|Last update 10 May 2022|
|AUSTRALIAN SHORT SCIONS |
Compiled by Geoff Goodall
|An Adelaide Airways
postcard from 1936, showing their Short Scions VH-UUT and
| Front view of an Adelaide Airways Scion at Parafield
Photo: Civil Aviation Historical Society|
Short Scion six-passenger airliners introduced comfortable passenger
services to many Australian towns during the 1930s, yet the type is all
but forgotten. A single survivor is stored at Wisemans Ferry NSW
pending a complete ground-up rebuild.|
The British manufacturer Short Brothers was famous for its range of
flying boats, culminating in military Sunderlands and civil
Solents. The company broke with tradition when it announced in
1932 that it was developing a landplane feeder-airliner named the
The company model was Short S.16, designed by their chief designer Arthur Gouge. Construction was a steel fuselage frame and single-spar fabric-covered metal wing, and to keep operating costs to a minimum, power was two 85 hp Pobjoy Niagara radials with geared large radius wooden propellers.
The protoype first flew in August 1933 and Short Brothers Ltd commenced production at Rochester, Kent. Three were completed at the Short Brothers Seaplane Works and launched from there, while the main production was at Rochester Aerodrome. From 1935 the Mk.2 model had slightly more powerful Niagara engines in raised nacelles, provision for a sixth passenger seat and refined windows for the cockpit and cabin, and marginally imporved performance:
Scion Mk.1: 85hp Pobjoy Niagara 1 or II
Scion Mk.2: 90hp Pobjoy Niagara III
Production at Rochester was later taken over by Pobjoy Airmotors and Aircraft Ltd, completing the last six Scions.
The closely-cowled low-powered Pobjoy engines were chosen
to give efficient operations, but in Australia's hot conditions and New
Gunea's tropical weather, the lack of power was the Scion's downfall.
The engines themselves, also used in the General Aircraft Monospars
flown by Australian airlines suffered much mechnical trouble. The
small size of these engines resulted in a joke that Pobjoy engine
mechanics required a watchmakers licence!|
A total of 22 Short Scions were built. They flew extensively on short routes throughout the United Kingdom as well as joyriding for the popular travelling airshows C.W.A.Scott's Air Displays and Campbell Black's Air Display. At the outbreak of WWII surviving British Scions were impressed for the RAF as light transports.
Robert Bryce & Co Pty Ltd, Melbourne was the Australian agency for Short Brothers and also Pobjoy Airmotors, handling the purchase of three new Scions for Adelaide Airways as well as General Aircraft Monospars for Australian airlines. In addition Robert Bryce supplied replacement Pobjoy engines and airframe parts for the Scions and Monospars.
A larger development of the Scion, the Short S.22 Scion Senior was a 9 passenger floatplane powered by four Pobjoy Niagaras. Five were built, plus a landplane version, at Rochester 1935-36. In April 1938 a newly-formed Australian company named Safety Airways (Newcastle) Ltd announced that it would fly scheduled services from Sydney harbour to Newcastle harbour using Scion Senior floatplanes configured for 10 passengers, with stops at coastal towns enroute. Press reports later in the year indicated other aircraft types were being considered and that local councils were refusing their applications to set up a flying boat base. Nothing further came of the proposal until 1945 when the principles of Newcastle Safety Airways acquired a RAAF disposals Douglas Dolphin amphibian A35-3 and attempted to register it as a civil aircraft, but the Deparment of Civil Aviation refused a CofA due poor single-engine performance.
Adelaide Airways LtdAdelaide Airways Ltd was founded in July 1935 by the Adelaide Steamship Co, placing orders for a new Scion VH-UUT and a Monospar ST.25 VH-UUV, both to be shipped from England. The new airline commenced operations on 29 October 1935, the Scion flying twice weekly Adelaide-Mount Gambier-Melbourne return, while the Monospar covered shorter services to SA towns. A second Scion VH-UVQ was ordered several months later. On 26 November 1935 the Adelaide-Broken Hill route was commenced, connecting at Broken Hill with Western and Southern Provincial Airlines (WASP) to Sydney.
When the original Scion was wrecked in January 1936 in a forced landing caused by the failure of one of its Pobjoy engines, a settlement was reached with Pobjoy Airmotors to supply a replacement Scion VH-UTV. Two new DH.89 Rapides VH-UVI and VH-UVT entered service in April 1936 to increase frequency of services.
In early 1936 Ivan Holyman, of Holymans Airways had talks with the principles of Adelaide Airways with a view to a merger. Both airlines were already backed by shipping companies and in a major business undertaking for the day, other shipping lines became involved. With the extra finance, Adelaide Airways purchased West Australian Airways Ltd effective 1 July 1936, taking over the WAA Adelaide-Perth route, using WAA's aircraft and crews.
By August 1936 Adelaide Airways linked Adelaide with Broken Hill, Cowell, Kangaroo Island, Mildura, Millicent, Mount Gambier, Naracoorte, Port Lincoln, Renmark, plus Hamilton, Melbourne and the ex-WAA Adelaide-Ceduna-Forrest-Kalgoorlie-Perth service. However this was just a step in the merger plan: on 13 May 1936 a new company Australian National Airways Pty Ltd was founded incorporating all the assets and routes of Adelaide Airways and Hoymans Airways Ltd, with capital provided by five shipping companies.
ANA commenced operations 2 November 1936 as Australia's largest airline and reinforced that fact in October 1938 when it purchased a controlling interest in Airlines of Australia Ltd, its only rival with Douglas aircraft. Airlines of Australia continued to operate under its own name until absorbed into ANA effective 1 July 1942. Postwar ANA continued in competion with the Goverment-founded Trans Australia Airlines, until 1957 when ANA was taken over by the much smaller Ansett Airways and reformed as Ansett-ANA, later renamed Ansett Airlines of Australia.
|The four Australian Short Scions are listed in order of their appearance on the civil register:|
Mk.1 c/n S.776
on floats, location not given. The pilot's trilby hat suggests this was taken during test flights on |
the Medway by J. Lankester Parker before it was shipped to Australia Photo: Ed Coates Collection
G-ACUX on Sydney Harbour near Kirribilli in 1935 before departing for New Guinea. National Library of Australia
1938, now registered VH-UUP with Sid Marshall.
Photo: Frank Walters collection|
|Bankstown in the early 1950s, while still operational with Marshall Airways. Silver with thin red trim. |
Photo: Barrie Colledge
|VH-UUP was parked in the Marshall Airways hangar at Bankstown for 18 years after retired in 1955.|
John Hopton caught her parked close to the open doors in April 1962. Photo by John Hopton
in Adelaide Airways' striking purple and gold scheme.
Geoff Goodall collection|
|The directors of Adelaide Airways pose with VH-UUT at Parafield soon after it entered service.|
Senior Engineer Sam Woohouse is on the far right. Photo courtesy Brian Woodhouse
|After only three months airline service VH-UUT was wrecked in a forced landing. This view shows it stored|
at Parafield in 1936 before shipped back to England for rebuilding. Photo: Brian Woodhouse
|Scion Mk.2 c/n S.791 VH-UVQ|
|VH-UVQ being refuelled at Parafield early 1936 in Adelaide Airways' purple and gold scheme.|
Photo: Civil Aviation Historical Society of SA, via SA Aviation Museum
|VH-UVQ arriving at Parafield.
Graeme Parsons Collection|
|October 1938 newspaper picture of the Scion rolled down the banks of Cooks River, where floats were fitted.|
Courtesy Graeme Parsons collection
on floats on the Brisbane River later in 1938.
Library of Queensland|
c/n S.793 Moata
|Notes on VH-UTV's owners:|
1. John P. Kellow, Whyalla SA
John Paterson "Jack" Kellow was an instructor with the Aero Club of Western Australia, Perth when he was hired in June 1939 by E .J. Connellan as the first employee for Connellan Airways at Alice Springs. Connellan collected Kellow and his wife at Melbourne on 1 July 1939 while he was delivering Percival Gull VH-UVA to Alice Springs. Kellow flew this Gull on the inaugural Connellan service on 8 August 1939 from Alice Springs to Wyndham WA and return, with mail stops at Mount Doreen, The Granites, Tanami, Nicholson Station, Inverway Station, Victoria River Downs Station, Auvergne Station, Carlton Station. Kellow and Connellan shared the flying in the early days of the airline. Two years later Jack Kellow joined Spencer Gulf Aero Club at Whyalla SA as manager and senior instructor. Kellow later wrote:
"During my Spencer Gulf Aero Club days in October 1942 I heard that ANA had written off a Short Scion which had been operated on local runs and was often joyriding at Essendon on weekends during my training days. I contacted the Operations Manager of ANA, Laurie Johnson, whom I knew very well, who said that if I didn't broadcast the fact, I could have it, with spares, for a ridiculously low price. A pupil and friend of mine, Keith Richards, was also interested, so we flew to Melbourne in an aero club Moth Minor in November 1942 to inspect it. The Scion was due for a CofA which would cost around 400 pounds, but we could get a Permit to Fly to Whyalla. We clinched the deal and returned to Whyalla. Late in December 1942 we returned to Melbourne in the Moth Minor to take delivery.
Whilst in Melbourne I made a tentative approach to DCA re the prospects of obtaining an airline licence for a Whyalla-Port Pirie service. The Acting Director General was Edgar Johnston whom I had met casually a few times previously. He was not in the least bit helpful and gave me no encouragement whatsoever. I stood in on a short demonstration flight with an ANA pilot, there being no dual control. I then flew a couple of circuits myself (my first in a twin engined aircraft) and had my licence endorsed. With the Scion loaded up with spares and sundry bits and pieces, we flew the two aircraft back to Whyalla in company, via Mildura on December 20, 1942.
The Scion then remained in the BHP hangar for four months whilst we continued our efforts to be granted a licence. Our applications were bitterly opposed by Guinea Airways who held the licence for the route Adelaide-Port Pirie-Whyalla-Adelaide, but they were not disposed to provide the service which we proposed. We had strong moral support for our proposal from the BHP Co and local populace, which eventually forced the autocratic Managing Director of Guinea Airways (Mr. H.H.Smith) to compromise to the extent of offering to purchase the Scion from us, carry out the CofA overhaul and operate the aircraft to our proposed schedules. I would fly the aircraft with the Aero Club's approval and the Club's engineer would carry out the maintenance. I would be paid on an hourly basis and Guinea's agent would handle the bookings and passengers. We had not much option but to accept. We sold the aircraft for more than double its cost to us and Keith and I shared the profit. A legal agreement was signed and the ownership transferred to Guinea Airways on May 3 1943, when I flew the aircraft to Adelaide.
On July 1 1943 I flew the Scion back to Whyalla and the first scheduled runs commenced on July 5, Two return trips per day were scheduled except Sundays. By the end of July, 34 return trips had been flown. We had capacity for five passengers and luggage, and the aircraft proved to be popular with passengers because of the low noise level of the 1250 RPM geared props of the Pobjoy Niagaras, and the high wing afforded an unobstructed view of the quite scenic flight across the Gulf. Average flight time for the crossing was 25 minutes. The aircraft performed well but had no single-engine capability and was pleasant to fly except that the aileron response was inadequate and could be a headache in turbulence. With various interruptions for maintenance and other reasons, the service continued until July 1944 when Guinea decided to suspend the service and the CofA was almost due for renewal.
The Managing Director of Guinea's informed us in writing that his company had no further use for the aircraft and he required us to buy it back in the terms of the contract. I had flown 281 scheduled return trips to Port Pirie and all told I had flown 256 hours in the aircraft. I pointed out to the MD that we were not bound to re-purchase unless the aircraft had a current CofA. I doubted that the current CofA could be renewed in view of the condition of the engines. This made him very irate, as he obviously had no intention of spending more money on the Scion. He eventually calmed down to the extent of asking us to make a reasonable offer for the aircraft as it stood. We replied that we were not interested in making any sort of offer in the circumstances. So they kept the aircraft and that was that."
Jack Kellow remained at Whyalla with Spencer Gulf Aero Club until the club ceased operations in 11.45. He formed a partnership with Mr. R.F. Edwards, an engineering instructor at the Whyalla technical school, to take over the aero club's workshop and equipment. They formed a new air taxi company Gulf Aviation Services in 1.46, using two Fairchild 24 Rangers. Kellow was Manager and Chief Pilot while Edwards was Chief Engineer. As well as charter work, they flew a scheduled service Whyalla-Port Pirie from 8.47 to 4.48 during which time 1,857 passengers were carried. Gulf Aviation Services was wound up when Kellow moved to Melbourne in 5.48 to join Brown & Dureau Ltd as manager of their Aerial Survey Division. In 1952 he commenced part-time instructing with the Latrobe Valley Aero Club at Morwell, Vic visiting from Melbourne on weekends. He was appointed as CFI in 1953 when the Club became incorporated and was granted a Flying School Licence and moved his family to Morwell. When his two children contracted polio, he had to spend more time at home, so he left the Club in mid 1955 and opened a hobbies store in Morwell. He continued to do casual instruction, until about late 1963, remaining on the LVAC committee until his retirement in 1967. John P. Kellow died in Brisbane on 20 June 2003.
2. Norman G. Padgett
Norman Gunn Padgett was a timber miller in Tasmania and Victoria who was an active aero club pilot. After working in timber in North America, with the outbreak of war in Europe he returned to enlist in RAAF. However after service as an instructor at 1WAGS Ballarat, he was transferred to Central Flying School at RAAF Camden where his blunt manner offended career officers and in June 1941 Padgett was discharged from RAAF due "not likely to become an efficient aircrew". The fact that he flew his Rearwin Cloudster VH-ABL between RAAF postings might have ruffled feathers as well.
Back as a civilian he trained for a commercial pilot licence and after passing the tests, "B" Licence No.849 was issued to him by DCA on
3 November 1941. He joined ANA to fly DH.89 Rapides from Essendon to Tasmania before the RAAF reviewed its earlier action and took him back, posting him to combat squadrons in New Guinea where he was awarded the Air Force Medal for bravery. Back at RAAF Laverton during 1944, he was preparing for his post-war plan to establish timber milling in the vast forests of Borneo and purchased the Scion VH-UTV which was to be his transport between Melbourne and Borneo. When his discharge from RAAF came through in January 1946 he turned his attention to preparing for Burma and re-engining the Scion to more reliable Gipsy Minors.
When the Scion was damaged in a forced landing in desert north of Alice Springs on the first trip in December 1946, Padgett immediately returned to Melbourne by train and within a day or so of his return, purchased a retired RAAF Avro Anson MG989 from Commonwealth Disposals Commission for £250. After civil conversion as VH-BAV, he flew the Anson on two return trips to Borneo between January and April 1947. Authority to establish a timber mill at Miri on the Baram River was granted by the Sarawak Government . Padgett purchased a former Royal Australian Navy 70-feet launch from disposals, which he sailed to Borneo with his family, loaded with equipment, including ex RAAF Vought Kingfisher floatplane A48-5 which he flew from the river at the mill. The Kingfisher as abandoned at Labuan in 1951 when Padgett sold his Baram Timber Co to a Shanghai timber business.
Padgett moved to Singapore, where he invested his Borneo profits in a ship-building business as well as flying Beavers in Malaya for Federation Air Services and later DC-3s for Malayan Airways. He purchased a Miles Gemini in England, and registered VR-SDC Padgett and his wife flew it back to Singapore in November 1951. Always an adventurer, Padgett sailed several boats between Singapore and Australia, and purchased a cattle property inland from Rockhampton Qld. In September 1952 he flew the Gemini from Singapore to Rockhampton, and while felling trees on his property "St Clair" to clear a strip for the Gemini, Norman Padgett was killing by a falling tree on 12 December 1952.
3. Edward John Connellan, Alice Springs NT
E. J. Connellan was a Victorian school teacher who learnt to fly and became determined to establish an air service in Central Australia based at Alice Springs. He gained the backing of the Federal Minister for the Interior, and scheduled services began 8.8.39 with a 1,000 mile route Alice Springs to Wyndham WA with mail stops at Mount Doreen, The Granites, Tanami, Nicholson Station, Inverway Station, Victoria River Downs Station, Auvergne Station, and Carlton Station, using Percival Gulls. Operating as Connellan Airways, for the first five years services were maintained with a minimum of staff, comprising just Connellan himself with an engineer and occasional additional pilot. He also provided aircraft for the Flying Doctor Service of Australia radio base at Alice Springs, a contract held well into the 1960s.
Because the sparsely populated routes were not commercially profitable, they were subsidised by the Federal Government, administered through the Department of Civil Aviation. As Connellan Airways expanded to other routes to service numerous ports across remote outback NT and Queensland, the Government control over his choice of aircraft types and general operations brought E. J. Connellan into sharp conflict with his masters at DCA. In 1970 the airline was renamed Connair.
In a letter to DCA dated 26 April 1947 E. J. Connellan responded to their enquiry over the status of the crashed Short Scion: "I hold the aircraft under option to purchase, which I intend to exercise when it is repaired. I have not purchased it."
Connellan makes no mention of the Scion in his book Failure of Triumph, except in the aircraft fleet list. Eddie's son Roger Connellan made up this list based on his father's log books and recollections, and the original typed listing with Eddie’s hand-written amendments has the following flamboyant summary for VH-UTV: "Purchased after being crashed between Alice Springs and Tennant Creek due fuel starvation. Aircraft was at the time on the way to Borneo to be used for gun running. After rebuild, aircraft was sold."
Eddie Connellan acquired the Scion again in 1958 in an exchange deal with Doggett Aviation, Perth. It was a direct swap for two retired Connellan Airways Tiger Moths and spare Gipsy Major engines. VH-UTV was registered go E. J. Connellan, rather than Connellan Airways. He was well aware of the Scion's poor performance, so just why he wanted this "orphan" aircraft and what his intentions were for the Scion remain unclear. Connellan sent his personal friend and long-time Connellan Airways director and pilot Damian Miller to collect it at Meekatharra. Miller was accompanied by Connellan Airways Chief Engineer Owen Lawry, who shares his recollections of the flight back to Alice Springs in August 1958:
"Due to a badly leaking pneumatic braking system, the ferry flight was conducted under the authority of a restricted permit to fly. Indeed, for the flight the compressed-air source for braking was supplied by two commercial scuba gas cylinders plumbed in parallel into the accumulator line supplying the reservoir backup pressure. This temporary pressure source was manually discharged during takeoff and landing. I can still recall Damian's comments about this "ropey" arrangement and the atrocious performance of the aircraft. On arrival at Alice Springs, Damian announced that the starboard engine was down on compression. Surprise, surprise. Spare parts for a Gipsy Minor, even in the Fifties, were harder to come by than the proverbial "hen's teeth". It was eventually determined that Armstrong Siddeley automotive valve gear was, to all accounts, identical to the Gipsy Minor. Parts were procured and the compression problem was rectified.
Damian was quite anxious to return the scuba cylinders to Meekatharra.
But before doing so and with both engines now serviceable, he decided on a test flight. I accompanied him on that flight which took off to the East. My recollection of Damian's comments after this event was to the effect "that's the only time I have ever looked UP at the power house exhaust stacks. I don't intend to ever do it again." The scuba cylinders were returned to WA. I don't recall VH-UTV ever flying again while I was with Connellan Airways."
4. Chart-Air Aviation Service, Meekatharra WA
Chartair was founded in June 1948 by Flt Lt. Archibold John Collins, who had just been discharged from the RAAF, his last posting being RAAF Pearce. Earlier while serving at Pearce in December 1946, he had purchased Tiger Moth A17-207 from Commonwealth Disposals Commission at RAAF Cunderdin and ferried it to Pearce. In August 1947 it was ferried from Pearce to Maylands aerodrome Perth for civil conversion, emerging as VH-AHM on 18 September, based at Pearce for his private flying. With his RAAF discharge pending, John Collins decided to start a small charter business at Meekatharra whose main purpose would be to gain the Flying Doctor Service of Australia contract to provide flying operations for the Meekatharra flying doctor radio base.
In June 1948 he arranged for his Tiger Moth to be modified by Aero Service Pty Ltd at Maylands to carry a stretcher patient. The modification was approved by DCA, based on wartime RAAF drawings for “DH.82 stretcher-bearing ambulance aircraft”, which included raised rear decking and enclosed cockpit. The aircraft was test flown on 16 July 1948, and in November that year Collins was issued a spare Tiger Moth stretcher held at the RAAF Stores Depot at Merredin WA. The following year he purchased another Tiger Moth VH-ARU and the Short Scion VH-UTV as the main ambulance aircraft and for general charter work.
The Scion was wrecked on the ground at Meekatharra. John Collins continued with just the ambulance Tiger Moth, which had a number of forced landings in remote areas as well as occasional charter flights, including a long trip from Meekatharra to Esperance. He employed WA’s first female commercial pilot Margaret Clarke but by late 1952 the Tiger was damaged and Collins was unable to renew his Commercial pilot Licence due to medical problems. The Meekatharra contract from the Flying Doctor Service (WA Section) was awarded to Doggett Aviation, Perth who took over with an Auster and later a Percival Proctor.
John Collins was to return to commercial flying 15 years later when he commenced Air-Rep Services Pty Ltd, Perth with a Cessna 182C VH-CKO, and later DHA-3 Drover 3A VH-FDS. He offered remote pastoral properties a purchase and delivery service of household goods, food and provisions, ranging as far north as Port Hedland.
5. Doggett Aviation and Engineering Co Pty Ltd, Perth WA
Established at Maylands Aerodrome, Perth during 1952 by Stanley C. Doggett, an experienced aircraft maintenance engineer. His name was well known in WA aviation as an experienced ground engineer, who joined DCA as an Airworthiness Inspector before leaving in 1947 to be a founding partner in Aero Service Pty Ltd at Maylands. Later when Aero Service concentrated on the fledgling aerial agriculture industry in 1952, Stan Doggett left to form his own maintenance and charter operation at Maylands.
In September 1952 the Flying Doctor Service of Australia (WA Section) contract with John Collins' Chart-Air Aviation Service to operate the Meekatharra base was terminated due all his aircraft being unserviceable and the contract was awarded to Doggett Aviation. An Auster J5 Adventurer VH-KBL was purchased and based at Meekatharra, fitted with a stretcher to design drawings by Airlines(WA) Ltd. Later a leased Percival Proctor VH-BGY was used.
Stan Doggett had purchased the wreck of Scion VH-UTV at Meekatharra with thoughts of rebuilding it for the flying doctor contract. He towed the fuselage backwards on its wheels behind a truck by road to the company hangar at Maylands. However the rebuild took an extended period due to the extensive damage and lack of spare parts. When completed in December 1957, the Scion was sent to Meekatharra with pilot Ian Blaxell. However, after the Scion had been in service for only two months, the Doggett Aviation contract came to an end when the Royal Flying Doctor Service (WA Section) based a new Cessna 180 with dedicated pilot at Meekatharra. This was part of a significant upgrading of RFDS operations by purchasing modern aircraft and employing its own pilots at the main bases. The first aircraft ordered were Cessna 180s.
Doggett Aviation had in the meantime joined in the booming aerial agricultural operations in WA, and now specialised in this field using Tiger Moths and ordering new Piper Pawnees. More Tiger Moths were urgently needed to replace agricultural crashes, and an exchange deal was negotiated with Eddie Connellan. He took the freshly rebuilt Scion in exchange for two Connellan Airways Tiger Moths with three spare Gipsy Major engines. Doggett Aviation's fleet was to grow to 10 Tiger Moths, 14 Pawnees, a CA-28 Ceres and 3 Edgar Percival EP-9s. After a slump in the aerial agricultural industry, the Doggett Aviation ceased operations and closed its hangar at Perth's Jandakot Airport in 1972. However its aviation maintenance experience with pressed metal sheeting led to a new business building popular small "tinny" boats.
6. Newton D. Hodgekiss, Sydney
Newton Hodgekiss was an aeronautical engineer who graduated from Sydney University and worked for Handley Page Ltd in Britain for seven years, including design work for the Victor V-bomber. He returned to Australia to join DCA NSW Regional office in the mid 1950s as an airworthiness surveyor. In January 1956 he had designed a survey camera port cut in the cabin floor and belly of the Percival Prince G-AMLW being operated by Adastra Aerial Surveys.
He left DCA in 1957 to establish his own business as a consulting airworthiness engineer, later with offices offices at Bankstown and Archerfield. Later that year he was appointed as designer and draftsman of the Southern Cross SC-1 four-seater at Toowoomba Qld, of which only a prototype VH-SCA was built and first flown in February 1961. During 1960 he was engaged by Hardy Brothers Spraying Co of Pittsworth Qld to calculate the engineering data required by DCA to allow thrm to re-engine their agricultural Avro Cadets from the original 150hp Armstrong Siddeley Genet Major radial engines to American 220hp Jacobs R-755 radials. Two Cadets VH-AFX & AFY were re-engined, with significant improvement in performance.
In 1962 Hodgekiss was involved with the design for the installation of a long mineral survey magnetometer above the fuselage of Adastra Aerial Surveys Hudson VH-AGS which was testflown with the magnetomer at Sydney in August 1962. That year he carried out the design engineering calculations for Agricutural Aviation Pty Ltd, Archerfield when they rebuilt Auster J5 VH-SCO Prairie Flower as a seeder and duster, with fuselage fabric replaced by metal covering.
During 1962 Hodgekiss restored an Auster Mk.5 VH-PUF at Toowoomba for his own private use. In November 1965 he carried out a load distribution analysis for Connellan Airways on various passenger seating arrangements for Beech Twin Bonanza VH-CLM, and repeated the exercise in May 1968 for different seating proposals. Perhaps he learnt of the Scion VH-UTV while dealing with Connellan's staff on these contracts, leading to his collecting the apparently abandoned Scion from Cunamulla in 1971.
|Parafield May 1936, after assembly by Adelaide Airways, factory-painted in their purple and gold scheme.|
Photo supplied by Adelaide Airways to the Civil Aviation Board to be attached to VH-UTV's CofA form
|VH-UTV at Essendon in 1936 while operating the Adelaide Airways Adelaide-Mt Gambier-Melbourne service|
Photo: Civil Aviation Historical Society
|Atmospheric view at Melbourne-Essendon circa 1937, now with ANA name "Moata" on the nose.|
Photo: Civil Aviation Historical Society
|Another view of "Moata" at Essendon, taken over the single-rope barrier that comprised 1930s airport security.|
John Hopton Collection
|A rare shot of VH-UTV at Parafield 1944 with "Guinea Airways Ltd"under the windows during the year that |
Jack Kellow flew it on the short Whyalla-Port Pitie water crossing for the airline. Photo: CAHS
|Belmont Common airfield, Geelong Vic 1946, where the Pobjoy engines were replaced by DH Gipsy Minors|
Photo by Bob Fripp
|Barrow Creek NT in December 1946 after VH-UTV's forced landing due fuel vapour lock, enroute to Borneo|
Photos: DCA Air Safety Investigation Branch
|The port Gipsy Minor was started and ran smoothly at the crash shite in the cooler conditions |
|WA in the early 1950s with Chart-Air Aviation Services' wings emblem. Photo: David Vincent collection|
|Courtesy Alan Kendrick, a newspaper picture of VH-UTV blown over by a wind storm at Meekathara WA in January 1951.
The Scion was not to fly again for six years.
|Maylands, Perth 1958,
after the long rebuild by Doggett Aviation.
1958 showing the modified transparent nose enclosing two landing
lights. Photo by Don Ende|
|Two views of VH-UTV at Townsite Aerodrome, Alice Springs circa 1963, with flat tyres sinking in the sand.|
Details on Western Air Courier are not known, but they did not operate the Scion.
Photos above and below: John Hopton Collection
- Australian Civil Aircraft Register, Department of Civil Aviation and its successors
- National Archives of Australia, Melbourne:
DCA aircraft files
DCA file: VH-UTV accident Barrow Creek 3.12.46,
DCA file: VH-UTV re-engining with Gipsy Minors 1946
Military Service Files, Accession A9300 RAAF: Norman Gunn Padgett 1939-1948
Dept of External Affairs, Accession A1067, Flight of N.G.Padgett Scion to Borneo VH-UTV
- National Library of Australia: Trove newspapers search
- Historic Civil Aircraft Register of Australia G-AUAA to VH-UZZ, Bert Cookson, Austairdata, 1996
- British Civil Aircraft Since 1919, A. J. Jackson, Putnam London 1974
- The Historic Civil Aircraft Register G-AUAA to VH-UZZ: Bert Cookson, Austairdata 1996
- Flypast - A Record of Aviation in Australia, N. M. Parnell & T. W. Boughton, AGPS1988
- Wings of Gold, How the Aeroplane Developed New Guinea, James Sinclair, Pacific Publications 1978
- Harrison Air Log, John T. Harrison, diary of his flights for aerial photography
- The Short Scion, Vintage Aircraft magazine, April 1980
- Willis Reeve, a talk to an AHSA meeting 24 May 1978, Aviation Heritage Vol.43 No.1
- Gregory R. Banfield: unpublished biography of Sid Marshall
- David Vincent, Adelaide: research into Norman Padgett's Kingfisher A48-5
- David Vincent, Kangaroo Kingfishers, Air Enthusiast No.77 September 1998
- John P. Kellow: "Out of Control in the Centre", self-published memoirs, 2002
- Rare Scion Progresses, Classic Wings Downunder magazine, Vol.4 No.2 April-June 1997
- VH-UTV Airframe logbooks: held at Chewing Gum Field Air Museum in 1977: transcribed by Ben Dannecker
- Short Scion VH-UTV, Ben Dannecker, The Boxkiter newsletter, February 1978
- Melvyn R. Davis: interview with Mr. J.R. Robinson at Archerfield Qld 10 May 1973 re VH-UTV ownership
- Owen Lawry: letter January 2004 with recollections of 1958 ferry flight to Alice Springs
- Classic Wings Downunder magazine, renamed Classic Wings: NZ quarterly: Scion reports
- Australian Air Log: monthly journal 1965-1968: Scion reports
- AHSA Journal, Aviation Historical Society of Australia, monthly journal, 1960-1970: Scion reports