AVIATION HISTORICAL SOCIETY OF

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AHSA ADDRESS GENERAL AIRCRAFT MONOSPAR CROYDON 72 P.O. BOX 212, FOOTSCRAY, VIC. 3011. CHRISLEA CH.3 IN AUSTRALIA...... EDITORIAL ADDRESS 74 46 SPRING STREET, R.A.F. WELLESLEY VISIT 1938 THOMASTOWN, VIC. 3074. 80 comment

With this issue we complete the publication of Volume 19 of the Journal. Now you are being asked to pay your subscriptions for Volume 20, and no doubt many members are irate about the extreme lateness of the publication schedule, and considering whether they should renew or not. You therefore deserve an explanation on the current status of the Journal. I won’t paint an optimistic picture because that is not fact, but the true situation is not as bad as many of the rumours circulating. SUBSCRIPTIONS SECRETARY Why is the Journal late? The reasons are threefold. In the first instance production fell behind the MIKE MADDEN planned schedule. The reasons for this were manyfold, not the most insignificant, being the lack of a steady flow of articles. However, the production of the Journal is the Editor’s responsibility and when it falls behind he must accept the blame. The second reason was an acute lack of funds even when we had something to print. A past administration had committed the Society to quite a large debt and the Com­ mittee decided that it would be in the Society’s best interests to get rid of this debt as soon as possible: un- EDITOR fortunately this left us with something of a cash shortage, and when Journals were available for publica­ PETER MALONE tion there was a further delay as they had to wait for funds. I should stress that the foregoing is my inter­ pretation of Committee decisions as I do not participate in this body. (My decision, not the Committee’s!) Thirdly, and this is more of a reason why the Journal will continue to be late unless the situation improves, than a reason for its current tardiness, is the lack of contributions. Allied to this, and it is a problem difficult to understand unless you have worked on the journal production, is the length of time that it takes from the receipt of the manuscript till it appears in printed form in the Journal. Ideally we would like to receive articles 9-12 months before the planned publication date. What is the current situation? At the moment Vol. 20, nos 1 and 2 are ‘camera ready’ and can go to the printers as soon as funds are available. No. 3 is almost to the same stage and No. 4 is about 50% com­ plete but really needs more material to make it a balanced issue. There is no material in hand for Vol. 21 (i.e. the 1980 year). What we need most is a sudden influx of material both manuscripts and photos. If you think you can help in any way please contact me and I will give you further guidance on how to con­ tribute. Membership is for one full calendar year and Finally I would like to place on record my thanks to all those who have helped with the Journal. My includes both Journal and AHSA News. two main crutches have been Geoff Goodall, who has almost kept the Journal going single-handedly with Annual membership fees of $12.00 (Aust­ his articles, not to mention his constructive criticism of everything the Editor does, and John Hopton who ralian currency) will be due for renewal has given freely of his photo archives (and advice). Others who have contributed articles, photos, or their during January each year. labour, are D. Anderson, K. Baff, J. Drobik, D. Eyre, D. Hart, P. Kelly, C. Lynch, N. Parnell, B. Pat- INFORMATION FOR AUTHORS tison, M. Prime, G. Sunderland, B. Wills. To these, and all others who have helped get Vol. 19 out, my All heartfelt thanks. manuscripts fo*- publication in the Journal should be typed or clearly handwritten on To those who have not yet contributed but think they may have something to offer, I wait to hear one side of each sheet only, and must be from you as soon as possible. To every member, we may be late but I do believe we are producing the double spaced. Photographs should, where goods; there are some excellent articles in Vol. 20, so how about letting us have your renewal? possible, be either one column width (2-3/8in.), VA column width (3%in.), two Peter Malone. column width {4-7/8in.) or three column width (7-3/8in.); the use of negatives is preferred. All negatives will be returned; cover photographic prints will be returned if marked "Return to , do not crop". All work on this Journal is voluntary and no payment can be made for published material. On the weekend of 2-3 December 1978 the Auster Club division of the AAAA had a fly-in at Penfield near Melbourne. Some of the prize winners are shown on the covers.

Published by: Aviation Historical Society of FRONT COVER. Malcolm Long’s authentically restored Auster III touches down after its ferry flight Australia, P.O. Box 212, Footscray, Vic., from Point Cook. This aircraft received the award for the oldest aircraft present. 3011, Australia. REAR COVER. Terry Vicker’s Auster Jl, VH-ALM won the award for the most original aircraft VH- © 197? Aviation Historical Society of KBV, an Auster J5R flown by Les Skinner received the award for the best presented aircraft. Ern Australia. Canham in the Jl, VH-KEA, was rated as the oldest aviator. ISSN 0045- 1185 INSIDE FRONT COVER. Ray Perrell in VH-BHA received the award for the longest distance flow to at- Printed by Loma Printing Service o unusual award went to VH-MRD, flown by Bob Ross, for its rather strange 8-10 Vale Street, North Melbourne Chapman took the award for the youngest pilot, but from this view of his Auster III VH-BCG, It seem doubtful that it was actually flown in. Telephone: 328 4080 - 328 4874 (P.T. Malone) 71 Emergency exits were provided in the roof of the Throughout the 1930’s a number of very in­ On 12 September the aircraft was demonstrated to passenger compartment and pilot’s compartment teresting aircraft visited this country, and notable the press in Melbourne. Under normal conditions, in accordance with Air Ministry specifications. amongst these was the Monospar Croydon, a ten ten passenger seats would have been fitted but passenger airliner built by the well known British three seats had been removed to allow for the in­ Instruments in the cockpit were arranged in three company. General Aircraft. stallation of extra fuel tanks. The cabin was 14 ft 6 groups, with the Sperry group of directional gyro in long. For each passenger there was a lap strap, and artificial horizon in the centre panel. A liquid The Croydon left London in the middle of individual ventilator with adjustment, reading type pitch indicator was fitted in lieu of the rate of September 1936 in an attempt to set a record for light, ash tray, receptacle for drinking cup, and climb indicator, as favoured in American aircraft the trip from London to Melbourne but this was pilot call button. One continuous cabin window of the time.Other instruments were altimeters, car­ marred to some extent by a false start and a delay was built into each side of the aircraft and vision buretter inlet thermometers , ice warning in­ at Karachi, it finally arriving at Essendon at dusk was broken up by fuselage bracing members. dicators, electrical revolution indicators of vertical on 22 September. In charge of the aircraft was type, boost gauges, air gauges for the pneumatic Harold Wood, personal pilot to the owner. Major The interior was finished by Rumbold’s Ltd., the braking system (Dunlop), flap and undercarriage C.R. Anson; others on board being Messrs. F.F. well known British aircraft furnishing and controls and indicators etc. In addition, were fitted Crocombe, chief designer to General Aircraft Ltd; upholstery specialists. The ventilation system was the Thornton-Norris air log and electrical in­ L. Davies, flight engineer; and C.P.R. Gilroy, controlled by the pilot, warm air being ducted dicator which informed the pilot as to whether the radio operator. When the aircraft left London from a special muffle on one of the engine ex­ cabin door was securely locked. Marconi radio Lord Sempill was second pilot but due to an altera­ hausts. Lavatory accommodation was provided at equipment was fitted. In addition to the normal tion in arrangements, Lrd Sempill disembarked at the rear of the cabin, a small buffet was fitted, and aircraft transmitter and receiver which used a loop Kaarchi and the designer joined the aircraft. an air hostess could be carried if required. serial mounted below the fuselage. k. GENERAL nIRCRAF MONOSPAR ST-18 CROYDON

By David C. Eyre

Aircraft of 1 October, 1936 described the aircraft passage back to the cabin, without wing spars or ing the control and also for adjusting the lateral in this way: other obstructions to impede progress. The trim. fuselage is built in four sections, which are readily Fabric covering is employed throughout the wing, "'The Monospar 'Croydon' was evolved with the detachable — front section, containing pilots' fuselage and control surfaces, with the exception primary object of structural simplicity coupled cockpit; main cabin section; rear fuselage section; of a heavy metal covering of the leading edge of with low weight, together with an adequate rigidi­ rear end bay of fuselage carrying tail wheel the wing and a rubber protective strip on the ty, which is independent of the nature of the wing assembly. leading edge of the stabiliser. In this position, rub- covering used. The entire structure is corrosion- In the wing, designed on the framed Monospar ber strip has been found more resistant than metal proof and capable of withstanding any operating principle, a single duralumin spar of great strength to small stones thrown up by the slipstream or par- conditions to which it may be subjected. of the Warren girder type is used to carry the flex- tides of ice which may be flung back, The fuselage structure consists of a four-longeron ural wing loads, and is tie-rod braced against Accessibility and ease of maintenance has been structbraced steel frame, plated or riveted at junc­ distortion. The spar is of simple construction, the studied throughout the entire structure. For in­ tion points. There are no bracing wires, therefore booms consisting of duralumin angles and flat stance, the leading edge metal plate inboard of the it cannot get out of truth and no rigging attention plates rivited together; the sheer bracing is also of engine is hinged, so that it is easy to expose all is required. A strong front bulkhead frame is simple duralumin sections. engine and flying control runs, hydraulic, vacuum situated between the pilots' cockpit and the cabin, Each aileron has a small trailing edge servo with and pressure pipe lines and hot air ducts. Petrol and forms a basis for the wing truss, giving free adjustable leverage which can be used for lighten- tanks can be removed quickly when necessary.

72 Although the aircraft did not break the London — The wireless operator, after a further twenty Monospar Croydon was immediately ordered by Melbourne record as proposed, it did in fact per­ minutes, wirelessed “please give bearing, good one the Minister for Defence. However, Aircraft for form quite creditably as shown hereunder: this time.” The bearing then showed that the November 1936 had an article on the loss and part machine was travelling still one degree too far of this is quoted hereunder as it is somewhat Journey flying time Ayerage ground north. Pilot Wood then corrected one more degree enlightening, (Block to block) distance speed south and flew on in the dark hoping to find Timor. Later the wireless operator again attemp- '‘In the first few days after the rescue, argument ted to call Darwin but the signals were too weak to centered on an allegation by Mr. F.F. Crocombe Melbourne 76 hrs.43min. 12,507mls. 163mph obtain a bearing. Subsequently the aircraft ran low (designer of the Monospar, and a member of the Charleyille- on fuel and landed on the reef. After the crew were crew) that they had been led astray by radio bear- Melbourne 4 hrs.32min. 845mls. 186.5mph picked up the following message was received at ings which were consistently in error, and that Jodphur-Allabad 2 hrs.SOmin. 547mls. 191.6mph Darwin. the amount of error was as much as 28 degrees. Koepang-Darwin 'Night error* is an incalculable factor in radio (against "Mislead by wireless bearings from Darwin, bearings, particularly those obtained by the 30-35mph. Located coral reef after 3V4 hours flying. Wireless Bellini-Tosi system as used at Darwin. Pilotsand head win) 3 hrs.l5min. 518 160mph communications had failed due to atmospherics. radio operators are aware that this error often Using reef as base reconnoitred in each direction reaches a peak within an hour or so either way till petrol almost exhausted, then successfully land- from sunset and sunrise. Apparently because The Monospar Croydon was powered by two 450 ed on rock strewn reef. they were given consistent readings of 288 h.p. Pratt and Whitney Wasp Junior SB-9 Damaged tail wheel castoring taxing out of water degrees, which bearing happened to coincide radialengines and was built at Hanworth in 1935. on to higher portion of reef. with the correct course, the pilot continued on Only one aircraft was built, this being G-AECB, Waded mile through pools infested with giant this bearing - possibly against his own judg- c/n 501, and was first flown as T-22, the CofA be­ clams, and small sharks to native fishing boat ment and instinct — until the error became ob­ ing issued on 16 June 1936. Major C.R. Anson which showed signs of departing. vious. bought the aircraft from the manufacturers on 2 Spent almost all day persuading them to take us on Admidst a welter of statements, denials and July 1936 and it left for Australia on the 30th of board. They didn’t understand English. Conse- counter-denials, one point stands out for full ex- that month. quently our dilemna. planation. An intensified watch was kept when After its demonstration tour, the aircraft left Tide was coming in very quickly. Left that night the Monospar became overdue. Late that night, Melbourne on 6 October, 1936 with the same crew and spent 55 hours on craft in worst possible con- faint signals were allegedly picked up at Darwin, in an attempt to set a new record for the ditions. Shortage of food and water. too weak to copy, save for something resembling Melbourne - London flight, staying that night at Whole crew magnificent sharing hardships. Finally a distress call, parts of the Monospar’s call sign, Darwin. Early on 7 October it left Darwin on the resaied in exhausted condition by Capt. Sadler of and the word ’batteries’. Yet from these almost S.S. Nimoda”. second leg of the journey to Koepang. The flight unreadable signals, readings were supposed to from Melbourne had taken a little over twelve The time of 55 hours must have been incorrect have been taken fixing the machine’s location as hours and when it left Darwin conditions were ex­ otherwise the crew would have left boat im­ within two or three degrees of the correct course. cellent, the weather was fine and there was a mediately upon landing. Days later, when the point of landing on the reef following wind. However, a succession of thou­ has been established as bearing 260 degrees from sand to one chances led to the aircraft landing on The reef lies 220 miles from Koepang, more than Darwin, official denials were issued that any Seringapatam Reef nearly 300 miles off course 520 miles from Darwin and 169 miles from Cape midnight signals could have come from the during a flight of about 600 miles, a meeting with a Leveque, the nearest point on the Australian monospar, as the crew had been rescued before native fishing boat, and eventual rescue by the Coast. Seringapatam reef is about seven miles this time.... British S.S. Nimoda. long, triangular in shape, and it encloses a lagoon. To allay unrest, full inquiry and testing of the On the western side are a few sand banks which ap- conditions in the locality is necessary. The Subsequent inquiries revealed that the aircraft left pear at half ebb. The reef dries at low water and operators at Darwin are skilled and conscien- Darwin at 4.47 a.m. on 7 October in an attempt to round the edges are large boulders. On a calm tious, the apparatus with which they are forced reach London from Melbourne in five days. The night the breakers could be heard six miles away, to work is considered by many experts to be in- plane was flying a compass course slightly south of Its latitude is 13 deg. 40 min. south, and longitude ferior to that which is available today, and north-west, the compass on the outward journey 122 deg. 2 min. east. should be installed at one of the focal points of having shown the usual variation, its precise error the Australian airways system. ” at Darwin was unknown. According to the After rescue the crew were quite critical of the Dar- operator when he called up the Darwin wireless, win radio station, as reported in the Barrier Daily ended the story of a very interesting visitor to after 25 minutes, Darwin gave a bearing indicating Truth for 2 November, 1936: country. Although it was far ahead of that the Monospar was travelling one degree north anything then designed and built in the United of the correct course. The pilot accordingly altered The Darwin wireless station was definitely States, by 1936 the Douglas line of aircraft was his course two degrees southward to compensate wrong* declared Mr. F. Crocombe, designer of starting to hit the headlines and I doubt that many, for the supposed error. A call to Darwin 20 the Monospar Croydon aeroplane which was lost if any, Croydon Monospars would have been sold minutes later brought a reply that the Monospar several days in the Timor Sea when he and his around the world to airlines. was still half a degree too far north; accordingly companions arrived here today on board the course was altered five degrees southward. the Nimoda. All of his colleagues share his opi­ nion that the loss of the Monospar was due to the After a further half an hour the wireless operator erroneous directions sent out by the Darwin REFERENCES on the aircraft called Darwin, who reported that radio. He also said that if the Monospar had not 1. Jackson A.J. British Civil Aircraft Since the machine was flying two degrees too far to the possessed a wireless it would have reached Timor 1919. north. The pilot became uneasy, instinctively feel- safely and would probably have been in England 2. Aircraft. Oct. and Nov. 1936. Melbourne. mg that he was flying the machine too far to the over a fortnight ago instead of being a castaway 3. Barrier Daily Truth. Newspaper. south. The wireless operator asked if Darwin was on a coral reef and representing a loss of $14,000 4. Barrier Miner. Newspaper. sure that the correct bearing had been given; the to the owner. ** 15. Sydney Morning Herald. Newspaper reply came back “okay, all pilots doubtful this crossing.” An inquiry into the disappearance of the

73 The Chrislea CH.3 series of light aircraft were on the home British market, they saw service in a The first Chrislea Super Ace to arrive in designed by R.C. Christophorides and built by his sujrprising variety of overseas countries. Australia was VH-BRO, which reached these firm Chrislea Aircraft Ltd between 1946 and shores in 1948. It is seen here at Yanco, NSW, 1951. Although then type could not be considered Further concessions to tradition came in August in July 1967, after having been withdrawn a success, with only eighteen Super Aces and three 1949 when a late production Super Ace airframe. from service. (G. Goodall) Skyjeeps completed, they were flown in many G-AKVS, was fitted with a conventional control countries and a total of five appeared on the column and rudder-bar control, revised tailwheel Australian Civil Register. The prototype CH.3 Ace undercarriage, and a 155hp Cirrus Major 3 engine month Brown & Bureau’s second Super Ace, VH- Series 1 was first flown in September 1946 by com­ to become the prototype CH.3. Skyjeep Series 4. BRP, was being crated at Exeter for shipment to pany pilot R.S. Stedman at Heston Airport, Lon­ The more powerful tailwheel Skyjeep gave its four Australia as deck cargo. While the ship was dock­ don. A unique feature was an attempt to evolve a occupants more leg room than the Super Ace, but ed at Port Said, , the Chrislea was destroyed more ‘natural’ control column for the pilot — the at a reduced performance. Only three Skyjeeps by a deck fire. conventional stick and rudder bar were replaced by were completed, even though the prototype won a single wheel mounted on a column protruding the Goodyear Trophy at the King’s Cup Air Race In February 1950 Green advised Brown & Bureau from the dashboard on a universal joint. Rota­ in June 1950 after lapping the course at 119.5mph. that he was not obtaining satisfactory cruising tional movement of the wheel operated the speeds from VH-BRO. He suggested a redesigned ailerons in the normal way, but climbing and div­ Buring 1951 the Chrislea works at Exter housed propellor which should also be of smaller diameter ing were achieved by moving the wheel and column five completed Super Aces awaiting sale, and five than the original which was suffering regular up and down, rudder being applied by sideways Super Ace fuselages whose final completion had gravel damage due to its low ground clearance. movement. There were no rudder pedals. been abandoned. In May 1952 the company was While negotiations with BCA and Chrislea Air­ bought out by C.E. Harper Aircraft Co of Exeter, craft in England continued about new propeller When Heston closed the follwing year, Chrislea and the nine unflown Super Aces, G-AKVH to design, VH-BRO suffered a forced landing due to aircraft Ltd. moved to Exter Airport in Bevon, KVP, were transferred to the new firm. Further propeller failure. When flying over ‘Bora’ Station where the first production CH.3 Super Ace Series work on the type was not proceeded with however, on 20 July 1950 one tip of the propeller broke 2 was built. This aircraft, G-AKFB, was testflown and they were all scrapped. away and the engine was pulled from its mounts. at Exter in February 1948 by R.S. Stedman. It dif­ Green made a landing in scrub during which the fered from the prototype Ace in having all-metal The Australian agents for Chirslea Aircraft Ltd. aircraft received further minor damage. The construction with fabric covering, twin tailplanes, were Brown & Bureau Ltd. of Melbourne. Buring Chrislea was out of action for the next 16 months, and the original Lycoming flat four was replaced 1948 they advertised the new CH.3 Super Ace in but during repairs it was fitted with a new type of by a Gipsy Major 10. The patent control column Australian aviation magazines and late in the year propeller which apparently proved successful was retained, the company claiming foolproof announced their first sale, to a Queensland stability in all axes. However following a tour of pastoralist. This first Super Ace,VH-BRO, was Meanwhile in England, Chrislea Aircraft Ltd. had flying clubs this ‘natural’ control column brought shipped to Melbourne and assembled at Essendon produced the more powerful tailwheel Skyjeep. much adverse criticism, and G-AKFB and all Airport where it was testflown on 19 March 1949 The troubles experienced with the only Chrislea subsequent aircraft were sold with conventional and received its Australian CofA four days later. already in Australia did not deter another rudder bars fitted. Production Super Aces sold On 25 March it left Essendon on its deliveryy flight Queensland pastoralist Arthur T. Tindall of ‘Mac- slowly due to continued resistance to the control to Queensland to its new owner Robert L. Green Farlane Bowns’ Station Tambo from placing an column system, and the high operating costs of the of ‘Minamere’ Station near Nelia, Queensland, as order for a Skyjeep with Brown & Bureau in April 145hp Gipsy Major. Although only six were sold a replacement for his Tiger Moth. That same 1951. The registration VH-BRP originally issued

74 to the Super Ace burnt out during shipping to Australia was now reallotted to this Skyjeep. After assembly at Archerfield Aerodrome, Brisbane the following January, the Skyjeep VH-BRP was testflown on 22 January 1952 and received its Australian CofA the same day.

No other new Chrisleas were imported by Brown & Dureau. However the Australian Auster agents Kingsford Smith Aviation Service Pty. Ltd. developed an interest in the type. After considering various engines to improve the aircraft’s perfor­ mance, KSAS purchased the Skyjeep, VH-BRP, from Arthur Tindall and replaced the original 155hp Cirrus Major III with a 200 hp Gipsy 6. The Chrislea emerged from its rebuild in the company’s Bankstown hanger in December 1955, reregistered VH-RCD for its new owner Roderick C. Dyer of Woodside, Buangor, Vic. However the modification was not a success, and the aircraft returned to KSAS after only several months. After only limited flying at Bankstown th e Skyjeep was further modified when the rear fuselage decking was built up to the rear of the cockpit glasshouse. No sale eventuated however and VH-RCD was pushed to the back of the KSAS hanger at Bankstown and it was seen there covered with dust in July 1958. Its ownership was transferred to the KSAS associate company Austerserve Pty. Ltd. in 1962 and the Skyjeep was then left outside in the weather for several years at Bankstown until truck­ ed away by a new owner for a long rebuild. The original marking, VH-BRP, was reallocated for the third time when the Department of Transport issued this registration to Allan Stanfield of Sydney in March 1977 for his rebuild of the modified Skyjeep.

The next Chrislea seen in Australia for several years was the Super Ace, VR-RBI,from Malaya. It had been withdrawn from service for several years at Kallang Airport, Singapore, but it was shipped to Sydney in 1958 and rebuilt as VH-RBI at Bankstown for J.K.Callinan, Sydney. In June 1961 it was sold to J.R. Robinson of Quilpie in far western Queensland, and it then flew in Queensland for the next 7 years, now painted in a neat colour scheme of grey, white and black. While parked at Archerfield Airport, Brisbane on the night of 4 January, 1967, VH-RBI wsas blown over by a violent wind storm and badly damaged. The wrecked aircraft was purchased for $25 less engine by Mr. and Mrs. J. Cameron for parts for a Volmer Sportsman ultralight amphibian that they were building at their home in the Brisbane suburb of Salisbury. In late January they moved the Chrislea to their home and it was left dismantled in their backyard. The wheels were removed for the Sportsman and other usable parts stripped. The battered old Chrislea now slowly disintegrated as it suffered from the attentions of local children, and further parts were removed. Ultimate disgrace

TOP: C/n 125 was the second Chrislea to be allocated VH-VRP. It is shown at Archerfield in January 1952, shortly after assembly. CENTRE: The same aircraft, re-registered VH-RCD, with a 200 h.p, Gipsy 6 and the rear fuselage decking built up, at Bankstown in November 1963 (Hopton Collection) BOTTOM: This view of the semi-dismantled Skyjeep an Bankstown in 1965 illustrates well the built up rear fuselage. (M. Croker)

75 CH.3 PRODUCTION

BRITISH C / N TYPE REG^N C of A HISTORY 100 Ace Srs.l G-AHLG 7. 1.48 Dismantled Exeter 10.50, scrapped. 101 Super Ace Srs.2 G-AKFD 7. 5.48 To VH-BRP(l) 102 VP-YGI 5.48 To VP-KGY, crashed Nairobi 29.3.56 103 >» VP-YGM 5.48 Crashed Belvedere, Salisbury 27.1.51 104 >» G-AKUV 30. 6.48 Crashed Truxton, England 23.6.53 105 >» G-AKUW 12. 8.48 Currently registered. 106 >» G-AKUX 6. 9.48 Wfs Beirut 5.54 scrapped. 107 G-AKUY 6. 9.48 To , LV-XAX; later LV-RXV, Wfs 10.58. 108 G-AKUZ 6. 9.48 To Argentina, LT-XAY; later LV-RXW. Wfs 9.61. 109 G-AKVA 18.11.48 To Gold Coast, VP-AAE; later 9G-ABJ,ZS-DPR. no G-AKVB 4. 1.49 Crashed Rettenden, Essex 22.5.55 111 G-AKVC 19. .5.49 To Malaya, VR-RBI; later VH-RBI. 112 G-AKVD 19. 5.49 To , JA3062. Crashed Fujisawa 31.8.58. 113 G-AKVE 22. 5.50 To PT-AJG. 114 G-AKVF 25. 8.50 To , AP-ADT; later G-AKVF, current. 115 G-AKVG 9. 5.50 To , HB-EAA. WFS.54,scrapped. 116 G-AKVH Construction completed by 4.49, not flown 117 G-AKVI >> 118 >> G-AKVJ »> G-AKVK 119 >» 120 G-AKVL 121 >» G-AKVM Partially conpleted, construction abandoned 122 G-AKVN 123 G-AKVO Conversion to Skyjeep not completed. 124 G-AKVP >> 125 Skyjeep Srs.4 G-AKVR To VH-BRP (2), later VH-RCD. 126 »> G-AKVS 14. 6.50 first Skyjeep to French Indo China, F-OAMP 127 G-AKVT 12.50 To Uraguay, CX-AMR. 128 Super Ace Srs.2 ZK-ASI .49 Current 129 ZK-ASJ .49 To VH-BAE. 130 ZK-ASK Construction abandoned. 131 >> >> ZK-ASL 132 »» VH-BRO 1.49 AUSTRALIAN CH.Ss

PREVIOUS REG’N C/N IDENTITY HISTORY VH-BRO 132 CH.3 Super Ace Series 2. First flown Exeter 14.10.48, then crated and shipped to Melbourne. 17.11.48 Registration VH-BRO allocated by DCA for new CH.3 25. 3.49 Added register: R.L. Green,“Minamere” Station, Nelia, Q. 20. 7t50 Forced landing “Bora” Station, Q. Damaged. 22.11.51 CofA renewed after rebuild. R.L. Green, “Thylungi” Station, Blackall, Q. 4. 4.54 Arthur M. Lowe, Julia Creek, Q. 30. 4.54 W.J. Spence, “Culloden” Station, Muttaburra, Q. 15. 2.55 Air Mech., Bankstown Airport, Sydney, NSW. 3. 7.55 R.S. & C. Young, Yanco, NSW 19.10.56 P. K. Gerakiteys, Newcastle, NSW 13. 3.63 P.L. Cox & Mathew Brothers, “Rockdale” Station, Yanco, NSW. 3. 5.65 Last Flight: Yanco - Oxley - Yanco. Withdrawn from service. 21. 7.69 Struck off register. Obtained by N. Hodgekiss, Sydney, NSW, then to Cliff Douglas, Coolangatta,Q.

VH-BRP (1) 101 G-AKFD CH.3 Super Ace Series 2. Prototype Super Ace, first flight Exeter 2.48. British CofA issued 7.5.48, owned by Chrislea Aircraft Ltd as G-AKFD. 3.49 Crated for shipment to Australia as VH-BRP 5.49 Destroyed by fire as deck cargo, at Port Said, Egypt.

VH-BRP/RCD 125 G-AKVR CH.3 Skyjeep Series 4. Built 27.8.51, registered G-AKVR to Chrislae Aircraft Ltd but no British CofA issued. Shipped to Australia. 25. 5.51 Registration VH-BRP allocated by DCA for new Skyjeep. 22. 1.52 Added register: A.T. & W.L. Tindall, “MacFarlane Downs”, Tambo, Q. 18. 5.55 Struck off register. Rebuilt at Bankstown with Gipsy 6. 3.12.55 Reregistered as VH-RCD: Kingsford Smith Aviation Service Pty Ltd,Sydney. 19.12.55 R.C. Dyer, “Woodside”, Buangor, Vic. 21. 4.56 Kingsford Smith Aviation service Pty Ltd, Sydney. 17. 4.62 Austerserve Pty Ltd, Bankstown Airport, Sydney. 29. 9.65 Struck off register. Lengthy rebuild in Sydney, stored in Aero Club hanger, Bankstown. 3. 3.77 Registration VH-BRP allocated by DoT to A. Stanfield, Sydney.

VH-RBI 111 VR-RBI CH.3 Super Ace Series 2. British CofA, G-AKVC, 19.5.49 Chrislea Aircraft Ltd. G-AKVC Sold to Mr. A. Grut, Kuala Lumpur and shipped 4.49, to VR-RBI. 7.58 Under overhaul at Bankstown, still as VR-RBI. 20.10.58 Rebuild complete by now, repainted as VH-RBI. 20. 2.59 Added as VH-RBI: J.K. Callinan, Sydney, NSW. 26. 6.61 J.R. Robinson, Quilpie, Q. 63 J.R. Robinson, Australian Drilling Services, Brisbane, Q. 4. 1.67 Blown over in a storm at Archerfield Airport, Brisbane. Badly damaged. 1.67 Trucked from airport as wreck. 27. 4.67 Struck off Register.

VH-BAE 129 ZK-ASJ Ch.3 Super Ace Series 2. Shipped to as ZK-ASJ in late 1948 as part of order for 4 Super Aces by NZ agents Engineering Alliance Ltd, two later cancelled. ZK-ASJ owned by Southland Aero Club,A. M. Fergusson, then Southern Scenic Air Services Ltd. 16.12.59 VH-BAE: Austerserve Pty Ltd, Bankstown, Sydney, NSW. 60 M.C. Leys, Gunnedah, NSW. 8. 6.67 Lachlan Valley Farm Services Pty Ltd, Cowara, NSW. 19. 2.68 F. Graf, Orange, NSW. 30. 4.70 J.M. Steele, Wodonga, Vic. 6.11.74 Struck off register. Displayed at Joe Drage’s Historical AircraftMuseum, Wodonga.

LEFT: The Chrislea CH.3, Skyjeep Series 4, c/n 125, at Bankstown in August 1975 during its long rebuild. It was re-allocated the registra­ tion VH-BRP in March 1977. (Hopton Collec­ tion)

77 came when a section of the metal wing spar was cut out and welded to the family car as a roof rack! During 1973 the stripped remains were dumped at a tip and only a few components were kept. The nose cowling was sent to England in 1977 to assist a rebuild of a Chislea by enthusiasts there.

Austerserve Pty. Ltd. imported the final Chrislea in 1959 when they shipped Super Ace, ZK-ASJ, to Sydney from Southern Scenic Air Services Ltd. I who had been using it at Queenstown for tourist I m-Bm flights over the New Zealand Alps. After overhaul at Bankstown it became VH-BAE in December i 1959, and was promptly sold to farmer Malcom Leys of Gunnedah, NSW. Austerserve kept up a limited spares and parts stock for the few m Australian Chrisleas, and held a spare fuselage in •2 the back of their Bankstown hanger for many m years. When seen in 1964 it was covered with dust but appeared to be a complete rear fuselage and -2 twin tailplane. Its origins are obscure, one theory being that it was salvaged from the ship fire that burnt the Super Ace VH-BRP at Port Said back in LEFT 1949. TOP: VH-RBI emerges from the hangar in October 1958 after its rebuild at Bankstown. Note how the VR of the original registration has been touched up to read VH. (P.R. Keating) Although there are no Chrisleas left flying in Australia, two of the type are still on display in CENTRE: Resplendent in an attractive colour scheme of white, light grey, and black is museums. The first aircraft imported, VH-BRO, VH-RBI at Archerfield, SA, in May 1966. (1. MacDonald) can be seen at Cliff Douglas’ aviation museum at BOTTOM: The badly damaged VH-RBI at Archerfield the day after being blown over Tallybudgera, seven miles from Coolangatta on by a storm in January 1967. (D.R. Thollar) the Queensland Gold Coast. Although currently ABOVE needing much attention it will be fully restored in VH-BAE at Cowra, NSW, in July 1967 a week after being flown from Gunnedah to the the future in the ex-Ansett hanger erected on his new owners, Lachlan Valley Farm Services (G. Goodall) farm for the museum collection. The last aircraft VH-RBI BELOW imported, VH-BAE, is displayed at Joe Drage’s VH-BRO in an earlier scheme, than that depicted on page 74, of white with blue trim, at Historical Aircraft Museum at Wodonga, Vic. Rutherford, NSW, July 1962. (Hopton Collection) where it is held in excellent condition although cur­ rently as static exhibit only. RIGHT TOP: VH-BRO when owned by P.K. Gerakiteys of Newcastle, NSW, at Tamworth in November 1960 (P.R. Keating) REFERENCES CENTRE: In yet another colour scheme, VH-BRO is shown at Albury, NSW, in January 1964, a year and a half after being bought by P.L. Cox and Mathew Brothers 1 Jackson A. J. British Civil Aircraft Since 1919. 2nd of Yanco, NSW. (Hopton Collection) edition. Putman. London. 1973. BOTTOM: VH-RBI in a different colour scheme to those shown at the left. Bankstown 2. Air Britain Digest. Various issues 1949/52. circa 1960. (Hopton Collection) 3. PsHSA. Journal and Register Supplements. Various issues. 4. Department of Transport. Australian Civil Air­ craft Register. Melbourne. 5. Commonwealth of Australia Archives. DCA Register File. Melbourne. 6. Information supplied by M.R. Davis, P.R. Keating, D.O.Stewart.

lilis.:;:-.■I ilili ■illl During 1938 Britain claimed the World Long for a geodetic type of structure for aeroplanes was from the term for the shortest line conecting two Distance Record with an epic non-stop flight from originally conceived by Wallis from the wire-mesh points on the surface of a sphere. Egypt to Australia by a formation of three Vickers netting he developed to contain the gasbags of the Although the G. 4/31 was by no means Wellesley bombers. At the time the flight was R.IOO. When the British airship construc- unsuccessful, Vickers had felt that a monoplane headlines news around the world, and it was of tion program was abandoned in 1930 following the would provide a better solution to the Air enormous value to Great Britain’s prestige to R.lOl disaster, Wallis joined Vickers, Weybridge, Ministry’s requirement and had initiated private regain one of the four ‘absolute’ air records.^ ItT as Chief Structural Designer and proceeded to put development of such an aeroplane. Wallis applied was considered of equal merit to that of the his ideas into practice. With the Vickers M.1/30 his geodetic principals fully to the complete struc­ famous Supermarine S6 seaplane racers winning biplane he applied many features of his airship ture of this machine and when flown it proved to the coveted Schneider Trophy outright for Britain design to an aeroplane. The wings featured spars have a greatly superior performance to the seven years earlier. After their flight, the three of double duralumin tubes with ‘W’ type webs biplane, somewhat embarrassing the Air Ministry Wellesleys made a triumphant tour around built up from lightened diagonal channels, as in who had already placed an order for 150 of the Australia where they were displayed before huge airship members. The fuselage also featured an ad­ . In the event this order was cancelled and crowds and their crews feted at civic receptions in a vanced structure using Wallis’ ideas borrowed a revised specification, 22/35, drawn up around period of fierce pro-Empire fervour. from airship practice. the monoplane. The monoplane was extensively This story describes the record flight, as well as In his second aeroplane, also a biplane, the modified and as K7556 became the prototype air­ the around Australia tour that followed, which Q, 4/31, Wallis took his ideas a stage further, craft for what was to become known as the saw two of the three aircraft lost in forced Ian- Although this machine reverted to a more conven- Wellesley. Considering the amount of research and dings, and also reveals the little known fact that tional wing structure it was the fuselage which development that had to go into the design, pro­ one of the Wellesleys was used by the RAAF dur- broke new ground. Around the longerons were gress was fairly rapid and the first production ing World War Two. wrapped spiral channel members in opposing Wellesley was test flown at on 30 directions, clockwise and anticlockwise, to form a January 1937. type of multiple lattice structure of curved The first aircraft to be delivered to RAF, was the THE AIRCRAFT members. In this new type of structure Wallis third production machine K7715, which was hand­ sought to dispense with the conventional primary ed over to No. 76 (Bomber) Squadron at RAF Sta­ The Vickers Type 287 Wellesley bomber went into and secondary structural members by substituting tion Finningley in Yorkshire on 22 March 1937 for production at Weybridge in January 1937. The a lattice system of main members only. Although service trials. This was a significant event in RAF most novel feature of the Wellesley was un- the fuselage of the G. 4/31 biplane was only a part history, the first of more than 12,000 geodetic air­ doubtedly its revolutionary light-weight geodetic step it was immediately recognisable as the craft to join RAF strength over the next decade. structure developed by Vickers Chief Structural forerunner of the structure to become known by The metallurgical research and structural test Designer, .^ The germ of the idea the name ‘geodetic’, a name derived incidentally equipment required for the geodetic construction

80 led to the sophisticated equipment used in the British aviation industry today. The production line machinery to produce the special framework of the Wellesley was developed into the highly specialised equipment used to produce fuselage frames for Vickers aircraft up to the VC. 10 airliner. A total of 176 Wellesleys were produced at Vickers’ Weybridge works between January, 1937 and May, 1938, equipping bomber squadrons in the U.K. and . Large bomb containers were carried under each wing, with space for four 2501b bombs in each pannier. Powered by a Bristol Pegasus XX nine cylinder of 950hp, the Wellesley had a maximum speed of 228 mph at 20,000 feet, and a service ceiling of 32,500 feet. THE LONG RANGE DEVELOPMENT UNIT With the darkening war situation in , the RAF was very interested in exploring the limits of colnshire on 7 July 1938, following a route to the Sweeping the runway at Ismailia prior to the extreme range with military aircraft, and three Persian Gulf, and from a point between Kuwait Wellesleys’ departure for Australia. (Vickers) Wellesleys, K7734, K7735, and K7748 were and Bahrain doubling back to Ismailia in Egypt allocated for long range experiments. This led to where they landed 32 hours later, after covering fuel laid down at each of these points for the the formation of the Long Range Development 4,300 miles at an average ground speed of 135 Wellesleys in case they continued on beyond Dar­ Unit in January 1938 at Upper Heyford under the mph. This was the longest non-stop formation win. command of Wing Commander O.R. Gayford flight on record up to this time. Later the The RAAF team arrived in Darwin on 1 DFC, AFC.^ An additional five Wellesley Wellesleys flew non-stop back to Upper Heyford November, and after various arrangements had bombers L2637, L2638, L2639, L2680, and L2681, to make final preparations for the world record at­ been made locally, Herrfernan flew his Anson were issued to the LRDU direct from the produc­ tempt scheduled for early November. back to Cloncurry next day, leaving the other three tion line. The original concept of a flight non-stop from Ansons at Darwin with their crews on five-hour Bristol had developed a special version of its England to the Far East, to land in Malaya or standby awaiting word of the arrival of the Pegasus engine for the project, the Pegasus XXII, Singapore, was changed to the Egypt to Australia Wellesleys. He decided to wait at Cloncurry as a with higher compression and a smaller super­ route for several reasons. The longest runway then base in case the Wellesleys overflew Darwin. Hef- charge, and developing 1,010 hp. The new engine available in England was Cranwell, whose 6,000 fernan’s Anson suffered damage to its tailplane was enclosed in a special cowling to reduce drag feet was considered insufficient for the heavily from a stone thrown up on takeoff and this re­ and increase cooling air flow over the motor. laden Wellesleys. Ismailia in Egypt however pro­ quired two day’s repair work in the open with Rotol constant-speed propellers replaced the stan­ vided a runway of 3,600 feet which had been temperatures well over 100 F, as the only hangar dard deHavilland-Hamilton 2-pitch type, and all specially extended to give a takeoff run of nearly at Cloncurry was too small for the Anson. Each military equipment was removed from the aircraft. two miles, and was also free from the uncer- morning he visited the DCA Aeradio shack to Automatic boost and mixture control was incor­ tainities of the English winter weather. The route check if the Alert Signal had been sent from Egypt porated, to ensure that pilots neither wasted fuel from Egypt to Australia enabled a modified Great to indicate that the Wellesleys were on their way. by faulty manual control or damaged the engine by Circle course with favourable prevailing winds He was joined at Cloncurry by Frank Wright of too weak a mixture. This device was later applied over mainly British Empire countries, avoiding the Shell Oil Co. and John Ryland (later General with great value to operational aircraft generally. diplomatically ‘difficult’ countries and the high Manager of TAA) who had flown up in the Shell Fuel and oil tankage was increased, and a rest posi­ terrain of the Himalayas. Anglo-Egyptian political Co.’s Percival Gull VH-ABS. tion incorporated for a third crew member. A relationships also influenced the choice. strengthened undercarriage was used with heavier The flight would be made without oxygen and THE FLIGHT tyres to carry the increased weight. The five air­ parachutes, due to weight considerations. The lack craft of the LRDU were modified to this standard of oxygen effectively limited the height to be flown During October, 1938 the LRDU had finalised and redesignated Vickers Type 292 Wellesley. to 10,000 feet en route. Eventhecrews’ personal preparations for the Australian flight, and the In February 1938 it was announced that the luggage was left behind at the last minute. It was three Wellesleys to carry out the flight were ferried RAF would attempt a non-stop flight from Egypt planned to fly to Darwin, and then, if fuel calcula­ from Upper Heyford to Ismailia by their crews on to Australia later that year, to break the World tions in flight showed a sufficent margin remained, 25 October, to await favourable conditions to Long Distance Record. to continue on to Brisbane. If this could be achiev­ commence the record attempt. The aircraft and ed, a total distance of over 8,000 miles would be crews were: TRIAL FLIGHT TO EGYPT covered. L2638 Pilot and Flight Leader Sqn Ldr R.Kellett At Upper Heyford, the LRDU conducted exten­ AUSTRALIAN PREPARATIONS Second Pilot and Navigator Fit Lt R.T.Gething sive flight tests of its modified Wellesleys to enable Unit Signals Officer Pit Off M.L. Caine the three man crews to perfect their economic Fit Lt P.G. Heffernan of the RAAF was placed cruising techniques.^ These flights were of in­ in charge of the RAAF supporting unit for the L2639 creasing range to test the selected crews’ naviga­ LRDU’s record attempt. His initial task was to ar­ First Pilot Fit Lt H.A.Hogan tion skills, and on one of these the Unit suffered its range all fuel, accommodation and entertainment Second Pilot and Navigator Fit Lt R.G.Musson only casualty while in England. On 24 February for the Unit while in Australia, as well as to Wireless Op and Mechanic Sgt T.D.Dixon 1938, Wellesley K7734 was on an exercise over the transport the RAF ground crew who would main­ L2680 North Sea when radio contact was lost after 20 tain the Wellesleys on their around-Australia tour. First Pilot Fit Lt A.N.Combe hours away from base; no trace was ever found of Heffernan was allocated four RAAF Avro An­ Second Pilot and Navigator Fit Lt B.K.Burnett the aircraft or its crew. It was commanded by Fit sons, A4-23, -28, -30, and -45, and three Anson Wireless Op and Mechanic Sgt H.G.Gray Lt F. Gardiner, an Australian serving with the crews from No 4 Squadron, Richmond, NSW, RAF. Several days later the RAF announced that while he himself was to captain the fourth On 5 November, 1938 the three Wellesleys took the loss of this aircraft would not affect the plans machine. Each Anson carried a pilot, radio off from Ismailia at 3.55am (GMT) to commence for the record flight later that year, and this was operator, and a second pilot whose training had the flight. The aircraft took off individually then widely reported in the Australian newspapers. been either as a fitter or a rigger. On 29 October formated for the climb out. Each Wellesley carried A trial flight from England to the Middle East 1938 the four Ansons left Laverton RAAF Station, four tons of fuel and their takeoff weight was was planned to test aircraft and crews prior to the near Melbourne, for the flight up to Darwin to 18,4(X)lb, which was a 7,9(X)lb overload compared Australia flight. Under the command of Sqn Ldr meet the Wellesleys. They positioned via Rich­ with the standard Wellesley bomber. The crews R. Kellett four Wellesleys, L2638, L2639, L2680, mond, Archerfield, Cloncurry, Daly Waters and wore special Irvinsuits, which were thermally and L2681 departed Cranwell Airfield, Lin- Katherine, checking the special stocks of aviation heated and made of Grenfell cloth with a satin

81 covered lining of kapok to give additional warmth. The Persian Gulf was reached after about Darwin, where we landed at 0400 (GMT) on Special anti-glare goggles were provided. Food six hours flying, and darkness fell after the November 7. We had been just over 48 taken including chicken, fresh and dried fruit, aircraft had been ten hours in the air. After hours in the air. No.2 aircraft, which had chocolate, coffee and orange juice. passing Task, the moon gave us sufficient been refuelled at Koepang, arrived at Dar­ An elaborate en route communications network light for the Indian coast to be picked up win a few hours later. after 14 hours flying. Very little was seen was established for the flight. Principal DF sta­ The engines and aircraft behaved faultlessly of India owing to cloud, and we depended tions were set up along the route, at Shaibah, Jask, throughout the flight, and they never caus­ for course keeping on celestial navigation. India Coasts, Malaya, Timor, Darwin, and Clon- ed us a moments anxiety. The crews were The East Coast of India was reached at curry. Three naval vessels were stationed along the comfortable throughout the flight and ar­ route to act as operational links in the communica­ dawn on November 6 after 19V2 hours fly­ rived quite fresh at Darwin. tions chain: HMS Deptford in the Arabian Sea, ing. A distance of3,000 miles had then been HMIS Investigator in the Bay of Bengal, and covered. Sqn Ldr Kellett and Fit Lt Combe landed their HMAS Swan in the Timor Sea. During the night The weather began to deteriorate over the Wellesleys at Fanny Bay Aerodrome at Darwin at these vessels operated their searchlights to provide Bay of Bengal with headwinds and occa­ 1.30pm (local time) on 7 November after their two an additional navigation aid for the Wellesleys. sional thunderstorms. The Andaman days in the air. Kellett’s L2638 had 44 gallons of The F.A.I. (Federation Aeronautique Interna­ Islands were picked up, and the flight was fuel left, while Combe’s L2680 had a mere 17 tionale) was to oversee the record attempt, and it continued to the coast of Siam which was gallons left in its tanks, a very marginal reserve in­ required that the aircraft carry two sealed reached after 28 hours in the air. Soon after deed. Fit Lt Hogan arrived later after refuelling in barographs and seals be placed on airframe, crossing the Malay Peninsula the second Timor. engines, and petrol tanks. These arrangements night fell, a distance of 5,000 miles having The FAI promulgated the world record created were made by the Royal Aero Club of Egypt, then been covered. The position of Anam- by the LRDU as 7,158.7 miles. For the greater part which also officially observed the departure of the bas Islands was observed by lights picked the flight had been made against adverse winds so aircraft. up halfway across the South China Sea. the “air miles” would have been somewhat Squadron Leader Kellett’s report on his arrival For the next 1,200 miles flying conditions greater. Measured by the great circle or shortest in Australia, best describes the progress of the were exceedingly unpleasant; cloud, heavy possible^ distance between take-off and landing flight: rain and lightning were continuous, render­ points, they had covered 7159 miles, although they ing wireless inoperative and navigation had actually covered a distance of 7350 miles on "We turned straight on to our course and the actual route flown. The record stood for eight climbed to 10,000 feet. This height was possible only by dead reckoning. When dawn came on the third day, November 7, years until broken by a USAAF Boeing B-29 in reached about 45 minutes after the takeoff November 1945.® and maintained throughout the flight. We we found we were approaching Masassar, at the southern end of the Island of Among those at Darwin to greet the RAF pilots had hoped to obtain a following wind of was Aircraft magazine which reported: useful strength as far as India, but after this Celebes. We were then within sight of the prospects were that there would be light breaking the Russian record of 6,306 miles, 'After completion of quarantine for­ adverse winds until the Australian end of which we shortly afterwards did. malities, about one minute for each the route was reached. As it turned out, we On reaching Lomblen Island in the Dutch machine, the crews moved about smartly, obtained little or no help from the wind for East Indies it was realised that No. 2 aircraft supervised arrangements for refuelling and the first 12 hours, and adverse winds were might not have a sufficient supply of petrol inspection, met their RAAF colleagues, and experienced for the rest of the route. Over to cross the Timor Sea and to reach Darwin then were driven off by army officers to the Arabia, unusually cloudy conditions were with an adequate margin for safety. A garrison corps staff mess. In the evening met and the bumps experienced were precautionary landing was therefore made they were fresh enough to attend a cocktail unpleasant under our heavily loaded condi­ at Koepang by this aircraft, and the other party aboard the French sloop 'Rigault de tions. two Wellesleys continued their flight to Genoully. ’

82 OPPOSITE PAGE: Triumph. The three Wellesleys and their RAAF Anson escort at Archerfield Airport, Brisbane, on 14 November 1938. (Vickers)

LEET: Two fashionable ladies of the day ad­ mire one of the Wellesleys. (via B. Flood)

BELOW: Several personnel make use of the ample shade provided by the Wellesleys large wings. (via K. Isaacs)

would fight their way through. I think they made the finest peacetime flight in the history of the RAE'\ Gayford flew on to Sydney next day on the KLM flight, and then proceeded up to Brisbane to join his men, and to take over command of the re­ mainder of the tour. He was also to lead the for­ mation on its return flight to England, which was proposed to be a two stage long-distance flight. On 17 November the Wellesleys flew to Sydney, reaching Mascot Aerodrome on schedule at 12.30pm after circling low over Newcastle en route. They made a low run across Mascot escorted by a V formation of RAAF aircraft, 2 Ansons and 13 Hawker Demons, as well as 11 civil aircraft including the Avro Ten VH-UXX Eaith In Australia. Over 2,000 people greeted them on the ground, and a loud cheer went up as the RAF crews left their aircraft. The pilots were then in­ m '' troduced to civil leaders, and Sir Keith Smith, the Vickers Australia representative, who was the pilot of the first aircraft to fly from England to Australia in 1919. ( G-EAOU). At 2.30 pm they took off from Mascot for the short hop across to RAAF Station Richmond where the Wellesleys were to be based during their two week stay in Sydney. The aircrew were then treated to a busy round of tours, mayoral receptions, and even a procession through Sydney streets. THE RICHMOND ACCIDENT - The day before their scheduled departure from Sydney for Melbourne, one Wellesley was badly damaged in a forced landing during a testflight at Richmond. The aircraft was Sqn Ldr Kellett’s L2638, however Kellett has been hospitalised in Inspection of aircraft and engines at Dar­ AROUND AUSTRALIA TOUR Sydney with an undiagnosed illness, and the win revealed the need for only trifling Wellesley was being piloted by Fit Lt Richard replacements, such as two or three valve On 13 November the Wellesleys and Gething. springs Special lead free fuel of 100 Heffernan’s Ansons departed Darwin for Brisbane After taking off from Richmond at 2pm on 28 octane rating was used. (So far as we know, as the first stop of the tour. After an overnight November for the testflight, Gething was flying in no other engines using this ‘liquid stop at Cloncurry that night they took off for extreme turbulence underneath a thunderstorm a dynamite’ have previously been seen in Brisbane at 7.45am next morning and landed at mile from the aerodrome when there was a severe Australia.)” Archerfield Aerodrome at 3pm to be met by a power loss. A forced landing was made in a The following day Fit Lt Heffernan returned to large cheering crowd. The Wellesleys were linedmp tomato field two miles from Windsor: the under­ Darwin in his Anson after a six hour flight from in front of the crowd, and after welcoming carriage was extended for the landing but it col­ Cloncurry. After renewing acquaintances with the speeches by the Governor of Queensland, Sir lapsed after running a short distance along the soft Wellesley crews, whom he had met while stationed Leslie Wilson and the Mayor of Brisbane, the ground, and the aircraft crashed through a barbed- in the UK earlier that year, he supervised the ser­ pilots began a busy round of official receptions wire fence before coming to rest in a cloud of dust. vicing of the aircraft while the pilots had three and other civil and social functions. The three The Wellesley was badly damaged but Gething and days well deserved rest. RAF groundcrews had ar­ Wellesleys were hangared at Archerfield in the his co-pilot Pit Off Gaine, along with three hit­ rived by civil airline in Darwin several days ahead Airlines of Australia hangar, their first night under chhiking RAAF airmen passengers, were all of the Wellesleys, and these men worked on the cover since they left Egypt. unhurt. aircraft in the open on Darwin airfield. The Commanding Officer of the LRDU, Wg Cdr O.R.Gayford flew from Egypt to Australia by As the aircraft was landing, its wing had nar­ The month-long tour of Australia by the rowly missed farmer Mr Malcolm Smith who was Wellesleys and their pilots was to be a finale to a scheduled KLM service to join the tour. On his ar­ rival in Darwin on 15 November on the KNILM ploughing the field at the time. He looked up to see year’s celebrations of 150th Anniversary of the the aircraft approaching and fell to the ground as founding of Australia. It was to be a major Lockheed 14, PK-AFP, he gave a speech to local dignitaries, saying in part: the wing passed over him. By coincidence Mr patriotic affair, with visits to all capital cities, and Smith’s father had been killed ten years earlier in it received major coverage in all Australian “It was a jolly fine show all round, the same field when struck by a RAAF D.H.60 newspapers, with large souvenir lift-outs. although I had every faith that my pilots Moth making a forced landing.

83 An hour after the Wellesley’s forced landing, the aircraft was being dismantled by RAF and RAAF mechanics from Richmond and was truck­ ed back to the base that afternoon. At Richmond the Pegasus engine was run on a test rig and it gave full rpm, however a valve of the constant-speed propeller unit was found to be scored, and it was considered that the power loss was probably caus­ ed by the propeller going into full coarse pitch dur­ ing the testflight. The crew later returned to England by ship along with Kellett, recovered after three weeks in hospital. The press made little of the forced landing, and it had no effect on the rest of the tour. The remain­ ing two Wellesleys visited Melbourne, Hobart, Adelaide and Perth, with the usual round of celebrations in each city. While in Hobart, Hogan received news of his promotion to Squadron Leader. They reached Perth on 12 December, lan­ ding at RAAF Station Pearce still accompanied by Heffernan with his Anson escort. THE FORCED LANDING AT DERBY

Three days later Heffernan left Pearce in his An­ son for the last leg on to Darwin, the Wellesleys being due to depart Pearce early the following day to fly direct to Darwin. The Ansons overnighted at Port Hedland then next morning 16 December, continued on to Derby and Darwin where they were to meet the Wellesleys. However, L2639

I-I

under command of Wg Cdr Gayford with a crew of Hogan, Musson and Dixon, suffered a power failure, just past Derby, due to a broken oil line, and a forced landing was made in desolate scrub. Heffernan describes the events that followed: '‘While we were refuelling at Derby, my radio operator intercepted an S.O.S. from Hogan to the effect that he was making a forced landing somehwere in the Leopold Ranges between Derby and Wyndham. Luckily the direction finding station at Port Hedland got a snap bearing on the aircraft's signals as it was coming down and the other plane. Combe’s, watched Hogan land on about the only open space in that area. As soon as I heard that Hogan was

TOP TO BOTTOM: The ill fated L2638 at Richmond before its ac­ cident. Underwing panniers have now been fit- ted. (via K. Isaacs) After the accident. L2638 is trucked back to Richmond on 28 November 1938. (A. Wood via Hopton Collection) L2638 is greeted by a large crowd at Essendon, Victoria. (AHSA C.D. Pratt Collection, No. 160). The Wellesleys and their Anson escort at Cam­ bridge Aerodrome, Hobart. (P.G. Heffernan) down safely I took off and flew along the bearing line until I located the plane, about 130 miles north-east from Derby. They were down on an old dry swamp site and about 100 yards from a water-hole. As they were carrying emergency rations, there was no panic about food and water, so 1 drop­ ped a note telling them that 1 would be over the next day with food and details of any rescue that would be arranged. It should be explained that the radio sets in the Ansons were not equipeed for voice transmission, otherwise we could have talked to them. 1 directed them to the water-hole. That night we had a conference with the police and other officials in Derby and two possibilities for rescue were discussed. First, we could contact Mount House Sta­ tion on the pedal radio and get them to take a party to the crash, about sixty miles, but after being rescued the crew would have to travel by rough road back to Derby, and this would take up to three weeks. The alternative was to contact the aborigine sta­ tion at Munja, on Walcott Inlet near King Sound, and see their assistance. This station had an airstrip which could be used to pick up the crew. It was reckoned that we could get the crew out in under a fortnight using Munja. So Mr Bur gin, the manager of the station, was contacted and he agreed to go to the crash. ® He gave us the dimensions of the Munja airfield, and Andrew Combe calculated that, by lightening the Wellesley ABOVE: The two remaining Wellesleys, L2639 to bare essentials he could land and takeoff and L2680 on arrival at RAAF Pearce on 12 safely. December 1938. (via G. Goodall) After these details were complete, 1 discuss­ LEFT: The ill fated L2639 photographed from ed with Combe what should be dropped by Heffernan’s Anson on 16 December 1938, after way of provisions. My suggestion was some its forced landing northeast of Derby. flour, meat, tea, sugar, and a couple of (P.G. Heffernan) billies and a water-bag. Combe asked me what the flour was for, so 1 explained what BELOW LEFT: Crews at Derby after the a damper was. He was aghast at such a sug­ rescue. Left to right: Gayford, Burnett, Combe gestion and explained that there were no (obscured) and Heffernan. cooks in the party. 1 therupon told him to (P.G. Heffernan) prepare his own menu and we would deliver it. He produced a list of tinned meats, BELOW: Combe, standing on the wing, with fruits, asparagus, bread, butter, tea, sugar, two of the crew he flew out on Christmas eve a tin opener, a billy, and sundry small tins 1938. Musson, left, and Dixon in rear cockpit. of savoury content — and to cap it all, a (P.G. Heffernan) bottle of whisky and a block of ice! As we iiiiiit had no supply-dropping ‘chutes in those days we had to improvise. We packed the 1113 tins into a sugar sack with sawdust and straw, and then put that sack into a bigger one and kept the two apart with small bran­ ches and more straw. The ice was just chucked out of the window of the Anson. llli The next day 1 took off at first light and flew over the stranded aircraft and dropped the supplies with a message giving details of the rescue arrangements. From there 1 flew towards Munja and identified Burgin’s par­ ty by a smoke fire. He had made good time and was already about fives miles from Munja. He had for company two aborigines and a dog, and his tucker con­ sisted of some flour, meat, tea and sugar. As soon as 1 had identified Burgin, I claim­ ed to 5,000 feet and flew directly towards the aircraft, and so gave Burgin a course to walk. He covered the distance in three days, and each day one of the Ansons would repeat the procedure of checking his course. After leaving Burgin on the first day 1 flew over Mount House station had dropped a message thanking them for their offer of assistance and told them of the ar­ rangements. Burgin told me later that he was met at the aircraft with an iced whisky and water and dined in style off the tinned delicacies that for England from Perth in January 1939. we had dropped to the airmen. We did a L2680 was dismantled and packed into wooden WELLESLEYS RETURN TO supply drop each morning, and a check on crates at Pearce by RAAF fitters during January. ENGLAND the distance covered by the party each even­ It was originally planned to merely remove the two ing. The visibility remained excellent wings, and tow the fuselage on its wheels L2638, damaged in its forced landing at Rich- throughout the whole operation and, as the through Perth to the Fremantle docks, but a mond, was shipped back to England in crates early smoke from camp fires could be seen for at survey revealed that the width of the wheel base in 1939. It was not to fly again, being held by No. least thirty miles, identification was very would not get past numerous narrow bridges and iO Maintenance Unit in England as an instruc- easy. Occasionally we were foxed by other culverts along the route. The fuselage was then tional airframe, allocated Maintenance number native camp fires, but generally hit our dismantled and packed into a large wooden box, 1856M. marks first time. while each wing was packed into a seperate crate. L2680 however returned to front line RAF ser- One very funny incident that sticks in my The three large crates were trucked from Pearce to vice in the Middle East after it was shipped to Port mind occurred on the third day of the Fremantle between midnight and dawn on the Said from Perth. Wellesleys equipped four RAF return trip. I arrived over the party and morning of 4 February 1939 to avoid road traffic, bomber squadrons in North and Egypt, fly- found them making a brew on some big flat and were then loaded aboard the S.S. Jervis Bay ing successful bombing missions against Italian rocks in fairly open country. Dropping the on consignment to the RAF at Port Said, Egypt. and German forces until 1941, although several bag of supplies, I then came round for the continued on in Egypt until 1943 when the type ice drop. Through some fluke, the angle at L2639 SALVAGED was finally withdrawn from RAF service. which the ice hit the rock was such that it The Air Ministry aircraft records show the did not break up but slid along at the rate of following details for the Wellesleys of the The RAF decided that L2639 was a write-off due knots. We were dropping from twenty feet Australian flight: to its inaccessability 130 miles north east of Derby and at about 80 mph, which was as low as on the fringe of the Kimberley Plateau. The spot L2638 we could throttle the Anson back to with 16.3.38 Brought on RAF charge: where the Wellesley had force landed had been safety considering the very turbulent flying URDU named “Rotol Reach,” by the grounded crew, a conditions. The next thing I saw was the 10.8.39 Issued to lOMU, to 1856M reference to the aircraft’s special propeller. When dignified and portly figure of Wing Com­ (Maintenance Airframe) they left the site to walk to Munja with the ground mander Gay ford sprinting across the rocks 9.4.40 Reduced to produce rescue party, Gayford had painted down the side and being rapidly overtaken by a 56lb block of the aircraft “Do Not Touch — Air Ministry L2639 18.3.38 Brought on RAF charge: of ice. Luckily the ice broke up before over­ Property”. URDU taking him but the picture of 'Ossie', with In fact, all that was required to make the engine 16.12.38 Forced landing near Derby, shirt tails flapping, will always stay with serviceable again was a six inch length of high WA me. Incidentally, the ice we dropped was pressure rubber hosing to mend the broken oil line, 31.1.39 Struck off RAF charge. the first that the aborigines had ever seen, and four gallons of oil to top up the tank. The only and they were mystified as to what it L2680 24. 3.38 Brought on RAF charge: was. damage in the forced landing was a punctured They called it hard water. For the record, URDU tyre. we dropped three bottles of whisky and, Middle East service Early in 1939 the Air Ministry called for tenders despite the primitive methods, all arrived 8.7.40 Struck off RAF charge. intact. for L2639, “for purchase of the aircraft as scrap”. The successful tenderer was Mr Harry Falconer of That night Sergeant Dixon upset a billy of Broome, WA. He later sold his interest to a group hot tea over his foot. Although his boot in Derby which formed The Wellesley Bomber DECORATIONS AWARDED saved him from serious burns, the burns Salvage Syndicate, which included a retired RAF that he did get slowed up the marching pace airframe fitter whose knowledge would be useful of the party. Despite this they arrived back The URDU record flight gained the Britannia in dismantling the aircraft. A road was plotted, Challenge Trophy, awarded by the Royal Aero at Munja on the afternoon of Christmas then cut through the scrub out to the aircraft, us­ Eve, and Andrew Combe made two trips, Club for the most meritorious performance of ing dynamite to blast through rough terrain. The 1938 by British airmen. In June, 1939 the Air bringing out two on each trip. Even though Wellesley was found to be in excellent condition, Force Cross was awarded to Squadron Leaders Munja had only about 1,000 feet run, the and over a period of weeks was carefully dismantl­ Kellett, Combe and Burnett, Flight Lieutenant Wellesley had no trouble in landing or tak­ ed in extremely difficult conditions by the ing off Gething, and Pilot Officer Gaine. The Air Force members of the Syndicate. The dismantling was Medal was awarded to Sergeant Gray. To celebrate the safe return of the completed in October, 1939 and then the big job of In addition, RAAF Flight Lieutenant “Paddy” wanderers, the publican of the Derby Hotel trucking the aircraft in parts back to Derby began. Heffernan was awarded the Air Force Cross for turned on a 'niner', and so we had a very When the whole aircraft was back in Derby and in services rendered as Liason Officer attached to the happy Christmas Eve." storage, the Syndicate approached the RAAF in LRDU while in Australia. The Air Ministry also Canberra to purchase the bomber. sent a letter of commendation to Mr Burgin of Dixon’s burns were not serious and the local In August 1940 the RAAF finally agreed to pur- Munja Station for his great efforts during his eight Derby doctor soon patched them up. During the chase the Wellesley to be used as an instructional last stages of the trek back to Munja, Dixon had day overland trek to find the grounded fliers of airframe. The reported price paid was 500. The L2639 and bring them back to Munja. been carried by the natives in the party because of aircraft was shipped from Derby to Melbourne in a The LRDU was disbanded in 1939 when the the pain from his foot. The crews lived with the total of 29 packing cases, the last craft of parts ar- crews returned to England by sea from Australia. Derby Shell Oil agent Mr Bob Rowell who provid- riving in Melbourne during December 1940. The gallant men of the record flight went on to ed transport for them to the airfield, which has The Wellesley was taken to the Melbourne distinguished RAF careers: seven miles from town, as well as organising Showgrounds, where the RAAF had established shooting trips for the RAF men who bagged temporary quarters for No. 1 Engineering School, several kangaroos and crocodiles. There were several aircraft parked out on the oval Gayford Retired as Air Commodore and died On 27 December they all left Derby to return to of the showgrounds for engine running and taxy- August, 1945. Perth. Gayford flew direct to Pearce in L2680, but ing, and others dismantled inside a pavilion for Combe Retired as Air Commodore. Heffernan’s Ansons were quite overloaded with airframe and engine instructional work. The Gething Retired as Air Commodore. their full crews plus the crew from the downed Wellesley was reassembled inside the pavilion by Burnett Became Deputy Chief of the Air Staff, Wellesley, and reached Pearce the following day. the trainee mechanics and the whole fuselage was promoted ta Air Chief Marshall, Heffernan then parted company with the RAF completely restored. Its geodetic framework, as retired in 1972, and Knighted. men, and flew his Anson escort back to Laverton, well as the modern engine, instruments and design Hogan Retired as Air Vice Marshall. arriving there 29 December. were of great value to the trainning programme at Kellett Shot down early in the war, became At first it was intended that Andrew Combe lES. POW. Retired after the War. would fly the remaining Wellesley from Pearce to L2639 remained as an instructional airframe at Musson Killed in Coastal Command in 1943. Darwin then Singapore and in easy stages back to lES along with numerous other grounded RAAF Dixon Killed in a flying training accident, England, however it was later decided not to pro- aircraft, including a Hawker Demon, Westland, South Cerney, UK during war. ceed with this single aircraft flight, and instead Wapiti, DH.82 Tiger Moth, DH. 94 Moth Minor, Gray Executed by the Japanese in Hong L2680 was dismantled at RAAF Station Pearce for North American NA-i6, and Avro Avian. The Kong. Posthumously awarded the shipping back. Gayford and his two crews sailed Wellesley was finally broken up for scrap in 1944. George Cross.

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L2639 at N.l Engineering School at the The Wellesley crews at Hobart. Left to right: Melbourne Showgrounds, circa 1942. Fuselage Dixon, Bennett, Combe, Gayford, Hogan, fabric has been removed. Musson, and Gray. (via D.J. Vincent) (P.G. Heffernan)

FOOTNOTES REFERENCES

1. The records were: speed, height, distance 1. ANDREWS C.F. Vickers Aircraft since over a closed circuit, and distance in a 1908. Putnam, London, 1969. straight line. The Russians broke the distance 2. BARFIELD N. Vickers Wellesley Variants. in a straight line record on 11 July 1937, with Aircraft Profiles No. 256. Profile Publica­ a 6,306 mile flight from Moscow to Califor­ tions, London. nia, via the North Pole. 3. RAF Aircraft K1000-K9999. Air Britain. 2. Barnes Wallis later achieved fame for his A. Aircraft. Dec 1938. July 1946. ‘bouncing bomb’ used by No. 617 Squadron, 5. Air Log, The. Various issues 1939/40. ‘The Dambusters’, in their famous raids 6. Stand To. March 1965 against German reservoirs; and more recently 1. Sydney Morning Herald, The. Nov/Dec w for his development of the ‘swing wing’ con­ 1938. " .1 cept. 8. West Australian, The. Dec 1938. Feb 1939. 9. Correspondence with Air Commodore R.T. J 3. Gayford was well experienced with long Gething, AFC; Air Commodore P.G. Hef­ distance flying, having broken the distance fernan, OBE, AFC; E.B. Morgan, Air Bri­ record in 1933. Then a Squadron Leader, he tain specialist on Vickers aircraft; Shire of The sole remaining aircraft of the epic flight is had flown a special Fairey Monoplane, with West Kimberley, Derby, WA. dismantled at Pearce prior to being shipped Fit Lt G.E. Nicholetts, from Cranwell to 10. Information supplied by: M.R. Davis, F.G. home. Surely a disappointing way to return to Walvis Bay in , covering 5,339 Harris, J. Hopton, K. Isaacs, R.L. Mac­ Britain after the heady success barely two mon­ miles in a flight of 57 hours 25 minutes. It Donald, N.M. Parnell, B.A. Pattison, D.L. ths ago. (via F.G. Harris) was this record that the Russians broke in Prossor. their flight to California in 1937. 4. Normally a two seater, the Wellesleys were modified to accomodate a third crew member to make possible a rotation of duties during the long flight, and to provide space for the off duty member to sleep or relax at full length. 5. It is interesting to note that the B-29 weighed ten times the gross weight of the Wellesley, and had four engines each developing more than twice the horsepower of the Wellesley’s single Pegasus XXII. 6. The Manager of Munja Station was in fact a Mr Harold Reid. Burgin was the senior stockman on the property. Reid remained at the homestead to provide radio contact for Burgin’s rescue party.

This fine study of L2639 at RAAF Pearce shows many of the salient features of the LRDF Wellesleys. (F.M. Halls) iii

4: ''iiii 'Wmi- iii llllii iii iiiii