Photograph:
Wackett Widgeon II at Laverton, VIC c. 1928 (RAAF Museum)
Country of origin:
Australia
Description:
General purpose amphibious biplane
Power Plant:
One 328 kw (440 hp) Armstrong Siddeley Jaguar IV nine-cylinder air-cooled radial engine
Specifications:
- Wingspan: 8.93 m (29 ft 3¾ in)
- Height: 4.28 m (14 ft 0¾ in)
- Max speed: 166 km/h (103 mph)
- Cruising speed: 137 km/h (85 mph)
- Empty weight: 1,315 kg (2,900 lb)
- Loaded weight: 1,796 kg (3,960 lb)
History:
The Widgeon II was a re-design of the Widgeon I, being described as benefiting from the experience gained in the construction and operation of the earlier aeroplane. The Widgeon II was also designed by L J Wackett and built at the Experimental Station at Randwick, NSW. Plans initially were for it to be fitted with an American Liberty twelve-cylinder VEE engine. Early drawings indicated it may have been aimed at the military service as a Lewis machine gun was shown mounted on a Scarff ring in the rear cockpit.
The general appearance was along the lines of the Widgeon I, Australian timbers being used exclusively throughout its construction. The spars and hull were of Tasmanian Blackwood, with a skin of Beech on the hull. A wireless transmission set was installed in the rear cockpit, and it was painted in RAAF markings, ie with roundels on the wings and fuselage, but it did not receive a RAAF serial, nor did it receive a civil registration. At the time of completion it was fitted with an Armstrong Siddeley Jaguar radial engine.
In 1928 the RAAF had a requirement for an aeroplane to meet the four Supermarine Southamptons of the RAF Far East Flight which were making a goodwill flight to Australia, and were flying from Singapore. On 30 April Wackett, with A/C W K Thompkins as radio operator, left Sydney, NSW in the Widgeon II for Darwin, NT. However, the performance of the machine was severely affected by the tropical heat, and damage caused to the wooden propeller by take-offs from the open sea was a problem. Wackett noted at the time that it was not possible to do more than half a dozen take-offs with a wooden propeller.
To save weight the wireless transmitter was removed and it, and the second crew member, returned to Sydney by ship. For these and a number of other reasons it did not leave Australia. It flew to Darwin, and then continued to Broome, WA to meet the RAF Flight when it arrived there. After their arrival on 1 June the Southamptons and the Widgeon II aircraft then continued south via Perth, WA and across to the eastern States. The Widgeon II left the RAF flight at Murat Bay at the western end of the Eyre Peninsula, SA, and returned to Sydney, completing the first round-Australia flight by an Australian-designed-and-built aircraft.
On its return to Sydney some modifications were made to the machine, including an all-metal rear cabin, extra buoyancy for the hull, automatic wing slots and fitting of a water rudder. There were also changes to allow the wings to be folded, and alterations to the positioning of the engine, these changes being financed by the Air Force. It then carried out trials with the RAN seaplane tender HMAS Albatross, the Defence Department at this time looking for an aircraft to operate from the carrier. The vessel proceeded to Rabaul, PNG for an island cruise with the aircraft on board and pilots of No 101 Flight carried out tropical tests. On 16 and 18 July it was hoisted on to the sea for test flights.
Four pilots attached to No 101 Flight flew the machine, reporting it was fast, climbed well, was manoeuvrable and had superior performance to the Fairey IIID and the Supermarine Seagull III. Reports also noted it was easy to maintain. However, it was considered its take-off run on water was too long. The RAN indicated it was not happy with the aeroplane and stated it could buy nine British-built Fairey IIIF floatplanes for the price of six Widgeon IIs.
Further trials were conducted in the Sydney area at Richmond, Mascot and Botany Bay but the machine had a tendency to porpoise on take-off, and it was impossible to see ahead due to the spray over the bow. The Civil Aviation Board indicated the machine was neither sufficiently airworthy or seaworthy to justify a Certificate of Airworthiness being issued and the machine was transferred to RAAF charge. Further tests were made to consider its use for pilot instruction but it was found it was only suitable for an experienced pilot to fly, and it was not considered suitable for naval co-operation work, air-pilotage, navigation or bombing instruction.
On 6 January 1930, at about 3.10 pm, whilst flown by Fl Lt F A Briggs, in what was said to be an unauthorised flight to show the Honourable H R Grosvenor (aide-de-camp to the Governor of South Australia) the operation of the aircraft, it left Point Cook, flying to and alighting on Altona Bay, VIC. Some little time later it was observed to be flying at approximately 122 m (400 ft) when it banked steeply and crashed into the sea, becoming submerged. The aircraft was salvaged the next day but was extensively damaged and written off. The bodies of the crew were never recovered.
At this time the Widgeon had completed a total of 132 hours 25 mins, while the Jaguar VI engine fitted at the time had completed 38 hours 10 mins. Reports filed stated the aircraft was entirely unsuitable for any service purposes.
Be that as it may, some interest was shown in the aircraft by companies and operators, but none of these came to fruition. One such operator was Air Transport Ltd, a company directed by Mr A G Simpson, which gave an indication it would fund the construction of a Widgeon for its purposes. Another was Lt Colonel T W White, a well known airline pilot in the 1920s, who sought to operate three Widgeons on passenger services from Townsville to Mackay in Queensland, Adelaide to Port Lincoln in South Australia, and Geelong, VIC to Launceston, TAS, but again nothing came of it. Finally, the Commonwealth Shipping Board made a request of the Australian Department of Defence for the construction of six Widgeons for its purposes, but nothing came of this either.