Vol. XVI No. 6 January-February 1976 Price $1.55 Registered for posting as a periodical Category B

Aviation Historical Society OF Australia

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1928 Aerial Derby/P.L.7 Tanker

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“Each competitor was to pass at a sufficiently close range so that the number could be easily identified by the Official Observers". A scene from the 1928 Aerial Derby. Source unknown, via N. Parnell 4

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The P.L.7 Tanker taxiing at Bankstown shortly after its first flight. P.J. Ricketts

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The P,L.7 awaiting scrapping at Bankstown after the hangar fire. E. Allen

Bennett Airtruck, the New Zealand development of the Tanker. P.J. Ricketts AVIATION HISTORICAL SOCIETY OF AUSTRALIA JOURNAL -79-

Vol. XVI No. 6 January—February 1976

President: Dr. L.V. Turner THE 1928 SYDNEY AERIAL DERBY Vice President: R.J. Gibson Secretary: E. Allen by N. M. Parnell Treasurer: P.J. Ricketts For the casual observer today, the biplane seems a relic of a bygone Journal Editors: P.J. Ricketts era, particularly when he compares it to a plushly upholstered, instrumented, F. Walters modern all-metal aircraft. But there was a time when such aircraft ruled the skies Photo Page Layout: D. Stephens and '"the earth-bound throngs thrilled and gasped at the way men toyed with the Third Level Notes: R. McDonald little machines, made them twist and turn, and drop alarmingly; forced them to Contributors: W. Duffy great altitudes and high speeds, diving around imaginary corners, then gracefully N. Apperley A. Hope returning them dancing and hopping with joy, it seemed, to earth", to quote one D. Eyre B. White enthusiastic journalist of the day. D. Carter G. Reid Lae Aviation News In January 1928, to bring the joys of flying to the uninitiated, to Western Airletter provide a spectacle for those not daring enough to partake of such an experience South Australian Air Journal and, on a more mercenary note, to raise funds to enlarge the scope of the Club's work, the NSW Section of the Australian Aero Club announced an aerial derby and pageant was to be held on Saturday March 31. The programme consisted of seven Page Contents events; — The 1928 Aerial Derby 79 The Kingsford Smith P.L.7 Tanker 82 OPEN EVENTS - The Aerial Derby, a speed race open to all aircraft whether Homebuilt Aircraft in Australia 84 privately owned or the property of the The Lockheed Era 89 Government, over a distance of about 40 Monthly Notes — Civil 95 miles. Prizes for the race were The Evening — Military 95 News Cup, to be held by the entrant of the - Third Level 95 winning aeroplane for one year or until the — People 97 next contest whichever the shorter; and £25 — Museum 97 ($50) donated by Messrs. C. C. Wakefield — Papua New and Company to the pilot of the machine Guinea 97 doing the fastest time on Castrol oil. Movements 97 — The Aerial Derby Flandicap, raced simultaneously with the Aerial Derby, open to commercial and pri­ All manuscripts for publication in the vately owned aircraft only. Prizes were Journal should be typed (if possible) £100 ($200) donated by Messrs. S. Bennett double spaced using one side of each Ltd, proprietors of the Evening News and sheet only. All work on this Journal Sunday News to the entrant of the winning Is voluntary and no payment can be aeroplane; £25 ($50) to the pilot of the made for published material. aeroplane finishing first on Castrol oil by Wakefields; Sweepstakes of entry fee ( £5 Membership is for one full calendar ($10) per machine) divided between second year commencing March 1st. Annual and third place-getters — 60% and 40% to membership fees of $10.00 (Australian each respectively. currency) will be due for renewal — The Joyriders Handicap, open to only those aircraft regularly during February each year. used for the carriage of fare-paying passen­ gers, for a prize of £20 ($40) and a trophy Published by: Aviation Historical Society of Australia Limited, donated by the Club. Box C.208, Clarence Street, CLUB EVENTS — The Oaks, open to all women pilot members of the Club over Sydney, NSW, 2000. a distance of about 10 miles, for a trophy. — Club Pilot's Handicap, for Club trained members, over a 20 The views expressed by named contri­ mile course. butors and correspondents are their own and do not necessarily reflect the — Old War Dog's Handicap, for all pilots who were members of views of the Editors or the Company. the AFC, RFC, RNAS or RAF. — Aerobatics Competition, open to Club trained pilots, the Printed by: Hotspot Instant Print winner of which will give a display at the Service, Pitt Street, Sydney. pageant. Entry fees for the Club events was £l ($2) for each machine and competitors had © 1976 Aviation Historical to draw lots for their aircraft prior to each heat or event, so that no-one would Society of Australia gain an advantage by having a particular aircraft each time. Each machine was allotted a number, black on a white surface, on each side of the rudder and on the lower surface of each of the lower mainplanes as large as the surface permitted. Modifications were allowed providing they were set out on the entry form. The course was about ten miles long with five turning points marked by white squares on the ground, around which each competitor was to pass at a height of not more than 500 feet and at a sufficiently close range so ISSN 0045 - 1185 that the number could be easily identified by the Official Observers. As a fore-taste of things to come, a smaller pageant was held on March 24 as a prelude to the Derby the following Saturday, and this provided the Aviation Historical Society of Australia Journal - 80 - January—February 1976

crowd of 2,000 with handicap races by Club trained pilots (heats for the following week), aerobatics and even balloon chasing. The scene at the aerodrome was busy from an early hour and the roar of racing propellers was heard continuously. The Aero Club operated six De Havllland DH60 Moths — G—ADAH, G—AUAJ, G—AUAK and G—ADA? (on loan from the Civil Aviation Branch), G-AUFV Oswald Watt and G—AUGJ Ross Smith, and they were in constant use during the ten preliminary and semi­ final races held. The course was 10y2 miles long, from Mascot to the Cook's River, Waterloo, Kensington Racecourse, Maroubra thence return to the aerodrome. The machines took off into a northerly breeze and turning to the east, followed an almost circular course return­ ing to the aerodrome from the south-east. Observers at the five turns were watchful to see that the competitors did not cut the corners. The first heat was full of thrills; Palmer started from scratch conceding 69 seconds to Rosenfeld, Chaseling and Smith. The Moths got away to a good start and after being lost to sight for a time, were discerned in the distance racing for the line. G—AUAH, flown by Smith, looked the winner half a mile from home as he was about 200 yards in front, when Pal- rher came up from behind and shot across the line a length ahead of Smith. The Club pilots did exceedingly well although the honour of achieving the fastest speed went to Capt. P.G. Tay­ lor. As only Moths were used, each race was more-or-less determined by the pilot's skill. Taylor, in the second heat of the Old War Dog's Handicap, covered the 1072 miles in 7:01.6 minutes, giving him an average speed of 90 mph in G—AUGJ. The second fastest time was registered in the same machine by a Club trained pilot, G.N. Mills, in the second heat. He flew the course in 7:14 for an average speed of 88 mph. Milton Kent also recorded a fast time of 7:43.4, an average of 82 mph in A G-AUFV. The results of the day's flying were: — 1st Heat H'cap 2nd Heat H'cap Time 1st G-AUGJ J.R. Palmer scratch tti 1st G-AUGJ G.N. Mills scratch 7:14 2nd G-AUAH D. A.B. Smith 69 secs 8:24.4 2nd G-AUFV R.H. Mitchell 69 secs 7:59.6 3rd G-AUAJ E. H. Chaseling 69 secs 8:50 3rd G-AUAH W.J. Hickey 69 secs 8:43 4th G-AUAK N. Rosenfeld 69 secs 8:57 4th G-AUAJ E.B. Wilshire 69 secs 8:47 5th G-AUAK K.J. Kingham 69 secs not given 3rd Heat 4th Heat 1st G-AUAK A.W. Fairfax 32 secs 8:33 1st G-AUAK O.B. Hall 32 secs 8:52.4 2nd G-AUAJ 0. Lodge 32 secs 8:35 2nd G-AUAJ M.J. Wurker 32 secs 8:57.2 3rd G-AUFV J.A. Kerr scratch 8:54 3rd G-AUAH Dr.N. Boulton 32 secs 9:00 4(3) G-AUAH W.L. Higgs disqualified — low flying 4(1) G-AUFV W.J.C. Pennell scratch 8:42.4 latter disqualified for not taking Maroubra turn. 5th Heat 6th Heat 1st G-AUFV N.F. Stewart scratch 8:19 1st G-AUAJ G. Henry scratch 8:17 2nd G-AUAH Mrs. L.L. Nall 32 secs 8:27 2nd G-AUAK F.R. Mitchell scratch 8:21.8 3rd G-AUAJ J.E. O'Connor 32 secs 8:34.8 3rd G-AUAH C.M. Grippen scratch 8:35 4th G-AUAK H.M. Hunt 32 secs 8:50.2 1st Semi-final 2nd Semi-final 1st G-AUFV M.C. Kent scratch 8:15.4 1st G-AUAH G. Henry scratch 8:17.4 2nd G-AUAK G.N. Mills 32 secs 8:16.6 2nd G-AUAK A.W. Fairfax scratch not given 3rd G-AUAJ C.R. Ferguson 32 secs 8:22 3rd G-AUAJ N.F. Stewart scratch not given 4th G-AUAH J.R. Palmer 32 secs 8:25 Old War Dog's Handicap — 1st Heat 2nd Heat 1st G-AUAK Lt.H.W. Ross 69 secs 8:21 1st G-AUGJ Capt.P.G. Taylor scratch 8:10.6 2nd G-AUAH Capt. A.W. Reid 69 secs 8:22 (differs to text) 3rd G-AUGJ Capt.C.M. Chateau — 8:24 2nd G-AUAH Lt. R.M. King 69 secs 8:53.4 4th G-AUAJ Lt. G.F. Malley - 8:24 3rd G-AUAJ F/0 S.J. Moir 69 secs 8:54.6 War Pilot's Aerobatic Contest — 1st — Capt. A.W. Reid 2nd - F/0 S.J. Moir.

The final event on the programme was a balloon chasing event in which large balloons were released for the pilots to burst. As It was, most of them proved highly elusive and the majority floated off into space as the pilots gave up the chase. Capt. Hughes declared that the racing was very good and that he was impressed by the performance of the Club trained pilots — "They behaved like veterans and yet bearing in mind their Instructions, took no undue risks". The fact that these undue risks must be avoided was Impressed on the beginners before they competed In the aerobatic contests, yet to the unini­ tiated, they appeared to be taking risks ail the time. "There's no danger," declared a Club Official, "providing they go high enough in the air!" No danger in diving nose first to the earth, twisting like a spiral staircase on the way down? No danger in rolling over and over, first to one side, then the other? No danger in looping the loop? In flying upside down? "No!" continued the Official, "None what-ever. These men learn how to right the machine from any position, any angle." "Then how is it that accidents occur?" "That Is another matter", said the Official, gently brushing aside the query. And so came the big Aerial Derby after a great publicity campaign with %-page display advertisements in the newspapers, trams signs and windscreen stickers. The Sydney Morning Herald quoted 100,000 people crowded into the aero­ drome, with another 40,000 to 50,000 estimated by Police as watching from vantage points surrounding the field, however Aircraft stated a more conservative 50,000 total. Whatever the actual total, at two shillings per person or five shillings per vehicle (20(/ and 50(/ respectively) the people there, were treated to a breath-taking display. Thirty aircraft from four states arrived to take part. O'Dea had purchased one of WA Airways Bristol Tourers and on the last lap of the delivery flight, had taken 7 hours 20 minutes from Broken Hill to Sydney. Major De Havllland made a non-stop 5 hour three minute flight from Essendon to Mascot in Prudence il, G—AUGX., which had the front cockpit faired over for racing. Lester Brain flew down from Brisbane in a Moth, G—AUFR, which he had hired from QANTAS. The Department of Defence was represented by the RAAF from Richmond and Point Cook, while the Civil Aviation Branch sent along their DH 50A, G-AUAB. Aviation Historical Society of Australia Journal -81 - January—February 1976

As part of the proceedings, an Avro Avian, VH-UHC, was flown from Melbourne to Sydney by Capt. E.W. Percival for presentation to the Aero Club. It was a gift to the Commonwealth by Sir Charles Wakefield and his representative in Australia, Mr. Cyril Westcott, general manager of C.C. Wakefield and Co. Ltd, formally handed it over to the Minister for Defence, Sir William Glasgow who In turn passed it to the Aero Club on loan from the Civil Aviation Branch. Sir William said that In less than two years, from August 1926, fifty-four pilots had been trained with sixteen passing advanced courses with not a single accident Involving injury to instructors, pupil or passengers. But this was not why so many people had ventured to the aerodrome that day. Two things had them on their toes - the amazing aerial displays, and the mud. Practically all of the aerodrome was under water. A fire engine from the Metropolitan Fire Brigade had spent all the previous night pumping away the accumulated surface water, but when the crowds began to arrive cars were bogged, dainty shoes and stockings were ruined in the hundreds, and the chairs in the special enclo­ sures were actually standing in inches of water. The Club officials did their best to alleviate the situation and gangs of men were set to work spreading gravel and sawdust. The Widgeon II was wheeled from the hangar and promptly went into mud up to the axle. Many willing volunteers lent a hand and the machine was soon lifted clear. When the Club's Moths lined up for the start of the first event, a drizzle set in and the weather looked threaten­ ing. The machines took off in a south-easterly direction over Botany Bay, thence Maroubra Junction, Kensington Racecourse, Alexandra Canal and the aerodrome in poor visibility. First off was No. 3, followed by No. 4 and 5. It was a good race for the first lap. At the aerodrome, Henry was leading by about 150 yards. No. 4 and 5 were almost abreast coming into the turn when Mills swooped past. The scratch machine was still a minute and a quarter behind the leading plane. Mills then passed Henry's Moth shortly after the Bay turn, drawing further ahead as the race proceeded and won comfortably with hun­ dreds of yards to spare. The fastest machine in the race was G—AUGJ which started from scratch and eventually came in third. The Club had spread amplifiers all over the aerodrome and from a central point, Capt. Hughes gave a running commentary of the events as they took place, thus the people understood many of the novel manoeuvres that the aircraft undertook. The programme was as follows: —

Club Trained Pilots Handicap 11.00 am Display by RAAF 3.30 pm Old War Dog's Handicap Final 11.45 am Exhibition of aerial fighting 3.45 pm Exhibition by winner of War Pilot's Aerobatics 12.30 pm Joyrider's Handicap 4.00 pm Club trained pilots aerobatic final 1.45 pm The Oaks 4.20 pm Aerial Derby 2.30 pm Aerobatics by Mrs.A.M. Upfold 4.45 pm Exhibition by S/Ldr H.G. Smart OBE DFC 3.20 pm Attack on the tanks 5.00 pm The crazy flying of Sqn. Ldr. Smart literally held the spectators spell-bound as he looped and tumbled, hovered and flew up­ side down, shuffled sideways around the aerodrome not fifty feet above the ground. Other skilled and daring pilots of the Air Force gave thrilling displays in a dpgfight, where tne "victim" made a swaying fall, emitting flames and smoke to the con­ sternation of the watching crowd who thought a mishap had occurred. There was a stir in the crowd when the three women aviators appeared and, rather nervously, prepared for their race - The Oaks. The girls took off easily, flew their machines over the course without a tremor, gave an exciting finish then landed again, gracefully and skilfully. Miss M. Reardon won the event from Mrs. A.M. Upfold and Miss Evelyn Follett in a time of nine minutes and forty-eight seconds, an average of 66 mph. A little later Mrs. Upfold went aloft and tumbled about the sky in a display that was described by a new word - aerobatics. The outstanding event of the day was undoubtedly the Aerial Derby. Twenty-three machines were strung out over the ten mile course each trying to complete it in the fastest time. As was generally expected the powerful RAAF machines showed greater speed than all of the others. They took off in perfect weather and the only untoward incident was at the beginning when an Aero Club Moth (Shortrldge) failed to leave the ground. It taxied for a few hundred yards, threw up a spray of sand and came to a stand-still. It returned to the start and took off ninety seconds behind the others. Later a Moth flown by Drayton was forced to land in a paddock at Botany when an exhaust valve disintegrated. The battle-ship grey Widgeon II, designed and built by Wg. Cdr. Wackett at the Randwick Experimental Workshops made a good showing. The wing tip floats had been removed for speed and it averaged 109 mph for the course of 42 miles although it was carrying two passengers. Initially, it was announced that Eaton, Mulroney and E.J. Jones had crossed the line for first, second and third respectively but then officials at the turning points reported that Eaton and Jones had cut their corners, so Mulroney moved up to first place while Sqn. Ldr. Jones and Wg. Cdr. Wackett took second and third place. Aircraft competing in the days events were: —

Race No. Aircraft Regn/Ser Engine Entrant Pilot 1 Curtiss JN—4 Jenny * G-AUGB 90 hp Curtiss OX—5 H.W. Ross H.W. (Hec) Ross 2 Curtiss Ireland Comet * G-AU- 90 hp Curtiss OX-5 Airways of Australia R.H. (Rex) Boyden 3 DH 60 Moth G-AUAH 27/60 Cirrus Mk.l Aero Club of NSW Capt. P.G. Taylor (replaced Leggat) 4 DH 60 Moth G-AUAJ 27/60 Cirrus Mk.l Aero Club of NSW Fit. Lt. G.F. Malley 5 DH 60 Moth G~AUAK 27/60 Cirrus Mk.l Aero Club of NSW T.W. Shortridge (Asst, instructor) 6 Curtiss Ireland Comet G-AU- 90 hp Curtiss OX-5 F.T. O'Dea scratched 7 Alexander Eaglerock * G-AUGK 90 hp Curtiss OX—5 Air Travels Ltd. R.M. King (scratched) 8 DH 60 Moth * G-AUPP 30/80 Cirrus Mk.l I Golden Aircraft Co. F.N. Drayton 9 DH 60X Moth G-AU- 30/80 Cirrus Mk.l I Civil Aviation Branch Capt. F.W. Follett 10 DH 60 Moth G-AUFV 30/80 Cirrus Mk.l I Aero Club of NSW Capt. R.W. Reid 11 DH 60 Moth * G-AUFR 30/80 Cirrus Mk.ll Queensland Aero Club L.J. Brain 12 DH 60X Moth * G-AUHA 30/80 Cirrus Mk.ll Julius Rosenfeld Max Rosenfeld (son) 13 DH 60X Moth * G-AUGL 30/80 Cirrus Mk.ll Hammond Aerial Transport H.T. (Bunny) Hammond 14 DH 60X Moth G-AUGJ 30/80 Cirrus Mk.ll Aero Club of NSW Fig. Off. S.J. Moir Aviation Historical Society of Australia Journal - 82 - January—February 1976

Race No. Aircraft Regn/Ser Engine Entrant Pilot 15 Curtiss Ireland Meteor *G-AUFQ 90 hp Curtiss OX—5 S.L. Tyler Capt. E.W. Leggatt (replaced Tyler) 16 DH 51 G-AUIM 120 hp Airdisco Golden Aircraft Co. ? 17 Westland Widgeon ill *G-AUGI 30/80 Cirrus Mk.ll Milton C. Kent Milton C. Kent 18 DH 60X Moth *G-AUGX 30/80 Cirrus Mk.ll Major H. De Havilland Major H. De Havilland 19 Bristol Tourer G-AUDX 240 hp Siddeley Puma F.T. O'Dea F.T. O'Dea 20 Wackett Widgeon 11 400 hp Jaguar Dept, of Defence (RAAF) Wg.Cdr. L.J. Wackett (23 m 7s-109 mph) 21 DH BOA G-AUAB 300 hp Nimbus Civil Aviation Branch Capt. E.J. Jones 22 DH 9A A1-28 400 hp Liberty Dept, of Defence (RAAF) F/0 M. Mulroney (20m 23s — 124 mph) 23 DH 9 A1- 300 hp Nimbus Dept, of Defence (RAAF) F/L.C. Eaton 24 DH 9A A1- 400 hp Liberty Dept, of Defence (RAAF) Sqn. Ldr. G. Jones DH 60X Moth G-AU- 30/80 Cirrus Mk.ll Major H. De Havilland Sqn. Ldr. H.G. Smart * Handicap aircraft AERIAL DERBY RESULTS AERIAL DERBY HANDICAP RESULTS 1st F/0. Mulroney A1-28 20 min 23 sec 124 mph 1st L.J. Bain G-AUFR 8 min 48 sec 2nd S/L G. Jones A1- 21 17 118 mph 2nd H.W. Ross G-AUGB 3rd W/C L.J. Wackett 23 07 109 mph 3rd F.N. Drayton G-AUPP

CLUB TRAINED PILOTS' HANDICAP OLD WAR DOG'S HANDICAP JOYRIDER'S HANDICAP 1st G.N. Mills G-AUFV 16 m 36.8s 1st Capt. P.G. Taylor G-AUFV 15 m 08 s 1st H.W. Ross G-AUGB 9 m 30.4s 2nd G. Henry G-AUAH 2nd Capt. A.W. Ross G-AUAJ 2nd L.J. Bain G-AUFR 3rd C.R. Ferguson G—AUGJ 3rd Capt. R.W. Reid G-AUAH 3rd H.T. Hammond G-AUGL 4th A.W. Fairfax G-AUAJ 4th Lt. King G-AUAK 5th M.C. Kent G-AUAK

The aerobatic routine was commenced at 3,000 feet with a spin of two complete turns started and finished facing the hangar, followed by an Immelman turn to the left and right; loops, roll left and right; half roll left and right and ending with three minutes free flying. Chaseling used his free time to give an excellent portrayal of a falling leaf and then a breathtaking stall. Results of the aerobatic competitions were: — Club Trained Pilot's Aerobatics 1st F.H. Chaseling 85/100 points 2nd Neil F. Stewart 70/100 points War Pilot's Aerobatics 1st Capt. R.W. Reid 2nd F/0 S.J. Moir

As the final events on the programme were taking place, some of the aircraft took off and headed north, await­ ing the arrival of an aircraft from Newcastle. It was the Red Rose, which had been flown from England by Capt. Lancaster and Mrs. Keith Miller - the latter being the first woman to fly from England to Australia. They had arrived in Darwin on March 9 and were now heading towards Mascot for a tumultuous welcome from the crowds assembled there. The aircraft was an Avian III, G—EBTU, and accompanied by about a dozen local aircraft, approached the aerodrome from the north, circled, then landed. After a triumphant turn around the aerodrome for the benefit of the people who were unable to get close to the Red Rose, they were whisked away to the Mascot Town Hall for a more formal welcome. So ended the 1928 Sydney Aerial Derby, one of the most successful pageants organised to that date. In com­ paring it to the airshows held today, which are just as spectacular in their own way, they appear to be just an exercise and that somewhere along the way, the "adventure" has been lost. References: — Aircraft (periodical) Melbourne, V. The Evening News (newspaper) Sydney, NSW. Sydney Morning Herald (newspaper) Sydney, NSW. Programme of the Aerial Derby, held by the National Library, Canberra, Dept, of Transport, Civil Aircraft Register.

THE KINGSFORD SMITH P.L.7 TANKER by David C. Eyre

I n 1954 the need was seen by Kingsford Smith Aviation Services Pty. Ltd. of Bankstown, for a large, high- powered agricultural aircraft of simple construction to replace the de Havilland Tiger Moths then in widespread use. The Italian born designer, Luigi Pellarini, who also designed the Fawcett 120, Victa R.2, Transavia Airtruk and others, was asked to design a suitable aircraft to meet these needs. As a result, the PL.7 Tanker was designed, it being a large biplane of unequal span, of unconventional design, fitted with a tricycle fixed-undercarriage and powered by a 400 h.p. Armstrong Siddeley Cheetah 10 engine. Construction of a prototype (the only aircraft built) began in March 1955 at the premises of Kingsford Smith Aviation Services at Bankstown Airport, N.S.W. The original plans were that the aircraft would be completed within twelve months but, as often is the case with new aircraft, delays occurred and some eighteen months elapsed before the aircraft was finally completed and ready for taxying trials. All major components were static tested and proved during manufacture and. In some cases, jigs were built for the production aircraft which were expected to follow. Comments were invited from aerial agriculture operators during the design and construction period and, where possible, their suggestions were incorporated in the aircraft. A team of five trades­ men was employed full-time on the project during the construction period. Aviation Historical Society of Australia Journal - 83 - January—February 1976

The prototype PL.7 Tanker was rolled out in September 1956 and taxying trials commenced on September 19. During one early taxying run the aircraft became airborne for a distance of approximately 300 yards and then returned to the ground. However, the official first flight did not take place until the following day. On September 20, 1956, the first official flight was completed with Peter Brown at the controls. This flight was originally scheduled to be only a short hop in a straight line to get the feel of the aircraft, but the pilot stated later that he considered, once the aircraft was in the air, that it handled so well that he continued the flight and a circuit of Bankstown aerodrome was made at a height of 600 feet. There were a number of unusual design features on the aircraft which are worthy of mention. The forward sec­ tion of the fuselage consisted of a 45 cubic foot mild steel tank forming a hopper and carrying all main loads. The exit chute was under the lower wing section. The forward face of the tank carried the engine mounting frame and nosewheel boom. To the rear face was attached the rear fuselage cone containing the cockpit and the fuel tank. The lower mainplanes had full- span copper spray-booms built into the trailing edges with provision for a number of standard spray nozzles. The upper wings, which were supported by a single lift strut, were attached to a gulled centre-section supported by streamline struts. Wheel, tyre and shock absorber units on the fixed tricycle undercarriage were interchangeable. Hydraulic brakes were fitted to the main wheels and were operated by means of toe pedals. The fabric covered steel tube tail unit was carried in two tubular steel booms projecting rearwards from the upper wing section and were braced to the fuselage. Twin-fins and rudders, on which were carried the tailplane, were attached at their midpoints to the booms. All control cables from the cockpit to the tail were carried externally along the booms and supports. Fitted with the Armstrong Siddeley Cheetah engine, the production PL.7 Tanker was expected to sell for about £ 13,000 ($26,000). Pilots who had the opportunity to fly the Tanker reported that it handled extremely well and were impressed by its performance and docile handling characteristics. Entry to the cockpit was by way of a step and a cockpit door on the starboard side. Controls were simple and convenient; the elevator trim being alongside the seat on the port side. The fuel system consisted of one fifty-gallon tank mounted under the cockpit floor and a simple on/off cock protruded through the floor at the side of the pilot's seat. Throttle, mixture and carburettor heat controls were located on a special quadrant on the left-hand cockpit wall, and a Ki-Gas priming pump, together with a slow running cut-out, were mounted below the instru­ ment panel on the extreme left-handside. Magneto switches, engine and flight instruments occupied the instrument panel, together with an electrically operated fuel gauge, generator switch, master switch and starter button located on the right-hand- side. The braking system was hydraulic and the brakes were toe-operated but not differential; the parking brake was controlled by a knob mounted on the right-handside of the instrument panel and was applied by pulling out the knob while the toe-brakes were depressed. Hopper controls consisted of a lever controlling the aperture of the chute mounted to the left of the pilot's seat and there was also an emergency dump release on the instrument panel. The engine was started by turning on the fuel, priming with the Ki-Gas pump, selecting mixture rich and, with both magneto switches 'on', and the throttle set about half an Inch open, the Cheetah was then turned over by the electric starter until it started. Taxying was simple. A steerable nosewheel was controlled through the rudder pedals. Forward visibility was restricted due to the long nose, and the aircraft was inclined to pitch whilst taxying on rough ground. This latter pitching was expected to be eliminated In production aircraft by relocating the main undercarriage to the rear a distance of three inches. Approach and landing were simple and the aircraft appeared to be very docile during the roundout and actual touch­ down. As the Tanker was fitted with a fixed pitch propellor, and as no flaps were fitted, the only checks prior to take-off were the normal applicable to all aircraft; the trim was then set, mixture in take-off position and, using full throttle, the aircraft accelerated rapidly. The Tanker had no tendency to swing on take-off; the nosewheel lifted off at 30 knots and the aircraft was airborne at 40 knots. Economical cruise was about 85 knots. Visibility in level flight ahead and below was poor but good In other directions. (This lack of forward visibility Is believed to be one of the reasons why the aircraft was not ordered by agricul­ tural operators). Visibility in a turn was satisfactory and was superior to the average high wing monoplane. Controls were heavy but well balanced and the Tanker was regularly looped and spun during the test program carried out by Department of Civil Aviation pilots. Noise level was reasonable considering the aircraft was fitted with an open cockpit (although the Cheetah was not a particularly noisy engine). A stall resulted in no more than a gently dropped starboard wing. On landing the mainwheels touched down first, followed by the nose-wheel: when elevator control was lost, there was no tendency to swing to the side. When first flown, the Tanker flew with an enclosed cockpit. However, after some hours of test flying the cockpit canopy was discarded and it remained with an open cockpit until eventually scrapped some years later. Due to lack of Interest by agricultural operators, the lack of appeal of the design to operators, the limited market for an agricultural aircraft in this country at the time, and the commencement of the availability of overseas designed agricultural aircraft, KIngsford Smith Aviation Services decided not to proceed any further with testing of the prototype and production plans were shelved. For some years the prototype Tanker sat in a hangar at Bankstown until it was damaged in a hangar fire. In late 1962 It was removed from the hangar and sat on the eastern edge of the aerodrome near the old Victa Aviation hangar where it remained for some weeks until it was finally removed and scrapped. The PL.7 Tanker never received a Certificate of Airworthiness and at no time carried a registration, nor was one allotted. During Its test flying career it was finished In a scheme of yellow overall with black trim. The words "Experi­ mental" and "P.L.7 TANKER" were painted in black letters on the fuselage side. In the late 1950s Mr. Pellarinl, in conjunction with G.C. Bennett, designed and built in New Zealand another twin boom agricultural machine known as the Bennett Aviation AIrtruck. This aircraft relied heavily on the then easily obtainable North American T-6 parts. It first flew on April 28 1960. Mr. Pellarinl then designed the Transavia Airtruck, Aviation Historical Society of Australia Journal - 84 - January—February 1976

another aircraft with the unusual twin-tail configuration, and in this case placed the pilot in a high position near the nose and above the engine where he had excellent visibility — and this aircraft has been sold in quite extensive numbers to agricultural and other operators throughout the world, more than seventy being delivered at the time of writing.

SPECIFICATIONS Type. Single seat agricultural biplane. Wings. Single bay unequal span staggered biplane. NACA6212 wing section. Aspect ration 6.8 (upper) and 6 (lower). Incidence 4 degrees (upper) and 3 degrees (lower). The lower wings were attached to the hopper by two welded steel-tube spars. Welded steel tube ribs and light alloy leading edges. Upper wing of light alloy torsion box. Spar and steel tube ribs. Wings were fabric covered. Streamlined steel tube straight bracings. Frisetype ailerons in upper wings. Lower wings incorporated built in copper spray booms. Fuselage. Mild steel tank of welded construction served as the main fuselage structure and hopper. Steel tube cockpit section, metal covered, bolted to rear face of tank unit. Rear fuselage carried pilot, controls, and fuel tank was attached to the rear tank face. Welded pick up points integral with the tank structure for lower mainplane spar, landing strut and centre-section strut attachments. The rear fuselage was fabricated from welded steel tubing and comprised an upper and lower half. The lower half carried all loads and was stressed to 60 g. The 50 gallon fuel tank, pilot's seat snd harness attachments were incorporated in this section which featured a fireproof steel floor between the fuel tank and cockpit proper. Tail unit. The tail section was carried on two four-inch diameter tubular steel booms projecting rearwards from the centre section spar and braced to the tank unit. The entire tail unit was carried high and was well clear of material dropped from the hopper or tank, and less susceptible to damage by loading vehicles than on aircraft of more conventional design, The twin fins and rudders were attached to the boom at their mid points and carried the tailplane on their upper extremities. The tailplane projected laterally beyond the fins and carried a large horn balanced elevator on simple hinges. All control cables from the cockpit to the tail were external to aid. maintenance and inspection. The tail unit was of steel tube construction covered by fabric. Landing gear. Fixed tricycle type. Goodyear main and nose wheels. Hydraulic toe-operated brakes on main wheels with nose- wheel steering from rudders. Rubber In torsion suspension used throughout. Power Plant. One 410 h.p. Armstrong Siddeley Cheetah X seven-cylinder air-cooled radial engine driving a Fairy-Reed fixed pitch metal two-blade propellor. Provision was made for engines of up to 600 h.p. driving constant speed propellors. Fuel tank in rear fuselage section below pilot. Fuel capacity 50 imp. gals. Two 70 imp. gal. auxiliary fuel tanks carried in wings could also be used to contain spray chemicals. Oil capacity 7 imp. gals. Accommodation. Open cockpit with sliding canopy in rear fuselage section, stressed to withstand forward load of 60 G. Points of attachment for pilots safety harness designed to withstand load of 45G. A second person could be accommodated in the hopper for ferrying. Equipment. Hopper for fertiliser, dust seed, or liquid, forming main fuselage structure ahead of cockpit. Hopper outlet designed for the rapid interchange of base plate carrying either fertiliser louvres, seeding, or dusting gates; or air driven pump and distri­ butors for spraying. Spraybooms built into the trailing edges of lower wing with provision for varying numbers of spray nozzles. Tank was plastic lined and suitable for both solid and liquid loads. Span (upper) 40 ft. 972 ins. (lower) 30 ft. Length 24 ft. 6 in. Height 12 ft. Wing Area 405 sq.ft, (gross) Upper wing area 255 sq.ft. Lower wing area 150 sq.ft. Total area of ailerons 21.6 sq.ft. Total area of tailplane and elevator 64 sq.ft. Total area of fin and rudder 24 sq.ft. Span of tailplane 18 ft. 372 in. Wheel track 11 ft. Hopper capacity 45 cub. ft. Empty weight 2220 lb. Loaded weight 5000 lb. Payload (including pilot, fuel, hopper load) 2186 1b. Max. speed at sea level (75 percent power) 127 mph. Cruising speed 112 mph. Operating speed 70 mph. Landing speed 35 mph. Rate of climb 740 ft. per minute. Service ceiling 12,800 ft. Cruising range 340 miles. Take off distance to 50 ft. 1425 ft. Landing distance from 50 ft. 420 ft.

References: — Janes all the Worlds Aircraft. Aircraft of the World (Green) Aircraft (periodical: various) Air Pictorial — various

HOMEBUILT AIRCRAFT IN AUSTRALIA By D. Carter

The listing below was compiled from information supplied by the N.S.W. and Victorian branches of the Ultra Light Aircraft Association (ULAA). The information may be slightly outdated by the time you read it but it will be updated periodically. Also, it should not be taken as being complete as It has not been possible to obtain all information on un- registered aircraft. Amongst the types listed are a number of Australian designs, the most successful being the Corby CJ-1 de­ signed by Sydney engineer Mr. John Corby. The Clancy Skybaby and the Ganagobie are also of Australian origin. Although

I Aviation Historical Society of Australia Journal - 85 - January—February 1976 the latter was originally a French design, its creator, M. Lobet, now resides in Australia and it is considered by ''Janes'' to be an Australian design. The last local type is the Libellula KY—3 being constructed by Mr. Karl Yager, the Secretary of the N.S.W. Branch of the ULAA. It is a twin tandem engine aircraft rather similar to the French Moynet Jupiter of 1963. Another unusual type is the Dyke Delta which is an American design and has a delta wing. The Isaac Fury is a scaled down replica of the British Hawker Fury of the 1930's. The Volmer VJ—21 is an amphibian and the Bede BD—5 is a very small aircraft sometimes known as the "Micro". It has received a great deal of publicity in recent years and comes with either a single pusher engine in the tail of its bullet shaped fuselage, a small jet or as a glider. The remainder of the aircraft are more "conventional" ultra light designs and are principally of American, British and French origin. An exception is the Cavalier which is Canadian.

CONSTRUCTOR STATUS REG C.N. ACRO SPORT QUAIL W. Taylor, Blackburn, Victoria. Under Construction VH-WBT

BARRACUDA P. Hodgens, Caringbah, N.S.W. Under Construction

BEDE BD-4 B. Smith, Bedford Park, S.A. Under Construction VH-ABD A. Napper, Kingsgrove, N.S.W. Flying VH-BDA L. Kelly, Victoria Under Construction VH-BDF K. Gore, Bankstown, N.S.W. Flying VH-BGW N42 A.R. Alpen, Lyons, A.C.T. Under Construction R.C. Bennett, Casino, N.S.W. Under Construction G. Connor, East Lindfield, N.S.W. Under Construction T. Huckle, Gosford, N.S.W, Under Construction

BEDE BD-5B B. Jones, Mosman, N.S.W. Under Construction C. Loder, Moree, N.S.W. Under Construction R, McGowan, Lightning Ridge, N.S.W. Under Construction J. McSparrow, Beverley Hills, N.S.W. Under Construction

BUSHBY MUSTANG II B. Dixon, Orelia, W.A. Under Construction VH-BOD F. Patterson, Carlingford, N.S.W. Under Construction VH-FWP J. Humphrey, Bundoora, Victoria. Under Construction VH-MHJ K. Copeland, Warwick, W.A. Under Construction VH-MMC G. Swannell, Midland, W.A. Under Construction VH-MME B.J. Davies, Riverton, W.A. Flying VH-MMI W37 G. Brown, Wllleton, W.A. Under Construction VH-MMJ R. Camp, Wllleton, W.A. Under Construction VH-MMK J. McCourt, Wilson, W.A. Under Construction VH-MMN L. Priess, S.A. Under Construction VH-MNP N. Hardy, Bunbury, W.A. Under Construction VH-TRY W. Cook, Ulladulla, N.S.W. Under Construction F. James, Inverell, N.S.W. Under Construction Manning River Aero Club, Cundletown, N.S.W. Under Construction L. Simmons, Coffs Harbour, N.S.W. Under Construction D. Scott, Scone, N.S.W. Under Construction J. Zapletal, Yagoona, N.S.W. Under Construction

CASSUTT HIM R. McGillivray, Hampton, Victoria Under Construction VH-ANN P. Furlong, Woolmer Flynn via Traralgon, Victoria. Flying VH-IOI P. Poynton, Toodyay, W.A. Under Construction VH-lOP J. Williams, Keysborough, Victoria. Under Construction VH-WJT P. Morton, Inverell, N.S.W. Under Construction R. Quelch, Grafton, N.S.W. Under Construction

CAVALIER R. Cox, Ravensthorpe, W.A. Under Construction VH-CPF A. Zuger, Rozelle, N.S.W. Under Construction

CLANCY SKYBABY R. Walker, Ardelthan, N.S.W. Flying P. Cox, Matraville, N.S.W. Built about 1960

CORBEN BABY ACE J.R. Arnold, Dandenong, Victoria. Under Construction VH-EJJ

CORBY CJ-1 K. Alderman, Nowra, N.S.W. Under Construction VH-AKJ J. Stewart, Victoria. Under Construction VH-BWD J.C. Corby, Sutherland, N.S.W. Flying VH-CBS N32 C.J. Morrow, Engabba, W.A. Flying VH-CKM W18 L. Forster, Kellerberrin, W.A. Under Construction VH-CPJ F. Horsley, Tweed Heads, N.S.W. Crashed VH-FSM N30 F. Sayers, Blacktown, N.S.W. Under Construction VH-IWS Aviation Historical Society of Australia Journal - 86 - January-February 1976

CONSTRUCTOR STATUS REG C.N. CORBY CJ-1 (Contd) K. Shepard, Nedland, W.A. Under Construction VH-KIX P. Moreton, Inverell, N.S.W. Crashed VH-MSM N36 H. O'Callagham, Tom Price, W.A. Under Construction VH-SRO A. Carter, Blacktown, N.S.W. Flying VH-TIB Latrobe Valley Ultra-Light Division, Victoria. Flying VH-ULV V8 R. Newton, Binginwarri via Welshpool, Victoria. Flying VH-WDJ V10 Armidale Aero Club, N.S.W. Under Construction D.A. Bunn, Albury, N.S.W. Under Construction R. Charteris, Engadine, N.S.W. Under Construction D. Gould, Kincumber, N.S.W. Under Construction N. Graham, Eubalong, N.S.W. Under Construction A. Mitchell, Inverell, N.S.W. Under Construction J. Owen, Yagoona, N.S.W. Under Construction S. Rawlinson, Nowra, N.S.W. Under Construction South Coast Aero Club, Albion Park, N.S.W. Under Construction E. Townsend, Condobolin, N.S.W. Under Construction J. Dali, Carrs Park. N.S.W. Under Construction N. Oldham, Blayney, N.S.W. Under Construction

CURRIE WOT D. Taylor, Thornton, N.S.W. Under Construction

CVJETKOVIC CA-65 M. Guscott Under Construction VH-MUG G. Scarr, Fisher, A.C.T. Under Construction

DART KITTEN N. Nash, Glenfield, N.S.W, Under Construction VH-UMG A. Baglee, Port Moresby, New Guinea Flying VH-WGL G1

DRUINE D31 D. Taylor, Thornton, N.S.W. Temp. Grounded VH-BUZ D. Blinman, Camden, N.S.W. Crashed VH-DGB P. Hodgens, Caringbah, N.S.W. Flying VH^PWH N8 D. McCallum, Hawthorndean, S.A. Flying VH-UEI 179 Builder Unknown Flying VH-UEO 131 K. Jarvis, Plympton Park, S.A. Flying VH-ULI SI B. Miller, Newcombe, Victoria. Crashed VH-WHM V6

DYKE DELTA JD-2 R. Walton, Cootamundra, N.S.W. Under Construction

EVANS VP-1 G. Brain, Hawthorne, Victoria. Flying VH-AGB V19 A. Elliott, Goulburn, N.S.W. Flying VH-AJE F. Boltress, Cooma, N.S.W. Under Construction VH-BFG B. Hearn, North Balwyn, Victoria. Under Construction VH-BGH B. Schellback, Brisbane, Queensland. Flying VH-BSI 03 B. Oakley, Broadmeadows, Victoria. Under Construction VH-CRP D. Davis, Avondale Heights, Victoria. Under Construction VH-DAV D. Jeffery, The Oaks, N.S.W. Under Construction VH-DCJ T. Cahill, Keilor, Victoria Under Construction VH-DIK L. Haynes, Elsternwick, Victoria. Under Construction VH-EVP T. Bowman, Mathoura, N.S.W. Flying VH-EVT N32 L. Georgeson, Rockhampton, Queensland Flying VH-ULG 04 N. Able, Harkaway, Victoria. Under Construction VH-UUU G. Willmott, Echuca, Victoria. Under Construction VH-WWW G. Andersen, Moss Vale, N.S.W. Flying R. Carveth, Griffith, N.S.W. Under Construction F. Johnson, Tocumwal, N.S.W. Under Construction F. Krassoi, Lakemba, N.S.W. Under Construction A. Studley, Mimosa via Cooma, N.S.W. Flying R. Wray, Corrimal, N.S.W. Under Construction

EVANS VP-2 J. Brumpton, Jamberoo, N.S.W. Under Construction A. Colacino, Forestville, N.S.W. Under Construction

FALCONER F-12 A. Brinkley, Coffs Harbour, N.S.W. Under Construction

GANAGOBIE J. Lobet, Camden, N.S.W. Under Construction

ISAAC FURY M. Pimm, W.A. Under Construction VH-MWP

JEANIES TEENIE R. Cosstick, Punchbowl, N.S.W. Under Construction

L Aviation Historical Society of Australia Journal - 87 - January—February 1976

CONSTRUCTOR STATUS REG C.N. JODEL D-9 A. Turner, Hamilton, Victoria. Flying VH-AJT V17 T. Middleton, Wagga Wagga, N.S.W. Flying VH-AME R. Rivil, Cootamundra, N.S.W. Flying VH-BJR N1 A. Mather, Kellerberrin, W.A. Flying VH-CJE W1 V. Southwell, Pialligo, A.C.T. Flying VH-CYS N3 V. Bartinetti, Tumut, N.S.W. Flying VH-IVB P. Bruce-Walker, Queanbeyan, N.S.W. Under Construction VH-PBW L.P. Penna, Bendigo, Victoria. Flying VH-PED R.B. Wheatland, Yinnar, Victoria. Flying VH-RDW V22 W. Hare, Cootamundra, N.S.W. Flying VH~WHJ R. Haggarty, Scone, N.S.W. Under Construction N. Nash, Glenfield, N.S.W. Under Construction E. Smith, Kandos, N.S.W. Under Construction

JODEL D-11 J. Brigg, Blackburn, Victoria. Under Construction VH-BMJ H. Girak, Northam, W.A. Under Construction VH-CKY R.S. Jelliffe, Coffs Harbour, N.S.W. Flying VH-DRJ Nil M. M. Simmons, Coffs Harbour, N.S.W. Flying VH-ESJ N25 F. V. Knapp, Darkan, W.A. Flying VH-FVK W11 R. Calthorpe, Deepwater, N.S.W. Flying VH-RCL N27 R.K. Larking, Tottenham, N.S.W. Flying VH-SIJ N31 W. Nilan, Scarsborough, W.A. Under Construction VH-WBL K. Banfield, Carramar, N.S.W. Under Construction P. Crowfoot, Nelson Plains, N.S.W. Under Construction J. Clark, Nowra, N.S.W. Under Construction G. Dissevelt, Peak Hill, N.S.W. Under Construction P. Goard, Padstow, N.S.W. Under Construction B. Livermore, Albion Park, N.S.W. Under Construction D. Patterson, Albury, N.S.W. Under Construction T. Ryan, East Maitland, N.S.W. Under Construction W. Stewart, Concord, N.S.W. Under Construction H. Swanson, Nowra, N.S.W. Under Construction D. Twentyman, Canley Heights, N.S.W. Under Construction K. Vickery, Tumut, N.S.W. Under Construction W. Woodrow, Thornleigh, N.S.W. Under Construction U. L.A.A., Camden, N.S.W. Under Construction N. Young, Moss Vale, N.S.W. Under Construction JURCA MJ-5 SIROCCO A. Heaton, Manly, Queensland. Under Construction VH-AHS

LIBELLULA KY-3 K. Yager, Lewisham, N.S.W. Under Construction

LUTON MINOR R. Mears, Caringbah, N.S.W. Crashed VH-AYP R. Tilley, Launceston, Tasmania. Flying VH-RFT V1 R. Pearson, Victoria. Flying VH-RPH V3 B. N.E. Ball, Nashville, Queensland. Flying VH-SJN Q2 J. Potts, Croydon, Victoria. Flying VH-ULL V5 N. Cameron, Macquarie Fields, N.S.W. Under Construction VH-UNC

LUTON MAJOR I. Arcon, Emu Plains, N.S.W. Flying VH-EVI

MINICAB GY-201 G. Mudie, Ferntree Gully, Victoria. Flying VH-BGM V18 Mr. Bosma, W.A. Under Construction VH-BRB G. Allan, Noosa Heads, Queensland. Flying VH-DAT Q6 R.K. Lalor, Kemps Creek, N.S.W. Flying VH-DCU N4 D.J. McCallum, Hawthorndean, S.A. Flying VH-DJM S3 J. Zapletal, Yagoona, N.S.W. Flying VH-SZT N9 A. Cousins, Epping, N.S.W. Flying VH-UAG G. Cunningham, Qberon, N.S.W. Flying VH-UGC L. Hughes, Grange, N.S.W. Flying VH-ULH N20 T. Dick, West Kempsey, N.S.W. Under Construction P. Hassett, Leichhardt, N.S.W. Under Construction R. Johnson, Hurstville, N.S.W. Under Construction A. McCann, Hurstville, N.S.W. Under Construction G. Smith, Albury, N.S.W. Under Construction

PAZMANY PL-2 Mr. Nedlas, W.A. Under Construction VH-ARJ L. Hoddinott, Nunawading, Victoria. Under Construction VH-AWK W. Belton, West Brunswick, Victoria. Under Construction VH-UWB W. Greville, Broken Hill, N.S.W. Under Construction J. Johnson, Curtin, A.C.T. Under Construction H. Van Der Heuvel, Bass Hill, N.S.W. Under Construction PAZMANY PL-4 R. Duance, Banksia, S.A. Under Construction VH-RKD M. Cotton, Qberon, N.S.W. Under Construction Aviation Historical Society of Australia Journal -88 - January—February 1976

CONSTRUCTOR STATUS REG C.N. PIEL EMERALD A. Wilks, Maddington, W.A. Under Construction VH-ALW J. Murphy, Mayfield, N.S.W. Under Construction VH-CJM Martin Industries Pty. Ltd., Sydney, N.S.W. Flying VH-CXU K. Gore, Bankstown, N.S.VV. Flying VH-DBJ N2 D. McCourtie, Weston, A.C.T. Flying VH-DMC Martin Industries Pty. Ltd., Sydney, N.S.W. Flying VH-FWB N5 K. Gore, Bankstown, N.S.VV. Flying VH-IGC N7 K. Vennik, Mt. Ousley, N.S.W. Flying VH-KHV N24 J. Wood, Colac, Victoria. Crashed VH-MJX G. Smith, Condobolin, N.S.W. Under Construction VH-PSR P. Schenk, Brookvale, N.S.W. Flying VH-SJH N10 J.' Gumley, Nowra, N.S.W. Under Construction N. Lawson, Coffs Harbour, N.S.W. Flying F. Kell, Tumut, N.S.W. Under Construction % PITTS S-1 J. Day, St. Kilda, Victoria. Flying VH-AOY D. Darbyshire, Mount Waverley, Victoria. Flying VH-DDS D. Probert, Kallista, Victoria Under Construction VH-IHV P. Poynton, Toodyay, W.A. Under Construction VH-lOO Mr. Goodson, W.A. Under Construction VH-SIS E. Egan, Georges Hall, N.S.W. Under Construction SMYTH SIDEWINDER J. Cooper, Woolongong, N.S.W. Under Construction VH-MUO K. Vennik, Mt. Ousley, N.S.W. Under Construction

SPRITE E. Graves, Meadowbank, N.S.W. Under Construction R. Hebbard, Oyster Bay, N.S.W. Under Construction M. Nolan, Brighton-le-Sands, N.S.W. Under Construction STITS SA-3B A. Lewis, Paddington, N.S.W. Flying VH-AOL N26 STITS SA-6 Hamilton Enterprises, St. Kilda, Victoria. Flying VH-ULA V6 Hamilton Enterprises, St. Kilda, Victoria. Flying VH-ULB 559/2 STITS SA-7D P. Eigenraam, Para Hills, S.A. Flying VH-FPE

STITS SA-11A J. Bennett, Rossmoyne, W.A. Under Construction VH-UME TAYLOR MONOPLANE J. Walmsiey, Geraldton, W.A. ‘ Crashed VH-CKC W22 E. Kneen, Sandgate, Queensland. Under Construction VH-EKB 05 F. Smith, Kenmore, Queensland. Under Construction VH-PJS A. Shiels, Cheltenham, Victoria. Under Construction VH-SHA C. McLean, Victoria. Crashed VH-ULC J. Biggs, Altona, Victoria. Flying VH-ULJ V20 J. Foster, Singleton, N.S.W. Under Construction L. Henriksen, Guildford West, N.S.W. Under Construction T. Philippa, Goulburn, N.S.W. Under Construction R. Thompson, Murwillumbah, N.S.W. Under Construction THORP T.111 G. Sykes, Kirribilll, N.S.W. Flying VH-DES N13 K. Gore, Bankstown, N.S.W. Flying VH-EQF N21

THORP T.18 P. Hodgens, Carinqbah, N.S.W. Flying VH-ACE N15 A. Chellis, Bridgeport, Tasmania. Flying VH-AKC V12 E. Walsh, Bankstown, N.S.W. Under Construction VH-BJW A. Crampton, Condell Park, N.S.W. Under Construction VH-BUB W.H. Mather, Kellerberrin, W.A. Flying VH-CJO W10 C. Canning, Blackburn, Victoria. Flying VH-CMC V14 J. Brightwell, Cabramatta, N.S.W. Flying VH-DUD D. Moore, Nowra, N.S.W. Under Construction VH-DWM E. L. Williams, Apsley, Queensland Flying VH-ELW Q1 G. Stewart, Broadmeadows, Victoria. Under Construction VH-INL I. Silvester, Glen Waverley, Victoria. Under Construction VH-IST Miss Robinson, Victoria. Under Construction VH-PAR R.C. Dand, Drummoyne, N.S.W. Flying VH-RCD N22 R.D. Egan—Lee, Springvale, Victoria. Crashed VH-RDE V16 R. Wettenhall, Narre Warren, Victoria. Under Construction VH-RWT I. Tonks, Epping, Victoria. Under Construction VH-UIT J. Cooper, Bankstown, N.S.W. Flying VH-UJC N43 G. Airey, Parkes, N.S.W. Under Construction K. Cameron, Penshurst, N.S.W. Under Construction Aviation Historical Society of Australia Journal - 89 - January—February 1976

CONSTRUCTOR STATUS REG C.N. THORP T.18 (Contd) de Havilland Apprent, Lidcombe, N.S.W. Under Construction A. Griffin, Eleebana, N.S.W. Under Construction J. Lyon, Blacktown, N.S.W. Under Construction B. Nicholson, Goulburn, N.S.W. Under Construction R. Pearce, Riverstone, N.S.W. Under Construction

VOLMER VJ-21 R. Mears, Caringbah, N.S.W. Under Construction H. Soper, Sylvania Heights, N.S.W. Under Construction

WITTMAN TAILWIND B. Bishton, Gunning, N.S.W. Under Construction VH-BDJ D. Scott, Sunbury, Victoria. Flying VH-DWS G. Oliver, Kellerberrin, W.A. Under Construction VH-MGO G. Anstee, Mulgrave, Victoria. Under Construction VH-SLA P. Furlong, Woolmer Flynn via Traralgon, Victoria. Flying VH-WAT V11 W. Allan, W.A. Under Construction VH-WMC

THE LOCKHEED ERA - THE POST WAR PERIOD by G. Goodall

This section of Geoff GoodalTs wonderful history of the Lockheed twins in Australia is appearing out of sequence for reasons completely beyond the control of your editors. We regret the inconvenience caused to members and especially the author. The section in the last journal issue was in fact part four, the section appearing in this issue is part 3.

POST-WAR PERIOD: There were two major effects on airline operations in Australia with the end of the Pacific war. The first had been gradually building up since the war situation took a dramatic turn for the better in 1944, and that was the reintroduction of full civil services within the country, and the planning for new aircraft types and new airline routes was well under way by VJ—Day. The second effect was the large number of transport aircraft available from military disposals at low prices combined with demobbed airmen keen to continue flying, which resulted in numerous air transport companies being formed in the early post-war years to operate ambitious airline and charter services within Australia as well a$ overseas charter and migrant flights. In the latter case there were two basic aircraft types suited for small operators, the Avro Anson and the Lockheed Hudson and Lodestar, and the full-scale disposal of these aircraft by the RAAF was eagerly awaited. The politics and intrigues of the introduction of civil airline services in Australia in early post-war years are outside the scope of this story, but are a significant part of the history of commercial aviation in this country. ANA and the newly formed Government airline Trans Australia Airlines were allocated the trunk routes and a large network of Intrastate services, while Ansett Airways who recommenced services on February 5, 1945 with the two Electras VH—UZO & UZP was Initially restricted to Melbourne—Mount Gambier—Adelaide, and Melbourne—Wagga—Canberra. The Lockheeds operated all Ansett services until the first surplus C—47 Dakotas were purchased from US disposals sales in Manila and ferried to Melbourne the following year. On the night of May 16, 1946, VH—UZP took off In heavy rain from Parafield and crashed soon afterwards In a paddock near Virginia strewing wreckage over 500 yards with the aircraft ending up on its back — there were no serious Injuries amongst the twelve on board, this being attributed by the press at the time to Ansett Airways' rearward-facing seats that the company had fitted as a safety feature. To replace UZP the overhaul of their second DC—3 in Melbourne was given priority, and by the end of the year three DC—3s VH—AMJ, AMK & AML were In ser­ vice, leaving the remaining Electra VH—UZO to operate the Melbourne—Hamilton run as well as charters. The following year 'UZO was withdrawn from service and parked in the 'graveyard' at Essendon alongside the rotting Envoy VH—UXM, and placed up for sale. Guinea Airways returned to civil operations in 1945 on Its Adelaide—Darwin route as well as a network of South Australian intrastate services covering Port Lincoln, Cleve, Cowell, Kingscote, Port Pirie, Whyalla, Renmark and Broken Hill. The New Guinea operations, from which Guinea had been driven by the Japanese advance of 1942 during which ten aircraft were lost to enemy action, were not given back to the company after the war, and a further blow came on November 7, 1949 when the Adelaide—Darwin mainline route was awarded by the Government to TAA, leaving Guinea Airways, once one of the world's leading airlines, to fade into relative obscurity on domestic services within SA. The fleet of Lockheeds, 10s VH—UXH & -AAU and 14 VH-AEW plied the routes in the early postwar months until the introduction of DC-3s allowed the two Electras to be withdrawn at Parafield in July 1946 and they were parked on the grass awaiting sale. VH-AEW was leased to ANA for several months during the year for their Brisbane-Cairns segment, then returned to Parafield for use by Guinea as standby aircraft and for charter work, before being finally withdrawn on CofA expiry on September 22, 1949. Darwin was then parked in the open at Parafield for two years, then carted away to a scrapyard in the Adelaide suburb of Croydon where she was broken up. The old ADAT Lockheed 14 "VHCXJ" had also sat In the open at Parafield for several years having been left with Guinea Airways by the USAAF for disposal, and after being stripped of engines and usable components was sold to Mr. M. Linke who cut off the wings and carted the Lockheed to his house in the suburb of Ovingham where he Intended con­ verting the fuselage into a caravan. Happily this was never completed, and the veteran Super Electra still lays in his back- garden. Meanwhile the pair of Electras had found a ready sale in New Zealand, and both were purchased by Union Air­ ways of NZ Ltd., Wellington on August 28, 1946. VH—UXH which by now had logged the impressive total of 16,711 hrs was shipped from Port Adelaide, while VH—AAU was flown to Essendon and shipped from Port Melbourne, and the pair be­ came ZK-ALH & -ALI, added to the NZ Register on September 25, 1946 and August 5, 1946 respectively. They went into Aviation Historical Society of Australia Journal - 90 - January—February 1976 service on Union Airways routes, bearing names Koreke and Koweka alongside the company's other Electras, and the following year were merged into the combined fleet of N.Z. National Airways Corporation. The two Guinea Electras were destined to stay together, ZK-ALH making Its last NZNAC flight on July 29, 1949 and -ALI three months later on October, 29 and both were then sold to Rural Aviation, New Plymouth. After a lengthy period of storage while various proposals for their disposal fell through, the pair were eventually scrapped near Palmerston North, NZ. Another pair of Lockheeds sold in NZ at the same time were Lodestars "VHCAA" & "VHCAC" which were obtained from the Archerfleld-based company Aircrafts Pty. Ltd. APL was originally formed in 1927 by the legendary Queens­ land flier Captain Ron. Adair who built up a network of intrastate routes which were reintroduced after the war using Dragons initially. In 1946 the newly formed Government airline TAA was granted access to the most valuable Queensland routes, and APL was restricted to a few low-density routes, causing Adair to sell out to Butler Air Transport, and the airline was renamed Queensland Airlines Pty. Ltd. from January 1949. APL purchased three Lodestars from US Disposals within Australia. "VHCAA" made its last flight for Qantas in April 1946 from Darwin to Brisbane and then commenced a major overhaul In the Qantas workshops at Archerfield prior to disposal, and was purchased by APL in June, coming on to the Civil Register as VH-ARZ on August 19, 1946 fitted out as 14-passenger configuration. "VHCAA" which had spent most of 1945 sitting on the grass at Parafield after Guinea service was purchased by APL in Qctober 1945 and ferried Parafield—Archerfield on Qctober 27 by a Guinea crew under instructions from USAAF. After overhaul in the APL hangar at Archerfield, special DCA permission was granted for the Lodestar to be flown during December on urgent flights caused by the coal-miners' strike in NSW while still marked as "VHCAC". After further maintenance the aircraft received its CofA on May 31, 1946 as VH—ARY fitted out for 16 passengers. The two Lodestars were used on APL routes Brisbane to Kingaroy, Monto, Thangool, Maryborough, Bundaberg and Rockhampton for a short time then sold on November 16, 1946 to NZNAC. Their third Lodestar was "VHCEE" purchased at Parafield in February 1946 where it had stood in the open for nearly two years after being retired from Guinea service. After overhaul at Parafield it was ferried up to Archerfield, and following a major Inspection and refurbishing for 14 passengers was added to the Register as VH-BAG on November 28, 1946. VH—ARY departed Brisbane on Its ferry flight to NZ on 21st November 1946, followed by VH-ARZ a month later on December 20, both ferried in allover metallic finish and Australian registrations. After overhaul by NZNAC was com­ pleted on February 6, 1947, VH-ARZ entered service on the airline's trunk routes as ZK—ANA Kawatere on February 24. When the company disposed of its fleet of 11 Lodestars in 1951 to American aircraft broker Costine & Co, Boston, ZK—ANA was first to leave when It left NZ on its ferry flight to USA on June 1, 1951, reaching Los Angeles four days later in a flying time of 27hrs 30 minutes, flown by NZNAC Captains H.C. Walker and L.J. Ransome. Becoming N4632V with K. Babb Co, New York the Lockheed settled down to a life as an executive aircraft in America, later becoming N89K and being currently registered as N796G with Qmni Investment Corporation, Washington, D.C. Not so fortunate was VH—ARY which spent a while parked at Milson, NZ awaiting conversion to NZNAC air­ line standards, and then ferried to Palmerston North as ZK—ALZ for overhaul. Qn February 10, 1947 while stripped for clean­ ing, the fuselage was gutted by fire and the aircraft was stripped for spares before being sold for scrap without having flown a single NZNAC service under her allotted name Korire. NZNAC now obtained four RAAF Lodestars from Tocumwal, NSW, purchasing three direct from the Common­ wealth Disposals Commission, and negotiating the fourth through Sydney dealers Kingsford Smith Aviation Services. In February 1946 A67—1, —3, & —4 were readied at Tocumwal and ferried back to NZ, and in May A67—9 followed after being obtained from KSAS. Because of the pressure of conversion work already under way in the NZNAC workshops, A67—9 was ferried as ZK-APU back to Australia on September 5, 1947, when it flew Whenuapai—Norfolk Island-Archerfleld for Qantas to carry out its refitting to airline standard. The four ex—RAAF Lodestars entered service on NZNAC routes during 1947 and flew without major incident up until the retirement of the Lockheeds and their sale In USA, ZK—AQS being the first of this group to leave when it departed NZ on November 15, 1951 for San Francisco under command of Captains J. Nevill—Jackson and C.A. Merrington. A67-1 ZK-AOP "Koropio” Became: N4646V with Butler Corporation, later N789F. A67-3 ZK-AOT "Korohia” N4634V with Northrop Aircraft Corporation. A67-4 ZK-AOS "Kea" N60000 with Columbia Gas System Inc., later N60C. A67-9 ZK-APU “Korimako" N633 with Pago Airlines. Meanwhile, APL's third Lodestar VH-BAG was plying the company's Queensland routes, and for a short time In September 1947 flew an ambitious direct service Brisbane—Melbourne In AVi hours. The ownership of this aircraft had been transferred to the Sydney newspaper company Truth & Sportsman Ltd. on December 16, 1946 as part of a financial arrange­ ment when the newspaper withdrew its backing from the airline in late 1946, however the Lodestar continued to be flown by APL on lease. A contemporary report states that Truth & Sportsman intended using the Lockheed to drop newspapers at country centres, as a fore-runner to the Sydney Morning Herald aerial deliveries, but this never eventuated. During 1948 VH-BAG was to have been leased to Guinea Air Traders for New Guinea charter work and also some migrant trips to Greece but the lease was not finalised, and in May 1948 APL modified the seating arrangements to 16 passenger seats because of Improved airline loadings. In November 1948 APL took over the small Brisbane company Inland Air Service Pty. Ltd. and their route Bris­ bane—Coolangatta-Casino-Coffs Harbour plus their two Ansons VH-BAB & BAC (a third VH—BAD had been retired earlier). The Ansons had begun this service on September 9, 1947 initially Brisbane—Casino—Grafton and it was quite a profitable feeder route, still vied for today by the commuter operators. After the APL/Queensland Airlines takeover, the Lodestar was introduced on to this southern route, beginning on December 6 initially three days a week, and passenger loadings were excel­ lent. Chief Pilot H.E. Keegan announced on February 25, 1949 that Queensland Airlines would seen be introducing their DC—3 VH-BBV Overland Queen on to the Coffs Harbour service since the Lockheed was often running at full capacity. A fortnight later on March 10, 1949 while taking off from Coolangatta for Brisbane with a full passenger load picked up at Coffs Harbour and Casino en route, the Lodestar dived into a swamp off the end of the runway and burst into flames which drove back rescuers and all on board perished. Captain R. Cook, First-Qfficer, hostess, and 18 passengers. The wreckage was salvaged Aviation Historical Society of Australia Journal - 91 - January—February 1976

from the waist-deep water and sold for scrap but an engine was located and salvaged in 1967 and it was planned to make a local memorial for the tragedy. Queensland Airlines hired a Butler DC—3 for a period to replace the Lodestar, then purchased further DC—3s and settled down on internal Queensland services until taken over by Ansett—ANA. MMA's Electras VH-ABV & -ABW returned to peacetime operations on the Perth-Darwin run in 1945, assisted just like pre-war days by two DH.86A's, VH-USF & USW having been purchased from RAAF in May, and in November DC-3 VH-AEU leased from the Commonwealth Government was added to the route. The following year saw Avro Ansons Intro­ duced along the shorter legs and the first of the DC—3s purchased from disposals to become the mainline aircraft. The Electra VH—ABW was written off in a dawn takeoff accident at Broome on June 17, 1946 coming to rest in Roebuck Creek, but the only occupants. Captain Woods and two crew were unhurt. The Lockheed was dragged to high ground to avoid high tide in the creek and the stripped shell of the aircraft became a landmark at Broome airfield for many years. VH-ABV was reregistered into the company's appropriate registration block as VH—MMD on Qctober 31. 1948 this having been prompted by a DCA instruction to change the registration due to its confliction with International Call signs DCA suggesting VH—CBV to minimise repainting on the aircraft. The remaining Electra now took up residence at Derby, WA and flew the regular cattle-station services as well as becoming the Royal Flying Doctor Service aircraft, having the RFDS insignia painted on near the door. Qver the next six years the Lockheed became the most well-known aircraft in the NorWest and Kimberley districts affectionately known as 'The Dog' from its registration and the snarl of its Wasp Juniors. Qn June 26, 1949 VH—MMD made a forced landing in scrub on Napier Downs Station while en route Derby—Wyndham under command Captain S. Goddard, now senior pilot of MMA, but the sturdy Lockheed was not badly damaged and later flown out. On October 6, 1952 the port undercarriage leg collapsed on landing at Noonkenbah but again only minor damage. MMA finally ceased Its long association with the Electra on February 7, 1954 when VH—MMD Gascoyne de­ parted Guildford Airport Perth on ferry to Sydney where it was dismantled and packed at Bankstown by Kingsford Smith Aviation Services, and on February 25 the Electra left Sydney Harbour on board S.S. Sonomia bound for Los Angeles, USA, being struck off the Australian Civil Register the same day. The new owner was Phelan Aircraft Materials Co., based by coin­ cidence at the Electra's birthplace of Burbank, California, however VH—MMD's subsequent career in America has not been traced, although it is of interest to note that Phelan Aircraft Materials purchased a number of Pratt & Whitney Wasp engines from R.A.N. Wirraways several years later. Qantas however kept its association with Lockheeds by ordering the L.749 Constellation as its mainline aircraft for postwar around-the-world services. Their Lockheed fleet at the end of WW2 was however just the hardworked pair of Electra VH—AEC and Super Electra VH—ADT. Both continued for a while in peacetime on the Brisbane—Darwin route, and also from Brisbane to Quilpie in remote western Queensland, before being retired in 1946 to general charter work and Sunday joyriding at Archerfleld. Both veterans were to meet violent ends, VH—ADT going first on January 22, 1947 at Schofields aerodrome, Sydney when it groundlooped on takeoff and left the runway, striking a log and collapsing the undercarriage - fire broke out Immediately but Captain K.G. Jackson, who had had a long association vvith this aircraft from previous W.R. Carpenter days, escaped unhurt. A year later the Electra was written off during a forced-landing three miles south of Conda- mine, Queensland on February 11, 1949 when the starboard motor failed in bad weather while en route from Brisbane to Roma with nine passengers — the aircraft struck a tree during the landing and was broken up, but once again the robust construction of the aircraft saved the passengers and Captain D.A. Tennant from injury. Associated Airlines' Lockheed 12A VH—ABH was based in Melbourne throughout the War, painted In camou­ flage until 1943 and being served by ANA at Essendon and CAC at Fishermans Bend. Its only accident during the period occur­ red on February 22, 1943 when the Lockheed was struck by RAAF Beaufort A9—39 at Essendon in a taxying mishap. Return­ ing to normal BHP duties in 1945 as Silver City ABH continued with Associated Airlines until December 20, 1957 when sold to Carsair Aviation Service, Port Moresby. Associated's second L.12A was added to the Civil Register as VH-ASG on December 9, 1946 and named Silver Gull. This aircraft was built as one of the L.212 bomber-trainers for the Royal Netherlands Indies Army as L2-34 but was taken over by USAAC after fleeing Java in 1942, and allocated serial 42-1302(from its C/n 1302) and designated a UC-40. After being purchased by Associated Airlines from the U.S. Foreign Disposals Commission at Manila, 42—1302 was ferried down to Brisbane in March 1946 having a total airframe time of only 1135 hours. Silver Gull entered BHP service In an identi­ cal metallic and red scheme to its sister VH-ABH, and the new Lockheed was used on VIP and transport duties, and later extensively on aerial survey work with a magnetometer-bomb attached under its belly. She was sold on March 15, 1961 again to Carsair, now of Brisbane. The third Lockheed 12A for BHP and its associated companies was VH—BHH added to the Register on October 31, 1952 and named Silver Star. This aircraft had also had a fascinating history, being built in October 1939 with c/n 1275 and being sold to a private owner In USA before impressed by USAAC as a UC—40D and allocated serial 42—38348 and then issued to RAF in England as LA623. It was converted back to a civil aircraft in 1947 by Short & Harland Ltd. and given their own conversion-number of S.H.50C and received British CofA on May 21, 1947 as G-AGWN for Aeronautical & Industrial Corporation Ltd, later going to Skyways Ltd. In June 1950 the Zinc Corporation Ltd. purchased the Lockheed and It was flown on executive duties in Europe before being ferried out to Australia in February 1953 where Its Australian CofA overhaul was carried out at Essendon by Ansett Airways during which extra long-range tanks were installed and the cabin fitted out for 4 passengers and 2 crew. In 1957 Silver Star was disposed of to the Bush Church Aid Society at Ceduna, SA. In late 1946 the Commonwealth Disposals Commission was given Instructions to dispose of all the remaining RAAF Hudsons that were stored in large aircraft dumps at RAAF Bases Laverton and Richmond mainly. It is a grim indica­ tion of the wartime casualties of the Hudsons that a mere 48 of the RAAF's total of 247 Hudsons were now remaining, the rest having been written off in service. The following table details the disposal of these Hudsons, giving the date sold by the C.D.C. to the purchaser and the last RAAF unit toTiold the aircraft on charge: No. 1 Aircraft Depot was Laverton, 2AD Richmond, 3AD Amberley, and 5AD Archerfleld. Aviation Historical Society of Australia Journal -92 - January—February 1976

Serial Sold thru CDC Last RAAF Unit Became VH- Added Register Brought on Register by

EUROPEAN AIR TRANSPORT, SYDNEY: A16- 105 24.9.47 2AD Storage VH-BKY 10.49 Curtis Madsen Aircrafts, Sydney. 156 24.9.47 2AD Storage VH-BFQ 12.47 European Air Transport, Sydney. 163 24.9.47 2AD Storage 192 24.9.47 2AD Storage VH-BIB 12.47 European Air Transport, Sydney. 200 24.9.47 2AD Storage 226 24.9.47 2AD Ferry Fit. VH-BIA 12.47 European Air Transport, Sydney. 231 24.9.47 2AD Storage

MACQUARIE GROVE FLYING SCHOOL, CAMDEN: A16- 120 10.2.48 2AD Storage VH-SML 2.49 Herald Flying Service, Sydney. 124 21.6.48 2AD Storage 127 24.9.47 2AD Storage 130 24.9.47 1AD Storage 143 24.9.47 1AD Storage 148 24.9.47 1AD Storage 180 24.9.47 1 Stores Dept. 189 24.9.47 2AD Storage 199 24.9.47 2AD Storage VH-SMM 12.50 Herald Flying Service, Sydney. 207 30.9.47 SHQ Canberra 229 24.9.47 2AD Storage

HERALD FLYING SERVICES, CAMDEN: A16-114 31.3.47 2AD Storage VH-SMK 5.48 Herald Flying Service, Sydney. 117 31.3.47 2AD Storage VH-SMJ 10.47 Herald Flying Service, Sydney. 138 24.9.47 2AD Storage

GODDEN, BOARD, GODDEN, SYDNEY: A16- 30 23.6.46 2AD Storage VH-ASV 7.47 H.W.G. Penny, Sydney. 112 10.9.47 2AD Storage VH-BNJ 12.49 East West Airlines, Tamworth. 122 24.7.47 2AD Storage VH-AGX 11.54 Adastra Aerial Surveys, Sydney. 147 24.4.47 2AD Storage VH-BIH 6.48 C.R. Penny, Sydney. 149 24.4.47 2AD Storage 155 10.9.47 2AD Storage V.J. MADSEN, SYDNEY: A16- 110 1.4.47 2AD Storage VH-JCM 12.47 V.J. Madsen, Sydney.

L. VAN PRAAG, SYDNEY: A16- 214 25.11.46 2AD Storage VH-ALA 5.47 L. Van Praag, Sydney. 219 13. 1.48 2AD Storage VH-BLA 7.48 L. Van Praag, Sydney. 222 16. 4.47 2AD Storage VH-BLB 11.48 L. Van Praag, Sydney.

M.M.A., PERTH: A16- 116 1. 4.47 SHQ, Pearce

AIRCRAFTS PTY. LTD., ARCHERFIELD: A16- 177 26. 8.46 5AD

W.R. CARPENTER & CO., SYDNEY: A16- 115 31. 3.47 2AD VH-BDN 8.47 Mandated Airlines, Lae.

MR. WILLIAMS, CARLTON, VIC: A16-157 2. 7.46 10TU ("Instructional Airframe No. 3")

SON. LDR. HUGHES, AMBERLEY: A16- 215 18. 6.48 3AD VH-AGO 5.53 Adastra Aerial Surveys, Sydney. W.G. STUART, CREMORNE, SYDNEY: A16- 134 24. 9.47 2AD Storage In addition the following Hudsons were disposed of through the Department of Aircraft Production, all were sold for scrap: A16—1,2,10,16,22,73,74,84,88,98 & —235. The only one of these whose specific fate is known is A16—22 which was sold through Guinea Airways at Parafield to Mr. H. Parrott who took the dismantled aircraft to a block of land in the Adelaide hills suburb of Belair in 1948, where it lay until Nov. 1972 when it was salvaged by Mr. Pearce Dunn and carted to his ''War- birds'' Air Museum, Mildura, Vic. where it is being slowly restored for display. In the early post-war years at Bankstown airport, Sydney there were a group of operators and predominant in these was European Air Transport. Formed in 1947 to fly long-distance charter work mainly bringing migrants from Italy and Greece to Australia, seven Hudsons were purchased in September 1947 from Richmond RAAF Base. By December CofA overhauls were under way on 3 of the aircraft by Curtis Madsen Aircrafts at Mascot, and they were converted to 14-passenger, 3 crew configuration and registered VH-BFQ, —BIA & —BIB. The overhaul of VH-BFQ was completed in late February 1948 and it immediately departed Sydney for Europe on a charter flight, soon followed by VH-BIA which was dogged by numerous breakdowns en route to Athens. In June VH-BIA was inspected at Mascot by DCA and found to be in very poor condition, and the company was warned about lack of servicing facilities en route to Europe. At the same time the conver­ sion of their third Hudson VH-BIB was abandoned by Curtis Madsen and this aircraft was never completed being later sold for scrap with EAT's other unconverted RAAF Hudsons in 1949. By November 1948 EAT was no longer operating, and the Aviation Historical Society of Australia Journal - 93 - January—February 1976 two airworthy Hudsons had nominal changes of ownership to milkbar proprietors at Kings Cross, Sydney before being flown to Israel in February 1949 on delivery to the Israel Airforce. At the time Australia had an embargo on the export of weapons- of-war to the embryo Israeli Republic due to the nation's fighting with bordering Arab countries, and the sale of these two Hudsons was Illegal. While the Customs Department investigated the deal, DCA struck VH-BFQ & -BIA off the Register in October 1949 as Improper Sale Overseas. Curtis Madsen Aircrafts Pty. Ltd. purchased Hudson A16-110 at Richmond In April 1947 and set up an aircraft servicing workshop at Mascot to convert this aircraft for airline operations. John Curtis and Jim Madsen were both pilots and when the Hudson was finished in December and registered VH—JCM they flew it on various charters including two trips to Athens for EAT, bringing back 15 migrants on each trip. During 1948 as well as carrying out maintenance on the EAT Hud­ sons, the partners planned an airline service to utilise their own aircraft, and announced that they would be commencing a Sydney—Cootamundra—Temora airline run three times a week. The inaugural service was due to leave Mascot on January 10, 1949 but due to poor weather had to be postponed until January 14 when It successfully got away. With slogans like Don't Delay — Fly CMA and Fly CMA — The Safer Way, the new service was well patronised, the Hudson proving well suited to the operation, average time between Cootamundra and Temora being a mere 11 minutes. With plans to continue the route Sydney-Cootamundra—Temora—West Wyalong, and new routes to the north of NSW, a second aircraft was needed, and CMA purchased A16—105 from EAT and it was testflown after overhaul on October 31, 1949 as VH-BKY, the company's requested marking for this aircraft VH-CMA being refused by DCA. On November 9, 1949 the West Wyalong extention was commenced being operated jointly with Wollongong & South Coast Air­ ways who flew on alternate days direct to Sydney with Ansons. TAA were booking agents for CMA services, and on April 28, 1950 CMA announced that they would soon be commencing a new run to Nandowra aerodrome to provide airline services for the Muswellbrook, Coonabarabran and Coolah districts. However as the year progressed the company fell into financial diffi­ culties and ceased operations on November 17, 1951 the two Hudsons VH—JCM & —BKY being sold In late November to East West Airlines at Tamworth. MacQuarie Grove Flying and Gliding School Pty. Ltd. was established at Camden aerodrome near Sydney in 1946 by the pioneer aviation family MacArthur-Onslow, who owned the property on which the aerodrome was originally built. They commenced operations by converting a number of RAAF disposals Tiger Moths, and also had a Gipsy Moth and two Genaircos in the fleet. In August 1946 two Avro Ansons were purchased ex RAAF, given CofA overhauls at Camden, and then sold to a Brisbane operator as crop-dressers, one of the very early experiments In this field in Australia. Late in 1947 the company, now renamed MacQuarie Grove Flying Services Pty. Ltd. purchased 11 Hudsons from disposals for an average of £120 each, and the aircraft were ferried into Camden where they were parked outside on the grass awaiting civil conversions and resale. Only two were actually sold, both to Herald Flying Services, and the other Hudsons were eventually stripped for spares and scrapped, MacQuarie Grove Flying Services being wound up with the shipping of their last Tiger Moth to the New Hebrides in 1953. Another Camden operator was Herald Flying Services, a subsidiary of the Sydney newspaper company John Fairfax & Sons, which was established in 1946 to investigate the aerial delivery of newspapers to country regions of NSW. Two RAF disposals C-47 Dakotas were obtained in UK and ferried to Sydney to become VH—SMH & —SMI, stylised regis­ trations for the main newspaper, the Sydney Morning Herald and in early 1947 a regular service was commenced with the DC—3s landing deliveries of newspapers initially at Tamworth, Coffs Harbour and Evans Head dally except Sundays. Qn April 28, 1947 Herald Flying Services' Manager Mr. G.H. Purvis requested DCA to reserve registrations VH—SMJ & —SMK for two Hudsons A16—117 & —114 that they had just purchased from disposals at Richmond. CofA overhauls commenced on the pair at Camden and in Qctober VH—SMJ was testflown fitted with a special door incorporating a dropping chute capable of dropping a large bundle of newspapers in flight. Qn Qctober 30, VH—SMJ was on a trial dropping run over Musewellbrook, NSW, when it crashed and was destroyed by fire killing the crew of two. This accident occurred before the formal granting of CofR by DCA and the Hudson never officially appeared on the Civil Register. Not deterred by the loss of the first Hudson, a similar dropping-chute was designed for the DC—3s which could deliver 15001b of newspapers in one drop, and work proceeded on the second Hudson which became VH—SMK on May 28, 1948. To replace the crashed Hudson, one of MGFS' collection of Hudsons parked on the aerodrome was purchased, and A16—120 began an extensive overhaul before becoming VH—SML on February 28, 1949. The network of newspaper deliver­ ies was Increased, and the aerial service became an effective and profitable means of distribution, and was soon tried out on a lesser scale in other Australia states. Qn New Years Day 1950 there was another tragedy when Hudson VH-SMK was lost in similar circumstances to —SMJ again with the deaths of both crew members, and once again a replacement aircraft was obtained from the MGFS collection of Hudsons at Camden, which was by now falling into poor condition due to the effects of weather and vandals. A16-199 was testflown as VH—SMM on December 18, 1950 at Camden, and added to the Register the same day. Mean­ while DC—3 VH—SMH had also been lost on a dropping run at Bungulla, NSW on Qctober 12, 1950 but It was decided to continue the service with the remaining DC—3 and two Hudsons faithfully deliverying their Heralds until 1952 when the operation was phased out, and on May 27, 1952 Herald Flying Services formerly ceased operations, the three aircraft being placed In storage at Camden. After two years of storage, the three aircraft were inspected by DCA and found to be in excellent condition, and In 1954 the DC—3 was sold to Bureau of Mineral Resources to become VH—MIN and is still flying today In Australia with Connair, Alice Springs. The Hudsons VH-SML & -SMM were returned to service in late 1954 for paper dropping and general freight work by John Fairfax & Sons, but SML was lost only eight days after being returned to the Register when it was lost without trace off the NSW coast, 140 miles north of Sydney on September 14, 1954 while on a newspaper dropping sortie, and its wreckage was not found until December 22, 1955. VH—SMM, the remaining aircraft of the fleet led a quiet life based at Camden for general duties and being leased for periods to East West Airlines and Adastra Aerial Surveys until it was finally sold to Adastra fn 1966. W.R. Carpenter's Hudson A16—115 was purchased for their New Guinea subsidiary Mandated Airlines Ltd. at Lae. The aircraft was In particularly good condition and was sold through CDC for the high price of £1250 from RAAF Aviation Historical Society of Australia Journal - 94 - January—February 1976

Richmond. After overhaul it became VH-BDN and entered service in New Guinea as a freighter in August 1947. After a year in New Guinea the Hudson was ferried down to Mascot for overhaul and after spending nearly another year parked in the open at Mascot it was purchased on June 27, 1949 by Fawcett Aviation Engineering Service, Sydney who were at that time purchas­ ing and working on a number of RAAF Lodestars at Tocumwal. Fawcett leased VH—BDN back to Mandated Airlines for a period, but shortly after its return to New Guinea it was destroyed in a takeoff accident at Lae on a testflight on March 25, 1950. The aircraft crashed into a house near the airfield when attempting to return due to an engine failure immediately after becoming airborne, and although the two engineers on board escaped injury, the pilot was hurt and the occupants of the house killed. The partnership of Godden and Board comprised two colourful Sydney aviation characters, Stanley V. Godden and Gregory R. Board. Board is still active in Sydney aviation circles today, and has had a most varied background. After an impressive RAAF career which included being shot down in his Brewster Buffalo of 453 Sqn RAF during the defence of Singa­ pore in December 1941, and later test-pilot with C.A.C. at Fishermans Bend airfield, Melbourne, Board purchased an Avro Anson VH—ARK in June 1947 and immediately flew It to the Dutch East Indies where the rebels under Dr. Sukarno were fighting the Dutch for independence. He was held by Dutch authorities at Banka Island for four days while they investigated his relationship with the rebels then Board took off under gun fire and finally reached Singapore with a stow-away on board and sold the Anson to a Malay trader in Singapore. On return to Australia Board formed New Holland Airways and began negotiations with ANA in Melbourne to purchase two aircraft from them for the new company, the unique Douglas DC—5 VH—ARD and RAAF disposals Lodestar A67—5. The Lodestar was overhauled for CofA and added to the Register as VH—GRB on December 23, 1947 and immed­ iately entered service on the European migrant run flying mainly to Athens. The DC—5 was purchased from ANA and on January 2, 1948 ferried by Board from Essendon to Mascot after a lengthy period parked in the weather at Essendon near the reservoir. After an initial grounding by DCA since the DC—5 did not hold a valid CofA for the ferry flight, it was cleared for overseas charter work, and named Bali Clipper began its migrant runs to Europe. New Holland Airways advertised Luxury Charter Flights To Any Part Of The World in 1948, and shared the same Kings Cross address as Intercontinental Airlines and Godden Air Transport who both operated Lockheeds on overseas charter work as well. On May 10, 1948 the DC—5 departed Darwin for Rome to bring back a load of migrants, but on arrival in Italy was sold to an American citizen living in Sicily, and the migrants were brought back to Australia In a DC—3 I—TROS purchased in Rome. The DC-5 went to the Israel Airforce soon afterwards, and the DC—3 became VH—BNH with NHA after its Australian CofA overhaul at Essendon later that year. However by early 1949 NHA had virtually ceased operations, the DC—3 was ferried up to Mascot on January 17 and stored until sold to Butler Air Transport. The Lodestar continued on general charter work until sold to Overland Air Services the following year. Stan Godden purchased Lodestar A67—7 from Tocumwal in September 1947, and it was civilianised as VH—BFZ, receiving its CofA on 30th December that year. Operating as Godden Air Transport the Lockheed was to be used for over­ seas charter work and left Darwin on its first long trip on February 28, 1948 bound for India. Later in the year Godden advised DCA that he had sold the Lodestar to Service Airways Inc., Rome for £8,000 and on September 5, VH-BFZ passed through Bahrein being ferried by Godden to the Middle East where it shortly afterwards was written off in an accident while flying with the Israel Airforce. The six Hudsons purchased by Board & Godden were intended for the lucrative European migrant trade, but in fact none were ever used for this purpose. Two were sold to Warren Penny and the others stored, two later being disposed of and the remaining pair then broken up for scrap. Henry Warren Grindrod Penny also had a most colourful aviation background, being an early associate of Edgar Percival in Australia and flying his Avro Avian VH—UKD all over Australia in 1929 and 1930, earning himself the title of The Gipsy Joyrider. After settling in Sydney he was an active aviator In the Thirties, including an adventurous trip to America in 1934 to obtain an aircraft to fly to England to enter the MacRobertson Air Race to Australia, but was unfortunately unable to compete. In 1946 Penny formed Intercontinental Airlines (Pty) Ltd. to operate overseas charter work from Australia, and the first aircraft was Hudson A16—30 purchased from Greg Board in early 1947, becoming VH—ASV on July 23, 1947 in ten passenger configuration. The following month the Hudson left Australia bound for England where it was noted at Croydon aerodrome, London on September 21 in metallic scheme with large red 'Intercontinental' above the windows and a large Aus­ tralian flag painted on the nose. While In England Penny purchased a DH.86B G—ADYH from Skytravel Ltd, Speke and a Lodestar G-AGBU which had just been flown back to UK from Africa where it had plied BOAC's routes since 1941. The Lodestar was a Lend-Lease L.18-07 supplied to BOAC In full camouflage as G-AGBU Lowestoft for the African services, and receiving British CofA on March 21, 1941. Both aircraft were ferried back to Australia, the DH.86B being flown by Intercon­ tinental's Operations Manager W.T. Mellor arriving at Darwin in November, and Penny following in the Lodestar reaching Darwin on Christmas Day. In January 1948 G-AGBU was used for a return charter to Cyprus and on January 30, the Hudson which was on Its way back to Australia from England was impounded by authorities at Singapore for alleged 'irregularities' but later released to Penny and flown back to Australia. The Lodestar on return from Cyprus was parked at Bankstown in its British markings, although Australian registration VH—BKH had been allocated to it by DCA, while Penny made arrangements for its CofA renewal to be done at Cairo, intending to fly to Cairo in late April. However the Lockheed did not leave and soon afterwards was damaged on the ground by a windstorm and remained parked in the weather at Bankstown until 1950 when disposed of to Fawcett Aviation. Meanwhile in April 1948 G—ADYH and VH—ASV both of which had been hangared at Darwin for some time were sold to an American Francis J. Grigware, and he flew the DH.86B to Singapore, while the Hudson was delayed at Darwin while DCA sought references on Grigware prior to his departure on a 'charter flight to Rome'. On May 19, the DH.86 left Singapore for UK for CofA renewal, and two days later the Hudson left Darwin for the Middle East, but ran into trouble when the tailwheel collapsed at Rangoon later in the month. Shortly afterwards Grigware was being held by Burmese authorities in Rangoon for alleged Illegal landings in southern Burma and the DH.86 which had been abandoned at Penang was in the hands of the Indonesian rebels for whom it flew until captured by Dutch forces at Manguwo on December 12, and it was scrapped at Bandoeng. The Hudson VH-ASV which the Burmese authorities now believed was also to be sold to the Indonesians was still laying in the open at Rangoon awaiting repairs, and was finally purchased In October 1949 by Burma Air Traders Ltd., a Aviation Historical Society of Australia Journal - 95 - January—February 1976

local company formed by two pilots and an engineer just to get —ASV airworthy again. Unfortunately no record can be found of the fate of this aircraft. Warren Penny's brother, C. Raymond Penny was a director of a large Sydney real-estate firm, and Hudson A16—147 which was purchased from Greg Board was overhauled and brought on to the Register as VH—BIH in June 1948 under Raymond Penny's ownership. The aircraft was fitted out for 13 passengers and 3 crew, and Raymond Penny advised DCA that the aircraft would be operating outside of Australia for lengthy periods. It was initially leased to Warren Penny's Intercontinental Air Tours, then the Hudson departed Mascot on September 16, 1948 for a 'private overseas trip' flown by Captain G. Board with Raymond Penny as passenger. They passed through Bahrein on November 3 bound for Nicosia, local authorities at Bahrein reported that the aircraft had its registration painted in diminutive 2" letters on the rear fuselage. Three days later VH—BIH departed Nicosia for a flight-planned direct leg to Bahrein but did not arrive there, causing search and rescue proceedures to be implemented. It was subsequently learnt that the crew had diverted to Haifa, Israel. The Hudson there joined the ranks of other Australian exports to the Israeli Airforce, and was presumeably later written off in combat.

MONTHLY NOTES - CIVIL

The N24 Nomad VH-DHU, the lengthened version of the N22, had its first flight at Avalon, V on December The aircraft was flown by GAF test pilot S. Pearce. The second N22B for Sabah Air 9M-ATZ was handed over in a cere­ mony at Bankstown on November 21. The Sabah Air sale was arranged by the Asian distributors for the aircraft. Hawker de Havilland. The first commercial flight by the Australian built Nomad N22 aircraft took place on December 18 when the Newcastle based operator Aeropelican Intercity Commuter Air Services Pty. Ltd. introduced trial services with the demonstrator aircraft VH— ELN, owned by Nationwide Air Services Pty. Ltd. the Australian Nomad distributor. The aircraft was fitted with 12 passenger seats and made an average of three return flights daily over the busy Christmas New Year period. Ansett Transport Industries Limited, parent company of Ansett Airlines of Australia and associated airlines, reported a record profit of $8,219,000 after taxation of $7,152,000 and depreciation of $19,741,000 for their year ending June 28, 1975. During the year, airlines in the group carried 4,894,201 passengers to a total of 110 airports throughout Aus­ tralia and Port Moresby in Papua New Guinea. In his report to shareholders, the Chairman of the group. Sir Reginald Ansett said that Ansett Airlines of Australia would, subject to Government approval, introduce two further Boeing 727-200 series aircraft during 1977. He confirmed that four Fokker F27—500 series aircraft were on order for Ansett Airlines of New South Wales and that a further order for two more would be placed forthwith to completely re-equip the airline with these more modern, faster and larger aircraft. The first of the new Fokkers VH—FCA was delivered to Melbourne on December 16. Wednesday December 17 was the 40th Anniversary of the first flight of the Douglas DCS aircraft in America - at 3.00 p.m. on December 17 1935. Over 10,655 DC3's were built - which gave the aircraft the distinction of being the most produced aircraft in the world. In Australia, the DCS is still in widespread use in a variety of roles. Apart from the military, current operators and the biggest operator, Cairns based Bush Pilots Airways Ltd. who operate five, VH—PWN, —EDC, —EDD, —MAL, & —PNM, Connair Pty. Ltd. with VH—EWE, —PWM, —MIN, —UPQ; Brain & Brown Airfreighters Pty. Ltd. with VH—BAA, -BAB, -BAM: East-West Airlines Ltd. with VH-AGU, -DAS; Forrestair with VH—TAK; Air Tasmania with VH—MMF; Department of Transport with VH-CAN and the C.S.I.R.O. with VH—RRA. Both Bush Pilots and Connair marked the event with a special souvenir folder prepared by the Queensland Branch of the A.H.S.A., while Bush Pilots gave publicity to their first DC3 flight for the day — the regular 7.00 a.m. flight from Cairns to Weipa via Kowanyama, Edward River and Aurukun. In a decision handed down on December 10, the full High Court of Australia ruled that the Western Australia Government did not have the power to impose stamp duty on airline tickets. The court agreed to an appeal by MacRobertson Miller Airline Services to reverse a decision made earlier by the WA Supreme Court that a ticket issued by an airline was a "memorandum of a completed agreement" making it liable to state stamp duty. The court challenge by MMAS followed a ruling three years earlier by the State Commissioner for Taxation, Mr. J.R. Ewing that airline tickets were agreements subject to stamp duty. However, he had not required MMAS or any other airline to pay the duty pending the outcome of the High Court appeal. Following the downturn In passenger traffic being experienced by East—West Airlines Ltd, the company termina­ ted the lease of the TAA Fokker F27 VH—TFF on November 27. The aircraft made its final flight with East—West when it operated the 6.00 p.m. Tamworth—Sydney flight. A Boeing 747SP N4013 was demonstrated to Qantas at Sydney on November 21. The aircraft had arrived the previous evening after a non stop flight from Bombay. The aircraft, which was on an around the world promotion flight left Sydney on November 23 on a non stop flight to Santiago, Chile. MONTHLY NOTES ~ MILITARY The former RAN aircraft carrier HMAS Sydney left Sydney on December 23 under tow for South Korea where it will be scrapped. The warship was sold for $673,516 after world wide tenders were called. Westland Sea King N16—117 which crashed in the Shoalhaven Bight area on October 22 was salvaged by naval divers and HMAS Stalwart, HMAS Snipe and HMAS Ibis took part in the salvage. The helicopter was towed to Jervis Bay by HMAS Snipe. The first two N22 Nomads for the Indonesia Navy P801 and P802 were handed over at Darwin on December after being ferried from Avalon by RAAF crews. MONTHLY NOTES - THIRD LEVEL Two new commuter services commenced in Australia during December. On the 1st, Noosa Air commenced a daily service between Brisbane and Noosa, at the northern end of Queensland's Sunshine Coast. Flights, which are operated with the company's Britten Norman Islander aircraft VH—FCP, operate a daily Noosa—Brisbane return service each morning Aviation Historical Society of Australia Journal - 96 - January—February 1976

and late afternoon. The other new operator is Murray Valley Airlines, based at Albury in southern NSW. Their services com­ menced on December 9 and operate from Albury to Adelaide via Swan Hill and Mildura with Piper Navajo Chieftan VH—MVB. The Timetable allows for a Sunday evening Albury — Mildura — Adelaide — Mildura service and an early weekday flight from Mildura to Adelaide — Mildura — Swan Hill — Albury service. An afternoon return service is flown on this route, while on Friday evenings, a Mildura — Adelaide — Mildura — Albury flight is operated to position the aircraft back in Albury for the weekend. Norfolk Island Airways are now operating four return Brisbane — Norfolk Island flights weekly with their new Beechcraft King Air 200 VH-IBC. On two days per week flights operate via Lord Howe Island. It was announced late in November that the main shareholder of the Melbourne based air freight operator. Brain & Brown Air Freighters Pty. Ltd., Signet Insurance Company, had purchased a 97% interest in Australia's other independent freight operator. Air Express Limited, whose main base is at Brisbane's Archerfield Airport. In recent times. Air Express have concentrated their operations at Essendon Airport where their three Bristol 170 aircraft operate cargo flights across Bass Strait to Tasmania, in competition to Brain and Brown. The owner of Signet Insurance, Mr. D.H. Trescowthick, Is now Chairman of both companies, however, he said that both comanies would continue their current activities and retain their Identity. The aviation press has carried recent reports that Brain & Brown are seeking to import a further two Hawker SIddeley Argosy freighter aircraft to supplement the one already In service. The Annual report of East—West Airlines Ltd. issued during November, disclosed the company made a profit $166,459 after taxation of $304,757 and depreciation of,$788,063 for their financial year ending June 30, 1975. The profit was a 55% reduction on the previous years $369,288 which the Directors said In their report, was caused by substantial losses in the company's subsidiary, Adastra Aerial Surveys Pty. Ltd. The Adastra loss, shown in the report, was $162,547 while the other East—West aerial survey subsidiary. Civil Aerial Surveys Pty. Ltd. showed a profit of $19,251. The Directors said the Adastra losses were caused "by a downturn in the availability of Government contracts for aerial survey work and by the per­ formance of contracts negotiated several years earlier at prices which did not take account of rapidly increasing costs. Measures had been taken to avoid future losses in this subsidiary." The report gave special mention to the profitable operations of the Special Aircraft Division of the parent company, which operates six aircraft - the three Beechcraft Queenair aircraft for the NSW Ambulance Board, VH-AMB, - AMG & -AMQ, the CSIRO DCS VH-RRA and the company owned DC3's VH-AGU and VH—DAS. As well as operating these aircraft, the Division also provides training and check facilities for Air Tasmania, Adastra Aerial Surveys and other Australian operators. The company carried 477,594 passengers during the year, a 9% in­ crease over the previous year. The report confirmed the company's order for 2 Fokker F27—500 series aircraft for delivery in mid 1976, while it Is Intended that orders will be placed for deliveries in subsequent years to replace the older F27—100 series. East—West Airlines Ltd, who dismissed 20 employees at their Tamworth Headquarters at the end of October as an economy measure, met with industrial action early in November when the Australian Amalgamated Metal Workers Union placed an over-time ban on the company as 9 of its members were affected by the dismissals. The company in reply, said the company was experiencing zero growth and was in a loss situation, therefore, steps had to be taken to retain profitability with a major cost control programme and the management had found alternate employment with other Australian operators for all the dismissed employees. Later, on December 5, the company's pilots went on strike over a dispute about their superannuation scheme. The strike ended three days later without any new agreements being reached and the pilots saying they would enforce certain sanctions against the company which would complicate the airlines scheduling. The Annual Report of Bush Pilots Airways Ltd, issued during November, disclosed that the company suffered a trading loss of $55,132 after providing $162,202 for depreciation for their financial year ending June 30, 1975. The year's results compared with a profit of $44,732 for the previous year. The Directors in their report, said the loss, even though dis­ appointing, it was encouraging to note that the first six months trading which had shown a loss of $118,400 had been reversed to a trading profit for the final six months. Directors blamed the decision of the Australian Government to "increase fuel tax; to eliminate freight subsidy on the transport of fuel to remote areas; and to increase air navigation charges, had caused the company's costs to increase by $95,200, and with a decline of 12% in the company's traffic, had caused the unsatisfactory trading situation In the first half of the year. The Directors had taken drastic action to curb expenditure and staff numbers had been reduced 20% to reverse the earlier trading situation. The company was concentrating on obtaining higher utilisation of the DC3 aircraft which had a direct operating cost per passenger seat mile of 40% less than the Cessna 402 aircraft. In other Bush Pilots developments, the company commenced a new commuter operation based at Mackay on the central Queens­ land coast from December 1, when regular twice daily flights commenced between Mackay and the recently developed open- cut coal mining centre of Moranbah. On two days per week, flights continue to Rockhampton. The management of the com­ pany said that a further expansion of air services based on Mackay were in prospect with the go-ahead of coal mining at Hail Creek, south west of Mackay. Adelaide based Central Australian Airways expanded their operations late in October when new services com­ menced between Adelaide and Ceduna and the Millicent and Naracoorte route was extended to Mt. Gambler on five days per week. The Ceduna service, which operates through Cleve Is flown on two days per week with Riley Dove aircraft. Both these new centres are also served by Ansett Airlines of South Australia, however. Central Australian operate on alternate days or times. Not previously mentioned in the Journal are the commuter services of the Toowoomba based Unionair. This company operates a daily service between Hervey Bay — Maroochy — Brisbane each morning with a return service each after­ noon. In between, and when traffic warrants, three return Brisbane — Maroochy flights are scheduled. Cessna 402 aircraft are used on these services. Apart from these services, the charter subsidiary of Unionair, Islandair, operates regular 'contract' charter flights between Brisbane, Tangalooma Island — Maroochy — and Orchid Beach on Fraser Island; and between Hervey Bay and Orchid Beach with Britten Norman Islander aircraft. These flights operate at least daily on behalf of resort operators on Fraser and Tangalooma Islands. The Department of Transport — Air Transport Group Issued the "Statistics of Australian Commuter Air Services" for the year ending December 31, 1974 during December 1975. The statistics show that Aeropellcan Intercity Commuter Air Service was by far the biggest passenger carrier of the Australian commuter operators, followed by Masling Air Commuter. For Aviation Historical Society of Australia Journal - 97 - January—February 1976 the year, Aeropelican carried 42,023 passengers on their single route of Newcastle (Belmont) to Sydney, while Masling carried 38,716 passengers on their six basic routes, including Newcastle. On the latter route, the airline carried 22,202 passengers. MONTHLY NOTES - PEOPLE The former Chairman of Qantas Airways Ltd, Sir Donald Anderson, CBE, died in Hospital on November 30 after a long illness. Sir Donald retired from the Qantas Board in August (See AHSAJ Sep/Oct. P49), and was the Patron of the AHSA at the time of his death. Many tributes were paid to Sir Donald by the aviation industry throughout Australia for the dedication he had given to the industry over many years. The General Manager of Connair Pty. Ltd, announced late December that he would be resigning his position on June 30, 1976, following three months leave of absence from the company. The company Chairman, Mr. E.J. Connellan, said the board appreciated Mr. Levin's services during the 2V2. years he was with the company and asked him to become a member of the board from July 1. Mr. Connellan said that the company Secretary, Mr. Stephen Marshall would become acting General Manager from March 31 until the position of Manager was filled. Western Australia's mining magnate, Mr. Lang Hancock, announced in November that he was trading In his near-new Learjet VH—BSJ on a Mystere Falcon jet, believed to be a second-hand one from the USA. Mr. Hancock in his announcement, said "The new aircraft will have more room for my family and has its own auxiliary power unit fitted to keep the aircraft air- conditioned on the ground during some of the stops it will make during overseas trips." Well known aviatrix. Miss Robin Miller (in private life, Mrs. Robin Dicks, wife of the past President of the Royal Flying Doctor of Australia, Dr. Harold Dicks), died In a Perth Hospital early on the morning of December 7 from cancer. Miss Miller, aged 34, was the daughter of Captain Horrie Miller, founder of MacRobertson Miller Airlines, and the well known authoress, Mary Durack. She was well known throughout Western Australia, Initially from her early days of flying throughout the state ad­ ministering Sabin Oral Anti-Polio Vaccine to remote communities, mining camps and aboriginal reserves. In recent years and following her marriage to Dr. Dicks, she was heavily Involved In the operations of the W.A. Division of the RFDS, both as a pilot and an administrator. On the day of her death, the Service's latest aircraft, when she ferried from the USAwith her husband, Cessna 421 B VH—ADG "Airdoctor Three" was dedicated at Jandakot Airport by the WA Minister for Health, Mr. Baxter, who paid tri­ bute to Miss Miller and the wonderful work she had done throughout the state. Miss Miller was burled at the north-western town of Broome, a place where she spent much of her youth with her family and had fond memories, Her life in aviation Is told fully in her book "Flying Nurse" which was published about three years ago. MONTHLY NOTES - MUSEUM A CAC Wirraway VH-BFF test flew at Moorabbln V. on December 4 after a rebuilding process of more than two years. The aircraft, owned by G. Schutt and R. Lees has approval to fly with the registration appearing under the port wing only. It is finished as A20—653 when serving with No. 5 Squadron RAAF during WW2. MONTHLY NOTES - PAPUA NEW GUINEA The Transport and Civil Aviation Minister in the Papua New Guinea Government Mr. Okuk, announced in Port Moresby on November 27 that the country's airline. Air NiuginI would operate its own international flights from February 12, 1976, and had signed an agreement with the British charter firm, Templewood Aviation Ltd. worth A$2 million to provide a Boeing 720 aircraft on lease. Templewood would operate the Boeing in full Air NiuginI marks and provide flight crew, while Air Niugini would provide cabin crew. The agreement with Templewood is initially for 12 months and the aircraft will operate five services to Brisbane weekly and two to Manilla. Press reports that the shareholding in Port Moresby based Aerial Tours Pty. Ltd. had changed became evident when the company was renamed Douglas Airways late in December. Mr. Dennis Douglas, who controlled 33% of the shares in the old company, purchased the shareholdings of British and Australian Interests, to gain full control of the company.

AIRCRAFT MOVEMENTS MASCOT — Thai International's 2nd DC—10—30 HS—TGB made its first visit on July 2. MAS 707—338c 9M—ASQ emerged from the Hangar on July 6 with a new registration, 9M-MCQ. Garuda's DC-8-52 PK-GEB noted on July 7 with the name "Gajahmada" below the cockpit. July 8 saw RAAF C—47 A65—102 parked in Qantas area with engine problems, it departed several days later. Unusual arrival on July 12 was Helitrans' Beech 18 N5645R with tricycle undercarriage. Malaysian HS—125 FM—1801 visited August 20/21 & Seaboard World DC—8—61 F Sept 3. Sept 7 saw Canadian 707—320C from Nadi until Sept 9 and British Caledonian 707-338C G-BCAL on a Horse Charter Sept 7/8. Ex Qantas Electra N836E (formally VH—ECD) of Nomads arrived Sept 8, staying until 10th. DC—8—52 PH—MAU "Toronto" of Martinair transitted Sept 9. NIH Gulfstream 2 of Harrah's Casino arrived Sept 15, staying until Sept 21. BANKSTQWN - CT-4 Airtrainer A19-041/ZK-EAD arrived on delivery August 1 ,A19-042/ZK-EAE on August 12, A19-043/ZK-EAF on August 14. Departures were A19—037 August 14. '—040 August 22 Cessna 421 N5383J was delivered August 1, Ted Smith Aerostar 601A N90402 on August 5. FH-227 PK-VFM, damaged by cyclone Tracey' emerged from hangar August 9, engine run and test flight 11th and departed 12th. Aerostar VH—WRV noted August 9 (ex N90346) Twin Pioneer N48207 departed August 11. Adventurer Hans Tholstrop arrived in Grumman—American AA—IB on August 14 Swearingen Merlin P2 -BCL arrived August 18 staying until 28th. September deliveries were CT—4s A19—045 9th, '—046 15th & '—047 22nd these having ferry registrations ZK—EAH, EAI, EAJ. Visitors were VH—ASJ Gulfstream I 17th, VH-DRM Cessna Citation 25th. Departures - Hughes 369HS P2-PHM 20th & Lockheed 12A VH-ASV 23rd bound for Albury. PERTH - RAAF Mystere 20 All-090 visited July 3, Seneca VH-CBU of Airspeed Services Albury visited July 11. The USAF visited In some numbers July 15 with Boeing EC—135Ns 10326, 10329 & Lockheed C—141 59410. VH—ARB Lake Skimmer from Sydney visited on July 30. RAAF C-130s visiting were A97-160 August 7, A97-208 Sept 9. First visit for the only U.K. registered DC-8 was on August 8 by G—BDDE of "IAS Cargo Airlines", it returned August 22 & 31. Cessna 310N N721X (c/n. 310N—0061) on its Round the World record flight visited August 10. September commenced with Minicab VH—DJM on 2nd, Bush Pilots Airways Cessna 31OL visited on Sept 6. Ansett F—27 VH—FNU arrived Sept 10, operating with MMA whilst one of the F—28s was undergoing a major overhaul. JANDAKQT — Cessna Citation VH-DRM visited July 6 whilst the two Jandakot based Citations VH—CRM & WRM began flying again after several months inactivity. Westland Wessex VH—SJD of Bristow Helicopters departed for Geraldton on July 8. July 16 Beech Baron VH—KNE arrived on ferry flight from Port Hedland with the U/C locked down, a legacy of its wheels up landing earlier in the month. DH—104 Dove of TAT, CR-TAG arrived July 29 for major service. CR-TAH, same type & company departed August 4 for Dill. VH-CPG Britten Norman BN-2A Islander of Perth Air Charter returned September 30. i Aviation Historical Society of Australia Journal - 98 - January—February 1976

POINT COOK FLY-IN 1975 M. Davis

This year's Fly-In at Point Cook was held on the weekend of December 6 and 7. It was similar to the 1974 event in a number of respects, it was hot, windy and about 190 civil and military aircraft were noted on the fields. New items for 1975 were the flying demonstration by the Moorabbin based Wirraway A20-653/VH-BFF (registration marks painted under the wing) and the appearance of amhy of the RAAF's Airtrainers so far delivered, although these mainly remained hangarbound. Also hangarbound was the next airworthy Wirraway, A20-649, looking very smart in an overall yellow scheme and with regis­ tration VH-WIR painted on. The flying display was as usual an informal affair and consisted of Ryan VH—AGW, Tiger Moth VH—ULV and Chipmunk VH-RSK in one formation and Tiger Moths VH-ALC, CJW and ULR in another. Solo efforts were made by the Wirraway A20-653/VH-BFF, Brain and Brown's DC-3 VH-BAB and Rapide VH-IAN. Aerobatics were carried out by Pitts VH-AOY and a formation display was carried out by Airtrainers A19—036, 037, 039, 045 and 051 while A19—035 was on static display. Also of interest was the RAAF's 'new' Meteor T.7 ex RAF WA680 as detailed in the September-October 1975 Journal page 50 and now serialled A77-705. (1) SUPPLEMEMT TO AUIATION HISTORICAL SOCIETY OF AUSTRALIA JOURNAL AUSTRALIAN CIUIL AIRCRAFT REGISTER. 3AN/FEB. 1976. This campilation of Australian civil aircraft register variations is not complete for the period covered. It uas prepared by members of the N.S.U. Branch of the AHSA to provide interested readers with some detail of the register activity in the absence of. the complete details normally prepared by the Uictor- ian Branch. Additions and Restorations. UH- TYPE C/N. DATE OWNER PREUIOUS IDENTITY. AHP Beech C23 ' M163g 030775 Hoxton Park Flying School c/d P.O., Hoxton Park. NSW. AHQ Bell 206B 445 191275 Rotor Work Pty. Ltd., P2-AH0, P.O. Box 439, Bankstown, NSW. UH-AHQ. AIS Scottish 540 170775 Aerial Agriculture Pty.Ltd. UH-AIS, Aviation Twin Hangar 17, Bankstown Airport, G-APPH Pioneer 3 NSW. ALA Piper PA25-235 25-3795 280875 Cropair Leasing Pty.Ltd • f UH-ALA P.O. Box 871, Griffith, NSW. ARF Beech C23 M1638 060875 Australian Automobile Racing Co. Ltd., C/o P.O., Bankstown Airport.NSW. i 141 201175 Pays Air Service Pty.Ltd UH-BBG. i BBG Fletcher • j FU24-A4 P.O. Box 158, Scone, NSW. ZH-CXX BBJ Hughes 369HS 550748S 121275 Bell Bros.Air Charter P/Ltd • f 136-138 Great East Highway, South Guildford, W.A. BDA Bede BD-4 N.47 301075 A.A. Napper, 6 New England Dr., Hingsgrove, NSW. BNW Piper PA28-151 28-7515381 301075 Tasmanian Aero Club, P.O.Box 450, Launceston, Tas. BNR Cessna 310R 0303 091275 G.M. Scott Pty. Ltd •» N87210 22 Luxor Pde., Roseville,NSW. BRD Beech 58 TH586 110875 G.J. DeMartino, 24/26 Bennett St.,MortlakB,NSW,N9393S CDE Beech B50 CH24 281175 G.R.Forrest, P.O.Box 26, V/H-CLA Watson, A.C.T. UH-CDE CCH Grumman G-1G4 , 318 081075 Grasslands Aviation Pty.Ltd,, UH-CCK P.O. Box 589, Albury, NSW, CGC GY-201 Minicab .N.29 171075 G.C. Cunynghame, 26 Balfour St. Oberon, NSW. CHN Hughes 269C 740335 030975 Rex Aviation Pty. Ltd., P.O. Box 51, Bankstown, NSW. COP Piper PA34-' 34-7570166 260875 South Aust. Police Dept., N33817 2D0T 1 Angas St., Adelaide, S.A. GYM Fletcher 132 201175 Superair, P.O. Box 76, UH-CYM FU24/A4 Armidale, N.S.W. DBM Piper PA-28- 0. Brem, 205 Dorset Road, 180 28-7505156 080875 Croydon, NSW. DMC Piel 100 N.23 040675 D. McCourtie, 3 Shirlow Place, Weston, A.C.T. .../2 (2) DTX Cessna 210L 60872 221075 Rex Aviation Pty.Ltd. N1771C P.O. Box 51, Bankstouin, (MSW. DUG Piper PA31-350 31-7552098 260975 Hazelton Air Services P/Ltd • » N6137g. P.D. Box 12, Cudal, NSLJ. DUN Cessna 310R 0329 271175 Hazelton Air Services P/Ltd. N8726g P.O. Box 12, Cudal, IMSli!. DUZ Cessna A15DM 0563 280875 Rex Aviation Pty. Ltd., N1701C P.O. Box 51, Bankstoun, iMSlil. EDX Piel 100 N.37 171075 A. Harris, 21 Hazel St., Georges Hall, NBiil. EOY Lake LA-4/200 643 210775 Travel World BlBcktouin P/Ltd., Box 253, Blackto'ujn, IMSW. EOZ Lake LA-4/20D 694 211075 Air Whitsunday, Happy Bay, N1103L Long Island, Qld. ELD Piper PA28R/' 2a~R 221275 C.P.McRostie, 11 Alfred Tee., 200' 7535048 Streaky Bay, S.A. ELN GAF N22 Nomad N22-2 261175 IMationiijide Air Services P/Ltd., Box 152, Mascot, NSW. EPI Beagle B121/2 126 250875 R.B. Davis, 50 Fouler Rd., Illauong, NSW. EQC Fletcher FU24/ 146 270675 Superair, Box 76 P.O., UH-EQC A4 Armidale, NSW. ERF Mooney M20E 21-1165 101075 Uenture Aircraft Sales P/Ltd., N7125U Hangar 468, Bankstoun Airport. ESU Cessna 402B ODDI 241275 Nationuide Air Services P/Ltd. F-0CQ1 Box 152, Mascot, NSW, N5401M. EUZ Beech 95-B55 TC1853 061175 R. Hannah, 93 Gungah Bay Rd., N9710S Oatley, NSW. EUH Transavia G.350 021275 Bennetts Rural Air Services, UH-EUH PL-12 Box 7, Guyra, NSW. EUH Piper PA2a-140 28-7125443 120675 O.D.Hazelton, 'Aero Glenn,’ UH-EUH Aberfoil Rd., WBdderburn,NSW. FXM Transavia PL- G.577 050975 Transavia Carp.P/Ltd., 12U 73 Station Rd., Seven Hills,NSW. FXO American Aviation .AA-5B 0070 260975 Aerospace Industries (Must.) P/Ltd., Box 291, Bankstoun,NSW. FXR American Aviation . AA-5 0784 190675 D.R.Cooke, Box 315, GunnBdah,NSW. FXS American Aviation Ayton Aviation, 64-66 Hoddle St., AA-5 0787 180875 Clifton Hill, Uic. FXT American Aviation P.O. MaeSueen, 224 Uictoria Rd • » AA-5A 0016 211175 Drummoyne, NSW. FXU American Aviation Gunnedah Aero Club Ltd., AA-5A 0017 211175 Box 381, Gunnedah, NSW. GGO Sportsavia Riley Aeronautics P/Ltd • 9 RF-5 5125 201175 Box 78, Tocumual, NSW. lED Cessna A188B/ Central Western Airspray, A1 01773 040775 Mount Esk, Orange, NSW. (3)

IJB Piper PA32-300 32-7540026 301275 Acorn Metal Products P/Ltd ■ I Box 102, Crovdon, Uic. IDE Aero Commander Safari Air Transport P/Ltd • I 5Y-KPY, 5D0A 985-34 241075 1338 Pittujater Rd., l/P-KPY, IMarrabeen, (MSLlI. ZS-CPG‘ ISL Britten Norman Lindeman Aerial Services P/Ltd.

BN-2A-21 G432 140875 'lAl l/ictoria St • j G-BCWP Mackay, Qld^ KEG Beech 95-B55 TC1841 080875 Brett Parker (Formal Hire) N9700S P/Ltd., 14 Railway Concourse, Caringbah, IMSliJ. KMU Piper PA-39 39-6 110775 G.O. De Martino, 24 Bennett St.,N8851Y Mortlake, MSU. HMZ Beech 95-B55 TC1898 281075 H.M. Silva, 308 Westfield Tower, Miranda, (\iSl.iJ. MGR Beech 95-E55 TE1058 171275 M.C. & R.T. Goldsmith (Property)IM6772S Pty.Ltd • ? Box 328, Taree, NSW MTB Piper' PA28-140 28-7525288 301075 Southern Cross Real Estate Management P/Ltd., 46 Bradley South Head Rd., Mosman, WSW. MVB Piper PA31-350' 31-7552113 131175 Airserve Albury’P/Ltd. > N61398 Box 684, Albury, IMSW. PBM Piper PA28-180 28-7505073 271175 Ansett General Aviation, Box 220, Bankstown, NSW. PCD Aero Commander 3231 310775 Pacific Commander P/Ltd • f N57251 500S Box 477, Mascot.J NSW. PCS NAR Aero Commander 112A 255 280875 Pacific Commander P/Ltd., N12553 Box 477, Mascot, NSW. PCT NAR Aero Commander 230 141075 Pacific Commander P/Ltd., N12300 112A Box 477, Mascot NSW. PCU NAR Aero Commander 280 111275 Pacific Commander P/Ltd., N1280J 112A. Box 477, Mascot, NSW. PCU Aero Commander 11283 151275 Pacific Commander P/Ltd., N5722S 690A Box 477, Mascot, NSW. PFG Cessna 172M 63915 250675 Port Pirie Flying Group P/Ltd,,N1679C Box 476, Port Pirie, S.A. PYC Piper PA32-300 32-7540129 281075 R.W. Bustock, Preston, N1014X Mansfield, l/ictoria. RBE Cessna 180 31901 260975 R.E. Bramley 8. Co. Pty.Ltd., N3103D Box 1107, Townsville, Qld.

REH Beech 58 TH263 281075 Intran Aviation Ltd ■ > UH-REH 88 Bunnerong Rd., Pagewood,NSW. RJO Piper PA-30 30933 211075 Oohnson, Box 189, Northbridge, UH-ROJ N.S.W, RAX Piper PA28-140 28-7525262 170975 Royal Aero Club of N.S.W. , Box 255, Bankstown, NSW. RNC Piper PA31-350 31-7305026 301275 North Coast Airlines Pty/Ltd., 9M-ASA, Box 701, Coffs Harbour, NSW. N7696L. ROC Cessna 310R 0156 260675 Rossair Pty.Ltd,, Parafield N5036J. Airport, S.A. RPF Cessna 172G 53509 290875 Schutt Aircraft Sales Pty.Ltd., UH-RPF. Box 83, Cheltenham, Uic. RPW Cessna IJ206F 02836 041275 R.R. Frith, 138 Commeiiarra Parkj;r,,-nc,n way, Wahroonga. NSW. (4) RQK Piper PA28-180 28-7505212 101275 Royal Queensland Aero Club, Hangar 1, Archerfield, Qld. RSL Piper PA28-140 28-7525234 150975 Royal Aero Club of IM.S.UJ., Box 255, Bankstouin, IMSU). RSP Piper PA-28-140 28-7525184 170975 Royal Aero Club of IM.S.UJ., Box 255, Bankstoiijn, IMSUl. RUX Piper PA2a-14D 28-7525269 211175 Royal Uictorian Aero Club, Moorabbin Airport, Mentone, liictoria. SEG Piper PA25-235 25-7405760 030775 Emeraldair Agricultural Ser­ vices, Box 710, Mackay, Qld. SEM Piper PA28-151 28-7515160 110875 Ansett General Aviation P/Ltd., Box 220, Bankstouin, OBUJ. SBR Hughes 2690 640318 020675 Rex Aviation Pty.Ltd. > Box 51, Bankstouin, WSUJ. SGL Cessna 31DR 0299 091275 Heldon Investments P/Ltd., IM87202 Box 530, Gladstone, Qld. SMS Piper PA25/235/A1 25-2958 011075 Cropair Leasing Pty. Ltd., UH-SMS Box 871, Griffith, (MSW. SSY Commonuiealth 10 081075 Airland Pty. Ltd., Box 3D4, UH-SSY CAC-28C Cootamundra, OSUi. STI Piper PA34-200T 34-7570080 230775 Stanuell Timber Industries IM3305g P/Ltd., Box 171, Stanuiell.Uic. STM Cessna 172M 64069 290775 Schutt Aircraft Sales P/ttd., N1676C Box 83, Cheltenham, Uic. SUL Piper PA23-25DE 23-7405466 060875 Anaett Qeneral Aviation IM54187 Pty.Ltd., Box 220, Bankstouin, IMSLl. SUM Piper PA34-200T 34-7570189 240775 St.Bohns Ambulance Service N103DX (Upper Eyre Peninsula) St.Bohns Crescent, Ulhyalla, S.A. SUR Piper PA28-140 28-7525140 260875 [\larrabri Aero Club Ltd., Box 68, IMarrabri, IMSbJ. SUIT Beech 58 TH560 190675 Alpha Air (Sydney) P/Ltd » » IM9380S 60 Martin Place, Sydney, IMSU). SYQ Rockiuell 1903 221075 Pacific Commander Pty.Ltd., Commander S2R Box 477, Mascot, IMSU). SYU Cessna A1Q8B/A1 D17giT 260875 Hazelton Air Services P/Ltd. , N53371 Box 12, Cudal, NSU). SUH Piper PA2B-151 28-7515091 150775 Canberra Aero Club Pty.Ltd., Box 352, [Kingston, A.C.T. TCA Cessna 150M 76250 230775 Rossair Pty.Ltd., Parafield Airport, S.A. TCO Cessna A150M 0595 □40675 Ulestralian Aviation Services

Pty. Ltd., Bandakot Airport I Bandakot, U).A. TCS Cessna 172M 64194 260975 Ulestralian Aviation Services Pty.Ltd., Bandakot Airport, Bandakot, UJ.A. TCT Cessna 182P 63732 270675 UJestralian Aviation Services Pty. Ltd., Bandakot Airport, Bandakot, UJ.A. TOG Cessna A150M 0567 040675 Camden Aviation Sales S Service Pty.Ltd., Box a, Camden, IMSU). (5)

TDI Cessna,210L 60630 0BD975 Rex Aviation Pty. Ltd. J Box 51, Bahkstoun, NSliJ. TDK Cessna 172M 65104 250775 Rossair Pty.Ltd., Parafield Airport, S.A. TDO Cessna 182P 63767 171275 Rex Aviation Pty. Ltd. > Box 51, Bankstoun, iMBLI. TDQ Cessna U206F 02807 060875 Dalgety Australia Ltd,, Box 29, Cloncurry, Qld. THH Bell 47-J2A 3711 1B0475 Airfast Helicopters P/Ltd., DQ-FBy, Eleven St., Mascot, NSLI. UH-THH. TIA Cessna A15DM 0531 180875 Camden Aviation Sales 8. Service Pty.Ltd., Hangar 55, Camden Airport, NSW. TIN Cessna 182P 64159 031275 Rossair Pty.Ltd Parafield IM1778C Airport, S.A. TIS Cessna 182P 64191 011275 Camden Aviation Sales & Ser­ vice Pty.Ltd.5 Box a, Camden I NSLI, TSY Piper PA18-150 18-7509030 241275 Trojan Aerial Services Pty.Ltd. Box 61, St. Peters, S.A. TTD Cessna 210L 60992 221275 Air Gold Coast Pty.Ltd., Box 116, Coolangatta, Qld. TTK Cessna 182P 63680 120675 Rex Aviation Pty.Ltd., Box 51, Bankstoujn, OSUJ. TTP Cessna 182P 63655 080775 Camden Aviation Sales & Service Box 8, Camden, IMSUl. Pty. Ltd • 1 TUIM Cessna A188B/A1 01.797 070875 Pays Air Services Pty. Ltd,, Box 158, Scone, iMSUJ, TUR Cessna 172M 63529 191175 Intran Aviation Pty. Ltd.,

444 Uictoria Ave.,9 Chatsuood, OSUJ. TXI Britten Norman BN-2A-21 753 311075 Hawker de Havilland Pty. Ltd., G-BCYU Bex 90, Yagoona, NSUi. TXL Britten Norman BN-2A-20 756 241175 Hawker de Havilland Pty. Ltd,, G-BCZA Box 90, Yagoona, NSUI. TYR Beech 58 TH642 260975 Northern Builders Supplies Ltd. 55 Dutton St., Cairns, Qld. UGC Cessna 172M 63669 140875 York Motors Pty, Ltd., Pultney Angus Sts., Adelaide, S.A. UGH Cessna 150M 77308 201175 Rex Aviation Pty,. Ltd.,

Box 51 9 Babkstown, NSW. UGJ Cessna 150M . 76878 040975 Rex Aviation Pty'. Ltd • 9 Box 51, Bankstown, NSW. UGP Cessna 172M 63790 030975 Camden Aviation Sales & Service Pty. Ltd., Box 8, Camden, NSW. UGR Cessna 172M 63949 100975 Camden Aviation Sales & Service Pty.Ltd., Box 8, Camden, NSW. UGZ Cessna 172M 64004 100975 Rossair Pty. Ltd., Parafield Airport, S. A. UHC Bell 206A 67 180975 Airfast Helicopters Pty.Ltd., P2-UHC, Eleven St., Mascot, NSW. UH-UHC.

UQN Piper PA28-180 28-7505081 311075 Royal Aero Club of S.A. 9 Parafield Airport, S.A. (6) WAG Piper PA31-350 31-7552083 160775 Westco Aviation P/Ltd., 1^59991 Box 140, Rocklea, Qld. WGZ Cessna 172M 65151 141075 Rex Aviation Pty.Ltd., Box 51, Bankstoun, NS'uJ. WOE Piper PA34-20DT 34-7570237 311075 tjJestco Aviation Pty.Ltd., N1404X Box 140, Rocklea, Bid. WBM Piper PA28-151 28-7515214 020975 Cliff Broun's Piper West P/Ltd., Box 174, Applecross, W. A.

WMB Beech 95-E55 TE1054 251175 Sandon Investments Pty.Ltd • f N6770S 187 Macquarie St., Sydney. 0. S. bJ. WRU Aerostar 600 60-0210-092 310875 W.R.Uautin, c/o 444 Marion St. Bankstoun, NSW. N9D346

Notes on Additions and Restorations. UH-AIS UBS SDR 220175 at owner's request. l/H-ALA was SOR 1DD675 at owner's request. UH-BBG was SOR 050275 at owner's request. UH-BBO registration previously on HS.125/3BRA c/n.25169 UH-CDE was SDR 210775 at owner's request. UH-CCh was SOR 080775 at owner's request. UH-CYM was SDR 160675 at owner's request. UH-DUN delivered to Bankstown in HAS colours and US registration, f UH-EPI finally registered after being in Australia for 6 years. A/c arrived from England Dan.1970 and was damaged by storm at Mascot 050571., UH-EQC was SOR 070375 at owner's request. UH-ESU was intended to become UH-EPG, and was delivered as this through Lord Howe. However, l/H-EPG was a Nationwide trade plate registration, WH-EUH was SOR 060975 at owner's request. UH-El/K was SOR 280275 after being damaged at Maitland. UH-PCS is first of type on the ACAR. UH-RBE was last on Cessna 210A c/n,57672, DBR at Darwin by Cyclone Tracy. UH-ROO was SDR 170275 at owner's request. UH-RNC is ex the Sabah Flying Club. UH-SMS was SOR 100675 at owner's request. UH-SSV was SDR 200275 at owner's request. UH-THH one of the increasing number of helicopters being 'swapped' around between Australia and Fi.ji by Airfast. UH-TXI registration used for ferry flight from Sydney to Lae - (see Deletions), UH-TXL as for TXI. UH-UGC involved in fatal mid-air collision at Parafield 010276. UH-UQN as for UGC. V/H-URU first of type on the ACAR. (7) DELETIOWS FRCM REGISTER. l/H-AAO De Havilland DHC-2 146 140775 IjJFS at oujner's request UH-ABR Douglas DC-3/G202A 2029 131075 UiFS at ouner's request UH-ADQ Auster O.IB 2701 220475 UFS at owner's request UH-AGR Ryan STM 466 141175 bJFS at owner's request UH-AHT Bell 47-02A 1721 080975 bJFS at owner's request UH-AIF Cessna AlbOL 0474 200575 iiJFS registration revoked m-p.m Cessna AISSA/Al D065D 190575 LdFS at owner's request UH-AIS Scottish Aviation Twin Pioneer 3 540 170975 UFS at owner's request UH-AJC Bell Australia 206B-1 44702 100575 UFS at owner's request UH-ALA Piper PA25-235 25-3795 100675 UJFS at owner's request UH-AUI GAF rJ22 (Momad IM22-1 241075 DAM by storm UH-AUE Piper PA23-25D 27-2242 020975 SA to Niugint as P2-AV/E UH-AWH Cessna 172M 62897 230575 UFS registration revoked UH-BAA Douglas DC-3/SIC3G 13084 190375 UFS at owner's request UH-BAM Douglas DC-3/SIC3G 9811 210875 lilFS at owner's request UH-0BA A.liJ. 650-101 Argosy 6656 241275 UFS at owner's request + UH-BEH Piper PA28-140 28-20054 240475 DAM at Perth, LJA D40475 UH-BGU Auster 0.5B 3268 110375 UFS at owner's request UH-BHU Bell 205A/1 30101 171175 SA to Egypt as UH-BIB Beech 65-Ago L0227 111175 SA to USA as i\! UH-BID Cessna 175B 56952 151275 DBR by cyclone at + UH-BHG Piper PA28R-180 289-50606 201075 DBR near ConondalB,Qld. 151075 UH-BLF Beech 35/33 CD117 100675 liiFS at owner's request UH-BMU Piper PA32-260 32-692 070375 liJFS at owner's request UH-BNX De Havilland DH-82A 1033 100875 UFS at owner's request l/H-BPG Cessna 210/5 205-0175 061175 DAM at UH-BPS Cessna 310B 35627 090775 UFS at owner's request UH-BSC De Havilland DHC-2 1617 200675 UFS at owner's request UH-BSL De Havilland DHC-2 1618 200675 ijJFS at owner's request + UH-BTP Cessna 310D 39039 050875 DBR at Karratha, !iJ.A, 040875 UH-BTY Piper PA25-14D 25-405 071175 IiJFS at owner's request UH-CCE De Havilland DH-82A A17-676 070575 UIFS at owner's request UH-CCH Fletcher FU24-g5nM 140 060675 UJFS at owner's request UH-CCH Grumman G164 318 080775 UJFS at owner's request UH-CDE Beech B50 CH24 210775 IlIFS at owner's request UH-CDR Cessna ia2A 34159 280775 DAM at V/H-CDX Cessna ISO 30705 080375 UJFS at owner's request UH-CHO Hughes 269C 1230261 010575 DAM at UH-CIC Piper PA34-200 34-7450181 090475 SA to Malaysia as 9M- UH-CKI De Havilland DH-BEA 020 111175 UIFS at owner's request + UH-CLS De Havilland DH-114/2E/A1 14067 241075 DBR at Cairns 231075 UH-CMT Beech 65-A90 LJ114 170475 SA to USA as N114KA UH-CRM Cessna 500 0130 290975 SA to USA as rJ4LG UH-CliiP Piper PA25-235/A4 25-3553 120675 DAM at UH-CYH Auster 3F 7276 040675 UJFS at owner's request UH-CYM Fletcher FU24/A4 132 180675 UFS at owner's request UH-CYU Yeoman YA-1/250 106 081275 UiFS at owner's request UH-DEI Piper PA24-250 24-1353 260575 UiFS at owner's request UH-DGX Cessna 172F 52145 300575 liJFS at owner's request + \7H-DIM Cessna A150L 0345 310875 UFS at owner's request UH-DKY Cessna 3100 0160 241175 SA to fMiugini as P2-DHY (+) denotes ! see Accidents for details'. (8) + UH-DUi! Beech P23/24 MA291 181175 DAM at ,liJA 071175 + UH-DMF Beech 58 TH50 020575 WFS at oyner's request! UH-DRM Cessna 5D0 0112 290975 SA to USA as N3LG, to C-GROC UH-DRU Beech D55 TE49a 040775 LIFS at Dujner's request UH-DSF Cessna 177 00493 160775 lilFS at Duner's request + \7H-DT0 Cessna 150H 68137 211075 DAM at Mulleiua, LiJA 160675 UH-DUL Percival Pkk Proctor 1 P6187 090975 UPS at cujner's request UH-DUW Fletcher FU24/A4 139 170675 iilFS at ouiner's request l/H-DXF Piper PA28-14D 28-7225406 200575 iilFS registration revoked VH-DXG Piper PA28R-200 28R-73351B6 200575 UFS registration revoked UH-EAC Boeing 707-338C 19623 081075 LSE to UK as G-BDHE. l/H-EAI Boeing 707-338C 19629 071175 SA to UK as G-BDLM. UH-EBUj Boeing 707-33aC 19296 120575 SA to UK as G-BDEA. UH-EBX Boeing 707-338C 19297 280475 SA to UH as G-BCAL. UH-EDF Auster 35P 3191 030775 UFS at ouner’s request + UH-EDU Lake LA-4/200 489 181175 UiFS at ouner's request A/H~EHH Cessna 162H 59382 030375 UFS at Diijner's request . UH-ELH Aero Commander 680F 1103 021275 UFS at owner's request UH-ENR Cessna U206F 02142 290475 SA to Indonesia as PHr UH-EOl Auster 05B 3190 150575 LIFS at owner's request WH-EOM Piper PA2B-18D 26-4015 050875 IilFS at owner's request UH-EPY De Hauilland OHC-2 126 210575 UJFS at owner's request UH-EQC Fletcher FU24/A4 146 070375 bJFS at owner's request UH-EOR Fletcher FL)24/A4 147 070375 yjFS at owner's request UH-ERL Mooney M20C 2983 120575 LIFS at owner's request UH-ESP De Hauilland DHC-IT/IO B/F/307 300575 UFS at owner's request + UH-ETC Lake LA-4/2DD 582 120875 LIFS at owner's request + UH-ETX Lake LA-4/2nO 509 170375 LJFS at owner's request UH-EUA Scottish Aviation Twin 582 130675 SA to USA as IM46207 Pioneer 3 UH-EUH Transavia PL12 G350 060975 UFS at owner's request + UH-E.l/O Cessna ra88B/Al 01207 050875 LiJFS at owner's request UH-EXU Aero Commander GSOE 708-21 221075 IilFS at owner's request UH-FAIM Piper PA25-235 25-2626 130675 UFS at owner's request UH-FAS De Havilland DH-82A A17-37 250875 LIFS at owner's request UH-FBU Piper PA25-235 25-3166 290975 fiJFS at owner's request + l/H-FBO De Havilland DH-B2A R5023 031175 DAM at Pindathuna, LJA. 191075 l/H-FIE Beech DIGS AS 06 210875 LIFS at owner's request OH-FLA Fletcher FU24/A4 134 050875 LIFS at owner's request UH-FMS Beech 95-B55 TCIDIO 100975 LIFS at owner's request + UH-FOU Aero Commander 6D0S2D 1343D 071275 UFS at owner's request UH-FPB Grumman G164 263 210775 LIFS at owner's request UH-FRE Cessna 18DG 51376 211175 UFS at owner's request UH-FSA Piaggio P166 360 060875 LIFS at owner's request UH-FSL Enstrom F-28A 221 260975 UiFS at owner's request UH-GCM Cessna 172 46108 120675 IilFS at owner's request UH-GOB Piaggio P166 400 150575 LIFS at owner's request UH-GUA De Havilland DH-82A 1014 080975 lilFS at owner's request UH-GUS Piper PA25-235/A1 25-2490 080575 LIFS at owner's request WH-GZG Slingsby T61A 1742 220375 LIFS at owner's request UH-ICU Cessna 175 55973 080775 LJFS at owner's request UH-IDf\J De Havilland DHC-2 1544 140775 LJFS at owner's request UH-IME De Havilland DHC-2 1433 300775 LJFS at owner's request UH-IMF De Havilland DHC-2 1452 020775 IilFS at owner's request (+) denotes 'see Accidents for details'. (9)

UH-INH Aviation Traders ATL-98 42994 250875 BA to Indonesia as PH- UH-II\IM Aviation Traders ATL-98 27314 250675 SA to Indonesia as FH- UH-IQA Cessna TU2Q6F 02313 310775 SA to Niugini as P2-IQA UH-ISA Britten Morman B1M-2A 159 140375 DAM by cyclone,0nsloijJ,iiJA 20027 UH-ISC Britten Norman BN-2A-3 207 310775 SA to Oiugini as P2-ISC + UH-ISG Britten Norman BN-SA-B 18 191275 DAM dt Tonga, 031275. + UH-HAU Auster J5 2894 081075 DAM at Hambalda, WA., 210975 UH-HAX Cessna 421 0197 310775 SA to USA as N UH-HBH Auster J5 2897 200675 lilFS at ouner's request UH-HCC Auster 05P 3251 171175 UIFS at owner's request UH-HFG Cessna 172B 48027 130375 IlIFS at oujner's request + yP-HOM Cessna 310N 0028 300775 UFS dt owner’s request UH-HQC Cessna A188/A1 0245 220575 UFS at owner’s request UH-HRG Swearingen SA26AT T26/143 180475 SA to USA as f\!4266X UH-HRS Cessna ia2H 58301 290775 IdFS at owner's request UH-HS,H Auster 05 2805 171275 WFS at owner’s request UH-HSH Auster 05 2809 170675 UFS at owner's request UH-HSP Auster 05 2813 031175 LlIFS at owner’s request UH-HTA Piper PA25-15n 25-534 150775 DAM at yP-HUD Cessna A186/A1 0190 141175 UFS at owner's request yp-pyL, Cessna A188/A1 0176 240375 UFS at owner’s request yp-HiiJUj Cessna 210L 59928 250675 UJFS at owner’s request yp-MBA Auster 3F 7796 261175 UFS at owner’s request % + yP-MBN Piper PA28-140 28-23048 060575 lilFS at owner's request yP-MCM Piper PA32-260 32-233 210875 UFS at owner's request yP-MEQ Piper PA25-150 . 25-342 071175 UFS at owner’s request yp-Mio Piper PA32-300 32-7340049 210775 lilFS at owner’s request yP-M3G Piper PA23-250 27-4626 030375 lilFS at owner’s request yp-MLi Piper PA28-iaO 28-4834 051175 SA to New Caledonia as F-OCXH yP-MLR Picer PA25-235 25-3749 130575 UJFS at owner's request yP-MLS Piper FA25-235 25-3809 161075 UIFS at owner's request yp-MMi Mustang Mil W37 101175 UJFS at owner’s request yp-MPC IMCO AOA 1071 120975 klFS at owner’s request yp-MPD IMCO A9A -1070 101175 IdFS at owner's request yp-MPF IMCD A9A 1107 220975 UJFS at owner's request yp-MPG IMCO ASA 1128 101175 UIFS at owner’s request yp-MPi IMCO A9A 1171 211075 UIFS at owner’s request yn-MSH Mocney M20E 1166 290875 UIFS at owner’s request yp-PAG Piper PA25-15D 25-437 150975 UJFS at owner’s request + yp-PAi Piper PA22-16n 22-7542 271075 UIFS at owner’s request yp-PAY Piper FA23-250 27-2792 180975 SA to (Miugini as P2-PAY + yp-ppR Pughes 369PS 540601S 010675 UJFS at owner's request + yp-PiT Piper PA25-235/A1 25-2543 271175 UJFS at owner’s request yP-PQA Piaggio P1660 401 300575 CWL incorrect serial Uo. + yP-PSA Cessna P2D6A 0202 070875 DAM at Orrie Cowie, SA. . 060875 yP-PUF Auster 5 T0372 050575 UIFS at owner's request yp-PXM Piper PA32-3DD 32-40365 070475 DAM at Hununurra, tilA. ^ . 17G974 . yp-PXD Piper PA25-260 25-4497 220375 UIFS at owner’s request yp-PYU Piper PA24-400 26-131 24.1075 UJFS at owner's request

(+) denotes 'see Accidents for details'. (10) + UH-RAG Cessna A150H 00186 290375 bJFS at Duner's request + UH-RAI Cessna A150H 00187 110775 bJFS at Dinner's request + UH-RBC Cessna 182P 61119 130875 UJFS at Dbjner's request + UH-RDR Cessna P206B 0358 150775 lilFS at ouner’s request UH-RDU Cessna 175C 57056 140775 DEB by fire at + UH-RGU Cessna 172K 59147 300775 LdFB at oiuner's request UH-RGW Cessna IBDC 50093 171275 iiJFB at Qujner's request UH-RIK Cessna A188A/A1 □0628 141175 ijJFS at Duiner's request + UH-RJY Piper PA24-25D 24-3670 090675 IjJFS at oiiiner's request UH-RKI Uicta 100 139 180975 lilFS at ouiner's request UH-ROB Piper PA22-150 22-5519 260675 LuFS at awner's request UH-RPF Cessna 172G 53509 100475 lilFS at oiiiner's request UH-RBC .Piper PA28-16G 28-525 140775 DAM at UH-RTF Piper PA24-26D 24-4359 080875 liJFB at oiiiner's request UH-RTI Piper PA24-250 24-2772 170775 IjJFS at ouiner's request UH-RTL Piper PA28-160 28-394 070475 lilFB at oiiiner's request UH-RTR Piper PA32-3G0 32-40114 310875 IjJFS at ouiner's request UH-RUY Cessna 1B2F 54532 050375 DAM at Malina Stn., iiJA. 290175 + UH-SCU Piper PA25-235 25-2836 220775 DAM at Fishery Wells,OLD, 230575 UH-SCY Aero Commander 600S2D 1383D 190375 bJFS at ouiner's request UH-SDE Cessna 310N 0030 020675 DES at Timber Ck., NT. 130375 UH-SEA Cessna 172C 57057 090775 UJFB at Dujner's request UH-5F0 Piper PA25-235/A1 25-3641 130675 IjJFS at ouner's request UH-SFL Fletcher FU24 154 090775 bJFS at ouner's request UH-SHL Piper PA28-160 28-553 230475 bJFS at ouner's request + UH-SOQ Bristol 170/21/Al 12807 100575 DES ip Bass Straight 100575 UH-ShU Bell 47-G3B2 6784 140475 lilFS at ouner's request UH-SMS Piper PA25-235/A1 25-2958 100675 bJFS at ouner's request UH-SUO Piper PA2a-180 28-7405174 010775 bJFS at ouner's request UH-TDR Cessna 180H 51592 010575 bJFS at ouner's request UH-TFZ Fletcher FU24/950 '158 290775 bJFS at ouner's request UH-THA Hiller UH-12C 769 100675 bJFS at ouner's request UH-TOA Piper PA25-235 25-7405645 140475 lilFS at ouner's request UH-TDM Hauker Siddely HS-125/4D0B 25242 170475 SA to UK as G-BDKF + UH-TYB Cessna 162P 62716 040475 bJFS at ouner's request + UH-TYM Beech D55 TE502 030375 DES at Parafield, S.A. 030375 UH-TXI Britten Norman BN-2A- 753 041175 Exported to FNG as P2- UH-TXL Britten Norman eN-2A-20 756 281175 Exported to FNG as PO­ UH-UBA Piper PA31 31-593 200575 UFS registration revoked UH-UOF Morane Saulnier MS 894A/220 11060 270875 IjJFS at ouner's request ■ UH-UTU Bell 2D4B 2050 020675 SA to Indonesia as PK- UH-UYM Taylorcraft Cub 02 959 220475 LJFS at ouner's request * UH-lillH Piper PA28-235 7410004 080675 bJFS at ouner's request UH-lilblF Cessna 185 0093 280775 IjJFS at ouner's request

* A/c DBR - 140675 - see accidents « Xi) accidents and incidents. This information is preliminary only and may not represent the final report of any accident or incident.

April 1975. 2nd. Cessna 172H UH-RGU (59147) missing on flight from lileipa to Aurukun, Qld. The aircraft mas last reported to be holding over the destination in. heavy rain. 2nd. Cessna 182N l/H-ITD (60118) suffered loss of engine power while taking off near Halls Creek, Ld.A. and was substantially damaged in the farced landing. 4th Piper PA26-14D UH-BEH (28-20054) overturned by jet-blast from departing Boeing 747 while holding on a taxiway at Perth airport. 5th Beech 35-C33 UH-DLX (CD1118) suffered engine failure while taking off from Cowra, NSliJ. The pilot landed ahead on the runway but the undercarriage had not fully extended. gth Beech U35/2 UH-DYX (D8523) the landing gear collapsed during the landing roll at Coffs Harbour. 9th Piper PA24-250 UH-RBY (24-3670) force landed outside Archerfield airport boundary following total engine failure on take off. 13th A parachutist was drowned following a descent from Cessna U206F l/H-PGB (01739) when he landed in a dam and became tangled in his parachute at Ulynyard, Tas. 12th Cessna 172H l/H-HGB (55094) suffered minor damage from a heavy landing at Tumut, NSW. 19th Piper PA28-180 UH-SAC (28-4556) wad damaged when the aircraft flared out high and bounced, the propellor and rear fuselage striking the ground. 19th Piper PA28-140 UH-MBN (28-23048) cartwheeled off the runway while carrying out a crosswind landing at Deniliquin, NSW. after the port wing contacted the ground. 19th Cessna 21DL UH-HWW (59928) damaged posewheel and propellor during precautionary landing at Yambah Homestead, NT. while on flight from Darwin to Alice Springs. 26th Piper PA28-18D UH-EOM (28-4015.) was substantially damaged in forced landing near Hamiraba, PNG after loss of engine power. Minor injuries to four onboard. 27th Beech C23 UH-WHP (M1544) engine failed to respond after a gliding descent and the aircraft was force landed in a paddock near Greendale, NSW. 28th Beech 58 UH-DMF (TH50) fire broke out in the starboard nacelle while at 2000 feet over the Huon Gulf, PNG, The aircraft was ditched and later sank in deep water. The two occupants were rescued, uninjUred.

May 1975. 3rd. Piper PA28-140 UH-SPD (28-22776) suffered an engine failure - during a go around at Daugo, PNG and was substantially damaged when it ran off the runway into rocky ground. 3rd. Piper PA28-l4n UH-SUG (28-7325589) the aircraft groundlooped during a touch and go landing at Moorabbin when a wingtip•struck the run­ way. 3rd. Cessna 3inN UH-HOM (0028) during take off from a strip near Rugby, NSW. the port engine is reported to have lost power and the take off was abandoned. The aircraft ran through two fences and into soft ground, coming to rest inverted. (12)

3rd. Cessna A188B/A1 UH-PLU (0125A) struck a poider line while spraying near Merah North, NSijJ. which tore the rudder from the aircraft and forced it into the crop. The aircraft was then force landed- in an adjacent field, resulting in further damage. gth Cessna 185B P2-KRD (0576) the aircraft failed- to clear rising ground after take off from a wet strip at Nipa, PNG. and was substantially damaged. 10th Mooney M20C UH-ERL (2983) suffered an engine failure shortly after take off from South Grafton, NSLu. While attempting to regain the strip the aircraft struck the ground and one of the four people on board was injured. 11th L-13 Blanik Glider UH-GOZ ( ) the port wing tip struck the ground and the glider cartwheeled while landing at Curran Dooley, NSW. The pilot suffered serious injuries. 11th Piper PA23-250 UH-RRO (27-3760) suffered damage to both propellors and starboard flap when the undercarriage retracted prematurely during a touch and go at Moorabbin, l/ic. lOth Bristol 170 Mk.21/Al UH-SOQ (12807) while on a flight from Essendon, V/ic. to Launceston, Tas. the pilot advised that the port engine had been closed down and the aircraft was returning to Essendon. The aircraft ditched about 3 miles south of Cape Paterson and the crew of tiiio were killed. Main wreckage and pilot not located. loth Fokker F-28 Series 1000 UH-FHE (llOAO) encountered clear air turbul- ence for a brief period while on descent to Hgrratha, W.A. A hostess suffered a back injury and there was minor damage to air­ craft fittings. 13th Cessna L1206F P2-AMD (02160) became caught in cloud in the Dirty Water Gap while on a flight from Renmarra to Goroka, PNG. The air­ craft struck trees at the top of a ridge and was destroyed. The pilot was not injured. 17th Piper PA23-250 UH-EGI (27-4160) was substantially damaged at Bacchus Marsh, Uic, when the pilot retracted the landing gear instead of the flaps during a touch and go. 17th Piper PA28-1S0 l/H-TEA (28-4073) suffered damage to propellor and firewall from a heavy landing at Geraldton, WA. while on a training flight. 17th Piper PA32-300 UH-TLT (32-40020) both main undercarriage legs were dislodged while landing at West Sister Island, Tas. due to a soft area of the strip. 18th Cessna 177 UH-DSF (00493) drifted towards trees while taking off in a strong crosswind at Goulburn Park, l/ic. The aircraft was substan­ tially damaged when it stalled and struck the ground but the occupants were not injured. 20th Fletcher FU24 l/H-SFL (154) over-ran the strip and collided with a parked car while landing at Erica, l/ic. 21st Piper PA31 UH-AWW (31-286) damaged propellor blades when the nose wheel entered a recently filled cable ditch at Moorabbin, l/ic. 23rd. Piper PA25-235 UH-SCl/ (25-2836) while spraying at Fishery Falls, Qld. the starboard wing entered the crop and.the aircraft struck the ground. 31st. l/icta 115 F2-MKL (131) damaged a wing tip, nose wheel assembly and propeller during a crosswind landing at Tufi, PNG. (15) June 1975 auto-rotational Ist. Hughes 369-93 •jH-PHR (54fj6GlS) made a successful/landing near Uarburton Mission, bl.A. after an in-flight separation of the t^il rotor. 5th Piper PA32-3G0 l/H-PPK (32-4G118) the nose wheel entered soft sand and the nose landing gear collapsed during a beach landing on Fraser Island, Qld. 6th Cessna P206B VH-RDR (0358) the nose landing gear broke off due to a severe groundloop while landing at Gunnedah, IMSbJ. ath Piper FA24-iaCl UH-MDJ (24-3060)- the aircraft landed wheels up during a practice forced landing at bJangaratta, Uic.' 11th Beech 95-C55 UH-ATB (TE437) the aircraft landed wheels up at Maroochy- dore, 0,ld. 12th Piper PA23-25n UH-AUR (27-2192) while on a flight from Bialla to Rabaul, PNG., the aircraft crashed and was burnt out 35 miles south west of Rabaul. The three people onboard were killed. 13th Fokker F27 Series 200 UH-MMR (10303) a ground porter employed by the operator was killed when he walked into the revolving propeller of the aircraft at Sydney Airport. 14th Piper PA28-235 UH-UJIH (26-7410004) the aircraft was totally destroyed when it flew into Mt. Towarri, 18 miles north of Scone, while circling in cloud. Two of the four occupants were killed. 14th Cessna 182H UH-HRF (57854) during a crosswind landing at Bankstown,

Nsy • 1 the aircraft struck the runway heavily and sustained damage to the nose gear, propeller and firewall. 14th Cessna 402 UH-WMN (0185) while landing at Great Keppel Island the starboard main wheel struck the lip of the strip and broke off. The other undercarriage members collapsed and the aircraft skidded off the strip. The eight people onboard were not injured. 18th Lake LA4-2D0 UH-ETY (529) while taking off at South Molle Island, Qld. the aircraft bounced heavily twice and the take off was abandoned. A split had occurred in the hull ahd the aircraft sank while taxying. 2Dth Beech 60 UH-ILI (P45) the aircraft was landed with the wheels up after it was found that the nose gear could not be locked down or retracted, while on approach for landing at Moorabbin, Uic. 2nth Cessna 210 UH-RLI (57387) on departure from Fogarty Field, Uic •» the landing gear was found difficult to retract. On arrival at Moorabbin, the main gear would not lock down and the aircraft sustained substan­ tial damage in the ensuing landing. 21st. Auster Mk.3F UH-BCG (615) the port main landing gear collapsed while taxying after landing at lilarkworth, NSlii, 24th Cessna 4n2A UH-TUU (0081) shortly after takeoff from Port Hedland, bJ.A. the starboard overwing emergency hatch blew out, striking the star­ board tailplane, resulting in substantial damage to the leading edge and spar. 24th Cessna 206C UH-DSN (0452) during takeoff from Bushy Park, N.T., for a flight to Alice Springs, the port wing struck trees. The aircraft continued in flight and landed safely at Alice Springs. 25th Piper PA31P UH-BSF (31P-58) while taxying at Cessnock, NSU. the nose- wheel entered soft ground and the nose gear assembly was broken off, with both propellers being damaged. 25th Cessna 182P UH-RBC (61119) the aircraft suffered damage to the nose- wheel assembly firewall and propeller when it landed during a rain

squall with strong crosswind at Narra Tarra, UiA • J and ran off the strip 28th Piper PA30-160 UH-DFH (30-202) while on a flight from Bankstown, NBlt. the aircraft had a complete electrical failure. When the landing gear could not be manually extended a wheels up landing was carried out 5 miles west of Prospect Reservoir. (1^)

July 1975. 2nd. Beech 95-D55 UH-hlME (TE565) during the landing roll at Port Hedland the landing gear collapsed after the pilot had been unable to get a safe indication. 5th Piper PA34-2[jO l/H-SEP (3A-725DD53) the aircraft uas landed at Tam- lijorth, PSiiJ. with the landing gear retracted. ' 5th Piper PA24-250 UH-RTI (24-2772) the aircraft uas substantially damaged at Grouedale, l/ic. uhen it struck the upuiind boundary fence on take off. 6th ES-52 Glider UH-GNY ( ) stalled and landed heavily while land- ing at Tregolana, S,A, 9th Piper PA26-140 l/H-SDP (2B-22912) was damaged when the student pilot lost directional control on landing at Jandakot, U.A. and the air­ craft ran off the strip and through an open drain. 11th Beech S35/2 l/H-CHX (D7946) on approach to Armidale, (M.S.UJ. the port main gear did not extend although all cockpit indication showed that the gear was down. The aircraft landed in this configuration and suffered substantial damage. 11th Cessna 172F P2-ARH (52788) the aircraft struck a post with the star­ board wing while taxying at'Singaua, PNG, 15th Cessna Ai50H UH-RAI (00187) while landing at Moorabbin, Uic., the aircraft ground-looped and the nose landing gear assembly collapsed. 18th Piper PA32-300 UH-RTR (32-40114) the engine failed near Drouin, Uic. while in cruise flight. During the following forced landing the aircraft struck a fence shortly after touch down. 18th Cessna A150L UH-RBB (0449) on take off from Hoskinstown, NSW., the aircraft struck the upwind fence and passed through another fence before coming to rest on its nose in an adjacent field. 18th Piper PA30-160 (30-1862) during the landing roll at St.George, Qld., the undercarriage collapsed. 26th Cessna A188B/A1 UH-EUO (D1207) the aircraft was substantially damaged and the pilot seriously injured when it crashed during a test flight following modification. The aircraft was reported to be spinning at the time of impact. Crashed near Cudal, N.S.U. 26th Piper PA23-250 P2-AI/B (27-2242) the aircraft was reported to have been damaged on landing at a disused strip on Awawe Island, PNG,, after the pilot had diverted there because of bad weather while on a flight from Handrian to Hoskins. 28th Cessna ISGL l/H-ENH (75568) the nose undercarriage leg collapsed during a landing at Gloucester, N.S.W. after the aircraft struck a ridge short of the landing area. 29th Piper PA2BR-18D UH-CUU) (28R-30656) the aircraft landed short of the strip at Robertson, N.S.bl. following a mifejudged approach and was substantially damaged. 29th Bell 47-G5 l/H-BHP! (25031) the main rotor blades struck a tree during cattle mustering operations at l/ictoria River Downs, N.T. + 23rd. Cessna A188/A1 UH-RIK (00628) struck cower lines during spraying operations near Yandanooka, W.A. but landed safely. Aug. 1975. 2nd. Piper PA28-140 UH-RV/O (26-21822) the aircraft ground-looped during a solo training flight at Moorabbin, Uic. 4th Cessna 3i0D UH-BTP (39039) on take off from Harratha, tiJ.A, the air­ craft crashed and burned. The three occupants were killed. 6th Cessna P2D6A UH-PSA (0202) the aircraft bounced on landing at Orrie Cowrie, on the Yorke Peninsula, and touched down again heavily on the nosewheel. The nose leg collapsed and the aircraft overturned. (15) 6th - Piper PA2B-16Q l/H-PEL (26-1950) while approaching to land at Tyabb, Uic. the engine lost power and the pilot was forced to land in a heav/ily timbered area. The aircraft was substantially damaged when it hit a tree but the two onboard were not injured. loth ES6DB Glider UH-GGN ( ) the glider made a heavy landing at Stone- field, S.A. 11th Lake LA-4/200 UH-ETC (582) during a crosswind landing at Moreton Bay, Qld., the two wing floats broke off after the aircraft struck the water heavily. The aircraft sank in deep water. 12th Cessna 207 P2-EGR (00105) the aircraft was substantially damaged when force landed following an engine failure shortly after take off from Imonda, PfMG. •14th Britten Norman BN-2A P2-ATS (36) entered a ditch at Herema, PNG • J after over-running the strip on landing. 14th Britten Norman BN-2A P2-ATX (126) entered soft ground at Naoro, PNG • ? after the takeoff was abandoned and the aircraft over-ran the strip. ^ 16th Cessna 150H UH-DTO (68137) struck trees on takeoff at Mullewa, U.A. and was substantially damaged. 17th Piper PA25-235 UH-SGD (25-4087) the aircraft struck power lines during agricultural work near Finley, NBU). 20th Piper PA25-235 UH-BCP (25-4386) while on an inspeodian run the aircraft struck power lines near Trayning, LI. A. 21st. Beech A23A l/H-BLJl/ (N1D25) the aircraft struck a fence after overrunning a strip near Yass, N.S.LJ. 25th Cessna 182N UH-RLU (60362) during the approach for a precautionary land­

4t ing on a road near Leigh Creek, S.A., the engine lost power and the air­ craft overturned on landing. 26th Beech 58 UH-EGE (TH297) the nose undercarriage leg collapsed on landing at Townsville, Qld. 2Qth Cessna 402A UH-PAU (0118) the nose undercarriage leg collapsed during the landing roll at Open Bay, PNG. 28th Standard Cirrus Glider UH-GOT ( ) the glider made an unoccupied descent when the pilot was thrown from the cockpit by turbulence after he had released his harness to retrieve a screwdriver. The pilot .made a safe parachute descent but the glider was extensively damaged on impact near Llaikerie, S.A. 30th Piper PA30-160 UH-PMI (30-954) during a landing at Tintinara, S.A., directional control was lost and the aircraft ran off the strip and struck a fence. 31st. Cessna AISOL UH-DIM (0345) the engine failed to respond after a prac­ tice forced landing approach at Moorabbin, Uic. and the aircraft struck the ground heavily.

Sept • y 1975. 1st. Piper PA28R-200 UH-IUDM (28R-7135083) the aircraft skidded on the wet strip and collapsed the starboard undercarriage leg when a takeoff at

- Tangalooma, Moreton Island, Old • 1 was abandoned. 1st. Piper PA2S-14n UH-5TG (28-21159) shortly after takeoff in foggy con­ ditions from LJongan Hills, tiJ.A., the aircraft dived steeply into the ground, killing the three occupants. 1st. Cessna 185A P2-GHI (0315) the aircraft entered a ditch after over­ running the strip while landing at Simbai, PNG. 2nd. Cessna 177 UH-CRD (0396) the nose undercarriage leg collapsed on land­ ing at Karumba, Qld. (16) 3rd. Cessna 182M UH-EHF (59377) uhile landing at Brampton Island, Qld., the air­ craft ran off the strip into soft sand and uas substantially damaged. Gth Piper PA30-16D UH-DIC (3D-1775) the undercarriage collapsed on landing at Sankstoujn, IMSIjJ . 6th Piper PA28-1A0 l/H-ETI (28-25820) the aircraft ground-looped and entered rough ground uhile landing at Schofields, NSLd. ,7th Piper PA22-160 UH-PAI (22-7542) uhile landing at Beverly, tii.A. in gusty conditions the noseleg collapsed. 16th Enstrom F-28A UH-FSG (194) difficulty uas experienced in controlling the helicopter during a survey flight and it uas force landed uest of Tennant Creek, f\I.T., sustaining substantial damage. 17th Cessna A150L UH-DIQ (0409) takeoff uas abandoned from a soft strip at Strathalbyn, S.A. and the aircraft over-ran and passed through a fence. 17th Grunau Baby 11 UH-GLC ( ) the glider stalled and dived into the ground uhen the elevator control became disconnected on takeoff. 19th Hang Glider. The glider uas being toued behind a car uhen it dived into the ground from a height of approximately 200 feet near Dalmore Douns, NT. The pilot uas killed. 21st. Cessna 210B UH-IlilK (57952) uhile approaching to land at Beruick, Uic., the aircraft suffered an engine failure. It uas force landed short of the strip in a muddy paddock. 2Ist. Auster 35 UH-HAU (2894) the aircraft landed heavily on its nose at Ham- balda, U.A. follouing a glider launch. 22nd. Beech 60 l/H-TKE (P6) the nose undercarriage leg collapsed uhen the air­ craft uas taxied into a ditch at Armidale, N.S.Ui. 27th Blanik L13 UH-GP\y ( ) the glider landed heavily at Bond Springs, N.T. * after the pilot misiudged the height. 28th IS-29D Glider UH-GAH ( ) uhile on the dounuard leg at Tocumual, NBUl., the glider appeared to stall and struck the ground heavily. The pilot sustained minor injuries. October 1975. 1st. ASW-15 Glider UH-GXZ ( ) the glider uas being retrieved by aero-tou after an outlanding at LJaikerie, S.A. During the takeoff a uing tip caught in high grass and the glider ground looped. 4th Beech 36 UH-FIHF (E30) the nose undercarriage leg collapsed during the landing roll at Hobart, Tas. 4th Beech H35 UH-AYU (D6134) the undercarriage collapsed on landing at Mareeba, Qld. 5th Thorp T-ia UH-RDE (V/16) the aircraft struck a pouer line uith its main undercarriage uhile approaching to land at Avondale, NSlil. The aircraft crashed inverted, killing the pilot. 5th Hang Glider. While being toued across a paddock 20 kilometres north of hJarracknabeal, l/ic. behind a car, the glider crashed to the ground from about 200 feet, killing the pilot. 6th Cessna U206B UH-WSB (0758) after over-running the strip on landing at bJangoon, l/ic. the aircraft struck a fence and uas substantially damaged. 6th Piper PA3D-160 l/H-FAY (30-471) uhile approaching Cairns, Qld. at night, the aircraft had a complete electrical failure and uas landing uith the undercarriage retracted. 12th Nimbus 2 Glider UH-GOU ( ) after encountering severe turbulence on a local flight from Camden, N.S.kl. , the pilot decided to land at Mittagong. Four miles short of the strip the glider struck the ground and the pilot U0S seriously injured. (17) 15th Piper PA2aR-180 UH-BKG (20R-3O5O8) the pilot was attempting to land the aircraft on a road near Conondale, Qld., fallowing an engine failure, The aircraft undershot, struck trees and was destroyed by fire, 16th Piper PA28-140 UH-WAO (28- ) during a crosswind landing at Nhill, Uic, the aircraft skidded and struck two gable markers. 18th Piper PA28-1A0 UH-RldR (28-22662) the nose undercarriage leg collapsed on landing at Paraburdoo, W.A. 19th Piper PA28-140 UH-CWC (28-20753) while on a solo training flight the air­ craft groundlooped on landing at Rockhampton, Qld • > and the nose leg collapsed. 19th De Havilland DH-82A UH-FBO (R5023) the aircraft groundlooped on landing at Pindathuna, hi.A. and ran into bushes at the side of the strip. 23rd. De Havilland DH-114/2E/A1 UH-CLS (14067) while on an instrument approach to Cairns, Qld • f the pilot reported making a missed approach. The «ir- craft was totally destroyed when it crashed 2900 metres short of the run­ way and all eleven persons onboard were killed. 26th Beech 35/B33 UH-RUD (CD458) the aircraft landed wheels up after making a practice forced landing approach at French Island, V/ic. 27th Piper PA32-260 UH-PYU (32-228) the port main wheel fell from the aircraft while it was engaged in aerial seeding operations at Iffley, Qld. The aircraft was substantially damaged in the following landing. 28th Piper PA28-235 UH-RRI\I (28-11316) the nose leg collapsed when a landing was carried out oh a road near Gamboola, Qld. 29th Piper PA23-250 UH-MCI (27-2811) the starboard undercarriage leg collapsed on landing at American River, S.A. % 30th Piper PA28R-200 UH-IjJDM (28R-7135D83) while taking off from a short field near Cootamundra, N.S.Ul., the aircraft struck the upwind fence and came to rest substantially damaged in the adjoining field. 31st Piper PA28-14D UH-TOF (28-20709) the aircraft struck the boundary fence on takeoff from a wet strip near Boorowa, N.S.W.' 31st. Beech 58 UH-FDC (TH478) the starboard undercarriage leg collapsed during the landing roll at Parafield, S.A.

November, 1975. 2nd. Auster QIB UH-ASh (474FM) the aircraft overturned on landing in cross- wind conditions at Warwick, Qld. 3rd. Lake LA-4/2D0 UH-EDU (489) when the engine lost power shortly after take­ off from Proserpine, Qld., a landing was attempted on a road and the air­ craft overturned. 7th Transavia PL-12 UH-tiilZ (928) the aircraft was destroyed by fire when the pilot attempted to start the engine at Holbrook, N.S.W. 7th De Havilland DHC-6/320 V/H-TGH (281) directional control was lost during takeoff from the wet strip at Shute Harbour, Qld. The aircraft ran into a ditch at the side of the strip and was severely damaged. 7th Beech A23/24 l/H-OLW (MA291) the aircraft suffered an engine failure on a flight from Uubin to Jandakot, W.A. and was damaged in the ensuing forced landing. 8th Grumman AA5 V/H-FXS (0787) the nose leg collapsed following a bounced landing at Moorabbin, l/ic. 8th Auster 05 UH-MSP (2898) the aircraft struck the upwind fence while on takeoff from Bridgewater, Uic. and overturned. 14th Piper PA28-140 UH-RSF (28-20792) the nose leg partially collapsed due to a heavy landing during a solo training flight at Bankstown, NSW. (18) 15th Blanik L-13 Glider (UH-GYH ( ) the glider struck a fence while approaching to land at Waikerie, SA. 16th Piper PA2a-235 UH-PYB (28-10620) on takeoff at Cargo, Uic., the air­ craft struck a car parked beside the strip and was substantially damaged. 18th Cessna 182H V/H-DUM (58401) the aircraft entered a ditch while taxying at Berwick , l/ic. 19th Piper PA25-235/A1 UH-PIT (25-2543) the aircraft struck the upwind fence at Deniliquin, OSU. while taking off for seeding operations and came to rest in an adjoining field. 21st. Cessna 180A l/H-BUD (32746) on a missed approach at Point Lookout, MSU., the aircraft struck trees and crashed. The three onboard were seriously injured. 22nd. Hot Air Balloon. The balloon was destroyed by impact and fire after the envelope collapsed when the balloon apparently encountered a willy-willy while in free flight near IjJagga UJagga, NSLI. The two occupants were killed. 22nd. ES-52/111 Glider UH-GFT ( ) the glider was on aero-tow from Bungen- dore, NSW. At about 100 feet the pilot released the tow when aileron flutter apparently developed and the glider stalled and dived into the ground. The pilot was killed and the passenger seriously injured. 24th Piper PA22-150 UH-MTS (22-5593) the aircraft was overturned by gusty wind conditions while taxying at Bordertown, S.A. 25th Piper PA28R-iaD l/H-CUU (26R-30797) the aircraft did not appear to accel­ erate normally on takeoff from Mt. Carmel, Old. and was landed with the undercarriage partially retracted in an adjacent field., « 29th Cessna 1826 UH-RCH (54579) while making a precautionary landing near Wyong, NSW., due to poor visibility the aircraft overturned. 30th Cessna ISON UH-EIQ (60070) after touching down on landing at Hulnurra, near Wyong, N.S.W., the aircraft entered rough ground at the end of the strip after the pilot attempted to go around. The aircraft was damaged beyond repair. 30th Cessna 172M UH-WTY (63172) the nose leg broke away and the aircraft over­ turned after a heavy landing at Hyneton, Uic. 30th Cessna 177 UH-DZN (00118) the aircraft failed to clear a line of trees on takeoff at Haniva, Uic. and crashed into an adjoining paddock, The three on board were injured; one seriously. , 3Dth Piper PA25-235 UH-TND (25-3410) the main undercarriage struck and killed a cow when the aircraft was taking off on spraying operations near Nevertire, NSW. The aircraft continued in flight but the port under- carriage member collapsed during the following landing at Trangie. December 1975. 3rd. Britten-Norman BN-2A-8 UH-ISE (018) an unauthorised night flight was attempted by the unqualified pilot and the aircraft crashed near Du Moto Airport, Tonga. 4th Beech B95/55 UH-A3M (TC1061) the starboard undercarriage leg collapsed during the landing roll at Brisbane, Qld. 5th Piper PA28-14D UH-RUU (28-20455) while on approach to land at Berwick, Uic., the aircraft struck the boundary fence and was substantially damaged. 6th Piper PA28-140 UH-CHR (28-22897) the aircraft entered a ditch while taxying at Berwick, Uic. (19)

7th Aero Commander 600 S2D l/H-FOI\l (1343D) the aircraft uas totally destroyed by impact and fire when it struck power lines during spraying operations near Ararat, Uic. The pilot was seriously injured. 10th Piper PA24-25D UH-FLG (24-1016) on landing at Eucla, UA., the aircraft over-ran and struck a tree. 12th Cessna 182 UH-AEL (33496) while on approach to land at Armatree, IMSIjJ., the aircraft struck the ground heavily short of the strip and cartwheeled into an adjoining paddock. The aircraft was severely damaged and three of the four persons onboard were seriously injured, 13th Standard Libelle Glider UH-GGX ( ) the glider made a heavy outlanding in a field near Camden, (MSld. 14th Mucha Glider UH-GQ.I ( ) while making an outlanding near Camden, NSbJ., the glider struck trees on approach and landed heavily. 14th Cessna 31DB l/H-REK (35583) the port undercarriage leg collapsed when the pilot groundlooped the aircraft, trying to avoid over-running the strip at Bowral, iMSW. 14th Piper PA28-14D UH-MGH (28-22557) while carrying out a missed approach at Nanango, Old., the aircraft stalled and crashed in an adjoining field. Two of the four occupants were seriously injured. 17th Beech 65/A80/2 l/H-TGA (LD152) the aircraft was landed at Ingelara, Qld., with the undercarriage retracted. 18th Cessna 34D UH-MAZ (0105) the pilot abandoned the takeoff at Moorabbin, Vic. when the nose locker door opened and the aircraft over-ran the runway and entered a ditch. 21st. Cessna 172M UH-APO (62438) the aircraft was damaged as the result of a heavy landing at Essendon, Uic. 22nd. Boeing 707-33BC UH-EAB (19622) the aircraft operated a flight from Sydney to Manila, Hong Hong, Manila and return. The following day personal effects were found in the port main undercarriage bay and the body of a stowaway was later found on the approach path at Manila. 23rd. Cessna 177RG UH-CRD (0396) on approach to bJelshpool, Uic., the nose leg failed to extend. The pilot diverted to Moorabbin and landed with the nose wheel retracted. 24th Cessna 182H UH-D(\!B (56079) was damaged when the engine failed immediately after takeoff from Emerald, Qld. 25th Piper PA28-235 UH-PBD (28-11148) damaged by fire when the pilot started the engine at Mansfield, Uic. 25th- Cessna A188/A1 UH-D014 (0124) found on the morning of the 26th in a damaged 26th, condition at Moulamein, HSld. A takeoff had apparently been attempted and the aircraft had swung off the strip. 26th Schweitzer Glider UH-GUP ( ) was damaged in a heavy landing at Bond Springs, l\I.T. 26th Piper FA2BR-200 UH-ARP (280-7335360) the aircraft was force-landed follow­ ing an engine failure and it ran through a fence. 28th Hang Glider. The glider apparently struck a cliff face at Long Reef, NSW. and the pilot was seriously injured. 29th Cessna 206 UH-COC (0209) the nose leg collapsed at Fraser Island, Qld., due to a heavy landing. 31st. Cessna 172M UH-IQL (61975) the aircraft over-ran the strip at Lancewood, near Mackay, Qld,, when the pilot abandoned the takeoff. 31st. Cessna A1B8BA1 UH-EUQ (012897) was damaged during sprayijng operations near Emerald, Qld., when the engine lost power and the aircraft was force landed in a rice field. 31st. Bjcian Glider UH-GQT ( ) the glider was destroyed and the pilot killed when it became inverted and dived into the ground after release from the tug aircraft at about 1000 feet, near Quirindi, NSW. 11 I

Norfolk Island Airways King Air 200 at Norfolk Island.

RAAF Caribou A4-199 operating in white overall paint scheme after service with the U.N. in India and Pakistan and the Red Cross from Darwin. E. Favelle AUSTRALIAN PRESERVED AIRCRAFT No. 2

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C.A.C. Wirraway VH—BFF at the Point Cook Fly In on December 6, 1975. P.J. Ricketts AN AUSTRALIAN HOME-BUILT AIRCRAFT SELECTION

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■ ■ Australian designed homebuilts, left, the Clancy Skybaby built by Peter Cox, and right, two Corby Starlets, seen at Point Cook, December 1975. P.J. Ricketts aiiliilii iiiilllliillli miiBim

A Luton Minor VH—AYP and recently completed Luton Major VH—EVI P.J. Ricketts

High performance homebuilts are the Thorpe T,18 VH—ACE and Pitts S—1 VH—DDS and VH—AOY. P.J. Ricketts

French designed Piel Emerald VH—SJH and GY—201 Minicab VH—DCU. P.J. Ricketts