Warbirds

Aircraft from the English Royal Navy were largely of the Grumman Avenger and Vought Corsair types and were under a Lend Lease contractual agreement with the USA that in effect said these aircraft had to be returned or destroyed in order that potential markets for American warplanes would not be glutted to the detriment of the manufacturers, as had happened after WWI. Rather than go through the process of surplus sale and scrapping it was found to be far easier to simply load the aircraft onto aircraft carriers and lighters and push them over the side into deep water. This was done with great regularity and literally hundreds of aircraft went into Davy Jones’ locker forever, or so it was thought.

To 1995. As part of the 50th anniversary of the end of WWII, diver Don Dennis followed up on the rumours that he had heard and with the aid of several partners went to sea to check them out. Using a special diving suit worth $400,000 he went down 300m to the edge of the continental shelf and actually found the aircraft. The exact location has not been revealed but is said to be 50km off the coast. Don Dennis reports that he saw some 50 aircraft on the bottom, some sitting looking as if they were ready to fly and others overturned. Don reports that he saw Corsairs on their wheels on the bottom as well as a non-RN type in the form of P-38 Lightnings.

Because of the 50th anniversary aspect the RAN has assisted in the search and it is intended to conduct further sonar sweeps to try and ascertain the full extent of the discarded aircraft. During the undersea exploration the wreck of the WWII hospital ship, the Centaur, was also found. This ship was torpedoed by a Japanese submarine in 1943 with the loss of many lives.

Given that the aircraft appear to be in good shape and have remained free of corrosion because of the great depth it is now planned to try and recover some of them. If recovered some of the machines would go to certain Australian aviation museums while others would be sold in order to recover the costs of recovering them from the ocean floor.

In the last year or two several Corsairs have actually been recovered from the sea bed but much closer to the coast. These aircraft were not in what one could call pristine condition and after being brought to the surface started to deteriorate rapidly. Nevertheless parts have been salvaged from one aircraft and sent back to the USA for possible use in rebuild projects. As with all aircraft recovered from the sea bed, the aircraft have to be handled carefully in order to prevent recovery damage and at the same time promptly treated to prevent the damaging effects following their long immersion. In recent years a small number of aircraft have been recovered from American waters and have successfully been treated for later exhibition in museums. At Oshkosh ’94 there was one Grumman F4F-3 Wildcat that had been recovered from the fresh water of Lake Michigan and restored to fly again. It is said that 95% of the aircraft is original.

Don Dennis said that recovery operations were due to commence during May.

60 Australian Aviation June 1995

Of all the warbird news in recent times this discovery of bulk aircraft under the sea and their possible recovery for museum use or as flying rebuild prospects is one of the most exciting that has come to light. A veritable treasure trove and right on our own doorstep. This is one story that will be most interesting to follow.

Meanwhile, from the Northern Territory, it is reported that the Mayor of Darwin, Don Parker, plans to recover wrecked aircraft that were shot down during World War II in the defence of Darwin. Mayor Parker has obtained a heavy lift recovery vehicle that has a crane and winch and plans to seek out and salvage the wrecked aircraft. No mention has been made of the intended fate of the aircraft remains to be recovered but one assumes that they will go into a museum of some sort.

Footnote: It is to be pointed out that in the 50 years since WWII most aircraft wrecks in the Territory have been picked over by tourists, enthusiasts and rebuilders alike. Some wrecks are now prohibited from being interfered with.

Avalon Airshow Warbirds Roundup

The Australian International Airshow 1995 at Avalon has come and gone. If you were there for the three trade days plus the three public days with both day and night displays then you would probably have suffered a bad case of aviation overdose. There was just so much to see.

Part of the action was the display of Warbirds. For those who by accident or design were not at Avalon ’95 we will give a rundown of the Warbird types present. These warbirds being the older types and not the current models!

In the twin engined department there was Bob De La Hunty’s Lockheed P2V-7 Neptune VH-IOY/A89-273 while the Naval Aviation Museum Historic Flight brought the Grumman S-2G Tracker VH-NVX down from Nowra. Both aircraft did flight handling displays and as usual the Tracker displayed the ‘Fly Navy’ sign on the inside of the weapons bay doors. No less than four C-47/DC-3 variants were present and the oldest former airliner still flying in Australia, Lockheed L-10B Electra, VH-UZO, was present.

For those with a taste for WWI type aircraft the Point Cook RAAF Museum Sopwith Pup and Fokker Triplane replicas showed all how slow the dog fighting would have appeared over the Western front. One machine that nearly didn’t get to the show was the CAC Boomerang, VH-BOM. A report from Queensland indicates that at one stage the airshow organizers were reluctant to have the home grown fighter at Avalon reportedly on the basis that the type was an ‘insignificant aircraft’. It did however turn up and attracted a lot of attention from the spectators, some of whom probably worked on the original Boomerang production line at nearby Melbourne during the darkest days of WWII.

Also from the CAC factory were two Wirraways, VH-WIR/A20-652, and VH-WRX/A20-719 but painted up as A20-458. While -WIR was painted up in a silver colour scheme -WRX sported a two tone camouflage scheme and even carried eight small practice bombs under the centre section. A nice touch. Col Pay had his Spitfire, VH-HET, in the air for all to appreciate as were two CAC Mustangs.

For those with a taste for jet warbirds there was the Strikemaster, VH-AGI, and both Iskra TS-11 jet trainers, VH-ISK and VH-ADG. VH-ADG is in a basic silver/natural metal finish while VH-ISK is in a red and white sunburst scheme. Iskra -ISK was lucky to make Avalon. It only left the Aerospray paintshop at Moorabbin airport late on Tuesday, the first Avalon trade day. The big warbird jet action was in the form of the MiG-21UM, VH-XXI, with Phil Frawley at the controls. Fast and loud! Guido Zuccoli was present with the Sea Fury, VH-HFG, while Wayne Milburn flew the Fiat G-59B, VH-LIX.

Trainers there were plenty of with four Winjeels from the RAAF Museum displaying their stuff. Not to be forgotten was the former Chinese Air Force Nanchang CJ-6A that Mike Apps brought down from Canberra and the best example of a Boeing Stearman was the all red 450hp (335kW) example flown by Eric Newman as part of the Federal Express All Stars aerobatic team. This machine had been brought to Australia just for the Avalon show.

North American Aviation was well represented by both T-6 and T-28 aircraft. The Harvards gave a fine display of aerobatics and followed this up with a closed circuit air race. The growl of the radial engines was music to the ears of the enthusiasts present. The Trojans also gave a great display with three flying during the Invasion of Crete sequence and another on the ground that could be inspected and photographed.

There were a few no-shows. With Avalon ’92 in mind the organisers wisely used the words ‘probable’ and ‘invited’ in the programme and media releases. The Southern Cross replica did get to Avalon but the recent UK to Australia Vickers Vimy replica didn’t. A pity. Another that didn’t make the show was the Super Connie (see May AA) and likewise the American registered former RAAF Canberra that had been at the last Avalon. The Navy Museum Firefly also did not get to Avalon.

All in all the Warbird enthusiast had plenty to see, look at and photograph at Avalon. Quite rightly the organizers did not try to get each and every Australian warbird to be at Avalon but there was a reasonable coverage of the warbird types that fly here. It was a nice touch to have the warbirds all together in their own area at the southern end of the tarmac with a convenient taxiway alongside.

Avalon gave the local Warbirds great exposure and indeed the flying programme used them repeatedly. The enthusiasts enjoyed them and this was shown by the numbers of spectators constantly around the warbird area. For those that missed the event all one can say is, next time!

More First Flights

It seems that in the last few months we have seen almost a first flight for each month. This month is no exception.

From Queensland comes news that CAC Wirraway, VH-WWY, made its first post-rebuild flight at Caboolture, on Saturday March 25 with Cathay pilot and syndicate head, Ed Fields, at the controls. The next few days saw the machine putting in some flight time as the syndicate members got to know their aircraft. VH-WWY was previously A20-81 but is wearing the marks of A20-176. Another Wirraway is also being rebuilt at Caboolture. This aircraft is reported as being A20-695.

From Tyabb, Victoria, we learn that Alan Pay’s North American AT-6C Harvard IIC, VH-NAH, took to the sky on March 17 after a lengthy spell out of the air. Well known local warbird pilot Guy Bourke made the first flight. VH-NAH has been noted at Tyabb for a lengthy spell without an engine. The machine now sports a checkerboard painted cowl and still has a mock machine gun in the right wing. Alan had the aircraft at both the Mangalore and Wangaratta airshows in April, keen to make up for lost time in his machine.

A Tail Of Two Mosquitos

At the present time there are two DH Mosquito aircraft here in Australia. In summary these are A52-319/VH-WAD with the Australian War Memorial, and A52-600 that is being rebuilt at RAAF Richmond to fly again with the RAAF Museum.

The first Mossie, A52-319, was obtained by the AWM back in 1979 following several owners who intended to but never did, get it back in flying shape. Originally it had been registered to Jimmy Woods in Perth in the 1950s as VH-WAD with the intention of flying in the 1953 UK to Christchurch Air Race. It was withdrawn and sat at Perth airport for many years. Following its acquisition by the AWM the machine was transported to Hawker de Havilland at Bankstown, Sydney, where, under supervision, the apprentices rebuilt the machine over the years to where today it is now some 70-80% completed. This rebuild took place over 15 years, from 1979 through to 1994. The remainder consists of the fitting out and as with all aircraft that appear finished this takes time.

During the restoration at least 75% of the original wood has been retained by using a special preservative resin that was actually injected into the wood to consolidate it. Dismantled, the aircraft and its engines are now stored in the AWM Mitchell annex in Canberra. The final fitting out will also include fabric and paint work. The machine is to be completed in a silver scheme as it would have carried when it was completed in 1947.

With the machine getting close to being finished and painted the AWM has asked does any reader of AA have an actual photo of A52-319 when in RAAF service in the period 1947/1953? Contact the Mosquito restoration coordinator David Crotty, AWM, Canberra. Mr Crotty has stated of all the photos they have there is not one of A52-319 that can be used in the final paint job.

The second Mosquito, A52-600, is at present at RAAF Richmond where it is being worked on to eventually fly again. This aircraft had been out in the weather before recovered for a rebuild and as a result a lot of work has had to go into the machine to bring it up to what will be airworthy condition. The Mosquito Aircraft Association of Australia is an organisation of former Mosquito aircrew and engineers plus a handful of Mossie enthusiasts and they assist in many and various ways with the restoration project keen of course to see the machine fly again. The members have been a great help in chasing up many and various parts required and in so doing helping the RAAF workers with the project. Newsletters from the MAAA show that the fuselage rebuild is advancing and while progress is slow it is steady and moving ahead. No doubt all lovers of the graceful Mossie are eager for the day when the machine once again takes to the air.

The MAAA can be contacted at 4/18 Gordon St Traralgon Vic 3844.

Dh Rapide Rebuild

In an aviation world that increasingly is more involved with metal aircraft it is pleasing to see a real wooden aircraft being rebuilt, and a twin engined aircraft at that. At Moorabbin airport, in Melbourne, Victoria, a de Havilland DH.89 Dragon Rapide is slowly being rebuilt to fly once again. Built as one of 346 Dominie Is by the Brush Coachworks at Loughborough, Leicestershire in the UK the machine first saw service as s/n NR713 with the RAF’s No 18 Maintenance Unit in late 1944.

On October 26 1949, the aircraft now titled as a civil Rapide, was registered as G-AJSL. By the late 1960s it was operated by the Parachute Association with the name ‘Pegasus’. At some stage it was damaged when it was stood on its nose at Sunderland airport. Around this time ownership changed to Trent Valley Aviation of Usworth. The damage was never repaired before it was purchased by the late Sander Veenstra who in the seventies imported a number of antique aircraft into Australia. Following several owners the aircraft was obtained by Maurice Rolfe. Maurice put to use his talents as an aircraft engineer and has progressively worked on restoring the twin engined biplane. Now standing on its undercarriage the damaged fuselage has been rebuilt and is being fitted out. Next will come the wings and engines.

On January 31 1995, the aircraft was placed on the Australian civil register as VH-UXZ. Two other DH.89A Rapides are already on the register. These aircraft, VH-BGP and VH-IAN, both ex-New Zealand, are registered to the City of Wangaratta (Airworld Air Museum) and Ken Orr. When VH-UXZ again takes to the air it is pleasing to see that the number of twin engined DH biplanes (DH.84 and DH.89) that are flying or being restored in Australia is once again on the increase.

In Brief

In 1995, the 50th anniversary year since the end of World War II, a number of Australian television stations have been running a series with that popular buzz word title, ‘Australia Remembers’. One clip in these short segments has been about the locally produced CAC Boomerang fighter. In the narration the announcer talks of the test pilot as being a very young RAAF pilot, ‘Greg Caldwell’. The prototype Boomerang, A46-1, was flown by Ken Frewin on May 29 1942. Production aircraft were tested by RAAF pilot, Greg Board. Perhaps ‘Greg Caldwell’ is a mistaken mixup of the names of Greg Board and RAAF Ace Clive Caldwell.

Lock up your aircraft, Billy the burglar is on the prowl! Reports continue to come in from the UK of the theft of parts from warbird and antique aircraft, most under restoration or in museums. In recent times former Australian Spitfire IX RR232, now in the UK, had a number of items stolen from it including the windscreen and canopy, throttle quadrant and seat. Closer to home we have noted the theft of a container of historic aircraft parts a year or two ago and two antique aircraft workshops have had quantities of tooling stolen while the owners were away. At Archerfield a recent break-in to aircraft included the Neptune A89-281 that is being brought back up to airworthy standard. While the problem of aircraft parts theft would seem to be worse in the UK than here in Australia it still means that restorers and museums cannot become complacent regarding the security of their property.

Last but not least: The scene was Avalon Airshow. The time was 10.30pm. The day and night airshow had finished for the day and the sky was quiet. The spectators had gone home and the pilots and ground crews had adjourned to the bar to compare notes. Out on the tarmac, in the darkness, there were several hundred aircraft of every size and shape imaginable. On the hardstand just off taxiway Alpha was the parking area for the Russian contingent and there, between two giant airliners, was the aircraft that had demonstrated the Cobra manoeuvre that the experts said could not be done, the Sukhoi Su-27 Flanker fighter. There were no lights, no guards, no patrol dogs. Just the aircraft standing in the darkness waiting to be flown the next day. A very few years ago just to have taken a photo of this aircraft would have meant being on the business end of an AK-47 or at least a one way ticket to the world series at the Siberian salt mines. Yet here was this formidable fighter parked without any attendant for anyone to inspect or whatever. Yes things have changed somewhat in the last few years. If this is what détente is all about then Avalon saw some of it.