General Aviation Cavalcade

As in so many other areas of aviation in Australia in the period since the end of World War 11, there has been a quite remarkable change in the make-up of the light aircraft population in our nation. Some types, prominent only a decade or two ago, are no longer with us, while others have consolidated their position in our region.

The purpose then of this article is to have a brief passage along the memory lane of light aircraft in Australia, highlight some of the changes and sip a bit of nostalgia of bygone names.

Australia, as in many other countries, was faced with the task of expansion and trying to cope with the demands which were inevitable in the postwar era. Several factors shaped the scenario for these first few years. A plentiful supply of cheap surplus existed and provided a ready source for private owners, charter operators and flying schools. A shortage of US dollars in those early years precluded the importation of American aircraft which many would have liked, but they were just not available because of currency shortages. Fortunately the British light aircraft industry got into production again and many fine products were to find their way into Australia. Also some prewar types, which had been impressed into RAAF service and had survived the rigours of military use, were released for civil use again.

By the middle of 1954 there were 845 aircraft on the Australian Register of Civil Aircraft. Of these, 300 were for private use only, 259 for aerial work, 129 for charter use and the remaining 157 for regular public transport. Light aircraft were spread throughout all the categories and if you are wondering which light aircraft were used for RPT operations, the answer is the DH84 Dragon, Avro Anson, DH89A Rapide, DH90A Dragonfly and even a DH82A Tiger Moth. The most numerous light types were 267 DH82A Tiger Moths (de Havilland had a total of 353 aircraft on the Register or 42% of the overall total. How times have changed!), 136 Austers of various types, 44 Avro (various), 20 Miles (various), 28 Percival (various) and 20 CA-6 Wackett Trainers. Some of the other manufacturers represented in smaller numbers were Aeronca 2, BA 4, Beechcraft 6, Chrislea 2, Curtiss 1, Desoutter 2, Fairchild 1O, Genairco 3, Junkers 1, Klemm 2, Monospar 1, Noorduyn 7, Rearwin 2, Ryan 9, Stinson 7, Waco 2 and Westland 1. And if you were curious about the big two, yes Cessna was there with 6 aircraft, 1 C-34, 1 C-37, 1 170A and 3 170B while Piper had 2 examples, a PA-11S Cub and PA-20 Pacer. But the whole complexion of the light aircraft scene was about to be transformed with the arrival of new types from the USA.

During the late 1940s and early 1950s an increasing variety of new aircraft emerged from the US manufacturers. However in Australia, the lack of precious US dollars made the importation of aircraft from sources outside the Sterling area extremely difficult in the years immediately following the end of the War. The scarce US dollar supply was allocated to essential aircraft and thus big ticket items such as Qantas’ Lockheed Constellations got top priority. Import licences were then required and anxious importers had to wait patiently in line for a share of the small pool of foreign exchange. Gradually matters improved and by the 1950s it was possible to purchase aircraft from non Sterling areas. This factor combined with the availability of new aircraft types at affordable prices was about to bring about a profound change in the light aircraft population of Australia.

The turning point occurred during 1956 when the first Cessna tricycle undercarriage aircraft arrived in Australia. This aircraft was the Model 182, based on the Model 180 with the same basic airframe and powerplant but featuring a nosewheel undercarriage. Rex Aviation registered the first 182 during July 1956 as VH-REX and this attractively finished aircraft with its natural metal finish with aqua, black and yellow trim an important foretaste of the new breed of light aircraft which were about to make their mark in Australia. This particular 182 was reregistered as VH-REA during March 1957 and is still going strong. In October 1956 VH-BXM the first Cessna 172 was registered, the forerunner of the biggest selling aircraft in Australia. This latter aircraft is also still in use. These two Cessnas were the vanguard of the thousands of new aircraft which completely reshaped the face of general aviation in Australia in the decades ahead.

The immense popularity of various aircraft has made a huge impact over the 32 years which have passed since the arrival of VH-REX and VH-BXM. Many types have passed into history and indeed several manufacturers are also no longer represented on the Australian Register. The following table gives details of some selected manufacturers’ aircraft over a 20 year period in Australia. Details of the different categories comprising the overall total of aircraft on the Australian Register of Civil Aircraft are also included.

As can be seen from these figures, there has been a steady increase in the overall number of civil aircraft in Australia, together with a commensurate upsurge in the light aircraft population spread throughout the first three classifications. But apart from these trends, there has also been a major shift towards products originating from the major US aircraft manufacturers. Historically, Australia previously tended to obtain her civil aircraft from the British aircraft companies. The basic reasons for this were twofold. Firstly because of the attitude which prevailed prior to and during the War of the strong affinity with the ‘Mother Country’. The ‘buy British’ motivations were strong and this sentiment had developed over several decades. Secondly, the practical barrier of the previously mentioned Sterling area made the acquisition of non-British aircraft a difficult proposition. However, the climate in the post 1945 era was changing. In certain areas of the civil market, the British aircraft industry was in a rather parlous state. On one hand they did not have any airliners which were a match for the modern US generation of the Convair 240, Douglas DC-6 and Lockheed Constellation. And in the more prosaic field of light aircraft, apart from the fine offerings from Auster, there was no other major British manufacturer of small aircraft. Admittedly there were several other companies such as Chrislea, Miles and Percival, but they lacked the financial resources to match the large scale development and manufacturing abilities of Beech, Cessna or Piper. When the first offerings from the US arrived in Australia, our operators both private and commercial were impressed by this new generation of light aircraft. The initial US imports to arrive in volume in Australia consisted of the Cessna Models 172 and 182 and the Piper PA22 Tri-Pacer which were soon joined by an ever increasing host of other types. The US companies did not have the field entirely to themselves however and we were also to see a plentiful supply of aircraft from Canada, Czechoslovakia, France and even the emergence of a home grown industry when Victa joined the fray.

In later years we have seen a re-emergence of some British offerings, initially with Beagle and later from Britten-Norman with their quite successful Islander family.

Many familiar names of yesteryear have passed into history to become part of aviation lore, while others have shown persistent doggedness and are still much in evidence. The reason for the disappearance of some aircraft types from our area resulted from attrition, while others were withdrawn because of edicts issued by aviation authorities. A far reaching promulgation from the Department of Civil Aviation some years ago had far reaching ramifications and removed several well known light aircraft from our skies.

Late in 1957, the Department placed restrictions on the issue of Certificates of Airworthiness for wooden aircraft which incorporated a glued ply shell wing or fuselage construction and which had been modified for agricultural use. It had been found that agricultural preparations had caused a deterioration in the strength of glued wooden ply aircraft. Tests had indicated a complete failure of glued joints on aircraft between 5 to 10 years after manufacture. Even on aircraft which had been stored under favourable conditions, joints showed a 40% loss in initial strength after 5 years and in excess of a 60% loss after 1 O years. The Department said that although Certificates of Airworthiness were held by currently eligible aircraft, the cancellation of the CofA was likely within a few years time. While the widely used DH82 Tiger Moth was not placed at risk because of its solid wooden wing spar, other aircraft in agricultural use were not facing such a happy future. Amongst those with the glued structure were the Avro Anson, CAC CA-6 Wackett Trainer and Miles Gemini.

A few months later the Department widened the scope of these orders when it issued details of its current policy covering aircraft incorporating wooden box spars or a wooden stressed shell structure. Affected by the policy were the BA Eagle, BA Swallow, CAC CA-6 Wackett Trainer, DH85 Leopard Moth, DH94 Moth Minor, all Klemm and Miles existing and similar types, MRAZ M. 1C Sokol, Percival Gull, and Percival Proctor. No further importation of any examples of these types would be allowed for inclusion on the Australian Civil Register and no future approvals for commercial use in an Airline, Charter or Aerial Work Licence would be permitted. The use of these types for private use would be allowed even if the aircraft was in Australia, but not yet registered. Investigations by DCA into recent aircraft accidents coupled with their tests had shown numerous examples of deterioration. Some of the problems detected were wing spar webs separated from spar booms, rudder posts separated from fuselage longerons and ply peeling.

The Australian experience had been echoed in Britain, where during the previous 12 months, four British registered glued wooden aircraft had sustained a structural failure. Stringent inspections were instituted by the British Air Registration Board to ensure the safety of wooden aircraft. In addition, Avro had introduced a rigid inspection procedure for Ansons which were so costly and labour intensive as to make the continued operation of the Anson uneconomic. The prudent measures advocated by both the Australian and British authorities were of course necessary in the light of the structural failures encountered. However, they also hastened the departure of a host of well known aircraft.

In the years following 1958, there was a steady decline of aircraft on the Australian Register which had been included in the Department’s wooden aircraft directive. And. there were of course others not afflicted by the problem, but which were withdrawn from service voluntarily or were lost in accidents. The following resume gives a thumbnail sketch of some light aircraft manufacturers which have played a prominent part in postwar light aviation in Australia. Also included are some rarer types which are mentioned as a matter of interest. It is not exhaustive but rather is representative of the light aircraft scene over the last thirty four years.

Aeronca

Several examples of different types of Aeroncas have appeared in Australia over a nearly 50 year period. A well known one was the Aeronca K VH-ACK which was resident at Camden Airport for many years. This aircraft is distinctive in having operated in the Antarctic on floats with the Lincoln Ellsworth Expedition as NC1888 before being registered in Australia during December 1939 as VH-ACK. For some time it sported an attractive dark blue/yellow colour scheme with a penguin and the legend ‘Polar Scout’ on the nose as a reminder of its unique background. It was withdrawn from use during March 1977.

Auster

A major participant for many years, with Australia having been a significant purchaser of aircraft from this well known British producer. Austers were widely used by the RAAF during World War II when56 AOPlllsweretaken on strength as A11-1 to A 11-56. Of these, 23 were sold to civil operators and they were later joined by a multitude of postwar examples. Some of the types imported in quantity were the J-1 Autocrat, J-1B Aiglet, J-1N Alpha, J-5 Adventurer and J-5B Autocar. For many years a steady flow of Austers was assembled at Bankstown by Kingsford Smith Aviation Services. A versatile aircraft, they appeared on floats (such as VH-ADS a J-5 Adventurer), were extensively modified for agricultural use (VH-SCO a substantially altered J-5), while others were re-engined with Lycomings to replace the usual Blackburn Cirrus powerplant (VH-AYJ, a J-1 converted in the late 1950s). To confound some of their critics, an Auster came home first in the closed handicap section in the celebrated 1964 R M Ansett Brisbane/Adelaide Air Race when VH-WBA, a J-5B beat many of the more modern types. Several hundred Austers have appeared in Australia and they are the most numerous non US aircraft to have been imported into our area with about 100 remaining in use.

AVRO

The products of A V Roe and Company Ltd of Manchester have had a long career in Australia. The venerable Avro 594 Avian Mk. lVM VH-UQE was first registered in October 1931 and was flown by pioneer aviator Jimmy Broadbent on a record breaking round Australia flight. Following an accident it was rebuilt using some parts from Avian VH-UVX and is now registered with that identity. One of Avian’s more recent claims to fame was its role in the television feature The Lancaster-Miller Affair’ in which it masqueraded as G-EBTU ‘Rose’. Several Avro 643 Cadets have served in Australia including some converted for agricultural use. Two noteworthy examples were VH-AFX (which is still on the Register) and VH-AFY which had the usual 150hp Armstrong Siddeley Genet Major 1 A replaced by 220hp Jacobs R-755 with a resultant increase in performance.

A familiar Sydney resident for many years was Sid Marshall’s VH-AGH which did its share of joy riding around Bankstown. The most numerous Avro aircraft were the Ansons of which about 130 examples were registered. A total of 1,034 had been delivered to the RAAF and the ready availability of surplus Ansons was met with enthusiasm by many operators keen to get established in the passenger/freight business. Used in a variety of roles including airliner, aerial ambulance and freighter, the Ansons were ultimately decimated by the glued joint problems. The sole survivor is VH-BAF which has been fitted with a metal wing from VH-BIX, an ex RAF Avro C19 VM375 which was damaged in a forced landing at Lancelin, WA on 22 March 1961.

British Aircraft Manufacturing Co Ltd

Known more popularly as BA, this company was originally known as the British Klemm Aeroplane Company. Several of its Eagle and Swallow 2s have flown in Australia over the last 50 or so years. The Swallow 2 VH-AAB was a resident in Sid Marshall’s hangar for many years and has recently been reregistered in Queensland. A well maintained example of the Eagle was Jack Hodder’s VH-ACN based at Parkes for many years. While in Asia in the 1930s, Hodder was involved in the search for wreckage from Sir Charles Kingsford-Smith’s ill-fated Lockheed Altair and he was able to identify a wheel later washed up as coming from Smithy’s aircraft.

Beech

The first aircraft of the Beech Aircraft Corporation to appear in Australia was the classic Beech 17 VH-ACU which was registered during March of 1939. With several others it joined the RAAF before returning to civilian life. The Beech 17 is an impressive machine with a large airliner type panel coupled with a hefty 450hp Wright Whirlwind (the D17R) or the 450hp Pratt & Whitney Wasp Junior {the D17S). We have also received several of the equally stirring Beech 18 with its two Wasp Juniors from the mid 1950s. Joined in later years by the more recent products, Beech has established a widening base in our region.

Cac Ca-6 Wackett Trainer

Designed by Sir Lawrence Wackett and first flown on 19 October 1939, this two-seat trainer aircraft was produced for the RAAF as a basic trainer. Of the 202 produced, 46 were later registered to civil owners from surviving surplus examples. The Warner Super Scarab fitted to the 200 production versions lacked reliability and caused some problems for its private owners. Some were converted to agricultural configuration and VH-AJH was an early example. Although the Wackett’s wooden wing was the eventual cause of its withdrawal from use following the DCA wooden aircraft pronouncements, the rugged chrome molybdenum tube fuselage frame proved a later boon to Yeoman Aviation who adopted it with other components to form the basis of the Yeoman YA-1 Cropmaster agricultural aircraft. Several Wacketts are today still in existence in various states of disrepair.

Cessna

This giant of the light aircraft scene has gone from strength to strength over the last 50 years. The earliest Australian examples were the C34 VH-UYG registered July 1937 and the C37 VH-UZU registered two months later. In the postwar era, from humble figures in 1954 with just six on the Register, sales have continued aplenty since the marque began to be established in Australia in the late 1950s. The widely used Model 172 has been the largest selling light aircraft in Australia with well over 800 examples currently on the Register.

De Havilland

For many years de Havilland was the undisputed king of light aircraft in Australia. With a proud heritage extending well over 60 years, we have seen a continuous list of types which have read like a veritable honour role of the products of this famous company. In the postwar period, types ranging from the DH60 Moth, DH80 Puss Moth, DH82 Tiger Moth, DH83 Fox Moth, (an interesting inclusion on the Register for some years was Fox Moth VH-UUS owned by J & A Bielke-Petersen of Kingaroy, Old), DH84 Dragon, DH85 Leopard Moth, DH87 Hornet Moth, DH89 Dragon Rapide, DH90 Dragonfly and DH94 Moth Minor have graced the Australian light aircraft scene. The larger DH104 Dove and DH114 Heron have also been imported in reasonable numbers. Ever popular amongst the antique aircraft fraternity, we are sure to see many examples of the older classic types for years to come.

De Havilland Australia and de Havilland Canada

Some of the aircraft from these companies filled the void left by the non-availability of comparable products of the British parent. The DHA-3 Drover although built in comparatively small numbers, performed a useful role in passenger, charter and agricultural operations. The DHC-1 Chipmunk was extremely popular with flying training organisations and a large number of surplus ex-RAF aircraft were acquired by aero clubs. Aspiring pilots at the Royal Aero Club of NSW in the late 1950s were gaining their flying experience at four pounds eleven shillings an hour! The rugged DHC-2 Beaver gave an enormous boost to aerial agriculture while the DHC-3 Otter was a useful utility machine. The popular DHC Twin Otter continues to render valuable service in the commuter field while the company’s latest offering, the Dash 8, is due to gain its Australian CofA during the life of this issue.

Fairchild

The Fairchild 24 Series has been a popular aircraft with a long Australian association. The first example was VH-AAW, an F24C8E registered during August 1936 and it and three others were impressed by the RAAF during the war. Powered either by versions of theWarner Super Scarab seven cylinder radial, or the Menasco G4S Pirate or Fairchild Ranger in-line engines, a variety of designations were applied to the aircraft to identify the powerplant Installed. Some particularly well preserved examples of the marque have appeared in recent years, notably VH-ALF carrying USMF markings. An early prominent Fairchild 24R-40 owner was the then Rt Hon R G Casey of Berwick, Vic with his Ranger powered VH-ABZ.

Genairco

An early attempt to put light aircraft into production in Australia followed ·the formation of the General Aircraft Company at Mascot during the late 1920s. A robustly built machine, they served in both Australia and Fiji including four examples which were fitted with floats. Eight examples of the Genairco Open biplane were registered during 1929/1930 and one during 1934. The sole Genairco Cabin was initially registered as VH-UOH during June 1930, was sold during 1933 to Fiji Airways and operated by them as VQ-FAC before returning to Australia as VH-UUI. This interesting latter version featured an enclosed cabin seating four passengers while the pilot was exposed to the elements in an open cockpit behind the cabin. This concept existed to a degree with the Open version in which the two passengers were_ seated side-by-side with the pilot behind them. The Genairco Cabin was based at Albury for several years and was exported to the USA during the 1960s. Although no Genaircos are currently registered, VH-UOG is preserved with the Airworld collection and others still exist.

Klemm

A small number of Klemm BK1 Eagles and L25D Swallows were registered in Australia. Built in Germany, they were both similar to the versions produced under licence in Britain by BA. A well known example was the Swallow VH-UUR which was based at Port Macquarie for many years. The original Pobjoy Cataract II engine has been replaced by a more modern Continental and this aircraft, which is still on the Register, has long been a star performer at air shows with its steep, slow climbs.

Miles

Examples of several types from this British company have reached Australia. Originally built by Phillips and Powis Aircraft Ltd, the name was changed to Miles Aircraft Ltd during October 1943. An early arrival was the Miles M. 3D Falcon Six VH-ABT registered June 1936, impressed by the RAAF as A37-1 before returning to civilian life in 1946. Postwar aircraft to arrive were the M. 28 Mercury, M. 38 Messenger, M. 65 Gemini and M. 75 Aries. They were all stylish looking aircraft carrying their distinctive astronomical names, with the Messenger and twin engined Gemini being the most numerous. During 1959, five Messengers and 11 Geminis were on the Australian Register.

An interesting conversion was carried out on Gemini VH-WEJ by James Aviation at Bankstown which saw the usual Blackburn Cirrus Minor II replaced by Lycoming 0-290-3/1s. All Miles types, with the exception of the M-3A Falcon Major VH-MT, were withdrawn from service following DCA’s wooden aircraft policy decisions. Several are still in existence including VH-AAT which is being restored to flying condition

Percival

Another British company with notable Australian connections, Percival had up to 37 aircraft on the Australian Register at their peak. The earliest arrivals were several versions of the Gull which were registered during 1933/1935. A later arrival was the Percival P. 3 Gull Six VH-ACM first registered July 1939 and which was later registered as VH-CCM during April 1949. This aircraft is still flying and is now with the Drage Airworld collection at Wangaratta.

The Proctor was in fact the most common Percival type in Australia with 31 of various Marks appearing on the 1959 Register. One Proctor, VH-FEP is still airworthy and is owned by the Museum of Australia in Canberra. An interesting type acquired by the Royal Aero Club of NSW was the Percival P. 50 Prince Series 3C VH-RSX, which was ex RMF A90-1. Powered by two 550hp Alvis Leonides 502/4s and with an all up weight of 11,000lb it must have been just about the biggest aircraft operated by an Australian Aero Club.

Piper

Second only to Cessna in the number of aircraft sold in Australia over the last 30 years, Piper has enjoyed considerable success. An early example is the PA-11S Cub VH-AKD first registered January 1951 and within 1 0 years it was joined by a growing influx of PA22 Tri-Pacers. The Tri-Pacer proved extremely popular and became the first of the US postwar aircraft produced in quantity to reach ‘collector’ status in Australia. Since then many other types have arrived the most numerous being the widely used PA28 Cherokee. Other large sellers have been the PA32 Cherokee Six and the twin engined PA31 Navajo which has experienced considerable use as a charter and commuter aircraft. With well over 1,500 aircraft on the Register, Piper is a respectable second to Cessna in Australian light aircraft sales.

Ryan

The Ryan Aeronautical Company of Lindberg Field, San Diego produced one of the most elegant families of light aircraft in the form of the STA and STM series. The first to arrive in Australia were the STAs VH-UYN and VH-UZQ registered during 1937. During the War, the RAAF received 37 ex Royal Netherlands East Indies Air Force Ryan STM and STM-2 which were evacuated to Australia. Comprising both land and floatplanes, three aircraft were used for spares while the remainder became AS0-1 to A50-34. After the War, 20 were sold to civil operators and they became prized possessions. A detracting feature was the temperamental Menasco Pirate G4S and this resulted in some aircraft such as VH-BWQ and VH-RAE being re-engined with a de Havilland Gipsy Major 1. Some absolutely pristine condition Ryans have appeared over the years and their appearance at air shows has always been well received. Several are still on the Register while others are in various states of restoration.

Victa

The most determined and successful venture to produce an Australian light aircraft arose through the efforts of Victa Ltd. Between 1962 and 1966 a total of 169 were produced, powered by either a 100hp Rolls-Royce/Continental 0-200-A in the Victa Airtourer Model 100 or the 115hp Lycoming 0-235-C1B supplied with the Airtourer Model 115. They are becoming an increasingly venerated aircraft and their enthusiastic owners have had some quite successful Victa get-togethers. With over 70 on the Register they seem set to be a popular type for many years ahead.

Waco

One of the classics from the US ‘Golden Age’ of aircraft, several Waco types have found their way to Australia. Waco aircraft were custom-made for their prospective owners and were extremely well appointed. They had a rather impressive appearance with their big radial engines and large roomy fuselage. The earliest Australian example was a Model 1 OT which was registered in 1929 and ultimately destroyed in enemy action in New Guinea in March 1942. Two survivors are VH-CGF a Waco EGC8 Special powered by a 300hp Jacobs radial and VH-UYD fitted with a 225hp Jacobs L-4.

As can be seen, we have had a fascinating and varied array of light aircraft which have operated in Australia over the past decades. Most were imported, many were modified and some were produced here in an effort to establish a home industry.

Unfortunately some colourful types are with us no longer, either because of the occasional mishap or through a structural deterioration brought about to some degree by the at times harsh Australian environment. Ligbt aircraft of today are undeniably more reliable because of advances in structures, powerplants, instruments, communications and navigational equipment. These and sundry other improvements have combined to create a safer and more comfortable environment. While the Tiger Moth and their ilk are fun to fly in and pretty to gaze at, they must defer to their more modern counterparts in terms of ease of use and protection from outside induced discomforts.

During the last few decades, several thousand light aircraft have served throughout Australia performing a variety of tasks in some extremely testing conditions. Whether it has been the carriage of passengers, freight, agricultural use, aerial ambulance tasks, charter, flying training or flying just for the sheer exhilaration of that hard to define pleasure of flight, they have served us well. This large fleet of light aircraft spanning Australia, with all its accompanying skills, has been, and will continue to be, a prized national asset.