VH-ECC Pacific Endeavour
|01APR58||Ordered by Qantas|
|10AUG59||Application for CofR and CofA by Qantas Empire Airways Ltd. (Source: 1)|
|24NOV59||CofR 3278 and CofA 3278 issued to Qantas as VH-ECC (Source: 1)|
|25NOV59||Delivered to Qantas at Burbank. Specification No. 10637-14 (Contract TLX-218). (Source: 2)|
|28NOV59||Arrived Sydney on delivery as "Pacific Endeavour" (Capt K. Nicholson)|
|08NOV60||T.T. 1900.42 hours (Source: 1)|
|25JAN61||Due to depart for Lockheed, Burbank for wing and engine mount modifications|
|31JAN61||Entered LEAP as LEAP #73 QEA-3|
|03OCT61||Operated inaugural service Sydney to Wellington (Capt J.S. Ross) (Source: "The Australian Air Mail Catalogue")|
|04OCT61||Operated inaugural service Sydney to Auckland (Capt J.S. Ross) (Source: "The Australian Air Mail Catalogue")|
|07OCT61||Operated inaugural service Auckland to Melbourne (Capt F.S. Furniss) (Source: "The Australian Air Mail Catalogue")|
|31OCT61||T.T. 4018.35 hours (Source: 1)|
|18OCT62||T.T. 5523.36 hours (Source: 1)|
|13JUN63||Last reweigh by Qantas. Empty Weight 58,456 lbs. (Source: 2)|
|01NOV63||T.T. 7238.38 hours (Source: 1)|
|26OCT64||T.T. 9355.46 hours (Source: 1)|
10805.00 hours. Total Landings 4147. The aircraft was configured
with 12 De Luxe and 58 Economy seats.
|15APR65||The New Zealand Minister for Civil Aviation announced that Air New Zealand would purchase an Electra from Qantas to replace the crashed ZK-TEC. (Source: Australian Air Log Vol 1 No 4, April 1965, p.33)|
|17APR65||Operated its last Qantas service|
from Australian register. Change of ownership to Air New Zealand as
ZK-CLX. Departed for Auckland all on the same date. (Source:
Departed Sydney on its first commercial service for Air NZ as ZK-CLX in full Qantas livery but with the Australian flag and registration removed. (Source: Australian Air Log Vol 1 No 4, April 1965, p.33)
|28APR65||Noted at Sydney with the name Qantas painted out. (Source: Australian Air Log Vol 1 No 4, April 1965, p.33)|
at Sydney still in Qantas colours but with Air New Zealand titles.
(Source: Australian Air Log Vol 1 No 5, May 1965, p.49)
|16FEB68||Sold to California Airmotive Corp as N1968R|
|22FEB68||Sold to Reeve Aleutian Airways Inc, Anchorage, Alaska as N1968R|
route Anchorage to Cold Bay, the crew noticed an unusual vibration
while climbing from FL190 to FL250. The flight engineer went aft to
inspect the engines and propellors but noted nothing unusual. A flight
attendant went forward to report to the captain that nothing unusual
had been observed, when the vibration increased in intensity. As the
flight attendant left the flight deck, she looked out the right hand
window and saw the number 4 propellor separate, striking the fuselage.
This caused a rapid decompression which resulted in a partial collapse
of the cabin floor, jamming some control cables. The crew began an
emergency descent but found that control was difficult and that they
could not reduce power from cruise setting. The autopilot provided
minimal control while lowering and retracting the undercarriage with
the number 2 engine shut down enabled the crew to descend and climb.
Despite these difficulties, which initially indicated a ditching,
the crew managed to return to Anchorage. On their second approach,
the aircraft touched down nosewheel first at high speed and the crew
shut down the remaining two engines which deprived them of hydraulic
braking and nosewheel steering. The aircraft departed the runway at
slow speed, partially entering a ditch. The aircraft remained on its
undercarriage and further damage was limited to that caused by main
gear brake fires which were extinguished by the fire services before
spreading. The reason for the propellor separation could not be determined
as the propellor had fallen into the ocean. |
[Extracted from NTSB Report DCA83AA029]
The aircraft was subsequently repaired and returned to service.
|JAN01||Following the bankruptcy of Reeve Aleutian, N1968R was acquired by Air Spray (Canada) for conversion to a fire bombing tanker. N1968R had served Reeve Aleutian for 33 years!|
|12JUN01||Registered C-GHZI to Air Spray 1967 Ltd., Edmonton, Alberta, Canada. The aircraft is marketed by Air Spray as a "Long Liner", a name derived from its ability to drop a long line of retardant.|
|28DEC04||Report that C-GHZI Tanker 84 has completed its first season as a tanker.|
|27MAY10||Michael Hogan, an Electra captain with Airspray, advises that C-GHZI is now marked as Tanker 484. Although originally marked as T-84, the proliferation of tankers made it necessary to carry the full three digit call-sign on the aircraft. The aircraft operates as "Airspray 484".|
|File C3905/2 VH/ECC Pts 1 & 2 (22) N.A.A., Chester Hill. Sourced by Chris O'Neill.|
|L188C Aircraft VH-ECC Specifications issued by Qantas Empire Airways, 11th April 1965. This document defines the configuration and mod state of VH-ECC at the time of its sale to Air New Zealand.|
Added an image of ZK-CLX thanks to Peter Gates.
Added information from Source 2 thanks to Robert Phillips.
Refreshed page layout with no change to data.
Added further details of the sale to Air NZ in APR/MAY 65.
Added three images thanks to Peter Gates and Ken Watson.
Update and three recent photos added thanks to Michael Hogan.
Added an image of C-GZHI in interim Air Spray livery thanks to Peter Gates.
Added an image of VH-ECC in colour. Thanks to Christopher Bateman.
Added Tanker Number 84 thanks to a source at Air Spray.
Added several new references extracted from file C3905/2 VH/ECC Pts 1 & 2 (22) N.A.A., Chester Hill by Chris O'Neill.
Added to Canadian Register.
Added LEAP details thanks to Pete Clukey.
Additional material thanks to John Wilson.
Additional images thanks to Peter Gates.
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