f . / .. / Aviation Historical Society OF

annual subscription £A1 : 10 : 0

Registered in Australia for transmission by post as a periodical

■ VOL. V No. 1 JANUARY 1964

EDITORIAL

At the end of each year it is customary for the retiring Editor-in-Chief to give acknowledgement to the members who have assisted in the preparation and dis­ tribution of the AHSA Journal, Very few members are aware of the amount of work required to produce the Journal and it is with considerable pleasure that the Editor thanks the following for their efforts in 1963 j-

Neil Follett for preparation of the Monthly Notes section and printing photo­ graphs with Garry Field for the photopagesj John Hopton for preparation of the Article Section and Index and Graham Hayward and his brother for distri­ bution of the Journal,

The Journal is printed by Hr, Mai O'Brien of Rowprint Services and the photo- page'by J.G.Holmes Ltd*each have consistently supplied high quality work and have contributed to maintaining the standard of the Journal.

The members whose names have appeared in the relevant issues for supplying notes and or articles together with the generous a-ssistancej from the Dep­ artments of Civil Aviation and Air and from the airlines, has made the work of the Editors much easier and is .deeply appreciatedo Without all of these contributions' there could riot be a Journal,

Unfortunately it is not always possible for each member to devote the same amount of time to Journal preparation and due to this the Committee is always endeavouring to obtain regular assistance for this work from members, There seems to be a dearth of offers for this and it is largely for this reason that the present delay is due,■ Some thought has been given to transferring the Editor and Secretary positions to other States but ,it is not considered to be practical at this stage.

As a partial solution the Secretary has assumed the role of Editor-in-Chief and intends to closely follow the standard set by the retiring Editor, hoped that members will continue to support the work of the editorial staff by submitting worthwhile and self’-explanatory items for the Journal, ♦ • A.H.S.A. Journal - 2 January 1964 \

The Mexican Government has given Qantas permission to operate up to three services per week between and Mexico. Qantas has the option of operating to Acapulco, Mexico City or Merida. Also it was reported during January that Qantas was neg­ otiating for early delivery positions on the production line of the French Concorde and the American supersonic airliners.

On 29.1. it v/as officially announced that TAA would purchase two Beechcraft Queen AirS' for their intra-state services in Tasmania and Qu­ eensland. Negotiations have been made concerning the charter of a Queen- Air to replace the DC-3, VH-TAJ,which inaugurated the Tasmanian services on 28.1. VH-TAJ arrived in Tas. late in Dec. to carry out scenic flights in conjunction with the Sydney - Hobart yacht race. Since then it has been used for crew training and route faimiliarising flights. The is also operating the Hobart - Launceston service while the latter is closed to Viscounts due to re-construction work.

The Sydney freight company of IPEC — Interstate Parcel Express Com­ pany-announced during January that it planned to operate an Australia­ wide freight airline. The company already operates a - Hobart air-freight service with chartered DC-3s, VH-BAA and VH-BAB, owned and operated by Brain and Brown Airfreighters Ltd. The company also announced its intention of applying to the Federal Government for a licence to im­ port a British cargo aircraft.

A contract has been let to prepare Melbourne Airport for Boeing 72? aircraft. The works include the lengthening - by 200 ft.t- and the stren­ gthening of the east-west runway and the widening and stengthening of taxiways. Some sections of the north-south runway will be smoothed.

On 3.1 two Bell 47G helicopters, VH-HTA and VH-UTB owned by Helicop­ ter Utilities, landed oiboard the polar ship 'Nella Dan* in Melbourne. The helicopter's main task will be to find a path for the 'Nella Dan' should pack ice block the way on the way to Wilkes Base in the Antarctic, On 31.1. after returning from theAnbahctic onboard' the 'Nella Dan' VH-UTA and UTB flew from Fremantle to Airport where after the re­ both flew north— moval of their flotation gear and light maintainence 9 ’ one to the Port Hedland area and the other to Darwin.

On 5.1. two Aeroflot Ilyushin IL~l8 aircraft, GCCP-75743 and CCCP- 75845, arrived in Sydney carrying Russian scientists from the AntarctiOj via Christchurch, New Zealand. The aircraft continued on the route to Moscow on 7.1.

South African Airways DC-7B, ZS-DKF, was delayed at Cocos Ipland for several hours on 26.1. as a result of a runaway propellor whilst fly­ ing between Mauritius and Cocos. The aircraft was carrying 50 paspengers and a crew of 15, and was being battered by storpy weather when the trou^ ble started. A DC-4 was sent out from Cocos to escort the DC-7B '; to Cocos where repairs were carried out. A.H.S.A. Journal - 3 - January ISSh

At Avalon (Y±c.) on 29.1. fcooks of the first Mirages to be assembled in Australia were officially handed ^ over to the Minister for Air, Mr. Fairbairn, by the Minister for Supply, Mr. Fairhall. The Prime Minister, Sir Bobert Men- zies, was also present at the ceremony. The Mirage A5-1 was flo?/n to Darwin early in January for the commencement of its tropical trials. A Canberra, a Herc­ ules and fifty men are taking part in the trials which are expected to last six to eight weeks.

Seven Army helicopters took part in an Army field exercise ^.t Puck- apunyal (¥ie.) during January. The exercise, Operation High Hope^, comm­ enced on 24,1. and lasted four days. Five of the aircraft, Bell 47G-25S, AI-.562, -565, -567, -570, and Bell 47G-2A AI-66O flew down from, Amberley, and wez“e noted passing through Tamworth on 17.1 when, rsfuellin.&' The other two helicopters in the exercise were Bell Iroquois from Canberra,

The Minister for Supply,Mr. Fairhall, announced in' early Jan,^ that the tJ.S. Navy had signed a contract for the use of the jindivik pilotless jet target aircraft. The contract, said to be worth about £1 million, follows a series of evaluation, ti-ials hj the HSN la.st year. Australia has already sold Jiadiviks to Britain and .

BREVITIES ; (1) One of MMA's-Fokker Friendships has■ i been fitted with an engine synchronisation system. Known as a.n Auto.matic E.P.M. Synchronisation In- stallation, the system reduces cabin noise to a minimum by keeping the propellors at exactly the same E.P.M. , thus reducing re.sonant vibration. (2) In W.A. on 24.1. a commercial pilot, T.C. Huggett, vias fined £35 for flying a single seat Piper Pawnee from Beverley to Jandakot airfie^-d with a passenger on his knee. The- offence took place on 14,10.63, Early last year, 'somewhere in Vic.', two men were seen to disembark from a Piper Pawnee soon after it landed - one from the cockpit, and che ooher from the hopperS (5) On 24.1. Martin B»57Bi 62-1502, a weather reconnaissance air­ craft from Avalon (Vic,) visited airport for three minutes. It is believed that the aircraft stopped route to Perth to pick up flight plans. Another weather recce. Martin B-57 , 63=^827, was noted at Perth on 29,1. (4) A number of RAAF aircrews and technicians left Australia during January to start a conversion training course in Canada on the Dellaviland Caribou, Also during tne month a party of EAaF ground crew left for Canada and the USA for training in conjunction with the Doppler* radar navigat- ion aid -■ soon to be fitted to the RAAF's Hercules. (5) Six parachutists equalled a world record and set an Australian record at .. Pakenham East (Vic.) on 50.1. by passing a baton between them durSnor a 60 second free-fallfrom Beech 18 'FID. between 12,000 and 4000 ft 0 Contributions to the monthly notes in this issue have been made^by; Norm Weeding, Brian Hay, Ern Flanders, Alistair Goutts, Erxc Allen, Rich^ ard Hourigan, the SA.AJ lMA*s Jetstream^. Bon Gibson, Chris 0*leill and John . Hoptorie A«H.S,A. Journal _ 4 „ January 1964

AUSTMLIAK AIECEAFT RESTOEATIOK GEOUP

The AARG was formed in March 1962 with the object of restoring and preserving aircraft and associated items in Australia, At present the Group's activities are concerntrated in and to date controls (by ownership or by long term loans) the following aircraft

Avro Anson VH-FIAj CAC Wackett-Trainer VH-AGP ex A3-167, CAC Wirraway A20-10, DH Gipsy Moth VH-URV ex A7-79, DHA Tiger Moth "VH-TAA", ex VH-AQMj A17-3775 DAP Beaufighter 21 A8-3285 T,7 A77-707 ex 1H118 and two GAG Boomerang fuselage space frames.

These aircraft are in storage, dismantled, until the Group can obtain a perm­ anent area for their display.

SOGIETY OF LIGMSED AIRGEAFT ERGIMEEES, AUSTRALIA, EESTORIRG QAHTAS EQUIPMENT,

Qantas Empire Airways will, in future years, build a museum at Mascot to house items having historical importance to the Gon^janjr's development, Included will be an Avro 504K (on long term loan from the War Museum at Ganberra), numerous engines, various instrument panels and other items from early Qantas aircraft.

An offer by the Society of Licensed Aircraft Engineers, Australia, to restore this equipment has been accepted by the Museum Gommittee, Work will be on a p’prt- time, voluntary basis with Qantas supplying all tools and equipment necessary.

The SLAE has made a most generous, open invitation for AHSA members to join in this interesting project and® as strongly recommended to members for not only will there be the opportunity to learn from qualified engineers but also- to see the var­ ious developments that have taken place in aeronautical engineering over the years. For further details, members in Sydney should contact the Honorary Secretary of SLAE (Mr. W, G. Garter) at 105 Attunga Road, Yowie Bay, HSW,

"DA VIRGI TO S-PtlTHIK"

In Melbourne, this month, a unique collection, of models owned by Qantas that represent the "Great Breakthroughs in Flight" were given their third public display. Previously they had attracted large crowds in Ganberra and Perth, !

Painstaking research coupled with a high standard of model making conthibut es to the excellence of this display. It traces the attempts by man to fly from ■ Leonardo da Vinci to the Wright Brothers and then having mastered the art goes on to show the development that has taken place up to the Bell X-1 and Sputnik 1, Three of the exhibits are of particular interest to Australia - Lawrence Hargrave'*s boxkite. of 1893, the Smith Brothers' Vickers Yliny G-EAOU and the Fokker Trimotor "Southern- Cross”, The display will be shown throughout the world over the next few years and is well worthwhile seeing.

Honorary Secretary s T. W, Boughton, 113 East Boundary Road, East Bentleigh, S.E.15, V, Honorary Editor s T.W, Boughton, Assistants ? Neil Follett, Jack Pryor, Graham Hayward and Kevin McKay, A.H.S.A. Journal - 5 - January 1964

THE DE HAVILIAM) VAMPISE IH AUSTHALIA

Hy ; Clive A. Lynch*

The de Havilland DH 100, designed to the British Air Ministry Specification E.6/41, for a single seat jet propelled interceptor fighter, was first flown on September 20, 1943 by Geoffrey de Havilland jnr. The prototype, LZ548/G, initially known as the Spider Crab, was later named the Vampire and became the precursor of a large family of military aircraft.

In September 1946 the EAAF ordered COVampires from de Havilland Aircraft Pty Ltd of Bankstown, NSV¥, The Australian-built version was to be powered by the Eolls Royce Kene engine which would be built under licence by the Commonwealth Aircraft Corporation Pty Ltd at Fishermans Bend, Melbourne, as the Nene 2-VH, Prior to the start of production in 1947 a number of senior personnel were sent to England to study all phases of manufacture there.

Pending delivery of the Australian-built Vampires, the EAAF obtained three English-built examples with the view of gaining-experience in the type's operation. In order to distinguish between the Australian and English-built machines, they were allotted different "A" numbers : A78 for the Ehglish machines and A79 for the Australian examples. The three English machines, received were an F,1 A78-1 ex TG431, an F,2 A78-2 ex TX807 and an FB*5 A78-3 ex W465.

A78-2 was one of three Vampires experimentalljr fitted with a Eolls Eoyce . Nene 1 engine in England and can be readily identified by its "elephant ear’’ intakes , It was flown in this guise in Australia and was very similar in appear- ance to the Australian F,30 A79-1 (see photograph).

The first Australian-built Vampire, A79-1, flew on Jxme 29, 1949 and was delivered to the EAAF on September 26, 1949, Of the eighty ordered, the original deliveries were made as F,30's but the last twenty-three were built as FB.Sl's, with clipped wings that were strengthened to permit C8.rriage of up to 2,000 lb,, of bombs and/or rockets. After delivery to the EAAF twenty-eight of the F,30's were subsequently modified to FB,31 standard. Another modification made was the re­ positioning of the "elephant ear" intakes on the bottom of the fuselage - this '.change being necessary to improve the handling characteristics at high Mach nuntoers.

Discussions were held on producing the FB,32 variant but as the production run was nearing completion the project did not proceed. The projected FB,32 differed from the FB,31 by having an ejection seat and an enlarged wing root air intake, the latter being tested on A79-427,

With the introduction overseas of jet training of pilots at the Advanced Flying School stage, the EAAF decided to a.dopt this method also, and orders were placed with de Havilland's for thirty-six DH 115 Vampire Trainers,

These aircraft were designated T,33 and were based on the English Vampire Trainer, i,e, with the frame type canopy, no ejection seats and old type vertical tail surfaces, During production of these machines the EA.N also placed an order for five which would be used to train de Eavilland Sea Venom crews, Designated T,34, they were similar to the EAAF's T,33 but v/ere fitted with "EAN equipment. AflUaSe-A-a Jo\j.mal 6 - Jamary 1964

With the modification overseas of the Yampire Trainer, by the installation of ejection seats, frameless canopies and dorsal fairings from the boom to the tail, A79-836 was selected to have these modifications incorporated while on the production line® At the same time the fuel capacity was increased and other small modifications made. This aircraft thus became the first T,35 and wds re-serialled to A79-600, An order for a further sixty-eight examples was placed by the EAAF.

These modifications, with the exception of the increased fuel capacity, were incorporated into the existing T,33 and T,34 machines which then became T.SSA's andT,34A's respectively.

Aftpr the first two Australian-built aircraft and until the advent of the Vampire Trainer, the individual numbering of the single seat aircraft had been "scrambled" by the RAAF for security purposes. However, with the numbering of the T,33/35A and T,34/34A aircraft in the 800 series and the T,35 aircraft in the 600 series, it was deemed advisable to change some of the serial numbers of th© F.30 and FB'.31 aircraft to prevent any confusion which might arise in Official Eecords, jlhese new serial numbers are shown in parenthesis in the list of constructors and serial numbers at the end of this article.

The RAN ordered a further T,34A to replace one of the original five that was lost in an accident, In addition to the Australian examples the EAN have imported four English-built Sea Yampire T.22 aircraft, which, like other English machineSjhave retained their original serial numbers (XAlOl, XA167, XG766, XG770),

The normal colour scheme for the Vampires in EAAF service is silver all oveir, with roundels on upper and lower wing surfaces, with kangaroo roundels on the tail booms jdst aft of the wings together with fin flashes on both sides of each fin, The EAH aircraft are marked the same with the exception that kangaroo roundels are also used on the wings, the kangaroo facing forward as on the tail booms.

With various Squadrons and Units using the Yampire it is not unusual for a number of colourful markings to be seen. Probably the most outstanding selection'^Of markings can be seen at the Williamtown Base, NSW, A selection of markings used is presented later in this article.

The most ostentatious colour scheme of all was applied to A79-333 while used as a target-tug at Williamtown - alternative blapk and yellow stripej,., .^were used to aid sighting and identification.

No,2 (f) O.T.U. was noted for its ma.rkings - A79-321 bore the pennant of an Air Commodore and was named "Cleo", Host of the single seat.Vampires and some of the Trainers also carried the Devil badge on the nose (see diagram below). When the unit was redesignated No,2 (f) O.C.U, a new marking on the rudders was used in place of the Devil badge. This consisted of altenative black,and yellow stripes with a black outlined circle enclosing a letter C, inside of which was painted the letter U, This gave the effect of OCU and was used until late I960 when it was replaced by a Tigefs Head (see diagrams below). A.H.S.A. Journal •- y o- January 1964

With the reformtion of No. 76 (p) Squadron in 1960, and upon its initial equipment with Vampire T,35 and T,35A aircraft, yet another marking appeared on the Vamp)ire*s rudders. This time it was hlack and deep orange squares with a white circle in the middle upon which was a black Pantherb Head with red tongue and green ©yes.

The third unit at WillamtoYm,, No, 75 (F) Squadron, also has a coUple of Vampire Trainers allotted to it for instrument flying training, Their rudders have a band of black and white diamonds with a white circle outlined in black in the centre that bears the black top hat and cane.

Citizen Air Force Squadrons which used the Vampire decorated them with their markings, two notable examples being No, 21 (City of Melbourne) and No, 25 (Ciiy of Pqrth) Squadrons, The No, 21 Squadron insignia was a streamlined Eagle over which the numerals 21 were superimposed and later this was simplified even further (see diagrams below). The No, 25 Squadron insignia was a black swan surrounded by the lettering "No, 25 City of Perth Fighter Squadron", These markings for both Squadrons were located on the fo3rward fuselage, generally under the cockpit.

Vampire aircraft in service at the Central Flying School at East Sale, Vic­ toria, have their nose, tail and wing tips .painted Yrith orange day-glo. This has displaced the fin flash on the rudder and the last two digits of the serial number are repeated on each side of the nose.

The Vampires used at No, 1 Advanced Flying Training School at Pearce, W,A, are painted in a similar manner to those used at the Central Flying School,

Technical Data

Mark Number F„1 FB,31 T, 33/34/35 Engine DH Goblin 2 CAC Nene 2-VH DH Goblin 35 3,100 Ib.s.t, 5,000 Ib.s.t, 3,500 Ib.s.t, Span 40' 0" 38* 0" 38' 0" Length 30' 9" 30' 9" ' ' 34' 6|" Weight - tare 6,372 lb, 7,600 lb. • 7,380 lb. - max. 10,480 lb. 11,000 lb, 11,150 lb. Speed 531 mph © + 548 raph © 538 mph @ +++ 17,500 ft, 30,000 ft. sea level Armament 4x20 mm can. 4x20 ram can, T,34- nil bombs and T.33/35- 2x20 mm rockets can. + Fighters Vol, 2 by William Green ++ Jane's All the Worlds Aircraft +++ De Havilland Aircraft by A.J. Jackson

The author wishes to acknowledge the extensive assistance given to him by de Havilland Aircraft Pty Ltd in providing information and the serial number/ constructor’s number relationships that have been used in this article.

A A.H.S.A. Journal - 8 - January 1964

DHA Vampires - Constructor's/Serial/kark Humber Relationships

DHA No. A79- Mark No. DEA No. A79- Mark No,

4001 1 F.30 4051 178 F.3G/FB,31 4002 2 F.30 4052 536 F.30/FB.31 4005 560 F.30 4053 390 F,30/FB.31 4004 484 F,30 4054 215 F,30/fB.31 4005 586 F.30 4055 609 (409) F.30/FB.31 4006 227 (427) F.30/FB,32 + 4056 36 F.30/FB.31 4007 687 (487) F,30 4057 91 F.30/FB.31 4008 973 F.30 4058 564 FB.31 400d 309 F,30 4059 175 FB.31 4010 170 F.30 4060 622 (422) FB.31 4011 375 F,30 4061 985 FB.31 4012 24 F.30 4062 552 FB,31 4013 109 F.30 4063 520 FB,31 4014 83 (443) F,30 4064 160 FB.31 4015 762 F.30 4065 111 FB.31 4016 453 F.30 4066 308 FB.31 4017 914 F.30 4067 915 FB.31 4018 876 (476) F.30 4068 217 FB,31 4019 153 F.30 4069 440 FB,31 4020 18 F.30 4070 9 FB,31 4021 263 F,30 4071 593 FB.31 4022 529 F.30 4072 934 FB.31 4023 737 F . 30/l?'B .32 + 4073 844 (444) FB.31 4024 796 F.30 4074 633 (433) FB.31 4025 89 F.30 4075 151 FB.31 4026 650 (450) F,30 4076 467 FB,31 4b27 777 F.30 4077 514 FB.3i 4028 321 F,30 4078 408 FB.31 4029 14 F.30 4079 733 FB.31 4030 165 F,30/FB,31 4080 282 FB.31 4031 942 F.30/FB.31 4081 801 T.33/T.35A 4032 872 (472) F.30/FB.31 to to 4033 567 F.30/FB.31 4104 824 T,33/r.35A 4034 333 F,30/FB.31 4105 837 T,34/T.34A 4035 704 F.30/FB.31 to to 4036 862 (462) F.30/fB,31 4109 . 841 T.34/T.34A 4037 115 F.30/FB.31 4110 825 T.33/T.35A 4038 76 F.30/FB.31 to to 4039 202 F,30/FB.31 4120 835 T,33/r.36A 4040 187 F,30/FB.31 4121 600 ++ T.35 4041 996 F.30/FB.31 to to 4042 754 F,30/FB.31 4131 610 T,35 4043 199 F,30/FB.31 4132 842 T.34A 4044 60 F.30/FB.31 4133 611 T,35 4045 235 F.30/FB.31 to to 4046 550 F.30/FB.31 4190 668 T.36 4047 F,30/FB.31 901 ; 4048 5 F.30/FB.31 + interim aircraft only 4049 275 F.30/FB^31.. -H- originally a T,33 A79-836 4050 674 (474) F,30/FB.31 new serial numbers are in parenthesis A.H.S.Aa Journal - 9 January 1964

VAMPIEE MAHKINGS

C (§) A79-777

F.SO A79-777

reck ^blc\cW . ^ellou) -y A79-lil

FB,31 A79-111

yellolO

NAVYUK.A>J

T,34 A79-837

B L u E

Al<5-t4-l No.2 (F) OCU No. 2 (F) OCU

No* 76 (F) Squadron €

,N0.2 r.Uy A7

Devil Insignia No. 2 (F) OTU No. 21 (City of Melbourne) Squadron (red with white lettering). Insignia (early and later versions). A.H.S.A, Jcxxrnal 10 - Jamary 1964

WEAVER AM) LOCK VAMPIBE A79-985 by Ern Flanders

While being floTOi by a pilot named Stock, initials and rank with No, 25 City of Perth Sqd, unknown, this aircraft caught fir© and was forced landed near Pearce, During this it collided with a cow and a tree before coming to rest, the pilot escaping without injury. The airframe, less fuselage nose, was solj ,to Weaver and Lock Ltd, a soft drink manufacturer in Perth, early in 1957 Tstoh after some months erected it to form a novel advertising sign for their products, ' Initially it was erected near Perth Airport but was later moved to its present position.at Armadale,

VAMPIRES SCRAPPED AT TOCUI/IWAL AND WAGGA. NSW by John “Hopton/Dick Hourigan

During visits to the former RAAF aerodrome at , NSW, in October and November 1961 the following thirty-on© aircraft were noted in various stages of destruction j-

A79-2, -9, -18, -24, -76, -91, -115, -133,-151, -235,-263, -282, -309, -321, -390, -408, -409, -443, -444, -472, -484, -487, -550, -633, -762, -796, -844, -901, -934, -942, -996.

A number of these machines were used by No, 2 (F) O.T.U, and had colour schemes which differedi from that shown on A79-lllo' Some used the new type kangaroo roundel while others were apparently retired before this marking came into effect. Typical exaii^iles found were s-

A79-2 red nose. Devil insignia, -red wing tips and roundels, A79-18 silver all over. Devil insignia and kangaroo roundels. A79-24 silver all over, large ”24” on nose, radio call sign VM-ljFD, A79-91 fuselage only - black nose. Devil insignia, A79-133 semi-complete - silver nose, red wing tips and roundels. A79-282 fhselage and booms only - black nose. Devil insignia, two three inch black bands on booms and roundels. A79-484 semi-complete - silver allover with roundel.

Paint colours used for the old type roundel and the present kangaroo roundel differed,, most markedly, examples noted ranged from a light bright blue to a dark almost purple blue. Similarly differences were noted in the reds but the'range wqs not as wide as the blue. These examples suggest that the present craze to accurately identify paint colours used on military aircraft, particularly of the WW 2 period, is both wrong and without foundation for a general case. For spec­ ific cases actual colour samples would be necessary to determine the colour.

Two of the English Vampires, A78-2 and A78-3, the latter after serving as Instructional Aircraft No. 1, were used for firefighting practice at Wagga late in 1962.

VAMPIEES ON DISPLAY ETC

A79-422 This aircraft replaced the Beaufighter A8-328 late in 1962 at the Lord Mayor's Holiday Can^i at Portsea, Victoria, Its present condition can only be described as battered* A79-36 At Claremont, Perth, (see pp.l5 of Vol. Ill) A79-202 At North Adelaide, (see pp, 22, 30 of Vo3. Ill) 4 A.H.S.A. JOURNAL Supplement iii JANUARY 1964

THE IN AUSTRALIA

A78-1 Vampire F . 1. Note blue and A79-1 Vampire F.30. At Bankstown, white roundels and fin flash. June 1949 showing air intakes on top of Photograph taken about 1946. RAAF fuselage. De Havilland Aircraft.

im liii ■il

Ilil liiiii _ ‘ * iliii . *****

ii I ■ iijiWiiiii ■ iliiliiillMlB

A79-160 Vampire FB.31. This view A79-333 Vampire FB.30/FB.31. At shows the air intakes under the fuselage. Williamtown, N.S.W., when used as a John Hopton. target tug. RAAF

■■■■■■■■I

ii

iltiiliili ____

A79-838 Vampire T.34/T.34A A79-628 Vampire T.35 . Photographed Compare this aircraft's markings at East Sale, Vic., before application with the T. 34 on pp. 9. of Day-Glo. John Hopton. Peter Ricketts. A.H»S,A. Journal Supplement i January 1964

AUSTRALIAN CIVIL REGISTER.

ADDITIONS

AGO DH 84A Dragon 2045 11#63 Queensland Airplanters Pty Ltd, Dandaberge Q» BIC Piper PASO 30#114 12o63 TeAoBarrett Pty Ltd, Orange, NSWe CNE Victa Airtourer 115 • 32 12„6S Northem Rivers Aero Club, Lismore, NSW® DEJ Cessna 180A 50178 12.63 Aerial Agriculture Ltd, BankstoTOi, NSW* DIU Cessna 172E 172-50678 1.64 Res; ATiation Ltd, Bankstoim, NSW# DIV Cessna 182G 182-55066 1.64 Queensland Airplanters Pty Ltd, Bundaberg, Q« GMD Hughes 269A 0268 12.63 GoMoDis'her, Syrania, NSYlf. IDG DHC-2 Bea^’-er 1531 1.64 AerieJ. Agrioultur© Ltd, Bankstomi, NSW# IHE Hughes 269A 0257 12.63 International Helicopters Pty Ltd, Moorabbin, Vo MBE Cessna 182G 182-55068 12.63 MaJeMoxTiam,' Murreiirombie, Girilambone, NSW# MEA Piper PA23-250 Aztec 27.2435 11.63 Millard O’Sullivan Aviation Pty Ltd, Perth, WA» PQA Piaggio P#166B 410 12.63 Queensland Airlines Pty Ltd, , Q» RLU Cessna 210-5 205-0176 12.63 Rsx Aviation Ltd, Bankstown, NSW# RLW Cessna 336 336-0005 1.64 Rex Aviation Ltd, Bankstown, NSW# RVM Victa Airtourer 100 40 12.63 Royal Victorian Aero Club, Moorabbin, V® STO Cessna 185 185-0014 1.64 STOL Air Seryises Ltd, , P# TPW Victa Airtourer 115 33 1.64 Townsville Aero Club, Townsville, Q« TPY Victa Airtourer 115 35 1.64 ToTO.sTii].e Aero Club, Townsville, Q# TON Piper PASO 30.150 12.63 ToEoWardle Pty Ltd, Perth, WA.

Previous Identities s AGC AGC, RLW N1705Z®

CHANGES OF REGISTRATION ex CRB Cessna 172B 172-47754 1.64 K. Ball, Cheiteiiham, V® CEB DEN Cessna 172D 172-49695 12.63 Ro Lewis, Bourks, NSW# MBE EMC Cessna 150D 150-60092 12.63 Navair Pty Ltd, Parramatta, NSW® RLV RQX Cessna 150 150-17232 7.6S Royal Queensland Aero Club, Bris. CYI DELETIONS

AQF DH 8EA 214 3.63 SOE OR ASC DH SEA 428 10.63 SOR OR AUY DH 82A 83153 12.63 SOE OR BJD DH 82A 1034 10.62 SOR OR BEE Short S#25/V 12.63 SOR OR Scuttled at sea 5#12.63 (July 1963) BYP Auster J5G 2945 12.63 SOE OR OTiOier not to renew CofA before June# FA? Miles M75 75.1002 12.63 WFS DCA Policy FIG Cessna 185A ? 185-0444 10.63 CR 21.10®63 Mt. Bullengarook (October 1963)

PROBABLE TdTRIT E-OFF

2.1.64 VH-FEI CESSNA 180F (c/n 180-51309)t Landed into sea after engine failure near Tumleo Island while on a flight from Sissano to Aitape, HJ, The pilot, Mark Dignam, received minor cuts etc in the crash and spent about six hours in the sea before being rescued. A«H«S.A« Journal Supplement ii January”'19 64

10.1.64 VH-UTJ BELL 47G-3B-1 (c/n 2802)^ Crashed onto the slopes of Mt, Otto, NG, Y/hile on charter to the Department of Lands. The pilot and! passenger (W, Eivers and H.Bradley) were not injured and were later flown out hy another heli*- copter.

26,1.64 VH-CXF CESSEA 180 (c/n 32672) s Crashed near Canowindm, ISW, while oropdusting, The pilot, Terry Breen, received nultiple fractures of the arm, leg and foot plus facial injuries and was later flown to Sydney for farther hospital treatment.

30,1.64 YH-EAP DH,. 82A TIGEE MOTH (e/n 973) i Crashed near Camden, ISW, almost completely demolishing the airframe# The pilot received a broloen ankle, facial cuts and possible hack injuries when thj'own clear from the aircraft*

DOUGLAS DAKOTA YH-EDD A VETEEAN EETUEKfS TO THE FOLD

In the past decade many aircraft designers and manufacturers have hopefully announced their Douglas DC-3 replacement. Only a few have managed to displace ' the DC-3, notably the Fokker F.27 family, but still the veteran remains in large- scale use thrcughout the world. Even Qantas who are at present placing ordera for their supersonic transport still have a requirement for the type and have recently repurchased one of their; original DC^Ss,

This particular example, c/n 25367, has used the following identities 43-48106 USAAC as a C-47A-30-DK A65i57 EAiF using radio call sign YH-CYE YH-E40 Qantas in January 1947, On 15,1,47 it Tsas used to inaugurate the Lae-Hollandia service. Later in 1956 H,E,H, the Duke of Edinburgh flew in it during his Papua- Tour, . YH-EBX Change of registration bn 15,8,57 YH-SBH Trans-Australia Airlines on 1,9,60 X-18 N,E,I# Air Force, August 1962 Sold to Jones and Guerro, Guam, but delivered to their Manila Branch in November 1962, Not registered while in the Phillipines. YH-EDD Qantas, Jianuary 1964. The colour scheme when received is • depicted below but will soon be changed to the normal red and white as used on the other Qantas aircraft.

re-c^ ujavn»ng

VH|-EDD

J'uselage colour line Colour scheme z White top with red VQANTAS*^ fuselage has alternate hands of green and grey ^ grey under surfaceS| registration letters^ VH-EDD, are square-cut and painted white on the fuselage and wings®