Hey day

A measure of the coming changes is illustrated by the Australian Register of Civil Aircraft issued by the Department of Civil Aviation (DCA). The Register issued on June 30 1955 is an official record looking at the state of play ten years after the war’s end. Total Australian civil aircraft numbers stood at 887, comprising private use only 312, aerial work 273, charter 139 and regular public transport 163. Light aircraft dominated the private use area but did filter through to the other categories – even Trans-Australia Airlines had three DH.84 Dragons in operations in Queensland. The register also included Australian registered aircraft based in New Guinea further reducing the number of Australian domiciled aircraft.

As expected British light aircraft dominated with over 500 aircraft, led by de Havilland with 342, Auster 147, Percival 31 and Miles 21. The leading individual aircraft type was 268 DH.82/82A Tiger Moths, many drawn from RAAF surplus stocks.

Although the US light aircraft industry had swung into action in a post-war expansion the effects of this were not yet evident in Australia. In 1955 there less than 60 US-built light aircraft here. These were mainly vintage or ex-military with just 11 Cessnas, six Beechcraft and three Pipers. Among classics listed were Aeronca 2, Curtiss 1, Rearwin 2, Ryan 10, and Waco 2. There were just nine modern Cessnas – 170A 1, 170B 3 and 180 5, with Piper only contributing one PA-118 Cub and two PA- 20 Pacers. Not much of a ripple of modern types – as yet. As a postscript to this there was one US aircraft that was second most numerous type on the Register, the 83 Douglas DC-3s helping Australian airlines provide services.

What a difference nearly 20 years was to make. The Register for June 1974 with 4108 aircraft listed shows the expansion and change of aircraft types with the huge increase from the major US manufacturers. Dominating was Cessna with 1619 aircraft, Piper 933, Beech 406, Aero Commander 43 and Mooney 40. Still there was de Havilland with 214 which included UK, Canadian and Australian production (including 120 Tiger Moths), and Auster 139. A New British entrant was Beagle with 13 aircraft comprising the Airedale 2, Pup 4 and B206 4. The pent-up demand for more modern types had been at last solved with financial restrictions removed and new dealer networks established.

‘The register for June 1974 lists 4,108 aircraft, representing a massive expansion in numbers.’

The most numerous aircraft were 437 members of the Cessna 172 family followed by 386 Piper Cherokees. The rapid growth in agricultural aviation in general, coupled the need to replace aging Tiger Moths, saw 105 Piper Pawnees arrive, a significant contributor to the list of new dusters and sprayers. New-build Australian aircraft added to the expansion with Transavia 21, Victa 92, Cropmaster 4, and the first two GAF Nomads.

While the new generation of aircraft were arriving, several older light aircraft were withdrawn through the DCA decision to cancel Certificates of Registration because of structural issues, identified as a deterioration in glued wing joints. DCA initially focussed on the Avro Anson Mk.1 citing this issue together with inadequate single engine performance, banning passenger flights or over water operations from January 1 1962, leading to a complete grounding by June 30 1962.

This situation become more urgent following an investigation into the crash on August 25 1962 of Percival Proctor V, VH-AIE, at Weebo Station, WA, when the leading edge of one wing separated in flight. DCA announced on September 21 that restrictions would be imposed on the operation of several other aircraft using synthetic glues in their wooden structure. An immediate ban on carrying passengers was imposed and the eventual withdrawal of C of As by December 31 1963. Another 28 aircraft were removed from use including DH and DHA Moth Minor 7, Miles M.65 Gemini 12, M.28 Mercury 1, M.38 Messenger 4, Mraz Sokol M. 1C 1 and Percival Proctor V 3. The high cost of C of A renewals for other aircraft with wood in their structure, although not immediately affected by DCA decisions, prompted the withdrawal of other aircraft in the 1960s.

The intensity of GA activity since 1974 has continued with a steady increase in aircraft on the Register. By 2000 the Register had reached 11, 570 and by the end of 2017 stood at 15,425. The huge increase reflects not only aircraft from established manufacturers but the major surge in amateur-built activity. The ever present Tiger Moth is firmly with us with about 200 examples. The Register includes all types from the home-built to Airbus A380s, but general aviation types are there in abundance, reinforcing the significance of this important area of aviation activity.