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EDITORIAL EDITORS, DESIGN & PRODUCTION First of all, let me thank all that have contributed since the Bill and Judith Baker iast issue on a great variety subjects. Upcoming issues will Address all correspondence to; benefit from this largesse. Don't stop, keep up the good The Editor, AHSA, work, it is very much appreciated by the Editorial team. P.O. Box 2007, South Melbourne 3205 Victoria, Australia. The Treasurer and I have gone over the Societies income 03 9583 4072 Phone & Fax and expenses and have drawn up a budget to cover the E.mail: [email protected] balance of this year. Like many Australians, the Society is a victim of the dreaded GST. We should have raised the subs, Subscription Rates; last year to accommodate this, but coupled with a 11% Australia A$40. increase in our printing costs, this means unfortunately, that Rest of World A$60. next years subscription will be increased. I write this to give Overseas payment to be in Australian you adequate notice of this intention, as quite a few of the currency by International Money Order or Societies' members, as I am, are on a fixed income. Bank Draft. Overseas personal cheques cannot be accepted. Editors wish list; Priority 1; First to Fly in Australia.( Still waiting) Articles for Publication; Any facet of Australia's aviation history, Malaya, GAF Are to be on an Australian theme. Nomad, Korea, Vietnam, anything that interests you and can The Editor reserves the right to edit any be printed. How about the history of Airbus in Australia? Or article accepted for publication. some photos out of your collection? Payment is not made for articles. Please include sufficient postage for the Cover: To introduce Ted Fletchers article on West return of originals if that is required. Australian DH-66's, this wonderful shot taken at Maylands. A - H and the Computer; Contributions for Photo courtesy of Aviation Heritage Museum, Bull Creek, the Journal are most welcome in any form, WA. but if you have a computer, exported on a 3V2" disc in ASSCII format (plain text), or Next Issue; Volume 32 Number 3 will be in your letter-box in WIN 6, would be just great! (Include hard the first week of September 2001. copy also). However Macintosh discs can be translated. All photographs submitted will be Contents; copied and the originals returned within 5 47 Pre-War WAN0.4DH-66 Edward Fletcher days of receipt. 53 TACA Roger MacDonald Disclaimer; 58 Trans Oceanic Airlines John Wilson 1. Whilst every effort is made to check the 72 Oh Dear 5 Wills-Cookson authenticity of the material and advertising 73 Australian Test Pilot Dennis Newton printed, the Publishers, Editors, and the 81 Silver City Survey Neville HAyes Aviation Historical Society of Australia and its 84 57 Years on Walter Venn Office Bearers cannot accept responsibility for any non-performance. 2. The views expressed in 'Aviation Heritage' are not necessarily those of the Meetings of the AHSA; AHSA or its Editors. Melbourne Branch: The fourth Wednesday in every month, 7:30 at the Airforce Association, 4 Cromwell Street, AVIATION HERITAGE South Yarra. Further information - Keith Meggs 9580 0140. ISSN 0815-4392 Print Post Approved PP 320418/00017 NSW Branch: The first Wednesday in every month 7:45 ALL RIGHTS RESERVED Studio 1 at the Powerhouse Museum, enter from the e200.byth.Publishm; Macarthur Street end. Further information Warwick THE AVIATION HISTORICAL Bigsworth 02 9872 2323 SOCIETY OF AUSTRALIA INC., Queensiand Branch: The iast Friday in every month 7:30 A0033653P ARBN 092-671-773 at the RQAC Archerfield. Meals available. Contact Richard P.O. BOX 2007, Hitchins, 07 3208 9810 SOUTH MELBOURNE, VICTORIA, AUSTRALIA AHSA Aviation Heritage

PRE-WAR CIVIL AIRCRAFT OF WESTERN AUSTRALIA By EDWARD FLETCHER

VH-UJP, City of Adelaide, prepares for departure. Photo via M. Prime

No. 4 De Havilland DH-66 Hercules In February 1927 the Commonwealth Government cargo on a State route, he saw this as an excellent initiated moves to link Perth and Adelaide by air. The opportunity to acquire real airliners that could lift more primary purpose of the service was to carry local mall to mail, passengers and freight than he had ever done the eastern states and enable mail from the United before and over an interstate route. So the immediate Kingdom to reach Adelaide and Melbourne two days question arose as to what type to name in his tender. quicker than by sea. Nothing came of the proposal at that In 1925 the de Havilland Aircraft Company were time but the matter was revived in 1928 and tenders were asked to submit a design for an airliner to be used by called for a subsidised service between the two cities. Imperial Airways Ltd on the Cairo to Basra route. The Among other requirements, the tenderers had to submit specification called for a large, multi-engined machine, the cruising speed and the type of aircraft they proposed robust enough to withstand the rigours of tropical service, to use on the route. Only two companies tendered. West and with sufficient reserve of power to operate in the hot Australian Airways (WAA) managed by Norman Brearley air of the region. Their design, which bore the Type and the Larkin Aerial Supply Co. There was little surprise Number DH66, was accepted and five aircraft were when it was announced that WAA had won the tender ordered. No type name was allocated until June 1926 which was valid for five years. when a student from Eton College won a competition in Unlike the subsidy for the North West service which the Meccano Magazine to find a suitable name with the was based on mileage flown, the basis of this subsidy was suggestion of Hercules. The prototype left Croydon to weight of mail carried . The successful tenderer would be take up station on 20 December 1926 and by March of the guaranteed £380 per trip if up to 600 lbs of mall were following year, all five aircraft were in service. They carried and would receive 12 shillings and eight pence for performed extremely well under the tropical conditions and every pound carried in excess of that weight. However, If soon built a reputation for reliability and stately, unhurried an average of 800 pounds or more were carried for four progress. A total of 11 aircraft were built of which four consecutive months, the subsidy would be Increased to came to Australia. £760 per trip. This clause was to play a vital part in the It was the largest aircraft that de Havilland had yet way that Norman Brearley decided his best course of produced and was a biplane with conventional wood and action and was to play an important part in his fabric-covered wings but as the traditional plywood and relationships with officialdom over the next few years . spruce, fabric-covered fuselage was considered With the north west service about to be extended to unsuitable for the tropics the frame was made instead Wyndham, WAA would soon be flying 6,000 route miles from steel tube, covered with fabric and with two large per week and Brearley’s dream of retaining his position as plywood boxes suspended inside it forming a one of the major operators in the Southern Hemisphere commodious cabin and a cargo hold. While the two pilots was close to being realised. occupied an open cockpit in the nose, the radio operator If Brearley had decided to treat the whole exercise as was accommodated in the cabin with the seven a purely mail carrying service, he could have chosen the passengers and up to 465 cu. ft. of mail. Power was DH 50A or the DH 61 and that choice would have been supplied by three 420 hp Bristol Jupiter VI direct-drive acceptable to the Department. However, he had his goal radials, one in the nose and one in each lower wing, giving set much higher and after working for eight years with sufficient power for the aircraft to fly and slowly climb on aircraft that could only carry two to four people and limited two engines while one-engine performance would enable

47 AHSA Aviation Heritage

a 30 mile controlled descent to the ground. The large size United Kingdom. Mail boats from the UK arrived in of the aircraft was emphasised by the massive three-fin Fremantle each week early on Tuesday morning. The mail biplane tail. for the eastern states was to be rushed to Maylands and placed on a waiting DH66 which would fly to Forrest that day, spending the night there, and flying on to Parafield on Wednesday in a second DH66 which had been waiting at Forrest. Arrival time in South Australia was to be early afternoon, in time for the cargo to be placed on the Adelaide to Melbourne express which departed at 4.30 pm. The mail could then be delivered in Melbourne on Thursday. Return mail to Perth would travel from Melbourne to Adelaide by train on Saturday evening to be loaded on the DH66 at Parafield on Sunday morning. Forrest was reached that day and Maylands on the Monday afternoon, just in time to catch the mail boat for Europe which departed late in the Mechanic George Gurr alongside the Bristol Jupiter VI direct drive radial as used in the afternoon. If everything worked out DH66 Hercules. Photo via F. ColQuoun correctly, it enabled people in Adelaide It was designed and built with an almost total disregard and Melbourne to receive a letter from for aerodynamic cleanliness, having the “built in headwind” the UK and have the reply on a boat to Europe four days so characteristic of British aircraft of the time. As a result, later, a considerable saving In time. cruising speed was listed as 110 mph, but in service 100 From the very beginning of the service, Brearley knew mph in still air was considered more realistic. Operating that the basic subsidy of £380 per trip was insufficient to costs were high as the three Jupiters consumed a total of make a profit. He had to devise a method of reaching the one gallon of fuel every minute, restricting the range to magic 800 pounds of letters per trip to double the subsidy under 600 miles and Imperial Airways received a subsidy permanently. He engaged the services of a real estate of nearly £S94,000 per year in order to make the service agent in Perth, Mr J Charles, to attend to the matter and commercially viable. paid him £6,000 to do so.. Charles produced an Brearley considered this to be his best choice and an immediate solution. He posted his sale catalogues of real order was placed for four machines to be delivered to estate on offer in WA to dozens of businesses in South WAA in time for the service to commence in mid 1929. Australia and Victoria on every flight to Adelaide and While the order was placed “sight unseen” Brearley made exhorted the recipients to acknowledge receipt of them by a world tour in the second part of 1928 and not only was return air mail. It was an ingenious and quite legal device able to spend some time with de Havilland at Stag Lane but the Post Master General was monitoring the situation but was able to fly an aircraft at Cairo on his way home to very closely. After two months operation, the PMG Australia. On arrival in Perth he expressed his complete reported to the Air Board that the mail loading on the east satisfaction with his choice. bound flights was up to 1,100 pounds per flight and the loading in the reverse direction was less than 300 pounds. His order specified modifications to the original design. The Department was aware that such a trick could be The pilot’s cockpit was to be enclosed, seating used but Brinsmead had stoutly believed that Brearley accommodation increased to 14 passengers and the tall would never stoop to it. skid replaced by a wheel, the resultant reduction in drag necessitating the fitting of wheel brakes. This modification The remedy was simple. The PMG quickly introduced was not entirely satisfactory In practice due to the rough a regulation limiting the carriage of certain types of mall to nature of the Forrest landing area, a problem solved by 50 pounds per flight unless special permission was the WAA engineers who fitted two steel shoes on each granted to do otherwise. It was the end of the attempt to side of the tail wheels to act as skids to lift the wheel over get the higher subsidy and, in the long term, a warning to rocks. It was announced in the local press that the Department that they were dealing with an astute passengers amenities would include a toilet and repeater operator. Over the next few years WAA were to pay altimeter, air speed Indicator and clock in the cabin to dearly for the loss of good relations with the Department. enable those on board to monitor the aircraft’s progress For a time the Hercules were everything that the airline but none of these were ever fitted. De Havilland liked the and the public had expected and the service earned high enclosed cockpit idea and incorporated it on all future praise for its efficiency and reliability. But problems other machines and retro-fitted it to the original five. The four than financial were soon to arise which took much of the airliners were ordered at a total cost of £64,000. A further icing off the cake. The DH66 proved expensive to operate £25,000 was spent on the construction of three large as over 900 gallons were consumed on the flight each hangars at Maylands, Forrest and Parafield along with a way—a total of 1800 gallons per week. As headwinds hostel and dining room at Forrest and rest houses at were common on the route, particularly on the east to west Kalgoorlie and Ceduna. sector, there were often flights which arrived In Perth late, The service had been planned by the Government as either delaying the departure of the steamer or forcing it to one whose principal role was to convey mall between sail without the mail. Extra fuel tanks had to be fitted to Perth and Adelaide, particularly the mail to and from the the aircraft very early in their life but even then there were several close calls on their endurance. On one occasion.

48 AHSA Aviation Heritage a flight from Ceduna to Forrest was forced to land in the floor. I too was overcome by dizziness and had to remain Nullarbor ten miles short of the airfield and the passengers with her in this rather unbecoming position until we enjoyed the experience of reaching the hostel by means of reached Kaigoorlie. While the aircraft was being serviced, a Commonwealth Railways rail trolley. workmen removed a couple of empty seats so that my Another difficulty which constantly plagued the service friend could lie down on the trip to Forrest." was the late arrival of the mail boat at Fremantle due to It was fortunate that the aircraft had no serious crashes heavy weather In the Indian Ocean. Unless the DH66 as the seats were little more than wickerwork armchairs departed from Maylands by 1.30 pm, Forrest could not be and were not fitted with seatbelts. Safety was obviously reached in daylight. The answer lay in the Installation of not a prime consideration as Brearley soon dropped the route lighting and Sperry rotating beacons were installed practice of using two pilots on each flight and from every 70 to 100 miles between Maylands and Forrest. December 1929, the aircraft only carried the one pilot and These could be seen from the air for a considerable a mechanic, who was re-titled a flight engineer. The flight distance and enabled safe night flying to be undertaken if engineers were soon given basic ‘straight and level’ flying needed. A Chance landing light was also installed at training by the pilots to relieve them of some of the tedium Forrest and each aircraft was fitted with a searchlight of the long hauls. Jimmy Woods was a very gregarious which could be lowered through the cockpit floor to aid person and would leave the 20 year old Frank Colquhoun unforseen night landings. at the controls and sit in the cabin with the passengers for To operate the service most efficiently, the staging system that had been so successful on the north west route was used. Three aircraft were kept at Maylands, one in active service and two standby machines, and one at Forrest, with a service engineer stationed permanently at the two out stations. Normally only two aircraft were necessary to fly the two major stages and as each / machine was theoretically idle for at least three days between flights, there was ample time to service them. When major engine overhauls were needed, the aircraft would be worked back in stages to Maylands where all major maintenance was done. While the promotional material used by WAA drew a glowing picture VH-UJO running up on the tarmac at Maylands June 1939. of the ease and luxury of the service, quite lengthy periods. On one occasion a lady drew his the reality was very different. The flight consisted of four attention to the fact that a ‘boy’ was flying the aircraft and actual stages with landings at Kaigoorlie and Ceduna to Woods cheerfully told he not to worry “as the boy knew refuel aircraft and allow the passengers a short 20 minute more about flying than he did”. This light-hearted approach break for a cup of tea and a bun. As the aircraft had no to Brearley’s modus operand! was one of the reasons that toilets, this stop was often desperately awaited! Jim Collopy was appointed the first resident departmental Passengers would spend the night in the hostel at Forrest inspector at Maylands and told by Edgar Johnson to “get and it was here that the service really did live up to its Brearley”. image with excellent accommodation and well-cooked fresh meals. It was the usual practice for the aircraft from The work of the DH 66 was not confined to the East- Parafield to Forrest to pick up crates of fresh fish packed West run. Stand-by aircraft were used for joy riding at in Ice at Ceduna for the dining room at Forrest. every available opportunity and charters were sometimes The actual flying conditions were very dependent on arranged. On several occasions, the Hercules flew to the the weather. There were good days but there were some north west, once to the Carnarvon races, once to transport very bad trips over the heated desert at relatively low 30 police to the north west when an outbreak of violence altitude. Lack of any soundproofing meant a high level of had to be tackled and on another occasion to take over a engine noise in the cabin and passengers had to make stage on the north west service when a DH 50A and a constant use of cotton wool for their ears which was held DH61 crashed on successive days, carrying the same “in hygienic containers” above their heads. Air sickness dazed passengers. There would not be many people who was a constant problem which caused some passengers could claim to have started a trip in one aircraft, crashed great distress. Mrs O F Spark of Perth flew to Adelaide and been transferred to another, only to repeat the with a friend In late 1929 and her description of the flight In exercise yet again on the following day! the DH66 makes a grotesque comparison with the same WAA found they could cram 40 joy riders into a DH66 flight today, by removing the wickerwork chairs and putting in timber “As we flew east, stormy conditions developed and the forms along each side of the aircraft. If the flight from aircraft bounced about. Good use was made of the paper Forrest arrived early on Sunday, there were always bags. Disposing of the bags was an art. We slid back the spectators at Maylands watching the aero club flying and windows and risked being covered with the bag’s contents many could be coerced into a flight. On one occasion, Jimmy Woods arrived from Forrest, took on the joy riders as the wind whipped them away. My friend became so ill and taxied out to make his first joy flight only to have the that she could no longer sit upright and collapsed on the engines stop as he turned into the wind due to dry tanks!

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Jim Collopy, the new resident departmental inspector passengers and company executives behind them in the finally reported WAA for these types of activities and the cabins. The 350 mile journey was completed In 3 hours company were prosecuted at least once and fined £200 and 35 minutes, the aircraft flying alongside each other for for breaches of the regulations while Brearley’s licence the whole trip. After the usual welcoming speeches by the was suspended for a month. Mayor, UJO continued to Forrest which was reached in the By 1930 the depression in Australia was starting to late afternoon while UJP remained overnight at Kalgoorlie, affect business generally and aviation was no exception. intending to carry on to Forrest the next day. Brearley and After only one year of service the Hercules were rapidly Heath spent the night at the mid-Nullarbor staging post becoming a liability to Brearley. as their reliability made and during the evening they practiced night take-offs and the need for four machines unnecessary. When Imperial landings to test the lighting facilities that had been Airways City of Teheran crashed in February 1930, he installed. welcomed an offer from that company to purchase one of Early the next day UJO left for Ceduna which was his aircraft. A similar opportunity arose a year later when reached just before 1pm. The afternoon was spent in the City of Cairo crashed at Koepang and Imperial Airways carrying joy riders aloft and the party spent the night at a bought another Hercules from WAA to replace it. The reception given by the local residents. The flight to remaining two aircraft were kept as a stand-by fleet to Adelaide was completed by 1 pm on Wednesday 29 May support the operation of the two Vickers Viastras which making the total flying time between Perth and Adelaide were purchased in 1931 and were finally bought by a New slightly over 14 hours. Three hours later, the second Guinea operator shortly before Brearley sold his airline in Hercules, UJP, arrived, having flown direct from Forrest 1936. that day. The four aircraft bought by West Australian Airways With both aircraft at Parafield, the rest of the week was were the only examples of the type to come to Australia. spent in getting as many Adelaide residents into the air as De Havilland DH-66 G-AUJOA/H-UJO Constructors No. possible, this activity coming to a climax on the Saturday when an aerial pageant was conducted to celebrate the 344, G-AUJPA/H-UJP Constructors No. 345 dawn of the new service with 17 machines taking part. A G-AUJO was the first Hercules to arrive in Western highlight of the afternoon was a display of aerobatics given Australia on 18 April 1929 aboard the motor ship Taranaki, by Jim Molllson who at that time was an instructor at the Initially little publicity accompanied its arrival as the local Australian Aero Club (South Australian Section). The press was dominated by the story of Kingsford Smith’s Governor of South Australia christened UJP City of “Coffee Royale” affair in the north-west of the State and Adelaide. All was ready for the first official departure for the deaths of Anderson and Hitchcock. When that Perth early the next day. excitement had subsided, the local press documented in Brearley could have been forgiven for some words and pictures every phase of the assembly and nervousness over the big moment as memories must have testing of the largest aircraft in Australia. Within 16 days still been with him of the tragic start to his North West of reaching WA, the DH-66 was certified airworthy, and service in December 1921 when he lost a machine and Norman Brearley’s keen sense of business acumen saw two crew on the first day. He certainly had cause for that no time was lost in putting it Into use at Maylands for anxiety on departure time as Sunday 2 June was generally judged by those at the airfield as one of the worst days they could remember in the locality. High winds and dust storms put the flight in doubt but Norman Brearley decided that it must be done. With Eric Chater as co-pilot, G-AUGO took off for Ceduna but conditions worsened, winds reaching speeds of 70 to 80 miles per hour. After covering only 60 miles in 90 minutes, they turned back taking only 30 minutes to regain the airfield in Adelaide. The next day saw wind conditions just as bad and now with heavy rain and the flight had to be abandoned for a second time. The delay however did have a good side as Brearley realised that the range of the Hercules was marginal and the day spent In Adelaide was taken up with fitting a 120 gallon supplementary tank to the machine. A DH66 about to leave Adelaide for the West under the nose of a sister ship. Photo viaM. Prime Finally, on Tuesday 4 May, the service profit. Joy flights were made over Perth and suburbs from began but now there was no hope of delivering the 4 May and In two weeks over 1,000 people had flown in overseas mall to the Orsova In Fremantle, due to sail for the new machine. G-AUJP arrived in the SS Baradine on England on the same day. 13 May 1929 and was airworthy ten days later. The Company’s troubles were still far from over. With On Monday 27 May, the two aircraft left Perth in the the arrival of the Hercules delayed, there was no aircraft to early morning for Kalgoorlie on a proving flight for the new leave Perth for Adelaide on the first west-east trip service, piloted by Norman Brearley and Bert Heath in scheduled for Tuesday 4 June. The third Hercules to be UJO and Stan Brearley and Eric Chater in UJP with 17 assembled was not sufficiently tested for the flight and so

50 AHSA Aviation Heritage a DH-50 had to be pressed into service. However, there could be found for them. As it happened, it was fortunate was 1,100 pounds of mail awaiting delivery to Adelaide, that they stayed in the company as the two Viastras gave much of it first flight covers, and the DH-50 could only lift endless mechanical trouble and the Hercules were often half that amount. An ingenious solution was found. C.H. pressed into service in emergencies. Nesbit would set off from Maylands early on Tuesday morning with half the mail and fly it to Kalgoorlle, returning to Maylands to airlift the remainder to the Gold Capital on the Wednesday morning. When the Hercules arrived in Kalgoorlie on the same morning, the mail for Perth on board would be transferred to the DH- 50 and the Adelaide mail would be loaded onto the larger aircraft which would immediately return to Adelaide. The only losers were the passengers for Perth on the Hercules who would have to finish their journey to Perth by train. It is worthy of mention that Hercules to the rescue! VH-UJO at Zanthus on the Nullarbor with a replacement engine for Tuesday 4 June 1929 was a Viastra VH-UOM in January 1933. memorable day at Maylands. In addition to Nesbit flying to Kalgoorlie and back in one day, In 1935 Brearley made further efforts to rid his airline a feat that had never been performed before, the airfield of the ‘white elephants’ it had accumulated over the years. saw the departure for Adelaide of two Moths, G-AUGS He turned to New Guinea, which up to then had been a flown by Captain Hugh Grosvenor in completion of his traditional dumping ground for surplus and worn out round Australia flight and the other, VH-UKM carrying aircraft. He offered both Hercules and two DH-61 Giant Laurie Smith and Harry Baker to the same city. Moths to Guinea Airways, for a total of £14,000, threatening to open up a rival airline in the Territory if his When G-AUJO finally arrived back in Perth, it was offer was not accepted. Despite good advice to the formally named City of Perth by the wife of the WA contrary, Guinea were sufficiently short of aircraft to agree Governor at a small ceremony at Maylands. Both aircraft to take the Moths for £4,000 but refused to take the then settled down to regular flights on the Perth to Hercules. Adelaide run with occasional charter trips to country areas on special occasions. Their operations were very reliable In 1936, with the demise of his company imminent, and the only records of trouble en route occurred with G- Brearley finally managed to find a buyer for the two DH-66 AUJO on 28 December 1932 when Stan Brearley made a machines in the person of E.J. Stephens of Stephens forced landing just east of Ceduna with bearing problems Aerial Transport at Wau, New Guinea. VH-UJP City of In one engine and In November 1933 when J. Woods Adelaide left Maylands on 1 April 1936 with Brearley and made a forced landing at Nangeenan due to overheating Stephens as pilots and Harry Baker, E.C. Monck of New In one engine. The other aircraft had minor problems, Guinea and Mr R. Stephens, the brother of the new owner, Chater force landing 10 miles short of Forrest due to fuel as passengers. Baker left the aircraft at Adelaide and shortage on 29 October 1929 and Woods making a other passengers variously joined and left over the legs to precautionary landing at Southern Cross on 28 July 1931. Sydney, and New Guinea. The flight was delayed by heavy rain at Cape York for several days but finally arrived One problem that was encountered with UJO had at Wau on 15 April 1936. The City of Perth had been nothing to do with the operation of the aircraft but related lying idle at Forrest since 1934 and when Stephens was to the serial letters. On 29 March 1929, the owners of all ready to take it into his fleet in early 1937, Jimmy Woods, aircraft on the Australian register were notified that they now flying with MacRobertson Miller in WA, was the only must alter the registration letters on their aircraft from G- person who could be found who was able to fly It. Woods AUxx to VH-Uxx and that such change to be completed obtained leave, went to Forrest with his wife Mollie, and within one year. Brearley typically put this task at the after working on the aircraft for three days renewing wiring bottom of his list of priorities and it was not until August and servicing the machine generally, flew VH-UJO to 1930 that he advised the Department that the change had Sydney where it was dismantled at Mascot, crated and been made to ail his fleet with the exception of the shipped to New Guinea. Hercules. It was not until 8 January 1933, nearly four years after the Initial directive, that G-AUJO was changed In spite of their ungainly size and slow speed, the two to VH-UJO and came into conformity with the regulation, aircraft had four successful years of work in the Territory. the last aircraft in Australia to do so. It was not surprising They were never withdrawn from service due to that the Acting Controller of Civil Aviation nurtured a obsolescence, both coming to violent ends. VH-UJO profound dislike of Brearley’s attitude as his action in this encountered a gale on 6 February 1941 and crashed Into matter had kept the department’s file open for 28 months the jungle on a flight from Salamaua to Way. When a after every other aircraft in Australia had been changed! rescue party found the remains some days later, pilot Frank Buchanan and his native passenger were dead. The In February 1931, the first of the Vickers Viastras aircraft was reputed to be overloaded by some 500 to 600 commenced flying duties on the transcontinental route to pounds. VH-UJP took off from Wau on 27 July 1940 with be followed by a second in October of the same year. The C.F. Moore at the controls on a flight to Salamaua but Hercules were now virtually redundant and two were sold was Immediately engulfed In cloud and became lost. After to Imperial Airways and the remaining pair (G-AUJO and flying for 90 minutes his fuel supply was exhausted and he G-AUJP) were held as reserve aircraft as no purchaser

51 AHSA Aviation Heritage was lucky to make a forced landing in the sea off flown to Darwin in the hands of J.F. Nicholas with Fred Salamaua only a few yards from the shore. The Flercules Sexton on board as the engineer. They were was salvaged and repaired but was finally destroyed by accompanied by Captain R.P. Mollard and W.L. Garner the Japanese In 1942 and struck from the register on 11 from Imperial Airways who were to take the aircraft on to March 1942. Timor after wireless had been fitted in Darwin. The only De Havilland DFi-66 G-AUJQ Constructor’s No.346 cargo carried was some mail for Darwin and a case of apples grown by Mr G. Simpson of Karragullen in WA and This aircraft, the third to arrive in WA on the 18 May destined to be flown on to London as a gift from Western 1939 aboard the SS Mahia, entered service on the Perth Australia to Flis Majesty King George V. The aircraft left to Adelaide run but did not see as much service as the Darwin on Tuesday 19 May 1931 en route to Karachi with City of Perth and the City of Adelaide. On 4 December mall. 1929 the port tyre blew out while in flight between Perth The Flercules was subsequently placed on the British and Kalgoorlie and as no spare was carried at the gold register as G-ABMT and named City of CapeTown. It capital, Pilot Woods requested a replacement from made its first flight to South Africa arriving at Cape Town Maylands. Brearley telephoned him and suggested on 21 December 1931 and remained on the service for stuffing the tyre with grass to which Woods replied “There nearly one year. In October 1932 the DFI-66 was acquired isn’t enough grass here to feed a rabbit” Fie got his tyre by Sir Alan Cobham and used at the Cape as the principal the next day. UJQ was never named and was only used aircraft in his touring air pageant. In March 1933, It reverted to Imperial Airways who sold it to the South African Air Force In July 1934 when it became serialled 261 in that service. They got good value from the machine, operating it until 1943 when it was scrapped. De Havilland DH-66 G-AUJR Constructor’s No. 347 This aircraft, the last to arrive in i Western Australia aboard the SS ^ Balranald on 11 June 1931 was the I Cinderella of the fleet. Little used, it ^ was only eight months old when It was the biggest aeroplane ever to come to Australia at the time and the awe struck lady Imperial Airways offered to purchase it emphasises that point The port wheel of C-A UJQ is off for repair. to replace their Hercules City of m I I Teheran which sporadically after mid 1930. when it had been was relegated to stand-by duties. damaged beyond repair in a crash On 19 April 1931, the Imperial landing at night at AinA/ays DH-66 City of Cairo ran Gaza. Brearley, short of fuel in very bad weather ‘ i J with the realisation while on its way to Darwin with the siiil p that he had too first experimental England-Australia many aircraft for air mail and crashed at Koepang. A I the work offering, replacement aircraft was needed I agreed to the sale, urgently and West Australian i It made its last Airways offered to sell the English I flight for WAA on airline G-AUJQ. Brearley made a 1 28 April 1930 condition of the sale that it would be flying Forrest to flown to Darwin by his crew and Jimmy Woods at Prosser's garage in Kalgoorlie with the re-tyred port wheel and many young helpers. Perth and was offered seats to the public for the ferried away by the trip at £5 per stage up the WA new owners in June 1930 being re-registered G-ABCP coast. However, the Civil Aviation Board raised objections and named City of Jodhpur. to the sale claiming that the long oversea crossing between Australia and Timor was too dangerous. This In November 1935 the aircraft hit soft ground while was a puzzling decision as the Hercules had three taking off near Lake Salisbury, Uganda and was damaged engines and a satisfactory two engine performance. beyond repair. Brearley flew to Melbourne and conferred with Lt. Colonel Brinsmead of the Board and obtained agreement for the References flight provided West Australian Airways replaced the Hercules with an aircraft of equal or better performance. It De Havilland Aircraft since 1909 A.J. Jackson Putnam 1962 is probable that the department were highly suspicious of Wings of Gold James Sinclair Pacific Publications 1978 Brearley’s ability to satisfactorily maintain the East-West Australian Aviator Sir Norman Brearley Rigby 1971 service as this was the second machine he had sold to Western Airways Dr Leigh Edmonds Murdock University 1991 Cockpit and Spanner F.B. Colquhoun (in preparation) Imperial Airways and seriously considered blocking the Oral History - Bob Giles Civil Aviation Historical Society of sale. Australia (WA Section) The delay in obtaining permission for the flight saw the The Brearley Cuttings Aviation Heritage Museum of WA intending passengers withdraw and the Hercules was Flying Log Books Jimmy Woods

52 AHSA Aviation Heritage

Avro Anson VH-BAK being refueled from drums at Cloncurry during her period of service. (Via Geoffrey Goodall) This little known Australian airline based in Townsville, North Queensland had a relative short life but gained notoriety by becoming a pawn in the route rationalization between Trans-Australia Airlines and Australian National Airways Pty Ltd during the early 1950’s.

Townsville and Country Airways Pty Ltd was founded later in the month while the second, VH-BAK was added during March 1947 by four ex RAAF aircrew, J. on May 23, 1947. An additional two Ansons, VH-BBX and Montgomery, R.& W. Casey (Casey Bros.) and James VH-BBW were acquired during the life of the company, but Davis, all Townsville residents. From various records it one of the original pair, VH-BAK suffered an undercarriage appears James Davis association with the company was collapse at Julia Creek on January 24, 1948 which badly only for a short period. The aim of the new company was damaged the wing. However, the fuselage relatively to operate regular passenger and freight services between undamaged, was taken back to Townsville for use as Townsville and Mt. Isa via Charters Towers, Richmond, spares. Julia Creek and Cloncurry. Charter services between Townsville and Mt. Isa commenced shortly after the first two aircraft were On the formation of the company, two Avro Anson acquired in 1947 with Department of Civil Aviation records aircraft were purchased from G. Montgomery of indicating the company became licenced as an airline Maryborough, Queensland who had purchased both from operator in June. Regular scheduled services commenced the CDC on January 23, 1947. On March 11, 1947 in September with the Timetable allowing for twice weekly Registration application was made for each by Townsville services in each direction between Townsville and Mt. Isa & Country Airways Pty Ltd., C/- J. Montgomery & Casey with calls at all centers. The airline became a well Bros., Townsville. organized operator providing a valuable service for residents and businesses at the centers served, putting The first Anson, VH-BAJ was added to the register them in regular and fast contact with the “Capital of the North” - the large city of Townsville, TOWNSVILLE & COUNTRY AIRWAYS which was the distribution point for most goods required throughout northern Queensland. TOWNSVILLE-CLONCURRY-MT. ISA

Miles Airports of T ue.Fri. Airports of Wed,Sat. The large mine operators at Mt. 0 TOWNSVILLE...... dep 10 00 MT. ISA ...... dep 8 00 Isa and Charters Towers found the 64 CHARTERS TOWERS arr 10 35 CLONCURRY ...... arr 8 35 dep 10 50 „ dep 8 50 service of great benefit for moving 273 RICHMOND ...... arr I2t40 JULIA CREEK ...... arr 9 30 personnel, obtaining machinery dep I 10 ...... dep 9 45 364 JULIA creek';!!:!!!:.!!] arr I 50 RICHMOND ...... arr 10 30 spare parts and other urgent needs dep 2 10 „ dep 10 45 rather than relying on slow rail 443 CLONCURRY !!!!!!!!!!!! arr 2 50 CHARTERS TOWERS ... arr 12 35 dep 3 10 „ dep 12 50 services which also connected 508 MT. ISA arr 3 45 TOWNSVILLE arr 30 these centers from Townsville. t A meal is served on the ground at this port. Even though T.A.C.A. had established a reliable service with The April 1948 T.A.C.A. timetable as published in 'The Official Airline Guide' their Anson aircraft, the route soon

53 AHSA Aviation Heritage

attracted the attention of the expanding Trans-Australia attention be given to the establishment of services Airlines. However, the airline at this time was not Townsville - Cloncurry and Rockhampton - Longreach. authorized to operate services within the state. The Commission directed its General Manager to All airline routes within Queensland were covered by undertake urgent consultation with Qantas Empire Airways the Queensland Transport Facilities Act 1947 which and the State Commissioner for Transport with a view to nominated Qantas Empire Airways as a licenced operator framing proposals mutually acceptable to all three parties. within the State. In response to an application by T.A.A. to The preliminary consultations have revealed the following operate certain air services, the Director General of Civil information:- Aviation, Air Marshall Richard Williams wrote to the 1) The State Commissioner for Transport has granted a Minister for Air, The Honourable Arthur Drakeford on licence for a Rockhampton - Longreach service to January 16, 1948: Aircrafts Pty. Ltd. i.e., the Commissioner will not issue a licence either to Qantas Empire Airways or to the Dear Sir: Commission for operations over the same route. Operation of new air services tn Queensland by T.A.A. 2) A licence is in the course of issue to Qantas Empire You will recall that at the time the Queensland Airways for a Townsville - Cloncurry service to be Transport Facilities Act 1947 becarne effective, so far as operated via Julia Creek and Charters Towers with DC-3 concerns the licensing of air services in Queensland, the aircraft, but the Queensland Minister for Transport has Australian National Airlines Commission was not verbally intimated that approval will be given for the authorized under its Act to engage in intrastate air establishment and operation of this service to be services. Consequently it was decided that Qantas Empire undertaken by the Commission subject to the concurrence Airways should apply for licences for certain of the new of Qantas Empire Airways. (The company has expressed routes in Queensland recommended by the inter­ verbal agreement with this course and written confirmation departmental Committee, with the intention that these will follow at an early date) licences should later be transferred to the Airlines The letter went on to list various route which had been Commission - it being the ultimate objective to have given to Qantas, then continued: domestic services operated by T.A.A. rather than Q.E.A. 3) It is the Commission’s desire to press forward with the The letter then lists various route applications by establishment of a DC-3 service between Townsville and Q.E.A., some of which had unofficially been allocated to Cloncurry via Julia Creek and Charters Towers. To this the airline but not advised to the Department of Givi! end, a formal application for a licence has been forwarded Aviation. The letter continues: to the Queensland Commissioner for Transport together It will be noted that Qantas have not, so far as with advice that Qantas Empire Airways will raise no Department is aware, received any indication that licences objection to the issue of a licence permitting the operation for the Longreach - Rockhamptron and Cloncurry - of this service by the Commission instead of by the Townsville route will be issued to them. (Qantas already had a Cloncurry - TOWNSVILLE & COUNTRY AIRWAYS Mt. Isa licence - Author.) On the other TOWNSVILLE-CLONCURRY-MT. ISA- hand, this Department has NORMANTON—BURKETOWN been advised by the Queensland Transport Miles j Airports of Mon,Fn', Wed. Airports of Mon.Fri. Thur. authorities that a licence 0 i TOWNSVILLE dep 7 00 8 00 BURKETOWN . dep ... 7 00 64 CHARTERS ... has been issued to arr 7 35 NORMANTON . arr TOWERS... dep 7 40 . dep ... Townsville and Country 208 HUGHENDEN arr 8 45 9 45 MT. ISA ...... arr 9 00 dep 8 50 10 00 . dep 11 55 9 30 Airways for the route 277 RICHMOND ... arr 9 25 10 45 CLONCURRY.. . arr 12 25 10 05 Townsville Charters dep 9 30 11 00 . dep 12 40 10 15 368 JULIA CREEK arr 10 10 11 45 JULIA CREEK . arr I 20 11 00 Towers - Torrens Creek dep10 15 12 nn . dep I 25 11 10 447 (never included In their CLONCURRY arr 10 55 12 45 RICHMOND .. . arr 2 05 11 55 dep 11 10 I 00 . dep 2 10 12 05 regular Timetable 512 MT. ISA...... arr 11 40 I 35 HUGHENDEN . arr 2 45 12 50 dep 2 00 . dep 2 50 00 Author) - Hughenden — NORMANTON arr 4 00 CHARTERS . arr 3 55 Richmond -Julia Creek - dep 4 15 TOWERS... dep 4 00 BURKETOWN arr 5 00 TOWNSVILLE . arr 4 35 2 50 Cloncurry - fdt. Isa.

On January 20, 1948, The revised TA.C.A. Timetable as published in the October 1948 issue of The Official Airline the Chairman of the Guide. Flights to both Normanton and Burketown ceased during the month. Australian National Airlines Commission, company. The Commissioner has also been informed that A.W. Coles, wrote to his Minister, The Honourable Arthur. a pre-requisite to the operation of this service by the Drakeford: Commision is the written consent of the Premier of Queensland in pursuance of Sub-section (2) of Section My Dear Minister, 19A of the Australian National Airlines Act 1945 as Development of Operations ^in Queensland______amended by Act No. 90 of 1947. The Commissioner has At its meeting on 22^ December, 1947, the been requested to arrange for this consent to be Commission resolved that it should as soon as possible communicated to the Prime Minister. undertake the operations of developmental air services in 4) The foregoing is advised for your information and it Queensland by the direction of the Minister under Section is requested that the establishment by the Commission of 25 of the Australian National Airlines Act and subject to a twice-weekly service between Townsville and Cloncurry, the prior consent of the Premier of Queensland notified in being the first of a possible series of developmental writing to the Prime Minister. It was decided that priority of services in Queensland, be made the subject of a

54 AHSA Aviation Heritage direction by you to the Commission in terms of Section 25 of the Australian National Airlines Act. T. A. C. A. H Yours sincerely, A.\N. Coles - Chairman. U U At the monthly meeting of the A.N.A.C. on February NAME. <£> 16, 1948, it was revealed that T.A.A. made friendly in CD overtures to the owners of T.A.C.A. to co-operate on the CH. TOWERS route (Contested Skies- Trans-Australia Airlines - 3- O- Australian Airlines 1946 -1992- John Gunn P.60 ). 2; However, these were shunned by the airline owners who DATE WEIGHT. elected to further strengthen their association with ► Australian National Airways Pty Ltd. (A.N.A.), their T. A. C. A. £ Managing Agents in Townsville. This caused the quick C3 ca ca •a introduction of a chartered A.N.A. DC-3 on to their route to NAME meet the forthcoming T.A.A. competition. 90 CM CH There is no official record of when the DC-3 service CLONCURRY commenced except as published in “Flypast" - Trevor =1.

Boughton and Neville Parnell P.431 which states DC-3 DATE WEIGHT. aircraft were Introduced from February 11, 1948. Also, the publication “Air Transport in Australia" by D. M. Hocking and C.P. Haddon-Cave 1951, P.181, Indicates the route as at June 30, 1948 was being flown by DC-3 aircraft while the short-lived Wednesday service to Mt. Isa and T,A,C,A, baggage labels - typical of the era. extension to Burketown was flown by T.A.C.A. Anson actually included in the inaugral flight on 1^^ February. aircraft. We had previously been advised that the State A.N.A. were experienced In operating developmental Government Authorities were in accord with the proposal services with their “Stations” route from Cairns to that the western terminal of the service should be Mt. Isa Normanton and numerous stations throughout the Gulf in lieu of Cloncurry as onginally intended. region as well as regular services between Cairns and In informing you of this development, I would request Thursday Island via Cooktown, Coen and Iron Range with your formal advice that your direction under Section 25 of DC-3 aircraft. the Act in request of the Townsville - Cloncurry service may now be taken to cover the Townnsville-Mt. Isa On February 16, 1948, T.A.A. commenced a twice servivce (via Julia Creek, Charters Towers and Cloncurry). weekly Brisbane - Rockhampton - Mackay - Townsville - Yours sincerely, A. W. Coles - Chairman. Charters Towers - Julia Creek - Cloncurry.- Mt. Isa DC-3 (It should be noted, this was the first T.A.A. service, the inland leg being in direct competition with developmental route in Queensland.) T.A.C.A. T.A.A. charged a lower fare of £7.8.0 ($14.80) compared to T.A.C.A.’s £9.17.0 ($19.70) for the Townsville On April 5, 1948, T.A.A. commenced a revised - Mt. Isa through fare. T.A.C.A. soon lowered theirs to Timetable which Introduced a new Wednesday Brisbane match T.A.A. Even though all discussions indicated - Rockhampton - Longreach - Winton - Hughenden - T.A.A. would only operate as far as Cloncurry, the new Charters Towers - Townsville DC-3 service, this being service continued on to Mt. Isa. This is explained in the their second developmental service. At the same time, the following letter from A.W. Coles to the Minister the Townsville Mt. Isa service was re-scheduled to following day, February 17, 1948: commence at Townsville with early morning departures and late afternoon return flights from Mt. Isa each Monday My dear Minister, and Friday. This put pressure on T.A.C.A. by offering a Townsville-Cloncurrv Service : Extension to Mt Isa. more convenient and frequent service, particularly to the 1 refer to your letter of 2:^^ January, 1948, in which you important center of Charters Towers which was now had conveyed your direction, in accordance with Section 25 of connections to Townsville on three days a week. the Australian National Airlines Act, that the Commission operate a service between Townsville and Cloncurry, T.A.C.A. countered by revising their operating times Queensland, via Julia Creek and Charters Towers, and days to operate a return service each Monday and Close contact has been maintained with the Friday at times similar to T.A.A., including Hughenden for Commissioner for Transport, Queensland, and having the first time. Also, a new Wednesday service by Anson been assured of the issue of a State Transport Licence and of the dispatch of the requisite consent of Fast and Fra

55 AHSA Aviation Heritage

company. THUflSDAY t« Bungana Investments Pty Ltd. had acquired a 50% shareholding in T.A.C.A.. The Directors were now listed as Chairman: G.V. Roberts, Directors: F.R. North, J. Montgomery, W. Casey and N HANGE I Manager J.H. Woolrych. Mr. Woolrych was the Townsville Manager of A.N.A.

Official Department of Civil MITCHELL R. Aviation records show the sRUTLAMO PLAINS COOKTOWI airline carried 4,569 pKOOlATAH passengers during the 1948/49 DUNBAR GAL financial year, compared to IVANBOOK 1,637 during the previous year I CAIRNS MIRANDA when figures were submitted to i ADINGD01 j BURKETOWI the Department from March 1, 1948. Operations continued with little alterations over the following years with the last two I TOWNSVILLE company owned Anson aircraft CANOBIE being withdrawn from service CHARTERS lOWEK after serving their last days on I CLONCURRY T charter work. Competition with I (Toppens Creek) T.A.A. became stronger as the I MT l! LIA privately owned A.N.A. were I K MACkay trying to counter the expanding ! Government owned airline. This gfwiNTON competition brought a fourth service in May 1951 when a = Route In competition Sunday return service was with T.A.A. LONGREACH^ introduced. By mid 1952, the BOCI^WPE route had reverted to the previous three return flights = The T.A.C.A. extension toBLACKALL to Normanton and Bupketown weekly and in October, it was further reduced to twice weekly. Map of air routes in North Queensland in mid 1948. Torrens Creek was mentioned in Passenger figures for the official correspondence as being a T.A.C.A. port but the airline never operated services 1949/1950 year showed 6,196 there. A.N.A. and T.A.A. shared the coastal route between Brisbane and Cairns; A.N.A. passengers were carried while operated the ''Stations'* route from Cairns and to Thursday Island while T.A.A. operated 7,745 were carried over the Rockhampton^ Longreachy Winton and Hughenden where it joined the competitive route next twelve months. with T.A.C.A.. The other routes were operated by Qantas Empire Airways Limited Competition with T.A.A. continued and the burden of aircraft to Mt. Isa was Introduced which extended through financial losses were being carried by A.N.A. who tried to to Normanton and Burketown. This put the airline in direct have T.A.A. removed from the route. Similar competition competition with Qantas Empire Airways who also between the two major airlines was taking place In the operated a service to the two gulf centers each Riverina region of N.S.W. where similar substantial losses Wednesday with D.H.83 aircraft, except their service were being incurred by both airlines. commenced at Cloncurry rather than Mt. Isa and called at numerous stations en-route. Because of the length of the In a policy statement to the Australian Parliament on route, the T.A.C.A. Anson returned direct Burketown - Mt. November 21, 1951, the Prime Minister, Robert Menzies Isa on Thursdays, continuing on to Townsville, overflying announced it was his Government’s policy to have equal Charters Towers as it did on the forward journey. competition between the publicly owned airline (T.A.A.) and the company (A.N.A.) which if effect, was the This route flown by the T.A.C.A. Anson aircraft announcement of the Australian Two Airline Policy covered 1911 kms (1188miles) making it one of the longest covered by the “Airlines Agreement Act 1952 - “ an act point to point flights by this type of aircraft In Australia. that would eventually determine the future of T.A.C.A. Due to poor patronage and the fact Qantas were receiving a £1848 ($3696) annual subsidy for their weekly flight, the In his self published 1981 book “Law, History and service was terminated in Mt. Isa during mid October Politics of the Australian Two Airline System “, Dr. Harold 1948. Shortly afterwards, the T.A.C.A. Anson was W. Poulton states on Page 139 “In the furtherance of the replaced by A.N.A. DC-3 aircraft. objective of ensuing efficient and economical operations of air services, Clause 7 of the Agreement (assented to on As the end of 1948 approached, one Anson VH-BBX November 18, 1952) introduced rudimentary was placed in storage leaving two in the fleet for general rationalisation. The clause imposed an obligation on the charter work, VH-BAJ and VH-BBW. By this time, the Commission (T.A.A.) though not a party to the Agreement, largest shareholder of A.N.A., the Holyman family

56 AHSA Aviation Heritage and the Company to review continuously air routes, at Archerfield by Carswell & Dagleish mid 1948 with timetables, fares and freights and other related matters new CoA being issued 9.07.48. Licenced to carry pilot which could arise in respect of routes in which they both and 7 passengers. Wfu 8.07.49 as CoA expired and in were operating services when the Agreement poor condition. Only flown 60 hours in previous 12 commenced. According to the Agreement, the review was months. Reg Cnx 26.04.51 to “avoid unnecessary overlapping of services and VH-BAK Ex W1717 Purchased as per VH-BAJ. Reg. wasteful competition, to provide the most effective and application by T.A.C.A. 11.03.47 and added register economical services with due regard to the interests of the 23.05.47. - Dam when undercarriage failed Julia Creek public and to bring earnings into proper relation to overall costs. In the event of the two airlines failing to agree, a 24.01.48. Written off. Reg Cnx 7.06.48 representative of each was to confer with a Chairman VH-BBW Ex R3334. Reg. application by Thomas & appointed under the Agreement and if disagreement Phyllis Wall and Arthur Lowe of Julia Creek, Old. persisted, the Chairman could decide the matter in 29.07.47. CoA being carried out by LAME J. Vine at dispute. ” Maryborough during 9.47. CoA issued 12.02.48, licenced to carry pilot and 7 passengers. During same The Townsville - Mt.lsa route was an early target for month, C/0 to T.A.C.A. and added Reg. 24.02.48 CoA the new rules and as the airlines failed to reach their own Expired 11.02.49 Reg. Cnx 4.05.51 agreement, the Government asked a retired Chief Justice VH-BBX Ex AW907 Purchased by Queensland of Australia, Sir John Latham to arbitrate between the Ambulance Transport Brigade 10.10.46. Reg airlines and the first meeting was held on May 28, 1953. It application by T.A.C.A. 11.09.47. CoA issued 12.12.47, should be noted T.A.C.A. were not a signatory to the licenced to carry pilot and 6 passengers. Wfu 11.12.48 Agreement but as they relied totally on A.N.A. to operate as CoA expired. Reg Cnx 26.04.51 after period in their services, and with the large Bungana shareholding, storage. they were considered to be a de-facto A.N.A operation. DC-3: Before Sir John reached a final verdict following Various Australian National Airways Pty Ltd DC-3 numerous meetings, the two airlines announced on aircraft were used. A.N.A. maintained a DC3 base at August 21, 1953, they had reached a decision and had Cairns to operate their routes ex Cairns. These flights signed a binding agreement that A.N.A., on behalf of were crewed with two pilots and a hostess, the latter T.A.C.A., would drop the Townsville to Mt. Isa route in being replaced by a male traffic officer later in the favour of T.A.A. who in return, would cease all their 1950’s. However, a study of numerous A.N.A. Riverina services covering Mildura, Narranderra Hay and Timetables indicate the aircraft used flew a normal Griffith but retaining their Melbourne-Corowa-Canberra Brisbane - Townsville service, operating the T.A.C.A. route. flight prior to returning south. This agreement between the two major airlines REFERENCES: effectively closed down Townsville & Country Airways Pty Ltd after their last service was flown on November 27, . Dr. Harold W. Poulton Law, History and Politics of the 1953. Australian Two Airline System 1981 Self published . D.M. Hocking & C.P. Haddon-Cave Air Transport in STATISTICS: Australia Angus & Robertson 1951 Revenue Passengers Passenger Average Journey . John Gunn Contested Skies - Trans-Australia Airlines Carried: Kilometres: Length: (Km) Australian Airlines 1946 1992 University of 1947/48: 1,637 722,100 441 Queensland Press 1999 1948/49: 4,569 2,391,300 523 . Stanley Brogden Australian Aviation Annual 1949 1949/50: 6,196 2,986,100 482 . World Airline Record - Standard Reference of the 1950/51 : 7,745 3,949,600 510 Industry-1952 Roy Roadcap & Associates Chicago 1951 /52: 9,434 4,566,500 484 . T.A.A. Files - National Archives Office Reference 1952/53: 5,419 2,638,000 487 MP285/1. All letters quoted came from this source. 1953/54: 1,921 893,200 465 . Various notes form the author’s files extracted from (1947/48 covered period March 1 1948 to June 30, The Aeroplane (1952 issues), various newspapers and 1948. 1953/54 covered period July 1 1953 to other sources. November 27, 1953 when the last service was flown) . The Official Airline Guide Richard Geraint Various In comparison, T.A.A. carried: issues 1948-1953 1947/48 1,325 1948/49 and 1949/50 n/a ACKNOWELDGEMENTS: 1950/51 5,332 1951/52 6,955 I would like to acknowledge the assistance given by (The higher passenger figures for T.A.C.A. against A.H.S.A. Members, Chris O’Neill - for his notes extracted T.A.A. were no doubt assisted by the local identity of from the National Archives Office, Melbourne, Geoffrey the airline.) Goodall - for his notes on T.A.C.A. Anson aircraft along AIRCRAFT: with a copy of the only known photograph of a T.A.C.A. Anson 1: Anson and Dr. Howard Quinlan for his assistance with the statistics and notes on the two-airline policy. VH-BAJ Ex W1539. Purchased from J. Montgomery, Maryborough, Qld. Reg. application by T.A.C.A 11.03.47 and added register same month. Overhauled

57 AHSA Aviation Heritage

TRANS OCEANIC AIRWAYS John Wilson

Trans Oceanic Airways ’first operational aircraft, the Short S.22 Hythe Class Sunderland VH-AKO Australis on the southern mooring at Lord Howe Island, August 1947. Photo: LHI Museum

After being discharged from 41 Squadron RAAF, Bryan Department of Civil Aviation agreed to lease Monkton Monkton spent a short time as chief flying instructor of part of a building at Rose Bay that had been built by the the Aero Club of NSW at Mascot. He had had a US Naval Air Transport Service and although it was not distinguished RAAF career during which he achieved a hangar, it provided enough space for workshops etc. Squadron Leader status. In 1946 Monkton visited the However, the aircraft would have to be serviced and Rathmines RAAF Base on Port Macquarie with Stewart maintained in the open. Middlemiss who was checking out Catalinas to purchase for his proposed new operation in Brisbane, Barrier Reef The five Sunderlands purchased were: Airways. During the visit he noticed that five Short A26-1 exML730 SB.3552 to TOA 041046 Sunderland flying boats were up for sale. After being A26-2 exML731 SB.3554 to TOA 041046 given a close inspection of one of the aircraft, Monkton A26-3 ex ML732 SB.3553 to TOA 030447 took such a liking to the Sunderlands that on his way to VH-BKQ Pacific Star back to Sydney he proposed to tender for them. He A26-4 exML733 SB.3555 to TOA 141046 subsequently submitted a tender of £5000 to the to VH-AKO Australis Commonwealth Disposals Commission. Some months then Australia Star later, to his great surprise, he was notified that his A26-5 exML734 SB.3556 to TOA 030447 tender had been accepted and so at 28 years of age, to VH-AKP Antilles Monkton became the proud owner of five Short then Tahiti Star Sunderland Ml flying boats. Under the conditions of the tender, he had 21 days to remove them from Rathmines With five aircraft to his name, Monkton decided to form but, in the event, took nearly two months to fly them a company. He chose the name, Trans Oceanic Airways out. Pty Ltd, which was incorporated in Sydney on 24 February 1947 with a capital of £50,000 to operate The five Sunderland Ills were purchased in October charter work and regular flights from Rose Bay, Sydney 1946 and were eventually ferried from RAAF Station to Lord Howe Island. The principal shareholders in the Rathmines on Lake Macquarie to Rose Bay, Sydney. new company were Bryan A.W. Monkton (Managing Some of the aircraft needed work done on them but Director); S.Burleigh (Chairman) and M.A.W.Cayzer A26-4 was airworthy and on 19 November, prior to (Cayzer Irvine Pty Ltd and the McArthur Shipping Co Pty delivery of the aircraft, Monkton was familiarised with Ltd). The other directors included P.G.Taylor, G.C.Lloyd, the type by Group Captain Hugh Birch who was then still A.S.Arnold and H.R.Shepherd. Douglas Lindsay was to the commanding officer of Rathmines. A26-4 was be the business manager. A short time later, the five delivered from Rathmines to Rose Bay on 16 December. Sunderlands were transferred from Monkton to the At one stage after A26-4’s delivery, Monkton had made ownership of the company in return for company shares. a few flights from Rathmines with a very small crew and developed an idea to attempt to fly one of the Trans Oceanic immediately applied for an airline licence Sunderlands from Lake Macquarie solo, This he on 7 March 1947 to operate to Lord Howe but this was accomplished with some fast footwork between the unsuccessful as DCA claimed the lagoon at Lord Howe cockpit and the mooring hatch, a feat that would land was too shallow for the operation of such large aircraft. him in a lot of trouble today. Monkton then needed to look further afield for business for his new airline. A26-5 was ferried on 16 December followed by A26-3 (27 January 1947), A26-2 (5 March) and A26-1 (28 Three of the Sunderlands were converted and VH-AKP April). As each aircraft was launched at Rathmines in was converted to seat 28 passengers on a single deck; preparation for delivery, the beaching gear was trucked VH-AKP was similar to VH-AKO but conversion to 36 to Rose Bay in readiness for its arrival there. The seats on two decks began on 17 December 1949; VH- 58 AHSA Aviation Heritage and therefore light. On impulse, he diverted the aircraft on the pretext of a technical problem and landed on the Lord Howe lagoon without proper clearances from the Department of Civil Aviation, Customs or Immigration and so landed in hot water with [rans Oceanic (/Airways DCA; but he had proved in fact that it was possible to operate a Sunderland from the •A • • lagoon. This was the first time an aircraft of this size had landed at Lord Howe. After a •'C roasting from DCA, he was then, surprisingly, encouraged to consider establishing flights to When VH-AKF entered service it wore a very basic livery. The aircrajt was all-over the island as the government was insisting metal with mostly black lettering. An unusual marking for an aircraft was the addition that DCA do something about air services for of a red ensign on the tail. the islanders. After much discussion and preparation, Trans Oceanic operated its BKQ also had 36 seats on two decks. During the inaugural weekly service to Lord Howe Island on 1 conversion of VH-BKQ it was decided that the aircraft August 1947 using the S.25 Hythe VH-AKO Australis. be designated as Short S.25 Hythes as similar 28 passengers were carried on the flight which had been conversions were being carried out in the UK for BOAC arranged by David Jones Travel Service. There had and the Australian Civil Aircraft Register was changed been no previous flights so this service was a proving, accordingly in November 1948. VH-BKO (NTU) and VH- survey and inaugural flight all rolled Into one. Qantas BKP (NTU) were both parked on the apron at Rose Bay later operated a survey flight on 20 November using the and parts taken from them as required. Eventually, the Boeing PB2B-2 Catalina VH-EAW (Capt.J.L.Grey) and on hulks were sold for scrap. During the conversions, 9 December flew its first service following an Monkton directed that the original bomb-bay unsuccessful attempt on 3 December which had been compartment was to remain to provide space for air postponed due to bad weather, cargo and baggage, with passengers seated in four other roomy cabins. In October 1947 Trans Oceanic was to make a trial flight to Europe to bring migrants to Australia. On 21 October, The first aircraft converted was VH-AKO which was test the Hythe VH-AKO (Capt. P.H. Mathiesen) departed flown on 6 March 1947 and Monkton’s wife, Nancy, Rose Bay for Cairo via Bowen, Darwin, Sourabaya, christened the aircraft Australis at a ceremony at Rose Singapore, Rangoon, Calcutta, Karachi and Bahrein, Bay. Charter flying was planned for the first few months arriving on the 29th to collect Greek migrants who were of operations followed by scheduled passenger paying £300 each for the charter flight to Australia. The services. On 16 May 1947 Trans Oceanic applied for aircraft departed Cairo on 8 November and arrived at the Hythe VH-AKO to be placed on the Australian Rose Bay on 16 November carrying 23 migrants from register. Cairo. After the arrival at Rose Bay, Bryan Monkton complained in the press that the Australian Government On May 20, Trans Oceanic Airways began flying boat was handicapping charter operators in their efforts to fly operations. A flight, chartered by J.Stubbs, operated migrants from Europe to Australia. Other charter flights, Sydney - Bowen - Milne Bay using the 20-seat Hythe although of a less risky nature, were to follow at a later VH-AKO Australis (Capt. B.W.Monkton, F.O. G.L.Taylor, date to places such as the Caroline and Marshall G.Walker, Chief Engineer D.Froggatt and Engineer H. Islands as well as to New Guinea. Wright). The aircraft arrived on 22 May in a flying time of 14 hours. The Short S.25 VH-AKP Antilles was registered on 24 October 1947 and immediately departed Rose Bay on an The company then secured a charter flight for Lever urgent charter flight to the New Hebrides. This aircraft Brothers to the Pacific islands. On 29 May 1947, the was fitted out for 22 passengers and 5 crew. Most Hythe VH-AKO departed Rose Bay on an 8-hour flight to flights to the Pacific islands were operated under a Noumea with 25 passengers. The aircraft then flew to special licence and charter category due to the Port Vila, Espiritu Santo, Honiara, Lingatau and Tulagi reluctance of DCA to allow luxury flights to New before returning to Sydney on 22 June. On 29 June, Caledonia as they began to become too regular. VH-AKO (Capt. B.W.Monkton) visited Fiji for the first Permission for these flights was granted often only one time on a Trans Oceanic proving flight from Sydney. The day before the flights could be made so that almost no aircraft arrived at Lauthala Bay, Suva, via Noumea and took local citizens on demonstration flights from Lauthala Bay.

Monkton stated at this time that Trans Oceanic was also planning regular flights from Sydney to Hong Kong and Fiji. On 4 July, He was retuning to Sydney on the last leg of the flight from Noumea when he began to contemplate a landing at Lord Howe Island. The aircraft was almost empty The second Hythe Class Sunderland in service was VH-AKP ‘Tahiti Star ’ seen here taxying on the Derwent River in 1950. Photo: G. Woolley 59 AHSA Aviation Heritage were to be repaired and it was proposed for them to re-enter service later in 1948.

On 18 April, the TOA Hythe VH-AKP Antilles (Capt. B.Monkton) departed Rose Bay on a 25-day flight from Sydney to Noumea, Suva, Apia, Papeete and return. The aircraft carried 17 passengers and 6 crew. It was the first Australian aircraft to ever visit Tahiti and brought a British film crew who were making a feature film in Papeete as well as 6 round-trip tourists. On 4 May the aircraft was on its return flight from Papeete to Apia when one engine failed. The flight continued until a second engine gave trouble and Monkton decided to make a forced-landing in a lagoon on the island of Tau in American Samoa. The passengers and cabin crew were taken by naval patrol boat to Apia while the aircrew remained with the aircraft to carry out repairs. On 6 May the Hythe was flown to Apia to collect the passengers and the flight continued with no further problems and arrived in Suva Lord Howe Island alighting areas surveyed for the Trans Oceanic operation of Sunderlands on the on 8 May. VH-AKP returned to lagoon. By the 1950’s these “runways” had been changed. Sydney on 12 May where DCA investigated the airworthiness time was available to TOA for advertising them. In of the aircraft. Contaminated fuel had caused the November 1947, the TOA manager, D.Lindsay, reported incident which forced Trans Oceanic to sue the fuel that TOA had completed arrangements for extensive company. charter operations to Singapore, Hong Kong and along the China coast. In the following April, Trans Oceanic As Trans Oceanic’s Pacific island charter flights were applied to DCA for an airline licence for the Sydney-New progressing, Qantas operated the PB2B-2 Catalina VH- Hebrides-Solomon Islands route. TOA had already been EAW (Capt. W.H. Crowther) on a proving flight on 30 operating a monthly charter service over this route for April 1948 Rose Bay - Noumea - Vila - Espiritu Santo- some time but the application was refused by DCA and Noumea - Rathmines - Rose Bay and arrived back in the route was allocated to Qantas Empire Airways (who Sydney on the 4 May. However, the first regular Qantas had not yet operated over the route). This decision fortnightly service did not operate until the 14 October reflected the policies of the then Federal Labor using the PB2B-2 Catalina VH-EAX (Capt. J.L.Grey). Government who preferred airline route licences for government-owned airlines while actively discouraging In September, Trans Oceanic’s schedules now included private-enterprise airlines. At this time, the Government a monthly service to the New Hebrides and the Solomon had just purchased a controlling interest in Qantas Islands and a fortnightly flight to Lord Howe Island. The Empire Airways which it intended expanding into new TOA Manager, D.Lindsay, stated on the 14th that a overseas routes. weekly service to Grafton and Maclean in northern NSW would commence the following month, initially on a Monkton indicated at this time that Trans Oceanic was charter basis with the intention of establishing a regular keen to commence regular charter services on the service. Landings would be made on the Clarence River. Sydney-Noumea-Fiji-Tahiti route. Into 1948, Trans On 2 October 1948, the Short Hythe VH-AKO (Capt. Oceanic continued its Pacific island charters and on 14 P.H. Mathiesen) was flown on the first Sydney-Maclean April an S.25 Hythe arrived at Port Vila (New Hebrides) service carrying 29 passengers and 6 crew In a flight with 30 passengers on the monthly charter service from time of 2hr 25 mins. The flight returned to Sydney on the Sydney via Noumea. It returned to Sydney on the 15th. 4th with 28 passengers. At this time, the TOA charter service was the only air connection between the Solomon Islands and Australia. The Managing Director (B. Monkton) announced on 8 The French airline Societe Frangaise de Transportes October that P.G.Taylor would become a director of Aeriens du Pacific Sud (TRAPAS) operated PBY-5A Trans Oceanic and a flying boat captain on his return to Catalinas F-BCJG (c/n 916) and F-BCJH (933) and the Australia in December. 28-5-AME F-BDRN (55) from Noumea to Port Vila. However, F-BCJG had been destroyed in a cyclone on TOA again flew an overseas charter to Europe when the 14 March and the other two had been damaged and had Hythe VH-AKO (Capt.P.H. Mathiesen) departed Rose not been in operation since. The two remaining Catalinas Bay on 25 October for Augusta, Sicily, returning to 60 AHSA Aviation Heritage

Sydney on 5 December with 38 passengers and 2 as he was never ordered to stop the Lord Howe Island children. Clearance of customs became a problem at services until October 1950 when an arrangement was Rose Bay and took more than 2 hours as only one made with Qantas whereby exclusive rights for TOA to Customs officer was on duty. operate to Lord Howe Island were exchanged for Qantas’ rights to the Pacific islands.

J Problems were encountered by TOA from all sides. In late January, the Shell Company refused to release fuel supplies at Honiara for the monthly Hythe service as it stated supplies were to be available only to Qantas. This was despite the fact that TOA had originally arranged for aviation fuel to be brought to Honiara two years earlier when services were commenced to the region. Monkton had to hastily arrange to get fuel from nearby islands for the flight. The animosity between TOA and DCA was well known as the Pacific Island Monthly stated: Passengers going ashore from the Short Hythe VH-AKP ‘Antilles ’ at Lord Howe Island, 1948. Capt. Phil Although hated by the Mathiesen is standing on the left. Photo: LHI Museum Australian DCA, Trans Oceanic On Christmas Day 1948, Trans Oceanic began regular Airways has been carrying on regular passenger and services from Rose Bay to Grafton with the Short S.25 freight services from Sydney to Western Pacific islands Hythe VH-AKO (Capt.P.H. Mathiesen)and services to for the past year. Maclean ceased. The New South Wales State Department of Transport advised TOA on 5 January Qantas eventually operated a PB2B-2 Catalina on an 1949 that permission to carry tourists to Lord Howe initial survey flight on 4 February 1949 when it arrived in Island on the 6th was withdrawn, due to the ‘overtaxing Espiritu Santo from Sydney and continued the same day of the boarding house accommodation’ on the island. to the Solomon Islands. The scheduled service was to There was no restriction, however, on the carriage of commence in March 1949 using 14-seat Catalinas. freight so on the 6th the Hythe VH-AKO (P.H.Mathiesen) Later, a DC-3 service would be introduced to link the was flown to Lord Howe with 1840 lbs of freight and 4 Solomons with the Qantas Lae-Rabaul service. Qantas passengers (island residents and therefore not tourists) announced a reduced fare on the Catalina service and and returned to Sydney with 29 passengers. Also in Trans Oceanic immediately reduced its fares to match. January, DCA advised Trans Oceanic that some of its TOA also announced that their monthly Short Hythe scheduled charter services to the Pacific islands would charter service from Sydney to the Solomons would have to cease due to conflict with Qantas scheduled continue despite the fortnightly Qantas scheduled airline services which were about to commence, service. By April, Qantas had still not commenced the Monkton immediately fought the threatened ban and won service to the Solomons as they had found the Catalina

Trans Oceanic's Short Hythe Class Sunderland VH-BKQ ‘Pacific Star' on the mooring at the Domain, Hobart, after completing the first Sydney-Hobart service 16 August 1950. Photo: Hobart Mercury 61 AHSA Aviation Heritage

unsuitable. The Shell Company continued to refuse to ease the strain on the mooring against the wind. The release fuel to TOA due in part to pressure from Qantas mooring lines broke seven times during the night but his and Trans Oceanic subsequently arranged an action, with the help of the DCA launch, saved VH-AKO. alternative fuel source in the Solomons. The Qantas Catalina (Capt. L.Clark) was not so lucky. It was moored unattended and at around 7.15pm broke its On 12 February, Trans Oceanic was forced to cancel its moorings and ended up on the rocks near Signal Point, scheduled service to the Solomon Islands due to the a total write-off. When time came to depart the next unavailability of aviation fuel. However, Qantas had still morning, the wind was still so strong that Capt. not commenced their service. Mathiesen could not taxi VH-AKO so allowed the aircraft to drift backwards until in position for a take-off across On the 17th, a TOA Hythe arrived at Honiara on a the lagoon. The incidents passed but not before charter flight from Sydney to Truk. The aircraft was comments were aimed at TOA hinting of sabotage to the delayed at Honiara for two days while a dispute over Catalina’s mooring lines. fuel continued. It then departed on the 19th for Rabaul and returned through Honiara on the 23rd. By March, On 5 August, the TOA Hythe VH-AKP Antilles (Capt. B. the TRAPAS Catalina service from Noumea to the Monkton) operated operated a charter flight from Bowen Solomons had still not operated now for 7 weeks and no to Kwajalein via Rabaul and Truk carrying 6000 lbs of explanation had been given. In April, Trans Oceanic freight and 10 passengers. The aircraft returned to advertised a Sydney-Grafton service to operate every Sydney on 14 August with one passenger and 6500 lbs Monday. TOA sometimes used Grafton as a first stop of freight. This was one of many charters operated on some of its Pacific services and also flew occasional throughout the south Pacific by Trans Oceanic. services to Port Macquarie. A more serious threat to Trans Oceanic occurred on the Throughout these times, animosity grew between TOA, night of 27 August. The Qantas PB2B-2 Catalina VH- DCA and Qantas. On 23 June Qantas lost its PB2B-2 EAW returned to Rose Bay from a delayed flight to the Catalina VH-EAX (c/n 61186) at Lord Howe. The aircraft Solomons just before midnight. At around 2am it sank at had been moored on the northern mooring when the its moorings in Rose Bay after a massive explosion was weather turned foul. The Trans Oceanic Hythe VH-AKO detonated. The noise was heard over a large area of was placed on the deeper southern mooring near Sydney and at dawn only the tail of the Catalina was Comets Hole. However, the problem with this mooring visible above the waterline. After initial investigations. was that it suffered an ocean swell at high tide through Police charged Bryan Monkton with destruction of the a gap in the reef. Phil Mathiesen, who was the pilot at aircraft. His often throw-away critical comments about the time, elected to stay on board and at one time had Qantas made him an obvious target and Monkton to run the aircraft’s engines almost continuously to help demanded an immediate trial but he was frustrated by

62 AHSA Aviation Heritage numerous legal delays over the next nine months. He strongly protested his innocence but the bad publicity had an adverse effect on TOA ticket sales.

The lengthy court case in February 1950 attracted much public interest. The majority of evidence was circumstantial as Monkton had dined at Captain P.G.Taylor’s residence tha evening. However, a witness for the prosecution was Douglas Lindsay, former TOA Business Manager until he resigned in November 1948 after a personal disagreement with Monkton Lindsay had travelled to Hong Kong to manage the Peninsular Hotel and gave evidence that Monkton had several times discussed the possibility o1 sabotaging the Catalinas of their rival, Qantas.

Monkton was acquitted of all charges and the judge expressed sympathy for Monkton because of the great personal and business damage the lengthy legal action had caused. Trans Oceanic’s reputation was badly affected. By the late 1950’s the runway pattern at Lord Howe had changed considerably with aircraft using By August 1949, TOA’s almost all parts of the lagoon. schedules included the following services: 3 times weekly: Sydney-Grafton with a flight to Grafton. On 24 December, TOA operated Fortnightly: Sydney - Lord Howe Island its first flight from Sydney to Port Macquarie using the Monthly: Sydney - Noumea-Vila S.25 Hythe VH-AKO (Capt.P.H. Mathiesen) as a weekly Monthly: Sydney - Noumea - Vila - Espiritu service. From 12 August the service included Taree. On Santo - Vanikoro-Tulagi-Honiara 7 January 1950, Port Macquarie Clipper Ltd was formed by a group of business persons to operate frequent On 5 November, TOA’s third Short Hythe VH-BKQ unscheduled charter flights from Sydney to Port Pacific Sfar was issued its C of A after its conversion at Macquarie using Short S.25 Hythes chartered from TOA. Rose Bay. At this time, the Hythe VH-AKO was First service was operated on this day and may have undergoing its C of A renewal at Rose Bay while VH- been the only service operated. During the return flight AKP was unserviceable awaiting an engine change at there was a fashion parade held on board but the flight Tulagi in the Solomon Islands. VH-BKQ (Capt. B. struck very turbulent weather so many passengers Monkton) entered scheduled service on 7 November showed little interest in the fashions.

Trans Oceanic proposed to make an aerial cruise from Sydney to Tahiti but this was cancelled on 23 February due to the inability to secure landing rights in US Samoa nor NZ Samoa.

The TOA network was expanded on 16 August when TOA commenced a Sydney-Hobart non-stop service using the Hythe VH-BKQ Pacific Sfar flown by Capt.B.Monkton and F/0. K.H.Goddard. TOA’s company director, P.G. Taylor, was among the passengers. The aircraft Trans Oceanic’s Short Hythe VH-BKQ ‘Pacific Star ’ departing Hobart on 17 August 1950 on the first return flight to Sydney. Photo: Hobart Mercury had departed Rose Bay at 63 AHSA Aviation Heritage

chairman of the Clan Line, Lord Rotherwick, personally invested $240 000 in TOA. This input of finance allowed Monkton to purchase four 39- seat Solents from BOAC and recruit pilots to ferry them to Australia. Trans Oceanic then announced the purchase of the new Solents and that the new Sydney - Brisbane - Port Moresby service would commence on 18 February 1951.

Trans Oceanic suspended its monthly charter flights from Sydney to the New Hebrides and the Solomon Islands on 2 December 1950 in a rationalisation of services. This was part of an arrangement negotiated with Qantas in which Qantas relinquished its Sydney-Lord Howe Island licence to TOA giving its exclusive rights to the island. In return, TOA handed over its New Hebrides and Solomon Islands licences to Qantas, now giving Qantas exclusive rights to the 10am with 11 passengers and 6 crew and arrived on the Pacific islands. Derwent River at 2.30pm and moored near the Domain Wharf. The aircraft was then refuelled using 100 metres On 27 January 1951, Capt. Monkton, Capt. K. Goddard of floating hose and the return flight with 29 passengers and Flight Engineer R.Bush departed England on the departed Hobart the next day at 10am. Services then first leg of the delivery flight of the first TOA Short S.45 commenced weekly. Monkton suggested that day trips Solent III G-AKNO (VH-TOA) Star of Australia. DCA might be operated from Hobart to Macquarie Harbour on refused a request to apply the Australian registration to the west coast or St Helens on the east coast while the the aircraft for the flight but Monkton had the letters the aircraft was in Hobart but these flights never painted onto the aircraft although it was never officially eventuated. registered as VH-TOA. The aircraft was flown to Marseilles to collect a full load of passengers that had In October 1950 TOA operated a survey flight using a been arranged for this flight; mainly French construction Short Hythe (Capt.B. Monkton) Sydney-Brisbane- workers for a special construction project in Australia. Townsville-Port Moresby. On return, Monkton stated The aircraft, with 39 passengers, departed for Malta there were no problems with the flight and that the where it was delayed by bad weather and heavy seas inaugural service would be flown on 29 October and this but the odds were stacked against Monkton once more took place when the TOA 36-seat Hythe VH-BKQ Pacific when G-AKNO, crashed on take-off from Marsaxiokk Star (Capt. P.Mathieson) flew the inaugural service Bay, Malta on the 28th. Sydney - Brisbane-Townsville (overnight) -Port Moresby route. It was proposed to extend the initial weekly During the take-off run the aircraft struck a high wave, service to Rabaul within six months but this was the stalled and fell heavily onto the port float snapping it off. only flight made. The aircraft bounced and settled onto its starboard float but despite efforts to balance the aircraft, it slowly The battle with DCA continued when TOA’s Australia- capsized, floated upside down for a while and then New Guinea services were cancelled on 5 November sank. All passengers but one were rescued by an RAF due to the imposition by DCA of wave height restrictions crash launch. Among the passengers was Tony Cayzer, on flying boat operations at Townsville - which resulted one of the airline’s financial backers. Monkton and the in a maximum wave height of only 155 mm. Aircraft were crew then returned to England to take delivery of the required to land in open water and this effectively made second Solent which was being prepared for the use of Townsville impractical, and as no other acceptance. sheltered harbours were available for refuelling in north Queensland for the Hythes, TOA was forced to cancel The second Solent III for Trans Oceanic, G-AKNP City its services. The Short Hythe did not have the range to of Cardiff was accepted by Monkton on 23 March. The operate Brisbane - Port Moresby non-stop and led to a aircraft carried Trans Oceanic Airways’ titles but decision to purchase Short Solents from BOAC who had retired its fleet of 17 Solent Ms and Ills on 10 November 1950.

Monkton flew to England to locate new investors to improve TOA’s finances to allow the purchase of the new aircraft. After viewing BOAC’s Hythes, he was flown to Belfast to examine a number of Solents. Through business associates, he was able to convince the British Clan Shipping Line to invest in TOA and it became the major shareholder. The Honourable Tonv Cavzer <;nn of thp TOA’s first Soient G-AKNP‘City of Cardiff'on the mooring buoy at Colmslie after its arrival from ^ ^ I INC England 4 April J951. Photo: via J.Petersen 64 AHSA Aviation Heritage retained the UK registration G-AKNP and name. Because of DCA’s concern over the legal implications of G- AKNO’s (VH-TOA) crash on its ferry flight while carrying Australian registration letters, the three Solents were ferried to Sydney with their UK registrations. G-AKNP arrived in Darwin on 2 April and Brisbane in the early morning on 4 April. After refuelling, G- AKNP was flown to Sydney where its Australian C of A commenced, which included rewiring for installation of special radio navigational aids. Tony Cayzer had joined the aircraft in Brisbane and spent some time in Sydney TOA Solent G-AKNP‘City of Cardiff approaching the mooring buoy in Undisfame Bay, 6 April 1951, on inspecting the Trans Oceanic the first Solent promotional fight to Hobart. Photo: Hobart Mercury facilities. eventually reduced to spares at Rose Bay. On 6 April 1951, TOA flew its new Solent G-AKNP City of Cardiff (Capt.B.Monkton) on a promotional flight to On 1 May the Solent III G-AKNP was repainted as VH- Hobart still bearing its UK registration. The aircraft TOB Star of Papua. It entered service on a flight from departed Sydney at Sam and arrived at Hobart at Sydney to Hobart on 2 May and on 27 May operated the 11.45am. The aircraft had been delayed by bad weather Inaugural Sydney - Brisbane - Port Moresby Chieftain and was forced to land on the Derwent River upstream Service (Capt. K. Goddard and P. Mathiesen). The flight of the Tasman Bridge and followed the tender Nancy io carried 38 specially invited guests to promote the new a temporary mooring in Rose Bay (part of Lindisfarne service. The flight departed Sydney at 7.15pm Sunday Bay). The aircraft was scheduled to depart at 2pm but and arrived in Port Moresby via Brisbane at 6.30am did not depart until 9am the next morning. The aircraft Monday. The return service departed at 8.30am Monday was also flown to Grafton on 9 April on a promotional and arrived in Sydney via Brisbane at 7.30pm.

However, Qantas’ dislike of TOA reared its ugly head again when, on arrival In Port Moresby, it was found that hotels had been put under pressure by Qantas and room reservations for TOA’s passengers were no longer available. Monkton, who was onboard, was quickly able to arrange alternative accommodation but this led to increased bitterness between Trans Oceanic and Qantas. The first return flight departed Port Moresby on the 29th Solent VH-TOB "Star of Papua" on the mooring buoy at Port Moresby 28 May 1951 after completing the after local courtesy flights inaugural service. Photo: Courier Mail had been made.

Qantas resented the TOA flight and as a result of this visit, the Mayors of service because it competed \with their Sydney- Grafton and South Grafton sought subsidies from their Brisbane-Port Moresby-Rabaul DC-4 service which respective Councils to enable TOA to upgrade the operated in conjunction with Qantas’ DC-3 internal service from tri-weekly to daily. services. The luxury of the Solent could not be matched by the DC-4 and on the day of the inaugural service, Problems dogged TOA again on 16 April when the Hythe Qantas dropped its fares on the Sydney-Port Moresby VH-BKQ Pacific Star (Capt. H.F.Broadbent) was enroute route to match TOA’s lower fares. Sydney-Grafton with 25 passengers and lost the port outer propeller and reduction gear 20 minutes into the By May 1951, Trans Oceanic were by now operating the flight and was forced to return to Rose Bay. The Barrier following services: Reef Airways Sandringham IV VH-BRD Capricorn was Sydney-Lord Howe Island on its way from Brisbane to Sydney at the time and was Blue Lagoon Service weekly quickly chartered by Trans Oceanic to pick up the Sydney-Brisbane-Port Moresby stranded passengers from Grafton for Sydney. VH-BKQ Chieftain Service weekly was not repaired and was retired from service and was Sydney-Hobart Ambassador Service 3 times weekly 65 AHSA Aviation Heritage On 19 June, TOA was in trouble again. The TOA Solent VH-TOB Star of Papua (Capt.P.G.Taylor) struck the 20m fruit boat Florant (G.Wilioughby) whiie taxying in the Brisbane River for take-off for Sydney at night. The Soient, with 9 passengers and 8 crew, had taxied into mid-stream but the port engines had not been started and the aircraft slewed in a wide arc across the river. The pilot noticed the fruit boat and the crash iaunch but could not alter course without coiiiding with the BHP wharf.

The deckhand on the Florant stated that the aircraft’s engines , , _] iu -11 ^r)lent VH-TOC‘Star of Hobart’on the hardstand at ColmsUe after it was taken out of the water were Stopped and the pilot following its accident on 28 October. Photo: G.Grulke (P.G.Taylor) allowed the aircraft to drift downstream but struck the port bow of the fruit service. boat. The fruit boat was so far over near the northern bank that it was touching bottom and was unable to On one of its early visits to Hobart, VH-TOC was manoeuvre any further out of the way. While an christened Star of Hobart at 12.30pm on 3 August by unsuccessful attempt was being made to secure a line the Tasmanian Premier. The Solent had been moored to the boat, the aircraft turned in the strong tide and the nose in close to the Domain Wharf and the public starboard float struck the stern of the boat. The aircraft ceremony carried out with a bottle of champagne broken then drifted downstream onto the Cruiser E wharf where across the aircraft’s bows. Present at the occasion were it was held fast by the strong tide. The aircraft’s bow Dame Gertrude Cosgrove, the Lord Mayor (Mr Park, was stove in for one metre and the starboard aileron MHA) and the Master Warden of the Hobart Marine was damaged with a 2.5 metre length of fabric torn Board, A.W. Johnson. away. In August 1951 Mandated Airlines introduced a revised The 9 passengers were taken to Sydney by A.N.A. schedule for their new DH Doves VH-MAB and VH-MAL After a replacement aileron was flown from Sydney, the to provide connecting services with the TOA Solents at Solent underwent temporary repairs on the water in Port Moresby to carry passengers to Lae, Madang, Brisbane supervised by H.Wright, TOA’s Chief Engineer. Wewak, Bulolo and Wau. This helped feed passengers VH-TOB was then flown to Rose Bay for major repairs to onto the Solent services to Brisbane and Sydney. its bow. The Barrier Reef Airways Sandringham VH-BRD was chartered in the interim to operate some services TOA increased its Sydney - Brisbane - Port Moresby until VH-TOB was returned to service some four weeks service to twice-weekly (Sundays and Wednesdays) on later. This incident occurred on the same morning as a 5 September and on 4 October, TOA’s final Solent III G- TEAL Solent IV with 39 passengers returned to Rose AHIO arrived at Rose Bay after its delivery flight from Bay after one of its engines caught fire shorty after England. It entered service on 26 October still wearing take-off for Auckland. its UK registration and named Somerset. It was reregistered as VH-TOD on 10 December and was to be The second Solent III to be delivered, G-AHIV (Capt.B. named Star of Samoa but retained its original name of Monkton), arrived at Rose Bay on 10 July after its Somerset. delivery flight from England and was registered as VH- TOC Star of Hobart on the 20th. VH-TOC (Capt. Operations began to improve for TOA until a serious J.Broadbent and P.H. Mathiesen) entered service on 25 accident occurred. On 28 October 1951 the Solent VH- July on the Sydney - Hobart route replacing the Short TOC Star of Hobart (Capt. P. H. Mathiesen, F/0 J.Cole) Hythes. The service operated each Tuesday, Wednesday and Friday departing Hobart at 2pm and arriving in Sydney at 5.45pm. With the two Solents now in service, TOA announced that a second weekly Sydney- Port Moresby service would commence on 5 September and Sydney- Hobart services would be increased to four return flights weekly. VH-AKP was now the only Hythe remaining in service and was used mainly on the Rose Bay- Lord Howe Island TOA Solent VH-TOB approaching the buoy off Colmslie after its arrival from Port Moresby on its way to Sydney, May 1951. Photo: Courier Mail 66 AHSA Aviation Heritage

When VH-TOC struck a dredge on take-off on the night of 28 October 1951, it lost 7 metres of its starboard wing and the float. It was placed on the mooring off Colmslie for ten days before being taken out of the water. Photo: Brisbane Telegraph struck the moored dredge Platypus II on take-off Hobart agents for Trans Oceanic, announced that downstream in the Brisbane River when the gate flare on services on the Sydney-Hobart route would be increased the take-off path drifted out of position due to a strong to daily except Sunday. However, by December, Tony tide. When the aircraft was lined up with the centre of Cayzer, along with other Trans Oceanic shareholders, the gate flares it in fact was lined up with an unlit had become increasingly unhappy with Monkton’s dredge as the right-hand flare had drifted towards the administration of the airline. Cayzer flew out to Sydney southern bank of the river. The aircraft had reached a from the UK to review the situation and placed height of 5 metres and was travelling at 110 knots when restrictions on financing. Also at this time, pressure the huge dark bulk of the dredge was suddenly seen by was mounting from DCA, Qantas and the Government. the pilots in front of the aircraft. Although immediate Late in 1951, Cayzer pulled out most of his finance. evasive action was taken the starboard wing struck a Conditions at Rose Bay were poor and aircraft were boat davit on the stern of the dredge. The wing was often unserviceable. Monkton pressed on and severed 7 metres from the wing-tip but the aircraft was announced on 12 December that additional Solent put back on the water successfully and beached just services to Hobart would operate on January 9, 12 and downstream from the Colmslie engineering base. 26th.

It lay on a mudbank on its severed starboard wing and The Sandy Bay Regatta held in Hobart in 1952 involved was refloated during the morning and lay at its mooring one of TOA’s Solents and provded good PR for the for about ten days when it was hauled out of the water airline. On 26 January, the Solent VH-TOD Somerset at Colmslie. It was subsequently scrapped when a (Capt. H.J. Poke) became the flagship at the Regatta on replacement wing could not be obtained at a reasonable the Derwent River and was the first time a flying boat price. The Solent VH-TOB (Capt.J.Broadbent) was flown had been given the honour. The aircraft alighted off from Rose Bay on the 29th and departed with the 10 Long Beach and made one flight during the regatta to stranded passengers for Port Moresby. take 40 children on a joy flight as a reward for fund raising to aid the Hobart Theatre Royal restoration On 7 November 1951, A.G.Webster and Sons, the appeal.

Trans Oceanic’s fortune’s M seemed to slightly improve HAMILTON when another Incident Hamilton Flying W E occurred. On 11 February Boat Base the Solent VH-TOB Star of Flare Path Gate flares as laid S Papua (Capt. A.Frame) k Gate flare original position had been delayed 5 hours in Sydney due to engine Gate flare at time of accident trouble. It eventually

’ • •. • departed at 2.30pm for BULIMBA a Planned take-off path Hobart where it arrived at Cairncro^ 7.15pm. During the flight, Dock -Actu^take-off path a passenger witnessed PLAN OF FLARE PATH Dredge ‘Platypus II the starboard outer engine ACCIDENT TO SHORT SOLENT VH-TOC spurt flames and the VH-TOC HAMILTON REACH. BRISBANE RIVER beached here propeller fall from the 28 OCTOBER 1951 aircraft while over Bass Strait. The Solent made a 67 AHSA Aviation Heritage his superiors and in view of his previous threat, he had no I m choice but to resign from Trans Oceanic. He left without any i capital to join Barrier Reef Airways and left the airline in the hands of the directors.

On 13 April Trans Oceanic announced that the Sydney- Brisbane-Port Moresby service was being suspended due to increasing costs which were making operation of the service impossible. Qantas was now without competition, and VH-TOB on its mooring in the Derwent River awaiting the arrival of a repair team after losing its immediately increased its fares starboard propeller over Bass Strait on 11 February 1952. Photo: G. Woolley on the route. To increase flying hours, Trans Oceanic Airways requested permission from DCA safe landing at Hobart. A repair crew, new engine and on 3 June to operate to Southport each Friday as an propeller were flown in on 13 February and the aircraft extension of its Sydney-Grafton service. Flights would returned to service on the 16th. be operated by either Hythe Class Sunderlands or Solents with the first service scheduled for 27 June. A Competition for TOA’s Sydney-Hobart services proving flight was to be operated on 20 June but neither increased on the 15 February when A.N.A. commenced of these proposed flights eventuated, direct Hobart-Sydney services using Douglas DC-4 VH- ANE Arkana and on the 16th, Trans Australia Airlines TOA had forwarded plans to DCA showing two proposed began direct Hobart-Sydney services using the Convair runways on the Broadwater - NE-SW 3400 yds and NW- 240 VH-TAP Matthew Flinders, thus further increasing SE 1575 yds with subsequent approval given for the NE- competition for TOA’s Solent services and eroding their SW alighting area only. TOA had suggested that the profit base. Southport Council be granted the licence for the alighting area but this was subsequently awarded to On February 19, the Hobart Marine Board took over the Bernard Elsey who was to also act as managing agents licence of the Hobart flying boat base from the for TOA. Although the water airport was set up, Trans Department of Civil Aviation after the Transport Oceanic never got to use it. Commission was requested to accept the licence. The Harbour Board was required to provide and maintain one On 11 July 1952, P.G.Taylor and the Board of standard mooring buoy for flying boats. This was mainly Direcetors did ail they could to keep Trans Oceanic for Trans Oceanic’s use and would be used in later operational but on this day shareholders voted the years by Ansett Airways. company into liquidation and most scheduled operations ceased. However, the liquidator, B.O.Smith, permitted In early 1952 the chairman of the McArthur Shipping Trans Oceanic to continue to operate some services Line began to demand changes to the administration of including those to Lord Howe Island on a needs bases the airline which appeared to be inappropriate. A until 15 April 1953 when all operations ceased. The valuable employee was sacked to make way for the Short Hythe VH-AKP as well as the Solent Ills VH-TOB chairman’s choice and disloyalty among a few and TOD continued to fly at regular intervals. On 16 employees grew to a head. This was the final straw that August, Ansett requested hangar and workshop space forced Monkton to make a vital decision on the future of from DCA that was previously used by TOA at Rose Bay Trans Oceanic Airways in March. He threatened to as well as applying for the airline licence to Lord Howe resign if certain business decisions that would save the Island, company were not upheld, hoping to sway the decision makers. After offering support, his associate did not Trans Oceanic operated its last Sydney-Grafton service support him in his hour of need when face to face with on 17 June with the Short Hythe VH-AKP. Barrier Reef Airways operated a charter flight for Trans Oceanic on 20 June using the PB2B-2R Catalina VH- BRB The Buccaneer \o fly out 18 passengers previously booked on a TOA flight. Barrier Reef took over the Grafton route on 27 June using the Catalina VH-BRB. H.Mills (Director General, DCA) noted on 21 July that the Trans Oceanic application to operate the Southport alighting area would not be proceeded with as the company was now in liquidation.

Some TOA aircraft remained flying on some charters. On 22 October VH-TOD ‘Somerset* taxying on the Derwent River on 26 January towards its mooring buoy to the Solent VH-TOD Somerset was become the flagship of the Sandy Bay Regatta. Photo: Hobart Mercury diverted to Brisbane due to 68 AHSA Aviation Heritage adverse weather at Rose Bay and alighted on the Hamilton Reach at 10.37pm. It returned to Sydney to next day at 11.38am.

Ansett Flying Boat Services commenced the charter of the TOA Short Hythe VH-AKP Tahiti Star on 1 November until 27 December to maintain services due to the sinking of its own Sandringham IV VH- BRD Princess of Cairns Hythe VH-AKP ‘Tahiti Star ’ (ex TOA blue livery) with Ansett Flying Boat Services titles following its sale to in the Brisbane River on 22 May 1953. Lord Howe Island. Photo: J.Petersen on 31 October and the recommissioning of their Sandringham IV VH-BRC which South Pacific Air Lines livery complete with a winged later commenced passenger services on 21 December. seahorse on the tail fin and named isle of Tahiti. The Solents never entered service due to problems with On 11 April 1953, a Hobart newspaper advertisement certification with the FAA and the use of Christmas showed further proposed services during April and May, Island (near the H-bomb test site) as an intermediate and Solent services from Hobart to Sydney were listed stop on the intended Honolulu-Tahiti route. as follows; April Monday 20 Dep. Hobart 3.30pm The Honolulu-Tahiti route licence was later sold to Pan Wednesday 15, 22, 29 “ 3.30pm American for $1m (US) and the Solents were eventually Saturday 11, 18, 25 “ 9.30am acquired by the Hughes Tool Company in 1959 and May Monday 4, 11, 18, 25 3.30pm towed up San Francisco Bay to Richmond where the Wednesday 6 3.30pm three aircraft, by 1973, had become derelict. Two were Saturday 2, 9, 16, 23, 30 “ “ 9.30am broken up in 1974 but N9946F (VH-TOB) was sold to Nevertheless, these flights did not operate. Rick, Carol and Randy Grant in December 1976 and attempts were made to make it airworthy. The aircraft On 25 April 1953, Monkton announced that the two was eventually restored and painted all-over white and Solent Ills VH-TOB Star of Papua and VH-TOD renamed Halcyon. It was placed on static display in Somerset had been acquired by Dollar Associates, US, 1987 at the Western Aerospace Museum at Oakland for operation by his newly formed airline. South Pacific International Airport, North Field, California, where it Airlines, and were registered on 1 May 1953 as N9946F remains the centre-piece of the museum today. and N9945F respectively. VH-TOB (Capt. B.Monkton) departed Rose Bay for the US on 12 May 1954 and VH- On 22 May 1953, Ansett Airways acquired the assets of TOD on 15 May 1955. They joined a third Solent G- Trans Oceanic Airways which included the Short Hythe AKNT (to N9947F) in San Francisco in November 1955. VH-AKP Tahiti Star and the Sydney-Lord Howe Island P.G.Taylor was a partner at first but soon left the and Sydney-Hobart route licences. VH-AKP was venture and to form his own Pacific islands flying boat transferred to Ansett Flying Boat Services on 25 May cruise operation when he acquired the Short S.25V and was used on Sydney-Lord Howe Island and Sydney- Sandringham VII VH-APG Frigate Bird III (ex G-AKCO St Grafton-Southport-Brisbane services until it operated its George) from BOAC in October 1954. last service on 12 March 1954 after being replaced by the Sandringham IV VH-BRE Pacific Chieftain. N9946F(VH-TOB) was finally test flown for two hours from San Francisco in November 1958 after completion The TOA assets had been listed previously as three of its modification and overhaul. It was repainted in full Solents valued at $330,000 and three Sunderlands

VH-TOB eventually became N9946F of South Pacific Air Lines and was named “Isle of Tahiti”. The company logo was a seahorse emblazoned on the tailfn with an American flag. This aircraft is now preserved in California, USA, in an all-white livery and named “Halcyon ”. AHSA Aviation Heritage valued at $12,000. The remaining Hythe Class REFERENCES Sunderlands VH-AKO and VH-BKQ were scrapped at Rose Bay and the Solent III VH-TOC was scrapped at Arnold, S. Wake of Silver Wings in Airlines of NSW Colmsiie. Some Trans Oceanic Airways’ crews News. Sydney, 1972. transferred to Ansett and included Ron Bush, Lloyd The Courier Mail, Brisbane. Various issues 1952-53. Maundrell, John Cole and Pat Adams. Croker, M.T. Trans Oceanic Airways in AHSA Journal Vol.14 No.4. AHSA, Sydney, 1984. Duval, G.R. British Flying Boats and Amphibians 1909- On 9 July 1953, Ansett Flying Boat Services began 1952. Putnam, London, 1966. regular scheduled services on the Sydney-Lord Howe Jackson, A.J. British Civil Aircraft 1919-1959. Putnam, London, Island route under its own operating licence using the 1960. Hythe VH-AKP Tahiti Star. Mathiesen, P. Flying Boat Experiences, in Man and Aerial Machines, Boughton, T. (ed), No.56 March-April1996. Trans Oceanic Airways Ltd was finally dissolved on 23 The Mercury, Hobart. Various issues 1948-1953. June 1962. Today, a plaque has been placed on the Parnell, N. & Boughton, T. Flypas passenger building near the Lord Howe Island jetty Internet: commemorating Trans Oceanic’s first service to the www.aerospace.org/wamhome.htm (Western Aerospace Museum, island on 1 August 1947 and is a reminder of this Oakland, California) fascinating era in Australian aviation brought about by a Acknowledgements: man who once made an very impetuous but courageous Geoff Goodall (notes on T.O.A.); Graeme Woolley (Hobart); Bob decision on the spot to create an airline, and did. Livingstone [Sydney]; Roger MacDonald [Melbourne];Jack Petersen [dec]; Peter Phillipps [Lord Howe]; Lord Howe Is Museum.

VH-AKP

Trans Oceanic Short S.22 Hythe Class Sunderland VH-AKP “Tahiti Star” 1951

I VH-AKP _

TRANS OCEANIC AIRWAYS FAHITI STAR • • • •

Trans Oceanic Short S.22 Hythe Class Sunderland VH-AKP “Tahiti Star” wearing the blue TOA livery. 1952

A VH-TOD

■WA^OCBWK-MHWA'rS lA/5 OCEANIC AIRWAYS MU

Trans Oceanic Short S.45 Solent III VH-TOD “Somerset”. When VH-TOD entered service an Australian flag had been added to its tail fin. 1952 70 AHSA Aviation Heritage

TRANS OCEANIC AIRWAYS FLEET LIST

Short S.22V Sunderland III VH-BKO S/B.3552 Unnamed ex ML730 ex A26-1 RAAF Callsign VHCOA (NTU) VH-ARQ allotted but NTU 041046 sold to B.Monkton from C.D.C. 280447 ferried Rathmines to Rose Bay using callsign VHCKR Used for spares. 53 scrapped at Rose Bay

VH-BKP S/B.3554 Unnamed ex ML732 ex A26-3 RAAF Callsign VHCOC (NTU) VH-BFP allotted but NTU 041046 sold to B.Monkton from C.D.C. 270147 ferried Rathmines to Rose Bay using Callsign VHCKS Used for spares. 53 scrapped at Rose Bay

Short S.25 Hythe Class Sunderland III VH-AKO S/B.3555 Samoa Star ex Australia Star ex Australis ex ML733 ex A26-4 RAAF Callsign VHCOD 211146 ferried Rathmines to Rose Bay 050547 registered to Trans Oceanic Airways 170548 - 011048 WFS 1049 - 221249 WFS 231150 operated last service 191250 WFS 060851 SOR and scrapped at Rose Bay

VH-AKP S/B.3556 Tahiti Star ex Antilles ex ML734 ex A26-5 RAAF Callsign VHCOE 161246 delivered Rathmines to Rose Bay 241047 registered to Trans Oceanic Airways 161249 - 041250 WFS for conversion to 36 seat aircraft 150453 operated last TOA service 200553 sold by company liquidators to Ansett 250553 registered to Ansett Flying Boat Services 240354 WFU 090554 scrapped ar Rose Bay and SOR

VH-BKQ S/B.3553 Pacific Star ex ML731 ex A26-2 RAAF Callsign VHCOB 050347 ferried Rathmines to Rose Bay 051148 registered to Trans Oceanic Airways 280651 WFS 52 scrapped at Rose Bay 280654 SOR

Short S.45 Solent III VH-TOA S.1294 Star of Australia ex NJ202 RAF 201 Squadron (NTU) ex G-AKNO BOAC City of London 220151 to B.Monkton (Trans Oceanic) 280151 crashed on take-off Marsaxiokk Bay, Malta. 1 killed

VH-TOB S.1295 Star of Papua ex NJ203 RAF 201 Squadron ex G-AKNP BOAC City of Cardiff 230351 accepted by TOA in the UK 2403 - 040451 delivered Belfast - Rose Bay 300351 registered to Trans Oceanic Airways 010551 repainted as VH-TOB 190651 struck boat in Brisbane River. Repaired 110252 lost starboard outer propeller enroute Sydney-Hobart 190852 -211052 WFS 15-160453 operated last service 010553 sold to DollarAssociates for operation by South Pacific Airlines 120254 SORtoN9946F 120554 departed Rose Bay on delivery. Renamed Isle of Tahiti

VH-TOC S.1308 Star of Hobart exG-AHIVBOAC Saicombe • 040751 to Trans Oceanic Airways 05-140751 delivered Belfast - Rose Bay 200751 registered as VH-TOC Trans Oceanic Airways 281051 struck dredge on take-off in Brisbane River. WO 280654 SOR

VH-TOD S.1303 Somerset ex G-AHIO BOAC Somerset 041051 to Trans Oceanic Airways; Star of Samoa allocated but NTU 261051 entered service as G-AHIV Somerset 101251 registered as VH-TOD 2205-240752 WFS 121152 operated last service 010553 sold to DollarAssociates, US 120254 SORtoN9945F 1505-220654 delivered Rose Bay to Oakland and stored 1158 WFU 71 AHSA Aviation Heritage

OH DEAR! 5 Training accidents claimed many aircraft and pilots during WW If Photos from the RAAF Museum via Bob Wills. Research and captions by Bert Cookson.

SPITFIRE F VIII A58-538 and WIRRAWAY A20-362

"Double Header"

On 23rd May, 1945 Fit. Lt. K. M. Gamble from 8 OTU Parkes had just landed A58-538 and was taxying when his starboard wing raked the starboard forward fuselage of Wirraway A20-362 piloted by P/0 K.L. Clarkson. Both aircraft were deemed to be not worth repairing at this late stage of the war and were converted on 15-6-45.

: AHSA Aviation Heritage

RICHARD CAREW REYNELL AUSTRALIAN TEST PILOT by Dennis Newton THE WINEMAKERS OF REYNELLA Hamilton had begun North of Adelaide, South Australia, the plains open out planting vines on to harsh sunburnt wilderness and to the west they run into city blocks and in the sea. To the east they are bordered by the Mount Lofty the suburbs of ranges but to the south they rise gradually, swelling to a Adelaide for the line of high, rounded hills where Mount Lofty extends grapes themselves, across to the Gulf of St. Vincent. It was to here that for shade and for pioneer winemaker John Reynell and his new wife came in small scale 1839, when the colony was in its infancy. production of wine. In 1841, John According to some, John Reynell's family tree can be Reynell Imported traced back as far as the Norman Invasion of England 500 cuttings from when the family apparently moved to England from France either with or just after William the Conqueror. Their name Tasmania and, i combining these | was derived from the village of Reynel (or Renel) in the with others obtained province of Champagne. It seems more likely, however, from the Cape of that the Reynell forefathers arrived from France with Henry II in 1165 and that the first known Reynell was the Good Hope, planted the fi rst CO m m e rci a I Rich ard Carew Reynell Photo;Marjory Horn Governor of Exeter Castle in Devonshire who is buried in vineyard in South the Cathedral under a slab in the aisle. Be that as it may, records show clearly that in 1523 a son was born to John Australia. Around this time, the dishonouring of Governor Reynell of East Ogwell in Devonshire and that the child George Gawler's cheques by the British Government was also called John. This lad grew up to become the produced an economic crisis in the colony. John Reynell patriarch of the Reynells of Newton Abbot, Devonshire, a saw the dwindling of his herds of sheep and cattle and he family which has lasted down through the centuries, many was forced into bankruptcy. Fortunately, he secured a loan of the male children also bearing the name "John". from his brother Henry that enabled him to keep the farm and continue experimenting with various types of grapes. One John Reynell was born on 9 February 1809 at His first wine was produced in 1844. Bristol. John's father, Henry, died in 1823 when the boy was 14, leaving his widow and ten children with little to live Wine growing Is in fact one of Australia's oldest on. At 16 years of age, John went to a counting house In industries. The first vines were planted at Farm Cove by Egypt where he became fluent in Italian and French. After order of Governor Arthur Phillip soon after the arrival of four years, he returned to England and then went to the the First Fleet In 1788. Results both here and at USA as a buying agent for his firm. Returning to England Parramatta were disappointing because in the humid again, this time via Italy, France and Greece, he then went conditions, the grapes were prone to blight (anthracnose) back to Alexandria where he remained until he was 28 and vintages were very poor. By 1829, three men, all years of age. Back in London once more, he saw a notice wealthy graziers who could afford to experiment, were In the Strand magazine advertising for men and money to making wines of reasonable quality in the Cumberland build the province of South Australia. Impressed, he and Plain area. These were Robert Townson, Gregory his companion, Thomas Lucas, sailed for the colony In the Blaxiand and John Macarthur. The latter had brought back Surry. Travelling with Lucas was his sister Mary. The ship cuttings from France in 1817, and under the skilled care of arrived at Holdfast Bay (Gleneig), South Australia, on 16 his son, William, cuttings from his property later became a October 1838. Mary Lucas^ and John Reynell were valuable source for new vineyards being cultivated in married in Adelaide on 31 January 1839. The couple Inland NSW, the Port Phillip district and particularly in eventually had a family of three children, two daughters, South Australia. Lucy and Lydia, and a son. Waiter. At a cost of one pound per thousand, John Reynell John Reynell rented land at Hurtle Vale and bought his ordered varieties such as Cabernet Sauvignon, Malbec, first 25-acre section there at 12 shillings an acre on 26 Riesling, Verdelho and Tokay from the Macarthur property August 1839. He established a mixed farm and was one of and planted them on the slopes of Panalatinga Creek. To the fifty settlers who formed the Agricultural and shelter them from the wind he grew almond trees. Horticultural Society of South Australia. He began pastoral Beginning back in 1838 and continuing with improvements operations with a herd of 28 cattle. Later he introduced over the years, he dug out a cave, roofed It using gum tree Southdown and Saxon rams from Van Diemens Land and rafters and thereby made a cellar for his wines. The commenced raising sheep. The resourceful couple also excavation was completed by 1845 and became famous experimented with potato crops, the growing of wheat and as the "Old Cave Cellar". viticulture for wine. In 1850 one of John Reynell's employees was a young Within the first years after settlement of the colony in man who had just emigrated from Devon and obtained his 1836 men like A. H. Davis, John Barton Hack and Richard first job. His name was Thomas Hardy and he would later go on to create his own wine-making dynasty. 1 Mary's nephew was Charles David Lucas who served as a Gradually, through his own hard work and foresight, midshipman on HMS Hecia in the Crimean war. During an attack John Reynell's winemaking venture became successful on the shore batteries at Bomarsund on 21 June 1854, he, at and he later pioneered the export of claret and burgundy great personal risk, picked up a live shell and threw it overboard. to New Zealand. Profits, however, were not excessive and For this action, he became the first recipient of the Victoria Cross. they were generally put back Into the business. To finance Later in his career, he attained the rank of Rear Admiral and his operation he had the plan of a town surveyed on his received a knighthood.

73 AHSA Aviation Heritage property and these allotments were sold at auction on 17 February 1854. Because the town of Reynella was founded after the winery, his firm became the only one in Australia able to use the local town as a trade name for its products. When he died on 15 June 1873, John Reynell left an estate estimated at £4,000 and a wine-making enterprise which was ready to flourish. PROSPERITY IN PEACE . . . After John Reynell died, his son Walter, who had been born on 27 March 1846, succeeded him in managing Reynella farm. Although a young man in his mid-twenties, Walter had inherited all the foresight and hard working qualities of his father. He had been educated at St. Peter's College, had left Reynella Carew Reynell with his children Richard (left) and Lydia. This photograph was taken by when he turned 21 years of age and Lenore Reynell on 12 December 1914, before Carew left South Australia for "the Front” had spent two years on Beltana with the 5^* Australian Light Horse Regiment on the 1 He was killed in action on Station. For the next few years he Gallipoli. Photo: Margaret Hopton conducted a land agency business important Australian industry, exports were growing and and helped his father at Reynella. In 1877 Walter married South Australia was heading towards becoming the Emily Bakewell and the couple had a family of five, three country's leading producer. But the dark clouds of war daughters, Lenore, Emily and Gladys, and two sons, were gathering on the horizon. . . Carew and Walter Rupert. Meanwhile, he established the TRAGEDY IN WAR family concern into a prospering business and in 1883, Carew Reynell was always an active member of the continuing his land-broking career, he joined Elder-Smith community. His pastimes were the Adelaide hunt Club and and Co. where he later became manager. He left his polo and he became Master of the Adelaide Hunt Club in nephew, Allan Ross Reid, to manage the winery until 1907. He also held a commission in the Light horse militia Carew, his eldest son, was able to take over. and with the coming of the Great War he immediately At this time viticulture for winemaking was becoming volunteered. On the formation of the 9^^ Australian Light more and more widespread. Within ten years of the Horse Regiment, he was ". . . posted to the Regiment as colony's beginnings, Adelaide and the southern districts of Second in Command, and threw himself heart and soul Reynella, Clarendon, McLaren Vale and Morphett Vale into the training of the Regiment. His splendid example were producing and selling wine. Within twenty years the and untiring energy did much to bring the Regiment to a state had five of its seven major wine-producing areas, high state of efficiency. Day or night he was ever at his Adelaide, the Southern Vales, Barossa Valley, Clare post and ready for any task, however arduous."^ Valley and Langhorne Creek. The Murray Irrigation Area and Coonawarra began wine producing during the 1890s. Of the voyage to Egypt Major Darley of the 9^^ Light Horse Regiment wrote: Meanwhile, Carew Reynell, who had been born on 16 Too much praise cannot be given to Major C. Reynell September 1883 at Rostrevor, Maglll, in South Australia, and Captain Worthington for the constant care was educated at St. Peters's College like his father. He bestowed on the horses. Both these officers could he devoted his energies to the study of winemaking and took found on the horse deck at almost any hour of the day charge of Reynella Vineyards at the ripe old age of 19. He or night. They were well repaid by the fact that on the fostered overall improvement and expansion and greatly Karoo only two horses died out of a total of 402.'^ developed the brandy making side of the business, which his grandfather had already started in a small way. On Gallipoli, Carew was involved in the heavy fighting at The Nek in June and July 1915. On one occasion he Carew's younger brother, Walter Rupert Reynell, who personally thwarted a Turkish attack by leading a charge had been born on 4 July 1884, became a Rhodes Scholar to recapture an overrun trench off a group of the enemy. and In 1906 sailed to England to go to Balllol College, The Official History described how Oxford University. On 11 May 1910, Carew Reynell . . . revolver in Hand, Major Reynell, the second-in- married May Byard, daughter of Douglas Byard M.A. command of the 9^^, conducted a party of his men up a (Oxon), headmaster of the Hahndorf Academy for boys, a communication sap (trench) leading the secret sap. private school in the Adelaide Hills. For his wife and family he built a comfortable home at Reynella, which became known as "Carew Cottage". His first child was a daughter, Lydia, born In Adelaide 19 February 1911 and his second was a son, Richard Carew, born 9 January 1912 at Reynella. By Walter Reynell's 68th birthday in March 1914, the ^ Major T. H. Darley, With the Ninth Light Horse in the Great War, winemakers of Reynella were able to look-forward to a Hassell Press, Adelaide, 1924. future of prosperity. Wine was on its way to becoming an ^ Ibid.

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and, exchanging shots with the enemy at three yards' Australian Rhodes Scholar he had gone to Balliol College, distance, drove them from the junction. ^ Oxford University. During the Great War he had served in A natural leader, Carew was a lieutenant colonel by the Royal Medical Corps and afterwards he received an August and he assumed control of the regiment. Major appointment to the West End Hospital for Nervous Darley of the 9*^ Light Horse Regiment wrote that he was: Diseases. He worked there from 1920-1946 when he "... an officer and gentleman of the best type, a retired as Senior Physician. He died on 21 March 1948.^ splendid soldier and a born leader. It is safe to say that Dick received his earliest schooling In England at the he was idolised by the members of the Regiment who Golden Parsonage Prep. School, Hertfordshire. Later, would have followed him anywhere..." ^ May and the children returned to South Australia where And follow him they did to Hill 60 on the night of 27 they lived in their old home at Reynella. It was here that August 1915. the children grew up. Dick attended boarding school at St. Peter's College. At an early age he displayed a high Hill 60 was considered an important tactical feature of degree of mechanical aptitude and at 14 or 15 he had a the Gallipoli landscape. An attack on 21 August had met large steam train set which covered the floor of an empty with partial success and on the 27^^ another assault was room in his home and other small models of steam pumps launched to complete its capture. After bitter fighting the and steam engines all of which worked efficiently. Also, Anzacs reached the summit but before they could dig in, a as he grew older, during his holidays he could always be fierce Turkish counter-attack forced them back. Only the found tinkering with a much-loved motor cycle. After he men of the New Zealand Mounted Rifles managed to hang had finished his schooling, he returned to England in 1929 on. This was the position at 11.30 p.m. when the 9th Light where he was coached for and passed his Oxford Horse Regiment led by Carew moved into position ready University entrance examination. While there, his growing to cross open ground to reinforce the New Zealanders. At interest in the thrill of flying led him to join the Oxford Carew's signal, over the top they went . . . The fate of University Squadron. Lt/Col. Carew Reynell and his men remained unknown In 1931, he joined the Royal Air Force and was until the Turks were driven out on the 29^^. It seems that eventually posted to 43 Squadron at Tangmere. His skill in most had run into a Turkish machine gun position that was flying enabled him to become a member of the unit's so positioned it could sweep the trench with a withering Hawker Fury Aerobatics Team which thrilled crowds all fire they entered. The advancing Australians found over England and on the Continent in many flying carnage. The positions were heaped with Turkish dead displays. The other members of the aerobatics trio were mingled with the dead of the 9^^ Light Horse. Carew's body John Hawtrey and "Tubby" Mermagen. No.43 Squadron's was discovered In the open at the edge of the trench. historian, Jim Beedle recalled one show: The fighting on and around Hill 60 between 27-30 In 1933 the Squadron contented itself with 'a very August cost the Anzacs more than a thousand young men. fine show' in the form of an Audax (4 Squadron) versus Recorded by Major Darley on the 9th's losses of 28 Furies (43) battle and permitted No.25 Squadron to, try August 1915: their 'prentice hands at roped together acrobatics, . . . This was a sad blow to the Regiment, especially following, as one Squadron pilot put It, 'where better the loss of their gallant Colonel . . . Desperate efforts men had led before them.' Just to let it be seen were made to recover the bodies of our dead however that there was no diminution in perfection F/Lt comrades and during the following night several were John Hawtrey went, with F/Os Mermagen and Reynell brought in including that of Colonel Reynell."® to the International Air Meeting at Brussels on 11 June. At 1630 hours rain was falling heavily and visibility was After Carew's death, May Reynell, went to Egypt reduced to 1 kilometre when, 'to everyone's towards the end of 1915 leaving her children, Dick and Lydia, at Reynella In the care of her parents. She was one of a group of volunteer women organised by Mrs Mabel ^ Rupert Reynell MA DM (Oxon.) FRCP London: b. July 1884. Emmerton (mother of Dame Mabel Brookes) to set up a Educated at Queen's School and St. Peter's College, Adelaide. rest and recreation canteen and tea rooms for the troops After completing his science degree at Adelaide University he was at Heliopolis where they could have a decent meal and South Australian Rhodes Scholar for 1906 and went to Balliol College, Oxford where he studied medicine, finishing his studies receive the Comforts sent from Australia. The work done at Guy's Hospital, London. In sport at Oxford he distinguished by these women was greatly appreciated by both the himself in boxing, tennis and rowing. He was in the RAMC during authorities and the men. May returned to Australia late In World War 1 with the Australian Voluntary Hospital in Belgium 1918. and later the Seale-Hayne Military Hospital at Newton Abbot Walter Reynell, who had witnessed Reynella's which was for neurological cases. Here he dealt with many cases of battle neurosis. In 1920 he was elected assistant physician prosperity in peace and felt the bitter tragic loss of his son (and later physician) to the West End Hospital for Nervous in the Great War, passed away on 8 April 1919, just after Diseases. He soon became more interested in the psycho- his 73”^ birthday. pathological problems of diseases and disorders of the nervous THE ROYAL AIR FORCE system than in the purely organic side of neurology, and he became a recognised authority on the subject. During World War May Reynell moved to England around 1920-21 to be 11 he was Neuropsychiatrist at the Military Hospital for Head near her husband's brother. Doctor Rupert Reynell, as she Injuries at Oxford. He was also consulting physician at the Royal felt that the children needed a man's guidance. Walter Northern Hospital. He returned to London at the end of the war Rupert Reynell MA Dm FRCP, Carew's younger brother, but retired from the West End Hospital as Senior Physician in was born on 4 July 1884 and in 1906 as a South 1946 when he resumed private practice in Neuropsychiatry. He was also Consulting Physician at the Royal Northern Hospital prior to WW2. He was a Fellow of the Medical Society of London C.E.W. Bean, The Story of Anzac, The Official History of and of the Royal Society of Medicine. He married Una Mary Australia in the War of 1914-18, Vol.2, Angus & Robertson, 1924, Shaw-Stewart in June 1916 and they had five children. P.313-4. Lenore Reynell & Margaret Hopton, John Reynell of Reynella - a ^ Major T. H. Darley, op cit. South Australian Pioneer, Investigator Press Pty Ltd, Hawthorndene, 1988, p. 222-3. ^ Ibid.

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amazement three Furies of 43 leaped into the air. The skills eventually led him to the position of test pilot at enthusiasm of the crowd knew no bounds at their Hawker Aircraft Ltd. At this time, the pride of the Hawker display. With low cloud base, no horizon and restricted stable was its new Hurricane fighter. Design work on the visibility the closeness of their formation showed the aircraft began as a private venture in January 1934 when supremacy and thoroughness of their training. One can chief designer Sydney Camm learned of Rolls Royce's only class their show as superb.' powerful new PY-12 liquid-cooled engine, later to be 'It was rather gratifying to hear all the eulogistic called the Merlin "C". His detailed design, around which remarks from Belgian Air Force pilots and members of specification F.36/34 was eventually written, was the public ... impeccable, epatant, une pure men/eille, submitted to the Air Ministry on 4 September 1934. etc., on all sides.' Although instructions to proceed with making a prototype Not for the first time across the Channel the were not given until 10 January 1935, preparatory work Squadron's effect on their rivals was shattering. The actually started on 17 October 1934. On 20 July 1935, the French squadron, down on the programme to follow specifications were amended to provide for the installation 43, called off, and they sent only a solitary Dewoltine of eight wing-mounted Browning machine-guns. The into the sky, the pilot of which contented himself with a prototype (K5083) flew for the first time on 6 November few stall turns. A little later after an improvement in the 1935 and was delivered to Martlesham Heath for official weather three Swiss Dewoitines took the air. They had trials the following February. Every expectation was met or scarcely begun their display when one of them hit the surpassed during these trials, a maximum speed of 315 roof of a hangar. The ensuing forced crash-landing mph being attained in level flight at 16,200 feet. Convinced was highly spectacular, but not quite to be compared that_orders for quantity production would soon be with 43 Squadron as a controlled display of brilliance.® forthcoming, on their own initiative Hawker chiefs planned for the production of 1,000 machines. Their faith proved Another member of the squadron with whom Dick justified when, on 3 June 1936, an initial official order for became a close friend was a Southern Rhodesian pilot, 600 was received and three weeks later the name Caesar Barrand Hull. On 30 January 1940, Hull would "Hurricane" was approved. Production drawings began score 43 squadron's first victory of WW2 when he and reaching workshops that same month, and although there another pilot, Sgt Frank Carey, shot down a Heinkel He was some delay because of the decision to supplant the 111 while on convoy patrol.® Merlin I by the Merlin II engine, necessitating some After leaving 43 Squadron, Dick Reynell transferred to redesign, the first production Hurricane I (LI 547) flew on the RAF's Meteorological Flight at Duxford, While there, 12 October 1937. Deliveries to the RAF followed rapidly he and another adventurous young flier, Geoffrey Quill, and 111 Squadron at Northolt was the first unit to be re­ decided that they would set a record by carrying out flights equipped, having a flight of the monoplanes by December for 365 consecutive days, regardless of weather 1937. conditions - and they did! Geoffrey Quill, of course, Each production Hurricane had to undergo around six eventually became chief test pilot at Supermarine Aviation flights before delivery to the RAF to adjust the trim controls and was deeply Involved with the development of the and throttle settings and to cheek handling and immortal Spitfire. performance of both aircraft and systems. Later on, after the establishment of Maintenance Units, a certain amount of Service "bought-out" equipment could be installed after leaving the manufacturer, thereby enabling the production checks to be reduced at Hawker's factory and airfield at Brooklands, Surrey. As it was, there were few days during 1938 on which each of the Hawker test pilots (George Bulman, Philip Lucas and John HIndmarsh) did not make four or five flights. Dick Reynell, then a Flight Lieutenant on the "A" Reserve of RAF Officers, was seconded to Hawker for test-flying duties to assist with the heavy workload. On 6 September, test pilot John Hindmarsh was killed while testing production Hurricane LI652 and this led to him joining the Company. Between them all, the four pilots made just over 3,200 flights at Brooklands during the year, excluding those to deliver aircraft to the With the RAF Met Flight at Duxford, Photo;Lydia Crawford via Margaret Hopton Service. THE HAWKER HURRICANE Dick soon proved to have all of the qualities needed for After Duxford, Dick returned to Australia for a short such work. His technical knowledge was superior to most time. Because he was John Reynell's great grandson, and he was full of enthusiasm and ideas but at the same many In his family would have liked Dick to join in running time he was willing to listen to the advice and suggestions the winery, but he left again for England where his flying of those around him. The precision and skill of his flying was unsurpassed. On one occasion, it was necessary to ——------conduct an experiment to check the airflow around the 8 Jim Beedle, 43 Squadron RFC/RAF - The History of the Fighting wing fillets and radiator fairing of a new prototype. Tufts of Cocks, Beaumont Aviation Literature, London, 1985, p.98-99. wool were placed in strategic positions on and around these surfaces. Flying a Hurricane just below the ® He 111H-2 (1H+KM) of 4/KG 26 was shot down into the sea 10 experimental aircraft, Dick formated on it to take a series miles east of Caquot Island. Feldwebel Helmut Hdfer and his of photographs, using one hand to fly the Hurricane and crew were lost.

76 AHSA Aviation Heritage the other to work the camera. The prints clearly showed had to accept this. While kicking his heels and waiting the data the designers needed. for the replacements to arrive from England, he and his At the controls of a Hurricane Dick Reynell was men had a good time careering over the desert in superb. Those who were privileged enough to see him in Landrovers to shoot a kind of black partridge which action in flying displays would sing the praises of his they have there for the pot. He also visited many aerobatics skill for years afterwards. Air historian Jim interesting places in Persia, Demvend, Kermansbah Beedle recalled in 1980: and many others. "Dick Reynell will always be remembered by those of June 1939 saw the birth of his son whom he named us who saw It, for a display of aerobatics in a John following the family tradition. In July 1939, an air Hurricane which he had taken up on a test flight, which show was scheduled to be held at Brussels and the RAF 40 years and more on, I have never seen better. He wanted to show off the Hurricanes as part of Its exhibition. finished at the top of a loop, lowered, i.e., pumped the Orders for export versions of the machine had already undercarriage upwards, and then side slipped almost been received from Belgium and Yugoslavia and direct vertically to a perfect three pointer."^° export arrangements were proceeding for the delivery of At a tennis party in the middle of 1938, Dick met Hurricane Mk. Is to Turkey and Rumania. Not only was It Marjorie Watts-Allen, the daughter of Colonel Watts Allen a good chance to show off the product, there were also of Gerrards Cross, Bucks. It was a whirlwind romance. sound political reasons for displaying the potential of the Majorie recalled: British aircraft industry because of the increasing tension I had taken my university degree in 1935, and, after a created by German expansion in Europe. Representatives period at KCHSS, (a domestic science college), I took from the air forces of Europe, including Germany's a job as a leader of Young people's sporting tours on Luftwaffe and Italy's Regia Aeronautica, were attending the continent. We went in small parties canoeing down the show and there was keen interest in the RAF's the Moselle, or walking in the Bavarian highlands, or impressive looking monoplane fighter. hiking in Austria, or walking in the Ahr valley, etc. I Unfortunately, the timing of the airshow was far from remember that I didn't sleep more than two nights in good news for the RAF. Those Hurricanes already in the same place from May till October, and lived In a service were in the first stages of being re-equipped with rucksack for months on end. My family was living at new variable pitch propellers to improve their performance Gerrards Cross, and I had come back to be with them so they were not available. The only plane with the when I met Dick . . . We met at a tennis party at the completed modification was the four year old Hurricane house of a friend, and a day or two later were at a prototype, K5083, at Hawker Aircraft Limited. There was a dance together. We knew Immediately - and got possibility of using this machine, but this idea posed engaged the next day, and were married within three several problems because it was not a service aircraft. It months! That was 1938 and the war was looming- we was a typical SNAFU. The situation went In circles. felt there was no time to lose. We were married on my Because the prototype was a civil aircraft, it could only be birthday, September 24th, and left for a honeymoon in flown by a civilian pilot, one of the Hawker test pilots, the south of France, but we were fully expecting the either George Bulman or Dick Reynell, but as neither of war to break at any minute, and Dick left our address, them were in the air force, technically they were not expecting to be recalled."^^ qualified to fly with the RAF contingent. Renowned author At this time. Hawker was selling Hurricanes to various Paul Gallico recounted what happened in fine countries and the usual procedure was that they were melodramatic style in his book The Hurricane Story^^: shipped to and assembled in the buyer's country where In July of 1939 there was a great Air Show at they were tested before being officially handed over. Brussels and the RAF had wanted to exhibit the Shortly before being married, Dick had needed to go to Hurricane. But at this period none of the RAF Latvia for this purpose and now just before Christmas, Hurricanes had been fitted with the new variable-pitch 1938, he was sent to test seven Hurricanes which had propeller which was so materially to improve its been sold to Persia. There were delays, some missing performance. Only the prototype, the now four-year-old parts had to be sent from England, so he and Marjorie had workhorse K5083, had this new modification. There to spend their first Christmas apart. When the planes were were further complications, for K5083 was a civil ready the Shar of Persia (Reza Pahlevi) came to watch the aircraft. Only George Bulman and Hawkers' other test display. He was so impressed by Dick's knowledge and pilot, Dickie Reynell, could fly it and since unfortunately flying skill that he offered to him on the spot the position of neither of them were in the RAF they were thus not Chief of Air Staff in the Persian Air Force! Majorie recalled: qualified to fly with the service contingent, even though There was some trouble with some part, and he had they were both ex-Air Force. to wait out there while replacements were sent out - a slow business. Very frustrating, and I remember However, RAF types are not ordinarily stopped by sending him out a lot of Christmas puddings which I anything as vulnerable as rules and regulations. The had made, to eat with his fitters. When the planes were two civil test pilots put their heads together with their ready, the then Shah came to watch the demonstration RAF friends and went to work. Reynell, who was in the display. He was so impressed by Dick's flying and reserve of RAF officers, was officially 'called up' for the knowledge that he asked him if he would more or less duration of the show. take over his air force!! Dick replied that he was honoured, but that as It seemed that war was imminent, he must return to his own country - that Shah was not a man who liked to be gainsaid, but he Correspondence with the author.

Correspondence with the author. Paul Gallico, The Hurricane Story, Michael Joseph, London, Correspondence with the author. 1959, p.30-35.

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The matter of the private ownership of the prototype which follows overloading electrical equipment was was solved even more simply. The boys secured a only seconds away. couple of pots of paint and painted the RAF roundels And then the Hurricane came through. By all the laws on to the wings and body of the aircraft, and for this of mechanics, engineering and electricity she ought brief period of her life and history - a life and history not to have started. But she did! that had been vital to the security of the British nation - K.5083 joined the Royal Air Force of Great Britain and The big blades did two more flips; the engine wore its war paint. . . coughed and fired with an echoing, car-splitting roar. Over the Belgian loudspeaker came the announcement. The next exhibition flight would be by Reynell winked at Bulman, and a few minutes later the Hawker Hurricane of the British Royal Air Force. he was airborne. A buzz of excitement ran through the throng packed As though to celebrate the life that now throbbed into the grandstands, gay with the flags of all nations through her. Old K.5083 chinned herself on her new whipping In the breeze. Then the excitement died to a prop pulling herself aloft. Then she threw herself about hush of expectancy. the Belgian sky with all the abandon of a joyous bird. There was a stir too among the members of the Dickie Reynell was giving the Germans and Italians military missions gathered from all Europe, and the and all the rest gathered below the works, but the old German and Italian contingents exchanged glances. prototype seemed to respond as she never had before, For this was the aircraft they had come to see. rolling, diving, spinning, looping, and doing everything but turning cartwheels. A murmur from the crowd rose On this show at Brussels hung the whole weight of again. The German and Italian contingent tried not to British prestige in the air at a time when the war­ be caught ex- changing glances with one another. mongering Hitler had swallowed Czechoslovakia and These men already held in their brains the secret of Austria and threatened Poland, and the Luftwaffe of Air the war they were about to launch, and what they saw Chief Hermann Goring was throwing Its weight around. was sobering, for they were mentally measuring speed The military men of Europe, and in particular the and manoeuvrability against what they knew of their smaller nations, waited anxiously to see whether own Messerschmitt 109. As a grand finale Reynell put Britain had an answer to the challenge. the sturdy little ship into an outside loop, and as she That answer stood in the shape of a tiny silver climbed to the top of the rim of the circle the Hurricane monoplane with red and blue roundels of the Royal Air suddenly shot bright streamers of orange flame Force painted on wings and fuselage. Behind the backwards from her exhaust, drawing a gasp rising ropes erected to keep spectators at a respectful almost to a shout of astonishment from the crowd. distance were Dickie Reynell and George Bulman and a half-dozen British mechanics apparently going The Germans and Italians no longer concealed their quietly about the business of last-minute preparations amazement. They were not only astonished but for take-off. And not a single person In the vast crowd rocked. What had the British come up with now? Some so much as suspected that these men were facing new booster? A secret fuel injector no hint of which failure and defeat at that very moment. The most had reached them through spies or leakage? The ignominious fiasco that can take place at an air show climbing silver ship, trailing Its tail of fire, looked like a was in their minds. In all likelihood their aircraft would comet. never get off the ground. For the starter battery provided by the organisers of the show was for only 12 How were they to know that the Hurricane was volts instead of the 14 required to start the Hurricane's pulling their legs and that the unexpected pyrotechnics powerful 1,250-hp engine. Unless the heart could be was nothing more than excess petrol whipped from the set beating the bird would never take the air. carburettor by the negative pull of gravity. How cool, ordinary and normal every one looked as Dickie Reynell came floating home to a great roar of beneath that concentrated gaze Reynell climbed into applause and cheering, and, setting the old girl down the cockpit and the starter battery was wheeled out on sweetly and neatly, leaped from the cockpit in an off­ its little wagon and connected with the air- craft. In their hand manner. . . mind's eye both Bulman and Reynell were imagining what would happen when the too-weak battery made War broke out in Europe two months later when the contact - a low hum, an explosion, a flash of blue Germans invaded Poland. flame, a puff of grey smoke, and then the THE BATTLE OF BRITAIN announcement over the loudspeaker, 'Ladies and In July 1940, at the height of the Battle of Britain, Dick gentlemen, it is to be regretted that owing to technical Reynell volunteered to fly in the RAF. At this time, the difficulties the Hawker Hurricane will not fly.' British Air Ministry was allowing a select number of test But there was nothing to do but try. Reynell called for pilots to fly for short periods with operational squadrons. contact. The heavy propeller turned over once slowly - There were sound reasons for this measure. Firstly, far too slowly. Fighter Command was losing more pilots than it had incoming replacements and the shortage was becoming In the cockpit Dickie Reynell, perspiration streaming more and more acute. Secondly, it was an effective way of from his brow, strained on the electrical booster. giving test pilots first hand experience of the difficulties faced by service pilots. His posting came through on 26 Standing on the ground George Bulman, the man August. He was to rejoin his old unit, 43 Squadron, which who had nursed this same Hurricane through its official was operating from Tangmere and enmeshed in the birth years before, felt the starter cable growing hotter heaviest of the fighting, usually against overwhelming and hotter in his hands. The inevitable catastrophe odds. Losses were heavy. The day he was posted, three

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A publicity shot showing test pilot Dick Reynell and Lord Nuffield with a new Hurricane manufactured by Hawker Aircraft Ltd. Lord Nuffield signed the photograph on 8 July 1940 and presented it to Marjory Reynell as a keepsake. Photo: Marjory Horn

Hurricanes were lost with one pilot killed and another, the We kept going for about ten minutes, until eventually squadron's commanding officer, seriously wounded. The they got sick of it and pushed off. I was quite pleased man who was promoted to take over as CO was none to see them go, as there were rather too many to keep other than Caesar Hull, Dick's old friend from the early an eye on the whole time. They are a good deal faster days. than the Hurricane but not very manoeuvrable.

F/Lt Dick Reynell was flown to Tangmere from Langley I think one of the Flight got one of another batch, but by his colleague, Philip Lucas, in a Hawker Hart. He was it has not yet been confirmed. The rest of the bombers soon in action. This excerpt from a letter dated 30th went on out to sea where we are not allowed to follow August written from Tangmere to his wife Marjorie without us getting in range. There were only four of us described his first combat'"*: left over Brighton as the others went to finish off a Me I've just had my first scrap over Brighton. We joined 110 which had been damaged earlier by the Spitfires in a general melee in which I lost the rest completely which were engaging when we came on the scene. and was set upon by five He 113s.*^ They had the advantage of height and speed, but I had no difficulty We expect another Blitz this afternoon, as the in keeping out of their sights. One shot at me out of weather is perfect for It. It's the most exciting thing I've range but I did a quick turn had left him standing. They ever done and I feel quite competent to keep out of stuck together the whole time and one lever knew if their sights. One was behind. They kept on reforming and then coming down at me one after the other and then going Next time I shall know where to shoot and with any up again. It was very easy to dodge them but luck. I'll nobble a blighter. It's all the most incredible extremely difficult to get on their tails. I eventually got tangle when things get going with every man for in a short burst at long range, but missed and then had himself. Here we go - we've just been called to to side step hastily to avoid one on my tail. readiness which means a Blitz - finish this later. In a furious battle on 2 September, 43 Squadron lost three more Hurricanes and one pilot was killed. Dick Reynell flying Hurricane V7257 accounted for a German Correspondence with the author. Fighter. His victim was Uffz. von Stein of 4/JG 2 who force landed his crippled Messerschmitt Bf 109E-4 (1452) at The He 113 was actually the Heinkel He 100D. It was generally rnSeTtterrMaSorir®''"®’ believed that this fighter had entered service with the Luftwaffe when in fact only 12 were produced, and none were accepted for Tuesday service. In a bid to fool Allied Intelligence, the dozen were painted I'm sending this on, though you knew what happened with different insignia several times for propaganda photographs, in the afternoon. I got my first Me 109 yesterday thus giving the impression that they were in widespread use. The morning as you will probably have heard by now. I got ruse was successful. On numerous occasions Messerschmitt Bf his engine and followed him till he crashed in a small 109s were mistakenly identified as 'He 113s', an easy error to make in the heat of battle, and were entered as such in RAF combat reports and records. Correspondence with the author.

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field. The machine broke up completely but I saw the continued diving through the bomber formations in an pilot being helped away by a couple of farm hands. I effort to break them up before they arrived over the target. don't know how he got out of it but he did. Three more 43 Squadron Hurricanes fell to the escorting Bf 109s. One pilot bailed out and landed safely but the We ought to have 24 hours of comparative quiet others, Dick Reynell and Caesar Hull, were killed. In the now, as we are on 30 minutes available. melee, Dick was separated from the others and came In another battle on the 6th against Junkers Ju 88s under heavy attack. According to one account, when and Messerschmitt Bf 109s over the English Channel, Caesar Hull saw what was happening he went to the Dick probably destroyed a Ju 88 but he was unable to see Australian's assistance, despite the fact that his own guns it crash because he was heavily engaged by Bf 109s. His were empty. By doing so he paid the ultimate price. No.43 Hurricane was slightly damaged but he had no difficulty in Squadron's new commanding officer had lasted no longer landing safely. Narrative of combat report by F/Lt Reynell, than a week. 6th September 1940^^: Dick managed to jump from his crippled plane but his I was Yellow 1 when the Squadron was ordered to parachute failed to open. Hurricane V7257, minus its patrol Mayfield at 15,000 feet. We subsequently Merlin engine, which broke away in mid air, crashed at received the order to patrol at 20,000 feet and shortly Crown Point, Blackheath, and the engine fell onto a afterwards saw 15-20 bombers flying South some nearby convent. The Australian's body was found a distance ahead at approx. 15,000 feet and over 20-30 hundred yards away from the wreckage. Marjory recalled fighters flying behind at 18-24,000 feet. later: The bombers were too far away to pursue and we About Dick's actual death, I was told by two different engaged the fighters. Soon after I saw one Ju 88 flying high-ranking RAF officers that his parachute failed to behind the rest of the formation and diving down with a open. At the time, this was kept from me, but they Hurricane In pursuit. This turned out to be Red One wouldn't let me go to see him, and I now think it must (Caesar Hull) and we made two quarter attacks losing have been because he was so badly smashed up. It height rapidly. After the second attack the bomber's was years after that I was told about the parachute, guns ceased firing and Red 1 turned away. and even now I am not 100% certain ... It was such a I continued to attack the bomber which slowed up ghastly misfortune that nobody except those two RAF and commenced turning with a thick trail of black men (who assumed that I knew) spoke about it.^® smoke coming from it. I finished my ammunition and before turning back saw numerous bullet holes in the Ironically, a recall signal had arrived at Tangmere that fuselage of the bomber which appeared to be badly very morning. Philip Lucas had contacted Fighter damaged. Command requesting Dick's Immediate return to Hawker I was then closely engaged by about 3 or 4 Me 109's, where he was urgently needed again for test flying. It had which had been attempting to engage me during the arrived too late. latter part of my attacks and was unable to see if the Dick Reynell was buried in a quiet corner of bomber crashed or not. I returned to Base and found Brookwood Cemetery in Surrey. Its location was described that only six guns had fired owing to bullets which had in Winston Ramsey's enormous book. The Battle of Britain penetrated the wing and hit the air pipeline and an Then and Now, thus: ammunition tank. My aircraft was hit at long range by Richard Reynell was buried in an obscure corner of one of the Me 109s which had been attempting to Brookwood Cemetery which lies on the opposite side attack me while I was engaging the bomber. of the Woking-Pirbright road to the Military Cemetery. It Saturday, 7 September saw a sudden change in took us a considerable time to locate the grave which German tactics. Hitherto, the enemy had concentrated his lies in thick undergrowth about eighty yards due south attacks on airfields and sector stations in southern of the south-eastern end of St. Bartholomew's Avenue 19 England In an effort to win local air superiority as a preparation for invasion. Now, In retaliation for RAF night There is another grave which displays the name, John raids on Berlin and in an effort to draw the weakened Reynell, nearby. After serving in the RAF, Dick's son was British Fighter Force up into combat. Hitler ordered the killed while test flying a helicopter in Borneo in 1973. daylight bombing of London. That morning passed quietly About his grave, it is not "obscured by thick enough. At Tangmere, the pilots of 43 Squadron relaxed undergrowth", although at the time that Winston in deck chairs outside the Officer's Mess and soaked up Ramsey wrote. It was. Brookwood Cemetery was some sunshine. Someone took photographs of the group. desperately short of labour, and only managed to look Three hours later, two of the eight men shown in the after the graves In the main avenue. Dick's grave is pictures were dead. right on the edge of their land, in a place I chose The Luftwaffe came, 300 bombers and 600 fighters because it was so peaceful and beautiful. Now, I have strong, late in the afternoon and the RAF was caught a contract for keeping his grave and the nearby grave napping. Accustomed to defending the airfields, sector of my son in good order.^° controllers directed their squadrons as usual with the Father and son rest in peace side by side. result that they were poorly deployed to meet an attack on the capital. Few British fighters were able to molest the German bombers before they unloaded on London's dock area east of the centre of the city. One unit that did arrive Correspondence with the author. on the scene early was 43 Squadron. Winston Ramsey (Ed.), The Battle of Britain Then and Now Caesar Hull led his ten Hurricanes into an estimated Mk.lll, Battle of Britain Prints International Ltd., London, 1985, force of 75 bombers and 150 escorting fighters. One by p.425. one the Hurricanes ran out of ammunition but they Correspondence with the author. F/Lt R.C. Reynell, Combat Report, 6th September 1940.

80 AHSA Aviation Heritage

SYDNEY PICKLES SILVER CITY SURVEY by Neville F. Hayes

Curtiss JN4b taking off at Menindie bound for Broken Hiil. noio: Mr, inorphai. nee Underdown

In 1915 the government of New South Wales instituted aerial service to that city. "The Hill" was as far west as one a flying school at Richmond, with a view of training pilots could get in NSW, and, no rail communication was for war service, and with visions of holding a leading possible with Sydney, as the service stopped at Parkes; position in aviation post-war. Between August of that year although it was surveyed, and partly constructed beyond and October 1918 upwards of 70 men gained their Bogan Gate. Pickles undertook to conduct the survey free certificates. of charge providing the government provided the plane, a When the war came to an end Premier W.A. Holman guide, u-and met expenses. Pickles■ was authorised to select elected to give the school a chance to prove useful to civil ® machine and have it put in order for the trip. He had flying. Several civil aviators had machines erected or already applied to buy the two remaining Curtisses at repaired by the staff. Still in residence were three State £300-10-10 for ‘he two machines, arguing that it would Curtiss Jennies and four Caudron types considerable expense to put them in good order. However, when he got the job of conducting the flight he , With^ their j primary purpose ended, the government wrote, in part, "They have been excellently maintained, began to wonder what to do with their assets. The Curtiss with the result that they are even now, practically as good machines had been well maintained, and there were as new machines, and from various improvements that several 'bites' by returning airmen to buy them, but these have been carried out on them at Richmond, they are, in bids were rejected pending a decision on the future. In my opinion, more serviceable that they were when new August 1918 they decided to give the school six months. Preparation can be carried out in a few weeks " to see if demand existed for pilot training. Only one enquiry for a pilot course was forthcoming, but there were Pickles submitted a timetable for travellers, a list of many queries re- mechanics courses. On May 10 1919 depots and sub-depots, and figures that suggested that Holman advised his Minister for Education, who had ^one .. passenger . or 160, lbs of mail could be carried. A charge of the school, " At our next cabinet meeting I want were drawn up for the to discuss the management and prospects of the aviation school. The moment has now arrived when commercial aviation is a feature of the age. It is recognised as such, and we stand to get nothing out of the fact that we are the only government which has moved. I see no reason why we should not undertake an aviation service within the state, and enter into contracts with the Federal Government for the carriage of mails, etc. just as we undertake the carriage of mails by rail. Will you take up the matter seriously and press it?" On September 6th of that year, renowned aviator and self-promoter Sydney Pickles, arrived with an Avro, and after giving air-minded Holman a flight, and expressing opinions on aviation, agreed to conduct a flight to Broken Lashed down in Menindie on return flight. Hill and return in order to determine the practicality of an Photo: Mrs Morphett, nee Underdotvn

81 AHSA Aviation Heritage flight. Railway surveyor Frank Wilson was selected as Soldiers Association by telephone from Menindie guide. Meanwhile, the Daily Telegraph requested that a regarding the ground, and the upshot was that an area a bundle of their latest issue should be carried for mile on the town side of the racecourse was selected. distribution along the route, thus stealing a march on the On Sunday the machine left Menindie at 6:45, Sydney Morning Herald. This was agreed to, being good meanwhile at Broken Hill the crowds had assembled to politics, as the Telegraph had been most unkind to the welcome the aviators. The morning was fine and warm, government of late. and three tent -flies had been laid out in the centre of the landing ground. A smudge fire was prepared and wanted Loaded up with 150 copies of the 1am issue of the only a match to set it going. Pickles appeared an hour and Telegraph, Pickles took off in fog at 4:30am on Friday 7th twenty-five minutes after leaving Menindie, and made a November, bound for Bathurst, planning a 7am arrival. good landing. The machine was handled to the ruins of the Exiting the fog at a few hundred feet, he picked up the old slaughterhouse and pushed between low walls and main western railway line near Penrith and followed it to covered by tarpaulins as protection from the winds, a Mount Victoria. Passing over Leura he descended to 20 or 30 ft over his mother's house, drawing her outside in her nightie to wave to him. He followed the Main Western road to Rydal until he picked up the railway again, and thus to Bathurst, arriving at 6am. He circled the railway station, landed at the racecourse, and handed over a bundle of Telegraphs to the local newsagent. They were Inscribed, "Delivered by Sydney Pickles per aeroplane." He attended to the machine and then took breakfast. Describing the flight to the Bathurst National Advocate he remarked that his plane, "which was of a rather bright yellow colour"' must have presented a pretty spectacle with the sunlight playing upon it. (Author's emphasis.) The air delivery of the Telegraph beat At Euabalong, taken by school teacher; Note legend below photo. the usual delivery time by five days. Trains were a casual, three days a week service in that policeman placed on guard. A civic reception was held, area. He left Richmond with two bundles of papers, and and about 4pm Pickles took off to fly to Cockburn on the several separate issues addressed to mayors and heads border, thus covering the breadth of New South Wales. of churches In the towns he was to call at. Pickles made two flights over the town, bringing Taking aboard surveyor Wilson, Pickles left Bathurst at enjoyment to, and evoking much comment from the public, 7:45, and landed at Parkes at 9:30, where he stayed an but the feathers and furs brigade had other ideas. hour before pushing on to Condobolin where he arrived at Hundreds of pigeons were afraid to rest for a second, 11:30, and at 12:30 proceeded to Euabalong, landing at while the hens got excited and rushed hither and yon 1:20. without plan or reason. (The term, like chooks with their Due to hot-running, he arranged with Mr Holmes who heads cut off, had apparently not been coined at that owned the motor garage there, to improve the airflow, date). Cats showed no real signs of fright, but were apparently by cutting away the chin. (Note that the louvres observed to be close to bolt-holes nonetheless. Dogs in the side skirts admit daylight in the photo taken at barked defiance until they ran out of breath, with the Menindie). Being troubled by the heat of the sun on his exception of one who spotted the shadow of the plane and neck. Pickles adopted a Panama hat for the rest of the took off after it, only saving himself from bashing his trip. Departing Euabalong at 5:15 on Saturday, they brains out on a stone fence by rapid back-pedalling. A arrived at Ivanhoe at Sam where they breakfasted. political meeting on the town reserve was abandoned in favour of the greater attraction, and the man on the stump Pushing on into strong winds they arrived at Menindie was left gesticulating to himself at 12:05. Arrangements had been made to land in the town square, but overhead wires made this impossible, "Political" comment of a different kind appeared in the and Pickles landed near the present site of the school. newspaper columns. One chap ridiculed the council for Unfortunately, he holed the wing on tobacco bush, which spending time and money filling drains in Picton Reserve, in those days stood about 6 ft tall, with a woody stem only to have that place passed over, while the streets had similar to blackberry canes. The hole was sewn up by a not been attended to since they were initially surveyed. local woman, and a patch applied. Pickles planned to fly The only advantage being that sand had been cleared on to Broken Hill, but a storm blew up, and at 3pm he from peoples fences to provide fill. Even the wood for the called it quits for the day. He had intended to arrive in smudge fire had been transferred to the new site. People Broken Hill about 6pm, and crowds had assembled at had gathered at Picton Reserve from Noon local time, Picton Reserve, a site selected by the Town Clerk. Pickles anticipating a 6pm landing, but were disappointed. Even had requested that a white, double-bed sheet be set out those who went to the new site were out of luck. on the ground to mark the landing field, but none was The return journey to Sydney began at 5:15 on forthcoming, so an area of the ground about 20 yards Monday, loaded down with two gallons of water, four days' square was lime-washed in lieu. However, Pickles rations, and spare sparking plugs and tyres. Faced with a consulted a former A.F.C pilot in Broken Hill, G.F. Barson, strong head wind. Pickles arrived at Menindie after an secretary of the local branch of the Returned Sailors and

82 AHSA Aviation Heritage

hour and fifty minutes. Rather than take a chance on being fabric, occasioning further delays. Seventeen shillings and forced down in the never-never country between Menindie nine pence were expended for shellac, spirits and calico to and Ivanhoe, he elected to stay there until the wind make repairs. dropped. He landed on the dry bed of Menindie Lake. The Pickles left Bathurst on Saturday, flying via Rylstone, machine was lashed to trees, and boxes of sand were placed upon it to prevent it being blown away In the Merriwa, Singleton and Maitland, bound for Newcastle, at approaching storm. Pickles and Wilson put up at the express wish of the Premier, to perform at the Underdown's Albemarle Hotel, which was the best in town. launching of S.S. Dilga at the State dockyards. He arrived They stayed there also on the outbound flight. The other at 2:10, landing at the old racecourse. A further flight was pub was the one Bourke and Wills stopped at on their made that afternoon during the launching. On Monday Ill-fated expedition.. (Mrs Morphett, daughter of 17th he left Newcastle at 8 am In fine weather, bound for Underdown , was later licensee there as well, and Sydney. He had to dodge out to sea at Broken Bay to supplied two photos. She was 12 at the time of Pickles' avoid rain-clouds, but landed safely in Centennial Park at 9:05am. visit.) The flight continued at 11:30 on Tuesday, and landed at Boola Boolka homestead to take on fuel, as he did on the way out. This location was mooted as a depot for the service If it was instituted, and the homestead was an outstation of the vast Tolarno Run, owned by the Chaffey brothers of Mildura fame. Pressing on, they circled low at German Tank, about 4 kms S-W of Darnick, another proposed sub depot. There were excellent landing prospects; and a deserted house. Continuing to Ivanhoe for fuel, they reached Euabalong at 5:30 Earlier model JN 4 showing chin that was cut away from the JN4b at Euabalong and again stayed the night, leaving at 6 am next morning. Late in November Pickles submitted a plan for survey A fouled plug had to changed at Klakatoo station, a seven of potential air services to 37 towns as far apart as minute job. (Klacatoo appears on modem maps, 50 kms Balranald and Bourke; Walgett and Werris Creek, and east of Euabalong). The plane passed over Condobolin, even a survey of a Sydney to Perth service. He also and landed in Fisher's paddock at Parkes shortly after submitted an account for his Broken Hill expenses of Sam for breakfast. After oil and petrol were taken, Pickles about £75-10-10. £41/18/0 was still outstanding at the end and Wilson continued to Bathurst at 9:45, landing there at of January 1920. 11: 15. Foul weather prevented a continuation of the flight. The service did not commence. Elections were Temperatures had been 105 degrees at Menindie, and pending, and Holman's government were turfed out on pending storms left him weather-bound in Bathurst. March. The railway line was completed to through traffic In Overnight hail punched over a hundred 3-inch holes In the 1927.

Pickles' planned time-table involved a train to Parkes, thence per aeroplane to Condobolin, Trida, Menindee and Broken Hill. The eastbound journey was to begin at 5 am to have the benefit of cool rnorning air, take breakfast at Trida, lunch at Parkes, and passengers/freight taking the 5:37 Parkes to Sydney night service, arriving in Sydney at 6:25 the next morning. Suggested staffing arrangements as; Manager and Chief Pilot, 3 assistant pilots, with staffed and unstaffed depots and sub-depots consisting of Parkes-2 mechanics and one labourer, Condobolin;-1 labourer, Trida;-1 mechanic and 1 labourer, Menlndee-1 labourer. Broken Hill-2 mechanics and 1 labourer. Sub-depots were to be about 75 miles apart, at unstaffed landing places with lock-up sheds holding oil, water etc. Locations envisaged were Matakana, German Tank. (Darnick), and Boola -Boolka. Proposed follow-up surveys for other intrastate services; Sydney, Newcastle, Maitland, Singleton, Muswellbrook, Werris Creek, Gunnedah, Narrabri, Moree, Collarendabri(sic), Walgett, Brewarina, Bourke, Goombalie, Wanaaring, Milparinka, Tibbooburral(sic)! Yalptinga, Wompali, Cobbam Lake, Lake Banganya, Euriowle, Broken Hill, Stephens Creek, Lake Tandau,’ Gotoota, Wentworth, Euston, Weimby, Balranald, Maude, Hay, Narrandera, Junee, Gootamundra, Goulburn, Sydney.

He argued that this route covered approximately 2,000 miles, and traversed that part of the state In which the aeroplane would prove of great value, viz the N W & SE corners. "This survey, coupled with the E-W survey just completed will provide much valuable Information for the state." Under the same (financial) conditions, of course.______

Pickles had visions of forming the Sydney Pickles Aviation Co. Ltd, manufacturing aeroplanes and seaplanes.

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57 YEARS ON A SENTIMENTAL JOURNEY by Walter J. Venn During Worid War 2, the author, Walter Venn sen/ed with 4RSU (Repair and Salvage Unit) in the Northern Territory. In 2000 he made a trip to visit the sites of some of the many aerodromes that were built in the Territory during the conflict. Walter published in 1999 the unit history of 4RSU, "Restore to Service, Australian Military History Publications, 13 Veronica Place, Loftus 2232”. In June 2000 I found myself at Mindil Beach in Darwin with two compatible travelling companions and an itinerary which read 'Lunch at Adelaide River - Visit War Cemetery'. lARWIN It was fifty-six years since I had last travelled that northern section of the Stuart Highway - in a 1940 Bedford truck. ^^SATTLER This time I was to do it in the comfort of a Falcon hire car STRAUSS and stop along the way to visit the several road-side • HUGHES airfields. » LIVINGSTONE So, from Mindil we headed up past the Fannie Bay Gaol with the intention of driving up the road which ran parallel to the old Civvy Strip towards the highway. However, as many readers may know, the strip is now Ross Smith Ave and so we motored along this major thoroughfare admiring the post-cyclone-Tracey homes on each side. Turning south onto the highway we soon BATCHELOR # COOMALIE passed the entrance to RAAF Darwin, but could see little other than a few accommodation blocks through the trees • pell and ferns. Cruising down the highway at lOOkph (what a change ADELAIDE RIVER from the 25mph of earlier years) we soon came to Noonamah, 42k from Darwin. Here, I realised that we had The 8th Squadron of the United States Army Air Force sped by Sattler airstrip, which had been hidden from view (USAAF) 49th Pursuit Group was based at Strauss from by the trees on the median strip of the now divided 28 April. The runways and taxiways were re-gravelled, and highway. splinter pens and camouflage constructed by No 1 MWS (Mobile Works Squadron) in September; the runway was Noonamah was once a 'must-stop' on the way from sealed in October 1942. No 76 Kittyhawk Squadron, Darwin to Adelaide River. Back in 1943-1945 it was the RAAF, was located there on transfer from Milne Bay in site of an Army Canteen Service Recreational Centre October 1942. From February 1943 the field was used by where one could get a beer-jug of lolly water for a shilling RAAF and RAF Spitfire squadrons. and cool off under punka-louvers whilst playing Bobs, Table Tennis or Darts. Today, nothing remains of the This airfield was named for Captain Allison W Strauss, centre or of the nearby Field Supply Depot, the BIPOD or (USAAF), Commanding Officer of the 8th Pursuit the ice works. The Hotel Noonamah now stands on the Squadron. His squadron had arrived in Darwin on 15 April site, but it was too early in the morning for even a 1942 and was immediately engaged In operations against nostalgic lolly water. the Japanese aircraft over Darwin. Strauss was one of three airmen of the 49th Pursuit Group killed up to the end Pushing on along the highway we came to Strauss at of April. He died when, having been shot down, his aircraft the 44k-peg. All who served in the Territory will recall that crashed into Darwin Harbour on 27 April 1942. it was standard practice to identify the location of a unit or feature on the highway by reference to its distance from Strauss is in very poor condition. However, like other Danwin. In miles then, by kilometres now. road-side strips, it is remarkably clear of vegetation. On the southern border of Outer Darwin, we came to a sign I had not seen for many a long day, a Speed De­ restriction Sign. Winding the Falcon up to 140k on a long

The '27 mile' was formed by members of "B' and 'C Companies of the 808th U.S. Engineer Aviation Battalion between 19 March and 27 April 1942. In this short time they created a strip of 5000 feet with 2000 feet of taxiways Strauss Field 2000 and twelve dispersals or hard-standings.

84 AHSA Aviation Heritage

straight stretch, I was reminded that the next best thing to Hughes, one-time Director of Mines, Darwin. However, sex is a fast car. even these documents are in error because the Director of Approaching the 44k peg from around a bend in the Minesax. . in the. Northern Territory in 1940 was William road - and at a more sedate speed - the location of A^^^^on Hughes. It was this gentleman who suggested Hughes Field at the 30-mile peg is still marked by a long that the '30 mile' might be suitable for an airfield. FIt/Lts straight clearing east of the highway. Yeaman and Brogan, who were selecting airfield sites as part of the Aerodrome Development Program, agreed and it is their documentation which clearly states that it was for William Atherton Hughes that the field was named.

The roadside clearing at Hughes. Hughes 2000. As can be seen in this photo, Hughes is also reasonably free of vegetation other than clumps of grass. The surface Is rather cut-up and there is evidence of the local youths having used the area for burn-outs and wheelies.

Turning off the highway at the old pump-house and crossing the clearing via a very rough track, we came to Hughes Field, constructed as a medium-bomber airfield the tarmac ran north-west south-east and was built in four weeks from 13 March 1942 by approximately 50% of the strength of 'B' and 'C Coys and an HQ detachment of the 808th Eng Av Bn^ 2000 feet of taxiway with twenty-four to iSr^thaT^i^thTyea? 2000^tSy°we7e^Suttrng^S^^ dispersals or hard-standings were also completed in that their old camp site west of the highway, time. The NSW Dept of Main Roads, a component of the Allied Works Council, Civilian Construction Corps, later sealed the airfield. The field became operational in May 1942 with the establishment there of No 54 Operational Base Unit and No 13 Squadron (following the latter's relocation from Daly Waters). In August 1942 the field was lengthened to 6000 feet by No 1 MWS. It was then occupied by No 1 Photographic Reconnaissance Unit (1 PRU) RAAF until their move to Coomalie Creek in December 1942, and by No 2 Squadron on its relocation from Batchelor on 10 April 1943. The cost of work at Hughes between 1943 and 1947 is recorded in one archival document as precisely 30,594 pounds and FIVE PENCE! Over the years since its construction there has been considerable confusion as to the identity of the person for Located 54k south of Darwin at the 34-mile peg, the whom this field was named. Some early US and RAAF ^l^^^ing and rough grading of this, the first of the roadside sources erroneously suggest that the field was named for ^9hter strips to be built, was carried out by the Dept of 2nd Lieutenant Charles W Hughes DSC - one of the Roads (DMR) early in 1942. Personnel of'B'and'C American airmen killed at Darwin on 19 February 1942. ^oys of the 808th Eng Av Bn moved in on 10 March and Other documents indicate that the field was named for D D completed construction by mid April. The 9th Squadron of

85 AHSA Aviation Heritage the USAAF's 49th Pursuit Group was based there from This aerodrome was named for Egerton Lee Batchelor, March until their deployment to New Guinea in October who was born in Adelaide, South Australia, on 10 April 1942. No 1 MWS and elements of the AWC then 1865, the son of Capel Bains and Elizabeth Batchelor. His completed the taxiways. Sealing of the strip was started on interest in politics led to his election as Secretary (1892- 10 October and completed on 11 December 1942. 1896) and President (1898) of the Labor Party. He held the seat of West Adelaide in the South Australian No 77 Squadron, RAAF (P-40E Kittyhawks), relocated Parliament from 1893 until 1901. He was elected to the from Milne Bay and occupied the field from 16 October first Federal Parliament in 1901 and served in the Fisher until February 1943. No 457 Squadron, RAAF (Spitfires), Government as Minister for Home Affairs (1908-1909) and served at the strip for twelve months to February 1944, Minister for External Affairs (1910-1911). He was holding and No 548 Squadron, RAF (Spitfires), from July 1944 the latter office when control of the Northern Territory until early 1945. passed to the Commonwealth in 1911. Batchelor died of a The field was named for Second Lieutenant John Dick heart attack whilst on a walking holiday near Warburton, Livingstone (Jnr) of Clarksburg, West Virginia. A member Victoria, on 8 October 1911. of the 9th Pursuit Squadron, 49th Pursuit Group, USAAF, Livingstone was one of three members of the group lost in the same month. He was killed when attempting to land his battle-damaged P-40 Warhawk on this field on 4 April 1942. An American observer has recorded that Livingstone may have landed successfully had a grader not been working on the strip. By the time Livingstone sighted the grader and took evasive action, his aircraft had lost air speed and it crashed and burned at the end of the field.

Batchelor Field 2000 The railway has long gone, but the 'drome is still in use by an air-touring company and a parachute club. It is well maintained. Returning to the highway, 3k further south and 84k from Darwin, we came to a roadside picnic area at the Coomalie Waterhole.

Livingstone 2000 Livingstone is also showing its age but, as can be seen, it is in surprisingly good condition. We diverted to Batchelor, the Territory's Tidiest Town, which could have once boasted having the only aerodrome with a railway running across it. Selected as a possible landing ground for the 1934 Centenary Air Race contestants the strip there was occasionally used by Dr Clyde Fenton during the 1930s. Development as an alternative landing-ground to Darwin was proposed by the Department of Civil Aviation as early as October 1940. Upgrading (by whom unknown) took place in 1940 and Constructed in late 1942 by RAAF personnel, (No 1 1941. In February 1942 the site was selected by General Mobile Works Squadron and No 3 Works Maintenance Brett as suitable for use by heavy bombers subject to Unit), this airfield is located north of Coomalie Creek and strengthening of the runway. Batchelor was established as east of where its left and right branches cross the Stuart an RAAF station on 18 March 1942. No 53 Operational Highway. Coomalie was the home of No 31 Beaufighter Base Unit (53 OBU) was established there in April 1942. A Squadron from November 1942, and of No 1 PRU (later new camp-site for the OBU was constructed by No 1 MWS renamed No 87 Squadron) from December of that year. in October 1942. By December 1943 the field had been This site figures prominently in the history of RAAF extended to two strips, one running north-west north-east operations in and from the NT. and the other (crossing) east-west. Substantial taxiways and revetments were also completed in 1943. This was a very busy field and the list of its tenant units includes USAAF 19th Bombardment Group (Flying Fortresses); No 12 Squadron, RAAF (Wirraway and Vengeance); No 2 Squadron, RAAF (Hudsons); No 18 Netherlands East Indies/RAAF Squadron (Mitchells); No 34 Squadron, RAAF (DH84 and Anson); and No 6 Communications Unit, RAAF, commanded by Sqn/Ldr Clyde Fenton, the pre-war Flying Doctor.

Coomalie 2000 86 AHSA Aviation Heritage

Now privately owned, the airfield is maintained by the The only negotiable section of this once-busy field is a owner who has an interest in its history. The field is still narrow, dusty road which runs down the centre of the used by the occasional crop-duster and helicopter. In this clearing. Continual grading has resulted In surplus soil photo the white markings in the lower right corner being pushed between the road and the highway, creating represent the outline of a phantom Beaufighter of' 31‘ a small hill about a meter high. Scrub has taken to this Squadron and of a Lightning of No 1 PRU. man-made mound. The eastern side of the field is still relatively flat, but overgrown with grass and trees. On to the 65-mile peg and what little remains of Pell Field. This roadside airstrip was sited east of, and parallel to, the Stuart Highway. The strip was cleared and formed by DMR personnel shortly after i their work at Livingstone in March 1942. The roadside name sign says that this strip was initially constructed by 808th Aviation Engineer Battalion. However, it is not mentioned in the unit's comprehensive history of their operations in the Northern Territory. Nor is It listed by the 808th as one of the fields constructed wholly or in part by them In the SWPA. The first unit to occupy the site was the US 43rd Air Material Squadron, May 1942. Other occupants of the northern camp site were No 12 Squadron Adelaide River War Cemetery. (Wirraways), July-September 1942 and No 9 Replenishment Centre, July-October 1942, No 7 RSU from We went on to Adelaide River where we lunched on January 1943 until February 1944 and No 18 RSU from Barra and Chips and visited the War Cemetery. July 1944 until their redeployment in March 1945. In On the way back to Darwin we saw several sections of October 1942, work on the strip and the southern camp the old, one-lane-wide highway. sites was carried out by No 1 MWS and elements of the Civil Construction Corps. No 9 RC (Replenishing Centre) moved from the northern end of the field to Camp 'B' at the southern end in October 1942 and No 4 Repair and Salvage Unit (4 RSU) occupied the southern Camp 'A' site from November 1942 until May 1945. The field was resurfaced in September 1944 by the Department of Main Roads (NSW). Born in Ogden, Utah, on 29 December 1923, Pell was the Commanding Officer of the 33rd (Provisional) Pursuit Squadron, which was formed in Brisbane. Fifteen of the squadron's aircraft were at Port Pirie in South Australia on their way to join USS Langley for shipment to Burma, when they were diverted to Java via Darwin. Ten arrived at Darwin on 15 February and on the 16th the squadron flew cover for a convoy carrying reinforcements to Java. On the The old Darwin highway. morning of the 19th the squadron left Darwin for Koepang We also saw and stopped at Battler. but were turned back by unfavorable weather reports. While five aircraft were left to fly cover, the remaining five Initial work on this site was done by elements of the landed to refuel. Whilst this operation was proceeding, the Allied Works Council (AWC), but in November 1942 No 1 Japanese launched their first raid on Darwin. Pell MWS received orders to complete its construction. The scrambled his five aircraft. Four were able to get airborne main strip was completed on 13 April 1943 and the but were immediately shot down. Pell bailed out at eighty taxiways were reported to have been 'almost complete' by feet but was killed by cannon fire from a strafing aircraft. that date. The strip was sealed during May and June 1943. Pell Court in Palmerston was also named for this USAAF This field had many tenants including No 452 Squadron officer. (Spitfires) and No 9 Repair and Salvage Unit (9 RSU) This road-side strip was named for F/Lt Geoffrey Battler of No 13 Squadron, RAAF. F/Lt Battler was born in Newcastle, NSW, on 4 September 1911. He was a salesman residing in Bathurst, NSW, when he enlisted. On 12 January 1942 No 13 Squadron was operating from Namlea on the island of Buru. Five Hudson aircraft, one captained by Battler, left Namlea to attack Japanese shipping in Kema Bay on the northern tip of the Celebes, but before they reached their target the flight was attacked by Japanese float-planes. Of the five aircraft, two from No 2 Squadron were seen to have been shot down and two ; from No 13 Squadron, including A16-7, piloted by Battler, y failed to return. He and his crew were therefore reported * as Killed in Action on 12 January 1942. Battler Crescent Pell 20000 was so named because of its proximity to the airfield.

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