Vol. XVI No. 5 November—December Price $1.55 Registered for posting as a periodical Category B.

Aviation Historical Society OF JOURNAL

Founded 1959

Goya Henry

The Lockheed Era

r )*

East West Airline's 4 landing at Mascot. P.J. Ricketts Left. Carpenter Airlines Lockheed 14 VH—ADS. H. Broe Right. Lockheed Hudson VH—SMM. Ricketts

Left. South Coast Lockheed Lodestar VH-FAD. Both PJ. Ricketts Right. Gibbes Sepik Lodestar at Mascot.

Left. Lockheed Hudson 3 VH—AGX at Mascot, NSW, during April 1963. E.E. Allen Right. The Adastra Lockheed Hudson VH—AGJ fitted with target towing equipment. P.J. Ricketts

■ ■

Left. Survey equipment fitted on Hudson VH—AGS. P.J. Ricketts Right. The same aircraft with different equipment. E.E. Allen AVIATION HISTORICAL SOCIETY OF AUSTRALIA JOURNAL -57-

Vol. XVI No. 5 November—December 1975

President: Dr. L.V. Turner Secretary: E. Allen SIR DONALD ANDERSON C.B.E. T reasurer: P.J. Ricketts Journal Editors: P.J. Ricketts It is with the deepest regret that we record the recent death of our F. Walters esteemed patron. Sir Donald Anderson. News of Sir Donald's untimely passing Photo Page Layout: J. Gallagher came too late to be included in our last journal. Third Level Notes: J. McDonald Contributors: G. Reid After a distinguished career in the R.A.A.F., Sir Donald Anderson N. Apperley J. Vella joined the Department of Civil Aviation of which he became Director in 1956. In D. Eyre D.Thollar 1973 he retired from that position and was appointed Chairman of Directors of Lae Aviation News . He graciously consented to become the first patron of this Society in South Australian Air Journal 1974. Western Airletter Alongwith all Others connected with the aviation Industry, we mourn his passing and extend our sincerest sympathy to his family. Contents: Page The Lockheed Era 57 Goya Henry and the Air THE LOCKHEED ERA - THE POST WAR PERIOD Navigation Regulations 64 Monthly Notes — Civil 65 by G. Goodall - Military 66 - Third Level 69 Lionel M. Van Praag was a well-known professional motor­ - People 69 cyclist when he joined the RAAF In 1940, and he flew transport aircraft through­ — Museum 69 out the War, being shot down in a RAAF Dakota in January 1942 and spending — Papua New 30 hours in the water before rescue, then going on to serve with No. 35, 36 & Guinea 72 38 Squadrons and by 1944 he commanded No. 1 Paratroop Training Unit. After Avalon Family Day 72 demobilisation Van Praag purchased three Hudsons from disposals at Richmond Navy Week 1975 73 over a period of a year, to be used by the New Guinea operator Guinea Air Letters to the Editor 73 Traders for whom he was a pilot. Museums in Australia 1975 74 Guinea Air Traders Pty Ltd was formed in September 1946 by Sydney brothers John & Samuel Jamieson, and commenced operations at Lae All manuscripts for publication in the with a large fleet of Avro Ansons obtained from disposals, flying mainly to Bulolo Journal should be typed (If possible) at first taking over the brunt of the work that Guinea Airways had carried out double spaced using one side of each pre-War. They then extended to regular services to Madang, Wewak, Aitape, Wau sheet only. All work on this Journal and Mount Hagen, and the company Is accredited with opening up the highlands is voluntary and no payment can be after the War, being promoter of the famous Bulolo Gold Dredging Co and hold­ made for published material. ing the record of the greatest number of flights between Bulolo and Lae by a single aircraft in a day. GAT urgently needed higher performance transports than The views expressed by named contri­ the Ansons, and through their pilot Van Praag they obtained Lockheed Hudsons. butors and correspondents are their own and do not necessarily reflect the The first Hudson was overhauled at Camden in April 1947 and views of the Editors or the Company. became VH—ALA fitted out as a freighter, departing for New Guinea the follow­ ing month. Later that year a number of GAT's Ansons were grounded at Lae Membership is for one full calendar due to glue deterioration in the mainplanes and they were abandoned on the edge year commencing March 1st. Annual of the strip at Lae alongside unconverted RAAF Ansons held by the company, membership fees of $10.00 (Australian and this derelict collection of Ansons became a Lae landmark for many years. currency) will be due for renewal Tragedy struck on April 18, 1948 when the Hudson VH—ALA took off from Lae during February each year. for Bulolo, and after suffering engine trouble stalled and dived into the jungle one mile up the Markham Valley, killing the pilot Captain G.S. Bowen and two crew Published by: Aviation Historical plus 34 native passengers. GAT denied allegations that the aircraft was overloaded, Society of Australia Limited, pointing out that the load did not exceed the 5,000 lb maximum payload listed Box C.208, Clarence Street, on the CofA and that it was company policy to load natives as freight, not Sydney, N.S.W. 2000. passengers. This led to an intensive DCA investigation and, in March the follow­ ing year, the official report of the Department was tabled in Parliament in Can­ berra, in which it was stated that no action was going to be taken against Guinea Air Traders. At the time of the Lae accident, work was proceeding on the © 1975 Aviation Historical second Hudson A16—219 at Camden, this also to be fitted out as a freighter. In Society of Australia light of the accident however, the configuration was changed to side-saddle seating for 26 passengers with individual seatbelts, and this aircraft went into service in New Guinea in July 1948 as VH-BLA. With the Guinea Air Traders name emblazoned above the cabin windows and the name 'Silver Bullet' on the nose, ISSN 0045 - 1185 this Hudgon was flown mainly by GAT's Captain Dick Burt "with awe-inspiring technique" as one report put it, and joined the company's growing fleet of air­ craft, which included DC-2s VH-ARB & -ARC and DC-3s G-AGHN & G-AKNB flown out from England to be used on livestock charters down to Sydney as well as migrant charters from Europe to Australia. Hudson BH—BLA was retired and ferried south to Mascot in late October 1949 for disposal and was sold the following year to Adastra Aerial Surveys.

HOTSPOT INSTANT PRINT Aviation Historical Society of Australia Journal - 58 - November—December 1975

GAT's third Hudson A16—222 was also originally to be a freighter, but during overhaul at Camden was con­ verted to nine passenger layout, becoming VH—BLB in November 1948 under the ownership of Mr. Brian Thomas of Sydney. This third Hudson was never delivered to New Guinea, and the following February left Mascot for the Middle East in a private flight in GAT's name under the command of GAT Director Samuel Jamieson. In May 1949 the Hudson was unservicable at Rome with engine trouble but was testflown on May 29 after a replacement motor from England was fitted and continued Its flight to Palestine where it was handed over to the Israel Airforce. GAT operations In New Guinea meanwhile were winding down and the company was liquidated In 1950. In June 1949 Australia House In London learnt that an Australian civil aircraft still bearing the markings VH—BLB was being used by the Israeli forces in hostilities against the Arabs, and urgent cables were sent to the Australian Government. This led to investigations by DCA that for the first time revealed the extent of illegal exports of aircraft to the Israel Airforce. At the same time Australia House officials interviewed an Australian pilot In London who had been engaged in ferrying Lockheeds to Israel from Australia. The DCA investigations into all these activities were seriously hampered by the departure for overseas of the majority of the persons Involved, but as late as 1956 questions were still being raised by the Customs and other Government departments about the exports to Israel at this time. The Hudsons purchased by MM A and APL were stripped for usable spares then sold for scrap. A16—116 was purchased by MMA for its instruments and engines, but a condition of its sale was that it had to be removed from RAAF Base Pearce, so an unservicable engine had to be removed and worked on at the company's Guildford workships then refitted before the Hudson was ferried from Pearce to Guildford in late 1947, pilots being Cyril Goode and Cyril Kleinig (now MMA's Managing Director). The twenty mile ferry flight was made with undercarriage extended, and a flapless landing was made at Guildford, where the aircraft was soon broken up for spares for the DC—3 fleet, and the airframe sold to a scrap dealer who had plans to convert the Into a caravan. By 1949 the majority of the now deteriorating Hudsons at Camden laying in the open awaiting sale and conver­ sion were obtained by Wllmore Aviation Service Pty Ltd of Bankstown, and the company also obtained the bulk of the RAAF spares collection for Hudsons. Wilmore was formed by Sydney identities W.H. Morley and J.R. Palmer, and the com­ pany still operates as an aviation spares business at Bankstown, although various aircraft have been used over the years, rang­ ing from Anson VH—BLL for charter, to the Mustang VH—WAS. An early significant deal with Wllmore was from East West Airlines of Tamworth, who announced on March 8, 1949 that they had purchased six Lockheed Hudsons and a considerable quantity of new engines and spares, and that a con­ tingent of EWA engineers was already at Camden inspecting the aircraft. One Hudson A16—112 was chosen as most suitable for conversion to airline CofA and the other five were broken up for spares. The airline applied to DCA to register —112 on April 23, and the Hudson was ferried from Camden to Tamworth where it began a major overhaul in the company hangar, emerging in December as VH-BNJ "Pee! City" and was testflown over Tamworth on December 11, 1949. The shiny new Lockheed entered airline service with the Christmas rush that year and had a dramatic impact on the company's operations, being much faster and more comfortable that the fleet of Ansons that had been used up to date (see J—AHSA Vol IX No. 4 and Vol. X No. 6). The main trunk route Sydney—Tamworth was reduced to a 70 minute flight, cutting 30 minutes off the Ansons' time, and on New Years Eve EWA announced a 1772% fare reduction on all routes to publicise the introduction of the Hudson. Late the following year on December 21, 1950 the two Hudsons of the liquidated Curtis Madsen Aircrafts Pty Ltd were purchased and immediately reregistered VH—EWE "Namoi City" and VH—EWB "Cathedrai City" and went into service with East West, the former being used as a freighter. With three Hudsons now in service the Ansons were now retired, the last Anson service being flown on October 27, 1951 when VH—EWZ flew Armidale to Tamworth, this particular Anson having given up its flagship registration to the Hudson VH-BNJ earlier on March 21, 1951. The Hudsons were the airline's fleet until July 1953 when the first DC—3 was purchased and Hudson VH—EWA was sold to Adastra. By 1956 as more DC—3s were introduced the Hudsons were used as reserve aircraft on the routes Sydney to Tamworth, Glen Innes, Gunnedah, Brisbane and Inverell, and by February 1957 Hudsons were only operating the Sydney— Cowra—Temora—West Wyalong route, and later that year they were withdrawn, being the last Hudsons In Australian airline service. In December 1956 VH—EWE had been reregistered VH—BPT pending disposal, but early the next year a 2-year contract had been won by EWA for CSIRO rainmaking experiments over the Snowy Mountains, and the Hudson commenced these cloud-seeding flights on March 1, 57 based at Wagga, NSW. When the last Hudson VH—EWB was retired from airline work at the end of that year it too was converted for special work, being fitted out for high-altitude survey work for the NSW Department of Lands, and when it was realised by East West that the two Lockheeds still had a useful life ahead with the company they were reregistered VH-EWR & —EWS respectively, but losing their individual names. In April 1961 the Hudsons were withdrawn from service and parked together In the main Tamworth hangar awaiting disposal, but once again a rainmaking contract was won and on April 17, 1962 VH-EWR was flown down to Essendon to take up residence on cloud- seeding flights for the Victorian Government under EWA senior pilot Chris Braund. Meanwhile East West were negotiating the sale of the two old Lockheeds, and on August 10, 1962 VH-EWR was sold to Adastra Aerial Surveys at the completion of its Victorian contract, and VH—EWS followed on September 10 when sold to John Fairfax & Sons who immediately leased the Hudson to Adastra as well. Back at the time that East West Airlines decided that the Hudson was a suitable type to replace their Ansons two other NSW intra-state operators were also looking around for faster aircraft and chose Lockheeds — South Coast Airways Pty Ltd were flying Ansons on routes to the south out of Sydney, and Overland Air Services Pty Ltd were flying Ansons on feeder services from the Butler Air Transport network. South Coast Airways was formed at Albion Park aerodrome, Wollongong in 1947 by Walter E. James Initially operating as Wollongong & South Coast Air Service Pty Ltd. Six RAAF disposals Tiger Moths were purchased and converted in the first year, and with the Desoutter VH—UEE they flew general training and charter work from Albion Park which the company leased from the local Council. In 1948 two Ansons were purchased followed by another two the following year Aviation Historical Society of Australia Journal - 59 - November—December 1975 when a regular airline service was commenced over two routes Sydney—Wollongong—Jervis Bay, and Sydney-Cowra—West Wyalong. By 1950 South Coast Airways was firmly established on its routes, the company now being owned by the Banks- town firm Fawcett Aviation but operated by Wally James and Percy Michelson. Captain Michelson had been connected with Warren Penny's Lodestar G-AGBU when It was first flown out to Australia in 1947, and now that the Lodestar was laying unserviceable at Bankstown he purchased G-AGBU from the Receivers in 1950 and Fawcett Aviation began a major over­ haul to bring the aircraft up to airline standards for use by South Coast Airways. Meanwhile the Ansett Lockheed 10B VH—UZO was inspected in the Essendon graveyard in December after a long retirement, and was purchased on January 5, 1951, entering South Coast service the following month. On March 15, 1951 the Electra was damaged when the under­ carriage collapsed taxylng out at Wollongong for a flight to Sydney under Captain Michelson, but she was testflown after re­ pairs on May 11 and returned to service. The Lodestar finally completed Its overhaul at Bankstown in December that year, being issued with Its Austra­ lian CofA on December 10, 1951 registered VH-FAD and fitted out for 18 passengers and hostess. With the two Lockheeds now in service. South Coast Airways were operating 3,300 aircraft miles per week, advertising services from Sydney to Cowra, West Wyalong, Grenfell, Young, Jervis Bay, Canowindra and Boorowa (several of these ports being by coach connection only), and using leased Butler DC—3s on services when loadings required. In 1953 a special service Sydney-Wollongong—Bairnsdale— Sale— was advertised using the Lodestar although there is no evidence that it actually operated. During^1953 negotiations began with East West Airlines which culminated in South Coast Airways Pty Ltd becoming a subsidiary company of East West as from Saturday August 1, 1953 and on that day a goodwill flight was made by EWA DC—3 to Cowra and West Wyalong, the South Coast trunk route which was now taken over by EWA. South Coast Airways remained a subsidiary company of EWA until 1962 when finally wound up. The two Lockheeds were not part of the takeover deal, and the Lodestar VH-FAD reverted to Fawcett Aviation ownership while the Electra VH-UZO was im­ mediately sold to Christey's Motors, Sydney on August 7, 1953 and registered VH—CMA. Wally James continued at Wollongong with a fascinating fleet of light aircraft for general charter work until 1957 when he moved to Bankstown to establish James Air Charter. Overland Air Services Pty Ltd was formed at Condobolin, NSW In 1950 by W. Campbell-Hicks and W.T. Nye, both previously flying Instructors with Kingsford Smith Flying Services in Sydney. They commenced operations In May with an Auster VH—BGU under the name Western Airways Pty Ltd for a short time, then changed to Overland Air Services when they decided to provide feeder services in the western areas of NSW connecting with Butler DC—3 routes. Three Avro Ansons were purchased from Butler, but the flagship was Lockheed Lodestar VH—GRB which they purchased on August 1, 1950 from the defunct New Holland Airways and immediately reregistered VH—OAS. With the twenty-seater Lodestar came Captain Ronald W. Howitt who had been Operations Manager for New Holland Airways, and now took up the same post with OAS. The biggest obstacle facing the new airline was the condition of aerodromes at the towns they wished to serve, particularly at Condobolin itself, which restricted their operations to Ansons. Airline services commenced with a feeder ser­ vice Parkes—Cobar twice weekly with the Lodestar, and a daily Parkes—Condobolin Anson service, both connecting with the BAT DC-3 at Parkes for Sydney. With the support of local graziers OAS was quite successful, and ran several ambitious tourist charters from West Wyalong to Alice Springs in the Lodestar, the first on the weekend of November 4—5, 1950 under the command of Cpt. Howitt with a full load of twenty passengers. In late 1950 OAS turned Its attention to southern airline routes out of Sydney when Curtis Madsen Airways fell into financial difficulties on its Sydney-Cootamundra-Temora-West Wyalong service, and in November OAS began flying VH-OAS from Sydney to Temora on a charter-basis while Butler ran a DC-3 Sydney-Cootamundra-West Wyalong with a road connection to Temora. Overland were granted the route to replace CMA and developed a well-constructed net­ work Sydney—Cootamundra—Temora—West Wyalong with feeder links to Lake Cargelligo, Hillston and Condobolin, with up to six services weekly on these routes. The large provincial city of Cowra, laying some seventy miles north of Cootamundra attracted OAS Interest at about the same time, since the existing air service to Cowra was being operated by South Coast Airways with Ansons which were having a difficult time with boggy conditions at the town's airstrip and poor weather en route to Sydney caus­ ing numerous diversions and several forced landings in paddocks. With a new aerodrome under construction, DCA was con­ sidering applications for a new route licence to Sydney, and Overland were among the ten companies who submitted details, and Operations Manager Captain Howitt applied to the Cowra Council for approval to operate to the town on an interim charter basis in November 1950. On November 10 OAS announced that they would shortly commence a morning service to Sydney three days per week from Cowra using their twenty passenger Lodestar with hostess for the same airfare as being currently charged by South Coast for their Ansons. To counter this move W.E. James announced on December 1 that South Coast Airways had purchased the Electra VH-UZO just for the Cowra run and that their Lodestar would be in ser­ vice within two months, and Butler made statements that they would introduce DC—3s immediately to Cowra If granted the licence. On December 26, 1950 Lodestar VH-OAS thundered into Cowra airstrip on its first service In competition with South Coast's daily Anson to Sydney. On January 9, 1951 Overland announced that they would soon be taking delivery of two new Lodestars presumably from Fawcett Aviation with whom the company now had some financial ties, but this never eventuated. On January 19 the airline battle for Cowra hotted up with the first Butler Air Transport DC—3 service arriving to commence a thrice-weekly charter run to the town from Sydney. South Coast's Electra did not material­ ise during January, causing much local criticism, but VH-UZO finally made its debut on the Cowra run in late February, and the following month South Coast Airways were granted the airline licence to Cowra initially using leased Butler DC—3s, and Overland ceased its Lodestar service to the town. Overland flew their Lodestar into Condobolin for the first time on August 13, 1951 when they inaugurated their twice-weekly direct Condobolin—Sydney service after extensions to the airfield. A large crowd turned out to see the big Lockheed on Its first visit to its home town, and the new service was popular, taking only 80 minutes to reach Sydney with morning tea and paper provided en route by the hostess. VH-OAS now settled down on the circuit Sydney—West

HOTSPOT INSTANT PRINT Aviation Historical Society of Australia Journal - November—December 197560

Wyalong—Cootamundra-Sydney, the company having TAA as their agents at Mascot, and on August 27, 1951 suffered their only major incident with the Lockheed when Captain Howitt taxied into a fire tender at Bathurst, suffering considerable damage to the aircraft. At this time Overland were anxious to replace their Ansons on the feeder connections with more popular types, and decided upon the Lockheed Electra as a suitable aircraft. With none available in Australia, negotiations commenced with Rural Aviation of NZ who had three old NZNAC Electras for disposal, ZK-AFD, -ALH & -ALI, the latter two being old Guinea Airways aircraft. A report dated September 10, 1951 stated that ZK-AFD had been sold to Overland Air Services with one other to follow, but the deal did not eventuate and the Electras were eventually scrapped. In early 1952 OAS suf­ fered a major blow when their Anson VH—BFI crashed and burned in the Sydney suburb of Padstow on January 13 killing well-known pilot Barney Moore and the air hostess and her son. Overland were by now in financial difficulties, the original founder Campbell-Hicks having left the airline in March 1951 to form Campbell—Hicks Airways at Condobolin with an Anson and smaller aircraft for charter work and flying training, which duties he still carries out today in Victoria. On April 24, 1952 Butler Air Transport took over the trunk route to West Wyalong from Overland, and Overland Air Services went into liquidation, the remaining Ansons being sold while the Lodestar was kept by Ron Howitt who established an aircraft brokering concern in Sydney named Aviation Sales, and later being ferried to USA. Doug Fawcett established an aircraft maintenance company at Bankstown in 1947 which specialised in servicing heavier types of aircraft, and Fawcett Aviation Pty Ltd is still based at Bankstown, well known as the opfrators of the last two Mustang aircraft in Austrlla, and the parent company of lllawarra and Chleftan Flying Schools. Fawcett Aviation prepared four NEIAF Lodestars which were stored at RAAF Base, Tocumwal, for ferrying to USA after their purchase by US operators from the Foreign Liquidation Commission — the first two LT9—32 & —33 were overhauled as N7777 and N5202N and ferried to America. The remaining two were left in the open at Tocumwal until July 1950 when Doug Fawcett received instructions from their US purchaser in Manila to prepare them for ferrying, and on July 21 the pair LT9-31 & -34 were moved off the RAAF CMU area at Tocumwal and serviced, later being ferried to USA as N80000 for Industrial Indemnity Co, and N3946C for Ada Oil Co. At the same time Fawcett purchased two USAAF C—60A Lodestars that were stored at Tocumwal, and the pair were dismantled for trucking back to Bankstown for major servicing. On July 21, 1950 the two Lockheeds passed through Cowra on low-loaders en route to Bankstown, leading to speculation in the town that they were to become airliners for South Coast Airways, this being vigorously denied by W.E. James who made a press statement that South Coast's Lodestar had never been used as a military aircraft and was a luxury BOAC airliner. He did however state that his company was considering buying one of the Fawcett C—60s but only for spares, but both commenced overhaul at Bankstown shortly afterwards for Australian CofA. Application was made to DCA on September 11 to register the two Lodestars to a newly-formed Fawcett subsidiary named Air Cargo Pty Ltd and 43-16443 was allocated VH—FAB, 42-56060 becoming VH-FAC, while the marking VH-FAD was reserved for the Lodestar G—AGBU under slow overhaul for Fawcett's other subsidiary South Coast Airways. On October 13, 1950 VH—FAB was testflown at Bankstown and CofA issued, the Lodestar being painted in an unusual scheme of allover grey and white with red trim, with the motif "AIR CARGO" in large letters above the windows. Shortly after it departed on Its first cargo mission, to airlift 2,000 bales of wool from floodbound properties into Narrabri in northern NSW. By November 13 the operation was well under way, VH—FAB being flown by Captain R. Whitfield with First Officer Nancy Ellis, carrying up to 15 bales per trip off the rough strip at "Yarraldool" station, making five return sorties per day to Narrabri. By December 5 over 700 bales had been moved, and Fawcett were considering bringing VH-FAC into the operation as it was nearing completion of its overhaul in the Bankstown hangar. However FAC was testflown at Bankstown on December 9 and immediately ferried to New Guinea for a two-year lease to Gibbes Sepik Airways, Wewak who wanted the aircraft for general heavy transport work In the territory, and also in anticipation of a proposed Port Moresby—Sydney service, for which the company applied in April 1951. When this route was rejected by DCA because both Qantas and Trans Oceanic Airways already served along it, the Lodestar was converted to a 40—passenger configuration for carrying native labour on contract work. However the Lodestar proved unsuitable, and Gibbes Sepik Airways tried unsuccessfully to terminate the lease with Fawcett. On June 26, 1951 FAC made a forced-landing at Jacquinot Bay due to fuel exhaustion, being the first aircraft to land at this rough wartime strip since the RNZAF moved out during the War. In May 1952 Miss Patricia Graham became the first female pilot of a heavy aircraft in the Territory when Gibbes Sepik employed her as First Officer on the Lodestar, which was still proving to be an operational embarrassment to the airline, being unserviceable for long periods and uneconomical on the short routes. Finally VH-FAC was grounded at Port Moresby after inspection by a DCA surveyor in December 1952, and it sat in the weather at Moresby until June 4, 1953 when ferried in disgrace back south to Bankstown to Fawcett Aviation. Meanwhile VH-FAB was used by Air Cargo Pty Ltd until sold on November 28, 1952 to Aviation Sales, Mascot the newly-formed brokering firm of Ron Howitt. The Lodestar departed Mascot several days later on a ferry flight to Saigon under command Cpt. Howitt and on December 15 was handed over to Societe Indochinoise Rauitaillement to become F—OALK. When South Coast Airways' Lodestar VH-FAD was retired in August 1953 after EWA took over its services, it was ferried into Bankstown where it joined VH-FAC from New Guinea and the pair were stored awaiting disposal. FAC was struck off the Civil Register in August 1954 and FAD followed in April 1955, but not before numerous proposals for their utilisation had fallen through, one of the most interesting being from a French concern at Noumea, New Caledonia which planned internal services within New Caledonia and to Lifu in the Loyalties Group. An was painted Into their colours at Bankstown in early 1954 and attractive crew and hostess uniforms ordered, then work commenced on VH-FAD to replace the Anson but by November 1954 neither aircraft had been delivered and the Lodestar was returned to storage in the hangar. Eventually the two Lodestars found a home in , VH-FAD being sold to Fieldair Ltd In April 1955, and after being ferried across the Tasman became ZK—BJM "Whetumarama", flying its first commercial topdressing operation from 'Mangapoike' Station near Gisborne at the end of that month. In July 1956 VH-FAC was also purchased by Fieldair Ltd, and in September major overhaul was commenced at Bankstown by Falrey Company during which a 4-ton capacity hopper was designed and fitted. The Lodestar emerged in early November as ZK-BMC "Makutonga" in a metallic scheme Aviation Historical Society of Australia Journal -61- November—December 1975 allover with red lettering, and was issued with NZ CofA on November 10, departing Sydney on its ferry flight to NZ a week later on November 17, 1956. ZK-BMC was to survive for less than a year on its demanding agricultural operations, for it was destroyed on October 20, 1957 when it crashed during topdressing operations in poor weather near Upper Bideford, killing the crew of two. ZK—BJM however gave long service, being transferred to Airland(NZ) Ltd in 1960 and finally withdrawn from service at Gisborne in October 1963, to be ignominiously scrapped the following year. Three RAAF Lodestars stored at Tocumwal were purchased through the C.D.C. on March 19, 1947 by the Department of Civil Aviation but they remained at Tocumwal until October that year when they were dismantled and trucked in a convoy of low-loaders to , where A67—2, —8, & —10 were handed over to the Department of Aircraft Production at Parafield for conversion for CofA. A67—2 was stripped for spares, and the bare shell less engines and outer wings was parked on the grass behind the DAP hangars alongside the Guinea Airways Lockheed 14 VH—AEW for several years until the pair were carted away for scrap metal in 1952. Work proceeded slowly on the remaining two Lockheeds as DAP concentrated on urgent RAAF C—47 maintenance and DCA no longer had any immediate need for the Lodestars as they had obtained DC—3s to supplement their original fleet of Tiger Moths and Austers. A67—10 was completed first, receiving its CofA on October 11, 1949 at Parafield as VH-CAB fitted out for 8 passengers, and it left soon afterwards for Essendon where it was based on DCA duties. A67—8 was stored at Parafield awaiting a decision on whether to continue on its conversion, as DCA had now decided upon the Avro Anson as most suitable type of light transport duties and was purchasing Ansons from RAAF disposals. In early 1950 TAS were in urgent need of extra sircraft, particularly for their extensive operations, and it was decided that the Lodestar would be an excellent type to fly the domestic Townsville-Cairns route leaving the DC—3s to continue on the mainline coastal route from Cairns south to Brisbane. DCA's remaining Lodestar at Parafield was hurriedly completed and testflown in early July as VH—CAC and commenced a lease to TAA as from July 20, 1950. Fitted out as a ten-passenger airliner it entered service on the Townsville-Cairns run with landings at Innisfail on certain services. The following year TAA negotiated the purchase of both of the DCA Lodestars and work began on the conversion of VH-CAB, which had been retired at Essendon after its CofA expiry on October 10, 1950, to bring it up to airline configuration. On February 22, 1952 the ownership of VH-CAB & -CAC was transferred to , and they were reregistered VH-TAY & -TAZ four days later. VH-TAY "Lindsay" was finally testflown at Essendon on June 24, 1952 and flown up to Townsville to join VH—TAZ, the pair being painted in full TAA colour scheme. The two TAA Lodestars remained in service until May 1953 when retired and replaced by DC—3s and sold to Sydney aircraft broker B.W. Cowan, who with partner J.P. Conley in later years was to be connected with a conglomerate of aviation companies resulting in the brokering firm Australian Aircraft Sales, which is today still active in the disposal of airline equipment. VH-TAZ departed Mascot at 9 pm on the night of May 10, 1953 reregistered N4848V on ferry flight across the Pacific to Earl Bacon Corporation, California, followed by VH-TAZ which left Brisbane as N5080V in August on its delivery flight to Lear Incorporated of Los Angeles. Also included in this deal was Captain Ron Howitt's Lodestar VH-OAS which left Australia in July as N4849V bound for Los Angeles also on delivery to Aviation Export Co Ltd. Originally formed at Mascot in 1930 by F.W. Follett and H.T. Hammond, Adastra Airways Pty Ltd began as a flying school but after ceasing operations for a period during the Depression, resumed as a maintenance organisation assembling a number of light aircraft types for which they had obtained Australian franchises, and operating a modest airline service Sydney-Bega on the southern NSW coast. In 1940 the Government contract for the airline route was not renewed as a war­ time finance measure, and Adastra ceased operations for the duration. In 1944 Frank Follett formed Adastra Aerial Surveys as a subsidiary company to pursue the aerial survey methods he had studied overseas and early the following year Adastra purchased the first ex RAAF Anson of the hundreds that were to be later put up for disposal. This Anson MG796 was used to experiment with photographies and mineral survey methods and after long debate with DCA over operating restrictions the Anson became VH-AGG on June 5, 1945 as the first aircraft of the Adastra Aerial Surveys fleet. A number of Ansons were now purchased, and the first big contract won, a 50,000 square mile survey of Victoria for the State Government. The Ansons were a good type for these operations and in all a total of seven were used by Adastra, being flown right up to the final Anson type-grounding on May 30, 1962. However a higher performance aircraft was needed for prolonged high-altitude work, and in February 1950 the Ansett Airways Lockheed 10B Electra VH-UZO was inspected at Essendon, resulting in flight tests being made on March 1, to investigate its stability at 15,000 to 20,000 feet, but its performance was not satisfactory, and Adastra then chose its bigger brother the Hudson as type best suited to this kind fo work. Lionel Van Praag's Hudson VH-BLA which had been parked at Mascot for some time after Guinea Air Traders service awaiting disposal, was purcahsed by Adastra on June 22, 1950 and Van Praag taken on as pilot, later becoming Adastra's Chief Pilot. The Hudson began a lengthy overhaul and modification to survey configuration in the Mascot hangar, emerging for its first testflight on March 30, 1951 as VH-AGG taking up the registration of the first Anson which had now been retired and broken up at Mascot. The second Hudson to join the survey fleet was a RAAF disposals machine A16—215 which had been in storage since purchased by Squadron Leader B.E. Hughes at Amberley RAAF Base in 1948. It entered Adastra service in May 1953 as VH—AGO and immediately joined its sister ship VH-AGG on a large survey of the Snowy Mountains in southern NSW in the early stages of the huge Snowy Mountains Scheme. A third Hudson was now purchased, VH—EWA from East West Air­ lines on July 1, 1953 but this was obtained in unserviceable condition and although reregistered VH-AIU on July 3 to vacate East West's registration block, was stored until finally converted for survey work, commencing Adastra service in January 1956 as VH-AGS. The next Hudson to be obtained was actually the third to enter survey operations, when A16-122 obtained from Godden and Board completed its lengthy overhaul in the Mascot hangar in November 1954 as VH-AGX. The four Hudsons proved to be reliable and stable platforms for high altitude aerial photographic survey work, and they ranged far and wide across Australia on various contracts. In early 1957 a large photographic survey of New Guinea and nearby areas was undertaken, and during this operation two of the Hudsons crashed with the loss of a total of nine lives. On July 1, 1957 VH—AGO crashed onto the beach while carrying out a baulked approach at Horne Island killing all six on board when returning from a survey flight over Cape York Peninsular, and on June 8, 1958 VH-AGG stalled into the sea while on final approach to Lae aerodrome with starboard engine feathered, and sank in 900 feet of water drowning the crew of three.

HOTSPOT INSTANT PRINT Aviation Historical Society of Australia Journal - 62 - November—December 1975

To replace these aircraft, Hudson VH—SMM was leased from John Fairfax & Sons in 1959 and painted in Adastra markings to begin its survey life with a contract based at Mackay, Queensland. In May 1959 VH—AGS was flown across to Perth to take up residence while engaged on a large survey of Western Australia, and a subsidiary company named Westralian Aerial Surveys was formed to handle this operation. In the following year the Adastra DC-3 VH-AGU was also used on the WA survey and both aircraft had the new company name painted on them until they returned to Mascot in late 1962 when the subsidiary was wound up on completion of the main contract. The final pair of Hudsons to be flown by Adastra were added to the fleet in 1962 when the East West Hudson VH—EWR was purchased on August 13, on completion of its rainmaking contract at Melbourne, and immediately reregistered VH—AGE was converted for mineral survey work with a magnetometer fitted under the belly. In October Adastra took delivery of VH—SMO which John Fairfax & Sons had just purchased from East West after a period In storage at Tamworth as VH—EWS. This latter aircraft along with the other leased earlier from John Fairfax VH—SMM retained their metallic and white colour schemes while the rest of the Hudsons were by now painted into an attractive scheme of green and white with red trim, and company name above the cabin windows and under the wings in large letters. VH—SMM & —SMO were finally transferred to Adastra ownership on June 24, 1966 and later reregistered VH—AGJ & —AGP respectively. VH—AGE was written off in a tragic accident at Tennant Creek, NT on September 24, 1966 when it stalled In the circuit on return from a survey mission in surprisingly similar circumstances to the earlier two accidents, killing the crew of six as well as a young boy passenger. VH—AGP was struck off the Civil Register on November 15, 1971 after being damaged by fire and went Into storage in the Mascot hangar. Recognition of the Hudson's long service came with the sale of VH—AGJ In early 1973 to The Strathallen Collection, an aircraft museum in Scotland specialising in keeping WW2 veterans flying, and the Hudson was ferried to UK in May by Lionel Van Praag. On December 22, 1973 VH—AGX crashed on takeoff at Horne Island, coming to rest in a creekbed but the crew of two were luckily unhurt although the Lockheed was a complete writeoff. With the purchase of Adastra Aerial Surveys by East West Airlines on April 1, 1973 the base of their survey operations was changed to Tamworth, and the large stockpile of Hudson spares and engines was gradually moved there from the old Mascot hangar, along with the two remaining Hudsons and the rest of the fleet. At Tamworth the rebuild of VH—AGP is under way, and it will soon rejoin VH-AGS for their twilight years on survey work. Carsair Aviation Service (PNG) Pty Ltd was formed in 1955 at Port Moresby by Robert G. Carswell to carry out charter and freight work in New Guinea with a fleet of Avro Ansons. After service with Qantas as an engineer during WW2, Carswell established Carswell & Dagleish Aircraft Engineers at Archerfield where maintenance and charter work was conducted for a number of years as well as Importing and assembling light aircraft for local sale. The main Carsair contract was freighting of meat across New Guinea, and an aircraft of superior performance and payload to the Ansons was required, leading to the purchase of Electra VH—CMA from Chrlstey's Motors, Sydney on December 5, 1955. Two years later Carsair added a second Lockheed to their New Guinea fleet when L.12A VH—ABH was purchased from Associated Airlines, Essendon on December 20, 1957 and this immediately entered freight operations in the Highlands. During 1958 however Carswell withdrew from New Guinea charter work, concentrating on Queensland and NT— the Electra was sold to Western Air Navigation at Charleville, Old on October 15, 1958 and the L.12A was based at Archer­ field until it too was disposed of, to Muir Aviation Ltd, Darwin on March 18, 1960 and replaced in Carsair service by a pair of DH.89 Rapides. Early the following year Bob Carswell purchased his third Lockheed when an urgent replacement was needed for his Avro 19 VH-BIX which had been leased to the Perth firm Air Culture Pty Ltd for a contract to fly large loads of live-crayfish from coastal ports north of Perth to the fish processing factory in the city. The Avro made a forced landing near Lancelin on March 22, 1961 when unable to maintain height after an engine failure while southbound with a heavy load of crays, and was badly damaged. Carswell immediately purchased Associated Airlines' L.12A VH—ASG which had been at Essendon awaiting disposal for some time, and the Lockheed arrived at Maylands Aerodrome, Perth in early April to continue the freighting of crayfish. However the contract was terminated after only two weeks' operation by the Lockheed, and it was ferried up to Darwin to Carswell, and was then used for charter work in NT until sold the following year to Mrs. H.E. Edgar of "Metro" Station, Springsure, Queensland who used the aircraft for general transport work until sold In December 1963 to Malayan Air Charter, Kuala Lumpur as 9M—ANK. In 1968 the damaged remains of 9M—ANK were seen in the back of a hangar at Kuala Lumpur. The earlier two Carsair Lockheeds still remain together today, both being parked at Marshall Airways hangar at Bankstown although only the L.12A is now airworthy. After two years in Darwin on charter work with Doug Muir as VH-DMC, the Lockheed 12A was ferried down to Adelaide in May 1962 on sale to S.A. Air Taxies Ltd and was reregistered VH—TLX with them on May 31. Painted In a scheme of metallic with blue and white trim, the Lockheed was flown exten­ sively in the northern areas of SA mainly on freight work replacing a veteran D.H.84 Dragon, just as it had done with Muir Aviation before. In late October the starboard undercarriage leg collapsed on landing at Pelican Waterhole near Birdsville In the desert a thousand miles north of Adelaide near the Queensland border, and the Lockheed came to rest on her nose to become an insurance writeoff because of the remote location. Down at Moorabbin Airport, Melbourne the co-directors of Air Surveys Australia, Harry Wallace and Alan Rea were most interested to hear of the SAAT Lockheed's plight - their company had operated on Avro Anson VH-FIC on survey and charter work up to the DCA type-grounding in May that year, and to replace the Anson had just purchased the damaged Lockheed 12A VH-FMS from Bush Church Aid Society of Ceduna, SA and this was now in the back of their Moorabbin hangar awaiting rebuild. This aircraft was the Zinc Corporation's "Silver Star" purchased by B.C.A.S. in 1957 and based at Ceduna on medical work in the far western districts of South Australia. Named "SJ. Kirby" after the Society's founder, the Lockheed was reregistered VH-FMS (for Flying Medical Service) on June 24, 1959 and was used to transport the resident doctor to regular clinics to towns and properties In the area as well as medical emergency flights. On March 17, 1960 the undercart collapsed on landing at Ceduna and the aircraft came to a stop on its belly without injury to the pilot and four passengers. The Lockheed was trucked to Parafield where it was stored dismantled in Robbys Aircraft Co's hangar. Aviation Historical Society of Australia Journal - 63 - November—December 1975 and replaced out at Ceduna by a Cessna 210. After collecting dust for two years at Parafield, VH—FMS was obtained by Air Surveys Australia and departed Parafield by semi-trailer, reaching Moorabbin on August 19, 1962. In December an epic recovery expedition was mounted by seven pilots and engineers of Air Surveys Australia and its associate company Flinders Island Airways when they flew to Pelican Waterhole in the FIA Beech D18S VH-FID and a Cessna, and after toiling in oppressive heat temporary repairs were made to the abandoned Lockheed, and she was flown into Moorabbin in triumph on New Years Day 1963. After a major overhaul she emerged in April as VH—ASV and was soon afterwards repainted into a striking scheme of brilliant red and white — the newly refurbished Lockheed was used for charter work and also on the daily newspaper delivery flights of FIA to Victorian country towns. The planned rebuild of VH—FMS now being unnecessary, it remained dismantled in the back of the Moorabbin hangar surrounded by disposals RAAF Wirraway engines obtained earlier for the Beech D18S. A touch of glamour for VH—ASV came in March 1964 when she was the largest aircraft to compete in the three-day Ansett Air Race from Brisbane to Adelaide carrying the evocative Race Number of '69', and although not taking away any prizes she was the centre of attraction at all stops en route. In early 1965 however the L.12A's age finally caught up with her, and she was traded in to Masling Aircraft Sales and Service of Cootamundra on a brand new Cessna U.206 VH-ASY, and when the Lockheed departed Moorabbin to be ferried up to Cootamundra her logs revealed a total time of 7827 hours. Two years of inactivity now lay ahead, for after an abortive sale to Griffith, NSW VH—ASV remained parked in the open at Cooatmundra, one rare excursion to nearby Temora on February 2, 1966 resulting in minor damage when struck by taxying Cessna 172 VH—CNA. Maslings finally sold the Lockheed on November 11, 1966 to Business Aviation Pty Ltd at Bankstown as part of a package deal of six aircraft to establish the new company. On June 29 the following year ASV's ownership changed to Coronet Cars Pty Ltd, Sydney and several months later was transferred to Australian Aircraft Sales (ACT) Pty Ltd and she took up residence at Mascot. Dr. Anthony Fisher of Sydney now mainly flew the Lockheed, making regular trips to his property interests in norther Queens­ land, and the Lockheed's ownership was transferred to his Canarney Pastoral Company on January 11, 1972. As a spares source for VH-ASV Dr. Fisher also obtained the dismantled VH-FMS from Moorabbin, and its fuselage left the Flinders Island hangar on a truck on February 17, 1968 following the mainplanes which had left several months earlier bound for his farm at Jerilderie, NSW where Fisher also keeps his Ryan STM VH—CXR along with a pair of STMs owned by a neighbour Val Chapman. Now painted pastel blue and white, the Lockheed 12A VH—ASV is now based at Bankstown and serviced by Marshall Airways whose Lockheed 10B Electra VH—ASM sits outside their hangar undergoing gradual restoration to flying condition by a group of Sydney enthusiasts. Sydney D. Marshall established Marshall Airways In Sydney just before WW2 after several years of pioneer flying in New Guinea, and carried out aerial ambulance charter work throughout NSW with a miscellany of aircraft types for the next two decades. After an abortive attempt to set up an airline using Ansons DC-2s after the War, Marshall Airways concentrated on maintenance work at their Bankstown hangar as well as aerial ambulance contract work, for which the Electra was obtained in late 1962. This aircraft was Carsair's VH-CMA which went to Western Air Navigation at Charleville in October 1958 as VH-WAO for charter work in western Queensland before being sold to C.H. Degotardi Air Services, Sydney as VH-CHD on July 27, 1960 - Degotardi were real estate agents and the Lockheed's main role was to fly prospective buyers to inspect country land developments. With the grounding of Ansons in May 1962 Marshall Airways needed a replacement aircraft to fly their ambulance work, and the Electra was purchased on December 6, 1962 and reregistered VH-ASM, a sentimental marking that Sid Marshall had transferred from one of his grounded Ansons. With the Introduction of the NSW Ambulance Transport Service Brigade's Beech Queenair VH-AMB in Novem­ ber 1966, the declining medical charters now ceased for Marshall Airways, and the Electra was based at Bankstown for joy­ riding and the occasional charter. Returning to Bankstown after a local flight on July 23, 1967 VH-ASM made an emergency landing with a smoking engine and suspect undercarriage, and the old Lockheed was then withdrawn from service and left outside the Marshall hangar until taken over by a group of Qantas engineers in 1973 for a slow restoration. That covers the story of the aircraft and their owners that were part of Australia's Lockheed Era - there were the occasional visitors to this country, including Amelia Earhart in her Lockheed lOE Electra NR16020 who passed through New Guinea just prior to going missing in the Pacific on July 2, 1937 and the re-enactment flight by Mrs. Anne Pellegreno in July 1967 in Electra N79237; and the delivery flight of L.10A Electra ZK—BUT through Australia en route to Christ­ church for Trans Island Airways in December 1957; but the most recent visitor in April 1974 was L.18 Learstar conversion N5056 with a family of five Americans on a world holiday, displaying the rugged reliability that made the Lockheed line so successful.

REFERENCES Numerous Newspapers and Magazines. Australian Archives Office, Melbourne & Perth, for access to DCA Aircraft Registration Files. Department of Defence, Canberra for access to RAAF records. Information from many enthusiasts, in particular: Mr. R.L. McDonald for Australian airlines Lockheed usage. Mr. A. Bovelt for New Guinea, RAAF, and NEI evacuation material. Mr. F.F. Smith for RAAF background, and W.W.2 information. Mr. J. Flopton for long support with photographs and information. Mr. C.H. O'Neill for newspaper references, and civil aircraft research. Interviews and correspondence with owners, pilots, engineers connected with Lockheeds in Australia. Numerous references in books, and significant information from the following books: — "Australia's Two Airline Policy" S. Brogden "Qantas Rising" Sir Hudson Fysh "Qantas At War" Sir Hudson Fysh "Front Line Airline" E. Bennett—Bremner "British Civil Aircraft Since 1919" A.J. Jackson " Aircraft Since 1915" A.J. Jackson "Sepik Pilot" J. Sinclair

HOTSPOT INSTANT PRINT Aviation Historial Society of Australia Journal -64 - November—December 1975

GOYA HENRY AND THE AIR NAVIGATION REGULATIONS by L.R. Edwards, Assistant Crown Solicitor (Department of Transport) This article originally appeared in the journal "Transport Australia" and is reproduced here by kind permission of the publishers, The Department of Transport and the author L.R. Edwards.

Almost a year has gone since aviation's stormy petrel, Goya Henry, died (on June 14, 1974) in Sydney, aged 73. He is, in legal circles at any rate, far from forgotten. The name of Henry Goya Henry is indelibly associated with the history of the legislative control of . In the course of his colourful career as an aviator, Henry fought a series of legal battles with the Government arising out of his flights in disregard of existing — and, as he was able to show on one memorable occasion, the 'non-existing' — regulations. In the process, his name became enshrined forever in the reports of the High Court of Australia. Goya Henry was a dare-devil. He learnt to fly (under the one and only T.W. Shortridge) in 1928. In the ten subsequent years, he earned a reputation as a 'barnstormer', flying under telegraph wires, the Sydney Harbour bridge, and once, reputedly, through a barn with both doors open. Henry was also involved during this period in two bad crashes and twenty- four dead-stick landings. He lost a passenger — and his own left foot — in the worst crash, at Mascot, in 1930. The Civil Aviation Branch of the Department of Defence ruled that the now one-legged pilot could not regain his licence, but Henry argued his case as high as the Minister, and won. it was an incomplete victory however — he was granted only an 'A' (Private) licence, where he had previously held a 'B' (Commercial) licence. Henry went back to operating joy-flights from Mascot, As 'Smith's Weekly' put it at the time, he . . . 'Is easily Identified on an aerodrome. Look for a little chap in a crimson polo sweater; one with a limp and a rather Impressive vocabulary. . .' Although he had won the right to fly with one leg, Goya's major legal battle was yet to come. On September 28, 1934, his pilot licence was suspended for fourteen days, following a number of flights in the vicinity of Mascot, at what were regarded as dangerously low levels. Two days later he flew again around the aerodrome, and when on November 1, 1934 he was convicted and fined one pound on the charge that 'an aircraft of which he was then the pilot did fly In contravention of the Air Navlation Regulations, namely near Mascot, without the personnel of the said aircraft being licensed in the pres­ cribed manner.' Henry appealed to the High Court against his conviction. He claimed that no power of the Commonwealth Parliament authorised it to make a regulation prohibiting flights confined to the airspace of one State. This raised the impor­ tant constitutional question as to the powers of the Commonwealth Parliament to control air navigation — a power which had been exercised for some fifteen years without challenge. In what Is known as the first Goya Henry case, on November 10, 1936, the High Court held that the Common­ wealth had no general power to control civil aviation, but that regulations could be made to give effect to the 1919 Paris Convention on Civil Aviation, to which Australia was a party. This Convention dealt in detail with such matters as the mark­ ing of aircraft, airworthiness, and qualifications for pilot and navigator licences. While the Regulations made by the Commonwealth largely followed the rules of the Convention, those relating to the licensing of pilots did not. The High Court, setting aside Goya's conviction, held that this departure was fatal and that Regulations were Invalid. Henry, his solicitor brother, and his supporters were jubilant. Dr. Clyde Fenton (a flying doctor in the Northern Territory who had himself clashed with the Civil Aviation Branch) wired: '. . . applaud your exposure monstrous imposture of fifteen years duration and dramatic stoppage obstructive antics of department now Ignomlniously demonstrated to be illegal, invalid, and ultra vires. In other words you have now cancelled their licence . . .' In the meantime, the Commonwealth Government, apparently anticipating an adverse decision by the High Court, had attempted to amend the Constitution to obtain power to legislate with respect to air navigation and aircraft. The constitutional amendment required approval by a referendum, which was held on March 6,1937. The proposal was defeated. Following the defeat of the referendum, the Government was faced with the difficult situation that it could not enforce its air navigation regulations in relation to flights confined within one State, while the States had no laws on the subject and no machinery to enforce laws If they made them. Henry took cheerful advantage of the fact that Commonwealth controls were now limited to interstate flying. On a flight from Sydney to Melbourne, he landed in a paddock near Albury, had his plane towed under the State border by road, and resumed his flight on the far side. On April 16, 1937, a Federal—State conference agreed that uniform laws of the air were essential, and a plan (regarded as the brainchild of the then Commonwealth Attorney-General, Mr. R.G. (now Sir Robert Menzies) was put into operation. In 1937 or 1938, each State passed an Act which said that the Commonwealth regulations were to apply to air navigation within that State as a matter of State law. It was further provided that the persons having authority to exercise the powers and functions under the Commonwealth Regulations (in effect, the then Department of Civil Aviation) would have the like powers and functions by virtue of the State Act. The Commonwealth Act and Regulations were amended so that the rules conformed in detail with those under the Paris Convention. Meanwhile, Henry was again before the courts, this time charged with low-flying over Mascot aerodrome on April 13, 1938 (after the regulations were amended, but before the NSW Air Navigation Act was passed). He claimed that Aviation Historical Society of Australia Journal 65- November—December 1975 the low-flying was due to unavoidable causes, but after a hearing extending over several days, he was convicted and fined five pounds. This seems a remarkably light penalty having regard to his consistent record of disregard of the Regulations. He launched a two-pronged appeal against the decision. Firstly, he applied to the High Court to prohibit further action on the conviction, on the grounds that the Regulation under which he was charged was invalid. Secondly, he appealed to the Court of Quarter Sessions for a re-hearing of the facts. That court reheard the evidence, found the offence proved, and adjourned the further hearing pending finalisation of the High Court proceedings. The High Court heard the second Goya Henry case in March 1939, and this time Henry's luck ran out. By a majority of five to one, the Court held that the Commonwealth Act in its new form and the Regulations prohibiting low flying were valid. Henry's appeal was dismissed and he was ordered to pay costs.

MONTHLY NOTES - CIVIL

The Australian Government has given approval for an additional 25 N22 and N24 Nomads to be constructed. This will bring the total Nomad production approval to 95 aircraft for which 56 orders have been announced. Australian domestic air fares rose by iy2% as from September 21. The rise was reported to be due to increased postal and telegraphic charges, the budget announced fuel levy and wage rises. Boeing 707 VH—EAF "City of Townsville" piloted by Captain A. Terrell established a non-stop flight record of 7380 statute miles for Qantas aircraft when it flew non-stop from Sydney to Santiago on September 13 in 12!4 hours. It also flew the company's longest overwater sector from the southern tip of New Zealand to coast of Chile at Con­ cepcion, a distance of 5780 miles. The flight was also Qantas' first to Santiago and Easter Island which was used as a refuel­ ing stop on the return flight via Tahiti. Qantas Boeing 707/338C VH-EAC c/n 19623 departed Sydney on Qctober 4 for a 3 month wet lease to British Caledonian Airways. VH—EAC left Sydney In a combi Qantas/British Caledonian colour scheme. All red tail, Qantas cheat line with British Caledonian painted on the roof. VH-EAC arrived at London, Gatwick, Airport on Qctober 6 and was re-registered G—BDKE. Ansett Transport Industries annual report revealed that net profit rose from $6,838,000 to $8,219,000 in the 1974—1975 year. Consolidated revenue for the Ansett Group rose by 19.6% and there was a lower rate of traffic growth with passenger — kilometres up by 6.9% compared with a 21.9% rise in the previous period. The 2 former Ansett Airlines Carvair aircraft VH-INK and VH —INM mentioned in Volume XVI Page 48 left Tullamarine on July 7 on delivery to Seulawah Air. Delivery routing was from Tullamarine to Alice Springs and Darwin (night stop) then to Denpasar and Djakarta. VH-INK was named Kasby 1 while VH-INM was Kasby II. It was announced during September that East-West Airlines had negotiated a contract with Talair of to overhaul 5 of the airline's DHC Twin Qtter aircraft at East-West's Tamworth base. The first aircraft under the new contract arrived at Tamworth on September 23 and the others will follow at various intervals. East-West had during June/July overhauled the former TAA Twin Qtter VH—TGV, before delivery to Talair at Lae on July 21st. Reports in Tam­ worth newspaper, "The Northern Daily Leader" for Qctober 31, said East-West had dismissed up to 20 employees at the Tamworth base "as an economy measure" due to the down-turn of the economy. The Moorabbin based charter firm of AJAS—Bass Air Navigation Services was reported on September 2 as having been ordered by the Department of Transport to cease operating freight and passenger services to King Island. The company was reported to by flying up to four services a day to King Island in competition with Ansett's one. The company operates Navajo VH—PND and Dove VH—CLD. A Cessna 185 Seaplane VH —FGC, operated by Aquatic Airways, was overturned and sunk during a storm in the Palm Beach area, north of Sydney, on Qctober 25. The aircraft had been used on joyrides around Broken Bay and the northern beaches area. It is understood the aircraft suffered only minor damage due to its immersion. The Cessna Citations VH-DRM, CRM and WRM departed Australia from Broome on Qctober 14 as N3LG, N4LG and N5LG respectively. The aircraft are being offered for sale. It is understood that there had been unsuccessful attempts to have the aircraft approved for operation in the single pilot configuration. The Annual Report of H.C. Sleigh Limited for the financial year ending June 30, disclosed that their aviation subsidiary, Forrester Stephen Pty Ltd made a slightly reduced profit of $62,058 for the year. The Report noted that the groups aviation interests were being transferred to the Forrestair Division of the parent company and that an increasing emphasis has been placed on freight charter operations with DCS aircraft. The company ownes DCS VH—TAK and charters Bush Pilots VH-EDD. The Managing Director of the Adelaide based SAATAS Pty Ltd, Mr. R. Cavill, said on Qctober 6, his com­ pany was aiming to commence a regular airline service between Darwin and Portugese Timor centres of Dili and Atauro. The services were to replace former ones operated by TAA on behalf of Timor Air Transport, which were suspended after August 11 when civil war broke out on the Island. The company's recently acquired Beech Queenair VH—EYG would be used on the service. The Bankstown based Hawker de Havilland (Australia) Pty Ltd took over the agency for Falrey Britten — Norman range of aircraft in September from the former agents. Islander Aircraft Sales Pty Ltd, also of Bankstown. The new agents Immediately announced the sale of 4 Islanders to Papua New Guinea buyers; Talair 3 and Aerial Tours 1. Also, the company is acquiring 2 Islander and 1 Trislander demonstrator. The South Australian Police Department took delivery of their first twin-engined aircraft on September 3rd,

HOTSPOT INSTANT PRINT Aviation Historical Society of Australia Journal - 66 - November—December 1975 when Piper Seneca VH—COP was handed over to the Commissioner of Police, Mr. H. Salisbury. On the same day, the Queens­ land Police accepted delivery of their first aircraft, Cessna 180 VH—PFT at a ceremony at Archerfield Aerodrome. The Cessna is one of two purchased by the Queensland Police from the ; the second was delivered 2 weeks later. Both Police Forces will use their aircraft for general Police duties such as traffic control, criminal investigations and drug detection. The new Western Australian Road Traffic Authority have recently introduced aerial patrols along outback country highways to catch speeding motorists below. Cessna 182 aircraft chartered from Trans-West Air Charter are being used for the patrols. The annual "Weekend News" Air Trial was held on October 11, 12 and 13, on a route Jandakot, Kalgoorlle, Wiluna and Norseman. The trial was won by N. Hyder of Busselton flying Beech Baron VH—FDP. Flying a Royal Newcastle Aero Club Cessna 172M was Bonney Quintal from Norfolk Island who timed her arrival in Perth, during an around Australia flight, to coincide with the trial. She was on a fund raising effort for Norfolk Island Hospital. A hang glider pilot was killed at Outer Harbour near Mackay Queensland on September 15 when his glider crashed from a reported height of 200 feet. On September 21 a hang glider being towed behind a car near Tennant Creek N.T. crashed and killed the pilot Father G. Hannen of Temora, NSW. Hans Tholstrop, on a round the world flight In a Grumman American Trainer N6565L, forced landed at Para- mushlr Island in the Kuriles Group In September after leaving Hokkaido in Northern Japan and Shemya in the Aleutians. The flight was completed in Knoxville, Tennessee on October 7. Malaysian Airline System commenced a twice weekly service into Melbourne on October 2. The flights are an extension of the existing Kuala Lumpur — Sydney service. In Sydney from Port Vila, New Hebrides on September 8 and 9 was N836E a Lockheed Electra belonging to the Nomads Travel Club, Michigan, USA N836E c/n 2008 is better known in this country as the former Qantas and Air New Zealand aircraft VH—ECD and ZK—TED respectively which was sold to Nomads in April 1971. N836E was on a 25 day tour of the South Pacific and after leaving Sydney continued on to Canberra, Melbourne then across to Christchurch, NZ.

MONTHLY NOTES - MILITARY

The Minister for Defence, Mr. Morrison, announced on September 30 that the Government had decided to with­ draw support from the Air Training Corps and Naval Reserve Cadets scheme. The withdrawal would affect 5,800 Air Training Corps Cadets and 2,100 Naval Reserve Cadets and would save the Government $1.5 million this year and release 120 defence personnel for more important duties. The decision was influenced by a Defence Force Department Committee report from within the Defence Department. A RAAF Caribou A4—140, was hijacked from Maucau in Portuguese Timor on September 4 and flown to Darwin with 48 refugees. The Caribou was painted in Red Cross markings and was being used on relief flights in Timor. The relief flights were suspended until the security In the area could be clarified and recommenced with an all white Caribou painted in red cross markings A4—199 shortly after. This Caribou had previously flown on United Nations work. Information made available to a Senate Estimates Committee during October indicated discussions were being held as to whether Department of Transport Friendship aircraft would be used for checking Department of Defence Navigation Aids. As part of the Papuan New Guinea Independence celebrations, the RAAF Macchl MB326H aerobatic team "The Roulettes" gave displays at Port Moresby, Karema, Goroka and Lae. The aircraft involved were A7—057, 068, 088, 089, 090 and 093 (spare). Supporting aircraft were HS748 A10-603 and Neptune A89—270. A Williamtown based Macchi MB326H crashed during air to ground gunnery training at the Salt Ash Range on October 29. The crew. Fit Lt B.J. Sweeney and Fig Off L.G. Clayton, ejected and suffered minor Injuries. A small ceremony was held at Lae Airport on October 3 to mark the withdrawal of Australian Army Bell 47s from Papua New Guinea where they had been operating with No. 183 Reconnaissance Squadron. Four Bell 47s A1—673, 720, 733 and 737 made a fly past over partly dismantled A1-721 which was parked with Porters A14—687 and 680 on either side. All the Bells were expected to have been withdrawn by late November and the Porters soon after. The Minister for Administrative Services, Mr. Daly, announced on October 30 that the former RAN aircraft carrier HMAS Sydney has been sold for $673,516 and will be towed to South Korea and scrapped. The Senate Estimates Committee was told on October 2 that the cost of operating the RAAF VIP aircraft of No. 34 Squadron was:— HS748 $178.34; Mystere $379.57 and BAC—111 $675.88 (per hour). The basis of calculating the costs was not publicised. A member of the Army parachute team "The Green Machine" was killed during a parachute jump near New­ castle on October 1. He was Sergeant C.J. Coleough who had jumped from a RAAF Caribou operating from Williamtown. In response to a question on September 10, Senator Bishop, who representes the Minister for Defence in the Senate, said that the Army would take delivery of its first Nomad later in the month. As part of the offset agreement when the RAAF ordered 8 P3C aircraft, the Lockheed Corporation has placed contracts worth US $4.2m with Hawker de Havilland and Commonwealth Aircraft Corporation for the manufacture of airframe parts and rear passenger doors. The Department of Defence is reported to be considering the conversion of six F—111C aircraft to the recon­ naissance and surveillance role by the use of clip on pods carrying the electronic equipment required. The RAN detachment of Grumman Tracker aircraft at Broome W.A., used for fishery patrols, were withdrawn in late October. The withdrawal was due to the Taiwanese fishing season being completed and the approaching wet season. Aviation Historical Society of Australia Journal November—December 1975

Left. Lockheed 10B VH-CHD when operated as Miss Real Estate by C.H. Degotardi Air Services Pty Ltd on land sales flights and Right. The same aircraft when used by Christey Motor Auctions during a 1950's Redex Car Trial as a control aircraft. Both P. I. Ricketts II

Lockheed 12A VH-ASG of Associated Airlines and VH-ASV operated by Air Surveys Australia. Both E.E. Allen

Left. Lockheed 10B VH—ASM landing at Bankstown, NSW. Right. Lockheed 12A VH—ABH when operated by Carsair seen here at Mascot in Both P.J. Ricketts

Left. Lockheed 12A VH-BHH at Mascot, NSW. Right. Lockheed 12A VH—DMC at Bankstown when operated by Muir Aviation. Both P.J. Ricketts Aviation Historical Society of Australia Journal November—December 1975

1

:i|P IBs

11

if iilii li!

Sydney Morning Herald Lockheed Hudson VH—SMK. Sydney Morning Herald

Qantas Lockheed 10A VH—AEC after crash landing at Condamine, Qld, February 12,1948. Qantas

ie • -v.

iPiisiif Cessna Citation N4LG and N5LG at Jandakot October 11, 1975 prior to departing for overseas sale. R. McDonald Aviation Historical Society of Australia Journal - 69 - November—December 1975

A RAN Sea King N16—117 crashed and sank in the sea off Kiama on the NSW south coast on the night of October 22. The crew, Lieutenant Commander C.F. Daley and Lieutenants D. Moorehouse, G.T. Rogers and LC. Misfield were unhurt and rescued by another Sea King. The wreckage was located by HMAS Snipe on October 28 in 210 feet of water but bad weather prevented its immediate recovery.

MONTHLY NOTES - THIRD LEVEL

Burnett Airways commenced operating the Ansett Airlines of Australia routes from Rockhampton to Longreach via Blackwater, Clermont, Emerald, Alpha, and along with the Ansett route of Brisbane to Cunnamulla via Goondiwindl, St. George, and Dirranbandi, during October, replacing Nationwide Air Services who previously flew these routes for Ansett with Cessna 402 aircraft. Burnett Airways are using their Trislander aircraft on the routes. Opal Air have recently included Tarcoola on their Adelaide Coober Pedy route, with three flights weekly. Tarcoola Is the point from where the new standard gauge railway line being constructed to Alice Springs, leaves the Trans­ continental standard line; It is here where the main base camp will be established. The Chairman of Connair Pty Ltd, Mr. E.J. Connellan, in an address to shareholders and company staff In Alice Springs during October, said the airline's traffic figures had shown a "staggering" 26 per cent growth during the company's year to September 30. Mr. Connellan confirmed that negotiations to sell the airline to the Australian Government were con­ tinuing and he was confident that in due course they would be satisfactorily concluded. In the October issue of "East-West News", the General Manager of East-West Airlines Ltd, Mr. J.G. Riley confirmed that a detailed study of Connair's routes and assets was being undertaken to determine its worth. His comment was in answer to a question asked by an East-West employee about the possibility of the airline acquiring Connair. Not previously mentioned in the Journal is the operations of Oxley Airlines, based at Port Macquarie NSW. This company operates regular services between Port Macquarie and five times weekly using Piper Navajo VH—EDL "Lord Howe"; services commenced early in 1975, on a charter basis, however, a published Timetable was issued from June 13th. Advance Airlines suspended their Sydney to Goulburn service on October 31, because of poor patronage. The Goulburn service has been operated as a separate route since August 18, prior to this, it had been Included on the company's Temora route. Late in October, the company announced services to Warnervale, situated on Lake Macquarie, south of New­ castle, would commence on November 13 with 14 return services weekly. Pagas Airlines who were considering dropping their Queensland Channel Country routes because of losses ex­ tended these routes on August 23 when a new route along South Australia's Birdsville Track and into the Channel Country commenced. The new service operates each two weeks from Adelaide to Leigh Creek then on to Birdsville via various stations along the "Track". From Birdsville, the aircraft operates a northern circuit of cattle stations as well as to Quilple, Bedourie and Boulia returning to Birdsville, and back to Adelaide via its upward route. These new Pagas services replace services pre­ viously operated to the Queensland centres by Bush Pilots Airways on a connection from Mt. Isa. Essendon based Tasman Airlines commenced their first commuter service on September 15 when a twice daily Essendon — Ballarat service commenced, using Plaggio P166A VH—MMP "City of Baiiarat". Tasman previously operated a non-licenced service to Merimbula In southern NSW. New England Airways increased flights on their Armidale—Tamworth- Newcastle route from October 26 when two late afternoon services were Introduced, making 7 weekly. This company only operates Armidale — Canberra once weekly, Tamworth is not Included as previously stated. * * * Cobden—Air currently operate Hay—Griffith only, the connections to Ivanhoe and Wilcannia having ceased at the end of June * * * Hazelton Air Services have dropped Cooma as an optional extension to their Orange—Canberra route * * * Bizjets commenced a new service between Portland, Warrnambool and Hobart each Saturday morning, returning Sunday afternoon. Commencing on July 21, the flights are aimed at people wanting to attend Hobart's Casino. While operating Connair flight 1263 from Alice Springs to Cairns via Mount Isa Heron 2 VH—CLS crashed on Holloway Beach north of Cairns after missing out on its first approach due to an electrical storm. All 11 occupants on board were killed.

MONTHLY NOTES - PEOPLE

Norfolk Island's "Fiying Nurse", Mrs. Bonnie Quintal made her second 'round- Australia' flight during Septem­ ber/October to raise money for extensions to the Norfolk Island Hospital. Mrs. Quintal left the Royal Newcastle Aero Club Maitland Aerodrome on September 22 in the Club's Cessna 172 VH-RNK and flew in an anti-clockwise direction around Australia. While In Perth, she entered the Annual Air BP — Weekend News Air Trial which was held on October 11 and 12. A combination of father — son made history in Ansett Airlines of Australia early in October when Captain Frank McClelland had his son Paul, as his First Officer on a regular Boeing 727-200 Melbourne—Perth-Melbourne flight. It was the first time such a combination had flown an Ansett Airlines aircraft.

MONTHLY NOTES - MUSEUM

An expedition has failed to locate the remains of the Westland Widgeon G—AUKA "Kookaburra" lost during 1929 during the search for the Southern Cross. The expedition, led by Dr. C.J. Hilton of the Museum and Art Galleries of

HOTSPOT INSTANT PRINT Aviation Historical Society of Australia Journal -70- November—December 1975

the Northern Territory hoped to recover the wreckage for exhibition in the Darwin Military Museum. A dispute has arisen as to whether the aircraft should be recovered and where it should be shown and who has actual title to it. The aircraft was relocated in 1961 but has since not been able to be discovered by several expeditions mounted. East West Airlines have for sale two Lockheed Hudsons VH-AGP and AGS for a reported $20,000 each. The aircraft were taken over by East West when they purchased Adastra Airways. Both aircraft are stored in the open at Tam- worth airport. The Spitfire HF VIII MV239 of the Estate of the late S. Marshall has been restored by the Camden Air Museum and was used in ceremonies at Camden during September to mark the anniversary of The Battle of Britain. The aircraft was leased from Marshall by the Museum before his death. A. DH Sea Venom F (AW) 53 N4—935 was unveiled at Maitland Aerodrome on October 5. The aircraft has been preserved by the Newcastle NSW Warbird Aircraft Preservation Group - a division of the Royal Newcastle Aero Club. The group has exchanged the nose and cockpit section of Supermarine Sea Otter JN200 for a Gannet with the Navy Air Museum at Nowra and are seeking to obtain a Vampire Trainer previously presented at a Newcastle Air Training Corps Flight. The unveiling was marked by a fly past of RAN Skyhawk and Tracker aircraft. The D.H. 88 Comet G-ACSS "'Grosvenor House'' which won the 1934 England to Australia air race is to be restored and flown by the Shuttleworth Trust in Great Britain. The aircraft may be used on a flight to Australia to mark the 50th Anniversary of the race in 1984. The RAN Dakota N2—43 Is now on display at the Fleet Air Arm Museum at HMAS Albatross. The aircraft is still externally configured with the lengthened nose used In observer training.

MONTHLY NOTES - PAPUA NEW GUINEA

The Papuan New Guinea Independence Day Air Race was completed at Port Moresby on September 15. The race, which started in Brisbane, consisted of a 3 day section under Visual Flight Rules with 38 entries and a two day race for aircraft flying under Instrument Flight Rules with 6 entries. First prize In the VFR section, the Sir Reginald Ansett Trophy, was won by Mrs. Jan McKay of Melbourne flying a Piper Comanche 260VH-DDM. First prize in the IFR section, the Air Nuigini Trophy, was won by a Seneca 11 VH—COP entered by the S.A. Police Department and flown by A. Schwerdt and V. Aberle. With Papua, New Guinea gaining independence in September the previous arrangement whereby the 2 Australian domestic airlines, Ansett and TAA operated services from Australia to Port Moresby, terminated. The last TAA service TN1300/1301 from Brisbane to Port Moresby and return was operated by Boeing 727/76 VH-TJF on September 15. The new agreement means that the Australian services are operated by Qantas and Papua, New Guinea's services operated by Air Niugini. However as Air Niugini at present don't own any aircraft which they could operate on the route they are chartering Boeing 727/100s from Ansett and TAA. The first of these flights operated on September 16 once again it was VH-TJF operating PX2/PX1 Brisbane/Port Moresby/Brisbane. All 6 of TAA Boeing 727/IOOs carry Air Niugini logo inside and out­ side the aircraft. Air Nuigini and Qantas carry out the services between Australia and Papua New Guinea. Qantas Boeing 707s are used on the Sydney—Port Moresby flights. Flights to Cairns from Papua New Guinea are flown with Air Nuigini Fokker F27s. Qantas also fly the Port Moresby—Hong Kong service on behalf of Air Nuigini. The arrangements are only valid until December when Air Nuigini will announce future plans.

GOVERNMENT AIRCRAFT FACTORIES. AVALON FAMILY DAY by Gordon Reid

G.A.F. held a family day at their flight test facility at Avalon Airfield, Victoria on Qctober 25 which gave some of the local enthusiasts a chance to see the Nomad production line. Aircraft noted on the airfield were — Main Assembly Hangar In here were 11 Nomads consisting of 10 model 22s and the prototype Model 24. All aircraft were unpainted but enquiries revealed they were the following - N22Bs, N22B-13, N22B—15, N22B-18, N22B-19, N22B-20, N22B-21 and N22B-22. These were the 5th to 11th aircraft of the Philippine Air Force order for 12. P-803,P-804 N22Bs 3rd and 4th aircraft for the . The first of 6 N24s on order for the Northern Territory Aerial Medical Service. The last aircraft was a model N22 not Identified. Also in this hangar were Mirage 1110-F A3—5 and a Mirage HID A3-111 of A.R.D.U. Flight Shed Qn display in here were VH-SUP and VH-SUR the Nomad 22 prototypes. N22B-12 an N22B on the markings of HUKBQNG HIMPAPAWID N.G. PILIPINAS (Philippine Air Force) No. 4 aircraft for them. 9M-ATZ Nomad 22 of Saber Air P-801 Nomad 22 in the markings of T.N.I.-A.L. (Indonesian Armed Forces - Navy). The first of their order for 4. Aviation Historical Society of Australia Journal - 71 - November—December 1975 LEGENDARY AVIATOR GOYA HENRY

Goya Henry's Genairco VH—UOG Jolly Roger. via F. Walters

Left. Junkers ABO VH—UNO in which Goya Henry crashed at Manly, NSW. via F. Walters Right. Goya Henry standing beside Jolly Roger F. Walters

An aircraft often flown by Goya Henry was the Alexander Eaglerock VH-UGK seen here with Rupert King. via F. Walters Aviation Historical Society of Australia Journal - 72 - November-December 1975 NOMAD PRODUCTION UNDERWAY llliilMliiM ilB iilli!

Left. GAF Nomad VH~SUP at Avalon Family Day. J. Vella Collection Right. GAF Nomad VH—AUH at Bankstown before departure for the Paris Air Show. N. Apperley

*

H Left. The first Army Nomad A18—303 photographed at Laverton. J. Vella Collection Bight. A. Philipine Air Force Nomad N22B—12 at Avalon. J. Vella Collection

iiiii

■I Left. The second N22B Nomad for Air 9M-ATZ at Avalon. J. Vella Collection Right. The first Nomad for the Indonesian Navy,P801^at the Family Day at Avalon. J. Vella Collection

The two RAAF Caribou used on Red Cross flights into Timor photographed at Richmond, NSW. PJ. Ricketts Aviation Historical Society of Australia Journal - 73 - November—December 1975

N11-530 Jindivik R.A.N. Paint Shop P-802 Nomad 22 T.N.I.-A.L. No. 2 aircraft. Also on the airfield were noted A8—134 F—111C R.A.A.F. A3-76 Mirage 1110-A A.R.D.U. A3-3/A3-8/A3-33 Mirage 1110-F R.A.A.F. A3-63 Mirage 1110-A R.A.A.F. fuselage only

1975 NAVY WEEK CELEBRATIONS

Included in displays to mark Navy Week 1975 was a fly past of Skyhawks and Trackers over Garden Island Dockyard which was open for public inspection. The aircraft also flew over the Royal Newcastle Aero Club aerodrome at Rutherford (Maitland) to mark the unveiling of the Club's preserved Sea Venom N4—935. Present at Maitland was a Sea King that flew In Navy guests for the unveiling. Open days were held at the naval apprentice training establishment H.M.A.S. Nirimba at Schofields on Septem­ ber 28 and the Fleet Air Arm Air Station at Nowra; H.M.A.S. Albatross on October 5. Three , Iroquois N9-3102, Wessex N7-210 and Sea King N16—117 gave demonstrations at Scho­ fields and an Item of interest noted was the Dakota N2-90 now used fpr apprentice training. The open day at Nowra did not feature a flying display, although the Skyhawk and Tracker group overflew the base after formation take off and various helicopters departed and arrived from displays elsewhere. The Dakota N2-43 Is now included in the Fleet Air Arm Museum. It was noted that the Skyhawks have once again changed their tail markings. The aircraft of VS—805 Squadron now carry red and white checks on their vertical stabili­ sers and VC—724 Squadron carry blue and yellow checks.

LETTERS TO THE EDITORS

JACK SHAW RETIREMENT

In your May/June 1975 Issue of your Journal on page 22, under the heading "Monthly Notes — People", you refer to the retirement of Mr. Jack Shaw. In the interests of keeping the record straight, I would like to point out that when Mr. Shaw retired from the Department of Transport he was occupying the position of Chief Airworthiness Surveyor in the Central Office, Melbourne. He was at one stage attached to the Queensland Regional Office very early in his career.

B.A.J. Scales Chief Airworthiness Engineer Department of Transport Melbourne

ADDITIONAL MIRAGE DETAILS

Here are some further details regarding Mirage production and deliveries to Australia. Back in November 1969 I contacted the Dassault company in France to ascertain which Mirages were built or partially built by that concern. They replied: — Aircraft Fully Manufactured in France: Total 3. Serial numbers —A3—1,2,101. Aircraft With French Built And Remaining Parts Manufactured In Australia: Total 22. Serial numbers - A3-3,4,26,61,63,65,67,69,71,73,75,77,79,102,103,104,105,106,107,108,109,110. Aircraft Fully Manufactured In Australia: Total 85. Serial numbers are the remainder not mentioned above .A3—111 to 116 were not mentioned of course as they were a later re-order.

M. Davis, Adelaide, S.A.

HOTSPOT INSTANT PRINT Aviation Historical Society of Australia Journal - 74 - November—December 1975

MUSEUMS IN AUSTRALIA 1975

The report of the Committee of Enquiry on Museums and National Collections, including the Report of the Planning Committee on the Gallery of Aboriginal Australia was recently released and contains some details of existing aviation collections in Australia and gives the Committee's views for the formation of a National Aviation Museum. The establishment of the Committee was commenced on April 10, 1974 and met for the first time on May 7. The report lists collections held by various Australian Government Departments, including the Department of Defence Air Office which shows 40 complete aircraft, six aircraft frames and ten aircraft engines as being held. Details of the types and location of aircraft and engines are not given. Listed by the Department of Transport is a collection of historic records and relics relating to marine navigation, marine archaeology, civil aviation, railways and roads and road transport. Again, individual details are not given. The Committee accepted that specialist museums would better cover vital themes and that aviation history merits a special coverage. It recognised that aircraft, because of their importance in the history of an isolated nation, should have a place in the main Museum of Australia but they also merit a separate institution, where their particular needs can be met. The Committee decided, though not emphatically, that a comprehensive Aviation Museum requires a larger area of flat ground than seems likely in the proposed Museum of Australia site. A separate Aviation Museum would enable models of early aircraft engines to work without creating obtrusive noise. Recognised by the Committee was the importance of aviation In Australian history, the work of Australian air­ men, the importance of mail routes and the Influence of aviation on the course of fighting In the Pacific and of Australia's defence effort in the 2nd World War. The Committee decided that the argument for a second aviation museum was more practical than historical because of the large amount of space required for storage and display. It recognised the importance of the decision as to whether historic aviation relics should fly or whether their value was such that they should not be risked in the air. The Committee recommended that a National Aviation Museum be created and that it be placed at a nominated growth centre. It would appear that the press reports of Albury—Wodonga being the site recommended by the Committee were incorrect and that it was considered a growth centre on a busy tourist route would be ideal without being specific as to which centre. It would appear that the Committee did not consider the current local Air Museums with their limited resources. both physical and financial and hope to do justice to the highly specialist task of aircraft preservation. The report will hopefully not be shelved and members are urged to press their local Parliamentry representatives for action. The current economic slump will probably be an excuse for some time for the lack of progress but It is probably only a passing phase and the destruction and export of our aviation relics can be avoided. Submission to the Committee relating to a National Aviation Museum were received from the: — Australian Society of Aero Historical Preservation Inc., Canberra A.C.T. Aviation Historical Society of AustrallaLtd., Sydney, N.S.W. Mr. J.F. Brooker-Pain, Burwood, N.S.W. Department of Tourism and Recreation. Department of Transport. // Mr. S.W. Dyer, Department of History, The University of New England, Armidale, N.S.W. Mr. R. Hourigan Highett, Victoria and Mr. J. Gallagher, Loftus, N.S.W. Moorabbin Air Museum. Qantas Airways Limited, Sydney, N.S.W. . Warbirds Aviation Museum, Mildura Airport, Vic. Left. Skyhawk TA—4G N13-154647 with current blue and yellow 724 Squadron markings, at HMAS Albatross. Right. Skyhawk A—4G N13—154906 of 805 Squadron showing red and white tail markings. both P.J. Ricketts

m

ill

Left. N4-935 now displayed at Maitland, NSW. J. Gallagher Right. Westland Sea King N16-117 during the Navy Week display at HMAS Nirimba. P.J. Ricketts

AUSTRALIAN PRESERVED AIRCRAFT No. 1 11

llllll 11 ■■

mmmsemm: 1 ii ■ ■ ■■ ill The Moorabbin Air Museum's T.7 A77—707. J. Gallagher THE LAST AUSTRALIAN LOCKHEEDS

1 ■■I.. i iiil■■HI!

Lockheed Hudsons VH-AGS foreground and VH-AGP awaiting sale at Tamworth, NSW, September 1975. J. Gallagher B

11 ii 11 i

Left. The former Marshall Airways Lockheed 10B VH-ASM at Bankstown, NSW, J. Gallagher Right. Warbirds Aviation Museum's Lockheed Hudson at Mildura, NSW. J. Gallagher

1

I

Lockheed 12A VH—ASV in flight over Shepparton, Vic. J. Vella Collection