A significant number of Cessna 180s have appeared on the Australian Civil Register and seven served with the Australian Army, with 161 Recce Flight, 98 Squadron from September 1965 until February 1971 when they were replaced with Pilatus Porters. The seven Cessnas flew a total of 16,150 hours and carried out 11,169 sorties during

their time in Vietnam. Three of the aircraft were written off in Vietnam, but without loss of life. The first, A89-043, became the first Australian aircraft of any kind to be lost in Vietnam when, on 26 August 1968, pilot Lieutenant Steve Tizzard made a forced landing in a paddy field, following a propeller failure. Both Steve and his systems operator, Corporal Dick Schafer, were only bruised. On leaving the aircraft they found themselves surrounded by a force of about fifteen troops dressed in black and the two prepared for a desperate stand. The tallest member of the patrol then put his hands in the air and shouted, “Don’t shoot, I’m an American adviser”. Although the aircraft was recovered it was subsequently written off on 29 August.

HARS Cessna 180C VH-WGD was manufactured in 1960, maker’s number 50739. Imported by Bankstown-based Rex Aviation and registered in Australia in May of that year, it was sold to a Tamworth-based aerial agriculture company and fitted as an aerial sprayer. After performing this work for only a short time the aircraft passed through a number of hands until purchased in November 1987 by HARS member Gina Wilson.

Gina placed the aircraft on long-term loan to HARS in 1998. The aircraft was subsequently repainted to represent Lieutenant Tizzard’s A89-043. In addition to providing a reminder of an important but little-recalled part of Australian military aviation history, the Cessna serves HARS in training and transportation roles.

Cessna 180c VH-WGD

Aircraft Specification

180C Cessna

Length 7.8 m  |  25 ft 6 in

Wing Span 11 m  |  36 ft 2 in

Height 2.4 m  |  7 ft 9 in

Maximum Take Off Weight 1,270.07 kg  |  2,800 lbs

Empty Weight 687.2 kg  |  1,515 lbs

Maximum Speed 274 km/h  |  170 mph (147 kt)

Economical Cruise Speed 195 km/h  |  121 mph (105 kt)

Maximum Range (Standard) 1,491kms  |  925 miles (831 nm)

Engines

1 Continental 10-470 L horizontally opposed (flat six) air-cooled piston engine

Displacement 7.7 ltr  |  7,702 cu in

Maximum Power 179 kW  |  240 hp

Maximum RPM 2,600

Propellors Originally fitted: Hartzell two-blade solid aluminium constant speed (counterweight)

Presently fitted: McCauley three-blade solid aluminium constant speed (semi-hydromatic)

The sleek modern lines of the new twin were backed up by innovative features such as engine exhaust thrust augmentor tubes and the storage of all fuel in tip tanks in early models. In 1964 the engine exhaust was changed to flow under the wing instead of the augmentor tubes which were considered to be noisy.

Typical of Cessna model naming conventions, a letter was added after the model number to identify changes to the original design over the years. The first significant upgrade to the 310 series was the 310C in 1959, which introduced more powerful 195kW (260 hp) Continental IO-470-D engines. Production of the Cessna 310 series ended in 1980, the final version being the 310R and T310R.

The Cessna 310 was a common charter aircraft for the many air taxi firms that sprang up in the general aviation boom that followed World War 2. The advantages of the Cessna 310 over its contempories, such as the Piper Aztec, were speed, operating costs and the after market modifications such as the Robertson STOL kits which made it popular world wide for its bush flying characteristics. It could access short fields while at the same time carry a large useful load of 2,000 lbs or more at high speeds for a twin engine piston aircraft.

Cessna 310 VH-REK was manufactured in 1956 and was the first of its kind to be flown to Australia in 1958. It was initially purchased by the CSIRO for the purpose of cloud seeding experiments. It was subsequently sold into general aviation. In this capacity, the aircraft spent nearly seven years in New Guinea being flown by a Catholic Priest, the late Father JGA Flynn, before being finally relocated at Bankstown.

This aircraft was extensively rebuilt in 1994 and acquired by HARS in late 1996. Since then, an extensive overhaul of all systems, particularly electrical and radio has been carried out by the Society. The aircraft is now in excellent flying condition. The aircraft is equipped with Instrument Flight Rules (IFR capability). The Cessna 310 is now operating in the Society’s pilot training and recency programs.

Aircraft Specifications

Cessna 310

Length 9.7 m  |  23 ft 11 in

Wing Span 11.2 m  |   36 ft 11 in

Height 3.3 m  |  10 ft 8 in

Maximum Take Off Weight 2,495 kg  |  5,500 lbs

Empty Weight 1,518 kg  |  3,347 lbs

Maximum Speed 383 km/h  |  283 mph

Range 2,668 km  |  1,440 mls

Engines

2 Continental IO-470-M flat-6 piston engines

Power (each engine) 179 kW  |  240 hp

De Havilland’s famous DH 82A Tiger Moth could trace a direct line of descent  from the equally famous de Havilland DH 60 Gipsy Moth of 1925 which is regarded as having made possible worldwide development of the flying club movement.

The Tiger Moth prototype was derived from the de Havilland DH 60 Gipsy Moth. It was powered by a de Havilland Gipsy III 120 hp engine and first flew on 26 October 1931. The RAF ordered 35 Tiger Moth Is which were designated the DH 60T. A subsequent order was placed for 50 aircraft powered by the de Havilland Gipsy Major I engine (130 hp) which was designated the DH 82A Tiger Moth II. The Tiger Moth entered service at the RAF Central Flying School in February 1932. By the start of World War 2 the RAF had 500 of the aircraft and large numbers of civilian Tiger Moths were requisitioned to meet the demand for trainers.

The Tiger Moth is an open tandem cockpit biplane. The fuselage is constructed of steel tubing and covered in a combination of fabric and thin plywood. The wings and tail plane are constructed of timber and covered in fabric. The de Havilland Tiger Moth became the basic trainer aircraft for the Commonwealth Air Forces just prior to and during World War 2. The RAAF had around 100 Tiger Moths stationed at Temora NSW as their principal training base during the war.

De Havilland manufactured 8,811 DH 82A Tiger Moths between 1931 and 1945. A total of seven countries produced the Tiger Moth (England, Norway, Sweden, Portugal, Canada, Australia and New Zealand). De Havilland in Australia built a total of 1,085 Tiger Moths, 500 of which were exported to other countries. After retirement from active war time service, Tiger Moths began to come on the civilian market and were quickly snapped up by enthusiasts and flying clubs. These superb little aircraft were to remain in short supply, for in the early post-war years very few new light planes were available.

Many Tiger Moths in Australia and New Zealand were used to pioneer the technique of top-dressing and later, of crop spraying, leading to the current worldwide mass production of purpose-built agricultural aircraft.

Even today, Australia has one of the largest collections of flyable Tiger Moths still on the civil register. Whatever magic there is in having the wind whip by one’s ears in an open cockpit, the de Havilland DH 82A Tiger Moth must have it in abundance as it still captures the imagination of most aviation enthusiasts.

The aircraft pictured over leaf is in a serviceable condition and is currently on a long-term lease to the Historical Aircraft Restoration Society from Hawker de Havilland.

De Havilland DH-82 Tiger moth A17-394 VH-DHV

Aircraft Specification

DH 82A Tiger Moth

Length 7.29 m |  23 ft 11 in

Wing Span 8.94 m  |  29 ft 4 in

Height 2.68 m  |  8 ft 9 in

Maximum Take Off Weight 803 kg  |  1,770 lbs

Empty Weight 506 kg  |  1,115 lbs

Maximum Speed 176 km/h  |  109 mph (95 kt)

Cruise Speed 148 km/h  |  92 mph (80 kt)

Maximum Range (Standard) 486 kms  |  302 mls

Engines

Power Plant De Havilland Gipsy Major I inverted four cylinder air-cooled piston engine

Maximum Power 97 kW  |  130 hp

Propellor Fixed pitch, 1.8 metre diameter, two blades made of laminated timber. The leading  edge covered with a thin brass strip to prevent damage.

The aircraft was then delivered to 38 Squadron of the RAAF at Archerfield Base on 8 May 1945 as A65-95, with a domestic registration of VH-RFL. The Squadron moved to Schofields NSW on 15 August 1946 and the aircraft was transferred to 37 Squadron on 10 October 1946 where she had her wartime camouflage removed and was employed on courier flights to Japan in support of the British Commonwealth Occupation Forces.

After a short period with 86 Wing at Richmond, where she flew with 36 Squadron and 1 Communications Unit on general support tasks, A65-95 was transferred to the Central Flying School at East Sale. While at East Sale, A65-95 was engaged in support of the RAAF School of Radio Ballarat and training of GCA operators as well as aircrew training and general transport support tasks.

A65-95 was transferred to the Aircraft Research and Development Unit (ARDU) at Laverton Victoria on 14 March 1961 and stayed with that unit when it moved to Edinburgh South Australia in February 1977. While at ARDU, A65-95 was engaged primarily on the calibration of radio navigation aids, although there were many occasions when she was used to transport university Air Cadets to camps at Edinburgh, Amberley, Wagga and Fairbairn. Other tasks A65-95 was engaged in were RAAF Signaller training, search and rescue, aerial photography and trials support.

A65-95 served in ARDU until 1997 and was decommissioned in 2000. At this time she had flown a total of 14,900 hours and was 55 years old.

She was acquired by HARS in July 2000 and had been the victim of spare parts requirements for a few years. As a result she required many parts to get her back in the air again. This was achieved by begging, borrowing and ‘acquiring’ parts until she was ready to fly again. She was then flown from Edinburgh in Adelaide to Bankstown in Sydney, where she went through restoration and registration onto the domestic register as VH-EAE. It took a further 2 years to replace the borrowed parts and complete the 100 hourly service and become airworthy again.

Thanks to the RAAF the aircraft was essentially left in RAAF livery. The only changes to the livery were that the words ‘Royal Australian Air Force’ on both sides of the fuselage were changed to ‘Historical Aircraft Restoration Society’ and the ARDU insignias on the tail were changed to the HARS insignias.

VH-EAE was nearing the completion of restoration work when on 8 January 2003 a severe thunderstorm hit Bankstown and the strong winds dislodged the rudder chock resulting in the rubber being free to flap in the breeze. Significant damage was caused to the rudder and control systems and nullified any plans of transferring the aircraft to Albion Park until repairs were done. After completing the necessary repair work, A65-95 was flown to Albion Park, her new home, on 20 February 2003.

The first HARS mission for A65-95 was a visit to Temora on 22 March 2003. On the 5 July 2003, A65-95 headed for Temora once again. This sortie was a busy one making two trips to Temora in the one day.  On board for the first trip were several VIP’s including Nancy Bird Walton who thoroughly enjoyed the flight and keenly observed on the flight deck as A65-95 purred along magnificently through the crisp calm morning air.

Douglas C-47 Dakota A65-95 VH-EAE

Aircraft Specifications

Douglas C-47B Dakota

Length 19.66 m  |  64 ft 6 in

Wing Span 28.96 m  |  95 ft

Height 5.10 m  |  16 ft 6 in

Maximum Take Off Weight 12,700 kg  |  28,000 lbs

Empty Weight 8,160 kg  |  18,000 lbs

Maximum Speed 346 km/h  |  215 mph (187 kt)

Cruise Speed 273 km/h  |  170 mph (147 kt)

Maximum Range 1650 kms  |  1025 miles (890 nm)

Engines

Power Plant Two Pratt & Whitney R-1830 14-cylinder, air-cooled, twin row radial engines

Power Plant Weight 665 kg  |  1467 lbs

Displacement 30 ltr  |  1830 cu in

Maximum Power 895 kW  |  1200 hp

Maximum RPM 2400

Propellors Three bladed variable pitch

Eight aircraft survive today, however only three are known to be airworthy (all Mk-2s): VH-ADN c/n 5009, VH-AZS c/n 5018 and VH-DHM c/n 5020. The aircraft pictured above is in serviceable condition and is currently on a long-term loan to the Society from Hawker de Havilland.

Four Drovers are preserved as memorials or in museums; three Mk-3s (with Lycoming flat 4 engines), VH-FDR c/n 5006 and VH-FDS c/n 5007 at the Queensland Air Museum at Caloundra and VH-FDC c/n 5013 at the Central Aviation Museum in Alice Springs. One Mk-2 as a memorial to the Royal Flying Doctor Service in Mt. Isa, a composite of VH-DRD c/n 5010 and VH-AZN c/n 5017.

The de Havilland Aircraft DHA-3 Drover was produced to replace the de Havilland DH-84 Dragon then in widespread use in Australia, many by the Royal Flying Doctor Service. The prototype (c/n 5001) first flew on 23 January 1948. VH-DHM c/n 5020, is the 20th and last production model and was produced in 1951 and registered

VH-AHZ, she was then sold abroad in August 1965 and became VQ-FAH. Her registration was changed to VH-PAB on her return to Australia in 1969, then owned by Pastoral Aviation, but by 1973 her condition was deteriorating. The aircraft received a new owner on 27 June 1973, along with an overhaul and a new colour scheme of orange and white.  She was purchased by Hawker de Havilland in 1981 and restored by the Apprentice Training Centre and repainted to her current white/blue/red scheme. Her first post restoration flight was on 17 July 1986. The aircraft was maintained by Hawker de Havilland at Bankstown until the company was taken over by British Aerospace when it was transferred to Parafield, South Australia. When Tennix took over Hawker de Havilland VH-DHM was placed in the operational and maintenance care of HARS, being ferried to Bankstown in June 2000. Since then she has undergone a thorough inspection and maintenance program.

De havilland DHA-3 Drover VH-DHV

Aircraft Specifications

Length 11 m  |  36 ft 2 in

Wing Span 17.38 m  |  57 ft

Height 3 m  |  9 ft 9 in

Empty Weight 1,859 kg  |  4,100 lbs

Payload 681 kg  |  1,500 lbs

Maximum Take Off Weight 2,950 kg  |  6,500 lbs

Maximum Fuel Capacity 408 ltr  |  90 gal

Total Engine Oil Capacity 41 ltr  |  9 gal

Maximum Speed 225.3 km/h  |  140 mph

Cruise Speed 201.4 km/h  |  125 mph

Maximum Range 805 kms  |  500 mls

Rate Of Climb 244 m/min  |  800 ft/min

2 Engine Climb 61 m/min  |  200 ft/min

Take Off Run 475 m  |  1,560 ft

Landing Run 460 m  |  1,500 ft

Engines

Power Plant 3 De Havilland Gipsy Major Mk-10 4 cylinder, inverted, in-line, air-cooled, direct drive

Power Plant Weight  141 kg  |  312 lbs

Displacement 6.124 ltr  |  373.6 cu in

Take Off Power 108 kW  |  145 hp

Cruise Power (Typical at 200 knots)  80 kW  |  108 hp

Power Loading 9.1 kg/kW  |  14.95 lbs/hp

Propellors De Haviland PD 80/2 MI/1 fixed pitch 2 blades,  2.06m / 6 ft 9 in diameter

It was allocated to10 Squadron, which then operated out of Townsville, as an Anti-Submarine Reconnaissance aircraft, and was one of a total of 24 Neptunes operated by RAAF 10 and 11 Squadrons. It served with 10 Squadron from March 1962 until being retired from RAAF service in May 1977 when it was placed in storage at Townsville awaiting disposal. During its years of service A89-273 logged a total of 5476 flying hours.

Long after the aircraft was de-commissioned it was acquired from a private owner in Townsville by members of the Society in a partly restored condition.

Since its total restoration over 10 years ago, this aircraft has been on the Air Show circuit thrilling audiences with an imaginative flying routine.  In November 1996, the Society commenced an extensive maintenance program on Neptune A89-273 from nose to tail, culminating in the aircraft being declared airworthy again in January 1998. All maintenance was carried out by our own engineering team.

In November 1999, the Society had great pride in returning 273 back to its old squadron at Edinburgh Air Force Base in South Australia to celebrate the 60th Anniversary of the formation of 10 Squadron in 1939. Edinburgh is now the home base for this squadron. Neptune A89-273 VH-IOY is the only former RAAF Lockheed Neptune flying in Australia and is maintained, operated and crewed by members of HARS who maintain a high degree of maintenance and safety, and continually strive to maintain the aircraft in immaculate condition. With large amounts of spare parts and engines available it is anticipated that Neptune A89-273 will continue to be maintained in a flying condition and appearing at air shows throughout Australia for many years to come.

Lockheed Neptune P2V-7 A89-273 VH-IOY

Aircraft Specifications

Purpose Long range maritime reconnaissance and anti-submarine warfare aircraft

Length 28 m  |  91 ft 8 in

Wing Span  37.7 m  |  103 ft 10 in

Height 8.5 m  |  28 ft

Wing Area 92.9 sq m  |  1,000 sq ft

Maximum Take Off Weight 36,240 kg  |  79,895 lbs

Empty Weight 22,650 kg  |  49,935 lbs

Maximum Speed 664 km/h  |  410 mph (375 kt)

Cruise Speed 302 km/h  |  188 mph (175 kt)

Initial Climb Rate 536 m/min  |  1,760 ft/min

Maximum Range 5930 kms  |  3685 nm

Service Ceiling  11,750 m  |  38,550 ft

Crew Total 10 aircrew

Search Light 70 million candlepower located on the starboard

wingtip

Radar & Other Electronics Main radar housed in large ventral dome. Magnetic Anomaly Detector (MAD) located in the (Stinger) glass fibre tail boom

Armament Two .05 in (12.7 mm) machine guns in dorsal turret, provision for underwing rockets and up to 8,000 lbs (3628 kg) of bombs, torpedoes, depth charges or mines.  Equipped for day and night torpedo attack, mine laying, mast level bombing and photo reconnaissance. The Aircraft can carry a variey of equipment for use against ships and submarines.

Engines

Radial Engines 2 x Wright compound 18 cylinder R3350-32W air-cooled radial piston engines

•  Maximum Power 2,610 kw  |  3,500 hp

• Displacement 55 ltr  |  3350 cu in

•  Propellors 4 blade (steel), constant speed, full feathering, reversible.

Jet Engines - 2 x Westinghouse J34-WE turbo jet engines

• Thrust 1,542 kg  |  3,400 lb

The aircraft was then delivered to the RAAF on 2 May 1945 as A65-94 with a domestic registration of ‘VH-RFK’ and served in 38, 36 and then 34 Squadrons.

In 34 Squadron A65-94 was used as a VIP aircraft, transporting members of parliament and visiting dignitaries. During the Queen’s visit to Australia in 1954, A65-94 was used as a support aircraft carrying equipment for the tour. She was also used as a crew currency training aircraft and was based at Canberra. Gooney Birds, as they were commonly known, finished service with 34 Squadron in 1967 and A65-94 finally went to the Aircraft Research and Development Unit (ARDU) in 1982 where she served until 1997.

When A65-94 was decommissioned in 2000, the aircraft had flown a total of 14,600 hours and was 55 years old.

She was acquired by HARS in July 2000 and flown from Edinburgh in Adelaide to Bankstown in Sydney, where she went through restoration and registration onto the domestic register as VH-EAF. Thanks to the RAAF the aircraft was essentially left in RAAF livery.

The only changes to the livery were that the words ‘Royal Australian Air Force’ on both sides of the fuselage were changed to ‘Historical Aircraft Restoration Society’ and the ARDU insignias on the tail were changed to the HARS insignias.

After completing the necessary inspections and test flying, she was flown on her first excursion for HARS to Temora on 12 December 2000. Since that first outing she has flown many missions proudly sporting the HARS banner.

On 13 July 2001, VH-EAF departed Bankstown on a mission to participate in the Outback Air Show in Queensland. The first sector to Charlieville went without incident. However, after refuelling at Charlieville and heading north for Longreach, about 30 minutes out from Charlieville, the left engine suffered a fractured ring in one cylinder necessitating a single engine return to Charlieville. The aircraft performed quite satisfactorily on one engine and returned safely to Charlieville.

On 20 April 2002, the mission was to be present at the 60th anniversary of 36 Squadron at Richmond Air Base. The squadron was very pleased to see A65-94 fly in and for some of the senior members to take a flight in her.

Aircraft Specifications

Douglas C-47B Dakota

Length 19.66 m  |  64 ft 6 in

Wing Span 28.96 m  |  95 ft

Height 5.10 m  |  16 ft 6 in

Maximum Take Off Weight 12,700 kg  |  28,000 lbs

Empty Weight 8,160 kg  |  18,000 lbs

Maximum Speed 346 km/h  |  215 mph (187 kt)

Cruise Speed 273 km/h  |  170 mph (147 kt)

Maximum Range 1650 kms  |  1025 miles (890 nm)

Engines

Power Plant Two Pratt & Whitney R-1830 14-cylinder, air-cooled, twin row radial engines

Power Plant Weight 665 kg  |  1467 lbs

Displacement 30 ltr  |  1830 cu in

Maximum Power 895 kW  |  1200 hp

Maximum RPM 2400

Propellors Three bladed variable pitch

The aircraft is a PBY-6A model, built in 1945 by Consolidated at its New Orleans plant, c/n 2043 and delivered to the US Navy. It was later sold as surplus to the Aircraft Instrument Corporation and placed on the US Civil Register as N9562C. It was later transferred to Chile and flew with several companies until placed in storage in 1960 for twenty years. It was retrieved from storage and began operations as a water bomber with registration CC-CCS. Whilst in fire fighting service on 27 January 1986 the aircraft sank in Lago Guitierrez, Argentina. It was salvaged, rebuilt and back in service in 1988. In 1991 it was ferried across the Atlantic for operation by the Spanish Land Management Department ICONA. Subsequently it went on charter to Aerocondor in Portugal.

HARS intends to restore the Catalina to conform as closely as possible to the configuration of the famous RAAF ‘Black Cats’ of World War 2. The RAAF ‘Black Cats’ were pure flying boats, enabling long range and maximum possible loads with extended water take offs. The Society’s PBY-6A is an amphibian (with retractable wheels), but once fully restored, in flight with wheels retracted, it will resemble the original ‘Black Cats’ flying boat very closely. The aircraft markings selected are those of A24-362 which served with 43 Squadron RAAF as OX-V. This aircraft was flown by HARS member Rees Hughes. The original A24-362 had the tail fin of the PBY-6A. The incredible versatility of the Catalina was demonstrated most during World War 2. The Society’s VH-PBZ ‘Felix’ proudly represents the ‘Black Cat’ squadrons of the RAAF and is a fitting tribute to the 239 Australian airmen who lost their lives undertaking hazardous bombing, barge harassing, air sea rescue and mine laying missions in Catalinas, both at night and in daylight, and always at very low altitudes. These activities caused significant disruptions to the Japanese supply lines, particularly oil and essential military cargoes, by the destruction of their shipping. Because of their long range capability they proved to be excellent reconnaissance aircraft. Their most notable activity in this capacity was in the shadowing of the Japanese Naval Force just prior to the Coral Sea Battle. In all, The RAAF had a total of 166 Catalina aircraft.

The war time configuration of the Catalinas used in operations carried a 0.5 inch Browning machine gun in each blister and twin .303 Browning machine guns in the bow compartment as well as in the tunnel compartment. The machine guns in the blister had to be restrained by a movable arm that was in position during action stations to stop the gunner from inadvertently shooting the aircraft’s tail off. The machine guns in the bow and tunnel compartments fired on targets below or behind the aircraft.

It must be remembered that these Catalinas were flying boats and even though they were flown by RAAF pilots all terminolgy was nautical. Although they were heavy on the controls, the Catalina was a very docile plane to fly, however on the water it was a very ungainly boat.

Even after the outbreak of war, Qantas took delivery of 19 Catalinas between January and October 1941. They were to convey important persons as passengers travelling overseas. Their most notable route was the ‘Double Sunrise Service’ direct from Perth to Ceylon (Sri Lanka), a distance of 5,632 kilometres without touchdown. It was the only form of personnel transport between Australia, Europe and America during the war.

Catalinas continued in passenger service after the war linking many of the Pacific islands with Australia. The last Qantas flying boat service was a Catalina New Guinea flight on 24 July 1958 using VH-EBD. New Guinea services were then taken over by TAA using two amphibian PBY-5As acquired from Canada. The undercarriage and hydraulics were removed to increase payload.

Several other airlines, including Ansett, employed Catalinas in the 1950s and 1960s for brief periods on island work. It is disappointing that none were preserved in flying condition and that an airworthy example has had to be purchased overseas.

Aircraft Specifications

(Based on PB2B-2, PBY-5, PBY-6)

Consolidated PBY-6A Catalina – 2 Step Planing Hull, Retractable Floats

Length 19.45 m  |  63 ft 10 in

Wing Span 31.7 m  |  104 ft

Height 6.14 m  |  20 ft 2 in

Maximum Take Off Weight

•  Military 15,900 kg  |  35,000 lbs

•  Civillian  12,700 kg  |  28,000 lbs

Maximum Landing Weight 12,700 kg  |  28,000 lbs

•  Rough Water 12,380 kg  |  27,300 lbs

•  Unfaired Nose  12,250 kg  |  27,000 lbs

Draught (@ 27,000 lbs)  0.8 m  |  2 ft 9 in

Airborne Speed (@ 27,000 lbs)  120 km/h  |  75 mph (65 kt)

Climb Speed 165 km/h  |  103 mph (90 kt)

Cruise Speed 213 km/h  |  132 mph (115 kt)

Landing Speed 138 km/h  |  86 mph (75 kt)

Stall Speed (floats up)  84 km/h  |  52 mph (45 kt)

Normal Fuel Capacity 5,900 ltr  |  1,460 Imp. gal

Engine Oil Capacity (usable each engine)  220 ltr   |  54 Imp. gal

Maximum Range 5,670 kms  |  3,450 mls (3060 nm)

Maximum Endurance Longest non-stop flight 31 hr 45 min

Maximum Cruise Altitude 7,620 m  |  25,000 ft

Ceiling 5,520 m  |  18,100 ft

Passengers 14 airline configuration – up to 28 charter

Engines

Power Plant 2 twin row 14 cylinder Pratt & Whitney 1830-92 radial engines

Maximum Power (at take off)  895 kW  |  1,200 hp

Take Off Power Setting 2,700 RPM and 48” manifold pressure

Cruise Power Setting 1,850 – 2,050 RPM and 30” manifold pressure

Supercharger Single Speed

Fuel Consumption (per engine cruise)  105 – 135 ltr/hr  |  28 – 35 gal/hr

Maximum Oil Consumption 2 ltr/hr  |  0.5 gal/hr

Overhaul Life 1000 hrs

This service was the first such trans global service in world airline history.

‘Connie’ as it is affectionately known, was originally built as a C-121C for the United States Air Force, serial number 54-0157, c/n 4176, and was delivered on 6 October 1955 when it was allocated to the 1608th Military Air Transport Wing based at Charleston, South Carolina. On 25 July 1962 it was transferred to the Mississippi Air National Guard and on 14 February 1967 it moved on to West Virginia Air National Guard, where it served for the next five years. Connie’s last active duty was with the Pennsylvania Air National Guard from mid 1972 until its relegation to storage at Davis Monthan Air Base at Tucson, Arizona in June 1977.

In 1990 some Society members were in Tucson collecting Neptune spares and saw this derelict Super Constellation. In a moment of madness the thought occurred that it should be recovered to complete Australia’s aviation history and negotiations commenced for its acquisition.

Considered obsolete and of no further use, storage maintenance ceased in 1981 and as a result was designated of scrap value only. In addition most of the engine accessories and instruments had been cannibalised. Failure to re-seal the aircraft after an inspection permitted access to legions of birds to nest and foul the interior over many years. This in turn discouraged the scrap metal merchants from bidding on the aircraft due to the infestation of guano and the subsequent imperfections that it would cause in the smelting of the aluminium.

In November 1991, HARS started what was to become a major project when  54-0157 was placed in our care for restoration and delivery to Australia. Relying solely on volunteer labour and aiming at a high standard of restoration and serviceability, the project was to take five years. The restoration work commenced in May 1992 at Pima Air & Space Museum and in September 1994 the Super Constellation took to the air after nearly eighteen years on the ground. Another solid year of work was required to prepare the aircraft for the Pacific crossing and in late 1995 final flight training was undertaken. On 3 February 1996 the Super Constellation VH-EAG arrived in Sydney after an incident free crossing of 39.5 hours flying time. Stops on the delivery flight to Australia were made at Oakland, Honolulu, Pago Pago and Nadi.

The major difficulty in the restoration process was the need for the volunteers to continually travel to Tucson to carry out the restoration work. This was time consuming and costly. However, the assistance given by both organisations and the countless individuals in the US and Australia eased the volunteers’ burden and made the restoration process a rewarding experience.

Brief statistics on this project were:

• 16,000 man hours were expended on the project (all volunteered)

• Some $800,000 in cash was raised

• Approximately $1.2m was raised in sponsorship services

• 47 team trips were mounted, each averaging 14 days

• 38 hours of crew training was accomplished before the delivery flight

Lockheed super constellation "Connie" VH-EAG

Aircraft Specifications

Lockheed L1049-F / C-121C Super Constellation Aircraft

Length 35.4 m 116 ft 2 in

Wing Span 37.5 m  123 ft

Height 7.5 m  24 ft 9 in

Maximum Take Off Weight Fuel

• 115/145Octane (Not Available) 62,370 kg 137,500 lbs

• 100/130 Low Lead Fuel 54,545 kg 120,000 lbs

Maximum Landing Weight

• 115/145Octane Fuel (Not Available) 51,256 kg 113,000 lbs

• 100/130 Low Lead Fuel 46,039 kg 101,500 lbs

Maximum Fuel Capacity  24,790 ltr  5453 Imp. gal

Total Engine Oil Capacity 830 ltr 186 Imp. gal

Maximum Cruise Speed 480 km/h 300 mph (260 kt)

Approach Speed 185 km/h  115 mph

Stall Speed

• Landing 153 km/h 96 mph (83 kt)

• Clean 194 km/h 119 mph (104 kt)

Maximum Range 5560 kms 3450 mls (2996 nm)

Maximum Endurance 16.5 hrs 16.5 hrs

Maximum Cruise Altitude 7620 m 25,000 ft

Crew

• Civil Version 5 technical and 4 cabin

• Military Version 4 technical and 1 cabin

Passengers

• Civil Version 59 - 87 Qantas configuration

• Military Version Up to a maximum of 106

Engines

Fuel injected, twin row 18 cylinder turbo compound supercharged radial engine

Civil Version 4 Curtiss-Wright TC18 EA3

Military Version 4 Curtiss-Wright R3350-93A

Power Plant Weight 2702 kg  4568 lbs

Displacement 55 ltr  3350 cu in

Maximum Power

• 115/145Octane Fuel (Not Available) 2535 kW 3400 hp

• 100/130 Low Lead Fuel 2148 kW 2880 hp

Cruise Power (Typical at 200 Knots) 1080 kW 1450 hp

Fuel Consumption (Per hour/engine at cruise) 445 ltr 100 Imp. gal

Oil Consumption (Per hour/engine at cruise) 9 ltr 2 Imp. gal

RPM

• Take Off 2900

• Cruise Typical 2200

• Idle 800

Maximum MAP (Manifold Pressure)

• 115/145 Octane Fuel (Not Available) 54”

• 100/130 Low Lead Fuel 52”

Other Important Information

Each engine has 3 exhaust power recovery turbines delivering 112 kW / 150 hp each (at take off)

Overhaul Life  Subject to condition, but generally

US Airfoce 2700 hr

US Navy 3400 hr

Propellors Hamilton standard 43H 60. 3 blade (aluminium),

constant speed, full feathering, reversible.

Propellor RPM  Approximately half engine speed