I

i I ■ i il i ■■ ill I ■■ f ■ ill The Journal of the Aviation Historical Society of Inc, aoossgssp Volume 29 Number 4 I September 1998 I m ■

Lxstralian m ■ iBi m ®ii ring Deeds in the Desert ill* i® ■ Sf^ Bll ■ .■.V Paddy Heffernan - Series ~ Part 6 *IS ■ ■ ^ ...... «.... .r...... ; ■ jfi il n Pi:i I 111111^48 iili BiP The Journal of the AVIATION HISTORICAL SOCIETY of AUSTRALIA Inc. A00336533P

Volume 29 - Number 4 - September 1998

EDITORIAL EDITORS, DESIGN & PRODUCTION Another year ends for our Society and the question that continually occupies my mind is why don’t we have more Bill and Judith Baker members? This is despite the fact that for the past couple of Address all correspondence to; years we have 'delivered the goods’ with an on-time The Editor, AHSA, expanded Journal, complete with supplements, which is now P.O. Box 2007, produced at far lower cost than has been done previously. I South Melbourne 3205 Victoria, Australia. believe that the content and the 'look’ of A-H is very good. 03 9583 4072 Phone & Fax Our financial outlook is very good with a substantial cash Subscription Rates; reserve, which bodes well for our future, if only we can Australia A$40. increase our membership base all would be perfect. How Rest of World A$50. Surface Mail can you help? Try to recruit new members, advertise and A$65. Surface Airlifted attend the branch meetings, take a more active role in the A$85. Air Mail Societies activities - for instance ‘have a go’ - join the Overseas payment to be in Australian Committee, write something for ’A-H’ or even offer to do the currency by International Money Order or newsletter. (There’s plenty of ‘back up’ to help you). Its not a Bank Draft. Overseas personal cheques closed shopi cannot be accepted. The only redeeming feature for us, is that 1 notice that our contemporary societies, the Canadian - having trouble in Articles for Publication; Are to be on an getting members to do various jobs and falling membership. Australian theme. As for the New Zealanders, they seem to have dropped off The Editor reserves the right to edit any the planet, (not unlike we did several years ago). article accepted for publication. Enclosed is your renewal form complete with a stamped Payment is not made for articles. envelope to make it easier for you. Please attach you Please Include sufficient postage for the cheque and return it promptly. The next ‘A-H’ will be posted return of originals if that is required. late December/early January. It is our policy not to forward A - H and the Computer; Contributions for any further copies of ‘A-H’, unless renewed. Do it now! the Journal are most welcome in any form, but if you have a computer, exported on a Editors wish list; 3V2" disc in ASSCII format (plain text), or Any facet of Australia’s aviation history. Airlines, WIN 6, would be just great! (Include hard GAF Nomad, Korea, Vietnam, anything that interests you copy also). and can be printed. Cover Disclaimer; 1. Whilst every effort is made to As a prelude to our celebration of the 50*'^ Anniversary of the check the authenticity of the material and Fleet Air Arm, we feature this picture of Sea Fury FB11 K105 advertising printed, the Publishers, Editors, shot over Nowra on 10/3/58. r.a n 2595 and the Aviation Historical Society of Contents; Australia and its Office Bearers cannot 135 Australian Fleet Air Arm - Ian K. Baker accept responsibility for any non­ 140 Daring Deeds in the Desert - Ted Fletcher performance. 148 Origins and Early Days of 459 Squadron RAAF 2. The views expressed in ’Aviation David Vincent Heritage’ are not necessarily those of the 154 The 652A Anson in Australian Civil AHSA or its Editors. Aviation - Ken O’Brien 166 The RAF Long Range Development Unit - Paddy Heffernan AVIATION HERITAGE END OF VOLUME 29 ISSN 0815-4392 Print Post Approved PP 320418/00017 Meetings of the AHSA; ©1998 by the Publishers: Melbourne Branch: The fourth Wednesday in every THE AVIATION HISTORICAL month, 7:30 at the Airforce Association, 4 Cromwell Street, SOCIETY OF South Yarra. Further information - Keith Meggs 9580 0140. AUSTRALIA INC., aoo33653p NSW Branch: The first Wednesday in every month 7:45 P.O. BOX 2007, Studio lat the Powerhouse Museum, enter from the SOUTH MELBOURNE Macarthur Street end. Further information - Gordon Lasslett VICTORIA, AUSTRALIA 9416 7603 AHSA Aviation Heritage

THE AUSTRALIAN FLEET AIR ARM - 50 YEARS OLD! By Ian K. BAKER Illustration by Ian K. Baker. All photos from the Hopton Collection. With additional information from John Hopton and Bill Baker

It is necessary at the outset to understand the relationship between Australian naval aviation and the Flowever, it should be realised at this point that the Australian Fleet Air Arm... they are not necessarily one organisation that we refer to as the R.A.N. was, until c. and the same thing, although inextricably inter-woven. 1930, entirely controlled by the R.N. as its Australia (?= Australasian) Squadron, with all senior rankings from that It may be the 50th anniversary of our Fleet Air Arm body, and all major decisions made with R.N.’s consent. which is being celebrated this year, but naval aviation The R.N. itself became interested in aviation 1907. By goes back much further. Before the creation of the Fleet 1910/11 strong interest in aviation was shown by the Air Arm, naval aviation was an arm of the RAAF. The Air R.A.N. by the fact that active consideration as to sites for Force was intended to operate all , but provision naval aviation bases. Point Cook was chosen as the site was made that it would on such “as-and-when” occasions for the Central Flying School with its capacity for sea/land as arose operate aircraft for the R.A.N. on specific tasks. capacity to be jointly shared by the Army and the Navy. In Until the advent of the Seagull V - intended for co-use - fact the Navy at that time had acquired sites at Avalon and aircraft acquired by the R.A.A.F. had been so acquired for Corio Bay. R.A.A.F. requirements only, with scant consideration of dual usage. The Fairey HID purchase being the exception The Australian Air Force was formally created on the to this. It would appear that the R.A.N ordered the Fairey 31®^ March 1921 and became the Royal Australian Air IIID’s on their own, perhaps anticipating that they would Force three months later. get their own ‘Air Arm’. But these hopes were not to be realised. On the 9 September 1920 the Australian Prime The decision to establish a separate Fleet Air Arm Minister announced that the air force would be under the (FAA) for the RAN had its origins in a growing awareness control of a board which would include representatives of at government level that the experience of naval war in the Navy, Army, and civil aviation. At the same time the Air WW2 was pointing to the emergence of aircraft design, Forces order for Fairey HID was being processed, the manning, maintenance, experience, training and Navy’s was then cancelled and eventually all the Fairey knowledge requirements which were clearly drawing HID floatplanes bore the serials ANA-1 to ANA-6. The further and further away from those of a land-based air prefix letters stood for 'Australian Naval Aviation'! force. Both the RAAF and the RAN put up plans to

H.M.A.S. Sydney at sea with 16 of its aircraft ranged along the deck.

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price of one. These were a 'light fleet carrier' design of the late war period, whose completion had been suspended in 1945 until postwar requirements became clearer. They would be equipped with Firefly and Sea Fury aircraft. In due course the offer was accepted and the direction of development of the RAM's new FAA was under way.

It had initially been hoped that the two new carriers, to be named Sydney and Melbourne, would be delivered in 1948 and 1949. HMAS Sydney was accepted in 1949 after some modifications had been effected. But there were some further considerable delays with Melbourne... more of this further on. HMAS SYDNEY The Sydney brought with it a squadron of Sea Furies and a squadron of Fireflies. During the following year, 1950, it returned to the UK to collect a further two squadrons of these aircraft. XA221 landing on Vengeance for transportation to Australia on January 16 1954. During the later part of 1951, Sydney took address this problem for the postwar years. In May of over from HMS Glory in providing a 'British' naval 1947 the Naval Board accepted the RAN plan, thereby presence in the Korean war theatre, Australia's ties to the setting in motion the creation of Australia's own FAA. UK and responsibilities to Commonwealth defence strategy and politics was still very strong at that time and The title 'Fleet Air Arm' was adopted from British certainly more than simply that of assisting an ally. It is terminology - a reflection of the very close links between reported that Sydney almost immediately set a light fleet the RAN and the (RN), the origins of which lie carrier record by flying off 147 sorties in two days, its in the naval history of the British Empire. But despite aircraft becoming heavily engaged in ground attack work. close ties I between the RN and the RAN, the course of In addition to its Fireflies and Sea Furies, a Sikorsky developments leading to the creation of the Australian H03S-1 (Dragonfly) helicopter and crew was loaned to the FAA had not paralleled those of the British FAA. Sydney by the US Navy for search and rescue work. This was to prove a most valuable addition. Britain's (RAF) had been born 1 April 1918 out of an amalgamation of the Royal Flying Corps The following month (October) Sydney had to curtail (RFC), flying arm of the British Army, and the Royal Naval replenishment at the Japanese port of Sasebo and put to Air Service (RNAS), flying arm of the RN. The intention sea upon the approach of typhoon Ruth. The storm, when may have been to create a third, independent, service to it hit the ship in the middle of the night, was sufficiently address the emerging bigger picture of aerial warfare, but fierce to cause a Firefly (WB396), a 16ft. motor boat and a it apparently did not lead to an end of upper echelon fork lift to be washed overboard! Also six other aircraft wrangles, ploys and jealousies. After WW.I, the naval were ‘written off as being too badly damaged to repair. It aviation arm of the RAF was initially reduced to almost was estimated that the total damage bill exceeded nothing, but with several aircraft carriers coming Into £250,000. service in the early 1920s, new ship-based units started to be formed and in April 1924 a Fleet Air Arm of the RAF was formed. It was not until May 1939 that the Admiralty was given control of this air arm, the FAA now becoming a part of the Navy rather than the Air Force. Just in time to fight the battles of fr: I WW2.

THE CARRIER YEARS OF THE AUSTRALIAN FAA - A nutshell summary The naval aviation - as distinct from maritime - battles of the Pacific war were predominantly the US Navy's war. It was in addressing Australia's strategic requirements J for the new scenario of the postwar years that the era of the RAM's own carrier force was born.

Opportunely, during 1946 the British Admiralty had offered Australia two of its as- yet incomplete Majestic class carriers for the Sea Fury VW625 - K112 (K ^code for FIMAS Sydney) descending on the aircraft lift to the below decks hangar.

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War, during which high decorations were earned by several of its personnel.

The ship sailed to the UK in 1953 for the coronation. It continued active service until 1958 and then, after a period 'in reserve', was refitted as a fast troop transport. In this form it performed diverse transport, training and exercise duties, including moving troops and equipment to and from Vietnam. After a long and eventful career, Sydney was decommissioned late 1973. A couple of years later the hulk was towed to Korea where it was broken up.

HMAS VENGEANCE In order to cover the gap caused by completion of the Melbourne being delayed, HMS Vengeance, another light fleet carrier, was offered on loan to the RAN. The intention at that time had been for Vengeance to be the Mechanics working on FB.ll K103 in the hangar deck of second operational carrier of an Australian HMAS Sydney two-carrier fleet, which would also allow Sydney to be freed to return to the UK for Then came the next operational patrol in the Korean modernising to the Melbourne's level, once Melbourne war theatre. Its aircraft striking enemy junks in the Yalu was finally on strength with the RAN. Estuary and giving close support to Commonwealth ground forces. Aircraft were damaged and lost: one of five This was all well and good, but in the meantime Fireflies striking at the entrance of a railway tunnel to block government policy shifted away from favouring a two- it was brought down by intense light flak. By the dying light carrier fleet to one of preferring to bolster the land-based of the day, Sydney's helicopter effected a hazardous but flying strength of the RAAF, and so Sydney was not to be successful pick-up of the downed fliers. In another incident modernised after all. Consequently Vengeance was given a downed Sea Fury pilot was rescued by the helicopter. the role of training ship and would carry no aircraft Two other Sea Furies were also hit, one making it to an operationally. And when Sydney's useful operational life in airfield and the other crash-landing on a river bank, but the its present form was ended, it would take over from pilot was rescued by a boat from HMS Amethyst Vengeance. This occurred during 1955, whereupon Vengeance was returned to the RN, its crew bringing back Another patrol in Korean war theatre waters, the brand-new Melbourne. November 1951, saw further Sea Fury strikes against enemy troops and shipping, and Firefly attacks on enemy lines of communication, mostly in poor flying conditions. A pilot was lost when his aircraft failed to pull out of a strafing dive against transport vehicles.

Then Sydney joined with other ships of a naval task group In mounting a co-ordinated strike against the industrial centre of Hungnam, involving naval gun bombardment combined with aerial attacks on factories, railways, barracks and the like. Detached and sent on another patrol in the company of British and Dutch warships, the Sydney ran into much appalling sub-zero weather which considerably reduced the number of sorties flown, and was engaged for a time on convoy protection. During December another pilot was killed: he had been fatally injured by being struck by the tail of his own Sea Fury One of the largest fixed wing aircraft to be operated by the RAN Fleet Air whilst bailing out. Two other pilots were Arm were the HS 748 which were used as navigation successfully rescued, one by helicopter and trainers. N15-709 seen here at Nowra on 28 April 1974. one by junk. Vengeance's service in the RAN was comparatively With the start of 1952 came yet another patrol, at one short - lasting from 13^^ November 1952 to 5 ^ August time mounting up to more than 50 sorties per day 1955. providing offensive air strikes in support of UN troops. There was a lot of flak, many aircraft sustained damage HMAS MELBOURNE and a third pilot was killed. Late In January, Sydney The reason why delivery of Melbourne had lagged so concluded its very intensive involvement in the Korean far behind that of Sydney was a good one, and

137 AHSA Aviation Heritage undoubtedly resulted in an extended useful life in the long run

Quite simply, freed of the wartime contingencies of production and attrition, and then spurred by the beginnings of the | Cold War, the pace of developments In the world of naval aviation had led to the need for some significant re-designing of Melbourne to include, amongst other things, the latest powerful steam catapults and an angled flight deck. HMAS Melbourne was not commissioned until October 1955. It became the flagship of the Australian fleet and soon embarked upon a long and hardworking life. Initial aircraft compliment was one squadron of Sea Venoms and two of Gannets. A regular commitment over the next eight years was Melbourne's participation in the Far East Strategic Reserve and similar exercises. Most prolific of all Fleet Air Arm aircraft (108) was the Fairey Firefy, A new Defence Plan for the early sixties WD840 is seen here at Bankstown in 1967. initially intended that Melbourne should finally retired in mid-1983, eventually being towed to China become a helicopter carrier, and in mid 1963 a squadron for breaking up. This brought an end to the Australian of Wessex “dipping sonar”-equipped helicopters was FAA's carrier era. embarked to replace some Gannets, but the ship continued to carry fixed-wing aircraft as well. NAVAL LAND BASED OPERATIONS - Another nutshell summary. In February 1964 there occurred the tragic collision of Melbourne with the destroyer Voyager, involving considerable loss of life. Melbourne escorted Sydney, now HMAS Albatross - Shore based facility a troop carrier, several times to the Vietnam war zone. A Much of the FAA history is tied up with Nowra and its major refit during 1968 saw an upgraded Melbourne at the RAAF, RN and finally the RAN associations. Named after a 1920’s Seaplane Carrier, and prior to the introduction of end of the sixties carrying Skyhawks, Trackers and the aircraft carriers, HMAS Albatross (although not known Wessex’s, involved in SEATO and other exercises. Then came another major refit in 1971, followed by more years at that time as that), was the second civil aerodrome to of exercises including further visits to the USA, Japan, the serve the City of Nowra. It was to be developed as a Philippines, Hawaii, Singapore, and co-operation with the advanced operational base for the RAAF in June 1939. navies of Britain, USA and . During Dec.- However it did not become active until May 1942 Part of Jan. 1974-75 the ship took a large cargo of urgently the plan was to use Nowra as training base for Beaufort needed supplies to Darwin after it had been ravaged by torpedo dropping, but it soon shown that the runways were Cyclone Tracy. not long enough and because they were of a tar seal gravel surface, could not stand the constant use by heavy Further modernisation in 1976 was followed by more aircraft. Similarly when the US Army Airforce wanted to busy years of intensive exercises until Melbourne was use it for training with B26 Martin Marauders in the same deficit was shown. The poor foundations was to plague Nowra for the next few years. The near-by aerodrome at the Naval Base at Jervis Bay was developed to assist in torpedo training.

In 1944 the British Admiralty decided that the need for land based activities on the Australian mainland were of urgent necessity. RAAF Station Nowra was inspected RN authorities in June 1944. After considerable construction works (buildings and aerodrome), the RN FAA commenced operations in October 1944. The Commonwealth government gave occupancy rights for the duration of the war plus a period of time afterwards. This was by no means the only RN Air Station in Australia, there being a total seven such.

The Royal Navy left Nowra on 18 March 1946, handing it back to the RAAF, which listed it “to be retained but not maintained”. The Grumman Tracker was both used onboard and from the shore bases. The remaining Base Torpedo Unit disbanded Pictured is N12-153596. See Journal 18/3 pp62.

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Moss Vale and Woy Woy were to be satellite fields. Progress on the Moss Vale site was abandoned in favour of Menangle. The RAAF used Schofields as a dispersal airfield. The RN Fleet Air Arm moved into (the now named RNAS Schofields) in early 1945 with construction works (buildings and airfield) until there was a peak of 1835 RN personal being stationed there.

The RAAF returned to Schofields on 8 June 1946 with the locating of No.86 Wing with its No.37 Squadron being the first occupants. With the closure of RAAF Bankstown No.22 Squadron (City of Sydney) transferred to Schofields. After toying with the idea of joint occupancy of H.M.A.S. Sydney Schofields by the RAN and RAAF, the cost of the project was found to be excessive. It was decided that the RAAF on the 30^^ March 1946. The Department of Civil Aviation would go to Richmond with the RAN taking complete asked for the aerodrome to be returned to their control, possession of Schofields. however the Commonwealth government decided to retain the base for future Naval aviation. Subsequently this is Schofields - HMAS Nirimba. what happened when control of Nowra was handed over On January 1 1954 it was commissioned HMAS to the Department of the Navy on December 15, 1947. It Nirimba and was tasked to provide a headquarters for became Naval Air Station, Nowra and was commissioned, Captain (Air) Australia, to provide aircraft storage, limited by Royal approval, HMAS Albatross on 31 August 1948. flying, technical facilities, aircraft maintenance, training Control of the satellite airfield at Jervis Bay was schools (engineering and electrical). A School of Aircraft transferred from the RAAF to RAN also. Maintenance was formed. When Schofields was run down, it became the RAN Apprentice Training HMAS Albatross became the home of for all shore- Establishment. based aircraft and for when not embarked on their ships. Today this principally relates to the various References used: types of helicopters in use. Ross Gillett, "Wings Across the Sea", Aerospace Publications 1988. Schofields Ian K. Baker, Aviation History Colouring Book series At the beginning of 1942 it was realised that there no.27: "Missing Links", Baker 1997. would be a requirement for an additional facilities for Naval Ray Sturtivant, "The Squadrons of the Fleet Air Arm", aircraft, both RN and USN. Schofields was chosen as a Air Britain 1984 site because of Its proximity to Sydney. It was initially used Chaz Bowyer, "History of the RAF", Bison 1977 & by the RAAF and occupied by them in September 1942. 1983.

AIRCRAFT OF THE R.A.N. FLEET AIR ARM FROM 1948 Prefix Aircraft Type Period of Service Total A/C Duties CAC Wirraway 1948/1957 16 Trainer DH 82A Tiger Moth 1948/1958 3 Trainer 1948/1958 15 Trainer Vultee Vengeance 1948/1954 10 Trainer Hawker Sea Fury FB.11 1949/1963 101 Fighter/bomber N1 4, 5, & 6 1949/1966 108 Anti-submarine Supermarine Sea Otter 1948/1953 2 Air/Sea Rescue N2 Douglas Dakota 1949/1977 4 Trainer/transport Auster J-5G Autocar 1953/1963 2 Communications N3 AS-1, T.2 & AS.4 1955/1977 36 Anti-submarine N4 DH-112 Sea Venom FAW.53 1956/1978 39 Fighter/bomber/Target towing N5 Bristol Sycamore HR50/51 1953/1977 13 Anti-submarine Air/Sea Rescue, N6 DH 115 Vampire T.22 & T.34 1954/1972 10 Trainer N7 31A 1962/-— 27 Helicopter N8 1963/1977 2 Helicopter N9 Iroquois 1967/-— 7 Air/Sea Rescue, Communications N10 Radioplane KD-2R 1964/1967 50? Pilotless Target Nil GAF JIndIvik 1966/1984 30+ Pilotless Target N12 Grumman Tracker S-2 1966/1984 32 Anti-submarine N13 Douglas Skyhawk 1967/1984 20 Fighter/bomber N14 Macchi MB.326H 1970/1983 10 Trainer N15 Hawker Siddeley HS 748 1973/-— 2 Trainer/transport N16 50 1975/-— 12 Anti-submarine Air/Sea Rescue N17 Bell 206B-1 Kiowa 1973/-— 5 Communications N22 Aerospatiale AS 350B Ecuriel 1984/— 6 Communications N24 Sikorsky S-70B Seahawk 1988/-- 16 Anti-submarine, Air/Sea Rescue

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DARING DEEDS IN THE DESERT by TED FLETCHER Photos from the authors collection. The Whelan rescue saga, which occupied the press over the 1932 Christmas period and carried them through until Bert Hinkler disappeared, is simply told. Harry Baker flew Patrick Whelan and Norman Stuckey into the Victoria desert on a search for a gold reef The aircraft force landed on a salt lake and overturned, sustaining serious damage in the process. By a combination of great skill, good fortune and dogged perseverance. Baker restored the D.H. 50 to flying condition and brought the injured Stuckey back to Forrest on the Nullarbor. Two weeks later, he returned to the lake in the same aircraft and rescued Whelan.

But there was far more to the tale than these plain facts. The episode brought to light a number of other issues in­ volving air safety, the role of the RAAF in disasters, government control of aerial exploration, commercial duplicity, stock market scams and the unending desire of men for gold.

UEM on the salt. Prologue This story started as far back as 1897, when 17 year- UGX. The expedition had its share of troubles, crashing old Harold Bell Lasseter, travelling to the McDonnell the aircraft and purchasing another Moth VH-UMR which Range to prospect for rubies, supposedly chanced upon an extremely rich reef of gold-bearing ore in Central Aus­ later, in the hands of Pittendrigh became lost and was the tralia. After enduring much privation when his horses died, subject of an Air Force search. After many internal disa­ he was rescued near death by a Government surveyor greements in the party, Lasseter finally went off alone to named Harding and taken to Carnarvon. Three years later find his Eldorado but died a lonely death in the Peterman they both returned to the scene of the strike and took Range in early 1931, taking the secret of the location of bearings on its position, only to discover later that their the reef, if it existed, to the grave with him. watch was wrong and the bearings were incorrect. Ion Idriess wrote his famous account of the affair in Harding made great efforts to interest investors in the Lasseter's Last Ride (Angus & Robertson 1931), a story prospect without avail, and after he died Lasseter made no which treats the facts rather loosely and in places is further efforts to capitalise on his discovery until 1930. In somewhat conjectural. It did, however, awake the public to that year he was able to induce a group of Sydney men to the romance of gold reefs and 'riches beyond the dreams form the Central Australian Gold Exploration Co., and set of avarice' and from then on the whole of the area started out with a well-equipped party to locate and peg his reef. to become the target of fortune hunters. However, nothing The second in command of the party was Errol Coote, a of value was found and interest was beginning to wane journalist and pilot, who was to fly the Gipsy Moth VH- when in mid-1932 the whole matter was revitalised.

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In June 1932, the policeman at Laverton in Western from Melbourne and would consider obtaining a three- Australia, received a report that a man was lying sick on engined machine from If reports were favourable. the track into the Victoria desert. He went out and brought The 'race' was certainly on! the man, an expatriate South African prospector named Patrick Whelan, into White Cliffs Station, some miles east On 22 November, the Lugg party returned and re­ of Laverton. Whelan told Constable Polak that he had ported that they had reached the Range which was largely gone out prospecting with a man named Mullard, quar­ sedimentary in nature and contained no prospect of gold relled with him and they had parted company. Whelan at all. They found no trace of Whelan's pegging. A month spent some time alt the Station recovering his strength later, the Gnu was back at Laverton with the same story. and then came in to Laverton, going on to Perth via Kal­ Their aerial explorations had shown no prospects at goorlie. At no time did he mention discovering a gold reef. Livesey but country further north towards Lake Christopher was much more promising. When faced with this news, On 28 July 1932, Whelan registered a claim with the the original Livesey party, who were regrouping for an­ WA Mines Department, for 36 large leases over 30 square other trip to the desert, announced that they would now miles in the Livesey Range area, 350 miles east of Laver­ have to re-consider their options. ton and claimed that not only had he discovered an ex­ tremely rich reef of gold bearing ore, several miles long, On Wednesday 21 December 1932, a but had found evidence of pegging by Lasseter in the D.H.50 VH-UEM owned by West Australian Airways area. The numerous parties who had been scouring the (WAA) left Maylands at first light and flew due east. The area north of the Livesey Range immediately transferred press quickly scented a story but found a wall of silence their exploratory efforts to this location. The press got hold met their enquiries. Every WAA employee they questioned of the story and asked the obvious question "Was this the told the same story—they had all taken an- oath of se­ reef that Lasseter discovered?" crecy. All the journalists could discover was that the pilot was Harry (Cannonball) Baker, who, according to press On 15 August 1932, the Livesey Gold Mine Co. (NL) reports, had resigned from WAA only a month before. The was formed in with Whelan among its share­ passengers were Patrick Whelan, a mining engineer holders. The Company directors engaged H.W. Talbot, at named Norman Stuckey, a WAA mechanic Fred Sexton one time the Assistant Government Geologist in WA, to and Dr. Stan Craig, who was Whelan's medical adviser. form a party with Whelan as guide, and to proceed to the The aircraft refuelled at Kalgoorlie, and took on such a area to properly assess its potential. The party set out weight of provisions that Craig and Stuckey were not able from Laverton on 11 September 1932, using camels for to continue on the flight. The D.H.50 left for points east, transport, but made only very slow progress in the drought still under a veil of secrecy, and that night the Trans- conditions. By 29 September they had only travelled 70 Australian train took on two passengers for Forrest who miles and finally, after covering a total of only 250 miles, gave their names as Mr Smith and Mr Brown. They were were driven back to Laverton due to lack of water. Another accompanied by a Dr. Gorman who had met Whelan in party, led by H.R. Lugg, was also travelling by camel Into July when he came through Kalgoorlie on his way to Perth. the area, and their return to Laverton was eagerly awaited The journalists were not to be deterred in their hunt for by the armchair prospectors, as Lugg was an experienced news and managed to ascertain that the charter flight had bushman and gold-seeker who could be relied upon for a been arranged to take the Livesey party to the Range fair report. where an aerial inspection could be made and a landing ground established. If reports were favourable, a D.H.66 While these two parties were slogging their way east­ Hercules would follow later, carrying equipment and more wards, great activity was being shown by other groups. personnel. Presumably the charterers were the Livesey The most prominent of these was the West Centralian Gold Mine Syndicate, who refused to comment, in fact, the Gold Exploration Co. which consisted of a mining engineer Livesey Syndicate was no longer involved, having sold named Alexander Stewart and Errol Coote, one of those part of their interest to the Lasseter Gold Company of Involved with the 1930 Lasseter expedition.. They char­ Sydney who had organised the charter of the aircraft. tered a Sopwith Gnu VH-UBY, owned and flown by Keith Farmer, which had been fitted out with long-range fuel The de Havilland did not land at Forrest and apparently tanks and christened "The West Centralian". They were disappeared off the map. When the train arrived at Forrest backed by the Lasseter Gold Co. of Melbourne and were a car from Mundrabilla Station, 60 miles south-east of For­ instructed to proceed to the Range area to see what could rest was waiting, and Smith and Brown and Dr. Gorman be found. By 1 November 1932, Farmer had the Gnu at were rapidly whisked away before anyone could question Laverton, creating wide Interest amongst the local popula­ them. The mystery men were, of course, Stuckey and tion both black and white, as it was the first aeroplane to Craig. From then on there was silence and the residents of visit the town. Errol Coote had arrived with a motor truck Forrest, a hamlet which existed only as a coal and water­ and an experienced bushman, Charles Cable, as driver. It ing station for the train and as WAA's night stop-over to was known that the country near the Range was heavily Adelaide, were left to ponder what it was all about. timbered and so the truck drove out to the Warburton Range area and prepared several strips for the Gnu, The next day, Friday 23 December, Dr. Gorman, Sex­ which followed them 3 weeks later. ton and Dr. Craig arrived al Forrest from Mundrabilla and all embarked on the D.H.66 Hercules VH-UJP The enormous advantages of using aircraft were ap­ which was held at Forrest as a stand-by aircraft. With parent in the composition of other groups. Jack Turner, Jimmy Woods at the controls, they took off and headed chief pilot of the Hart Aircraft Co, flew a group to Alice north, not returning for nearly eight hours. None of the Springs in the Hawk Moth VH-UNW and while in the area occupants made any comments on where they had been noted Bert Hussy and Horrie Miller, both of MacRobertson or for what purpose. On Saturday, the Vickers Viastra VH- Miller Aviation Co. also flying parties to the scene. 'Aircraft' UOM, flying the regular service from Adelaide to Perth, reported the details of this 'race for gold' and added that landed as usual to overnight at Forrest and left for the Captain McKenzie would also be flying out to the scene West the next morning, Christmas Day. But it was to be a

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much different Christmas Day to the one that had been most unsatisfactory search aircraft as it consumed a gal­ planned. The Hercules appeared to be getting ready for lon of petrol a minute and no one had any idea of where another mystery trip, but suddenly the railway telegraphist and how far they would have to search. Fuel supplies at rushed an urgent message to Woods, telling him that the Forrest were beginning to run low and to add to his trou­ Viastra had come down in the desert some 100 miles west bles the Commonwealth Railway employees had hinted of Forrest with a failed starboard engine and he was to that they would be striking over an Industrial matter and immediately fly the Hercules to the scene, and hand over trains could stop at any time. the aircraft to the Viastra pilot, Stan Brearley, who would ferry the passengers and mall to Maylands. Woods was to To some extent, Brearley now found that he was his remain with the Viastra. When the passengers eventually own worst enemy. All his commercial life with WAA he had arrived in Perth late that afternoon their excitement for the adhered very strongly to the principle of never admitting day was not over as the press were waiting on the tarmac liability for anything that went wrong and never admitting for them. They were quizzed as to anything unusual hap­ that his organisation couldn't handle its own problems. He pening at Forrest but all replied that there was no sign of was now faced with a situation where he had sent three strange activity at all. They were far more interested in people off into one of the most inhospitable desert regions talking about their forced landing. of Australia in an aircraft with a water-cooled engine In the height of summer, without providing any sort of back-up or Frank Colquhoun, a 23 year-old mechanic with WAA rescue facilities for them. There was only on course of was sitting down to eat his Christmas dinner with his par­ action left to him—cry for help. It was a distasteful situa­ ents at their North Perth home when Norman Brearley tion as he knew that he was no longer the white-haired appeared on the doorstep and told him to pack an over­ boy of the twenties and the Defence Department and the night bag as he was needed for a special job immediately. Controller of Civil Aviation were only too aware of some of They were soon at Maylands where Frank's brother Dave, the methods he had used to circumvent regulations which who was in charge of engine maintenance at WAA, had hindered his operations. On Monday 26 December, already loaded a spare Jupiter radial into the second Her­ Franke Leake, the solicitor of the Lasseter Mining Com­ cules VH-UJO. The aircraft embarked Frank Colquhoun, a pany, telegraphed the secretary of the Department of De­ reporter from the West Australian, Ron Monson and Mr fence, Mr M.L. Shepherd, Informing him of the nature of E.L. Baker who was Harry Baker's uncle and was con­ the situation and adding that the company only had slen­ nected with the Livesey Syndicate. With Norman Brearley der resources. He asked if the RAAF could do anything to at the controls they flew to Kalgoorlie to refuel and then on assist in the search operation. His plea fell on very deaf to the grounded Viastra. As soon as Colquhoun had the ears. In the absence of Senator Pearce from Melbourne spare engine out of the D.H.66 and onto a rail trolley, the (Ironically he was in his home State of WA for Christmas) Hercules and its passengers took off for Forrest, leaving Shepherd consulted with Senator MacLachlan, the Vice Colquhoun and Woods to start work on the engine President of the Executive Council, and they decided there change. Fred Sexton arrived on the evening train from was no point in sending aircraft to Forrest from Laverton, Forrest to give more assistance. When the Viastra was when Brearley had an aeroplane already available there, airworthy, Woods flew everyone back to Forrest although, and informed Brearley accordingly. They pointed out that due to shortage of spare engines, he had to contend with the Wapiti only had a range of 300 miles whereas the an aircraft that had a geared Jupiter on the port side and a Hercules could be refuelled in mid-air by pumping fuel direct drive Jupiter from a Hercules on the starboard wing. from drums in the cabin. This was a fairly blatant exercise in teaching Brearley the truth of the proverb "What ye sow, On Tuesday 27 December, all the mystery of the pre­ so shall ye reap" because the Wapitis could be fitted with ceding week was exposed. Brearley was left with no alter­ long-range tanks which would have given them the endur­ native but to issue a statement that the D.H.50 and its ance required. complement of Baker, Stuckey and Whelan, had gone missing somewhere in the Victoria desert on Thursday 22 The hope of help also came from another direction. December, while searching for the lost reef and he had no Charles Lexius-Burlington, a director of the Lasseter Gold idea of their location or state of health. The trip by the Co. in Melbourne, on hearing of Brearley's plight, immedi­ Hercules on the Friday had been an attempt to find them ately rang Mr T. Wilson, the secretary of the Livesey Syn­ but the searchers had encountered heavy haze and poor dicate, and offered to send Keith Farmer and the Gnu to visibility and had made no sighting. They had not aid in the search. Wilson dropped somewhat of a bomb­ searched again on the Saturday hoping that the missing shell when he told Lexius-Burlington that, contrary to gen­ aircraft would 'turn up', and the planned search for Christ­ eral belief, his syndicate had not financed the expedition. mas Day had been aborted in order to use the search They had sold some of their Interest in the venture to a Hercules to ferry the Viastra's passengers to Perth. The Sydney company. The Lasseter Reef Co. which had been ‘mails must go through or the subsidy won't' even though initiated by a stockbroker named Keith Docker. Lexius- three men could have been lying seriously injured and Burlington telegraphed Docker re-offering his help but without water in the desert. It was a fact that did not es­ nothing seems to have been agreed. It is possible that cape the notice of the press! Docker was hopeful that the Air Force would come to their aid and was reluctant to pay a charter fee to obtain the Now Brearley had a considerable problem on his services of Keith Farmer. hands as he was very short of aircraft. Viastra VH-UOO was undergoing a major refit at Maylands and would be On Wednesday 28 December, while Brearley was di­ out of action for another month. Viastra VH-UOM was at gesting the reply from Shepherd (and doubtless experi­ Forrest waiting for the correct type of engine to be railed encing a certain amount of indigestion), events took a from Perth. One Hercules was committed to the regular further dramatic turn. The telegraphist at Cook sent a weekly service which left Maylands on Tuesday 27 De­ message to his counterpart at Forrest that a very battered cember and would have to continue to Parafield on D.H.50 with Baker and Stuckey on board had arrived there Wednesday 28 December. The remaining Hercules, VH- at 8.30 am and, after stopping for fuel and a cup of tea, UJP was at Forrest but had already shown itself to be a had departed for Forrest. Very soon the drone of the Nim-

142 AHSA Aviation Heritage bus engine was heard and the aircraft landed at Forrest to what off the planned course when they force-landed, and scenes of wild jubilation. The press reported that women their fears were increased by the knowledge that only a danced and men cheered wildly and fired rifles and re­ light aircraft could land on the lake and that there were volvers in the air. none suitable anywhere near Forrest. Towards midday of the next day their hopes were raised when they heard the Stuckey was the first to leave the aircraft and he was unmistakable sound of the three Bristol Jupiter engines of obviously in a distressed condition, staggering as he was a Hercules. These hopes were soon dashed when the assisted to the ground. On his head was a filthy, blood­ aircraft passed to one side of them at a height of 10,000 stained bandage which was covering a deep wound in his feet and in the hazy conditions, failed to see the flares skull. Baker was tired and needing sleep but, apart from a they set off. No aircraft came on Saturday and Baker de­ weeks growth of beard, showed little signs of the hardship scribed the Sunday as the most miserable Christmas Day he had endured over the preceding few days. Stuckey was he ever spent in his life. They had managed to find five taken in hand by Dr. Craig while Baker recounted briefly gallons of water In a muddy pool to augment their dwin­ the chain of events which had occurred since he set out dling stocks, but Christmas dinner consisted of a few rai­ six days before. sins.

Two hours after leaving Mundrabllla on 22 December, On Boxing Day they set out to search for more water. a serious leak developed in the oil pipe leading from the tank to the engine and fluid gushed out over the aircraft. The desert country over which they were flying consisted of salt lakes surrounded by huge sand dunes rising 100- 150 feet above the lake bed. The ground between the dunes was heavily timbered and a landing there was out of the question so it had to be the lake bed or disaster. He selected the salt pan with the most solid-looking surface and put the D.H.50 down. The surface was far softer than he expected and the wheels of the aircraft cut deep ruts through the salt until finally, as they neared the end of the landing roll, the wheels went right through the surface and the aircraft tipped forward onto its nose, breaking the pro­ peller and then rolling completely over onto its back. Baker was strapped in and not injured, but Stuckey and Whelan were flung out of the cabin, Whelan injuring his hip and breaking a finger, while Stuckey caught his head on a rig­ ging wire, inflicting a deep gash which bled profusely. The first thing to be done was to attend to the wound in Stuckey's head. Whelan improvised a bandage from rags but as the blood still flowed freely, he tied the bandage down with strings attached to the victim's belt in order to Increase the pressure on the wound. The ruse was suc­ cessful, the flow was staunched, the heat of the sun dried the blood and sealed the wound.

The three castaways then surveyed their position which was obviously grim. With careful rationing they had food for a week, but the water they carried would not last as long. The aircraft had suffered major damage, the pro­ peller broken, a front wing-spar split and one interplane strut had snapped in half. The tip of the had suf­ fered in the roll-over, water had drained from the radiator, Stuckey’s head wound the fuel tank was damaged and wing fabric badly torn. but as they were leaving, a flurry of wind hit the lake and They carried only the bare minimum of tools for normal Baker, glancing back at the D.H.50, was astonished to see maintenance and no repair materials at all. An attempt the aircraft blown fonA/ard onto its nose. Hurriedly calling to was made to turn the aircraft back onto its wheels, but the others, they renewed their efforts to right it and were even the combined efforts of the three men were insuffi­ rewarded when, with more assistance from the wind, it cient to invert the heavy machine. It was apparent that tipped back onto its wheels. Baker then set about repairing they could only sit and wait for rescue. Stuckey was re­ the damage as best he could. The split wing-spar was morseful, as while Baker was selecting a landing site, he bound with wire and the shattered interplane strut splinted had written him a note warning him to stay clear of the with a mulga bough, bound on with strips of leather from centre of the lake and land along the edge, but In the ex­ their bags and water bottles. The rudder was bent straight citement it was not been passed through the communica­ and the torn wing fabric darned with cotton from Whelan's tion hatch to the pilot. All they could now do was wait for a 'Traveller's friend' kit. A piece of wood was fashioned into rescue to be mounted, praying that it would be soon, as a fuel tank cap to replace the one broken in the roll-over the conditions on the lake were diabolical. The heat was and the radiator filled with as little as possible of their pre­ intense and the glare from the salt surface was blinding. cious water. Luckily they carried petrol and oil in the cabin To add to their discomfort they were set upon by hordes of and this had survived the crash safely, so that after voracious flies and Insects. crudely repairing the leaking oil pipe Baker was able to top up the oil tank and refuel the aircraft. The least problem The next thing that occupied their minds was the was the propeller as a spare was carried in the cabin and chances of being found and rescued. They were some- had survived the landing.

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By the evening of Tuesday 27 December, all was lake and Whelan could be clearly seen hobbling across ready. Stuckey had rigged up a crude condenser from the surface. The tyre of water was dropped first and it empty drums so that Whelan could distil oozings from the burst on landing. Whelan held up the remnants to indicate lake but warned him that the water was contaminated with the sad result to the crew. Next out was the water can on sulphide and he should treat it with ashes from the fire the parachute and this appeared to land successfully. The before drinking it. Baker knew he could not get off the lake food went out last along with a cheering note addressed to with all three aboard and as Stuckey was the most injured "P Whelan, Salt Lake City" While the loss of half the water and Whelan the heaviest, the selection was made easier was disappointing, the crew were happy with the result for him. The old prospector made no comment but moved and headed back to Forrest which was reached after off to his bed at the foot of a desert oak. He was obviously nearly six hours in the air. Sadly, the crew of the Hercules upset at the need for him to stay as Baker asked him if he were not to know that most of the water in the can was was going to wish them luck and Whelan replied "Sorry, I also lost and the food parcels burst on landing, turning into forgot" a soggy mess of condensed milk, bread, tobacco and bro­ ken tins of meat mixed with the salt of the lake. They were At dawn on Wednesday 28 December, exactly one also not to know that the water Whelan had produced with week from the time they left Perth with such high hopes. the crude condenser had made him violently ill. Baker and Stuckey had their meagre breakfast, started the Nimbus engine, climbed aboard and slowly taxied to the Now the pressing problem was how to rescue the firmer edge of the lake. 300 horses pulled them quickly stranded man. Captain Snook of Air Taxis in Perth, tele­ into the air and they set off to the south. Baker steering by graphed Brearley and offered to come out in the com­ the sun as the compass was broken. Their troubles were pany's D.H.60M VH-UNI, but this was of little use as Baker not over. The stitched repair on the wing fabric soon gave knew that the Moth would require a long take off run with way and the linen starred to lift and . Baker called to Whelan and Snook aboard, as neither of them were light­ Stuckey through the communication hole and told him he weights. To add to the problems, the telegraph chattered would have to climb out of the cabin onto the wing and into life on Wednesday afternoon to inform those at For­ stuff rags into the tear to stop it spreading. It was a big rest that the Hercules VH-UJO, which Left Forrest that task for a 60 year-old stressed and injury-weakened man morning for Adelaide, was down just east of Ceduna with to do, but Stuckey rose to the occasion. Clutching the run bearings in one engine. Woods had to be despatched stays he emulated P.G. Taylor’s acrobatics over the Tas­ on Thursday morning to hand VH-UJP over to Stan man as he managed to seal the tear by stuffing his singlet Brearley and ferry VH-UJO back to Forrest on two en­ into the hole. Baker was having a windy trip as the wind­ gines. Now Brearley had no serviceable aircraft left at all. screen had been accidentally broken during the repair More telegrams were despatched to Shepherd, telling him work. of the failure to make a successful water drop and exhort-

Viastra VH-UOM, DH-50 VH-UEMand DH 66 Hercules VH-UJP at Forrest after the rescue. Repair on UEMstill visible on port strut. Finally Baker came to the Trans line and flew along it ing him to come to their aid with two Wapitis. Shepherd until Cook came in sight. He landed and they both had replied asking for a full situation report on the state of the "the best cup of tea in the world" before flying on to For- local rescue operation, its equipment, its aircraft availabil- rest. The Hercules was being readied for its second ity to drop water. Brearley knew he was being put through search mission and Baker immediately offered to accom- the hoop and rang Shepherd with whom he had a "lively" pany it as a guide to the exact location of the lake. Water conversation. Shepherd finished it by telling the WAA was loaded onto the airliner, some in the inner tube of a head, "You put him there, you get him out". Undeterred, spare Viastra tyre, and some into a four gallon can which Brearley sent a strongly-worded telegram to Shepherd had been fitted with a crude parachute made by Mrs telling him that attempts to drop water had failed and that Stubbs, the wife of the Forrest resident ground engineer. A Whelan was near death and "immediate action is essential large parcel of food was also made up and, with Woods at if Whelan's life is to be saved." Shepherd conferred with the controls. Baker as the guide and Dr. Craig, Fred Sex- Johnston, the acting head of the Civil Aviation branch and ton and Ron Monson from the West Australian as observ- Senator MacLachlan, who ordered the Wapitis to leave ers, the D.H.66 set off. In two hours they were over the forthwith. Shepherd couldn't resist a last thrust and in-

144 AHSA Aviation Heritage formed Brearley that the aircraft had been despatched to of time. The Wapitis reached the lake after flying 230 his aid as "It was better to act with mercy than judgement" miles from Forrest and made six circuits while dropping adding that he was still uncertain as to why the Air Force their supplies. The water drop presented the most difficul­ had to send two aircraft 1200 miles to drop water. Brearley ties and hazards. The floor of the observer's cockpit could had not dared to tell Shepherd that he had no serviceable be drawn back on rollers and Campbell had to straddle the aircraft at Forrest at all. opening with his feet on two narrow beams while holding the heavy container and parachute in position for several minutes as Wright manoeuvred into position to make the drop in turbulent air.

By now it was apparent that the only aircraft light enough to land successfully on the lake was the D.H.50 and so all hands set about bringing it back to airworthy condition. Brearley left for Maylands on the regular mail flight to bring back spares for the job, taking Stuckey with him. While in Perth he would arrange fresh insurance on the de Havilland, Lloyds covering the £2000 aircraft for a £50 premium. Baker and Sexton attended to a crack in the spare propeller fitted to the aircraft on the lake as May- lands had advised that all they had in reserve was a pro­ peller for a Puma engine which was 70 hp less than the Nimbus. It would have to suffice as a spare. Refuelling the aircraft in flight was also a problem to be tackled. If, for some reason. Baker could not land on the lake, he would have to refuel in the air for his return trip. As there would be no one in the cabin, Sexton rigged a long pole passing from the cockpit through the communication hatch into the cabin and connected it to the handle of the pump.

On Tuesday 3 January, the mail plane brought the spares for the de Havilland and Sexton, Stubbs and Sgt Cameron worked hard to bring the aircraft back to an air­ worthy standard. The broken interplane strut was re­ placed, a new oil pipe fitted, the rudder and wing fabric Baker and Whelan moments after their return to Forrest. properly doped and a celluloid windscreen filled. The bro­ By 2.00 pm on Thursday 29 December, the two West- ken wingspar could not be replaced at Forrest but Cam­ lands were under way to Parafield. F/0 Fred Wright was in eron made an excellent splint which would suffice until the A5-35 accompanied by LAC W Thompson and F/0 John aircraft could get back to its home base. Maylands had Miles flew A5-32 with Sgt W.J. Cameron and Sgt J.A. located a Nimbus propeller, so the aircraft could now carry Campbell. Campbell was an experienced desert observer, a totally serviceable spare airscrew. Baker took VH-UEM having taken part in the search for Anderson and Hitch­ for a trial flight and was completely happy with its perform­ cock and later for Pittendrigh and Hamre, while Miles had ance. It was decided to pack 100 pounds of water and oil piloted Dr.Woolnough on his desert surveys for possible in the tail of the aircraft to help prevent a nose-over on oilfield areas. Obviously the RAAF had been well alerted landing, if the landing was successful the ballast would be to the possibility of becoming involved in an arduous ven­ dumped but would be welcome in the case they were un­ ture as both aircraft were quite new, A5-35 being six able to gel off again. months old and the other only two weeks out of the depot. Both had already been fitted with a 45 gallon gravity tank Plans were finalised for the rescue attempt the next and a 35 gallon desert tank in addition to the 67 gallon day. The Wapitis would accompany the D.H.50 to the lake main tank, giving them an endurance of 7 hours flying and circle while Baker landed to pick up Whelan. Two time. In addition they carried big stocks of tinned food, possibilities had to be considered in the event of the pick­ special parachute drop containers for water and A5-32 up being unsuccessful. If Baker crashed on landing, dam­ was fitted with radio telegraphy. They over-nighted at aging the aircraft beyond repair, there would now be two Parafield and then went on to Forrest, arriving on the af­ people to be rescued and as there were no suitable air­ ternoon of Friday 30 December. Arrangements were made craft available it meant a land party would have to go out to send 3,200 gallons of petrol and a quantity of benzol to for them. This would take a minimum of three weeks dur­ Forrest. ing which lime the Wapitis would have to do air drops twice a week with water and provisions. This eventuality Saturday 31 December was to see 1932 end on a busy had been foreseen with the dispatch of the large quantity note at Forrest. The Wapitis took off for the lake very well of fuel to Forrest. If the aircraft was damaged in landing equipped for the job they had to do, carrying message but repairable, then Baker would signal his needs to the pick-up poles with rigging instructions, water, a clean shirt, circling aircraft with strips of canvas laid out in pre­ mosquito netting, smoked anti-glare glasses, food and arranged patterns. The cockpit of the D.H.50 was padded . cigars!. Dr Craig offered to parachute onto the lake if with cushions and Baker promised to wear a crash helmet Whelan was in a collapsed state, but advised against in­ on the flight. In fact, when the time came he threw out the cluding beer in the supply package. A facetious note was cushions and wore his usual leather helmet and goggles. included to Whelan saying he must fill in an application for Now everything depended on the wind. To utilise the hard the registration of a landing ground and post it to Mel­ edge of the lake for a landing, the wind would have to be bourne, before a rescue plane could land. He was even easterly or north easterly but the prediction looked good. told It was the last day of the year in case he had lost track

145 AHSA Aviation Heritage

On the Wednesday morning the wind prediction for the Whelan's arm around his rescuer's shoulders. That night Lake area was confirmed and at dawn there were many there was a celebration dinner at the hostel for all con­ willing hands to push the three aircraft from the hangar. cerned. Whelan, still suffering from his ordeal and bad Engines were started and run up. All was ready. Then water, ate little but enjoyed the festivities. The next day the Sexton who had been watching the engine of the D.H.50, suddenly gave a thumbs down signal to Baker. The oil pipe unions had started to leak again. Baker switched off and checked for himself but had to agree that there was a problem. A quick conference decided that the Wapitis would go anyway and make another water drop as well as picking up messages with the message hook. Baker elected to go with them to further study the lake and check the landing area. Whelan was waiting on the lake fully expecting three aircraft and must have suffered pangs of disappointment when only the Wapitis appeared. He had tied the parachutes used to drop water to the message pick up cord but when Miles swooped in to hook the load, the cord would not take the shock and broke. A message was dropped telling Whelan to expect a rescue the next day.

When the aircraft returned to Forrest, Baker's first act was to find out if Sexton had overcome the oiling problem. To everyone's relief the problem had been located and repaired. At dawn the wind direction was again favourable and three aircraft set off once more to the lake which was reached without incident. Baker noted that Whelan had used his initiative and had laid a blanket at the beginning of the landing strip with arrows scratched in the salt out­ lining the firm area. He had also drawn a heavy line across the strip where the surface started to soften. Baker circled the lake a second time, fired a Very light to get the wind The Mulga wood repair of the interplane strut. direction and then prepared for what he afterwards de­ scribed as "what had to be the best landing I had ever Wapitis left for home but not before Fred Wright paid trib­ made In my life". To make it necessitated skimming the ute to Baker. "Harry showed fine judgement—perfect tree-tops on the western end of the 100 foot high dunes judgement In fact. It was a stout effort." and then side slipping down the side of them to make a partially stalled landing on the salt. The tail skid landed Brearley planned a grand return of the group to May- right on the blanket and dragged it as a partial brake, the lands on Sunday 8 January 1933 with three aircraft taking aircraft coming to a halt almost at the line Whelan had part. It was planned that Baker in the de Havilland with drawn across the salt. He was down and in one piece. Sexton as passenger, would leave Forrest at dawn, fol­ lowed shortly afterwards by Stan Brearley in the Hercules Whelan came up to the cockpit and his first words to carrying the mail and passengers from their overnight stop the astonished pilot were 'Do you think you will be able to at Forrest. Then Jimmy Woods would follow with Whelan take me with you?". Baker replied "That's what I've come in the faster Viastra. If all went well, the fleet would arrive for -1 promised to come back". All that remained to do was together at Maylands in mid-afternoon to be greeted tri­ to dump everything that could be jettisoned. The aircraft umphantly by the waiting crowds. But the problems were was refuelled and the petrol drum and pump taken out. still not over. The D.H.50 developed oil line trouble again The ballast went out of the tail, and much to Baker's re­ only 100 miles from Forrest and completed the journey to gret, the spare propeller. With a pole and tackle arrange­ Kalgoorlie in a series of short hops between adjustments ment that he had in the machine, they were able to turn it by Sexton. The Hercules arrived at Maylands an hour late, around and push it back to the starting point of the strip. having been delayed by headwinds, while the Viastra was Whelan climbed into the cabin and was instructed to stay so delayed by wind that it had to land at Kalgoorlie for fuel right forward for the take off. "She rose like a bird" Baker and arrived one hour after the Hercules. The disappointed said afterwards, and paid tribute to Sexton and Stubbs for crowds went home at dusk and Baker, forced to overnight their work on the engine. Whelan had been on the lake for at Kalgoorlie, finally got to Maylands on the Monday exactly fourteen days. morning. Time had passed slowly for those at Forrest. Then, at The rescue was over and the papers had headlines 10.48 am a black speck was seen on the horizon, followed "Baker gets his man". They might have added "and the by another and the Wapitis hove into view. Then the Department tries to get Brearley." D.H.50 was sighted and the group of watchers waited for some sign that the mission had been successful. The Epilogue RAAF aircraft swept low over the aerodrome, crews wav­ ing furiously to the crowd below, but It was not until Baker For some time prior to this affair, Brearley had come followed them in a low pass that Whelan could be seen in under criticism from several quarters for what many con­ the cabin and they knew the mission had been a success. sidered as having had a very easy ride, with massive sub­ When the D.H.50 landed, Whelan was helped from the sidies to support his very profitable airline. As a result, cabin and stood shakily beside the . Baker many saw the Whelan affair as a good excuse to level the climbed down and they were photographed together, with score and Brearley and his company came in for some

146 AHSA Aviation Heritage rough handling from sections of the press, Aircraft maga­ losing three D.H.9A's in the search for Anderson and zine, The Air Convention, H.J. Larkin, the Defence De­ Hitchcock and having troubles with Moths sent out to find partment and its Civil Aviation Branch. Shepherd issued a Pittendrigh and Hamre in 1931. At that time they pointed scathing indictment of the way WAA handled the whole out that the types of machines they were operating were affair. He criticised them for lack of foresight in failing to not suitable for long range rescue trips under arduous have any form of rescue plan ready to cope with the situa­ desert conditions, and doubtless this was foremost in their tion, and for having to seek Air Force assistance in what minds when Brearley called for help. There was consider­ was a commercial venture. Baker had also transgressed able publicity given to the need to charge someone for the regulations in not signing the flight register at Maylands costs of the rescue, a figure of £400-£500 being mooted. before departing in the D.H.50. He was particularly an­ noyed that Brearley had sent him a collect telegram re­ The Defence Department submitted all the telegrams questing the Department send him claim forms so that he and correspondence to the Crown Solicitor and asked him could bill the Air Force for £39 accommodation and meal to clarify and comment on the legal liability in the matter of costs for the five RAAF personnel. He also hinted that a either Brearley or the Lasseter Gold Company. Finally the bill for £400 at least would be sent to the airline. Deputy Crown Solicitor advised the Defence Department that there was little likelihood of the claim succeeding as F/0 Wright was also critical of WAA. "At Forrest there there was nothing in the submitted papers that could be was a lamentable lack of both equipment and organisa­ clearly construed as a request for help on a paying basis. tion, and nothing appeared to have been done to effect the They concluded their report by saying that all that the rescue of Whelan pending our arrival. Had Baker's ma­ West Australian Airways or the Lasseter Company have chine not been able to make the flight the situation would said to the Department appears to be "We have done all have been very grave." He also claimed that the large we can to rescue Whelan, what can you do?" quantity of tinned food that he had brought to Forrest sud­ denly disappeared and that he just had time to remove It Brearley, with his dictum that attack is the best means from the Perth-bound train before It left! He noted that the of defence, had the last word. "It was nothing to do with Wapitis had flown a total of 8,000 miles and consumed me -all I did was to supply the aeroplane. It is up to the 2,000 gallons of fuel. people who chartered it to pay for the rescue." However, he did offer one sop to the Department. "If you forget There was a flurry of correspondence from several about the bill, I will forget about the cost of feeding and public and private individuals, all decrying the cost the housing your aircrews in my hostel at Forrest" That ap­ taxpayer had to bear for other people's folly. Most sug­ pears to be exactly what was done, as in the Auditor Gen­ gested that persons making ventures of this nature should eral’s report for the year 1932—33, item 82 said, in part, be required to lodge bonds of £1,000 before setting, out to cover eventualities of this nature. W.R.Garrett, the secre­ The cost of the Royal Australian Air Force operation tary of the Air Convention, commented on the foolishness was £434. 12s. Id Both companies declined to recoup any of a Government failing to pay a paltry few hundred of this expense, stating that they did not consider they pounds subsidy to one of the oldest operators in the were under liability for the services of the Air Force. West country to enable him to keep flying, but willing to spend Australian Airways, however, eventually agreed to forgo a thousands of pounds to find him if he got lost In the desert. claim for £39 in respect of hangar accommodation pro­ He was presumably alluding to H.J.Larkin's loss of Gov­ vided for the Wapitis, and accommodation and meals for ernment financial support. the Air Force personnel at Forrest. Thus the rescue op­ eration cost the Commonwealth a net amount of £395 12s. Probably the most telling condemnation came from the 1 d." Sunday Times in Perth. On 1 January 1933 they printed a story claiming that Whelan's alleged gold strike was a A lively correspondence continued for some time in the scam, and hinted that the involvement of a stockbroker press, those in the West being strongly on Brearley's side would stand investigation. They had interviewed Constable and condemning the Government as hard-hearted and Polak of Laverton, who rescued Whelan from the desert unfeeling. The comments from the East, particularly from track on 7 June 1932. Polak stated that Whelan had gone the Government, showed serious consideration was given out on 3 May and was brought in on 7 June, a time interval to some form of scheme being created to compensate which would have made it impossible for him to have got them if similar circumstances occurred again. Recent even half way to the Livesey Range. This story was borne yachting events in the Southern Ocean would indicate that out by the reports of Lugg and Coote, who stated that the they were still considering the matter 64 years later. Livesey area was not auriferous, Lugg adding that no The sources used are as follows. pegging was discovered. The paper went on to call Books Whelan an 'over-rated Individual' and was dismissive of Sir Norman Brearley, Australian Aviator Adelaide 1974 Ion Idriess, Lasseter’s Last Ride Melbourne 1979 the drama of Whelan's rescue. 'Baker took off from the Billy Marshall Stone-King, Lasseter. The Making of a Legend. 1985 lake in a badly damaged 'plane with one passenger. What C D Coulthard-Clark, The Third Brother: The Royal Australian Air Force 1921- is so marvellous about his repeating the exercise a week 1939Sydney 1991 later in a repaired one?' Newspapers (Between November 1932 and January 1933) The West Australian The Sundav Times With the value of hindsight it is possible to see reason The Dailv News for these varied attacks on Brearley and WAA. The De­ Serials fence Department's Civil Aviation Branch, under its acting Aircraft 1 December 1932; 1 February 1933; 1 April 1933 head E. Johnston, had a very different view of his activities Other References Colquhoun. Frank Unpublished memoirs and verbal communications. than that held by Lt. Colonel Brinsmead, and had shown Woods. Jimmv Pilot's Logbook several times their distaste at the way Brearley wrote his Australian Archives Item 153/1/7S8 Memorandum to the Defence Department from own regulations. The RAAF had suffered a series of dis­ the Crown Solicitor’s Office 17 Februaiy 1933 asters in their attempts to rescue people from the desert. The author wishes to thank Bob Wills and John Hopton for their valued assistance.

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THE ORIGIN k EARLY DAYS (to 1st June 1942) OF NO. 459 SQUADRON RAAF BY DAVID VINCENT (AN EXTRACT FROM THE FORTHCOMING BOOK; THE RAAF HUDSON STORY - BOOK ONE)

Photo via author A WM ME547

If No. 459 Squadron had a particular claim to fame, as some other way, such methods to be agreed upon far as RAAF Hudson squadrons were concerned, it was with the respective dominion concerned. ^ that it was the only Hudson-equipped squadron of the RAAF to be used against an enemy other than the As a result of these origins, incorporated in the British Japanese. Based for the greater part of its existence in Commonwealth Air Training Plan signed at in the Middle East, it operated against both the main December 1939, the squadrons subsequently formed European Axis partners (Germany and Italy), primarily in became widely known as "Article Fifteen" squadrons, even an anti-shipping and convoy escort role it was also though few squadron members would have ever really arguably the most successful Hudson-equipped squadron known what this meant. of the RAAF in terms of known Axis shipping losses for which it was responsible. In addition. No. 459 Squadron It was to take another year, though, until follow-on was the only Hudson-equipped squadron of RAAF identity discussions between British, Australian and New Zealand to be formed under what is generally referred to as the representatives took place to consider the creation of the Empire Air Training Scheme (EATS). first Australian and New Zealand Article XV squadrons. Two schemes for the formation of squadrons to operate Initial EATS negotiations commenced in October under RAF control were put forward: 1939 and from an early stage it was demonstrated that an (a) as sufficient numbers of aircrew became important consideration was that Commonwealth aircrew available, allowing for expected wastage or involved - Canadians, Australians and New Zealanders - (b) based on an assessment of the rate of should retain their national identity and serve in squadrons expansion of the Training Scheme^ also clearly identified as Canadian, Australian or New Zealand in composition. Such a suggestion had not even This second method appeared to be more been considered by the Air Ministry, which simply saw the satisfactory than the first, official historian Douglas Gillison possibility of quickly increasing RAF numbers. Dr John wrote, because it took into account the "rear organisation McCarthy, in his A Last Call of Empire, states that article XV of the four-way agreement addressed this issue, although with "some vagueness". Article XV read as follows: The undertakes that pupils of Quoted by John McCarthy in A Last Call of Empire: Australian aircrew, Britain , Australia and New Zealand shall, after and the Empire Air Training Scheme, Canbenm, 1988, p 24. training is completed, be identified with their respective dominions, either by the method of 2 McCarthy, ibid, p 21 indicates that "when the scheme was fully operating, [it was organising dominion units and formations or in expected that] 432 Australian pilots, 226 obserx'ers and 392 wireless operator-air gunners would be trained evei^ four weeks".

148 AHSA Aviation Heritage needed to maintain squadrons in the field".^ Projections formed as a fighter squadron for service in the Far East) - indicated that Australia would be entitled to "some makes it quite clear that future forecasts were "liable to eighteen" squadrons, whilst New Zealand would be alteration at shortest notice".® In fact, the creation of No. entitled to six. Canada, the largest Commonwealth 459 Squadron as a Middle East-based general country and closest geographically to Britain and reconnaissance squadron had already been consulted separately, would have twenty-five. foreshadowed in a document dated 6th October 1941.

The Australian High Commissioner, Mr S. M. Bruce, It was not until 25th November 1941, however, that considered by some to be the originator of the Empire Air the RAAF found out about the Squadron's future. On that Training Scheme idea, told delegates at a December 1940 date RAAF Liaison Officer at Air Ministry, Air Cdr Frank conference "that the British Government's proposals McNamara VC, signalled with brief details of the appeared generous and that he felt they would be balance often RAAF squadrons to be formed, all of which acceptable to Australia"."^ had now been assigned squadron numbers. No. 459 Squadron, McNamara confirmed, would be a general Bruce cabled the following schedule of anticipated reconnaissance landplane squadron, based in the Middle formation dates to Prime Minister Menzies on 23rd East which would form in March 1942 with a complement December 1940: of thirty-three officers and 433 airmen.

by March 1941 - two squadrons McNamara's signal also stated, in regard to ground- June 1941 - six squadrons staff, that Air Ministry: September 1941 - nine squadrons . . . requests ground personnel be dispatched in December 1941 - twelve squadrons mustering and numbers according to March 1942 - fifteen squadrons estab[lishment]s given and as members of April or May 1942 - eighteen squadrons® squadron to which estabfiishment] refers.^

Eighteen squadrons in about the same number of By this time, two drafts of ground-staff (Fitters IIA and months was a tall order, but as 1941 progressed they HE and Instrument Makers) had already been dispatched, were not far behind schedule, although the roles originally one to the United Kingdom and the other to the Middle suggested for units had changed somewhat. A detailed East, in advance of squadrons to be formed, but by the summary of the eighteen squadrons as at 27th September end of 1941 Australia as a source of ground-staff had 1941, taking into account the original programme, virtually dried up due to the expansion of the RAAF at developments to 26th September 1941 and future home and the threat of Japanese invasion. For "political expectations, shows eight out of the nine squadrons reasons" it had been hoped to fill No. 459 Squadron with expected to be formed were in existence and had been Australians, but by the end of January 1942 it had proved assigned Squadron numbers 450 to 458 (the explanation possible to find only enough personnel to form one flight.^® for nine numbers having been assigned to eight The Squadron would be equipped with Hudsons, it had squadrons is that No. 454 Squadron had been created on been decided, but none was yet available as deliveries paper only, with no unit establishment; it was expected to had been delayed. form in the Far East as a medium bomber unit in either December 1941 or May 1942).® Two RAAF officers with previous Hudson experience in Australia, Sqn Ldr Phil Howson and Fit Lt Ian Campbell Of the balance of ten squadrons, to which squadron (Howson had been an early member of No. 23 Squadron, numbers had not yet been assigned, it was expected that and Campbell a No. 13 Squadron original), were posted to two general reconnaissance squadrons would the Squadron on 24th December 1941 even though at that be next to form, in January and February 1942, both in the time it only existed on paper. Both officers were then United Kingdom. This information, combined with the fact attached to No. 203 Squadron RAF at Burg-el-Arab, a that the highest squadron number assigned so far was desert landing ground situated roughly halfway between 458, has given rise to the suggestion by another of the Alexandria and El Alamein. When, on 10th February official historians, John Herington, that "a flying boat 1942, the formation of No. 459 Squadron became a squadron (No. 459) was projected at this time" (November reality, Howson assumed command pending the arrival of 1941),^ but a more likely explanation is that squadron an appointed Commanding Officer, whilst Campbell roles changed once again. An early programme of became 'B' Flight Commander. anticipated formations - which, incidentally, identifies No. 453 Squadron as a United Kingdom-based Hudson- Due to the urgency of sending reinforcements to the equipped general reconnaissance unit (subsequently Far East, only two Hudsons - T9397 and AM950 - could be spared initially. These were the first Hudsons based in the Douglas Gillison, Australia in the War of 1939-1945, Royal Australian Air Force Middle East but just who "owned" them was something of 1939-1942, Canberra, 1962, p 113. a mystery. The RAAF evidently thought they were theirs (they were subsequently transferred to No. 459 4 . ibid,p 114. 8 . 'Extract from File - 15/501/149 - Infiltration - Signals from ALO ', in 'Extract from Cable to Prime Minister from High Commissioner, London, dated "Fonnation, Numbering & Roles of RAAF Squadrons Under the EAT Scheme", op 23rd December, 1940, on File 15/501/149' in "Fonnation, Numbering & Roles of cit. 9 RAAF Squadrons Under the EAT Scheme", [Department of Air] Correspondence RAAF Liaison Officer London to Air Board, 25th November 1941, in "Fonnation, Files, multiple number series (Class 501), AA ACT CRS A1196, Item 36/501/159. Numbering & Roles of RAAF Squadrons Under the EAT Scheme", op cit. 'Directorate of Organisation Statement Showing Position in Regard to EATS . By the end of 1942, of the RAAF Article XV squadrons in the Middle East, Squadrons as at 27th September, 1941', in "Fonnation, Numbering & Roles of Nos. 450 and 451 were considered "truly Australian", Nos 458 and 459 were said to RAAF Squadrons Under the EAT Scheme", op cit. be "partly Australian" whilst Nos 454 and 462 were said to be almost entirely non- John Herington, Australia in the War of 1939-1945, Air War Against Gennany Australian. No. 459 Squadron was never an entirely Australian squadron; see and Italy 1939-1943 thereafter Herington], Canbeira, 1962, p 116. Herington, op cit, p 384.

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Squadron), but as late as 4th February, HQ RAF Middle situation these pre-Japanese war ground-staff enlistments East advised No. 201 Group that the intention was for the were subject to, in the following terms: aircraft to be operated by No. 203 Squadron, although it They had volunteered to go overseas, gain was expected they would be maintained by No. 459 experience on modern aircraft, then when RAAF Squadron. To confuse the matter further, the same RAF squadrons were formed, they would be posted to advice states that, due to the priority given to the formation these units. It had happened to 459, up to a point. of No. 459 Squadron, "the re-arming of 203 Squadron with The change in policy did not allow additional men Hudsons will take place at a later date".^^ Not only did No. to be sent over to make 459 Squadron, or any of 203 Squadron give up their two Hudsons upon the the Article XV squadrons, totally Australian units formation of No. 459 Squadron, but, according to the latter once Japan had entered the war^^ unit's records, four Blenheims were also detached to bring 459's 'B' Flight up to strength. Many aircrew served a similar term or, in some cases, longer in the same theatre, but not with the same On 14th February 1942, Fit Lt Campbell, who had squadron, although some did return to their first achieved a short service commission in 1938 after operational posting after completing a "non-operational" or originally enlisting in the RAAF as a wireless/telegraphy "rest" tour. That came later; in early 1942, due to the operator, flew the Squadron's first Hudson operation, commencement of hostilities in the Far East, personnel taking off from Sidi Barrani on convoy escort duties in and aircraft to form a new squadron in the Middle East T9397 just ten minutes ahead of Sqn Ldr Howson, who were at a premium. was to cover the same convoy, in AM950. Campbell took along No. 203 Squadron's Commanding Officer as Squadron records, although they appear to have navigator, squadron records indicating that the CO was been late in being officially maintained (the first month unfamiliar with the Hudson's performance. It was an bears the signature of Sqn Ldr Keith Hennock as event-filled first operation for the mixed RAAF/RAF crew Commanding Officer but he did not arrive until April 1942) who not only sighted a Junkers Ju 88 which was are prefaced by the following comments by AVM (later Sir) shadowing the convoy, but also a submarine "feather" (the Leonard Slatter, AOC No. 201 (Naval Co-operation) wake of a periscope extended above water level) which Group: they attacked with a stick of four bombs. Unfortunately, To meet the growing air requirements over the two bombs failed to explode while the other two fell Eastern Mediterranean, Air Ministry authorised an beyond the target, but with another falling as close as ten expansion of 201 Naval Co-operation Group in yards away the submarine crew may have received a August, 1941. This expansion took the initial form temporary headache. In any event, it had been a of providing more reconnaissance units, and to this memorable start to the Squadron's history. By the end of end 459 Squadron was formed. With the view that the month Squadron personnel strength stood at four there was always a possibility that Australia might officers and ninety-five other ranks, most of whom were some day be faced with a similar problem around ground-staff who had begun arriving at the Squadron on her coasts, it was further decided to man the unit 13th February. entirely with RAAF personnel, thus providing Australia with a reserve of her own personnel Keith Smith was amongst the draft of ground-staff trained in GR work. that went to the Middle East in 1941. Already a sergeant, after a few months on Curtiss P-40 assembly work he was I have every confidence that 459 (RAAF) among the original personnel posted to No. 459 Squadron, Squadron will achieve the high standard in this and soon after was placed in charge of aircraft specialised task of sea reconnaissance that has maintenance by Engineering Officer FO Steve Blumenthal. been achieved in air fighting and bombing by other Unlike aircrew, who would be on strength of a particular Australian units.^"^ unit usually for the length of an operational tour (in the Middle East for GR crews this was 350 operational flying hours; the total for UK-based crews is believed to have been 500 hours^^), ground-staff who volunteered for Eric Johnston, The RAA.F Ground Staff of the Desert Air Force Squadrons, Point overseas service had no say in the matter; they were there Lonsdale, 1992, p 242. "for the duration". Keith Smith served three years eight 14 months in the Middle East, almost all of it with No. 459 'Operations Record Book of No 459 Squadron' [hereafter No. 459 Squadron Squadron. Eric Johnston, author of The RAAF Ground A50], "Foreword by Air Officer Commanding No. 201 Naval Co-operation Group", Staff of the Desert Air Force Squadrons, has described the Febmary 1942. Copies of this record are held by Australian War Memorial (as AWM 64 ORB 459 Squadron RAAF 10.7.42-31.1.45) and RAAF Historical Section, Department of Defence. Both copies were accessed, at different times, for this work. A more endearing (and enduring) explanation of the Squadron's formation SOAO [Staff Officer Air Operations?] HQ RAF Middle East to HQ 201 Group, was subsequently wntten up by Squadron member LAC Besier and published in 4th February 1942, in "459 Sqn Policy", RAAF Unit Records, AA ACT CRS April 1943 in the Squadron's first (and only) magazine as follows: "There came unto AA1969/100, Item MS 54229 Pt 1. the Land of the Base Wallahs one who had journeyed far, for he had been banished into the desert for a hundred days and a hundred nights for his sins, there to observe For a summary of the duration’s of operational tours for European operations see the actions of a multitude of tribes called Allies, who made war upon another tribe McCarthy, op cit, pp. 94-6. See also John Terraine, The Right of the Line; The called Jerryites. And when he was come to the dwellings of the Brass Hats - called Royal Air Force in the European War 1939-1945, London, 1985, p 527. Whilst Shepheards - who were the leaders of the Pommyites, servants came to him saying, British-based Coastal Command crews serving in twin-engined general "Lord, what is thy wish?" And he made answer, saying "A double whisky, reconnaissance squadrons were expected to amass 500 hours to complete an Higgery". And after he had bathed and had partaken of meat, he called a servant operational tour, mention is made in No. 459 Squadron's Operations Record Book unto him, saying, "Lead me unto Arthur, son of Tedder, that I may speak with him." on more than one occasion that a tour on that Squadron lasted 350 hours. Fonner So they took him to Arthur, son of Tedder, for he was chief of the Brass Hats, and Squadron navigator Jolm McKenzie recalls, however, that sometime in 1943 "I seem when he was come before Arthur, he lifted up his voice, saying, "Lord, far have I to recollect our Adjutant saying that the 350 hours had been increased to 425/450" journeyed and much have 1 seen, and among the camps of the Pommyites I have (letter to the author, 6th May 1997). Evidently some fonnula was applied to the tours spoken with outcasts from the land of the Aussieites, who are staunch men, and of Middle East-based aircrew (and, no doubt. Far East-based aircrew as well) to faithful, though it is true they do not shave. But they are discontent and munnur provide some compensation for the hardships of Middle Eastern (and Far Eastern) among themselves, lifting up their voices in wrath, saying, 'Wherefore are we life. scattered and forsaken by our kind?' Let them be gathered together and given

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The Air Vice-Marshal's explanation of how No. 459 opposition. As the events of the rest of the year were to Squadron came to the Middle East is interesting, but his bear out, this was to be anything but the case, view of the reasons why this unit was to be manned "entirely with RAAF personnel", seems overly simplistic. Meanwhile, aircrews and aircraft were being allotted to this new squadron. A number of Australian crews had, in fact, already been formed at the RAP'S No. 1 (Coastal) OTU at Silloth, in Cumberland on the Solway Firth and these were to become the first complete crews posted to this new squadron. Queensland wireless operator/air gunner (WOP/AG), Ray Heathwood, was one of them and remembers: Under RAF practice at that time it was the turn of the WOP/AGs to choose their pilots from the pool of names, preference going in descending order for percentage marks gained at a final exam. The WO P/AGs had no opportunity to become acquainted with their ‘The Flagship ’ future pilots and no prior A number of early charges on No. 459 Squadron featured ‘nose art’ of one kind or another, introductions occurred.^^ the predominate theme being the Australian origins of the majority of Squadron personnel. ‘The Flagship ’ was AM950, one of the first two aircraft received. It remained in 459 's hands The crew that Fleathwood until late 1942 and became well-known by its name, even in Squadron records. joined, which was to feature Photo courtesy A. Norton-Baker Australia was faced with a submarine threat in 1942 and prominently in the records of No. again in 1943, but at no time were No. 459 Squadron 459 Squadron, was Don Beaton (pilot). Norm Pottie personnel made available as an operational "reserve", nor (navigator) and fellow WAG Doug Maddrell. could they reasonably have been expected to be. Indeed, in December 1942 Australian Minister for Air, Arthur From Silloth, these first crews destined for overseas Drakeford, advised Prime Minister Curtin that "certain service made their way to the Ferry Training Unit at difficulties are being experienced in obtaining numbers of Florsham St Faith, Norwich, in Norfolk. Pilot Syd Wickham aircrew possessing what we regard as operational recalls: experience sufficiently adequate to justify their return to Here we became 1444 Flight and to our surprise Australia".Of thirty experienced crews who had served we were all Australians. The wheels started turning on either Fludsons or Beauforts in the UK and requested and with a few discreet enquiries we discovered to be returned in late 1942, only twelve were sent, two of our eventual destination was the Middle East, and we learnt we were to form an Australian whom were regarded as unacceptable as they had nothing 17 like the 100 hours operational flying time required to put squadron. them into the "experienced" category. At the time of the AOC's comments, though, perhaps No. 459 Squadron's From Horsham St Faith the first of the Hudsons and perceived role was that of routine patrols without enemy crews destined for No. 459 Squadron set off for Portreath on 23rd March 1942. Portreath was the home of the machines of the air from the merchants of the Yankee kingdom that they may smite Overseas Aircraft Dispatch Unit, or OADU, where final the Jerryites also!" arrangements for overseas delivery flights were made. At So Arthur, son of Tedder, cast about him among his followers, and called to him one Horsham St Faith, Syd Wickham remembered that his Phillip, son of Howson, saying, "Go ye into the desert and find Hudson had taken a lot of persuasion to get airborne, but a band of Aussieites whom I have caused to be gathered together, for thou are of them and knoweth their lawless ways." at Portreath the runways went right to the edge of a cliff So Phillip, son of Howson, journeyed into the desert, till he came to a multitude of with an estimated 250 foot drop to the sea below. By 28th Aussieites, who welcomed him. March an additional fuel tank had been fitted and filled and So Phillip, son of Howson, led them, and wise men from the camps of the wing tanks were also filled to capacity for the first leg of Pommyites, who understood the miracles called Radio and Signals and such their Middle East journey which was to take them to wonders, came to them. And they waxed strong and had many machines and tents which they gained by stealth. And they laboured mightily in the desert eating much Gibraltar. After what Wickham recalls as "a real aircraft sand and many flies, and smote the Jerryites. Till there rose among them a scribe carrier take-off from Portreath, his navigator, Ron who lifted up his voice, saying, "Let us record the doings of our people, that others Godfrey, set course for Gibraltar, via Scilly Isles, Cape may read and wonder ..." Finisterre and Cape St Vincent in southern . And they did so." from Gremloid: The Magazine of 459 Squadron RAAF, April 1943, p 2; also reproduced in RAAF Hudson Squadrons Association Newsletter 17, September 1991, p 6.] 16. Ray Heathwood, diary (date not indicated)

Minister for Air [Drakeford] to Prime Minister [Curtin], 11th December 1942, Syd Wickham, "They Wore Blue" [unpublished manuscript; hereafter Wickham], quoted from Shedden Papers, AA ACT CRS A5954, Box 237, by John Robertson & Jolm McCarthy in Australian War Strategy 1939-1945; A Documentary History, St courtesy of the author. Lucia, 1985, p 69.

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Despite the peculiarities of landing at Gibraltar (Wickham For Ray Heathwood his mental image of - the later wrote: "The circuit had to be flown around the Rock pyramids under the hot sun - was confirmed at once on which meant it was out of sight for the down-wind leg and arrival: most of the cross-wind legs"^®), all crews arrived safely ... we landed on a desert plot near the pyramids of after more than seven and a half hours flying time. Giza short of sleep after fifteen hours of flying and However, take-off for just before sunset on 31st most uncomfortably hot in our English March was not without incident, with the preceding battledress.^^ Hudson before Wickham's having ground-looped in attempting to take-off. Wickham applied full take­ off boost and revs and estimated that he cleared the wreck of the Hudson on one side and Fleet Air Arm machines on the other with only a ten-foot margin.

Bill Weatherly, on a later flight, recalls that when he arrived at Malta there were delays whilst Wellingtons were sent off on a bombing raid: ... it was almost dark . . . and we had five Hudsons and four Wellingtons which had left Gibraltar N0.459 Squadron Officers. an hour before us Photographed at LG 40 on 22'^^ June 1942. Sitting I to r are: Blum,enthal (Engineering Officer), Rose, all in the circuit with Howsen, Hennock (Commanding Officer), Campbell, Fowles (Medical Officer), Callings (Adjutant) & Shelley. no height strata instructions all waiting to get on the ground after From No. 107 MU, crews travelled to Alexandria. The over eight hours in the air. It was exciting flying in crews of Syd Wickham and Frank Leavey were eventually the circuit!!!^^ picked up by truck for delivery to their new home, and as Syd Wickham recalled: Later still, it was German bombing raids that caused / think we all hoped that we were headed for problems for the Hudsons arriving at Malta. Former somewhere In Alex [Alexandria], or near it. But the WOP/AG Max Glenn recalls: driver in answer to my question said "203 An air-raid was in progress when we arrived at Squadron Burg-el-Arab". "Where the hell is that?" I Malta with twenty minutes of fuel left with Ju 88s asked as we headed west passed Mex and the dropping bombs. We circuited till our motor started stinking abattoirs. to cough and then we headed for the strip in the gloom. We made a perfect landing but hit a trench Their new home was officially LG 39, a designation across the strip and ended up nose down and tail used in these early Middle Eastern days to identify a up. We spent part of June 1942 having the plane landing ground thirty-nine miles by road from Alexandria. fixed up .. .^^ This was officially No. 203 Squadron's home; 459 was to operate from a new landing ground nearby, the campsite Due to the possibility of being destroyed on the for which had been made available earlier in the month. ground during enemy air raids, the Malta stopover was According to Ray Heathwood, it was Don Beaton's crew kept as brief as possible. From here the orders were to which chose the new landing ground site: deliver the Hudsons to No. 107 Maintenance Unit (MU) Our CO Sqn Ldr Keith Hennock detailed our crew where they were to be equipped for the desert conditions - to get airborne from LG 39 and fly around the "tropicalised" in RAF parlance. Of particular importance vicinity and look for another landing field. Flying at was the fitting of sand-excluding air filters, Another low altitude we eyed various flat areas, put our addition was flame arresters which were fitted to minimise wheels down, did a trial landing and take-off on one exhaust glare. of them, re-landed, taxied around this way and that and finally tossed out an empty forty-four gallon fuel drum that our ground staff could locate . .

21 Ray Heathwood, diary, (date not indicated) ib,d^ 19 Bill Weatherly, notes accompanying letter to the author of 3rd October 1993 22 Wickham, op cit, p 95.

20 Max Glenn, quoted by T. E. Done, in All Our Mates, Candelo, 1995, p 121. 23 Ray Heathwood, diary, (date not indicated). Quoted to the author in letter of 4th Febniary 1992.

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The new location became LG 40, but a camp site was content with that region, which was certainly closer to not available until 2nd May. Within a fortnight No. 459 Australia than the Middle East. Squadron had made LG 40 their new home but there had been little flying done. In fact, for a while 459 had been a The arrival of the bulk of No. 459 Squadron in Egypt squadron without aircraft as the return of their charges coincided with a build-up of both Allied and Axis forces, from No. 107 MU was awaited. When they were returned which for both sides was to herald an advance. For the it was realised that they had yet to be camouflaged for Germans, the intention was to take Gazala and the their naval co-operation role, so back they went to No. 107 Egyptian frontier and complete, in effect an encirclement MU the next day for repainting. By the end of May nine of the island of Malta, the loss of which would aid the aircraft were on strength, compared with an establishment taking of all of Egypt. The British intention was to push total of sixteen. Only six of the nine Hudsons are listed as westwards to re-enter Cyrenaica and re-capture airfields, serviceable at that time. The identities of the nine are so that Malta convoys could still be provided with air cover. believed to be as follows: V8992, V8994, V8997, V8998, An attempt to reach Malta by one convoy of three ships in V9022, V9035, V9052, V9187, and AM950. February had resulted in the loss of two, whilst the third turned back, severely disabled after sustaining heavy An aircraft which should also have been on strength damage. A second attempt in March was more was V8991, but according to its airframe record card this successful, only one ship of the four which sailed being Hudson force-landed at Romani, said to be in , on 28th sunk at sea, but the other three were sunk after they had March 1942. Whilst a check of maps of Iraq failed to find reached the comparative safety of Malta's harbours. Air any such location, there is a Romani or Rumani on the Marshal Hugh Lloyd, at the time AOC Mediterranean and railway line east of the Suez in Egypt. Just how the who subsequently replaced AVM Blatter as AOC No. 201 aircraft ended up so far off track is, on the face of it, a Group, stated that "there was nothing bigger or more mystery, but the following story by Syd Wickham could inspiring",during his command there, than the "epic account for its loss: struggle" which had taken place to protect these three Apparently Ron Shelley and crew, [among] the first ships, a struggle which, once again, had been batch to leave England, had decided amongst unsuccessful. If this was not enough, fighter strength on themselves to fly on to Australia via instead of the island now stood at eight aircraft after four days of staying in the desert, They could see the some of the heaviest and most sustained bombing the homeland in dire need of good crews as the Japs island had seen. "The odds against our survival now were streaming south. Instead of going to 107 MU seemed almost insuperable",^® Lloyd commented. In they called at Heliopolis [] for a service, refuel June, however, there was a further move, an ambitious and briefing to Arabia and India. Well, they got a attempt to relieve Malta, and in this attempt No. 459 lousy service and one motor ran out of oil and Squadron was to feature. seized over the Sinai Desert, which necessitated a forced landing. The plane broached on a hillock or The newer arrivals at the Squadron had meanwhile sandy ridge and became a complete write-off. It flown their first operation on 1st June 1942; a was in effect a crash landing and Shelley and Tom reconnaissance sweep to Tobruk and seaward by Joseph were scrambled a bit, but mostly suffered Beaton's crew looking for enemy submarines or surface cuts. They all dragged themselves clear of the vessels. However, the day is best remembered by the wreck, and seeing some Bedouin Arabs on a rise crash that afternoon which led to the Squadron's first some distance away and to make sure they casualties. Ray Heathwood wrote in his diary: attracted their attention, Shelley fired two shots into On landing back at .. . Burg-el-Arab [LG 40] we the air from his pistol. The Arabs hightailed it into were about to enter a tent for de-briefing when one oblivion. Obviously it scared hell out of them. of our Hudsons - Frank Leavey and his crew and They had a long way to walk before cutting a three passengers - went in upside down. roadway and stopping an army truck. One member [There was] an enormous sheet of billowing of the crew had been left on guard at the crash site. flame. Shelley and Joseph were hospitalised for some Instantly we knew no one would get out of that time, then also joined the Squadron. Their devious alive. Don [Beaton] Jumped on one of the trucks scheme had been thwarted. racing to the crash site. Later I was told a hand was seen reaching up through the flames. In the At the time of the Japanese attack on Malaya in afternoon we are grave digging.^^ December 1941, according to press reports, a number of Australian aircrew in England had urged to be transferred Grave-digging continued next morning and a burial back to Australia to fight the Japanese; one recent service was held that afternoon. With chaplains at a account states, in fact, that there was a flood of enquiries. premium, "a padre from a neighbouring squadron For reasons of uncompleted training or postings to RAF officiated", Heathwood records in his diary. All Squadron units, though, few of these men would have been in a personnel were in attendance; a sobering reminder to all position to do anything more about it. Considering Shelley of what the future could hold. was on a delivery flight to the Middle East and presumably had a willing crew - none of the crew is known to be still alive - he may well have decided to go further than ordered. As Singapore had fallen in February 1942, 25 though, India or Burma would have been as far as the Air Marshal Sir Hugh Lloyd, Briefed to Attach: Malta's Part in African Victory Hudson could have reached, but the crew were perhaps [hereafter Lloyd], London, 1949, p 158.

ibid, p 159. Wickham, op cit, pp. 98-9. 27 Ray Heathwood, diary, 1st June 1942.

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THE AVRO 652A ANSON IN AUSTRALIAN CIVIL AVIATION: A BRIEFHISTORY by Ken. O'Brien All photos Hopton Collection

East West VH-ASM over Tamworth in 1948.

Many will recall with affection, the Avro Anson, but few War II, the delta wing bomber, the Avro will have any knowledge of the circumstances which led to Lincoln, the and of early the demise of this once ubiquitous aeroplane type. My first post war period. was born on 30 April 1893 sighting of the Avro Anson was when a number of them and was killed in the crash of a Tudor II on Saturday 23 made an inaugural formation flight over Sydney in 1938. I August 1947. Much of his early career with A.V. Roe Ltd of gazed in awe as these then R.A.A.F. paraded (AVRO) was devoted to the design and over Sydney, completely unsuspecting that some years development of a wide range of bi-planes. One of his first later I was to be involved in the official Department of Civil designs was the Ava in 1933 used Aviation approval of may Anson military to civil by Imperial Airways and which achieved undying fame as conversions in the early post-war years and finally for the the Anson of World War II of which more anon. The life drafting of legislation (Air Navigation Orders) which would and work of Roy Chadwick has been perpetuated by the lead to their elimination from the Australian Civil Register. Royal Aeronautical Society Chadwick Memorial lectures. The RAeS Journal of August 1956 covers the first This brief history is based on experiences with the Chadwick lecture and includes numerous photographs of Anson as a civil aeroplane operating in Australia. It his aeroplane designs. includes information on the troubles with this aeroplane type not covered elsewhere in a manner suitable for those The Anson served as a reconnaissance bomber, interested in aviation history as well as a short transport and advanced trainer in its military role chronological history of the aeroplane itself. For further commencing in 1936. Early models were equipped with a details of the Anson not covered herein see Jane's "All the dorsal hand-operated Armstrong Whitworth and World's Aircraft 1945/46. Armstrong Siddeley Cheetah IX motors. Later models featured a Blenheim type power operated Bristol two-gun Background of the Anson turret and Cheetah XI motors. The British Anson II has a The Anson was designed by Roy Chadwick, one of the transparent plastic nose and a large astro-dome situated greatest aeroplane designers of all times. Roy belonged to above and behind the pilots cockpit. As late as August a past era when aeroplanes were designed with 1944, the Anson I was still used by the R.A.F. in carrying personalities by personalities. Other aeroplanes bearing supplies to the landing grounds of Normandy. Many his stamp of ingenuity range from the in which military Ansons flew without the dorsal gun turret. The Bert Hinkler made his record 15 day flight from London to Anson was styled "Faithful Annie" in R.A.F. circles and as Darwin in 1928; to the bomber of World "the good old Aggie" locally. A chronological history of the

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Anson follows: speed propellers. A.U.W. 9,500 lbs. • The Avro Anson has evolved directly from the Avro 652, a low wing commercial monoplane designed and From the MK. XII was developed the civil MK. XIX. built by A.V. Roe in 1933 to the order of British Imperial Early MK. XIX were fitted, like the MK. XII, with wooden Airways. wings. Later versions were equipped with metal wings and • A military version designated the 652A, or Anson MK I tail planes. Several of these were used in Australia on a went into service with the R.A.F. as a General limited basis. Reconnaissance aircraft in 1936. • The 652A MK.I was a low wing twin engined cabin Many early MK. XIX and other MK. I aircraft were monoplane fitted with two Armstrong Siddeley Cheetah modified by the installation of metal wings and IX engines, the wings were of stressed skin which was interchangeable throughout the entire MK. I construction, having two box type spars with laminated Series. The metal wing versions were distinguished by the booms and webs, ribs with spruce designation Series II. The MK. XIX civil aircraft were fitted booms and plywood webs and a skin of phenolically with the Cheetah XV engine and operated at an all-up- bonded plywood. Wing span was 56 ft. 6 inches, weight of 10,400 lbs. length 42 ft 3 inches. • The fuselage consisted of a welded tubular steel frame Federal (Canada) ceased production in 1947-48 but covered with alclad at the nose section and with fabric A.V. Roe continued and built the MK. 20 and MK.21 and over wooden formers and stringers in other areas. The MK. 22. All these aircraft were basically similar, having fin was integral with the fuselage. tubular steel , metal wings and tails. Cheetah XV • A conventional tail wheel type undercarriage was fitted, engines and constant speed propellers. They were the main wheels were retractable by means of a operated at an all-up-weight of 10,306 lbs, and strongly manually operated mechanical retraction system. resembled the civil MK. XIX, Series 11. • The aircraft were normally fitted with long span small The MK. 20 was fitted out as a navigation trainer, the chord but split trailing edge flaps and shorter MK. 21 was almost precisely similar to the MK. 20 and the ailerons were offered as an alternative installation. It MK. 22 was equipped as a W/T trainer. was constructed to meet the design requirements specified in the current AP. 970. A.V. Roe ceased Anson production in 1952 and the • Maximum permissible all-up-weight was 8,000 lbs. last aircraft, a MK. 21, was delivered to the R.A.F. on the • In 1939 the Anson MK.I was in service with the R.A.F., 27th May that year. During the period 1933 to 1952 11,020 R.A.A.F, Eire Army, , Finnish Air Ansons had been built, 8,138 by A.V. Roe and 2,852 Force and Creek Air Force and, with the outbreak of under the supervision of Federal Aircraft. World War II, was extensively used by the R.A.F. on seawise patrols, with according to the official R.A.F. In immediate post-war years a large number of Anson history "hardly a patrol Anson lost". MK. I built by A.V. Roe aircraft were released by the • In 1940-41 it was retired by the R.A.F. from R.A.A.F. for disposal. These were bought up in quantity by reconnaissance and patrol duties and used as an Australian operators and intending operators, due mainly advanced trainer, it was selected as the standard twin to the lack of availability of other aircraft and their very low engine trainer of the Empire Air Training Scheme and cost rather than for suitability for civil operations. a government owned company. Federal Aircraft was formed in July 1940 to produce the Anson in the large D.C.A. information Circular No. 7/1947 and A.N.O. quantities required in Canada. 105.1.31.4.1 were issued specifying the requirements for • The Canadian built Anson was designated the MK. II Ansons coming on to the Australian Civil Register when in and was manufactured largely by some 11 sub­ 1947 44 Ansons were engaged in civil operations. The contractors under the supervision of Federal Aircraft. final Anson count showed over 150 Ansons had carried • From the MK. II the following Canadian variants were VH registration. See Appendix A. evolved - MK. Ill - Trainer, MK. I Airframe, Jacobs engines MK. Early in Anson civil operations serious difficulty was IV - Trainer, MK. I Airframe, Wright engines experienced through delamination of wing spar rails and, MK. V - Trainer, Composite fuselage with Vidal formed more particularly, separation of spar webs. Beetle W glue plywood nose section, tubular steel centre section and deterioration was clearly evident. This glue, a urea Vidal plywood rear section. P.& W. Junior engines. formaldehyde, was used throughout the complete MK. VI - Same as MK. Y but fitted with hydraulic turret mainplane and tailplane spar construction of all English for gunnery training. AT-20 U.S. Army Air Force built Ansons from 1941 to 1944. It had very poor gap filling designation of MB II series acquired from Federal. qualities and was very sensitive to deficiencies in glue technique. The Mark numbers VII, VIII and IX were allocated for use in Canada but they were never used. The Canadian A rigorous inspection and modification program was constructed Ansons were fitted with a hydraulic rather than carried out on all Ansons on, or coming on the Australian a mechanical undercarriage mechanism. Civil Register and components having extensive separation were either scrapped or re-glued with casein In the United Kingdom, the MK. X, MK.XI and MK. XII adhesives. As a result of the Australian troubles, A.V. Roe were developed from the MK.I and possessed the abandoned the use of Beetle "W" (often referred to as following features: "pink glue because of the colour of the hardener) except MK X - Transport aircraft, reinforced floor and Cheetah as an alternative for use in the spar laminations where XIX engines, A.U.W. 9,450 lbs. good control of pressure and joint fit could be maintained. MK. XI - Transport aircraft, similar to MK. X but fitted For all other purposes they used Beetle "A" a urea with hydraulically operated undercarriage and flaps. formaldehyde similar to Beetle "W" but with good gap MK. XII - Similar to MK. XI but fitted with constant filling properties. It was identifiable by the brownish colour 155 AHSA Aviation Heritage of the hardener. supervised and approved the conversion of about hundred and fifty (150) ex-R.A.A.F. Anson in aircraft for civilian Further experience of Anson operations showed that, roles. The Department used five (5) converted Ansons for in common with other aircraft of boxed ply construction, its own purposes and airlines such as East-West, extensive glue deterioration could occur irrespective of the MacRobertson Miller, Airlines (W.A.) Papuan Air type of adhesive used. This was accompanied by rotting Transport, Guinea Airway, etc. owed much of their early and mildew of the plywood and timber and was, naturally, development to the availability of the Ansons. A number of most pronounced in hot humid districts, where steam-box small companies started up using Ansons. For example, conditions could exist in the wing and tailplane. Fungal Adastra used Ansons for aerial survey work prior to the attack was quite common in New Guinea aircraft. acquisition of ex- R.A.A.F. Lockheed Hudsons. The N.S.W. Police operated an Anson (VH-AQV) named Similar difficulties were experienced by overseas "Nemesis". Other small operators used Ansons for operators and as a palliative, a special vigorous inspection carrying newspapers. The writer was involved with an of wooden aircraft structure was called up by A.N.O. 105.1.0.2.17. Whilst this did much towards ensuring the safety of the aircraft, it was not a complete answer to the problem.

Experiments showed that the synthetic glues used deteriorated due to polymerisation and that, after ten years exposure to an environment similar to that of the average living room, a glued joint could lose up to 60% of its initial strength,. This reduction in strength was not apparent during inspection unless actual separation has occurred at the glue line, and could only be revealed by testing the joint to destruction. Further difficulties were added by lack of The Department of Civil Aviation’s Anson VH-CAD. inspectability of some areas and the shortage of experienced licensed operation carrying live crayfish from Tasmania to L.A.M.E. "wood men" in the local aircraft industry. Many Melbourne in the late forties using Ansons. Many of the internal areas of a stressed skin box spar structure could early operators went out of business for financial reasons only be inspected by cutting access holes through the ply. or being absorbed by bigger companies. The increasing The costs of cutting (and afterwards repairing) sufficient cost of maintaining Ansons soon began showing rapid holes to permit a 100% inspection proved prohibitive. escalation. This could not have been anticipated in Further, unless the inspection was made by persons advance when the operators enthusiastically started off thoroughly experienced with wood and glue, the slight with Ansons. The cause of the trouble was a “state-of-the- signs that may be indicative of advanced deterioration art” problem. Nobody anticipated that the synthetic glues may be missed. With the advent of all-metal aircraft used in the construction of the Ansons and other war-time people expert in timber construction were rapidly and early post-war stressed ply shell aeroplanes had disappearing from the aircraft industry. serious real time degradation characteristics, which could not be avoided no matter how well the aircraft were There were still, in 1960, some 29 Anson aircraft on maintained. More will be said about the glue problem later. the Australian Register and the numbers showed signs of The military to civil conversion of the Anson 1 involved rapidly deminishing. The majority of the aircraft were of very little redesign work. The main issues involved were: 1940-41 manufacture. There were 38 Ansons on the • re-design of floors and provision of passenger Register in 1958. The time was therefore fast approaching seating and or cargo restraint systems. when the natural and virtually undetectable polymersation • provision of electrically operated of the glue would reduce the strength of the structure to an extension and retraction systems as an option to the unacceptable level. No method of non-destructive testing military manual cranking system. was available which would indicate the extend to which the • provision of an electrically operated starting glue has deteriorated and the only practicable course was system to replace the manually operated inertia the retirement of the affected components from service. To starters fitted to the Cheetah engines. implement such a policy meant that a large number of • installation of civil radio. Ansons would need to be fitted with replacement wings • rework of electrical system and provision of and tail planes, either of new wooden or the later metal increased battery capacity to cover any of the construction. The cost of doing this on an obsolete old foregoing plus cabin lighting etc. aircraft could not be justified. However, the problem was • rework of cabin Ventilation and provision of a one which had to be faced if safety was to be preserved. toilet compartment on some aircraft. Definite airworthiness action had to be taken irrespective of the costs so during the sixties the Anson was The local conversions included provision for up to 10 progressively phased off the Australian Civil Register. passengers in two rows of seats. The seats were produced by small companies such as Lincoln and The Anson Conversion Program Fairweather, Chrome Steel Products and Namco, all of In the post-war period the Department of Civil Aviation Sydney. There were also high density 18 seat side facing

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Seen over Tamworth in 1948, is East West Airlines Anson VH-BBI. seating installations for lighter smaller stature New Guinea shares. K.S.A.S. had acquired the bulk of RAAF disposal people. Such conversions were allowed for a number of Oxfords and Wackett Trainers. The company did well years and won the derogatory title of "Boong Boxes". The commercially with the Wacketts but not with the Oxfords. seats were placarded for the number of standard Quite a number of Wackett Trainers were extensively passengers (179 lb) and considerably larger number of modified as Crop Masters, a very useful agricultural smaller indigenes (around 100 lb) that could be legally aircraft and a story in itself. For this purpose a small carried. This policy applied not only to Ansons but all other company called Yeoman Aviation was established at high density seating aircraft used in Papua New Guinea Bankstown by K.S.A.S. such as Lockheed Hudsons, Douglas DC-3's etc. The carriage of P.N.G. natives in those days does not reflect The Synthetic Glue Problem credit on the people concerned. Fortunately, things have Up until World War II wood aircraft construction was since improved. largely carried out using casein glues which had their origin in cows milk. Shortages of dairy products for various I recall carrying out quite a number of timed evacuation wartime reasons and the fact that casein glues had very tests of high density seating installations to establish the poor water resistance resulted in the rapid and wide adequacy of seat/exit relationships with the then existing spread use of newly evaluated synthetic glues, namely airworthiness standards. These and I even today’s urea formaldehyde and acid catalysed phenolics. standards regrettably do not address passengers comfort. Accelerated testing of these glues demonstrated them to I also conducted numerous physical tests on seats, be superior to casein so their use became commonplace anchorages and floor panels to establish their strength. by such companies as De Havilland, Percival, Miles, Much of this testing was to confirm the use of locally General Aircraft, Avro etc who were active in war-time produced commercial steel tubing and marine quantity production of wood aircraft. Towards the end of because of the high cost of imported aeronautical grades the war and in the post-war period problems with the or the un-availability of such grades in the stock sizes synthetic glues began to present. These were dealt with required. mainly on an "ad hoc" basis. One also recalls the serious glue problems with the Australian produced De Havilland The original Anson featured 7 cylinder radial aircooled Mosquito. Armstrong Siddeley Cheetah engines fitted with characteristic "blister” cowls. Some of the Australian On 25 August 1962, a V aircraft Ansons used smooth cowls adapted from the Airspeed disintegrated in flight in Western Australia. This aeroplane Oxford, -a very similar aeroplane. Many Oxfords were had been carefully maintained and there were no available from the R.A.A.F as war surplus disposal aircraft meteorological or operational factors involved in the but were not permitted on the Australian Civil Register accident. Investigation of the accident revealed the because of their unsatisfactory flight characteristics. Both structure was under strength due to glue deterioration that the Anson and the Oxford used the same engine and fixed wing failure was inevitable even under normal flight loads. pitch Fairey Reed propeller which made cowl interchange quite simple. On 14 November 1962 a Miles Messenger experienced loss of control in flight but a Kingsford Smith Aviation Services of Bankstown at one successful safe landing was made. Investigation revealed stage had several dozen Oxfords parked outside their that a wood block carrying an aileron control arm had hangar. The Department of Civil Aviation insisted on these come away from its normal position due to glue failure. aircraft being removed much to the chagrin of the The owner sawed the wings off this aircraft so that he company. These aircraft were eventually used for Anson could not be tempted to repair and fly it. 157 AHSA Aviation Heritage

Previous and continuing in-service problems with Avro Anson glued construction such as separation of wing box The deterioration problem with the war-time synthetic spar rails from webs, disconnected web stiffeners, water glues was never completely understood. It seems that damage, fungal attack, rotting of webs and extensive some real time long term polymerisation effect was deterioration of structure generally prompted the involved with the urea glues. In the case of phenolics it Department of Civil Aviation to conduct an in-depth study was established the acid catalyst used attacked the wood of all wood ply sheet aircraft types on the Australian at the glue line causing loss of strength. Register.

A very evocative picture of Anson VH-ASM outside of Sid Marshall’s hangar at Bankstown. Look what’s in the background! The Manpower Problem The writer and Aircraft Surveyor Ivan James during an Another related problem with wood aircraft generally inspection caused extensive spar rail and web separation was the acute shortage of skilled wood aircraft tradesmen to occur on one Avro Anson by manually flexing the wing to maintain them. This problem followed as aircraft tips up and down. The results of further tests an this construction tended to the use of metals. In pre-war days aircraft showed glue shear strength loss of about 70 when wood aircraft were common the R.A.A.F had a percent. The aeroplane had been used extensively in mustering. Flight Carpenter/Rigger. A number of these Papua New Guinea and the tropical effects were such that men and other civilian wood aircraft tradesmen of pre-war it could not be economically repaired. vintage provided the back bone of technical support for wood aircraft like Anson in the post-war period. When the As a result of cumulative evidence, test work by the problems of wood aircraft peaked in the late fifties the British D.S.I.R., the Australian C.S.I.R.O. Forest Products number of L.A.M.E's (Licenced Aircraft Maintenance Division and American sources it was established the war­ Engineers) endorsed wood aircraft repair and certification time synthetic urea formaldehyde and acid catalysed had reduced to about 20 throughout Australia. Most of phenolics used in the construction of wood aircraft until these were approaching retirement and many then, had about 1953 were liable to lose as much as 60 percent of left the industry by 1960. The ranks were never filled as their nominal glue "shear strength in 10 years as L.A.M.E.'s being trained were "all-metal" aircraft oriented. determined by tests on specimens kept in. It became necessary to use selected cabinet makers and furniture tradesmen to help with wood aircraft repairs. This Ideal conditions. was unsatisfactory because of difficulties involved in The Department of Civil Aviation therefore took steps getting a qualified L.A.M.E. to certify the airworthiness of to de-register all stressed ply sheet aircraft featuring such the work. The tradesman shortage and the glue problem resins. These steps saw the phasing out during the sixties generally caused many owners to scrap their wood of numerous assorted Miles and Percival aircraft and aircraft. eventually all the Avro Ansons. The process involved restricting such aircraft as Miles and Percival designs to Some Recollections of the Anson and Its Engines owner/pilot operation only, the imposition of ever The safety record of the Australian civil Ansons was increasing inspection on stressed dry sheel aeroplanes remarkably good despite the onset of glue problems. I generally and in the case of the Ansons compulsory recall an accident at Tamworth, N.S.W. on 12 November planned retirement. The glue problem was one reason 1949 when an Anson (VH-BDO ) over-ran on take-off was why the Department of Civil Aviation would not allow the wrecked without fatalities, although the pilot lost a leg. The locally produced Mosquito civil registration. One Mosquito aircraft had been given an engine change and during the VH-KLG was allowed onto the Register to compete in an process the fuel pipe had not been properly blanked off air race from England to Australia. This aircraft was lost whilst the replacement engine was prepared. A wasp on the trip to England. started to construct a nest in the open end of pipe. This

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was unobserved and on completion of the engine change approximate to the nearest year; where a precise date is a short quick test run suggested all was in order. It was given (day/month/year) it is as in the records. In the subsequently after the accident, by Aircraft Surveyor J. remarks column "S.O.R.” means struck off register the Thomas, that the nest had partially obstructed the fuel line listing shows some 147 civil Ansons operated in allowing sufficient fuel flow for the short test run after Australia during the period of 15 years from 1947 to 1862. engine change but inadequate fuel for the longer take-off An inventory of Ansons made by the writer in 1958 when run involving extended use of high power. The need to the deterioration problems became the focus of special blank off open pipes during aircraft maintenance cannot attention by the Department of Civil Aviation listed 38 be better illustrated. active Anson aircraft. By 1960, there were 29 Ansons the majority of these were struck off the Register in the next The Anson used Armstrong Siddeley Cheetah engines couple of years. The Register shows the last remaining scheduled to operate for 1,200 hours between overhauls, Anson to be the metal winged aircraft VH-BAF located at equivalent to 150,000 miles or about 6 times around the Airworld, Wangaratta, at the time of writing (Aug 1989). globe whilst engaged on the exacting task of training The first Anson on the Register was S/N R9883 brought aircrews. This was accomplished in 1944. The Cheetah onto the Register as VH-AVT by Adastra, Mascot in 1947, was one of the first aeroplane engines ever to exceed re-registered as VH-AGA in April 1957 and finally struck 1,000 hours between overhauls. off on 18 July 1962, final fate unknown to writer. This aircraft saw some 15 It IS not years of operation on generally known aerial photography. It that at that time was necessary for (1944) aerial photographic Commonwealth survey work to have Aircraft Corporation extremely accurate (Lidcombe N.S.W.) airspeed calibration. manufactured This was achieved by some hundreds of timing the aircraft Cheetah cylinder over carefully heads for the measured distances R.A.A.F along a straight concurrently with section of railway line the Pratt & Whitney near Richmond R1830 engine N.S.W. A number of production. Further, Adastra Ansons were Qantas had a large checked this way as engine shop at were later aircraft, Randwick where the Lockheed R.A.A.F. Cheetah Hudsons. engines were overhauled on a Sydney Morning production line Adastra Airways survey Anson, VH-BLF. Herald Flying basis. There were Services during so many spare 1947-48 pioneered Cheetah engine available ex-war surplus that In the days the local dropping of news papers from the air using an when civil Anson operations were at their peak, Anson (VH-AJP). They found it was possible to drop replacement rather than overhaul was common practice. packages of papers successfully by making a low level, As spares ran out some operators could not afford the low speed sweep of an airfield thus avoiding time lost and cost of overhauls and this led to them going out of costs involved with a landing and take-off. This approach business. was used later by the company when it later replaced its Ansons with Lockheed Hudsons and Douglas DC-3's. Several metal winged Ansons were brought on the Civil Register. Their use was limited and their general Messrs W.Haines and H.Chapman started a small operations were inconspicuous. I never had occasion to concern making seats for Ansons. This activity blossomed be concerned with their airworthiness. One of these as Chromsteel Products Ltd Sydney which later produced aircraft, VH-BAF was used for aerial mapping. It was seats for Qantas Constellation and early struck off the Register on 7 October 1960. The aircraft aircraft. This activity which thrived for many years owned was restored and was re registered in 1963. its beginnings to the Anson conversion program. Chromsteel was later bought out by Ansair, Melbourne. A check of the Australian Civil Register, old DCA files Ansair built seats for the early Boeing 727 and Douglas etc has shown up a number of difficulties in building up a DC-9 aircraft operated by Ansett and TAA. Local comprehensive record of all the Ansons used in local civil production of aircraft seats has lapsed because the aviation. The difficulties have included problems in American aircraft manufacturers adopted policies of bulk establishing manufacturer's serial numbers, lost records, ordering and only fitting American seats to new aircraft. changes of call signs etc. and an occasional duplication of Customer furbished seats became a thing of the past, the call signs. As an example VH-BIZ (S/N W2015) was also quoted prices for new aircraft included seats and it cost operated as VH-AYQ and VH-MMS. Appendix A Is a airlines additional money to have their own seats fitted, no listing of all Ansons which have been on the Civil Register. credits were allowed for the seats the aircraft When an aeroplane appears more than once (under manufacturer planned on using. This policy became and different markings) i.e. VH-BIZ, it is cross referenced in the still is inflexible on the part of the aircraft manufacturers. remarks column. The dates In Appendix A are Our local industry could not complete with the "economy of

159 AHSA Aviation Heritage scale" offered by the American seat manufacturers. In on Anson, Hudson, DC-3s and Fokker F-27s which made retrospect, the Anson conversion program started a local up the E.W.A. fleet. He retired in 1983 as the local Fokker aircraft seat manufacturing business which was viable for marketing and sale executive. He did his "ab initio" flying some thirty years and included quite a number of export training on Tiger Moths at Tamworth and flew with the sales. RAAF coastal surveillance squadron on anti-submarine reconnaissance flights and later with a Liberator squadron Appendix A lists the many small companies and in the South West Pacific. Stated simply, without the individuals who started up aviation activities using Ansons. Anson it is doubtful if there would have been an East-West Most of these have passed into history mainly because of Airlines or the career paths followed by Basil Brown and the problems which beset the aircraft and also because of Ron Walesby. the lack of aircraft experience of many of the individuals concerned. They suffered from the post-war syndrome that Adastra Airways, Sydney built up the largest and most an aeroplane could be operated like a motorcar. A check successful aerial photographic and mapping business in of the listing reveals quite a number of the Anson Australia using Avro Anson aircraft Adastra used the operators who were active in the car business and who results of their photography from Ansons and a Wild thought that expansion into aviation would be easy, a Stress-plotter to produce many of the current maps of the notion which still prevails. Then name E.Mclllree appears Australian continent. The company is still in business. I a number of times on the listing. Some will re call he recall Adastra starting as a flying school using Klemm started the Self-Drive, U-Drive and AVIS car rental Swallow aircraft and offering dual flying dual flying businesses in Australia and later AVIS Rent-A-Plane. Eric instruction at 30 shillings an hour. Mclilree was a real entrepreneur who successfully exported a number of locally converted Ansons overseas. Finale A production run of some 11,000 aeroplanes even for Many people and airlines owned their career to the war-time must attest to the excellence of the basic design availability of Ansons at the end of World War II. Let me of the Anson and its continued use over a span of 30 give several examples; years must rank "Aggie" as one of the most successful aeroplanes ever built. Much more could be written about Mr Basil Brown started up East West Airlines in 1947 this aeroplane but the general story of its passing from the using an Anson. He later left the company to form his own Australian scene has been ,adequately covered without successful aerial agricultural business with ex-RAAF Tiger too much technical detail. Moths. Ron Walesby joined East West in 1948 as a pilot and was a regular visitor to the D.C.A. Office at Sydney Acknowledgment and Author Background Airport in connection with conversions of other Ansons for The author acknowledges the extensive file search EWA's expanding fleet. Ron took over this role formerly and check of the Australian Civil Register by Mr Bob exercised by Basil Brown. People like myself regularly Douglas, principal airworthiness Engineer (Fatigue) with tripped to Tamworth with Ron on engineering and the Civil Aviation Auothority the results of which maintenance matters concerning Ansons and later constitutes Appendix A. Lockheed Hudsons and Douglas DC-3s Ron left E.W.A. The author retired in 1983 as Chief Airworthiness in 1968 and joined Fokker following the death of Pirn Engineer with the Department of Transport formerly Moree in a Fokker F-27 accident in the Philippines. Pirn Department of Civil Aviation having joined the latter in was the local representative for Fokker on the F-27 1947. He was directly involved initially with numerous Program when local airlines acquired the type as OC-3 military to civil aircraft conversions and later with the many replacements many of which in turn were Anson major airworthiness technical problems of the full replacements. Before leaving E.W.A. Ron Walesby was spectrum of civil aircraft types used in Australia. an executive with the company as well as Check Captain

NOTES 1. This tabulation is based on old D.C.A. Central Office files, correspondence etc. Also Register of Aircraft.

2. A number of pencilled entries and partial erasures covering reserved registration markings which were not taken up also changes in registration markings on some aircraft have caused some difficulty in compiling this tabulation from the Register. It would be necessary to locate all the individual aircraft files to ensure thorough checking, this is not possible as many of the individual aircraft files have been lost with the passage of time or incorporated under different aircraft marking titles.

Appendix A CIVIL AVRO ANSON AIRCRAFT IN AUSTRALIA VH- SERIAL No. OWNER/OPERATOR APPROX. DATES REMARKS -AGA R9883 (1940) ADASTRA AIRWAYS P/L, MASCOT 1947-1959 FORMERLY VH-AVT PRIOR TO 1/4/57 SEPAL P/L, SOR 18/7/62 -AGG MG796 ADASTRA AIRWAYS P/L, MASCOT 1945- 47 FORMERLY VH-BLA -AGO MG162 ADASTRA AIRWAYS P/L, MASCOT 1946- 52 -AGX W2473 AIRLINES(WA)P/L, PERTH 1947- 48 R.E.BOWER 1948 SOLD F.W.MORGAN,SINGAPORE 26/3/48 -AHG MG8 8 9 BAKER MOTORS, ALBURY 1947 GUINEA AIR TRADERS P/L PNG 1947-50 -AJJ DJ459 GUINEA AIR TRADERS P/L 1947-48 DISPOSED OF IN PARTS 10/3/48 -AJK DJ504 E.E.McILLREE, SYDNEY 1947 SOLD TO E.A.WILD SINGAPORE APRIL 1947 AS VR-SCI -AJP DJ750 CONSOLIDATED PRESS LTD, SYDNEY 1947-49 OPERATED BY HERALD FLYING SERVICES SOUTH COAST AIRWAY, WOLLONGONG1950-57 REDUCED TO SPARES

160 AHSA Aviation Heritage

•AKB W1604(1941) VACUUM OIL CO, MELBOURNE 1947 THIESS BROS. P/L, SYDNEY 1947 E.F.REID PORT MORESBY 1947 R. CARSWELL, ARCHERFIELD, PORT MORESBY 1956 J. BJELKE-PETERSEN, KINGAROY OLD 1958-60 DINGO BAITER, REDUCED TO SPARES -AKH W2131 GUINEA AIR TRADERS,PNG 1947 CRASHED BULOLO 1/3/47, TOTALLY WRECKED, ALL KILLED -AKI DJ165 E.E.McILLREE, SYDNEY 1947 TRANSFERED TO UK REGISTER -AKJ AX2 2 4 E.E.McILLREE, SYDNEY 1947 INTERSTATE AIR SERVICES 1947-48 WITHDRAWN FROM SERVICE 8/1/48 -AKU R3/LW/85093 NEW ENGLAND AERIAL AMBULANCE AND FREIGHT SERVICE 1948 BUTLER AIR TRANSPORT, MASCOT 1948-51 REDUCED TO SPARES -ALS W2542 ENGINEERS LABORATORIES p/L SYDNEY 1947 GUINEA AIR TRADERS 1947-48 SOR 10//3/48, REDUCED TO SPARES -ALX D6696 E.E.McILLREE 1947 SOR2 9/1/47, TRANSFERED TO U.K. -ALY AX261 E.E.McILLREE 1946-47 SOR 9/4/47 TRANSFERRED TO U.K. -AOA W2135(1941) OVERHAULS AND SERVICE, MOORABBIN 1953-56 PAPUAN AIR TRANSPORT, PNG 1956-58 FORMERLY VH-ICB PRIOR 6/4/56 -AQV W2145 COMMISSIONER OF POLICE NSW 1946-50 NAMED "NEMESIS" E.C. FOUNTAIN, STRATHFIELD NSW 1950-53 CROWLEY AIRWAYS, LAE, PNG 1955 LATER VH-CSC -ARK N4936 HARRY ELLIS C/o MR WALKER DUBBO NSW 1947 W.HAINES, DULWICH HILL NSW 1947 G BOARD, GLENEAGLES, DARLINGHURST NSW 1947 S.O.R. 17/7/47 SOLD TO LIM CHENG SUN SINGAPORE -ARL NK950 NEW ENGLAND AIRWAYS, MASCOT 1946-48 NSW BUTLER AIR TRANSPORT, MASCOT NSW 1948-50 OVERLAND AIR SERVICES P/L, CONDOBLIN NSW 1950-51 DAMAGED IN FLOOD, BELMONT AUG 1951 -ASM W2068(1941) EAST WEST AIRLINES, TAMWORTH 1947-50 WITHDRAWN FROM SERVICE 16/8/50 -AST R3582 F.W.SUTTON, NORTH BONDI 1946-48 AUSTRALIAN AIR TRADERS P/L SYDNEY GUINEA AIR TRADERS, PNG SCRAPPED SOR 10/3/48 -ASZ LV287 NEW ENGLAND AIRWAYS, NSW 1946-51 SOR 10/1/51 SCRAPPED -AVP AW4 8 3 E.LONERAGAN, MUDGEE NSW 1946 INTERSTATE AIR SERVICES P/L 1946-48 WITHDRAWN FROM SERVICE 13/8/48 -AVQ W2 2 3 9 AUSTRALIAN AIR TRADERS P/L SYDNEY 1946 GUINEA AIR TRADERS 1947 SOR 20/10/47 -AVS W2 6 5 7 E. LONERAGAN, MUDGEE 1946 EW ENGLAND AIRWAYS,MASCOT 1946- 48 BUTLER AIR TRANSPORT, MASCOT 1948-51 AERIAL SURVEYS, WA P/L PERTH 1951-53 SCRAPPED 11/6/53 -AVT R9883 ADASTRA AIRWAYS, MASCOT 1947- 56 LATER VH-AGA -AVY AW679 CONSOLIDATED PRESS LTD SYDNEY 1947-53 HERALD FLYING SERVICES, CAMDEN SOUTH COAST AIRWAYS,WOL/GONG 1953 GOILALA AIR SERVICES, TAPINI ,PNG 1953 A.L.CASELBERG, GOILALA, PNG 1954 SOR 28/6/56 -AVZ DJ498 E. LONERAGAN, MUDGEE 1946-47 NTERSTATE AIR SERVICES 1948 SOR 9/1/48 -AXC W2260 G.LEWIS, FLYING DOCTOR SERVICE KALGOORLIE 1946 LATER VH-BXC -AXE DG731 W. DWYER. ELSTERNWICKVIC 1946-49 WITHDRAWN 16/12/48 -AXQ LT792 D. GLUYAS AND P.LAVENDER, BANK OF AUSTRALIA, GEELONG 1947 GUINEA AIR TRADERS, PNG 1947 SOR 20/10/47 -AXV W1657 AIRLINES (WA) P/L PERTH 1947-49 LATER VH-BXV -AYA MG921 CLIFTONS LTD 1946-47 DOT 19/12/47 -AYC MG449 F. W.SUTTON, SYDNEY 1947 SOLD TO PORTUGAL SOR 1/5/47 -AYD DG871 E.LONERAGAN, MUDGEE 1946 GUINEA AIR TRADERS PNG 1946-47 CRASHED BULOLO 24/5/47 -AYE R3530 E.LONERAGAN, MUDGEE NSW 1946-47 TMS HALL, TOOWOOMBA OLD 1948-50 FORCE LANDED TUGGERAH LAKES NSW ON 9/12/50 A/C CANNABALISED -AYI RY/LW/1155 EAST WEST AIRLINES 1948 CAMPBELL-HICKS AIRWAYS 1952 LATER VH-RAU -AYK MH150 C. RICHARDS, C.MAY& A.COPPLESTON 1947-48

161 AHSA Aviation Heritage

GUINEA AIR TRADERS 1948-51 WITHDRAWN FROM SERVICE17/5/1951 -AYN W2164 MACROBERTSON MILLER AVIATION, PERTH 1948-50 LATER VH-MMG -AYO W2088 MACROBERTSON MILLER AVIATION, 1946-49 LATER VH-MMH PERTH -AYP W2 04 5 MACROBERTSON MILLER AVIATION, PERTH 1947-49 LATER VH-MMI -AYQ W2015 MACROBERTSON MILLER AVIATION, PERTH LATERVH-MMJ, FINALLY VH-BIZ -AZU LT773 K.H.JOHNSON, MASCOT 1946 FAR EASTERN FLYING SCHOOL HONGKONG C/o BROWN & DUREAU SYDNEY 1947 S.D.MARSHALL, ROCKDALE NSW 1947 WITHDRAWN FROM SERVICE 11/12/47 -AZX LT737(1943) OWNERS AS FOR VH-AZU 1947-55 -BAB AW877 BROWN & BRAIN AIR FREIGHTERS P/L TWO AIRCRAFT CARRIED VH-BAB MOORABBIN 1953-61 -BAB(2) W2188(1942) INLAND AIR SERVICES, QUEENSLAND AIRLINES 1947-51 BUTLER AIR TRANSPORT SYDNEY 1951 SANK IN SEA, SWANSEA NSW 14/7/51 -BAC DG730 INLAND AIR SERVICES, OLD 1947 QUEENSLAND AIRLINES 1951-52 M W HOPP, COORPAROO OLD .i>5' CROWLEY AIRWAYS, LAE PNG 1956 SOR 1/5/56 -BAD m224 INLAND AIR SERVICES, OLD 1947 SOR 19/12/47 -BAF MH-120(1944) AEROCARTOGRApHIC SERVICES C/o BROWN & BRAIN 1957-58 CRASHED, SOR 7/10/60 ZEBINA ALLAN BRAIN, METAL WINGS 21 ARTHUR ST DONCASTER VIC 16/8/63 PRESENT CURRENTLY AT AIRWORLD, WANGARATTA -BAJ W1539 TOWNSVILLE COUNTRY AIRWAYS 1947-51 WITHDRAWN FROM SERVICE 26/4/51 -BAK W1717 TOWNSVILLE COUNTRY AIRWAYS 1947-48 DESTROYED, ACCIDENT JULIA CREEK 24/1/48 -BAU W2149 AIRLINES (WA) P/L 1946-53 DAMAGED BEYOND REPAIR YARINGA PASTORAL CO. CARNARVON WA 1953-56 SOR 17/12/56 -BAV 20202 GUINEA AIR TRADERS PNG 1947-48 SOR 13/3/48 USED FOR SPARES -BAX MG656 MURIEL BACKWELL, GEELONG 1947 WESTERN AIRWAYS PASSENGER SERVICE, WARRNAMBOOL 1947 CORIO AIR FREIGHTERS,GEELONG 1949 BASS ISLAND AIEWAYS, MELBOURNE 1950-52 DAMAGED BEYOND REPAIR 1952 -BAZ DG768 R.P.CARR, TOWNSVILLE 1947-49 WITHDRAWN FROM SERVICE, SCRAPPED -BBB DJ448 W.T.DWYER ELSTERNWICK VIC 1947 FLINDERS ISLAND AIRWAYS, CHELTENHAM 1949-54 SOR 11/4/56 -BBC DJ336 K.G.BOLTON, CAIRNS 1947 AUSTRALIAN AIR TRADERS SYDNEY 1948 WITHDRAWN FROM SERVICE 6/2/48 -BBG R3/LW/105192 E.E.McILLREE SYDNEY 1947 U-DRIVE P/L MUDGEE NSW 1948 WITHDRAWN FROM SERVICE1951 PAPUAN AIR TRANSPORT P/L PNG 1955-56 SOR 1/8/57 -BBI DG72 7(19 4 2 )BEGA FREIGHT SERVICES P/L EDEN NSW 1947 WESTERN AIRWAYS, WARRNAMBOOL 1947 EAST WEST AIRLINES TAMWORTH 1948 A.McLACHLAN, AIR EXPRESS ARCHERFIELD 1953 O.W.GILLHAM, MACKAY 1958 -BBN N4904 C.G.CAMERON, SOUTH YARRA 1947-49 SOR 9/4/51 -BBO W2067 J.W.ROLL, NEW FARM OLD 1947 FLOWN TO UK 5/7/47 SOR 19/11/47 -BBT W2 616 QUEENSLAND AERIAL AMBULANCE & TAXI SERVICE 1947 -BBW R3 3 3 4 TOWN & COUNTRY AIRWAYS, TOWNSVILLE 1948-49 SOR 4/5/51 -BBX AW907 TOWN & COUNTRY AIRWAYS, TOWNSVILLE 1947-48 SOR 26/4/51 -BBY AX505 QUEENSLAND AERIAL AMBULANCE & TAXI SERVICE, ARCHERFIELD 1947 AIR TRADERS, BRISBANE 1948 SOLD OVERSEAS, CRASHED IN SEA AFTER DELIVERY TO SIAM -BBZ DJI 77 J.C.VINE, MARYBOROUGH QLD 1948 SEPIK RIVER TRADING, MADANG 1948 AIRCRAFT SERIOUSLY DAMAGED KEROWGE PNG QANTAS EMPIRE AIRWAYS SYDNEY 1949 SOR 11/5/49 -BCH DG8 6 9 NEW ENGLAND AIRWAYS, SYDNEY 1947- 48 WRECKED KEMPSEY NSW8/8/47 -BDD DJ476 THIESS BROS. SYDNEY 1948- 52

162 AHSA Aviation Heritage

GOILALA AIR SERVICES, TARPINI PNG '1952-53 CRASHED ,EMBESSA, PNG4/2/53 -BDO W2 565 H.W.CHAPMAN,DULWICH HILL NSW 1948 EAST WEST AIRLINES TAMWORTH 1948-49 CRASHED TAMWORTH 12/10/49 -BDX DJ118 G.A.MICHAILOV,DARLINGHURST,NSW 1948 DAY’S ENGINEERING WORKS, SOUTH MELBOURNE 1950 -BEH W2 04 7 AIRLINES (WA) P/L PERTH 1947- 50 -BEL 72 99 6 ( 1941) G.W.LEWIS KALGOORLIE 1948- 57 -BEM W1949 R.S.COUPER MT BARKER WA 1947 J. DYER, FREMANTLE/DARWIN 1948-50 -BEP W2 04 3 A.R.WEGENER WEMBLEY WA 1947 CRASHED CALCUTTA DEC1947 -BES RY/LW/18567 C.R.RUDD & W.R.MURPHY TOORAK VIC 1947-48 DESTROYED HANGER FIRE NHILL 5/6/48 -BET LV128 C.R.RUDD & W.R.MURPHY TOORAK VIC 1947-48 DESTROYED HANGER FIRE NHILL 5/6/48

-BEV W2483(1941) AIR EXPRESS-ARCHERFIELD 1954-56 GILLHAM AIRWAYS MCKAY 956-58 -BFC R9899 AIRLINES(WA) PERTH 1947- 48 AERIAL SURVEYS PERTH 1948- 51 CRASHED WALLAROO SA31/8/51 -BFG RY/LW/1257 WESTERN AIRWAYS PASS. SERVICES WARRNAMBOOL 1947-48 CORIO AIR FREIGHTERS GEELONG 1948-49 BASS ISLAND AIRWAYS ,MELBOURNE 1949-50 -BFI R3/LW/105145 NEW ENGLAND AIRWAYS, BANKSTOWN1947-48 BUTLER AIR TRANSPORT MASCOT 1948 OVERLAND AIR SERVICES CONDOBOLINE NSW 1948-52 CRASHED TEDSTOWN NSW13/1/52 -BFJ RAAF A4-30 U-DRIVE P/L SYDNEY 1947 SOLD IN SINGAPORE DEC 1947

-BFK A4-44 U-DRIVE P/L SYDNEY 1947

-BFL N4873 U-DRIVE P/L SYDNEY 1947 -BFM EG494 U-DRIVE P/L SYDNEY 1947-48 PAPUAN AIR TRANSPORT PORT MORESBY 1955-56 -BFN W1970 W.A.REED SYDNEY 1948-49 SOUTH COAST AIRWAYS WOOLONGONG 1949-54 -BFY EF918 NEW ENGLAND AIRWAYS BANKSTOWN 1948 AIRCRAFTS P/L BRISBANE 1948 QUEENSLAND AIRLINES ARCHERFIELD 1949 -BGD DG907 GUINEA SERVICES P/L 1947 -BGO W2591 ADASTRA AIRWAYS, MASCOT 1948 DESTROYED HANGER FIRE B/HILL 5/6/48 -BID AW798 R.G. CARSWELL PORT MORESBY 1955 GOILALA AIR SERVICES PORT MORESBY 1955- 57 -BIE W2172(1941) CARSAIR AIR SERVICES 1956- 58 PORT MORESBY -BIF W2472(1951) CARSAIR AIR SERVICES 1955-57 PORT MORESBY -BIU R3549 AIRLINES (WA) PERTH 1947-48 -BIX VM375 R.CARSWELL,PORT MORESBY 1957 -BIZ W2015 CARSAIR AIR SERVICES, PORT MORESBY 1956-58 FORMERLY VH-MMJ ALSO VH-AYQ -BJN EG4 2 5 TRADAIR P/L MELB 1947-50 -BJO MG9 92 TRADAIR P/L MELB 1948 CORIO AIR FREIGHTERS,GEELONG 1949 BASS ISLAND AIRWAYS 1950 -BJP MH128 TRADAIR P/L MELB. 1948-49 -BJQ W2 0 6 3 TRADAIR P/L MELB. 1948-49 BJR MG8 3 8 TRADAIR P/L MELB. 1948-49 -BKA LV211 H.A.McDONALD C/o RAAF AMBERLEY 1947- 48 -BKL DJ172 EAST WEST AIRLINES.TAMWORTH 1948- 51 CRASHED POZIERES QLD 2/3/51 -BKT LT784 SECOND CITY AIR SERVICES, CHELTENAH, VIC 1949 BRAIN & BROWN 1949-53 DAMAGED BEYOND REPAIR -BKU \N2m9{^94^) PETROLEUM DRILLING CORP. SYDNEY 1954-56 PAPUAN AIR TRANSPORT, PORT MORESBY 1956 IN PLAYGROUND BOROKO SCHOOL 12/1/53 SOR 15/5/53 -BKZ W2 2 5 5 ADASTRA AIRWAYS, MASCOT 1949-53 CRASHED MOORABBIN12/1/53 SOR 15/5/53 -BLA MG796 ADASTRA AIRWAYS, MASCOT LATER VH-AGG -BLD REGISTRATION NOT CONFIRMED -BLE R3542 E.E.McILLREE 1949 REGISTRATION NOT CONFIRMED -BLF EF989(1942) AIRCRAFT DISPOSALS C/O

163 AHSA Aviation Heritage

JAS.LONERAGAN, MUDGEE 1948-49 SELF DRIVE CARS P/L SYDNEY 1956 "ON CHANGE OF OWNERSHIP THIS A/C ELIGIBLE FOR PRIVATE OPERATIONS (ANR SEPAL P/L MASCOT 1956-61 191(a) ONLY" -BLG R3/LW/88569 E.H.LONERAGAN MUDGEE 1949-58 (1941) -BLL W1943(1940) BUTLER AIR TRANSPORT, MASCOT 1948-50 OVERLAND AIR SERVICE, CONWBOLIN 1950-52 AIR CHARTER P/L MATRAVILLE 1952-56 PAPUAN AIR TRANSPORT, PORT MORESBY 1958 -BLP DG913 BAKERS MOTORS, ALBURY 1948 J MclNNERNY, GREENFIELDS AIR TAXIS, ALBURY 1948-53 -BLS DJ287 H.A.McDONALD, BALMAIN NSW 1948-50 WEST DARLING AIR SERVICE, SYDNEY 1955 -BLY W2 0 41 AIRLINES (WA) P/L PERTH 1948-50 -BMA W2097 NEW ENGLAND AIRWAYS BANKSTOWN 1948 WOLLONGONG & SOUTH COAST AVIATION SERVICES 1948 A.A.ABERLINE, WEST WYALONG NSW 1949-53 F WIZA, AUST.AIRCRAFT SALES KINGS CROSS SYDNEY 1953-54 J.P.CONLEY,HAMPTON COURT HOTEL KINGS CROSS 1954 A.G.SAFFRON, 44 MACLEAY ST POTTS POINT 1954 C OF A LAPSED 19/2/54 GOILALA AIR SERVICES,TAPINI PNG 1955-56 SOR 28/6/56

-BMB MG975 AIRCRAFT DISPOSALS, MUDGEE 1948-49 -BMC MG837 AIRCRAFT DISPOSALS, MUDGEE 1948-49 EXPORTED TO INDIA -BMD EG4 22 AMPHIBIOUS AIRWAYS LTD RABAUL PNG 1951-52 CONSTRUCTION (ENGINEERING& INDUSTRIAL) BRISBANE 1952-54 PAPUAN AIR TRANSPORT, PORT MORESBY 1954-55 DAMAGED SOR 20/9/55 ■BHE MG982 AIRCRAFT DISPOSALS, MUDGEE 1949-50 -BMI DG870 NEW ENGLAND AIRWAYS BANKSTOWN 1948 KINGSFORD SMITH AVIATION SERVICES MASCOT 1949 -BMM EG128 SELF DRIVE CARS P/L SYDNEY 1951-54 GOILALA AIR SERVICES TAPINI PNG 1954-56 DETERIORATED SOR 20/2/56 -BMN W2000 AIRCRAFT DISPOSALS, MUDGEE 1950 CHARTER AVIATION SERVICE, BANKSTOWN/LAE 1950-54 PAPUAN AIR TRANSPORT, PORT MORESBY 1954-55 DAMAGED INACCIDENT, SOR20/9/55 -BMO W2109 CHARTER AVIATION SERVICE 1950-53 AIRPORT DRIVE-YOURSELF P/L SYDNEY 1953-54 EXPORTED TO SINGAPORE -BMP DJ225 CHARTER AVIATION SERVICE BANKSTOWN/LAE 1951-53 PAPUAN AIR TRANSPORT PNG 1953-55 -BMO LV281 E.E.CONDON, WAGGA 1948-50 INLAND AIRWAYS P/L WAGGA/ BROKEN HILL/V^^>‘ 1950- 51 AIRLINES (FTA) P/L PERTH 1951- 53 REDUCED TO SCRAP -BMS AX441 CHARTER FLITE AVIATION SERVICE BANKSTOWN 1949 DESTROYED BY FIRE AT BANKSTOWN -BNS R3/LW/1919 AIRFLITE(TRAINING) P/L BANKSTOWN 1950-53 ADASTRA AIRWAYS, MASCOT 1953 CRASHED MOORABBIN 3/4/53 -BOI W1532 D.J.BOURKE STRATHMORE VIC LATER VH-DJB, VH-DOB, VH-RAS -BSF W1954(1941) BROWN & BRAIN AIR FREIGHERS MOORABBIN 1953-57 -BUY AW680(1941) CARSAIR AIR SERVICE, PORT MORESBY 1954-58 FORMERLY VH-GVA -BVX LT587 MACQUARIE GROVE FLYING SCHOOL CAMDEN NSW 1948-49 -BVY LT780 AGRICULTURALISTS AVIATION SERVICE BRISBANE 1947-51 -BXC 753 69 (1941) G.LEWIS,FLYING DOCTOR SERVICE KALGOORLIE 1946- 58 FORMERLY VH-AXC -BXV W1657(1941) AIRLINES (WA) P/L PERTH 1947- 54 G.A.NEWMAN,CARNARVON WA 1954 WESTRALIAN OIL LTD PERTH 1954-58

164 AHSA Aviation Heritage

-CAB W2616 DEPT.OF CIVIL AVIATION 1954 WITHDRAWN FROM SERVICE -CAC R3/LW/72613 DEPT.OF CIVIL AVIATION 1954-57 DESTROYED SOR 20/6/58 (1940) -CAD R3/LW/96790 DEPT.OF CIVIL AVIATION 1953-60 SOR 14/9/60 (1940) -CAK W2558(1941) DEPT.OF CIVIL AVIATION 1951-53 SCRAPPED SOR 4/5/60 -CAL W2448(1941) DEPT.OF CIVIL AVIATION 1950-53 SOR 20/8/58 -CSC W2145 CROWLEY AIRWAYS,LAE PNG 1946-60 VH-AQV PRIOR 20/3/55, SOR 1/9/60 -DJB W1532 D.J.BOURKE, MOORABBIN SEE VH-RAS, VH-BOl -DOB W1532 W.J.DOBSON,SOUTH OAKLEIGH SEE VH-DJB, VH-BOl -EFR W20 9 3 PAPUAN AIR TRANSPORT,PORT MORESBY 1958 WITHDRAWN FROM SERVICE 23/3/62 -EWA W2598(1941) EAST WEST AIRLINES,TAMWORTH 1947-51 LATER VH-EWZ 21/3/51 -EWZ W2598(1941) EAST WEST AIRLINES,TAMWORTH 1951-53 FORMERLY VH-EWZ AIRLINES (WA) P/L PERTH 1953-62 SOR 15/2/62 -FIA AW965(1941) FLINDERS ISLAND AIRWAYS, MOORABBIN 1954-62 SOR 30/6/62 -FIB AW9 671942) FLINDERS ISLAND AIRWAYS, MOORABBIN 1956-60 ACCIDENT 10/2/60 SOR 10/2/60 -FIC R3/LW/96871 FLINDERS ISLAND AIRWAYS, (1941) MOORABBIN 1957-62 WAS VH-GVD PRIORI 7/7/57 -GVA AW680 SOUTHERN AIRLINES P/L SOR 30/6/62 INC. GOULBURN VALLEY AIR SERVICES 1954-56 LATER VH-BUY 14/5/56 CARSAIR AIRSERVICES COOPAROO BRISBANE 1955-56 -GVB NL153 SIR REGINALD J.BARNEWALL.KEW 1954- 55 VH-PDC PRIOR 19/11/54 -GVD R3/LW/96871 SOUTHERN AIRLINES P/L MELB 1955- 57 LATER VH-FIC FROM 17/7/57 FLINDERS ISLAND AIRWAYS 1957 -ICA AW867 INTERCOASTAL AIRLINES,ST KILDA 1953-54 AUSTRALIAN AIRCRAFT SALES, KINGS CROSS 1954-55 WEST DARLING AIR SERVICE P/L 1956 DAMAGED WANAARING4/2/56 SOR 7/3/56 -ICB W2135 INTERCOASTAL AIRLINES,ST KILDA 1953-56 AIRCRAFT ENGINE OVERHAULS & SERVICE MOORABBIN 1956 LATER VH-AOA FROM 6/4/56 -MMB 729 62(1941) MACROBERTSON MILLER AVIATION CO PERTH 1947-55 COMMERCIAL AVIATION P/L PERTH 1955-58 -MMC R538(1940) MACROBERTSON MILLER AVIATION CO 1947-55 COMMERCIAL AVIATION P/L 1955-56 PAPUAN AIR TRADERS 1956 -MMG R3548,W2164 MACROBERTSON MILLER AVIATION CO 1950-56 FORMERLY VH-AYN -MMH W2088 MACROBERTSON MILLER AVIATION CO 1949-53 FORMERLY VH-AYO -MMI W2 04 5 MACROBERTSON MILLER AVIATION CO 1949-50 FORMERLY VH-AYP SOR 31/8/50 -MMJ W2015 FORMERLY VH-AYQ LATER VH-BIZ -NGG MG729 GUINEA AIR TRADERS, LAE 1948-49 STORED IN BRISBANE11/3/49 -PDC A4-NL153 SIR REGINALD BARNEWALL KEW 1954-55 LATER VH-GYB 19/11/51 -RAU RY/LW/1155 ROBBY'S AIRCRAFT REPAIR CO. PARAFIELD 1952-54 FORMERLY VH-AYI SOR 26/10/54 -RAS W1532(1942) ROBBY'S AIRCRAFT REPAIR CO. PARAFIELD 1950-58 FORMERLY VH-BOl, DJB & DOB -WAA MG271 WOODS AIRWAYS LTD PERTH 1948 LATER VH-WAC -WAB MG841 WOODS AIRWAYS LTD PERTH 1948- 58 -WAC MG271 (1944) WOODS AIRWAYS LTD PERTH 1949- 58 FORMERLY VH-WAA -WMA R3/LW/88472 CSIRO DIV.RADIO PHYSICS SYDNEY UNIVERSITY 1955-58

165 AHSA Aviation Heritage

The Ansons and Wellesleys at Cloncurry. THE HEFFERNEAN ARTICLES - 6 THE R.A.F. LONG-RANGE DEVELOPMENT UNIT BY THE LATE AIR COMMODORE P.GHEFFERNAN O.B.E.,A.F.C. The breaking of records has always been something that Late in 1937 or early 1938 the Long Range Development man will strive for, whether it be for the fame and glory or for Unit was formed at Upper Heyford in Oxfordshire, under the the commercial advantages that always go with such an command of Wing Commander Gayford, who had previously event. In the air the records of speed, height and long distance down the Fairey long-range aircraft. He had five crews and six have always been keenly contested between the great planes allotted, and three of these crews would make the countries of the world, and by 1935 Great Britain was the actual attempt on the record. Each crew consisted of three holder of all three of these records. However, the U.S.S.R. pilots, who were also specially trained in radio and navigation, succeeded breaking the long-distance record in 1936, and this and so were completely interchangeable. Training mainly put England on her mettle to regain the record. consisted of navigational flights of increasing range, and it was on one of these flights that Flight Lieutenant Frank On the previous occasion a special aircraft had been Gardiner, an Australian serving with the R.A.F., was lost with designed and built by Fairey for the purpose and it was flown his crew. After a flight of some twenty hours, contact was lost by Flight Lieutenant O. R. Gayford and Flying Officer G. E. with the aircraft which was then over the sea to the north of Nicholetts from Cranwell to Walvis Bay in in England; and no trace has ever been found of the crew or the 1933, a distance of 5,339 miles, in 57 hours 25 minutes. The plane. That was me only casualty in the training period. Russians beat this by flying 6,306 miles. When then the re­ equipment of me R.A.F. began in 1936 with the new Unfortunately I have lost the load figures of the aircraft, but monoplane types of aircraft, the Vickers Wellesley, a single- from memory each carried over 1400 gallons of fuel and 50 engined bomber, was selected as being a suitable type to gallons of oil, and the all-up weight was almost double that of develop as a long-range aircraft. The “geodetic" construction the normal Wellesley. Consequently it was necessary to find of the Wellesley virtually enabled every piece of space in the an airfield of sufficient size to enable a safe take-off to be wings and fuselage to be used for fuel tanks. By way of made. Cranwell, with a run of 6,000-odd feet, had been used explanation, geodetic construction resembled a lattice work before, but this was not considered to be of enough length for covered with fabric and relied for strength on the interlocking safety. In addition, the weather m England during December of every piece of the framework. Spars were almost eliminated was uncertain. So it was decided to use the 'drome at Ismailia, and it was found that in the of war this type of construction in Egypt, because a run of over two miles was available for could take terrific punishment. The famous Wellington was take-off. It was intended to leave Egypt and fly a great circle built on the same principle. course to Darwin, and, if fuel permitted, to continue if possible to Brisbane. If this could be done, a flight of over 8,000 miles The fuselage of the Wellesley was roomy enough to carry could be made. the three crew in moderate comfort and a small bunk was installed to allow one member to rest at a time. The front seat I left England in August 1938 and rather lost touch with the was modified to allow the back of the seat to fold over, so that L.R.D.U. except for odd letters from some of the crews. I was pilots could change places while the aircraft was flown by the therefore pleasantly surprised to learn in September 1938 that automatic pilot. The armament was removed and an extra tank I had been appointed the officer-in-charge of the Australian war placed in the bomb bay and the bomb doors were sealed end of the flight. I was given four Ansons and three crews, and over. Additional fuel tanks were placed in the wings and the I captained the fourth aircraft. We were to be responsible for fuselage and an enlarged oil tank was also installed. The the transportation of the R.A.F. ground crews, who would be engine was the standard Bristol Pegasus of 925 horsepower flown out from England to maintain the Wellesleys, and also as was installed in all Wellesleys. The details of the radio and for the arrangements for accommodation and entertainment of other fittings escape me at the moment, but I feel sure that the air crews. Each Anson carried a pilot, a radio operator and I'. standard service equipment only was used. a second pilot whose basic training had been either a fitter or rigger. I was to fly to Darwin via Richmond, Brisbane,

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Cloncurry, Daly Waters and Katherine to check on the special three weeks in hospital and eventually returned to England by stocks of "Avgas" laid down at I these points for the ship with the crew of the crashed aircraft. Wellesleys, if they should land beyond Darwin. From Sydney we went to Melbourne, Hobart, Adelaide and On 29th October 1938 we left Laverton and arrived at Perth, with the usual round of celebrations in each city. In Darwin three days later. As there was no certainty as to where Hobart, Hogan received news of his promotion to squadron the Wellesleys would finally land, I decided to leave three leader. We left Perth on December 15th for the last leg to Ansons at Darwin and myself return to Cloncurry. I instructed Darwin and got as far as Port Hedland that night. Next the crews at Darwin to be on a five-hour standby, as that was morning the Ansons started for Darwin and landed d Derby for estimated to be the earliest warning we would get of the fuel. The Wellesleys, with their range, intended to do the Wellesleys' approach to Australia. I returned to Cloncurry the Perth-Darwin run non-stop and had left Perth this morning next day as I had a bit of work to do on my own Anson and also. wanted to get on with it. When I investigated the work to be done I wished that I had remained at Darwin, because it While we were refuelling at Derby, my radio operator involved a major repair job on the tail plane, which had been intercepted an S;OS. from Hogan to the effect that he was struck by a flying stone on take-off. There was no suitable making a forced landing, due to a broken oil line, somewhere hangar at Cloncurry, so we had to work in the open. With in the Leopold Ranges between Derby and Wyndham. Luckily temperatures of over 100 degrees we worked from dawn to the direction finding station at Port Hedland got a snap bearing about 1100 hours, and also in the evening. Despite the lack of on the aircraft's signals as it was coming dawn and the other a hangar, there was a good workshop on the 'drome and we plane. Combe's, watched Hogan land on about the only open had the job done in two days, and thereafter relaxed. Each space in that area. As soon as I heard that Hogan was down morning I visited the radio to check if the alert signal had safely, I took off and flew along the bearing line until I located arrived, and it was not until the morning of the 6th November the plane, about 130 miles north-east from Derby. They were that it came. That still gave us about two days before they down on an old dry swamp site and about 100 yards from a would reach Australia. water-hole. As they were carrying emergency rations, there was no panic about food and water, so I dropped a note telling By way of company while I was in Cloncurry, I had Frank them that I would be over the next day with food and details of Wright of the Shell Company and John Ryland (now general any rescue that would be arranged. It should be explained that manager of T.A.A.), who had flown up in the Shell Company's the radio sets in the Ansons were not equipped for voice Percival Gull. We kept ourselves amused with a bit of sight­ transmission, otherwise we could have talked to them. I seeing and some shooting. Otherwise we patronised "Mum" directed them to the waterhole. Miller's hotel. This was about the only hostelry in Cloncurry, and the drinking facilities were remarkable in that the only size That night we had a conference with the police and other of glass seemed to be schooner. Irrespective of what went officials in Derby and two possibilities for rescue were into it, the cost was two shillings. Closing time seemed to be a discussed. First, we could contact Mount House Station on the very flexible hour which, with temperatures over the hundred pedal radio and get them to take a party to the crash, about mark, was very satisfactory to all concerned. sixty miles, but after being rescued the crew would have to travel by rough road back to Derby, and this would take up to About 1100 hours on the 7th November I was notified that three weeks. The alternative was to contact the aborigine the Wellesleys were near Java, and at 1400 that two had station at Munja, on Walcott Inlet near King George Sound, landed at Darwin and the third at Koepang. After refuelling, and seek their assistance. This station was only about forty this aircraft had flown on to DanA/in. The two planes that had miles from the crash, and there was a small airfield at Munja. reached Darwin broke the Russian record by some 600 miles, making the new record 7,162 miles or a time of just over 48 It was reckoned that we could get the crew out in under a hours in the air. These aircraft were captained by Squadron fortnight by using Munja. So Mr.Burgin, the manager of the Leader Richard Kellett (crew. Flight Lieutenant Richard station, was contacted and he agreed to go to the crash. He Gething and Pilot Officer Maurice Gaine) and Flight Lieutenant gave us the dimensions of the Munja airfield, and Andrew Andrew Combe (crew. Flight Lieutenant Brian Burnett and Combe calculated that, by lightening the Wellesley to bare Sergeant R. B. Gray). Flight Lieutenant "Rupert" Hogan, with essentials he could land and take off safely. Flying Lieutenant George Musson and Flight Sergeant Dixon were the third crew. Kellett explained that unexpected head After these details were complete, I discussed with Combe winds had spoilt the chance of breaking the record by a what should be dropped by way of provisions. My suggestion greater margin. was some flour, meat, tea, sugar and a couple of billies and a water-bag. Combe asked we what the flour was for, so 1 Leaving Cloncurry the next day, I arrived at Darwin some explained what a damper was. He was aghast at such a six hours later. It was very pleasant to renew the suggestion and explained that there were no cooks in the acquaintances I had made in England with all the crews, and, party. I thereupon told him to prepare his own menu and we after three days rest in Darwin, we in the Ansons picked up the R.A.F. ground crews, who had arrived at Darwin by civil air line some days before the Wellesleys, and departed for Brisbane. During the stay In Brisbane, Wing Commander Gayford arrived by K.L.M. from Egypt and took over command of the Wellesleys.

The R.A.F. crews were feted right royally in Brisbane and Sydney, and their only complaint about Australian hospitality was that, there was too much of It. On one of the flights in Sydney one of the Wellesleys had an engine failure and forced-landed near Richmond, being badly damaged in the process, but luckily with no personal damage. Another misfortune struck when Squadron Leader Kellett was taken off to hospital with some undiagnosed "wog". He spent about W/C Gayford, F/L Bunnett, F/L Hogan, F/L Heffernan

167 AHSA Aviation Heritage would deliver it. He produced a list of tinned meats, fruit, burns that he did get, he slowed up the marching pace of the asparagus, bread, butter, tea, sugar, a tin opener, a billy, and party. Despite this they arrived back at Munja on the afternoon sundry small tins of savoury content - and to cap it all, a bottle of Christmas eve, and Andrew Combe made two trips, of whisky and a block of ice! As we had no supply-dropping bringing out two on each trip. Even though Munja had only 'chutes in those days, we had to improvise. We packed the about 1,000-feet run, the Wellesley had no trouble in landing tins into a sugar sack with sawdust and straw, and then put or taking off. that sack into a bigger one and kept the two apart with small branches and more straw. The ice was just chucked out of the To celebrate the safe return of the v\/anderers, the publican window of the aircraft. of the Derby Hotel turned on a "niner", and so we had a very happy Christmas eve. Dixon's burns were not serious and the The next day I took off at first light and flew over the local doctor soon put a few patches on them. During our stay stranded aircraft and dropped the supplies with a message we lived with Bob Rowell, the Shell agent and general giving details of the rescue arrangements. From there I flew factotum round Derby. He was a tower of strength and did towards Munja and identified Burgin's party by a smoke fire. everything that he could to help. The 'drome was seven miles He had made good time and was already about five miles from out of the town and he placed transport at our disposal and Munja. He had for company two aborigines and a dog, and his organised shooting trips for the R.A.F. crew, who managed to tucker consisted of some flour, meat, tea and sugar. As soon shoot a couple of crocodiles and kangaroos. One of the 'roos as I had identified Burgin, I climbed to 5,000 feet and flew had a joey in her pouch, which I collected and fed on milk from directly towards the aircraft, and so gave Burgin a course to a baby's bottle. I managed to fly it back to Laverton, hanging in walk. He covered the distance in three days, and each day an old sock inside the Anson. However, the winter proved too one of the Ansons would repeat the procedure of checking his much for it, and that was the end of joey. My signals to the oil course. Alter leaving Burgin on the first day I hew over Mount depots on the return trip caused some head scratching. They House station and dropped a message thanking them for their would read something like this: "Shell - Ceduna. 400 gallons offer of assistance and told them of the arrangements. Avgas, 10 gallons oil and one pint milk required 1000 hours 28 Dec." We refuelled joey first and then the Ansons. Burgin told me later that he was met at the aircraft with an iced whisky and water and dined in style off the tinned On 27th December we set out for Perth, somewhat delicacies that we had dropped to the airmen. We did a supply overloaded with our own crews and the spare crew of the drop each morning, and a check on the distance covered by Wellesley. At Perth we parted company with the R.A.F. after a very interesting and enjoyable two months. Andrew Combe flew the remaining aircraft to Singapore via Darwin, and the remainder of the party returned to England by sea.

Readers may wonder what happened to the stranded aircraft: Late in 1939, I think, a couple of enterprising Perth lads took a six wheeler truck and a case of dynamite, and somehow blasted a track into the plane. Except for a bit of weather effect, they found it untouched, maybe because of the notice the crew wrote on it before they left: "Do not touch - Air Ministry property". However, the lads managed to dismantle h without further damage, even though they had never seen a Wellesley before, and transported it back to Perth. They sold it to the R.A.A.F. and when last heard of it The L.R.F crews. was being used as an instructional aircraft for technical the party each evening. The visibility remained excellent trainees during the war. Possibly one of our readers could throughout the whole operation and, as the smoke from the disclose the ultimate fate of the aircraft. camp fires could be seen for at least thirty miles, identification was very easy. Occasionally we were foxed by other native The irony of the whole story is that had we known what camp-fires, but generally hit our mark the first time. was wrong with the plane it could have been fixed in half-an- hour. Six inches of high pressure rubber hosing, two hose One very funny incident that sticks in my mind occurred on clips to mend the broken oil line, and four gallons of oil would the third day of the return trip. I arrived over the party and have made the engine serviceable, and the tyre that was found them making a brew on some big flat rocks in fairly punctured in the landing would have had to be mended. Once open country. Dropping the bag of supplies, I then came round that was done, it would have been easy to clear a short for the ice drop. Through some fluke, the angle at which the runway and fly the plane out. ice hit the rock was such that it did not break up but slid along at the rate of knots. We were dropping from twenty feet and at Anyway, we finally returned to Laverton on 29th about 80 m.p.h., which was as low as I could throttle the December. As a finale to the story, it was gratifying to read Anson back to. The next thing I saw was the dignified and that the officers of the record breaking planes had been portly figure of Wing Commander Gayford sprinting across the awarded the Air Force Cross and the sergeants the Air Force rocks and being rapidly overtaken by a 56-lb. block of ice. Medal. Mr. Burgin received a letter of commendation from the Luckily the Ice broke up before overtaking him, but the picture Air Ministry. If my memory is correct, the record of 7,162 miles of “Ossie", with shirt tails flapping, will always stay with me. for one fill of petrol still stands; but with air-'to-air refuelling, Incidentally, the ice we I dropped was the first that the aircraft have since circled the world without landing. aborigines had ever seen, and they were mystified as to what it was. They called it hard water. For the record, we dropped The Long Range Development Unit was disbanded when three bottles of whisky and, despite the primitive methods, all the crews returned to England. I met several of them during arrived intact. the war years. The crews of the L.R.D.U. were a gallant lot and it is a pity that such deeds are so soon forgotten. It is my That night Sergeant Dixon upset a billy of hot tea over his hope that this article will revive some thoughts of this foot. Although his boot saved him from serious burns, the magnificent chapter of R.A.F. history.

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