Kendall Herons?
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Qantas operated the DHA Drover, which came out about the same time.
Would have been a different aircraft if they'd allowed dehav Aust to put the Gipsy Queens in them.
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Many years ago i remember looking up and seeing them flying around as a kid, mind you that was back in the UK and they wore RN colours then, not too sure what the Navy guys were flying then (early '70's around Lee-on-Solent HMS...?)
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Spent some time on them in the early '80s when Airlines of Tasmania bought most of the airworthy ones. CLT,CLV,CLX,CLZ, can't remember the rest. KAM as well for a while.
They did the LT-FLI, LT-WY-KI runs twice daily and LT-HB newspaper runs at 3 am.
I can attest to their deficiency in icing conditions having seen the fabric peel from the trailing edge of an aileron on a particular flight. (Ailerons, elevator and rudder were fabric covered).
Operating the electrically driven constant speed actuators was an art in itself to avoid the thing sounding like it was about to fall out of the sky as everything went out of sync.
Departing without the required pressure in the accumulators made for interesting gear up sequencing. (and the danger of the gear not coming up if an engine failed)
Lovely old aeroplane.
They did the LT-FLI, LT-WY-KI runs twice daily and LT-HB newspaper runs at 3 am.
I can attest to their deficiency in icing conditions having seen the fabric peel from the trailing edge of an aileron on a particular flight. (Ailerons, elevator and rudder were fabric covered).
Operating the electrically driven constant speed actuators was an art in itself to avoid the thing sounding like it was about to fall out of the sky as everything went out of sync.
Departing without the required pressure in the accumulators made for interesting gear up sequencing. (and the danger of the gear not coming up if an engine failed)
Lovely old aeroplane.
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Brian
The second photo suggests that it acquired the name "Silver Heron" with the repaint, but as I'm sure you know, it was named that as soon as it started with Associated in keeping with the tradition of naming all their aircraft after their Broken Hill roots.
There was "Silver City" and "Silver Gull" both Locheed Mini Hudson (12A's).
Was a good era really.
The second photo suggests that it acquired the name "Silver Heron" with the repaint, but as I'm sure you know, it was named that as soon as it started with Associated in keeping with the tradition of naming all their aircraft after their Broken Hill roots.
There was "Silver City" and "Silver Gull" both Locheed Mini Hudson (12A's).
Was a good era really.
What happened to the Series1 Heron at Jandakot?
Don't forget that AVDEV operated the Herons for a while on the Lord Howe Island run.
Kendalls when they had the Metro 2 up and running crosshired VH-CLW to Executive Airlines in the late 70's to cover maintenance on the Aerocommanders.
Don't forget that AVDEV operated the Herons for a while on the Lord Howe Island run.
Kendalls when they had the Metro 2 up and running crosshired VH-CLW to Executive Airlines in the late 70's to cover maintenance on the Aerocommanders.
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Before going to Sunflower -CLW was with Air Tungaru in Tarawa as T3-ATA. Don Kendell flew it up there himself in 1981. The aeroplane was originally a Luftwaffe VIP machine. The plush seat used by Chancellor Konrad Adenauer was apparently used by Eddie Connellan as an office chair and is now sitting in the back of Dove -DHH at the Aviation Museum in ASP.
Big Girl 727
Here's the story in pictures.
As CA-001 with the West German Air Force.
At Brisbane on 30MAY81 on delivery to Air Tungaru still as VH-CLW.
As DQ-FDY with Sunflower.
Here's the story in pictures.
As CA-001 with the West German Air Force.
At Brisbane on 30MAY81 on delivery to Air Tungaru still as VH-CLW.
As DQ-FDY with Sunflower.
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Great photos, thanks FrisB.
I'm told they flew better with the lycomings, but for my money, the aircraft looked far better with the Gipsy Queens.
Has anyone got any real world comparisons between the two ?
The Queen was supercharged whereas the Lycomings were normally aspirated, so that would possibly have made a difference.
I'm told they flew better with the lycomings, but for my money, the aircraft looked far better with the Gipsy Queens.
Has anyone got any real world comparisons between the two ?
The Queen was supercharged whereas the Lycomings were normally aspirated, so that would possibly have made a difference.
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The Queen was supercharged
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One of the ex Connellan Herons CLV was also ex Luftwaffe. I was told that during stripping of the paintwork on CLV, the Maltese Cross was quite visible on the rear fuselage.
From a performance point of view, the Riley Heron with the IO -540 Lycomings was a much better performer than the Queen 6 powered aircraft. The empty weight of the Riley Herons were a lot lighter, because the Lycomings were a wet sump engine and totally made out of alloys, where as the Gypsy Queens had a large proportion of steel in the construction (built like a battleship) and the bare engine weighed much more than the Lycoming, without the oil tankand other plumbing.
From memory, MTOW was around 7.0t. Speeds were V1 65 Vr 70 V2 74 Vyse 91 kts. Any engine failure was left until acceleration altitude (400') to sort out. In fact I had an inboard fail passing V2 and the FO didn't notice anything other that it was climbing just a little slower (which he put down to being at MTOW) He was surprised when the failure was pointed out with the suggestion we might return. The Gpsy powered Herons had two position propellors, where as the Riley had fully feathering 3 bladed propellors. These were controlled by electric pitch actuators. It was like playing the piano some days.
Planning gave a TAS 165kts 48 imp gall/hr. You could put on 15 adult pax, 365 kg baggage in the rear and 100 kgs in the nose, and fly for 4 hrs with reserves. 3 engine cruise was 140 kts and 36 gall/hr, which gave a slightly better nm/gallon.
Flaps were pneumatic and had two positions T/O and Land. The landing deflection was 65 degrees and to enable it to meet the baulk approach climb, a rapid exhaust valve was fitted which retracted the flaps from landing to take-off in 2.5 seconds.
The Viscount bears a striking likeness of the Heron. In photos of the cockpit of the Halifax bomber, one can see the identical throttle levers as fitted to the Heron
From a performance point of view, the Riley Heron with the IO -540 Lycomings was a much better performer than the Queen 6 powered aircraft. The empty weight of the Riley Herons were a lot lighter, because the Lycomings were a wet sump engine and totally made out of alloys, where as the Gypsy Queens had a large proportion of steel in the construction (built like a battleship) and the bare engine weighed much more than the Lycoming, without the oil tankand other plumbing.
From memory, MTOW was around 7.0t. Speeds were V1 65 Vr 70 V2 74 Vyse 91 kts. Any engine failure was left until acceleration altitude (400') to sort out. In fact I had an inboard fail passing V2 and the FO didn't notice anything other that it was climbing just a little slower (which he put down to being at MTOW) He was surprised when the failure was pointed out with the suggestion we might return. The Gpsy powered Herons had two position propellors, where as the Riley had fully feathering 3 bladed propellors. These were controlled by electric pitch actuators. It was like playing the piano some days.
Planning gave a TAS 165kts 48 imp gall/hr. You could put on 15 adult pax, 365 kg baggage in the rear and 100 kgs in the nose, and fly for 4 hrs with reserves. 3 engine cruise was 140 kts and 36 gall/hr, which gave a slightly better nm/gallon.
Flaps were pneumatic and had two positions T/O and Land. The landing deflection was 65 degrees and to enable it to meet the baulk approach climb, a rapid exhaust valve was fitted which retracted the flaps from landing to take-off in 2.5 seconds.
The Viscount bears a striking likeness of the Heron. In photos of the cockpit of the Halifax bomber, one can see the identical throttle levers as fitted to the Heron
Dog One
VH-CLV was indeed CA+002 with the German Air Force. She is now with the Queen Victoria Museum in Launceston. I believe that the QVM also have CLZ. The Aust Aviation Museum at Bankstown have CLW and the Moorabbin Air Museum have CLX. As previously mentioned, the Qld Air Museum at Caloundra have KAM.
Does anyone know the whereabouts of CLT? As the aeroplane that was "flown" on the ground during Cyclone Tracy she is probably the most deserving of preservation but I've not been able to track her down.
Rgds
VH-CLV was indeed CA+002 with the German Air Force. She is now with the Queen Victoria Museum in Launceston. I believe that the QVM also have CLZ. The Aust Aviation Museum at Bankstown have CLW and the Moorabbin Air Museum have CLX. As previously mentioned, the Qld Air Museum at Caloundra have KAM.
Does anyone know the whereabouts of CLT? As the aeroplane that was "flown" on the ground during Cyclone Tracy she is probably the most deserving of preservation but I've not been able to track her down.
Rgds
Silly Old Git
Dunno what Heron it was but there was one in Airlines of Northern Australia livery parked on the old Darwhine GA apron in 1981
Henk Van der Maas ferried it somewhere south, could this have been CLT?
Henk Van der Maas ferried it somewhere south, could this have been CLT?
Most of Connair/Nortern Airlines Herons got flown to Parafield and put into storage.
Christine Davey ferried a couple south from Darwin.
When I worked for Tamair Dave "Macca" Mckenzie told heaps of stories abuot working for Connair when they converted the Herons to Lycoming power.
Christine Davey ferried a couple south from Darwin.
When I worked for Tamair Dave "Macca" Mckenzie told heaps of stories abuot working for Connair when they converted the Herons to Lycoming power.
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CLT was sold by Connair to an operator at Parafield, who operated the aircraft for a short while until going belly up. AOT purchased it and operated it until they got several of the ex Connair aircraft airworthy. It then went into the hangar for a C check. During this work, corrosion was found in the wheel wells and adjacent spar area. Repair work was put on hold until the Connair Herons where put on line. My source tells me it sat in the corner dismantled for some time, and when they went to repair the corrosion, an inventory of missing components on the airframe showed that they insufficient spares to put it back in the air. It was reduced to components and the fuselage now resides up in the Tasmania highlands a shooters lodge.
Capt W
Double engine failure on the same side is rare and usually a fuel feed problem. AOT wrote one Heron off at Launceston, attempting to go round off the narrow gravel parallel strip with full flap and the gear down, the left engines didn't respond to the throttles and the aircraft swung left, dug the left wing into the ground and ground looped. There were only minor injuries, but the airframe was written off, and the wings repaired and fitted to CLX (whose wings were out of first spar life)
Capt W
Double engine failure on the same side is rare and usually a fuel feed problem. AOT wrote one Heron off at Launceston, attempting to go round off the narrow gravel parallel strip with full flap and the gear down, the left engines didn't respond to the throttles and the aircraft swung left, dug the left wing into the ground and ground looped. There were only minor injuries, but the airframe was written off, and the wings repaired and fitted to CLX (whose wings were out of first spar life)
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The Heron had unsupercharged Gipsy Queen 30's rated at 250 HP, you may be thinking of the Dove Zolt, which had Gipsy Queen 70's, which were supercharged, starting out at 340 and ending with 400 HP.
Oops
You are so right. I did confuse it with the Dove engine. Put it down to memory slipping with years gone by.
Thanks Brian