In Australian Service – The Shorts Flying Boats

Concurrent with the development of the S. 23, work proceeded on a military version constructed to the requirements of British Air Ministry Specification 22/36. Emerging as the Short S. 25 Sunderland, the prototype serial number K4474 first flew on 16 October 1937. The contribution of the Sunderland during the war was outstanding. To their credit were no less than 28 submarines destroyed amongst many other successes. When construction of Sunderland finally ceased, 749 had been produced. In addition, several other conversions and variants emerged and amongst these were the Hythe, Sandringham and Solent.

To provide extra capacity for BOAC’s fleet, six Sunderland Ill aircraft were diverted from the Rochester line in December 1942 and modified to make them more suitable for civilian use. All armament and military equipment was removed and a basic form of seating was substituted. These aircraft were initially used between Poole and Lagos in West Africa during 1943. The RAF camouflage was retained but British civil aircraft registrations were added. These civil Sunderlands proved a great success and the area served by them was later expanded to Karachi in 1944. After the war, the camouflage was removed and they were reworked to make them more suitable for their passenger role. More powerful engines were fitted and they were able to carry 22 passengers by day or 16 by night in addition to 3 tons of mail. These cleaned-up conversions were known as Hythes and a total of 24 were modified to this configuration. A record was established by G-AGJM ‘Hythe’ when it arrived in Sydney on 22 February 1946, taking 54 hours for the flight from the UK.

Experience gained with these aircraft indicated that with further changes a more suitable civil aircraft would result. To achieve this, Hythe G-AGKX ‘Himalaya’ was flown to Rochester. The characteristic slab-sided-looking nose of the Sunderland was replaced by a more refined bow and a smooth tail cone was fitted in lieu of the existing turret. A double-deck layout to accommodate 22 passengers, together with other refinements was included. Powerplants were four Bristol Pegasus 38 engines of 1030 hp. G-AGKX emerged as the Sandringham Mk 1 and was shown to an admiring public at the Eastleigh Victory Air Pageant on 22 June 1946. Later marks of the Sandringham to evolve were known as either the Mks 2, 3, 4, 5, 6 or 7. Externally there was little difference and the main changes were devoted to internal re-arrangements. All of these Sandringhams were converted from Sunderland Mk Vs between 1945 and 1948. These modifications were carried out by Shorts at the Belfast plant. The engines were the Pratt & Whitney R-1830 of 1200 hp. By the time Sandringham conversions ceased a total of 27 aircraft had been delivered.

In Australia, a requirement still existed for large flying boats to operate some services, both domestic and international. Although none of our operators was the original purchaser of Sandringham, as BOAC and TEAL phased them out of their fleets, several of these aircraft were to eventually appear on the Australian Civil Register.

Qantas had already established itself as a significant user of flying boats, so it was natural that they should look to the Sandringhams to operate some of their services. In 1946 Tasman Empire Airways Ltd began receiving delivery of a batch of four Sandringham Mk 4s which were called Dominion Class by them. All of these aircraft were ultimately to be sold in Australia and two of these were to join the Qantas fleet. These were ZK-AMB ‘Tasman’ which became VH-EBW and ZK-AMD ‘Australia’ which became VH-EBX ‘Pacific Chieftain’. Both aircraft were bought in June 1950. During the following year three additional Sandringhams were purchased by Qantas. These were part of BOAC’s Mk 5 aircraft fleet originally acquired in 1947 and operated by them under the name Plymouth Class. In July VH-EBV ‘Pacific Warrior’ ex G-AHZD ‘Portmarnock’ arrived, to be followed in December by VH-EBY ‘Pacific Voyager’ ex G-AHZF ‘Poole’ and VH-EBZ ‘Pacific Explorer’ ex G-AHZG ‘Pevensey’.

The initial two Sandringhams were used on routes in the South Pacific. It was during this phase of their operations that VH-EBW was written off on 10 June 1951 while taxiing for takeoff at Vila. The Sandringham struck some coral and was holed in several places below the water line. No one was injured in this mishap.

When the three ex-BOAC Sandringhams arrived, Qantas were in a position to further expand their flying boat services. In July 1952 they began operating the Sydney-Port Moresby route which was further extended to Rabaul in June 1953. However, the era started in 1937 with Qantas’ association with the Empire boats was drawing to a close. In June 1955, all Qantas flying boat services from Sydney ceased and the remaining Sandringham, VH-EBV, VH-EBY and VH-EBZ were broken up. VH-EBX had been sold the previous December to Ansett Flying Boat Services.

The longest association with the Sandringhams was that of Ansett Flying Boat Services Pty Ltd. Ansett’s water-based flying operations trace their origins to Barrier Reef Airways, which was formed in 1947 with two Catalinas to operate the Brisbane Daydream Island route. When Ansett purchased the other two ex-TEAL Sandringhams to assist the company in operating more suitable equipment, the Catalinas were withdrawn from service. ZK-AMH ‘Auckland’ became VH-BRC ‘Beachcomber’ in May 1950 to begin a long period of service spanning 24 years. ZK-AME ‘New Zealand’ was purchased in March 1951 to become VH-BRD ‘Princess of Cairns’. This latter aircraft had had a lucky escape some years earlier while still in the TEAL fleet. On 3 December 1947, it suffered an engine failure and was only able to maintain height by jettisoning the passenger’s luggage. Its career with Ansett was comparatively short-lived when it sank in the Brisbane River at its moorings on 31 October 1952. A passing boat is believed to have damaged it causing it to come to rest on the bottom of the Brisbane River.

This was a period of consolidation for Ansett Flying Boat Services when in 1952 it absorbed the operations of Barrier Reef Airways and the following year it purchased Trans Oceanic Airways. Trans Oceanic’s Sunderland VH-AKP assisted Sandringham VR-BRC in maintaining services until a replacement aircraft could be obtained for VH-BRD. To fill the gap, the purchase was arranged of the ex-Qantas aircraft VH-EBX which became VH-BRE and retained the name ‘Pacific Chieftain’. The two Ansett Sandringhams remained in service together for many years operating the Lord Howe Island service which had been previously flown by Trans Oceanic. In addition to the Lord Howe Island run, both aircraft were used on charter flights to various destinations around Australia and to the Pacific Islands.

It was on one of these charter flights that VH-BRE came to an untimely end. After having had a major overhaul, it was moored at Lord Howe Island for an overnight stop on 3 July 1963 at the commencement of an 8500-mile flight around Polynesia. A cyclone enveloped the area and the ensuing 80 knot winds unfortunately snapped the mooring lines and VH-BRE was damaged beyond repair. The loss of the Sandringham created a serious problem as it meant that the maintenance of the Lord Howe Island service was temporarily dependent on the remaining sole aircraft, a situation which of course was not viable.

To remedy their predicament, Ansett endeavoured to obtain another Sandringham or Solent to replace the damaged aircraft. The Royal New Zealand Air Force came to the rescue and on 18 December 1963, their Sunderland NZ4108 arrived at Rose Bay at the conclusion of a nine-hour flight from Hobsonville. A considerable amount of work was needed to modify the Sunderland for civilian use. After a major rebuild, the pseudo-Sandringham was rolled out of the Rose Bay hangar as VH-BRF ‘Islander’. In appearance, it differed principally from its workmate by having a more prominent nose. A maiden flight was made on 28 September 1964 on which it flew to Lord Howe Island without landing followed by a return to Rose Bay. The first scheduled service was flown not long after on 3 October. The other Sandringham VH-BRC which had operated since the loss of VH-BRE entered the Rose Bay hangar for an overhaul and a well-deserved rest.

The duo team of VH-BRC and VH-BRF settled down to give many years of faithful service. However it became evident that eventually, they would have to be retired because of their age. During 1974 work was under way on the construction of a new airstrip and both Sandringhams were sold to Antilles Airboats of the Virgin Islands. The last scheduled flight was made by VH-BRC on 31 May 1974 under the command of Captain Keith Mansfield. It was intended that VH-BRF depart overseas on 17 June on its delivery flight and it was proposed that VH-BRC remain to operate a token service until completion of the Lord Howe Island airfield. However history nearly repeated itself when on 9 June, VH-BRC was blown ashore at Lord Howe Island when 80 knot winds struck the area. A team of environmentalists had been flown to the Island to examine the impact of the new airstrip on the Island’s beauty. The stranded passengers were flown to Sydney four days later by VH-BRF. Despite a damaged starboard wing and torn-off float, repairs were made and the slightly bent VH-BRC was flown back to Sydney. After further repairs at Rose Bay a test flight was made on 29 August and VH-BRC had the distinction of operating the last service to Lord Howe Island on 10 September. VH-BRF had already made its farewell flight to the Island on 15 August.

The era drew to a close when on 25 September VH-BRF left Sydney as N158J ‘Excalibur VIII’ for its new home in the Caribbean. The new owner, Captain Charles Blair, was assisted by Ansett’s Captain Lloyd Maundrell on the delivery flight. Captain Blair’s wife, the former Hollywood actress Maureen O’Hara and one other passenger were also on board. Captain Blair subsequently returned to Sydney and piloted VH-BRC in its new markings of N158C ‘Southern Cross’ from Rose Bay on 28 November 1974. The last big four-engined flying boat had finally left Australian shores.

In addition to the Sandringhams operated by Qantas and Ansett, one other did find its way onto the Australian Civil Register. This was the Sandringham 7 VH-APG, ex-G-AKCO ‘Saint George’ previously owned by BOAC and operated by them as one of their three Bermuda Class aircraft. Sir Gordon Taylor purchased it for charter flights around the Pacific Islands. It was eventually sold in 1958 to Reseau Aerien for flights between Tahiti and the Society Islands.

Apart from being used on regular public transport operations, the mystique of these large flying boats made them much sought after for charter flights. Amongst these were some highly successful ones organised by the Aviation Historical Society of Australia. All these particular flights were to the Snowy Mountains area with the Sandringhams alighting at Lake Eucumbene for an overnight stop. Although these flights were heavily booked by aircraft enthusiasts, the odd trout fisherman squeezed on board to savour the joys of the icy mountain waters.

Being hooked on flying boats, as most enthusiasts are, I travelled on two of these flights to sample the pleasures of the big boats. A brief reminiscence may be of interest.

Well before the departure time, the crash boats were a familiar sight as they traversed the takeoff path to remove any floating debris from the area. They were also useful in keeping the host of harbour boats out of the way. On the day of this flight, 28 November 1970, a clear bright day dawned and the harbour looked resplendent from the Rose Bay Flying Boat Base. The 42 enthusiasts making the journey were present at 7. 30 a. m. for the planned 8. 00 a. m. departure. Our trusty charge for the trip was VH-BRF ‘Islander’. On going aboard one is impressed by the roominess and comfort of the cabin. The view from the windows, particularly from the lower deck, is superb.

After everyone is seated the ‘No smoking/Seat belts on’ light flicks on. Soon after, the first Twin Wasp bursts into life to be joined in quick succession by the other three. The engine run-up was completed While we were still tethered to the mooring dock. After a few minutes, we were cast off and slowly drifted out of the dock and taxiied towards the eastern side of Rose Bay. Take-off power was applied and ‘Islander’ thundered across the water in a westerly direction towards the Sydney Harbour Bridge. Acceleration seemed to be slow as the water drummed down the side of the hull. Gradually the hull started to rise and we were soon skimming along, riding the step. The foam which had surrounded us turned to a fine mist as we lifted from water and climbed out over Rushcutters Bay.

Soon after takeoff at 7. 45 a. m. , the cruise altitude of 1500 feet was reached. A leisurely flight at this height, which gave a beautiful view of the coast, continued as far as Moruya. A climb of 7000 feet was then made to clear the ranges and before long we arrived over Lake Eucumbene. This large lake is 56 square miles in area and is situated at an altitude of 3800 feet. Power was reduced and we gradually descended towards the lake. On the final leg we seemed to hang just a few feet above the surface for quite some time. As the power was further reduced the Sandringham gently sliced into the surface of the lake at 9. _30 a. m. A spectacular view is gained by the occupants of the lower deck as water momentarily engulfs the windows. Soon after the engines were cut and a large launch took VH-BRF in tow and assisted the mooring of it to a buoy.

The return flight the following day was just as pleasant. After a takeoff from Lake Eucumbene which took 43 seconds, we were on our way home. Travel on these beautiful aircraft can only be described as idyllic. I feel sure that if one could be put into service tomorrow on the old Sydney-London flying boat route, hordes of prospective passengers would beat a path to the door of the operator. Of course the realities are that this will not happen and we will have to be content with travel in today’s generation of airliners. As efficient and comfortable as these modern aircraft are, they cannot give us the charm and grace that belonged to the era of those ships of the sky.

Specification of the Sandringham 5 is as follows. Power plant: four Pratt & Whitney R-1830 Twin Wasp of 1200 hp each. Span: 112 ft 9½ in. Length: 86 ft 3 in. Height: 22 ft 10½ in. Wing area: 1687 sq. ft. Empty weight: 39,498 lb. Max. weight: 60,000 lb. Max. speed: 206 mph. Cruising speed: 176 mph. Initial climb: 840 ft/min. Ceiling: 17,900 ft. Range: 2440 miles. Passengers: 30. Crew: 7.