HISTORICAL AIRCRAFT RESTORATION SOCIETY JOURNAL ISSUE 2 SEPTEMBER 2017 Cover Photo “Connie returning to HARS with HARS CONTACT DETAILS her new paint job” Photo credit: Tony Crampton

President General Manager Engineering Phoenix Editor Bob De La Hunty OAM Malcolm Hallowes Maureen Massey Phone: (02) 4257 4333 Phone: (02) 9868 4463 Mobile: 0499 113 556 Home: (02) 4257 5915 Mobile: 0410 498 081 Email: [email protected] Mobile: 0433 941 306 Email: [email protected] Co Editors Fax: (02) 4257 4388 Terry Scanlan: [email protected] Email: [email protected] Manager Engine Workshop Kevin Taylor Steve Heesh: [email protected] Vice President Phone: (02) 9521 4349 All correspondence Maureen Massey Mobile: 0422 902 545 Secretary: HARS Inc. Home: (02) 9522 6028 Email: [email protected] Cnr Airport Road and Boomerang Drive Mobile: 0499 113 556 Albion Park Rail NSW 2527 Fax: (02) 4257 4388 Committee Members Phone: (02) 4257 4333 Email: [email protected] Tony Abela: [email protected] Fax: (02) 4257 4388 Gordon Glynn: [email protected] Website Treasurer Michael Hough AM: [email protected] David Neaves www.hars.org.au Mobile: 0407 200 472 Ross Kelly: [email protected] Fax: (02) 4257 4388 David Swan: [email protected] Associated Web sites: Tourism Shellharbour Email: [email protected] William Smith: [email protected] www.tourismshellharbour.com.au Secretary Chaplain Destination NSW Ian Debenham OAM Rev Grahame Abrahams www.destinationnsw.com.au Home: 9874 0454 Phone: (02) 4256 3724 Wings Over Illawarra Mobile: 0432 106 157 Mobile: 0429 995 649 www.woi.org.au Email: [email protected] www.facebook.com/hars.gen

WHAT’S IN THIS EDITION

Page 2: Contact details and What’s In This Edition Page 16-17: Fred Cassidy and The Might Beau Page 3: President and Vice President Reports Page 18: Qantas operations In Avalon Page 4-7: Around the hangars Page 19: Twin Spool Engines for the B707 Southern Cross ||, C47, Front Desk, Page 20-21: The Remarkable Republic Rainbow 747, Catalina, Connie, Convair Page 22-23: The claytons aircraft rnestoration Page 8: Member Profile- Wendy and Bill Claridge Page 24-26: The Soul Of A Cat Page 9: Tucson and the Convair Page 27-29: DAK and CARIBOU Adventure Page 10-11: A blast from the past Page 30: Funnies Page 12-13: Café Connie Page 31: Café Connie Photo Page 14-15: Wings Over Illawarra Report Page 32: Bendigo Bank Advertisement

2 Historical Aircraft Restoration Society | Issue 2 September 2017 PRESIDENT’S REPORT Bob De La Hunty

Another exciting four months has passed with lots of things happening. The HARS Dak (EAF) set off on a trip around Australia with our mining sponsors onboard, all keen to rough it and enjoy the elements the outback offers this time of year. However, all was well until arriving in Forrest (WA) when a problem was found with the right-hand engine. The result was that the engine needed replacement so, the cavalry was called in. Hi All, Caribou VBA was sent to the rescue, arriving in Forrest with the This year like most has been full of more challenges and opportunities replacement engine and extra engineers to assist with the changeover. for all of us at HARS. If it was easy, everyone will have done what we VBA them continued on to Broome with our mining sponsors, but have so you all can be proud of what has been achieved and look alas, another problem left that aircraft in Broome for the next 3 weeks. forward to more challenges and opportunities into the future. When Both EAF and VBA have returned to base now and so have all we look at the reports and photos on Facebook or the web site, there crews and sponsors, the latter taking it all in their stride and enjoying are some amazing pictures of us at RAAF Townsville and RAAF their rather different holiday. Edinburgh South Australia as well as at Avalon Victoria. There are many others from Anzac day, Wings Over Illawarra and more. The “face” of HARS has changed also, with the completion of A look anytime at the HARS visitors book is rewarding as it is just full of the Café Connie, which is featured in this issue. The entrance to great compliments to our Tour Guides and what we have saved from certain the Museum is looking great, and after the shop is completed will scrapping. This is what we are all about. Yes we have things still to do and certainly be an eye opener to all who visit. get better at but there is no escaping what everyone can see and enjoy with The lift is complete and operational and I, for one, am so relieved! the knowledge there is more to come. What a difference it makes being able to ‘ride’ up to the next floor, The fleet continues to grow and whilst that could be seen as not a good particularly when juggling my brief case, handbag and mandatory cup thing by some, we know it brings in more people and money. This has been of coffee. the case with the arrival of the AP3C Orion that will soon be transferred to HARS following recognition and authorisation by the United States Government, our Cheers Defence Department and the RAAF. This is beyond anything anyone would Maureen have thought possible a few years ago. The donation of the former Qantas 707-138 owned previously by John Travolta has created a sensation all around the World. Whilst it will take time to prepare the aircraft to join our fleet here in Australia, the process has started with three of our people in Brunswick working with the maintenance people there to establish how, what and when the physical work begins. Finally to fly our Super Connie back to base freshly painted thanks to Douglas Aerospace in Wagga recently marked a big highlight. It is now almost 22 years since this icon arrived in Australia - who would have thought!!! The new HARS Café Connie is now up and running and in the first five days of trading has more than doubled the revenue the temporary arrangement was able to contribute to our cash flow since it was established. With our growing exposure, a sustainable future is clear and is taking the pressure off flying operations to balance the budget particularly as for the next six months there are no events that would contribute to our financial needs. Therefore we are directing resources in setting the scene for the future engineering requirements, particularly resources and manpower. CASA and Australian Warbirds Ltd with HARS and other like-minded organisations are working through a very different future picture than that to which we have previously been accustomed. More challenges will of course confront us. Our 747-400 continues to attract growing visitations and events. The long awaited Wing Walking experience will get underway soon. Our volunteer Aircraft Engineers are the most important technical part of what we do but without the rest of you, all would grind to a halt and what we have would finish up in a scrap yard!!! There are exciting times ahead and the following photos just received from our Brunswick team speak louder than words. Cheers Bob De La Hunty OAM CFP FAIHA HARS President and Chief Pilot HARS members Frank Bowden (left) and Peter Elliott (right)

Historical Aircraft Restoration Society | Issue 2 September 2017 3 AROUND THE HANGERS The Southern Cross Poster Story and Photo - Paul Gianniotis Some 30 years ago, I was flying into Sydney airport on a trip from Hong Kong, and in the arrivals hall I saw an enormous poster of the Southern Cross. I was flying as a flight engineer for Cathay Pa- cific at the time and I was so captivated at seeing this iconic aircraft that I asked the Cathay station manager, Brian Davies, if he could somehow se- cure a poster for me. Imagine my surprise when on my next trip, Brian presented me with the poster. It lay dormant in my garage for many years and completely forgotten until I had to cull some of my best ever possessions (does that sound familiar?) and found this poster. It will now be presented to Jim Thurstan, chief engineer of the Southern Cross project so it can be displayed at HARS along with the other artefacts of “Smithy’s bus”. From left to right: Kerry Kruikshank, Jim Thurstan, Paul Gianniotis and Tony Wells C 47 (DC3) Battery Installation Story and Photo – Avionics Engineer Phil Gannon Photo reveals a new fork lift adaptor made to make lifting a little easier for us ‘oldies’. It is just one of several adapters or lifting aids built to reduce the effort and load associated with fitting our heavy batteries, some of which are over 40 kg, into the various airworthy aircraft. The mount plate is angled at 45 degrees, so that the fork lift can be driven into position without banging into the engine’s propeller. The univer- sal adaptor is turned upside down for opposite side installation. The battery is ‘man-handled’ into its final rest- ing place using ladders. The spring counter-bal- anced carrier is then raised into the compartments to provide electrical power for starting engines and emergency power should the need arise. The battery in the photo is one of two 12 volt batteries making a total of 24 volts and is about to be installed in VH-EAF prior to its ‘round Aus- tralia’ trip which commenced July 2. Also in the photo is long serving engineer Neil Tazewell and the very versatile Steve Keddie who now has ‘Workshop Approval’ to maintain batteries Neil Tazewell and Steve Keddie installing batteries in VH-EAF Many favourable comments have been re- FRONT DESK, SHOP, ceived about the outdoor eating area and in par- ticular the unique RB211 Engine Cowl which sur- LIFT, LANDSCAPING rounds the doorway to the outdoor area. As you enter the museum, the impressive AND CAFÉ CONNIE front counter constructed with wing components from a B747, catches the eye with the backwall Story and photos – Terry Scanlan constructed from the interior fuselage lining from Our entry area, front counter, shop, lift and Café a B707. Connie (see separate report) nears completion. The shop is coming together nicely with illu- Landscaping at the entrance to the museum minated displays along the back wall. Planning is almost complete with the addition of the planter is underway to have dedicated staff manning the boxes which now have some plants in them. It is shop as it has been evident that sales in this area hoped that President Bob has green fingers as he improve when volunteers are assisting the public was observed potting out the plants in the boxes. with their purchases. Sherryl checking the planting

4 Historical Aircraft Restoration Society | Issue 2 September 2017 AROUND THE HANGERS CONTINUED

New lift The lift is now fully functional and will be a great asset to our soon to be completed function area on the first floor (an update on this project will follow in the next edition of Phoenix).

Planter Boxes

Outdoor eating area Catalina Update At the moment the Cat is in the final stages of its annual inspection, there has been a lot of effort put into the r/h engine including exhaust repairs, in the fuselage we are replacing the cockpit top sliding windows with refurbished originals and in- side we have installed a radar operators desk and scope, also nearing completion is the mounting and installation of a APU mount and APU. The new shop

side of the aircraft and it is proposed to 747 Happenings repeat this process each three months to maintain the aircraft’s presentation in pris- The 747, VH-OJA continues to be the pride of tine condition. the fleet, drawing in the vicinity of 2,000 visi- The following initiatives are planned for tors per month to the Museum. Both our Ex- implementation in the near future: clusive 747 Experience and Cockpit Tours are proving to be very popular. Since inception in • The vertical stabiliser will be painted in December 2015, over 250 guests have under- Spring. It is proposed to use two-pack taken these tours. polyurethane paint which is more durable than paint typically applied to aircraft. A number of enhancements have been made • A sound system is to be installed on both to render this iconic aircraft more appealing to decks to provide appropriate mood music. visitors. In particular: This will add to the quality of the 747 as a The APU mount • A 240-volt power supply has been installed function venue. Following the installation to enhance the lighting on the upper and of the 240-volt power supply, this can be lower decks. This has also enabled us to delivered without having to use the Ground illuminate the huge vertical stabiliser at Power Unit. night. With the navigation lights, strobe • Plans to introduce a new Wing Walk prod- lights and beacons the aircraft is even more uct are well advanced. The consultants visible at night, particularly from the Princes used by Sydney’s Bridge Climb have been Highway. engaged to assist in the design of safety • The Ground Power unit has been painted features and framing of the submission for and upgraded with new batteries and regulatory clearance of this initiative. electronics. The grass recently laid in and around the 747 • The fuselage has recently been washed to area is taking nicely and adds to the setting of the remove mould, especially on the southern Museum’s major product offering. Radar operators desk and scope

Historical Aircraft Restoration Society | Issue 2 September 2017 5 AROUND THE HANGERS CONTINUED

The stress test Southern Cross II The Southern Cross wing structural test took place as planned on March 25 with only minor cosmetic problems experienced right at the very end of the proof loading. The wing passed its test. Soon after the test, work began to cover the plywood wing skin with a protective polyester fabric using the popular Ceconite STC approved processes throughout. Ambient conditions of temperature and hu- midity are critical to these doping processes, so in winter we must take the limited opportunities as they arise. The wing is now right side up with six coats of The wing was first prepared to accept the fab- lacquer applied. Plan is to take the top side right ric covering by applying a Nitrate lacquer. through to the finish Butyrate silver coat. Fabric was first applied to the lower surface of All doped surfaces of the aircraft are being the wing, first fitting large chord-wise sections of re-furbished and the dope rejuvenated to restore fabric which was then heat shrunk as required to age lost paint plasticisers. The whole aircraft will make it snug. be repainted very close to the current colours. Pinked edge fabric tapes were applied over The blue will be representative Insignia Blue, the fabric seams and as edge re-enforcing where wings Silver. required. While the main focus remains upon the wing, The wing was then rolled over and fabric other restoration is taking place to the remaining applied to the top surface. aircraft and its components. Now, it’s a matter of applying further and Thanks to the original and many welcome differing Butyrate lacquers, making around newcomers to our working team. fourteen coats in all. Jim Thurstan

6 Historical Aircraft Restoration Society | Issue 2 September 2017 AROUND THE HANGERS CONTINUED

CONNIE ARRIVES HOME Connie and her new paint job Story: Maureen Massey, Photo: Ian Poulters Douglas Aerospace kindly sponsored the repaint, and the Connie was The Connie returned home this month after spending 6 months in Wagga. delivered to them in Wagga in March. The Douglas team worked together Whilst in Wagga the Connie was painted by Douglas Aerospace and with a HARS crew and it was a long and very tedious process. The end what a fantastic job they did! result is fantastic and Connie is now resplendent in the new paint livery, and will proudly represent HARS for another 20 years (I hope). It has been over 20 years since the Connie was first painted by Lockheed in the USA, after it was retrieved from the desert and prior to being flown Congratulations to all the crews involved in this process, from the to Australia. Over the years many attempts have been made to touch up painters, designers, engineers and flight crew, all making this monumen- the various sections of the fuselage starting to show signs of fatigue and tal task happen. becoming a little worn.

Story: Warren Goodhew CONVAIR VH-TAA ENGINE CHANGE Photos: Terry Scanlan

The HARS Convair, VH-TAA, departed late February to participate at the 2017 Avalon International Airshow. However, not very long into the journey a problem developed in the right hand engine, and consequently returned to Albion Park, hoping for a quick fix and to resume its flight to Avalon. Unfortunately, the quick fix did not eventuate and turned into something At the time of writing the new engine mounts have been fitted, the engine a little more serious which required the engine to be replaced. A completely installed and the propeller fitted to the engine. Now all accessories can be overhauled replacement P & W R2800 C B 16 engine was located with Sun reinstalled, then engine runs and performance checks will need to be done Air Parts in California U.S.A. The engine was purchased and shipped to and we will then see VH-TAA in the air again. HARS and so the engine change commenced.

The replacement R2800 engine Not having an engine stand available to re- move the engine and Q.E.C. unit from the firewall, the decision was made to pull the engine from the mount ring. With all accessories removed, removal was relatively simple. The six LORD dynafocal engine mounts were deemed unserviceable for reinstallation on the new engine, again these units were sourced with Sun Air Parts in California U.S.A. and promptly dispatched to us. The new engine ready to be mounted

Historical Aircraft Restoration Society | Issue 2 September 2017 7 Wendy & Bill Claridge “An Affair with OJA” Story by Steve Heesh. Photos – Bill Claridge

Wendy and Bill Claridge are one example of a number of HARS Mem- bers who volunteer as couples. When Bill retired after a career in aviation spanning in excess of 50 years which often took him away from home for extended periods, he was looking forward to spend- ing more time at home with Wendy. However, a hard to refuse opportunity came up to volunteer at HARS with the arrival of VH-OJA at Albion Park on 8 March 2015. In 1989 Qantas sent Bill to Seattle for the Final Inspection and the in- troduction of OJA into service. Bill also certified and dispatched OJA to London, prior to its record breaking flight from London to Sydney, so he had a particular relationship with that aircraft. Rather than spending more time at home with Wendy, the only solution was for Wendy and Bill to volunteer as a couple! They both hail from England but met in Australia in 1966, marrying in 1967. Having served his apprenticeship with the RAF, Bill was stationed in Gibraltar crewing Shackleton Mk 2s, followed by a stint with Bomber Com- Licensed by Australian and US aviation regulators, Bill’s wealth of knowl- mand on Victor Mk 2s before joining Qantas in 1966. edge has been put to good use at HARS. He is often called upon to bring Wendy commenced her working career by running a dancing school for those skills to bear on technical problems, ranging from removing and in- three years. In addition to raising two children, Wendy’s professional inter- stalling engines to rectifying minor damage caused by HARS visitors in- ests were wide and varied ranging from a role as a stenographer to a driving specting our aircraft. Wendy’s experience in dealing with the public equips instructor, computer operator and a veterinary nurse. her well to guide guests through the HARS Collection. Bill’s career as a Licensed Aircraft Maintenance Engineer took the family Those who make a career in aviation often believe that ‘the kerosene for postings to Seattle, Singapore and Kuala Lumpur in roles with Qantas, gets into your bloodstream’. The Claridges are no exception and Wendy Singapore Airlines and Malaysian Airlines. Variety was the hallmark of this and Bill both get their fix by volunteering as Tour Guides. They are involved remarkable career evidenced by the airlines (in addition to the three mentioned in the conduct of both regular and premium tours. Their son David is also above, Ansett International, Emirates, UPS and Atlas/Polar) and aircraft types a volunteer rounding off quite a considerable contribution to HARS from the (B707, DC4, C130, B747, B767) which marked Bill’s working life. Claridge family.

Bill with Captain David Massey Greene and others (1989-Seattle)

8 Historical Aircraft Restoration Society | Issue 2 September 2017 TUCSON & CONVAIR

While the engine work continued, Kerry, Travis, Maureen and I hunted down a supply of en- TUCSON Ken and myself spent 2½ days loading two 40ft gine oil about 20 miles out of Tucson and organ- containers with parts from a Neptune that had ised 800 litres of fuel which had to be acquired in MAY 2017 and previously been stripped out. All the parts had drums which we transported to the aircraft to fuel to be cleaned before loading and we were glad to the right hand wing tank. Convair 340 VH-EAQ see them disappear down the road. Finally 2 days before leaving, at 1600 Warren So back to the Convair: Travis, Kerry and I and Terry started the No. 2 engine and ran it for Story by Jim Marshall progressed the inspection of the airframe, com- 30 minutes before shutting down and finishing Photos: Maureen Massey pleted the installation of the starboard elevator for the day. Next morning when the engine was In early May 2017 a group of eight travelled to curtain, ran and lubricated the flaps and pro- cool, the oil filter was inspected and little contami- Pima Air & Space Museum to further progress gressed a myriad of small defects. Greg and Ken nation was found. The engine was then run again the return to flight of our Convair 340 VH-EAQ. carried out functional checks on the electrical for a further 30 minutes before the filter was again The team was lead by Maureen Massey with system valves, lights, water injection and other inspected and found to be clean, much to our Warren Goodhew and Terry Wilson on Engines, systems, all building to an engine run later. relief! From then on, it was close up, tidy up and myself and Travis Herbert on Airframes, Greg move our office trailer to its parking spot before Deard on E & I and, Kerry Gnaden and Ken driving back to LAX for the flight home. Goodhew assisting where required. The primary aim for the trip was to bring the starboard engine up to a serviceable condition to enable an engine run to be carried out. This engine had at one time been loaned to Pima for a Martin 404 to be brought to Pima after an en- route engine failure and we weren’t sure of its condition. To accomplish this the carburettor, fuel feed valve and other components had to be fitted and numerous missing parts including oil hoses had to be located and fitted.

Office trailer I must compliment the entire team on the ef- fort that everyone put in. It was a pleasure to work with a group who worked so well and were Starboard engine Starboard elevator so easy to be with.

Historical Aircraft Restoration Society | Issue 2 September 2017 9 by Tracey Smiley - Extract from A Blast From The Past! Phoenix Magazine Jul-Sep 2002 ACTOR FLIES QANTAS JET HOME Australian Historical Aviation Museum, the planned new home for HARS. John Travolta proved to be a delightful and During the Sydney leg of his recent Qantas ‘Spirit knowledgeable guest aboard the HARS Connie, spending of Friendship’ tour, Actor and Qantas Ambassador, much of his time on the flight deck overseeing with keen John Travolta took time out from his schedule to fly interest the complex operational management required aboard the HARS Super Constellation VH-EAG aboard the aging airliner, whose minimum crew includes ‘Southern Preservation’.. captain, first officer and flight engineer. John, a self-confessed ‘aviation geek’, owns an ex Qantas John has recently received his first officer endorsement Boeing 707-138B registered N707JT and named Jett Clipper for Boeing 747-400 aboard the Qantas simulators, and Ella, for his two children. In Qantas service the aircraft regularly pilots his own 707-138B and Gulfstream aircraft. was VH-EBM, ‘City of Launceston’ and was the last of the short fuselage 707s delivered to Qantas on 12 September 1964. The aircraft was sold to Braniff Airways on 24 June 1969 as N108BN after Qantas had started taking delivery of the larger longer range 707-338C ‘InterContinental’s’ from early 1965. The aircraft was painted in the famous Qantas V-Jet livery of the 1960s for the tour. The ‘Connie’ flight was a private affair arranged following contact with John Travolta’s office. He was very aware of the HARS ‘Connie’, having previously been owner of the MATS Connie in the United States (prior to restoration by the current owner). John proved himself to be far more than an aviation enthusiast. On board the two hour flight he was able to discuss with our crew issues relating to the aircraft’s characteristics and operation. With him for the flight were his business manager and members of his 707 crew. The flight departed Sydney from R34R about 3pm, turning to cross the coast over Bondi. We then proceeded coastal to Port Stephens, returning the same route and continuing to the Illawarra. Enroute the aircraft passed a pod of whales and the clipper James Craig under full sale. After climbing, EAG overflew Illawarra Regional Airport where John was shown the expansive foundations in place for the 11,000-square metre BHP

10 Historical Aircraft Restoration Society | Issue 2 September 2017 Historical Aircraft Restoration Society | Issue 2 September 2017 11 Story- Sheryl Sherson and Terry Scanlan CAFÉ CONNIE Photos – Joan De La Hunty and Terry Scanlan

The outdoor eating area

The Café Connie has always been part of the overall plan for our museum and now it has finally come to fruition. The first step in its construction was to prepare the outdoor eating area. The entrance into the café from outside is enhanced by the RB211 En- gine Cowell and blends nicely with our new front counter which is made up from B747 wing components. The Caribou fuselage will allow families The new front counter to take their children in for a look see while enjoying the ambiance of the outdoor eating area. We have seen many changes to our catering services over the years and finally we have gone from this...

...to this, the final product. The concept The actual construction of the Connie Café was done by external build- ing contractors and was then completed by our own team of volunteers including carpentry, plumbing and electrical works.

The outdoor eating area

12 Historical Aircraft Restoration Society | Issue 2 September 2017 CAFÉ CONNIE CONTINUED

Great Plans Come to Fruition In March this year, we gave you information about the exciting new pro- ject that will change the atmosphere and enhance the foyer of our great Museum in Hangar 1. Café Connie has been through the final stages of completion and we are now finishing the soft run in preparation for all systems go commencing on Father’s Day 3rd September 2017. Most new ventures have teething problems of some sort; we are pleased to say that the meticulous planning and firm judgement decisions made by the team leaders for this project, have negated any issues of concern and we have progressed with minimal interruption. Developing a new venture such as Café Connie requires attention to detail, training in accordance with the New South Wales Food Authority and Shellharbour City Council (SCC) and adherence to policies and procedures with the view to full compliance. All new team members were required to The new coffee machine undertake Food Hygiene, Customer Service and of course Barista training, The dedicated team of trained members working on a roster system to ensure that we provide our customers and members the best possible will welcome and hopefully inspire you to enjoy the new menu, developed café experience as not seen at HARS before. to provide variety using, where ever possible fresh local produce, bakers and butchers. There will be some of the old favourites along with tasty new dishes, fabulous cakes and blackboard specials. The specials will come on board over the next two to three weeks. A full set of Standard Operational Procedures (SOP’s) have been devel- oped specifically by Ed and Angela Higgins supervisors, in conjunction with Sherryl Sherson, NSW Food Act and Regulations, and SCC. This has been a mammoth task, and we are very grateful to have such a high standard of industry knowledge within our team. It would be remiss of me not to thank the many dedicated hard working members that patiently completed all the mammoth and miniscule requests made by Joan and I. We would also like to thank the Committee of HARS who trusted our vision and had faith in our ability to develop this great asset. Café staff receiving Barista Training Our vision to develop Café Con- Along with team leaders Joan de la Hunty and Sherryl Sherson, we have nie has come to fruition and we would Supervisors to ensure the smooth running of the operation in the event that like to invite everyone to call in and leaders are not available. This aspect was important, to maintain continuity have a great coffee, some delicious of high standards and smooth decision making processes at all times. food and best of all, a good chin wag.

The finished Café Connie

Historical Aircraft Restoration Society | Issue 2 September 2017 13 PHOENIX REPORT - WINGS OVER ILLAWARRA 2017

Welcome to another Phoenix magazine, and Of special interest were: and similar; I hope that your enthusiasm and support for  The final appearance of the RAN Squirrel 9) Some great children’s entertainment. For classic aviation will be boosted by this report helicopter demonstration pair and the final ap- example the whole children’s area was spon- of a VERY successful Annual Air Show: Wings pearance of the RAN Classic Seahawk, both sored by the regional McDonalds Restaurants Over Illawarra 2017. of which are being retired after each accumu- and provided free rides such as the train This is the 11th Annual Air Show. The series lated over 30 years of successful service. around the airshow; and commenced with Wings Over Illawarra 2007 and  The appearance in one flying display of three 10) Helicopter Charter tours operated by Touch- we can all take great pride that we are now contrib- rare WW2-era single engine fighters: the Fo- down Helicopters and parachute drops by uting to run the only annual air show offered each cke Wulf 190 (Luftwaffe); the Supermarine Skydive the Beach throughout the weekend. year in Australia – a very significant achievement. Spitfire (RAF) and the North American Mus- As already reported, unfortunately, one of the The full details will follow but the quick summary is: tang (USAF, RAF and RAAF). usual stars of the air show, the HARS Lockheed  The weather was good and we had a great There are some excellent YouTube clips about the Super Constellation - Connie - was away be- two days; Air Show including: ing painted in Wagga Wagga by a very generous sponsor, and the painting was not finished in time  The air show was the most successful ever • https://www.youtube.com/atch?v=2btWP9LW59s for Connie to fly back to be on display. with over 30,000 people coming over the two • https://www.youtube.com/watch?v=Y3-jmKKEl5Y days 06/07 may; The Air Show Dinner • https://www.youtube.com/watch?v=Xq6-vOpFMY4  The Swing Into Wings dinner on the Saturday In addition to the day program, the Rotary Club • https://www.youtube.com/watch?v=rHKpLxoCS5o night was excellent; and of Illawarra Sunrise ran a very successful “Swing There was an extensive array of ground exhibits,  If you meant to come but decided not to - a into Wings” Dinner on the Saturday evening of the which included: bad decision and you missed a really spec- Air Show in the HARS Hangar. The dinner was fully tacular event! 1) The Air Show opening with the sung National subscribed with approximately 200 guests and Anthem. On the Sunday only, the anthem was Rotary raised funds for a selected not for profit Next year’s event- (Wings Over Illawarra followed by a parade led by the Air League regional organisation assisting PWD- Dream Big 2018)- will be held on the first Saturday and Sun- Band and a march by the Air League and local Dancers. day of May 2018. Please put those dates Satur- Army Cadets; day 5 and Sunday 6 May 2018 into your forward The main Swing into Wings 2017 dinner attractions planning diary now! 2) A parade of 3 Wing Air Force Cadets on the were: Sunday only; Some Extra Information About Wings 2017  Cocktails aboard the ex-Qantas 747-400 3) A vast display of HARS aircraft were made “City of Canberra” VH-OJA to commence the The 11th annual Wings Over Illawarra 2017 Air available for ground inspection with many evening; Show was held at the Illawarra Regional Airport including interior tours and cockpit inspec- over the weekend Sat 06/ 07 May 2017, and was  An aviator such as an RAAF Roulette pilot, tions. The ex-QANTAS 747 ‘City of Canberra’ extremely successful, with an estimated 30 000 + a Navy Helicopter pilot from the RAN Fleet proved to be a crowd favorite, closely followed attending across the two days. Air Arm, a senior officer of the Army or Army by the newly arrived Lockheed Orion, the ex Cadets, or an ex Qantas 747 Captain hosted In addition, an aviation trade show called Avia- RAAF F111, the Caribous, the WW2 ‘Black each table; tex- also ran on the Friday. That trade show was Cat’ PBY Catalina (complete with replica ma-  The backdrop to the dinner comprising histor- also open to the public on Saturday and Sunday. It chine guns), and the three C47/DC3 Dakotas- is fair to say that Wings Over Illawarra has become ic HARS aircraft such as the ex Qantas 747, one painted in 1944 WW2 colors, one painted the Convair 440 and C47 Dakota. a major East Coast tourist event and is also the only in final RAAF trim in vogue before leaving ser- major air show to run annually in Australia now. vice and the ex TAA DC3 Hawdon resplendent  Special raffle prizes donated by the Roulettes, The Air Show in polished aluminum; the Navy Fleet Air Arm, HARS and generous sponsor packages from regional businesses. The 2 day Air Show had a very active flying 4) A classic car and classic bike show in which a The raffle was drawn by the Deputy Mayor of program which can be seen by going to: http:// range of classic car and bike clubs are invited Shellharbour City Council, Mr. John Murray. www.wingsoverillawarra.com.au/page/flying- to participate. An excellent range of historic program. and interesting vehicles turned out; Commodore Chris Smallhorn RAN, Com- mander of the Fleet Air Arm was guest speaker at The program was an excellent mix of current 5) Static Defence displays which included all the Dinner. He deliverd a wide ranging, informative military and civil aircraft (F18 Hornet, C17 Galaxy, types of RAN Fleet Air Arm helicopters from and highly entertaining address focusing on the P3 Orion and RAAF Roulettes, with Navy Sea- HMAS Albatross, an Army Blackhawk heli- Illawarra as the cradle of aviation development, es- hawk, Squirrel, MRH90 and Bell helicopters) and copter from Holsworthy, displays from the sentially through the work of Lawrence Hargraves. Warbirds aircraft both propeller driven (Focke Parachute Training School, Special Forces Wulf 190, Spitfire, Avenger, Mustang, Trojan and Command, Nowra, and a strong youth con- All in all, WOI 17 provided a most enjoyable Yak 3), and early jets (Sabre, Albatros and Drag- tingent from the Riverwood and Wollongong weekend of both air show activities and extensive onfly) plus the HARS aircraft which this year were Air League Squadrons, Army Cadets from the ground displays. This year’s Air Show proved to limited to the Lockheed Neptune Anti-Submarine 26 Army Cadet Unit Wollongong, the City of be an absolute highlight event. Patrol Bomber and the Caribou. The usual HARS Wollongong and City of Shellharbour Air Force A great bonus was the involvement of many star of the show, Connie was missing from WOI Cadet Squadrons, and the Wollongong Navy of the Region’s Service organisations including this year as due to the very generous offer of a Cadet Unit; Rotary, the Rural Fire Service, SES, the Scouts full repaint from a sponsor, she was at Wagga 6) Approximately 30 Australian Defence Force Air Wing. The WOI organisers have committed Wagga NSW getting a complete repaint after 20 Academy ( ADFA) cadets who volunteered $10,000 from the proceeds of the air show to go years in her current livery! to come across from Canberra to work the to Rotary Club-nominated regional charities. This Of equal or greater interest were the airshow weekend as volunteers. As it was an officially Year the WOI 17 recipients will be: stunt pilots such as Paul Bennett’s Airshows and approved ADFA event, we were privileged to  Rotary Club Of Wollongong (2 projects to Matt Hall who gave great displays in specialist air- see our future ADF officers in uniform assist- share equally): craft like the Pitt Specials. ing with such things as: Meet and Greet at the • St Marks Anglican Church Project: Feeding Each day’s flying program was scheduled to Gates, assisting to greet VIP’s, assisting with The Needy Of Wollongong begin with the Army’s Red Beret Parachute team ground display layouts and assisting with the serving of the Swing into Wings Dinner on the • Dapto Anglican Church Project: Street- which opened with a flag jump featuring the Aus- crew- Supporting The Youth Of Dapto; tralian and Army flags from the HARS ex RAAF Saturday night;  Rotary Club Of Illawarra Sunrise: Caribou. Unfortunately, on the Sunday the early 7) A WW2 Bofors Gun with WW2 dressed crews, morning winds exceded safety limits and the Red which fired air driven blanks at flying aircraft all • Supported Accommodation and Homeless- Berets did not jump. Fortuitously the wind died weekend and was a great crowd puller; ness Services Shoalhaven Illawarra (Sahssi); down at about 1000 and the rest of the day was 8) Many shops selling aviation-related memora-  Rotary Club Of Corrimal: perfect for flying. bilia such as books, patches, models, jackets • The Imagination Library;

14 Historical Aircraft Restoration Society | Issue 2 September 2017 by HARS Committee Member: Professor Michael Hough AM RFD ED JP A GREAT EVENt report Photos: Mark Scott and Mark Keech

 Rotary Club Of West Wollongong: • Skys The Limit Mini Olympics; and  Rotary Club Of Fairy Meadow: • Wollongong Emergency Family Housing (Kenny Street Wollongong). All those who attended were impressed with the scope and range of exhibits and the very high quality of the flying program presented by the organisers, Mark and Kerry Bright from Bright Events management. We look forward to Wings Over Illawarra 2018, and we all hope that this major annual Air Show continues to have a very bright future; pun intended! Final Comments I hope you have enjoyed this detailed report on WOI 17. I would like to thank those many HARS members and friends who turned out to support the event, and in particular our hard working ground crews who enabled a busy day hangar to be turned in to a great dinner venue on the Saturday night. Please enjoy the accompanying photos of both WOI 17 and the Saturday night dinner. Please book Saturday and Sunday 5 and 6 May 2018 for WOI 18 into your diary now- and let’s see if we can do it all again! Thanks to all who participated and my con- gratulations to each of you for your many different contribution(s) in assisting to create and present such a very successful air show event! Michael Hough HARS Committee Member [email protected] Tel: 0418 424 748

Historical Aircraft Restoration Society | Issue 2 September 2017 15 FRED CASSIDY AND THE MIGHTY BEAU Story by Terry Scanlan

A19-50 ‘WENDY JOY’ Fred’s Beaufighter Recently I had the pleasure of meeting a long- bark for the Middle East with the AIF, advised him craft. The Beaufighter had a crew of two, a pilot and time member of HARS, Fred Cassidy, who is not to join the army as you will lose too many mates. navigator. Fred explains, with tongue in cheek, that now 94 years young and residing in Sydney. He then joined the air force and started a course as the pilot was basically just the front gunner with the a Wireless Operator/Navigator. Initial training com- Fred joined HARS in 1994 and has remained a navigator being the brains of the aircraft, handling menced at Parkes followed by a transfer to Mel- communications, navigation and armament. member ever since. bourne where he attended a civilian course in wire- The Beaufighter was a difficult aircraft to fly with Fred’s connection to HARS goes back to 1994 less telegraphy. Fred admits that it was the most a characteristic pull to the right on take-off due to when he was asked to take part in a photo shoot difficult course he has ever undertaken before mov- the huge torque produced by the engines. This at Mascot and sit in the Beaufighter before it was ing on to Point Cook to undertake flying exercises caused many a head ache for the crew, especially handed over to the USAF Museum. That Beaufight- in communications. for pilots while they were learning to handle the air- er played an important role in the negotiations for At Point Cook, the many aircraft that were used HARS to obtain our beloved Connie. craft. At that time Richmond was an all grass base included the Avro Anson, Air Speed Oxford and and many times the pilots would face south for Early Days: de Havilland A3 multi engine biplane. During the 5 take-off and were flying due west by the time they months of a Navigation Course at Cootamundra When Fred turned 18 in 1941, WW2 was well were airborne. the navigation exercises were conducted in Avro underway. He wanted to join up but his father who New Guinea: having served in WW1 and currently ready to em- Anson’s and Dragon Rapides. On to Evans Head for Gunnery and Bombing RAAF 30 Squadron was first deployed to New practice in the Vultee Vengeance . Finally, in June Guinea in August 1942 to take part in the action 1942, Fred was transferred to 30 Squadron at at Milne Bay. Following that, they operated out Richmond Air Force base in Sydney. Wing Com- of Wards Strip just outside of Port Moresby for 8 mander ‘Blackjack Walker’ was CO of 30 Squadron months. The strip was still under construction when at Richmond and picked Fred and several others to the Squadron arrived at Port Moresby but was im- train on the Beaufighter. These aircraft were new to proved as time went by, unlike the strip at Milne Bay, our pilots and crew and they had to learn the hard where because of the rain and tides, metal Sheets way with not much information available on the air- were laid to make the strip as safe as possible.

Fred Cassidy Caption-Wards Strip under construction

16 Historical Aircraft Restoration Society | Issue 2 September 2017 FRED CASSIDY AND THE MIGHTY BEAU CONTINUED

Navigation was difficult as the only charts they had to work with were Admiralty Charts dating back to the 1900’s. Weather was a big factor in their op- erations as the afternoons always brought thunder- storms and low cloud. Sometimes when returning home from a job they would climb over the cloud tops at 18,000ft and continue until they were clear of the ranges and then set down over the sea until they could turn back and head for the coast. From Port Moresby, the squadron deployed to Goodenough Island on the south-eastern tip of New Guinea where they engaged enemy shipping bringing in supplies to Japanese troops at Buna, Gona, Salamaua, Lae, Wewak and Madang. The barges would come over from Rabaul and hide amongst the mangroves during the day. The Beau- fighters would patrol along the coast strafing the barges when they could find them. The township of Lae was heavily defended by the Japanese and 30 squadron lost more men over Lae than any other squadron. When they had a job to do at Lae, Fred and his pilot ‘Moss’ would fly in low, strafe the aircraft on the ground then go straight up the river then turn out to sea where the Zeros were waiting for them. The Beaufighter and the Ze- ros had a similar top speed but the Beaufighter at Strafing enemy shipping sea level was just that bit quicker and could outrun The Japanese, having been defeated at Koko- short of experienced Navigators so Fred helped the Zeros. Fred tells the story of racing away from da, had lost so many men that they needed resup- them out on a few jobs before being sent to Moratai Lae with Zeros 50 yards off each wing. The Zeros plying and planned to send a convoy to re enforce where he joined 457 Squadron as, in his words, ‘a couldn’t bring their guns to bear and Fred would be their troops on the mainland. On February 28, the well camouflaged intelligence officer’. giving them the ‘bird’ and flashing an Aldis lamp at convoy left Rabaul with 6,000 troops in 12 trans- At war’s end, Fred was sent to Borneo where he them simulating a gun firing and that used to scare ports and escorted by 8 destroyers. Fifty Japanese became involved in repatriating our POWs from Sin- them off. Zeros provided air cover during the daylight hours. gapore. He arranged transport for the POWs to go Fred and his pilot Moss Morgan, crewed the The RAAF had a total of 90 aeroplanes to defend from Singapore to Kuching where the POWS were Beaufighter through two tours in New Guinea. They the mainland against this convoy and Group Cap- cleaned up, fed and clothed before being shipped established a long-lasting relationship and had ab- tain Bill Garing devised a strategy to hit the convoy back to Australia. solute trust in each other’s ability when out on jobs. with everything they had. 12 Beaufighters and many Fred has been the President of 30 Squadron They would start off with a ‘nervous pea’ on the tail B25s would strafe and bomb at low level with Libera- Beaufighter Association for decades and is still ac- wheel to settle their nerves and then when taxiing tors and B29s bombing the convoy from a high alti- tively involved with the RAAF doing speaking tours out to the runway they would check their intercom tude. Friendly aircraft were in danger of being struck about his experiences. His current exercise is by with a ritual greeting. Fred would say “speak to me by one of the bombs from the B29s. Fred tells the invitation to travel to RAAF East Sale to speak at coloured brother” Moss would return with “I hear ya story of a strafing run they were doing when they the Defence Officer Cadet School on his version of talking chocolate lips” looked out to the side and saw a 250lb ‘skipping’ Air Power. When asked about the possibility of having to bomb dropped from a B25, bouncing alongside of When asked does he have any regrets about his bail out of the aircraft Fred said that it was never them and heading for one of the ships. life with the Beaufighter he said he has and states:- really considered as, unlike the pilot who wore his During the Battle of the Bismarck, they sank all parachute on the flight, the navigator had to hang “The role this magnificent aeroplane played the transports and 4 of the destroyers. One Beau- in WW2 in the South West Pacific has not been his chute up behind him as there was no room for fighter was brought down, crash landing at Pop- him to wear it in the navigator’s station behind the understood nor adequately recognized as well ondetta. This result put the Japanese on the back as its part in the defence of Australia in particu- cockpit. By the time you got harnessed up and out foot with only 3,500 troops landing on the mainland. through the cupola it would all be over. lar, the lack of a static restored Beau in the Aus- The Battle of the Bismarck was a turning point in the tralian War Memorial Collection.” Battle of the Bismarck Sea: war, and from that day onwards the Japanese were Also, that HARS does not have a Beau. Fred acknowledges that this period was the never able to gain an advantage. most significant part of his career. Out of the74 After Fred’s second tour in New Guinea he went Sadly, Fred Cassidy passed away on Ops flown, the ops flown during the battle for the back to Australia and did some flying with the CO. Tuesday 5 September as this edition of Bismarck Sea were the most dangerous that he of a Mosquito Squadron in Kingaroy QLD and then Phoenix was being finalised. had participated in. to 93 Squadron which had Beaufighters and were

Historical Aircraft Restoration Society | Issue 2 September 2017 17 Story and photos by Qantas Operations in Avalon (Circa 1960s) Warren Goodhew

Administration centre, flight operations office, and control and flight crew briefing rooms were all housed in a Nissan hut With the impending arrival of the Boeing 707 aircraft in 1959, a time when aircraft simulators were not accepted as a method of training pi- lots and flight engineers, Qantas was faced with a requirement to es- tablish a base where the 707 could operate safely in the training phase. A few airfields were investigated and the one finally chosen was the Avalon airfield situated between Melbourne and Geelong in Victoria. At that time, it was the home of the Government Aircraft Factory (GAF), the manufacturer of various types of aircraft. Initially ground support crews were positioned at Avalon for short periods from Sydney. However a permanent base was established later with ground Douglas Tug Master for towing the aircraft support crews living in Geelong for up to two years at a time. A transportable observation shed was positioned approximately half way This is where I fit into this story. After returning from Jakarta (then spelt along the runway to enable two ground crew members to observe each four Djakarta) in early 1962 and getting married, I was posted to Essendon airport hour session of touch and go landings. With the aid of binoculars, these engi- for a two month basing, arriving there with my wife, around fifty quid in the bank neers were responsible for reporting to flight operations any debris which might and a Hillman Minx. The next move was to the Qantas Avalon training base, by separate from the aircraft in the course of these training flights. then established for two years. Geelong was a great place to live (maybe a little Typically ground crews would rotate between morning and afternoon shifts cool in winter) but you quickly got used to it. on a weekly basis. If the training aircraft required rectification during its week The airfield in those days consisted of a 10,000 foot north/south runway at Avalon, the onsite crew was responsible for addressing the problem and with only a parking area at the northern end (now apron parking for Jetstar) and gained satisfaction in knowing whether the rectification was successful. Mostly a taxiway leading to the GAF hangers. Today it consists of the same runway the aircraft would however require little, if any, rectification. with a full -length taxiway and large parking area on the eastern side of the One particular maintenance operation, peculiar to Avalon and the type of runway, used for air-show parking. flying involved would frequently arise when the prevailing winds coming from Boeing 707 flight training was concentrated; 12 hour training days compris- the west to require cross-wind for operations on the north/south-aligned run- ing three four hour sessions each day, five days per week nearly all year round. way. This would often lead to all the wheels of the main landing gear having to On the day of arrival of the aircraft from Sydney (typically on Monday morning) be replaced due to the treads being worn off. These wheels would have new only two sessions were flown. On all other the days, the first training session tyres fitted for the following week’s flying schedule. The frequency of this oc- would commence at 0630, the third session of the day would finish around currence required a full complement of wheels to be maintained at all times. 2030. On Friday, all the crews piled onboard and positioned with the aircraft Towards the end of my two-year basing at Avalon, I heard that with the back to the Sydney base. Week after week it all happened again with the same expansion program Qantas had in mind, many more Flight Engineers would be intensity. required. This I thought would be a good move and so it proved to be. Having That flight training schedule required two ground support crews to be on been accepted into flight operations in 1964, I departed the Avalon training duty for the full week with one commencing very early each morning to prepare base for retraining in Sydney as a Flight Engineer. I later returned to Avalon as the aircraft for the first training session at 0630. The afternoon shift would re- a member of an operating crew executing in touch and go landings rather than main on duty until the end of each day’s flying to, among other things, prepare as an observer as was the case in 1962. This was followed many years later the aircraft for the next morning’s early departure and address to any outstand- crewing 747 crew-training flights – still in four hour sessions. ing technical entries. These days training has advanced to the extent that realistic aircraft feel and The administration centre, flight operations office, and control and flight response required to achieve endorsement is replicated by the flight simulator. crew briefing rooms were all housed in a Nissan hut. Some engineering facili- This, combined with the cost of fuel and aircraft operations, has seen the end ties and a workshop were also accommodated in this hut. The control centre of ‘live’ training in aircraft. That led to the end of Avalon as a training facility. for the daily aircraft servicing operations was housed in a ‘well past it’s prime’

passenger bus painted of course in red and white. The 90 KVA power unit, a Douglas Tug Master for towing the aircraft and engine air start carts were kept and serviced in the control centre. The Jetstar passenger terminal is now occupies that site.

Transportable observation shed

Two ground crew members observed each four hour session of touch and go landings

18 Historical Aircraft Restoration Society | Issue 2 September 2017 Story by TWIN SPOOL ENGINES FOR THE B707 Brian Van de Water

Twin spool JT3C Engine - Duel Compressor Visible

The jet airliner era was launched when the Mk.1 de Havilland Comet flew - which first saw service in military aircraft, and which P&W developed into the the first jet passenger service on 2 May 1952. The Mk.1 Comet was a first JT3C for the civil market. At 13,000 pounds thrust, the JT3C was the right size generation airliner with only a few degrees of wing sweepback, powered for the 707 and its military version – the KC135. The first seven Boeing 707s by early technology Rolls Royce engines “buried” in the wings and was, delivered to Qantas came with JT3C engines, and the superb Qantas engine by the standards of later jet airliners, slow with limited range because overhaul shop and test cell geared up for this engine. of high fuel consumption. A vital part of jet engines is the compressor In operating the JT3C, piston engine terminology, such as manifold pres- which raises air pressure before entering the burner, and early jets em- sure, went out the window and a new language appeared: N1, N2, EPR ployed “centrifugal” compressors which have low efficiency. and EGT: The second generation began with the 707, the design based on Boeing’s • N1 - rotating speed of LPC expressed as percentage of a nominal RPM; accumulated experience with the revolutionary USAF B47 six engine jet bomber • N2 - rotating speed of HPC, again expressed as a percentage; which first flew in 1947 and was the USAF main weapon until the B52 arrived. • EPR – Engine Pressure Ratio - the pressure in the tailpipe divided by outside The 707 introduced three features which are still employed in today’s airliners - atmospheric pressure. EPR is proportional to thrust and is the primary refer- sharply swept back wings, engines suspended below the wings in pods*, and ence for flight crew in setting thrusts for varying conditions; and “twin spool” jet engines. • EGT- Exhaust Gas Temperature at exit from turbine. An unexpected rise in By the late 1940s all advanced jet engines replaced centrifugal compressors EGT can mean an internal engine problem and has strict limits. with more efficient “axial flow” compressors which comprise a series of discs with numbers of small blades fixed around the circumference, each one called Second in the twin spool race was Roll Royce with the little known Conway. a” stage”. A good example of an axial compressor can be seen in the cutaway BOAC 707s were manufactured with Conway engines, but BOAC was the only Westinghouse J34 engine in the HARS engine gallery. One very effective meth- major operator to use this type. General Electric, although the prime supplier od for increasing engine efficiency and reducing fuel consumption is to increase of U.S. military engines until the mid-1950s, had no engine to compete with the outlet pressure of the compressor. The quest for increases in the “pressure the J57 and was excluded from the civil market until the 747 era. The first J57 ratio” has been constant throughout jet engine history, and continues today. ran in May 1952 and was, by far, the most advanced engine at that time. The Early Whittle engines with centrifugal compressors had a pressure ratio of about KC135/707 prototype, the famous 367-80, first flew in July 1954 with the J57, 5, whereas today’s advanced engines have an extraordinary ratio of about 30. and the first 707 airline services powered by the JT3C started in 1959. Increasing the number of compressor stages by adding rotor discs will in- But that was only the beginning of the story. Pratt & Whitney then led the crease pressure ratio, but above ratios of about 10, a major design problem way into the fan engine era by creating a major modification to the JT3C to develops. Under certain conditions the front stages of the compressor pump convert it into the JT3D fan engine, which was available by 1961 and which will more air than the last stages will accept – and a “compressor stall” occurs. A be seen on the 707-138 coming to HARS. The introduction and development compressor stall is a frightening event, as airflow actually reverses for a split sec- of the fan engine will be covered in a later Phoenix article, which will also explain ond with a VERY loud bang, and a sheet of flame shoots forward from the inlet, the rationale for the Rolls Royce decision to go one further and develop a triple but causes no damage to the engine. On rare occasions in airline operation, spool engine! compressor damage caused by foreign objects or component failure produces a stall, understandably causing alarm among passengers with reports of an explosion and fire. One way to avoid the condition in normal operation is to install “bleed valves” mid way in the compressor to bleed off excess air before it reaches the last stages. However this is only employed in some transient conditions, as it would obviously reduce engine efficiency in cruise. Pressure ratios above 10 became possible with a radical redesign to split the compressor into two sections. The picture above shows a cutaway of the twin spool Pratt & Whitney JT3C engine described below, and the two sections can be seen. In this arrangement, each of the two sections is driven by its own turbine and is free to run at its own RPM. The front compressor is called the Low Pressure Compressor (LPC) and the second is the High Pressure Compressor (HPC). The HPC operates at a higher RPM than the LPC and has the capacity to absorb LPC output in all except some extreme conditions when a bleed valve is still necessary. Single spool Axial Compressor with 16 stages The two separate compressors increase efficiency, but at the expense of *Early concepts of the B47 in 1946 had the engines buried in the wings complexity, as two drive shafts are involved, the long LPC shaft is situated in- like the Comet, but these were rejected by the USAF because of concerns side a hollow HPC drive shaft. For starting, a starter motor on a gearbox on the over shrapnel damage from the catastrophic engine failures which sometimes bottom of the engine rotates the HPC via a vertical drive shaft, but the LPC has occurred on early jet engines. To minimise airframe damage in such an event, no mechanical drive and rotation is started by airflow generated by the HPC. Boeing developed the suspended pods which isolate the engines from the air- The three major engine manufacturers (RR, GE and P&W) were all heading frame, and also reduce wing stresses when the downward inertia load of en- this way by the 1950s, but Pratt & Whitney won the race and would dominate gines spread out along the wing offset some of the wing stresses produced by the civil engine market for 20 years. Engine development has been the driver upward lift. Recently, QF32 demonstrated the advantage of podded engines, of aircraft development from its beginnings. The 707 was only made possible as shrapnel from such a catastrophic failure in a buried engine would probably because of the availability of the pioneering P&W twin spool engine - the J57 result in loss of the aircraft.

Historical Aircraft Restoration Society | Issue 2 September 2017 19 Story and Drawing THE REMARKABLE REPUBLIC RAINBOW Gary Squire 280317

First XR-12 prototype showing the clean nose with secondary flight deck windows, sleek engine nacelle and spinner installations, wing leading-edge ram air between the engines and the massive four-blade Curtiss-Electric 4.97 metre diameter propellers, 0.3 metres greater than the Super Constellation (Cradle of Aviation Museum)

tween engines and with a small section between outer engine and aileron. THE AIRLINER THAT NEVER WAS They deployed to sixty-five degrees. As the western allies of the early 1940s began to consider a whole new The four Pratt and Whitney R-4360-31 radial engines were housed in long, era of post-war long-distance air travel, made conceivable through war- slender cigar-shaped nacelles echoing the fuselage shape, with sliding cowls to time leaps in technology, governments, committees and manufacturers replace drag-creating cowl flaps. At the front of the cowls, directly behind the began jockeying for influence. propeller hub and pointed spinner was fitted a two-stage impeller fan to provide In prime position were the Americans, with credible offerings under develop- the airflow required to cool the engines. During flight with the sliding cowl ring ment by several makers; Boeing’s 377 Stratocruiser, developed via the C-97 closed, the air required for cooling was ducted through the nacelle to the rear from the B-29, the Douglas DC-6 which spawned from the C-54/DC-4 and exhaust providing a net thrust gain, as opposed to the usual cooling drag pen- Lockheed’s Constellation which had been developed for Howard Hughes’ alty experienced with cowl flaps. TWA, just in time to be pressed into military transport service. Flag carriers Instead of separate air inlets for engine intakes, oil coolers and intercool- Pan American and B.O.A.C., among others, selected the Stratocruiser for their ers, the XF-12 was fitted with one long, thin intake at the front of each wing prestigious trans-Atlantic services, but they and others all took up the DC-6, the between the engines, serving all requirements. In addition to reducing the drag Constellation and their successors. Boeing, Douglas and Lockheed thrived to created by separate intakes, the location of the intake at a high-pressure area continue airliner development into the jet age. at the front of the wing provided a ‘ram-air’ effect for more efficient cooling But there was a fourth American hopeful that briefly, if unsuccessfully, sug- and increased power at high speed. These intakes, thoroughly wind tunnel gested an offering which attracted interest from B.O.A.C. and even orders from designed, comprised twenty-five percent of the span of the wing leading edge. both Pan Am and American Airlines. That company was Republic; and if not The cooling air was finally discharged at the rear of the engine nacelle, providing for the end of World War 2, their innovative design may well have been the last additional thrust. Engine exhaust, too, was ducted to the rear of the nacelle, great development of the large piston engine airliner prior to the jet era. providing up to 250 hp additional thrust. Like most of the other aircraft, Republic’s airliner had its genesis as a mili- The enormous single tail with cruciform tailplane above the rear fuselage tary design. In 1943, the USAAC issued a requirement for a fast, long-range, cone and small ventral fin beneath appears somewhat out of character with the high-altitude photo-reconnaissance aircraft for missions against Japan from aerodynamic purity of the overall design. distant allied bases in the Pacific. Lockheed, Hughes and Republic responded. With the separation of the USAAC from the army as the USAF, aircraft des- A Lockheed proposal based on its XP-58 ‘Chain Lightning’ – a P-38 on ster- ignations were changed. Fighter aircraft, previously designated ‘P’ for ‘Pursuit’ oids – was shelved due to the troubles being experienced by this heavy fighter changed to ‘F’ for ‘Fighter’. ‘F’ for ‘Foto’ changed to ‘R’ for ‘Reconnaissance’ project. The Hughes answer was a large, twin-engine aircraft, also configured for recce aircraft. So the XF-12 became the XR-12. Two were built for evalua- like a muscular P-38, the XF-11. Republic’s design, the XF-12 Rainbow, was a four-engine aircraft of conventional design, similar in size to a large four-engine tion. First flight was February 1946. airliner of the day. The careful design work paid off as test flying met all expectations. In May From the outset, Republic’s primary consideration throughout the design 1946 the Rainbow set a new cross-country speed record by flying a distance of process of the XF-12 was low drag, drawing upon their experience in fighter 927 kilometres between New York and Wright Field at 686 kph. The previous design. The fuselage was a slender cigar shape, with a sharp nose uncom- record of 604 kph had been held by a Lockheed Constellation. promised by sculpted flight deck windows. In fact, the nose and flight deck Republic began developing a long-range airliner version of their sleek, fast window arrangement is unique and quite interesting. design, to be called the RC-2 Rainbow (Republic Commercial). With slightly The large, egg-shaped Plexiglas nose windows did not enclose a pressur- different power plants and one instead of two turbochargers each engine, the ised nose. Behind this nose was a second windscreen within a pressure bulk- aircraft was to be extended 1.9 metres in length by a straight-section plug insert head. The two halves of the forward Plexiglas windows were intended to retract forward of the wing. The flight deck glazing would be simplified without com- sideways from the top for night and poor weather operations. There are no promising the pure cigar shape. Everything was set for a virtual piston-engine photos showing the windows retracted on either of the two XF-12 prototypes Concorde, able to cruise much faster than any of its existing or proposed piston and it is believed this feature was intended for production models. Although a competition. But there was a draw-back; the aircraft was to carry only forty-six number of flight deck window arrangements were featured in differing sketches passengers (including within a lounge). Like Convair’s CV-880 and CV-990 jet- of the proposed airliner, documentation suggests that the clamshell Plexiglas liners of the early sixties, the Concorde from the seventies and Boeing’s Sonic arrangement was preferred. Unlike the military model, the nose was solid below Cruiser concept of 2001-2002, perhaps Republic was going for smaller but the elevation centre line. With this nose, the Rainbow rather pre-empted the faster and more prestigious. Concorde, although the latter’s outer flight deck windows were designed to Advertisements for the aircraft, aimed, of course, at the airlines (but un- retract with the drooping nose for a different purpose, visibility during landing. doubtedly created to appeal to their passengers) promised, “this super-airliner The aircraft was of mid-wing configuration, with straight-tapered, square- is product of Republic Aircraft. It will accommodate 40 passengers in its cabin. tipped high aspect ratio wings. The main landing gear was fitted with large It features plane-to-shore phones, lounge room bar, and dining facilities. Speed single wheels that could retract sideways into the wing roots, instead of twin of plane makes possible 5-hour NY-to-Mexico trip.” (If you read aloud the stilted wheels retracting into drag-inducing bulges to the inner engine nacelles. English you would be forgiven for thinking it the work of a Russian spy in a B- Double-slotted Fowler flaps were fitted between fuselage and engine, be- rated movie!)

20 Historical Aircraft Restoration Society | Issue 2 September 2017 THE REMARKABLE REPUBLIC RAINBOW CONTINUED

The cutaway drawings in most ads show a luxurious mid-cabin lounge/ Had the airliner proceeded, passengers could have flown over long dis- dining area and generous two-plus-two seat compartments fore and aft. The tances at twenty-five percent greater cruising speed, at a considerably greater tapering cabin with a maximum width of 2.97 metres actually made for a cosy height and over longer ranges than aboard any of its rivals, shaving at least if not tight cabin compared to other airliners of the era; comparison with Con- three hours off a transatlantic flight. It was not until the De Havilland Comet, corde continues to be inevitable. Like most airliner representations of the time, Boeing 707 and Douglas DC-8 came into service that such performances were the depictions of the cabin interior appear twice as roomy! achieved in passenger aircraft. A somewhat unusual feature explains the mid-cabin location of the lounge/ The XR-12 remains the fastest ever four-engined piston aircraft. Indeed, dining area. Owing to the mid-fuselage wing root position (wholly above cabin its speed was right up there with the fastest ever piston aircraft, the P-51, the floor level), a normal wing box structure was replaced with full-fuselage-diam- Bearcat and the Sea Fury. What a great pity its military and civil potential was eter forged carry-through bulkheads to both front and rear spars, forming the never realised. bulkheads to the lounge. Rounded cut-outs 2.03 metres high by 0.76 metres Epilogue – The Need for Speed wide allowed passengers to move freely through the cabin. This same feature was later employed for the attachment of the centre engine through the fin of Perhaps one should not over-exaggerate the advantages of speed in airliner the Douglas DC-10. performance ratings. History has shown time and again that the most compel- ling attribute of a successful design is economics. A smaller, faster airliner with Lack of under-floor wing structure ensured plenty of space for luggage higher operating costs is never as successful as competitors which can offer and freight. more economical seat-mile costs. Compare the successes of the Boeing 707 Passenger entry was from the rear portside, well clear of the large propellers and Douglas DC-8 which typically cruised at about 860 kph with the smaller, and standard for the day. Crew access was via a retracting stair in the forward faster Convair CV-990’s 980 kph. Concorde’s one hundred passengers paid cabin behind the nose gear housing. (One fanciful marketing cutaway clearly twelve times the budget airfares available on the Boeing 747, for a seat not that shows a rollaway air stair in this position, suggesting passenger access through much larger. The proposed forty-seat XB-1 ‘Baby Boom’ is clearly aimed at the forward belly.) A separate ladies’ lounge with toilet was provided at the serving a very small, very exclusive niche market from the mid-2020s. rear of the cabin, while a smaller washroom with toilet for the men was at the General Specification RC-2 front, adjacent roomy carry-on luggage facilities. Coat compartments were also provided at the entrance, for both men and women passengers who always Length: 30.10 m boarded with hats, overcoats, brief cases and handbags. Wingspan: 39.37 m Republic’s marketing also focused on range and speed, offering a six-hour Height: 9.2 m non-stop flight between New York and Los Angeles (normally twelve hours in- Wing area: 152.36 m2 cluding one stopover), or nine hours between New York and London or Paris. And to add to the benefit, the cruising level was 40,000 feet, at least 10,000 Maximum take-off weight: 51,800 kg feet higher than any other airliner then offered – jetliner altitude, well above most Powerplant: 4 x Pratt and Whitney 4-row 28 cylinder weather. R-4360-59 ‘Wasp Major’ radial engines, Pan American and American originally ordered or optioned a total of thirty- 3,250 hp each (3,500 hp at take-off) eight Rainbows, planning to use them on flights where speed might be a desir- Cruising speed: 676 kph able feature. Range: 6,679 km With the end of World War 2 the requirement for a long distance reconnais- Service Ceiling: 40,000 ft (13,716 m) sance aircraft was less urgent and the USAF’s requirements were met (albeit much less effectively in the Cold War) by converted B-29s and B-50s, until the Comparisons With Contemporary Airliners jet era. Thus the XR-12 was cancelled with only the two prototypes built and Cruising Range Cabin flown. With the demise of any military orders, the airliner project was doomed. Aircraft Pax Speed - km Service Ceiling - ft - km width - m The airlines purchased the products of Boeing, Douglas and Lockheed and aviation history lost an impressive design. Of the two prototypes, the second B377 86 547 31,000 4,828 3.2 crashed in 1948. Of the seven crew members, five successfully bailed out. The first aircraft’s ignominious end came as a target on a weapons proving ground. DC-4 44 346 10,000 (unpressurised) 3,219 3.0 DC-6 56 528 24,000 3,541 3.0

L-749A 57 483 21,000 4,828 3.3 (at widest pt)

RC-2 40 676 40,000 6,679 3.0 (at widest pt)

One of many prospective cabin plans. Note the thick bulkheads to the mid-cabin lounge area, concealing the wing spar carry-through structures (Gary Squire)

Historical Aircraft Restoration Society | Issue 2 September 2017 21 The Claytons Aircraft Restoration By Barry Ridding

Recently my wife and I stayed at a caravan park called Possum Park, about 20 kilometres north of Miles in Queensland. This park is interesting for two reasons; firstly, during the war it was a top-secret RAAF base, then called 3CR RAAF Kowguran. It was the largest bomb and ammuni- tion dump on the Brisbane Line, our last line of defence in the event of a much-feared Japanese invasion. This depot then held up to two- thousand, five-hundred tons of high explosive bombs and ammunition, all hidden in twenty well protected underground bunkers. Some of these bunkers have been renovated and fitted-out as cabins for guests, as well as the home of the of the Park owners.

Vickers Viscount 756C, VH-TVL, George Evans in its flying days. fin, and the tailplanes were removed for ease of storage. However, by the time Possum Park purchased it, these had been lost! The overall condition of the airframe at this time was extremely poor. All interior fittings, except some of the cockpit, had been removed, all the windows were either broken or missing, and the exterior paint was either faded or flaking. The owners of Possum Park will welcome any donation of Viscount cockpit controls, instrumentation, seats, etc. Before starting the restoration, a large concrete plinth was constructed and the fuselage mounted on forward and aft cradles. All of the missing parts: wings, engine nacelles, fin, tailplanes, etc. were then fabricated using 25mm square Soldiers unloading bombs into the bunkers at 3CR RAAF steel tube, and covered with aluminium sheet and pop-riveted to the tube. Kowguran. Note the bunker air-vents behind.

The new structure of the wings, fin, tailplanes, engines, was constructed of 25mm square welded steel tube. A typical bunker entrance today. Note the bunker air-vents behind. On completion of the restoration, the aircraft was painted in its original TAA Secondly, it is the site of the restoration of a Vickers Viscount aircraft origi- colour scheme including the name, George Evans. This alone cost $24,000! nally operated by TAA. I say restoration not restoration, as the aircraft is not really being restored, in the true sense of the word. The next problem was how to insure it, after all, a lot of money had been spent in the restoration. It could not be insured as an aircraft as it could not fly. It The aircraft is a Vickers Viscount type 756C. It was built at the Vickers-Arm- could not be insured as accommodation as it did not comply with building regu- strong factory at Brooklands near Weybridge in Surrey, England, and first flown lations. The solution was simple and inspired. It was decided to use an ex-WW2 in February 1957. The aircraft was purchased by TAA, registered as VH-TVL in hanger that the park owners had purchased some 20 years previously. They March 1957, and named George Evans. At retirement in 1969, the aircraft had sandblasted it, repainted it, and replaced the entire roof with new corrugated flown 30,275 hours with 21,474 cycles. iron. This covered the entire aircraft. It was then insured as the contents of a When the owners of the Park purchased it in 2013, it had been sold and shed! This is a very common practice in the farming community. An additional re-sold several times. Each purchaser had moved the airframe (minus engines, benefit of the shed is that in this area of low rainfall, it is estimated that in an aver- which had been removed and sold shortly after being cancelled from the Aus- age storm, it will collect about 50,000 litres of rain per hour. This will be collected tralian Aircraft Register in 1971) from one location to another at each sale. At the in two large above ground tanks that have been installed adjacent to the shed. second re-sale, the wings (between the fuselage and the inboard engines), the

The forward section of the aircraft. The propellers are plywood and Vickers Viscount 756C, VH-TVL, George Evans in its flying days. of smaller diameter than the real things

22 Historical Aircraft Restoration Society | Issue 2 September 2017 The Claytons Aircraft Restoration CONTINUED

In the forward section of the aircraft, the propellers are plywood and of smaller diameter than the real things. As the original windows were effectively useless, these have been replaced with UV resistant Perspex that has been rolled to the correct radius to fit into the window recesses. However with this done, and before the external air condi- tioning system was installed, and the shed erected, working inside the fuselage during the summer was unbearably hot, and consequently abandoned! Although the layout of the interior of much of the aircraft has, at this time, not been finalised, a few decisions have been made. The most dramatic is the location of the shower. A doorway has been cut in the pressure bulkhead and the bathroom/shower will be located in the tail. It had initially been suspected that this may weaken the fuselage, however since the airframe will no longer fly, an aeronautical engineer has given it the go-ahead. The owners of Possum Park estimate that the completed aircraft will be ready to accept paying guests late in 2018. Along with the underground bun- kers, the Park also has several renovated railway carriages, and traditional cab- ins, in which guests can stay. Being a caravan park, there are also powered and unpowered caravan sites available. Most sites are drive through. In the interest of privacy for Park guests, the owners discourage casual sightseeing. The layout of the interior has not been fully decided, We can thoroughly recommend staying at Possum Park. The owners but the floor is down and staff are extremely helpful and happily give advice about touring the surrounding district. There is also a walk around the park where you can inspect the bomb bunkers. Notes: • Photographs 1 & 3 are taken from the net. • Photographs 4 & 5 were taken by the park owners. With many thanks. • The remaining photographs were taken by the author.

The aircraft is supported by cradles under the forward and aft of the fuselage. The wheels are purely cosmetic, the nose wheels are from a Honda Civic, and the main wheels are Ford Falcon The view from the rear showing the rear fuselage support cradle. Aeronautical Velocity Challenge

asked to provide judges and Doug Philpott and Andrew Stow represented HARS Supports the Aeronautical to judge the Junior and Senior Power Anchor Plane sections of the day. Next year it is hoped to extend the competition to other States and finally Velocity Challenge Again make this a National event. The extended competition may also include a category for drones. Story and Photos: Doug Philpott The latest NSW State Finals of the Aeronautical Velocity Challenge were held recently on Friday the 9th June. This event is part of the schools STEM initiative aimed to increase awareness and participation in the fields of, Science, Technology, Engineering and Mathematics. The Uni- versity of Wollongong are one of the sponsors and the day was held on the Wollongong Campus at the Faculty of Engineering and Information Sciences. HARS is also a sponsor of this event and provided a prize for the Best Aesthetics category for the Senior High School bottle rockets competition. About 60 Regional finalist teams from Primary and Secondary schools around the State travelled to the University of Wollongong to participate. Representatives came from Sydney Schools from Haberfield to Toongabbie and Richmond in Western Sydney and country NSW from Wagga Wagga to Pambula and the Tweed District on the Queensland Border. Participants competed in Bottle Rocket and Power Anchor Plane sec- tions. The bottle rockets focussed on achieving the greatest distance of flight whilst the round-the-pole flying targeted height and speed, and fin- ished off with dogfights between the teams various planes. The competi- tion was good-humoured but fierce and the students learned much about Above, Doug and Andrew presenting the HARS prize to design, materials, construction techniques, aerodynamics, power to weight Bulli High School for the Bottle Rockets Best Aesthetics, ratios, and many other aspects of basic flight. HARS, as in the past, were Senior High School

Historical Aircraft Restoration Society | Issue 2 September 2017 23 Story by The Soul of a Cat Cyril Grabs

PBY Catalina On Patrol. Photo: Courtesy of Qantas When the war came, I did my aircrew training from the mess to keep us going. Jack, Doug and immediately to Ops. Repeat! Urgent call for all and in due course found myself attached to No. Geoff usually got our meals ready. We could order duty crew. Report Ops immediately!” The runner 43 Catalina Squadron based at Darwin. A24-45 anything we liked from the menu so long as we had delivered his message. was our pride and joy. We thought of her as the took what we were given. “You ruddy beaut!” yelled Geoff. “Come on best aircraft in the squadron. We had flown together on many ops out of you mob of bludgers! Up off your daisies or the It was our turn as duty stand-by crew. That Cairns and Karumba to the Jap-held islands of Skipper’ll be on you like a packet of crackers!” meant we were on five minutes call so no one New Britain, New Ireland, Liang and Ambon. I had We made a beeline for headquarters. “Most wandered far from the hut. The boys were spend- pressed the bomb release button to send the eight likely just another false alarm. Some stupid so- ing their time reading, catching up with the mail or 500 pounders hurtling as a stick to the target of and-so had probably seen a bit of driftwood and playing cards. Kavieng. We had seen fires started as the boys panicked thinking it was a sub or periscope,” we tossed the incendiaries out of the open blisters. Jack and Doug our two engineers checked thought. So often it was like that – a red alert all for From Dawn till dusk we had stooged over the con- over the two Pratt and Whitneys to make sure they nothing. A take-off, long sea search, then home voys crossing the Coral Sea. were in top order. Hugh and Buck had tested the with nothing more exciting than hours over the radio equipment. Lockie, Geoff and Doc were sat- We had been out for more than three hours Arafura Sea or Indian Ocean. and the port motor had gone “sick” so that the isfied the .5s in the blisters were OK with sufficient Skipper checked us over. “Where’s Doc?” he prop had to be feathered and the mines jettisoned ammo aboard. Skipper Lyn and second dickey asked but before he had time to threaten or curse, safely. Old A24-45 had brought us home. She Ben knew the old girl wouldn’t let them down. Doc strolled in unconcerned. He was new to the was a good aircraft. We hope we were a good I had checked out the aircraft compasses and crew. He’d learn. crew. made up new correction cards. The Yank Norden There was a large map of the South-East Asia From 18 to 23 June 1944 we had flown nearly checked that the bombsight that would enable me sector on the wall. The O.C. Ops had his long 60 hours on two missions to Borneo to drop mines to take over the aircraft if necessary on the final pointer ready. “Well chaps,” he said, “it’s on. in Balikpapan harbor. These long trips tested the bombing run was right. From the maps room I had We’ve got a reliable recce report that there’s an stamina of aircraft and crew. collected all that I might need on any operation out enemy merchant ship holed up here in Bima Bay of Darwin. A few more days and we’d be off stand-by and on Soembawa. His pointer indicated a little island Parachutes were aboard and stowed accord- due for a break. As usual the boys were just killing off the southern tip of Java. “By all accounts she’s ing to plan. As we could be in the air for up to 24 time. And then it came. It was on again! undefended. We reckon you can get her,” he add- hours straight, sufficient rations had to be ordered “Urgent call for all duty crew! Duty crew report ed as he looked up.

24 Historical Aircraft Restoration Society | Issue 2 September 2017 The Soul of a Cat CONTINUED

We looked at each other. Just another night we would fly once we were on our way. Hugh and skipper eased the stick back. At last she was free bombing job for sure from six to eight thousand. Buck made final adjustments to their W. T. gear of the swirling clutching fingers of spray that were “Yes,” he went on. “she’d be a sitting duck tied and adjusted the intercom. reluctant to let her go. She was airborne skim- up at the wharf for a couple of torps.” “Torps!” The blister covers were lowered and locked. ming the surface of Darwin Harbour and rippling a He must be mad. “Not bloody torps!” “You can From my window I could see the sinister looking turbulent wake astern. sneek in low level, let the fish go and be gone be- 2,150 lb. monster slung below the wing. “I hope I wiped the sweat from my brow. fore he knows what hit him.” they’re got these things fixed on properly,” I said to In my log I made four entries. “Airborne 1405; It was just as easy as that! Didn’t he know that Hugh who was just across the catwalk from me. Course 285 deg; Airspeed 110K; Windspeed and Cats that had gone out with torps hadn’t lived to “It wouldn’t be very nice would it if they came un- direction 15K/175 deg.” fight another day. There were the sitting ducks as stuck on take off,” he laughed. We were on our way. they lumbered low, slow and big. The intercom was on. We were all at our al- Steadily she climbed into the sky she loved. But Ops wasn’t finished yet. “you can sneak lotted take of post with earphones on listening in. The throttles eased back. The strain on her mighty in from here at 130 feet. His radar will never pick Skipper to engineer. Stand by to start No. 1.” construction eased and her lifeblood coursed you up down there. This is your datum point.” He “Roger Skipper. Standing by on No. 1!” Jack smoothly through her veins. Her pulsating heart- indicated the tip of the headland. “Now straight answered. throb made sweet music to our ears. We knew in across the bay at 110 knots. Drop the fish at she wouldn’t let us down. Not A24-45. 1,000 feet and then pull out fast so the blast won’t The auxiliary whined out its power to the port get you. Navy has worked out the details. One of motor. The prop turned over with grudging reluc- The mid afternoon sun was high. From 1,000 them’s going along for the ride.” tance before it stuttered to uncertain life. Then it feet, the waters of the Timor Sea looked enticing died with a great splurge of oily smoke from be- with tiny white caps sparkling the great expanse “Well,” I thought, “isn’t that nice. All worked out neath the engine cowling. The auxiliary whined below. Each one of us went about our duties as a to the last detail. Pull out fast so the blast won’t again. well-disciplined crew knew how. Skipper handed get you. That was real considerate of them and over to Ben and retired to his bunk for a cat-nap reassuring. So long as Navy came with us to see The reiple blade began to turn once more, ever before episode two began. what it looked like from up there it wouldn’t be so so slowly as if the effort was too much. Then with bad. Then came the detailed briefing. a second mighty cough and belch, it came to life I remembered the warning from ops to check with a full-throated roar. The whine of the auxiliary the aircraft compasses with the astro. Ben held The met man gave the latest gen on the weath- died away. As the throttle was eased back, No. 1 her steady on the courses I gave him. All was er. No real trouble there. Hugh and Buck got the settled into that reassuring throb that we all knew OK. The torps had not affected the magnetic field good dope on the frequencies and emergency so well. about us. codes but were warned that it was a strict radio silence job. Secret code books were put in charge “Stand by to start No. 2.” Into the late afternoon we purred. Skipper was of the Skipper. A new map of the route with the “Roger Skipper. Standing by.” now refreshed and came back to take over. We were getting within range of enemy recce so we proposed track clearly marked was handed to me. The starboard came to life. The Skipper played dropped to 100 feet. Down there we would be dif- As the big torps slung under the wings could effect the throttles until there was the sweet harmony of ficult to see from above and their radar would not the compasses, I was instructed to do an astro synchronization. check after take off. be able to pick us up in the low sea mush on their Geoff saw thumbs up. He cast off andwe radar screens. At 100 feet the white caps raced By now we were well aware of what we were were taxying down the harbor to give maximum past. The wind streaks on the water stretched in up against. The round trip of about seventeen room for take off. We would need it all today for long rippling ribbons far astern. hundred miles would take about fourteen hours. our load was great. Most of the time we would be within range of en- I crawled into the aft compartment to check the First the port then the starboard were run at full emy fighters. If we were picked up on their radar, drift. I opened the small under belly hatch. If only revs to see if everything was OK. A24-45 said she we wouldn’t have much hope. Take off time was my arm was a little longer, I felt that I could trail it in set down for 1600 hours. That would get us on was eager to be off. the racing waters just out of reach. I took a flame target before midnight and home again for break- “Skipper to crew. Ready for take off?” float from its rack and dropped it into the empti- ness below. It trailed behind, hit the water and fast. “Roger Skipper,” each replied. released its dense cloud of white smoke. I read We all new better than to give any hint of what The throttle edged forward. Slowly it began to of the drift and passed the necessary change of was on to anyone. From the armorers who got move. The water, reluctant to let her go, dragged course to the Skipper. the torps ready and slung them in position eve- at her hull. More revs were poured on as the throt- Doug and Geoff had by now prepared the ryone seemed to know that something big was tles moved forward and boost increased. We evening meal in the galley and passed on their on. As we left our hut to go down to the duty could feel the old lady lifting herself on keel ready menu. pick-up truck to be taken to the jetty, fellows from to plane across the water. She was now riding other crews watched us go. They knew what the more easily like a speedboat with its bow clear of The last pinky fingers of the setting sun were success rate of such missions was. “Good Luck,” the water. The air speed indictor picked up to 40 dimming and only the soft after glow off the port they called. We knew we’d need it. knots, to 45 to 50, but that wasn’t nearly enough. wing tip was left of the day. Venus revealed herself from behind a bank of broken cumulous and rode At last we were in the launch chugging out to She began to buck across the swells to a wide- serenely in and out the holes poked haphazardly A24-45. She was rising and falling gently on the open throttle. Sixty. Seventy. The leaps across in the now spreading cloud bank that had un per- swell as she tugged at the bow ropes that secured the crests became longer and more violent. Eighty ceptibly changed from gold to an uninviting scary her to the yellow anchor buoy. The launch eased knots. Eighty-five. Her nose refused to stay down purple-black. in to the port blister and we all clambered aboard. as she fought the skipper. Sweat trickled from his There was a last check to see that we had every- veined temples as he used every ounce of strength A24-45 winged on unperturbed into the black- thing for there could be no turning back once we to push the stick forward. Not until she reached ness of night. Her soul, too, seemed attuned to were on our way. flying speed would he dare ease her from the the adventure before her. We felt secure. Skipper and Ben went up front. Jack was in deck. But she would not stop down. No one had much to say. We were now in ene- the engineer’s “attic’ with its many switches and Her nose lifted above the horizon and we felt my territory. Skipper’s ever roving eye was alert to gauges listening on the intercom for Skipper to the last suck of water on her keel. She was barely all around him. Geoff and Doc were in the blisters give orders to start motors. Geoff was standing skimming the gentle swell but her speed was not at stand-by with the .5s. Hugh was on listening up on the bow ready to cast off as soon as he got enough to lift her clear of a wave bigger than the watch at the W. T. table. The other boys were on the “thumbs up”. I was busy in the nav compart- rest. With a sickening thud enough to tear her- lookout for Bettys or any other Jap patrol aircraft. ment laying off a course, entering the necessary self apart at every seam she slammed back to the As the first small islands came into range, Skip- information in the log and setting my table com- water. Poor 45! She was straining every nerve to per dropped lower until we seemed to no more pass so that I could keep a check on the course break clear. I watched the speed creep to 95. The than skim the waves.

Historical Aircraft Restoration Society | Issue 2 September 2017 25 The Soul of a Cat CONTINUED

“Land ahead!” we heard through From over his shoulder, I could see our quarry. Hugh had a brief message to send. “Bob’s the headphones. In a moment, the attack plan had changes. The your uncle,” they received back at base. That With a hop, skip and a jump, the old girl tossed only track in was over part of Bima itself. was all for now. They new the mission had been the rugged hilltops behind her and fell back to Straight and level. 130 feet. 115 knots. One accomplished. the safety of the waters on the other side. There press, two presses of the release buttons and the Soon the Skipper was taken back to the cab- was little chance of their radar picking us up down torps would be gone. It looked so peaceful below in. Through it all he listened to the still rhythmic there. as Bima slipped by and we made to cross the bay. purring of his beloved A24-45. It was not yet midnight on 25 June 1944. I And then all hell broke loose! The ship became The hours passed. A welcome cup of tea was passed the Skipper the final course for the last leg a blaze of light as guns of every caliber opened fire passed round and with its warmth and stimula- to Soembawa. Darwin was some 700 miles away. at their sitting ducks flying into their net. tion we had time to ponder our good fortune. Bima was ahead. We had all long since been at action stations on listening watch. The guns of Bima came to life. They had us It was still dark when the homing beacon of Darwin blinked on the radar screen, but 45 could “Skipper to crew. This is it chaps. We’re on caught in a ring of fire. Shells seemed to scream target in 15 minutes. We’re going in at 130 feet. past and burst all around. Poor A24-45 purred on, not come down yet for well-earned rest. The Keep your eyes open and come in immediately if refusing to budge a degree off course. She was Skipper was alert enough to know that a night you spot her. She should still be close in to the wounded badly in her belly. landing by Ben with a damaged aircraft may yet wharf to starboard as we run in. Any questions?” Thud, thud. Her wings were torn and new bring disaster so we stooged around waiting for The intercom remained quiet. holes appeared in her body. Still she kept on dawn. In the strengthening light we saw how our black Cat had been punished. Punctured wings “Right then. Let’s go.” straight and level. and torn rudder, but airworthy still, I left my nav table and stood on the bulkhead Closer the island loomed. Range 1,500 yards, Carefully her wounded hull was plugged and between Skipper and Ben so that I could see bet- 1,200, 1,000. I watched the frightening spectacle. first aid rendered before she was readied for land- ter what was going on. There was Soembawa “First torp gone,” the Skipper called. A45 ing. coming up under the port wing. We could see buckled slightly as the weight left her wing. no sign of life, not a glimmer except for the phos- Long bands of light now fingered across the phorescent sparkle of the waves that lapped the Bang! I saw the tracer coming straight at us. eastern sky and below were the unruffled waters shore. Smack! It smashed against the control col- of Darwin Harbour. The crash boat was stand- It seemed that A45 sensed what was going umn and the Skipper lurched forward. There was ing by. on for I could have sworn she was purring more blood. In a split second 45 dropped her nose. Ben stood well back to make the approach quietly. “Up Ben! For God’s sake pull her up!” run in. Ever so gently A24-45 lowered herself to The torps were already armed. Ben Pulled back on the stick and without com- the waters that had been so reluctant to let her We spotted the entrance to the harbor. In plaint she lifted her nose. He pressed the release go. Lightly she skimmed the gentle swell of the the blackness there was nothing to indicate there button again and the second torp was gone. Ben running tide. was life below. Surely 45 couldn’t be hunting so pulled back harder on the stick and changed rud- Again I felt rather than heard the first swift stealthily that she couldn’t be heard only 130 feet der from port to starboard as he tried to shake of swish of her body making contact with the wa- below. Not 125. Not 135. Exactly 130 to match the flack that followed our every move. A24-45 ter and then gracefully she steadied and lowered the torp setting. Air speed 115 knots precisely. responded to every command he gave. Her great The Navy chaps had worked it all out. Too low or herself like the graceful bird she was to the wel- too fast and we knew we’d be caught in the blast! black belly was left exposed to the stuff spewing come waters of home. up from down there. All eyes scanned the harbor. There was noth- Throttles cut. The whirring blades idled slow- ing. Everything was unrealistically still. We were She suffered badly but was not ready to sur- ly. She taxied serenely to her buoy. She had across. render. brought her wounded skipper and crew safely Skipper reined her around to port and headed She climbed and twisted madly until she was back home. back out of the harbor to pick up the datum point close to stalling from the sky. I felt her shudder. As I climbed wearily from the blister to the for another run in. The ship just had to be down Once more like that and it would be the end. Ben launch, I gave her a fond pat of farewell. there somewhere. We were standing well back eased the stick forward and I saw her nose dip I now knew why they say “Black Cats are ready for another run in. below the horizon. For a few seconds she picked Lucky!” “Skipper! Skipper! I’ve got her! Starboard! up speed and then she steadied at 5,000 glorious Skipper and Ben proudly wore the D.F.C.s the Two o’clock! Close into that small island! Two feet safely within God-sent encompassing cloud operation earned them. o’clock!” that hid her from the tormentors below. We were Then the Skipper’s voice cut in. “I’ve got her! now clear of the target, still climbing and heading Turning on!” for home.

26 Historical Aircraft Restoration Society | Issue 2 September 2017 VH-EAF – C47 AND AN ADVENTURE IN THE DESERT

Story and Photos: Dick Woodrow It didn’t take long for Clive and Roy to find the problem. It was quickly obvious that we were going to be there for some time, as a replacement It had started so well... engine was needed. Geoff was quick to organise a charter flight and all but six of our passengers were on the way to Kalgoorlie. Sunday, 2nd of July, with VH-EAF fuelled and ready, we met up again with My first thought was that this had to be the worst possible place for an Geoff and Claire Loudon and fourteen of their friends, most of them regu- enforced stay, but quickly found that I was completely wrong. The entire lar travellers with HARS, but a couple of new faces. Bob Small started population of Forrest was three, and that included Wally the basset hound. the adventure with a pleasant flight to Parkes, where we were met with Despite the fact that we had increased the population to eleven, Kim, the many visitors to the museum, thanks to Mike De La Hunty’s publicity that manager’s wife, produced a magnificent chicken curry for us that night. We morning. After refuelling, and full of tea and scones, I flew the next leg found later that she had been a chef at the Sheraton at Uluru. to Broken Hill for our first night stop. There are six houses in Forrest. Rob the manager and Kim (with Wally) Here was our first setback, although a minor one. We were staying at the were in one, so there was no shortage of room. Bob and I with two of our Silver Haven Motor Inn, and looking forward to a meal at the Junction Hotel, passengers had a bedroom each in one house, and our passengers were just across the road, where we had been several times in the past. But this comfortably housed in the others. The next day was spent with Clive and was closed on Sundays, so we were steered to the Demo Club, which on Roy preparing the engine for removal while Bob and I cleaned the oil off the foot seemed to be on the other side of Broken Hill. The walk there and back cowls. The Indian Pacific train was due that day but not stopping, so Rob did us good, I think. decided to make it an occasion in the manner of the days past when the Next morning Bob took us to Balcanoona, for a couple of days at the train known as the ‘Tea and Sugar’ arrived with supplies for the then consid- Arkaroola resort and wilderness sanctuary. I’m glad Bob was flying, as a erable population, who would dress for the occasion to meet the train. He gusty crosswind made for an interesting arrival, which he handled skilfully. drove across to the other side of the track with a table and chairs, and our It was a pleasure to meet up with our host Doug Spriggs again, and most six passengers settled down to wait for it with a bottle of bubbly. of the group took the wild 4WD tour, very interesting, beautiful scenery but hanging on tight was essential. On the drive back to the resort, Margaret Harrison was inspired by the scenery, and had the vehicle stop while she sang ‘Summertime’ from Porgy and Bess in her usual beautiful style. (Have a look at Arkaroola.com.au). On Wednesday, after flying over the resort, we set off for Coober Pedy, with a short stop at Leigh Creek for fuel. After landing at Coober Pedy, we found the right wing covered with oil, so while our passengers headed for the hotel, Clive Gibbons and Roy Finney set to work tightening up a couple of pushrod tubes which were the obvious suspect. That delayed us for a couple of hours, but with all the cowls buttoned up again the four crew made it to the hotel just in time for the pre-arranged tour of an opal mine. The night was spent at the underground hotel, a new experience for some of the group. Thursday was planned to be a long day with a three and a half hour flight to Forrest, then on to Kalgoorlie. This was not to be, however, as nearing the top of descent into Forrest, Clive saw a trail of oil from the engine, not Settling in for the wait visible to Bob as it was from the opposite side of the engine. There was nothing to indicate any problems to us, all the engine gauges were normal, There were a surprising amount of things of interest to do in what at and the engine was producing its normal power. After landing, Bob opened first seemed to be a completely desolate landscape. In past days, Forrest his window and it became obvious from the sound of the idling engine that was home to staff from the Bureau of Meteorology and Department of Civil some work needed to be undertaken. Taxiing to the parking spot was diffi- Aviation. The old met building was now a museum with a lot of information cult, I have never had to hold such pressure on the rudder pedals to counter about the construction of the railway and other aspects of life in Forrest. the strong wind, and turning downwind demanded that both of us stand on Bob was a mine of information and regularly would drive Bob and I to look the pedals to prevent the rudder from slamming across its full travel. at something of interest that he had discovered. For example, there are several ‘blowholes’ in the area - circular holes in the ground about 600cm. in diameter, with a blast of cold air blowing out of or into it, depending on the changes is atmospheric pressure. They must be the entrances to huge underground caves.

Kim Rob and Wally the Basset Hound The Blowhole

Historical Aircraft Restoration Society | Issue 2 September 2017 27 AN ADVENTURE IN THE DESERT CONTINUED

We weren’t the only ones to visit Forrest, as several aircraft refuelled there, including a RAAF PC9 which transited twice on its way to and from Pearce. Another day an RV7 arrived, flown by Tony Manning, a retired Qan- tas captain who had completed a course on the A330 with Bob in Toulouse and built the RV7 after retiring. He stayed overnight and took Bob for a short flight before departing for Perth. On his way home, I had a chance to have a fly in this exciting aircraft. I hate to say it, but the instrumentation was possibly better that OJA.

The engine change On Monday, day four of our stay, the Indian Pacific returned from Perth, this time making a brief stop to unload supplies for Rob and Kim. No party this time as everyone not working on EAF helped to unload the train and carry everything into Rob’s house. Later that day the Caribou at last arrived with an engine for us. After an overnight stay, it left for Kalgoorlie with our six passengers to meet up with the others. They too had enjoyed their time in Forrest and probably had a better time than the others - certainly they would have a lot to tell them. Clive and Roy had additional help now with the arrival of Paul Wellard and Leon Smith in the Caribou. There was still a lot of work required to swap Tony Manning’s RV7 components and our original plan to fly north to rejoin the tour was not go- ing to work. The four engineers had everything in place and ready to go on Friday. That night was our last meal with Rob and Kim, and we found that they had placed a stubby holder, peaked cap and a sticker at each table setting as a gift for us. Kim had excelled by producing a different meal every night for nine days, each one a masterpiece. Saturday the fifteenth arrived and it was time to go. Before fuelling, we undertook a short flight over Forrest to make sure all was well with the new engine, and we were happy to take Rob and Kim with us to thank them for their hospitality. It had been decided that we would now head home, so instead of Alice Springs and Darwin, we set off on a short two-hour flight to Ceduna, overnighting there. Next morning the winds were very favourable for us, so with full fuel we headed for Albion Park, probably the longest flight that EAF has undertaken since its arrival at HARS - five hours forty-five minutes, with the new engine performing beautifully. It was a trip which was frustrating at times, but an unforgettable experience for all the crew. Unloading the train at Forrest

Story and photos: HARS Caribou stretches her legs! Doug Haywood

Last July saw one of our Caribous venture the furthest afield it has been since it left military service in 2009. This trip went all the way across the country to Western Australia and up the northwest coast, returning via Alice Springs and Broken Hill. The setting for this trip was laid when one of our C-47 Dakotas, VH-EAF, broke down in remote Forrest, WA. Forrest is an aerodrome built in 1929 as a refuelling place for the early domestic airliners that couldn’t make it from Perth to Adelaide non-stop. Although its original purpose has been super- seded, the aerodrome is maintained to this day bridging the still remote gap for many General Aviation aircraft. Forrest is on the main rail line to Perth, but is over 100 km from the high- way and access is via a poorly maintained dirt road that heavy trucks have difficulty traversing. So getting a spare engine to the Dakota was always going to be a difficult logistic exercise. Call in the Caribou! A Herculean effort back at HARS soon had are- placement engine set up and in a cradle and loaded onto the Caribou. By late afternoon, everything was ready and the aircraft departed on its rescue mission. We only got as far as Temora the first day as we ran out of daylight. Ceduna to Forrest

28 Historical Aircraft Restoration Society | Issue 2 September 2017 HARS Caribou stretches her legs! CONTINUED

The aircraft and crew were kindly put up at very short notice by the Temora At Broome we re-fuelled (yet again…I’ve never pumped so much Avgas Aviation Museum. in my entire aviation career!) and took off for our next destination. Unfor- An early start the next morning saw us all ready to go at sunrise. We had tunately we had a mechanical issue requiring us to return to Broome and a very long way to fly and were constrained by having to arrive at Forrest be- could go no further. fore sunset. One doesn’t realise how large Australia is until it is flown around Once again, the HARS Team has excelled themselves and a repair crew at 120 kts. I’ve flown countless hours about the country at 500 kts but never was sent up to repair the aircraft. I must point out that even when these air- appreciated the distances until now! Refuelling stops were conducted at craft were in airline or military service, breakdowns were not unusual. So it is Mildura and Ceduna. Fortunately, the weather held out and we touched down at Forrest in the Nullarbor Plain, half an hour before sunset, to a warm welcome from the HARS Dakota folk and the Airport Manager and his wife. We were set up in our accommodation, which were houses left over from the 1940s when Forrest was a fully staffed aerodrome with Met Officers, their families and airport crew. A very interesting place indeed and worthy of an article in itself! The next morning the engineers soon had the engine off and proceeded with their work. We had to interrupt the operation to meet the Indian Pacific train. Although it comes through a few times a week, Monday is the only day it stops. For a whole five minutes! The manager and the HARS people all lined up at the baggage car to take off that weeks’ supplies, from toilet paper to beer. Not much has changed here since the days of the old “Tea and Sugar” Train which made supply runs in the very early days of the trans- Refuelling the Bou continental railway. We were looking forward to a leisurely trip back to Albion Park the next absolutely no reflection on the museum that any of these unfortunate events day. However, the immense effort required to get the Dakota serviceable occurred. Many of these engines, although overhauled, were manufactured meant it wouldn’t be able to continue with its original trip around Australia. in the 1940’s. One can see why jet engines took over so quickly, although We were asked if the Caribou could continue in its stead. they have none of the romance or style of a piston radial. So, we soon had the Caribou re-fuelled and readied for a morning de- I’d also like to thank the engineering volunteers at HARS for their im- parture for Kalgoorlie. The first leg was easy as we filed an IFR flight plan mense efforts over this period. They had to work under trying conditions (I Follow Railways!). The East West rail line goes straight to Kalgoorlie and a long way from home base. We are all grateful for their dedication and we landed and re-fuelled there. Soon airborne again for a very long leg up expertise. to Newman. Newman is a mining town based around one of the first and largest iron ore mines in the district. Another re-fuelling stop and then just a short hop to Ginbata or Roy Hill Mine.

IFR navigation aid That long day finished with us being put up in the miners’ accommoda- tion which is a far cry from the huts of the early days. Roy Hill Mine is a very new Iron Ore mine which has only been going for under a year. The com- pany has literally built a small town with all the facilities one could want for a The Great Australian Bight typical 1-2 week stay on the job. Meals are provided in a canteen type mess hall but to a very high standard. Normally these mines do not have any tourist traffic so it was a rare privi- lege to stay here. We were treated to a tour of the mine the next morning which was awe inspiring. We’ve all seen pictures of vast tracts of red dirt being loaded onto immense trucks for transhipment to loaders, then onto the 1.8 km train and ultimately to Port Hedland to be shipped to the world. But to stand amidst this vast undertaking was amazing. Later that day we flew on to Port Hedland for our next overnight. Again, we were housed in a mining type facility which was very comfortable. The airport staff at Port Hedland were very pleased to see us and sup- portive, to the extent that the local media came out to meet us and we explained the purpose of HARS and the sterling service of the Caribous since the early sixties. We departed for our next stop, which was Broome. We were even treat- ed to some whale watching as a number of these magnificent creatures breached as we flew over the bay. Follow the train line Doug

Historical Aircraft Restoration Society | Issue 2 September 2017 29 Over here boys

Check out my new Qantas Cap

Hard at work

Is this HARS Albion Park?

Now what will I do New name for our Caribou

30 Historical Aircraft Restoration Society | Issue 2 September 2017 CAFÉ CONNIE

Historical Aircraft Restoration Society | Issue 2 September 2017 31