Southern Cross Project Completed

The Replica is a large aircraft. Using construction techniques similar to those for the original Fokker, it is nevertheless a re-design to contemporary standards (FAR 23 airworthiness requirements), and likewise built with contemporary materials. Reg 41 engineer Bill Whitney was responsible for the design work, and Peter Brooke and Bill Udey, as Chief Engineer and Chief Inspector respectively have overseen the bulk of the building and testing.

The aircraft in configuration is the same as the original; in detail, there are differences – in particular the inclusion of mainwheel brakes, the addition of a tailwheel in lieu of a skid, centre-engine modifications of the Avro-license-built F Vlls (extended cowl and down-tilted thrustline), and the engines are Jacobs R-755 A2’s, rated at 300hp at 2200rpm and considerably more powerful than the original’s Wright J5 engines of 220hp. The ailerons are mass balanced, the rudder has an electrically operated spring-bias trimmer, and the tailplane is variable-incidence (for trimming, using an electrically locked mechanical actuator) – all further significant differences.

The fuselage construction is welded tubular steel framework and tensioned diagonal spring steel bracing with Ceconite fabric covering; the enormous (and deep) wing is constructed of spruce and ply ribs and spars, Ceconite-covered. Inside, the cockpit has of course, with its contemporary control layout, many differences to that of Smithy’s ‘old bus’; nevertheless much of the character must remain-particularly with the fabricated light alloy seats and the wooden control column wheels.

The flight test program went well. Taxi trials in late July showed the tailwheel to be of insufficient strength, the tyre flying under ‘high speed’ ground loads. A larger diameter wheel installation was designed and fitted. In the air the aircraft has fared well. Early flights indicated an oil cooling problem for the wing engines; this was rectified by the installation of scoops for directing more air to the coolers. With limited inherent longitudinal and directional stability, the Project Test Pilot Sqn Ldr Nick Coulson describes flying the aircraft as a hands-on task, and indicates the constant controlling required for many hours of transoceanic flying -ala Smithy’s crossings would be a most demanding prospect.

Midway through its flight test program, the Southern Cross was commissioned for the Federal Government in a ceremony at Parafield on the 3rd of September. In formation with two Tiger Moths the Southern Cross made a stately arrival at the airfield, following which the Federal Minister for Land Transport and Infra-structure, Peter Duncan, accepted the aircraft’s log books from Mr Schofield.

For VH-USU, first operational tours are of the South Australian country and outback. Following a tour of the Murray Riverland the aircraft was on the ground for the installation of a HF radio and an ADF (initial avionics consisted of a sole VHF radio). Following this the plan calls for a flight to Darwin and a long-way round return through Perth; then it was off to the Eastern States. This flying is financed by the ANZ Bank (operating costs amount to about $700 per hour, the greatest single amount being for hull insurance). The aircraft has been test flown near a gross weight of 5700 a weight well above that for 6 POB, baggage and full tanks (which gives an endurance of about 7 hours at a cruise speed of 90 knots). Future sponsorship is sought for further flying (initial flying is also for the purpose of raising money for the RFDS), including an appearance at the Bicentennial Airshow. Serviceability of the aircraft whilst touring has been excellent, reports Jim Schofield. A 100-hourly stopover at Archerfield was included in the tour, as the Southern Cross journeyed southwards back to Parafield.

Unfortunately, amongst its busy schedule, the Southern Cross ran into criticism from supporters holding advanced-issue joyride tickets, purchased back in the very early days before the scheme was discontinued by the then managers of the project.

Claims of unairworthiness were fired in VH-USU’s direction, leading to the situation getting out of hand following a segment on the ABC’s Investigators television programme. It is true the replica is flying on the lowest level of airworthiness officialdom, a Permit to Fly. It is also the case that a Permit is commonly used in the industry, overseas and locally, as a first measure of an acceptable airworthiness level for the flying of prototype and new model aircraft. For the carriage of passengers, a Public Transport Category CofA is required -which requires in turn more testing and qualification work. The expense of the additional work is understandably beyond the financial reserves of the Southern Cross Museum Trust.

By now the Replica has toured much of the nation. It you have seen the aircraft I am sure you will agree it is a most cheery and nostalgic sight to see, in the air and on the ground. It remains to hope that the Trust can obtain a sponsor in order to fly the aircraft at the Bicentennial Airshow, where it surely should be a must. The initial ANZ sponsorship lease was due to expire on the 21st of December. As of presstime, the Trust had no plans formulated for the operation of the aircraft in 1988. Schofield indicates that the Trust is interested in any proposals for future operation of the aircraft, either short or long term