|
RETIREMENT
The Mk 3s in RAF service were retired more than a decade before this became
an issue with the SAAF's Mk 3s. This was largely due to a 1963/64 modification
programme which added so much to the overall mass that a Bristol Siddeley
Viper jet engine was installed in each outboard nacelle to improve take-off
performance. This extra mass and the resultant stress shortened their
flying lives so drastically that they were retired. Older converted Mk
2s linger on in the RAF in the airborne early-warning role, but were replaced
by specially adapted BAe Nimrods.
 The
arms embargo against SA, forced the SAAF to keep the Shackleton's avionics
and electronic equipment up to date, and the aircraft in pristine condition.
The local industry has also helped to keep the `Shacks' flying. In the
mid-1970s the SAAF embarked on an extensive refit and re-sparring project.
Of all the requirements, the re-sparring was the most difficult; a task
of this magnitude had never been tackled locally. The first Shackleton
to be overhauled was 1716. It was entirely dismantled because the re-sparring
had to be done overseas. When 1716 was completed it was 1717's turn, and
great difficulties were experienced because relations between South Africa
and Britain were particularly chilly at the time. Eventually it was decided
that 1717's refit, including the re-sparring, would be carried out completely
by the SAAF. This took the technical staff about a year, and they were
plagued as much by technical problems as by what some felt to be British
obstructionism. Certain vital replacement parts ordered from Britain did
not arrive, or were sent in insufficient quantity. The SAAF responded
by manufacturing what it could not obtain. In one instance, lacking an
essential part which could neither be bought, nor made locally, the SAAF
sent a technical party hiking into the almost inaccessible Steynskloof
Mountains to cannibalize the remains of 1718. They found the part concerned
in perfect shape, and it duly ended up serving again in 1717. The project
was completed late in 1977, and on October 13 that year, was rolled out
of the workshops and put on display for the media by her justifiably proud
rejuvenators.
All the airframes reached more than 10 000 flying hours and retirement
became inevitable. With the arms embargo, the SAAF could not acquire a
replacement such as the Lockheed Orion, the BAe Nimrod or the Breguet
Atlantic. Ironically, these aircraft, if acquired, would have ensured
the safety of one of the major shipping lanes used by the West! To save
flying hours, some of the Shackletons' tasks were taken over by the shorter-range
Piaggio Albatross aircraft of No. 27 Squadron. The SAAF was the last operator
of the Shackleton and did what it could to squeeze the maximum life out
of the airframes. In the end only three remained airworthy - in December
1984, they were all retired - No. 1716, 1721 and 1722 were handed over
to the SAAF museum. In what was almost the last flight of a MK. 3, - two
were flown to the SAAF Museum at Swartkop. (no. 1722 took again to the
air almost eight years later! - currently the only airworthy Mk. 3 in
the world and flying as part of the SAAF Museum.) Long range reconnaissance
were taken over by specially adapted turbo-prop Dakotas (the so called
Turbo Dak or TP Dak). These aircraft are called 'Dakletons' by the crews
of 35 Squadron. However, the Shackleton left a gap in the operations of
the SAAF, which to this day remain unfilled.....
NEWSMAKER | SAAF AIRCRAFT
|
