ilii VOLUME 23 ■ill NUMBER 2 /AVIATIX lllli HERlTAfiE ■I I ■III Ilii: THE JOURNAL OF THE iiiil AVIATION HISTORICAL SOCIETY OF AUSTRALIA On this page we invite readers to ask questions for vital answers you may have been seeking for years to complete research on a particular subject. The answers may have eluded you but another reader may have it at home collecting dust. If you don’t INFORMATION ask, he doesn’t know you require it. Each issue we intend publishing the replies so that all readers benefit along with the one who ECHO first asked the question.

NEW QUESTIONS ANSWERS TO EARLIER Although no photos taken in England are known to exist of Grabow’s aircraft, it does appear to have Question 30 QUESTIONS been the example used as the basis for a three view drawing which appeared in “The Aeroplane Can anyone supply details of the markings of the Spotter” of 9 October 1941. By this date however, Avro Anson C. 19 used by the Governor General’s Question 15(a) the aircraft was well and truly in Australia having MORUYA AIRFIELD Flight post war. Photos would be welcome. been presented to the Lord Mayor of Melbourne M.J. Ritchie, (Sir Frank Beaurepaire) by the British Govern­ Hamilton, Qld. Moruya was used by Beaufighters during the later ment for display. Similarly, other examples of shot war years, squadron unknown, but possibly by down Bf 109E’s went to New Zealand, South detached flights from the O.T.U. at Canberra for Africa and North America. Question 31 either training, or maritime seach duties. Keith Meggs, Upon arrival in Australia (in April or May 1941?) Can anyone supply information, data, photos, Melbourne, Vic. the aircraft was despatched to No. 1 Aircraft slides, drawings for loan only to assist in forth­ Depot, Laverton, where R.A.A.F. groundstaff coming Journal article on K.S.A.S. KS-3 Question 15(b) “patched it up for exhibition purposes” (“Air Cropmaster (converted Wackett Trainer), used on Force News” 7 June 1941) and soon after it was agricultural operations. VH-AJH, FBD, FBE and AIR CEYLON DC-4 on display in the Melbourne Town Hall where the FBF operated by Air Culture and Airwork in post card photo you mentioned was probably W.A. later fifties - early sixties. I believe I can add to your answer to the above taken. Ben Dannecker, question - Melbourne, Vic. I was seconded to Air Ceylon from A.N.A. as a After Melbourne, the Messerschmitt took to the navigation officer and operated with the airline for open road on a R.A.A.F. trailer on a tour that Question 32 some years based variously in Colombo, Cairo, lasted for about six months for recruiting and fund Nicosia (Cyprus) and Tel Aviv (Israel). I featured raising purposes. R.A.A.F. personnel who accom­ in the photograph to which you refer - it was the Could anyone supply details of the colourings of panied the aircraft are believed to have been Fli^t the aircraft used by Trans Oceanic Airways Pty. inaugural fli^t on February 7th 1949 as you state Lieutenant Murchison (officer in charge). Flying earlier and the Captain was Len Taylor, the Ltd. and also the “Sandringhams” of Barrier Reef Officer Wilkinson and Corporals “Jock” Spears, Airways in the early 1950’s. aircraft was VP-CBE “Ratmalana” according to Brian Hall, Wally Locklyer and Arch Paterson. my log book and not VH-INY as you state. I’m not David E. Jones, Geebung, Qld. sure whether the aircraft were originally leased or “Air Force News” of 1 November 1941 bought by A.N.A. when they came on the reported: Australian register but there was a logical reason “To date about 250,000 people have inspected the Question 33 for this. Only one aircraft was required normally to German Messerschmitt 109 during its display on operate the weekly service ex Colombo — the the mainland of Australia. Of this number, Mrs. Keith Miller was the first passenger, man or airline had entry rights into Australia only once 140,000 attended displays in the capital cities and woman to be flown from England to Australia. monthly. As the monthly aircraft entered Australia 108,000 inspected it when it was exhibited at That was with Capt. W.N. Lancaster in Avro the second aircraft left - this left one aircraft in country centres. Avian “Red Rose” in 1927-28. Does anyone Australia for the entire month unable to be used “The aircraft has now been shipped to Tasmania know her maiden name? Her first name was due to its non-Australian registration. With the where it is being displayed to stimulate R.A.A.F. Jessica and in the U.S.A. where she was quite well t % aircraft both on the Australian register by leasing recruiting and secure funds for welfare purposes.” known for her flying exploits she was known as T ^ or by purchase they became available for use “Chubbie Miller”. ' within Australia by A.N.A. on their internal Just over a month later Australia was at war with E.M. Hood, * “ routes. Japan and, faced with more pressing problems, Wamberal, N.S.W. E. Eneberg, official interest in the German fighter seems to Gymea Bay, N.S.W. have waned and further references to the Bf 109E Question 34 iiil become increasingly difficult to locate. No doubt Question 26 soon after its return from Tasmania the aircraft Does anyone have any knowledge of Basil FATE OF MESSERSCHMITT 109E was consigned to some forgotten comer of Laverton Watson’s employment by Sopwith in England, or Werribee pending a decision as to its fate. supposedly ending in a test flying crash in an un­ Nevertheless, as a Battle of Britain curiosity the named Sunbeam-engined aircraft? He subsequently The fate of Australia’s one and only Bf 109E ‘109’ fulfilled a useful purpose and netted con­ (Bf 109E-4 WNr 0750) has been - to me at least - returned to Elstemwick to build his Sopwith siderable money for various funds. The Lord type aircraft. somewhat of a mystery, until cleared up by the Mayor’s Patriotic and War Fund of New South most interesting photo that Neil Follett provided in Keith Meggs, Wales alone recorded revenue for “Messerschmitt Melbourne, Vic. the last issue of “Aviation Heritage”. Here at last Exhibition” as £1206/15/2 (i.e. $2413.51, the was proof that the aircraft was obviously broken equivalent of which in 1982 figures is more than $27,800) and it is not unreasonable to think that a Question 35 similar figure was also derived from its exhibition There is still much that is not known about this in Victoria and Tasmania. Information required in detail of any Australian machine but, in the hope that further details may be home-built aircraft known to members built before forthcoming, the following may be of interest. The At the time the Bf 109E was broken up there was of or during W.W.II, or any material on the Australian aircraft was indeed yellow ‘7’ of 3./JG 3 as course an almost complete G model in the country, aircraft industry up to the 60s. Photo^aphs and believed. On its last flight it was flown by but that is another story. drawings also needed for copying (negs. ft possible). Unterofflzier Heinz Grabow. He was shot down Please send direct to by Pilot Officer Robert Doe of No. 234 Squadron Acknowledgements Keith Meggs, on 5 September 1940 and, after crash landing at My thanks to Ian Primmer who, in 1970, was the 30 Taylor St, Wichling (Wychling?) eight miles south south west first to provide me with details of the aircraft, to Parkdale, Vic. of Faversham Kent, was taken prisoner uninjured. Keith Isaacs for the “Air Force News” references (For those who remember, my book is well On the same day and in the same county at around and to Arch Paterson for the interesting snaps he underway again, after a long hiatus. Any material the same time another Luftwaffe fighter pilot took on tour with the Messerschmitt in 1941. made available would be very welcome, and if any prisoner was taken; Oberleutnant Franz von David Vincent, has been loaned previously and is still held by me, Werra whose story was later told so well in book Highbury, S.A. please let me know; the long spell has possibly and film form as “The One That Got Away”. made me overlook a few.) CONTINUED ON PAGE 34

26 Aviation Heritage Vol. 23 No. 2 ■■I ■ ■ii'iil■i ■ avFatTonHistorical society OF AUSTRALIA i It ■•m 1111 ■ Aviation hemtage a* I ■I -JrIII Ktm VOLUME 23, NUMBER 2 ill III* :WH i 1 ahsa and editorial address Hill ■II P.O. Box 117, Ashburton, Vic. 3147 contents iii ■ III IB' ■ II III Siilll III isl 28 HANDLEY PAGE HAMPSTEAD liB illlili *11 Ben I>annecker descfibes tins historically interesting aeroplane and its application in ■ editorial committee Australia and New Guinea. ■Iiiii David Anderson i: ill ill Bob Fripp 30 NUMBER 22 SQUADRON - RAAF If III •I 11 Tony Self iiii Frank Smith tells the story of No. 22 Squadron operations with Douglas A-20 Bostons ill Bob Veitch iBIl illiiii during World War II. IIH Joe Vella :f|Il 11 ElllllMlllllpt proofreading 35 RAAFBAC-111 ■liillf Bob Tripp iii Our centre page drawing by Joe Vella, with text by Tony Self, details the RAAF VIP BAC-111 aircraft. liiii III FEDERAL TREASURER ■■■ Bert Cookson 39 QUEEN AIR FROM THE COCKPIT

Ben Dannecker describes the Beechcraft Queen Air from a pilot’s viewpoint. ii*iiiiiiiii Membership is for one full calendar year and includes both Journal and AHSA News, Annual Membership fees of $ 18,00 (Australian 42 FLIGHT ACROSS YESTERDAY (Continued) Currency) will be due for renewal during January Some more photographs to complement John Hopton’s story in the last issue each year. (Vol. 23 No. 1). ill information for authors - All 43 GENESIS OF THE WIRRAWAY - POLITICS manuscripts for publication in the Journal should be typed or clearly handwritten on one Joe Vella continues his Wirraway history with the aircraft’s political influences. side of each sheet only, and must be double spaced. Photographs should where possible 46 WHAT WERE THEY LIKE have a subject width of at least 5” (12.7 c.m.) or 8” (20 c.m.). This is not essential; but is A fascinating article by J. Laming, reprinted from AOPA, describes an unusual first preferable, and photos of all shapes and sizes flight in a Sea Fury. Photographs of a current Centaurus-Fury restoration follow. will be accepted. Where possible we prefer negatives, even if prints are also sent. This greatly simplifies the Editor’s job. All negatives will be returned arid prints will be returned if so marked. If you editorial do not want prints cut, mark “Do not crop”. If ill _ ii Bl ... ■■ you are thinking of preparing an article, please fii a contact the Editor at the above address for jhe Aviation Historical Socicty of Australia has grown considerably !1 its days over twenty years ago. The Journal too, has changed ment can be made for published material. over the years, and in its present form IS a not unattractive quality publication. We are now well into 1984, and it is time to start the . memtarshipgrowmga^n.Memb.rshjpfeesareveryreasona^ 3147, Australia. have lots to be proud of. However, we do need more members. Now is the iiii time for every member to attempt to recruit new members. Show them ‘Aviation Heritage’, and encourage them to write to us, enclosing their membership fees of $18. This way we will be able to afford a better Hil 1984AviationHiston BBII Journal, and more special publications and activities. It’s up to YOU. piiiipl 1 »■ ■i iSiil;: ...... • ■ : ...... •...... -V...:.. '...... ill wm m sin Bii ■ ■■■I Si ■ii I*SB ■over Printed by: Maxwell Printing Services, 669 Spencer Street, West Melbourne. Telephone 329 8448 or 329 8337. 22 Squadron Boston, A28-30, DU-W. IIBii ■I Photo: RAAF via Ted Stott iiiii ill if mi IMIi iiiiiiAviation Heritage Vol. 23 No. 2 27 ll ■■■■■iiii THE HANDLEY PAGE W9 HAMPSTEAD Ben Dannecker The early days of Australian civil aviation saw G31 also carried Urquhart’s name in abbreviated amount, and £10 for the journey in the other many different trimotor types used as airliners form - VH-URQ, signifying his later involvement direction - for this one was lucky to get even a seat, although only two such marques employed the with Guinea Gold N.L. the passengers usually having to sit on the cargo or biplane layout. The machines in question were at worst, on the floor. Freight charges over this quite similar in basic configuration, shared almost The aircraft was unloaded and slowly assembled route were a shilling a pound, and natives were identical dimensions and weights and were introduced with the help of local labour, and with this weighed and charged as cargo. Ellyou soon began in Australian markings within three months of considerable task completed, the Hampstead was to realise a return on their investment, despite the each other, both types eventually seeing service in test-flown by Thompson in August. This “hop” disadvantage of having only one machine operated New Guinea. proved successful, and subsequently VH-ULK by a fully-imported English crew. A contemporary departed for Wau. company, Guinea Airways, had grown rapidly into The first of the pair was the Handley Page W9 an efficient organisation using all-metal Junkers Hampstead, a development of the earlier W8, Like many other Territory airstrips, the Wau field monoplanes flown by Australian pilots. The Ellyou using the same four-wheeled undercarriage, but had a considerable slope - to the order of around air service was just getting into full swing when its three engines instead of two. Powered by three 10%, and only one-way operations were possible. career came to an abrupt and untimely end, luckily Armstrong Siddeley Jaguar radial engines, the Thompson needed almost full power from his without loss of life. Hampstead completed its maiden flight on October engines to reach the top of the aerodrome, after 1st, 1925, some eleven months prior to the initial touching, and on reaching this, he turned the big On May 31st 1930, Captain Thompson was flight of its contemporary, the DH66 Hercules. It biplane side-on to the landing path, had the wheels preparing for his 1 ast flight of the day, back to Wau. was delivered to Imperial Airways as the “City of chocked and then shut down the engines - as he With a full freight load and a Mr. A.C. McMurtrie New York”, for use on the London-Paris Route, had been advised to do by experienced pilots he as engineer, he departed in VH-ULK, climbing and set a record time for this journey on March had met in Port Moresby. over Samoa Bay and Salamaua settlement to gain 10th 1926. the necessary height to clear the ridges between the Thompson could now divert his attention to meeting coast and the goldfields. The weather was cloudy, The Handley Page W9, (c/n W9-1), was a “one- the local aviation community, who had come down with most of the ridge-tops enveloped by swirling off” aircraft and was classified as a trials machine. to admire his charge. Up to that time, the Hampstead masses of cloud. Altitude was, of course, vital to To this end, the aeroplane was re-engined with was the first multi-engined and also the largest clear these mountains safely, this usually being three Bristol Jupiter radials, each of 420 h.p., aircraft to come to New Guinea, pre-dating its done by flying via the saddles and gorges along the increased from the original 3 85 h.p. of the Jaguars, heavier contemporary, the Junkers G31 by a full route. 6,200 feet was the height to reach to ensure a and the success of this modification led to the same two years. The greater majority of pilots flying safe passage, and the W9 had 5,000 feet in hand engine type being selected for both the Handley goldfields aeroplanes were Australians, who were when it entered the Bitoi Gorge. This feature Page 42 Hannibal and the De Havilland 66 a little wary of the Imperial Airways airman flying narrowed down to a v-shaped saddle, with a lowest Hercules. the big newcomer, who insisted on being addressed point of 5,800 feet. It must be remembered that as “Captain”, rather than by first name, as was the New Guinea weather can deteriorate rapidly, and In the early post-World War 1 years. Imperial practice. The fact that the Ellyou organisation was an element of chance usually enters into a pilot’s Airways’ air superintendent, H.G. Brackley, had London-backed, added to the Hampstead’s sheer decisions under these circumstances, particularly led a training mission to Japan, where a mining bulk - compared with the single-engined types if he is under pressure to keep going. Once in the entrepreneur, L. Urquhart, chanced to meet him. being used - gave rise to some resentment to the gorge, the Hampstead was committed to proceed, The two met again in London in January 1929,' “big brother from England” image projected by and under normal conditions the required altitude with Urquhart seeking a large, high-performance, Thompson. would have been reached in time. However, the multi-engined aircraft, for use as a load-carrier in aircraft entered cloud soon after flying into the New Guinea, where the gold boom was well under However, the purpose of the W9 was to provide air Bitoi, which in itself was not uncommon, the way. The result of this meeting was that the sole transport between Salamaua and Wau, forN.G.G., period of “blind flying” usually lasting only a few W9 Hampstead trimotor was bought from Imperial so the next step was to fly on to Salamaua and minutes before bursting out into sunshine on the Airways by Urquhart’s company. New Guinea establish the base of operations there. This task other side. Unfortunately a severe downdraught Goldfields Limited, and a new subsidiary ofN.G.G. was duly carried out and the big trimotor was soon was encountered simultaneously, which brought to operate the machine, entitled Ellyou Goldfields shuttling regularly between the coast and Wau, the ’ULK back out of the base of the cloud and right Development Corporation, was formed. latter being the selected site of Thompson’s home, down amongst the steep sides of the gorge. There due to the more temperate climate. was no room to turn or climb, but Thompson Full operational and engineering support was vainly attempted to do both, with full power on all provided by Imperial Airways as part of the sales Loads of all descriptions were carried, including three engines. The nose of the aircraft was so high agreement, and Captain G.I. Thompson with livestock, supplies and mining equipment, in addition that the airspeed was back to a whisker above the Engineer W.R. Satchell were embarked with the to passengers. The majority of loads were inward stalling speed, with the tail of the Hampstead aircraft on the ship which arrived at Port Moresby to the goldfields, with very light loads or empty dragging through the trees. Miraculously, a small in March 1929. The British registration G-EBLE holds on the way back, although gold bullion was clearing loomed up out of the fog, and Thompson was later to be changed to the desired Australian flown out, in addition to the odd passengers. This immediately crash-landed the aircraft there and marks, VH-ULK, which by design had included required a fare structure demanding high charges then, flopping the trimotor onto the ground with a Urquhart’s initials. Incidentally, the fourth Junkers into the goldfields, £25 per head being the usual resounding crash. The slowness of the impact plus

28 Aviation Heritage VoL 23 No. 2 the surface of rainsoaked moss combined to save the lives of both occupants, who quickly scrambled out of the wreckage. Fire did not occur, and as the cargo hold was full of provisions, the two men were able to survive until a rescue party reached them four days later.

The location of the crash site is atMt. Misim in the Kuper Ranges, and the wreckage is still there to this day. A new name for the area came into use after this accident - Thompson’s Folly-underlining the barbed wit of that special breed of airman, the New Guinea bush pilot.

The loss of the Handley Page trimotor ended New Guinea Goldfields’ brief flirtation with aviation, and from that time onwards, most of the company’s freight was carried by Guinea Airways. The subsequent movements of the Imperial Airways contingent is not known, and they were presumed to have returned to England. The operation of the W9 Hampstead in New Guinea pioneered the concept of multi-engined freighter aircraft in the area and pointed out the potential of such machines.

Data for the W9 is set out below: HANDLEY PAGE W9 HAMPSTEAD

Manufacturer : Handley Page Ltd., Cricklewood, England Number Built : One Capacity : Freighter version - loads up to 5,700 lb. Crew : One pilot Empty Weight : 8,400 lb. Maximum Weight: 14,500 lb. Cruising Speed 90 m.p.h. Engines Three Bristol Jupiter radials, each 420 h.p. Span 79 ft. 0 in. Length 60 ft. 4 in. Height 16 ft. 9 in.

unique record of some very rare aircraft visitors to Serials and Squadron Codes are always given when referring to aircraft, and the text refers to the armament changes initiated by the Squadron (twin It can be purchased direct from the Author at: .303 in the nose turret and galley guns) as well as Brisbane Airport (Eagle Farm) 71 Swan Street, how the Squadron initiated (indeed built) the Pratt & Whitney powered Sunderland Mk.V. by Simon Moxon Shomcliffe, Queensland, 4017 A Comprehensive List of Annexes is appended, This book is based on the author’s records and and at $6.00 postage paid is good value. including awards to members, Squadron fatalities photographs of civil aircraft sighted by him at - I was surprised by the ages of some; war is Eagle Farm airport from 1946 onwards. Early supposed to be a young man’s game - U-Boat photographs were taken with a 127 camera and details, station histories and histories of all aircraft later a 620 “Box Brownie”. Maritime Is Number Ten on strength 1939-46. A potted history of the by FLTLTKevin Baff Squadron to date is on the fly-leaf. The author’s interest in civil aviation was bom out of the exploits of early aviators, including those of FLTLT Baff approached the Air Force Association Jules Moxon who, together with Simon Moxon’s For those of us who served in Vietnam, the title for financial assistance to have the book published father, from 1930 operated one of Queensland’s above means something quite different to that and the Sunderland Squadrons Branch supplied a first flying schools (Air Schools & Taxi Co. Pty. intended by the author, but after the initial considerable sum of money towards this end. Ltd.) using Gypsy Moth VH-UHN. confusion over interpretation, the book settles into Printing costs have not yet been covered by sales, an impressive record of the exploits of No. 10 so you can help out by adding this excellent history This book also carries the sub-title of “A Spotter’s Squadron (R.A.A.F.) from formation in 1939 (466 pages and over 170 photographs) to your own Snapshot History” which accurately describes the through to disbandment in 1945. library. contents as it contains 180 photographs in its 95 pages. There is some text at the beginning and end Written by FLTLT Kevin Baff , the book is a Copies may be obtained for $29.95 plus $4.50 of the book which an aircraft spotter will find tribute to his meticulous research of a subject postage and packing by writing to: useful. obviously close to his heart. A few factual lists R.W. Livingstone apart, I found the book immensely readable with 92 Siandra Drive, The main criticism I have of the book is its printing reports of the significant sorties enlivened by Kareela, quality, especially the photos, which spoil this personal accounts from surviving crew members. N.S.W., 2232

Aviation Heritage Vol, 23 No. 2 29 No. 22 (City of Sydney) Squadron RAAF

This Story relates the war record of a squadron of the R.A.A.F. which was formed in peacetime as a Citizen Air Force Squadron. This meant that most of its members were part time or “week-end” airmen, but when war broke out, they were mobilised “for the duration”. From September 1942 the squadron operated in what was known as the South West Pacific Area flying from bases which had not existed before and most of which have since been reclaimed by the jungle. They flew operational missions in weather conditions which more often than not were atrocious, over areas ofjungle and oceans where the chances of survival or rescue if forced down were minimal. Living conditions were primitive and uncomfortable - dust and heat in the dry season, mud and humidity in the wet. Aircraft were maintained, repaired, re-armed and re-fuelled in the open air under the tropical sun or in monsoonal rains. Despite all this they operated with distinction as an effective fighting force and contributed more than a fair share to the Allied victory in the Pacific.

When No. 22 Squadron R.A.A.F. was formed as a Commanding the squadron was Sqn-Ldr. H. September 1941, and on the 24th of the month, Cadre squadron at Richmond, N.S.W. on April Berry, who had succeeded Sqn-Ldr Dalton a few Sqn-Ldr. Griffith was succeeded as C.O. by Sqn- 20th 1936, it had a strength of seven officers, one months previously. The day after war was declared, Ldr J. Wright. Warrant Officer and sixteen N.C.O.’s and other three Ansons under F-Lt. J. Baimer departed from ranks. Its sole aircraft were two Hawker Demons Richmond for R.A.A.F. Base, Canberra, where and three Gipsy Moths. Personnel and equipment they would be based, to carry out coastal searches WAR IN THE PACIFIC of “A” and “C” Flights of No. 3 Squadron for suspected enemy submarines. R.A.A.F. had been transferred to form the nucleus Australia’s rather complacent attitude to the war of No. 22 Squadron. The first C.O. of the new “C” Flight of the squadron was re-armed with was altered dramatically on December 7th with squadron was Sqn-Ldr. D. Wilson. At the end of locally manufactured Wirraways on October 7th Japan’s surprise attacks on Malaya, Hong Kong April 19 36 the squadron strength was increased by 1939, and two months later “D” Flight of the and Pearl Harbour. The war, instead of being nineteen officers, one Warrant Officer and 102 squadron was formed to carry out the intermediate confined to Europe and the Middle East, was N.C.O.’s and other ranks. training of 25 air cadets who had been posted to the suddenly on our own doorstep. flight. During the first few months of its existence, the For the first few months of the Pacific War, No. 22 squadron held peacetime Citizen Air Force During 1940, the squadron carried out many army Squadron remained at Richmond, where its duties parades, assisted in an air display in connection and naval co-operation exercises in addition to its included the defence of the Sydney area against with Empire Day celebrations, carried out co­ training commitments and several search and possible enemy attack. A new C.O. arrived in operation exercises with the Army during an reconnaissance missions. Sqn-Ldr. S. Griffith was March 1942, when Sqn-Ldr. Wright was succeeded Anzac Tattoo at the Sydney Showgrounds and posted to command the squadron on September by Sqn-Ldr. W. Brookes. In April 1942 the made numerous training flights. On July 1st 1936, 14th 1940. Early the next month the aircraft and squadron began re-equipping with Douglas Boston the title of the squadron was changed to No. 22 personnel of 22 Squadron moved to Cressy, aircraft and the aircrews began conversion courses (City of Sydney) Squadron. Victoria, the location of No. 1 Armament Training to the new types. F-Lt. R. Bell took over command School where they participated in the air training of the unit from Sqn-Ldr. Brookes on April 27th Early in 1937 the squadron received its first Avro of 35 trainee air gunners. Returning to Richmond 1942. The squadron was progressively re-armed Ansons and in June of that year Sqn-Ldr. A. at the beginning of November 1940, the squadron with Boston aircraft and on two occasions during Walters succeeded Sqn-Ldr. Wilson as C.O. co-operated in air raid precaution exercises June 1942, No. 22’s Bostons attacked enemy sub­ During this period the unit carried out training conducted by the civic authorities of the City of marines which had begun operating off the east exercises with ships of the Royal Australian Navy, Sydney. Protective coastal patrols were carried coast of Australia. Constant anti-submarine patrols took part in Citizen Air Force displays and carried out during December 1940, when R.M.S. “Queen were flown during this period and on August 1st out aerial searches and passenger flights. On Mary” was in Australian waters on trooping 1942 a No. 22 Squadron Boston attacked and February 3rd 1938, F-Lt. R. Dalton took over duties. damaged an enemy submarine off the New South command of the squadron from Sqn-Ldr. Walters. Wales coast. On April 9th of that year an aerial display was held Throughout the early months of 1941, No. 22 at Flemington Racecourse in Melbourne in which Squadron’s aircraft carried out exercises in army At the beginning of September 1942, the squadron Ansons and Demons of No. 22 Squadron took co-operation, dive-bombing, parachute dropping was alerted to move north to the war zone. part. A similar display was held at Richmond and photography. Mobility exercises were conducted, N.S.W., a few weeks later. The normal routine of training the squadron to carry out movements to Below: Demons and Ansons of 22 Squadron at peacetime service activities continued until 1939 other bases quickly and efficiently. A fighter pilots’ Richmond N.S.W. when the threat of the approaching world conflict course for all squadron pilots commenced during Photo: via F. Smith was felt in Australia. In February 1939 plans were put into effect to bring the Citizen Air Force up to full strength and more recruits were enlisted for service with the squadron. At the end of the month it was announced that No. 22 Squadron had been affiliated with No. 602 (City of Glasgow) Squadron of the Royal Auxiliary Air Force.

OUTBREAK OF WAR

On September 2nd 1939, members of the Citizen Air Force were called up for duty by Proclamation and the following day the Prime Minister, Mr. R.G. Menzies in a nation-wide broadcast, announced that Australia, with the rest of the British Commonwealth, was at war with Germany. At the outbreak of war. No. 22 Squadron was equipped with four Anson and eight Demon aircrsit, “B” flight having exchanged its Ansons for Demons at the end of the previous month.

30 Aviation Heritage Vol. 23 No. 2 At this stage of the New Guinea campaign, the Japanese had landed and established bases on the north coast of New Guinea and were advancing along the Kokoda Trail over the Owen Stanley Ranges towards Port Moresby. However, on the eastern tip of the island the A.I.F. were in the process of inflicting on the Japanese their first decisive defeat on land at Milne Bay. This ruined the Japanese strategy of a double thrust towards Port Moresby and denied them the base they needed for an all out land, sea and air attack.

Soon they would be halted in the Owen Stanleys and pushed back towards their bases at Buna and Gona on the coast.

No. 22 Squadron was to play a vital role in supporting the allied ground forces in the savage and bloody battles which followed.

On September 4th, an advance party left Richmond 1 by air for Port Moresby. Fourteen aircraft followed on September 10th and the main body of the squadron sailed from Townsville on October 14th. By November 5th, the squadron was established at Ward’s Strip, a few miles north of Port Moresby.

Operations in the New Guinea area commenced on November 15th 1942, 22 sorties being flown during the rest of the month. With one exception the effort was directed against enemy troops, Above: Wirraways A20-315, -199 and unknown, Below: 22 Squadron Boston A28-19, photographed supply dumps and lines of communications in the of 22 Squadron. at Canberra, with original nose configuration. Buna-Gona area. Apart from destroying one Photo: R.A.A.F. via F. Smith Photo: via F. Smith barge, several huts and one stores dump, results were generally unobserved due to the thick jungle undergrowth. In an attack on the Gona wreck, a semi-submerged vessel which was being used by the Japanese as a radio base and for storing supplies, sixteen direct hits with 20 lb. bombs were scored. Two of the operations were attacks on Buna Strip and Gona Mission in conjunction with American Fifth Air Force squadrons and other R.A.A.F. units. The work of the squadrons on both occasions earned the high commendation of Brig. Gen. Walker, the C.O. of the Fifth Air Force. The remaining operation was an attack on enemy destroyers at Gona. This was a night operation carried out in particularly adverse weather conditions. Only two of the squadron’s five planes located the target which was obscured by heavy rain and low dense cloud. Several near misses were scored but no apparent damage was inflicted on the enemy ships.

OPERATIONAL LOSSES

During this month the squadron had the misfortune On November 30th, while taking off on a night personnel in the same area. At least two barges to lose three of its most experienced crews, one operation, A28-1 crashed and was damaged were destroyed, large fires were started in the prior to commencing operations, and the other two beyond repair. The lucky crew was unscathed and stores area and a machine gun post was silenced. in the course of operations. On November 10th, walked away from the wreckage. During December The hydraulic lines of one aircraft were shot out A28-12, whilst engaged in practice bombing on a the squadron flew a total of 46 sorties. These and it crashed on landing, the rear gunner, Sgt. N. wreck off Port Moresby, blew up in mid-air. The attacks were all carried out in the Buna area and Dunlop, sustaining a broken leg. three crew members, F-Lt. V. Morgan, F/O. along the north-east coast of New Guinea between Borland and Sgt. J. Power were killed. On Buna and the Mambare River. The outstanding The Japanese were now being driven from the November 26th, while attacking the Buna Strip, operation of the month was undoubtedly an attack Buna-Gona area, and the squadron’s operations A28-22 blew up while on its bombing run with the on a Japanese destroyer, which was caught while began to move farther afield. In the last week of the loss of Sqn-Ldr. K. McDonald, F/O. O’Neill and unloading troops and supplies at Mambare River month, two sweeps were carried out on the enemy Sgt. Napier. On the same operation, Sgt. R. in the early hours of the morning of December barge supply route from Salamaua to Buna, Hatherly was wounded in the arm. The third loss 14th. The destroyer was apparently damaged by resulting in the destruction of one barge. was sustained in an attack on Gona Mission when the Boston’s 500 lb. bombs and was later sunk by A28-20 blew up in similar circumstances, re­ B-17’s. Subsequently the squadron, together with sulting in the deaths of F-Lt. J. Bullmore, and Sgts. the B-17’s was credited by the F ifth Air Force with J. McKay and I. Shaddock. The cause of these the sinking of the vessel. Following the bombing of SALVAGE MISSION losses was presumed to be the light fragmentation the destroyer, the aircraft attacked stores and bombs which, on leaving the bomb bay, would be troops in the water and on the shore destroyed a On December 4th 1942, F/O. G. Turner, return­ flicked back against the fuselage by the slipstream power boat, blowing up supply dumps and killing ing from a strike on Buna, encountered particularly and explode. This would set off the remainder of or wounding a considerable number of troops. treacherous weather over the Owen Stanley ranges the load causing a shattering explosion. Following Seven aircraft took part in the attack. On their (which rise to 14,000 ft.) and was forced to land in the loss of A28-20, the carrying of these bombs return to base the aircraft were refuelled and re­ a small clearing near Wairope on the northern was discontinued and the losses ceased. armed and went back to attack stores and slopes. He and his crew were missing for two days

Aviation Heritage VoL 23 No. 2 31 before Australian troops found them unharmed and with the aircraft intact. F-Lt. Sladen, F/0. Chester and Sgts. B. Williams and G. Kendall were flown from Wards Strip to Kokoda on a rescue mission. They walked over the mountains and through the jungle for two days to Wairope, a distance of approximately 25 miles, carrying their own supplies and the necessary tools for the servicing of the aircraft. When they reached the site, they stripped the aircraft of guns, ammunition, and any other moveable equipment and drained surplus petrol from the tanks. The party then cut trees and scrub to lengthen the clearing sufficiently to enable a safe take off. The work took several days and then it was necessary to wait a few more days to allow the clearing to dry off and for favourable weather. On the first suitable day, in spite of the fact the ground was still very wet and heavy, F-Lt. Sladen managed to take off, cleared the trees by a matter of inches and ffew the aircraft back to Moresby. The remainder of the party, together with the original crew then walked back to Kokoda and were flown back to Moresby. Those with a knowledge of the country and its terrain will appreciate the effort of the entire party and in the fuselage representing 75 bombing missions, Below: Boston A28-5 or -6, photographed when particular the skill of F-Lt. Sladen in extricating photographed in New Guinea. still in early style markings and configuration. the valuable aircraft. Photo: Aust. News & Information Bureau Photo: via F. Smith via F. Smith During the month, W/Cdr. Hampshire, fresh from outstanding successes with No. 455 Sqn. R.A.A.F. in U.K., took over the squadron from Sqn-Ldr. R. ill: Bell, who was posted back to the mainland. January 1943 proved to be the squadron’s busiest mt month in its first year of operations, a total 77 ■— sorties being successfully carried out. Three night Hi SitiSlSl strikes were made on Lae airstrip and township IB with conspicuous success. Four enemy aircraft iili■ ■ii«^is were destroyed on the ground, and on each occasion the large fires which were started were visible for over 40 miles. On one strike the Bostons BsB# li were leaving the target area as dawn was breaking llliiii - , and several enemy fighters were seen to take off. One of these made several passes at the Bostons iiil but broke away after being fired upon by the rear ::ill ■ gunners. Hits were seen on the enemy fighter, but ■■I■

THE DOUGLAS BOSTON No. 22 Squadron commenced re-equipping with required considerable force on the control column. back to a position near the trailing edge of the wing. Boston aircraft in April 1942. Most of its pilots The second machine crashed when it too failed to An extra oil tank was fitted in the original battery had had previous experience on Hudsons and become airborne in like manner at Mascot, compartment. At this stage it was intended to use Beauforts, but there were four of its pilots who had N.S.W. Prior to the incident, this aircraft had been the Boston as a long-range attack aircraft. The flown Bostons in the U.K. The initial batch of 24 on a training flight off the coast near Sydney, but additional tanks were jettisonable but caused some aircraft had been built for the Dutch Air Force in put down at Mascot instead of Richmond because handling difficulties in flight. These tanks were the Netherlands East Indies, (now Indonesia) but of fuel shortage. connected through the bulkhead dividing the two as the area was captured by the Japanese before sections of the bomb-bay by a section of glass pipe, the aircraft were delivered they were diverted to At this time the Bostons had glazed noses and the the idea being that the ^ass would break when the Australia, unloaded at Melbourne, and assembled crew consisted of pilot, navigator (in the nose) and tanks were jettisoned. However, no baffles were at Laverton. Aircraft instruments and notices were two rear gunners, one to operate the twin .30 cal. fitted to the tanks causing considerable centre of in Dutch and had to be altered. Flying instructions machine guns mounted aft of the wing in the upper gravity changes in flight if any attitude other than in the opinion of many pilots were in “double fuselage and one in a prone position to operate a straight and level was maintained for even a very Dutch” and accordingly had to be translated and .303 cal. machine gun firing through the rear short length of time. Also the weight of the rewritten. No. 22 Squadron took delivery of the gunner’s hatch (which hinged inwards and towards batteries aft tended to induce a stall whilst aircraft at Laverton as they were assembled. It is the rear of the aircraft) in the underside of the executing a normal turn. Consequently the squadron believed that the first aircraft to be lost was either aircraft. This gun was a Vickers “K” with a drum was not too happy about the extra tanks and crashed or damaged beyond repair whilst under type magazine. The upper rear gunner’s seat was “inadvertently” left them at Charters Towers, test at Laverton. mounted on a swivel and his compartment was Queensland, when en route to New Guinea. The fitted with a throttle, rudder bar and control tanks caught up with the squadron later at Wards During training exercises, two other aircraft were column so that in the case of the pilot being injured Strip but up to November 1943 they had not written off, both under similar circumstances. The in combat, he could fly the aircraft. No walkway been used. first flown by P/O R. Fethers, failed to become was provided through the cockpit. Most pilots gave airborne at Richmond N.S.W. when attempting a their gunners some tuition in handling the aircraft Prior to moving to New Guinea modifications take-off. It ploughed through two fences and a hay from their rear seat but whilst take-off and flight were made to the nose armament. The nose stack but the pilot escaped uninjured. Later P/O correction could be made landing was a real “by interior was strengthened and four additional Fethers reported that the control column would not guess and by God” affair as with the nose-up .50 cal. Browning Machine Guns installed. The come back. However, subsequent investigation attitude, all forward vision was blocked by the perspex sections of the nose were painted over found that the pilot apparently did not use wing. subsequently and replaced with aluminium panels. sufficient pressure. Take-off procedure was to lift Whilst staging at Townsville some of the aircraft the nose of the aircraft at approximately 50 mph to During training, two long range fuel tanks were were placed on night fighter alert to ward off the give the wing an angle of attack before the aircraft fitted into the bomb bays and the batteries odd Japanese flying boat which occasionally flew became airborne at 100-110 mph. This procedure normally housed just behind the pilot were moved in at night to bomb Townsville. The squadron also

32 Aviation Heritage VoL 23 No. 2 no serious damage to it was apparent. On another Komiatum area and of barge sweeps from Buna to of the attack enabled the Australian troops to occasion F-Lt. R. Mullins, D.F.C., (subsequently Salamaua. On the barge sweeps, two lifeboats and capture the villages practiq^lly unopposed. When killed on a test flight), was wounded in the face by six barges were attacked and badly damaged. The occupied, 250 dead Japanese were counted which an anti-aircraft shell which exploded in the cockpit last strike on the Buna area was made on January was sufficient tribute to the accuracy of No. 22’s as he was making his bombing run. In spite of 14th and the fall of Buna to the Allies several days bombing and strafing. In the course of a strafing wounds, Mullins went on to successfully bomb the later saw the completion of what might be called attack along the Komiatum-Salamaua track, one target. The squadron’s successes, however, were the first stage of the squadron’s operations. of the aircraft (A28-21) was observed to be on fire not gained without cost. Strikes by anti-aircraft fire Although it was only on a few occasions that crews and it crashed in the sea just south of Salamaua. caused serious damage to one aircraft and another saw actual results from their attacks, subsequent The exact cause of the fatality was unknown, but was destroyed when it crash landed at Jacksons army reports, both official and unofficial, paid was most probably the result of anti-aircraft fire Strip, Port Moresby. tribute to the squadron’s efforts. encountered on the outskirts of Salamaua. The crew comprised P/O. G. Smith and Sgts. R. Kerr Four successful bombing attacks were made on During February, twelve operations were carried and L. Dawes. Salamaua township, at least fifteen buildings being out involving a total of fifty-four sorties. Eight destroyed or damaged. Large fires were left strikes were made in the Mubo and Komiatum Three attacks were made in February 1943 burning after each attack. The remaining operations area, one of which was an outstanding success - an against the Lae area. One was a night strike against consisted of army support missions at Buna, along attack on Waipali, Bui Bainins and Lalibu villages, the aerodrome and town, which was carried out in the north coast to Mambore and the Mubo- all of which were virtually wiped out. The success bad weather preventing the observation of results. The remainder were attacks on supply dumps at Malahang and Bitibum, both of which were left on fire. During the return from Malahang, particularly bad weather was experienced over the ranges, A28-14 disappeared from the formation in the clouds and failed to reach home. The crew, F/O. L. Kenway, Flt/Sgt. Gordon and Sgt. Hall were not seen again. On the night February 23-24, four aircraft flew to Dobodura, and working in relays from there, carried out an all-night barge sweep along the coast from Bau to Knirps Island. One aircraft located a string of seven barges being towed by a power boat. The small convoy was bombed, strafed, and driven ashore. Although no definite results were observed, it is highly probable that the majority were damaged or destroyed. On the conclusion of their sweeps the ramaining aircraft bombed and strafed Japanese occupied villages along the coast. Number 22 Squadron continues in the next issue - Volume 23 No. 3.

Left: Flying low over the sea off the coast of Kiriwina in November 1943, Boston DU-F, A28-5, from No. 22 Sqn. R.A.A.F. displays an interest­ ing camouflage on upper starboard wing. Photo: via F. Smith

IN RAAF SERVICE participated in an air search for six U.S.A.A.F. pulleys. They were not a great success and were roundels, change over to Foliage Green/Earth P-40’s which became lost on a flight to New later removed. Brown with Sky Blue lower surfaces usually not Guinea. It was during this operation that the fourth taking place until major repairs were effected after aircraft of the original batch of 24 was written off in COLOURS AND MARKINGS battle damage. Several of the Bostons, mainly an emergency landing due to fuel shortage. The replacement aircraft from the 5th U.S.A.A.F. crew was unhurt. Also at Townsville it was The first aircraft to be operated by No. 22 were finished with Olive Drab upper surface and decided to operate the Boston with a three man Neutral Grey lower surfaces which subsequently crew (a pilot and two gunners) instead of the Squadron was the Hawker Demon, to be followed by Ansons, Gipsy Moths and Wirraways during was painted black for night operations. One or two original four. However the assigned navigators still hybrid schemes eventuated later when replace­ accompanied the squadron to Port Moresby. the period 1936 to 1940. These aircraft were finished in overall aluminium dope except for the ment panels from U.S.A.A.F. A-20’s were used. An example of this was Boston Mk. Ill coded On their first few missions. No. 22 Squadron used Wirraway which bore the standard colour scheme of the 1940 period of R.A.F. Dark Earth, DU-F, A28-5 which still bore the standard R.A.F. 20 lb. fragmentation bombs but because of the finish but had the outer starboard wing replaced fatalities associated with them they were dis­ R.A.A.F. Foliage Green, and aluminium doped undersurfaces. The cowling was usually finished in with that from a U.S.A.A.F. Boston which was pensed with and normally two 500 lb. and two 250 finished in Olive Drab upper surface and Neutral lb. bombs were carried. Later when the weight­ chrome yellow. On some of the Demons, Gipsy Moths and Ansons, two bands in medium blue Grey lower surface. The roundels on the upper lifting capabilities of the aircraft were better wing of this aircraft also differed. known, four 500 lb. bombs were carried. Two encircled the fuselage at the position of roundel. In unofficial field modifications took place at Wards 1940 No. 22 Squadron was allotted the identi­ fication letter ‘S’ and it was postioned on the Strip. The first was to put a .30 cal. fixed machine In May 1944, No. 22 Squadron began to re-equip aircraft (only Wirraways as far as is known) just gun in the tail of the aircraft. To do this, the with new Boston Mk. IV (A-20G) aircraft, and forward of the fuselage roundel. This letter was perspex blister on the tail was removed and some these arrived in the standard U.S.A.A.F. finish of painted in medium sea grey. necessary strengthening was carried out. This gun Olive Drab and Neutral Grey with a few aircraft was fired electrically by the rear gunner and tracer having Medium Green patches applied to the The first Bostons for No. 22 Squadron arrived in ammunition was normally used. The idea was not leading and trailing edges of the wing, tailplane, standard R.A.F. finish of Dark Earth, Dark Green so much to hit anything but to scare off enemy and fin and rudder to form a disruptive pattern. with Sky type ‘S’ on the lower surfaces. Many of fighters attacking the aircraft from the rear. The Squadron codes on these and the earlier Bostons these early Bostons taken over by the R.A.A.F. gun had an anti-flash hood on it and projected nine were usually in white but a few aircraft had them in bore the words “KON MARINE” in black on the inches to a foot past the rear of the aircraft. Also, Light Grey. Codes and roundel sizes varied on a few aircraft, a .30 cal. rearward-firing gun was port side of the nose indicating their original Dutch destination. slightly from plane to plane but were usually installed in each engine nacelle. These also used standard. Personal motifs were sometimes carried tracer ammunition and were operated by the rear on the squadron’s Bostons but some of the best After arrival in New Guinea the Bostons retained gunner from his turret by a series of wires and were to be seen later on the Beaufighters. their original colours including the R.A.F. style Aviation Heritage Vol. 23 No. 2 33 (INFORMATION ECHO CONTINUED) CONTINUED FROM PAGE 26

C.A.C. - FOREIGN AIRCRAFT

One answer for David Anderson with regard to the article on page 88 Vol. 22 No. 4 - one of the Curtiss Falcons, and almost certainly, the one called “Dumbo”, remained at the “Yank Hangar” for a considerable period, and, as I recall, was the communications and general hack aircraft used by the C.O., Colonel Steel, and perhaps other of his staff. I remember the Colonel, and also a Master Sergeant known as “Pinkey” who seemed to be the senior engineering N.C.O. in the hangar, which was built to concentrate all the American aircraft in an isolated area away from the main factory. Also, 1) The B.17 was General GQorge Brett*s (note the apostrophe). 2) Table 9 - Vultee Stinson Vigilant. Photo “C.A.C. from the air”. The first building in front is Aircraft Factory No. 2, etc. .. . Keith Meggs, Melbourne, Vic. Above: A typical open air display of the 109 - location unknown.

Above: The 109 on its wheels, believed to be in front of ‘The Above: The 109 under tow, believed to be at Horsham. Strand', Leongatha.

Above: All packed up and ready to move on. Above: Under tow, the 109 on the road to Balranald. Below: This photo is thought to have been taken in Ulverston, Tasmania. Can anyone help Keith Hutchison, Box 5151 P.O. Toowoomba, Qld. 4350 He is at present binding copies of “Aircraft” magazine into yearly volumes which he intends to donate to an aircraft museum. Issues missing for which he is willing to pay are 1944 March/November 1945 April, August, November, December 1951 January, June 1956 July 1967 October, November 1968 March 1970 April 1972 June 1973 March 1975 August

ALL PHOTOS ARCH PATERSON VIA D. VINCENT

Aviation Heritage Vol. 23 No. 2 delivery of two Vickers Viscount Aircraft to supplement the Convairs and Dakotas in service with the VIP , transport unit - Number 34 Squadron. At about this IHI ■ time, the British Aircraft Corporation BAC-111 was K, being marketed as a 90 seat airliner to both Australian ■ airlines. Douglas were also offering their DC-9 ...... ■■ f A design for the same market, and it was this aircraft, in its DC-9-30 configuration, that won the Australian ■i■I ilB airlines’ orders. However, in January 1966, the RAAF iiii :|| li decided to “buy British” and order two BAC-111 ii ill aircraft to ultimately replace the Viscounts and iPiiiiil ■I ill ii Convairs in the VIP role. Ordered at the same time Bii ■I ■■■■ ■ii were three Dassault Mystere 20 jet aircraft and two Ml iii Hawker Siddeley 748 Model 229 turboprop aircraft. silil ■■lii : aiiiBiMIlllll 11 ■ ■I ll■iiThe first RAAF BAC-111 Model 217, A12-124, was ■ii, delivered two years later on 18th January 1968. The Mum Hi ■ second aircraft, A12-125, arrived in February 1968. I ■■ ii ■IIBH ■I The BAC-111 is powered by two Rolls Royce Spey ■1 ■■I ■I 511 engines, giving the aircraft a cruising speed of ■■Hi ^ 329 knots and a range of over 2,000 miles. Number I 34 Squadron, based at RAAF Fairbairn, ACT, operates Hi: -gp.—-—the BAC-111 on medium/long range high passenger load tasks; the main work being transportation of Ii VIPs between capital cities. ill ■■II ilMlii Iiiilii ill li ill ■l i:|i: ■ ■ 28 passengers. The cabin is w ■ liiiB ’ II ■ ■ m 1 m Hill IS ■iii. a fold-down divan, and two toilets. The aircraft l■i normally carries 16 passengers (made u p of the VI Ps, II lilli secretarial staff, and press contingent^two pilots, ■I one navigator, one orevrnran, and two flight stewards. ■ IIII — ■■ ■ ilililiii ii II *1 III iiiii IIIB ■1 iilBlilllll lii 1—1 ill 1^ .■■■■llG iSiili i ill mmm 111 ill II li ■ ii ii lii li IliB ii iil ■I i&ii ■■■ l:— ■■111 illHIiiilH i BiBHii—Bl ...PJ

■ m i m Mif. ■111 35 Iiii MATT BLACK r, // BAG 1-11 /

:y* I 'yry.\ mMi mi |i;iMi ii TOWING LIMIT MARKS RL'D ii 24"x 1';GL0SS black ONLY PORTION RED OF U/C DOORS TO BE IN'DOWN / .'DARK BLUE POSITION'WHEN MAINTENANCE ACCESS. --WHITE U/C IS LOWERED llllil — GOLD RED iiiliilii

A

33 DIA-4 POSITIONS * AZURE BLUE [GLOSS] BS38tC No 105

WHITE [gloss THRUST REVERSER CASCADES WHITE RED BLUE NATURAL METAL

mm LIGHT GULL GREY [GLOSS mm fed. STD. 595 NOT6440

ROUNDED STYLE OF 'NO STEP' * 'RESCUL IN BLACK. ^CHARACTERS 8'HIGH, o-5"gloss black LOCATION OF SQDN A12-124_Z GLOSS BLACK ^ FOR A TIME IN 1972 IN 2 LOCATIONS BADGE -BOTH SIDES, THE BADGE LOCATION WAS AS SHOWN BELOW ON A12-124. APU EXHAUST 0 10 BURNT METAL I I I I , , ■ ■ I AREAS. J.A.VELLA. Drawn 2/84 ROLLS -ROYCE SYMBOL Effective as at April 1980 -GLOSS BLACK

36 Aviation Heritage VoL 23 No. 2 Aviation Heritage VoL 23 No. 2 37 Above: A12-125 in flight - port side. Photo: RAAF

■ BAC-111 Model 217 EA

A12-124 C/N 124 First Flight: 3 Nov. 67 Above: A12-125 inflight - starboard side. Photo: RAAF Delivered: 18 Jan. 68

Military Cypher: VM-NLG

A12-125 C/N 125 First Flight: 10 Jan. 68

Delivered: 8 Feb. 68

Military Cypher: VM-NLH

Above: A12-124 (left) and A12-125, on the apron at RAAF Fairbaim in June 1981. Photo: A. Self IM ■

Above: A12-124 at the RAAF Diamond Jubilee Air Display, Amberley, Qld, April 1981. Photo: A. Self 38 Aviation Heritage Vol. 23 No. 2 THE BEECHCRAFT B65-B80 QUEEN AIR by Ben Dannecker HISTORY Queen Air into the Model 99 Commuter- liner, but unfortunately this type was The lineage of the Beechcraft Queen Air slightly ahead of its time and consequently Australian civil register. Thiess Brothers can be traced directly back to the 1946 did not sell well. Another variant was the Ltd of Brisbane took delivery of Australia’s model Beech 35 Bonanza single-engined Queen Air 88 which boasted a pressurised first Queen Air, VH-CMT on 5th December, four seat light aircraft. The considerably cabin, but retained the standard Lycoming 1962, replacing another fine Beechcraft enlarged twin-engined development of piston engines. Coupling the turbine product, the venerable Model 18 “Twin- the model 35 was the logically appelled engines with the pressurised cabin gave Beech”. In turn, this Queen Air was itself Model 50 Twin Bonanza, which first flew birth to an entirely new line of business replaced by a King Air 90 and sub­ in November 1949. The first of nine aircraft - the King Air series, which early sequently the Super King Air 200. Qther Beech 50’s to operate in Australia was design grew into the excellent Beech early corporate users of the Queen Air in Connellan Airways’ VH-CLA in Qctober Super King Air 200, many examples of this country were Swan Breweries of 1958. Six of these machines were active which grace the skies of Australia today. Perth (VH-SLB) and Crescent Head in this country as late as early 1981. The first swept-tail Model A65 flew on Holdings of Sydney (VH-CRF), in addition After a total of 883 Twin Bonanzas had 22nd June 1961, some three years after to the many companies cartering the been built, production ceased late in the Queen Air had completed its maiden type as an executive transport. The 1963. The U.S. Army had received 236 flight. This was followed by the Model Australian armed services did not follow examples as military L-23’s. By the time 65-A80 which incorporated two innova­ the lead of the American and other the final version of this widely used tions - an increase in horsepower up to nations’ fighting arms in buying Queen communications aircraft had entered 380 per side and a 1.52 meter increase Airs for liaison duties. However, in the service, a further variant of the type in wingspan, permitting a raised maximum late sixties and early seventies, two was to emerge from the Beechcraft all up weight of 3,855 Kg. It took to the Beech 65’s were dry-leased from a civil stable in Wichita - the L-23F. Work had air initially on 20th February 1962. A charter operator by the Army for use in commenced on an enlarged version of further increase in gross weight was the survey and photographic role and theTwin Bonanza early in 1958, with the offered by the 65-B80 up to 3,992 Kg., flown by Army pilots. most obvious change being a new cabin and a special commuter airline version, of greatly increased dimensions. Still the Model 65-70 was also produced. embodying the original Twin Bonanza OTHER AUSTRALIAN USERS straight tail and three-piece windscreen, Interestingly enough, the Queen Air/ the L-23F first took to the air on 28th Twin Bonanza wing structure was highly The largest single user of the Queen Air August 1958, powered by two 340 regarded by other manufacturers, so in Australia was the Royal Flying Doctor horsepower Lycoming engines. This much so, that the early versions of the Service, with a total of ten examples in machine was the true prototype of the Swearingen Merlin and the Embraer service at various times. Masling, the Model 65 Queen Air series, and was re­ Bandeirante flew with Queen Air wings! large NSW commuter operator, had designated as the LI-8F upon delivery to From its inception, the Queen Air had seven Queen Airs in service over a the U.S. Army. In military garb, the Queen many features normally associated with period of thirteen years, whilst Civil Air was so successful that a turbine- larger passenger aircraft, including Flying Services also used ten examples powered version (Pratt & Whitney PT6’s) full de-ice equipment, weather radar, over a period of time, although some of was produced for the U.S. Army as the advanced radio-navigation instruments, these were held in stock pending sale. U-21, for use as a high speed tactical an airstair door and a walk-through Two fleets of four aircraft are currently transport and also as an electronics cabin. Deliveries to eager customers flying with the R.F.D.S. Queensland countermeasures and surveillance air­ began soon after the FAAType Certificate Section and the NSW Air Ambulance craft in the battlefield environment. was gained in February 1959 and respectively, and smaller fleets of Queen production continued until early in 1975 Airs operate around the nation on aero- Beechcraft then hit on the idea of when some 1,000 Queen Airs had been medical, freight and charter operations. stretching this unpressurised prop-jet built, 38 of these coming on to the In its early period of service in Australia

Aviation Heritage VoL 23 No. 2 39 the largest user of the Queen Air was the of instrumentation and controls. Full visually, as is the security of all caps and major domestic operator, Trans Australia dual controls are fitted and the aircraft fuel drain taps, after samples have been Airlines. Four model 65-A80’s, VH-TGA, can be flown from either side with ease. taken. These procedures completed, -B, -C and -D were delivered to the airline For its size, the Queen Air has a very and with all passengers on board, the between August 1965, for use on TAA’s simple fuel system - two selectors airstairs are then pulled up, and the main developmental routes in Tasmania and mounted under the lefthand window door closed and locked. Back in the the Barrier Reef tourist area. These beside the pilot, have three settings - cockpit and strapped in with the seat aircraft enjoyed only a brief reign as RPT ON, OFF or CROSSFEED. Four tanks in adjusted to suit, the engines are prepared aircraft, as they were transferred to each wing give a total usable capacity of for starting. Power for this operation is RFDS service in Queensland be early 962 liters which translate into just over normally drawn from the ship’s batteries, 1967, save for one, which was disposed 572 hours flying at normal consumption but a ground power unit can be connected, of. When TAA transferred ownership of rates. with an engineer in attendance, for these Queen Airs in July 1968, its pilots this purpose. were withdrawn - thus marking the end The control columns are standard of an era for the RFDS. Beechcraft as also found in the King Air, The Lycoming 540’s require a variation Baron and Bonanza series. Centrally in priming technique for each engine With the official acquisition of these mounted at a lower and more practical temperature condition. For a dead cold A80’s, the RFDS Queensland Section, heightthan that in the Baron, the engine start, the primer buttons are activated began to employ its own pilots, from that control pedestal incorporates throttles, for 5-7 seconds. For a start within 5 time on. Today this organisation has a pitch levers mixture controls, from left to minutes of shut down after a flight, 1-3 fleet of second-generation Queen Airs right. The flap selector and indicator is seconds of priming whilst turning is in service, expertly maintained by TAA mounted at the foot of the panel just to necessary. With between 5 and 20 ground engineers at Cairns, Mount Isa the left of the throttles, whilst the gear minutes elapsed since engine shutdown and Charleville bases. These later selector is sensibly located to the right - no prime is required at all. Up to one versions were obtained in 1977 and of the control pedestal - well out of hour after shut down, with a still-warm early 1978. Replacement aircraft have harm’s way. Three lights each are provided engine, 1-3 seconds of priming whilst already been evaluated and will be both for UP and DOWN indication. Moving turning will get things going. For all pressurised and turbine powered. How­ straight down from these quadrants, priming and starting operations, the ever the change-over for the basic three separate trim wheels, for rudder, mixture controls are in ICOF (idle cutoff). “hack” flying doctor aircraft is a long way aileron and elevator, are conveniently With all required switches on, throttles off - due to the huge costs involved in sited. Below these controls, the auto­ set, appropriate priming carried out, “all purchasing such types. In the meantime, pilot command unit is found, and finally, clear” is called and the starter engaged. the Queen Air carries on doing a fine job. below this is the HF radio, which incor­ The big Lycoming starts easily, and vital “Who can build a better mousetrap?” porates the RFDS SSB frequencies. The checks coverfuel pressure, oil pressure, master and generator switches plus suction and electrics (generator lights). the two combination starter/magneto Engine speed is set betweeni 2-1400 TECHNICAL switches are located in the bottom left RPM, and the procedure is repeated for hand corner of the main instrument the right hand engine. The radio master The Beechcraft B65-B80 Queen Air is a panel. Dual NAVCOM equipment isfound switch is turned on, all NavCom gear twin-engined all-metal low wing mono­ in the centre of the instrument board, checked, and a taxy clearance received plane, fitted with a retractable tricycle between two sets of full IFR instrumen­ from Mount Isa tower. Immediately on undercarriage. Power is provided by two tation facing each pilot seat. Centrally commencement of roll, achieved by a 380 HPsix-cylinder horizontally opposed overhead, controls for all cockpit lighting small increase in power, the brakes are Avco-Lycoming IGSO-540-1AD piston and the windshield wipers are available. checked using the pedals. Nosewheel engines, which are fuel injected, geared An emergency under carriage extension steering is crisp and authoritative via the and supercharged, driving three-bladed pump handle is found between the two pedals, assisted by individual engine fully-feathering Hartzell propellers, and pilot seats and requires 52 pumps to power as required. are equipped with exhaust augmenter fully extend the gear and obtain the tubes in lieu of cowl flaps. In the airline necessary three green lights. Oil shutoff Visibility over the nose during taxying is passenger version, maximum seating handles and alternate induction air good, and the characteristic high stance capacity is ten persons plus the pilot. On selectors are located each side of the of the Queen Air gives a good view in all aeromedical operations the Queen Air control pedestal under the instrument directions. Pre-take-off vital actions are has provision for five persons in seats, panel. All of the usual switches that an standard and the runup is done at 2600 one on the stretcher plus the pilot, the average light twin pilot would be looking RPM, for magnetoes and propeller remaining space being occupied by for are easily identifiable on the Queen exercising, followed by a feather check medical equipment. Air panel, but a switch controlling cabin at 1500 RPM. Flight controls and signs advising “fasten seat belts” and passenger security are the last items Dimensions of the Queen Air put in the “no smoking”, is obviously a carry-over and a take-off safety speed is nominated big league of light aircraft - Span 50 ft from intended airline operations. A neat forthe particular runway- in this case 95 3 in, height 14 ft 8 in, length 35 ft 6 in. heavy cloth cockpit divider completes KT. Minimum control speed on one Weights are: empty 2,843 kg with a the picture, permitting the medical staff engine is 85 KT, but the higher figure is maximum all up weight of 3,992 kg. to use high intensity cabin lights at night, used for all longer runways such as (8,800 lb). Nose and rear lockers have a without disturbing the routine up front. Mount Isa. With the friction lock tight capacity of 159 kg each. VH-CRF, the and pitch and mixture levers fully forward, RFDS Mount Isa Base’s aircraft, is a the throttles are smoothly opened to 45 particularly well-equipped Queen Air, HANDLING in. Manifold Pressure - with care being with fully-duplicated instrumentation. exercised due to no waste gate being Century 3-axis auto-pilot with capture The preflight inspection for the Queen available for accidental overboosting. mode, RCA weather radar, propeller Air is standard and commences with the This power setting gives 3400 RPM on de-ice, Sentinel fire detection and pilot entering the aircraft and checking the tachometers and acceleration is suppression system, (including a control that all controls are in their normal brisk. A light back pressure on the array on the main instrument panel position (e.g. oil shutoff handles are control column raises the nose sufficiently incorporating individual engine selectors, down), flight controls are unlocked, and for the Queen Air to fly itself off at 85-90 fire bells and warning lamps), duplicated all switches are off. Then moving in a KT. On the shorter runways found at radio-navigation equipment, full radio clockwise direction, commencing from most outlying stations, 50% flap is used, and an RMI with HSI display. Qn taking the left wing root, all required items are and a precise take-off with a smart gear the left hand seat, the cockpit gives the closely inspected, including the all- retraction (as soon as positive climb is immediate impression of balance and important wheel-well check for fuel established) is required. This achieved symmetry, with an orderly presentation leaks. Fuel and oil quantities are checked and the undercarriage retracted (three 40 Aviation Heritage VoL 23 No, 2 red lights), engine RPM is reduced to 3200 (top of the green range). Power is then reduced to 37.5 in. M.P. and finally the pitches are further reduced to give climbing RPM of 3000. Whilst the aircraft is accelerating to normal climb speed of 130 KT, the flaps (if used) are raised. For obstacle clearance, best angle speed is 90 KT, best rate of climb is 110 KT- both engines operating.

For single-engined performance, the respective speeds are 96 KT and 99 KT. Established safely In the climb and with speed stabilised, the auto-pilot is engaged. At normal weights, rate of ||r climb is in the region of 800 feet per minute, but with an engine out, and the high ambient temperatures of the North West Queensland summer, the Queen Air just manages around 150 feet per minute, provided of course that gear and flap are retracted. Any deviation from the clean configuration in such a situation ■ * ■ will result in virtually no climb perfor­ m mance available. When cruise altitude is ■ reached and the aeroplane levelled out, - acceleration is good, and engine settings speeds are VN E 236 KT, VLG 1 56 KT for are then reduced to 31.5 In MP, 2600 extension and 130 KT for retraction, VF Queen Air VH-MWO, of Air Search, atMoorabbin, RPM and two graduations rich of peak 50% 1 75 KT and full flap 130 KT with the 1984. on the EGT’s (exhaust gas temperature maximum crosswind component of 20 Photo: R. Fripp gauges) - this giving 65% power and a KT. For normal operations the Queen Air fuel flow of 38 gallons per hour. In any requires upwards of 2800 feet of runway speed and after-landing checks are weather up to moderate turbulence, the for take-off or landing, although shorter completed on leaving the active runway. Queen Air is very stable - almost as if it strips could be coped with under certain were on rails. circumstances. In the circuit the Queen For the majority of its operations in Air is quite responsive, although some North West Queensland on RFDS opera­ Cockpit noise level is quite high, necessi­ planning is required. Downwind is flown tions, all landings and take-offs are tating the use of headphones, and the at 120 KT, with the undercarriage crosswind, but the Queen Air takes in-flight impression gained is rather extended by no later than abeam the these situations in her stride. No reminiscent of my days on DC-3’s and threshold. 50% flap is selected on base problems are ever encountered if the Hudsons, although comfort and instru­ with IAS of 110 KT, which is held until time-honoured techniques of “stick into mentation are of a much higher standard. finals is established. Mid-finals and wind” and “wing down” are used. The With the auto-pilot disengaged, turns committed, full flap is extended with Beech 65 has many confidence-inspiring are easily accomplished requiring little speed reduced to 90 KT, the target qualities, both in excellence of design use of rudder. Stalls are straightforward, threshold speed. Qver the fence, power and construction and also in its perfor­ although a high nose attitude is required is gradually reduced to idle whilst mance. It is a pleasant and rewarding for entry. A few knots above the stall, the simultaneously the roundout/holdoff is conveyance in which to earn one’s living, stall warning lamp illuminates on the commenced. With the speed and altitude and if the cardinal rule of “gently on the panel, accompanied by some buffet, and right, the Beech 65 settles gently onto engines” is observed, the Queen Air can finally a wing drops as the airflow the runway and the heavy-duty under­ be relied upon to perform its duties separation point is reached. Recovery is carriage legs smooth out the odd heavy consistently and well. standard and only 2-300 feet of altitude landing with ease. The nosewheel is is lost using a gentle rather than a rapid lowered and direction is maintained with power application. Stalling speeds are gentle use of the rudder pedals. Except Beech 65-A80 Queen Air, VH-TGA, whilst in 73 KT power off and clean, 66 KT power on a very tight strip, minimal braking is service with T.A.A., at Bankstown in 1967. off and gear and flap out. Qther cardinal required to slow the aircraft to taxying Photo: D. Anderson

TAA "il'A -V '' f ■ .1^

TRM^S^MUSrkAl'A A FLIGHT ACROSS YESTERDAY . • • ... More photos from the story of the first flight across New Guinea, 12th January 1928, continued from Vol. 23 No. 1, p.21 ...

CLOCKWISE FROM TOP LEFT: lai IS

G-A UEB under tow near Port Moresby, January 1928.

Ray Parer is seen here in the cockpit of G-A UEB during assembly of the aircraft. wmmm *

Refuelling G-AUEB at Wau.

The partly assembled Bristol G-A UEB near Port Moresby in January 1928.

The aircraft in its crate being unloaded from the SS Montoro at Port Moresby, December 1927. mm

ALL PHOTOS VIA JOHN HOPTON m

42 Aviation Heritage VoL 23 No, 2 GENESIS OF THE WIRRAWAY

Politics Part 2

The world enjoyed only a brief respite of 21 years between the first and second World Wars. Historically it was an interesting and turbulent time. The word “eryoyed” is perhaps dubious because recovery from the horror of the 1914-18 conflict was slow and painful andJust when the shock was wearing off, thefinancial depression of1930 created widespread unemployment, poverty and despair. During this time, Australia was a Dominion ofthe British Empire-an isolated South Pacific outpost of seven million expatriate Britons who nurtured strong ties with the “Mother” country. Our national prosperity still relied heavily on our rural production and industry was still chiefly “domestic”, tied to primary production and consumers’ immediate needs. We did not even have the facilities to produce a complete motor vehicle. For such things and, of course, for aircraft, we relied on imports and traditionally our preference was towards things British. However, by the mid thirties it was obvious that we were living in a changing world, the major powers were once again re-arming and it appeared that Europe was heading towards another conflict. There were also rumblings on our side ofthe globe, Japan was gathering strength and was already on the march. The question facing the Australian government and its defence leaders who were already experiencing delays in the delivery ofaircrtft ordered by the R.A.A.F. was “ifBritain couldn 't deliver in peace how much more critical would things be in War? It was certainly time to contemplate setting up our own aircraft manufacturing industry and to decide what we would build when we did so —

Doubtless due to the dramatic impact that the THE R.A.A.F. EXPERIMENTAL twenties and mid thirties. Companies such as evolution of air power during 1914-18 had on SECTION Qantas and Western Australian Airways also people, it was presumed that in the post war years, undertook the assembly of imported machines aeroplanes would be manufactured in hundreds During the early twenties. Squadron Leader L.J. such as the DH.50 and DH.61. There was also an both for military and civil use. Wackett of the R.A.A.F. had been pressing the Air attempt by the Government to widen the aero­ Board to recognise the need for local research and nautical experience of various engineering firms by This view would appear to have been accepted in development on aircraft and aero engine design. spreading the work of reconditioning R.A.A.F. Australia. Indeed as early as July 31, 1919, the He had his wishes fulfilled when in 1924 the aircraft. Perhaps it was hoped that by gaining such Minister for Works and Railways in answering a R.A.A.F. Experimental Section was formed at experience they may eventually take up manufac­ question in the House of Representatives, explained Randwick, N.S.W. turing aircraft. The General Aircraft Co. Ltd. was that an application had been received from a British formed in Sydney in 1927 to attempt local firm (the Aeroplane Manufacturing Company, Under Wacketfs able direction the Section’s manufacture of light aeroplanes. They commenced London) seeking an invitation to open an aircraft objectives of designing and building aircraft and building DH.60 “Moths” under licence from factory at its own expense even without guarantee developing engines to match the designs were DeHavilland but soon designed a similar aeroplane of orders. “The Government decided,” he told the carried out until 1930. In that time four aircraft suited for Australian conditions. This was a 3 House, “that it was unable at present to invite any were built. One of the reasons for its demise was seater of wood and fabric construction known as one firm to start a factory in the Commonwealth as the report of Air Mashall Sir John Salmond. the Genairco. Ten of these quite successful aircraft a number of firms were considering the matter and were built before the company closed down in as local companies were being formed to undertake In the late twenties it was apparent to the Government 1931 due to the effects of the depression. aerial transport”. “The Government would, that there were shortcomings in the R.A.A.F. and however, be only too glad to offer any facilities to eventually this would mean a heavy financial There was certainly no shortage of men with the companies who were determined to manufacture commitment before they were overcome. aeroplanes in the Commonwealth.” necessary inspiration to design and build aircraft in this era but generally it was a time when capital It was decided that an outside opinion was needed One of the early contenders was Nigel Love, an was scarce. This was certainly so in the post and to this end Air Marshall Sir John Salmond of (depression years after 1930. The other major issue Australian who had served with the A.F.C. during the R.A.F. was invited to examine and report on the War. Before he returned home he entered into which limited the scope for local aircraft manufacture the organisation, administation, training and general was surely the size of the market. an agency agreement with A. V. Roe and Company policy of the R.A.A.F. Among his various to represent them in Australia. recommendations it was found the Experimental Section was not justified unless the Government If aircraft had been produced in economic quantities, In 1920 he formed a syndicate and floated the was prepared to set up a factory where new types of who would have bought them? Despite the grandiose Australian Aircraft and Engineering Company in aircraft so developed could be produced. Such a ideas of some defence leaders, immediately after Sydney in which enterprise he had the services of policy would of course mean considerable and the first World War, of building up and maintaining Harry Broadsmith who had been chief designer for continuous financial outlay and, due to the financial an Air Force of 400 aircraft and 7600 personnel, A.V. Roe and Company. To encourage the new stringency of the time, could not be entertained. in fact, the R.A.A.F. operated mainly with its 128 company the Defence Department placed an order The Experimental Section closed down in 1930 “Imperial Gift” aircraft for the first decade after for 6 Avro 504K machines even though they were and Wackett left the R.A.A.F. the war. This was dictated by the size of the not required at the time. Defence Budget. One of the things that had been proved was that The aircraft were completed using largely Australian successful aircraft of local design, using mainly materials but they were engined from R.A.A.F. local materials, could be produced. In 1930 the R.A.A.F. could boast only 104 stocks. Only one other order was received, from officers, 782 other ranks and 26 front line the Controller of Civil Aviation for the design and aircraft. construction of a commercial machine (less engine) OTHER MANUFACTURING but in the absence of any further Avro orders or VENTURES any form of Government subsidy, the Company On the civil side there were 48 registered aircraft in went into liquidation in 1923 before the commercial There were various other ventures into local 1924 which number had increased to 90 by 1928 - machine was completed. aircraft design and manufacture between the mid hardly a booming market.

Aviation Heritage VoL 23 No. 2 43 WORLD WIDE RE ARMAMENT February 1936 a syndicate formed under the THE MISSION’S DECISION leadership of Essington Lewis, then Managing As with Newton’s third Law of Motion Action and Director of B.H.P. Australia’s largest company, The report of the Wackett mission put an end to all Reaction are equal in magnitude, so in politics. sent a mission of three qualified men. Wing Cdr. the wheeling and dealing by coming to the The action that finally provided the reaction in LJ. Wackett and Squadron Leaders H.C. Harrison conclusion that no aircraft then in production or at Australia that aircraft manufacture should be and A.W. Murphy to Britain, Europe and the the design stage in Europe was considered suitable taken seriously at last was the general state of the United States to investigate aircraft production. for local production. world by the mid thirties. Major powers were all rearming and some were already “rattling their Eive months later their report was before the The right combination was seen in the North sabres”. Italy was taking over North Africa and Air Board. American NA-16 Basic Trainer general purpose conquering Ethiopia, Japan had invaded China. aircraft. There was the grim realisation that our traditional Well, what had the mission discovered on its way source of supply was 13,000 miles away. around the world, bearing in mind that it was It used an air cooled radial engine. The maufacture looking for a fairly uncomplicated general purpose of which would entail modem casting and machining By this time the R.A.A.F. had received further machine of metal, low wing, stressed skin construc­ techniques. It had an airframe of mixed constmction, supplies of English aircraft - Bulldogs, Wapitis, tion with variable pitch propellor, retractable the wings and tail surfaces being of stressed skin Demons, Seagulls, and the Anson was coming. landing gear and radial engine. and the fuselage of welded tube. This mixture would ensure that workers were trained in a variety This was in accord with Australia’s commitment The tour commenced in the U.K. where the only of skills. to the idea (agreed to at the 1926 Imperial aircraft offered for local manufacture as a multi­ Conference) of standardisation in defence prepara­ purpose machine was the Fairey Battle. It could Acceptance of an American design drew one or tions with the U.K. By March 1936 on the eve of hardly be considered as a possible pilot trainer, its two mild protests in Parliament but the project the third year of the Australian Government’s 3 airframe was complex and expensive and the was approved. year defence development plan about £1.7 million Rolls-Royce Merlin was not the power plant for a worth of aircraft had been ordered from Britain for fledgling industry to cut its teeth on. The Dominions Office was informed of the fact in the R.A.A.F. but the R.A.F. expansion programme September 1936, which brought a considerable was absorbing the production of the British aircraft France had little to offer and in any case objection from U.K. interests. As a last desperate industry to such an extent that it was admitted by negotiations looked like being hampered by the gesture the Westland Lysander was offered as an the Minister for Defence that it was unlikely that trauma then being experienced by the newly alternative to the NA-16. further aircraft would be available from Britain nationalised industry. “for a considerable time”. On October 17, 1936, the Commonwealth Aircraft The remainder of Europe could provide nothing Corporation was incorporated with an authorised The problem was obvious, factories of 1920 suitable. capital of £1,000,000, the shareholders being the vintage geared to produce aircraft when they were original companies. Broken Hill Propriety In the United States all the leading aircraft plants ordered in batches of 40 or 50 were being asked to Company Limited, Broken Hill Associated produce 12,000 aircraft by 1938 and to complicate were visited. The group was impressed by the size Smelters Proprietary Limited and General of the facilities and the production techniques the issue the technology of the fabric covered Motors-Holdens Limited - joined by Imperial bi-plane was giving way to the stressed skin which were of course based on a large home Chemical Industries of Australia and New Zealand market and at that time an expanding overseas monoplane with retractable undercarriage and Limited and the Orient Steam Navigation Company market. hydraulic systems. Nevertheless the British Board Limited. In earlier dealings with the U.K., the of Trade and the Society of British Aircraft American shareholding in the interprise i.e. Constructors (S.B.A.C.) even though they couldn’t In the meantime, negotiations were still going on General Motors had been offered by the Australian deliver were not going to give up their captive for the setting up of a local factory by British Government to Hawker Siddeley in the U.K. but market without a fight. interests. In short, however, the attitude of the again the reaction had been unrealistic, they Society of British Aircraft Constructors was wanted an agreement that only Hawker aircraft It was suggested that delivery rates could be entirely unrealistic insofar as licences would only would be manufactured, be granted if the Australian undertaking bound improved if the R.A.A.F. ordered on a 5 year basis itself to producing only British types of military and were prepared to accept the aircraft produced aircraft. It would appear also that there were to R.A.F. standards. Neither of these proposals objections to such a project from within the British were acceptable particularly the latter as the Australian conditions under which the aircraft Board of Trade who feared that the setting up of an Below: Dignitaries and C.A. C. officials inspecting aircraft factory in Australia would inevitably lead were to be operated differed markedly from those the first Wirraway, A20-3. Note the lack of in Europe. to the extinction of the U.K. motor trade in wheel fairings. Australia. Photo: C.A.C. via D. Anderson Similarly with civil aircraft, there were strong British protests when it was learned that American aircraft - Douglas DC.2’s were to be introduced on Australian Airlines. The superiority of this machine had been clearly demonstrated to Austra­ lians by its performance in the MacRobertson Air Race of 1934.

Considerable frustration was also felt in Australia when Britain supplied Bristol Blenheim aircraft - for which we were waiting, to several European countries including Turkey, Yugoslavia and Finland.

The reality of the situation was faced when Prime Minister Lyons announced in November 1938 that “as a necessary measure of insurance against the non-delivery of twin engined aircraft from the U.K., 50 Lockheed Hudsons were on order from the U.S.A.”. POSITIVE STEPS TAKEN

The long range answer to the lack of combat aircraft for the R.A.A.F. was becoming clearer. In

44 Aviation Heritage VoL 23 No. 2 FRUITION

Following the acceptance of the Wackett mission’s decision on the NA-16, the syndicate moved quickly.

The next item on the agenda was to select a suitable factory site with adjacent land suitable for an airstrip for the test flying of the aircraft.

The B.H.P. element in the syndicate favoured a site at Newcastle in N.S.W. but the G.M.H. member was more persuasive and in fact C.A.C. followed the lead of G.M.H. who had recently erected a factory at Fishermens’ Bend near Melbourne on 50 acres of Crown land purchased from the Victorian Government. C.A.C. purchased 30 acres further down the road and plans were put in hand for the erection of a suitable factory. This was finished in the remarkably short time of 5 months by which time Wing Commander L.J. Wackett, who had been appointed General Manager had assembled a suitable team, many of who had been with him in the KA.A.F. Experimental Section, to begin manufacture of what was to become Australia’s first mass produced aircraft. Above: A Wirraway 1 of the first production Laverton, Victoria during 1940. batch and the corrugated skin of the vertical fin Photo: R.A.A.F. via R. Veitch The Wirraway served Australia well. In the early which distinguished the first 40 aircraft can be days of the Pacific war it was called on to do things seen. The machine carries the identification letter Below: Wirraway production line at C.A. C. it was never designed for, but this was common to “R'*ofNo. 21 (City of Melbourne) Sqn. based at Photo: C.A.C. via D. Anderson many of the ill-prepared air forces that found themselves in desperate circumstances following the Japanese assault. It was a versatile aircraft and filled a number of roles ranging from trainer to fighter to dive bomber and low level artillery spotter.

The most important role it performed was doubtless i in training the thousands of pilots who constituted Australia’s contribution to the Empire Air Training Scheme. Generally it is remembered with affection M-: -.I by the pilots who flew it.

The full story of its operational life may be told at a later time; it should be interesting reading.

As an ironical postscript, it is interesting to recall that the decision to build this American machine, met with a certain amount of criticism from within Australia, mainly because it was a departure from tradition.

The loudest criticism understandably came from British sources, but in 1938, in order to meet the pressing commitment of training the thousands of noticeable difference was the deletion of the pilots needed in the expanding RA.F., four hundred Production of this, the last Wirraway variant, corrugated surfaces on the MK.I empennage, NA-16’s (Harvard I’s) were ordered from North ceased at the 135th example making a total of 755 American under Contract NA-49. some MKTs were later modified to the standard of the type built. The Wirraway was phased out of surfacing. R. A.A.F. service and the last unit known to have operated the type was No. 23 Sqn. at Mallala, WIRRAWAY PRODUCTION CA-5 “Wirraway 11”. Third contractor the type S. A. in 1959. DETAILS for 32 aircraft. REFERENCES Each aircraft type (and sub type) built by CA-7 “Wirraway 11”. Fourth contract for the Commonwealth Aircraft Corporation was allocated type, 100 aircraft. Various Journals of the Aviation Historical Society a “CA” designation, commencing at I for the first of Australia. Wirraway contract. CA-8 “Wirraway 11”. Fifth contract, 200 aircraft. Aircraft Pioneer - L.J. Wackett. Australia and Imperial Defence - J. McCarthy. CA-1 “Wirraway I” - This contract was for 40 CA-9 “Wirraway H”. Sixth contract 188 aircraft. The Central Blue - C. Slessor. aircraft of a design based on the North American Royal Australian Air Force 1939-42-D. Gillison. NA-16-2K. The two sample aircraft imported pre­ C A-10. Believed to be a further Wirraway Contract Australian Air Log Nov. 1965 - S. Gibson and war were issued with the R.A.A.F. Serials A20-1 but cancelled. others. and A20-2 hence the commencement at A20-3 for the locally manufactured aircraft. A20-1 was used CA-IOA. This allocation was not for complete during the war at the Melbourne Showgrounds as aircraft but for an unknown number of wing an instructional airframe but the fate of A20-2 is assemblies. These were of Wirraway III standard not known. and fitted retrospectively to a great percentage of the earlier models then in service. CA-3 “Wirraway 11”. The second contract for Wirraways was for 60 aircraft and externally these CA-16 “Wirraway III”. This contract was for differed from the MK.I only slightly. The most 150 aircraft fitted with dive brakes.

Aviation Heritage VoL 23 No. 2 WHAT WERE THEY LIKE by I. Laming

When I read “What Were They Like?” in your aerobatics and tabled the various IAS to be used, to frighten the offending solenoid into submission November issue, it brought back memories of my e.g. loop 320 to 360 knots, upward roll 350 to 400 and I was given the thumbs up for another start. first flight in the Hawker Sea Fury, back in 195 3.1 knots IAS. Fairly heady speeds, after being used to was a Sergeant Pilot in the R.A.A.F. and had Lincolns at 165 knots cruise speed. I selected another cartridge, checked all clear and previously flown a hundred or so hours on Mustangs, pressed the starter button. Another big bang, more before starting with No. 10 Squadron as a Lincoln A hearty lunch (feeling a bit nervous as I began to black smoke from the cartridge exhaust and most pilot. think that maybe I had accepted that Fury offer too of it seemed to waft over the immaculate white quickly) and down to the tarmac at 1 p.m. uniform of the Sub-Lt. who was still on the left On October 12, 1953, I was co-pilot on Lincoln wing, leaning over my shoulder. Why didn’t the A7 3-5 7 as we flew to the Royal Australian Naval Sea Fury RAN 920, wings smartly folded in blighter start properly that time? Answer, guess Station at Nowra, N.S.W. There were about 25 salute, was amongst several others on line and a who forgot to turn the ignition switch on . ..? The officers and SNCO’s on the No. 7 Joint Anti rather aristocratic speaking Navy Sub-Lieutenant Sub-Lt. in best navy tradition, retained his aplomb Submarine School Course and our crew were of my own age, briefed me on emergencies, general admirably although at this stage, the fine black amongst them. flying, takeoff technique, landing and go round soot from two cartridges began to make him look drills. Time dims the finer details of that briefing, like a navy A1 Jolson. Third cartridge selected, Taxiing in, we saw a row of Sea Furies on the but I remember clearly a few vital points. ignition turned on this time, pressed the button and tarmac and parked close by were a couple of magnifique! The engine fired beautifully, the Wirraways. “Firstly (he said), don’t open the throttle too propeller spun and the slightly more than quickly on takeoff otherwise you cannot control recommended throttle opening nearly blew the We spent a few days in the classroom, learning all the early swing. Remember to use +9^4 boost and Sub-Lt. head over heels off the wing. about Sugar Sugars and Huff Duff (submerged the rich mixture cuts in at +4 boost. That’s when submarines and HF/DF to the uninitiated) and the swing will occur. We also takeoff with the I lowered and locked the wings into position, then the pilots were given a day free of lectures, sliding cockpit canopy open (in case of a sudden waved the chocks away and taxied for takeoff into whilst the signallers and navigators were given forced landing) and when you wind the canopy the east. (The Sub-Lt. having already exited stage some specialized training (we were pilots of shut after takeoff, don’t let your hand slip off the left, shook his head in a disbelieving fashion.) I had course, and were already special - or so we fondly handle because if it does the aerodynamic flow will to continuously weave the nose to check all clear imagined!). cause the canopy to slam forward. If your seat is ahead and went on to oxygen to minimize the effect high, the bow of the canopy will dong you on the of exhaust smoke. After breakfast in the Petty Officers’ Mess on 20th head and may knock you out. Finally, old man, no October - I wandered down the hill towards the spins please and about 90 knots over the fence for a After being cleared to line up, I completed the pre­ hangars to inspect the various Navy aircraft - Sea full flap landing.” takeoff checks, ensured the canopy was locked Furies, Fireflies, a sole Auster, a Wirraway and a open, adjusted the seat, noted the position of the few helicopters of indeterminate vintage. Being Sounded like good advice, except I felt that 90 airspeed indicator and muttered a small incantation fairly current on Wirraways (we had two at knots was a bit slow for landing, especially after to the patron saint of pilots into my oxygen mask. Townsville and I had also nicely stood a Wirraway the 105 knots I’d used in Mustangs and Lincolns. Suddenly I noticed movement on the flight strip up on its nose in Darwin a few months earlier, Still I assumed the Sub-Lieutenant knew what he and saw two big fire tenders on either side of me, when the brakes jammed. Well that’s my story and was talking about and asked no more questions. their occupants all dressed up in asbestos suits (or I’m sticking to it. ..). I decided to ask permission whatever they wore in those days), helmets and to borrow the Navy Wirraway for some general I threw my parachute and Mae West nonchalantly visors down and ready for battle. These chaps were flying practice. One could do that sort of thing in over one choulder and accompanied the Sub-Lt. as serious and as I began the takeoff roll, both fire those days, in fact it was encouraged, so as to give we walked to the flight line. Approaching my Sea tenders initially kept up till about 40 knots and then young service pilots as wide experience as possible. Fury, I again got that nervous flutter in the pit of rapidly fell behind. Nowadays - no way. Aeroplanes cost big money my stomach and wondered did I really want to fly and perhaps the services are more safety conscious this monster, with its long 2500HP Centaurus I opened the throttle very gently, having no trouble than back in the early post war days. engine, five bladed propeller and powerful sturdy with keeping straight with course rudder and was airframe. Close up, I was surprised to note how very surprised at the rapid acceleration. Then, The Senior Navy Pilot was a delightful chap called high from the ground the cockpit was and small in slight problem, I momentarily forgot where the Lieutenant Colin Wheatley. I guess he would have comparison with the size of aircraft. ASI was placed and what with being engrossed in been around 28. I said: “Any chance of a ride in keeping straight and the shattering noise of2500HP your Wirraway, sir? “What have you flown, lad?” The walk-around check complete, I was helped with an open canopy, I was well beyond the normal came his reply. into the cockpit by the Sub-Lt. and a navy ground 100 knot lift off speed when I found the ASI again staff chap known as a “Pilot’s Mate”. After a a few seconds later. I pulled back gently on the “Co-pilot on long nose Lincolns, sir, butl’ve flown further discussion on start up procedures, I was prong and shortly after getting airborne, I realised Mustangs and Vamps,” I said, hopefully. ready to go. First carry out a left to right check (we that in my preoccupation of keeping the beast now call this the SCAN technique) confirm ignition straight as well as looking for the ASI, I had got Lt Wheatley was very enthusiastic. “Oh! So off, main fuel cock on, throttle Vi inch open, airborne at only half throttle!! If you think that is you’ve flown ’Stangs, eh. Well, forget the Wirraway supercharger control in low gear, brakes parked. not possible, then page 33 of “P/N Sea Fury” old chap, but would you like to have a fly of the Now prime the cylinders, ignition on, select the states:- “Full throttle should always be used at Fury?” cartridge starter and press the combined starter takeoff, even though the aircraft may become and booster coil pushbutton. There was a fair size airborne before a full throttle positipn is reached.” I could hardly believe my ears and accepted his explosion, lots of black smoke from the exhausts I immediately pushed the throttle quickly to +914 offer quickly, not realising at the time what I’d let sweeping over and into the cockpit and a few boost, straight past the rich mixture cut in point myself in for. He opened the glass door of a revolutions of the propeller. Then the engine and the immediate torque caused the aircraft to roll bookshelf, handed me a small blue booklet entitled simply stopped. Now I’m a bit vague about the rapidly and momentarily to the right (at least, I “Pilots Notes for Sea Fury Mkll” andsaid: “Read details but I do remember the young Sub-Lt, who think it was to the right). I picked the wing up this. Sergeant, and comeback after lunch and we’ll was standing on the fuselage step, leaning into the smartly and tried to raise the gear. This was no fix you up.” cockpit and saying something about a solenoid mean feat, as being rather short, and with a locked jamming. He yelled this news to my other watchful shoulder harness, I could barely reach the under­ I returned quickly to my quarters and spent the friend, the “Pilot’s Mate” who agilely hopped on carriage levef. The lever could only be raised after next 2 hours avidly swotting. Page 40, paragraph to the starboard wing and produced from behind a safety catoh was unlatched and this was a tricky, 63 gave advice on spinning, “intentional spinning his back a large rubber mallet I was somewhat one-fingered effort. The Fury porpoised a few is prohibited. Should an accidental spin occur, apprehensive about the look on his face and felt I times as I groped for the safety catch and gear normal recovery action should be applied immediately would be safer if I shut the canopy for personal combination with my right hand, whilst I transferred and a speed of 175 knots should be attained before protection. Before I could do this, however, he my left hand from the throttle to the stick. recovery from the resulting dive is attempted.” swung the mallet and clobbered a certain section of Must remember that one, I thought, in case I get a the engine cowl with. I’m sure, much malice bit careless in aerobatics. Paragraph 65 dealt with aforethought I gathered later, that this was supposed RE-PRINTED FROM AOPA - APRIL 1981 46 Aviation Heritage VoL 23 No. 2 Finally, I got the gear up and pulled the pitch What a pleasant aircraft that Sea Fury was. I down. The fire tenders were still grimly holding control back into what would be full course position remember clearly the deep note of the engine far formation on me, no doubt changing down through on most aircraft, but which was “AUTO” in the out in front, the surprise I had at seeing how short a million geass a la Stirling Moss, as I seemed to Fury. Henceforth, the propeller pitch control was and stubby were the wings from my position in the decelerate faster than them. Reason? You may not controlled automatically by the throttle. I climbed cockpit, the lightness of the controls even at 400 believe this, but you see, in the Fury, the brake initially at 165 knots and around 1500 feet, knots and the very rapid rate of roll. In retrospect, I lever is attached to the control column spade grip swapped hands again to wind the canopy closed. I preferred the Sea Fur>^ to the Mustang, although in and in my sudden surprise at the unexpected suppose what happened in the next few minutes a dead stick landing, one felt that the Mustang failure to round out, I inadvertently had a couple of could be called an unforgettable experience. I had would be more forgiving in a belly landing. I tried fingers wrapped around the brake lever, hadn’t I!! taken off with my goggles pushed up on my various combinations of cruise power and in a No wonder my aircraft decelerated faster than the forehead. We weren’t into bone-domes in those maximum range configuration, again I was surprised fire tender drivers anticipated. days. I began to wind the canopy lever several at the 195 knots IAS with only 1400 RPM on the turns, when my hand somehow slipped off the tachometer. Using climb power in aerobatics, B asically, that’s the end of the story of my first solo handle, causing the handle to spin rapidly. I however, the speed built up to 400 knots very in a Sea Fury. A few years later, on 4 November, remembered in a flash, the advice that the Sub-Lt. quickly indeed, with a feeling of acceleration close 195 8,1 happened to be back in Nowra just for the had given me about the dangers of an unlocked, to the Vampire jet. I was very tempted to execute a day, having captained Dakota A65-65, with Flying free sliding canopy and I ducked my head instantly. vertical climbing roll, but the thought of mishandling Officer Barry Oration (now Air Commodore) as The canopy whipped forward, missed the top of a spin, if I failed to recover properly, made me co-pilot, from Amberley and Townsville. There my helmet by a fraction of an inch, hit the frame of cautious and I satisfied myself with numerous were a few Sea Furies on the tarmac and, well, my goggles from behind and slammed shut, having barrel rolls. after all, I did have about 3000 hours under my belt literally scooped my goggles from my helmet and and it really was a lovely day, no wind, and we locking them by the elastic band, outside the Just before one slow roll, I aimed the Fury at a weren’t leaving till late that evening .. . “Oh! So canopy! My head was jerked tight against the top of cloud for nose reference and was dismayed to see you’ve flown the Fury before,” said the Senior the canopy by the force of the airstream tugging another aircraft coming at me head on. I reacted Naval Pilot. “Did you enjoy it, old man?” against the goggles which were whipping around instinctively and broke violently 90° right, outside the canopy and I couldn’t see the instrument straightening up long enough to look over the left Very much indeed, sir,” I replied (lying into my panel because of the angle of my head jammed wing. No sign of the other aircraft until again, teeth). “Any chance of doing a couple of quick back and upwards. At this stage, the aircraft was glancing ahead through the bullet-proof windscreen, circuits?” This time I was given a Sea Fury obviously accelerating, and getting badly out of I spotted the same aircraft. I looked closely and RAN893 (if my log book is correct) to strap to my trim, both rudder and elevator, and I wasn’t game was relieved and felt slightly foolish when I backside. This time, too, I was issued with a bone- to release the stick in order to try and unclip the realised that the “aircraft” was a dead insect, dome and briefed by the duty Sub-Lt. to “use goggle band from my helmet. shaped just like the head on view of an aeroplane. around 110 knots over the fence, seeing it’s your first trip in the Fury for a few years.” I felt very I recall swearing aloud and straining with all my Time was now up and I headed back to Nowra. I relieved about his suggestion to use 110 knots bug might with my neck to break clear of the goggles, had quite a struggle getting the canopy open on the speed (there’s my current Boeing terminology but being unable to pull my head forward enough to downwind leg, because of the airflow pressure, but coming out!) and told him that my previous naval break the elastic. I was twanged back hard against finally locked it open by the time I got to a typical mentor had instructed me to go for 90 knots. The the canopy a couple of times, then suddenly Boeing 747 position on long final. Sub-Lt. was horrified and said that it was fortunate something broke and away went my goggles into that I didn’t bend the aircraft, because 90 knots the sea near Nowra. I was rather miffed, some Approaching the runway, bleeding the IAS back to was strictly a carrier approach speed, hardly above weeks later, when I tried to explain to a disbelieving 90 knots, I noticed the ever alert Navy fire tenders the stall! In fact, page 42 of “Pilots Notes Sea RA.A.F. stores officer, that I had indeed lost my begin to travel at high speed parallel to me as I Fury” paragraph 6b(d) stated: “The recommended goggles from a Sea Fury. He was unimpressed by crossed the fence. I closed the throttle around 15 speed for deck landing is 90-92 knots. It is my story and said as far as he was concerned, I was feet and I swear it looked real nice to me, because necessary to pull the control column well back, to a Lincoln pilot and if I was so stupid as to beg for my speed was pinned at 90 knots, no windshear, effect a three-point touchdown.” That flight, in rides in Navy aircraft, I deserved to pay up for my really, I couldn’t miss. However, to my horror, the RAN893 went off without drama and I enjoyed lost goggles. Sea Fury failed to respond to my round out and we every minute. Greased the landing-tail high. spronged in at a fair rate of descent, bounced into Anyway for the next half hour I enjoyed myself the air, helped no doubt with my remaining frantic I have flown many different types of aircraft since doing steep turns, dives, wing overs, stalls (that backstick and I thought - “GO ROUND!!!!” those days and am now happily poling the delightful took a bit of courage, I tell you, because I was a bit Boeing 737 around the South Pacific skies. Yet I worried about spinning off the recovery), the full Visions of a full power torque roll made me change would give the world to be able to renew my flap, gear down, approach power configuration my mind and I recovered from a second long acquaintance with a Sea Fury, minus the earlier and a few aerobatics. bounce with a touch of power and frantic juggling frights, of course, because it was truly a thrilling of the prong. All was well, except that the aircraft fighter - a real man’s machine. seemed to pull up awfully quickly once I got the tail

Hawker Centaurus-Fury VH-HFG, pictured at Mount Isa, in transit from Darwin to Toowoomba, on 20th December 1983. Photo: Courtesy North West Star via L. Senyard

I V HAWKER CENTA UR US-FUR ¥ RESTORATION

Darwin enthusiast Mr. Guido Zuccoli has restored and flown the first of four ex-Iraqi Air Force Hawker Centaurus-Furies imported into Australia from Florida, U.S.A. in 1982. This first Fury, registered VH-HFG, is to be based in Toowoomba, Queensland, although Mr. Zuccoli resides in Darwin. HFG first flew after its rebuild on i4th November 1983. Two more of the Furies ai-e being restored in Dan^in, and the fourth in Perth.

The Centaurus-Fury was the aircraft on which the Hawker Sea Fury was based, the prototype Sea Fury, in fact, being a Centaurus-Fury fitted with an arrester hook. The original Hawker Fury 1 was powered by a 24 cylinder, H-type, liquid cooled Napier Sabre engine. The Centaurus-Fury is powered by an 18 cylinder air-cooled Bristol Centaurus radial engine, and unlike the Sea Fury, the wings do not fold. VH-HFG has been painted to represent an R.A.N. Sea Fury. Ill

Top: ¥H-HFG during restoration in Darwin in September 1983. Photo: Alena Jencik

Bottom: Mr. Guido Zuccoli with VH-HFG, Mount Isa, G^d., 20th December 1983. Photo: Courtesy North West Star via L. Senyard lililli lllll lllll

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