Se i od Oa yan 0h SYSOP OO SLL Pr Zero The Story Updated Rising Sun fighter Air Forces explainedSUPPORT THE FAMILIES OF OUR FALLEN AND WOUNDED HEROES PEROT a eee eed Syne ee eek eee ees fren ener nen ie eta Legacy offers more than just financial aid. We give the widows and families of our deceased veterans hope. = Young families and children don’t just receive pension advocacy ¢ and financial hardship relief, but also education and { Peer is Pee Eee eee a eee ee independence skills, and the support they need to make the transition to residential care, OC Ca ere) rete Penrice ten cnet is 50 they can live at home with pride and dignity. Cre ee eee} Pere ecw Manette en iri etn MPa etn econ ny Pete re eet eee ry eet T rare) emer ogee Tete ty Defence Force families in times of great need, but to continue we need your help. Pree eet eee eT) Peper eee ee td Preece Please give generously. cn ero ra) eae eR EX eta) Pernt rere a TO DONATE, CALL 1800 534 229 OR VISIT LEGACY.COM.AUFe ay 26 are ae eed Pere eee et: Perrrenteppenionneieest ay eet eel Sete eee 10} eee cree oy Se eho eee erect to 7 ae et Peete at 70 Fe auld Sierra 76 Lge peers) Prato) Pet pot eee eee cree Ce ee ted eed ee eee GC creraey Dicer 5 Pee rors eee ated Penn r AEROGRAMMES rer ererereteTs annie ry Cn Sorry eed con 45 tte Pry ee pean irerroneecenn tT reer eet aed pee) pried er Pres errr eects ee er Pag rt crt TSNBEYOND / COMPARISON — at‘ra nace. FOr a urea NS 221 Try na Pour Fey Aon Pip Intech ue re Line ase ees Jo es Renter ‘ay Ferman, gs Panay, Mayr Sr Fh Sune We ion ola een Factan omer enor Winer Ero inode ‘rt anagem Foy arabe ‘rt phoebe cnn Ero iinet cam. ‘umm eo [Aces Ueto Sor NSW 180 EMOVTOM cava secon coma ONE-TWO-FIVE ‘THE NEWS that Hawker Beechcraft is going to ditch its entre business jet line in order to help ‘mee from Chapter 11 bankruptcy protection (ee AcroGrammes this issue) is unfortunate ‘nou, but the fact thats probably means the tend of the rad for what fs now known as the Hawker 900XP is ru This, ofcourse, s the areraft that started Ife i 1962 asthe de Havilland DH,125, then bbocame the Hawker Siddeley 15.125, British Aerospace 125, wis sold to the USA asthe Raytheon Hawker and is now simply the Hawker This British design was the worlds first business et intended forthe civil market — yes, even before the Learjet. Tue, was beaten Into the ar by the North American Sabreliter and ‘Lockheed Jetstar, but they were originally designed forthe US military. No other jet aicrat type thas been in continuous production fr anger ‘The 125 was developed through numerous models, updated refined and re-engined to remain relevant. And it did, fr five decades, becoming faster, better looking, more comfortable, much {quieter and much more fel efficient in the process. Ongoing sales sccesss proof of the paddling Even though its nova American aircraft, aefearnes a is demise Isalso symbolic ofthe decline ofthe once great British airerat industry. A great aeroplane. opeflly the line can be sald and the 125 saved EUROPEAN UNITY? PULL THE OTHER ONE! ‘The collapse of merger talks between BAE Systems and EADS just a month after they started reflects not flaws inthe proposal itself ~ the business ease was strong and both companies ‘wanted it to happen — but national interests. Nationalism isa probaly a better word, with the governments ofthe countries involved making it dificult forthe merger o go ahead This is symptomati of why there wil never bea try unified Eurape. The reality i this— for centuries the states of Europe have hen fighting each other, wading each other, diseusting cach other and reviling each other. is ingrained in the various national psyches and isnot gong to disappear in a couple of senerations, regardless of how many stirring speeches extolling the virtues of unification are made There ts and wil continue tobe increasing co-operation between the nations of Europe, and this isa very good thing, But co-operation isa very different thing o unfieaion and a United States of Europe where everyone joins hands, put hands on hears and sings the same national anthem isa pipedream. HARS - THE NEXT EXCITING INSTALLMENT! ‘My editorial last issue about the Historical Aircraft Restoration Society (HARS), ts at remove myself and my wife Wendl from its membership and other issues certainly ereated asi ‘Weve never had such a strong response before, ‘We heard from many former and current HARS merahers al from professionals involved in the warhirdsfistrl alteraft and restoration indusres. Theitresponses and comments were ‘overwhelmingly postive and massively supportive ~ 100 per cent in fact, with nota single dissenting voice. Quite remarkable, and my thanks to you all As for our membership status, the siga continues nd the level of farce it has reached is becoming quite comical. HARS still won' recognise our membership despite the fact it 1ook our ‘money, banked it and issued us with current membership cards, The organisations management doesnt seem able to grasp the concept that we ate members, this backed up by legal opinion ‘since my’ last editorial, HARS has held an AGM (nearly three months earlier than wal ccriously) without informing us and others it incorrectly regards as ‘non-members. This pus the validity ofthat AGA in doubt. We were not weleome, although a previous engagement ‘meant we werent able o go any ‘We were told there was a security guar on the door, supposedly to make sure we and the other troublemakers didnt get in. I sincerely hope this it true. And they blocked our access tothe HARS online members forum. As sot, farcical) Thanks again forthe great support we've received from so many of you, and well ee what Ihappens ext This ~and other istes relating to HARS ~ i a fom over. MERRY CHRISTMAS A very merry Christmas and a happy New Year to all our readers, eonteibucors and advertisers from the tiny team here at AERO Australia, Another year gone and would you believe that as ‘we go into 2013 we also move into our tenth year since AERO was launched atthe end of 2003? Where has the time gone!? ~ Stewart Wilsonday, Qantas and British Airways agreed to end their 17-year Joint Services Agreement (USA) from 31 March 2013; and Qantas and Emirates announced a new 10-year partnership that Kangaroo route vi BITS AND PIECES: grammes eee eee and Qantas get together ‘September 6, 2012 marked a major shift in Qantas’ international ‘will see Qantas 1ging commercial relationship with Emirates. ja Asi. No more decades the traditional way to Europe from Australia has b it will nw be Va the Mile East, reflecting changing ie services. On that ‘move its hub for European flights to Dubai and times and operating conditions. The partnership with Emirates goes beyond codesharing ‘and includes integrated network collaboration with co-ordinated pricing, sales and scheduling, Nether airline wil ake equi From April 2013 Qantas wil aunch dally A380 services from both Sydney and Melbourne to London via Dubai, meaning that Qantas passengers wll be on an Emirates aircraft trom there. Between them, Emirates and Gantas will offer 98 weekly services between Australia. ‘and Dubai but only 14 of them wil be Gantas fights ‘Qantas passe Europe, the Mida gers will hve direct access to mare than 70 Emi 1 destinations in East and Africa, Emirates passengers wil have Qantas’ Australian domestic network avaiable to them. The carries vl also co-ordnete services between ‘Australia and New Zealand and between Australia and SouttyEast Asia, Thee frequent fiver programmes will Pe erer eet? CURTISS PW.3 Fst Fight January 1923 ‘ls0 be aligned, ete rn BOEING 247 LOCKED | ‘CONSTELLATION | Fist Flight First Flight | 3 February 1933 | 8 January 1983 Virgin expands Another reshaping of the Australian ‘domestic airline industry occurred on 30 ‘October when Virgin Australia announced ithad sold 10 per cont ofits shares to ‘Singapore Airlines, purchased 60 per cent ‘of competitor Tiger Airways, and was planning to invest $99 million to purchase regional carrer Skywest. Singapore Anes is paying $105 milion forits stake in Virgin Australia and Vig wil in tur pay some $35 millon for 60 per cent of Tiger which is 3 per cent owned by Singaoore Airines. erth-based Skywest has scheduled regional routes wth Wester ‘Australia and to Darwin and Bali, It also has fivindy-out contracts with the mining indut twyand regional ai services contracts with the WA Government Virgin and Skywest entered into 8 10-year aliance m January 2011 to create 2 regional network supporting Virgin. To add tothe crass-ounership tangle, had Ainways hes also taken a 10 per cent stake in Virgin Australia, Tiger and Virgin say they will spend up to $625 milion wo nerease Tigers fet trom 11 aircraft to 35 by 2018 and the Tiger brand will be used fr atleast another 20 years ne budget airline was recently given approval to resume ful perations after Safety issues had Deen addressed to the regulator's saistacton retired ete ed init e eenrmerenetonnny oer perieen between Jy and October 1978 for service GLOSTER METEOR Fist Fight 5 March 1943AEROGRAMMES 7 SUBSCRIBE & WIN A FIJI HOLIDAY ‘SEE PAGE 45 FOR DETAILS Poe maa 38 Senter 202 9s any September 2012 sme. cone mee TOTAL TOTAL TOTAL JAWSEPT 12 fonpens _euvs acxioc | onoeRs pews ol ss ra — N a 8 3 2 2 Pp we M1 as fe 5806 3097 zm 51 mm eerie at eee | se errno nt iin sn an Pent aineeeeny -——. fs a2 oo Mosquito Flies! 8 ose | 6 io In what made warbirds headlines around the world, 27 September 7 soo witnessed the first portrestoration fight of de Havilland Mosquito F826 KA114/2K-MOS inthe hands of Dave Philip folowing restoration by AvSpocs at Ardmore, near Auckland ws rat) 8 “This was theft time & Mosquito had lwn anywhere inthe ia world since the crash of British Aerospace’s RR299 in July 1996. ee rm sof yar Performed for American collector JenyYagen's Fighter Factory a es “2 based at Virginia Beach Arpt, Virgina, he restoration was mada = en possible by Glyn Powel whase woodwotking skis enabled a new j-—#—_! ‘Wooden fuselage and wings tobe manufactured m2 sn “The Mosquito made is public debut a gare on 29 ae a is ‘September as the main attraction at an event intended to show it io Tt off in New Zealand before it heads to the USA. The event attracted 77 136010855 ne some 30,000 spectators, many of whom travelled to New Zealand Fi ; from as far afield as Britain and the USA for a chance to see the oe a} UU Mosquito in the ar More information in our Warbirds of Australia a and NZ2019 magezine, out now! cns700 mw o 4 canes 78s 775 ar nsro00 . 2. 4 u 3 cst eo Te 58 00 no 7 ar EMORAER em iw tw oo | so a e190 ow 8 Airvan goes global 195 wwe s rn ‘The lbaiseton of Gippsr cortiues unde the owners othe ‘Mannda group wth he appeintnentin October wad Noventerafanunber | OTHERS ‘new datiatrs snd he wor rvs, Gpshere had anntnced Comer 6 on {hat Arvans witb assented inthe USA by Soy adn te 201 saggong at ‘viation wes appointed strut fr Cine Comac ancy 7500250 oo m8 o 8 ee o 8 {ita Wet Coss Svan Sercs wa, fers, Oregon, NOTE: ew thin nt een a at oy ee ee ee sng 1 el 1 Eve Ree ATO SEO EY ee ED el ‘Untied (ana). Bonn ser te st i —— CESSNA 310 SHORT SKYVAN BOEING 727 Fist Fight Fist Fight First Fight 3 January 1953, a 17 January 1963 | 9 February 1963e grammes AVIATION BITS AND PIECES + EADS wanted t roduc its dependonceon Airbus for much ofits profitability nue BAE/EADS merger On and Off BAE Systems and EADS on 12 September announced they were having discussions regarding a possible merger of thoir businesses, the idea being to create a dual listed ‘company under which both would operate as one group but remain separately listed on their existing stock exchanges. “The propossl was based on BAE Systems shareholders ovining 40 per cent af the new entity's stock and EADS shareholders 60 per cent. Both companies saw significant potential benefits for customers and shareholders including cost savings and new business opportunites. For BAE, the benefit would be reducing its dependency on defence contracts and for EADS the reverse, reducing its dependency on Airbus and taking advantage of BAE's stiong defence presence in the USA ‘Accompanying the announcement was the proviso: “There can be na certainty that the discussions wil utimstoly lad to transaction.” And soit proved tobe. ‘One month later, on 10 October, twas announced that discussions had been terminated ‘The business case forthe merger was very strong and both BAE and EADS were enthusiastic about its potentisl and wanted i to happen But: “Discussions with the relevant governments had not reached a point where both companies could tuly dsclase the benefits and detailed business case fr the merge it has become clear thatthe interests of the parties’ government stakeholders cannot be ‘adequately reconciled with each other af withthe objectives that BAE Systems and EADS ‘established for the merger” See ero Comment’ this issue. ae : RAAF C-17 peor eee on Reet err a ste ee et eae eae an ee ee ache ‘© TRANSALL c-1s0 Fist lane 25 February a | Fist Fight 21 February 1963, First Fight 25 January 1983 — Fee eee ee Hawker Beechcraft survival plan - without Hawker Hawker Beechcraft Corporation (HBC) ~ which entered Chapter 11 bankruptey protection in May ~ announced in eatly November its restructuring plan, the ‘basis of which is to end all Business jot production, ditch the Hawker brand and kkeop Beechcraft. This means the end of production of the flagship Hawker 4000 super mid-size jet. the ‘900XP and 75QXP current versions af te mid size former Hawker Siddeloy/BAe Raytheon 125 family (which recently celebrated its 5h bithdoy and the 00 (previously Premier) ight et. Production ofthe 400fBeechjex had shesdy been suspended. The company also announced the closure cof Hawker Beechcraft Services faites in tive US states plus more job cuts et its Wichita, Kansas headquarters and completion cenve in Lite Rock, Arkansas, HEC will cance airframe warranties on ‘wo models including the 4000) and the Hawker business jt line is being offered for sale either in otal or portions of it. Chinese parts manufacturer Superior Aviation ‘pproched HBC in uly with a views to buying the company outright for $UST.8 bilfon, but talks were terminated in October Ifimplemented, the restructuring plan wil se6 the company known simply 83 Beechcraft and it will concentrate on ‘consolidating its curent profitable lines ding the King Air turboprop and F6 “Texan Il military trainer. The piston-engined Bonanza and Baron wil continue, Plans forthe future include the lau fetes eat eee dee powered aircraft. Information on only one ‘of these has been released go fr a single {engined turboprop bssed on the fuselage ff the Promier 18 jt ‘SAAB 340 Bs —!AEROGRAMMES 9 SUBSCRIBE WIN AF.) MOUDAY EES TTR Te ‘ainsus on § ad 2 bac 18 = 7 0 arts 1 TOTAL S_ EMBRAER 16 Frener300 Ey si pony 50 4 ae TEs 7 25 years of PC-9s i ‘The Ptatus PC-9 turboprop basic and advanced trainer has oa + Ccolebrated 25 years of RAAF service. aan 1 The RAAF racivd G7 PCSs to replace the Macchi MB.328 ae i jet wanes of which the fst wo (A23-0014002) vere builtin Beene 2 Swtzetiand, tue next si (A23000/008 were assembled in eae ul Australia from imported components, major components for a spat Deca 61807200 | 5 {unter 11(A230000019| were supplied by Patus and the tinal [oT = 48 (A23-020,067) can be regarded as having been built locally. a ee, 7 {ASTA lormerly GAF supplied the fuselages and talplane, BOEING TEETER Hawker de Havilland (HDH) Victoria (formerly CAC) the wings, a J Banarva 636 10 ‘and HDH at Bankstown was responsible for final assembly and ba 2 prongs flight resting, Ex 9 ing Ar OHGT 7 ‘Alter appearing atthe 1967 Pais Air Show, A23-001 (and 002) m8 . SS 4 rtvedn Austral in October 1987 and was handed over othe ora 7 use a RAAF the folowing month, Designated PC-VA duet the SOMBARDIER samen a incorporation some minor los! medesvons, the last example gece Peni ‘as delivered in March 1992 into Tama os ‘Challenger 300 6 eee. = ‘Dhalenger 605 ro = i Se == MauLE Chinese ae prea 1 Biter S670 210. z Glasair we z KITPLANE manufacturer CeESsNA ue MTD 7 Giasair isthe latest US ee 3 7 ition company to come Wash Under Chinese verti. Te company wich makes the 5S + ‘les, Guster and Sportsman ight ateraft has been 1 Sere B $ purchased by Mr Fang Te. caeman of the Jn Hanvn group Hea bo Sa i {Giasars existing headquarter t Afngion, Washington to be HS i ; ‘eine puss management and tll Mr Fang plans to {26 tate Sa ‘expand Glasair by acquiring more aircraft designs and other ‘208 Caravan 675, 10 2. aviation related companies. taxi ‘2088 Grand Caravan s = S01 Pree ‘mnconais (Mr Scio Mag a 3 BSAC: tS 2 a et Ys Moa 2 Cor Tad i Te TT a ete ‘auestomm Merrie ere eset Socata mes metre Wer iene pear steer) Faeen Porarcbevpre renee era er rita nee a ere net aie eer Sacieee ra Tooter Teaser wns Taal urbepoos Taalbuseess {GRAND TOTAL ‘ied Ms tr it ned DASSAULT AIRBUS A321 FALCON 2000 Fist Fight Fist Fight nase SS asd SS= en King Airs Cee en ee ees Pre roy rans Reman reer er Pee Loertee re emer eg eee rer een aT) ene oer ee eT any mene ere perrenearc erro maori Tey creer rnmne enorme mrarterisent rar Meni) pol merera rere ere Percent er Peer ec caterer a ‘October 26, 2012 marked 50 years since Boeing delivered the 7Aath and last 8-52 Stratofortress to the USAF. B-52H {61-040 was assigned to Minot Air Force Base, North Dakota, ‘whore it romains inactive service. The current USAF flest comprises 76 B-S2Hs: two tost aicrft at Edwards Air Force Base, California and 74 operational sircrft assigned to Minot and to Barksdale AFB, Lousiana The B-52 has been the backbone of the USA's manned ‘strategic bomber force for nearly 60 years and under current planning could make s staggering 90 years with engineering ‘analyses showing the bombers expected Ife span extending beyond 2040. With that timeframe it's possibie tht original B-52 pilots great great grandsons willbe tying the bomber by the time it's finally ratired! Qantas takes over AaE QANTAS announced on 2 October that i wl sel ts 60 per cent stake in StarTrack to Australia Post and acquie 100 per cent o esr freight business Australian sit Age). Qantas and Australia Post nly awn 80 per cent of ABE and in an arangement that has existed The transaction was due to be Completed as we went to press following [ACCC approval for Australia Post's acquisition of StarTrack and final approval from Australis Posts shareholder. Australia. Post and StarTrack wil remain major ‘customars of AaE and Qantas Freight Then and ow the 784th lst Satofoross, 52H 6-040, a root at Wichita in 1962 and now. stil in service 50 years te Spbinkoncentaaicertien Aviatex, a Show for GA jation, but that will ‘change between Friday and Sunday 3-5 ‘May 2012 at Illawarra Regional Airport {Albion Park) nesr Wollongong with the ‘running of the inaugural Aviatox 2013. Pianned to become an annual event, ‘Avjatexis intended primarily to cater forthe ‘smaler commercial, general, recreational ‘and sports aviation Sectors that form the bulk of Australia's aviation industry. ft wil form the trade component af the annual Wings Over llawarra show at the airport ‘on Sunday, 5 May. Fiday, 3 May and Saturday, 4 May are ‘ade ony’ days and Aviatox opens tothe public on the Sunday in conjunction with Wings Over llawarra, This attracts large ‘rowid — 15,000 in 2012 -s0 businesses and ‘organisations that exhibit at Aviatex wl gain maximum exposure. The expo willbe Tocated in a secure area atthe eastern end ‘ofthe resident museum complex with ‘access via Boomerang Avenue, ‘Aviatexs intended to appeal to a wide variety of visitors and exhibitors: suppliers, buyers associations, operators, medi, pilots, fying taining schools and fenthusiasts, They wil be able to display their une enero ai fora range of governmont and private sc AEROGRAMMES 11 SUBSCRIBE & WIN A FIJI HOLIDAY ‘SEE PAGE 45 FOR DETAILS Eee aes urea Dry rere ear en ieee eeenee eterna te ‘wares or catch up with the latest equipment and services, atend briefings and seminars ‘and buld business relationships. xtibitors can book spaces ranging from 3m x 3m exhibition stands to 675m" futdaor tarmac spaces fr aircraft ana large equipment ‘Organisers Mark and Kerry Bright believe ‘Avjatex wil met an important need inthe ‘Australian aviation industy. ‘Australia’s defence and large commercial vation sectors are well serviced with international sr shows and trade expos, but the rapid growth and change in Australia’s perro) smaller commercial, oneral, recreational and sports aviation sectors demand a convenienlylocated trade expo talored to this market” says Mr Bright. Exhibtions provide effective marketing and networking opportunites to businesses land government agencies In a digital age ‘we often overiook the power of face-toace contact and ilavarra Regional Aiport provides a picturesque and convenienty located setting fo players in this dynamic industry” he adds. For infomation go toe grammes Shell launches VIP Jet Service ‘hol rcenty lurched VIP JET, addicted retvling sre intend to provide ‘quick wmarund times to busines or enectve a customers, The sonics ‘valle at Sydney, Briehone and Perth irate or any business or exeoute | ‘wer, tus Shel customers Pet ean eal ahead Yo arrange 8 7370 737s! Bosig reached another lesion or its bestsling 737 aie in ery Novomber wit the dlvry o 770th exampl, a 73-800 for Indonesia's Lion ic 777 ‘ORDERS ov TABLE V2.0! a a 5 THE BOEING 777 FEATURE ini inthe fast AERO haan Annual i992 0 Orders & Deliveries table which i938 30 7 unfortunately suffered a technical ‘alt which scrambled some of = at =} themumbersin the 2008-10 and 195 __tot____13._ | 2o12/eolumns: For the sake of 1886 8 Ceomplotaness snd accuracy, isa EA the table is (hopeful) correctly i998 oy presented at il. The other tblos inthe story were correct. (© 1ST @ 3RD SATURDAY EACH MONTH “emara Nation Wiseum Aecrat Showcase Day, Temara NSW Sov ofthe risa asa a ys cama he Tera ‘vation smo 2) 67 ORS vet wanes co 12 JANUARY ‘ero Engine un Day, QAM. Coloundra ‘The Overrun wi bo ng pt callin of par engresand arcs wth gmestangrg om App to 100np a atg om 150, Ey Is rats, ope at 1am. Contac avid ‘Bea n (75492 550, abil O4S OA rt maa. com a, 18:20 JANUARY Wings over Wairarapa, Masterton NZ ‘onauing past, ebratig he ss the te of is y's tiem stom fating tages incadng WM epi nase Wi cases ané caer area pus amps lore ae Vat wasn 1-3. MARCH ‘Australian Internationa Rishon, Avan Vie ‘ists eran no a nner Gear he ie cea “The omer of ht xox te vil mio kay, ci ar stare tert Fate patie the gates pen 20pm on Fay. Marc art the actin conte tvouout re Stray a Suny Face re 268 eben aetna cama 17 MARCH lassie Jets Antique & Cassie Acre isply, Paral Alport SA Hasty ho Oss Figo Maso oa aly edd ns Canoe restrain pets a th sin Ov 3D ane ae lass ‘rer fo ay fy entaonnereeudea oat yg danorstators and ate dps Reasons aaabe, fs the Sits, dpi ofavistion nd miltny marr, css car nd or. (Cora Bob det on 06] 8258 277 vist macs can 29-31 MARCH (Glass Fightrs Airshow, Omaka NZ Tsien wre Sa hed ove the Ester vested rowra sare with ever. aac st axa New Zens pir inegowng gon arin Barerm Lt Ausoos tod ts eS, ig Vit weer © 27 APRIL ‘Anzac WWI Airshow, Hood Rerodrome Masterton NZ CConmemortng the th swear ae Galt gs Aun by The rion dvetrLinte. ot wc cletn of WN a ibe them one gras artes Sameting very special Vik theinagsavte caneIT MAY LOOK GOOD ON THE GROUND. ... but better in the air, and Shell VIP JET” can help get you flying quickly. Shell VIP JET refuelling hos a direct phone line to a dedicated Shell refueller based at Sydney, Brisbane and Perth This unique service is designed for fixed and rotary wing corporate and business aircraft, so time wasted waiting for fuel tankers can now be spent in the air, reducing transit fimes and operation costs Shell VIP JET can rapidly supply either Shell Jet Al and Shell Aerojet (with FSIl) to your aircraft. And for your convenience offer a forward booking service and easy payment with Shell Aviation Fuel Cards or major credit cards In addition to Shell VIP Jet, Shell Aviation also offers the services of a General Aviation refueller at many other airports. For a full list of locations, please see woww.shell.com.au/airports Call 1300 VIP JET (847 538) to have a tanker at your service. www.shell.com.au/vipjet VIP JET Wy) mTiade Merk of Shall rods IntraPee ae ea eae ek ee ad ey Pest a Sead prerteneiy ue Preece etd ed Ce een Bey Parmer rear) emrinrrsyPeo ont ad ee eee Perec ere eer ‘hotographo on approach t Perth in ate October Pere rors tion Petr eee re eet ery er ee eet eet pene ere ea aetieny ee car) eee ec) omen eee iret ena at scar en Heavy vistors in hoay metal aniving at Perth in Hovomber fr the USHIN meetings: USAF Boing E48 73-1677 (747-200 c/n 2068/20) (above) bought US Secretary of Defense toon Povetta and VC-2A 98-0003 (757-204 cn 2027/82) (bolo had Sacretary of State Hilary Chan aboard, The E45 celebrates 40 years of service in 2013, on Sue ee 18Pee ae ea eae ek ee ad ‘Skywest Airbus AIZOVH-FNP an 429) at Adelie in October. This rltvly ery prodection A220 was rial divert lessor Orc in Jly 1083 ha hd a numberof operators since than Poet Aitins AntonoyAa-124-100 RA‘Z068 3 Gladestone Olin Otaber. its cage wa five Singaporean ‘Apache attack helicopters to participate in Ecorcse Wallaby 2012 ot Racshamptn, ons ChThor's not many ofthese i Australia ~ Dassault Flee 50 MOL (cin 158) of Brishane-basd Falcon Operations photographed at Bankstown NSWin August. inven Aestrala a May 2011 De aoe Coie TT rt et ed aac Lucan Ese ar casein ou eesti SA ee anette 7. aSRAAF AIRPOWER : ) , » Vote Pa ie HI ING CEA The recent announcement that twelve Boeing F/A-18F Super Hornets will be converted to EA-18G Growler Airborne Electronic Attack configuration, coupled with the maturation of the Super Hornet strike fighter capability and the prospect of the Lockheed Martin F-35A Joint Strike Fighter in a few years from now, ensures the Royal Australian Air Force wil remain at the cutting edge of regional air power into the next decad. HOWEVER there are concerns within Government and Defence of looming gp in eapabiity, shold the JSFsuller further technical or programme delays and akerative measures are und consideration, “The Growler announcement did not come as a major surprise as the final twelve aeeraft were delivered from the outset with the various antenna tt-outs and wiring incorporated with a view to sucha conversion ‘When the alcraft are in full service later tn the decade, the RAAF will havea full-spectrum electronic warfare capabily currently enjoyed only by the United States, Australia isthe first export, customer for the EA-18G and the capability i designed to protect ather RAAF and coalition assets in high-end combat operations. Iwill also integrate with JSF to provide a first rate air combat capability. “The timeline for JSE has consistently slippedhowever, most recently by around another two years and although Australia commited to take at least 14 aircraltof the stated requirement for 100 Jets, thas ordered just two to dae, The eurrent plan will se the ist wo alreraft delivered in 2014, but the timing beyond that has yet to be decided Defence Minister Smith has repeatedly said that he wll not allow a capability gap between the planned ‘withdrawal date ofthe curent ‘Classic F/A-I&UB Horet and JSF inrotion and was thought to be ‘making an announcement before the end of 201 The wo alematives ae wo either extend the le ‘ofthe Classic Het to beyond 2020, orto purchase mote Super Homets The solution will ‘come dovin to cost versus isk and the Ministers announcement may well have occurred between the time this stony is writen andl the time it appears readers’ hands, To date the introduction ofthe Super Hornet into RAAF service has heen a suecess story duet lange pat to the purchase of a mature weapons system already wel established in service with the US Navy But that alone does not do the whole story Justice, and alot of hard work (and some hick) ‘was required onthe part af the RAAF Super Hornet Transition Team. The RAAF happened to have a CClassle Homer pilot on exchange at NAS Lemoore n California when the decision was announced back in 2007 and he was posted into the US Nays Super Hornet traning squadron to gain an carly sight nto the irra. Thanks tothe generosity ofthe US Navy al ital RAAF pilot and Weapons Systems Oficer training was carried out at Lemoore, before being, largely migrated to Amberley by 2011, Perhaps > Msi The future of RAAF sit ‘ower Dette engeing delays land technical issue, Chie ic Force Ar Marsal Get Bron s enthusiastic about the capabilites Let Sedring on. The RAAF's FAB ‘Cassie Horet nod to ‘mala it sere fr longer than anne due to eays tothe SF ‘he average RAAF Hornets na ‘quater a century oarAromtcally, the Growler programme will se much ofthis traning migrated back to the United States, saiframes ate taken off line for conversion in future years, [squadron became operational on the super Hornet in December 2010, jst three days after the retirement ofthe FLT and this event marked the Initial Operating Capabiiy for the programme ‘Since that time, the Super Hornet has taken part in major exerts at home and abroad as part ots work up and i on-track, to achieve Final Operating Capab (FOC) at the end of 2012. The first major deployment overseas was to Malaysia in May 2011 for Exercise Bersama Shield and since then, 1 Squadron has also deployed to Guam for Exeris ‘Cope North eatir this year and to Darwin for Pitch Black in August Pitch Black is Australia premier Air Defence exercise and | Squadron deplayed to Amberley and used the networked ‘apataity ofthe ateaft in a large scale exercise forthe first time in Australia “We took nine jets othe exer, predom inantly ying Blue Air Offensive Counter Air (OCA),” sai 1 Squadron Commanding Of ‘ct Wing Commander Murray Jones, "We used the networked capitis of our arralt to maximise the capabilities of the larger hhumber of Clasie Homets, "We have the AESA (APG-79) radar ‘which, fom a stuatlonal awareness point of Se nt ec ey oa en Leer ieee erence mere eee Loft Te FIAT Super Hornet has boon sucess story forthe RAAF, uo in a art tothe act twa ‘an aready established, mature weapons system ‘hn twas ae qied. J ean view allowed us to maintain a bigger pctare for longer he added, “Another of our strenghs was the synergy betwee ad ‘Weedgetal AEWEC platform, when we snceded to distibutestsational awareness, ‘Weelgetall took it added to the pict, and striated it wo al of Blue Force Is seam. less connection which aes away ello ‘We've been very happy with the stand ‘up of Super Hornet, i gone very smoothly ad Pitch Black was almost a culmination of the introduction,” considers Air Marshal Goll Brown, Chiel of ie Force. "Were still ‘om track for FOC, but its perormance in h Black really showed what a valuable The RAAF is agubly leading the way 36 far as integrating the Super Homers ‘apabites withthe Classic Hornet fleets toncerned, with the ability ofthe former to ther information using ts advanced sensors {ncn dhe Raytheon APG-T9 Airbore lecitonically Sean Array (AESA) rad and share the enhanced picture via Link 16 Tactical Data Link (TDI). ‘Tat we've sil gor some way to go 10 tvally manimise the eapability ofthe aeroplane,” adds Air Marshal Brown, SUPER ENHANCEMENTS Work silo be dome includes the oer. riety nce)Aig The JSF programme has eceny sipped by nother two years an Ausraa has commitod to {ake at oat 18 aera, of which ast two have ‘oe fly ordered 2 fo The cure plan wil so the fies to RAAF srr dlard the USA) in 2014 ss integration of advanced versions ofthe Super Homet’ existing weapons and the addition ofa Fibre Optic Towed Decoy The first enhancement willbe the iegratom ofthe Raytheon AGM-US4C-1 variant of the Joint Stand OFT Weapon {USOW) already used on the Super Homet and deliveries are expected to be complete by the end of 2014 The C-1 variant of SOW isa networked weapon which wil alow the Super Hornet to engagea moving warship at an uneassfied distance of 60 nautlea miles (L1Okm), thereby improving survivability. Beyond the upgraded JSOW wil he the latest version ofthe Raytheon AIM-120 Advanced Medium Range Ai (o Air Missile (AMRAAM), the AIM-120C-7, Incorporates improved Electronic Counter Countermeasures (ECM) capabilities, ted seeker and Tonger range. Deliveries to Australia are ‘expected to be complete bythe end of 2015, rom a sellprotcction standpoint, the RAAFS Super H development ofthe BAE Systems ALE-55 Fibre Optic Towed Decoy. System hardware has been delivered and is now unde cerufieaion and software Integration process. Air Marshal Brow says i ison track fr operational use in late 2012. GROWLER [mn August, Ministers Smith and Clare announced the decision to acquire Growler, Saying: “Grower isan electonic warlare system that gives the Super Homet the ability to jam the electronics systems of sincraft and et have awaited the land-based radars and communications systems. Electronic threats are an inherent prof mxdern combat and Growler will provide options for the Air Force to lnderake electronic threat suppression “operations in support of Australian Delence Force (ADF) operations, including land and sea forces. The Grower capability can also tnderake intelligence survellnce and “Twelve Super Homets willbe converted to EA-18G Growler Airborne Electronic Autack configuration, beginning arounel 2014, but will not be completed wi, around 2018 in order to assist with the transition ofthe RAAF from & Classe Hornet me based upon the SE The Growler decison isa big decision for us, in terms of where the Super Hornet fits into the fare of the RAAF and thats poral to our future thinking on the pabity.” explained Ait Marshal Brose Growler Squadrons, operating alongside the "Grover widens our capability from Super Hornets of 1 Squadron on a series of straight air combat. Fullspectrurn rissions ranging Irom strike package escort Electronic Warfare has uses right across to base fighter combat manoeuvres rita operations and we will watch Te underscores the US Navy’ support for ‘carefully as we develop that capability over | ou Air Force in standing up this capability, the next four oF five years that they're willing to undertake a The US Navy deployed three Growlers to deployment dosen here so eaty after we Amberley in October the fist ime the made the decision,” said Air Matshal Brown, ‘capability has been operationally deployed Boeing has developed a Growler to the Southern Hemisphere ~ to help the onversion it, which i says can RAAF understand the aicrats capabilities. | pre-wired F/A-18F Super Hornet Exercise Growler 12 saw the aterafy tom EA-I8G Growler in somewhere between six ‘one of the Navy thee expeditionary weeks and three months, with the time > CREW VENICLE INTERFACE * Advancod Crow Station (ACS) * doit Hemet Mounted Cucing System (MCS) + Unk 1titunction information Distribution System MDS) * Digital Memory Daves (DMD) an, (cS antonna fora \ 1D, ~ fvonics PALLET *ALazt8wv2 * CCS Receiver + Etrnie ‘tack Ui . ong Besson Intrterometer (8) Lang Baseine lnterorometer (8) AESA ador J MATT Terminal oe, |AL098 ow band jammer pod ALO igh hand jammer pod” AGM-8 — ALO-2N8(2 win wois ors: ALO 2102 8 aa Spm sd er onder ete ren a tO ene ms bsg ity AGT Carmo orm Stra nso ct sD epee te tran 3 os Merce Ace Sym HANS) ‘reas ciara senor nes net AO ad ‘run aa SAC es pty ett oman Pore dBcreducing asthe workforce comes down the learning curve ‘Six ateraft wil be converted inital (the frst wo atleast by Boeing in the USA) as that is the number required to curent support Super Hornet walning operations wath 6 Sqdrom at Amberley. The second six wil not begin conversion nti ansiion to the JSF is well underway. in order 10 prevent a gap in combat aircraft capailis Around the end ofthe decade. The firs ‘conversion fs due for completion in 2015, ‘Once 6 Squadron has converted io the Grower ic wil remain within 82 Wing, Trt il be much more than merely a Ae Combat Group asset and will support land and maritime forces as well 36 RAAF strike There hasbeen media speculation that the Australian Grovlers will not bet the full American specification, bat Air Marshal Brown says that the RAAF jets will be dent cal “Our aircraft will be [ull specification nation this has been released to, its quite a thing fom our point of view. We are conf lent that e wil have the same sort of ‘apaility the United States Navy has ‘Since the introdaction ofthe Super Homet 182 Wing to a-Carrier Air Wing in the South Pacific. This an sbservets in the US have likened future years with the introduction of Growler and the Joint Strike Fighter, albeit in F-35A Conventional Take Off and Tanding (CTOL) form, F-35A LIGHTNING “The ist of Australi wo F-35A Lightning JSF is now in the component abe ‘nd the first locally machined ‘components were handed over by Lovit Technologies in Melhourne in August The fis aircrafts due to come off the assembly ine at Fort Worth in Texas Sometime in 2014 and the second one will Follow later the same yer. After iil Might testing wth Lockheed Marin, the wo aircraft will commence Ring training at Latke Ait Force Base in Arizona in 2015, & further twelve F-33As have been committed to, but the timeline for those wa recently deferred for twa years by the Government, n line with delays to the US acquisition programme 4 firm order forthe next tranche will be placed at some point in the next couple of years Australia stil has a requirement for up to 100 JSFs bat the exact namers will depend upon how the perceived capability gap plays ‘ut and whether more Super Homets are ‘ordered Despite the delays to the JSF programme and remaining technical sk, Chief of Air ‘Abo: BAAN one ofthe 12 Su avert the RAAF pre-wie ‘elatvely easy corwersin to E4180 Growler onigration ran Aight Further datas tothe F-35A JSF have resulted a two,yeat a no frthar dls. One ‘esting ‘capability gpl to further extend the lives of the Hora. iP Force Air Marshal Gell Brow says eS happy with the progress made during testing sofa an, more importantly, ith the cape bilities the aircraft wl bring with ¢ when finally enters RAAF sevice later in the decade rack progress pretty clsely and Tm not seeing anything thas particularly worry ing,” he said, to be fixed: the helmet though [understand there's been some good progress on that There are ates that still need iss, aba there sil some ists ith sot ware development, bur the fundamental rrueture ofthe ateraft and its lying charge testis look pt you loak through the bistory of aircraft development, 1 dont think theres fever been a ground-breaking airerat that has enjoyed a totally smooth development The Helmet Mounted Display (HMD) made by Vision Systems International isa omerstane ofthe F-35scapabiies and the firerafe cannot be operated withovs it thas development so far and an alternative helmet fom BAE Systems, based ‘upon that used by plas of the Eurofighter ‘Typhoon, is under consideration should the problems fai tobe resolve As far as total numbers are concerned, Ar Marshal Brown points o the resources needed by coalition forces to maintain a ‘Combat Air Patol near Baghdad during the recent war in Iraq To maintain three CAPs overa 24 hour perio) seven days a week, required no fewer than 155 coaltion combat jets. Austalas contribution was to hold eight hada rouble hous ofthe CAP and it required 12 ofthe 14 T/A-18A Hornets deployed tothe Middle East by 75 Squadron,“People donit realise how hungry’ that sort of role is,” says Ai Marshal Brown, When you look atthe sort of things jetment wants the Australian Deen Force to do in the fuure, putting a CAP. ‘eran amphibious tak force for example and you then take way aireralt allocated (0 training and maintenance, 100i almost a m number wo do the job" he sid pabity is concerned, the JST has attracted its fair share of erties, both at hhome and abroad, but AM Brose say people are missing the point. “They k a complete shift capability the aireraft brings with i fh generation is Twas to make a comparison, Td be fourth generation as 8 Mustang and fh generation as Sabre. In my mind HS that biga mo AIR COMBAT CAPABILITY GAP ‘The delays to the F-35A programme have meant a two-year gap between the original Planned Withdrawal Date (PWD) ofthe RAAFS Classe F/A-LRA/ leet and its introduction to service, and this assumes no further JSF programme delay Defence Minster Stephen Seth is on record assaying his Government will not allow a capability gap to develop and is studying alternative proposals to mitigate the risk. The vo mest absiows proposals are to ether buy more Super Homets ot extend the life of the Classic Hort omewhere beyond 2020. Australia orginally ordered the Super Hornet in 2007 to mitigate an earlier capability gap between F-1L1 withdrawal Classic Home isthe cheapest option, but it land JSF service entry: What role the ‘comes with some degre of risk, both from a remaining twelve Super Hornets will play siretural integrity standpoint as wll as afer the conversion ofthe hers Capability Hoeing (hen MeDonnell Growler is als open to conjecture Douglas) designed the Hornet with 3 6000 "When we start to make some decisions hours airframe life and, du t increased swith reference 1 SF over the next four or uilisation and JSF delays, both the US Navy 3, well look at the remaining twelve |_and Marine Corps have jets which will ned es," said AM Brown to be extended to at 8000 hours maximum g the life ofthe But the work required i extensive and [RAAF Chia of Ai Fore, A Marshal Goff Brown defonds criticism of the F3SA JSF, noting hatin his ew the ries are missing the point: "Tey forget whats compete shit in capaitythearrat rings ‘witht th generation is qt diferent ofr generation. iFno eay to undertake An initial assessment ‘of the RAAF Homet fleet suggests that many airrat wil be close to the 6000 hours Timitat the revised withdrawal date, but wall noc require extensive sirctural work such as the Centre Barrel Replacement (CBR) already catred out om te acral in the lst few yeas, I dont think we need to do more CBRS, the work will he more around the underlying secondary systems inthe Jet AM Broven explained. "We'e assessing the ramifications of taking the jt out a ile Bit further than originally planned, but we hhaveit yet found anything dha actually stop us from doing it At the present time, the Hornet will remain operationally viable fr the next four ‘or five years, but withthe introduction of more capable aircraft ike the SU-27/30 and Chinese J-20, ts capability will eluce in ‘comparative terms, ‘rogram fe forthe RAAF te aequie more Super Horeta This was under icanson athe ine this article wae writen. sons “Weve spent fair it of ime upgrading the jt. When you look at the fact that they're fied with the Elta 8222 Electronic ‘Countermeasures pod (from the F-111),a really robust Electone Warfare system and the Lockheed Martin AGM-138A Joint Air to Surface Strike Missile GASSM), is quite 1 good capability at this point in ime asserted AM Brown, Pea cerns atte eet et Cees wT: ere oper ae ener an si Loft RAAF Homes excot Indonesian Suh 50-27 and S130 Fankars into Darin daring ‘nercise Pitch Black 2012. Perhaps ironically, ‘ath the introduction of more capable aera ike 50-270 in he rgin, the Horns eapabity vill educe in comparative ters.” nar Force enablers such asthe Boeing Werlgeail AEWEC, the Vigilare Air Defence ‘Command & Contol system and the Abus KC-30A Multi Role Tanker Transport (MRT) also need to be taken into account ‘when considering fare air combat capability and the ability of the Clase Hornet should not be analysed in isolation. think we're ina really good position at the moment because we have Super Hornet ‘which, short of an F-22A, Think isthe best fighirsteke aircraft around a the moment says AM Brown, “To a large extent we can cover [the capability gap! with a mix of (Classic and Super Hornets and it adds o the ably ofthe Clase if you ean do that "More Super Hornets are under considers tion by Government atthe moment and ‘weve put forward some submissions around that, bat wll be up to dhe to male the decison. Tsuspect it depends on where you ‘want to cany ik in the future Peron ss Trains 9 eparations when thee US Navy aireraft or ereree Tres SSC aTHE _ PAV Co) gs - BOOT Se eae een BP Ra ae) German publ, and were feared by allied pei) Sees ee eo Ca} Peakstierldeter coal Coore eee Ber aceanenied PE ea es Richthofen's Circus, after its practice of DER RennMee Lice ent Benen inners ea ened) ea te eee eee eles reputation as a skilful PH eet eon gta and deadly fighter. Pee eee ess Sek) Cecio roe Pure eee cay ee eee ha bata] FE a ne cre ut rear ee Se ene a, Phone (02) 6243 4211 Peeters) a er ce ee Ce eee kere Itis one of a numberof items associated Dee ed LOIN Sater ae Roem Pe Feta dead awm.gov.au er etyFe ete naeei cers tauaakes hued ice salee canal (Zero Fighter) came as an unexpected shock for its opponents when it first appeared, offering good performance, long range er ie renner as a light and relatively low- powered airframe. A myth of invincibility developed around it, Pe et ote ke ee eos‘TO ACHIEVE THESE characteristics in an aicralt designed mainly for extrier operations was atthe time ‘considerable feat, but the unpleasant surprise ‘created fr its foes ~ firstly in China an sbsequently in the eatly stages ofthe Pacific war ~ resulted largely From the Wests ignorance of Japans industrial and technological capabilites. There were many who simply didnt believe that Japan was capable of producing modern and original ‘combat aircraft like the Zero, basing tat opinion om the fet that many caller projets were eence-bult Foreign designs, or developments of them, While this rae ‘many Japanese designers learned thet skills in the West — the level of expertise inthe Japanese sreraft industry {quickly developed along with the ability and desie to produce orginal designs. By the 1930s these were plentiful. Pawerpla armament development proceeded apace with the result that y the time Zero was being designed Japan bad an advanced and efficient industy, The myth of invincibility that developed around the Zero early in the Pacific War arose because it was certainly largely unmatched in 1942, But by 1943 the inyth was exposed, the Zero outclassed by new American naval fighters such as the Grumman Helleat and Vought Corsi. Atlempts to improve the Zeros capabilities were largely unsuccessful, limited by a relative lack of ‘engine power throughout its caret. No production Zero variant hal more than 1130} (@43KW) a its tisposal and by the time # notably more powertal version was developed it was too late, with Japans forces in retreat and its industry in rns, Codenamed ‘Zeke’ by the Allies, the Zero neverthe less remained aformidahle force throughout the Paciie {War due to is numbers and providing it was owen by skilled pilot. Unforsunately for Japan, these became ‘more seatce as the war progressed and with the faire of Japanese industry to produce an appropriate > Main The scourge ofthe Pcie fora whl. The Zero teveoped 2 mth of invintty ‘around i dig the st oa of the Paci War, gly deo 3 nok of serious ghter ‘ppostion. After that, superior US naval fighters ke he Corie and Helet quickly gained the ‘scondoncy andthe Zar's ‘shartcomings~ and ack ot evelopment ~ were exposed. ‘hie restored ABN Mode! 22fown by the Commemorative ‘Ae Force in he USA. ep et The prototype Att Zofia fle on ¥ Api 189, ‘his andthe second aiterat were the ony Zoos powered by {he 875 (6524) Mitsubishi Zs onyne. Tip ih The Zoro was Wooded in chia, an ital sx pre- adits gins nary a doc herp Manchuria en lotty ‘Sgralled Japan's impor “mbitns wat over China that {he Zoe's myth finaly evelope. This an AGM ‘ofthe 120 okt dring the fst Chia deployment Below: ABM2 Zeros prepare for departare rom he catersuccessor with performance an armament matching the American fighters, the Zero was forced to soldier on despite is obsolescence (On 19 May 1937, shorly after the Mitsubishi Type 96 (ASM) fixed undercarriage fighter had entered service, the Imperial Japanese Navy issued a preliminary specification for ‘what st called the Navy Experimental 12-Shi Carrier Fighter. Issued to Mitsubishi and [Nakajima it was imtendel asa seessor to the ASM and the requirement called for an aircraft fin advance of that fighter and indeed any other carrier fighter in service anywhere in the world. “The INJ was rare among naval ai arms in that its ighvers an ight strike aircraft operated From both aircraft carers and from land bases, The specification called fora combination ‘of qualities ~ notably manoeuvrability with whieh could usually not be combined successfully. The lessons learned rom combat experience with the ASM in China led tothe iste of a revised and even more demanding, specification in October 1957, on which Nakajima considered impossible to meet. "Nakajima withdrew from the competition, leaving Misubishi to tackle it alone, its design team led by Jro Horikoshi, then 34 years ol "The problems lacing him were enormus as one ofthe speifcations requirements inevitably compromised several others. The {qustion of reconciling the ned for manoeu: ‘tabilty equal to the ASM while at the same time providing forthe space and weight requited to meet substantial endrancerange requirements is indicative of the challenge. This in itself appeared to be beyond the limits of posit in a singleengined fighter Tet alone a naval one ~ in 1937, ‘look atthe state-of the art in naval fighter design elsewhere emphasises the 12-Sh spec fications advanced nature. Britain's Royal Navy had the Haver Nimrod biplane with xed undereariage, open cockpit and a maximum speed of 196mph (313k): and the US Navy also had a biplane, the Grumman F3E with retractable undereartage and enclosed cockpit “Top speed was 23Lmph (372krvh)~ the JN specification called fora speed of at least 310mph (500k), Im order to achieve the design alms, the airframe had tobe strong yeas light as possible; long span ailerons were required to Achieve the necessary rate of rol; the wing ae had tobe elatvely lange to provide alow wing, loading to keep the landing speed down; drag had tobe minimised to achieve the requited speed (meaning retractable undercarriage and the weight penalty it carried) the relationship between fuselage length, fin size and yawing moment had tobe balanced to provide stability asa gun platform, Pace) ‘What emerged wasa clean, uncomplicated design of all metal construction with abe ‘covered contra srfaces, the norm atthe tin: Several then Innovative features were incorpo- rated inching a framed siding eanopy with cut dovn rea fascage for allwound vss, provision fora 73imp gal (330 lites) underfuse lage drop tank to achieve the desired range, and the relatively heavy armament of to 20mm ‘anton pis prof 7.7mm machine guns, The cannon were mounted one in each swing — js outboard of the inwards retracting main wheels - while the two machine guns were installed on top ofthe engine cowling ‘with the breaches reachable from the cockpit The taiwheel was retractable The internal fuel capacity of 115imp gal (525 litres) was als lage for its ime andinstalled in two seng tanks plus a forward Fuselage tank between the engine and cockpit This eapcity was some 35 percent greater than the contemporary Supermarine Spifite 1 “The quest for weight reduction led to some ‘ofthe greatest innovations, particularly in the area of structural design. The fuselage centre Section was built as an integral part of the ‘wing, which was built around one piece ‘main spar manufactured from a material called Extra Super Duralium (ESD). The 12-Shi was thefts application for this alloy which had been developed in Japan by the Sumitomo Metals Compan. Comprising ‘mainly zine and chrome, the metal had tele strength more than one-thitd greater than previously used alloys. The tapered wing featured a subtle pplication of decreased incidence at the ps, for washout. This had the effect of delaying, tip sal, esuting inthe ailerons retaining some ellectiveness even though the inner ‘wing might be stalled. This provided the “opportunity for better manoeuvrability in a dogfight, especially where low speeds and tight turns were involved ESD was also used in other parts of the airframe and was contributed greatly to Jiro Horikoshis team being able 1 achieve most of the design aims. The other side of the ESD coin was its susceptibility to sell-generting Ce aeed coe EES eer eee corrosion, although this did not matter so ‘much a the dime asthe Ife ofa combat aircraft was expected tobe relatively shor. To facilitate Storage and maintenance, the fuselage could be Droken just aft ofthe cockpit ‘Other weight saving measures inched ‘no armour protection for the pilot and the ainerafts vital systems, This had not been part ofthe specification and although subsequently excised by many foreign exper should be ‘remembered that lack of armour protection ‘was common ip 1937 incding in Betains Spifre and Hutricane. Neither gine such protection until it became operationally necessary todos, “The tecess ofthe weight saving programme can perhaps be judged by the fact that he initia prelicton AbM2 Zero’ empty weight was shout 1000 (450kg) lighter than the Spire (Mic, self not exacly a heavyweight (One ofthe cary decisions which had to be made was selection ofthe powerplant. There were Tnsiclly thre choices, oe of them regard as wholly satisfactory ta time when Japanese engine development wa lightly lagging behind the rest ofthe word. Al nee options were 1H+ylinder, wo-row air cooled radia, 80 fom Misubls and ove from Nala The 950hp (7OBKW) Nakajima Sakae ZERO 29 {of M28 ofthe ed Kouta on Tori oat 1942 Japan seamed unstoppable at tho time as its frees ‘swopt south hugh Malaya, Singapare and the ‘ute Eas Inds with New Gunes next 12 (Prosperity) then under development was favoured by some within the Navy as offered the best weigh/power compromise, but as “Mitsubishi self produced two engines in the required clas, Horikoshi was pat under pressure to use one ofthese Precucing maximm 1OTObp (798KW), the ‘Mitsubishi Kins 46 (Golden Stat) was dhe most powerful of the altematives but also consider bY heavier. It was therefore deeded to go with the lest powerfal option, dhe 875hp (6521) ‘Mitsubishi Zuisel 13 (Holy Stat) which was also inthe early stages of development The Zuse was slighty ighter than the [Nakajima powerplant ancl of more compact dimensions than ether ior the Kinse, these factors influencing the decision in its fvour despite its relative lack of power at that eatly Stage of development. Unfortunately the choice proved tobe awed and al but the fist {wo Zetos would e powered by Nakajima Sakae engines, Development ofthe Zero was not all plain sailing, with iro Horikoshi atone sage having severe doubts that it was possible to combine optimum speed, manoeuvrability, ‘minimal weight and long range i a single design ater al. He sought guidance from Navy; looking for ‘ruling om which ofthese characterises Should receive priority: To him, the insistence fom severe weight reduction vas compromising everything els, especially a the Zuse\ engine vas til an unknown quantity and the constan-speed propeller was not progressing atthe necessary rate and probably wouldnt be Available in time forthe prototype “wo ailferent views came from the Navy via ‘wo experienced and respected aviators, both of them Fighter Group commanders, combat leaders, acticians and test pilots ~ Lt Cmdr ‘Minott Genda and Li Crd Takeo Shibata Genda argued the ease for manoeuvrabl asthe most desirable primary characteristic a the expense of speed range an weight of ie. Shibata view was the opposite He was prcpared to saerifice manoeuvrability for sped. and especialy range as experience it Chia had Shown that dhe fighters hal insulin range to ‘ler proper protection to the bombers, i isnot surprising that no clear decision emerged from these disparate views, although Mitsubish sse tended to take the Gerda line. Ths llt Horikoshi no better off than bbfore and sil facing the same problems. The result was thatthe projet was in a state of limbo for much of 1938 while the [Navy tied to decd what wanted, For a time, its future Tooked threatened asthe >30. ZERO various poins of view were bandied about Several factions were established in the Navy ‘particular characteristic ofthe new fighter receiving prominence, others wanting another Jiro Horikoshi meanwhile returned to his ‘aleulations and had another look his desig. ‘After due consideration he decided the requirements could be met ~ assuming powerplant and propeller met expectations ~ nd continued with the support ofthe Navy ‘Construction of the thre prototypes ‘continued, The first was completed i March 1939 and rolled out from the Nagoya factory ‘on the 19th of the same month From ther, it ‘was dismantled and transported by ox eatin shipping crates the 30 miles (48m) to the Army airfield at Kagamigahara, The tortuous jouimey over often rough rads took nearly ‘ovo days to complete and was conducted in INTO PRODUCTION (Once at Kagamigahara, the 12-Shi prototype was reassembled and briefly flown forthe fis time fn 1 April 1939, a quick hop down the runway: was flown by Mitsubishi test plot Kats hima, who reported nothing more se than poor braking action, something which ‘would stay withthe Zero throughout is ile “The naval designation A6M was applied reat secrecy aan 7a Beha Modal Bohs et DMN weems sarNie ‘eh otal s2 ‘OMS Moda 2 eb BeNeN FINED ARMAMENT SIS ENS tls PERFORMANCE Aa cr PaopucTION to the new fighter and thefts wo AMT (re np OBA) Nara IK Seige 1 14d a Ore 13h (KI Netra NF Ste 21 4-fera (ne 13D (KH ej Sow 31 tr ate (580 (16 Musi Kee 62 cr a Ore (OBEN Nara NG Ssae 12 4dr al ‘ie sn 3 4 (1200 gh 298 reg On ‘ing an 6 in rh 2 LOG ag Rn 250. ‘in son 6 in rath 241i 8.12 Na 1G ‘Wn so 6 in. ra OH 24a 1H ing pn 3412.0 eh 3 Van (OA oid 0 1h 200) egy 37 (0 oval ote Sa AT ravine 61 205). Egy 290 (17 in 5 Ng Ens 476 (1576) lo 68 579, Egy 470 (21509) do 69 5 Egy 218 (812g morales 473 2460 rand Sb 290) To 7 Pn machine gs na wo Re Geo Hwa Ore 7 inv love Fru marie un hess, wo 20a cn gs Max pd 8p kGenh at 4.0% HHO} maxclob 35 [s6omynin tire 19685 6000n 7S: sence coin 32.108 [not range ral te 1162 ales TOK), wh op tak 19 mes (1006) i asp Sroh HA] a TRE OOO rcv SOO [ot ti 5880000) 73 es ee 38 [M.80m ae rag wep tk 186 les 2 Mang seh a 1885 Ot rn ib 7 En tint 580000 Or sais alg 95250 max age th ap ta 1180 ls (18204n. ase 5r9h 67a at 146 OOO tt TARE DOOM {svn alr 37.0758 11 300 ax sped 770rgh Sk at 16s ODM cd pee TA [zn treo 1640 00D) 6: eve ein 22 6084 ro.o0r ange th stand aks 73 mie (eB wh otk 108 es (1786) 10.96% Zs oa mails comps 2 ASM, 37 ABN Toa Nan OS ABN [Missi aprox S00 As Psi AME: appx SD ABMT: 2, S16 ABM 2¢ (Oa Ne 236 ta 2727 AEM Ms) ts 27 ABM Tsp yal ‘Above Fist own in August 1943, the ABMS was the ‘most produced Zoro vata. desi is shortcomings shing in large-scale production due to aur says in developing successor. Oe ofthe ‘Zara's msjr problems was that oo production madel had more than 1130hp (4340) at ts disposal from ery 1843 twas in combat with American fighters with nay twice the power prototypes were powered by the immature [B75hp (652W) Mitsubishi Znise 13 engine Au early decision was made to install the more poseerlul and proven Nakajima Sakae 12 engine in production aireraft under the Alesighation AGM2 and this frst Mew on 28 December 1939, Deliveries ofthe A6M2 Model 11 began in July 1940 and production switched tothe Moll 21 with folding wingtips (for earier deck elevator compatiblity) from the 6h aicralt The Model 11 was the first Zero variant to se combat (in China) and its Hirst alls were recorded in September 1940 when 13 took on 27 Chinese Poikarpow fighters and shot them all dow for no loss AGM2s comprised two-thirds ofthe NS fighter force by the time ofthe Peart Harbour sid on 7 December 1941 and 135 were aboard the carriers which took part in tack, Ie was prominent inal the early Japanese actions inching the Philippines, ‘Malaya, Guam, Wake Island, Hong Kong, ‘Burma, Singapore, the Dutch Fast Indies, Australia and New Gisinea ‘One ofthe crucial elements in the Zero failare to match the beter Allied fighters combat alter the opening carypaighs was is lack of power, especially at altude. As noted above, no production Zero had more than 1130hp (843K) and from early 1943 it was in combat with Ameria fighters sporting nearly twice the power. ‘Nakajima developed the Sakae engine to Incorporate a two-stage supercharger, the resulting Sakae 21 producing more power at higher ait. The ist A6M3 Zero with this engine was own in June 1941 The new engine was slightly longer and its installation necesstated moving the firewall alt by about 8 inches 20em) whieh ‘encroached in to the area occupied by the fselage fuel tank, reducing is capacity and therefor the aircrafts range. This proved to be ‘drawback in the 1942 Solomons campaign ‘where long overwater ights were necesay. The first to A6M3s had the standard >ZERO 31 frst fight on 1 Api 1839, ‘Above: REMSe Made! 520 02.09 ofthe 202d Hits 23rd Kokua LIWAF Kagoshima Air Base, June 195, ‘Nccrat oem by aval Ai Pla TkeoTaninica who fondo the war wth 18 il seat trainer TSU-407 of Tukubs Koluts Developed bythe Dat jie Kain okosha (2st Naval ir Depot the fist example was completed) in November 1943 and 508 wore bait.32 ZERO folding wingtips but these were removed and Faire over inn attempt to increase speed, reditcing span and giving the production ‘ABMB Model 32 its distinctive square ip shape. Other changes included fiting a propeller of slighty greater diameter and providing more ammunition forthe guns Despite its extra power, the A6MB Medel 32 was only marginally faster than the ABM and was not popular with pilots Service entry ‘was delayed for several months due toa lace ‘of powerplants, ‘Mitsubishi built 343 Model 32s before switching fo the Model 22 towards the end of 1942, its numerically lower designation reflecting reversion to the longer span folding tip wings but with additional fuel eapaciy im thie outer panels. The Model 22a featared Jong barel cannon with a higher muzzle velocity Production ofthe ABN ended in tmid-1943 after 905 had been bul ‘The AGM was originally coded Hap by the Alles in honour of USAAF General Henty “Hap mold. He was not amused that an ‘enemy arerait should be named aftr im and Iwas quickly changed to Hamp and then Zeke Pe ued THE COMPLEXITY of Japsnese zat esiratirs resuted ine Ais atampirg 0 simply wings by locating cate nae to wach ype. Fitters en oatlnes were gen bors Chitin nes an most ta pa ith he exception often] gl res. “he ero wae lated he code rane Zot, athough sever were tres teary aged en motels when was at fa eat they wares ess Dest te aleatin of Zoe, Za foud aos ura us, tan andro ‘The Zt’ ofc aa dein was ABM, tude under he 12:5 togramne siriying the ‘2h yar of Emperor Heh’ rg, Te asa as formally defined asthe Naa ype D Carin fhe the 0 incaing ta twas accepted or service the Jpanase yea 600 or 84D under the Gregan clear system The Japanese re en ves so appli, this conastn ole Seno, wich means Zeto Fehr. sa esut of is comtioton of pe 0, {Tso 6 Pen, another vain — Zara — Also fund some ws, “The ABM designation canbe broken dow ito itscomponents spies crib eter, 1 means tha arr was the mance’ sith ‘ype but x carr operations and itis Mais Indio mak rumbers were inl add othe asian, og AEMZ means the scard maj: ‘ara whe specialist variants col te inscated bya dash and nother ets, the ABWE-Kindeaing the twosome vrsin othe ABM? any, ‘Nodal numbers were alsa apes wel as Su voto hese, fo example the ABM Model 1 Modal 71 and the ABM Mods 52, 52, 52 sanz Above: The AEM Model 3 was optinised sa fighter. ‘ember andthe fn production variant ented ‘init prodcion (ony about 150 in May 145, Pg: End ofthe ine for many Zares and ether lapanesetypes as amaze sce aera 8 ‘criminal wate of human if. This on is sot to Impact he bateship USS Misour of Okinawa 532 when it was finally identified as another Zero variant. The AGN designation covered {seo ABMS ited with a turbacharged Sakae 21 engine but this was not produced. PRODUCT IMPROVEMENT With about 6000 bul, the ABMS was the nost produced Zero varlant despite being auickly developed as a temporary expedient pending availabilty of ts planned Fased replacement, the Mitsubishi A7M Reppu: Is failure and delays inthe develop ‘ment ofthe land-based Mitsubishi J2M Raten ‘meant the Zero had to remain in large sale production despite ts shortcomings ‘The initial A6MS Meal 52 retained the AGM Model 325 armament, shor span wing, (vith the folding mechanism removed and rounded tps fited) and powerplant (witha nadified exhaust 1 provide some extra thrust), the Model 2% increased fuel capacity and the 22 long barrel cannon Modified flaps and ailerons were ited and the wing skinning was ofa heavier gauge to allow increased diving speeds, a important tactical consideration given the superiority of the American opposition. The prototype [ABMS (the 904th ABND converted om the production line) first few in August 1943 and Service entry followed two mi ‘Sub-vartnts were the Model 328 (392 built foom March 1944) with improved ammunition feed and farther thickening of the win slanning for more divin speed; Model 325 (470 fom mil 1944) belatedly ited with armour protection forthe pilot and fuel tanks, 8 fre extinguisher system and improved armament; and Model 52¢ (93 from September 1944) with further armament revisions and 3 ‘ew fel tank behind the pilot which caused serious centre of gravity problems. hs later AtTeatit was sl sealing, a Zero fist, but by now the everheavir fighter was stagaling omits Sakae 21 engine and Mitsubishi pleas to instal the more powerful Kinse engine were rejected by offcaldom. The water injected Sakae 31 was suggested instead but i failed AOM5ssullred heavy loses inching in the 1944 hates to retake the Philippines. Iwas Inere that Kamilaze attacks began in October 1944, incading the use of about 330 Zeros with 351Ib 250g) bombs under their aselages. PROLONGING THE LINE ‘The thee final Zero vartants represent Mitsubishi desperate atempts to improve the capability of what was by nowa design swell past its prime. They at also symbolic of Japans plight tn the last few months ofthe ‘war with its industry being systematically destroyed by USAAF bombing. Only single prototype ofthe AGM6 Model 53e was flown in November 1944, This was similar to the ABMS Model 52c except forthe installation ofa Sakae 31 engine with water ‘methanol injection. The maximum povwer rating was the same as belore but that power could be more readily maintained in high temperatures All ofthe AGM fel anks were el sealing, but problems with them and the water ‘methanol metering system (wich caused constant engine failures) resulted in the project being abandoned The Sakae 31 was eventually sorted out 10 a reasonable degree and installed in the inl >(erence Crees MQ oe ere et Oars tmnt +) Ah ie z dey) Wey AU) Vi ate ~ Clg Illawarra Airport, Albion Park EXPO & TRADE SHOW, jst Soni de fm Spey) Experience the exciting new expo right at the heart of Australia’s aviation industry. © hear the information with or © gee the equipment © meet the people ©) enjoy the location aviatex.com.au34 ZERO. Zero to achieve production. The A6M7 Model {63 was agin hse! on the Movdel 33¢ ut ‘optimised as afighter-bornber with an underfvselage bomb (instead ofthe wsual tank) and underwing drop tanks to ‘compensate. I entered limited production {only about 150) in May 1945, ‘The AGMB finally gave the Zero the more povverul engine it had needed for years but despite the Mitsubishs Kinsei 62% 1560hp (163K), performance was only marginally improved dite to the airframe’ limitations ‘The larger diameter ofthe engine resulted in a revised nose shape an the need to delete the ‘coming mounted machine gon Despite orders beng place for 6300 AME and top priority being given, ony two Model 5 protoypes were bul wih the ist ying in April 1945. By the time the fighter was ready to enter service asthe Model 64, Japan alr ‘manalaceuring capacity ay trains. The first Zero wo-saters were converted in the field from AGM2 fighters in 1942 and Inended for armed reconnaissance ad ‘command duties inthe south-west Pacific (Only a small number was converted and no new aircraft were built to this standard “Although the nced fr a dedicated to seat advanced trainer version of the Zero as recognised early. a specification for such a version based on the AGM2 Model 21 airframe And powerplant was not fsted until 1943, The resulting ABM2-K (Type Zero Training Fighter Model 11) was developed by the Dai-Nijuichi Kaigun Kokoshu 2st Naval Ait Depot) andthe ist example was completed. in November 1943, The AOM2K featured two seats in tandem ‘with the instructor at the rea, he forwarel cockpit occupying the same place asthe fighter anid the rea in the area previously housing radio and other equipment. longer copy stuctare ‘with siding hod covered the rear cocks but the students postion was permanently open The fied taibwhee ws large than the fighters dual controls were fied, small spin strakes were attached to the upper faselage and in order to save weight the two wing fanmon and main wheel covers were removed “The AGM2-K entered service in eatly 1984 and was flown mainly by operational units as ‘conversion trainer It was ako used for ‘communications and other duties anlar the fend ofthe war asa Kamikaze areraf with a 551Nb (250) born under the fuselage itachi developed a similar trainer version ‘of the more powerful AOMS Zero with that sireaffs shorter span wing, Designated AOMS-K, the first example was flown i March 1945 but only seven were completed. (One ofthe rare breed of seaplane ighiers, the AOM2-N (named ‘ute by the Ales) resulted Based on the ABM221 the AM.N eee eee ee Cicaremeenveesintna a oro Coatey eee caret eerra from a September 1940 requirement for an aircraft capable of providing ar support to amphibious lading Fores in the Pacific, The idea was that these aircraft woul operate from sheltered lagoons and other waterways in the invaded islands and ‘hod the for? antl alrsrips could be built for land-based fighters, The specification was originally iste to Kavsanish, which designed the purpose-built NIKI Kyo Moatplane fighter, but its advanced design meant that development ‘would be relatively lengthy. As Mitsubishi was fully occupied with the Zero and other types ‘contract went to Nakajima to quickly develop a oatplane version of the ABM2 Zero, which twas already billing, ‘Modifications involved removing the Zeros undercarriage and replacing it with large central lot and two outrigger. A small ventral fin was aed to restore diretonal stay and aso drop tank could be carried an additional fel tank was house within the main at, Alloys which were les prone to corrosion were used in the AGM2-NS construction, the Ssructute was stengshened and fixed armament remained as per the standard AMD Zero The prototype flew on 8 December 1941 just hours alter the Peal Harbour rad) andl the arerafe was accepted into Imperial Japanese Navy service in July 1042, All 327 AOM2-Ns were built by Nakajima and ‘radaction ended in September 1943, Although some 6Omph (Oblan/h) slower than the standard Zero, the AGM2-N was ‘manoeuvrable and stil reasonably fst. Tt ‘nity served inthe Solomons and Aleutians campaigns but the superiority of US fighters soon saw it relegated to secondary duties sich alison and training although it did see ‘combat oecaslonaly when there was nothing else available By the end of 1942 Japan was on the back foot rather than pressing forward, the reverse ofthe situation for which the AGM2-N was ‘designed. On the home front some were employed as last dtc interceptors late in the war, occasionally fitted with night fying cquipment PerowstiirsThe wait is over! Sunderland is ETT ITALERI oer The Short Sunderland was one Cece Cran a COMED Carini eu vara «teeta ID J ad Cee ue Pm fewer tae? pope feet RES See peeled hereto an H Feariarerrerpenyony Pinel reenter : Hl neers meee bese roan 5 Ht 46 years of service to the hobby enthusiast.THE POWER OF FLIGHT PV Me) eC eT a Ld comprehensive array of military, commercial and historic aircraft em ae Lee Fast jets from around the world will put on an impressive display of might and power.... NEC Cee ee meu ene RT ene ee eee cee FOR THE FIRST TIME IN AUSTRALIA SEE THE SPECTACULAR BREITLING WING WALKERS ROU nee ao eC Ue CoC a eS eur) Coe eeu IS mR Rue Ue eta eo Meer RR oe Sen cee ce Ucar extreme aerobatic manoeuvres. 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Cr ann eee Cr aN Con program including the unique ‘Friday Night Alight’ Chee un RU Ce Mers CUTEST AVALON _ promises to deliver plenty of Ota Wem Me at) Cees ee a ec PRRs lente Meee eet ed Re CunTIeCs Don’t miss the action at the 2013 Australian International Airshow __at Avalon Airport, Geelong Victoria.98787 UPDATE | STORY: STEWART WILSON Dae ee ee RO ead en Ae ee eee em Sua Li Rr el pak ga et Rl pont hee eet ecd Neary there the st 787 undorgoos hgh speed taxing tsts trcraft was taken o 130 knats andthe nose ite. SsSINCE TIE ORIGINAL ARTIC! so HE tA Nati NAD ieee emcee trotted cy Sere io eae en eens Rete rd ee roe to the reduction process and geting the rate upto the desired level, Sane ce eee epee eet Dae rena os enon a ee ees airline customers finally got up and running ater horrific period of eee ns ee een ee) Perea eer ene res cde eer ee Cee tee ne Te ee eee eee ne Cee er eee to See eee eer ec crets Pee eee ee eet See eres ere iil Alter fis light there ly ahead another ambitious art ~ to eee ea Sen el backdrop ~ Mount air ‘Woshingtan State, a 14411 fet (402m) of This arrat frst Aw ia Foeaary 2010. _2Aa02IN7ETEK flowed tho fest 787 bya week ing 0 22 Dacembor 2008. The fest four 787 fight test acratt were powered by Rol-Royeo ant 10 egins. org SOC eee ener ess Serene ann Dee Ne ould have been the fstst certification: for any modetn clean-sheetalrliner design, Mos Pes erarce ere ere Brae Serene certification programme, the firs four powered by Rolls-Ro 1000 engines and the others by the General Eleciic GEnx-1B. But eee ene ara rien ce ue enor Deanne tn Pee cen ee tet four chronological history starts around the time of fist SC an een oe of its history over the last couple of years, backtracking slightly to Breen en erot = Poni e ae pond eeectrn Pure mercer ree een aie cee aes 23 June 2009) ‘Announce thatthe 787 first ight wil be postponed agin due tothe discovery of a Strata awit the wing/body attachment Structure. This was fund in late May when ‘wing deflection tests and structural trai. ange eadings revealed inconsistencies with ‘computer modelling predictions. Damage was recorded om the upper part ofthe wing join, necessitating the development and incorporation ofa fix for competed aircraft ps thoxe in assembly and the others 0 fllow ‘The team working onthe problem had ‘completed inital testing of the reinforcement by late August and was finalising design devals of new fittings, Fatigue testing will also he performed on stringer components to validate the long ter durability ofthe ‘modification. The first 787 Might test aircraft and the static test aieeame ae the isto have the new fitings installed. No revised first Mighudelivery schedule ts announced 26 June 2009 ‘Qantas cancels orders for 15 Boeing 787-95 and deers the delivery of 15 787-8s by four years. The Qantas Group now has 35 787-95 And 15 787-8s on fier order pls 50 purchase ‘options The ist of 15 787-9 for Jetstar are now duc for delivery from mid-2013, thre years o10 The permet wean fhe pei late, The deferred 787-85 will now be delivered fom late 2014 forthe Qantas domes ee, replacing 767-300. The remaining 20 787-9 (or both Qantas and Jetstar) will ow be delivered between late 2015 and 2017. July 2009 Tie frat 787 performs a series of low speed taxi tess, checking steering and braking and including a rejected takeofl braking test from just over 100 knots (185k). Abo, Bocing purchases Vought share of the 787 programe, bringing more oft in house 27 August 2009 ‘Announced that fist Might is now expected “hy the end of 2008" with fest delivery “expected to oceur in the fourth quarter of 2010." Previously, Boeing had been saying the already much-delayed frst Might would take place by the end of June, This atest delay reflects the previously announced need to teinforce an aea within the side-f-body section of the aircraft, along with the addition fof several weeks ofschecule margin to reduce flight test and eertifiation tsk 228 October 2009 Bocing announces it will establish a second TAT ascembly ine at North Charleston, South (Carolina. Flight testing and delivery of the aircraft will also be performed at the facility. aCe ings ware xed upward by about 7 drag the test and Serta eR Rticcic) ea Bocing Charleston performs fabrication, assembly and system installation for the 787 aft fuselage sections. The site also houses Global Aeronautica (at this stage 50 per cent ‘owned by Bocing) which is responsible for joining and integrating 787 fuselage setir bil by other manuactrers 12 November 2009 Side-of body section reinforcements on the fist 787 completed, the modifications requiring the installation of res Hitings at stringer locations within the oint where the wing is attached to the fuselage Installations on the static test airframe and the second ight tes aircraft are subsequently completed as work continies on modifying the other ight test aircraft. The stati tests necessary t0 validate the side-f-body modifications are completed on 30 Nov December 2009 Bocing announces maximum takeoff weight ‘increases forall hice 787 models from strat ‘number 20 0 counter higher than expected siructurl weight. Iisalso announced thatthe 787-Band -9 will now share the same wingspa Both models originally had a common wing but the 787-95 was increased wie during develop ment before being reduced again, 10 December 2009 Final gaunt testing ofthe fist 787 completed 12 December 2009 The fst 787 completes high speed taxi tests, the last ina series of functional tests before first Might It reaches 130 knots (240k) andthe nosewhee is ited fom the runway nber TESTING, TESTING 15 December 2009 “Malden flight of the frst 787 (ZAOOUANTS7BA) powered by Rolls-Royce Trent engines, By now 840 frm orders are booked fom 55 customers, the most for any arine at the time ofits fist Might. The total was 851 by the cd of December, down from the peak of 910, reached a year earlier due to 83 cancellations {cause largely y the ongoing delays) and only 24 new orders in 2009 22 December 2009) First fight ofthe second 787 (ZAQOUINTS7EN), ako Tent powered. Hocing announces ‘cqusition ofthe remaining 50 per ent of‘The sinth and alight et Global Aeronautica, giving the company omplete owmrership of east coast prtuction Ince at Charleston, South Carolina January 2010 All Nippon Airways changes its remaining 28 orders fr the 787-3 to 787-8, leaving the Short range version$ onderbook at nil and its future in serious donb 15 January 2010 Initial sirworthiness testing is mpleted allowing more pilots to ly the ateaft and its fight envelope tobe expanded. By now; the two 787s have between them logged just under {60 hours (most by the fist irra), been taker to 36,000 fet and a sped of Mach 0.65, 24 February 2010 First Might of ZA004N7874, the fourth Might test 787-8 but the third to fly. It has preceded 4003 (the ist witha furnished eabin) into the ai as the data its collecting is needed, ‘more quickly both fo certification and development ofthe steiched 787-9. By now the 787 test fleet has logged over 150 flying hours and the sixth and final light test aircraft is scheduled to flyin Apri (A006N7872A Now on 4 Octobe 2010 powered by GE engines. deny March 2010 At the beginning of the month, 7 orders stand a 876 comprising 681 787-8 14 March 2010 Firs fight of ZAOO3N787B, the third fight test 787-8 ut the fourth to My. ZAOQS is the ‘only fight test 787 to have clements ofthe passenger interior inclading eabin and crew apport systems installed, 28 March 2010 Ulimate load wing and fuselage bending tests successfully completed on the stati est srframe to 150 percent ofthe design loads, The wings are lexed upseard by about 76m during the test and the Taselage pressurised to 150 percent ofits normal maximnum, 27 April 2010 Bocing suspends deliveries of 78 strtties tothe Everet assembly line for 24 ‘manufacturing days to allow the supply chain te catch up folowing pars shortages at design changes. They resume on 6 June with the arrival of the ft fuselage section for 787 ‘number 23, {A signican event in the 78 histor. Th ist customer arr |JABOIA, fine ‘umber lew 001 Soptamber 2011 and was handed aver to A ippan Airways ‘025 Soplembor FAA and EASA certification had Boon swadedin Ropes oy Boeing is planning a production rate of3 per ron by September and 3.5 per month by the frst quarter of 2011 10 May 2010 First start of General Electric GEnx engines ‘on a Boeing 787 ~ZAOS. Its now scheduled to Ml later im the second quater of the yea: May 2010 All Nippon Airways’ Cape Masami Tsukamoto Tbocomes the first non-US pilot to fly the 787 16 June 2010 Firs flight of ZA005/N787FT with GEnx engines, At the sane ine, the 787 ts let reaches 1000 flying hours 38433 by 2A001 139 flights); 349.3 by ZAO02 (102 fight) 104.6 by ZA003 (35 Mights); 193.7 by ZAQO4 (42 Might); and 38 by ZAOO5 (1 igh) 1 Jaly 2010 cing announces the completion of firm configuration work om the stretched 787-9, ‘meaning its structural, propulsion and systems architectures ae locked in, This will allow the ‘manufacturer and its suppliers to begin detailed design of pars, assemblies and other systems, >{Bhiopan Arne became the ist African custamer to recaive the 787 on 18 Augurt 2012 withthe dalier of ETAOG line number 4). nor 18-20 July 2010 7817-8 ZAQOWNTATBX appears atthe Farnborough Intemational Airshow in what is the types first international trip. The arraft New non-stop Irom Seattle to Farnborough, 27 August 2010 ‘Announced that the fist 787 delivery — All Nippon Airways has farther slipped o “the imide of the fitst quarter of 2011.” This Follows an asessinent ofthe availability of an engine needed fr the final phases of fight testing and also the cuonulative impact of issues previously revealed including supplier ‘workmanship defects inthe horizontal stabiliser, and instrumentation delays ‘The engine issue rested from the testbed failure of a Rolls Royce Trent 1009 intended For an eatly production ANA aircraft Itis reported that the failure was ‘tancontained? and ‘was traced othe single-stage intermediate pressure (IP) curbine. The frst delivery 10 ANA was previously set at October or November 2010. 4 October 2010 First flight ofthe sixth and final Bocing 787-8, Night test ateraft ZAOO6/N7B7ZA) sth GEnx engines ‘9 November 2010 The second test 787 (ZAOQN787EX) suffers an onboard electrical fire in an underfloor posver distribution panel on approach to Laredo, Texas Primary electrical powers lost and the emergency ram at turbine deployed The test fee is grounded while the cause is Investigated and a fx developed 23 December 2010 7ST Might testing resumes, nitally with ZAOD4/NTR7+ with an version of ‘updated power distribution system software There is no word yet as to what effet the grounding will have onthe delivery schedule December 2010 787-3 short range variant officially xed, December 2010 The 787 ends the year with 847 firm orders, four fewer than at the end of 2009. Thiet seven orders were placed daring 2010 but there was also 41 cancellations. 18 January 2011 Yer another delay to the first delivery date announced, this one de tothe previous Novernbers in-flight fire~ now expected in the third quarter of the year Boeing says the schedule "nels the time required to produce, install and test updated sofware and ‘ew electrical power distribution panels in the flight test and production aivral.” If achieved, the new date puts initial delivery thre yeats behind the original schedule January 2011 “Maiden flight ofthe Rrst production 787-8 (ZA102) for All Nippon Airways. The areal fs temporarily assigned to the test Met before delivery 23 February 2011 ZA004N7874 complete the test Meets 1000Kh Aight. Tora Might ime ts now approaching, 3000 hours 7 March 2011 Star of change incorporation’ work on the TST at Hoeings Global Services & Support site in San Antonio, Texas, Aircralt No23 isthe fist to undergo the work. This process sees aircraft that are not par of Might est are configured 10 conform with type certification standards, Refurbishment of thre of the six 787 Might test aircraft also wil take place in San Antonio alter completion of flight testing ‘Work to be performed inludes installing, clectonic and mechanical equipment, compet Ing softare upgrades testing anton systems, and removing and reworking wiring oF ‘squipment that needs tobe updated to current configuration requirements, April 2011 ‘Work begins on removing and replacing thousands of improperly coated fastener joints inside 787 wings to ensue Highining strike cerfation requirements are met. The problem ‘was discovered in 2009 and the plan was always to start remedial work now: The wings ae il by Mitsubishi which had previously supplied ‘units with incoretly applied sealant which ‘cessitated rework. The new work abo requires removal and replacement of ean, May 2011 Boeing announces a third inerease ithe MTOW of the 250-290 seat 787-9 in order to ‘meet payload-range guarantees, twill now be 251 tonnes for an 8000-85000 (14,800- 15,740km) range, 4 tonnes heavier than th previous MTOW. The original planned TOW was 245 tonnes for an 8600-8800 (15,900-16, 500k) range. May 2011 A Nippon Airways senior check and! traning ‘aplains complete their training on the T87 (ho real and simulator in the USA ahead of, first deliveries in August or September. June 2011 ‘The second 787 assembly line at Nosth CCharteston, South Carolina f offically ‘opened. Assembly ofthe fist Charleston alreraft stats in July Between them, the ‘Charleston and Everet lines will eventually build up to production rate of 10 per month, 21 June 2011 T8T-8 ZAOOUNTATBA arrives at Le Bourget forthe Pais Ale Show, 26 June 2011 The sian of function & reliability (FER) testing and extended twin-engined operations (ETOPS) demonstrations, the final phase of Might testing prior to ertiication 4Jaly 2011 Boeing and All Nippon Airways begin 787 validation fights on some ofthe airlinesrouts in Japan using ZAODWNTA7EX. The aircraft had arrived at Tokyos Haneda Aiport the previous day after fying non-stop from Seattle for its Japanese debut. Lasting a week the validation flights simulated day-to-day Arline operations, maintenance and servicing From five airports in Tokyo, Osaka (tam and Kansai), Okayama and Hiroshi July 2011 The 787 final assembly linet halted for thre weeks as deliveries of structures suspended due to parts shortages from suppliers and dealing with remaining engineering changes: The halt so allow assembly completion o catch up. © August 2011 The fits 787 to enter service with ANA is rolled out of the paint hangar, sporting a special livery signifying “innovation, uniqueness and the inspiration of Japan. 13 August 2011 Flight testing required for Type Certifiation ofthe Rolls-Royce powered 787-85 ‘completed. The final certification Might was comnducted by ZA102, the ninth 787, under the command of 787 bie pilot Mike Carriker. The 90 minute flight from Billings, Montana to Paine Feld at Everett included simulations of a dispatch with a failed ‘generator and fale fuel Now indication, (ther non-cerification testing continues, AT LAST - THE 787! 26 August 2011 The 787-8 awarded US Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) cerifiation ata cere ‘mony at Bocing’s Everett, Washington fclity 1 September 2011 Maiden light of the fist customer 787-8 (GA8014, line number 8) for All Nippon Airways, 25 September 2011 Boeing and ANA sign the formal documents ‘completing the contractual delivery ofthe fist 787 at Fveret 26 September 2011 First delivery ofthe 787 to ANA at Everett (787-8 JABOLA, the eighth 787). The aircraft departed Everett on 27 September fr arrival in Tokyo on the 28th where twas greeted by ANA employees, media and Japanese partners The first delivery f-41 months late but despite a numberof cancellations over the last couple of years the 787 sil has the highest, rhumber of firm orders atthe time of fist, delivery of any’ jet airliner ~ 821 ‘he fst 77 assembled a the Charleston, North Carolina facility ‘was fr Ar India and flew rom thereon 23 May 2012 The sine =a... 26 October 2011 The maiden 787 revenue Might wher ANAS first airerafi lesa special charter from Tokyo Narita to Hong Keng wth 240 passengers on board comprising arin and Boeing oficial, media and paying passengers. Pilots were Capt Yuichi Mana (ANA decor of 787 operations) and Masami Tsukamoto, who bad en the first ‘non-US pilot oly the 787 in May 2010. October 2011 Revealed tha ist delivery ofthe stretched 787-9 tolaunch customer Air New Zealand hha been put back again from late 2013 10 carly 2014 following completion ofits eiial Alesign review: Some significant structural ges will he incorporate in the 787-9 to reduce weight ineluding increased use of composites in the wing sich as GFRD in-spar ‘ibs, The fist 787-9 was originally scheduled tobe delivered in December 2010. October 2011 Estimated by Bocing that the breakeven point ofthe 787 programme will be 1100 arcraf. The original estimate was around 400, 1 November 2011 ANA Taunces scheduled 787 services, {nically om domestic routes from Tokyo. Haneda to Okayama and Hiroshima, 13 November 2011 The firs Boring 787 to underga‘change incor. poration’ work at San Antonio, Texas, retuens to vere, During change incorporation, 787s built before certification but were not prof Bight testare configured to conform withthe sta dards esalished by the type certification. Work. {wok delivery in erly September (VF-AN, ine number 35). ony {nudes installing electronic and mechanical ‘eupment completing software upgrades, testing functional systems, and removing reworking wring or equipment that needs tobe ‘updated fo current configuration requirements 4 December 2011 Start ofa six months world tour by 787-8 ZAQOWNTATEX when i arrives im Beijing ‘remains in China fora week before moving fon. ZAOO} i refurbished forthe tour with a lle. typical interior 14 December 2011 ‘The first 787 for Japan Aielines i rolled ‘out ofthe paint hangar at Everett December 2011 The 787 endl the year with 860 firm orders ease of 1 over a yea calir, Thee aircral have been delivered by the end of 2071 booked, a net January 2012 ocing expects to deliver 35-42 787s in 2012 swith the current production rate of 25 per ‘month increasing to 35 in the second quarter and five by the end ofthe yeu. A farther {Increase to 10 per month i planned for 2013. The company had assembled about 60 TBTs by March, all of which have or will require considerable amount of ‘change incorporation’ modification before they cam be Aelivered, 787 number 63 i stated to be the fistright to preflight aircraft, that is built 10 the required standard from the start and largely free of needing pos-certifcation reworking, Most of the aircraft delivered in 2012 will go through this process. > COO e aera Coie seen ATi) iranian ae44 787 UPDATE (eae etre re oc January 2012 Another manufacturing quality iste emerges when the delamination of stlleners which run long the length ofthe fuselage is discovered inthe area where the tailplane is attached, “They had been improperly joined tothe ‘composite skin. Boeing sys inspections will take three days and repairs ~if needed ~ two ‘weeks per airralt. By mid-February more than 10 airraft had heen identified ss needing repairs with inspections continuing 20 March 2012 “Amended Type Certificate for the 787-8 ‘equipped with General Electie GEnx engines awarded by the FAA 126 March 2012 First two GEnx-powered 787-8s delivered to Japan Airlines JAL), JA822A (787 No 23) and JAB2SA (No 33). 27 April 2012 ‘The ist 787 assembled atthe Charleston, South Carolina plant is rolled out. For Ait India, records its maiden fight on 23 May, April 2012 First run ofthe upgraded 74,000 (329.1) thrust Rolls-Royce Trent 1000 Package C for the sitetched 787-9, duc to enter service with [Ae Nev Zealand in 2014, It wil also be availble for the 787-8 from late 2014 July 2012 By 30 June, Boeing has delivered 14 7875 10 ANA (11) and JAL G). July 2012 Bocing CEO Jim MeNemney says the company ‘could approve internal lunch ofthe stetched and re-engined 787-10 in late 2012 or early 201. July 2012 Engine roubles ~ five of ANAS 11 Trent- powered 787s are temporarily grounded when issues with the gearboxes of some engines ate lscovered and the parts replaced by gearbox supplier Hamilton Sundetrand. Th problem is corrosion in the crown wheel gear ‘Also, a Charleston-asembled 787 suffers a parlytneomtained failure of one of its GEns cede one e Cae onan at engines during taxying tests Cracks in the fan rmi-shaft assembly (supplied by Japan II) cause the assembly to break up, forcing the lowe pressure turbine’ first stage to collide swith those behind i Fragments ate ejected out ofthe engine nozzle (as designed), but other part escaped the fan easing that shields the passenger cabin. Ultrasound inspections are earied out ‘on other GEnx-powered 787s but the results ‘were not immediately published. No airralt were grounded 14 August 2012, First delivery to Ethiopian Aways (ET-AOQ, line number 49) 31 August 2012, First delivery to ChileS LAN Allies (CC-BBA, line number 68) 23 August 2012 (Qantas cancels the 35 Boeing 787.98 thas remaining on order asa cost-saving measure Tilteen 787-9 orders had previously been cancelled in 2009, but the 15 787-8 for Jetstar femain, the frst ofthese now due for delivery inthe second half of 2013. Qantas retains 50 787-9 options and purchase rights and these have been brought forward by two years, ‘meaning the airline could receive ts first 787-9 2016 should the options be taken up. © September 2012 First delivery o Ale India (VTANI, line umber 35) after a delay due w compensation egotations. 11 September 2012 First delivery to LOT Polish Airlines (SP-LRA, line murnber 61) 11 September 2012 Failure of a GEns-2B engine during the takeoff run of an Ait Bridge Cargo 747-8 from Shanghai. Inspection reveals “extensive damage” tothe low pressure turbine. Toth this engine and tht involved in the Gene 787 incident at Charleson in July suifered a filure ofthe fan mid-shaf, which fractured just aft of the coupling nut. The LPT rotor sified axially hacewards, resulting in blade and vane clashing. In both cases, the LPT case contained the faire ancl debris was released out of the tailpipe 15 September 2012 Revealed that cracks in the fan mid-shal of GEiny-IBengine installed on a new anal stil ‘uflown 787 had been found in August ducing ‘leasound testing. The US National Tansport Safety Board (NTSB) recommen that all 787s and 747-8 postered by GEnx engines be rounded uni they are inspeced. Gencral leer say it has changed the coating process for he fan mieshalt and has already recommended repetive ultrasound inspections to the FAA, which issues an Airworthiness Directive wo that effect on 21 September 24 September 2012 United Aidines takes delivery ofits first of 50 787s (N20004, line number 53), the fist [North American operator to introdice the alelinee United wil inal use the 787 09 Internationa routes to Aiea, Asa and Europe from late 2012 aler conducting temporary domestic fights 26 September 2012 ‘The first anniversary ofthe ist 787 delivery {o Japans ANA. By now Boeing has delivered 25 787s to seven customers — ANA, JAL, Ethiopian Airways, LAN, LOT Polish, Air India and United Aisines November 2012 The 787 production rate reaches five per month with the rollout of siteraft number 83 12 November 2012, (Qatar Airways formally takes delivery of ts first Boeing 787-8. The frst Qatar 787 was Aisplayed atthe Farnborough Att Show i July 21 November 2012 787 firm orders stand at 844 comprising 529 ‘TST-Bs and 315 787-9s, Deliveries have reached 35 to eight allies. PerowstiirsSUBSCRIBE FOR YOUR CHANCE TO v | |A7 NIGHT } / ) \ | STAY IN ay a TL Convenient FREE delivery ® NEVER miss a single issue ° SAVE money on the total cover price ymagazinesit FAST HELICOPTERS 47 For many years, compound and tiltrotor helicopters have been the victim of more than their share of false starts. But with the V-22 Osprey now in active service, three manufacturers are determined to develop their own compound types and seem well on the way to success. ‘The point? Speed! (OVER THE MANY DECADES since stable, controlled rary wing fight was fist achieve, Ielleopter designers ane manufacturers have ben engaged ina determined quest to improve this fundamentally inlfiient mode of transport ‘Whilst the helicopters oe is eran ates both military ad general viaton its broad application is hindered by is relative inlicieney. ln comparison to thie fixed wing equivalents, helicopters are slow thirsty. expe siveand hited i tet carrying capacity “These characteristics have had & postive effect in motivating designers to experiment with new ways to get more out of rotary wing Aight, Fom rotor blade design and composite ‘materials to engine technology and digital ‘wizardry ~itsall been tied and tested and, ‘where thas proved successful, incorporated into nev designs and in some cases, retro Fitted to old ones ‘One concept that has been examined by aircraft designers and manufacturers for many years the compound helicopter. The term ‘compound helicopter is applied to arrale {hat combine a rotary wing vertical lift capability with a horizontal propeller, prop totor or turbojet propulsion syste From the early 1950s othe mid-1970, almost every helicopter manufacturer and even some fixed wing aircraft companies flipped their toes in the water with compound halicopter experiments with mixed results (One ofthe beter known types was the massive Fairey Rotodyne 30-passenger city ‘oreitycommoterailiner flown in 1937, Powered by two 5545chp (4130kW) Rolls-Royce Tyne turboprops driving tractor propellers mounted on small wings and a 51.6m (104) diameter main rotor, the Rotodyne’s excruciatingly loud noise was a ‘major drawback ~ even then ~ and no customers were found hewhere, compound helicopters emerged tn the form of the Lockheed Cheyenne and HSI, Piasecki Pathfinder and Kamov Ka-22, pls the Hiller Ryan Tiltwing. Despite these aircraft achieving ll ight and some of them demonstrating some petty Impressive capabilities, none made it into production, Isues ranging from noise to devel ‘opment andl proton costs saw the demise of every compound helicopter design of that er, Inthe erly 1970s, after some yeas of stagn tion in cormpound helicopter research, NASA ‘began working with Bell and Boeing Vertl to investigate the rotor concept Ate submis sons from both companies, Bell was awarded a {omtractto develop ie XV-15 concep strat. Ball began work on the projet 1973 with Sanding from the US Army and NASA andthe resi wasa (inengine iltrotor airrall which first lew in 1977. Two prototypes were bul and rigorously ested before one made frst public appearance atthe 1981 Paris Air Show ‘Weighing around 4500 kg, the XV.15 demonstrated the tltrotor concept with conskerable sucess, abe to hol stable, ‘Sustained aver with rotors in the vertial position and achieve airspeeds in excess of 300 knots (355kn/h) when the rotors wer Liked down tothe horizontal positon, The two prototypes flew testing and demonstration fights regularly for many years before one experienced a mechanical failure and crashed in 1992, The second ship continued ts testing role and supported the development of Balls subsequent ulrotar types, Today; Bellis stil centrally involved in ilo to development and production. tn partnership with Boeing, it produces the V22 Osprey which thas bee in service with the US military since 2007 and has sen active service in la ‘Afghanistan and Libya, Ove 100 Ospreys are ‘carrey in USMC and USAF service 1h 1996, in parallel with the development ofthe Osprey Bell and Bocing established a>49 FAST HELICOPTERS X program to develop atltrotor fo the evi ‘market, However in 1908, Being withdrew from the program and several months later, the Helin helicopter company Agusta took its place as Bells partner in the project. ‘The resulting arrat was the BA 609 ‘whieh first flew in March 2003 and several ‘examples of the type have amassed over 650 hours of light testing sy subsequent years, In 2009, Agusia ought Bll out of the projet and is continuing to develop the project with its partner company, British helicopter manufacturer Westland a the AW 609. ‘The target markets for the AW 609 range from offshore support and medevac to corporate transport and coastal surveillance Whilst iti stil in development and its priority seems to ave sipped recently testing Indiates thatthe AW 609 should be a strong performer ii eventually bits the civil marke. ‘With a minimum crew of one ancl a passenger capacity of 69, the aircraft wll be ‘capable af eruse speeds up to 260 knots (480k) over a range of 750 nautical miles (1390) ts useful loa wil be 2500 and ‘operational service ceiling 25,000 fet. All this ‘combined with is vertical takeoff and hover ‘capability makes ita potentially usefal addition tothe general aviation seene ‘Cerifaton ofthe AW 609 will mat ‘end of 20 (or more) yea process fom inception to completion, making it one of the longest running development programs in aviation history In 2007, certifies lcraft was sated for 2011, however FAA and EASA certification is now anticipated for 2016, [Nevertheles, AgustaWestland has around 70, ‘commitments tothe AW 609 in is books. ‘THEME AND VARIATION For many years Bell-Bocing and ‘AgustaWestland have been the only major players on the compound helicopter scene However, with two other manufacturers, Sikorsky and Eurocopter, developing thee ‘own variants, this is no longer the cas. ‘Alongside the AW 608 there ae now 80 Additional variations on the compotind haellcopter theme with the development ofthe Sikorsky X2 and the Eurocopter X3. Together they comprise very diferent solaions to dhe {quest for more capability in rotary wing srr the Sikorsky X2_ Firs flown in 2008, the X2 incomporatesa double-decker coaxial rotor system al rear ‘mounted pusher-prop Sikorsky developed the twvoscat areal as a technology demonstrator and has bt into i years of accumulated research and design experience going ack 10 the early 19705 when itdeveloped the $69 ‘experimental aircraft. The §-69 incorporated propulsion priniples similar wo the X2, but was postered by wo skle- mounted earbojet engines Father than a ingle powerplant and propeller ‘With the $69 and the X2, Sikorsky demon Witrot ir ieee nee cinece atu reenarn ces) SON nee elanenicd eA U nC mien ays saree tent caine ieee strated that the coaxial rovor system and other associated design features enabled significantly igher airspeeds than conventional roe designs, achieving over 260 knots (480knvb) {sustained Might hn both alrcraft. The X2 uses ‘single LHTTEC T800 engine to power the rotor system and sixcblade pusher propeller Tn July 2011 the X2 was retired rom service having failed its role a a proo of eoncept sirerall However its design i providing the bis for Sikorskys development ofthe $97 Rader, 3 high speed scouvattac helicopter that is being developed as the company’s entry for the US| Army’ Aerial Armed Scout programme. Accord- lng to current plans, the proorype 597 will snake its irs fight late in 2013. Eurocopter X3 Eurocopter isa newcomer tothe compound Fhlicopter marke, but a the worlds biggest helicopter manufacturer, itis able to diret some serious resources into its X3 project. Rather than commencing a ground-up design process, Eurocopter started with an EC 153 (Dauphin) and made substantial modifies tions o create the X3. The airralt sports high ‘mounted winglets that support two five-baded propellers, and the propeller system is shaft driven, powered by wo Rolls-Royce Turborneca RTM322 engines which also supply drive othe main roor ‘The other significant modification isthe removal of the Fenestron anti-torque system which has given way ta fixed wing style elevator and wi tail arrangement. The ani- torque function is managed by the propellers GoeC ar rerritac Above Eurocopter has entered the compound halicoptar il with ts 3 tchnalogy demonstrate based onan EC 185 Deuphia {uselage and powered by two TII22 ‘urbosats driving tractor propels and the main rotor Ist Now in September 200. eer which spina different RPM to maintain torque balance Like the X2, the X3 isa technology demonstrator. The Eurocopters designers ‘worked on principle that using winglets unloads the rotor system, thereby preventing retreating blade stall a high airspeeds Further, by slowing the rotor RPM at high speeds, advancing blade drags reduced, These Might characteristics work together to achieve signficanly higher airspeeds The X3 first lev in September 2010 and thas achieved a masitnum sped of 232 knots (430kan/), with more to come. The X3 has recently completed a successful demonstration tour of the US, but Eurocopter Jha stated that it wil be 2020 before any compound helicopter technologies are corporate ito is product line The resurgence of inert compos Inlicopler designs woul nica that this eype of sirralt may soon inlly have its day: What remains to be scen is how they fae in terms of cost and reliability. Time and again the market thas shown tha costs the primary considera tion and aircraft that can do almost as much for far less money are usually fist chovee. The mechanical complexities inherent in ‘compoutyd elicopters may also be a burden in erms of cost and reliability Nevertheless, if hese challenges ean be overcome, the compound belicapter wil offer lexiilty and capably like no other aera, Perowsinain:AUSTRALIAN AEROSPACE eee ooo The X3 high-speed hybrid helicopter demonstrator Dee ee eR ecg with its innovative high-speed, long-range hybrid helicopter Cee ee ere oe a) capabilities with fast cruise speeds of more than 220 kts. Re uae vy which power a five-blade main rotor system and two propellers ee eee eee a eee eC ae) eS ee cum a ec oe el el eee Tee RR ee mene ee meee CMI Re eta Cee eee a) Cee oan eee) Ce Eo Etec a ay ct AN EADS COMPANYProerved USAAAF oD saan HR oT Th | f meSea MUD The US Army ~AAlr Forces52. US ARMY AIR FORCES: THE BASIS of the new organisation was centralised planning and decentralised ‘execution of directives through a numberof regional Air Forces within the overall USAAF structure In was preparing for what President Frank Roosevelt considered tobe an nevi involvement in a global wa Ts activities involved not just operational units but also the very necessary training, maintenance, supply, ariel construction, planning, supply and support organisations Tach Air Force was geographically based and normally comprised four Commands within is structure: Fighter Command, Bomber Command, Air Service Command ancl Ground-Air Support Command, Sixteen were ‘established, for of them remaining inthe USA during the war to provide air defence anti-submarine patos and rai FIRST AIR FORCE Established at Michell Feld, New Yorks the Northeast ir Distit in October 1940 and renamed Fist Air Force in 1941, It provided air defence forthe ester USA ttl August 194, trained new onganisations and later trained replacements for combat uni Four Fighter Wings were operated 1942-44 named after the cities in which they were based: Boston, New York, Norfolk and Philadelphia 1 Bomber Command was transferred to the Second Ait Fore in 1945, The Firsts two Anti-submarine Wings also conducted patrols from bases in the USA, Newfoundland, Carhbean, north-west Africa and England unl late 1943, low: Tha ned ta trai age numbers of aierew during Word War necessitated establishing huge training | organisation within the USAAF. Here's two ofthe tyes used the ubiquitous North “American AT-0 Texan his preserved example representing an arrat based at Randlph Fe, Toxas in 1942 aed the Boochcraft AF-IO Wichita afvanced mul-ngine wane. The AT1's ‘srtrame was largely made of plytood a oder a conserve metal. St nee SECOND AIR FORCE Established at McChord Feld, Washington State asthe Notthwest Air District in October 1040 and renamed Second Air Force in 1941 provided air defence and also served 38.8 training organisation, from 1942 mainly engaged in training replacements for heavy bomber (B-17 and B-24) and then very heavy bomber 6-29) unis ‘The Second headquarters moved to Fort, George Wright, Washington State i January 1041 and then Colorado Springs, Colorado In June 1943. THIRD AIR FORCE Activated at MacDill Field, Florida asthe Southeast Ai District in October 1940 and renamed Third Air Force in 1941, Headquarters ‘quickly moved to Tampa, Flor in Janary TO#L where it remained for dhe rest ofthe war. “The Third had air defence responsibilities fi 1940-41 and cartied owt anti-submarine ‘operations for a year from 1941, After thats ‘major responsiblity was trining air erews Tor bomber, ighter and reconnaissance operations. Each Air Force was geographically based and normally four Commands within eens FOURTH AIR FORCE Established at March Feld, California a the Southwest Ale District in October 1940 and renamed Fourth Air Force i 1941, Head ters were relocated twice in 1941 belore Si Francisco was settled om in early 1942 Like the US-based Fits, Second and Third Air Forces, the Fourth provide air defence in is region (unl 1943) a6 well staining, later the replacements for combat units FIFTH AIR FORCE [Established at Nichols Field, Luzon in the Prilppines as the Philippine Department Ait Force in August 1941, then renamed Far East Air Force in October i941 and finally Fifth Air Force in February 1942. Following Japans defeat of US forces in the Philippines in late 1941, the Fifth lost mas of is men and equipment and moved headquarters to Darwin, Australis relocated o Java in January 1042 in anattemps to help slow the Japane advance in the Netherlands East Indies Following Japan’ sticcesful invasion of the NEI. the Filth temporarily ceased to function before re-establishing tell at Brisbane, Australia in September 1942 under the command of L-Gen Geonge Kenney From Brisbane, the Fifth tack control of USAAF onganisations in Australia and New >US ARMY AIR FORCES 53 tw owing 817F Fortress 41-2554 The Mustang’ the 190 Bb Group, Fifth Ac Frce, New Guinea 1842, nr si Fs thas ‘kw crt: Ford Consolidated B-24H Uberatr 42-7470 Exterminator — ‘ld Bots ofthe 382nd Bombardment Group 578th Bombardment Squaon, Eighth Ai Foc. Based at Wondling UK in Soptombor 1843. 427470 was lst nits out mission ‘8 Otaber 1843, posi citchedin the North Sea, withthe loss a al exew. tery ‘UK April 94 ‘Chow-Hound completed araund 60 missions bfare being lst oak on 8 August 1948 daring a ‘aid on Bretoila Only ane othe crw survived. Aeron Fane rane Restored Cass P08 fies in the markings wore whon based at eat Harbour on 7 December 1941. Undergoing repair atthe time of tho Japanase ri following landing accident the Ad suv The defence ofthe awraia Islands was the responsbiy of what ws known sth Seventh Ai Fece fom en 1982, ox:Above center Symbalc ofthe Mighty Eight ee ns Be eet CL eet en oe ey Guinea, participating in operations in that area and to the north before re-establishing itself in the Philippines from November 1944, firsilyat Leyte then Mindoro and finally Clark Field. The Filth moved to Okinawa in July 1045 and then Irumagawa, Japan in September following the surrender uring 14-45, the Fifth Alt Force’ \V Bomber and V Fighter Commands controlled five Fighter Groups (8th, 35th, 449th, 348th and 475th) three Night Fighter Groups (18th, 421st and 5471); ten Bombardment Groups Grd, 18th, 2nd, 38th 45rd, 0th, 312th, 345, 380eh and $170) two Reconnaissance and Photographic Groups (6th and 71st; and four Transport Groups 317th, 374th, 375th and 4330) SIXTH AIR FORCE Established at Albrook Field inthe Canal Zone asthe Panama Canal Air Force in October 1940, renamed Caribbean Ait Force in August 141 and Sixth Air Fore in February 1942 The int defence forthe Panama Canal ut it also undertook some antisubmarine operations SEVENTH AIR FORCE Established at Fort Shafter, Hawai, as the Hawaian Air Force In October 1940 and renamed Seventh Air Force in February 1942. By then, the Seventh was headquartered at Hickam Field, Hawai and remained there until December 1944 when it moved t Saipan and then Okinawa in July 1945. 1ereturned to Hawai in eatly 1946, The Seventh provided air defence forthe Hawaiian Islands but also operated in the central andl westem Pacific ates, {mn 1945 the Seventh VI Bomber and VII Fighter Command had eight Fighter Groupe 15h, 2st, 318th, 42340, 424th, 5060, 507A ane 508th), of which the last fe were atached from elsewhere); two Night Fighter Squadrons (548thand 549th) five Bornbard ment Groups (11th, 30, 41st, 319th and 494th) equipped with B-24s,B-258 and A-21 two Photographic Reconnaissance Squadons hand 1s) with F-5 Lightin‘Bow Lackheed P38 Lighting 41-2279 ofthe Sth FS, 43rd, Eleventh Ar Force, Aleutian Istands ate 1942. Used agast the depanese in the Aleutians in August 1942. Tho Sth FS was theft squadron to use LUphnings in combat. sans Fane ane US ARMY AIR FORCES 55. Bolo North American A-36A 42-4063 ofthe 27th BG, Twelth A Force, Ras Ma, Franca Marocco June 1943 The yellow outline ta the national insignia andthe yellow wing Suipes ware theatre makings. ays anno anne “Tanspon Squadron (9th, C47 and C-46) and ‘one Liaison Squadron (163d, Stinson L-). EIGHTH AIR FORCE “The Mighty Eighth’ is probably the best known ‘ofthe US Air Forces in World War I de to its leading roe in the bombing campaign against Germany. A huge organisation operating from no fewer than 129 afc in England, the Eighth subsequently also few from France after D-Day and Germany following ts Surrender in May 1945, Established at Savanna, Georgia in January 1942 as VI Bomber Command, an advanced detachment arived in England the Following month and bombing operations ‘began in August 1942, “The Fighths fist commander was Maj-Gen Ira C Eaker, those who followed including Brig: Gen Newton Longfellow (December 1942), Maj-Gen Frederick Anderson (July 1943), and L-Gen James Dooltle January 1044-May 1945 and July-September 1945). ‘Commands within the Eighth Air Force were ‘Asoo: North American PS1D 4.12500 Fiyng Dutchman’ f the ‘ath FS, 3st FG Ftesth Ai Frce, aly 1946, Arf flown {VII Bomber Command, VIl Fighter Command and VII Air Support Command, ‘VI Bomber Command conducted independent operations until February 1944 when it came unde the contol ofthe newly established US Strategle Air Forees in Europe, this also inconporating the Fifteenth Ait Forees heavy bomber groups ‘The Eighth was wansferted to Okinawa, Japan in July 1945 but without personnel ‘suipment or combat units, Although some ofthese were assigned to Okinawa before the fend ofthe war aginst Japan in September 1945, none sw action. bn England, th Eighth’ headquarters were at Daws Hil from February 1942 and High Wycombe between May 1942 and July 194. Tr total = ut not at anyone time — the ‘by Captain Robert Goobel.nwer-aafaco ree Eighth Air Force contoled 47 operational Bombardment Groups, + Fighter Groups, three Reconnaissance Group, four Toop (Carter Groups, eight specialist units (spe ‘operations, radio eountermeasutes,atsea rescue ete) and seven miscellancots units (arget towing et). [tits peak i early 1945 the Eighth ad ‘more that 200,000 personnel on sirength, 40 Heavy Bomber Groups, 15 Fighter Groups and two Photo Reconnaissance Groups, Some ofthe statistics associated with the igh are quite remarkable. Att peak strength typical mission would be made up of about 1400 heavy bombers escorted by 800 Fighters it woul consume 3.3 million gallons of fel, ire 250,000 rounds of 50-cabe amma: nition and drop some 3300 tons of bombs. > At its peak in early 1945 the Eighth had more than 200,000 personnel on strength, 40 Heav Peek ee eR eee and two Photo Reconnaissance Groups.56 US ARMY AIR FORCES: Bosing 8.29 Superorvess 4486782 ‘Enos Go of the S08h Composite Group, 38rd Composite Squaion, “wont Ar Frce, Tinian Marianas llands) August 1945 Flown by Colonel Paul Tbbets onthe atomic ‘om aid on Miroshia, 6 August 1945, Th irr cate fae bth BG tal markings forte a, NINTH AIR FORCE, Established as V Alt Support Command at Bowman Field, Kentucky in August 1941 and renamed Ninth Alt Fore in April 1942. The Ninth moved to Egypt in November 1942, playing a major role im the Egyptian, Libyan Tunisian and Sicilian campaigns and then the Invasion of Tay ‘The Ninth moved to England in October 1948 asthe tactical ai force forthe planned invasion of Europe It engaged in these activi ties before, during and after the invasion in June 1944 and was a major paricipant inthe ‘rive across Europe betweet then and ‘Germanys surrender in May 1945, Headquar ters were established in France in September 944 and finally Germany in June 1945 ater the surrender ‘Commnands within the Ninth Air Force ‘were IX Bomber Command (later the St Air Division), IX Air Defence Command, Fighter Comiand, IX Tactical ir Command, IX Troop Carvier Command, XIX Tactical Air CComimaind and XXIX Tactical Alt Connmand, TENTH AIR FORCE Established in February 1942 at Patterson Field, Ohio, the Tenth Air Force moved to Inia in May 1942, operating fom there and ‘Burma in the China-Burma-Indiatheate of ‘operations until the end ofthe war against Japan, It was based in China from August 1943 before returning 1 the USA in January 1946, ‘The Tenth Air Forces Groupe were the 3, {80th and 311th Fighter Groups; 7h, 12th and lst Bombardment Groupe; rd Combat (Cargo Group and 443d Toop Career Group, ELEVENTH AIR FORCE [Established asthe Alaskan Air Force at menor Feld, Alaska in December 1941 and renamed Eleventh Air Fore in February 1942. Ie unis served as part of Alaska’ ai defence during and after the war. ‘The Eleventh was involved in the actions which removed the Japanese from the Aleutian Islands and later paripated in the bombing offensive against Japan. It remained Fase in Alaska and was agai enamed in December 1945 asthe Alaskan Air Command, 7F Fortes ofthe Thirteenth A Fore over the Solomon Islands The Thirteenth remained in the Philippines as part of the eee ee oa ard TWELFTH AIR FORCE Established at Bolling Field, Washington DC fn August 1942, the Twelhh moved 10 England the following month and then to Algeria in November, remaining inthe ‘Meaiterranean area until the end of the war. From August 1943 it was based in Tunisia and from December 1943 in tly ‘Commands were the XIt Bomber, XIt Tactical Air and XM Fighter. One of the ‘Twelfth commanders was Maj-Gen James Dooltle, who led the famed carrier launched -25 Tokyo raid in April 1942, He also commanded the Eighth Air Force on wo ‘THIRTEENTH AIR FORCE Established at New Caledonia in Janary 1943, the Thirteenth served in the south and south-west Pacific, taking parti the Allied drive north towards Japan, Bases were on ‘Guadalcanal, Los Negros, Holandia ‘Noemfoor, Morotai and finally Leyte in the Philippines fom March 1945, It emained in the Philipines as part of the Far East Ai Force afer the war. FOURTEENTH AIR FORCE "tablished at Kunming, China in March 1943 and commanded by Maj-Gen Claire Chennault of American Volunteer Group (Flying Tigers) fame, the Fourteenth replaced the China Air Task Force which was also commanded by Chennault TW operated against the Japanese for the remainder of the war, ying rom Kunming tintil August 1945 and then Peishiy for for months afer hoslites had ended By the second half of 1045 the Fourteenth hal to Bombardment Groups 08th with 1-24 Liberators and lst with 6-25 Mitchells) plus four Fighter Groups 23rd and 31st with P51 Mustangs and 8Ist and 311th with P-47 Thunderbolts). There was also night fighter squadon with P-61 Black Widows, 80 transport squadrons with C-47sand a photo: reconnaissance unit with F-3 Lightnings FIFTEENTH AIR FORCE Established at Tunis, Tunisia in November 1943 intally under the command of Maj-Gen James Doolitle, the Fifteenth Air Force was mainly used for the strategic bombing oflarge in aly, France, Germany, Poland, Czechoslovaki, Hungary Austria and the Balkans, often operating in co-operation with the Eighth Air Force based in England Twas headquartered in Tunisia for only afew weeks, moving to Bar, aly in December 1943 and remaining there unui September 1945, From February 1944 the Fifienths heavy bomber groups ‘operated under the control of the US Strategic Air Fores in Europe (USSTAFE), slong with those ofthe Eighth Air Forces VII Bomber Command By early 1945 the Fifteenth comprised 21 Bombardment Groups| (six equipped with B-17 Fartreses and 15 with B-24 Liberators) and seven Fighter Groups with P-51 Mustangs and P-38 Lightings, These units operated under the umbrella of the 5th, 47th, 49th, 55th and 304th Bomb Wings and the 306th Fighter Wing, The was also one Special Group with B-24s and a Weather Reconnaissance Squadron. Two of the four Fighter Groups equipped With Mustangs had operated P-47 Thunderbolts until mid-19-4- TWENTIETH AIR FORCE Established in Washington DC in April 1944 une the command of General of the Army Henry CHap)) Amol and followed by Maj-Gen Curis LeMay in July 1945, the Twentieth was responsible for most Boeing B-29 Superfortess heavy bomber operations, slating with the detachment of some combat elements to Inia in April-May 1044 Flying from satellite bases in China, the B-29s were used 10 hom Japan, Thaland, Burma and Formosa but with only moderate suceess ue to technical and logistical problems, ‘With the capture of islands in the Pacific as the Allies pushed north towards Japan the .29s moved to the Mariana Islands from which they ould reach Japan escorted hy P-51D Mustangs based The Twenticths strategic bombing campaign against Japan destroyed its indusries and the dropping of atomic bombs on Hiroshima and Nagas in August 1945 delivered the coup de grace The Twenith main combat elements were XX Bomber Command, XX! Bomber Command and Vit Fighter Command. At the time of Japan’ surrender in August 1945 the operational B29 Bomber Wings were the 58th, 73d, 313th, 314th and 315th, The B-29 4.86202 Enola Gay commanded by Colonel Paul Tibbets which dropped the atomic homb on tliroshima on 6 August 1945 was operated by the 509th Composite Group, 3931 Composite Squadron based on Tinian in the Mariana Islands US STRATEGIC AIR FORCES IN EUROPE The heavy bomber unis of the Eighth and Fifteenth Alr Forces were combined into the newly-esablished US Strategic Air Forces iin Europe (USSTAFE) in February 1944, This co-ordinated USAAF ‘activities in Europe and exercised some operational control over the Fighth and Filteenth Air Forces UUSSTAFE its commanded by Gen Carl Spaatzand i served with the occupation forces in Europe after the war It as redesignated United States Air Force in Europe (USAFE) in August 1945, FAR EAST AIR FORCES Established in August 1944 to contol the operations of the Fifth and Thirteenth Air Forces in the Pacific. Commanded by Lt-Gen George Kenney, the FEAF was headquartered initially at Brisbane Australia and then Hollandia, New Guinea snd finally Fort Mekinlay inthe Philippines, CONTINENTAL AIR FORCES Established at Washington DC in December 1944, the CAF controlled the USA during the war =the Firs, Second, Third and Fourth Perosustiauias ivities ofthe Air Forees which remained in the online | www.chevron.com.au email | sales@chevron.com.au phone | 02 9901 6161 mail| Chevron Publishing Group Locked Bag 3355, Lane Cove NSW 1590 Specially designed binder holds 12 copies Only $27.50 anak Dusen Piaheg 5, St ecards NSW 1880 www.chevron.com.au© 2 c © YD : = © & so & PeTho RAAF 12 €-130Hs were dlvoredbotwen July and October {AG)-012 the las of them on 19 Octoer tf seem hare ver Ayers sarin a acy pote sorte. 228 Sere ees Pen un a iat Cee et ed ere rea‘4 Years Of Serving Australi’ The 1308 {areal tal art epplied to AS7.405.:0r ‘The 1308 made what tne ot tb its final show appearance in May 2012 atthe ADF event at RAAF Peace LWA. AB7-007 di the honours Sen that an order for 12 C-130As was announced to replace the Dakotas of 36 Squadron, then hased at Fatbaim ACT. The squadron moved 1o Richmond NSW when deliveries ofthe new aircraft began. The 12 Hercules (A9T-205 to 216) were from he ial pretuction batch of C-130As and were delivered between December 1958 and Match 1959, Oficial, he Hercules were toe used (jn peacetime) or: “The eareiage cof military equipment, and where necessary ‘erating personnel for the ee scree: training for wa, incladin wel ater sera tary ask whch 1) 1965 the demands ofthe Vina toower 12 move Hercules to fe-gip 37 Shon, which was formed at ihm tert tear The BAAF found sl ‘vi sient ong a tosatay requirements at home TD more epuble C130 livery transport alta An onde vas placed in February 1965 took place between Atigust 1966 and January 1967. Serial numbers were A97-158, 160,167, 168,171, 172,177,178, 180, 181 189and 190, 37 Squadron C-130Fs settled into a basically strategic transport roe including supporting the Vietnam eo, aking over from 36 Squadron. This resulted in Rich mond becoming the foal point of what was then Australia largest ar freight operation By 1994, 37 Squadon was sil looking alter thestrsegic ansport requirements of the Australian military although with is (C-1B0Es approaching three decades of service there was talk ofa replacement, the most likely candidate Lockheed proposed C-130) Hercules with new engines and upgraded cockpit and systems. This would happen in 2000 when 12 C130) entered service with 37 Squadron, with which they remain, HERG ‘HOTEL’ 346 Squadrons C-130As were replaced by C-130Hs in 1978, the older sirral ‘withdrawn from service atthe sate time tnd offered forsale through a broker. What followed was a farce of impropriety and ‘mismanagement. Nine ofthe 12 were eventually sold, some more than a decade aliertheyd first been made available “The C-130H purchase was allowed for {nthe 1975-76 Australian defence budget. In October 1975 a team led by Alt Vee Marshall G J Cornish visited the USA for discussions with Lockheed and the United States Department of Defence, and on 30 June 1976 contract was signed forthe 12 Hercules at cost of $80 milion. The orignal esate as included in the 1975-76 ‘elence budget) had been $73 millonDeliveries ofthe new Hercules began ‘om sched in July 1978, the first areraft od Eee arivingat Richmond on the 17th of that POWERPLANTS far lone 5.415 utopia tad tia 6240 month andthe remainder over the next Fenton Str oat exer orang paso 1198.) three months. The final acral reached ts ato al xy 2696 fa ep pl deg orca rks ch base on 19 October = ostesies NGL RAAF C-130H serial numbering difered FMERSIONS Wing ap 041m 57 ag AP OT na Tm OS from the method ved or the 8 and E 12 7A models. The new transport wer allocated waomrs ‘poe 9447Bg 76 OD), py OTE TR 497-001 10012, reflecting not the lst tre eal may ec 7030895500) ma es 7.89 (17 000) ofthe constructors numbers (382-4780 and 382-4782 to 4792) but Lockheed Tne numbers, which were 7.0001 to 770012. Additionally, and ‘ase of Australas Hercules, the C-130He were [ACCOMMODATION Fi’ cow fi lesen ls 9 ous, 6 paavoops OH csi eS PERFORMANCE Wax caise 26x 602, axa euise JO Sr vil cb 1900 {7S sree cg 26508 (7 ange wax pd OAS (788m range wih ae ad ed 77g (1 0) pan A380 BB forthe fist time inthe indicative of thee prima tactical role €-130H 97.008 photographed daring within the RAAE 36 Squadrons C-130Hs fonerise Tallman Sabre 2011, 0° and 37 Squadron’ C-150Es (and ater, s) setled into operating side-by-side for nearly three decades, undertaking a malice of inlay and chin suppor tasks and. without sulfering a single major mishap, (-130H CAREER HIGHLIGHTS: The following provides a brief summary ‘of the C-130118 RAAF career, highlighting the many and varied tasks the aircraft performed during its 34-years career. [November 1978: 36 Squadron starts ighss to MeMurdo Staton in Antarctica support ing the Australian Antarctic Division’ researeh station, The fights continue until 1085 and the first one caried 12 passengers and 11 tonnes of ergo November 1979: 4 C-130H i commited to asist the Intemational Committe of the Red Cross to supply aid in Cambodia, same time: twenty-three conduct a flypast a rocky outerop 2900km west of Pert, CCrewmembers ate held at gunpoint while ‘over Sydney Harbour while the 24th A 3 Squadron ©-130H restppics the 24 unloading aid and face the threat of surface-_3.C-130E~ is alled away to conchict a stranded crewmen lying from Maurits, lorair missiles when ariving at or departing successful search-and rescue mission off Carrying outa nmber of 12-hour missions from Phnom Phen. the coast near the NSW-Victoria border hefore the fishermen are rescue April 1991: Four C-130HH fly 162 Army June 1989: 36 Squadron competes inthe July 1997: 4 coup in Cambostia results in paratroops fram Amberley to Tasman, Ainife Rodeo at Pope Air Force Base inthe six RAAF C-130Hs being positioned at marking the fst standing airborne USA against 40 international teams. twins Butterworth, Malaysia to evacuate ‘apubilty within the Australian Defence the Best C-130 Airetew, Rest Foreign Aircrew Australians and foreign nationals. On 11 Force since World War I and Best Overall awards fr airdrop accuracy, July 1997, four alert conduct six fights July 1982: 36 Squadron experiments with spot landings and low level navigation, ito the heavily damaged Pochentong ‘aly generation Night Vision Goggles (SVGS) August 1989: C-120Hs join other RAAF Aiqport to evacuate 455 people ‘onthe C-L30H but the tials are unsuccessful. transports to camry aishine pasengers caught September 1999: Five RAAF Hercules — The squadron waited until beter NVGS ‘out bythe four-month domestic sine including Hemodels ~ deliver te firs of the became available i the 1990s before pilot dispute, They ery 30,000 Inwernational Force East Timor (INTERFET) introducinga low-level night ying capably: passengers ever 800 fights, subsequently troops wo restore peace. Australian and Nev January 1983: Three specialist 36 Squadron winning the Tourist Transporation Award Zealand SAS personnel, along with HQ ‘crews man a C-130H for summer bush fr atthe 1990 Queensland Tourist Award elements of Australian 3rd Brigade, are patrols in Victoria. The C-130H is used to January 1993: A C-130H joins three ‘elivered to Dil On 14 September 1999, ‘kop fire retardant into the pat ofa fire in C-13OFS of 37 Squadron in deploying Army C-130H caries 186 people rom Rauca to the Grampians mountain range in the sates personnel to Somalia for Operation Solace Darwin during the Timor evsis. west, slowing the blaze and enabling ground intended to bring reli tothe lawless September 2002: 36 Squlom is deployed teams to mave in, The task required ‘country’ starving population to support Coalition Forces, including manoeuvring the heavly-taden Hercules July 1994: Two C-130Hs arrive in Rwanda Australian Special Forees, who are fighting hrtely 30 metres above the tees at 130 with water purification equipment and in Afghanistan knots in smoky conditions, with 3000 US medical supplies for survivors ofthe October 2002: A pair of C-1301s joins three gallons (11.350 litres) of retardant on board. genocide which claimed 500,000 lives. 130) o deliver fed hospital o Denpas April 1983: All 2 ofthe RAPS C-130E ‘Angast 1995: The Japanese Fishing Vessel sir Aipor in Indonesia, following the Ba and C-130H1 Hercules are inthe ara the tho Mara rans aground of St Paul Isend, bombing. total of 66 Australians and >Foreign nationals are aero-medicllyevac ated to Australia. February 2002: Two 36 Squadron C-130Hs ate deployed to the Middle East for ‘Operations Faleoner and Catalyst in traq, providing airlift support to Australian Special Forces and later transporting Astealian oops into Iraq, December 2006: A 36 Squadron C-1308 ts one ofthe rst international respondents to Sumatra following the Boxing Day Tsunami which killed more than 230,000 people. Along with other Defence assets, the C-130Hs evacuate the injured and deliver reli supplies, November 2006: Ahead ofthe fist RAAF Boeing C-17 Globemaster Ill heavy transport artving in December, a 48-years cera of 36 Squadron Hereules operations ‘comes 10 an end. The C-130H are tans ferred to 37 Squadron to join ts C-130)5, forming a so~alled Hercules Super Saadron at Richmond NSW. 36 Squadron was reformed at Amberley Ql asthe C-17 ‘operating unit ‘June 2008: C-130Hs hegin returning Army’ 50strong Overwatch Batle Group (West) From Talli Ait Base n southern ay September 2009; C-10Hs ate use a create an air beige between Jakarta and the city of Padang onthe island of Sumatra, following a earthquake which kills 1100 people and leaves 135,000 homes severely damaged, January 2011: 4.C-130H provides grocery iit 0 owns throughout regional ‘Quecrisind ate loodwaters cut oll major roadways. The following month, a C-130H joins C130} and two C-17s to evacuate ‘nearly 200 patients from hospitals im the Cairns area ahead of Cyclone Yast June-August 2012: C-130HHs and Js help liste electoral officers, PNG Defence Force personne and voting forms Ubroughout Papasa New Guinea forts national lection END OF THE ROAD The Australian Federal Budget brought down om 8 May 2012 included cuts a the Defence Budget totalling $5.454 billion over the next four yeas, Among the cuts was the announcement that the RAAF C-130H Hercules fleet ‘would be withdrawn from service ahead of schedule this yea “in order to minimise costs assoctated with maintaining and eft 87-08 cleaning wp ater ako at the ‘Amberoy ADF air showin October 2008. The Merete’ Sth anniversary in RAAF service was stl we months away, but O08 alresdy hd ts Sonversary celebration ta at apple. yr For ‘operating the ageing fleet. Current activities ‘undertaken by the C-130H aireaft let will be rdistbuted across the remaining Air Force air mobility eet The C-130H fleet had been slfering increasing unservieabiliy rats in recent years with only al the let sometimes Available ata given time and several aicralt hha already been effectively taken owt of service, The aircraft were, afer all, 34 years ‘ol by now: November 2012 was the date Set for ther retirement Meanwhile, in November 2011 it had bbe announced that four ofthe C-130Hs were ta be gifted to Indonesia for hurnanitae iam and disester relief work, Te was reported thatthe Hercules ~ which were not airworthy were tobe sold on the open market but the Ausralian Defence Force agreed to give ther to the Indonesian military following a request for more resources to boost disaster rele in the region, In July 2012 Australia and Indonesia signed a Memorandum of Understanding (MoU) fr the transfer af four C-130Hs 10 Indonesia, which will and all refurbishment and ongoing maintenance costs associated with the aera. Ate time of writing the irra Involved were thought to be A97-001, 003, (006 an 009, The last two C-130Hs ~ A97-005 and 97-008 ~ were formally retired from RAAF service an 30 November 2012. (arts to Ean Hamiton, bie tos iar RAAF Ar Lit Gop, wo put ope to iforatin ‘nwhich he cargysocion af hse base Perowsrains RAAF SERIAL CONSTINO UNENO CALISIGN DELIVERY boon rnstrred tram 36 37 Squaton jan ac aoe Tron) We ay 1 arog 392-re2 Tron Wwen day 1978 farang ae2ras Tro vMstP a1 297408 sare TT006 VO Aust 176 paras —__—_sanaTes Tras LS Agus 1078 797406 382-786 106 WT August 1976 org 392-787 Too WWe Agu 178 a7one 392-4786 TDS __VMLWV Sepa 1978 araod 9824756108 WWW September 1978 ioror03a2-780 110 vx September 1978 aron___3e2-re1 TFT) WWhaly October 1078 aaron 392s TTT? _VMa.2 Oca 1078 Some €-130Hs retained a camoufgs colour scheme. AB7-010 ‘was photographed in March 2007, shorty afte the leet haPCC cat an eee Uae Oe Dts ee ec ee ee eee Pen ere En ere ey en renee ean Sr emer Peer tet aren Rene ere ee em eee ey See ee ere See nee eee eS Senne tere Een Pees ee With both headsets inthe S1 family being designed in cooperation with BMW DesignworksUSA, these headsets feature not COE co een re ee a es eee eet ets thats individually adjustable and a two-piece headband, the headset is always comfortable to wear even on long fights eee eae eT) wing Meee = , Geeta eee cain) DesignWorksUS) Be = [7] SENNHEISER BU a ee eae ele)Poo ae acon a eiieee esta eases peer ee ee ear nen kee rer en ted corporate turboprop achieved commercial success for Japan's aerospace industry with 764 built, largely based on selling eae ea cat esMITSUBISHI HEAVY INDUSTRIES has long heen ‘one of Japan's major industrial companies and car trace is alteralt manulacturing actsities back to 1921, Between then and the end of World War Il n ‘August 1945 the company bt some 18,000 areeaft ‘of 100 different types inching several of the best- known combat aireralt ofthe eta sich asthe A6M Zero lighter and G4M Betty bomber. ‘Mitsubishi was also responsible forthe development and prodhction of more than 52,000 Piston engines for these ane! many other aircraft yes. The terms of the Peace Treaty with Japan ‘World War It prohibited its airraft industry from reactivating until 1952. When work restarted, “Mitsubishi and other companies were initially involved mainly inthe overhal of US military aircraft For Mitsubishi this ineluded working on USAF F-86 Sabres and from 1956, local cence production ofthe jt fightet. ‘Mitsubishi has subsequently built several other US F-15 Fagle. ‘of Japan fist indigenous supersonic area, the F-1 advanced trainer. This was subsequently developed into the F-1 single seat close ai support fighter 1971 the company flew the prototype he civil side, Mitsubishi joined with Kaas, Pi, Shin Meswa, Nippi and Showa to design, develop and prodice the NAMC YS.11 {60-seat turboprop regional airliner, Japan Fist post- ‘war commercial airrat. frst flew in August 1962 and 182 were eventually built Mitsubishi current ‘commercial projects the 70-00 seat MRJ regional jet ‘which fs due to ly in 2013, ‘Mitsubishi realised inthe late 1950s that it needed. to diversify into the civil airrali market in order to reduce its dependence on military contracts. The ‘company’s participation in the YS-L1 project was its first post-war vente into the commercial market (ork on the project began in 1957 with government assistance) and in 1959 design work on what would emerge asthe MU:2 win turboprop business/utlity alrealt began, TECHNICALLY INTERESTING Design features inched a pressurised circular section Fuselage, high wing intemal wing fuel tanks and ‘external tp tanks, a single wheel main undeearrage design which was based on tat ofthe F-104 Starfighter and retracted into the lower fuselage (he nosewheel ha win units, anda high level of stractral integrin The MU-2 was originally intended to be powered by two Turboméea Asiazou turboprops, mounted under the wings and drwing three-bladed reversible and constantspeed propellers. was this engine which povrered the prototypes bout market forces dictated the use of an American powerplant and all production MU-2s were ited ‘with Garret AiRescarch TPE331s. This single shaft turboprop was a the start ofits own prodictin life ‘when the MU-2 was introduced and it was the TPE331's second application, clesely following the ‘Aero Turbo Commander. Inside, the MU-2 featured a cabin with ts vertical and horizontal dimensions similar a those of the carly ‘small cabin’ Learjts and as such was Tem (Gin) inches wider than the competing Beech King Air but also a similar measrement lower in helgh [Normal accommodation was for two in the cockpit and 56 passengers inthe main cabin Maxima cabin pressure diflerential was initially 5.0psi (0.34 bar) which provided an BODO cabin alutude when the aera was flying at 23,000 fee. ‘was the MU26 wing design which provided the most interes, Mitsubishi had sought to design an aircraft with the seemingly contradictory characteris: tics of high erising speeds in combination with ow approach and takeot speeds o allow operations from short strips This design aim was achieved. Early preuction [MU-2s were able to cruise at apt 270 knots (0Okm/h) ~ some 40 knots (#kan/) faster than the King Air 90 while stalling speed was similar tothe Beech product despite having a wing which was 40 per cent smaller, Later MU-2s were up to 30 knots (O2kmy faster than the originals “The MU-2% wing combina a high loading with an NACA 644415 aerofal section to provide high using speeds in combination with various high lit devices to sntzal things a the other end ofthe speed range, With an area of ust 16.551? (1785, the MU-2S wing was ‘nly fractionally larger than that of a Cessna 172! ‘The MU-2s overall dimensions were length 12.03m 39h Gin) wing span over the ip tanks 11.95m Gofe 2in) and height +17: (13K Sin). ‘The MU-2 achieved its designets aim of low ‘operating speeds during takeoff and landing by fing ‘double slotted area increasing Fowler flaps across the fall span ofthe wings trailing edges. Conventional ailerons were dispensed wit, roll contol instead performed by upper wing spoilers located between the tear spat and the flaps. INTO THE MARKETPLACE The MU-2 development programme was unhurried, taking three years to complete, Construction ofthe fist of thre Astazou powered prototypes began int 1962 an the fist irra record ts maiden Might ‘om 14 September 1963 followed by the second in March 1964. These irra were designated MU-24 and fited withthe 562eshp (419kW) Astazou IK, but by then the decision had been made to ins ‘TPE331 in production sirraft The original plan had been to sell TPE331 powered MU-2s in the North American market and those with Astazous elsewhere, The French engine twas quickly dropped from the equation and under the designation MU-2B, the areraft entered produc- tion powered exclusively by the US turboprop. > he MITSUBISHI MU-2 65 Maine Mineo U2 achived considerable success, Solaire withthe origina short fuselage. ios Above: Th sort fsslage MUZ eo ret The MU.2G was the frst stretched model fst ‘own in Jansary 1968.1 stcifced some sped. range and afield performance for 8 ‘much more wable cabin, Bet eA stking colour chore on ths MU2F, the fst ‘major uprae of the short fuselage model in 1967. market forces of an American powerplant and production MU-2s were fitted with Garrett AiResearch TPE331s.68 MITSUBISHI Mu.2 ‘The first MU-2B was flown in March 1965, two months alter dhe TPE331 had been awarded US FAA certification Powered by 605eshp (4511) TPE331 25As, the MU-2B was awarded Japanese Type Approval in September 1965 and FAA approval toro months later. Deliveries began shortly lterwards and by the second quarter of 1966 the preducton rate was thre per monh with most ateraft eng delivered 0 the US market By then, Mitsubish had production of 150 'MU-2s in hand but was aiming to sell about 4450 over the next decade ors ‘Tho original shoe fuselage’ MU-2 was developed through numerous versions over the years, these incorporating increased power and weights plus systems, interior and other upgrades. These are described inthe accompanying variants listing and of the 764 ‘MU-28 ofall models built, 396 oF just over half were short fuselage versions, STRETCHING THE CONCEPT ‘With the MU-2B and its shor fuselage successors established in prodiction and selling well, Mitsubishi in 1967 began looking atastretched version, emerged as the MU-2G with the fuselage lengthened by 190m (6ft 2in) but some reorganisation ofthe interior desig rested ina cabin 278m (91 Tin) longer than the ‘original, allowing accommodation for up (0 11 passengers in a high density layout. The normal corporate arrangements had 6-8 passenger seats along with the usual amenities Including a toilet, galley and fold out tables, ‘The MU-2G was powered by 7O5eshp (525K) TPES3I-1-151s (ihe same asthe ‘contemporary short fuselage MU-2F) andl scifced 15-20 knots 27-37hah) of speed {nd some airfield performance in exchange for the benefits affonded by the much larger and more flexible cabin “External changes apart from the longer fuselage included a taller fin and rudder, relocation ofthe cabin entry door fom under the wing to behind it, addtional cabin windows, mainhecls which retracted into blister fsirings om the Tower fuselage; and nosewheel located futher aft and retracting The MU-2 was developed through nu 1 other upgrades. ‘Above: Solis, the fal short ‘seloge MU from 1977 wanosoneen “wo-l tempered sass, ‘ecricaly hate, cocker Cons for single pl operat awonics ‘COMPARTMENT Nose GEAR forwards rather than backwards, The MU-2GS 900k (10,8015) maximum takeoff weight was 400g (G80) greater than the MU-2FS, “Te fist MU-2G was flown in January 1969 and US cenification was awarded the following June. Like the shor fuselage models, the stretched MU-2 family was also subject ongoing development and is ‘atlants are deserthed here. Overall, 368 long, faselage MU-2s were built MITSUBISHI IN AMERICA suocess was establishing stong presence in the US market. The decison tse the TPES31 povwerplant resulted from this. A marketing greement was conclied with ight aera manufacturer Mooney wo sel, complete and ncreased power and weights plus systems, nGines Gare TPE331-10501 Hartel lade 249m (ti) ‘amar ly Teatheing and reversible with vents Reinforced alumina ‘wth tet anges, tnd om ose toro pressure tileod. Lange 6.550 21 i) Wd me i) eighe1.20m (30) suppor cen aircraft ny Nosth America, these Aelvered from Mitsubishis Nagoya factory. The agreement remained in place forthe first few years ofthe MU-2S life. Fora tie, the ateraft was known as the Mooney MU-2 inthe USA. Other major distributors included Switzerland Plats for continental Europe ad Air Porter in Britain The agreement with Mooney was not as succes as had been hoped and ended in 1970 alter the Kerrie, Texas-based ‘manufacturer had gone into bankruptey and was taken over by Butler Aviation, Instead, the Japanese company’s US subsidiary, Mitsubishi Airrat International (MAD) — based at San Angelo, Tenas — took ‘over responsibility forthe MU-2 progearame, assembling aircraft from airframes manufac tured in Japan, The fiting of interiors avionics, power- plants, bakes, propellers, undercarriage and ther components was ako performed at San Angelo along with painting, ight testing and cetlfcation All ofthis work was sourced in >spoiteRs Fer ll contain ‘wingtip owing. locted at ‘22% and 60% chord TP TANKS fue system Fuse.ace Total capacity 43usga! FRAMES Aecocnmion {525M usable in man, MAIN UNDERCARRIAGE winoows Feselage maurted, “iple-paned, low prassure tyres. tinted, dotogged wth bled68 MITSUBISHI Mu.2 the USA with dhe rest thatthe MU-2 to. large extent became an American aircraft with tworthirds ofits purchase price comprising US parts and services. ‘The existing MU-2 dealer network in the USA was reduced and marketing responsibility for the aircraft undertaken directly bythe factory through MAL In addition, 36 service cenires were established i the USA, ‘This was all part of Misubishis long term plan to increas ts presence in the corporate market. The next step wold he to develop the MU:300 Diamond ight business jet which First flew in August 1978, Deliveries of the production Diamond {began ty May’ 1982. ltr lengthy certification programme. ‘Mitsubishi plan was to asemble the Diamonel at Sart Angelo inthe sare way the 'MU-2 ha been, and this occurred for only a short time before Beccheraftparchased the programme in its entirety n 1985 and “The fllowing MU-2 variants listing notes major diferences between the mols and (where applicable) ‘ath the marktig ame (og MU-2) ands formal conteaton designation (eg MUL28-35) An aster *) indicates a ong fssoge mode. Fotos rt it Fegan 1960; izes TBR Tatonda Aatara ‘es lad poate max tale woght 960049788) el 117 hs 246 gl cain presi 5 Ost case sped 216-287 400 Sk; macrange Rese Fast production mode Mzch 165 SSeshp ASIA) Garat APcsach TEST 2A raxtakeo igh 050g (520 cise sped 208-268 (06-138 x age Unpssuisod akon an eanassare apport von of M25 arta Japan Gud ‘Saf Deence Fre wi th desiation LF May 957 ro pans bt aan at iar etal an othe coment irae weber, apres dear "ML thawing ors 2d ra one wg i war a wag AAG ‘son of upessurted MC fr Japan A Saf Dic eco Te esr ora az wi Daler acar ntl os fore avd extents aon, tg cseraton wind, ing cab dot fa rap: get tanks of MU Fel 188 tes [ssp gl rayne weigh 456g (0.053) des grated MUZE by Mists ang MLO wih lagi aks. 198 8 GOSIvp Bl: ax el wa ASOD (S82: cise p20 7029 (00 Stew ge VFR sens) 1Z5nm Frstong fargo ode #10 ava 196, Tec G2EW) TEST STA Tool 188 Ives (5m gal axa wei 460k (10,500) cise speed 26025 (8 "ML26 wh 24 (AOR TEL 251M: pg esr ad scunepatg ‘August 1070; rae spa 2553 (5D S55 mx ange VF reser 12500 ‘MU2F with 724eep (SCORN TPE. 6 1M cee peed 27020 EOOSHNENN ML wth 5280 (1 573) max ae wei and moves ei ak erro: neteee a recuse of Ope mace eens) uaa 15200 (8533 bt wuz [sans 1zm (18H 34 tal wuz arma dross gr 20 bl. iwuz0 (av.28-10) (S30) fda 1958 15 bait. MUZDP (28-15) MU:20 wi Tse 754M TERT TAGTA aa Muzemu2s MU2S ty JASOF August 1867.27 ba Muar (mu-28-20) (atin tbr 197: 98 bu iwuze (wuz8-30) Szabo xanga WER esr) 128nm 25 47 alt mua" (0-28.35) (2504 11 bat Mu 2K (U.28-25) macnn 14600n 70 gust 1971: Tat Mut (Mu 2E.36) 126m (3H cate uy 19743 bal uzm (a.26-26) MU-2K wth 47504 104708) ata weit rd improved ain in and souebrotng 6.0 cabin reste deena cared ay 1978, 26 bat. ‘Wun (MU-2B-6A) nv any 1977 sip STOR THESES 252M og slower To Ba ‘Muze (28-268) roel fd hie nee, ba Tne ery 1977; 724ep tO TSH 252M wh Sowa rg Tur Bed roel freed reise non tri built ‘Marquse™ (028-6) fia og fuspe ote Sopienb 197, 7a6sp ADA TPERT-TDEOTN our Sotaiee(u-2-40) Bled propor uel apace 1525 foes (235i all: max cise 30 570A max ‘ge WER eso) 1350 [256 138 bl Fal str usage made Ota 1877, 72a (62409 THER 10 01M Tur led propose apace 1525 foe (36imp all ax cae 371 ANA: ma tue WE eso) 16000 [2963 $B ult ‘Abo: The Marui was the fal long fseage [MU.2 and alo the most sucess ofall madols with 138 bit ‘renamed it the Beechjet 400. Early Beechjets ‘were assembled frm Japanese components before fll production began at Beechcras Wichita, Kansas facility i 1988, That ended Misubishis foray inthe general aviation matket, Prolction of the AIU-2 had in effect ended in 198% although a fow were delivered from stock ater that. The exercise had generally been a successful one for the Japamese company which had achieved its aim of penetrating the lucrative US market thanks to some proper plat ‘up of the necessary suppor from day one UNJUSTIFIED BAD PRESS? For much ofits fe, the MU:2 as suered a poor reputation forsale, especialy inthe USA where some aviation media heavily crise its salty recor over the years. A Took at the statistis shows that in the USA, other twin turhoprops notably the Turbo ‘Commander and Swearingen Merlin families = haa similar or even slightly worse acident rates, yet no-one was eitising them. i Europe, the MU-2 had an excelent safety record, but why the difference? There, a Type Rating was equine for pilots ying the MU-2: in the USA there was no such requirement (or even fora check ride) because the aircrafts maxim takeoft weight was les than 12 300h (5670s), This meant that anyone with a mul-engine ‘ating could jump into am MU-2and fy i. was ig step [rom a mediuen piston tin ike 2 Cessna 402 oF Piper Navajo to the sophist cated, relatively complex, high performance ad pressurised turboprop MU-2 with some ‘unique handling and operating characteristics For years, Mitsubishi pushed the US ederal Aviation Administration (FAA) to {nroduce a Type Rating requitement fr the ‘MU-2, but to no aval, Finally in 1094—a decade after production had ended ~ the FAA fssued a Special Federal Aviation Regulation (SEAR) which although nota Type Rating in the formal sense, required MU-2 pits to undergo comprehensive iype-speciic taining ‘And guess what? The MU-2 accident rate Inthe USA dropped by 80 per cent and in recent yeats has demonstrated by far the best safety recon in is class! Perowsrnais:HM Eo anumm EICORGI john gibson displays “your partner at Avalon 2013” hirers and suppliers of exhibition display stand services Design - Build - Install Quality solutions at competitive prices Benefit from our local knowledge and experience ——— ee and manufacture <= Proven track record 24 Longstaff Road Bayswater Vie 3153 Australia t:461 3 9729 5300 f:+61 39720 5216 e :bentleigh@johngibsondisplays.comau aan frieq — Ian McRitchie prc Mosquito Master It was code named Operation Jericho, a precision attack by three Mosquito squadrons. ‘on the Gestapo prison in Amiens, France. The mission was reportedly requested by the leader of the French Resistance, Dominique Ponchardier. A large number of Frenchmen loyal to the Resistance were said to be incarcerated there awaiting execution. If the walls could be breached there was a good chance many could escape. ‘Ato tn Mette aterin le THE ORDER i which the Mosul squadrons A love of fying became apparent at an carly age tthe conas of what lots ould attack was decided by the toms of «con, and when WWI broke cut in Septrber 1939 he ie ico bo 487 Squadron RNZAF would provide the frst wave, already possessed a Commer! Pts Licence a Ne Oni et 4404 Squadron RAAF the second and 21 Squadron was chit instactr at the Spencer Gall Aero Cb F would be the did back-up wave Whyalla and Point Pirie 1939-40, For the actual attack, he first two waves would Like any young Austins, law McRitchie wanted divide into four fights ofthveearcrafteach, The toenlst to do hs i. He made repeated quest ogo {crews comprised armen rm Astra, New to England io join the RAF but a is was a reser Zeal They tok off occupation in Austen these were refed from RAF Hunscon on the col, gloomy wine He was desperate o get lo Europe as Denmark, morning of 18 February 1944 and flew out low across Norway France and the Low Courtris were over, He was desperate the English Chanel and the Bate of Britain was about to begin. Thanks ‘One man on the mission was 464 Squadron Might tothe help of fend, Captain) Maand Thomson commander, So La lan MeRtchie DEC. He didnot who sed his nflenes, be was able to board ship. Denmark, Norway ken twas destined 10 be his ast. for England Subsequeayand fortunately fr lan Soocwtl the RAAFs Directorate of Ait Force Recruiting 38 Eonar east Alexander lan McRitchie was born in Melhourne, approval Low Countries rion 16 june 1915, He was educated at Tan arrived in England in October 1940 and were overrun, and Melbourne’ St Kida College and gained an ‘mediately applied forthe RAF Because of earns engineering cadetship with BH. Between 1933 experience ava yng istrcto, he wa granted a eee see et ae eee eT was about to begin. Newcasle November 1940, to run for tbe dation ofthe wa to get to Europe asThe lanky Australian first posting to an ‘operational unit was to 151 Squadron based at RAF ‘Wittering in Northamptonshire. It was equipped with Hawker Hurricanes and Boulton Paul Defiants for night Fighting, DEFIANT NIGHTS From a distance the Defiant looked like a Hurricane Tut it was in fact a throwback tothe two-seat ighter designs of WWI, lke the formidable Bristol F2B Fighter. The Defiant had a humped-back, a large radiaor under the centre fuselage and evenly tapered round tipped wings. On loser inspection, it wasnt a hump ata. twas a gun turret! The legendary Roll-Royce Merlin engine which powered the Hurricane and Spitfire had been ‘combined with a hydraulically operated, compact fourgun turret. In theory the 360-depres traverse ofthis turret would give greater lexiilty to the two: man crew beeause the areraft would not need to be rmanoeuvred into a position behind an enemy to attack with armament that was fixed to ite forward, Each ofthe four Browning machine guns was belt fed and had 600 rounds per gun. But unlike the Bristol Fighter, the Defiant had no forward fring armament a al! Asa day fighter i was. dismal failure. I was to0 heavy, oo slow and lacked the manoeuvrability necessary to srvive against Messerschmit BE 109s, Alter suffering tagie casualties inthe Battle of Britain it vas relegated to night fighting Pic Off lan McRitchie commenced operational ying in June 1941 Althorme radar was sil is infaney and the RAF ‘was struggling to provide fective defence counter measures against the Lufwalfes night hombers. One ‘method tried was using a Tushinlite Douglas Havoe with an accompanying fighter. The radarequipped avo would locate an enemy bomber and illuminate it using the searchlight mounted in ts nose so the accompanying fighter could sce sand attack The first proper Turbinlite mission by 151 Ssqadron was launched om the night of 22-23 (October 1941 witha cannon-armed Hurricane 1 and a Defiant (A431) flown by Tan MeRichie taking off to patrol witha Havoe. Daring the one-hour patra, the Huerieane pilot lost contact with the formation but claimed t have destroyed an enemy aircraft (On the evening of 31 October, la and his at gunner, Plt Of Sampson, encountered gaggle of for J 885 twenty miles (32kin) east of Great Varmouth, ‘They shot one bomber down into the sea. The others Jettsoned their bombs and el towards Holland McRitchie caught up with one and during some hectic manoewering Sampson scored numerous is before his guns jammed. Perhaps realising the Defiant was heples, the pilot ofthe Ju 88 made a head-on pass with all guns blazing. The Defiant, which was flying just above the water, was not hit and Sampson ‘managed to clear and fie one gum ast posse ‘Chasing again towards Holland lan caught up with ‘agin and Sampson, having cleared his gs, scored ‘moe hits with afoursecond burst before they all jammed yet agin. By now dangerously close to the fmiemy coast, lan broke aay and returned to Witering ‘he battle had lasted fiteen minutes with lan and Sampson abe o claim one destoyed and one damaged ‘With the onset of winter and poor weather, German air activity slackened, The Colishal > ‘Above an MeRthie a he cones of 15 Squadron RAF Bouton Paul Defi ta se Below DM Mosquito ight Fight, in standard blak cenafan ish Exparonts by lan Mefitchie and ast ind Rey Koacolls edo Fighter Command changing fs ‘Standard night fighter sehome ight rey-gren which merged Botton he darknessdetachment of lan McRitchie and Sgt Albert Beale scored 151 Squat only succes for November ‘when they destroyed a Ju 8 ina head-on clash above 4 convoy oll Great Yarmouth on the 15th By the end of 19/1 the RAF night ait defence had established itself asa force tobe reckoned with Tchad on charge nine squadrons flying Beauightrs, si operating Defias, ten Highs of Trbinlite Havocs and one squadron with standard Havocs. Bu airborne it OFC earemony radar was improving and something newer and more ackingham Palace lan ‘exciting was coming ~the de Havilland Mosquito, Nefitehie second from ght) with his wile Joyce, whomhe MOSQUITO NIGHTS married in 194, and her Mosquito I fighters were recelved by 151 Squadron ovens. ce eae H ‘in Apml 1942 replacing ts Hurricanes, and the Defias were finally replaced in July Fg Off lan McRitchie sconed again on the night of 30-31 July. Flying Mosquito DD659, he despatched ‘one Domier Do 217 into the North Sea, 60 miles (Osta off the coast of Norfolk and claimed another damaged far inland, Tis irs victim was Dornier Do 2176-4 54691U5+GV flown by Ofw Artur Hartig of W/KG2 and his crew eho all perished, Although his second ‘lim that night was for one Do 217 damage, there ws alot more wo the story ‘Aer the fist victory, lan radi failed and without guidance from ground control he decided to return to Wittering. In doing this he was actually following the rakers as his course was taking him towards some distant AA fre FIL Sgt E James, his radar operator, almost immediately picked up and lst a target at extreme range on bis ALMA.V serens, lan was in the ‘Wittering cireut when be noticed more AA fire and searchlights to the south, over the engineering and railway centre of Peterborough. They climbed towards the raid and James again etccted a target at maximum range. jst as lan ws about to attack, a searchlight suddenly it up the Most and tne enemy’ pilot threw his bomber into ving dive. lan and James los sight of “They climbed heck to search tenaciously for more Just as an was eet eet eee east about to attack, Then James, staring into the radar display, found a Sega ere (eee tere ete ete peetence eateries feteerieeee reed Licup the Mosquito James found it fin his tues poedliteteeeeeet cet As lan went in fast forthe kl the searchlight : again exposed the Mosquitos presence. The Do 217 threw his bomber ‘orkscrewed violently bu the Ausralian hung on to into a spinning dive, its every move. Atone stage, the Dorner jettisoned EU rene eun ls ‘COMBAT CLAIMS. ATE TYPE LOCALITY RESULT AIRCRAFT nmr a0 Jus YarnauthDaragod Detat A4a17 161 Sn RAF 23307182 DoziT __TheWesh —_Desujed_ Mosuto 100669 151 Sqn mac0782 DoZI7 __Peterbwaugh Damaged” Mosuta 100569 151 San RAF pone 00217 Dor Destoyed Mosq 00669 151 Sn RAF TOTAL: 4 esd 2 damaged 05 dexaye 61 damage tay hve oe 21764 STAVES RE which ned sto Por es {ts bom load almost om top of the parsing “Mosquito and atthe same time, a alert German peppered the night fighters starboard wing. lan's amon scored numerous critical bits on the Dornier swings and feselage, BY now they were down to 1500 feet ($50 m) and anand James had great difficulty keeping the Dornier {insight agains the dark ground, After expending all bis 20 mm ammunition, lan had no option bt to bree off and return to Wittering They had been alrhome four hours and covers hundreds of miles, And the Dornier? Around this time, 00am, local defending anti-aircraft gunners also claimed to have shot down an enemy bomber, Dormiet Do 217-4 SATO/US+ET of IIVKG2 crashed five miles (Ske) South of Peterborough, deep into the peaty fen soit nar the village of Conington. Is unfortunate crew vasa killed, mn 1978 members of the Derbyshire Historie Aviation Society excavated the site. Despite the sof. peaty scl, the speed at which the Dormer erashed andl exploded had shattered theater into fragments. Much of the wreckage was probably removed a the ime but some relies were found. The mst recognisable parts recovered were propeller bla ‘liner barrels rom a badly smashed engine Although lan and James only claimed a Do 217 damaged, thee remains avery ston possibility that ch of des, a crew seat, all wheel and some this was really their victory. Unfortunately, the Societys collection was later stolen an the ‘whereabouts of even these few relies fs unclear. On the night of 89 September near Duxford, lan and Fle Sg James found... a Dornier Do 217, jinking violently at 200mph (320k), 500 fect (130% above and infront, heading north” They opened fie from astern at 300 yards with a foursecond burst that Tit the fuselage, causing a fre to break out E/A began diving rns and fred back ineffectally but failed to avoid a three-second burst that set the port engine om fre Another three-second burs rom 300 yards hit the wings and the homber dived into the ground, exploding ina vivid white flash, This was Do 217 F8+AP from WKG#0 which crashed at Rectory Farm, Orwell near Cambridge. The crew was all lle, This was lan’ last combat claim. He was promoted to Flight Lieutenant andposted aay from 151 Squadron after 105 sorties to 51 OTU as an instructor on 11 April 1943 IDEAS MAN lan MeRitchie brought tothe RAF a highly active and inventive technical mind. When he had become fami ine with Mositas, he realised that the acral, ‘exiting gunsight was unsuitable, He installed his own by removing the optical fap from the sight and projec Ingthe target image detly onto the windscreen Having dane this, tests convinced him that the RAFS standard harmonisation patter forthe alrralts 20mm cannon was also inappropriate, so he worked ‘outa new patter, Through the influence ofthe dynamic AVM Basil Embry (later ACM Sir Basil Edward Embry GCB CB DSO*** DFC AFC), these modifications became new RAF standards Tan aso investigated why night fighters were printed black om the recommendation of Farnborough arch scientists, none of whom had ever owen at igh. Not satisfied, an trie dierent finishes with the help of an art friend, Roy Knockolds, Their ‘experiments led to Fighter Command changing is Jnr camouflage oa very lan was unsettled, he did not like being rested. Knowing his te value, Basil Embry tried to have him shifted to a night fighter development unit, but the Joined insead the Armament and Instrument Development Flight and worked asa researcher and test pilin the Aetodyname Flight at Farnborough, He flew 25 different British, American and German airral types, and gained the reputation of boeing innovative and able to find creative answers to solve tactical problems. His experience with American airraf led him to warn Embry that the Vultee Vengeance dive bomber being recommended for the 2nd Tactical Air Force (TAF) was unsuitable for operations in Europe Although designed toa British specification, the ‘Vengeance was to slo, had a poor climb rate and could not carey a sulficient bomb Toad. Embry sucessfully opposed its introduction and the 2nd TAF received Mosquitos instead, Tan became inereasingly eager to return to opera tional yng, badgering Embry fora posting Iteame catty in 1944 to 464 Squadron, the Australian unit at iansdon in Hertfordshire. He would he flying Mosq toes agin but bombers this time, not fighters. > ‘Above let: DH Mosquito Ws (of 454 Squadron RAAF ln Mcfitede siccosstay adapted techniques aor ighers. owt ‘Ave an MeRtchia ad is od end Kon Wats, POWs ‘Stalag Luft After the war the ar woe int business tgeths Botw et Operation Jericho, the famous attack on Amiens prison Of thse shot doves, lan Mette wae the nly srier Ian also investigated why night fighters were painted black on the recommendation of Farnborough research scientists, none of whom had ever flown at night.For greater accuracy, they lowered their undercarriage to reduce speed and dropped their bombs smack in the front door of the building”. Bolo beration tan Meitehie and Kon Wats ready toeave Stalag Lf and etre te Englands 464 SQUADRON ‘When Sqn Lar McRitchie became the new commander of 464 Squadrons Flight on 18 January 1944, he quickly adapted himself 10 bombing techniques and tained his pilots in the versatility of the Mosquitos he knew so well. Less than two weeks afer his avval, he was n ction over Munster, and from 6 February the squadron began bombing ‘weapon sites in the Pas de Calais, ‘On the 12th, he and his navigator Ft Lt Sammy Sampson, flew alone toa VI site after losing the other Monts om the way: For greater accuracy, they lowered their undererriage to reduce speed and dropped their bombs“... smack inthe ront door of the building”. Looking back, they saw the building ‘explode, When they returned o Hunsdon, their report prompted disheie at fist until confirmed by reece aircraft nextday! Then, on the 18th, came Operation Jericho ‘Thanks o his expertise asa metallugist, lan ‘contributed valuable information o the mision Inrifing. He warned that airspeed had to be 240mph {Ga5kavh) oF less when bombing the brick o stone walls. Any faster and the bomb casings could ractre rendering them useless Tan aircraft ws Moxgito FBV MM04/SB-T “The attack was timed to commence just after midday ‘when the German guards were mostly all together at Tunch, They would not know what hit them! The Mosquitos flew to ATbert and then along the Jong, straight Albert to Amiens road, an excellent rutin to the target. Fits to attack was 487 Squad, whose task it was to breach the outer wall, The New Zealanders were closely followed by an and his 464 Squadron wave to break open the main building and destroy the guards quartets, Everything went as planned and escaping prisoners spilled out through the demolished walls 3s the Mosquitos departed. 21 Squadron was not needed. Two Mosqitos were lost as they raced for home ‘One was areraft HXO2UEG-F flown by Gp Capt Percy Pickard commander ofthe mission, and FIL J. Broadley, shot down by a Focke-Wulf Fw 199 of TWJ26, Both were killed. The other lost Mosquito was lans MM4O4 ying south-west ofthe prison at under 100 feet (Gom), fan unfortunately went straight over fring ‘enemy AA battery: One shot strick the side ofthe fuselage and schrapnel severely wounded lan in the ight leg and arm in 26 places and hit his temple, Temporarily blinded, he called to Sampson for help, but Sammy Sampson was already dead. tan somehow managed to crasti-land near the village of Freneuvile before passing out. German {tops moved him to the village hospital and later to Amiens for tratment. lan was the only survivor among those shot down aftr the raid Tn terms of precision bombing, the attack ws balled a billant tactical success: However, not [knowen then, while the prisoners were trying to scape, 9¢ people were killed, and a similar number ‘were injured, Of the 258 who did escape, 30 were ‘members of the Resistance, 9 were politcal prisoners and 179 were erin Pow ‘When he was well enough, lan was placed in solitary confinement and interrogated for 42 days. After this, hae spent another six or seven weeks in Dulag Luft at COberusl the Lfwafes transit eamp for captured British and US aircrew before they were assigned toa POW camp. Alte mote ruitless interrogations he was dispatched to Stalag Luft Lat Bart to see out the war Stalag Lut was home’ for around TOO American and 850 British and Commonwealth airmen, Although at first his arm was of tle use, lan soon joined the camp escape organisation where his kil fo heat treating metas led to an ecient wire cutter factory’ being set up unde his supervision, While there, he met Sqn Ler Ken Watts a former member of 3 Squadron RAAF whose P-#0 Kityhawk (FRB) hal been shot down by Nak over lal. Ken arrived atthe prison camp a fortnight after lan and recalled “We didnot know each other before that time, but we have hen close mates ever since, Over the years bits of shrapnel an three py fom the plane have come out from is lft (sic) arm. The RAF ‘uniform he was wearing when he bailed out had ‘many flak holes inthe lle arm sleeve “Thad never know a man with suc enterprise and such a wide knowledge of ll sors of matters He read well and copiously While we were the guests ofthe Third Reich, Mac was called by one section of Keiegies as Pade’ and by another section as ‘The Professor. He was equaly at ease with both, Early in May 1945, the camp was liberate by Russian troops and the freed POWs were repatriated to England within a formight, Tan returned to Australia in 1946 to Melboure, his home town EPILOGUE AMicr the war, lan and Ken Watts went into business together forming the Watts McRitchie Enginesring Co Pry Lid in 1946, Over the years among other poston, the became President ofthe Australian Insitute of “Metals, and Managing Director of the Melbourne Heat Treatment & Metallurgical Services Pry Lid He enjoyed boating, motor eyeing, racing and, of course, fying. One of his great interests was the tallurgical study of Japanese swords. He and his wile Joyee, whom he marred in 1941, had three children, one boy and two gts lan MeRitehie passed aveay in Melbourne in January 1998, aged 82 Peronsstraur+_ Omar asi [Wak ' Bastols ee en ee a eee a ee eee eee Cea ie ieee acme ee) er eects feral peeve fatal eeteeater aces camara ice rss ogg Rah am GL PTE Oe Min Coe Coe tah Cia eC Loe ee CC Cn ae eta Ye CSCO co mon Cir oie en OeLockheed L.10 Electra & L.12 Electra Junior POWERPLANTS Lro2a Tio dp (3540 Pat Wey 7985 $8 Wasp Jor nine ein adil DIMENSIONS to Wig span 18.7: rth 1.78 (2M: beigt 3.7m 10 uz Wing span 15.09: gh 1.07 (A An hai 257m i) WEIGHTS, Laon np 877g (66H); mae ae 467249, (voor) Liza. in 2740g (040); mae ea 52441734 (865052006) ACCOMMODATION to Two cow nd 10 passa. ue Twa crow ix passonger. PERFORMANCE Laon Naso 175 B25 maces 16 (4): real ease Tet (eyeing 18,408 13 range 7dr (19m) Liza. Nex spse 15 B62 maces 184 ate: sere alg 72.00% (Gab) age 68560 (2884) PRODUCTION uo 101 108, 181.108, 1.106, 1.106 1004, 1 NROD, 1 XE, 30-365 toa 18 Le 1200 mac The small airliners which brought Lockheed into the modern era with their all metal construction, retractable undercarriage and other (for the time) advanced features, the L.10 and L.12 played industry giant it became. LOCKHEED had achieved some success with its Vegaand Orion sigle-engined, wooden commercial transports in the late 1920s and early 1930s but realised it needed to develop mote modern and Capable designs if that saccess ws to contin. The result was the Model 10 Electra, alow wing all metal monoplane with retractable underearria powered by wo Pratt & Whitney Wasp radial engines driving constantspeed propellers. Capable ‘of seating 10 passengers, the Electra as 3 ‘commercial steces or Lockheed and helped ‘establish the company internationally The prototype first flew on 23 February 1934 and although some operators found its passenger ‘pacity too small others were atracted by its speed, modern features and sizing below the las DC-2, It was proportionately cheaper and as such complemented the larger many fleets ‘Northwest Attines was the fist to put the Electra ft service in Angst 1934 ala eslthy ist of customers was quickly bait up including Pa America, Bra, Cniinental, Mid-Continent ad inthe USA, British Airways in the UK, LOT and Acroput in Europe, Trans-Canada Airlines (which ‘used Eletras ast inital equipment on formation in 10937), and Australias Ansett and Guinea Aways The major production version was the initia L.1OA with R-985 Wasp Juniors along ith smaller portant part in the development of Lockheed into the ‘numbers ofthe L1OB (Wright Cyclones), L10C (Wasp Juniors) and L.10E (R-1340 Wasps). The XR2O-1 and -2 were one-off transports forthe US Navy and Coast Guard, respectively, the XC-35 was an experimental version with pressarised cabin, and the C-36 models for the USAAC comprised three aircraft purchased new and others subsequently Impressed into mltary service lectras were also used as corporate aircraft and for long distance flights, In 1936 Major James Doolitle seta new Chicago-New Orleans record and {in July 1937 famed aviatsix Amelia Earhart and her ‘navigator Fred Noonan perished when their L10E disappeared without trace over the Puife during fn around: the-world ight atempt. Although some airlines fet the 10-passenger 1.10 Electra was too small to meet their main services needs, others considered the aircraft 100 big for economical use on feeder services to small Lackehed responded with the L12 Electra Junior basicaly a scale! down and lighter six passenger version of the L10 which retained the originals powerplants and therefor offered higher perform- nce, The result ws am acral which sold nearly as ‘wel as its predecessor with 130 manufactured. OF ‘hose, far proportion were purchased by the US tila and other nations’ ai arms. The frst 12 was flown om 27 June 1936, The‘major production model was the standard L124, delivered to airline in the USA, Britain, Europe and elsewhere US miliary versions were C-40 and C-404, (later UC-40/A) for the USAAC (3 aircraft) an JO-1 (US Navy) and JO-2 (Us Marine Corps), one ofeach being purchased. The XJO-3 was an experimental ‘model with fixed tricycle underearvige for carrer deck landing trials an the designation C-40D/ 'UC-40D was applied 19 10 L12As impressed lor wartime USAAF service, ‘Other nations to purchase L 12s or military tse included Argentina, Cama, Cuba and the Netherlands East Indies Army which had no fewer than 36, OF thes, 16 were converted to Model 212 crew trainers with dorsal gun turet and provision to tary hobs under the wings ‘One 112A was acquired by the National Advisory Committe lor Aetonautics (NACA ~ the MINI PROFILES | STORY: STEWART WILSON predecessor of today’s NASA) For testing a wing {de-icing system utilising hot engine exhaust gasses. ‘Ome of the more interesting wses to which an 1L12 was put occurred during the three mouths leading up tothe outbreak of WWH in September 1939. Asan exceutive of the British based Dulaycolour company, Australian Sidney Cotton (who was involved inthe development of colour photography and largely responsible for modern cial photography techniques) flew his aireralt ‘ostensibly om business ad other tips into Europe Cottons 12 was equipped with cameras and the slreraft used o septtionsly photograph German tiltary installations asi few overhead. The ‘information provided was invalable to the war effort and Cotton’ activities led tothe formation of the RAF Photo Reconnaissance Unit PRTONSTRALIA® Top: Tho L12 Becta Junior, “deatetched version ofthe original {a ret own 1896. Thie ‘example cent fis in Australia, ‘wed by Doug milton. fo! 200 ‘Above: The fet moder Lockheed, he ta Electra smal iin fst own ‘in 1994 L108 VH-UZO Arsrtes has ong Austrain history, having boon ‘olor in 197 for Ansett Kirways.Piper Super Cub POWERPLANT Paes (ne Sip (71K Connon 3D F fou ince piston engine Paes One 135% (014M cong (029002 ou cinder piton oie Paet50 (One 159 (126 tyconrg 0 70-A fom ice tn eng DIMENSIONS Eanty moves Wing span 1.76 3 gt {50 [2 Si hight 208m wings 16 17856 Paets0 Legh 68m (28 in WEIGHTS, PAe05 Et 67g (610) Nato! 0k (15008) Paes pty kg (98) te a (008) Patets0 pty 2g (46) ate 78 (17508) PERFORMANCE. Paes expand 74 Een) Case sped 7 (161m) tcl 7108 (216) nn Serie eng 15750 (00) Nex epeed 1104 204m ax se 74 18067) ita ci 6708 (sn Serie ein 17100 (52120) Fang rose 372 (804), Paret60 asp 113 oder Nex crse 10 (18h) its ci 9 (202) Serie ein 19000 (578) Range at max eruse fra ese) 4000n (soe PRODUCTION 10.326 AT ord 318 Following on from the Piper J-3 Cub featur: in the previous edition of AERO Australia, we complete the story by looking at the last of the THE SUPER CUB was derived from the PA-L1 Cub Special, Piper fist post-war design to enter produc tion, self an evolutionary sep from the 3 Cub, The PAIL sported several new features including meal swing spars fac anke moved from the fiselage to the ‘ort wing, fully cowled engine, sreamined wing Struts, upgraded interior and revised underearrage. Powerplant cholees were either a 63hp (48KW) Continental A65-8 or 90hp (6TRW) CO0-8. The fist Cub Special flew in March 1946, production contnaing until 1949 ding which time 1541 ‘were built iicluding 105 1-18Bs forthe US Army: Piper was building no fewer than 30 aireraf of various models pe dyin eatly 1947 to eater for dhe postr light altcraft boom, but bust usually follows ‘boot and this occurred in March 1947 when sles rapped to ust the pee day and Piper was forced to simpend production as ts stockpile grew lu yas against this background that the PA-18 Super Cub was developed, replacing the PA-11« the production line ate 1949, The frst airrat was flown on 25 March 1949 asthe PA-19 and was oi rally designed to meet a US Army requirement for a Tilson aicraft Only thee were built as PA-19s, the remaining 10,326 Super Cubs carrying the company designation PA-18, including those for the military. ‘Compared tothe Special, the Super Cub had an enlarged rudder and modified wing centre section, “There were no wing flaps originally and standarl e, the PA-18 Super Cub. fue capacity was 18 USal (68 litres) in the port ‘wing tank but this could be doubled with the Installation of a second tank in the starboard wing The Super Cub was originally oflred in two models, retrospectively dubbed PA-18-95 and PA-18. 105, powered by either a95hp (7IkW) Lycoming {€90-12¥ or 108hp (SOK) Lycoming 0-235-C “Maxionun weight was 680kg (1500) in both cases but the more powerful model featured wing flaps and lange horizon al surfaces with bors balanced elevators in place ofthe 95s straight hinge elevators The 95 was built in small numbers und 1961 bu the 105 was replaced after one yea of production by the PA-18-125 in 1951 witha 125bp KW) Lycoming 0-290-D, 1951 also sa the Aelvery ofthe fist of several Super Cub variants For the miliary ieloding the L-18C (PA-1895), L21A (PAT8-125) and L-21B PA18-133) These featured extended rear cabin glazing and 1586 were delivered tothe US Army and USAF. between 1951 and 1961 with many aircraft supplied to foreign ar arms under the Mutual Defence Aid Pact (MDAP) programme The Super Cub 125 vas replaced hy the PA.18-135 in 1952 with a 33hp (101K W) {Lycoming 0-290-D2 and the two fuel tanks as sandra equipment, The 135 provided the Super (Cubs final engine cowling shape with the addition rburctor intake filter in its lower halThe definitive Super Cub, the PA-18-150 with 150hp (112k) Lycoming O-320-A appeared in late 1954 and apart from one interruption, remained available forthe next 40 years. Maximum takeoff ‘weight increased to 794kg (17501). Piper developed floatplane (PA-18), amphibian (PA-18AS) and agricultural (PA-18A) versions all with inereased maximum weights. First owe in 1951, PA-IBA was cetfed to. masirnam weight of 939k (2070Ib) in the estrcted category and ad 3 hopper where the rea seat was normally located plus the necessary equipment for spraying or dusting. The Super Cub 150 remained! fundamentally unchanged throughout its production ile with only ‘minor upgrades and modifications eing incorpo rated. These included an optional meal belly pan and strengthened lower rear faslage in 1961; the tno Action of ine chromate an-corrosion irealment and strengthened fuselage frames in the mi-1960s; and a change from Grade A cotton fabri covering 10 longer-lasting Ceconite in 1971 The visual float fuel gauge was replaced with jpanel-mounted electric gauges in 1976, a switch from DC generator to AC alternator to drive the eletrics| ane in 197, aluminium instead of fabri covered ailerons als in 1977; and the incorporation of more feliable an effective Cleveland brakes in 1978, Super Cub production chugged along ata steady rate through the 1960s and 1970s, seuling down te an average of 120 per annum between 1962 (after {he last military models had been delivered) and 1979, Production reached 200 that yea, which was the lst ‘good ane” efore the general aviation skump ofthe early 1980s hit. Piper sold the Super Cubs marketing rights to WIA Ine of Lubbock, Texas in August 1991 together with 15 unsold areal. Piper continued building the aicralt to WTAS order and by the time production ended in November 1982, 10,224 Super Gas ofall models had been bul. Thete ended the Super Cub story fo the next five years, Piper in the meantime going through changes of ownership, culminating in ts May 1987 Acquistion by Stuart Milas Romeo Charlie Ine The Super Cub was reintroduced to the range in 1988, the first of the new models fying in July of that year wth afew improvements Including a standard rather than optional electrical system. The airralt was offered either complete oF asa kit without engine or propeller. By the end of 1989, 52 ofthese new Super Cubs tha en buil, at which time the company was in financial trouble with production of all models ssispended and staff aid off Chapter 11 Bankruptey Protection was entcred in July 1991 alter seve buyout attempts failed, snchuding one by France’ Aerospatiale Ie wait until July 1995 that dhe company was rescued by a consortium of creditors, investors, ‘employees and Teledyne Motors Continental, itself ‘major creditor, and reconstituted as New Piper Aiea, Super Ch prodiction continued in small ‘numbers ~ five in 1990, none i 1991, ene in 1992, 19 in 1993 and 24 in 1994, bringing he PA-18 total {10,326 plus the thre PA-19 development areraft, The las Piper Super Cub was completed in December 1994, PRTONSTRALIA® MINIPROFILES 79) Main Th Piper Super Cob is regarded sppropratayrogitredPA-1-150 VA. {CUB was the 7725 ofthe ine, bulk 1961s ‘Above: Th rs and the et, moe than four decades and 0,000 aera apart ‘Super Ca in 18-1 (N5AtOH) and fm 180113 (504), thoes of {hein bul in te 1896, b 150 remained fundamentally The Super C unchanged throughout its production life with only minor upgrades and modifications beingSent ere ete eee Sr etd en ec) [er Meee Peres eee eae eee eee ene TUE eee eee eee ae eee er ILYUSHIN I1-62M POWERPLANTS Fear 24250 (107 Seton SKU DIMENSIONS ‘Wing son 2.2m (4 nth ‘12m (1743! oght 235m Sal wna an 2785? GOS WEIGHTS ‘paar ane 7 gon (57888 x ta 15 006 (3,757). ACCOMMODATION Typical 10 passoners med css or ‘Mpasengars single cas scabs. PERFORMANCE ‘ria sned 42-6 (18 Oe ‘isg ts 28003, 04 10000 12,000) mx pd age 42100m (Peco ange wth 1D passing PRODUCTION 2idal anode The Soviet Union's first long range jet airliner, the crore enti designed to provide Aeroflot with an aircraft suitable for international services and which was equivalent to Western types in terms of performance and passenger comfort. TTS CONFIGURATION wos similar to that ofthe [British Vickers ¥C10 with rear mounted engines and Tail, other fatutes including double slotted flaps, thre setion ailerons, sper surface roll control spoilers and a fied leading edge extended droop on the wings’ outer 1o-thids The prototype first lew in January 1963 powered by 16.5351b (73.3kN) thrust Lyla AL-7 turbojets a5 the specified Kuznetsov NK: turholans were not yet ready: NK-8-4s of 23,15015 103.0kN) shrust were fit so the original iL62 production model, these featuring cascade-type thrust reversrs onthe outer engines ony. A lengthy development programme followed {due to problems with the aera tendency to deep ‘all (rm which recovery was imposible) when the wings blocked allow wo the tal at high angles of attack, and slow development ofthe NK. After conductinga number of proving Highs ssthin the USSR, Aetfl finally put the 1-62 ito international service in September 1967 onthe Moscow-Montrea route and replaced the Tupolev Ti-114 turboprop on the Moscow-New York sry fce in July 1968, I wae subsequently flown on most fof Aeroflot long haul routes inclaing Moscow Paris, Moscow Tokyo and Moscow-Havasa The NATO reporting name was Clasic’ and aly aircraft were normally configured to carry 168 passengers in a single clas, although up to 186 could be accommodated Developed versions were the major production T-62M (1971) with more fuel efficient Soloviey 1-30 turbofans, moalfied wing spoilers which ‘could be operated differentially for improved roll contol, a revised flight deck, increased fuel ‘and much improved payload range New avionics allowed routine operations in Cat TT instrument landing conditions with provision for expansion to Cat I, bringing the 1162 in line with its Westem contemporaries The further improved 1-62MK with strength ned structure and landing gear to allow an increase in maximum weight flew in 1978, This anda redesigned "widebody interior permitted an increase in maximum passenger capacity to 195, while clamshelltype thrust revesers were fited (Other operators included Chinas CAC, East Germanys Inerflag, Balkan Bulgarian, LOT, CSA, Romanias TAROM, North Korea’ Choson Min Hang and Cubana, the later finally retising its asin 2011 (Of the 270 1-62s bully, about 150 went to Aeroflot, The lst owo were completed in 1994 but production had been sporadic and at low rate i later years, By the end of the 1990s about 1501-623 were sul inservice, mainly in Russia and with CS rations. Only eight remained in commercial service in 2012 ineluding with North Korea’ Ait Koryo (4), while about 16 more are sil ying with government operators. PerowstiairsAIR SHOWS | MiG-15 | LIGHTNING CRASH LESSONS | BIRD DOG | YEAR IN REVIEW Moc PCr A SUC CE ccc) PEG r ae tad Fifer eos) Cy Cory re} re) magazinesNCE THE END OF WORLD WAR I, Sa rete Or aaa) Seg eg a ed ce See ee ee treat with @ show at Richmond and Seer ey Smal eae eect ee ree ere ces ct aa ‘The folowing photographs taken by ERIC ren eerie ees U.$.AIR FORCE oy Boeing -S0F Suprftoss 070159 (47-0159) 2 Mascot in teconnaiesance nerf to cary et aera maping and geosevey ‘Work, This one was converted frm a S08. ot in October 196. Th 0" profic was used by ears od This acraft was originally a USN RtLockheed €-181A Starter 6.0165 at Mascotin Api 1968, Lockheed HC-120H Hercsles 65-0985 at Mascot in December 1967. But im les the modified nose incorporates W030 variantoreo err t mca en etd Ceorrre errr Peer tony pon Douglas €-124 Globemaster 0.21038 (52-1028) Mascot in March 1968. =. U.S. AIR FORCEPr eerste ‘of hom in 1962 with he socond Ce ne ed cers Coe Lockheed U-2A 564718 at East Sale in May 1961, on of tre viking U2As fromthe onoe Strategic Reconnaissance Squadren. I was given name of iyo el forthe visit Cenc ee ee paiaeeomer erent epee Douglas VE-18A 533240 at Mascot in Nevember 1965. The (118A as based on the commercial OC-A and hiss one ot to converted to VIP transpers in 1964 and operated by the 254th kr Taner (Special Missions) Wing out of Andres ‘AFB, Maryan, smbor 1973 this aerate ‘tom the final atch of 23 €-5As, the lst of thom daliveredin May 1872,