REGISTERED FOR POSTING AS A PERIODICAL CATEGORY B JOURNAL AVIATION HISTORICAL SOCIETY OF

PRICE $1.55 A new $500,000 overseas departure and transit lounge at Perth Inter­ national Airport was officially opened on 6 February, greatly improving facilities at the airport for International passengers. The lounge can handle MONTH LY 500 passengers per hour and will allow for better security measures to be taken at the airport. The next two Boeing 727—200 for Ansett and TAA will be registered NOTES VH-RMK and VH—TBM respectively. TAA have already retired,on 14 February 1976^Boeing 727 VH-TJA "James Cook" (c/n 18741) which has flown 37,643 hours.

To mark the anniversary of Ansett Airways first commercial flight, Ansett of Australia carried out a special -Hamilton return flight on Tuesday, 17 February, 1976. The initial flight was made on CIVIL 17 February 1936 in a Fokker Universal VH-UTO (c/n 422) piloted by Captain Vern Cerche, During Ansett's anniversary year, a replica of VH—UTO The Federal Government will increase air navigation charges by 15 per is being displayed at , Tullamarine. Fokker Friendship cent, the increase to apply from 1 December 1975. The Transport Minister, VH—FNU (c/n 10334) piloted by Captain John Raby was used for the Mr. Nixon, said the rise was unavoidable because of losses in operating and re-enactment flight, and passengers Included Captain Cec Long, one of maintaining air facilities. Ansett's first pilots, and three of the passengers on the 1936 flight. A commemorative plaque was unveiled at Pedrina Park, Hamilton, site of the A deficit of about $90 million was expected in this financial year, he original aerodrome. said. Air fares between Australia and New Zealand rose by seven per cent on The new International Terminal building at Brisbane's Eagle Farm 1 March 1976. The return fare from Melbourne to Auckland and Wellington Airport was brought Into use on 16 December when the first aircraft to now cost $213 and $206 for Christchurch. depart, VH—EAA, left on flight QF956 to Christchurch, New Zealand. The first arrival at the new Terminal was Air New Zealand's Qantas Airways Limited disclosed an operating profit of $534,000 for flight TE801 DC-8 ZK-NZC from Auckland. Qantas 707 VH-EAA had their financial year to 31 March 1975 compared to $11,109,000 for the the distinction of being the last aircraft to arrive at the old terminal — late previous year. Directors, In their report blamed heavy cost increases In such on the previous evening. areas as salaries, and jet fuel prices for the disappointing profit. The carried a record 1,415,850 passengers for the year and achieved a revenue The Department of Transport, Air Transport Group, released figures load factor of 56.6 per cent which was unchanged on the previous year. during January covering the operations by Australia's airlines for the 1975 year. The figures showed the severe downturn in business being experienced Ansett Airlines of Australia have bought a new Sikorsky S61N. It is by most of the airlines - the total Industry growth of passengers carried expected to make its first flight at Hartford, Connecticutt, U.S.A. in June showed a 3.8% Increase for the year with 9,659,989 passengers being carried. with delivery by sea to Australia in August. It is to operate on the Great The airline with the biggest growth was Connarr Pty Ltd which showed a Barrier Reef and will be registered as VH—BRH on arrival. 9.0% increase, while East-West Airlines showed the poorest growth at 0.5%. Total figures for all airlines are: Ansett Airlines of New South Wales advised the Narrabri based Namoi Passengers Shire Council that it was considering reducing the number of flights to the Ansett Airlines of N.S.W. 382,109 + 2.4% town and as well, to Moree because of poor patronage of the current eight Ansett Airlines of S.A. 210,505 + 7.5% flights weekly and a decreasing trend in the number of passengers being Ansett Airlines of Aust. 3,980,899 + 3.8% carried to the centres. Connair 51,056 + 9.0% East-West Airlines 470,389 + 0.5% Pan Am has replaced Boeing 707's to Melbourne with Boeing 747's. To MacRobertson Miller 327,172 + 3.1% ensure the same capacity Pan Am now have six flights a week out of Aust­ Trans Australian Airlines 4,215,243 + 4.2% ralia of which four start in Melbourne instead of the previous daily service. Qantas — Norfolk Island 22,616 + 7.3% A new national freight airline is to be formed out of Air Express Limited All airlines apart from Connair showed decreased figures for the amount and B.B.A. Air Cargo Pty Ltd (formally Brarn & Brown Airfreighters Pty Ltd) of mail carried; and TAA, MMAS, and Qantas Norfolk Is. showed small according to press reports early in February. Both companies are now increases for freight carried while the remainder showed decreased figures. controlled by the Signet Insurance Group, which in turn is controHed by the Chairman of both companies, Mr. D.H. Trescowthick. In the report, Transport Minister, Mr. Nixon, announced on 20 January 1976 that the Mr. Trescowthick said it had not been decided whether the two freight Federal Government has decided to retain "for the fore­ airlines would retain their operating titles, or be combined under the tentative seeable future". The decision is the result of a study by a Transport Depart­ name United Airlines Pty Ltd. However, it was planned to import two ment project team and the Treasury. The 27 general aviation operators at further H.S. Argosy aircraft for B.B.A. Air Cargo and to find replacements Essendon have about 100 single and twin-engine planes. More than 2000 for Air Express's three Bristol B170 aircraft. Qne of Air Express's Bristols people are employed by these operators. According to Mr. Nixon in 1974-75, was being advertised for sale In papers during January. Essendon handled about 46,000 aircraft ’movements and about 23,000 tonnes of freight, mainly to and from Tasmania.

Press reports on 30 January stated that East-West Airlines were certain to take-over the -Norfolk Island services currently operated by MILITARY Qantas Airways. The General Manager of East-West, Mr. J.G. Riley said in the report. .. "we are the only airline in Australia operating suitable air­ craft with the long range fuel tanks needed to operate this service and I'm confident our application will be successful when the time comes for a A RAAF Hercules made an emergency flight on 4 February 1976 to review. Initially, Fokker F27—500, VH—EWN would be used on the service Australia from the New Hebrides with Mr. Jim Russell creator of "Mr. Potts" as it had the necessary long-range fuel tanks, while the two new F27—500's comic strip who had a recent stomach operation. A medical team from No.3 due for delivery later this year will be so equipped". RAAF Hospital, Richmond, led by Wing Commander Peter Degotardi went with the Hercules to attend Mr. Russell on the flight. Qantas Airways announced, on 2 February, that their Sydney-Tahiti flights would end at the end of March as an economy measure, and from 1 Kalgoorlie played host to No.2 FTS, Pearce on 17 February when 21 April, all Pacific services would be flown by Boeing 747 aircraft. Macchis landed there on navexes. Support aircraft were Dakota A65—102 and Iroquois A2—1022 from the 2FTS SAR Flight. The Macchis were A Lufthansa DC-10 on a flight from Sydney to Djakarta on 5 February A7-045, 040, 016, 041, 021, 018, 042, 010, 069, 012, 083, 035, 023, 1976 transmitted a false hijack alarm when it was about 32 kms. out of 056, 082, 095, 034, 025, 036, 043 and 011. Sydney. Within minutes of the radio signal being received in Sydney a full alert was flashed to all major airports and emergency services throughout The F-111 that visited WA in late February, and dropped in at Perth Australia as the Department of Transport did not know that it was a false Airport on 23 February, was A8-136. On 19 March two more F—Ill's alarm until the aircraft arrived at Djakarta. visited Pearce, A8—140 and 143. Continued on page 18 a, . li . s . HSA -JOURNAL

VOLUME 17, NUMBER 2. MAY/JUNE, 1976

TABLE OF CONTENTS P PRESIDENT ELECT age MONTHLY NOTES ...... I. D. McArthur 2 82 FIGHTER SQUADRON ...... 4 HONORARY SECRETARY ELECT RAAF STATION RICHMOND, 1917-23 8 W. DONOVAN BASIL WATSON, 1894-1917 .. . . 10 BUSINESS MANAGER PHOTO ALBUM ...... 15 W. HOLSWICH -k-k-k-k-k-k-k-k-k'k-k-k-k'kk-k-kic'k-k WANTED FOR FORTHCOMING JOURNALS TREASURER ELECT BRONWEN HIRST 1. Urgently required ~ 2 and 3 page filler articles. 2. Photographs of current aircraft or aviation events to SUBSCRIPTION SECRETARY complement Monthly Notes. M. MADDEN 3. Photographs for PHOTO ALBUM**. See page 15 for details. % ■k-k'k-k-k'k'k-k-k-k 4. The September/October 1976 issue of the Journal will be . a special celebrating the 40th Anniversary of Common­ ' - Membership is for one full calender wealth Aircraft Corporation. Material is required for year commencing March 1st. Annual preparation of this issue. Closing date, 6th August. membership fees of $10.00 (Austral­ 5. Required for Journal article on RAAF aircraft in Antarctica, photo of ian currency) will be due for renewal PB2B-25 Catalina, A24-381 in post war markings. Barry Pattison. during February each year. 6. Required for Journal article, any information on Walrus and Seagull V aircraft - all periods, civil and military. Barry Pattison.

Published by: Aviation Historical Please send contributions through A.H.S.A. P.O. Box. -ff-^'k'k-k-k-k-k-k-k-k-k-k-k-k'k-k'k-k-k-k-k it Society of Australia Limited, P.O. Box 212, Footscray, Vic., 3011, INFORMATION FOR AUTHORS — All manuscripts for publication in the Journal Austral la. should be typed or clearly handwritten on one side of each sheet only, and must be double spaced. Photographs should, where possible, be either one column width (3%in.) or two column width (7% in.); the use of negatives Is preferred. All negatives will be returned; photographic prints will be returned if marked @ 1976 Aviation Historical Society “Return to , do not crop**. All work on this Journal is voluntary and no of Australia payment can be made for published material. NOTE NEW ADDRESS: P.O. BOX 212, FOOTSCRAY, VIC. 3011. ISSN 0045 - 1185 ACTING EDITOR - F. G. HARRIS Printed by: Maxwell Printing Services Pty. Ltd., 669 Spencer St., EDITORIAL STAFF - D. R. ANDERSON, B. A. PATTISON West Melbourne, 3003. CONTRIBUTORS - C. LYNCH, J. HOPTON, RAAF MUSEUM PT. COOK

FRONT COVER The N.S.W. School of Aviation at Richmond, circa 1917. REAR: Top left Bell 20SB-1 Kiowa, N17-'025/891 of HT723 Squadron RAN at , 23 April, 1976. It is used on H.M.A.S. Moresby and is based at RAAF Base Pearce while the ship is in port. (M. B. Austin). Top right DHC-1 Chipmunk, VHSSJ, ex Birmingham University Air Squadron at Point Cook, 14 March, 1976. Centre left Mr. Lang Hancock's Dassault Falcon, N750ME, "John Langley" at , 14 April, 1976. (M. B. Auston). Centre right Mi 8 helicopter, CCCP 25954, one of two such helicopters aboard the Soviet Icebreaker, "Mikhail Somou" at North Wharf, Melbourne, 26 February, 1976. (R. T. Pascoe). Bottom DHA-84 Dragon, VH-AGC, during engine check prior to first taxiing trials following complete restoration at Point Cook, 14 March, 1976.

3 FIGHTER SQUADRON By N. M. PARNELL Area issued Administrative Instruction No.68 alerting the squadron to prepare for movement from Bankstown to North Western Area. An advance party On 15 June, 1943, 150 airmen under the temporary command of Fit. Lt. comprising one officer and fifteen other ranks departed by rail on 10 April E.N. Faine arrived at Bankstown as an advance party in the formation of a destined for Adelaide and onward air travel to the new location. On 22/23 new RAAF squadron. No.82 (Interceptor Fighter) Squadron was formed April, instructions were received from Transportation and Movements under the control of Headquarters Eastern Area on the 18th of the month Office Sydney which resulted in large parties of squadron personnel presenting and these transient personnel became the basis for Its formation. They were themselves for equipment loading duties at the wharf, not only the equip­ accommodated temporarily In the headquarters recreation hut and trans­ ment of 82 squadron but also that of 120(NEI)Squadron. ferred to tents on 25 June. Sqn Ldr S.W. Galton was appointed to command Fig Off W.C. Lorimer and thirty-five other ranks embarked on S.S. on the date of formation but as he was attached to 2 Operational Training "Charon" and departed for Darwin on 24 April. These personnel were Unit at this period, the squadron remained under the temporary command followed three days later by Fit Lt C.R. Tuckwell and 104 other ranks who of Faine until 21 June, 1943 when he was posted to flying duties and embarked on S.S. "Gorgon" bound for the same destination. Further Fit Lt C.D. Hill assumed temporary command of the unit. By the end of the instructions were received from Headquarters Eastern Area on this same date month personnel strength had risen to 15 officers and 264 airmen. The which countermanded those originally issued and as a consequence the squadron was equipped with P-40M Kittyhawk aircraft and had one flight necessary action was instituted for the movement of twenty personnel by temporarily armed with P-39D Airacobra aircraft. Flying carried out from air to Townsville, Queensland and the advance party with all equipment Bankstown consisted of localised training exercises. already at Hughes Strip, NT was Instructed to move to Townsville at the On 6 July, 1943 the Commanding Officer, Galton, reported to the base earliest opportunity. Advice was received at squadron headquarters on the on cessation of attachment to 2 Operational Training Unit and Hill re­ 30th of the month to the effect that the personnel on board S.S. "Charon" linquished temporary command on the same date. Galton was attached to had been re-routed to for the discharge of personnel and equipment RAAF Staff School from 24 October, 1943 to 21 November to undergo direct to rail for onward movement to Townsville thence to stage at Ross No.3 Unit Commanders' Course and Hill was again appointed to temporarily command the unit during his absence. On 1 November, 1943 a flight of five squadron aircraft led by Pit Off W.E. Forster participated in a fly-past over the town of Lithgow, NSW, in aid of the Fourth Liberty Loan and five days later fifty personnel led by Fit Lt J.N.S. Wallens marched through the streets of Bankstown for the same purpose. On 8 December, 1943 the squadron co-operated with Parachute Training Unit and 4 OTU while an operational training exercise code named "Gladiator" was in progress. The combined air force and army manoeuvres led by Galton were most successful and at the conclusion of the exercise he was highly commended by the C.O. of 1 Australia Paratroop Brigade and the C.O. of RAAF Station, Richmond, NSW. Command of the squadron was relinquished by Galton on 29 December, 1943 and was taken over by Acting Sqn Ldr G.C. Atherton, MID who had arrived from 2 OTU two days previous. Three months later the command structure of the unit again changed when Fit Lt B.A. Grace, DFC was posted to command on 8 March, 1944 and Acting Sqn Ldr Atherton was attached to 2 OTU until 1 April, 1944, thence to undergo No.6 Unit Commanders' Course. On 5 April, 1944 Grace departed by air and travelled via Mildura and Parafield to North Western Area for the purpose of inspecting a new location Above: Photographs of RAAF Airacohras are few, 82 Squadron* s area for an expected squadron move. Two days later. Headquarters Eastern being no exception. Illustrated above is P39F-^1-^BF, A53-^, ex 43-~44l6 (c/n 27204) being salvaged by No. 11 R.S.U., 11 August, 1943, Left: Sqn. Ldr. S. If'. Galton, 82 Squadron*s first C.O. at Bankstown, N.S^W., June 1943, (Photos, S. If. Galton via F. Smith). River pending further move. However, due to unloading difficulties at Cairns, all equipment was not unloaded and as a result Fit Off A.V. Langoulant and one other rank proceeded to Darwin on board the vessel as escort party in charge of the balance of equipment. During the first three days of May 1944 personnel who had been diverted en-route or were returning from Hughes Strip arrived at Townsville and squadron movement was completed on 4 May when 23 pilots flying P-40N KIttyhawks arrived from Bankstown via Archerfield, Fit Sgt R.C. O'Neill flying aircraft A29-603 was forced to land and remain overnight at Archerfield because of an oil system malfunction. On the 19th of the month instructions were issued from Headquarters North Eastern Area directing that two Kittyhawk aircraft were to be placed on standby duty during the hours of daylight while the squadron remained at Ross River airstrip. RAAF authorities during November 1943 concluded that a more or less static stage existed In the Milne Bay-Goodenough theatre, also that Allied operations were moving westward out of the range of their aircraft. To relieve this situation a decision was made to form a new mobile group which would be compact enough to move forward with changing events as they occurred. Consequently, Headquarters 10 Operational Group came into being as a subordinate formation within Headquarters 9 Operational Group on the 23rd of the month. 10 Operational Group was an offensive force distinct from 9 Operational Group. (Thereafter referred to as 9 Group etc.). Each

4 operational group was allotted two wings consisting of three squadrons each 9th of the month Grace took part In a watercraft sweep to Kai Island with and the establishment of 10 Group reduced the strength of 9 Group by the the same wing and was out again next day on a bombing and strafing mission transfer of about a third of its aircraft to the new formation. against Samate with 75 Squadron. Early in 1944 a significant change in the disposition of RAAF strength During this period orders were received from 10 Group for the air echelon and control in the New Guinea area had become apparent. Since 4 September, of 82 Squadron to proceed to Kamiri airstrip and at first light on the morning 1942, RAAF operations in the area had been controlled by 9 Group under Of 16 September, 1944 twenty one Kittyhawks led by Fit Lt R.A. Stott the direction of Allied Headquarters, Brisbane. Its headquarters in the first took off for Nadzab, but were forced to return when they flew into a severe instance located at Port Moresby, later moved to Milne Bay, thence to weather front. Fig Off R.H.C. Harris had crashed'because of engine failure Goodenough Island. Headquarters 73 Wing and Its anclllaries had stayed whilst endeavouring to take off in Kittyhawk A29-658. Twenty aircraft within the control of Headquarters 9 Group and during the first half of the were prepared for take off on the following morning, but again the squadron year 1944 the efforts of all New Guinea based RAAF units had been expended was dogged by misfortune and, although most aircraft were successfully In supporting the 5th and 7th AIF Divisions in the closing stages of the airborne, A29-675 piloted by Fit Sgt R.A. Williams crashed whilst taking Huon Gulf Peninsula campaign and their efforts were supplemented by units off due to engine failure. W Off H. Walker in A29-657 did not take off for of 10 Group as they moved Into Nadzab during this period. the same reason and Pit Off C.M. Cripps A29-648 returned to Wards Strip 81 Wing formed at Ballarat Victoria on 12 April, 1944 within the co­ to inspect A29-675. The remaining airborne Kittyhawks continued the mmand of Headquarters Southern Area. It moved to Townsville and became flight and reached Nadzab at 0730 hours where it was discovered that a lodger unit on 103 Fighter Control Unit on 5 May, 1944. When completely W Off D.H. Harrison piloting A29-639 was missing from the formation. established the Wing would control 76 Squadron, 77 Squadron, 82 Squadron, After staging overnight at Nadzab fifteen Kittyhawks took off for Tadji 112 (Mobile) Fighter Control Unit, 61 Operational Base Unit, 3, 5 and 14 leaving W Off K.G. Byrnes (A29-659) behind. On 18 September, 1944 the Repair and Salvage Units, 20 Medical Clearing Station, 29 Air Stores Park, fifteen leading aircraft safely completed the flight to Kamiri airstrip and 10 Replenishing Centre Detachment and 7 Transportation and Movement joined Headquarters 81 Wing where it was learned that Harrison had baled Office Detachment. out of A29-639 on the previous day and although slightly injured he was Wg Cdr R.C. Cresswell, temporary Commanding Officer of 81 Wing, making his way to Kamiri via Yule Island. A maintenance party of twenty returned by air from 10 Group on 2 June, 1944 and a conference held In his four ground personnel travelling on board a C-47 also arrived on this date office at 1000 hours on the following day was attended by the commanding and Advanced Echelon 82 Squadron was formed under the control of officer, adjutant and flight commanders of 82 Squadron, engineer officers, Headquarters 81 Wing. Meanwhile the three vagrant Kittyhawks A29-648, equipment officers and all wing headquarters officers. Cresswell outlined 657 and 659 which had been trailing the main flight had reached Tadji to conditions In New Guinea, the proposed change in policy regarding the remain overnight. They rejoined the main flight at Kamiri airstrip on 19 number of repair and salvage units for the wing, the functions of the wing September, 1944. The squadron's first operational effort took place on the upon arrival at Its destination, equipment and mechanical transport problems last day of the month when ten of Its Kittyhawks combined with eight and at the conclusion of the conference he issued written information on all others from 77 Squadron and In flights of four, plus one detail of two air­ these matters to the commanding officers of all subordinate units. Wing craft, dive-bombed Samate airstrip. Thirty-five 500 lb. bombs were dropped Headquarters assumed administrative and operational control of 81 Wing and 120 rounds of .5 ammunition was expended to render the strip and 82 Squadron on 7 June, 1944. Two days later Wing Administrative unserviceable. Instruction No.1/44 regarding the proposed movement of the wing from Townsville to New Guinea was issued to all subordinate units. Grace had departed Nadzab en-route to Kamiri on 22 September and Fit Lt Tuckwell was appointed to temporary command Rear Echelon 82 82 Squadron flying training was maintained throughout the remainder of Squadron Townsville on the same date. On the following day a signal was the month and included practice torpedo and strafing attacks, naval co­ received at Rear Echelon requesting that the remainder of 82 Squadron operation exercises, sea navigation exercises and high dive bombing over pilots, tentage and messing gear be transferred to Advanced Echelon, also Hopkinson's Reef using 250 lb. SAP live bombs. This was the first occasion that squadron Wirraway A20-638 be ferried from Townsville to Kamiri bn which squadron pilots were allowed to release live bombs from P-40N airstrip. A20-638 departed Ross River on 24 September and travelled via aircraft. A wing exercise which took the form of a practice landing assault Nadzab, Madang, Tadji and Wakde Islands to reach its destination on 1 was carried out on the 12th of the following month when selected airmen October. from 3 RSU landed from barges near Cape Pallarendo at 0115 hours. The exercise was carried out in liaison with the local army and navy elements and Squadron operations throughout this month consisted of bombing and the object of the landing was the capture of two heavily defended coastal strafing missions. Babo and Utarom airstrips were dive-bombed on more than defences. 82 Squadron co-operated with air support and provided eight one occasion, air alerts were maintained over Noemfoor Island and enemy attack aircraft plus four more for the defence of the area. Full co-operation shipping and installations attacked wherever found. Enemy dumps at Sagan was given by all services and the exercise caused considerable interest among and Idore were dive bombed and strafed and the Kittyhawks created great service personnel in the area. It did much to sustain personnel Interest which havoc as they ranged through Kai Island, Sagan, Moemi, Manokwari, Gorong was being seriously undermined because of the delay In moving forward to Island, Ransiki and Andai. Watercraft sweeps were successfully carried out an operational area. to Babo, down the Kasoerl River, Nuohoe Rowa Islands, Kaiterok to Tawera and the wireless station on Geser Island was also attacked and damaged. On However, this delayed action was to be short lived because, on 22 August, the 17th of the month Fig Off F.A. Newlett in A29-657 was attempting to 1944, all squadron aircraft were tested, compasses swung and belly tanks take off for a dive bombing mission over Moemi when the aircraft swung off were being fitted in preparation for the long expected move to a location in the airstrip and struck a radar truck which Immediately burst into flames and New Guinea. Arrangements were made on 30 August for the installation of a was destroyed. Hewlett was fortunate enough to escape from the aircraft VHF radio system in its P-40N aircraft at 15 ARD, Port Moresby and the air and was hurried to hospital suffering from shock and severe burns. Three of echelon comprising twenty-one KIttyhawks departed for Wards Strip, Port the American personnel attending the radar truck were killed and another Moresby, via Higgins Field, Q., on the same date. Four aircraft were forced was severely Injured. Misfortune struck again on the following day when to return to Ross River due to minor unserviceabilltles and another two A29-669, one of twelve aircraft engaged in three different missions, was landed at Cooktown, Q., because of fuel trouble. These two later completed apparently struck by enemy ground fire and crashed on Toad Island. Fig Off the flight and seventeen aircraft staged overnight at Higgins Field. Twelve A.G. Weymouth, pilot of the aircraft, was posted missing in action believed Kittyhawks took off for Wards Strip on the following morning and arrived killed. Fig Off M.M. Bellert failed to return in A29-641 from the same safely. The four which had returned to Ross River on the previous day were mission. He was last seen in the vicinity of Manokwari and, although airborne early to join those at Higgins Field and the nine aircraft departed squadron searches were maintained during the succeeding days, all were for Wards Strip on 1 September, 1944. concluded with negative results. It was now learned that Information had been received from North With at least 85% of squadron equipment and ground staff being retained Eastern Area Headquarters to the effect that the disbandment of Head­ at Townsville, the forward air echelon comprising 38 pilots, 23 servicing quarters 73 Wing had been completed on 30 August, 1944 and that Group personnel plus operations, intelligence and engineer officers was hard pressed Capt G.H. Steege, DSO, DFC, who had commanded that wing. was now during this period to comply with the operational commitments of the Commanding Officer of Headquarters 81 Wing. Forward Headquarters squadron which had consumed 441 hours 30 minutes flying time during the 81 Wing had formed at Los Negros, Momote at 1000 hours on the same day month. This effort had only been possible because all personnel irrespective and comprised the balance of Headquarters 73 Wing personnel who had not of their mustering had worked where, and as best they could. The pilots In completed their operational tour. 76 and 77 Squadrons came under the particular produced a remarkable effort and In addition to flying the aircraft operational control of Forward Headquarters 81 Wing at its Inception. they also assisted with the bombing up, arming, refuelling and daily maint­ Cresswell and Grace departed for Kamiri airstrip Noemfoor Island on enance of the machines and in some cases their help was invaluable during 40 7 September, 1944 ferrying two Kittyhawk aircraft. They travelled via and 60 hourly inspections. The period of long hours and hard work was for Nadzab and Tadji and on the following day were able to participate in a them compensated by the considerable mechanical knowledge and practical bombing and strafing strike against Sorong with elements of 78 Wing. On the experience gained from their own endeavours.

5 Squadron's operational term under the new system and a watercraft sweep was undertaken from Selor to Cape Masiwang, also a bombing mission to Sagan airstrip and Otawari with nil observed results. 82 Squadron rear echelon commenced its move shortly afterwards and suffered a great deal of disorganization in the process. Rear echelon, after many months languishing at Townsville, was unified with the air echelon at Noemfoor on 12 November, 1944. During the remainder of the month the squadron was unable to participate in any training or operational programmes because all personnel were utilized on the erection of a camp site and the servicing of its aircraft. Allied forces had landed on Leyte Island in the east central Philippines in the early morning of 23 October, 1944 and First TAF under the control of the 13th Air Force was supporting the 5th Air Force in the Philippine operations. However, by the end of November 1944 Advanced Headquarters First TAF and a number of ancillary units were operating from Morotai where an allied landing had been successfully staged on 15 September, 1944. The last month of the year found 82 Squadron busily engaged with the usual round of watercraft sweeps interspersed with bombing and strafing missions against enemy installations and aerodromes situated in the Halmahera Islands. Ceram Islands and along the south west coast of New Guinea. On 9 January, 1945 a squadron advance party was alerted to prepare for movement by air to Morotai Island within eight days, but after several postponements the proposed advance party move was deferred Indefinitely because of the inability of the 403rd Troop Carrier Group to provide the necessary transports. Administrative instructions and movement orders were received on the last day of January 1945 relevant to a move to Morotai by sea, but at this period no date had been decided upon. Meanwhile, operations went on — Grace led both the dawn and dusk partrol on 14 February and the flight was rewarded on both occasions in-as-much as the dawn patrol destroyed a truck which was loaded with fuel and was accompanied by fifteen enemy troops as they passed over Ransiki whilst the dusk patrol scored on a power launch occupied by three enemy troops off Manokwari. Top: Squadron C,0.,*s P40E - ISE Kittyhawk^ A29~118f ex 4T35932 (c/n ET578) damaged during landing accident at Bankstomnf N.S^W, The squadron was notified late in February that the proposed move to while flown by F/Lt, R» A, Stott in 1943, Above: P40E-18E, A29-133, Morotai was to become a reality and the loading of the ship which commenced FA-B, ex 4F36084 damaged dunng landing accident at Bankstown, 17 on the 27th was completed and all personnel embarked at 1500 hours on the October, 1943, Pilot P/0, Norm, Roe, This particular aircraft is following day to spend the afternoon settling Into their unaccustomed being restored at Lilydale, Vic, (Photos S,W. Galton via F, Smith), quarters. All members of the squadron with the exception of the pilots sailed Advice was received from Headquarters 10 Group on 20 October 1944 to from Noemfoor on 1 March, 1945 after standing off shore for twenty hours. the effect that 81 Wing had been redesignated and would in future be known The pilots were left with the task of bulldozing airstrip buildings and clean­ as 81 (Fighter) Wing. 10 Group commenced a new operational system on the ing up the area at Noemfoor as well as keeping up to date with their flying 23rd of the month and one wing was then required weekly to carry out all practice. The seaborne party disembarked at Morotai on 3 March, 1945, but operations for the group leaving the remaining wing to concentrate on it was the 5th of the following month before the squadron's twenty-two training and maintenance. From this date to 29 October Inclusive, 81 Kittyhawks led by Grace made the flight from Kamiri, Noemfoor, to Wama (Fighter) Wing was occupied with the latter role. The rest from operations Strip, Morotai, without incident. Eight days later the Kittyhawks were out was badly needed because, with the skeleton ground staff available, exceed­ again and participated In a dive bombing mission against enemy occupied ingly long hours had to be worked to maintain the necessary serviceability areas at Djailolo in the Halmaheras. This was the first occasion on which for operational requirements. A series of lectures were also given by the bombs had been released for a strike in this area. During the remainder of Commanding Officer to ail pilots on operational flying and these embraced the month strategic targets throughout the Halmaheras were successfully map reading, navigation and aircraft take-off and landings, etc. Further attacked on every occasion. Included amongst these were the important advice received from RAAF Headquarters on the following day alerted Rear enemy strongholds at Kaoe bivuouac area, Ternate township, Mawea village Headquarters, 81 (Fighter) Wing to prepare for onward movement to Noem­ bivuouac area and Doro. A major portion of squadron flying time during this foor when eleven C-47 Dakota aircraft could be allotted for the purpose. period was also consumed on frequent convoy patrols to Borneo. Headquarters 10 Group was renamed First Tactical Air Force RAAF on For Headquarters 81 (Fighter) Wing the month had been one of great 25 October, 1944 because it was considered necessary that the formation change and movement. 76, 77 and 82 Squadrons had moved from Noemfoor should have a name more indicative of its function as a mobile striking to Morotai and were followed by Rear Headquarters. From Townsville had force. It retained control of all wings, squadrons and ancillary units previously come the original units of the wing namely, 5 and 14 Repair and Salvage controlled by the group. Up to and including the greater part of this month. Units, 29 Air Stores Park, 61 Operational Base Unit and 28 Medical Clearing Headquarters 81 (Fighter) Wing was divided Into parts, namely. Advanced 82 Squadron Kittyhawks at Labuan Is., 1945. ^Checkered band on fin/ Headquarters at Noemfoor Island and Rear Headquarters at Townsville, Q. rudder is red and white. Note natural metal Kittyhawk in distant back“ On 26 October, the strength of Advanced Headquarters, comprised twelve ground, (Photo B, Pattison via F. Smith), officers and thirty-one airmen whilst Rear Headquarters comprised five officers and eighteen airmen. Advanced Headquarters was controlling 76 (IF) Squadron, 77 (IF) Squadron and the air echelon of 82 (IF) Squadron. Rear Headquarters was controlling 3, 5 and 14 Repair and Salvage Units, 82 Squadron ground personnel, 61 Operational Base Unit, 29 Air Stores Park, 20 Medical Clearing Station and 10 Replenishing Centre Detachment. The ■I .. organization and administration of these units was closely watched and checked. 20 Medical Clearing Station had since the beginning of the month been under orders to move by air and replace 26 Medical Clearing Station at Headquarters 71 Wing but advice had also been received to the effect that 28 Medical Clearing Station had formed in Melbourne and would join 81 (Fighter) Wing when It became fully equipped. Rear Headquarters Orderly Room closed at 0930 hours on 26 October and the ancillary units which It had been controlling passed to the direct control of North Eastern Area until such time they were called forward by the wing. Rear Headquarters completed movement to Noemfoor on the following day and the whole functioned as a complete unit from 30 October, 1944 on which date Head­ quarters First Tactical Air Force was advised that the wing was 100% operational and tne terms Advanced Headquarters and Rear Headquarters were no longer applicable. This date also saw the commencement of 82

6 Station but due to the operational requirements of Oboe 1, radical changes of the RAAF contribution to the occupation force and that participating occurred within the composition of the wing. All these ancillary units were squadrons would be re-equipped with P-51D Mustang aircraft in anticipation changed and were replaced by Stores Park and 24 Medical Clearing Station. of such a move. 5 Repair and Salvage Unit became a base unit under First Tactical Air Force The first four Mustang aircraft A68-500, 511, 550 and 551 arrived at the RAAF. 114 (Mobile) Fighter Control Unit, which was expected to arrive unit on 12 September, 1945 and flying conversion courses commenced two during May but arrived during the third week in April was allotted to No.81 days later. The first Mustang crash occurred on the 17th when aircraft (Fighter) Wing which had arrived at Morotai on board the Ship "Charles B. A68-511 flown by Fit Sgt B.J. McArthur of 77 Squadron struck a grader Steinmitz" on 13 April, 1945 and became operational from the same date. Whilst attempting to take off and although the aircraft was completely Administration Instruction No. 10 relevant to Oboe 6 operations was wrecked the pilot escaped with only slight Injuries. By 27 September all issued to 81 (Fighter) Wing from First TAF on 5 May, 1945, intimating that Kittyhawk aircraft with the exception of A29-652 had been allotted away to the units of the wing would play a major part in the progress of the operations other units and the squadron had received eight Mustangs the majority of but this event was momentarily forgotten four days later when the electrifying which were undergoing acceptance tests. Two days later 82 Squadron was news signifying the unconditional surrender of Germany at 1441 hours on unfortunate enough to lose Mustang A68-762 piloted by Fit Sgt A.J. Hunter 8 May was received. All members were highly delighted and much conjecture When It failed to return from an oxygen climb exercise and although a search arose as to how much longer the war with Japan would last. Operations Was maintained by pilots from 76, 77 and 82 Squadrons until the end of the were terminated at Morotai on 22 May and Grace accompanied by other month no trace was found of the pilot or his aircraft. administrative officers of the squadron attended a conference held at 81 (Fighter) Wing ceased to be a component of Headquarters, First TAF, Headquarters 81 (Fighter) Wing on the same date to organize details for the and came directly under the command of Air Force Headquarters with effect embarkation of personnel and the loading of equipment for onward move­ from 15 October, 1945. Conversion training continued until 11 January, ment. LSTs 614, 590, 993, 1025, 1027, 1035 and LCI's662 and 735 were 1946 when a memorandum was received from Headquarters 81 (Fighter) allocated on the following day to move 81 (Fighter) Wing personnel from Wing to the effect that all members of the occupation force would definitely Morotai to the Oboe 6 operational theatre. LST 1025 would carry the move to Japan. This news was verified on 24 January when the commanding assault echelon of 111 (Mobile) Fighter Control Unit and the LCI's 662 officer of the wing called a conference of all unit commanders at 0800 hours and 735 were allotted to 77 Squadron and 82 Squadron whilst 'B' echelon to discuss and put into effect plans for the packing, loading and despatching would travel on the remaining LST's. 'C' echelon^comprising four officers of units for the first party which was expected to number approximately and twelve alrmen^was nominated to remain at Wing Rear Headquarters. 1039 personnel with equipment. The units nominated for Inclusion Wing personnel commenced embarking on 1 June, 1945 and the loaded comprised: vessels staged off shore until 1400 hours on the fourth day. When the assault 81 (Fighter) Wing Headquarters 5 Airfield Construction Squadron echelon moved off en-route to Oboe 6 at 1800 hours on 5 June, 'B' ecehlon 76 Squadron 381 (Base) Squadron also departed for the same destination and travelled via Zamboanga (Phili­ 77 Squadron 481 (Maintenance) Squadron ppines). After an uneventful voyage of five days the convoy arrived at 82 Squadron Victoria Harbour, Labuan, at 0700 hours on 11 June, where the initial assault Early February 1946 found the squadron packed and ready to go. LST's had taken place at 0915 hours on the previousday against negligible resistance. 321, 324, 403 and HMAS "River Murrumbidgee" amved at Labuan on the Practically the whole of the month of June was utilized in moving into 5th and commenced loading unit equipment. The loading arrangements were and setting up camp in the new area. 82 Squadron personnel disembarked completed and the vessels departed six days later. The ship HMS "Glengyle" and marched to a temporary camp site on the 12th and after a stay of eight arrived at 0700 hours on the same date and personnel of the wing began days at this location the main party moved to a newly prepared camp where embarking. HMS "Glengy/e" dejparted Labuan at 1600 hours on the follow­ most of the domestic buildings had been completed. Later on the same day ing day and joined the main convoy some thirty miles north of Luzon to a party of enemy troops broke out of a pocket where they had been restrained find that it had already been joined by two LST's and HMAS "Murchinson" and invaded the camp areas during the night hours. However, the enemy carrying personnel and equipment from Morotai. After almost five months attack was soon overwhelmed and this episode put an end to any organized of monotonous waiting each member on board was considerably happier resistance on the island although sniper activities continued to a minor now that movement had become an accomplished fact. The first glimpse of degree making it necessary to maintain strong guard posts during the hours Japanese territory was obtained on 20 February as the convoy passed the of darkness. Eleven squadron aircraft led by Grace arrived from Morotai on southern tip of Kyushu and sailed the remainder of the day between Kyushu the 25th and the rear party travelling on board LST 697 rejoined the squadron and Shikoku. It then entered the swept channel in line astern formation with three days later. The move to Labuan was completed when the remaining HMS "Glengyle" leading. At 2330 hours the shipping pilot was taken aboard Kitty hawks were flown from Morotai to Labaun on 3 July, 1945. and the convoy proceeded to a point off Yanai where it anchored for five Sqn Ldr Grace DFC completed his tour of operations and departed by air hours on 21 February. Sailing was resumed at 0630 hours and a tie up was en-route to Melbourne on 6 July, 1945 and command of the unit was hnade In Kure Harbour at 1030 hours on the same date. Disembarkation took assumed by Fit Lt F.R. Schaff DFCon thefollowingday. Squadron personnel |Dlace on the following morning and all personnel marched to the railway during the early days of the following month were keyed to a high degree of station through war torn Kure to depart by special train at 1045 hours expectation when it was learned that the Japanese Government had made en-route to Iwakuni. The unforgettable scenes of desolation witnessed as peace overtures to the allied powers. However, the first official announce­ they passed through the devastated area of Hiroshima were terrifying and.the ment of the cessation of hostilities and the surrender of the Japanese Nation formidable task of rebuilding this stricken city was at once realised. When on 15 August, 1945 came as a complete surprise when the news, broadcast the contingent reached Iwakuni — 60 miles distant from Jure — It was by the British Prime Minister Mr. Clement Atlee, was relayed to the troops welcomed by the local Mayor and Chief of Police before being transported over the public address system. A duty stand down was declared on the to the air force barracks. 16/17 August as a result of peace celebrations and on the night of the 17th The town of Iwakuni with a population of some 4(X) persons offered a victory parade was held In the airmen's mess. little in the way of relaxation or entertainment. There were no restaurants, All operational flying carried out from Labuan until the cessation of cinemas or shops suitable to Allied forces. The conditions on arrival though hostilities was declared had consisted mainly of close support work with the not intolerable were far from comfortable. There was an abundance of snow hrmy and dive bombing and strafing targets on the mainland of Borneo. and rain and the weather was extremely cold, this, combined with the fact The most notable sorties performed during this period were two attacks that very limited heating facilities were built In, providing a very chilly loosed on Kuching on 8 and 10 August. To complete these, the pilots had to reception to personnel fresh from the tropics. It was now learned that 81 fly 900 miles which was considered a major feat for the older type P-40N-20 (Fighter) Wing and anclllarles would probably be transferring to a new kittyhawk aircraft which the squadron was currently using. The first strike, location in the near future, so all necessary arrangements made were of a which was undertaken by a flight of four Kittyhawks led by the commanding temporary nature and permanent set ups were held In abeyance. Meanwhile, bfficer, was the most outstanding. Briefing for this strike was very thorough the wing rear parties and aircraft at Labaun were getting ready to move. 6nd as the pilots made the initial run over Kuching airstrip they observed Barracks and other temporary structures were dismantled and the area three Tojo enemy aircraft preparing to take off. These were left in no doubt cleared whilst the squadron rear parties were given the task of cleaning up regarding the implied intentions of the visiting Kittyhawks and were the camp area and leaving them as near as possible to their original state. Immediately destroyed. One transport was also destroyed and two others During the year 1945 It had been agreed in concert by the Governments were damaged before the pilots turned their attention to Kuching township of Great Britain, Australia, New Zealand and , in consultation with on the Sarawak River where some time was spent creating havoc amongst United States authorities, that a composite force of British Commonwealth a variety of barge type watercraft. The second strike two days later turned Armed Forces would be sent to Japan as part of the Allied forces of out to be a kind of anti-climax and proved that for once the enemy had occupation. The force, to be known as the British Commonwealth Forces learned his lesson and gone to ground. of Occupation (BCOF), was to consist of two divisions with ancillary troops, Considerable speculation prevailed on 19 August when an announcement eight squadrons of fighter aircraft, one communications squadron with was made intimating that the squadron would be going to Japan as part ^ppdrting air force units and certain limited naval forces ashore and afloat. Continued on page 14 7 A School of Aviation was established at Richmond, NSW by the New South Wales Department of Education in 1916, and the Technical Gazette of that year stated that the war had proved that the modern aeroplane was a practical and safe means of locomotion. The School was established primarily to train men for military flight duty but it was hoped that when peace returned, pilots would be trained for commercial aviation. The site of the school at Richmond was the flood free level ground of the parish of Ham Common, so named by Governor King in the early ii days of the Colony. When flying reached a practicable stage on the eve of ■ ■

il

structors were both Australians named Lang and Stutt, who had been engaged in military aviation work in England. Applicants for Air training h J^to be from 18 to 30 years of age; they were required to undergo a strict . medical examination and undertake to enlist for active service in any branch of the AlF that the Commonwealth authorities determined. Aircraft used at

fnteriow of k^rngoT: M I CurUss Jennies in the fc and intricate construction m iiii iliil

feet and powered by 8 cylinder OX-5 engines of 80-100 horse power. A large consisted of the Minister for Education Hon. Arthur Griffith MLA as chair- hangar was built to house four aircraft, at a cost of 12,000 pounds and man, the Acting Commandant 2nd Military District, Brigadier-General attached to it was a repair shop equipped with machine tools driven by a Gustave Ramaciotti; Lieutenant Colonel E.H. Reynolds, RAGA; the Chief if;: engine. Engineer Metropolitan Railway Construction, Department of Public Works, The existence of the State Aviation School as one of the Education Mr. John Bradfield, the Chailis Professor of Engineering University of Department's responsibilities was first recorded in the report of the Minister Sydney, Dr. W.H. Warren, the Lecturer in Charge Mechanical Engineering for Education in 1917. The school was transferred during 1917 from the Department, Sydney Technical College Mr. H.J. Swain and the Chief Eng- control of the Public Works Department to that of the Technical Education ineer of Public Works, Mr. A.E. Cutter. Branch of the NSW Department of Education. All students who were trained The Premier of New South Wales approached the Prime Minister as piiots were transferred either to the Australian Flying Corps of the AIF or regarding the question of purchase of the Aviation School by the Common- the Royal Flying Corps in England. According to the 1918 report, three wealth Government and in Air Board Agenda No. 100, Wing Commander courses of students secured their pilot's certificates. Two of these groups R. Williams recommended purchase of the property to allow the establish- seived abroad either as members of the AFC or to join up with the RFC. The ment of a Second Wing, Nos. 3 and 4 Squadrons, to be proceeded with at, ; third group completed their training in October, 1919, but the Armistice of an early date. His recommendation was that the Surveyor General be given J 11 November made services unnecessary. authority to purchase the property, including buildings, machinery and:| In the following year, 1919, the training of pilots ceased. Chief Pilot about 175 acres of Ham Common for Royal Australian Air Force purposesl Instructor W.J. Stutt was appointed to the staff of the Defence Department at a cost not to exceed 12,625 pounds. The Air Council approved thelf School of Aviation at Laverton, Victoria. During 1919 the oniy course was recommendation on 11 July, 1921, Treasury authorized finance and by thrf# one for flight mechanics and with the establishment at Darling^urst of the end of the financial year 1922/23 the Richmond Aerodrome had beehi new East Sydney Technicai College, it was proposed to start a School of secured. ‘I Aircraft Machinery and design in that institution. Due to the Minister, No. 3 Squadron formed at Point Cook on 1 July, 1925 and moved toi5 Mr. T.W. Mutch in his report in 1920, a suggestion was made that the aero- -Richmond on 20 July under the command of Flight Lieutenant F.W.F. Luk' drome should be disposed of as a going concern to the Federal Government No. 101 Fleet Co-Operation Flight formed at Point Cook on the same day , and that the Department of Education should content itself with providing as 3 Squadron and moved to Richmond on 7 April, 1926. a school of instruction for Air Mechanics and leave the training of pilots to On 20 April, 1936, Air Vice Marshall R. Williams C.B„ C.B.E., D.S.O., 4>l>^ ^ M M. . A ..M ______a .1 « > * m- *...... V - "In March 1921 the RAAF became a separate sen/ice, consisting of III III one station at Point Cook, In 1925 an Aircraft Depot and two Citizen ■■ ii Ii . Force Squadrons were added - the first two mentioned at Laverton, 111 III 4 £ Victoria the latter at Richmond, NSW. Since then development has ^ been very slow mainly owing to a period of financial depression I throu#i which the world has been passing. Today marks the biggest \ development since the formation of the Service when the Fleet Co-Operation Flight becomes a Squadron,two new permanent Squad- »;m d an Aircraft Depot are added, and for the first time, we have ■ isi

d with one of the bchool e d' : N& ie $h f- fekiffh M ■.augar structure^ (J Mop ton) I I _ BasU Watson's biplane at toiiacteugn .mecooume ±o. d^cui/. / J^cnlS94J9fl^ This article is based on a privately printed booklet, titled "Basil G. the vicinity of 120 miles per hour, a reasonable rate of climb being 3,000 Watson - Pioneer Airman" by H.N. Eustis. Additional information was feet in ^V2 minutes. On a test flight Watson reached an altitude of 15,000 obtained from notes made by J.A. Pryor which were prepared for the feet, and during a nose dive travelled at 150 m.p.h. These were his personal P.R.O., P.M.G's. Department, on the occasion of the 50th Anniversary of records in England. Watson's historic flight. On 22 June, 1915, Watson took off from the airfield at Brooklands in Sopwith biplane fitted with a 150 h.p. eight cylinder Sunbeam engine. He BASIL WATSON - PIONEER AIRMAN a was travelling at 90 m.p.h. when the engine seized and from a height of 150 Basil George Watson was born at Bendigo, Victoria on 12 October, 1894. feet he had to chose between hitting a house or a tree in the ensuing forced He was the son of Mr. and Mrs. James I. Watson, and grandson of J.B. Watson, landing. He chose the tree, its 12 inch trunk being sheared off by the force the millionaire mining Investor. He left Bendigo at an early age to attend the of the Impact. The biplane finished as a pile of wreckage 40 feet away. Haileybury College, Brighton, a suburb of Melbourne. From childhood Basil Watson was fortunate to survive, escaping with severe concussion, cuts to had been mechanically minded. He was only 15 when Harry Houdini and the the face and legs, in addition to a gaping five inch wound In his head. American, Ralph Banks, each had an aircraft at Digger's Rest, near Melbourne It was said to be one of the most miraculous escapes of the war-time in 1910. The press of the day was giving much publicity to the race to crashes at Brooklands - and there were plenty. When the Sopwith struck become the first to fly a powered aeroplane in Australia. This was in part the tree, the fuel tank burst, but the aircraft did not catch fire. Had it done due to the fact that Houdini, possibly the greatest escapologist ever, was so there would have been little likelihood of Watson being rescued. However, also nationally known as a theatrical entertainer. Watson's duties as a test pilot had come to an end. Watson recovered slowly Young Basil already thought that aviation had a wonderful future. He in hospital, waiting only for the time when he could begin flying again. He was convinced that this was the life |or him! When pioneer airman Harry was undaunted by the crash, taking it as just part of his job as a test pilot. Hawker returned to Australia in January, 1914, he brought with him a The Army, on the other hand, thought otherwise and declared him medically Sopwith "Tabloid" Watson was greatly impressed with this latest British unfit for, duty in the services, so before returning to Australia he learned as two-seater aircraft and spent a lot of time with Hawker gaining knowledge much as possible of the latest trends in the British aviation industry. of aviation. When Hawker decided to return to England at the outbreak of His civilian licence was number 1910 issued by the Royal Aero Club of World War I, Basil Watson, at 19 years of age, was his companion. The two the on 18 October, 1915. He had just turned 21. Basil Australians joined the Sopwith factory where the major part of the output Watson reached Australia in the "Athenic" during the first week of June, went to the Imperial Army. Hawker resumed his duties as a test pilot whilst 1916. The public was quick to acknowledge that he was a pioneer in aero­ Watson received training in the workshops. When this was completed, he too batics at the age of 21 and he received a great welcome. He still bore the became a Sopwith test pilot, operating almost entirely with aircraft destined scars of the crash in England, but was anxious to resume flying as soon as for the forces. possible. In Australia in 1916, this was easier said than done. Aircraft were TEST PILOT IN ENGLAND scarce and needed for the Australian Flying Corps. Besides this, Watson, although not grounded by today's standards, was not eligible for military Test pilots In the early days of the war generally had a short life. Immediately they were appointed to these duties, airmen were not posted flying. for combat flying, but were kept strictly on test work. Towards the middle Since the outbreak of the war, the Government had not exactly of 1915, Watson formed the opinion that machines such as the Bleriot encouraged private building or experimenting with aircraft. In fact, in some monoplanes were out of date, being replaced by much faster biplanes built cases, they had entirely prohibited pioneers from endeavouring to perfect by Sopwith, Martinsyde and de Havilland. Top speeds at that time were in planes, fully or partly constructed. One such case was Bill Wittber an Adelaide

10 engineer, who had been one of the three airmen connected with the first Infantry Brigade funds". Basil Watson's first long distance flight was from Australian powered flight of an aircraft at Bolivar, South Australia, on 17 Melbourne to Bendigo on the Wednesday before the scheduled exhibition, March, 1910. Wittber, who had built and flown his biplane In 1914, was 29 November. He left Point Cook at 3.55 p.m. flying over Kyneton, Macedon greatly upset at the Government's action. Evidently by 1916 the official and Castlemaine. The Bendigo "Independent" reported that "at 4.42 p.m. attitude had changed because Watson announced that he was going to build the biplane was sighted by the watcher in the fire tower, and the bell was his own aircraft just as soon as possible. rung. Knowing that the famous aviator was due to arrive at about that time, WATSON CONSTRUCTS HIS OWN AIRCRAFT the people flocked Into the streets, and turned their gaze heavenwards to pick him up . . ." Watson had already created a record, the flight from His association with the Sopwith factory had made a deep Impression on Melbourne to Bendigo was "the longest straight journey through the air In Watson. So much so that the aircraft he set out to construct closely resembled Victoria". Rain caused a postponement of the arrangements for 2 December the famous Sopwith Pup. Watson commenced building the plane only two but after a display on the following Saturday, the airman made the return weeks after arriving back in Australia. It was a scout-type tractor biplane flight from Bendigo to Point Cook on 15 December. powered by a 50 h.p. seven cylinder rotary Gnome engine Imported from Watson gave a number of other displays In Victorian towns, all in aid of . It had a wing span of 26 feet, a length of 18 feet and wing area of various charities of the day. His name was fast becoming a byword where 230 square feet. The frame work was constructed from Tasmanian mountain aviation was concerned, the press of the day, city and country, regularly ash, fabric covered except for the aluminium engine cowling and aluminium carried stories of his achievements. Watson announced that he would sheathing of the fuselage forward of the cockpit. The propellor was attempt a non-stop flight from Melbourne to Sydney in 1917. It was perhaps carved from Queensland walnut. On completion the fabric was painted white, this announcement that brought the same promoters who handled French­ the aluminium areas engine turned and highly polished. Red, white and blue man Gulllaux in 1914, Into the Melbourne scene. Up until January, 1917, roundels on the fuselage and red, white and blue rudder stripes were Its only Cr. A. Sculthorpe, director, and Mr. R. Sissons, manager, had not featured embellishments. Watson constructed the biplane at the family home in In any of Watson's arranged displays and exhibitions. When a barnstorming Brighton, Victoria. He worked long hours with the satisfaction of completing tour of western VIstoria was announced, it was these promoters who released one of the best Australian built aircraft to that time. the news. They had contacted the authorities In such towns as Warrnambool, By November, 1916, Watson was ready to test fly the biplane. Permission Hamilton, Camperdown, Casterton, and across the border to Mt. Gambler, in from the Central Flying School was given for the tests to be held at Point South Australia. Cook. He reached 80 m.p.h. at which speed the plane was quite stable. A A note in the Warrnambool newspaper of the period indicated that local press report stated that the aircraft was "able to be flown with hands Mr. Basil Watson and his assistant, Mr. Sculthorpe, were to interview the off the controls"! Jubilant at this success, Watson made a few adjustments Town Clerk on Monday, 15 January 1917, In regard to giving a flying and on Monday, 27 November, he remained in the air for 45 minutes. He exhibition in Warrnambool at an early date. On the 20th it was announced put the aircraft through a careful test, climbing to an altitude of 5,000 feet, that the first exhibition of flying at Warrnambool would be given at the from which he dived 2,000 feet. Before coming In to land, Watson twice racecourse on the 27th. On the 24th, Watson flew non-stop from the looped-the-loop at 3,000 feet. These aerobatics appealed greatly to the Aviation School at Point Cook to Warrnambool, at a height varying from watchers; the Melbourne "Herald" summing up the tests as "a thrilling 500 to 4000 feet, in temperate weather. He left Point Cook at 4.40 p.m. and spectacle". So completely satisfied with results was Watson, that he landed at the racecourse at Warrnambool at 6.35 p.m. The flight of 166 announced that he intended constructing another plane in the near future. miles was accomplished In one hour 55 minutes. It was the longest non-stop He was. In 1916, firmly convinced that aircraft could be built In Australia flight in Australia to that date. He carried three letters — the first to be up to the standards of any from overseas. carried by air to Warrnambool — one from the Lord Mayor of Melbourne to FLIGHT TO BENDIGO the Mayor of Warrnambool, one from Mrs. Watson (the pilot's mother) to the Mayoress, and the third from Mrs. E. Geddes, of Melbourne, to the Watson was anxious to fly his biplane to his home town, Bendigo. He Mayoress. arranged to give a display at the racecourse on Saturday, 2 December. This was to be a big day for the gold mining town. Although the Frenchman, EXPERIMENTAL AIR MAIL CARRIED Maurice Gulllaux, visited Bendigo In 1914, this was the first time an Aust­ The promoters also received approval from the Postmaster-General's ralian had flown from Melbourne. But more Important was the fact that he Department to carry the official experimental airmail from South Australia was a local boy! Under the heading "AVIATION, AVIATION", the Bendigo to Melbourne. A special souvenir programme was printed for the aerial '^Adve/t/seir" announced that "Mr. Basil Watson, the young Bendigo native, display and it was announced that a large number of postcards had been will give an exhibition of flying to include looping the loop, nose diving, etc., obtained and could be purchased for one shilling and the required penny etc". These were to be "thrilling aerial evolutions in a machine made of postage; arrangements had been made with the postal authorities for special Australian wood, constructed entirely by himself. Mr. WATSON is the only cancellation stamps to be applied and the postcards would be carried to Australian who has looped the loop in Australia . . . proceeds for the 2nd Melbourne by Mr. Watson on his return journey. The postcards comprising the air mail were sold by newsagents In Mt. Gambler and at all of the towns Below: Watson*s biplane under construction in the billiard en-route. The flight was planned as follows: Mt. Gambier-Casterton- room of the family house, 1916. Hamilton-Warrnambool-Camperdown-Melbourne. The cards were post- 0 50 100 t\ miles On Friday, 2 February, Watson left Warrnambool racecourse at 6.58 p.m. I -• I in strong wind and flew at an average height of 3500 feet to Hamilton. The H < I distance of 62 miles was covered in 29 minutes — a ground speed of 130 Casterton m.p.h. He circled the town and landed in a paddock on the outskirts. He s-l carried a letter — the first by air between the two towns — from the Mayor Hamilton Melbourne ' -O VICTORIA of Warrnambool to the Mayor of Hamilton. On Saturday, 3rd, he took off O' from the showgrounds and gave an aerial display but landed again in the Mt. 1•Gambler paddock on the outskirts in view of the restricted area of the showgrounds. While wheeling the machine, with engine idling for assistance, through the long grass, the propeller struck a post hidden in the grass and a blade was Camperdown shattered. Warrnambool On Thursday, 7th, the party - Basil Watson, Mr. Sculthorpe (director), R. Sissons (manager of display), A.H. Banning (of the British & Imperial Oil Co.) were driving to Mt. Gambler. While passing through Casterton, a meeting of residents persuaded them to give an aerial display from the local racecourse. It was agreed that Saturday, 17th, was suitable. On Friday, 9 February, Watson flew from Hamilton to Mt. Gambler in good, though bumpy conditions, at an average of 4000 feet. The distance of 88 miles Route of the 1917 experimental airmail flighu was covered in about 56 minutes and he landed at the racecourse at 3.40 p.m. He carried a letter from the Mayor of Hamilton to the Mayor of Mt. marked in the bottom left hand corner with the name of the town at which Gambler. It was the first aeroplane to visit the town. On Wednesday, 14th, they were picked up. It was arranged that the cachet would be applied to all Watson gave a display of about 15 minutes which was terminated early postage stamps used to frank the cards on their arrival in Melbourne. It is because low cloud prevented most manoeuvres. On the 15th, he departed interesting to note that this 1917 postal treatment is the reverse of the from Mt. Gambier for Casterton and looped-the-loop over Mt. Gambier accepted rule today when the postmark on the stamp Indicates the departure before leaving. He gave an aerial display in good weather at Casterton on date, and the backstamp Is proof of arrival time. Saturday, 17th. On Friday, the engine had to be stripped and a new part fitted because of loss of power. Watson and his mechanics worked all day until dusk continuing early the next morning. The work was completed in time for the display on the Saturday afternoon but the engine tended to overheat due to the tightness of the new part. The Casterton "Free Press" describing the events went on to say how the plane flew "then up, almost vertical, as if the gnat-like creature had suddenly determined to get back again to the heavenly spheres, being alarmed at the density of the materialistic atmosphere that clings about the region of a racecourse . . ." Promoter Mr. Sculthorpe gave praise to the "honorable OFFICIAL SOUVENIR conduct of the people of the district". It appears that the majority of the AUSTRALIAN AERIAL locals paid for admission to the racecourse whereas in certain other un-named centres hundreds of people stayed outside the gates obtaining a . c/, :-7r free show. The ladies of the local Red Cross Society provided afternoon tea to a background of music from the Casterton Brass Band; a good time was had by all!

•(27.FEB\9nJ- Vi

Top: The specially issued souvenir postcard carried by Watson from Mt. Gambier tb Melbourne, These were sold iiii 11 for one shilling plus one penny postage. Above: The ■11ii 1917 PMG cachet/po stmark. He made two flights in good weather from the Warrnambool racecourse on 27 January. It was stated that he intended to fly to Hamilton on Wed­ An interested audience inspect Watson^ s aircraft during his nesday, 31st, and probably to Mt. Gambier after that, returning In about two barnstorming tour. weeks for the aerial mail to be carried to Melbourne from Warrnambool. Watson was scheduled to fly from Casterton to Hamilton and thence to However, an easterly gale on the 31st caused the marquee housing the aero­ Warrnambool and Camperdown on Monday, 19 February. However, he was plane at the racecourse to collapse and two of the poles struck the upper delayed and, in the event, flew direct from Casterton to Warrnambool on plane causing fractures of the airframe. It was expected that repairs would the 20th, arriving at the racecourse at 8.40 a.m. He received a bag of 500 be effected by Friday. Many newspapers of the day used flowery language postcards weighing 31b. 12ozs. from the postmaster at 2.00 p.m., and when reporting aviation events, and the Warrnambool "Standard" was no departed for Camperdown at 2.41 p.m. He arrived at Camperdown at 3.30 exception. In describing the emergence of the biplane from its temporary p.m., landing at the racecourse after circling the town. An aerial display was hangar they said that "the interest of the spectators was intensified as the to have been given at the racecourse on Saturday the 24th, prices of admission trim and glistening aeroplane suddenly darted out of the marquee like a were, one shilling and one penny for the outer paddock and two shillings huge golden butterfly"; While the Citizens' Band played marches and polkas, and sixpence in the grandstand. Unfortunately bad weather prevailed as Watson made two separate flights looping-the-loop 14 times during the reported by the "Camperdown Chronicle" who continued "that with the afternoon. On one occasion he released a number of red, white and blue wind blowing at such a speed it was quite impossible for Mr. Watson to parachutes that floated gently amongst the crowd. These advertised SHELL attempt any of his aerial feats ... and as ordinary flights were devoid of fuel, used exclusively by the airman on this barnstorming tour. excitement, he preferred to close down". It was most important to have satisfactory arrangements for petrol On 27 February, at 2.25 p.m., Watson left Camperdown on the last leg supplied, or benzine as It was known in those days. It was necessary for the of his experimental air mail flight carrying five bags of mail for Melbourne, fuel to be sent well in advance and carefully stored. The promoters travelled plus a letter from Mr. James Manifold of Camperdown, addressed to the by motor cars on the same route as the aviator, usually carrying some Postmaster-General congratulating the postal authorities for their foresight emergency cans. To be on the safe side, SHELL representative, A.H. Benning, in arranging the aerial post from the western districts. It was a dull day, with was a passenger in one of the cars. fairly low cloud, he climbed to about 4000 feet and, on arrival over Geelong

12 he looped-the-loop, then flew on to Melbourne over the Aviation School at Basil Watson was buried at the Boroondara Cemetry on 31 March, 1917. Point Cook. After flying over the outskirts of Melbourne, Watson landed on It was estimated that 7000 people lined the streets through which the funeral open space at Middle Park, between the railway station and the Albert Park passed. At the cemetery thousands more paid homage to one of Australia's lake, at about 3.45 p.m. The distance of 120 miles was covered in one hour most daring pioneer airmen. and 20 minutes. On 29 October, 1919, R. Henry Walcott sent a letter of acknowledgement Watson handed over the mails to the Deputy Postmaster-General - Mr. to Basil's father, Mr. J.l. Watson, for the receipt of the Industrial and Tech­ Bright - who was accompanied by the Superintendent of Mails. The pilot's nological Museum, Melbourne, of the 50 h.p. Gnome engine, the propeller, parents — Mr. & Mrs J. Watson, together with Messrs. Sculthorpe and Sissons and assorted spare parts. were also present. The quantities of mail were as follows: Mt. Gambler 371 RE-ENACTMENT OF WATSON'S FLIGHT Caster ton 269 50 YEARS LATER Hamilton 299 Warrnambool 326 On 27 February, 1967, Basil Watson's Mt. Gambier-Melbourne air mail Camperdown 66 was re-enacted with a Piper "Cherokee" aircraft from Aviation Services (Hardingham) Ltd., Parafield, South Australia. The pilot was John Harding- Total 1,331 ham. Travelling in the plane was Douglas Watson, a nephew of Basil. To meet After the air mail flight through the Western District, the aircraft was the plane on arrival at Essendon Airport, Melbourne, was Mrs. P.G. Perkin, thoroughly inspected and the wing covering of Egyptian cotton was replaced Basil's sister. The mail, in three bags, comprised 7968 articles, of which 80 with Assam silk. On Wednesday, 28 March, 1917, the aircraft was taken to were registered. Of the ordinary mail, 605 articles were addressed to Europe, Albert Park. Watson intended to make a test and then fly to Point Cook 482 went to the U.S.A. and Canada, 65 to various other countries, and where the aircraft would be left in a hangar overnight. Watson was then to 6,736 to Australian addresses. A pictorial postmark was applied to all'mail drive to Point Cook on Thursday and fly the aircraft to Melbourne for an which was backstamped on arrival in Melbourne, same day. aerial display for a Red Cross fete at Caulfield that afternoon. liiiiiiiiiiM FATAL CRASH I BYmmu 11 He took off from Albert Park in the presence of his father, Mr. Sculthorpe and Mr. Sissons, looped and dived, and then set off across the Bay toward Point Cook. He arrived overhead at about 3.40 p.m. Over the AIF camp at Laverton, he performed a series of loops and was watched by a crowd of soldiers. He had dived and was climbing into another loop when, it is believed from eye-witness accounts, the left wing collapsed, followed by the right wing. The aircraft crashed from 2000 feet into about three feet of water about 40 yards from the beach at the AIF camp. Watson died from severe body and head injuries as men reached the wreckage. He was 23 years old.

Top: Official cover issued to commemorate the fiftieth anniversary of the South Australia — Victoria airmail flight. Above: The 1967 Commemorative postmark. (Mrs. Perkins). The Anniversary air mail was flown only from Mt. Gambier to Melbourne, although the "Cherokee" landed at the intermediate stops of Casterton- Hamilton-Warrnambool-Camperdown so as to re-enact the 1917 flight. The 1111 mail was officially handed to the pilot shortly before 9.00 a.m. by the Mayor of Mt. Gambier — Mrs. Lenore Bishop. Normal rates of postage applied, that is, 4c per ounce for Australian addresses, and the regular air mail rates for overseas.

tangled wreckage of Watson*s aircraft at the Central Flying Schooly Pu Cook. The engine is currently on display at RAAF Museurriy P t. Cook. Piper Cherokee 235, VH-PYZ, at Parafield S.A, 30 March 1967. (J. Hop ton)

13 82 FIGHTER SQ. — cont, from pJ The force was to be under the overall command of an AIF Commander-in- made their destination Bofu. Altogether eighty-three P-51D Mustang Chief working through an integrated headquarters. The air forces, to be aircraft of 76, 77 and 82 Squadrons escorted by Mosquitos, Beaufighters, known as British Commonwealth Air Forces (BCAIR), were to be under the Dakotas and Catallnas took part in this historic flight which, for many of the command of an RAF Air Officer Commanding also working through an pilots, had its origin over Darwin and Port Moresby in the dark days of 1942 integrated Headquarters. The BCOF were to occupy the Prefecture of and which had now brought them to the homeland of their erstwhile enemies. Hiroshima. At a later date it was decided that the air forces would consist The route flown by the Mustangs on the long and difficult flight was via of two RAF Spitfire squadrons, one RIAF Spitfire squadron, three RNZAF Clarke Field (Philippines), and Naha (Okinawa) thence Japan. The order in Corsair squadrons and one communication squadron. In addition, full which they departed Labuan was as follows: maintenance and administrative units would be provided by the Governments 28 February, 1946 28 Mustangs of 76 Squadron concerned. It was also agreed that the controlling authority for policy and 2 March, 1946 25 Mustangs of 82 Squadron co-ordination of the forces would be the Joint Chiefs of Staff Australia in 2 March, 1946 1 Mustang of 76 Squadron consultation with the Governments concerned. Headquarters 7\CSEA was 11 March, 1946 27 Mustangs of 77 Squadron made responsible for the provision and organization of the RAF and RIAF 11 March, 1946 2 Mustangs of 82 Squadron elements of the forces until they reached Japan. Responsibility was delegated Although many delays occurred during the flight, caused mainly by to Headquarters and BAFSEA for the mounting of forces ex India, whilst adverse conditions and by the inevitable minor unserviceabilities expected on Headquarters ACSEA remained responsible for the mounting of forces to a flight of this arduous nature and magnitude the air echelons arrived at come from Burma and Malaya. Australian and New Zealand components Bofu, Japan on the following dates: were provided and mounted by RAAF Headquarters and RNZAF Head­ 9 March, 1946 12 Mustangs of 76 Squadron quarters respectively. Tambaran, Madras, was selected as the assembly point 13 March, 1946 15 Mustangs of 76 Squadron for the forces drawn from Indian resources. 13 March, 1946 12 Mustangs of 82 Squadron Owing to its nature, the scheme Involved negotiations amongst many 18 March, 1946 10 Mustangs of 82 Squadron Governments and affected nearly every continent and because of the effects 21 March, 1946 24 Mustangs of 77 Squadron of the sudden transition from a world of war into unexpected peace neg­ Of the eighty-three Mustangs which departed Labuan only seventy-three otiations and preparations for the launching of the forces, occupied many completed the flight without Incident. Seven were delayed through unservice­ months and there was considerable difficulty in finding, equipping, ability and at the end of the month six of these were at Naha awaiting administering and shipping the required personnel. favourable weather conditions to complete the flight. The seventh was at The Air Officer Commanding, AVM C.A. Bouchier CB., CBE., OFC., Clarke Field awaiting repairs. Three Mustangs of 82 Squadron, No's A68-718, was appointed towards the end of 1945 and worked with one or two officers 770 and 773, and one escorting Mosquito aircraft met with a tragic end and limited facilities alongside Headquarters ACSEA, first at Kandy and later when they encountered extremely bad weather near Cape Isuru and Singapore. He went to Japan at the end of 1945 with Lt Gen Northcott apparently crashed in the vicinity of Cape Sandano south west of Shikoku, CB., MVO., who had been appointed Commander-in-Chlef BCOF and only sixty miles from their destination. carried out a brief reconnaissance of possible BCAIR airfields in the One of the most desirable features of the occupation was the inauguration Prefecture of Hiroshima. The Air Officer Commanding moved to Japan and of an efficient courier service to Japan. This was accomplished by a weekly assumed command on 8 March, 1946. The Air Officer Administrative, Air Dakota service from Australia to Tokyo which had commenced in October Cdr J.M. Cohu, was appointed on 4 January, 1946 and, with the Chief 1945 and by a RAF Sunderland courier service from Hong Kong to Yoko­ Signals Officer, was sent Immediately to Melbourne to meet local authorities hama via Kure. Late in February 1946 the RAAF courier was augmented by concerned with the organization of BCOF and to join the Senior Staff two additional couriers each week which flew the return trip from Australia Officer en-route to Japan. The party arrived at Tokyo on 19 January and at to Iwakuni. IwakunI on the 22nd. The principal administrative effort during March 1946, was directed at Iwakuni was the airfield selected by the Air Officer Commanding BCAIR the immense problem of rehabilitating all facilities required for the operation for his headquarters and for the majority of the flying squadrons. This site of air force elements at Iwakuni and Bofu. Work of a similar nature was also was originally a Japanese Naval Air Station and the facilities included a single commenced at Miho near Matsu in the Prefecture of Shimane. 82 Squadron concrete air strip, technical and domestic accommodation for approximately commenced to play Its part in the scheme of things early in the following 4,000 personnel and a slipway for flying boats. The airfield and all facilities month when a series of surveillance patrols were completed over the were generally In a condition of utter neglect and disrepair with only a single Prefectures of Hiroshima, Shimane and Yamagushi. Familiarisation flights building which had been rehabilitated by American personnel being fit for over the BCOF areas, aerobatics and formation flying also occupied a large immediate occupation. The buildings generally were far inferior to European proportion of the squadron effort and this was to set the standard pattern standards and the majority were built of the flimsiest wooden construction. of Its work load while it remained in Japan. The second airfield originally selected for BCAIR consistedof a single earthen On 19 May, 1946 the Prefecture of Tottori in Southern Honshu was strip 1,000 yards long on the outskirts of devastated Hiroshima. This site was added to BCAIR's surveillance area. This responsibility was further extended found to be entirely unsuitable and a substitute airfield was selected at Bofu on 30 May, 1946 when the Island of Shikoku with Its four Prefecture was where there was an excellent concrete strip, adjacent barracks and limited also added and the squadrons of BCAIR were then patrolling a region which accommodation but here again the buildings were in a bad state of disrepair. comprised the whole of Shikoku and Western Honshu. The Prefectures of Bofu is in the Prefecture of Yamagushi which at that time was outside the Okayama were given over to BCAIR's area of responsibility on 2 June, 1946. jurisdiction of BCOF but after a period of delay it was allotted to BCAIR by Four Mustangs were made available at 30 minutes notice through the hours the American authorities. After the completion of the initial reconnaissance between dawn and darkness from 1 June, 1946. This task was allotted to the of Iwakuni, Hiroshima and Bofu a small RAAF party was installed at Iwakuni squadron which happened to be on surveillance duty at the time and meant to Initiate rehabilitation measures and the Air Officer Administrative with that four pilots plus the necessary ground crew personnel were on duty at the Chief Signals Officer reported back to the Air Officer Commanding at the airstrip from 0430 hours until 0915 hours. Each aircraft was armed with Singapore, arriving on 10 February, 1946. only sufficient ammunition for operational requirements during any flight The Air Administrative Officer accompanied by the Station Commander ordered and included land and sea search. It was considered that interest designate for Iwakuni returned there on 21 February, 1946. On the following would be retained by the pilots allocated to this monotonous duty if only day, the advance party of 81 (Fighter) Wing and 5 ACS totalling 400 they could be scrambled occasionally for practice flights but airstrip personnel arrived from Labuan and disembarked at Iwakuni. Work was unserviceability made such measures practically Impossible. The whole Immediately started on rehabilitation and general preparation of the area to operational set up of 81 (Fighter) Wing was now working satisfactorily and receive the units. Throughout the month parties continued to arrive and as a result committments could be met with a minimum of delay, subject Included an advance party of 200 RAF personnel from India, the air party of of course to the limitation of aircraft unservlceabllity which fortunately was 81 (Fighter) Wing and 14 RNZAF Corsair Squadron. At the end of the usually only of a temporary nature. The policy at this time was to employ month some 2400 air force personnel had arrived and were distributed a maximum of four aircraft for each Prefecturate or area allowing an approx­ between Iwakuni and Bofu. Headquarters 81 (Fighter) Wing and its ancillary imate patrol time of 90 minutes for each flight. All signals were originated units moved from Iwakuni to Bofu on 13 March, 1946 and came within the by Air Operations Room on a daily basis Instructing the various squadrons command of Headquarters British Commonwealth Air Group. regarding: The first heralds of British Commonwealth Air Power in Japan landed 1. The Prefecture or area to be patrolled. at Iwakuni on 9 March, 1946. Twelve Mustang aircraft of 76 Squadron 2. The time allowed over the target. RAAF escorted by two Beaufighters, one Mosquito and a Catalina gained 3. The call signs of the aircraft involved. this honour. The remaining aircraft came through as conditions permitted, 4. The number of aircraft to be employed. the last main flight consisting of twenty-four Mustangs of 77 Squadron Every endeavour was made to give as much variety as possible when arrived on 21 March. Subsequent to the first echelon on, all other aircraft allocating areas to each squadron so that all pilots would become familiar

14 An enthusiastic crowd of over 25,000 people flocked to the Caulfield Racecourse in Melbourne on 7th Feb­ ruary, 1914 to witness demonstration flights by Harry Hawker in a Sopwith Tabloid biplane.

The Flying Billboard, a war surplus Airco DH6 pur­ chased in 1919 from the Dept, of Defence by Copt. W. H. Trealor, AFC, who used it throughout Victoria. Copt. Tre England and gained his Aviato on 9 July, 1914. He was one members of the First Half Flig} ful distinction of being the first taken prisoner by the Turks in M years as P.O.W. he returned to . m pated in the Commonwealth P eac P ' winning the First Aerial Derby, m town of Serpentine in N.W. VicU 'j St. Kilda (RAAF Museum).

PHOTO ALBUM

Share your unusual. rare or favourite photographs of aircraft, people or events relating to Austral- lan aviation history with other rtiembers of the Society through the pages of PHOTO ALBUM. The use of negatives is preferred for reproduct­ ion in the Journal but if not availdbie submit black and white glossy prints. As much infor­ mation as is available on the subject should be included. with the entire BCOF area of control. return to Komaki airfield because of an oil pressure malfunction whilst the The next exercise of any consequence took place on 15 August, 1946 remainder of the flight continued on and landed at Kizarazu airfield VA when nine of the squadron's Mustangs participated in a wing formation and hours later. All pilots were briefed during the evening by Gp CaptJ.R. Perrin, exhibition flight commemorating "VJ" Day. At this period the unit was DFC., in preparation for the fly past scheduled to take place next morning. greatly _ handicapped by partial airstrip unserviceability and fuel system However, much disappointment was apparent on the morning of the 4th malfunctions which caused the grounding of all aircraft except those which when the weather surrounding the Tokyo area was completely closed in and had been tested and were required to be test flown. As a consequence flying finally led to the postponement of the flying events. By the following hours for the month totalled only 152 hours 40 minutes. morning all low flying clouds had lifted and it was decided that the fly past 11 October, 1946 found the squadron busily engaged with the inspection would take place. Twenty four Mustangs of 81 Wing led by Perrin were air­ of its aircraft armament and the removal of grease from all guns prior to borne and after showing their colours at the fly past landed again at Kizarazu moving to the practice armament camp at Miho. Vehicles and equipment where they touched down at 1630 hours. The efforts of the squadron during this period were being expended on a were transferred by rail under escort to Miho on the 24th and were followed by the pilots with their aircraft and ground staff numbering 104 personnel variety of activities including a series of rocket projectile firing exercises on two days later. During the following month the major part of squadron Bofu rocket range. The results of these exercises were confirmed on 19 flying time was expended on rocket firing and gunnery exercises over the September, 1947 when the final preparations for a fire power demonstration rocket firing range at Yonaga. On 14 November twelve Mustangs returned to culminated in a full scale rehearsal during which dummy attacks were Bofu to participate in a successful wing formation fire power demonstration carried out by all BCAIR squadrons. The demonstration proper was staged at Onasami, Shima Island, situated in the Inland Sea between Iwakuni and on 23 September and a total of 84 aircraft participated with outstanding Kure. In addition to 81 (Fighter) Wing units an RAF Spitfire Squadron and success after a formation fly past at 1055 hours. Sixteen Mustangs of 82 Squadron were involved and the standard of bombing, rocket firing, strafing, a RNZAF Corsair Squadron also took part in the demonstration. The five squadrons formed up over the atomised town of Hiroshima and performed formation flying and airmanship proved exceptionally high. The weather a fly past over the area where the spectator's launches were anchored before on the day was perfect and invaluable experience was gained by the part­ the Spitfires and Corsairs proceeded to bomb and strafe targets respectively. icipating squadrons, organizers and observers of Allied services. They were followed into action by the Mustangs and their versatility was During the early part of October 1947 advice was received from the Joint demonstrated with a series of rocketing and strafing manoeuvres. The Chiefs of Staff Australia (JCOSA) intimating that owing to the effect of the demonstration was attended by numerous senior officers of the Allied forces economic crisis in the United Kingdom it had become necessary to withdraw and was considered an outstanding success by all concerned. Squadron air­ the United Kingdom Component of the British Commonwealth Occupation craft returned to Miho on the following day to continue with the armament Forces. This signified that the majority of RAF Component BCOF would practice camp programme which was completed on 23 November and the be withdrawn from Japan at an early date leaving only such RAF forces as unit moved back to its Bofu base two days later. were essential to the operational requirements to enable the remainder of Flying activity during December 1946 was strictly curtailed toward the BCAIR units to carry out their occupation duties. An outline plan for the latter part of the month due to aircraft magneto unserviceability. Weather withdrawal of the majority of RAF Component personnel of BCAIR was conditions were also adverse and although patrols had to be cancelled on submitted to Headquarters BCOF on 10 October and it envisaged the only two occasions training activities were necessarily limited and this following organization: resulted in the squadron flying only 108.20 hours for the month. A change The retention in Japan of 81 (Fighter) Wing and its ancillary units, 14 in the command structure took place on the 24th when Fit Lt A.G. Blumer RNZAF Squadron as constituted, and RAF Component consisting of 1315 returned from Tokyo and assumed temporary command of the squadron on Flight reduced to four Dakota and six Auster aircraft, a marine section and the same date. signals section plus other RAF personnel required to augment the admin­ A special exercise in the form of a naval co-operation task during which istrative services of 81 (Fighter) Wing. All units would be controlled by a six Mustangs from the squadron combined with aircraft from 76 Squadron reduced Headquarters BCAIR which would be formed by combining on 24 January, 1947 to deliver a series of dummy attacks against HMAS Headquarters 81 (Fighter) Wing, the RAAF and RZNAF Components "Shropshire", "Warramunga" and "Bataan" which were en-route to Kure. and the then Headquarters BCAIR plus a small RAF Component com­ The operation was successfully completed although one Mustang A68- prising four officers and fifteen airmen resulting in a total of approximately suffered an engine failure during the return flight and force landed on a 300 RAF personnel to remain in Japan. The plan was submitted to JCOSA beach at Muruzuml approximately 20 miles east of Bofu. On the 11th of for consideration by that authority in conjunction with the various National the following month the pilot of one of two USAAF Mustangs which were Air Force Headquarters concerned. Further instructions pertaining to the flying from Tokyo to Fukuoka bailed out at a low altitude and was killed withdrawal of the major portion of the RAF Component were received approximately 35 miles from Bofu and his aircraft crashed to earth in the during January 1948 authorising the advancement of all preparatory measures same vicinity. The remaining Mustang later became overdue at Fukuoka for the reorganization of BCAIR in accordance with the plan submitted in and a general search was ordered. Squadron search sorties which were October 1947. flown over the Prefectures of Yamagushi, Shimane and Hiroshima during Flying training for the squadron during this month consisted of VHF the next two days failed to find any trace of the missing aircraft. However, training practise, aerobatics, pairs line astern chase, circuits and landings and the search was called off late on the afternoon of the 13th when a USAAF squadron and wing formation flights consuming a total of 230.55 flying aircraft sighted wreckage in the vicinity of the first crash which was later hours. The allotment of surveillance patrols was also increased due to the identified as being that of the missing Mustang. unavailability of RAF Spitfires but because of bad weather throughout the This month was also responsible for the inauguration of the personnel last week only 24 patrols totalling 48 sorties were completed. These covered change-over period and the first sea draft of time expired RAAF personnel the Prefectures of Yamaguchi, Hiroshima, Shimane, Okayama, Tottori, departed from Kure on board HMASj "Manoora" en-route to Australia on East Shikoku and West Shikoku and registered nil sightings. Three rehearsals 14 February. As a result many old members were separated after years of were carried out on the 19th and 23rd to prepare for the Australia Day fly comradeship whilst others went south to enjoy a period of leave before past on the 26th. returning to Japan for a second operational tour. Sqn Ldr G. Falconer was With effect from 26 January, 1948 which was proclaimed "D" day for posted in as Commanding Officer on 15 February and flew with the squadron the commencement of RAF withdrawal all flying by 11 and 17 RAF for the first time seven days later. Notwithstanding the almost complete Squadrons at BCAIR Station Miho, ceased and the rundown of RAF per­ change-over of personnel during the month the operational efficiency of sonnel at BCAIR Stations Miho and Iwakuni was initiated. The movement the squadron remained at a high level and its usual commitments were of 14 RNZAF Squadron and 81 (Fighter) Wing Headquarters to Bofu and successfully completed. Iwakuni respectively was also commenced. On 11 March, 1948 82Squadron's On 26 May, 1947 the squadron was assembled for a general parade in establishment of aircraft were flown to Iwakuni in fulfilment of the above order that all personnel could be addressed by Falconer who unfortunately plan. Ground personnel, equipment and motor transport vehicles were was being medically evacuated to Australia. He departed Bofu two days later entrained at Mitajari Station on 15 March and squadron movement to the and temporary command of the squadron was assumed by Fit Lt L.H. Williams new base was completed on the same date. until Sqn Ldr M.O. Carr was posted to command on 9 June, 1947. The squadron participated in a fly past over SS "DHwarra" on the 19th in BCAIR was invited to participate In an aerial review of American Far honour of the departing Acting C-in-C, AVM Bouchier, CB., CBE., DFC., East Forces over Tokyo to celebrate American Independence Day on 4 July, but the most interesting exercise with which the squadron had been involved 1947. As a consequence fourteen of the squadron's Mustangs departed for for some time took place five days later after instructions had been received Tokyo on the 2nd and had an uneventful flight to Nagoyo where a weather from the Commander Fifth AAF to whom BCAIR was operationally attached report was obtained. As this proved to be unfavourable the Mustangs and the giving details of a mock attack to be carried out by the 315th Composite escorting Dakota carrying the ground staff landed at Komaki airfield and Wing under the command of Colonel Heatherington. The target chosen was were billeted overnight in the city of Nagoya. After a resumption of the the Tokoyama oil refining plant, generating station and reservoir. The , flight at 0900 hours on the following morning one aircraft was forced to target date included enemy forces, anti-aircraft positions and possible enemy

16 ^ j

Above: A68^550 on ferry flight to Amberley, Q*landy en route to Shikoku Island, was prepared for the occasion but owing to a period of Morotai, September, 1945, Right: A68^720, Bofu, Japan, 1946^47, adverse weather the exercise was delayed until 23 July to 13 August. The interception but unknown to the attacking force the American Command exercise was code named "Platypus" and "D" day for the first detachment had asked BCAIR to intercept over the target. The attacking force, consisting comprising 77 Squadron was 23 July. The beach head chosen for the of twenty-four A-26 Invader aircraft supported by Mustangs from Tokyo simulated landing was at Hojo, Shikoku. 77 Squadron advance party made and Fukuoka, were successfully Intercepted between 5000/8000 feet by a successful landing and subsequent move by road to Takamatsu airstrip thirty-six Mustangs from 81 (Fighter) Wing and four RNZAF Corsairs led which for the purpose of the exercise was considered to be an advanced by Gp Capt B.A. Eaton, DSO., DFC. Meeting such opposition came as a aerodrome vacated by enemy forces as the bombing line moved forward. complete surprise to the American air crews because they had performed Invaders of 38 Group USAAF commanded by Co. C.P. Johnson and escorted similar exercise on numerous other occasions without being intercepted. by other Mustangs from 81 (Fighter) Wing provided simulated high and low However, their greatest surprise occurred when they met the initial attack level attacks on Iwakuni, Bofu and Takamafsu to make the exercise appear and were jumped by the Corsairs. As they had no knowledge that these like the real thing. aircraft were in Japan and had not previously seen one, they came to the Operation "Platypus" Phase II was drawn up and 76 Squadron took over conclusion that they were being attacked by a foreign power. The exercise control of the airfield from 77 Squadron on 2 August and was in turn from a training point of view was deemed a huge success and gave an Immense relieved by 82 Squadron on 10 August. The morale of the troops throughout boost to the entire wing. It was the fervent hope that a repeat performance was excellent and the keen enthusiasm and Interest accorded by all ranks would be forthcoming at the earliest opportunity. made the exercise a highly successful effort. The experience and training Station Headquarters Iwakuni disbanded on 1 April, 1948 and 81 gained was a tremendous benefit to the units engaged and was considered to (Fighter) Wing became responsible for all station administration. Transfer be of the utmost value to future operations. of Mlho Station and annexes to the 5th USAAF was effected on the 7th of At this juncture It became apparent that the squadron's operational tour the following month and included all real estate held by BCAIR in the of Japan was fast coming to an end. This was verified on 24 August when Prefectures of Shimane and Tottorl with the exception of one bungalow in iiii Yonaga city which was being used by the Field Security Service. ■IIIIP An exercise in mobility to test the wing's efficiency and to give Its pilots ■ some realistic training In flying, living conditions and general operations iHlli from an advanced landing ground was planned to commence on 22 July, ■■■I ■ ill _^ llllllli 1948 and continue until 20 August. Owing to the limited number and iililM ■■III iiiii capacity of airfields in the BCOF area and the limited amount of equipment available it was not considered practicable to carry out a full scale mobility ■I ..... m exercise with the wing. Instead a small scale tripartite exercise to be con­ llliii ducted between 13 July and 3 August, 1948 operating one tactical squadron IIII V: at a time for a period of one week was contemplated. Takamatsu airstrip. ..a iii III 1111^ Below: P51D, A68-^09, Note wartime type blue/white roundels. (Photo, Geoff Goo doll via F, Smith), Bottom: A68^04, F/4-Z mil (Photo via F, Smith), Right: A68^710, *0*, (Photo via F, Smith). Each aircraft carries a squadron badge, indecipherable, on the fin above the flash. .. ^ closing down of the wing were announced and notification of squadron pilot postings came through. Instructions were issued to 77 Squadron to cease flying on 1 September, 1948 with a view to dis­ bandment. Further instructions would only reduce to a nucleus pending replacement personnel being available. All aircraft were to remain within the unit and were to be flown a sufficient number of hours to keep them serviceable. As a consequence of BCAIR reduction a new unit known as RAAF Component was formed on 15 September, 1948 and twelve days later a conference was held at Headquarters BCAIR to discuss the establishment of BCAIR forces to remain in Japan and the disbandments of other units. As a result all ancillary units of 81 (Fighter) Wing with the exception of a rear party of 381 (Base) Squadron and a rear party of 5 Airfield Construction Squadron ceased active operation on 2 October, 1948 and began preparations for disbandment. Headquarters 81 (Fighter) Wing disbandment instruction No.1 was Issued on 22 October and the following units disbanded at Iwakuni Japan on the following dates: 76 (Fighter) Squadron 29.10.1948 82 (Fighter) Squadron 29.10.1948 81 (Fighter) Wing 6.11.1948 481 (Maintenance) Squadron 30.11.1948 111 Mobile Fighter Control Unit 24.1. 1949 The major part of all RAAF activities carried out during October depended on the facilities provided by the reorganized 77 Squadron which remained in Japan and became directly responsible to Headquarters BCAIR. On 15 February, 1949 the RAAF Component, Headquarters BCOF was renamed Element, Headquarters BCOF. Headquarters BCAIR disbanded on 4 March, 1949 and the various functions and responsibilities previously exercised by the headquarters were taken over by Air Force Headquarters and Headquarters BCOF. MONTHLY NOTES — cont. from p.2 Visiting Melbourne earlier this year were two foreign ships returning THIRD LEVEL home from the Antarctic. The first was the Soviet icebreaker "Mikhail Somov" which berthed at North Wharf on 26 February. On board were two MIL Mi 8 helicopters, CCCP 22464 and CCCP 25954. The other ship was the "USCG Burton Island" at Station Pier on 5 March. It carried two Sikorsky S-62's (HH-52A) 1364 (c/n 62042) and 1465 (c/n 62144). A new commuter airline. East Victorian Airlines, commenced regular service on 15 December between the Gippsland centres of Bairnsdale, Sale, Departing Pearce on 12 March were two RAAF Caribous A4—164 Latrobe Valley (Traralgon) and Melbourne; and between these centres and "VMLWA”, and A4-285 “VMLWJ” both of 35 Squadron, Richmond. They after having operated 'on demand' charter services from these had been based at Pearce for a fortnight on para-dropping exercises with the centres from 17 November. The Melbourne route is operated three times a SAS at Cunderdin Aerodrome. week while the Canberra route has two return flights weekly. The airline is using Cessna 340 VH—RKS on these services. Twenty three CAC Winjeel aircraft from 1 FTS of RAAF base Point Cook flew In a massed formation over Geelong and Laverton on Thursday Kendell Airlines based at Wagga, NSW, introduced Into service during 25 March 1976. This was in the form of a final salute to the type which first early January, their newest aircraft, modified D.H. Heron, VH—KAM, which entered RAAF service in 1954. will be used mainly on the airline's Wagga-Melbourne route. The Heron was Progressive rundown of the aircraft Is continuing with the entering in modified by replacing the engines with Lycoming 540 series, instead of the service of the CT4 Airtralner and total grounding at Point Cook is expected D.H. Gipsy previously installed; a replacement and modification of the main to be in July when the last of some Army students currently training on the spar and other minor Improvements. The aircraft was purchased and modi­ type will graduate. fied by Connair Pty Ltd of from Air Pacific along with two ^ Aircraft which took part In the flypast were: A85—402, 403, 405, others being retained by Connair for their own services. 407, 409, 413, 418, 422, 423, 427, 428, 431, 432, 435, 439, 440, 442, 443, 449, 451, 453, 455 and 457. Aircraft '443' was the only Press and radio reports during November stated that Perth-based Winjeel to be painted, experimentally, in the orange/whIte MB326H style of commuter operator. Civil Flying Services (WA) Pty Ltd, were to shortly training aircraft finish. commence a commuter service between Perth and the south-western centre of Bunbury, using Piper Navajo VH—CFP, or Queenair aircraft. Further The Royal A«jstralian Air Force (RAAF) inspected all SNECMA Atar reports said the service would not be licenced until Bunbury Airport was engines of its Mirage 1110 fighters after a fire In a Mirage on a training brought up to an acceptable standard at an estimated expenditure of $30,000. flight from Wllliamtown, New South Wales (NSW) on 7 April. In a radio report on 14 January, a Bunbury Town Councillor said the Air The Mirage made an emergency landing at Nowra naval air station on the Transport Group's requirements were extremely rigid as the airport was New South Wales south coast after a fire warning light in the cockpit lit up. frequently used by charter aircraft and had been used on numerous occasions An inspection revealed a crack in the engine combustion casing, which by RAAF HS 748 and Dakota aircraft and on at least one occasion, HRH The Duke of Edinburgh had personally flown a RAF Andover aircraft into the allowed hot gas to enter the fuselage. airport. An RAAF spokesman said that just under 14 per cent of all engines inspected in Australia and after the incident showed signs of Central Australian Airways added a new route to their growing network cracking. These would be repaired by the Commonwealth Aircraft Corp­ on 2 February when they commenced services between Adelaide and Yorke- oration Limited (CAC), makers of the engine, in Melbourne. town, on South Australia's Yorke Peninsula. Services are flown seven times He said the inspections caused only slight disruptions to Mirage operations. weekly with their Baron VH—ILN and on each flight, the aircraft remains at Removing the engine, inspecting It and putting it back took only two hours. Yorketown long enough for an 'on demand' charter flight to be made to the Kangaroo Island centre of KIngscote. The route was previously flown on a The RAAF has two squadrons of Mirages at its Butterworth, Malaysia, air regular charter basis by Coveair Pty Ltd until late December with the Dove base and one squadron and an operational conversion unit at Wllliamtown. aircraft VH—CJY or VH-MGT. Following Coveairs demise. Pages Airlines Two Canberras of the Royal Australian Air Force (RAAF) made photo­ operated the route using the Dove VH-MGT, still on a charter basis until graphic runs at 12,192 m. (40,000 ft.) over southern Sumatra and nearby Central Australian obtained the commuter licence and commenced their islands in April. They were continuing a mapping project begun by Australia own services. in 1971. A slight alteration In the services of Murray Valley Airlines became Operating from Kemayoran air base, Djakarta, the jets, which flew from effective from 10 February when the New South Wales town of Deniliquin Australia recently, are expected to cover 145,000 km^ (55,970 square miles) was included on the Albury-Adelaide route, as an optional stop for in three months. They are from No.2 Squadron, based at Amberley, passengers. At the same time. Swan Hill became an optional stopping place Queensland. also, instead of the previous regular calls. The operation is a further stage of an Australian defence cooperation project to provide with accurate maps for the future development The Perth-based Trans-West Air Charter Pty Ltd, applied to the Depart­ of Sumatra. ment of Transport In January to operate a regular air service between Port Films from the flights are processed by RAAF photographers and Hedland and Bali, the Indonesian Tourist resort, using Turbo Commander Identified and collated by three members of the 5th Field Survey Squadron, aircraft. The service would allow residents of W.A.'s north-west mining Perth, , who are also based in Djakarta for the project. centres to take Inexpensive holidays to the resort as there are no direct They are helped by members of the Indonesian Army. Perth-Ball flights being operated by an International operator. The General Two portable photographic processing cabins were flown to Djakarta In Manager of Trans-West, Mr. V.C. Hubbard said the Indonesian Consulate in RAAF Hercules transports. Perth had encouraged Trans-West to apply. Press reports on 11 February stated the application had been refused because Port Hedland was not an The RAAF team is led initially by Wing Commander Peter Jones, international airport and there could be problems with Customs, health commanding officer of No. 2 Squadron. requirements, etc. Mr. Hubbard replied that as Port Hedland was an entry Since the project began Australian Army ground control survey teams, point for a large number of overseas shipping, there was adequate customs supported by RAAF transport aircraft and helicopters, have covered the and health facilities available to cater for eight passengers per aircraft. entire island. RAAF aerial photography of Sumatra began in 1974, and Trans-West took delivery of Turbo Commander 690A, VH—PCV on 19 since then Canberras have photographed 240,000 km^ (92,640 square January in anticipation of being able to operate the new service. miles) of the island. The Hobart newspaper "The Mercury" reported on 12 February that a The Hawker SIddeley Trophy, awarded annually to the most efficient meeting of creditors of Air Tasmania Pty Ltd was to be held in Hobart on base or unit in the Royal Australian Air Force (RAAF), has been won by 16 February to discuss the company's future following severe liquidity Richmond RAAF base. New South Wales, for 1975. It is the second year in problems. The company, in the report, blamed the collapse of Hobart's succession that the award has gone to the base, which Is one of the biggest Tasman Bridge as the main cause of the company's problems as their in the RAAF. It operates two C—130 Hercules transport squadrons and two load factor dropped over 25% following the disaster; however, this had DHC Caribou transport squadrons. The trophy was presented to the RAAF increased to a profitable level since the temporary 'Bailey Bridge' was opened during its 50th anniversary celebrations In 1971. It is awarded to the base some weeks ago. With the collapse of the bridge, the long drive to get to or unit which achieves the highest aggregate points score for efficiency in made the company's air service unattractive to intrastate role, administration, dress and bearing and morale. passengers and as well, all freight carriage virtually ceased. A report in the

18 same paper on 18 February said . . . "Air Tasmania Saved by State - Air Well known Tamworth businessman, Mr. J.B. Regan, retired as a Director Tasmania will be back in operation tomorrow with a $6,000 State Govern­ of East-West Airlines Ltd., in mid-February after having been a Director for ment loan and the prospect of a new Melbourne-Hobart freight service. 25 years. Mr. Regan's position was filled by his son, Mr. C.R. Regan. The Manager of Air Tasmania, Mr. David Woods, said last night he expected the company's plane to be picked up today and return to service tomorrow. Rossair flying instructor, Mr. Russ Williams, was killed when the Cessna The plane, a DC-3 has been in Melbourne for a week for it's 1,250 180J, VH-TCU, he was flying disintergrated and crashed into the Adelaide hour service . . Another report on 25 February, headed "Air Tasmania hills suburb of Blackwood on 27 March. Mr. Williams was attempting to beat Hits Bonanza" - stated: "It was a mighty good day for Air Tasmania, the the national altitude record of 19,000 feet by an aircraft of less than 1000 kg. till clicked over $1,000 and around the State, airport ground 5taff took time to wave a welcome back. .. Air Tasmania's 40-years young DC—3, The families of some of Australia's best-known aviation pioneers were VH-MMF resumed scheduled flights yesterday after a fortnights break reunited in Sydney on 23 April at the unveiling of a memorial in honour of that had many knockers whispering predictions of economic doom. Back in three of the country's greatest fliers. Sir Charles Kingsford-Smith, Hobart last night after carting more than sixty passengers and a five-year-old and Sir . pup on the intrastate milk run, the doom looked more like boom! With The memorial, a fully restored propeller from a Lockheed Altair, is sited charters and freight runs and our scheduled run, we look like taking around in the centre of a new $A4,000,000 housing development in Neutral Bay, a $8,600 this week — easily a record!" The report stated the Tasmanian northern harbourside suburb of Sydney. Smithy made some of his record- Government has a $51,000 investment in the company and private share­ breaking flights in the Altair Lady Southern Cross and in 1935, disappeared holders have contributed $19,000. The company's scheduled services were in the Gulf of Martaban, off Burma, in the aircraft. continuing at the end of February. The housing development, named Southern Cross Gardens after Smithy's Brisbane-based Burnett Airways Pty Ltd ceased all their commuter famous Fokker FVII tri-motor, overlooks Anderson Park, the scene of one of his most sensational take-offs. services on 23 February follo^A/ing a period of rapid expansion during the previous nine months. Following prior negotiations. Bush Pilots Airways One 17 July, 1934, an eager crowd gathered in the 137m. (445 ft.) long Ltd took over all the former Burnett routes as well as their Trislander air­ park to watch as Smithy and his co-pilot. Captain P.G. Taylor (later Sir craft VH-BSP from 24 February, while Burnett's second Trislander VH-BSG Gordon Taylor), swung the single-engine Lady Southern Cross to face the was leased for two weeks as a replacement for VH-BSP which was water. With engine at full power, the aircraft shot down the improvised immediately flown to Cairns for re-painting in BPA colours. The previous runway and just cleared the sea wall. Smithy and Taylor made the first east frequency of services provided by Burnett was maintained by the introduction to west crossing of the Pacific, from Brisbane to Burbank, in the Altair in into service of a newly delivered BPA Trislander, VH-BPH. 1934; The routes, Rockhampton-Blackwater-Clermont-Emerald-Alpha-Barcal- dlne-Longreach and Brisbane-Goondiwindi-St. George-Dirranbandi-Cunnal- Among those who attended the memorial ceremony were Mrs. Mary mulla are operated under contract to Ansett Airlines of Australia while the Tully, the former Lady Kingsford-Smith, who was married to Smithy from Brisbane-Gayndah-Thangool-Rockhampton route is operated under their December 1930 until his death in 1935; Lady Joy Taylor, widow of Sir own licence. The Chairman of Bush Pilots, Mr. H.S. Williams, said this Gordon Taylor, and John Ulm, son of Charles Ulm. latest expansion of the company confirmed B.P.A. as Australia's largest commuter air service operator and pointed out that it was now possible to Others included Rollo and John Kingsford-Smith, two of Smithy's fly by B.P.A. from Bamaga, on the top of Cape York, to Cunnamulla In nephews; Mr. Harry Purvis, Smithy's engineer who was usually on the follow­ south-west Queensland using various connecting services. Mr. Williams also up aircraft to the Southern Cross on barnstorming tours; Sir Lawrence said that this latest expansion was also fitting to celebrate Bush Pilots Wackett, aircraft designer; and Mr. Harold Affleck, one of Smithy's old Airways Ltd's Silver (25th) Anniversary which was being marked this year. ground crew, who was engineer with the first Australian National Airways (ANA), formed by Smithy and Ulm in 1929. The company was registered on 22 January, 1951 while their first comm- ercial flight was made on 23 June, 1951. Also at the ceremony were Captain Robert ("Bert") Ritchie, general manager of Qantas, Australia's international airline, and Horace Pethybridge, MacRobertson Miller Airlines have sold their DHC—6 Twin Otter, brother of Tommy, who was lost with Smithy in 1935. VH-MMY (c/n 80) to Aero Pelican, Newcastle, New South Wales. It depart­ A splintered propeller brought from Melbourne by Mr. Affleck was also ed Perth Airport on ferry to its new owners on 14 April. MMA is continuing on display in a home unit near the memorial. It was from the starboard to operate the other Twin Otter, VH—PGU (c/n 279) from the Derby base. engine of the Southern Cross, damaged when part of the aircraft's exhaust manifold broke off during Smithy's New Zealand-bound mail flight in 1935. Mr. Affleck unscrewed the propeller after the "Old Bus" limped back to Sydney. It was presented to the then Director of Posts and Telegraphs, Sir Harry Brown, and until recently was In the care of his son, Mr. George PEOPLE Brown, at his house in the outer Melbourne suburb of Mitcham. The pro­ peller will be presented to the Museum of Applied Arts and Sciences in Sydney for permanent display by the museum in May.

The Chairman of East-West Airlines Ltd., Mr. D.M. Shand was awarded President Marcos of the Philippines granted Mr. John Bridge, a Qantas the CMG in the Queen's New Year Honors announced on 1 January, for accounting clerk, an absolute pardon before release from a Filipino jail In services to the community and to Aviation. Mr. Shand was one of the original which he had spent six days for intervening to save the life of a Filipino founders of East-West and has been It's Chairman since. hijacker on 23 May 1976. Mr. Bridge was one of 111 passengers and crew aboard a Philippines Air Lines BAC-111 which was hijacked by six Moslem A Western Australian pilot, Mr. John Perry set a new Australian light gunmen on 21 May. aircraft altitude record on 19 January, when he reached 5,795m. in Cessna 172 VH—TCS over Bunbury, WA. Mr. Perry, who is aviation correspondent for the Perth newspaper. The West Australian" broke the previous 5,577m. record held by Mr. G. Westbury of Newcastle, NSW.

Captain Ross Watts achieved 25,000 flying hours while flying "above Geraldton" on 28 January while piloting MacRobertson Miller Airlines Services Fokker F28 on a scheduled flight. Captain Watts commenced flying Contributors M. Austin 34 years ago in the RAAF and following World War II, joined Airlines (WA) Movements Ltd until 1948, when he joined Australian National Airways Pty Ltd to fly B. Co I ledge the Air Ceylon DC-4 services between Sydney and . He rejoined R. Cuskelly Airlines (WA) Ltd in 1951 and was with that company when it amalgamated J. Hopton with MacRobertson Miller, in 1953. R. MacDonald B. Pattison Western Australian mining magnate, Mr. Lang Hancock took delivery of RAAF News his Falcon jet, N750ME in Perth on 11 February, replacing his Learjet, G. Reid VH-BSJ. The Falcon was named "John Langley" after Mr. Hancock's South Australian Air Journal grandson, John Langley Hayward. At the end of February, the aircraft was J. Vella still operating in it's American registration, from Perth Airport. Western Alrletter

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