadron SAAF. Lt Sinclair and his fellow pilot parachuted to safety, whilst Captain Arthur “Archie” Nasmith succeeded in landing “Lebombo” safely, despite a damaged vertical stabiliser and rudder.
The aircraft was subsequently sold to the SAAF as 6904 on 21 January 1966 with 32,042 hours “on the clock”.
The story behind its acquisition was told above in the chapter on “Vasberade”. For me, the choice of 6904 was quite an easy one, for apart from it having been the last ever C-54/DC-4 built, it was also the first aircraft I ever flew in – Skycoach service SA531 from Johannesburg to Durban on 6 January 1961 with Captain John Godfrey in command.
I do not have any further details of life after its return to SAA on 12 May 1993 – it took place after I had left the airline – but just more than 50 years later, on 6 February 2011, I renewed my acquaintance with it on a flight over the Vaal Dam, something that not many people have been or will be privileged to do.
Aircraft of the SAA Museum Society, dates acquired
Our Majestic Jumbo. 3 November 2015. Photograph: John Austin-Williams.
The management of Rand Airport has generously donated a tract of land adjacent to runway 29 for the SAA Museum Society to use to display its collection of Static Display Aircraft.
Our B747, ZS-SAN, Lebombo, is open for viewing. However the cockpit is closed as the aircraft is considered "Live".
There is however a B747 "Classic" Simulator which is identical in all respects to the B747 cockpit and this may be viewed. The simulator is not operational. Members of the public are welcome to take photographs of the aircraft in the park.
Should interior access be required to any of the other static display aircraft then application must be made in writing, via e-mail to info@saamuseum.co.za stating the number of visitors wishing to view inside the aircraft. This will then be treated as a "Guided Tour".
Bookings for Guided Tours are essential.
The members of the South African Airways Museum Society are the proud owners of large variety of aircraft.
They range from pristine operational aircraft to those in much need of TLC.
The list below is sorted by date of acquisition by the SAA Museum Society.
Note however that the dates prior to the formation of the Society in August 1986 are when SAA acquired the aircraft.
Boeing 707-344C ZS-SAI “East London” c/n: 20283 Customer Manufacture No 8244
Boeing 707-344C ZS-SAI "East London" in her heyday with South African Airways. Photograph: Boeing via SAA Museum Society Archives.
Boeing 707-344C ZS-SAI "East London" at Jan Smuts Airport. Photograph: Tony Ward collection.
A brief history of c/n 20283
Ordered by SAA on the 15th of August 1968, registered ZS-SAI to SAA in November 1969. Rolled out on the 7th of November 1969 and first flight on the 9th of December 1969. Acceptance flight on the 16th of December and delivered to SAA at Seattle on the 18th of December 1969. The airliner was delivered by captains Bert Rademan, H “Laurie” Lourens and Decker with call sign SADE 004.
Delivery route as follows:
19th December 1969 Seattle – London 21st December London– Sal Island 22nd December Sal Island – Jan Smuts Airport
The aircraft was named “East London”, and was flown to East London on the 28th of January 1970 for the christening ceremony. First SAA revenue service was flight SA220 on the 21st of January 1970 from Johannesburg - Luanda – Madrid – Paris - London.
The aircraft was bought by Luxair on the 5th of August 1978 and registered LX-LGS. Leased by Alia – Jordanian Airlines from the 12th of April 1979 with the registration JY-AFQ, returned to Luxair on 15th of December 1981. Bought by Tratco on the 27th of December 1984, bought by Trinair on the 27th of December 1984. Leased by Safair Freighters in March 1985 and registered ZS-LSF. Leased to Liberian World Airways on 1st September 1989 and registered EL-TBA. Returned to Safair in June 1990. Next to Israel Aircraft Industries for overhaul and modification and delivered to 60 Squadron SAAF with tail number AF-621, later 1421 and used for early warning and transport duties. Retired during the early 2000s.
In late 2004 discussions began between the SAA Museum Society and the South African Air Force with a view to get the aircraft donated to the museum. Unfortunately it proved to be too costly an exercise and it was agreed that various parts of the aircraft would be made available for donation. So it was in March 2011 that the first item, a Pratt & Whitney engine was delivered to the SAA Museum Society aircraft park at Rand Airport in Germiston. Over time various other items from the aircraft have made their way to the museum.
Technical details for Boeing 707-344C
Wingspan 44.4 / 145 ft 9 in. Length 46.6 / 152 ft 11 in. Height 12.7 m / 41 ft 7 in. Empty weight 63,502 kg / 140,000 lbs. Maximum weight 152,406 kg / 336,000 lbs. Maximum speed 1,009 kph / 627 mph. Max operating altitude 12,800 m / 42,000 feet. Range Maximum Fuel 9,932 km / 6,160 miles. Crew Minimum 3 flight deck, Min 4 cabin crew in passenger configuration Passengers Maximum 177 all economy configuration. Engines Four Pratt & Whitney JT3D-7 Twin Spool Axial compressor Turbofan developing 8,415 Kn / 19,000 lbs thrust.
Article by Logan Green below is reproduced from the GERMISTON CITY NEWS, FRIDAY 11 MARCH 2011
Museum welcomes new addition
There were smiles aplenty at the South African Airways Museum Society's (SAAMS) Aircraft Park, on Sunday 6 March 2011.
The members were thrilled with the arrival of a complete Pratt & Whitney JT3D turbo fan engine and the tail fin of a Boeing 707-344C.
The parts of the aircraft were donated by the South African Air Force (SAAF) and transferred to their new home at the South African Airways Museum in Germiston, from the air force base in Waterkloof, Pretoria.
This particular aircraft has had a number of homes since she was originally delivered to South African Airways (SAA) by Boeing in December 1969.
She also flew in the South African Air Force as a passenger and freight craft and has had a number of well-known pilots fly her before her official retirement in 2007. Some of the pilots who flew this Boeing 707 include Karl Jensen, Laurie Kay and the late Ron Beamish.
"Our gratitude to SAAF cannot be described," said Andre Swart, vice-chairman of the SAAMS. "Just the fact that we can have bits and pieces of this aircraft is really something special."
Lieutenant Colonel Kevin Pearce, product systems support manager at SAAF who has been tasked with the phasing out of Boeing 707s in the defence force, said: "It is sad to see our aviation heritage dwindle and it is through the passion shown here by these volunteers that we can preserve this wonderful aircraft."
A 13m section of the fuselage including the cockpit of the Boeing 707 arrived on 26 June 2011.
B707 Pratt & Whitney JT3D Turbofan engine arrived on Sunday 6 March 2011. Photograph: Andre Swart.
WO Joe Joubert, South African Air Force (SAAF), shakes the hand of Andre Swart, vice-chairman of the Museum, symbolising the transfer of the 707 parts from AFB Waterkloof. Photograph: Jean Swart
Cutting the fuselage. Photograph: “Watty” Watson
Fuselage separated. Photograph: “Watty” Watson
Fuselage ready to be transported to the SAA Museum Society. Photograph: Joe Joubert
Marlboro Crane Hire generously sponsored a crane to do the lifting of the engine and the fuselage. Photograph: Andre Swart
26 June 2011. Boeing 707 fuselage section arrives at the Museum. Photographs: John Austin-Williams.
Wiring channels.
Welding up the support structure.
Cutting out rubber pads for the support beams.
Cockpit in need of a good clean, and sourcing and replacing of missing instruments. SELCAL EJ-CF.
Photographs: John Austin-Williams.
Plenty of work ahead in the cabin.
Handover of the Boeing 707 certificate. 26 June 2011.
Left to right: Brigadier-General Derrick Page - Director Air Force Heritage, Sean Blaauw – Chairman SAAMS, Andre Swart – Vice Chairman SAAMS and project leader, Colonel Kobus van den Berg, Senior Staff Officer, Directorate Combat Systems.
Cockpit restoration and lighting looking great. 29 July 2017. Photograph: John Austin-Williams
Cabin restored. 29 July 2017. Photograph: John Austin-Williams.
The 60 Squadron logo that was on the aircraft at the time of delivery to the museum had to be redrawn from scratch as no artwork was available ex SAAF. 30 January 2016.
As of March 2017 the emblem (type 2) was safely in electronic format, replacements are now easily printed. Note the above emblem is quite different from the official 60 squadron emblem registered with the Heraldry Department. Somewhere along the way it turned into the above design.
Pratt & Whitney J57 (JT3D) Turbofan engine
The J57 (JT3) Engine was the first Pratt & Whitney-designed turbojet. Of twin-spool, axial flow configuration it was an immediate success. In 1952, the J57 won the prestigious Collier Trophy for greatest achievement in American aviation. The military used the J57 for its fighter squadrons. In May 1953, a J57-powered North American F-100 Super Sabre became the first production aircraft to exceed the speed of sound in level flight. Other users of the J57 were the Convair F-102 Delta Dart, Chance Vought F8U-1 (first official speed record in excess of 1,000 mph), Lockheed's U-2 reconnaissance plane, prototype of Republic's F-105 Thunderchief fighter-bomber and Northrop's Snark intercontinental guided missile. The engine was upgraded steadily to achieve higher thrust levels eventually achieving 19,600 pounds thrust with afterburning. In October 1958, the commercial version of the J57, the JT3, brought American passengers into the jet age with the inaugural flight of a Pan American World Airways B707 from New York to Paris. Four engines of 13,000 pounds thrust each reached a cruising speed of 575 mph, 225 mph faster than the newest propeller-driven airliner of that time. The J57 and JT3 were so far ahead of the competition that virtually every aircraft manufacturer in the USA designed an airplane around them. A total of 21,186 of these turbojets were built for commercial and military use before the last one was shipped in 1965. South African Airways used the JT3D engine on its fleet of Boeing 707 aircraft. The example in the museum, along with the 707 forward fuselage section of ZS-SAI, was donated to the museum by the South African Air Force and arrived at the museum on the 6th of March 2011.
Drawing: Museum archives. Text ©2016 United Technologies Corporation, Reproduced with Permission.
Pratt & Whitney JT3D Turbofan engine on display in the aircraft park. 7 October 2017.
Boeing 737-219 ZS-SMD “Pukeko” c/n: 23472
The call came in on Wednesday morning the 10th of September 2014.
Dennis Spence "Would you like a 737?"
John “Jaws” Austin-Williams "Absolutely!"
Dennis Spence "Then organise it – I'll bring it on Sunday"
That was about the sum total of Jaws’s conversation with Captain Dennis Spence.
From Wednesday to Sunday it was a blur of E-mails, SMSs, WhatsApps and Cell Phone calls, both locally and to our Vice Chairman, Richard Hunt who was in Canada at the time.
To Ian Cruickshank, our Treasurer - "Have we got funds for fuel, ATNS, ferry permit etc?"
Ian "ah... well... how much do we need?"
Jaws "I'll get back to you".
As it transpired there was fuel in the aerie, enough for the ferry from OR Tambo International Airport to Rand Airport, so panic off in that regard.
To Joppie Nieman, our secretary and PRO - "We've been donated a 737, get on the blower to all your radio, TV and print media contacts".
Joppie "Consider it done!"
Jaws to Stuart Coetzee and Paul Roberts of Rand Airport and Hennie Delport of Phoebus Apollo…"ah, guys, we've been given a 737... she's coming on Sunday!"
Stuart "Where are you going to put it?"
Jaws "We'll make space - but can we store her at Hennie's for a few days?".
Hennie "You've got 45 days, thereafter I'll cut her up!"
Peter Frame from Swissport "Tow bar on its way".
Renette Buys from Phoebus Apollo "Tractor and driver Johan Coetzer ready for you!"
Apart from a few anxious moments all the planning went smoothly.
A letter confirming the donation was received from Fabian Bachrach.
Peter Annear of Star Air Cargo, based at Denel, arranged the ferry permit with CAA.
Captain Dennis Spence, Captain Glen Warden and Safety Officer Rodger Thomas did all the flight planning - we were "good to go".
And so at around 10h00 on Sunday 14 September ZS-SMD climbed out of OR Tambo for the last time.
Some air-to-air photography took place; she made two fly pasts for the photographers, then two "runway inspections" and finally at 10h59 the crew put her down gently on runway 29 at Rand.
Boeing 737-219 Advanced, ZS-SMD, touched down at Rand Airport at 10h49 on Sunday, 14th September 2014.
A crowd of about 150 people had gathered to witness the final landing of this classic aircraft. After performing several fly pasts and two “runway inspections” Captain Dennis Spence and Co-Captain Glen Warden gently put her down for the last time.
She was parked on the apron in front of the Terminal building for a couple of hours – the first Boeing 737 to land and Rand.
After the obligatory crew photographs and chats to the media she was taxied to the Phoebus Apollo Aviation apron where she remained for the next few days until being towed up to the Museum’s aircraft park on 2nd October.
Construction number 23472, line number 1194, first took to the air on 20 January 1986.
She was registered ZK-NAV on 3 February, handed over to Air New Zealand on 10 February and arrived in New Zealand on 15 February.
Named “Pukeko” she was put into service on 21 February 1986.
In her career as a passenger airliner she has seen service with the following operators:
ZK-NAV Air New Zealand XA-NAV Aviacsa (Mexico) N472BC Celtic Capital ZS-SMD Star Air Cargo ZS-SMD Air Namibia ZS-SMD LAM (Linhas Aereas Mocambique) Mozambique ZS-SMD Proflight Zambia
She was also used by Mango Airlines for some flights.
Unfortunately the costs of a D-check were too expensive and so rather than face the axe-man she was donated to the Museum.
The crowd waiting for the arrival of ZS-SMD. 14 September 2014. Photograph: John Austin-Williams
The crowd waiting for the arrival of ZS-SMD. Photographs: John Austin-Williams
Runway inspection.
Air-to-air. Photograph: Bruce Perkins.
Air-to-air. Photograph: Bruce Perkins.
Photograph: Bruce Perkins
Photograph: Bruce Perkins
Photograph: Jennifer Armstrong (nee Austin-Williams).
Photograph: Jennifer Armstrong (nee Austin-Williams).
Photograph: Jennifer Armstrong (nee Austin-Williams).
Photograph: Jennifer Armstrong (nee Austin-Williams).
Photograph: Jennifer Armstrong (nee Austin-Williams).
Photograph: Jennifer Armstrong (nee Austin-Williams)
Jennifer Armstrong (nee Austin-Williams) with her beloved Nikon. Photograph: John Austin-Williams).
Photograph: Jennifer Armstrong (nee Austin-Williams).
The cockpit of B737-219 ZS-SMD. Photograph: John Austin-Williams
The cabin of B737-219 ZS-SMD. Photograph: John Austin-Williams
Left, Captain Glen Warden and right, Captain Dennis Spence: Photograph: John Austin-Williams
The crew, SAA Museum Society Committee and members. Photograph: Bryce Bartlett
ZS-SMD taxiing to the Phoebus Apollo apron where she remained until 2nd October. Photograph: John Austin-Williams
Saturday 24 September 2014, 13 museum members spruce up ZS-SMD and apply the museum decal.
Just a bunch of happy workers.
ZS-SMD, “welcome to the museum aircraft park” ceremony, 2nd October 2014. Photographs: Karl Jensen
Boeing 747-244B ZS-SAN “Lebombo” c/n 20239
B747 plant - Paine Field, Everett, Seattle 1971 Photograph: Bruce Prescott collection.
ZS-SAN nose, mid section and tail join. Photograph: Bruce Prescott collection.
ZS-SAN acceptance signing 1971. Jimmy Adam (SAA CEO) and Bob Withington (Boeing). Photograph: Bruce Prescott collection.
Signing acceptance of B747-244B ZS-SAN at Boeing, Everett 1971. Dewey Rancourt, Boeing Contract Administrator, Bruce Prescott, SAA Senior Technical Representative, and FAA Engineering Representative. Photograph: Bruce Prescott collection.
ZS-SAN over Cascade Mountains on her acceptance flight. Photograph: Bruce Prescott collection.
ZS-SAN delivery flight departure. Photograph: Bruce Prescott collection.
ZS-SAN “Lebombo” arrived at the then Jan Smuts Airport on the 6th of November 1971, at the end of her delivery flight.
On the 10th of December 1971 Boeing 747 ZS-SAN “Lebombo” operated SAA’s first wide body service to London.
British Airways began operating their London - Johannesburg route with 747s on the same date.
First flight cover (number 19) of a SAL / SAA Boeing 747B Johannesburg-London, 10th December 1971.
The above card was included inside the first flight cover of the first SAA 747B flight from Johannesburg to London. Text, in Afrikaans and English, on the reverse of the card describes some of the features of SAA’s Boeing 747B.
In March of 2002 the South African Airways Museum Society asked South African Airways if they would donate, a soon to be retired from service, Boeing 747 aircraft to the South African Airways Museum Society. To the Society’s delight SAA agreed and Boeing 747-244B “Lebombo” was made available.
The acquisition by the SAA Museum Society of the “Jumbo” is possibly the single most proactive event in preserving civil aviation history in South Africa. The concept is to display the aircraft and set up facilities whereby the aircraft can be utilized to its fullest extent for aviation awareness programs as well as for fund raising for the society. Lebombo will not fly again, but will be on display for aviation enthusiasts.
The aircraft is available for small corporate related functions such as board meetings and conferences, product launches, award ceremonies, even weddings. Much needed funds for the society’s preservation efforts will be generated from the utilization of the 747.
ZS-SAN “Good Luck Bokke” overhead Ellis Park Stadium, 24 June 1995. Photograph: Jan Hamman (Beeld Newspaper).
On 24 June 1995 ZS-SAN Lebombo swooped across a crowded Ellis Park Stadium at the Rugby World Cup final between South Africa and New Zealand, bearing "Good Luck Bokke" beneath her wings. South Africa beat New Zealand 15-12.
The crew were: Captain Laurie Kay, Senior First Officer Billy Fourie, Senior Flight Engineer Officer Don Coppard. Safety Officer Senior Training Captain Selwyn Thomas.
ZS-SAN Lebombo air show display at Rand Airport 4 May 2003. Photographs: Julian Whitelaw.
Lebombo gave a spirited display at the Rand Airport Air Show on 4 May 2003. Photograph: Julian Whitelaw.
A gorgeous 1:200 scale model of Boeing 747-244B, ZS-SAN, “Lebombo” in her delivery colours. Available in the Museum Gift Shop
Boeing 747-244B ZS-SAN Interior pictures 3 June 2003
Photographs: Julian Whitelaw
Boeing 747-244B ZS-SAN Exterior pictures 3 June 2003
Photographs: Julian Whitelaw
Boeing 747-244B ZS-SAN Cockpit pictures 3 June 2003
Photographs: Julian Whitelaw
Boeing 747-244B ZS-SAN Sunset Flight 13 September 2003 SAA Museum Society fund raiser
After being given the go-ahead by SAA to use ZS-SAN for a sunset flight to raise funds for the museum it took just 5 weeks for Richard Hunt, then Vice Chairman, and his team to put together what can only be described as a unique occasion. The sunset flight exceeded all expectations and judging by the feedback was a memorable occasion for the passengers who were lucky enough to secure tickets. Right from the start the project moved forward in leaps and bounds and the team were overwhelmed by the support and generosity off all parties that were connected in one way or another with the sunset flight. Enthusiasm and offers of assistance abounded.
AirBP were the first major sponsor with their offer of fuel for the flight. They immediately bought six tickets, which they donated, to the Reach for a Dream Foundation.
On the catering side Sodexho literally went to town and laid on the most magnificent spread of culinary delights.
Equity Aviation Services were only too eager to assist and ensured that all ran smoothly on the ground handling side.
SAA Technical pulled out all the stops to prepare the aircraft. When we arrived early on Saturday the 13th, ZS-SAN was parked behind hangar 7 and positively gleamed in the early morning light. She was spotless, inside and out, how proud we were of this 32 year-old majestic lady of the skies. ACSA also made a major contribution to our project by allowing us early access to C13 walkway as well as allocating a special “check-in” area in the Domestic Terminal. South African Airways provided access to the ticket printing facilities, ensuring that all went smoothly with check-in on the day.
To say that tickets sold like hot cakes is an understatement. We were swamped with bookings and sadly had to turn down numerous requests for tickets.
Numerous meetings were conducted to ensure that all was on track for the flight. The final meeting occurred on the Thursday at the Holiday Inn next to the airport. Karl Jensen, accompanied by his wife Val, assisted us with valuable input as to the routing and timing of the flight. Karl also offered to be “on board commentator” for the flight and what a sterling commentary he delivered.
One of the many highlights of the day was meeting a passenger who had flown out for the sunset flight all the way from the USA. Andrew Oliva was fetched form his hotel early on Saturday and straight away got stuck in with assisting the team with preparations for the flight. Andrew certainly got his monies worth as he not only had the pleasure of the flight later that day but also got to be involved in the “behind the scenes” activities, Andrew will remember the day for years to come I’m sure.
There was much to be accomplished on the morning of the 13th before the aircraft could be towed to the apron. The team rendezvoused at the Connie to begin with the tasks at hand. “Thank you” labels were affixed to the complimentary bottles of wine. Snack boxes folded and taken to the kitchen. Passenger list checked and checked again. Souvenir brochure folded to later be placed on the seats of Lebombo. Headrest covers placed on the seats. Shop stock and wine stored on the jumbo to be taken later to the airport terminal. Sick bags placed in seat pockets.
All this time we were being tailed by Michael Black, aviation journalist, who was feverishly making notes and taking photographs. Michael was recording the activities for an article to be published in “African Pilot” magazine. Michael had a hard time gathering his information as he was regularly interrupted with “fold these brochures”, “stick these labels on these bottles”, “get a photo of this”, “make a note of that”. Thanks for your help Michael, I know you had fun!
Hot on the heels of Michael was video cameraman, Marais Wessels, capturing for posterity the day’s events. Thanks Marais for your contribution in capturing on video some of the highlights in our museum’s history. The Sodexho manager had us set up a “production line” for filling the snack boxes and packing them into galley trolleys. Three hundred boxes packed and stowed on the jumbo in 90 minutes – what a team.
By 15h00 the APU was running and ZS-SAN made the leisurely tow to the apron. The sunset flight team had just enough time during the tow, to discuss the next phase and change into our “uniform for the flight”.
We arrived at the terminal bang on time and were greeted by the cabin crew, all volunteers for the flight. In quick time they gave the aircraft a once over to ensure everything was ready.
Ground technicians and crew were performing the usual checks and final preparations below while we unpacked the wine and museum shop stock.
In the Domestic terminal our “passengers and VIP guests” were beginning to arrive, some of them early, excited and eager “to fly”. Karl and Val were there to welcome passengers and there was many a passenger who was keen to strike up a conversation with Karl.
Passengers soon began to board through the jumbo’s door number two. Affixed to the galley walls, directly in front of the entrance to the aircraft were two magnificent photographs of ZS-SAN. They were taken by George Hall, a long-time museum member and passionate aviation photographer. The two photos, donated to the museum by George, depict ZS-SAN’s stunning display at Rand Airport in May of this year. Unfortunately George was unable to be part of the sunset flight, business commitments taking him elsewhere.
Among the VIP’s were three former SAA CEOs – Frans Swarts, Mike Myburgh and Gert van der Veer. Also on board as a VIP guest was Marie-Hélène Maguire, for many years involved with the SAA Voyager Programme and long-time supporter of our Museum. Although invited as guests, the former CEOs and Marie-Hélène insisted on “paying their way” - we are most appreciative of this.
Also on board was Johan Pienaar, son of the late SAA Captain and CEO Salomon “Pi” Pienaar. Pi was part of the crew that delivered Lebombo in November 1971, and Johann, as a young lad, accompanied his dad on the delivery flight.
17h25 saw doors closed and pushback. Soon after “Alpha November” was accelerating rapidly down 03 left. Boy can the old girl still go! It seemed like seconds and she was airborne. The moment the seatbelt light went out it was party time. When the "sunset flight team" went downstairs to begin "mingling with the passengers", they were met with one huge gathering of eating, drinking, chatting, sightseeing “flying enthusiasts”.
The atmosphere was electric. You could just tell the aircraft was full of people who “loved to fly”.
After take-off it appeared that the weather had quickly changed to gloomy and overcast. We were not going to see Sun City or Hartbeespoort Dam. The initial plan was to fly at 8000 but after obtaining clearance the flight crew took Lebombo up to 20,000. The acceleration was again fantastic as she climbed up to the new flight level. Up high the passengers were treated to spectacular cloud formations, many with a silver lining.
Those with cameras were snapping away, others eager to get a view of nature’s wonders. The Pratt & Whitney engines were bathed in orange light as the sun started to set.
Karl Jensen kept us entertained with snippets of fascination information, the aircraft’s history, technical details etc., as well as humorous anecdotes. The cabin crew was marvellous, they certainly know how to make one feel comfortable.
Air BP and John Austin-Williams made a presentation of a SAA Boeing model to each of the Reach for a Dream passengers.
I must say it was an emotional moment for me, and it was a wonderful feeling to be able to “give” albeit small.
Our congratulations go to the couple that got engaged on the flight. There can’t be many men who have proposed to their girlfriends at 20,000 feet.
All too soon darkness prevailed and we were heading for home. This too was equally spectacular as Johannesburg was experiencing its first summer thunderstorm. Lightning darted all around the sky and light rain began to fall.
This undoubtedly added to the already magnificent flight experienced so far. For some it may have been a little bit bumpy, however I think most passengers were too caught up in the thrill of being on board and were savouring every moment.
Touchdown was a greaser and the flight crew were rewarded with an eruption of cheering and clapping.
The South African Airways Museum Society thanks each and every one who contributed to making this a successful and memorable event. If we got the opportunity we would definitely do it again.
The Sunset Flight Wine.
Boeing 747-244B ZS-SAN Sunset Flight 13 September 2003 Photographs by Johann Pienaar
Boeing 747-244B ZS-SAN Flight for SAA Technical and hand over to the Museum 24 January 2004
The invitation that was sent out for the Lebombo handover ceremony
The following article is reproduced by kind permission of Athol Franz, African Pilot Magazine.
On Saturday 24 January 2004, several members of the press, together with many of the SAA Technical staff that have worked on SAA’s first Boeing 747, ZS-SAN “Lebombo”, were treated to a spectacular flight to “nowhere”.
The one and a half hour flight south towards the Drakensberg and back to Johannesburg International Airport was conducted at 25 000 feet, just above the towering clouds, offering the passengers spectacular views of the lush green countryside.
Captain Dennis Spence and Captain Stewart Lithgow entertained the passengers with information on the illustrious career of one of the greatest aircraft of all time.
Other members of the cockpit crew were Flight Engineer, Nick Maree and Chief Flight Engineer, Dennis McDermott.
All crewmembers on this flight, including cabin crew, volunteered their time to make the occasion all the more special.
Lebombo arrived at the then Jan Smuts airport on 6 November 1971 and now thirty-two years old in 2004 this Jumbo has clocked 107 000 flying hours and has spent twelve and a half years airborne.
Lebombo was delivered brand new to SAA in November 1971 from Boeing in Seattle at a cost of R17 million and has flown 481.5 million nautical miles or 886 million-Km using 160.5 million litres of Jet A1.
Lebombo has used 3384 tyres at a cost of R10 000 each – R30.4 million - nearly double the purchase price of the aircraft.
She has carried six million passengers and the world’s fleet of 1375 B747s manufactured to date have carried more than 3.5 billion passengers.
Capt. Dennis Spence was but a teenager.
His original first officer’s duty was a flight to London on Lebombo in 1988 and he later received his first command on the same aircraft in 1998 also to London.
Weighing in at 231 metric tonnes, the Boeing 747 was extremely light, rotated at 142 knots and climbed out of JHI like a “homesick angel.”
Speaking from the “sharp end”, Dennis was happy to report that every single component on the aircraft was in perfect working condition and that the acceleration was “better than an M3 on steroids.”
On the descent for landing we circled the Vaal Dam, which I have often done in my Cessna 172, but never before in a B-747.
The fly-by at Johannesburg International Airport must have been most impressive to the many visitors on the ground at SAA Technical, as on-board the aircraft the resulting steep turn overhead the SAA complex was awesome!
Capt. Stewart Lithgow landed the 747 with style in what must go down as one of the smoothest landings I have ever experienced in such a large aircraft. As the Boeing taxied off to SAA Technical, two fire tenders sprayed water in an enormous arc over the nose of the aircraft.
Once parked and shut down, the passengers disembarked to a spectacular display of South African Airways history in the form of historic photographs depicting SAA’s aircraft from a bygone era, old aircraft models in SAA livery, even period hostess uniforms on mannequins as well as a magnificent spread of food and refreshments. The hangar was beautifully decorated with the ex Trek Airways Lockheed L1649A Starliner (Constellation), ZS-DVJ in one corner and the Douglas DC-4 ZS-AUB “Outeniqua”, of SA Historic Flight in the other corner.
Master of ceremonies, Karl Jensen, who completed 163 flights on this aircraft, dealt quickly with the formalities. CEO of SAA Technical, Rinesh Ramkissoon, symbolically handed the keys of Lebombo to Richard Hunt, Vice Chairman of the SAA Museum Society.
Not many of the audience noticed a moment of nostalgia as Rinesh kissed the nose-gear goodbye. Was there a tear?
Well-done South African Airways Technical for organising a fantastic function!
Boeing 737-244(Adv) ZS-SIJ “Caledon” is dwarfed by her big brother “Lebombo” taxiing out for the flight. Photograph: Julian Whitelaw.
Boeing 747-244B ZS-SAN Landing at Rand Airport Friday 5 March 2004
At four minutes past eight, South African time, on an overcast and dull Friday morning, 5 March 2004, the retired South African Airways Boeing 747-244, ZS-SAN, "Lebombo" touched down at Rand Airport, Germiston, just outside Johannesburg.
It was a case of third time lucky for the landing had been postponed twice due to poor weather conditions on 14 and 28 February.
A substantial crowd had been waiting at Rand since about six a.m. and erupted in cheer and clapping as the grand old lady was placed firmly down on runway 11.
As planned she stopped near the intersection of runway 11/29 and 35/17.
After the exchange of congratulations over the radio the crew announced the shutdown of the four big Pratt & Whitney engines, the APU (auxiliary power unit) however was kept running so that steering and brakes could be operated.
The responsibility of towing the aircraft was handed over to a very experienced and highly capable SAA Technical crew whose task it was to move the aircraft to its parking area.
A tug was connected and the jumbo began to head for the designated parking area in front of the terminal building.
However the tug’s wheels lost grip on the grass and after several unsuccessful attempts to try and assist the tug with a fire tender a decision was taken to taxi Lebombo across the grass under her own power.
The four engines were started and in a few minutes the old girl was on the taxi area in front of the terminal.
The tug was reconnected and the aircraft manoeuvred to her parking spot.
Lebombo is sure to attract attention for she can be seen from as far away as Alberton and most of the roads that lead to Rand Airport.
An interesting point is that when standing in front of the entrance to the Rand Airport Terminal building one can see her tail towering above the buildings.
A good bit of marketing for SAA no doubt!
Lebombo’s crew consisted of:
Captain: Dennis Spence Captain: Stuart Lithgow Senior First Officer: Phil Parsons Senior Flight Engineer Officer: Dennis McDermott Chief Flight Engineer Officer: Peter Kiely
Also on board was Gerry Du Toit from the South African Civil Aviation Authority.
It was an emotional time for it was the last flight of Senior Flight Engineer Officer Dennis McDermott and Chief Flight Engineer Officer Peter Kiely.
It was fitting indeed that their last flight was on an aircraft destined to be preserved and not sent to a breakers yard.
Message from the Captain
Below is the story of the landing of "Lebombo" as written by the Captain (Captain Dennis Spence) who flew her on this last flight. The aircraft empty weight was 164 000kg and we had 20 000kg fuel on board.
The aircraft was TOTALLY airworthy and every component was serviceable, it even has toilet paper in all the toilets!!!!!
We had a snag before start with the PMS (Performance Management Computer) so one was ordered from stores and it was fitted before we departed. Take-off weight was 183 000 kg and the V1/VR speed was 125 kts. Max thrust was 1.6 EPR but we de-rated to 1.55. We applied nearly max thrust on the brakes and it had acceleration that made the M3 drivers look like they were standing still.
We rotated just after intersection Lima, some 3000 ft from the beginning of 03 Left, and climbed away with a body angle of nearly 30°.
We were given vectors for Rand from the west, but because of some cloud we only became visual too late to commence the approach, so we were re-vectored and approached from the south. We joined right-hand downwind for 11 and got the gear and flap 30, landing flap out early. As there is no approach aids on 11, we plotted an ideal path using the DME at RAV.
The threshold height of 11 is 5500 ft MSL at 0,7 DME RAV, so by the simple rule of 300 ft per nautical mile, we had our path plotted.
3.7 DME: 6400 ft, 2.7 DME: 6100 ft, 1.7 DME: 5800 ft
We did not want to touch early, because of the "lip" on the approach to 11, so we had a chalk line at 50m (150 ft) drawn across the runway to ensure that this would not happen, because of the visual illusion of such a narrow runway ( 15m wide compared to 60m wide at JNB).
The distance from the nose of the aircraft to the rear of the gear is 114 ft, so we would not want to touch down before the nose was at this line. Also, the demonstrated landing distance from the flight performance manuals, and computed by the performance engineers at SAA is 3000 ft.
This is using ONLY brakes and NO thrust reverse, but we must remember that this is for a new aircraft with new brakes, not one with 107 000 flying hours on it !!!! To ensure that we minimized the possibility of an over-run of 11, we then put another chalk line at 3600 ft from the end of R/W 29, so if we were not on the ground by this mark, we would go-around and have another attempt.
In the Simulator we tried various scenarios using JNB 03L, NO aids, except for the 300 ft/NM plot, a 5 kt crosswind and a 5 kt tail wind, NO reverse thrust, and every time we managed to stop before intersection Lima.
Well it worked at Rand, and we did NOT scratch the paint!!!
I managed to keep it on the centre line and touch down at the point we wanted - Bug speed at the weight of 178 000kg was 118 kts, but on short final with the wind at 070/08 I elected to fly it at 115 kts.
When Dennis Mc Dermot, our Flight Engineer called 20 ft on the radio altimeter, I closed the thrust levers and planted it firmly onto the runway, aircraft carrier style.
Well most of our energy dissipated rapidly, and by using medium auto-brakes, until I lowered the nose wheel, we managed to stop just before the intersection of 11/35.
Stew just "cracked" the reversers, in case we need them, but because the engines will be removed and used again, we did not want to ingest any debris, as ALL the engines were overhanging the runway.
The brake temperatures did not move higher than the mid green range.
Dennis Spence
Touchdown at Rand Airport on Friday 5 March 2004 at 08h04. Photograph: Julian Whitelaw
The delivery flight crew. Left to right: Captain: Dennis Spence, South African Civil Aviation Authority: Gerry Du Toit, Chief Flight Engineer Officer: Peter Kiely, Senior First Officer: Phillip Parsons, Captain: Stuart Lithgow, Senior Flight Engineer Officer: Dennis McDermott, Photograph: Athol Franz.
DVD available from the museum shop
ZS-SAN Lebombo was parked in front of the Rand Airport terminal building from 5 March 2004 until she was towed to the Museum Complex at TAC on 19 August 2006.
Lebombo, the Lodestar and the Dove outside the Rand Airport Terminal Building. 13 January 2005. Photograph: Michal Petrykowski.
The aircraft were a great attraction to visitors to the Harvard Cafe at Rand Airport. 13 January 2005. Photograph: Michal Petrykowski.
Preparing to move from outside the Rand Airport Terminal building. ZS-SAN was towed to the Museum aircraft park on 19 August 2006. Photograph: Debbie Yazbek.
Towed forward until the runway intersection and then turned around and pushed to the aircraft park. Photograph: Debbie Yazbek.
A CAT D8R dozer took over for the final stretch over rough terrain. Photograph: Debbie Yazbek.
A CAT D8R dozer took over for the final stretch over “rough terrain”. Photograph: Debbie Yazbek.
Conquip Hire - Equipment and Plant. Photograph: Debbie Yazbek.
Cooper’s Real Estate (Graham Cooper). Photograph: Debbie Yazbek.
Barloworld Equipment again provided invaluable help at no cost to the museum. Complete with custom made T-shirts for the occasion. Photograph: Debbie Yazbek.
Customised Hard Hat: Photograph: Keith Askham.
Over 100 reinforced concrete sleepers, for the two B747s to stand on, were donated by Infraset. Photograph: Debbie Yazbek.
Photograph: Debbie Yazbek. 19 August 2006.
40th Anniversary Celebration of SAA’s first international service with a B747-200. Johannesburg-Luanda-London 10 December 1971 with ZS-SAN “Lebombo”. Function at SAA Museum on Saturday 10 December 2011.
Boeing 747-244B ZS-SAN Wash by Hostesses, 23 November 2014 - An extremely wet wash day!
A group of at least 60 volunteers spent a cool and wet Sunday giving Lebombo a clean - inside the cabin and the undercarriage - we did not get to clean the fuselage - that's for another day when we have suitable equipment available to "get up there". Thanks to Gabriele Simpson and her team for a superb effort!
Boeing 747-244B ZS-SAN Andre van Zijl, living on board an aeroplane
26 November 2014 saw Andre van Zijl enter Lebombo to begin his next World Record – living on board an aeroplane!
A memorial service for the Helderberg disaster was held on board Lebombo on 28 November 2014.
On Saturday 6 December 2014 several events ran concurrently; Arts and Crafts market, organised by Janine Keizerwaard, under the wings of aircraft, museum end-of-year function and finally André van Zijl leaving Lebombo at 3 p.m. after living on the aircraft for 10 days and 3 hours! Funds raised from André’s latest world record were donated to the St Francis Care Centre, Boksburg, and the SAA Pensioners Support Fund.
Amongst the activities on the day were several artists singing, a puppet show for the kids and the “Lebombo’s got talent” contest. East Rand Stereo spent from 6 a.m. until 4 p.m. broadcasting from inside Lebombo.
Henry Bruinette, East Rand Stereo
SAA Museum Society Tour Guides and Assistants, 6 December 2014. Back L-R: Sean-Douglas Kroeger, Kaylin Pillay, Rico Botha Middle L-R: Divhani Netshiombo, Tamaryn Botes, Verhona van Straten, Rex Mpando Front L-R: Kayliegh Pitamber, Tamika Charlie, George Phiri, Janine Keizerwaard
It is indeed heart-warming to have young folk show an interest in, and get involved with, museum activities!
Boeing 747-244B ZS-SAN 5th pod - spare engine
With the advent of large passenger aircraft, so too did the size of the engines increase dramatically to accommodate the massive thrust requirements to power the new generation of super jumbos such as the B747.
This created a logistical problem; there were no freight aircraft in existence that could readily accommodate a fully assembled engine and ship it to the point where it was needed, sometimes to an aircraft stranded with engine problems.
To speed up the recovery time in this event, Boeing developed the B747 with the ability to carry a spare engine under the wing.
This engine would be practically ready to be fitted to the affected aircraft within just a few hours.
The carriage of this spare engine did have some consequences for the transporting aircraft, such as speed and altitude restrictions as well as a higher fuel burn but greatly improved the dispatch reliability of the B747s word wide.
When SAA took delivery of its first B747 (Lebombo) in 1971, there were no spare engines in South Africa for this new aircraft.
It was decided to deliver the aircraft, including a 5th engine fitted directly from the factory – as represented on Lebombo again.
ZS-SAN arrived at the then Jan Smuts airport at the end of her delivery flight on 6 November 1971. She carried a spare engine on a 5th pod.
Boeing 747-244B ZS-SAN spare Pratt & Whitney JT9D-7R4G2 engine arrives
A Pratt & Whitney JT9D-7R4G2 engine, serial number P715103-7R4, was donated to the museum by SAA Technical.
The engine is ex Boeing 747-346, c/n 24156, VP-BGX, of Transaero Airlines, Russia, and was delivered to the museum on Friday 22nd May 2015.
The first item to arrive with the SAAT truck was the engine stand, followed a few hours later by the engine.
Thanks to our ever-helpful friends at Marlboro Crane Hire for despatching a crane to the museum to lift the engine off the transport truck and place it in our aircraft park – at no charge!
Some information about the JT9D engine here www.pw.utc.com/JT9D_Engine
Aircraft Park Manager, Digby Sherwood, was quick off the mark and got the stand painted. 30 May 2015.
In pristine condition. 30 May 2015.
Boeing 747-244B ZS-SAN spare Pratt & Whitney JT9D-7R4G2 engine installed
MIDAIR Ident tag from the engine.
A Boeing 747 P&W JT9D spare engine kit was donated to the museum, the various items arriving on 12 and 19 October 2016 respectively. Most of the kit is original, as arrived with ZS-SAN in 1971. The nose cowl and tail cone are relatively new. Photograph: Matt Harvey
The kit arrived in two separate deliveries, 12th and 19th October. Photograph: Digby Sherwood.
Support Strut.
Tail Fairing and Support Strut.
Nose Cowl.
The “Tool Box”. Container for supporting tools and attachments to fit an Engine and Strut to an Airframe. Matt Harvey began the installation of the 5th pod and our JT9D engine to ZS-SAN in February 2017.
The P&W JT9D engine, strut and cowling was moved into position on Tuesday 7 February 2017.
7 February 2017.
The strut being lowered onto the engine. 8 February 2017. Mike Paterson in his element – not quite a high-powered sports car engine Mike but…
Matt Harvey managed to get the rear engine mounting secured on Saturday 25 February. Rain stopped play thereafter.
Relentless rain during February slowed progress with the spare engine installation. 25 February 2017.
On 7 March 2017 Matt got the engine secured and the engine stand dismantled and moved away. Photograph: Matt Harvey.
The beak fairing, tail cone and aft fairing were fitted by 29 March 2017. Photograph: Matt Harvey.
Boeing 747-244B ZS-SAN at rest
Boeing 747-244 ZS-SAN "Lebombo". 30 May 2015. Photograph: Bruce Perkins. Helicopter piloted by Essie Esterhuizen.
Basking in the late afternoon winter sun, 30 May 2015. Photograph: Bruce Perkins. Helicopter piloted by Essie Esterhuizen.
Boeing 747-244B ZS-SAN interesting information
Boeing 747-244 ZS-SAN Lebombo in her delivery colour scheme 1971.
Two aircraft - both named Lebombo
Boeing 747-244 ZS-SAN “Lebombo” and Douglas DC-4 ZS-BMH “Lebombo”. 3 February 2004. Photograph: Athol Franz African Pilot Magazine
Boeing 747-244 ZS-SAN “Lebombo” and Douglas DC-4 ZS-BMH “Lebombo”. Photograph: Sonja Grünbauer.
Pratt & Whitney JT9D-7R4G2 High-bypass Turbofan engine
Pratt & Whitney's JT9D engine opened a new era in commercial aviation.
It is a high-bypass-ratio engine and mostly used to power wide-bodied aircraft.
Since entering service on the Boeing 747 aircraft in 1970, the JT9D engine has proven itself to be the workhorse for early Boeing 747 and 767, Airbus A300 and A310 and Douglas DC-10 aircraft models.
More than 3,200 cumulative engines have been delivered since production began.
The JT9D engine family consists of three distinct series.
The JT9D-7 engine covers the 46,300- to 50,000-pound-thrust range.
The JT9D-7Q series has a 53,000 pound thrust rating.
The JT9D-7R4 series cover the 48,000- to 56,000-pound-thrust range.
JT9D-7R4 twinjet installations are approved for 180-minute ETOPS (Extended-range Twin-engine Operations).
The engine on display, s/n P715103-7R4, was delivered to the museum on Friday the 22nd of May 2015.
Text and cutaway image ©2016 United Technologies Corporation, Reproduced with Permission – All Rights Reserved.
Boeing 747-200 Technical Information
Although commonly called the Black Box the Flight Data Recorder is actually housed in an orange box. 14 September 2006. Photograph: Sandra Austin.
List of preserved Boeing 747 aircraft.
Includes cockpits, fuselage sections, parts and some abandoned ones.
Updated 18 February 2016
Boeing 747-244 ZS-SAN "Lebombo". 21 October 2018. Photograph: Bruce Perkins.
Boeing 747SP-44 ZS-SPC “Maluti” 8 October 2017. Photograph: Bruce Perkins.
Increasing numbers of Boeing 747s, including the SP version, are being retired from service. Some have found their way into aircraft museums or are used as tourist attractions, either 100% intact or sections. Others are simply abandoned and/or used as storage facilities.
Some were preserved as part of ambitious projects but for economic reasons failed and the aircraft were eventually scrapped, for example the ex Pan Am 747, N747PA, c/n 19639, that became a restaurant in Seoul but was cut up and scrapped, in December 2010, after the business had failed.
Several have been converted for use other than carrying passengers or freight. A few have been converted to VIP status with virtually no expense spared!
The list below is sorted by construction number (MSN - Manufacturer Serial Number). LN stands for Line Number. Click on the construction number to open pictures of the aircraft on the www.airliners.net website. Or click on other relevant links or GPS co-ordinates which will open in Google Maps.
Boeing 747SP-44 ZS-SPC “Maluti” c/n: 21134
Ordered by SAA on the 16th of July 1974 and registered in January 1976.
Rolled out on the 17th of May 1976 and first flight on the 4th of June 1976 using the Boeing Company registration N8297V.
Delivered to SAA 17th of June by Captains Willem Steytler, Arthur “Archie” Nasmith and Jack Tindall, Flight Engineers were Vernon du Toit and Anthony Watt.
17th - 18th June 1976 Seattle-Ilha do Sal-Jan Smuts 19 hrs 55 min.
Flown to the Boeing factory for straight staircase, landing gear and other modifications on the 23rd of April 1977.
The aircraft was used for a presidential flight from 12th to the 17th of October 1980.
The route was Jan Smuts-Waterkloof-Mauritius-TSA-Taipei-Mauritius-Waterkloof-Jan Smuts.
The operating crew were Captains Meyer Botha, Mickey Mitchell, first officer James de Wet and flight engineers Adrian den Haan and Bill Herbst.
The airliner was the first SAA aircraft to operate into Houston, USA. ZS-SPC arrived in the USA on the 9th of December 1982.
The aircraft was leased to Air Mauritius from 28th of October 1984 to the 10th of November 1984 and was registered 3B-NAG and named "Chateau Du Reduit".
The aircraft was leased to new South African company, Avia, from the 24th of April to the 2nd of August 1995. The registration was ZS-SPC and the name “Gauteng” was carried.
ZS-SPC had a short lease to Air Namibia towards the end of October 1995 with the Avia cheat lines and a white rudder and fin.
Returned to SAA. Leased again to Air Namibia in Air Namibia colours, returned to SAA.
Sold to Golden Tattoo TRD (Pty) Limited on the 19th of November 2003. The operator did not take delivery of the aircraft, and it was stored at Denel, JIA.
3B-NAG named “Chateau Du Reduit: when leased to Air Mauritius. Photograph: Jörg-Dieter Zmich.
3B-NAG in Air Mauritius colours. Photograph: Dave Becker via Ray Watts.
ZS-SPC in AVIA colours, Johannesburg International Airport, 23rd April 1995. Photograph: Omer Mees.
ZS-SPC in AVIA colours was named “Gauteng”. Photograph: Omer Mees
ZS-SPC in Air Namibia colours. Johannesburg International Airport, August 1999. Photograph: R. N. Smith Collection.
ZS-SPC in Air Namibia colours. Windhoek, Namibia, 24 September 1999. Photograph: Tommy Mogren www.747sp.com
Boeing 747SP-44 ZS-SPC Landing at Rand Airport 30 September 2006
On the 20th of October 2005 SAA confirmed that it will donate ZS-SPC to the SAA Museum Society.
ZS-SPC flypast prior to touch down at Rand Airport on the 30th of September 2006. Photograph: Graham Walker.
ZS-SPC flypast prior to touch down at Rand Airport on the 30th of September 2006. Photograph: Steve Allison.
ZS-SPC overhead Rand Airport prior to touch down at Rand Airport on the 30th of September 2006. Photograph: Sean Blaauw.
ZS-SPC “Maluti” landing at Rand Airport 30 September 2006. Photograph: Hannes Meyer.
ZS-SPC being pushed up the gentle slope towards the museum’s aircraft park. 30 September 2006. Photograph: Steven Hall.
ZS-SPC was pushed into the aircraft park by an SAA Tug, assisted at the rear by a dozer. 30 September 2006. Photograph: Steve Allison.
ZS-SPC crew. L-R: Captain Dennis Spence, Flight Engineer John Froneman and First Officer Joe Maartens. Rand Airport 30 September 2006. Photograph: Steve Allison.
ZS-SPC final resting place. 21 October 2018. Photograph: Bruce Perkins.
ZS-SPC Flight Engineers Panel. 21 July 2005. Photograph: Julian Whitelaw.
ZS-SPC Cockpit. 15 October 2006. Photograph: Julian Whitelaw.
Boeing 747SP-44 ZS-SPC items of interest
Boeing 747SP-44 ZS-SPC dates of interest
DVD available from the museum shop
Poster. SAA Museum Aircraft - Boeing 747SP-44 ZS-SPC. “Maluti”. Product code: PVP-92.
Allison on Airliners - The Boeing 747SP
By Steve Allison. Written for Pilots Post, August 2015.
Having built the 747, Boeing needed to fill another gap in the market, a medium size wide-body aircraft. Lockheed and McDonnell Douglas were well under way with the development of the L1011 and the DC-10. Pan American had also approached Boeing for an aircraft to use on long and thin routes, routes that didn't have the passenger numbers to justify a 747.
Boeing 747.
Boeing 747SP.
Boeing's chief engineer Joe Sutter immediately began working on the project and decided that using an existing Boeing design would be the most cost-effective route. Several aircraft manufacturers had successfully introduced "stretched" versions of their aircraft. Sutter decided that the converse concept - a shorter version of the 747 - might be the answer here.
The shortened version of the 747 would have several advantages in that it would speed up the design process and have cockpit and crew commonality with the existing 747. The concept was put to Boeing management as the 747SB, which stood for Short Body. In 1973, Boeing's board of directors approved the project, although they changed the name to 747SP, which stood for Special Performance, a rather more inspiring appellation. Boeing was convinced that they had another winner. Pan American had expressed interest in 25 aircraft, though they had only placed a firm order for 10.
Boeing's research told them that there was a market for 214 SPs and they would break-even financially if they sold just 45 airframes.
The SP is 48 feet shorter than a full size 747. It has a lighter wing and single slotted flaps which give a significant weight saving over the complex 3 slot flaps on the full size 747. The landing gear on the SP is also lighter as it doesn't need to support as much weight. The SP tail fin is 5 feet taller at 65 feet above ground when parked, due to the shorter moment arm. The end result is that the 747SP is significantly lighter than its big daddy. Lower weight means better fuel economy.
The SP burns between 8 and 10 tons of fuel per hour compared to 12 tons that the 747-200 classic burns. Another advantage of all of this weight-saving is that more fuel can be carried which adds up to the SP being an ultra-long-range aircraft. The SP broke several distance records in its time.
The first 747SP rolled off the production line in May of 1975. Jack Waddell, a Boeing test pilot, first took the SP into the air on the 4th of July of the same year.
Not only did the SP outperform its design estimates, the project had been completed 10 days ahead of schedule.
Due to the political situation at the time, South African Airways aircraft were not allowed to fly across several African countries. South African registered aircraft had to fly round the bulge of Africa in order to get to Europe. Thus, to compete with other airlines,
SAA wanted to offer direct non-stop services to Europe, which ruled out the 747-200 models already on the fleet. The SP seemed like the answer and SAA placed an order for 4 aircraft configured for 270 passengers, compared to the 340 passenger configuration of the 747-200s.
The first 747 to land in Cuba was a South African Airways 747SP although it was operating as an Air Namibia aircraft at the time. Prior to Namibian independence, 2500 Namibian young people were invited to Havana as guests of Fidel Castro to finish their education.
Although the aircraft was operated by Air Namibia, the crew who were SAA staff was all issued with Namibian passports. Karl Jensen and Ben van der Spuy, set off for Havana's José Martí International Airport.
Jet fuel that had been quality checked was not available at the time in Cuba so they took enough fuel to continue to Jamaica after landing in Havana.
Over the years the SP continued to be a strong performer but improvements in engine technology meant that full size 747's, particularly the -400 variant could transport a lot more passengers using less fuel than the once ultra-economical SP.
Boeing's order book started to look rather thin and several airlines that had expressed keen interest in the SP ended up taking just one or two. Eventually Boeing gave up on the SP and closed the production line in 1982 with only 44 airframes being built.
They were persuaded to open the production to build one last SP for the United Arab Emirates, which flew for the first time in 1987, just allowing them to achieve their break-even figure.
The only remaining example of a South African Airways 747 SP is at Rand Airport as a static display in the care of the SAA Museum Society. It will never fly again.
Steve Allison.
CASA 352L ZS-AFA Jo'burg's Junkers by Johann Prozesky
Written for Propliner Magazine number 21, 1984/1 by Johann Prozesky. Reproduced with permission.
Casa 352L ZS-UYU/"ZS-AFA" photographed by Andy Heape at the South African Airways' public open day on Saturday 4 February 1984 at Rand Airport.
ON FEBRUARY 1, 1984, South African Airways celebrated its 50th anniversary by making a commemorative flight with a specially restored Junkers Ju52/3m aircraft. It had been planned to fly from Durban to Rand Airport near Johannesburg to re-enact one of the original sectors flown by the fledgling airline, but the unscheduled arrival of tropical storm "Demoina" over the east coast of southern Africa resulted in the flight departing from SAA's modern base at Jan Smuts Airport, also near Johannesburg. Nonetheless, the aircraft still arrived at Rand Airport on schedule at 14:30.
Before the outbreak of World War Two the Ju52 had been a familiar sight in South African skies. SAA had been one of the first overseas airlines to order the now classic German-built trimotor and took delivery of the first three of 15 aircraft in 1934, soon after SAA came into being following the take-over of Union Airways by the South African Government. The three aircraft were initially used on routes from Durban to Johannesburg, Cape Town, East London, Port Elizabeth and Kimberley.
With the move of SAA's headquarters to Rand Airport near Johannesburg in August 1935, the routes were rescheduled. In April 1936, Imperial Airways ceased to operate the Johannesburg-Cape Town route and the Ju52s were placed into service on this route, landing at Bloemfontein, Kimberley and Beaufort West en route. With the introduction of the Imperial Airways flying boat service to Durban in 1937, SAA took over the route from Johannesburg northwards to Lusaka via Pietersburg, Bulawayo and Livingstone (Victoria Falls ) in June 1937. The following month it was extended to Nairobi and Kisumu in Kenya, via Broken Hill (now known as Kabwe), Mpika, Mbeya, Dodoma and Moshi. The round trip between Rand and Kisumu took some six days, with a total flying time of 37 hrs. A separate regional service between Johannesburg and Bulawayo was opened in February 1938.
After taking over Junkers F.13, W.34 and A50 aircraft from Union Airways (and later South West African Airways), SAA further expanded its Junkers-built fleet when in June 1937 the first of 18 Ju86 twin-engine airliners was delivered. These were used mainly on the routes from Johannesburg to South West Africa and to the then Lourenco Marques. This type was also used to open additional routes within the Union.
SAA later also placed an order for two four-engine Ju90 airliners. When hostilities broke out, the SAA staff who were in Dessau in Germany (where the Junkers factory was located) to take delivery of the aircraft were forced to leave the aircraft behind and make good their escape via Sweden. When civil flying ceased in May 1940, the entire SAA fleet (including the 11 remaining Ju52s) was transferred to the South African Air Force for transport duties, ferrying troops north to East Africa and later to North Africa.
Some of the aircraft had the luxurious civilian seats removed to make room for freight or 21 passengers on side benches. The surviving aircraft were withdrawn from use in early 1944 and broken up for scrap after the end of the war.
The beautifully restored trimotor owes its thanks to an eight-man SAA team, headed by Johann Prozesky. Andy Heape photographed her taking off from Jan Smuts Airport on February 4.
The fuselage of the Casa 352L/Junkers Ju52/3m tied down inside MV "Ronsard", en route to Durban in June 1981. Photograph South African Airways.
The growing interest in historical matters also affected SAA, whose own collection of aircraft used in bygone days had begun with the acquisition of several aircraft: Lockheed L-18 Lodestar ZS-ASN, de Havilland Dove ZS-BCC and Lockheed 1649 Starliner ZS-DVJ.
Initial preparations for celebrating the airline's golden anniversary began in the late Seventies, and it was decided to obtain a Junkers Ju52/3m to represent the fleet of the very early days.
Only bits and pieces of Ju52s were still to be found in southern Africa, in Mozambique and near Figtree in Zimbabwe, where a captured Luftwaffe aircraft had force-landed towards the end of the war. The local inhabitants had, however, used parts of the corrugated dural skin to build their houses.
Negotiations with the Portuguese Air Force, which had some aircraft available at Alverca, proved unsuccessful and it became evident that SAA would have to be satisfied with a CASA 352L, the Ju52/3m version built in Spain under licence. In 1980, G-BFHE was acquired from Warbirds of Great Britain.
Delivery of the aircraft was delayed while plans were made to get the aircraft to South Africa. It had been hoped to fly the aircraft down Africa, but owing to logistical and other problems a journey by ship was decided on. The only suitable type of vessel was the Deutsche Afrika Linie's "Ro-Ro" (roll on, roll off) ships, plying between continental Europe harbours (Hamburg, Bremerhaven and Rotterdam). Through its Airbus connections, SAA was provided with hangarage at the Lemwerder plant of VFW (Vereinigte Flugtechnische Werke, now MBB, Messerschmitt-Bölkow-Blohm, some 70 km south of the port of Bremerhaven, to prepare the aircraft for shipment.
At 15:10 GMT on May 12, 1981, the trimotor took off from Blackbushe airfield, piloted by Simon Masey and Peter Burns of Berrard Aviation. Accompanying the venerable old aircraft was Berrard's Cessna 206, appropriately registered G-AYJU and piloted by Terry Rawlins who also handled navigation and communications. The Ju52 flew at an average speed of 95 kts, while Terry Rawlins in the Cessna was continually throttling back to enable G-BFHE to keep up with him. The maximum flight level was 2,000 ft., which provided a panoramic view of the British and Belgian coastlines, the Dutch polders and the occasional windmill. After nightfall the pair landed at Lemwerder where the "Tante Ju's" arrival created much interest.
An eight-man team from South African Airways' technical training school in Johannesburg - most of whom had never even seen a Ju52 - had prepared for weeks to tackle the project. Every bit of tooling and equipment that could possibly be required was shipped to Lemwerder and early on May 14, disassembly commenced. There was never a shortage of interested onlookers, and VFW staff assisted wherever they could, even providing an overhead crane to lift the engines and wings as these assemblies were loosened. By May 23, the flight controls had been safely stored inside the fuselage while the engines and smaller components were loaded into two crates.
A large skeleton frame had to be constructed for the wings and early on the morning of May 25 VFW's ferry boat "Weserflug", normally used to transport A300 and A310 fuselage sections from the factory at Einswarden, arrived at the Lemwerder quay. The various crates and fuselage (still on its wheels, as this could be accommodated inside the hold of the "Ro-Ro" ship) were soon aboard and ‘G-BFHE’ headed north, up the Weser River en route to Bremerhaven for its rendezvous with the MV “Ronsard” for the long sea journey to Durban, where its predecessors were based in 1934/5.
Wing crate being offloaded at Durban during June 1981. Photograph: South African Airways.
From Durban, the precious load was transported to Johannesburg by road. Owing to the size of the load, the convoy of abnormal load vehicles could not make use of the more direct highway, but had to travel along secondary roads. Because a number of additional detours had to be taken to avoid low bridges and sharp corners, it took several days to reach Jan Smuts Airport.
Fuselage on low-loader arriving at Jan Smuts Airport, June 1981. Photograph: South African Airways.
Fuselage being offloaded at Jan Smuts Airport. Photograph: South African Airways.
The Casa 352L at Lemwerder, in company with a C160 during May 1981. Here the aircraft was dismantled for loading onto a Durban-bound ship. Photograph: South African Airways.
SAA still had original Junkers manuals dating back to the mid-thirties and also obtained material from all over the world - the USA (Smithsonian Institution and Confederate Air Force), France (Musee de'l Air), Germany (Deutsches Museum and private individuals) and Switzerland (Swiss Air Force). Most of this material related to the German-built aircraft and in view of G-BFHE's Spanish background, a visit was paid to CASA's factory at Getafe on the outskirts of Madrid. Two dusty crates in a warehouse yielded a valuable assortment of unused spares while a full set of manuals, including an illustrated parts list, was also discovered. (A further visit to Madrid later provided SAA with even more spares, obtained from a private individual).
Thus armed, the team began restoration work proper in June 1983. The aircraft had earlier been reassembled, following its sea Journey, but much remained to be done before it could take to the air again. The structure was inspected and tested by means of non-destructive methods and repairs effected where necessary.
SAA would have liked to have used the very distinctive mainwheel tyres of the Ju52 but only had the set as fitted at the time that the aircraft was acquired. In the early days the aircraft took off from and landed on grass airfields but in modern times, concrete and asphalt runways have to be used, which increases wear significantly. Having to stick to taxiways also forced SAA to increase the on-board compressed air supply required for the braking system. Despite numerous telephone calls and telexes to countries all over the world, no spare tyres could be located and the initial flights were made on rather suspect tyres.
The electrical system required overhauling and an external point for ground power had to be provided. The antiquated radio equipment was removed from the cabin, and the navigation and communication systems were completely modernised, so as to meet operational requirements. As a result, a pilot of the Thirties would be completely lost in the cockpit as it is now laid out. The aircraft now has two VHF transceivers, an ADF receiver, a VOR receiver incorporating the ILS, an ATC transponder, a marker beacon receiver, an earth-inducted compass system and a crew intercom system. All of the flight instruments were replaced with modern units - two artificial horizons (standby units from SAA's Boeings), two turn-and-bank indicators and air speed indicators (ex HS7118), two VSIs, a glideslope indicator and a magnetic compass. The engine instruments had to be repaired and recalibrated with, in some cases, replacement units having to be used. In the rear of the aircraft, beneath the aft gunner's position (now removed), the inverter, equipment blower, black boxes and junction box were fitted. The Spanish-built ENMA "Beta" engines were partially overhauled in SAA's impressive jet engine overhaul facility where they were dwarfed by the giant JT9D and CF6 engines of today.
All placarding in the cockpit has been translated into English, while the exterior is painted in period colour scheme to represent SAA's first aircraft ZS-AFA "Jan van Riebeeck". The aircraft, however, is registered in the vintage category as ZS-UYU, and operates under this call sign.
Initial engine runs took place on January 5, 1984 and the avionic systems were tested and calibrated, as the day of the first flight approached. SAA had arranged for Capt. Georg Schilling of the Swiss Air Force, to assist with the initial flights in his private capacity. Georg has been flying the Swiss Ju52s since 1967 and conducted short technical courses for SAA's pilots and flight engineers, mostly from the Boeing 747 pool.
Shortly after 12:00 on January 14, Georg Schilling, together with John Tainton (co-pilot) and Steve Morrison (flight engineer), lifted ZS-UYU off Jan Smuts Airport's 4418 m long main runway, although only a fraction of it was used. A large crowd of onlookers had gathered to witness the historical event. The aircraft soon became a familiar sight as she flew numerous "circuits and bumps" with Georg Schilling training the SAA crews.
January 14, 1984: The completed CASA 352L/Ju 52 takes to the air for the first time in South Africa. The trimotor is officially registered ZS-UYU in the ‘home-built’ category. Her exterior is painted to represent South African Airways’ first aircraft, ZS-AFA Jan van Riebeeck. Photograph: Messerschmitt-Bölkow-Blohm (MBB).
All appeared to be ready for the commemorative flight but, despite all the painstaking care, it became obvious that all was not well with one of the engines. Arrangements were made by telephone to borrow an engine in England and a trio of SAA technical personnel arrived in London on January 21 to remove the loan engine from an aircraft at Rochester Airport in Kent. Accustomed to the heat of a dry South African summer, the crew had to work on a snow covered airfield, with sub-zero winds cutting through them but the job had to be done to meet the February 1, deadline.
Meanwhile, repairs continued day and night to the suspect engine, but on January 27 with the commemorative flight only a matter of 120 hours away, the inspection of two oil filters indicated that a second spare engine would have to be obtained if the planned flight was to materialise at all, tropical storm (Domoina), or no tropical storm.
A second frantic call to Keith May of the Junkers Ju52/3m Flight in England resulted in another engine being made available and three SAA men then spent their second successive weekend in London, removing and preparing a "Beta" engine for shipment to far-off Johannesburg.
Early on January 30, the engine arrived in Johannesburg and was immediately prepared for installation. By 11:00 on January 31, the aircraft was again ready to fly.
On February 1, the Junkers, piloted by the Tainton brothers, John and Dave and assisted by Steve Morrison, took off from Jan Smuts Airport, using a taxiway because of a strong crosswind on the runway. Holding over the centre of Johannesburg for a while, ZS-UYU flew over Rand Airport on schedule at 14:30, witnessed by an excited crowd gathered in front of the historic terminal building. Fifty years of the "Flying Springbok" were crowned by the flight of SAA's own "new" Ju52.
Not many had any idea of the hectic, last-minute effort that had gone into making the flight possible but it was worthwhile for those who had toiled with love for many months to get her into the air again.
Another view of ZS-UYU taken at Rand in February 1984. Note the dual registration. Photograph: Andy Heape.
What of the future?
It is intended to keep the aircraft in flying condition and a re-engining programme (to Pratt & Whitney R-1340) is presently under way.
Simultaneously, the starboard cargo door will be removed and additional windows will be fitted.
The interior will be lined and Thirties-style seats are to be installed.
If the interest generated up to now is anything to go by, the old "Tante Ju" will remain the centre of attraction wherever she may fly to in (hopefully) the years ahead.
CASA 352L ZS-AFA South African Airways' renovation of a legendary airliner by Johann Prozesky
J. G. PROZESKY Pr. Eng.
Director (Avionics) South African Airways
Written for Aeronautica Meridiana, Journal of the Aeronautical Society of South Africa VOL 6 NO 1 1985.
(ISSN 0257-8573)
ABSTRACT
Renovating and rebuilding a 50-year old aircraft provided the technical section of South African Airways with a challenge of no mean magnitude.
Manuals and spares were not in plentiful supply and were often unobtainable.
Unperturbed, many hours of love and toil went into the successful completion of the project which has provided the airline with a rather unique aircraft of which it can be justifiably proud.
INTRODUCTION
Figure 1. The Ju being loaded onto a trailer for the journey to Johannesburg.
During July 1981, an example of an aircraft last seen in South Africa more than 30 years ago, was offloaded from a ship in Durban harbour (figure 1) and then transported by road to Jan Smuts Airport, after having earlier been dismantled in Germany (figure 2).
Figure 2. The Ju safely stowed on the MV Ronsard.
This was one of the 50-odd surviving versions of the legendary Junkers Ju 52/3m transports, of which more than 5000 were built in Germany and under licence in France and Spain. Prior to the outbreak of World War II, South African Airways had taken delivery of 15 of these tri-motored aircraft, the prototype of which first flew in 1929. These aircraft were used to expand the fledgling airline's domestic route network after Union Airways had been taken over by the Government. Later on, they were utilised to inaugurate SAA's first over-border services which were eventually extended all the way to Kisumu on the shores of Lake Victoria.
To assist in publicising its fiftieth anniversary in 1984, SAA had acquired the aircraft in England in 1980. As no suitable German-built aircraft were still available at the time, SAA opted for a CASA 352L, the Spanish-built version of the Ju52. The actual aircraft had seen service with the Spanish Air Force from 1954 to 1972, as a training and 'para-dropping' aircraft, before being sold to a British collector.
It came as no surprise to find that this aircraft differed in many respects from the aircraft that SAA had operated during the 1930s. The major variations included different cargo and paratrooper-dropping doors, a different engine type and different instrumentation and communication equipment. It was intended to restore the aircraft to resemble its forebears as closely as possible and as it had to also comply with modern-day aviation requirements, a major modification programme had to be embarked upon. This programme will be discussed under the following headings:
Airframe, Powerplants, Avionics, Other systems, General.
AIRFRAME
Despite having been stored out-of-doors for a number of British winters, the aircraft structure was in remarkably good condition. After having removed all the old paint, all traces of surface corrosion were removed and repairs effected where necessary.
As a military aircraft, 'Tante Ju' (as the aircraft has been known for many years) had been fitted with a machine gun nest in the rear fuselage, a sliding main entry passenger door on the port side, as well as a large and heavy cargo door on the starboard side. The MG nest opening would have to be covered, the entry door hinged, the cargo door removed and the opening covered, together with the installation of two more passenger windows.
Figure 3. Rolling dural into corrugate sheets.
SAA was confronted by one major obstacle - the non-availability of suitable corrugated dural skin panels, which is arguably the aircraft’s most distinctive feature. This was overcome by manufacturing a set of undulated rollers and rolling flat 0,012 inch thick sheets into sheets with corrugations to the correct pitch (figure 3).
The cavity left by the removal of the cargo door was filled with support structure and covered with the newly-rolled corrugated skin, together with two cut-outs for windows (figures 4 and 5). The result was most satisfactory, so much so that unless alerted to the fact, few if any people were able to spot the difference between the old and new skins. Similarly, the gun hatch was closed off while modification of the passenger entry door required the complete rebuilding of the door itself.
Figure 4. Original cargo door removed to be replaced by two windows.
Figure 5. Two windows in place of the original cargo door.
Prior to the application of a primer undercoat and the final poly-urethane paint, the fuselage was Alodined as a corrosion preventative measure. The paint scheme that was used was not the familiar orange, white and blue of the jet age but a silver and black combination, as was customary in the early days. In the cabin all the fixtures appertaining to the military role of the aircraft were removed (sidewall seats, static lines for parachutes, etc.). In the rear of the aircraft - beneath what used to be the machine gun nest - a shock resistant electronics rack, which was designed and built locally, was installed.
Figure 6. Work in progress in the cabin.
The cabin interior was upholstered (figure 6). Ample use was made of sound-absorbing material which will no doubt make things more comfortable for the passengers.
One feature that is to be retained is the wind-down window on either side of the fuselage. Needless to say, the Ju52 was not pressurised and it is possible to open windows during flight, but this increases the noise level inside the cabin tremendously. A seat dating back from the early days was borrowed from Germany and a local design, based on it, has been made. Twelve single seats are to be manufactured and installed next to the windows, leaving an aisle running down the centre. Prior to this being done, the old, heavy wooden floor, now starting to succumb to dry rot, will be removed and replaced with a modern, lightweight composite floor.
POWERPLANTS
The 50th anniversary commemorative flight was carried out with the aircraft powered by three 9-cylinder Spanish-built ENMA ‘Beta’ engines, each fitted with a fixed-pitch, two-bladed propeller. Experience soon revealed major problems especially as spares were no longer available for these license-built engines, which resembled the famous Wright ‘Cyclone’ powerplant. Consequently, discussions were held with Pratt & Whitney whose engines power SAA’s Boeing fleet and with whom SAA has had an association dating back to 1934 when the original fleet of Ju52 aircraft was also powered by Pratt & Whitney engines.
It was therefore decided to replace the engines with 9-cylinder Pratt & Whitney single ‘Wasp’ engines. These engines are used by the South African Air Force on its Harvard training aircraft and spares are still readily available. The ‘Beta’ engines were said to deliver 660 hp each, whilst the R1340-AN1 ‘Wasp’ produces 550 hp. However, the Hamilton Standard 120-4 0 constant speed propellers which were used, adequately compensate for the less powerful (and lighter) engines.
Figure 7. Engine mount-ring.
The re-engining was not a straight-forward affair. New magnesium mount-rings were designed and manufactured in SAA's machine shop to accommodate the new engines and this included the installation of vibration isolators. The same material was used, with the outer profile identical to the CASA/'Beta’ mount ring and the inner profile being that of the R1340/Harvard mount-ring (figure 7).
While the aircraft was being disassembled in Germany the SAA crew found a thick cable loosely wound around the engine mount frame and the mount ring of each engine. This arrangement appeared to be rather unprofessional and consideration was given to doing away with it altogether - until it was established that the cables had the very important function of supporting the relatively high mass of an engine, should it break loose during flight, This would have resulted in serious balance problems, hence the use of the engine retention mechanism.
Forward of the leading edge of the wing, all controls (being of the pushrod type) had to be changed. On the 'Beta’ engines the carburettors were of the downdraft type, whilst the R1340 employs an updraft carburettor. An intake and heater installation, based on the original Junkers design, was selected.
The basic Harvard cabin heater collector sleeve as fitted to the exhaust collector ring, is connected to the carburettor air intake plenum chamber to supply fresh, heated air if so desired.
The basic Harvard exhaust system of collector rings was used with the wing engines exhausting outboard and the centre engine having two exhausts, one either side of the fuselage. The standard Harvard cowlings were utilised, with a cut-out in the bottom side panel to accommodate the carburettor air intake.
The propeller governors are controlled electrically from the cockpit, by means of a master switch for simultaneously resetting all three CSU's (constant speed units). Alternatively, the CSU’s can be set individually and there is also an isolator switch in the circuit. Indication lights have been fitted which light up when individual propellers are in fine pitch. Electric switch selections are transmitted to fuel trim actuators (used for Rolls-Royce ‘Dart’ engines installed on Viscount aircraft) which are mounted on the aft side of each engine firewall and the push rods are connected to bell-cranks.
The linear motion is converted into a rotary motion by means of a cable system on the CSU pulley. The required electric power is supplied from a 28 V DC power source.
Proper propeller synchronisation is obtained by using a propeller synchroscope. The centre engine is used as a reference and the wing engines synchronised by means of the synchroscope. This system replaced the original system in which synchronisation was achieved by means of a set of cowling-mounted mirrors, operating on the stroboscopic principle.
In the Thirties, the Ju52 was used by Lufthansa on long range flights from Europe to the Middle East and Asia. The correct throttle/mixture settings during cruise were obtained by selecting fuel flow to a specific engine from a header tank located above the forward (cockpit) entry door. The mixture was leaned by monitoring the fuel flow through a special sight glass and the same procedure was followed for the other engines. SAA is planning to install an EGT (exhaust gas temperature) monitoring system to optimise fuel economy and engine life.
The original 74-litre oil tank for each engine has been retained despite the fact that the R1340 has a much lower oil consumption than the 'Beta’. Such was the oil consumption in days gone by that a spare oil tank was installed underneath the cockpit floor. When additional oil was required, it was pumped manually to the engine in question. The original oil quantity indication system has also been retained, with a sight glass visible from the cockpit, mounted above each tank. A float in the tank is connected to a coloured indicator in the calibrated sight glass - simple, yet effective.
The use of a Freon fire extinguishing system in place of the original carbon dioxide system was considered. It would, however, cause serious problems for the flight crew if ever applied to the centre engine. Consequently, the old system was overhauled and refitted.
AVIONICS
When the aircraft arrived in South Africa, it was equipped with antiquated avionic systems. If it was the intention to fly in ‘modern’ airspace - and it was - the equipment had to meet the requirements as laid down by the South African Directorate of Civil Aviation.
Originally, a 30 amp-hour capacity generator was fitted to each of the outboard 'Beta’ engines but it was soon realised that this would be inadequate for all the modern avionic equipment. On the R1340's therefor, 50 amp-hour generators were fitted to all engines, feeding through a common bus. A generator operation warning system in the cockpit has been developed whereby a light illuminates whenever any given generator is not supplying power.
All electric wiring was renewed and an external power receptacle provided on the aft starboard side of the fuselage. The fitting of a 24 V high-capacity nickel-cadmium battery (in place of two 12 V lead-acid batteries coupled in series) has largely obviated the use of external power. New regulators as well as additional circuit breakers have also been provided. In the aft fuselage, a Junction box has been provided, forward of the electronics rack shock-mounted and cooled with an equipment blower. Close by, a static inverter for 5 V and 26 V AC 400 Hz for the avionic equipment has been installed and a standby unit will shortly be provided as well.
Originally, the aircraft was fitted with valve radios, located in the forward cabin and using a trailing wire antenna, with the winding drum in the cabin. Both these systems have been removed for practical reasons and the aircraft now - rather unfortunately - sprouts modern antennas on its elderly exterior. The positioning of these had been calculated and found to be satisfactory. Internally, the following radio and navigation equipment has been fitted:
- two VHF transceivers - an ADV receiver - a VOR receiver incorporating the ILS - an ATC transponder - a marker beacon receiver - an earth-inducted compass system.
To counter the rather excessive noise, a cockpit and cabin interphone system has been installed as well.
Figure 8. Captains side of the cockpit.
Similarly, the instrument system was archaic and very basic - all pneumatically driven and inscribed in Spanish. Some Spanish instruments were retained after overhaul but all decaling in the cockpit has been translated. A very modern cockpit (figure 8) - not really admired by the purists and a definite handicap when subject to judging for 'Concours d'Elegance' awards - is now fitted with the following instruments:
two artificial horizons two turn-and-bank indicators two airspeed Indicators two VSI's a glide slope indicator a magnetic compass
The basic engine (and system) instrumentation has been retained and expanded with oil outlet temperature gauges replaced by carburettor temperature indicators. The centre engine tachometer was mechanically driven (on the 'Beta') but it has now been modified to respond to a signal from a tachometer generator on the engine (as on the wing engines).
Vibration has proved to be a major problem and equipment has been shock-mounted wherever possible. Although it is unlikely to ever be needed (the aircraft is permitted to fly in VFR conditions only) cockpit panel lighting has been provided and the enormous underwing landing light - with its mechanical extension and retraction system - made serviceable.
OTHER SYSTEMS
There are no hydraulics on the aircraft whatsoever, and the pneumatic shoe-and-drum brake system has been retained, along with the original wheels and tyres. The brakes are not operated by means of the rudder pedals like on modern aircraft, but by using - of all things - the throttle levers. If these are retarded from any power setting to beyond the idle position, the brakes are activated, with a sound like a relief valve blowing on a train! If the left hand throttle is retarded then the left hand brake is applied and similarly on the right. If the centre throttle is retarded then both brakes are applied together.
The air supply, initially, proved to be a problem. During its heyday the Ju52 operated from airfields where there were no demarcated runways. Consequently, taxying distances were short as it was simply a matter of taxying to a point from where the take-off run into wind could be commenced. On modern airports, runways (and taxying distances) are much longer and it was found that, after a single flight, the air supply was depleted. The single small bottle has since been replaced with five standard HP air bottles and replenishment (also through an outside source) has been minimised.
The large diameter, smooth tyres are another distinctive feature of the Ju52 and every effort is being made to keep using them as long as possible. Whilst other operators have modified their aircraft to use DC-3 or C-46 wheels and tyres, SAA has managed to acquire a small number of spare tyres. A set has also been re-treaded locally and is presently being tested on the aircraft. All of this is necessary because, as can be expected, the specific tyre size has not been manufactured for many years.
The fuel system has been retained in its entirety - consisting of a series of tanks in each wing, feeding all three engines. Prior to start-up, fuel has to be pumped manually by the flight engineer and especially in the case of the centre engine, this can be classified as hard work.
As in the case of oil quantity indication, the fuel gauges are located on the fairings aft of the wing engines, where they are clearly visible from the cockpit.
GENERAL
Figure 9. Weighing the aircraft, not a simple undertaking.
Prior to the first flight in South Africa (14 January 1984) the aircraft had to be weighed to obtain its mass and to ensure that it was balanced. As can be seen in (figure 9) this was rather an involved affair.
SAA's modern weighing platforms could not be used and the experts had to revert back to the well-tried system of load cells - these gave satisfactory results.
Figure 10. Still with the ENMA Beta engines, the giveaway being the air intakes on top of the engine cowlings.
Very basic flight data was available initially but this is continually being augmented with data from other sources, as well as data gathered during actual flights. It is hoped that a Certificate of Airworthiness in the 'Special Operation' category will eventually be issued for this aircraft.
For this reason, special flight tests are presently being performed, both at sea level and at higher altitudes. The data obtained will be used to compile a comprehensive flight manual.
CONCLUSION
When the aircraft first arrived in South Africa, most people had serious doubts as to whether it would ever fly again. Flown it has indeed - and it has also proved how advanced the design actually was. The structure, for one, has surprised many people, as has the flap system. The auxiliary wing (forerunner of the modern flap) patented by Junkers, features a blow-back system for high speed flight - which in this case, is ‘relative’.
The aircraft has also served as a morale booster, showing that SAA personnel are capable of producing work which is of arguably the best calibre in the world today.
Also, contact has been made with enthusiasts all over the world and in formation exchanged with the handful of other operators of similar type of aircraft. SAA is also actively assisting Lufthansa with the restoration of its newly-acquired Ju52, even to the point of providing flight crew training.
It is also proof of how far air transportation and the associated technology has advanced since 1929 (when this type of aircraft first arrived on the scene) - passenger comfort, which includes pressurisation and catering, and speed.
These cannot always be regarded as plusses, though - to anyone who has had the privilege of flying over the beautiful South African countryside or along the impressive coastline at a leisurely 105 knots and at an altitude of a few hundred feet - it becomes an unforgettable experience.
Johann Prozesky. 1985
CASA 352L ZS-AFA The Early Days by Steve Morrison
I always had a serious fondness for aircraft and vintage airliners in particular, when Johann Prozesky acquired ex SAA Lockheed L18-08 Lodestar, ZS-ASN, I got even more interested. I had met Johann many years ago when he was still a student and we became friends, we were also members of the South African Aeronautical Society.
Johann was in charge of the apprentice school at that time and had the school and its instructors restore the Lodestar. The de Havilland Dove, ZS-BCC, was the next aircraft to be acquired and restored to static display.
When the SAA 50th anniversary was a couple of years away, Johann and Theuns Kruger motivated the airline to restore an aircraft of the early years and the Ju was selected as there were still some available particularly in Spain.
Aircraft dealer Doug Arnold had bought several CASA 352Ls from the Spanish Air Force and had them flown to Blackbushe Airport in the UK.
SAA acquired one of the aircraft, registered G-BFHE, for restoration and shipped it to SA, as you know this event has been well documented.
Dismantling in Germany. Photograph: Hennie du Plessis.
A contract for the delivery of the aircraft was signed and in the spring of 1981 the aircraft was flown across the English Channel to Lemwerder, north of Bremen where it was disassembled by a team of SAA Apprentice Training school personnel, among them were Jo Prozesky, Dave Ackerman, Carel Gronum and John Ikking.
I became involved in its restoration, at first the restoration at the apprentice school was a bit on the slow side, but as time began to run out work began to hot up. I began to help out on my days off and also persuaded some crew members to join the work force.
Captains John Tainton (restored 3 Tiger Moths), and his brother Dave, Dawie Uys and Brian Wallace joined the work force to help the apprentice school under the supervision of Chief instructor Dave Ackerman.
During this time regular progress meetings were held at SAA engineering with SAA engineering boss Duke Davidson running the show and we aircrew attended the meetings on our days off.
During the restoration John restored the cockpit windows, my job was to refit the pedestal and the translation of the Spanish cockpit instructions into English. Luckily I had an Argentinean friend to help me. Dawie and Brian worked on the fuel tanks, and Captain Dave became an apprentice dogsbody under supervision.
As the project neared completion Johann contacted the Swiss Air Force for assistance.
John and I were rostered for a Frankfurt flight and on our off day in Frankfurt we flew to Zurich and were taken to Dubendorf Air Force Base where the 3 German Junkers were based and Dave Tainton, who was on a Madrid flight, joined us.
The Swiss Ju 52’s were bought before the Second World War and were still flying under the banner of JuAir who operated scenic flights and tours.
We were met by Georg Schilling who was the Swiss Air Force/JuAir flight instructor on the type. We collected information and made notes and were allowed to fly on flipping flights.
When our Tante Ju was ready for its first test flight SAA flew Georg to South Africa to command the test flights and instruct the crews involved in the operation of the aircraft.
On the 14th of January 1984 CASA 352L, ZS-UYU with Captain Georg Schilling, co-pilot John Tainton and flight engineer Steve Morrison operated the first test flight from Jan Smuts Airport. Start-up was at 09:40 and take-off was from runway 03 and we turned right and climbed to 11,000 feet for flight control handling, followed by stall tests with flaps up, then flaps down. We returned to JSA with shut down at 10:35.
L-R. SAA Captain John Tainton (747s), Captain Georg Schilling, Swiss Air Force, and SAA Flight Engineer Steve Morrison.
This was the crew of the first flight in South Africa of the CASA 352L, ZS-UYU (Junkers Ju 52/3m ZS-AFA)
Georg in the left hand seat, John to his right and Steve on the jump seat.
Saturday the 14th of January 1984.
On its second flight, shortly afterwards, Georg gave John a check out.
Photograph: Steve Morrison collection. Caption: Johann Prozesky.
I took the above picture of ZS-UYU on its second test flight with Captain Georg Schilling and co-pilot John Tainton. The aircraft was taxiing out to Runway 03 and I took the photo from an Aero stand near the taxi way. Note the cargo door.
A second flight was undertaken later with Georg Schilling, Brian Wallace and Theo Stein. The aircraft performed beautifully on both flights. Two further flights were undertaken on the 16th of January.
The plan for the anniversary was to fly the aircraft to Durban and on the 1st of February to operate an airmail service from Durban to Rand Airport. Owing to a forecast of severe weather in the Natal region the flight was cancelled, perhaps just as well.
Early in January I was on a London stopover and had bought an Aeroplane Monthly magazine that had a picture and article of a local Ju 52 in old Luftwaffe colours. I phoned the publishers and asked for the telephone number of the owner; they supplied me with his number and name, Keith May. I phoned him and we had a long chat, he informed me that they had bought two CASA 352s, one was for up sale and the other was the machine that was painted up in Luftwaffe colours.
Trouble struck our Tante Ju on the 27th of January 1984 when number 1 engine failed during a ground run. I discussed the situation with Johann and explained that Keith May, in the UK, had a CASA 352 that was not used during the winter months. He phoned Keith May and asked if we could borrow his number 1 engine. Keith was taken aback by this request and said phone back half an hour later while he discussed the situation with his partner, Jeff Hawke.
When Jo phoned him again, Keith said OK but on condition that you must put it back when you are finished. Dave Ackerman and some instructors flew to London and SAA then drove them to Rochester Airfield where they removed the engine and crated it for carriage on an SAA flight back home.
At this time it was mid-winter and with wind and sleet and the aircraft parked outside we were vey cold! Dave bought a couple of bottles of Sherry to help fight off the cold. That night they were on the SAA 747 flight back to Johannesburg. As a back-up for the 50th Anniversary celebration event John flew his de Havilland DH.82A Tiger Moth, ZS-DLK, to JSA where it was painted silver and had South African Airways painted on both sides of the fuselage and was available to be used in case of problems. (I have a couple of slides).
The replacement number 1 engine was fitted and a run-up performed. More trouble, number 3 engine also failed! So Jo phoned Keith again who replied, “put it back when you are finished” and the same procedure to collect the engine was carried out. On the 31st of January I was on the 55-minute test flight with John Tainton and everything ran like clockwork.
At that time tropical storm “Domoina” was off the KwaZulu-Natal north coast and the airline decided to cancel the proposed Ju 52 flight carrying the special first day covers on the 1st of February 1984.
The mail was flown from Durban to Johannesburg on a scheduled SAA Airbus A300 and transferred to the Junkers to carry the mails to Rand Airport.
On the 1st of February John, Brian and I picked-up the Durban airmail from the Airbus A300 and flew it to Rand Airport to commemorate the first SAA flight from Durban to Jo’burg (12:30 to 13:45 – 1:15).
The engines that came with the CASA 352L 3 were not in prime condition and after a couple of flights with the original engines it was decided to replace the Elizalde / E.N.M.A. Beta B-4 engines with Pratt and Whitney R1340 Wasp engines with constant speed propellers. SAA had operated nine Ju 52s with 3 blade constant speed propellers. The original ZS-AFA used P&W Hornets with fixed 2 blade propellers. Another reason for the choice of engine was that the SAAF Harvards were powered by Wasp engines so maintenance and spares were available.
Jo organised three engines and propellers via the Pratt and Whitney representative, Ken Kelso; I do not know the exact deal but three engines and three props duly arrived. New engine mounts were made, trim motors from Vickers Viscounts were scrounged to be fitted on the pedestal to operate the variable pitch propellers. The new engines were run-up, there was a vibration problem on one engine which was cured by buying a new prop.
On the 29th of August 1984 a test flight was undertaken with John Tainton, (I cannot recall the co-pilot name) and myself, Steve Morrison. Start-up was 11:45 and after take-off from 03 we headed South-East for the test. I noticed that number one engine had rising oil temperature and we elected to turn back to JSA and shut down number 1 engine, the aircraft could not maintain height on 2 engines so we started number one again and made it back to base, shutting down at 12:35. Number 1 was a right-off. Johann organised a deal with the SAAF (scratch each other’s backs) who loaned us 3 Wasp engines, 2 were zero hour engines and the other had 500 hours. The test flight was very successful with all expectations being met. ZS-AFA was awarded the Concours d'Elegance at the EAA meeting in Margate that year.
From November 1985 SAA undertook to train Lufthansa pilots on the Junkers as they were nearing completion of their restored Ju 52, D-CDLH, painted as D-AQUI. Lufthansa built the passenger seats and donated them for our Junkers in appreciation of their pilots being trained. The next objective was to get a certificate of airworthiness for our Tante Ju. Sea-level performance testing was flown from Durban and altitude testing at Vanderbijlpark airfield.
By then the airplane’s restoration had been completed to conform as much as possible to the original ZS-AFA. I had spent a lot of time putting together the operations manual with a great deal of help from all those who lovingly helped get it all together. On the 31st of October 1986 the C of A was duly awarded.
It was a privilege to have played a part in the restoration of this classic airliner.
ZS-AFA Certificate of Registration issued on 31 October 1986.
ZS-AFA Certificate of Airworthiness issued on 31 October 1986.
Steve Morrison 8 July 2015.
CASA 352L ZS-AFA further interesting snippets of information
The company CASA (Construcciones Aeronáuticas Sociedad Anónima) was founded in March 1923. The Junkers Ju 52/3m was a development of the single engine Ju 52, and deliveries of the Ju 52/3m began in 1932.
The type was available with floats, skis or wheeled landing gear. SAA's early Ju 52/3m's were fitted with tailskids but these were replaced at a later stage with a more practical castoring wheel. It is not known how many Ju 52/3m's were actually built because all factory records were destroyed during Allied bombing of strategic German installations and figures as high as 18 000 have been mentioned. However, this figure seems somewhat optimistic and the actual number is probably somewhere between 5000 and 8000 aircraft in total.
Post World War Two the French built over 400 with the designation AAC-1 Toucan and CASA in Spain built 170 for the Spanish Air Force under the designation CASA 352.
The versatility of the Ju 52/3m meant that the type was used for many roles – airliner, ambulance, troop transport and even as a bomber. The Junkers Ju 52/3m was the World’s first true multi-engined airliner and South African Airways operated a total of 15 of the type from November 1934 to the outbreak of World War Two.
This tri-motor has an airframe constructed wholly of light alloy with corrugated skin covering. The very large cantilever wings are fitted with patented "double wing" flaps and ailerons giving great lift at low airspeeds. The fixed landing gear is exceptionally strong.
They were impressed into the South African Air Force during W.W.II when all civil flying ceased in South Africa. They never saw service with SAA after the war, either having been written off or later sold for scrap.
The Junkers Ju 52/3m changed pre-World War Two South African aviation by providing safe, fast and comfortable air travel around the Union of South Africa and later into Africa. The aircraft was by far the leading European civil airliner of the 1930s, seating 15 to 17 in single seats each side of the central aisle.
The Junkers Ju 52/3m offers the romance of the pioneering days of airlines. Captain Flippie Vermeulen once remarked "The sound is music, the smell is perfume and the movement is pure pleasure".
ZS-AFA was built in 1954 and has carried the following registrations.
T2B-273 Spanish Air Force G-BFHE registered to Doug Arnold and stored for a while at Blackbushe Airport in England ZS-UYU SAA ZS-AFA SAA
Details of the first commercial flight of ZS-AFA taken from the logbook of Flight Engineer Steve Morrison are recorded below.
1 November 1986 - Junkers Ju 52 ZS-AFA
Remarks: First Ju 52 commercial flight as ZS-AFA after Certificate of Airworthiness awarded. VIP Passengers paid the sum of R1:00.
The above crew were involved in the restoration and C of A certification test and performance flights of the Ju 52 undertaken at Durban and van der Byl Park.
CASA 352L ZS-AFA some interesting details by Brendan Odell
Long-time SAA Museum Society member Brendan Odell wrote the following for the Museum’s website on 18 April 2009. Brendan spent many years working on ZS-AFA when she was with SA Historic Flight.
Long-time SAA Museum Society member Brendan Odell wrote the following for the website on 18 April 2009.
Well done for doing a test flight and returning the aircraft back to its element. ZS-AFA belongs to the people of South Africa as a preserved aircraft - it will always remind us how far aviation has come, since SAA's early days at Hangar 1 at Rand Airport.
To clear up any confusion regarding provenance of the undercarriage and engines of ZS-AFA;
*There are three manufacturers’ versions of the Ju 52/3m;
(1) The original Dessau built examples built by Junkers Flugzeug- und Motorenwerke AG, Dessau, Germany.
(2) Spanish built examples built by CASA (Construcciones Aeronauticas Sa) as the CASA 352 and 352L (differences from the Junkers included revisions to the cockpit, including different type magneto switches, arranged sequentially as opposed to concentrically), a revised oil cooler layout, revision of undercarriage fairings and spats, fuel system differences and various other small things.
Production was post-war ending in 1954. ZS-AFA was one of the last of these to be made. Only 64 airplanes of this model were built (352L).
The engines on these airplanes were ENMA Beta B-4 engines, a licence built version of the venerable BMW 132.
(3) The French built Amiot AAC 1 Toucan of which production initially resembled the Ju 52, but post-war production included some refinements including the addition of an improved braking system (still pneumatic and Heath Robinson-esque throttle operated) and a wider wheel using the same size tyre as the DC-3 (17.00 x 16) 12 ply, with roller wheel bearings. The one piece axle was revised too.
In the late 80s and early 1990s SAA experienced numerous problems with the ZS-AFA's undercarriage, including non-availability of tyres.
Many things were tried, recapping the tyres was one, until a supply of well-preserved original tyres (They were "Phoenix Harburg", if my memory serves me correctly) was found in Germany.
These were shipped to South Africa, but after removal from storage deteriorated at an alarming rate, and their smooth surface, perfect for grass, bit the tar just too well and tore the by now 50 year old cotton strengthened sidewalls with alacrity.
Also this original arrangement featured the true Teutonic mantra of reliability through simplicity.
There were no wheel bearings instead grooved phosphor bronze bushes were slid over the axle, if not greased every ten landings, or greased with a grease attacking the phosphor bronze they were prone to wear too (just like a Citroen Traction gearbox).
Eventually over time the axles were ovalled with wear too and investigation was made into repairing this problem.
First new bushes led to a seized wheel on the runway.
Next chrome plating of the axle was tried - this could not be done as Martensite or severe embrittlement had taken place on the big axle (which runs in one piece on this arrangement from the fuselage to the wheel). This had been caused by the heat control techniques used at production.
Next some original Ju 52/3m axles were acquired, but alas, the same problem lay with them.
Denel investigated production of new axles, but this too came to nought as the original heat control techniques could not be replicated leaving the bend in the axle either too soft or too brittle.
In the end the aircraft was parked in the SAA Apprentice Training School and remained un-flown for some four or five years until it was ferried to Swartkop in 1999.
It then participated in one air show and remained un-flown again, until by the initiative of Captain Tony van Eeden the project was restarted in 2003 - the aircraft then being part of Transnet.
A chance look on airliners.net revealed a photograph of an Amiot AAC 1 Toucan at Duxford on static display, standing, as it were, on the solution!
The revised Amiot undercarriage with the different axle incorporating wheel bearings, expander tube brakes and available tyres was perfect.
A couple of phone calls later and a visit, the deal was done! ZS-AFA was jacked up, her main undercarriage removed, bar the "Kronprintz struts" (Junkers version of oleos) and sent to England.
A team from Transnet and SAA did the swop and within a few days the replacement undercarriage was at Swartkop waiting to be fitted.
The most challenging was removing the wheel rims from the tyres, as the tyres had been pumped with solid rubber for display!
A selection of hacksaws, kitchen knives and angle grinders did the job and after about two weeks we could send the rims and axles for NDI.
The brakes were overhauled in Switzerland by Ju-Air, who use the same wheel/brake arrangement. Then a prolonged period of inactivity brought the project to a halt until 2005, when by necessity, the aircraft had to be flown out.
The engine components were all overhauled, instruments all overhauled and new radios fitted - I spent about R 500 000 of our Transnet "grant" on that.
Finally the airplane was taxi tested and flown to FAJS with all the associated fanfare and sing-song, where it has remained until now.
The engines were originally the ENMA Beta engines (which are only licence built BMW 132s, BMW 132s being metricated Pratt & Whitney Hornets themselves (Copyright free culture pre WWII).
Due to on-going lack of spares SAA re-engined ZS-AFA with Pratt & Whitney R-1340-AN-1 engines as fitted to the Harvard.
The modification incorporates the original T-6 cowlings with a custom made carburettor heat system and a custom made engine mount.
Propeller control is by the original Ratier Figeac/Hamilton Standard constant speed unit as used on the T-6, but custom actuated electrically, much like the Douglas DC-6 with toggle switches and motors. The propeller itself is also the Hamilton Standard 12D40 as used on the Harvard, providing the unique sound that ZS-AFA has.
Interestingly enough, the original oil system is retained, so unlike aircraft like the DC-3, it has no hopper in the oil tank allowing oil to warm quickly. On a cold day it can take up to 30 minutes to get the oil up to operating temperature.
As there are also no thermostatic temperature valves on the oil coolers like on the DC-3 and above, the only assistance the oil may get to warming up is the closing of the oil cooler taps in the cockpit!
The "Kigass" type primer is no longer used and the conventional Pratt & Whitney "spider" type primer is incorporated, via the original "wobble" fuel pump, if I remember right.
Brendan Odell. April, 2009.
CASA 352L ZS-AFA technical details by Brendan Odell
Supplied by Brendan Odell and Barry Els
ZS-AFA taking a gentle cruise over Hartbeespoort Dam. Photograph: Sonja Grünbauer.
ZS-AFA cockpit. Photograph: Sonja Grunbauer.
14 May 2015. Photograph: John Austin-Williams.
CASA 352L ZS-AFA flies from Swartkop to Johannesburg International Airport by Karl Jensen
Report by Karl Jensen 3 December 2005.
In 1981, South African Airways acquired the Junkers Ju 52 as part of a deal with Airbus Industrie when SAA purchased their Airbus A300 fleet. The Ju 52 represented the first true airliner that was operated by SAA when the assets of Union Airways were taken over to become South African Airways in February 1934. At the outbreak of World War II, all SAA aircraft were pressed into service by the South African Air Force. None of the Ju 52’s returned to SAA service at the cessation of hostilities. Our Junkers Ju 52 was purchased from a collector in the UK and flown to Lemwerden in Germany where it was dismantled by SAA Technicians and placed on a barge for transportation to the coast where it was loaded aboard a Safmarine freighter for the sea journey to Durban. The Ju 52, a Spanish built example, then travelled by road to Jan Smuts Airport (now Johannesburg International Airport or JIA) on a low loader. More than three years of meticulous restoration followed. The work was carried out by numerous volunteers under the watchful eyes of SAA’s Apprentice Instructors and other specialist technicians who also devoted many thousands of hours of work to make this classic airworthy to the standards required for public transport.
The aircraft flew again only days before the Fiftieth Anniversary of the founding of South African Airways and played a major role in the anniversary celebrations. Before the public at large were able to experience the old aircraft, a rigorous certification programme was undertaken involving more than 430 flying hours. This aircraft became the basis for the establishment of the South African Airways Historic Flight.
The aircraft became a magnet for all manner of folk, especially aviation enthusiasts and the good people from Germany, Switzerland and Austria who regarded the Ju 52 as a life saver in World War II. The Junkers Ju 52 was the primary air transport aircraft for the axis countries during this unfortunate conflict and was also one of the first reliable civilian airliners. The Junkers was registered as ZS-AFA and named “Jan van Riebeeck”, although she is also referred to affectionately as “Tante Ju”. The aircraft was used for many years on charters to all corners of South Africa, Namibia, Botswana, Zambia, Zimbabwe and Mozambique as well as pleasure flights from most major cities and towns in South Africa.
During a ruthless fiscal turnaround campaign in the late 90s, the South African Airways Historic Flight was moved from JIA to the Swartkop Air Force Base to become the South African Historic Flight.
The South African Historic Flight Junkers Ju 52/3m ZS-AFA had not flown since 2000. The reason for the aircraft becoming a ‘hangar queen’ was that the tire life and reliability was becoming unpredictable and problematic. The aircraft was never grounded officially; rather it was withdrawn from service due to the lack of availability of replacement tires. New tires were however available at an unacceptably high price.
The SA Historic Flight management were obviously not prepared to order tires at R10 G’s per tire with a minimum production run of 100 units. This was clearly way beyond the available financial resources and thus there was little option but to withdraw this priceless classic aircraft from any further flying indefinitely.
Captain Tony van Eeden, Chief Pilot of the SA Historic Flight and at the time a Senior Captain on SAA’s B747 fleet learnt of a Junkers Ju 52 museum specimen at the Imperial War Museum at Duxford near Cambridge in the UK. The Duxford aircraft is actually a Amiot AAC-1 Toucan licenced built in France. It once served with the Portuguese Air Force as 6316. This aircraft was fitted with the later undercarriage that used more readily available and robust tyres commonly found on Douglas DC-3 aircraft, the size being 17.00-16 12 ply. The Duxford specimen was painted in an authentic World War II colour scheme that was not appropriate for the type of undercarriage that was fitted. ZS-AFA was fitted with the earlier type undercarriage that if fitted to the Duxford example, would make it technically authentic. Tony masterminded a swap of undercarriages. This swap was carried out by Tony with the aid of his flight deck crew whilst on a layover in the UK on a scheduled flight with the aid of SA Historic Flight technicians. The “new” undercarriage was brought back to South Africa, X-rayed and refurbished to the highest modern day technical standards.
The “old” undercarriage used biscuit wheels that were braked by a single pneumatic cylinder on each wheel whereas the new wheels required bladder type brake actuators that required a greater volume of compressed air to function. This posed a problem in that the reserve pressure cylinders were assumed to be too limited in capacity for normal operations.
This however proved to be an incorrect assumption as the new wheels and brakes proved to be more efficient requiring fewer brake applications for normal operations than the old gear.
The process of undercarriage change to ZS-AFA took ages. Eventually, the SA Air Force gave the SA Historic Flight notice to vacate the hangar that housed them at the Swartkop Air Force Base as the Air Force required the hangar for their own use. Fortunately, the SA Historic Flight was to be taken under the wing of South African Airways again. The eviction from Swartkop was the catalyst that expedited the certification of the new gear.
As ZS-AFA had been standing for several years, much work was needed to get her serviceable again. Eventually on Wednesday 30 November 2005, the work was completed by the very able SA Historic Flight technicians aided by SAA personnel. Prior to this, Brian Stableford and myself, both retired SAA B747 Captains and veterans of the SA Historic Flight were given Technical and Emergency Procedures refresher courses with appropriate examinations conducted by Flight Engineer Instructor William Carstens. The South African Civil Aviation Authority gave approval for a flight to position the Ju 52 to Johannesburg International Airport from Swartkop. A condition for the flight to land at JIA was that a circuit and landing be carried out at Swartkop prior to the positioning flight to verify the integrity of the new undercarriage, wheels and braking system.
At 11h25 on the Wednesday, the weather at JIA was adequate for a flight to the extremely busy JIA. We were to be accommodated at JIA by the co-operative Air Traffic Controllers at this off peak hour. We carried out preliminary tests on the undercarriage and braking system earlier in the day. I had the honour to act as Captain with Brian Stableford sitting in the right hand seat, barking appropriately and William Carstens as Flight Engineer. We took off from Swartkop for our mandatory circuit with a touch and go landing. We then set course for JIA. Less than 5 minutes after departure, we were informed that the wind at JIA was gusty and blowing at more than 25 knots (45 km/hour) across the runway with heavy rain. There was no choice but to return to Swartkop, much to our disappointment and for those folk who came to witness the historic departure.
Four hours later, another opportunity presented itself with the weather having improved markedly. Once again we took off and unfortunately, the weather again deteriorated however with little wind blowing at JIA. After being airborne for just on one hour, we landed uneventfully on Runway 3R at JIA in driving rain. We proudly taxied the Ju 52 into the SAA Technical area, watched by many SAA Technicians who lined the way to the Apprentice Training Hangar where the Junkers is now safely housed.
In my view, the coming home of the Junkers Ju 52 to where it belongs is the regain of South African Airways’ soul. The two SA Historic Flight DC-4 Skymasters will follow shortly. The SA Historic Flight will from now on operate from Johannesburg International Airport.
There was much misguided reporting in the media that the Junkers flight was to be this aircraft’s last one. This is incorrect as the Ju 52 only requires a relatively small amount of work before she is technically up to the high standard that is required before passengers can be carried commercially on a regular basis.
Karl Jensen.
As Karl pointed out above, the Ju will require very little work to get her airworthy again. The South African Airways Museum Society have decided that it is time the aircraft flew regularly again and have begun the process of getting the aircraft serviceable to begin plying her trade for pleasure flights, charters and the air show circuit. The Museum hopes to attract sponsorship to keep the momentum going, especially for the air show circuit.
Under the guidance of Francois van den Berg, a certified aircraft inspector, as well as licenced on the CASA 352L, and the management of South African Airways Technical and their very enthusiastic apprentices, it was decided to give the aircraft a C-Check which was duly completed during March and April 2009. The Museum is working very closely with the SACAA and they are most supportive of the Museum's endeavours. The first of a series of test flights was a 1-hour flight on Thursday 16 April 2009. The aircraft flew out to Vereeniging to conduct a set of touch and go circuits. One hour test flight, airborne OR Tambo 11:25, Vereeniging (5 x touch and go) flypast at Rand and landed at OR Tambo at 12:25
Captain: Lorrie Raath Co-pilot: Karl Jensen Flight Engineer: Nick Maree
Upon return from the test flight the crew reported the aircraft flew faultlessly and that they were happy with her.
CASA 352L ZS-AFA after her C-check being readied for a test flight on Thursday 16 April 2009.
Photographs: John Austin-Williams
The SAA apprentices that made it all possible. Photograph: John Austin-Williams.
Test flight crew for Thursday 16 April 2009. Co-pilot: Karl Jensen - Captain: Lorrie Raath - Flight Engineer: Nick Maree. Photograph: John Austin-Williams.
ZS-AFA engines running and waiting for clearance to taxi out, 16th April 2009. Photograph: John Austin-Williams.
ZS-AFA conducting “touch and go” at Vereeniging 16th April 2009. Photograph: Bruce Perkins
CASA 352L ZS-AFA “Die tante het nuwe tekkies!” by Wolfram Zwecker, Oos-Rand Beeld
Oos-Rand Beeld newspaper, Wednesday 22 April 2009.
CASA 352L ZS-AFA second test flight, stopover at Parys Air Show Wings and Wheels day 25 April 2009
ZS-AFA at the Parys Air Show Wings and Wheels day on 25 April 2009. Photograph: Willie Bodenstein.
Cape Gate sponsored the fuel for the trip to Parys and back to OR Tambo www.capegate.co.za
ZS-AFA at the Parys Air Show Wings and Wheels day on 25 April 2009. Photograph: Omer Mees.
CASA 352L ZS-AFA attends the Rand Airport Air Show on Sunday 17 May 2009 by Barry Els
As part of the planning for the Rand Air Show on Sunday, 17 May, the SAA Museum Society, as owner of the Junkers Ju 52/3m, had to obtain a Special Flight Permit from SACAA to allow us to display the aircraft.
A meeting had been arranged with SACAA officials at 09:00 on Friday, 15 May to discuss our needs and we were successful in being granted permission, John Austin-Williams and Barry Els finally leaving their offices in Midrand 6 hours later at 15:00 with precious permit in hand. The long wait was well worth the effort! Many thanks to Koos Myburgh et al at SACAA.
In the meantime fuelling and preparation of the aircraft was completed for the planned departure from ORTIA at about 08:00 on Sunday.
The cockpit crew consisted of the commander Capt. Lorrie Raath with co-pilot stalwart Capt. Flippie Vermeulen and FEO Nic Maree on the centre seat. Also aboard were SAAT aviation instructor Jacques Ritchie (who was responsible for the recent C-check carried out on the aircraft) and our own ‘top gun’ organizer - project leader Richard Hunt.
After take-off, the aircraft flew over various parts of greater Johannesburg as promotion for the air show. Some radio station broadcasts were also made to inform listeners about the ‘beautiful noise’ sound in the sky and the air show.
One of our DC-4 Skymasters ZS-BMH LEBOMBO departed from Rand before the show started, on a charter flight to Botswana and Zambia – lucky pax!
The Junkers landing at Rand Airport pleasantly surprised a lot of spectators who were thrilled to see the aircraft again after many years. There was immediate interest from people enquiring as to when they could have a ‘flip’ – this was repeated all through the day.
As opening display for the show, the mass radial-engine formation flight was headed by a veritable squadron of colourful Harvards followed by a beautiful die-hard Dakota, ZS-DIW, (which made some graceful, fast steep turns, reminiscent of ‘bush war’ approaches, during its display). Tante Ju followed line astern like ‘a hound after the hares’.
Her pilots then excelled by executing a most spirited air show flying display of the highest order, which had us aficionado’s on the ground cheering with glee and proudness. What a magnificent and welcome sight in the sky!
After landing, the Junkers was parked next to TAC, near our aircraft park, by courtesy of tractor tug operator Ben Vermeulen and wing walkers, including Ken Wadmore, Sean Blaauw, Richard Hunt and Barry Els while Nic Maree kept a wary eye from the cockpit. We then allowed public visitors aboard to experience the historical ambience of the grand old lady and to marvel at her technicalities.
People were intrigued by the 3 engines, the wind-down windows, ‘steam locomotive’ valves in the cockpit, wooden ‘steering wheels’ and the immaculate instrumentation.
The external fuel gauges located in the ‘shark fins’ on top of the engine nacelles also caught the eye, as did the corrugated surfaces of the fuselage, wings and tail sections. Small boys regularly enquired about the ‘bombs’ under the engines – these are oil coolers which each looks like three rocket pods clustered together. The dings on the fuselage, behind the rear door, caused long ago by parachute static-line fasteners while in military service, elicited a lot of comment as did the stow-away, ladder-like steps used to enter the aircraft. Tante Ju being a tail-dragger, the slanted cabin was also often remarked on.
The very successful day ended with the departure back to ORTIA of the Junkers, in formation with three Harvards, two being the pride and joy of SAA’s Technical Training Centre ZS-WLP SPOOK and ZS-WLR HOT STUFF.
BRAVO to all!
Chocks Away. ZS-AFA about to taxi out for a display at the Rand Airport air show, Sunday 17 May 2009. Photograph: George Hall.
ZS AFA at the Rand air show 17th May 2009. Crew were Captain Lorrie Raath with co-pilot Captain Flippie Vermeulen and Flight Engineer Nic Maree. Photograph: Jens Frischmuth Hangar Talk Online Aviation Magazine
Air Show - Rand Airport - Sunday 23 August 2015
From time to time the museum participates at the Rand Airport air show, mostly with static aircraft and occasionally with our serviceable classics if we are fortunate enough to be invited and the fuel sponsored. The report below is as it appeared in our September 2015 newsletter.
The Grand Rand Air Show was a superb event! The two museum aircraft that were on static display and open to the public proved extremely popular with long queues of people eager to look inside DC-4, ZS-AUB, and the CASA 352L (Junkers Ju 52/3m), ZS-AFA.
Thanks to Digby Sherwood for getting-it-all-together along with the band of merry museum volunteers ensuring the day at the museum complex was a success! Thanks too to the team from Skyclass Aviation, the flight crews and museum members who assisted on the day.
CASA 352L (Junkers Ju 52/3m) ZS-AFA taxiing in. Rand Airport, 07h30, Saturday 22nd August 2015.
SAAMS gets the Junkers and the Douglas DC-4, ZS-BMH, to the 2015 Rand Airport Air Show
As our members were aware the SAA Museum, in conjunction with Skyclass Aviation, was in the process of attempting to get our Junkers Ju 52 back into commercial service. We had meetings with the CAA and some progress had been made, but it would take a substantial amount of work and time.
In the meantime we decided to see if we could, at the very least, get a special flight permit for the aircraft to attend the Rand Airport Air Show, on Sunday 23 August 2015, where the museum could have the “old girl” on static display. This too would require huge amounts of work and co-ordination but we very quickly agreed that it would be a worthwhile exercise.
Keeping her in the public eye and reminding the public that the Museum has more than just the static aircraft are important contributors to the ultimate goal of flying her commercially.
The Aircraft last flew in 2009 and she has been lovingly looked after by the SAA apprentices under the very capable watch of Jaques Ritchie.
A special flight permit application was made to the CAA and flight readiness preparations commenced on the Ju 52, some of the items undertaken included:
Full pitot static system check. Compass calibration. ELT and transponder test. Engine runs. Fire extinguishers and first aid kits renewed. Cleaning. Flight control linkages and inspection panels opened and inspected. Engine oil top up.
All of the above, and more as per requirement, were concluded in good time and we could now focus on getting crew to fly the aircraft. Right away, Captain Lorrie Raath was called `and, as he has done so many times for us before, did not even bat an eyelid in accepting the opportunity to command the flight. Lorrie started flying the Ju 52 in 1985 and has around 500 hours on this aircraft.
The co-pilot would be Flippie Vermeulen and the two flight engineers Willie Carstens and Nick Maree. Willie would conduct flight preparation briefings with the crew that would refresh them on items such as, aircraft performance, limitations, normal and abnormal procedures. This being completed, the CAA approved the special flight permit to fly the Aircraft to Rand Airport and return to ORTIA. Final planning was concluded and the Aircraft was towed from SAA Technical to the SAFAIR ramp where she was be refuelled in preparation for the flight.
On Saturday 22nd August at around 07:11 the SAA Museum Ju 52 once again took to the skies for her flight to Rand Airport. A few minutes later all at Rand airport that early in the morning were treated to the unforgettable sight and sound of the Ju joining over head the airfield followed shortly thereafter by a textbook landing on RWY11.
Later in the day “Tante Ju” was positioned alongside our DC-4, ZS-AUB, on the static flight line in front of Hangar One. Both aircraft were open to the visiting public on the Air Show day and were manned by SAAMS and Skyclass volunteers. Lines were steady the entire day with the public wanting to get a chance to see inside both Aircraft, many asking the same question of the Junkers – when can we fly on her?
As if this were not enough work, we also decided we would like to have our other DC-4, ZS-BMH, not only fly in to the Air Show from her current base at ORTIA but to take part in a flying display. Eagerly, a sponsor for the fuel and operating costs was sought by SAAMS and again one of our undying patrons came to the party and offered to sponsor the costs for this opportunity.
And so it was that DC-4, ZS-BMH, arrived at Rand Airport on the morning of the Air Show, her touch down meant that SAAMS for the first time in many years had their entire operational fleet of Ju 52, DC-3 and both DC-4s all at the same location for an air show event! This was a tremendous achievement for the museum and many comments were passed relating to the fact that you could see such a collection of historic aircraft, all in flying condition at the same time.
The second item on the air show agenda was the mass radial formation and the DC-4, ZS-BMH, under the command of Captain Bill Good, FO Brian Wilford and FEO Willie Carstens fired up the Pratt and Whitney R-2000 radials and joined the other round-engined participants. After the formation flypast the DC-4 broke away and performed an aerial display that was just pure magic to see and hear.
After the show, the Ju 52 and the DC-4, ZS-BMH, departed Rand Airport for the return flights to ORTIA, both landing safely a few minutes later. The SAAMS participating at the Air Show with both flying and static aircraft is a testament and acknowledgment of the dedication, competency and passion that exists in the leadership and membership of the SAA Museum Society – rightly so, we can all be very proud of the organization we are members of and support so unconditionally.
I would like to make mention of the following persons specifically for their continued support and assistance for without them, these achievements would just not have been possible.
SAA Technical Training School: Mr. Jacques Ritchie, Mr. Indran Pillay, Mr. Matt Harvey
Skyclass Aviation: Mr. Willie Carstens, Mr. Francois “Cois” van den Bergh, Mr. Tiaan van Jaarsveld, Captain Bill Good, Mr. James Grcic
Ju 52 Crew: Captain Lorrie Raath, Captain Flippie Vermeulen, FEO Nick Maree, FEO Willie Carstens
SAAMS: Mr. John Austin Williams, Mr. Ian Cruickshank, Mr. Barry Els, Ms. Verhona van Straten, Mr. Sean-Douglas Kroëger
Regards, Richard Hunt, Vice-Chairman, SAA Museum Society.
The crew who flew the Junkers from OR Tambo to Rand Airport on Saturday 22 August. L-R: FEO Willie Carstens, Captain Lorrie Raath, Co-Pilot Flippie Vermeulen and FEO Nick Maree.
Air Show day, Sunday 23 August 2015. Photographs: John Austin-Williams.
The Skyclass Hostesses who put in a hard day’s work promoting the classic aircraft at the air show. L-R: Sureshni Moodley, Bianca Simpson, Skye Pienaar, Dassie van der Westhuizen-Persuad. Bianca and Dassie hold valid PPLs and are working towards the CPLs. Bianca is a cabin attendant for Mango. Photograph: Tiaan van Jaarsveld.
Barry Els spent the day chatting to visitors who had queued for quite a while to see inside “Tante Ju”
The queue got longer and longer.
ZS-AFA taxiing past the crowd at the end of the day.
ZS-AFA departing Rand Airport. Photograph: Kyle Baytopp
CASA 352L ZS-AFA related items available in the Museum Gift Shop
Mug. CASA Ju 52 ZS-AFA “Tante Ju” SAA Historic Flight. Product code: MUG85.
A beautiful, plastic snap-fit, desktop model of Junkers Ju 52/3m ZS-AFA. Product code: JU-05200C-001.
List of serviceable/existing Junkers Ju 52/3m and CASA 352 aircraft as at 1 June 2020
http://www.preservedaxisaircraft.com/ (For other Junkers Ju 52/3m or CASA 352 or Amiot AAC 1 Toucan)
ZS-AFA flying off the Transkei coast. The photograph, by Omer Mees, featured in the South African Historic Flight postcard calendar of 2000.
Flight Engineer Steven Christopher Morrison, R.I.P.
R.I.P. Steven Christopher Morrison. 13 October 1942 – 6 May 2016.
Steve “Oom Stoof” Morrison. 3 February 2015. Photograph: John Austin-Williams.
We were saddened to hear of the passing away, on the 6th of May 2016, of Steve Morrison, former South African Airways Flight Engineer, and a founder member of the South African Airways Museum Society.
Steve was the first Chairman of the Museum from 1986-1988 and served with people such as Theo Stein, Francois Potgieter, Tony King, Henk Verbooy, Johann Meyer, Dennis Spence and Dave Ackerman.
“Stoofie”, as he was affectionately known, also flew for Air Namibia and Air Mauritius. Two of his favourite aircraft were the Boeing 727 and Boeing 747-SP.
Steve was the flight engineer on the first commercial flight of the Junkers Ju 52/3m, ZS-AFA, on the 1st of November 1986 with Captain Dawie Uys as First Officer and Brian Wallace as Captain.
Steve will be fondly remembered as a devoted husband, father, grandfather and great grandfather.
Our condolences to his wife Margaret and family.
SAA Museum Committee.
Messages received
Oh, no…. I am so very, very sorry to learn this. My deepest condolences to his family. I am also deeply saddened that I never had the opportunity to meet Steve in person. The book will be a tribute to his memory. Lionel Friedberg.
Oh my word, what terribly sad news. Steve was a personal friend, colleague and a doyen of airliner preservation. He was an authority on aircraft of every kind. Steve was a gentleman personified, an excellent flight engineer and an aviation enthusiast of note.
To Margaret and family I extend my sincerest condolences and although I rarely saw him post SAA retirement, he will be sorely missed. R.I.P. my friend. Regards, Karl Jensen.
Very sad news, please extend my condolences to Steve's family. Regards, Keith Lennard.
Sad news indeed. Regards, Dave Ackerman.
Steve Morrison – by Karl Jensen
To Margaret, Janet, Cally, Rob and family and to all who have any feeling for the preservation of our aviation heritage, we are all the poorer for Steve’s untimely passing on to that Ju-52 hangar in the sky. Margaret, I wish you and your family every strength in dealing with your sad loss.
I flew on 727s as a co-pilot on a few occasions with Steve as a flight engineer. Steve (who at that time was not to my knowledge called “Stoof” on the flight deck) and then again on 707s and again on 747s as a first officer and a while later as a Captain
One night, boring holes in the black flying around the Bulge en route from Jo’Burg to Lisboa, Steve invited me to go along with him to Alverca where there is a smart aviation museum. Alverca was about a 40-minute train ride from Lisboa just inland of the Tagus River and was also the site of the ILS outer marker for runway 21 at Lisboa.
In sight of the museum was a high walled yard with piles of derelict corrugated metal aircraft which happened to be Ju 52s. I had seen a similar pile in Maputo before I joined SAA some 12 years earlier.
I remember Steve’s excitement and I did not know at that stage that he was involved with Johann Prozesky, Dave Ackerman and others in procuring the ex-Spanish Air Force CASA 352L for SAA’s 50th Anniversary celebration in 1984.
The dismantled aeroplane arrived at Jan Smuts from Europe by ship as deck cargo and was transported by road from Durban.
It was offloaded from a lowbed at the Apprentice Hangar where it was to be restored. I unfortunately did not witness the low key event.
I think it was my interest in the Ju’s at Alverca that caused Steve to contact me to come and be involved in the restoration of our one.
I single handed, under Dave Ackerman’s beady eye, removed the control linkages to the rudder and the attachments of the rudder to the fin as part of the restoration of the airplane.
After it eventually flew, I applied successfully to fly the Ju 52 and was trained on the originally registered ZS-UYU by Brian Wallace. On my first official full training session, Steve was the flight engineer.
The airplane did not require a flight engineer, but as a gesture to the flight engineers who had such tremendous input in the rebuild, it was decided without any resistance to include a ‘Flighty’ as part of the crew, still a fairly contentious subject not at The Historic Flight, but at the ivory towers of the authorities.
We did some circuit training at the nearby Delmas airfield whose runway has become the main road of the Bothibelong township which enveloped the airfield.
On return from Delmas, I landed the Ju on Runway 03 at Jan Smuts and tried to land short to turn off at the tower intersection close to the SAA Technical Area. Well… not a clever choice, but Brian Wallace allowed me to attempt this so I’d understand the consequences of over exuberance with my new found skills.
Steve Morrison was the “Flighty”. As I started turning and braking at the same time, the Ju despite my best efforts, gently tried to swop ends went into a ground loop. We came to a stop off the runway and oh man was I ever embarrassed. There was no damage except to my ego and I distinctly remember Steve sitting there chortling at my embarrassment, or maybe it was just a nervous laugh!
Following on from Flippie Vermeulen as Chairman of the Museum Society, I became the next incumbent. I drew a logo for the Museum and when this was discovered by the SAA management, they nearly had a fit as we had used the SAA name and ‘Winged Springbok’ emblem without their approval.
To calm matters, the airline PR lady Marie-Hélène Maguire had the present logo drawn and the name of the organisation changed to SAA Museum Society.
Nothing to do with Steve Morrison but as an aside to Steve Morrison’s meaningful and long lasting involvement with the airline’s Historic Flight.
L-R. SAA Capt. John Tainton (747s), Capt. Georg Schilling, Swiss Air Force, and SAA Flight Engineer Steve Morrison.
This was the crew of the first flight in South Africa of the CASA 352L, ZS-UYU (Junkers Ju 52/3m ZS-AFA), with Georg in the left hand seat, John to his right and Steve on the jump seat on Saturday the 14th of January 1984. On its second flight, shortly afterwards, Georg gave John a check out. Photograph: Steve Morrison collection. Caption: Johann Prozesky.
A few museum members gathered on Saturday 7th May 2016 - Last Post and flags lowered to half-mast.
Long-time friend Martin Morris “took Steve up for a spin” in his Fairchild on Saturday the 28th of May 2016.
A memorial service was held at the museum on Sunday 29th May 2016. Over 100 family members and friends paid tribute to “Stoof”.
Master of ceremonies Joppie Nieman.
Ashleigh Hamilton-Hall and Jason Cloete paying tribute to Grandpa/GG on behalf of all his grandchildren and great grandchildren.
Martin Morris in his Fairchild F24, ZS-BAM, on finals into Rand followed by four Harvards.
Karl Jensen pays his respects and relates some humorous yarns of his time spent flying the Junkers with Steve.
6/9/2016
Dear Jaws
How do we begin to thank you for the venue for Steve’s “Celebration of Life”, it was the ideal place to hold it. The Museum was important in Steve’s life as aviation was his passion as you well know. Your contribution was greatly appreciated by myself and all of the family.
There are no words that seem adequate enough to say thank you to you, who expressed their sympathy during the loss of our beloved Steve. He was a wonderful person and through the memories that he gave each of us, he will live on forever in our hearts.
Love
Margaret Morrison & Family
de Havilland DH.104 Dove ZS-BCC “Katberg” c/n 04079
The de Havilland DH.104 Dove, de Havilland’s first post-war production aircraft, was developed to replace the de Havilland DH.89 Dragon Rapide. Development began in 1944 and the aircraft was of all metal construction with a semi-monocoque fuselage structure covered with a stressed aluminium skin. It was the first British transport aircraft with tricycle landing gear. Two supercharged 330 hp de Havilland Gipsy Queen 70-3 engines with three blade, DH Hydromatic fully feathering and reversible propellers were mounted on the low-set, metal covered cantilever wings. Seating was initially provided for eight passengers. Two cockpit crew sat in the distinctly de Havilland raised cockpit. The prototype (G-AGPJ) made its first flight at Hatfield airfield, Hertfordshire on September 25, 1945. Production of the Dove, including the RAF version known as the Devon and the Royal Navy aircraft as the Sea Devon, totalled 544 aircraft, including the two prototypes, and continued until 1967, the last delivered as late as 1970. By this time the aircraft was a product of Hawker Siddeley.
The type saw widespread service, examples being sold to over 15 countries for both civil and military use. South African Airways purchased two of these eight-seat British-built aircraft for use on the proposed feeder services in South Africa This scheme never materialised and they were briefly used for communication duties on the route to Mozambique before being sold in 1952. The first service for ZS-BCC was flown on 8 March 1948 when it operated Palmietfontein-Kimberley-Upington-Karasburg-Keetmanshoop-Windhoek.
The Dove’s last service flight was from Lourenço Marques (Maputo)-Palmietfontein on 30 October 1951. The Dove was sold to Northern Rhodesia Air Services on 31 January 1952 and departed on 18 March 1952. It was registered VP-RCL. The registration was later changed to VP-YLX while still with NRAS. The next operator was Mines Air Services with the registration 9J-RHX dated 15 February 1968. After a brief stay with MAS the Dove was exported to Fairey Surveys at White Waltham west of London and registered G-AWFM on 24 April 1968.
The Dove was sold to Fairflight, a charter airline operating out of Biggin Hill, and was used as a source of spares. With the help of the late Alan Bell, Hawker Siddeley made a donation of £500 for the purchase of the remains of the Dove. The Dove was disassembled and moved to Salisbury Hall, the home of the Mosquito Museum, for storage. The first sections left for Johannesburg in the cargo hold of an SAA 747 before being restored by the SAA apprentice school. The aircraft is now part of the SAA Museum Society collection at Rand Airport and wears post war livery.
Dove “Katberg”
Factory test flight – 25 11 1947 Delivery flight – 5-14 12 1947 UK-Paris-Dijon-Geneva-Rome-Malta-Tripoli-El Adem-Wadi Halfa-Khartoum-Juba-Kisumu-Tabora-Ndola-Salisbury-Palmietfontein Repainted as VP-RCL 14 03 1952 (TT 307 hours) To VP-YLX 27 02 1955 (TT 1573 hours) TT when sold to Fairey Surveys 7145 hours Still in service with Fairey at White Waltham 28 09 1972 (logbooks inspected on that date) Dismantled at Biggin Hill 16-18 10 1978 and sections transported to Salisbury Hall for storage Sections transferred to Heathrow for transportation to JNB Fuselage and wings re-joined 4 11 1980
Technical data for de Havilland Dove 1
de Havilland DH.104 Dove ZS-BCC “Katberg” comes home (Part 1)
Reproduced from SAA Engineering Staff Aviation Technicians Bulletin SATech./SATeg No 14 of March 1979.
On 12 February 1979 an aircraft (or at least parts of it) arrived back in South Africa, some 27 years after leaving these shores. The aircraft is G-AWFM, a de Havilland Dove, which saw service with South African Airways as ZS-BCC, and was brought back to Johannesburg with the help of generous donations by Hawker Siddeley Aviation (now part of British Aerospace), Dunlop and Goodyear.
After World War 2, the sole responsibility of providing air transportation in South Africa Was vested in SA Airways. The then Minister of Transport F.C. Sturrock, instructed that SA Airways evaluate all available air- craft types for use on feeder or secondary routes. After much consideration, the DH Dove was found to be the type best suited to the airline’s needs. Two aircraft ZS-BCB “Naval Hill” (04009) and ZS-BCC “Katberg” (04079) were acquired in November 1946 and December 1947 respectively. Services were operated between Johannesburg and (the then) Lourenco Marques, and a route pioneered between Durban and Bloemfontein via Kokstad and Aliwal North. Air transportation was thereby provided to the eastern central part of the country. The policy regarding feeder services changed towards the end of the decade, and responsibility was transferred from SA Airways to private enterprise.
ZS-BCB, having cost £17927 and been in service from 23 May 1947 to 30 March 1950, was sold to the South African DCA (Department of Civil Aviation) as ZS-CAG for £11000. It eventually found its way back to Britain where it flew with a number of operators as G-AOVY. It was broken up for spares in 1968.
ZS-BCC was originally ordered by Skyways Ltd. As G-AJOU on 17 April 1947, but was subsequently sold to SA Airways for £18352. After a test flight on 25 November 1947, it was handed over on the 28th. The aircraft left London on 5 December 1947, and during the extended delivery flight, called at Paris. Dijon, Geneve, Rome, Malta, Tripoli, El Adem, Wadi Halfa,’ Khartoum, Juba, Kisumu, Tabora, Ndola and Salisbury en route to Palmietfontein, where it arrived on 14 December 1947. It operated its first service from Palmietfontein on 8 March 1948 to Windhoek, via Kimberley, Upington, Karasburg and Keetmanshoop. Former Chief Executive Jim Adam remembers that the aircraft was also used on VIP flights, transporting the then Chief Airways Manager, General Venter, and other senior officers, as well as for urgent missions.
Utilisation was, however, very low. And when ZS-BCC operated its last service from Lourenco Marques to Palmietfontein on 30 October 1951, it had only 307 hours “on the clock”. It was sold for £18000 on 29 January 1952, and delivered as VP-RCL on 18 March 1952. It was operated by Northern Rhodesia Aviation Services, but some sources show that the aircraft also belonged to Anglo-American at one time. It was –registered VP-YLX on 27 February 1955 (1573 hours) and became 9J-RHX on 15 February 1968 with Mines Air Services.
On 27 March 1968 it was acquired by Fairey Surveys as G-AWFM (7145 hours), and modified for use in photographic surveys. There is a large camera hatch in the aft cabin, and the cockpit top is also non-standard. The aircraft flew with SA Airways as a series 1, but was subsequently modified through a series 2 to a series 6, the main changes being increased weights and higher speeds. During its time with Fairey’s, G-AWFM’s logbook shows such destinations as Ajaccio, Tripoli and Jeddah, whilst its home base was White Waltham airfield near Maidenhead, Berkshire. The aircraft was bought by Fairflight Charters in June 1975, and ferried to Biggin Mill on 11 June. This was to be its last flight, having completed 9518 total airframe hours.
The availability of the aircraft came to notice at this time, and enquiries were made regarding possible purchase. The asking price of £3000 was clearly too high, and gradually the aircraft was stripped of usable parts. In January 1976 it was finally withdrawn from service, and parked in the open.
The aircraft was then offered to SA Airways, and it was acquired as mentioned earlier. Hawker Siddeley Aviation’s involvement stems from the fact that de Havilland Aircraft, the aircraft’s original manufacturer, became part of Hawker Siddeley during the 1960s.
Mention must be made of the unfailing efforts of Brig. S. van B. Theron and Mr. Allan Bell of Hawker Siddeley’s Johannesburg office, as well as Messrs. Pat Ryan of Goodyear and Harry Pilkington of Dunlop. Transportation to South Africa was the next hurdle to be overcome. Shipment by sea was the obvious solution, but preparation and crating charges proved prohibitive. Shipment by air was next looked at, but approaches to Tradewinds (CL-44 swing tail freighter) and Lufthansa (747F) were unfortunately unsuccessful. The only alternative was the dismantling of the Dove for it to be accommodated in “conventional” aircraft. Preparations were made, manuals consulted and every conceivable item of tooling that would be required, collected.
de Havilland DH.104 Dove ZS-BCC “Katberg” comes home (Part 2)
Reproduced from SAA Engineering Staff Aviation Technicians Bulletin SATech./SATeg No 15, April 1979.
At 02h00 on Monday, 16 October 1978, Johann Prozesky, Koos Coetzee, Roger Overton and Joe Schlebusch arrived at Heathrow after a not uneventful flight by British Airways. Upon arrival at Biggin Hill, it was found that G-AWFM had literally and figuratively been put to pasture, with deflated main wheel tyres and weighted low down with concrete blocks. To everybody’s surprise these tyres inflated easily after 30 months in the open, and the Dove was pulled onto hardstand. The aircraft had suffered considerable damage, apparently at the hands of youngsters attending the annual Biggin Hill Air Fair. As the nose wheel was missing, the aircraft would have to be towed tail first, and the rudder and horizontal stabilizer were removed. Fairflight’s Land-Rover was more accustomed to towing Doves with a tow bar attached to the nose wheel, but in the case of G-AWFM (or “Wanted for Murder” as it was known at Fairflight’s), it was shown that the job could be done the other way around as well!
The first objective was to separate the cockpit and fuselage at a production join forward of the main plane, and this was achieved by Tuesday lunchtime. Initially the recovery team was very conscious of the obvious amusement it was affording the Biggin locals, but as time went by and work progressed, this feeling changed to one of admiration. The occasional visitor also stopped by to enquire about the project. The tail section presented no real problem except for a sizeable rodent’s nest that had to be removed. The separation of the port main plane initially had everybody guessing, until it was realised that G-AWFM differed from the Manual, in that the wing bolt and washer were integral instead of separate. Thereafter progress was steady, and the remainder of Wednesday was spent in removing as many unwanted bits and pieces as possible (to reduce mass).
Two other Doves are lying derelict at Biggin Hill, and permission was obtained for the recovery of items required for “WFM”. On Thursday afternoon, a 40-foot container truck arrived, and within an hour, everything was on board. This had to be done manually, except for an empty 220 litre oil drum, but, as the saying goes, “’n Boer maak ’n plan”. Truck driver Tony Smith assisted of his own accord, and later took Joe Schlebusch (riding in the cab with him) on a Cook’s tour of London.
The initial storage place for G-AWFM was to be to the north of the city, which meant either a direct journey through the afternoon rush hour traffic, or a devious route around the city. Undaunted, Tony selected the shorter route and Roger Overton had a battle to keep up with him as he showed Joe the Oval, Vauxhall Bridge, the Houses of Parliament, Park lane, Lords and the RAF Museum at Hendon. After two hours, Salisbury Hall in Hertfordshire was reached. This stately house was used during the Second World War for the design and construction of the prototype Mosquito, there being concern that the nearby Hatfield would be more susceptible to enemy bombing raids than an outlying, mansion. A group of enthusiasts recently formed the “Mosquito Aircraft Museum”, and the prototype Mosquito, as well as other de Havilland aircraft, have been obtained, and are displayed together with many other historical items.
Salisbury Hall is off the A6 road between Barnet and London, Colney, and is well worth a visit during the summer months. Here the bits and pieces of G-AWFM were stored, whilst deliberations were underway to find the most convenient way of shipping it by air. SA Airways scheduled cargo service only goes as far as Paris and ground transportation would be costly. Luxavia were thinking of having maintenance work done on LX-LGT (ex ZS-SAF) in Johannesburg, but later changed their minds, and Lufthansa initially thought that they would have spare freight capacity on their new 747 SCDs over the Christmas period, but for various reasons, all-passenger aircraft were used, and that was that. S. A. Airways freight man in London, Barry Soper, had been convinced that he could move everything bit by bit on a space available basis, provided they were positioned closer to Heathrow.
On 9 February 1979 Dave Ackerman, Carel Gronum, John Ikking and Johann Prozesky arrived at Salisbury Hall to separate the outer wing sections from the inner, and to split the centre fuselage section into two. Working in the open under freezing and windy conditions was decidedly unpleasant, but being invited for tea in the 500 year old house (surrounded by a moat dating back to Norman times), proved to be ample compensation. Even now John Ikking finds it hard to believe that the ducks and the solitary swan managed to walk on the frozen over areas of the moat, “barefoot”!
The various bits and pieces were again manhandled into a truck, and G-AWFM then set off on its penultimate journey, to Heathrow by road. By 14h00 on Saturday 10 February 1979 it was stored at British Airways’ Heathrow Cargo Centre having been off-loaded in record time (with the help of two fork-lift units).
The redelivery flight was on ZS-SAM, with stops at Paris and Lisbon, and now G-AWFM is being re-assembled in the apprentice training hangar by a new generation of Airways personnel, the majority of whom were born after the aircraft had left South Africa on being sold by S. A. Airways. It is to be restored as ZS-BCC, and guidance, especially on interior detail, from those of you who worked on “Katberg” and “Naval Hill” at Rand and Palmietfontein, will be gratefully received. Any other interested persons are also welcome to visit the Training School.
A final word of thanks is extended to Messrs. Mick Stroud and Philip Birtles of British Aerospace for arranging the storage at Salisbury Hall; Mr. Lobjoit and his staff for clearing the various items through Customs; Dave Becker of the SAAF Museum for the loan of their Dove manual; and finally Slim Howett and Jack Huber who so patiently and efficiently attended to countless telephonic and telex queries and made all necessary arrangements.
The Museum’s Dove in a previous life as G-AWFM with Fairey Surveys. Photograph: Geoff Ball, Ringway Publications.
de Havilland Dove G-AWFM at Biggin Hill on 15th August 1977. Affectionately known as “Wanted For Murder”. Photograph: Chris England.
de Havilland Dove G-AWFM at Biggin Hill. Photograph: Johann Prozesky.
The dismantling team at Biggin Hill 1978. Roger Overton, Johann Prozesky, Koos Coetzee, Joe Schlebusch. Photograph: Johann Prozesky.
Johann Prozesky and G-AWFM ready to come home. Photograph: Johann Prozesky.
Inside a hangar at Biggin Hill, where temporary space had been provided to the team to do the dismantling due to the inclement weather outside. Joe Schlebusch is on the left, Roger Overton in the centre and Koos Coetzee on the right. Johann Prozesky took the picture. Photograph: Des Pinard collection.
At freight section at Heathrow Airport. The sections had been brought from Salisbury Hall in readiness to be flown to Johannesburg on a space available basis. In all probability Johann Prozesky was the photographer. Photograph: Des Pinard collection.
ZS-BCC post restoration. In the background is the Lockheed Lodestar ZS-ASN and the SAA 50th Anniversary Hot Air Balloon ZS-HPI. Photograph: SAA Museum archives.
de Havilland DH.104 Dove ZS-BCC dismantling at AFB Swartkop prior to relocating to Rand Airport
ZS-BCC left Heathrow at the start of her delivery flight to South Africa on 5 December 1947 and arrived at Rand Airport on 14 December 1947. She was back at Rand Airport some 57 years later arriving on Sunday 5 September 2004, albeit in kit form on the back of a low loader. She was on her wheels again in less than 24 hours! Hennie Delport, of Phoebus Apollo, provided the use of his hangar, equipment and personnel at his Rand Airport facility to the Museum Society crew working on the Lodestar and Dove.
The Dove, along with the Lodestar, was towed and parked next to the B747 “Lebombo” standing outside the Rand Airport terminal building on Wednesday 1 December 2004.
de Havilland DH.104 Dove ZS-BCC on loan to the adjacent restaurant, a disaster!
On the 14th of March 2014 an agreement was signed between the museum and the owners of Flyboys Restaurant which was adjacent to the museum complex. The concept of placing an aircraft in open view for patrons to see, along with the taxiways, runways and buildings of Rand Airport as a backdrop seemed like a great idea. The restaurant had an “aviation themed” interior and the placement of a historic aircraft in full view added to the themed atmosphere. We were optimistic that it would encourage restaurant goers to also visit the museum.
Heartbreakingly it was not long before trouble set in. What can only be described as vandals took it upon themselves to inflict damage to the vintage aircraft. Wing tip lights were smashed, stones thrown at the wings, fuselage and cockpit canopy to the point of breaking through the canopy. The cockpit windows were also smashed! Sadly too much damage had been inflicted upon the aircraft and measures to protect it were clearly insufficient. Placing the aircraft at the restaurant was a poor decision.
Sometimes visions and concepts that seem fabulous in theory turn out to be disastrous in practice. Some folk just do not appreciate preservation efforts! The decision was taken to cancel the loan agreement and recover the aircraft.
The Dove in what was, in theory, an idyllic Location. 23 March 2014. Photograph: Bruce Perkins.
The Dove was taken back to the museum on 17 September 2014. Photograph: Keith Lennard.
de Havilland DH.104 Dove ZS-BCC a new cockpit canopy and restoration
The unfortunate damage to the cockpit canopy and windows whilst the aircraft was located at the restaurant. Photograph: John Austin-Williams. 16 May 2015.
The fabrication of a replacement, non-see-through, cockpit canopy for the Dove was underway mid-2015.
On Saturday 13 June 2015 the canopy was removed.
The Dove is British made so basic tools were required; Imperial sockets, hammer, screwdriver, lubricant, hacksaw blade, Stanley knife, vice grips and elbow grease.
Included was frustration and Choice Queen’s English!
Thanks to Ray Hudson, Keith Lennard, James Engels, Barry Neuwerth and Ken Wadmore.
James Engels and Barry Neuwerth in the back with Keith Lennard and Ken Wadmore in the front. Driving the Dove “Convertible”. 13 June 2015.
Plenty of work lay ahead to smarten up the cockpit. 13 June 2015.
de Havilland DH.104 Dove ZS-BCC adopted by Pretoria Boys High School Aeronautical Society
In June 2015 the Pretoria Boys High School Aeronautical Society adopted the Dove. This was indeed excellent news and we welcomed them into the fold. They visit the Dove as often as possible to give her a clean and help with maintenance and the odd repair.
Pretoria Boys High School Crest.
de Havilland DH.104 Dove ZS-BCC restoration begins July 2015
“On Wednesday the 22nd of July 2015 Marthinus “Pottie” Potgieter sent over an instructor and seven apprentices from Intelek training & Consultation to attend to repairs on the Dove. They fixed the loose flap on the right hand side wing and made two other securing fixes. The team also fitted both wing fairings; this included the newly fabricated right hand side fairing, made by Ken Jones of Aviation Rebuilders. They also placed a patch on the trailing edge of the right hand side wing. They worked well as a team and did a great job. Regards, Keith.”
Keith Lennard was hard at work getting the Dove interior sorted. This involved the removal of seats for repair and reupholster and instrument panels for cleaning and repainting. Some before and after pictures follow.
Cockpit prior to clean up. 27 July 2015. Photographs: Keith Lennard.
A new cockpit canopy was fabricated for the Dove. The decision was taken to go with a non-transparent dome that was common to many Doves. The canopy arrived at the museum on Wednesday 23 September.
The damaged Dove cockpit canopy when it was removed on 13 June 2015.
Newly manufactured canopy; some minor trimming was required in order to obtain a snug fit. 29 September 2015. Photograph: John Austin-Williams.
Work on the Dove continued with the newly manufactured cockpit canopy, windows and surrounding trim being fitted.
Keith in the cockpit and Ken Wadmore fitting window surround. 10 October 2015.
Canopy installation complete. 24 October 2015. Photograph: John Austin-Williams.
Renovated instrument panels and re-upholstered cockpit seats were installed, the cockpit looking stunning! 24 October 2015. Photograph: John Austin-Williams.
The cabin received extensive renovation and it looked superb with newly upholstered seats. November 2015. Photographs: Keith Lennard.
A brand new plastic lens was fitted to the nose gear landing light fitting on 5 April 2016. The original had been smashed when the Dove was parked at the restaurant. Genuine original de Havilland part. NOS (new old stock). The part was donated, and shipped free of charge, by Classic Air Force, Coventry, who sadly closed their doors in 2016.
“Katberg” had been out in the sun since 1999 and was in dire need of some exterior titivating; her skin dull, paintwork peeling and titles faded.
Some panel beating was required as too was some body filler.
Mike Paterson, then our “new kid on the block”, carried out the panel beating to the air intakes and used some 4CR 2350 Multi Soft Putty filler.
CMC Autobody suggested this material as it’s formulated for use on aluminium.
de Havilland Gipsy Queen 70 Mk II engine cowlings; repair work in progress. 23 April 2016.
Due to the nature of the body filler paint had to be applied as soon as the filler had dried. 23 April 2016.
Engine cowling painted. 30 April 2016. Photograph John Austin Williams.
Right side registration letters repainted. 7 May 2016. Photograph John Austin Williams.
Mike Paterson fabricated a baggage compartment handle. 7 May 2016. Photograph John Austin Williams.
As mentioned earlier the Pretoria Boys High School Aeronautical Society “adopted the Dove” in June 2015. The above “Adopted Aircraft” sign stands alongside the Dove’s main information board in front of the aircraft.
In May 2016 Keith Lennard tested what was required to get some “shine” into the Dove’s dull aluminium.
Using NEVR-DULL Magic Wadding Polish Keith found that with some effort a difference could be made! 21 May 2016.
The Dove’s nose gear tyre was rotten and collapsing. It was filled with rubber in October 2005. We had no luck in sourcing a replacement tyre - Dunlop 7.25-6 TC. So, the rim was removed and sent to Corrie de Villiers at Tyfil for him to cast a solid rubber tyre, at no cost to the museum!
Newly cast solid rubber tyre. Instructions that came with it were “rotate regularly!” 28 May 2016.
An e-mail to John Illsley at Pretoria Boys High resulted in him and two lads commencing polishing the Dove. Saturday 28 May 2016.
Application of polish is effortless. It’s the rubbing off that requires effort as John and the boys found out.
The result of the “effort” was remarkable! John returned a few months later with a few more lads to continue polishing. Thanks John and PBHSAS.
Barry “sign writer” Neuwerth has been applying his magic touch. The result is impressive.
Applying finishing touches to the left side. 3 September 2016. Photograph: John Austin-Williams.
Starting on the right hand side, stencil in place. Fortunately Barry had the necessary computer software and equipment to enable him to design and print out stencils. The process is somewhat time consuming!
The right hand side titles completed. 10 September 2016. Photograph: John Austin-Williams.
Next was the upper wing registration lettering. 10 September 2016. Photograph: John Austin-Williams.
The Pretoria Boys High School Aeronautical Society were back polishing the Dove on 24 September 2016.
24 September 2016. Photograph: John Illsley.
24 September 2016. Photograph: John Illsley.
Barry Neuwerth continued with the labour intensive task of painting. 1 October 2016.
The Pretoria Boys High School Aeronautical Society continued to polish the Dove on 29 October 2016.
Photograph: John Austin-Williams. 29 October 2016.
Keith Lennard and his many helpers worked magic with the Dove, inside and out. Just proves what dedication and downright sheer determination, coupled with passion, can achieve! 29 October 2016. Photograph: John Austin-Williams.
The Dove was moved into the museum’s newly erected hangar on 25 May 2017.
Douglas DC-3 ZS-BXF "Klapperkop" c/n 12107
Complementing the two Skymasters is another member of the Douglas Aircraft family; a DC-3 named "Klapperkop".
On 17 December 1903, at Kitty Hawk, North Carolina, the 1903 Wright Flyer became the first powered, heavier-than-air machine to achieve controlled, sustained flight with a pilot aboard. With Orville Wright at the controls, the aeroplane took off from a launching rail and flew for 12 seconds and a distance of 37 meters (120 feet).
Thirty-two years later, to the day, on 17 December 1935, at Santa Monica, California, an aircraft, designed by Arthur Raymond, took to the skies. That aircraft was model number three of the Douglas Commercial Transports.
The venerable DC-3 has enjoyed an illustrious career with numerous South African operators. The South African Air Force was one of the World's largest operators of the DC-3 with over 80 examples. The first delivery to the SAAF having taken place in June 1943. The SAAF "Gooney Birds" took part in the Second World War ferrying troops and supplies and much later did duty in the Angolan war and the Namibian border campaign.
The Douglas DC-3 was one of the first aeroplanes to be put into service with most of the major airlines after World War Two, including South African Airways. After the end of hostilities in the Far East a number of SAAF C-47 "Dakota" aircraft were transferred to SAA to augment the Lockheed Lodestars with which SAA had started post-war services. The Dakotas were soundproofed and fitted out with 21 seats for airline service.
The Dakota served with SAA for nearly a quarter of a century, providing reliable service on all the internal and regional sectors. When retired from SAA service the "Daks" were sold to the SAAF.
After her second spell with the South African Air Force ZS-BXF was again purchased by South African Airways and added to the Historic Flight fleet. She was restored to pristine condition and her fist post-restoration public outing was to the Vereeniging air show in October 1993.
Klapperkop as she is named, is painted to represent the DC-3s that began service with South African Airways during the 1940s.
Her main task nowadays is a leisurely one, taking passengers on low-level nostalgia trips. Specifically safaris throughout Southern Africa to exotic places like the Victoria Falls. Her Sunday flips are extremely popular giving passengers a low-level view of Johannesburg and its environs.
Klapperkop was ferried from O.R. Tambo International Airport to Rand Airport on Friday 10 November 2006. She had been at O.R. Tambo for repairs to damage sustained during a forced landing in a grass field shortly after take-off from Lanseria Airport on 21 November 2003.
As a very warm and comfortable aeroplane, the DC-3 has always been at the forefront in the area of passenger comfort and this is evident when one steps on board “Klapperkop”. Durable, reliable, responsive, dependable. These are the traits that make the DC-3 one of the most respected and loved aircraft the world has ever known.
Douglas DC-3 ZS-BXF interesting and technical details for Douglas C-47/DC-3 Dakota
Engine specifications
Weights
Fuel (AVGAS)
Propellers
Limitations
ZS-BXF arrives back at her home base Rand Airport on Friday 24 August 2007 after another successful ten-day charter to Southern Africa’s exotic tourist destinations. Photograph: Bruce Perkins
A very attractive, plastic snap-fit, desktop model of Douglas DC-3 ZS-BXF Available in the SAA Museum Society Gift Shop. Product code: DC-00300C-002
Douglas DC-3 ZS-BXF “Klapperkop” take-off run. Rand Airport, 6 June 2007. Photograph: Athol Franz.
Douglas DC-3 ZS-BXF 65th Birthday 29 November 2008
Douglas DC-3 ZS-BXF celebrated her 65th Birthday on 29 November 2008. Just when she thought it would be nice to park off in front of the Texan Room at the Harvard Cafe and relax for the day her operator had better ideas, in the form of a 30-minute Corporate Sunset Flight for Skynet Worldwide Express. The photographs below depict the aircraft kitted out with the corporate branding of Skynet in the form of decals to the exterior and branded headrest covers on the seats.
The passengers boarded from a gate that leads from Harvard Cafe onto the airport apron.
Photos: John Austin-Williams
Douglas DC-3 ZS-BXF 70th Birthday 29 November 2013
Douglas DC-3 ZS-BXF celebrated her 70th Birthday on 29 November 2013 with a small function being held AT Dakota Lodge adjacent to hangar 5 at Rand. Again she was called upon to perform duty in the form of a c couple of late afternoon scenic flights, complete with a 70th anniversary decal affixed next to the passenger door. Thereafter she was towed back to her parking bay where a small group consisting of her crew, museum members and enthusiasts enjoyed some refreshment and her chief mechanic obliged by smashing the obligatory champagne bottle on one of her props.
Pax about to board for a “round the houses” scenic flight.
ZS-BXF is fitted with disc brakes.
The birthday gathering.
A bottle of Pierre Jourdan Brut.
Pierre Jourdan Brut.
Hannelie Rix, Captain Dean Smith, Ursula Crafford and Captain Bill Good.
Douglas C-54D-15-DC ZS-PAJ “Helios” c/n 22192 L/N 644
Douglas C-54D-15-DC started her career as 43-17242 with the USAAF on 21 September 1945.
She moved to Europe, to join the Royal Danish Air Force as N-242 with 721 Squadron on 12 October 1959.
She was released from the military and returned to the USA as N4988V for STS Enterprises Inc, being bought in July 1978.
On 20 December 1978, the aircraft was bought by Canadian Millardair and was registered as C-GRYY.
The aircraft was stored at Davis Monthan Air Force Base in December 1978.
During March 1991 she flew the long stretch over the North Atlantic to begin a new career in Africa.
The registration was changed to C9-ATS for Interocean Airways.
She was later registered EL-AWX for Interocean Airways during June 1997, but ended up being stored.
Phoebus Apollo Aviation bought her in January 2000 and she was registered ZS-PAJ and joined the other Phoebus Apollo aircraft.
On 12 January 2006 Hennie Delport, one of the owners of Rand Airport, agreed, to donate ZS-PAJ to the South African Airways Museum Society. One of the stipulated conditions was that the aircraft remained in Phoebus Apollo livery in perpetuity.
ZS-PAJ Helios at the SAA Museum Society Aircraft Park 14 September 2006. Photograph: Sandra Austin.
ZS-PAJ’s cockpit when she aircraft arrived at the Museum. 14 September 2006. Photograph: Sandra Austin.
ZS-PAJ Helios at the SAA Museum Society Aircraft Park. 11 April 2009. Photograph: Bruce Perkins.
ZS-PAJ cockpit 16 May 2015. Photograph: John Austin-Williams.
The rudder of the C-54 was damaged during storms in late 2015 and early 2016.
The sorry state of C-54D, ZS-PAJ’s, rudder.
The rudder was removed over a period of two separate days; lower half 28th May and upper half 9th June 2016.
Call in the rudder removal “A-Team”, Saturday 28 May 2016.
Crowbar substitutes; Digby has leverage!
Matt Harvey removing lower rudder securing bolts. Note the museum now owns two sets of scaffolding.
Undoing the bolts was unnecessary as the entire lower hinge/swivel mechanism was loose. Attaching a sling to the lower rudder.
Hoisting away.
And out comes the lower rudder section; it was immediately apparent why “all was wobbly” – a broken shaft!
A substantial amount of repair work is required; some tin bashing and fabric covering.
Matt recons he can weld the shaft. The other piece will need retrieving from the depths of the aircraft rear.
The top half was removed on 9 June 2016. Thanks to Francois van den Berg from Skyclass Aviation who undertook the task. Photographs: Digby Sherwood.
As of June 2020 the rudder was still “under repair.”
Douglas C-54D-15-DC ZS-PAJ “Helios” Phoebus Apollo artwork
Some of the artwork for the livery was completely redrawn and is safely in electronic format.
Douglas DC-4 1009 ZS-AUB “Outeniqua” c/n 42984
The DC-4 1009 was produced at the Douglas Aircraft Company plant at Santa Monica, California.
The aircraft was delivered to South African Airways on the 10th of May 1946 and registered ZS-AUB and named “Outeniqua”.
An American crew delivered the aircraft and arrived at Palmietfontein Airport on the 16th of May 1946. Some sections of the runways at Palmietfontein still exist. GPS: 26°20'01.3"S 28°08'43.1"E (-26.333680, 28.145309).
Outeniqua has eight fuel tanks and was often used to ferry engines and engine change crews to SAA aircraft that had suffered engine failures.
This aircraft was the last SAA DC-4 to be sold going to the SAAF on the 29th of September 1967 and allocated the tail number 6905 and operated by 44 Squadron.
South African Airways bought the aircraft in December 1995 to operate with the Historic Flight and registered it ZS-AUB.
The DC-4 was wet-leased to Swissair and briefly registered HB-ILI and later ZU-ILI and was used to celebrate Swissair’s 50th Anniversary of the crossing the Atlantic.
The Historic Flight was transferred to Swartkop Air Force base on request from SAA chief Coleman Andrews, and the aircraft were operated there until end of 2005.
Ownership of the aircraft was transferred to the Transnet Heritage Foundation on the 25th of January 2001.
On the 18th of September 2006 the airliner transferred to Rand Airport with the Transnet Heritage Foundation.
The aircraft was subsequently donated to the SAA Museum Society at the end of 2007.
The aircraft could carry up to 50 passengers in Business Class configuration. The DC-4's range of over 3000 km put it in easy reach of exotic destinations such as Central and East Africa. ZS-AUB is painted in the 1960’s "Orange Tail” livery. Her last flight was 26th February 2017 from Port Alfred to Rand. She was officially retired from service in 2018 and arrived in the aircraft park on Wednesday 5th August 2020.
The above photograph shows her taking off from Wingfield Airport in Cape Town circa 1946.
SAAF 6905, 44 Squadron, at Waterkloof Air Force Base, August 1995. Photograph: Kjell Oskar Granlund.
SAAF 6905 South African Air Force. Rand Airport, 15 September 1974. Photograph: Omer Mees.
For a short period ZS-AUB wore the “Blue and Silver Fleet” livery. Photograph: Kjell Oskar Granlund.
For a short period ZS-AUB wore the “Blue and Silver Fleet” livery. Photograph: Sonja Grünbauer.
ZS-AUB in Swiss Air Lines livery, with registration ZU-ILI, Celebrating the 50th anniversary of Trans-Atlantic services by Swiss Air Lines at Shannon in Ireland on 14 July 1997. Photograph: Fergal Goodman.
ZS-AUB in Swiss Air Lines livery with registration ZU-ILI at Shannon in Ireland on 14 July 1997. Photograph: Fergal Goodman.
ZS-AUB in Swiss Air Lines livery with registration ZU-ILI and named "Basel". Leased from Historic Flight. At Basel June 1997. Photograph: Kjell Oskar Granlund.
The aircraft returned to the Historic Flight and was registered ZS-AUB.
In July 2000 the aircraft attended the Royal International Air Tattoo at RAF Fairford.
DC-4 ZS-AUB at Gdansk Airport in Poland, 8 September 2000. Photograph: Michal Petrykowski.
ZS-AUB cockpit. 11 March 2007. Photograph: Athol Franz.
Early morning at Rand Airport. 11 May 2007. Photograph:
John Austin-Williams.
ZS-AUB engine start. 11 May 2007. Photograph: John Austin-Williams.
ZS-AUB Taxiing out. 11 May 2007. Photograph: John Austin-Williams.
ZS-AUB Snow at Rand Airport. 27 June 2007. Photograph: John Austin-Williams.
ZS-AUB. Snow at Rand Airport. 27 June 2007. Photograph: John Austin-Williams.
ZS-AUB. Cape Agulhas whale spotting. Photograph: Steve Bohill-Smith.
Landing at Rand Airport. 2 September 2007. Photograph: Bruce Perkins.
ZS-AUB in period BOAC livery as G-ALDP for the Netflix Series "The Crown". The name should be Atalanta. G-ALDP was a Hermes IV. The correct registration for Atalanta was G-ALHK. 2 October 2015.
Coming in to Mkuze. 3 October 2015. Photograph: Captain Bill Good.
Poster advertising a scenic flight on ZS-AUB to celebrate her 70th birthday. The aircraft depicted in the top of the poster is actually ZS-BMH.
ZS-AUB at AAD, Waterkloof, 17 September 2016. Photograph: John Austin-Williams.
ZS-AUB flying alongside the Outeniqua Tjoe-choo. Sonja Grünbauer’s photograph featured in the South African Historic Flight postcard calendar of 2000.
Available in the Museum Gift Shop.
Mug. Douglas DC-4 Skymaster ZS-AUB “Outeniqua”. Product code: MUG83. Available in the Museum Gift Shop.
A beautiful, plastic snap-fit, desktop model of Douglas DC-4 ZS-AUB. Available in the Museum Gift Shop. Product code: DC-00400J-003
Pratt & Whitney R-2000-4 Twin Wasp 14-cylinder, two-row Radial Engine s/n B.P. 701634
The R-2000 Twin Wasp, designed specifically for the Douglas DC-4 commercial airliner, was an advanced and more powerful version of the renowned Pratt & Whitney R-1830 Twin Wasp. The bore was increased to 5.75 inches, (146 mm) whilst retaining the 5.5 inch (140 mm) stroke. This brought displacement up to 2,000 cubic inches (32.8 litres). There were several detail changes from the R-1830, notably front, rather than rear, mounted magnetos, and plain bearings for the crankshaft rather than roller bearings.
Due to concerns about the availability of 100 octane fuel during the Second World War the engine was designed to run on 87 octane fuel. The R-2000 produced 1,300 hp at 2,700 rpm with 87 octane, 1,350 hp with 100 octane and 1,450 hp at 2,700 rpm with 100/130 grade fuel.
The R-2000 was also used on the C-54 Skymaster, the US Air Force version of the DC-4, and the R5D, the US Navy's version of the C-54. The engine also saw service with the Douglas Super DC-3, the de Havilland Canada DHC-4 Caribou (US Air Force designation C-7) and the DC-4 derived Aviation Traders ATL-98 Carvair. It saw limited use in aircraft like the Chase YC-122, the experimental Vought XF5U-1, the Canadian Car & Foundry-Burnelli / Cancargo CBY-3 Loadmaster (Flying Pancake) and the prototype Svenska Aeroplan Aktiebolaget, (SAAB) 90 Scandia. Douglas DC-4 and C-54 aircraft were used extensively during the Berlin Airlift of 1948-1949 in response to the Soviet blockade of land routes into West Berlin. The cutaway in the museum’s hangar, a Buick-built example, was assembled and donated in February 2018 by mechanic Ronnie Butcher who worked on the DC-4s of SAA Historic Flight, ZS-AUB and ZS-BMH.
Sources: The Engines of Pratt & Whitney: A Technical History by Jack Connors. Published by AIAA (American Institute of Aeronautics and Astronautics) 2010. ISBN: 978-1-60086-711-8.
Typical R-2000 engine start, plenty of smoke! ZS-BMH 23 May 2007. Photograph: John Austin-Williams.
The propellers of the Museum’s Douglas DC-4, ZS-AUB “Outeniqua”, caught in the late afternoon sun. Port Alfred, 24th February 2017. Photograph: Duane Mouton.
Douglas DC-4 1009 ZS-BMH “Lebombo” c/n 43157
Douglas DC-4 ZS-BMH. Photograph: Sonja Grünbauer.
The DC-4 1009 was produced at the Douglas Aircraft Company plant at Santa Monica, California. The aircraft did two test flights on 7 and 8 August 1947 with Captain G.D.B. Williams. The aircraft was delivered to SAA on the 9th of August 1947, registered ZS-BMH and was named “Lebombo” this was the last DC-4/Skymaster off the Douglas factory production line The aircraft was delivered by SAA Captains G.D.B. Williams, Captain G.W. Williams and Captain William J. Morrisey, assistant chief pilot of Douglas Aircraft Company.
On 30 June 1962 ZS-BMH was involved in a collision with SAAF Harvard 7464 during approach into Durban Airport. The rudder and elevators were damaged but she landed safely, the Harvard crashed near a bowling club on the Bluff, both pilots parachuted landing without injuries. The Skymaster Captain was “Archie” Nasmith.
Newspaper clipping: Brendan Odell collection.
ZS-BMH was sold to the SAAF on the 21st of January 1966, allocated the tail number 6904 and was operated by 44 Squadron. She was leased to Safair in February 1977 using the registration ZS-BMH and was used for carrying mineworkers from neighbouring states to South Africa, returning to the SAAF three months later.
SAAF 6904 display at a Rand Airport Air Show. Photograph: Costa Economides.
SAAF 6904 display at a Rand Airport Air Show. Photograph: Costa Economides.
SAAF 6904 Suid Afrikaanse Lugmag. Photograph: South African Air Force Museum, Swartkop Archives.
c/n 43157, SAAF 6904, 44 Squadron, Durban 1 June 1981. Photograph: Kjell O. Granlund Collection.
During 1991 the SAAF began phasing out the DC-4 and in 1992 SAA bought the most noteworthy of the DC-4's back from the Air Force. It was ZS-BMH, "Lebombo".
After an extensive rebuild she re-entered service with the SAA Historic Flight on 8 April 1993, exactly 46 years after she rolled off the Douglas assembly line in 1947.
ZS-BMH was the last DC-4 ever built.
Douglas DC-4 ZS-BMH. Photograph: Sonja Grünbauer.
All four together. DC-4 ZS-BMH, Junkers Ju 52/3m ZS-AFA, DC-3 ZS-BXF and Harvard ZS-WLP. Photograph: SAA Museum archives.
Flypast for the cameras. Mokuti Lodge airfield. (Near Fort Namutoni). Photograph: Herman Potgieter.
In July 1994 Lebombo flew to the Experimental Aircraft Association (EAA) Fly-in at Oshkosh, Wisconsin, in the USA. The journey to Oshkosh was over 15 000 kilometres and she set a new world record for the longest, time and distance, propliner flight in one direction, with an unchanged passenger group. Lebombo did SAA proud by winning the award for best transport aircraft, in the classic category, at the show.
The ownership of the aircraft was transferred to the Transnet Heritage Foundation on the 25th of January 2001.
On the 18th of September 2006 the airliner transferred to Rand Airport with the Transnet Heritage Foundation.
Powered by four Pratt & Whitney R2000 radial piston engines, ZS-BMH and her sister ship ZS-AUB were two of the very few passenger-licensed Douglas DC-4 Skymasters operating in the world and were great favourites in the tourism industry, venturing as far as North America and Europe. The aircraft seat 50 passengers each, in a Business Class configuration. The DC-4's range of over 3000 km puts it in easy reach of exotic destinations such as Central and East Africa as well as many of the spectacular tropical islands in the Indian Ocean.
ZS-BMH at Oshkosh, 28th July 1994. Photograph: Dave Mangham.
ZS-BMH, South African Airways Historic Flight “Lebombo”, at RAF Fairford, July 1998. Photograph: Kjell O. Granlund Collection
ZS-BMH, Zurich 23rd August 1998. Photograph: Rainer Spoddig.
ZS-BMH and sistership ZS-AUB.
DC-4 ZS-BMH wears the Skycoach Emblem, affectionately known as the “Nanny Goat and Venter Trailer”.
ZS-BMH taxiing out at Rand Airport. 2 December 2006. Photograph: Marilyn André.
ZS-BMH starts her take-off run. 2 December 2006. Photograph: Marilyn André.
ZS-BMH leaving AAD, Waterkloof, 22 September 2018. Photograph: Kyle Baytopp.
The two “Lebombos" ZS-BMH and big brother ZS-SAN. Photograph: Sonja Grünbauer.
The two “Lebombos" ZS-BMH and big brother ZS-SAN. 3 February 2004. Photograph Athol Franz.
ZS-BMH exhaust flame during arrival at Rand Airport 23 August 2015. Photograph: Greg Baytopp.
ZS-BMH, Rand Airport, prior to departure for AAD 2016 at Waterkloof. 17 September 2016. Photograph: John Austin-Williams.
ZS-BMH, after her solo display at AAD 2016 at Waterkloof. 17 September 2016. Photograph: John Austin-Williams.
ZS-BMH with Table Mountain as a backdrop. Sonja Grünbauer’s photograph featured in the South African Historic Flight postcard calendar of 2000.
Mug. Douglas DC-4 Skymaster ZS-BMH “Lebombo”. Product code: MUG86.
Product code: DC-00400J-002
In 1994 a superb video documentary was produced covering the trip Douglas DC-4 ZS-BMH “Lebombo” made to the USA. It is available in DVD format in the SAA Museum Gift Shop.
Douglas DC-4 1009 Skymaster Technical details
Weights
Fuel (AVGAS)
Operating Speeds
Main gear: Two retractable single shock strut dual wheel units Brakes: Hydraulic disc type two units per wheel Nose gear: Steerable, hydraulically retractable single shock strut Tail skid: Single hinge shock strut with telescopic fairing filled with Hydraulic fluid & 800psi air pressure.
Fuel system
Fuel tank capacities
Fuel consumption
Engines
Electrical
Lockheed L1649A Starliner ZS-DVJ c/n 1042
Lockheed L1649A Starliner ZS DVJ Haneda Airport Japan 15 March 1967. Photograph: Shinji Yoshida GETA-O.
The Lockheed L1649A Starliner was the final development of the basic Constellation design and first flew on October 11, 1956. Only 44 Starliners were built, the L1649A being the last of the Lockheed piston-engined airliners. Lufthansa originally purchased this Starliner and it was delivered to the airline on 17 January 1958 and allocated the registration D-ALOL and was used for Trans-Atlantic flights. It was leased to World Airways from 5 October 1962 to February 1964 and registered N45520. It was sold to Trek Airways and registered ZS-DVJ on 24 April 1964.
Prior to Trek obtaining their Starliners they leased two South African Airways Lockheed L749A Constellations. They were painted in Trek Airways livery and retained the SAA registrations, ZS-DBS and ZS-DBU. From 7 May to September 1965, ZS-DVJ was leased by South African Airways to operate regular services between Johannesburg and Perth. It was also chartered to operate services between Johannesburg and Cape Town during the peak season of 1967–1968. In basic Trek colours, it wore “S.A. Airways” and “S.A. Lugdiens” titles on the fuselage.
In 1966, ZS-DVJ scored two “firsts” in South African aviation history. Flying the first non-stop commercial crossing of the Atlantic by a South African operator, ZS-DVJ touched down at Rio de Janeiro shortly after midday on 15 February 1966, having left Luanda at 22:30 the previous night. July 5, 1966 saw ZS-DVJ landing at Tokyo on the first Far-East flight by a South African airliner. She went to Safari Travel Ltd and was leased to Luxair on 18 May 1967 and was registered LX-LGX. She returned to Trek Airways in June 1968 as ZS-DVJ.
Only a few ‘Connies’ remain in airworthy condition. Many were sold to smaller airlines and with the arrival of more modern equipment, these grand old ladies of the skies were either demolished under the breakers hammer or allowed to die a slow death parked out of sight on some airfield.
When Trek Airways moved into the jet age they no longer required the services of the Starliners and they were sold. ZS-DVJ was retired by Trek Airways in April 1969 and stored at Johannesburg. ZS-DVJ’s sister ship ZS-FAB was sold to a Germiston scrap metal dealer for R5 000. When he realised he could not sell her for a profit ZS-FAB was broken up at the then Jan Smuts Airport. Starliner ZS-DVJ was the lucky one. On 27 July 1971 she was purchased, for R2000 by Mr. W.J. Pelser, owner of “Klein Kariba” pleasure resort just outside Warmbaths, now Bela-Bela.
On 9 October 1971 she undertook her last flight. Former Trek Airways pilots, Laurie Giani and Piet Retief put her down on the specially prepared strip next to the “Klein Kariba” pleasure resort in the Waterberg Mountains. Happily this Starliner was not destined to end her days at a pleasure resort where she was robbed of various bits and pieces.
In May 1979 ZS-DVJ was donated to SAA. She was dismantled by SAA engineers, and taken by road to the then Jan Smuts Airport, arriving on 23 May, and painstakingly re-assembled. Restoration began in February 1984 and was completed in time for SAA’s Open Day on April 30, 1988. She was restored to her former elegant appearance in Trek Airways livery.
ZS-DVJ is a stunning example of what a dedicated group of aviation enthusiasts, all members of the South African Airways Museum Society, can do in the way of restoring a dilapidated old aircraft into something quite beautiful. During February of 2004 she was given a new coat of paint, again Trek Airways livery, which was generously donated by SAA Technical. She is one of four that survive in the world and must rank as the World’s finest L1649A in passenger configuration, restored to static display. In 2011 plans were underway to move the aircraft, by road, to Rand Airport in Germiston, to join their existing fleet of aircraft on static display.
Lockheed L1649A Starliner ZS-DVJ landing at Warmbaths on the 9th of October 1971
Photographs: SAA Museum Society archives.
ZS-DVJ at Klein Kariba pleasure resort, Warmbaths, 1974. Photograph: Daan Conradie.
ZS-DVJ at Klein Kariba pleasure resort, Warmbaths, April 1976. Photograph: John Parker.
ZS-DVJ at Klein Kariba pleasure resort, Warmbaths. Photograph: Karel Zaayman.
Lockheed L1649A Starliner ZS-DVJ dismantling at Klein Kariba
Dismantling at Klein Kariba, Warmbaths (now Bela-Bela) began on 1 May 1979.
Lockheed L1649A Starliner ZS-DVJ offloading at SAA Technical 23 May 1979
ZS-DVJ arrived at the then Jan Smuts Airport on 23 May 1979.
ZS-DVJ waiting to be reassembled. Traces of Luxair blue cheatlines clearly visible. Note the Lockheed Ventura. 2 January 1980. Photograph: Mark Sluiters.
ZS-DVJ reassembly under way, sometime during 1985 according to the writing on the slide frame. Photograph: Karel Zaayman.
On Saturday the 30th of April 1988 the Museum Society, in conjunction with SAA and SAA Technical held the first Wings and Wheels Day at SAA Technical.
Wings and Wheels Day 30 April 1988 program cover.
ZS-DVJ at the SAA Museum Wings and Wheels Day on 30 April 1988. Note, no titles. Photograph: Andy Heape via Karel Zaayman collection.
On Saturday the 27th of April 1991 the Museum Society, in conjunction with SAA and SAA Technical held the second Wings and Wheels Day at SAA Technical. Program: SAA Museum Archive.
Wings and Wheels Day 27 April 1991 program cover.
ZS-DVJ at the SAA Museum Wings and Wheels Day on 27 April 1991. Note, still no titles. Photograph: Richard Gillatt.
Lockheed L1649A Starliner ZS-DVJ moved to new home, 6 September 1996
During her “time” on SAA Technical property the Starliner had many homes, from the comfort of inside hangar 6, with other “old timers”, to “out in the cold” in various locations of SAAT, from hardstand to a patch of grass.
DC-4s ZS-AUA 6901, ZS-AUB 6905 and ZS-BMH, DC-3 ZS-BXF, L1649A ZS-DVJ and VC.1A ZS-DKH. All in the comfort of hangar 6 at SAA Technical. 5 January 1996. Photograph: Omer Mees.
Benoni Sand Works kindly used one of their Komatsu PC400 Avance crawler excavators to tow ZS-DVJ to her “new home”, a spot of grass not far from an old Railway Coach used as a pub. Behind and to the right are the walls of the engine run-up bay at SAA Technical. 6 September 1997. Photograph: SAA Museum Archives.
Article published in the Kempton Express, 18 September, 1997.
For the record the Viking, ZS-DKH, was moved on the same day, however an SAA forklift was used.
Cockpit before restoration, as it was when the aircraft arrived at SAA Technical from Warmbaths. 12 August 1989. Photograph: Omer Mees.
Cockpit after restoration. 3 June 2003. Spares were obtained from several overseas sources. Photograph: Julian Whitelaw.
Flight Engineers panel after restoration. 3 June 2003. Photograph: Julian Whitelaw.
After years of hard work the interior was finished. 3 June 2003. Photograph: Julian Whitelaw.
ZS-DVJ received a new coat of paint during February 2004, courtesy of SAA Technical. She was towed from her “grassy patch” location to the engine run-up bay on 30 November 2003 where preparations were made for painting. The “tug” was a Saurer M8, 8-wheel Swiss army vehicle owned by museum member Peter Baumann.
Arriving in the SAA Technical (SAAT) Engine Run-Up bay. 30 November 2003. Photograph: Marco Mare.
In an SAAT hangar for repaint. 12 January 2004. Photograph: Marco Mare.
We had our very own portable workshop! 12 February 2004. Photograph: Michael Prophet.
Fresh out of the paint shop. The Viking can be seen behind the centre fin. Caesars Gauteng, more popularly "Caesars Palace," became Emperors Palace in May 2005. 12 February 2004. Photograph: Michael Prophet.
12 February 2004. Photograph: Michael Prophet.
12 February 2004. Photograph: Michael Prophet.
12 February 2004. Photograph: Michael Prophet.
12 February 2004. Photograph: Michael Prophet.
Taken from the from the roof of Emperors Palace, formerly Caesars Gauteng. 1st of January 2005. Photograph: Richard Gillatt The Connie on the hard stand and the Viking on the grass are clearly visible. Also visible is B747, ZS-SAJ, “Ndizani” (Smartie Box), which was scrapped and cut up in November 2009.
The GPS co-ordinates for where the Connie and Viking once stood on the grassy area are:
26°08'40.7"S 28°13'30.6"E (-26.144626, 28.225165)
Look for the Yellow Pin in the centre of the above Google Earth satellite image of 16 May 2002.
Julian Whitelaw took the below photographs on 21 July 2005.
Lockheed L1649A Starliner ZS-DVJ Technical data
Lockheed L1649A Starliner ZS-DVJ dismantling and relocation to Rand Airport, a long drawn-out affair
In early 2008 an e-mail was sent by SAA Technical to Richard Hunt, our restoration manager, advising the Connie must be removed by 30th April 2008. To cut a long story short we managed to procrastinate and were lucky to find a few sympathetic ears at SAA Technical. The Connie was shuffled around SAAT property on a number of occasions and here and there, on the run we made small preparations for the inevitable.
We knew full well that another stern official “final written notice” would arrive, we were just trying to keep under the radar, we had neither the money nor the manpower to dismantle her and relocate to Rand Airport. We had begun “buying time”. The order to relocate our beloved Starliner finally came in the first week of 2011, “The Connie must go!” Since then numerous meetings took place as to who, what, where, when et cetera.
Our friends at Deutsche Lufthansa Berlin-Stiftung (DLBS) in Germany had given us plenty of information to work with. They had had a couple of years involvement with their own three Starliners and were able to offer the SAAMS advice as well as access to much needed technical information, manuals and special tools required for dismantling ZS-DVJ. SAA Technical and the SAA Apprentice School were also been of immense help and were there to guide the museum through what is undoubtedly a daunting task. “It's actually quite simple really, undo the aircraft, move the bits and put it all together again.” Said Jaws. When we're done we'll look back and say "piece of cake", but for now our problems had just begun. A working committee was in place by June 2011 and a document (Moving D-ALAN) had been drafted that would serve to guide us through the initial phase. The document was compiled by Johannes Wiesner, Technical Manager BizJet Auburn - The Lockheed Super Star Project. Dismantling in earnest began mid-2011 at SAA Technical.
Under tug-power ZS-DVJ crossed the two main runways at OR Tambo International Airport and headed for Denel Aviation on 12 May 2012. It was nearly 41 years since she had last trundled around the airport, known then as Jan Smuts, on 9 October 1971. Once at Denel further work continued in the form of removing belly skin in order to gain access to the wing bolts. Floorboards also needed lifting, necessitating the removal of a large section of the bench seats that had been installed many years ago.
Engines being removed, 14 August 2013. Photograph: Barry Neuwerth.
On 13 August 2013 work began on the removal of the Starliner engines. The four engines were sent to Anderson Aeromotive based in Grangeville, Idaho, USA, for potential overhaul and/or the recovery of components suitable for overhaul for the Deutsche Lufthansa Berlin-Stiftung (DLBS) Starliner N7316C which was being restored to flying condition in Maine USA. The SAA Museum society received dummy engines in return to install on ZS-DVJ once she was at Rand Airport.
On 18 February 2014 the go-ahead was given by the Museum for Airside Enterprises (Pty) Ltd to manufacture fuselage shoring, consisting of rigging equipment, wing cradles and belly cradle. The items were duly manufactured in 2014 and stored.
No further progress was made with the Starliner during the rest of 2014 as well as 2015 and 2016 as it was decided to work on relocating the museum's Vickers Viking, ZS-DKH, from OR Tambo to Rand Airport.
The Viking was relocated on 22 January 2017.
The four dummy engines sat outside for several years. 1 August 2015. Photograph: John Austin-Williams.
And so it was that on 17 February 2017, the man who had successfully headed up the Viking relocation, Matt Harvey, found himself at Denel Aviation listening to Richard Hunt explaining how to "take the Connie apart" and move it to Rand Airport. The task ahead was major; the Viking move had acted as a rehearsal and Matt and his team had some insight as to what lay ahead - albeit on a much larger scale.
The story of the relocation of our beloved Starliner unfolds below.
The "Connie Restoration Team" paid the old girl a visit on Friday 17 February 2017, a rather gloomy day as a result of tropical storm Dineo.
Richard Hunt explaining some of the finer points of separating wings from fuselage. The relocation project was due to commence; the goal to have her at the museum before winter.
The team that visited on 17 February 2017. Ray Hudson, Ken Wadmore, James Engels, Kyle Baytopp, Keith Lennard, Mike Paterson, Matt Harvey, Digby Sherwood, Ian Cruickshank and Richard Hunt. Photograph: John Austin-Williams.
The team that visited on 17 February 2017, this time photographer of the first image, John Austin-Williams. Ray Hudson, Ken Wadmore, James Engels, Kyle Baytopp, Keith Lennard, Mike Paterson, Matt Harvey, Digby Sherwood, Ian Cruickshank and John Austin-Williams. Photograph: Richard Hunt.
Winter was in full swing when the aircraft was lowered onto supports. Thursday 17 August 2017 was an exceptionally windy and cold day! Thanks to SAA Technical for the use of aircraft recovery bags and the team that helped. Photograph: Matthew Harvey.
Note the retracted main gear, 17 August 2017. Photograph: Matthew Harvey.
Lifting fuselage off the wings. Thanks to Marlboro Crane Hire and DMX Electrical. 6 October 2017. Photograph: Digby Sherwood.
Finally on the load trailer. Thanks to Marlboro Crane Hire, DMX Electrical and Transcor 6 October 2017. Photograph: Irene Leys.
The precious cargo loaded and ready to roll out of Denel. Late in the evening of Thursday 12 October 2017. Photograph: John Austin-Williams.
Exiting gate EG3, early hours of Friday 13 October 2017. Photograph: John Austin-Williams
"Sleeping over" outside gate EG3, early hours of Friday 13 October 2017. Photograph: John Austin-Williams
Moving out, Friday morning 13 October 2017. Photograph: John Austin-Williams.
On Rondebult road about to cross the N12 highway.
Lake road, welcome to the City of Ekurhuleni.
Entering Rand Airport via the Phoebus Apollo gate.
The smiling face is 9J-PAA, Aviation Traders ATL-98 Carvair, at Phoebus Apollo Aviation, Rand Airport.
Passing the Phoebus Apollo Aviation hangar.
Passing the Museum’s Douglas DC-4 ZS-BMH. Photograph: John Austin-Williams.
Museum’s Operations Manager, Barry Els and the Museum’s orange tail DC-4 ZS-AUB. Photograph: John Austin-Williams.
For the record: DC-4 ZS-AUA (bare metal tail), DC-4 ZS-AUB, DC-4 ZS-BMH and DC-3 ZS-BXF. Photograph: John Austin-Williams.
The apprentices of Intelek Training and Consultation were a huge help!
An apprentice of Intelek Training and Consultation shows off his T-shirt
The ever-helpful Hennie Delport of Phoebus Apollo.
Marlboro Crane Hire and DMX Electrical (riggers). Marlboro sponsored the cranes for the entire project!
About be lowered onto the specially made up supports.
Matthew Harvey, SAA Museum Vice Chairman and Connie relocation and rebuild project leader.
At the end of Friday 13th of October 2017. Six years had lapsed since the order to move the Connie came in.
The two halves of the wing were separated on 11 October 2017. Photograph: Matt Harvey.
Two 7 metre long beams were manufactured to lift the wings. Weight of one wing half, 8.5 tonnes. Photograph: Digby Sherwood. 17 October 2017.
Moving out from Denel Aviation, through OR Tambo International Airport, 24 October 2017. The wings "slept the night" in Springbok Road, just outside gate EG3 on the south side of ORTIA. Photograph: Matt Harvey.
On the road to Rand Airport, plenty of "overhang". 25 October 2017. Photograph: Matt Harvey.
Sheer determination and rugged resilience to adversity saw a dream of many come true; the relocation of the Starliner to Rand Airport.
Getting ZS-DVJ to Rand was the easy part; reassembly would prove to be a delicate, time consuming and frustrating undertaking for Matt Harvey, project leader, and his small band of volunteers.
At best they worked one day per week with occasional, and later regular, help from the apprentices of Intelek Training & Consultation. At times working conditions were hardly ideal, blazing sun, howling gales, pouring rain, bitter cold!
The joining of the two wing halves required precision alignment. This was a most trying time. Matt and his team spent months inching the wings closer together - having to firmly stabilise one wing and then gradually inching the other closer and closer, lifting, supporting, shifting, getting the angle right. There were numerous occasions where things went "skew" as "Murphy" showed up! It was very much a case of if at first...
The above photo illustrates the balancing act. Again Marlboro Crane Hire was ever-willing and ever-patient. 17 April 2018. Photograph: Matt Harvey.
19 April 2018. Photograph: John "Jaws" Austin-Williams.
Still a way to go, 19 April 2018. Photograph: John "Jaws" Austin-Williams.
A second hand gantry with two 5 tonne block and tackle pieces was purchased at the end of May 2018. It was dismantled and transported to the Phoebus Apollo apron.
The gantry proved to be a most useful piece of equipment, one that sped up the wing joining task. 12 July, 2017. Photograph: Matt Harvey.
Getting a little closer. Note the heavy duty cables. Photograph: Matt Harvey.
After months of perseverance the wings were finally aligned and joined on Tuesday the 10th of July 2018. The next step was for a small-ish person to climb into the wing centre section and begin the laborious task of fitting several hundred nuts and bolts, securing the two wing halves together. Photograph: Matt Harvey.
Just short of 8 months after the two wing halves arrived at Rand Airport they were again married. 10 July 2018. Photograph: Matt Harvey.
Back to 26 October 2017, both wings offloaded and ready for joining. Photograph: Matt Harvey.
Lockheed L1649A Starliner ZS-DVJ fuselage mounting onto the wings 8 August 2018
A cool, cloudy Wednesday 8 August 2018, the fuselage and wings would again be married, for the third time. Photographs: John "Jaws" Austin-Williams.
Marlboro Crane Hire generously brought in a "big gun"! For the record Marlboro Crane Hire has never charged the museum for any crane usage!
Mike Paterson, "Dear Radome quick-release latches, please release quickly".
Prayer quickly answered.
The tender truck brought along "heavy weights" plus a spreader beam.
Matt explaining the day's procedures to apprentices of Intelek Training and Consultation.
The SAA Museum's Douglas DC-4 ZS-BMH had to be moved out of the way. In the background are Phoebus Apollo Aviation's DC-4 ZS-PAI and Aviation Traders ATL-98 Carvair 9J-PAA.
The silver tail in the background belongs to DC-4 ZS-AUA, owned by the Flying Dutchman Foundation.
Applying Chemetall Ardrox AV 30 Corrosion Inhibiting Compound.
Problem, the heavyweight crane was too heavy! Slight delay whilst we waited for extra-large plates to arrive.
Extra-large support plates in position.
Ready for lifting.
Up she goes.
Alignment pin.
Almost in. Mike Paterson.
Done!
End of Wednesday 8 August 2018, ready to be lifted up so that the undercarriage can be extended and she can stand on her own legs.
Lockheed L1649A Starliner ZS-DVJ lifting the whole lot up, 14 September 2018
Abbott Machine Moving and Rigging were tasked with lifting the Starliner up so the gear could be extended. Friday 14 September 2018. Photographs: John "Jaws" Austin-Williams.
Matt Harvey, left, with John Ikking who was involved with dismantling ZS-DVJ at Klein Kariba in May 1979. Matt's long-time friend and Museum member, “Tony” Greyvenstein, succumbed to cancer, 11 of July 2017.
Wireless remote crane control.
Another major milestone was reached in the preservation of our beloved Connie - getting her back on her feet, took under three hours.
She was now ready to be towed to the Museum's Aircraft Park where full restoration to static display could begin. Friday 14 September 2018.
Lockheed L1649A Starliner ZS-DVJ towing to the Museum Aircraft Park, 17 September 2018
Departing the Phoebus Apollo apron, heading for the museum's aircraft park. Monday 17 September 2018. Photograph: Barry Neuwerth.
A little tight going past hangar 33. Bit of hangar space rental for a few moments.
Changing tac.
Zig-zag manoeuvring required.
Past the Rand Airport control tower.
Approach to the Museum’s aircraft park.
Connie wing a bit low.
Railway sleepers provide some “lift”.
Safely home. End of the day on 17 September 2018, “Jaws’s 60th birthday!”
Perhaps the slightly easier task is the restoration work; many hours by so few...
A sight for sore eyes! 17 September 2018. Photograph: Barry Neuwerth.
22 September 2018. Photograph: John Austin-Williams.
Toilets needed a good clean and minor repairs. 22 September 2018. Photograph: John Austin-Williams.
Door sealing needed attention. 22 September 2018. Photograph: John Austin-Williams.
The internal window frames and plastic surrounds had been lent to the Lufthansa Starliner team. 22 September 2018. Photograph: John Austin-Williams.
Plenty of work lay ahead in the cabin. A not-so-happy looking Barry Neuwerth. 22 September 2018. Photograph: John Austin-Williams.
Radio and electronics bay. 22 September 2018. Photograph: John Austin-Williams.
22 September 2018. Photograph: John Austin-Williams.
Cockpit needed a good clean and new paint and/or refurbishing. 22 September 2018. Photograph: John Austin-Williams.
Flight Engineer’s panel awaiting return of instruments lent to the Lufthansa team. 22 September 2018. Photograph: John Austin-Williams.
Replacement windows needed, worked out at about R15,000.00 excluding new screws. 22 September 2018. Photograph: John Austin-Williams.
24 screws x 36 windows equals 864 new screws. 22 September 2018. Photograph: John Austin-Williams.
Sans tail feathers and engines. 21 October 2018. Photograph: Bruce Perkins.
Sans tail feathers and engines. 21 October 2018. Photograph: Bruce Perkins.
First new window fitted. Jorg-Dieter Zmich, left, and Barry Neuwerth, the “windows” team. 27 October 2018. Photograph: John Austin-Williams.
Cowlings and panels laid out for easy access. 27 October 2018. Photograph: John Austin-Williams.
Galley panel before. 31 October 2018. Photograph: Keith Lennard.
Galley Panel after. 3 November 2018. Photograph: Keith Lennard.
Work begins on the galley. 3 November 2018. Photograph: John Austin-Williams.
3 November 2018. Photograph: John Austin-Williams.
Left toilet looking good. 3 November 2018. Photograph: John Austin-Williams.
3 November 2018. Photograph: John Austin-Williams.
3 November 2018. Photograph: John Austin-Williams.
The gantry would again prove useful for fitting the engine mountings. 3 November 2018. Photograph: John Austin-Williams.
Physically very little changed on the outside during her first year in the aircraft park. 3 November 2018. Photograph: John Austin-Williams.
Work begins on the tail. 17 November 2018. Photograph: John Austin-Williams.
Galley coming along nicely. 17 November 2018.
Engine mounting fitting 24 November 2018. Photograph: Wolfram Zwecker.
Matt Harvey. 24 November 2018. Photograph: Wolfram Zwecker.
“Jaws” 24 November 2018. Photograph: Wolfram Zwecker.
Mission accomplished. 24 November 2018. Photograph: Wolfram Zwecker.
Engines in place ready for fitting. 19 January 2019. Photograph: John Austin-Williams.
30 January 2019. Photograph: Digby Sherwood.
5 February 2019. Photograph: John Austin-Williams.
Wright R-3350-18 Turbo-Compound engine. 5 February 2019. Photograph: John Austin-Williams.
Wing fairing panel fitting was time consuming getting all to line up correctly. 5 February 2019. . Photograph: John Austin-Williams.
A vertical stabiliser being fitted. 20 February 2019. Photograph: Digby Sherwood.
20 February 2019. Photograph: Digby Sherwood.
Tail section fitted. 20 March 2019. Photograph: Digby Sherwood.
20 March 2019. Photograph: Digby Sherwood.
The men fastening all the nuts and bolts. 20 March 2019. Digby Sherwood.
Air scoop installed. 23 March 2019. Photograph: John Austin-Williams.
Work continues on the engines. 13 April 2019. Photograph: John Austin-Williams.
The nose gear tyres were filled with rubber in January 2010. The rubber eventually became soggy. 13 April 2019. Photograph: John Austin-Williams.
34x10.75-16 tyres were not readily available. The hunt was on for suitable replacements. 13 April 2019.
Lower engine cowling fitted. 13 April 2019. Photograph: John Austin-Williams.
James Engels attending to a stuck door mechanism. 4 May 2019. Photograph: John Austin-Williams.
Serviceable once again. 4 May 2019. Photograph: John Austin-Williams.
Original cabin lighting being replaced with more modern and efficient “globes”. 4 May 2019. Photograph: John Austin-Williams.
Barry Neuwerth loves to paint. His latest project is the Connie stairs. 4 May 2019. Photograph: John Austin-Williams.
And there is light. 4 May 2019. Photograph: John Austin-Williams.
Number one engine cowlings on. 25 May 2019. Photograph: John Austin-Williams.
Parts were laid out for easy access. 25 May 2019. Photograph: John Austin-Williams.
Painting again Bob?. 25 May 2019. Photograph: John Austin-Williams.
The “painter” Barry Neuwerth. 22 June 2019. Photograph: John Austin-Williams.
Sorting, locating and fitting belly panels. 22 June 2019. Photograph: John Austin-Williams.
Typical South African winter sky. 22 June 2019. Photograph: John Austin-Williams.
29 June 2019. Photograph: John Austin-Williams.
Good progress. 27 July 2019. Photograph: John Austin-Williams.
All belly panels fitted. 27 July 2019. Photograph: John Austin-Williams.
This time it’s the leading edges Barry is painting. 10 August 2019. Photograph: John Austin-Williams.
10 August 2019. Photograph: John Austin-Williams.
Awaiting return of rim with replacement tyre. 24 August 2019. Photograph: John Austin-Williams.
Almost ready for the propellers. 24 August 2019. Photograph: John Austin-Williams.
Cabin still a way off. 24 August 2019. Photograph: John Austin-Williams.
Flight Engineer’s panel awaiting correct instruments. 24 August 2019. Photograph: John Austin-Williams.
The window frames and surrounds returned from Lufthansa. Cleaned and repainted. 24 August 2019. Photograph: Keith Lennard.
Keith Lennard installing window frames and surrounds. 24 August 2019. Photograph: John Austin-Williams.
Barry Neuwerth continues painting the leading edges. 24 August 2019. Photograph: John Austin-Williams.
Propeller blades ready to be fitted to the hubs. 28 August 2019. Photograph: Keith Lennard.
Seats installed in the forward section. ITC apprentice team. 4 September 2019. Photograph: Keith Lennard.
New tyres, size H30x9.5-16. (Original size 34x10.75-16 not easily obtained). Tyres were donated by Rodger Foster CEO of SA Airlink. The tyres fit Embraer ERJ-140LR. 7 September 2019. Photograph: John Austin-Williams.
James Engels fitting new cabin lights. 7 September 2019. Photograph: John Austin-Williams.
James Engels removing old glue from cabin light fittings. 7 September 2019. Photograph: John Austin-Williams.
Fitting the flaps. 14 September 2019. Photograph: John Austin-Williams.
Ian Cruickshank. Fitting the flaps. 14 September 2019. Photograph: John Austin-Williams.
Flaps on. 14 September 2019. Photograph: John Austin-Williams.
Front door surface preparation. 28 September 2019. Photograph: John Austin-Williams.
Working on a propeller spinner, Keith Lennard, left, and Mike Paterson. 28 September 2019. Photograph: John Austin-Williams.
Light fitting preparation, James Engels. 28 September 2019. Photograph: John Austin-Williams.
Props going on with help of ITC. 16 October 2019. Photograph: Keith Lennard.
Museum members and apprentices from Intelek Training and Consultation. 16 October 2019. Photograph: Keith Lennard.
Two years and three days after she arrived at Rand Airport the props were on. The last major mechanical part of the reassembly. 16 October 2019. Photograph: Keith Lennard.
By the end of February 2020 the interior restoration was finished. Many years, and many hundreds of hours, lay behind. In fact, “The Connie must go” letter came from SAA Technical nine years and one month earlier! It was now a matter of regular TLC and improvements here and there. Congratulations to the dedicated few who were devoutly determined. Photograph: John Austin-Williams, 29 February 2020.
Photograph: John Austin-Williams, 29 February 2020.
Photograph: John Austin-Williams, 29 February 2020.
Photograph: John Austin-Williams, 29 February 2020.
Photograph: John Austin-Williams, 29 February 2020.
ZS-DVJ, prior to being turned around 180 degrees. 9 November 2019. Photograph: John Austin-Williams.
The Starliner was turned 180 degrees on 15 January 2020. Photograph John Austin-Williams.
Google Earth satellite image, 20 April, 2020.
Post the COVID-19 pandemic it took a while to get back into the swing of working on the Connie again, although she was on her own legs restoration work, more tidying up than anything else, was slow. 6 February 2021. Photograph: John Austin-Williams.
The fuselage was in need of a clean and repaint, however as business post the COVID-19 pandemic was slow we had to wait patiently and save up the pennies for the “nicer things” like a coat of paint to get done. 8 September 2022. Photograph: John Austin-Williams.
Despite the lack of funds it did not prevent our die-hard members from tinkering away and gradually things started to look pretty again. 8 September 2022. Photograph: John Austin-Williams.
The Flight Engineer’s panel. 8 September 2022. Photograph: John Austin-Williams.
Keith Lennard cutting out the TREK Wing decals. (Note the PROTEA decal for the Viking). 8 April 2023. Photograph: John Austin-Williams.
Cleaning, preparing and the start of painting. 7 June 2023. Photograph: Kurt Gruneberg.
Great progress being made. 28 June 2023. Photograph: John Austin-Williams.
The Trek Airways / Trek Ludgiens “Wing”. 28 June 2023. Photograph: John Austin-Williams.
For the second time in our history Eazi Access donated the use of a “cherry picker”. Keith Lennard and Mike Paterson “up high” painting and preparing. 28 June 2023. Photograph: John Austin-Williams.
Lerato Khumalo and Bowen Champ repairing as necessary. 8 July 2023. Photograph: John Austin-Williams.
Progress with painting, the underbelly was complete by 8 July 2023. Photograph: John Austin-Williams.
The application of titles begins. Anton Wasserman and Chris Cockrell from Signco. 13 July 2023. Photograph: John Austin-Williams.
Application of “TREK” on the left tail fin. 13 July 2023. Photograph: John Austin-Williams.
Anton Wasserman left and Chris Cockrell from Signco. 13 July 2023. Photograph: John Austin-Williams.
13 July 2023. Photograph: John Austin-Williams.
13 July 2023. Photograph: John Austin-Williams.
13 July 2023. Photograph: John Austin-Williams.
13 July 2023. Photograph: John Austin-Williams.
Keith Lennard painting the leading edges. 13 July 2023. Photograph: John Austin-Williams.
Application of “Super Star” and the registration ZS-DVJ. 14 July 2023. Photograph: John Austin-Williams.
Application of “Super Star” and the registration ZS-DVJ. 14 July 2023. Photograph: John Austin-Williams.
14 July 2023. Photograph: John Austin-Williams.
Left side titles all done. 14 July 2023. Photograph: John Austin-Williams.
Keith Lennard making good progress painting the leading edges. 14 July 2023. Photograph: John Austin-Williams.
Right side titles done. Thanks to Eazi Access and Signco. 15 July 2023. Photograph: John Austin-Williams.
Painted engines. 26 August 2023. Photograph: John Austin-Williams.
Painted engines. 26 August 2023. Photograph: John Austin-Williams.
At this point in time the “Connie” was indeed looking smart with not much more in the way of restoration to be done, save for constant TLC. Many years ago the task of getting her from OR Tambo to Rand Airport seemed impossible, however sheer determination, patience and die-hard passion paid off.
Lockheed L1649A Starliner ZS-DVJ artwork for livery and titles
In preparation for a complete respray and application of titles all relevant artwork has been produced and is in “print ready” format.
Lockheed L1649A Starliner ZS-DVJ apparel
“Connie" T-shirts, golf shirts and caps were produced during 2019.
T-shirt and Golf shirt design.
T-shirt and Golf shirt design.
Artwork for Starliner caps.
Lockheed L18-08 Lodestar ZS-ASN “Andries Pretorius” c/n 2026
The Lockheed Lodestars were ordered by SAA just prior to World War II and once hostilities began they were impressed into the South African Air Force (SAAF). The aircraft were used on the South Africa-Egypt “shuttle” from 8 July 1941, most of them operating in a camouflage paint scheme, dark green/dark earth with a sky blue under-surface.
After World War II, ZS-ASN joined the SAA fleet. It operated its last SAA flight, on training under Captain Kenneth “Toddy” Bain, on 18 March 1955. It was sold to the Aircraft Operating Company (A.O.C.) in April 1955, converted to an aerial survey machine and used for aerial survey work throughout Africa until it was withdrawn from service.
She was replaced by a Douglas DC-3 which took over the registration ZS-ASN.
This Lodestar aircraft was the first to be acquired for display in the proposed Railway Museum at Esselen Park, very near to the then Jan Smuts Airport, now Johannesburg International.
The Aircraft Operating Company donated the aircraft to SAA and it was transported from Grand Central Airport near Halfway House on 3 December 1973 by a team from the SAA Apprentice School under Mr. A.P. Nel. It was stored in hangar four with its wings removed.
In 1974 the SAA Apprentice School started the restoration process. ZS-ASN is now resplendent in original post War SAA colours.
The significance of this particular aircraft is that it is the oldest aircraft still in existence, in South Africa, which saw service with South African Airways.
The aircraft is part of the SAA Museum Society collection at Rand airport.
Lodestar “Andries Pretorius”
Handed over to SAA 24 09 1940 Shipped to SA on board “MV Tigre” To SAAF as 1372 on 07 11 1940 Returned to SAA as ZS-ASN on 09 02 1946 Delivered to AOC (Aircraft Operating Company) on 22 04 1955 (TT 7372 hours) Registration cancelled 02 1973
Technical details Lockheed L18 Lodestar
The Lodestar in Aircraft Operating Company (AOC) livery. Refuelling at Ben Schoeman Airport, East London, 12th August 1970. Photograph: Captain Bryan W. Smithers, DFC, via Keith Vaughan.
The Lodestar in Aircraft Operating Company (AOC) livery. Refuelling at Ben Schoeman Airport, East London, 12th August 1970. Photograph: Captain Bryan W. Smithers, DFC, via Keith Vaughan.
Lockheed L18-08 Lodestar ZS-ASN restoration by the SAA Apprentice School, circa 1974
ZS-ASN restoration by the SAA Apprentice School, circa 1974.
ZS-ASN restoration by the SAA Apprentice School, circa 1974.
ZS-ASN restoration by the SAA Apprentice School, circa 1974.
ZS-ASN restoration by the SAA Apprentice School, circa 1974.
Most likely the aircraft’s first post restoration outing, the SAA open day on October 10, 1975.
In 1999 the Lodestar was relocated to Swartkop Air Force base where the museum had set up a new home. Our presence at Swartkop came to an end once we acquired the Boeing 747, ZS-SAN, and Rand Airport management had granted the museum permission to bring the Jumbo to Rand and set up a museum there.
Lockheed L18-08 Lodestar ZS-ASN comes home
This article, written by Dave Bekker, appeared in the December 2004 issue of SA Flyer Magazine.
On October 17, 2004, Lockheed 18-08 Lodestar, ZS-ASN, ‘Andries Pretorius’ arrived back at its original home base, Rand Airport. Now in the care of the SAA Museum Society, ZS-ASN is to be restored to its former splendour in 1940s period SAA colours.
SAA was the largest civilian customer for the Lodestar, ordering a total of 29 at the beginning of WWII (ZS-ASJ-ATM) and taking over another two from the SAAF after WWII (ZS-AVS and ZS-AVT).
The Lodestar was developed from the Model 14 Super Electra, an attempt by Lockheed to produce a fast modern twin engined transport. The Model 14 was however uneconomical but went on to achieve success as the military Lockheed Hudson. The Model 18 Lodestar evolved from the Model 14 by stretching the fuselage by 5ft 6 inches allowing two more rows of seats to be carried. Three Model 14s were modified to this configuration before production started with s/n 18-2001, NX25604 which first flew on February 2, 1960. The longer fuselage caused an aerodynamic problem in that the changed airflow caused the elevators to ‘nibble’ - i.e. oscillate back and forth in flight and after trials, raising the tailplane and adding a trailing edge extension to the inner wing solved the problem.
The Lodestar was offered with the Pratt & Whitney Hornet, Twin Wasp or Wright Cyclone engines and with various interior configurations. SAA selected the 18-08 version with P&W-1830-SC3G motors and series 03 interior with provision for 12 passengers and a crew of four (two pilots, radio operator and stewardess). Aircraft type certificate 723 was received on March 30, 1940 and deliveries to SAA started soon after commencing from Lodestars 18-2015 in August 1940, arriving in September. By this time WWII was well under way and the Lodestars went straight into SAAF service with No 5 Wing at AFS Germiston. They operated on the shuttle service to Cairo and return as well as on internal routes. Some remained in civil markings for operations to the Belgian Congo and to Portuguese East Africa.
Dakotas replaced the Lodestars on the Shuttle Service from 1943 and by the following year it was decided to release ten of the Lodestars back to SAA to start commercial services. They were allotted on November 16, 1944 and were: 238 (ZS-ASW), 239 (ZS-ASX), 240 (ZS-ASY), 243 (ZS-ATD), 244 (ZS-ATE), 245 (ZS-ATF), 249 (ZS-ATI), 1370 (ZS-ASO), 1375 (ZS-ATC) and 1377 (ZS-ASV).
By the end of WWII seven had been written off in accidents and three passed on to the RAF. The survivors continued in service with SAA, augmented by two additional 18-07 models built with P&W Hornet motors and supplied to the SAAF as ambulances. In SAA service, they too were modified to 18-08 standard.
By 1952, eleven remained in service and DC-4s and DC-3s gradually replaced them on most routes the Lodestar not being a very profitable aircraft to run. 1954 was the final year of operation with Lodestar flights twice weekly from Johannesburg - Lourenco Marques (Moçambique).
Most were then sold in the USA with examples going to both Commercial Air Services and to the Aircraft Operating Company.
ZS-ASN was one of the latter. It arrived in South Africa on December 3, 1940, and though allocated SAAF serial 1372, operated for most of the war years as ZS-ASN. On November 16, 1944 it went to 3AD for storage and was only registered to SAA on February 9, 1946 with the name ‘Andries Pretorius’. Sold to AOC on April 22, 1955, it survived an accident in September 1957. By 1972 its air service days were over and ASN was parked at Grand Central. It was cancelled on February 14, 1973 having flown 14,911hrs and was passed on to SAA for its new museum, moving to Jan Smuts Airport on December 3, 1973. After restoration by apprentices it was displayed at the SAA open day on October 10, 1975 but in 1999 moved to Swartkop.
Along with the DH.104 Dove, ZS-BCC, it was now the property of Transnet Heritage but the Museum Society has taken the two aircraft under its wing and first the Dove and now the Lodestar have moved to Rand where they will join the 747-244B, ZS-SAN at the new museum site near the old Transvaal Aviation Club building.
We will re-visit the Lodestar in more detail at a later date with a progress report on ZS-ASN.
Only three ex SAA Lodestars survive.
(Sadly Dave Bekker passed away on 16 June 2011)
Preparing the Lodestar for relocation from AFB Swartkop to Rand Airport. September 2004.
Des Pinard, left, and James Engels preparing the Lodestar for relocation to Rand Airport. September 2004.
Gert de Klerk towed the Lodestar from Swartkop Air Force Base to Rand Airport on 17 October 2004. Photographs: Dave Becker.
Des Pinard, who worked on Lodestars at Rand Airport as youngster relates the move of ZS-ASN.
“Sunday 17 October 2004.
04:00hrs.
Up dark and early this morning, with Keith to James, then with James to Swartkop AFB. Waited a while for all to arrive, Deon from African Pilot Magazine, Fred Cruickshank, Jaws, Barry Els, Keith Lennard and Eric and Audrey Sandwell. Gert duly arrived on his Horse (ASN was to be the trailer). After lifting and coupling ASN we departed ZWKs at 06:06. DP did not enjoy this trip at all, Reason? Nerves and forgot to take a few Tranquillisers before leaving home and I was not even driving! What a trip!!! Tailplane, gates, poles, fences, tailplane, wheels, pavements then to the hi-way... cars, cars and more cars. Then off the hi-way at Germiston, more poles, road signs, curbs, trees and then the airport road. To negotiate a bend Gert had to travel over the centre island up the opposite lane into oncoming traffic.
Of course, now we are joined by our first Patrol Car just while Yours Truly is busy man-handling a road sign out of the way. The convoy carried on its merry way whilst I am left to explain to the Traffic Cop why a permit was not sent a week ago, why were Germiston Traffic NOT advised by phone etc, etc. Who's responsible for this mess? Me sir. No sir... sorry sir (smooth talking devil, me!) yes sir, ok sir thanks for being so understanding sir. (No Foxtrot Uniform this time for sure!). By this time the cavalcade was at the main gate at Phoebus Apollo Aviation. Once more over the island goes ASN, an 8 metre tailplane through an 8 metre 4 inch gateway! Gert de Klerk you are a STAR!!! ZS-ASN is home at Rand Airport after 64 years... yeah baby HOME. 11:00 hrs I'm home now too. Pass me another double brandy dear, yeah... That's enough for one day. Thanks one and all for your support. Cheers D.P.”
The Lodestar, along with the Dove, was towed and parked next to the B747 “Lebombo” standing outside the Rand Airport terminal building on Wednesday 1 December 2004.
On Saturday 19 August 2006 Lebombo was relocated from outside the Rand Airport Terminal building to her new parking spot, the museum’s aircraft park, adjacent to the old Transvaal Aviation Club Building. The Phoebus Apollo C-54, ZS-PAJ, Dove and Lodestar were also relocated on the same day.
The Lodestar at the museum. Barry Els placing our “sponsors board” alongside. 25 September 2006. Photograph: www.aeroprints.com
Over the years the Lodestar was only given attention as and when urgently required. It took many years for the museum to become recognised by the public as an interesting destination and for much needed funds to start filling the Museum’s coffers, only to be ploughed back into museum upkeep and aircraft and artefact restoration. Gradually the situation improved with visitor attendance increasing, especially school children, and the coffers began filling up and we were able to make major improvements to our facilities, static aircraft, exhibits and artefacts plus afford a hangar to house the Lodestar and Dove.
Lockheed L18-08 Lodestar ZS-ASN Tony Norval’s experiences with Aircraft Operating Company
By Tony Norval, 22 July 2016.
I begin with listing the people who made up the flying wing at Virginia Airport Durban. Circa 1967.
My interest in aviation dates back to my school days where in primary school one of my friend’s father was an ex Spitfire pilot during the Battle of Britain. It was at a time when “Reach for the Sky” was the latest at the cinema and I was so taken up with Douglas Bader that had me speaking to my friend’s father endlessly about the period and his experiences. Following on that came the Dam Busters which fuelled my imagination even further. High school came along and my best friend at boarding school was a chap called Clive Rautenbach. He is currently rated as the oldest operating Crop Duster in South Africa. His father was Pikkie Rautenbach who was also a fighter pilot during WWII and subsequently a fighter pilot during the Korean war flying P51 Mustangs followed by Sabre Jets and Vampires of the day.
It was Pikkie Rautenbach who took me out of the dreary world of Banking and introduced me to Ken Pinkerton at AOC. I had an amateur background in photography and so Ken offered me the job of camera operator at AOC. I joined in April 1967 at the bullet proof age of 22. On arrival at Virginia Airport I was put through some training by some of the guys listed above while we waited for the arrival of the Lodestar from Rand Airport. I can still see it in my mind’s eye as it approached the landing strip with its flaps down and instantly fell in love with its appearance. After landing Harry and John did some maintenance work on it and then Latie and Brian Smithers where ready to take it on a test flight. Latie was a great personality and a bit of a subtle prankster behind a straight face. Latie then told me that I would be operating on this aircraft and invited me along for the ride. So, we took off and flew up the coast towards Richards Bay. The layout of the plane was that the Pilot and Navigator obviously were up front and the camera operator sat right at the rear near the toilet and exit door. When we turned around to fly back Brian took the Lodestar right down virtually to ground level and proceeded to hedge hop over the cane fields. We encountered an African on a bicycle who got such a scare as he saw us coming that he ended up falling off of his bicycle. Anyway, after landing, Latie told me that this was an exercise to see if I had flying legs.......I passed that one! I only did two jobs on the Lodestar both of which were in the Eastern Cape. The first was further down past Port St Johns where our flight paths started out at sea and on approaching land it was very difficult because of the sudden rise of the coastline.
The photography we did was a system of continuous photographs that had to be taken at a certain speed which created a certain percentage overlap by the next photograph.
So the rise and fall of the ground would necessitate altering the speed that the camera was operating at. Also, if you had a side wind which caused the aircraft to crab along, then the direction of the camera had to be altered so that the pictures when laid out were in a straight line. Remembering also that the aircraft is flying at speed so the camera operator had to make these adjustments instantly or else the photography was of no use for mapping purposes........... “finger out” as Ken Pinkerton would say. The overlap was to counteract the curvature of the lens and therefore the accuracy of the image. Flying back to base was always fun because Brian would let me take the controls and when we saw ships at sea I would circle around them. Brian of course was always ready to take control in the event that I did something stupid.
The second job had us staying in Queenstown and doing a job in that area. Re-fuelling etc. was a manual process of pumping away endlessly with a hand pump until the tanks were full. The one day we took off and we were hardly off the ground when I saw the port side wing was covered in oil. I yelled over the intercom to Brian who landed the Lodestar pronto to find the oil filler cap hadn’t been secured. The highlight of this trip was one night at the wings club when we were introduced to Douglas Bader who was on one or other promotional trip for I think it was the Shell Oil Company. So that was a boyhood dream come true. I might add that working on the Lodestar was really hairy chest stuff. Firstly, it wasn’t a pressurised aircraft, so over 10 000 feet you had to put on an oxygen mask. Secondly, because the camera was mounted over a hole in the floor of the fuselage which was square and the camera was round, there were gaping holes which let wind in at high speed. Thirdly, above 10,000 feet the air temperature drops to levels way below freezing point. So, we would put woman’s stockings on, then a track suit followed by layers of clothing for warmth. This was followed by a boiler suit, sheep skin lined flying boots, oxygen mask and flying helmet of WWII vintage topped off with fir lined gloves. As you worked the camera, ice would form around the oxygen mask on your face and also down the front of your overall. When the aircraft turned at the end of a flight path you would brush all this off and prepare for the next run. So, it goes without saying, this was hairy stuff.....no creature comforts. You had to stay warm because of the delicate adjustments you had to make to the camera all the while that you were completing a flight path so shivering was not what you needed. Accuracy on the part of the pilot, navigator and camera operator were of paramount importance to the success of the trip. If any one of these elements were out then the photography was useless and the cost of flying, wages etc. were all lost. So, it was a real responsibility that all three of us had to pay attention to detail so that the exercise was a success. Flight paths with overlaps, correct flight paths were all critical. Elevation of course dictated the scale of the mapping. Turbulence and cloud were also a no-no because turbulence interfered with your ability to keep your eye on the view finder of the camera and cloud would cast shadows on the ground which was a problem for the Cartographers. After the Lodestar I was put onto a purpose built Cessna 320 Skyknight which was pressurised and the camera was obviously properly sealed off in the floor. So work on this aircraft had all the creature comforts and I could work in a T-shirt, shorts & slops, what a change. As an afterthought, most of my work was done with Bob Mathews as pilot and Syd Rowe as navigator. Bob was an extremely careful pilot and Syd Rowe was a good navigator and probably an even better teller of jokes. He could have you rolling on the floor seven nights a week and never repeat himself. But all the WWII vets without exception were true gentlemen and the team spirit at Virginia was simply fantastic.
Tony Norval reunited with the Lodestar, resplendent in period SAA post-war colours. 9 July 2016. Photograph: John Austin-Williams.
Lockheed L18-08 Lodestar ZS-ASN restoration 2016
With the knowledge that a hangar was on the way to house the Lodestar and Dove, a soil turning ceremony was held on 24 November 2016, it was time to give the Lodestar some much needed TLC, inside and out.
In October 2005 the Lodestar tail wheel tyre (size 17.00 SC being unobtainable ) was filled with rubber, donated by Corrie de Villiers of Tyfil. Eleven years later the tyre had collapsed. Corrie again came to the rescue and cast a solid tyre at no cost! 9 April 2016.
A solid rubber tyre was cast and fitted by 11 June 2016.
Window frame and curtains needed refurbishing and replacement respectively. December 2016.
Report from Keith Lennard. “The accompanying photographs show the current aerial wire installation; they run from the front Ariel mast to the two tails. The support line from the mast to the front of the aircraft has broken, resulting in the housing on the top of the fuselage to suffer damage. Myself (Keith Lennard) and Mike Paterson have removed all components cleaned, overhauled and replaced. Mike repaired the housing.
I purchased new wire and connected all the components. The mast has been given two coats of wood sealer and painted black. The only challenge I had was; had I done the measurements correctly? I did measure twice and cut once. Luckily all turned out to be correct!” The aerial wiring was complete by 24 December 2016.
Broken cables.
Tensioner, ceramic insulator and unpainted wooden aerial post.
The cabin door locking mechanism received some attention and now operates with ease. Years of being in the open played havoc with its internals! 24 December 2016.
It’s inevitable that standing out in the harsh South Afican climate rot will set in. Aircraft, especial one as old as the Lodestar, tend to develop leaks. Once the Lodestar was safely under cover a substantial amount of work was required to repair damage done by years of standing outside. 2 January 2017.
Barry Neuwerth took on the job of making the Lodestar look a little less forlorn with the application of fresh paint, titles and new Flying Springbok Emblem. He decided to remove the “bokkie” and start afresh rather than attempt a patch up. 10 January 2017.
Barry created a stencil.
Thin self-adhesive plastic film was placed over the emblem area and the stencil positioned over it. With a sharp knife, and in stages, the plastic was cut and removed so that paint could be applied. 14 January 2017.
Applying the first layer of paint. 14 January 2017.
Removing the plastic reveals the basic shape of the “bokkie”. 14 January 2017.
Over a period of several workdays the various layers were applied until the end result. A few touch-ups required here and there and the right side will then be complete. 22 January 2017
The Lodestar looked great! Barry then began with the left side emblem. 22 January 2017.
New carpeting with cut-outs for seat attachments. Thanks to Carpet Brokers for donating carpeting! 28 January 2017.
Mike Paterson fabricated a new interior cabin door handle. 28 January 2017.
The cabin door stay was been polished up and its internals cleaned and lubricated and it is now fully serviceable. The body is fitted with a spring tensioner to stop the door stay from vibrating in flight. 28 January 2017.
Window frame surround restoration complete and beautiful curtains custom made by Susan Lennard. 28 January 2017.
Mike Paterson again applied his metalwork skills and fabricated new seat floor mounting brackets. Several were missing and others severely damaged to the point of being unserviceable.
There is more than one type of seat attachment bracket in the Lodestar. 28 January 2017.
For years the Lodestar’s flaps had been “hanging out”.
This was rectified on 4 February 2017.
Certainly made a difference – nice clean lines! Not long before she had a roof overhead once again. 4 February 2017.
The Lodestar and Dove had been out in the open since 1999 when they were moved from the luxury of hangarage at SAA Technical to Swartkop Air Force Base.
The Lodestar restoration team; Mike Paterson, left, and Keith Lennard. 4 February 2017.
Keith reports. “Mike and I have installed the carpets and all the pax seats. We are waiting for the runner, there is a problem with the edge binding as the carpet is thick and is difficult to work with. The aircraft has had a good clean inside and we will continue with the cockpit refurb once we have it in the hanger. The loose step tops have been repaired, nuts and bolts replacing the wood screws.”
Leaking cockpit window sorted out by Keith Lennard, 18 February 2017.
Several seats did not have all their floor mounting attachments fitted to the wooden floorboards. Suitable holes were chiselled out and brackets inserted. Carpentry is one of Keith’s many talents. 25 February 2017.
By the end of 25 March 2017 all the carpets and seats had been fitted and the interior given a clean. The old lady was starting to look respectable.
The Lodestar was man-handled into the newly erected hangar on 27 May 2017.
Cabin looking stunning with interior lighting installed. 26 August 2017.
Cockpit in a sorry state. 26 August 2017.
Cockpit instrument panels removed for renovating. 16 September 2017.
Sperry Autopilot removed for cleaning and repair as required. 16 September 2017.
Instrument panels removed for cleaning and repair as required. 16 September 2017.
Bendix Aircraft Radio Receiver type RA-1I ready to be reinstalled. 16 September 2017.
Overhead panel after renovation. 16 September 2017.
Overhead panel after renovation. 16 September 2017.
Cockpit panels with new covering 16 September 2017.
Feathering button panel removed for renovation. 16 September 2017.
The Toilet too was given TLC. 16 September 2017.
Refurbished overhead panels installed. 30 September 2017.
Radio station before restoration, 26 August 2017.
Radio station after restoration, 21 October 2017.
Radio station restored panel. 21 October 2017.
Bendix MN-26C Radio Compass. 21 October 2017.
Mike Paterson with new Perspex for the windows. Each piece was heated in “Mikes Kitchen” in order to obtain the correct curvature/shape. 21 October 2017.
Restored cockpit, a fine achievement indeed! 4 November 2017.
Lockheed L18-08 Lodestar ZS-ASN professionally polished
A decision was made in early 2018 to do further justice to the restoration efforts of the Lodestar by having her professionally polished and new livery applied. This was motivated by the fact that she would be on public display at the Rand Airport Air Show on 19 August 2018.
The Lodestar was towed to Skytrim (hangar 10) on 27 February 2018, for a polish and new livery.
In March 2018 the Lodestar was at Skytrim for a polish and application of new livery. The above photograph taken on 3 March 2018 clearly shows how dull the aircraft skin was.
26 May 2018. Photograph: Bruce Perkins.
All done. Waiting to be returned to the Museum. 20 July 2018. Photograph: Bruce Perkins.
Lockheed L18-08 Lodestar ZS-ASN “Blue and Silver Fleet” livery artwork
The artwork for ZS-ASN’s post-war “Blue and Silver Fleet” livery has been regenerated using archive material as reference, fortunately several highly detailed period photographs exist which ensured a high degree of accuracy. All the artwork is now available in “print ready” digital format.
Lockheed L18-08 Lodestar ZS-ASN photographs
ZS-ASN early days of aerial photography operations. Photograph: Graham Slough
Lockheed Lodestar ZS-ASN, ex SAA, in Aircraft Operating Company (AOC) livery. With DC-3 Dakota ZS-DJK also in AOC livery. Photograph: Chris Tanner
ZS-ASN post restoration by the SAA Apprentice School.
Lockheed Lodestar ZS ASN parked next to the Rand Airport Terminal building. 13 January 2005. Photograph: Michal Petrykowski
Lockheed L18-08 Lodestar ZS-ASN scale model by Jon Durant
Whilst on the subject of ZS-ASN below is a contribution from scale model builder Jon Durant in Cape Town.
Jon was commissioned by Alexander von Tutschek from Bath, England to build a model of ZS-ASN.
Alex and his wife Sharron have been annual visitors to the museum for several years now, see December 2016 newsletter.
Jon sent in the following:
“It all starts with good, accurate plans. It is then scaled to the required size. In this case 1:32 scale, making its wingspan 630mm.
Then, the master forms for vacuum forming are shaped out of MDF wood.
This took about a week of hand carving!
The forms have to be 1mm smaller all round to allow for the vacuum formed plastic.
The plastic parts are shaped and cut from the carrier sheet. Mating surfaces are sanded straight for good gluing.
Assembly is much the same as a kit model; however, all the internal parts need to be made.
These parts are made from plastic sheet, thin aluminium litho plate or resin cast. All seems are filled and sanded smooth.
At this point, it could be painted, but this model received an aluminium skin, essentially building TWO models into one.
The litho plate parts are annealed to soften them for compound curve forming. Many cladding parts are formed over yet ANOTHER model.
This one is resin filled to handle the pressure of metal forming.
Once the skinning is complete on all the sub-assemblies, panel lines are scribed into the metal surface.
All the parts are assembled in a jig, for alignment.
The entire model is rubbed down with scouring pads and cleaned with alcohol.
The livery is traced from original photographs in a vector file computer program.
(Thank you to John Austin-Williams for sending some good pictures to work from!) This helps masking layouts for spraying the cheat lines.
The black details are printed waterslide decals.
Thanks a bunch!
Jon Durant”
Jon Durant, left, handing over the Lodestar model to a clearly delighted Alex, 30 March 2017.
Pietenpol Air Camper
Text and photographs: John Illsley
This two-seat light aircraft was designed to be built by amateur aircraft constructors (often referred to as “homebuilders”) and is one of the most enduring designs of this type, having been built over a period of eight decades.
Originally designed by Bernie Pietenpol in the USA in the 1920s, it was intended to use simple construction methods and readily-available materials. The type first flew in 1929 and was subject to much testing and modification before plans were published. The original engine was a Ford Model-A car engine which gave a reliable and inexpensive (albeit heavy) power plant.
Hundreds of examples of these aircraft have been built across the world by amateur builders from the 1930s up to the present. Most have utilized modern motorcar or aircraft engines although there are still some flying in the USA with Ford Model A car engines.
It is not known who originally built this example, probably in the 1970s, which means that it was one of the first in South Africa. It was acquired in the 1990s by Otto Stumke, an SAA Flight Engineer who later passed it on to EAA Chapter 322. After deciding not to proceed with a rebuild to flying condition, it was donated by the EAA to the Aeronautical Society of Pretoria Boys High School in January 2014 on condition that it would be a static project. The school boys in this Society used the correct materials to undertake the rebuild, which stretched over four years.
The design was unusual in that a second version of the design was later developed in which the fuselage and tail assembly was built of tubular steel rather than the original wood.
This Air Camper has been restored to represent the all-wood design as originally envisaged by Bernie Pietenpol, including the use of spoked wheels and a dummy Ford car engine. One half of the airframe has been left uncovered to show the internal structure of an aircraft of this era.
The aircraft was placed on long term loan to the SAA Museum Society in August 2018.
2017.
2017.
2017.
2017.
Vickers Viking VC1A ZS-DKH c/n 121
ZS-DKH in Protea Airways livery in her heyday, Rand Airport June 1961. Photograph: Peter Keating.
The Vickers VC.1 Viking was a twin-engined short-range airliner derived from the Vickers Wellington bomber. The initial nineteen production aircraft (Mark 1A) carried between 21 and 24 passengers.
The fuselage was metal but the geodetic wings and tail planes were fabric covered.
The aircraft has two Bristol Hercules 630 engines. These are 14-cylinder two-row, sleeve valve, air-cooled radial engines developing 1,690 hp each.
The VC stands for Vickers Commercial, sometimes also called Vickers Civil.
Vickers Viking VC1A ZS-DKH Technical details
G-AHOT Possibly at Heathrow London Airport. Circa late 1940s. Photograph: Graham Hopkins
Built at the Vickers-Armstrongs factory in Weybridge, England, c/n 121 first took to the air on 30 August 1946, registered as G-AHOT with British European Airways and was used in the 1948 Berlin Airlift.
On 26 September 1954 she was sold to Trek Airways, registered ZS-DKH and operated in Protea Airways colours, a second airline of Trek, and for many years, transported hundreds of passengers on leisurely and scenic flights between South Africa and Europe.
One of the last people to fly on the Viking was the American singer Jim Reeves when he toured South Africa in late 1962.
Jim Reeves starred in the film "Kimberley Jim" (first called "Strike It Rich") filmed in South Africa in 1963. It was Jim's only full-length movie.
After 13.881 flying hours ZS-DKH was flown from Rand Airport to the old Baragwanath Airfield, original home of the Johannesburg Light Plane Club, on the 18th of December 1962 and was disassembled and transported by road to Armadale south of Johannesburg, where, in January 1963 she was placed atop the roof of the Caltex Garage owned by Victor Edward de Villiers and known as “Vic’s Viking Garage" where she became a famous, if forlorn, landmark.
The garage was previously known as "Vic's Goggomobile Garage".
On 5 March 1987, the Viking was replaced by SAAF Avro Shackleton 1723 and donated to the SAA Museum Society.
The Viking’s wings were removed and she was towed to the then Jan Smuts Airport.
Here she languished in the harsh African climate becoming a tatty hulk standing not too far from the engine run-up bay at OR Tambo International Airport.
Vic de Villiers with his photo album, 3 January 2015. Photograph: John Austin-Williams. Sadly Vic did not get to see the Viking moved to the museum, he passed away at age 93 on 8 October 2015.
Entry in Victor Edward de Villiers's logbook showing the date of ZS-DKH ferry flight from Rand Airport to Baragwanath Airfield, 18 December 1962.
Vickers Viking ZS-DKH just after being hoisted onto the support pillars, January 1963. The garage was known as "Vic's Goggomobile Garage". Photograph: Vic de Villiers collection.
The Viking atop Vic’s Viking Garage prior to ownership by the SAA Museum Society. Photograph: Hans Pearson.
ZS-DKH swapped for AVRO Shackleton 1723 on 5 March 1987.
SAAF Shackleton 1723 replaces Vickers Viking ZS-DKH. GPS co-ordinates for SAAF Shackleton 1723 at Vic's Viking Garage. -26.277447, 27.944654 (-26° 16' 38.81", +27° 56' 40.75")
ZS-DKH restoration began in earnest. At SAA Technical, 8 June 1991. Photograph: Omer Mees.
Restoration of ZS-DKH ground to a halt and got no further than this by 8 January 1994. Photograph: Omer Mees.
Almost 30 years after she arrived at the then Jan Smuts Airport the Viking was to be given the attention she deserved.
In early 2015, 28 years after her arrival at the then Jan Smuts Airport, there was renewed interest in the forlorn and derelict hulk, standing not too far from the engine run-up bay at OR Tambo International Airport, and preparations began in earnest to relocate her to the museum at Rand Airport.
Matt Harvey from SAA Technical took on the project and after almost a year of preparation the aircraft was ready to be relocated by December 2015, although she would have to wait until January 2016 to be finally moved.
During January of 2015 John "Jaws" Austin-Williams met up with John Illsley of Pretoria Boys High School. John expressed an interest in our museum and the preservation tasks we tackle and kindly offered the assistance of the boys from the Aeronautical Society of Pretoria Boys High.
The first Viking workday was held on Saturday 14 March with Matt plus John and his boys in attendance.
John reports…
“I had fifteen boys at ORT on Saturday and we managed to remove the two props. However, I don’t think Matt was given the right info about the wing attachment points as I’m convinced there are two huge pins that we didn’t count on and which could not be extracted. It is a nice project and the boys were very excited and useful up to a point. We will probably help again in mid-April at which point I hope we can pull off the wings and stabilizers.”
The Viking’s outer wings were removed on Saturday 18 April. Matt Harvey along with John Illsley and some lads from the Pretoria Boys High Aeronautical Society got the job done.
John Illsley sent in the following report:
"The Aeronautical Society of Pretoria Boys High returned to the SAA Technical Area on Saturday 18th April to resume battle with the wings of the Vickers Viking.
The work force was greatly diminished by the onset of the winter sports season at the school, but the small team just worked twice as hard!
While waiting for our crane to be returned from working on a current SAA airliner, we unpacked many of the items that have been stored inside the Viking fuselage, including seats that were from a more recent aircraft as well as the engine cowlings.
When our SAA technical man, Matt Harvey, returned with the crane we then set about removing the wing attachment pins that are located within the engine and undercarriage nacelle and which consist of a threaded and tapered pin that has its own cranking handle. These took a bit of persuading thanks to corrosion, but once removed the wings were suspended briefly on the nylon straps before being gently lowered onto old tyres.
By now well practised, the second wing came off even more quickly.
Unfortunately the tool we needed for removing the tail planes was not yet available and so we couldn’t remove these components.
The boys were taken for a walk through hangar eight and seeing the SAA maintenance activity was a big treat. We were again kindly hosted in the SAA Technical social area before heading home.
The boys are keen to be part of the actual moving of the aircraft to Rand Airport, but we will have to see if we are invited back!"
John and the Boys are most certainly invited back!
On Saturday the 15th of August the vertical stabiliser, rudder, horizontal stabiliser and elevators were removed.
Thanks to Leonie van Schalkwyk and Wynand Myburgh who assisted Matt Harvey.
Vickers Viking VC1A ZS-DKH relocation to Rand Airport
The forlorn Viking, Saturday 14 March 2015. Photograph: Flippie van Emmenis.
The cockpit of ZS-DKH. Photograph: Rudolph van Niekerk (aka John James).
Matt Harvey, centre back, John Illsley, right, and the boys of Pretoria High Aeronautical Society. Saturday 14 March 2015. Photograph: John Illsley.
Propeller being removed Saturday 14 March 2015. Photograph: Rudolph van Niekerk (aka John James).
Propeller being removed Saturday 14 March 2015. Photograph: Flippie van Emmenis.
Pretoria Boys High Aeronautical Society at work removing the propellers. Saturday 14 March 2015. Photograph: John Illsley.
Proud young lads of the Pretoria Boys High Aeronautical Society. Saturday 14 March 2015. Photograph: John Illsley.
Bristol Hercules 14-cylinder two-row air-cooled radial engine. Photograph Rudolph van Niekerk (aka John James).
Wing removal Saturday 14 March 2015. Photograph: Rudolph van Niekerk (aka John James).
Elevator securing bolt removal with Matt Harvey and a young aircraft enthusiast from Pretoria Boys High Aeronautical Society. Saturday 14 March 2015. Photograph: Flippie van Emmenis.
Plenty of effort was required to remove the right elevator! Saturday 14 March 2015. Photograph: Flippie van Emmenis.
Pretoria Boys High Aeronautical Society at work removing the wings. Saturday 18 April 2015. Photograph: John Illsley.
Pretoria Boys High Aeronautical Society at work removing the wings. Saturday 18 April 2015. Photograph: John Illsley.
No tail feathers! Saturday 15 August 2015. Photograph: Matt Harvey.
The Viking ready to be moved to Rand Airport. Saturday 15 August 2015. Photograph: Matt Harvey.
Surprisingly the tyres remained inflated after being pumped with nitrogen, on 2 December 2015, after many years of standing deflated! Photograph: Matt Harvey.
On Saturday, 23 January 2016, the Viking was moved from the grass down to the SAA technical hard stand. Photograph: Matt Harvey.
Bad news! Unfortunately the right hand tyre disintegrated. Tyres of the size 45x16.00-18 are unobtainable so... first problem to be solved. As at March 2016 we were looking for Douglas DC-8 main landing gear tyres, 44.5x16.5-18. Photograph: Matt Harvey.
Offloading the Viking’s wings at the museum, 9 March 2016. Thanks to Marlboro Crane Hire. Photograph: Matt Harvey.
Offloading the Viking’s wings at the museum. 9 March 2016. Photograph: Matt Harvey.
The next step was to find a suitable position to lift the Viking over the SAA Technical boundary wall.
Once identified a Geometric Route Clearance Report was prepared by ARC (Africa Route Clearance Consultants) and submitted to Gauteng Province, Department of Roads and Transport for approval in November 2016.
In May 2016 a pair of 41x15.0-18 tyres (as used on DC-9) was donated to the Museum by Brian Rothman of Square Air in Cape Town. Original Viking tyres were 45x16.00-18 and no longer obtainable. Although we had located suitable tyres for the Viking it was not possible to fit them at SAA Technical. A horizontal bar was fitted to the undercarriage and the Viking placed on top of a suitable dolly for ease of moving within SAA Technical.
Viking strapped to a dolly, and parked next to the radio aerial masts next to Jones Road. GPS -26.140890, 28.222734. 22 November 2016. Photograph: André Vivier.
Hoisting over the wall and into an adjacent service road. 21 January 2017. Photograph: Kyle Baytopp.
Matt G. Harvey and the SAA Technical crew, Stephanus Havenga, Morne de Kock and Mervyn Naicker. Saturday 21 January 2017. Photograph: Kyle Baytopp.
Marlboro Crane Hire crew. Saturday 21 January 2017. Photograph: Kyle Baytopp. Austin Dickson (Crane assistant), Difficult Tahernyika (Crane operator), Charl Schoeman (Health and safety Officer).
Transcor crew. Charles Bonginkosi Nhleko (rear escort) Solomon Fani Mnisi (front escort) Ian Manase (the truck driver) Jobe Mathebula (truck assistant) Thomas Rapela Baloyi (load supervisor) Saturday 21 January 2017. Photograph: Kyle Baytopp.
Ready to go. Sunday 22 January 2017. Photograph: John Austin-Williams.
A section of fence had to be removed to accommodate the width of the truck and its valuable cargo. Photographs: Kyle Baytopp.
Stephanus Havenga, grandson of Vic de Villiers.
Steve Schwartz, long-time museum member, along with his son Corbin, captured the motions on video.
07h30 sharp, Sunday 22 January 2017 and ZS-DKH rolls out the gate on her way to Rand Airport. Photograph: John Austin-Williams.
On Rondebult road about to cross the N12 highway.
We took the scenic route – tree-lined avenues and all.
Where is his "Fly Protea Airways" T-shirt?
A little close in some spots.
Cameraman Corbin Schwartz capturing the relocation on video.
Up the hill on Joubert street, on the east side of Victoria Lake.
Lake road; welcome to the City of Ekurhuleni.
Her new home. The Viking had left Rand Airport 54 years earlier!
Entering "Airport Park". Notice the "steering wheels" of the trailer. Photograph: Kyle Baytopp.
On finals. 21 January 2017. Photograph: Richard Hunt.
The man with the sheer determination to get the job done – Matt Harvey – thank you!
Athol Franz from African Pilot Magazine issues instructions to those posing for a group photo.
Dana Bensch, his wife Jeanette Bensch (née de Villiers), Jopppie Nieman from the Orange Tail Association, Drummond de Villiers and Lorraine Havenga (née de Villiers).
Thanks to SAA Technical Recovery Team for their assistance.
Thanks to Marlboro Crane Hire and Transcor. Photograph: Kyle Baytopp.
Definitely a smile there! Safely home. 22 January 2017.
Cartoon by the late Arthur Whitlock in his book “Behind The Cockpit Door”.
Plenty of work ahead. 22 January 2017.
The original tyres were rotten. The correct size, 45x16.00-18, is no longer available. 22 January 2017. Photograph: Kyle Baytopp
Over the years various parts of the fuselage have been damaged. Unfortunately a few items have gone missing, notably the passenger door, engine cowlings and tail cone. 4 February 2017.
The Geodetic construction of the wings, originally developed by British aeronautical engineer Barnes Wallis in the 1930s. 4 February 2017.
Ernst van der Toorn returning the tail wheel to Matt Harvey after repair work. 7 February 2017.
11 February 2017. Photograph: Bruce Perkins.
And now laughing! 18 February 2017
Wheels removed to go to ATT for the fitment of replacement tyres. 18 February 2017
The left hand engine is missing a cylinder! 18 February 2017
Bristol Hercules 630 1,690 hp (1,261 kW). 18 February 2017
18 February 2017
18 February 2017
If you don’t have stands… 4 March 2017
In May 2016 a pair of 41x15-18 tyres (as used on DC-9) was donated to the Museum by Brian Rothman of Square Air in Cape Town. Original Viking tyres were 45x16.00-18 and no longer obtainable. 7 March 2017.
Tony Greyvenstein. 14 March 2017. Photograph: Matt Harvey.
If you don’t have jacks…use a crane to change wheels. 15 March 2017. Photograph: Digby Sherwood.
New tyres, 41x15-18. 18 March 2017
New tyres, 41x15-18. 18 March 2017.
Various “feather” parts laid out ready for installation. 25 March 2017
Pretoria Boys High School Aeronautical Society lads lending a hand to clean out the interior. 24 October 2017.
Mike Paterson and Keith Lennard working on cockpit seats. 28 July 2018
Working on cockpit seats. 28 July 2018.
One of the first steps was to make the cockpit watertight, a difficult and frustrating task. 28 July 2018.
A daunting task lay ahead. 28 July 2018.
28 July 2018.
Work continued on the cockpit seats. 8 September 2018.
8 September 2018.
The Apprentices from Intelek Training and Consultation help fit the vertical stabiliser on 3 November 2018.
Work continues with making the cockpit water tight. 19 January 2019.
First cabin windows fitted. 19 January 2019.
More glazing. Keith Lennard, 25 January 2019.
Windows completed on the left side. 5 February 2019.
The Apprentices from Intelek Training and Consultation help fit the propellers. 20 February 2019. Photograph: Digby Sherwood.
Both props fitted. 20 February 2019. Photograph: Digby Sherwood.
Keith Lennard and the early days of cockpit restoration. 4 May 2019. Photograph: John Austin-Williams.
Lonely task. 4 May 2019. Photograph: John Austin-Williams.
Bit by bit. 4 May 2019. Photograph: John Austin-Williams.
4 May 2019. Photograph: John Austin-Williams.
4 May 2019. Photograph: John Austin-Williams.
4 May 2019. Photograph: John Austin-Williams.
It was quite tricky fitting the trim wheel. 4 May 2019. Photograph: John Austin-Williams.
4 May 2019. Photograph: John Austin-Williams.
The beginnings of overhead panels. 7 May 2019. Photograph: John Austin-Williams.
7 May 2019. Photograph: John Austin-Williams.
Richard Hunt chatting to Keith about the latest installations. Instrument panel and control columns. 22 June 2019. Photograph: John Austin-Williams.
22 June 2019. Photograph: John Austin-Williams.
Where correct parts are missing, improvisation works. 22 June 2019. Photograph: John Austin-Williams.
Correct item. 22 June 2019. Photograph: John Austin-Williams.
Floorboards installed. 4 September 2019. Photograph: Keith Lennard.
Cockpit partition before wood primer. Carpet and panels installed on spar section. 18 September 2019. Photograph: John Austin-Williams.
Cockpit partition after wood primer. 28 September 2019. Photograph: John Austin-Williams.
28 September 2019. Photograph: John Austin-Williams.
Rubber matting installed in the cockpit. 28 September 2019. Photograph: John Austin-Williams.
The beginnings of the radio operators table. 28 September 2019. Photograph: John Austin-Williams.
Looking aft. 28 September 2019. Photograph: John Austin-Williams.
Wings still to be fitted. 28 September 2019. Photograph: John Austin-Williams.
Partition painted. 5 October 2019. Photograph: John Austin-Williams.
Radio Operators station and cockpit lining in progress. 5 October 2019. Photograph: John Austin-Williams.
Storage cupboards installed in the cockpit. 16 October 2019. Photograph: Keith Lennard.
Storage cupboards installed in the cockpit. 16 October 2019. Photograph: Keith Lennard.
Great progress. 26 October 2019. Photograph: Keith Lennard.
Cockpit side window modified to allow air through-flow. It gets as hot as Hades working inside the Viking! 26 October 2019. Photograph: John Austin-Williams.
Radio station cladding completed. 26 October 2019. Photograph: John Austin-Williams.
The Viking now has a door, hand crafted from scratch courtesy of Aviation Rebuilders at Rand Airport. On the left is Bertie Havenga, in the centre is Abel Mabase and on the right is Lyn Jones. 12 December 2019. Photograph: Keith Lennard.
The Viking now has a door, hand crafted from scratch courtesy of Aviation Rebuilders at Rand Airport. 12 December 2019. Photograph: John Austin-Williams..
RHS wing bolts, taken out of storage for preliminary inspection. The left bolt is for the lower attachment. Interestingly they have built in ratchets with levers. The conical section is a roller. 21 December 2019. Photograph: John Austin-Williams.
Keith Lennard and Barry Neuwerth pondering the upcoming wing reattachment. 21 December 2019. Photograph: John Austin-Williams.
Patiently awaiting the fitting of her wings. 15 January 2020. Photograph: John Austin-Williams.
Looking forward. 8 August 2020. Photograph: John Austin-Williams.
Wooden walls installed for the galley and toilet. 8 August 2020. Photograph: John Austin-Williams.
Cockpit. 8 August 2020. Photograph: John Austin-Williams.
The beginnings of the galley. 8 August 2020. Photograph: John Austin-Williams.
Galley and Toilet walls. 8 August 2020. Photograph: John Austin-Williams.
Galley and Toilet walls painted. 3 October 2020. Photograph: John Austin-Williams.
Modern toilet and period-correct James Beresford & Son brass basin donated by Rohan Vos of Rovos Rail. 3 October 2020. Photograph: John Austin-Williams.
James Beresford & Son brass basin. 3 October 2020. Photograph: John Austin-Williams.
Right wing fitted 20 January 2021. Photograph: Matt Harvey.
Progress with the gally. 23 January 2021. Photograph: John Austin-Williams.
More items added to the cockpit. 23 January 2021. Photograph: John Austin-Williams.
The amount of damage to various areas on the aircraft was substantial. Mike Paterson complete with face mask making repairs to bent and buckled metalwork. 23 January 2021. Photograph: John Austin-Williams.
Left wing awaiting fitting. 23 January 2021. Photograph: John Austin-Williams.
Keith and Sue Lennard discussing restoration work on the elevator. 23 January 2021. Photograph: John Austin-Williams.
Fitting the left wing. 10 March 2021. Photograph: Matt Harvey.
Awaiting fitment of the rudder. 27 March 2021. Photograph: John Austin-Williams.
The right hand tyre refused to remain inflated, despite at least three trips to the tyre shop. 21 August 2021. Photograph: John Austin-Williams.
Fitting the repaired wheel. 4 September 2021. Photograph: John Austin-Williams.
Repairs needed to the elevators prior to cladding. 16 February 2022. Photograph: Jörg-Dieter Zmich.
Cladding of the elevators, Ashley Boekhoven and Keith Lennard. 23 February 2022. Photograph: John Austin-Williams.
Mike Paterson fitting brackets to support the pieces of donated scrap chromadek used as cladding. 26 February 2022. Photograph: John Austin-Williams.
Keith Lennard using cardboard to make templates in order to get the correct shape for cutting chromadek. 26 February 2022. Photograph: John Austin-Williams.
Repairs effected and ready for further cladding. 26 February 2022. Photograph: John Austin-Williams.
Test-fitting number 2 engine cowlings. 26 February 2022. Photograph: John Austin-Williams.
Over the years loose parts “went missing” and new/suitable parts had to be made from scratch. Here the top hinge section of the cowling is missing and required a suitable substitute fabricating. 26 February 2022. Photograph: John Austin-Williams.
Number one engine was missing its top left engine cowling section. 26 February 2022. Photograph: John Austin-Williams.
Number 2 engine cowlings complete. 26 February 2022. Photograph: John Austin-Williams.
Rudder looking good. 26 February 2022. Photograph: John Austin-Williams.
Left elevator looking good. 26 February 2022. Photograph: John Austin-Williams.
Number two engine top cowling fitted. 5 March 2022. Photograph: John Austin-Williams.
Number two engine top cowling fitted. 5 March 2022. Photograph: John Austin-Williams.
Mike Paterson left and Keith Lennard cutting donated recycled chromadek signs to size for use as cladding. 7 March 2022. Photograph: John Austin-Williams.
Mike Paterson left and Keith Lennard fitting chromadek sheet. 7 March 2022. Photograph: John Austin-Williams.
Mike Paterson left and Keith Lennard fitting chromadek sheet. 7 March 2022. Photograph: John Austin-Williams.
Mike Paterson left and Keith Lennard fitting chromadek sheet. 7 March 2022. Photograph: John Austin-Williams.
Mike van Breda applying primer. 3 June 2022. Photograph: Jörg-Dieter Zmich.
Mike van Breda applying primer. 3 June 2022. Photograph: Jörg-Dieter Zmich.
Number two engine painting progress. 4 June 2022. Photograph: John Austin-Williams.
Number one engine painting progress. 4 June 2022. Photograph: John Austin-Williams.
Keith Lennard fitting fabricated substitute engine cowling securing strips in place of original clasps. 11 June 2022. Photograph: John Austin-Williams.
Keith Lennard fitting fabricated substitute engine cowling securing strips in place of original clasps. 11 June 2022. Photograph: John Austin-Williams.
Later winter afternoon. 11 June 2022. Photograph: John Austin-Williams.
Mike van Breda hard at work with surface preparation and application of primer and paint. 1 July 2022. Photograph: Jörg-Dieter Zmich.
Collecting the repaired right hand tyre. (Note the Lockheed Lodestar left hand tyre also repaired.) 19 July 2022. Photograph: Jörg-Dieter Zmich.
Steady progress with primer and first coat of white. 2 August 2022. Photograph: Jörg-Dieter Zmich.
Cladding progressing along the left wing. 5 November 2022. Photograph: John Austin-Williams.
Cabin Steward galley switch panel. 5 November 2022. Photograph: John Austin-Williams.
As a result of several unsuccessful attempts at getting the right hand tyre to remain inflated the decision was taken to make up suitable axle stands. 12 November 2022. Photograph: John Austin-Williams.
Wall cladding now fitted in the toilet. 16 November 2022. Photograph: John Austin-Williams.
The galley. 16 November 2022. Photograph: John Austin-Williams.
Ivan Matshabane painting the lower fuselage. 15 December 2022. Photograph: Kurt Gruneberg.
Tail wheel support. 31 December 2022. Photograph: John Austin-Williams.
Cockpit progress. 31 December 2022. Photograph: John Austin-Williams.
Cockpit progress. 31 December 2022. Photograph: John Austin-Williams.
Cockpit progress. 31 December 2022. Photograph: John Austin-Williams.
Cockpit progress. 31 December 2022. Photograph: John Austin-Williams.
Tail cone fabrication progress. The original tail cone disappeared many moons ago. 25 January 2023. Photograph: Mike Paterson.
Ashley Boekhoven and Mike Paterson removing a severely damaged wing tip for repair. 4 March 2023. Photograph: John Austin-Williams.
Ashley Boekhoven removing a severely damaged wing tip for repair. 4 March 2023. Photograph: John Austin-Williams.
Steady progress with the tail cone. 4 March 2023. Photograph: John Austin-Williams.
The inside of the tail cone. 21 March 2023. Photograph: John Austin-Williams.
Note the tail cone structure. 21 March 2023. Photograph: John Austin-Williams.
Communication system between galley, cabin and cockpit. 21 March 2023. Photograph: John Austin-Williams.
Galley switch panel. 21 March 2023. Photograph: John Austin-Williams.
Non-period correct passenger call button and air vent. 21 March 2023. Photograph: John Austin-Williams.
Wooden strips installed to support cabin fuselage cladding. 21 March 2023. Photograph: John Austin-Williams.
Additional overhead instruments panel completed. 21 March 2023. Photograph: John Austin-Williams.
Keith Lennard masking up for the cheat lines. 14 April 2023. Photograph: Kurt Gruneberg.
At long last some colour. 15 April 2023. Photograph: John Austin-Williams.
Mike Paterson working on the repaired wing tip. 15 April 2023. Photograph: John Austin-Williams.
More colour. 22 April 2023. Photograph: John Austin-Williams.
Right hand flap. This will be left exposed for the public to view. 22 April 2023. Photograph: John Austin-Williams.
Clearly showing the geodetic construction of the wing. This will be left exposed for the public to view. 22 April 2023. Photograph: John Austin-Williams.
Mike Paterson pointing out the hand-made oil cooler. 10 May 2023. Photograph: John Austin-Williams.
Hand-made oil cooler. 10 May 2023. Photograph: John Austin-Williams.
Full of colour and awaiting titles. 17 May 2023. Photograph: John Austin-Williams.
Front sections of both engine cowlings will need to be fabricated; the originals are long gone. 17 May 2023. Photograph: John Austin-Williams.
Silver paint on the wing leading edges and tip now applied. 26 June 2023. Photograph: John Austin-Williams.
Two replica fibreglass radio compass antennas, model LP-21-A fitted. An original LP-21-A was used to make a mould; it’s on display in the museum’s Simulator and Radio Room. 26 June 2023. Photograph: John Austin-Williams.
Adding of Protea titles by Signco. Cherry Picker courtesy of Eazi Access. 26 June 2023. Photograph: Slindile Mondlane of Eazi Access.
Protea Lugdiens. 1 July 2023. Photograph: John Austin-Williams.
Resplendent in Protea Lugdiens titles. 1 July 2023. Photograph: John Austin-Williams.
The Protea logo on the nose, right hand side. 1 July 2023. Photograph: John Austin-Williams.
Proteas Airways. 13 July 2023. Photograph: John Austin-Williams.
The old Viking dwarfed by the museum’s Boeing 747SP, ZS-SPC, “Maluti”. 13 July 2023. Photograph: John Austin-Williams.
Vickers Viking VC1A ZS-DKH titles artwork
ZS-DKH on top of Vic’s Viking Garage. Photograph: SAA Museum archives, donated from the Jim Reeves collection.
Vickers Viking preserved examples
Updated 2017/01/19
The table below lists known surviving Vickers VC.1 Viking aircraft. VC = Vickers Commercial.
End of Volume II of II
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