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Aviation History
1969
1969 - 0086.PDF
The Luftwaffe's four Boeing 707-320Cs. used for long-range personnel and cargo flights and as VIP transports, seen recently at Cologne/ Bonn Airport. The order for these aircraft, which have only recently been delivered, was reported "Flight" for July 6, 1967 mini DEFENCE EQUIPPING AUSTRALIA'S AIR ARMS CURRENT AUSTRALIAN DEFENCE THINKING favours the Army as the main Service in the 1970s; the two other Services will be ancillary to it as regards future development. This view, and the overall one that 1969 will be a year of many decisions on flying equipment for the Australian Services, has been expressed in the wake of a recent announcement by the Prime Minister, Mr John Gorton. In this he said that he had told the Department of Defence and the three Service Departments that they could formulate equipment policies in the light of the general defence philosophy his Cabinet had . now approved. The .only thing publicly known of this philosophy is that Australia will maintain an in fantry battalion and two Mirage squadrons in Malaysia until and per haps after Britain's Far East withdrawal in 1971; nevertheless, the important thing is that Mr Gorton has told the Depart ments what sort of forces will be required in the 1970s, if not where and how they would operate. As far as the RAAF is concerned, Mr Gorton has made no clear reference to the F-lll other than to say it is a wonderful aeroplane and that he sees no reason for abandoning it. But there is a continuing sense of frustration in Australia following the prolonged delay in delivery. No firm arrival date has been stated and all the aircrew and groundstaff sent to the USA for training and takeover have returned to the RAAF bomber base at Amberley, Queensland. If Phantoms should be ordered for reconnaissance instead of converting six F-llls to the role, this would mean that the recce aircraft would have less range than the bomber for which it is reconnoitring, a stupid situation—if the F-lll range comes up to specification. But the fact is that the RAAF is already talking in terms of air-to-air refuelling. For the RAAF has asked Boeing to supply all data on the tanker version of the Boeing 707-320C. It can now be taken for granted that the RAAF will be unlucky not to get six to a dozen -320Cs, and it certainly will propose this as a major element in the equipment programme. The Army is firm on the need for a long-range transport, with the Starlifter long in mind. As the Lockheed is now out of production and the C-5, though immensely attractive, is out of the question economically, the -320C is being selected. Its added attrac tion is that Qantas also operates it; thus there is spares and engineering backing in Australia, and in Singapore and Kuala Lumpur plenty of both with local operators. An order is expected to be approved before June. The other obvious approval will be for a dozen Macchis for the RAN, which needs them for training and target- towing. As Commonwealth Aircraft Cor poration will be slowing down produc tion tq one per month in a few months' time, this order has the very great advantage of pleasing the restive engi neering unions, who are objecting to> the discharge of workers at CAC and the Government Aircraft factory, both at Fishermen's Bend, near Melbourne. A bigger decision, however, concerns the Army's long-delayed need for heli copters. Whether Vietnam goes on or not, the Army says it must have a heavy type and a LOH. There is no question as to the heavy helicopter: it is the Boeing-Vertol Chinook. Several RAAF assessment teams have gone abroad in the past few years and reported that there is no suitable helicopter, but this decision was influenced by the fact that the RAAF did not want a heavy one anyway. (In Australia, the RAAF buys and operates heavier aircraft for the Army.) But the latest version of the Chinook—the C—has convinced every body that the aircraft has arrived. The Army wants a dozen and will probably get them. It will certainly get some, for the requirement is generally acknow ledged. The Army's LOH requirement does not depend on the RAAF. The Army wants 100, which will replace the Bell 47s and the small Cessnas in the 1970s. The Army is shrewd enough to get behind the idea of local production; the RAAF has made many enemies in the past (and still does) by combatting the idea of local production. CAC has for several years had the local rights for the Hughes 500, which is considered favourite because it has been in mass production for the US Army, is in wide operation in Vietnam, is completely pro- ductionised and operationally tested. And it is quite compatible with the equip ment of the major ally in the area. The JetRanger, which is apparently favoured by the Government Aircraft Factory, and which is known here from civil operations, is in some doubt because it is now realised that Bell have got the order but are actually developing another version. The Fairchild-Hiller 1100 was recently demonstrated both to the mili tary and the civil industry in Australia, but has no military history to help it. Within the last few weeks a Westland- Sud team has told the story of the SA340/341, but the extra weight and size of this aircraft, and the stage in production and experience, make it a doubtful starter, regardless of final quality. It is understood that the Army's LOH requirement will be met and that the type selected will be put into production at CAC, with sub-contracting going to the GAF and to Haiwker de Havilland in Sydney. The order will be for 100 and every effort will be made to secure export orders from New Zealand, Singa pore, Malaysia, Burma, etc. (Burma is regarded as a good potential market for Australian aircraft) In. the smaller field, the RAN has a requirement for several light transports, useful to carry the Naval Board about. This is said to be due to the fact that the Minister for Air rejected a naval request for use of one of the RAAF VIP aircraft to take the Board to a
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