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Aviation Historical Society of Australia r Aviation Historical Society f- OF Australia r Registered in Australia for transmission by post as a periodical VOLUME IX No.2 March - April 1968 ■ i ■ A.H.SoA. Journal -27- March-April 1968 An Account of the First Aerial Reconnaissance in Australia, By N,M, Parnell At 2,30 am on March 12th, 1921, the auxiliary yacht ’Acielle* weighed anchor in Sydney Harbour and departed for Jervis Bay, NSW, to assist in the first aerial reconnaissance in Australia, Promoted and financed by Mr, Lebbeus Hordern, a Sydney businessman, their equipment was by today’s standards, crude, and the facilities to operate an aircraft were non-existant. Never-the-less, the expedition set forth arriving at Jervis Bay some twelve hours later. The Acielle, under the command of Capt, C„ Snook, was to act as tender for a Curtiss Seagull, a three seat seaplane fitted with a 160 hp Curtiss water-cooled engine, which was to be used to take aerial photographs of the coastline. On reaching Jervis Bay, a message was sent to Capt, Andrew Lang, the pilot of the Seagull, advising him not to leave Sydney before 9,00 am on the 13th as, although the mooring facilities had been completed, the weather was not suitable. The morning of the 13th broke beautifully fine with a slight mist over the Manly end of the harbour. It was about 10,00 am when the Seagull lifted off from Double Bay, and headed in the direction of North Head, The fuel tank was only a little more than half full, some twenty-eight gallons, but the array of equipment stowed in the cockpit - an aerial camera, a magazine of plates, clothing, maps, riding lights, a 28-lb, anchor with 20 fathoms (120 feet) of line attached and two persons aboard. brought the vreight up considerably. After circling Manly for some twenty minutes to gain height, they flew over the heads and turned south, passing Bondi at some 2,000 feet. Off Thirroul a collier was observed appearing as if it was about to run into a reef, but upon checking an Admiralty chart later there was at least fifty feet of water under her keel. The day was particularly cleari from 2,000 feet the pattern of the bottom of the ocean could be seen for quite a depth. The Seagull began to roll and yaw a bit and it became apparent that a north-easterly was moving down the coast, Wollongong, from the air, was decidedly disappointing but photographed anyway, Shellharbour was next but the camera jammed just as it was needed most. Still it was hoped .that anything mi,ssed on the way down could be caught on the return trip. Passing over Kiama the wind freshened, and with it over the tail, they flew inland over Gerringong, chasing a few cows. Crossing short over Black Head, which was most appropriately named, a few minutes later they were opposite Greenwell Point, with Nowra in the distance, ensconced in a bend of the Shoalhaven River, This was considered an ideal shelter for flying boats. Taking a short cut across Wollumboola Lake, the Seagull was over Jervis Bay before the crew of the Acielle was aware of it. The wind was blowing from the north-east at about 25 mph,, and over the toTO it was decidedly bumpy. Capt. Lang landed the Seagull in the choppy water about fifty yards from the mooring bouy, Alex Hill hung over the side and made fast, Ihe trip took one hour forty minutes, and five minutes later, the crew were on board the Acielle, With the strength of the wind it was decided to moor the kite in the shelter of Currumbene Creek, A great many people turned up in the afternoon to look at the first flying boat in Australia, but with the poor conditions all thoughts of flying had to be abandoned. For the record the crew of the expedition consisted of $- Capt, Andi’ew Lang Pilot of the Seagull W.B.M, Smith Bosun Alex Hill Fitter and rigger Frank Chandos Cook Frederick Laidler Engineer for the Seagull Jack Watson Marine engineer Capt, Charles Snook Commander of the Acielle Fi"ont cover; Transavia PL-12 Airtruk demonstrating at the Rylestone Air Show. Inside Cover top; The Seagull at Double Bay NSW and,Lower; on the punt at Launceston, Tasmania. Centre; Members of the expedition from left, Capt. Andrew Lang, Frederick Laidler, Jack Watson, Alex Hill, Eranlc Chandos, and Capt. Charles Snook. A.HoSeA. Journal -28- Ma^Gh*=?Ap riJ_1968 After a sojourn of four days the Acielle pushed off for the Moruya Bar at 9o20 aiTij leaTing Capto Lang and Alex to quarter at the local hotel. At 2.00 am the following morning the Acielle was back at Jervis Bay, the 45 hp Stirling engine used as auxiliary power having gone *phut*. Ihile repairs were effected, it was decided to slip the Seagull at the back of the Government slipway at Huskisson. As soon as it was high and dry, they were astounded to find the hull a mass of barnacles. Alex soon cramped the style of the aeronautically minded barnacles with a rag well soaked in petrol. For the next three days, the aircraft had its hull given two coats of best quality marine varnish in place of the copper paint originally usedj cables were greased to prevent them rusting; and as the petrol tank was fitted with a gauge which measured in US gallons, the contents were emptied and remeasured in Imperial gallons. The Acielle was repaired and left for Moruya. The Seagull was moored out overnight for an early morning start, but the plans of mice and men oft times go astray. The tide was falling at a great rate, and a motor launch was used to tow the seaplane out. The shallow draught of the Seagull made it very hard to control, so as the towrope was released, the boat promptly ran aground on an un-noticed sand-bar, and the tide swept the Seagull into collision with it. There was no damage to the Seagull but it was deemed prudent to check the alignment. They packed up the air­ craft with bags of sand. As the tide went out the seaplane settled onto the bags, Alex wratching a spirit level set up on the hull. After much lifting and heaving the plane was finally in the correct position. The collision had not affected the alignment at all. By early evening the Seagull was again on the moorings with the two prostrate airmen/mechanics at the hotel. The next morning, Good Friday, dawned about 5,30 am, and the weather pros­ pects appeared good. It had been decided the previous night, after lengthy discussions not to use a launch to break the anchor but to do it under the Seagull's own power, so as to minimise the risk of collision again, especially as the tide ran quite fast. This method had the drawback that if the engine stopped the seaplane might be swept onto the rocks. However, nothing disastrous occured, although crossing the bar the engine had to be revved up to 1,100 rprn to move the Seagull against the incoming tide, Capt, Lang flew over the Haval College and Alex photographed it before they ran into some cloud which forced them to descend to 250 feet, as the visibility was only some 400 yards, Turning down the coast, the Seagull sped south, making 63 mph at 1,500 rpm, with the cliffs not more than thirty yards away, A brother Seagull attempted to fly ahead of them but finding the mechanical monster approaching so fast did a 'split S' semi-spinning nose dive to?rards the water and was lost to viev/. Entering Wreck Bay the cloud lifted to some 400 feet with the visibility near two to three miles. Just after passing St, George's Head, one of the magnetos began playing up, making the engine sound rough. The Curtiss had been fitted with one American and one British type,and it appeared as though the latter had 'downed sparks and struck. The wind was slightly more than easterly off Bateman's Bay with a practically calm sea. Off lorth Head a compass course was et to Burrewarra Point, Here the mist lifted considerable, the wind being to the north east. Turning in to­ wards the Tomage Eiver and north of Broulee, the gained a little height preparatory to making for Sandy Point and the Moruya River, finally arriving over the town at 1,200 feet. The Seagull made a smooth landing and was soon moored off the wharf near the Acielle after one hour fifty minutes in the air. The British magneto was quickly removed and found to have as much magnetism as a brick. A spare American magneto was unpacked and duly installed. Having satisfied themselves that both were synchronised, lunch was deemed to be next on the list. The wind died down and light rain began to fall. It was an opportune time to wash the wings down to remove the seawater which had a deteriorating effect on the dope * Next day broke fine and clear, but with a vresterly blowing. On the Moruya River, the only way to get in and out, was with an east or west wind blowing. However l.rLS,A. Journal - ^Z9- March-April 1968 with the westerly breeze^ there was a bridge crossing the river with a row of tele- graph wires well mounted on poles across the top of it^ near the end of the run* Shortly after lunch they took the Seagull across to a sandbank^ which had been selected to pick up cargo^ but the tide was on the fall and before one could say ^Bool ^ it was nearly high and dryo There was quite a struggle to get it off but one or two of the local lads took their boots off and came to the rescueo The only dam­ age done was to the wingtip skid which hit on the sand and splits when a gust of wind turned the aircraft* This was replaced in about five minutes with a spare from the Acielleo By this time the two passengers arrived for their flight and were made snug in the cockpit* Just as the nose was turned in a north-easterly direction for the takeoff^ a gust of wind came from the south-east causing the Seagull to try to get its nose to the wind in true weathercock fashion* After a.
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