THE AVIATIOK HISTORICAL SOCIETY OF AUSTRALIA

JOUEHAL

Annual Subscription - £A1,10«G Registered in iustralia for Transmission by Post as a Periodical

¥0L. II lo. 12 DECEIVIBEE 1861

MOHTHLT KuTES

Due to the traffic betvreen Australia and Heiv Zealand not reaching ex- pectations, both Qantas and TEAL intend to re-assess their relative positions with regard to future operations. The general manager of TEiiL, F.A, Reeves, has. stated that, although December figures were likely to show a record, the percentage increase over the past year would not be as great as anticipated.

On Mthe December, 1961, the new Qantas air cargo terminal at Sydney Air­ port was opened by the Secretary of the Department of Trade, Dr, W.I. Westerman. The building, which was built at a cost of £250,QUO, contains the most modem equipment in the Southern Hemisphere for handling the wide range of cargo that passes through the terminal.

On 17tha December, 1961, Ansett-ANA commenced'new services between Mel-r bourne and country centres in Victoria and Hew South Wales, Operating under the name Victorian Air Coach Services, the fares for the flights were considerably below the normal rates. The aircraft used for the services are DOUGLAS DC-3C's which have,' 36 seats in nine rows of four seats. Three DC-3C's are in use - VH-AHJ, AKP, AHQ - and a fourth, VH-AIO, is to be converted (see page II,8l),

During December, lAH divert operating from the EAK Ijoom defence vessel, BMAS ELmbla, recovered wreckage of VIC SEES VISCOUKC VH-TVC from Botaay Bay, (see page II,90). Preliminary investigation indicates that the starboard wing failed in the air and the fuselage and port wing plunged at high speed into the Bay*

Consequent upon DCA's restrictions on the operations of AVED AISuN Mk.I aircraft (see page 11.57), Woods Ainmys, Ltd., "The World's Shortest Overseas Airline”, ceased operations temporarily, if not permanently, on 31st, December, 1961, The air­ line operates se3rvices between Perth, W.A,, and Eottnest Island, a holiday resort about 12 miles off the coast. At Eottnest Island, the Premier of Western Australia, D, Brand, and a crowd of nearly 1000 fare?relled Jimmy Woods on the last flight. The veteran pilot started the service in 1948 and used two AVEO ABSOH Mk.I aircraft (VH-WAB "Wilhelm De Vlaming" and VH-WAC "The Islander"), During thd past 13 years,. Woods has made between ^ 12,000 and 13,000 flights without an accident, though not entirely without incident. Future operations by Woods Airways will depend on negotiations at present under way for a replacement aircraft, either by charter or purchase, lacEobertson-Miller Airlines, which had provided competition on the route in recent years, at first with DE HAVILLAKD DOVES and later with DOUGLAS DC-3C's, has announced that ten flights per week (instead of the previous five) will be flown with DC-3C's during the summer months. bfit;

A«HsSsA. Journal y8 - December lySl

In mid-Decemberj, 1961, AVRO AISOI C,19 TO-BIX -was noted in the hangar of Brovm and Brain, Ltd,, at Moorabbin.Airport, Melbourne, Ihe rear fuselage had been damaged when the tailwheel struck a limestone outcrop during a forced landing which was caused by engine failure near Lancelin, HIA, on 22nd» llarch, 1961, After initial doubts on the economics of salvage due to the difficulty of access to the area, the aircraft was recovered and taken to Maylands Airport, Perth, shortly after the accid­ ent, It is understood that Brown and Brain intend to cannibalise this AliBOll, To overcome the restrictions imposed on iiHSUh Mk,I aircraft, the firm intends to fit metal ^vings to the fuselages of their AHSOIS ¥Ii-BAB, BAP and BSF, They will also modify three AHSulS for clients. The first two aircraft tdiich are modified v^ill be fitted with Armstrong Siddeley Cheetah Mk,15 engines (of which the firm has four with some 1000 hours to major overhaul) and the remainder will be fitted with Pratt and Yihitney Wasp Juniors* The first two aircraft will be re-engined with Wasp Juniors when major overhaul of the Cheetah Mk*15*s falls due*

Aerial shark-spotting patrols are being maintained again over beaches around the Australian coastline during the summer holiday season. In Melbourne, the oil-firm of B.P. (Australia) and radio station SAW charter CESSIA. 175A ¥Ii-EGZ (with GESSEA 175A VH-WCM as a standby) and another radio station 3UZ charters CE3S1®. 175B VH-SICT, Beaches near Perth, West Australia, are being patrolled with CESSHA aircraft of the Royal Aero Club of 1.A, which are chartered under the joint sponsorship of two radio stations and an oil company.

During December, the CAC WACi\ETI TEAIHEE xvhich is being modified by Yeoman Aviation (see page 11,5?) was noted at Banlcstown Airport, Sydney, r/ith an all-metal, swept tail fin.

On lEth* December, 1961, the first production ¥ICTA AIE TOUEEE made its first flight at Bankstovra Airport with Fit, Lt, E. Green at the controls. It is registered TO-MA and initial tests have shovm that it has a better performance than estimated. This aircraft v/ill make a demonstration tour- in January, 1962, and the second production AIE TOUEEE is expected to he completed in the middle of the same month, Mark numbers have been Allotted to versions of the AIR TuDEER as folloT/s

Mk,l Wooden wing- 65 hp Continental A-65 Original prototype Mk,2 Metal wing 100 hp Continental U-200 Early production 'VH.-MFA to MTC Mk,S Metal wing 110 hp Lycoming 0-245 Later production ¥H-1£V1)

On 16th» Deceiaber, 1961, a ne-w agency for Piper Aircraft; was officially opened at Moorabbin Airport,_Melbourne, The new agency, Pipeair Ltd,, was formed by a Melbourne car dealer and motor-racing driver, G*W, Patterson, who had recently pur­ chased the McLenzie Flying School and the agricultural aviation firm, Farmair. Most of the Flying School's fleet has been sold and the only aircraft which has been re­ tained is the PIPER CAEIBBEAK VH-GMH. On 16th. December, a PIPER PA-28 CHEROKEE Yli-FGH (c/n 28-56) arrived at Moorabbin on loan from Commerce International Ltd, It was present at the official opening of the agency and was used as a demonstrator un­ til Pipeair's CBEEOKEE VH-GhD (c/n 28-112) arrived on 22nd* December, The Pipeair fleet, which is largely registered in the GW series, at present comprises the CAEIBBEAI VH-GMH, COLT 1/H-GWA, GHERUiLEE VH-GID, and COMAMiliE PH-GIP, A*Ji«S*iU Journal 99 - December 1961

On 24th9 December, 1961^ BEECH D-17S VH-AFP arrived at Moorabbin Air­ port, Melbourne, for performance trials for certification in a new role* It has been modified for seeding operations by the addition of a large hopper at the rear of the eabin* The aircraft, ¥Jhich is painted silver with red trim lines, will be operated by E. Tadgell in Queensland,

On 23rd« December, 1961, DOUGLAS DC-3C YH-AGU was noted at Perth Air­ ports, (f.Ajj ?fith the name Westralian Aerial Surveys on the fuselage.

On 16th, December, 1961, AUSTER J-lB AIGLET ¥H-ABP was reported miss- ing on a flight from Geraldton to Camavon, W,A, (see also page )e Ihe aircraft could not be located for several days and this resulted in possibly the most in­ tense aerial search ever Eiounted in Western Australia, Aircraft which took part includ mm GOmiAHDER SeOE YE-CAW, CESSHA 310F YIUBBY, aero 145 YTi-DUB, PIPER APACHE 160 YIl-BUA, DOUGLAS DAKOTA A65- of the RAiiF, and several private a,ircra,ft.. The burnt—out wreclcage of the AIGLET (which had been engaged on a charter flight from Perth to Onslow in the'north-western area) was located by tPie APACHE on 20th» December about 10 miles north of Geralia Station homestead and only 20 miles from the point where it had been last reported in flight by a stockman on an adjoining station. The pilot and three passengers were killed.

On 15th® December, 1961, CESSHA 180A G-AFTJ, piloted by G, Youl, passed through Adelaide on a delivery flight from England to Cressy, Tasjmnia® Last owner of the aircraft was motor-racing driver, J * Brabham, and -nreviotis identities of tbiis CESSIA are EI-ALO, G-APYJ, H347IC, and H9714B, A long-range tanlc was - fitted in the cabin for the flight and this gave a range of 1100 ajiiles, Youl was dogged by bad weather, minor mechanical defects and official delays so that the planned duration g of 10 days became nearly a month® He departed from Luton, Bedfordshire, on 19th. , HoveELber for Paris but was forced to return due to rain, fog and a faulty radio. Eventually, the flight proceeded, with delays, via Lyons, lice, Brindisi, Athens, and Damascus® The aircraft reached Singapore on 8th* December and flew via Djarlmrta and Timor to Darvfin where it arrived on 14th® December® The flight con­ tinued via Alice Springs, Adelaide and Melbourne® and Youl arrived at Western Junct­ ion Airport, Launceston, Tasmania, at 4*55 pm on 16th» December* The longest stage on the flight was Darr/in~Alice Springs (850 miles) and th.e longest overwater stage was Timor-DaxTivin (550 Eiiles),

On 8the December, 1961, CESSM 320^ SKYHIGHT arrived at Darwin, H»T«, on a delivery flight from the U.SoA, via the Atlantic, Europe and Asia, It was piloted by Fi. McWilliams, Cessna’s Regional Sales Manager for the Pacific Area, and the aircraft was purchased by lew Zealand interests® It was noted at Banks- to^TO Airport, Sydney, on 16th® December, and later flew to Hew Zealand via Bris­ bane and Norfolk Island, arriving at New Plymouth on ZOth® December* This ¥/as the first SICYNIGET- to be seen in Australia, SK.'i In mid-December, a RYAN ST-M ^ms floTOi from Darwin to Melbourne in TAA's DOUGLAS DC-4 YH-IA ® The aircraft, wh,ieh was formerly YH-AGV and v/as withdraTO from use several years ago, has been purchased by two TAji personnel who intend to restore it to ainTOrtlxy condition® A.H.S^A, Journal - 100 - December 1961

In December, several ex-BAAP CAC MDSTAffiS were noted at Sydney Airport and Banlcstffsvn Airports Adastra Ainmys have acquired A68-IO4 and 187 but have no immediate plans for civil use* This firm h-as also recently purchased MUSTAl® YH-FCB and all three aircraft are at Sydney Airport* At Bahkstovm, A68-198 and VE-BOW (a short-term registration for flight tests only) have been seen in the hangar of I'aw- cett Aviation^ On a recent visit to the former EAilF Base at Tocumv/al, BSVV, A68-119 and 193 were noted in a storage hangar and it is understood that one of these has been acquired by interests at Banlcstoim Airport also*

For work with AlilEE in the Antarctic during 1962, three aircraft were scheduled to sail from Melbourne on the "Thala Dan" on 23rd» December, 1961, DE EAYILLAM) BEAYER I A95-205 (believed to be ex YH-FGL(2) was loaded on 22nd, Decem­ ber and had an orange colour scheme with fluorescent pink wing tips and tail unit. The letters AHAEE were painted on the upper port and the lower starboard wing sur­ faces while EiiiiF roundels i^ere on the opposite wing tips and EAilF roundels and AKAEE symbols were on the fuselage sides, TAil was scheduled to supply two liIDLER 12-E's but this was the subject of a court action by Helicopter Utilities Fty, Ltd. in Hovember on the grounds that TAA did not have the power to perform such work. On 2nd, December, the submission was held to be valid but, becuse of the complex legal factors involved, an injunction restraining TAA was not granted. However, on 20th, Deceitber, the Commonwealth Attorney-General (on behalf of Helicopter Utilities) sought and received an injunction in. the Sunreme Court, Sydney, The AHAMl contract vras transferred to Helicopter Utilities, the only other tenderer for the Antarctic work, and, after hurried preparations, BELL 47G YH-UTA and BELL 47G-2 VB-UTB were floivn to Melbourne, Both helicopters flew on to the platform on the stem of the "Thala Dan", The main external colour of these aircraft was yellow,

"Operation Crowflight YIII" ended at EiulF Base, East Sale, Yictoria, on 5th, December, 1961, when the LOClffiEED U-2 aircraft departed direct to Nadi, Fiji, The MARTIN NB-57B's flew to EiiAF Base, Amberley, Queensland, on the previous day but had to wait until the weather improved sufficiently for the U-2 flight.

The first Soviet aircraft to fly into Australia arrived at Darwin, N,T « S on 20th, December, 1961, on a flight from the Soviet Union to the Antarctic base at Mirny, The tvfo aircraft, which belong to the Directorate of Polar A-viation (a section of Aeroflot), £lew to Sydney on 21st, and departed for Christchurch,. New Zealand, on 22nd, On the Darwin-Sydney stage, a RAAl" navigator flew in each aircraft to assist if required. The two aircraft were ILIUSEIN IL-18 CCCP-75743 and AFTOlOY AN-12 CCCP-04366, The fomer carried a party of 16 scientists and journalists, and offic­ ials indicated that similar flights may be repeated at intervals of about six months.

On 29th, December, 1961, A, Wozniakawaski established a new Australian gliding record of 348 miles in a flight from Gawler, S,A., to Learmonth, Yictoria,

Contributions to the Monthly Notes have been made by E, Allen, T, Bought- on, E« Flanders, B, Hay, J, Eopton, K, Meggs, F, Rogers, P, Ricketts, The Aviation Historical Society of New Zealand, and British Civil Aviation Ne%re (Air Britain), A*HiS«Ae Jotimal 101 - JJeceiriber 1961

SUPPLEMEITAEr MOITELI ROTES Due to shortage of space du^ring the year, it was necessary to omit a number of interesting items. These are included below under the releTant months,

MAECHs On 25th $ the Deputy Premier of Tasmania, Mr, Fagan, officially un- Teiled the Harold Gatty Memofial which stands in a small reserve at Campbell Town, TaSBiania, The Memorial consists of a base with an upright pylon which is surmounted by an open-frame globe with outlij^ies of the continents attached to the surface. It is dedicated to the memory of the famous Australian air navigator, H, Gatty, who spent much of his early life in the district,, ,He later attained fame as navigator on 'ffiley Post's round-the-world flight in 1951 in the LOCEHEED VEGA "Winnie Mae" and, post-war, was associated with the establishraent of Fiji Airways,

On 27tli « 9 the President of the loyal Aero Club Federation of iiustralia, P. Lloyd, announced that Captain B, ("Black Jack") ffalker, a well-known EAAF pilot in

World War II and former chief test pilot of De Havilland Aircraft Pty, Ltd ® 9 Sydney, had been appointed as full-time manager of the Federation's airline pilot training scheme (see also JUHE),

MMt On 12th•, it was announced that British Aircraft Corporation (Australia) Pty, Ltd, had been formed with headquarters in Sydney to merge the main aircraft and guided weapon interests of three companies in Australasia and south-east Asia: Bristol Aeroplane Company, English Electric Co, Ltd ,, and Vickers Ltd, It is a branch of the parent company, B,A,C, ■J 9 in England which is a consortium of the three companies.

JURE: On 27th•} it was stated that, despite the recession in airline traffic, the airlines were honouring their agreement oonceming the Royal Aero Club Federation's airline pilot training scheme and that the first thirteen graduates were now being taken on the staff of the airlines, Qantas, lAA and Ansett-AKA rrere taking three each and Airlines of KEYS', Queensland Airlines, HacEobertson Miller and East-West Airlines were taking one each. On 29th• > the Minister for Civil Aviation, Senator Paltridge, announced that a four-year subsidy plan for flying training organisations will commence in the financial year 1961-62, The subsidy would be £185,OOu in the first year and £150,UOO in each of the following three years. From 1962-63, about £50,000 Tfould be used to finance a scheme kno¥m as Austrs,lian Flying Scholarships in -which about 50 young men would be given financial assistance to train as commercial pilots in the same way that Commomvealth Scholarships aid young men entering other professions.

JULY s On 8th,, Mrs* Kahcy Walton, the well-loio-sm Australian woman pilot, and Mrs, L. Savory, of California, left San Diego, California, for Atlantic City, Ksw Jersey, in the 15th, Annual "Powder Raff Derby", the U.S, transcontinental air race for women. They were flying PIPER COMAHCKE in a field of 98 starters, Mrs, Savory had vro-n the event in 1949 and Mrs, Walton'was fifth in her only appearance in the race in 1958, Bad v/eather delayed 89 competitors and the organisers extended the original time limit by rtrenty-four hours. However, the COMAHCHE was forced to land at Gainsville, Georgia, by a severe storai andy as this avas not an official check point, the crew was automatically disqualified. AeHeSsAs Journal 102 - Deceniber 1961

AUGUST; On 17th•» the Minister for Civil Aviation, Senator Paltridge, issued the report of the DCA Accidents Investigation team vdiich inquired into the crash of DOUGLAS • DC-4 VH-l’iLA at Brisbane, Old,, on 24th, May (see page 11,40), The report stated that the captaan of the aircraft, P.J. Morris, had suffered a sudden heart attack and collapsed across the control console, closing all four throttles. The first officer had been un­ able to operate the throttles or move the captain’s body in time to prevent the accident but took all necessarj'- action in view of the impending crash, In the subsequent landing. the nose of the aircraft collided with a tree and the first officer was killed.

On 27th,, three men (B, Bvers, He ns by, and B, liurphy) of the Sydney Sliydivers' Club made the first parachute jump into snow in Australia, In three separate runs by CBSSMA at 10,000 feet over Perisher Valley (altitude of 5600 feet) near Mt, hosiusko, KSl, they fell for 17 seconds before opening their parachutes.

SEPTEHBEE; On 15/l6/l7th* s a Business Aircraft Symposium was held at. Parafield Air- port, Adelaide, S,A., Tfith a display on 16th, The following aircraft were noted:- AEEU CUMMIDEE 560E CAW CESSm 172A. BWI DH DOVE 5 RAJ AUSIER 3 BYJ CESSM 17 2B BWJ,GIP,IdpA DHC BEAVEE 1 EAY AUSTEE J-5G EEV CESSMA 175 EFB DEC CHIPHOIK BWB,BWC,BMF BEECH BOHAKEA DHB CESSM 175A EGE MUUMEI Hk.21 DUV BEECH TEAVEL.>-IR DM CESSMA 180 EGM PEOCTOE 3 FEC CESSMA 150 BWG, BM CESSMA 210 EDG,EEY,EFT PIPER COMANCHE PAJ EYAK ST-M AGW On 30th,, GENERAL AIRCRAFT MOIOSPAR VH-UTH arrived at Lympne, England, (see page’11,73) after continuing th.e flight via Nicosia, Rhodes, Athens, Brindisi, ^me, Nice, Marseilles and Paris, Flying time for the journey from Australia was 120 hours. The aircraft was fitted irith an additional 30-gallon fuel tank in the fuselage and HF radio equipment and a radio compass for the flight. On 4th, October, the air­ craft Ycas floTiWa to Biggin Hill and offered for sale. The veteran machine has created a degree of interest in the United Kingdom and the owner. Dr, Morris, hopes to clear £1000 after paying Customs dues. OCTOBER; In the English journal FLIGHT of 12th, October, there was a letter from S.H. Eandasyde seeking support from the aircraft industrv for a proposed tribute to the pioneer British aircraft designer, G.H, Handasyde, in the form of a commemorative flight from Australia to England by a BRITISH AIRCRAFT EAGLE, one of Handasyde's designs. It was stated that De Havilland Aircraft had offered to service the engine, etc,, free. On 27the, CESSM 150 1/Ti-EHZ ?fas salvaged and taken to Muloorina Station, S,A. (see page 11,83) on behalf of the insurance company. Damage is relatively light and it is likely that the aircraft will be stored and repaired at the Station, and then flo?m to Darv/in,

NOVEMBER; On 4th •s Air Vice Marshal F,H, McMamara, V.C., died suddenly, aged 67, in London, Born at Rushworth, Victoria, he served v^ith Mo,l Squadron, A.F.C,, in the Middle East in W.W.L and v/as awarded the Victoria Cross for conspicuous bravery and devotion to duty on 20th, March, 1917, and was the only iiustralian airman to be avirarded the V,C, in World War I, He later had a distinguished career in the RAilF which included liaison duties with the .RAF during 'World War II, Notes have been contributed by I, Boughton, P» Ricketts, T, de V, Webb, and N, Weeding A.H«S*A« Journal - 103 - December 1961

AUSTRALIAN CIVIL REGISTER ADDITIONS APN DHA Tiger Moth 331 11»61 Queensland Air Planters, Childers, Qld* CFG Piper Colt 108 22-8929 10.61 Brooke's A-viation, Moorabbin, Vic, COX Cessna 182D 53594 12.61 J,F* Cox, Leura, NSi¥ CYF Cessna 182 33490 12,61 Aerial Agriculture, Bankstoim, HS'ff CYI Cessna 150 17232 12.61 Hazair Agricultural Service, Orange, NSW DDR Cessna 150B 59361 11.61 Darling DoTira.s Aero Club, Toowoomba, Qld, DDX Cessna 150B 59362 11,61 Darling Dotos Aero Club, Toowoomba, Qld, FBX DHA Tiger Moth 11,61 Air Training Pty,, Ltd,, Bankstotm, HS¥S' FIG Folcker Fi'iendship Series 200 10170 3.61 Airlines of NSW, Sydney, NSW FNH fl tl n 10180 6.61 Airlines of NSW, Sydney, NSW FKI tt ri tf 10181 6.61 Ansett-AHA, Melbourne, Vic, MOD Piper Comanche 250 24-2569 11,61 Country Air Services, Rockhampton, Qld, MIF ft rt II 24-2570 11.61 Airwork Pty, Ltd,, Young, NSW MJH Mooney Mk,20B 1865 12.61 Hazair Agricultural Services, Orange, NSW MET DEC Beaver 1 1125 11.61 M.J, Toohey, Bundaberg, Qld, MSB Piper Colt 108 8887 11.61 Masling's Aircraft Sales and Service, Cootamundra, NSW BJJ Cessna 210A 57679 11.61 F.G, Sherman & Co,, Sydney, NSW mz Cessna 150B 59363 11.61 Royal Newcastle Aero Club, Newcastle, NSW RVI Cessna 172A 36985 8.61 Royal Victorian Aero Club, Moorabbin, Vic. SGK Mooney Mk,20B 1864 11,61 Sliyifj-ays (Qld) Pty, Ltd,, Brisbane, Qld, ISD Yeoman Cropmaster Series 1 105 10.61 Trojan Aerial Spraying, Adelaide, SA TIA Cessna 150B 59364 11.61 Tamsirorth Aero Club, TaiOTforth, NSW

Previous Identities : APN A17-312 CYF N4800D CYI N5732E FBX VE-FBX, VE-ESF MET A95->e^y, VH-DEJ

CHANGES OF REGISTRATION ex B¥¥L Cessna 172B 482-27 10.61 Royal Aero Club of SA, Parafield, SA GIP CYO Cessna 172B 47853 5.61 De Havilland Aircraft, Bankstown, I'SS’W GMO ENB Auster J-5B Autocar 3166 12.61 Mudgee Aviation Services, Mudgee, NSW ENB MFJ DHA Tiger Moth 9.61 J,F, Mann, Glenthompson,^ NSW IVffi EDO Cessna 180A 52747 11.61 Bob Cowper & Co,, Cunderdin, WA GEC mi DH Chipnunk T.IO 10.61 Royal Victorian Aero Club, Moorabbin, V, ENI RWII Cessna 150A 59158 12.61 Royal Aei'o Club of WA, Perth, WA HIS 3AK Beech Bonanza H35 D6776 11.61 Somerset Ainmys, Longreach, Qld, DEB SMI Cessna 180 31497 12.61 Cattle Trains of Australia, Bundaberg,Q, FLH WFZ Cessna 180D 50937 10.61 Aero Service Pty, Ltd,, P^bh, HA. RDE

DELETIONS BEX DHA Tiger Moth 8.61 WFS BPB Auster'J-5B Autocar 3097 11,61 ms ENF DH Chipnunk T.21 Cl-Cif.b'l 12,61 CR 9,12.61 ¥¥est Maitland, NSW (11.104) A.xi.SsA. Journal - 104 - December 1961

PEjjBABLE lEITE-OFF

1*12*6J DM TIGEl MOTH TO-ATE (c/n 406) : While crop-dusting near Stavely, Fio- toria^ tbs wheels touched the crop and the aircraft crashed# The. pilot, T, Allan, escaped serious injury but the aircraft was badly damaged#

2#12,61 CESSHA 180 A98- (c/n ) While engaged' on - a. rioconnais s ance training flight, the aircraft crashed soon after take-off from the airstrip at Eildon, Victoria# The pilot, Lieat, T» Galvert, and one passenger were seriously injured but the other two passengers escaped with minor injuries# The aircraft was wrecked, ■

2.12.61 DE HAVILLAID CAIADA DHG_3 OTTEE TO-SBS (c/n 253): The aircraft crashed and burned at an altitude of 80UU feet on a mountain ridge between Togaba and Mendi, IfeViT Guinea, The two crew members. Captain E# Zuydam and First Officer B# Badger, were killed,

3#12#61 DHA TIGEE MOTH VH-EAX (c/n. ): liftiile crop-spraying near Cavendish, Victoria, the wheels clipped a fence and the aircraft crashed# The pilot, B, Holmes escaped injury but the aircraft Yfas wrecked#

7®12#61 AUSTEE J-5E ALPI13E VH-IlCE (‘^/^ 3305): While engaged on a search for stray cattle on Euragabah Station, near Booligal, HSVf, the aircraft crashed and the pilot, J. Crossley, and three passengers were killed® The aircraft was wrecked,

9.12.61 DE HAVILLAro DH-Cl CHimUM T*21 W-EIF )-. When the engine failed on take-off from the airfield at West Maitland, HS?<, the aircraft crashed in the adjoining paddock# The pilot and passenger escaped without serious injury but the aircraft Yvas extensively damaged#

10,12,61 DE HAVILLAID DH-Cl CHIPMOTI. 1,10 VH-EVG (c/n ): During a training flight in the aerobatic area, the metal airscrew fractured and the engine was torn from its mounting while the aircraft vfas at 3000 feet near Scoresby, Vic# The CHIP« MUNE stalled and spun but the instmciox, E« Fisher, recovered control and made a good forced landing without injury to the student pilot or himself#

16«12e61 ADSIEE J-IB AIGLET VH-ABP (c/n 2703): While on a .charter flight from Perth to OnsloYv, W.A., the aircraft crashed and burned near Giralia Station# The pilot, D# Devenish, and three passengers were killed (see page II#99 also).

18,12.61 BEISTOL FEEIGETEE VH-AAH (c/n 12774) ; On a flight from Sydney to Launceston, both engines lost power about 30 mimtes after take-off. The pilot, L# van Praag, attempted to reach the airstrip at Albion Park but had to land in a pad­ dock. The three crew members and one passenger escaped serious injury but the air­ craft was extensively damaged by collision with trees.

21.12.61 YEOMH CEUHvIASTEE 250 VH-CXH (c/nlOs): The engine, lost power near Black- heath, H3¥^, and the aircraft struck a power dihe and crashed at the edge of a 300 ft. cliff. The pilot, T, O’leill, .suffered minor injuries but the aircraft was badly dam­ aged by fire and, as the position made salvage difficult, it Yfas pushed over the cliff, 24.12.61 CESSliA 182A VH-Ct'ifL (c/n 34482): The pilot and passengers escaped Yvhen the aircraft crashed at Mary Kathleen, Qld# The aircraft was extensively damaged. A^H.S.A. Journal '■ - 105 - December 1961

THE SIEOESICT S-,38 IH A.USTEALIA AI-ID THE PACIFIC

By Mitch Mayborn

The S-38, built by Sikorslcyj, was a good plane. They all were, for they had to accomplish the hazardous tasks which they were set. These Ugly Ducklings - they weren't much to look at - vrere born in June, 1928, vdien the first one was launched.

This plane rms, in the words of designer Igor Sikorsl^y, "the plane which actually completed the peaceful conquest of nearly all of South America." Because of the S-38 the Sikorsljy factory \vas enlarged, the company re-organised, and land near deep water was purchased at Stratford, Connecticut, "It was at this time" Sikorsby states, "that our organisation ceased to be a small one and became a substantial, excellently-equipped, modern aircraft manufacturing org;an- isation" The success of the S-38, at a time when the Sikorsl

The S-38 was developed directly from the S-34 and S-36. The S-34 was an experimental type and only one ims built, and it w'as destroyed in a land­ ing accident. The S-36, developed from the S-34, was a twin-engine, twin-boom aircraft and five were built, Perhaps the most famous S-36 was "Dawn" which crashed in late 1927 on an attempted flight to Europe from the United States,

Three pilots, with vridely-varied experience in S-SB's, were quest­ ioned regarding its flying characteristics and all three were in virtual agree­ ment as to its qualities, Vern Carstens, now Manager of Flight Operations for Beech Aircraft Corporation, had this to say about the 5-38, "It is true that they ?rere slow and probably clumsy-looking, but they had a great deal of util­ ity that would make them useful in bush operations to-day," Carstens received his experience with the S-38 Tfhen flying for explorer Martin Johnson in Africa, He added, "The S-38 was not a complex aircraft and it was easy to service. Un­ less it had been in water of a corrosive nature, all that needed to be done was to drain the bilges and floats and open the hatches so that the interior could dry out," On land, the S-38 was an excellent handling aircraft in all respects. The brakes made it easy to taxi and, because of it's low landing speed and good stall characteristics (55 mph), landings v/ere never a problem, even in getting ante some strips as short as 1400 to 1500 feet.

Across the world in Hawaii, Captain Charles I, (Sam) Elliott i-ms flying the S-38 for Inter-Island Airways, Ltd, Elliott eventually flew over 5000 hours in the S-38 mainly because he liked to fly. Commenting on the water take-offs in the S-38, Elliott had this to say: "With a load, you sat so lov in the water that the props kicked up so much spray over the windshield that, for the first part of the take-off until you got up on the step, you had no fonmrd vision at all. After getting up on the step, vision was fine and you were in the air like a scared Jaclcrabbit," He added: "The S-38 had very good laiiding and take-off characteristics on land. Getting into and out of small fields, I A.H.S.A, Journal 106 - December 1961

do not think that it could be beat. It had to be that kind of aircraft to op­ erate in and out of the sp-called 'landing fields' we had at the start of our operations in Hawaii,”

One-time owner and operator of the lest Indian Aerial Express, Captain Basil L, Rowe fle^f the S-38 for Pan American World Airways in the Car­ ibbean, Central and South America, Ag Chief Pilot for the young and growing airline, Rowe flew many exploratory routes in the S-38, Hear the end of 1930, on an exploratory flight from Cristobal, Canal 2one, to Kingston, Jamaica, to Ciehfuegos, Cuba, and to Miami, Florida, there was a long overwater hop. To reduce weight, the flooring was removed, the safety-glass cabin windows were replaced with lighter duralumin panels, and even the maps were cut into strips since every reduction of six pounds meant an additional gallon of :igas which was two miles in the S-38, There were no radio facilities for this flight and all navigation was by dead reckoning.

Beginning with c/n 14A, Sikorsky produced a total of eleven S-38A aircraft The other S-38A constiuctor's numbers Trere :14-1 through to 14-10, These first eleven aircraft, along with the first ten S-38B aircraft, were the only ones out of 111 produced ttat had a vertical front windshield. Thus, al­ though the vertical windshield is the main distinguishing ■ characteristic of the S-38A, it doesn't hold true in all respects. The other versions of the S-38 were distinguished primarily by powerplant and interior changes and there are precious few external differences for identification.

The best way to detemine the differences in the S-38A and S-38B is to refer to a registration list Yrtiich appeared in the Journal of The Amer­ ican Aviation Historical Society, Vol, 4, Ho, 3, 1959, pages 155 to 185, The S-38 was built in groups of 20 aircraft after the first series of eleven. The series ran 114-1 through 114-20. 214-1 through 214-20; 314-1 through 314-20; 414-1 through 414-20; and 514-1 through 514-20.

A table of pertinent data for the S-38 is shovm below:-

Model ATC Ho. of Engines Gross Baggage Ho, Places Weight

S-38A 60 9 Two 420 hpP, & W, Wasp Cl 10480 500

S-38B 126 8 Two 450 hpP. & W, Wasp 01 or SCI 10480 500 S-38BH 356 8 IVo 575 hpP, & W, Hornet B 10480 710 S-38BS 2-434 5 Two 450 hpP. & W. Wasp SCI 10480 600 S-38BI 2-446 8 Two 525 hpP. & W, Wasp IlDl 10480 271 S-38B Special 2-68 9 Two 420 hp P. & 1. Wasp Cl 10480 400

S-38C 158 10 Two 420 hp P« & W, Wasp 01 10480 400 A«H«S«A«. Jouraal » 107 Deceiriber 1961

TEE UJSTRALIAI S^»38

The only Sikorslgr S-38 to "be registered in Australia started its life whesi a Pan American contract for purchase ?ms signed on 29the April^^ 1929^ This S-3SB^ c/n 214-13^ was completed in Augustj, 1929^' and deliTered to Fan Am in September for a cost of SSl^200^00,, Registered lC-1421^^ the aircraft, was based at Miami^ Florida for a period and^ on 26th« April, 1930, with a crew of Charles A« Lindbergh (pilot). Captain Basil L« Bo¥/6 (cO'»pilot) and Bert Denicke (radio operator), it flew the first air mail over the route from Miami to the Canal Zona via Hairana, Cuba, and TUerto Cabezas, Bicara^ua® A photograph ; taken on the day of the flight appears at the bottom (.right, side) of page lu8A and the crew membars are, from left to right, Denicke, Lindbergh, and Eowe..

Apparently, the Shell ATiation Company (a subsidiary of Shell Oil) purchased 1C-142M and, on 8th« December, 1936, it was sold or transferred to an affiliated company, Papua Oil DeTelopment Co®, of Port M.oresby, Hew Guinea®

On 12th® March, 1937, after the aircraft had been erected at Bris-- bane, Queensland, an Australian Certificate of Airworthiness- was. granted, and the amphibian was registered l/Ii-UZE® The Ciwil Aviation Branch (CAB) had per-- mitted the aircraft to enter Australia on the understanding that it was to be used in New Gtiinea for a period not exceeding 12 months, and application would haire to made for any extension of time beyond the year® This vms a relaxation of the then-current restrictions on importation of some foreign aircraft®

The S-»38B was flora to Sydney where radio equipment ¥/as installed and this, plus other new equipment, reduced the payload from 270 to 52 lb® The reduction was not considered serious as it was thouglrt that operations in Hew Guinea could be completed satisfactorily with reduced fuel and oil loads® The aircraft was flora from Sydney to Hew Guinea, and the photograph at the foot of page 1Q8A (left side) shows ¥li-UZE at Rocldiampton during the ferry flight®

HoYfewer, initial operations in Papua showed that full fuel reserves Yfere necessary for safety so the 'landing gear rms removed and the aircraft wm operated as a flying boat® Removal of the gear saved 484 lb® and permitted th.e nO'Cessary fuel to be carried, plus sufficient cargo®

The final flight of -l/H-UZE began as many others had in ita Advent­ urous history# On 27th# December, 1937, the pilot, E«A# Davies, took off Daru at 11#40 a#m# with three passengers, and arrived over a drilling camp at Kikori at 1#00 p®m« (see the map on the next page)® As usual, the river ims muddy but a careful check disclosed no obstructions in the landing area so Davies landed# After planing across tPie Y^ater for about lOp feet, tPie ’plane was thromi twenty feet into the air by violent impact with a submerged object® Davies opened the throttles and regained flying speed but found tliat flight could be maintained only by use of full starboard aileron# An inspection revealed that the nose of the port pontoon Yfas missing and the loYjar port wing Yras badly damaged# An im”- mediate landing was necessary and Davies set ¥H«DZ1 down near the Steam Launch ^Lingas^^ YYhich was 'tied up near the camp# The aircraft listed to port and, to prevent it from sinking, fuel was dumped from the port wing, oil drums Yrare. put under it, and the passengers clJjabed on the starboard wing for counter-balance® The hull was holed also and pumps could hot cope with the. f loYir of water# A,H,S.A* Journal 1U8 - December 1961

An attempt was made to tow the aircraft to shore but the river cur- rent and the drag of the oil drums and the sinking 'plane proved too much for an outboard motor-boat, even ivhen assisted by the S<-38B's engines, . Finally^ with hh© aid of a steam winch from the "Angas", ¥H-UZE was beached at the mouth of a nearby creek. By 9»00 p*m», the 'plane 'was nearly submerged as the tide's rise and fall at liikori is normally 10 to 12 feet. With each tide, the S-38B sank deeper in the soft mud and all attempts at salvage proved futile. Finally, the instruments, radio, engines, upper wing tail booms and tail unit, struts and one landing gear leg were removed and passed to the insurers for disposal.

At first, it was suspected that the aircraft had struck a submerged log but close inspection of the damaged pontoon disclosed the large scales of a crocodile, I’hus, the career of this adventuresolme S-38,. the 45th, built, ended at the hands of chance misforbune in the :rugged 'jungles of le-iT Guinea,

OTHER PACIFIC S-38's

Two other S-38 aircx-aft also operated in the Pacific, In 1936, an S-38B arrived in lew Guinea, This 'plane, c/n. 314-12, tms constructed in 1930 and sold to the Cleveland Company, and received registration EC-6V, In 1932 it was returned to Sikorsiy -i^iio sold it to Pal-Waukee Airports, Chicago, in that year (the aircraft being illustrated in the second photograph from the bottom of page 108A, left side}. It is next found oimed by the lew Guinea Petroleum Co* (M-lGBil) as PIl-AEI, The second of .the type to arrive, in the region was an­ other S-38B, This 'plane, c/n 414-14, had been o'wned and operated as 1C-23V by S'tandard Oil Gp, of lew Jersey from early 1930 until 1935 when it followed its sister ship to Eef/ Guinea as Pll-AhS, These t'wo aircraft and three De Havilland Dragon Rapides were used by MHGEM for photo-survey -work over Dutch New Guinea from 1936 to the sumi'cer of 1937, and all five aircraft operated from bases at Mimilca, Beroei, Babo and Epam, The 'planes, while operated by MGPM, were act­ ually o'S'med by idllLM, a subsidiary of KIM in the Netherlands last Indies, and leader of the air survey of north-west New Guinea was Captain Itippen, a famous Dutch pilot -who returned to Holland when the 'work was finished.

From 1937 to 1941, the S-38B*s performed other photo-surveys over the East Indies, British Borneo, and Australian New Guinea, On 20th, February, 1942, the tYiTo aircraft were at Buitenzorg, Java, and were probably destroyed a'fc the time of the Japanese invasion of the island in 1942,

I would like to aclaio'vrledge the assistance of Messrs, Trevor W, Boughton, J.A, Pryor and D,E, Jolmson in supplying data on VH-UZE, and the kind help -given by George Rookar in su,pplying infom,iation V&- on the activities in the Netherlands East Indies, The photograph of VH-UZE is re­ produced by kind permission of the Rock­ hampton Newspaper Co,

kKv.'.. A,H,S,A. Journal - 109 - Decembor 1961

G.A.C> MUSIAMG •yH-BBl/G-AEED

Additional Hoteg by I.W. BoUghton

Some further information re,garding the IIUSIAM} 1/H-Bl/l'l/G-AEED is presented to supplement the article on pages 31-34 of Vol, II Ko.4 (Aprils 1961)^ It deals T/vith the EEDeX Trial of 1954 and the record attempt by S® FlocMiait, In addition^ seireral photographs on page 108A show preiriously-mentioned marlcings s In the second photograph on the right-hand side, the wording under registration G-ARKD is "This aircraft was prepared by Illawarra Flying School, Sydney", Ihe third photograph on the right-hand side illustrates the target-towing equipment mentioned in the first paragraph on page 33, The top left-hand photograph is re­ produced by hind permission of The Sydney Morning Herald and the other photo­ graphs of this aircraft have been furnished by AHSA member, P, Ricketts, and by the author. A number of amendments should be made to the text of the original article as shawn below. The first amendment is intended to correct a possible implication on the radio equipment which was not intended in the article. Page 33, para»2, line 9 - Amend to read: radio compass and two YSF sets were installed. These were non-standard for RAAF MGSTAHGS, which were normally fitted with HF radio equipment and IFF unit. The aircraft was given Page 33, para,2, lines 16 and 17 Underline: Danvin, Rangoon, aiid Bahrein

_REDeX______TRIAL.______1954;_ A,J, Glass, a Sydney meter-cycle dealer (hence the advertisement for Capitol Motor Cycles) then aged 24, entered in the REDeX Aircraft (Navigation and Reliability) Trial and completed part of the course before withdrawing because he oonsidered his handicap isras unrealistic. Other competitors also felt that the handicaps were too stringent and that the aircraft were not being compared correctly. In the Trial, Glass left Bankstoi/m on 8the August, 1954 (all other competing aircraft had departed on 1st, and 7th, August) and arrived at Brisbane at 11,51 am. He took off for Bundaberg at 12»42 pm but returned at 1,55 pm. He "was reported as saying: "I have the fastest plane in the Trial but, if I had continued, I would have ended up losing the biggest number of points".

The scheduled time for Brisbane to Bundaberg (195 miles) was 27.5 minutes (an average ground speed of 422 mph) and, to attain this, full throttle would have been necessary for much of the distance. Measurements of wind velocity by ground stations at the time indicated that Hature would have had little in­ fluence on the flight.

SYDREY-LOHDOI RECORD ATTEMPT; Flown by Clouston and Ricketts, DE EAVILIAM) D.H.88 COMET G-ACSS flew from London to Sydney in 80 hVs, 56 min, between 15th® and 19th, March, 1938, and returned later in 130 hrs, 3 min. The solo record set by the late H.F. Broadbent was also of this order. Therefore, the Sydney-London record was clearly the better one to attack.

During October, 1960, United Dominions Trust fonned, in agreement with the British Racing Partnership and Laystall-Engineering, a motor-racing organis- A*H.S,Ae Journal 110 - December 1961 ation knom as the DDT-Laystall Eacing Teamc DDT was apparently following the example of another English finance company,, Yeoman Credit, Yfhich had gained useful publicity from a siBiilar venturet The Team’s enhlem is a golden hare (which is renoimed for being fleet of foot) on a black and white chequered baokground (see the diagram at the foot of this page).

As a further extension of their racing activities, UDT were assoc- iated with the purchase of llDSTAHG W~BW for Flockhart’s record attempt. Al­ though the badge of the British Eacing Drivers* Club (see foot of this page) was painted on the aircraft just ahead of the w.indscreen, the golden hare emblem was not evident.

The main modification incorporated in the MUSTAIG by Illawarra Flying School during the preparation for the record attempt was described as s , . by introducing a laanual device by which the [^fuei] system could be de-pressurised. Two static vents for this purpose were located just under the cockpit sill and there is a valve inside. This modification enabled Flockhart to run the combat tanlcs drj'- without the risk of sucking airj the system then had to be re­ pressurised (from the exlriaust side of the vacuum pump) to assist initial transfer. In practice, it worked very well, although the change in torque as the tank emptied had to be corrected veiy quickly with aileron to prevent the MDSIAHG from rolling,"

Several months after the record attempt, the IIUSTAEIG was entered by Floclihart in the London to Cardiff Air Eace of June, 1961, but yib.s forced to scratch as the aircraft vras still at Athens,

In Movember, 1961, negotiations v/ere taking place for the use of another Australian-registered MDSTAHG for a second record attempt.' This was necessary as G-AEIOD' "United Dominions" had suffered a mysterious cockpit fire at Athens on 7th, September, 1961, and was substantially damaged, klDSTAlCS YH-FCB and ¥H-UTO were considered and the latter ?ras selected, Flockhart arrived in Atistralasia in late December for several motor-racing engagements and the new record attempt is expected to comraence from Melbourne on 16th, April, 1962, Mr Britain reports that registration G-ARUK is reserved for Flockhart’s MUSTAHG, ■ References ; Flight (London); 10,5.61 (pp.298/9)| 16,3,61 (pp.3b0/l) Motor Eacing (London); February, 1961 (p,5l)

Left: Emblem of the UDT- Laystall Eacing Team

Right; Badge of the Brit­ ish Eacing Drivers’ Club BRDC AiH.SoA. Journal - Ill - December 1861

ADDITIONS AND GBaiLINS' DELIGHT

Amendraents "to the pages of Vols* I and II are shoTfii below and they have hben contributed by T, Houghton, A. Carter, E« Gregg, G* Hayward, P, Keating, C, LjTiCh ard E» Wilsdon* For economy of space, the following abreviations have been usedj- i2t-4*4 •■= page, paragraph, line I A = Additionsj C = Changes of Registration! D = De­ letions! PI = Previous Identity! HV = Probable Irite-Uffi E = Eevise; I = Insert,- D = Deletej @ = to readj c/n = constructor's number,

VOL, I 30,C,IHY R c/n; 43065 @ 43067 30,FW.ffflB E; kileed @ killed y Xl-,4 ® 1 I c/n 3 9 32.3.3 R; abtain © obtain y 54.4.1 E; 340 © 440 32.3.14 E; form © from Aai.i>.A» Journal - 112 - December 1961

SECOHD AIDTJAL GENERAL IIEETIKG

The Second Annual General Meeting of The A-yiation Historical Society of Australia was held in Melbourne on 14th, December^ 1961, with an attendance of 25 mem­ bers and visitors. The folloT/ing members vrere elected to the honorary positions shown below for the year 1962 j- ■ Secretaiy/lreasurer I.W, Boughton Journal Editor J• Hopton • Committee Members R* Meggs, K. McKay, G. Hayvmrd (Auditor) The Honoraiy Secretaiy/lreasurer gaye a report of the.position of the Soc­ iety and this will be published in an early issue of the Jourtal, After conclusion of AESA business, K. Meggs presented the second part of his informative talk on Flying Ex­ periences with the RAjIF in the Korean War,

JOUEML EDITOR FOR 19'62

The retiring Editor, J.A, Pryor, did not seek re-election and J, Hopton was elected. However, the former Editor will continue in the capacity of an Assistant Editor dealing with the past and contemporary civil register.

In this last issue for 1961, the retiring Editor would like to thank the members who have supplied the notes, articles, additions and amendments vfhich have ap- peared in the Journal, Without their contributions, the Journal Vrould not have been possible, In particular, the comprehensive files of current nev/spaper itesis which are maintained by I«W, Boughton have been invaluable. Once again, apologies must be offered for. the lengthy delays in pub libation of this and earlier issues. These vrere caused largely by necessary. pre- and post-natal activities on the Prypt family.'s production line, and the consternation which the delays have engendered is regretted.

Before closing, one point is worthy of comment. In response to requests for articles for the Journal (in March, I960, and March, 196l), offers were received from six members (apart from Committee members) and. three of these were overseas. The ratio of Australian to overseas meiiibers is three to one, so there appears to be room for im­ provement in the ratio of offers. In particular, articles on past events are needed so that a suitable balance can be maintained between past and contemporary history.

PHOTO-PAGE IH THIS ISSUE

The inclusion of a fourth Photo-Page in Volume II has been made possible by the Honorary Secretary who has fumishqd a proportion of the cost of this page.

FOEIHCOMIHG EVENTS

ISth, March, 1962: Cootanimdra, ES¥f An air display sponsored by the Cootainundra Flying Club 31st, March and 1st, April, 1962: Bankstown Airport, Sydney, 1S1( A trade and public display directed by The Royal Aeronautical Society (Australian Branch) Hon, Secretary! T.W. Boughton, 113 East Boundary Rd,, East Bentleigh,, SE,15, Victoria Journal Editor; J.A, Piyor, 17 Howard Avenue, Mt, Waverley, Victoria V IvBA 1961

iBiiiliiiB iiiiii 111

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