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AUSTRALIAN CH.Ss AVIATION HISTORICAL SOCIETY OF AUSTRALIA PRICE $1.95 iililifsi iii: m iiliiiliiiii^il® .?j AHSA VOLUME 19, NUMBER 4 0 < eotitents AHSA ADDRESS GENERAL AIRCRAFT MONOSPAR CROYDON 72 P.O. BOX 212, FOOTSCRAY, VIC. 3011. CHRISLEA CH.3 IN AUSTRALIA........................ EDITORIAL ADDRESS 74 46 SPRING STREET, R.A.F. WELLESLEY VISIT 1938 THOMASTOWN, VIC. 3074. 80 comment With this issue we complete the publication of Volume 19 of the Journal. Now you are being asked to pay your subscriptions for Volume 20, and no doubt many members are irate about the extreme lateness of the publication schedule, and considering whether they should renew or not. You therefore deserve an explanation on the current status of the Journal. I won’t paint an optimistic picture because that is not fact, but the true situation is not as bad as many of the rumours circulating. SUBSCRIPTIONS SECRETARY Why is the Journal late? The reasons are threefold. In the first instance production fell behind the MIKE MADDEN planned schedule. The reasons for this were manyfold, not the most insignificant, being the lack of a steady flow of articles. However, the production of the Journal is the Editor’s responsibility and when it falls behind he must accept the blame. The second reason was an acute lack of funds even when we had something to print. A past administration had committed the Society to quite a large debt and the Com­ mittee decided that it would be in the Society’s best interests to get rid of this debt as soon as possible: un- EDITOR fortunately this left us with something of a cash shortage, and when Journals were available for publica­ PETER MALONE tion there was a further delay as they had to wait for funds. I should stress that the foregoing is my inter­ pretation of Committee decisions as I do not participate in this body. (My decision, not the Committee’s!) Thirdly, and this is more of a reason why the Journal will continue to be late unless the situation improves, than a reason for its current tardiness, is the lack of contributions. Allied to this, and it is a problem difficult to understand unless you have worked on the journal production, is the length of time that it takes from the receipt of the manuscript till it appears in printed form in the Journal. Ideally we would like to receive articles 9-12 months before the planned publication date. What is the current situation? At the moment Vol. 20, nos 1 and 2 are ‘camera ready’ and can go to the printers as soon as funds are available. No. 3 is almost to the same stage and No. 4 is about 50% com­ plete but really needs more material to make it a balanced issue. There is no material in hand for Vol. 21 (i.e. the 1980 year). What we need most is a sudden influx of material both manuscripts and photos. If you think you can help in any way please contact me and I will give you further guidance on how to con­ tribute. Membership is for one full calendar year and Finally I would like to place on record my thanks to all those who have helped with the Journal. My includes both Journal and AHSA News. two main crutches have been Geoff Goodall, who has almost kept the Journal going single-handedly with Annual membership fees of $12.00 (Aust­ his articles, not to mention his constructive criticism of everything the Editor does, and John Hopton who ralian currency) will be due for renewal has given freely of his photo archives (and advice). Others who have contributed articles, photos, or their during January each year. labour, are D. Anderson, K. Baff, J. Drobik, D. Eyre, D. Hart, P. Kelly, C. Lynch, N. Parnell, B. Pat- tison, M. Prime, G. Sunderland, B. Wills. To these, and all others who have helped get Vol. 19 out, INFORMATION FOR AUTHORS All my heartfelt thanks. manuscripts fo*- publication in the Journal should be typed or clearly handwritten on To those who have not yet contributed but think they may have something to offer, I wait to hear one side of each sheet only, and must be from you as soon as possible. To every member, we may be late but I do believe we are producing the goods; there are some excellent articles in Vol. 20, so how about letting us have your renewal? double spaced. Photographs should, where possible, be either one column width (2-3/8in.), VA column width (3%in.), two Peter Malone. column width {4-7/8in.) or three column width (7-3/8in.); the use of negatives is preferred. All negatives will be returned; cover photographic prints will be returned if marked "Return to , do not crop". All work on this Journal is voluntary and no payment can be made for published material. On the weekend of 2-3 December 1978 the Auster Club division of the AAAA had a fly-in at Penfield near Melbourne. Some of the prize winners are shown on the covers. Published by: Aviation Historical Society of FRONT COVER. Malcolm Long’s authentically restored Auster III touches down after its ferry flight Australia, P.O. Box 212, Footscray, Vic., from Point Cook. This aircraft received the award for the oldest aircraft present. 3011, Australia. REAR COVER. Terry Vicker’s Auster Jl, VH-ALM won the award for the most original aircraft VH- © 197? Aviation Historical Society of KBV, an Auster J5R flown by Les Skinner received the award for the best presented aircraft. Ern Australia. Canham in the Jl, VH-KEA, was rated as the oldest aviator. ISSN 0045- 1185 INSIDE FRONT COVER. Ray Perrell in VH-BHA received the award for the longest distance flow to at- Printed by Loma Printing Service o unusual award went to VH-MRD, flown by Bob Ross, for its rather strange 8-10 Vale Street, North Melbourne Chapman took the award for the youngest pilot, but from this view of his Auster III VH-BCG, It seem doubtful that it was actually flown in. Telephone: 328 4080 - 328 4874 (P.T. Malone) 71 Emergency exits were provided in the roof of the Throughout the 1930’s a number of very in­ On 12 September the aircraft was demonstrated to passenger compartment and pilot’s compartment teresting aircraft visited this country, and notable the press in Melbourne. Under normal conditions, in accordance with Air Ministry specifications. amongst these was the Monospar Croydon, a ten ten passenger seats would have been fitted but passenger airliner built by the well known British three seats had been removed to allow for the in­ Instruments in the cockpit were arranged in three company. General Aircraft. stallation of extra fuel tanks. The cabin was 14 ft 6 groups, with the Sperry group of directional gyro in long. For each passenger there was a lap strap, and artificial horizon in the centre panel. A liquid The Croydon left London in the middle of individual ventilator with adjustment, reading type pitch indicator was fitted in lieu of the rate of September 1936 in an attempt to set a record for light, ash tray, receptacle for drinking cup, and climb indicator, as favoured in American aircraft the trip from London to Melbourne but this was pilot call button. One continuous cabin window of the time.Other instruments were altimeters, car­ marred to some extent by a false start and a delay was built into each side of the aircraft and vision buretter inlet thermometers , ice warning in­ at Karachi, it finally arriving at Essendon at dusk was broken up by fuselage bracing members. dicators, electrical revolution indicators of vertical on 22 September. In charge of the aircraft was type, boost gauges, air gauges for the pneumatic Harold Wood, personal pilot to the owner. Major The interior was finished by Rumbold’s Ltd., the braking system (Dunlop), flap and undercarriage C.R. Anson; others on board being Messrs. F.F. well known British aircraft furnishing and controls and indicators etc. In addition, were fitted Crocombe, chief designer to General Aircraft Ltd; upholstery specialists. The ventilation system was the Thornton-Norris air log and electrical in­ L. Davies, flight engineer; and C.P.R. Gilroy, controlled by the pilot, warm air being ducted dicator which informed the pilot as to whether the radio operator. When the aircraft left London from a special muffle on one of the engine ex­ cabin door was securely locked. Marconi radio Lord Sempill was second pilot but due to an altera­ hausts. Lavatory accommodation was provided at equipment was fitted. In addition to the normal tion in arrangements, Lrd Sempill disembarked at the rear of the cabin, a small buffet was fitted, and aircraft transmitter and receiver which used a loop Kaarchi and the designer joined the aircraft. an air hostess could be carried if required. serial mounted below the fuselage. k. GENERAL nIRCRAF MONOSPAR ST-18 CROYDON By David C. Eyre Aircraft of 1 October, 1936 described the aircraft passage back to the cabin, without wing spars or ing the control and also for adjusting the lateral in this way: other obstructions to impede progress. The trim. fuselage is built in four sections, which are readily Fabric covering is employed throughout the wing, "'The Monospar 'Croydon' was evolved with the detachable — front section, containing pilots' fuselage and control surfaces, with the exception primary object of structural simplicity coupled cockpit; main cabin section; rear fuselage section; of a heavy metal covering of the leading edge of with low weight, together with an adequate rigidi­ rear end bay of fuselage carrying tail wheel the wing and a rubber protective strip on the ty, which is independent of the nature of the wing assembly.
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