Props & mags JULY 2016

SOUTH AUSTRALIAN AVIATION MUSEUM

66 LIPSON STREET, PORT ADELAIDE P.O. BOX 150, PORT ADELAIDE, SA 5015. PHONE (08) 8240 1230

http://www.saam.org.au

PRESIDENT’S REPORT

CARIBOU A04-225 DISMANTLING PROJECT

This is a brief account of the trials and tribulations encountered during the dismantling stage of our Caribou at Oakey Army Centre in Queensland. Prior to departing we ensured that all materials, tools and safety equipment we could conceivably need were to hand. Defence Disposals were specific in their documentation that all WH&S requirements were to be complied with and therefore we had to ensure that our equipment enabled us to do so. We had to be on site on Thursday 2nd June for a full day’s induction and to meet the teams from the other museums. Total induction time lasted half an hour and included the following:

You shall not take photographs of any aircraft while on base (but if you walked 20 metres to the public road,

you could);

You shall not cross this imaginary line (not telling us where the line was drawn);

You must not walk across anthills (why would you?).

These were just some examples of the bureaucracy heaped on us. Anyway, we had a good chance to meet the other combatants and by 10am we got stuck into the task of dismantling our aircraft. We were by far the smallest crew – four – while others had up to 12 or more, yet we were able to keep pace, if not exceed, the timelines we all had in place.

S.A.A.M. COMMITTEE

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MUSEUM PATRON: THE HON. ALEXANDER DOWNER

AC _______________

PRESIDENT PIETER VAN DYK

VICE PRESIDENT

DAVID BYRNE

TREASURER

JOHN HILLIER

SECRETARY MIKE MILLN

COLLECTION MANAGER

PAUL DAW

COLLECTION MANAGER – AIRCRAFT

WAYNNE LEE

MEMBERSHIP OFFICER ROD KOPP

WORKSHOP MANAGER

GRAHAM BELL

PUBLIC RELATIONS ROBIN De VORE

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DATES FOR YOUR DIARY …. SATURDAY 16th JULY 10.30am History Group Meeting 12 noon B.B.Q. Lunch – Cost $5.00 1.00pm General Members Meeting EXECUTIVE COMMITTEE MEETING : Tuesday 2nd AUGUST

David Geck, our QAM volunteer, had with him a complete set of the aircraft manuals, but sometimes even these were lacking in detail. As a result, a lot of cross-pollination between the crews was happening. One example was the removal of the

engine oil tanks from the top of the wheel well. It appears that DHC built the Caribou around them because it took Dave and Steve Nitschke a day and a half to take each one out! Another example was the removal of the control cables and flap actuating rods between the main planes and the outer wings. The access panel was the size of a small serving plate and none of us four was small enough to get in there. I had to borrow someone from HARS, a tiny bloke, who was able to fit and was well worth the carton of beer we gave him to do the job.

As you can imagine, the site was a hive of activity, hampered only by the extreme weather and our Defence “ s u p e r v i s o r s ” ensuring we weren’t stepping on anthills or taking photos of flying aircraft (all

our phones and cameras were checked each night before we left).

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For Queensland the weather was abysmal. Every day there was wind. On three days we had rain and wind. One day we had 28 degrees and wind. Other days it was freezing and wind. And the wind speed was proportional to whether or not a crane was on site. If the crane appeared, the wind speed increased proportionally. However, because of their work ethic and skills, Steve Nitschke, Steve Kristofic and Dave Geck managed to get the job done to a degree that if the aircraft were ever to fly again, it could be made to do so. From memory, only two wires had to be cut to expedite dismantling. All other components were removed by the book. This could not be said for some of the other teams from whose sites the sounds of angle grinders and bolt

cutters were evident. All in all, the job got done. We injected money into the Oakey economy, particularly the RSL Club, but I doubt if we would do it again next week. The main fuselage section is the only piece of the aircraft remaining at Oakey, and its size is making the transport planning back to SAAM fraught with difficulty. I’m happy to report that David is looking after that side of things with our transport facilitator, and his update on progress follows.

Pieter van Dyk

... AND THE TRANSPORT UPDATE The main fuselage and centre section of the Caribou are still at Oakey. It is ready to load. Our Transport facilitator, John Holmes, has advised that we are getting closer to receiving approval to transport it back to SA via Innamincka. Because of the width of the load (8.7m) and the care needed to move it on public roads, approvals are needed from the National Heavy Vehicle Regulator, both the SA and Queensland Roads Departments and all rail and electricity authorities, councils and everybody else along the way. And police escort services have to be arranged ... it is a very wide load!

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All the necessary applications along with complete route surveys have been lodged. It is now a matter of supplying any further information they require and waiting. In the meantime the northern roads are now drying out so hopefully we will be able to get on the road soon. It looks like sometime in mid to late August will be the arrival time. David Byrne NOTICE MUSEUMS IN THE PORT 25% DISCOUNT OFFER There has been some confusion about to which prices the discount should be applied. Here is how it should work: 1) The visitor must have a dated stamp from either the National Railway Museum or the South Australian Maritime Museum or both on the last page of their brochure (i.e., the visitor does not get a discount for the first museum visited); 2) Stamp and date the line opposite our symbol on the last page (the stamp is kept at the reception desk) and return the brochure to the visitor; 3) Charge entry in the POS according to whatever price(s) normally applies – Adult, Concession, Child or Family; 4) Apply the 25% Discount using the POS Discount button to the resulting total; 5) Don’t worry if you are applying the discount to a discounted entry charge (Concession/Child/Family) – that’s the right way to do it! 6) Offer the brochure to other visitors, stamping and dating our line, to encourage them to visit the other museums. Mike Milln Secretary

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WING TIPS BATTLING ON

The Battlers are making progress with the first tailplane being assembled maybe for the last time. We all know that during a restoration an assembly is put together and dismantled at least six times during the rebuild. This one looks like it’s in the final stages. All the remade and painted parts are now assembled and the leading edge metal stands out as it is yet to get the primer coat. The riveters are banging away again and the fuselage area is a hive of activity. New parts are being added and some of the original bits that were removed are being re-installed. A suggestion that a good squirt of WD 40 and a couple of coats of bog on the original fuselage were dismissed out of hand. Down at the Anson end of the workshop the Anson Crew have restored the tail feathers of the Cessna C1 and with a new rib or two still to be added, the fabric is already being installed. As mentioned in an earlier newsletter this replica was built from scrap bits

and pieces so we are adding some extra ribs to make it look more like the original. We have a drawing that shows enough detail to make a complete aeroplane and in the faded print we can see Clyde Cessna’s comments that it was not easy to fly, did not go very fast and was not very comfortable. Probably an understatement. In the outdoor quadrangle area there are

some very big wing bits that obviously belong to the Caribou.

Over and out Anson Crew and Battlers

THE BATTLE WITH NEW METAL, LOTS OF CLECOS AND HEAPS OF RIVETS

A BIT OF BOG HERE AND THERE WOULD HAVE MADE A DIFFERENCE

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SOUTH AUSTRALIAN AVIATION MUSEUM SIGNIFICANT AVIATION DATES AND EVENTS

TIMETABLE OF SIGNIFICANT SA AVIATION DATES AND EVENTS 1926 – 1945

This is part two of Nigel Daw’s Timetable of Significant SA Aviation Dates and Events, picking up where last month’s episode left off and taking us through until 1945. Nigel has asked for suggestions for any significant events you think he may have missed, so if you think of any, send him a note on library@saam.org.au – he’d be glad to hear from you. Hopefully we can persuade him to write part 3 from 1945 to the present....

1926

On 23 August 1926 a preliminary meeting of the Australian Aero Club (SA section) was held to discuss the formation of an aero club in SA Captain E C Johnston, Superintendent of Aerodromes, Civil Aviation Department, Department of Defence, was present. An inaugural meeting was held on 22 September 1926 with around one hundred persons in attendance, and by the following month there were one hundred and fifty financial members. Later that year the club received approval from the Defence Department for the loan of two DH60 Gipsy Moths.

1927

On 1 October 1927 Parafield Airport opened after Albert Park closed the day before. On 26 November an airshow was held at Parafield to celebrate the official opening of the South Australian section of the Australian Aero Club. A crowd estimated between 25,000 and 30,000 was in attendance. There were fifteen aeroplanes present including DH60G Gipsy Moths, Royal Aircraft Factory SE5A, DH9 and DH50.

1928

Bert Hinkler visited Adelaide on 14 April 1928 when he landed his Avro Avian G-EBOV at the Morphettville Racecourse on his way east from Perth to be greeted by a crowd of 15,000. Hinkler had flown out from the United Kingdom departing Croydon on 7 February and arriving in Darwin on 22 February, being the fifth aircraft to arrive in Australia after a flight from Europe.

On 27 August 1928 Charles K i ng sford-Smith and the crew of the Fokker FVIIA Southern Cross arrived at Parafield after a flight from W A. The aircraft remained overnight and the crew received a civic reception in the Adelaide Town Hall.

1929

On 29 May the West Australian Airways DH66 Hercules G-AUJO City of Adelaide arrived at Parafield from Perth in preparation for the commencement of the Adelaide to Perth airmail service. The inaugural service departed on 2 June but returned due to poor weather. The DH66 left Parafield the following day.

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On 9 July VH-UKW Junkers F13L of Eyre Peninsula Airways arrived at Parafield and shortly thereafter commenced passenger flights to Kyancutta and Streaky Bay.

On 5 August the Adelaide Aerodrome opened on the corner of Main North and Montague Roads just to the south-west of Parafield. This airfield was to be used by Australian Aerial Services Ltd passenger flights to Victoria and New South Wales.

The Sydney to Perth air race transited Parafield on 1 October when sixteen aircraft called in to refuel. Adelaide-based pilot Horrie Miller of Commercial Aviation was the eventual winner in his DH9 G-AUHT.

1930

Eyre Peninsula Airways Junkers F13L VH-UKW Mount Wedge inaugurated an Adelaide to Broken Hill passenger service on 15 January.

On 28 June Amy Johnson arrived at the Morphettville Racecourse in her DH60 G-AAAH to be greeted by a large crowd. Amy had departed the United Kingdom on 5 May and arrived in Darwin nineteen days later, being the first woman to fly solo from Europe to Australia.

Australian Aerial Services Ltd ceased operations on 30 June due to Government subsidies ending.

1933

Jimmy Melrose made his first solo flight at Parafield on 9 June in the DH60G VH-ULO after only six hours dual instruction.

1934

Charles Kingsford-Smith and P G Taylor visited Parafield in the Lockheed Altair VH-USB on 11 September.

Jimmy Melrose left Parafield on 16 September in his DH80A Puss Moth VH-UQO arriving at Croydon United Kingdom, twelve days later in order to participate in the London to Melbourne air race.

1935

On 3 July A d e l a i d e Steamship Company announced the formation of a new airline named ‘Adelaide Airways’ with the intention of operating flights from Parafield to Port Lincoln and Kangaroo Island. Later that month a Short Scion and a G.A.L. Monospar were ordered.

On 19 August Australian Transcontinental Airways Ltd VH-UXX Avro 618 inaugurated an Adelaide to Darwin passenger service.

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However, due to various problems the flights ceased on 11 October.

Adelaide Airways commenced passenger services on 29 October when the first flight on the Parafield–Mount Gambier–Melbourne route operated with the Short Scion VH-UUT. The following day services from Parafield to Port Lincoln commenced when the G.A.L. Monospar VH-UUV flew the inaugural flight. On 19 November flights from Parafield to Broken Hill started when VH-UUV flew the first flight. The pilot was H O Cook.

1936

On 22 January local flyer Roy Gropler arrived at Parafield in Klemm L27a G-ABOR (later VH-USZ) after leaving the United Kingdom on 10 December 1935.

Further expansion by Adelaide Airways occurred on 25 January when the Parafield–Kingscote route was inaugurated. Cowell was added as an extension of the Port Lincoln route effective from 14 March. Renmark was added as an occasional stop on the Parafield–Broken Hill route effective from 26 March.

On 25 April a crowd of more than 8,000 people at Parafield welcomed Jimmy Melrose in his Heston Phoenix VH-AJM at the conclusion of a sixteen day flight from the United Kingdom.

In May the Aero Club of SA was granted the ‘Royal’ prefix.

On 13 May Australian National Airways Ltd was registered to join Holyman’s Airways Ltd and Adelaide Airways Ltd. The new entity commenced trading on 1 August.

West Australian Airways absorption into Adelaide Airways was agreed on 12 June and was effective from 1 July.

On 5 July South Australia was plunged into mourning when Jimmy Melrose was killed in the crash of his Heston Phoenix VH-AJM near Melton Victoria.

On 31 July the first Lockheed L10A for Guinea Airways arrived (via Port Adelaide) for eventual use on a passenger service on the Adelaide to Darwin route.

To celebrate the centenary of SA an air race was held between Brisbane and Adelaide, with the aircraft arriving at Parafield on 18 December. Twenty-six aircraft completed the race, with the Handicap Section winners being: R M Ansett first prize, C D Pratt second prize, and R W Gropler third prize.

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1937

On 22 February the Lockheed 10A VH-UXH inaugurated the Adelaide to Darwin air route.

Ansett Airways L 10A commenced flights on the Parafield–Mildura route on 29 November. This flight linked in with aircraft to Narrandera and Melbourne.

On 14 November the first visit of a DC-3 to Parafield occurred when VH-UZJ Kyilla made a promotional flight.

1938

Aviator Roy Gropler and his two passengers were killed on 13 March when the Klemm L27a VH-USZ crashed near Parafield

On 25 October the ANA Douglas DC-2 VH-UYC Kyeema crashed into Mount Dandenong, Victoria, after overflying Essendon Airport on a flight from Adelaide. The crew of four together with fourteen passengers were killed.

Two RAF Vickers Wellesley bombers visited Parafield on 8 December after a direct flight from Hobart. Three Wellesleys had departed from Egypt on 5 November on long-distance test flights to Australia.

1939

In October 1939 it was announced that Parafield would become an RAAF Station.

1940

On 8 January the first batch of twenty-four cadet pilots commenced their flying training with No. 2 FT S. (later No. 1 E F T S) at the new RAAF Station Parafield. The first aircraft in use were DH60G’s A7-27, A7-44, A7-64 and A7-71.

1941

On 6 February No. 2 AOS (Air Observers School) formed at Mount Gambier with Avro Anson and Airspeed Oxford aircraft.

On 15 June No. 2 BAGS (Bombing and Gunnery School) formed at Port Pirie with Fairey Battle aircraft.

On 25 August No. 6 SFTS (Service Flying Training School) commenced at Mallala with Avro Anson and Airspeed Oxford aircraft.

1943

On 3 January No. 34 Squadron RAAF reformed at Parafield with three aircraft.

On 14 August Avro Lancaster ED930 Queenie visited Parafield on a war bond drive.

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1944

In May No. 1 Elementary Flying Training School moved from Parafield to Tamworth in NSW.

1945

On 16 March the Avro Lancaster W4783 G for George visited Parafield on a war bond drive.

In July RAF 238 Transport Squadron arrived at Parafield with sixteen Dakotas to support the British Forces in the south-west Pacific.

On 9 October a USAAF B29 Super Fortress 44-69774 Waltzing Matilda visited Gawler and flew over Adelaide on a war bond drive. Nigel Daw SAAM History Group May 2012

BUCKET LIST OBJECTIVES CROSS OFF…. My first objective was to fly in a WWII fighter and also to fly along the coast of Adelaide. They were both achieved on Saturday 11 June 2016 with many thanks to Jim Whalley. On Saturday morning at Parafield Aerodrome I met up with Jim to take a flight in his Boomer (cac) Boomerang A46-63 VH-XBL. This aircraft was flown by Jim’s father Alan during the War. It was restored and a second seat fitting in the rear behind the pilot. Getting into the back seat was not hard as there was plenty of space to slide into it. After a warm-up we taxied out to the strip and had to wait for clearance. It was interesting listening to the control tower talking on the radio referring to the other aircraft by

their numbers but the Boomerang was called on air to other waiting aircraft as “the Boomerang” , not by its code. We took off and turned to fly over St. Kilda then down the coast to Port Noarlunga. The view of the city/coast at 1500 feet was superb. When we returned to St Kilda Jim did some manoeuvring for me including two barrow rolls and two peel-offs, then last a touch and go before landing back at the strip. We had photos with my son and grandson to finish the day. Many thanks to Jim for the ride. It was something very special.

Gary Hartas 10

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Nigel Daw sourced this article from Brett Mander, who works as a Project Manager by day but is something of an aviation tragic. He never misses an Avalon Airshow and has attended two RAAF airshows and the Royal International Air Tattoo at RAF Fairford last year. He’s particularly keen on aviation “firsts” as this article on the first Qatar flight into Adelaide demonstrates. He was on Tiger Airways’ first flight out of Adelaide and he travelled to Sydney to come back to Adelaide on Australia's first Biofuel flight - a Qantas A330. He also flew on one of the final passenger flights of Qantas 747-200 (VH-EBQ) before it was retired to the Qantas Founders museum in Longreach QLD. He is a keen collector of model aircraft and has around 250 1/200 scale planes, featuring Australian aircraft and those he has flown on in his 'plane room' at home. So, Nigel, how come he isn’t a member??!!

QATAR STARTS FLIGHTS DOHA/ADELAIDE USING AIRBUS A350 XWB

BY BRETT MANDER

I have been closely following the development of the A350 XWB for the last decade, where I sought out every update, picture and video available over this time. This included watching live the first flight of the test aircraft and having a poster of the A350 up in my office at work. So I am a bit of an aviation tragic. When the opportunity came to fly on the first A350 flight into Australia I thought it was meant to be when Adelaide was announced as the destination! So I booked a flight to Doha via HKG to arrive on the 29th April to allow a weekend in Qatar.

On the 2nd May in Doha as we moved into the pre-departure area, each passenger was presented with a Qatar Airways polo top in your choice of size, together with a commemorative certificate celebrating the first Qatar service to Adelaide. It was fair to say that most people had no idea of the flight's significance beforehand. Once on board the captain made an announcement highlighting the historic nature of the flight and that helped to set the tone with was what a friendly and enjoyable flight.

The first thing you notice when boarding is the statement entryway, which also doubles as the Business Class stand up bar. There are also no overhead bins in the centre of this part of the plane making it seem huge. I chose to sit in 17A (second economy row) so I could use my seat back screen during taxi, takeoff and landing.

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As it turned out, I had three seats to myself and was able to have a semi reasonable sleep for part of the flight. The seats themselves are noticeably wider than those on the Boeing 777 (in 10 abreast configuration) and even the A330. Legroom and knee room were exceptional for economy class with a good 15cm between my knees and the seat back. Whilst there was a small entertainment box under the seat in front of me (because of the pull out screens in row 16) the norm in other rows is to have no entertainment box and no seat legs in the way; providing unprecedented leg/storage space under the seat in front. Unlike the Qatar A330 I had travelled on a few days prior, there were no pull down foot rests on the A350, but to be honest I don't think it made any difference for me personally.

The Thales entertainment system uses a generously sized tiltable screen with built in USB power/content port. There is also a universal power point between each seat. The Oryx system is simple and responsive to use with a tethered controller also housing its own touch screen for controls and map viewing etc. Whilst the content on the system wasn't quite as plentiful as that hosted by the QF On-Q system, there was still a reasonable choice. My favourite feature was viewing the live stream from the 3 external cameras!

The windows , which use a conventional pull down blind, are much larger than the A330 and only slightly smaller than the massive ones on the Boeing 787. As is common now there was LED lighting throughout with different hues for different phases of the flight. The overhead bins are also huge with plenty of space for about five or six full size roll aboard bags. The way the overhead bins open is also quite elegant and they are easy and light to operate. You were also provided with an amenity bag, a nice touch in Economy. If there was one negative, it would be with the seat headrest as it is quite contoured and firm and only adjustable up and down, so this may not be comfortable for everyone.

In terms of the service, it was faultless. Both flights I had with Qatar over the weekend were consistently good service-

wise with the feeling the staff couldn't do enough for you and that nothing was too much trouble. A few pictures of the food offering are included which was on par with that of the Cathay Premium Economy offering I have experienced previously. There were two full meal services with three options for each plus a drinks and snacks service. All drinks on board were complimentary, including beer, wine and some spirits. Duty Free was offered but in no way was over promoted or intrusive.

On approach to Adelaide the captain reiterated the importance of the flight and noted there would be some helicopters filming etc on arrival. He also added they had been given permission for a flypast. I almost wet myself upon hearing this but sadly this was aborted because of the inclement weather. At this point, the on-board cameras became 'unavailable' and I couldn't film the approach sadly.

Touchdown was textbook although the brakes were applied hard initially with what appeared to be use of idle reverse only. It soon became apparent everyone at the airport had paused for a look at the new Airbus with a sea of high visibility jackets lining parts of the runway and Tarmac. The water cannon salute was the perfect finish for a historic and very pleasant flight. Once exiting International Arrivals, we were greeted with a goody bag of samples from some icon SA companies and a welcome letter from the SA Tourism commission, a great initiative!

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By the way, the claim of lessened jet lag seems to be correct with no ill effects post flight other than a bit of expected tiredness.

Overall I'm very glad I trekked over to the Middle East for the weekend and to return on this brilliant aircraft and to be part of aviation history. Even without the fanfare of this particular flight, I can highly recommend the A350 and Qatar.

Cheers,

Brett Mander

A7-ALH AIRBUS A350WXB ADELAIDE 3 MAY 2016 (N K DAW)

Pro-Forma Invoice from

THE SOUTH AUSTRALIAN AVIATION MUSEUM INC

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