Aussie Electras Pt1: TAA's Caravelle No Go

Trans Australia, the Government owned airline of the two Australian majors, had always made the running in equipment purchasing decisions when it faced ANA as its competitor. However the concept of a state owned carrier didn't always fit with the political ideology of the party in power and at various times impeded TAA's ability to get what it wanted. This became more obvious once Ansett tookover ANA.

As part of Reg Ansett's deal to takeover ANA he wanted to acquire four of Lockheed's new L-188 Electra turboprops. TAA itself however was as usual one step ahead and was in 1957 getting an extension on two options for Sud-Aviation's jet Caravelle. It was recognised that both types would solve the problems associated with servicing the long routes to Perth. However the Australian National Airlines Commission, under which TAA operated, had concluded that the Caravelle would cost GBP400,000 less to acquire and put into service, plus its estimated direct operating costs would be 15% lower than the Electras. Not only that but it was much faster and could operate the roundtrip Sydney-Adelaide-Perth run in under 12 hours compared to 13 for the Electra. Plus the Caravelle was already flying and didn't require any exchange of expensive US dollars. TAA accordingly requested an order for 2 Caravelles but did take a back up option on a pair of Electras too. Delivery of the Caravellles would be in 1960 and the Electras were scheduled for 1959.

Unfortunately common sense rarely equated to government decisions surrounding airline operations in Australia. In March 1958 the Federal Cabinet rejected both Ansett-ANA's request for Electras and TAA's for Caravelles. The government wanted stability and thought the larger Viscount 800 adequate for the airline's needs. It saw larger and faster turbine equipment as the start of a competitive race which would destabilise the economy of the airlines.

The Government was using the Airline Agreement Act to arbitrarily decide equipment choices - something that it wasn't designed for. Its decision was widely criticised. Worse the government was open to reconsideration of Ansett's case but seemingly not TAA's.

There were however other factors favouring the Electra. Qantas wanted to order 5 of the turboprops for its secondary routes and the early availability made it possible to sell off Qantas' Constellation fleet at good value, whilst the Electra's engines were the same as used by the RAAF's C-130 Hercules transports making the provision of special engine overhaul facilities practical.

Both Ansett and TAA were called into meetings with the government and though the Caravelle was not criticised it was clear that TAA had to find an alternative. TAA weren't happy but there was little they could do other than suggest they were willing to accept Electras as an interim type and that they may still seek approval for Caravelles in the future. On May 23 the government gave both airlines approval to order two Electras each. The climbdown was widely perceived as a government backdown to Ansett and surrendered TAA's pioneering equipment philosophy. Reg Ansett meanwhile came out of it with his reputation for wheeling and dealing enhanced.

Even more annoying TAA were forced to accept the last two of the four delivery slots meaning Ansett would get its Electras in march and April 1959 whilst TAA would have to wait until June and July. The Electra in TAA service was fitted to have 68 first class seats and a rear passenger lounge with 6 more.

Even though the decision was made both airlines were not completely happy with the Electra's progress. Issues with cabin noise levels and vibration meant Lockheed wouldn't allow prospective customers to fly in the test aircraft. Both airlines considered withdrawing from their contracts and acquiring further DC-6Bs and Viscount 800s instead. TAA hoped it would also be able to acquire jets at an earlier opportunity. Annoyingly for them Reg Ansett was both wilful and unpredictable. After effectively agreeing to withdraw from the contracts with TAA he changed his mind at the very last minute which forced TAA to confirm its order for the Electra on August 14 instead. On September 30, 1958 the Airlines Equipment Act was signed allowing the government control of what aircraft types were purchased by both airlines. This benefited Ansett but not TAA.

Ansett's first Electra entered service on March 18, 1959 and for the first time TAA was caught on the backfoot as regards equipment. Ansett miled the publicity for all it was worth with its 'Golden Jet Service' which featured luxury gold carpets, gold corded handrails, lobster and champagne dinners and hostesses in gold evening frocks. TAA at least was able to acquire a much larger turboprop fleet and when its first Electra arrived on June 24 it was coincidentally in company with the airline's second Viscount 800 and an F27. Nevertheless Ansett's new Electras proved successful and after 15 days of operations had carried 7,099 passengers at an 80% load factor (break-even was 50%). In the three month time lag when TAA didn't have Electra's it lost over 7% market-share whilst Ansett was able to push customers hoping for an Electra into its Viscounts and DC-6s.

TAA's own Electras started service on the Perth route on July 4th and they had a major advantage over Ansett's aircraft. They were the first in the world to incorporate a major nacelle redesign which cured most of the vibration and noise issues suffered by early Electras. Of course though the Electra had given Lockheed its best year ever in 1959 trouble was on the horizon for the aircraft and the airline's operating it.

Incidentally the orange tail livery of TAA's was not the Electra's delivery scheme but was introduced in 1961.

References

Gunn, John. Contested Skies: Trans-Australian Airlines 1946-1992
Checkout AussieAirliners.com for detailed operational histories of the Electras
Timetable images are from the wonderful http://www.timetableimages.com/