Vol. XVI No. 4 September-October 1975 Price $1.55 Registered for posting as a periodical Category B.

Aviation Historical Society OF

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- H The operated L.18 Lodestar "VH—CAA" seen at Archerfield, late in 1943. Qantas Lockheed Lodestar "VHCAK" being operated by Qantas during November 1942, Qantas

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Lodestar "VHCAK" and Lockheed 10 VH—AAU at Wards Strip near Port Moresby on December 14, 1942. Qantas

The Qantas Lockheed 10A Eiectra at Archerfield during July, 1941. Qantas AVIATION HISTORICAL SOCIETY OF AUSTRALIA JOURNAL -41 -

Vol. XVI No.4 September-October 1975

Patron: Sir Donald Anderson CBE President: Dr. L.V. Turner Vice President: R.J. Gibson THE LOCKHEED ERA - WORLD WAR TWO by G. Goodall Secretary: G.H. Stone Treasurer: P.J. Ricketts In mid 1938 the R.A.A.F. ordered fifty bombers Journal Distribution: C.H. O'Neill through Brown & Bureau, for delivery in 1940. An early proposal to invite Journal Editors: P.J. Ricketts Lockheed Aircraft Corporation to establish a factory in Australia was rejected, and F. Walters the order was later increased to a total of 100 Hudsons. In early 1941 another 52 Photo Pages — Hudsons were ordered, but due to problems with the Australian production of Layout: J. Gallagher Bristol Beauforts, the Prime Minister (The Right Honourable R.G. Menzies) took Movements: E. Favelle personal action in London to have a number of RAF Hudsons diverted immediately Museum Notes: P. Anderson to Australia, and the order was increased to 146 aircraft on May 20, 1941 as it was Third Level: R. McDonald felt that the majority of these Hudsons would be in Australia before Beauforts were Contributors: being completed G. Reid J. Vella N. Apperley D. ThoHar The first RAAF Hudson was taken on charge at No.2 Aircraft Depot at A. Hope D. Eyre Richmond, NSW on February 9, 1940, and a report dated May 8, 1942 stated that Lae Aviation News the total order for 246 Hudsons was now on charge or en route to Australia from Western Airletter USA. In actual fact one extra aircraft was received, and the total RAAF Hudson South Australian Air Journal inventory was 247 aircraft, serials A16”1 to -247. The majority of these were transferred from British orders, and had been allocated both USAAC and RAF serial numbers while on the production line. The story of the Hudson in RAAF services is a fascinating one - they flew the first offensive mission of the RAAF Contents: against the Japanese on the beach landings of Kota Bharu, Malaya on December 8, The Lockheed Era 41 The RAAF Zeke 47 1941, then had extensive combat use throughout the Pacific campaign serving with Monthly Notes — Civil 48 no less than seventeen different RAAF Squadrons and Units. The full story of Military 49 military Lockheeds in Australia is however outsidethe scope of this article, and only Third Level 50 basic details are given as a basis to the subsequent use of military aircraft by civil People 49 operators. Museum 50 Papua New Guinea 51 As the war situation darkened in Europe it had a marked effect on Letters to the Editor 51 Australia's airlines. More and more troops and military personnel were being Movements 52 carried, and more contract work for the armed forces was available. In July 1940 the RAAF began issuing Impressment Requisitions on civil aircraft that were needed for the airforce, and soon most airlines were critically short of aircraft to All manuscripts for publication in carry out their schedules. the Journal should be typed (if possible) double spaced using one Guinea Airways purchased two Lockheed 14W Super Electras from side of each sheet only. All work on Aer Lingus Teoranta, Dublin through the British agents W.S. Shackleton Ltd, and this Journal is voluntary and no on March 20, 1940 Ministerial permission was given for the import of these two payment can be made for published machines EI-ABV & -ABW (C/n's 1497 & 1498) and preparations began for the long material. ferry flight to Parafield. Guinea's pilots left on April 17 to collect the Membership is for one full calendar aircraft, and the pair of Lockheeds arrived back on June 9, both in full camouflage year commencing March 1st. Annual and bearing their Australian identities VH-ADW & =ADY in black on the fuselage membership fees of $10.00 sides, with red, white and blue tricolour nationality strips under the registrations. (Australian currency) will be due The delivery was made in an impressive 6572 hours flying-time, but this could not for renewal during February each be publicised due to the war situation. Both underwent Australian Cof A overhauls year. in the Guinea hangar at Parafield, and emerged with camouflage removed and Published by: Aviation Hisotiral finished in stylish scheme of metallic with red trim with names "Darwin" and Society of Australia Limited, "Adelaide" repsectively on their noses. Both Lockheeds had been built in May 1939 Box C.208, Clarence Street, at Burbank and issued with Irish CofA'son November 10, 1939 but the restricted . N.S.W. 2000. European network caused by the war had made them redundant quickly. The views expressed by named The two new Lockheeds entered service on the Adelaide-Darwin route contributors and correspondents initially in 12-passenger configuration, and such was the frequency of their are their own and do not necessarily operations into Darwin that shortly after their introduction Guinea Airways reflect the views of the Editors or requested DCA approval to change the registration of VH-ADW because of radio the Company. confusion with Millers' Electra VH-ABW, and on August 27, 1940 the L.14 was Printed by: Hotspot Instant Print re-registered VH-AEW. So at the outbreak of the Pacific War Guinea's fleet on the Service, Pitt Street, Sydney. Darwin run was Electras VH-UXH & - AAU and Super Electras VH-ADY & -AEW. Another pair of Lockheed 14s were imported just before the Pacific war broke out, these being for W. R. Carpenter & Co, Sydney who had introduced a (C) 1975 Aviation Historical Sydney-Brisbane-Port Moresby-Salamaua-Rabaul weekly service on May 30, 1938 Society of Australia using DH.86B Express Liners. The company also operated internal services in ISSN 0045-1185 New Guinea under the name Mandated Airlines using mainly DH.84 Dragons and DH.83 Fox Moths, these New Guinea operations having commenced in 1934 to take supplies to Carpenter's trade-stores at the goldfields but soon expanding to charter work and taking over several competitors. By 1940 more modern aircraft were Aviation Historical Society of Australia Journal -42- September-October 1975 desperately need to replace the DH.86Bs on the mainline route to Rabaul, and two Douglas DC-3s were ordered. However the war situation made their delivery uncertain, so in 1941 W.R. Carpenter & Co. purchased two Lockheed 14H Super Electras from Continental Airlines of Denver, Colorado, USA for£22,500 each and the aircraft were shipped to Sydney. NCI 7392 c/n 1431 became VH-ADS and NC17382 c/n 1409 became VH-ADT and the aircraft were named "Carmenia" and "Caronia" respectively following the normal airline practice of the day. The inaugural Lockheed flight arrived at Rabaul on May 30,1941 in VH-ADS under the command of Captain R.O. Mant, the company's Chief Pilot, carrying ten passengers, air hostess, and two relief pilots. Three months later on August 14, VH-ADS made the first one-day flight from Moresby to Sydney, covering the 1,860 miles in 10 hrs. 40 mins. The two Lockheeds maintained the service until January 1942, although they had been taken off for a period the previous month when they were used along with two ANA DC-3s to evacuate civilians from the Territory to Moresby and down to the Australian mainland at Cairns when the Pacific war began - a total of 732 persons were evacuated in eight days, with loads of up to 53 passengers In a DC-3! On January 4, 1942 Rabaul suffered its first Japanese air attack, and the Carpenter Lockheeds then swung Into evacuating citizens from Rabaul, Wau and Moresby down to Cairns. These evacuation flights took place while Japanese attacks were in progress, and the aircraft were flown to the limit - VH-ADT was on the ground at Wau when enemy aircraft made a bombing and strafing attack in late January, but Captain C. Bernard ran to the Lockheed and escaped In the direction of Koranga, outflying his attackers although fired upon by MG and I" cannon. On January 27 a lorry backed into the prop of VH-ADS at Wau and bent the propellor and broke the crancase of the engine - three anxious days later VH-ADT flew in with four mechanics to repair the engine, and on February 2 VH-ADS was flown out. The heroic rescue missions continued into February concentrating now on shuttling civilians from Moresby to Cairns, but on February 12 VH-ADS returned to Mascot with engine trouble shortly after departing from the north, but after hasty repairs set out again for the emergency area. On the morning of February 14 "Carmenia" was attacked by four-engined flying boats near Wau but escaped and proceeded to Moresby and Cairns - later that night while taking off at Cairns to return empty to Moresby for more evacuees, the Lockheed dived into a mangrove swamp off the end of the runway and was deeply embedded in mud, killing the crew Captains C. Bernard & E.D. Crisp. The weather was extremely poor at the time of the crash, and no official investigation was made into the accident due to the pressures on DCA due to the war; and VH-ADS was struck off the Civil Register on March 12, 1942 as “Crashed while engaged in military work under direction of RAAF“. The main evacuation now being over, VH-ADT was flown down to Mascot and retired with unserviceable engines. Carpenter's well-organised pre-war organisation was now fragmented, and most of their aircraft destroyed by enemy action in New Guinea. By July 1942 VH-ADT was based at Parafield on a four-month charter to USAAC, Carpenter pilots and groundstaff went with the aircraft. On August 2, the battered Lockheed completed a much needed overhaul by Guinea Airways and then began a charter to the to run freight and vegetables from Adelaide to Sydney .and on to Darwin. On each return journey it was available for passengers although no seats were fitted. On August 22 ADT was damaged at Batchelor, NT and after repairs to the fuselage on the spot, was ferried south to Parafield on September 10,‘for major repairs by Guinea Airways. It was soon back in service again, and was affectionately dubbed the "Cabbage Ship", and a contemporary report of a flight out of Batchelor on October 10, 1942 mentions ("there were no seats in the Cabbage Ship and the floor accommodation was hard, but the aircraft was going south and that made it good!") In the West, MMA's two Electras were still covering the -Darwin route but increasing concern was felt because of the proximity of the Japanese advance through Java. On January 16, 1942 VH-ABV made a forced landing In scrub 70 miles south of Derby due to engine failure but the aircraft was undamaged and after engine repairs a rough strip was prepared and the Electra flew out and arrived back at Maylands on February 19. Shortly after the two Electras were painted into camouflage by DCA order, the undersurfaces a pale blue, and the registrations In large letters on the fuselage sides, the aircraft names in white on the nose, and RAAF-style fin-flashes. During February Broome became the Australian port for the evacuation of Java, and up to 57 aircraft a day were arriving and carrying out a shuttle between Tjilatjap and Broome and on down to Perth. Both landplanes and flying-boats of NEIAF, RAAF, and Qantas were used on the shuttle and in one 14 day period over 8,000 passengers passed through the aerodrome and harbour of the pearling town. At 9.20 a.m. on March 3, 1942, Japanese Zeros attacked Broome and destroyed 16 flying-boats on the harbour and six landplanes at the airstrip, as well as shooting down a USAAC B-24 and KNILM DC-3 PK-AFV in the vicinity of the town. Darwin had received its first Japanese air attack on February 19, 1942 with tragic results, and the MMA Electras were busily engaged on supply and relief flights to the North West. The two Ansett Electras VH-UZO & UZP were flown up to the Darwin area to assist and they also took part in the evacuation of wounded and civilians from Broome in March. During March Japanese aircraft made strafing attacks on various towns in the NorWest and a number of airstrips were bombed. On March 1 Captain James Woods had departed Maylands for Darwin in VH-ABW in a grossly overloaded condition, and this led to a later lengthy investigation by DCA during which MMA defended their crews, stating that the company had given them absolute discretion to carry urgent excess loads during this crisis. Both MMA Lockheeds were damaged while taxying amongst destroyed aircraft on the Aerodrome at Broome shortly after the attack, but both continued in service. Later In 1942 MMA passenger services settled down again with an unpublished timetable due to the proximity of Japanese aircraft in the NEI and New Guinea. The northern terminus became Batchelor because of damage at Darwin airstrip and then switched to the old port of Daly Waters again. In December 1942 VH-ABW was flown to Sydney and based on the Sydney-Hobart courier run while the usual ANA aircraft were In Port Moresby for the Buna campaign. The effects of the greatly reduced and broken NorWest service following MMA having some of its aircraft Impressed by RAAF, and then its Lockheeds called upon with short notice for ugent National work on the Eastern seaboard, caused considerable bad feeling among the residents of northern W.A. who believed that the company had sold Its aircraft for profit. MMA's fleet was cut to one when VH-ABV was badly damaged on March 24, 1943 when it struck piles of gravel and runway obstructions left over from the invasion-fear days, alongside the strip at Port Hedland, WA while taking off. The five passengers were unhurt but the Electra was not returned to service for five months, being ferried down to Maylands on April 10, after temporary repairs using spares brought from Adelaide. "Gascoyne" was finally testflown at Maylands after its rebuilt on August 18, by Jimmy Woods, and then the two Electras continued throughout the remaining war years without major incident except for occasional forced landings. Aviation Historical Society of Australia Journal -43- September-October 1975

In June 1942 Ansett Airways leased their two Electras VH-UZO & UZF to the USAAC for transport and communications work within Australia, discontinuing all their airline schedules except Melbourne-Hamilton with the Envoy. The Lockheeds were operated by U.S. Army Services of Supply - USASOS - and flew extensively between Melbourne and Cairns and on to Darwin, and are reported to have flown an average of 20 hours per day for several years! By October 1942 the pair were based at Mascot on a shuttle to Townsville with supplies and military personnel, and during 1943 continued on the US charter throughout the Eastern seaboard. Like ail other civil airline Lockheeds they were painted into camouflage in 1942 with civil registrations on the sides in white, but when the Japanese advance had been halted in 1943 they reverted to metallic finishes. Ansett's wartime advertising featured "You've Given Your Seat To A Soldier". In January 1943 Ansett Airways used the Carpenter Lockheed 14 VH-ADT on its US Army charter work, and the Super Electra was refitted with seats after its previous work as a vegetable-freighter and flown by the remaining Carpenter crews. However there were constant problems with ADTs engines and internal problems with the groundcrew of Carpenter's staff and on January 16 Cpt. K. G. Jackson refused to depart Mascot for Brisbane with passengers due to the condition of the motors, Jackson being Carpenter's Chief Pilot. However in February a shipment of $60,000 worth of Lockheed spares mainly for USAAC arrived by ship at Sydney and the engine problems were settled. After being hired by Ansett for most of 1943 this "orphan" Super Electra was leased by ANA in 1944, and was finally purchased by Qantas late in the year when they bought the assets of Carpenter's Sydney-Rabaul route. During 1944 the Ansett Electras were still busily engaged on the Sydney-Townsville USASOS shuttle, and a major incident occurred on November 21 when VH-UZP made a forced landing on Narrabeen Beach, Sydney shortly after takeoff from Mascot bound for Townsville with high-ranking US military men on board. Captain H.F. ("Jimmy") Broadbent and First Officer Charles Eather and their 8 passengers were unhurt but the Lockheed was damaged during the salvage operations when the tailwheel was pulled out of the rear fuselage during attempts to pull the aircraft from the rising tide. After repairs back at Mascot UZP was returned to service for a short time on the military charter, then resumed Ansett's airline services after V-J Day. Qantas Empire Airways' first experience with the Lockheed twins was on July 22, 1939 when the Guinea Airways Electra VH-AAU was hired for a survey flight to Dill, Portuguese Timor, to prepare for Qantas flying boats to refuel there. The Minister for Civil Aviation, (J.V. Fairbairn, who was to later die in the crash of Hudson A16-97 near Canberra on September 13, 1940 while Minister for Air) was a passenger on this flight, along with Assistant Director General of DCA, Cpt. E.C. Johnston. Earlier Qantas had considered the Lockheed 10 type when tendering for the Sydney-Rabaul service, and on March 23, 1937 had formed Australia New Guinea Airlines Pty Ltd' with equal backing from Airlines of Australia Ltd who were already operating services between Sydney and Townsville. Several tenders were submitted for the Rabaul service proposing use of Lockheed Electra, DH.86, and Douglas DC-2 types and It was envisaged that AQA would operate to Townsville and Qantas fly the Townsville-Moresby-Salamaua-Rabaul leg with Lockheeds. However W.R. Carpenter placed the lowest tender using DH.86Bs and received the contract from the Australian Government. In May 1941 the Qantas Board made a significant decision to obtain a Lockheed 10A aircraft for the Brisbane- Darwin landplane service, the first non-British aircraft flown by the airline in its twenty years of operation. The Electra NC14947 (C/n 1034) was purchased for $US41,250 and shipped to Sydney from USA where it had been privately owned by one Arthur Kudner of New York, and previously Brayer Brothers Construction Co. of Buffalo, NY. Qn June 30,1941 it was test-flown at Mascot after assembly and registered VH-AEC with the name 'Inlander", The inaugural flight departed Archerfield Aerodrome, Brisbane on July 3, under the command of Captain S.K. Howard for Darwin, and fitted out in nine passenger configuration the Electra settled down on the "Special Charter Service Brisbane-Darwin", the charterer being the U.S. Army. In 1942 the shiny metallic scheme gave way to camouflage and the aircraft continued on the run although plagued by engine problems mainly oil leaks, and numerous forced landings were made along the desolate route. As the Japanese forces advanced through the Netherlands East Indies in early 1942 all available aircraft were used to evacuate military personnel and civilians, and the NEIAF transports and seaplanes flew shuttles to Broome and Darwin assisted by KNILM's fleet of Lockheed 14s and Douglas DC-2,DC-3, and DC-5 types. In the final dark days many of these evacuee aircraft were shot down by Janpanese fighers while en-route to Australia or destroyed on the ground in the NEI. Before the Pacific war broke out, the NEIAF had placed two orders with Lockheed for twenty L.18-40-11 model Lodestar transports which were to be used for Paratrooping , serials LT9-6 to LT9-25 (c/n batches 2101 to 2110, and 2120 to2129).ln addition the KNIL (Royal Netherlands Indies Army) had twelve of the unique Lockheed L.212 bomber-trainers on strength, these being military versions of the sleek L.12 fitted with dorsal gun turret on top of the rear fuselage. By March 1942 the remaining aircraft being used on evacuation work were being flown off a road south of Bandung,- and as well as sick and wounded civilians were carrying important diplomatic cargo and valuable shipments including diamonds and gold bullion. NEIAF Lodestars were lost to enemy action on January 17, and February 7, 20 and 22, during these operations and finally the last aircraft departed Java and on March 7, a veteran Martin B-10 bomber, and on the following day the Dutch surrendered to the Japanese. In late March the battered collection of Dutch civil and military aircraft and their exhausted crews flew south from the Darwin and Broome areas and were taken over by the Australian and American Governments. The RAAF was issued with most of the combat types including several shipments of new aircraft from USA diverted to Australian ports en route, and the USAAC received the transport types. It is reported that a formal contract was signed In late March between KNILM and Pan American Airways (acting as agents for the US War Department) for the lease of KNILM aircraft. Later the U.S. Government purchased these aircraft and 100 cases of spares for $US530,000. The Allied Directorate of Air Transport (ADAT) under command of Group Captain Harold Gatty was then issued with the Dutch transports to assist its task of supplying transport requirements throughout Australia for the US forces. The block of radio callsigns VHCAA to VHCZZ was allocated to ADAT for their aircraft, and the serviceable Dutch aircraft went into service on US transport duties around Australia, with USAAC star painted over the worn camouflage, and their new radio-callsigns in white on the tall. Due to difficulties in maintenance and crew shortages, in late 1942 Group Captain Gatty held a conference with representatives of Qantas, ANA, Guinea Airways, and the Australian Government to negotiate the allocation of aircraft to Australian airlines to be operated on a charter basis for Aviation Historical Society of Australia Journal -44 - September-October 1975

ADAT. These aircraft were to be operated as Australian civil aircraft and maintained to civil airworthiness standards, and DCA agreed to issue a special series of CofA Certificates called the “X” series. In late October distribution to the airlines began, and over the next two years the following Lockheeds were flown by Australian airlines for ADAT: —

“VHCAA” L.18 c/n 2102 ex LT9-7 CofA 28. 1.43 No. X7 Operator Qantas Fate: Became VH-ARZ ” CAB" L.18 2103 LT9-8 1. 1.43 X6 Qantas Crashed 26.11.43 Wards Strip, Pt.Moresby. " CAC" L.18 2104 LT9-9 16.11.42 X4 Guinea WFS 15.8.44, became VH-ARY. " CAF" L.18 2121 LT9-17 4. 6.43 X10 ANA WFS 10.5.44, to USAAF. " CAH" L.18 2125 LT9-21 ANA Crashed 1.12.42 Buna prior to CofA issue. " CAJ" L.18 2128 LT9-24 2.11.42 X2 ANA Crashed 26.2.43 Townsville, Old. " CAK" L.18 2129 LT9-25 2.11.42 XI Qantas WFS 15.5.44, to USAAF. " CEC" C-60 2192 42-32172 22. 7.43 X12 ANA WFS 23.4.44, to USAAF. " CEE" C-60 2194 42-32174 1. 3.44 X15 Guinea WFS 7.6.44, to USAAF. " CEH" C-60 2196 42-32176 14. 7.43 X13 ANA WFS 4.5.44, to USAAF. " CXI" L.14 1414 PK-AFN 6.43 X9 Guinea Crashed 13.2.44 Alice Springs, N.T. " CXJ" L.14 1442 PK-AFP 22. 3.44 X17 Guinea WFS 21.3.45, to USAAF. Unconfirmed reports also state that Ansett Airways flew Lodestar "VHCAE" for a period prior to October 1942 for ADAT, and ANA flew Lodestar "VHCAG" for a period, these are believed to be ex LT9-15 & -19 respectively but noCof A’s were issued to either aVcraft.

Qantas were allocated their first Lodestar "VHCAK" on October 5, 1942, and inspection of the aircraft commenced on October 26, resulting in CofA being issued on November 2 at Archerfield. The first trip was two days later when the Lock­ heed departed for Townsville carrying six Army personnel and a consignment of freight. On November 12 CAK flew the inaugural Qantas supply run on a new Brisbane-Townsville-Port Moresby route. Their second Lodestar began its inspection on_ November 5, and was officially taken over by the airline on December 1, although "VHCAA"s CofAwas not formally issued until the following January since the aircraft was urgently despatched to New Guinea. The third Loclestar.''VHCAB" entered service in early January. All three were flown in drab camouflage with the radio callsigns in white on the tailfins, and "Qantas" on the nose in small white letters as the only indication of the operator. The first ADAT task after the allocation of aircraft to Australian airlines was the support of the Allied offensive attack against the Japanese beachhead at Buna on the northern coastline of New Guinea. The Buna Campaign was ordered by General MacArthur and commenced on November 21,1942 with air strikes and then bitter ground fighting, requiring a massive air support from Port Moresby across the Owen Stanley mountain range using RAAF and USAAC aircraft. Qantas' CAK arrived at Port Moresby on November 21, and was followed by CAA on December 4, while ANA's "VHCAH" and Guinea's "VHCAC" arrived in late November. The hazardous flights were made across the notorious Owen Stanleys often in poor weather and against Japanese fighter opposition, dropping supplies over the combat areas or landing on the strips of Popondetta and Dobodura to unload men and supplies, then fly back to Moresby with wounded soldiers, CAK made its first trip on November 22, and CAA was on its first run on the day of its arrival from Australia, and before this pair of Qantas Lodestars were withdrawn they had made a total of 77 return flights to Buna carrying in 339 men and evacuating 96 as well as carrying in a large amount of provisions, earning themselves the name "Bully-Beef Bombers". ANA lost their CAH on Decmeber 1 when it was attacked by three Zeros while landing at Dobodura and the port undercarriage collapsed in the ensuing heavy landing. Captain Jim Turner and his crew escaped the aircraft and ran to a slit trench unhurt but the aircraft was written off and dumped on the side of the strip. On December 4 Guinea's Lodestar CAC blocked the strip at Popondetta after its starboard undercart leg collapsed but it was repaired and ferried south to Brisbane. By early December there was a critical demand for airborne supplies to support the Buna operation, and a RAAF Special Transport Flight was formed in Australia, comprising 15 RAAF Hudsons, RAAF DC-2, and eleven civil airliners. This collection of aircraft were hurriedly ferried up to Port Moresby, and included Guinea Airways' Electras VH-UXH & AAU which arrived at Moresby on December 12, joining Qantas' Electra VH-AEC which had arrived the previous day, and all were immed­ iately placed on the supply run. Although the Electra's payload was only 15001b compared with the Lodestar's 3500 lb. capacity, these civil aircraft were a great benefit to the campaign, VH-AEC alone making 31 trips to forward areas carrying 209 troops and 13% tons of freight. The Electras were also used to carry wounded south to Townsville to hospitals. The Special Transport Flight was officially disbanded on January 11,1943, and the aircraft returned to the mainland during the month to resume their normal duties, less two of the Hudsons which had been lost to enemy action during the airlift. Guinea Airways' first ADAT aircraft was Lodestar "VHCAC" which underwent overhaul in their Parafield hangar in November 1942. It was urgently needed to replace the Lockheed 14 VH-ADY which had been posted missing earlier in the year on April 21, while en route Alice Springs-Batchelor with ten passengers and two crew, the wreckage not being found until June 30 on Annaburro Station, completely destroyed and no survivors. The new Lodestar received its CofA on November 16 and immediately departed for Melbourne and New Guinea, fitted out for two crew and 18 passengers. After an undercarriage failure at Popondetta CAC was hastily repaired on the spot and then ferried to Archerfield for major repair by Airlines of Australia Ltd. On December 9 the undercarriage collapsed again while taxying at Archerfield for a testflight, and the DCA investigation revealed that AOA had done the repairs to USAAC standards, not realising that CAC was in fact an Australian civil aircraft! The Lockheed 14 VH-AEW made a forced landing near Alice Springs on November 6,1942 ending up on its belly but was repaired quickly and was returned to service on the Darwin courier before the next ADAT Lockheed was delivered to Guinea, "VHCXI" Super Electra which was ferried into Parafield on April 6,1943, After a major overhaul CXI entered service in June. Later in the year as the war situation eased on the Australian mainland, the Lockheeds shed their camouflage but the ADAT machine retained their radio-callsigns in black on the fuselage or tailfins, with "US ARMY" in black under the wings, and USAAC star. A small "Guinea Airways" was painted under the cockpit alongside the Guinea motif of a donkey carrying a knapsack. Aviation Historical Society of Australia Journal -45- September-October 1975

1944 began badly when CAC crashed on landing at Tennant Creek coming to rest on its belly in the main street of the town although there were no injuries. After rough repairs the Lodestar was ferried back to Parafield, making an emergency landing at Alice Springs en route on February 10 with Hydraulic failures. Three days later CXI swung on takeoff at Alice Springs and groundlooped finishing up also on its belly but this time a complete writeoff, although amazingly again no injuries to the crew and nineteen passengers. CXI was stripped for spares then scrapped. Two new ADAT Lockheeds soon arrived at Parafield as replacements. Lodestar "'VHCEE'' was flown in during February 1944 direct from Its period of lease to RAAF, and Lockheed 14 “VHCXJ'' came in March, these two entering Guinea service on March 1 and 22 respectively. However the allocation of Douglas C-47 Dakota transports by ADAT during the year caused the withdrawl of the Lockheeds, and CAC which had finally completed repairs in June after its Tennant Creek episode was retired on August 15, and parked on the boundary of Parafield aerodrome alongside CEE which had been retired on June 7, both awaiting ADAT instructions on their disposal. The following year CXJ's CofA expired on March 21, 1945 and it was withdrawn at Parafield but at the same time Guinea's Dakota "VHCDK" was away on a long trip overseas on an Army charter, so Lodestar CAC was returned to service for a period both on the Darwin run and also several trips to Hollandia and the NEI. Australian National Airways received their first two ADAT Lodestars in November 1942, "VHCAJ" receiving its Cof Aon November 2, and "VHCAH” entering service soon after but being lost on the Buna supply runs before the formal issue of a CofA. CAJ led a short life also for after minor damage In a collision with RAAF Hudson A16-114 at Archerfield on January 12, 1943 upon its return from New Guinea, it was written off at Townsville on February 26 when the undercarriage collapsed on landing, causing a violent groundloop. In June 1943 ANA received Lodestar "VHCAF" from ADAT, and the following month another two "VHCEC" & "VHCEH”, ANA complaining at the time about the filthy condition of the latter two aircraft when delivered. These were ail fitted out at 19 passenger, 2 crew configuration and entered service on the ADAT supply services within Australia. In December CAF was transferred to Qantas and replaced in ANA by Douglas C-39 “VHCCF". During 1944 as Dakotas were introduced, CEC & CEH were withdrawn from service at Essendon on April 23 and May 3 respectively, CEH being ferried to Port Moresby for handing back to USAAF the following day. A report at this time stated that ANA had flown an Impressive total of 23,720 hours with US ADAT aircraft on supply runs to NT and New Guinea. Qantas Lockheeds returned to the routine of the 'First Courier Service' Brisbane-Townsville-Port Moresby in January 1943 when CAA & CAK were released from the Buna supply flights, joining CAB which had been alone carrying the brunt of the Queensland work. Qn January 29 CAA crashed at Townsville when the First Qfficer prematurely retracted the undercarriage on takeoff for Port Moresby, but luckily there was little damage and the Lodestar was soon repaired. CAA was by now quite a battered machine, as while on the Buna campaign half of its nose was sheared off when struck by a USAAC C-47 on December 5, then after rough field repairs the Lodestar was again damaged several days later when struck by falling debris after a Japanese bomb attack on Jacksons Strip, Moresby. In the first year of the Lodestar service, Qantas records show that a total of 421 trips were made, total flying time 6,066 hrs, and the three aircraft carried 10,551 passengers and 320 tons of freight. Qn November 26,1943 CAB was overdue on a flight from Moresby to Townsville, and the wreckage was later found 40 feet from the top of a hill eight miles from Wards Strip, Moresby - Captain W.G. Campbell and his three crew and eleven passengers were killed instantly and the aircraft gutted by fire. As a replacement ADAT issued Qantas with "VHCAF" from ANA on December 20 and it was handed over to Qantas at Archerfield at 2.30 p.m. on January 2, 1944. Less than a month later CAF was badly damaged In a belly landing at Archerfield on January 28 but soon returned to service. Just as with Guinea Airways and ANA, the introduction of Dakotas by ADAT in 1944 caused the withdrawl of some of Qantas' Lockheeds, and CAF & CAK were taken out of service by Qantas on May 10 and 15 respectively and handed back to USAAF. However CAA continued on the Brisbane-Darwin Courier along with the Electra VH-AEC which had been loyally covering this route with assistance from old DH. 86's since 1941. A company report in September 1943 stated that the Electra had flown 70 return flights Brisbane-Darwin In the preceeding year, carrying 1,065 passengers and 17 tons freight, this period of course including its time away on the Buna campaign in New Guinea. During 1943 VH-AEC was also used on the Townsville-Horn Island shuttle at times for ADAT. During 1944 Qantas purchased from W.R. Carpenter & Co. the rights to their Sydney-Rabaul service, and the assets of the route, including the Lockheed 14 VH-ADT and six spare engines for a total cost of£44,000. The Lockheed had been operated by Qantas on lease for most of the year for work along the east coast, but was purchased on Qctober 18 and then was used mainly on the Brisbane-Darwin run with the Electra. The Super Electra suffered undercarriage problems still, the starboard leg collapsing on landing at Mascot on November 13, 1944 and again at Mascot on January 28, 1945, repairs being effected promptly on both occasions, although the wings were taken to Rose Bay workshops after the second accident. Later in 1945 VH-ADT was leased to ANA for periods. Qn April 2, 1945 Qantas Empire Airways commenced its Sydney-Rabaul service with DC-3s, initially operating the 15 months unexpired portion of Carpenter's pre-war air route contract. In 1943 the RAAF was experiencing a critical shortage of transport aircraft, and ten C-60A Lodestars were purchased from the USAAC and ferried out to Australia from USA with long-range Tuel i tanks fitted inside the cabins. These aircraft A67-1 to -10 were used initially by No.37 Squadron based at Laverton, Vic on transport duties throughout Australia as well as a scheduled run to New Guinea, Noemfor, and Morotai and were allocated radio callsigns In the RAAF'S transport block VH-R..but these callsigns were not painted on the aircraft externally as had been done with the earlier ADAT Lockheeds. Qne aircraft was lost in a takeoff accident at Merauke, Dutch New Guinea, and the remaining nine were sold through disposals after the war. At this time the RAAF also received on loan three C-60 Lodestars which were operated under ADAT callsigns "VHCED", "VHCEE", & "VHCEJ", as well as five C-60s on loan from the NEI Government which were the last of the NEIAF Lodestar orders and were used by Dutch squadrons in Australia for a short time then transferred to RAAF due to crew shortages. Aviation Historical Society of Australia Journal -46- September-October 1975

A67-1 c/n 2508 ex 42-56035 On RAAF strength 23. 8.43 Struck off Charge 5. 2.47 "VHRAA^' Fate: ZK-AOP 2 2535 42-56042 23. 8.43 26. 9.47 “VHRAB” VH-CAA ntu 3 2536 42-56043 23. 8.43 26. 9.47 “VHRAC” ZK-AOT 4 2537 42-56044 27. 8.43 27. 2.47 "VHRAD” ZK-AOS 5 2538 42-56045 23. 8.43 15. 3.47 "VHRAE" VH-GRB 6 2610 43-16450 28.11.43 12. 3.45 "VHRAF" Crashed 26.1.45 Merauke. 7 2611 43-16451 28.11.43 26. 9.47 “VHRAG" VH-BFZ 8 2612 43-16452 16.12.43 26. 9.47 "VHRAH" VH-CAC 9 2614 43-16454 8.12.43 15. 5.47 "VHRAI" ZK-APU 10 2613 43-16453 11. 1.44 26. 9.47 "VHRAJ" VH-CAB "VHCED” 2193 42-32173 22. 7.43 13. 3.44 Returned to USAAF "VHCEE" 2194 42-32174 26. 7.43 10. 2.44 Returned to USAAF “VHCEJ" 2198 42-32178 19. 7.43 7. 3.44 Returned to USAAF LT9-31 2182 18. 7.44 6. 7.48 N8000 LT9-32 2183 30. 3.44 15. 4.46 N7777 LT9-33 2184 Bu301 48 (US Navy) 14. 4.44 25. 7.46 N5202N LT9-34 2185 Bu30150 14. 4.44 6. 7.48 N3946C LT9-35 2618 43-16458 5. 1.44 11. 6.46 Untraced.

Details of the disposal of these aircraft and their conversion to civil aircraft will be given in Part 3 of this article.

In addition to the Lodestars, a number of RAAF Hudsons were converted to transport aircraft during the war years. In September 1943 nine Hudsons were taken from various units and converted into transports by No.7AD Tocumwa! NSW, and on completion were allocated to various Communications Units and Squadrons, with radio-callsigns ''VHRBA” to ''VHRBT' being allotted on 6.1.44 - in order of callsign the aircraft were A16-113.115,120,122,124,131,134,147, & -148. All, except for A16-131 ^'VHRBF'' which crashed at East Sale, Vic. on September 12, 1945, survived the war and were purchased at disposals sales by Civil operators anxious to obtain Hudsons already converted as transports. The RAAF took delivery of a total of 75 patrol bombers between May 8, 1943 and July 2, 1944, the order comprising twenty B-34 models serialled A59-1 to -20; fourteen PV-1 models A59-50 to -63 transferred from US Navy; and forty-one B-37 models A59-64 to -104. The majority of these Venturas were scrapped at Laverton and Werribbee, Vic after the war except for one disposal to a civil concern, A59-90, which was struck off charge on November 10, 1948 as a free issue to DCA for use as a fire-practice aircraft at Laverton. During this period a number of USAAF Lodestars were operated on ADAT duties in Australia by the American Airforce, and these were issued VH-C series radio callsigns which were painted over their camouflage, one well-known example being “VHCEF" with the name 'The Texas M/ra/?gr/er'emblazoned on the nose. In 1944 in a book-keeping exercise the USAAF took on strength the aircraft purchased from the NEI Government and KNILM in Australia two years earlier, allotting serial-numbers and military aircraft type-designations, even though many of the aircraft had now crashed. The Approval Date for these aircraft was June 14, 1944 and they were issued with 1944 Fiscal Year serial numbers, the KNILM aircraft being as follows: —

44-83226 C-32A C/n 1374 "VHCXF” Previously PK-AFJ DC-2 Fate: Crashed 44-83227 C-32A 1376 CXG PK-AFL DC-2 Became VH-ADZ, later VH-CDZ. 44-83228 C-49H 1941 CXD PK-AFW DC-3 Crashed 5.5.45 Higgins Field. 44-83229 C-49H 1944 CXL PH-ALW DC-3 Became VH-ANR 44-83230 C-110 428 CXA PK-ADB DC-5 Crashed Parafield 1942. 44-83231 C-110 424 CXB PK-ADD DC-5 WFS Essendon, broken up. 44-83232 C-110 426 CXC PK-ADC DC-5 Became VH-ARD. 44-83233 C-111 1414 CXI PK-AFN L.14 Crashed 13.2.44 Alice Springs. 44-83234 C-111 1442 CXJ PK-AFP L.14 WFS Parafield, sold for scrap. 44-83235 C-111 1443 CXK PK-AFQ L.14 Crashed 7.10.42. These serials were never painted on the aircraft concerned, and the only evidence of their allocation seems to be in the mysterious individual aircraft codes that Guinea Airways painted on their ADAT aircraft behind the cockpit. This code was a W prefix and a corruption of the aircraft's identity, either construction-number or military serial: examples being Lodestar "VHCAC" was W2104 (its c/n) and Dakota "VHCDK" was W7697 (last four figures of its USAAF serial 41-17697). However in 1944 Guinea painted the code "W34" in black behind the cockpit area of Lockheed "VHCXJ" and it will be seen from the above listing that the last two figures of its allocated serial were 34! Finally, before leaving the World War Two period, it is necessary to note another NEI AF order for ten Lodestars placed after the initial orders for twenty aircraft LT9-6 to -25, delivered pre-war. After being driven from their homeland, the NEIAF personnel reformed in Australia and regrouped into an effective fighting force initially with B-25 Mitchell bombers of No.18 (NEI) Squadron,RAAF and later flying various aircraft types and basing their operations at Canberra, ACT. An order was placed for a further ten Lodestars LT9-26 to -35, of which the last five were ferried to Australia and went into service on lease to RAAF (see earlier), but the initial five aircraft remained in USA reportedly for crew training, then were disposed of to civil operators in USA and Canada. LT9-26 to -34 were diverted from US military orders and were C/ns 2177 to 2185, and the final aircraft LT9-35 was an ex-USAAF Lodestar believed to have been added to replace an aircraft of an earlier order that crashed prior to delivery. In addition there are references to a Dutch Lodestar in Australia In 1943-44 named "Princess Margriet", and ANA company records show that a USAAF C-60 "Princess Margaret" was serviced by them in their Essendon hangars on several occasions during 1944, indicating that it was probably a USAAF aircraft on loan to the Dutch. This article will be concluded in the Next issue of the AHSA Journal. Aviation Historical Society of Australia Journal -47- September-October 1975

FLIGHT TEST REPORT OF MITSUBISHI ZEKE 52 REBUILT BY 457 SQUADRON, R.A.A,F. by Frank F. Smith While awaiting the commencement of combat trials between Japanese aircraft and Spitfires, the R.A.A.F. detach­ ment at Clark Field, Luzon, undertook the rebuilding and testing of a Mitsubishi Type 0 A6M5-2 Zeke serial no. 5622. This work was done under the supervision and cognizance of the South West Pacific Area Technical Air Intelligence Unit. The Zeke 52 was released to Sqdn. Ldr. B.D. Watson of 457 Squadron for recommissioning and use in the training of pilots. After three weeks work, the Zeke was air tested with satisfactory results. It must be emphasized here that approximately 1200 to 1500 lbs. In weight had been removed from the aeroplane prior to flight testing and that the purpose of the tests was not to determine the flight characteristics of the Zeke 52 as they were experienced by a Japanese pilot during combat: It was merely a pilot's familiarisation flight. On take-off, plus 10 c.m. and 2700 RPM. were used and the aircraft easily became airborne in under 400 yards and there was no tendency to swing. For the climb, settings were reduced to plus 5 c.m. and 2500 RPM and approximately 1500 ft. per minute was sustained to 6000 ft. at an indicated airspeed of 120 knots. Maximum speed was not attempted and the Zeke cruising on zero boost and 2100 RPM Indicated 175 to 178 knots. At settings below zero boost and 1900 RPM. the engine ran rough with black smoke if the mixture was left In automatic instead of being changed to manual. At speeds below 200 knots the aircraft was very light on controls, but above 200 knots the controls were exceptionally heavy. During a diving turn to the right at 280 knots, this effect was most noticeable. During all aerobatic manoeuvres, the Zeke was easy to handle provided speeds were left at a minimum. At cruising boost and RPM the aircraft looped easily at 150 knots and rolled off the top at 180 knots. With familiarisation of the aeroplane and using climb boost and RPM. settings, these manoeuvres could be completed at much slower speeds. The stalling speed of the Zeke 52 with motor off was 65 knots with undercarriage and flaps down, but was not heavy and kept falling away. Neither wing would stall first and the nose would just drop away into a steep dive. The spin was very slow and gentle, with the nose well down in a very steep angle, and the aircraft would have to be forced to remain in a spin either to the left or right. On occasions when pressure was released from the controls the aircraft immediately came out of the spin. The approach speed with motor off was 85 to 90 knots as the aircraft, being nose heavy, tended to drop quickly during the final approach and check. With a small amount of engine power to hold the nose up, the Zeke approach speed was 70 to 75 knots and was eSsler to three-point. With the radio and oxygen equipment etc. Installed, the Zeke was an easy aircraft to land without motor. There was no tendency to swing on landing and rudder control was very good. No tail-wheel lock was fitted, the tail-wheel being self centring and fully castoring. Brakes had been modified and, although not good, gave control of the aircraft at slow speeds or during taxying. An extra fuel tank was fitted in the fuselage as no Zeke belly tanks were available. This tank contained 22 Imp. gallons. The extra weight behind the Centre of Gravity improved the stalling characteristics. The flight back to Morotai from Manilla during April 1945 was made at an altitude of 8000 ft. with manual mixture control engaged; the cruising speed was 180 knots and the fuel consumption 34 gallons per hour. The aircraft Instrument panel had been redesigned and the re-grouping was a big improvement on the haphazard order of the Zeke cockpit layout. (The above article was based on notes made by Sqdn. Ldr. Bruce D. Watson, of 457 Squadron, R.A.A.F. 1945 and was made available by R. Addison, former R.A.A.F. Intelligence Officer attached to 457 Squadron at Morotai. N.E.I.) The aircraft concerned was in natural metal finish with anti-glare panel applied. R.A.A.F. blue and white roundels were applied in USAAF style, i.e. fuselage sides and port upper and starboard lower mainplanes, with a blue bar applied.) Aviation Historical Society of Australia Journal -48- September-October 1975

MONTHLY NOTES - CIVIL The Federal Budget introduced by the Treasurer, Mr. Hayden, into Parliament on August 19, stated that the Department of Transport would be seeking to recover 70% of the costs incurred in providing airport facilities during the current financial year. The Government has the intention of recouping 80% of the costs by the 1977-78 year. Qantas resumed scheduled operations into Darwin on August 19 when Boeing 707 VH-EAC arrived on its weekly Brisbane- return flight. The service was curtailed after Cyclone Tracy damaged the area on December 24-25, 1974. The first production BAG Concorde G-BOAC commenced a series of route proving and endurance flights on August 4 when the aircraft flew from Singapore to Melbourne in 3 hrs. 37 minutes. The flights between the two cities carried business and government leaders, together with press representatives. Ansett Airlines of South Australia took over the Adelaide to Mt. Gambler route from its parent company Ansett Airlines of Australia on June 17. Nine return services weekly are being flown. The two Ansett A.T.L. Carvairs VH-INK and VH-INM have been sold to Seulawah -Mandala Airlines, Indonesia. The aircraft were transferred to Australian Aircraft Sales by Ansett on July 16 after being parked at Tullamarine for about 3 years. All flights operated by the Ansett Transport Industries Limited interstate airlines - Ansett Airlines of New South Wales, Ansett Airlines of South Australia and MacRobertson Miller Airline Services - stopped at midnight on August 5 when pilots employed by the companies went on strike over a seniority dispute. The pilots wanted an independent arbitrator to fix an order of seniority for each airline, as they cannot switch from one airline to another or to Ansett Airlines of Australia without losing their seniority. The strike ended six days later when Ansetts agreed that 'The Air Crew Officers Tribunal" would hear the pilots' dispute. During the strike a proposal to "beat the strike" by operating an Ansett Airlines of Australia DC9 on the MMA route between Perth and Pt. Hedland was cancelled at short notice on August 7 after a DC9 was flown to Perth earlier in the day. This aircraft remained static at Perth Airport before being flown back to the eastern states 2 days later. East West Airlines carried 476,500 passengers during the 12 months ending June 30, 1975, an increase of 9% over the previous year. Tamworth was still the airline's busiest route with over 80,000 passengers being carried and Albury following with over 55,000 passengers. In other East West developments, the General Manager, Mr. J. G. Riley said on August 21 that the airline was negotiating with an overseas airline for work to be done at the airline's Tamworth maintenance base. Hawker De Havllland Australia has arranged the sale to Indonesia of two Beech King Air 100s equipped for airways Inspection and 21 Sundowner 180 primary flight trainers for use with the LPPU Training Academy. The order was the largest ever placed by Hawker De Havllland Australia. The first GAF N22B Nomad to be delivered was handed over to Sabah Air at Essendon during August. The aircraft was accepted by Monggoh Grow of the Sabah Government from D. Price of Hawker De Havllland, the South East Asian distributors of the Nomad. It was reported that the Government Aircraft Factories was seeking funding to increase the production of the Nomad, which at that time had approval for 70 aircraft and two prototypes. The "Australian Financial Review" for August 8 reported that a receiver had been appointed to Airfast Helicopters Pty. Ltd., the principal company In the Airfast Group, based at . The Receivers, who were appointed by the company's principal shareholder, Mr. Bryce Killen, hope to regain profitability for the company again. The appointment of a Receiver follows earlier reports that the Hong Kong based Jardine Matheson group, were to acquire 50% of the capital of Airfast Services Pty. Ltd. the Airfast subsidiary controlling ail the parent company's South-East Asia operations. A Grumman American AA-IB Trainer N6505L (0305) arrived at Sydney Airport on July 1 during an around the world flight by 30 year old Danish born^ naturalised Australian, Hans Tholstrup. The flight was claimed as an attempt for the first solo flight around the world without an autopilot He left Sydney on August 14 after spending some time looking for sponsors for the remainder of the flight north to Japan and then across the Pacific. A forced landing was made on Lou Island, south of Manus Island on August 21 when the propellor suffered damage. Four ex Australian Army Cessna 180s have been purchased by a Victorian volunteer country fire fighting group with finance from the Upper Yarra Valley Support Fund. The aircraft will be used for fire spotting and be based at Lilydale, Moorabbin and Essendon. During July five Cessna 180s arrived at Moorabbin for conversion to civil aircraft. (A98-063,150, 336, 340 and f 350). It has been reported that the Government Aircraft Factories owns one of these aircraft. The Queensland Police Department have also received two ex army Cessna 180 aircraft. A Beechcraft Duke, VH-TKE, broke the round the world air speed record for piston engine aircraft (subject to FAI ratification) when D. Dalton and T. Gwynn-Jones overflew fog bound on July 25. The journey of 39,419 Kms was flown in 122 hours 15 minutes. Due to the fog at Brisbane the aircraft finally landed at Coolangatta Airport. The record was previously held by the late T. Brougham of Whyalla S.A. for a flight of 125 hours 57 minutes in a Beechcraft Baron. The Department of Transport have issued an Air Navigation Order to control the growing number of hang gliders in Australia. The Department has limited the height at which hang gliders can operate to 300 feet above the ground, precluded them from cloud flying and limited their all up weight to 70 kilos. Permission must be obtained to fly within 5 Kms of a licensed Government aerodrome or within controlled air space, prohibited and restricted areas. Written permission must also be obtained before any public displays can be given. A balloon 'Lovely', owned by Restaurateur Roger Meadmore, broke away from its moorings in the Sydney rocks area where it was being used for promotion of his new pancake inn on August 17 and floated north over Sydney before landing in the Hawkesbury. River. The flight caused several aircraft to be diverted in the Sydney control zone. Aviation Historical Society of Australia Journal -49- September-October 1975

A Cameron balloon "Puff" flown by David Martinsen claimed 3 Australian ballooning records following a flight on August 24 from Horsham in North Western Victoria. The records claimed, which are subject to ratification, are an altitude of 6096 metres (20,000 feet) covering 80 Kms in 2 hours 10 minutes. The flight was planned to beat a 1972 record set by Peter Vizzard with a flight to 3612 metres for 2 hours 15 minutes covering 42.6 Kms.

MONTHLY NOTES ~ MILITARY In a small ceremony on the tarmac of RAAF Base Laverton on August 8, crews of the PAPUA NEW GUINEA DEFENCE FORCE which had been formed and trained as ARDU Det. 'B' departed for New Guinea in two of four C47s gift aircraft from the Australian Government. The two aircraft P65-001 and P65-002, formerly A65-100 and A65’84, made a low level flypast before climbing and heading north. The other two C47s which were still at Bankstown at the time are P65-003 and P65-004 formerly A65-67 and A65-68. The PNGDF insignia, applied in six positions consists of concentric rings of Black, red and green with a yellow bird of paradise in the centre. The titling above the cabin windows is in red. No fin flash is carried. The Minister for Defence, Mr. Morrison, announced on August 28, when presenting his Defence Budget to Parliament that the RAAF's 12 C-130A Hercules are to be withdrawn from service during 1978 arid replaced by a medium range transport; tenders are to be called for the installation of electronic countermeasures training equipment in the RAN's two HS-748s - for completion during 1977-1979 and the decision to order BAC Rapier Surface to air guided weapons for the Army. A Nepturne from 10 Sqd. Townsville, captained by Fig. Off. G. Milliner, shared first place with a RAF Nimrod in'the annual four nation Fincastle Anti-Submarine Warfare Competition held this year off Canada's east coast. The competition is held between the Air Forces of Britain, Canada (who entered an Argus), New Zealand (Orion) and Australia. The aircraft were based at Greenwood, Novla Scotia for the competition which was held from August 27 to 29. Five RAAF Mirages of No.77 Sqd. became the first fighter aircraft to deploy into Darwin since Cyclone Tracy caused heavy damage to the base on Christmas Eve 1974. The aircraft, on exercise Winter Swan, carried out two weeks of navigational and photo reconnaissance training missions before redeploying to Willlamtown. Two G.D. F-111C aircraft have been fitted with experimental multi-layer windscreens and canopies to reduce the danger of bird strikes. The trials will continue into 1976. For a quoted total cost of $150 million, the RAAF is to receive 8 Lockheed P3C ORION LRMP aircraft starting in 1977. As part of the deal for the aircraft Lockheed and its major subcontractors offered to place offset contracts about $50 million with Australian industry. Of the $35 million offered by subcontractors, half will be for contracts on the Allison T56-A-14 engines, not necessarily for the RAAF'S P3Cs but as standard production run items. The other half Is for electronics offsets; $12 million from Lockheed for the integration of the Aust. designed Barra sonobuoy and Its associated Marconi Elliot (UK) AQS901 acoustic processing system and for the setting up at Edinburgh of a P3C operational training, integration and test, computation maintenance facility to be set up by EMI, CSA & AWA Ltd. Yet to be discussed are further $11 million in offsets. The Integration of the Barra AQS901 system into the ASQ114 airborne general purpose computer is unique to the RAAF P3Cs. With AWA Ltd., as project leader In the Barra development and hardware manufacture, are Electronic Systems & Management Services Ltd; Plessey Telecommunications, Cable Makers Australia and C.A.C. as subcontractors. Features which will be supplied with the RAAF P3C's in 1977 which are under development/production will include a 380K word computer capacity, new soft­ ware, Omega navigation, additional sensor displays. Increased acoustics sensitivity which come under program, 'UPDATE 1'. Forward Looking Infra Red (FLIR) imaging display, improved communications and ability to carry the McDonnell/Douglas Harpoon A.S. missile are, 'UPDATE M". These In turn are additions to, and developments on the 'P3C A-NEW' the approximate configuration of the current U.S.N. P3C's. The existing 10 P3B's of 11 Sqdn. could be updated to approximate 'UPDATE 11' standard without leaving Australia. A Navy pilot. Acting Sub-Lieutenant M. McCoy, was killed on July 17 when his Skyhawk crashed following a mid-air collision with another Skyhawk flown by Lieutenant-Commander G. King at the Beecroft Bombing Range. Lt. Cmd. King flew his damaged aircraft to Nowra where the nosewheel collapsed on landing. The Minister for Services and Property announced on August 19 that the former RAN aircraft carrier and troop carrier HMAS Sydney will be again available for sale following the withdrawl of the previous successful tenders, the Kien Foong Company Ltd. The introduction of the Sea King into R.A.N. service has caused a re-organisation of Squadrons. The 10 Sea Kings will be operated by 817 Sqd. and 725 Sqd. will be disbanded and its training role will be given to 817 Sqd. Wessex, Iroquois and Kiowa helicopters will be used in a re-organised 723 Sqd. The Jindivikc Air Cushion System version that is being developed with funding provided by the USAF (see March-AprII 1973 Journal page 15) commenced taxi trials during August at Avalon, Vic. A RAN Jindivink is being used in the trials.

MONTHLY NOTES - PEOPLE The retirement of the Chairman of Qantas Airways Limited, Sir Donald Anderson, C.B.E., was announced by the Minister for Transport Mr. C. Jones in Canberra on August 3. Sir Donald is retiring as Chairman because of ill-health but will stay on as a part-time Director. When announcing the retirement, Mr. Jones praised Sir Donald's "distinctive and undeniable contrib­ ution to the civil aviation industry" On August 14, the Government announced the permanent head of the Department of Ministerals and Energy, Sir Lennox Hewitt, would become full time Chairman of Qantas. Captain Jim Swan, a senior pilot with East West Airlines retired on June 30 after having joined the company In 1954. Captain Swan had been seconded to East West in June 1953 from T.A.A. to provide DC3 training to East West pilots. Aviation Historical Society of Australia Journal -50- September-October 1975

Captain Peter Gibbes, General Operations Manager of Ansett Airlines of Australia retired from the Company on July 31, after joining its predecessor A.N.A. in the mid 1930s. Captain Gibbes has the achievement of flying every type of Douglas passenger aircraft built ranging from the DC2 to the DC10. He flew on both British Commonwealth Pacific Airlines and Air Ceylon routes when these services were operated with DC4 aircraft chartered from A.N.A. The RAAF Project Test Pilot of the CT4A Airtralner project. Fit. Lt. Peter Dickens, took leave from the RAAF to demonstrate the Airtralner at this year's Paris Air Show. During his period at Paris he was one of three RAAF pilots to fly the McDonnell Douglas F-15 Eagle.

MONTHLY NOTES - THIRD LEVEL

Not previously reported In the Journal is that Advance Airlines commenced serving Goulburn in N.S.W. on February 3 using Turbo-Commander VH-ATF or Shrike VH-EXJ. The Directors of the airline visited Goulburn on January 20 in VH-ATF to arrange publicity for the new services and to speak to local authorities. The Goulburn service was operated in conjunction with the airline's Temora service, until August 18 when independent services commenced. Temora now receives 4 return services weekly, while Goulburn has 2 return flights on 3 days per week. A report in the "Adelaide Advertiser" on July 17 said that Pagas Airlines was receiving $5,100 from the South Australian Government, $5,100 from the Queensland Government and $5,000 from the Postmaster General's Department to help it out of "financial difficulties" on its northern South Australian and Queensland's Channel Country routes. In the following days issue of the paper, the Qperatlons Manager of PAGAS, Mr. B. Bretherton, said the routes had become unprofitable and his airline had planned to discontinue the service. However, the $15,200 grant would allow the service to continue which was necessary to allow people in the areas served to get mail and perishable goods. A new Timetable issued by Cobden-Air of Hay, N.S.W. on July 1 shows the airline is now only serving Griffith, services to Ivanhoe and Wilcannia having ceased during June. The airline operates 2 return flights each Tuesday and Thursday on the route using Piper Seneca VH-CTT. The "Cairns Post" for July 23 reported that the Chairman of Bush Pilots Airways Ltd., Mr. H.W, Williams, was planning to visit Papuan New Guinea before Independence Day, September 16, to discuss with their Government the future of B.P.A. Air Tours to the country. In the report, Mr. Williams said Bush Pilots were now taking more tourists to Papua New Guinea than any other operator. A new commuter air service commenced operations from Adelaide on August 12 when Flinders Airlines flew a trial flight between Adelaide and Arkaroola situated at the northern end of South Australia's Flinder's Ranges. The airline, a subsidiary of Desert Trek (Aust.) Pty. Ltd., will use Piper Navajo VH-RRM on the once weekly return service. Arkaroola was previously served by Science Aids (Aust.) Pty. Ltd. (Arkaroola Air Services) who flew their last service on January 30,1974 with Cessna P206A VH-PSA.

MONTHLY NOTES - MUSEUM The sole example of the Glidair GA-1 "Twin Plank" VH-GST was donated to the Gamden Museum of Aviation by its owner builder R.W. Todhunter on August 17. The glider, a side by side, two seat, tailless aircraft was manufactured at Bankstown, N.S.W. by Glidair Products Pty. Ltd. as a two seat, semi aerobatic trainer and first flew in June 1958. It underwent a test pro­ gramme as certain control effectiveness and stability in various attitudes and was granted a restricted type approval in 1967. Although three other tailless gliders are known to have been manufactured in Australia, this is the only two seat variant produced. The Australian Aircraft Restoration Group received the remains of Ceres, VH-WHY on August 8. Qn August 24 the remains of Ceres, VH-WQT arrived at Moorabbin. Both had been involved In crashes and from the major components of both, one aircraft will be rebuilt probably VH-WQT. Both airframes came from Airland P/L, Cootamundra. Meteor T7 WA680 from Woomera was flown into RAAF BASE PQINT CQQKfor their museum on January 15, 1975. It was one of three Meteors and a Canberra to be eventually given away by the UK Ministry of Defence. Two airworthy Armstrong Whitworth Meteor TT.20s have been donated to Australian aviation Museums by the British Ministry of Defence. Both aircraft were used at Woomera, S.A. between 1971 and early 1975 and were delivered to their new owners by P. McLean and M. Erskine of Short Air Services, Woomera WD767 was allocated to the Warbirds Aviation Museum and flown to Mildura, Victoria on July 10 and WD647 was ferried to Archerfield, Queensland via Broken Hill and Dubbo, N.S.W. on July 15. At Archerfield it performed a flypast with two F-111 Cs and a Canberra prior to being handed over to the Queensland Air Museum by the British Vice Consul. It will be displayed alongside the Museum's Canberra B.20 A84-225 at Pioneer Valley Park, Kuraby. The damaged fuselage of KS.3 Cropmaster VH-FBD ex CAC CA-6 Wackett A3-176 was transported from Perth to Sydney aboard Caribou A4-208 on August 15. The aircraft was previously operated by Air Culture Pty. Ltd. In Western Australia until it ground-looped during spraying operations near Borden, W.A. on 27 November 1961. The remains were stored with another KS.3 fuselage, as yet unidentified, until the company ceased operations in 1969 at which time both fuselages were sold to the Jandakot Fire Service. Although damaged, it will be used as the basis for the restoration of a second Wackett by J. Gallagher of Loftus, Sydney using parts remaining from the restoration of Wacket A3-129 ex VH-DGR. The wreckage of a Mitsubushi Zero-Sen has been donated to the Australian Government by D. Hubbard of the Chester NImitz Centre, Fredericksaburg, Texas, U.S.A. It was located at Gasmata, New Britain, in 1973 and donated to the Australian Government in recognition of the invaluable assistance provided by both the RAAF and RAN In the recovery of exhibits for the Centre. The aircraft has been held at Jackson Field, Port Moresby for the past eighteen months awaiting transportation to the RAAF Museum, Point Cook, Victoria, where restoration will be undertaken. The following items were donated to the Nimitze Centre as gifts from the Government and Australian people; two Alchi D3A Val dive bombers, a Japanese three multi-purpose gun, one Stuart M3 tank, miscellaneous artillery pieces and a full range of Australian weapons ranging from a .38 calibre revolver to an Qwen submachine gun. Aviation Historical Society of Australia Journal -51 - September-October 1975

The Royal Melbourne Institute of Technology is reported to be considering the disposal of their North American P-51D-20NT Mustang A68-648. The aircraft, which had operated with No.2 OTU and No.1 Aircraft Performance Unit, has been used by the RMIT as an Instructional Aid since 1950. Although the wings have been removed outboard of the undercarriage struts and several panels cut from the fuselage to facilitate examination of the aircraft's systems, the airframe is basically complete. The RMIT is also considering the disposal of a number of aero engines and aircraft components. The CAC CA-17 Mustang Mk.20 VH-BOY Has been offered for sale by the lllawarra Flying School Pty. Ltd. It served with the AGR School and later became Instructional Airframe No.13 in 1947. Following the end of its service career it was purchased by Air Training Pty. Ltd. and flown to Bankstown, N.S.W. in 1959 where it was later modified and flown as a target tug until its recent withdrawal from service. It is currently parked in the open at Bankstown awaiting possible overseas sale.

MONTHLY NOTES - PAPUA NEW GUINEA It was announced during July that the South Pacific Aero Club of Papua New Guinea has organised an air race from Brisbane to Port Moresby to celebrate the Country's Independence Day on September 16. There will be sections for VFR and IFR aircraft.

LETTERS TO THE EDITORS MIRAGE DESIGNATIONS:

On page 23 of the May-June 1975 Journal there is an article on RAAF Air Displays and the serial numbers and aircraft types of Mirage aircraft are incorrectly designated. It was the above which prompted me to write the following and hopefully rectify any confusion which may exist over Mirage Serial numbers and type status. I am afraid that unless such misnomers are nipped in the bud at an early stage they tend to be perpetuated. Please note that in the Journal article the Fairbairn Mirage 1110s are referred to as 0-As when they are all 0-FAs, and that Mirage 11 IDs are referred to, incorrectly, as IIIODs. I hope the following can rectify the situation:— Two marks of Mirage are operated by the RAAF, the MIR 1110 single seat and the MIR MID dual. In all 100 MIR 1110 aircraft were manufactured in Australia, with GAF the main contractor, (manufacturing the tuselage and doing final assembly and fitting-out), and CAC the major sub-contractor, (manufacturing the wings, fin and engine). The designation of Ml R 1110 is divided into 3 sub-types: MIR IIIO-F The first fifty aircraft (A3-1 to 50, except A3-26) were designated MIR IIIO-F 'Fighter' Aircraft. MIR IIIO-A The second fifty aircraft (A3-51 to 100) were designated MIR IIIO-A 'Attack' aircraft (including A3-26 means the total 'Attack' aircraft originally manufactured was 51). MIR IIIO-FA In the late 1960s it was decided by the RAAF to convert MIR IIIO-F aircraft to MIR IIIO-A (the conversion was not carried out on the original ARDU aircraft, thus A3-2 Is the only surviving MIR IIIO-F). The first four aircraft were to be received in 'Knock-Down-Kif iorm, to enable local production to become familiar with the aircraft. As it eventuated only three aircraft (A3-1 to 3) were received In this manner, thus aircraft A3-4 became the first 'Australian' Mirage. The fourth 'French' Mirage was retained by A.M.D. and used as the prototype MIR111D-A, this aircraft is now A3-26. ThelllD dual Mirage (or 'Trainer' as it is often Incorrectly referred to) was only part manufactured in Australia. The fuselage was manufactured in France and final assembly was by GAF using CAC wings, fin and engine. The reason for doing the above was that it was not considered worth tooling up for what initially was 10 aircraft (A3-101 to 110). A re-order for an additional 6 MID aircraft (A3-111 to 116) was completed in the early seventies. R. Swinnerton, Hampton, VIC.

93 Squadron

Some further brief details re 93 Squadron (A.H.S.A. Journals Vol. XIV Nos. 1 and 6) may be of Interest: (i) the caption to the bottom photo on page 2 Vol. XIV No.1 should read right to left, (ii) the crew of A8-129 was definitely John Ellers (pilot) and Arthur Dunn (navigator (w). (iii) A8-133 was named "S/7/>/e/Fa/e". (iv) "Tuppy's Beau" seen on the port side nose of a Mk XXI may be A8-327 which was named "Colleen" on the starboard side nose. For those interested, Australian War memorial photograph No.^ 22829 shows the scene on the Labuan airstrip 10 December, 1945 with the side-swiped Mustangs (A68-761, AM-W foreground) and smoke rising from the burning A8-184 in the background. D. Vincent, Paradise, S.A. Aviation Historical Society of Australia Journal -52- September-October 1976

Meteor for Warbirds A short note on Warbirds latest acquisition. It is Meteor T.T.20 WD 767 formally of Short Air Services, Woomera. The machine is a glorious exhibit in its black/yellow, grey and dayglow colour scheme. The aircraft arrived over Mildura about 11.30 a.m. on July 10, the morning was warm and mild, the air clear. 767, (Captain Peter McLean at the helm, Max Irvine in the rear seat) made about 4 sweeps over Mildura and environs descending lower each time, the final run was low up Deakin Avenue (the main road towards the airport) and out to the drome. A low pass over the main strip, a combat turn and the final landing 767, its crew were welcomed to the airport terminal by myself, the Mayor of Mildura, a great gaggle of dignitaries and the press. The champagne flowed and the aircraft was officially grounded. I can only say I was sorry to see the aircraft terminate its flying days and that Tm deeply in debt to the British Ministry of Defence making the aircraft available to Warbirds. It is truly a magnificent machine. My feelings are that it is about time the Australian Government took a leaf from the British book and made retiring aircraft available to the recognized Australian Aviation Museums whether they be private enterprise or group operated or owned. P. Dunn (Curator), Mildura, VIC.

AIRCRAFT MOVEMENTS PERTH — Swearingen Merlin Metro VH-CFO for Civil Flying Service arrived on delivery May 4, departing next day for Melbourne and Cert, of Airworthiness inspection, returning on May 17. RAF Comet 4 XR395 passed through on May 7 and May 19. The first visit of a Lufthansa Cargo 707 was on May 13 when D-ABUI arrived with the Russian Ballet props. Monarch Airlines G-ANCF visited on May 17. First visit of Convair C-131 0-42823 with US Consul on May 18. Brown and Brain's Argosy VH-BBA visited on May 24. RAF VC-10 XVI09 visited May 27. JAT 707-YU-AGJ visited June 4 and RAAF HS-748 A10-595 on June 13. Aeroflot IL-62 CCCP-86609 arrived June 14 and stayed several days. JANDAKOT - Altair Dove VH-CJX departed for Adelaide by truck on May 13 and Devon NZ1817 on May 14. Two Cessnas, 402B N5208J and 421B N5455J arrived on May 22 becoming VH-TWF and TWH on May 27. April 4 saw the arrival of 3 Pawnees In formation, ZK-CEN, CNA and CID from Parafield where they were assembled after shipment from NZ. Islander VH-CPG for Perth Air Charter flew in on ferry flight April 11, it Is ex 00-GVS c/n. 236. Dove CR-TAH arrived April 18 for overhaul. Bristow Helicopters based three of their helicopters at Jandakot for most of April, Wessex VH-BHC & BHX and Bell 205A VH-BHW. MASCOT - Phillpine Air Line's inaugural DC-10 service was operated by PH-DTC on May 5. Qantas 707-338C VH-EBX became G-BCAL (conveniently) for British Caledonian and departed on delivery May 15. Also on delivery on May 16 was Airtrainer A19-036/ZK-DZY and JAL operated a DC-8-62F, JA8055, on charter for IBM with computer parts. Trans International DC-8-63CF, N4807T visited on May 26 and Seaboard World DC-8-61 CF, N8956U on May 29. The second Qantas 707, VH-EBW became G-BDEA "County of Inverness" of British Caledonian on May 28 and was delivered via Canberra on May 29. Qantas ' 10th 747-238B VH-EBJ "City of " opened the month of June, when it was delivered on 3rd. Two AIrtrainers passed through, A19-038/ZK-EAA on June 6 and A19-039/ZK-EAB on June 12. The first visit of a KLM DC-10-30 was on June 13 when PH-DTF operated the PAL service, KLM's PH-DTA carried out the same task on June 16. BANKSTQWN — Qn May 2 Cessna 185B arrived dismantled on the back of a truck. Douglas C-47 A65-65 carried out several touch and go circuits on May 6 with new ARDU markings of alternate green and yellow horizontal stripes on rudder over-all. Lake LA-4 VH-WAI left on May 7 for Redcliffe via Port Macquarie and Coolangatta. Turbo-Porter A14-652 noted doing circuits on May 7. Airtrainer A19-035/ZK-DZX on delivery May 8. King Air N114KA (ex VH-CMT) departed on May 9, also leaving was Nomad VH-AUI bound for Paris, Nomad VH-SUR visited. Refurbished Twin Pioneer VH-EVA test flew May 15. Cessna 185 VH-FGC was removed from its floats on May 19 and DC-2 A30-11 was noted in Technical College hanger. Airtrainer A19-037/ZK-DZZ arrived on May 26 along with Commanche 9V-BCZ whilst Nomad VH-AUH departed for Paris in two tone brown camouflage. May 27 saw the departure of Ajrtrainers A19-034 and 035 for Point Cook. VH-PAS Pitts Special noted on June 11 in new two tone orange colour scheme. Papua New Guinea's new Cessna 421 executive aircraft P2-PNG test flew on June 13. Extremely violent winds resulted in the following aircraft damaged on June 23:— Cessna 172 VH-WKA blown against Hawker 's engine shop, Cessna 172 VH-DGN, Tripacer VH-RQB both blown onto their backs. Airtrainer A19-040/ ZK-EAC arrived on delivery June 27. m

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Mitsubishi Type O A6M5—2 "Zeke” as rebuilt by No. 457 Squadron RAAF at Morotai during April 1945. Frank F. Smith Collection

The ex Ansett Airlines ATL 98 Carvair VH—INK at Tullamarine on July 7, 1975 before departure for Seulawah-Mandala Airlines, Indonesia. P. Kelly

One of the ex Australian Army Cessna 180s at Moorabbin on July 13, 1975. Papuan New Guinea Defence Force Dakota P65—001 at Laverton on August 8, 1975. J.A. Vella

East—West Airlines attractive DCS VH—AGU at Essendon.

The Forrestair Douglas DCS photographed at its Essendon base. P. Keating