NEWS Published by the Aviation Historical Society of Australia Inc. A0033653P, ARBN 092-671-773 Volume 32 Number 3 (Published July, 2016) Print Post approved 318780/00033 Editor: Dion Makowski All images by Editor unless otherwise credited E-mail: [email protected] Website: www.ahsa.org.au (memberships available) facebook: look for us under Aviation Historical Society of Australia

MELBOURNE MEETINGS AND MEMBER'S PAGES

April

Lloyd Knight Korea - No End". (We have two pages of notes so my apologies for any inadvertent discrepancies: Ed)

Lloyd has had a long and distinguished career in aviation. Learning on DH82 Tiger Moths at 1 Initial Flying Training School - IFTS RAAF Station, Archerfield, Qld where he was 'flight graded' or selected for his future aircrew position, he went onto Basic Flying Training School - BFTS, RAAF Uranquinty where he trained, half on Tiger Moth, half on Wirraway (including on Moorabbin Air Museum's A20-10) and to Point Cook, at Applied Flying Training School (AFTS).

Lloyd converted onto Mustangs over 25 hours before completing a further 50 hours jet con- version on single-seat vampire fighters at RAAF Base Williamtown. Arriving in Japan, March 1953, Gloster Meteors delivered by the Royal Navy's aircraft carrier H.M.S. Unicorn were current equipment as Lloyd joined 77SQN. He then spent 11 hours converting onto dual Meteor T7 and 10 hours solo including firing practice. Flying Meteor Mk.8s he flew 45 missions from Kimpo over North Korea and remained based there till November, 1953.

Lloyd was often on 2 hours runway alert - standby with no radios where he sometimes had daytime calls to action. Ground attacks were often flown with 8 rockets, which caused significant damage to the enemy. Also trialled during his time was a double rail, firing 10lb High Explosive rockets. He recalls the Meteor with -85_ series numbers had the larger intakes for more power.

Post-Korea, Lloyd notably flew in a flypast of Vampires for the Queen's visit in 1954 and instructed on Wirraways at Point Cook (he remembers the "Pie-Cart" tower, a Chevy mobile control tower unit) used during training days. Then onto 38SQN (C-47s) and later, some 1000hours on C-130A Hercules, returning later on to complete a similar number of hours on another tour. Posted onto UH-1 Iroquois helicopters at RAAF Fairbairn, later as an instructor, Lloyd left the RAAF after finishing as Squadron Training Officer and ferrying the second RAAF Mirage from France to Australia.

Post-military service, Lloyd continued to fly helicopters - Bell 47Gs for Jayrow at Moorabbin and Bell 212s for Esso from Longford/Sale including search and rescue missions. One memorable task described was a NSW ferry which sank off the coast - he had to pick up 4 crew and an aircraft engineer. He also conducted mapping flights in Central Australia. Lloyd worked for DoT, CAA and later CASA as an examiner of Airmen and instrument instructor.

May

Rob Nash gave a very detailed and informative presentation on the companies, operations and aircraft that were either used, designed or manufactured in part or wholly in the Fisherman Bend - Coode Island precinct from 1919 to the present. The presentation included historical photos as well as details of the various aircraft and missiles from the Government Air- craft Factory. Rob started at GAF in 1960 as an apprentice Aircraft Electrician, and then entered the Design and Develop- ment department as a draftsman. He worked on many of GAF’s projects including aircraft, drones and missiles, and subse- quently with the Aerospace Technologies of Australia (ASTA) Systems Engineering division.

An early operator at Port was Graham Carey in 1919 - who was said to have carried 70,000 passengers without mishap. 1

After returning from the First World War, Herbert Joseph Larkin, a fighter pilot with the , and his brother Reg Larkin formed an agency for Sopwith aircraft. The company was formed in 1919, as the Larkin- of Australia Limited manufacturing aircraft components. The original company went into liquidation and Herbert Larkin then started the Larkin Aircraft Supply Company (known as Lasco) in 1921, at Coode Island. In 1925 the company produced the Avro 504K, the company also produced under-licence the de Havilland Gipsy Moth and one de Havilland DH.50 biplane. It also designed and built a number of aircraft including the Lascoter in 1929, the first all- metal aircraft to be built in Australia. The last design was the three-engined Lascondor. Withdrawal of government sub- sidy and economic depression caused the company to shut in the 1930s.

Rob (seen at right), discussed Commonwealth Aircraft Corporation including the establish- ment, companies and personalities involved, up to and through the war years (when concerns by Britain over American involvement led to the creation of the GAF with no involvement by American companies, allowing programmes such as Bristol Beaufort and Beaufighter to pro- ceed). Delays in delivery of UK projects drove Australia to the United States for its aircraft programmes. GAF and CAC Proposals and programmes discussed included Pika, Jindivik, Malkara, Kareela, Ikara Anti sub missile (1959-84), Project Willangi, Mirage, Advanced trainer, CAC100, Turana, AA106, Nomads N22 and N24, Winnin & Nulka, F/A-18 Hornet and Wa- mira trainer (politically destroyed as the project was managed by the RAAF). A most interest- ing night and without doubt, everyone who attended, learned much new about CAC and par- ticularly, GAF history. (Thanks to Al Trower for his notes on Rob's talk).

Archives Report: Bert Cookson and Aviation Heritage. (As reported at the May meeting)

Bert Cookson AHSA member Bert Cookson developed a comprehensive set of paper records on possibly every RAAF aircraft that crashed 1936-1946, including aircraft serial, crew, incident detail, investigation and conclusions. AHSA agreed as the first step to bring materials to a central area. Archive materials (approx 40 boxes) are now held by Kevin O’Reilly. AHSA agreed to change storage from boxes/binders to folders within plastic tubs. Approx 50,000 pages are involved. It has been agreed to digitise the records. The Committee has discussed how to complete the project. Cur- rently, AHSA is getting advice from scanning companies and Museums. Estimated cost $5000 to scan. Committee is to apply for a grant and may utilise part of AHSA's Publications and Research Fund for this important purpose.

Aviation Heritage Collection of journals is in progress by Lance Fishman. However it must have an index and whilst some has been com- menced, is time consuming. We need members' help with this. Copies are then to be digitised and then 2 copies bound. Approx 7,000 pages involved. Information is to be searchable. This project is ongoing but prioritised.

Ian Debenham Retires as President of AHSA (NSW)

Retiring AHSA (NSW Branch) President, Ian Debenham (right), in May was thanked for his (over 25 years) service by the branch membership with a commemorative lunch held at the Sydney Rowing Club in Abbotsford, near Parramatta NSW. Members Dion Makowski (Newsletter Editor) and Anne West attended on behalf of AHSA Inc. New President, Paul Ewoldt, officiated, Ian was thanked and presented with a "Flying Boat" collectable print card, signed by attendees, which included Ian’s wife Louise, Paul's wife Christine, Judy Rainsford (NSW Branch Newsletter editor) and members, Erics' (Favelle and Allen). Ian responded by thanking the AHSA for its support and observing how he had “grown” into the job. Paul was at the time also presented with a token as new President, by Eric Allen, a Sea Venom nose- wheel door off WZ899 - sort of a "crown & sceptre"! We thank our gracious AHSA NSW hosts for an enjoyable day.

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Member's Queries Do any members remember in 1960 to the end of 1961 I think there was a government scheme where they paid half of your cost if you completed a private pilots unrestricted license in 6 months? I received this 50% discount at the Royal Aero Club of South Australia from 6 June 1961 to November. It all ended on the 31st of December 1961. I seem to remember it was a revived as the Empire Flying Training Scheme again. Can I have confirmation of this from somebody? Thank you for help, Langdon Badger. [email protected]

When You’re not Flying….

AHSA Newsletter recently spent an exciting afternoon at Essendon Airport Terminal Building with Flight Academy Aus- tralia (www.flyfaa.com.au) on their CASA, Cat.B Synthetic Trainer.

This is an A320 flight deck simulator, one of three constructed privately in Australia, apparently the only one of its type in Victoria and soon to be utilised for airline pilot interview screening, amongst other commercial uses.

Mimicking an actual cockpit, even the pre-flight input procedures to the flight computer are accurately staged. Sitting me in the left hand seat, Instructor Ari briefs me on the main functions of flaps, landing gear, auto pilot and thrust re- versers as well as managing control inputs using a left hand sidestick yoke. It is noted that rudder pedal inputs are not used at all - instead computers manage the corrections. Engines are wound up (an easier procedure is hard to imagine) and indicators checked for 'green' on both sides.

We depart Melbourne International to the East, thrust levers eased forward and we accelerate. Ari is in command and talks me through my First Officer's tasks from flaps checked and down to wheels up. We have already dialled in our intended height and climb swiftly. It feels quite real. Only there is no turbulence. Small inputs on a knob at eye level immediately and surprisingly produce a significant rate of turn. We land on instruments having picked up the localiser beacon to guide the aircraft in and we initiate a go-around. Now I am flying and Ari handles the procedures. Thrust levers pushed forward, keep that nose up - it seems simple but you must always watch your attitude! As we level then turn (this is an abbreviated flight), only small inputs from the sidestick keep us steady, then straight and level on recip- rocal heading, Ari comments all is well and he is happy with my flying - so far. It is far easier to keep an eye on the atti- tude indicator but I utilise Mark 1 eyeball to check my wings are level. Now I initiate the turn, and am lining up for landing and small inputs seem to magnify the effects.

We are a bit high as we cross the runway threshold and my ab initio efforts to correct while in the flare see me engage thrust reversers, right wing down and nose low. The last thing seen was a blank screen and we "reload", back on the runway ready for our next flight. (Reminds me of a certain Ansett 727 sim flight back in the 80s, flying from Essendon on that occasion.)

Wings over Illawarra 2016

The Historic Aircraft Restoration Society operates its museum, dominated by the B747-400 VH-OJA, at Illawarra regional Airport, Albion Park, New South Wales. In cooperation with the museum, Bright Events have managed the Wings over Illawarra air show (WoI) for some years. After attempts for the last two years, WoI was finally visited by favourable weather in 2016. Last year, the air show was cancelled due to heavy rains and the amount of sitting water on the runway. The year before that, high winds were re- sponsible for the cancellation. This tried the patience of the organisers and participants and took a tremendous amount of work to bring to us a successful 2016 event.

The static display aircraft of HARS were ranged along the tarmac opposite their restoration hangar. Most of their larger types were on display – two Caribou, two C-47s, Catalina, Neptune and Canberra. Progress was noted, including new paintwork on their Dakota VH-EAE; a repainted Neptune A89-281 in the mid grey and white maritime scheme; Canberra A84-502, seen previously in the early silver paint scheme, now in a more ‘finished’ state with decals applied. Static display Sabre A94-901 is complete with decals and Mirage IIIO A3‐42 in original paint (which will not fly), is a new arrival from Essendon, Melbourne.

There was new tail art on airworthy Caribou A4-210 (VH-VBA) – the Orange-red Wallaby denoting “Wallaby Airlines”, which re- ferred to the early Caribou deliveries which were made direct from the factory to the Royal Australian Air Force, in-country to Viet- nam. Operated by Royal Australian Air Force Transport Flight, Vietnam (RAAFTFV), the unit was to be redesignated 35 Squadron

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on 1 June 1966. “Wallaby’ was the unit’s callsign and with that name, it is no wonder a shorter moniker was chosen! The DC-4 (formerly VH-PAF) is now complete with outer wing panels fitted, yet still requires significant work to replace internal systems before flight. Exciting news has it that HARS will soon have a Convairliner in Trans-Australia Airlines scheme. The HARS PBY-6A Catalina was not flown during the show due to a blown carburettor.

Moving on to the air show proper, we had an indifferent forecast for weather, ultimately we had a fine afternoon on Saturday and a fine Sunday. The air show organisers were very good to provide the media with access to cover significant items such as Mustang departure and airside access. HARS volunteers were also obliging and offered journalists every assistance to find better and more unique photo angles. The writer would like to thank Bright Events and the Historic Aircraft Restoration Society for their support over this enjoyable weekend.

Dion Makowski (Originally published online in Photorecon magazine)

Matt Hall Aerobatics features Matt Hall who is a former Saturday, Glenn Collins was flying Paul Bennet’s Wir- RAAF fighter combat (Top Gun) Instructor with combat raway –WWY, A20-81 (which is painted as A20-176). experience, having competed in international unlimited During WWII, this trainer was operated by 5 Service aerobatics and well known overseas for his Red Bull Air Flying Training School, and force landed near Race World championship racing achievements. Matt Hall Wodonga, Vic in May 1942, due to pilot running out of flew Mustang -MFT. Mustang VH-MFT was taking media fuel. Early Wirraways were sent to Malaya to assist and volunteers for a “jolly’, or joyride, prior to and during RAAF pilots converting onto Buffalos and were later the air show. used for army co-operation. It is believed this was a role for which -81 was also used. In 2005 -WWY was re- stored at Sandora Aviation, Caboolture, QLD.

The Grumman (General Motors) TBM-3E was restored for Steve Searle at Coolangatta on the Gold Coast in 2005 and was also flown by Paul Bennet. Combat history – it served The RAAF Roulettes formation display team were aboard USS Bunker Hill in the Pacific Theatre, hence the tasked for the duration of the air show, performing both “Broad arrow” recognition marking on the tail. In flight, days while based at Illawarra. One of the undoubted the port undercarriage does hang slightly proud of the highlights and a first for Australia, was the escort of underwing – Paul says this is only due to a small hydraulic Roulettes PC-9/A trainers from RAAF Base East Sale, in leak and is maintained but to fix properly would require formation with CONNIE, the HARS Lockheed C-121C total restitution of the entire system. Super Constellation. 4

The ex-USAF F-111A (RAAF F-111C) A8-109 had its cockpit accessible. It is the final operational aircraft worldwide, to shut down its engines (as witnessed by the editor) in December 2010 at RAAF Base Amberley, QLD, following its part in the retirement day for F-111’s - “Pig’s Tales”. We spent considerable time with HARS volunteer Phillip McDonald, an ex-RAAF WSO (Weapons Systems Operator/Navigator), having a per- sonalised tour of -109. Phil allowed us time in the cock- pit, demonstrating systems pertaining to his muster such as the radar scope, the AN/APQ-110 Terrain Following Radar (TFR) and the swing wing which make the F-111 type almost a special category in itself. Interestingly, he explained, in the very-low-flight envelope (below100-ft), Shimmering like a ghost as it flies up into the sun, Temora handling was usually achieved by manual inputs as this Aviation Museum’s Spitfire Mark VIII demonstrates how was at- or beyond- the capabilities of the TFR. Phil spent a machine of war, can be a thing of beauty. 3 years on F-111, coming from Dakota (on the final course for Navigators on this type), Neptune and Can- berra.

Spotting the Antonov 225 in

Spotters from across Australia descended on Perth in May for the first-ever visit of the 1988-built AN-225 Мрія, UR- 82060 (Mriya in Ukrainian means Dream or inspiration), which is the World’s longest and heaviest aircraft yet built. Powered by six Ivchenko-Progress D-18 turbofan engines, it has the highest takeoff weight (at 710 Short Tons). The previ- ous biggest aircraft, the Hughes H-4 Hercules or “Spruce Goose” did have a greater wingspan and overall height. Nonetheless, the -225 has flown absolute world records for outsize and overweight loads across the world and its debut into an Australian port, was notable and attracted spotters from as far as Japan.

As an added bonus, seminal band, Iron Maiden have recently been touring downunder and were also in Perth on the same weekend in their “tour-bus”, Boeing 747-428 TF-AAK, leased from Air Atlanta Icelandic. The departure of this aircraft, nick- named “Ed Force One” (EF1) by fans in an online competition staged by the band, is discussed below. It was also hoped to add some local and regional spotting to the schedule.

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On the day, we are up early to prepare for a possible 10.30am initial scheduled time into Perth International but hear the departure was delayed from Kuala Lumpur. We check some positions in case of runway change but it is (correctly, as it turns out) anticipated that a long, straight run in from the north will be the preference as this flight carries heavy plant equipment for a refinery south of Perth. The word comes through just minutes before arrival – we are on the correct runway (RWY21), assisted by a handy wind change at just the right time!

AN-225 approaches and seconds later, in less than half a minute, is down. While the crowd cheers and claps, we check backs of cameras to ensure we caught something then grins appear, the tension is gone! Within a short time we move to another position where we have EF1 taking off with a long, low departure – using almost the full length of the runway - as they are off to South Africa carrying significant fuel.

Perth Spotting The rest of our few days are spent mostly moving around between the best spotting locales, dependent on light and of course runway direction. We take time to visit Jandakot, Perth’s second airport and home to large training organisations including China Southern West Australian Flying College. Grob 115s galore! There is a spotting area in a small park on a hill overlooking the runway and aprons here. Among the interesting and eclectic sights are a North American T-28 Tro- jan in South-East Asia camouflage scheme, firefighting assets including Bell 212B heavy helicopters (McDermott Aviation who generously al- lowed us ramp access) and various larger agricultural/firefighting assets (mainly Air Tractor AT-504 or AT-802A variants). We also saw de Havil- land Tiger Moth joy flights, a CASA C-212-200 (VH-TEM) operated by CGG Aviation Australia/ Fugro Airborne Surveys in full geophysical sur- vey configuration, a Grumman HU-16 Albatross “air-yacht” conversion and Embraer EMB-500 Phenom 100 Very Light Jet of the aforementioned China Southern Flying College. Polytechnic West Aerospace Training Centre at Jandakot have repainted their Boeing 737-200 N732HV – or at least the tail, which may be seen protruding from their hangar. Once part of Paul Stoddart’s OzJet Airlines fleet – this is reputedly the largest aircraft to have landed at Jandakot though the exact circumstances of the ferry are “uncertain”!

Pearce Another important aspect of Perth spotting has to be – for me at least – the Royal Australian Air Force Base at Pearce. Home to RAAF No.2 Flying Training School (FTS), which operates Pilatus PC-9 aircraft, it is also home to Republic of Singapore Air Force’s (RSAF) Pearce Detachment - home to RSAF 130 Squadron and Standards Squadron, where PC-21s are flown in the fine WA weather conditions. According to some, the deal is they have 19 PC-21s of which the capability to fly these on any fine working day is apparently a stated requirement. They also do not fly in the wet! Appar- ently, since retiring their SIAI-Marchetti S.211 jet trainers, reliability has improved dramatically and RSAF have never looked back. RAAF 79SQN is also based at Pearce, with BAe Hawk Lead-in Fighters (LIF) providing “..introductory fast jet flying for RAAF pilots newly graduated from No 2 Flying Training School using Hawk 127 aircraft and Hawk Refresher and Instructor Conversion Courses for previously converted fighter pilots.” While we saw many PC-21s and several Hawks up, few PC-9s were observed and we were not surprised when, the following week, RAAF publicly announced the PC-9 fleet was being inspected for cracks so maybe – and we speculate – this may have contributed to fewer movements of the type during our visit. A period spent here is considered a must for spotters and photographers, usually the weather is of course, fine, and the field of view excellent. Fine flying was observed here over two afternoons. If planning a trip to Pearce, always remember to avoid photograph- ing base infrastructure and of course, don’t post shots with dates, lists of aircraft numbers etc.

Dion Makowski (Originally published online in PHX Spotters magazine)

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Book Reviews

Title: Taking Flight: Lores Bonney’s Extraordinary Flying Career Author: Kristen Alexander Publisher: NLA Publishing RRP: $39.99 Reviewer: Anne West

This spaciously laid out, nearly-A4 paperback, details the extra-ordinary flying career of an Australian pioneer aviatrix - Lores Bonney (or publicly known as Mrs Harry B. Bonney), including the long distance flight records she set be- tween 1931-7.

Lores’ first flight was with Bert Hinkler in his Avro Avian, on 7 September 1928 from Eagle Farm, . She learnt to fly under the tuition of Captain Charles Cuvet Matheson, the highly regarded owner of Matheson Flying School, in a Gypsy Moth (VH-ULJ). In December 1930, she was gifted a Gypsy Moth (VH-UPV) from her husband (which she affectionately called “My Little Ship”); obtained her private “A” Class licence on 19 August 1931; completed the then-longest flight for an Australian woman in December of that year; ob- tained her commercial “B” Class licence on 10 January 1932; and went on to become the first woman to fly around Australia later that year. Thus began Lores’ flying career. She went on to complete two further record-setting long- distance flights from Australia – taking her Moth to London (1933) and her Klemm KL32x (VH-UVE), also known as “My Little Ship II” to Cape Town, South Africa (1937).

Lores’ contribution to aviation occurred during a time when aeronautical developments were opening up the world (as we know it today), and the “explorers of the skies” were putting their life on the line, pushing machines and humanity equally to their limits. Lores was amidst it all. Through this book, we come to appreciate the high regard and genuine respect offered to her by the male- dominated aviation industry, as evidenced by her involvement is numerous official celebrations for national and international avia- tion achievements. We also grow in understanding about Lores - the woman, who was keen to assist in searching for the lost Stinson, who grieved the untimely deaths of many aviation contemporaries, who held strong ambitions to achieve long-distance flying re- cords, and who balanced this with a deep respect and gratitude for her Husband, whose support of her desires enabled her to pursue them.

Taking Flight evokes the experiences of flying in the 1930’s. It awakens the senses to the realities of flight faced by the pilots of the era – open cockpits, constant vibration, exposure to extreme temperatures and weather conditions (wind, rain, monsoons, heat), the need for emotional and psychological resilience, self-denial of fluids prior to flights, etc. It also reminds us of the dangers that were fre- quently encountered – engine problems, machine damage, unplanned repairs, forced landings, navigational issues, inadequate maps, fuel supplies, and so on. This book provides open and honest insights as to how Lores responded to, and at times struggled with, exposure to these types of hazards.

Taking Flight is a very informative and engaging read, incorporating many of Lores’ own words to describe how she persevered through the many challenges that came her way. It has been meticulously put together, using multiple primary sources, most notably Lores’ own notes recorded at the time. It is complimented by a large number of visual accompaniments including excellent photo- graphs and highlighted extracts from Lores’ notebooks, to further illustrate her experiences. The 280 pages includes 20 pages of glos- sary, references, a bibliography, illustration credits and a comprehensive index. Taking Flight is a timely tribute to a little-known Aus- tralian pioneer aviatrix, who helped to lay the foundations and blaze the trail for future generations of women, encouraging them to take on various roles within a burgeoning aviation industry. Ultimately, it preserves the realities of Lores’ aviation achievements, and ensures they remain more than just a footnote to history. This book is highly recommended for all those interested in this pio- neering era of aviation.

About the Author: Kristen Alexander Taking Flight: Lores Bonney’s Extraordinary Flying Career is AHSA member Kristen Alexander’s fifth book. She won the Military His- torical Society of Australia’s Sabretache Writer’s Prize in 2012 and 2013 and won the non-fiction category of the 2015 ACT writing and Publishing Awards. She loves afternoon tea served on fine china, cats, leaf tea, old movies, Canberra and her husband David (not necessarily in that order). Above all, Kristen is a passionate reader and loves writing about Australia’s aviation history.

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Title: Spitfire Ace: My Life as a Fighter Pilot Author: Gordon Olive, DFC (edited by Dennis Newton) Distributor: John Reed Book Distribution or via Dennis Newton, (02) 4739 1951 or email: [email protected] RRP: $44.95 plus postage Reviewer: Dion Makowski

Charles Gordon Chaloner Olive CBE DFC (3 July 1916 - 20 October 1987) was, in the words of Dennis Newton, a 'rare Australian, a remarkable individual and notable member of Brisbane United Service Club, including serving on its Committee since 1947, and as President in 1970-71.'

Olive trained with the pre-war RAAF and transferred to the pre-war. From the "country club" life of the 'thirties, he was one of the "Few" to first go into ac- tion during the Battle of Britain, and saw many of his mates fall until he was virtually alone as a survivor of the original pilots of 1939-40.

Notably, he seems to have far more enemy aircraft fall to his guns than given credit for, he comments on this and apparently, this was not uncommon. Others were as suc- cessful as himself and did claim every one, tallying im- pressive totals of enemy shot down. Others, in Olive's Opinion, should have received the V.C. for their great service, yet many received lesser decorations.

Throughout his description of the 'Battle, Olive makes the point that the RAF really was so much smaller than the German Luftwaffe, both in machines and men. This meant that those in the front line were unable to rest for weeks on end, they simply could not be replaced. If you choose to take this as a document of the progress of the war, the reader can assume that the change of tactics to bombing the cities, away from RAF stations, really did save the RAF. Those boys literally flew themselves close to oblivion, often beyond.

He later formed and commanded 456 (NF) SQN RAAF, a Defiant I Night Fighter unit based at RAF Valley in Isle of Angelsey, Wales, which soon converted onto Beaufighter II (RR Merlin), then later MK.VI, (Bristol Hercules), radar-equipped night fighters. This was the only Australian night- fighter squadron of the Second World War (Appx.6). This book includes many of Gordon’s own paintings, recreating his vivid memories of that warm summer so long ago.

A well recommended read.

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