![30 RAAF LIGHTNING
What is undeniable is that the F-35
programme overall is running very late and
significantly over budget and it should be
noted that this is a revised schedule – in terms
of both timetable and cost – following years of
technical problems, delays and cost increases.
At the 2005 Avalon show for example,
Lockheed Martin executives were predicting
that Australia’s first aircraft would be in
service in 2012. In those terms at least, the
project is more than six years late.
The international programme was
significantly shaken up and ‘re-baselined’ to
address these problems in 2011 and since
then, according to the straight-talking Lt-Gen
Chris Bogdan, a tight rein has been kept on
schedule and budget.
“The first time I came to Australia as head
of the F-35 programme was the 2013 Avalon
air show and here’s what I’ll tell you,” he says.
“Since that time, this is a very, very different
programme. The programme today is on a
much better trajectory than it was four-plus
years ago, it is a growing programme, it is
accelerating and, in a lot of good ways, it’s
changing.”
AVM Gordon agrees, “Since government
approved the balance of the 72 aircraft in
2014, there has not been a delay or an
increase in cost – a real cost variation – for
this programme in Australia, despite what
some people might say.”
REMAINING RISK
But that isn’t to say there is a guarantee of
smooth sailing ahead, or that there’s no
remaining risk to the programme. Both
Lt-Gen Bogdan and AVM Gordon were
realistic about the ongoing risk to both the
international and Australian JSF programmes.
Over 200 aircraft are now in service around
the world and both the US Marine Corps and
USAF have now passed their respective IOC
milestones. The US Navy is set to follow in
February 2019 and the development
programme which began in 2001 should end
in either late 2017 or early 2018.
One of the major risks immediately facing
the programme is the ramp-up in production
required to more than double from 61 aircraft
in 2015 to somewhere between 160 and 170
aircraft in 2020.
“I don’t want to sit here and paint a rosy
picture that a programme this big, this
complicated and this advanced doesn’t have
issues,” Lt-Gen Bogdan says. “I worry about
the ramp-up of so many airplanes coming off
the production line, while at the same time I
have 200 airplanes out in the field that I have
to support – because those companies that are
building parts for the production line are the
very same companies that are trying to fix the
older parts on the airplanes in service. That’s
a risk and a problem we have to work with.”
AVM Gordon also points to the F-35’s
Autonomic Logistics Information System
(ALIS), a software-intensive support system
which is required to operate and maintain the
aircraft, as a further risk. ALIS has had a
troubled gestation and is still very much in
the developmental phase, but AVM Gordon
says that the RAAF has commissioned the
development of an Off-Board Information
Support (OBIS) system at Williamtown to
enable testing of ALIS’s integration with the
ADF’s IT networks in advance of the initial
arrival of aircraft at the end of next year.
“ALIS is a programme that we’re watching
very carefully,” he explains. “The OBIS will
also allow us to train people in ALIS
operations and allow us to test future
[software] loads as it goes through that
activity, so we’re trying to mitigate the risk.”
One programme milestone which will
almost certainly be missed is the commence-
ment of US Operational Test and Evaluation
(OTE), which Lt-Gen Bogdan says is about
six months behind schedule.
This is due to the need to bring the test
fleet – some of the earliest jets delivered – up
to production standard, so testing will be
representative of the aircraft entering squadron
service today. This testing was due to begin in
the third quarter of 2017, but is not likely to
get underway until early next year.
This aside, Lt-Gen Bogdan points to the
fact that the flight test timetable – which was
agreed to in 2011 when the programme was
re-baselined – will be completed around the
end of the year as planned.
He also notes that in 2011 the US Depart-
ment of Defense set cost goalposts for the
completion of the development phase between
a lower limit of $US13.9 billion and an upper
limit of $US15.2 billion. Current predictions
are that it will come in at $US14.2 billion, two
per cent above the lower threshold.
“So when folks tell you that this
programme is still in trouble; that this is a
‘tragic’ programme and that it’s out of control,
remember what it looked like before 2011 and
what it looks like now, and then make the
case,” he asserts.
“I don’t think this programme has fallen
down, we have risks, and we have things to
sort out [and] there are challenges ahead. The
programme is in a much better place than it
was five years ago and although we’re never as
good as we’d like to be, we’re not nearly as bad
as some of our critics says we are.”
COST AND THE
TRUMP FACTOR
Shortly after gaining office in January, the
Trump administration made good on its
promise to review the F-35 programme and
has openly courted Boeing for the potential
purchase of more Super Hornets.
Lt-Gen Bogdan correctly points out that
this issue is relative only to the US Navy,
which is looking to buy the F-35C Carrier
Variant (CV). Work is now being undertaken
to determine the right mix of F-35Cs and
Advanced Super Hornets.
“The piece that’s important here, especially
in Australia, is that our task has nothing to do
with F-35A models or F-35B models, this was
a unique question about the F-35C, about the
mix of F-35C and Advanced Super Hornet
airplanes on the aircraft carrier,” he says.
“There is absolutely no intention at this point
in time to change the programme of record for
either the F-35A or F-35B.”
The Trump administration has also been
critical of the cost of the F-35 and has asked
the US Department of Defense what it has
been doing to drive costs down and how it
plans to provide better value for money in
the future.
“For years we have recognised that
affordability is probably the most important
thing to work on in this programme, driving
A35-001 takes off on its maiden flight on 29 September 2014. Lockheed Martin
Shortly after gaining office in January, the Trump administration made
good on its promise to review the F-35 programme and has openly
courted Boeing for the potential purchase of more Super Hornets.](https://image.slidesharecdn.com/aeroaustralia2017-07-0955-211014095732/85/Aero-australia-2017-07-09-55-30-320.jpg)
![Based on experience so far gained in
exercises against current generation fighters,
the F-35A has proved to be a good dogfighter,
comparable to the F/A-18A Hornet. bcpix
RAAF LIGHTNING 31
down cost, so we already had a lot of
information that we could package up and
show the administration and the new DoD
leadership what we are doing,” Lt-Gen
Bogdan continues.
“Our promise to the enterprise has always
been that an [F-35A] airplane we buy in 2019
is going to cost less than US$85 million. I’m
here to tell you today that that’s not enough,
we need the airplane to be lower than $85
million by 2020 and I think we can get there.
We ought to be looking at an $80 million
airplane by that timeframe and continuing to
reduce the price lot over lot.”
CAPABILITY
Some of the loudest critics of the JSF programme
are those who say the aircraft cannot fight
and survive against modern fighters. Lt-Gen
Bogdan says that the USAF deployed F-35As to
the Red Flag exercise in January this year and
successfully flew 207 out of 226 planned
sorties, with a mission capable rate of 93 per
cent. The 19 missions lost were due to weather
conditions when the range was closed.
“Those are phenomenal numbers, and in
the air-to-air round, when the F-35 went up
against legacy airplanes, it enjoyed a kill ratio
of at least twenty to one. These are some of
our best legacy fighters and the aggressors are
the best pilots we have – and the F-35 is at its
interim capability right now,” he says.
“When it came to air-to-ground they hit 49
of 51 SAM sites they were trying to kill and
the only two they missed was because the
weapons malfunctioned. I would turn to those
who say the F-35 is a dog when it comes to
dogfighting and I would say I simply don’t
agree with you.”
From an Australian perspective, the Director
of the RAAFs Air Combat Transition Office,
former Hornet pilot Group Captain Glen Beck,
says that feedback so far, including that of at
least one FCI, is that the F-35A is very
comparable with the ‘Classic’ Hornet in an Air
Combat Manoeuvring (ACM) engagement.
“If it was a terrible aircraft I’m sure
everyone would have heard from a bunch of
Australian fighter pilots that perhaps we
weren’t happy with it. But we are happy with
what we’re seeing at the moment. It’s certainly
got a lot of potential and even where it is today,
even though it doesn’t yet have its final
software load, it’s an amazing aircraft,” he says.
“It’s very similar to a Hornet, which is
probably the best of all the fourth generation
fighters when it comes to dogfighting. The
F-35 has a very good high angle of attack
(AOA) capability, like the Hornet, it allows
you to pull and sustain more ‘g’ in turns and
its overall manoeuvrability is very similar to
a Hornet.”
He notes that ‘5th Generation’ capability is
often misrepresented as stealth, but there are
five characteristics of the capability: low
observability; advanced sensors; sensor fusion
and integration; data and networking
capability; and internal weapons carriage.
“In the old days it used to be platform
against platform, a Mirage against a MiG-21
or a Hornet against a MiG-29, but that’s not
how it works anymore.
“When you’re operating this aircraft it’s
part of a broader network, you’re a node in a
system and you are operating in a system of
systems. The F-35 has the ability to collect
and transmit an unbelievable amount of data
compared to legacy aircraft,” he explains.
“It means the person closest to the bad
guys doesn’t necessarily have to give
themselves away because someone further
away can be providing them with all the
information they need. Things like that are
huge game-changers, and that’s why legacy
aircraft just can’t compete.”](https://image.slidesharecdn.com/aeroaustralia2017-07-0955-211014095732/85/Aero-australia-2017-07-09-55-31-320.jpg)
![40 RFDS PC-12
patient and passenger comfort, it has modest
airfield requirements, low approach speeds,
can cruise at around 270 knots (500km/h)
over a range of 1,500 nautical miles
(2,780km) and operate in all weather
conditions, day and night.
A major PC-12 selling point has been its
standard large cargo door on the port side rear
fuselage and separate crew/passenger door
behind the cockpit. The cargo door allows
easy access to the big cabin for freight or
patients and the fact that RFDS Western and
Central continue to replace their older PC-12s
with new ones speaks for itself.
The RFDS describes the PC-12 as “a good
all-rounder in terms of capacity, amenity,
speed, range and performance, making it
perfect for [our] operational activities.”
The custom-designed cabin is set up with two
stretcher beds and three seats which can be
used in a variety of configurations.
The front door allows the pilot to
conduct his or her pre-flight external
inspections and enter the aircraft without
disturbing the patients and medical crew in
the rear. A hydraulic lifting device assists in
loading and unloading stretchers
A nurse is normally carried on every flight
and in cases where the patient is seriously ill,
a doctor is also present. Other passengers can
include sitting patients, accompanying
relatives or specialist medical staff.
RFDS PC-12s
It was Central Operations which launched the
PC-12 in RFDS service, the first four aircraft
arriving in 1995. The first one (VH-FMC)
was the ninth off the line and the second
(VH-FMF) the tenth. Western Operations
received its first four PC-12s in 2001.
The two divisions have operated all PC-12
variants over the years. Early aircraft were
designated PC-12/41, the ‘41’ suffix denoting
the maximum takeoff weight in hundreds of
kilograms, ie 4,100kg.
Just about all of these were subsequently
upgraded to the next version, the PC-12/45
with increased maximum weight and much
improved payload/range capability. The
upgrade was simple, requiring only a landing
gear modification and paperwork change.
The PC-12/47 with further increased
maximum weight and other detailed upgrades
appeared in 2006 followed in 2008 by the
PC-12/47E (marketed as the PC-12NG for
‘new generation’) with more substantial
changes. These include an advanced Honey-
well Primus Apex four-screen full glass cockpit
complete with synthetic vision, a new version
of the PT6A-67 turboprop with higher thermo-
dynamic rating and many other detail changes.
Above: The ‘New Generation’ PC-12/47E first entered
service with Western Operations in 2008 followed by
Central two years later. Pilatus
Below left: The first RFDS PC-12 (VH-FMC), delivered
in 1995 and sold to the USA 15 years later. bcpix](https://image.slidesharecdn.com/aeroaustralia2017-07-0955-211014095732/85/Aero-australia-2017-07-09-55-40-320.jpg)
![75
TRIPLANE ACES
wings. It was back with him by September and on the
29th he claimed an unidentified scout destroyed.
By February 1917, Dallas had claimed at least
seven enemy aircraft shot down, driven down, forced
to land, or driven off – two of these whilst flying
N500, the rest gained in Nieuport Scouts. By now he
had received a DSC and made a flight commander.
At this stage, 1 (Naval) Squadron began to equip
fully with Triplanes and in April 1917 the unit was
attached to the RFC, going down to the Somme
Front. The RFC had also ordered the new machine,
but with the arrival of the French SPAD VII it was
agreed that the RNAS would have the Triplanes and
the RFC would use the SPADs.
In the event, while Nos 1, 8, 9, 10, 11 and 12
(Naval) Squadrons all showed Triplanes on strength,
only 1, 8, 9 and 10 used them in any numbers.
The Battle of Arras commenced on 8 April and so
too did ‘Bloody April’, the month that saw the largest
Allied air losses in France so far. Nevertheless, it
proved to be a very successful month for Dallas,
who claimed eight more victories.
Such was the calibre of his flying that the
official British historian recorded “...the Sopwith
[Triplane] pilots (Flight Commander R S Dallas and
Flight Sub-Lieutenant T G Culling) met an enemy
formation of fourteen two-seaters and single-seat
fighters on the 21st].
“The German pilots were flying towards the lines at
16,000 feet on a mission that appeared to be of some
importance, but they were frustrated by the Sopwiths
which fought the Germans for forty-five minutes, kept
their formation split up, shot three of them down (one
fell in flames and one crashed), and left the remainder
only when the German pilots had retreated, individu-
ally and at a low height, far to the eastward.”
For his part in this fight Dallas was Mentioned in
Dispatches (again) and awarded the coveted Croix de
Guerre by the French. His regular aircraft was now
Triplane N5436. Continuing to serve on this front until
early summer, Dallas was awarded a Bar to his DSC.
On 14 June, he was given command of the
squadron, relabelled 1 (Naval) Squadron, and during
his tenure the unit swapped its Triplanes for Sopwith
Camels with twin mounted Vickers machine guns.
Altogether he had 16 Tripe victories and he added
three more in Camels. He led the unit until
mid-March 1918, when he was posted for a rest.
Following formation of the Royal Air Force on
1 April 1918, Dallas was given command of 40
Squadron where he shot down nine more enemy
machines, his regular aircraft now a newly
camouflaged SE.5A (D3511).
Despite a leg wound received while ground
strafing on 14 April, Dallas continued combat
flying. On 1 June after an early bombing sortie over
Estaires, he took off alone at 1010 hours and headed
for the front. Patrolling along the lines, just west of
the front trenches and possibly stalking an enemy
decoy aircraft, he was surprised by three Fokker
Triplanes of Jasta 14 which crossed the lines to
intercept him.
Dallas was shot down by Leutnant Hans Werner,
the Jasta’s commander, and crashed near Lievin where
he was buried. It was Werner’s 6th victory.
With a score of 32 (one captured, 15 destroyed,
15 and one shared out of control) according to the
later research – although in most lists he is credited
with 39 – Dallas was second only to Robert Little as
the leading Australian scout pilot of the war.
However, it is possible that his score could be as high
as 56 (34 destroyed, 19 out of control, two forced to
land and one balloon).
RICHARD PEARMAN MINIFIE
When Stan Dallas left 1 (Naval) Squadron in March
1918, he placed it into the hands of his flight
commander Richard Minifie, another Australian.
Richard Minifie was born in Melbourne on 2
February 1898 and he joined the RNAS in June
1915. He was posted to ‘A’ Squadron, 1 (Naval) Wing
in 1916, being there when it was renamed 1 (Naval)
Squadron and re-equipped with Sopwith Triplanes
in early 1917.
On the second last day of Bloody April, he
claimed his first victory, an Albatros D.III over
Epinoy, and shared another with Robert Little of
8 (Naval) Squadron shortly afterwards over Douai.
While being chased from Douai by more Albatros
scouts, Minifie realised that his Triplane was simply
too fast for them to catch.
By the end of July his score was six, but from
August to October he claimed eleven more. By that
time 1 (Naval) Squadron was the last unit on the
Western Front to retain its Triplanes and he was a
flight commander. He was awarded a DSC on
2 November and only four weeks later a Bar to
it on the last day of the month. After the squadron
converted to Sopwith Camels, he gained four more
victories flying Camel B6420.
With Stan Dallas’ departure, Captain Minifie
became the acting Squadron Commander
pending the arrival of the replacement CO, his close
friend Charles Booker, who sometimes is also listed
as an Australian.
Booker, who scored 29 victories (21 flying
Triplanes), was actually English born in Speldhurst,
Kent, but his family moved to Australia where they
stayed until 1911. He was educated at Melbourne
Grammar School until the family returned to England
where he attended Bedford Grammar before joining
the RNAS in 1915.
On 17 March 1918, Minifie either suffered engine
failure or had his aircraft shot up during a dogfight
with Jasta 47. He came down behind the German
lines where he was captured. A second Bar to his DSC
was awarded on 17 April.
At age 19, Richard Minifie was the youngest
Australian air ace of the Great War. Ten
of his 17 Triplane victories were scored while flying
N5454 and his overall tally reached 21 (10 and one
shared destroyed, one captured, eight and one shared
out of control).
ROBERT ALEXANDER LITTLE
Born on 19 July 1895 in Hawthorne, Melbourne,
Robert Little was educated at Scotch College,
Melbourne, and when war broke out in 1914 he was
desperately anxious to join up and see action before
it was all over.
Richard Minifie claimed his
first kill – an Albatros D.III –
over Epinoy on 29 April 1917
and shared another with Bob
Little shortly afterwards.
Seventeen of his 21 victories
were scored while flying
Sopwith Triplanes.
Bryan Philpott
“... the Sopwiths which
fought the Germans for
forty-five minutes, kept
their formation split up,
shot three of them down
(one fell in flames and
one crashed), and left
the remainder only
when the German pilots
had retreated...”](https://image.slidesharecdn.com/aeroaustralia2017-07-0955-211014095732/85/Aero-australia-2017-07-09-55-75-320.jpg)
Aero australia 2017 07-09 (55)
- 1. ISSUE 55 JULY/SEPTEMBER 2017 Aust $11.95 NZ $12.99 (inc. GST) Wedgetail PLUS RAAF HISTORY: MINOR TYPES •F-35 UPDATE •AUSSIE TRIPLANE ACES •OPAL AIR •AIR SHOWS The RAAF’s cutting edge GENERAL AVIATION COMMERCIAL AVIATION HISTORIC AVIATION New Widebodies A350-1000 & 787-10 DHC Beaver Immortal bushplane Pilatus PC-12 In RFDS service WILSON MEDIA
- 2. AIRC T PLA AT CRAFT AC TFORMS CCESS SA AFE, EF FFICIEN , SMA NT T, T! AR RT G ATE LOCKING SAFETY GA SOLID NON-SLIP TREAD REAR SAFETY BAR PERFORATED PLATE DECK URE ED ANTI PUNCT FOAM FILLE WHEELS ANTI-SLIP RUBBER FOO L ERGONOMIC LIFTING HANDLES T SPRING LOA LATCH SWL & SERIAL NUMBERED PLATE ED AD 200MM LOCKING LARGE HEAVY DUTY CASTORS PLATE DECK .s www w. sales@safes SEE OUR FU safesmartav smartaviation.com P TIO VIA AT ULL RANGE OF A AV RUBBER FOO viation.com Phone. 02 8844 4500 ON ACCESS PRODUCTS T m 0 S DUTY CASTORS
- 3. ISSUE 55 JULY/SEPTEMBER 2017 Aust $11.95 NZ $12.99 (inc. GST) Wedgetail PLUS RAAF HISTORY: MINOR TYPES •F-35 UPDATE •AUSSIE TRIPLANE ACES •OPAL AIR •AIR SHOWS The RAAF’s cutting edge GENERAL AVIATION COMMERCIAL AVIATION HISTORIC AVIATION New Widebodies A350-1000 & 787-10 DHC Beaver Immortal bushplane Pilatus PC-12 In RFDS service WILSON MEDIA REGULARS 5 WILSON’S COMMENTARY The editor on historical inaccuracies and long, uncomfortable flights. 6 AEROGRAMMES Bits and pieces of news and information from around the aviation world. 14 AEROGRAMMES EXTRA Air New Zealand retires the Boeing 767. 16 WARBIRDS & VINTAGE News from the world of old aeroplanes. 20 MOVEMENTS Some of the aircraft spotted around the traps over the last few months. 78 AIR SHOWS Omaka Classic Fighters and Wings Over Illawarra. 90 AERO ALBUM Celebrating the DHC Beaver’s 70th birthday. 94 AERO MODELS Flying colours, schemes out of the ordinary in metal and plastic. 98 AERO REVIEWS Two new books of interest and a couple of golden oldies from the editor’s collection. FEATURES 26 LIGHTNING STRIKES The RAAF’s F-35A Lightning II programme updated including an attempt to sort fact from fiction. 32 TENS & THOUSANDS Two new widebody airliners from Airbus and Boeing, the A350-1000 and 787-10. 38 PC-12: RFDS MAINSTAY The Pilatus turboprop has been helping the people of Outback Australia for more than two decades. 44 WEDGETAIL From ‘Project of Concern’ to ‘AEW&C of Choice’ - the RAAF’s remarkable 21st century capability. 50 TIMELESS BUSHPLANE The seemingly irreplaceable DHC Beaver, 70 years old and still going strong. 58 THEY ALSO SERVED Some of the less well-known aircraft that have served the RAAF over the years. 64 OPAL AIR South Australia’s pioneering regional airline launched scheduled services 50 years ago. 72 SKYWARRIORS: TRIPLANE ACES Australian air aces of World War I who flew on three wings. 87 MINI PROFILES Walrus and Freighter, a pair of Brits from days of yore. 38 26 38 26 COVER The Boeing Wedgetail AEW&C aircraft has introduced a massive new capability to the connected, 21st century RAAF. Our update on the ‘737 with a surfboard on top’ starts on page 44. Boeing 50 50 64 64 A eroCONTENTS ISSUE NUMBER 55 – JULY/SEPTEMBER 2017
- 4. Many claim originality, but there is always only one true pioneer. In designing the PC-12 our objective was to create the world’s most versatile, high performance, eficient and safe aircraft and back it up with the highest level of service. Today, with over 1,400 aircraft in operation, our commitment is just as strong as when the irst PC-12 was delivered. At Pilatus, we succeed by helping our customers succeed. How’s that for an original idea? Step up to the “Pilatus Class” now. Pilatus Australia Pty Ltd • Phone +61 8 8238 1600 • www.pilatus-aircraft.com THE ORIGINAL
- 5. A eroCOMMENT • WILSON’S COMMENTARY 75th ANNIVERSARY OF WHAT, EXACTLY? THERE WAS A FLURRY of activity just before we went to press in which some organisations and individuals were claiming that May this year marked the 75th anniversary of various things associated with Australia and RAF Bomber Command. These ranged from saying it was the 75th anniversary of the establishment of the first RAAF squadrons in Bomber Command to the anniversary of the Command itself. Unfortunately this was almost entirely incorrect and much of it was coming from the RAAF , the Department of Veterans Affairs and even the Australian War Memorial. For the record, the first RAAF squadron in Bomber Command – No 455 – was established at Swinderby in Lincolnshire in June 1941 followed by 458 in July and 460 in November. If my arithmetic is correct, that’s 76 years ago, not 75. By then, many Australians were already flying with regular RAF Bomber Command squadrons. As for Bomber Command itself, it was established in July 1936 – 81 years ago. So where’s the 75th anniversary? It’s disappointing that this misinformation has come largely from official sources. If we’re going to mark anniversaries the least we could do is get the sums right rather than just make stuff up! No fact checking, no editing and no-one apparently capable of getting it right. A sign of the times. LONDON NON-STOP? NO THANKS! Qantas CEO Alan Joyce was jumping for joy when he announced the airline’s non-stop Perth-London flights using the forthcoming Boeing 787-9s. Launching in May next year, he said “it’s great news for travellers because it will make it easier to get to London.” Is it? Will it? For a start, the thought of being stuck in Sardine Class for the 17 hours it will take to get from Perth to London is to me something akin to Medieval torture, especially for those of us who are tall. Deep vein thrombosis territory. Economy passengers will be crammed in nine abreast. Let’s hope your neighbour is (a) not very big, and (b) in control of his or her personal hygiene. Qantas says the 787 is “an aircraft designed specifically for comfort on long-haul sectors.” Not nine abreast it isn’t! It seems to me that the great majority of people travelling from Australia to Britain – from the east coast cities – have little to gain from taking the Perth option. Firstly they will have to travel there – about four hours from Melbourne, five from Brisbane or Sydney – then there’s the 17 hours to London for a total of 21 or 22 hours in the air. The normal Sydney-London flight takes about 14 hours from Sydney to Dubai and then seven-and-a-bit hours from Dubai to London for a total flying time of 21 or 22 hours. So where’s the benefit? How does that make it “easier to get to London”? A shorter transit time in Perth will save maybe an hour overall, but there’s still the 17 hours to London to survive. Does Qantas have it in for its Melbourne passengers? The popular daily A380 service to London via Dubai will be axed, replaced with the new Melbourne-Perth-London 787-9 service. The Qantas website shows that the 787-9 will carry 236 passengers against the A380’s 484, halving the number of available seats each day. It’s difficult to fathom the logic here and it’s going to be interesting fitting 484 people into 236 seats. There won’t be too many left over for passengers joining at Perth. First class passengers will no longer be able to fly from Melbourne to London unless they transit through Sydney – two stops instead of one – and Melbourne passengers won’t have the advantage of connecting with Emirates’ extensive network from Dubai. Even taking the reported cost increases out of the equation, the balance sheet for Melbourne passengers looks dodgy: Net Gain: perhaps a one hour saving in overall journey time. Net Losses: 248 fewer seats each day; no first class; no opportunity for onward connections to Europe without adding more stops, travel time and cost; loss of the A380’s passenger appeal; having to spend 17 hours confined to your seat; and for most inbound passengers, longer connecting flights and journey times. Then there’s the changed arrival time into London. Gone is the popular 2.15pm arrival, now it’s an ungodly 5.10am when nothing is open. All very strange. Maybe Qantas is trying to quietly and gradually kill off the A380. From a passenger’s point of view, that would be a seriously bad move. Ah, the passengers. Remember them? They’re the ones who pay the CEO’s multi-million dollar salary…. – Stewart Wilson EDITOR Stewart Wilson Email: [email protected] PO Box 181, Bungendore NSW 2621 VINTAGE & WARBIRDS EDITOR Peter Hallen Email: [email protected] REGULAR CONTRIBUTORS Eric Allen, Jamie and Tash Chinery, Gavin Conroy, Darren Crick, John Croker, Brendan Cummins/bcpix, Ryan Fletcher, Juanita Franzi, John Freedman, Jeff Gilbert, Lance Higgerson, Dennis Newton, Murray Permain, Nigel Pittaway, Wayne Starick, Ross Stirton, Colin Turner, Wendy Wilson. DESIGN & PRODUCTION Mat Clancy Emsee Publishing Design ADVERTISING MANAGER Wendy Wilson Tel: +61 2 6238 1620 Fax: +61 2 6238 1626 Mob: +61 412 265 585 Email: [email protected] Email: [email protected] ADVERTISING SALES Ray Berghouse Mob: 0427 416 868 Email: [email protected] SUBSCRIPTIONS www.aeroaustraliamag.com Tel: +61 2 6238 1620 PO Box 181 Bungendore NSW Australia PUBLISHER Wilson Media Pty Ltd PO Box 181 Bungendore NSW 2621 Australia Tel: +61 2 6238 1620 Fax: +61 2 6238 1626 AERO AUSTRALIA IS PUBLISHED BY WILSON MEDIA PTY LTD ABN 94 082 531 066, PO Box 181 Bungendore NSW 2621 Australia. All rights reserved. No part of this magazine may be reproduced in whole or in part without the prior permission of the publisher. Printed in Australia by Bluestar Web, distributed in Australia by Integrated Publication Solutions and in New Zealand by Gordon & Gotch. The publisher will not accept responsibility or any liability for the correctness of information or opinions expressed in the publication. All material submitted is at the owner’s risk, and while every care will be taken, Wilson Media does not accept liability for any loss or damage. PRIVACY POLICY We value the integrity of your personal information. If you provide personal information through your participation in any competitions, surveys or offers featured in this issue of Aero Australia, this will be used to provide the products or services that you have requested and to improve the content of our magazines. Your details may be provided to third parties who assist us in this purpose. In the event of organisations providing prizes or offers to our readers, we may pass your details on to them. From time to time, we may use the information you provide us to inform you of other products, services and events our company has to offer. We may also give your information to other organisations which may be used to inform you about their products, services and events, unless you tell us not to do so. You are welcome to access the information we hold about you by contacting Wilson Media Pty Ltd. Copyright © 2017 Wilson Media Pty Ltd www.aeroaustraliamag.com facebook.com/AeroAustraliaMag plus.google.com/AeroAustraliaMag instagram.com/aeroaustraliamag pinterest.com/aeroaustralia twitter.com/aeroaustralia ISSUE 55 JULY/SEPTEMBER 2017 TM WILSON MEDIA
- 6. A erogrammesAVIATION BITS AND PIECES • FIRSTFLIGHTANNIVERSARIES AIRCO DH.9 First Flight July 1917 HANDLEY PAGE 0/400 First Flight September 1917 DORNIER Do 24 First Flight 3 July 1937 FOCKE-WULF Fw 200 CONDOR First Flight 24 July 1937 LOCKHEED VEGA First Flight 4 July 1927 Max enters service The first customer Boeing 737 Max was handed over Malaysia-based Malindo Air on 16 May. Max 8 (737-8) 9M-LRC will be the first to enter service, joining Malindo’s 29 737NGs and 16 ATR 72s. Established in 2013, the name ‘Malindo’ is a combination of ‘Malaysia’ and ‘Indone- sia’, reflecting the airline’s base and its Indonesian owner Lion Air. However, the airline has now been rebranded as Batik Malaysia, and these are the titles that appear on the new 737. The fourth generation 737 had received 3,700 orders from 87 customers by the time of the first delivery. Five days before the delivery to Malindo/Batik, Boeing announced it was temporarily suspending 737 Max flight testing following problems discovered with the low pressure turbine discs of some CFMI Leap-1B engines. CFM notified Boeing about the potential manufacturing quality issue after discovering it as part of the normal inspection process. No problems with the engine had been found during 2,000 hours of arduous opera- tion during the 737 Max’s test programme, but flights were suspended as a precaution. AUSTRALIAN ARMY TIGER armed reconnaissance helicopter A38-001 became the first of its type in the world to log 2,000 flying hours in May this year. Under the command of Lt Col Dave Lynch – CO of the School of Army Aviation at Oakey – 001 reached the milestone on a flight from the Army Aviation Training Centre at Oakey to Enoggera Gallipoli Barracks in Brisbane. Delivered in December 2004, A38-001 is the only Tiger in the Australian fleet fitted with specialist flight test instrumentation to enable data collection for aircraft and fleet management in Australian conditions, and for weapons performance and flight envelopes. Among A38-001’s achievements are the first 70mm rocket firings on the Cazaux test range in France in 2004, the first Hellfire missile firings from a Tiger on the Woomera test range in Australia, the first Advanced Precision Kill Weapon System Laser Guided rocket firings from a Tiger on the Woomera range in 2016, and the first Australian Tiger embarked for ship trials aboard HMAS Canberra in 2017. Army operates 22 ARH Tigers, the last of which was delivered in 2011. It also flies with the defence forces of Germany, France and Spain. Poseidon to the rescue The RAAF’s new P-8A Poseidon maritime surveillance aircraft has assisted with the co-ordination of a search and rescue response approximately 50 kilometres south of Mount Gambier, South Australia. While on a training mission from its base at Edinburgh SA, the Poseidon intercepted a Mayday call from a distressed vessel, the MV Port Princess at around 1 pm on 16 May. The vessel was taking on water with four persons on board. The Poseidon provided communications assistance to aid the stricken vessel, with the result that all were safely rescued. Images of the rescue were relayed in real time from the aircraft to the Rescue Co-ordination Centre in Canberra. High Time Tiger Boeing ADF SHARE WITH US www.pinterest.com/aeroaustralia/ Nigel Pittaway
- 7. AEROGRAMMES 7 GRUMMAN F4F WILDCAT First Flight 2 September 1937 BOEING STRATOCRUISER First Flight 8 July 1947 AIRLINERS ORDERS and DELIVERIES Current and under development models. ORDERS DELIVS BACKLOG AIRBUS (at 30 April 2017) A318 80 80 0 A319 1485 1457 28 A319neo 50 0 50 A320 4728 4434 294 A320neo 3618 103 3515 A321 1734 1489 245 A321neo 1386 1 1385 A330-200 649 609 40 A330-200F 42 38 4 A330-300 782 695 87 A330-800neo 6 0 6 A330-900neo 204 0 204 A350-800 8 0 8 A350-900 612 81 531 A350-1000 211 0 211 A380 317 210 107 BOEING (at 30 April 2017) 737-700 1128 1122 6 737-700C 20 20 0 737-700W (AEW&C) 14 14 0 BBJ1/2/3 151 147 4 737-800 5049 4424 625 737-800A (P-8) 125 80 45 737-900ER 510 426 84 737MAX (all) 3714 0 3714 747-8I 48 42 6 747-8F 86 71 15 767-300ER 583 583 0 767-300F 192 124 68 777-200ER 422 422 0 777-200LR 59 59 0 777-300ER 815 725 90 777F 161 130 31 777X (all) 306 0 306 787-8 423 334 89 787-9 641 207 434 787-10 149 0 149 BOMBARDIER (at 31 March 2017) Dash 8 Q400 573 547 26 CRJ700 352 343 9 CRJ900 438 409 29 CRJ1000 68 52 16 CS100 123 5 118 CS300 237 3 234 EMBRAER (at 31 March 2017) E170 193 190 3 E175 525 437 88 E190 590 534 56 E195 166 156 10 175-E2 100 0 100 190-E2 68 0 68 195-E2 65 0 65 NOTES: Airbus figures exclude Corporate Jets (ACJs). Backlogs: Airbus 6,715; Boeing 5,666; Bombardier 432; Embraer 390. Aero FREE DAILY UPDATES & ARCHIVE visit... www.aeroaustraliamag.com Airvan 10 certified The Mahindra (GippsAero) GA10 utility turboprop was awarded its Type Certificate by CASA on 19 May following a five-year development programme. US FAA certification has also been awarded. The prototype of the stretched, 10-seat derivative of the piston-engined GA-8 Airvan first flew on 1 May 2012 and has since been joined by the first production example. The GA10 is powered by a 450shp (335kW) Rolls-Royce 250-B17F/2 turboprop and has a maximum takeoff weight of 2,155kg (4,750lb). GippsAero New King Airs for RAAF IN AN UNANNOUNCED DEAL, the RAAF has acquired four new Beechcraft King Air 350s to train Air Combat Officers and Navy Aviation Warfare Officers (AvWOs) with 32 Squadron at East Sale Vic. Equipped with the latest Rockwell Collins Proline 21 avionics suite, they are being leased from Hawker Pacific and have been in Australia since earlier this year. After modification they will be progressively delivered through 2017. The new King Air 350s were temporarily registered VH-KQD (c/n FL-1008), VH-KQE (c/n FL-1021), VH-KQF (c/n FL-988) and VH-KQG (c/n FL-1003). The RAAF already has eight King Air trainers with 32 Squadron at East Sale, older aircraft fitted with the earlier Proline 2 cockpit. Eight Proline 21-equipped King Airs also serve with 38 Squadron and are currently based at Townsville in the light transport role. All 16 are leased from Hawker Pacific. There has been speculation that the RAAF will consolidate its King Air fleet at East Sale and leave Townsville. This remains unconfirmed and has the potential to become a political football: “As this project has not yet been approved by government, no further detail is available at this time,” said a Defence spokesperson. It has also been reported that three of 38 Squadron’s aircraft are being modified with a removable Intelligence/Surveillance/ Reconnais- sance (ISR) kit to support Army Special Operations Command. Nigel Pittaway
- 8. AVIATION BITS AND PIECES • A erogrammes FIRSTFLIGHTANNIVERSARIES AIRSPEED AMBASSADOR First Flight 10 July 1947 ANTONOV An-2 First Flight 31 August 1947 DHC BEAVER First Flight 16 August 1947 CESSNA 150 First Flight September 1957 ILYUSHIN Il-18 First Flight 4 July 1957 HAWKER SEA HAWK First Flight 2 September 1947 ADF Flying Hours TYPE/SERVICE N0 2016-17 2017-18 2018-19 2019-20 2020-21 737BBJ (RAAF) 2 1600 1600 1600 1600 1600 AP-3C Orion (RAAF) 15 6465 4660 1600 600 300 AS.350BA Squirrel (RAN) 6 2000 450 - - - C-17 Globemaster (RAAF) 8 7000 6200 6200 6200 6200 C-27J Spartan (RAAF) 10 2000 4000 5000 7500 7500 C-130J Hercules (RAAF) 12 7350 7350 7350 7350 7350 Challenger 604 (RAAF) 3 2161 2403 2403 2403 2403 CH-47F Chinook (Army) 7 1300 2000 2400 2600 2600 E-7A Wedgetail (RAAF) 6 3600 3600 3600 3600 3600 EA-18G Growler (RAAF) 12 800 1600 1900 2400 2800 F-35A Lightning II (RAAF) 2 500 752 2538 4564 8204 F/A-18A/B Hornet (RAAF) 71 16,700 12,000 11,200 8100 4750 F/A-18F Super Hornet (RAAF) 24 4000 4000 4050 4050 4050 Hawk 127 (RAAF) 33 6000 6500 6500 6500 6500 Heron UAV 2 1000 500 - - - KC-30A MRTT (RAAF) 5 6000 3700 3900 4700 4700 King Air 350 (RAAF) 16 8300 8700 8700 8300 8300 Kiowa (Army) 41 5150 3800 1800 - - MRH90 Taipan (RAN/Army) 47 6000 7600 8200 9740 10,300 P-8A Poseidon (RAAF) 8 450 2762 4254 5400 5775 PC-9/A (RAAF) 62 17,648 17,952 16,452 3826 - PC-21 (RAAF) 49 - 2200 7000 19,626 23,652 S-70 Black Hawk (Army) 34 4150 4550 4225 3800 2175 S-70B Seahawk (RAN) 4 1200 190 - - - MH-60R Seahawk (RAN) 24 4800 6050 7200 7200 7200 Tiger ARH (Army) 22 4800 5050 5300 5300 5300 ADF Flying Hours 2017-2021 AMONG THE ITEMS contained in the Federal Budget brought down in May are the estimates of hours (or ‘Rate of Effort’) that will be flown by each ADF aircraft type over the next four years. The figures are in the accompanying table. The 2016-17 figures are the estimated actual, 2017-18 is the budget estimate, and the remaining years are forward estimates. Some points of interest: • PC-9/A and PC-21: Reflects the PC-9’s phased withdrawal and replacement by the PC-21 starting 2017-18. • Orion and Poseidon: Reflects the winding down of Orion operations and introduction of the Poseidon. • KC-30A MRTT: Reflects operational assignments and the planned introduction of additional aircraft. • Hornet: Reflects their gradual phasing out as the F-35A Lightning II starts to come on line in 2018-19. • Lightning II: Only the two aircraft already handed over and based in USA for training noted as in service. Increased rate of effort from 2018-19 reflects initial deliveries of remaining 70. • Heron UAV: Beyond 2017-18 subject to contract extension. • Kiowa: Last training course planned for 2018. • S-70B Seahawk: To be withdrawn from service December 2017. • Squirrel: To be withdrawn from service December 2017. • Taipan: Army/Navy hours combined. Navy has seven flying about 1,500 hours per annum. After more than two decades of campaigning by industry, the European Aviation Safety Agency (EASA) has finally approved the operation of single-engined turbine aircraft such as the Pilatus PC-12, Daher TBM and Cessna Caravan for commercial operations at night and under instrument flight rules across all 32 EASA member states. Called Commercial Air Transport Single-Engine Turbine in Instrument Metrological Conditions (CAT SET-IMC) in Europe, such operations have been approved and successfully implemented for many years in other parts of the world including Australia, Canada and the USA. The RAAF’s 12 new EA-18G Growlers will fly a planned 8,700 hours between them over the next four years. Nigel Pittaway JOIN THE CONVERSATION @AeroAustralia Aircraft such as the Pilatus PC-12 (illustrated), Daher TBM series and Cessna Caravan will benefit from the new rules. Pilatus Europe approves SE-IFR
- 9. GA AIRCRAFT DELIVERIES – JANUARY/MARCH 2017 AIRBUS CORPORATE JETS ACJ318/319/320/321 0 AIR TRACTOR AT-401/402 3 AT-502/504 11 AT-602 4 AT-802/A/AF 18 AMERICAN CHAMPION 7EC Champ 0 7GCBC Citabria Explorer 1 8KCAB Decathlon 1 8GCBC Scout 1 AVIC GENERAL Y5B 0 LE500 0 A2C 0 Y12 series 2 BEECHCRAFT Bonanza G36 3 Baron G58 5 King Air C90Tx 2 King Air 250 4 King Air 350i/ER 6 BOEING BUSINESS JETS BBJ1/2/3 0 777-300ER 1 787-8 1 787-9 1 BOMBARDIER Learjet 70/75 5 Challenger 350 9 Challenger 650 6 Global 5000/6000 8 CL850/870/890 1 CESSNA 172S Skyhawk SP 20 182T Skylane 7 T206H Turbo Stationair 13 240 Corvalis TTx 1 208 Caravan 675 3 208B Grand Caravan EX 5 510 Citation Mustang 2 525 Citation M2 8 525B CJ3+ 3 525C CJ4 5 560 Citation XLS+ 3 680 Sovereign+ 3 680A Latitude 10 750 Citation X+ 1 CIRRUS SR20 8 SR22 25 SR22T 24 SF50 Vision 0 CUBCRAFTERS Sport Cub S2 0 Carbon Cub SS 2 Top Cub 2 XCub 3 DAHER TBM 910 1 TBM 930 6 DASSAULT All Falcon models n/a DIAMOND DA20-C1 4 DA40 7 DA42 Twin Star 4 DA62 6 EMBRAER Phenom 100 3 Phenom 300 8 Legacy 450 1 Legacy 500 1 Legacy 600/650 1 Lineage 1000/E190 1 EXTRA EA300 7 FLIGHT DESIGN CT 6 GULFSTREAM 150/280 7 450/550/650 23 HONDA HondaJet 15 ICON A5 2 MAHINDRA Airvan 8 4 MAULE MX-7-180C 0 M-7-235C 0 M-7-260C 0 MOONEY M20R Ovation 1 M20TN Acclaim 1 ONE Eclipse 550 3 PAC 750XL 1 PIAGGIO Avanti 0 PILATUS PC-6 Porter 0 PC-12 12 PIPER Warrior III 0 Archer III 11 Arrow 4 Seneca V 0 Seminole 4 Mirage M350 2 Matrix 0 M500 1 M600 3 PIPISTREL Virus 5 QUEST Kodiak 100 9 TECNAM ASTM-LSA 17 P92 0 P2002 6 P2006 8 P2008 4 P2010 9 THRUSH S-2R 10 WACO 2T-1A-2 1 YMF-5D 1 Total piston singles 176 Total piston twins 27 Total turboprop singles 87 Total turboprop twins 14 Total business jets 130 GRAND TOTAL 434 Source: GAMA *NOTES: Totals exclude LSAs and military. LOCKHEED JETSTAR First Flight 4 September 1957 HANDLEY PAGE JETSTREAM First Flight 18 August 1967 EMBRAER PHENOM 100 First Flight 26 July 2007 SHARE WITH US www.pinterest.com/aeroaustralia/ AEROGRAMMES 9 787-10 flies… The first ‘double stretch’ Boeing 787-10 recorded its maiden flight from the company’s South Carolina facility on 31 March. The 4hr 58m flight was conducted by Boeing Test and Evaluation captains Tim Berg and Mike Bryan. Certification is scheduled for the first half of 2018 and 149 have been ordered by nine customers. … as does 737-9 The first stretched Boeing 737 Max 9 was flown on 13 April. Deliveries will begin next year. Boeing More Poseidons The US Navy, RAAF and Royal Air Force will continue modernising their maritime patrol capabilities through a $US2.2 billion contract awarded on 30 March for at least 17 additional Boeing P-8A Poseidons. The agreement includes options for 32 additional aircraft, as well as money for long-lead parts for future orders. After exercising all options, the total contract value will be $US6.8 billion. The US Navy will receive 11 additional aircraft, Australia will expand its P-8A fleet with four more and the RAF’s first two P-8As are part of the agreement, with first delivery set for 2019. By March 2017 Boeing had delivered 53 Poseidons to the USN and two to the RAAF . India has also received eight P-8Is and has ordered a further four, although these are not part of the new contract. NEXT ISSUE ON SALE... 21 SEPTEMBER 2017 Boeing
- 10. AVIATION BITS AND PIECES • A erogrammes 3,000 Learjets Bombardier delivered the 3,000th Learjet on 2 June, a Model 75 to Missouri-based multi-product manufacturer Leggett & Pratt Inc. The aircraft was also the 100th Learjet 75 to be delivered. The milestone delivery comes nearly 54 years after the first flight of the original Learjet 23 prototype on 7 October 1963. Bombardier The first Airbus A319neo performed its maiden flight on 31 March. The smallest member of the A320neo family took off from Hamburg and landed in Toulouse after a five-hour flight. Sales have been sluggish so far with a just 50 ordered out of an A320neo family total of more than 4,000. Airbus Aero FREE DAILY NEWS UPDATES & ARCHIVE visit... www.aeroaustraliamag.com A380 revamp AIRBUS HAS DEVELOPED an extensive package of A380 cabin enhancements intended to provide up to 78 additional seats for improved operating economics without compromising comfort levels. More floor space has been freed up by relocating the forward stair, relocating the crew rest area, modifying sidewall stowage, revising some galley arrangements and redesigning the rear stair from a spiral arrangement to a straight/square one. Economy class seating can increase from 10 to 11 abreast on the main deck in a 3- 5-3 arrangement while maintaining the A380’s popular 18-inch seat width. Airbus says the average passenger capacity of A380s currently in service is 497 in four classes. With all the cabin improvements incorporated this could increase to 575 passengers and generate significantly more revenue for airlines. Airbus says its 11-abreast A380 economy class will have no reduction in seat width. Airbus A319neo flies
- 11. AEROGRAMMES 11 www.facebook.com/ AeroAustraliaMag Paul was returning to fly with Rossair and was undergoing re-endorsement training on the 441, a type which he had flown before with the Adelaide-based and long- established company. A highly experienced professional pilot and true aviation nut, Paul Daw will be very sorely missed. His brother Nigel – who contributed the Opal Air story in this edition of Aero Australia – put together the following words for us: “The best brother one could have. A passion for life, family, people and the aviation industry. He started taking pictures of aeroplanes in 1964. Paul and I rode our pushbikes to Adelaide Airport on Saturday mornings to photograph DC-3s, DC-4s, Viscounts and Electras. Then it was on the bus or train to Parafield to ‘do the rows’. “This expanded into ‘airport crawls’ around Australia photographing more aeroplanes. Paul completed his flying training in 1981 and become an instructor, then went to Kendell Airlines, and on to KLM City Hopper between 1990 and 1997 flying the Saab 340, Fokker F .28 and Fokker 70. “Back in Australia, he was a flight auditor with CASA, Alliance Airlines Fokker 50 captain, and finally with Rossair and Hartwig Air. An extensive career which also included involvement with the SA Aviation Museum for many years, serving as secretary and more recently as the collection’s manager. A passion for preserving aviation history. “I will miss him badly as the ‘Daw Brothers’ have a wonderful reputation in the aviation history and photography scene. Soar on Paul, you will be remembered.” Wings4Kidz PC-12 Wings4Kidz – a charity which provides specialist free air travel for children and their families who need to travel long distances for medical care – has announced a partnership with the McCloy Group which will allow use of its Pilatus PC-12. Newcastle NSW-based company chairman Jeff McCloy is supporting Wings4Kidz through his PC-12 which is normally based at Sydney’s Bankstown airport. It will be used to support families primarily from the Hunter and New England regions of NSW to attend essential medical appointments at John Hunter Children’s Hospital Newcas- tle, and The Children’s Hospital at Westmead in Sydney. Wings4Kidz also provides ground transport between airport and hospital. Charity founder Kevin Robinson has been responsible for over 1,000 flights since 2012. PAUL DAW Robert Wiseman It was with great sadness that we learned of the death of our friend Paul Daw in the widely-reported crash of a Rossair Cessna 441 Conquest near Renmark SA on the evening of 30 May. Equally tragically, the crash also claimed the lives of Rossair’s chief pilot Martin Scott and CASA’s Stephen Guerin. The editor last met with Paul Daw in New Zealand just a month before his death. Aero Australia extends its heartfelt condolences to Paul’s family and friends, and also those of Stephen Guerin and Martin Scott. The ATSB is investigating the accident. Jaryd Stock Howard Geary Air NZ Number One Air New Zealand has taken out the number one spot in research consultancy AMR’s 2017 Corporate Reputation Index in both Australia and New Zealand. This is the first time in the airline’s history it has been named as the most reputable company in Australia. In Australia, Air NZ moved from sixth place in 2016 to take the number one spot ahead of Australia’s Qantas and Virgin Australia which came in fifth and 16th, respectively.
- 12. AVIATION BITS AND PIECES • A erogrammes MC-21 flies The prototype of Russia’s Irkut MC-21-300 163-211 seat narrowbody airliner recorded its maiden flight on 28 May, seven years after the programme was launched. Aimed squarely at the market now dominated by the Airbus A320 and Boeing 737 families, it is offered with both Russian (PD14) and Western (PW1400G) engines. The firm orderbook is 175 and first delivery to Aeroflot is scheduled for late 2018. Drone racing – it’s official! The FAI (the World Air Sports Federation and the world governing body for air sports and certifying aviation and space records) and Australian company Freedom Drone Sports have signed a Memorandum of Understanding to develop drone racing as a sport around the world. The two organisations will work together to develop drone racing both in Australia and internationally. This includes licencing ‘pilots’, developing rules of racing, certification of drones, track design, safety, social responsibility and accredited training of participants and officials.The ultimate aim is to develop an FAI-sanctioned world championship series and this came a step closer in late May when the FAI issued a call for bids for the first FAI World Drone Racing Championships. To be held in late 2017 or early 2018, the FAI is inviting bids from interested cities and venues around the world to host the annual event. The competition may be staged indoors or outdoors. Freedom Sports Irkut Understanding how civil aviation has transformed Australia over the last hundred years is the focus of a research project which has been awarded Australian Research Council funding. The Civil Aviation Historical Society is a partner in the project, which is being led by Associate Professor of Cultural Heritage, Dr Tracy Ireland, of the University of Canberra. She is being supported by academic colleagues including Airways Museum Research Fellow Dr Peter Hobbins of the University of Sydney. Other partner organisations include the Australian National University, the University of New South Wales, Airservices Australia, the National Museum of Australia and the SFO Museum at San Francisco Airport. While aviation has transformed Australian society over the last century, its heritage is under-appreciated and at risk. The project will communicate its history and stories to the public through exhibitions and publications, and help conserve it for future generations. Heritage of the Air project Robert Wiseman
- 13. Item Number: AA27502 , Pembroke D Squadron RCAF Short Sunderland Mk.III ML788/2- Dock -S, No.422 No 422 Item Numbe ‘MiG Eater’ RAF No.15 Squadr ornado VIA T ANA AV P r: AA39806 ar 25th Anniversary on, Gulf W GR.1, ZA447/EA Lt. Georg Curtiss P-40B W elch, 47th PS, e W , 2nd arhawk, 160/15P W Item 44-147 Bertram, 3 P-51D M m Number: AA27701 98 G4-V ‘Butch Baby’ 362nd Fighter Squadron, Mustang™, Lt. Julian H Item N 15th PG, U 15th PG U Number: AA28101 , Pearl Harbor USAAF Pearl Harbor USAAF RAF No Boeing Item Number: AA34213 o.18 Squadron, Odiham, 2012 ertol Chinook HC.3, ZH904, g V -5 Consolidated PBY Y- Item Number: AA36110 , Patrol S Catalina, Otto F Meyer Jr Squadron 14, Pearl Harbor A wa m wa we r we m we we A war 1 2 7 0 C g o g r 2017 Cor to to t r o ra u r g ra to our rang n ew ew new p su ri r ri p new surpri r PRECIS co elc e o to m to to l a C l r C g Co g r elcome to all Cor i g Co ec l ct l to ect r ct to Ra e n gi Collector Range g s g of e of o qu it a ty l ty it ty ie- d - i ges of quality die- e- is i s s yo e yo you e ’r e s e u t re t t r e sur ises you’r SION DIE-CA i C g C Co ec l ct l to ect rs cto to , r rs d ol gi Collectors, old . Th e T s Thi ate l e a st atest te ra st r g ra e. This latest rang n -c ca - st -c st a co st co e l ct l ta ect ct ta e b m l -cast collectable m to to a r p e prec te cia . at eciate. te to appr AST MODELS d an ew n , ew to to t s e o , to some m ew and new e g inclu s de su r p rb e ge includes superb r o mod s e , l s we a we l wel s models, as well as a S e of of of e t e of the th b ew ew new a it d ti dit t ti s o b new additions n s a fe ew ew fe s a few few Hobby r range a Check o retailer now oy a at your T To out the Corg w! and i 2017 Ph (0 Aer A1352 08) 8277 0869 ro
- 14. The 767 has been progressively replaced in Air NZ service by the Boeing 787-9 since July 2014. The airline has nine in service with four more to come between now and late 2018. The retirement of the 767 completes Air NZ’s long term plan to move to a simplified fleet structure, operating a narrowbody fleet of Airbus A320s alongside Boeing 777-300 and 787-9 widebodies. AIR NZ’s 767s The airline’s first 767-219ER (ZK-NBA Aotearoa) arrived at Wellington in September 1985 travelling from Seattle via Nadi. The flight between Everett Field in Seattle and Nadi was at that point the longest by a General Electric-powered 767. The first scheduled service was flown between Wellington and Sydney on 30 September 1985 and by the end of the year Wellington-Melbourne, Wellington-Brisbane, Christchurch-Melbourne and Christchurch- Sydney services had been introduced. The airline’s second 767-219ER (ZK-NBB Arahina) was delivered in March 1986 followed by ZK-NBC in September 1986 and ZK-NBD in September 1988. Other 767-200s were leased from other airlines at various times including two from China Airlines in 1989 under a five-year deal. These were upgraded to long range 767-200ER standards by Air NZ as were three others obtained from Britannia Airways and Braathens SAFE. The first stretched 767-319ER (ZK-NCE) was delivered new in June 1991 followed by the second (ZK-NCF) in February 1992. Ten other 767-300ERs subsequently joined the fleet over the next eight years, eight of them new deliveries and two leased from LOT Polish Airlines and China Southern for short periods. Retirement of the airline’s 767-219ERs occurred in 2005, the final service conducted by ZK-NBA between Sydney and Auckland on 6 March. By the end of 2005 its 767 fleet consisted entirely of -300ERs. They have been gradually retired over the last decade or so and by the end of 2016 only three remained. The retirement of Air New Zealand’s 767s leaves just three still operating in the region: a Qantas 767-300F freighter and two 767-300ERs by Air Niugini. The final service (flight number NZ108) was flown by 767-319ER ZK-NCI between Sydney and Auckland, arriving at the New Zealand city shortly before midnight local time. The other 767-319ER remaining in Air New Zealand service (ZK-NCG) had conducted its final service between Melbourne and Auckland six days earlier. The airline operated 23 examples of Boeing’s ‘semi-widebody’ over the years, comprising eleven 200s and 12 stretched 300s, most of them new but some acquired second hand or operated under short term lease from other airlines to temporarily meet capacity needs (see accompanying table for details). The 767 was used on the majority of Air NZ’s long haul routes. A erogrammes extra A ero Air NZ retires 767 Air New Zealand operated its final Boeing 767 scheduled service on 31 March this year, nearly 32 years after the airline’s first ‘seven-six’ was delivered and marking the end of a significant era in the airline’s history. Top: 767-319ER ZK-NCI, the aircraft which operated Air New Zealand’s final service by the Boeing twinjet on 31 March 2017. Lance Higgerson Above: ZK-NBB, Air NZ’s second 7677-219ER delivered in March 1986. Brian Wilkes
- 15. STORY: STEWART WILSON | AIR NZ 767 15 AIR NEW ZEALAND’S 767s REGN MODEL MSN/LINE NO DELIVERED/NOTES ZK-NBA 219ER 23326/124 September 1985 ZK-NBB 219ER 23327/134 March 1986 ZK-NBC 219ER 23328/149 September 1986 ZK-NBD 205/ER 23058/101 October 1987 (ex-Braathens SAFE) ZK-NBE 219ER 24150/239 September 1988 ZK-NBF 209/ER 22681/18 December 1989 (ex-China Airlines) ZK-NBH 209/ER 22682/60 December 1989 (ex-China Airlines) ZK-NBI 204/ER 23072/107 May 1990 (ex-Britannia Airways) ZK-NBJ 204/ER 23250/113 September 1990 (ex-Britannia Airways) ZK-NCE 319ER 24875/371 June 1991 ZK-NCF 319ER 24876/413 February 1992 ZK-NCG 319ER 26912/509 August 1993 ZK-NCH 319ER 26264/555 October 1994 ZK-NCI 319ER 26913/558 November 1994, final service 31/3/17 ZK-NCJ 319ER 26915/574 April 1995 ZK-NCK 319ER 26971/663 June 1997 ZK-NCL 319ER 28745/677 October 1997 ZK-NCM 35HER 26389/459 November 1998 (ex-China Southern) ZK-NCN 319ER 29388/785 April 2000 ZK-NCO 319ER 30586/808 August 2000 ZK-NCP 3Q8ER 28206/694 lease from ILFC not taken up G-BNYS 204ER 24013/210 leased from Britannia 01-04/94 G-BRIG 204ER 24757/299 leased from Britannia 10-12/95 SP-LPA 35DER 24865/322 lsd from LOT 11/94-04/96, 11/99-03/00 Ex-Britannia Airways 767-204 ZK-NBJ in interim livery shortly after delivery in September 1990. Air NZ converted it and three other second hand 767-200s it acquired to ER specifications. Rob Finlayson ZK-NBA was Air NZ’s first 767 – delivered in September 1985 – and also the last 200 series in the airline’s service, flying its final schedule between Sydney and Auckland in March 2005. It was photographed here at Adelaide in August 1990 in the old Air NZ livery. Bill Lines Right: 767-319ER ZK-NCF in the older livery. It was Air NZ’s second 767-300ER, delivered in February 1992. Lance Higgerson Air NZ operated two 767-204s on short term leases from Britannia Airways in 1994-95. G-BRIG was in service between October and December 1995. Robert Wiseman
- 16. Warbirds &Vintage AIRCRAFT NEWS ● The Temora Aviation Museum has announced the dates for its next Warbirds Downunder Airshow – Friday 12 and Saturday 13 October 2018. The museum’s major show has been run biennially in 2011, 2013 and 2015 but has missed a year due to management changes and the need for new CEO Murray Kear to settle in before embarking on what is a major event. Mr Kear has thanked everyone for their patience while the new dates were being set and noted the reason for the change: “The last Warbirds Downunder was held in November 2015, with the event experiencing very high temperatures and strong winds on the Friday afternoon. The decision was made to move the event to October in an attempt to avoid the higher temperatures that Temora can experience in late spring and early summer.” As before, the programme will have an evening show on the Friday and a full day air show on the Saturday. Tickets are expected to go on sale six months prior to the event, in about April next year. For more information visit.... www.warbirdsdownunderairshow.com.au In what is good news for all enthusiasts, the museum has announced it will start the complex project of returning the Canberra and Vampire to the air. Neither have flown for a number of years. There has also been changes to the museum’s governing committee. Former Chief of Air Force, Air Marshal Geoff Brown (Rtd) has been appointed, joining former Reserve Bank Governor Glenn Stevens, CEO Murray Kear and founder and president David Lowy. Warbirds Downunder dates Colin Turner De Havilland Dove/Sea Devon VH-DHI in Royal Navy colours at Caboolture in April. This may have been the last time we see a Dove flying in Australia. John Freedman Last Dove flight? What could be the last flight by a de Havilland DH.104 Dove in Australia occurred at The Australian Vintage Aircraft Society (TAVAS) Great War Flying Display at Caboolture Qld on 22-23 April when VH-DHI took to the air for the final time before being retired. There are two other Doves still listed on the Australian civil register (VH-OBI and EOB), but they have not flown for some time and their current status is uncertain. Some 30 Doves of the 544 built between 1945 and 1967 have flown in Australia over the years, starting with Srs.1 VH-AQO – the second off the line – which arrived in Australia as a demonstrator for De Havilland Aircraft in October 1946 and subsequently went into service with Airlines (WA) in June 1947. The Caboolture Dove (c/n 04410) first flew as a civil Srs.2 in early 1953 and was originally intended for the US market. Instead, it went to the Royal Navy in May 1955 as a Sea Devon C.20 serialed XJ324 and operated as an ‘Admiral’s Barge’ with VIP interior. After logging just under 9,000 hours in British service, the aircraft was sold to Essendon-based Rudge Air, arriving in 1990 and registered VH-DHI, now as a Dove Srs.5. Its RN colours were retained. It survived a landing accident at Launceston, Tasmania in September 1991 and in 2004 was sold to Russell Mann’s Vintage Airways at Redcliffe Qld and reflown in 2006 after undergoing a major overhaul. The current operator is listed as Kewfern Pty Ltd (trading as ASAP Aircraft Spares) of Caboolture.
- 17. WARBIRDS & VINTAGE 17 Harsh lessons from Hunter crash The British Air Accidents Investigations Branch (AAIB) report into the Hawker Hunter crash during an air show at Shoreham in August 2015 has revealed a number of serious issues. The aircraft (G-BFXI/WV372) came down on a road outside the airfield while attempting a ‘bent loop’, killing 11 bystanders and motorists. Remarkably, the pilot survived. Among the report’s salient points: • The manoeuvre was poorly planned and badly executed with insufficient speed and thrust to complete it. • The minimum apex height above ground level was 3,500 feet but the aircraft reached only 2,700 feet. • The manoeuvre was started from 185 feet above ground level rather than the 500 feet mandated for the Hunter. • The climb was started at 310 knots, 40 knots slower than the required minimum value and maximum engine thrust was never applied. • The aircraft reached the apex of the loop at a decaying airspeed of 105 knots, 45 knots slower than the target. • Trials conducted by another Hunter flown by a pilot from the Empire Test Pilots’ School showed that the pilot of the crash Hunter had the opportunity to perform an effective escape manoeuvre but he had neither prepared for nor practiced such a recovery. • The show’s flying display director did not know the content or intended sequence of the Hunter display but – remarkably – was not required to under UK Civil Aviation Authority guidelines. • There was no mechanism to halt a display during its progress or to effectively monitor aircraft heights above the ground. • Post-crash investigation of the Hunter’s wreckage revealed maintenance and airworthiness shortcoming which “did not appear to meet the requirements of its permit to fly”, although these did not contribute to the fatal outcome of the manoeuvre. • The pilot was experienced and current as a display pilot but had breached the conditions of his display authority in the same aircraft at Shoreham in 2014 without sanction. • The AAIB identified numerous issues relating to pilot display authorisation and the oversight of air show flying generally. Ray Berghouse Swift almost ready Roy Fox’s Comper Swift VH-UVC was nearing its first post-restoration flight as these words were written following its rebuild in New Zealand by JEM Aviation at Omaka. The Swift was taxied during the Classic Fighters show at Omaka in April. First flown in November 1932 as G-ACAG (c/n S.32/10), the 75hp Pobjoy radial-engined Swift came to Australia in October 1934. Registered VH-UVC, it flew with the Australian Aero Club (Victorian Section) out of Essendon. This was renamed the Royal Victorian Aero Club in 1935. The Swift remained with the RVAC until 1943 when it was sold but was struck off the civil register in 1947. It returned to the air in 1957 after a major rebuild but was again withdrawn from service in 1969 and remained in storage for many years after that, firstly at the old Marshall Airways hangar at Sydney’s Bankstown Airport and then at The Oaks near Camden. Roy Fox purchased VH-UVC’s incomplete airframe and a number of Pobjoy engines in 1997 and in early 2014 it was all shipped to New Zealand for JEM to restore to airworthiness. All the woodwork including the wing spars had to be replaced but the metal parts were in generally sound condition. The Pobjoy engines were stripped down and new pistons manufactured. Comper Swift VH-UVC taxying at Omaka Classic Fighters in April. Its return to the air is imminent. Wendy Wilson
- 18. Warbirds &Vintage AIRCRAFT NEWS ● RNZAF’S HARVARD NEW COLOURS The RNZAF Historic Flight’s T-6C Harvard IIA NZ1015 (above) appeared at the Classic Fighters show at Omaka over Easter in its new camouflage WWII-style colour scheme. It was previously in the standard RNZAF post-war red and light grey livery. The Harvard – which was originally delivered to the RNZAF in 1942 – has also been added to the NZ civil register for the first time as ZK-RNZ. John Freedman John Freedman Travolta 707 to HARS Hollywood actor and pilot John Travolta announced in May that he is donating his ex- Qantas Boeing 707-138B to HARS. The aircraft is currently not airworthy but the plan is to restore it to flight and ferry it to the HARS base at Albion Park south of Sydney. The Boeing was delivered to Qantas in September 1964 as VH-EBM but flew with the airline only until November 1968. It then went to Braniff which used it until October 1973. After a period of storage it was converted to VIP configuration and subsequently acquired by John Travolta in 1998 and registered N707JT. In recent years the 707 has flown in Qantas colours following John Travolta’s appointment as an ambassador to the airline. He says he is “hoping to be part of the crew to fly the aircraft to Australia, supported by well qualified and experienced pilots and engineers.” Flying Fighters Auction SOME OF THE Flying Fighters Collection once owned by convicted fraudster Steve Hart has gone up for auction, a decade after it was impounded by the Australian Federal Police following action by the Australian Tax Office. The aircraft are stored at Brisbane’s Archerfield Airport. The collection’s Tiger Moth (VH-WEM), Yak-3 (VH-YZK), two Yak-50s (VH-YAX/YAY) and SNJ Texan (VH-USN) have been offered for sale via a timed online auction conducted between 1 and 30 May (just before we went to press). The sale has been managed by Liquid Asset Management on behalf of the Australian Financial Security Authority. Several significant Flying Fighters aircraft were not part of the auction including Sea Fury VH-SHF , T-28 Trojans VH-AVC and SHT, L-39 Albatros VH-SIC plus some light aircraft. One of the Flying Fighters collection which has gone to auction, SNJ-5 Texan VH-USN. John Freedman
- 19. *Conditions apply. Price based on 8 Day Warbirds South Island Escape valid ex SYD, MEL, BNE & OOL and includes pre paid taxes (subject to change). **Saving is per couple ($100 per person) and has already been deducted from the advertised price. Travel Guide is per household. Offer varies on special Group departures. No other special offers or discounts apply. ^Hat is per person. Special offer applies to new bookings only until 30 September 2017. NZ’s biggest aviation event! Tour breathtaking New Zealand and experience a range of popular attractions combined with a 3 day gold pass to Warbirds Over Wanaka over Easter. Enjoy an extravaganza of aerial action with recreations of some of the most popular acts of the past three decades to celebrate the 30th anniversary. New Zealand CoachHolidays + Warbirds Over Wanaka Airshow For your 12 page brochure 1800 622 768 grandpacifictours.com > 8 Day South Island Escape > 13 Day Sth Island Getaway > 11 Day Ultimate Small Group > 13 Day Nth & Sth Island 8 DAYS PER PERSON, TWIN SHARE FROM 3 DAY GOLD PASS $3774* INCLUDES RETURN AIRFARES >> MARCH 2018 GUARANTEED DEPARTURES 4 ALL INCLUSIVE OPTIONZ Includes airfares, taxes, coach travel, hotel accomm, most meals, sightseeing, attractions + 3 Day Gold Pass + BONUS souvenir wide brimmed hat^. + FREE 400 page New Zealand Eyewitness Travel Guide** SAVE $200 PER COUPLE NEW TOUR SIR REGINALD ANSETT MEMORIAL LECTURE AND DINNER CONFERENCE DETAILS • Tuesday 3rd October: Sir Reginald Ansett Memorial Lecture at Parliament House. • Wednesday 4th and Thursday 5th October: Conference at the National Convention Centre. • Conference includes a joint presentation by Australia’s four government leaders in Aviation, including Chief of Air Force, Secretary of the Department of Infrastructure & Regional Development, CEO Airservices Australia and Director of Aviation Safety CASA. • Presentations by top military and managers and policy makers. • Eminent international and local aviation safety management and policy expert. • The PG Taylor address will be given by Mr Peter Lloyd AC MiD FAIM FCILT. Tuesday 3rd October at Parliament House Canberra, guest lecturer will be Mr John Borghetti Managing Director and CEO Virgin Australia. CANBERRA — OCTOBER 2017 3–5 OCTOBER 2017 Safeskies Australia PO Box 153 Calwell ACT 2905 Ph: +61 2 6274 6921 Email:RIÀFH#VDIHVNLHVDXVWUDOLDRUJ Check website for updates and registration: www.safeskiesaustralia.org
- 20. A eroMOVEMENTS SOME OF THE AIRCRAFT SPOTTED AROUND THE TRAPS OVER THE LAST FEW MONTHS ● Air-to-air of Atlas Air Boeing 747-47UF (SCD) freighter N493MC (c/n 29254/1179) departing Sydney and operating on behalf of Qantas. Jaryd Stock Airvans at Avalon – demonstrator GA8 VH-XGA (c/n 03) and the prototype turboprop GA10 VH-XGY (c/n GA10XAA001). The first production GA10 was also at the show and certification of the new model was awarded just before we went to press. Lance Higgerson Air New Zealand Boeing 787-9 ZK-NZI (c/n 37965/456) at Shanghai in late March. Lance Higgerson
- 21. 21 AERO MOVEMENTS Above: A pair of USAF Boeing C-17 Globemaster IIIs at Sydney in April, supporting US Vice President Mike Pence’s visit to Australia. Jaryd Stock Right: 1945-vintage Beechcraft D18S N43927 (c/n A-26) at the Classic Fighters Air Show at Omaka NZ in April. This is one of the earliest D18Ss, just the 26th off the line out of more than 1,000. Ross Stirton Below: Polar Air Cargo Boeing 747-46NF N451PA (c/n 30809/1259) departs Canberra, operating for DHL. Colin Turner
- 22. A eroMOVEMENTS SOME OF THE AIRCRAFT SPOTTED AROUND THE TRAPS OVER THE LAST FEW MONTHS ● Full rich! The HARS Lockheed C-121C Super Constellation VH-EAG taking off for its dusk display at Avalon makes for an atmospheric shot. Howard Geary The RAAF’s 96th birthday on 31 March was celebrated around Australia, including in Canberra. Boeing P-8A Poseidon A47-001 made a couple of low passes over the Australian War Memorial and Anzac Parade before turning away. The National Library of Australia is in the background. Darren Crick
- 23. 23 AERO MOVEMENTS Above and below: Australia’s population of Fokker 100s (and smaller 70s) continues to grow thanks largely to fly in-fly out (FIFO) operations for the mining industry in Western Australia and elsewhere. Here’s two F100s at Geraldton WA: Alliance Airlines’ VH-FKK (c/n 11379) and Network Aviation’s VH-NHF (c/n 11458). FKK was originally delivered to US Air in 1992 and NHF to American Airlines in 1993. Anthony James Right: Boeing 747-422 A6-HRM (c/n 26903/1171) of the Dubai Air Wing Royal/Flight at Canberra in late March for the Australia versus UAE World Cup soccer qualifier. Australia won! This 747 was originally delivered to United Airlines in August 1998 and went to the Royal Flight five years later. Jeff Gilbert Right: Eclipse EA500 N465DG (c/n 000250) was built in 2008 and despite its US registration is reportedly based at Tamworth NSW. It was snapped on approach to Avalon during the 2017 show. Lance Higgerson Below: Australia’s oldest Cessna 172, 1956 model VH-SNU (c/n 28627) from the first year of production and photographed at the 2017 Avalon Air Show. It first came to Australia in 1963. Lance Higgerson
- 24. A eroMOVEMENTS SOME OF THE AIRCRAFT SPOTTED AROUND THE TRAPS OVER THE LAST FEW MONTHS ● Left: Flying sales brochure! Pilatus Australia’s latest demonstrator – PC-12/47E VH-PIL (c/n 1693) – at the company’s Adelaide headquarters. Below: Dornier Do 228-202K VH-VJD (c/n 8157) operated by Essendon- based General Aviation Maintenance (GAMair) snapped at Avalon. Lance Higgerson Left: Virgin Australia ATR72-500 VH-FVX (msn 986) at Gladstone apparently moments from touchdown but in fact just starting a go-around following aborting the landing. Jamie Chinery Below: Skytraders Airbus A319-115 (LR) VH-VHD (msn 1999) on the ramp at Gladstone Qld in April. The aircraft has been chartered by the Australian Government to move illegal immigrants. Jamie Chinery
- 25. 25 AERO MOVEMENTS Top: RAAF Boeing BBJ A36-002 on short finals into Avalon on 3 March during the 2017 show. It was bringing the Prime Minister, Minister for Defence and Minister for Defence Industry to greet the RAAF’s first two F-35A Lightning IIs. Lance Higgerson Above: Interestingly decorated (with bandages and safety pin!) BAe Jetstream 32 ZK-LFW (c/n 976) of New Zealand’s Life Flight air ambulance departs on another mission. This Jetstream was originally delivered to France’s Regional Airlines in 1993. Murray Permain Right: Open wide! Antonov An-124 RA-82046 of Volga-Dnepr at the Avalon. It brought a Boeing AH-64E Apache attack helicopter to the show for the manufacturer and remained there so the public could inspect it. Lance Higgerson A busy ramp scene at Gladstone Qld in April with RACQ Life Flight Bell 412 VH-XCO (c/n 36022) in the foreground, three ADF MRH90 Taipans behind and Virgin Boeing 737-8FE (c/n 40996/3801) in the background. Floods in Queensland from Cyclone Debbie had closed Rockhampton Airport – to where this 737 flight would normally operate – and Gladstone was used as a major base for aerial support during the crisis. Tash Chinery
- 26. 26 RAAF LIGHTNING | STORY: NIGEL PITTAWAY FLOWN BY THE FIRST TWO Australian pilots trained to fly the F-35, Squadron Leaders Andrew Jackson and David Bell, the two jets arrived at Avalon on the Friday morning of the show and were welcomed by a range of dignitaries including Prime Minister Malcolm Turnbull, Defence Minister Marise Payne, Defence Industry Minister Christopher Pyne and Lockheed Martin CEO Marillyn Hewson. The event was also significant as it marked the first time any F-35 had visited Australia and also the first time the aircraft had been flown in the southern hemisphere. Flash of Ligh Visitors to the recent Avalon Airshow were treated to the sight of the first and so far only Lockheed Martin F-35A Lightning II fighters to wear Australian markings. Two aircraft made the trip across the Pacific especially to attend the show. Here, we attempt to sort out fact from fiction regarding the RAAF’s F-35A programme.
- 27. RAAF LIGHTNING 27 The two jets had flown in from Amberley, where they had been based following their flight from Luke Air Force Base in Arizona. Supported on the ocean crossing by an RAAF Airbus KC-30A tanker, they reportedly arrived in Australia with no maintenance defects whatsoever. Both aircraft left Avalon the following Monday morning after their departure the previous afternoon was deferred due to the possibility of enroute thunderstorm activity. Ironically given its name, the F-35A is not yet certified to operate in the immediate vicinity of lightning! After a further short period at Amberley, the jets returned to Luke where they serve with the US Air Force’s 61st Fighter Squadron. Their appearance at the show was a result of close co-operation between Chief of Air Force, Air Marshal Leo Davies and the USAF . There was no operational reason for the aircraft to be deployed to Australia and indeed, F-35s wearing RAAF markings are unlikely to be seen again in our skies until the end of next year when the first two will be delivered to Williamtown. Although their brief visit was very welcome, the Joint Strike Fighter project continues to attract unprecedented levels of criticism – both in htning Main: The RAAF’s first two – and so far only – F-35A Lightning IIs at the Avalon Airshow in March this year. As would be expected, the appearance of A35-001 and 002 created a great deal of interest. Jaryd Stock Inset above: Moment of history: A35-001 touches down at Avalon on Friday, 3 March 2017. bcpix
- 28. 28 RAAF LIGHTNING Australia and internationally – for being seriously late, significantly over budget and incapable of survival when pitted against other so-called ‘5th Generation’ fighters now under development. In an attempt to sort fact from fiction, Aero recently spoke with a number of senior RAAF officials and the now retired head of the international F-35 Joint Programme Office (JPO), USAF Lieutenant General Chris Bogdan, about the current status of the project and recent operational experience with the aircraft on major exercises and deployments. RAAF F-35 PROGRAMME Australia joined the F-35 programme as a Tier Three partner in 2002 and although it wasn’t selected to be Australia’s next fighter at that time, it effectively killed the RAAF’s New Air Combat Capability (NACC) competition being run under Project Air 6000. The NACC project began in 1999 with the study of options to replace both the RAAF’s ‘Classic’ F/A-18A/B fighter and the F-111C strike aircraft with a single type. Aircraft considered were the F-35, Boeing F/A-18E/F Super Hornet, Dassault Rafale, Eurofighter Typhoon, Saab JAS-39C/D Gripen and even (if export approval could be granted) the Lockheed Martin F-22A Raptor. The project definition phase was expected to be completed in late 2003 or early 2004 with budgetary approval to be sought in the 2006-2007 financial year, but the process ended in 2002 when it was announced that Australia would join the F-35 Systems Design and Development (SDD) phase as a partner and commit $300 million for the privilege. The initial requirement was for ‘up to 100’ Conventional Take Off and Landing (CTOL) F-35As. Officially, this remains the case today, but the early retirement of the F-111C in 2010 and delays to the F-35 programme as a whole saw the purchase of 24 Super Hornets as a ‘bridging strategy’ in 2009. The total Australian commitment currently stands at 72 aircraft – sufficient to replace the Hornet in each of the RAAF’s three fighter squadrons (3, 75 and 77) and 2 Operational Conversion Unit (OCU). Approval for the first tranche of 14 F-35As was given in November 2009 but only two aircraft were actually ordered at that time due to the requirement for partner nations to contribute aircraft to the international F-35 training establishment at Luke AFB. These are the two which visited Amberley, wearing the RAAF serials A35-001/002 and the markings of 2 OCU. A second tranche of 58 aircraft was announced in April 2014, bringing the total to 72. A decision on the other 28 aircraft which by the nature of circumstance has since become a Super Hornet replacement programme, will not be made until the end of the next decade. The two F-35As are escorted into Avalon by an example of the aircraft they will replace in RAAF service, the F/A-18A ‘Classic’ Hornet. RAAF
- 29. RAAF LIGHTNING 29 Australia’s first two qualified F-35A pilots Squadron Leaders David Bell (left) and Andrew Jackson flew the jets from Luke AFB in Arizona to Avalon especially for the show. bcpix Top left: The RAAF has 72 F-35As on order, the first of which will arrive in Australia next year for service initially with 2 Operational Conversion Unit at Williamtown NSW. RAAF Above: The first RAAF F-35A nearing completion at Lockheed Martin’s Fort Worth, Texas facility in December 2013. Nigel Pittaway RAAF TIMELINE The first two aircraft are from Low Rate Initial Production (LRIP) Lot 6 and were ceremonially handed over to the RAAF at Lockheed Martin’s production facility (US Air Force Plant 41) in Fort Worth, Texas in July 2014. They were delivered to Luke in early 2015 to take up their training duties. From a training perspective, Sqn Ldrs Andrew Jackson and David Bell completed their F-35 conversion in 2015 and today serve as instructors with the 61st FS. Two more pilots have now been trained and a fifth, who will become a Fighter Combat Instructor (FCI) at 3 Squadron when it stands up as an F-35 unit, will begin his course in the middle of this year. The first cadre of maintenance personnel is also undergoing training at Eglin AFB in Florida and will shortly move to Luke for hands-on training on operational aircraft. Production of the RAAF’s next eight aircraft, part of LRIP Lot 10, is now well underway and two of these aircraft will be the first delivered to Australia in late 2018. They will be used for local operational test and evaluation activities to ensure the infrastructures at Williamtown and Tindal (the other main operating base) are capable of supporting operational squadrons. The remaining six will initially join the original pair at Luke to assist in ramping up training ahead of further deliveries to Australia in 2019. The balance of the aircraft will then be delivered from LRIP Lot 11 in 2019 (eight aircraft) and followed by Full Rate Production (FRP) 1 through 3 (fifteen aircraft each) between 2020 and 2022, with the final nine to be produced in FRP Lot 4 in 2023. The current timetable calls for the establishment of 3 Squadron (with 12 aircraft) and 2 OCU (six aircraft) at Williamtown by the end of 2021, at which point Initial Operational Capability (IOC) is expected to be declared. This will be followed by the conversion of 77 Squadron at Williamtown in 2022 and finally 75 Squadron at Tindal by the end of 2023. Final Operational Capability (FOC) is expected at the end of 2023, commensurate with the conversion of 75 Squadron and the retirement of the last ‘Classic’ Hornets. INCREASING CONFIDENCE Speaking at Avalon, the head of the RAAF’s Joint Strike Fighter Division, Air Vice Marshal Leigh Gordon, says he is confident this timetable will be met from both a capability and infrastructure point of view despite risks remaining in the programme. “There is certainly risk in the programme and we’re managing that risk and fronting the issues head on, but certainly at this stage I’m quite confident that we’ll achieve IOC, on budget, in December 2020,” he says. It took considerable organisation and RAAF/USAF co-operation to get the two F-35As to Avalon. They returned to the USA immediately afterwards to resume their training duties at Luke AFB. Colin Turner
- 30. 30 RAAF LIGHTNING What is undeniable is that the F-35 programme overall is running very late and significantly over budget and it should be noted that this is a revised schedule – in terms of both timetable and cost – following years of technical problems, delays and cost increases. At the 2005 Avalon show for example, Lockheed Martin executives were predicting that Australia’s first aircraft would be in service in 2012. In those terms at least, the project is more than six years late. The international programme was significantly shaken up and ‘re-baselined’ to address these problems in 2011 and since then, according to the straight-talking Lt-Gen Chris Bogdan, a tight rein has been kept on schedule and budget. “The first time I came to Australia as head of the F-35 programme was the 2013 Avalon air show and here’s what I’ll tell you,” he says. “Since that time, this is a very, very different programme. The programme today is on a much better trajectory than it was four-plus years ago, it is a growing programme, it is accelerating and, in a lot of good ways, it’s changing.” AVM Gordon agrees, “Since government approved the balance of the 72 aircraft in 2014, there has not been a delay or an increase in cost – a real cost variation – for this programme in Australia, despite what some people might say.” REMAINING RISK But that isn’t to say there is a guarantee of smooth sailing ahead, or that there’s no remaining risk to the programme. Both Lt-Gen Bogdan and AVM Gordon were realistic about the ongoing risk to both the international and Australian JSF programmes. Over 200 aircraft are now in service around the world and both the US Marine Corps and USAF have now passed their respective IOC milestones. The US Navy is set to follow in February 2019 and the development programme which began in 2001 should end in either late 2017 or early 2018. One of the major risks immediately facing the programme is the ramp-up in production required to more than double from 61 aircraft in 2015 to somewhere between 160 and 170 aircraft in 2020. “I don’t want to sit here and paint a rosy picture that a programme this big, this complicated and this advanced doesn’t have issues,” Lt-Gen Bogdan says. “I worry about the ramp-up of so many airplanes coming off the production line, while at the same time I have 200 airplanes out in the field that I have to support – because those companies that are building parts for the production line are the very same companies that are trying to fix the older parts on the airplanes in service. That’s a risk and a problem we have to work with.” AVM Gordon also points to the F-35’s Autonomic Logistics Information System (ALIS), a software-intensive support system which is required to operate and maintain the aircraft, as a further risk. ALIS has had a troubled gestation and is still very much in the developmental phase, but AVM Gordon says that the RAAF has commissioned the development of an Off-Board Information Support (OBIS) system at Williamtown to enable testing of ALIS’s integration with the ADF’s IT networks in advance of the initial arrival of aircraft at the end of next year. “ALIS is a programme that we’re watching very carefully,” he explains. “The OBIS will also allow us to train people in ALIS operations and allow us to test future [software] loads as it goes through that activity, so we’re trying to mitigate the risk.” One programme milestone which will almost certainly be missed is the commence- ment of US Operational Test and Evaluation (OTE), which Lt-Gen Bogdan says is about six months behind schedule. This is due to the need to bring the test fleet – some of the earliest jets delivered – up to production standard, so testing will be representative of the aircraft entering squadron service today. This testing was due to begin in the third quarter of 2017, but is not likely to get underway until early next year. This aside, Lt-Gen Bogdan points to the fact that the flight test timetable – which was agreed to in 2011 when the programme was re-baselined – will be completed around the end of the year as planned. He also notes that in 2011 the US Depart- ment of Defense set cost goalposts for the completion of the development phase between a lower limit of $US13.9 billion and an upper limit of $US15.2 billion. Current predictions are that it will come in at $US14.2 billion, two per cent above the lower threshold. “So when folks tell you that this programme is still in trouble; that this is a ‘tragic’ programme and that it’s out of control, remember what it looked like before 2011 and what it looks like now, and then make the case,” he asserts. “I don’t think this programme has fallen down, we have risks, and we have things to sort out [and] there are challenges ahead. The programme is in a much better place than it was five years ago and although we’re never as good as we’d like to be, we’re not nearly as bad as some of our critics says we are.” COST AND THE TRUMP FACTOR Shortly after gaining office in January, the Trump administration made good on its promise to review the F-35 programme and has openly courted Boeing for the potential purchase of more Super Hornets. Lt-Gen Bogdan correctly points out that this issue is relative only to the US Navy, which is looking to buy the F-35C Carrier Variant (CV). Work is now being undertaken to determine the right mix of F-35Cs and Advanced Super Hornets. “The piece that’s important here, especially in Australia, is that our task has nothing to do with F-35A models or F-35B models, this was a unique question about the F-35C, about the mix of F-35C and Advanced Super Hornet airplanes on the aircraft carrier,” he says. “There is absolutely no intention at this point in time to change the programme of record for either the F-35A or F-35B.” The Trump administration has also been critical of the cost of the F-35 and has asked the US Department of Defense what it has been doing to drive costs down and how it plans to provide better value for money in the future. “For years we have recognised that affordability is probably the most important thing to work on in this programme, driving A35-001 takes off on its maiden flight on 29 September 2014. Lockheed Martin Shortly after gaining office in January, the Trump administration made good on its promise to review the F-35 programme and has openly courted Boeing for the potential purchase of more Super Hornets.
- 31. Based on experience so far gained in exercises against current generation fighters, the F-35A has proved to be a good dogfighter, comparable to the F/A-18A Hornet. bcpix RAAF LIGHTNING 31 down cost, so we already had a lot of information that we could package up and show the administration and the new DoD leadership what we are doing,” Lt-Gen Bogdan continues. “Our promise to the enterprise has always been that an [F-35A] airplane we buy in 2019 is going to cost less than US$85 million. I’m here to tell you today that that’s not enough, we need the airplane to be lower than $85 million by 2020 and I think we can get there. We ought to be looking at an $80 million airplane by that timeframe and continuing to reduce the price lot over lot.” CAPABILITY Some of the loudest critics of the JSF programme are those who say the aircraft cannot fight and survive against modern fighters. Lt-Gen Bogdan says that the USAF deployed F-35As to the Red Flag exercise in January this year and successfully flew 207 out of 226 planned sorties, with a mission capable rate of 93 per cent. The 19 missions lost were due to weather conditions when the range was closed. “Those are phenomenal numbers, and in the air-to-air round, when the F-35 went up against legacy airplanes, it enjoyed a kill ratio of at least twenty to one. These are some of our best legacy fighters and the aggressors are the best pilots we have – and the F-35 is at its interim capability right now,” he says. “When it came to air-to-ground they hit 49 of 51 SAM sites they were trying to kill and the only two they missed was because the weapons malfunctioned. I would turn to those who say the F-35 is a dog when it comes to dogfighting and I would say I simply don’t agree with you.” From an Australian perspective, the Director of the RAAFs Air Combat Transition Office, former Hornet pilot Group Captain Glen Beck, says that feedback so far, including that of at least one FCI, is that the F-35A is very comparable with the ‘Classic’ Hornet in an Air Combat Manoeuvring (ACM) engagement. “If it was a terrible aircraft I’m sure everyone would have heard from a bunch of Australian fighter pilots that perhaps we weren’t happy with it. But we are happy with what we’re seeing at the moment. It’s certainly got a lot of potential and even where it is today, even though it doesn’t yet have its final software load, it’s an amazing aircraft,” he says. “It’s very similar to a Hornet, which is probably the best of all the fourth generation fighters when it comes to dogfighting. The F-35 has a very good high angle of attack (AOA) capability, like the Hornet, it allows you to pull and sustain more ‘g’ in turns and its overall manoeuvrability is very similar to a Hornet.” He notes that ‘5th Generation’ capability is often misrepresented as stealth, but there are five characteristics of the capability: low observability; advanced sensors; sensor fusion and integration; data and networking capability; and internal weapons carriage. “In the old days it used to be platform against platform, a Mirage against a MiG-21 or a Hornet against a MiG-29, but that’s not how it works anymore. “When you’re operating this aircraft it’s part of a broader network, you’re a node in a system and you are operating in a system of systems. The F-35 has the ability to collect and transmit an unbelievable amount of data compared to legacy aircraft,” he explains. “It means the person closest to the bad guys doesn’t necessarily have to give themselves away because someone further away can be providing them with all the information they need. Things like that are huge game-changers, and that’s why legacy aircraft just can’t compete.”
- 32. 32 A350-1000 787-10
- 33. STORY: STEWART WILSON | A350-1000 787-10 33 Airbus A350-1000 and Boeing 787-10 The latest and largest versions of widebody twins from Seattle and Toulouse are now flying and undergoing their test and certification programmes. The Airbus A350-1000 will enter airline service later this year followed by the Boeing 787-10 in the first half of 2018. Above: Aurora Borealis (or the Northern Lights) and the first A350-1000 at Iqaluit, Canada in February 2017 during cold testing. The temperature was a chilly -34°C when this shot was taken. Airbus Below: Powered by Rolls-Royce Trent 1000 turbofans, the first ‘double stretch’ 787-10 (N528ZC) flew on 31 March 2017. Boeing
- 34. 34 A350-1000 787-10 ALTHOUGH OUTWARDLY SIMILAR, the two new airliners are aimed at different market segments. The A350-1000 is larger, heavier, longer ranging and carries more than the 787-10 and is largely intended for the market now occupied by the current Boeing 777. The 787-10 offers increased passenger capacity and improved economics over the existing 787-8 and 9 but at the expense of range. Three major carriers – British Airways, Etihad and United – have so far ordered both, indicating they are intended for different market niches and routes within their networks. The use of different widebody types and variants within a single operator’s fleet is becoming more common with specific aircraft allocated to specific routes – in other words ‘tailored’ to suit traffic levels, stage lengths and even seasonal influences. A350: THIRD TIME LUCKY It took Airbus three attempts to get the A350’s concept and design to a standard the airlines were happy with. Its largest version – the A350-1000 – is now in flight test and scheduled to enter service later this year. When Boeing announced its new ‘Super Efficient Airplane’ widebody twin airliner in late 2002, Airbus took little notice of it. But as the design evolved as the 7E7 then 787 and orders started rolling in after its official launch in April 2004, it became clear that a response from the European manufacturer was needed. The A350 was born, but Airbus quickly discovered that customers wanted something better than the ‘minimum change’ early proposals. Airbus announced ‘approval to offer’ the new airliner in two versions in December 2004: the A350-800 for about 245 passengers in three classes and the stretched A350-900 for 285 passengers. Fuselage lengths were the same as the existing A330-200 and -300. The A350 as initially proposed utilised the General Electric GEnx engines as installed on the 787, a reprofiled wing and increased use of advanced lightweight structural materials such as carbon fibre reinforced plastic (CFRP) and aluminium-lithium alloys. But customers told Airbus that what it was offering was simply not good enough. Several evolutionary steps were then taken in an attempt to make the A350 more attractive to airlines, Airbus announcing in mid-2005 that it had frozen the design and incorporated substantial changes over the concept first revealed the previous December. These included increased passenger capacity and range, greater use of advanced materials and numerous other modifications. The ‘new’ A350 was still visually almost identical to the A330 but was very different in detail and shared only 10 per cent parts commonality. Powerplants remained the GEnx initially. A major sticking point with the airlines was continued use of the A300/310/330/340 fuselage cross-section. They wanted something new, but for the moment Airbus resisted. The ‘new’ A350 was launched in October 2005 on the back of 140 firm commitments from nine operators, the aircraft now offered with either General Electric GEnx or Rolls- Royce Trent engines. First deliveries were scheduled for 2010 and Airbus predicted sales of 3,300 aircraft over the next 20 years, including freighters. But A350 ‘V2.0’ was a false dawn. There was still considerable customer dissatisfaction about what was being offered and a constant theme was the call for a new, wider fuselage. GETTING IT RIGHT At the Farnborough Air Show in July 2006 Airbus announced it had finally bitten the bul- let, revealing a heavily revamped version of the A350. Dubbed the A350 XWB (for ‘eXtra Wide Body’), this third attempt at getting the aircraft right introduced very substantial changes. The most obvious was the new, wider ovoid fuselage cross-section, providing an internal cabin width greater than the 787’s and allowing nine-abreast seating in economy class. A new wing 20 per cent larger than the A330’s and made almost entirely of CFRP (but with metal ribs) was designed with three degrees more sweep than before to provide a Mach 0.85 cruising speed. The Rolls-Royce Trent turbofan was now the exclusive power- plant and the fuselage’s construction was completely revised with extensive use of CFRP . Three models were offered: the A350-800 for nominally 276 passengers in two classes, Top: The first A350-1000 (F-WMIL) during its maiden flight on 24 November 2016. Airbus Above: The second A350-1000 (F-WWXL) took to the air for the first time on 10 January this year and the third (F-WLXV) followed on 7 February. Airbus
- 35. A350-1000 787-10 35 A350-900 (315 passengers) and A350-1000 (369 passengers), these between them providing competition to not only the Boeing 787 but also the larger 777. Singapore Airlines opened the A350 XWB’s order book with a ‘firm commitment’ for 20 plus 20 options while most of the original customers changed their original A350 orders to the XWB. First delivery of the initial A350-900 was scheduled for 2012 and the others two years later, but these slipped and the first A350-900 wasn’t ready for delivery until the end of 2014. Airbus approved the industrial launch of the three A350 XWB variants in December 2006 and by December 2009 – when the 787 finally flew after massive delays – 505 had been ordered. Manufacture of the first aircraft had meanwhile started in January 2009. The A350-800 underwent a subtle but significant change in 2010 when it moved from being an optimised variant in its own right to a ‘destretched’ 900. This was to provide a range increase but at the cost of slightly greater fuel consumption and degraded economics. Airlines immediately began switching their orders from the 800 to the larger 900, this trend continuing to the point that by May 2017, only eight remained in the orderbook (for Asiana), down from the peak of 158 reached in early 2011. At the time of writing Airbus was negotiating with Asiana to swap its A350-800 orders to A350-900s or A330neos, enabling it to formally kill off the programme. The first of five flight test A350-900s flew on 14 June 2013 and following certification in September 2014, the first delivery was made to Qatar Airways three month later. By May this year A350 firm orders stood at 831 comprising the eight -800s, 612 -900s and 211 -1000s. By then, 81 A350-900s had been delivered. Development of the A350-1000 meanwhile continued. A design upgrade was announced in mid-2011 following customer input and entry to service rescheduled to 2017. It had attracted some criticism from customers, their concerns based on its operating economics and payload-range performance compared to the larger 777-300ER. The upgrade included a revised wing, more powerful Trent engines and increased weights to improve payload-range performance. The result was 400nm (740km) more range with 350 passengers or an additional 4.5 tonnes of payload over a given stage length. Compared to the A350-900, the 1000’s fuselage is stretched by 11 frames (six forward of the wing and five aft), a seven metres (23 feet) increase for 40 additional passengers; the wing span is the same but the trailing edges are extended for a 4 per cent increase in area; and the main landing gear has six rather than four-wheel bogies. Airbus claims 95 per cent commonality with the A350-900. A350-1000 ORDERS (at May 2017) CUSTOMER NO Air Caraibes 3 Air Lease 5 Asiana Airlines 10 British Airways 18 Cathay Pacific 26 Etihad Airways 22 Iran Air 16 Japan Airlines 13 LATAM Airlines 14 Qatar Airways 37 United Airlines 35 Virgin Atlantic 12 TOTAL 211 Final assembly of the first of three flight test A350-1000s (F-WMIL, msn 059) began at Toulouse in February 2016 and it recorded its maiden flight on 24 November 2016. The second aircraft (F-WWXL, msn 071) followed on 10 January this year and the third (F-WLXV , msn 065) on 7 February. The certification programme will cover 1,600 flight hours. F-WMIL/059 will contribute 600 hours to the programme and is being used for flight envelope, systems and powerplant testing; F-WWXL/065 (500 hours) for performance, systems and powerplant; and F-WLXV (500 hours) for cabin development and certification, ETOPS and route proving. In May this year F-WLXV successfully completed its first ‘early long flight’ test with 310 passengers on board, including 10 Airbus flight test crew and 13 Virgin Atlantic cabin crew. The 12-hour flight which started and ended at Toulouse involved passengers using and testing the cabin systems including air conditioning, lighting, acoustics, in-flight entertainment, galleys, electrics, washrooms and water waste systems. By May 2017 the A350-1000 had attracted 211 firm orders from 12 operators of which eight are also A350-900 customers. A350-1000 and 787-10 A350-1000 787-10 POWERPLANTS Trent XWB-97 GEnx-1B/Trent 1000 THRUST (each) 97,000lb (431.4kN) 76-78,000lb (338-347kN) WING SPAN 64.75m (212ft 5in) 60.12m (197ft 3in) LENGTH 73.88m (242ft 5in) 68.27m (224ft 0in) SEATS (two-class) 369 330 MAX T-O WEIGHT 308 tonnes 254 tonnes DESIGN RANGE 7,950nm (14,725km) 6,430nm (11,910km) FIRST FLIGHT 24 November 2016 31 March 2017 IN SERVICE Second half 2017 First half 2018 ORDERS (May 2017) 211 149 At 68.27m (224ft 0in), the 787-10 is 11.6m (36ft) longer than original 787-8. Boeing
- 36. DOUBLE STRETCH TEN When Boeing formally launched what was then called the 7E7 in April 2004 after receiving an order for 50 from All Nippon Airways, two fuselage lengths were proposed. These subsequently became the 787-8 and stretched 787-9 for 210-250 and 250-290 passengers, respectively. The initial schedule was for the 787-8 to fly in mid-2007 and enter service in the first half of 2008, followed by the 787-9 two years later. As is well known, the 787 programme was beset with major technical, industrial and management problems which caused serious delays, the 787-8 not entering service until November 2011 and the 787-9 in July 2014. The first indication of a ‘double stretch’ 787 came in January 2006 when there was mention of a 290-310 seat 787-10 to meet the possible future needs of potential customers Emirates and Qantas. The subject emerged again in June 2007 when Boeing revealed it was examining a version for around 310 passengers under the designation 787-10 with a possible entry to service in 2013. This was seen as largely to counter to the forthcoming Airbus A350-1000 but created a potential problem for Boeing as it seemed to encroach on 777 territory to some extent. For the moment, the 787-10 remained a concept only. Boeing had its hands full trying to sort out the original version’s problems over the next few years, but the idea of the 787-10 remained. The company continued working on the concept. In July 2012 Boeing CEO Jim McNerney said that approval of the internal launch of the 787-10 could come in late 2012 or early 2013. On 18 June 2013 at the Paris Air Show, the 787-10 was launched on the back of 102 order commitments from Air Lease Corporation (30), GE Capital Aviation Services (10), Interna- tional Airlines Group/British Airways (12), Singapore Airlines (30) and United Airlines (20). Etihad Airways was added to the list in November 2013 with an order for 30 plus options and purchase rights for another 12. Seating 330 passengers in two classes, the 787-10 as initially announced had a design range of 7,000nm (12,965km) and was scheduled to fly in 2017 with deliveries starting in 2018. In June 2014 Boeing released revised pay- load-range figures for the 787, with the design range of all three models reduced. The new figures assumed a two-class configuration with the 787-10 now listed as able to carry 330 pas- sengers over a range of 6,430nm(11,910km). Boeing announced in July 2014 that final assembly of the 787-10 will take place exclusively at its North Charleston, South Carolina plant. Assembly of the 787-8 and -9 remains at Everett near Seattle as well as North Charleston. The Everett facility will continue to assemble seven aircraft per month, while South Carolina will gradually increase from five 787s per month to seven per month by the end of the decade. When achieved, this will be the highest-ever production rate for a widebody airliner. The 787-10 critical design review (CDR) was completed in June 2015, meaning the design team “validates priorities and progress to ensure the design will meet all require- ments when engineering is released to production.” The next steps were the critical programme review and the 90 per cent design release, when components for the first aircraft can start being built. Detail design was completed at the end of 2015. NEW FEATURES Compared to the 787-9, the ‘Dash 10’ is 5.6 metres (18ft 5in) longer by virtue of a five- frame fuselage extension forward of the wing and four frames aft, accompanied by appropri- ate strengthening where necessary. The 787-10 is 11.6m (36ft) longer than the original 787-8. The increased length has required modification of the 787-10’s main undercarriage to avoid tailstrikes as it rotates on takeoff. It now has a semi-levered gear to increase rear fuselage clearance for the same pitch attitude, the two-bogie assembly now pivoting around the rear unit, in effect extending the length of the gear. Boeing’s engineers were aiming for 90 per cent commonality with the 787-9 and like the A350-1000 achieved 95 per cent, making a substantial contribution to production efficiency. Fuel capacity and maximum weights remain the same as the 787-9, meaning the heavier (when empty) 787-10 sacrifices 1,200nm (2,220km) of range in exchange for the ability to carry about 40 more passengers. Some observers noted that the 787-10’s range may be insufficient for some airlines, especially those based in the Persian Gulf, but Boeing says it will cover 90 per cent of the world’s twin aisle widebody routes. The company also claims it will be “25 per cent more efficient than any other aircraft of its size and more than 10 per cent better than any- thing being offered by the competition for the future.” Airbus will no doubt argue with this! Major assembly of the first 787-10 began in March 2016 when Kawasaki Heavy Industries started installation of the circular frames into the mid-forward fuselage section. Rollout of the first aircraft (N528ZC, line number 528) was on 17 February 2017. Powered by Rolls-Royce Trent 1000s, N528ZC first flew on 31 March 2017. Piloted by Boeing test and evaluation captains Tim Berg and Mike Bryan, it performed tests on flight controls, systems and handling qualities during the 4hr 58min sortie. Three other 787-10s will join the flight test programme, the third and fourth aircraft also powered by Trents and the second by General Electric GEnx-1Bs. Customer deliveries are scheduled to begin in the first half of 2018 and the fourth (Trent-powered) flight test aircraft is also the first production example and will go to Singapore Airlines. At the time of its first flight the 787-10 had received firm 149 orders from nine customers. 36 A350-1000 787-10 787-10 ORDERS (at May 2017) CUSTOMER NO ENGINE Air France-KLM 7 GEnx Air Lease Corporation 25 GEnx All Nippon Airways 3 Trent British Airways 12 Trent Etihad Airways 30 GEnx Eva Air 18 GEnx GECAS 10 GEnx Singapore Airlines 30 Trent United Airlines 14 GEnx TOTAL 149 The 787-10 had logged 149 firm orders at the time of its first flight in March this year. Final assembly is performed exclusively at Boeing’s North Charleston facility in South Carolina. Boeing
- 37. MY DETAILS NAME:........................................................................................................................................................................................................ POSTAL ADDRESS:..................................................................................................................................................................................... ......................................................................................................................................................POSTCODE:.......................................... DAYTIME TELEPHONE: (............).....................................................EMAIL:............................................................................................... GIFT RECIPIENT’S DETAILS NAME:........................................................................................................................................................................................................ POSTAL ADDRESS:..................................................................................................................................................................................... ......................................................................................................................................................POSTCODE:.......................................... DAYTIME TELEPHONE: (............).....................................................EMAIL:............................................................................................... I ENCLOSE: □ Cheque □ Money Order FOR (TOTAL) $.................. made payable to WILSON MEDIA PTY LTD □ This is a NEW SUBSCRIPTION □ I am an EXISTING or PREVIOUS SUBSCRIBER OR CHARGE MY: □ Mastercard □ Visa □ EFTPOS □ PayPal (we cannot accept Amex or Diners cards). CARD NO. □□□□□□□□□□□□□□□□ EXPIRY DATE: □□/□□ CVV: □□□ NAME ON CARD:............................................................................... SIGNATURE: ................................................................................. AERO55 Please send □ to me □ a gift Australian orders... □ 8 issues (2 years) A$78.00 □ 4 issues (1 year) A$40.00 Price offer available to Australian residents only. Includes GST. Expires 01/09/17. Overseas Airmail 4 issues (1 year) for $110* or 8 issues (2 years) for $210* (*ex.GST). This form can be used as a tax invoice. Wilson Media Pty Ltd: ABN 94 082 531 066. Please tick below if you do not wish to receive special offers or information via □ Mail □ Email from Wilson Media Pty Ltd or its partners. Please refer to www.aeroaustraliamag.com for the full privacy notice. I want to subscribe to..... Yes! Get it sooner. Get it for less. What are you waiting for? ISSUE 55 JULY/SEPTEMBER 2017 Aust $11.95 NZ $12.99 (inc. GST) Wedgetail PLUS RAAF HISTORY: MINOR TYPES •F-35 UPDATE •AUSSIE TRIPLANE ACES •OPAL AIR •AIR SHOWS The RAAF’s cutting edge GENERAL AVIATION COMMERCIAL AVIATION HISTORIC AVIATION New Widebodies A350-1000 787-10 DHC Beaver Immortal bushplane Pilatus PC-12 In RFDS service WILSON MEDIA WILSON MEDIA SEND TO AERO AUSTRALIA, PO BOX 181, BUNGENDORE NSW 2621 HOW TO ORDER... Online www.aeroaustraliamag.com Phone +61 2 6238 1620 Fax +61 2 6238 1626 E-mail [email protected] Subscribe
- 38. 38 RFDS PC-12 | STORY: STEWART WILSON PC-12RFDS Mainstay With some 1,400 delivered and strong sales continuing, the Pilatus PC-12 pressurised, multi-role single turboprop has been a major success for the Swiss manufacturer. It has also been widely accepted in Australia, perhaps most notably by the Royal Flying Doctor Service. SEVENTY-EIGHT PC-12s have been sold in Australia so far including those which have moved on, with more to come. Of those, 67 are currently registered and 42 have been operated by the Royal Flying Doctor Service of Australia since 1995, most by its Central and Western Operations. Most of the older RFDS PC-12s have been replaced and at May this year the organisation had 31 on strength, 16 operated by Central and 15 by Western. Apart from a single Hawker 800XP jet sponsored by Rio Tinto and operated by Western, the PC-12 is the sole aircraft type flown by these two RFDS sections. Equally capable of flying long distances to international airports or short hops into dirt strips, the PC-12 has proved to be ideal for the job asked of it by the RFDS. Pressurised for Photo: Lance Higgerson
- 39. RFDS PC-12 39 Red Centre – RFDS PC-12/45 flies past Ayer’s Rock. Serving remote areas and communities is what the RFDS is all about, and the PC-12 has proved to be ideal for the job. Pilatus
- 40. 40 RFDS PC-12 patient and passenger comfort, it has modest airfield requirements, low approach speeds, can cruise at around 270 knots (500km/h) over a range of 1,500 nautical miles (2,780km) and operate in all weather conditions, day and night. A major PC-12 selling point has been its standard large cargo door on the port side rear fuselage and separate crew/passenger door behind the cockpit. The cargo door allows easy access to the big cabin for freight or patients and the fact that RFDS Western and Central continue to replace their older PC-12s with new ones speaks for itself. The RFDS describes the PC-12 as “a good all-rounder in terms of capacity, amenity, speed, range and performance, making it perfect for [our] operational activities.” The custom-designed cabin is set up with two stretcher beds and three seats which can be used in a variety of configurations. The front door allows the pilot to conduct his or her pre-flight external inspections and enter the aircraft without disturbing the patients and medical crew in the rear. A hydraulic lifting device assists in loading and unloading stretchers A nurse is normally carried on every flight and in cases where the patient is seriously ill, a doctor is also present. Other passengers can include sitting patients, accompanying relatives or specialist medical staff. RFDS PC-12s It was Central Operations which launched the PC-12 in RFDS service, the first four aircraft arriving in 1995. The first one (VH-FMC) was the ninth off the line and the second (VH-FMF) the tenth. Western Operations received its first four PC-12s in 2001. The two divisions have operated all PC-12 variants over the years. Early aircraft were designated PC-12/41, the ‘41’ suffix denoting the maximum takeoff weight in hundreds of kilograms, ie 4,100kg. Just about all of these were subsequently upgraded to the next version, the PC-12/45 with increased maximum weight and much improved payload/range capability. The upgrade was simple, requiring only a landing gear modification and paperwork change. The PC-12/47 with further increased maximum weight and other detailed upgrades appeared in 2006 followed in 2008 by the PC-12/47E (marketed as the PC-12NG for ‘new generation’) with more substantial changes. These include an advanced Honey- well Primus Apex four-screen full glass cockpit complete with synthetic vision, a new version of the PT6A-67 turboprop with higher thermo- dynamic rating and many other detail changes. Above: The ‘New Generation’ PC-12/47E first entered service with Western Operations in 2008 followed by Central two years later. Pilatus Below left: The first RFDS PC-12 (VH-FMC), delivered in 1995 and sold to the USA 15 years later. bcpix
- 41. RFDS PC-12 41 Western Operations received the first of its currently 14 PC-12/47Es in 2008 and Central its first of eight in 2010. Western’s last ‘non- glass’ PC-12/47 was due for replacement as these words were written while Central for the moment continues to operate a mixed fleet of PC-12/45s and PC-12NGs with the earlier aircraft slated for gradual replacement. Eleven of the RFDS’s earliest PC-12s have been sold over the last few years to operators in Australia, New Zealand and the USA. Central’s third PC-12 – VH-FMP delivered in 1995 – was retired after logging 17,000 hours and is now displayed at the RFDS Museum in Darwin. FROM LITTLE THINGS…. When Presbyterian minister Reverend John Flynn launched the first aeromedical service in Queensland in 1928 using a de Havilland DH.50 hired from Qantas on behalf of the Australian Inland Mission, he could not possibly have envisaged how his pioneering efforts would grow into what became the Flying Doctor Service in 1942. The ‘Royal’ prefix was approved in 1955. The RFDS is now the largest aeromedical organisation in the world with a fleet of 66 aircraft, 23 aviation bases, 48 road patient vehicles and what it describes as the “world’s biggest waiting room” covering 71.6 million square kilometres. Although the Flying Doctor is best known for emergency retrieval work, the delivery of vital primary healthcare services has become a key focus for the RFDS in the 21st century. Today’s RFDS provides 24-hour medical evacuations and aeromedical emergency servic- es; regular fly-in/fly out health clinics; tele- phone medical assistance; dental and mental health care; health education programmes; patient transfers by both air and road and more. Last year, 283,188 patient contacts were made through RFDS clinics, aeromedical trans- ports and telehealth consultations; 62,712 patients in rural and remote areas used tele- health services; 14,432 nurse, GP and dental clinics were conducted across Australia; and more than 26.1 million kilometres were flown – the equivalent of 34 trips to the moon and back. The RFDS comprises seven organisations, called Sections or Operations, which work around Australia under a federated structure headquartered in Canberra: Queensland Section, South-Eastern Section (NSW), Victorian Section, Tasmanian Section, Central Operations (South Australia and the Northern Territory) and Western Operations (Western Australia). It is a registered charity and not-for-profit organisation. SERVING CENTRAL AUSTRALIA Central Operations assists around 100 patients daily in South Australia and the Northern Terri- tory, through both its airborne and ground- based activities. Overall, some 50,000 patients are helped each year. Three aeromedical bases are located at Alice Springs, Port Augusta and Adelaide and remote area nurses operate from Marree, Andamooka and Marla. Four PC-12s are located at Central’s Adelaide main base, three at Port Augusta and the remainder at Alice Springs. Central Operations began in Alice Springs in 1939 and covers South Australia, the southern part of the Northern Territory and when required, areas within Western Australia, Queensland, Victoria and New South Wales. A new Adelaide base was officially opened October 2016, some of its key features including a stretcher bay for eight patients, stabilisation bay for acute patients, refresh- ment facilities, multiple under cover ambulance parking bays, private rest quarters and amenities for crews, a hangar to accom- modate six PC-12s (plus space for nine more on the apron), and a state-of-the-art engineer- ing maintenance store and workshop. Lineup of PC-12s at Central Division’s Adelaide main base with PC-12/45 VH-FDK in the foreground. Lance Higgerson The PC-12’s large rear cargo door and separate crew/passenger door forward make loading and unloading easier for everyone. RFDS PC-12/47E VH-FVE receives another patient at Alice Springs in 2014. Lance Higgerson
- 42. PILATUS QUICK FACTS PC-12/47E (PC-12NG) ➔ 1,200hp (895kW) PWC PT6A-67P ➔ Wing span 16.28m (53ft 5in) ➔ Length 14.40m (47ft 3in) ➔ Max t-o weight 4,740kg (10,450lb) ➔ Seats 2 in cockpit/6-9 in cabin ➔ Max cruise 280kt (518km/h) ➔ Certified ceiling 30,000ft (9,144m) ➔ Max range (IFR) 1,573nm (2,913km) RFDS PC-12s (at May 2017) MODEL REG’N C/NO DELIV NOTES CENTRAL OPERATIONS PC-12/45 VH-FMC 109 1995 Sold to USA 2010 PC-12/45 VH-FMF 110 1995 Sold to USA 2010 PC-12/45 VH-FMP 122 1995 Retired to RFDS Museum, Darwin NT 2016; 17,000 hours logged PC-12/45 VH-FMW 123 1995 In service PC-12/45 VH-FMZ 138 1996 In service PC-12/45 VH-FDE 332 2000 In service PC-12/45 VH-FGR 438 2001 In service PC-12/45 VH-FGS 440 2001 In service PC-12/45 VH-FGT 442 2001 In service PC-12/45 VH-FDK 466 2002 In service PC-12/45 VH-FDJ 861 2007 In service PC-12-47E VH-FVA 1182 2010 In service PC-12/47E VH-FVB 1187 2010 In service PC-12/47E VH-FVD 1206 2010 In service PC-12/47E VH-FVE 1221 2010 In service PC-12/47E VH-FVF 1228 2010 In service PC-12/47E VH-FXJ 1541 2015 In service, intensive care equipped PC-12/47E VH-FXN 1623 2016 In service, intensive care equipped PC-12/47E VH-FXW 1652 2016 In service WESTERN OPERATIONS PC-12/45 VH-KWO 363 2001 Sold to NZ 2015 PC-12/45 VH-MWO 379 2001 Sold to NZ 2015 PC-12/45 VH-NOW 396 2001 Sold to NZ 2016 PC-12/45 VH-VWO 400 2001 Sold to NZ 2016 PC-12/45 VH-ZWO 467 2002 Sold 2017 PC-12/47 VH-YWO 725 2006 Due for replacement PC-12/47E VH-OWP 1032 2008 In service PC-12/47E VH-OWQ 1052 2008 In service PC-12/47E VH-OWR 1082 2009 In service PC-12/47E VH-OWA 1115 2009 In service PC-12/47E VH-OWB 1104 2009 In service PC-12/47E VH-OWD 1140 2009 In service PC-12/47E VH-OWG 1155 2009 In service PC-12/47E VH-OWI 1232 2010 In service PC-12/47E VH-OWJ 1411 2013 In service PC-12/47E VH-OWS 1428 2013 In service PC-12/47E VH-OWU 1433 2013 In service PC-12/47E VH-OWX 1439 2014 In service PC-12/47E VH-OWV 1530 2015 In service PC-12/47E VH-OWY 1663 2016 In service QUEENSLAND SECTION PC-12/45 VH-NQH 426 2001 Ex-VH-FDC; sold in Australia 2017 PC-12/45 VH-NQB 428 2001 Ex-VH-FDM; sold in Australia 2017 PC-12/45 VH-FDP 434 2001 Sold in Australia 2017 A new ‘flying intensive care unit’ was formally commissioned into service in November 2016, PC-12/47E VH-FXN, this part of a four-aircraft acquisition programme to replace older PC-12s. In only its first two months of service the new PC-12 had already transported 173 patients from 31 regional and remote locations throughout South Australia. THE WILD WEST RFDS Western Operations flies 14 PC-12s from its main base at Perth’s Jandakot Airport, while the Hawker 800XP jet operates from Perth. Other RFDS facilities in Western Australia are located at Kalgoorlie, Meekatharra, Port Hedland, Derby and Broome. In 2015-26, Western conducted nearly 17,000 flights, flew eight million kilometres and carried an average 25 passengers each day. Last year, Western flew 9,017 patients while more than 18,000 people attended health clinics hosted by RFDS doctors, nurses and dentists. An additional 37,600 people took advantage of telehealth consultations. The predecessor to the RFDS was first established in WA in 1934 by the Reverend John Flynn. The first base opened was at Wyndham, followed closely by Port Hedland in 1935. In 1955 the Victorian section of the RFDS began operating in the Kimberley and opened the Derby Base. Western Operations was founded in 1995 to bring the bases under one banner and to provide a single approach to the management and delivery of health services throughout the entire state. The Jandakot base was established in 1964 and is the primary transfer base in WA with administrative offices, co-ordination centre, training facilities for nurses, doctors and pilots, an engineering hangar and patient transfer facilities. As the primary transfer base, Jandakot receives patients from all over the state, and performs patient repatriation to remote locations around WA. 42 RFDS PC-12 Left: Although Central and Western Operations have been the major RFDS PC-12 usewrs over the years, three have also served with the Queensland Section. Division. PC-12/45 VH-FDP was one of them. Robert Wiseman
- 43. RFDS PC-12 43 INTO THE JET AGE The next step for Central and Western Operations is the introduction of the new Pilatus PC-24 light-midsize twinjet, the first jet produced by the company. First flown in August 2014, certification of the PC-24 will occur later this year and the RFDS is one of the launch customers. It contributed a significant amount to the design of the aeromedical version of the aircraft. Faster and longer ranging than the PC-12 and with more cabin space, it retains the main attributes of its turboprop sibling such as the ability to operate from short, rough strips and the all-important rear cargo door. Pilatus celebrated its 75th birthday in May 2014 by announcing that 84 PC-24s had been ordered in the space of 36 hours, all delivery slots until the end of 2019 had been filled and that no more orders would be taken for the moment. Ten of those orders were for the Australasian region including six for the RFDS, of which four are allocated to Western Operations and two to Central Operations. The other four sales are for private owners. When Central receives its first PC-24 in 2018 it will be the first permanently configured aeromedical jet in South Australia. The PC-24 is a natural progression for the RFDS in Western and Central Australia. It will complement rather than replace the PC-12 which, after 22 years’ service – will continue to carry on its important work for many years yet. Into the jet age – the first of several Pilatus PC-24s will enter RFDS service in 2018. First flown in August 2014, certification is expected this year. The RFDS had considerable input into the design of the aeromedical interior of the new jet. Pilatus COLLECTORS AIRCRAFT MODELS Australia’s premier destination for diecast collectable aircraft NEW RELEASES – JUST LANDED EMAIL:CAM@KLIP .COM.AU WEB:WWW.CAMAUST.COM.AU TEL: 03 9318 1276 FAX: 03 9318 2472 40 Cranwell St, Braybrook Vic 3019 AnsettDC-9VH-CZL Scale1:200 FHNTDH110 SeaVixen G-CVIX/XP924 Scale1:72 “FoxyLady”
- 44. 44 WEDGETAIL | STORY: NIGEL PITTAWAY DESPITE A LONG development period beset by technical issues with its radar performance and electronic warfare (EW) systems, the Wedgetail has now anecdotally become the AEWC ‘platform of choice’ with coalition air forces in the Middle East Area of Operations (MEAO). By the end of March this year the single aircraft rotational deployment to the MEAO had clocked up 4078.7 flying hours and 331 operational sorties since arriving in-theatre in September 2014. During this time, the Wedgetail has operated in Syrian Airspace in support of coalition airstrikes against IS ground forces no fewer than 169 times. Furthermore, it has done all of this with an availability rate in excess of 95 per cent, almost unheard of for a technically complex, software intensive platform. ‘AEWC of choice’ Wedgetail From being on the Australian Government’s Projects of Concern list in 2012 to becoming a valuable asset in the coalition battle against Islamic State just two years later, the RAAF’s Wedgetail Airborne Early Warning and Control (AEWC) programme has made remarkable progress.
- 45. WEDGETAIL 45 Wedgetail has also performed extremely well in major multi-lateral air power exercises such as Red Flag in the USA and Pitch Black here in Australia. The aircraft’s reputation during a recent Red Flag exercise was summed up by a senior RAAF officer closely involved with the capability. He said that when US Air Force F-22A Raptor squadrons were tasked as exercise lead for the day’s operations, they invariably asked for Wedgetail to be deputy lead. “You know you have a world-beating capability when you have the respect of the Raptor community,” the officer said. But Wedgetail is more than just an AEWC asset; it’s a critical node in the Australian Defence Force’s network-enabled warfare strategy with the ability to share the tactical picture with Army troops on the ground and Navy ships at sea. At least one Navy Fighter Controller is part of every standard Wedgetail crew, alongside RAAF Air Battle Managers. Army personnel are also regularly aboard for operations in the land domain. As the RAAF continues its journey towards being a ‘5th Generation’ air force guided by the Plan Jericho roadmap, Wedgetail will continue to evolve to Above: With its fleet of six Boeing E-7A Wedgetails now fully operational and proving their value on active service, Australia has an AEWC capability which is world leading. After considerable delays, the first two were formally accepted into RAAF service in May 2010 and the final example two years later. RAAF Below: Wedgetail A30-001 photographed earlier this year during the Red Flag exercise at Nellis AFB in Nevada. Its capability was such that it became the ‘AEWC aircraft of choice’ during the exercise. RAAF
- 46. 46 WEDGETAIL take on further roles. As a software-defined platform it will continue to improve until the hard boundaries of physics are reached in terms of sensor performance. So as to ensure the capability remains at the forefront of technology well into the 2030s, there are further upgrades already in the pipeline. HATCHING WEDGETAIL The Boeing E-7A Wedgetail is based on Boeing’s successful 737-700IGW (Increased Gross Weight) commercial airliner. Australia became the launch customer for the aircraft in July 1999 when it was announced the winner of Project Air 5077. The 737 AEWC aircraft (Wedgetail was initially the name for the Air 5077 project) was selected over the Lockheed Martin C-130J Hercules with an APS-145 radar; and the Airbus A310/Elta radar combination offered by Raytheon E-Systems. An initial order for four aircraft and three options was signed in December 2000 but a later critical design review of the programme resulted in the order being increased to six, with the option on the remaining aircraft allowed to lapse. The 737 AEWC platform is also in service with the Turkish Air Force, which has taken delivery of four aircraft under the ‘Peace Eagle’ programme, and Republic of Korea Air Force (ROKAF) has also taken four aircraft under the ‘Peace Eye’ programme. The aircraft rolls off the commercial Boeing 737 production line in Renton and is then delivered to a conversion centre. There, the upper lobe of fuselage structure (Section 46) aft of the wing is removed and a new strengthened structure fitted to allow installation of the Northrop Grumman Multi-Role Electronically Scanned Array (MESA) surveillance radar. Other externally-visible modifications include the installation of Elta’s ALR-2001 electronic support measures (ESM) system in the wingtips, changes to the dorsal fin to cater for the MESA pedestal, the addition of two large ventral fins which also incorporate HF communications antennae, a ‘universal aerial slipway’ (UARSSI) to enable air-to-air refuelling, and a plethora of other ventral and dorsal antenna. The first two Australian aircraft were converted from ‘green’ 737s to Wedgetail configuration at Boeing Field in Seattle, beginning in late 2002 and mid-2003, respectively. The remaining four were completed by Boeing Australia at Amberley, with the first aircraft arriving from the US in January 2006 to begin conversion. SORTING IT OUT The 737 that would become the first Australian Wedgetail (A30-001) was rolled out in October 2002 and after modification completed its maiden flight from Boeing Field on 20 May 2004 wearing the civil registration N378BC. Early testing revealed significant problems with the MESA radar, including the inability to reach its designed maximum output power. This required redesign of the radar pedestal (“a thicker surfboard on the roof” as one Boeing test pilot described it) by raising it four inches (100mm) and conducting further aerodynamic testing. Even after these modifications, problems with radar performance continued to the point where an impasse was reached between Boeing and Australia in 2008, whereby the aircraft could not be accepted because it did not meet technical specification milestones. Operational testing could not continue because the aircraft could not be delivered. A work-around for this ‘Catch 22’ situation came via a ‘Standstill Agreement’, whereby the Commonwealth would accept the first two aircraft in the current configuration (albeit commanded by Boeing company pilots and still wearing US civil registrations,) and RAAF operational mission crews could begin their work-up with the added benefit of providing feedback to the project. As part of this agreement, the Common- wealth entered into a partnership with the Lincoln Laboratories of the Massachusetts Institute of Technology to determine if the radar architecture, then at the cutting edge of physics, was capable of being grown to meet the original specifications. Following confirmation that the basic architecture was sound, the Commonwealth formed a consortium of experts, including Lincoln Laboratories, Australia’s Defence Science Technology Group (then DSTO), Boeing, Northrop Grumman and the USAF to move radar development forward. This work paid dividends, and by 2010 performance had progressed to a point where the Commonwealth was able to accept delivery of the aircraft. The first two were eventually handed over to 2 Squadron at Williamtown NSW in May 2010, now wearing their military identities of A30-001 and 004. The final aircraft was delivered to the RAAF at Williamtown two years later in May 2012 and the event also marked the Initial Operational Capability (IOC) milestone, albeit four years behind the original schedule. HIGHER TECHNOLOGY To help understand the complexities of the problems faced by the overall 737 AEWC programme, it is worth taking a closer look at Wedgetail’s heart, its Northrop Grumman MESA electronically scanned radar. MESA is a generation beyond the mechani- cally scanned revolving antennae radars such as those found on the Boeing E-3 Sentry or earlier versions of the Northrop Grumman E-2 Hawk- eye. It is capable of providing 360 degrees surveillance coverage, with the added advan- tages of sector emphasis and the ability to assign higher update rates to sectors of interest. Sector emphasis concentrates radar output power in a sector of interest, while simultaneously maintaining 360 degrees surveillance coverage to extend detection range out to the radar horizon. The higher update rate allows timely battle management. The 737 AEWC aircraft was selected over the Lockheed Martin C-130J Hercules with an APS-145 radar; and the Airbus A310/Elta radar combination offered by Raytheon E-Systems. Interior of the Wedgetail looking forward and showing the mission crew consoles. RAAF
- 47. WEDGETAIL 47 The radar operates in the ‘L’ band and Northrop Grumman’s brochure figures claim that a Wedgetail operating at 40,000 feet has a 20-50 per cent range and line of sight advan- tage to other platforms typically operating at around 25,000 feet. The manufacturer also claims a wide area surveillance capability greater than 340,000 square miles at rates exceeding 30,000 square miles per second. Because it is an electronically scanned array radar, MESA is capable of searching and tracking air and sea targets simultaneously. Anecdotally, this capability was highlighted during early testing off the coast off Newcastle when a Wedgetail operating with a Navy guided missile destroyer detected a Boeing 747 departing Melbourne’s Tullamarine Airport, some 440 nautical miles (815km) away. The aircraft was then able to pass tracking information to the warship’s operations centre via datalink. The first MESA radar ever built was also the first for Australia, so the technology was right at the leading edge of science. The complexities of remediating the performance shortfalls are aptly described by Group Captain Leon Phillips, then the engineering manager for the Wedgetail programme in the RAAF and today the Director General of Aerospace, Materiel, Training and Surveillance for the Defence Capability Acquisition and Sustainment Group (CASG): “The engagement of Lincoln Labs and others was really about understanding the art of the possible at that time and understand the chal- lenges we were facing,” he remembers. “We’ve learned a lot in that space since then and we’re continuing to work on future radar improve- ments within the physical limitations of the airframe and the hardware systems in place.” WEDGETAIL ON OPS The IOC milestone, together with the advances made in radar performance remediation, resulted in Air 5077 being removed from the Projects of Concern list in 2012. Just two years later, even before Final Operational Capability (FOC) had been achieved, the Wedgetail went to war. The deployment of a single aircraft to the MEAO occurred in September 2014 and the aircraft is still operating there today, as part of the Australian Air Task Group (ATG630). The ATG was formed specifically for Operation Okra, the ADF’s contribution to coalition efforts against IS forces, initially in Iraq but also now in Syria. It’s worth remembering that when the Wedgetail deployed to the MEAO in September 2014 it was still a developing capability and the FOC milestone did not occur until the end of May the following year. By then the single aircraft had clocked up over 100 operational sorties and 1,200 flying hours in-theatre. Once in service it rapidly gained the reputation as the AEWC platform of choice not only due to the capabilities of the MESA radar, but also because of its inherent serviceability. This has been maintained at above 95 per cent for the last two years. It is also worth remembering that although aircraft and personnel are regularly rotated through the MEAO, there is only one Wedgetail, two crews and a limited number of maintenance and support personnel over there at any given time. The aircraft is also operating in a hostile environment with tarmac temperatures routinely topping 50degC in the summer months. It also has to contend with airborne sand particles which are detrimental to gas turbine engine life and complex avionics systems. Additionally it is operating from a base in the United Arab Emirates which is over 12,000km from its main operating base at Williamtown. The Wedgetail flew its first operational missions over central Iraq on the first day of October 2014, just six days after arriving in- theatre. The first mission was supposed to see the aircraft ‘shadowing’ a USAF E-3C Sentry, but it actually conducted the AEWC operation alone after the American aircraft became unserviceable. There is anecdotal evidence to suggest that it requires three Sentries to provide the same rate of effort as the single Wedgetail. If true, it is no wonder the aircraft is highly sought after by the US-led command and control system. Because the Wedgetail was in essence still a developing capability when it was initially deployed, operational experience has resulted in some interim modifications to the platform. These include the development of an interim IP chat capability, which adds text communications (in addition to voice connectivity) with the Combined Air Operations Centre (CAOC). The aircraft has now been cleared for air- to-air refuelling operations with the RAAF KC-30A tanker also deployed with the Australian ATG, and now routinely takes on fuel during missions. A typical mission will last for about 13 hours, but in November Wearing US civil registration, the first RAAF Wedgetail (A30-001) recorded its maiden flight after modification on 20 May 2004. Nigel Pittaway
- 48. 2015 the deployed aircraft set an RAAF record for an operational mission of 17.1 hours. The increasing focus on operations in Syrian airspace since 2015 is reflected in the Wedgetail operating statistics provided by the ADF: In 2015 the single aircraft operated in Syrian airspace on just 40 occasions. In 2016 this increased to 97 and in the first three months of 2017 it had already crossed the Syrian border 32 times, eleven of those in March alone. The aircraft logged 409.8 flying hours in the first three months of 2017. SHARPENING THE SENSES Wedgetail is expected to remain in RAAF service until 2035-2040 and if it is to retain its position at the cutting edge of AEWC and, increasingly importantly, Intelligence Surveillance and Reconnaissance (ISR) capability, it will need to evolve in step with emerging technologies. The 2016 Defence White Paper recognised this necessity and clearly stated Australia’s desire to maintain the technological edge over potential adversaries in the years to come. “We need to consider things like the proliferation of Generation 4 and 4.5 fighters, 48 WEDGETAIL A30-003 undergoes its transformation from 737 to Wedgetail by Boeing Australia at Amberley. This was the first of four locally-converted aircraft, the first two having been completed in the USA. Boeing Fresh off the line, ‘green’ Boeing 737-700IGW line no 1934 which would subsequently be transformed into Wedgetail A30-005. Boeing
- 49. WEDGETAIL 49 NEW BINDERS NOW AVAILABLE Keep your growing Aero Australia magazine collection in fantastic condition. WILSON MEDIA Only $34EA* inc.GST *plus $19.00 postage in Australia. Check for overseas postage. TO ORDER CALL: 02 6238 1620 advanced Surface to Air Missiles (SAM), unmanned vehicles, smaller missiles and increased air vehicle density in the future,” explains Group Captain Leon Phillips. This ‘future-proofing’ will be delivered via two further phases of Project Air 5077, the first of which was approved in 2015. Phase 5A will oversee the further development of the MESA radar and upgrade navigation, communications, mission computing and data link systems. It will include the mandated incorporation of IFF Mode 5 and a wideband satellite communications (SATCOM) capability. “Phase 5A recognises the growing volume of information that needs to be shared across the modern battlespace,” Group Captain Phillips continues. “We are ensuring Wedgetail is provisioned to increase its data throughput.” After Phase 5A, Phase 6 will be the upgrade which will most likely see Wedgetail through to the end of its planned operational life. This phase is currently under consideration, with options likely to be presented to the government in around 2020 for incorporation about five years later. “It will focus on active and passive sensor updates and future data link and information exchange requirements,” Group Captain Phillips says. “Also upgrades to the self-protection suite. Phase 6 will present an opportunity to make step changes in capability.” The USAF is looking to replace its E-3 Sentry fleet (now being upgraded to E-3G configuration) at around the same time that Wedgetail is expected to reach the end of its operational life. “Our current thinking is that we would like to work with the USAF to realise economies of scale through a more common fleet as part of our consideration of an E-7A replacement,” Group Captain Phillips adds. “But we’re not looking to make a decision until the 2030s and I think we’ll have to see where technology has taken us at that time.” Wedgetail – like the RAAF’s Airbus KC-30A tanker-transport – is an example of a project which has overcome significant technical challenges to become that platform of choice among coalition partners on operations in the Middle East today. Wedgetail is now a mature, proven and very effective AEWC platform. A30-003 is wearing special artwork marking the 100th anniversary of its operating unit, 2 Squadron RAAF. Colin Turner
- 50. 50 BEAVER | STORY: STEWART WILSON NEARLY FIVE DECADES after the 1,692nd and final Beaver left De Havilland Canada’s production line at Downsview in Ontario, some 760 are still flying, most of them in modified and upgraded form and many rebuilt from wrecks. Some are privately operated but many others are still earning their keep around the world. For some operators it seems the only replacement for a Beaver is another Beaver. De Havilland Canada was established in September 1929, initially to assemble DH.60 Moths sent from Britain and then DH.83 Fox Moths. An important DHC activity was adapting these aircraft for operation in remote areas of Northern Canada by fitting floats and wheel/ski undercarriages to them and incorporat- ing other modifications to make them suitable for use in a rough and cold climate. Post-World War II, DHC built 53 new upgraded Fox Moths. The Flying Pickup Beaver Seventy years ago, in August 1947, de Havilland’s Canadian subsidiary flew the first prototype of what would prove to be one of aviation’s greatest and longest-lived aircraft designs, the quintessential ‘bushplane’, the Beaver.
- 51. BEAVER 51 Wartime production saw DHC expand consider- ably, building 1,553 Tiger Moths from 1940 (plus 28 pre-war), 375 Avro Ansons and 1,133 Mosquitos. Most of the Mosquitos were built for the RAF and served in Europe. DHC’s first original design, the DHC-1 Chipmunk, first flew in May 1946. A very successful aircraft, 217 were built in Canada for the RCAF and export. The Chipmunk’s real success came in 1948 when it was selected as the RAF’s standard elementary trainer. Exactly 1,000 were built in Britain for the RAF , Army and Royal Navy plus export military customers and civilian flying schools. A further 60 were built in Portugal by OGMA, bringing total Chipmunk production to 1,277. DHC followed the Chipmunk with what turned out to be an even more successful and widely-used aircraft – the DHC-2 Beaver. DHC NUMBER TWO Work on what became the Beaver began late in 1946 after discussions with the Ontario Department of Lands and Forests, which was looking to acquire a modern bush aircraft. Its input greatly influenced the final specification and it became a major operator of the Beaver, receiving over 40. DHC also sent out a questionnaire to many Canadian bush pilots and operators to learn what Above: Seventy years old and still going strong. The De Havilland Canada Beaver has been described as “immortal” – perhaps it is! Ryan Fletcher
- 52. DHC-2 BEAVER MK.I POWERPLANT One 450hp (335kW) Pratt Whitney R-985 Wasp Junior nine-cylinder radial piston engine; two-bladed Hamilton-Standard constant-speed propeller of 2.59m (8ft 6in) diameter; standard fuel capacity 95usgal (360 litres), optional 138usgal (522 litres) with wing tip tanks. DIMENSIONS Wing span 14.63m (48ft 0in); length 9.25m (30ft 4in); height 2.74m (9ft 0in); wing area 23.11m² (250sq ft). SEATS Pilot and maximum seven passengers. WEIGHTS Standard empty 1,293kg (2,850lb); max takeoff 2,313kg (5,100lb). PERFORMANCE Speeds (at 5,000ft): maximum 141kt (262km/h), max cruise 124kt (230km/h), economical cruise 113kt (209km/h); max climb 1,020ft (311m)/min; takeoff to 50ft 381m (1,250ft); service ceiling 18,000ft (5,490m); range with 45min reserve (standard fuel) 395nm (732km) or 643nm (1,191km) with wing tip tanks. PRODUCTION 1,631 (plus 1 Mk.II). 52 BEAVER they wanted. It soon became clear what sort of aircraft was required: a rugged, high wing, all-metal 6-seater tailored to the needs of operators in the country’s vast forest and lake areas – a ‘flying pickup’ able to carry half a ton of people or cargo. This need also applied to operators in Alaska and the northern USA. The ability to operate equally comfortably from land, sea or snow was a prime requirement, as was excellent short takeoff and landing (STOL) capability for operation from rough, unpre- pared wilderness airstrips. Either straight or amphibious floats should be able to be fitted and the aircraft needed to be capable of filling a number of utility roles. Under the direction of senior designer Fred H Buller in association with aerodynamicist Don Hiscocks, work on what was called the DHC-X at that stage got underway. The initial concepts and general configuration were put together by the Chipmunk’s designer, Polish ex-patriate Wsieviod Jakimuik. DHC’s British parent company had the desire to keep the whole programme within the de Havilland ‘family’ and the proposed powerplant was the 330hp (246kW) DH Gipsy Six inverted six-cylinder inline engine. One of the key results of the surveys conducted with potential pilots and operators was the need for plenty of power, but it soon became clear that the still unproven Gipsy Six was going to be at best marginal in this respect. To help compensate, Don Hiscocks came up with a new and high lift wing design incorporating ailerons which ‘drooped’ to a maximum of 15 degrees when the slotted flaps were lowered, thus increasing lift at low speeds. The wing span was also increased over original concepts but despite this, serious reservations remained that the aircraft would be underpowered with the Gipsy Six, especially when operating from floats. In May 1947 – just three months before the prototype’s first flight – a decision was made which would have a profound effect on the Beaver’s future. Instead of the Gipsy Six, the aircraft would be powered by the 450hp (335kW) Pratt Whitney R-985 Wasp Junior nine-cylinder radial engine. This decision brought with it several advantages: the aircraft would have ample power; the R-985 had been built in quantity to power thousands of Beech 18s and its military versions, along with several other types including the Grumman Goose amphibian and the DHC-built Anson; it was well-proven and reliable; there was a substantial maintenance and overhaul knowledge base, especially in North America; and it was in plentiful supply with large numbers of brand new engines from wartime production available at bargain basement prices. In combination with Don Hiscocks’ wing design, the R-985 installation created a perfect match. At around the same time the new bushplane was named DHC-2 Beaver, contin- uing the Canadian mammals theme started with the Chipmunk. FIT FOR PURPOSE The Beaver’s necessarily rugged construction comprised a tubular steel front fuselage section which incorporated the engine mountings, and the remainder of the fuselage was semi-monocoque with the cabin floor area reinforced to cater for concentrated floor loadings. The wing was of two spar construction with detachable tips. A great deal of thought went into some of the details necessary to help operators flying in rugged and often very cold areas. For example, the main fuel tanks were located under the cabin, meaning they could be filled from the ground (or floats) without the need to clamber up onto the wings to do the job. Optional wing tip tanks were offered for those needing some extra range and endurance. The engine oil filler was located inside the cabin, mounted on the pedestal below the instrument panel. When operating in freezing temperatures, oil left in the sump overnight congealed into a thick, treacle-like fluid. This made starting the engine the next day difficult, so the oil was usually drained over- night. Putting the oil filler in the cabin meant it could be replenished in relative comfort and warmth before the next day’s flying. Access to the aircraft was via a door for both the pilot and co-pilot and another pair of larger doors on each side of the cabin. This meant that the floatplane Beaver could be docked on either side with equal access to both. The cabin doors were big enough to allow the universal 44-gallon fuel drum to be rolled in – another result of the questionnaire which had been circulated. The rear cabin wall had hatches to enable long pieces of freight such as drilling rods to DHC-2 MK.III TURBO BEAVER POWERPLANT One 550shp (410kW) Pratt Whitney PT6A-6 turboprop; three-bladed Hartzell reversible propeller of 2.59m (8ft 6in) diameter; fuel capacity 186usgal (704 litres). DIMENSIONS Wing span 14.63m (48ft 0in); length 10.74m (35ft 3in); height 3.12m (10ft 3in); wing area 23.11m² (250sq ft). SEATS Pilot and maximum 10 passengers. WEIGHTS Standard empty 1,175kg (2,590lb); max takeoff 2,436kg (5,370lb). PERFORMANCE Max speed 148kt (274km/h); max cruise 136kt (252km/h); range cruise 122kt (225km/h); initial climb 1,185ft (361m)/min; takeoff to 50ft 280m (920ft); service ceiling 20,500ft (6,248m); range with 45min reserve 588nm (1,089km). PRODUCTION 60. A De Havilland Canada drawing showing an early concept for what became the Beaver. At this stage the De Havilland Gipsy Six in-line engine was the proposed powerplant.
- 53. BEAVER 53 be carried. It was features like these that meant the Beaver was ‘fit for purpose’ from the start, the result of actually asking potential customers what they wanted before designing and building the aeroplane. Changing a Beaver from wheel or wheel/ski to floatplane configuration was relatively easy and many aircraft operating in Canada or Alaska can still be seen operating in all three configurations at various times depending on the season and the need. The factory also offered agricultural kits for the Beaver in both duster and sprayer versions with a hopper in the cabin. Many Beavers were pressed into service as agricultural aircraft, one of the major operators Australia's Aerial Agriculture which had some 70 on its books over the years, including those operated by subsidiary companies Robby’s Aerial Services and Super Spread Aviation. The factory ‘Ag Beaver’ had a 35 cubic feet (0.99m3 ) hopper in the cabin capable of carry- ing 1,850lb (839kg) of dry material, although most used for superphosphate spreading in Australia and New Zealand routinely carried a ton. If a sealed rubber lining was fitted to the hopper, 220 imperial gallons (1,000 litres) of liquid could be carried. The Aerial Agriculture Beavers had a locally- designed hopper and outlet installed while DHC also offered a supply dropping installa- tion comprising up to six underwing racks, each able to carry a 250lb (113kg) canister. An underfuselage canister could also be carried. TWO FIRST FLIGHTS The prototype (CF-FHB-X, reflecting Fred Buller’s initials) made its first flight from DHC's Downsview plant on 16 August 1947 in the hands of Wing Commander Russ Bannock DSO DFC and Bar. He was Canada’s second highest-scoring ‘ace’ of WWII flying intruder missions in Mosquitos with 418 RCAF Squadron over Europe. He ended the war with 11 enemy aircraft destroyed plus 19.5 V-1 ‘flying bombs’ to his credit and joined DHC in 1946. There were actually two first flights on that day, if that’s possible. The initial attempt was very much abbreviated. About ten minutes into it, Bannock noticed the engine’s oil pressure was steadily dropping. Unsure whether it was the engine itself or a faulty gauge, he assumed the former and cut the power to idle in order to minimise or prevent damage. He then performed what was in effect a The unpainted prototype DHC-2 Beaver undergoing engine runs shortly before its first flight on 16 August 1947. DHC Large orders from the US military accounted for nearly 60 per cent of Beaver production and transformed the programme into a major one. The US Army was the major recipient, acquiring no fewer than 750. Bill Larkins The British Army was another on the long list of Beaver military customers, receiving 46 from 1960.
- 54. dead stick landing back at the factory strip, learning about the Beaver’s gliding characteristics in the process! On landing, a large quantity of oil was discovered smearing the lower fuselage and more was dripping onto the ground. Investigations revealed that a non-return valve in the oil system had been installed upside down, so instead of keeping the oil in, it was pushing it out when the engine was running. As there was still some oil in the system when Bannock landed, the engine was not damaged. After the valve had been correctly re-installed, the second ‘first flight’ was able to be performed shortly after, this one lasting about an hour and achieving all the planned objectives. The Beaver was on its way. Unusually for a first prototype, the number one Beaver was sold and went on to a long flying life with numerous civilian operators. It was disposed of by DHC only a year after first flight, sold to Central British Columbia Airways. This important piece of aviation history survives at the National Aeronautical Collec- tion at Rockcliffe, Ottawa having been placed there in 1980 after a lifetime of use operating from both wheels and floats, logging 18,233 flying hours in the process and surviving two accidents and subsequent rebuilds. The second Beaver was the first delivered to a customer. Certification was awarded in March 1948 and as CF-OBS, c/n 2 was handed over to the Ontario Department of Lands and Forests on 26 April. Like so many that followed, it was delivered on floats. BEAVERS EVERYWHERE While civil orders (ultimately from some 65 countries) for Beavers used for everything from passenger/freight transport to forest protection, ambulance, Polar exploration and agricultural duties kept the production line ticking over, it was the US military which boosted the programme to substantial production figures. Two Beavers were evaluated by the US Air Force in 1950 and the US Army selected it as the winner of a design contest for a light 54 BEAVER The sole Beaver Mk.II with Alvis Leonides radial engine and new tail surfaces offered improved performance and was proposed for the British Army, but it ordered standard Pratt Whitney-powered models instead. DHC Beaver cockpit, this an earlier model with the engine controls (upper centre, from left to right) propeller-throttle-mixture. This was subsequently changed to the more conventional throttle- propeller-mixture layout. Note the yellow capped engine oil filler below the main panel. Martin Bass
- 55. BEAVER 55 utility transport the following year after a thorough evaluation. Deliveries began in 1952, the US Army eventually receiving 750 as the L-20A (later U-6A). Many saw active service during the Korean and Vietnam Wars. The US Air Force also purchased a large Beaver fleet (221) while the US Navy had three. Total Beaver deliveries to the US services amounted to 974 aircraft – nearly 60 per cent of production – and were used for a wide variety of general and specialised duties including Antarctic expeditions. Fifty-eight of the USAF's Beavers were operated by Strategic Air Command for missile site support. The armed forces of some 23 countries purchased Beavers, the list including Argentina, Austria, Australia, Canada, Cambodia, Chile, Cuba, Finland, Ghana, Kenya, The Netherlands, South Korea, Yugoslavia and the British Army, which operated 46 (as Beaver AL Mk 1s) from 1960. While 1,631 of the grand total of 1,692 Beavers manufactured until 1967 were the standard Pratt Whitney Wasp-powered models, alternative powerplants were consid- ered as early as 1953 when DHC flew the sole example powered by a 550hp (410kW) Alvis Leonides 502/4 nine-cylinder radial. Converted from a standard Beaver (c/n 80) and designated DHC-2 Mk.II, the Alvis-Beaver featured not only the more powerful engine but also a slightly increased wing span, a lengthened and reshaped engine cowling and a larger, more angular vertical tail surfaces. Despite a useful improvement in performance – especially takeoff and climb – the Beaver Mk.II was not proceeded with. At one stage considered for production in Britain for the Army, it was sent there for trials and remained in the UK until 1971 under the ownership of de Havilland/Hawker Siddeley before returning to Canada. In the meantime the British Army had acquired standard Beavers. The Mk.II still flies, albeit not in that form. Several owners followed its return to Canada and in 1984 the aircraft was re-engined with a 600hp (447kW) PZL-3S radial driving a four- bladed propeller. A standard shape fin and rudder was also fitted. Today, it flies on floats in Canada and a couple of other Beavers were also converted to the Polish powerplant. With the Alvis-Beaver designated the Mk.II, the original Pratt Whitney-powered aircraft became known as the Mk.I. TURBOPROP POWER The next major variation on the Beaver theme came in December 1963 when DHC flew the engineering prototype (the 1,525th airframe) of the DHC-2 Mk.III Turbo-Beaver. Powered by a 550shp (410kW) Pratt Whitney PT6A-6 turboprop, the Turbo-Beaver provided a handy boost in useful load compared to the standard model. Maximum takeoff weight was increased from 5,100lb (2,313kg) to 5,370lb (2,436kg) and its empty weight reduced by around 240lb (109kg) thanks to the considerably lighter weight of the turboprop engine. The turboprop DHC-2 Mk.III Turbo-Beaver first flew in December 1963 and 60 were built. Since then, many more standard Beavers have been converted. The lengthened forward fuselage, restyled engine cowling to house the PWC PT-6A engine and the new vertical tail surfaces are well shown here. Bill Larkins Many Beavers were used for agricultural work, including in Australia where Aerial Agriculture operated more than 50 over the years. This one is taking its next load, a ton of superphosphate. via Peter Reardon
- 56. 56 BEAVER The forward fuselage was stretched by 30 inches (76cm), providing a longer cabin with accommodation for a maximum of 11 people including the pilot. The cockpit was now ahead of the wing rather than under it, making for much improved visibility. The Turbo’s external appearance was notably different to the original thanks to its much longer and reshaped nose to house the PT6 plus new ‘squared off’ and slightly swept back vertical tail surfaces. The extra power of the PT6 engine also provided the Turbo-Beaver with STOL perform- ance even better than the piston-engined version. Operators of those were able to purchase kits to convert their Beavers to Mk.III standards and as before, wheel, ski and float undercarriage options were available and one configuration could easily be changed to another. A demonstrator retained by the manufac- turer (c/n 1543) followed the prototype and the first production Turbo-Beaver (c/n 1562) was delivered to that stalwart of the DHC-2 programme, the Ontario Department of Lands and Forests in December 1964. Production of the Beaver ended in 1967. The 1,692th and final example was also the 60th Turbo, delivered from storage to Channel Flying Inc of Juneau, Alaska in June 1968. The last piston-engined Beaver (c/n 1676) had meanwhile been delivered to the Peruvian Air Force in May 1967. Several organisations have been doing this over the years, most notably Pacific Aircraft Salvage at Vancouver, float manufacturer Wipaire of St Paul, Minnesota, Montreal’s Sealand and Seattle, Washington State-based Kenmore Air Harbor which is also a major Beaver operator. Other maintenance and overhaul companies around the world have also rebuilt, refurbished and modified Beavers. Between them, they offer a wide variety of upgrades and modifications apart from resurrecting old or damaged airframes. These range from fitting extended cabins with extra windows and seats to upgrading avionics and interiors, increasing operating weights, fitting Since then, it has returned the Twin Otter to production in upgraded Series 400 form, deliveries of new aircraft beginning in 2010. The company supports the others worldwide and further expanded its activities in 2016 when it acquired the Type Certificates and rights to the Bombardier CL-215/415 family of twin-engined utility and firebombing amphibians. Viking continues to offer upgrades for the Beaver including remanufacturing aircraft to modern DHC-2T Turbo Beaver standards with the 680shp (507kW) PT6A-34 engine and upgraded systems, avionics plus some aerodynamics and structural modifications. The Beaver has often been described as being ‘immortal’. Considering all the activity still going on to keep them airworthy, relevant and in the air, perhaps that description is an accurate one rather than being mere hyperbole! RAAF SERVICE The RAAF took delivery of five Beavers between 1955 and 1961, mainly for operation by the RAAF Antarctic Flight in support of various Australian National Antarctic Research Expeditions (ANARE). In this capacity, the aircraft usually operated from skis. The first Beaver (A95-201) was delivered in July 1955 followed by 202 in April 1956, 203 in September 1957, 204 in August 1959 and 205 in November 1961. A95-204 was not at first used for Antarctic duties but instead flew with 1 Air Trials Unit at the Woomera rocket range for two years. Antarctic blizzards took a heavy toll on the Beavers, A95-201 and 203 suffering major damage from the same storm in December 1959 while 202 was destroyed by another violent storm one year later. Salvageable parts from 201 and 203 were combined and rebuilt to produce a 'new' Beaver using 203’s construc- tor’s number (1052). It was then sold to Aerial Agriculture as VH-AAV. The disbanding of the RAAF Antarctic Flight in November 1964 ended the Beaver's Australian military career. NEW FROM OLD A large and thriving Beaver remanufacturing and refurbishing industry has kept the aircraft alive and has seen a steady increase in the number flying in recent years. Some of these ‘re-lifed’ Beavers belong to private owners, but many are still earning their keep in commercial service in Canada, Alaska and elsewhere. Modified Beavers with additional seating are still widely used for tourism and scenic flights around the world. Rebuilds can vary from simply overhauling and refreshing an existing airworthy Beaver to complete restorations from retired or damaged aircraft or even wrecks. Many a Beaver which ended its original flying career at the bottom of a lake or river has been brought back to life. three-bladed propellers, converting to turbine power, upgrading fuel and electrical systems, introducing aerodynamics tweaks, fitting the large ‘Alaska Door’ for loading oversize items and much more. VIKING TAKES OVER British Colombia-based maintenance, modification and repair company Viking Air was established in 1970 and in 1983 obtained the rights to manufacture spare parts for the Beaver and Otter. In 2005 the company acquired from Bombardier the Type Certificates and produc- tion rights for all the ‘heritage’ De Havilland Canada aircraft: Chipmunk, Beaver, Otter, Caribou, Buffalo, Twin Otter and Dash-7. The RAAF received five Beavers from 1955, mainy for operation by the RAAF Antarctic Flight. A95-203 is shown here operating on floats. Robert Wiseman Collection Among the many upgrades and modifications available for Beaver operators are the extended cabin with extra windows seen on this amphibian. Lance Higgerson
- 57. A1360 Aero Focke Wulf Fw 190 D-9 Plastic Model Kit - Product Code: 03930 %ODWHWKHZDUIRU*HUPDQZDVHIIHFWLYHORYHU1HYHUWKHOHVV/XIWZDIIHXQLWVFRQWLQXHGWR¿JKWDQG JHUPDQLQGXVWUFRQWLQXHGWRSURGXFHSODQHV7KH'YDULDQWRIWKH)ZWRRNWRWKHVNLHV,WZDVIDVWHU FRXOGÀKLJKHUDQGFDUULHGPRUHERPEV'HVSLWHDOOLWVDGYDQWDJHVLWZDVPXFKWRRODWHWRWXUQWKHWLGH 1:48 SCALE MiG-29S Fulcrum Plastic Model Kit - Product Code: 03936 7KH6RYLHWVUHDOONQHZKRZWRPDNH HP7KH0L*LVDQLQFUHGLEOHPXOWLUROH¿JKWHUIRUWHDUVDIWHULWV ¿UVWÀLJKW-XVWEHIRUHWKHFROODSVHRIWKH6RYLHW8QLRQ0LNRDQSURGXFHGWKH0L*DOLJKWPXOWLSXUSRVH ¿JKWHURQWLQXRXVXSJUDGHVKDYHNHSWWKH0L*RQWKHOHDGLQJHGJHRIZRUOGDLUIRUFHVIRUIRUWHDUV 1:72 SCALE Check out the Revell 2017 Range at your Toy and Hobby Retailer now! Ph (08) 8277 0869 NEW NEW
- 58. 58 RAAF MINOR TYPES | STORY: STEWART WILSON MARTIN MARINER Designed in 1937, the PBM Mariner served the US Navy mainly in the Pacific during the war in a variety of roles including maritime patrol, anti-submarine warfare (ASW), air-sea rescue and transport. It remained in production until 1949 after 1,405 had been built and subsequently saw active service in Korea. A quarter scale single seat ‘proof of concept’ aircraft preceded the XPBM-1 prototype which first flew on 18 February 1939 powered by 1,600hp (1,193kW) Wright R-2600-6 Cyclone radial engines. Retractable outrigger floats and ‘flat’ horizontal tail surfaces were features, the latter disappearing with the first production model and replaced with the distinctive dihedral tailplane and inwards canted twin fins which were a Mariner trademark. Throughout the history of the Royal Australian Air Force, there have been many well- known and famous types that have served, but also a large number of ‘lesser-known’ aircraft, just as important in their own way. In the first of an occasional series, we look at a handful of these and the roles they played in the RAAF. Deliveries of the initial PBM-1 began in 1941 and numerous variants followed, those from the PBM-3 models onwards featuring fixed outrigger floats and lengthened engine nacelles. The PBM-3B introduced 1,700hp (1,268kW) R-2600-12 engines and other PBM-3 subvariants were the -3C (with armour protec- tion); -3D (1,900hp R-2600-22 engines, increased armament, radar, self sealing fuel tanks); -3R (unarmed transport); and -3S anti-submarine warfare version. The major production model was the radar- equipped and 2,100hp (1,566kW) R-2600-34 powered PBM-5 of 1944, while the post-war PBM-5A amphibian with retractable tricycle undercarriage was used mainly by the US Coast Guard for air-sea rescue duties. Above: To help celebrate the RAAF’s 90th anniversary in 2011, Roy Fox painted his de Havilland Dragon Rapide VH-UTV as A33-1. Peter Hallen Right: RAAF Martin Mariner A70-12, the last of twelve delivered to the RAAF is late 1943. They were flown by 40 and 41 Squadrons. RAAF/Robert Wiseman Collection Less well known types InRAAFService
- 60. 60 RAAF MINOR TYPES The RAAF received 12 PBM-3Rs under Lend-Lease in late 1943, these operating from Australia to New Guinea and from mid-1944 supporting the ‘island hopping’ campaign through the Pacific. Used purely as transports, they could carry 40 passengers or up to 9,000lb (4,062kg) of freight. Allocated the RAAF serials A70-1 to 12, the Mariners flew with 40 Squadron initially from Townsville Qld and then Port Moresby from July 1944. The Mariner was also used by 41 Squadron in northern Queensland, but its operations were mainly in home waters. 41 Squadron's Mariners replaced Shorts Empire and Dornier Do 24K flying boats, while 40 Squadron operated Mariners and Sunderlands side-by-side. The last RAAF Mariners were withdrawn from service in 1946 and disposed of two years later. FAIREY BATTLE Designed to replace the RAF’s Hawker Hart biplane light day bombers, the Battle was a substantial advance over that aircraft and at the time of its appearance in 1936 looked every inch the modern, retractable undercarriage monoplane combat aircraft. The prototype flew on 10 March 1936 followed by the first production aircraft in April 1937. Deliveries began immediately against for the time massive orders. It equipped some 15 RAF squadrons by mid- 1938 and over 1,000 were in service when World War II started in September 1939. Unfortunately, the Battle proved to be highly vulnerable to modern fighters as events over France in 1940 proved where losses were very heavy. One attack – on the German pontoon bridges at Sedan – resulted in the loss of 41 out of 71 aircraft. The aircraft itself was not to blame – it met its design requirements – but rather the specifi- cation to which it was built and as a result it was at best obsolescent by the time war began. It was quickly withdrawn from front line service but subsequently found useful employment in secondary training, test bed and target towing duties. Production ended in late 1940 after 2,203 had been built. The establishment of the Empire Air Training Scheme provided the opportunity for large numbers of Battles to serve with the RAAF in Australia with 366 taken on strength between June 1940 and December 1943. They served mainly with 1, 2 and 3 Bombing and Gunnery Schools (BAGS) at Evans Head NSW, Port Pirie SA and West Sale Vic, respectively. Some were also used for target towing and by Communications Units. The Battle was allocated the serial number prefix A22 for RAAF service but all aircraft retained their RAF serials. Many arrived in Australia in poor condition or damaged having already served with the RAF and were either written off or used as instructional airframes. By 1945 the Battle had been effectively withdrawn from RAAF service and either written off or placed in storage awaiting disposal. MARTIN PBM 3R MARINER TYPE Long range transport flying boat. POWERPLANTS Two 1,700hp (1,268kW) Wright R-2600-12 Cyclone 14-cylinder radial piston engines. DIMENSIONS Wing span 118ft 0in (35.97m); length 77ft 2in (23.52m); height 27ft 6in (8.38m). ACCOMMODATION Up to 40 passengers or 9,000lb (4,082kg) freight. WEIGHTS Empty 28,350lb (12,860kg); loaded 48,000lb (21,772kg). PERFORMANCE Max speed 205mph (330km/h); cruising speed 164mph (265km/h); initial climb 800ft (244m)/min; service ceiling 16,900ft (5,151m); range with max payload 1,200 miles (1,931km); max range 2,992 miles (4,815km). RAAF SERVICE In service 1943-46; quantity 12; serial numbers A70-1/12. FAIREY BATTLE TYPE Three-seat light bomber. POWERPLANT One 1,030hp (768kW) Rolls-Royce Merlin I, II, III or IV vee-12 piston engine. DIMENSIONS Wing span 54ft 0in (16.46m); length 42ft 2in (12.85m); height 15ft 6in (4.72m). WEIGHTS Empty 6,647lb (3,015kg); loaded 10,792lb (4,895kg). ARMAMENT One 0.303in machine gun in starboard wing, one in rear cockpit; max bomb load 1,000lb (454kg) in inner wing cells. PERFORMANCE Max speed 241mph (388km/h) at 13,000ft (3,962m), 210mph (338km/h) at sea level; cruising speed 204mph (328km/h); initial climb 920ft (280m)/min; service ceiling 23,500ft (7,163m); range 795-900 miles (1,280-1,450km). RAAF SERVICE In service 1940-45; quantity 366; serial numbers various RAF. RAAF Mariner – possibly A70-9 – ‘on the step’ on takeoff, probably at Townsville Qld. RAAF The Fairey Battle quickly proved to be unsuitable for combat over Europe in the early days of World War II, but found its niche as a trainer and target tug. The RAAF received 366 from mid-1940 and all retained their British serial numbers. RAAF
- 61. BOEING WASHINGTON The highly advanced Boeing B-29 Superfortress first flew on 21 September 1942 and 3,960 were built, the bomber best-known for its service in the Pacific attacking Japan and dropping the atomic bombs on Hiroshima and Nagasaki which ended World War II. The B-29 was given the name ‘Washington’ by the British and two of these saw limited Australian service during the 1950s. They were flown to Australia for various weapons and other trials on behalf of the British Ministry of Supply at the Woomera Rocket Range and other locations in South Australia. Operated by the Aircraft Research Development Unit (ARDU) Trials Flight, the two Washingtons were allocated the RAAF serial number prefix A76 but retained their British serials (WW353 and WW354) while in Australia. They were flown from Britain to Australia by RAAF crews, arriving in September and December 1952, respectively. The original intention was to send three Washingtons to Australia, but one of them (WW349) was writ- ten off in a taxying accident before departure when it was hit by a Vickers Valiant bomber. The two aircraft recorded 174 flying hours in Australian service – most by WW353 – before being placed into storage during 1956 pending a decision on their fate. This decision involved both the British and US governments, as the aircraft were two of a total of 88 on loan to the RAF from the USAF . After the removal of useful equipment (including engines), the Washingtons were sold for scrap in 1957. Other B-29 Superfortress activities in Australia during the 1950s included the use of USAF aircraft to track radioactive clouds during atom bomb testing, and a public demonstration of air-to-air refuelling by a USAF KB-29 and F-84G Thunderjet fighter in 1955. DE HAVILLAND DRAGON RAPIDE The DH.89 Dragon Rapide resulted from investigations into a faster and more spacious replacement for the DH.84 Dragon and became a mainstay of the lighter end of commercial aviation all over the world in the 1930s. For a time, the Rapide was the most widely-used airliner in the world. DE HAVILLAND DH.89A DRAGON RAPIDE TYPE Seven-nine seat light transport and navigation trainer. POWERPLANTS Two 200hp (149kW) DH Gipsy Queen six-cylinder inline piston engines. DIMENSIONS Wing span 48ft 0in (14.63m); length 34ft 6in (10.51m); height 10ft 3in (3.12m). WEIGHTS Empty 3,276lb (1,486kg); loaded 5,500lb (2,495kg). PERFORMANCE Max speed 157mph (252km/h); cruising speed 132mph (212km/h); initial climb 867ft (264m)/min; service ceiling 16,700ft (5,090m); range 570 miles (917km). RAAF SERVICE In service 1935-38 and 1940-44; quantity 8; serial numbers A3-1/2 and A33-1/7. Note: A3-1 and A33-3 were the same aircraft. BOEING WASHINGTON B.1 TYPE 10-14 crew heavy bomber. POWERPLANTS Four 2,200hp (1,640kW) Wright R-3350 Cyclone 18-cylinder radial piston engines. DIMENSIONS Wing span 141ft 3in (43.05m); length 99ft 0in (30.17m); height 27ft 9in (8.46m). WEIGHTS Empty 74,500lb (33,793kg); max loaded 135,000lb (61,236kg). ARMAMENT Ten 0.50in machine guns in five turrets; normal bomb load 12,000lb (5,443kg), maximum 20,000lb (9,072kg). PERFORMANCE Max speed 344mph (553km/h) at 20,000ft (6,096m); max cruise 328mph (529km/h); range cruise 230mph (370km/h); initial climb 900ft (274km/h); service ceiling 31,850ft (9,708m); normal range 2,850 miles (4,586km); max range 3,250 miles (5,230km). RAAF SERVICE In service 1952-56; quantity 2; serial numbers WW353 and WW354. Two RAF Boeing Washingtons (B-29s) flew with the Aircraft Research Development Unit (ARDU) Trials Flight during the 1950s. One of them (WW353) was photographed at its usual base, Woomera SA. RAAF The RAAF operated a small number of Dragon Rapides in two periods, 1935-38 and 1940-44. A33-1 was the first of seven impressed into service in 1940. RAAF
- 62. Post-war, the ready availability of ex- military aircraft at relatively low cost enabled a large number of operators to establish (or re-establish) their businesses. Corporations and private owners also purchased the aircraft in numbers. The prototype was flown on 17 April 1934 and the first civil customer was Hillman’s Airways, which put the Rapide into service on its Paris and Belfast routes shortly afterwards. Wing flaps, a landing light in the nose and cabin heating were introduced with the DH.89A in 1936. The outbreak of World War II saw most British civil operated Rapides impressed into RAF service. Deliveries of the new-build DH.89B Dominie for the RAF began in September 1939 and the last was delivered in July 1946. It was built as a radio or navigation trainer (Mk.I) and communications aircraft (Mk.II). Total DH.89 production was 730 including 469 Dominies. RAAF use of the Dragon Rapide was limited and in two distinct phases. The first phase was between 1935 and 1938 when two aircraft (A3-1 and 2) were obtained for use by the Survey Flight but were subsequently sold to civil operators. By 1940 Australia had a number Dragon Rapides operated by civilian organisations and seven of these were impressed into RAAF service later in that year. This occurred after the Air Board had in April 1940 approved the purchase of 15 aircraft from Britain for use at Wireless and Gunnery Schools, but the British Air Ministry could not supply them and the order lapsed. The seven impressed Dragon Rapides were given new serial number prefixes (A33) as A3 had subsequently been allocated to the CAC Wackett Trainer. They came from Guinea Airways (A33-1, 2 and 7), Airlines of Australia (A33-3, 5 and 6) and Australian National Airways (A33-4). Of note is the fact that A33-3 was one of the pair which had seen previous RAAF service, as A3-1. The aircraft were used mainly by 3 (Communications) Flight at Mascot NSW and 36 (Transport) Squadron at Laverton Vic until January 1944 when the last example was returned to the civil sector. VOUGHT-SIKORSKY KINGFISHER Designed for either inshore use or for launch- ing by catapult from ships, the Kingfisher was the US Navy’s standard scout-observation float- plane throughout WWII, serving across the Pacific, Mediterranean, Atlantic, South Atlantic, Caribbean and Indian Ocean theatres and participating in numerous actions. It was used not just as a reconnaissance aircraft but also for artillery spotting, dive bombing, air-sea rescue, anti-submarine, liaison and many other duties, operating from sheltered waters or ships of all sizes. First flown on 20 July 1938, the OS2U Kingfisher could be fitted with a wheeled undercarriage in place of the standard large central float and outriggers. Production OS2U- 1s began entering service in August 1940. Following versions were the OS2U-2 (from late 1940) with equipment changes and the major production OS2U-3 with additional fuel capacity and improved armour protection for the pilot and observer/gunner. Deliveries began in 1941 and ended the following year, bringing total Kingfisher production to 1,519. All were powered by similarly-rated variants of the Pratt Whitney R-985 Wasp Junior radial. Eighteen OS2U-3 Kingfisher reconnaissance floatplanes were shipped to Australia from the USA in April 1942, diverted to the RAAF from their originally intended customer, the Netherlands East Indies Air Force. They were assembled at Rathmines NSW, reflown and subsequently issued to 107 Squadron at Rathmines and later St Georges Basin NSW. From there they were used for patrols against the many German and Japanese submarines operating off Australia’s east coast at the time, the squadron reporting one instance of 'probable damage' to a U-boat. The Kingfishers were serialed A48-1 to 18 and most were withdrawn from service when 107 Squadron disbanded in October 1945. Some remained on strength, however, A48-13 creating some interest in 1947 when it participated in the first post-war Australian Antarctic Expedition. Flying from the stores carrier HMAS Wyatt Earp from February 1948 it was used to survey King George V Land for sites suitable for establishing a permanent base. The RAAF's last two Kingfishers were struck of charge in early 1953, although apart from the Antarctic flights, their active service had effectively ended in the second half of 1945. 62 RAAF MINOR TYPES VOUGHT-SIKORSKY OS2U-3 KINGFISHER TYPE Two-seat reconnaissance floatplane. POWERPLANT One 450hp (335kW) Pratt Whitney R-985 Wasp Junior nine-cylinder radial piston engine. DIMENSIONS Wing span 35ft 11in (10.95m); length 33ft 10in (10.31m); height 15ft 1½in (4.61m). WEIGHTS Empty 4,123lb (1,870kg); loaded 6,000lb (2,722kg). ARMAMENT One 0.30in machine gun in nose and one in rear cockpit; max bomb load 650lb (295kg) under wings. PERFORMANCE Max speed 164mph (264km/h) at 5,500ft (1,676m); cruise speed 119mph (192km/h); initial climb 960ft (292m)/min; service ceiling 13,000ft (3,962m); range 805 miles (1,295km). RAAF SERVICE In service 1942-48; quantity 18; serial numbers A48-1/18. The RAAF received 18 Vought-Sikorsky Kingfisher floatplanes originally intended for the Netherland East Indies Air Force in 1942. Flown by 107 Squadron, they were used for anti-submarine patrols off Australia’s east coast. RAAF
- 63. Tel: 02 9264 4877 Fax: 02 9264 6277 Email: [email protected] TRADE ENQUIRIES WELCOME HOBBYMASTER Making your dream Die-cast come true. EYES IN THE SKY In an effort to spy on German forces the RAF gave some aircraft special paint colours in an attempt to camouflage them. The PRU (Photographic Reconnaissance Unit) used a very dark blue for night missions and a very pale pink for dusk, dawn and cloudy day missions. Spitfire Mk. XI: The Mark XI was basically a Mark IX Spitfire interceptor that had its guns and armour removed, a larger oil tank added in the nose, a more powerful engine, a larger fuel capacity and photographic equipment added for recon missions. The Mk.XI defence was its speed. Originally James S. Blyth was with the 22nd Photo Recon Squadron/22nd Photo Recon group flying F-5s, a modified P-38 for photo recon. In April 1944 he transferred to the 14th Photo Recon Squadron because he always wanted to fly a Spitfire. The 14th PRS were equipped with Spitfire Mk. XI and Blyth flew 36 recon missions. On September 12, 1944 while flying PA944 the landing gear failed to deploy and Blyth made a safe belly landing. With a new wooden prop and new radiator PA944 was soon flying again. (Model No. HA7606). Supermarine Spitfire FR Mk. IX MK716 from No. 16 Squadron was one of only 15 Mk. IX Spitfires converted to the pale pink scheme. These aircraft retained their wing guns and first appeared in November 1942. The Mk. IX replaced the Mk. V in June 1942 and on September 12, 1942 a Mk. IX brought down a Ju-86R flying at 43,000 feet. Another major achievement of the Mk. IX took place on October 5, 1944 when 401 Squadron became the first allied aircraft to shoot down an Me-262 jet. Even with the arrival of the Griffon powered Mk. XIV the Mk. IX continued in service until the end of WWII. There were 5,665 Mk. IX Spitfires and its variants produced. (Model No. HA8314) Supermarine Spitfire FR Mk.IX MK716 No.16 Squadron Supermarine Spitfire PR Mk.IX PA944 James S.Blyth: 22nd PRS, 7th PRG, USAAF Ask for these models at your local Hobby and Diecast Specialist Shop or Aviation Museum. Or visit one of our 3 Hobbyco Stores in Sydney. W W W . H O B B Y C O . C O M . A U
- 64. 64 OPAL AIR | STORY: NIGEL DAW THE ROAD TO THESE new services by independent operators began in 1963 with the passing of legislation for ‘supplemental feeder services’, allowing Australia’s two domestic airlines, Ansett-ANA and Trans-Australia Airlines (TAA), to start these services 1964. In the early 1960s both airlines were struggling to adequately service their ‘thin’ country routes with the Douglas DC-3 which required two pilots and carried 21-28 passengers. Due to improved roads, more people were driving rather than flying to regional areas and there was a move to add smaller aircraft to the domestic fleets. For Ansett-ANA’s regional operations it was initially the Piaggio P .166 carrying one pilot and ten passengers and for TAA the Beechcraft Queen Air with one pilot and nine passengers. TAA used its Queen Airs in Tasmania and Ansett-ANA its Piaggios Half a century ago – in 1967 – new regulations were introduced which allowed the operation of ‘third level’ or ‘commuter’ airline services, the predecessors of today’s regional airlines. The first of these was South Australia’s Opal Air, run by the pioneering Warwick Goldsworthy. Opal Air
- 65. OPAL AIR 65 initially in Queensland. The single pilot DHC Twin Otter with 20 passenger seats was also introduced. In 1966 the Department of Civil Aviation (DCA) completed a study of applications for ‘third level services’ and examined the necessary policy considerations. The aim was to establish operational standards and then assign regional routes which would generally feed into the main domestic airline networks. Proposals from more than twenty charter operators had been received for commuter and third-level services to be operated by light aircraft such as the Cessna 402, Piaggio P.166, Aero Commander, Queen Air, DH Dove and various Piper types. Passenger capacities ranged from five to ten. In general, operational standards would be written for aircraft with a maximum takeoff weight of 7,500lb (3,400kg) or less, but that would Far left: The late Warwick Goldsworthy, founder and driving force behind Opal Air, photographed in 2004. Photos: N K Daw
- 66. 66 OPAL AIR not preclude the use of heavier types which would have to comply with higher standards up to a possibly modified supplemental level. In early 1967 DCA gave approval for commuter airline licences to be issued subject to the meeting of various standards for operation. As a result, Warwick Goldsworthy’s Opal Air applied for and was successful in being awarded Australian Regulation 203 Commuter Airline Licence No 1. The airline’s first sched- uled service from Adelaide to Andamooka and Coober Pedy was flown on 3 July 1967 by Cessna 402 VH-BUD. WARWICK GOLDSWORTHY Warwick Goldsworthy was born at Richmond NSW on 7 December 1937 and lived at RAAF Richmond for the first two years of his life as his father was based there. The family then moved to Brisbane where Warwick’s father operated a successful engineering business. In 1954 Warwick began an apprenticeship as a fitter and turner with Freighter Trailer Industries and from May 1956 learnt to fly at the Royal Queensland Aero Club in Tiger Moths. He also completed two years of a diploma in engineering. Flying was contrary to his father’s wishes, who wanted him in the family business. In 1960 on completion of the apprentice- ship, he obtained a position installing diesel generators in power houses at Madang and Wewak in Papua-New Guinea. After this he returned to Queensland’s Moura Kianga coal- field where he worked on heavy machinery. Warwick gained his commercial pilot’s licence in September 1961 and then entered the aviation industry after writing to numerous charter operators seeking a pilot’s job. He was given a position with Silver City Air Taxis which operated out of Broken Hill NSW and Port Augusta in South Australia. Silver City was owned by Dick Dennis and Ken Rosen and also held a Flying Doctor contract at Port Augusta.. On Saturdays a freight contract was flown from Port Augusta to Coober Pedy with a Cessna 180. Goods carried were mainly perishables such as ice cream, fresh fruit and vegetables, fresh fish and fresh meat which were purchased and then resold in Coober Pedy. In those days most aircraft landed on the road just south of the then so-called town (two general stores with petrol pumps) at the Alice Springs-Oodnadatta-Adelaide road junction and parked near the stores and resold the perishables. The return flight to Port Augusta mostly carried three passengers, usually opal miners who would speak of their ‘fabulous’ finds whilst proudly displaying their glittering gems. Warwick saw an opportunity: “I quickly became hooked and decided to start an air service to cater for the travellers’ needs and get some opal action for myself.” Alternative ways of locating opal became a passion as big as the desire to fly. Consequently, Warwick designed the first ‘round’ tunnelling machine for mining and with the assistance of his older brother Ross made it in their father’s workshop. The machine bored a horizontal, two metre diameter hole which reduced the amount of physical effort required in comparison to pick and shovel and was obviously also much quicker. A by-product of this was the creation of the family dugout at Coober Pedy. OPAL AIR In 1963 Warwick left Silver City Air Taxis to form his own air charter company, Opal Air, registered on 29 July. This was done with the assistance of family, several backers including Bepi Coro of Miners Store, Coober Pedy, Greg Sherman, Laurie Lehman and many opal buyers. Passenger and freight charter flights were conducted between Adelaide, Andamooka and Coober Pedy. During this time he also continued his active interest in opal mining. Warwick received assistance from Ross Tilly (then the SA and NT salesman for Cessna distributor Rex Aviation and later Opal Air’s chief pilot) in the production of the operations manual and the application for a charter licence for Opal Air. Opal Air’s first aircraft was Cessna 205 Above and below: VH-BUD times two. Opal Air’s first aircraft – this Cessna 205 – wore that registration 1963-66, as did one of the company’s two Cessna 310Ks 1966-67. VH-BUD was subsequently applied to a third Opal Air aircraft, its first Cessna 402 in 1967. J Smith via SAAM The third VH-BUD, Opal Air’s first Cessna 402 which entered service in June 1967 for Australia’s first commuter airline scheduled services. N K Daw
- 67. OPAL AIR 67 VH-BUD, used to carry passengers, perishables and freight sometimes three return flights a week to Adelaide. After three years a larger aircraft (Cessna 310K VH-RXY) was leased followed by the second VH-BUD – another 310K – as traffic increased. An amusing story about a difficult passenger carried from Coober Pedy to Adelaide occurred during this time. The passenger refused to put his luggage, a large heavy bag, in the aircraft’s locker. Warwick took out one of the seats and the passenger sat on the bag all the way to Adelaide with no seat belt. The bag contained what may have been the largest single piece of opal ever to come out of Coober Pedy! As noted above, Opal was granted the first Australian commuter airline licence and began scheduled services from Adelaide to Andamooka and Coober Pedy on 3 July 1967. Also in 1967, Tony Schwerdt won the tender to recover six ex-RAAF Mustang fighters that had been used in the Emu atomic bomb tests. He was flown by Warwick Goldsworthy in Cessna 402 VH-BUD – the third aircraft so registered – from Coober Pedy to Emu Junction. Graham Treloar and several others were part of the flight together with a supply of fuel, batteries and various tools. After several months they were successful as the first Australian-built CAC Mustang (A68-1) was flown to Adelaide’s Parafield airport and the other fighters were disassembled and trucked out. In 1968 Warwick married Gillian (Hollingsworth) in Perth. In 1970 daughter Melissa was born, and son Nigel in 1971. EXPANSION In 1970 Warwick and Tony Schwerdt flew to the USA to search for another Cessna 402 to add to the fleet as passenger numbers contin- ued to grow. A suitable aircraft (N991SA) was located in Anchorage, Alaska and ferried to Adelaide, the trip covering 13,000 kilometres and taking 54 flying hours. The 402 was registered VH-BUS and undertook its first service for Opal Air on 1 June 1970 on a newspaper run from Adelaide to Port Lincoln. Its first service to Coober Pedy and to Andamooka was the following day. Until 1970 the airline’s maintenance was undertaken by Rossair at Adelaide’s Parafield airport but Warwick decided he needed an ‘in house’ maintenance facility. This was to be staffed initially by pilot/engineers Merv Marsh (the first permanent employee) and Tony Schwerdt who worked as a casual. Merv Marsh commented: “Warwick wanted to do well – as it developed we became good friends with Warwick and Gilly (Warwick’s wife). He and I shared the same birthday (7 December) and we both had two kids about the same age. It was like a family business. I served as a pilot and controlled maintenance when the new hangar opened. I employed Keith Latz and Ray Chapman, both of whom held commercial licences. Keith Latz was later the chief engineer.” A further ‘first’ for Opal Air came in 1973 when Cessna 421B Golden Eagle VH-BUC became the first pressurised light aircraft to be used on regular public transport services in Tony Schwerdt and Warwick Goldsworthy after ferrying Cessna 402 VH-BUS from Alaska to Adelaide in 1970. The journey covered 13,000 kilometres and took 54 flying hours. via M Lockyer Cessna 421B VH-BUC was delivered in September 1973 as the first pressurised light aircraft to be used on regular public transport services in Australia. N K Daw
- 68. Australia. It was ferried Sydney-Moree on 27 September and to Adelaide the following day. Its first flight to Coober Pedy was on 1 October. Further Cessna 421s were added to the Opal Air fleet over the next few years, the total eventually reaching nine plus a fuselage purchased for spares. This includes one that remained in the USA where tests were undertaken to install Lycoming LTP101 turboprops by Riley, replacing the standard continental TSIO-520 piston engines. The pressurised 421 provided greater comfort, flew above most turbulence and could complete the Adelaide to Coober Pedy flight in around two-and-a-quarter hours. Passenger demand continued to grow until the road to Coober Pedy was sealed. Regular bus services, as well as the ease of driving one’s own vehicle diluted Opal Air’s passenger traffic. Before this, the road trip from Coober Pedy to Adelaide took about fourteen hours with the early part of it on unsealed roads. The Cessna 402’s and 421’s capacity and flexibility suited the routes operated and provided economic frequency for passenger number requirements. Takeoff and landing performance, wheel size and prop clearance gave the flexibility to operate on unsealed strips. The Merlin and Metro turboprops which were later leased needed a higher standard of landing strips. The Riley converted turboprop 421 the company looked at caused Warwick some concerns: higher maintenance and fuel costs; the cost of resparring Cessna 400 series aircraft; the capital cost of suitable replacement aircraft (Cessna Conquest or Beechcraft King Air); and the reduction of flexibility and higher fuel consumption of operating such types. Also in 1973, ‘Opal Air Tours’ were advertised in conjunction with Ansett Airlines and its promotion of tourism in Australia. Passengers would arrive in Adelaide on Sunday and then be flown to Coober Pedy. Monday was a tour of ‘The Breakaways’; Tuesday fly to Ayer’s Rock (Uluru); Wednesday fly over the Olgas with Connair and then a tour of Alice Springs; Thursday a coach tour of Stanley Chasm and Simpson’s Gap; Friday depart Alice Springs. Other airline routes established from Adelaide were to Ayers Rock via Coober Pedy (April 1974); Tarcoola (November 1975, briefly when the new ‘Ghan’ railway line to Alice Springs was being built); Indulkna and Amata (May 1978); Port Augusta as a stop on the existing route to Coober Pedy (May 1978); Woomera (April 1979), Olympic Dam (July 1980); and Marla (July 1980). In addition to the regional flights the airline operated seismic survey contract crew changes to and from the Cooper Basin. Australia-wide charters were also conducted. TURBINES AND DECLINE In July 1984 Opal Air’s first turboprop aircraft was delivered, Swearingen Merlin IIB VH-SWK under lease followed by Merlin IV VH-SWP in May 1986. These aircraft were acquired to replace the remaining Cessna 421s as their maintenance costs had substantially increased. Engine problems with the new turboprops caused the business to become insolvent after having flown 84,000 hours and travelled 14 million miles without serious mishap – “to the moon and back twenty-eight times.” The airline had steadily grown since its establishment in 1967, reaching its peak in 1980 when 2,417 departures saw 4,198 hours flown and 8,751 passengers carried at an average load factor of 57.0 per cent. After that the decline was constant until in 1986 there were only 696 departures, 855 revenue hours logged and 1,968 passengers carried at a load factor of just 40.3 per cent. The end was inevitable. Opal Air closed its doors on 22 August 1986 after an Adelaide-Woomera-Olympic Dam-Adelaide flight using the leased Cessna 402C VH-RUY. The company had achieved much in its 23 years – especially since 1967 when it began scheduled commuter services – but time and the industry had moved on. A major contributing factor to the airline’s downfall was the failed ‘Riley 421’ project. Other factors were increasing fuel and maintenance costs, increasing competition, decreasing demand for opal, improved communications, and better road conditions to Coober Pedy. Following the airline’s closure, Warwick Goldsworthy established a Marleston-based engineering business where a low pressure suction drill was constructed and used in opal mining. The business was also a base for much research and development and many inventions, from modifications to street sweepers, to large tipping tools, to a machine that created heat exchangers for air conditioning units which were revolutionary in their energy efficiency. The workshop closed in 2009 when the lease expired. Warwick also spent some time in the USA working on an electric car. He was later named a ‘Coober Pedy Pioneer’ for the contribution he made to that community. Warwick Goldsworthy died on Christmas Day 2010, aged 73. 68 OPAL AIR Some of the Opal Air fleet at Adelaide in February 1980: Cessna 421B VH-BUC and 421Cs VH-BUR and BUI. Ansett Fokker F27-200 VH-MMV is in the background. N K Daw
- 69. OPAL AIR FLEET TYPE REG’N C/NO IN SERVICE NOTES Cessna 205 VH-BUD (1) 0271 July 1963-June 1966 became VH-UPB Cessna 310K VH-RXY 0113 May-June 1966 leased Cessna 310K VH-BUD (2) 0129 June 1966-June 1967 became VH-CKB Cessna 402 VH-BUD (3) 0079 June 1967-October 1979 ex-N3279Q Cessna 402 VH-BUS 0198 June 1970-October 1979 ex-N991SA Cessna 421B VH-BUC 0456 September 1973-July 1984 ex-N41108 Cessna 421B VH-TDM 0833 April 1976-August 1979 Cessna 421C VH-BUR 0524 October 1978-February 1985 ex-N88566 Cessna 421C VH-BUI 0645 August 1979-June 1986 ex-N88594 Cessna 421B VH-FYK 0618 February 1979-February 1982 Cessna 421B VH-SAM 0504 August 1986 Cessna 421B VH-TWH 0913 August 1980-August 1986 Cessna 421B VH-SQV 0665 February 1982-August 1986 Merlin IIB VH-SWK T-296 March 1984-November 1985 Merlin IV VH-SWP AT-033 May-August 1986 Cessna 421 VH-BUG undergoing conversion to Riley turboprop, not taken up. Cessna 421C VH-TRI 0130 fuselage only for spares, purchased July 1980. OPAL AIR 69 OPAL AIR’S Destinations ➔ AMATA: Aboriginal community established in 1961 and located 1,400km north-west of Adelaide near the SA/NT border. ➔ ANDAMOOKA: Has been an opal field of exploration since the 1920s, located 600km north-west of Adelaide. ➔ AYERS ROCK (ULURU) NT: Was discovered in 1873 by William Gosse and named ‘Ayers Rock’ after the Chief Secretary of South Australia, Sir Henry Ayers. It became part of a National Park in 1950 and is located 1,595km north-west of Adelaide. ➔ COOBER PEDY: The self-proclaimed ‘opal capital of the world’! The first opal prospectors came to Coober Pedy in January 1915 and growth continued after WWI. In the 1960s the mining industry expanded rapidly mainly as the result of an influx of European migrants. Coober Pedy is now a modern mining town located 850km north-west of Adelaide. ➔ ERNABELLA/FREGON: Aboriginal community established in the early 1960s and 1,370km north-west of Adelaide. ➔ INDULKNA: Aboriginal community 1,136km north-west of Adelaide. ➔ MARLA: Service town established in 1982 on the Stuart Highway 1,080km north-west of Adelaide. ➔ OLYMPIC DAM: A poly-metallic mine site which was finally opened in 1988 after several years of preparation. Mining is done underground and it contains the world’s fourth largest copper deposit and the largest single deposit of uranium in the world. It is 580km north-west of Adelaide. ➔ PORT AUGUSTA: European settlement since 1842, a railway junction, powerhouse location and mining supply hub. It is located 308km north of Adelaide at the top of Spencer Gulf. ➔ TARCOOLA: Was the site of a gold mine 1893- 1918. Became a stopping point on the Trans- Australia Railway to Perth in 1915 and from 2004 a stop on the Adelaide to Darwin Railway. The town is 760km north-west of Adelaide. ➔ WOOMERA: Established in 1947 as the Long Range Weapons Establishment (WRE) by the Australian and British Governments. Many rockets and later satellites were launched from this range, located 490km north-west of Adelaide. Left and below: Opal Air entered the turbine era in March 1984 with arrival of Swearingen Merlin IIB VH-SWK. It remained in service until November 1985 and Merlin IV/Metro VH-SWP joined the fleet in May 1986. Unfortunately, their cost of operation contributed to Opal Air’s financial demise, as did other factors. The airline shut down in August 1986. N K Daw Ayer’s Rock photographed from Opal Air Cessna 402 VH-BUS. via M Lockyer
- 70. Missing an issue from your Aero Austra ISSUE 01 ISSUE 15 ISSUE 16 ISSUE 17 ISSUE 18 ISSUE 19 ISSUE 20 ISSUE 21 ISSUE 29 ISSUE 30 ISSUE 31 ISSUE 32 ISSUE 33 ISSUE 34 ISSUE 35 ISSUE 43 ISSUE 44 ISSUE 45 ISSUE 46 ISSUE 47 ISSUE 02 ISSUE 03 ISSUE 04 ISSUE 05 ISSUE 06 ISSUE 07 Call 02 6238 1620 to order your back issues now. ISSUE 48 ISSUE 49 ISSUE 01 – 2009 ISSUE 02 – 2010 ISSUE 03 – 2011 ISSUE 04 – 2012 ISSUE 05 – 2013 WARBIRDS OF AUSTRALIA AND NEW ZEALAND **$9.95ea plus $4.50 postage handling * WARBIRDS SPECIAL EDITIONS ALSO AVAILABLE*....
- 71. alia collection? Back issues available.... ISSUE 13 ISSUE 14 ISSUE 22 ISSUE 23 ISSUE 24 ISSUE 25 ISSUE 26 ISSUE 27 ISSUE 28 ISSUE 36 RAAF NAVY COMBAT JETS RAAF IN WWII RAAF 90TH ANNIVERSARY COLLECTOR’S EDITION F-111 IN RAAF SERVICE 1973-2010 ISSUE 08 ISSUE 09 ISSUE 10 ISSUE 11 ISSUE 12 Call 02 6238 1620 to order your back issues now. AERO AUSTRALIA SPECIAL EDITIONS ** $14.95ea plus $4.50 postage handling WILSON MEDIA SPECIAL OFFER Order any 10* of the available Aero issues for $110 including delivery.** Single issues available for $11.95ea plus $4.50 postage handling.* *Aero Australia issues only. Special offer does not include Warbirds or Special Editions. Issues shown above “Sold Out” are not avaliable. **Delivery in Australia only. For overseas customers please contact us at [email protected] for pricing. ISSUE 37 ISSUE 38 ISSUE 39 ISSUE 40 ISSUE 41 ISSUE 42 ISSUE 50 ISSUE 51 ISSUE 52 ISSUE 53
- 72. 72 SKYWARRIORS STORY: DENNIS NEWTON 100 years ago.... During the vicious air fighting of ‘Bloody April’ 1917, the remarkable Sopwith Triplane was one of the few British fighting aeroplanes that could stand up to Germany’s more powerful,better armed fighters. Australians were among the pilots who flew it. Australian Triplane Aces THE UNORTHODOX arrangement of three staggered mainplanes led to the Sopwith Triplane being given the nicknames of ‘Tripehound’ and ‘Tripe’, and bestowed on it some excellent flying characteristics. Despite its medium-powered Clerget 9Z rotary engine of 110hp, the aircraft could out-climb its contemporaries and had remarkable manoeuvrability and rate of roll. When the prototype, N500, was first wheeled out with its simple inter-wing bracing, there was some speculation that the design might be structurally weak. Sopwith’s chief test pilot, Australian Harry Hawker, had no such doubts. Within minutes of taking off on the first test flight in May 1916, Hawker confidently pulled it up into a loop and then reportedly even followed this with a second and third loop! Later modifications included a more powerful engine and a smaller tailplane which improved the aircraft’s diving capability. Despite being produced in small numbers – just 156 were built (plus two special machines with 150hp or 180hp Hispano-Suiza engines) – the Sopwith Triplane was one of the most successful aircraft of the 1914-18 war. It served with Britain’s Royal Naval Air Service (RNAS) from about February 1917 until replaced by the Sopwith Camel, and some served with the French Navy. When the Germans tested a Sopwith Triplane which had been captured intact, they were very impressed. Partly as a result of these tests, several different types of German and Austrian triplanes were produced, including the famous Fokker Dr.I. THE THREE HARRYS Thomas Sopwith established the original buildings and workshops of his Sopwith Aviation Company at Brook- lands for housing prototypes that were being tested. In 1912, one of his employees was Harry Kauper, a young motor mechanic from Melbourne, Victoria. Kauper had boarded ship for Europe in 1911 and at sea he met two other aeroplane enthusiasts, Harry George Hawker and Henry ‘Harry’ Richard Busteed. The three Harrys arrived in England in May but discovered that finding employment was not easy. Busteed luckily went straight to the Bristol School near Salisbury where he gained his Pilot’s Main: Harry Hawker became the Sopwith Company’s chief test pilot as well as a designer. He contributed to the design and testing of such outstanding machines as the 11 ⁄2 Strutter, Pup, Triplane, Camel and Snipe. To allay concerns over the structural strength of the Triplane he looped the prototype on its first test flight! Bryan Philpott
- 73. TRIPLANE ACES 73 Next in line was the Sopwith Pup, a single-seat scout with the same armament but with an 80hp Gnome or 100hp Monosoupape engine it was underpowered. The Triplane retained the same single Vickers armament. On the other side, the Germans were already beginning to fly high-powered scouts such as the Albatros D.III armed with twin Spandau machine guns. In the early war years, Sopwith machines were generally for the RNAS and following initial Admiralty testing, the prototype Triplane – still in factory finish – was sent to ‘A’ Squadron, 1 (Naval) Wing, at Dunkirk in June 1916 for combat trials. Action was not long in coming. Camouflaged brown and adorned with the name ‘Brown Bread’, Flt Sub-Lt Stan Dallas, another Australian, was flying it on 1 July when he encountered two German aircraft and downed an Aviatik C-Type two-seater. The second prototype Triplane, N504, was fitted with a 130hp Clerget 9B engine. Harry Busteed, who had sailed to England with Hawker and Kauper, had joined the RNAS when the war began and was a squadron commander when he tested this machine. On 22 September, he flew N504 at 116mph over Hendon before it also went to France. Top left: Roderic Stanley ‘Stan’ Dallas dressed in the flying gear of the time. He was the first pilot to fly the Sopwith Triplane (actually the prototype, N500) in combat. He claimed 16 Triplane victories. AWM Top right: The Sopwith Triplane, “one of the few British fighting aeroplanes that could stand up to Germany’s more powerful, better armed fighters.”MAP Above: The prototype Sopwith Triplane (N500) at St Pol, France in June 1916 being readied for front line trials with the RNAS. Camouflaged and adorned with the name ‘Brown Bread’, Stan Dallas was flying it on 1 July when he encountered two German aircraft and downed one of them. Bryan Philpott Certificate the following June. He then joined the British and Colonial Aeroplane Company (later Bristol) as an instructor and test pilot. Hawker, after a couple of months, found a job with a motor car firm and early in 1912 joined another firm making aero engines. It was Kauper who eventually obtained a job with Sopwith at Brooklands. He progressed in the expanding organisation to become an engineer and factory supervisor. Kauper “put in a good word” for Hawker who started with Sopwith in July 1912. The son of a blacksmith, Harry Hawker was from Moorabbin, Victoria and Thomas Sopwith soon realised his new man’s potential. With Sopwith’s approval, Hawker learned to fly and within seven weeks he won £50 and a trophy by breaking the all-British Duration Record in a Sopwith-Wright aeroplane. Hawker continued setting records and winning prize money but a crash during takeoff one day left him with a nagging, recurring back injury. This barred his entry into the Royal Flying Corps (RFC) when war broke out in 1914, but proved a blessing in disguise. He became Sopwith’s chief test pilot and was far more valuable as a designer and innovator than he could have been as another pilot over the Western Front. Test flying could be as dangerous and demanding and he contributed to the design of such outstanding Sopwith machines as the 1½ Strutter, Pup, Triplane, Camel and Snipe. While the company was working on the Strutter design in 1916, Harry Kauper invented a successful gun interrupter gear. Called the Sopwith-Kauper synchronised gear, it allowed the pilot to fire his Vickers 0.303in machine gun forward through the arc of the spinning propeller without bullets hitting the blades – a much-needed breakthrough for the Allies. The Germans had been inflicting serious casualties for months using a synchronising mechanism invented earlier by Anthony Fokker. Sopwith’s 1½ Strutter was the first British aircraft equipped with the device.
- 74. 74 SKYWARRIORS RODERIC STANLEY DALLAS Born on 30 July 1891 at Mount Stanley, Queensland, Stan Dallas had enlisted in the Australian Army in 1913 and received a commission. Soon after the outbreak of war, he applied for a transfer to the RFC but was rejected. Next he tried the navy and was accepted by the RNAS. His training commenced in June 1915. On 3 December, he joined 1 (Naval) Wing at Dunkirk where he flew reconnaissance sorties in both single and two-seaters. He lodged his first victory claim on 23 April 1916. Arduous patrols over the North Sea, often in appalling weather, quickly turned him into a seasoned, experienced flier and with combat, he began to acquire the techniques that would make him an ace. On 11 June, Dallas and four other pilots, engaged several Fokker E.IIIs but the engine of his Nieuport Bebe was hit. With it sputtering uselessly, he lost altitude and looked for a place to land. Two Fokkers dived after him. Had the Nieuport’s gun, like those of the Fokkers’, been synchronised for forward firing, Dallas would have been at their mercy, but his Lewis was mounted on the upper wing and could be tilted. It gave him a chance. Dallas raked the belly of one Fokker as it overshot and it burst intoflames. The second monoplane’s wing broke away on one side. Without further hindrance, the Queenslander landed his crippled machine safely behind the Allied lines. After Dallas’ first Triplane victory on 1 July, the prototype N500 was damaged by anti-aircraft fire on 28 July and sent back to the Sopwith factory for new Above: Robert Little, credited as being the highest scoring Australian fighter pilot of WWI. He claimed 24 of his 47 victories while flying Triplanes. AWM Right: Detail of a painting by David E Hammond illustrating the incident during ‘Bloody April’ 1917 in which Bob Little in Triplane N5493 took on eleven enemy scouts north-east of Arras. AWM
- 75. 75 TRIPLANE ACES wings. It was back with him by September and on the 29th he claimed an unidentified scout destroyed. By February 1917, Dallas had claimed at least seven enemy aircraft shot down, driven down, forced to land, or driven off – two of these whilst flying N500, the rest gained in Nieuport Scouts. By now he had received a DSC and made a flight commander. At this stage, 1 (Naval) Squadron began to equip fully with Triplanes and in April 1917 the unit was attached to the RFC, going down to the Somme Front. The RFC had also ordered the new machine, but with the arrival of the French SPAD VII it was agreed that the RNAS would have the Triplanes and the RFC would use the SPADs. In the event, while Nos 1, 8, 9, 10, 11 and 12 (Naval) Squadrons all showed Triplanes on strength, only 1, 8, 9 and 10 used them in any numbers. The Battle of Arras commenced on 8 April and so too did ‘Bloody April’, the month that saw the largest Allied air losses in France so far. Nevertheless, it proved to be a very successful month for Dallas, who claimed eight more victories. Such was the calibre of his flying that the official British historian recorded “...the Sopwith [Triplane] pilots (Flight Commander R S Dallas and Flight Sub-Lieutenant T G Culling) met an enemy formation of fourteen two-seaters and single-seat fighters on the 21st]. “The German pilots were flying towards the lines at 16,000 feet on a mission that appeared to be of some importance, but they were frustrated by the Sopwiths which fought the Germans for forty-five minutes, kept their formation split up, shot three of them down (one fell in flames and one crashed), and left the remainder only when the German pilots had retreated, individu- ally and at a low height, far to the eastward.” For his part in this fight Dallas was Mentioned in Dispatches (again) and awarded the coveted Croix de Guerre by the French. His regular aircraft was now Triplane N5436. Continuing to serve on this front until early summer, Dallas was awarded a Bar to his DSC. On 14 June, he was given command of the squadron, relabelled 1 (Naval) Squadron, and during his tenure the unit swapped its Triplanes for Sopwith Camels with twin mounted Vickers machine guns. Altogether he had 16 Tripe victories and he added three more in Camels. He led the unit until mid-March 1918, when he was posted for a rest. Following formation of the Royal Air Force on 1 April 1918, Dallas was given command of 40 Squadron where he shot down nine more enemy machines, his regular aircraft now a newly camouflaged SE.5A (D3511). Despite a leg wound received while ground strafing on 14 April, Dallas continued combat flying. On 1 June after an early bombing sortie over Estaires, he took off alone at 1010 hours and headed for the front. Patrolling along the lines, just west of the front trenches and possibly stalking an enemy decoy aircraft, he was surprised by three Fokker Triplanes of Jasta 14 which crossed the lines to intercept him. Dallas was shot down by Leutnant Hans Werner, the Jasta’s commander, and crashed near Lievin where he was buried. It was Werner’s 6th victory. With a score of 32 (one captured, 15 destroyed, 15 and one shared out of control) according to the later research – although in most lists he is credited with 39 – Dallas was second only to Robert Little as the leading Australian scout pilot of the war. However, it is possible that his score could be as high as 56 (34 destroyed, 19 out of control, two forced to land and one balloon). RICHARD PEARMAN MINIFIE When Stan Dallas left 1 (Naval) Squadron in March 1918, he placed it into the hands of his flight commander Richard Minifie, another Australian. Richard Minifie was born in Melbourne on 2 February 1898 and he joined the RNAS in June 1915. He was posted to ‘A’ Squadron, 1 (Naval) Wing in 1916, being there when it was renamed 1 (Naval) Squadron and re-equipped with Sopwith Triplanes in early 1917. On the second last day of Bloody April, he claimed his first victory, an Albatros D.III over Epinoy, and shared another with Robert Little of 8 (Naval) Squadron shortly afterwards over Douai. While being chased from Douai by more Albatros scouts, Minifie realised that his Triplane was simply too fast for them to catch. By the end of July his score was six, but from August to October he claimed eleven more. By that time 1 (Naval) Squadron was the last unit on the Western Front to retain its Triplanes and he was a flight commander. He was awarded a DSC on 2 November and only four weeks later a Bar to it on the last day of the month. After the squadron converted to Sopwith Camels, he gained four more victories flying Camel B6420. With Stan Dallas’ departure, Captain Minifie became the acting Squadron Commander pending the arrival of the replacement CO, his close friend Charles Booker, who sometimes is also listed as an Australian. Booker, who scored 29 victories (21 flying Triplanes), was actually English born in Speldhurst, Kent, but his family moved to Australia where they stayed until 1911. He was educated at Melbourne Grammar School until the family returned to England where he attended Bedford Grammar before joining the RNAS in 1915. On 17 March 1918, Minifie either suffered engine failure or had his aircraft shot up during a dogfight with Jasta 47. He came down behind the German lines where he was captured. A second Bar to his DSC was awarded on 17 April. At age 19, Richard Minifie was the youngest Australian air ace of the Great War. Ten of his 17 Triplane victories were scored while flying N5454 and his overall tally reached 21 (10 and one shared destroyed, one captured, eight and one shared out of control). ROBERT ALEXANDER LITTLE Born on 19 July 1895 in Hawthorne, Melbourne, Robert Little was educated at Scotch College, Melbourne, and when war broke out in 1914 he was desperately anxious to join up and see action before it was all over. Richard Minifie claimed his first kill – an Albatros D.III – over Epinoy on 29 April 1917 and shared another with Bob Little shortly afterwards. Seventeen of his 21 victories were scored while flying Sopwith Triplanes. Bryan Philpott “... the Sopwiths which fought the Germans for forty-five minutes, kept their formation split up, shot three of them down (one fell in flames and one crashed), and left the remainder only when the German pilots had retreated...”
- 76. SKYWARRIORS 76 The Point Cook military flying school course had started in August 1914 but there were some 500 appli- cants for the first four places. Little believed he would have no chance of a place without a long wait, so at his own expense he sailed for England to learn to fly. At a cost of £100 he gained his pilot’s certificate on 27 October 1915 and immediately enlisted in the RNAS. On 14 January 1916 he was appointed a proba- tionary Flight Sub-Lieutenant, eventually joining 1 Wing at Dunkirk, flying out in a Bristol Scout. Little took part in several bombing raids flying Sopwith 1½ Strutters, but on 26 October 1916, 8 (Naval) Squadron arrived in France and he was posted to this unit to fly Sopwith Pups. He was assigned to ‘B’ Flight under fellow Australian Stan Goble, later AVM S J Goble RAAF . The unit went into action on the Western Front on 9 November and on the 17th, he and another pilot engaged three hostile aircraft over Bertincourt. The machine Little attacked nose dived and landed. On the 23rd in Sopwith Pup N5182, he claimed what most consider be his first confirmed enemy aircraft destroyed, probably an LVG two-seater north-east of La Bassee. By March 1917, Bob Little had four victories and received a DSC. His unit then converted to Sopwith Triplanes, and during Bloody April he brought his score up to 12. An incident on 7 April illustrates the courage and determination that was typical of him. During a lone patrol over the front lines flying Triplane N5493, Little engaged eleven enemy aircraft in an action that was witnessed by those on the ground. Officers in a British AA position reported: “At 6.45 pm on 7/4/17 a Sopwith Triplane, working alone, attacked 11 hostile machines, almost all Albatros scouts, north-east of Arras. He completely outclassed the whole patrol of hostile machines, diving through them and climbing above them. “One Albatros scout, painted red, which had been particularly noticed by this section, dived on him and passed him. The Sopwith dived on him and then easily climbed again over the whole patrol, drawing them all the time towards the anti-aircraft guns.... The officers who witnessed the combat report that the manoeuvring of the Sopwith Triplane completely outclassed that of the Albatros scout.” Bob Little went on to claim 24 victories while flying Triplanes, the last on 10 July 1917, all but four of them in N5493 which he named ‘BLYMP’. Thereafter he flew Camels and was then rested with his total having reached 38. He received a DSO and Above: Lineup of Sopwith Triplanes of 1 (N) Squadron RNAS at Bailleul in 1917. In the foreground is N5454, Richard Minifie’s regular machine in which he scored ten victories. IWM
- 77. TRIPLANE ACES 77 Bar to his DSC in August, and this was followed in September with a Bar to the DSO. Little did not see any more combat until March 1918, when he joined 3 (N) Squadron as a flight commander, to again fly Camels. On 1 April he shot down a Fokker Triplane which crashed east of Oppy and over the next two months claimed at least eight more victories, concluding on 22 May when he shot down a couple of two-seaters, an Albatros at Mory-St Leger and a DFW at Morchies. Five days later, on 27 May 1918 while trying to intercept a Gotha bomber at night, his Camel, B6318, was caught in a searchlight beam. A bullet, fired by either the defending gunners in the bomber, or from the ground, passed through both of his thighs. He crash-landed near Noeux but by the time he was found he had bled to death. Little’s score is recorded as at least 47 destroyed, out of control, forced to land or driven down. Research breaks this down as comprising 17 and five shared destroyed, one and one shared captured, 21 and two shared out of control to make him the highest scoring Australian fighter pilot of WWI. EPILOGUE After being captured on 17 March 1918, Richard Minifie spent the remainder of the war in a POW camp at Kerlsruhe. On returning to Australia in 1919 he joined his family’s flour mill business. During WWII he served as a Squadron Leader in the Air Training Corps and died in Melbourne on 31 March 1969. Harry Busteed continued with the experimental flying of naval aircraft and is recorded as having made a deck landing on a ship. He also commanded several naval establishments and became a member of the RAF in 1918, staying until retiring from that service in 1932. Harry Kauper returned to Australia after the war and in 1919 joined another Harry – Butler – to form Harry J Butler Kauper Aviation Co Ltd in Adelaide. Later he became involved in the development of radio equipment. Without new aircraft contracts after the war, Thomas Sopwith liquidated his company and a new organisation was established, the H G Hawker Engineering Co. Sadly, Harry Hawker never saw the company that bore his name develop into one of the outstanding success stories of the British aircraft industry with such successful designs as the Hart, Hurricane, Tempest and Hunter. At Hendon four days before the Aerial Derby of 1921, Hawker’s racing biplane crashed and burst into flames. He was killed. The accident was widely regarded in Britain as a national disaster. Messages of sympathy flooded in, including one from King George V and another from Prime Minister Lloyd George. Want access to our Aero website, social media and the magazine? There’s an app for that! The Aero Australia App allows readers to access the magazine’s wide-ranging content in an easy and convenient way – in a format optimised for phone and tablet viewing. The App brings together the Aero Australia website, social media and the magazine. Subscriptions can be purchased along with individual issues of the magazine, back issues and one-off publications as they become available. More will be added as time goes on. Available FREE from the Apple and Google App Stores. A bullet, fired by either the defending gunners in the bomber, or from the ground, passed through both of his thighs.
- 78. A eroSHOWS CLASSIC FIGHTERS 2017 ● CLASSIC FIGHTERS 2017 OMAKA DELIVERS The 2017 Classic Fighters show at Omaka Aerodrome near Blenheim at the top of New Zealand’s South Island continues to be a great event for enthusiasts. Held over the Easter weekend of 14-16 April, the show (and its grass strips) survived heavy rain during the previous week, the result of a cyclone which drenched parts of New Zealand. The show ‘proper’ started on the Friday evening with the Twilight Extreme display and carried on through Saturday and Sunday. As always, Omaka had a wide variety of World War I reproductions, WWII warbirds, various other historical aircraft, RNZAF participation (plus an RAAF C-27J Spartan) and of course the spectacular battle re- enactments for which the show is famous – ‘ground theatre’ as it is called. Top: You can’t have too many Spitfires at an air show! Chariots of Fire’s Mk.XIV leads Brendon Deere’s Mk.IX and Warbird Adventure Rides’ Tr.9 two-seater. Ross Stirton Left: The Vintage Aviator Limited (TVAL) made its usual massive contribution to the show with its authentic ‘late production’ aircraft including the Sopwith Camel (rear) and Snipe. Many other WWI-era reproductions flew at Omaka. John Freedman
- 79. 79 AIR SHOWS Ex-RNZAF de Havilland Devon NZ1805/ZK-ZKF- the military version of the Dove – takes off for its display. Used as a navigation trainer by the RNZAF, it was originally delivered in 1952 and served until 1980 when it became an instructional airframe. Restored to airworthiness by JEM Aviation, it reflew in 2014. Ross Stirton Right: British classic from the ‘golden age’ – the Percival Vega Gull, this example ‘reverse engineered’ from a later Proctor I to create what is considered to be the pinnacle of Edgar Percival’s light aircraft designs. Wendy Wilson Below right: The RAAF contributed C-27J Spartan A34-001 to Classic Fighters 2017. Ross Stirton Bottom right: Preserved by the Marlborough Aero Club at Omaka, Bristol Freighter Mk.31 performs its popular ‘taxy run’ at the show. John Freedman Flying in RNZAF markings, John Luff’s ex-Swiss de Havilland Venom. The RNZAF briefly operated Venoms on loan from the RAF at Singapore as part of the Commonwealth Strategic Reserve from 1955. John Freedman
- 80. A eroSHOWS CLASSIC FIGHTERS 2017 ● Above: Always a crowd favourite, the Old Stick Rudder Co’s Goodyear-built FG-1D Corsair snapped during its takeoff run. Wendy Wilson Left: The RNZAF naturally had a strong presence at the show including its NH 90 medium lift helicopter. Ross Stirton Below: Brendon Deere’s Spitfire IX takes off for a display. The aircraft honours the memory of Brendon’s uncle, WWII quintuple ace Wing Commander Alan Deere. John Freedman
- 81. 81 AIR SHOWS Bill and Robyn Reid’s magnificent Avro Anson once again starred at Omaka. Tragically, Robyn Reid passed away shortly after the show after a battle with illness. She was only 58 but her legacy lives on through the Anson, her work in aviation safety and as a business leader. Wendy Wilson Above: The Air Chathams DC-3 did a roaring trade taking passengers on joy flights from the show. Like most DC-3s, this started life as a military C-47 and subsequently flew with NZNAC and others, including use as a cropduster! Ross Stirton Above right: Mr and Mrs Spitfire. There can’t be too many husbands and wives who both fly Spitfires! At Omaka Liz Needham flew the Tr.9 and Frank Parker the Mk.XIV. John Freedman Below: One of five C-130H Hercules transports operated by 40 Squadron RNZAF appeared at Omaka. John Freedman
- 82. A eroSHOWS CLASSIC FIGHTERS 2017 ● Above: Modified Yak-3 racer ‘Steadfast’ was shipped from Australia to New Zealand for the show. Powered by a Pratt Whitney R-2000 radial, it has set class speed and time to climb records and was the Unlimited Silver Champion at Reno in 2012. John Freedman Above right: One of Omaka’s highlights was the radio controlled V-1 ‘flying bomb’, part of the WWII battle re-enactment. Appropriately, it was ‘shot down’ by the Spitfire XIV. Ross Stirton The NZ Catalina Preservation Society’s PBY-5A had an interrupted Omaka due to a serious oil leak which prevented it from doing much flying. This meant a loss of income for the organisation as joyflights with paying passengers had to be cancelled. Two who missed out were Mr and Mrs Aero! Ross Stirton Above: A very interesting non-flying participant was this Canadian P-40E Kittyhawk which is on loan to the Omaka Aviation Heritage Centre for a year by its owners, the Maude family of Vancouver. JEM Aviation dismantled the aircraft in Canada, organised its shipping to New Zealand and then reassembled it at Omaka. John Freedman Left: Fireworks frame ‘Steadfast’ and the Corsair at the end of the Twilight Extreme part of the show on the Friday evening. John Freedman
- 83. 83 AIR SHOWS WINGS OVER ILLAWARRA ● WINGS OVER ILLAWARRA 2017 WOI GROWING IN STATURE It seems that Wings Over Illawarra organisers Mark and Kerry Bright have finally got the ‘bad weather monkey’ off their backs with another trouble-free show over the weekend of 6-7 May, this the second consecutive show where good weather prevailed. The event – held at Illawarra Regional Airport near Wollongong south of Sydney – saw good crowds on both days, and there was some great flying to enjoy: warbirds, aerobatics and strong support from the RAAF . There was also plenty to see on the ground with static aircraft, trade stands and classic cars on display. WOI is now firmly established as Sydney’s only significant air show and its future seems assured. We present just some of the may aircraft that appeared. Comin’ at ya! Great shot of Matt Hall and his Extra 300L at WOI. Colin Turner The Fw 190 was a very welcome part of the show and it is a significant addition to the Australian warbirds scene. Ross Stirton Below: Jeff Trappett’s CAC Sabre Mk.32 displays. Colin Turner Left: Part of the big crowd checks out some of the many aircraft on static display: Army Black Hawk, Navy Sea Hawk and HARS Convair 440 in the background. Darren Crick Below: The RAN was everywhere at the show, on the ground and in the air. This is one of its newly-acquired Sikorsky Seahawk ‘Romeo’ helicopters. Colin Turner
- 84. A eroSHOWS WINGS OVER ILLAWARRA ● Two classic WWII fighters – the Temora Aviation Museum’s Spitfire VIII taxies past Raptor Aviation’s Fw 190A. Ross Stirton The newly-established Sky Aces team and their Pitts put on one of several aerobatics displays. bcpix
- 85. 85 AIR SHOWS The RAAF had a strong presence at WOI including two F/A-18 Hornets. A21-3 blasts off into the late afternoon light. Ross Stirton Local resident: HARS DHC Caribou A4-210/VH-VBA cleans up after takeoff. Darren Crick Early and later members of the North American trainer family – Paul Bennet’s CAC Wirraway and Richard MacArthur Onslow’s T-6G Texan. bcpix
- 86. A eroSHOWS WINGS OVER ILLAWARRA ● Above: RAAF C-17 Globemaster III A41-212 makes an impressive sight as it approaches Illawarra Airport. The RAAF’s substantial contribution to the show also included the Roulettes and a C-130J Hercules. Darren Crick Above: Making one of its last appearances, the RAN’s popular Squirrel Pair team. The helicopter will be retired from service later this year. Darren Crick Right: Jet warbirds are becoming more prevalent in Australian skies. This is Steve Gale’s ex- Singaporean SIAI-Marchetti S.211. bcpix Another jet warbird at WOI, Essendon-based Jet Provost T.5A appropriately registered VH-JPV. bcpix
- 87. Bristol began work on its Type 170 short range transport in 1944 as a private venture, the aim to design a rugged and simple low cost workhorse for both civil and military applications – basically a large ‘flying box’. Bristol Freighter STORY: STEWART WILSON | MINI PROFILES BRISTOL FREIGHTER POWERPLANTS Mk.21: two 1,690hp (1,260kW) Bristol Hercules 672 14-cylinder radials. Mk.31/32: two 1,980hp (1,476kW) Hercules 734. DIMENSIONS Mk.21/31: wing span 32.92m (108ft 0in); length 20.83m (68ft 4in); height 6.60m (21 ft 8in). Mk.32: length 22.35m (73ft 4in); height 7.24m (23 ft 9in). WEIGHTS Mk.21: empty 12,013kg (26,484lb); max takeoff 18,144kg (40,000lb). Mk.31: empty 12,206kg (26,910lb); max takeoff 19,958kg (44,000lb); max payload 5,670kg (12,500lb). Mk.32: empty 13,404kg (29,550lb); max takeoff 19,958kg (44,000lb). ACCOMMODATION Mk.I/21/31: typically two small/medium cars and 15 passengers or up to 32 passengers or freight. Mk.32: three small/medium cars and 23 passengers or maximum of 60 passengers in high density layout. PERFORMANCE Mk.21: max speed 169kt (314km/h); cruising speed 143kt (265km/h); max payload range 426nm (788km). Mk.31/32: max cruise 168kt (310km/h); normal cruise 143kt (265km/h); max payload range 712nm (1320km). PRODUCTION 24 Mk.I, 19 Mk.II, 4 Mk.XI, 61 Mk.21, 88 Mk.31, 18 Mk.32; total 214. MINI PROFILE FEATURES INCLUDED an unobstructed rectangular section cabin of 66.8m³ (2,360cu ft) volume with the flight deck mounted above it and clamshell doors in the nose for straight-in loading, fixed undercarriage and the use of steel in the structure rather than expensive alloys. Power was provided by two Bristol Hercules 14-cylinder radial engines. The prototype Mk.I first flew on 2 December 1945 and the second aircraft in April 1946. Sometimes nicknamed the ‘Bristol Frightener’, the Type 170 was a commercial success with a long list of civil and military operators. These included Australian National Airways, Indian National Airways, Air Vietnam, Channel Island Airways, Silver City Airways, Channel Air Bridge, Air Charter, Hunting Air Surveys, Shell, Bharat Airways, Dan-Air, Iberia, Wardair, SAFE and Skytravel. Military customers included Australia, Canada, New Zealand, Burma and Pakistan which received no fewer than 68 Mks.21/31 in 1950-55. Variants were the original Mk.I Freighter and Mk.II Wayfarer passenger transport with nose doors deleted, wing span of (29.87m) 98ft 0in and 1,675hp (1,249kW) Hercules 675 engines; Mk. XI mixed traffic version with the definitive extended wing; Mk.21 with slightly more powerful Hercules 672s; and Mk.31 with Hercules 732s and extended fin fillet. Operating weights grew with each model and the Mks.21 and 31 were available in either basic Freighter form capable of carrying a 5.6 tonnes payload or as 21E/31E convertible passenger/freight Wayfarers. The final version was the Mk.32 developed for Britain’s Silver City Airways with taller fin and lengthened nose so an additional car could be carried on cross-Channel car ferry services. Initial delivery was in March 1953 and several were con- verted from earlier models on the production line. The 214th and last Freighter – a Mk.31 for New Zealand’s Straits Air Freight – flew in February 1958. The ‘long nose’ Freighter Mk.32, developed for Silver City Airways for use on its cross-Channel car ferry service. Eighteen were built. Robert Wiseman Collection A Bristol Freighter that survives in taxyable condition. Mk.31 ZK-CPT is preserved by the Marlborough Aero Club at Omaka NZ wearing the SAFE Air markings in which it was retired from service in 1986. The Freighter was originally delivered to Spain’s Iberia in 1952 and went to New Zealand in 1966. John Freedman
- 88. MINI PROFILE One of the largely unsung aircraft of World War II, the biplane amphibian Walrus (affectionately nicknamed ‘Shagbat’) operated on just about every front from ships and land bases. example flew on 18 March 1936 and deliveries – initially almost exclusively to the Fleet Air Arm – began shortly afterwards. Full scale RAF service as an air-sea rescue aircraft began in October 1941. The first 310 Walrus/Seagull Vs were built by Supermarine but the pressure for factory space to manufacture Spitfires saw the line transferred to Saunders-Roe from late 1939. It added another 461 to the production total between then and January 1944, including 191 of the wooden (rather than metal) hulled Mk.II. Australia received another 37 aircraft between 1939 and 1944, this time as the Walrus. The ‘Shagbat’ was retired from RAF service in 1946. AUSTRALIAN SERVICE The realisation that the nine Supermarine Seagull III amphibians delivered to the RAAF – but operated by the RAN – in 1926-27 were basically unsuitable for the roles they were being asked to perform due to poor performance led to the issuing of a requirement for a replacement. The result was Supermarine developing the Seagull V (or Walrus as the British called it) with metal rather than wooden hull, an enclosed cockpit IT WAS DEPLOYED by the Royal Navy Fleet Air Arm as a shipborne observation aircraft extensively used as a fleet spotter, convoy patrol and anti- submarine aircraft. In these roles it was catapulted from British cruisers and battleships as well as Australian and New Zealand warships. In Royal Air Force service, the Walrus’s primary role was as a search-and-rescue aircraft, in which it was responsible for the saving of thousands of pilots who had been shot down in water including an estimated 5,000 around Britain and 2,500 in the Mediterranean alone. It was heroic work, often performed close to the enemy coast in rough seas and under the constant threat of interception. RAF Walruses were also very widely deployed and operated by 15 squadrons based in Britain, Singapore, the Azores, France, North Africa, Sicily, Malta, Italy, Iraq and Sardinia. The Walrus was originally known as the Seagull V and the prototype first flew on 21 June 1933. Ordered under that name by Australia to operate from its ships, deliveries of 24 began in 1935. RAF evaluation of the Seagull V resulted in the British Ministry of Defence placing an order for the aircraft in May 1935 and named Walrus I. The first Supermarine Walrus SUPERMARINE WALRUS II POWERPLANT One 775hp (5782kW) Bristol Pegasus VI nine-cylinder radial. DIMENSIONS Wing span 45ft 10in (13.97m); length 37ft 7in (11.45m); height 15ft 3in (4.65m). WEIGHTS Empty 4,900lb (2,223kg); loaded 7,200lb (3,266kg). ARMAMENT One 0.303in machine gun in each of bow and amidships positions; up to 500lb (227kg) bombs or depth charges under wings. PERFORMANCE Max speed 135mph (217km/h) at 4,750ft (1,448m); cruising speed 95mph (153km/h); initial climb 1,050ft (320m)/min; service ceiling 18,500ft (5,639m); max range 600 miles (965km). PRODUCTION 1 prototype, 24 Seagull V, 555 Mk.I, 191 Mk.II; total 771 by Supermarine (310) and Saunders-Roe (461). RAAF SERVICE In service 1935-47; quantity 61; serial numbers A2-1/24 and various British. Catapult launch of Walrus I X9464 from the light cruiser HMS Bermuda during WWII. This shot shows well the aircraft’s biplane configuration with the Bristol Pegasus radial engine mounted between the wings driving a pusher propeller.
- 89. 89 MINI PROFILES STORY: STEWART WILSON The type also served with 5 Squadron RAAF (formerly 101 Fleet Co-operation Flight), 9 Squadron and aboard the cruisers HMAS Sydney and Australia. Wartime needs saw the delivery of another 37 aircraft between 1939 and 1944 for service aboard the RAN cruisers Australia, Sydney, Hobart, Perth, Canberra and others plus shore establishments. These retained the British name Walrus and their British serial numbers. Both they and the surviving Seagull Vs served throughout the war. Walrus HD874 embarked on the landing craft HMAS Labuan in 1947 as part of the first post-war Australian Antarctic Expedition. The aircraft was destroyed by a storm in December of the same year and the much-loved ‘Shagbat’s’ Australian military career effectively ended then. and cabin and far superior performance. It was also capable of being launched by catapult, a feature lacking in the earlier aircraft. Considering the Seagull V was originally devel- oped specifically for Australia (and subsequently ordered by Britain), it’s perhaps surprising to learn that when the first of 24 (A2-1 to 24) arrived in Australia in 1935 it was discovered they were too tall to fit into the hangar of the seaplane carrier HMAS Albatross. This resulted in the need to build special trolleys on which the aircraft were placed with their undercarriages retracted! Deliveries were spread out, the last Seagull V arriving in July 1937. They served briefly aboard Albatross which was recommissioned from reserve status with the arrival of the new aircraft but was sold to the Royal Navy in 1938. Top: A sight welcomed by many a downed airman during WWII – a Walrus taxying up to rescue him. Mk.I K5783 was from the first production batch for the Royal Navy Fleet Air Arm in 1936 and later went to New Zealand. Allan Green Above: The RAAF received 24 as the Seagull V in 1935-37 and a further 37 during WWII, these using the British name ‘Walrus’. Undercarriage down, this is Seagull V A2-6 from the original batch.
- 90. A eroALBUM DHC BEAVER ● A chance to dig into the photographic archives and remember.... ‘the way we were’. BEAVERING ON NOT JUST ‘THE WAY WE WERE’ this time but also ‘the way we still are’ in some cases. As a supplement to the De Havilland Canada Beaver feature in this issue, we present a few more photographs of the famous bushplane, some taken many years ago and some more recently. In case you needed reminding, DHC built 1,692 Beavers between the prototype’s first flight in August 1947 and the last of the line two decades later, in the meantime producing one of aviation’s truly great designs. Originally delivered to the Government of Ghana in November 1961, VH-AAM (c/n 1492) came to Australia in 1976 and was registered VH-IMR. It became VH-AAM shortly afterwards, changed hands several times and is now with Sydney Seaplanes. Sydney Seaplanes Below: N16644 (c/n 231) was built for the USAF as an L-20A in 1952 and after its military service went to the Contra Costa County Fire Protection District in California in 1973 – as shown here. It was subsequently upgraded by Wipline in and now flies in Alaska. Bill Larkins Left: Duxford UK-based G-DHCZ (c/n 1442) was delivered to the British Army in February 1961 as XP772. After retirement from service in 1974 it spent some time as an instructional airframe at the Museum of Army Flying at Middle Wallop. After restoration, it reflew in its current form in 2011. Jeff Gilbert Below: The Beaver production line at Downsview in full swing. DHC expected to build about three per month until US military orders came flooding in and a rapid expansion became necessary. DHC
- 91. AERO ALBUM 91 AERO ALBUM 91 Above: Beaver ZK-CKH (c/n 25) is one of the earliest examples still flying, originally delivered to the South African Government in 1948. It is now operated by the Beaver Preservation Trust in New Zealand, painted as the Trans-Antarctic Expedition’s NZ6001. The real aircraft – which was later reserialed NZ6010 – was abandoned after an accident in Antarctica in 1960. Another Beaver (ex- Aerial Agriculture VH-AAL c/n 1084) is on static display at the RNZAF Museum at Wigram painted as NZ6001. Wendy Wilson Above: Australia’s Aerial Agriculture operated a large fleet of ‘Ag-Beavers’ over the years – some 70 at different times – usually spreading superphosphate at the rate of a ton per load. VH-IDK (c/n 1539) was delivered new to the company in April 1964 and flew with it for seven years. It later suffered a serious landing accident while flying as a floatplane in Labrador and was rebuilt from the wreck. Upgraded, it still flies in Canada. via Peter Reardon Left: Beaver N4137B (c/n 101) photographed in 1953 when it was operated by the San Francisco-based Pacific Lumber Company. It was originally delivered to Shell Oil in January 1951, went to Colombia in 1960 and was destroyed there in 1975. Bill Larkins A good example of how an old Beaver can be remanufactured into a new one. N63VA (c/n 850) started life as a standard US Army L-20A (serial 54-1705) in late 1955 and after its military service was purchased for civil use. It was acquired by Viking Air in 1998 and converted to a PT6A turboprop-powered Mk.III Turbo Beaver before being sold on. Bill Larkins
- 92. A eroALBUM DHC BEAVER ● Right: Obviously hard-working ‘Ag Beaver’ VH-BSL (c/n 1618) of Tasmania-based Bender’s Spreading Services photographed at Parafield SA in December 1979. Delivered new Bender’s in June 1966, it subsequently flew as a floatplane with different operators, survived a landing crash on Lake Monduran in Queensland, was rebuilt, upgraded and then used for tourist flights in the Whitsundays. Robert Wiseman Below: HK-ZAB (c/n 1518) when operated by first owner, the Saudi Ministry of Mineral Resources. Delivered in November 1963, it returned to Canada in 1983 where it remains, airworthy and modified with an extended cabin and extra windows and flying on both wheels and floats. Beaver laid bare while undergoing a rebuild and refurbishment. Lance Higgerson
- 93. AERO ALBUM 93 CREDIT: Much of the detail information in these captions was sourced from Neil Aird’s excellent Beaver website www.dhc-2.com – a must for fans of DHC’s finest! Above left: Various non-factory engine conversions of Beavers have been performed. This one was done in 1969 by SWP Aircraft Engineering in Australia as the Wallaroo 605 powered by a 605eshp (451kW) Garrett-AiResearch TPE 331 turboprop. VH-AAX (c/n 1411) is still flying in its re-engined form and has been in Australia its whole life having been delivered to Aerial Agriculture in March 1960. Lance Higgerson • Above right: VH-SYS (c/n 763) when owned by the late Stephen ‘Sy’ Allsep, one of the few Beavers still flying with the original ‘porthole’ rear cabin window. It went to New Zealand in early 2017 where it will be refurbished, upgraded and put into commercial service. This Beaver was originally delivered to the Ontario Paper Company in March 1955. Wendy Wilson The RAAF received five Beavers between 1955 and 1961 for use by the its Antarctic Flight in support of the various Australian National Antarctic Research Expeditions. A95-201 (c/n 783) was the first, delivered in May 1955 but suffered major damage in a December 1959 storm. It is seen here at Laverton Vic – with wheel/ski undercarriage – in company with an RAAF Avro Lincoln. Beaver N110AW (c/n 690) of Honolulu-based Island Seaplane Services, the aircraft’s current owner. This is another Beaver that started life as an L-20A for the US Army, delivered in September 1954 and subsequently upgraded with cabin, window and other modifications. Lance Higgerson
- 94. A eroMODELLING WITH JOHN CROKER AND WAYNE STARICK. STUDIO PHOTOS: BILL FORSYTH ● WHEN MAN first began to fly you would think it was the most exciting thing to happen in the world since Adam met Eve and that people would be jumping out of their skin at the very experience. But apart from some gentlemanly spectators waving their trilbies or cloth caps there doesn’t appear from contemporary Flying colours From the drab to the downright spectacular, aircraft have been decorated in many and varied ways over the decades. A large number of those schemes have been depicted in the modelling world. photographs to be a lot of exultation. And the aircraft? How downright boring! Linen or calico was the preferred wear of the day and one of the early creations of A V Roe was covered in brown paper! Fortunately, after the serious business of actually getting off the ground and demon- strating to the world that this flying lark was more than a rich sportsman’s plaything and that it was going to have some commercial potential, a little bit of smart presentation crept in. Then came the war of 1914-18. BRIGHT OR DULL? One side – the British – thought camouflage was the way to go, hiding in the air; Germany went absolutely berserk with colour, even suggesting that this conflict and combat was a return to the time of noble knights jousting with their colours flying. We all know how that turned out don’t we? Camouflage won. But the scene was set, colour is good and the air is a great place to show it off. We then entered the ‘Golden Age’ of aviation and the colours reflected the excited mood of the Roaring Twenties, an age of dramatic social, commercial and political change. The airline industry developed from a Main: There's not too many heavy metal bands whose lead singer is also a Boeing 747 captain, but Iron Maiden's Bruce Dickenson is. He flew this spectacularly decorated 747-400 around the world during its 2016 tour. The model is in 1/200 by Ever Ride.
- 95. AERO MODELLING 95 myriad of small one-route operators and mail delivery contractors in modified military aircraft to substantial fleets of purpose-built passenger carrying airliners. But they regressed to plain sensible silver colour schemes and the excitement was secondary – this was serious business. It was not until after the war of 1939-45 was over and the world could once more consider the potential of commercial flying for ordinary people and not just VIPs that the airline industry evolved with the ready avail- ability of war surplus transport aircraft. Careful and conservative operators once more reverted to the all-silver (really polished aluminium) schemes of before. Eastern Airlines of the USA even made a virtue of this with its ‘Great Silver Fleet’. But changes were in the wings. First, airlines around the world discovered the white top! Some said it reflected heat away from the aircraft interior, others must have just decided it gave better contrast for the name of the airline emblazoned along the length of the fuselage. Whatever, it was it was wonderful. It was the start of an era, which is still going, when airlines realised the potential of the large expanses of the side, top and even underneath of their aircraft to promote their brand, create an image and capture the attention of everyone – travellers and spectators alike – in the fierce competition that is today’s airline market. Some case studies from recent history make interesting reading. Many airlines thought if the top half in white is good, let’s go all-over white. More boring sameness, lots of white aircraft, the only difference their tail colour. Far left and left: Fighting colours – Oxford Aviation's 1/72 Morane Saulnier 406C of the Vichy French Air Force in 1941 and Hobbymaster's 1/48 Boeing F4B-4/P-12E of the ‘Skylarks’ aerobatic team in 1937
- 96. 96 AERO MODELLING FROM SUBLIME TO RIDICULOUS One airline broke out and created ‘the end of the plain plane’. In 1967 US operator Braniff decided its ordinary red, white and blue image needed an overhaul. In an amazingly brave move (but remember, this is the ‘swinging sixties’) every aircraft was painted in one of a range of bright ‘jelly bean’ colours such as orange, turquoise, baby blue, medium blue, lemon yellow, bright green, dark green, beige, ochre, and red. The whole fuselage of each aircraft was a single colour and the wings and tails were white. Imagine a whole 747 in orange. They called it ‘The Great Pumpkin’. Braniff followed up this hugely successful campaign in 1973 with two aircraft in special schemes by the artist Alexander Calder titled ‘Flying Colours of South America’ and ‘Flying Colours of the United States’ for the country’s bicentennial. Unfortunately, all of this creative energy and sheer joi de vivre could not resist commercial reality and the onward march of world events. Braniff ceased operations in May 1982 because high fuel prices and the Airline Deregulation Act of December 1978 rendered it uncompetitive. A very different story is that of the succession of colour schemes carried by British Airways. From the terribly tasteful, restrained BOAC scheme of blue and white with the ‘Speedbird’ in gold, in 1974 we had the dark blue lower fuselage and the stylised union flag with the red top tail. In 1984 this was replaced with the ‘Landor scheme’ (named for the US design firm which created it) which was intended to project the British image of elegance, sophistication, luxury and savoir faire. All this and it was still red, white and blue. From elegance and sophistication, BA then moved to outrageous controversy. In 1997 Landor was gone and the ‘World Tails’ were unveiled. It was almost universally disliked, even hated, and with good reason. When shown the new designs at their launch, British PM Margret Thatcher famously covered up the tail of the model on the table in front of her. It was a clear what she thought! Colourful airline liveries have made a comeback in recent years, like this Spirit Airways Airbus A321 in 1/200 by Gemini Jets. Above right and below: Two with plenty of colour in 1/72 by War Master: post-war Grumman Hellcat drone and US Navy Brewster Buffalo in 1939. Things toned down considerably when the USA joined WWII.
- 97. AERO MODELLING 97 World Tails was supposed to show that BA was the airline for the whole world. It didn’t, and lasted only until 2001 when the current stylised Union Flag (known as Chatham Dockyard) was unfurled. Sometimes it doesn’t pay to be too adventurous. Some examples of significant, notable and noticeable colours on airliners are the two Qantas aboriginal artworks ‘Wunala Dreaming’ and ‘Nulangi Dreaming’ (although some don’t like these much either); the Qantas Australian Grand Prix 2000 ‘Ferrari’; the Ansett Sydney Olympics 2000; the Air France ‘Pepsi’ Concorde; and the TAA DC-9 ‘Coral Islander’ and 727 ‘Central Australian’, the first airline and the first aircraft in the world to be used as a promotion for a holiday destination. Beyond these and right up to today, there is now no airline in the world that does not appreciate the enormous opportunities that their aircraft provide to promote their brand, country, region, special events, anniversaries and history with retro schemes. Long may the colours fly. COLOURFUL KITS One of my favourite tee shirts is the one I purchased at the Omaka Aviation Heritage Museum, a ‘must’ if you are on the South Island of New Zealand by the way. The tee shirt is emblazoned with a graphic of the Red Baron and underneath it says: “camouflage is for sissies” – how cool is that? The Red Baron is almost certainly the most well-known figure from World War One – even to non-aviation buffs – but he certainly wasn’t the only German airman to fly a colourful aircraft. New Zealand kit manufacturer Wingnut Wings has a huge and growing catalogue of WWI aircraft from both sides of the trenches. If Allied aircraft are typified by anything it is surely the drab green/brown paintwork of nearly all of them. Of course there are exceptions, the high visibility schemes of the Felixstowe flying boats for example. But apart from this and a few others, this is diametrically opposed to most, if not all of Wingnut’s models of German aircraft that contain huge decal sheets of an almost bewildering variety of colourful markings – reds, yellow, blues, checkerboards, stripes, spirals plus an amazing collection of personal motifs and symbols. I suspect that for some modellers, it is this amazing range of flying colour that attracts them to models of this era. Other manufacturers, like Revell, Roden and Eduard, to name just a few, also provide a range of WWI aircraft in all the usual scales, 1/72, 1/48. For the brave souls blessed with good eyesight, Valom can provide Fokker D.VIIs and Fokker Triplanes in 1/144 scale as well as a wide range of Allied aircraft. The years after WWI saw the rise of civil aviation and of course colour played an increasingly important role as manufacturers vied for the attention of customers, advertisers vied for the attention of clients and individual owners sought to differentiate their aircraft from the next one on the flight line. Probably the most significant users of colour for all of those reasons has been the airline industry, and what a wealth – even a riot – of colours and colour schemes there has been over the years, all faithfully replicated in plastic for the modeller whose interest lies in civil aviation. This has been one area of modelling where the third party decal manufacturers have stepped up to the plate and it’s probably not too much of an exaggeration to say that modellers can buy their favourite airliner kit (usually in 1/144 scale) and then purchase the decals separately to produce a model in the livery of their choice. In fact Australian modellers need look no further than Hawkeye Models in the ACT for a huge range of Australian-specific decals. Examples include the Qantas Boxing Kanga- roo celebrating the 1983 Americas’ Cup victory for the 747-238; the TAA Coral Islander 1970s scheme for the Douglas DC-9 or the Ansett 2000 Olympics scheme for the Boeing 747-400. If Australian airline liveries are your thing I suggest you jump onto Hawk- eye’s website and check the rest of the range. If 1/48 scale light aircraft are your passion, then the Minicraft catalogue is certainly worth a look. It includes a Cessna 150 on both wheels and floats, a Cessna 172, Piper Super Cub and Cherokee, and Beechcraft Bonanza. Jumping back to the military genre, training aircraft have always been resplendent in a variety of high visibility schemes – predominantly red, yellow and orange – presumably intended to warn other aviators to stay away in case a student pilot does something unpredictable! Looking through the various catalogues reveals a large variety out there: Tiger Moths (available in scales from 1/48 to 1/72) from a variety of companies, Jet Provost, Aermacchi MB-339, North American Harvard and T-2 Buckeye, Folland Gnat, the Ozmods Pilatus PC-9 with decals for an RAAF trainer, and the Red Roo 1/48 scale CAC Winjeel to name a few. If that is not a broad enough spread then the modeller who is looking for eye-catching colour schemes could consider the many aerobatic team aircraft that have appeared on the shelves over the years. As always, the third party decal manufacturers have provided many options that enable the dedicated modeller to produce almost any model (well, a lot anyway) in eye- catching colour schemes that cover the full gamut of categories mentioned here. www.hawkeyemodels.com.au www.redroomodels.com www.wingnutwings.com W W E B L I N K A small sampling of some of the colourful kits available to the plastic modeller, from WWI through to the supersonic age.
- 98. A eroREVIEWS AVIATION BOOKS ● A SPITFIRE PILOT’S STORY – PAT HUGHES, BATTLE OF BRITAIN TOP GUN by Dennis Newton 304 pages casebound; RRP $44.95 Amberley Publishing (UK) www.amberleybooks.com Available through the publisher, Booktopia or Australian War Memorial bookshop. Readers of Aero Australia will be familiar with Dennis Newton’s work through his excellent ‘Skywarriors’ regular features, dealing with (usually) pilots who have made their mark in wartime. This is Dennis’ area of expertise and especially Australians. This is his sixth book. Pat Hughes joined the RAAF in 1936 and trained at Point Cook. He was part of the scheme under which some Australians would serve with the Royal Air Force after their initial training ‘at home’ under a short service commission and then return. The idea was to provide the RAF with a reserve of trained aircrew for use in an emergency. Pat Hughes went to Britain in 1937 and of course the ‘emergency’ – the outbreak of war with Germany in September 1939 – meant he stayed there. A natural leader and gifted fighter pilot, he was the top-scoring Australian in the Battle of Britain with 14 confirmed victories, all of them claimed in a frenetic three-week period in August and early September 1940 at the height of the Battle. He was killed in action on 7 September 1940. Written with the full support of Pat Hughes’ family, this is to the very high standard expected of Dennis Newton with flawless research telling the story in great detail. Like any good biography, it is easy to read and there is plenty of political, operational, historical and personal context provided to paint a complete picture of Pat Hughes’ remarkable and all-too-brief flying career. I enjoyed the early part of the book which covers Pat Hughes’ time at Point Cook. It paints a very interesting picture of what life for a trainee was like at the time and I can’t recall it being described in such detail before. Featuring more than 60 illustrations, appendices and an index, this is the story of a remarkable man told extremely well. advanced covering everything from fighters and bombers to lifting body aircraft, missiles and spacecraft. Experimental aircraft which flew are included as are proposed versions of aircraft which made it into production. Of course there is extensive coverage of Jack Northrop’s personal favourite – the flying wing – starting with early concepts and ending with the B-2 stealth bomber, the only one of its genre to make it into production so far. This book is fascinating and informative from cover to cover and essential for those who are interested in Northrop’s history but also those who want to learn about many of the ‘what might have been’ aspects of US aerospace advanced technology. FLYING WINGS RADICAL THINGS by Tony Chong 276 pages casebound; RRP $79.95 Specialty Press (USA) Distributed by DLS Australia Tel: (03) 9587 5044 Email: [email protected] Subtitled ‘Northrop’s Secret Aerospace Projects Concepts 1939-1994’, this large format book covers not only the weird and wonderful stuff that Jack Northrop’s company came up with over the years, but also the many aircraft types that progressed beyond the drawing board and into production. The author, Tony Chong, is well-qualified to produce this book. A long-time Northrop employee, he is the company’s official historian and therefore has access to vast amounts of documentation, drawings, photographs, other data and people. It is all put to very good use here. The text describing each of the aircraft and projects is supported by a multitude of drawings, artist’s concepts and photographs. Many of Northrop’s projects were highly EARLY INFLUENCES FROM THE EDITOR’S BOOKSHELF Those of you who got into aviation at a very early age have no doubt collected a large number of books on the subject over the years. Here’s two from the editor’s collection which are no doubt familiar to many of you of a certain age. They tell the stories of a pair of famous RAF WW II fighter aces: Paul Brickhill’s Reach For The Sky (Douglas ‘Tin Legs’ Bader) and Larry Forrester’s Fly For Your Life, about Robert Stanford Tuck. Wing Leader about Johnnie Johnson is another of the genre which could be found in many collections including mine. I was given Reach For the Sky in 1962 when I was ten and I note that Fly For Your Life was part of my prize for winning the 1966 Canterbury Boys’ High School (in Sydney) Literary Award. Apparently I could write a bit even back then! Books like these were pure inspiration for the likes of me. Reading about these great pilots, their achievements and their aircraft (mainly Spitfires!) was all part of the process that by osmosis filled our brains with knowledge about our favourite subject. That knowledge is retained all these years later and still provides inspiration for those of us who even in our dotage still run (walk?) outside every time an aeroplane flies over to have a look!
- 99. Donate at legacy.com.au For each serving Australian who risks everything, a family does the same.
- 100. V RO P 8 - P L AL R A E R S D AN L R N E V R VE O R E V O R VE O L AL R . me i t y n a t a , e r e wh y n a , on i t i ond c o s c r e iv l e 8 d - , P 7, 3 f a 7 y o t i l i b a t r o p p u l s a b o e gl h h t t i W l r o e w h d t n u o r d a e y o l p e t d af r c r i n a o i s s mi - i t ul e m l b a p S . s e i it l bi a p a c e n i r a m b su - i t n a , ge n a r - g on L . e nc a s s i a n 8 - p / m o c . g n n a e i c n e d fi n o s a e g s n i t c e t o r , p d l . cue s e r nd a h c r a e S y n a n i — ld r o w n i a t r e nc u W s. r e d r o g b n i r u c e d s n a p a t c s o e m h s t 8 i - e P h T n on c e r nd a e nc a l l i e v r u S g n i boe t a e r o m r e v o sc i D