Aviation Historical Society OF

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VOLc VII No. 6 HOVEFiBER-DECEMBER iy66

On 2 November, the Minister for Civil Aviation (Mr. Swartz) announced that the Commonwealth Government had approved a major' re-equipment programme that had been planned by Qantas, At a cost of 1^81 million, ten Boeing Model 707-338C aircraft would be ordered for delivery’ between January 196B and Feb­ ruary 1969, and 11 of the 13 Boeing Model 707-138B owned by Qantas would be phased out of service and sold during the peribd (two of the latter model are on the market already). After the last of the latest order has been delivered, the will have R1 Boeing Model 707-338C's, A company spokesman said that advantages will be gained from the greater overall capacity, and from improved pilot utilisation and spares stocking arising from the "single-type" • fleet, Qantas will finance the purchases from it? own funds and overseas loans that will be raised by the Government; sale of the older-model types will help to offset the cost of the new aircraft. On 24 November, Qantas announced that daily round-the-world services will be operated through Melbourne, Vic,, when the new international airport at Tullamarine is opened in 1968, A ^7,5 million ’base for the airlipe will be ’built at the airport and present plans call for at least five Boeing aircraft to be based there, IfSorTc on the buildings will commence in the first half of 1967 and the complex, which will oc­ cupy more than 100 acres, will consist of a cargo terminal, a hangar capable of housing supersonic airliners and larger aircraft, vrorkshops and a facilities area. Eventually, at least 600 people will be employed on the base. Douglas DC-4 'VH-EDB of Qantas burst two tyres and damaged the main under­ carriage when it landed at Sydney Airport on 25 December at the conclusion_ __ _ of a flightfligh from Norfolk Island, The aircraft came to a halt in the middle of the runway as fire trucks and rescue vehicles raced to meet it, None of the crew and passengers (total of sixteen) were hurt. The French airline. Union de Transportes Aeriens (UTA) began the weekly service between Noumea, on New Caledonia, and Sydney, NSYi, on 6 December (see page 55 of July-August issue) with Sud-Aviation Caravelle lOR F-BNRA, As a prelude^ the Caravelle made several demonstration flights from Sydney and Melbourne for press re­ presentatives on 3 December. The aircraft will be based at Noumea for services to Sydney, Auckland {New Zealand), and Fiji, On 11 December, BOAC's Boeing 707-436 G-APFF lost the aft inner port wheel while taxying for take-off at Brisbane Airport, Qld, The complete undercarriage le^ was replaced by another leg that arrived on 13 December in BOAC's Boeing 707-436 G-APFC that was diverted to Brisbane on a normal Darwin-Sydney service. In early November, Fiji Airv^ays ordered a Hawker Siddeley H,S.748 Series 2 for delivery in August 1967, It will replace the airline's Herons on the busier routes in the area. The chairman of the Australian National Commission (Sir Frederick Scherger) announced on 21 December that TAA would introduce a cadet pilot training scheme similar to that of Qantas. TAA will undertake the basic theory training in its existing school at Essendon Airport, Melbourne, but elementary flying training will be done ’by registered flying training schools (including aero clubs} those Darts of Australia where the cadets are recruited, TAA proposes to purchase light •Dwin-engined aircraft to conduct its own advanced training. Twelve cadets will be chosen for the first course which is due to commence in April 1967, A#H*S*A* Journal 86 Noirembar-Deceinber 1966

On 30 December^ TAA and Ansett-AMA submitted revised timetables to the Director- General of Civil Aviation for approval| it is believed that the schedules were very similar« On the same day, the managing director of Ansett Transport Industries (Mr* R.M* Ansett) announced its proposed times in which services on the Melbourne-Sydney route would leave "on the hour"^’ and would be introduced on 18 January 1967 (subject to approval being forthcoming)e The revised timetables have been planned by the air­ lines from data that has been received progressively from the survey of passengers’ views that was conducted recently by the special committee ^established by the Minister for Civil^.Aviation (see page 72 of September-October issue)# A newspaper report on 9 Deceii^ber indicated that preparations were in hand for Ansett-AMA to change its name to Ansett Airlines of Australia early in^l967# p- sent name has the disadvantage that the company is not identified specifically as an airline nor with Australia* This has been disadvantageous^ particularly in overseas countries where bookings are made in competition with the clearly-defined rival, * Queensland Airlines Ltd#, a subsidiary of Ansett Transport Industries, has ceased operations under the former name^ and its services became nart of the Ansett-AIA net­ work on__ 5 Decembei because, followinf: the Arbitrator’s decision that gave equal access to TAii on the Brisbane-Rockhampton service, it was no longer practical for ATI to re­ tain a separate airline identity in Queensland# Further (partly due to the decision) it would not be possible to utilise QAL’s second Fokker Friendship fully, and a common name would permit greater flexibility in use of equipment# QAL had been operating Fokker Friendships VH-FRE and VH-F'OT, and Douglas DC-3C’s VH-AAU and VH-AOHe:^ A de­ scription of the last QAL service on 4 December appears on page 92 of this issue* At the annual general meeting of East West Airlines on December, the chairman (Mr# D.M# Shand) announced a net profit of ^08,138 for the year ended 30 June 1966 (a decrease of 5#7^o on the previous year) although revenue had reached a record figure of ^2#9 million (an increase of 12#5%) and 191,401 passengers had been carried (an in- crease of 5^6%), The profit was attributed largely to energetic development of chart­ ers and air tours and to the engineering activities at the airliners base at Tamworth, ESI "despite the uneconomic structuretructure of its allotted airline network"j it was stat*- : ed that the transfer of five additional ports from Airlines of ES?i in late 1965 was not advantageous because "low passenger traffic and short stage distances made these additional air routes uneconomical to operate even when integrated with other East- West air services"# East West Airlines contracted on 22 December for another F'okker Friendship to be delivered in November 1967# This will bring the fleet of Friendships to five (the fourth is scheduled for delivery in February 1967) and will permit the Douglas DC-3€’s to be phased out of service# The twelve pilots employed by Brain and Brown Airfreighters Ltd# (which is based at Moorabbin Airport, Vic#> Y/ent on strike over a salary claim on 13 November# i‘he company had offered an increase of 10% but the Australian Federation of Air Pilots liad sought an initial increase of 17% to be followed, by two increases of 7% and 6% at in­ tervals of one year which would bring the salaries close to those recently negotiated for pilots with the major domestic airlines (see p^ge 55 of July-August issue;# The company's three Douglas DG-3 freighters (VH-BAA, BAB and BAl^i) were grounded and the manager, Mr# T# Brain, flew some services with their Avro Type 652AM Anson YH-BAF# VH-ADL of Air Express Ltd# operated on flights between Melbourne and Tasmanian centres# The company dismissed the pilots and, on 22 November, after'further talks with the AFAP in which the Federation Yvas reported to suggest three alternatives (meet the salary claims; face a threat of influence on other unions to withdraw ground staff if non-federation pilots were employed; cancel contracts and cease operations), the managing director of the company (Mr# 1# Brown) announced that the firm would leave the aviation industry. He indicated that the company’s balance sheets had been made available to the AFAP to prove that it was not economically practicable to meet the ^ claims# After several offers were received for purchase of the aircraft, farther negot­ iations Y/ith the pilots led to agreement on 28 November for an increase of 12-^ which would“be followed by further increases later; normal operations resumed that night# IPEC-AIR, through a broker, advertised their Douglas DC-4 G-ARWK for sale in England because it could not be imported into Australia (see page 1 of January-February issue)# The aircraft had been formally delivered to the company at Gatwick Airport, England, in early February 1966 and, in a ceremony at the airport, it was named "Spirit of Enterprise" by the Agent-General for South Australia (Mr# A. Pearce), the state in which the Interstate Parcel Express Company (IPEC) commenced its road-freight operat­ ions some years ago# Change nf oYmership from Lloyd International Airways to IPEC-Air was effective from 31 December 1965 and, previous to registration as G-ARWK in 1962, ‘ , identities had been N904 and 45-483 (C-54G-1-D0) with constructor’s number 35936# A*H«S»At Journal 87 loYember-Deoember 1966

The Director»»General of Civil Aviation (Mr® Anderson) said on 14 lovember that investigations into the crash of VH-EMI (see page 73 of the September-- October issue) had disclosed evidence of an in-flight' failure in one of the cabin pres- surisation air compressor units® He stated that an order specifying modifications had been issued following talks between representatives Of the Department of Civil Aviation^ airlinesj E/iAF^ manufacturers^ and the Australian Federation of Air Pilots* The modif­ ications involve fitting a quill shaft (which connects the air-compressor unit to the engine gearbox) of loiier torque value^ and ”wire-locking’* the studs that hold the com­ pressor's oil metering unit to prevent possible ”backing-off” of the studs due to ex­ cessive heating of the air-compressor unit* The quill shaft is designed to be ’’fail­ safe” ^ i®e® it will break (and thereby prevent further damage to compressor or gearbox) if the load on the shaft exceeds a pre-determined level® By the following day^ the modifications had been made to the eight Vickers Viscount Type 800 series airliners in use in Australia by Ansett-AM (5)^ TAA (3)^ and the EAAF (k% Investigation of the accident to Bell Model 47G-2 VH-AHF on 11 December (see also Probable 'Write-Off in this issue) found evidence of metal fatigue in a retention bolt that had been securing a blade of the tail rotor to the rotor nub® The normal safe op­ erating life that had beeix set by the manufacturer was 2500 hours and the bolt in quest­ ion had been installed for only 650 hours® On 12 December^ the Department of Civil Aviation ordered that tail rotor bolts with operating hours in excess of 300 were to be replaced immediately on Bell Model 47D-1^ 47G and 470-2 ^ and this limit ?ms to be applied until further notice® Twelve helicopters were affected by the order in Australia and were operated by Utilities Ltd® (7)j Helicop-Air Ltd® (2), Eotor Work Ltd® (2)^ and Woods Helicopters Ltd® (l), On 7 December^ the Marketing Director of Victa Consolidated Industries (Mr® C® Fieldhouse) announced that ”as we have not been able to get any indication of the out­ come of the company's application for a bounty^ the directors nave regetfully decided to close doTO the Aviation Division as at Friday^ 20 January, unless a bounty is ap­ proved prior to that date# Service and replacement parts will continue to be made available®” It is reported that the prototype Victa Aircruiser 210 (marking VH-MVE) has completed the first lOO-hour inspection^ and the flight and structural tests to the stage of Type Appr-oval Certificate will be completed in the first half of January 19-67® The Tariff Board enquiry into the bounty request was held in mid-1966 (see page 62 of July~August issue) but uhe report does not seem to have reached the Minister for Trade and Customs as yet# At a ceremony at tbr^. Trans avia factory at Seven Hills .near Sydney^ on 9 Decem- the first production Transavia PL-12 Airtruk VH-TED (c/n 60l) was handed over to the oYmer^ Dutton^ s Aerial Sowing Ltd# The aircraft was blessed by a Franciscan friar before departing for operations near Glen Innes^ HSW# Two Fairchild FHllOO helicopters were flown (in crates) from the USA to Australia on the delivery flight of Lockheed C-13GE Hercules A97-177^ and arrived at EAAF Base Eiohmond^ on 24 lovember* The helicopters (powered by the 317 hp Allison 250-C18 turbine engine and equipped with folding blades on the rotor) have been purchased by Helicopter Utilities Ltd# and will be operated in Antarctica under charter to the Com- menwea1th Government# The crates were taken by road to the company's premises at Syd­ ney Airport where the helicopters irere assembled and test-flown as VH-UTB (c/n 17) and VH-UTZ to/n 19)# After completion of test flights^ the aircraft were road-freighted to Melbourne in late., December to join the ship ’’Hella Dan”# However, damage occurred in transit and round-the-^clock” repairs were effected at Moorabbin Airporu during the Christmas period#.. Some replacement parts were, required but^ because these were delayed by the strike of Qahtas pilots^^ the departure of the ship (scheduled for 23 Decemberj Yms deferred® Both helicopters made test flights early on 27 December and^ later that morning, were floim from Moorabbin Airport to land on the deck of the ”Nella Dan” at the dock® The ship^ wnth the party'of personnel attached to the‘Australian National Antarctic Eesearch Expedition \ANAkE), sailed on the same day# It will return with the helicopters in March 1967# On 19 November, Beech 65-B80 Queen Air N7808L (flown by a U#S# pilot, Mrs# Kay Brick; arrived at Sydney Airport on delivery from the USA for the NSW Ambulance Trans­ port Brigade# The aircraft, which will be registered VH-AIvCB, is to be modified at Bankstoi/vn Airport by Hawker De Havilland (Aust#) Ltd# to carry four stretchers, and an enlarged door ¥/ill be fitted to facilitate loading. Lear Jet Model 24 N458LJ which had been demonstrated in Australia for several weeks (see page 74 of September-October issue) 'departed from Sydney Airport on . 7. Novemb-"V Plymouth, New Zealand,- to attend the opening- of the new airport there# flight time for the trans-lasman journey was 2 'hr# 42 min® Cessna P206 Super Skywagon VH-EWA overturned when a forced landing was effected on a sports oval in a suburb of Perth, WA, on 4 December# The pilot and five passengers escaped injury but the aircraft was extensively damaged (see also Probable Write-Off in this issue)® A.S.S.A. Journal - 88 - Kovember-December 1966

On 23 December, CommonVirealth Aircraft Corporation Ltd, announced that net profit for the year ended 30 September 1966 was ^631,172 (an increase of ^117,502 on the pre­ vious year, Issued capital for the company is 2,099,997 ^2-00 ordinary shares which are owned by a group of companies: BHP Nominees.Ltd, (699,999); Broken Hill Associated Smelters Ltd,'(262,500); Broken Hill South Ltd, (262,500); Nobel (Australasia) Ltd. (315,000); Eolls-Royce Ltd, (210,OOO); P & 0 Australian Holdings Ltd, (174,999); Electrolytic Zinc Company of Australasia Ltd, (174,999), The eighth Annual Symposium of the Australian Aerial Agricultural Association was held in Sydney, NSW, on 10-11 November and was attended By 150 representatives of the local industry. Discussions indicated that top-dressing and sprajring operations will -evolve as separate entities with specialised aircraft for each of these tasks. Spraying aircraft Tirill probably remain in the size represented by Snow S-2D Commander and Callair B-1 types, while dusting aircraft will become twin-engined types with a capacity of about four tons. An Act to control damage to crops and livestock by aerial spraying was proclaimed by the Victorian Government on 2 November and became effective in that S'.ate on 15 Nov­ ember. Agricultural pilots-¥vili, h§,ve to pass an examination based on tne chemical rat­ ing which will test their knowiedge of the properties and dangers of agricultural chem­ icals, A certificate will be issued to pilots'"who pass the test and it will be valid in all States when uniform legislation is passed. The Act also allovfs the Minister for Agriculture to proclaim hazardous areas where aerial spraying can be prohibited because of danger to nearby crops. Owners of aircraft used for aerial spraying will have to lodge with the Director of Agriculture a security of not less than ^130,000 to protect people who may suffer damage to crops or stock. The president of the Royal Victorian Aero Club announced on 5 December that the club had been awarded its first contract for training Colombo Plan students by the De­ partment of External Affairs, Four students will enter the EVAC's Advanced Flying College (recently completed at a-cost of ^75,000) in mid-December for a 12-month course in v/hich they will train to comniercial licence standard with insti-ument flying rating. The annual competitions of the Eoyal Federation of Aero Clubs of Australia were held on 5 November at Rutherford, NSW. Competing clubs were Eoya’ Newcastle Aero Club (.host club). Royal Aero Club of NS¥if, and clubs from Camden, Griffith and Tam- worth, The Federation Cun (for formation flying) was won by a team from the host club* Other results were; Aerobatics (Royal Aero Club of NSW); Forced Landing (Camden); Spot Landing (Tamworth); Streamer Cutting (Griffith), The Australian Free-Fall Parachute Championships were held at Labertouche air­ field near Drouin, Vic,, on 26-27-28 December, The teams championship was won by a team from the British Parachute Regiment, and the individual champion was J. Reid, a member of the British team. On 10 November, the Minister for Civil Aviation (Mr, Swartz) announced that im- , proved facilities would be introduced in the passenger terminal building at Airport, SA, and the length of the main runway would be increased from 6850 feet to 8000 feet. Additional car parking apace would be provided. When dense fog and heavy rain obscured his vision in flight on 4 December, the pilot of Victa Airtourer 100 VH-MUL, Mr. T. Schoenfisch, obtained permission from air traffic control for a landing to oe made on the road between Cessnock and Kulnura in ISW. The pilot, with his passenger (D. Robbins), made a safe landing and was taxy- ing at about 15 mph on the road when a car suddenly came around a bend ahead. Both the car and the aircraft swerved to the left, and the Airtourer’s wing struck a guide post. The port wing and wheel were damaged. Except for a startled driver, the car was unaffected by the encounter* Fokker Friendships of MacRobertson Miller Airlines struck kangaroos during ^take- off from the airstrip at Wittenoom Gorge, WA, on two _occasio^, On 3 November, t^ brakes on the starboard wheel were damaged but the aircraft scheduled stop, Broome^ where the passengers were^transferred to another a^r^iner. On 26 November, the brakes of the port wheel of VH-MO were damaged and, during the landing at Derby^ the aircraft swung on landing but no further damage re suited® The president of St, Stanislaus College (the Very Rev, Father J, Ready) at^ Bathurst, NSVi/', announced that architects were designing an Australian Airmen's Memor- ial for the College. It will be completed byby October i9bY1^67 at a cost- ^ of about ;0(2O,OOO, and will house the D.H.O aircraft that Lieuts, Parer and McIntosh flew from England to Australia in 1920, Ray Parer received his boyhood education at the College, AtH«S«A« Journal 89 - Hoy emb 8 r-“D© comber 1966

On 9 December^ a spokesman for the Department of Air announced that the strike version of the General Dynamics F-111 for^the EMF will be de- ^ sig;nated F«’111C and the reconnaissance version will be HF-lllCc Other versions ares USAF Tactical Air Comifiand (F-lllA)j Kavy (F--lllB)i (F~111K)| USAF Strategic Air Command (FB~lll)« The first GAHiD Mirage HID A3=->1U1 was accepted by the hiuii- in a cere­ mony at Avalon^ Vic«^ on 10 November® The Air Officer Commanding Support Command (Air Yice-Marshal F* Headlam) received the logbooks from the Acting Secretary of the De­ partment of Supply (Mr® L® Bott) and Sqdn» Ldr® G® Talbot made a demonstration flight' of ten minutes* duration (see page 76 of September-October issue). On 22 December^ the Prime Minister (Mr. Holt) announced that additional Austral­ ian land^ naval and air forces would go to South Vietnam early in 1967, The air com­ ponent would be a squadron of eight GAF Canberra bombers (the first RAAF strike unit , in the Vietnam areaj. The squadron will be positioned to operate in support of Aust­ ralian ground forces but they may be employed also as part of the Allied combat air contribution^ in supnort of other Allied ground forces enJ ap-an-n^t enemv movements and concentrations. Later that day^ it was stated that No.2(B) Squadron^ based at' Butterworth^ Malaya^ had been selected. It had been scheduled to return to Australia in 1968 when F-lllC* s arrived, but the Malaysian Government agreed to the change. In a clash with the Viet Cong near Nui Dat^ South Vietnam, on 30 November, Lance Corporal T. Hendle and two privates were wounded. A Bell Iroquois of No.9 Squadron, RAAF, arrived overhead a^d the three men wqre winched 60 feet from the thick jungle into the helicopter, L/Corp, Hendle died en route to the hospital at Vung Tau but the other men are recovering. No.9 Squadron supplies helicopter support for the Australian Task Force in South Vietnam. On 18 December, fiTing Commander R. Royston (at the time C«0. of No.5 Squadron, RAAF) took over command of No»9 Squadron from VHng Commander R. Scott who returned to Australia for staff duties in Canberra, ACT. In December, Operation Hayman was mounted on the island of Lon Son, north of Vung Tau in South Vietnam, During a reconnaissance run over the area, the crew of a Bell Iroquois of No.9 Squadron ^piloted by Fit. Lts. D. Champion and G« Banfield) noticed two sam;pans partially hidden by mangroves. The sampans opened fire on the helicopter and !LAC ’s B. Taylor and D. Darcy (machine»-gunners} emptied 1200 rounds into the target. Ground forces found that three Viet Cong had been killed. On 5 December, DHC»=4 Caribou A4- of No.35 Squadron, RAAF, made the first landing on Luscombe Field at Nui Dat in Phuoc Toy Province, South Vietnam, The air­ field was. built by the Australian Task Force as a base airstrip on land that was formerly part of a rubber plantation and part swamp. Luscombe Field was named after Capt. Brian Luscombe, who was killed’in Korea on 5 June 1952* He was the first Australian Army pilot to be killed on active service. During December, 300 troops of the Australian Army were flown to South Vietnam by USAF transport aircraft (including Lockheed C»'141 Starlifters) because Qantas aircraft that were noxrmally chartered for the purpose by the Army had been grounded by the pilots* strike. Lockheed Hercules of the RAAF were considered to be unsuit­ able because they are not fitted with comfortable seating for long flights and are not insulated against engine and aircraft noise (see also page 91 of this issue). In December, it was stated that an RAAF nursing sister. Fit. Off. L.'Jaeger, would serve with the. 902nd Aeromedical Evacuation Squadron, HSAF, at Clark Air Force Base, Philippines, for a period to study methods used by the H.S. Air Force for air evacuation of wounded personnel. On 2 November, Lockheed Hercules A97- made a 3000- return flight to Nauru to bring a critically-injured school teacher to Sydney, NSW, for specialist hospital treatment for head and chest injuries* On 8 December, the Minister for Air (Mr. Howsony said three pilots were in the Hnited Kingdom undergoing basic flying training courses and three more 'were due to go early in 1967. This was due to she large number of service pilots needed by the RAAF, RAN, and Australian Armv (see page 41 of May-June issue), the RAAF would be responsible for training about 84 pilots in‘the riext year'- compared with the average of 60 pilots. ^ The RAAF could expand to cope with the increased requirement but it was more practicable, and economical, to send a small surplus overseas. It had not arisen from the engine troubles experienced with DHA Vampire Trainers (see page 41 of May-June issue). The problem had been overcome and it is believed that for the Goblin engines (no longer in production) had been obtained from the and New Zealand, AaH.SsA* Journal - 90 tJovember-Ceoember 1966 During December^ the Minister for Air, (Mr» Howson) indicated thatj, in future,^ the EAAF would give public displays only on "occasions of national significance" and during Air Force Week, The EAAF's increasing training operations included exercises such as missile attacks^ long-range strikes and anti-submarine patrols which could not be practised at public displays; though it was once believed that flying displays for charities would stimulate recmiting, it seemed now that they lacked the personal ele­ ment needed for recruiting success; it is also plain that, while a RAAF display pro- . vides an excellent drawcard for charitable functions, the return to charity is quite out of proportion to the cost to the tax-payer; and a fly-past oyer Melbourne of lour Sabres, three Canberras, a Mirage and a leptune cost a total of ^52,000. On 21 November, the Leader of the Opposition in the House of Representatives (Mr, Calweil; accused members of the Government of "shocking misuse of ¥IP aircraft during the current election campaign. In his statement, Mr® Calwell called for a revision of the budgeting for YIP aircraft which, he said,‘should be shown'as identifiable items in the Federal Budget as a section in the vote for the Prime Minister’s Department and should not be grouped, as now. in the^general vote Lor the Department of Air (Eds the VIP aircraft are operated by No»34(ST) Squadron from RAAF Base tairbairn, AClj. The RAN recently purchased a damped Grumman Tracker airframe, minus engines, use as an instructional airframe at HELAS Albatross (the Naval Air Station at Howra IBW), It vifas shipped from the USA to Sydney but, as it was being transferred from ship to a barge, a crane sling broke and the aircraft fell into Sydney Harbour on_ 9 November and settled in 30 feet of water - where it remained for five hours until divers attached new slings. This was the Tracker's second immersion for it had crashed into Long Island Sound, near the Grumman plant in the USA, on a test flight prior to delivery to the U.S. Navy some years ago and was salvaged but did not fly again. In early December, there were newspaper reports that initial preparations were be- ing mademade for establishment of an Army aaviation bass at Oakey, west of Toowoomba, Qld, The Minister for Defence (Mr® Fairhall) has approved,^ in ^principle, ^ . the Army's loint ownership of the Oakey airfield with the Department of Civil Aviation. The Australian Army's aviation units use RAAF Base Amberley, Qld®, at present but, with the advent of General Dynamics F-lllC bombers in mid-1968mid-1968, airspace----- could become congested - partic­ ularly with the increase in aircraft strength that the Army contemplates._ When the planned expansion is completed, the strength is expected to be about 80 aircraft in place of about 40 helicopters and fixed-wing types in use at present, Orders have bee placed for 14 Bell Sioux helicopters (total cost of about ^1,680,000; for delivery in July 1967, orders for additional Cessna 180 types are expected to be placed shortly, and the Army is believed to be keen to obtain larger aircraft for movemeijt of troops but it is likely that the RAAF will retain responsibility for such types. Final ap­ proval for Army use of Oakey airfield is expected in early 1967 and Iping quarters, hangars and maintenance facilities will have to be established there (see page 77 of September-October issue). Oakey was a RAAF fighter base in World War,2 and many fight­ ers (CAC Boomerangs, Curtiss Rittyhawks, North American JSistangs, Vickers-Supermarine Spitfires) were scrapped at the airfield about 1950, In the post-war, period, it has been a civil airport with its 6000 feet runway. While HMS "Hampshire" was in Victorian waters, some crew-members took part in "survival expeditions" of four days' duration in rugged country. On 4 November, i/aest- land Wessex HAS.l XP156 (coded HA402) from the ship landed four men at Upper Yarra Dam (about fifty east of Melbourne) for a four-day exercise, and recovered another_ four personnel who had completed an "expedition" near Eildon in north-eastern Victoria. In mid-December, the Japanese Antarctic observation ship "Fuji" visited Fremantle, WA, on its way south. Three helicopters of the Japanese Maritime Self-Defence Force were noted in hanears on the ship on 18 December : Sikorsl^ HSS-2 Sea King (serial niimbers 8181 and 8182) and Bell H-13 (serial number 8751). The helicopters were painted sea-grey oTerall with day-glo orange areas for erdianced visibility* Europa I, ElDO's launch vehicle, made a 510-mile flight of 6|- minutes' duration on 15 November and reached a record height of 74 miles# The flight from Lake Hart^ SA^ to an impact area in the Smpspn Desert in central J velopmenx prograirime# Six further test launches (including the full three-stage vehicl and satellite; are scheduled from Lake Hart beXore the European Launcher Development Organisation moves in 1969 to the site being prepared in French Guiana (see page 61 of July-August issue) for launching the actual communications satellite• The largest balloon ever launched in the Southern Hemisphere (first of five in a series to determine the density of gamma rays from stellar objects - as part of the research for manned spaceflight) was launched at 6.59am on 7 December at Mildura^ Vic ♦ ^ from the station which is operated by the Department of Supply for the National nautics and Space Administration (in the USA). The balloon, which was 415 feet high and 306 feet in diameter when fully inflated, released the instrumentation package by parachute at 4.30pm on the same afternoon near Kimba, SA# Contributors to notess A. Coutts, C. Lynch, N. Parnell^ P# Eicketts, J. Wilson A.H.S.A, Journal 91 Ilovember-December 1966 THE QAHTAS PILOTS' STRIKE The worst strike to affect an Australian airline commenced at midnight on 23 Hov- ember when Qantas pilots refused to man scheduled services. The strike lasted 27 days and ended on 21 December, Services resumed on 23 December when a Boeing 707 departed from Sydney for Auckland^ lew Zealand, Flights were being made on all routes by the end of the year but the airline was not expected to he: in. full operation until the middle of January 1967, Ik was estimated that the company lost SIO million due to the strike (pilots lost about ^300^,000 in salary) and the airline was faced with the prob­ lem of regaining load factors due to loss of custom to other international airlines. In June, the pilots had received a. 15% increase in salary but, following the larg­ er increases gained by domestic airline pilots (see page 55 of July-August issue), the Australian Federation of Air Pilots sought a revised scale for the Qantas pilots. Af­ ter several months of negotiation without tangible result, the pilots voted (in mid- Hovember) in favour of strike action. Op 21 November, AFAP stated that the dissatis­ faction had arisen frpm the company's refusal to adjust salaries to a scale-commensur­ ate with the domestic' airline scale and take account of- salaries paid by other inter­ national airlines and (on the grounds of operational safety and pilots' responsibil­ ities) with the company's plans for two-pilot crews on Boeing:707 aircraft for short- distance routes (Sydney-New Zealand and Sydney-Houmea)'and-operation of night services into Djakarta^ Indonesia, where the pilots say that landing aids are not of the re­ quired standard. On 23 November, a further conference between AFAP and Qantas failed (because, AFAP claimed, the company offered salary increases but.'made acceptance of the offer conditional on acceptance of the company's operational; decisions also). The strike began at midnight and pilots refused duty*or left theih aircraft at the next port of call. Ivbst of the airline's fleet was grpunded at Sydney Airport but Boeing 707 air­ craft were held also at London and Hong Kong (2 each*), San Francisco, Honolulu, Mex­ ico City, and Karachi (one each), and a Lockheed Electra was'held at Auckland. On 28 November, the Acting Minister for Labour and National Service (Mr. McMahon), after consultation with the Minister fpr,Civil Aviation (Mr. Swartz) whose Department had approved the operational conditions (a DCA surveyor had made flight checks of nav­ igational aids at Djakarta with Hawker Siddeley H,S.l25 VH-ECE of Qantas), announced that Qantas had been directed to roster pilots for services from 1 December and ap­ pealed for pilots to act responsibly and avert being caught up in the processes that will otherwise follow". The '"processes" were not clarified at any stage but it is thought that invocation of sections of the Crimes Act was implied, On 29 November, AFAP stated that the salary increases offered by the company were acceptableaccepts and the strike now continued solely on the points relating„ to operational* safety.„ ' The pilots refused duty and the services were cancelled. By 5 December, Qantas had stood down, without pay, about half of its 9500 employees due to lack of work (this was a subject of legal argument on validity of the action in mid-December), On 6 December, AFAP indicated that the International Federation of Airline Pilots Associations had stated that" . IIif any^y actionaciiion is xaicentaken againstiagainst a qantas pilot, all international services will end immediately at the stop outside Australia*’* On 6 December, the Minister for Labour and National Service (Mr. Bury) returned to Australia (having cut short, a visit to Japan on Government business) and indicated that the Government v^ould not “surrender its powers as the proper authority on safety^’^ round of conferences began in which Mr. Bury and Mr. Swartz conferred with AbAF on 8 December and with the Gantas board of management on 12-13 December, and it ' was rumoured that Qantas would offer to delay immediate implementation of plans to make night landings at Djakarta until further investigations were made, defer intro­ duction of two -^man crews on short flights until pilots had undergone a re—training scheme to familiarise them with the new procedures, and establish a committee (with management and pilot representatives) which could determine operational issues. On lb December, a meeting of pilots adopted a proposal for settlement of the dispute and, aftejr further discussions, AFAP accepted terms on the lines above (among others) lor an imm^di^te return to work on 21 December - and the strike was over- / mid-December, four Boeing 707 airliners were flown by Qantas supervisory pilots (of the management structure) to iSydney from Hong Kong, Mexico City, and Karachi due to concern for their security. Some international airlines were permitted to make additr flights into Australia to ease problems of delayed passengers, and Ansett-ANA and TAA operated services between Sydney and Norfolk Island with Douglas DG-6B and DC-4 (with AFAP blessing due to the effects on the island^ s economy otherwise/, ihe striking pilots offered to man the militarv charter flights operated by Qantas normally, but the company would not place aircraft in their charge due to the legal problems of responsibility in the circumstances. ' Australian troops were flown to Malaya on 5 December in a Bristol Britannia chartered from British Eagle International Airv/ays, and more: troops were flown from and to South Yietnam on 11-12 December in USAF Lockheed Starlifters (see alsp page 8b of this issue). A«H.S,A. Journal 92 Movember-December 1966

VISIT OF HIS VICTORIOUS TO FEEl'IANTLE Alistair Coutts After the visit to Sydney (sOe page 77 of September-Uctober issue), IliS Victorious visited Fremantle, WA, in mid-November, The following aircraft were noted during a visit to the aircraft carrier on 20 November (call signs shoiim in brackets );- BLACKBURN BUCCANEER S,2 XN977 (V-230' ' XN978 (V-231' XN981 (V-234) XN98? (V-235) (No.801 Sqdn.) XT270 (V-237 XV155 (V-233 D.H. SEA VIXEN FAWV2 XJ578 (V-243 XJ584 (V-246 XJ586 (V-244 XJ602 (V-245 (No, 893 Sqdn.) XN683 (V-250 XN696 (V-254 XS580 (V-253 XS585 (V-242 AEW,3 XL471 (V-263) XL481 (V-260 XL494 (V-261 XR432 (V-262 (No.849 Sqdn.) FAIREY GAN13ET AS. 4 XA466 (V-3) (Courier aircraft) HAS.l XM326 (V-272) XM843 (V-27l) XK849 (V-274) XM875 (V-277) (No.814 Sqdn,) XM926 (V-276) XP117 (V-273) XfT59 (V-270) XP160 (V-275) There were other aircraft in hangars below deck. Two aircraft that were formerly operated by the were on the carrier: TT,5 ¥iB271 (see page 77 of September-October issue) and Fairey Gannet AS.l XG888, They were loaded on Hl/iS Victorious in Sydney for shipment to the United Kingdom - the Firefly has been purchased for display in the Fleet Air Arm Museum at the Royal Navy Air Station, Yeovilton, in England, and the Gannet will be used for ground training.

QUEENSLAND AIRLINES LAST SCHEDULED SERVICE by John Wilson As a result of. the integration of Queensland Airlines Ltd, into the Ansett-ANA structure (due, in part, to the Arbitrator's decision on the Rockhampton route - see_ page 73 of September-Uctober issue), QAL's last scheduled service was flown between Brisbane and Bundaberg on Sunday, 4 December 1966, Thirty-one years had elapsed since the inaugural flight between the centres was flown on 17 November 1935 by Aircrafts Pty, Ltd, (the company that became Queensland Airlines Ltd, after World Mar 2). The last service. Flight 627/8, was flown with Ansett-ANA's Fokker Friendship VII-FNL and the crew v&s Capt, H, Wainwright, Capt, E. Cope, Hostess E, McDonald, and Steward Wright who is believed to be the last steward employed on internal services in Australia, QAL has used a male steward because, with ten-minute turn-round times, it took a smart man to keep things moving - he was purser, cargo and catering super­ visor, and accountant. The passengers on board wereBrisbane-MaryDorough (28Q; Maryborough-Bundaberg (17); bunaaoerg-MaryOorough i.23;j Maryborough-Brisbane (30). The service was scheduled to leave Brisbane at 6,00pm but was delayed due to the late arrival of the steward. The Friendship departed from Brisbane Airport at 6.34pm and flew at 13,000 feet to Maryborough where it arrived at the passenger terminal at 7.20Tm. With a turn-round of 11 minutes, it departed for Bundaberg and, as the sector is short (19 minutes), the altitude was only 4500 feet. The aircraft arrived at the terminal at Bundaberg ("Hinkler") Airport at 7,51pm and turn-round time was 15 minutes. The left at 8,04pm, climbed to the flight level of 5500 feet, and landed at Maryborough at 8,23pm. Departure for Brisbane was made 10 minutes later and the leg was flown at 12,000 feet. Making use of the new landing system (VASIb) at Brisbane Airport, touchdown was made at 9,12pm and the engines Yfere switched off at 9,16pm for the lass time on a QAL flight. The next services to Bundaberg were flown on Monday, 5 December 1966, by both TAA and Ansett-ANA with Fokker Friendships. The last service described above was operated with an Ansett-ANA airliner because QAL's two Fokker Friendships (VH-FNE and VH-FNN) had been ferried to Melbourne during the previous week-end for re-painting in the colour schemes of Airlines of NSW and Ansett-ANA respectively.

SIR GORDON TAYLOR, G.C. AN OBITUARY Sir Gordon Taylor, G.C,, died due to a heart attack at the age of 70 in Honolulu on 16 December 1966. Born in Sydney, NSYif. he began his flying career in 1917 with the Royal Flving Corps in World V7ar 1. He was later associated with Sir Charles Kingsford Smith in notable flights and, on the ill-starred trans-Tasman flight in May 1935, per­ formed the exceptionally hazardous feat of transferring oil from engine to engine in flight - for this he was avfarded the Empire Gallantry-Medal (later known as the George Cross), He pioneered aerial crossings of the Indian Ocean and the central and south Pacific Ocean and, in 1954, was knighted for his services to aviation. As well as being one of Australia's foremost airmen. Sir Gordon was a noted author of books dealing with his experiences: Pacific Flight (1935); VH-UXX (1937); Call To The Winds ^^44); Forgotten Island (1948); Frigate Bird (1953); The Sky Beyond (1963); Bird Of The Islands (1964). A.H.S.A, Journal 93 - November-Peceiriber, 1966

AUSTRALIAN MILITARY AVIATION A REVIEW OF iy66_ by John Bennett This has been a year of expansion for the EAAF - but;, in 1967 and especially in 1968, the service will receive aircraft y/hpch will give it the greatest strength that it has enjoyed since World War 2. The RAN did not receive any aircraft this year but the orders that were placed in 1965 will be fulfilled in 1967, In the coming years, the Army ¥/ill receive many more aircraft - the foundations for this growth were an­ nounced this year. ROYAL AUSTRALIAN AIR FORCE; Two squadrons were added to the RAiiF's grov/ing strength during 1966, In March, No,37(T) Squadron was re-formed at RAAF Base Richmond, NSfi, as a long-range transport unit to be equipped with twelve Lockheed C-130E Hercules, The first of these arrived in August and all had been delivered by December, Serial numbers are: Ay7-15y, 160, 161, 167, 168, 169, 171, 172, 177, 178, 180, 181. In May, No,35(T) Squadron was formed from the RkAY Caribou Transport Flight that had been operating in South Vietnam since July 1964, The Flight's complement of six DHC-4 Caribous (A4-169, 171, 173, 179, ,191, 193) was brought up to. squadron strength by the addition of DHC eV-2B Caribous (including A4-159 and 21G), transferred from No»38(T) Squadron at RAAF Base Richroon Movements of other squadrons during the year are of interest. In Kay,No,9(UH) Squadron left RAiiF Base Fairbairn, ACT, and v/as transported by HMAS Sydney^to South Vietnam, In 'mid-1966, No,5(UH) Squadron returned to Australia from RAAF Base Butter- ¥/orth, Malaysia, because Indonesia's confrontation policy had eased considerably and helicopters were required in Australia for training and '^'baclc-up” for No,9 Squadron, In December, it was announced that eight GAF Canberra bombers of No,2(B) Squadron (which has been in Malaya since July 1958) would fly from RAilF Base Butterworth to South Vietnam in early 1967 for strike duties in support of Australian ground forces enerally. In May, No,75(F) Squadron (which had re-equipped with GAF Mirage III-OF ighters in 1965 and was declared operational with the type at RAivF Base Williamtown, NSYi, in August 1965) transferred a detachment of six Mirages to Darwin, N.T,, to re­ lieve eight CAC Sabres from No,76(F) Squadron that had been based there in late 1964 when the implications nf the confrontation issue were serious. During 1966, No,76(F) re-equipped with GAF Mirage III-OF fighters at EAAF Base Williamtown and was declared operation in September, It is understood that one of these fighter squadrons (which form part of No.81 Wing, EAAF) will fly to Malaya in early 1967 to replace one of the squadrons of No,78 Wing, EAiiF, which are equipped Tvith CAC Sabres and based at Butter- worth at present. The replaced squadron (either No.3 or No,77) will fly to Australia to re-equip with GAF Mirage III-OA aircraft. The contracts for a total of 110 GME) and GAF Mirages are scheduled for complet­ ion in late 1968, The first fifty aircraft of the order (A3-1 to 50) are the fighter version. Mirage III-OF; the next fifty (A3-5I to lOO) will be the ground-attack version. Mirage III-OA; and the last ten (A3-101 to llO) will be the dual-control trainer version. Mirase III-D, Bv the end of 1966, about 50 Mirages were in service in the RAAF and the highest serial numbers that had been noted were; III-OF (A3-45)- III-OA (A3-67); III-D (A3-101), Other aircraft on order are listed overleaf, " ROYAL AUSTRALIAN HAFT; No new operational aircraft were delivered during the y ear but a damaged Grumman S-2 Tracker was obtained for ground training. New aircraft will be delivered in. late 1967 to replace obsolescent types on the aircraft carrier, HMAS Melbourne, and at the Naval Air Station at Nowra,l, NSVI (HMAS Albatross)* four­ teen Grumman S-2E Trackers (to replace Fairey Gannets); eight Douglas A-4G Skyhawks (to ijeplace D.H, Sea Venoms); and two Douglas TA-4G Skyhawks (duaf control trainers. ■^o replace DHA Vampire Trainers). Aircraft on order are listed overleaf also, In February, the last Fairey Firefly target, tugs were retired, and the Bristol Sycamo're helicopters are being phased out of service following the introduction of six Bell UH-IB.Iroquois in the 1964-65 period, AUSTRALIAN, , . REGULAR ARMY- : Durin^ 1966, approval was given to the policy that the Army s aircraft would be maintained by Army personnel who would gradually take over completely from EAiiF personnel, but the EAAF would remain responsible for servicing and control. On 25 April, No,16 Army Light Aircraft Squadron was disbanded at RAAF Base Amberley, Qld,, and No,l Aviation Regiment was created with three oper­ ational squadrons - No,16 and No,18 Aviation Squadrons (Recpnnaissance) and No,17 Aviation Squadron (Divisional Headquarters). An Aviation Training Squadron for ad­ vanced training of Army pilots is supplementary to the Regiment. Each Reconnaissance Squadron will have three Reconnaissance Flights and an Administrative Flight, The 161st Independent Reconnaissance Flight is operational in South Vietnam with Bell Sioux and Cessna 180 aircraft (the unit went there in September 1965 as a detachment from No.l6(ALA) Squadron) and the 182nd Reconnaissance Flight (formed in April 1966) is based in Malaysia with two Bell Sioux helicopters. I

A.H.S.A., Journal 94 - Noveiaber-December 1966 In December, it was reported that the Army's main aviation centre would be trans­ ferred from EAAF Base Amberley to a base that would be established in 1967-68 on the airfield at Oakey. Qld., and that the number of aircraft would be increased from the present level of about 40 to a strength of about 80 rotary and fixed-wing types. Since 1*^59 the following aircraft have been delivered for Army use: eighteen Cessna 180 types - eight Model 180B (A98-336, 338, 340, 342, 343, 344, 350, 351), six Model 180D (198-041 to 046), four Model 180E (A98-144, 146, 148, 150); and twenty-eight Bell Sioux helicopters - eleven Model 47G-2A (Al-560 to 570j and seventeen Model 47G-3B-1 (serial numbers in the Al-400 series). An order for a further fourteen Bell Model 47G-3B-1 was placed in November (see list below also). ^Evaluation of fixed-wing STOL light aircraft to supplement the Cessna 180's is proceeding and types such as the Pilatus Turbo-Porter and DHC Turbo-Beaver are under consideration,. For several years, the Army has been pressing for purchase of large VTOL aircraft (such as heavy helicopters) and for control of tactical air transports such as DHC Caribou aircraft but the efforts have been un- successful to date. During 1966, seven military aircraft were written-off by crashes and the pilots were killed in three of the accidents ;- 20, 1.66 A79- •i^f^DHA Vampire Trainer T, No.l AFTS Pearce, WA 24, 2.66 Fairey Gannet AS.4 No.816 Sqdn. off coast of NSW 28. 4,66 ^^•D.E, Sea Ven,om FAi,53 No.724 Sqdn. off Philippine Islarids 29. 7,66 A3- GAF Mirage III-OF Ho.75(F) Sqdn. Queanbeyan, NSW 16, 8,66 A94- iftCAC Sabre F. No,76(F) Sqdn. Newcastle, NSVil 10.10.66 Al- Bell 47G Sioux 161s- - t Flight South Vietnam 16.10.66 A2~1018 Bell DH-IB Iroquois N9.9,'(UH) . Sqdn._ Nui Dat, South Vietnam ■il|tindicates fatality AF'TS - Advanced Flying Training School Thus, 1966 has been an eventful year in Australian military aviation but the next two years -hold the prospect of even greater excitement. Aircraft On Order For The Armed Services of Australia 'Type Use Prefix On Delivery Number Order Commence EAAF Macchi MB-326H Trainer, , A7 75 1967 General D ynamics F-lllC Bomber (& Reconnaissance) A8 24 [2] 1968 Lockheed P-3B Orion Maritime Reconnaissance A9 10 1968 Hawker Siddeley H,S,748 Navigation Trainer AlO 8 1967 Hawker Siddeley H,S.748 VIP Transport AlO 2 1967 BAG One-Eleven Series 217EA VIP Transport All 2 1967 Dassault Mystere 20 VIP Transport A12 3 1967 RAN Grumman S-2E Tracker Anti-Submarine N12 14 1967 Douglas A-4G Skyhawk Strike Fighter N13 8 1967 Douglas TA-4G SkyhaT/k Operational Trainer H13 2 1967 ARMY Bell Model 47G-3B-1 Tactical Helicopter A1 14 1967 (1) plus an option for 33 (2) Six to be converted to EF-lllC in 1969

SERIAL NUMBER SYSTEM FOR AIRCRAFT OF THE ROYAL AUSTRALIAN NAVY by Trevor Webb

craft. It is intended. hoY/ever, that the. serial numbers will be painted on all ^N air­ craft in due course, ihe new system is listed below with the previous form of marking. Type Prefix Individual Number Previous RAN Marking Fairev Firefly N1 British serial number British serial number Douglas Dakota N2 EAAF individual n-umber EAAF n-umbers (A65-xx} Fairev Gannet N3 British 'serial ixurnber British serial number D,H. Sea Venom N4 British serial number British serial number N5 British serial number British serial number DHA Vampire Trainer N6 EAAF individual number EAAF numbers (A79-xxx) Westland Wessex N7 Constructor's number Constructor's number N8 Constructor's number Constructor's number Bell Iroquois N9 U.S. Army serial number (No earlier marking) Radioplane KD2E NIC U.S. Navy serial number (No earlier marking) GAF Jindivik • Nil RAiF individual number EAAF numbers (A92-xxx} Grumman Tracker N12 U.S. Navy serial number (No earlier marking) Douglas Skyhawk N13 U.S, Navy serial number (No earlier marking) It was reported at one stage that the RAN's Auster Autocar All-300 had been re-numbered as Nl-300 but this report appears to . have been incorrect. AjH«S.A, Journal 95 - November-December 1966 MAURICE FAaiAN TO SPITFIRE by H.T, ("Bunny") Hammond My experience in aviation goes back to'lOlS - which covers fifty years in its devel­ opment. I have called the lecture "From Maurice Farman to Spitfire" which is a "catch phrase meaning the period from the early part of the First World War to the Second Vilorld War. After fifty years in the flying business^ a lot of my cobbers have passed on and a lot more are incapacitated. People ask me how I became a pilot ,,, in 1915^ I enlisted in the infantry in the Australian Imperial Forces at Liverpool, NSW, and we were sent to Egypt and did a lot of training. With the 5th Division, AIF, I went to France - and into the Battle of Fromelles in which we lost 8000 men in the twelve hours between evening and the follow­ ing morning. I was wounded and went to England, After I came out of hospital, I went to the Army camp at Salisbury Plain thinking that life in the infantry was dangerous; At the Orderly tent, I noticed a poster calling for Cadets for the Royal Flying Corps (the British Air Force). I applied and the next thing I found that Ihad to report in London. I went through the initial training in engines and airframes - very different from the aviation training of to-day. It was very exciting,‘ ^entually, _ I v/ent to the preliminary flying school and my first flight was made in an l.E.Cb, Ihis was an aircraft with a pusher engine and propeller at the rear of the ; there was an open position in the nose (.for a gunner normally) and the pilot's cockpit was immediately aft of that. The pilot poked the nose down a couple of times and_I floated out of the seat. A first flight like that, if you know nothing about flying, IS quite exciting, ° Then we went to fly the Maurice Farman Shorthorn. It is remarkable to think that 1915 was not so long after the Wright brothers' first flight in 1903 - the aircraft were not much different from the Wright Flyer. The Maurice Faraian Shorthorn had a pusher engine at the rear of a nacelle in which the passengers sat in front with the pilot aft. ^ It had dual control - but few instruments: only an oil pressure ^au^e. alti­ meter and airspeed indicator* There were a terrific number of stay wires for the bi- plane wings and the booms that supported^the rudders and elevators* They used to tell us that, if the aircraft ¥fas 'correctly rigged, a canary put bt?tv\reen the wings could not escape! ihere was no telephone communication between the instructor lat the rear; and the Wil (in front }e Our flying suits consisted of woolly-lined boots pulled up to cur thighs, long leather coats, and a crash helmet - a terrifying-looking piece of gear. After hours^ dual instruction, tre went solo in these aircraft, Charles Kingsford Smith - Smithy as we knew him - was in my batch of trainees at Netheravon in Wiltshire and we did our solo flights on the same morning in March 1917, and we flew the same Maurice Iarman shorthorn for the flights. Our instructor was killed shortly afterward* He was trying to prove that the Shorthorn could be brought out of a vertical dive - it v/as thought that there was insufficient airflow over the tail surface to permit recov- This chap put an aircraft into a vertical dive and pulled the control stick back eventually found that he could not get out of the dive and he was killed. There were all sorts of crashes in those days. With a flying time of hours we were not very experienced pilotsi I remember one chap landed too fast ... a couple of bounces and he Yfent through the hangar door, leaving the wings outside, and the nacelle to the far side of the hangar - wre thought that was very amusinr! A" lot of pilots were killed in these training courses, and the ones that were not killled were considered to be pilots of some sort. We went .to advanced flying at Pewsey on Salisbury Plain. We flew advanced types such as the Morane farasoU This had v/arping wings instead of and the'^rear

^ most delightful to fly was the . aiJcrafrfitted n"? i^ngland, we were able to fly the S.E.5 - a beautiful S mph! ittms ‘'"I***”' rotary-type radial air-cooled engines and we had Clerget, with a y® early ^models had an automatic inlet valve lilv forced the ®RSy® rotting, the centriftigal force occasion- Srn off tL^nptrni h+ti' the engine would be on fire. The pilot would urn 0x1 the petrol until the fire died, and then on again to re-start the en2:ine-. Rot- ary engines ha(i a throttle to control the fuel supply and another lever to adfust the the ai?crlft wif effected with thepMLure correctlv St fSrii y® engine would start coughing and the pilot would have to iidale with the engine controls until the engine was running smoothly once again. By A.H.S.A. Journal 96 loTeniber-Decem'ber 1966 throttling the engine and using a switch ontop of the control stick (the "blip” switch that cut the engine ignition), pov^er was controlled to enable the aircraft to be land- edc Eotary engines were efficient in some ¥/ays but the controls were not good because they were tricky to use. The next stage after completion of training in England was service in France, Yie were sent to a pilots' pool near St, Omer, in north-western France, to await allocat­ ion to a squadron. In 1917, the life of a pilot was averaged at three weeks, and none of us ever loiew what was going to happen. Eventually I was posted to No.60 Squadron, EF'C, which \ms equipped with Hieuport Scouts (Ed; Type 17C.1), The upper wing of the aircraft was wide-chord and the lower wing had a very narrow chord. They looked very much like a German type (Eds Siemens-Schuckert D.l), S'ne flew over the front lines and were enp'aeed by German fighters several times. Over the line, I saw Richthofen in action a couple of times - ne was flying Albatros Scuu.ts at the time, : Shortly after, the squadron v.as issued vifith S,E,5 fighters, On the first trip over the line, the flight commander said "You hang on to my tail", It was an offensive pat­ rol and vie were about 10 miles on the German side of the line at about 10,000 feet when suddenly I found that there were no other aircraft about, There was a dogfight and all I could" do was watch this bloke's tail. I was all over the sky following him! he got back to the squadron and a lot of them were talking about the fight and how we had got into one. My run in France did not last long but I had enough time to get a lot of excitement out of iti After a few weeks, we moved on 7 September 1917 to the Marie Caoelle aero­ drome, near Cassel, in northern France - and I had a forced landing on 14 September. That day the flight was taking off and my aircraft_was unserviceable._ Then, jusw as they were in the air, the mechanic said '"This one is OE' , I slipped into the S,E,5 and away I went to try to catch the flight for I did not vrant to be caught alone over the lines. The S,E,5 was going well and I got into position at the rear of the v , We ran into a few dogfights, and by now iiy engine sounded terrible and the aircraft started to lose height. I didn't want to leave the protection of the flight (they were still over the top of me) but I was getting lower so I decided to turn back. The engine would not recover power and I turned toward the front line - getting lower and lower until I could see clearly the coal-scuttle helmets and machine guns of the German ground units. Then ... I was on the ground. I landed without damaging the aircraft much but Germans were all around and I was a prisoner. That was the end of service in France, I tried to escape from the prison camp but I didn't make it. Eventually, I returned to England and thence to Australia, I did not do much flying until 1925 when, for the Citizen's Air Force, I did a re- fresher course at Point Cook, Vic • j on Avro 504E, S.B,5A, D,H,9 and D,H.9A aircraft. Vie did quite a lot of flying there, and later we flew with No,3 Squadron, EAAF, at the aerodrome at Richmond, NSW, which had been purchased from the NSW Government for EAAF development. In those days, the aerodrome was only a paddock with an iron hangar, and the Officer's Mess was a nearby cottage in which the only furniture was a varnished red-white-and-blue keg on the mantlepiece. On one flight from Point Cook to Richmond at the end of June 1925, "Ring" Cole . (later Air Vice-Marshal A,T, Cole) and myself were flying S,E,5A's, We took off from Coctamundra in NSW and were to land at Gunning for fuel. It had been raining and Cole said "Don't land until I have landed and give you the signal , He landed and I was circling round and, as the cap had blown off my radiator, my engine was getting hotter and hotter; I could see Coleys S,E,5A on the ground with two black dots on the wings. I had another look and the dots were the wheels - he was upside dOTOj I hadto leave because the engine Yifas overheating and it felt as if it were going to seize, A little oast Gunning, 1 landed on some cart tracks but there was a gutter washaway due to the heavy rain - and the S,E.5A overturned in that. I found a farmhouse and asked if there were any chance of getting a lift to the Post Office at Gunning, The farmer said No, we haven't got anything. Have a horse", I rode the horse to Gunning and arrived about the same time as '''King" Cole - and, blow me down, he arrived on horseback alsoi We sent a telegram and got most of the aircraft to return. But I remember Sutherland_ force-landed his Avro 504E up a hill and - without brakes - the momentm carried him slowly over the top and the aircraft picked up speed on the other side and finished in the valley. I broke a few undercarriages at Richmond, I remember one amusing incident - or it seemed to be amusing - when I was landing a D»H,9. At one side of the hangar there was a large packing case that had contained an aircraft. The case was used as a lect­ ure room and a lot of fellows were taking a gunnery lesson inside. I thought that it would be silly to land near the far end of the aerodrome so I decided to land a little short of the lecture room. However there was no Yfind - and the D«H,9 would not stop but Yvent on and on YYith the engine "ticking over". It stopped when the propeller YYent AtH,S*A, Journal 97 November'-De comber 1966 through the side of the lecture room* Timber went eYorywhere and the fellows came out like rabbits* I don*t know how many there Y\rere in the room but blokes ha^e come to me and said *^Do you remember the hut^ sir?” It seems that there must have been hundreds inside that room* While we were in the Citizen* s Air Force at Richmond^ a bunch of us - Rupert Ring^ Sid Marshall^ Albv Lewia, myself^ and athers decided to try to make a living from flying® In those early days, there were all types of aircraft - Curtiss "Jenny”, , Avro Avian^ D®H*5t), D«H.60^ Westland Widgeon, and others - and we tried to make money by taxi flights, charter flights, a bit of flying instruction, and barnstorming at the country towns* In April 1927, at Mascot aerodrome, I had an early company. The Golden Aircraft Co * ^ YTith D®H*51A G-AUIM* That was an awful aeroplane for we could never get the engine to run properly* Nearly_every time we took it up_, it force landed or something® It had belonged to the Prince of at one stage but we got it from De HavillandG We had it painted in gold and called it "The Golden Wasp"® I had the first I)*H*60X Cirrus II Moth that was brought into Australia - G-AUPP - and we called it■ ^The Golden Moth"'' Its De Havilland engine was pretty good but it had rocker bracket trouble early® - There was very little control by the Civil Aviation Branch in those days* L.rdi- member that I got a charter flight from one of the neY/spapers and had to be . in.-Canberra® , I ran into an iron stanchion and damaged the of the, wing of G—AUPP, and • I had to take off for Camberra at 5 am* Sid Marshall ?fas there and he said "?^e*l’l' fix- it". We pushed the aircraft into the hangar and stripped the fabric* The spar was-‘.not damaged, and we looked around for a bit of wood for the leading edge* After a while, Sid said "This will do", and grabbed a broom handle. It was just about the right size, and away I went at 6.30 in the morning Yrith the newspaper photographers* They piit^ something in the paper about * Bunny Hammond flies to Canberra by-broom.stick*. Alby Lewis joined with me in barnstorming in 1928* We were partners in these ar­ rangements (Ed: a company named Hammond Aerial Transport) and had a hell of a,-lot of fun. There were no facilities then for country flying. We would look ahead and think "That looks like a good town". ?iie would land in the nearest paddock to the town, and walk over the ground looking for gutters and other obstructions! then we would take our roll of calico cloth from the aircraft and tie it to shrubs and such things to mark the laneway that would be clear for tak~off and landing. Then s"my we would go with customers. Sometimes these places were comparatively productive- - we have done 70 or 80 flights in one day and Alby*s pockets would be bulging vfith ten-shilling notes. Farther into the country, the ’cocky* fthe station fellow - a good type usually; would come to me quietly with ten pounds and say "Give this bloke the works but don’t tell him" - the ’bloke’ had already paid HIS ten shillings for a quick run around the paddock. So I would see that his straps were tight and he got a few loops and spins added to the run* They took it in good part. Vye had many incidents* ^There was one at Taree, NSW, with De Havilland Moth G-AUFT (Ed: on 7 September 1928). We were using a paddock and it had what were called "melon hills" on the surface* You couldn’t see them when landing. The Moth ran-into one of these and - bangi - away went a longeron* Some of the local people helped us to push the aircraft into a cowshed. We used the shed as a workshop for repairs. The engine was removed from the airframe and the fuselage w'-as inverted for work on the. damage. I brought a vfoodvforker. Bill Meredith, from Sydney in my car. In the so-called "hang"hangar", Alby was the senior structural engineer and I was the "boy" - I made the tea and obtainob ­ ed anything that the workers Y/anted. We made quite a good job of the repair work in. the hangar and, four- days after the accident,. the Moth was test-fioTO successfully from the nearby paddock. T hen we v/ent on with the barnstorming,. ' There was another incident at Kempsey in KSW - also in the B-.H. Moth G-AUFf. I was taking-off and ran over a ditch where the ground had been ploughed* ' I felt a. "groan" when the undercarriage hit the ditch but I did not think that anyy damage had been' done, However, when circling to land, I saw the people running around the ground____I and I wonder- ed what was wronc, Than Alby got a piece of calico and wrote the word UHDER on the ground, I thought "CrikeyCrikey - there must be something: wrong with the undercarriage". I watched the shadow of the aircraftai on the round an saw that one strut was Ivine-lying on tthe axle instead of being attached to the fuselagf e on the starboard side, I had a mental picture of the cost of wings, etc,, so I land ed slowly and skidded a little to keep the strain on the good side as long as possible,ossible. When the speed reduced, the Moth rolled toward one side and spun around on the wingtip,'. With the passenger out, Alby had, some men under the wing to lift it. We found, that the bolt was missing from the attachment point, ,' * similar size in his bag, fitted it to the strut and attach- ment point withwn-f.i. ao lock-nut, and saidj ..Ann"All right f € . passcnger please". At Tamworth, also in NSW,rt, the cows put their horns through the wing fabric,, They liked the sound of the "ping" as the horn penetrated. They also liked the taste of the dope and had licked the '“'‘ I until there was hardly any left, ?^e had to do some repairs before we could continue flying. A.H.S.A. Journal 98 IJoTember-December 1966

At the time, Arthur Butler was competing with us in Avro 504 G-AUCZ vrith a Sun­ beam Dyak engine. At one town we dropped about 50UU leaflets with advertisements for passenger flights. Then we looked for a place to land. We selected a paddock and landed - only to find at the other end of the field another aircraft withits engine ticking; over'. It was Arthur Butler - taking advantage of our free advertising. Vie departed for Yfelgett in western HSW, The onlv place for landing was on the road to the town, so we did our Joyriding from that sheeptrack. I remember that Alby and I were flying to Queensland on one occasion and we were at Gunnamulla where there were a lot of claypans. The engine began to_splutter_and we had to force-land on a claypan. We checked the engine but could not find anything wrong. The engine was run at 1800 rpm and everything was good. Exactly 25 minutes later in the air, it spluttered again and, after that, every 25 minutes I would have to look for a claypan. That night in the hotel we talked over this problem and, after a while, Alby said ”I think I’ve got it. There is a vacuum over the tank of the air­ craft -^the airflow causes a vacuum over the little pipe to let air into the petrol tank. This is a little low down and would cause a partial vacuum in the tank, and the .petrol will not flow in the fuel line”. Next morning, we obtained a longer piece of copper tubing and soldered it in the tank. There was no more trouble. The manufactur- ers apparently did not think about these things until troubles developed and the causes had to’be found, A lot of people in country to-wns had never seen an aeroplane and, very often, as soon as the aircraft landed, a school holiday would be declared so that the children could go and see it, If the school. bauDBued to be on the other side of the river from the "airfield”, the children would start to swim across in their eagerness. With the-rough "airfields" there was always a risk of a shift in wind direction^ and a consequent need to land in a direction different from that of take-off. Then it was necessary to tear down the bushes along another path so that take-off could be made into wind. Landing places were sometimes restricted - at one place in Queensland, the onlv area suitable for landing was the courtyard at the rear of the homestead. When landing there, I suddenly saw a telephone line stretched across the approach path - and missed it by about six inchesi Another time, I was piloting a salesman for the Vacuum •Oil Company who had chartered the aircraft for calls to about 150 homesteads. It was very diffiOTlt to land at some of these places when there were trees around them so we had to land on the nearest cart track. I don't know how we got away with it. The people were very hospitable and they would say "What are you doing to-morrow? You Just can't leave today"' - and they would keep us there for a fortnight at tennis matches, etc. All of these incidents during the barnstorming made our life interestingi Then there was the flying school at Mascot, In 193u, Frank Follett and I started Adastra Flying School with tvro D.H. Gypsy Moths fitted with enormous balloon tyres (VH-BOQ and VH-UOR) and the Genairco VH-UHY, a tY/o-seater passenger aircraft for Joy­ riding, The school was very successful and went well until the Depression in 1932, Everybody was a bit hard up for cash in those days. The pupils would come and sit around in the hangar with no money to spend on flying, Frank and^I were drawing our weekly wages out of Adastra's small bank account. Just about that time, Les Holden started a company in New Guinea called Holden's Air Transport which was very successful. He came to Australia for a holiday and, while flying from Sydney to Brisbane in D.H. Puss Moth VH-UFM on 18 September 1932, the aircraft crashed out of control near Byron Bay, NSW. The rear spar or false spar failed and,. I think,, the broke away. Les Holden and the other two occupants were killed. Not long afterwards, his father contacted me in Sydney and said "I don't want to upset you in business, but would you like to come to New Guinea?" I had a talk with Frank Follett and he said "If the Depression lasts, we could not continue to draw two lots of salaries. It may be an idea if we splib up for a while* You go bo hew Guinea - ib is quibe an inber- esbing job”* So I wenb bo New Guinea-and I liked ib* I arrived there by ship because there was no airline then. There was a stri gat Salamaua to which they drove me. was a pretty bare patch of ground, iommy U ea was there when I arrived. He said "You and your wife had better go to Wau now, Put your trunks in the Y(aco and take that. To go to Wau, you go up this valley - the first one: when you get up a bit, turn to the right and you will see the next range of mountains. Wau is Just on the other side . So Vie went up the valley and turned; then up another valley - and I saw a range ahead and climbed. We scraped over the top of this but there was not asight of any toimship, I didn't know it but I was in the valley of the Waria River instead of be­ ing in the Bulolo Valley, There were all sorts of villages beneath us and I was mag- ining bhem as hosbile "villages# I flew around for a while and eTenbually came inbo AaHtSaA# JotlX'HS,! 99 - loTember-December 1966

another valley Yfhioh^ luckily^ was the right one® I saw a number of houses in the dis- taiicee I landed at Wau and taxied to the hangar^ which was built from coconut trees. My wife stepped down and I lifted the trunks from the aircrafts Ihe District Officer came up and asked if there were any of Holden^ s pilots around* I said a,m « but I*ve only just arrived and I can*t find anyone.” He wanted to fly to another area and said Hop in the Avian and 1^11 show you where to go.” I flew him to this place and he re­ marked ”I won^t be long - I just have to make an investigation.” After a while he came back and I asked what he was carrying. He said ”Just a bloke*s head - we *11 take: it and 1*11 try to find out who it was. My wife was still sitting on the trunk when we returned to Wau and she asked me if the object was a coconut. 1 said ”Ho - just a bloke* s head” and she wondered what sort or country this was. And that was first ”freight” flight in Hew Guinea Holden* s Air Transport was using t¥/o D.H,50A*s^ 111-1101 and VH-UQX. D.H.60G VH-UU, D.H.61 VH-UHl ”Canberra”, Avro Avian YH-U:!?, and Waco Model lOT IH-HLY. We-were oper­ ating a busy service and^ at that time^ there were more aircraft flying into Wau ‘ in a day than there were at.Paris (France) or Berlin (Germany). Everything was-;fl^wn in by air and eventually several 2000-ton dredges were carried (in pieces) by aircrkit^^ We: had horse races at Wau and. because there were no roads^ the jockeys^ uhe -bookmakers and the horses were flown there by Junkers G.Sl^three-en^ineci transports. , It was a very successful meetingV - and probably unique to Hew Guinea in being, ofganised that way. We had our own system of navigation in Hew Guinea. Theomountains are- queer shapes so, we would have a sheet of paper marked with each successive range of mountains, that we had to fly over^ arid, each point of the mountains YrQuld-;beimarked with cross as a mide. Then we would follow these crosses until we got-ter our destination.., ;In'19M, Tommy 0*Dea and myself were given the job of finding the HdCarthy Expedition'add pin­ pointing their position'for them* Flying the D.H.5uA*s we found them and dropped food and ammunition. ^ Flying into the highlands' was very interesting. I remember .that I took off in the Waco at one place that was at a level of about SOOO feet and 1 only- just got off the ground - flying around hills that were only three feet- high and. " scraping through the trees at nil flying speed. The altitude and the load were the cause. I had some exciting take-offs at that placei On one occasion^ a D.H. Fox Moth of W.R, Carpenter & Go® was missing and we thought that the aircraft had crashed® For three days we scoured the mountains looking for wreckage. On the fourth day^ all of the searching aircraf-^ - Junkers transports, D«H.50A*s^ and the D.H.61 - were flying in a line when I looked around - and there was the missing” Fox Moth in the formauioni On a flight to Bulolq^^ the pilot had flown above the clouds and missed the airfield; arriving over "an uninhabited part of the southern coast of Hew Guinea with low fuel supply^ he decided to land. Some natives came along and were told to ”Find benzine”. After a few davs he had enough petrol and took off - and that is when he joined our format ion« fie had two Ford Tri-Motors (Ed* Model-4AT-E YB-UDY and Model 6AT-C YH-UTB) and the y were very good, strong aircraft with a large capacity. They had to carry all sorts of cargo - sometimes stacked to the roof with frozen carcases - including ex- plosives. In 1939, I was called up for the RilAF and was instructing on Hawker Demons and CAC Wirraways. I had to do an Instructor's course at Point Cook, Vic., because I Was too old to fly operationally* I went to Richmond first - to ”D” Flighi of No.22 Squadron with Hawker Demons,- and then I was posted to No.l Air Observers School at Cootamundra, HSW, and in 1942 to Ho®2 AOS at Mt» Gambler, SA^ where I was responsible for about 50 Ayro Ansons that were used for air navigation exercises. Then I was posted back to Richmond and, being Station Commander, 1 fleYr any aircraft that I liked - including one of the big transport gliders which were built Tor carrying infantry'by De Havilland Ltd. in Sydney* I arranged for an old to he us.ed as tug* Some- para- troop officers asked^ if they could come in the glider and I agreed* They' climbed in and later one asked yilow far do you think that this will glide from 2000 feet when it is cast off. I said ^Search me - I*ve never been in one before*” The glider had ■ spoilers on the upper surfhce of the wing and, if you wanted a high rate of sink, you lifted a lever^ it was like being in a lift - the aircraft would go down steeply over the fence until you were *nearly sitting on it*, and then you landed. After a period 1 was flown to Hew Guinea to inspect RAAF units and attend to other matters (Ed- He attained the rank of Group Captain during World Y^ar 2). ^ " Frank Follett died in 1950. He had been managing director of Adastra Aerial Sur- yeys Ltd. -which had developed into a large organisation since mv days with the. firm.' 1 went back as general manager and director and stayed with the company until I retired about three years ago. ^ The above article is based on a lecture given by Mr. Hammond at the General Meeting of the H.S.l. Hranch i)f The Aviation Historical Socie*^ of -Aui^tfalia on IS August 1966. Text was prepared ~by J*A. Pryor from a verbatim transcription of ~the lecture ^that was made at the meeting by a E.S.W. member, David Eyre. Some types of World War 1 aircraft that are mentioned in the article are illustrated in the lower part of the photo-pdge. A.H.S.A. Journal - 100 - IJovember^DeGember^ 1966 A WOODWORKER'S EKPERIEMCE IM AIRCRAFT MAMJFACTUEE by J«E, Eogers Mr® Rogers said thaiJ. ha had been apprenticed in the cabinet-^raaking trade in England and before World War 1, worked for the. Sopwith Aviation Co® where^he Imd loiown Har^. Hawfcer® There was little inspection as.- we know it to-day and Mr« ^opwith had told him ”Your work is important - a man*s life depends on itj* In early 1914, he joined the Bleriot Works (a subsidiary of the French firm) who were still making the old designs which were becoming obsolescent. About the end of 1916, he moved to the Fairey Aviat- ion Co, where he worked on high ladders at the Isle of Grain to erect the company’s seaolanes. Later, he was employed by the Whitehead Aircraft Co. but, with the end of the'^Y/ar contracts were terminated and, though ;the company retained its employees as long as possible, he decided to leave and work'for himself. An advertisement in the periodical "Flight" regarding model aircraft brought orders from all over the YYorld so Mr. Eogers and his brother YYent into partnership. In the country, they converted fowl- sheds into workshops and made many models for home and overseas_markets, buo business slackened after some years and, in Ib'E?, he came to Australia with his vrxie and lamily. On the day after arrival in Melbourne, he was employed by De liavilland I^y. Ltd, on assembly of D.H, Moths in their new premises at Whiteman St. The aircraft (^with winffs folded) were towed by car driven by Hereward de Havilland to Lssendon aeroarome for^esting, D,Ii.61 G-AUHM vjas erected also and, on a flight Y/ith five _ passengers to Fhillip^Island, erratic oil pressure readings caused a forced landing in a paduock near CoweA Plough furrows that had been hidaen by grass caused failure of the star- board undercarriage which was pushed info the fuselage* men, including Eogers, repaired the broken longerons, struts am pi wood skin, in aboy a week by use of^a tripod erected over the centre engine to lilt, the aircraft* turns, V Of the D.E.61 overnight, ^vhen the company transferred its operations to Svdnev he was asked to go as foreraan of the woodworking shop but aecided to stay in Melbourne. He joined the Larkin Aircraft Supply Co, who had just received an order for 32 D.H. Gyph Moths to be built for the EAAF under licence,_ He was given the job of designing jigs (under advice fromh'.S, Shackleton, chief designer for the company at the liS ini bAilding them for production of the aircraft. Ifter the. contact was completed, the company had no orders on hand and many employees were dismissed but Mr, Rogers and some apprentices were retained. ;^Hey built a LAsCu-designed glider which had a one-piece wing with a built-up spar and plywood covering. Good flight periormr- ancet weA^lbtained and it was taken to. Tower fiill, near horoit, Y*ere a good soaring site existed on the slope of the crater of an extinct volcano, ihe glider was cairiea on a lorry with the ¥\ring secured on top by ropes,^^but a strong gust of wind snapped the rones ana threw the wini into a nearby paddocic* lie was sent to repair in, and several good flights were made subsequently at Tower Hill. However, LAbCO ceased operations Ind he found employment with the Munitions Supply Board whose factory had a contract f?Sm thVEiii^' fbr repair of wings, ailerons, etc. for Supermarine iiouthampton flying boats. The factory staff knew nothing of aircraft practices and he iound that their YYork had to be watched very carefully, however, inspectors from the .would not accept the components so the work ceased and he found himself ivithout a job. The Deprehion was^affecting the Australian economy and it was an exceedingly difficult period to make a living. He began making model aircraft and parts uantity Abduction of various items. He supplied the Model Docyard Co., , ircraft Co.. Herbert Small Ltd,, and the chain store, G.J. Coles Ltd. As an adjunct AabFMn two Saturday-afternoon "schools" for boys to make models. (M; At this Poinp a mSber A the meeting said that he remembered .the hpgh quality of ,Mr. Roger s work and the pleasure that had been obtained from building the models at that time). fihen conditions improved, he joined the Commonwealth Aircraft Corporation and, among other things, deAgned jigs for production of the Boomerang and had worked on the loS-S of tie CA-4 lombeA^ Mr. R^ers left CAC soon after |he end of World War 2 and returned to the cabinet-making trade in Y/hich he Yvas employed until his retirement several Aars ago. .In closing the talk, he paid tribute to the encouragement and assistance of his wife throughout their married life. The above article is a precis of a talk given by Mr. Eogers at the General Meeting of the Victorian Branch of "The Aviation Historical Society of Australia, on 28 April 1966. Mr* Rogers is the father of the well-known aeronautical draughtsman^ Frank KogerSj over

The upper cart of the photo-page illustrates the first metal model made by Mr. Rogers , in 19l4 for B.C, Eucks (chief pilot for the Bleriot Works at Brooklanas, England) - the wood-grain effect on the wing surface was caused by reflections from the lighting; tne D-.H.6L G-AUHW under repair at .Phillip Island: and tto Lasco Lascoter, a one-off design, in which Mt/ Rogers^flew as observer with.the test piiot, F, Neale, on. a iiight between MelBoume and Geel-oilg, Vic., for calibration of fuel consumption. A.H.3.A. Journal - 101 - Ifovember-December 1966 SUPPLEMEWTAEY MOTES FOR 1966 ___KIMGSFORD______SMITH ME¥IOEIALOn; 25 June, the historic chroT^nmeter that was used for naTie- atuoxi -on^th© trans-Atlantic flight by the Fokker F,VIIR-3m "Southern Cross" ¥H-USU in 1930 was presented to the Kingsford Smith Memorial at nx-isbane Airport, Qld,, by the Irish Ambassador to Australia, Pr. Eion MacWhite, In June 1930, the navigator. Captain J.P. Saul, an Irishman, used the chronometer for the flight from Portmarnock Beach, Ire-I* land, to Harbour Grace, Newfoundland, in 31 hr. 15 min, Saul left the crew in the USA and was presented with the chronometer by Sir Charles Kingsford Smith, The "Southern Cross flew to Oakland in California to complete the first aerial circumnavigation of the world at, and across, the Equator. Capt. Saul had the instrument mounted in an Austral­ ian wood setting and it rested on his mantelpiece in Carlingford, County Louth, Eire, until his recent retirement from the Irish airline, Aer Lingus, On the same day, the Minister for Civil Aviation (Mr. Swartz) announced programme for the Memorial building and the aircraft which will cost a tota The fabric covering of the fuselage will be replaced in situ because, due to heat or humidity, the dope on the fabric is cracking. The copper roof of the building has de­ veloped a slight leak which will be repaired and ventilation will be improved also.

NEW GUINEA NOTES: During May, members of the South Pacific Motor Sports Club in Port Moresby, proceeded with their attempt to establish a war museum. By the end of the month, organisational work had been completed and one aircraft (Lockheed Lightning with number 34 on the tail unit) had been inspected at Lake laraguma and listed for re­ covery, Consolidated Catalina VH-SBY, which was withdrawn from seiwice recently and was to be used for fire practice by the Department of Civil Aviation crews, was bought for 10 cents from Papuan Airlines (who had removed the engines early in the month). In exchange, the hulk of Douglas C-47 42-2395f (it used radio call-sign VH-CHK in Wff2) will be brought to Port Moresby for DCA fire practice - it is unsuitable for restoration now, (see also pages 17-22 of the February 1963 issue of the Journal), On 5 May, the road through Kassam Pass was re-opened (see page 22 of March-April issue) and it was, expected that the accumulation of freight at Lae would be checked. The airlines had been unable to help in nreventine- the build-uc because they did not have spare capacity, Douglas DC-3C VH-AAU arrived in Lae' in mid-May bn charter to Ansett-MAL from Queensland Airlines, DHC Caribou YH-BFC was unserviceable for about half of the month due to lack of spares. Three Pratt & Whitney E-2600 engines had been ordered in 1965 for shipment to New Guinea as spares for the aircraft, Tifhen the Caribou arrived in September 1965, Ansett-MAL enquired about progress with engines and, after some time, were told that they were on the wharf at Sydney from where they would be shipped to ,reach Lae in January 1966 - but/the engines had not arrived, by February. A critical situation arose when an engine failed in the Caribou and a replacement was ob­ tained from Australia. In March, Ansett-MAL was told that the engines were "lost" and it was reported that three replacements were being air-freighted from the USA in April, DEMOLCTIQN OF HANGAB ______AT COODE ISLAND______NEAR MELBOURNE,______VIC < 'the end of October, the last part of the hangar was demolished to permit expansion of heavy industry in the area. The aerodrome at Coode Island had been established soon after World’Ifar 1 about three miles from the city of Melbourne and the factory of the Larkin Aircraft Supply Co. was located there (see page 100 of this issue). Although LASCO ceased operations in the early 'thirties, the aerodrome was used by some light aircraft until about 1940, It was not a recognised airfield after World War 2. VISITORS DURING CORAL SEA WEEK: The following aircraft were noted at Adelaide Airport on 8 May (see also page 42 of Way-June issue) : Douglas VC-118B, 128425 (code on fin - JK); VR-1 Squadron, U.S. Navy, The personal ■transporu for vice~Admiral Ramsey, tihe colour scheme was mauh white upper surface, nat­ ural finish along the centre of the fuselage^ and matt grey under surface# DOUGLAS C-54S 50862 s VP-22 Squadron^ U*S, lavy. Barber^s Point sign-written on fin DOUGLAS C-54R 90404 (code on fin - WZ): YP-22 Squadron (but marked as U,S« Marines)*^ on the rear fuselage were the abbreviations - HEDEON^aff• PAG ^ LOCKHEED P-3A ORIOH 151365 and 151378 (codes on fins - and Q-A respectively) : YP-22 Squadron^ i colour scheme was gloss white upper surface and matt srev White tip carrying emblem of a bird in red, vfhitl and the nose^ ^ white tips on propellers, and codes ' E 12 and E lA respectively on VP-22 Squadron is phased at Barber’s Point, Hawaii. Evidence of EAAF "sienwriters" was a small kangaroo in day-glo paint on the nose of the Douglas VC-118B, and, on the nose- wheel.door of hhe other four aircraft (also in day-glo paint), a small kangaroo - and'the emblems of lo .38(1) Squadron and No.9(UH) Squadron, ...... ' Contributions (top to bottom) by: B. Prove, T, Boughton, K. Meggs, and A, Perkins A.H.S.A. Journal 102 - Wovember-December 1966 AM ADDEM)UM TO "THE COMMOMEAIAH AIECMFT COEFUBAIIOH SABBE” Additional details to the article in the March-April issue have been supplied by Je^in Bennetts The marking for No,77(1') Squadron was a band of GEEEN and white check not red and T/hite (page 29,, paragraph 4, line 7) and the marking of No»79(F) Squadron (which is based at IF'bon - page 32, paragraph 2) wds a Thai cobra on a band across the fin and rudder. However the markings of the two fighter squadrons of No«78 Fighter Wing (Ho®3 and NOs77) in Malaya and No,79 in Ihs-ilahd were deleted in mid-1963. Some units have carried markings on the wing tanks also at various times (and were noted in the years shown below but their use was not necessarily confined to those years) - No, 2(F) OCU - '1965‘ Yellow and black stripes in a triangle No, 3(F) Sqdn, - .1959 Eed band outlined with black No.75(f) Sqdn, - .1961 Black diamonds on a white band outlined with black .1964 Black top hat within the outline of a diamond in black on a white band outlined with black (see photo-page) No«76(F) Sqdn. - (1964) Black panther’s head with red and black striped tail Some details are given below of Sabres that were written-off (page 32^ mraeraph 4) - A94-905 No. 2(F) OCU 14,12,60 (l) A94-y47 No,78 Wing 19.12.63 A94-911 No, 2 OTII 3, 5.55 (2) A94-950 No,78 Wing 26.11.58 A94-917 No, 3(F) Sqdn. 12. 9.57 ^A94-958 No. 3(F) Sqdn. 10, 9.62 ^A94-924 No,75(F| Sqdn. 11. 2.60 A94-961 No. 3(Fi Sqdn. 22, 7,60 4 A94-926 No. 2(F) OCU 17, 2.59 A94-976 No.7?(F) Sqdn. 22. 7.60 4 A94-931 No.75(F) Sqdn. 11. 3.63 -iKAed-S?? No.78 Wing 16. 6.61 A94-935 No,81 Wing 24,10.61 -jhAg^-DSl No.75(F) Sqdn. 25. 6.59 ^A94-937 No. 2(F) OCU 12, 4.60 -^A94-355 No.75(F) Sqdn. 19, 9.64 (5) ?^A94-938 No. 2(F) OCU h, 3.60 (S) -^Aed-SeO No,75!,F) Sqdn. 1.11,61 A94-940 No.78 Wing .15.10.57 KnoTO pilot fata.lity l) To Instructional Airframe No,2 (11.10,61) 2} To components (14.7.55) Collided together in flight 3) To Instructional Airframe (20,7.60) Collided Tfith A94-356 in flight The CAC constructor's number for the prototype CA-26 A94-101 was 1428, THE MOOBABBIN AIR MUSEUM NEWS-SHEEE No. 5 By arrangement with The Australian Aircraft Restoration Group^ the News-sheet for the September-December period is included as a Supplement with this issue. ACKNOWLEDGEMENTS FOE VOLUME VII 1966 : The Journal Editor for the first half of the volume was Kevin McKay and for the second half was John Pryor, David Prossor extracted information for the current register from the official DCA register and John Pryor extracted the information for the past register, Neil Follett prepared the- photo-pages. In the early part of the volume, the monthly notes were prepared by David Prossor and Kevin McKay while, for the larger part of the year, the notes weie prepared in draft form by members of the NSl Branch (Clive Lynch, Neville Parnell and Peter Ricketts) and finalised by the Editors, Kevin McKay typed the text pages for January to June and the remainder of the Volume (including all register pages) was typed by John Pryor, Sorting and enveloping of the Journal was performed by members of the Journal Committee during the year. The Society is indebted to the Department of Civil Aviation for access to the offic­ ial Register, to the Department of Air for details of RAilF aircraft, and to officers of the Archives Division (in Melbourne) of the National Library for assistance. Information for the Journal has also been derived from various Departmental and airline publications and Australian Air Log, The Society th.anks the printer of the text, Mr. M, O'Brien of RoTOrint Services Ltd ,» 3 and of the photo-pages, J.G, Holmes Ltd., for their work in Volume VII. V#e thank the members who have contributed articles, items and notes - their names have been credited in the relevant issues - and trust that a flow of material (short and long) will be developed for publication in the Journal for the benefit of all. EEITEWAL of SUBSCRIPTION; A Renewal Form is enclosed with this issue and should be re- turned, with subscription, to the Honorary Secretary. , Where payment of subscription for 1967 has been received already, the Renewal Form has been endorsed to that effect.

The notes for this issue (pages 85 to 9l) were prepared in draft by members of the NSW Branch; P. Ricketts and N. Parnell (civil section) and C, Lynch (military section). Honorary Secretary: J.A, Pryor, 17 Howard Ave., Mt, Waverley, Victoria 3149, Australia Journal Committee; J.A, Pryor, N. Follett, J, Hopton, I. McArthur, D, Prossor A.HaS.A, Journal Supplement i lovember-Becember 1966 AUSTEALIAN CIVIL REGISTER ADD IT 10 IS AAD DEC"2 Beaver Mk.l 140 10.66 Aprial Agriculture Ltd « B Bankstown^ NSW ADL Bristol Type 170 13193 6.66 Air Express Holdings Ltd Freighter Mk,31 Archerfield Airport, Qld, AGV Eyan ST-M 458 7,66 I. Baillie, Dandenong, Vic, AHO Bell Model 47G-3B-1 6534 5,66 fiotor Work Ltd,, Sydney, NSW AJN D.H,85 Leopard Moth 7021 5.66 C, Adams, Grafton, NSW AMR Beech 65-B80 Queen Air LD320 11.66 NSYi Ambulance Transport Service, Sydney, NSV# AMT D.H,82A Tiger Moth ‘83280 9,66 A. Mather, Kellerberrin, WA ANG Bell Model 47G-3B-1 6558 10.66 Ansett-ANA Ltd., Melbourne, Vic, AQL D.H,82A Tiger Moth 83128 11.66 M, Price, Hobart, Tas. ARC Piper Cherokee 140 20.21446 11,66 Australian Automobile Racing Club, o Sydney, NSW ASV Lockheed Model 12A 1236 9,66 Masling Aviation, Cootamundra, NSW . AVJ Pipfer PA-23-250 27.2004 9,66 Avis Eent-A-Plane Ltd,, Sydney, NSW "t © c AVQ Piper PA-23-250 27.2188 8.66 Avis Rent-A-Plane Lt^,Sydney, NSYf Aztec ■ BEB Call Air B-1 10008 10,66 Aerial Agriculture Ltd,, Bankstoim, NSW BEC Call Air B-1 10014 12,66 Aerial Agriculture Ltd,, Bankstown, NSW BSC DHC-2 Beaver Mk.l 1617 9,66 Benders Spreading Services, Moonah, Tas, BSL DHC-2 Beaver Mk.l 1618 10.66 Benders Spreading Services, Moonah, Tas. CBP Piper PA-23-250 27,2875 11.66 J. Naylor, Julia Creek, Qld. © G CFR Beech A23A Musketeer M983 11,66 Civil Flying Se3rvices, Moorabbin, Vic. CFW Beech V35 Mk.2 Bonanza D8314 11,66' Civil J’lying Services, Moorabbin, Vic, CGB Tipsy T,66 Mk,II Nipper 36, 11.66 G. Anderson, Kandos, NSW CIA Piper PA-32-260 ' 32.343 ° 9,66 Island Airways Ltd,, Pialba, Qld, Cherokee Six CIM Piper PA-24-260 24.4517 10,66 W, Miller, Barcaldine, Qld, Comanche CJF Cessna A188 A188-0068 '11.66 J, Forrest Ltd., Perth, WA Agwagon 300 CKI DH Tiger Moth‘ T020/ 11.66 E. Harbord, ¥, Reed & P. Hutch, Perth, lA CLK Piper PA-30-160 30,1160 11,66 Connellan Airways Ltd •, Twin Comanch . . Alice Springs, N,T. CLS D.H,114 Heron M ,2B ' ' 14067 10,66 Esanda Ltd, & Connellan Airways, Alice Springs, N.T, CML Cessna 310K f^l0K,O072 11,66 Hazelton Air Services, Cudal, NSW CMT ^Beech 65-A90 “Kii^ Ait LJ114 12.66 Barkly Hotels Ltd., Archerfield, Qld. CRH Piper Cherokee 180 28,2824 10.66 H, Connellan, Balranald, NSW DBA Cessna 310C 35781 10.66 J, Doyle, Melbourne, Vic, DDU Mooney M.20E Super 21 1217 11.66 Darling Downs Aero Club, Toowoomba, Qld. DEM Beech V35 Mk.2 Bonanza D8305 12,66 Mactaggarts Primary Producers Ltd,, Brisbane, Qld. DGO Cessna A188 A188-0064 11.66 Hazelton Air Services, Cudal, NSW Agwagon 300 DGP Cessna A188 A188-0066 12,66 Hazelton Air Services, Cudal, NSW Agwagon 300 DHN D.H, 104 Dove Mk.5 04486 9,66 Department of Health, Canberra, ACT DJZ Cessna A188 A18e-0070 11.66 Hazelton Air Services, Cudal, NSW Agwag on 300 DKD Cessna A A188-0112 11.66 Schutt Aircraft Ltd •, Moorabbin,J Vic, Agwagon 300 -DNJ Cessna A188 A188-0100 12.66 Pay & Williamson Ltd • ) Scone, NSW Agwagon 300 DOW Cessna A188 A188-0124 12,66 Hazelton Air Services, Cudal, lOT Agwagon 300 DPG Cessna 180 31088 1.66 C, Parsons, St, George, Qld, DEI Cessna 337A 337.0514 12.66 Drillwell Ltd • J Perth,. WA Super Skymaster DUS Bell Model 47G-5 7833 9.66: Sydney Motor Auctions, Sydney, NSW DUW Cessna 182E 53795 111.66 Aerial Agriculture Ltd,, Banksstown, NSW DUZ Cessna 182C 52539 12,66 Aerial Agriculture Ltd,, Bankstown, NSW DIM Cessna U206A U206-0632 11,66 Catholic Mission of The Divine Word, Wewak, N.G, A.H.S.A. Journal Supplement ii lovember-December 1966

EKA Piper Cherokee 180 28.2753 10.66 Ocean ATiation^ Geelongj Vic. EAO Piper Pai/mee 235 25.3802 11.66 Field Air (Ballarat) Ltd •} Ballarat^ Vic. PCH Piper PA-24-260 24.4527 12.66 Hospital Contribution Fund of Australia^ Comanche Sydney, NSW FGM Beech 95-C55 Baron TE194 9,66 Hawker De HaTilland (Aust.) Ltd «, Yagoona, NSW FIC Piper PA-32-260 32.218 10.66 Flinders Island Airlines, Moorabbin, Vic, Cherokee Six FIS Beech 95-B55 Baron TClOlO 9.66 Bush Church Aid Society, Sydney, NSW FON Snow Commander S-2D 1343]D 9.66 Snow Commander Aust, Ltd,, Archerfield,.Qld FPA Grumman G-164 Ag-Cat 397 6.66 Agricultural ATiation, Wagga Wagga, NSW ; , FVS Bell Model 47G-3B-1 6549 8.66 Helicopter Sales Ltd,, Brisbane, Qld, , GAG Piper Pawnee 150 25.522 12.66 Grasslands Aviation.Ltd,, Albury, NSW GEN Cessna 182J 57032 9.66 G.E, Newton, Esperance, WA GJC Cessna 150G 64549 9.66 Williams Aircraft; Co,, Eockhampton, Qld, GJD Cessna 337A 337-0519 10,66 Williams Aircraft Co., Rockhampton, Qld. Super Skyraaster GKM Cessna U206A U206-0605 9.66 Territory Airlines Ltd,, Goroka, N.G. Super Skywagon GKN Cessna U206A U206-0609 10.66 Territory Airlines Ltd., Goroka, N.G. Super Skywagon GWG DHA Tiger Moth 1285/645 12.66 G.W, Gibson, Sydney, NSW GWL Piper Cherokee 140 28.21949 9.66 Pipeair Ltd,, Moqrabbin Airport, Vic, lAY Piper Cherokee 140 28.21850 9.66 Air Training Ltd., Bankstown, NSW KAL Auster J-5B Autocar 2914 11.66 J, Beckett, Cunderdin, WA EGB Cessna 172H 55098 12.66 Royal Newcastle Aero Club, Maitland, NSW EJH Piper Pawnee 235 25.3751 11.66 J. H. Hubbard Ltd., Wee Waa, NSW KLT Piper Pawnee 235 25.3745 12.66 Les Keys Aviation Ltd,, Dalby, Qld, KOY Cessna T411A 411-0226 9.66 Rex Aviation Ltd,, Bankstown, NSW KPC Piper Cherokee 180 28.2269 5.66 L. & F, Ryan, Quilpie, Qld, KEX Cessna 310K 310K-0128 9.66 Rex Aviation Ltd,, Bankstown, NSW KUA Cessna 150G 65305 12.66 Masling Aviation, Cootamundra, NSW KUB Cessna 150G 65318 12.66 Rex Aviation (Qld.) Ltd,, Archerfield, Qld. EUC Cessna 150G 65329 12.66 Rex Aviation Ltd,, Bankstown, NSW MR Cessna T210T 210Fr0013 10.66 Masling Aviation, Cootamundra, NSW Centurion KVY Cessna 310L 310L-0025 12.66 Rex Aviation Ltd,, Bankstown, NSW KWA Cessna 172H 54959 10.66 Rex Aviation Ltd,, Bankstown, NSW KWB Cessna 172H 54960 11.66 Associated Securities Ltd,, Sydney, NSIT KWC Cessna 172H 54961 10.66 Rex Aviation Ltd,, Bankstown, NSW KID Cessna 172H 54962 10.66 Rex Aviation Ltd,, Bankstown, NSW KWE Cessna 172H 54963 10.66 Schutt Aircraft Ltd,, Moorabbin, Vic. fflG Cessna 172H 54964 10.66 Ross Aviation Facilities, Parafield, SA IWH Cessna 172H 54965 11.66 Rex Aviation Ltd,, Bankstown, NSW KWI Cessna 172H 54966 11.66 K. Clemesha, Zara Station, Hughenden, Qld. KWJ Cessna 172H 54967 12.66 Rex Aviation Ltd., BankstoTO, HSYf KWL Cessna 172H 54968 11.66 Rex Aviation Ltd,, Bankstown, NSW HTOI Cessna 172H 55089 11.66 Schutt Aircraft Ltd,, Moorabbin, Vic, KffO Cessna 172H 55090 11.66 Rex Aviation Ltd,, Bankstown, NSW KWP Cessna 172H 55091 12.66 Masling Aviation, Cootamundra, NSW KWQ Cessna 172H 55092 11.66 Masling Aviation, Cootamundra, NSW E3ME Cessna 172H 55093 12.66 Simpson Aviation, Jaadakot, WA KIT Cessna 172H 55095 12.66 Rex Aviation Ltd,, Bankstown, NSW BTO Cessna 172H 55096 12.66 Rex Aviation (Qld.) Ltd,, Archerfield, Qld, KWV Cessna 172H 55097 12.66 Fisher Flying Services, Warrnambool, Vic, OTC Cessna 172H 55339 12.66 Southbank Aviation, Wollongong, NSW MEM Piper PA-30-160 30.1126 10.66 Moores Earthmoving Ltd,, Bramrton, NSW Twin Comanche ilHP Beech A23A Musketeer M982 12,66 Hawker De Havilland (Aust.) Ltd., Yagoona, NSW' PDA Piper Cherokee 180 28.2808 11.66 Aviation Services (Hardingham) Ltd • a Parafield, SA ’ PHS Cessna 180D 50941 11.66 J, Mann, Caramut, Vic, PON Piper PA-32-260 32,577 11.66 Aviation Services (Hardingham) Ltd « a Cherokee Six Parafield, SA POE Piper PA-32-260 32.553 9.66 Aviation Ltd,, Tamworth, NSW Cherokee Six A.H.SeA. Journal Supplement iii Noirember-Dec ember 1966

PPA Piper Pawnee 235 25.3770 12.66 Marsden Air Spread Ltd.^ Blayney^ NSYif PPB Piper Cherokee 180 28,2832 12.66 Ansett General Aviation Ltd,^ Bankstownj IJSW FPD Piper Cherokee 235 28.10652 12.66 G, Sheehan & Sons3 Cummings. SA PPE Piper Cherokee 180 28.2792 12.66 Tfestavion Ltd, ^ Jandakot, I'A PUQ Grumman G-164A Ag-Cat 423 ; 10.66 Aerial Enterprises Ltd., Archerfieldj Qld, PUX Piper Cherokee 180 28.2828 I 10,66 TAG Aviation Ltd., Archerfield, Qld. FUY Piper Cherokee 180 28.2241 Q,66 Royal Queensland Aero Club, Archerfield, Qld. PYZ Piper Cherokee 235 28.10632 10,66 Ansett General Aviation Ltd,, BankstoTO, NSW EXC Cessna A188 A188-0123 11.66 Masling Aviation Cootaraundra, ISW Agwagon 300 EXD Cessna A188 A188-0015 11.66 Rex Aviation Ltd,, Bankstown, NSFif Agwagon 300 EXE Cessna D206A U206-0610 8.66 Simpson Aviation Ltd,, Jandakot, WA Super Skywagon EXG Cessna TU20BA U206-0637 10,66 Jamieson Bros., Bendoc, Vic. Super Skywagon EXH Cessna 150G 65151 11.66 Dr, A. Jones, Stratford, via Cairns, Qld. EXI Cessna 150G 65163 11.66 Southbank Aviation, Wollongong, NSW EXJ Cessna 150G 65174 12.66 Masling Aviation, Cootamundra, NSW EXK Cessna 150G 65184 11.66 Fisher Flying Services, Warmambool, Vic, EXL Cessna 150G 65185 11.66 Schutt Aircraft Ltd,, Moorabbin, Vic, EXM Cessna 150G 65186 11.66 Fisher.Flying Services, Warmambool, Vic, EXE Cessna 150G 65191 11.66 Royal Aero Club of WA, Jandakot, T^A EXO Cessna 150G 65192 12.66 Scnutt Aircraft Ltd., Moorabbin, Vic, EXP Cessna 150G 65195 12.66 Eossair Ltd,, Parafield, SA EXQ Cessna 150G 65197 12.66 Schutt Aircraft Ltd,, Moorabbin, Vic, EXE Cessna 150G 65198 11.66 Royal Aero Club of TsA, Jandakot, WA E2B Cessna 150G 64545 9.66 Masling Aviation, Cootamundra, NSW EZC Cessna 150G 64546 9.66 Hunter District Flying School,^ Cessnock, NSW EZD Cessna 150G 64547 9.66 Schutt Aircraft Ltd,, Moorabbin, Vic, EZE Cessna 150G 64548 9.66 Eoss Aviation.Facilities, Parafield, SA EZG Cessna 150G 64550 9.66 Rex Aviation (Qld,) Ltd., Archerfield, Qld, EZH Cessna 150G 64551 9.66 Schutt Aircraft Ltd., Moorabbin, Vic, EZI Cessna 150G 64552 10.66 Schutt Aircraft Ltd,, Moorabbin, Vic, EZJ Cessna 150G 64553 9,66 Masling Aviation, Cootamundra, NfflT EZK Cessna 150G 64554 9.66 Rex Aviation (Qld,) Ltd., Archerfield, Qld, EZL Cessna 150G 64555 9.66 Rex Aviation Ltd,, Bankstown, NSW EZM Cessna 150G 64556 9.66 Royal Aero Club of WA, Jandakot, WA EZQ Cessna 150G 65258 12,66 Rex Aviation Ltd,, Bankstown, MSW EZE Cessna 150G 65263 12,66 Masling Aviation, Cootamundra, NSW SEX Piper PA-30-160 30.1007 9.66 Aircraft Rentals Ltd,, Sydney, NSW Twin Comanche B SNB DHA Dragon 2002 10.66 NSW TEC Beech V35 Mk.2 Bonanza D8180 8.66 ^yrIPi!eof?f?a-Co ,. Sydney, NSW TGR DHC-6 Twin Otter 006 10.66 Australian National Airlines Commission, Melbourne, Vic, TGS DHC-6 Twin Otter 008 12,66 Australian National Airlines Commission, Melbourne, Vic, THH Piper Cherokee 140 28.21957 10.66 Train-Air Ltd,, Moorabbin, Vic, - TNT Piper Cherokee 180 28.2640 12,66 E, Pitt, Melbourne, Vic, TOM Piper PA-23-250 27.3211 10.66 T,A, Barrett Ltd • i Orange, NSW Aztec C TOE Auster J-5G 2928 9.66 Austerserve Ltd,, Bankstown, NSW Cirrus Autocar TED Transavia PL-12 Airtruk 601 12.66 Dutton's Aerial Sowing Ltd • 3 Glen Innes, NSFif Previous Identities; CGB ZK-CAP, VH-CGB, FIS N5705V TGE N12706 AAD VH-AAL, VH-SMC OY-AEE(NTU) GAG N6369Z TGS N12708 ADL VH-ADL, APr-Ap, CJF vh-djw(ntu) GEN N2932F TOM N6027Y S4438(Mk.31M), CEI VH-DHH, VH-BWp, GJC VH-EZF(NTU) TOE VH-T0R(J-5B), G-18-185 - A17-670(Mk.Il), GJD N5419S VH-DYY, ' AGV VH-AGV, S50- Dx— GWG il7S4fe(Mk.2) G-AJYY AJN VH-AJN^ VH-URK CLK N8076Y Am N7808L CIS VT-DHE KAL VH-KAL AM VH-AMT, VH-SSD. CML N6972L KGB VH-KWS(KCU) VHr-ALX, T556l(tk.II) CMT VH-FBK(NTU), KOY N3226R AQL VH-AQL, T536l(Mk.Il) N890K KEX N70?8L AEC N4685E 1 DBA N6681B EVY N2225F AEX N8872D ASV VHrASV, VH-TLX, DEM N4845J MEM N8033Y DHN G-ASMX, PH-ION PHS PK-MPA VF-DMC, VH-ABH DPG AVJ N104KC VH-DPG FUQ N902X DEI N5414S SEX N7917Y AVQ N5152Y DUW N9395X CBP N5751Y DUZ N8639T SNB VH-SNB, VH-ASK, A34-13 CFW N4846J FGM N7935M TEC N5640S AjH«S,A. Journal Supplement iv NoTember-December 1966 PROBABLE WRITE-OFF

5sll,66 VS-FAR PIPER PAWHEE 2.35 During spraying operations near Deano Vic « 3 the aircraft struck power lines and crashed into“the girounds The pilots B« Richard^ was not injured but the Pawnee was extensively damaged, 5»11,66 VH-GLE SCHlffilDER ES-52 KOOKABURRA; During a winch launch at Inverell, MSVS, the cable broke when une gxiuer naa reaciaed an altitude of 150 feet, A turn was at­ tempted but the aircraft stalled and crashed. The instructors I. Turners was not in­ jured but the pupil sustained a broken leg and the glider was badly damaged. 7,11*66 VH-CCB GRUMAN G-164 AG-CAT: In deteriorating weathers "the aircraft enter­ ed cloud and collided vj-ith the 200 feet mast of a radio sxation at Drayton, near Too- woombEs Old® The Ag-Cat crashed into the ground and the mast collapsed. The pilot, J, Millar, was seriously injured and the aircraft was wrecked, 8,11»66 VS-CMU‘ CESSNA 336 SKIMMER: The pilot, H. Rondorf, abandoned the take-off at Madang, N»G. when he heard a loud noise and"noted a loss of power. The rear pro­ peller had broken from the crankshaft and severed one tail boom as it fell away® ^15® 11®66 VH-BAJ CESSNA 180D; The aircraft stmck a tree on high ground that was shrouded with low cloud near Blayney, NSTif, and crashed* The pilotj L, Lloyd^ and the passenger were killed and the aircraft was wrecked, 15,11*66 VH-BUT CESSNA 182A! The aircraft departed from Adavale, Qld.^ at 11 pm on a moonless night without the aid of lighting and, in turning'to starboard^ lost altitude, A steep climb followed and then the aircraft crashed to the ground. The Dilot, L, Butler, who had limited experience, was killed and the aircraft was wrecked by impact and subsequent fire. 19,11.'66 VH-KAM AUSTER J-2 ARROW; The aircraft crashed into the surf at Fraser Is­ land, off the south coast of Queensland. The pilot, D, Walter, was seriously injured and the Arrow was badly damaged, 21.11.66 VH-UWA CESSNA 150s The pilot attempted a precautionary landing on a dis­ used airstrip at Beermullah, WA, but the wing struck a tree and the aircraft overturn­ ed, The pilot escaped with minor injuries but the aircraft was badly damaged, 22.11.66 VH-El'H CESSNA 18EA; lihen the engine lost power in flight, a forced land­ ing was made on the airstrip at Burndoo Station, NSW, but the aircraft landed short and the nosewheel was broken. The pilot, K. Selwood, and .two passengers were not in- ■jured, but a fire which started shortly after landing caused extensive damage. 25.11.66 VH-AIO FAIRCHILD F,24W-41A ARGUS; Following loss of power, a forced-land­ ing was attempted on a beach at Trimouille Island, WA (near the Monte Bello group;. The aircraft overturned into the sea but the pilot, A. Tonkin, and the passenger escaped without injury. 28.11.66 VH-MOO PIPER PATfilEE 235; Y&ile engaged on spraying operations about nine miles from Wee Waa, NSW, the aircraft struck a drag-line unit used on nearby irrigat­ ion channels and crashed into the ground. The pilot, G. Brady, was seriously injured and the -Pawnee was wrecked by impact and subsequent fire. 4.12.66 VE-RWA CESSNA P2C6 SUPER SEYWAGON; When the throttle, linkage failed, the pilot, M, Yeo, made a forced landing on a sports oval in Shelton Park at Perth, WA. The Super Skywagon overturned and the rear fuselage was badly damaged. The pilot and three of the five passengers suffered minor injuries (see also page 87 of this issue;, 8.12.66 VH^UFW BEECH V35 Mk,2 BCNANZA; Due to engine failure, a forced landing was made in a rough paddock near Alice Springs, N,T. The aircraft overturned.and was badly damaged. The pilot, R. Honnor, and three passengers suffered minor injuries. 1C,12.66 VH-AHF BELL MCDEL 47G-2; While engaged on a flight for preparation of a television film about Sydney, NSW, the tail rotor failed and the helicopter crashed, out of control, into the roof of a building near Circular Quay. The pilot, J, Ral^.i and two passengers were killed and the aircraft was wrecked. The interior .of the - building was damaged but no one was injured (see also page 87 of this issue;. 10.12.66 VH-BVM CESSNA 185B SKYWAGON; The aircraft was damaged in an accident at Katbaka in West Irian and the pilot, G. Reedef^-was seriously injured. 25.12.66 VH-MOB VICTA AIRTOURER 100; The aircraft struck power lines about 12 miles from Wycheproof, Vic,, and crashed into a tree when the pilot, L, Hornsby, at- tempted to land into paddock. The pilot and passenger escaped serious injury but the Airtourer was extensively damaged.

*13.11,66 During the riiccht, a fire gutted the interior of a hangar at Roma Airport, Qld., and total damaga.was estimated to cost p7C,000. Three aircraft in the hangar were wrecked by the fire,-but the fire was checked from spreading to an adjacent hangar from which four aircraft wer^ ’"amoved to safetv. The three aircraft that were damaged extensively were; VH-C^ CE^Na'^^IOA^^^^^^^ VH-WWL HAVICN RAHGEMASTER G A•H#S•A# Journal Kov-December 1966 RWA to EWZ Supplement :i

A Cessna 172 46069 12.58 2.63 EC 18. 2.63 to VH-PHV B Cessna 182A 34808 5.58 C D Cessna 172 46156 12.58 12.60 CR 28.11.60 into sea near Cervantes Is., WA E F Cessna 172A 46869 12.59 12.64 EC 26.12.64 to VH-STO G Cessna 172 49044 11.64 H Cessna 172D 50017 1.66 I D.H.C-1 Chipmunk Cl-0684 12,62 6,63 EC 21. 6.63 to VH-FLC J Cessna 172A 46812 1.66 K Cessna 150B 59567 2,63 L Cessna 182A 51011 4.58 8,63 EC 9. 8.63 to VH-RYS M Cessna 150B 59495 5.62 N Cessna 150A 59158 12.61 0 D.H.C-1 Chipmunk Cl-0074 12.58 8.61 SA 21. 8,61 to Indonesia P Cessna 210 573gJ 7.60 2.65 EC 24. 2.65 to VH-RLI Q E Cessna 150A 59155 8.61 S T Cessna 150A 59156 8.61 TJ Cessna 337A 337-0367 8.66 Super Skymaster V W X Cessna 182G 55255 1.65 y Cessna 182F 54532 5.63 Z Cessna 182E 53883 6.62 9.66 EC 13. 9.66 to VH-CKZ

A(2) Cessna P206 206-0101 7.65 12.66 CR 4.12.66 Perth, WA Super Skywagon 1(2) Cessna 150F 61851 1.66 L(2)'Cessna 210-5 205-0187 8.63 0(2) Cessna 182C 5 2 908 10.61 7.65 EC 9. 7.65 to VH-CKO 0(3) Cessna 150G 64556 10.66

G VH-CBW N VH-EHS A(2) VH-DNC H VH-EYZ 0 WB634 (T.IO) 1(2) VH-EGZ I YH-RD¥lf, WP792 (T.IO) u. VH-EZT, N6367F 0(2) VH-WFZ J VH-CXN, 1172121 X VH-DKC 0(3) VH-EZM K VH-DBR z VH-EBQ M VH-EBS A.H.S.A. Journal EXA to EXZ Nov-December 1966 Supplement 2

A Cessna U206A U206-0605 KTU . 66 Became VH-GKM Super Skywagon B Cessna U206A U206-06oy MTU ,66 Became VH-GM Super Skywagon C Cessna A188 A188-0028 11.66 Agwagon 300 D Cessna A188 A188-0015 11.66 Agwagon 300 E Cessna U206A U206-0610 8.66 Super Skywagon F Cessna U206A U206-0611 8.66 Super Skywagon G Cessna TU206A TU206-0637 10.66 Super Skywagon H Cessna 150G 65151 11.66 I Cessna 150G 65163 11.66 J Cessna 150G 65174 12.66 K Cessna 150G 65184 11.66 L Cessna 150G 65185 11.66 M Cessna 150G 65186 11.66 I Cessna 150G 65191 11.66 0 Cessna 150G 65192 12.66 P Cessna 150G 65196 12.66 Q Cessna 150G 65197 12,66 E Cessna 150G 65198 11.66 S T

U V W X Y Cessna 310K 310E-0113 5.66 6.66 EC 23. 6.66 to VH-ECG Z

T N3401L Y N7013L A.H.S.A. Journal HoT-December 1966 EYA to RYZ Supplement 3

A Cessna 210-5 205-0109 2.63 5,63 RC 31, 5.63 to VH-DMC B Cessna 210-5 205-0195 8.63 C D E Cessna 150C 59770 12.63 F Cessna 210-5 205-0141 2.63 12.66 RC 6.12.66 to VH-ECC G Cessna 210-5 205-0105 1.63 H Cessna 172D 49819 1.63 I Cessna 172D 49847 2.63 J Cessna 172D 49917 5.63 5,64 CR 3.10.63 Yalda Downs Stn., ISW K Cessna 172D 49795 1.63 L Cessna 172D 49789 2.63 6.65 RC 17. 6.65 to VH-IAG M Cessna 172D 49791 3.63 N Cessna 172D 49836 3.63 0 Cessna 172D 49932 2.63 3.64 RC 2. 3.64 to VH-RIF P Cessna 172D 49912 3.63 Q Cessna 172D 49853 3.63 R Cessna 172D 49952 5.63 6.63 RC 15. 6.63 to VE-SWB S Cessna 182A 51011 8.63 T Cessna 182F 54551 5.63 U Cessna 172D 49937 4.63 V Cessna 172D 49922 4.63 W Cessna 210-5 205-0202 5.63 5.63 EC 20. 5.63 to VH-SMK X* Cessna 336 Slsymaster 336-0023 11.63 Y Z Cessna 172D 50017 5,63 1.66 EC 7. 1.66 to VH-EftFI

S VE-EWL X H1723Z A.H.S.A. Journal EZA to RZZ Nov-December 1966 Supplement 4

A bake bA—4 304 7.65 B Cessna 150G 64545 9.66 C Cessna 150G 64546 9.66 D Cessna 150G 64547 9.66 E Cessna 150G 64548 9.66 F Cessna 150G 64549 HEU ,66 Became VH-GJC G Cessna 150G 64550 9.66 H Cessna 150G 64551 9.66 I Cessna 150G 64552 10.66 J Cessna 150G 64553 9.66 £ Cessna 150G 64554 9.66 L Cessna 150G 64555 9.66 M Cessna 150G 64556 9.66 10.66 EC 21.10.66 to VH-RWO I 0 Cessna 337A 337-0366 7.66 Super Skymaster P Q Cessna 150G 65258 12.66 R Cessna 150G 65g63 12.66 S T Cessna 337A 337-0367 7.66 8,66 EC 31. 8.66 to VH-EWU Super Skymaster U Y W X Y Cessna 337A 337-0322 4.66 11.66 EC 21.11.66 to VH-ECY Super Skymaster Z

A N1142L 0 N6366F T W6367F Y E6322F The M00RAB3IN AIR MUSEUM news-sheet . No. 5.

Museum progress September - December 1966

Air Force Week Bisplay.- To mark the commencement of Air Force Week the Comiaittee decided to hold a display at the Museum on Sept. 11th. Apart from the normal Museum exhibits a large selection of aircraft components were displayed. These consisted of several aircraft engines, instrument panels, the partially restored Tiger Moth and a large selection of photos of RAAF aircraft. As a result of pre-display publicity an estimated crowd of two thousand vie?;ed the display. It is hoped to make the display an annual event. Tiger Moth Progress. Since the Tiger Moth was returned to the Museum, work has been slowly progressing on it and on 6th, Sept, the engine and propeller were fitted to the aircraft. As a result of recent newspaper publicity about the Museum vie were given a collection of Tiger Koth parts by a Mr. Foster of Box Hill. The parts consisted of a fuselage, a complete v;ing, several control surfaces, and various sundry items such as flying wires and inter-plane struts. Several of the parts v;ill replace missing or damaged parts on our own Tiger, The parts were collected on 23.10.66 by members Roland Jahne, Ross and Gary Williamson, Ian Roberts and Neil Follett. PeHavilland Vamnire F.B.______31 A79-422. During August the Manager of the Lord Mayor's Childrens Camp at Portsea, Vic., lir. Price, advised us that the Vampire, A79-^22, was up for disposal and that if we were interested he would recoKunend to the Camp Committee that aircraft be donated to us. Inspection of the aircraft on 17.9«66 revealed that a large hole of approximately one foot diameter had been kicked in the port fuselage, no glass in the windshield, the D. F. loop blister smashed, most fairings and wingtips badly dented and the main wheels canopy and flaps missing. Fort­ unately the canopy \ifas located at a nearby residence and a spare windshield assembly and flaps are amongst the Vampire parts on hand at the Museum. Removal of the aircraft vias arranged for the weekend of 24/25th. Sept * » and members Dick Hourigan, Dave Prossor, Bob. vvills, Neil Follett, Ian Roberts, Peter Medwin and John Marion duly arrived to do the job. work began on removing the tail booms and empennage as one unit and at the same time the rear tail cone and exhaust pipe were removed. First att­ empts at lifting the wing and fuselage with the engine still intact result­ ed in the breakage of one of the trestle legs. Attempts at jacking-up the aircraft also failed. Repairs to the trestle were then effected and the aircraft, apart from the tail booms was loaded onto to the trailer by 11pm. iin early morning start back to Moorabbin the next day was frustrated by the truck refusing to negotiate the 35 degree hill on the unmade road out of the area, even with the assistance of a Holden and a Morris MinorJ However a four wheel drive tow truck from nearby Sorrento saved the day and departure was made at 10.15am with the l8 feet wide load in tow. On the follov/ing Saturday members Dick Hourigan, Pat and Dale Capron, Peter Medwin and Neil Follett, with the assistance of visiting Adelaide enthusiast Geoff. Goodall, returned to Portsea to bring back the tail booras trestle, engine cowls and other pieces of equipment. Overalls for Members. Following approaches to the manufacturers by the Committee, we were made a donation of 12 pairs of white 'Yakka' overalls for members to wear while working at the Museum - a donation most apprec­ iated by regular attending members. Recovery______of Kittyhav/k'______A29-33 Further to the details in news-sheet No. 2 the aircraft was owned by a Ih:*. B» Lang at Beeac,, which is about 12 miles from Golac, Vic* ., who bought it for £24 from Vverribee in the late 1940Ls. As fearedj the wings were sold for scrap about four years ago. Roland Jahne and Ian Roberts visited Beeac on 20.11.66 to make final arrangements for the collection of the aircraft after Mr. Lang had donated it to us. Saturday 10th. Dec. v/as the date set to collect it and Dick Hourigan, Roland Jahne, Ian and Graeme Roberts, John Marion, Ian Soy],e, Bruce Robertson, Ross Vi/illiaroson and Heil Follett arrived in mid-morning to begin loading operations. The Allison engine was first loaded and sec­ ured onto the truck, after which the fuselage was man-handled onto the trailer, several items, previously thought to be missing, namely one engine rocker cover, carburettors, main undercarriage legs and various cockpit fittings were located in a nearby shed and were loaded into Ian Royle’''s jc trailer, together with the throttle quadrant, liberated from a nearby tractor, for transportation back to Moorabbin. Due to its condition the aircraft will be stored until such time as the necessary items to complete it are located before any work will commence on the aircraft, although the Allison engine will be suitable as a separate display piece. Griffon______Through Engine. the efforts of a Mr. J. Yella, a Griffon po?/er- plant from a Fairey Firefly aircraft, was donated to us by the Footscray Tecnnicax School, for a .nominal fee of two dollars. The engine, m.ounted on a mobile stand, m'as collectedoa 17*12,66 and makes a welcome addition to the static display at the Museum, It is not known which aircraft the engine came from, but the squadron code number I 205 appears on the front cowl. Mecrror r.sseably Completed. The rear fuselage was fitted to the aircraft oa 1*5.66 and most of the next month was spent repairing and fitting the tail assembly. After this minor components were fitted. Such items as the centre-section leading and trailing edges, flaps, fillets, undercarriage doors and engine air intake , the leading edges of which 'were re- fabriced, un lltii. lept. the port wing ?/as fitted and Ithe aircraft towed' to its display position in the Museum, while work continued on it and the starboard wing which was I’e-fitted on 16.10..66. Minor work, like de-rust­ ing and priaing screws, repairing small dents and fitting the exhaust pipes and tail cones continued until the present time ; v/hen the aircraft awaits re-painting. Gpray fainting_E'quipment. During November V7e invested in a petrol driven a3.r compressor and a high pressure spray gun. The 6 cu. ft. per min. com­ pressor will be a valuable investment for apart from spray painting the unit can be used to'inflate tyres,, with a vacuum cleaner attachroant, and to operate an air drill and rivfst gun.

At the a.a.R.G. Committee meeting on September 6th. 1966, it was made offic ial policy that the A,.,i A ..R.G, as a body i-s opposed to the gob- cerjt that aircraft should be grounded pur^aly because they are of his-ccae- ical .i.nterest. Such aircraft, if t'ne.y are airworthy, cc.nform to all ztiinderdcj an." hava cwnero prepared co .oainiain tbeai in safe fij'.'- ing condition IK ALT.3lR;.LI.i^ 3>S'euld •.rue * long as poBsxblac

1 4 TB x£> is comt;.iled by th® nilBG and ie publisliei ■3B Ajstcrrcal society of austr'alia. Any enquiries are welcome and should be addressed to : Hon, Sec. AAEG, Box 1765Q, F.O. Elizabeth St., Melbourne, Vic, A.H.S.A. JOUifAAL Supplement KGV3.;32,;-DiiiCAI'.lBiit I966

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