Meet the Visionary Behind the Dream

At the heart of the “Puff” restoration project stands Harvey McBain, a family man and all-round nice person. Married to Heather, with four children—Charlotte, Amy Kate, Jonathon, and Sally Anne—and six grandchildren, Harvey’s journey through life is a fascinating tale.

Harvey McBain: I was born in Mount Gambier in April 1966, my initial foray into the workforce included a brief stint at Shell, where I delivered petrol and serviced clients in the Mount Gambier area. My career took a significant turn when I secured an apprenticeship with Keith Parker at Northern Aircraft Maintenance Services in Virginia, just north of Adelaide, in February 1983. This apprenticeship was centered on fabric agricultural aircraft.

Subsequently, I completed my apprenticeship at Lake City Aviation in Mount Gambier, working alongside John Davis and Gil Woods. Later, O’Connor Airlines took over the facility, which expanded our responsibilities to encompass a considerable amount of general aviation in South Australia, including the maintenance of two Cessna Conquests and, ultimately, Jetstreams.

My passion for simple, low-powered aircraft with fabric components prompted me to establish my own business in 1991, specializing in the restoration of Tiger Moths and other vintage aircraft, utilizing spare parts collected by my father, Donald.

In the late ’80s and early ’90s, I temporarily diverted my attention from aircraft work to assist my father in the crayfishing season in Port Mac Donnell. Eventually, we relocated our last cray boat to the Glenelg River for tours. In 1995, we acquired a competitor and have since been operating river cruises under Glenelg River Cruises, all while maintaining our commitment to aircraft restoration.

My initial flying lessons took place with O’Connor Airlines in a Cessna 150 (VH-IEJ), which I currently have awaiting assembly. Subsequently, I completed tailwheel training with Darryl Higgins in his Citabria in Hamilton, Victoria, with the Wimmera Aeroclub. I furthered my training with GambAir under Tony Peters in their C172N, eventually earning my twin and formation endorsements with Martyn and Gaylene Smith at Adelaide Biplanes in Aldinga.

Heather and Harvey also run Karnkendi, an 80 bed Lodge in Nelson for the Presbyterian Church that was founded in 1955 from generous donations from farming families in the South East. They have been full time managers since 2017 in which they have been delighted to host Scotch, Seymour Girls and Unley Secondary for their annual rowing camps in January. 

The Echoes of History

Harvey’s affinity for vintage aircraft lies in their simplicity and allure. His dedication to these classics is evident through the countless hours he has invested in the repair and maintenance of iconic aircraft like Tiger Moths, on which he has logged over 400 flight hours. Perhaps it’s the nostalgic hum of the Gypsy Major engine that beckons him to these cherished relics?

A Family Affair

Harvey’s passion extends to his family, as they share a treasure trove of vintage aircraft, including two Tiger Moths, a Piper J3 Cub, four Cessna 172s, a Miles Falcon Four M-3A (one of 2 left of 29 built) and my late father’s Druine Turbulent project he never completed. Harvey also has a pair of Aeronca Champs that work at Aldinga with Adelaide Biplanes. Of course, “Puff,” the immaculately restored 1942 DeHavilland Dragon, shines as the crowning jewel in their collection, a testament to their unwavering dedication to preserving the aviation heritage.

In a world where aviation innovation appears relentless, it’s heartwarming to witness individuals like Harvey McBain dedicating their lives to safeguarding the tapestry of aviation history. “Puff,” with its resplendent wings and the melodious Gypsy Major engines, reminds us that our aviation legacy is not only about soaring to the skies but also about cherishing the beauty of our journey through time.

A Glimpse into “Puff”

Ian: Were the Gypsy Major engines the original ones you overhauled?

Harvey McBain: No, I opted for a couple of hand-picked Australian engines, renowned for their strength compared to their UK counterparts. I entrusted them to Bunn Aviation in NSW at the project’s outset, where they underwent a transformation to 145 hp. Several enhancements were made, such as new conrods, domed pistons, heavy-duty prop hubs, and alloy heads, surpassing the original engines’ 130 hp.

Ian: Did you replace all the fabric during the restoration?

Harvey McBain: Not all, but significant refurbishments were performed. The RH outer wings and elevators underwent restoration to facilitate the ferrying of the aircraft home through Robe, along with the renowned Capt Boggles Rob St John in March 2004. Following that, we replaced the fabric with modern Ceconite on the LH outer wings, LH lower stub wing, forward sides, and the belly of the fuselage. The remaining fabric is cotton, though not original, as it was renewed in the early ’70s. Remarkably, the top of the fuselage from 1942 was concealed under layers of paint on the rear engine cowlings, preserving a piece of history. I believe sections of fabric on the top of the fuse are original fabric and I found under layers of paint the original camouflage and yellow paint on the rear engine Cowlings. 

During the wing rebuild, I stumbled upon a small wing flap, one of the flaps folded to facilitate wing folding. This flap seemed to have been removed and sat on a shelf in PNG in the late ’40s or early ’50s, as I discovered passenger tickets and bag tags from Qantas Empire Airways (QEA) that a small rodent had gathered to construct a nest!

It’s fascinating to note that during WWII, there were six Dragons stationed at Mount Gambier, one of which was the “Royal” Dragon from the UK.

Do you have information on the total hours the airframe and engines have accumulated?

Harvey McBain: The airframe has accumulated a total of 8,522 hours, primarily from RAAF, Qantas, Talair, and Aerial Surveys Australia. Remarkably, the engines have clocked 40 hours since their overhaul.

Ian: How many flying hours have you personally logged in “Puff” thus far?

Harvey McBain: I’ve had the privilege of flying “Puff” for just under 30 hours. However, my good friend and retired ex-airlines pilot, Kim Yoannidis, has been instrumental in conducting display work in the aircraft, overseeing the last Vimy flyover, Naracoorte fly-in, and the Millicent vintage glider week in January this year. During the last flight, we encountered some issues with the drum brakes, prompting us to embark on an upgrade, shifting to a complete new set of rims with hydraulic toe brakes.

Ian: Any Unique Challenges in Flying “Puff”?

Harvey McBain: Indeed, the ailerons are consistently heavy at all speeds, unlike most four-aileron aircraft that perform well in roll. The Dragon has a tendency to create substantial induced drag, occasionally causing the nose to drift in turns. Interestingly, the Mollison/Johnson Dragon that crossed the Atlantic featured ailerons only on the lower wings, making it an exception.

When lightly loaded, “Puff” performs admirably and ascends swiftly due to its generous wing area. However, there’s one quirk pilots must be aware of: during climbing or descending turns, a peculiar vibration may manifest intermittently. I’ve been informed by experienced Dragon pilots that this vibration results from the tail receiving prop wash at an unusual angle during certain phases of flight, giving the sensation of a partial engine failure.

When lightly loaded, “Puff” can maintain its altitude on one engine, albeit barely, with a bit of assistance from the idling engine. With no undercarriage to fold or props to feather, and boasting a boxy frontal structure with four wings, the Dragon contends with persistent drag.

The melodious symphony produced by the twin Gipsy Major engines, positioned closely together, is nothing short of delightful during take-off. Furthermore, the cockpit’s exceptional view during landing, accentuated by the aircraft’s significant length trailing behind, adds a unique charm to the Dragon’s flight experience.

Kim Yoannidis is a trusted friend of Harvey’s and pilot of “Puff” said this about the aircraft.

I can confirm everything Harv has already mentioned about flying AON. On the ground, with the virtually non-existent, cable operated, braking, she can be very delicate to handle when taxiing with a tailwind. Differential engine power is critical. On grass she is much easier, but it’s still a tricky operation on narrow strips. Once airborne it’s an absolute pleasure to fly, with the timber frame absorbing the engine vibrations, a good rate of climb (light weights) and fantastic visibility from the cockpit. It’s definitely flown using rudder to turn and ailerons to balance, just like a Tigermoth. It’s not the sort of aircraft to bank beyond 30 degrees, just nice and stable.

Depending on Harvey’s schedule it could well be Kim at the controls of “Puff” on Sunday 7^th April 2024.