Contents: Please scroll down
- Work begins on first Australian F-35
- TD2000 get together in Albury
- ACT Ford Day, March 2013
- Cold War Warriors return to South Korea
- WWII Wackett Gannett Crash at Mt Ainslie
- Canberra P76 40th anniversary
- Of Jensens, Austins and Jaguars
- Rare Citroen at P76 40th anniversary
- No 37 Squadron 70th anniversary
Work begins on first Australian
F-35 stealth fighter
FIRST F-35 FOR AUSTRALIA TAKES SHAPE IN FORT WORTH
FORT WORTH, Texas, Oct. 8, 2013 – Lockheed Martin and the Royal Australian Air Force (RAAF) celebrated the beginnings of the first F-35 Lightning II for Australia yesterday. The aircraft, designated as AU-1, officially began the mate process, where major components of the aircraft are joined together to form the aircraft’s structure. AU-1 will then make its way down the assembly line and roll out of the factory for delivery to the RAAF in the summer of 2014.
Jeff Babione, Lockheed Martin Vice President and Deputy Program Manager for F-35, highlighted the ongoing partnership between Lockheed Martin and Australia. “Today marks a new beginning for tactical aviation for Australia,” said Babione. “Lockheed Martin is proud of our long and storied relationship with Australian aviation, and now, the F-35 will ensure that the relationship with the RAAF and Australian Industry remains strong for decades to come.”
The global supply chain for the F-35 currently has 14 Australian companies under contract and building parts for the F-35. Australian industry is expected to gain up to $6.3 billion USD in industry opportunities over the life of the F-35 program. Every F-35 built will have some Australian parts and components.
The occasion also marked a longstanding history between Lockheed Martin and Australia’s Defence Forces, beginning with the Lockheed Vega, F-111 and continuing with the F-35. Australia’s first two F-35s, now in production, will be delivered to the RAAF next year.
The F-35 Lightning II is a 5th generation fighter, combining advanced stealth with fighter speed and agility, advanced mission systems, fully fused sensor information, network-enabled operations and cutting-edge sustainment. Three distinct variants of the F-35 will replace the A-10 and F-16 for the U.S. Air Force, the F/A-18 for the U.S. Navy, the F/A-18 and AV-8B Harrier for the U.S. Marine Corps, and a variety of fighters for at least 10 other countries.
Headquartered in Bethesda, Md., Lockheed Martin is a global security and aerospace company that employs about 116,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration, and sustainment of advanced technology systems, products, and services. The Corporation’s net sales for 2012 were $47.2 billion.
Media Contact:
Laurie Quincy, 817-763-3980; [email protected]
Please visit our website:
http://www.f35.com/australia
FORT WORTH, Texas, Oct. 8, 2013 – Lockheed Martin and the Royal Australian Air Force (RAAF) celebrated the beginnings of the first F-35 Lightning II for Australia yesterday. The aircraft, designated as AU-1, officially began the mate process, where major components of the aircraft are joined together to form the aircraft’s structure. AU-1 will then make its way down the assembly line and roll out of the factory for delivery to the RAAF in the summer of 2014.
Jeff Babione, Lockheed Martin Vice President and Deputy Program Manager for F-35, highlighted the ongoing partnership between Lockheed Martin and Australia. “Today marks a new beginning for tactical aviation for Australia,” said Babione. “Lockheed Martin is proud of our long and storied relationship with Australian aviation, and now, the F-35 will ensure that the relationship with the RAAF and Australian Industry remains strong for decades to come.”
The global supply chain for the F-35 currently has 14 Australian companies under contract and building parts for the F-35. Australian industry is expected to gain up to $6.3 billion USD in industry opportunities over the life of the F-35 program. Every F-35 built will have some Australian parts and components.
The occasion also marked a longstanding history between Lockheed Martin and Australia’s Defence Forces, beginning with the Lockheed Vega, F-111 and continuing with the F-35. Australia’s first two F-35s, now in production, will be delivered to the RAAF next year.
The F-35 Lightning II is a 5th generation fighter, combining advanced stealth with fighter speed and agility, advanced mission systems, fully fused sensor information, network-enabled operations and cutting-edge sustainment. Three distinct variants of the F-35 will replace the A-10 and F-16 for the U.S. Air Force, the F/A-18 for the U.S. Navy, the F/A-18 and AV-8B Harrier for the U.S. Marine Corps, and a variety of fighters for at least 10 other countries.
Headquartered in Bethesda, Md., Lockheed Martin is a global security and aerospace company that employs about 116,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration, and sustainment of advanced technology systems, products, and services. The Corporation’s net sales for 2012 were $47.2 billion.
Media Contact:
Laurie Quincy, 817-763-3980; [email protected]
Please visit our website:
http://www.f35.com/australia
TD 2000 get together in Albury (2012)
This is a belated report on the 2012 inaugural ``All Australia'' get-together of TD 2000s that has come to me courtesy of Barry Millar of Queanbeyan. I, like Barry, am the happy owner of one of Australia's least known cars. Watch this space for more pictures, stories and information on Ararat's answer to the Morgan. And no, the TD 2000 is not a `kit car' or a replica. 100 were handbuilt by Gasons of Ararat between 1989 and 1991. Peter Brock designed the front suspension and they had the highest local content of any post-war Australian built-car.
THE 2012 INAUGURAL ‘ALBURY EVENT’
Perfect. That’s how it was described by all participants: perfect venue, perfect programme and - thankfully - perfect weather.
The inaugural ‘All Australia’ get-together of TD2000s occurred on the weekend 10 and 11 March 2012. It was hoped to be the largest gathering of TDs in Australia since their introduction in the late-80s and it was: nine TDs (five from Victoria and four from NSW) were joined by one rogue MGB (sorry Phil!). Phil owns and drives a racing TD which is not registered for public roads. Of the nine TDs participating, six are red, two are green and one is cream. All were immaculately presented.
The portent for a successful get-together was demonstrated early when, while merging from the Barton Highway on to the Hume just north of Yass, I had to back off the revs to avoid side-swiping Sue’s TD! We met Adrian and Leigh at the Yass service centre and drove to Albury in a three-car convoy.
We arrived at the Hume Inn Motel in South Albury late on Friday afternoon to find that most of the Victorian-based TDs had already arrived. It was wonderful to meet other TD owners we’d only been in touch with via email and the very successful Yahoo web site set up by Sue. That night we walked to a club in Albury for dinner, after which several of the group went to see a film.
On Saturday morning we departed the motel at 10 o’clock in perfect conditions. After a short drive in convoy formation through some beautiful country we arrived in the lovely township of Yackandandah where, along with about the same number of AC Cobras, we created quite a spectacle. Doug Cordes joined us here. After a break for coffees and a bit of shopping we headed for Beechworth for lunch.
From Beechworth we drove to Chiltern where we stopped for a photo op and a quick look around the antique shops.
We were then led by Doug in his TD to his hometown of Rutherglen. Here we had another nice break when we could have a coldie in a local pub, browse through the shops and walk through Doug and Jenni’s lovely B&B, the Bank on Main. We returned to Albury via Wodonga, still enjoying perfect conditions.
Shane Dougherty had booked the group in for dinner at a lovely restaurant in Albury (Manhattan’s). It was a pleasant walk on a warm evening and the meals were wonderful. Another memorable event.
On Sunday morning, after a leisurely breakfast and packing our cars, the majority of us drove the short distance (literally across the road from the motel) to show our cars in the Hovell Tree Park, on the corner of the old Hume Highway. While the display attracted considerable interest from passers-by, it was a good chance to ‘check out’ each other’s TD. It was interesting to note that there were no two TDs with the same configuration or fit-out even when build dates were close.
Following unanimous agreement that the weekend was a roaring success and that we must do it again we began to disperse and head for home.
Those Victorians participating were: Shane and Wilma Dougherty from Berwick, Gary and Pam Finnis from Mentone, Doug and Jenni Cordes from Rutherglen, Chris and Barb Thomas from Gladysdale, Trevor and Jenny Christensen from Traralgon and Mark and Jo-Ann Anderson from Romsey. Those from NSW were Sue Gregory from Warnervale, Adrian and Leigh Reynolds from Exeter, Phil and Dianne Youel from Berrigan and Barry and Rosemarie Millar from Queanbeyan West.
Special thanks go to Shane for his comprehensive planning (motels, restaurants, the Saturday drive and Sunday’s ‘show and shine’) accompanied by clear maps and directions, and to Jo-Ann for her photographs. It is hoped to have more TDs participate next year – in particular those of the Sydney-based owners. We’ve already got a starter from Queensland!
Shane, on his return home, made a bulk booking at the motel for the same weekend next year!
THE 2012 INAUGURAL ‘ALBURY EVENT’
Perfect. That’s how it was described by all participants: perfect venue, perfect programme and - thankfully - perfect weather.
The inaugural ‘All Australia’ get-together of TD2000s occurred on the weekend 10 and 11 March 2012. It was hoped to be the largest gathering of TDs in Australia since their introduction in the late-80s and it was: nine TDs (five from Victoria and four from NSW) were joined by one rogue MGB (sorry Phil!). Phil owns and drives a racing TD which is not registered for public roads. Of the nine TDs participating, six are red, two are green and one is cream. All were immaculately presented.
The portent for a successful get-together was demonstrated early when, while merging from the Barton Highway on to the Hume just north of Yass, I had to back off the revs to avoid side-swiping Sue’s TD! We met Adrian and Leigh at the Yass service centre and drove to Albury in a three-car convoy.
We arrived at the Hume Inn Motel in South Albury late on Friday afternoon to find that most of the Victorian-based TDs had already arrived. It was wonderful to meet other TD owners we’d only been in touch with via email and the very successful Yahoo web site set up by Sue. That night we walked to a club in Albury for dinner, after which several of the group went to see a film.
On Saturday morning we departed the motel at 10 o’clock in perfect conditions. After a short drive in convoy formation through some beautiful country we arrived in the lovely township of Yackandandah where, along with about the same number of AC Cobras, we created quite a spectacle. Doug Cordes joined us here. After a break for coffees and a bit of shopping we headed for Beechworth for lunch.
From Beechworth we drove to Chiltern where we stopped for a photo op and a quick look around the antique shops.
We were then led by Doug in his TD to his hometown of Rutherglen. Here we had another nice break when we could have a coldie in a local pub, browse through the shops and walk through Doug and Jenni’s lovely B&B, the Bank on Main. We returned to Albury via Wodonga, still enjoying perfect conditions.
Shane Dougherty had booked the group in for dinner at a lovely restaurant in Albury (Manhattan’s). It was a pleasant walk on a warm evening and the meals were wonderful. Another memorable event.
On Sunday morning, after a leisurely breakfast and packing our cars, the majority of us drove the short distance (literally across the road from the motel) to show our cars in the Hovell Tree Park, on the corner of the old Hume Highway. While the display attracted considerable interest from passers-by, it was a good chance to ‘check out’ each other’s TD. It was interesting to note that there were no two TDs with the same configuration or fit-out even when build dates were close.
Following unanimous agreement that the weekend was a roaring success and that we must do it again we began to disperse and head for home.
Those Victorians participating were: Shane and Wilma Dougherty from Berwick, Gary and Pam Finnis from Mentone, Doug and Jenni Cordes from Rutherglen, Chris and Barb Thomas from Gladysdale, Trevor and Jenny Christensen from Traralgon and Mark and Jo-Ann Anderson from Romsey. Those from NSW were Sue Gregory from Warnervale, Adrian and Leigh Reynolds from Exeter, Phil and Dianne Youel from Berrigan and Barry and Rosemarie Millar from Queanbeyan West.
Special thanks go to Shane for his comprehensive planning (motels, restaurants, the Saturday drive and Sunday’s ‘show and shine’) accompanied by clear maps and directions, and to Jo-Ann for her photographs. It is hoped to have more TDs participate next year – in particular those of the Sydney-based owners. We’ve already got a starter from Queensland!
Shane, on his return home, made a bulk booking at the motel for the same weekend next year!
No. 38 Squadron marks 70 years of service
With a remarkable unbroken record of service, Air Force’s No. 38 Squadron this month marks the 70th anniversary of its formation.
No. 38 Squadron was formed at Royal Australian Air Force (RAAF) Base Richmond on 15 September 1943, and remains the longest continuously-serving operational flying squadron in the Air Force.
Chief of Air Force, Air Marshal Geoff Brown, congratulated all those who have served with No. 38 Squadron for their achievements.
“Over the last 70 years, No. 38 Squadron has worked continuously to support both peacetime and military operations, from supporting troops on the frontline to providing much-needed relief following disasters.” Air Marshal Brown said.
“This anniversary is an opportunity to celebrate No. 38 Squadron’s achievements, as well as remember those who paid the ultimate price and lost their lives in the squadron’s service.”
To mark its 70th anniversary, No. 38 Squadron conducted a family day on September 14 at RAAF Base Townsville, and will host a reunion of past and present members in November.
Commanding Officer of No. 38 Squadron, Wing Commander Stewart Dowrie, explained the unit has come full circle since its establishment in 1943.
“On our formation, our role was to transport essential Defence personnel and light cargo across Australia and into New Guinea, and this is effectively the role we perform today,” Wing Commander Dowrie said.
“No. 38 Squadron was initially equipped with the Lockheed Hudson as a light transport, and later replaced these with Douglas Dakotas that were flown until 1973.
“In 1964, the squadron began a 45-year legacy of flying the Caribou, an aircraft renowned for its short take off and landing capability.”
No. 38 Squadron crews have supported Defence operations around the globe, including airdropping supplies to Australian Diggers in New Guinea and contributing crews during the Berlin Airlift.
It has flown pig bristles out of China during the civil war, supported British Special Forces in Malaya, and carried Her Majesty Queen Elizabeth II on a Royal Tour of Australia.
No. 38 Squadron has also supported peacekeeping operations in East Timor, the Solomon Islands, and along the Indian/Pakistani border.
Today, No. 38 Squadron operates a fleet of eight King Air 350 aircraft from RAAF Base Townsville, using an integrated workforce of Air Force and contracted Hawker Pacific members. The King Air allows Air Force to provide efficient, reliable and effective airlift within Australia and the immediate region.
“We have a history of flying different aircraft in different environments, but our people continue to demonstrate the same spirit of getting the job done,” Wing Commander Dowrie said.
“The No. 38 Squadron motto is ‘Equal to the Task’, which is an enduring theme of our 70 years of service.”
(article courtesy defence media)
No. 38 Squadron was formed at Royal Australian Air Force (RAAF) Base Richmond on 15 September 1943, and remains the longest continuously-serving operational flying squadron in the Air Force.
Chief of Air Force, Air Marshal Geoff Brown, congratulated all those who have served with No. 38 Squadron for their achievements.
“Over the last 70 years, No. 38 Squadron has worked continuously to support both peacetime and military operations, from supporting troops on the frontline to providing much-needed relief following disasters.” Air Marshal Brown said.
“This anniversary is an opportunity to celebrate No. 38 Squadron’s achievements, as well as remember those who paid the ultimate price and lost their lives in the squadron’s service.”
To mark its 70th anniversary, No. 38 Squadron conducted a family day on September 14 at RAAF Base Townsville, and will host a reunion of past and present members in November.
Commanding Officer of No. 38 Squadron, Wing Commander Stewart Dowrie, explained the unit has come full circle since its establishment in 1943.
“On our formation, our role was to transport essential Defence personnel and light cargo across Australia and into New Guinea, and this is effectively the role we perform today,” Wing Commander Dowrie said.
“No. 38 Squadron was initially equipped with the Lockheed Hudson as a light transport, and later replaced these with Douglas Dakotas that were flown until 1973.
“In 1964, the squadron began a 45-year legacy of flying the Caribou, an aircraft renowned for its short take off and landing capability.”
No. 38 Squadron crews have supported Defence operations around the globe, including airdropping supplies to Australian Diggers in New Guinea and contributing crews during the Berlin Airlift.
It has flown pig bristles out of China during the civil war, supported British Special Forces in Malaya, and carried Her Majesty Queen Elizabeth II on a Royal Tour of Australia.
No. 38 Squadron has also supported peacekeeping operations in East Timor, the Solomon Islands, and along the Indian/Pakistani border.
Today, No. 38 Squadron operates a fleet of eight King Air 350 aircraft from RAAF Base Townsville, using an integrated workforce of Air Force and contracted Hawker Pacific members. The King Air allows Air Force to provide efficient, reliable and effective airlift within Australia and the immediate region.
“We have a history of flying different aircraft in different environments, but our people continue to demonstrate the same spirit of getting the job done,” Wing Commander Dowrie said.
“The No. 38 Squadron motto is ‘Equal to the Task’, which is an enduring theme of our 70 years of service.”
(article courtesy defence media)
ACT Ford Day March 2013
Spotted this beautiful XM hardtop at the ACT Ford Day back in March. Definitely one of the best I have ever seen and a lovely restoration. It is a Falcon, not the more common Fairmont or Futura versions and is very similar to a red ``tudor'' we had on the farm when I was a teenager. Wish we'd kept it. Yesterday's bomb is tomorrow's classic. I've always felt the Australian hardtops are much more nicely styled than the early Mustangs and went quite hard with their 170 and 200 cubic inch sixes. They were never meant to be a performance car however. It was all about cruising with style. Oh, and if you're curious. The folding bench seat worked well. Rear seat access was good if I recall.
Cold war warriors reunited
By David Ellery
Three Cold War warriors from the ACT and Queanbeyan are returning to South Korea later this month (July, 2013) for the 60th anniversary of the signing of the armistice.
None of the men, pilots Bill Monaghan and Norman Lee and Derek Holyoake, a sailor who had also served in the Pacific in WWII, ever thought the war would drag on until 2013.
They are three of 15 veterans who are being taken back by the Department of Veterans Affairs and will attend the Armistice Ceremony in Seoul on July 27.
North Korea remains an armed camp, South Korea is in a constant state of military preparedness and the two sides regularly exchange shell fire, boycott each other and indulge in potentially deadly games of brinksmanship that, in the case of the north, involve nuclear weapons programs and long range missiles.
``The South Koreans are playing it for real,’’ Weston’s Mr Lee, who retired from the navy with the rank of Commodore in 1981, said. ``I went back in 2001 and they have blockaded the choke points (on major roads leading to the north) that they can blow up in the event of an invasion.
A naval aviator in the days when Australia had two aircraft carriers, HMAS Vengeance and HMAS Sydney, Mr Lee flew bombing and ground attack missions over Korea in 1951.
Like Fadden’s Mr Monaghan, who retired from the RAAF as an Air Commodore after a 36-year-career in the mid-1980s, Mr Lee braved the skies above the peninsula in a WWII-era aeroplane. This was a hazardous undertaking given the North Koreans and their Chinese allies were the first to deploy state-of-the art Russian built MiG jets in a war zone.
A member of 77 Squadron, Mr Monaghan flew a Gloster Meteor. He was based at Kimpo Airbase near Seoul from May to November in 1953.
Australia’s first jet, the Meteor dated back to 1943 and had served in WWII doing sterling service shooting down German V-1 flying bombs. Its 660km/h top speed was actually less than that of the propeller driven Mustangs it replaced.
Mr Lee’s Fairey Firefly was, on paper at least, even less competitive with the best communist planes. The two-seater fighter bomber had first seen combat when a squadron was dispatched to attack the German battleship, Tirpitz, in July 1944 and was regarded as the best British carrier aircraft of WWII.
By 1951 that war had been over for six years and the world had moved on. The Firefly’s 509km/h top speed was less than two thirds of that of the MiG. Mr Lee, while acknowledging the design’s limitations, still takes great pride in his plane and what it could do however. ``Our job was to bomb bridges and carry out ground attack,’’ he said. ``The Firefly was armed with four 20mm cannon and there’s nothing like hearing those going off to give your confidence a boost.’’
Neither plane was ever intended to go head to head with the Communist jets in any case. They were guarded from above by American Sabres that proved more than a match for the MiGs in air-to-air combat.
One recollection Mr Lee and Mr Monaghan both share is of how young and relatively inexperienced they were. ``I was only 22,’’ Mr Lee said, ``I recall forming up on my leader about to return from a mission one day and asking myself `what am I doing here? I’m 10,000 miles from home.’’
Mr Monaghan, who was a year older, said while he enjoyed the experience and the camaraderie within the squadron he had not enjoyed the war. On his 12th mission, on June 13, 1953, his Meteor lost an engine after being hit by enemy anti-aircraft fire. He landed on a beach where, after the right engine was replaced, he was able to fly back to base.
While war was a new experience for the pilots, leading electrical mechanic Derek Holyoake was under no illusions. He had joined the Royal Australian Navy in 1940 and served in the Mediterranean and the Pacific aboard HMAS Hobart, the sister ship of the ill-fated Sydney and Perth.
By the time he went to Korea with HMAS Sydney in 1951 he had already been bombed, machine gunned and torpedoed on a range of occasions – including during the Battle of the Coral Sea.
Mr Holyoake left the navy in 1953 and retired to Queanbeyan, after a successful career as a trade teacher, in 1995. He is now a volunteer at the Australian War Memorial.
By David Ellery
Three Cold War warriors from the ACT and Queanbeyan are returning to South Korea later this month (July, 2013) for the 60th anniversary of the signing of the armistice.
None of the men, pilots Bill Monaghan and Norman Lee and Derek Holyoake, a sailor who had also served in the Pacific in WWII, ever thought the war would drag on until 2013.
They are three of 15 veterans who are being taken back by the Department of Veterans Affairs and will attend the Armistice Ceremony in Seoul on July 27.
North Korea remains an armed camp, South Korea is in a constant state of military preparedness and the two sides regularly exchange shell fire, boycott each other and indulge in potentially deadly games of brinksmanship that, in the case of the north, involve nuclear weapons programs and long range missiles.
``The South Koreans are playing it for real,’’ Weston’s Mr Lee, who retired from the navy with the rank of Commodore in 1981, said. ``I went back in 2001 and they have blockaded the choke points (on major roads leading to the north) that they can blow up in the event of an invasion.
A naval aviator in the days when Australia had two aircraft carriers, HMAS Vengeance and HMAS Sydney, Mr Lee flew bombing and ground attack missions over Korea in 1951.
Like Fadden’s Mr Monaghan, who retired from the RAAF as an Air Commodore after a 36-year-career in the mid-1980s, Mr Lee braved the skies above the peninsula in a WWII-era aeroplane. This was a hazardous undertaking given the North Koreans and their Chinese allies were the first to deploy state-of-the art Russian built MiG jets in a war zone.
A member of 77 Squadron, Mr Monaghan flew a Gloster Meteor. He was based at Kimpo Airbase near Seoul from May to November in 1953.
Australia’s first jet, the Meteor dated back to 1943 and had served in WWII doing sterling service shooting down German V-1 flying bombs. Its 660km/h top speed was actually less than that of the propeller driven Mustangs it replaced.
Mr Lee’s Fairey Firefly was, on paper at least, even less competitive with the best communist planes. The two-seater fighter bomber had first seen combat when a squadron was dispatched to attack the German battleship, Tirpitz, in July 1944 and was regarded as the best British carrier aircraft of WWII.
By 1951 that war had been over for six years and the world had moved on. The Firefly’s 509km/h top speed was less than two thirds of that of the MiG. Mr Lee, while acknowledging the design’s limitations, still takes great pride in his plane and what it could do however. ``Our job was to bomb bridges and carry out ground attack,’’ he said. ``The Firefly was armed with four 20mm cannon and there’s nothing like hearing those going off to give your confidence a boost.’’
Neither plane was ever intended to go head to head with the Communist jets in any case. They were guarded from above by American Sabres that proved more than a match for the MiGs in air-to-air combat.
One recollection Mr Lee and Mr Monaghan both share is of how young and relatively inexperienced they were. ``I was only 22,’’ Mr Lee said, ``I recall forming up on my leader about to return from a mission one day and asking myself `what am I doing here? I’m 10,000 miles from home.’’
Mr Monaghan, who was a year older, said while he enjoyed the experience and the camaraderie within the squadron he had not enjoyed the war. On his 12th mission, on June 13, 1953, his Meteor lost an engine after being hit by enemy anti-aircraft fire. He landed on a beach where, after the right engine was replaced, he was able to fly back to base.
While war was a new experience for the pilots, leading electrical mechanic Derek Holyoake was under no illusions. He had joined the Royal Australian Navy in 1940 and served in the Mediterranean and the Pacific aboard HMAS Hobart, the sister ship of the ill-fated Sydney and Perth.
By the time he went to Korea with HMAS Sydney in 1951 he had already been bombed, machine gunned and torpedoed on a range of occasions – including during the Battle of the Coral Sea.
Mr Holyoake left the navy in 1953 and retired to Queanbeyan, after a successful career as a trade teacher, in 1995. He is now a volunteer at the Australian War Memorial.
Cars, dogs and planes count among some of the greatest joys in our lives. This website celebrates all three.
The content is self-generated unless otherwise stated. David Ellery, Australian Capital Territory, Australia. ([email protected])
The content is self-generated unless otherwise stated. David Ellery, Australian Capital Territory, Australia. ([email protected])
Mt Ainslie WWII crash photos unearthed
By David Ellery
Pictures have come to light of Canberra's forgotten WWII air crash.
The accident, near Mt Ainslie at 1.25pm on June 15, 1942, came just under two years after the high profile crash that killed key members of the Menzies war cabinet on August 13, 1940.
Aviation historians have confirmed the Ainslie crash involved a Wackett Gannet operated by the RAAF's No 2 Air Ambulance Unit.
The earlier crash had involved a Hudson bomber seconded for executive transport and claimed the lives of, among others, the Minister for Information, Sir Henry Gullett, the Minister for Army, Brigadier Street, the Minister for Air, Mr Fairbairn, and the Chief of the General Staff, General White.
The Mt Ainslie crash was, fortunately, fatality free. The pilot, Flight Lieutenant Bruce Graham, broke his ankle, a medical orderly broke a shoulder blade and the radio operator was treated for shock. The mechanic, Reginald Kupsch, suffered head injuries which were not reported at the time.
Fairfax learned of the accident from Canberran, Dave Wheeler, who said his uncle, Bill Guard, had witnessed a plane crash at Mr Ainslie during the war and removed an engine ID plaque bearing the inscription Gypsy DH Six.
Fairfax, with the assistance of Bob Piper of Military and Aviation Research Services, was able to identify the plane as a Gannet in May this year.
An exhaustive search of detailed war time records eventually turned up a post incident report confirming the crash, the only physical remaining evidence of which is the engine plaque, had taken place.
Mr Wheeler, armed with the information from Mr Piper, was able to track down descendants of Mr Kupsch, who died in 2003 at the age of 1991.
He was told the former Fitter 2E who later worked as an engineer rarely spoke of his war time experiences in later life.
His military career included a stint in New Guinea and he survived three separate crashes.
The Canberra crash was a serious one; the plane was totally written off and as the photographs show the damage was extensive.
For the full story visit Mr Wheeler’s website: http://acanberraboy.blogspot.com.au/
By David Ellery
Pictures have come to light of Canberra's forgotten WWII air crash.
The accident, near Mt Ainslie at 1.25pm on June 15, 1942, came just under two years after the high profile crash that killed key members of the Menzies war cabinet on August 13, 1940.
Aviation historians have confirmed the Ainslie crash involved a Wackett Gannet operated by the RAAF's No 2 Air Ambulance Unit.
The earlier crash had involved a Hudson bomber seconded for executive transport and claimed the lives of, among others, the Minister for Information, Sir Henry Gullett, the Minister for Army, Brigadier Street, the Minister for Air, Mr Fairbairn, and the Chief of the General Staff, General White.
The Mt Ainslie crash was, fortunately, fatality free. The pilot, Flight Lieutenant Bruce Graham, broke his ankle, a medical orderly broke a shoulder blade and the radio operator was treated for shock. The mechanic, Reginald Kupsch, suffered head injuries which were not reported at the time.
Fairfax learned of the accident from Canberran, Dave Wheeler, who said his uncle, Bill Guard, had witnessed a plane crash at Mr Ainslie during the war and removed an engine ID plaque bearing the inscription Gypsy DH Six.
Fairfax, with the assistance of Bob Piper of Military and Aviation Research Services, was able to identify the plane as a Gannet in May this year.
An exhaustive search of detailed war time records eventually turned up a post incident report confirming the crash, the only physical remaining evidence of which is the engine plaque, had taken place.
Mr Wheeler, armed with the information from Mr Piper, was able to track down descendants of Mr Kupsch, who died in 2003 at the age of 1991.
He was told the former Fitter 2E who later worked as an engineer rarely spoke of his war time experiences in later life.
His military career included a stint in New Guinea and he survived three separate crashes.
The Canberra crash was a serious one; the plane was totally written off and as the photographs show the damage was extensive.
For the full story visit Mr Wheeler’s website: http://acanberraboy.blogspot.com.au/
Everything you need to know about the Leyland P76
Hundreds of Leyland P76 enthusiasts converged on Canberra for the 40th anniversary of the launch of the P76 in late June, 2013. I prepared this fact file as part of The Canberra Times's coverage of the event.
Production: May-June 1973 to October 1974.
Numbers: 18,007 (8,169 Deluxe, 7,462 Super and 2,376 Executive).
Additional Variants: Force 7V hatchback and three prototype wagons.
Prices (1974)
P76 Deluxe six cylinder, three speed manual, $3,250.
P76 Super V8, three speed manual, $3,930.
P76 Executive V8, three speed automatic, $4,525.
Prices (2013)
A quick net search (on June 20, 2013) uncovered a base model Deluxe with six cylinder engine and a claimed 86,000km for $4,900; an (allegedly) equally low mileage six-cylinder Super with a four-speed manual of which only 719 were made for $13,500 and, arguably the most desirable variant, a top-of-the range Executive V8 with brocade cloth upholstery and a T-bar gear selector for $12,500. These prices appear slightly below what is being asked for equivalent Holdens, Falcons and Valiants with similar options, performance and trim in similar condition
Engines: 2.6 litre OHC six: 91kw. 4.4 litre all alloy V8: 145kw.
Suspension: McPherson struts front, coil sprung rear end.
Steering: Rack and pinion.
Body:
The controversial wedge shape, now regarded as a prescient vision of future car design, was penned by Giovanni Michelotti who had previously designed such gems as the 1949 Lancia Aprilia coupe, the hand-built 1960 Prince Skyline Sport coupe and convertible, Maseratis too numerous to list, BMW's classic 2002 and the Triumph Stag. The four door sedan was 4.88 metres long, 1.91 metres wide and weighed from 1275kg to 1325kg. The small weight spread was made possible by the use of the all-alloy small block Buick-designed V8 borrowed from the Rover 3500 and taken out to 4.4 litres.
Performance:
Deluxe six cylinder three speed manual: Top speed 150km/h; fuel consumption 15l/100km.
Executive V8 three speed auto: Top speed 170km/h; fuel consumption 18l/100km.
Targa Florio:
Production: 1974, 480 built.
History: A limited run special edition based on the Super V8, these were inspired by Evan Green's win in the Targa Florio special stage of the 1974 World Cup Rally. Green, and his partner John Bryson, came home in 13th place at the end of the 17,000km long event.
Colours: Omega Navy, Nutmeg Brown and Aspen Green.
Specification: Super trim (bucket seats, carpets, armrests, power radio aerial, comprehensive instruments - but no tachometer), side stripes and specially commissioned alloy wheels. All TFs were V8 automatics and came standard with a limited slip differential. Integrated air-conditioning, at this point a rarity on Australian-built cars, was the only option. A Targa Florio with air sold for just over $4000 new.
(Picture: An Omega Navy Targa Florio on display opposite Old Parliament House at the reunion)
Hundreds of Leyland P76 enthusiasts converged on Canberra for the 40th anniversary of the launch of the P76 in late June, 2013. I prepared this fact file as part of The Canberra Times's coverage of the event.
Production: May-June 1973 to October 1974.
Numbers: 18,007 (8,169 Deluxe, 7,462 Super and 2,376 Executive).
Additional Variants: Force 7V hatchback and three prototype wagons.
Prices (1974)
P76 Deluxe six cylinder, three speed manual, $3,250.
P76 Super V8, three speed manual, $3,930.
P76 Executive V8, three speed automatic, $4,525.
Prices (2013)
A quick net search (on June 20, 2013) uncovered a base model Deluxe with six cylinder engine and a claimed 86,000km for $4,900; an (allegedly) equally low mileage six-cylinder Super with a four-speed manual of which only 719 were made for $13,500 and, arguably the most desirable variant, a top-of-the range Executive V8 with brocade cloth upholstery and a T-bar gear selector for $12,500. These prices appear slightly below what is being asked for equivalent Holdens, Falcons and Valiants with similar options, performance and trim in similar condition
Engines: 2.6 litre OHC six: 91kw. 4.4 litre all alloy V8: 145kw.
Suspension: McPherson struts front, coil sprung rear end.
Steering: Rack and pinion.
Body:
The controversial wedge shape, now regarded as a prescient vision of future car design, was penned by Giovanni Michelotti who had previously designed such gems as the 1949 Lancia Aprilia coupe, the hand-built 1960 Prince Skyline Sport coupe and convertible, Maseratis too numerous to list, BMW's classic 2002 and the Triumph Stag. The four door sedan was 4.88 metres long, 1.91 metres wide and weighed from 1275kg to 1325kg. The small weight spread was made possible by the use of the all-alloy small block Buick-designed V8 borrowed from the Rover 3500 and taken out to 4.4 litres.
Performance:
Deluxe six cylinder three speed manual: Top speed 150km/h; fuel consumption 15l/100km.
Executive V8 three speed auto: Top speed 170km/h; fuel consumption 18l/100km.
Targa Florio:
Production: 1974, 480 built.
History: A limited run special edition based on the Super V8, these were inspired by Evan Green's win in the Targa Florio special stage of the 1974 World Cup Rally. Green, and his partner John Bryson, came home in 13th place at the end of the 17,000km long event.
Colours: Omega Navy, Nutmeg Brown and Aspen Green.
Specification: Super trim (bucket seats, carpets, armrests, power radio aerial, comprehensive instruments - but no tachometer), side stripes and specially commissioned alloy wheels. All TFs were V8 automatics and came standard with a limited slip differential. Integrated air-conditioning, at this point a rarity on Australian-built cars, was the only option. A Targa Florio with air sold for just over $4000 new.
(Picture: An Omega Navy Targa Florio on display opposite Old Parliament House at the reunion)
Of Jensens, Austins and Jaguars
This gorgeous ACT registered Jensen CV8 was a drive-by at the Leyland P76 40th birthday in Canberra in June. The CV8 has overshadowed one of the most significant cars in the history of British motoring; the Jensen 541R which introduced the two door four seat body style on the Jensen chassis with ``reinforced glass'' (aka fibreglass) body work.
While the CV8 is a very desirable thing, the 541R was the real trendsetter. It also introduced Dunlop four wheel discs and had a five speed gear box (four gears plus a Laycock overdrive). Where it lost out was in terms of performance for money. The Jensen six cylinder was the rather dated Austin four litre unit which even with a ``six pack'' of three SUs only developed 133 brake horsepower (99kw). The engine also saw service, in twin SU form, in the commercially unsuccessful 3,376 pounds sterling (Austin) Princess IV which offered styling and an interior fit out to rival that of a Bentley, a Rolls Royce or an Armstrong Siddeley in the late 1950s.
The Lexus of its day, the Princess failed more because of a perceived lack of prestige than any fault with the design or the quality of the build. It's tax inclusive price significantly undercut the ``base model'' S series Bentley which came in at 5,543 pounds (including tax) and the Bristol 405 which cost (with tax) 3,586 pounds for significantly less space and straight line performance.
The Jensen 541R, which could run out to 200km/h (125mph), cost 2,889 pounds sterling. This was cheap compared to a Lancia Aurelia GT2500 at 3,346 pounds but decidedly pricey when measured against a Jaguar XK150 at just 1,763 pounds and with a top speed of 212km/h (132mph). To put these prices into perspective, in 1959 the Mercedes 300SL convertible - then arguably the greatest car in production - was 4,651 pounds. Top speed for a 300SL varied widely depending on body style, states of tune and gearing but was always in excess of 250km/h (155mph).
The CV8, pictured above, was historic in that it marked Jensen's shift away from British six cylinder engines to big bore American V8s usually matched to automatic gearboxes. The V-8 in the case of the CV8 was the then relatively youthful 5.9 litre (360CI) unit that soldiered on here in Chrysler by Chryslers and even a very nose heavy Charger until the mid-1970s.
By the time Jensen launched the Interceptor in 1966 it had switched to Chrysler's 6.3 litre (383CI) V8.
While ease of driving and acceleration had improved, the 212km/h (133 mph) top speed was not significantly higher than the 541R (whose DNA still underpinned the Interceptor and the four-wheel drive FF). That car, with barely more than a third of the power output, could reach 200km/h (125mph).
This gorgeous ACT registered Jensen CV8 was a drive-by at the Leyland P76 40th birthday in Canberra in June. The CV8 has overshadowed one of the most significant cars in the history of British motoring; the Jensen 541R which introduced the two door four seat body style on the Jensen chassis with ``reinforced glass'' (aka fibreglass) body work.
While the CV8 is a very desirable thing, the 541R was the real trendsetter. It also introduced Dunlop four wheel discs and had a five speed gear box (four gears plus a Laycock overdrive). Where it lost out was in terms of performance for money. The Jensen six cylinder was the rather dated Austin four litre unit which even with a ``six pack'' of three SUs only developed 133 brake horsepower (99kw). The engine also saw service, in twin SU form, in the commercially unsuccessful 3,376 pounds sterling (Austin) Princess IV which offered styling and an interior fit out to rival that of a Bentley, a Rolls Royce or an Armstrong Siddeley in the late 1950s.
The Lexus of its day, the Princess failed more because of a perceived lack of prestige than any fault with the design or the quality of the build. It's tax inclusive price significantly undercut the ``base model'' S series Bentley which came in at 5,543 pounds (including tax) and the Bristol 405 which cost (with tax) 3,586 pounds for significantly less space and straight line performance.
The Jensen 541R, which could run out to 200km/h (125mph), cost 2,889 pounds sterling. This was cheap compared to a Lancia Aurelia GT2500 at 3,346 pounds but decidedly pricey when measured against a Jaguar XK150 at just 1,763 pounds and with a top speed of 212km/h (132mph). To put these prices into perspective, in 1959 the Mercedes 300SL convertible - then arguably the greatest car in production - was 4,651 pounds. Top speed for a 300SL varied widely depending on body style, states of tune and gearing but was always in excess of 250km/h (155mph).
The CV8, pictured above, was historic in that it marked Jensen's shift away from British six cylinder engines to big bore American V8s usually matched to automatic gearboxes. The V-8 in the case of the CV8 was the then relatively youthful 5.9 litre (360CI) unit that soldiered on here in Chrysler by Chryslers and even a very nose heavy Charger until the mid-1970s.
By the time Jensen launched the Interceptor in 1966 it had switched to Chrysler's 6.3 litre (383CI) V8.
While ease of driving and acceleration had improved, the 212km/h (133 mph) top speed was not significantly higher than the 541R (whose DNA still underpinned the Interceptor and the four-wheel drive FF). That car, with barely more than a third of the power output, could reach 200km/h (125mph).
Rare Citreon among desirables at P76 rally
One of Australia's rarest cars made an unheralded appearance at the recent P76 40th anniversary celebrations in Canberra.
It was a locally registered Citroen SM coupe, a car I first encountered while watching Burt Reynolds in the original ``The Longest Yard''.
I'd never seen anything like it before (I was living in country NSW and was about 16 at the time) and felt it deserved to go for a long drive off a short pier on the basis of its looks alone. That, of course, is exactly what happened to the car in the movie.
Almost 40 years on and having been fortunate enough to see a couple of examples in the flesh, I'm no longer inclined to judge designer Robert Opron's masterpiece so harshly. Indeed, like a number early 1970s designs including the aforementioned P-76, the styling is less challenging now than when it was first released.
My main issue is that while it looks great in profile from almost any other angle the SM seems squat, unduly angular and unbalanced; a Renault Alpine on steroids.
Compared to Pininfarina's exquisitely executed Peugeot 504 coupe, which came with the option of a 2.7 litre V6 later in its life, the big Citroen definitely looks overdone.
This is a worry given a history of mechanical unreliability meant the car's space age looks were often touted as its best feature. The reliability concerns, some of which proved to be very costly, were the unavoidable result of wedding an excruciatingly over-engineered Citroen body shell to an even more over-engineered Maserati V6.
That motor, for the record, over promised and under-delivered when compared to engines of similar displacement on offer from BMW and Mercedes at the time.
The company had difficulty with the Bosch fuel injection and as a result the multi-carburetor 2.67 litre V6 produced significantly seven horsepower less than Mercedes Benz's 2.8 litre DOHC six (178 horsepower and 185 horsepower respectively.
The Mercedes 280CE, despite its fairly appalling aerodynamic qualities, came close to matching the Citroen on the open road with a top speed of 210km/h (compared to 220km/h for the French car). Acceleration was almost line ball with a manual 280CE able to pip the SM's 0-100km/h of 8.9 seconds on a good day.
The SM was launched in 1970 and the engine produced maximum power at a relatively low 5500rpm. Maximum was not reached until 4000rpm. As befitted a top of the line Citroen the SM came standard with fully independent hydropneumatic suspension.
There was no automatic option and the 1490kg car was 4.89 metres long. This made it larger than both the newly introduced CX range (4.63 metres) and the then still current DS series that dated back to the 1950s (4.870 metres).
It was a locally registered Citroen SM coupe, a car I first encountered while watching Burt Reynolds in the original ``The Longest Yard''.
I'd never seen anything like it before (I was living in country NSW and was about 16 at the time) and felt it deserved to go for a long drive off a short pier on the basis of its looks alone. That, of course, is exactly what happened to the car in the movie.
Almost 40 years on and having been fortunate enough to see a couple of examples in the flesh, I'm no longer inclined to judge designer Robert Opron's masterpiece so harshly. Indeed, like a number early 1970s designs including the aforementioned P-76, the styling is less challenging now than when it was first released.
My main issue is that while it looks great in profile from almost any other angle the SM seems squat, unduly angular and unbalanced; a Renault Alpine on steroids.
Compared to Pininfarina's exquisitely executed Peugeot 504 coupe, which came with the option of a 2.7 litre V6 later in its life, the big Citroen definitely looks overdone.
This is a worry given a history of mechanical unreliability meant the car's space age looks were often touted as its best feature. The reliability concerns, some of which proved to be very costly, were the unavoidable result of wedding an excruciatingly over-engineered Citroen body shell to an even more over-engineered Maserati V6.
That motor, for the record, over promised and under-delivered when compared to engines of similar displacement on offer from BMW and Mercedes at the time.
The company had difficulty with the Bosch fuel injection and as a result the multi-carburetor 2.67 litre V6 produced significantly seven horsepower less than Mercedes Benz's 2.8 litre DOHC six (178 horsepower and 185 horsepower respectively.
The Mercedes 280CE, despite its fairly appalling aerodynamic qualities, came close to matching the Citroen on the open road with a top speed of 210km/h (compared to 220km/h for the French car). Acceleration was almost line ball with a manual 280CE able to pip the SM's 0-100km/h of 8.9 seconds on a good day.
The SM was launched in 1970 and the engine produced maximum power at a relatively low 5500rpm. Maximum was not reached until 4000rpm. As befitted a top of the line Citroen the SM came standard with fully independent hydropneumatic suspension.
There was no automatic option and the 1490kg car was 4.89 metres long. This made it larger than both the newly introduced CX range (4.63 metres) and the then still current DS series that dated back to the 1950s (4.870 metres).
Air Force’s No 37 Squadron celebrates its 70th anniversary
The Royal Australian Air Force’s No 37 Squadron celebrated a significant milestone yesterday (July 15, 2013), recognising 70 years since its formation.
Established on 15 July 1943 at RAAF Base Laverton as an air transport unit, No 37 Squadron supports key Defence operations around the globe.
Today, the squadron flies tactical airlift missions with a fleet of 12 C-130J Hercules transport aircraft from RAAF Base Richmond. To celebrate the anniversary, No 37 Squadron has hosted reunions of past and present members at RAAF Base Richmond.
The core business of No 37 Squadron is transporting Defence personnel and cargo, evidenced by its deployment of two C-130Js to the Middle East Area of Operations.
Commanding Officer of No 37 Squadron, Wing Commander Darren Goldie, said the squadron continued to evolve in its support of Defence operations.
“The squadron has undergone significant change recently, especially in view of the retirement of the C-130H Hercules last November,” Wing Commander Goldie said.
We are now expanding the airlift roles that we perform with the C-130J, which will allow us to continue transporting Defence personnel and cargo to some of the toughest environments on earth.
“It’s an honour to not only lead No 37 Squadron on this anniversary, but also be a part of this transition in to a new era.”
During World War II, No 37 Squadron transported Defence personnel throughout Australia and south-east Asia, including the return of wounded diggers and Australian Prisoners of War. The squadron was disbanded between 1948 and 1966, when it was re-established to provide air transport with the C-130E Hercules.
The squadron has recorded countless achievements, from providing relief supplies following the 2011 Christchurch earthquake to flying search and rescue missions during the 1998 Sydney to Hobart Yacht Race. Its aircraft have brought home Australians injured by the Bali Bombings, transported Jackson Pollock’s painting Blue Poles and carried peacekeepers to Somalia.
- Courtesy Defence Media
The Royal Australian Air Force’s No 37 Squadron celebrated a significant milestone yesterday (July 15, 2013), recognising 70 years since its formation.
Established on 15 July 1943 at RAAF Base Laverton as an air transport unit, No 37 Squadron supports key Defence operations around the globe.
Today, the squadron flies tactical airlift missions with a fleet of 12 C-130J Hercules transport aircraft from RAAF Base Richmond. To celebrate the anniversary, No 37 Squadron has hosted reunions of past and present members at RAAF Base Richmond.
The core business of No 37 Squadron is transporting Defence personnel and cargo, evidenced by its deployment of two C-130Js to the Middle East Area of Operations.
Commanding Officer of No 37 Squadron, Wing Commander Darren Goldie, said the squadron continued to evolve in its support of Defence operations.
“The squadron has undergone significant change recently, especially in view of the retirement of the C-130H Hercules last November,” Wing Commander Goldie said.
We are now expanding the airlift roles that we perform with the C-130J, which will allow us to continue transporting Defence personnel and cargo to some of the toughest environments on earth.
“It’s an honour to not only lead No 37 Squadron on this anniversary, but also be a part of this transition in to a new era.”
During World War II, No 37 Squadron transported Defence personnel throughout Australia and south-east Asia, including the return of wounded diggers and Australian Prisoners of War. The squadron was disbanded between 1948 and 1966, when it was re-established to provide air transport with the C-130E Hercules.
The squadron has recorded countless achievements, from providing relief supplies following the 2011 Christchurch earthquake to flying search and rescue missions during the 1998 Sydney to Hobart Yacht Race. Its aircraft have brought home Australians injured by the Bali Bombings, transported Jackson Pollock’s painting Blue Poles and carried peacekeepers to Somalia.
- Courtesy Defence Media