The Official Newsletter of THE AUSTRALIAN VINTAGE AVIATION

CONTACT
The Official Newsletter of THE AUSTRALIAN VINTAGE AVIATION SOCIETY
Issue 8
December 2013
www.tavas.com.au
T
he main reason for establishing TAVAS is to
bring to life early aviation and introduce it to
the Australian public - to educate them about
the aircraft and the pilots of the past. We choose to
do this, because no other group in Australia is.
It still amazes me that as we approach the centenary
of World War One, no State or even National body
or museum has a collection of flying aircraft to
highlight the incredibly significant contribution and
advancement of aviation during that war. Even the
RAAF museum at Point Cook, had only a replica
Sopwith Pup for this important four year period.
However, there are individuals around Australia with
a unique passion and willingness to create these
machines themselves, which has resulted in some
truly magnificent builds from some very talented
people.
In this issue we concentrate on one such person who
realised the need to produce one of the first official
trainers used by the RAAF in 1914. He intends to
have it completed by centenary celebrations of the
first flight to take place at Point Cook, in March 2014
and he is well on track to achieving that.
As we enter 2014 many remembrance and
centenary events will take place over this and the
following four years, culminating in the centenary of
Armistice on 11th November 1918. TAVAS will be a
major part of many of these events, being the only
ones with a collection of flying WW1 aircraft and as
the National body encouraging others to build and
fly these historically significant aircraft.
We need assistance during this time and are looking
for volunteers. Please contact us, no matter where
you are, to find out how you can be involved.
We have a new website up and running put together
by a volunteer and we are incredibly happy with it. It
is much more in keeping with what I originally
wanted for this organization. It is very user friendly,
CONTACT – Issue 8
Editor: Andrew Carter
and can be used on computer, ipad’s and smart
phones. It has plenty of pictures and videos – many
of which we have not made public till now.
There is an updated shop page with plenty of
fascinating products on early aviation you can
purchase online. There is a donation page in which
you can help yourself whilst helping the Society
(check it out to see what I mean) and our unique
crowdfunding concept. Click on www.tavas.com.au
Take the time to have a look through it and keep
coming back to see what’s new. We will keep adding
regular updates to our facebook page. You do NOT
need to be a member of facebook to view this page.
Simply click on www.facebook.com\TAVASWW1
Also it is with great relief that I can announce in this
issue that the Fokker Triplane has finally flown –
Some 12 months after I had hoped it would! Initial
flying report on the next page.
IN THIS ISSUE
From the Cockpit – flying the TAVAS Dr.I
Special Upcoming Event
History of the B.E.2
The B.E.2 in Australian service
Australian B.E.2 Replica Build
From the cockpit – flying the B.E.2
Importing Part 2
110 Years Ago
Additional info
www.tavas.com.au
Pg 2
Pg 3
Pg 4
Pg 6
Pg 8
Pg 12
Pg 15
Pg 16
17&18
Page 1
FROM THE COCKPIT - TAVAS DR.I FLIES
On the 17th of December the TAVAS Dr.I took off at
Caboolture airfield, becoming the first Australian
based Fokker Triplane to fly in Australia since the
RAAF Museum at Point Cook retired theirs back in
January 2000.
This aircraft was a lot easier to handle on the ground
than I had been led to believe. Small rudder inputs
were all that was required to keep it straight. The tail
came up sooner than expected without any harsh
tendency to swing and the aircraft became airborne
quickly and easily.
All controls were positive and only small movements
required. A simple circuit was completed and I flew
final at 70 knots, directly over the Bruce Highway,
which I was later told caused quite a commotion as
many cars slowed down to look and others had to
take evasive action to avoid hitting those in front of
them!
Engineer extraordinaire Dave Walsh doing the
final once over before the aircraft’s first flight.
It was not a promising start to the day. Although the
weather reports were good, looking at the BOM site
and radar pic, we soon realised that the Gods were
not only not smiling on us, they were actively
mocking us. The rest of south East QLD was clear
with perfect flying conditions, whereas dark, very
low level cloud and heavy rain was sitting just over
the Caboolture airfield.
That just proved that this aircraft is the right one to
have as the flag ship. It is instantly recognisable and
turns heads and creates attention wherever it goes
and gets people thinking and talking about true
vintage aviation.
As soon as I began to flare, I had an increasing rate
of descent which had to be corrected with power. A
little bounce and I was down. Second circuit on the
same day was much more successful, carrying 1400
rpm into the flare which resulted in the smoothest
and most satisfying touchdown.
We have to fly off the hours in the test schedule
locally and then we are able to take it places. The
first will be to Watts Bridge, which it will do for the
special event we are holding there in the new year
(see full details in the article on the next page).
Dark clouds ahead as we taxy out between showers.
At the time of writing, I have only managed to
complete 3 hours flying, but I am very happy with it
so far and will write more about it in the next issue.
After sitting around for an hour and a half, a break in
the showers and low cloud presented an opportunity
for a circuit.
A video of the first flight can be seen at http://www.youtube.com/watch?v=rhpuuv6TPL0
Taxying for runway 12 at Caboolture.
CONTACT – Issue 8
Airborne for the first time in Australian skies.
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Page 2
SPECIAL UPCOMING EVENT
The Watts Bridge Memorial airfield in South East
QLD, will be holding a unique get together for
anyone with an interest in seeing the WW1 and
vintage aviation movement grow in this country.
The event is being organized by Ross Stenhouse,
President of the Queensland Vintage Aviation Group
(QVAG) and held at the groups premises on the field.
Although TAVAS has held several presentations
throughout 2013 and spoke at length on its growing
collection and encouraging others to build and fly
WW1 aircraft, this is the first such event involving
different groups promoting the same message and
working towards a common goal.
This is incredibly important as we enter the years of
the centenary of WW1. We want more people
building and flying WW1 aircraft in this country and
it’s not too late to get started now and have one
finished well in time for the centenary of Armistice
on 11th November 2018.
Although our aim is to promote and help grow all
types of vintage aviation from the first 25 years of
flight, this particular seminar concentrates solely on
WW1 reproductions and replicas.
It will cover in detail the growing TAVAS collection,
other reproductions and replicas currently being
built in Australia, and a full run down on the
Airdrome Kits and their method of construction.
TAVAS member Bruce Clarke will have his
magnificent full scale Sopwith Pup on display and we
hope to have our Fokker Dr.I triplane there as well.
You will also be able to see the Airdrome Aeroplane
kits of the Sopwith Camel and E.I Eindekker under
construction.
The day will be very informative and any questions
you may have, will be answered. If you have any
interest in WW1 aviation, you should be at this
seminar. If you would like to build a replica, this
event is a must attend.
For those who would like to be part of the WW1
scene in Australia but don’t intend building an
aircraft, you should still come along, learn what’s
happening, what is being planned for the future,
meet other like minded people and find out how you
can be involved.
Not only should you come along, but we would
encourage you to bring your partners, so that they
can see for themselves what this is all about and
hopefully we can impart some understanding upon
them and as a result they may end up sharing your
enthusiasm and supporting you in whatever way you
decide to be part of it in the future.
This unique event is being held from 10:30am on
Sunday, 26th January 2014 at the QVAG building on
Watts Bridge Airfield.
Watts Bridge is about a 1.5 hour drive NW from
Brisbane. It has two grass strips for those who wish
to fly in. Regardless of whether you are flying or
driving, directions can be found here –
http://www.wattsbridge.com.au/location.php
Please let me know via email if you expect to be
attending this unique day, so we can ensure there
are sufficient comforts and light catering for all who
attend.
This will be a great day and I hope to see you there.
Quite a few of our members (some of whom flew in
from interstate) attended Bruce’s open hangar day
after our successful ‘Meet The Fokkers’ event mid
year. The feedback from that was incredible, with a
couple of members actually purchasing Airdrome
kits as a result of their visit. For those of you who
didn’t get to attend, this is your chance to see it.
CONTACT – Issue 8
www.tavas.com.au
Page 3
HISTORY OF THE B.E.2
The Royal Aircraft Factory B.E.2 (Blériot
Experimental) was a British single-engine two-seat
biplane which was in service with the Royal Flying
Corps (RFC) from 1912 until the end of World War I.
The "Bleriot" in its designation refers to the fact that,
like the Bleriot types it was of tractor configuration,
with the propeller in front.
The B.E.2 was designed by Geoffrey de Havilland as a
development of his B.E.1, being virtually identical
with the earlier aircraft, apart from the replacement
of the water-cooled Wolseley of the B.E.1 with a 60
hp air-cooled Renault V-8 engine.
It first flew on 1 February 1912 with de Havilland as
test pilot. The Renault proved a more satisfactory
powerplant than the Wolesley, especially after a 70
hp model was fitted in May that year and on 12
August 1912 it set a British altitude record of 10,560
ft (3,220 m).
About 3,500 were built. Initially used as front-line
reconnaissance aircraft and light bombers, variants
of the type were also used as night fighters. Like
many warplanes, the B.E.2 was retained in front line
service after it had become obsolete, for want of a
suitable replacement. After its belated withdrawal it
finally served as a trainer, communications aircraft
and on anti-submarine coastal patrol duties.
While the type was designed and tested at the Royal
Aircraft Factory, the vast majority of production
aircraft were built under contract by private
companies, including well known manufacturers as
well as firms that had not previously built aircraft.
The B.E.2 has always been the subject of a good deal
of controversy. While it proved fundamentally
unsuited to air-to-air combat, it had a relatively low
accident rate and its stability actually proved helpful
in its artillery observation and aerial photography
duties.
Variations / developments
The first production machines, basically identical
with the prototypes, were all powered by Renault
engines from the outset, and were designated
B.E.2a. The B.E.2b which followed was very similar,
but included revised cockpit coamings, affording
better protection to the crew.
CONTACT – Issue 8
The B.E.2c was a major redesign which was the
result of research by E.T. Busk and was intended to
provide an inherently stable aeroplane. This was
considered desirable to allow the crew's full
attention to be devoted to reconnaissance duties.
The first example, a converted B.E.2b, flew on 30
May 1914 and went into squadron service just
before the outbreak of war.
The B.E.2c used the same fuselage as the B.E.2b, but
was otherwise really a new type, being fitted with
new wings of different plan form, increased dihedral,
and forward stagger. The redesigned tail plane was
also new. Ailerons replaced the wing warping of the
earlier models, and a triangular fixed fin was fitted in
front of the rudder.
On later machines this fin was enlarged to reduce a
tendency to swing on takeoff, and to improve spin
recovery. After the first few aircraft, production
machines were powered by a development of the
Renault engine, the RAF 1a, and the twin skid
undercarriage was replaced by a plain "V"
undercarriage. A streamlined cowling to the sump
was also fitted to later models, while a cut-out in the
rear of the center section marginally improved the
observer's field of fire, as well as giving the pilot a
better view forward over the wing.
At the outbreak of war these early B.E.2’s formed
part of the equipment of the first three squadrons of
the RFC to be sent to France. In fact a B.E.2a of No.2
Squadron RFC was the first aircraft of the Royal
Flying Corps to arrive in France after the start of the
First World War, on 26 August 1914.
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Page 4
The B.E.2d was a dual control version. Otherwise
identical to the "c" variant it had full controls in the
front cockpit. This required a revised fuel system,
and the "d" usually featured a large gravity tank
under the center section. It was heavier than the "c"
and had a reduced performance, climb in particular
suffering in comparison with the "c".
Most B.E.2ds were used as trainers, but a few
supplied to Belgium were used operationally. These
were re-engined with Hispano engines, apparently
with further modifications to the fuel system, and as
they could be flown from the front cockpit the
occupant of the rear cockpit had a much better field
of fire for his gun(s).
The c began to be superseded by the final version,
the B.E.2e, nicknamed the "Quirk", in 1916. This
variant was again distinguished by completely new
wings, braced by a single pair of interplane struts per
side (as a "single-bay" biplane), and a set of shorter
wingspan lower wing panels. The ailerons, on upper
and lower wings, were joined by light struts.
The tail plane was again a new unit - being smaller
than that of the B.E.2c and d - and the larger,
quadrant shaped vertical fin of the late B.E.2c
became standard. Instead of a more powerful
engine, it used the same as its predecessor, reducing
the expected improvement in performance.
Many B.E.2c and B.E.2d aircraft still under
construction when the ‘e’ model entered production
were completed with B.E.2e wings - to rationalise
the supply of spare parts. These aircraft were
officially designated as the "B.E.2f" and "B.E.2g".
Of all variants, the most built were the B.E.2e.
The B.E.9 and the B.E.12 were variants designed to
give the B.E.2 an effective forward-firing armament the B.E.12 (a single seater) went into production and
squadron service, but was not a great success.
the center of gravity, in front of the pilot. In this
awkward position his view was poor, and the degree
to which he could handle a camera (or, later, a gun)
was hampered by the struts and wires supporting
the center section of the top wing.
In practice the pilot of a B.E.2c handled the camera
and the observer, when he was armed at all, had a
rather poor field of fire to the rear, having at best to
shoot back over his pilot's head.
As early as 1915, the B.E.2c entered service as a
pioneer night fighter being used in attempts to
intercept and destroy the German Zeppelin airship
raiders. The interceptor version of the B.E.2c was
flown as a single-seater with an auxiliary fuel tank on
the CoG, in the position of the observer's seat.
After an initial lack of success while using darts and
small incendiary bombs to attack airships from
above, a Lewis gun was mounted to fire incendiary
ammo upwards, at an angle of 45°, to attack the
airship from below.
The new tactic proved very effective. On the night of
2–3 September 1916, a B.E.2c downed the SL 11, the
first German airship to be shot down over Britain
after over a year of night raids. This won the pilot,
Captain William Leefe Robinson, a Victoria Cross and
cash prizes totaling £3,500 put up by a number of
individuals.
This was not an isolated victory - five more German
airships were destroyed by Home Defence B.E.2c
interceptors between October and December 1916.
The airship campaign faltered - this rate of attrition
could not be sustained, especially in combination
with quite high non-combat losses.
The performance of the B.E.2 was inadequate to
intercept the Gotha bombers of 1917, but the
techniques it pioneered were used by the later night
fighters.
The effectiveness (or lack of?) during the War.
Like all service aircraft of this period, the B.E.2 had
been designed at a time when the qualities required
by a warplane were largely a matter for conjecture,
in the absence of any actual experience of the use of
aircraft in warfare.
When bombs were to be carried or maximum
endurance was required the observer had to be left
behind, so it was still necessary to have him sit over
CONTACT – Issue 8
Withdrawal from combat
From 1917 onwards, the B.E.2 was mostly
withdrawn from both the front line and night fighter
use. The surviving examples continued in use for
submarine spotting and as trainers for the rest of the
war. In spite of the type's stability it was capable of
comprehensive (if somewhat stately) aerobatics, and
was by no means a bad trainer.
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Page 5
THE B.E.2 IN AUSTRALIAN SERVICE
He flew for 35 minutes, over Werribee and Sunshine
and up to 3700 feet. As it had greater speed than the
Boxkite and instruments (ASI, Altimeter & compass),
On the 2nd July 1912, the Australian Department of
Defence ordered two B.E.2a aircraft and two
Deperdussin monoplanes (total cost of 2600 pounds)
Later an order was placed for a single Boxkite.
Williams said it was much easier to fly than the
Boxkite.
Training for the first 4 students of the newly formed
Australian Flying Corp, at Point Cook, in late August
of 1914, began on the Boxkite.
At the very end of their initial pilots course and after
a quick demonstration from his instructor, Lt Richard
Williams (later to become the founding Chief of the
RAAF), was the first student to fly the B.E.2a
Lt Richard Williams as a student pilot in a B.E.2a in
1915. Although two such aircraft were ordered in
July 1912, they didn’t arrive until February 1914.
One of the CFS B.E.2a aircraft was meant to be the
first Australian Military aircraft to serve overseas
when it was crated and shipped to then German
New Guinea on 30 November 1914 on the HMAS
Una, along with a Farman Waterplane to assist in the
campaign to seize German forces in New Guinea
following the commencement of WW1.
However as it turned out neither aircraft was
uncrated or used, and both returned to Point Cook
early in 1915.
Australia's first two military flying instructors Lt Henry Petre (front) and Lt Eric Harrison, in a B.E.2a
at Central Flying School at Point Cook – 1914.
The two B.E.2a aircraft remained in service for all
eight pilot training courses held at Point Cook up
until 1917. CFS-1 was demolished in a crash in 1918
and CFS-2 retired in the same year with the arrival of
D.H.6 trainers.
Interestingly, two upper wing panels from both
these aircraft survive at the Moorabbin Air Museum
and are considered to be amongst the rarest and
most important aviation artefacts in the world.
In 1916 the CFS received an incomplete B.E.2c and it
was eventually put into service in 1918 as a B.E.2e as
CFS-18 when the balance of parts arrived.
Point Cook’s first 4 students pose before a B.E.2a at
the Central Flying School in 1914. Back row: Richard
Williams and Thomas White. Front Row: George
Merz, Henry Petre, Eric Harrison and David Manwell
CONTACT – Issue 8
Overseas, Australian pilots both in training and
operationally, used a number of BE2 variants during
WW1. No.1 Sqn AFC used the B.E.2e operationally in
the Middle East (Egypt and Palestine) during 191617. No. 4 Sqn AFC had one it used for flying training.
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Page 6
No.7 AFC Training Squadron at Leighterton had up to
13 B.E.2e's during its time in the UK.
Four B.E.2c aircraft were used by the Mesopotamian
Half Flight (so called because in its infancy, half a
flight was all the AFC could muster) out of their base
in Kut, 160km South East of Bagdad.
The B.E.2c and e models would also have been flown
by Australian pilots in the RFC, throughout the war.
General characteristics of the B.E.2 design
Crew:
Two, pilot and observer
Length:
27 ft 3 in
(8.31 m)
Wingspan:
37 ft 0 in
(11.28 m)
Height:
11 ft 1½ in (3.39 m)
Wing area:
371 ft²
(34.8 m²)
Empty weight: 1,370 lb
(623 kg)
Loaded weight: 2,350 lb
(1,068 kg)
Powerplant: varied for different models, from a
1 x Renault air cooled V-8 engine 60 hp through to
1 × RAF 1a air cooled V-8 engine, 90 hp
Performance (varied depending on engine type)
Maximum speed: 63 knots (116 km/h) at 6,500 ft
Endurance: 3 hr 15 min
Service ceiling: 10,000 ft (3,050 m)
Climb to 3,500 ft (1,070 m): 6 min 30 s
Climb to 10,000 ft (3,050 m): 45 min 15 s
Armament:
Initially – Nil, but later models had a variety.
An aerial shot form a B.E.2. Reg Baillieu piloting one
along the Mediterranean coast.
Guns: Normally 1 × .303 in Lewis gun for observer
Bombs: 224 lb (100 kg) of bombs
(with full bomb load usually flown as a single-seater,
and without the machine gun).
An aerial reconnaissance camera as operated by the
pilot of a B.E.2c in 1916.
Photo of 1 Sqn AFC with a BE2e. In the middle is
Richard Williams, who was the CO at the time.
B.E.2a Biplane (CFS-1) at the Central Flying School
Point Cook, Victoria.
CFS 2 – clearly marked on the side, outside its brand
new hangar at the newly formed Point Cook airfield
CONTACT – Issue 8
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Page 7
ANDREW WILLOX’S B.E.2A REPLICA BUILD
The other two aircraft types Australia purchased
were two Deperdussin Type A monoplanes, which
were built at the Deperdussin factory in Highgate
and two early-variant Royal Aircraft Factory BE2a’s,
being built at British & Colonial in Bristol, along with
the Boxkite which had been ordered almost as an
afterthought, following the consideration that the
other types were probably far too advanced for
novices.
The following article is from Andrew Willox in
Victoria who has produced an amazing replica and
donated it to the RAAF museum at Point Cook.
“It was during 2006 I finally realized that I HAD to
build an aircraft. I’d harboured such thoughts for
many years; a Bristol Fighter being the original
aspiration – and that borne of a deep love for my
favourite aeroplane anywhere in the world – the
Shuttleworth Trust’s own D8096 – with which I had
fallen for as an adolescent having the opportunity to
visit the collection many times during the ‘60s and
early ‘70s, living as we did in adjacent Hertforshire.
Well, even I knew that a Bristol F2b was probably
beyond my abilities, budget and the tiny cottage I
was living in at the time (the wing span is wider than
the building was deep), especially as I now live in
Australia.
As a newly-joined volunteer with the Friends of the
RAAF Museum at Point Cook, about 25ks south-west
of Melbourne, I was starting to learn about
Australia’s flying heritage and the first aircraft the
Australian government ordered from Britain during
1912.
Five aircraft across three types were to form the
fleet at the Army’s newly-established flying training
ground at Point Cook – a square mile of grazing land
owned by the Chirnsides, a family of sheep farmers.
Flying training started in August 1914, but the first
test flight by a Bristol Military Boxkite happened at
daybreak on the 1st of March of that year.
CONTACT – Issue 8
It transpired that the two Deperdussins quickly
ended up being used for ground instruction only, the
Boxkite soldiering on almost exclusively as the
instructional machine where students were actually
allowed to take the controls, and the two BE2a’s
were used to take students up for practice in military
observation and advanced instruction, with the most
competent graduate students being allowed to fly
them solo.
During 1915 another Boxkite was constructed at
Point Cook to add to the school’s strength and, 100
years later, yet another example has been
completed by volunteers (see previous Newsletter –
Contact Issue 7 – for full details) with the idea of reenacting that first military flight on the occasion of
Point Cook’s centenary in 2014.
However, this whole idea of gifting the Air Force
with its original flying types started with Mr Jack
Gillies who built an example of a Deperdussin and
which has been on display at the Point Cook
Museum since 2009.
Jack’s father was an Army blacksmith at Point Cook
during its establishment and Jack wanted to gift
something to the nation out of respect for those
days. He has in fact built two of this type and the
other is on display at the Army’s Museum of Flight at
Oakey in Queensland.
This museum also has one of the other Boxkites built
for the Magnificent Men film, with the third hanging
in the atrium of the Bristol Museum.
So, the RAAF Museum was to have two of the
original training aircraft in time for the centenary
and that’s when I realised that the collection really
should be completed with the donation of a BE2a.
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Page 8
Knowing about my interest in aircraft, in the middle
of 2007 a friend dropped in my lap an advertisement
for the sale of a small private airfield. Reading this
for about a minute and thirty seconds I then picked
up the phone and seven months later found myself
in the middle of nowhere, about 150 kilometers
west of Melbourne with my own airfield, extensive
workshop/hangars, a dream but with lots of cautious
ambition.
The township’s local blacksmith proved to be
knowledgeable about the old ways and we set to,
making three BE2 rudder frames as a test of my
competency and “project stamina”.
A test rudder, made to the original plans, linen
covered and clear doped was displayed at the
Avalon Air Show in March 2009. Knowing now that
this was the life for me, I started to put all the pieces
together to build a complete BE2a that would be
representative of the ones used at Point Cook.
importance, as they are possibly the only remaining
examples of the NPL3a aerofoil which was used on
BE1, BE2 and very early 2a variants, like the ones
that flew at Point Cook.
The Royal Aircraft Factory, not permitted to
manufacture aircraft of their own design at that
time, produced drawings that anyone with some
practical experience could follow. Using local
craftsmen and women, contractors could easily
make and assemble all the component parts and in
doing so myself, I have been able to prove that this
really was the case.
Even a weekend course in basic basket weaving
allowed me to make the two seats so clearly drawn
on the relevant plan (A1393 Details of Engine
Fittings).
Maintaining an interest in the project has been easy
– the more I have completed, the more I wish to see
the project fulfilled and gifted to the nation.
Repetition is something peculiar to aircraft building
and a mindset of ‘just doing it’ is essential.
In September 2012, I completed the fuselage and
control rigging. The wings have all been finished with
their wiring plates and had a trial assembly of the
whole airframe.
Andrew rolls out the bare fuselage at his private
property / airfield, some 150kms west of Melbourne
We are fortunate here to have two extant BE2 wings
on display at the National Aviation Museum at
Moorabbin, a suburb south-east of Melbourne.
As a wing warping biplane, the rigging is ‘interesting’
to say the least and I have to say that the further we
get the more exciting the whole project is becoming.
Photos from the Museum archives help to
supplement gaps in the record, of which there are a
few, but nothing so far has proved to be
insurmountable.
Andrew’s B.E.2a rigged and looking great.
The rare surviving B.E.2 wings at Moorabin, VIC
These have proved, through research, to be amongst
the rarest aviation artefacts in the world, ranking, I
believe, alongside the Trust’s Blériot in their
CONTACT – Issue 8
As almost all BE2s were contractor-built, I consider
my example to be a late-production model by yet
another contractor and it is fitting to thank my good
friend Richard Gardner at the Farnborough Air
Sciences Trust for his enthusiastic approach to
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Page 9
furnishing me with those first three-view drawings
that proved to be such an authoritative foundation
to my research – and to the success of this project.
It will be covered in unbleached aviation linen, clear
doped, and will join the other two exhibits in telling
something of the story of Australia’s first military
flying school.
Thanks must also go to the RAAF Museum for its
support in making the engine a possibility and also
to the Friends for some support in the purchase of
materials.
The RAAF Museum’s early-variant, unequal span
BE2a, dating from 1912-13 is a static exhibit with a
new dummy Renault V8, pattern-made to a licensebuilt example on display at Moorabbin.
Much of the airframe is airworthy and has been
constructed in a manner that should last for 100
years. Marine products have been used to preserve
all wood components with hand-painted automotive
finishes employed on all metalwork.
Lacing together the authentic period linen.
The Central Flying School operated at Point Cook
from 1914 to 1992 but the airfield remained in Air
Force use and is now the oldest continuously
operating airfield of its type in the world.
I’d be very happy to answer any further questions
readers may have about this project.”
Thanks so much Andrew for the article and to you
and Ron Gretton for all the pictures supplied.
This photo best shows the incredible woodwork in
this construction and the very authentic looking
dummy V8 Renault engine.
Andrew Willox is a member of the Friends of the
RAAF Museum, Point Cook and can be contacted at
awillox@skymesh.com.au
More pictures of this great
build on the following page
The linen laced and loosely applied to the fuselage
CONTACT – Issue 8
Water is initially used to pull the linen taut, then
dope is used to tighten it more & protect it.
www.tavas.com.au
Page 10
The magnificent Prop Andrew had made
At Pt Cook, with dummy motor fitted. Boxkite in background
A picture of a Royal Aircraft Factory early wing warping B.E.2 at Hampshire in 1914
This comparative picture is of Andrew Willox’s incredible example, taken at Point cook in May 2013
CONTACT – Issue 8
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Page 11
FROM THE COCKPIT – FLYING THE B.E.2
I spend a lot of time reading actual accounts of
aircraft operations from the pilots who flew them
during the war, but rarely do any of these authors
spend great detail describing what it is actually like
flying their particular aircraft.
A frustration that I know is shared by many of our
members, pilots and non aviators alike, who would
like to know ‘just what is it really like to fly?’
So I asked Gene Demarko of The Vintage Aviator in
NZ (TVAL) if he could write a brief report. What he
sent was an extremely detailed account for which I
and I’m sure many of you, will be very grateful for.
for the observer’s entertainment, one on each side
of the cockpit, mounted on swivels.
Fire straight ahead and you will shoot off your own
propeller. Too far either side and struts and rigging
will be hit which will easily facilitate the premature
and rather unfortunate loss of the top wing, which
would ruin your day rather quickly.
Firing back puts your tail at risk, and again more
struts and rigging. There is no wonder that BE2
crews were referred to as “Fokker fodder”. I was
glad I was just along for a joy ride.”
Before that though, I thought it was worth reading
this report from Tony Haycock, a modern day
‘observer’ attempting to ride in this 100 year old
design.
“This example is a genuine WWI veteran, built in
1917 and found forming part of a barn in the UK
before coming to New Zealand to be restored and
fitted with a TVAL reproduction of the original 90hp
air cooled RAF (Royal Aircraft Factory) V8.
In a triumph of British logic, the observer rode in the
front cockpit of the BE2. Even getting to the cockpit
required the dexterity of a contortionist, carefully
threading my way between flying wires, landing
wires, struts and various impedimenta.
The two TVAL examples showing the obvious
differences between the early and later types.
Once in the observer’s seat came the next
revelation. BE2 observers must have been very
short, or possibly legless. My legs are not long at all,
but the distance between seat and fuel tank was so
small that even after only a few minutes in the air I
was suffering!
I was supposedly there to spot enemy troop
movements and artillery, but there were issues with
this premise. Looking straight ahead, the view is of a
small oil coated windscreen. Forward of that is the
engine with the very reassuring sight of all 16
rockers and pushrods happily going up and down.
Over the side of the cockpit and there is nothing but
wing. The ground is impossible to see. How anyone
could do the job of artillery spotting from there I
have no idea!
Then there is the small matter of defence. As a later
version of the BE2, this aircraft has two Lewis guns
CONTACT – Issue 8
This shot shows the Union Jack under the wing, prior
to roundels being adopted as the preferred method
of recognition.
The following flight report is from Gene Demarko at
TVAL about the same B.E.2f that Tony flew front seat
“A BLOODY AWFUL AEROPLANE –
That is just how Ace Albert Ball described the BE.2
back in late 1915. The German pilots nicknamed it
kaltes Fleisch ("cold meat"). Neither description is
particularly becoming of one of the most widely
produced series of aircraft during the Great War.
www.tavas.com.au
Page 12
Even the British press began to refer to the BE.2
aircraft as “Fokker Fodder” because it was so inferior
to the newer faster more manoeuvrable German
fighters.
It is estimated that over 3,500 BE.2’s of various types
were produced. The BE.2 saw action on many fronts
and served many roles, observer, fighter, submarine
spotter, light bomber, trainer, night fighter, balloon
buster and zeppelin destroyer (six German airships
were destroyed between October and December
1916 by BE.2c ‘s).
A huge controversy surrounded the BE.2 aircraft,
some said young RFC pilots were being “murdered”
in these machines, it was this kind of thinking that
led to a judicial enquiry.
There were those however, that praised the BE.2 for
being a stable, predictable aircraft in which poorly
trained pilots had a chance to learn the finer art of
flying. This was a good thing in a time when so many
were killed in training accidents. The Sopwith Camel
being one of the worst, some records show nearly
forty percent of the pilots training in them were
killed before ever seeing combat.
Produced in a time when most people hadn’t even
set eyes on an airplane, for this was the horse and
buggy age, the cavalry was still an integral part of
the military and these brave soldiers would become
the eyes of the army. With a birds eye view high
above the battle ground; the importance of aerial
reconnaissance was quickly realized. The aircraft and
its observer were so important to the slow moving
ground based troops that the enemy quickly tried to
knock these airborne spies out of the sky - air
combat had begun.
The original BE.2f that The Vintage Aviator Ltd has
just restored is serial number A1325 built by Napier
and Miller Lt of old Kirkpatrick Glasgow in batch
A1311-1360. These aircraft were recorded as being
BE.2c and BE.2E types hence the slight confusion in
this aircraft’s description over the years.
A1325 has a BE.2c fuselage, does not have dual
controls and uses BE.2e type wings and empennage
making this aircraft a BE.2f.
Powered by a
reproduction RAF1a engine of the V-8 air cooled
type and rated at just under 100 horsepower, this
big aircraft is seriously underpowered.
This particular machine is the world’s only airworthy
original RAF BE.2f, and it currently is flown regularly
at various Vintage Aviator Ltd events in Masterton,
New Zealand.
Despite this machine being an early design and
extremely simple, it requires a good understanding
and thorough briefing, partly because aircraft of this
time period are quite different from what the
average pilot is used to today, but mostly because of
the responsibility attached with operating any
original machine that is nearly 100 years old.
At least the flight controls are relatively standard; a
control stick to operate the ailerons and elevator, a
ruder bar to actuate the rudder and a hint of tailskid
steering. No brakes, no electrical system, no flaps,
no carburetor heat, just the bare essentials in fact in
an era where rotary engines are popular it seems
like a luxury to have a throttle, despite it being
mounted on the control stick.
The pilot brief and preflight includes a number of
chores that must be performed prior to every flight
such as lubricating each overhead valve rocker and
pushrod and cleaning the spark plugs regularly.
Even the starting procedure is more like starting an
old tractor rather than an aircraft. The wheels are
chocked, there are no brakes, and the choke cable is
pulled as the propeller is rotated, this admits an over
rich mixture of fuel and air to the cylinders in
preparation of the ground crew swinging the
propeller in the old “Armstrong” fashion for starting.
While the engine is warming up the pilot can check
over the aircraft instruments, all four of them; an
airspeed indicator, a height gauge, a tachometer and
an air pressure gauge. There are no engine
instruments other than the tachometer, in fact the
engine doesn’t even have an oil pump! One
assumes, since the engine is essentially out in plain
view of the pilot where he can see and smell it, he
can keep an eye on it without having to worry about
troublesome gauges.
This machine requires all of your senses in order to
make up for the lack of instrumentation. As the
engine warms it becomes smoother and will actually
CONTACT – Issue 8
www.tavas.com.au
Page 13
idle, the long exhaust stacks make it much quieter
than you would expect. The valve train ahead
vibrates up and down and as the temperature rises
some of the oil vapor begins to vent from two
copper tubes just ahead of the cylinders in line with
the valve train, this oil will keep everything
(including the pilot) lubed throughout the flight. You
can smell that it’s almost up to operating
temperature.
slowly, giving the pilot time to ponder the structure
and rethink dives to VNE. The large upper wing
leaves a tremendous unbraced area outboard of the
single set of interplane struts, just part of the frailty
of this very early Geoffrey DeHaviland design.
With a single magneto and only one set of spark
plugs there is no need for a magneto check, a simple
run up to make sure the engine will accelerate to
about 1500 RPM is all that is necessary before
setting off.
Once overhead the airfield and ready to land, the
throttle only needs to be reduced about 100 RPM,
indicating 1400 RPM on the tacho, resulting in a
stable approach airspeed of 60 MPH. On short final
reducing the power too much ends up with the prop
driving the engine and a very noticeable
aerodynamic vibration form the tailplane being
exposed to the turbulence created by the slow
turning prop.
Ground handling is relatively easy, the long fuselage
and steerable skid make taxiing to the runway easy
with the use of power and proper technique. Lined
up and ready for takeoff, all that is left to do is to
crank the throttle lever forward and …wait.
Visibility during landing is quite good, the attitude is
quite flat and the airplane is easy to flare provided
the right amount of power is maintained through the
descent. Once on the ground the BE.2 tracks straight
and slows quickly.
The engine rev’s increase slowly and the big plane
starts to move forward without much sense of
acceleration, just as you are thinking about how
slowly everything happens in this machine, you
notice you are flying.
As with most taildraggers the flight isn’t over until
the plane is either in the hangar or tied down. With
this machine, the flight is over after the rockers are
lubed again (to prevent a valve from sticking) and a
post flight is conducted, checking the bungee cords,
lower wing aileron horns and wiping down the oil
expelled by the engine breathers.
The BE.2 starts to fly just as the airspeed registers
around 40 MPH. The climb rate is less than
spectacular but you feel secure and in control,
positive response to every control input provided
you give this ‘ole girl time to react. In most cases it
feels better to simply let the airplane find its own
way through the sky and nudge her in the direction
you want to go.
It’s certainly a privilege to be able to fly an original
World War One aeroplane, even more so to be able
to demonstrate these fine machines to the public
nearly 100 years after they first took to the skies.”
With a cruise speed of just under 70 MPH you have
plenty of time to take in the sights and get a feel for
the primary mission of this design - reconnaissance.
The view from either cockpit is good, provided you
brought along a scarf to wipe the oil from your
goggles.
Loitering above the airfield instead of the trenches,
the full flight envelope can be explored. With this
machine it’s a very small envelope! A speed range of
30 MPH and huge barn doors for ailerons make for
quite heavy controls. Gentle “S” turns are
accomplished with some adverse yaw and need to
be well coordinated or what little airspeed you have
starts to drop off.
A huge thanks to Gene for this most comprehensive
report he has put together for us over Christmas. It
is a rare insight into what airmen of the type
experienced a century ago and what a few very
fortunate pilots get to experience today.
Steep banks need to be planned and often feel
better with two hands on the oversize control stick.
Even with the nose pointed down the speed builds
The next flying display at Masterton, where the B.E.2
will be on display, is on the 22nd February 2014 and
will be a great weekend for those who can attend.
CONTACT – Issue 8
www.tavas.com.au
Page 14
IMPORTING PART 2
In issue 3 of the Contact Newsletter, I wrote about
importing completed aircraft, or partially completed
projects, from overseas as being the quickest way to
get flying a unique vintage type. I wrote about the
pitfalls to avoid when purchasing and what sort of
prices to expect for shipping and importing.
At that time however I was not able to personally
recommend a good shipping agent, especially as the
one we had used was so incredibly bad.
That has changed and now we have had several very
successful dealings with Greg Selsby of Selsby
Solutions and mention them here for anyone who
might be considering importing in the future.
Therefore it is reasonable to expect some variation
in the quote from any agent – but how many of
them would you expect would give you any money
back after you had paid the expected amount?
In our case, the variances worked out in our favour
and Greg paid us back a substantial amount of
money which we certainly weren’t expecting.
We have now found ourselves in the very fortunate
position of having obtained an original Gnome
160hp Rotary engine from New York and having a
unique 1909 designed aircraft donated to us from
overseas.
Of course we contacted Greg straight away to take
care of both of these unique purchases and ensure
the quickest, safest and cheapest way of getting
them here.
Greg has been in the importing business for 28 years
and has been a licensed broker for over 21 years. He
has imported everything from fresh fish to Combine
harvesters and everything in between and has
brought numerous aircraft and helicopters into this
country.
It doesn’t matter what state you live in or where you
want the goods delivered, Greg can arrange it all
Australia wide. All our dealings with him have been
from a different State and we have had no problems.
Greg at work
Importing the 3 Engels Fokkers from Germany was
not a simple task by any stretch. There was a lot
involved and required good communication amongst
several parties and a good agent in Germany.
You can contact Greg at greg@selsby.com.au or on
02 955 77 989. Let him know you are a member of
TAVAS.
Greg Selsby organized all this under challenging
circumstances and had the right people in place
overseas to execute this with the least amount of
fuss to us and ultimately, expense.
We were more than happy with the price quoted
and what we paid. However, the quote was not
100% complete as Greg explained to us, that some
charges vary with time and some in foreign currency
need to be converted at a later stage at the value on
the day it is done.
CONTACT – Issue 8
www.tavas.com.au
Page 15
110 YEARS AGO
‘100 years ago’ has become a regular part of these
newsletters and lets us reflect on how things were
and just how far aviation has come. In this issue
however, we choose to acknowledge the most
significant event in aviation history - its beginning,
which occurred on the 17th of December, 110 years
ago.
Even today there still remains a lot of false
information and controversy over what the Wrights
achieved and how they achieved it.
The fact remains that what they achieved was truly
remarkable and possible only topped as mans
greatest achievement, when Neil Armstrong first set
foot on the moon.
What has to be admired most about the Wrights is
the fact that they realised sustained powered man
carrying flight had to be achievable, at a time when
most people (including many very prominent
scientist of the day) knew that it was completely and
utterly impossible.
At no time does it ever seem to have occurred to
them that they could not achieve the ‘impossible’.
On that day in late 1903, achieve it they did.
The fact that the media all but overlooked this event
seems staggering. The controversy that followed
later and the problems that caused the Wrights, is
incredible and the lawsuits that followed with patent
infringements effectively held the US aviation
industry back almost 20 years.
The Wrights finally proved themselves in Le Mans,
France on the 8th of August of 1908, demonstrating
their completely manoeuvrable machines in complex
sequences, at a time when most other flying
machines could only do short hops in a straight line.
I have to admire them for their foresight, problem
solving ability and their persistence. These were
clever men who overcame great obstacles and
resistance to achieve mankinds greatest dream –
to fly.
They set about contacting all the well known
personalities in aviation circles at the time and asked
for information so that they could learn. It would
appear all these people freely shared their
information.
People have become detached from that dream, in
large part because Low Cost Carriers have made
flying so available to so many people on at least a
semi regular basis, that most people give flying no
more thought then they would any other form of
mass transport.
The Wright Brothers then set about systematically
addressing and overcoming each issue that had
prevented sustained flight.
The more sophisticated aircraft become, the less feel
the pilot has for the machine and the medium in
which it operates.
They taught themselves how to glide and how to
overcome control issues as a result. When their
second glider did not perform as well as the first,
they were smart enough to realise the accepted
theory of lift at the time was not correct and they
created a wind tunnel. They used this to develop
their own accurate data and formulas which led to
them building a successful flying machine.
It may be because precisely of this detachment with
an increase in aviation technology that we find more
people now turning to vintage aviation to experience
flying as it once was and probably, really, should be.
Thank you Orville and Wilbur Wright for daring to
dream and achieving the impossible.
Undaunted by the fact that no sufficient power plant
was available with the required power to weight
ratio, the brothers simply set about building their
own.
CONTACT – Issue 8
www.tavas.com.au
Page 16
AS 2013 COMES TO AN END…
TAVAS has been going for two full years now and we
have set up this unique organization well for the
upcoming centenary.
Robin Paveley is a very interesting individual, who
approached me after having seen an article on
TAVAS in the local paper.
This could not have been possible without the help
and support of so many people. Thank you to all of
you who have contributed in some way over the last
two years.
He asked me to clarify exactly what it was we were
hoping to achieve. I explained it to him, he politely
waited till I was finished and then told me I was mad.
- Well I had to appreciate his honesty.
There are just too many people to thank individually,
but a few we just have to single out. First and
foremost, Jack MacDonald, for his uncompromising
support of TAVAS. Without him we would have had
nowhere for the collection to reside and be worked
on and we simply couldn’t have held an event like
“Meet The Fokkers” mid year.
Luckily for us, Rob had some time on his hand and a
soft spot for mad people, so he offered to help out –
and that he has done in ways we could never have
imagined.
Jack has been a true champion of trying to create
the WW1 aviation movement in Australia and we are
incredibly grateful for all he has done, at no charge
to the organization. Thanks Jack.
Dave Walsh is our engineer extraordinaire, without
whom we would have nothing but static museum
exhibits.
Dave has donated an incredible amount of his time
and engineering talent (gained from an extensive
airline background both as ground & flight engineer)
to getting the TAVAS fleet airborne. He has gone
above and beyond at every stage and we are
incredibly grateful for his time, energy and
enthusiasm for the TAVAS concept and the aircraft
he works on.
Bernard ‘Speedy’ Gonsalves is a master fabric
worker and painter. Some of the best looking
restorations and privately owned aircraft in
Queensland are as a result of Speedy’s work.
Speedy is a WW1 aero historian in his own right and
apart from ongoing repairs and painting of the
TAVAS fleet, he has given presentations to large
groups on the TAVAS aircraft, the history behind the
machines and the men who flew them.
We hope he continues to give such educational and
interesting talks in the future and continues to apply
his incredible knowledge and skills to finishing each
of these aircraft to highly accurate standards.
CONTACT – Issue 8
He has a superb 3D video set up and has taken
unique footage of TAVAS aircraft in this medium.
Some of which he showed at the Caboolture Airfield
open day in November – which attracted a lot of
attention, with many people saying they had never
seen 3D content before.
He then went on and set up a 3D simulator screen in
our scaled Spad XIII aircraft which was used to
successfully introduce young people to early aviation
in a truly interactive way.
Rob has set up our new website and online store and
crowdfunding for current and future TAVAS projects.
I am waiting with eager anticipation to see what he
comes up with next.
Thanks so much to these guys and to everyone who
has been involved with TAVAS over the last two,
very busy and very interesting years.
Sponsorship is now the biggest challenge facing
TAVAS as we cannot complete the aircraft and fly
them for the Australian public without further
funding. TAVAS provides a unique opportunity for
sponsorship over the next four years. Please share
our details with anyone you think could help.
A hell of a lot of activity will be taking place over the
next 4 years and all of you have a chance to be
involved. Please email me at info@tavas.com.au to
find out more, or make the effort to get along to our
unique event at Watts Bridge Memorial Airfield on
the 26th of January where you can learn more and
speak to us in person.
www.tavas.com.au
Page 17
LAST BUT NOT LEAST
Tony Wytenburg has done an exceptional job with
reverse engineering a Gnome 100hp Rotary engine
for us. This is only one of the many incredibly
successful engineering challenges Tony has
overcome in his career. If there is something you
need manufactured, no matter how hard it may
seem, contact Tony – that’s what he specializes in.
TAVAS member David Foxx has worked long hours to
create a unique online magazine – Airscape. The first
2 issues were released late 2013. It is an impressive
magazine in its own right, but even more so as these
first two issues are free. Some great WW1 content in
it. Well worth the read. Download it at the App store
or on Google play now.
That’s all for another issue and another year. We look forward to your continuing support over the next four
years in particular.
Take the time to have a look at the new website especially the crowdfunding and shop pages – We need your
support to continue.
Wishing all of you the very best for the New Year and hope it proves to be a safe and enjoyable one for you and
yours.
Next newsletter due out end of March 2014. Until then, build light and strong and fly safe.
CONTACT – Issue 8
www.tavas.com.au
Page 18