Vol. XIV No. 4 September-October 1973 Price $1.10 Registered for posting as a periodical — Category B

Aviation Historical Society OF Australia

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Founded 1959

Airtruk... Australian Export

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Transavia PL-12 Airtruks ZK-CVA and ZK-CVG operated by Barr Bros Ltd, at Ardmore, Auckland. To date twenty Airtruks have been exported to New Zealand. R. Deerness Transavia PL—12 Airtruk 5Y—ALS at Nairobi Airport, Kenya, February 1971. P. Keating aiMlill

Transavia PL—12 Airtruk ZK—CJT fitted for spraying.

I n I I F

Airtruk production line at the Transavia factory. Seven Hills, NSW. P. J. Ricketts AVIATION HISTORICAL SOCIETY OF AUSTRALIA JOURNAL - 59 -

Vol. XIV No. 4 September—October 1973

Contents: Editorial 59 Airtruk — Australian Export 60 EDITORIAL Catalinas On the Great Barrier NATIONAL AVIATION MUSEUM Reef 63 NSW Aerial Derby 67 Monthly Notes - Civil 70 Despite statements to the contrary, the Australian Government is investiga­ - Military 70 ting the formation of a National Aviation Museum. The years of neglect and inactivity - People 71 — Third Level 71 were outlined in the March-AprII 1973 Editorial and It could be that the current work Papua New Guinea Notes 72 will be too little, too late. There are numerous questions which must be resolved be­ Museum and Preserved Aircraft 72 fore the basic question itself can be answered. All are simple in appearance but all have The NSW Air Race 1973 73 Airport Movements 73 the possibility of most profound ramifications. Supplements: Civil Aircraft Register 1 Some questions, not necessarily in order of importance, are

What are the aims and objects of the Museum? These are of utmost impor­ tance for the whole philosophy Is based on them. They define the size of the Museum Secretary: G.H. Stone and the boundaries in which it will operate. Journal Distribution Secretary: C.H. O'Neill What purpose will the Museum serve? While It can be directed towards Journal Editors: N.M. Parnell single interests such as tourism, education, monument or teaching. Its appeal would be T.W. Boughton Movements/Register far wider if ail were combined. Editor: J.L. Bell Art Editor: D. Stephens What period will the collection cover? The existing collections have cornered Contributors: much of the available material and only a restricted range is available for a new museum. J.L. Bell, T.W. Boughton, N. Daw, M. Davis, In a way this may be a blessing In disguise for it will force the rate of growth to a R.J. Deerness, D.C. Eyre, reasonable level. E. Favelle, G. Goodall, R. Hourigan, G. Kendall, What will the organisation be? The Museum should be operated on a busin­ R. Laking, P. Lea, ess basis with regard to management, expenditure and planned workloads. The number R. McDonald, M. Madden, N.M. Parnell, H. Quinlan, of people involved and their responsibilities must be clearly defined. Where will the P.J. Ricketts, T. Smith, money come from? If public money is used then there must be adequate control over R. Williams. its use. Australian Flying August 1973 Australian Gliding September 1973 What will be the source of material? This question is also related to the Aviation Letter No. 82 period covered and could require relationships with the existing museums as well as Photographic Prints by Normal Nicholls bodies such as the National Library and the Australian War Memorial.

What will be the relationship with existing organisations and Interested parties? As these organisations own their exhibits and are continually engaged in their All manuscripts for publication in the restoration. It would be most desirable to work in conjunction with them so that the Journal should be typed (if possible) overall benefit to everyone is achieved. Disputes, partisan activities and the like can double spaced using one side of each sheet only. All work on this Journal only cause damage. is voluntary and no payment can be made for published material. Where will the material be restored for display and where will the displays be mounted? Even before the question of restoration is considered, the skills necessary must be found. While arguments could be put forward for centralised activities, there Membership is for one full calendar year commencing March 1st. Annual are many arguments against it. membership fees of $7.00 (Australian currency) will be due for renewal Recent articles show that careful planning is necessary to ensure the future during February each year. of any museum undertaking. A.B. Nelson's article "History is Booming: Museum over­ kill In Australia" The Australian Financial Review August 21, 1973) raised some valid Published by: Aviation Historical points while overseas reports show that problems can readily occur no matter how good Society of Australia Limited, the Intentions of the organisers were. The failure of the Roscoe Turner Museum at Box C.208, Clarence Street, Sydney, NSW, 2000. Indianapolis, USA and poor attendance record of the USAF Museum at Dayton, Ohio, as reported in Air Progress March 1973 supports the point. On the other hand, displays by the Shuttleworth Trust In England, as well as other bodies, are always well attended. Printed by: Legal Copying Co. Pty. Limited, 44 Margaret Street, Clearly, the subject, its location and competing events are of great importance. Sydney, NSW, 2000.

© 1973 Aviation Historical Society of Australia Aviation Historical Society of Australia Journal - 60 - September-October 1973

AIRTRUK - AUSTRALIAN EXPORT

This article is a transcript of a lecture to the Society's NSW Branch on April 1, 1971 by Mr. Roy Williams, chief test pilot for Transavia Corporation Pty Ltd. The lecture was recorded by D.C. Eyre and the transcript edited by N.M. Parnell.

"It was always realised from the very beginning that Transavia would have to rely on overseas markets. About 90% of requirements for agricultural aircraft are for sprayer models; It is only in Australia and New Zealand that the bulk of the flying is spreading fertilisers, mainly superphosphate. During the first two years of operations, Transavia was quite busy exporting aircraft to New Zealand where they were In demand as a big load-lifter. The Airtruk built a reputation for taking a heavy load into the mountainous areas while still retaining a good rate of climb. There was no time to spend developing spray­ ing equipment and it was not until the middle of 1969 that we had an aircraft ready that could be sent on a sales tour overseas. The next step was a sales drive, both privately and through the Department of Trade, and with trade commissioners in various countries. Jim Bray joined Transavia early in 1969, and about the middle of the year travelled through South East Asia to Beirut and in the process appointed agents in the Philllpines, Thailand and India.

In the meantime, a long list of modifications had to be made to the Airtruk — additional instruments, a special fuel tank designed to fit in the hopper, additional radio (HF, ADF) had to be fitted. At this point, the Department of Trade asked us if we could participate in two Australian trade exhibitions overseas. The first was part of an annual agricultural show in Nairobi on September 25, 1969, while the second was at Capetown on October 12. The aircraft had to be there on particular days which made the planning more difficult. We agreed to attend these shows with the aircraft and finally evolved a schedule which we were fortunately able to keep.

In the planning stage, Qantas Airways were very helpful, particularly D.E. MacPherson who gave us a lot of advice. The Department of Civil Aviation had to get clearance through twenty countries altogether, while we had to make arrangements with several others. Eventually we were ready to start on August 1, 1969. Television people came along, and the press, but then at the last minute the ADF went unserviceable so we had a ficticious departure from Seven Hills and I flew down to Camden. After repairs the following day, I got as far as the mountains when I had to return with more radio trouble. Once I finally got going, the first leg was to Walgett for an overnight stop, then Mount Isa and Darwin. The Airtruk was carry­ ing the additional fuel tank in the hopper which held 36 gallons. The fibre-glass tank had a fuel pump in the base of it and by flicking a switch, pumped fuel into the tanks. There were four tanks in the wings each holding twenty gallons, so I had a endurance of about nine hours. At some of the places we could not get any fuel so we really needed that extra tankage. Apart from this we had a lot of spares which all fitted down into the hopper, spray-booms and such, and at every demonstration I had to take it all out. After awhile I got used to all the packing and unpacking.

I eventually departed from Darwin on the 400 nautical mile leg to Bacau. I had to carry enough fuel to return In case the weather was bad plus forty-five minutes statutory reserve. After passing Bathurst Island It is dead-reckoning navigation and plenty of guesswork. I had a radio-compass but that wasn't much good until the last fifty or sixty miles. Later on I became used to this sort of flying over the water, but at this stage, I was still new to It and had visions of sitting in a dinghy with sharks prowling around. I spent quite some time Imagining how I could get out of the aircraft and into the dinghy because it was in a plastic container in the rear cabin. It was such a long way from the cockpit to the cabin, dragging the con­ tainer out, inflating the raft and getting into It. Finally, land showed up and I think that was the most exhilarating thing of the whole trip seeing it appear in the distance. At Bacau there was a very large sealed strip. A TAA Friendship has been going in there twice a week for the last two years taking in tourists. I landed, refuelled, and carried on to Dili, a further fifty miles, to stay the night. The next leg was Timor to the Phillipines, via the Celebes. Macassar was the first destination, on the south-western shore of the Celebes. DCA required that I fly along the Flores Group for a considerable distance to a place called Manmowa, to minimise the overwater crossing. At this point I was still a bit nervous and I set the wrong course. After about fifteen minutes when islands that should have been there did not show up, I checked my course while some rain showers were gathering. Eventually I woke up to the fact that I had measured wrongly on the map, worked out where I was and finally arrived at Macassar.

The next stage was up through the Celebes, with mountains up to about 8,000 feet. Around the coast is too far, although one does miss out on the clouds which go up to about 20,000 feet. I managed to get under them and arrived at Menado on the northern tip for another long overwater hop. The people there were very friendly and could not do enough for me. A DC-3 had passed through there several weeks earlier with an Australian crew. The next sector was a two hour hop across the water to Davao City, at the southern end of Mindanao. There was nothing much at the town except for a very luxurious hotel. At this point the Asian agents were waiting for me, a firm called Far Avian (Far East Aviation Company) who arranged several demonstrations in the area. I then went across to Singapore via Brunei and Kuching, having another four hour over-water flight. After completing more demonstrations at Singapore I was about to leave and had parked the aircraft outside Aviation Historical Society of Australia Journal - 61 - September—October 1973

the Air Traffic Control building where I had been filing a flight plan and came out to find fuel leaking from the fuel strainer . seal. The local aero club repaired it for me.

After leaving Singapore, the next stop was Kuala Lumpur. Malaysia Air Charter were the only people operating agricultural aircraft In Malaysia having a fleet of light twins, a couple of single engined aircraft and one Pawnee. The country may eventually have a big requirement for the treatment of rubber plantations from the air. The rubber trees are very high and the foliage dense, while underneath, the trunks are very close together. Some 400,000 tons of fertiliser was being spread annually by workers with bags slung around their necks. Our agent in this area was Hawker De Havilland who have a large maintenance base at Singapore.

The next stage In the Airtruk was to Bangkok. I made one stop at Songkhia where I had to clear Customs. All around Bangkok are paddy fields and it would have been very difficult to make a forced landing there because of the many canals and millions of branches from them. As it was, when I arrived there I couldn't get into the airport because of a thunder­ storm and ATC held me at the western outskirts for a while until it had passed. The agent was waiting for me and the people I had to see were at Hua Hin, 80 miles south. The King had a residence there, it Is a pleasure resort and also the headquarters of the Border Police. There were two important events in progress when I arrived — a week long sailing regatta (the King Is a sailing enthusiast and was participating) and a rain-making project which was a pet project of the King. The pilots from the agricultural service had the job of carrying out this rain-making project under the direction of Prince Debbridhi Devakul. A cousin of the King, he was educated in America, was the head of the Agricultural Engineering Department in Thailand and was somewhat of an inventor, having designed and constructed a type of tractor they called the "Iron Buffalo" to operate in the paddy fields. The Prince had developed a very simple technique for rain-making in their weather conditions. One aircraft would drop dry-ice into the clouds from above while another aircraft flew under the base of the cloud spraying water. This was sucked up Into the cloud increasing the humidity and a short time later you would have rain. In Thailand there are five chief dry areas, where rain-making could be used. I arrived at Hua Hin and was asked if I would like to participate In the last of these experiments and do the job of spraying the base of the cloud in the Airtruk while a Britten— Norman Islander dropped dry ice at the top of these ordinary cumulus clouds. They said the cloud would change colour, which it did; I did my bit in the Airtruk, and an hour or so later this cloud came in and it really poured for about two hours. They presented me with a series of photographs showing the whole process from start to finish. Then we ended up doing a demonstration for the King. The Prince rode in the rear of the Airtruk for some low-level runs up and down the beach while the King observed the aircraft from the roof of his palace. There was another demonstration for the Under-Secretary and the Minister for Agriculture. The King then decided he needed some of these aircraft.

I left Bangkok and flew to Rangoon, Burma, for an overnight stop there. I had only just received the necessary clearance which came by cable even though I had applied some four weeks before. I was told that everything had been arranged but there was no reference number which was the most important thing, and I had great difficulty in leaving Rangoon Airport because of this. The airport and Air Traffic Control offices were in quite a shambles and the large hotel I stayed in was the largest I have ever seen but looked as if nothing had been done to it for the last forty years.

When I arrived at Calcutta, India, I was met by agents who got things organised while I flew on to Delhi. I made a stop at Benares on the way, dodged a few storms and arrived at Delhi in the dark. From Bangkok the radio compass had not been working and the only thing I had to go on were the lights of the city. I headed into the largest black patch I could find and finally spotted a beacon. About fifteen minutes after landing, they had a thirty minute practice air-raid blackout and the place was plunged into darkness.

I spent three weeks in India, giving demonstrations at Hyderabad, Madras, Bangalore (where the Hindustan Company is) Coimbatore and Bombay. At the moment funds have been made available for the purchase of over eighty agricul­ tural aircraft, and with that many required we hope to sell a few Airtruks. The main operator is the Department of Agricul­ ture who have a number of Amercian agricultural aircraft and several Russian AN-2's. There were about seven or eight private operators while a number of others were waiting for applications to be granted.

I had an Interesting sector on the route in Southern India to Bombay. At that time, the monsoons were blowing, causing mainly headwinds for me, bringing up a lot of cloud which was being pushed up against the edges of the plateau, so I had to fly up and down looking for a valley leading down to the coast. I eventually found one and dived over the edge, finally coming to the coastal plain near a place called Pelgoa. I didn't have a clearance to go through Goa and I wasn't sure whether It was still in the hands of the Portuguese or not. 1 got down to the water and flew up the coast at some 200 to 300 feet under low cloud and rain showers. It was very interesting seeing the many old forts several hundred years old which had been built to protect the coast from pirates.

Continued on P.69 Aviation Historical Society of Australia Journal - 62 - September—October 1973

AIRTRUK PRODUCTION LIST

As can be seen from the following list the Airtruk has been exported to six countries located In widely separated areas of the world. Although small in number these sales have provided Australia with an unsubsidised aircraft industry that can compete with other large volume manufacturers.

The constructor's number indicates two items of information concerning each machine, the first part is year of manufacture while the second part is the manufacturing sequence number. For instance c/n 601 Indicates 1966 and the first production machine. In 1973 the year of manufacture is Indicated by the seventh letter of the alphabet and the year number, i.e. G3. Transavia records show c/n 1043, 1144, 1145 and 1246 as being completed as PL-I2U models

The following was prepared from information supplied by Mr. R. Williams with additional details from R.J. Deerness and M. Davis. Conflicting information exists for the year of manufacture for c/n 1035, 1037, 1038 and 1039. The civil aircraft registers involved quote 1135, 1137, 1238 and 1239 respectively.

c/n Reg. Owner c/n Reg. Owner 1 VH -TRN 6.66 Transavia Corporation Pty Ltd 926 ZK-CJQ 9.69 Air Contracts Ltd WFS March 3, 1969 927 ZS-IGG .69 Jan Booysens, Bethal, South Africa 601 VH-TRD 12.66 Duttons Aerial Sowing Pty Ltd, Glen Innes, VH-EYD L.Tesoriero, Boorowa, NSW NSW. CR February 6, 1967 928 VH-WIZ 3.70 Hazair Pty Ltd, Albury, NSW 602 VH-TRZ 12.66 Transavia Corporation Pty Ltd 929 VH-TRI 7.69 Transavia Corporation Pty Ltd ZK-CTT 4. 67 Barr Bros Ltd ZS-WPO 11.69 Western Province Spraying 703 VH-TRJ .67 Hazair Pty Ltd, Albury, NSW 930 VH-EDN 4.71 Transavia Corporation Pty Ltd 704 VH-TRB .67 Marshalls Airspreading Service Pty Ltd, 711 Thai Ministry of Agriculture Albury, NSW 931 VH-WJA 1.70 Transavia Corporation Pty Ltd 705 ZK-CVA 7.67 Barr Bros Ltd Alpine Aviation Pty Ltd Air Contracts Ltd 932 VH-KLS 10.70 Les Keys Aviation P/Ltd, Dalby, Q. Wanganui Aero Work Ltd 10.70 Transavia Corporation Pty Ltd Air Contracts Ltd ZK-CJT 11.72 Air Contracts Ltd 706 ZK-CVB 9.67 Barr Bros Ltd Wanganui Aero Work Ltd 707 ZK-CVC 9.67 Barr Bros Ltd 1033 ZS-IGV .70 Jan Booysens, Bethal, South Africa Air Contracts (1969) Ltd VH- .73 L. Tesoriero, Boorowa, NSW 708 ZK-CVD 10.67 Barr Bros Ltd 1034 VH-TRX (Call-sign only for work at Ord River, WA) Air Contracts Ltd VH-TRL .71 Transavia Pty Ltd Barr Bros Ltd Airfarm Associates Pty Ltd 709 ZK-CVE 1.68 Barr Bros (HB) Ltd - CR 13.5.68 Central Highlands Air Taxi Service 710 VH-TRC .67 Skyfarmers Pty Ltd, Morwell, V. 1035 OY-DRL .72 E. Malmmose, Horne, Denmark CR 6.3.68 1036 VH-EPZ 9.71 Transavia Corporation Pty Ltd 811 ZK-CWM 3.68 Southern Aviation Ltd 9.71 Aerial Operators, India Barr Bros Ltd 3.73 Thai Ministry of Agriculture 812 ZK-CWN 3.68 James Aviation Ltd 1037 VH-ETF 2.72 Transavia Corporation Pty Ltd Barr Bros Ltd 9.72 Thai Ministry of Agriculture Air Contracts Ltd 1038 VH-ETH 6.72 Transavia Corporation Pty Ltd Barr Bros (HB) Ltd OY- E. Malmmose, Horne, Denmark Barr Bros Ltd 1039 ZK-CJU 2.73 Barr Bros Ltd - 1st NZ 813 VH-TRE 4.68 Transavia Corporation Pty Ltd assembled kitset. 1.70 Airfarm Associates Pty Ltd, Tamworth, 1240 ZK-CJS 11.72 Air Contracts (1969) Ltd NSW 1241 VH-EYY 12.72 Transavia Corporation Pty Ltd 814 ZK-CWT 5.68 Air Contracts Ltd, CR 18.10.72 3.73 Thai Ministry of Agriculture 815 ZK-CWU 9.68 Air Contracts Ltd 1242 VH-EYZ 12.72 Transavia Corporation Pty Ltd 816 ZK-CWW 7.68 Central Aviation Ltd 3.73 Thai Ministry of Agriculture Air Contracts Ltd 1043 VH-TRX 12.70 Transavia Corporation Pty Ltd 817 VH-TRF 9.68 Transavia Corporation Pty Ltd VH-TRM 4.71 Transavia Corporation Pty Ltd 1.70 Airfarm Associates Pty Ltd 1144 VH-TRX Transavia Corporation Pty Ltd CR 5.4.72 VH-ETE 8.72 Transavia Corporation Pty Ltd 818 ZK-CWX 9.68 Barr Bros Ltd 9.72 Thai Ministry of Agriculture Air Contracts Ltd 1145 VH-ETG 1.72 Transavia Corporation Pty Ltd Rotorua Aerial Services Syndicate Thai Ministry of Agriculture 819 ZK-CWY 9.68 Air Contracts Ltd - CR 17.1.72 1246 VH-ETZ 9.72 Transavia Corporation Pty Ltd 820 ZK-CWZ 11.68 Air Contracts Ltd - CR 13.6.69 Thai Ministry of Agriculture 821 VH-TRG 3.69 Transavia Corporation Pty Ltd 1247 VH-EYI 1.73 Bunbury Aerial Spreading Pty Ltd 1.70 Airfarm Associates Pty Ltd 1248 VH-EVI 4.73 Tablelands Air Services, Mudgee, 822 VH-TRK 1.70 Transavia Corporation Pty Ltd NSW North Queensland Aerial Spraying P/Ltd 1249 ZK-DMK 4.73 Transfield (NZ) Ltd 823 5Y-ALS 5 70 Airspray (EA), Nairobi, Kenya G350 VH-EVH 5.73 Transavia Corporation Pty Ltd 824 VH-TRH 5.69 Transavia Corporation Pty Ltd G351 VH-EYX 2.73 Transavia Corporation Pty Ltd Hazair Pty Ltd, Albury, NSW 3.73 Thai Ministry of Agriculture 925 VH-TAS 5.69 Transavia Corporation Pty Ltd G352 Tablelands Air Services G353 ZK-DMX 6.73 Transfield (NZ) Ltd Aviation Historical Society of Australia Journal - 63 - September—October, 1973

CATALINAS ON THE GREAT BARRIER REEF by David C. Eyre

In 1946 Stewart C. Middlemiss, wartime Catalina pilot and Commanding Officer of 11 Squadron RAAF, returned to civilian life and took over the aviation department of the Queensland Insurance Company. In that same year he met Cliff Olsen who owned and operated the holiday resort of Heron Island, off the coast of central Queensland near the southern end of the Great Barrier Reef. Olsen believed that aircraft should carry the holiday-makers to his island rather than the launches then in use. Middlemiss and Olsen decided to form a company and purchase ex RAAF Catalina flying boats which were becoming available from the Commonwealth Disposals Commission of £l,000 each. In all, a total of eight aircraft were purchased for the company — Barrier Reef Airways.

The first five were PBY—5's (A24—35, 58, 78, 82 and 89) and being older models were reduced to spares. Of the other three, which were PB2B—2R's, only A24—364 and A24—369 were entered on the Australian Civil Aircraft Register as VH-BRB and VH-BRA respectively. The remaining aircraft, A24-304, was sold to the Dutch In early 1953. and delivered about the same time as the six aircraft presented by the Australian Government were taken over.

VH—BRA and VH—BRB were ferried from Rathmines, NSW, to an oil base on the Brisbane River which had been established during the war by the US Navy. Middlemiss took possession of the base only to find that the Royal Australian Navy also had plans to develop the site. After gaining the support of the Premier of Queensland, the base was used in joint occupancy with the RAN.

All the military equipment was removed with the exception of the radar, and seats for twenty-two passengers In­ stalled. The aircraft was divided into two compartments, one group of passengers sitting on easy chairs around the two blisters and the rear of the plane while the others were Installed forward of this position in the centre of the fuselage. The only draw­ back to this scheme was that access to the Catalina was via boat or tender. A crew of five was carried — Middlemiss himself as Captain; a first officer, radio operator, engineer and steward or hostess. At the commencement of operations Middlemiss was also traffic officer and weighed the baggage, then porter out to the jetty where the first officer, flight engineer and himself loaded the baggage into the bow compartment.

The first survey of the route with an official of the Department of Civil Aviation was made in January 1947. Buoys were installed at landing points and local people recruited with the necessary launches to carry the passengers. The first services commenced during April 1947 and a once weekly service (Saturdays) was flown to Heron Island, a journey that took two hours twenty minutes flying time, with an extension to Hayman Island as traffic warranted. A once weekly service (Tuesdays) was operated to Lindeman Island and Daydream Island. The Queensland Government Tourist Bureau took bookings for the flights, transported passengers to and from the Brisbane River, and looked after advertising. In October 1950, the schedule was changed to : — Brisbane Gladstone Heron Island (Saturday) Brisbane Lindeman Island Daydream Island (Tuesday) Brisbane Hayman Island (Friday) In October 1951 to Brisbane Gladstone Heron Island (Saturday) Brisbane Daydream Island (Tuesday) Brisbane Hayman Island ■ Daydream Island (Thursday) Brisbane Hayman Island (Friday) Brisbane Daydream Island (Sunday) and in October 1952 to : — Brisbane Gladstone — Hayman Island (Saturday) Brisbane Lindeman Island Daydream Island (Tuesday) Brisbane Daydream Island Hayman Island (Friday)

Shortly after the commencement of operations. Cliff Olsen was lost at sea and Middlemiss purchased his share of the company. After about six months, R.M. Ansett visited Queensland and was flown around the Barrier Reef and to Hayman Island by Capt. Middlemiss. After the visit to Hayman, he informed Middlemiss that he had acquired a ninety-nine year lease of the island and was going to construct the Royal Hayman Hotel. He also wished to obtain a financial Interest in Barrier Reef Airways. This was arranged In 1950 but the Company still continued to operate under its original title.

Not long after this Tasman Empire Airways Ltd put two Short Sandringhams (ZK-AMF and ZK-AMH) up for sale, and with the assistance of Ansett, Middlemiss purchased these aircraft which were registered VH-BRC in May 1950 and VH—BRD in March 1951 respectively.

On January 31, 1950, VH-BRB was involved in an accident when it taxied Into a launch at Daydream Island. Repairs were commenced but because of the Introduction of Sandringham services by VH-BRC, they were never completed and Aviation Historical Society of Australia Journal - 64 - September—October 1973

VH—BRB was withdrawn from service. VH—BRA continued in service for some time until it too was retired from service. Probably the last flight of this Catalina was when Capt. Middlemiss and Mr. Ansett took the aircraft to Western Samoa and Tahiti for a holiday. The aircraft's condition was such that the hull had to be sealed so they could return to the Brisbane River. It was due for re-registration and the repairs required were considered uneconomical. VH-BRA was then pushed up on the beach, the engines removed and the airframe sold for scrap.

In 1953 Barrier Reef Airways took over Trans Oceanic Airways which had been operating to Lord Howe Island and Port Moresby from Sydney. At this stage the services to the Great Barrier Islands ceased; the Company's name was changed to Ansett Flying Boat Services Pty Ltd with Capt. Middlemiss as Managing Director and services to Lord Howe Island were re-commenced by the new company.

In a lecture to the Society's NSW Branch on July 20, 1967, Capt. Middlemiss compared the two aircraft

"The Catalina was very difficult to taxi, particularly in spaces like the Brisbane River where the tide would go one way and the wind at five knots the other way. The engines, being in dose proximity to the fuselage, made it a nightmare to turn - you had to get full power on the engines and nearly blow the cylinder heads off to get around. If you really got into trouble, you had to stop the engines, let the wind blow you back, then start again. The Catalinas had energising starters and if the engines did not catch the first go, you could end up on the beach. The Sandringhams did not have this type of starter and having four engines, you could handle this aircraft in the Brisbane River or anywhere. / don't think anyone treated engines more kindly than I did and if we had blown up an engine at that particular stage of our financial career, we would not have had sufficient money to get an overhaul.

The hull of the Sandringham was beautiful while the Catalina was more of a surf-board - you would more or less put it down as the result of a stall - sometimes it went in properly, sometimes it shuddered. / have been known to land at places like L indeman Island where the hull would hit like a ping-pong ball as it came down, then hit so hard it would blow out some rivets. You would get half a dozen pencils and put them in the holes. It was quite an exciting life and when we got rid of the Catalinas, we got rid of our troubles."

In 1959 however, the Company purchased a Model 28-5ACF (PBY—5A ex BuAer 48373) from Remmert Werner Inc., St. Louis, Missouri, USA, which was registered VH-BRI and named The Golden Islander. The aircraft was delivered to Australia, via Hawaii and Fiji, and arrived on October 15, 1959 already painted in the Ansett colour scheme and its Australian markings.

It had already been modified for civilian use in the United States although it had not been registered there. The nose had been faired In and an airstair installed in the rear fuselage similar to that of the Convair 240. When the Catalina landed on water, passengers disembarked through a door in the forward fuselage just behind the cockpit on the starboard side, while on land, the passengers walked down the airstair.

During its service, the aircraft remained in the same basic colour scheme as shown in the photograph except for the name on the side of the fuselage which varied from Ansett, to Ansett-ANA, to Ansett FBS. The finish was in grey and white, had a palm tree on the tail, and The Golden Islander on the nose forward of the cockpit. It operated from Proserpine, Q, to Hayman Island five times per day on four days a week, until July 8, 1962, when it was sunk at Hayman Island after being damaged by whales.

AIRCRAFT DATA

VH-BRA Model PB2B-2R (Mk.l V) ex A24-369, JZ834, BuAer 44287, Sold to Poulson (sic) and Middlemiss October 8, 1946. First register application as VH—BRA to Barrier Reef Airways January 19, 1947. Named Beachcomber. Registered owner changed to Ansett Flying Boat Services Pty Ltd. Latter informed DCA that the aircraft was to be decommissioned and it was struck off the register May 21, 1953. VH-BRB Model PB2B—2R (Mk.lV) ex A24—364, JZ838, BuAer 44291. Sold to Poulson (sic) and Middlemiss October 8, 1946. First register application as VH—BRB to Barrier Reef Airways September 23, 1947. Named Buccaneer. Taxied into launch at Daydream Island,Q, January 31, 1950. Withdrawn from service and struck off the register April 16, 1953. VH-BRI Model 28-5ACF ex BuAer 48373. Entered on Australian register October 10, 1959. Named The Golden Islander. Sunk when damaged by whales at Hayman Island, Q, on July 8, 1962 and removed from the register the same day.

References: Capt. S.C. Middlemiss Department of Air - Aircraft Status Cards Department of Civil Aviation — Civil Aircraft Register Aircraft and various newspapers. Aviation Historical Society of Australia Journal September—October 1973 ■

Boeing PB2B-2 Catalina VH-BRA The Beachcomber. The name Barrier Reef Airways can be seen on the hull just below the pylon. This style was one of three schemes used by the airline. F. Stokes

Boeing PB2B—2 Catalina VH—BRB The Buccaneer at Comsiie, Q, in 1949.

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Consolidated Model 28-5ACF Catalina VH—BRI of Ansett FBS departing from Rose Bay Flying Boat Base, Sydney, NSW, in late 1960. P. J. Ricketts Aviation Historical Society of Australia Journal - 66 - September—October 1973

CAC Mustangs VH—BOZ and VH—BOY; first to complete the course and winner of the fastest time respectively, in the 1973 NSW Air Race. At Bankstown, NSW July 21, 1973. N. M. Parnell

left: De Havilland DH 82A Tiger Moth VH—RIN, Race No. 188, departing from Bankstown, was the winner of the AHSA Trophy for the Best Performance by a Vintage or Veteran aircraft built before 1950. right: Largest entrant in the Air Race was the veteran Lockheed 12A VH-ASV. R.N.Parnell and D.Stephens

Air Pacific BAG 111, DO—FBQ, arriving at Brisbane, Q, on its inaugural flight on June 1. R. Cuskelly Aviation Historical Society of Australia Journal - 67 - September—October 1973

THE FIRST NEW SOUTH WALES AERIAL DERBY by N.M. Parnell

The first air race in Australia was in June 1912, between W.E. Hart and A.B. “Wizard'' Stone for a stake of £250 each. Stone lost his way in a rain cloud while Hart covered ^:lii the course between Botany (near Mascot) to Parramatta Park, some twenty miles in twenty-three minutes. In October 1913, Stone challenged A.W. Jones to an eight lap race around the Ascot Race-course In Brisbane, but he crashed shortly after taking off. That was the end of air racing — If it could be called that — until 1920.

With the end of the Great War and the larger number of men now trained In the art of AEDIAl flying, it was inevitable that air racing would again be introduced, to bring to the attention of the public that flying was here to stay and that it was not as dangerous as the newspapers portrayed. gSY- DEDBY TO-MORROW TO-MORROW iiili: AT MASCOT The NSW Aerial Derby was the third such race to be held that year (the other two Tbe Drop in>m ihe doods. Don’t Miss Tkk Ikdier being at Melbourne on August 27, and Adelaide on September 8 in aid of the Govern­ (i BE THERE EARLY Trams frcHii Quay ment Peace Loans). The Derby was held on November 27, 1920, under the auspices of and Railway Ilf the NSW Section of the Australian Aero Club and the main event was a speed-cum- i handicap race from Mascot to Richmond and return, a distance of approximately 68 miles. Apart from the arrival of Sir Ross and Keith Smith in the Vimy on February 14, iii this was the first aviation event in Sydney that involved more than one or two aircraft (eleven entered, nine raced) and as such, was well attended by an estimated 10,000 people. Weather wise, the early morning was good, but it then became hazy and humid, and a hot wind sprang up scattering dust into 20,000 eyes with perfect impartiality. The hangars and aerodrome had been railed off and a squad of Mounted Police kept jingling up and down the line.

Under the rules, the aeroplane which completed the course in the fastest time was the winner of the Aerial Derby and entitled to the temporary possession of The Evening News silver challenge cup valued at £120 (for annual competition), a smaller replica In gold valued at £50 presented by the NSW Aero Club (sic) and a silver cup presented by Farmer and Company. The winner of the handicap race would receive a small gold cup. Ex-wartime pilots, Capt. A.D. WIgram Allen, DSC, AFC (ex RAF), Capt. L.H. Holden, MC, AFC (ex AFC), and Capt. P.G. Taylor, MC (ex RAF) prepared the handicaps as aircraft entered for the Derby were powered by engines which ranged from 80 hp to 200 hp, with average speeds of 70 mph to 130 mph. As each aircraft had to carry its normal load and number of passengers, this gave each pilot a sporting chance. Both the Aerial Derby and the Handicap were to be run concurrently.

The favourite, barring accidents, was the Sopwith Gnu, entered by The Sun and flown by Capt. Gordon Matthews. It had been flown from Melbourne to Sydney via Albury and Cootamundra on the 25th in a time of five hours twenty minutes. There was a slight tailwind at 6,000 feet and the weather was good all the way. Two passengers were carried — a Mr. Wallace Mitchell and Miss Stevenson (believed to be the first woman to fly from Melbourne to Sydney). Matthews completed the Cootamundra—Sydney leg in two hours using a railway map to navigate his route. The speed is easily comparable to a modern light aircraft, however the navigation methods leave something to be desired. The Gnu, at that time, also held the Australian record for speed (133.4 mph) and altitude (15,200 feet).

The BE 2e entered by the Perdriau Rubber Co. was one of two imported by the company in December 1919 for use by their commercial travellers. The pneumatic tyres fitted to the machine were the first tyres manufactured In the southern hemisphere for an aircraft. On July 9, 1920, Lt. H.J. Butler who regularly flew the Company's aircraft, made the first direct flight between Sydney and Brisbane in a time of seven hours twenty-nine minutes. The same machine was entered in the Race and was known as Lizette although it does not appear to have been marked on the aircraft.

The Avro flown by Nigel Love was the first aircraft assembled by the Australian Aircraft and Engineering Co. Ltd. having made its first flight on September 1, 1919. During March 1920 it was fitted with floats and operated from Manly for about a month giving joyflights. More recently it had completed a 5,000 mile tour of NSW for Louis Berger and Sons Ltd. (see AHSA—Journal March-April 1971). The Avro had flown approximately 380 hours and carried about 3,000 passengers to that date.

Another Avro, the one flown by Harper, was the first aircraft constructed by any commercial undertaking in Australia. Since its first flight in June It had created a company record by carrying 105 passengers during one weekend (some­ time in October 1920). It was known as Bluebird due to the fuselage being painted a light sky blue. Aviation Historical Society of Australia Journal - 68 - September—October 1973

The Curtiss Jenny that had been scratched had been used by the NSW Department of Education since 1916 to train pilots at the Government Aviation School at Richmond. Mr. Mutch, the Minister for Education, said that the aircraft had been included without authority and that while the Jenny was one of the most reliable of machines, it was hardly the machine to uphold the dignity of the State in a speed contest.

With the hazy weather, the aircraft had disappeared within five minutes of their departure. The first to leave was Williams, at 2.00 p.m., followed by Butler in his Perdriau Rubber BE 2e, then Love, Percival, Harper, Hawkins and Roberts in their Avros, Wilson in the Dove, and lastly at 2.35 p.m., Matthews in the Gnu. Matthews was accompanied by Mr. Roy White, Miss Dorothy South (a well known actress) and a very apprehensive pomaranian puppy. Wireless had been installed by Amalga­ mated Wireless (Australasia) Ltd at Richmond and Mascot, and as each plane made the turn at Richmond, the number and time was immediately transmitted to Mascot. Williams led the turn followed eleven minutes later by Love who was nine minutes ahead of Matthews. All the aircraft arrived back at Mascot within an eight minute period. Generally the outward leg was fastest with a slight tail-wind. By the time they were on the return leg, the wind had freshened and there was quite a stiff breeze to battle against. First across the line was Nigel Love, second was Butler in the BE 2e. Love landed and was being acclaimed as the winner of the Derby when Matthews crossed the line and it was found that the Gnu had made the fastest time. Still, all was not lost, as Love was awarded the Handicap section for making the fastest time in that category. The results were:-

Owner/Pilot Type/Engine Race Handi­ Dep. Dep. Arr. Flying Position on No cap. Mascot Rich­ Mascot time Speed/H'cap mond Larkin Sopwith Aircraft Supply Co. Ltd. Sopwith Gnu 1 Scr. 2.35pm 2.52.30 3.17.54 42.54 1 7 Capt. G.C. Matthews 200 hp Bentley BR2 Aviation Service Co. Ltd. Sopwith Dove 2 5 min. 2.30 2.49.00 3.19.50 49.50 5 8 Lt. P.H. Moody 80 hp Le Rhone Australian Aircraft & Engineering Co. Ltd. Avro 504K 3 10 min 2.25 2.45.00 3.13.50 48.50 3 4 Lt. S.H. Harper 110 hp Le Rhone Commercial Aviation Ltd. Avro 504K 4 10 min 2.25 2.48.00 3.17.00 52.00 7 6 Capt. H.R. Hawkins 110 hp Le Rhone Australian Aircraft & Engineering Co. Ltd. Avro 504K 5 10 min 2.25 2.45.00 3.11.54 46.54 2 3 Lt. F.L. Roberts 110 hp Le Rhone Australian Aircraft & Engineering Co. Ltd. Avro 504K 6 13 min 2.22 2.43.00 3.11.25 49.25 4 1 Lt. N.B. Love 130 hp Clerget Australian Aircraft & Engineering Co. Ltd. Avro 504 7 Scratched with engine trouble. Capt. E.W. Cornish Perdriau Rubber Co. Ltd. BE 2e 8 15 min 2.20 2.43.30 3.11.48 51.48 6 2 Lt. H.J. Butler 90 hp RAF NSW Technical College Curtiss JN—4 9 Scratched Lt. A.C. Le Grice 90 hp Curtiss OX—5 Capt. F.W. Percival Avro 504 10 23 min 2.22 Returned before reaching Richmond Capt. F.W. Percival 80 hp Renault Mr R.G. Potts DH 6 11 35 min 2.00 2.32.00 3.15.00 75.00 8 5 Lt. D.R. Williams 90 hp RAF

Following the Derby, the spectators were treated to a speed guessing competition. Nigel Love made four low runs across the field and the people were asked to estimate his speed. The four persons with the closest estimate would be treated to a free flight over the Harbour.

The next event was a short handicap race of some fourteen miles - two circuts of a triangular course from the aerodrome to the Nestles Factory, Rosebery; to Sir Joseph Banks Hotel, Botany; thence the aerodrome. Percival was away first having a 4% minute handicap, followed a minute later by the Dove, now flown by Capt. G.C. Wilson, who rapidly over­ hauled Percival's Avro In spite of the strong headwind. By the end of the first lap, the Dove had established a comfortable lead followed by Percival and Love. Roy King in the Gnu was running last, having started from scratch, and was only just beginning to catch up. The Dove, however, had secured to great a lead and the Gnu finished third following Love in the Avro. Most of the pilots flew over the course at a height of 500 feet. The final results were

Dove Wilson 3% min. handicap 1st Avro Percival 4% min. handicap 4th Avro Love 3 2nd Avro Roberts 2 5th Gnu King scratch 3rd Avro Harper TA 6th

The following event was the Stunting Championship for a silver cup, known as the President's Trophy, which had been donated by Lt. Col. W.O. Watt. This was to be awarded to the pilot who, in the opinion of the judges, gave the finest exhibition with special consideration being directed to the management of the engine In the air and on the ground; continuity and precision of manoeuvers; accuracy of take-off and landing (over a "hedge" of hydrogen filled balloons); and the cap­ abilities of the aeroplane. Five pilots contested the prize, each being allowed ten minutes to demonstrate his skill. They Aviation Historical Society of Australia Journal - 69 - September-October 1973

displayed most of the known ^'novelties” in flying, including looping, side-slipping, rolling, half-rolling, spinning and tail-slides. The winner was Lt. Roberts who Included 35 seconds of inverted flight and a swaying '"autumn leaf" descent. Second was Wilson In the Dove and third Nigel Love in his Avro.

The final event on the programme was to be a parachute drop by Roy King, but this had to be abandoned as the wind had increased to between 30 and 40 mph and It was considered too hazardous.

References:— The Sun (newspaper) Sydney, NSW The Evening News (newspaper) Sydney, NSW The Sydney Morning Herald (newspaper) Sydney, NSW Sea, Land and Air (periodical) Sydney, NSW Australia and Australians in Civil Aviation, by R.J. Gibson, Qantas Airways Ltd. 1971. The Sydney Mai! (newspaper) Sydney, NSW

AIRTRUK - AUSTRALIAN EXPORT continued from p.61

Karachi was very interesting. The Pakistan Department of Agriculture operated about twenty Beavers, most of which had been supplied under the Colombo Plan, and they carried an emblem otl the side showing they had been donated by the Canadian Government. They had a very Impressive set up with a large engineering section and were very well organised. I did some demonstrations over Karachi Airport which had been closed for the occasion. I had one problem with these demon­ strations, and that was to convince people that the Airtruk was very manoeuverable and fully aerobatic, which meant doing spins, loops, etc.

The next leg was across to Saudi Arabia, to two RAF Stations along the coast, Masirah Island and Salala, on the way to Aden. I had written to the Officer Commanding RAF Stations In the Gulf to get a clearance to land and refuel. When I landed at Salala, I found some Jet Provosts fitted with guns and bombs which were flown for the Sultan of Oman by RAF officers and used against terrorists hiding in the hills. It was a very long stretch down the coast to Aden. I stayed the night there, then set out across the Red Sea and up a very long valley, climbing all the time, to the Ethiopian tableland. The altitude at Addis Ababa was just over 8,000 feet. I had one night there with a local instructor and some Americans before head­ ing on to a place called Moyale, a Police outpost, and then to Nairobi. I landed the Airtruk in the polo ground just outside the showground, then the aircraft was put on a semi-trailer and carried into the showground where it was set up as part of the Australian exhibition. As a result of this we later shipped one aircraft there for spraying work.

From Kenya I had to fly down through Tanzania into Malawi and get through the military area on the border. I would have been required to make an application to proceed through this area to the Tanzanian military people which would have taken at least a fortnight to receive a reply. A local charter pilot showed me a route to dodge through and I made Malawi safely. This was quite an interesting section, having to fly along Lake Nyasa which Is 300 miles long and 60 miles wide. The wind was blowing from the east and there was quite a surf rolling onto the shore. In Malawi I landed at a place called Lilongwe for an overnight stop. During March 1971 we had a group from the Malawi Department of Agriculture inspecting the factory and we hope to sell some aircraft there.

The next stop was Salisbury, in Rhodesia; an overnight stop; down to Johannesburg, which was a 5,000 foot altitude; and then on to Capetown with an overnight stop at Kimberley. The airport is also used by the Air Force and there were jet fighters in and out all day. The Airtruk was loaded onto a low-loader for exhibition at a display of Australian products put on by the Australian Department of Trade. The Airtruk sat just outside the entrance to the building amongst the agricul­ tural machinery. VH—TRI was sold to the Western Province Spraying and became ZS—WPO.

Since then we have shipped two more to South Africa and one to Kenya. As in other parts of the world most of the work is spraying but they are now becoming very interested In spreading fertilisers by aircraft, a system which had been economically developed in Australia and New Zealand. Part of the secret is in the method of loading and out here we have developed quick loading by specially designed loader vehicles, whereas overseas they use rather primitive methods of loading and this takes too long. Last season (1971) they had an Airtruk spreading fertiliser in Natal and at least two have been used In this way, spreading fertilisers only, and this may be the start of this type of work as we know it In Australia. I left the aircraft In Capetown after three months with 220 hours on the tachometer and an approximate 18,000 miles covered during the flight." Aviation Historical Society of Australia Journal - 70 - September—October 1973

MONTHLY NOTES - CIVIL

News that the Galston district had been selected as the site for Sydney's second airport created a wave of self- interested protests that was quickly seized upon by the news media. The Galston decision, together with confusing statements concerning future developments at Sydney (Kingsford-Smith) Airport, saw August end on a very uncertain note. Only one thing was clear - nobody wants the airport in their area - and if the news media accurately reflects the feelings of the citizens of Sydney then possibly the existing airport should be closed also.

Development work on the civil portion of RAAF Base Williamtown commenced in July and, unlike Sydney, was welcomed by civic leaders in Newcastle and the Port Stephens Shire. The first work commenced was the construction of a new taxi-way and apron, costing approximately $170,000, by the Australian Department of Works. These improvements will permit Douglas DC-9 services to replace existing Fokker Friendship and commuter flights. A new terminal building costing $350,000 was included in the 1973—74 Budget.

On July 4, approximately $150,000 was recovered from a house in the Sydney suburb of Balmain. The money was believed to be part of the $500,000 extorted from Qantas by "Mr. Brown" (p.74 July-August 1971, p.9 March-April 1972). The discovery increased the amount reported recovered to over $370,000 Sydney Morning Herald reported about $374,641 in its July 5 issue) *.». The sixth Boeing 747-238B for Qantas, VH-EBF City of Adelaide, arrived in Sydney on August 3. It has uprated Pratt and Whitney JT9D—7A engines (now 46,150 lb s.t. each) and improved sound proofing in the upstairs Captain Cook lounge. Approval to purchase a further two machines, for delivery in March and April 1974, was announ­ ced on August 19. By July 1, 1974, Qantas plans to have thirteen 747 services each week on the Kangaroo route to Europe and increase daily utilisation from the present 10.6 hours/day to 13 hours/day **** In August a new advertising campaign was started with the aim of improving the Company's share of the first class market. Called the Captain's Club, it offers special facilities and services to the passengers both in the air and on the ground.

The Australian Government's 1973—74 Budget provided $15m for the purchase of three jet aircraft for the Department of Civil Aviation to use for monitoring flying aids. They are believed to be Fokker-VFW Fellowships * * * * Following the successful introduction of a Piper Navajo Freighter in Western Australia by Wards Transport, a freight forwarding organisation, before Christmas for services between Perth and Roebourne, MMA have now returned the fifth Fellowship to service as a freighter. The flights are between Perth and Pilbara ports (Mt. Tom Price, Paraburdoo and Port Hedland) and con- nect with the morning services from the eastern states. Because of lower costs - 29 d /lb v 60 Alice Springs hijacker, Miloslav Hrabinec, was buried at Alice Springs on August 1 (p.80 January-February 1973) ***■»«■ The Sydney, NSW, based Airfast Group, took-over Rotor Work Pty Ltd in July to become one of the largest helicopter operators, in terms of numbers, in the world. Rotor Work was founded by ex-RAN helicopter pilot J. Ferguson and will continue as a separate entity. Ferguson was appointed as chief general manager of the Airfast Group * * * * The“ Australian Post Qffice issued a set of twelve definitive stamps for use in the Antarctic Territory from August 15. 5ix of the stamps featured aircraft used in the period prior to 1940 and four have Australian significance - the Lockheed Vega of 8ir Hubert Wilkins in 1928 (X3903 and X7439); Sir Douglas Mawson's DH Gipsy Moth VH-ULD in 1931; the Northrop Gamma NR12269 of Lincoln Ellsworth (which was lost for a period and an RAAF party with Moth A7—55 and Westland Wapiti A5-37 was sent to assist in the search) and John Rymill's DH Fox Moth G-ACRU (later VH-AAZ) in 1934—37. The stamps were designed by R. Honisett.

MONTHLY NOTES - MILITARY

The Australian Government's Budget for 1973-74 provided for a number of changes which affect aviation as part of a general reduction in defence spending. The changes include :—

- disbanding 76 Squadron RAAF - all flying ceased on August 22 and the next day saw Mirage A3-31 with a prominent sign "FQR SALE" on the fuselage. At the time, the Squadron was operating Mirages A3-8, 9, 13, 20, 23, 24, 25, 30, 31, 36, 42 and 101. A3—23 and 30 were silver while the remainder were camouflaged - disbanding 5 Airfield Construction Squadron - after it completes its work at Learmonth, WA, in 1974. 5 ACS was formed in 1944 and has worked in New Guinea, the Monte Bello Islands, WA, at Darwin and Tindal, NT, before it commenced work at Learmonth in 1970 - disbanded five University Squadrons (Queensland, Sydney, Melbourne, Adelaide and Perth Universities) - investigate a reduction in the order for thirty-seven AESL CT—4 Airtrainers - a reduction in flying hours for all squadrons in the RAAF and RAN Fleet Air Arm - deferred decisions on replacements for the Mirage and Neptune aircraft, HMAS Protector (a fleet replenishment vessel) and the DDL light destroyer project. The deferment of ship construction will affect future helicopter orders for the Sea King and possibly the Westland Lynx. Aviation Historical Society of Australia Journal - 71 - September—October 1973

On the brighter side HMAS Cook, an oceanographic ship to replace HMAS Diamantina, will be built at the Williamstown Naval Dockyard, V. HMAS Cook will be equipped with a helicopter and if the trials conducted at HMAS Albatross, NSW, earlier this year are an indication, then the CAC built Bell 206B—1 Kiowa is the favoured type.

The decision to place HMAS Sydney in reserve instead of undergoing a refit, was announced late in July. Sydney is at Garden Island Dockyard, NSW, having reusable Items removed before decommissioning in November 1973. During August it was noted that the code number had been changed from 214 to 134, an unusual detail for a ship that is being decommissioned. The Geelong Regional Tourist Authority in Victoria is Interested In purchasing the ship for use as a tourist attraction and maritime museum with the future possibility of installing convention facilities and a casino. A 100 man guard from HMAS Sydney lead a march through Sydney on August 16 when the Australian Fleet was granted freedom of the City of Sydney. The honour was in recognition of the Fleet's Diamond Jubilee and the Golden Jubilee of the Fleet's Carrier Group.

On July 19 the Minister for Defence announced that the RAAF Academy, Point Cook and 76 Squadron were awarded the Queen's Colour and the Standard respectively to mark twenty-five years efficient service * * * * Contracts for hangars and other services for helicopters at RAAF Bases at Amberley and Townsville, Q, were let in July. Both contracts are expected to be completed in 1974 * * * * The requirement for a further thirty-two GAF Jindivik aircraft has been advised by Britain. The order will bring the total number built to 466 - 226 to Britain, 42 to USA, 10 to Sweden and the remainder to Australia * * * * The second flight of six General Dynamics f-IIIC (A8-131 to 136) arrived at RAAF Base Amberley on July 27. The flight was led by the Commanding Officer of 1 Squadron, Wg. Cdr. G. Talbot. The first conversion course. In Australia, for pilots and navigators commenced at 82 (Strike) Wing at Amberley on August 13 * * * * The GAF Nomad was displayed to a Chinese Trade Delegation at Avalon, V, on July 26. At the display, the second prototype c/n 02 VH-SUR, was seen as A18-002. In August the Australian Government stated that the military version would not be sold to Portugal despite Indications of a substantial order.

MONTHLY NOTES - PEOPLE

Wg. Cdr. J.H. Cox DFC was appointed Commanding Officer of 12 Squadron, with effect from September 1, 1973. The Squadron, based at RAAF Base Amberley, Q, will operate the Boeing Vertol CH—47C Chinook helicopters. Wg. Cdr. Cox joined the RAAF In 1954 and has served with 36 Squadron; Air Trials Unit at Woomera, SA; 82 (Bomber) Wing; 9 Squadron as well as attending the Empire Test Pilot's School in England during 1966 where he won the Westland Trophy for the best helicopter student. He was a member of the evaluation team that selected the Chinook.

West Australia women pilots, Mrs Robin Dicks nee Miller and Vicomtesse Rosemary de Pierres, travelled to America in June and competed in the Powder-Puff Derby in a borrowed Beech Bonanza. They were placed 36th on handicap and were awarded the best foreign entry prize. After a one month lecture tour to raise money for the Royal Flying Doctor Service, Mr and Mrs Dicks flew a new Beech Duke to Australia where it will be operated by the Royal Doctor Service, WA Section.

On July 2, Allen Rupert Betteridge, aged 81, died at Torrensville, SA. During 1912 he designed and flew his own aircraft. As CpI. Betteridge, he served with 1 Squadron AFC and later spent considerable time invention things * * * * Maxamillion Lehner died on July 17 in Canberra. He flew with the German Air Force between 1915 and 1918 and In recent years was active in the Australian Society for Aerohistorical Preservation Inc. The Society is currently restoring the Pfalz D.XII of the Australian War Memorial * * * * Air Cdr. John Renison Bell OBE died in Hobart on August 22. He served with 69 Squadron RFC (later re-named 3 Squadron AFC) and in various administrative posts with the RAAF. He was responsible for the organisation of the Empire Air TrainingScheme in Australia and as recognition for his work was awarded the OBE.

The hot air balloon HAMLYN carried Grahame Moore and his kite to 13, 500 feet over Forbes NSW on July 1, to enable him to claim new world altitude and distance records (37 miles, later reduced to 20.2 miles). On July 9 a further flight was made from 13,750 feet, (see p.32 May-June 1973) * * * * Mrs Sue Martin represented Australia In the first FAI Women's International Gliding Championships at Leszno, Poland, during June-July 1973. All nineteen entrants flew PIrat sail­ planes which are of all-wood construction with a T-tail and 15 metre wingspan. After a shaky start Mrs Martin began to score consistent high places and finished the competition in a sound second place.

MONTHLY NOTES - THIRD LEVEL

North Coast Airlines extended its New South Wales network on August 20 when it commenced a dally return Coffs Harbour — Port Macquarie — Kempsey — Taree — Newcastle (Aeropelican) service. Minor changes to the times of the Brisbane service were also made on that day. The Company now operates the Piper Navajo Chleftan VH-RDA (p.16 March- Aprll 1973) * * * * On August 20, Wagga based Kendall Airlines extended its successful Monday to Friday Wagga—Melbourne service to include Griffith. The service to Sydney (p.51 September—October 1972) has stopped and a new Wagga—Canberra Aviation Historical Society of Australia Journal -12- September-October 1973

service substituted. The present route pattern provides three flights per day from the Wagga-Griffith area to Melbourne while on Saturday a return Wagga—Canberra service is flown.

Air Tasmania commenced operations on July 23, 1973, with the Douglas DC-3 VH-MMF (not MMP as previously stated). The aircraft was fitted out for mixed freight and passenger loads and initially was in full Ansett Airlines of Papua New Guinea colour scheme except for the fuselage name. An air hostess is carried on the regular flights.

Connair Pty Ltd celebrated its thirty-fifth year of service on July 10, 1973. The Company operates an extensive network in the Northern Territory with connections to Western Australia, South Australia and Queensland. The Company was formed by E.J. Connellan and previously operated as Connellan Airways Pty Ltd. Its current fleet includes various light aircraft as well as five Herons and recently a Douglas DC-3 was added for charter work from Darwin, NT. Initially VH-EDC was chartered from Bush Pilots Airways and later VH-EWE was purchased from East-West Airlines.

In Western Australia Trans West Air Charter increased its service Perth-Leonora-Windarra-Laverton and return to twice daily as from August 27. Four days later it was announced that the contract for services for Robe River Ltd (an ironorej : miner) had been renewed for a further twelve months. This contract requires passenger/freight flights between Cape Lambert- Karratha and Pannawonica. The Australian Financial Review for July 11 reported that Airfast Group had purchased a controlling interest in Westralian Aviation (Services) Pty Ltd and its subsidiary Trans West Air Charter * * * * Civil Flying Services (WA) Pty Ltd timetable for July 1, 1973 lists commuter services :- Perth-Norseman-Esperance-Perth; Perth-Albany-Perth; Perth- Rottnest Island-Perth; Perth-Mt. Magnet-Cue-Meekatharra-Cue-Mt. Magnet-Yalgoo-Perth and Perth-Sandstone-Yeelirrie Station—Wiluna—Perth.

The Australian Financial Review for July 11, 1973, carried a story detailing the rebirth of Business Jets (Australia) Pty Ltd from the Business Jets Pty Ltd. In February 1973 the Melbourne-Swan Hill-Warrnambool-Portland routes of the original company were being operated by Piaggio aircraft owned by Forrester Stephen. In June the Department of Civil Aviation "renewed" the licences and the new company recommenced operations with a chartered Cessna 402 VH-BPX. The Fanjet Falcon VH-BIZ left Essendon Airport, V, on July 14 for Paris. Between December 1972 and February 1, 1973, it was marked as F-BRHB following painting instructions that were less than specific.

PAPUA NEW GUINEA NOTES

Draft legislation to establish Papua New Guinea's National Airline Commission was recommended by the Task Force at the end of July. Included in the provisions were the employment of expatriate staff willing to work for Air Niugini for a mutually agreed period. The appointment of Mr. R. Conley as General Manager of Air Niugini was announced on August 20 and by the end of the month it was confirmed that the airline would commence operations on November 1.

Included in the Papua New Guinea Government's 1973-74 Budget was a head tax for international airline passengers which would be applicable from October 1 * * * * The first PNG Minister for Defence, Mr. Kiki, was appointed on August 1 as part of a Cabinet re-shuffle. He was formerly Minister for Lands and Environment.

Over 3000 people attended the South Pacific Aero Club's Twentieth Anniversary Air Pageant at Port Moresby (Jackson) Airport on July 28. At the pageant, six Papua New Guinea and ten expatriate students were presented with their wings. The display also coincided with the Club losing the contract for the Papua New Guinea Flying Training Scheme to the Nationwide Aviation Space Academy at Cessnock, NSW.

A new airstrip at Sambori, in the Kabwum area of the Morobe District, was opened by the District Commissioner on July 31 and marked the end of two years work by the local people. It is 1800 feet by 150 feet and will be extended a further 200 feet later.

MUSEUM AND PRESERVED AIRCRAFT

The NSW Department of Technical Education's School of Aircraft Engineering has transferred its Sea Venom WZ910 from the Ultimo School to their newly erected hangar at Bankstown Airport. The aircraft, painted in an attractive

green and white scheme, without markings will be used in the training of apprentices from the airport workshops ***■»(• The CAC CA-18 Mustang Mk.21 VH—WAS that has been in open storage at Bankstown Airport for about ten years was moved to the Camden Museum of Aviation on July 7. The aircraft will be restored to its RAAF markings of A68-118, 78 Wing, William- town, who operated the aircraft from August 1949 to July 1950 * * * * John Gallagher of Loftus, NSW, has obtained the CAC CA—6 Wackett Trainer VH—DGR for restoration. The Wackett is in poor condition due to being in the open at Mudgee, NSW, for about five years and the action of vandals. It will be restored to its World War Two RAAF markings of A3-129 and it is expected that the work will take about two years. Aviation Historical Society of Australia Journal - 73 - September-October 1973

A museum will be established at Broome, WA, and place of honour will be given to the CAC CA-6 Wackett Trainer VH-AIY. The museum is estimated to cost $10,000 and already the Broome Lions Club has raised $1,100, MMA donated $1,000 and the Broome Shire Council will raise a loan of $5,000. The WA State Government has offered a dollar for dollar grant to a maximum of $5,500. The aircraft was owned by H.C. Miller and was presented to the Shire Council * * * * Bristow Helicopters Pty Ltd Wessex VH-SJD airlifted the CAC WIrraway A20—688 from the Midland Technical School's aeronautical annex, near Perth Airport, WA, to the Air Force Association centre at Bateman.

Additions to the "Warbirds" Aviation Museum and Supporters Club at Mlldura Airport, V, include the Lockheed Hudson A16-22 (fuselage only), Avro Anson (forward fuselage), CAC Sabre 32 A94—989 (stripped fuselage), De Havilland (Aust) Vampire T.35A A79-602 (almost complete except for engine). Consolidated Catalina I A24-46 (nose section) and Beech 18 VH-CLI (at Alice Springs, NT, ready for transport but without engines).

The gunsight from the Fokker Dr.1 Triplane No. 425/17 flown by Manfred von Richthofen, when he was shot down near Australian troops on April 21, 1918 was presented to the Australian War Memorial on June 26. It will be placed on display, together with other Richthofen material, at a later date.

THE NSW AIR RACE 1973 by T.W. Boughton

The NSW Air Race was held on July 21/22 In near perfect weather conditions. The route flown was Bankstown to Coffs Harbour via Maitland and Taree on the first day and Coffs Harbour to Dubbo via Taree, Maitland, Scone and Mudgee on the second. The event was well organised and attracted 191 entrants of which 174 actually started. Publicity was erratic at some airfields and this area will need improvement in future events If the message of general aviation is to be adequately com­ municated to the public.

The entrants covered a wide spectrum of interests and activities in aviation. Some operated their own businesses, others are indirectly connected while many others could truly be described as '"weekend pilots". The majority of aircraft entered were from the "big three" American manufacturers which demonstrates their dominent position in the Australian market. Older and more interesting types entered included : CAC Mustangs VH—BOY and BOZ; Lockheed 12A VH-ASV; Navion Rangemaster VH—WWE; VIcta/AESL Airtourers VH—EQG, PMC, RQL, MRI (withdrew at Mailtand with engine trouble) DAM, MVA, MUN; Austers VH-BYT, KDB, PUF, ADS, BDM, KAW, KCX, KBY, KBO; Fairchild 24R VH-ABZ; Klemm L.25 VH-UUR (nonstarter); Tiger Moth VH-BGR, KNX, RIN, AZF, CXY, GWG; ultra-lights - Tailwind VH-WAT (non­ starter); Minicab VH-SZT; Jodel D.11 VH-DRJ, Emeraude VH-DBJ and Starlet VH-CBS.

Prizes were presented for twenty-four categories and it is of interest to note the high placings achieved by pilots from Coffs Harbour — marked (CH) below. Selected results are :—

Handicap Section 1st Cessna 172 VH-DOK No. 151 Mrs. M. Richardson and Mrs M. Kentley 2nd Cessna 182 VH-SRH No. 78 A.C. Hogbin (CH) Fastest Time CAC Mustang VH-BOY No. 2 N. McDonald Best Amatuer Built Aircraft Jodel D.11 VH-DRJ No. 162 Dr. R.S. Jelliffe (CH) Best Vintage or Veteran Aircraft built before 1950 DH Tiger Moth VH-RIN No. 188 Mrs. C. Nolan (CH)

The last prize was donated by the New South Wales Branch of the Aviation Historical Society of Australia and took the form of a silver platter.

AIRPORT MOVEMENTS - December 1972 to May 1973

BRISBANE — Archerfield: Seen during a visit on 30.12 were ex Bush Pilots DC—3 VH—AEQ in a poor state. Drover VH—AZS, Mapmakers (PNG) Cessna 310 VH-ACB, ex Bush Pilots Cessna 172 VH-BPJ, Lake LA-4 VH-ETX, Yankees VH-ETL and ETN, Baron 58s VH-EUA and MTJ and Navajo VH—SGQ. A longer visit on 8.1 revealed Austers VH—ABA and BYI, the immaculate Hornet Moth VH—AMJ, Thorp T18 VH-ELW, Tipsy Nipper VH-CGA, New Guinea based Cessna 180G VH-SDA, Baron 58 VH-ETV, Bolkow Junior VH-EVG, Baron A56TC VH—AEA and gloss black Comanche 400 VH—TOZ. Under repair in the hangars were Aerial Tours Cessna 337 VH—AZW, Cessna 185C VH—DJU and the South Pacific Aero Club's Cessna 150F VH-PQG.

ALBURY: Among the twenty-seven aircraft present on 20.12 were Tiger Moths VH-AIJ, ARM and CJW, Auster VH-ADQ and Chipmunk VH—BSM under repair.

WAGGA WAGGA; Most interesting visitors seen were Mafair's Cessnas VH—BUX and BVY together on 6.4, Auster VH—BTB on 17.4 and Navajo VH-EYF on 19.4. Many twins visited including Baron 56TC VH-SUV on 5.1, Barons VH-FWR on 26.1 and VH-BZR on 11.2, Queen Air VH-AMQ on 15.2, Islander VH-FLD on 20.3, Cessna 401 VH-KRY on 25.3, Cessna 337 VH-AZW on 22.4, Cessna 320F VH-EGY on 31.1, Cessna 402 VH—BPX on 17.3, Cessna 310 VH—RCG on 14.2, Aero Commander VH—KRA on 17.2, Aztec VH—WAB on 13.2 and Twin Aviation Historical Society of Australia Journal - 74 - September—October 1973

Comanche VH-MED on 27.1. Other interesting visitors were Tasair's Cessna U206E VH-TSR on 18.4, Cherokee Six VH-BIC and Cessna 210K VH-MNG both on 17.1 and Cessna 172Ms VH-RLA on 22.4 and RXY on 2.3.

COOTAMUNDRA: Seen on 20.12 were Ceres VH-CDO under overhaul, Victa VH-MRF, Cessna 310 VH-AER, Cessna 180 VH-TDR, Cherokee Six VH—PPY, Comanche 400 VH—PYU plus several other Cessnas and Pipers.

GOULBURN; The sole hangar revealed Airtruk ZS—IGG being converted to VH—EYD, and near complete Volksplane and anonymous Tiger Moth. Outside were Fletchers VH—BBH and EOP of Goulburn Air Services and Cessna 180 VH—RFR.

ALBION PARK; Of interest among the aircraft seen on 20.12 were Tiger Moth VH-ALU, Emeraude VH-KHV, Austers VH-PMA and WCL, Cessna 336 VH-STQ and Cessna 414 VH-MAK. On 24.1 Cessna 320D VH-RLX and Cessna 340 VH-MAZ, both of Southbank Aviation, Piper PA22/108 VH—KFB and various examples of the Cessna and Piper range were noted.

MUDGEE: Noted on 26.12 were Tiger Moths VH-BKP complete and AOU dismantled. Pawnee VH-PEP being fitted with a new wing. The wreckage of Cessna 172 VH—EJC was hangared while Wackett VH—DGR was outside in about the same condition,

SCONE: A visit on 27.12 revealed Fletchers VH-BBG, BBM, EDP and EQC, Cessna 150G VH-RXO, Cessna 182 VH-AEL and Comanche VH-TMW.

QUIRINDI; On 27.12 Twin Comanche VH—TWJ was hangared while Auster VH—BCG was busy giving tows to gliders VH—GBO and GPA.

TAMWORTH: Of interest among the aircraft present on 27.12 were Ceres VH-CEC, CEG, CEV, SSV and SSY all out of service except CEG which was being made airworthy again. Still receiving attention in East West's hangar were AUSTRALIAN AID DC-3s VH-EYB and EYC. Other aircraft of interest were Tiger Moth VH-BUG recently restored, Cessna T337B VH-DPX and Cessna 414 VH-RZT.

NARRABRI: Seen on 27.12 were Tiger Moth VH-BBC, converted Pawnee VH-CWP, Twin Comanche VH-RHG, Cessna 180 VH-WIT, Bonanza VH-FWF, Mooney VH~ERL, Cessna 182K VH-DQO and the Namol Aero Club's fleet of Cherokee 140s VH-CPW and I AY and Cherokee Arrow VH-TUT.

WEE WAA: Seen on the strip south west of the town on 28.12 were Pawnees VH-FAW,*KJH, KLG and SGD, Cropmaster VH-CXS, Snow Commander VH-GCN, Cessna 180 VH-WSD, Cessna 210 VH-CMH, Dove VH-WST, Cherokee Six VH-PPY and Mooney VH-ERG. Located on a Strip about 2 miles south of the town were Dove VH-DSM, Cessna 150G VH-KUB, Cherokee Arrow VH-PXL, and the Nicholson Air Services fleet of Pawnees VH—TNA, TNC and TNE and Cherokee VH—TNB. Five miles south of the town on another strip were Cessna A188s VH-DNJ, KQJ and KVD.

MAITLAND: On 10.1 were seen the Newcastle Aero Club fleet of Cessna 150s VH-RNJ, RNY and RZJ, Tiger Moth VH-RNI and Debonair VH-RNT. Also seen were Tiger Moth VH-ASC plus another Tiger Moth being rebuilt and defying all attempts at identification and Tripacer VH—EJD awaiting recovering.

LISMORE; A visit on 9.1 revealed Auster VH-AEW, Cropmaster VH-SWC, Cessna A188 VH-KVJ under repair, Cessna 172H VH-RLT and Comanches VH-CDG and MOD.

COOLANGATTA: Among aircraft seen on 9.1 were Vampire N6-766, B.A. Eagle VH-ACN, Avro Cadet VH-AFX, Auster VH-BVY, Tiger Moths VH-RTA and WTM, Aztec VH-CUW, Cessna 337 VH-RGY, Cessna 206s VH-PJL and RPU, Cessna 205s VH-CWL and KNC, Cherokee 235 VH—PCA plus about ten other smaller Cessnas.

TOOWOOMBA: A visit on 30.12 revealed Cessna 310K VH-CML, Queenairs VH-FWG and RUU, Baron 58 VH-RUG, Debonair VH-RUV and Cessna 150G VH-GJC all of Unionair, Tiger Moth VH-BXF, Cessna A150K VH-RDG and Cessna 182H VH-PLH all of the Darling Downs Aero Club, Mooney N1298X c/n 2679, Baron VH-SJU, Auster VH-KCC, Cessna 182 VH-RJM still in Island Airways markings. Pawnees VH-KTA, RAO and SFG. Also seen were Bonanza VH-RPC, damaged Pawnee VH-PIK, Colt VH-KLL, Cessna 180 VH-MDK, Cessna 172 VH-DCO and Cherokee 140 VH-RJZ.

REDCLIFFE; Seen on 8.1 were Tiger Moths VH—IVN sporting roundels and SJC sporting a 'Donald Duck' motif. Super Cub VH—BAN, Auster VH—BYH, Cessna 172L VH—EKI and Cessna 182P VH—EKY both of Redcliffe Flying Services and Victa VH—MUQ.

MAROOCHYDORE: Seen on 7.1 were Austers VH-BYH and SJR, Tiger Moth VH-RTB, Ag Cat VH-PUQ, Cherokee Six VH-RUL, Bonanza E33A VH-TYQ, Mooney VH-RKF and Cessna 172s VH-DDN and RBS.

GYMPIE: A visit on 31.12 revealed Tiger Moths VH-BGE and PUI, Auster VH-KJB, Cherokee 180 VH-DGB, Cessna 172K VH-EIZ of Henebery Aviation and Cessna 150 VH-RGP.

MARYBOROUGH; During a visit on 31.12 were seen Islander VH-AIA, Cherokee Six VH-CIA and Cessna 182 VH-RJM all of Island Air­ ways, Cessna 205 VH-BNH of Unionair operating with Island Airways, Yankee Traveller VH-ETN, Bonanza 36 VH-FWZ, Cessna 182 VH-BXO and Cessna 180 VH-CDX.

BUNDABERG: Noted on 7.1 were Leopard Moth VH—BAH, Navajo VH—PNK and Cherokee Six VH—RJV both in Burnett Airways colors, Imco A9As VH-APC and MPJ, Victa VH-MTN, Cherokee 180 VH-EKA, Cessna 177 VH-DZD and Cessna 172s VH-DCB, EKS and RKO.

GLADSTONE: Present on 7.1 were Jet Rangers VH—ANC and UHJ, and Cessna 172s VH—DIR, KHH and RJD.

ROCKHAMPTON: Seen on 1.1 were Cherokee 180 VH-MCR, Cherokee Six VH-MCW, Comanche VH-MCY and Aztec VH-TIP all of Countryair, Cherokee Sixes VH-POR, PXG and PYV, Aztec VH-TGP, Sokol VH-DUE, Comanches VH-DEI and IPJ, Pawnees VH-SCL and SVA, Cherokee 140 VH-CWC, Tri Pacer VH-MGA, Cessna 182K VH-KOP, Cessna 172s VH-SJB and WKB and Cessna 180s VH-RJN minus engine and SAJ minus wings and engine, awaiting a rebuild. A later visit on 7.1 revealed most of the mentioned aircraft plus Aztec VH-PFD and Cherokee Arrow VH-BME both of Countryair, Fletcher VH-EOH, Cherokee Six VH-CHT, Bonanza VH-CHW and Cessna 182 VH-CDR. Supplement to Aviation Historical Society of Australia Journal -1- September—October 1973

AUSTRALIAN CIVIL AIRCRAFT REGISTER

ACCIDENTS AND INCIDENTS This information has been obtained from the Department of Civil Aviation Air Safety Investigation Branch and must be regarded as preliminary only. It may not represent the final report of the Branch for any accident or incident.

May 2nd Douglas DC-9-31 VH-TJO (47326) suffered bird ingestion while taking-off from Launceston, T. The take-off was abandoned and the aircraft was not damaged seriously. 3rd Cessna A185E VH-FLZ (1421) was carrying out a photographic survey of an active volcano on Long Island, PNG, when the aircraft lost engine power and ditched in a lake near the volcano. The three occupants were rescued by helicopter. 4th Britten Norman BN—2A VH—MKN (73) landed safely at Kuplano, PNG, after a propellor blade detached in flight near Kupiano. 5th Cessna 180 VH—SCB (32658) had departed from Kununurra, WA, when ground observers noticed fuel coming from a wing. The pilot was unable to be contacted and the aircraft was substantially damaged when It force-landed due to fuel starvation 90 miles S of Kununurra. 8th Cessna 150G VH—KUS (66051) overturned after the nosewheel sank In soft soil while taxiing at Belele Homestead, WA. 8th Cessna 180C VH—DSD (50890) crashed and burned while engaged In spreading operations near Tenterfield, NSW. The aircraft was des­ troyed and the pilot killed. 12th Beech 35—C33 VH—DHI (CD836) crashed In poor weather near Myponga, SA, while on a flight Moorabbin to Adelaide. The four occu­ pants were killed and the aircraft destroyed. 12th Piper PA25—235 VH—TSF (2639) was substantially damaged when the wing struck the ground while landing on a strip near Willatook, V. 13th Cessna 210L VH—MHC (59610) swung off the strip while landing at Gordon Downs, WA, and the undercarriage collapsed. 14th Cessna A185E VH—ELQ (1078) overturned while landing on the water at Abrolhos Island, WA. 17th Cessna A188/A1 VH—KVE (0194) suffered a bolt failure In the port undercarriage during take-off from a strip near Northampton, WA. The load was dumped and the aircraft landed. The undercarriage collapsed during the landing. 17th Cessna U206D VH—UBN (1375) had landed at Aseki, PNG, when the pilot decided to go around. The aircraft was unable to climb and crashed into a timbered ridge. The eight occupants suffered minor Injuries and the aircraft was destroyed. 17th Cessna 310K VH—RCG (0113) was damaged when the aircraft ran through a fence at Derrinallum, V, after the take-off was abandoned. 17th Cessna 402A VH—ROX (0123) was damaged when the starboard undercarriage collapsed while landing at Aeropelican, NSW. 18th Piper PA23—250 VH—DMG (2114) was substantially damaged when the port undercarriage collapsed on landing at Rabaul, PNG. 20th Cessna 402B VH—BPL (0006) struck a bird 10 miles S of Edward River, Q. The aircraft landed safely at Edward River. 22nd Piper PA25—235 VH—FUM (2763) struck a fence post during take-off from a strip near Derrinallum, V. The aircraft landed In an adjacent paddock and was substantially damaged when it struck several sheep. 23rd Bell 47G—5 VH—CSJ (2653) was hovering after take-off from Wllleroo Station, NT, when the landing skid struck a fuel drum. The heli­ copter rolled to the right and crashed to the ground causing extensive damage. 23rd De Havilland DHA—3/3 VH—FDU (5012) suffered a power failure en route Kangaroo Island to Adelaide. The aircraft was landed safely at Port Stanvac, SA. 26th Cessna 150F VH—DFA (63098) was damaged when it struck power lines landing at Wongan Hills, WA. 26th Sikorsky S—62A VH—ANE (62010) suffered engine failure near Polmaise Island, Q, en route Gladstone to Heron Island. The helicopter was landed on the water and the nine occupants rescued. The helicopter was taken in tow but rolled over and later sank. The helicopter has not been found. 28th Beech 65—B80 VH—AMB (LD320) departed from Nyngan, NSW, when the nose locker door opened and was struck by the port propellor. The port engine was shut down and the aircraft was landed safely at Nyngan. 29th Cessna U206A VH—GKL (0475) over-ran the strip on landing at Omkalal, PNG, and ran into an embankment. The pilot and sole passenger were killed.

June 2nd ASK—7 glider VH—GQP was flying near Camden, NSW, when part of a cigarette fell onto the fabric causing it to begin to smoulder. The glider landed safely at Camden. 3rd De Havilland DH 82A VH—ULR ('A17—584') was damaged when It struck a fence while taxiing at Berwick, V. 3rd Piper PA28R—200 VH—CUI (35700) landed with the undercarriage retracted at Nyngan, NSW, after the pilot was unable to get the under­ carriage extended. 6th Piper PA25—235/A1 VH—FAL (2289) took-off from a strip near Flowerdale, V, when the aircraft struck a tree and crashed. The pilot suffered only minor injuries but the aircraft was destroyed by the ensuing fire. 7th Cessna 172F VH—DOK (52819) was taking-off from Boorowa, NSW, when it struck a tyre marker and ran off the strip Into a fence causing substantial damage. 8th Bell 47J—2 VH—INF (1801) made a safe landing near Mount Vernon, WA, after engine failure. 9th Auster 111F VH—FBA ('MT393') was damaged when the starboard undercarriage collapsed on landing at Marulan, NSW. 10th Beech 58 VH—WBR (TH71) suffered damage when the nosewheel collapsed on landing at Dirk Hartog Island, WA. 10th Foka 5 glider VH—GZW suffered damage through a heavy landing after loss of directional control and subsequent early release from an aerotow near Campbelltown, WA. 11th CAC—18/21/A1 VH—IVI ('A68—119') crashed while engaged in aerobatic practice near Windsor, NSW. The pilot was killed and the air­ craft destroyed. 12tK VIcta 100 VH—MTG (44) overturned after making a precautionary landing near Bridport, T. 13th Cessna 182A VH—TOL (51304) crashed in fog and was burnt out near Brewarrina, NSW. The aircraft was destroyed and the three occupants killed. 13th De Havilland DH 82A VH—RVI ('DX750') struck a fence on take-off from Hardies Hill, near Ballarat, V. The aircraft was substantially damaged and the pilot seriously injured. 17th Champion 7GCAA VH—TUF (222/70) was substantially damaged when the port undercarriage collapsed while landing at Moorooduc, V. 20th Beech 95-B55 VH-CFO (TC713) was damaged when the left undercarriage collapsed after ground-looping when the brakes failed on landing at Wallaroo, SA. 21st Beech 65—B80 VH—AMG (LD424) was substantially damaged when the aircraft landed at Canberra, ACT, with the nosewheel retracted. The three occupants escaped serious injury. 24th Britten Norman BN—2A VH—AIA (15) was damaged when it struck a cow on take-off from Aroona, Q. 24th Cherokee 11 glider VH-GQE was damaged when it struck the ground heavily after being released from its aerotow at an altitude of about 30'atWhyalla, SA. 27th Piper PA28-235 VH—PWK (11024) struck a power line while landing at Miling, WA. 29th IMCO A9A VH—MPS (1242) was damaged when it force-landed in a cotton crop near Kununurra, WA, due to fuel exhaustion. 30th Piper PA28—140 VH—RSH (20965) was damaged when it lost directional control on landing at Bankstown, NSW, and ground-looped. Supplement to Aviation Historical Society of Australia Journal -2- September—October 1973

CHANGES OF OWNERS

MTK Victa 100 23 020672 C. J. Brown, Box 174, Applecross, WA. MTK Victa 100 23 070672 Trecon P/Ltd, 58 Oberthur St, Kalgoorlie, WA. MVJ Victa 115 51 050572 Northern Rivers Aero Club, Box 113, Lismore, NSW. MWH Beech A65/8200 LC300 020672 Masling Commuter Services P/Ltd, Box 220, Cootamundra, NSW. PBD Piper PA28-235 11148 030572 Mansfield Skyways P/Ltd, 2 Station St, Moorabbin, V. PDA Piper PA28-180 2808 240172 Whyalla Air Taxix P/Ltd, 24 Forsyth St, Whyalla, SA. PDE Piper PA28-180 4428 280472 R. Rutherford, 9 Zara Rd, Willoughby, NSW. PDS Cessna 172C 49216 220572 G.G. Scholefield, Paton Downs, Boulia, Q. PEI Piper PA28-150 20212 190472 W. Jay, 135 The Crescent, Flemington, NSW, PFB Piper PA28R-180 30805 140472 K. Gowland, 106 Ruby St, Emerald, Q. PGE Piper PA28-180 5791 240472 E. H. Wheeler, Campbell Ave, Crafers, SA. PID Piper PA25-235 2565 080672 Snow Commander (Aust) P/Ltd, Hangar 2, Archerfield, Q. PKS Cessna 172F 53153 210372 K. A. Kreutzberger, Rand, NSW. PLM Cessna 172G 53494 140472 L. Foster, 6 Seaton Rd, Highett, V. RAJ Wren 460/182G 5/460 110472 W. R. Drew, Box 5119, Boroko, PNG. RBJ Cessna 172C 49028 060472 G. Mayr, 6 Emville Court, Cheltenham, V. RDT Cessna T21 OF 0081 120871 Fulford Sales P/Ltd, Box 695, Albury, NSW. REC Cessna 172 29718 080372 Schutt Airfarmers P/Ltd, Box 83, Cheltenham, V. REC Cessna 172 29718 150572 P. Connell, 3/7 Russell St, Camberwell, V. RED Cessna 402 0130 130672 T.B.N. Airlines P/Ltd, Box 665G, Launceston, T. RFR Cessna 180C 50749 300572 C. B. Williams, Box 39, Boorowa, NSW. RHR Cessna 182D 53130 120572 G.l. Coad, 7 Hall St, Kerang, V. RHV Cessna 172G 53975 020672 Ansett General Aviation, Box 220, Bankstown, NSW. RIX Cessna 3100 0083 090672 Hazelton Investments P/Ltd, Box 12, Cudal, NSW. RJW Cessna 172C 49189 020672 G.W. Skelton, Crane St, Warialda, NSW. RLK Cessna 172H 55430 140472 D. R. Crossing, Wonga Station, Broken Hill, NSW. ROO Cessna 150F 62587 190572 Rex Aviation Ltd, Box 51, Bankstown, NSW. ROY Cessna 337A 0320 080272 Vowell Air Services P/Ltd, Stuart Rd, Tyabb, V. RPS Cessna 182N 60421 040472 Rossair P/Ltd, Airport, Parafield, SA. RPZ Cessna U206A 0474 240472 W.F. Suhr, 13 Wells St, Frankston, V. RQH Victa 115 105 020672 A. E. Bradbury, 97 Picnic Point Rd, Panania, NSW. RRG Piper PA18-150 8865 080672 Anson Holdings P/Ltd, Front St, Mossman, Q. RSK De Havilland DHC-1T-10 211271 W.F. Suhr, 51 Beleura Hill Rd, Mornington, V. RTE Cessna 182F 54661 020672 N, Longdon, Johnson St, Derby, WA. RTF Piper PA24-260 4359 231171 Civil Flying Services P/Ltd, Box 210, Cheltenham, V. RTF Piper PA24-260 4359 230572 S. H. Smith, Olive Downs, Maxwelton, Q. RTM Piper PA18-150 8607 140472 Victorian Motorless Flight Group, 26 Springfield Rd, Box Hill, V. RVZ Piper PA28-140 20420 230572 N.A. Lee, 7 Owen Court, Thomastown, V. RXA Piper PA28-160 574 030372 W.l. Scammell, 7 Glyn Court, Cheltenham, V. RXH Cessna 150G 65151 090572 Redcliffe Aero Club, Box 120, Redcliffe, Q. RXQ Cessna 150G 65197 120572 Warrawong Motors P/Ltd, 103 King St, Warrawong, NSW. RXS Cessna 150G 66542 180472 Westralian Aviation Services P/Ltd, Airport, Jandakot, WA. RZD Cessna 150G 64547 170572 Westway Air Services P/Ltd, 72 Egham St, Victoria Park, WA. SAE SIAI S.205-22R 4/129 080572 Smithfield Forge & Engineering P/Ltd, 62 Market St, Smithfield, NSW. SAV SIAI FN.333 0101 030372 R. A. Lee, 39 Herbert St, Parkdale, V. SDJ Piper PA22-150 4076 150572 Hecker & Co. P/Ltd, 207-215 Lennox St, Maryborough, Q. SEB Auster 5 1916 110572 I. V. Allen, 43 MacMahon St, St. Arnaud, V. SFN SIAI SF.260 122 160372 Schutt Aircraft P/Ltd, Box 83, Cheltenham, V. SJL Auster JIB 2692 060672 Southern Downs Aero Club, 55 Guy St, Warwick, Q. SMR Piper PA25-235 2835 260572 T. R. O'Neill, Box 439, Port Lincoln, SA. SNO Mooney M20C 3064 080672 E. A. Boreham, 3 Fourth Ave, Sawtell, NSW. SQA Beech A23-19A MB289 020572 Hoxton Park Flying School, Post Office, Hoxton Park, NSW. SRP Piper PA23-250 3542 220671 Macair Charters P/Ltd, Box 556, Lae, PNG. STG Piper PA28-140 21159 180572 Hobbs & Walters P/Ltd, 196 Adelaide Tee, Perth, WA. SUE Cessna 31 OP 0132 170572 Rex Aviation Ltd, Box 51, Bankstown, NSW. SUE Cessna 31 OP 0132 020672 M. J. Marshall P/Ltd, 92 Belmore Rd, RIverwood, NSW. TIG De Havilland DH 82A 270472 L.K. Hatfield, 18-20 Brucedale Cres. Park Orchards, V. TMK Mooney M20E 1017 250572 J. D. Roulston, Box 493, Carnarvon, WA. TOR Auster J5G 2928 180572 G.M. Moore, 21 Boyce Ave, Austinmer, NSW. TPG Cessna 180B 50611 130672 Seaplane Charter P/Ltd, 23 Minamurra Ave, Pymble, NSW. > TPL Piper PA28-180 2199 210472 B. Noble, 6 School Rd, Rochedale, Q. TSG De Havilland DH 82A 040472 Citizens Investments P/Ltd, 21 Archer St, North Adelaide, SA. TSJ Piper PA25-235 4769 270372 Trojan Aerial Services P/Ltd, Box 159, North Adelaide, SA. TTM Cessna 31 OB/A 1 35654 010572 Schutt Airfarmers P/Ltd, Box 83, Cheltenham, V. TWC Victa 100 10 080672 N. A. Small, Park St, Tumbarumba, NSW. TYJ Beech E33A CE192 180172 Hawker De Havilland (Aust) P/Ltd, Birnie Ave, LIdcombe, NSW. TYK Beech A23A M1073 050572 Hoxton Park Flying School, Post Office, Hoxton Park, NSW. UBN Cessna U206D 01357 260472 Islander Aircraft Sales P/Ltd, Box 130, Lakemba, NSW. UBU Cessna 207 00119 240372 Norwest Air Charter P/Ltd, Box 174, Smithton, T. UCB Cessna 182N 60206 010672 Robin Thomas Investments P/Ltd, Box 41, Warrawong, NSW. UEH Beagle A109 B526 110472 E.M. North, Rafterys Rd, Shepparton, V. UEI Druine 1947/50 179 270472 C. G. Graham, 7 Claremont St, Coburg, V. UQB De Havilland DH 80 2051 170572 S. D. Marshall, Hangar 273, Aerodrome, Bankstown, NSW. WAF Piper PA28-180 2529 170572 B.S. Stillwell - C.F.S. P/Ltd, Box 210, Cheltenham, V. WBO Beech A36 E197 180572 Airwork Australia P/Ltd, Airport, Jandakot, WA. WDW Beech 35-C33 CD1037 010572 Brett Parker Formal Hire P/Ltd, Box 175, Caringbah, NSW. * iiilii 'iiii liiiilii iililii

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iililii III iiiiiiii iii«^ General Dynamics F—111C A8-125, the first aircraft to land at RAAF Base Amberley, Q, on June '^fter the trans-Pacific ferry flight. R. Cuskelly

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General Dynamics F—111C A8—128. R. Hitchins

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ill «iK!SSSis" ■ The black and red markings of 76 Squadron will no longer be seen as the Squadron, ceased flying on August 22, pending disbandment. Mirage 1110 A3-13 at RAAF Base Williamtown on August 29, 1973. N. M. Parnell * ■

Boeing Vertol V107/11 that was operated in Papua New Guinea by Helicopter Transport Pty. Ltd. and carrying dual registrations of VH—UIA and N6682D. Photographed at Mt. Hagan on October 12, 1971. D. Thollar llllllll iriiiliiiM 11 ■■■ si

left: Piper Navajo VH—SAO, operated by Arnhem Air Charter, Darwin, at Katherine, NT, July 28, 1973. right: De Havilland DH 114 Heron VH—CJS in Altair markings at Perth in August. This, the prototype Heron, was purchased from Cimber Air of Denmark who operated it as OY-DGS. both R. McDonald iiil ...... i'iii

llllllill.. illiB ii■illiliilll ■ill llli I.il ■il Ayers Rock, NT, provided the back-ground for Connair Queenair VH—CMI, Heron VH—CLT and Navajo VH—CLU on December 31, 1971. J. L. Bell