Wamira Trainer programme?
- Thread starter umair
- Start date
Not much info left on this plane. There is one on display at an Australian aircraft museum, but it's incomplete.
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On December 1, 1981, the Australian Government announced that an Australian design would be pursued for its proposed replacement trainer for the RAAF, the Wamira. Formation of the Australian Aircraft Consortium (AAC) followed, in June 1982, to execute this first project.
AAC was a joint venture between the Government Aircraft Factory (GAF), the Commonwealth Aircraft Corporation (CAC), and Hawker de Havilland (HdeH). Fuselage, final assembly and testing fell to GAF; engine and empennage were CAC's tasks; and HdeH would provide wing and landing gear.
AAC was awarded a $A36 million contract to design and develop the trainer. The design was to be completed by November 1983, with a prototype flying in February 1985 and first delivery to the RAAF in October 1987.
A model of the Wamira was displayed at the 1983 Paris Air Show, and the RAF, considering replacements for its Jet Provost trainer, showed an interest, provided a tandem seating arrangement could be delivered. The Wamira reached the RAF's short list in 1984, but the RAF finally chose the Tucano. Whatever the reasons for the choice, pursuit of the tandem version distracted AAC from their RAAF assignment.
In July 1985, Hawker de Havilland amalgamated with CAC, resulting in a 66% controlling interest in AAC. After buying the remaining share from GAF, Australian Aircraft Consortium became a subsidiary of HdeH, who took over the Wamira program.
The Government gave HdeH an extension on the deadlines and added that the Tucano and Pilatus PC-9 would be considered as competitors for the trainer role. The first flight of the Wamira seemed likely in 1986; but on 16 December 1985, the Government announced that it would not proceed with the project, and would instead purchase the Pilatus PC-9.
This decision represented a reversal of the original requirement which preferred a side-by-side trainer. RAAF training was restructured to progress through the CT-4, PC-9 and Aermacchi. One prototype had been completed at the time of the announcement. The original assignment had expected a delivery of 69 aircraft to the RAAF, and HdeH anticipated orders for a further 200 aircraft overseas. Apart from the loss of the potential export revenue, the Australian taxpayers had lost about $60m in the development of the discontinued design.
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/excerpt on
On December 1, 1981, the Australian Government announced that an Australian design would be pursued for its proposed replacement trainer for the RAAF, the Wamira. Formation of the Australian Aircraft Consortium (AAC) followed, in June 1982, to execute this first project.
AAC was a joint venture between the Government Aircraft Factory (GAF), the Commonwealth Aircraft Corporation (CAC), and Hawker de Havilland (HdeH). Fuselage, final assembly and testing fell to GAF; engine and empennage were CAC's tasks; and HdeH would provide wing and landing gear.
AAC was awarded a $A36 million contract to design and develop the trainer. The design was to be completed by November 1983, with a prototype flying in February 1985 and first delivery to the RAAF in October 1987.
A model of the Wamira was displayed at the 1983 Paris Air Show, and the RAF, considering replacements for its Jet Provost trainer, showed an interest, provided a tandem seating arrangement could be delivered. The Wamira reached the RAF's short list in 1984, but the RAF finally chose the Tucano. Whatever the reasons for the choice, pursuit of the tandem version distracted AAC from their RAAF assignment.
In July 1985, Hawker de Havilland amalgamated with CAC, resulting in a 66% controlling interest in AAC. After buying the remaining share from GAF, Australian Aircraft Consortium became a subsidiary of HdeH, who took over the Wamira program.
The Government gave HdeH an extension on the deadlines and added that the Tucano and Pilatus PC-9 would be considered as competitors for the trainer role. The first flight of the Wamira seemed likely in 1986; but on 16 December 1985, the Government announced that it would not proceed with the project, and would instead purchase the Pilatus PC-9.
This decision represented a reversal of the original requirement which preferred a side-by-side trainer. RAAF training was restructured to progress through the CT-4, PC-9 and Aermacchi. One prototype had been completed at the time of the announcement. The original assignment had expected a delivery of 69 aircraft to the RAAF, and HdeH anticipated orders for a further 200 aircraft overseas. Apart from the loss of the potential export revenue, the Australian taxpayers had lost about $60m in the development of the discontinued design.
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darklegent
New Member
Any specifications availible?
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- #4
Thanks gf!The Embraer Tucano was pretty hot those days.It snagged orders from Egypt,Iraq,Brazil(duh) and snagged the Jetprovost replacement contract for the RAF.
BTW Gary was the Wamira the Jetprovost replacement pushed by Hawker Siddely in competition with the Tucano and the PC-9?
It was initially going to be a contender for a light trainer and FAC type role. The CT-4 actually ended up being the successor to this. The irony was that the CT4 was also an australian design which was unsuccessful, we then sold it to New Zealand, who then sold it back to us again!
The Macchi replacement programme was different again and was eventually won by the PC-9. The successor to this is now the Hawk, which fulfills a Lead in Fighter role.
eg Hawk training is the precursor to getting into a Hornet. The Hawks are "glassed" (eg cockpits emulate that of a Hornet to assist in familiarity training). The reason for this is to speed up transition to the Hornet.
The Macchi replacement programme was different again and was eventually won by the PC-9. The successor to this is now the Hawk, which fulfills a Lead in Fighter role.
eg Hawk training is the precursor to getting into a Hornet. The Hawks are "glassed" (eg cockpits emulate that of a Hornet to assist in familiarity training). The reason for this is to speed up transition to the Hornet.
I worked at GAF all through the A10 Wamira project. I was a CNC programmer and was responsible for all the machined components on the fuselage.
I attended almost all of the production meetings chaired by Graham Lewis.
Bill Williams
New Member
Main and nose undercarriage
Hope this ads to a bit of your knowledge base,
Bill.
I was the Expediter on the nose and main undercarriage for the A10, 460 part numbers and I was proud to have been a part of the project. Specifications kept changing, costs ran out to AU$79M and the PC9 was an established aircraft from an established company. The undercarriage on the PC9 had to be upgraded for dirt/grass strips, but it was a small problem in face of the constant changes the Wamira was receiving.
Hope this ads to a bit of your knowledge base,
Bill.