Bristol 170 In Australian Service

The ready availability of surplus US transport aircraft posed such a problem that in an effort to assist the project, the British Ministry of Supply rallied to help. They undertook to pay the lion’s share for the production jigs which was a big help in easing some of the establishment costs, and in addition, assisted by purchasing three prototypes. Bristols decided that in an effort to improve market penetration, the Type 170 would be available in two versions, the Freighter and the Wayfarer. The former had nose doors and a reinforced floor and the latter had seating for up to 36 passengers and a fixed nose. On 2 December 1945 the first prototype flown by C. F. Unwins had its maiden flight at Filton. Generally, the aircraft performed well but it was decided to lower the tailplane and increase its span to improve handling. This aircraft, G-AGPV continued its tests and was eventually handed over to the RAF on 24 September 1946 as VR380. The second prototype G-AGVB fitted out as a 32-seat Wayfarer, first flew on 30 April 1946. Not long after, the third prototype G-AGVC equipped as a freighter had its maiden flight on 3 August. The fourth prototype, a32 seat Wayfarer registered G-AGUT first flew on 15 September and nine days later joined the RAF as VR382. The first and fourth prototypes, as VR380 and VR382 in RAF service were extensively used as flying laboratories. The former was also modified by the installation of a larger 108 ft span wing. These four prototypes were followed by the first production batch of 25 aircraft.

As the orders came in, Bristol started tailoring the aircraft for Individual customers, allocating the following mark numbers.

Mark I. Freighter, nose doors. heavy-duty floor, crew toilet.

Mark IA. As Mk I for mixed traffic, having 16 passenger seats and one toilet.

Mark IB. As Mk I, to BEA special requirements.

Mark IC. As MklA, to BEA special requirements.

Mark ID. As MklA, to BSAA special requirements.

Mark II. Wayfarer, fixed nose, no seats, crew toilet.

Mark IIA. Wayfarer, 32 seats, pantry, one passenger toilet.

Mark 11B. As Mk Ila, to BEA standard, two passenger toilets.

Mark IIC. Wayfarer, 20 seats forward of rear spar, one toilet, luggage hold, for I. N. A.

The developments continued and G-AIFF was the first Mk XI with a modified 108 ft span wing which enabled a lift in gross weight to 39,000 lb. This followed through to an improved Type 170 fitted with Hercules 672 engines of 1690 hp, a 108 ft span wing with a gross weight of 40,000 lb known as the New Freighter. Two versions were available, the Mk 21 which was unfurnished and the Mk 21E with cabin heating, 16 seats, sound insulation and a moveable bulkhead. A military derivative was the Mk 21P, 30 of which were delivered to the Pakistani Air Force. During a test flight on 6 May 1949, G-AIFF was lost in an accident. Flown by R. J. Northway with several senior engineers on board it was to have measured various aspects of performance at the increased weight on one engine. It crashed into the sea off Portland Bill and the only eyewitnesses were the crew of a submarine some miles away. The wreckage was not recovered so it was impossible to ascertain the cause of the accident. On 21 March 1951, G-AHFF originally built as a Mk IIA and converted to Mk 21 standard, crashed near Cowbridge. Investigations indicated that the cause was a structural failure of the fin while the aircraft was climbing on one engine. The similarity between this accident and the earlier loss of G-AIFF suggested a common cause was responsible. A modification programme was implemented to overcome the problem of rudder locking in extreme yaw conditions. A dorsal fin was fitted to the third prototype G-AGVC, Hercules 734 engines of 1980 hp were installed and the gross weight was increased to 44,000 lb. This was the Mk 31 version, many of which were to go to military customers as the Mk 31M. The Pakistani Air Force purchased 38 Mk 31Ms to augment the earlier sizeable Mk 21P orders. The RNZAF took 12 aircraft of this mark and the RCAF 6. The final version was the Mk 32, a special modification for Silver City Airways which featured a five-foot nose extension and enlarged fin and tailplane. The load consisted of three cars and 23 passengers. This highly efficient version enabled Silver City to maintain a most popular cross-channel service. By the time production of the Bristol 170 was terminated in March 1958, a total of 214 had been delivered.

The Bristol 170’s Australian connection got off to a rather Inauspicious start which must have caused a few rather red faces at the time. A Mk 1A demonstration aircraft, G-AIMC ‘Merchant Venturer’ left Filton 20 March 1947 for a sales tour of Australia and New Zealand. During a charter to Qantas, the aircraft landed at Wau, New Guinea on 23 November 1947. G-AIMC landed uphill on the steeply sloping airstrip, but its luck came unstuck when the parking brake failed and it rolled backwards down the strip (which had a 1 in 12 gradient) over a 20-foot drop, damaging it beyond repair. Total hours flown were 250 hours.

It was the air freight requirements of Australian National Airways Ply Ltd which were to provide the starting point for Bristol 170 sales in Australia. ANA had a definite need for such an aircraft, particularly for the air bridge across the Bass Strait from Melbourne to Tasmania. As a prelude to placing an order, ANA decided to lease an aircraft to assess its suitability for its services. Accordingly, a Bristol 170 Mk 21E G-AICL was leased to ANA on 23 November 1948 for a trial period to see how it performed under local conditions. Any reservations were quickly dispelled and G-AICL acquitted itself so well that ANA placed orders for two additional previously owned Mk 21Es the following year. G-AICL flew carrying its original British markings until April 1949 when it was repainted in ANA colours and emerged as VH-INJ ‘Pokana’. This aircraft had the distinction of being the first visitor to land at Moorabbin Airport whilst it was under construction. Engine problems were encountered soon after takeoff from Essendon and a decision was made for an impromptu arrival at Moorabbin.

Towards the end of 1949 the two additional Mk 21E aircraft arrived at Essendon. These were VH-INK ‘Kiopana’ ex G-AHJC and VH-INL ‘Mannana’ ex G-AICR. G-AHJC was the 6th Bristol 170 on the production line and was originally built as a Wayfarer Mk IIA.

It was used as demonstrator aircraft in Europe and North America and amongst other exploits participated in the Berlin airlift. During this initial period it was first converted to Mk I and later to Mk 21 standard. G-AICR was built as 1AFreighter and was operated by Shell (Ecuador) Ltd for two years as HC-SBM. After that stint, it returned to Filton where it was converted to Mk 21E standard before delivery to ANA. Regular scheduled cargo services were flown from Essendon to Tasmanian destinations and to Sydney by these three aircraft. However, they were soon to have a change of locale.

One of the roles for which the Bristol Freighters are best remembered in Australia was their involvement with the Air Beef scheme. This concept was the idea of Ian H. Grabowsky, who was ANA’s Planning and Development Manager. Grabowsky had firsthand experience in the use of aviation for cargo use, prior to joining ANA, he had been the chief pilot for Guinea Airways Ltd. That airline, prior to the war, had established a niche in the history books by carrying enormous amounts of freight. At one stage Guinea Airways was carrying more freight in their unique New Guinea work situation than all the other operators in the world combined. It was from this innovative enterprise that Grabowski was able to learn much about the intricacies of the successful carriage of cargo by air.

Grabowsky’s investigations in the Kimberley area of Western Australia during 1945 convinced him that the method used by pastoralists in the region was unnecessarily expensive an wasteful. Herds of cattle were moved by drovers for one month cover their 300-mile journey. Because of the arduous conditions, the cattle lost much of their sales potential during the trek alleviate the problem, Grabowsky formulated a proposal that an be established inland and that the freshly killed beef be Chilled and flown to coastal ports for eventual shipment by sea Company called air Beef Pty ltd was formed by a group consisting of ANA, MacRobertson Miller and some graziers from the Kimberley. The formation took place in November 1948 with the Government’s 15,000 pounds made capital An interest To assist a free loan project of 10,000 the West pounds Australia towards The establishment of a meatworks at Glenroy Station. MacRobertson DC-3 freighter VH-MMF Miller in fact flew the first on 13 May 1949. Air This Beef aircraft journey (excusing AAA A65-41) had earlier been acquired via the Disposals Commission during February and had been converted for civil use. The DCacquitted itself quite well, carrying 7000 lb of chilled beef between Glenroy and Wyndham. However, it was apparent that a large aircraft would be desirable.

The vanguard of the Bristol Freighter contingent, VH-INL arrived at Glenroy Station in May 1950 to commence work. Because of its greater load-carrying capabilities, the Bristol Freighter introduced greater efficiency into the scheme. Flying a minimum of two flights a day, seven days a week with an 11,000 lb payload The Freighter was a real aerial workhorse. Eventually, VH-INJ an VH-INK joined the Air Beef scheme and for the next few year these three aircraft rendered invaluable service in region. Apa from Air Beef duties, many charter flights were made t destinations throughout the Kimberley and the Northern Territory It was the construction of the Beef Development Roads in thes areas which were to sound the death knell of the Freighters in thi role. By 1954 they were withdrawn from Air Beef use an MacRobertson Miller flew the dwindling proportion carried by air in a DC-3 again. The Beef Roads enabled the more economical transportation of live cattle by road train to Wyndham and the need for air transport gradually diminished. The three Bristol Freighters returned to Essendon and flew from there for several years. Following the Ansett Airways purchase of ANA during October 1957 they joined the Ansett fleet. VH-INK and VH-INL were withdrawn from use in 1959 to be followed by VH-INJ in 1961. All three aircraft were finally scrapped at Essendon September 1961 bringing to an end a most useful contribution to the fledgeling Australian air freight scheme.

The other early operator of Bristol Freighters in Australia was the RAAF. An initial order was placed for three Mk 21E aircraft and these were received during April/May 1949 for use at the Long Range Weapons Establishment at Woomera as transport support. The volume of work dictated the need for another aircraft and an additional Freighter, a second-hand Wayfarer Mk IIA converted to Mk 21E configuration, was obtained. This latter aircraft arrived at Woomera in 1951. The four Freighters carrying RAAF serials A81-1 to A81-4 were mainly involved in their duties at Woomera but sometimes ventured further afield on freight runs. The second aircraft A81-2 met with an accident near Mallala on 25 November 1953 with the loss of the three crew. It had been on a training flight and whilst on descent from 5000 ft, the port wing separated and A81-2 came down in a wheat field two miles from the airfield. The investigations indicated the possible cause was a previously unauthorised aerobatic manoeuvre that had overstressed the structure. Another RAAF Freight, A81-4 was damaged during a wind storm early in 1967. It was dismantled and disposed of along with the two remaining airworthy RAAF Bristol Freighters the following year. A81-1 and A81-3 were later to assume civil guises and A81-4 was sold to an operator at Tamworth who reduced it to spares.

Apart from ANA and the RAAF, one other Bristol Freighter was imported into Australia during this era. Aerial Agriculture Pty Ltd of Bankstown was impressed with the Freighter’s potential for crop dusting use and purchased a Mark 21 from Air Vietnam in July 1957. This aircraft, VH-AAH ex F-VNAK, was converted at Bankstown for agricultural use. A removable steel hopper was installed in the fuselage and the load was discharged through a chute located the floor. This aircraft operated from Cootamundra in 1958 and its seven-ton load of superphosphate made it a most efficient fertilizer spreader. Despite its success in this role, high maintenance costs associated with rapid tyre wear from operations on rough strips persuaded Aerial Agriculture to offer it for sale in 1959. When no buyer immediately emerged, it was chartered by Ansett-ANA for some months to replace VH-INJ which was in the midst of a major overhaul.

When the Ansett-ANA hiring was concluded and no buyer had yet been found, it continued flying as a charter freighter. A proposed sale to Papuan Air Transport Ltd early in 1961 did not eventuate and the new PATAIR Markings were removed. PATAIR had intended that their DC-3 VH-PAT would be overhauled at Bankstown and that VH-AAH would be leased to them by Bristol Aviation Services. The loss of VH-PAT in a crash at Bereina, New Guinea on 8 April 1961 put paid to those plans. VH-AAH was subsequently sold to the Brisbane operator, Pacific Aviation. The varied career of VH-AAH came to an abrupt conclusion when during a Sydney to Launceston flight on 18 December 1961 it crashed near the Albion Park airfield near Wollongong. Following a simulated failure of the starboard engine, full power could not be restored and the Freighter force landed near the Princes Highway. No one was injured by VH-AAH was damaged beyond repair when it hit trees and the port wing was torn away.

Bristol Freighter operations in Australia were given a shot in the arm when the Pakistani Air Force commenced the disposal of its substantial Freighter fleet in 1961. Of the 73 aircraft originally purchased by the Pakistanis, 48 were up for tender. Australian airlines saw the opportunity that this presented them with and eight of the Mk 31M Freighters were to come to our shores, four to TAA, three to Ansett-ANA and one to Pacific Aviation. All these aircraft arrived in Australia carrying the camouflage of the Pakistani Air Force with Pakistan civil markings. For TAA the availability of these aircraft was most opportune. When Qantas handed over its internal services in New Guinea to TAA in April 1960, it included a sizeable air freight segment. Because of air safety restrictions placed on the capacity of DC-3s in the Territory, the Bristol Freighter had been identified by TAA as the aircraft most suitable for their needs. Likewise, Ansett-ANA had a similar requirement and for them, the Freighters were equally welcome.

All four TAA Bristol Freighters were flown to Bankstown from Karachi and the first aircraft, AP-AME ex S4427 arrived on 19 May 1961 to be followed by AP-AMF ex S4432 on 26 May. Both aircraft were overhauled by Bristol Aviation Services and became VH-TBA ‘Leahy Brother’ and VH ‘William McGregor’ respectively. The other two TAA Freighters arrived in Sydney on 24 July. AP-AMK ex S4437 flew in to Mascot and AP-AML ex S4434 went to Bankstown. AP-AMK entered the TAA maintenance hangar where all usable parts were removed. A similar operation was carried out on APAML in Bristol’s hangar. Both these aircraft were later scrapped. The two overhauled Freighters left Bankstown finished in their attractive Sunbird Service colours for Lae. VH-TBA departed on 2 August and VH-TBB on 1 September. Both aircraft gave several years of reliable service and were withdrawn from use January 1967.

The three Bristol Freighters for Ansett-ANA were flown to Essendon with the first two aircraft AP-AMM exS4412 and AP-AMN ex S4416 arriving on 29 July 1961. AP-AMM was used purely for spare parts and after all usable components had been removed the Freighter was parked in the open. An overhaul was undertaken on AP-AMN and it was joined by the third aircraft AP-AMP ex S4436 on 17 September. AP-AMN test flew in its new identity of VH-BFA during September and was then put into regular scheduled freight service, making its first flight to Hobart on 21 October. To symbolise its freight-carrying capacity, the cargo consisted of several elephants for a circus. Some months later the second freighter VHBFB was test-flown and headed for warmer climes to Madang in January 1962. In Ansett-MAL colours, VH-BFB was Ansell’s sole Freighter in the Territory until joined by VH-BFA two years later. The acquisition of a DC-4 freighter enabled Ansett-ANA to phase VH-BFA out of its mainland operations. It arrived in New Guinea during May 1964 in Ansett-MAL colours after an overhaul at Essendon. Like the two TAA aircraft, both the Ansett MAL aircraft performed well, given the difficult flying conditions of the area. Improvements in road communications were to gradually reduce the dependence of cargo forwarders on air transport. VH-BFA and VH-BFB were withdrawn from service during April 1967. Both aircraft were purchased by SAFE-Air Ltd of New Zealand to be cannibalised for spares and were flown to their new owners later that year as ZK-CVK and ZK-CVL (ex VH-BFA and VH-BFB respectively).

Apart from the major airlines, one of the batch of ex-Pakistani Bristol Freighters was purchased by Pacific Aviation. This aircraft AP-ADM ex S4438 was converted to Mk 31 standard by Bristol Aviation Services at Bankstown and was handed over to Pacific Aviation during January 1962 as VH-ADL. It was used in a freight run from Sydney to Hobart but its career was brief as the company ceased flying the following year. VH-ADL was parked at Archerfield in the Air Express area until mid-1965 when it was overhauled by them prior to a ferry flight to its new owners SAFE Ltd of New Zealand. On the first test flight on 26 June, the starboard engine caught on fire and a forced landing was made in a paddock at Pimpana 30miles south of Brisbane. The port undercarriage was ripped off and the fuselage was severely damaged. A rebuild was undertaken by Air Express and the Freighter was test flown during June 1966.

Following the accident, the sale to New Zealand did not eventuate. When VH-ADL entered service again it did so in most unusual circumstances. IPEC had been unsuccessfully endeavouring to fly freight overnight between the state capitals but were prevented by the Two Airline Policy. IPEC took delivery of a DC-4 freighter G-ARWK ‘Spirit of Enterprise’ in London on 8 January 1966. However, the denial of an import licence prevented it from being flown to Australia. It was eventually offered for sale later in the year. To keep faith with its clients, IPEC decided to charter VH-ADL to operate a freight service from Brisbane to Melbourne. As the aircraft was not allowed to fly into Victoria, it flew from Brisbane to Cowra where its load was put onto waiting IPEC trucks for transportation to Melbourne. This scheduled freight service was flown Archerfield-Cowra by VH-ADL four nights a week with the return leg to the north the following morning. The charter contract to IPEC ceased in 1967. VH-ADL was used after that for general charter work.

AirExpress was approached during 1968 by MayneNickless to operate a regular freight service from Brisbane to Melbourne via Sydney. This nightly service necessitated a lift in capacity and to accommodate this both the ex-TAA Freighters were purchased. Both aircraft were flown to Archerfield where VH-TBB was subjected to a major overhaul and VH. :rBA was reduced to spares. VH-ADL flew the first Mayne Nickless charter on 1 July 1968 and was joined by VH-TBB several weeks later. The route was further extended to Launceston during April 1970 and in addition to the Mayne Nickless work these two aircraft were also used for flights carrying fresh food between Cairns and Port Moresby. AirExpress Foods Ltd, a subsidiary of the parent company, operated the run until early 1970. This route was later maintained by these aircraft under lease to Queensland Pacific Trading Company and Bush Pilots Airways.

AirExpress further expanded its fleet with the acquisition of two more Freighters. These two aircraft were the ex-RAF Freighters A81-1 and A81-3. Both aircraft, together with the other surviving RAAF Bristol Freighter, the dismantled A81-4, were originally purchased from the Department of Supply by a group based at Tamworth in June 1966. The two flyable aircraft were eventually flown to Orange where they were parked for some time. A condition of the sale was that the Freighters were to be sold outside Australia. The changing face of civil aviation was to alter that plan, and a byproduct of these events was the formation of Jetair Australia Ltd. A81-1 and A81-3 were flown to Archerfield during August 1969 for overhaul by Air Express on behalf of their new owners, Jetair. During a cyclone on 7 December which caused considerable damage to aircraft parked at Archerfield, the two Freighters undergoing overhaul were blown against each other. Despite this setback the work continued and A81-1 emerged as VH-SJG during February 1970 to be joined by VH-SJQ A81-3 during March.

The careers of VH-SJG and VH-SJQ with Jetair were comparatively short. Several charters were carried out but the financial problems of Jetair ultimately caused the cessation of activities on 27 November 1970. The entire fleet comprising six DC-3s and the two Bristol Freighters were awaiting disposal by the end of the year. Both these Bristol Freighters were to pass to Air Express ownership during 1971. AirExpress had been successful in obtaining a contract from Comet Overnight Transport to provide a freight service between Melbourne and Launceston. Additional carrying capacity was required so the availability of the ex-Jetair Freighters was most fortunate. VH-SJG and VH-SJQ were flown to Essendon to their new owners in August 1971. The Bristol Freighter fleet of Air Express ranged far and wide. Apart from the Bass Strait run the Freighters were used extensively to provide a cargo service between Queensland and New Guinea.

The operation of these aircraft was not without incident. VH-SJQ departed Essendon on 10 May 1975 and suffered an engine failure one hour into the flight at 2. 00 a. m. With the port engine shut down VH-SJQ set course to return to Melbourne. Unfortunately it was unable to maintain height and it crashed into the sea at 2. 20 a. m. three miles off Cape Patterson and the crew of two were lost. Following a detailed investigation by the Department of Transport into the accident, VH-SJG, the sole remaining Mk 21 Freighter, was permitted to continue in service with Air Express but with a reduction in all up weight.

The sands of time were gradually running out for the remainder of the Air Express Bristol Freighters. A series of events occurred which were to eventually bring about their withdrawal from service. The ownership of Air Express changed hands during November 1976 to its new proprietor, Mr Bill Astling. Mr Astling also acquired BBA Air Cargo at that time. In a bid to increase capacity, the two Qantas DC-4s which had previously operated to Norfolk Island from Sydney were purchased and both aircraft, VH-EDA and VH-EDB were flown to Essendon during August 1977. A determining factor of the operational life of the Bristol Freighter in Australia was the Department of Transport wing spar limit of 9000 landings. VH-TBB was withdrawn from service during February 1977 when it notched up 8996 landings leaving the compulsory four landings in reserve. The remaining two aircraft soldiered on for some time as their spar life was not so depleted.

On 1 July 1978 VH-SJG made its last journey to Essendon from King Island with a total of 7928landings to its credit. It was VH-ADL which was to ring down the curtain on Bristol Freighter operations in Australia, when on 17 August 1979 it made its 7635th and final landing at Essendon after a flight from King Island. Air Express itself ceased flying operations on that day, caused primarily by the escalating costs of operating the DC-4s and Bristol Freighters. The era started with ANA’s freighters, spanning a period of over 30 years, and had drawn to a close. Fortunately they have not entirely disappeared from the local scene. The two best examples are VHSJG which now resides at Chewing Gum Field in southern Queensland in its former RAAF colours and VH-ADL which is parked at Essendon. The Bristol Freighter deserves a place in our local aviation history as the first true post-war freight aircraft to have operated in this region.

Specifications of the Mks 1, 21 and 31 Freighters are as follows: