Charles Daniel Pratt
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A.H.S.A. NEWSLETTER Published by the Aviation Historical Society of Australia 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 Sopwith Pup, 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 Royal Flying Corps 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 Scout, 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.