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iiiiii NOTES MONTHLY NOTES MONTHLY London-bound. Never before had Qantas carried so many passengers in a single day's operations to the British capital. The record uplift was made possible CIVIL by the operation of a special supplemental 747B flight which served London before proceeding on to Montreal as a charter to pick up the Pilots of a Fokker Friendship flying from Sydney to Broken Hill ^ustralian Olympic Games team. in the far west of New South Wales temporarily lost control of the aircraft On board the supplemental flight from Sydney were 406 passen­ when a heavy flight manual fell from its compartment behind the captain's gers. A Qantas jumbo has a maximum of 398 seats, but the passenger seat and jammed a gust lock lever, locking the controls. The Friendship, complement on the flight included infants who did not occupy seats of operated by the New South Wales intra-state carrier. Airlines of New South their own. The two other flights which departed for London on Sunday Wales, fell almost 3200 m (10,500 feet) in a right-hand spiral before the carried over 520 passengers to London and over 140 to Frankfurt. pilots found the manual and released the gust lock lever to regain control. VH-BRH Sikorsky S-61N c/n 61748 Ansett Airlines of Australia Gust lock levers are used to prevent sudden movements of rudders and arrived at Melbourne Docks by ship of 10 August from the United States. flaps in strong winds. The incident happened on 19 May as the aircraft It was taken by road to Commonwealth Aircraft Corporation, Fishermens was flying over Parkes in New South Wales. The Australian Department of Bend where it was assembled and flown to Tullamarine the following day. Transport is holding an inquiry. On 24 August it departed Tullamarine for its base in Gladstone, Queens­ Air Tasmania who took delivery of Navajo Chieftain VH—WAG on land. VH-BRI Sikorsky S-61N c/n 61242 Ansett Airlines of Australia 24 June have returned the aircraft to its previous owners as it was found was noted at Tullamarine on 15 September being modded to the same unsuitable for Air Tasmania operations. It was announced on 24 August standard as VH—BRH. that Air Tasmania had ordered a Nomad 22 which is to be delivered in VH-TGW Twin Otter 200 c/n 120 Trans Australia Airlines was late September. withdrawn from service on 15 August at Mackay and the following day was VH-RMR Boeing 727/77 c/n 19253 Ansett Airlines of Australia ferried to Brisbane. There the aircraft was to be prepared for sale to was withdrawn from service at Tullamarine on 30 June. On 9 September Maslings Airlines of Cootamundra. On 18 September, VH—TGW with its it was rolled out with all Ansett titling removed sporting an all red tall and T.A.A marks removed and the white "T" on the tail removed was flown black nose. On 13 September it was test-flown as such and departed Brisbane-Tamworth-Sydney where it was handed over to Maslings Airlines. Melbourne, Tullamarine on 21 September still as VH—RMR for Noumea, The aircraft was then flown to Cootamundra for pre-service mods before Pago Pago, Hilo, Los Angeles and Miami. The aircraft has been sold to entering service with Maslings. World Airv«,'ays, Oakland, California. Trans-Australian Airlines has leased one of its 200 series Boeing 727 aircraft, VH—TBL c/n 20951, to Iran Air for 12 months. TAA's general manager, Mr. Lyn McKenzie, said an aircraft became available for lease MILITARY after the withdrawal of a 727 from service at the start of July because fewer passengers used domestic flights. Mr. McKenzie said the lease meant the aircraft would not be left idle in Australia where it could not earn Three Royal Malaysian Air Force navigators and eight Papua New Guinea revenue. In Iran the aircraft would be flown by TAA pilots and maintained Defence Force pilots were among 26 graduates from four flying courses by TAA engineers. He said the lease would provide additional income for reviewed by the Australian Minister for Defence, Mr. Jim Killen, at a special TAA and work for eight pilots, four flight engineers and eight licensed parade at the Royal Australian Air Force base at East Sale, Victoria, on 20 aircraft maintenance engineers at a time when the amount of flying being May. The other graduates were six RAAF air electronics officers, five RAAF done in Australia had been reduced. navigators and four Royal Australian Navy observers. It was the first time trainees of four flying courses had graduated together. The lease was signed in Tehran on 22 July after several weeks of negotiations, and the 727 was flown to Iran on 26 July carrying spare The Australian Government would spend more than $A12,000-million parts valued at $A250,000. The aircraft will be transferred to the Iranian on defence during the next five years to give the country "a credible defence civil aviation register for the period of the lease. Before being flown to capacity", the Minister for Defence, Mr. Jim Killen, said in Parliament on Iran, the 727 was repainted in Iran Air colours and seating was altered 25 May. There would be an immediate increase in the level of Service to accommodate 10 first-class passengers and 137 economy-class passengers activities, including more flying hours for the Royal Australian Air Force, in accordance with the requirements of Iran Air. The jet will be used on Royal Australian Navy and the Army. Mr. Killen said a White Paper on Iranian domestic and regional services. defence would be tabled in Parliament in the August Budget session. Re­ equipment projects under the program are expected to include a replacement Qantas, is to buy three more Boeing 747B jumbo jets at a total for the RAAF's Mirage 1110 fighter. The RAAF is understood to be cost of about $A117,000,000 including spares and equipment. The three impressed with the U.S. McDonnell Douglas F-15 Eagle, a twin-engined new aircraft will bring the Qantas fleet of 747B's to 15, making it the Mach 2.5 air superiority ground attack fighter, with a range of about 4828 biggest operator in the world of the improved B version of the Boeing 747. km (3000 miles). The F-15 is in service with the U.S. Air Force and has also The Australian Government's approval of the purchase was been bought by Israel. announced by the Minister for Transport, Mr. Peter Nixon, on 27 July. Mr. Nixon said Qantas had reported increases in passenger and cargo loads An RAAF Mirage 1110 crashed on approach to Butterworth Air Force in recent months and was predicting a sustained growth rate in the 1977-78 base on 8 June 1976. The pilot Flying Officer Malcolm Hurmain ejected Australian financial year when the new aircraft would be introduced. from the aircraft and suffered back injuries. Qantas would take delivery of the three aircraft on 1 September, 1 Novem­ A 17-man reconnaissance party left Fairbairn Royal Australian Air Force ber and 1 December next year. The first and third aircraft would be the base, Canberra, by RAAF Hercules transport aircraft for the Middle East on usual passenger 747B's which Qantas was now using, but the second aircraft 10 June to assess support needs for Australia's contribution of four RAAF would be a Combi, the combined passenger-freight version. The Combi Iroquois helicopters to the United Nations Emergency Force (UNEF) in has a large rear cargo door, giving access to the main deck which is specially stressed and fitted with a power-driven roller system for the loading of the Sinai Desert. containers up to 6.1 m (20 feet) long. Passengers are accommodated in the The Australian Minister for Foreign Affairs, Mr. Andrew Peacock, said on forward section. The Combi can carry up to 28.8 tonnes (t) of cargo 31 May that Australia would provide the helicopters with crews and maint­ including items that would not normally fit into the usually underfloor enance personnel to support the UNEF in the 11 655-km2 (4500-sq. mile) holds, as well as 267 passengers. A usual 747B carries 11.2 tonnes of cargo Sinai buffer zone between Israeli and Egyptian forces. and 398 passengers. Led by the RAAF's director of operations. Group Captain Edward Mr. Nixon said the three new 747B's would enable Qantas to Arundel Radford, of Canberra, the reconnaissance party will have talks expand its services on existing routes, extend its bulk cargo operations and with UN officials at the UNEF headquarters at Ismailia, on the west bank retire additional 707 aircraft from its fleet. The 747B's would also be of the Suez Canal. It will examine operational and engineering needs and used on new routes when traffic increases. assess accommodation, messing, health and welfare needs. The party com­ prises 14 RAAF personnel, an Army signals expert and two civilian members Qantas uplifted record loads of London-bound passengers out of of the Department of Defence. Australia on Sunday 1 August. Two regular scheduled 747B flights and one special supplemental service left for London with a total of 1,077 Mr. Peacock said the helicopter contingent would serve in the Sinai area passengers from Sydney, Melbourne and Perth. Qver 920 passengers were for two years and would consist of about 45 men. Timing of the deployment ------continued on page 18 2 smnitw^ a.. li . s . 1 HSA-JOURNAL

VOLUME 17, NUMBER 4 SEPTEMBER/OCTOBER 1976

TABLE OF CONTENTS Page PRESIDENT ELECT MONTHLY NOTES ...... 2 I. D. McArthur TUGAN GANNET (Part 1) . 4 HONORARY SECRETARY ELECT PHOTO ALBUM...... 12 W. DONOVAN LOCKHEED VEGA - VH-UVK . 15 ******************** *** TREASURER ELECT WANTED FOR FORTHCOMING JOURNALS BRONWEN HIRST 1. Wanted for a series of Journal Articles on Australian civil registered SUBSCRIPTION SECRETARY .Catalinas, photographs of the following aircraft; M. MADDEN VH-EAW, WMS, BDQ, BDP (and in later Indonesian markings Rl-005), BDY, EBA,

'k-k'k-k-k-k-k-k'k-k EBB, BRA, BRB, BRI, AFK (Ferry markings) and N68740. Also photographs of Membership is for one full calender General Aircraft ST18 Monospar G-AECV “Grovdon” that visited Australia in year commencing March 1st. Annual September 1936. membership fees of $10,00 (Austral­ 2. Photographs of current aircraft or aviation events to complement Monthly ian currency) will be due for renewal Notes. during February each year. 3. Photographs for “PHOTO ALBUM“.

Published by: Aviation Historical Please address material to The Editor through the Society P.O. Box. Society of Australia Limited, P.O. Box 212, Footscray, Vic., 3011, INFORMATION FOR AUTHORS - All manuscripts for publication in the Journal Austral ia. should be typed or clearly handwritten on one side of sheet only, and should be double spaced. Photographs should, where possible, be either one column width •k-k-k'k'k-k'k-k'k'k [2% in.), IK2 column width [2% in.), two column width in.), or three column width (7% in.); the use of negatives is preferred. All negatives will be returned; The views expressed by name contrib­ photographs will be returned if marked “Return to------do not crop . utors and correspondents are their own All work on thi s Journal is voluntary and no payment can be made for published and do not necessarily reflect the views material, of the Editors or the Society. i^-k-k-kk-k-k-k-k-k NOTE NEW ADDRESS: P.O. BOX 212, FOOTSCRAY, VIC. 3011. @ 1976 Aviation Historical Society kkkkkkkkkkkkkkkkkkkkkkk of Australia ACTING EDITOR - F. G. HARRIS ISSN 0045 - 1185 EDITORIAL STAFF - D. R. ANDERSON, B. A. PATTISON Printed by: Maxwell Printing CONTRIBUTORS AVIATION NEWSLETTER, G. BELL, J. HOPTON, Services Pty. Ltd., 669 Spencer St., LAE AVIATION NEWS, R. MACDONALD, G. REID, West Melbourne, 3003. J. VELLA

COVER: Front: Tugan Gannet, VH-UVU carrying the markings "ROYAL ART" and "2UW", a Sydney radio station who jointly sponsored its entry in the 1936 Brisbane-Adelaide Air Race. Note, race number "42" has yet to be applied when photo was taken, (via K. Meggsj. Rear: Left, top to bottom Ansett's new Sikorsky S-61N, VH-BRH at Tullamarine, 22 August 1976. (I. Lawson). T.A.A. Boeing 727-200, VH-TBL, on lease to Iran Air preparing to depart Tullamarine, 26 July 1976. (P. Kelly). Air Tasmanians PA.31-350 Navajo, VH-WAG at Moorabbin, 11 July, 1976. (I. Lawson). Bermuda registered Lear Jet 36, VR-BFR at Essendon, 26 June, 1976. (1. Lawson). Right, top to bottom. Stampe SV.4B, VH-WEF (ex G-AVCO, F-BBGN) at Pt. Cook, 4 July, 1976. A second Stampe is expected to be delivered in October, 1976. (J. Hopton). Tiger Moth, VH-BAL at Maitland Air Show, 20 March 1976. (G. Bell via I. Lawson). Yef another Tiger Moth, VH-DAD at Griffith, 12 June, 1976. (G. Bell via I. Lawson). Pilatus Porter, F-OCQV (ex VH-SMA) returned to Moorabbin from New Caledonia, possibly for over­ haul. (1. Lawson).

3 iilIM

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By D. Eyre,

In the fast changing language of avaition, the company being known as Tugan Aircraft aircraft supplies store in Australia; and on 2 the term "Commuterliner" has taken on some Ltd. November, 1934, just one year after the significance in the last few years. Aircraft in Soon thereafter the Codock was test flown formation of the company, total stocks the six-eight seat category these days are widely and the success of test flights demonstrated amounting in value to more than 5,000 pounds used throughout Australia and the world on the possibilities at the time so negotiations ($10,000) were in store. what are known as "third-level" routes and commenced with Sir Charles KIngsford Smith The Gannet was subsequently advertised range from the Piper Cherokee Six and Piper for the building of a similar machine. L.J.W. to prospective purchasers in the following Seneca up to the Cessna 402, Beech Queen Wackett (later Sir Lawrence Wackett) was manner: Air, Piper Navajo and, more recently, the D.H. commissioned to design the LJ\A/.7 Gannet^ "Tugan Aircraft Ltd. of Mascot, offer to Aust­ Heron and Twin Otter. which would be similar in design and con­ ralian Aviation the idea! commercial aircraft Back in the early 1930's the need was for- struction to the Cockatoo Island Dockyard for all services to which its capacity is suited. seen in this country by some far sighted LJW.6 Codock but with general improvements This suitability can be decided by consideration businessman for an aircraft of this capacity to streamlining, more cabin space and lighter of the performance and load capacity ... in to fulfill the role of providing services between weight. At the sametime the company pro­ relation to route requirements. the large centres of the states, to establish an ceeded apace with the development of a In Australia, the cantilever wooden wing, aircraft manufacturing factory In Australia diversified range of aircraft. A Mr. Connolly combined with the steel tube fuselage frame, should it be required- in time of national was commissioned to design a low wing air­ has proved to be the best all-round system of emergency which would be able to provide craft (originally known as the C.3 Hawk and construction for low cost of maintenance, some effective means of defence; and to over­ known as the TWA.4 Hawk when built); and ability to stand up to the work, and ease of come the necessity of paying exorbitant prices Mr. T.W. Air, chief draughtsman on the repair. for imported machines, and it was to this end Codock, was employed to assist both Wackett As regards quality of workmanship and sound­ that the Codock^ and subsequently the and Connolly. ness of construction, the 'Gannet' has no Gannett were designed. With the placing of these orders, provision superior in any imported aircraft. The engines To commence the story of the Gannet it was also made to establish the "most complete with which it is equipped have proved them- is necessary to mention briefly something of the manufacturers. Two partners, Messrs. Leo Turl and Frank Gannon, took over the defunct General Aircraft hangar at Mascot (where the Title Photo: Aerial view Genairco had been built — the development of of Mascot, circa 1936 which concerned Mr. Gannon). This partner­ with the Tugan Aircraft ship progressed slowly until November 1933 Ltd. factory in the fore­ when Mr. J.C. Carpenter, a well-known Sydney ground. Right: The sole commercial pilot, joined the company and LJW.6 Codock, VH-URP floated the partnership into a 10,000 pound predecessor of the ($20,000) company. As a name for the LJW.7 Gannet. company, the first two letters from Turl's name and the first three from Gannon's were taken and the name "Tugan" came Into being.

1. See Journal AHSA Mar/April 1975. (via F. Harris) 2. There is some speculation as to how the name Gannet was arrived at. Some say it was the brainchild of Sir Kingsford Smith and It came from a com­ bination of the names 'Gannon' and 'Wackett'; whereas others say it was named after the Gannet, the fastest flying New Zealand bird. Either version could apply and just which is correct I have been unable to ascertain. 3. The LJW part of the designation Is Wackett's Initials and the figure 7 denotes it is his 7th aircraft design.

4 selves thoroughly reliable . . . giving no trouble Insurance rates quoted by underwriters are the over of the Company by Commonwealth whatsoever in operation. Spare parts are lowest ruling for any type of aircraft". Aircraft Corporation a further four were being available in Australia. After re-organisation of the works and the built. It appears that these latter four were The cost per passenger seat is lower for the appointment of Wackett as Managing Director never completed and were scrapped. It was 'Gannet^ than for any other aircraft of equi- of Tugan Aircraft Ltd., production of three reported that as at April 1937, the time when valen t performance. Gannet aircraft commenced, Gannon's theory Tugan went into liquidation, six "Advanced and experience showing that the selling price of Gannets" were on the production line, and if an aeroplane was the production cost of one and when these were completed a total of machine, and that production must be based twelve aircraft would have been built. on a minimum of three. This theory was later Some records have shown the first Gannet confirmed by Allan Lockheed, a well-known being delivered to the Air Board (for the RAAF American designer. and the second and third machines going to In 1933 Frank Gannon resigned from Tugan W.A.S.P. Airlines.) Even in an extensive and, in 1935, he was commissioned by Paul pamphlet produced by C.A.C. advertising the and Gray Ltd. to establish an aircraft supply Gannet after they had taken over Tugan at the section to cater for both civil and military end of 1936, it was stated "The first aircraft requirements. produced was to the order of the Air Board; In October 1933, shortly the partnership the second and third aircraft produced were with J.C. Carpenter was launched, Tugan Air­ supplied to W.A.S.P. Airlines Ltd., and have craft were in the process of re-building six de given excellent service on the airlines Sydney Havilland Mothsfor the Department of Defence; to Broken Hill service". In actual fact, the 'several' for private use, and had some fifty second aircraft went to the Air Board, the first men employed in the works. Later, (in 1936) to W.A.S.P. Airlines, and the third also went to the factory was also engaged from time to time W.A.S.P. following the loss of the first aircraft, in the assembly of aircraft imported from over- as referred to later. ^ I seas, noteworthy amongst these being the Some publications have also stated that the Sikorsky S.38 VH—UZE from the United fourth and seventh Gannets were to the order y L.s States and Avro 642 VH—UXD from the of W.R. Carpenter and Co., and the fifth to United Kingdom. Avro Cadets and Supermarine Broken Hill Proprietary Company to transport Seagull V's were also assembled for the RAAF. their executives throughout Australia. However, As stated above, Gannet production the latter certainly did not occur, and soon commenced and, following the first three air- thereafter this company purchased their well J craft being laid down, a further batch of three known Lockheed 12, VH—ABH (see AHSA I was laid down for manufacture to meet Journal Vol. 16 No. 3). The seventh aircraft for ' expected orders. However, as happens some- Carpenters was said to be fitted with Menasco times with new ventures such as this, it would B. 6S engines, whereas in fact the fourth appear that there were some problems assoc­ (c/n TA.55) was used by Tugan as a test bed for iated with early production and the sale of the Menasco engines and, in December 1936, aircraft, as the aircraft that were produced they asked for the Certificate of Airworthiness were not delivered to the various bodies for (hereinafter referred to as the C. of A.) to be whom they were said to be on order, or at least issued'^ with these engines fitted "as an as various publications of the time stated they immediate sale is pending". However, the sale were on order for. Also, some conjecture has must have fallen through as this aircraft also arisen over the years as to the number of remained registered to Commonwealth Air­ Gannets built — or completed — and the actual craft Corp. (by this time Tugan was part of number that went to the RAAF. Various C. A.C.) for sometime until it went to the records have been checked, as well as people R.A.A.F. However, Carpenters did in fact associated with the Gannet project have been operate a Gannet for a period, this being spoken to, and I feel I have in this article finally VH-UVU (c/n TA.54). The full history of each been able to unravel the story. Gannet completed is set out later in this article. In all, some eight Gannets were completed As previously stated in the article on the and flown, although at the time of the take- Cockatoo Island Dockyard LJW.6 Cocock, Western and Provincial Airlines Ltd. (known as Above: The Gannet under construction. Top, fuselage assembly. Centre, installation W.A.S.P. Airlines Ltd.) of 10 O'Connell Street, of fuel tanks. Above, metal finishing section. Below: The men who made the Gannet. Sydney, commenced operations between Standing, left to right - Fred Weiss (woodworker); Ted Hayes (Leading Hand wood­ Narromine and Sydney on 28 March, 1935 with worker); Joe Kelso (metalworker); Cliff Stansfield (patternmaker); Ray Musgrove the General Aircraft S.T. 10 Monospar (fitter); Jack Smith (L/H fitter); Les Anderson (fitter); Bill Sargent (sheetmetal VH—UST and subsequently purchased the worker); Eric Hamilton (fitter); Les Gannon (painter and Frank Gannon s brother); Codock VH-URP, the Gannet VH-UUZ Joe Nixon (metal worker); George Austin (woodworker); Seated, left to right - Leo (which was lost in 1936), and the Gannet Turl (Manager); Harry Becker (woodworker); Sam Holmes (woodworker). In the VH-UVU. background is L.J. WacketT s Austin car. ■

TA.52 (VH-UUZ) The first Gannet completed was c/n TA.52, which was test flown at Mascot, New South Wales by J. Chapman on 12 October, 1935. On the 14th It was inspected at Mascot by Sydney^ roken Hfh service, has been made C.A.B. Inspectors and, on the same date, a VH-UUZ crewed by P.G. Taylor, H. Purvis Certificate of Manufacture was Issued by Tugan available for the search. The plane will leave ^ad J. Stannage preparing to depart from for the aircraft. It being an eight seater fitted Mascot at 11 o'clock tomorrow morning. It Sydney to search for the missing ^‘Smithy’’ with Gipsy Six motors. Also on the 14th a is the fastest passenger plane in Australia and and P etherbridge. (J. Hopton) registration application was made by Tugan should reach Singapore either late next Sunday Aircraft Ltd., Cook Street, Mascot, New South night or early on Monday. It should be on the Wales and registration VH—UUZ was allotted. scene of operations on Monday afternoon or worthiness Certificate, although theoretically it A change of ownership was made to W.A.S.P. early on Tuesday. With my fullest consent the had passed all the tests and was entitled to a Airlines Ltd., Sydney, c/- Mr. W. Kingsford plane will be kept on the search for at least Certificate. It was decided, however, that a Smith (Manager) on 15 October. As noted three weeks, but / am confident that the provisional certificate would be issued in the later, the C. of A. was not Issued until 15 residents of Broken Hill and others who will be meantime. November, 1935. served by the service will not begrudge thL". The Gannet carried a good deal of special Following purchase of the Codock and the VH-UUZ, piloted by Captain P.G. Taylor, equipment for the rescue operation, and this Gannet (VH—UUZ), the company decided to with H. Purvis as second pilot and J. Stannage included three rubber rafts and a medicine extend its services and, on 4 November, 1935, as radio operator, left Sydney under the direct­ chest filled with antidotes against tropical members of W.A.S.P. Airlines flew to Broken ion of the Minister for Defence, Mr. Parkhill, diseases, to be dropped if 'Smithy' was located. Hill in the DH.89A VH-UVS "Spirit of Shell” at 2:30 p.m. .(later than expected) and flew However, the Gannet only got as far as for the purpose of inaugurating an air service to Narromlne on 15 November, 1935. It was Cloncurry. The aircraft was due to ieave that between Broken Hill and Sydney. The persons pointed out to the Ministers at the time that centre on 17 November but the flight was involved were: Mr. W. Kingsford Smith; Mr. T. the "Wackett Gannet” (as it was sometimes abandoned because of the illness of Captain E. Perry, Director and country representative; known) machine that Captain Taylor was Taylor. On 19 November the "Kingsford Smith J.C. Lyons, Chairman of Directors; Squadron using had not yet been issued with an Alr- Search Trust” stated it had decided to abandon Leader Bell, Aviation Officer for the Shell Co.; the proposal to send it to Singapore to engage and the pilot, Mr. Owen. Kingsford Smith in the search for Kingsford Smith and Pethy­ remained in Broken Hill for a few days making bridge, and recall the Gannet, as Captain arrangements, the others returning to Sydney Taylor had not recovered from his illness "and on 6 November. To local newspaper repre­ the trust. In reaching the decision, bore in mind sentatives he said: the delay which would occur in getting the 'We propose to leave Sydney on Tuesday flight underway again with another pilot”. and Friday mornings at 8 o'clock, arriving at Subsequently the Gannet returned to Broken Hill at 1:00 p.m. on those days. The Sydney and, on 10 December, 1935, left return trips will be made from Broken Hill at Sydney on the inaugural and rather eventful 7:30 a.m. Wednesdays and 7:00 a.m. on Sat­ service to Broken Hill for Its owners. The urdays. The arrival in Sydney will be at 1:00 Gannet was forced down near Pooncarie, over p.m. on Wednesdays and 12:30 p.m. on Sat­ 150 miles off its course, it being scheduled to urdays. By arranging the time table for those arrive in Broken Hill at 1:00 p.m., and was times, / think that they will be idea! for the due to leave again at 9:30 a.m. the following businessman. He will be able to leave here on morning on the return trip. Saturday morning, arrive in Sydney in time to It appears the aircraft got as far as Wilcannia go to the races or where he may choose in the In time, on course and landed safely. After a afternoon, spend Sunday at his leisure, do his business on Monday and return on Tuesday morning". It was also stated that scheduled services were expected to commence within a week or so. But, in the meantime. Sir Charles Kingsford Smith and Tommy Pethybridge on a flight from England to Australia in the Lockheed Above: The cockpit of Altair VH-USB "Lady Southern Cross” VH-UUZ. Left: VH-UUZ disappeared in the Bay of Bengal and a search about to cut the tape committee was set up to attempt to locate for the inaugural return the missing aircraft. W.A.S.P. Airlines offered service. Broken Hill to the Gannet VH-UUZ to the search committee. Sydney on 13 Dec. 1935. Mr. Kingsford Smith said: "/ am greatly pleased that the plane, which (D. Eyre) was to have been used to inaugurate the brief stop it left that centre on course but plane piloted by E.J. Small took off for its the Gannet to Broken Hill. The Sydney Morn­ visibility became bad, because of a dust storm, inaugural flight to Sydney. Prior to the com­ ing Herald reported: and the aircraft got off course and had to be mencement of the flight, a short ceremony "The same Gannet plane, piloted by Mr. landed at Calega Station, because of a shortage was held on the aerodrome. Mr. W. Kingsford Small, on December 10 last year in the course of fuel. Smith, Managing Director of W.A.S.P. Airlines, of the inaugural flight on the Broken Hill Passengers on board the flight were: introduced the Mayor, Alderman E.J. Barnes. tiervice, flew into a sandstorm between Mr. Wilfred Kingsford Smith, Manager of Alderman Barnes said that he had much Wilcannia and Broken Hill. The red dust was so W.A.S.P. Airlines; Mr. Max Foulds of the Grand pleasure in being present at the commence­ thick that Pilot Small was unable to locate Hotel, Broken Hill; Mr. J. Standlsh, a repres­ ment of the inaugural flight. The W.A.S.P. Broken Hill and, after turning south in an entative of the Sydney Morning Herald; and company was opening a bi-weekly service endeavour to find the railway line, circled passengers picked up at Wilcannia and Narro- between Broken Hill and Sydney, which he about for more than an hour seeking a possible m.ine. anticipated would be taken advantage of landing ground. Small, flying low above the Mr. Kingsford Smith later related the story commercially. . . saltbush and desert, finally sighted a tank and to the Barrier Daily Truth: Negotiations were in progress for mails to made a brilliant landing under particularly difficult conditions, as he was forced to turn "We have all had a taste of the districts be carried on the service, but this was not the machine practically at right angles to avoid dust storms, and we do not want another such possible for the next month or two. at drain. Only about ten minutes supply of experience. We were lost and we could not see When the passengers were in the plane a petrol remained in the tanks. By great fortune, the ground. We could get a glimpse of the ribbon was cut by the Mayoress, Mrs. Barnes, a deserted hut was found closeby, containing country for a time but in a few seconds it with the words 'God Speed and Safe Journey'. the only telephone for thirty miles, and local would be obliterated by the dust. Mrs. Barnes cut the ribbon at 9:39 and a residents generously motored them to Broken When we left Wilcannia it was blowy and minute later th& plane left from a perfect take- Hill, 150 miles away. Small stood by his a little dusty but had we known what we were off machine, and a supply of petrol having been to encounter we would not have thought of Passengers on the plane were Messrs. J. obtained from a station, took off at dawn next continuing. However, we had gone many miles Dougherty (for Narromine), J. Standish of the day and was within sight of Broken Hill aero­ and conditions became very bad, and pilot Sydney Morning Herald, J. Sands and Mr. drome when the petrol supply again gave out, Small decided to go south to pick up the rail­ McGlaughlin of the Shell Oil Company, who and it was forced to land in a paddock three way line. But as we went south conditions will leave the plane at Wilcannia. Passengers miles short of his objective, and obtained became worse, and we must have passed over will be picked up at Wilcannia for Sydney, and petrol from Broken Hill to complete the the line and didn't know it. We passed over one will join the plane at Nyngan and another flight. Tor Downs station, but we could, not make a at Narromine. landing there, and as we were flying about The passengers, who included a special The plane arrived at Wilcannia 50 minutes petrol was getting lower. If the dust cleared representative of the Sydney Morning Herald, after it left Broken Hill. At the aerodrome long enough for us to see a favourable paddock were unanimous in their praise of the skill and between 80 and 100 townspeople gathered for upon which to land, before we could do any­ judgement displayed by Pilot Small in his the inaugural ceremony". thing it was obliterated again. Besides, we handling of the machine under very dangerous wanted to land near water, as we did not Fares for the Sydney-Broken Hill service conditions". want to be stranded out in the wilderness on a were 8 pounds ($16) single and 15 pounds The wreckage of VH—UUZ was located at day such as today. ($30) return. 6:00 a.m. on Thursday 20 February and a At length we got as far south as Calega, On 29 January, 1936 VH—UUZ, which was ground party reached the wreckage sometime although we didn't know where we were at at the time travelling from Broken Hill to later. Those on board, all of whom were killed, the time. Pilot Small noticed a small hut and Sydney, was caught by a strong tailwind after were: Pilot E.J. Small; Mr. A.V. Sinfield; Mr. C. a dam and he made an excellent landing and we leaving Bathurst and carried out to sea north H. Turner; Mr. O. King; and Mr. F.L. Eagle. The were on safe ground. We were all needing a of Terrigal. A break in the clouds then enabled Sydney Morning Herald reported the accident drink and would have given anything for a nice the pilot, E.J. Small, to see he was above water as follows: cold drink of K.B. but such was not to be it, and he turned around to the north to New­ "The cause of the accident will probably and we had to content ourselves with the castle where he landed sometime later. Aboard never be known, but it seems probable that the warm water". the plane was a passenger from Nyngan who pilot, held back by head winds, believed that he Mr. Kingsford Smith went on to say that by was in urgent need of medical attention after had passed over the rugged country, and that chance there was a disconnected telephone in an eye Injury. he descended through the clouds to ascertain the hut and they joined the wires and com­ Services with the Gannet continued until his position. When he realised the danger, he menced ringing. .They rang and rang, but it 19 February, 1936. On this date the Gannet made a desperate effort to save his plane, but was a very long time before they got any reply, VH—UUZ was sent to Young to pick up the was unable to gain height in time, and crashed and then help was sent out from Cuthero ipassengers being carried by the Codock into the rugged mountainside. . . " Station. Mr. Len Carroll of Wentworth, by VH—URP. The Codock, which was on the The scene of the accident was described: regular run from Leeton to Sydney, had been luck, had gone into Cuthero on his way back "The heavy plane had just missed a pinnacle delayed at Young with engine trouble, and the to the Murray River town and answered the of sandstone surmounting a low sandstone Gannet was despatched from Sydney to convey phone, found out the predicament, and made cliff It had then struck a lofty tree - which the passengers the rest of the journey. arrangements for those on board to be taken by had a diameter of 12 inches — fifty or sixty car to Broken Hill. The Gannet left Young at 6:45 p.m. and it feet above the round. Part of the port wing Fuel was obtained for the Gannet, the pilot was reckoned that the plane would reach of the plane had been severed, and parts of the Jack Small staying with It overnight, and flying Mascot aerodrome at about 8:00 p.m. However, fuselage were flung around fanwise as far as to Broken Hill the following morning. Mr. a message was received from the Postmaster 30 yards. After this impact the plane struck Small, in an interview with reporters from a .at Douglas Park, a small township about 40 about 20 trees. Some of these were only local newspaper, said that the Gannet plane on miles south-west of Sydney, that he had seen saplings, but all took toll of the Gannet. Pieces the service was the fastest commercial plane in a large plane crash near Cordeaux Dam and of fuselage, wings, woodwork, metal tubing, Australia. For horsepower and payload it was iDurst into flames. The plane had passed over and passenger possessions were strewn over an probably the fastest in the world. It had a Douglas Park and he had heard the engine area of about 60 yards by 40 yards. Limbs of crusing speed of 132 mph and a top speed of spluttering. It appeard to lose altitude rapidly, trees lay among the wreckage, and the jagged 168 mph. It was capable of climbing to 1,000 and near Cordeaux Dam he saw it crash. "A remnants of boughs were nearly all capped by feet in 44 seconds. He also mentioned that the burst of flame shot up, and in a short time the pieces of the plane. One passenger's clothing plane would cruise on one engine under full bush about the scene was blazing". had been ripped open. A tie, two handkerchiefs load at 112 mph and gain altitude. Owing to the difficult nature of the country and a towel were swaying from a shrub. The Gannet finally arrived at Broken Hill in which the crash occurred, arrangements were One of the petrol tanks burst at once. Pieces a few hours before it was due to leave to return rtiade for the site of the crash to be located by of metal container were scattered about. to Sydney. The inaugural return service was aircraft from Mascot, these being a General Flames shot at least 50 feet in the air. These described in the "Barrier Daily Truth" of Aircraft Genairco piloted by Goya Henry and a were seen by watchers immediately after the Friday 13, December, 1935 in the following de Havilland Puss Moth piloted by R. Godsall. crash. One passenger, Mr. Sinfield, was thrown manner: It was at this time that further information dear of the plane and suffered a fractured "At 9:40 yesterday morning the Gannet came to light regarding the inaugural service of skull, and right leg, and probably died within a

7 few minutes. The other four occupants were There was little possibility of tracing any The result of extended service trials is likely incinerated. One was thrown slightly to the side part of the remains with a view to ascertaining to serve as a basis for guidance when additional of the main body of the machine, one was whether the cause of the accident was due to machines, conforming to the specification, tossed on top of the wreckage and the main defects to the engines, installation or airframe. are required. Unofficial advice states that the framework, and the two remaining passengers The engines were literally a heap of ashes; name Gannet is likely to be dropped' by the were practically burnt to ashes. only the steel parts protruding through. RAAF in favour of the group L.J.W.7. Reason given is that someone recalled the feathered Another explosion occurred when the The whole of the centra! portion of the Gannets reputation as a sea bird that dives flames reached the second petrol tank. The wing being burnt. bark was singed from trees, and some yards head on into the sea". One fuel tank had completely disappeared away branches were set alight. The heavy As stated above, the Gannet and the Dragon in the fire, and of the other fuel tank, only the aluminium and other metal parts of the engine Rapide (which had been serlalled A3—1) were end filler cap remained. were practically destroyed. The oxidised metal purchased as communications aircraft. How­ lay as a tenuous froth on the remnants and One damaged oil tank was found among ever, c/n TA.53 only carried A4—1 for a short some parts had disappeared. None of the the wreckage, the other oil tank had been period when it was realised that the ''A4" valuable instruments of the plane could be apparently consumed in the fire. series had been previously allocated to the Avro found. Therefore both oil and fuel systems were Anson then on order from the United King­ Burnt remnants of a parachute, which had beyond investigation, as also was the ignition dom — and so the Gannet was re-serialled been thrown to the outskirts of the fire, bore system, as a result of the fire. A14-1. witness to the owners inability to use it, and to There should be no question regarding the At Laverton the Gannet was taken on the suddeness of the accident. Ten hours shortage of fuel — although it is a well known charge at No. 1 Aircraft Depot for testing and had elapsed since the crash and some articles fact that aluminium alloys of the magnesium flight trials, these trials taking place between were still smouldering". type burn well when ignited — owing to the 3 February and 20 March, 1936, and included Mr. T.G. Perry, the Chairman of Directors extent of the fire indicated by the remains. a flight to Tasmania and several small photo­ of W.A.S.P. Airlines, informed newspapers on The W.A.S.P. Airlines Company engineer, graphic survey flights into Victoria and New 21 February that the company had decided to Mr. Morley, states that 30 gallons of fuel were South Wales. During April, May and June replace the lost machine and "had even decided in each tank when the machine departed from 1936 A14—1 was flown by No. 1 Squadron for on the type of plane to buy". Young on the evening of the accident, which is photographic and survey work on behalf of the North Australian Survey Flight. In July Qn 24 February the Civil Aviation Branch approximately a 3 hour range. The aircraft had 1936 the aircraft was returned to the manu­ was advised by W.A.S.P. Airlines that VH—UUZ been approximately 1 hour in the air when the facturers for overhaul and minor modifications; was fully insured and that they were anxious to accident occurred. after which it returned to operations at obtain the money as they were forced to The remains of the batteries were found Cloncurry, Queensland to complete the survey discontinue the Broken Hill service because of among the ashes which clears up any doubt as of Northern Australia. For the remainder of the loss. They said they proposed to purchase to their not being installed. Ground Engineer 1936 through to May 1937 the aircraft was the next Gannet due for completion 'next Morley said that the system was functioning on used as a V.I.P. aircraft and for further survey week' and urged C.A.B. to hurry the final­ the evening in question, therefore it would work. On 20 June, 1937 A14—1 was damaged isation of the accident investigation so the appear the instrument lights were in order. when it tipped onto its nose in soft sand insurance company would pay out. Morley, who accompanied the machine to whilst taxying at low speed at the finish of its Young on the outward trip from Sydney at C.A.B. investigations into the accident were landing run at Cairns, Queensland. The lower 1700 hours on 19 February 1936 states the quite extensive and I have set out part of the half of the nose was crushed to the bulkhead machine behaved normally and the engines — Investigator's report hereunder; and the pilot was Fit. Off. D. McLean. to use his own words — "running beautifully". "The accident occurred between 1945 and In April 1938 the Gannet was handed over The pilot of UUZ (the late Mr. Small) had 2000 hours on the 19 February 1936 on a slope to Commonwealth Aircraft Corporation (which flown this machine from Broken Hill to Mascot of heavily timbered ridge approximately 2 miles had by this time taken over Tugan Aircraft — on the morning of 19 February 1936 in 5 hours due west of the Cordeaux Dam Control Office. as dealt with elsewhere) and it remained with arriving at Mascot at 1300 hours. The machine, before it finally came to rest this company until 25 June, 1940 when it was on the ground, appears to have practically He left Mascot at 1700 hours piloting UUZ impressed. I have been unable to ascertain the disintegrated due to contact with the heavy on a special trip to relieve URP which was use of this Gannet, and others by C.A.C. during branches of trees. In addition to the many delayed at Young due to valve trouble in one this time and I suspect the Gannets were scattered fragments, the only parts which engine. either stored until brought into use again by remained as a more or less complete unit were It is understood that Mr. Small had been the RAAF, or were used for communications the damaged cabin, tail unit, starboard wing flying 13 days consecutive up to the date of the duties of some kind by C.A.C. tip and one half undercarriage. accident, but his average per week was 23% However, after impressment the Gannet One aileron gear unit was located in the hours flying". was allotted to Survey Flight, Laverton, which fork of a tree 35 feet high. 20 yards from this Although Mr. Small had flown for the past unit shortly afterwards was moved to Canberra tree, caught in the fork of another tree, was a 13 consecutive days, this was not a breach of on 1 July, 1940. It was about this time that portion of the fuselage. the Regulation as Pilot Time Limitations were A14—1 received a new serial, A14—6. There is The starboard wing tip was impaled on a not then in force. some food for thought as to why this happened. tree 35 yards N.W. from the main wreckage It may well be that if it was stored by C.A.C. and 35 yards S.E. from the main wreckage TA.53 (A4-1, A14-1, A14-6). for two years, and to get it ready for flying portion of the fuselage was found. again it was repainted and inadvertently a new The track of the machine, indicated by the The second Gannet completed was serial was placed on it. It has been thought over damaged tree tops were from N.W. to S.E. and c/n TA.53 to the order of the Air Board, which the years that two Gannets were re-serialled it appears that it followed a gradient slightly purchased aircraft for the RAAF, it being and that only five Gannets were taken on steeper than the tree tops before it made obtained for "the purpose of transporting charge by the RAAF whereas in fact six aircraft contact with a tree having a number of officers to various aerodromes in Australia". were used and only this one was re-serialled. branches projecting up. This tree had all the top Qn 14 November 1935 it was taken over by A14—6 was engaged in survey work in the branches broken off, one of which measured the RAAF following flight testing at Mascot. Eastern states during 1941 until it was con­ 9" diameter by 15 feet long. The indications Qn Sunday 8 December, 1935 the Gannet, verted to an air ambulance at Canberra and are that this tree was the first major obstruction which had been serialled A4—1, arrived at allotted to No. 2 Air Ambulance Unit on 10 to the machine. Laverton, Victoria, after a flight from Rich­ March, 1942. The surveys carried out by the The machine apparently then struck another mond, New South Wales, via Cootamundra, Gannets involved large areas of all states, tree 12 inches in diameter which was ten yards in the charge of FI. Lt. J.R. Fleming of No. 3 particularly Queensland and Victoria; and further along its path felling and splitting this Squadron. "Aircraft" of 1 January, 1936 special surveys were also carried out for the tree. This impact was dead centre with the reported: Army. spun aluminium nose cow! which, due to the "It is the first monoplane taken into RAAF Qn 21 April, 1942 A14—6 was attached to impact, became inverted and impressed with service and it uses the same powerplant and No. 2 AAU Detachment at Daly Waters, the shape of the tree trunk. The main wreck­ has the same all-up-weight (5200 lbs.) as the Northern Territory where it arrived on 25 age is a few yards beyond this tree. DH.89A Dragon Rapide imported recently. April, 1942. During a flight on 19 May from

8 (P. Malone) Top Left: Gannet TA.53 carried the RAAF serial A4-1 for a brief period before renumbered A14‘l (Lower Left). ^ Called up for service again in 1940. TA.53 received a new serial number - A14-6 (Above). incidents. On 1 April, 1936 while returning from Dubbo VH—UVU developed trouble in the port engine when just west of Lithgow at a height of 6,000 feet. The engine was throttled back and the plane flown to Mascot on the starboard engine only. Attempts to stop the I port airscrew were unsuccessful. Five passengers were on board and a height of 5,000 feet was maintained without difficulty until approach­ ing Mascot. On 17 April the starboard engine Developed irregular running and loss of revolutions when fly'ing at 7,000 feet over Newnes Junction bound for Dubbo. The aircraft returned to iii Mascot on the port engine. As before, no diff- iculty was experienced In maintaining height I at 5,000 feet. On each occasion the speed on one engine was about 85 mph indicated at Batchelor to Groote Eyiandts A14-6 crashed Subsequently, ownership was transferred to 5,000 feet. at Millingimbi Mission Station on the Northern one Thomas Evylin Perry of Narromlne Station, On 3 June the nose of the aircraft was Territory Coast. None of the occupants was Narromine, New South Wales on 23 March, damaged when it tipped on its nose whilst Injured but the aircraft was irreparably 1936. Mr. Perry was the mortgagor for W.A.S.P. landing at Wllcannia, New South Wales due to damaged and was subsequently converted to Airlines and also a shareholder; a grazier and components on 14 January 1943. President of the Narromine District Aero Club. Soon after, the Gannet entered service on Below: VH^UVU in W.A.S.P. Airlines markings at Mascot, (via J. Reddell TA.54 (VH-VVV) the airlines routes and everything proceeded reasonably smoothly, except for a couple of collection). The next Gannet completed was c/n TA.54 and this probably had the most interesting history of all the Gannets built. On 17 Feb­ ruary, 1936 registration VH—UVU was issued by CAB to a new Gannet due to be completed ■ within two weeks. C/n was quoted as 'TA.54 (3)" the 3 meaning the third aircraft of the type completed; and 18 February, was the filililll quoted date of completion of construction. First flight was made at Mascot on 5 March, 1936 with Harry Purvis at the controls. The official registration application was made by Tugan Aircraft Ltd., Cook Street, Mascot, New South Wales and Certificate of Registration No. 574 and Provisional Certificate of Air­ worthiness No. 531 were granted on 17 March. Gipsy Six engines were fitted and It had seats for eight persons, including the pilot. On 11 March Tugan wrote to CAB stating that they had that day, sold VH-UVU to W.A.S.P. Air­ lines Ltd., that W.A.S.P. had a mail contract with the Government to fulfil, and urging that the C. of A. of the aircraft be finalised as soon as possible. soft ground at the end of the landing run. The Narromine, Nyngan, Dubbo and WHcannia, on 16 December (won by R.M. Ansett) in pilot was P.G. Graham, it was a commercial and also at Nevertire if there are any passengers conjunction with the Royal Furnishing Co. of flight, and no passengers were being carried. there. The plane will carry mails. Sydney with pilot Mr. E. Colibee. However, On 18 July the Gannet suffered an engine The Gannet machine is to be used and the the Gannet, which at this time was flying mail failure in flight between Narromine and Nyngan, pilot will be either Goya Henry or Captain between Sydney and Newcastle, does not seem New South Wales, the pilot being R.C. Brett. Bunny Hammond. Pilot Purvis, who had the to have been entered in the air race by these Five passengers were on board and the aircraft controls on the trip yesterday, is this week backers as it was finally entered by its owner, landed safely and no one was hurt. joining the services of the new A.N.A. Mr. T.E. Perry, and flown by E.V. Collibee with C. Gatenby as naviagtor and J. Hadley as A CAB report of 10 August, 1936 stated: Company. White and Hozier will be the local "W.A.S.P. Airlines are financially embarrassed representative of the Company. radio operator. The aircraft completed the course but did not finish among the major and are not operating". The report also stated 'Although our company has serviced Air- placegetters. that extensive flight and ground testing of the Mail machines for many years, we have not Gipsy engines of VH-UVU had been made at controlled an air service.' said Mr. Marks last On 3 March, 1937 VH-UVU force landed Mascot by CAB Inspectors to compare per­ night. ' We think that Broken Hill should be on a road 20 miles east of Broken Hill due to formance and overheating problems with the linked up by air with Sydney, and we trust we failure of both engines because of a fuel block­ Menasco B.6S motors fitted to the Gannet will get the support of the people. Under the age. The pilot was C. Gatenby and two VH—UVY. The tests were made in conjunction timetables we intend to operate, our plane will passengers were on board. The operator was with the aircraft manufacturer. On 20 October, not arrive in Broken Hill until 3:30 p.m. We reported to CAB as 'T.E. Perry/regular Mail 1936 VH—UVD was taken over by Tugan Air­ have decided on this timetable in order that Service". No damage was occasioned to the craft from W.A.S.P. Airlines. we can always be on time. We are allowing aircraft and it was flown off the road and con­ The Managing Director of W.A.S.P. Air­ for headwinds such as we experienced today. tinued to Broken Hill the same day. lines, Mr. Lyons, announced in July 1936 But it is when there are no headwinds we will On 7 April, 1937 VH-UVU was test flown that the company's Air-Mail services were throttle back so as not to get in before time'. at Mascot by C. Gatenby after C. of A. renewal suspended until further notice; passenger Commenting on the trip over, Mr. Marks overhaul. Total airframe logged time was services to Leeton and Griffith had been said that he had never before seen such barren 874 hours 24 minutes. previously discontinued. However, available country. 'We passed over mile after mile of A CAB inspection of Intercity Airways aircraft were to be overhauled and kept in practically desert country', he said, 'and at workshop facilities at Mascot in June 1937 service and joy-flying at Mascot, and special various intervals we passed over dust. Fine reported them as "meagre" but that the charter work, were to continue. At this time sights were afforded by willy willies which company planned to build a new hangar the company operated a Gannet (VH—DVD), swept across the plains, as many as half a dozen shortly. The Gannet was in good condition Codock (VH—URP), and General Aircraft to be seen at the one time'." with a total time of 1057 hours. Monospar (VH-UST). In 1936 Intercity Airways Pty. Ltd., was During July 1937 Intercity Airways amalg­ At an Extra-ordinary General Meeting formed (as noted previously in the Codock amated with Southern Airlines and Freighters on 14 August, 1936 it was resolved to place the article) to operate those routes previously Ltd. company in voluntary liquidation and served by W.A.S.P. Airlines and which, for a Mr. H.T. Highfield was appointed as liquidator. short period, had been operated by Motor The company secretary announced that the Developments Ltd. The W.A.S.P. fleet noted aircraft had reverted to the mortgagor, Mr. above was taken over and a twice weekly Perry, who intended to sell them to a new services was operated from Sydney to Broken company which would operate the route pre­ Hill, probably the exact times that Motor viously maintained by W.A.S.P. Development had been operating. Ownership For a period the W.A.S.P. route from of VH-UVU was transferred from Mr. Perry Sydney to Broken Hill was operated by a to Intercity Airways Pty. Ltd., Mascot Aero­ company called Motor Development Limited, drome as and from 15 July, 1937. using the ex-W.A.S.P. Gannet VH-UVU, and On 7 December, 1936 CAB was informed . it would appear from the following statement that Sydney radio station 2UW had entered in the Broken Hill newspaper "Barrier Daily VH-UVU in the Brisbane-Adelaide Air Race Truth" on Tuesday 17 November, 1936, that ■ some people believed that this was the definite i new operator for the route although Intercity Airways took over a short time later. Right: VH-UVU at Parafield, after participating in the 1936 Brisbane- Although VH-UVU was taken over by Adelaide Air Race. (D.O.T.) Below: VH- Tugan in October 1936, it appears they only UVU retrofitted with auxiliary fins to held it for a short period as it soon reverted cure directional instability. (C.A. C.J. to Mr. Perry, who subsequently informed CAB that his address was now c/- Motor Develop­ ment Ltd., No. 2 Hangar Mascot. Barrier Daily Truth. 17 November, 1936. "Commencing yesterday, a bi-weekly air service between Sydney and Broken Hill has been inaugurated by Motor Development Ltd., with headquarters at Mascot Aerodrome, and has taken over the Gannet machine formerly used by W.A.S.P. Airlines, and this machine will be used on the run. Yesterday the Gannet arrived at Broken Hill at 5:25 p.m. and had as passengers Messrs. J.A. Marks, Director of the Company, P. Rock­ ingham, Aviation Officer for the Vacuum OH Co., S. Marshall, Engineer and Pilot, and B.C. Gatenby, Pilot. The machine was piloted by Mr. H. Purvis. It is proposed to leave Sydney at 8 o'clock on Monday and Thursday mornings and to arrive at Broken Hill at 3:30 p.m. The return journey will be made on Tuesday and Friday, leaving Broken Hill at 7:30 a.m. On the out­ ward and inward journeys stops will be made at The first move of the new company was to extend the Sydney to Broken Hill run to Mildura and an increase in the frequency to a daily return service. The route followed was Mildura, Broken Hill, Wilcannia, Cobar, Narro- mine, Mudgee to Sydney. From Mildura to Cobar a Dragonfly (VH—UXS) performed the service connecting with the Gannet which flew from Sydney to Broken Hill. On 22 July, 1937 ownership of VH—UVD was officially trans­ ferred to Southern Airlines and Freighters Ltd., 422 Collins Street, Melbourne, Victoria, (which also owned Dragonfly VH-UXS).

' On 20 October, 1937 application was made by S.A. and F. Ltd., for actionTo have Mudgee Airport licensed so that they could start operations there; and to have Wilcannia Air­ port re-graded. Managing Director of S.A. and F. Ltd., was Mr. Ian H. Grabowski. On 6 November, 1937 VH—UVU force landed at Nyngan, the pilot being Neville Jackson. Temporary repairs were carried out by S.D. Marshall and the aircraft ferried to Narromine where the engines were removed VH-UVU at Frog’s Hollow, N.S.W. and railed to Sydney. During November 1937 to have proceeded smoothly. On 5 April, 1939 during service with Butler Air Transport lengthy CAB investigations into the engine the DH.84 Dragon VH-ABK of South Queens­ (D.O. TJ, failure were made. CAB felt that the tight land Airways Pty. Ltd., collided with a petrol schedule caused pilots to operate at high wagon on arrival at Archerfield after its expect to receive a greater subsidy in the RPM's leading to engine failures. The S.A. and scheduled flight from Toowoomba with four circumstances. F. Ltd., route was now Mascot (departure at passengers and the aircraft was damaged. The Ownership was transferred to North 8:00 a.m.) to Narromine, Nyngan, Cobar, company then leased the Gannet VH-UVU Western Airlines Ltd., cl- Crane and Co. Ltd., Wilcannia, Broken Hill, Mildura (with optional until the Dragon was repaired, these being Frome Street, Moree on 17 March, 1940. On stops en-route to Mudgee and Dubbo). Services completed by 12 May, 1939. On 16 October, 19 July, 1940 N.W.A.L. advised DCA that continued until April 1938 when VH—UVU 1939 the Gannet was inspected at Archerfield VH-UVU was not up for sale as It was now was inspected at Mascot by CAB Inspectors after a C. of A. overhaul and was test flown the required for their services. However, on 7 who found it to be in very poor condition. same day by K. Sherby. October, 1940 they further advised that they Subsequently S.A. and F. Ltd., went into Mr. Ivan H. Holyman, Director of Airlines had disposed of their DH.90 (VH-UTJ) so will liquidation, the liquidator being N.J. Trist and of Australia Ltd., (incorporating New England be keeping VH-UVU; and asked for an Stranger, Challis House, Martin Place, Sydney. Airways Ltd.) informed DCA on 14 November, extension of the C. of A. of the Gannet for a The CAB was informed on 25 July that the 1939 that he wished to sell VH-UVU to furthei; two weeks in order to keep it in service. aircraft had been sold to Mr. C.H. Carpenter Guinea Airways Ltd., Adelaide, and requested The application was granted and at the end of of W.R. Carpenter and Co. Ltd., of 19 approval for same. On 11 January, 1940 the two weeks the Gannet was sold to Butler O'Connell Street, Sydney, ownership being permission was granted to sell the aircraft but Air Transport Co., Mascot, ownership being officially transferred as and from that date. on the following day it was noted that Guinea transferred on 28 October, 1940. On that The chief pilot was Captain R.O. Mant and the Airways did not wish to proceed with the date a test flight was made at Moree by aircraft was based at Mascot. During July 1938 transaction. V.A. Hancock. the Gannet was completely overhauled for On 26 February, 1940 the Gannets pro- Butler Air Transport put the Gannet on its Carpenters by de Havillands at Mascot and a pellors were damaged at Moree and DH.89 Sydney-Moruya-Bega route and during the time Department of Civil Aviation Inspector (the propellors were fitted temporarily. On 21 it operated the route it suffered a few incidents. new name for the Department replacing the March, 1940 A. of A. advised the Department These were: previous Civil Aviation Board) on 23 September they wished to sell VH-UVU to North 20.10.41 Forced landing at Moruya, New reported the aircraft was in "excellent" con­ Western Airlines Ltd., Moree, who were already South Wales, due to falling oil dition. First test flight after the overhaul was chartering the machine for their Sydney-Tam- pressure on starboard engine. Pilot on 22 September. worth-Moree service. North Western's DH.90 P.B. Lusk. One passenger on board. On 29 November, 1938 ownership was Dragonfly was then unserviceable, hence their again changed, this time to Airlines of Aust­ need for VH-UVU. Permission was granted 21.10.41 Forced landing at Mascot due to fall­ ralia Ltd., 14 Martin Place, Sydney, New South but the company was warned the Gannet was ing oil pressure on starboard engine. Wales, the aircraft to be based at Archerfield, more expensive to operate than the Dragonfly Pilot P.B. Lusk. One passenger. Queensland. Services with this company appear they had been using and that they could not 11. 2.42 Forced landing near Moorefield

Yet another change of ownership, VH-UVU with Australian National Air­ ways markings on the m rudder.

11 niBum

: : Top: D.H.^75 A Hawk Mdth, G-AAFX, the de-Havilland demonstrator at Mascot during 1930. Of the seven Hawk Moths built, two, VH-UNW (ex G-AAFX) and VH^UOY came onto the Australian register. Centre: VH-UAC, one of three AusU ratian D.H. 53 Hummingbirds, possibly at Mascot, circa 1930. Below: D.H. 71 Tiger Moth, VH-UNH at Mascot, 1930. The first prototype of only two O.H. TVs built, -UNH (ex G-EBQU) had only a brief period on the Australian register before crashing at Mascot on 17 September, 1930. ^ all photos ]* Has sard via F. Harris) !

Civil Aviation was concerned over the Gannet's Racecourse on approach into Mascot 22. 1.43 Taxied into a hole in tarmac at airworthiness as various nnodifications had been due to fuel expiry. Aircraft badly Mascot and damaged. Pilot H. made to the tailplane over the years. damaged. Pilot P.B. Lusk - four Gibson-Lee. No passengers. passengers. No persons Injured. Gen­ 31. 3.43 Forced landing at Moruya due to A short time thereafter Butler advised the eral Aircraft Monospar VH—UTH engine failure. Pilot V. Lyne. Seven Department that they "will scrap VH—UVD will take up BAT's Bega service; passengers. when Dragon A34-5/VH—AAO is in service". On 1 August, 1945 Mr. C.A. Butler advised transferred from Tooraweenah. 20. 4.43 Forced landing at Huskisson, New DCA re VH—UVD: "It is not intended to ever On 4 March, 1942 the aircraft's C. of A. was South Wales due to jammed ailerons. fly it again". The Gannet was withdrawn from renewed at Mascot after the aircraft was rebuilt. Pilot H. Jacobson. Three passengers. service on 17 July, 1943, and the aircraft was However, it still suffered some problems on On Bega service. officially struck off the Register on 1 August, services: 12. 7.43 Forced landing at Mascot due to 1945. The Gannet was probably broken up 14.3.42 Forced landing at Mascot due to vibrations in airframe. Pilot H. subsequently at Mascot, thus ending the career engine problems. Pilot P.B. Lusk. Jacobson. Three passengers. of the longest service (in civil service) Gannet. Five passengers. It would appear that by July 1943 13.11.42 Forced landing at Bega due to engine VH—UVU was coming to the end of its useful problems. Pilot H. Gibson-Lee. Seven life. On 17 July, 1943 it was withdrawn from passengers. service at Mascot after short test flights had 28.12.42 Forced landing at Mascot due to shown vibrations in the tailplane. On the 22nd engine problems. Pilot H.Gibson-Lee. the C. of A. was suspended pending investi­ To he concluded Six passengers. gations Into the vibrations. The Department of

SPECIFICATIONS: Type: Undercarriage: between engine nacelles and fuselage. Air­ Twin engine six/seven passenger commercial Divided tube. Consisted of two long-stroke screws: 2 x LJW Drawing No.43 of 6.9 monoplane. oleo legs, the upper ends of which were feet in diameter. Wings: anchored to the wing engine mountings with Accommodation: High wing cantilever monoplane. Single the lower ends hinged to the lower fuselage Pilots cockpit in front of leading edge of piece wing of wooden construction with longerons by steel tube axles and inwardly wing. Cabin below wing may be arranged plywood covering. inclined radius rods. Wheel brakes, tall for passengers or freight. Normal occupation wheel. Fuselage: for six passengers. Provision could also be Welded steel tube structure covered with Power Plant: made for carriage of two stretcher cases fabric over a light wooden secondary Two 200 hp de Havilland Gipsy Six six- with attendant nurse. For freight purposes structure. cylinder in-line air-cooled inverted engines approximately three-quarters of a ton of on steel tube bearers built into the leading freight could be carried and, for special Tail Unit: edge of the wing. Or two 200 hp Menasco flights, tanks with range of 1,200 miles, Braced monoplane type. Welded steel tube B.6S six-cylinder in line inverted super­ long-range radio, dual controls and supplies framework covered with fabric. Balanced charged engines. Fuel tanks in wing behind for a crew of three could be provided. rudder and elevators. engines. Oil tanks In leading edge of wing

Codock LJW.7 LJW.7 LJW.7A De Havilland Gipsy VI 200 hp De Havilland Gipsy VI Series II variable pitch airscrew 200 hp Menasco B.6S 200 hp Napier Javelin 185 hp Span 52 feet 52 feet 52 feet 52 feet Length 34 feet 4 inches 34 feet 6 inches 34 feet 6 inches 34 feet 6 inches Height 10 feet 5 inches 11 feet 6 inches 11 feet 6 inches 11 feet 6 inches Wheel Track 11 feet Fuel Capacity 62 gallons 80 or 120 Oil Capacity 4 gallons Empty Weight: Passenger service 2671 3210 Ambulance 3510 Freight service 3138 Disposable Load: Passenger service 2340 Ambulance 2040 Freight service 2418 Loaded Weight 4500 5550 Maximum Speed at Sea Level — MPH 140 150 Cruise at 3000 feet at 2000 RPM 116 130 Cruise 150 150 Cruise on One Engine — mph 100 Stalling Speed — mph 60 Take-off Run — Full Load — Yards 275 220 Landing Run — Full Load — Yards 220 Rate of Climb at sea level — Ft./Min. 800 850 Climb to 5,000 feet — Full Load 772 minutes Celling on one Engine — Full load 5,000 feet 5,000 feet Ceiling on two Engines — Full Load 19,000 feet 17,000 feet Absolute Ceiling 21/22,000 feet Fuel Comsumptlon at 2000 RPM — gallons/hour 18 23 Range: ( 80 gallons) — miles 500 500 (120 gallons) - miles 800 750 One Engine — Full Load 400 Price — ex-Mascot 3,700 pounds 5,500 pounds 6,500 pounds

13

from Moths to Boeing 247 and Douglas DC.2 airliners had been entered. With over 15,000 pounds in prize money for the 12,300 mile ■pi race to commemorate the Centenary of the foundation of Victoria, the MacRobertson Centenary Air Race was destined to be one of the immortal aviation events of the era. It was inevitable that Robertson's aviation protege, Horace Clive Miller, would enter the England-Australla air race. Robertson had given financial backing to Horrie Miller back in 1927 to purchase the DH.61 Giant Moth VH-UTL "Old Gold" to establish airline services in South Australia as MacRobertson Miller Aviation Co. Ltd., and by now the company was operating passenger services between Adelaide and a number of S.A. country centres. After giving much consideration to the type of aircraft to enter in the race. Miller purchased the Vega Special G—ABGK, sight unseen, languising at Hanworth. 1934 was a memorable year for Horrie Miller, for not only was he eagerly preparing for the Air Race, but on the home front he had won the Government Air Mail Contract for an air service from Perth to Daly Waters from West Australian Airways Ltd. MacRobertson Miller THE STORY OF A UNIQUE AEROPLANE By G. Goodall Aviation Co., had specified carrying out the service with three new DH.84 Dragons, and The six passenger Lockheed Model DL—1A 134 mph. The only incident along the flight these were immediately ordered from England, Vega Special NC372E was built at Los Angeles had been the previous day when a forced- and the new service was to commence on 3 by Lockheed Aircraft Inc in 1929 with Con­ landing was made at LIctenburg, Pretoria due October 1934. The Adelaide base of MMA was structor's Number 155. The Vega was powered to engine trouble, and the propellor was to continue its South Australian airline services by one Pratt & Whitney Wasp SCI radial engine damaged by running through two wire fences. as a separate operation from the Perth base, and and had a published maximum speed of 178 They were able to depart after only a short with the immense amount of organisation mph and an impressive range. The perform- delay when Dutch farmers cleared a strip for necessary to begin the West Australian route. mance of the Vega Special attracted the Interest them. After several local flights in the Vega in Miller was unable to personally fly the Vega of British long-distance pilot Lieutenant South Africa in April, Lt. Cdr. Kidston and In the Air Race. He engaged the services of Commander Glen Kidston of London, who Captain T.A. Gladstone were killed on 5 May veteran WAA pilot Captain James Woods whom purchased this aircraft and arranged to have it when their DH.80 Fox Moth ZS—ACC crashed he had known for some time from his regular shipped to England for a planned series of In the Drakensberg Mountains near Van Reenen. visits to Parafield flying the WAA Hercules and record attempts. The Lockheed was shipped back to England Viastras on the Perth-Adelalde service. (See On 16 December, 1930 the Vega was and test-flown after re-assembly at Hamble J-AHSA Vol. XII No. 3). added to the British Civil Register as G—ABFE Aerodrome on 5 December 1931, and on the Jimmy Woods was no stranger to the route to owner Lt. Cdr. Kidston, and the aircraft same day was ferried to Hanworth by Cathcart of the Air Race, for he had left Perth on 3 arrived by sea from America in January 1931 Jones at an average speed of 196.4 mph. In July, 1933 flying his modified DH.60M Moth to be quickly assembled at Croydon Aerodrome, April and May 1932 he flew the Vega during VH—UPD "The Spirit of Western Australia" in London where it was test flown by Kidston on Sir Alan Cobham's National Aviation Day an attempt to break James Mollisons'Australia- 31 January. Its British Certificate of Air­ Displays, and then began a busy round of England Record of just over eight days. Bad worthiness No. V-45 was issued under a new visits to air pageants throughout Britain for the weather and a petrol lead which eventually Registration marking G—ABGK which had been rest of the year. On 25 October Cathcart Jones caused a forced landing in India frustrated the requested by the owner to incorporate his flew G—ABGK on demonstrations for His record attempt, but Woods flew on to England initials, a very rare departure from strict logical Highness Maharajah of Jhodput, and also Sir and after being unable to raise a suitable price Registration allocation sequence by the British Frank Spickwell of Imperial Chemical for his Moth, had it shipped back to Perth authorities. The date of Issue of its CofA Is Industries for a possible sale, however no where he resumed regular airline flying for variously recorded In official records as 3rd firm negotiations were entered into, and after WAA and sold the Moth locally. and 17 January, 1931, either one indicating a a trip from his home base at Hanworth to Now a year later Woods sailed back to back-dating of the issue-date as the aircraft was Liverpool to visit the Grand National on 24 England to take charge of Horrie Miller's Vega still under assembly at that time. March 1933, the Vega was retired and parked in Special for the MacRobertson Race. He test Next flight of G-ABGK was on 14 Feb­ a hangar at Hanworth awaiting disposal. flew the Lockheed at Hanworth on 15 August, ruary, 1931 when Kidston and his partner When the Australian chocolate magnate and 1934 and next day flew G—ABGK from Han­ Lieutenant O. Cathcart Jones with two other philanthropist. Sir MacPherson Robertson, worth to Heston and on to Rotterdam, where crew made a local endorsement flight from announced in 1933 that he would sponsor an he remained for nearly a month before return­ Croydon, followed by a similar exercise on 20 air race between England and Melbourne in ing to Heston on 14 September. The Vega's February. Next day they flew a trial cross­ October the following year, it captured the next flight was from Heston to Mildenhall on country flight from Croydon to Le Bourget, imagination of the world's aviators and public 20 October, positioning for the start of the Paris in record time of 1 hour 12 minutes. Well alike, and soon a large field of aircraft ranging Race — its Race Number "36" was painted on satisfied with the Vega, Kidston returned to Croydon two days later, and after some local flying had long-range fuel tanks fitted Inside the spacious cabin, test-flying the aircraft after Title Photo: VH-UVK at these installations at Croydon on 19 March. Maylands, 22 Aug., 1935. On 31 March, 1931 Kidston and Cathcart Right: The Vega in England Jones departed Netheravon for a much- just prior to the comm­ publicised attempt on the Cape Record. encement of the AirRace. Following a route via Naples, Malta, Cairo, Note name '"Puck” on Kosti, Malakai, Kisumu, Salisbury, Bulawayo, engine cowling. Pretoria, they reached Capetown on 6 April, successfully lowered the Cape Record time to 6 days 9 hours at an average flying speed of 15 the tail and the name "Puck" painted on the character down to Beirut where I caught an the Vega. Later photographs show that the nose, in honour of Hugh Grosvenor, the ADC American ship to Naples and back to England. British registration was only barely erased from of the South Australian Governor who had I had to leave poor Jimmy Woods with pract­ the upper surface of the wings, and several been a close personal friend of Miller's until ically no money, and a badly broken aircraft, years later could be clearly read still. his death in a RAAF seaplane off Point Cook in waiting for funds to be cabled to him from On 22 August, 1935 Miller taxied the Vega 1930. Australia." out for its first test flight at Maylands. Further At 6:39 a.m. GMT they departed Mlldenhall Bennet resumed flying with RAF immed­ test flights were made in August and September to commence the Race, reaching Athens that iately, and after an impressive career of military while a complex paper war was fought with the night via Marseilles and Rome. Next morning and airline flying, rose to Air Vice-Marshall in CAB over validation of its British and American the Vega departed Athens at 3:11 a.m. GMT the wartime RAF achieving fame as founder C's of A, a problem common to all foreign but their hopes were dashed just after dawn of the Pathfinder precision bombing force. (i.e. non-British) aircraft Imported to Australia when the aircraft crashed on landing at Aleppo, Jimmy Woods returned to Perth to take up the at this time. Miller himself was well experienced Syria at 7:50 a.m. Don Bennett gives the position of Operations Manager with Mac- with these difficulties, for in 1929 he had following account of their flight In his book Robertson Miller Aviation Co's West Australian helped his friend Hugh ("Puck") Grosvenor "Pathfinder": airline service. order a similar Vega for a proposed attempt on "Eventually the great day arrived, and it certainly was a magnificent sight to see the aircraft taking off in an English early morning on a race half-way around the world. We had no radio, and 90 per cent of the first leg was over the top of clouds, so that we had to rely entirely on dead reckoning. AH went well and we landed at Marseilles 3 hours 45 minutes after take-off from Mildenhall, a very fast trip for those days. Incidentally, Jimmy Woods had implicit faith in my navigation, and was under the happy delusion that a navigator could work magic. Fortunately the fates were kind, and his reliance on my navigation did not go astray. We pressed on to Rome and thence in the dark to Athens. As we were doubtful of our range being sufficient to reach Aleppo, and as the only intermediate stop Nicosia had no night-flying facilities whatsoever, we decided to sleep a little in Athens. The Greek Air Force kindly put us up in the local barracks and after a few hours' sleep we pressed on to Aleppo. As we took off / was under the impression that the undercarriage oleo leg the Australia-England record, and at the same The Vega at Parafield — the British had jammed again as it had done several days time Miller himself ordered a Vega hoping that registration, G-ABGK still clearly earlier at Han worth, when we had worked Lockheed might find a way around the Aust­ visible on top of the mainplane.(H. C. late into the night to release the gland that had Miller). ralian embargo. The company did its best, been binding and put it together again. even opening a branch in Canada in an attempt j On arrival at Aleppo Jimmy brought the At first Horrie Miller intended to have the to get around the Regulations, but after a year Vega into land, whilst I took up my position as Vega shipped to America for repairs, and then Miller was forced to cancel his order. Mean­ I far aft as possible. He hit the ground with a shipped on to Perth for his use with the WA while a compromise was reached in the fair wallop and the undercarriage collapsed; service. However it was decided that the repairs airworthiness dispute over G—ABGK at I down she went, and the nose went in as we could be done In Perth, so the aircraft was Maylands, and although the CAB refused to whipped over on to our back. / was in the tail shipped from Greece to Fremantle, and taken add the aircraft to the Australian Civil Reg­ of the machine and my velocity from one end by road to the MMA workshops at Perth's ister, approval was given to operate the Vega of the cabin to the other was remarkable. I Maylands Aerodrome, arriving there in early initially on its current British CofA. rolled out into the dust of the aerodrome and January, 1935. The rebuild of the big Lockheed On 13 October, 1935 the Vega made her then helped Jimmy Woods out with his fore­ was a major job that was to take eight months, first commercial flight in Australia when she head bleeding rather badly. He looked an during which time Miller requested that Aust­ departed Maylands at 5:15 a.m. bound for awful mess, but he was not really as badly bent ralian Registration VH—BGK for the aircraft, Adelaide on a charter for MMA carrying two as / was. / had done a fair bit of damage to one because the British markings G—ABGK across passengers under the command of Captain knee and could not move my head or shoulders. the mainplane and on the fuselage were Woods. Parafield was reached 3:45 p.m. that We were taken to a convent, and some Syrian extremely difficult to erase. The Civil Aviation afternoon after refuelling stops at Kalgoorlie, nuns patched us up. The Air Attache had come Branch would not comply with this request Forrest and Ceduna, in a flying time of 7 hours up from Beirut, and drove me, a very forlorn however, and allocated instead VH—UVK to 55 minutes. Woods set off on the return trip to Perth on 20 October but was delayed at Forrest two days while waiting for the airfield's dirt surface to harden after heavy rains, and ■I. ^ eventually reached Perth in a flying time of 8 ^ hours 55 minutes, still an impressive time compared with the two full day's flying of the *1 WAA Perth-Adelaide DH.89 Rapide service. Soon after its return to Maylands, Woods flew the Vega in the Perth Aerial Derby beating a visiting RAAF Hawker Demon fighter! How­ ever the Vega was now stored In the MMA % hangar at Maylands for eight months awaiting CAB clarification of its airworthiness status. On 19 June, 1936 VH—UVK was test flown by Miller for formal granting of Its Australian CofA, and it was finally officially added to the

L eft: ‘UVK at Parafield with one of MMA’s Adelaide based Dragons, VH- URX in the background (H. G.Miller). I

Australian Civil Register on 23 June. After Right: The Vega taxies several local flights at Perth, the Vega was off to out at Port Hedland Adelaide again on 5 October, Captain Woods past MMA’s Mainline flying the trip in 7 hours 10 minutes, even DH-86, VH^USD, Nov­ including a landing at Blyth, S.A., on the ember 1938. last leg into Parafield from Ceduna. On the way back to Perth four days later. Woods spent 30 minutes searching in the Santhus area near Kalgoorlie, W.A. for the visiting Dutch fliers W.D Rous and H.J. Van Beckman who were missing in their DH.87B Hornet Moth, Lockheed prior to its hand over to the RAAF, ment recommended to RAAF that the aircraft PK—WDR. They were later located on a clay- and at this stage her Log showed that should be scrapped. pan where they had force landed, without VH—UVK had amassed only a total time of 246 On 28 August, 1945 Butler Air Transport damage. hours since built. wrote to DCA expressing their desire to obtain The Vega now settled down in the role On 11 November, 1941 the Vega was the Vega, which by now had been standing in that Horrie Miller envisaged, that of occasional accepted by Royal Australian Airforce at No. 1 the weather at Mascot for over six months, charter work and fast communications flights Aircraft Depot, Laverton, Victoria at the end however on 12 October the RAAF allotted the between his two MMA bases In Perth and of Its ferry flight from Perth, and taken on Vega to No. 2 C.R.D. at Richmond for con­ Adelaide, as it was uneconomical to use on the RAAF charge the next day under serial A42-1. version to components, and on that day the old regular airline routes, although Its performance After being painted into camouflage scheme at aeroplane was dismantled at Mascot and would have considerably reduced the flying Laverton, A42—1 was issued to Northern Area trucked to Richmond RAAF Base for scrapping. time to Daly Waters of his .plodding Dragons. HQ who had a need for a fast communications Three days later James Woods in Perth tele- The big Lockheed ranged all over Western aircraft, and ferried up to Northern Territory in grammed DCA advising that he wished to Australia, sometimes on charters and sometimes late December. After six months military purchase the ageing Vega. He had inspected his to pick-up malls from delayed scheduled flights service, A42—1 violently groundlooped on old aircraft at Mascot when he passed through and bring them on to Perth. The next Adelaide landing at Cairns, Queensland on 17 June, earlier that year in February and March while trip was 17 November, 1936 to take Mr & Mrs 1942, breaking the rear wing spar, and damag­ ferrying ex-RAAF DH.86's, VH-USW and Newman from Kalgoorlie to Parafield, returning ing the ailerons and wing ribs. The damaged —USF from Brisbane to Perth for MMA. Woods three days later to Perth with Mrs Boeri who Vega was trucked to Townsville where it was was no doubt interested in the Vega for his was bound for Bunbury, W.A. and she was stored under the care of No. 24 and No. 33 planned Perth to Rottnest Island airline that he transferred from the Vega to a Fox Moth at Squadrons before being trucked the thousand wished to establish as soon as wartime aviation Maylands for the last leg to Bunbury. miles down to Brisbane, where the aircraft restrictions were lifted. His later plans to 9 January, 1938 saw VH—UVK taking was received by Aircrafts Pty Ltd in their import a Republic RC—3 Seabee amphibian part In the Aerial Derby at Maylands flown by Archerfield hangar on 12 Qctober, 1942. The were thwarted by Dollar restrictions, and his Horrie Miller, and on 5 May he flew the Vega lengthy repair job by APL under contract to one-man-airline finally began operating over the into the newly built RAAF Station at Bulls- RAAF was finally completed on 10 November, 25 mile route in March 1948 with two Avro brook which was soon to be renamed RAAF 1943 and later that month the Vega was issued Ansons. Station Pearce. On 10 November that year to No. 3 Communications Unit. When DCA replied to Woods that the Vega James Woods took the Vega from Perth to After several months work on general was to be scrapped because of its alleged Darwin In 14 hours 20 minutes flying-time, communications duties with 3 CU, the Vega stability problems, Jimmy Woods angrily stopping en-route at the MMA ports of Gerald- was declared surplus to RAAF requirements, telegrammed "Having flown this machine more ton. Port Hedland, Broome, Noonkenbah, and issued to Department of Civil Aviation on than anyone else in Australia I am fully aware Fitzroy Crossing and Wyndham, and returned 9 March, 1944 for disposal. At first It was of its capabilities and cannot see any justi­ three days later landing at Whydham, Halls intended to issue the aircraft to Ansett Airways fication for any such action". However DCA Creek, Fitzroy Crossing Noonkenbah, Derby, to supplement their Airspeed Envoy on their remained firm, advising Woods bluntly that Broome, Port Hedland, Whim Creek, Hamilton-Melbourne service, however DCA "the Department will not renew the CofA Roebourne, Onslow, Carnarvon and Geraldton. were concerned at RAAF reports that their of Lockheed Vega VH-UVK". This was to be her last long flight for some pilots had experienced longitudinal instability time, because apart from occasional test flights when flying the Vega, and DCA conducted a As these words were being written, the once at Maylands, and even a day's joyriding on 13 series of flight tests on the aircraft. As a result proud Vega was being broken up with axes April, 1940, the Vega remained In its hangar. of these tests it was decided not to issue the for scrap metal in a far corner of Richmond On 2 June, 1941 Miller flew her up to Gerald­ Vega to Ansetts, and it was to be held by 3 CU RAAF Base. ton, returning to Perth the following day, and at Mascot Airport, Sydney awaiting a decision * * * * * * * * * in August that year MMA applied for the first on its disposal. In Qctober its transfer to DCA time to have the Vega included on their airline was delayed again awaiting the installation of a licence, since losses of their fleet to RAAF new Wasp motor. Lengthy correspondence Lockheed Vega Special: Impressments had critically reduced their began between RAAF and DCA as the aircraft Span : 41'0" ability to carry on their North West service, was now unserviceable due to the engine and Length : 27'6" which was by now extended from Daly Waters other maintenance requirements, and the All Up through to Darwin. However the Vega was not RAAF did not wish to carry out any further Weight : 4500 lbs. to enter airline service, because in November It work on the Lockheed as It was now for was taken off MMA for the RAAF under disposal. DCA felt that if the aircraft was sold * * ** * ** * * Impressment Requisition No. 9020. A CofA to a civil purchaser, stability tests would have renewal was carried out In the MMA workshops to be carried out and probably would require References: at Maylands for the last time on the old a major rebuild of the airframe, and the Depart- Mr. H.C. Miller, Perth for access to Log '’UVK at Port Hedland. November^ 1938. Books for VH-UVK. Australian Archives, Melbourne DCA Aircraft Registration files Department of Transport, Air Transport Group, Melbourne — Civil Aircraft Register. Department of Defence, Air Historical Branch, Canberra — RAAF Aircraft Status Card. "West Australian" Newspaper various dates. "Early Birds" - H.C. Miller. "British Civil Aircraft Since 1919" - A.J. Jackson. "de Havilland Aircraft" — A.J. Jackson.

JIIIIIIIBIIII NOTES MONTHLY NOTES MONTHLY of the helicopters was being discussed with the UN Secretariat. Tasks of the Bush Pilots Airways closed it down during the second week of March and contingent would include ferrying supplies to UN observation posts not withdrew the locally based aircraft. The Marketing Manager of Bush Pilots, accessible by road, surveillance of the disengagennent lines and medical Mr. Brian Williams said that normal services to and from Mt. Isa would evacuations. The helicopters would carry UN markings and be based at continue to operate as previously but no aircraft would be available for Ismailia. charter from the centre. In the 2 March Issue of the Cairns newspaper, "The Cairns Post", the Chairman of the company, Mr. Syd Williams issued The Australian Governor-General, Sir John Kerr, presented the 1975 a statement saying there was a misunderstanding as to Bush Pilots services Gloucester Cup for proficiency to No. 37 Squadron. Royal Australian Air to remote areas. Mr. Williams statement read in part "Rumours Force, at a ceremonial parade at its Richmond, New South Wales, base on that we are withdrawing some of our services because of a new southern 14 June. The late Duke of Gloucester presented the trophy to the RAAF in committment are completely false. No services have ceased in any areas 1946 for annual competition by all operational flying squadrons. Factors though rescheduling of aircraft has occurred, l/l/e recently withdrew one considered in judging include proficiency in role, technical standard, safety aircraft and two pilots from Mt. Isa for purely economical reasons as it record and morale. The commanding officer of the squadron, which flies is more beneficial to all to operate our Mt. Isa routes with our Cairns C—130E Hercules transports. Is Wing Commander Stewart Mitchell, 40 of based aircraft. Major ports like Mt. Isa, Doomadgee, Mornington Island, Hamilton, New South Wales. Normanton and Burketown now had three each-way services weekly, two A Lockheed Orion long-range maritime patrol (LRMP) aircraft of the of which were operated with DC3 aircraft and all over-night at Mt. Isa. Royal Australian Air Force and the Royal Australian Navy survey ship This gives a much better service to these areas as they now have a two-way HMAS Moresby took part in the independence celebrations of the Seychelles flow for passengers and goods from two main centres — Cairns and Mt. in the Indian Ocean. Flown by Wing Commander Graham Albert Perske, Isa". Mr. Williams continued...... "The gradual withdrawal of Government commanding officer of No. 11 Squadron, based at Edinburgh, South Aust­ subsidy which has been going on for years, will undoubtedly cause hard­ ralia, the Orion took part in a fly-past of aircraft on 29 June. Senior RAAF ships to areas at present serviced by the existing developmental subsidy representatives at the celebrations, which marked the end of two centuries grant. As from 1 July, BRA have a further $50,000 reduction which means of French and British colonial rule, was the Senior Air Staff Officer, some additional withdrawals of services into remote areas. The Govern­ Operational Command, Air Commodore John William Newham. ments intention is to phase out completely all subsidy to BRA effective >4. from the end of June 1977". ] The problems of Air Tasmania continued into March and April when the company's only aircraft DC3 VH-MMF was grounded early in AIRPORTS March due to the company not having a licenced check pilot, and also not All meeting certain Department of Transport maintenance requirements. The A domestic airline terminal which cost almost $A1,650,000 to build Hobart newspaper "The Mercury" carried stories on 30 and 31 March and equip has been opened in Hobart, Tasmania. The new terminal — about Melbourne interests offering to purchase the airline and refinance it, replacing one built in 1957 — was officially opened on 28 July by the introduce new aircraft and expand services. The 2 April issue of the same Auscralian Minister for Transport, Mr. Peter Nixon. Opening the terminal, paper reported that Air Express Ltd had made the offer and the Directors Mr. Nixon said that during 1957, a total of 120,000 people had passed of Air Tasmania had requested shareholders to accept the offer. However, through the airport, compared with 408,000 during the year ended 30 next day the paper reported the Chairman of Air Express, Mr. D.H. June, 1976. He Indicated that aircraft movements were still increasing. Trescowthich as saying that his offer had lapsed because of insufficient During the year ended 30 June, 1976, there were 8040 aircraft movements, acceptance by Air Tasmanian shareholders and because of a desire of an Increase of 6.4 per cent over the previous year. "The need for modern certain interested parties to keep control of the company within Tasmania. aircraft facilities is of particular importance to a State which relies so While Air Tasmania services were grounded, two other companies, Daven­ heavily on air transport, both for trade and tourism," Mr. Nixon said. port-based Astal Airways Pty Ltd and Melbourne-based Executive Airlines Pty Ltd applied to the authorities .j take over the Tasmanian services. However, Air Tasmania arranged for local charter operators to operate r THIRD LEVEL their services with light aircraft. Press rep^ ts later in April stated that the company had been re-financed by a corrortium of Melbourne-based companies and that the Mitsubishi MU^G VH—CJP owned by Forrestair would be purchased to operate Air Tasmania's routes, while the DC3 Not previously mentioned in the Journal is that Norfolk Island VH—MMF would operate freight flights to u.jibourne. In the 30 April Airlines Pty Ltd became a licenced commuter operator on 2 October 1975 issue of the Hobart Mercury, a report stated that the Mitsubishi would on the Norfolk Island-Brisbane route. Services are operated four times be purchased once Air Tasmania had it's operating licenct. renewed end It weekly with Super King Air VH—IBC. Twice weekly, flights operate via was hopeful that discussions with the Department of Transport would Lord Howe Island, however the Brisbane-Lord Howe Island segment is soon be satisfactorily concluded. Also, the company was looking at operated as a 'closed charter' to Norfolk Island Airlines Booking Centre another DCS owned by Air NIugini which could be used on freight flights. Pty Ltd packaged tours to the Island as according to press reports, there are a number of commuter airlines aspiring to operate on this route. Reports in the magazine 'Pacific Island Monthly' for November stated that Norfolk Island Airlines had long term plans to expand services In the INDUSTRY Pacific region and had held discussions with Fokker VFW International for the possible purchase of a Fokker F28 aircraft. The Australia Government Is planning a major restructuring of the The official listing of Australia's Commuter Airlines as at 31 Dec­ Australian aerospace defence industry aimed at reducing duplication and ember, 1975 issued by the Department of Transport shows that there are over-capacity. Under the Government proposals, the three major firms currently 30 licenced commuter operators in Australia. The listing shows involved in the defence aircraft industry will become more highly special­ that eight new operators commenced services: Norfolk Island Airlines, ised, and productive capacity will be reduced by about 40 per cent. Williams Airlines, Desert Air Safaris, Hazleton Air Services, Noosa Air, The companies involved are the Commonwealth Aircraft Corp­ Murray Valley Airlines, East Victorian Airlines and Cobden Air; three oration Limited (CAC), Hawker de Havilland of Australia Proprietary operators ceased services: Amber Air, Nationwide Air Services and Cobden Limited (HdH) (both private companies) and the Government Aircraft Air while one operator changed it's licence into the name of It's sub­ Factories (GAF). The Government's proposals were announced in Can­ sidiary, Unionair to Island Air. berra on 21 July in a joint statement by the Minister for Defence, Mr. Jim In contrast to the two New South Wales intra-state airlines, Ansett Killen, and the Minister for Industry and Commerce, Senator Robert Airlines of NSW and East-West Airlines, who reduced their services because Cotton. They follow recommendations made by the Australian Industries of current economic troubles, the two main commuter operators from Assistance Commission (lAC) after a long inquiry. Sydney: Masling Air Commuter and Skyway Airlines, increased their Both CAC and HdH generally welcomed the Government's rational­ flights substantially as from 1 March. With the introduction of a further isation proposals, but expressed strong doubts about the limits imposed Beech Queenair aircraft, Masling increased the number of flights operated by the Government in an effort to achieve greater specialisation. In their weekly to most centres served, particularly Newcastle, Cootamundra and statement, the two ministers said that in line with the general recommend­ Young. Skyway Airlines increased frequencies on all their routes following ations made by the I AC, the three major firms should be restructured to the introduction of their second Navajo Chleftan VH—TWU. Maslings achieve a greater specialisation in their main areas of defence activity. Each have purchased a DCS from Air Niugini which is now registered VH—MWQ. firm would retain capabilities of a broad nature which permitted limited After having maintained a Branch Office at Mt. Isa since 1963, competition and major programs would involve all three firms to a varying

18 NOTES MONTHLY NOTES MONTHLY extent, with one taking the prime contractor role. aircraft - an experimental prototype of the N24 stretched Nomad - was on a test-flight when it crashed. "The Nomad program will continue in Under the Government proposals, two Government-owned factories its entirety as previously planned", he said. Mr Dolphin was confident at Bankstown, west of Sydney, which are operated by Flawker de Havilland, the public would understand that the aircraft which crashed was an experi­ will be consolidated and will have the capability to repair and overhaul mental one and not the production version of the Nomad. a wide range of piston, turbo-shaft, turbo-prop and small turbo-jet engines, helicopter transmissions and fixed and rotary wing airframes. HdH will Forty-eight Nomads have already been sold in Australia and overseas have a reduced capacity for manufacturing sheet-metal and machined and options have been taken out on another 20. GAF's marketing manager, Mr. Eric Morris, told a news conference on 24 August that an agreement components. had been signed with an overseas country for assembly of up to 20 Nomads CAC will reduce the size and space of its defence activities by in that country. Fiowever, he said he could not name the country. vacating the defence aircraft sheet-metal and airframe fields. Its specialised future role in the defence field would be the manufacture, repair and The short take-off and landing (STOL) medium range twin turbo­ overhaul of jet engines (including associated sheet-metal activities), engine prop aircraft is made at GAF's plant in Melbourne. Final assembly and modification and spares production plus the design and manufacture of testing is done at Avalon airfield, 50 km (31 miles) south-west of the systems and components in these fields. city. There are two versions of the Nomad — the N22B and the stretched version, the N24. The N24 is 1.5 m (about five feet) longer than the GAF will take over at a reduced scale some of the airframe activities 12.5 m (41 feet 2 inches) N22 and carries 16 passengers, four more than previously carried out by CAC while retaining its current capabilities. Its the N24. future role would be the design, development and production of aircraft and guided missiles together with the capability for modification, spares There have been three accidents involving the Nomad since it first production and airframe repair and overhaul. flew in 1971 - one in 1972 and two this year. In the most recent accident, on 6 August, two people were killed and one seriously injured when the The ministers said a recommendation by the lAC that the GAF experimental N24 crashed on a flight from Avalon airfield. Mr. Stuart should be scaled-down in size and be made a statutory corporation was still Pearce, Nomad's chief test pilot since 1971, was killed instantly and Mr. being studied by the Government. They said the proposed restructuring David Hooper, acting chief designer of GAF, died later from head and would reduce duplication and over-capacity which had existed for some chest injuries. Mr. Pat Larcey, the aircraft's flight test engineer, broke his years. The productive capacity in terms of plant and floor space would be back and damaged his spinal cord. reduced by about 40 per cent. However, the capacity to be retained would exceed the expected defence workload and the three firms would be able Mr. Morris said it should be clearly understood that the aircraft to undertake additional work. involved in this accident was not a current production model, but an exper­ imental version aimed at developing a better model for marketing. He said The ministers said the Government could give no assurance that a the aircraft was flying with a different experimental tail plane, and the workload would be available to fully occupy the future capacity of the Australian Department of Transport had already said that the cause of the three firms. "However, aircraft acquisition programs under consideration accident related to the modified tail plane. Mr. Morris said the department will provide opportunities for the substantial involvement of industry in had said that Nomads fitted with the current production model tail plane whatever aircraft purchases are approved," they said. "Thismay be through had a "clean bill of health". He said an incident in 1972 when a prototype full or partial manufacture, collaborative programs with overseas firms, or Nomad landed with both engines inoperative had been caused by pilot by offsets where greater involvement is not possible". error. The general manager of CAC, Mr. Robert L. (Bill) Abbott, said the The fatal accident in Sabah, Malaysia, on 6 June was not attribut­ company welcomed the Government's decision to put into effect the lAC able to the Nomad, he said. The aircraft had been loaded well outside its recommendations to rationalise the industry. The decision to reduce over­ prescribed balance limits and had been loaded tail heavy. The Chief all capacity in the industry would make the company's operations more Minister of Sabah, Tun Mohammed Faud, and 11 others - most of them efficient and responsive to the requirements of the defence services. members of his Government - were killed when the Nomad spun into the However, though CAC accepted the specialised role defined for it by the sea near the airport at Kota Kinabalu, Sabah's capital. Mr. Morris said that Government, the company did not have a policy to vacate the defence taken in their right context, these accidents had produced no fears for the aircraft field as had been suggested. "It is the policy of the company to safe operation of the current production model of Nomad. continue in any area of airframe design, development, production and modification which can be achieved on an economic and competitive A demonstration tour of Europe by the Nomad, including a display I basis", he said. "This policy applies equally to opportunities in both at the Farnborough Air Show went ahead as planned after a successful defence and commercial aviation". six-week sales tour of Asia. Another Nomad is to leave Australia for the United States. It will be fitted with sea plane floats to increase its Mr. Abbott also said the Government had failed to implement what versatility. were probably the two key recommendations made by the I AC. The first The Australian-designed and built Nomad short take-off and landing was that GAF be restructured on a commercial basis and the second was (STOL) aircraft has begun an extensive sales tour of Asia and Europe. f that the Government should establish an overall workload for the defence During the tour, the light utility transport aircraft was demonstrated at aircraft industry. Britain's Farnborough Air Show from 5-12 September. The deputy managing direction of HdH, Mr. Laurie R. Jones, said The Asian tour is being organised by Hawker de Havilland Australia his company had been calling for a restructuring of the industry for at least Proprietary Limited (HdH), the Asian distributors for the aircraft, using five years. "In Sydney we had perhaps twice as much capacity as we could demonstrator model leased from GAF. The aircraft is registered remotely use in the foreseeable years to come", he said. "We also felt a VH-AUN. GAF will take over the aircraft late in August for the European strongly that there was too much capacity in Melbourne in both CAC and section of the tour. The aircraft left Australia on 25 July. Its first demon­ GAF". Mr Jones said the surplus capacity meant money was being wasted stration stop was Djakarta on 29-30 July, followed by Kuala Lumpur in maintaining facilities which were not required. Mr. Jones, though 2-3 August, Bangkok 4-5 August and India 9-14 August. In India, demon­ generally accepting the Government's policy of greater specialisation, said strations will be given in Hyderabad, Bangalore, New Delhi and Bombay. he did not believe the firms should be absolutely confined to the areas HdH hopes the Nomad could be chosen to provide feeder line services outlined by the two ministers. "We certainly see ourselves undertaking 1 into Hyderabad, New Delhi and Bombay. tasks and activities outside those areas", he said. The tour is being managed by Mr. Patrick West, technical sales There will be no change in the status of Hawker de Havilland manager of HdH's Aviation and Systems Sales Division. Accompanying Australia Proprietary Limited (HdH) if the British aircraft industry is the aircraft is the company's chief test pilot, Mr. Ted Shaw, and engineer, nationalised. The acting chief executive of the company, Mr. Laurie Mr. Gerry Vanderzanden. Jones, said HdH was an independent company operating within the structure of the Hawker Siddeley Group Limited. No connection existed From New Delhi onwards, responsibility for the aircraft will shift to between the British aerospace companies. Hawker Siddeley Aviation GAF. The aircraft was to be flown to Copenhagen for maintenance and Limited and Hawker Siddeley Dynamics and Hawker de Havilland Aust­ demonstrations there on 20 August. From 23 August to 23 September, ralia apart from sales representation agreements which were negotiated the aircraft was to be demonstrated in the United Kingdom, Ireland, the from time to time. Netherlands and Belgium. Production of the Australian-designed and built Nomad light utility GAF then plans to demonstrate the Nomad in Greenland 25-28 transport aircraft will not be affected by the crash of an experimental September, Iceland 30 September-2 October, Norway 6-11 October, version of the plane last month. The manager of the Government Aircraft ^eden 12-18 October, Finland 19-21 October and Denmark 22-26 Factories in Melbourne, Mr. J.H. (Harry) Dolphin, emphasised that the October. Further demonstrations will take place in West Germany 27-29 October, Switzerland 30 October 1 November, France 2-6 November, I 19 Spain 8-'l0 November and Portugal 11-13 November. J