Airlines of N.S.W.

IATA Code: WX

ICAO Code: -

Known As: Air New South Wales

Full Name: Air New South Wales Pty Ltd

Country: Australia

Call sign: Newsouth



Objects in Collection







Brief History


On 17 December, 1959, Butler Air Transport Ltd. was renamed Airlines of N.S.W. Pty Ltd. The 1st operation under the new name was on 19 December.

Under the new Ansett management, the airline had been reformed & the aircraft types in operation were vastly different than those of 12 months before. With the removal of the Airspeed Ambassadors & Vickers Viscount 747s, over the previous year, the new Airlines of N.S.W. settled on an operation of Convair CV-440 & Douglas DC-3 aircraft, with the Fokker F.27 Friendship on order & about to enter service. On 17 December, Airlines of N.S.W. took over management of Ansett Flying Boat Services Pty. Ltd.

On 19 December, Airlines of New South Wales began operations & introduced their 1st Fokker F.27, VH-FNB.
VH-FNB was only the second Fokker F.27 aircraft in operation within the Ansett group of airlines at the time & the first of the type in the country to be used on purely intrastate services VH-FNA was serving with ANSETT-ANA & MMA’s VH-MMS began its WA intrastate services on 28 December). 

The introduction of its first F.27 aircraft was the start of a long association with Fokker aircraft, which would last until the closure of the airline. On the same date, Convair CV-440 VH-BZN entered service; joining VH-BZF & VH-BZI. It served with the airline only until 25 February, 1960. On 12 January, 1960, Convair CV-440 VH-BZH was transferred to Airlines of South Australia.

During February, newly-delivered Fokker F.27 Mk. 200 Friendships VH-FNC & VH-FND entered service, to replace Convair CV-440s.
On 25 February, Convair CV-440 VH-BZN was also transferred to Airlines of South Australia.

On 15 April, Airlines of N.S.W. commenced a Sydney-Broken Hill-Alice Springs Convair CV-440 Mon/Wed (terminating at Broken Hill until 17 May) & Fri service. The return services operated Tue/Thu (commencing at Broken Hill until 17 May) & Sat.

During April, Reg Ansett & ATI made a takeover bid for East-West Airlines.  East-West Airlines shareholders were offered eight ATI shares at 5/- each for each £1 East-West share or £2/16/- cash for each fully paid East-West share. 

The offer was turned down by the East-West Airlines Board, in part was because, in May, the N.S.W. Government offered East-West Airlines to extend the Company’s franchises, to ensure the continued development of services to the country areas, subject to satisfactory assurances, which would prevent share transactions to place control of East-West Airlines in the hands of a monopoly, referring to ATI.  That clearly showed that the State Government of N.S.W. was moving against Airlines of N.S.W. & ATI in general & that it would clearly support locally-based airlines above what it saw as foreign monopolies.

By early-July, Airlines of N.S.W.’s fleet consisted of one 40-seat Fokker F.27 Mk. 200 (VH-FNB), two 52-passenger CV-440s (VH-BZF & VH-BZI) & five 28-passenger Douglas DC-3s (VH-AOI, VH-AVL, VH-ANR, VH-BDU & VH-INI).

On 11 July, ANSETT-ANA commenced a Monday & Thursday return Viscount service Melbourne-Broken Hill-Alice Springs.  Airlines of N.S.W. withdrew its Sydney-Broken Hill-Alice Springs services, but recommenced them later in 1960.
On 11 July, Convair CV-440 VH-BZF was returned to ANSETT-ANA (although it returned 03 July, 1971-May 1962).

On 14 July, Convair CV-440 VH-BZI operated the last Airlines of N.S.W. Convair service, Sydney-Coffs Harbour-Casino-Oakey-Sydney.  It was then also returned to ANSETT-ANA.

On 12 December, DC-3 VH-INI crashed into the sea during a training flight; killing the flight crew.
On 16 December, DC-3 VH-BDU operated the airline’s inaugural Sydney-Moruya-Merimbula-Melbourne service. This was a twice-weekly service.        
                
By early-1961, the Labor Government in New South Wales moved to rationalise the air services within the state.  The State was in a unique position of having two intrastate airlines operating within it. Airlines of N.S.W. was no longer a N.S.W. state-based & owned business &, as a result, the State Government’s emotional ties now lay with the other New South Wales operator, East-West Airlines.  The State Government was seeking to mirror the national Two Airline Policy system, by effectively giving both Airlines of N.S.W. & East-West Airlines approximately 50% each of the state’s passenger market. 

The net effect of that policy would be to control, & even reduce, the expansion of Airlines of N.S.W, within the state of N.S.W. at least.  During 1961, the disparity between Airlines of N.S.W. & East-West was considerable, as the table below shows in some detail.  Airlines of N.S.W. held the advantage of holding a majority of the more lucrative routes within the state - most of these had been granted to the airline during the 1940s & 1950s, when the airline was still operating as Butler Air Transport.

Airlines of N.S.W.                                                      East-West Airlines

Route Miles    5,817 miles (9,362km)                        4,056 miles (6,527km)
Hours flown    18,386                                                11,169
Passengers    264,790                                             123,540
Passenger Miles    6,3702,100 (102,518,592 PK)    26,488,700 (42,629,430 PK)
Load Factor    55.4%                                                52.4%
NSW Intrastate Market Share    70%                         30%
F.27 Fleet    4                                                            1

To that end a survey of the routes operated by each of the carriers was undertaken by the N.S.W. Department of Motor Transport in 1961, under the control of W. A. Walsh.  John Borthwick, the former N.S.W. Manager & Commercial Director of TAA, assisted the Department in the survey.  he results of the survey showed that, if the proposed changes were to be incorporated, East-West would secure 49% of N.S.W. intrastate traffic. Airlines of N.S.W. duly protested, claiming that this would result in a £500,000 per year loss of revenue to the airline. 

The report estimated that the swapping of the proposed routes would allow East-West to generate an extra £400,000 to £500,000 in revenue each year (& presumably that amount would be lost by Airlines of N.S.W.), which would in turn increase its profit to approximately £50,000 per year. That would then realign the market share to 51% for Airlines of N.S.W. & 49% to East-West Airlines.  The Government decided that Airlines of N.S.W. would hand over routes from Sydney to Narrabri, Scone, Moree, Forster, Kempsey, Casino, Dubbo & Coffs Harbour to East West Airlines.  East West Airlines would, in turn, hand over services from Sydney to Orange, Cowra, Condobolin, Temora, Lake Cargelligo & West Wyalong to Airlines of N.S.W.. 

The handover date set by the Government was 17 December, 1961, although the airlines were only told of this change on 26 October.  That date applied to all the proposed routes, except the Sydney-Moree-Narrabri services, which were to be handed over within 24 days. The airlines were given less than seven weeks to make all the necessary operational changes required to operate new services. East-West was in even bigger trouble, as it lacked the aircraft equipment to operate all the additional services it had been selected to operate.

Ansett then challenged the decision of the N.S.W. State Government & the matter was referred to the High Court on 10 November.  Ansett alleged that there were inconsistencies between the State & Federal legislation on the licensing of airline operations within N.S.W.. All parties agreed that the status quo was to be maintained & no routes were to be swapped until the High Court’s decision was handed done. See under 1964 for further information.

From February, Airlines of N.S.W. operated the N.S.W. Department of Land’s DC-3 VH-BUR on the largest aerial-mapping program ever undertaken in N.S.W.  The survey was finally completed in November 1965. The aircraft was owned by the Department, and was never used for airline operations.

During March, Fokker F.27 Mk. 200 Friendship VH-FNG, entered service, giving the airline a fleet of 4 F.27s & 8 DC-3s.
Airlines of N.S.W. Pty. Ltd.   
             
From 19 June, 1961, the Airlines of N.S.W. DC-3 services Sydney to/from Wilcannia were replaced by a light aircraft Broken Hill-Wilcannia Tuesday & Wilcannia-Broken Hill Thursdays (believed to have been operated by Broken Hill-based Silver City Air Taxis, which carried mail throughout the far west), connecting with F.27 services at Broken Hill.  It was replaced by
a car service in approximately January 1963. During August, DC-3 VH-ANM left the fleet; being transferred to South Pacific Airlines of N.Z. (SPANZ).

During 1961, DC-3 VH-ANQ joined the fleet; before leaving in December.
During May 1962, Fokker F.27 VH-FNB was transferred to ANSETT-ANA, although it still operated some services for Airlines of N.S.W. On 20 May, Douglas DC-3 VH-ANJ joined the fleet, staying until January 1965.

On 11 November, Fokker F.27 Mk. 200 VH-FNB was damaged at Canberra, whilst operating an Airlines of N.S.W. service.
From approximately January, 1963, Airlines of N.S.W.’s light aircraft connections Broken Hill-Wilcannia-Broken Hill were replaced by a car connection.  On 06-07 April, 20-21April & 04-05 May, an unknown chartered 40-seat ANSETT-ANA F.27 Mk. 200 operated ANSW’s WX1006/1005 Sydney-Proserpine-Sydney services.

On 19, 22, 24 April & 06 May, an unknown, 50-seat, ANSETT-ANA DC-4 operated Sydney-Wagga Wagga-Sydney.
On 29 April, 1963, an unknown ANSETT-ANA Viscount 700 was chartered, while ANSW F.27s were having radar fitted. It operated WX1081/2 Sydney-Wagga Wagga-Sydney. On 01 & 03 May, an unknown ANSETT-ANA Viscount 800 was chartered, while ANSW F.27s were having radar fitted.  It operated WX1081/2 Sydney-Wagga Wagga-Sydney.

On Friday 03 May, an unknown, chartered 29-seat East-West Airlines DC-3 operated Flights WX1085A/1086A Sydney-Narrandera-Sydney.  Despite the indecision on route licences within N.S.W., the airline still managed to make modest profits.  For the year ending 30 June, 1963, the airline made a profit of £12,789. With the airline having a paid-up capital of £281,096, & a fleet value of £1,628,337.

In July, the services to Tooraweenah & Baradine ceased, due to very limited patronage, whilst services began to the new airport at nearby Coonabarabran. A car connection was provided between Baradine & Coonabarabran. Between 05 August & 12 September, the airline chartered QANTAS DC-4 VH-EDB, whilst a F.27 was in maintenance; as no Ansett aircraft was available.  It served Casino, Coffs Harbour, Oakey, Cooma & Wagga Wagga from Sydney.            

During 04-07 October, 1963, an unknown QANTAS DC-4 was chartered to operate Sydney-Casino-Sydney, Sydney-Cooma-Sydney & Sydney-Wagga Wagga-Sydney (see under DC-4s VH-EDA & VH-EDB). On 13 December, Airlines of N.S.W. introduced Douglas DC-4 VH-INJ into their service.  It was mainly used on their Casino, Coffs Harbour & Dubbo; although it was licensed for Broken Hill, Cobar, Cooma, Oakey & Wagga Wagga.

In the financial year ending 30 June, 1964, Airlines of N.S.W. made a significantly-increased profit, of £102,170, on a paid-up capital of £281,096 & a fleet value of £1,728,996.hat resulted in a dividend of £100,000 being paid to A.T.I.

Eventually, in 1964, the High Court made its decision on the N.S.W. Labor Government’s attempts to rationalise its intrastate air services. It found that the State did have the right to order the changes as part of its regulation of state air services.  An appeal to the Privy Council in the UK was made by Ansett & this was also lost. 

The N.S.W. Government then nominated 12 October, 1964 as the new date for the route transfers between the airlines to occur.   Then enter the Federal Government.  Between Airlines of N.S.W. & East-West Airlines, the Federal Government paid out a subsidy of £70,000 a year for the two operators to use on their developmental routes within the state.  The Federal Government believed that since it paid the subsidies, then they should be able to control what routes the airlines operated on, & if the state wished to override that, then they should be prepared to pay these subsidies. 

At that stage Airlines of N.S.W. made a £56,869 profit, while receiving £44,000 in subsidies, while East-West made a £5,000 profit on £25,700 worth of subsidies.  East-West was also in a bind of its own, having a contractual agreement with the Commonwealth not to fly any new routes without the approval of the Commonwealth within three months of its last subsidy payment receipt.  East-West required these monthly payments for its very survival. 

So East-West was now to decide to either forfeit its much-needed subsidies, or to increase its network.  The Prime Minister then spoke to the Premier of N.S.W., stating that the Commonwealth was prepared to continue payment of these subsidies, as long as the State would not allow any new routes to be developed without the expressed permission of the Civil Aviation Department.  Through the whole situation, the Minister for Aviation, Senator Paltridge was attempting to persuade the management of East-West Airlines to accept the takeover offer by ATI, but Ansett was no longer interested in East-West, as he stated that was the main reason for the carve up of routes in the first place.

By September, the airline’s fleet consisted of three F.27 Mk. 200s (VH-FNC, VH-FND & VH-FNG), one DC-4 (VH-INJ) & two DC-3s (VH-ANJ & VH-ANR); plus special services DC-3 VH-BUR. with another F.27 (VH-FNJ) on order.
On 02 October, the Federal Government changed the Air Navigation Regulations to give the Commonwealth control over intrastate air services.  The N.S.W. Government passed legislation on 13 October, which required all commercial air services in N.S.W. to have a State licence, or face a £20,000 penalty. 

The dispute then degraded into States’ Rights versus the Commonwealth’s authority in aviation matters battle, which would eventually drag on for another 12 months until late in 1965.Airlines of N.S.W. had a Commonwealth licence to operate flights between Sydney & Dubbo, but did not have a State licence under the newly-passed state laws regulating aviation in N.S.W..
             

On 23 October, 1964, Airlines of N.S.W. sought an injunction from the High Court, to prevent the New South Wales Government from enforcing laws that would prevent it from servicing the Sydney to Dubbo route.  On 26 October, the airline increased the pressure, by operating an indirect route to Dubbo via Canberra, thus crossing a state border & therefore seeking to avoid the application of the New South Wales laws. Dubbo bound passengers were carried on ANSETT-ANA services to Canberra, from where they would catch the double daily Airlines of N.S.W. service to Dubbo. The operation involved a financial loss reported to be £400 per day. 

The distance for the non-stop services was 320km (200 miles), while the service via Canberra was 550km (345 miles).
The fare was set at only 15/- for the Canberra to Dubbo sector, while the Sydney to Dubbo fare was kept at the same level as the direct services, £5/19/-.  A side advantage soon appearing for the airline was that many people were taking up the low fare with passenger numbers flying between Canberra & Dubbo quickly growing. 

On some services they made up half the passenger loads carried.  N.S.W. Premier, Mr. Renshaw, stated when Airlines of N.S.W. applied for a Commonwealth licence to operate between Canberra & Dubbo “The Commonwealth is prepared evidently, to accede to any request which Mr Ansett should make”. The opposition leader in N.S.W., Mr Robert W. Askin, said that Renshaw had “deliberately engineered” the situation at Dubbo for his own political gain.  The High Court handed down its decision in February 1965.

In January 1965, DC-3 VH-ANJ left the fleet.

On 20 January, Fokker F.27 Mk. 200 Friendship VH-FNJ entered service.

On 03 February, 1965, the High Court, in the case of Airlines of New South Wales Pty Ltd vs. New South Wales, found that air navigation within a state could be regulated by the Commonwealth to the extent that it provided for the safety of, or prevention of, physical interference with, interstate, or foreign air navigation.  The High Court arrived at much the same decision as it had in 1962, that is both state & Commonwealth legislation was valid in civil aviation matters.

The situation at Dubbo continued until 14 May, when Airlines of N.S.W. was given a temporary State licence to operate the route non-stop to Sydney.  Normal non-stop services commenced three days later, on 17 May.  Ansett eventually retained the Dubbo service, after ATI offered to move all of its turboprop & piston engine maintenance to the town, which it did in 1969.
The facility was completed at a cost of £200,000 & initially employed 100 staff.

The New South Wales elections of 1966 saw the Labor Party defeated & a new Liberal Government elected, with Mr Robert W Askin as the new Premier.  The Liberal Government proceeded with a very watered down version of the changes, with East-West Airlines gaining some new routes from Airlines of N.S.W., but it was nothing like what had been originally proposed, five years earlier.  East-West gained services to Bathurst, Parkes, Kempsey & Scone.

That then realigned the market share to 58.5% for Airlines of N.S.W. & 41.5% for East-West.  While Airlines of New South Wales won the case, as late as 1984 Airlines of New South Wales (by then trading as Air New South Wales) was continuing to share the New South Wales regional market with East-West Airlines, with each having a monopoly over certain intrastate air passenger routes.

In the financial year ending 30 June, 1965, Airlines of N.S.W. made a greatly-reduced profit of £37,841, after losses due to the ongoing battles over routes, particularly to/from Dubbo,  with legal costs of £26,183.  A dividend was again paid to ATI during the period, this totalling £25,000.
In 1965, after the defeat of the N.S.W. State Labor Government, the new Liberal/Country Party State Government introduced a much watered-down version of the 1961 Labor proposal to divide the State’s intrastate services between Airlines of N.S.W. & East-West Airlines.  East-West gained only Bathurst, Kempsey, Parkes & Scone; giving them 41.5% of the intrastate market share.
             

At the beginning of 1966, the airline’s fleet consisted of four F.27s & four DC-3s.

During the financial year ending 30 June, Airlines of N.S.W. sold all its aircraft to parent company Ansett Transport Industries Ltd., for £1,239,193, including aircraft, engines & related spares.
A capital loss of some £220,000 was recorded by the airline, as a result of the transfer, resulting in a net profit of just £27,258.

During August, the airline discussed with the Walgett Shire Council their concerns about the continuing severe losses incurred by their DC-3 operations to Burren Junction, Collarenebri, Coolah, & Goodooga.  They advised the following figures for total passengers & average passengers per flight to/from the towns, for financial years 1965/66:
Burren Junction (78, average of 0.46), Collarenebri (359, average 2.4), Coolah (487, average 3.0) & Goodooga (273, average 1.6).

On 02 October, the airline ceased services to Burren Junction, Collarenebri, Coolah & Goodooga, due to greatly-reduced patronage, amid rising costs, leading to losses of some $55,000 annually.

As of 01 January, 1967, Airlines of N.S.W. replaced many Riverina DC-3 services with Piaggio P.166B services, as follows:
Mon & Wed: Griffith-Hay-Griffith, Narrandera-Wagga Wagga-Narrandera, Griffith-Hay. Tue & Thu Hay-Griffith (connecting with the morning F.27 service to Sydney) Fri Griffith-Hay - to connecting with Sydney services.Hay-Griffith-Narrandera-Wagga Wagga-Narrandera-Griffith - connecting with ANSETT-ANA services to Melbourne. 
The P.166B then remained at Griffith until Monday.

Piaggio P.166B VH-PQA was introduced around 19 January, with the earlier services probably operated by chartered P.166 VH-PGA.

As of January, with the planned introduction of their 5th F.27, Airlines of N.S.W. planned to cease DC-3 operations as soon as possible.  However, they ran into problems with their services to Burren Junction, Coolah, Collarenebri & Goodooga, as the DCA were unable to upgrade their strips from DC-3 to F.27 standard.  Airlines of N.S.W. began twice-daily services from Sydney to Narrabri & Moree, with Davey Air Services providing connecting services at Moree, to/from Collarenebri & Goodooga. 
'
They also soon extended their Narrabri-Wee Waa car connection to Burren Junction, on Tuesdays & Thursdays.  The DC-3 services to Coolah were replaced by a three-times-weekly car connection to/from Moree.  DC-3 services Hay-Narrandera & Griffith-Wagga Wagga were replaced by Cessna services, operated by Masling, on their behalf. 

The ex-Queensland Airlines’ F.27 VH-FNE was painted in Airlines of N.S.W. livery in November 1956, but was, instead, delivered to ANSETT-ANA.

As of 18 December, Masling Airlines took over various Airlines of N.S.W. & ANSETT-ANA Riverina services - Wagga Wagga-Deniliquin, .Deniliquin-Essendon, Griffith-Hay-Deniliquin-Essendon & return.          
During May 1968, Douglas DC-3 VH-ANH joined the fleet.  It stayed until December 1970.

On 15 July, Fokker F.27 Mk. 200 VH-FNP joined the airline’s fleet; having been repainted in Airlines of N.S.W. livery at Essendon.
                   
        
On 28 May, 1969, Airlines of N.S.W. announced that options for two Fokker F28 Mk. 1000 Fellowships had been converted to firm orders, with the 1st due to enter service in October 1970, after the DCA installed the latest T-Vasis lighting & other required infrastructure at Broken Hill, Dubbo & Wagga Wagga.  Dubbo’s upgrade was not completed until 30 November, & VH-FKD entered service on 01 December.  The airline later announced that options on 2 more F28s had been converted to firm orders.

During August, Airlines of N.S.W. Pty. Ltd. was renamed Ansett Airlines of N.S.W.
The airline, together with AAOA, AAPNG, AASA, & MMA, adopted the new ‘Ansett Orange’, white & dark-chocolate brown Ansett ‘Delta’ livery.  All the F.27s & Sandringhams were painted in the new style livery, with only limited numbers of the airline’s DC-3 aircraft being painted.   The airline’s first aircraft painted in the new Ansett 'Delta' colors was F.27 VH-FNP (which had only been repainted three years previously), with the aircraft being rolled-out in the new livery on 01 August.

During September Douglas DC-3 VH-ANZ joined the fleet. It stayed until 31 October, when it transferred to MMA.

During 1969, to help protect Ansett Airlines of New South Wales’ services to/from Dubbo, A.T.I. announced that they would transfer all their piston & turboprop maintenance to Dubbo, employing some 100 staff.  The facility was built at a cost of £200,000.

During the 1960s & 1970s, the airline began weekend charter flights as ‘Jolly Swagman Tours’, using aircraft which would normally have been idle.  They departed early-Saturdays & returned late-Sundays & included airfares, any required transport, any coach tours, accommodation & some meals.  Fares ranged from Tasmania (arriving Launceston/departing Hobart) for just $85 & Central Australia (including tours of Uluru/Yulara (Ayers Rock) & Kata Tjuta (The Olgas), for $140.


In March, 1970, Ansett Airlines of N.S.W. began Sydney-Quirindi services; as part of the Moree & Narrabri route; hoping to pick up passengers from East-West's Tamworth services. They were not a great success & lasted only until April 1971.

In August, the airline employed Australia’s first Aboriginal air hostess, 18-year-old Sue Bryant of Nambucca Heads, N.S.W. (sister of the famous rugby League footballer) started with the airline after completing her training.  The airline’s General Manager, Captain Middlemiss, saying “Sue has settled into her new job as well as anybody else.  The passengers like her & we are glad to have her with us”.On 23 November, intrastate jet services were formally ‘launched’, by the then Premier of N.S.W., Robert W. Askin, at a formal ceremony held at the airlines Mascot facility. 

He praised Ansett Airlines of N.S.W. for being the first airline to introduce jet services into the country towns of New South Wales.  Two publicity flights were operated later that day by Fokker F28 Fellowship VH-FKD.  They were followed by training flights to & from Wagga Wagga on 28 November & to Broken Hill on 29 November, with inspections of the aircraft being available to local residents at each location.  Dubbo’s upgrade to F28 standards was not completed until 30 November & so missed out of these flights for the locals.On 01 December, the airline commenced jet operations, with F28 VH-FKD operating Flight WX1002 Sydney-Dubbo. 

Ansett Airlines of New South Wales chose to operate the F28 in a 58 passenger configuration with a MTOW of 28,600kg (63,000lb).  The low tyre pressures of the aircraft enabled the type to operate from the low weight bearing capacity country airstrips of only 31m (100ft) wide. Services to Wagga Wagga & Broken Hill followed soon afterwards. The airline was also considering F28 services for Coffs Harbour, but the DCA had no plans for a suitable upgrade of that airport. The original plans were for four F28 Mk.1000s to be introduced.

During December, the airline’s second last DC-3, VH-ANH, was withdrawn from service, after operating Coffs Harbour-Sydney.
Ansett Airlines of N.S.W.                

On 29 March, 1971, despite great publicity & initial public acceptance, General Manager Stewart Middlemiss announced that, due to poor loadings in a major rural recession, the airline’s Fokker F28 services would cease after 13 April.  There had been a 13% drop in passenger traffic across the airline’s route network. 

That severe drop in passenger numbers was directly attributed to the drought across most of the state & a depression gripping the state’s economy at the time, plus an increase in the airline’s fuel bill of $100,000 incurred from the Federal Governments increase in the fuel tax.  The F28 was a very versatile aircraft, but generally was not suited to Ansett Airlines of N.S.W.’s short haul route structure of the time.  The airline lost money on the Sydney to Dubbo route, but made modest money on the Sydney to Wagga Wagga & Sydney to Broken Hill services.  The F.27 could fly Sydney to Dubbo in 50 minutes, while the F28 covered it in 30 minutes, the 20 minutes difference was not considered significant by the airline, considering the extra costs to run the aircraft.

On 13 April, VH-FKD operated its last Ansett Airlines of N.S.W. service - WX1086 Wagga Wagga-Sydney; having flown 1119 hours 25mins & carried approximately 53,200 passengers with Ansett Airlines of N.S.W.  On arrival at Sydney, it was prepared for its evening ferry flight to Perth, for delivery to MMA.

With the withdrawal of the F28, the airline’s fleet returned to 4 F.27 aircraft (with a fifth soon to come to replace the F28) & the two Shorts Sandringhams operated by Ansett Flying Boat Services on the Lord Howe Island services.
On 13 April, the airline ceased services to Quirindi, which had begun 13 months before, due to lack of passengers, during the rural recession.

In November, Stewart Middlemiss, who had been General Manager since taking over from Arthur Butler, swapped positions with Phil Stedman, General Manager Ansett Airlines of PNG. He left the airline to take up the same rôle in Ansett Airlines of Papua New Guinea.  He had managed the airline through the transition from being a large independent airline, to one controlled from Melbourne.  He had seen the introduction of a whole new fleet in the early-1960s to the recent jet operation.

27 July, 1972 was a major day for the airline, as VH-ANR, the last DC-3 aircraft in operation with the airline was retired from active service.  The DC-3 was later given to a syndicate at Camden for the princely sum of $1.  As a result, the airline’s fleet had been consolidated to include just one aircraft type, the Fokker F.27, with the airline having five in its fleet as of that date.

In October, 1973, the airline's members of the Professional Radio Employees Institute went on strike, seeking a 12-19% wage rise.  The strike grounded the fleet for over a week, at a cost of over £20,000 per day.  The airline offered them a 10% rise.  The strike also affected Ansett Flying Boat Services.

On 19 September, 1974, Connair’s D.H.114 Heron VH-CLV operated their 1st commercial service Sydney-Lord Howe Island & return, for Airlines of N.S.W. (a proving flight had been operated the previous day).

On 20 November, 1975, Fokker F.27 VH-FNP's undercarriage collapsed whilst it was on the ground at Mascot.

On 19 December, Ansett Airlines of N.S.W.’s first 52-seat Fokker F.27 Mk. 500, VH-FCA, entered service.  This was the first of 6 ordered, at a cost of some $20 million.  That was the last F.27 order by A.T.I.
Ansett Airlines of N.S.W.                                      

On 05 February, 1976, the airline's 2nd Fokker F.27 Mk. 500, VH-FCB, entered service.  On the same date Fokker F.27 Mk. 200 VH-FND was withdrawn from service.

On 19 May, VH-FCB was involved in a mid-air incident, after the 'Flight Fine Unlocked' warning illuminated & the aircraft banked to port.  After various unsuccessful attempts to fix the problem, it was found that the gust-lock was in the fully locked position.  It was unlocked & the problem disappeared. The crew diverted to Dubbo & landed safely.

On 30 June, the airline's 3rd Fokker F.27 Mk. 500, VH-FCC, entered service.

On 09 July, the airline's 4th Fokker F.27 Mk. 500, VH-FCD, entered service.

On 01 August, Davey Air Services took over Airlines of N.S.W.’s western routes; operating flights to Bourke, Brewarrina, Cobar, & Nyngan, which connected with Airlines of N.S.W. F.27 services at Dubbo.  However, Airlines of N.S.W. retained a connection with a Sunday Sydney -Broken Hill- Cobar (after a long standover)-Sydney.  That service continued until the 20 July, 1981 timetable, when services to/from Cobar were discontinued.

On 05 October, Fokker F.27 Mk. 200 VH-FNC was withdrawn from service; the 2nd of the airline's Mk. 200s to be replaced by the new Mk. 500s, after VH-FND.

By June, 1977, the airline's fleet consisted on four Fokker F.27 Mk. 500s (VH-FCA, VH-FCB, VH-FCC & VH-FCD) & one Fokker F.27 Mk. 200 (VH-FNP).

On 12 July, the airline's 5th Fokker F.27 Mk. 500, VH-FCE, entered service.

On 22 July Fokker F.27 Mk. 200 VH-FNP, the airline’s last F.27 Mk. 200, was transferred to Ansett Airlines of South Australia.

On 19 September, the airline's 6th Fokker F.27 Mk. 500, VH-FCF, entered service.

On 27 May, 1979, Fokker F.27 VH-FCD was loaned to Ansett Airlines of Australia; returning to Ansett Airlines of N.S.W. service on 01 March, 1980.

On 02 October, Ansett Airlines of N.S.W. announced that it had taken options on four 50-seat DHC-7 'Dash 7' STOL aircraft; designed for use for limited length and/or rough runways.
They were intended for use at Lismore & Lord Howe Island.  On 30 January, 1980, this was amended to three, for use Sydney-Lismore.  The options were cancelled on 05 June, 1980.

During December, Ansett Airlines of N.S.W. began daily F.27 Mk. 500 Sydney-Maroochydore services, extending to Hervey Bay twice-a-week, in direct competition with East-West Airlines.
To promote the new services, F.27 VH-FCF was painted in a revised Ansett ‘Delta’ livery, which was an overall yellow.  It remained in those colors until 1981, when the airline changed its  name & livery again.  Advertising for the service was promoted as “G’day Sunshine”.  The Hervey Bay extension was later cancelled, due to poor loadings on the service.
                                  

On 30 January, 1980, Ansett Airlines of N.S.W.'s options on four DHC-7 'Dash 7's s was reduced to three, for use Sydney-Lismore.  The options were cancelled on 05 June, 1980.

On 01 March, Fokker F.27 Mk. 500 VH-FCD returned to Ansett Airlines of N.S.W. service.

On 13 April, Arthur Butler died at Wahroonga, aged 78.

On 05 June, Ansett Airlines of N.S.W.'s options on three DHC-7 'Dash 7's were cancelled.
On 02 June, 1981, Ansett Airlines of New South Wales was renamed Air New South Wales; after A.T.I. changed its corporate policy & allowed its subsidiary airlines to develop separate corporate identities.
Air New South Wales developed a yellow & orange livery, with red, white & black cheat-line, which became affectionately known as the 'Yellow Canary'. All 6 F.27 Mk. 500s & later F28 VH-FKD were painted in the new livery.

On 15 April, 1983, Fokker F28 Mk. 1000 VH-FKD joined the Air New South Wales fleet, inaugurating a new 4-times-weekly Sydney-Newcastle (Williamtown)-Coolangatta-Brisbane service.

On 28 April, Fokker F.27 VH-FCB was transferred to Ansett; giving the airline a fleet of five F.27 Mk. 500s & one Fokker F28 Mk. 1000.

On 04 May, Air New South Wales inaugurated a F.27 service on the Melbourne-Albury-Sydney route, with VH-FCD operating the first service.
On the same day, VH-MMS operated the Sydney-Albury-Melbourne service.  The service was in direct competition with East-West Airlines, which itself had started a similar service, to
avoid the rules associated with the Two Airline Policy, which were still in full operation at the time.

During July, Air New South Wales inaugurated the first Fokker F28 flight to Cooma & recommenced F28 services to Dubbo.  Cooma services reverted to F.27s during the off-season.

On 18 September, Air New South Wales operated its inaugural Brisbane-Norfolk Island service, using Fokker F28 Mk. 4000 VH-FKI, which was leased from Ansett W.A. for the service.

On 24 September, Air New South Wales operated their 1st F28 Mk. 1000 operation into Norfolk Island, using F28 Mk. 1000 VH-FKD, which had been extensively modified for over-water operations.
Unfortunately, The Fokker F28 Mk. 1000 did not have the fuel reserves to operate Sydney-Norfolk Island-Sydney services.  So, each Tuesday & Thursday, it would operate Sydney-Maroochydore, ferry Maroochydore-Brisbane & then operate Brisbane-Norfolk Island & the reverse on the return.

On 13 December, Air New South Wales F28 Mk. 1000 VH-FKD inaugurated jet services Melbourne-Devonport-Melbourne - Flights AN889/890, with Air New South Wales replacing Ansett F.27s in direct competition with East-West Airlines’ F28s.
Air New South Wales, Air N.S.W.   

During April, 1984, Fokker F28 VH-FKD operated the first jet services into Maroochydore.

On 23 June, Fokker F28 Mk. 1000s VH-FKB & VH-FKC joined the Air New South Wales fleet; giving it a fleet of four.  VH-FKC left on 30 September, but returned March-November 1990.

During July, Air N.S.W. temporarily suspended their Melbourne-Albury-Sydney ‘no frills’ services, in competition with East-West Airlines.  They resumed in July, 1985.

On 02 October, Fokker F28 VH-FKD was temporarily transferred to Airlines of Western Australia.  It returned on 15 April, 1985.

On 13 February, 1985, Ansett Transport Industries announced an order for ten Fokker 50 aircraft, to replace the Group's remaining Fokker F.27s.  The order cost $120 million, with deliveries then expected in January 1987.

On 15 April, Fokker F28 VH-FKD returned to Ansett Airlines of N.S.W. from W.A.  It remained with the airline until its last operations.

On 01 May, Air New South Wales was renamed Air N.S.W.     The airline adopted the Ansett. ‘Southern Cross’ livery.  Consideration was given to using the title Ansett N.S.W., but it was decided to keep a degree of autonomy in the title.

During July, Air N.S.W. resumed Melbourne-Albury-Sydney ‘no frills’ services, in competition with East-West Airlines.  They had been suspended in July 1984.  Ansett aircraft & crews were used

On 10 August Fokker F28 Mk. 1000 VH-FKA joined the fleet – giving the airline three F28s (VH-FKA, VH-FKB & VH-FKD).

On 17 August, Air N.S.W. inaugurated Melbourne-Devonport-Hobart-Sydney services, using F28 VH-FKA.

During August, jet services to Casino were inaugurated, after the strip had been upgraded to F28 standard.  During that upgrade Air N.S.W. F.27s operated into Evans Head.

During August, the airline announced an order for a single de Havilland Canada DHC-8 ‘Dash 8’, for delivery in March 1986, with options on 2 more.  The order was later cancelled.

On 30 September, Fokker F28 VH-FKC was transferred to Airlines of Western Australia.  It returned March-November 1990.


Air N.S.W.   
             

On 03 March, 1986, Air N.S.W. introduced ‘no frills’ services Melbourne-Canberra, with the first service operated by F.27 VH-FNT.  Ansett aircraft & crews were used.  

During March, Air N.S.W. introduced F28s on their Sydney-Wagga Wagga services.  Coffs Harbour was expected to be ready for F28 services by August.

By April, Air N.S.W.‘s fleet had grown again & now consisted of three F28 Mk. 1000s, five F.27 Mk.500s, one F.27 Mk.200, & one F.27 Mk.400.
During April, Air N.S.W. began weekly Sydney-Broken Hill-Uluru/Yulara (Ayers Rock) F.27 services.  It was later upgraded to F28s, to compete with East-West’s F28 Sydney-Uluru services.

On 25 October, Fokker F.27 Mk. 500 VH-FCE was withdrawn from service.  It was sold abroad.

On 11 December, Fokker F28 Fellowship services from Sydney to Coffs Harbour were inaugurated, after the local council upgraded the airstrip.

On an unknown date, during 1986/87, Fokker F.27 Mk. 500 VH-FCD was transferred to Ansett.

On 31 July, 1987, A.T.I., acquired Skywest Holdings, which included East-West Airlines.  Federal Government approval of the takeover was granted provided that some services of both East-West and Air N.S.W. were transferred to other, non-Ansett, airlines.  Air N.S.W. handed over services to Moree & Narrabri to Eastern Australia Airlines & services to Griffith & Narrandera to Hazelton Airlines.

On 20 October, Fokker F.27 Mk. 500 VH-FCC was transferred to Ansett.

From 25 October, Air N.S.W. began a Saturday Sydney-Brisbane-Gladstone & return service, using F28s.  The service lasted only until the Pilots’ Dispute in August 1989.

Fokker 50 VH-FNA was delivered to Sydney on 10 September.  It operated 2 publicity flights ex Melbourne, before commencing a 14-day tour of 23 Air N.S.W. airports, commencing
27 October.

On 16 November, Air N.S.W. introduced VH-FNA into scheduled service, when it operated Flight WX900 Sydney-Dubbo.  It remained with the airline until it was merged into Ansett Australia.

On 21 November, Fokker 50 VH-FNB joined it, again remaining with the airline until 30 October, 1993.

On 16 December, Fokker F.27 Mk. 500 VH-FCB was withdrawn from service.  It was leased to LADECO, Chile.

On 21 December Fokker 50 VH-FNC joined the fleet, again remaining with the airline until 30 October, 1993.

On 31 December Fokker 50 VH-FNE joined the fleet, remaining with the airline until 12 April, 1993, when it was withdrawn-from-service, for a planned lease to Rajair, India.

During December, direct services to Ballina commenced, initially with daily services using Fokker F.27 Mk. 500s, via Casino.  Ballina had previously been a coach connection via Casino.
Air N.S.W.    
    
On 09 January, 1988, Fokker F.27 Mk. 500 VH-FCA was transferred to Ansett.

On 07 March, Air N.S.W. ceased Tasmanian operations.
On 18 March, Air N.S.W. operated its last official Fokker F.27 Friendship service (Brisbane-Coolangatta-Newcastle (Williamtown)-Sydney).

However, some F.27s temporarily returned to service during a short-term grounding of Fokker 50s, 07-22 July, due to engine problems.

The Fokker 50 had a tendency to accumulate large build-ups of ice in the engine inlet duct.  Once the ice ball became big enough, the ice would be swallowed into the engine & an engine flame-out condition would occur.  That phenomenon reached a serious situation when, on 07 July, all Australian Fokker 50s were temporarily grounded, due to this issue until the situation could be permanently resolved. 

The grounding was the direct result of a double engine flame out on a Cooma to Sydney service.  Both engines were restarted, with no issues, but not before several thousand feet of altitude were lost.  Fokker F.27s returned to service until 22 July; maintaining the airline’s services until then.

On 02 April, Ansett. Fokker 50 VH-FNF inaugurated Air N.S.W. services Melbourne-Coffs Harbour-Melbourne, as no Air N.S.W. aircraft was available.  Services were twice-weekly - Wed & Sat & were the longest Fokker 50 route operated by Air N.S.W.

On 01 June, East-West Airlines Ltd. took over from Air N.S.W. on the Norfolk Island services; as part of A.T.I.’s rationalisation of services of the two airlines. On 13 June, Fokker 50 VH-FNJ entered service; remaining until 29 June, 1991, when it was withdrawn-from-service, for leasing to Austrian Air Services.

On 26 July, VH-FCF, the airline’s last Fokker F.27 Mk. 500, was withdrawn from service.  It was sold abroad.

On 30 October, Air N.S.W. commenced services to Albury.

During 1988, Hazelton Airlines replaced Air N.S.W.’s services from Sydney to Coonabarabran, Coonamble, Lightning Ridge & Walgett with services based on Dubbo.  The late-1988 Air N.S.W. fleet consisted of three Fokker F28 Mk. 1000s (VH-FKA, VH-FKB & VH-FKD) & five Fokker 50s (VH-FNA, VH-FNB, VH-FNC, VH-FNE, VH-FNJ).

Other Ansett aircraft (mainly F50s) were used by Air N.S.W. as required due to maintenance, unserviceable aircraft & during peak travel periods.

On 24 February, 1989, a 24-hour stoppage by the Australian Pilots’ Federation grounded Air N.S.W. & all other A.T.I airlines.

On 11 August, another 24-hour stoppage by the Australian Pilots’ Federation grounded Air N.S.W. & all other A.T.I airlines.

On 17 August, the pilots began working ‘office hours’ (09:00-17:00).

On 19 August, the Industrial Relations Commission set a deadline of 21 August for pilots to lift their work bans & when they failed to do so, cancelled their award.

On 23 August, Fokker F28 VH-FKB was withdrawn from service.  It was later sold to Air Niugini.

On 24 August, the pilots resigned en-masse & the RAAF/RAN & international airlines were authorised to carry stranded passengers.  Foreign aircraft & crews were brought in by Ansett, Ansett W.A., East-West & Australian Airlines, but not Air N.S.W., which had to rely on those pilots who returned.  It managed to restart & maintain a limited service, which increased as
more pilots were employed, or re-employed. By the end of the year, services were gradually returning to normal.

During 1989, Fokker 50 services began Sydney to/from Lismore, which had been a coach connection via Casino.
Air N.S.W., Ansett N.S.W.,


Ansett Express.    
             

On 01 March, 1990, Air N.S.W. was renamed Ansett N.S.W.   The airline’s WX IATA designator was dropped & the airline used the AN designator.

During 1990, the Lismore council upgraded the Lismore airfield, enough to take the Fokker 50, at least on a marginal basis.  Lismore had previously been served as a car connection via Casino.  The F50 operation into Lismore was very marginal, with weights being critical.  Because of fuel, the alternative airports were Coolangatta, or Brisbane - both not too far away.   The services were usually triangulated through either Casino, or Ballina.  The restricted uptake at Lismore & the usual low traffic at Casino, made the route uneconomic & it was discontinued when Ballina was deregulated in 1992 & Lismore was handed over to Hazelton.

During March to November Fokker F28 VH-FKC operated with Ansett N.S.W.

During August, F28 VH-FKB was sold by Ansett to Air Niugini.  To replace that aircraft, the first larger Fokker F28 Mk. 4000 aircraft arrived into the fleet when VH-EWC was handed over
by East-West airlines, as a result of it receiving new BAe 146 aircraft.
On 17 October, Fokker 50 VH-FNF joined the fleet; remaining until it was transferred to Ansett. in June 1991.

On 23 October, Fokker F28 Mk. 3000 VH-EWF joined the fleet, having been transferred from Eastwest.  It stayed until the airline was merged into Ansett Australia on 31 October, 1993.

On 27 October, Fokker F28 VH-EWC entered service, having been transferred from Eastwest.  It stayed until the airline was merged into Ansett Australia on 31 October, 1993.

On 29 October, Fokker F28 Mk. 3000 VH-EWG joined the fleet, having also been transferred from Eastwest.  It stayed until the airline was merged into Ansett Australia on 31 October, 1993.

On 28 November, Ansett N.S.W. was renamed Ansett Express.     The new name reflected its new direction, as the carrier to operate non-primary & ‘hub-busting’ Ansett routes in N.S.W., Queensland, Victoria, Tasmania, the A.C.T. & to Norfolk Island.  Its initial new livery was very similar to the Ansett Australia ‘Flag’ livery.

As part of the change, the airline’s route structure was also changed, with the re-inclusion of Norfolk Island services from Sydney & Brisbane, taking over these from Eastwest. The airline also took over flying to Mackay, Rockhampton & Mount Isa from Ansett 737 aircraft.  The airline was now venturing into central & western Queensland for the first time.

On 18 December, Fokker F28 Mk. 4000 VH-FKO joined the fleet, remaining until the airline was merged into Ansett Australia on 31 October, 1993.

The N.S.W. State Government, seeking to increase airline completion on its busier intrastate routes, now required competition on any route carrying more than 50,000 passengers per year. Ansett Express, with its higher overheads, could not easily compete with smaller (non-‘service’) carriers on these services.  It decided to cross-charter Queensland Pacific Airlines’ Mohawk 298 aircraft (VH-HEI, VH-HIX, VH-HKS, & VH-HKT). 

Just two years into the cross charter arrangement, an accident occurred to one of the Southern Pacific Regional’s (the new name for Queensland Pacific Airlines) Mohawk aircraft, which caused the agreement to be abruptly cancelled.  On 01 February, 1993, Mohawk 298 VH-HKS lost a propeller, when it separated from the prop hub, en-route Sydney to Tamworth.  The aircraft immediately returned to Sydney without further incident or major damage to the aircraft. But, as a result Ansett Express cancelled the contract the next day, citing the accident as the reason for the cancellation of the agreement.

During 1990, Fokker 50 VH-FND joined the fleet, remaining with the airline until its end.

On 03 February, 1991, Ansett Express. began using chartered Queensland Pacific Regional’s 25-seat Mohawk 298 VH-HKS on its Sydney-Dubbo-Sydney services, initially on a one-month trial.
That brought to an end some 45 years of continuous operations to/from Dubbo by the airline.

On 08 April, Ansett Express. commenced high-frequency ‘Express Shuttle.’ services between Sydney & Canberra, using 46-seat Fokker 50s (reconfigured, to give more leg-room).

This service was squarely aimed at businessmen & politicians, with its own gate lounge at Mascot, where beverages & snack were served, free-of-charge to passengers booked on the services.
VH-FNA & VH-FNB had their Ansett Express. titles replaced by Express Shuttle. Titles, & were intended to be used exclusively on these services.  Due to normal airline operations, maintenance periods & aircraft availability, this was rarely achieved

On 31 May, ex-East-West Fokker F28 Mk. 4000 VH-EWA was transferred to Ansett Express.  It remained with them until they were merged into Ansett Australia., on 31 October, 1993.

During June, Fokker 50 VH-FNF was transferred to Ansett.

On 10 July, ex-East-West Fokker F28 Mk. 4000 VH-EWD was transferred to Ansett Express.  It remained with them until they were merged into Ansett Australia.

On 02 August, ex-East-West Fokker F28 Mk. 4000 VH-EWB was transferred to Ansett Express.  It remained with them until they were merged into Ansett Australia.

During an unknown period of 1991, Fokker 50 VH-FNH was leased.

That gave Ansett Express a fleet of nine Fokker F28s (VH-EWA, VH-EWB, VH-EWC, VH-EWD, VH-EWF, VH-EWG, VH-FKA, VH-FKD, VH-FKO) & six Fokker 50s (VH-FNA, VH-FNB, VH-FNC, VH-FND, VH-FNE, VH-FNH).

During November, Fokker 50 VH-FNI joined the fleet, being mainly used for Express Shuttle. services.

On 01 December, VH-FNE inaugurated Ansett Express. Sydney-Tamworth Fokker 50 services; as Eastwest no longer had suitable aircraft; having transferred their F28s.  The F50 service did not last long; probably due to some public resentment at the loss of East-West, which had pioneered the service, as their 1st route.  The route was chartered to Queensland Pacific Airlines, using Mohawk 298s.

During March, 1992, Fokker F28 Mk. 1000 VH-FKA was transferred to Ansett W.A.  It returned on 25 October & remained with the airline until its final operations.
During 1992, F50 service to/from Lismore was discontinued, when Ballina was deregulated & Lismore & Casino were handed over to Hazelton, as of 21 December.

Ansett Express again gradually took over Norfolk Island services, & replaced Ansett 737 services to Rockhampton, Mackay & Mt. Isa.

By end-1992, Ansett Express.’s routes included:

Brisbane-Canberra
Brisbane-Mackay
Brisbane-Rockhampton
Brisbane-Mt. Isa
Brisbane-Norfolk Island
Melbourne-Canberra
Melbourne-Coffs Harbour
Melbourne-Launceston
Sydney-Launceston
Sydney-Maroochydore

During 1992/1993, the N.S.W. State Government’s partial deregulation push saw Ansett Express handing over its Casino, Lismore, Griffith & Narrandera services to Hazelton Airlines.
Hazelton began services to Casino & Lismore on 21 December, 1992. 

 
On 01 February, 1993, just two years into the cross charter arrangement, involving 4 Mohawk 298s, an accident occurred to one of the Southern Pacific Regional’s (the new name for Queensland Pacific Airlines) Mohawk aircraft.  Southern Pacific Regional’s (the new name for Queensland Pacific Airlines) Mohawk 298 VH-HKS lost a propeller, when it separated from the prop hub, en-route Sydney to Tamworth. The aircraft immediately returned to Sydney without further incident or major damage to the aircraft.  But, as a result, Ansett Express cancelled their contract with Southern Pacific Regional the next day, citing the accident as the reason for the cancellation.

On 12 April, Fokker 50 VH-FNE was withdrawn from service, for a planned lease to Rajair, India; after operating the airlines’ last service to/from Casino; ending a 36-year connection.

On 18 September, Fokker F28 Mk. 4000 VH-FNI was used for one day.

With its higher operating costs, Ansett Express found itself increasing unable to effectively compete with lower cost (and service level) commuter airlines, in deregulated markets. Equally, on the major routes, its costs were little different from those of the major airlines.  Its ‘raison d’être’ was fast-disappearing.
 
On 31 October, with no fanfare, & little publicity, the operations of Ansett Express. were merged into Ansett Australia’s.
The operations of Eastwest were merged into Ansett Australia on the same date.  Ansett W.A.’s had been merged on 01 July.

At the time of the merger, the airline’s fleet was five Fokker F28-4000s (VH-EWA, VH-EWB, VH-EWC, VH-EWD & VH-FKO), two Fokker F28 Mk. 3000s (VH-EWF & VH-EWG), two Fokker F28 Mk. 1000s (VH-FKA & VH-FKD & six Fokker 50s (VH-FNA, VH-FNB, VH-FNC, VH-FND, VH-FNI).

The F28s were transferred to Ansett Australia, for several years, before being retired.  The Fokker 50s went to Skywest Airlines, or were sold abroad.

The airline had operated, under many titles, for 1 year & 2 months short of its 60th birthday; it being Australia’s 3rd oldest airline at that time.

Fleet:

Cessna 550 Citation - VH-WGJ.
 
Convair CV-440 - VH-BZF, BZH, BZI, BZN.
 
D.H.114 Heron - VH-CLV.

DHC-6 Twin Otter - VH-KZN.

DHC-7 - On 02 October, 1979, Hawker Pacific Pty. Ltd. confirmed that Ansett Airlines of N.S.W. had placed options for four DHC-7s.
The options were reduced to three in January 1980, for possible use Sydney-Lismore & cancelled on 05 June 1980.

DHC-8 - Air New South Wales placed an order for a single DHC-8 101 in August 1985, (with options on 2), for delivery March 1986, for Sydney-Lord Howe Island & Sydney-Cooma-Merimbula services.  However, the order was later cancelled.

Douglas DC-3 - H-ANH, ANJ, ANM(2), ANQ, ANR, ANZ, AOH, AOI, (AVL), BDU, BUR, INB, INC, IND, ING, INI.
The following DC-3s were also believed to have been chartered for short periods: VH-ANI, ANK, ANP, ANY(1), ANY(2), INA, INE & INN & an unknown East-West Airlines 29-seat DC-3 on 03 May, 1963.

Douglas DC-4 - VH-EDA(?),EDB(?), INJ. And  During April & May, 1963, an unknown ANSETT-ANA DC-4was chartered, while ANSW F.27s were having radar fitted. During August-September, 1963, a QANTAS DC-4, probably VH-EDB, was chartered.
During October, 1963, an unknown QANTAS DC-4 (either VH-EDA, or VH-EDB) was chartered.

Fokker F.27 -VH-FCA, FCB, FCC, FCD, FCE, FCF, FNB, FNC, FND, FNE, FNG, FNJ, FNP, FNQ, FNU, MMB, MMO, MMR, MMS, MMV.  

Fokker F28 Mk. 1000 - VH-FKA, FKB, FKC, FKD.

Fokker F28 Mk. 3000 - VH-EWF, EWG.

Fokker F28 Mk. 4000 - VH-EWA, EWB, EWC, EWD, FKO.  There were also earlier plans to eventually replace F28 Mk. 1000s with F28 Mk. 4000s, which did not proceed.

Fokker 50 - VH-FNA, FNB, FNC, FND, FNE, FNF, FNH, FNI, FNJ.

Mohawk 298 - VH-HEI, HIX, HKS, HKT.

Piaggio P.166 - VH-PGA, PQA.

Vickers Viscount 700 - During April 1963, an unknown ANSETT-ANA Viscount 700 was chartered, while ANSW F.27s were having radar fitted.

Vickers Viscount 800 - During May 1963, an unknown ANSETT-ANA Viscount 800 was chartered, while ANSW F.27s were having radar fitted.


Information Source: Fred Niven

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