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CONTACT
The Official Newsletter of THE AUSTRALIAN VINTAGE AVIATION SOCIETY
Issue 10
June 2014
www.tavas.com.au
Another busy quarter has passed and although not
much may have changed on the surface, a lot has
been happening behind the scenes.
The 100 hp Gnome should be shipped shortly and
arrive before the end of July. Dave Walsh has been
busy working on components to get the 160 hp
Gnome operational. Once we have both of these
engines here and running, we will be organising our
first big members only event for the year, ‘Meet The
Gnomes’.
Editor: Andrew Carter
The Johnson monoplane arrived in May. A huge
thank you to all those who donated money to help
have this shipped out here – and to the Seizer’s for
donating such a unique and incredible aircraft to us.
Full details on page 9.
The BE2a built by Andrew Willox and covered
extensively in Contact Newsletter issue 8, is now on
permanent display at RAAF museum Point Cook. A
fitting tribute to the early pioneers of Military
aviation in Australia and to Andrew himself.
This will be an opportunity to see the inner workings
of one of these engines whilst we demonstrate the
other running. More details to follow.
We have obtained authentic linen to cover the E.III
Eindekker and after many false starts, it looks like we
may have found someone to accurately sew the bags
for the wing and fuselage. A lot of time and research
has gone into this and a lot more time will be
needed to finish covering the aircraft, but it is one of
our highest priorities.
Issue 8 of these newsletters covered the Be2 in
detail. The Bristol F2B fighter was developed as a
replacement for that aircraft. Having seen a Bristol
fighter fly at Omaka, in NZ, in 2011 and being more
than impressed by its incredible manoeuvrability
(especially for its size), this aircraft has become my
favourite allied aircraft of the war. Full details on its
history and use by Australians, in this issue.
We have covered the building of Airdrome
Aeroplane kits in previous articles - in this issue we
show how to use the same technique to produce
your own Bristol F2B.
Just prior to Anzac day, TAVAS had coverage on both
ABC and Channel 9 news, with the Triplane flying
over the skies of Caboolture. That Channel 9 footage
and the Women of Aviation Week event videos will
be uploaded to the TAVAS site in the next few days.
CONTACT – Issue 10
Our 100 years ago segment this issue, covers the
event that started a series of events that 37 days
later led to the start of the ‘Great War’ as it was to
become known. Subsequent issues will cover that
series of events and of course the involvement of
Australian Squadrons, the aircraft and the airmen,
during that conflict. It was a steep learning curve in
the new technology, especially given that the
Australian Flying Corp had not yet even chosen its
first students to train at its new school at Point Cook,
by the time War broke out.
IN THIS ISSUE
The history of the Bristol F2.B Fighter
The Brsitol Fighter in Australian Service
Bristol Fighter replicas in Australia
Build and fly GWRA’s Bristol F2B
The Johnson Monoplane arrives in Oz
100 Years ago – the beginning of WW1
Supporters
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Page 1
BRISTOL F2B FIGHTER
Despite being a two-seater, the F.2B proved to be an
agile aircraft that was able to hold its own against
opposing single-seat fighters. Simply called the
Bristol Fighter or the "Brisfit" or "Biff", it overcame a
disastrous start to its career, and then remained in
military service into the 1930s, and surplus aircraft
were popular in civil aviation.
In light of the increasing losses of outdated
reconnaissance machines, the origins of the Bristol
Fighter began with a Royal Flying Corps request for a
two-seat reconnaissance aircraft that was capable of
defending itself.
As the new 190 hp Rolls-Royce Falcon inline engine
became available, Frank Barnwell designed a new
aircraft around it. A large aircraft, but faster and
more agile than its predecessors, this, the Type 12 F
first flew on the 9th September 1916.
The F.2A was armed in what had by then become
the standard manner for a British two-seater: one
synchronised fixed, forward-firing .303 in (7.7 mm)
Vickers machine gun, and one flexible .303 in Lewis
gun mounted on a Scarff ring in the observer's rear
cockpit. This remained the standard armament
throughout the development of the type.
Only 52 F.2As were produced before production
switched to what became the definitive Bristol
Fighter, the Bristol Type 14 F.2B which first flew on
25 October 1916. The first 150 or so were powered
by the Falcon I or Falcon II engine but the remainder
were equipped with the 275 hp (205 kW) Falcon III
engine and could reach a maximum speed of 123
mph (198 km/h). The F.2B was over 10 mph (16
km/h) faster than the F.2A and was three minutes
faster at reaching 10,000 ft (3,000 m).
F.2Bs often carried a second Lewis gun on the rear
cockpit mounting, although observers found the
weight of the twin Lewis gun mounting difficult to
handle in the high altitudes at which combat
increasingly took place in the last year of the war.
A number of attempts were made to add forward
firing Lewis guns on a Foster mounting or similar, on
the upper wing - either instead of, or in addition to
the Vickers gun. Unfortunately this caused
interference with the pilot's compass, which was
mounted on the trailing edge of the upper wing.
Some F.2Bs were fitted with a Lewis gun offset top
starboard to minimise this effect.
CONTACT – Issue 10
When initially deployed, aircrews were instructed to
maintain formation and use the crossfire of the
observers' guns to meet any threat from enemy
fighters. This was standard procedure at the time,
and worked well for such types as the F.E.2b.
For the Bristol, these tactics were flawed and did not
withstand the first contact with the enemy. The F.2A
arrived on the Western Front in April 1917 as the
British launched the Battle of Arras. The very first
F.2A patrol of six aircraft from No. 48 Squadron RFC,
led by VC recipient William Leefe Robinson, ran into
five Albatros D.IIIs from Jasta 11 led by Manfred von
Richthofen. Four out of the six F.2As were shot down
– including Robinson, who was captured – and a fifth
was badly damaged.
More flexible, aggressive tactics soon proved that
the new Bristol was by no means as ineffective in airto-air combat as its first encounter with the enemy
seemed to indicate. In fact it was eventually realised
that the type was fast and manoeuvrable enough to
be flown in combat more or less like a single-seat
fighter; the pilot's fixed forward-firing gun served as
the principal weapon, with the observer's flexible
gun serving mainly as an additional "sting in the tail".
Flown in this manner the Bristol Fighter was a
formidable opponent for any German single-seater.
A total of 5,329 aircraft were eventually built. After
the war, F.2Bs continued to operate in army cooperation and light bombing roles throughout the
British Empire, in particular the Middle East, India
and China. The F.2B also served with the air forces of
Australia, Belgium, Canada, Ireland, Greece, Mexico
and New Zealand.
The type remained in service up until the early
1930’s and until 1936 in New Zealand service. It then
had a further lease of life in civilian hands.
www.tavas.com.au
Page 2
THE BRISTOL IN AUSTRALIAN SERVICE
1 Sqn, Australian Flying Corps, operating in Palestine,
was the first Australian squadron to be issued F.2B’s,
to replace their obsolete Be2’s. They received the
Brisfit in 1917.
Some of the Squadron's aircraft co-operated with
Colonel T.E. Lawrence (Lawrence of Arabia) and his
force of Arab irregular fighters in operations against
Turkish forces. In late 1918, the Sqn participated in
ground attacks which destroyed much of a retreating
Turkish army.
In the previous picture, the pilot flying is Captain Syd
Addison. Whilst flying with Hudson Fysh, they shot
down an Albatros D.V. Fysh went on to fly with Lt
Paul Mcinness and together they scored another 4
victories.
After the war, it was McGinness and Fysh who went
on to form the Queensland And Northern Territory
Air Service (QANTAS).
The lesser known half white colour scheme of a 1 sqn
aircraft in Palestine, with an all green one behind.
Photo of 1 Sqn F2B in Palenstine in late Feb of 1918
The pilot is Captain Ross Smith (also shown below).
Captain Ross M. Smith, later Sir Ross M. Smith for his
London to Australia flight in 1919, became the
leading ace in the Middle East theatre with 11
victories on the Brisfit. No mean feat considering the
enemy activity in the theatre never numbered more
than one Jasta and four Flieger Abteilungs.
The aircraft and the Aussie crews operating them,
were well regarded. The British commander in
Palestine, General E. H. Allenby, wrote, "It would
hardly be an exaggeration to say the Bristol Fighters
of the Australians kept the sky clear (of enemy)."
3 Squadron were operating RE8’s on the Western
front and had the Bristol Fighter complement its
operation in late 1917. 6 & 7 Sqn were equipped
with the Brisfit to train Aussie pilots converting to
the type.
Another famous Australian in an AFC F2B – Gunner
Lt. Hudson Fysh (rear) who went on to start Qantas.
CONTACT – Issue 10
Cutaway of the magnificent fighting ‘Brisfit’
showing its all built up wood construction.
www.tavas.com.au
Page 3
Bristol’s in Australia, after the War
The Bristol Aeroplane Co. modified the F.2B after the
war, into a civilian two or three-seat passenger
aircraft called the Bristol Tourer (or Bristol Coupe). It
was a minimal conversion, with a change to the
lower-rated Siddeley Puma engine, and covered
accommodation for the passenger(s).
Eight three-seaters were all sold in Australia; the first
(6117, G-AUCA) was supplied in June 1921 to Colonel
Brinsmead, Controller of Civil Aviation, who toured
over 9,000 miles in it while surveying new air routes.
Six more were bought in September 1921 by
Australian WW1 pilot, Major Norman Brearley, who
had formed Western Australian Airways to become
the first operation in Australia to commence regular
air services.
Brearley had secured the Federal Government's air
mail contract for a weekly service between
Geraldton and Perth. The airline also carried airmail
and passengers to Derby (they were able to carry
two passengers, in narrow side-by-side seating).
Sir Charles Kingsford Smith – Smithy - flew these
aircraft with this airline, all the while trying to raise
interest and money for his attempt to be the first
man to fly across the Pacific.
The Tourers of Western Australian Airways had
flown over 200,000 miles by September 1923 and
nearly 485,000 miles by June 1926, when they were
replaced in regular service by D.H.50's.
During this period they had logged 6,400 flying hours
and had carried more than 3,000 passengers and
400,000 letters and parcels, including valuable
consignments of pearls from the north-west coast
fisheries.
Realising the great potential for air transport in
Australia, Kingsford Smith formed a partnership in
1924 with fellow pilot Keith Anderson. They raised
the capital to buy two Bristol Tourers by operating a
trucking business from Carnarvon (the Gascoyne
Transport Co.), and in 1927 they returned to Sydney
to operate with Charles Ulm as Interstate Flying
Services.
He flew the first passenger from Perth to Sydney in
the Tourer G-AUDK. After tendering unsuccessfully
for an Adelaide to Perth mail service, the partners
launched a series of important demonstration flights
In June, 1927 Smithy & Charles Ulm flew the Bristol
around Australia to raise funds. They covered 7,500
miles in 10 days, 5 hours. Then G-AUDK was flown
2,300 miles from Perth to Sydney, carrying the first
trans-Australian woman passenger, Mrs. J. W.
Marshall.
The six Tourers, (Nos. 6108, 6111, 6115, 6116, 6118
and 6119), registered G-AUDF through to G-AUDK,
were shipped to Fremantle in time to start the
service on 4 December 1921, but G-AUDI crashed
the next day, killing its pilot and mechanic. After an
enquiry, the service restarted and thereafter
achieved 97% regularity.
Five Tourers were not enough to maintain the
service, and the last remaining Tourer airframe,
continued flying until September 1930. Another of
the Western Australian Airways fleet, G-AUDH,
which crashed in July 1924, was rebuilt as G-AUDZ
and survived until February 1931.
A famous Tourer, G-AUEB, was converted from a 300
h.p. Hispano-Suiza Fighter (H1248) and flown in 1922
and 1923 by Hudson Fysh and other pilots of
Queensland and Northern Territories Aerial Services;
later it became one of the first Flying Doctor
ambulances in Northern Territories, and its career
ended in the goldfields at Wau, New Guinea, in April
1928.
CONTACT – Issue 10
Kingsford Smith, Charles Ulm & Bob Hitchcock with
their record breaking around Australia flight, Tourer.
None of the Australian Tourers escaped crash
demolition in the end, but, for so worthy a scion of
the Fighter breed, this was a more fitting fate in a
pioneering country than to decay in a hangar,
unwanted, unfuelled, and unswung.
www.tavas.com.au
Page 4
BRISTOL REPLICAS IN AUSTRALIA
In the early 1980’s, Film Victoria made a television
miniseries about Charles Kingsford Smith (Smithy)
titled ‘A thousand Skies’. They required two full size
Bristol Tourers to fly for that.
They approached Peter Smart and Bert Skinner, who
owned and ran the company ‘Air Charter’, a crop
dusting & maintenance operation out of Archerfield.
Peter was known in the Australian movie industry
for having modified a helicopter to mount external
cameras for use in the 1984 film, ‘Coolangatta Gold’.
Engineer Bill Whitney had worked with Peter Smart
previously when he had modified an Ag Cat for him.
So it was natural that Peter approached Bill to design
the Bristol Tourers.
It had to be done in a way that they could be built
quickly, yet look completely accurate. Bill obtained
drawings from Leo Opdyke of WW1 Aero magazine
and redesigned the structure to conform with
current Far23 design standards.
For ease and speed of construction Bill decided on a
welded tube frame fuselage construction using 4130
steel. The wings were built up with the ribs cut from
marine ply and hoop pine was used for the spars.
The entire aircraft was covered in Ceconite.
Bill had previously worked with George Barnes to
construct Smithy’s Southern Cross replica and
brought him in on this project as well as Peter Brook,
to complete the build of two aircraft in just 14
weeks! Film Victoria paid $250,000 for both aircraft.
Bill sealed the elevator and aileron hinges which
corrected the control force issue, but nothing could
be done about the engine and prop performance.
The Film company brought in Bill Waterton as the
aviation technical advisor (he had actually had a joy
ride with Smithy when he was just 8 years old).
After just two days of testing, Peter Smart and Bill
Waterton flew the replicas from Archerfield to South
Australia to start filming the aerial sequences.
Apart from not performing well, the small propeller
simply didn’t look right – so much so, that after each
flying sequence, a larger prop was fitted to the
aircraft to film it taxy in and shut down.
After filming was complete the Ford V8 engines
arrived. Turning a larger 110” diameter and 72”
pitch, wooden propeller, the performance and the
handling of the aircraft improved dramatically and
that was how the aircraft were to be used from then
on - although they did prove to be very problematic
and resulted in several engine failures.
In February 1986, Barry Hempel and Peter Smart reenacted the Smithy and Ulm 1927 around Australia
flight in their replica. Their trip took 11 days due to a
cyclone in WA.
That same replica made an appearance at the
bicentennial airshow at Richmond Air force Base in
1988 (See Picture Below).
The engine Bill decided to use was the Geschwender
modified Ford V’8’s. The tyres used, were from a
tractor, with the tread grinded off to look authentic.
However there were problems with supply of both
the wood required for the project (which turned up
late and delayed construction) and the engines –
which simply didn’t turn up in time, so I-O-520
engines had to be used instead. These engines
turned a much smaller prop than the original Tourer.
Despite the delays, the aircraft were completed and
test flown by Peter Smart. Two problems were
immediately apparent. The performance of the
aircraft was marginal, due to the engine and small
sized propeller. Also, the control forces required to
pitch and roll the aircraft were excessive.
CONTACT – Issue 10
(
One replica was sold to Barry Hempel. It was flown
across to the West coast. On arrival there, it had
engine problems which resulted in a forced landing.
That aircraft eventually ended up in the Geraldton,
WA, museum where it still resides today.
www.tavas.com.au
Page 5
The other one ended up at the Museum of
Australian Army Flying in Oakey QLD. They removed
the roof housing over the passenger compartment
and modified the tail, to resemble the fighting F2B
and repainted it in Australian military markings.
Original Bristol Fighters Still Flying So why do we need replicas? - There are original
airframes on static display in various museums
around the world, but I’m only aware of 3 original
F2B’s still flying – unfortunately none of them in
Australia.
The Shuttleworth Collection contains one, identity
D8096, that still flies during the English summer.
The replica G-AUDK flown by Peter Smart and Barry
Hemple, now at its new home in Geralton, WA.
The Canada Aviation & Space Museum, in Rockcliffe,
Ontario, owns a second example, D-7889.
This side view of the same aircraft, best shows the
differnces between the Tourer and its war Fighter
origin, the cover over the passsenger cockpit (held on
with just a few bolts), and the slightly modified fin.
The Vintage Aviator Ltd owns D-8084, which flies
from the Hood Aerodrome, In Masterton, NZ. The
Aviation Heritage Centre, In Omaka, NZ, has a
second, original fuselage now on display in a
workshop diorama.
The other Tourer replica had the passenger canopy
removed and painted in 1 Sqn Colours and now on
display at the MAAF at Oakey Army Base, QLD.
CONTACT – Issue 10
www.tavas.com.au
Page 6
BUILDING & FLYING YOUR OWN BRISTOL FIGHTER
TAVAS member Tom Johnson is a retired USAF C-130
Hercules Flight Examiner Flight Engineer, Aircraft
Maintenance Master Technician and Supervisor. He
was an Airframe and Powerplant Mechanic and
Flight Engineer. He is a pilot and holds one degree in
Flight Engineering and one in Computer Science.
He is incredibly passionate about the men and
machines of early aviation and interested in military
aircraft from the Great War and between the wars.
With that passion and his background, it seems only
natural that someday he would build and fly his own
WW1 aeroplane. However, he said “When I started
seeking a subject to build, I couldn’t find what I was
looking for and it became apparent that if I was
going to accomplish my goal it was going to be up to
me to design my own.”
This led him to develop and eventually provide to
the amateur builder, plans for legendary aircraft that
have been largely neglected by the kit making
industry. His company The Great War Replica
Aircraft LLC, was established in 2009 to do this.
If you’re interested in building and flying your own
Bristol fighter for about the same price as purchasing
a new family sedan, then read on.
Tom says – “Our plans are 100% CAD engineered
and developed. We provide .dxf files if you elect to
outsource having your parts cut out on a water jet.
Unless I come over to your house and help you build
your aeroplane, I can’t make this much easier!”
Each reproduction produced by GWRA employs
aluminium tube and gusset construction for the
fuselage, Hawker style wing spars, tail surfaces and
landing gear struts. 4130 steel tube is used for
landing gear axles and strut attachment fittings, as
well as cabane and bracing wire fittings. Each project
comes as a DVD with your set of plans, reference
materials, FAA publications for the Airframe and
Powerplant Mechanic, Advisory Circulars and 43.13
“Acceptable Methods, Techniques, and Practices”.
So how does he begin the design process of such an
iconic aircraft? In Toms own words –
A new project begins with a painstaking and
thorough study of the original aircraft to be
replicated. I visit museums, arrange special access
to an original example and photograph as much of
the airplane as is possible. Many times I am able to
obtain permission to open up the subject for better
CONTACT – Issue 10
views of underlying structures and the connections
between members, internal and external bracing,
plumbing, electrical, hydraulic, pneumatic and other
systems. Engineering is about solving problems.
There are many possible solutions to any given
problem, each manufacturer went about it their
particular way. Suffice to say some solutions are
more elegant than others. But the diversity of the
solutions is fascinating!
After gathering as much information as possible I
return home and continue to research the aircraft. I
study the designer, the parent company, the
company’s manufacturing processes at the time and
any technical manuals that I can find on the aircraft.
I strive to understand not just the mechanical
aspects, but also the intent of the designer.
With all information gathered, assimilated and with
preliminary sizing and load calculations completed
we are ready to begin entering the replica design
using 3D Computer Aided Drafting software. We use
finite element analysis tools to validate our load
calculations.
This allows us to build the entire airplane, part by
part, nut by nut, rivet by rivet in a virtual world.
Doing so ensures everything fits properly before any
metal is purchased and the first part is cut. It is a
time intensive task that can take up to a year to
complete. We consider it well worth the effort.
There are two versions of the Great War Replica
Aircraft Bristol F.2B. Fighter. One version employs a
4130 chrome-moly welded steel tube fuselage, the
other employs an aluminium alloy fuselage. Both
versions have all aluminium wings and tail planes.
We chose to produce the aircraft from these
materials over the authentic, wooden structure
based on strength and safety. Aluminum or steel will
bend as it absorbs and disperses excessive forces.
What about strength? Compare the materials –
*Sitka Spruce at 0.0112 – 0.013 lbs cubic inch has an
ultimate tensile strength of 230 PSI
*2024T3 aluminium alloy at 0.1 lbs cubic inch has an
ultimate tensile strength of about 63,800 PSI
*6061-T6 aluminium alloy at 0.0975 lbs cubic inch
has an ultimate tensile strength of about 45,000 PSI
*4130 steel at 0.284 lbs cubic inch has an ultimate
tensile strength of 97,200 PSI.
www.tavas.com.au
Page 7
That means that it is possible to design structural
members that are far stronger than their original
counterparts and keep the weight down to boot.
Construction (of The Aluminium Fuselage version) The fuselage is constructed using 6061-T6 tubing of
various sizes depending on the location and purpose
of the structural member with the exception of the
engine mount which is welded 4130 steel. Each joint
of the fuselage is riveted and or bolted with 2024-T3
gusset plates placed over the joint. There are no
bearing loads at the ends of the structural members.
There is no need to create a tight fit at the joint,
gaps of up to 3/16” are acceptable. All flight and
ground loads in the structural members are passed
through the gussets to be dissipated in the
surrounding members. All joints on the fuselage
sides are assembled with gussets on both inside and
outside of the joint. This provides a squared
platform for the horizontal cross members.
Tom Johnson founder of GWRA stands next to the
aluminium tube fuselage, built in his garage with
simple tools. A welded chromoly version is also
available.
The horizontal cross members have a threaded spool
inserted and secured into the ends of the member.
When the fuselage halves are ready to be joined the
sides are bolted together through the gussets into
these spools.
Plenty of room in this large 2 seat fighter aircraft at
26 inches across the frame – large enough for almost
any would be aviator.
The wings are built up from 6061-T6 and 2024-T3
tube and sheet and utilizes a modern airfoil section,
which improves the wing’s performance throughout
the entire flight envelope. All wing spars are made
up from an over-under tube arrangement joined by
shear webs fore and aft.
Fuselage construction is straight forward, laying out
and constructing each side and then joining the sides
using the same technique to cross brace them.
Each rib section has a flange for riveting them to the
spar. The gap between the separate rib sections is
closed with a strip of sheet riveted in place forming a
bridge between the two sections.
The depth of the spars is ¾” less than the rib profile.
This is so when covered the spar isn’t seen. The
bridge pieces ensure the covering forms a smooth
contour between the wing ribs under the fabric.
The stabilizer front and rear spars are made from
6061-T6 round tube. The tips are formed from
smaller diameter 6016-T6 tube bent around jigs. The
tips are riveted to the spars. The ribs are NACA0004
profile and riveted in place.
CONTACT – Issue 10
www.tavas.com.au
Page 8
The elevator is of similar construction but has only a
leading edge spar. The trailing edge is made from
6061-T6 tubing bent around jigs to give the proper
shape.
They are required to perform at wide open throttle
for a minimum of 500 hours and are often tested to
over one thousand hours at these settings in their
unmodified production form.
Not to mention the benefits of programmable
electronic engine controls, fuel injection, distributorless ignition systems and widely available, lower cost
replacement parts.
This sequence of photos best shows how easy
construction is. Cut pieces to fit and lay up.
With those points in mind consider the benefits of
an all-aluminium 315hp Chevrolet LS series V-8.
Good power to weight ratio, readily available parts,
ease of maintenance and with modifications can be
made to produce a lot more horse power.
Using a commercially available belt driven Propeller
Speed Reduction Unit suitable for up to 500hp, you
can spin a large diameter fixed pitch wooden prop at
safe speeds.
Lay web pieces across the joins, drill holes and then
install cherry rivets.
The modern Jaguar 5.3L V-12 engine is another
alternative. Unmodified they will produce 235HP, in
modified form up to 600HP. That provides a wide
range of engine options suitable for many designs.
The Great War Replica Aircraft Bristol F.2B can take
either the Chevrolet V-8 or Jaguar V-12 engine. Both
are lighter than the original Falcon III was.
For those who wanted to use an approved aircraft
motor, the DeHavilland Gypsy Queen would be a
great option, although harder to obtain and more
expensive than the other options listed here.
The Great War Replica Aircraft Bristol F.2B is
dimensionally identical to the original wooden
production version upon which she is based. Once
covered, using the Stewarts or Polyfiber systems and
painted, it is virtually indistinguishable from her
1916 progenitors.
Underneath the skin, she is a modern all metal
machine. She is stronger, lighter, safer, more reliable
and maintainable than the original. Her ramp
presence simply cannot be understated. You can
build the Scarff ring and mount your Lewis gun or
build her with dual controls. However you build it,
this aircraft will make a distinct impression.
The completed tail plane gives a great impression of
just how large and impressive this aircraft will be.
Powerplant
Today, the modern auto engine is tested to higher
standards than a certified aircraft piston engine.
CONTACT – Issue 10
More information and full plan sets are available at
www.GreatWarReplicaAircraft.com
GWRA can do special projects. Contact them at
[email protected]
www.tavas.com.au
Page 9
JOHNSON MONOPLANE ARRIVES IN OZ
On Tuesday, 6th of May, a 40 foot shipping container
arrived at Caboolture airfield, containing the only
reproduction of the unique Johnson monoplane.
The always reliable Dave Walsh, Gordon Robinson,
David Claes and Robin Paveley were on hand at 7am
to help unload this truly unique aircraft. Thanks also
to Noel Spalding & Jack McDonald for their
assistance on the day.
Everything required to finish this aircraft was
included in the container and will be used soon.
We will cover one wing and tauten it with the shellac
and castor oil finish that was used on the tail. That
way when viewed from one side, the aircraft looks
complete, but from the other side you can see the
incredible workmanship that has gone into this.
Attaching the wings in Jack McDonalds Hangar
The Johnson upon arrival. It filled almost every bit of
the 40 foot container. It took a couple of hours to
unload and assemble.
All the people on the day who helped assemble it.
Huge thank you to Herb and Sylvia Seizer for their
generous donation and assistance in getting this
here and to each of the people who made a financial
contribution which helped make the shipping more
affordable.
More pictures and info at www.tavas.com.au
CONTACT – Issue 10
www.tavas.com.au
Page 10
100 YEARS AGO – ON THE EVE OF WAR
The very beginning of the 20th century was a time of
great conflict around the world. Empire building was
in full swing for many of the developed nations of
Europe and for developing ones in Asia as well.
Many land and sea skirmishes took place, new
alliances were formed and armies and navies were
strengthened in the first true arms race.
These events led to a unique set of circumstances
that had the potential to embroil into a true large
scale conflict, the type of which had never been seen
before. All that was needed was a single spark to
ignite this highly volatile situation.
as one who would stop Serbian expansion when he
came to the throne. By assassinating him, Serbia
would break off Austria-Hungary's south-Slav
provinces so they could be combined into a Greater
Serbia or Yugoslavia.
Serbia provided the guns, ammunition and training
that made the assassination possible to a political
group called the Black Hand, who chose six people to
assassinate the Archduke and his wife whilst they
were driving through the streets of Sarajevo on his
way to visit the city hall. They were visiting the
Bosnian city in conjunction with Austrian troop
exercises nearby on 28th June 1914.
That spark occurred on the 28th of July 1914, with
the assassination of Archduke Franz Ferdinand of
Austria.
Although some would claim it is impossible for just
one killing to be the sole cause of the largest global
conflict ever seen, no one can argue that the
assassination set in a motion a sequence of events
that led directly to the beginnings of the Great War.
It was as a direct result of that war and the actions
taken after its cessation, that led to WW2 and the
cold war. Without doubt, this one killing changed the
very face of history for the better part of the rest of
the 20th century.
An entire newsletter could be dedicated just to this
one event, such is its significance. However I have
tried to make a succinct overview of the event that
was literally to change history like no other event
had done before.
During the first decade of the new century, disputes
between Serbia and its neighbours erupted as Serbia
moved to build its power and gradually reclaim its
14th-century empire.
Serbia in 1914 was a newly independent nation
which believed Bosnia should be part of Serbia, not
Austria-Hungary. Her military successes and Serbian
outrage over the Austro-Hungarian annexation of
Bosnia-Herzegovina
emboldened
and
grew
nationalistic elements in Serbia
Archduke Franz Ferdinand was heir to the throne of
the Austro-Hungarian Empire and seen by the Serbs
CONTACT – Issue 10
The Archduke and his wife in the open top car
about to travel through the streets of Sarajevo.
The six conspirators lined the route. They were
spaced out along the Appel Quay, each one with
instructions to try to kill Franz Ferdinand when the
royal car reached his position.
At 10:15, when the six-car procession passed the
central police station, nineteen-year-old student
Nedeljko Čabrinović hurled a hand grenade at the
Archduke's car. The driver accelerated when he saw
the object flying towards him. It hit the side of the
car and rolled away (as it had a 10 second delay) and
exploded under the wheel of the fourth car. As a
result, two of the occupants of that vehicle were
seriously wounded, as were about a dozen
spectators who were also hit by bomb shrapnel.
The Archdukes car sped up as it travelled down the
rest of the street, making it impossible for any of the
other would be assassins to make their move. The
Archduke proceeded, largely unperturbed to the city
hall and after meeting there, decided he wanted to
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Page 11
go to the city hospital to visit those who were
injured from the grenade explosion.
A very dejected 19 year old Gavrilo Princip a Serbian,
Yugoslav nationalist, aiming for the unification of all
Yugoslavs, freed from Austria – and one of the would
be assassins - retired to a café to contemplate his
lost opportunity to kill the Archduke and improve
the future for his people.
Behind the scenes however was an intense month
of political and diplomatic manoeuvring between
Austria-Hungary, Germany, Russia, France, and
Britain, the details of which would eventually lead to
war.
Those details to be covered in the next newsletter.
He had joined the Young Serbs, a society that
wanted to separate Bosnia from Austria-Hungary
and unite it with the neighbouring Kingdom of
Serbia. He was convinced killing Franz Ferdinand
would lead to such a thing.
The assassin - Gavrilo Princip - who would change
history in a way no other man ever had.
When Ferdinand left the city hall on the way to the
hospital, his driver accidentally made a wrong turn.
While he was backing up to reverse the car at the
intersection of Franz Josef and Appel Quay, the car
stalled.
In what must be one of the most remarkable and
ironic twists of fate, the car stalled outside the
corner cafe, where Princip was contemplating his
lost opportunity of assassination.
Realising his extreme good fortune, Gavrilo Princip,
removed his pistol from his pocket, walked outside,
stepped up the open top car and fired 2 rounds,
killing the Archduke and his wife Sophie.
The media of the day made a lot about the
assassination itself. Some anti-Serb rioting broke out
in Sarajevo and various other places within AustriaHungary in the hours following the assassination
until order was restored by the military. Apart from
that not much actually seemed to happen.
CONTACT – Issue 10
That’s it for this issue, next issue due out end of
September.
Remember to check out the video page of the TAVAS
website later this week for the new content we will
be uploading soon. You can keep up to date with all
the TAVAS news via our regular posts at
www.facebook.com/tavasww1
We are always looking for volunteers to help with
building the aircraft or at least manufacturing parts
for them, fundraising and general assistance. If you
would like to assist in anyway, please contact me.
As always, if you have any questions or any pictures
or articles you would like to submit, for future
issues, please contact me at [email protected]
Until next time, build light and strong and fly safe.
www.tavas.com.au
Page 12
Canvas Wings – for the love of Vintage Aviation –
Website, facebook and radio programs on all things
aviation.
Plenty of TAVAS and other Australian aviation
content.
www.canvaswings.com
providing the amateur builder with highest quality
plans to build their choice of a full sized replica of
some of the most famous, best performing, and
most widely used multi and single place aircraft from
the First World War and the Golden Age between
the wars.
The Great War Replica Aircraft offerings are being
expanded to include more and more designs from
the “Between the Wars” period.
An incrdible Australian publication with plenty of
interesting content. Get access to Airscape at
www.airscapemag.com First 3 issues are free.
CONTACT – Issue 10
www.tavas.com.au
Page 13