A.H.S.A. NEWSLETTER

Published by the Aviation Historical Society of Inc. A0033653P, ARBN 092-671-773 Volume 29 Number 1, March 2013 Print Post approved 318780/00033 E-mail: [email protected] Website: www.ahsa.org.au

Editor: NEIL FOLLETT Obituary Missing Log Book. Norman Valentine Robertson 1918-2006 was one of the Robert Ernest Pollock MID. 13 June 1923 - 8 Jan. 2013. early RAAF recruits (serial no. 400046) to the Empire Air Long-time member Rob. Pollock grew up on his father’s Training Scheme in World War 2, and he then flew Cata- farm in the Gatton area of Queensland, attended Gatton linas with 11 Squadron to the end of the war. His children High School and, at an early age, decided to become a Heather and Philip Robertson would appreciate any infor- pilot. However, after joining the RAAF for aircrew training in mation that may help locate his pilot’s logbook. He lent it to April 1943, a medical problem brought about a transfer to "a man writing a book" in the 1970s or possibly 80s and it technical training in August. In January 1944, he was classi- was not returned. There is no record of Norman Robertson fied as a Flight Mechanic. at the Canberra War Memorial despite his having been pre- sent on many momentous and historic occasions during the He remained in the postwar RAAF, becoming a Sergeant war in the Pacific, and this is apparently the case for many Engine Fitter by March 1952, and in August 1953 was post- Australian aircrew of the time. He was a Flight Lieutenant, ed to No. 1 Squadron in Malaya on Lincolns, where he be- promoted to Squadron Leader, during the war. He was the came a senior fitter on their Merlins. only Catalina pilot to be interviewed for the book ‘Flak’ (Michael Veitch 2006) and now in 2013 there are very On 1 December 1955, he was Mentioned In Dispatches few such pilots left. Thus first hand reports such as aviation (MID) for “Distinguished Service in Malaya”, and returned to logbooks become more important to our historical records Australia in June 1956, then spent 14 months at No. 1 FTS with every passing year. Uranquinty.

With the RAAF’s selection of the Lockheed C-130 Hercules to replace the Dakota, crew training at Lockheed was a requirement and Rob was selected for flight Engineer train- ing, from March 1958, with a promotion to Flight Sergeant.

A97-205, the first of 12 C-130’A’s arrived at Richmond in December 1958 with Rob as Flight Engineer, and he subse- quently crewed them for a total of 3,183 hours until 26 Janu- ary 1965, prior to his retirement as a warrant Officer on 5 February.

He subsequently joined Ansett Airlines and undertook Boe- ing 727 Flight Engineer training, resulting in approximately 10,700 hours on them until retirement on 12 June 1983.

He was also an active member of the Ultra-Light Aircraft Association/Sport Aviation Association and played a major part in the annual Mangalore airshows of those organisa- tions, acting as a judge for the homebuilt aircraft award en- tries. In parallel, he became a member of our society and was a staunch and regular meeting attending member until his recent medical problems.

In fields outside my knowledge, he also became a Vice- President of the Victorian Division of the RAAFA, was an active RSL member, and played a major part in Liberal Par- ty activities in Victoria.

Keith Meggs

Peter Lawson-Hanscombe. It is with regret that we also note the passing of recently re-joined member, Peter Law- Contact: Heather Robertson Email [email protected] Mo- son-Hanson. bile 0499 871741. Philip Robertson Phone (03) 5223 2616 Fax (03) 5223 2176 .

1 Charles Daniel Pratt - A Quiet Achiever wheel (Broke prop)” and “Landed Avro in low scrub (Broke prop and u/c).” From learning of his assembling of his DH6 machine on the Central Pier of Victoria Dock in December 1919 and the At wars end he decided his future was in flying, and bought subsequent flight directly off the wharf to Carey`s Port Mel- two DH6s, one , and an Avro 504K at dispos- bourne aerodrome, this aviator has attracted my attention, als at Heliopolos, placed them in two crates and accompa- and subsequently I am researching material to collate a nied them from Cairo on the “Cooee,” an Australian ex record of his life. Relatively little has been recorded of his German war trophy steamer bound for New Zealand via significant life as an aviator and instructor and aerial pho- Melbourne. On reaching Melbourne, this steamer became tographer. He married late in life and had no children. stranded at no.10 berth Victoria Dock in a major strike of ship engineers. This was the catalyst for Charles remaining Research of documents and anecdotal conversations with in Australia as he quickly realised the potential of aviation those who knew him personally show a quiet, modest, re- in a larger population, although Melbourne at that time was served, almost shy person who chose to be at the back of well provided for with both Shaw-Ross Aviation and Gra- a crowd and shunned personal publicity. He was teetotal ham Carey at Port Melbourne and the Larkin-Sopwith oper- and a non smoker. Prior to marriage he involved himself in ation at Glenhuntly. A visit to Geelong and the possibility of his flying, his photography and the Geelong Photo Club, a setting up on the Geelong Common appealed, and this is member of the Masonic Lodge, and was an active member where he remained through until his move to Essendon in of Legacy. 1938.

Charlie Pratt came from Gnaio, a suburb of Wellington, In the early 1920s Charles suggested to his three brothers New Zealand. He was the eldest of seven children, one of that they join him at Geelong where he taught Percy and whom, his young sister of three years, was killed in a Len to fly, Percy was a skilled engineer and looked after “horse and trap” accident in 1901, the equivalent of todays maintenance (including that of RAAF machines), built the car crash. Prior to the Great War, although working as a Amsco “Sport” Parasol machine together with George Mac- grocers clerk, Charles proved to be adept with things me- Kenzie of “Silver Wings” fame, and Len assisted as a part- chanical and was the proud owner of a Bradbury motorcy- ner with the Geelong Flying School. The fourth brother, Alf cle. He was a keen shooter and a member of the Welling- did not fly and operated a carrier/courier business in Gee- ton Volunteers and Territorials Militia and at the outbreak of long and was the only one to have a child, Robert, born in war quickly volunteered for service and it was not long be- 1944, with whom the writer would like to make contact. fore he found himself in action at Gallipoli. On showing Charles and Len accompanied Ray Parer to New Guinea mechanical ability he was classified as an “artificer” and in 1928 but Len became ill with malaria and had to return. promoted to the rank of corporal which carried through on Charles returned to New Guinea with his DH60 Moth and his return to Egypt and Palestine where he served in sig- did well with this machine while Parer struggled on. nals as a mounted motorcycle despatch rider. When the were looking for potential flyers in His brother Percy (a rather eccentric character), decided in 1917, Charles volunteered and quickly proved he was of the early 1930s to concentrate on gliding and was building above average ability, had a quiet yet determined manner gliders at Geelong. There was a major falling out between and was a good communicator, and found himself an in- the brothers when a talk was given by Percy criticising structor in a short time. training methods for powered machines which he believed was contributing to the number of accidents. This article was printed in the Melbourne “Herald.” This infuriated Charles and Len and a reply letter to the editor was printed several days later refuting the contents of the article. Rela- tions between the brothers were strained for years to come.

One of the best legacies Charles Pratt has left is his collec- tion of aerial photographs of which this writer has a large collection. These are mainly of Melbourne and Victoria but go through to the building of Canberra and south to Tas- mania. He did his own film processing and enlarging and was in demand for aerial photography from the time of 1922, when he flew throughout Victoria in his Avro 504K, G -AUCJ, offering pictures of towns, factories and farms on request along with passenger flights. One of his passions in the 1930s was in making and showing to charitable groups his collection of home movies, especially that of his Charlie as a despatch rider in Egypt 1917 on his Triumph travels to England in 1935. machine. His log book tells us he flew such machines as the Maurice At the outbreak of WW2 his services were offered to the Farman Shorthorn, BE2c and BE2e, Sopwith Pup, B.O.M. RAAF but as his age was now 50 years, they showed little (??), , Bristol Monoplane, Bristol Fighter, Nieu- interest despite his impressive record as an instructor. He port, SE5a, DH9, Handley Page, AW RE8, DH6 and Avro was offered a position as pilot with A.N.A. in 1942 and he 504K. He records his hours flown at this time as 1074hrs. flew DC2 and DC3s with them through to his retirement in 40min. The only incidents being “Landed RE8 minus one 1947 as a commercial pilot. A Request - 2 In an Avro 504K in Egypt (note art work on the roundel) I don`t think this would be Charlies work.

If any member has knowledge of material they might like to am researching some of his diaries and log books which share, I invite them to make contact either by phone (03 have survived from the 1920s. Should anyone have 9551 1814) or email [email protected]. I would especially knowledge of his nephew Robert, son of Alf and would now invite material from his Essendon years between 1938-1955 be 69 years of age, I would also like to know. and anything on the earlier years of 1930-35. At this time I Kevin O’Reilly

At Penola during a photography/barnstorm trip in early 1922 with G-AUJC. He met a circus group in town. (A week later he called at Rainbow & met George Mackenzie "Silver Wings" and offered him a job at Geelong.)

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PERCIVAL PROCTOR Mk.1. VH-AUC

The “Odd Shot” photo in the last newsletter generated so Because of the width of the aircraft, the direct route through much interest, one member asked for a more detailed expla- the then narrow roads of the Adelaide Hills and the narrow nation of why a Proctor was crossing a river on a ferry. bridge at Murray Bridge, it was decided to take a northern route via Gawler and cross the Murray on the ferry at Man- VH-AUC was a victim of the deteriorating glue problem which num. beset a large number of wooden winged aircraft in the early 1960’s. Following its grounding, VH-AUC languished at Par- afield airport until members of the West Beach Aviation Group (WBAG) obtained it on behalf of the Australian Aircraft Restoration Group (AARG), which had just opened its Moorabbin Air Museum at Moorabbin Airport.

In August 1965, four AARG members headed to Adelaide to take delivery of the Proctor. The wings departed on a trailer and the fuselage was to be towed on its own wheels with the tail wheel fork being attached to a towing dolly comprising of two Wirraway wheels and a length of water pipe.

How to transport a an unairworthy Proctor.

About half way between Gawler and Mannum the bolt through VH-AUC’s tail-wheel fork sheared disconnecting the Proctor from the tow bar, but being saved by a wire rope act- ing as a safety chain.

The incident happened on a narrow, slightly hilly road. It was decided to take the dolly back to Gawler to find a garage that could do a bit of welding to enable us to continue. When the aircraft, dolly and car were all separated, the dolly took off on The wings loaded upon a trailer. The flag, held by AHSA & its own, down the middle of the road, until veering off to wrap AARG member, Roland Jahne, reads, “Moorabbin or Bust.” In itself around on one of South Australia’s famous Stobie hindsight, the flag should have been on the fuselage. poles. We all know that many Wirraway parts were used in 4 the manufacture of the Boomerang, so here we were with with the Museum’s six-wheel trailer to recover the Proctor. the axle between our Wirraway wheels, Boomerang shaped. Even though it was out of sight of the road, more damage, occurred in the form of broken perspex windows, no doubt The local garage in Gawler somehow managed to straight- inflicted by the farmer’s children. We could hardly complain en our axle and a couple of hours later we were off to the as we appreciated the farmer’s assistance in rescuing us ferry crossing, much to the surprise of the operator. and allowing VH-AUC to live on his farm for a few months.

Waiting for the dolly to return.

After crossing the Murray at Mannum , we headed south to pick up the Dukes Highway and head home. The road was gravel and being upgraded. A large rock, or small boulder, Two tractors and on one wheel, the Proctor was again mo- sitting about six feet onto the roadway, jumped out in front bile. Heading for the farm buildings in the background. of us. The Holden missed it, but the Proctor didn't. After spending a short time at the Museum, VH-AUC was When designed the Proctor he didn’t expect transported down to Geelong, where AARG member Ken it to be travelling backwards while still on the ground, and Baird used his woodworking skills to bring the aircraft back the ensuing impact tore the port undercarriage away from to the condition that it is still in today. the main spar. After Ken had finished the restoration, we had no undercover facilities at the Museum, so VH- AUC was loaned to the RAAF Museum at Point Cook, where the serial number A75-1 was ap- plied.. This represented the only Proctor the RAAF had on charge, a Mk. IV, which was at- tached to the Governor General’s Flight.

“Buggar”

A local farmer came to our aid in the form of two tractors. One was equipped with a hoist and was used to lift the Proctor off the ground and the second tractor was used as tow vehicle. The farmer offered to store VH-AUC on his near-by property, until we could arrange suitable transport to finish the journey.

Richard Hourigan acted as ‘tail end Char- lie’ steering then rear end courtesy of our towing dolly. Richard as ‘tail end Charlie’. It was several months before Richard and myself returned 5 VH-BAF Flies Again

Back in the air as K6183

The last standing, or rather flying, in Australia team of helpers spent ten years bringing it back to as new has again taken to the air, albeit in different markings and in condition. a different country.

When the Department of Civil Aviation grounded all the wooden winged Ansons on 30 June 1962, the Moorabbin based company of Brain and Brown decided to convert VH- BAF to an all metal wing.

VH-BAF after a repaint.

Soon after arriving at Moorabbin in May 1957 still in RAAF markings, MH120.

VH-BAF masquerading as Boeing 247 NR 257Y at Laverton VH-BAF in her first markings with Brain & Brown, in 1957. during the filming of Half a World Away. Photo: Bob Fripp

VH-BAF continued to operate on freight services until Octo- VH-BAF has been restored to full military configuration. The ber 1974, when Terry Brain became the sole owner. It ended reason for the serial number of K6183, is to represent a 206 its Australian flying days painted to resemble Roscoe Squadron RAF Mk.1 Anson which was shot down over the Turner’s Boeing 247 for the television series “Half a World North Sea by a Heinkel He115., while on anti-submarine Away”, which told the story of the 1934 London to Mel- duties. bourne Air Race. The pilot was a New Zealander, P/O Laurie Edwards, hence After the filming, VH-BAF resided at AirWorld at Wangaratta the New Zealand connection. until being sold to Bill Reid of New Zealand, where he and a 6 Book Review. man that Australia had forgotten.

The Man Australia Forgot. By Pauline Cottrill. Recommended as a must for any aviation enthusiasts who This is the life story of Paul Joseph McGinness DFC, want to know more about some of our aviation pioneers. DCM, MID., written by his daughter Pauline Cottrill. Information and details about obtaining a copy can be had from the : Qantas Founders Museum, P.O. Box 737, Longreach, Qld, 4730 Email: [email protected] Reviewed by Neil Follett.

############################################## First ladies: Significant Australian women 1913–2013 The National Portrait Gallery’s latest exhibition celebrates the achievements of Australian women over the last 100 years of public life.

Drawn largely from the Gallery’s collection, First Ladies features the portraits and stories of 26 women who have significantly influenced Australian lives. The sitters include Quentin Bryce, Australia’s first female Governor-General; Elizabeth Blackburn, the first Australian-born female Nobel Laureate; current Australian of the Year and achiever of numerous journalistic ‘firsts’, Ita Buttrose and artist Nora Heysen, who was the first woman to win the Archibald Prize.

Among the sportswomen, journalists, politicians, writers, academics and business women are two great achievers of particular interest to the aviation world: Nancy Bird Wal- ton, who was Australia’s first female commercial pilot; and long distance flyer Mrs Harry (Lores) Bonney whose Bris- bane–Wangaratta flight in December 1931 was the longest one-day flight by an airwoman. In addition to this first, Mrs Bonney circumnavigated Australia in 1932 and was the first woman to fly solo all the way (well, almost) to England from Australia in 1933. In 1937, she made the first solo flight from Brisbane to South Africa via Cairo in 1937. Not a bad representation for aviation: two out of 26 portraits! The exhibition is well worth seeing even apart To those who expect this book to be a detailed history of from the aviation interest and runs from 1 February to 16 Qantas will be disappointed, but read on, it’s the remarka- June 2013 ble story of one man’s life from a country lad from the First Ladies: Western District of Victoria, through the trenches of Gallip- Significant oli, to a pilot in the . Australian women 1913– After the disappointment of losing their backer for an entry 2013. in the England to Australia air race of 1919, McGinness and Hudson Fysh were appointed to survey an air route National Por- from Longreach to Darwin to cater for the air race compet- trait Gallery, itors. This journey and all its hardship, graphically de- Canberra. scribed in diary entries by McGinness, sparked the idea of Kristen Alex- an air service in those remote parts. This book details ander. McGinness’s efforts in raising the capital to foster the be- ginnings of the Queensland And Northern Territory Aerial Photo: Services (QANTAS). Mrs Bonney flying from Aus- McGinness left Qantas in 1922 after a few differences with tralia to South Fysh. He farmed for many years in Western Australia, Africa via Siam, made an unsuccessful attempt to enter state parliament 1937. Artist un- and joined the RAAF during WW2. After that he led an known. Gelatin unsettled, but interesting life, before his death in 1952. silver photo- graph National The Man Australia Forgot is a well researched book and Portrait Gallery contains many of the letters he wrote home during his ser- Purchased - vice in WWI and combined with his diary entries give a 2012 very interesting account of the thoughts and actions of a 7 THE ODD SHOT(S)

At one of the annual Air Force Week airshows at Laverton in the 1960’s a live dropping of Napalm canisters was one of the demonstrations, demonstrating to the public the firepower of its Air Force. It was said at the time that the napalm was ‘watered ‘ down. If that was correct it was still an awesome display of that fearful weapon. The attacking aircraft was a Vam- pire.

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