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''' ■ill ■■I in March 1947 in a loose formation to become their own VH—BBM and VH—BIM. On 13 June, 1955, Ian Dunn sold the Ryan to Kingsford Smith Aviation Service Pty Ltd at Bankstown Airport, Sydney, where it was based until with­ drawn from service and struck off the Civil Register on 22 March 1960. The dismantled Ryan was later purchased by a group of enthusiasts and trucked down to Melbourne for restoration, the fuselage being stored in the suburbs of Oakleigh while the wings, engine and other parts were stored in Coburg. In 1962, LAC Ian Baillie, who was a RAAF airframe fitter at Point Cook RAAF Base near Melbourne, purchased the aircraft and all its components were moved to Point Cook where a slow but enthusiastic rebuild commenced in huts and hangars on the base. The restoration was completed in early 1966 and on 24 May, 1966, the gleaming silver Ryan, devoid of all markings, was ferried from Point Cook to Melbourne's Moorabbin Airport by Fit Lt Les Morris. Proud owner Ian Baillie was in the back seat as passenger, since he held only a Described by many as the most beautiful finalised to ferry the aircraft to Brown & Restricted Private Pilot Licence at the time. of light aeroplanes to be seen in Australia, the Dureau's workshops at Belmont Common Air­ After final inspection during which the Ryan ST was originally designed as a trainer for field at Geelong, Victoria, a hurricane struck registration VH—AGV was painted back on to the United States military forces. The type was Evans Head on 7 April damaging the majority the aircraft the Ryan was put through its paces also available to civilian buyers and the first to of the stored Ryans, including A50—17 which for DCA airworthiness surveyors at Moorabbin come to Australia were two civil ST-A's imported sustained quite major damage. It was struck off on 27 May, flown by Fit Lt Morris and Fit Lt by aero clubs in May 1937 as VH—UYN and RAAF strength on 19 April, 1945 when it was Mark Webster, both of whom- had carried out VH—UZA. A number were also sold to the collected by Brown & Dureau personnel and the initial test flights at Point Cook earlier in Netherlands East Indies for their Air Force and despatched, dismantled, to Geelong in open the month. With CofA now reissued, VH—AGV Navy. railway waggons, with the other damaged Ryans. returned to the Civil Register on 1 July, 1966 The Naval Air Arm (KNMLD) took delivery At Belmont Common the Ryans were given and was based at Moorabbin where its owner, of 48 Ryan ST—M2 trainers during 1940, but at major overhauls and prepared for sale as civil Ian Baillie, was now employed as an engineer least seven were lost in accidents over a two year aircraft by the company's Chief Engineer Mr D.J. with Civil Flying Services Pty Ltd. The Ryan's period. During this time several aircraft were also Bourke. One of the first converted was VH—AGO immaculate condition attracted much attention, converted to floatplane configuration. As the which was used as a demonstrator from Sept­ its fuselage and all metal fittings being highly Japanese advanced into the NEI at the beginning ember, 1945, throughout Victoria, New South polished. of 1942, the remaining KNMLD Ryans were Wales, and Queensland. As a result of the orders The silver Ryan flew from Moorabbin for evacuated to Australia along with a number of received. Brown & Dureau advised DCA that they three years, until sold in the USA and struck off other NEI aircraft, and ships carrying new would be submitting reconditioned Ryans for the Register on 30 June, 1969, when crated up equipment from the U.S. for the Dutch forces CofA issue at the rate of one every 10 days and shipped to America. It was purchased by Mr were also diverted to Australian ports. When from November. R.K. Eeggar of Houston, Texas but at the last the Ryans reached Australia they were taken over A50—17 had been allocated civil registration check with FAA records it had not yet appeared by the RAAF for light communications and VH—AGV in February, 1946, but due to the on the US Civil Register. Ian Baillie meanwhile training duties. The first 28 were issued to pressure of work with the conversion of the other had purchased a badly damaged Ryan VH—AGD Qantas Empire Airways at Mascot Aerodrome, Ryans and ex-RAAF Avro Ansons at Belmont from Mildura where it crashed on 15 October Sydney for erection In May 1942, and six more Common, its repair and overhaul was not com­ 1967, and has it stored at his Melbourne home were issued to Australian National Airways at pleted until a year later when it was granted awaiting a major rebuild. Mascot in August; at least four other airframes Certificate of Airworthiness as VH—AGV on 2 References: and sets of floats being held as spares by the February, 1947. It was Immediately sold to Mr RAAF. Australian Archives DCA Aircraft Files. Clifford L. Splatt of Geelong to replace his Ryan Department of Transport, Melbourne — Civil Among the Ryans assembled by Qantas was ST—M, VH—AGB, which had struck power lines KNMLD aircraft, serial S22, (c/n 458), which and crashed in Queens Park in Geelong on 25 Aircraft Register. had been built along with the rest of the Dutch August the previous year, VH—AGV was sold Department of Defence, Canberra — RAAF order at Ryan's San Diego factory three years two years later on 21 February, 1949 to Norman Aircraft Status Card. earlier. Allocated RAAF serial A50—17 after K. Crittenden, a farmer at Jeparit, Victoria and "Australian Air Log" — May 1966. assembly, it was issued on 10 June, 1942 to No. the Ryan was then based in the western Victorian "Avian" — July 1976. 1 Bombing & Gunnery School at Evans Head, wheatbelt over the next six years, being sold by "Sun" Newspaper, Melbourne 28 May New South Wales, with whom it served until 13 Crittenden to a friend, Ian L. Dunn, at Grassdale 1966, December, 1943, when it was transferred to No. in January 1954. These two young farmers had 1 Air Qbservers School which had just been earlier ferried two RAAF disposals Tiger Moths Assistance from: M.R. Davis, D.L. Prossor, moved from Cootamundra to Evans Head. Dur­ A17-134 and A17-690 from Perth to Victoria Z. Pasznicki, D.J. Bourke, Dorr. B. Carpenter. ing a major inspection in September, 1944, the total airframe time since new was recorded as 548 hours 50 minutes, and the following month the Ryan was held unserviceable at 1 AQS due to corroded support wires. Qn 20 November, 1944, A50—17, along with other RAAF Ryans, was allotted to No. 2 Aircraft Depot's Evans Head Detachment for storage awaiting disposal. Brown & Dureau Pty Ltd of Melbourne Top: tan Bail He's highly tendered to the Commonwealth Disposals Comm­ polished 'AGV at Moora­ ission in early 1945 for all the available Ryans bbin, 24 May, 1966. of the RAAF as well as the stocks of spares for Right: VH-AGVatBank­ the type. Qn 9 March, 1945 their tender was stown, circa 1957. accepted, but while arrangements were being (photos — J. Hopton).

2 i ■Ill ii**i*' ■■ VOLUME 18, NUMBER 1 JANUARY/MARCH, 1977 ill AHSAr II

eonients PAGE n L3

AHSA.Do„.ss SPOTLIGHT-RYAN. VH_AGV 2 P.O. BOX 212, FOOTSCRAY, VIC. 3011. Jx EDITORIAL ADDRESS ^ FROM THE COCKPIT - THE HUDSON . . . 4 46 SPRING STREET, THOMASTOWN, VIC. 3074 ■ KINGFISHER IN THE ANTIPODES...... 6 III NSON AND HEDGES 1976 AIR RACE...... 17 '"^r^^lRTHUR ■■■ PHOTO ALBUM iiiimt ,23 VICE PRESIDENT (PROMOTION) mi llll BEN DANNECKER ill ill HONORARY SECRETARY IHliili IIS I bill DONOVAN i Ill iilil TREASURER I lAN.McARTHUR eommet! /\ ^ ...'I I i subscriptions SECRETARY MIKE MADDEN The publication scheciele of a journal such as this is always a matter of some contention. Although a commercial publication must have a ^ very strict adherence to a published schedule, we feel that while this is also desirable for the AHSA Journal, it is by no means the most EDITOR important criterion relating to our publication. The advent of AHSA EETfiR MALONE News has freed the Journal of anything resembling current news or JOURNAL EDITOR pi* notes and left it free to concentrate on historical articles and reviews aSiiiilF FREDHARRISi iif of recent significant events. This shifts the balance towards accuracy EDITORIAL STAFF :|i and quality of presentation and away from a strict adherence to a '•* , D'AVID ANDERSO^ schedule. Conversly it also means the AHSA News -is tied to a strict BARRY P.ATTISON schedule but will be of a lower quality of presentation.*. ill This issue. Volume 18 Number 1, is the first *df our new look Ml ill ■■ quarterlies and we hope it meets with your approval. Nominally, our new I* schedule is for an issue at the end of each calendar quarter, i.e. in the months of Ma^ch, ^lune, September and December. Yes, we are aware that although this is issue one it is now somewhat later than March. This “flToth , has been done deliberately to allow a smoother transition from Volume Annual membership fees of $12.00 (Aust- 17 to the Current Schedule. The June issue will also be a little late but we raiian currency) will be due for renewal will be closer to our planned Schedule with the final two issues. during January each year. All of your Editorial Staff Js devoted to the continuing publication INFORMATION FOR AUTHORS - All of the Joumal and the maintaining of its Standard but WO cannot do this manuscripts for publication in the Journal alone. We need your help, not Only in the form of articles, but also your should be typed or clearly handwritten on assistance to those Currently preparing articles. Please read our requests double spaced. Photographs should, where material and check your own files to see If you can help. These possible, be either one column width ^ ."wanted lists are printed regularly both m theijoumal and the News. )2-3/8in.), r/2 column width (3%in.), two I^Finally, we refer you again to the commerits/in the'Editorial of Volume column width (4-7/8in.) or three column . 17 Number 6. We do require feedback and comm^nis from you, and also metrre?''AirUtLs"liii\rre\S 7°^^ corrections to articles published in the JoiJrnal. We are not too photographic prints will be returned if proud to print errata, and letters containing intejes^g comments will marked "Return to...... , do not crop". be published in AHSA NeWS. 2 ' ^ ji. All work on this Journal is voluntary and no lllll lliliiipliiiPi' payment can be made for published material. ill Peter Malone lillH Published by: Aviation Historical Society of lllll lill Australia, P.O. Box 212, Footscray, Vic., ■I III##* 3011, Australia. com © 1976 Aviation Historical Society of The attractive trio of Ryan ST-% 'photogram at^rilderie, NSW in Australia. ISSN 0045 - 1185 May, 1967 reinforce the claim “described by’maoy aS the most beautiful of light aeroplanes to be seen in Australia". VH/-Al-fc and 'AHD are still Printed by: Maxwell Printing Services Pty. owned by-Val. Chapman of Jerilderie and VH—ci(^R by Dr Tony Fisher Ltd., 669 Spencer Street, West Melbourne, Vic., 3003, Australia. of Sydney. (G.Goodall).

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LOCKHEED HUDSON The Lockheed Hudson, first flown in 1937 We strapped ourselves into the Hudson, Lionel work. The training at Sydney covered six hours as the Model 14 Super Electra, is a twin-engined, in the right hand seat, myself in the left. The flying, including circuit work at Goulbourn, all-metal monoplane with a tailwheel under­ large control wheel, identical to that in the DC.3 Cambden and Woollongong. All norrrial and carriage — the main gear being retractable. Two dominated my view. No less than 13 levers faced emergency procedures had to be demonstrated 1200hp Wright Cyclone R1820, nine cylinder me on the control pedestal. Two feather buttons, by myself and Lionel was very thorough. radial engines, driving 3-bladed Hamilton Stand­ situated too close together for my liking, sur­ As space does not permit a lengthy ard feathering propellers provide the power. mounted all this. Magneto switches and booster description of the training, let us briefly go Basic weight (survey) is around 13,200 lb. with pump toggles were located below the throttles through a circuit from take-off to landing. With a maximum all-up-weight of 18,500 lb. Dual and further down, the large hand brake pro­ checks completed, the aircraft is lined up, the controls are standard although the right hand truded from the pedestal. Its principle of tailwheel lock in, and apply power smoothly to seat is only fitted for training. The aircraft operation was similar to that in the Chipmunk 45 inches boost and 2500 rpm. No automatic used in this report, VH—AGX, is currently and Dragon. An old P2 compass, a-la-DH82, boost control is fitted so care is needed. Around dismantled at Point Cook pending rebuilding sat between my legs and the electrical junction 50 knots a forward push on the yoke brings the by its owner — Bob Eastgate. box flanked my right hand side. tail up. Keep the beast going straight down the I must admit that, as a typical "lightie" Solo engine starting involves manual centre-line, all the time monitoring airspeed, oil driver with not much twin-time in the log-book, dexterity of a high order. An engine selector pressure, boost and revs. Decision speed (V2) is I was a little apprenhensive about the task that switch has to be held while pressing the booster high — 99 knots — and a gentle pull back on the lay ahead of me — obtaining a first-class endorse­ and starter buttons, simultaneously priming and yoke lifts the Hudson off into a 120 knot climb. ment on the mightly Hudson! The safety record all the time being at the ready to move the Immediately positive climb is established, of Hudsons in Australia was not good and they mixture control up to auto-rich and work the the gear is retracted, achieved by a big pull up had a reputation to be nasty of one engine and throttle as soon as the Cyclone fires. With both on the gear lever to get the hydraulics cycling. generally, a bit "hairy”. engines showing normal indications and taxi Nil flap is used for the take-off and 'AGX is Captain Lionel Van Praag, former World clearance from Sydney Tower, we commenced bounding ahead. When the undercarriage is up Speedway Champion, ex-RAAF veteran, and the rolling from the Adastra hangar for runway 16. the first power reduction is made — 37 inches then Chief Pilot of Adastra Airways, was my Taxiing, whilst operating the hand brake with the boost and 2300 rpm. (Maximum Emergency instructor for the course carred out at Mascot right hand, the throttles with the left hand and Take-Off power — METO). At laid down safety Airport, Sydney. craning your neck to see over the nose was quite height a second power reduction to 29 inches x After passing the requisite Pilot Engineer­ an awkward job. 2150 rpm for climb is made. The two Cyclones ing exam and having spent much time crawling After take-off we set course for the are producing a deep roar and noise level is high, all over 'AGX, I was ready for flight training. Cambden training area for the initial upper air requiring a loud voice in the cockpit. Downward 4 1 Throttle 27 Gyro compass 2 Supercharger 28 Fuel boost pumps 3 Propeller pitch 29 Fuel tank selector 4 Carburettor heat 30 Engine fuel selector 5 Mixture 31 Magneto switches 6 Autopilot cutout 32 F lap selector 7 Tailwheel lock 33 U/C selector 8 Bomb doors 34 Fore-and-aft trim 9 Engine synchro ind. 35 Hand brake 10 A.S.I. 36 Rudder trim 11 Artificial horizon 37 Morse Key 12 V.S.I. 38 Elect, junction box 13 Dual tachometer 39 A.D.F. ind. 14 Turn and bank 40 Oxygen flow blinker 1 5 Altimeter 41 Outside air temp. 16 Fuel pressure 42 Fuel gauge 17 Oil cooler selector 43 Ammeter 18 Oil cooler ind. 44 Hydraulic pressure ind. 19 Oil cooler ind. 45 Fuel gauge 20 Oil pressure ind. 46 Carb. air temp. 21 Oil temp, gauge 48 Suction gauge 22 U/C position ind. 49 A/P direct, gyro 23 F lap position ind. 50 A/P attitude gyro 24 Oxygen flow blinker 51 A/P pressure gauge 25 P-2 compass 52 Prop, feather buttons 26 A.D.F. ind.

vision is not good — owing to the close mounting of the engines. Into a left hand climb and we are at circuit and once on, full back stick to pin her down — positively, height cm the downwind leg already. Normal watching direction all the time. Crosswind hand- To complete my checkout as a Captain cruise power is 27 inches x 2050 rpm. giving a long presents no problems, however the limiting and party leader in the field, Lionel and I flew speed of 160 knots — but for the circuit, 125 component is 13 knots. 'AGX to Horn Island, off Cape York Peninsula knots is sufficient at 18 inches x 1900 rpm. Mid- Single-engine handling on the Hudson is in North Queensland. This was flown in stages: downwind,gear is lowered (Vlg 125 knots) and critical and below 95 knots, with take-off power Sydney-Mackay ("oh" my aching backside), checks are completed. Rolling onto finals speed set on the good engine and full opposite rudder Mackay-Cairns and Cairns-Horn Island. After is reduced to Vp of 115 knots, selecting 20 per applied, 'AGX tries to roll into the dead engine. another hour or so flying around the area with cent flaps initially. This is done to check possible However at 110 Knots (best single-engine rate of Lionel watching, I was on my own, left with a assymetric flap extension — yes it can happen — climb speed), even at maximum all-up-weight, crew of two (navigator and camera operator) plus as aileron can correct foe up to 20 per cent the old beast would climb like a homesick angel! our tents, etc. amidst the boiling heat and March assymetric flap but no more. Flaps seem OK so Single-engined approaches and (pray you never flies, we lower 40 per cent, which is about all that get one) overshoots, were a bit tricky but, never­ Overall impressions of the Hudson were — should be used under normal conditions and with theless, possible. However, you would be working quite demanding for one pilot (the hardest an overshoot still possible. Published minimum like a one-armed-paper-hanger because this is a endorsement I have done), difficult to taxi and speed at all times is 110 knots so margins are not single pilot aeroplane! Stalling kept you on your critical in many phases of its flight envelope. great. This speed is held until crossing the thres- toes — 66 Knots clean and 54 Knots with gear However, the Hudson is a rewarding machine to hold when the throttles are closed and a and flaps out. The usual occurrence was a positive fly and a good one to have on your licence, "wheeler" landing is affected, touching down at nose-down movement accompanied by a wing around 70 to 75 knots. The tail is then lowered drop. The idea was to recover quickly and Below: VH—AGX at Horn Island

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.IV,., ....V u V. .V..-.,, ------for Java in the Netherlands East Indies, where | New South Wales, on 22 April, 1942, and the they were expected to dock by mid-March. Each ^ / remainder at No. 1 Aircraft Depot, Point Cook, ship carried many crated aircraft, ordered by th^ Victoria, on 6 May. There were allocated the Netherlands Purchasing Commission, New YorS^W." RAAF Stores Number A48 and the serial range for the re-equipment of Netherlands military for individual aircraft was 1-18. Initially they Sse'"oftheNil!trcesinThT/J^^^^ wheq-xonsiderabte - time and paperwork was officially referred to as Vought-Sikorsky whelmirtg Japanese superiority resulted in the expended in trying to trace their whereabouts fnow famhrar merchantmen being diverted to Australia. Here - for accounting purposes. KINGFISHER, was adopted m October, 11 —Tame^raS^^^ . In a letter to Mr M.J. Drijver, N.E.I. Commiss- The aircraft delivered to Rathmines wifi pnulDDPrf Rnval AitNaval Aircraft factory in ended the debate, somewhat inconclusively, by the requirement to re-paint the aircraft, delayed' Philadelphia, Pa.; the remainder were from the stating: the introduction into service of those erected at Vought factory in Stratford, Connecticut. The ^ "Eighteen Vought Sikorsky aircraft Point Cook. On receipt the aircraft were three vessels sailed 18 and 30 January, and 19 were recewed ex-refugee ships in cases, equipped with the telescopic sight, which pro- February respectively. Many of the aircraft they unerected. These aircraft were erected truded through the windscreen. Soon after —ried were subsequently taken over by the by the RAAF and put into service". arrival this sight was removed and replaced by the United States Fifth Air Force, but some (King- , „ „ „ external ring and bead type. The water rudder, ■ fisher and Boston) were taken over by the Aust- The fate of the three missing Kingfishers the rear of the pontoon, was controlled by ■ ralian authorities. Department of Trade and ^as not been resolved. In those grim days the ^^ich protruded from the base Customs records confirm that the 24 Kingfishers was to get the aircraft into service, ^f the rear pontoon support. On the final version vere in fact landed in Australia. The RAAF ^ reluctance to be too concerned in accounting .^e OS 2U-3 Kingfisher the water rudder was icquired eighteen of these and the USAAF ack- ^^em is understandable. ^ lowledges receipt of another three, which were into raaF SERVICE This is visible on the rear pontoon support .ro* ,r. rst;;. ^ k..,,,..., s,... raa^ ".r “rrr .irr ;rf"‘.s .. ,SA3 . ..O ...... ^ RATHMINES RAAF Station, Headquarters, Rathnnines was formed on 14 August, 1932, under the command of Wg Cdr J.E. Hewitt. It was situated on Lake ....: Macquarie, a holiday resort south of Newcastle. The site for the base had been selected but not resumed and arrangements were made to rent cottages as living quarters and two halls as station stores. The site comprised approximately 80 acres partly covered with medium timber, brush­ wood and bracken. The purpose of the base was for flying and maintenance of search and rescue aircraft. Exactly one month later the site was taken over for a RAAF station. On 28 December, 1939, aircraft, stores and personnel of No. 9 Squadron, equipped with Seagull V aircraft, arrived from Richmond, New South Wales. The Seaplane Training Flight, commanded by Sqn Ldr D.A. Connelly, also v ^ _ ^ equipped with Seagull V's, arrived on 2 March, 1940, from Point Cook. Its duty was to conduct , ^ seaplane conversion courses and train aircrew for ^ ^ ili search and rescue. The S.T.F. was later assigned ... ' the task of training personnel to maintain and fly the Kingfishers, for high level bombing (RAAF) Squadron, Coastal Command, RAF. Aerial view of Rathnnines flying boat Initially, Kingfishers were used to convert pilots practice, anti-submarine patrols and training base in mid-1942. Visible are the two to seaplanes and give them water experience. courses for flying boat crews. It was re-named slip ways and a number of Kingfishers Pilots flew 50 hours on the type in preparation No. 3 Operational Training Unit on 7 December, dispersed in revetments. for conversion to Catalinas. This plan was later 1942, and continued seaplane training until abandoned and the Seagull V and Dolphin were hostilities ended. Kingfisher training was con­ required frequent inspection. The pontoon and used in this role. tinued until May, 1943 when (Kingfisher) per­ floats were sealed at all joints with a rubberised sonnel and aircraft, until then still part of No. 3 At the end of each day's flying, the aircraft compound as salt water seepage could have O.T.U., were separated and formed into an were beached and hosed down with fresh water serious consequences, as shown by the subsequent operational squadron. to prevent salt water corrosion. They were not submerging of A48—1 at St. Georges Basin. To hangared; rather they were tied-down in revet- beach the aircraft was a time consuming job not Rathmines continued as a major training base ments or parked under trees. Corrosion is an ever unlike hauling todays speed boats onto a trailer for crews and as a repair depot for seaplanes until present problem with aircraft, and seaplanes, at the end of a days boating. The pilot taxied his late in 1945. In the large scale demobilisations, which occurred when hostilities ended, Rath­ which were regularly exposed to salt water, aircraft and lined up on the concrete slipway. mines was considerably affected. The require­ ment for a continuous flow of trained crews no longer existed-; aircraft were placed in storage and the work flow at the station lessened. During October, 1947, Rathmines was re-designated 'Search and Rescue Wing' and, from the parent base, Catalina air-sea-rescue detachments were maintained at Port Moresby, Townsville and Darwin. It operated in this role until the last of the Catalinas was disposed of, late in 1952. Right: A48-4 of No. 3 Early in 1950 Rathmines became a base for non­ Operational Training Unit flying training. This included recruit and at Rathm ines. Note national-service training, marine navigation yellow '4' on rear pon­ and officer, initial and advanced, administration toon support, coloured courses. The base site was purchased for home bands on wings and building and parklands, in 1963, from the Comm­ yellow surround on onwealth Government for $200,000, by the Lake roundel. Below: A King­ Macquarie Shire Council. fisher being beached. The cables have been attach­ TRAINING - S.T.F. & No. 3 O.T.U. ed to each float and Instructors for the Kingfisher were drawn wheels are being attached from personnel returning from England, where to the pontoon. they had been flying Sunderlands, in No. 10 Three ground-crew (or more aptly perhaps? 'water-crew') waded out to the aircraft; two carry­ ing a main wheel dolly each, whilst the third was responsible for the tail-wheel and towing cables. These cables were attached to each wing float and to the tow rig underneath the pontoon. Once the wheels were attached to the pontoon a tractor would haul the Kingfisher up the slip­ way: the process was then repeated as often as necessary. To launch an aircraft, basically, this procedure was reversed. If more than one air­ craft arrived at the slipway simultaneously, pilots were not averse to jockying for front III position. Fig Off R.M. Gole and Fit Lt R. Crebbin locked wingtips on one occasion at Rathmines in their haste to beach after a flight. Fortunately, damage was limited to chipped paint (aircraft) and dented egos (pilots). iilltiliii During 1942, the probability of carrier air- m strikes against the Australian mainland, especially if they were concentrated on the large manu­ facturing complexes around Sydney and Melb­ ourne, was considered very real. South-Eastern Australia was particularly vulnerable as most of the RAAF's fighter squadrons were based thou­ sands of miles to the north, protecting Darwin and bases in the North-Western area. Camouflage of military installations, equipment and vital factories, took a fairly large proportion of the war effort in 1942 and 1943. During November, 1942, experiments in seaplane camouflage were conducted at Rathmines. A Kingfisher was camouflaged using colours described as Deep Olive Grey^ and Very Dark Olive Green, on its upper-surfaces. Presumably, these were Dark Slate Grey and Foliage Green , the latter being extremely dark in tone, and one of the colours then regularly used on (RAAF) land-based air­ craft. Viewed from above, this aircraft was a dark greenish-grey, but tests soon proved that these colours were unsuitable. A number of aerial photographs were taken of this aircraft, near a Kingfisher in standard (RAAF) camou­ flage, at different heights and in varying light conditions. The experimentally painted aircraft was then taxied, to a shore-line revetment; Three aircraft from No. 3 O.T.U. in dawn take-offs; conversely, they left a convoy as parked under trees on land and, in revetments formation during training on 17 March, soon as it was dark, which meant night landings without tree cover; and more photographs were •1943. A 48-18 leads A48-17 and -16. on return to base. taken at each site. The results of these experi­ Note fin flash on A48—18 has been The Kingfisher unit underwent a number of ments showed that all possible situations reversed. changes of designation during December, 1942 considered, the RAAF camouflage scheme, vicinity of the ship, returning to it every so often, and early 1943. It became No. 107 (Reserve) applicable to seaplanes, was the best for the checking its course and speed. After passing the Squadron, effective on 3 December and only four Kingfishers. The darker aircraft was far too ship on one occasion the engine failed and the days later the unit was re-attached to No. 3 conspicuous, especially over water. It is doubtful aircraft was forced-landed a short distance in O.T.U. — this lasted until 22 March, 1943, when that these camouflage experiments were front of the ship. On landing the Kingfisher the Kingfishers and their personnel again became instigated merely at unit level; the RAAF con­ turned over and sank. In telling of the rescue of No. 107 (Reserve) Squadron. When the squadron ducted numerous experiments and trials of this himself and his navigator. Moss Wiley put it all was declared operational the "'Reserve' desig­ nature during the war years, with various aircraft rather succinctly:"^ nation was dropped from its title. types. It seems logical that seaplane camouflage experiments and research was the responsibility "The ship's lookout saw the crash and By the end of January, 1943, No. 3 O.T.U. of the Rathmines Base, since it was Australia's alerted the crew. The Captain stopped had a personnel strength of 56 officers and 378 major seaplane base. It would also be less work to the ship and picked us up, after which, airmen. It was equipped with three Catalinas and experimentally paint an aircraft of the size of the except for a few stitches sewn by the 17 Kingfishers. Within eight months personnel Kingfisher than, say, a Catalina. first mate, we had an ocean voyage to strength had doubled, whilst the number of Brisbane". Catalinas had increased to 14. No. 3 O.T.U. con­ The first loss of a Kingfisher occurred on 14 tinued training crews for all seaplane types January, 1943. With Pit Off M. Wiley as pilot and Aircraft on convoy duty only offered this operated by the RAAF, until February, 1946. Fit Sgt D. Bradbury as navigator, A48—8 was on protection during daylight hours. At night, anti-submarine patrol 40 miles from Sydney, ships relied on being blacked-out for cover from Below: Kingfisher, A48—3, JE—D of for an American Liberty Ship, S.S. HENRY submarine attack. For the Kingfishers to be on No. 107 Squadron on patrol. . DEARBORN. The aircraft patrolled in the patrol over a convoy by dawn, necessitated pre- ' RAAF KINGFISHER OPERATIONS AREA, 1942-1945.

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ill! An unusual view of A48-14, JE-P photographed in late 1943.

^ Newcastle. Rathmines.j authorities were not even aware of the I Sydney, imr Mildura ^ CE/V7'A(y/?'s sinking:^ "Meanwhile the men and a woman had been taken aboard the American ■ «lLakeBoga .gt. Georges 5^ destroyer MUGFORD, and told the I Basin Jervis story of the Australian hospital ship V. j Melbourne.;;;: Bay CENTAUR, a disaster which cost 268 g;:' Point Cook i iii; lives. On Friday, 14 May, she had been RAAFi: m Mallacoota. steaming north at a speed of 12 knots when, at 4:00 a.m., 20 miles north­ east of Cape Mo re ton (just north of d Brisbane, Queensland), there was an explosion on the port side. The ship burst into flames and sank within two minutes. There was no time to send a message or even to launch life-boats. At the time, the ship was illuminated and marked in accordance with the international law governing hospital Then, under ttse command of Sqn Ldr R.H.S. "By mid-1943 Allied shipping around ships". Gray, DFC, it was renamed Crew Conversion the eastern coast of Australian was Unit (Flying Boats). experiencing heavy losses due to the Captured Japanese docunnents revealed that effects of enemy submarines. This four "I" class subnnarines had been operating No. 107 SQUADRON FORMED situation was so acute that there were off the east coast of Australia for most of 1943. No. 107, which was destined to be the only more operational squadrons in south­ Subsequently, all four were sunk by ships of the Kingfisher squadron in the RAAF, was officially ern than northern battle zones. So U.S. Navy, many miles from Australian waters formed at Rathmines on 10 May, 1943. Sqn Ldr great was the need for aircraft to fly though. Despite the best efforts of the crews, 107 H.G. Havyatt was appointed as the squadron's on anti-submarine patrols that the was never successful in sinking an enemy sub­ first commanding officer but, due to illness, he RAAF was forced to press three marine. On some occasions, Allied submarines, did not assume command until 28 May. In the reserve squadrons into service, using which had failed to give proper recognition interim. Fig Off N.J. Lennon was appointed instructors and partly trained air­ signals, were attacked by over enthusiastic crews. Temporary C.O. Sixteen Kingfishers were al­ crews from the Operational Training In all cases only superficial damage was caused, lotted from No. 3 O.T.U. to 107 on 12 May and Units". but then such errors in recognition were easy to make:^ another aircraft was received the following day. Probably the most tragic of these sinkings Maintenance personnel were posted with the was the loss of the hospital ship H.S. CENTAUR. "Porpoises, whales, sharks, etc., had aircraft but it was not until 28 May, that all Until a RAAF Anson, returning from patrol, been objects of suspicion and some­ aircrew personnel of the O.T.U. were posted to saw a life-boat with 30 people aboard; the times of bombing attacks. Very few of the new squadron. It then had a strength of 20 officers, 55 airmen and 12 aircraft. Five of the aircraft were to be held in reserve, to be flown once a week to maintain their operational status. The squadron operated under the control of RAAF — Eastern Area, and its functions were anti-submarine patrol and convoy escort duty. It operated over east coast sea-lanes, particularly around the vital port of Sydney. During this period of the war, Japanese submarines were particularly active in south-eastern Australian waters, and unfortunately, successful. There were neither sufficient aircraft nor (Royal Australian Navy) ships to provide adequate coverage for anti-submarine patrols. The Official History of the RAAF in World War Two states:^

Right: A48—9, JE—K over Lake Macquarie, mid-1943. the hundreds of airmen engaged in patrolling had ever seen a submarine. They had the difficult and frustrating task of flying thousands of miles with­ out seeing the slightest sign of enemy activity. The task of finding a peri­ scope in the broad stretches of the ocean in all sorts of weather was almost impossible. If one was seen, the crew would have only a fleeting glimpse before the submarine dived. But, the presence of patrolling aircraft was likely to force the enemy sub­ marines to remain submerged during the day, although they did not prevent some torpedo attacks being made in daylight hours. One favourable factor was that the convoy routes for shipp­ ing were along the coast, close to the RAAF's airfields. Aircraft, therefore, could spend the greater part of their flying time patrolling over the actual convoy route”. Following a request from the Council for Scientific & Industrial Research Division of Fisheries, on 20 December, 1943, the Command­ ing Officer agreed to report and photograph any whales, sharks, porpoises and dolphins sighted on patrol. There were sound military reasons for this type of research, some of which have already been mentioned. Many sightings of submarines, both around Australia and in the Atlantic Ocean (where the submarine menace to the Allies was greatest) proved to be false. This research en­ hanced the abilities and skills of the Kingfisher crews to spot submarines, whilst providing September, 1943, Fit Lt Alan Bradshaw and Fit Top: Clearly visible under the port valuable scientific data, much of which was put Sgt Cheesman had the misfortune to have a wing is the modified rack to carry the to peaceful use. In the main, 107's tasks were round explode in the breach of one of their 250 lb depth charge. Above: A48—18, mundane and tedious; long ocean patrols and guns, setting fire to the cartridge bag and even­ showing the depth charge in position. convoy escort duty. A typical example of the tually scorching the pilot's pants. In attempting One was carried below each wing. former, was escorting HMAS PING-WO from an open sea landing the aircraft turned Newcastle to Port Stephens. This ship was an over. The crew were rescued by the M.V. ducted during October, 1943. ex-Yangtse River gun-boat used to ferry per­ PULGENBAR and taken to Newcastle. The The standard offensive armament of the King­ sonnel and supplies for the Commando Training damaged Kingfisher (A48—16) floated for two fisher was two 100 pound depth charges, School. As there was no fresh-water at Port days and defied three separate attempts by the mounted on under-wing bomb racks. This arma­ Stephens these trips were quite frequent. RAN at salvage. The aircraft sank whilst being ment was considered unsatisfactory, so in towed into Broken Bay. The squadron lost another aircraft at sea, in November, 1943, the armour plate and wing fuel what must rank as one of the unluckiest crashes As the number and frequency of attacks on tanks were removed from A48—11. On 16 Nov­ to beset any unit during wartime. Whilst carry­ ships lessened, the squadron looked for ways and ember, it was test-flown carrying a pair of 250 ing out gunnery practice off Broken Bay on 22 means by which, aircraft performance could be pound depth charges; but, because of their larger enhanced. To try to lessen the spray, caused by size, these charges swayed in the slipstream. A Below: Trials were conducted to reduce the pontoon during taxiing and take-off, A48—9 set of bracing struts was fabricated and fitted the amount of spray thrown up by the was modified by the addition of an external either side of each wing rack: these negated the pontoon. Left: A48—3, JE—D with the strake below the water line on each side of the sway action. Four days later the 250 pound unmodified pontoon. Right: A48—9, pontoon. Following successful taxiing trials on charges were successfully test-dropped. The JE—K after the addition of external Lake Macquarie, the remainder of the aircraft removal of the fuel tanks and armour plate strakes below the waterline. were similarly modified. These tests were con- provided a worthwhile increase in performance,

.

10 as well as enhancing offensive capability. It was mid-1944 before the modifications had been ■v : completed on all aircraft. mm For safety reasons, when operating seaplanes, the RAAF had long maintained a marine est­ m ablishment equipped with high speed launches. fjf- Known as crash-boats, at least one was always on ii station when seaplanes were taking off or land­ ■IT ing. Certainly, the crew of A48-7 were grateful ir- "'Tj for this policy on 7 December, 1943, when the i controls of their Kingfisher jammed during take­ I off. The aircraft flipped over and submerged near I Wangi Point, Lake Macquarie. It was later towed to the jetty and righted; due to its submersion in salt water it was not flown again and was reduced to spares: a somewhat ignominious end. Its crew were more fortunate. Apart from a few scratches and bumps Fig Off K. Drury and Fit Sgt A. Larsen were unharmed.

■liillii ■1 For the personnel of No. 107 Squadron war Line-up of 107 Sq. Kingfishers at Rath- was not nearly as serious an experience, as they mines. At least three styles of fin flash had expected; an Esprit de Corps had become are visible. manifest and pride in their squadron became obvious in many ways. A good example was the design of a unit emblem, which was then painted on the aircraft. Fig Off R. M. Gole designed the unit emblem, which was painted on both sides of the forward fuselage; it com­ PH prised a jockey (in skeleton form) riding a bomb on which was painted a sharks mouth. The emblem first appeared on A48—17 in October, 1943. The original design now hangs in his Sydney home. Fig Off Gole, was posted to Rathmines from No. 1 O.T.U. (Beauforts) for Kingfisher training, in April, 1943, (he had developed an ear disability which prevented him flying above 15,000 feet) and eventually completed 645 hours on Kingfishers, in August, 1944, he flew in a Kingfisher from St Gp'^'-ges 7" ' Basin to Rathmines, nursing his wife Lois on his - knees. The pilot was Fit Lt Reg Peters. Gole had just been posted to Rathmines to begin a con­ 107 Squadron Badge. Black field version course to Seafull V's, prior to a transfer with white surround and green to No. 8 Communication Unit, then based at leaves. Gold Crown with red Madang, New Guinea. This was one of the few velvet. White skeleton on orange occasions when a civilian flew in a Kingfisher. bomb with green band. Lettering Getting Lois ashore at Rathmines, before she was black. seen by 'the brass' was a miniature operation. She had to climb from the aircraft to the Kingfishers. The paint on the pontoon of A48—6 pontoon and onto a mooring buoy; then into a was removed and the metal polished. Fit Lt launch, for a speedy journey to the jetty; whilst Laurie Kirkman test flew the aircraft and over the pilot taxied the aircraft to the slipway. This the next few weeks the pontoon was carefully mission was successfully completed, as far as examined for signs of corrosion: none was found. ^ .. the Goles were concerned. Camouflage was then removed from the pontoon and floats of A48—9 and it was test-flown on Eg It is a fact that camouflage, whilst conferring 30 November, with a slight increase in cruising *** advantages of concealment, incurs a penalty in speed being evident. Again, after careful tests, Four stages in the resurrection of over-all aircraft performance and causes increased no evidence of corrosion was found. Following A48—7. Top: Submerged and inverted. maintenance problems. Exhaustive tests, con­ these tests A48-11 had all its camouflage Second: Coming up. Third: Nearly there. ducted at Rathmines late in 1943, lead to a removed to become, by 28 January, 1944, the Bottom: Afloat again. decision to remove all camouflage from the first bare-metal Kingfisher. The removal of 11 ill HI site in virgin bushland. Construction connmenced almost immediately; priorities being a slip­ way and tarmac area. Just prior to the move to St Georges Basin, 14 June, 1944, Fit Sgt Alan Larsen and Fit Lt Ken Drury decided to practice some low flying in the Dora Creek area of Lake Macquarie. Unfortunately the aircraft, A48—12, flew through some electrical high tension wires, blacking out the entire district for three days. As their low flying had not been authorised Larsen was fined five pounds; the aircraft suffered some superficial damage and was unserviceable for 10 days. During its final month at Rathmines, June, 1944, the Squadron flew a total of 375 hours.

ST. GEORGES BASIN Final preparations for the change of base were made on 30 June, 1944. The move entailed transferring 27 officers and 163 airmen as well as 15 aircraft and all the associated equipment needed to keep the squadron operational. The following day the aircraft flew in formation to their new base. The first Kingfisher up the slip­ Removal of the camouflage paint meant During the latter half of 1943 overcrowding way was A48—15. Most of 1944 was spent preparing and building the new base. Living and hard work for everybody, aircrew of personnel and aircraft at Rathmines had included. become an acute problem. It was decided that No. working conditions were very primitive compared 107 Squadron should move to another location, to Rathmines and the winter of 1944 was camouflage and the incorporation of the pre­ it was after all an operational unit, lodging at a extremely wet. Rainfall was far greater than viously mentioned modifications gave A48—11 training base. The Jervis Bay area, some 130 average and mud and slush added to the dis­ an increased speed of six miles per hour at 2000 miles south, was nominated as the squadron's comforts of personnel, as photographs taken at feet. Because the existing camouflage obviously new location. On 5 September, Wg Cdr T.V. the time attest. conferred little advantage, approval was given, on Stokes, who had assumed command of 107 In August, Sqn Ldr R.W. Marks became 12 January, 1944, to remove camouflage from all only three days previously, took off in a Seagull Commanding Officer of the squadron. Its duties, the squadron's aircraft. To strip paint from an V (A2—22) to survey the Jervis Bay area. The still the monotonous ocean surveillance, were aircraft, as those who have done it can readily site chosen was on the north-western side of St continued for the remainder of the war; despite attest, is a hard, dirty, messy job. The require­ Georges Basin, which is situated south of Jervis the almost total lack of submarine sightings. The ments, plenty of old rags, paint thinners and the Bay. The Basin had good safe water facilities for German U-862 was successful in sinking ships liberal application of 'elbow grease'. Both air and the aircraft, a prerequisite for a seaplane base, during the latter months of 1944, despite ground crew participated in the project; aircrew and was well within (Kingfisher) range of vital strenuous efforts by the RAAF and RAN to sink naturally, derived the most benefit from its east coast shipping lanes and the port of Sydney. her. At about this time facilities at the new base removal. A photograph, taken early in 1944, For the Squadron to remain operational a slip­ were enlarged and it became almost as comfort­ showing the stripping of paint from a Kingfisher's way, hangers, and quarters had to be built on a able as Rathmines. Sussex Inlet offered many wing is annotated on the reverse: "The original Dutch Triangle insignia was found under the Australian roundel". ■

With the exception of A48—11, when cam­ Right: First Kingfisher ouflage was removed from the aircraft so was the up the new slipway at - squadron emblem; it was not re-painted on any St. Georges Basin was of the bare-metal aircraft. By the time the A48-15, JE-Q. Below: squadron moved to St Georges Basin camouflage On arrival, conditions at had been removed from all aircraft. The squadron St. Georges Basin were _ A: was the first RAAF unit to use it aircraft in bare- primitive compared to metal finish, since the introduction of camou­ Rathmines. Mud and flage for all types, early in the war. The fabric slush added to the dis­ covered parts of the wings and control surfaces, comforts of personnel. were of course, sprayed with Aluminium dope, the remainder of the aircraft, with the exception of an anti-glare panel, was left bare-metal. For personnel of the squadron life at Rath­ mines was far more amenable, for a unit at war, than for many other squadrons. It had a per­ manent base, with established facilities, and was close to civilisation (Sydney and Newcastle). A number of aircrew lived in former guest houses with their wives, and four children were born to wives of aircrew during the squadron's stay. The squadron performed routine aircraft maintenance from its own resources. For major aircraft over­ haul the much larger resources and facilities of No. 2 Flying Boat Repair Depot, based at Rath­ mines, were utilised. No. 2 F.B.R.D. was one of the units which grew from the wartime needs of a large seaplane base. It maintained Catalinas, m Dornier Do—24's, Seagull V's and Mariners for . the RAAF, and the many visiting USN seaplanes ■i which terminated their Pacific Ocean crossings .... at this busy east coast base. 12 August, and the next three weeks were spent preparing and flying the nine remaining service­ able aircraft to No. 1 Flying Boat Repair Depot at Lake Boga, Victoria, Australia's unique inland

Storage pending a decision on their future use. The ferry route to Lake Boga was flown over water along the coast of south eastern Australia since for safety reasons, the Kingfisher was not to be flown for long periods over land. The flight of A48-2 is typical of the whole ferry operation. Fig Off Rattray-Wood and W/0 :.....'t w Flamilton test flew the Kingfisher for one hour i: on 21 August. Two days later the same crew flew it from St Georges Basin to Mallacoota, r i I Victoria with a flight time of one hour and 45 minutes. After lunch and a three hour five minute flight the aircraft landed at Williams- town, a suburb of Melbourne, on Port Phillip El Bay. On the 23rd the seaplane flew Williamstown to Lake Boga, in the time of two hours and 45 minutes. The ferrying of the aircraft was done in pairs, and crews were returned to their base in Catalina A24—81. The last two Kingfishers, A48-4 and A48-18, the latter flown by the Aerial view of 107 Squadron's Base at officer was not aware of this condition when he St. Georges Basin late in 1944. squadron's last Commanding Officer, Wg Cdr activated the two switches. The charges were T.A. Egerton, DFC, left St Georges Basin on 29 noticeably flattened after their drop and in con­ August, 1945. advantages and was far more suitable as a base sequence were rendered useless. They did not for the Kingfishers; they had the take-off and explode since water pressure was required to RAAF units using the Kingfisher had com­ taxi areas to themselves, which increased the time activate the detonators. piled an excellent safety record with the type. that could be spent on patrol whilst lessening Only three Kingfishers were written-off in Regular patrols and convoy escort were taxiing times. The waters of St Georges Basin crashes. Due to other accidents and subsequent still very much a major part of the squadron's and the nearby Tasman Sea abounded with sea­ submersion in salt water, a further two were daily activities. Fig Off Rattray-Wood partici­ food, which supplemented service rations ^and reduced to spares: a remarkably low attrition pated in two which could be considered typical gave considerable variety to the personnel's in nearly three and a half years of wartime useage. examples. On 4 July, 1945 with W/0 Bowles diet. The squadron was far more independant No aircrew were killed or seriously injured in in the aft seat he flew A48—6 and logged four than had been practical whilst sharing base at crashes; nor were any replacement aircraft hours and 10 minutes in the air. Two days later, Rathmines. An almost total lack of enemy sub­ received. By the end of the war another two in A48-13 with Fig Off Thompson a further marine activity, in their area of responsibility, required major repairs, which in any event were four hours and 20 minutes were accumulated on coupled with the unlikely probability of air not carried out, and these were transported by patrol. attack ensured an almost pleasant war for the road for storage at Lake Boga. No. 107 Squadron squadron. By late 1944, aircraft were not even The squadron spent much of July exercising was officially disbanded at St Georges Basin on being dispersed under trees, an elementary pre­ with British Commonwealth Pacific Fleet off the 31 October, 1945. caution against aerial attack; they were simply New South Wales coast. These included mock parked at the top of the slipway or in maint­ diving attacks; dropping large quantities of radar FINALE enance hangars. chaff and giving ship's gunners practice in sight­ After the Kingfishers were ferried to Lake ing, ranging and tracking low flying aircraft. The final posting of new pilots to the Boga ground crews prepared them for long-term squadron occurred in June, 1945 when two To start the engine of the Kingfisher required storage. Engines were inhibited, airframes sealed arrived, one of whom was Fig Off G.S. Rattray- an explosive cartridge and by mid-1945 these and canvas covers were placed over the 'glass­ Wood. He had spent much of the war as a flying were in short supply. So much so that for a short house' to provide some protection from the instructor on land-based aircraft and his new time all aircraft had to be hand started: literally elements, pending a decision on their fate. It posting meant a conversion to seaplanes. Whilst by winding the propeller. This was a complex seemed their flying days were over. By the end receiving instruction in the Kingfisher's arma­ operation using long lengths of rubber to hold of 1947, the Kingfishers, sitting forlorn and ment he suffered, to say the least, an unnerving the propeller taut and required much man­ almost forgotten, were deemed surplus to experience. The two trainees sat on each wing- power. The procedure was used at start-up at requirements and some were offered for sale root whilst the armament officer demonstrated base for only a short time and ground crew to the public. Owing to shortages caused by the the procedure to drop wing stores. He selected were delighted when further spare cartridges war, there was a large civilian need for nuts. the two relevant switches and the seaplane arrived and thus relieved them of this weari­ Led by Wg Cdr T.A. Edgerton in immediately lurched upward as two depth some task. Each aircraft normally carried eight A48-18, the last two Kingfishers leave cartridges for starts away from base, so the charges thudded onto the concrete slipway. The St. Georges Basin on 29 August, 1945 aircraft had just returned from patrol and the problem only occurred at St Georges Basin. en-route to Lake Boga. armament circuits were still live; the armament Regular flying and patrols had ceased by 9

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iiiiiiiiiiSiffi■Iliifr*

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iiii bolts, screws, etc., and surplus military aircraft and the Australian Kingfishers provide a good were an ideal source for these and other items. example of the dilemma that conflicting require­ Large numbers of service aircraft were purchased ments of camouflage can cause. The Kingfishers by enterprising civilians for these items alone. were land-based, but virtually all their flying was Civil aviation regulations in Australia are over the ocean. Should they be camouflaged extremely discerning in the registering and flying against aerial attack whilst at base? If so, a land- of ex-military aircraft. The exceptions usually based camouflage scheme is probably best. Or, permitted by the authorities were aircraft which should they be camouflaged to give the best were designated as primary trainers; these protection whilst operating over the sea? In included the Tiger Moth, Wackett and Ryan which case, a land-based scheme is quite inappro­ STM—2. The author can remember seeing at priate. They arrived in USN Blue-Grey/Light- least 60 Tiger Moths lined up, row after row, at Grey camouflage, applicable at the time they Western Junction Airport in Tasmania (late in were built; colours eminently suitable for aircraft 1946), at a fly-away price of 50 pounds, and this primarily operating, from warships, over the included a full load of fuel! However, any possi­ ocean. These colours have been confirmed by a bility of an aircraft like the Kingfisher obtaining number of former aircrew, although no docu­ civil registration was strongly discouraged. A mentary evidence of this fact has been found. Mr N Paget purchased A48—5, reportedly with a The RAAF had only two other seaplane types in view to operating it as a charter aircraft in north operation when the diverted Kingfishers arrived; Queensland. Unfortunately, soon after its the Seagull V and the Catalina. Since Catalina purchase, he was killed felling a tree. The fate of deliveries had commenced just prior to the his Kingfisher, after this accident, is not known. receipt of the Kingfishers, discussion of their camouflage is inappropriate in this context. Thus, One Kingfisher participated in a chilling the Seagull V was the only seaplane which finale to the type's service in the RAAF. Early required a properly devised camouflage scheme, in 1948, A48—13, resplendant in a coat of high applicable to Australian conditions. visibility - yellow paint, accompanied the first post-war Australian expedition to our Antarctic RAAF Aircraft Genera! Instruction C—11, Territories. It amassed a further 55 flying hours, No. 3, issued 3 October, 1940, stated that sea­ some of which, were spent scouting pack-ice planes were to be camouflaged in Extra Dark Sea for its mother-ship. Ironically, for an aircraft Grey and Dark Slate Grey on the upper surfaces, designed to be catapaulted from a warship, with Sky Grey under surfaces. This was an adapt­ A48—13 was hoisted in and out of the water by ation of the British devised disruptive pattern the mother-ship's main boom. scheme. The basic principle of which was to have areas of contrasting colours or tones arranged so The Kingfisher was not one of the RAAF's that the shape of an object is effectively dis­ most glamorous aircraft; nor was it used in torted, with its colours, tones and patterns blend­ sufficient num.bers or in areas of operations, ing into the background. These colours, a dark which might have attracted publicity. That our grey and a grey-green, were an effective com­ Government did not specifically order it, as promise for aircraft which were land-based but part of normal aircraft procurement for the operated over the ocean. The need to commence RAAF, should not detract from the valuable crew training on the Kingfisher as quickly as service it performed. It was well liked by its Top; Rathmines assembled Kingfisher possible is, presumably, why Rathmines crews and ground-staff and had no inherent A48-8 in USN camouflage. Middle: Pt. assembled aircraft were put into service in the vices: eloquent testimony to the soundness of Cook assembled A48—18 with large USN scheme: only the Dutch insignia was over­ its design and construction. The Warbirds diameter underwing roundels and Grey/ painted on these aircraft. A new camouflage Aviation Museum, located at Mildura, Victoria Green/Sky camouflage. Bottom: A48—2, instruction was issued in July, 1942; its require­ (which is not very far from Lake Boga) has the JE—B in natural metal/si Iver doped ments for seaplanes were the same as the 1940 fuselage of A48—2 and it is hoped that ulti­ finish. issue, except that Sky Grey was to be replaced mately it may be restored to display standard. It by Sky Blue, for all under-surfaces. A scarcity Is perhaps a little remarkable, that from only The most intriguing aspect of RAAF King­ of the new under-surface paint meant that the 13 remaining Kingfishers (by October 1945) fisher camouflage is that which relates to A.G.I. Point Cook assembled aircraft, which were cam­ one has been saved for. posterity. Finally, the Part 3, Section C - Instruction No. 1, drawing ouflaged in RAAF colourspr/or to being put into Kingfisher is, so far, the only Vought manu­ 5977. Its date of issue is not shown although its service, initially conformed to the 1940, rather factured aircraft to have been operated by the cancellation date, 26 March, 1944, is. recorded. than the 1942 scheme. These were progressively RAAF in its more than 50 years of flying. This drawing of a Kingfisher, consists of an upper- repainted, with Sky Blue, after overhaul, months surface plan view, and port and starboard side later. They remained in these colours until the CAMOUFLAGE AND MARKINGS views. However, it is the colour requirements order to remove all camouflage was implemented, which are intriguing. They are shown as Dark Aircraft camouflage is a complex problem during the first few months of 1944. Ocean Blue and Night on the upper-surfaces, with Sky under-surfaces. Roundels are only shown on pSo/e surviving RAAF Kingfisher. A48-2 the upper wings and no fin flash was depicted. Warbirds Aviation Museum, Mildura. Dark Ocean Blue is almost black in tone, it is, for example, darker than (RAAF) roundel Blue ...... - which itself is almost black. Night, was the RAAF name for matt black. In spite of strenuous efforts to ellicit acknow­ ledgement of the existence of the above scheme, its application to Kingfishers cannot be corrob­ orated. None of the former Kingfisher personnel, whom I have been able to contact, can recall seeing a Kingfisher so painted. However, to per­ haps add a little more spice to the enigma, refer to the photograph of A48—11, coded JE — M, at Rathmines. To say the least, it is considerably darker than the other aircraft. When compared to this aircraft, all the other photographs of camouflaged Kingfishers, are consistently lighter in tone. Seaplane camouflage weathered far more quickly than on aircraft operated from airfield. Salt water is not compatible with the main- tenance of colour, in any paint. The resultant Aircraft assembled at Rathmines had no FOOTNOTES fading and dilation of the colours meant, that under-wing roundels until their camouflage 1 Lt Gen G.C. Kenny, Letter to Mr M.J. Drijver, soon after painting, upper-surfaces acquired an scheme was changed, from the Vought supplied Netherlands East Indies Commission for Aust­ overall one colour appearance; rather than that one, during 1943. Those assembled at Point Cook ralia and New Zealand, dated 31 May, 1943. of two colours of different toning; even if the had very large diameter roundels, painted above latter tended to merge, when viewed from a and below each wing; these were virtually full ^ Air Member for Supply and Equipment, Letter distance. Two former aircrew report that actual cord, less aileron. The painting of roundels under to Headquarters, No. 5 Maintenance Group, patterns varied considerably between individual the wings, was in direct contravention of A.G.I. RAAF, dated 4 August., 1943. aircraft. Painters obviously were not disposed to C—11, No. 4, which remained in effect until No. ^ G.U. Allen, Photographs, date stamped Nov­ rigidly follow officially laid down camouflage 5 was promulgated in May, 1944. Yet, throug- ember, 1942, have these colours annotated on patterns. Photographs of camouflaged King­ out the majority of their World War Two service. the reverse side. Some eight prints comprised fishers show, that in many cases, it is extremely Kingfishers consistently had underwing roundels. the set. All were official RAAF photos, taken difficult to ascertain colour demarkation lines, It was found that the large white centre disk of at the time the experiments were conducted. especially on wing upper-surfaces. Also the strong the large diameter roundels compromised the sunlight conditions which prevail for most of the camouflage scheme and in the repainting for Moss Wiley, Letter to author, dated 3 March, year on the Australian east coast, contributed Sky Blue under-surfaces, the size of all wing 1974. to the subsequent weathering of paint. In view of roundels was reduced, to less than half the ^ G. Odgers, Air War Against Japan 1943-1945, the above, plus the performance penalties diameter of the originals and were standardised (Canberra, 1957), p. 140. incurred, the extra maintenance and the unlikely at 16 inches in diameter, with fuselage roundels possibility of aerial attack, it was decided to “ the same size. On the bare-metal finish, no upper- ^ lbid.,p. 147.

wing roundels were painted; nor, did the majority Dispersed among the trees at Rathmines, of aircraft have the required fin flash. Again, ^ Ibid., p. 153, footnote. Submarine I 178 was A48- 11, JE-M and A48-4, JE-E. The examples of either mis-interpretation, or mis­ sunk off San Christobel on 25 August, 1943; dark appearance of A48—11 is interest- understanding or ????; but, direct contraventions I 180 off Kodiak on 26 April, 1944; and I 174 ing. of policy regarding Australian National Insignia. south of Truk 29 April, 1944. I 177 was destroyed off Angaur 19 November, 19,44. MARKINGS ACKNOWLEDGEMENTS remove camouflage completely. After camou­ Squadron and individual aircraft letters were flage was removed and the aircraft were stripped always painted in Medium Sea Grey on both To all the ex-Rathmines and No. 107 Squad­ back to bare-metal they were NOT sprayed camouflaged and bare-metal aircraft. (For a short ron personnel, who loaned photographs and Silver overall. The major benefit in removing time A48-17 had its code letters painted black material and provided ancedotes, my gratitude. camouflage was the resultant saving in weight. on the bare-metal finish; this was due to a whim To Roy and Lois Gole my particular thanks However, it should be noted that all the control of its regular pilot. Fig Off Gole. After he left are due. surfaces, and the wings aft of the main spar, 107 the codes were repainted in Medium Sea T.R. Bennett, John Hopton, David Lough- were fabric covered. These areas, of course, were Grey). Serial numbers were Black for all finishes, head, Peter Malone and Frank Smith supplied sprayed with Aluminium Dope, which has a matt although for a while, the Point Cook assembled valuable contributions. finish, a clear contrast to the sheen of bare aircraft had Medium Sea Grey serials. Of note metal. Since the aircraft were hosed-down with was the unusual shape of the four, used from Ray Honisett provided the drawing of the fresh water at the conclusion of the days flying, mid-1943 on. The only individual aircraft mark­ modified wing rack and Andrew Keiler the water the bare-metal finish was generally clean when ing was the unofficial squadron emblem, rudder detail. compared to faded, chipped camouflage paint. which was extant less than six months. On the Kingfishers there were no nick-names, cartoon Finally, Arthur L. Schoeni, recently retired characters, etc., which were so prevalent in other from Ling-Tempco-Vought's Public Relations NATIONAL INSIGNIA squadrons. Department, helped and encouraged me. 15 KINGFISHER - INDIVIDUAL AIRCRAFT HISTORIES - BRIEF DETAILS

DUTCH RAAF AIRCRAFT * INTO * EX-107 SERIAL SERIAL LETTER RECEIVED SERVICE SQN. DETAILS DATE ULTIMATE FATE

V19 A48- 1 A 22. 4.1942 26.10.1942 1. 5.1945 Converted to spares 22. 5.1945 V20 A48- 2 B 22. 6.1942 22. 8.1945 To 1 FBRD, Lake Boga 25. 3.1948 Sold for scrap - Under Restoration V21 A48- 3 D 2. 7.1942 22. 8.1945 To 1 FBRD, Lake Boga 25. 3.1948 Sold. V22 A48- r E 11. 5.1942 29. 8.1945 To 1 FBRD, Lake Boga 25. 3.1948 Sold. V23 A48- 5 F 26.10.1942 19. 8.1945 To 1 FBRD, 2. 6.1947 Sold. N. Padgett, Werribee, Victoria. Lake Boga 275 pounds. V24 A48- 6 G 27. 4.1942 21. 8.1945 To 1 FBRD, 2. 4.1951 Sold. Kellion Bros., Marrickville, New Lake Boga South Wales. V17 A48- 7 H 7. 9.1942 7.12.1943 Converted to Spares, Rathmines 21.12.1943 V7 A48- 8 6. 5.1942 29. 7.1942 14. 1.1943 Crashed at sea V8 A48- 9 K 4. 8.1942 22. 8.1945 To 1 FBRD, Lake Boga 21. 1.1953 Sold, V9 A48-10 L 14. 1.1943 4.10.1944 Crashed off Jervis Bay V10 A48-11 M 4. 8.1942 6. 9.1945 To 1 FBRD 25. 3.1948 Sold. VII A48-12 N 12.10.1942 21. 8.1945 To 1 FBRD 2. 4.1951 Sold. Kellion Bros. V12 A48-13 O 14. 1.1943 18. 8.1945 To 1 FBRD 21. 1.1953 Used in Antarctica, 1947-48 — Sold. V13 A48-14 P 4. 8.1942 21. 8.1945 To 1 FBRD 25. 3.1948 Sold. V14 A48-15 Q 4. 8.1942 18. 8.1945 To 1 FBRD 2. 4.1951 Sold. Kellion Bros. V15 A48-16 R 13.11.1942 26. 9.1943 Crashed at sea. V16 A48-17 S 14.11.1942 3. 9.1945 Not Flyable - To No.2 CRD 26. 3.1946 Converted to spares. V18 A48-18 T 14. 1.1943 29. 8.1945 To 1 FBRD 25. 3.1948 Sold.

* These dates show when each aircraft was issued to the S.T.F. at Rathmines and when the aircraft ultimately 'left' No. 107 Squadron. They are not necessarily dates of first and last fights. For example:— Many of the aircraft erected at Point Cook, were flying for sometime prior to transfer to Rathmines. Dates in column 'Ex-107 Sqn.' show when the remaining aircraft left Rathmines for Lake Boga, either by road transport (if damaged) or flown. Status cards show that those (flyable) aircraft assigned to 1 FBRD, had ceased normal operations, by 9 August, 1945. KINGFISHER AIRCRAFT WHICH SUSTAINED MAJOR DAMAGE

SERIAL LETTER DATE DETAILS

A48-6 G 17. 7.1942 Ground looped after landing. Damage port float and fittings. Operational 9.10.1942. 13. 5.1944 Hit telephone wires. Damaged port main-plane and pontoon. Operational within three months.

A48-8 14. 1.1943 Crashed at sea, 40 miles from Sydney whilst on anti-submarine patrol for USS Henry Dearborn.

A48-16 R 26. 9.1943 Caught fire at sea, off Broken Bay, forced landed and sank.

A48-7 H 7.12.1943 Crashed at Rathmines. Control column jammed immediately after take-off. Hit water, port wing down, losing port float and capsized. Not repaired: reduced to spares from 21.12.1943.

A48-12 N 14. 6.1944 Damage to port main-plane 30 per cent. Starboard main-plane 20 per cent. Aircraft repairable but beyond capacity of unit. Later made flyable.

A48-10 L 4.10.1944 Crashed off Jervis Bay and sank in 40 fathoms. Part of main float and wing only items found.

A48-1 A 1. 5.1945 Capsized whilst at mooring, believed due to leaking float. Salvaged, converted to spares.

BIBLIOGRAPHY Doll, T.E. and Jackson, B.R. Vought-Sikorsky Odgers, George. A/r War Against Japan 1943- OS2U Kingfisher. Windsor: Profile Publications 1945. Canberra: Australian War Memorial, 1955. Limited, 1972. " Angel on Floats — Workhorse on Wheels", RAAF, Aircraft Status Cards, Kingfishers Airpower, (January 1972), 36-49, 63 and 66. King, Nick, "Kingfisher Camouflage", Airfix A48-1 to A48-18. Magazine, (October 1967), 62 and 63. • Chivers, Sydney P. "OS2U Kingfisher . . King These Eagles. Canberra: Australian War Mem­ of the Catapult. Birds'/ Scale Modeller, (June "Kingfisher", Air Classics, (May 1965), 34-39 orial, 1942. 1967), 16-23. and 49. 16 RACE NO. TYPE REGISTRATION C/No.

101 GRUMMAN S2E N12-153595 102 GRUMMAN S2E N12-153596 103 ^ BEECH 58P VH-DHN

104* CESSNA 340 VR-HHA 340- 105 PIPER PA-31-310 VH-BEB 31-41 106 AEROSTAR 600 VH-WRV 60-0210-092 107 CESSNA 310 I VH-UPZ 3101-0098 108 CESSNA 310 I VH-GBC 3101-0197 109 CESSNA 310B P2-TTM 35654 110 BEECH 58 VH-AWT TH364 111 BEECH 58 VH-MLL TH38 112 t CESSNA 310L VH-BNL 310L-0003 113 CESSNA 310B VH-AER 35537 114 PIPER PA-24-400 VH-BOO 26-20 115 * PIPER PA-34T-200 VH-KAE 34T- 116 BEECH95-B55 VH-KEG TC 1841 117 CESSNA T210L ZK-DRI 118 * DHC-4 CARIBOU A4- 119 PIPER PA-23-250 VH-EGA 27-7405424 120 PIPER PA-23-250 VH-WJJ 27-7554087

121 PIPER PA-23-250 VH-RSY 27-2402 122 PIPER PA-23-250 VH-PTZ 27- 123 PIPER PA-23-250 VH-DXL 27-4033 124 DOUGLAS C47B A65-102 16365

125 CESSNA177B VH-DKC 177-1473 126 PILATUSPC-6B-H2 A14-703 703

127 VICTA 115 VH-TWE 109 128 VICTA 115 VH-lOF 33 129 VICTA 115 VH-KWH 28 130 VICTA 115 VH-FMA 24 131 PIPER PA-28-140 VH-RSH 28-20965 ...... ^ 132 PIPER PA-28-140 VH-DXF 28-7225408 133 PIPER PA-28-181 VH-PTW 28-7690041 134 * PIPER PA-28-150 VH-RHS 28-511 135 * BOEING STEARMAN A75 N4036 75- 136 CESSNA 172K VH-RGT 59146 137 CESSNA 172M VH-WXW 138 CESSNA172M VH-RWW 66681 139 CESSNA 172M VH-UGP 63790 140 *0 CESSNA172M VH-WXU 66856 141 * CESSNA 177 VH-EFL 177-0676 142 CESSNA 177 VH-DSG 177-0503 143 CESSNA 177 VH-DZF 177-0174 144 * CESSNA172E VH-WAK 50737 145 CESSNA172D VH-RLL 50105 146 * CESSNA 172H VH-RNB 54959 147 PIPER PA-18-150 VH-FHC 18-7409066 148 VICTA'100 VH-BWI 81 149 PIPER PA-22-108 VH-CUY 22-8586 150 PIPER PA-22-108 VH-KFJ 22-9497 151 BELL206B-1 A17-042 152 *0 JODEL D.11 VH-DRJ N.11 153 CESSNA 150 VH-TOU 17675 154 DH89A DRAGON RAPIDE VH-IAN 6655 155 * MILES MSA VH-AAT 193 156 AUSTER J/5 VH-ADS 2802 157 * JUNKERS A50 VH-MRR 3517 158 FOKKER TRIPLANE N864DR (Replica) 159 *0 DH82A TIGER MOTH VH-BAL 82561 160 * DH82A TIGER MOTH VH-KNX 922 161 * DH82A TIGER MOTH VH-A 162 DH82A TIGER MOTH VH-PFL 1056 163 * DH82A TIGER MOTH VH-RVI 807/T036 164 DH82A TIGER MOTH VH-SGC 82503 165 * DH82A TIGER MOTH VH-TSG DHC-78 166 PIPER PA-28-235 VH-BJO 28-11080 I 167 * PIPER PA-28-235 VH-RRL 28-11315 168 PIPER PA-28-235 VH-DOC 28-11311 169 PIPER PA-28-235 VH-CVO 28-7410077 170 CESSNA 182H VH-PQO 56461 I

(Photo credits: ^840’, VH^WRV,P2-TTM; J. Vella. VH-BWI; I Lawson) :-r1 18 Bensonand Hedges

AIR RACi

AUSTRALIAN AIR RACE 1976 iiiii JANDAKOT - SYDNEY ■I lllpl iilliiiii iii iHiim by Clive Lynch ■I

iiiiilBlli iililip experience with him, both Benson & Hedges Top: "They're racing”. Bell and Air-BP withdrew their possible support for Kiowa, A17-042 at the future events of this type. start of the race. It was Both Benson & Hedges and Air-BP deserve declared the winner. (T. full praise for their joint sponsorship of the air Boughton). Second place race. went to the Arhny Porter, The official commemorative programme must A14-703, Left. (J. Vella). be awarded a special prize as the best comic book provided in Australia in the past decade, the entrant list containing such classics as DeHaviiland Tiger Moth DH89, VH-LAN. Earning undoubted much needed funds for Apex, at $2.00 a copy it is one publication which the Australian Aviation Historian must do without. The Australian Army Aviation Corps came 1st and 2nd with Bell 206B—1, Kiowa, A17— ii—1— 042 and Pilatus PL—6B—H2, A14—703 respect­ The much publicised "Across-Australia" ively. Stow Kentish of Toowoomba, Queensland Air Race got under way on the morning of Wed­ was 3rd in a Cessna 180D, VH—MDK. Does nesday, 20 October, 1976 when the contestants anyone know where the Navy's Trackers (in departed from Jandakot for the first overnight their farewell public appearance — R.I.P.), or stop at Forrest. The second scheduled overnight the RAAF's Dakota came? stop was at Parafield where weather conditions were marginal and for a while it looked as if the rest day would be moved forward to the Friday at Parafield. However the break came just in time and the aircraft pressed on to Moorabbin where the crews had a welcome break on the Saturday. On Sunday, 24 October, the weather again spoilt the race to such an extent that most of the slower and more interesting entrants were forced to withdraw, having insufficient time to reach Bankstown prior to last light. The mass media have written much on the .---ti fate of a certain race organiser if some of the | entrants ever catch up with him. It is not the | place of this Journal to join this controversial | debate, except to say that it would be a great | iiiiliiP pity if,because of this race's organiser and their I

Offical aircraft for the race were PA-21, VH-CJB, Barons VH-KSA & DMD & Cessna 182, VH-AYA. (f. Law- son) Auster, VH- BTB acted as a support aircraft for the Triplane 8e Tiger Moth, VH-PFL. (J. Vella). I ii ..P'i 17 I-,- - Wa RACE ENTRANT PILOT NO.

Royal Australian Navy Lt Cdr P. Adam 101 Royal Australian Navy Lt J. Dalgeleish 102 Beechcraft & Radio Station 2GB S.J. Padgett & 103 J. Pearce H.C. Josey Same 104 J.R.H. Seymour Same 105 W. Campbell Same 106 F.E. Fisher Same 107 H. Ghermann 108 R.R. Thureght Same 109 E. Gianciosi Same 110 Siganto Stacey NSW Pty Ltd MJ. Roberts 111 Prestige Motors D. Wells 112 Mark II Aviation G.B. Narkey 113 International Computers Aust Pty Ltd WJ. Meeke 114 C. Davey (Miss) 115 K. Edge 116 R.L. Rimmer 117 118 B. Steggles Same 119 Holiday Magazine 120 The Curtis Publishing Co E. F. Ball Brooks Advisory Services Pty Ltd R.B. Brooks 121 Honeywell Computors D.J. Flatman 122 R. Gregory 123 Royal Australian Air Force Air Cdr 124 J ^: D.W. Hitchins, A.F.C. MH-nm — S. Smith (Mrs.) 125 HQ Field Force Command Lt Col 126 F. J. Markcrow W. Malachi& W.C. Kelly W.C. Kelly 127 H.G. Hutchinson Same 128 G.E. Penfound Same 129 D.O. Rankin Same 130 Mercantile Credits Ltd D.R. McMillian 131 C. Humphries Same 132 McNeal Plastic Engineering Pty Ltd S. Harris (Mrs.) 133 R.M. Upton Same 134 Cathay Pacific Airvyays L. Cowper 135 D. J. Gailey Same 136 R.K. Monkhouse & T.J. Ahern R.K. Monkhouse 137 Interstruct Pty Ltd A. Hatfield (Mrs.) 138 L.J. Hooker Pty Ltd D. Rees 139 A. J. Paterson 140 R.J. Carle Same 141 United Design Pty Ltd B. A. Watts 142 |L M.J. Bennett R.P. Bennett 143 L.G. Taylor Same 144 Paech Motors N.E. Paech 145 M. Peek 146 F. E. Horsisnan B.A. Keenan (Ms.) 147 Dr J.M. MacNamara Same 148 M.J. Nolan Same 149 Japanese Car Spot N. Fairbairn 150 HQ Field Force Command Lt P. Lewis 151 M. Daniel & I. Biennell I. Biennell (Mrs.) 152 Ryan Equipment Co Pty Ltd B.X. Ryan 153 K & H Qrrman K. Orrman 154 L. K. Hatfield E. R. MacField 155 C.H. Seam Same 156 M. Rose Same 157 W.D. Anderson Same 158 J. Denny G. K. Denny 159 K. J. Willoughby Same 160 J.W. Janssen Same 161 N. B. Cottee Same 162 J.R.W. Robinson Same 163 Lew Wade Fiat P.A. Hubbard 164 Pancakes on the Rocks R. Meadmore 165 G. Drage Same 166 P.T. Webster Same 167 A.J. Davies Same 168 E.J. Forgie Same 169 Mitchell Flying Group Dr T. McGovern 170

(Photo credits: VH-CUY, KFJ, RIP; J, Vella. VH-IAN; I. Lawson)

19 TYPE REGISTRATION C/No.

CESSNA 182P VH-IQT 62808 CESSNA 182P VH-TUK 63257 CESSNA182K VH-KRF 57854 CESSNA172M VH-WLX CESSNA182H VH-DOA 56175 CESSNA 182P VH-RNW 62091 CESSNA182F VH-TWM 54583 CESSNA182P VH-PJB 62368 CESSNA 182E VH-CKP 54359 CESSNA 182P VH-TDO 63767 CESSNA 182P VH-TTP 63655 CESSNA 182G VH-DGS 55796 CESSNA182L VH-UCX 58698 FLETCHER FU24 VH- 4.1 « 185 CESSNA180D VH-MDK 51050 186 CESSNA182B VH-PDK 51673 187 CESSNA 182P VH-PQH 62483 188 AESL 150 VH-PCC 554 189CESSNA 180 VH-RBE 31901 190 GRUMMAN AA-5B VH-SYW AA5B-0297

191 *0 REPUBLIC RC3 VH-MJO 416 192 A.E.S.L. 150 VH-CKE 548 193 BEECH C23 VH-AHZ M1725 194 BEECH C23 VH-UXX Ml 794 195 FUJI FA200-180 VH-FJl FA200-29 196 BEECH A23A VH-CTR M983 197 GRUMMAN AA-5 VH-FXU AA5-0722 198 GRUMMAN AA-5A VH-SYX AA.5A-0110 199 GRUMMAN AA-5A VH-FXZ AA.5A-0040 200 GRUMMAN AA-5A VH-FXT AA.5A-0016 201 ^ VICTA 100 VH-PMC 103 202 FUJI FA200-160 VH-FJE FA200-13 203 PIPER PA-28-180 VH-DMB 28-7405012 204 PIPER PA-28-180 VH-RNP 28-7305256 PIPER PA-28-180 VH-POJ 28-2593 PIPER PA-28-180 VH-CDQ 28-75051 12 PIPER PA-28-180 VH-KEP 28-7305562 PIPER PA-28-180 VH-SVJ 28-7405174 PIPER PA-28-180 VH-RWC 28-7405261 210 PIPER PA-28-180 VH-RRK 28-5670 i| 211 PIPER PA-28-180 VH-UQK 28-7405271 212 PIPER PA-28-180 VH-PGE 28-5791 213 PIPER PA-28-180 VH-DWR 28-7405171 214 PIPER PA-28-180 VH-PEX 28-2150 MOONEY M20E VH-ERF 211165 MOONEY M20F VH-WTC 670270 PIPER PA-28R-200 VH-RSU 28R-7135006 PIPER PA-28R-200 VH-ARP 28R-7335360 PIPER PA-28R-200 VH-CEB 28R-35008 PIPER PA-28R-200 VH-RST 28R-35817 PIPER PA-28R-200 VH-DXG 28R-7335186 222 PIPER PA-28R-200 VH-BVM 28R-743576

223 BEECH D17R VH-BBL 6763 224 MOONEY M20C VH-ERE 200031 225 MOONEY M20G VH-ERG 690009 226 PIPER PA-28R-180 VH-WDS 28R-30401 227 PIPER PA-28R-180 VH-CRC 28R-30725 I 228 * PIPER PA-28R-180 VH-RRT 28R-30608 229 PIPER PA-28R-180 VH-PFB 28R-30805 230 PIPER PA-32-180 VH-PPF 32-40026 231 PIPER PA-32-300 VH-PRE 32-40400 232 CESSNA A185E VH-RKZ 185-1392 233 * CESSNA U206B VH-WSB U206-0758 234 t + LAKE LA4-200 VH-SYA 713 235 PIPER PA-32-260 VH-FAJ 32-866 236 * LEARJET24D VH-BSJ 24D-266 237 * LEARJET25B VH-BLJ 25B-180 238 * PIPER PA-30-160 VH- 30- 239 * PIPER PA-30-160 VH-PYP 30-928 240 PIPER PA-39-160 VH-KMV 39-6 241 PIPER PA-30-160 VH-DIC 30-1775 242 * PIPER PA-39-160 VH-DXA 39-55

(Photo credits: J. Vella)

20 RACE ENTRANT PILOT NO.

A.B. Brown Same 171 R.P. Wilson Same 172 A. Y. Bush Same 173 John Buckley Same 174 R.A. Sadler Same 175 M.T. Shean Same 176 Kyra Pty Ltd T.W. Murray 177 R.M. Tooth Same 178 M. R. Macaulay Same 179 R. D. Upton Same 180 Hunter Public Relations BJ. Benny 181 C. F. Woods Pty Ltd C.F. Woods 182 NSW Police Aero Club T.J. Cullen 183 W. Cox Same 184 S. Kentish Same 185 Cleenseeds Pty Ltd & Elleder Pty Ltd B J.H. Osborne 186 P.R. Newton Same 187 Bellevue Hotel/Motel P.C. Cary 188 R.E. Bramley Same 189 Aerospace Industries & 190 John Goss Racing Pty Ltd J. Goss DB Music in association with Ampol W.Suhr 191 Dr V.G. Abram Same 192 DM & CM Wills C. Wills (Mrs.) 193 Radio Station 2SM R.l. Woollams 194 J. Plummer Same 195 B. J. Smith Same 196 “Fat Cat” TVW Ltd D. T. Pollock 197 Moorabbin Aviation Academy K. R. Sharp 198 Same N. Mitchell 199 a”"' P.J. McSween Same 200 A.J. Shearing Same 201 Subaru Aust Pty Ltd J.D, Young 202 J. Edwards & G. Elliott J. Edwards 203 D. Clarke Same 204 D. Hallcombe Same 205 G.C. Dunlop Same 206 Emu Flying School W. Bednar 207 Murray Lodge Motel & Bernies Aviation D. Colby 208 Citizen Watches & Channel 9 Perth I.R. Seaton 209 L.K. Smith Pty Ltd S. Smith (Mrs.) 210 G.A. North 211 D.B.Johnson 212 B.E. Brown Same 213 B. Marlin 214 Janair Pty Ltd C. B. Dobson 215 Abagail Florist R. Calvert 216 Hermitage Estate Wines T. J. Holland 217 A.H. Roberts Same 218 R. G. Booker Same 219 Dr A.G. Matheson R. Attneave 220 D.J. Ruthven Same 221 Michell Cotts Group of Companies & 222 Paul Hamlyn Pty Ltd K.E. Weldon Fogarty's Aviation Pty Ltd J.D. Drage 223 Ms. E. Francis Same 224 Pye Consumer Products J.W. Kinnane 225 L.C. Forster Same 226 Dier Computers Corp Ltd C.R. Colwell 227 Versatile Farm Machinery Pty Ltd R. Newton-Thorp 228 Custom Credit Corp S. J. Middlemiss 229 Dr M.J. Williams J. Williams 230 S. Leon-Harris Same 231 Yanchep Sun City Pty Ltd F.D. Hampton 232 W.J. Bell 233 N. Fowler Same 234 F. Austin Same 235 Capitol Motors Ltd A. Glass 236 B.S. Stillwell & Co P.J. Allword 237 Connolly 238 R.J. Bennel Same 239 J.D. Baker Same 240 Dick Smith Electronic Pty Ltd R.H. Smith 241 B.A. Major & Navair Pty Ltd B. A. Major 242

(Photo credits: J. Vella) RACE NO. TYPE REGISTRATION C/No. ENTRANT PILOT

243 * PIPER PA-30-160 VH-KDS 30-952 W.H.R. Smith Same 244 PIPER PA-30-160 VH-CVE 30-1709 Boles Transport Pty Ltd IJ. Boles 245 * PIPER PA-30-160 VH-WJD 30-1155 K.R. Sharp 246 PIPER PA-30-160 VH-CSP 30-645 Darren & Smith Darren 247 BEECH M35 VH-MGC D.6207 Randwick Waste Pty Ltd R.G. Allenden 248 PIPER PA-24-250 VH-PAX 24-3219 Renault Australia Pty Ltd M. Brown 249 PIPER PA-24-250 VH-WGP 24-3172 Lew Wade Fiat EJ. Sannahan 250 BEECH B24R VH-DJD MC.410 D.W. Kreig Same 251 * BEECH A24R VH-EUS MC.87 lllaroo Holdings Pty Ltd D. N. Allen 252 PARTENAVIA P68B VH-FAZ 53 P.F. Burns Same 253 PARTENAVIA P68B VH-PNY Wards Air Cargo A. W. Rennie 254-H-0 SAAB 91 C VH-BHG 91-276 S. Jennings Same 255 BEECH 35-B33 VH-RVC CD.558 B.D. Corslorphan Same 256 BEECH 35-C33 VH-CEH CD.818 J. Liddell Same 257 BEECH 35-E33 VH-FWV CD.1141 Lux-A-Flex Ltd K.R. Hughes 258 BEECH 35-E33 VH-DXH CD.1128 K. J. Shoebridge Same 259 PIPER PA-32R-300 VH-SVN 32R-7680032 Sun Newspapers T. Rees 260 PIPER PA-32R-300 VH-BUT 32R-7680104 Butterworth Earth Movers N. Butterworth 261 PIPER PA-32R-300 VH-RWE 32R-7680036 British Airways Ltd R.J. Bingley-Pullin 262 CESSNA 337E VH-RGB 337-1204 Dr G. Jaminson K.W. Swiggs 263 CESSNA 210L VH-BEC 60021 Vavasseur Pacific Ltd B. E. Cornish 264 CESSNA 210J VH-EIC 59064 Ian Rob Air Charter Service E. K.N. Robins 265 BEECH V35A/II VH-ILJ D9025 G.A. Lawler Same 266 BEECH V35/II VH-MEF D8732 J.F. Walker Same 267 BEECH S35/II VH-TOB D7827 J. Markham Same 268 BEECH S.35 VH-CHB D.7583 G.G. Crawford Same 269 BEECH V35/II VH-TEC D8180 R.M. Coija Same 270 BEECH V35/II VH-KWK D8504 J. A. Charlett Same 271 *0 BEECH V35B/II VH-KED D9607 T. Brooks Same 272 * BEECH V35B/II VH-ILO D9100 Send A Single Rose R. Bull 273 BEECH V35/II VH-DYK D8448 Commonwealth Bank M. Battle 274 BEECH A36 VH-BDC E613 Dr N. Siberry G. Siberry 275 BEECH A36 VH-SGS E759 K. N. Davies Same 276 BEECH A36 VH-PJJ E564 D.E. Le-Claire Same 277 BEECH A36 VH-EUM E255 R.V. Smart & M.J. Crosse R.V. Smart 278 PIPER PA-24-260 VH-PPJ 24-4606 D.P. Derbyshire Same 279 PIPER PA-24-260 VH-CVI 24-4727 R.G. Henley Same

0 KNOWN SUBSTITUTES -

110 BEECH 58 VH-BBP TH-750 140 CESSNA 172M VH-ABW 67285 191 DORNIER D027A-4 VH-SHC 519 Peninsula Air Service W.F.Suhr 152 TIGER MOTH DH.82A VH-RIP 159 TIGER MOTH DH.82 VH-AZF 184 CESSNA 177 VH-DZR 177-0286 194 CESSNA 180B VH-WIT 50635 234 SAAB 91C VH-BHG 9T-276 S. Jennings Same 254 BEECH 35-E33 VH-PWT CD1150 271 CESSNA 210L VH-FOC

Note:- * Non-Starter t No. 11 2 CESSNA 310L, VH-BNL, departed Jandakot on 20 October, but diverted into Perth Airport with engine failure ** Race No. changed to 144 tt Race No. changed to 234

ENTRIES CHANGED

231 initially CESSNA 182 VH- changed to PA—32—300 VH-PRE 165 initially CESSNA 172 (float) VH- changed to DH82A VH-TSG 139 initially CESSNA 182H VH- changed to CESSNA 172M VH-UGP 213 /A7/f/a//K GRUMMAN AA5 VH- changed to CESSNA PA-28-180 VH-DWR 197 initially FUJI FA200-160 VH- changed to GRUMMAN AA5 VH-FXU 273 initially PIPER PA-28- VH- changed to BEECH 35 VH-DYK 193 initially CESSNA 182 VH- changed to BEECH C23 VH-AHZ 157 initially JUNKERS F13 changed to JUNKERS A50 VH-MRR

OFFICIAL AIRCRAFT ACCOMPANYING RACE

VH-AYA CESSNA 182N (c/n 60204) VH-BTB AUSTIN VH-CJB PIPER PA-31-310 (c/n 31-249) (support aircraft for Fokker Tri­ VH-DMD BEECH 58 BARON (c/n TH-11) plane and Tiger Moth, VH—PFL). VH-KSA BEECH 58 BARON (c/n TH-409)

22 PHOlO niBum

Top: An impressive line-up of Ryans — VH—AGD, AHD and CXR — at Swan Hill, Victoria, March 1965. Above: Vivid red VH-CXR at Jerilderie, N.S.W., May 1967. In 1961, after 10 years storage on a farm in South Australia, 'CXR became the last of the Dutch Ryans to be converted to an Australian civil aircraft. Left, top: Ian Lehmann's VH—AGW at Horsham, Vic., March 1965. Left, centre: Laurie Smith's mmmmmmmc: VH—AGD gleaming after a polish at Mildura, Vic., September 1967. Left, bottom: The same aircraft lays wrecked at Mildura following 11 ■ its crash at a nearby glider strip on 15 October, 1967. Below: Captain Les Barnes of Airlines of N.S.W. owned the black and silver Ryan VH—AGR for many years. It is seen here at Bankstown, N.S.W., i September, 1968, by G. Goodal!

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