Warbirds

While most will probably retain their military colour scheme and marks it will be interesting to see what other liveries turn up.

Already we know that CT-4 aircraft serial number A19-035, -044 and-066 were purchased by a Mr Mike Birks and are to be exported to the USA. At last report the aircraft were being dismantled and containerised by Winrye Aviation at Bankstown, a short taxi from where they were sold. One wonders what the Americans will make of the little Antipodean trainer? Another machine, A19-055 was reported to have been sold to John Weymouth from Victoria River Downs of warbird fame while serial A19-050 is reported to have been purchased by a syndi- cate that includes Randel McFarlane, the President of Australian Warbirds. It is understood that while a number of New Zealand enthusiasts were present at the auction none had bought a CT-4 by bidding. It is possible that an aircraft may have been purchased after the auction, for export to NZ. Time will tell.

Not all the CT-4s, or CT-4A to be precise, were sold at the auction. The RAAF School of Technical Training at the Wagga RAAF Base holds A19-034, -043, -045, -053, -064,-069,-071 and -076 for use as instructional airframes. Also at the Wagga base is A19-033 which is held on behalf of the National Air and Space Museum of Australia. As and when the Tech School aircraft are disposed there will no doubt be some keen bidding, for just like the Winjeels before them, they will become a much sought after economy warbird.

The RAAF Museum at Point Cook has also been able to retain two examples of the type, the first and last aircraft. A19-027 and A19-077. The first machine, A19-027, will be a static display aircraft at Point Cook and as such becomes the latest museum display aircraft. The second aircraft, A19-077, has been loaned to the RAN Australian Naval Aviation Museum at the RAN Naval Air Station, HMAS Albatross, at Nowra, NSW. Here the machine will also be on static display (only).

It is envisaged that at some time in the future this aircraft will be returned to the Point Cook museum, made airworthy and flown with the other museum aircraft.

CT-4A A19-077 flew into history when it made the last flight of the type in RAAF service and carrying an RAAF serial number. The aircraft was flown from Point Cook to Nowra, via RAAF East Sale, on Sunday June 6 1993. The pilot was Fit Lt Keith Williamson who is also the owner of LIM-3/MiG-15UTI, s/n 1A06007. This aircraft is at present dismantled at Point Cook. When A19-077 flys again it will use a civil registration and be flown under CAR 134.

Already it appears that an Airtrainer Association has been formed by the various owners with a view to mutual assistance in looking after their aircraft. As there is an Airtourer Association that represents the interests of Victa and AESL Airtourer owners one can see that the day is not far away when these two bodies will hold a joint flyin.

The numbers of Airtrainers and Airtourers that could attend will make such a flyin a joy to behold.

Next issue: Those missing Airtrainers.

Ct-4 Spares Auction

Friday June 4, at RAAF Williams Point Cook, saw the auction of the CT-4 aircraft spares.

Arranged by the Department of Administrative Services the auction was run by Pickles Auctions Pty Ltd, the same organisation that had successfully auctioned the CT-4 aircraft a fortnight before. The cover sheet on the spare parts auction catalogue mentioned that 114 CT-4 aircraft had been manufactured and that there ‘will be strong demand for spare parts”. The event however was a far more subdued affair than that for the actual aircraft auction to which a huge number of people turned up for (refer p11 July 93 AA). In all there were some 50 people present, of which 15 would have been RAAF personnel. A number of the bidders were aircraft owners and already known to auctioneer John Leftwich.

The auction commenced at noon and took two hours to complete. Most of the spares were held in wire pallet crates and occupied half of the floor space of a hangar floor. The crates went with the spares they contained and were valuable by themselves.

John Leftwich started the auction of the 89 lots with a number of ready to install engines and then proceeded onto airframe components and props. Auctions always bring surprises and this was no exception. Complete ready to go engines were sold for $15,500 each while damaged engines went for as little as $500. You would like a rudder sir? $100! Perhaps an aileron? $50 each. Props went for a top of $3250 with 1320 hours to run down to $250 for a unit that had a bearing failure. One prop went with a craftsman made aluminium transport case that was probably worth more than the prop it contained. It would appear that all the spares lots went to local buyers so that the specialised items will remain in this country to support the local aircraft.

The buyers came from all around Australia, some even flying in. One well known buyer was Mr Harry Wallace whose components business at Moorabbin airport has helped many an aircraft rebuilder and owner. At the end of the auction monies changed hands and crates and pallets were quickly moved out by new owners, leaving a hangar vacant for the RAAF Museum. With the changing pattern of military aviation the newer types of aircraft introduced into service will be more sophisticated and hence out of the little man aviation league. The CT-4 aircraft auction followed by that of the support spares was probably the last of these types of events that will concern the enthusiast flyer. There will be no more big Tiger Moth, Winjeel or CT-4 type aircraft auctions. History has run its course. Now we are into the era of smaller numbers of military aircraft, expensive to run turbines and the likelihood of surplus aircraft either being scrapped as time expired or sold to another country to soldier on a little longer.

Book Review: Sabre

With the growing interest in warbird jets it comes as no surprise that someone would produce a book devoted to one particular jet and that is the ever loved Sabre.

Designed and built by North American, the aircraft was to win fame in Korea as the foil to the threat of the MiG-15 that was pitted against it. The score card talks of some 790 MiGs lost for the loss of 78 Sabres. An incredible ratio. In later years the Sabre was to be operated by 40 air arms across the world and thus good numbers survive through to this day. The Sabre was also built by Canadair in Canada and the Commonwealth Aircraft Corporation here in Australia.

Now a new 84 page book from the Warbirds Worldwide organisation covers the past, present and future of the Sabre jet. Entitled Sabre; Rebuilding & Flying the North American F- 86 in the 1990s the soft covered book has lots of colour and B&W photos as well as listing known static and flying project Sabres across the world. As a British publication it is good to see that the local CAC built machines are properly treated and not just given two lines on the last page as so many American publication choose to do. The book also has an article on Sabre Aerobatic teams as well as reports on flying both the North American model and the local CAC machine. Full marks! The writeup on flying the CAC Sabre is by Squadron Leader Phil Frawley who knows his stuff and has flown on a number of warbirds, both jet and piston.

For lovers of jet warbirds and the Sabre in particular this publication is good value. Priced at $A18. 00 plus p&p. Contact the Australian agent, Skylines, PO Box 335, Cheltenham, 3192, ph (03) 587 3400.

Point Cook Raaf Museum Update

At Point Cook the RAAF Museum is in the throes of moving its aircraft into hangars nearer to the museum building, now that IFTS has been disbanded and its CT-4 aircraft sold off as surplus.

In amongst all the activity two aircraft that are most noteworthy are the recently completed Maurice Farman Shorthorn and the rebuild of Supermarine Walrus HD-874. The Walrus last saw service in the Antarctic. Following the end of WWII the machine was transferred on loan to the Department of External Affairs in 1947 for use by the Australian National Antarctic Research Expedition. Unfortunately the amphibious vessel was wrecked in a storm on Heard Island on January 5, 1948. In 1980 the wreckage was recovered and brought back to Australia, always with the view that the aircraft would be rebuilt as time and facilities allowed. Now that the Farman has been completed the Walrus is the next in line for the rebuild shop treatment.

Australia was instrumental in the design and use of the Seagull V and its later development, the Walrus. A total of 24 Seagull Vs with serials A2-1 to 24 were taken on strength, and later 37 Walrus Is were delivered to the RAAF but still carried their RAF serial numbers. A small number of Walrus/Seagull V aircraft turned up on the civil register after the war. Of these the best known is the Seagull V, A2-4, that became VH-ALB. Later to be damaged in an accident at Taree, NSW, on January 27 1970, the aircraft was traded in the UK for Spitfire Mk. XVI, TE384, that became VH-XVL VH-ALB is now on display in the Battle of Britain Museum at Hendon as A2-4.

Britain’s gain was a loss for Australia (although a Spitfire is a pretty fair swap) and now the RAAF Museum will have to rebuild HD-874 for locals to see this significant type. At present the damaged fuselage is mounted in a jig and is being rebuilt starting with the tail and moving forward. As much of the original machine is being incorporated in the rebuild as possible. While the museum has managed to gather together a large number of components for the rebuild the museum curator, Warrant Officer David Gardner, has advised that he is seeking a wingtip float and a Pegasus Mk. 6 radial engine for the project. If any reader has knowledge of the whereabouts of these items or any other Walrus/Seagull V components please contact the RAAF Museum at Point Cook, on (03) 368 1608.

There is no formal time schedule to complete the rebuild of the machine and it will be on an availability of labour and materials situation. It is interesting to note that in the new work hangar there will be provision for museum visitors to watch work in progress so that over a period of time one could see the Walrus come back to life.

The Walrus and the Seagull V have not had a huge amount written about them and their service in this country however for these wanting to know more it is suggested they try Wings Across the Sea and Australia’s Military Aircraft (AMA no longer in print). Both are by Ross Gillett and were published by Aerospace Publications which also publishes Australian Aviation. In 1966 a book entitled The Supermarine Walrus by G W R Nicholl was put out by the London publishing house of GT Foulis and Co Ltd. Although now out of print this informative book may possibly be obtained on the second hand market. Meanwhile, the Maurice Farman M. F. 11 Shorthor is a sight to behold. A big aircraft (it has a wing span of 16 metres) it is all wings, struts and flying wires. The biplane was built up at the RAAF Museum over a period of years. While some will argue that it was a rebuild others will claim that it is a replica, based on the amount of original components used in the machine. Either way the end result is magnificent. Yet to be installed is the 80hp Renault engine that the museum has obtained on loan from the AWM.

In a strange twist of fate not unlike that of the Walrus VH-ALB it is noted that in the 1950s a former AFC/RAAF Shorthorn wasput ontothe Australian civil register as VH-UBC. Later this was sold overseas and became N9645Z in America with the Tallmantz aircraft collection. When that collection was broken up following the death of the partners the aircraft joined the Canadian National Aviation Museum in Ottawa where it is now on display.

New Aircraft for Moorabbin Air Museum

An active air museum is one that is always having some change to its display and the Moorabbin Air Museum is certainly one of those.

The last few months has seen the museum obtain two additional aircraft, both Australian built. The museums charter is to preserve Australian built aircraft and this it is doing very well as it now has the largest number of examples of locally manufactured aircraft of any air museum in Australia and indeed the world.

The first of the new arrivals is a Transavia PL-12 Airtruk, VH-BOA. First registered in January 1973 to Boconn Air, this aerial agricultural aircraft was operated in West Australia until it had an accident near Moora, WA on April 18 1977. The machine was acquired in an exchange arrangement with the AFA Museum at Bull Creek, Perth, which had in turn acquired the machine following the accident. MAM President, Keith Gaff, has said that the damage could only be described as moderate at worst. The Transavia Airtruk has long been on the museums “wish list” and examples are exceedingly hard to come by.

The second aircraft obtained by the museum is an ultralight Skycraft Scout. Perhaps the aircraft type that started the now worldwide ultralight movement, this Scout is effectively a Mark 1 model and is powered by a locally designed and built single cylinder two stroke engine. The machine was complete when obtained and was immediately hung on display in the museum building. The Scout was built in Sydney.

In recognition of the museums significant voluntary service to the community and the fact that it is the custodian of the finest collection of Australian designed or built aircraft in the world, the City of Moorabbin recently awarded the museum its Commendation for Community Service award.

Warbird Trainer Import

One recent import that seems to have escaped attention is the Nord 3202 primary trainer that has been brought into the country by a Mr Filippi of Mt Pleasant, West Australia.

Registered as VH-UFB on May 15 last year the trainer previously carried the American civil registration N2256W. It was also on the French register as F-MAIP and before that with a military serial.

The Nord 3202 is a tandem two seat primary trainer that was built for the Aviation Legere de l’Armee de Terre (Army Aviation). It replaced the Stampe SV. 4 biplane as a basic trainer. Powered by a Potez four cylinderinline engine of either 240 or 260hp the Nord 3202 prototype first flew on April 17, 1957. The initial production run of 50 aircraft was followed by a further 50 aircraft featuring the 260 hp engine. Production was completed in 1961.

The Nord, which is a tailwheel aircraft, has a distinctive knee-action main undercarriage and is not unlike the Fokker S. 11 Instructor which first flew in 1947.

Catalina on the Move

The Catalina VH-EXG has moved from Essendon, but not under its own power.

Owned by the RAAF Museum for the last few years it was always the intention to restore the aircraft to flying condition at Essendon airport before flying it out to a new base. With recent changes at Essendon the aircraft was given a short time to be moved from the hangar it has been stored in. This created a problem in that the machine is still far from being made airworthy. The end result was that in early June the amphibian was partly dismantled. The wings have been transported to RAAF East Sale while the fuselage and centre section were moved by road to the RAAF Williams Laverton air base. Their No 21 Sqn will work on the machine with the Catalina initially being brought up to static display standard. At a later stage it may be taken up to airworthy condition.

Two and a half other Catalinas exist in Australia. At the Sydney Powerhouse Museum of Applied Arts and Sciences at Ultimo, Consolidated Catalina PB2B-2 VH-ASA Frigate Bird II” hangs on display.

At Lake Boga, on the northern Victoria border, a Catalina has been assembled from components of several machines sold off as surplus after the war and is now on display with the marking ‘A24-102″.

Meanwhile, at Whaleworld in Albany, Western Australia, John Bell is assembling a Catalina obtained from a number of locations. While clearly a Catalina the machine has some distance to go before it is completed.

Profile: Cessna C-165 Airmaster.

VH-ZTG Cessna, A Master’s Expression, is the motto used by Cessna on its prewar aircraft and with the recent arrival and restoration of a Cessna C-165, local antique aeroplane owners and enthusiasts will see a standard that will set the restoration benchmark for some time.

The first of the true Cessna commercial aircraft was probably the model C-34, a four place high wing machine that first appeared in 1935. This was followed by the C-37, C-38, C-145 and C-165. Later aircraft were of wartime or latermanufacture. The C-34 through to the C-165 looked rather much the same except to those who knew the type and the improvements that took place over the years. Australia has long had a model C-34 and a C-37. Both have in recent years been restored and are flying, In Sydney, Tony Green, who is the Managing Director of Concept Aviation Supplies, had long admired the C series Cessna and wanted to own and fly one. He enquired about buying Ray Goulding’s newly rebuilt C-37, VH-UZU, but it was not for sale. From America he learnt that of the 184 C series built some 25 were still on the American civil register. He wrote to the owners although none were for sale. One can understand why, they are a fine antique to own and fly.

Disappointed with his efforts Tony opted to buy a Globe Swift and this he imported. It is now VH-XTG. Almost as soon as the Swift arrived Tony picked up the latest US Trade-A- Plane to see that a 1941 dismantled C-165 was for sale in the ‘states. Tony quickly purchased it. The machine was dismantled for a good reason; it was damaged. It eventuated that the Airmaster had been owned by some people named Hytower who had restored and flown it regularly. During a cross country flight in 1980 a storm was encountered and the aircraft was landed and put in a hangar for safe keeping. The hangar however collapsed on the C-165 with major damage to the starboard wing leading edge and cabin area.

Tony had Mr John Halterman of St Louis rebuild the aircraft once again. John runs a business rebuilding antique aircraft and knows his stuff. In the USA the aircraft was registered as N32457 and carried the name “The other woman’ on the nose. There are no prizes for guessing why. Purchased in 1991 the machine was rebuilt over 1991/92 and shipped to Australia in 1992. The local CofAwas carried out by P&T Aviation at Bankstown. It was during the CofA that Tony wanted to have a duel tap installed on the auxiliary fuel tank line. When this was being plumbed, a crack in the undercarriage truss was discovered which resulted in the fuselage fabric being pealed back by Nigel Perry of P&T for the repair and reinforcement to take place. As it turned out the crack is well known in the C series Airmasters and comes as a result of the way the fuselage and undercarriage are built up. John Gallagher of aircraft wood and fabric working firm Antique Aircraft Pty Ltd was called in to make good the fabric work and a great job he did.

The aircraft had been nicely restored in the USA but it was in Australia that it was given the final touches including the cabin interior. The fabric had some 10 coats of paint applied, each being rubbed back before the next. The result shows. It is hard to detect that the machine is covered in fabric. There are no weave marks to be seen anywhere.

Registered as VH-ZTG on November 24 1992 the Airmaster, manufacturers construction number 589, is truly better than factory new condition. The end result of all the sweat and toil to save this fantastic ‘airplane’ was when Tony Green was awarded the well deserved trophy for Grand Champion at the Annual National Antique Flyin held at Cowra, NSW, in June by the Antique Aeroplane Association of Australia. Tony’s Airmaster has a standard of finish that will be hard to equal or better.

The C-165 Airmaster is powered by a 165hp seven cylinder Warner Super Scarab radial engine. The cowl has the helmet cowl finish while on the tail is the Cessna logo. This Airmaster was at one stage modified to be a camera carrying survey aircraft but this was removed during the rebuild. With a maximum weight of 1070kg (2350lb) the C-165 has a 10m (34ft) span. Two 661 (17. 5US gal) tanks are carried in the wings and at the rear of the main spar in the cabin is another 661 (17. 5US gal) auxillary fuel tank. On the front of the Warner is a Curtiss metal prop that is painted black on the rear face and sports a shiny chrome finish on the front. A chromed spinner completes the business end of the machine.

Cruise speed is a healthy 136kt (252km/h) and landing speed 43kt (80km/h). The aircraft has range of 480mm (810km). Of ear interest is that this Airmaster has electric flaps, in fact airbrakes, situated between the spars just outboard of the cabin. Tony says that these give a nice nose down pitch when applied and any setting can be selected. Who said such devices are modern inventions? Earlier C series Cessnas had trailing edge flaps or an underbelly spoiler flap.

When the Cessna company of Wichita produced this Airmaster in 1941 they produced a magnificent machine. Tony Green now owns it and is rightly proud of it. Long may it continue to fly.

In Brief

• Following the recent item on former Australian Army Pilatus Porter A14-705 taking up civil registration VH-ZCZ, two more ex Army Porters have also taken up civil guise. A14-689 has become VH-MKT and is operated at Lower Light, South Aus- tralia, on sport parachuting duties. The machine is reported to be based at Virginia and still wears the camouflage colour scheme. Porter A14-693 has become VH-REL and will be owned and based in WA. This machine was at Toowoomba Qld, in early May for a CofA. This Porter will also be used on parachuting work and with the registration of VH-REL one suspects it will be used for what is known as Rel Work, that is a group of skydivers making a high level jump together and manoeuvring around as they fall.

• By the time most readers see this column the writer will be leading an exciting 28 day tour of America embracing not only the fabulous EAA Oshkosh Flyin and Convention but also seeing some of the major aviation sites such as the National Air and Space Museum at Washington, the Boeing factory at Seattle and the Dayton Airshow. As always we come across news items of specific interest to Australia and these will be reported in later issues of Australian Aviation.

• On the subject of reporting, if you the reader become aware of some news worth reporting in the Warbirds column of AA please let us know by dropping a line to Warbirds C/PO Box 3105, Weston Creek, ACT, 2611. Any news on Australian warbirds, antiques & classics and aviation museums is always welcome. We look forward to hearing from you.