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RAAF HISTORY:
77 SQUADRON’S ODYSSEY
•
FLY RECREATIONAL
•
KC-30A TANKER
•
MIRAGE ALBUM
ISSUE 53 JANUARY/MARCH 2017
Aust $11.95 NZ $11.99 (inc. GST)
Australia & New Zealand
WILSON MEDIA
Warbirds
Directory
PLUS
GENERAL AVIATION
HISTORIC AVIATION
COMMERCIAL AVIATION
Caravan
Mister Versatile
Kittyhawk
In RAAF Service
737 MAX
Almost ready
TM
ero
CONTENTS
A
ISSUE NUMBER 53 – JANUARY/MARCH 2017
ISSUE 53 JANUARY/MARCH 2017
EDITOR
Stewart Wilson
Email:
stewart@aeroaustraliamag.com
PO Box 181, Bungendore NSW 2621
VINTAGE & WARBIRDS EDITOR
Peter Hallen
Email:
peter@aeroaustraliamag.com
REGULAR CONTRIBUTORS
Eric Allen, Martin Bass, Ray Berghouse, Jamie and Tash Chinery,
David Crawford, John Croker, Brendan Cummins/bcpix, Terry
Ellis, Ryan Fletcher, Juanita Franzi, John Freedman, Jeff Gilbert,
Lance Higgerson, Dennis Newton, Murray Permain, Nigel
Pittaway, Wayne Starick, Richard Siudak, Wendy Wilson.
DESIGN & PRODUCTION
Mat Clancy
Emsee Publishing Design
ADVERTISING MANAGER
Wendy Wilson
Tel:
+61 2 6238 1620
Fax:
+61 2 6238 1626
Mob:
+61 412 265 585
Email:
wilson@netspeed.com.au
Email:
wendy@aeroaustraliamag.com
ADVERTISING SALES
Ray Berghouse
Mob:
0427 416 868
Email:
rberghouse@chevron.com.au
SUBSCRIPTIONS
www.aeroaustraliamag.com
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PO Box 181 Bungendore NSW Australia
FEATURES
REGULARS
5
EDITORIAL
A guest editorial this time on
the subject of the state of the
general aviation industry.
24
KITTYHAWK IN RAAF SERVICE
The RAAF’s ‘workhorse’ fighter was a
vital part of Australia’s defence during
WWII and also served in North Africa
and the Mediterranean.
6
AEROGRAMMES
Bits and pieces of news and
aviation information from
around the world.
32
MISTER VERSATILE
The Caravan single turboprop multi-role
utility aircraft has been one of
Cessna’s success stories with
more than 2,600 delivered.
14
AEROGRAMMES EXTRA
Cathay Pacific ends 747
passenger operations.
38
WARBIRDS DIRECTORY 2017
A comprehensive reference listing
of Australian and New Zealand warbirds,
past and present.
16
WARBIRDS & VINTAGE
News from the world of old
aeroplanes.
20
MOVEMENTS
Some of the aircraft spotted
around the traps over the last
few months.
50
TANKER OF CHOICE
The RAAF’s Airbus KC-30A multi-role
tanker/transports are proving their worth
every day, including on combat operations.
WILSON MEDIA
PUBLISHER
Wilson Media Pty Ltd
PO Box 181 Bungendore NSW 2621 Australia
Tel:
+61 2 6238 1620
Fax:
+61 2 6238 1626
AERO AUSTRALIA IS PUBLISHED BY WILSON MEDIA PTY LTD
ABN 94 082 531 066, PO Box 181 Bungendore NSW 2621 Australia. All rights reserved.
No part of this magazine may be reproduced in whole or in part without the prior
permission of the publisher. Printed in Australia by Bluestar Web, distributed in Australia
by Integrated Publication Solutions and in New Zealand by Gordon & Gotch. The publisher
will not accept responsibility or any liability for the correctness of information or opinions
expressed in the publication. All material submitted is at the owner’s risk, and while every
care will be taken, Wilson Media does not accept liability for any loss or damage.
PRIVACY POLICY
We value the integrity of your personal information. If you provide personal information
through your participation in any competitions, surveys or offers featured in this issue of
Aero Australia, this will be used to provide the products or services that you have
requested and to improve the content of our magazines. Your details may be provided to
third parties who assist us in this purpose. In the event of organisations providing prizes
or offers to our readers, we may pass your details on to them. From time to time, we
may use the information you provide us to inform you of other products, services and
events our company has to offer. We may also give your information to other
organisations which may be used to inform you about their products, services and
events, unless you tell us not to do so. You are welcome to access the information we
hold about you by contacting Wilson Media Pty Ltd.
56
READY TO GROWL
The RAAF’s already formidable capability is
set to increase even further with the
imminent arrival of its first Boeing EA-18G
Growler electronic attack aircraft.
78
SKYWARRIOR:
77 SQUADRON RAAF
Two wars and eleven years
away from home.
60
MAX UPDATED
The fourth generation of Boeing’s
best-selling 737 is now well into its
flight test programme with first deliveries
set for the second quarter of 2017.
84
AIR SHOWS
Local roundup – Port Lincoln,
Scone, Townsville and
Temora antiquers.
Copyright © 2016 Wilson Media Pty Ltd
90
AERO ALBUM
Mirage Memories - some
images from the ‘Delta Lady’s’
RAAF service.
www.aeroaustraliamag.com
facebook.com/AeroAustraliaMag
plus.google.com/AeroAustraliaMag
instagram.com/aeroaustraliamag
pinterest.com/aeroaustralia
twitter.com/aeroaustralia
64
RECREATIONAL FLYING
Yes, there is a more affordable way
to go flying – and here it is!
94
AERO MODELS
Willi Messerschmitt’s
masterpieces in metal
and plastic.
69
MINI PROFILES
The last large British airliner and a
widely-used wooden twin.
COVER
Graham Hosking’s
Corsair and Judy Pay’s
Mustang snapped by
GAVIN CONROY. Our
comprehensive Warbirds
of Australia & New
Zealand directory starts
on page 38.
98
AERO REVIEWS
Some books that might find a
place in your Christmas
stocking.
72
SAAB’S JETS
21R, Tunnan, Lansen, Draken and
Viggen, the remarkable story
of Sweden’s combat jets.
THE ORIGINAL
Many claim originality, but there is always only one true pioneer. In designing the PC-12 our
objective was to create the world’s most versatile, high performance, efficient and safe aircraft
and back it up with the highest level of service. Today, with over 1,400 aircraft in operation, our
commitment is just as strong as when the first PC-12 was delivered. At Pilatus, we succeed by
helping our customers succeed. How’s that for an original idea? Step up to the “Pilatus Class” now.
Pilatus Australia Pty Ltd
•
Phone +61 8 8238 1600
•
www.pilatus-aircraft.com
ero
COMMENT
A
GA – ITS OWN
WORST ENEMY?
THIS ISSUE, AeroCOMMENT is not written
by the editor but by an industry colleague.
An experienced pilot and industry
administrator, he is well qualified to express
these views but wishes to remain anonymous.
This piece results from the recent trend for
the Australian general aviation industry to
blame everyone but itself for its difficulties.
The regulator – CASA – is the main target
and while much of the criticism aimed at it is
certainly justified, the view here is that many
of the industry’s problems can be regarded as
self-inflicted. Read on....
“It was realised by the committee that
expansion of the order of recent years could not
continue indefinitely and that some form of
consolidation would finally hit the industry.
This has indeed been most general throughout
Australia.... there is a need for new thinking and
the industry, during the next years or so, will no
doubt witness substantial changes.”
– from the
annual report of the Royal Aero Club of WA
1967-68, nearly half a century ago.
Many suggest that the GA downturn has
its genesis in the actions of governments and
commercial enterprises and the resulting
increase in costs and loss of facilities. These
concerns also included what has become almost
a tradition in GA – that it was all better in the
‘good old days’ of the Department of Civil Avia-
tion (DCA) and Sir Donald Anderson.
It is time GA joined the 21st century and
stopped languishing in the middle of the
20th. Government policies, public
expectations, the economy and business
effectiveness have changed. Unfortunately, a
culture within GA of blaming everyone else
for the effects of these changes is blinding us
to what we must do to catch up.
Let’s understand the era of DCA and Sir
Donald Anderson and how it differs from
today. Over the period of Anderson’s tenure
as Director General (1956-1973) there are
some aviation and significant non-aviation
factors that need to be considered:
•
The country as a whole was emerging from
the economic effects of a global war.
•
Regional infrastructure (including sealed
roads) was limited and motor vehicles were
only just beginning to approach the
comfort and capability we enjoy today.
•
The Australian aircraft fleet grew from 903
aircraft to approximately 4,000. Today there
are about 19,000 of which some 18,000 are
general aviation, including the RA-Aus fleet.
•
Unemployment from 1940 to 1970 was
only 1-3 per cent.
•
The share of gross domestic product (GDP)
from mining went from 50 to 70 per cent
with attendant growth in air travel to
remote areas.
Mat Clancy
•
The proportion of GDP from agriculture
declined from nearly 20 per cent to less
than 5 per cent.
In 1959 Parliament passed a Bill allowing
the granting of leases for businesses on
airports. This was intended to ensure some
economic return on the funds invested in
airport development. It was also a continua-
tion of the cost recovery process begun in
1947 when airways charges were introduced
for the first time.
By the end of the 1960s things were
beginning to change even more. The Federal
Government announced that the flying
training subsidy scheme would be closed
down after having been in place in various
forms since 1924. The subsidies were to
encourage the early development of the
industry, then to support military training
and later to support post-war growth.
With the removal of the restrictions on
training arising from funding eligibility rules
and the creation of a level (although perhaps
uneconomic) playing field, the number of
flying schools began to increase beyond the
former aero club group of 43. The records
of the clubs at the time reflect concern over
considerable loss of earnings due to the
training subsidies ending. Many were
recording financial losses.
Since the early 1970s there has been many
more changes in the world in which we live
and operate. A succession of governments,
from both sides of politics, have identified
public support (or at least only fractured
opposition) for the concept of cost recovery
(including privatisation) for a huge range
of services and facilities.
These were previously accepted as the
responsibility of government with funding
coming from the tax paying public. However,
Australian society was changing. The
economy had blossomed and individuals who
had not seen economic depression – the baby
boomers – were flexing their political and
economic muscles.
One of the most significant changes was
the dramatically increasing range of choice
in almost all aspects of life. There was more
competition for the spending dollar, and it is
possible that understanding and dealing with
these changes is the key to success in the
industry.
With this increase in choice, together with
increasing disposable incomes, marketing of
opportunities to buy new experiences has
blossomed. Whether they be in domestic or
international travel, cars, extreme adventure
sports or substantial mortgages, marketing
has become critical.
Despite the marketing of almost anything
appearing everywhere we look, when did you
last see an advertisement of any sort for flying
training or aircraft charter outside an aviation
magazine or tourist brochure rack? It is a
fundamental rule of any business that no one
will buy a product if they don’t know what it
is or where to find it.
People with businesses in general aviation
regularly lay blame for their parlous economic
state on government, the regulator, big busi-
ness or any other target of opportunity. Sure,
better roads, better motor cars, airfares lower
than ever dreamed of in the past and events
such as drought have had dramatic impacts
on many parts of GA. In some cases those
reductions in activity might be irrecoverable
because what displaced them is cheaper and
more convenient.
Despite this, there are general aviation
businesses that are succeeding and growing.
The fleet of aircraft has increased and people
still learn to fly.
GA might be succeeding in some areas in
spite of itself. When was the last time the
industry’s participants worked together to
identify and quantify the contribution the
sector makes to the economy and community;
to promote aviation as a challenging, reward-
ing and enjoyable recreation; or to create the
impression of being a well organised, profes-
sional and enthusiastic group?
It is unlikely we will see sustained and
widespread improvement if we do not
understand and penetrate the market
represented by the entire population of what
is a very prosperous country. Perhaps general
aviation is its own worst enemy.

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