Australian Warbird Photography - CMA14

30/01/2016

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100 years of military aviation in Australia was celebrated at Point Cook, Victoria on 1-2 March 2014.

07/05/2015

Help us acquire, preserve and display the oldest Australian built P-51 Mustang in the country

13/02/2015

Naturally, we're all looking forward to the great show later this month, known as Australian International Airshow - Avalon 2015 but don't forget our own 'home-grown' displays, which are held on a much more regular basis.

Whilst these displays are, admittedly, not on the same scale as Avalon, you do get to see some of our own heritage aircraft up close, talk to the pilots, visit the RAAF Museum, Point Cook and best of all ... it's all FREE!!

A showcase of photographs and other information, highlighting the 'Interactive Flying Displays' conducted by RAAF Museum Point Cook, Vic.

21/06/2014

19/06/2014

Boeing was awarded an Initial Design Activity (IDA) contract by the Commonwealth in December 1997 for supply of an airborne early warning and control (AEW&C) aircraft, and was announced as the preferred tenderer in August 1999. The contract for system acquisition was then signed in December 2000. The first two aircraft are planned to be in service with No 2 Squadron at RAAF Williamtown by late 2006, with four more due for delivery by 2008.

Australian industry involvement in Project Wedgetail will total more than $A480 million. Completion of the four aircraft in Australia will increase that Australian industry involvement by $80 million. Strategic industry development activity worth an additional $99 million has also been included with the purchase of the additional aircraft.

The program, named Project Air 5077 'Wedgetail' after our native eagle, delivers an integrated AEW&C capability to the RAAF consisting of five segments:

Airborne Mission Systems (AMS)
AEW&C Support Facility (ASF)
Operational Mission Simulator (OMS)
Operational Flight Trainer (OFT)
Mission Support Segment (MSS), which also includes Initial Support Period (ISS) for operation, maintenance and support plus through-life-support and the building to house the ground segments.

The AEW&C airborne system combines the new high-performance Boeing 737-700 aircraft with the new technology Northrop-Grumman multi-role electronically-scanned array (MESA) radar. Included in the platform are an advanced identification friend or foe (IFF) system; an expanded passive electronic surveillance system; a flexible open-system architecture and a highly effective self-defence capability.

The 737-700, which features state-of-the-art avionics, navigation equipment and flight deck, is the most popular and reliable jet aircraft in the world. Airlines and operators have ordered more than 5000 with more than 3100 having been delivered. This large in-service fleet is supported by a world-wide infrastructure of suppliers, parts and support equipment. With its speed, extended range and ability to fly to altitudes of more than 40,000 feet, the 737-700 offers an ideal AEW&C platform.

Using the latest sensor technology, Northrop-Grumman's 360-degree electronically-steerable-beam MESA radar is able to track air and sea targets simultaneously and can help the operator track high-performance aircraft while continuously scanning the operational area. More than 600 hours of wind tunnel testing have demonstrated the compatibility of the aircraft and the radar. The 737 AEW&C platform, with its advanced technology and interoperability with the E-3 and 767 airborne warning and control system aircraft, is designed to fill the airborne-surveillance needs of Australia and the world-wide market. Australia is the launch customer. The 737 AEW&C system has also been selected by Turkey and a number of other proposals are in varying stages of maturity.

For the Wedgetail Project, Boeing and Northrop-Grumman are joined by BAE Systems Australia, who will provide the passive surveillance system, electronic warfare self-protect system, operational mission simulator, AEW&C support facility and mission support segment.

TECHNICAL DATA: Boeing 737-700 Wedgetail

DESCRIPTION:
Airborne early warning and control aircraft.

POWER PLANT:
Two CFM International CFM56-7 turbofans, each rated at 118.4kN (27,300 lb) thrust

WEIGHT:
Maximum take-off weight 77 565 kg (171 000 lb);

DIMENSIONS:
Wing span 34.31 m (112 ft 7 in); Length 33.63 m (110 ft 4 in); Height 12.57 m (41 ft 3 in).

PERFORMANCE:
Patrol endurance of nine hours at 555 km (300 nm) from base; service ceiling 41,000 ft (12 500 m).

ARMAMENT:
None
-------------------------------------------
Information supplied from : RAAF Museum and Heritage Centres
http://www.airforce.gov.au/raafmuseum/research/aircraft/series3/A30.htm

14/06/2014

The Lockheed Aircraft Corporation certainly has a solid track record in building maritime patrol aircraft. The Hudson equipped RAAF general-purpose squadrons in 1940 and the Ventura entered Australian service in 1943. In 1951, the Lockheed P2V-5 Neptune (later designated P-2E) was received by No 11 Squadron, followed in 1962 by the P2V-7 Neptune (SP-2H) for No 10 Squadron. When Lockheed then looked at a Neptune replacement, they chose their L-188 Electra airliner as an airframe which could provide both speed and endurance and, importantly for the crew, ample comfort and space.

The prototype Orion, designated YP3V-1, serialled 148276, flew on 25 November 1959. The US Navy ordered 157 of this model, which became the P-3A. New Zealand became the first export customer with an order for the upgraded P-3B version, featuring little external difference but more powerful engines and advanced sensors and electronics.

In November 1964 the RAAF selected the Orion to replace the Neptunes of No 11 Squadron at RAAF Base Richmond. These ten aircraft, A9-291 to A9-300 , were P-3B-95-LO and -100-LO variants. The first was handed over on 10 January 1969. Unfortunately, on 11 April, A9-296 was written off when a defective undercarriage collapsed at the Moffet Field US Naval Air Station in California. This aircraft was replaced by 154605, a US Navy P-3B-105-LO, which became A9-605 in 1969.

The new base at Edinburgh allowed No 11 Squadron's Orions to rapidly deploy to any part of the Australian coastline on maritime patrol duties. The high-performance Allison T56-A-14 engines gave both a fast transit speed and a long range. As well as anti-submarine warfare and search and rescue , coastal surveillance assumed an increasingly important role.

Meanwhile, the No 10 Squadron SP-2H Neptunes at Townsville were now showing their age, so eight of the latest version of the Orion, the P-3C, were ordered in March 1975. The decision was then made to base all the Orions at RAAF Base Edinburgh, and in September 1976, the P-3C order was increased to ten aircraft. These aircraft, A9-751 to A9-760, were the P-3C-180-LO variant, known as P-3C Update 2. A9-751 flew into Moffet Field on delivery from Lockheed's Burbank plant on 17 February 1978 for crew training and then arrived at Edinburgh on 26 May. The final aircraft, A9-760 was delivered on 16 January 1979.

The P-3C again differed little externally from the P-3B, but offered a quantum leap forward in electronics and processing capability, which allowed a reduction in crew from 12 to 10. The P-3C also introduced to service the Australian Barra passive sonobuoy system, and for search and surveillance missions was equipped with an infra-red detection system. Another improvement was the capability to launch the Harpoon air-to-surface missile up to 100km from its target. Over its years in service, the P-3C Orion has seen great advances in technology, so various avionics improvement programs have been implemented. These modifications have resulted since January 1975 in the 'Upgrade' designations:

Upgrade I - increased computer memory, more sensitive acoustic processing equipment, upgraded navigation equipment.
Upgrade II - introduction of the infra-red detector set and provision to carry the AGM-84 Harpoon long-range anti-ship missile (the standard missile of all current RAAF Orions)
Upgrade III - improved IBM Proteus acoustic processing equipment, more sensitive acoustic sensors and better electronic support measures

The next major decision regarding the P-3 wing at Edinburgh was whether to upgrade the older P-3B model or replace them with more P-3Cs. Fortunately the latter course was chosen, and on 29 June 1982 a contract was signed for ten new P-3Cs. The remaining P-3Bs, A9-292 to A9-298, were sold to the Portuguese Air Force, and serve as the P-3P in Esquadra 601 at Montijo, Portugal.

Since February 1981 Nos 10 and 11 Squadrons, as part of No 92 Wing, have maintained continuous detachments at Air Base Butterworth, Malaysia, for maritime surveillance. Conversion of crews to the Orion has been conducted by No 292 Squadron at Edinburgh, and since the introduction of an all-P-3C force, any aircraft on the flightline can be flown by either No 10, 11 or 292 Squadron crews.

Significantly upgraded Australian Orions, designated AP-3C, were introduced into service in 2002 and are fitted with a variety of sensors, including digital multi-mode radar, electronic support measures, electro-opticical detection equipment (infra-red and visual), magnetic anomaly detector, identification friend or foe equipment and acoustic detectors.

DESCRIPTION:
Long-range maritime patrol aircraft.

POWER PLANT:
Four 4910 shp Allison T-56-A-14W turboprops.

DIMENSIONS:
Wing span 30.38 m (99 ft 8 in); length 35.61 m (11 ft 10 in); height 10.27 m (33 ft 8 in).

WEIGHTS:
Empty 27 892kg (61 491lb); max takeoff 64 410kg (142 000lb).

PERFORMANCE:
Max speed 761 km/h (410kt); ceiling 28,300ft (8625m); ferry range 7665km (4136nm); initial climb 594m (1950ft)/min; mission radius (three hours on station) 2494km (1345nm).

ARMAMENT:
Variety of weapons in bomb bay and on hardpoints including torpedoes, mines, sonobuoys and missiles. Total weapons load 8740kg.
-----------------------------------
Information sourced from :
http://www.airforce.gov.au/raafmuseum/research/aircraft/series3/A9.htm

07/06/2014

As early as 1949 the RAAF began planning a replacement jet fighter for the locally-built CAC Mustang and DHA Vampire. Successive aircraft under consideration included the Grumman Panther; the proposed CAC large, twin-jet, all-weather CA-23 fighter; and the Hawker P.1081. In the event, Gloster Meteors were obtained in 1951 for service with No 77 Squadron in the Korean War. Then, in May of the same year, plans were finalised for CAC to build a locally-redesigned version of the North American F-86F Sabre swept-wing fighter.

Due in part to the technical investigations initiated by CAC Manager, L. J. Wackett, the RAAF decided to install the 7,500 lb thrust Rolls-Royce Avon RA.7 turbojet in place of the 6,100 lb thrust General Electric J-47 engine. Major modifications included a larger nose-intake, positioning the Avon further aft than the J-47, and moving the engine servicing break-point. Other improvements called for increased fuel capacity, a revised cockpit layout, and replacement of the six 0.50" machine guns with two 30mm Aden cannons. Consequently, CAC had to redesign 60 per cent of the airframe. The resultant aircraft, sometimes called the Avon-Sabre, became the best of the numerous Sabre variants built throughout the world.

The prototype CAC CA-26 Sabre Mk 30 first flew on 3 August 1953, with an imported Avon engine, piloted by Flight Lieutenant W. Scott. As A94-101 it went to Aircraft Research and Development Unit (ARDU) in 1955 and in latter years resided at Wagga as an instructional airframe; in 1960 it was used for ejection seat trials following three fatal Sabre accidents.

The first production CA-27 Sabre, A94-901, flew on 13 July 1954 and was followed by a further 21 Mk 30s, A94-902/922, with imported Avons, and leading-edge slats. From 1955, the next 20 Sabre Mk 31s, A94-923/942, were powered with the CAC Avon Mk 20, had an extended leading-edge, additional fuel cells, and fitments for drop-tanks, bombs, and rockets. The earlier Mk 30s were then modified to Mk 31 standard. The final version of the CAC Sabre was the Mk 32 of which 69 were built, A94-943/990 and A94-351/371. They carried additional drop-tanks and rockets and, as from 1960, Sidewinder air-to-air missiles. All earlier Sabres were similarly modified, and retrospectively fitted with the CAC Avon Mk 26 engine which was first installed in A94-973. The last CAC Sabre, A94-371, completed acceptance trials on 19 December 1961.

The first production Sabre, A94-901, went to ARDU on 19 August 1954. A Sabre Trials Flight was established at No 2 (Fighter) Operational Training Unit, RAAF Williamtown, on 1 November 1954 and No 75 Squadron became the first Sabre squadron after it reformed on 4 April 1955. No 3 Squadron received its first Sabres on 1 March 1956 and No 77 Squadron on 19 November 1956. In October 1958, No 3 Squadron deployed to RAAF Butterworth and was followed by No 77 Squadron in February 1959. As No 78 (Fighter) Wing, both squadrons used their Sabres against the Communist guerillas until 31 July 1960. No 76 Squadron reformed in January 1960 and joined No 2 (Fighter) Operational Conversion Unit and No 75 Squadron as the Sabre equipped No 81 Wing, RAAF Williamtown. On 1 June 1962, eight Sabres deployed from Butterworth to Ubon, Thailand, to counter communist activity. This detachment became No 79 Squadron until it withdrew and disbanded in August 1968.

From 1964-5, the Mirage III began to replace the Sabre and, on 31 July 1971, the RAAF officially retired the Sabre from service.

DESCRIPTION:
Single-seat swept-wing fighter. All-metal stressed-skin construction.

POWER PLANT:
One 3402 kg (7500 lb) thrust CAC Avon 26 turbojet.

DIMENSIONS:
Span 11.30 m (37 ft 1 in); Length 11.43 m (37 ft 6 in); Height 4.37 m (14 ft 4 in).

WEIGHT:
Empty 5443 kg (12 000 lb); Loaded 8038 kg (17 720 lb).

PERFORMANCE:
Max speed 1126 km/h (608 kt); Cruise speed 885 km/h (478 kt); Range 1850 km (1000 nm); Service ceiling 52,000 ft (15 850 m).

ARMAMENT:
2 x 30 mm Aden cannons; Alternative loads of Sidewinder, rockets and bombs
----------------------------------------------
Information sourced from : RAAF Museum and Heritage Centres
http://www.airforce.gov.au/raafmuseum/research/aircraft/series2/A94.htm

06/06/2014

In 1936, Wing Commander L.J. Wackett led a mission abroad to select a general purpose aircraft for manufacture by the newly-formed Commonwealth Aircraft Corporation (CAC). The mission unanimously recommended the North American NA-33, and plans were made to produce a modified version to be known as the Wirraway (Aboriginal for 'challenge').

While the CAC buildings were being erected at Fishermens Bend, two aircraft were shipped from America for evaluation and the first, a fixed undercarriage NA-16, which overseas became known as the Yale, arrived in mid 1937 and was transferred from CAC to the RAAF on 2 February 1938. The second aircraft, a NA-33, arrived late in 1937 and was taken on charge at No 1 Aircraft Depot from CAC on 8 November 1938. For some time, these two aircraft remained un-numbered, but later became A20-1 and A20-2 respectively. In June 1940 the two aircraft were transferred to the Engineering School as instructional airframes.

Subsequent to RAAF selection, the NA-33 was ordered by other air forces and it became known as the Texan in America and the Harvard throughout the British Empire. The Australian Wirraway version was modified for operations, and the NA-33 single wing-gun was replaced by twin synchronised guns in blast troughs above the fuselage, plus a flexible gun in the rear cockpit. Camera and radio installations were introduced, and the wing and tail units were redesigned and strengthened for dive-bombing in later variants only.

The first Wirraway, A20-3, was test flown by Flight Lieutenant 'Boss' Walker on 27 March 1939, and the first three RAAF Wirraways were accepted in July 1939. By December 1940, seven aircraft were being delivered weekly, and by September 1941, 45 Wirraways per month were coming off the production line. The initial orders for 620 aircraft were completed by June 1942, but limited production continued until 1946 when the 755th Wirraway, A20-757, was delivered. CAC designations for Wirraway orders included CA-1, -3, -5, -7, -8, -9, -10 (a bomber version which was cancelled), -10A (dive bomber), and -16. The designation CA-20 covered the conversion of Wirraways for the RAN.

In 1940-41, camouflaged Wirraways were deployed to forward bases in Malaya (No 21 Squadron) Rabaul (No 24 Squadron), and Darwin (No 12 Squadron). On 6 January 1942, Flight Lieutenant B. Anderson of No 24 Squadron became the first RAAF pilot to engage in air-to-air combat in the South-West Pacific, when his Wirraway intercepted a Kawanishi (Mavis) flying-boat over Rabaul.

Two weeks later, on 20 January 1942, the Rabaul Wirraways achieved immortal fame when eight aircraft, including A20-177, piloted by Sergeant W. Hewett, courageously engaged a force of over 100 Japanese fighters and bombers. Although hopelessly outclassed by enemy aircraft, the Wirraway remained in the front line as a stop-gap fighter, and on 26 December 1942, Wirraway history was made when Pilot Officer J. Archer, in A20-103, succeeded in shooting down a Zero fighter near Gona.

Wirraways served mainly with Nos 4, 5, 12, 14, 21, 22, 24, 25, 54, 60, 78, 82, 85 and 87 Squadrons, although most squadrons had Wirraways on strength at one time or another. In addition, the aircraft was used extensively for the Empire Air Training Scheme, and many Australian fighter pilots learnt their trade in the Wirraway.

The Wirraway continued to serve as a trainer and communications aircraft until 1959 and of interest is the fact that a Wirraway was used in 1947-48 by No 81 Wing while on duty with the British Commonwealth Occupation Forces in Japan.

Today, restored Wirraways can be found on static display and in the air all around Australia. These examples are on hand to remind us of the first Australian mass-produced aircraft - a tribute, in one respect, to Sir Lawrence Wackett, who had the foresight and ingenuity to provide Australia with an efficient aircraft in a time of need.

DESCRIPTION:
Two-seat general-purpose monoplane, of all metal stressed-skin construction.

POWER PLANT:
One 600 hp (Pratt and Whitney licence) Wasp - nine cylinder air-cooled radial engine.

DIMENSIONS:
Span 13.10 m (43 ft); length 8.48 m (27ft 10 in); height 2.66 m (8ft 9 in).

WEIGHTS:
Empty 1811 kg (3980 lb); loaded 2991 kg (6595 lb).

PERFORMANCE:
Max speed 354 km/h (191 kt); Rate of climb 594 m (1,950 ft)/min; Range 1158 km (625 nm); Ceiling 23,000 ft (7010 m).

ARMAMENT:
Twin synchronised 0.303 guns mounted above fuselage, and one manually operated rear cockpit 0.303 gun. Light bomb load carried externally beneath wings.
------------------------------------------
Information sourced from : RAAF Museum and Heritage Centres
http://www.airforce.gov.au/raafmuseum/research/aircraft/series2/A20.htm

05/06/2014

Power Driven Aeroplane with TAILWHEEL-FIXED landing gear
Single Piston engine
Manufacturer: CONSOLIDATED VULTEE AIRCRAFT CORP STINSON DIVISION
Model: SR-8C
Serial number: 9766
Aircraft first registered in Australia: 13 October 1936
Year of manufacture: 1936
Registration holder as of 26 October 2013
BAILEY, Kevin H
MUNDIJONG WA 6123
AUSTRALIA
----------------------------------
Information sourced from : CASA Registrations

05/06/2014

One of the finest American fighter aircraft of World War II, the North American Mustang owed its origin to a Royal Air Force (RAF) specification for a single-seat fighter to replace the Curtiss P-40. The first flight of the prototype NA-73 occurred in October 1940. Production models reached the RAF in November 1941 and these aircraft became known as Mustang Mk I (P-51) and Mk II (P-51A). The original 1,150 hp Allison engine lacked performance at high altitude, and the RAF employed the early Mustangs on low-level armed tactical reconnaissance sorties. Meantime, the US Army Air Force (USAAF) ordered a limited number of P-51s and P-51As as the Apache, to operate in the dive-bomber role.

However, once the basic P-51 design was mated with the proven Rolls-Royce Merlin engine, the aircraft became an enormous success. Through P-51B, C and D models, the Mustang became one of the finest Allied fighters of World War II, and was just as capable at long-range es**rt as short ground-attack sorties. Fitted with a bubble canopy in place of the earlier 'Razorback' fuselage, the P-51D was the most widely produced version of the Mustang, with 8,956 built.

Interesting developments of the Mustang included the XP-51F and XP-51G lightweight versions and, the fastest Mustang of all, the P-51H, with a top speed of 487 mph at 25,000 ft. The ultimate development of the aircraft occurred post-war, when two Mustang fuselages were joined, resulting in the USAAF's F-82 Twin Mustang.

In November 1944, RAF Mustangs were first flown by the RAAF's No 3 Sqn in Italy.

In 1943, the Australian government arranged for the Commonwealth Aircraft Corporation (CAC) to manufacture the Mustang Mk IV (P-51D) under licence from North American Aviation. The RAAF urgently needed a new fighter, and so the first CAC Mustangs were built mainly from imported semi-finished parts. A prototype Mustang, A68-1001, was used for development trials and the first Australian production Mustang, A68-1, flew on 29 April 1945. This aircraft was handed over to the RAAF on 4 June 1945 and was used for trials by No 1 Aircraft Performance Unit until October 1946. It was placed in storage until 1953 when it was delivered to the Department of Supply at Woomera.

The first 80 Mustang 20s (A68-1/80) were delivered with Packard Merlin V-1650-3 engines, under the CA-17 designation. A second contract called for 170 improved Mustangs, but only 120 were completed. Known as CA-18, the first 40 were built as Mustang 21s (A68-81/120) with Packard Merlin V-1650-7 engines. The remaining CA-18s comprised 14 Mustang 22s (A68-187/200) with Packard Merlin V-1650-7 engines. A CA-21 contract for a further 250 Mustangs was cancelled and, in lieu of the remaining CA-18s and CA-21s, 298 lend-lease P-51Ds and Ks were taken on strength (A68-500/583 and A68-600/813). In addition, the RAAF also accepted Mustangs for the Netherlands East Indies Air Force (N3-600/640).

Produced too late for World War II, RAAF Mustangs were assigned to Japan for occupation duties and, early in 1946, Nos 76, 77 and 82 Squadrons flew into Iwakuni. In 1949 Nos 76 and 82 Squadrons withdrew to Australian and the Mustangs of No 77 Squadron remained to take part in the Korean War from June 1950 until April 1951, when they were replaced by Gloster Meteors.

In Australia, Mustangs remained in service with Citizen's Air Force Squadrons until they were withdrawn from service in 1959.

TECHNICAL DATA: CAC CA 18 Mustang Mk 21

DESCRIPTION:
Single-seat long-range fighter. All-metal stressed-skin construction.

POWER PLANT:
One 1490 hp Packard Merlin V1650-7.

DIMENSIONS:
Span 11.28 m (37 ft): length 9,83 m (32 ft 3 in); height 3.71 m (12 ft 2 in).

WEIGHTS:
Empty 3567 kg (7863 lb); loaded 4763 kg (10 500 lb).

PERFORMANCE:
Max speed 636 km/h (380 kt); Climb, 13 mins to 30,000 ft (9144 m); Maximum rate of climb 1059 m (3475 ft)/min; Service ceiling 41,900 ft (12 771 m); Range 1529 km (825 nm) on internal fuel tanks.

ARMAMENT:
Six 0.50 in calibre machine guns; two 454 kg (1000 lb) bombs or up to 10 rockets

04/06/2014