Born in Queensland in 1927,John Bibo was the second of nine children to Jack and Vera Bibo. He started his schooling in early 1930s when Australians Kingsford Smith and BertHinkler were breaking world records,and he became fascinated with aviation;it remained his prime interest for the rest of his life.
A talented student,the only one of the family to qualify at the University of Queensland with his final year at the University of Sydney under Professor A.V. Stephens,head of the Department of Aeronautical Engineering. In 1949,he joined Australian National Airways (ANA) in Melbourne,Australia’s foremost airline.
In the 1950s,turmoil in Australian airlines meant smaller airlines struggled and failed,and government airline Trans Australian Airlines (TAA),established in 1946,became a successful competitor with ANA eventually in financial difficulties.
There was widespread amazement when after long negotiations,small regional Ansett Airlines bought giant ANA and formed Ansett-ANA in 1957. Reginald Ansett,well known as Reg,or RM to his staff,chose the best from both companies to head the various departments in the new airline.
John Bibo had made his name at ANA and was chosen to set up a new technical services department in engineering at Essendon Airport. He accepted the position after R.M. Ansett agreed there would be “no budget on safety” and became an ideal person to lead the staff of professional engineers,technical officers and draughtsmen.
The new department was backed by the Department of Civil Aviation (DCA) which delegated the new airline to act on their behalf in most of the technical areas. He had a gift that when presented with arguments on a complex problem quickly recognised the cause and solution and explained it in simple terms. He was a great mentor to many in technical services and others in the wider Ansett family.
Under Bibo,the technical services department grew initially to include groups specialising in structures and materials,power plants,avionics,project engineers and operations and special projects – the latter group first to make use of early computers. The drawing office covered modifications,repairs and aircraft electrical wiring changes for modifications and new equipment. A comprehensive technical library was established to control the supply and update the extensive manuals from manufacturers and vendors for each aircraft type. There were more than 60 personnel in technical services by the end of the 1960s.
John Bibo inspects a Rolls-Royce RB 211 bypass fan.Supplied
Bibo was put to the test during the Essendon years when three fatal Viscount accidents with Ansett-ANA aircraft and in the US two fatal crashes in 1959-60 of the new Lockheed L188 Electra with three new Electra aircraft already flying with Ansett-ANA,the first Electra operation outside the US. Urgent modifications to the wing and engine supports involved a return of three Ansett-ANA Electras to Lockheed for modifications at Lockheed cost. Bibo was heavily involved in all the crash investigations,particularly the Viscounts in Australia and briefings at Lockheed in California for the Electra.
The Viscount 700 Series (ex-TAA) were at Botany Bay and Winton,and Ansett Viscount 800 Series at Port Hedland. The Electra was a complex cause of structural loads when the aircraft’s large,heavy propellers developed gyroscopic “whirl mode” loads in flight. The Electra was a complex but innovative design and a step change in new technology features,a challenge met by Ansett Engineering. The Electra became an outstanding aircraft popular with pilots and passengers. The Electra was bought by Ansett,TAA,Qantas and Air Zealand and a version of the aircraft,the Orion,operated in surveillance roles with the RAAF.
Bibo’s MBE in 1967 for services to civil aviation followed his role in setting up technical services at Ansett-ANA and involvement in the investigations following Viscount and Electra accidents in the 1960s. The MBE enhanced his reputation at DCA and within Ansett,the ANA name was dropped in 1968.
The move to the new Melbourne Airport at Tullamarine was an opportunity for Bibo to join the planners and start with a clean sheet leaving the old ANA facilities and temporary terminal at Essendon. Huge hangars to service the larger aircraft and various departments and offices to service the new aircraft,including an engine test cell,built on the airport grounds which was outside noise restrictions being Commonwealth land. RM (Ansett) decreed that unless absolutely necessary all new Ansett assets would be built on private land bought in Garden Drive,nearby but off the airport,which included an engine shop,supply division,sheet metal,machine shop,electroplating,catering,computer centre and flight simulators.
During the years there were continual aircraft developments and changes of regulations mostly originating under the FAA in the US but also other country regulators including CASA (previously DCA) in Australia. Many changes came out of accident investigations around the world:weather radar,stall protection,cockpit voice and flight recorders,emergency exit requirements,structural and control system redundancy,flight and ground avoidance systems and others. Main passenger aircraft types from McDonnell Douglas,Boeing,Fokker,BAC and Airbus saw no fatal accidents with jet airliners in Australia in Bibo’s era,mainly due to advances in aircraft design.
R.M. Ansett was knighted in 1969 and died in 1981. During the Essendon years,Bibo was involved with Sir Reginald and others in the selection of new aircraft when Ansett led the way in aircraft selection. The 1960s,’70s and ’80s were “golden years” for the airlines and aircraft went from propellers and piston engines to turboprops,to pure jets,to fanjets/bypass jets,and technology changes led to increased speed and significant improvements in safety.
When TNT/News took over Ansett in January 1980,Bibo again had assurances,this time from Sir Peter Ables and Rupert Murdoch,their agreement to – “no budget on safety”. The two new owners worked closely together until the replacement aircraft fleet,26 aircraft,three different types,was finalised with Boeing in March 1980. Murdoch was in touch with Ansett management,including Bibo,but left Sir Peter to manage the airline as managing director with Sir Reginal chairman of the board. Sir Peter was very independent and different from Murdoch and his choice on later new aircraft was done,possibly with agreement of Murdoch,but without the previous wide consultation with key company advisers until the deal was finalised. “They made me a deal too good to resist.”
During his 36 years at Ansett,Bibo rose from technical services manager,transferred to head office as director of engineering and finally in 1989 assistant general manager technical and an executive director of parent company Ansett Transport Industries (ATI) advising the Board on Technical issues. He was involved in Ansett Worldwide Aviation Services (AWAS),an aircraft leasing company set up by TNT/News. He travelled extensively and made many visits to aircraft and engine manufacturers and other airlines and well known and respected in the airline industry,particularly at Boeing,McDonnell Douglas (merged with Boeing),Airbus,BAC,Fokker,Lockheed and the main engine manufacturers. He left with a great record of service to Ansett and Australian aviation and respect from the company and the industry.
He retired in 1993,no longer there for the sad demise of Ansett in 2001.