HARS Constellation Ferry Flight

In November 1991, NASMA announced that it had been donated a C-121C-LO by the USAF, serial 54-157, construction number 4176, located at Davis-Monthan Air Force Base, in Tucson, Arizona. This military transport version is equivalent to the Model 1049F-55-96. It was one of a batch of 33 cargo/personnel transports fitted with a strengthened undercarriage which were ordered by the USAF. Delivered to MATS in 1955, the C-121C-LO differed from the USN’s R7V-1 in several other respects. The takeoff weight was increased by 1360kg (3000lb) to 60,380kg (133,000lb), the powerplant is the 3400hp (2535kW) Wright R-3350-34 Turbo Compound, and rectangular cabin windows replaced the round windows.

The HARS Super Connie was last flown in June 1977 and had previously served with both ANG and MATS units. In April 1992, it was towed to the Pima Air and Space Museum where work began, with assistance from the Museum to the HARS team. On April 22 1993 the first engine run, which was of the number three powerplant, took place. At this stage, the HARS initials, accompanied by a kangaroo, Australian flag and the name Southern Preservation, were proudly applied to the fuselage.

During the remainder of 1993 and early 1994, the overhaul continued. One point of interest of VH-EAG, which adds to its grace, was the installation of the signature wingtip fuel tanks. The tanks are purely cosmetic, as this version of the Super Constellation does not have the plumbing to receive the fuel from the wingtip tanks. To attach them, the original wing tips were removed, a stub wing was then attached and the tanks bolted to the end of the stub wing.

After the completion of the overhaul phase, the Super Constellation was then towed back to Davis-Monthan in readiness for the first flight. On the morning of September 23 1994, the momentous first flight took place. Lasting just over one hour, Southern Preservation concluded its flight when it landed at Tucson International Airport to commence a repaint by Lockheed Aeromod. Lockheed Aeromod at Tucson International Airport gave valuable assistance to the restoration by way of the provision of engineering assistance and tarmac space.

To gain an insight into the background of events leading to the trans-Pacific flight, and the flight itself, Australian Aviation discussed these matters with John Brooker, Vice President of HARS and Deputy Chairman of the Connie Restoration.

John said the flight was the culmination of four years’ restoration. During that time, 89 individuals from Australia visited Tucson (mostly courtesy of Qantas) and devoted 16,000 hours to the restoration. He said the Pima museum was extremely generous in providing assistance for the entire project to bring the aircraft to flying condition. With sponsorships and funds raised during the project, total expenditure has exceeded $1.5 million.

The background to the manner in which the Connie’s ownership was transferred to Australian hands gives a pointer to operations for the foreseeable future. The aircraft was exchanged by the USAF Museum with NASMA, for the full restoration of a USAF Museum owned Bristol Beaufighter Mk 1 cockpit and fuselage. In recognition of the effort expended by HARS in its restoration of the Super Constellation, NASMA has agreed that the aircraft should be flown for another 10 years under HARS control. After this period, it will be up to NASMA to determine the future of the aircraft.

Because of the responsibility of operating the Connie for a further 10 years, John said, “The operation of the Connie is viewed as an ongoing project and continuing valuable support will be needed. Any enquiries in this regard should be directed to the HARS Secretary, Gary Squire on (02) 674 1985.”

John added that the level of assistance from many companies and individuals had been of enormous help in flying the aircraft to Australia. In particular the following were noteworthy in their level of support; the Pima Air and Space Museum in Tucson for its generosity in allowing HARS to use its facilities to bring VH-EAG to flying condition, Lockheed Martin Aeromod Center which stripped and painted the aircraft, Shell Aviation for all fuel and oil, Bellinger Instruments for financial assistance and Anzol paints for the donation of $25,000 worth of paint.

The donation of the paint, apart from enabling an extremely authentic paint colour to be used, highlights one of the painstaking aspects of the restoration. Fortunately, a tin of Carnation Red, the distinctive colour used by Qantas in the 1950s, was made available by the Powerhouse Museum in Sydney to enable a quantity of fresh paint to be manufactured for the repaint. This was specially made in the USA by an associate company of Anzol Paints. Anzol colour matched a sample of the original Dulux Carnation Red which had not been made for over 20 years.

Another special mention should also be made of the Civil Aviation Safety Authority (CASA) which granted a special Certificate of Airworthiness (CofA) with exemptions for non functioning deicing boots and pressurisation. The latter exemption requires all flights to be conducted under 10,000ft. John Brooker stressed that although CASA gave assistance in granting these two exemptions, they were strict in all other respects in the granting of the special CofA.

As for the flight to Australia, John said it was completely incident free. The crew consisted of Mike Dreyer as the Check Captain with Bryan Millis and Bob De La Hunty as endorsed Captains, the First Officers were Father Jeremy Flynn and Allan Brooker. The Senior Engineer was Bob Hazen, assisted by three other engineers, Warren Goodhew, Ian Hornig and Jim Thurstan. In case you’re wondering about the presence of a member of the clergy in the cockpit, apart from being a skilled pilot, Father Flynn is a Parish Priest at Newtown in Sydney. Is it any wonder VH-EAG was blessed with a trouble free flight!

The legs flown on the flight were:

The cruising speed was tagged at 220kt (408km/h) at an altitude not exceeding 10,000ft. A highlight of the trans-Pacific crossing was an enthusiastic reception for the crew of VH-EAG in American Samoa, hosted by the Lieutenant Governor and the members of the territory Government. John said it was a very pleasant function which was appreciated by all concerned.

The final leg involved a departure from Nadi at 3.51am local time (2.51am Sydney time) with an arrival off the coast north of Sydney at 11.30am. The Connie circled off Barrenjoey Head several times awaiting clearance to overfly Sydney Harbour. When this was received, VH-EAG tracked past the northern beaches and then flew through the Heads down the Harbour and made four orbits east of the Harbour Bridge, thence north to West Pymble before landing at Sydney at 11.45am on runway 16 Right. For all the onlookers, it was a memorable experience to witness the arrival of an Australian registered Super Constellation after an absence of almost a third of a century.

On arrival, the Connie was fittingly accorded VIP treatment with extensive coverage in the evening news on all of Sydney’s TV channels. When Southern Preservation taxied to her parking position at the Qantas Jetbase, the crew were greeted with an enthusiastic reception by the large crowd of supporters. On the following day, the Connie was open for inspection by HARS members and other supporters. If the crowds were any indication, there will be enormous interest wherever she goes.

Another future project may also see a second Super Connie wing its way to Australia. HARS has been given possession of an AEW EC-121K Warning Star, pending completion of work for the USAF Museum at Dayton, Ohio. This aircraft is located at Rantoul, Illinois, at what was once the Chanute Air Force Base, which was deactivated in 1993. This aircraft was formerly a USN WV-2, Bu No 141311, construction number 1049A-4435. It later became an RC-121D with the USAF and was redesignated as an EC-121K in 1962. It is known that this aircraft was based in Da Nang during the Vietnam conflict. John Brooker said it was not in as good a condition as one would like. Some time prior to HARS’ acquisition, wiring looms were cut during an inspection. In addition, both the pilot’s and co-pilot’s instruments are missing. It remains a project for the future.

An impressive facet of HARS’ methodical approach has been the depth of the build-up of a substantial spare parts inventory for the Connie. Some major items are three spare powerplants complete with cowls. The paperwork is held for these engines, but an overhaul would be needed prior to use. Other major components in stock are a main landing gear set and a nosewheel assembly. A multitude of other parts are also held.

HARS has over 70 licensed engineers in its ranks, making it the third largest civil provider of such skills in Australia, after Qantas and Ansett. HARS is an approved workshop and is able to maintain its Super Constellation under approved workshop status. In addition to the spare parts inventory, HARS also has an extensive library of manuals to aid maintenance. In addition to available manuals, HARS has developed its own manuals as a prerequisite to gaining airworthiness status.

And what of the immediate future for VH-EAG? It is likely to remain at Sydney for some weeks for aircrew training. HARS has already received numerous requests for the Connie to attend air shows and other events around Australia. Ideally, it would be beneficial to ultimately have it based at an airfield where a hangar is available, to house it between flights to protect it from the elements.

What we now have in Australia is an icon of postwar commercial air transportation. Of the 579 Super Constellations built for civil and military use, only a small number remain in either flying condition, or in a state capable of restoration. Of all the piston engined airliners, the graceful Super Constellation and the ultimate development, the Lockheed Model 1649 Starliner, were at the boundaries of use of piston engine power.

The arrival of the refurbished Southern Preservation will give existing and future aviation enthusiasts a tangible impression of that important era in aviation history, when the large piston engined airliner was the Queen of the Skies.