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liiiiiiii iiliili VOLUME 22 NUMBER 2
■■■I■■lllil AVIATION HERITAGE li lii■ r II I . till ■ lllil AVpATiON^mSTORICAL SOCIETY OF AUSTRALIA iilM ■iiii
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m On this page we invite readers to ask questions for vital answers you may have been seeking for years to complete research on a particular subject. The INFORMATION answers may have eluded you but another reader may have it at home collecting dust. If you don’t ask, he doesn’t know you require it. ECHO Each issue we intend publishing the replies so that all readers benefit along with the one who Question 13. first asked the question.
From whom, when, and how did the RAAF receive its seventy odd Boston/Havoc aircraft? Question 18. M.S. Flanagan, Nightcliff, N.T. Does anyone have information on: Question 14. (a) The colour schemes of Australian Sunderlands; I would like to know the history of the aircraft (a DC-3) that I fly. (b) The colour schemes of Australian DO-24s; and For many years it operated in Papua New Guinea with TAA as VH-SBG, then with Air Nuigini as P2-SBG, before being (c) The colours and markings of RAAF World War II registered as N5 5 90A (possibly for sale in the U.S.). It was finally Ground Vehicles. placed on the Australian register as VH-BPL in about October Kevin Goss, 1982. N.S.W. L.N. Cooke, Cairns, Qld. Question 15. ADDENDUM (a) Could anyone supply a short history of the airfield at Moruya, NSW? With respect to the Tiger Moth Special Issue of the “Journal” (b) In December 1950,1 travelled from London (Heathrow) to (Volume 22 Number 1), the following error has been pointed out Karachi on an Air Ceylon C-54/DC-4. The aircraft had by one of our members. been leased from an Australian airline (I think TAA). Could you please confirm if Air Ceylon did lease aircraft Dear Sir, from an Australian airline at that time, and provide I was greatly interested in the Special issue of the Society’s further details? Journal featuring the Tiger Moth, especially the historical G.S. Clark, reference to the grand old Gipsy. A.C.T. However, the item on page 5 where reference is made to the Question 16. aircraft which originally bore the name “Tiger Moth” is in error. (a) The photograph below shows Piper PA18/135, CR-TAO, I attach a photostat of the Air Accidents Investigation in a grey/white scheme at Moorabbin, Victoria on 14th July Committee report of this event. 1974. Did this aircraft come on the register, when, where, With regards. and what is its present status? Yours sincerely, (b) When did Beech Bonanza VH-CAQ (in DOT logo) make a K.W. HUTCHINSON forced landing and where? “A” Licence No 1174 (1933) (c) When did Cessna 150 VH-RGS collide with another Cessna aircraft type on the ground? Did RGS fly again? TIGER MOTH CRASH What was the registration of the other aircraft involved in the incident? At about 5p.m. on Wednesday, September 17, 1930, Mr. David J. Vella, Smith, a class pilot, took offfrom Mascot Aerodrome in Victoria. Tiger Moth VH-UNH, for a test flight in an experimental machine. The take-off was normal, and when travelling at high speed, at a height of approximately 1000feet, the aircraft was seen to dive suddenly, then rise, and the pilot observed to fall from the machine, which subsequently dived to the ground. The pilot was killed and the machine completely wrecked. The Committee found that there was no evidence to show that the pilot was other than medically fit on the day of the accident. As the aircraft was an experimental type, built to break the light aeroplane speed record, and as it was being flown within a three- mile radius of an aerodrome, no permission or Certificate of Airworthiness was necessary, but there was no evidence to show that the aircraft and engine were other than airworthy on the day Question 17. of the accident. The pilot had not taken the precaution to affix the safety belt Does anyone have any photos of Tiger Moth G-BEWN before leaving the ground. (Ex-Al7-528, VH-WAL) before I bought it at Ballarat in 1970? I would like to know what colour scheme it had during the war, and It was the first flight made by the pilot in this aircraft, which ^s if possible, a full history. extremely sensitive to elevator control at high speeds appear that the pilot used the controls coursely, Henry Labouchere, inexperience in this type of aircraft, thus causing Norfolk, England hunt, during which he was thrown from his seat. 22 THE JOURNAL OF THE AVIATION HISTORICAL SOCIETY OF AUSTRALIA /aviation heritage J;t. 0 I r ST. 132-25 - ST. 162 VOLUME 22jJ^MBER^ - CANOPY I DATUM fuselage 45-72'‘ 25%TA1LPLANE AHSA AND EDITORIAL ADDRESS JOINT rsS7.o€i — CHORD DATUM P.O. Box 117, Ashburton, Vic. 3147 ^ ^ ~ incidence ST 279-75
EDITORIAL COMMITTEE" . - i i ill "’r David Anderson -(I.ENGINE - - ISSN 0045-1185 Dave Anderson ^^^inted by: Maxwell Printing Services, Tony Self ' Spencer Street, West Melbourne. Bob Veitch ^^Bdephone: 329 8448 or 329 8337 Joe Vella 23 IKfclll nililli ■1 !■ / iiii ■ by Tony Self The Government Aircraft Factories Jindivik is quite different. For space and weight reasons, the perhaps the most successful target drone ever pro manned version carried less fuel and consequently duced, and is Australia’s only mass produced had a flight endurance of only about 30 mins. locally designed jet aircraft. The concept of a THE UNMANNED VERSION - JINDIVIK remotely controlled jet target evolved in 1948 It was also fitted with a retractable undercarriage. A tentative order for twelve Project B Jindivik when Australian and British Government officials The aircraft was equipped to be flown manually by Mk 1 pilotless aircraft was initially placed with discussed and formulated specification E7/48 for the pilot or by push buttons through the automatic a ‘‘high speed pilotless target aircraft”. control equipment, or control could be effected GAF. Since this first order, the Jindivik has been from the ground through the radio link. The pilot re-engined and greatly modified, and has appeared PROTOTYPE - PIKA only needed to monitor the system - and perhaps as Mks 2, 2A, 2B, 3, 3A, 3B before the current 4A keep his fingers crossed. version. Close to 500 Jindiviks have taken to the Initially two piloted prototypes were designed and air since the first Mk 1 flew in August 1952, and manufactured by the Government Aircraft Factories The Pika was one of the smallest piloted jet aircraft have served in the United Kingdom, United (GAF) under the designation “Project C - Pika”. in the world with an all up weight of only 2900 lbs. States, and Sweden in addition to Australian ser These were powered by the Armstrong Siddeley Its operation not only proved the basic design of vice with the Weapons Research Establishment ASA 1 Adder Turbojet especially designed for the the pilotless version, but Jindivik crews gained and the Royal Australian Navy. target project, and the first one made its maiden valuable training - many approaches were made flight in October 1950. down to 50 ft under ground control. Another MODUS OPERANDI important cost saving finding was that the design The Jindivik target drone operates from a normal The decision to proceed with the manned variant had no need for a rudder and its operating airstrip. For take-off the aircraft is mounted on a was controversial, there were some who doubted servo mechanism, as even steep turns could be its necessity. It is generally conceded, however, performed to specification on ailerons alone. tricycle trolley with a gyro-steered nose wheel. The that value was gained from developing and proving It was, therefore, subsequently eliminated. The aircraft takes off under its own power and is the automatic control systems which probably two Pikas together made 214 flights during the fly automatically electro-mechanically released from helped to reduce subsequent losses of unmanned ing programme which ended in June 1954. The the trolley at 120 knots. As the aircraft accelerates aircraft. The two variants were designed with a total flying time was a little less than 100 hours. to 130 knots, the flaps retract and the aircraft high degree of commonality. They were struc GAF test pilot John Miles describes his many test adopts a climbing attitude. The trolley is braked to turally almost identical, the engine and main flights in Pika in his book “Testing Time”. Air a stop 3,000 feet (910 m) from its starting equipment installations being practically the same, Vice Marshal Fred W. Barnes, now retired, carried point. as were also the wings, front and rear fuselage and out the bulk of Pika testing, recording 174 flights Although Jindivik may be directed from a shepherd empennage. The main difference lay in the centre (between 31 October 1951 and 26 October 1953), fuselage and air intakes which were of necessity totalling 63 hrs 20 mins. aircraft, it is normally controlled from a ground station. The ground station team is led by a skipper who “pilots” the aircraft once it is airborne, and assisted by a navigator who tracks the flight pat tern. A pilot beside the strip has control for take-off and landing, and is assisted for landing by a bats man positioned at the end of the strip to maintain the correct heading. The remote control and its auto-pilot system is effective at ranges greater than 100 nautical miles from the ground station. Push button selection allows the auto pilot to provide aileron, elevator, : 7^'^' I and engine rpm conditions for any of the flight con ditions - fixed climb, level flight, turning, and des cending attitudes. Any intermediate attitudes or ■i engine conditions can be adjusted by “beep” con trol, allowing the Jindivik to operate any flight pat tern desired. A telemetry system transmits airspeed, ^7-^I _. altitude, rate of climb, engine and other information to the ground controller. ■ I ■ Jindivik carries a variety of special equipment to .... enable it to simulate the radio echoing properties and infra-red radiation characteristics of very large aircraft. To provide realistic weapons engagement -..Til ■ conditions, electronic counter-measure (ECM) equipment may be fitted, and the target can be made to execute intricate evasive manoeuvres. Above Left: The second manned Project C Pika aircraft, A93-2, airborne over .5^ 3 Woomera. Photo: RAAF ■ Left: The cockpit of A93-2 (C-2), which is on display at the RAAF Museum, Point Cook. The two Pikas completed a total of 214 flights. Cockpit dimensions are 3 ft_by 3 ft 6 in. ■ ■ Photi 24 Above: A very early RAAF Mk.1 Jindivik, Cameras fitted on the wings film the missile’s The next attempt was made about a week later. A92-3, fitted with an Armstrong Siddeley approach and accurately assess the miss distance This time, trolley and aircraft never veered from Adder engine. of the missile. By fitting a radio altimeter, the the centre line of the strip, and at about 130 knots Photo: GAP Jindivik can be made to simulate a very low flying the start of the unstick sequence was signalled, but aircraft at altitudes as low as fifty feet. Optional nothing happened - the combination kept going capacity of the skid oleo system to absorb. This luneberg lenses are often fitted to the Jindivik to through the end of the strip and into very rough was a puzzling situation which was subsequently boost the radar image of the small drone to simulate country beyond. In fact, the Jindivik made a short found not to be due to any fault in the aircraft or its that of a larger aircraft. unpowered flight from the trolley and belly-landed systems. There had been a cold snap at Woomera with some damage - the trolley was a write-off. and the ground control pilot was wearing heavy Because of the cost of the Jindivik itself, it is often The cause this time - technical failure of a micro gloves which effectively increased the size of his desirable for the weapon being tested to home on switch in the trolley release circuit. The third index finger. When pressing the “pitch up” button, an auxiliary towed target rather than the Jindivik attempt on 28th August resulted in a perfect take he was also pressing the adjacent button and send itself In fact, the Jindivik’s present task is to cal off and the initial flight of about 30 minutes dura ing two simultaneous signals which were cancel culate distances by which the trials missile misses tion was excellent. Control was alternated between ling one another. the very small towed targets. Sophisticated high the ground crew and a controller in a dual seat speed wide angle cameras are used to record the Meteor shepherd aircraft. missiles path past the target, and are mounted in DESIGN EVOLUTION special pods on the wings. The main type of towed When the aircraft was brought back over the air target is the “Tonic”, an active radar/infra-red field and the landing sequence initiated, it began to The first Jindivik Mk 1 to Specification E7/48 was augmented device designed to simulate a much behave erratically. On the signal “land glide” delivered to the RAAF Air Trials Unit in October, larger target such as a bomber. Two Tonics can be which lowered flaps and landing skid and reduced 1951. The Armstrong Siddeley Viper ASVl was carried under the inboard wings, and are streamed engine power, the aircraft would pitch up and stall, originally intended as the MK I’s engine, but out behind the Jindivik and recovered by a special recover and stall again. Following the repeat of this delays in production meant that the first twelve winch. Other expendable targets have been used, performance several times, it was decided to land Jindiviks were to be powered by the Adder. The including the “WRE MK4”, an infra-red aug the aircraft elsewhere to avoid possible damage to final Mk 1 was delivered in May, 1953, and the mented tow designed to present a discrimination range personnel and facilities. The resultant land last flight of the Jindivik Mk 1 was completed on problem for the missile being tested. ing in impossible circumstances was a good 6th October, 1954. Before the Jindivik Mk 1 had attempt, but the Jindivik was a write-off. The cause ever flown, the British Ministry of Supply issued a After the trials are complete the Jindivik is directed was eventually traced to be an excessive elevator new specification U22/49 for a high speed pilot back to the airstrip for a normal approach and trim setting in the automatic pilot and easily less target for use by the three British services, the landing, but with Jindivik landing on a single remedied. The success rate in the early trials was performance requirements of which were some retractable skid fitted with a pneumatic shock disappointing. The second and fourth sorties what more demanding than E7/48, and some absorber strut. When “approach” is selected by resulted in the aircraft being damaged beyond push button, the flaps and skids automatically repair during the landing phases after the take-off lower, and the aircraft is then controlled to a con and flight sequences had been most successful. In ventional approach. On touch down, the fuel sup both instances, the aircraft had not responded to ply to the engine is cut and flaps automatically the “pitch up” signal sent late in the approach and Below: Mk.2 Jindivik retracted. The target’s landing slide is uncontrolled the consequent heavy landing was beyond the Drawing: Tony Self and usually maintains a true path, normally com ing to rest 1,500 feet (460 m) after touch down. EARLY TRIALS Whilst the first Jindivik to fly (A92-5) lifted off from Woomera in Central Australia on 28th August 195 2 - there had been two earlier attempts. The first took place earlier that month. Following pre-flight checks the aircraft commenced its take off run which was initially straight, however, as speed built up, it commenced to veer across the strip and eventually at about 50 knots, finished up in rough ground with some damage to both aircraft and trolley. In the excitement of the first launch, r iHjljlb had forgotten to uncage the directional 0 Feet 10 25 GLOSS BLACK FLUORESCENT BLACK, A HIGH JINDIVIK RED. B I 40" WING EXTENSION WHEN FITTED, C y [STBD ONLY SHOWN] MATT BLACK,TOP liililii MK.5,6 OR 8 CAMERA PODS WHEN i BOTTOM FITTED. \ iliiiiii. . _ cr Mil I c;; A o m Ia '.... ii VIEW A mm mm FLUORESCENT YELLOW mi Ji M ■ tz:: Ii “■■I* i riiis undersurfaces of mainpla!«,w,ng EXTlsioNs'^^^^i'*^ iii SURFACE IS SHOWN YELLOW. AILERONS AND ELEVATORS ARE WHITE ABOVE AND BELOW. 30 DIA. ll U/C BAY INTERIOR,WHITE. 0 HIGH GLOSS FINISH OVERALL. I . . “i J.A.VELLA 12/81 26 Above: Major Component Breakdown (GAF) Below: Flight Control Console (GAF) additional operational features were required. At substantial amount of the structure was bonded ASV8, and to assist in the development programme, this time, the Viper engine design was progressing using Araldite. The wing and empennage thickness three Mk 2 aircraft were re-built with a new fibre- satisfactorily, but with mass flow and thrust chord ratios were reduced from 10% to 6%. The glass canopy with a pitot type intake replacing the increased over initial expectations for the ASV 1 effect of all changes was a reduction in all up metal submerged entry intake of the standard Mk 2. by 50%, which would affect the interchangeability weight from 2770 lb to 2630 lb, an increase in the These three aircraft, which retained their original with the Adder. It was decided therefore to redesign maximum Mach number from 0.73 to 0.85 and the ASV3 engines, were designated Mk 2A and the Jindivik around the new Viper ASV3, using the useful ceiling from about 35000 ft to more than serialled A92-87, -90 and -111 by the RAAF. same proven general layout of the Mk 1, but with 48000 ft. Flight evaluation trials were conducted between larger intakes and jetpipe to cope with the September 1958 and May 1959. In addition to the additional thmst of the new engine. The new Jindivik, The first Mk 2, A92-21, was delivered to the layout change with the new canopy, slightly droop given the Mk 2 designation, had no provision for RAAF in November 1953, and made its maiden ing flaps were incorporated to improve high rudder control, a result of the Pika tests mentioned flight at Woomera Weapons Research Establish altitude performance, and optional wing extensions earlier. An order for a number of Mk 2 prototypes ment which was then undertaking most weapons boosted the maximum operating altitude from was placed in late 1951, this being followed quickly trials for both Australia and Great Britain. A 47,000 to 52,000 feet. The first Mk 2A flew in by production orders. further sixteen were exported to the British September 1958. Ministry of Supply, and ten to the Swedish The Jindivik Mark 2 retained much the same plan Government, making a total of 144. The last Mk 2 The first Mk 2B, fitted with the new 1750 lb thrust form and general configuration as the Mark 1, but was delivered (to Britain) in 1959. ASV8, flew in October 1959, and was very similar in detail it was a new design to take advantage of in layout to the 2A, but had a re-designed rear additional thrust available from the Viper After the success of the Mk 2, it was decided to fuselage to accept the increased diameter ASV8 jet ^^^^ngine; 1640 lb as against 1050 lb for the produce a new Jindivik variant Mk 2B which was pipe. The Mk 2Bs were always flown with the Mk 5 ^^^P^^The fuselage lines were simplified and a to be fitted with a new version of the Viper, the camera pods fitted to the wing tips, and bolt on 27 Above: Newly completed Mk.2 Jindivik, A92-90, photographed in August 1958 before delivery to the RAAF. Photo:GAF Right: Early Mk.2 Jindiviks after comple tion at GAP’S Port Melbourne factory in August 1 954. Photo: GAP wing tip extensions could increase the wing area by 35%. 76 Mk 2Bs were produced for WRE and the UK Ministry of Supply. In late 1960, the first of nine Mk 3 Jindiviks was delivered to the RAAF at Woomera to assist in the When the need arose for the Jindivik to operate at low level operation the 3B can fly at 500 kts EAS development of a Mk 3A version. The Mk 3s were low level at speeds close to 500 kts HAS, the GAF at 50 feet! Small Mk 5 camera pods or the huge 12 basically Mk 2B airframes fitted with a 2,500 lb st. design team revised the 3A version to produce the feet long Mk 8 camera/fuel luneberg lens pods can ASVl 1 Viper. The Mk 3A was called for after a current Mk 3B version. The Mk 3B is vitually be fitted to the wings for miss distance calibration. new requirement arose for the Jindivik to fly at an identical to the 3A externally, but incorporates a It is believed that the 127 Mk 3Bs have been altitude of 60,000 ft. The 3A, which first flew on number of internal modifications designed to delivered to the RAN and UK. 10th November 1961, actually achieved a ceiling increase the control effectiveness at low level. The of 67,000 feet with an exceptional rate of climb of changes include more powerful servo motors for 16,000 ft/min. At this stage in Jindivik develop elevator and aileron activation, and some aero The RAN have been operating Jindiviks from the ment, Mach numbers of.86 were being achieved at dynamic changes. The engine became known as Jervis Bay Missile Range since 1967. 40,000 ft. 40 and 80 inch wing tip extensions were the Rolls Royce Viper Mk 201. Radio and available for the Mk 3A. telemetry equipment was also improved. OTHER PROJECTS The Jindivik has not always been used purely as a 147 Mk 3A Jindiviks were produced during the The resulting aircraft is an outstanding performer, target or target tug. In 1972 it was announced that 1960s, 64 of which were exported to the UK (as with a maximum limiting Mach number of .86 WRE would work in collaboration with the United Mk 103A), 42 to the US Navy (as Mk 303A), and from 6,000 to 50,000 feet and M=^ .72 at 65,000 States Air Force to produce a Bell Aerospace Air the remainder were delivered to the RAN (10 Mk feet. Its ceiling is 67,000 feet, and at altitudes up to Cushion Landing System (ACLS) for the Jindivik. 203s) and WRE (31 Mk 3A). 60,000 feet, the 3B can perform 60° bank turns. In Two prototype Jindiviks were tested at Woomera, and although they contributed to ACLS know how, the system was never incorporated in produc tion line aircraft. At one stage, the Mark 3A was also used for engine development testing due to its ability to achieve altitudes where the engine combustion system could fail under certain operating conditions. Jindivik was the only vehicle able to fly high enough to determine the flame out boundaries. For this purpose, re-light equipment was fitted and the boundaries subsequently plotted. When flame outs occurred during testing, the aircraft had to be brought down to 25,000 feet for re-light and climbed back again to the higher altitude to repeat the process. Left: Mk.3 Jindivik 0 Feet 10 Drawing: To 28 JINDIVIK PERFORMANCE MK 3B VERSION WING SPANS — A. Basic with Mk 8 Pods; 20 ft 9 in (6.33 m) B. 40” Ext with Mk 8 Pods; 26 ft 6 in (8.16 m) C. 80” Ext with Mk 5 Pods; 32 ft 1 in (9.79 m) LENGTH 26 ft 9 in (8.16 m) MAX SPEED — TAS; A 540 Kts at 3000 ft B 490 Kts at altitude C 470 Kts at altitude Mach No; A M = 0.86 B M = 0.86 C M=0.82 CEILING — A 54,000 ft B 61,000 ft C 67,000 ft ENDURANCE — Max time on station; A 98 mins B 112 mins c 63 mins RANGE — A 670 nm B 900 nm C 700 nm MAX ALL-UP WEIGHT — A 3650 lbs B 3650 lbs C 3300 lbs PAYLOAD — A 550 lbs B 400 lbs C 400 lbs MAX BANK ANGLE — 60° MAX DIVE ANGLE — 40° MAX “g” PULL-UP AT 50 ft — A 4.5 g TAKE-OFF DISTANCE — Trolley 3000 ft LANDING DISTANCE — Skid 2500 ft I TOW CABLE LENGTH — 50 to 500 ft. POWER PLANT Rolls Royce (Bristol Siddeley) Mk 201 of 2750 lb st with relight facility. FUEL — Normal; JP1, JP4, Alternative; JP5 Right: This drawing shows Jindivik zero launch rig with rocket boosters, but GAF O' never went ahead with the proposal. Drawing: Joe Vella 80 INCH WING EXTENSION 40 INCH WING EXTENSION 40 INCH WING EXTENSION JINDIVIK DETAILS 29 15°UP 5°DOWN ^29 General 1, waveguide and pitot tube; 2, engine air duct; 3, electronic equip- merit bay; 4, quick-release moulded glass-fibre canopy; 5, centre-fuselage electrical connections; 6, outer skin bonded to stringers; 7, fuel filler cap; 8, metal skin between fuel cell and fuselage structure; 9, 64gal crash-proof fuel cell surrounding intake duct; 10, fairing oyer tachometer system ond generator; 11, Bristol Siddeley Viper 8 turbojet; 12, engine oil tank; 13, air bottle, 2,000lb/sq in; 14, air charging valve; 15, pneumatic blow-off valve; 16, access to engine governor, h-p cock, 10°DOWN starter socket and switches for booster pump and cameras; 17, accessory gearbox; 18, fuel filter; 19, fuel pump; 20, throttle actuator; 21, flap and aileron operating jack; 22, flap-jack release valve; 23, engine trunnion mount; 24, jetpipe cooling- air intake; 25, jetpipe shroud; 26, tail unit; 27, honeycomb-stabilized leading edge (no rudder); 28, tailplane and elevators; 29, elevator servo-motor; 30, fairing over------tail ballast; 31, nozzle area trimmer; 32, rubber tail bumper; 33, main-frame locating spigots; 34, wings joined on centreline; 35, longitudinal wing-locating spigot; 36, spanvyise quick-release pin; 37, fuel transfer pipe; 38, fuel booster unit; 39, three-spar wing; 40, combined flap and airbrake (max angle 20^); 41, aileron; 42, aileron control rod; 43, piano hinge; 44, mass-balance; 45, integral tank, 16gal in each vying; 46, wing extension; 47, provision for aerial and navigation light; 48, provision for aerial; 49, inspection panel; 50, fuel transfer holes; 51, wing- root cuff; 52, landing skids; 53, trolley attachment; 54, parallel-link landing skid, stressed for 14ft/sec descent; 55, oleo-pneumatic shock strut; 56, touch-down sting retracts flaps, cuts engine and re-selects LAND GLIDE signal to prevent pitching during landing run; 57, stone guard; 58, trolley attachment; 59, nose ballast; 60, inverter cooling-air intake; 61, static vents Take-Off Trolley 1, llOkt flash-bulb; 2, steerable nosewheel; 3, bungee cord; 4, electro-magnetic release for front arm ; 5, electro-magnetic release for telescopic strut; 6, telescopic nose strut, 6in travel; 7, reservoir pull-away plug; 8, master switch for ground electric power; 9, disc brake with Maxaret anti-skid unit; 10, brake-priming pump lever; 11, ancillary brake equipment; 12, brake microswitch; 13, ground anchor strop; 14, rear pivot roller; 15, adjustable rear arm, pulled forward upon completion of nose-up rotation; 16, tail cable; 17, electric steering gyro; 18, ground safety lock; 19, oleo-pneumatic suspension; 20, damper; 21, mudguard; 22, Dunlop wheels; 23, friction-fit impact-absorption arm; 24, Type 100b inverter for gyro power; 25, 24V batteries; 26, gyro-power distribution box; 27, front-support hold-back rod; 28, steering servo-motor, German K.12; 29, splash JINDIViK 2B (Mk 102B) guard; 30, shock-absorber pad for front arm; 31, servo-steering link Bristol Siddeley Viper 8, rated at 1,7501b thrust Equipment El, telemetry junction box; E2, telemetry flight-instrument panel; Dimensions and weights Span, 25ft 7in; length, 23ft 4in; height (on skid), 6ft 3^in; gross wing area, E3, engine-speed transducer unit; E4, autopilot junction box; E5, roll unit; E6, 102 sq ft; t/c ratio, 6 per cent; structure, 8861b; power- receiving relay; E7, instrumentation relay; E8, 10cm navigation transponder; E9, plant, 6281b; fixed services, 1691b; control and navigation selector unit; E10, 25V battery; Ell, receiver unit; E12, control-equipment switch- equipment, 2721b; Ampor Mk 4 nacelles, 801b; trials gear; E13, auxiliary junction box; E14, transmitting unit; E15, pitch unit; E16, yaw unit; E17, access to autopilot and control master switches; E18, height lock; E19, equipment, 1001b (max, 2801b); fuel and oil, 7831b; gross weight, 2,9181b. transponder aerial on ventral centreline; E20, aerial for DESTRUCT command signal; E21, telemetry transmitter; E22, command receiver; E23, Ampor Mk 4 Performance Max speed, 605 m.p.h.; service ceiling, nacelles; E24, special-equipment bay, 12 cu ft; E25, camera calibration unit; E26, 55,500ft; operational endurance, with full allowances for lOin Luneberg lens; E27, flare-heated IR source; E28, towed flare carrier; E29, climb, descent and landing, 40.5min; max endurance at glass-fibre tips incorporate microwave transponder aerials; E30, 3cm transponder 55,000ft, 66min; rate of climb at 40,000ft, 3,500 ft/min. © lliffe Transport Publications Ltd 1961 aerials (three); E31, X-band transmitter, may be replaced by internal Luneberg lens DRAWING COURTESY OF FLIGHT INTERNATIONAL 30 31 OPERATIONAL USE AND PEREORMANCE - AUSTRALIA AND OVERSEAS The UK/Australia Joint Project at Woomera was the second largest operator of the Jindivik. A total of 16 3 aircraft were used (including the 2 Pikas) 12 were Mark 1, 100 were Mark 2 and 49 Mark 3. During the 2129 WRE sorties flown by the unmanned variant before operations ceased at Woomera in 1975, 105 aircraft were lost from malfunctions and 52 from missile strikes. The largest user has been, and continues to be, the UK Ministry of Defence. Their operations com menced in 1960 from RAF Lianbedr (in conjunc tion with the weapons testing range over Cardigan Bay in Wales) using the 234 aircraft so far delivered. To the end of August 1977, 3245 sorties had been flown by the British Jindiviks with losses of 51 air craft from malfunction and 131 from missile strike. In comparing the experiences of Woomera and Lianbedr, it should be remembered that almost all of the development flying was carried out at Above: The RAN is the only current Australian user of Jindivik, and regularly conducts Woomera where malfunction losses were relatively higher particularly in the early years. trials from Jervis Bay. Photo: RAN The Royal Swedish Air Force purchased 10 Mark 2 aircraft in 195 7 for operations at a missile range in close proximity to the Arctic Circle. Whilst little is known of their operations, it is reported that per formance was not unreasonable in the light of pre vailing conditions. The US Navy became a user of Jindivik following successful experiments conducted in 1962 at the USN Pacific Missile Range base at Point Mugu in California. A total of 42 Mark 3A aircraft were delivered over the periods 1962-1964 and 1966-1967. Only 172 sorties were flown before the operations ceased with only one aircraft remaining in service able condition. The malfunction rate was much higher than it should have been, although more than half the losses were from missile strikes. A study of the loss rates sustained by the two largest users of Jindivik over a given period reveals that, in a total of 6100 sorties the losses from all causes (i.e. malfunction and missile strikes) have been about 1 in 15, and from malfunction alone, about 1 in 30. These figures far exceed the initial expectations of Above: RAE Jindivik Mk.103, A92-671, Below: Jindiviks pictured at GAF’s Avalon about 10 sorties per aircraft. near Anglesea, Wales. The British retain Airfield in early 1980. the RAAF system tail numbers. Photos: T. Self Photo: RAE Jindivik has always shown a great ability to get back to base despite having sustained considerable in/flight damage. There have been instances of successful recoveries in spite of lifted wing skins and asymmetrical loss of wing extensions. One aircraft (A92-418) flew 285 sorites during 10 years of operational use at Woomera. It was finally shot down in 1974. CURRENT STATUS It would appear that there is still some develop ment potential in the Jindivik design as GAP are currently working on a Mark 4 version. The soundness of the basic design is evident by the improved performance ranges which have been achieved constantly over almost 30 years of operation. In March 1977, the British Ministry of Defence began making enquiries regarding an eventual Photo: RAN replacement for the highly successful Jindivik Mk 3B in service with the RAE at Llanbedr, North storage, bringing the total capacity to 156 gallons. which differed from the UK Mk 3B (103B). The Wales. Because the Jindivik was beginning to A new wing tip pod, the Mk9, was also designed, second prototype was expected to be completed in become relatively expensive, the Beechcraft com using welded stainless steel instead of the earlier early 1982. Both prototypes were designated pany was approached by the MOD with regard to Mk 8’s alloy construction. Other changes included Mk 4, and numbered N11 -800 and 801, whilst the their MQM-107 drone. The MQM-107 is a jet- a fully machined wing replacing the folded metal fifteen production aircraft, numbered A92-802 to powered, zero-launch parachute recovered sys type, foam filled leading edge structure replacing 816 were designated Mark 4A. The first of the tem. The Government Aircraft Factories offered the earlier ribbed structure, a new method of batch is expected to be delivered in early 1983, to investigate methods of reducing the cost of fibreglass canopy construction and a generator and with a production rate of only about one per the Jindivik. replacing the earlier alternator. Although the month planned, the first Mk 4A order will be com possibility of re-engining the new version was pleted in about mid 1984. The final cost saving As a result, the Jindivik Mark 4 emerged. investigated it was finally decided to retain the achieved was in the vicinity of 15%, and the price Meanwhile, the British Marconi Company had Viper 201 engine of the Mk 3B. of Jindivik? Roughly SVim. designed a Universal Drone Pack (UDP) for the Ministry of Defence. The UDP was designed to A jointly funded Anglo-Australian Jindivik Mk 4 It must be acknowledged that the Jindivik has been enable most service aircraft to be converted to Development Project was established to finance a world leader in many aspects of unmanned target drones by fitting the UDP in the space normally the redesign and the construction of two proto aircraft design and is still the most capable, reliable occupied by the ejector seal. The system is to be types. The first prototype was to use a basic Mk 3B and cost effective subsonic target available. It is a used specifically for converting Royal Navy Sea airframe with re-designed electronics, with the tribute to Australian creativeness and aeronautical Vixens to high performance target drones. It was second prototype using both the new construction skill. decided to design the Jindivik Mk 4’s electronics to techniques and the new electronics. In early 1980, enable it to utilise the UDP, but because of the the British Ministry of Defence placed an order for technical differences between Sea Vixen and REFERENCES forty, subsequently reduced to 15, production Jindivik, and because the Universal Drone Pack Thirty Years Later - Jindivik In Retrospect’, Ian B. Mk 4s. In early 1981 the first prototype, cyphered Fleming (“Aerospace” November 1979) was not entirely “Universal”, the system was N11-800, was completed and delivered to the Misc. GAF reports and publications modified for Jindivik to become known as the Royal Australian Navy’s Jervis Bay Jindivik Lecture to Canberra RAeS Meeting by Prof. G.A. Bird, Flight Control Computer. facility for testing. The flight tests, which consisted of about sixteen sorties, were completed in early July 1981. The new Jindivik has all the previous At the time, it was decided to use new cheaper ACKNOWLEDGEMENTS “optional” electronic packages as standard equip - Peter Merritt manufacturing techniques which both lowered the - Ron Freidman ment, and is therefore common to both the RAN - Government Aircraft Factories cost and strengthened the structure to extend the and the UK unlike the old RAN Mk 3B (203B) - Air Vice Marshall Fred Barnes Mk 4’s acceleration limit from + 4.5g to + 6.0g. - Royal Aircraft Establishment, Llanbedr, Wales The electronics were also updated to reduce the Below: Royal Australian Navy Mk.203A - Reg MacDonald - Royal Australian Navy - Jim Hall - Doug Pywell number of black boxes from 30 or so to 12. The Jindivik, N11-496, launching from Jervis - Jim Couzin-Wood, Triton Products space so gained was used for additional fuel Bay. - Flight International Photo: GAF ...^ ■ m ■ ■ ■ 11■I ■! > 33 SYDNEY TO MELBOURNE BY AIR 1952 and 1982 Harry Williams During the 1982 January school holiday period, I unanimously to fly home in the largest and latest first flight dated 25th January, 1952, just 4 days decided to take two of my children to Sydney by aircraft on the Australian Domestic register at the short of 30 years earlier. This was also Sydney to surface transport so that they could witness at time, the TAA A300 Airbus. Melbourne, but by Australian National Airways close hand the type of country and towns that lie DG4. between the two State capital cities of Melbourne Having been an aircraft enthusiast since childhood and Sydney. days, I have always kept a diary of aircraft types I found the comparison very interesting, realising spotted, along with a log of flights. On entering the that in 1952, the 44 seater Douglas DG4 was also After an exhausting couple of days covering the Airbus flight details in the log dated 21st January, the largest type on the Australian Givil Domestic great tourist attractions of Sydney, we decided 1982,1 flicked back through the diaries to find my register. Douglas DC4 Wing span 117’6” (35.84m) During my first year as an aircraft apprentice at the Shortly after our arrival at the ANA Mascot ter Length 93T0” (29.20m) Government Aircraft Factory at Fisherman’s minal, DG4 VH-ANE “Arkana” was observed Height 27’6” (8.39m) Bend, I had saved enough money to visit Sydney, taxiing in, following its arrival from Brisbane. This Wing area 1460 sq. ft. (135 m^) doing the forward journey by surface transport. On was to be our aircraft for the flight to Melbourne. Empty weight 43,300 lb. (19,700 kg) arrival, I first went to Mascot to check out aircraft Max weight 73,000 lb. (33,100 kg) types including DG'3s, DG4s, Gonstellations, From a roped off area of tarmac, one could observe Wing loading 43.5 Ib/sq. ft. Ansons, and East-West Airlines, Hudsons etc. at close hand, luggage handlers, maintenance staff, Max speed 280 mph at 14,000’ refuellers, and air crew, going about their duties. Gruising speed 227 mph at 10,000’ Next priority was a tram ride to Rose Bay flying Payload range Ib/miles 11,440 lb/2500 boat base (Sydney Water Airport) where I found At exactly the advertised departure time of 7.45 miles the very large hangar impressive. Outside were pm, a voice over the p.a. announced “All aboard Passengers 44 standard accommodation parked several Trans Oceanic Airways converted DG4 “Arkana” flight to Melbourne, “Arkana” is Grew Pilot, Go-pilot and two Air Sunderlands on beaching gear whilst moored out at situated directly in front of the terminal. Hostesses a buoy was a Qantas Sandringham. I Power Plants 4 Pratt & Whitney Twin Wasp (R2000) 14 Gylinder After a quick look at the Gap and the Great Har I moved out quickly, very anxious to participate in Air Gooled Radials Take-off bour Bridge, I made my way to the ANA Sydney my first flight. My single one class ticket, which Ratings 1450 h.p. city terminal on the comer of Glarence and had cost £7.5.0 was checked by a ground hostess Margaret Streets with great haste, looking forward at the bottom of the stairway. Aboard the aircraft I to my fast approaching first flight. was welcomed by the two air hostesses and directed to window seat number 37, on the port side near Looking back to the year 1952 before the turbo As I was very tired, the comfort of the ANA ter the wing trailing edge. The DG-4 was at that time prop era, most people travelled interstate by rail or minal was most welcome. the largest aircraft operating on the Australian by the many coastal ships which operated from internal system and carried 44 passengers in Perth to Gaims. Only the semi-adventurous or One was required to be present at the city terminal superb comfort. “Arkana’s” 44 seats were soon those in a hurry chose air travel. It was an ambition one hour befor fli^t time, in this case, 7.45 pm filled and the doors closed. It would seem that of some priority for me to sample a commercial from Mascot. The journey to Mascot was in a well everyone was feeling the more than 100 degrees of flight having envied people boarding aircraft at patronised, free of charge, ANA bus being the heat in Sydney that day, and were looking forward Essendon for many years. latest two level forward control type. to the cooler air at altitude. ANA DC-4 VH-ANE Arkana’ : Photo: Barry Colledge iliil wmmWii ii ■■illiil ill III m m ’m1.; ■■I? m , ^ I iwawWWB ■■■■■■■ 34 Hostesses Bateman and Batenay were busy hand Albury was passed on our left at 9.35 p.m., the purchased for travel to Mascot. This was in addi ing out barley sugar and making sure every main street being clearly evident. Soon after 10 pm tion to the economy Sydney-Melboume air fare of passenger was comfortable whilst the flight crew we began our descent, the pressure build-up being $101.80. The majority of passengers appeared to Captain K. Shersby and First Officer L. Law star felt on the eardrums as the DC4 was unpressurised. travel to the airport by car or taxi. Visual display ted each engine in turn. Each P. & W. R2000 pro The fasten seat belts and no smoking signs were units in the Mascot TAA Terminal listed all duced its initial cloud of exhaust smoke and odd illuminated over the flight deck door. The lights of arrivals and departures together with respective back fire but soon settled down to a steady throb as Melbourne were now appearing in the distance and passenger lounges for each flight. ground staff removed chocks, and ground power, with undercarriage and flaps down, we crossed on hand signals from the Captain. Sydney Road, Coburg, from east to west near the Tickets were checked in a well organised special Lincoln Mills indicating a landing on Runway 26 Airbus departure lounge and seat passes issued in We taxied to the southern end of Mascot where at Essendon. At exactly 10.30 pm “Arkana’s” various colours, according to seat locations in the each engine was run up in turn, the familiar miss four main landing wheels touched the runway with aircraft. After company apologies for a late arrival being heard as each engine’s magnetos were a screech of rubber followed by the single nose from Brisbane, Airbus ^^-TAB “John Oxley” selected. Captain Shersby obviously satisfied that wheel. eventually arrived. all was well, taxied onto the runway threshold with the sound of a hydraulic motor hard at work lower No other movement was evident at Essendon other Ground crew were ready and achieved a quick turn ing flaps for take off. After a short delay, the four than the loading of an ANA DC3 freighter as we around. Of particular interest was the storing of engines roared at full throttle and the fully laden taxied into the ANA terminal. After saying containerised freight under cabin floor level. DC4 accelerated down the runway, and after a farewell to the friends I had made during the flight, Boarding was carried out in seat block sections and long run, finally became airborne in the hot I made my way across the tarmac to the terminal to worked very smoothly. Most of the 269 seats were night air. be met by my rather anxious parents. I had com occupied. We were pushed out backwards from the pleted what is today taken for granted by all - a terminal by a powerful ground tug while flight The undercarriage was soon retracted, the flaps flight in an aeroplane. attendants went through the aircraft safety routine raised, and the aircraft settled into a steady climb over the p.a. system. to 8000’. The fairyland of Sydney lights soon dis appeared whilst further south, large bush fires A300 Airbus After checking passenger seat belts, the 10 flight could be seen burning brightly. Hostesses handed attendants occupied their seats at strategic safety out leather bound copies of popular magazines, Wing span 44.84 m (147’1”) locations around the cabin. At 8.22 pm the two and provided sandwiches with tea or coffee. In that Length 53.62m (175’ 10”) CF6-50C2 G.E. turbo-fans pushed the A300 era of travel there was only one class and if your Height 16.90 m(55’5”) quickly down the runway, climbing away to a flight time covered a meal period, a full hot meal Wing area 260 m^ (2810 sq. ft.) cruising altitude of 33,000’. Shortly the Captain was provided. Max operating 90,000 kg (198,000 lb.) announced over the p.a. system the speed, outside weight empty temperature and E.T.A. Tullamarine. The cabin At the cruising height of 8000’, the outside air tem Max take off weight 165,000 kg (363,000 lb.) staff were kept very busy during the flight, serving perature was 54°F and the cabin soon cooled down Max landing weight 136,000 kg (299,000 lb.) refreshments from trolleys in the aisles, having to a comfortable temperature. As there was no p.a. Speed Vmo/Mmo 354 kts/0.82 Mach very little time for a chat. Some passengers slept system from the cockpit, the flight crew sent (indicated) whilst others listened through headphones to the around a flight log with details of aircraft speed Cruise performance 465 knots at 33,000’ many channels of stereo available. headwind/tailwind component, E.T.A. etc. A (cost economical) souvenir copy signed by the Captain could be Approach speed 130 knots C.A.S. In what seemed a very short space of time, we were obtained on request. Wing sweep 28 degrees on the descent to Tullamarine finally touching Passengers 269 down at 9.24 pm. As we were seated towards the During mid flight. Captain Shersby came along the Crew Pilot, First Officer, Flight rear of the aircraft, disembarkation was slow, with cabin to chat with the passengers, and asked how Engineer, and 10 Flight only the forward door being used. The only other we were enjoying the flight. I found it very reassur Attendants criticism was the short pitch distance between ing hearing the steady reliable purr of the four Power Plants 2 - General Electric CF6 - seat rows. RZOOOs whilst sitting back talking to my fellow 50 C2 rated at 51,800 lb passenger. s.t. Another fare of $3.00 per person was charged for the bus trip to the Melboume-Franklin Street ter A headwind of 25 mph was giving a ground speed minal making a total economy fare from Sydney to of 200 mph, with an expected flight duration of V/i Melbourne of $107.20. hours, the atmosphere was very relaxed with Thirty years later- passengers chatting, reading, or catching up on Our flight in the TAA A300 Airbus was, to say the The flight had been fast and smooth, but given the sleep. Even the air hostesses had time tor a friendly least, somewhat different. On arrival at the Sydney choice it would be the comfortable old DC4 and terminal, bus tickets costing $2.40 each had to be the slower lifestyle of 1952 any day. ^. ■...... ■I ■ ■ ■ m "mBHHL m 35 THE COFFEE ROYAL AFFAIR By Col. Keith Hatfield Originally given as a talk to Victorian Branch Members at a monthly general meeting Sept. 23, 1981. Thanks to Roger McLeod who painstakingly transcribed the text from the original tapes. This time I’m speaking, not about my own would prove that the distance and the gap in time experiences but about something that has to do between Australia and the United Kingdom would with the history of aviation and the development of be reduced from months and weeks to weeks and aviation in Australia, and I have titled this talk, hours. The microphone was then handed down and “The Coffee Royal Affair”, because so many engines were hand started. Me William, the radio people have commented to me on the doubts that operator, took his position in the cabin alongside of they still hold in regard to the circumstances H.A. Litchfield, the navigator, and the door was whereby the Southern Cross became lost in the closed and the machine was taxied back to the far north west of Western Australia. This event led to comer of the all-over aerodrome. She was turned the subsequent deaths of two other airmen. A lot of about and faced up to the wind. It was Smithy’s job mature people still hold the conviction that the to ensure a safe take-off. It was Charles Ulm’s whole matter was nothing more or less than a responsibility to take note of the airspeed and to contrived publicity stunt on the part of two of our relate the airspeed to flags that had been placed at best known aviators. In fact, and I would emphasise As the afternoon shadows lengthened and daylight intervals parallel to the line of take-off. this to you, these two men became pawns in a was succeeded by night they became aware that newspaper war. And that was what it was all they could no longer see the stars and that they about. And from that point I’ll take up the were flying into what they recognised as thunder narrative. DECISION storm conditions. Mentally chiding Clive Chateau for the inaccuracies of his weather report Smithy “On the 30th day of March 1929, by mid morning, flew through increasing buffetting and turbulence. The blaring Wright Whirlwind J-5 engines bore the heavily laden Fokker F-Vl lb/3m monoplane. What he did not know, of course, was that shortly defiance to the load the aircraft carried and slowly Southern Cross, was standing on the tarmac at after they had lost the long range aerial a frantic and surely the tail came up, the wheels feathered RAAF Richmond, New South Wales, prepared Clive Chateau had signalled saying, “DO NOT the ground and the machine went out across the for a flight to be undertaken to Croydon aero DEPART, WEATHER CONDITIONS fence with plenty to spare. She was brought up on drome, London. The Southern Cross was not a WYNDHAM END HAVE SERIOUSLY course for Singleton, New South Wales, from new aircraft, she bore visible signs of continued DETERIORATED”. At Wyndham an Inter which point it was intended that they should take use. The fabric covering the fuselage was ring- tropic front, as we know it today, had passed course to Wyndham, north west Australia, some wormed and faded; the metal surfaces of the through. There was an absolute rash of thunder 2000 miles distant. After they had been underway aeroplane were dulled in consequence of oil stains storm conditions right across the area into which some 40 minutes McWilliams, the radio operator, and exhaust grime and so on. But she was, in every they were flying. When daylight came it was only a passed a message up to Ulm in which he said, respect, a completely airworthy aeroplane. The change between black and grey. They still were in “Long range aerial lost should we return”. After a year before her crew had successfully flown her no situation where they could take a drift reading, brief conference in the cockpit, over the sound of across the Pacific Ocean and there after she had nor could they take a sextant reading so they were the engines, the decision was taken that they would been flown non-stop from Point Cook to Maylands virtually flying completely on dead reckoning. continue, and the reasons for so doing were that all aerodrome in Western Australia, and flown from operations in the aircraft were normal; the crew Maylands back to RAAF Richamond, New South The ETA Wyndham was 10.30 hours in the morn were all fine; they had had a most favourable Wales. There after she had been flown from ing, and when 10.30 came and all they had seen of weather report from the Wyndham end passed to RAAF Richmond to Blenheim in New Zealand the ground through rifts in the cloud here and there them by Clive Chateau, representative of the and subsequently from Christchurch back to were indications that they were flying over most Atlantic Union Oil Company, who had preceded Sydney. She actually landed at Mascot when she torturous terrain, and the water courses were run them to Wyndham for the purpose of arranging returned. She was a tried and proven aeroplane. ning a bumper. Smithy took the decision that they their fuel supplies there, and also to pass back would continue on until they intersected the coast. By shortly after midday over 100,000 ^ople had weather information. There were other reasons Having flown with Western Australian Airways concentrated at RAAF Richmond to bid farewell why they should not; one was that the fuel load and knowing quite a bit of the coastline up toward to two of Australia’s national heroes at that time. they were carrying, sufficient to enable them to fly Darwin, he thought he would be able to identify They were Honorary Squadron Leader (RAAF) for 2814 hours, would have been far too great a load where they were and go in from there. If it was Charles Edward Kingsford-Smith and his co-pilot. to risk making a landing back at RAAF Richmond. determined that they had drifted left of track, they Honorary Flight Lieutenant (RAAF) Charles The other was that they were anxious to get the would turn right and would fly up around Cape Thomas Philip Ulm. The two men were already flight underway. Over 100,000 people had said Londonderry and come back down the gulf to widely acclaimed throughout the entire world and goodbye to them and they wanted to continue on where Wyndham is located. They intersected the this was to be an attempt to satisfactorily conclude and make a success of what they were doing. coast but did not see anything of Wyndham, all another link in their intention to circumnavigate they saw was lots of angry sea and they flew up and As it transpired, perhaps they should not have con the globe in the Southern Cross. They had another down the coast for some considerable time. reason for wanting to go to the United Kingdom. tinued. As in all things like this it’s very easy with They had recently established a new aviation com the benefit of hindsight to see what they should pany called, Australian National Airways, and it have done. They reached Singleton, took up CONFUSING DIRECTIONS was intended that the aircraft that they would use course for Wyndham, and there was nothing event would be produced in Great Britain under licence ful at all about proceedings right throughout the They then decided to fly to the north-east. And from the Fokker works that we have now come to afternoon. The entries that Ulm made in the log after they had been flying for a period of time they know as being Avro lO’s. were purely routine entries that had to do with air crossed a river of some considerable size and out speed, oil pressures, rev. indications and things of on the starboard they saw a settlement of huts. Just prior to the commander and co-commander that sort. At one stage he made a note, PASSED They flew low over this settlement and Ulm taking their positions in the cockpit and just prior to OVER JUNCTION OF DARLING AND dropped a note saying, “PLEASE INDICATE the engines being started some of the news and WARREGO RIVERS, PLENTY OF WATER DIRECTION OF WYNDHAM”. To their radio people there passed up microphones and IN BOTH, which indicates that they were com absolute surprise the missioners and the natives all Smithy said that, “this flight would demonstrate pletely relaxed. He would not have been worrying pointed to the south-west. This brought Smithy the fact that use of air travel would bring the out about how much water was in the rivers if he had a and Ulm to the conclusion that they were wrong in lying components of the British Commonwealth temperature, or at least a pressure drop on one of their assumption that they had drifted left of track, much closer than what had hither to been poss the motors, or an indication of overheating, or they had actually drifted right of track and h^l ible”. And Charles Ulm added that, “their flight something of that sort. It was absolutely normal. intersected the coast somewhere between Dar^^^^ 36 and Wyndham. With some misgiving they turned to port and flew off through the still prevailing adverse weather conditions. They continued to fly without seeing anything that would indicate where Wyndham was located. About mid to late after noon they flew over another settlement. This time they flew quite low and again Ulm dropped a note in which he said, “PLEASE INDICATE DIRECTION OF WYNDHAM AND DIS TANCE IN MILES”. To their consternation the missioners this time ran out a long stretch of towelling or sheeting or something of that sort with an arrowhead on it which pointed due east and clearly etched on the white sheeting were the figures 250. You can appreciate the feelings that they must have had at that stage because quite obviously their previous informants had been completely wrong. They were not to know, of course, that the first site that they had flown over was the Drysdale Mission Station, and those of you, like Keith, who have flown up there and many of you too, will . .. know the Drysdale Mission Station is about 120 liiii miles north-west of Wyndham. If they had carried on and gone round Cape Londonderry they would riililimXmMM have fetched up on Wyndham round about midday. However, here they were now 240 miles west of Wyndham at about 2.30 in the afternoon with vmmSBXSim seriously deplenished fuel supplies. So what did they have to do? They faced the aircraft around, turned her up on a course of 090° and set out to fly have busted it just as easily. And that’s a thing to may be lost but we’re still drinking Coffee Royal”, to Wyndham. bear in mind also when we talk about what was and that’s where the name came from - COFFEE subsequently alleged. They shut the engines down ROYAL. At this tage conditions were lifting and improving and climbed out and took stock of the situation. slightly and they were able to take note of their The rain had stopped and appeared to be lifting. Well, there they were. Next day was the first of ground speed. They came to the conclusion after Being down as they were, one of the first things April, and he noted this in his diary as he thought it about 40 minutes flight that they had no hope of they did was to rig up a temporary aerial so that quite significant being in the predicament they getting to Wyndham. So Smithy said to himself, they could receive transmissions from VIS Sydney. were. They set about building signal fires and “Well, you loiow conversation was pretty limited I must tell you that right throughout the flight until things of that kind. In the subsequent few days they in the cockpit of the Southern Cross with three the time that they force-landed they continued to saw searching aeroplanes but none of them came engines running, what I’ll do is I’ll turn round and transmit messages quite regularly and Australia close enough to see the 73 foot wing of the I’ll fly back to the settlement that we last flew knew precisely what had been going on. The VIS Southern Cross where she was silhouetted against over”, and to use his own words, “crash as knew what they were doing when they flew east the background of green grass and trees. This was gracefully as possible in proximity to the settle and when they flew west and so on. So, you see, the quite remarkable because the searching aeroplanes ment so if any of us are injured we would have a people back in Sydney knew a lot about what had did get very close. Now when 24 hours of radio reasonable chance of getting medical treatment”. been happening. When they were in the air they silence had ensued after the forced landing and the So they turned about on the reciprocal track, and could transmit quite easily but they could not last message that McWilliams was able to send flew back another 40 minutes but they could not receive. Now here on the ground, they could was, “FORCE LANDING IN TERRIBLE locate the settlement. Then with about 20 minutes receive having rigged up the temporary aerial, but COUNTRY”, the Prime Minister of that time, fuel left, he had no alternative but to look around they could not transmit because power on the Mr. S.M. Bruce, contacted Western Australian for a suitable area for a force-landing. He selected Southern Cross was obtained through two wind Airways and requested that they send aircraft that an area of swamp on the right hand bank of a large driven generators mounted on either side of the were normally used on the service from Perth to tidal estuary. Making the best of the conditions he fuselage just aft of the cockpit. The other thing Derby, to search the area. These aeroplanes were brought her in as slowly as he could, at around 50 that would immediately come to mind as we would flown by Buddy Heath, Tommy O’Day and mph, which for a big aeroplane like the Southern all appreciate as practical people was having force- Jimmy Woods. Well you can appreciate that Aus Cross is not too bad, but still, you know, she was a landed we ought to see whether we’ve got anything tralia’s national heroes being lost, and that politi pretty good performer. He set her down, having put to eat. Ulm went straight away to the emergency cians being politicians and so on, it was only a McWilliams and Litchfield right down aft at the ration locker, opened it up and found it empty. matter of hours before the public started to jump up tail as far as they could go to help to hold the tail Now this is another significant thing. If you’ve had and down and say, what in the name of fortune was down. In the landing run she lifted and lurched and ideas of losing yourself you would not do it without the Government of Australia doing about finding very nearly went over on her back because at times food. So they then had a look to see what they did them. A Mr. John Garlick, who was the Civic the landing wheels sank as deeply as 15 inches in have. The rations had evidently been stolen, or Commissioner of the City of Sydney at that time, the mud and if you’ve had experience with souvenired, and we all know that this sort of thing the City Councillors having been sacked for allega tailwheel aeroplanes as most of you have had happens. This became a critical point in the sul> tions of corruption, was a friend of Smithy’s and he you’ll know what sort of a feeling that gives you. At sequent investigation because at the inquiry it was got busy and through the Sydney Morning Herald the conclusion of the landing run the still turning said that they should have checked this. In fact, all and the Daily Telegraph. They whipped up a res starboard engine was within 3 feet of a very sub they had was a small bottle of brandy, a small bottle ponse and within 3 days they had collected £7000, stantial sapling, and that’s where she came to of ^ycerol (which was used in connection with the by today’s standards about $350,000, which was rest. earth induction compass). A small consignment of not too bad. Allenbury Baby Food, which they had been taking at Clive Chateau’s behest up to Wyndham for a sick child. (This was a little bit of public relations.) NO EMERGENCY RATIONS They also had a few cigarettes. Well, in the charac- KEITH ANDERSON AND BOBBY HITCHCOCK teristic style of fellows of that time who had a cer tain amount of spirit, they decided to make a brew Not only did Smithy exercise a tremendous of coffee. Understandably, in view of their situa- By the 4th and 5th of April action was in hand and amount of skill in landing the aeroplane under tion it was decided that they would put some of the the DH-61 biplane, Canberra, the property of these most adverse concMtions but in fact he had a brandy in the coffee. As they were about to drink it Captain Les Holden and Doctor Hamilton, was ‘ mount of luck with him too, because he could Smithy held his mug up and said, “Well mates, we chartered to go into the area and to search for the 37 missing Southern Cross. Les Holden got away Hitchcock, more commonly known as Bobby two occasions when he was lost in the north-west from RAAF Richmond on the 6th April 1929. Hitchcock, was also sued for breach of contract. when he was flying for Western Australian Air Whilst this was going on Keith Anderson, a man To show that no ill-will existed Smithy and Ulm ways, if he could do that he would make himself a who had had a very close association with voluntarily donated £1000 to Keith Anderson and public hero; he would probably gain something Kingsford-Smith over quite a long period of time, with this money Keith Anderson bought a West- momentarily and so on but most certainly it would had his own theory about where the Southern land Widgeon III monoplane which he christened be the sort of thing that decent, honest thinking Cross was. Keith used to congregate with his Kookaburra. In addition to that, because he was a people would want to do. He was most anxious mates, as we so often do ourselves, at his favourite bit short. Smithy signed a promissory note for therefore to get off his mark and get up there and pub which was the Customs House Hotel down on another £300 odd. find them. Circular Quay. Keith was saying during this period that he’d followed the radio transmissions of the Southern Cross from the time that she first took off and he had his own theories because he AJJEN[PTS TO COMMUNICATE PREPARING THE 'KOOKABURRA' was a Western Australian Airways pilot and so on. He said, “The Southern Cross is down somewhere They knew within half an hour of the weather Meanwhile, Les Holden had flown into the area in the Port George area”. And that is precisely clearing where they had force landed, and could and had established a base in Wyndham. Keith where the Southern Cross was. She was within 20 express this in terms of latitude and longitude. Anderson had had the Kookaburra prepared for miles of the Port George Mission Station, but the Unfortunately, they had no means of communicat an endurance attempt by having extra tanks fitted crew did not know that, because they never did get ing this to VIS Sydney otherwise it would have between the front and rear cockpits. Also a further a position fix on the Port George Mission Station, been very simple. In order to try and overcome the tank fitted aft of the rear cockpit and his aeroplane nor on the Drysdale Mission Station because of problem Smithy and the crew jacked up the wheel had, for a light aeroplane of that type, quite an adverse weather. of the Southern Cross and dismantled one of the extraordinary range. But the aeroplane was being generators. They fashioned a small wheel for the prepared for an endurance attempt that would have Keith Anderson had worked with Smithy in shaft of the generator and endeavoured with the taken place around about the 12th or between the Western Australian Airways and afterwards the handle that they used for starting the engines to 12th and 15th April. He got in touch with the two of them had each bought a Bristol Tourer and crank the large wheel fast enough to generate suffi engineer who was preparing the aeroplane, told had flown them across to the Eastern States. cient current so that McWilliams could transmit him that he wanted the aeroplane immediately and Smithy and Ulm had flown around Australia in and convey where they were and so on, but they he wanted it for another purpose, i.e. to look for the record time and Keith Anderson set out to do the could not be read. Now, then Keith Anderson, Southern Cross. Now for some remarkable reason same thing with not quite the same degree of suc having been virtually given the Westland Widgeon the Kookaburra had been supplied by the agents cess. He had gone with Smithy and Ulm to the monoplane. Kookaburra and having been a long without a compass which is a very unusual thing. United States of America to take part in the suc time mate of Kingsford-Smith ( in actual fact it was Consequently they had to find a compass. Hitchcock cessful crossing of the Pacific Ocean but for Keith Anderson who suggested the name Southern had one that had come out of the Red Rose the reasons that I won’t go into now because it will take Cross for the aeroplane when they were up in aeroplane that Captain W.N. Lancaster and Mrs. too long, he took the decision to come back to Aus Carnarvon and had a trucking business) he was Keith Miller had flown out to Australia some time tralia ahead of time. When the Pacific flight had most anxious to get up there and find the missing previously. As Bobby Hitchcock was going with been successfully concluded in Smithy’s words, aviators, and you can see a lot of good reasons why Keith Anderson this compass was fitted to the “Quite ill advisedly I think he (Keith Anderson) he would want to do that. It would rehabilitate him Kookaburra, and it was fitted in on the Friday took legal action against us for breach of contract”. in the sense he should have been part of the Trans afternoon. On Saturday the 6th April, in the after He lost the action, and so did another fellow who pacific flight and wasn’t. If he went up and found noon Keith Anderson flew the Kookaburra across used to work with Smithy, whose name was Smithy, and Smithy had previously found him on to RAAF Richmond in preparation for departure 38 from there. At this particular time Mascot aero that. You’ve got to go right through 360° and indis- sandwiches, made them some coffee and loaned drome was undergoing some sort of restoration and persed between 360 and 90, and so on, and you’ve Hitchcock, who had gone off in a cloth jacket with it had been raining quite heavily and was not suit got to draw up a card because you can’t keep those a scarf around his neck, his leather coat. They able for a heavy load take-off. Ixs Holden had had sort of things in your head. Anyhow, one’s got to finally got away from Blayney around about lunch problems with this, and consequently he had to bear in mind that Keith Anderson was most anxious time and the flight from then on out to Broken Hill depart from RAAF Richmond himself. to get away for Les Holden had already gone up was quite uneventful. On the following day they there with good gear and Les Holden was nobody’s departed Broken Hill to fly to Oodnadatta, and fool. they had flown for some time when Keith Ander son realized that out on his port side, at round After Keith Anderson arrived at RAAF Rich about 45° was a place called Port Augusta which mond they set about doing what we call “swinging In consequence of that no doubt, he was lead a meant that he was round about 45 ° to 50° off track. the compass”. They set about it in a slightly little bit away from proper planning and prepara When he intersected the railway line from Port unorthodox way for instead of using a ground com tion. Anyhow he took off from RAAF Richmond Augusta up to Ahce Springs he virtually followed pass Keith Anderson went into the Orderly Room with his tanks not completely full but with quite a the railway from there up to Maree. From Maree and had a conversation with Squadron Leader considerable load of fuel to fly to Broken Hill from he sent a cable back to A. J. Cantor, his backer who Lucas and looked at a map on the wall that illus whence he intended to proceed directly to had organized the collection at the Custom House trated the jointed sections in the tarmac at RAAF Oodnadatta and Alice Springs, and get strai^t up Hotel. With the limited finance that was available, Richmond. These sections were related to cardinal into the search area. He took off on the Sunday and I make this point to you too, Keith Anderson points of the compass, some of them ran strictly morning and evidently when he did not see would not have recovered his costs of the search. north and south and some of them ran strictly east Bathurst come up as he thought it should do he saw The other thing was, any money that would have and west. So they lined the Kookaburra up in another town and he decided to land there. It proved come from pubhcity or anything of this kind, he amongst the sheds and lined her up on one or the to be a place called Blayney. In the process of land had already signed away to Cantor, his backer. So other of these joints. They established north, and ing the Kookaburra he damaged the tail skid. he stood to make nothing out of the search then they established east, and they established That’s an incidental thing but it happened. It called whatever. west and at that point Keith Anderson, because the for some action to be taken and while this was afternoon was drawing on, declared himself satis being repaired the local residents took him into fied with the compass. Now you and I know that town, and one of them there from Blayney Motors, you’ve got to go a little bit more deeply into it than who was an AFC pilot, had his wife cut them some COMPASS WILDLY INACCURATE By the time he found Maree he had acknowledged the fact that the compass had not been correctly swung and it was quite wildly inaccurate. However this did not deter him because he reckoned that he knew the terrain and it was only a matter I suppose as people jocularly say “keeping the overland telegraph Hne on your left and the coast on your right and you can’t go wrong anywhere between here and the north”. Well he proceeded on that basis. He departed from Maree and in the early afternoon, when he was above Algebuckina, he experienced engine failure. This was the significant thing of the whole exercise. He forced landed at Algebuckina through a tappet loosening. They rec tified the problem and pressed on and landed at Alice Springs. At this stage, quite remarkably, he evidently contacted the Administration Office and got himself a large scale map which was going to cover the rest of the trip. Now relate this to what you would do if you were going to fly from here to Albury or somewhere. You would make sure you had a chart that covered the route before you set out. But evidently he had not bothered about this because he reckoned all you had to do really was know the country and you were right. Well, I do not mean this to be a criticism of him but this has been the way it has been reported, this may not have been the way it happened. But he did, in fact, I report to Cantor. He said, “HAVE SECURED AT ALICE SPRING LARGE SCALE MAP I ■ NECESSARY TO CONTINUE FLIGHT TO WYNDHAM”. He said this in his signal. Well he departed Alice Springs on the morning of the 10th - April 1929, and thereafter Anderson and Hitchcock disappeared from human ken. ■ THE COFFEE ROYAL AFFAIR CONTINUES IN PART TWO TO BE PUBLISHED IN THE NEXT ISSUE. Left: Sir Charles Kingsford Smith Photo: Aust. News and Information Bureau m PLYWOOD SKINNED, LINEN COVERED. L to Tt i ENGINE OMITTED FOR CLARITY A ^ T L3 M n WING ONLY i J.A.Vella ROYAL BLUE : FUSELAGE, TAIL ASSEMBLY, ;STRUTS, ENGINE NACELLES, TAILSKID silver: wing, ENGINE NACELLE STRUTS, U/C STRUTS, WHEEL DISCS, WINDOW AND WINDSCREEN FRAMES, PROP HUBS, FOKKER NAME.SOUTHERN CROSS EMBLEM, CONTROL FITTINGS. 50 WHITE: FUSELAGE LETTERING. BLACK::WING LETTERING, PROP BLADES.