Within the Striking by Night exhibition of the Australian War Memorial sits some of the most famous World War Two aircraft produced by German aviation company Messerschmitt AG. The jewel in the crown is a Messerschmitt Me-262A2 Schwalbe (Swallow), the world’s first fully operational jet aircraft. This example is known as “Black X” because of the distinctive Luftwaffe KG 51 unit markings on the nose wheel undercarriage door and fuselage.

Although the first jet engined prototype of the Messerschmitt Me-262A flew in 1942, it did not reach operational status until April 1944. The introduction of the jet fighter was delayed for a number of reasons but the main reason was that Hitler wanted them to carry bombs, while the Luftwaffe wanted them to be a fighter only, to intercept the Allied bombers raining destruction all over the Reich (which was also causing a shortage in parts and fuel and delaying production and deployment even further). It took a while to prove the advantages of a jet fighter.

With its high-speed, Luftwaffe General and air ace Adolf Galland with 104 aerial victories (7 victories flying the Me-262 whilst commanding JV44 between March 1945 and May 1945) described the Me-262 “as if angels were pushing“ (the two Junkers Jumo 109-004B axial-flow turbojets enabled a maximum speed of 900 km/h or 559 mph). With 4 hard-hitting 30mm cannons (plus some were fitted with R4M underwing anti-aircraft rockets) the Me-262 could inflict plenty of damage on Allied bombers but the delay in service entry was a mistake that cost the Luftwaffe dearly in deploying a technological edge in a timely manner to protect their airspace.

There was also an element of shock and awe amongst Allied pilots when they first saw the new jets slicing through the sky at incredible speeds, unleashing hell as they zipped through bomber formations. This advantage was short lived though and Allied tactics were soon put into action to deal with the German jet menace.

Luftwaffe Me-262 pilots claimed a total of 542 Allied air to air victories in their deployment from April 1944 to May 1945 but they were restricted by engine problems, fuel shortages and Allied attacks on their air bases (the best time to hit an Me-262 was when it was most vulnerable and that was when it was landing and short on fuel or already on the ground). Over 1,400 were manufactured with losses reported as only 100 in air to air combat but up to 1,200 Me-262’s were destroyed on the ground! The jet age had come and changed air combat forever but it was all too late to help the battered Luftwaffe turn the tide of the air war over occupied Europe and Germany.

Australian bomber crews flying with RAF Bomber Command encountered Me-262’s over Europe and an Australian pilot flying in the RAF, Squadron Leader F.A.O Tony Gaze OAM DFC and 2 Bars was the first Australian to shoot one down while flying Supermarine Spitfire Mk.XIV DW-F with RAF No. 610 Squadron on February 14th, 1945 (the Me-262A-2 of I./KG51 was flown by Fw. Rudolf Hoffman and was shot down over Emmrich on Rhine, Germany). Tony Gaze also shot down a Luftwaffe Arado Ar-234 jet bomber on April 12th, 1945 and became the first Australian to fly a jet in combat when he the flew a Gloster Meteor III jet fighter with RAF 616 Squadron in 1945. His final air to air tally was 12.5 victories (11 destroyed and 3 shared), 4 probables and one V-1 flying bomb (plus damage to 1 Messerschmitt Bf-109E and 4 Focke-Wulf Fw-190 fighters).

Given the link of the Me-262 type to Australian military operations, this example was presented to Australia as a war trophy following British testing at the end of the war. The Australian War Memorial Me-262A2 was manufactured by Messerschmitt at Regensburg-Obertraubling, Germany in March 1945 (Work Number 500200) as a fighter-bomber version and flew with the Luftwaffe Kampfgeschwader 51 (KG 51 – Battle Wing 51) in its final months of operation in 1945 in Czechoslovakia. KG 51 reportedly had less than 40 Me-262’s at any given time and were tasked with fighter-bomber and bomber intercept missions against Allied bomber formations from mid 1944 until May 1945.

In May 1945 the Me-262 was flown by pilot Lieutenant Froelich to Fassberg Airfield, Germany that was then in Allied territory and surrendered to the British. In late August 1945 it was flown out of Germany, arriving on September 6th, 1945 at the Royal Aircraft Establishment in Farnborough, UK for testing  where it was flown nine times by test pilots before being sent to Australia.

The aircraft was displayed at the Australian War Memorial from 1955 until around 1970 and then loaned to RAAF Museum, Point Cook, Victoria. Following preservation work the aircraft was put back on display at the Australian War Memorial circa 1985.

The aircraft is said to have evidence that its guns were fired in combat (the spent cartridge chutes are apparently dented indicating shell ejection) and is unique in that it is the only one left with the original 1945 thin coating of German paint work. Additional paint work on the fuselage includes the 1945 British Air Ministry markings whilst under testing at Farnborough (“P” for prototype and “AIR MIN 81” – it also had British roundels painted over the German markings prior to restoration work) and a 1950’s era over-paint by the RAAF.

References:

Australian War Memorial – Me-262

Tony Gaze website

Wikipedia – Me-262

In the World War Two gallery of the Australian War Memorial in Canberra sits elevated above relics of Australia’s North African campaigns a classic warrior of the skies, a Supermarine Spitfire Mk.IIa fighter. The Spitfire is one of the most famous fighters of that era and had an excellent combat record flying with Allied nations in all theatres of World War Two (alongside the Hawker Hurricane the Supermarine Spitfire and RAF pilots stood tall during the Battle of Britain in 1940 and beyond).  20,351 Spitfires of 40 different variants were manufactured between 1936 and 1948 for use in air defence, ground attack and reconnaissance duties.

Initially RAF serialled Spitfire aircraft flew with RAAF No. 450, 452, 453 and 457 Squadrons in Europe. 656 RAAF serialled Spitfires were delivered between August 1942 and June 1945 (246 Mk.Vc, 251 Mk.VIII and 159 HF Mk.VIII variants). These fighters operated in Australia and the South West Pacific theatre with RAAF No. 79 and 85 Squadrons along with the redeployed RAAF No 452 and 457 Squadrons. Replaced by North American/CAC P-51D Mustang fighters in 1945, the RAAF retired and disposed of the Spitfire fleet between 1946 and 1952.

This particular Spitfire Mk.IIa (registration number P7973) was manufactured by Vickers Armstrong Ltd. in Birmingham, UK in 1941. The aircraft served with numerous units in Europe and the Middle East, including RAF No. 222 (Natal) Squadron, RAAF No. 452 Squadron (in mid 1941), RAF No. 313 (Czech) Squadron, a number of operational training units and the Central Gunnery school.

Despite numerous operators, the significance to the RAAF of this particular airframe was that it was flown by famous Australian air ace and Melbourne Australian Rules footballer, Squadron Leader Keith William ‘Bluey’ Truscott (May 17th, 1916 – March 28th, 1943) who flew it with RAAF No. 452 Squadron and gained his first air to air victory in this fighter in August 1941. He went on to achieve a tally of 16 air to air victories, 3 probables and 3 damaged.

In his first 3 months of flying in Europe from May 1941, ‘Bluey’ Truscott had scored 11 German victories,  was promoted to Flight Commander and awarded the Distinguished Flying Cross (DFC) for his bravery. In January 1942 he was promoted to acting Squadron Leader before returning to Australia in March 1942 and soon receiving a bar to his DFC.

Now with RAAF No. 76 Squadron in Australia flying Curtiss P-40 Kittyhawk fighters, the squadron deployed to Milne Bay in New Guinea in July 1942 and soon commenced combat operations against the invading Japanese forces. By August 1942 he was Squadron Commander and later that year No. 76 Squadron redeployed to Darwin. He had racked up 5 Japanese victories in the South West Pacific theatre before relocating again to Western Australia in February 1943.

Sadly on March 28th, 1943 ‘Bluey’ Truscott died when he crashed into the sea during a training flight, after misjudging his height during a mock attack run on a low-flying PBY Catalina flying boat over the Exmouth Gulf off Western Australia. A great hero was lost that day.

Allocated to the Australian War Memorial in 1944 the Spitfire arrived in Australia in 1945. Uniquely it retains the original World War Two paint scheme and is a fitting memorial to Squadron Leader Keith ‘Bluey’ Truscott.

It is not very often you get a chance to take a closer look at what is under the engine cowling of an original World War Two, German Luftwaffe Focke-Wulf Fw-190A-5 fighter known as the Würger or “Butcher Bird” (for its lethal reputation and heavy armament of MG151 20mm cannons and MG131 13mm machine guns). I was lucky enough to do just that this week at the Flying Heritage Collection (FHC are constantly maintaining their aircraft, especially leading up to the summer flying season). Look at that mighty and original BMW 801 D-2 radial engine!

This aircraft (Werknummer 151227) was manufactured in 1943 and is an Fw-190A-5/U3 variant which was used as a ground attack fighter (a Jabo). It could carry drop tanks and bombs along with its 2 x MG131 machine guns and 2 x MG151 cannons (instead of the 4 fitted to other fighter variants).

This Fw-190A-5 served on the Eastern Front near Leningrad with Jagdgeschwader 54 Grünherz (JG54 Green Heart – fighter wing 54) and crashed whilst attacking a Soviet supply train on July 9th, 1943. The pilot became a prisoner of war but this aircraft sat deep in inaccessible marshlands, slowly being surrounded by a growing forest. It pretty much sat there untouched until rediscovered and recovered in the late 1980’s. Following a long restoration it was first returned to flight in 2010 and continues to be a hit at FHC Flying Days.

Empire Air Training Scheme – RAAF Ballarat

Flying began in 1914 at the site of what is today the Ballarat Airport in Victoria but military flying did not commence until World War Two. The RAAF airbase was established there in 1940 with No. 1 Wireless Air Gunners School (WAGS) under the Empire Air Training Scheme (EATS) using Avro Anson multi engined and CAC CA-6 Wackett single engined training aircraft. This was one of only three WAGS training facilities in Australia and the only one in Victoria. The Anson was a stable platform for crews to hone their skills.

EATS was part of a December 1939 agreement between Great Britain and her Commonwealth dominions, primarily Australia and Canada, to train 50,000 aircrew members per year for the greater cause of fighting Axis forces. Australia agreed to train 28,000 RAAF aircrew over a three-year period including pilots, navigators, observers, bombardiers, wireless operators and air gunners. The flight training program commenced in Australia in April 1940 and by the end of 1941 there were 28 EATS schools in eastern Australia. By the time the scheme was wound back in October 1944 and officially ended on March 31st, 1945 the RAAF had trained 37,000 aircrew!

By 1941 there were 800 RAAF personnel stationed at Ballarat and by the end of March 1942 the base had trained 1,238 airmen in the operation of aircraft radio equipment and machine guns. Radar training was added to the program at Ballarat in 1945 (many of the schools Anson aircraft had a nose radar antenna fitted) and some of the Consolidated B-24 Liberator bombers and crews from RAAF No.7 Operational Training Unit (based at RAAF Tocumwal) were stationed in Ballarat for a period of time to complete radar training. When the last wireless operator course was completed in May 1945 the base had trained 5, 025 airmen.

In addition to RAAF operations, the Ballarat base was expanded in 1942 following the entry of the United States into the war with the construction of the Liberator Air Strip (opposite the airbase along what is airport road today). Up to 80 USAAF aircraft, predominately Consolidated B-24 Liberator bombers and associated personnel were stationed at Ballarat for a couple of months to prepare for the commencement of long-range bombing missions against Japan (they were camped in the field alongside the Liberator Air Strip). As the war progressed and the Japanese threat to Australia reduced, the USAAF bombers moved to northern Australia.

After the war the No. 1 Wireless Air Gunners School (WAGS) disbanded in January 1946 and the 72 Avro Anson aircraft they operated were sold for scrap by the RAAF in 1947/1948 for just £15 each! Despite the disbandment of No. 1 WAGS an RAAF presence would continue as the RAAF School of Radio which would remain in operation in Ballarat until 1961 (the school then moved to RAAF Laverton). The air base then became the property of the Ballarat Council and the city airport.

Ballarat Airport Heritage

As a result of twenty-one years of RAAF operations the Ballarat airport still has many old RAAF buildings (around 33 buildings) such as the base headquarters, hangars, barracks, the Officers and Sergeants messes, radio huts, halls etc. which are today used by various aviation firms, the Ballarat Aviation Museum, motoring clubs, various community organizations and the Friends of the Anson Air Museum (predominately they are the survivors of the original 160+ prefabricated ‘P-Type Huts’ and four Bellman Hangars – never designed to be permanent buildings it is amazing so many of the original buildings still survive!). The Ballarat Airport is the most intact of the surviving Victorian Empire Air Training Scheme training bases and was added to the Victorian Heritage Register in 2007.

Friends of the Anson Air Museum

The Friends of the Anson Air Museum has been located on the edge of the airport in an old RAAF gymnasium building since 2000 (along Airport Road). Inside you will find fantastic ongoing grass-roots restoration project of a former RAAF Avro Anson Mk.I twin-engine aircraft that was used for radio, navigation and gunnery training right there at Ballarat during World War Two. This is not just a museum but an active workshop where you can see restoration work being completed on the aircraft (being restored for static display only).

This project lead by Alan J. Penhall with the aid of dedicated volunteers has been a labour of love over many years securing Avro Anson aircraft parts and airframes from various farms where they were used as scrap and parts dumps around the country (particularly South Australia and Victoria). By the 1970’s these were mostly just airframe skeletons!

Alan like most of us is an aviation buff who started out building aircraft models but wanted to take it a big step further!With the help of word of mouth and contacts he scoured these places to save as many airframes as possible to not only restore his own Anson project but also others around the country. Initially he stored and worked on the restoration project at his home workshop but this was soon outgrown and moved to bigger premises.

I visited the museum in April 2016 and was given a great overview of RAAF and USAAF operations at Ballarat by Alan. The Avro Anson Mk.I being restored is made up of a number of former RAAF aircraft (predominately LV238, LV284, MG436 and MH237) and the airframe is around 80% of LV284 which entered service in 1943 and was operated by No. 1 WAGS at Ballarat from September 1944.

The wooden wings are long gone and will not be added to this restoration. This is a typical problem as the wings were hacked off outboard of the engines when sold as scrap by the RAAF to transport them more easily plus also to avoid them returning to the air I guess? There is also no room in the building to add wings to this Anson restoration! As you can see in my photos one of the restored Armstrong-Siddely Cheetah IX engines has been installed and the second will eventually follow.

Much work has been completed on the interior cockpit cabin where the pilot, optional co-pilot (the aircraft is fitted out with dual controls), navigator/bombardier and wireless air gunner sat and operated the aircraft and its equipment and weapons. I found it quite interesting being inside the cabin as it gives you a greater appreciation of the relatively cramped space the crews operated in whilst the aircraft was in motion!

The turret fitted to the aircraft is actually from a DAP (Bristol) Beaufort torpedo bomber (they were fitted to some RAAF Anson aircraft). The museum does also have the frame of the more standard Armstrong Whitworth turret at the museum, which may one day be installed into the aircraft.

In addition to the main Anson restoration project there are two additional Avro Anson cockpit sections (one is AW483) and a fantastic collection of military aviation photos from Ballarat, along with uniforms, aircraft radios, memorabilia, artifacts, aircraft models, newspaper articles and other historical information including a map and information of RAAF Avro Anson crash sites across East Gippsland. Numerous items in the museum have been donated to the collection.

The museum was awarded a Conservation of a Heritage Place or Historic Collection (Community) – Special Commendation in the 2015 Ballarat Heritage Awards and is well deserved for preserving the legacy of Ballarat aviation history. Please visit this restoration project and museum if you are in Ballarat, it is a really interesting piece of local history where you will learn there is more to Ballarat than just the 1850’s gold rush!

The Friends of the Anson Air Museum (Airport Road, Ballarat, Victoria) is open weekends and public holidays from 1pm to 5pm or by arrangement. Alan J. Penhall can be contacted via avromuseum@gmail.com or telephone (03) 5332 4651. Everything in regards to the restoration and museum is done on a shoestring budget with the aid of donations from museum visitors, so any contribution to help complete the project would no doubt be greatly appreciated! I would like to personally thank Alan for his time and being so welcome during my visit in to the museum in April 2016. Much appreciated!

References:

ADF-Serials: Avro Anson

Australian War Memorial – Empire Air Training Scheme

Ballarat Airport History

RAAF Museum: RAAF Base Ballarat

Victorian Heritage Database – Former Ballarat RAAF Base

The Flying Heritage Collection 1942 Supermarine Spitfire Mk.Vc (AR-614) looks resplendent as the last light of the day floods through the windows of the hangar door during a recent visit to the museum. This aircraft wears the markings of Royal Air Force No. 312 (Czech) Squadron (AR-614 / DU-Z). The aircraft was allocated to the squadron on September 11th, 1942 and was flown by Squadron Leader Tomas Vybiral. It is kept in immaculate flying condition and is a regular performer at museum flying days and local airshows.

Paine Field, Washington – May 21st, 2016: This year the annual Paine Field Aviation Day started out on a grey and rainy day but fortunately the cloud and rain lifted enough to get some flying in! Aircraft participating in the flight displays on the day included those from the Flying Heritage Collection (Curtiss P-40C Tomahawk and Republic P-47D Thunderbolt), Historic Flight Foundation (Grumman F7F Tigercat & Grumman F8F Bearcat), the Cascade Warbirds (IAR-823’s, Nanchang CJ-6, North American SNJ, North American T-28’s, Ryan Navion’s) and the Olympic Flight Museum (Goodyear FG1D Corsair). Despite the inclement weather it was a great day!

The Australian aviation industry was in a fledgling state in the 1930’s. With the potential for war brewing in Europe, discussions between the Australian government and numerous companies such as BHP and General Motors Holden began in 1935 to establish a modern aviation company to produce military aircraft and engines.

Within a few short years and accelerated by wartime conditions the Australian aviation industry went from a small and very humble operation to some 44,000 people (plus 10,000 subcontractors) working at its peak in 1944 in four main aircraft factories and numerous annexes (up from just 5,000 people in 1940). These people would help the war effort enormously by producing approximately 3,500 aircraft for the Royal Australian Air Force (RAAF) to train its pilots and take the fight to the Axis enemies. The Department of Aircraft Production (more on this manufacturer in a future post) along with the Commonwealth Aircraft Corporation were the mainstay of the Australian aviation industry during this crucial time in history.

Commonwealth Aircraft Corporation

The Commonwealth Aircraft Corporation (CAC) of Australia was incorporated on October 17^th, 1936 and by September 1937 a factory had been constructed at Fishermen’s Bend in Port Melbourne, Victoria on 140 acres of land purchased by the Victorian government (they also established an airfield at the same location). Lawrence Wackett (1896-1982), the “father of the Australian aircraft industry” was appointed General Manager of CAC and he was integral to the design and development of the early aircraft produced by the company, including the two-seat, low wing monoplane, CAC Wirraway trainer and general purpose aircraft (later to be used in combat roles and as a squadron “hack” aircraft).

With a wealth of aviation experience, Lawrence Wackett was perfect for the job. He had flown with the Australian Flying Corps as combat pilot from 1915-1919 (awarded the Distinguished Flying Cross for bravery in 1918), served as an officer in the new Royal Australian Air Force from 1921, during which time he qualified as an aeronautical engineer and studied aircraft design, to later command the RAAF Experimental Section in Randwick, Sydney, NSW (established January 1924). During this time he developed four experimental military aircraft which were used for testing and training purposes but none went into production (Widgeon I & II flying boats and Warrigal I & II trainers).

The RAAF Experimental Section was closed in 1930 and Wackett resigned from the RAAF with the rank of Wing Commander. He continued his work on aircraft design with private firms but also continued to work with the RAAF on various projects.

CA-1/3/5/7/8/9/16 Wirraway

In 1936 Wackett lead a technical team to the United States and Europe to find a suitable aircraft to be constructed in Australia. The team selected the North American NA-16 trainer which would later be developed into the NA-33 training aircraft known as the AT-6/T-6 Texan, SNJ and Harvard (USAAF/USAF, US Navy and Commonwealth nations). The CAC Wirraway was a licence-built derivative of this aircraft and a single NA-16 (fixed undercarriage) and NA-33 aircraft were purchased and transported from the United States to Australia in 1937 to act as prototypes for the Wirraway design (receiving Australian serial numbers A20-1 and A20-2).

The CAC Wirraway used the same basic engine as the T-6 Texan/Harvard, a 600hp Pratt & Whitney R-1340 Wasp 9 cylinder air-cooled radial engine (licence-built by CAC) but had a number of key design differences from the original North American NA-16/NA-33 aircraft. These included a D shaped tail, a revised tailplane, a revised wing with more rounded wingtips, a larger air intake under the radial engine, two forward firing 0.303 in (7.62 mm) Vickers Mk.V machine guns synchronized to fire through the propeller arc and a single 0.303 Vickers Mk.I machine gun mounted in the rear cockpit and a strengthened airframe structure with underwing bomb racks to allow for dive bombing (the weapons were a sign of the times that Australia lacked modern combat aircraft and could not yet fund the development of fighters and bombers).

The first flight of a Wirraway (A20-3) took place on March 27^th, 1939 and this aircraft was then tested for a number of months by CAC. The first two production aircraft (A20-4 and A20-5) were delivered to the RAAF on July 10^th, 1939. By September 1939 Australia was at war with Germany and by September 1941 the CAC factory was producing 45 Wirraway aircraft a month.

The demand for military aircraft soon escalated with the entry of Japan into World War Two in December 1941. The CAC Wirraway became an important aircraft to the war effort and was integral to Australia’s contribution to the Empire Air Training Scheme (EATS) which trained thousands of pilots and aircrew in Australia and other Commonwealth Nations.

The Wirraway was never intended to primarily be a combat aircraft but it was armed and in the early fighting in New Guinea in 1942, Australia had few fighters and bombers to combat the Japanese (most experienced crew were flying RAF provided combat aircraft in Europe and North Africa at that stage of the war), so the Wirraway and its crews had to bravely step into the void. Despite a relatively low top speed of 354 km/h and light machine gun armament some RAAF Wirraway’s was used as an emergency fighter and others to attack Japanese troops, simply because there was no other option. By January 1942 they were involved in air combat with no success and heavy losses.

On January 6th, 1942 the first air combat between Australia and Japan involved Wirraway’s intercepting Japanese seaplanes over New Britain, no aircraft were shot down in this incident. Two weeks later just 8 Wirraway’s had to be thrown into combat against more than 100 Japanese aircraft attacking Rabaul in New Guinea, sadly only 2 of the RAAF aircraft survived unscathed and none were able to shoot down a Japanese aircraft.

These RAAF pilots were incredibly brave going up against battle hardened Japanese pilots in superior fighter aircraft such as the Mitsubishi A6M Zero. A total mismatch in speed and firepower!

This all changed on December 26^th, 1942 though when RAAF Pilot Officer John S. Archer of No. 4 Squadron was flying his CAC Wirraway on a reconnaissance flight near Buna, New Guinea when he spotted and dived on what was reported as a Japanese Zero fighter 1,000 feet below. With machine guns blazing and against all odds he shot it down!

Archer achieved the only known air to air victory in a CAC Wirraway. A post war investigation revealed that the aircraft shot down was actually a Nakajima Ki-43-II Hayabusa or Oscar of the Imperial Japanese Army Air Force 11th Sentai, rather than an Imperial Japanese Navy Mitsubishi A6M2 Zero. The mistake is understandable as back then everything was probably reported as a Zero!

Archer later said he just acted on impulse and was lucky to get a good shot in first. For his act of bravery he was awarded the Silver Star by none less than United States General Douglas MacArthur, Allied Supreme Commander of the Southwest Pacific Area!

The historical significance of this Wirraway (serial number A20-103) was recognized and today it is displayed in the Australian War Memorial for future generations to learn the important role this aircraft played in World War Two.

755 Wirraway aircraft were produced by the Commonwealth Aircraft Corporation at Fishermen’s Bend from 1939 to 1946, with the last serving the RAAF until 1959. Very few survive today (less than 15 in the world with ) because the wings were made of aluminium, which was a vital metal post war and they were reduced to aluminium ingots! Luckily you can still see a number of these survivors in museums around the country and there are also a few still flying in Australia.

CA-6 Wackett

CAC were also working on another trainer design from a 1938 RAAF requirement, the low-wing monoplane CAC Wackett. This was the first in-house designed aircraft for CAC and was named in honour of its designer, Lawrence Wackett. The first of 2 prototypes flew in October 1939. The first of 200 production CA-6 Wackett trainers fitted with 175hp Warner Scarab radial engines was flown on February 6th, 1941 and they started to enter RAAF service in March 1941 to supplement de Havilland Tiger Moth biplane basic trainers. The last CAC Wackett was delivered to the RAAF by April 22nd, 1942. An effective training aircraft, it would go on to serve with Empire Air Training Scheme units until retired in 1946.

Given it was a trainer for new pilots, around 33% of the CAC Wackett aircraft produced had been lost in accidents and service attrition. Upon retirement from the RAAF in 1946 the rest were sold to civilian customers, with around 30 also going to the Dutch for their Dutch East Indies operations that would later be transferred to Indonesia upon that nation’s independence.

CA-12/13 Boomerang

By 1942 the RAAF desperately needed modern fighter aircraft to combat the Japanese on the frontline. Unfortunately in 1942 these types of assets were tied up in the fighting in Europe and the Middle East and the supply of new fighters from Great Britain and the United States was limited. It would take some time for new aircraft to be shipped from overseas or produced locally under licence. To make up the shortfall the Australian Government funded the development of a home-grown fighter which was fortunately already in the design stage at the Commonwealth Aircraft Corporation (CAC) and the CAC Boomerang was the outcome.

The CAC Wirraway was the starting point for development of the CAC Boomerang fighter design (note the similar shaped wings), which was the first combat aircraft to ever be designed and built in Australia (as an “emergency fighter” a lot of hurdles had to be overcome to achieve this). Less than 2 months after Japan entered the war, the Australian government ordered the Boomerang into production on February 2nd, 1942. The first flight occurred incredibly, just a few months later on May 29th, 1942 (utilising many Wirraway components enabled the Boomerang to go from the CAC drawing board to first flight in only 14 weeks)!

Given no fighters were in production in Australia during those early war years, high performance aircraft engines were simply not locally available. A solution needed to be found to put in the Boomerang. There was really only one viable option. DAP (Bristol) Beaufort torpedo bombers were now being manufactured locally and the Pratt & Whitney R-1830 Twin Wasp radial engine used in the bomber was deemed suitable for the Boomerang (CAC licence built the Pratt & Whitney R-1830 engine for the Beaufort and Boomerang).

The Boomerang was in production from 1942 to 1945 with 250 being manufactured. The first entered RAAF service with No. 2 Operational Conversion Unit (No. 2 OCU) on October 19th, 1942 and the first operational fighters were issued to No. 83 Squadron on April 10th, 1943 to replace the Bell P-39 Airacobra on home defence duties (Number 84 and 85 Squadrons soon followed – the latter was flying obsolete Brewster Buffalo fighters).

The first combat test for a CAC Boomerang was on May 20th, 1943 when a Number 85 Squadron aircraft flown by Flight Lieutenant Roy Goon was scrambled to intercept Japanese bombers off Exmouth, Western Australia. Spotting the fighter, the Japanese dropped their bombs wide of their intended target and flew away before he could engage them!

Japanese air raids continued along the north of Australia and Boomerangs were deployed for air defence but unfortunately the top speed of the Boomerang at only 490 kph / 305 mph and poor high altitude performance was inadequate against Japanese aircraft, especially faster fighters such as the Mitsubishi A6M Zero and Nakajima Ki-43 Oscar. Ultimately they could head off an enemy and deter their attack but not pursue and shoot the enemy down.

Although soon replaced in the fighter role by more capable aircraft such as the Curtiss P-40 Kittyhawk (from March 1942 onwards) and Supermarine Spitfire (from August 1942 onwards), these performance issues were not the end of the Boomerang though. With its twin 20mm cannons and 4 x .303 machine guns this little fighter could still pack a mean punch. Firepower accompanied with ruggedness and heavy armour plating protecting the pilot along with good maneuverability and performance at low altitude resulted in the Boomerang being very suitable for low-level close support missions in places such as New Guinea and Borneo. The Boomerang then assumed this new army co-operation role with No. 4 & 5 Squadrons with great respect from the troops down below.

The CAC Boomerang was retired by the RAAF in 1945 as it had become well and truly obsolete. The little Aussie fighter had played its role in winning the war though and given its significance to the Australian aviation industry, luckily today a number of CAC Boomerang airframes survive and are on display in various museums in Australia including the RAAF Museum at Point Cook, Victoria. There are also 2 flying in Australia, with plans for more to be restored to airworthiness.

I was lucky enough to be present at the Temora Aviation Museum in October 2009, when two CAC Boomerangs (A46-122 a CA-13 “Suzy-Q” and A46-63 a CA-12 “Miss Imogen” from 1943 which first flew again on June 26th, 2009) flew together, probably for the first time since the end of World War Two. It was a great moment!

CA-4/11 Woomera

The CAC CA-4/CA-11 Woomera was an exciting and advanced aviation bomber aircraft project designed by Lawrence Wackett to compete and outclass the Bristol Beaufort torpedo bomber, that had been ordered in large numbers by the Australian government in 1939. The government approved funding in June 1940 for CAC to develop a strike-reconnaissance bomber that also could also operate as a dive bomber. The first prototype, the CA-4 (A23-1001) with a three-man crew (pilot, navigator/bombardier, and wireless operator/air gunner) and Sperry autopilot was designed so that it was also capable of operating as a torpedo bomber. The first flight was successfully completed on September 19th, 1941.

The CA-4 Woomera prototype flew well,  had a maximum speed of 435 km/h (270 mph) and was heavily armed in a very unique manner for its time. The nose of the aircraft housed 4 x 0.303 machine guns that were operated by the pilot, then there were two powered remotely controlled gun  turrets, with 2 x 0.303 machine guns at the rear of each engine nacelles (they were remotely controlled by the wireless operator/air gunner from the rear cockpit using a sighting periscope) which were a very advanced feature for so early in the war! The engine nacelles could also each house 2 x 250 lb bombs and 4 x  25 lb bombs could be carried under each wing. In addition 2 torpedos or 2 x 500 lb bombs could be carried below the centre section or for long-range missions these could be replaced by fuel drop tanks.

All was looking good for the CA-4 Woomera prototype as it had performed well enough in early test flights, was equivalent to contemporary aircraft performance and could outperform the Bristol Beaufort. So well the government placed an order in early 1942 for 105 Woomera bombers even though the flight testing was not complete (the Japanese crisis was paramount at that stage and the RAAF needed capable aircraft!). The production models were to be redesignated as the CAC CA-11 Woomera (they were planned to start rolling out of the factory at a rate of 20 per month from January 1943). I say “were” as this unfortunately for CAC, was not to be.

The CA-4 prototype was handed over to the RAAF on April 20th, 1942 for further flight testing, especially in the dive bombing mode (interestingly on the RAAF history paperwork records from that time it is listed as the “Wackett Bomber”). There was an embarrassing mishap on November 12th, 1942 when in front of the Prime Minister during a test flight the CA-4’s undercarriage failed and a belly landing had to be made! RAAF photos from that day show the prototype resting on its belly in the grass at RAAF Laverton. Luckily there was no structural damage, just minor damage to the engines and propellers. The aircraft was returned to CAC for repairs. This was not the last mishap though and the next was a tragic blow to CAC and the RAAF.

Whilst on a test flight on January 16th, 1943 the CA-4 prototype suffered a mid-air explosion and subsequent fire. Squadron Leader Jim Harper was the pilot on that day and he had detected a fuel leak in the port engine and attempted to shut it down. In the process he activated the feather switch which somehow triggered an explosion and the fire erupted (the switch is believed to have caused a spark which ignited accumulated fuel). The crew attempted to bail out of the aircraft but only Harper parachuted safely. CAC test pilot Jim Carter (flying as a passenger for familiarisation purposes to take over future test flights) and CAC draftsman Lionel Dudgeon (flying as an observer) sadly both died in the incident. The aircraft crashed into the countryside near Kilmore and was later salvaged for parts.

All was not a total loss as improvements were made to the Woomera design and a new CA-11 prototype (A23-1) was produced in 1944 for extensive flight testing by CAC until it was handed over to the RAAF on November 22nd, 1944. It differed from the lost CA-4 prototype in a number of ways including an extended cockpit canopy with an improved moulded perspex sighting turret to operate the remote control rear facing gun turrets on the engine nacelles. Armament was bumped up too with 2 x 20 mm cannons and 2 x 0.303 machine guns in the nose plus a new flexible-mounted Vickers 0.303 machine gun in the lower fuselage. The fin, rudder and tailplane were completely redesigned to improve airflow and aerodynamic problems with the previous prototype. Initially the CA-11 prototype was fitted with two 1,200 hp Pratt and Whitney R1830 Wasp radial engines but these were replaced with more powerful 1,300 hp Pratt and Whitney R2000 Wasps and the prototype was redesignated as the CA-11A.

Alas for CAC, time had marched on and by 1944 the RAAF was in a very different position from that of 1942. There were now plenty of bomber aircraft available from the United States, the torpedo bomber role was ably covered by the DAP (Bristol) Beaufort, even a new dive bomber was not required and ultimately the DAP (Bristol) Beaufighter filled the strike-reconnaissance bomber role so well there was really no longer a requirement for the CAC CA-11 Woomera. The CA-11 prototype was approved for scrapping for components on January 16th, 1946. A sad end to an entirely Australian designed aircraft but metal was precious back then and there was apparently no room for sentimentality it seems (oh if only they had kept it for a museum collection! All I have seen is the CA-11 gun turret displayed at the Australian National Aviation Museum at the Moorabbin Airport ).

By 1945 CAC production switched to the construction of the CAC CA-18 Mustang (a licence-built North American P-51D Mustang). The P-51D was a proven war winner with no risk to manufacture, so it made sense to start producing this model to replace older RAAF fighters. More on this aircraft and other CAC developments in my next post.

References:

ADF-Serials: CAC Woomera

Australian Dictionary of Biography – Lawrence Wackett

Australian War Memorial – CAC Wirraway

Beaufort Restoration – The Story of the Commonwealth Aircraft Corporation

RAAF Museum: CAC Wackett, CAC Wirraway, CAC Boomerang, CAC Woomera

RAAF Radschool Association Magazine – Vol 27 – The Woomera Bomber of WWII

Wikipedia: Commonwealth Aircraft Corporation, CAC Wackett, CAC Wirraway, CAC Woomera, CAC Boomerang, Lawrence Wackett, P-51 Mustang

Commonwealth Aircraft Corporation

Under the direction of the Australian government the Commonwealth Aircraft Corporation (CAC) of Australia was incorporated on October 17^th, 1936 and by September 1937 a factory had been constructed at Fishermen’s Bend in Port Melbourne, Victoria to produce military aircraft and engines. Lawrence Wackett (1896-1982), the “father of the Australian aircraft industry” was appointed General Manager of CAC and was integral to the design and development of the early aircraft produced by the company.

The Australian aviation industry was born in the 1930’s but the wartime conditions that began with the start of World War Two in Europe in September 1939 and totally erupted with the Japanese entry into the Pacific theatre in December 1941 enabled it to establish more quickly than otherwise would have occurred. The experience of building aircraft such as the Wirraway trainer and general purpose aircraft, and Boomerang fighter early in the war enabled CAC to later licence build new, more complex aircraft and design their own.

CA-17/18 Mustang

By 1945 CAC production switched to a proven combat aircraft with the construction of CAC CA-17/18 Mustang fighter aircraft, a licence-built North American P-51D Mustang. Approximately 200 CAC Mustangs were produced but were too late for combat in World War Two (they were supplemented with 298 lend-lease P-51D & K’s from the United States). They would soon enough become a valuable asset to the RAAF.

From 1946 to 1950 RAAF Mustangs were used in the occupation of Japan with RAAF No. 76, 77 and 82 Squadrons (No. 76 and 82 Squadrons returned to Australia in 1949) as part of the British Commonwealth Occupation Force. RAAF No. 77 Squadron Mustangs were deployed from Japan to fight in the Korean War from June 1950 to April 1951 until replaced by Gloster Meteor jets.

Just 7 days after the Korean conflict began the RAAF provided some of the first UN aircraft to participate in that war and were soon in action escorting bombers, conducting armed reconnaissance flights and attacking ground targets. The first mission by the RAAF over North Korea occurred on July 2nd, 1950 with Mustangs escorting USAF Boeing B-29 Superfortress bombers. Number 77 Squadron operated American built Mustangs that were from the 299 imported during World War Two in 1945 rather than from the 200 Commonwealth Air Corporation (CAC) versions built in Australia from mid 1945 (only 4 of the CAC examples saw service in Korea, but not until late March 1951).

Number 77 Squadron was withdrawn from combat and re-equipped in Japan with the British built Gloster Meteor Mk.8 jet fighters in April 1951 and the Mustangs were returned to Australia. The last RAAF Mustang flying with Citizen Air Force Squadrons was retired from service in 1959. CAC Mustangs remain a prolific warbird on the Australian flying scene today.

CA-15 “Kangaroo”

CAC took piston engine aircraft design to the next level during World War Two with the development of the CAC CA-15 unofficially dubbed the “Kangaroo” (apparently this nickname came from an issue with over-pressurized landing gear struts that caused the aircraft to bounce about whilst taxiing during test runs!). The CA-15 began on the drawing board in 1943 to provide Australia with a long-range high performance fighter aircraft that would ultimately outclass available British and American fighters. Although the CA-15 looked similar to a P-51D Mustang it was not based off this aircraft and featured a larger fuselage and wings.

Discussion continued with the RAAF into 1944 and the CA-15 project was considered cancelled but then by 1945 the design had been approved to validate the aerodynamic testing already completed. Development was delayed though, when Lawrence Wackett recommended licence building a proven fighter in the Mustang, so Australia did not have to bear the cost of developing a new aircraft.

Further delays were experienced when the planned 2,300 hp radial Pratt and Whitney R-2800 engine with a turbo-charger became unavailable and then with the end of the war, such an aircraft was no longer a priority but CAC continued with the design with the intention the fighter could replace the Mustang in RAAF service. A prototype aircraft was constructed with a completely different inline 2,035hp Rolls Royce Griffon Mk.61 V-12 engine with two-stage, two-speed supercharger and armed with 6 x o.50 caliber machine guns rather than a combination of the 0.50 caliber guns and 20mm cannons (or 4 x 20mm cannons only), which had been considered (the guns were not fitted until after the initial test flights. Bombs and rockets could also be carried underwing). It became only the second fighter aircraft after the CAC Boomerang to be designed and manufactured in Australia.

The prototype and only CA-15 first flew on March 4th, 1946. Flight tests continued at CAC until the aircraft was handed over to RAAF No 1 Aircraft Performance Unit (renamed to the Aircraft Research and Development Unit or ARDU in 1947) at RAAF Laverton, as A62-1001 on June 27th, 1946.

The RAAF continued to test fly the CA-15 until a hydraulic failure caused a forced landing on December 1oth, 1946 which heavily damaged the aircraft. The prototype was returned to CAC for repair but this did not happen until June 1947, almost one year after the RAAF had first received the fighter. CAC then did not get the repaired aircraft back to the RAAF until May 19th, 1948.

RAAF ARDU continued limited flight testing of the CA-15 until 1950 but by then the fate of the aircraft had pretty much been sealed, as this was now the jet age and despite the CA-15 having good flight characteristics, a long-range, good climb rate and fast performance above many of its contemporary fighters (top speed 721 km/h / 448 mph), in the not too distant future the CAC/P-51 Mustangs would be replaced by a fighter jet and not the CA-15. Ultimately these jets would be the de Havilland Vampire which were operated by the RAAF from 1949 to 1970 (80 fighters and 110 trainers were produced by de Havilland Australia. CAC licence-built the Rolls Royce Nene jet engine used in the Vampire. The single seat fighters were retired by 1954 but the last of the trainers soldiered on until 1970) and the Gloster Meteor which were operated by the RAAF from 1951-1958 and Citizen Air Force squadrons until 1963 (93 Meteor F.8 fighters and 6 T.7 two seat trainers were allocated for the Korean War in 1951 of which 41 F.8’s and 3 T.7’s returned to Australia in 1953).

For what ever reason it was decided to send the prototype CA-15 to RAAF No. 1 Aircraft Depot for scrapping. A sad end for the CA-15 and a great loss of another historic moment in Australian aircraft design.

CA-23

CAC would have liked to have replaced the RAAF Mustang fighters in the early 1950’s with their own jet design and in 1949 had started to develop plans for RAAF consideration of an advanced large two-seat all-weather interceptor. This aircraft proposal was the CA-23, which would have been powered by twin Rolls Royce Avon jet engines.

Unfortunately by 1951 from an RAAF perspective, a flying CA-23 prototype was some 3.5 years away, production priorities lay elsewhere (by 1951 the Gloster Meteor had entered service and a locally modified version of the North American F-86 Sabre jet had been selected for service with the RAAF – more on the CAC Sabre jet in my next post), no suitable radar was planned (as you can see in the image there is no nose radar but I could imagine one with a nose cone similar to the English Electric Lightning interceptor) and overseas aircraft development was well advanced. As a result further development of the CA-23 was cancelled in 1951.

Australia really missed an opportunity to pursue advanced fast jet design and development with the demise of the CA-23. Although CAC did continue to tinker with ideas and supersonic concepts into the 1950’s and 1960’s none ever left the drawing board (more on some of these in my next post).

CAC Wallaby

CAC worked on a civilian twin-engine regional airliner project in the 1950’s known as the CAC Wallaby which also never left the drawing board. The concept for the Wallaby started in 1950 with a unique engine set up proposal. It was to be powered by two seven cylinder CAC developed Cicada 450 hp radial engines which were based on half of a Pratt & Whitney R-1830 Twin Wasp engine as used in aircraft such as the Douglas DC-3/C-47. These engines were to be accompanied by a rear fuselage mounted Turbomeca Palas turbojet engine to provide an auxiliary 350 lb of thrust for take-off.

By 1956 CAC were spruiking for business with the Australian government to put the aircraft into production (CAC needed their funding to get the project off the ground). Sadly for CAC the cost of the Cicada engines was significantly more expensive than the glut of war-surplus engines available on the market and competition was stiff with more economical and proven designs already flying such as the DC-3 and De Havilland Dove. Little interest was shown in the Wallaby airliner. In 1958 CAC tried again with a revised design utilising cheaper war surplus Pratt & Whitney R-1340 Wasp engines but it was too late for this project and an apparent lack of government interest ended the proposed project.

CA-25 Winjeel

Despite numerous designs not getting off the drawing board CAC continued to produce successful aircraft throughout the 1950’s for the RAAF and civilian market. The CAC CA-25 Winjeel was an Australian built and designed basic trainer which entered service in 1955. Although designed to a 1948 RAAF specification and first flying in 1951 it took a number of years of testing and modifications of the first 2 prototypes until the trainer was ready to go into production.

62 Winjeel trainers were produced and delivered between 1955 and 1958. They entered service with No. 1 Flying Training School at Point Cook (relocated there in 1958), which replaced the units de Havilland Tiger Moth trainers. At first student pilots would complete 50 hours of training flying in the Winjeel before moving on to the Wirraway. After the Wirraway retired in 1959 the Winjeel assumed the role for all initial pilot training before they moved on to the de Havilland Vampire jet trainer.

The Winjeel was also operated by the RAAF Central Flying School (CFS) at East Sale for the training of RAAF flying instructors and a number of other squadrons had a Winjeel on strength as a communications and liaison aircraft (i.e. unit hack). Retired as a basic trainer in 1975, a small number were operated by the RAAF from 1970 until 1995 as Forward Air Control (FAC) aircraft to support military operations by the RAAF and Australian Army (fitted with Army band UHF radios and smoke grenade launchers to mark target sites). The Winjeel has become a popular warbird with numerous examples still flying in Australia today.

CAC had previously unsuccessfully attempted to develop and produce a home-grown combat jet but the 1951 RAAF selection of the CAC modified North American F-86 Sabre jet would soon change their luck and bring the company into the jet age. More on CAC CA-27 Sabre production and Cold War era supersonic jet designs proposed by CAC will feature in my next post.

References:

Airways Museum – CAC Wallaby

Beaufort Restoration – The Story of the Commonwealth Aircraft Corporation

RAAF Museum: CAC CA-15, CA-18 Mustang

Secret Projects – CAC Postwar Projects

Wikipedia: Commonwealth Aircraft Corporation, CAC CA-15, P-51 Mustang

Commonwealth Aircraft Corporation

The Commonwealth Aircraft Corporation (CAC) of Australia was incorporated on October 17^th, 1936 under the direction of the Australian government and managed by Lawrence Wackett (1896-1982), the “father of the Australian aircraft industry“. By September 1937 a factory had been constructed at Fishermen’s Bend in Port Melbourne, Victoria to produce military aircraft and engines. Aircraft such as the CAC Wirraway and CAC Boomerang rolled off their production lines to help win the fight during World War Two and with numerous successful aircraft production models during and towards the end of World War Two and into the early 1950’s, plus experimental designs and prototypes, CAC were also well placed to then develop future projects post war, including jet technology.

CA-27 Sabre

In 1951 the RAAF selected the CAC CA-27 Sabre as their new jet fighter to replace older de Havilland Vampire and Gloster Meteor jets. The CA-27 was a modified North American F-86 Sabre fitted with a more powerful but differently sized licence-built 7,500lb thrust Rolls Royce Avon turbojet engine producing a top speed of 1,167km/h (700mph) rather than the original 6,100 lb thrust General Electric J-47 engine which had a top speed of 1,106 km/h (687 mph), increased fuel capacity, lightened airframe, revised cockpit layout, a Plessey isopropyl nitrate liquid fuel combustion starter (to start the engine without an external power source), 2 x 30mm ADEN cannons (replacing 6 x 0.50 caliber machine guns to bring it more in line with Soviet jets that only carried cannons) and by 1960, AIM-9 Sidewinder air-to-air missiles (it could also carry rockets and bombs if required). Initially dubbed the Avon Sabre by CAC it was said to be one of the finest variants of the Sabre jet.

The modifications to the original F-86 design meant that CAC had to redesign 60% of the original Sabre airframe and increase the air intake by 25% (it was sometimes called the CAC Avon Sabre). 1 prototype (first flew on August 3rd, 1953) and 111 production models CA-27 Sabres were built from 1953 to 1961, with the first entering RAAF service 1954.

RAAF CAC Sabre jet fighters were used in a number of conflicts during the 1950’s and 1960’s. During the Malaya Emergency (communist insurgency 1948-1960) in February 1959 Sabre jets of No. 3 and 77 Squadron joined RAAF Canberra bombers at the RAAF Butterworth Air Base in Malaysia. The air war was almost over by 1959 though and the Sabre was only used for occasional air strikes on communist targets in the Malayan jungle until the end of the conflict in 1960. Even with the end of that conflict there was so much political tension in South East Asia that Number 77 Squadron were retained at Butterworth until 1969 (Number 3 Squadron returned to Australia in 1967).

By 1962 a communist insurgency had flared up in Thailand (1962-1968). On June 1st, 1962 eight CAC Sabres were deployed from RAAF Butterworth to Ubon Air Base, Thailand to help the Thai government counter communist activity that was feared may overspill their border from neighbouring Laos (along with forces from the United States, United Kingdom and New Zealand). This was part of Australia’s commitment to the Southeast Asia Treaty Organization (SEATO) and Number 79 Squadron was reformed using aircraft, pilots and ground crew from Number 77 Squadron for this purpose (the squadron had originally been disbanded at the end of World War Two).

Number 79 Squadron acted as part of an integrated air defence system to protect Thai air space and from 1965 to also protect Thailand based USAF bombers and strike aircraft returning from sorties over Vietnam (ultimately no air attacks ever occurred against Thailand though). The Sabre jets were also used in training exercises with the USAF to simulate attacks by the similar North Vietnamese MiG-17 Fresco aircraft. The jets were withdrawn and the squadron was disbanded at the end of July 1968.

Between 1963 to 1966 an undeclared state of war existed between Malaysia and Indonesia with small-scale fighting going on this became known as the Indonesian Confrontation. This was due to a border dispute over North Borneo following Malaysia’s 1957 independence from Great Britain. By 1964 more significant cross border incursions were occurring between Indonesian and Commonwealth forces, including the Australian Army. Fighting with Indonesian troops continued throughout 1965 and 1966 including a number of larger engagements. RAAF CAC Sabre fighters of Numbers 3 and 77 Squadron armed with Sidewinder air to air missiles were kept on ready alert at RAAF Butterworth for air defence if required and fighters were scrambled from time to time to intercept Indonesian aircraft but these were uneventful sorties. The Indonesian Confrontation ended when a peace treaty was finally signed by Malaysia and Indonesia in August 1966.

The CAC Sabre started to be replaced by new Dassault Mirage IIIO supersonic fighters in 1964 and the last was retired from RAAF service in 1971. In 1969 Australia donated 18 refurbished CAC Sabre jets to the Royal Malaysian Air Force, who retired them in 1976. Interestingly despite the previous conflict, in 1973 Australia presented 18 aircraft to the Indonesian Air Force who also received 5 more from Malaysia in 1976. They were all retired by the early 1980’s.

The CAC Sabre would prove to be the end of operational combat aircraft development in Australia. In 1964 CAC had one more crack at developing a military jet, the CAC CA-31 lead-in fighter jet trainer (see below) and there was also a proposal in 1969 for a co-production between the British Aircraft Corporation (BAC) and CAC to develop the AA-107 trainer/light strike aircraft (see below) but neither got beyond the wooden mock-up stage. All other fighter and trainer aircraft manufactured in Australia from then on were licence-built productions without major airframe modifications (but contained Australian manufactured components).

Only two CAC Sabre jets are still flight capable in Australia. One is CAC Sabre A94-983 (delivered to the RAAF in 1957), which is operated by the Temora Aviation Museum on behalf of the RAAF. It and was returned to flight following a comprehensive return to service restoration program between 2006 and 2009 (it was originally flown at airshows by the RAAF from 1981 to 1992 before being grounded).

Unfortunately since the Avalon Airshow in 2015, CAC Sabre A94-983 has not been able to fly, as the current historic Martin-Baker ejection seat with which it is fitted has run out of manufacturer support and the RAAF will not allow it to fly until a suitable resolution to the problem arises (current policy is to only operate the aircraft with a serviceable ejection seat). Luckily as of early April 2016 the Temora Aviation Museum and Martin-Baker Australia have been trialling 4 different ejection seats (CH16C, AU10LH, AU8LD and Mk5 models) to replace the unsupported one currently in the Sabre. Hopefully the trials will be successful and the old girl will return to the skies.

The other flying example in Australia is CAC Sabre A94-352 (delivered to the RAAF in 1960). This aircraft was sold by the RAAF to Indonesia in 1973 but crashed on its delivery flight take-off in Bali and was returned to Australia. The engine was removed and it became an RAAF instructional airframe until 1982. It was purchased by former Squadron Leader Jeff Trappett, who undertook a long restoration of the aircraft (using Sabre A94-907 for spares) and returned it to flight in September 2013. I am yet to see this aircraft in person but how great would it be to see both CAC Sabre jets fly in formation some day?

Numerous other CAC Sabre examples are displayed in museums or in storage around Australia, Malaysia, Indonesia and the United States (10 of the surviving Indonesian examples were sold in 1989 to Kermit Weeks in the United States, most are in storage for sale). There is apparently one example on display in a museum in the Czech Republic (A94-923) and another airframe is being restored to flight in Ardmore, New Zealand (A94-922).

CA-28 Ceres

The CAC CA-28 Ceres was an agricultural aircraft (crop duster) developed from the Wirraway design. The Ceres was a new aircraft though that used some Wirraway components rather than being a direct conversion. The Wirraway wing was significantly modified to be suitable for low-level agricultural use, the engine and propeller was modified but the tail and landing gear legs were the same in both aircraft (the undercarriage on the Ceres was fixed though rather than retractable). Just 21 were produced between 1959 and 1963 (production was limited as other companies were introducing more modern agricultural designs). A number survive today in Australia and New Zealand (6 were exported to New Zealand).

Supersonic Designs

Following on from their 1949 CA-23 concept design (see my previous post), CAC had a number of other supersonic combat aircraft proposals to meet RAAF and international allies Cold War requirements during the 1950’s and 1960’s but once again they unfortunately never left the drawing board. These included some very radical designs!

The XP-46 jet fighter was intended to feature a nose air intake for the planned afterburning Rolls Royce RA-7R Avon engine (planned top speed of 1,390 km/h). It would also have been fitted with a search radar and armed with 2 x 30mm cannon. The XP-46 was a fairly traditional looking design for the period but the rocket powered XP-47 interceptor was right out there!

The XP-47 would have potentially been armed with up to 6 cannons or air to air rockets such as the US Mighty Mouse system. It looks straight out of a sci-fi comic book! This type of aircraft would have been solely aimed at rapidly gaining altitude to shoot down potential enemy bombers, rather than being a fighter aircraft.

A more radical design was the XP-62 interceptor which was proposed to be armed with air to air rockets and fitted with four Rolls Royce RB93 soar jet engines that were originally designed in the 1950’s to be expendable axial-flow turbojets with 1,810 lb of thrust for British cruise missiles. The problem with such Mach 1.0+ engines was that they had a very short life time (less than 10 hours), so the XP-62 would have had to have had frequent engine changes (an expensive exercise every few missions). I can see why this one did not get off the drawing board!

The stainless steel CAC airframe designs were quite sharp-looking aircraft concepts (literally!). The XP-65 Warrior was to be powered by a Rolls Royce RA24R Avon engine and possibly armed with cannons and air to air rockets (or missiles?). The proposed Mach 2.0 capable XP-68 was a more sophisticated design powered by a Rolls Royce RA19R Avon engine which would have featured a search radar, 2 x 30mm cannons and air to air missiles. The XP-68 was intended to compete in the international market against the Lockheed F-104 Starfighter but alas never got that opportunity.

CA-31

In 1964 with the imminent replacement of RAAF CAC Sabre jets with the supersonic Dassault Mirage IIIO fighter (and a 1963 order for the supersonic General Dynamics F-111 strike bomber – this advanced aircraft ultimately didn’t enter service until 1973), CAC proposed the CA-31 as an inexpensive, light weight supersonic lead-in fighter jet trainer (flying and weapons training) to provide suitable training for RAAF pilots who were going to go on to fly these new delta winged fast jets. The CA-31 was a sleek, sporty looking design which also had delta wings and a proposed top speed of Mach 1.5 (the final proposal featured a Rolls Royce RB172 Adour engine). At this period of aviation history no other aircraft was really available to meet this specific dual lead-in trainer role and there was a huge leap from the then standard RAAF two-seat jet trainer like the de Havilland Vampire to a Mirage III (not only speed but the delta wing design created vastly different flight characteristics)!

The CA-31 would have been fitted with Martin Baker ejection seats and included 4 underwing and 2 under fuselage hardpoints for gun pods, missiles, bombs, rockets and drop tanks. Unfortunately the project never got beyond the wooden mock-up stage and by 1967 the role was conducted by the Aermacchi MB-326 jet trainer and Dassault Mirage IIID two-seat trainer (see below). Another potential advanced aviation project missed out on by Australia! A CA-31 wooden mock-up is part of the collection of the Australian National Aviation Museum at the Moorabbin Airport in Victoria (as of my April 2016 visit to the museum the mock-up was not on public display).

BAC/CAC AA-107

As a follow on to the CA-31 in 1969 the British Aircraft Corporation (BAC) and CAC worked on a proposal for the co-development and production of the BAC/CAC AA-107 variable-geometry (swing-wing) trainer/light strike aircraft for RAF and RAAF consideration (AA = Anglo Australian). Flight International magazine reported on October 9th, 1969 that there was a potential market for up to 1,000 of these small (expected weight 12,000lb to 15,000lb / 5,400kg to 6,800kg) and relatively inexpensive aircraft (around £500,000 per aircraft).

Despite this optimism there was apparently no market for the AA-107 in the RAF and the potential production run for the RAAF was considered too small to proceed with further development. Once again this aircraft did not go into production and only went as far as a full-scale wooden mock-up which can be seen today on display at the Ballarat Aviation Museum in Victoria. Interestingly the mock-up seems to have only been completed on one side (in the museum the other side has no wing and is exposed with no covering panels).

The Final Years of CAC

In the 1960’s as a subcontractor for the Government Aircraft Factory (see below), the Commonwealth Aircraft Corporation produced components for RAAF Dassault Mirage IIIO/D fighters (wings, tail and the licence-built SNECMA Atar 9C jet engine – Mirage III fighters were produced in Australia between 1963 and 1974) and from 1967 licence-built in conjunction with Hawker de Havilland, the Aermacchi MB-326H trainer (known as the Macchi in Australia the original order was placed in 1965), of which 97 were operated by the RAAF (87) and RAN (10).

Of the 97 MB-326H aircraft, the first 20 were assembled in Australia from Italian components production with the remainder produced in Australia (by A7-031 the aircraft produced contained 85% locally produced components). CAC licence built the Rolls Royce (Armstrong Siddeley) Viper turbojet engine fitted in the MB-326H. The last aircraft was delivered by September 1972. The RAAF operated the MB-326H in the advanced pilot training role until 1989 (replaced by the Pilatus PC-9 turboprop) and then in the lead-in fighter training role until they were retired in 2000 (replaced by the BAE Hawk 100).

In the 1970’s CAC licence-built 56 Bell 206B-1 Kiowa helicopters for the Australian Army (the first 12 were manufactured in the United States) and 3 for the RAN (1971-1977) and conducted life extension airframe maintenance for the MB-326H trainers until 1984. CAC became part of Hawker de Havilland in 1985 (now part of Boeing) and ended an amazing part of Australia aviation design and development history.

Department of Aircraft Production

It is interesting to note that the Australian government established another aviation company at Fishermen’s Bend, Port Melbourne (and also Mascot, NSW) to ensure aircraft production met RAAF requirements during World War Two. The Department of Aircraft Production (DAP) was formed on July 1st, 1939 (later to be renamed the Government Aircraft Factory or GAF after the war) and during World War Two primarily produced licence-built DAP (Bristol) Beaufort torpedo/reconnaissance bombers. 700 Beauforts were produced by DAP from 1941 to 1944 (CAC licence built the Pratt & Whitney R-1830 engine for the Beaufort). Most were retired by the end of the war with a few flying on until 1947 in governmental scientific and agricultural roles.

The Department of Aircraft Production (DAP) also produced the DAP (Bristol) Beaufighter heavy fighter. British built aircraft entered RAAF service in 1942 but by 1944 production of 364 Beafighters started in Australia. The last Beaufighter was retired by the RAAF in 1957.

GAF went on to produce numerous combat aircraft for the RAAF. These included the GAF (English Electric) Canberra Mk.20 bomber under licence with modifications including a reduction in crew from three to two (pilot and navigator/bombardier) and increased fuel capacity. The first of 48 came off the production line in 1953 and the last in 1958 (CAC licence-built the Rolls Royce Avon engines used in the Canberra bomber).

Combat jets continued off the GAF production line with the licence-built Dassault Mirage IIIO/D fighter. Apart from the first 2 Mirage IIIO aircraft produced in France, the rest of the eventual 100 Mirage IIIO fighters and 16 Mirage IIID two-seat trainers were manufactured in Australia between 1963 and 1974. GAF also licence-built the RAAF McDonnell Douglas F/A-18 Hornet fighter. The first 2 of 57 F/A-18A single seaters and 18 F/A-18B two-seat trainers were manufactured in the United States with the rest produced in Australia between 1984 and 1990 (CAC licence-built the General Electric F404 jet engine used in the F/A-18).

GAF operations ended in 1987 when the company was reorganized and renamed as Aerospace Technologies of Australia (ASTA) which was privatised in 1995 and is now part of Boeing. That was the end of the line for the Australian Government in regards to direct involvement in aviation design and development.

References:

ADF-Serials – CAC Sabre

Australian National Aviation Museum – CA-31

Beaufort Restoration – The Story of the Commonwealth Aircraft Corporation

FLIGHT International, December 21st, 1967 – CAC CA-31

RAAF Museum: CAC Sabre

Secret Projects – CAC Postwar Projects

Wikipedia: Commonwealth Aircraft Corporation, CAC Sabre, CAC Ceres

Wirraway to Hornet: A history of the Commonwealth Aircraft Corporation Pty Ltd, 1936 to 1985 by Brian L. Hill

I always enjoy watching the seaplanes come and go from Lake Union in Seattle, Washington. There is just something fascinating about this form of transportation (seaplanes, flying boats etc.). Kenmore Air conduct passenger and scenic joy flights on a very regular basis during late spring and summer weekends but the really fascinating thing is watching them take off and land amongst all the boats that are also out on the lake (plus all the Canada geese)!

This weekends Flying Heritage Collection Famous Fighters Flying Day held much promise. As part of US Fathers Day weekend celebrations it featured father and son teams Steve and Steven Hinton, along with Bud and Ross Granley, who were to fly some incredible and original World War Two Allied and Axis aircraft: A Republic P-47D Thunderbolt (USAAF), Focke-Wulf FW-190A-5 (Luftwaffe with Eastern Front markings), Supermarine Spitfire Mk.Vc (RAF – Czech No. 312 Squadron markings) and a Mitsubishi A6M3-22 Reisen / Zero (Imperial Japanese Navy).

Alas inclement weather and a low cloud ceiling saw the take-off time delayed, then they taxied out to the end of the runway but had to head back in with no flying for the day (frustratingly it was sunny every day leading up to the flying day!). Sad but until next time (it was still fun to see all these aircraft though)…

When you think of Luftwaffe fighter aircraft during World War Two, the infamous Messerschmitt Bf-109 is an aircraft that generally springs to mind.  Blooded during the Spanish Civil War (1936-1939), the Bf-109 was involved from the early Blitzkrieg of Europe in 1939-1940 to the Battle of Britain in 1940, the Eastern Front from 1941 to 1945 and basically any battle front that Germany fought on during the conflict.

By 1945 there had been approximately 34,000 Bf-109’s manufactured (A, B, C, D, E, F, G and K models), making it the most produced fighter aircraft in the world (in comparison over 20,000 of its Luftwaffe contemporary, the Focke-Wulf Fw-190 fighters were built). It was also flown by other Axis countries during World War Two including Bulgaria, Croatia, Finland, Hungary and Italy.

Given how prolific the Bf-109 was, there is no surprise that it is said to have destroyed more enemy aircraft than any other fighter in World War Two (especially on the Eastern Front). Many of the top German air aces flew the Bf-109 during their careers and just over 100 of them achieved 100 plus aerial victories including the legendary Luftwaffe General Adolf Galland with 104 victories. 13 had over 200 including the third greatest air ace of all time Günther Rall with 275 victories and 2 had over 300 making them the greatest air aces of all time – Erich Hartmann 352 victories and Gerhard Barkhorn 301 victories. This group of air aces destroyed nearly 15,000 enemy aircraft flying the Bf-109!

The Messerschmitt Bf-109E-3 Emil at the Flying Heritage Collection is fully flight capable and a regular performer during their summer flying days. Manufactured in Germany in October 1939, it was operated in France with Jagdgeschwader 51 (JG.51) Mölders and flown by Eduard Hemmerling (6/JG.51) who was credited with shooting down 3 aircraft (note the tally markings on the tail of the FHC aircraft): an RAF No.54 Squadron Supermarine Spitfire over Dover whilst escorting Junkers Ju-87 Stuka dive bombers on July 7th, 1940, an RAF Bristol Blenheim on July 9th, 1940 near Cap Blanc Nez and another RAF Supermarine Spitfire on July 27th, 1940 west of Cap Blanc Nez (reference JG.51 claims).

During that latter engagement Hemmerling’s aircraft was damaged though and he never made it back to France. Crashing off the coast of Cap Blanc Nez he died in the incident and the aircraft sat there for the next 48 years. It was rediscovered in 1988 by a man walking along the beach who noticed the tip of the wing sticking out of the sand! This lead to its recovery, restoration and return to flight in 2003.

Leading up to its first flying performance for 2016 has seen the Daimler Benz DB 601Aa liquid-cooled, inverted V12 1159 hp inline engine removed for maintenance (in its World War Two prime these types of engines powered the Bf-109E fighters up to a maximum speed of around 560 kmph or 348 mph). Keeping this historic aircraft (77 years old!) in as new and working condition is an ongoing challenge and a team of skilled mechanics are kept busy all-year round!

Now the DB.601Aa engine is back on the aircraft and getting prepared for flight (the inverted design kept the centre of gravity low and allowed for better pilot visibility over the aircraft nose). This gives us a great opportunity to have a look under the cowl and see this famous engine in all its glory.

The Flying Heritage Collection provides a great opportunity to see original military aircraft up close, under the cowl and in the air. It is a great museum to visit any time of the year but summer is the time to see these warbirds fly!

US Naval Air Station (NAS) Whidbey Island in Washington state has an impressive pair of gate guardians. A Grumman A-6E Intruder attack aircraft from Attack Squadron 145 (VA-145) the Swordsmen and a Grumman EA-6B Prowler electronic attack aircraft from Electronic Attack Squadron 129 (VAQ-129) the Vikings sit proudly on Highway 20 just outside their former base. First introduced in 1963, the last A-6 aircraft were retired by the US Navy in 1997 and the EA-6 served with the navy from 1971 to 2015 (they still serve with the USMC).

The A-6E Intruder is displayed carrying 2 x GBU-12 Paveway II Laser Guided Bombs, a AGM-88 High-speed Anti-Radiation Missile (HARM) missile and an AGM-65 Maverick air to ground missile. The EA-6B Prowler also carries a AGM-88 HARM, along with a drop tank and 2 x AN/ALQ-99 Tactical Jamming System (TJS) external pods for electronic warfare.

Naval Air Station Whidbey Island in Washington state opened its gates on June 25th, 2016 for a great open house. Whidbey Island is the home of the US Navy Electronic Attack Wing Pacific and Patrol and Reconnaissance Wing 10.

Entering the base you soon see row upon row of US Navy Lockheed P-3C Orion maritime patrol aircraft and Boeing E/A-18G Growler electronic attack aircraft but given this is an active base they were very strict on the “you can look but don’t take photos” policy for anything outside of the designated open house areas and of course the air displays (yes they checked mine and many other people’s cameras to make sure we followed the rules). I had no problem with any of that as national security comes first and I would rather they allow people on to the base for the day with restrictions, rather than not at all (security in general was tight on what you could bring in with you and armed personnel were all about)!

The main open house area had representatives from each squadron based at Whidbey Island (they had lots of squadron t-shirts, coins, patches, posters etc. for sale) and of course the main attractions included aircraft that are currently based there: Boeing E/A-18G Growler, Lockheed P-3C Orion, Lockheed EP-3E AIRES II (Airborne Reconnaissance Integrated Electronic System) signals intelligence (SIGINT)/electronic reconnaissance aircraft and the Sikorsky MH-60S Knighthawk search and rescue helicopter. In the public display area these were joined by a soon to be new tenant and replacement for the P-3C Orion at Whidbey Island, the Boeing P-8A Poseidon maritime patrol aircraft. It was very interesting seeing the P-3C and P-8A side by side and also touring the cockpits and workstations within the aircraft (more on that in my next post).

Flying displays included a flag flyby and later a Search And Rescue (SAR) demonstration by a MH-60S Knighthawk. Later a four ship group of E/A-18 Growler aircraft conducted some formation flying and touch and go landings to demonstrate the type of flight training conducted at NAS Whidbey Island.

In addition to the flying there were also weapons displays, K-9 and bomb disposal unit robot demonstrations, plus the Navy Band Northwest were rocking away to keep people entertained throughout the day (they even played some Weezer!). Bus tours were also conducted around the base but I never got the chance to take one. All in all a great day!

The NAS Whidbey Island Open House 2016 provided a real changing of the guard type moment, with the static display of a US Navy stalwart, the Lockheed P-3C Orion side by side with its successor the Boeing P-8A Poseidon maritime patrol aircraft. Variants of the P-3 Orion have served the United States and many nations with pride since first introduced into the US Navy in 1962 (other major P-3 operators include Australia, Brazil, Germany, Japan and also Canada with their CP-140 Aurora variant). Constantly upgraded the P-3 has been at the forefront of maritime patrol and Anti Submarine Warfare (ASW) for decades. It will be sad to see the old girl go when fully replaced by the P-8A in US Navy service by 2020 (the east coast bases have already said goodbye to their P-3’s).

The P-8A Poseidon provides a state of the art jet platform to conduct long-range Anti-Submarine Warfare (ASW); Anti-Surface Warfare (ASuW); Intelligence, Surveillance and Reconnaissance (ISR) missions. Apart from sophisticated next generation, avionics, sensors, surveillance equipment and weapons systems including an advanced multi-role radar and high-definition cameras which all provide unsurpassed processing capability (the acoustic system alone provides four times the processing capacity of the P-3), the P-8A can also control Unmanned Aerial Vehicles (UAV’s) to extend sensor reach even further (vital in maritime patrol missions).

The P-8A has a nine person crew (dual-pilot cockpit, five mission crew, plus a relief pilot and in-flight technician) and a versatile weapons payload of joint missiles including the AGM-84H/K SLAM-ER (Standoff Land Attack Missile-Expanded Response) and AGM-84 Harpoon; Mk. 54 torpedoes, bombs and mines which can be carried within an internal five-station rear weapons bay and on four wing pylons and two centerline pylons. In the P-3 sonobuoys are manually loaded pre-flight in underbelly launch tubes, in the P-8A there are two rather cool rotary reloadable, pneumatically controlled sonobuoy launchers within that fire them downwards from the rear fuselage.

The US Navy will acquire approximately 117 P-8A aircraft and have over 30 already in service (the first came into service in 2013). Other P-8A customers include the Royal Australian Air Force with 8 on order with the first to be delivered in 2017 and the remainder operational by 2010, plus an order for 4 more to follow was placed in March 2016 (with a potential requirement of an eventual 15 aircraft, they will operate in conjunction with 7 long-range MQ-4C Triton maritime surveillance Unmanned Aerial Vehicles); and the Indian Navy who operate a modified version designated the P-8I Neptune (with Indian designed avionics, sensors and weapons systems), with 8 already in service and 4 more on order.

It was very interesting seeing the P-3 and P-8A side by side and also being able to touring the cockpits (even sit in the pilot’s seat) and workstations whilst talking with the pilots and crew was a real highlight. No sensitive equipment was actually switched on inside, so it was OK to take photos inside which was great!

The P-8A is obviously very modern inside with glass cockpit displays and workstations with universal multi-function displays. Given it is based on the commercial Boeing 737-800 airframe, it has a much more airliner feel in comparison to the old school military tech of the P-3 Orion (it’s still kind of cool walking through the beat up interior of an old Orion though).

The pilots will tell you it feels more like you are in charge with the P-3 over the highly digital flight environment of the P-8A. Either way, the future is now and that means full steam ahead with the Poseidon!

References:

Boeing – P-8 Poseidon

Naval Air Systems Command – P-8 Poseidon

RAAF – P-8A Poseidon

StratPost – Indian P-8I

US Navy – P-8 Poseidon Fact File

Wikipedia – P-8 Poseidon

The Museum of Flight in Seattle hosts the Collings Foundation each year to show off their fantastic collection of World War Two aircraft and to take up many people on joy flights. The key purpose of the foundation is to enable Americans to learn more about their heritage through direct participation (they have aircraft that cover the early years of aviation, World War Two, the Korean War and Vietnam War).

This year over the Independence Day weekend, the visiting fleet included some magnificent aircraft and flying legends. Present were Boeing B-17G Flying Fortress “Nine-O-Nine“, Consolidated B-24J Liberator “Witchcraft“, North American B-25 Mitchell “Tondeleyo” and a North American TP-51C Mustang “Betty Jane” (originally a single seat P-51C, when rebuilt between 2001 and 2002 an additional seat was added with full controls to be used as a training aircraft. At least 5 such aircraft are said to have been built during the war).

Consolidated B-24J Liberator “Witchcraft” has an interesting history. Constructed in August 1944 it first flew with the USAAF, then from October 1944 it saw combat with the RAF in the Pacific theatre then at the end of the war in 1945 it was  abandoned by the RAF in India, presumably to never fly again. The Indians had other ideas, repaired it along with similar B-24’s and put them back into service with the Indian Air Force until 1968. Abandoned again it was recovered in 1981, found its way to the US and was restored making its return to the skies in 1989 and is still going strong today!

Boeing B-17G Flying Fortress “Nine O Nine” was manufactured too late in 1945 to see combat in World War Two but went on to serve with the USAAF Air/Sea 1st Rescue Squadron and later in the USAF Military Air Transport Service. She should have met a less than glorious fate of being scrapped after being subject to three, yes three nuclear explosions in 1952 to test the effects on instruments and the airframe! Somehow she survived and after “cooling down” for over 13 years was eventually sold for scrap. Against all odds the aircraft had damaged skin and parts replaced, cleaned and repaired. She was totally rewired and 1,219 metres / 4000 feet of new control cable was installed!

The B-17 was resurrected and spent 20 years operating as a fire-bomber. She was finally retired in 1986 and then purchased by the Collings Foundation, who restored the aircraft back to its war-time configuration. Badly damaged in a landing accident in 1987, a subsequent huge repair job was undertaken to return her to flight once again. “Nine-O-Nine” has been going strong ever since (the original aircraft it is painted to look like was a European Theatre aircraft that flew and survived 18 missions over Berlin between February 1944 and April 1945 but was scrapped after the war).

Now I didn’t go for a flight but I enjoyed seeing the aircraft up close and then taking off and landing. A fun day!

Kenmore Air have a de Havilland Canada DHC-3T Turbine Otter seaplane with an orca livery operating from Lake Union in Seattle, Washington. It is dubbed Wild Orca and is one good-looking seaplane!

Recently I saw it for the first time, so I waited around for the aircraft to take-off. It must have been on a joy flight as it was back on the lake a short time afterwards. Nice to see it in the air.

The livery is a special one as it has been painted to support the Wild Orca non-profit organisation, that raises awareness of the majestic Orca’s that live in the ocean off Washington state. Their ultimate goal is to protect them for generations to come. The interior of the aircraft also features Orca motifs.

I have been lucky enough to see a pod of Orca off the San Juan Islands in Washington and also in Alaska. Any wild animal in its natural habitat is great to see but a pod of whales is a truly beautiful sight!

Founded in Seattle, 2016 is the centennial year for the Boeing Company. In June 1916 William Boeing was finishing of his first aircraft design, the B&W Seaplane and on July 15th, 1916 he incorporated the Pacific Aero Products Company for $100,000. On May 9th, 1917 he changed the name to the Boeing Airplane Company which later became the Boeing Company.

Many great aircraft have been designed by Boeing for both commercial and military use, especially air travel. The Boeing 707 jet which first entered airline service in 1958, became America’s first commercial jet airliner  and made long distance international travel that much easier (1,010 were produced between 1958 and 1919) but perhaps the one that has changed the lives of so many in relation to air travel is the Boeing 747 Jumbo Jet, which can seat 400+ passengers and following numerous design updates is still in production today as the 747-8 series (passenger and transport versions). Since the 747-100 series was first introduced and delivered to airlines in 1970, over 1,500 747’s have been produced (as of May 2016 the number was 1,521 produced with 1,543 on order).

The prototype 747 was a 747-121 model (RA001) the “City of Everett“. This aircraft first flew on February 9th, 1969 (the first order was placed for a 747 by Pan Am in 1966 so from the drawing board to first flight in just 16 months) and became the largest commercial transport aircraft for its time.

Luckily this 747-121 still exists today and is available for a walk through at the Museum of Flight in Seattle, where it is on display in their new Aviation Pavilion (opened June 25th, 2016). It is looking good too now that is has been repainted, as it was a bit weary looking whilst out in the open in recent years.

This first 747 was used not only for flight tests but also later it was converted as a test bed for air refueling systems (the refuelling control area is still there) and numerous 747 system and engine improvements. Wandering through the near empty interior with various interior components, crew stations, exposed wiring etc. is quite fascinating. What appear to be beer barrels are actually ballast tanks that are filled with water and used to simulate passenger and cargo weight in test flights (the connected tubes could move water through the barrels to test inflight centre of gravity configurations). Alas no brewery was set up there!

A unique item inside the 747-121 is a circa 1967 concept model of a 747 with a two-story passenger cabin design. The model looks more like the massive modern-day Airbus A380 airliner (Boeing were way ahead of their game back then)! Ultimately though Boeing went with the single story wide body design, with a raised cockpit and upper lounge area that we know so well today.

Whilst looking back at the history of the 747 we cannot forget its story began in the swinging sixties and it seems the Boeing style merchants did not want to be left out of the picture. They came up with the groovy concept of the “Tiger Lounge” that could be installed for airlines beneath the main passenger cabin of the Boeing 747-100 Jumbo Jet. The mockup design was complete with plush seats, bright colours and an animal print theme for lucky passengers to enjoy. Not surprisingly those miserly airline owners just wanted to make money and preferred to use that section of the aircraft for cargo instead, so the tiger was never unleashed! The mockup is long gone but the Museum of Flight are rejoicing it in a centennial display where you can pretend to go back in time.

Boeing styling may be a tad less exotic these days but the 747 design itself is still going strong today. They came up with a proven winner and I am thankful for that, as the Boeing 747 has transported me to some great international destinations over the years and allowed me to follow my passion for aviation in doing so!

John Robertson Duigan

During World War One a very famous Australian pilot was flying with distinction and bravery in the Australian Flying Corps (AFC). His name was John Robertson Duigan (May 31st,  1882 – June 11th, 1951). Duigan was an aviation pioneer who on July 16th, 1910 made the first Australian designed, built and piloted powered flight.

That first flight took place on his father’s property “Spring Plains”, a 10,000 acre sheep station  near Mia Mia in Victoria (a monument to the flight was erected nearby in 1960 – see below). They flew just 7 metres (23 feet) that day but made their significant mark that will remain a milestone in Australian history forever more.

Duigan had studied electrical and motor engineering at Finsbury Technical College in London, UK from 1902 to 1904 and after graduating and working in London he returned home in 1908 to briefly work at an electrical equipment manufacturer in Melbourne before going to help his younger brother Reginald manage the family farm. John Duigan was inspired to fly by a 1908 postcard sent from a friend in Great Britain that showed a Wright Flyer aircraft designed by the flight founding Wright Brothers and detailed the extended flights then being conducted in France by Wilbur Wright.

Early Australian Flights

First John Duigan built a glider in 1908 which was successful in a tethered flight during strong winds. It was tied down by 110 metres of fencing wire!

2 years later on that day in 1910 John Duigan flew a pusher biplane aircraft he designed and built with his brother Reginald Duigan (September 15th, 1888 – June 15th, 1966). who also later flew the aircraft (neither had ever piloted an aircraft before!). The aircraft was known as the Duigan Pusher Biplane (donated by John Duigan in 1920, Museum Victoria have the original in storage but a replica of the aircraft can be seen at the Melbourne Museum).

Between July 1910 and May 1911 the Duigan brothers went on to make some 80 flights of varying distances and durations in their pusher biplane but John Duigan’s first flight only went about 7 metres (twenty-three feet). They continued to modify and improve their Pusher Biplane. These flights did not always go so well though and the biplane was damaged in a heavy landing in August 1910.

By October 1910 Duigan was flying nearly 183 metres (600 feet) and later, anywhere up to 2 kilometres (1.24 miles). He apparently considered the later flights more controlled and in his opinion his first truly successful flight was on October 7th, 1910 when he flew 178 metres (584 feet).

Australian Flying Corps

On March 14th, 1916 during World War One our very own John Robertson Duigan was commissioned as a Lieutenant in the Australian Flying Corps (AFC). He embarked for training in Britain in October 1916.

Duigan was promoted to Captain and became a Flight Commander in August 1917. Then it was onto France with AFC No. 3 Squadron flying Royal Aircraft Factory R.E.8 two-seat biplane reconnaissance and bomber aircraft on missions to locate German gun positions, conduct photographic reconnaissance and bombing attacks.

On April 22nd, 1918 he and his observer, Lieutenant Alec Paterson spotted a gun flash from the great German “Amiens” railway gun at Harbonnières in France (it was used to shell Amiens, which was over 20km away!). Known to the Germans as “Bruno”, the Australian 31st Battalion later captured it. The barrel of this massive 28cm calibre railway gun is today on display in the grounds of the Australian War Memorial in Canberra.

Duigan proved himself a very capable pilot in combat, so much so that he was awarded the Military Cross for gallantry on May 8th, 1918 when he was attacked by four German Fokker Dr.I Driedecker triplane scouts from Jasta 6 over Villers-Bretonneux. His observer knocked one of the German scouts out of the fight but the other three pressed home the attack.

Despite being severely wounded (shot four times) and his aircraft being on fire, with his observer unconscious, Duigan managed to evade the enemy aircraft and force land near the frontline between held German trenches and abandoned Allied trenches. A great landing given he was wounded. Once on the ground he insisted the photographic plates from his reconnaissance mission be sent to headquarters and his observer rescued first, before he himself was taken to hospital!

Duigan made 99 flights mostly behind enemy lines during his 5 months at the front but that last engagement and the wounds he suffered ended his combat career (he had to be evacuated to Great Britain for medical treatment). He was also a No. 3 Squadron pallbearer at the military funeral for leading German air ace Manfred Von Richthofen, the “Red Baron” who was shot down and killed on April 21st, 1918.

Duigan finished the war as the acting Commanding Officer of AFC Number 7 Training Squadron in Great Britain (Yatesbury) before returning to Australia in 1919. When he got back to Melbourne he became an Electrical Engineer but remained on the reserve list. From 1941 to 1942 he worked again for the Australian military in the RAAF quality control branch responsible for aircraft engine components at the Commonwealth Aircraft Corporation in Fisherman’s Bend, Port Melbourne (he was placed on the retired list in 1942). His contribution to Australian aviation was significant.

Duigan Flight Memorial

It has taken me a long time but in April 2016 I finally travelled to the memorial dedicated to John Duigan’s first flight in 1910 near Mia Mia (just outside of town a few kilometres along the Burke and Wills Track). Designed by Reginald Duigan’s son Terence and unveiled in 1960 (with both Reginald and Terence in attendance), the memorial is a simple basalt pylon with a plaque and Douglas DC-3 aircraft propeller.

Apart from some ongoing maintenance and the painting of the propeller tips, very little has changed with the memorial since 1960. The only real difference is the addition in later years, of other signage and plaques with historic information near the memorial.

The memorial is surrounded by the countryside where the flight took place and near the location of the old Duigan family home. I think it is a fitting tribute to this great aviator and his brother Reginald. Standing there on that quiet country road, looking out at the rocky paddocks before me, I felt a lot of appreciation for their determination to conquer powered flight.

Harry Houdini

Although John Duigan made the first Australian designed, built and piloted powered flight he was not the first pilot to complete a controlled powered, heavier than air flight in Australia. Interestingly this title is generally agreed to have been completed by renown Hungarian-American escape artist Harry Houdini (March 24th, 1874 – October 31st, 1926)! He brought a Voisin biplane to Australia that was purchased and shipped from Germany (he had flown it there in 1909), making this historic first flight at Diggers Rest in Victoria on March 18th, 1910.

This was just a few months before the Duigan brothers. Houdini went on to make numerous flights in Australia during his visit. Quite an unusual piece of Australian aviation history!

References:

Australian National Aviation Museum – The Duigan Family

Hargrave – The Pioneers – Houdini

Museum Victoria – John Robertson Duigan

Museum Victoria – John Duigan’s Military Service

Museum Victoria – Reginald Charles Duigan

Wikipedia – Duigan Pusher Biplane

Following a lengthy restoration by the Museum of Flight in Seattle in 2012 they had nowhere to display the Boeing B-29 Superfortress bomber “T-Square 54” (Serial Number 44-69729 on loan from the National Museum of the United States Air Force) without it being exposed to the elements. As such this 1945 veteran of 37 bombing missions in the Pacific Theatre of World War Two with the USAAF 875th Bomb Squadron, 498th Bomb Group, plus service time as a converted aerial tanker during the Korean War (1950-1953) was more or less shrink-wrapped in a protective coating and put in outdoor storage next to the museum (this was actually the first time it had been on any sort of public display since 2003. The hangar it had been restored in was scheduled to be demolished so they had no choice but to put it outside).

Jump forward a few years and 2016 not only coincides with the centenary of Boeing (July 2016) but also the opening of the new covered Aviation Pavilion at the Museum of Flight (officially opened June 25th, 2016). This meant “T-Square 54“could finally be unwrapped and put on display where everyone could see the great restoration. She sits next to a Boeing B-17F Flying Fortress (1943) and a Boeing WB-47E Stratojet (1951) to show the advances made in bomber aircraft technology and design from piston engines to jets in less than a decade.

The B-17F (Serial Number 42-29782) was initially used as a USAAF training aircraft in the United States before transferring to the European theatre in 1944. It did not see combat and after 3 months in Great Britain was shipped back to the United States where by 1945 it was placed in storage awaiting disposal. In 1946 it was stripped of its turrets, guns and equipment and sent to Stuttgart, Arkansas as a war memorial. It sat out in the open until 1953 when it was sold off into civilian hands and converted to an agricultural chemical spraying aircraft.

The B-17F was used in this spraying role until 1960, then was used to fight fires and also operated as a tanker aircraft until 1985. It also became a movie star featuring in 1,000 Plane Raid (1968), Tora! Tora! Tora! (1970) and Memphis Belle (1990). In the latter movie she was used to represent many different B-17 aircraft to represent the large number of bombers available to the USAAF during the later stages of World War Two. By 1991 the aircraft was under restoration back to a wartime configuration at the Museum of Flight and after 20 years of intensive restoration (it had seen better days) was put back on outdoor display at the museum in 2011. Today she is known as the “Boeing Bee” with cool nose art of a bee with twin 0.50 caliber guns as its stinger!

The WB-47E (Serial Number 51-7066) was operated by USAF Strategic Air Command (SAC) from 1953 – 1963 as a B-47 nuclear bomber before being converted to a WB-47 to conduct weather reconnaissance missions for the US Navy until retired in the 1970’s. Apparently they also conducted testing of atmospheric radioactive levels following above ground nuclear bomb tests by the Soviet Union and the Peoples Republic of China. The WB-47E is on loan from the National Museum of Naval Aviation at Pensacola, Florida.

The museum also has a Boeing B-52G Stratofortress bomber (1959, Serial Number 59-2584) that is currently outdoors near their restoration centre at Paine Field in Everett. This aircraft served with the USAF Strategic Air Command (SAC), including flying Operation Bullet Shot and Operation Linebacker bombing missions in 1972 during the Vietnam War. The aircraft is on loan from the National Museum of the United States Air Force and it would be great to maybe see this mighty Cold War warrior lined up with the other Boeing legends some day!