Country of origin:

United Kingdom

Description:

Four/five seat cabin monoplane – military trainer

Power Plant:

One 187 kw (251 hp) de Havilland Gipsy Queen 30-2 six-cylinder in-line air-cooled engine

Specifications:

History:

The Prentice was designed by Percival Aircraft to meet specification T23/43 for a three-seat basic and radio-navigational trainer for the RAF to replace the Tiger Moth in RAF service.  The prototype (TV163) flew for the first time on 31 March 1946 and subsequently production of the T.1 model began for the RAF.  Testing took place at the A&AEE for a period to remove the aircraft’s undesirable spinning characteristics, it being described as being under-powered with various vices to trap the unwary student.

Licence production was eventually undertaken in India by Hindustan Aircraft Co for the Indian Air Force. Development of the type continued and the model T.2 emerged, this aircraft having the 221 kw (296 hp) Gipsy Queen 51 engine. However, this model was not proceeded with and development proceeded to the model T.3, this being powered by the 257 kw (345 hp) Gipsy Queen 71 engine.

In all a total of 353 Prentices was manufactured, production taking place at the Percival facility at Luton, UK. It was also built under licence by Blackburn Aircraft at Brough in East Yorkshire, where about 225 were completed.  It was also built by Hindustan Aircraft Ltd at Bangalore. Some ex-RAF aircraft were supplied to Argentina and The Lebanon. It served with the RAF Central Flying School at the RAF College, Cranwell, and other flying training schools. The type was withdrawn from RAF service in 1953 after a relatively short life of six years.

The fuselage was fabricated in two sections, the forward section being of rectangular shape built up as a semi-braced structure with a light alloy skin. The rear fuselage consisted of a semi-monocoque structure of flattened elliptical cross-section. The wing was an all-metal two-spar structure built in two sections attached directly to the fuselage. The wing tips had light alloy frames and were fabric covered. The split trailing edge flaps were metal skinned in three sections, and were pneumatically operated. The tail unit was of stressed skin construction, the elevator and rudder being fabric covered metal frames. The undercarriage was of the cantilever type incorporating steel spring shock absorbers with separate hydraulic dampers, and had a wheel track of 3.65 m (12 ft).

Eventually on retirement the type was declared surplus to requirements and was replaced in RAF service by the Percival Provost.  In 1956 Aviation Traders of Southend purchased 252 examples, and these were flown to the Company’s factories at Southend and Stansted for conversion for proposed civil use. As the type had not previously held a civil Certificate of Airworthiness, an extensive flight test programme was required, this subsequently leading to an increase in the all-up weight from the service figure of 1,905 kg (4,200 lb) to 1,973 kg (4,350 lb).

Conversion of a number of these aircraft to four/five seat configuration touring aircraft (and a couple to seven-seat configuration) commenced, and development proceeded towards producing ambulance and agricultural models. In all, 246 United Kingdom registrations were allotted to the type, but the majority of these were only used for ferry flights from RAF bases to the conversion centres. In fact only 28 were actually converted and sold for civil operation, the remainder being scrapped.  Eleven survive in the UK, a few in museums and five are airworthy.

Two examples have been seen in this region. One, formerly VS687 with the RAF, and G-AONS (c/n PAC/312) in civil guise, was flown to Australia by Mr David Hill of Southend, England, arriving on 29 April 1958 . It was flown to Moorabbin, VIC in June 1958 and later flown to Bankstown, NSW and was stored in the Fawcett Aviation hangar. At one stage it attended an aviation event at Albion Park, NSW.  It became VH-BAO, receiving its Certificate of Airworthiness to David J Hill in February 1959 but when it received its certification it had a lower all-up-weight applied. At the time it was named Koomela and this appeared on the engine cowling.

Ownership was transferred to Mr R G Douglas in March 1960. However, he only operated it for a short period, the aircraft being extensively damaged in an accident near Cobar, western NSW on 24 April 1960. During take-off from a strip it struck trees and crashed. It was later dismantled and although it remained on the Civil Aircraft Register for another nine years it was not rebuilt after being conveyed to Bankstown. It is assumed it was subsequently scrapped.

The other has been on the New Zealand register for many years as ZK-DJC (c/n B3/1A/PAC252 – ex G-AOMF, VS316).  This aircraft, fitted with long-range fuel tanks, was flown to New Zealand as G-AOMF in early 1969 by Mr W Wilkinson, being flown via Australia, flying via Norfolk Island on 19 May 1969.  It arrived on 20 May that year. It was placed in storage at Tauranga for a period until registered to Mr N D Cooper on 29 November 1972. Reports indicate at that time it was fitted out to seat eight.  At one stage it was owned by Mr H Christian of Gloriavale Christian Community, Lake Haupiri, later going to G F Rhodes of Christchurch where it was based for some years.

At one stage it was decided to re-engine it at Rangiora with a 224 kw (300 hp) Continental IO-520 engine but this conversion did not proceed. In 1991 it was under restoration at Rangiora and was fitted with a DH Gipsy Queen engine and propeller from a de Havilland Heron. The registration was revoked on 19 May 1998. In the late 1990s it was noted at Wanaka carrying pseudo RNZAF markings as NZ2003, was placed in a museum, and has not flown for many years.