Romancing Heron

The first post-war product of the De Havilland Company was a replacement for their very successful DH89 Dragon Rapide. This aircraft was given the designation DH104 and named the Dove. Designed to carry 2 pilots and 8 passengers the Dove was powered by 2 Gipsy Queen engines. The prototype, G-AGPJ made its first flight on September 25th, 1945 from the maker’s airfield at Hatfield. As a natural development, De Havilland had in mind a four-engined version, which would be a modern counterpart of the DH86 feederliner. It was felt at the time that a market for the larger aircraft did not exist, so it was not until 1949 that serious design studies were undertaken.

The new aircraft was known as the DH114 and named the Heron. Its design allowed it to utilise many of the parts used in producing the Dove. The cabin allowed room for 2 pilots and 17 passengers although the normal complement carried by most airlines was 15. The prototype Heron G-ALZL, which was powered by 4 Gipsy Queen 30 engines, made its first flight on May 10th, 1950 at Hatfield. Only 7 Herons were built there before production shifted north to Chester. The last of the 7 aircraft to fly at Hatfield G-AMTS was the prototype Heron 2, which offered a retractable undercarriage. The first production Heron a Mk1B ZK-AYV was delivered to New Zealand National Airways in April 1952. This was the first of 4 that they had on order.

Another early operator of the Heron in this part of the world was Butler Air Transport of Sydney who took delivery of the first of 2 Mk1B’s in September 1952. Other operators in Australia who took delivery of the Heron in the 1950s were Associated Airlines and Southern Airlines both of whom were based at Essendon. Associated operated a Mk2 Heron VH-ASH between May 1957 and May 1968 while Southern Airlines took delivery of two ex-New Zealand National Airways Mk1B’s VH-GVH and VH-GVI in January 1958. Total Heron production was 149 which included 52 Mk1 and 97 Mk2, with the final aircraft coming off the line in 1963.

In October 1·957Heron 2C XB-ZIP was delivered to the Banco Nacional de Mexico and it was modifications carried out on this aircraft that resulted in the Heron still being used in airline service in Australia in the 1980s. In late 1959 XB-ZIP was flown with four 340hp Lycoming engines in place of the Gipsy Queens. In the United States the Riley Aeronautics Corporation of Fort Lauderdale, Florida had modified a Dove to take two 400hp Lycoming engines so it was a natural progression that they should also look at re-engining the Heron. The Lycoming-powered Heron cruised up to 50mph faster than its Gipsy Queen counterpart. It also used less fuel, had a better rate of climb and superior airfield performance.

The major operator of the Heron in Australia was Connellan Airways of Alice Springs. In March 1963 they purchased their first two Herons which had previously been operated by Indian Airlines. Mr E. J. Connellan had heard of the Lycoming engined Heron being flown in Mexico and of the development work being carried out by Riley Aeronautics. He was determined that his Herons would be powered by the Lycoming engine. After receiving permission from the Department of Civil Aviation, Connellan produced their first Lycoming-powered Heron VH-CLT in late 1969. According to Connellan this then gave them the safest and most economical, in cost per passenger mile, aircraft of its size. Over the years Connellan produced 8 Lycoming powered conversions of the Heron from their shops at Alice Springs Airport.

Today the only operator of the Heron in Australia is the Launceston based Airlines of Tasmania. This company was formed on July 1st 1982 from the amalgamation of two Tasmanian based commuter operators – Air Tasmania (Commuters), were based in Hobart and operated services within Tasmania while H C Sleigh Airlines, who were based in Launceston, operated from there to King and Flinders Islands. With financial backing coming mainly from Flinders Island residents the two companies merged to form Airlines of Tasmania. At that time their fleet consisted of 3 Cessna 404’s and a Commander 680 inherited from H C Sleigh Airlines and 3 PA31-350’s from Air Tasmania.

During 1980 the forerunner of H C Sleigh Airlines, Executive Air Services (Tasmania), were looking for a replacement for their 3 Commander 500S aircraft. Lycoming powered Heron VH-CLW was chartered from Kendell Airlines between March and May of that year for evaluation on the run from Launceston to the Bass Strait Islands. Though the Heron was later returned to Kendell one of the Executive pilots to be endorsed was Dallas Hay, who is now the Managing Director of Airlines of Tasmania. Dallas Hay recalls that one of the first priorities for the new Directors of Airlines of Tasmania was to find a replacement type for the Cessna 404, which would give them greater carrying capacity. They had a requirement for a 15 seater which could also carry baggage, freight and mail. Both the Twin Otter and Bandeirante were considered but it was felt that the high cost of turbine operations on their routes could not be justified.

Early in 1983 Heron VH-CLT was offered for auction in Adelaide. This aircraft had previously been sold by Northern Airlines to the Adelaide-based charter operator Southern. The successful bidders for VH-CLT were Airlines of Tasmania and on March 19th, 1983 the Heron transited Essendon Airport en route Adelaide to Launceston. The Heron was an immediate success with Airlines of Tasmania as Dallas Hay told Australian Aviation. “Here was an aircraft with a safe and reliable record of service. After being the backbone of Connair and Kendell Airlines fleet there was no reason why similar success could not be achieved for Airlines of Tasmania. The low capital cost of the purchase of the aircraft would also benefit all passengers”. The same year 3 more Lycoming powered Herons were purchased from the liquidators of Northern Airlines. VH-CLY and CH-GLZ were to be additions to the fleet while VH-CLX was purchased as a source of spares.

All 3 aircraft had been in storage at Alice Springs airport since the collapse of Northern Airlines. VH-CLY was ferried Alice Springs/Leigh Creek/Launceston on May 9th, with VH-CLZ following over the same route on May 25th. The final aircraft VHCLX, which still carried Connair colours arrived in Launceston on July 9th. With the arrival of the Heron’s, Airlines of Tasmania disposed on the 3 Cessna 404’s, the Commander 680 and one of the PA31-350’s.

VH-CLY was destined to have a short life with Airlines of Tasmania as on August 4th, 1983 it was badly damaged on landing at Launceston Airport after operating a flight from King Island and Wynyard. The decision was made to scrap VH-CLY and to bring VH-CLX back to airworthy condition. The overhaul of VHCLX is a long-term project, though it has benefitted by being given the wings off the damaged VH-CLY.

Further Heron’s were added to the fleet in 1984 and 1985. On May 12th, 1984 VH-CLV, which was purchased from East Coast Airlines, was ferried from Sydney to Launceston. It was no surprise when the following year the only airworthy Heron in Australia, not belonging to Airlines of Tasmania, was purchased. VH-KAM carrying the markings of Tongair was flown from Sydney to Launceston on September 14th. With the delivery of VH-KAM Airlines of Tasmania now had four Lycoming-powered Heron’s in their fleet with a fifth on long-term rebuild. The aircraft are – VH-CLT ‘Spirit of Bass Strait’, VH-CLV ‘Clive’, VH-CLX ‘Nammo’, VH-CLZ ‘Spirit of Tasmania’ and VH-KAM. The Herons are maintained under the watchful eye of Chief Engineer Dave MacKenzie. All maintenance including a newly opened engine overhaul shop is done in house by Dave and his staff of 12. Dave MacKenzie has been involved with Herons since 1973 and says that very rarely do they give him any serious problems as well as being a dream to work on.

For the year ending June 30th, 1986 Airlines of Tasmania expect to carry in excess of 50,000 passengers on their fleet of 4 Herons and 2 PA31-350s. Annual utilisation for the Herons will be around 5,000 hours which is mainly achieved on routes within Tasmania, to the Bass Strait Islands and on the service to Melbourne. With the recent entry into service of the fourth Heron VH-KAM, Airlines of Tasmania for the first time have based one of these aircraft in Hobart. This aircraft operates flights up the West Coast of Tasmania and Airlines of Tasmania are finding that the larger aircraft is now generating its own traffic.

Airlines of Tasmania carry the bulk of their passengers to and from the Bass Strait Islands of King and Flinders. According to Dallas Hay the weather in this area was another consideration for selecting the Heron. Strong winds and low cloud are the norm and the Heron with its excellent cross-wind component and fuel reserves can handle most situations. With 2 crew and 4 engines the passengers feel secure and the _ Heron certainly gives a very stable ride as this writer can testify. Though seatmg 16 the normal complement on the Heron is 15 as freight Is also an important part of Island life. The Heron can easily be converted to a dedicated freighter and most nights 2 aircraft are flown as such from Launceston to Hobart when they carry the newspapers flown into Launceston from the mainland on the IPEC DC-9. Freight uplift for the 12 months ending June 30, 1986 should exceed 600,000 kilos. For Interstate trips a toilet and galley can easily be fitted to the Heron.

For an aircraft that first flew in 1950 the DH114 Heron has given it a new lease of life. Airlines of Tasmania are certinly pleased with their multi engined a1rlmers and that sentiment is also shared by the passengers who fly in them.

This story on the Herons of Airlines of Tasmania cannot be left without further mention of that first Heron, which took to the air from Hatfield on May 10th, 1950. 1 wonder how many realise that this aircraft still survives today and in Australia.

This Heron saw service with airlines in the UK, Norway and Denmark before coming to Australia in 1973. Registered VHCJS it flew with operators in Western and South Australia. Sadly it has not flown for a number of years and is presently entangled in a web of legalities as to its rightful owner. A number of attempts have been made over the years by museums in the UK and Australia to have the Heron moved but without success.

In March this year Australian Aviation visited Jandakot, Perth’s GA airfield, where the Heron now rests. Its location is in the aircraft graveyard. The paint was peeling from the fuselage, the passenger door was hanging from its hinges and several windows were broken thus allowing the weather to enter the fuselage. For a country that prides itself on its aviation heritage this is a sad situation and unless something Is done soon this unique Heron will be lost to us forever.