NUMBERS by G. Goodall Wambianna Station, Trangie, NSW. Hodder’s association with the Eagle was by no means over however as he was to buy it back in October, 1949, when he was based at Casino, NSW. The following year he returned to Sydney, then two years later he established an aircraft maintenance operation in one of the old hangars on Parkes aerodrome in central NSW. Hodder and his Eagle became well known identities in the district for the next two decades. There was however a brief break in their associa­ tion when ACN was sold to Mr. B. K. Larkings of Inverleith Station near Tottenham, NSW, but it returned to Hodder after only five brief months to once again take up residence at Parkes. The final break came in early 1970 when Hodder sold the Eagle to Mr C. Monk of Sydney. The Aircraft was based at Camden Aerodrome for the next three years until obtained by Mr B.A. EAGLE VH-ACN Cliff Douglas of Tallebudgera, who is estabhshing T*'® Klemm Aeroplane Co. Ltd Eagle was brought on to the Australian Register Coast VH-ACN^wTs finaUy^trucrofnhe Cwfl

^ build designs based on the German senes of for charter work. On 29 December that year, the 1974 it was stored in a hangar at Coolansatta Klemm light aeroplanes. A factory was undercarriage was damaged when the air^aft Airport unti Ser i 97^^^^^^ estabhshed at Hanworth Aeordrome, Middlesex, struck a spot of soft sand when landing at To Mr Do^s’ P^perty at’xaUeLdge^was movedawait- mitiaUy producing the Swallow which was based Mascot. During its CofA renewal inspection in ing completion of his museum proiect on the Klemm L.25 and then the Eagle, based February 1941, the logged airframe time had P J • superficially on the Klemm L.32. The Eagle jumped to 445 hours, showing a good utilisation REFERENCES was a sleek, low-wing retractable undercarriage, of some 158 hours in its first year in AustraUa. 1. DCA Aircraft Files Australian Archives ^bin monoplane of wooden c»„stoction with Hodder Dew the Eagle from Mascot to ’ Me borne «ats for two passengers behind the pilot, and Melbourne on 12 April, 1942, when he took up 2 Civil Aircraft Register Denart US excellent performance made it popular for ^ position as a ground engineer with Ansett ’ Sansport - .me o all racmg and tourmg alike. Airways at Essendon. The aircraft, now painted . .1, o ® “mpany changed its name jn camouflage to comply with wartime regu- Jackson, A. J. British Civil Aircraft to the British Aircraft Manufacturing Co. Ltd anions, was based at Coode Island Aerodrome, ^ince 1919. - London,. Putnam, and announced a new deluxe version of the Eagle tut did little flying due to the severe petrol . w t n p p h-. .r -r u , to be known as the B. A. Eagle 2 A total of 37 rationing. It was maintained air airworthy S?No‘7 Technology of the new model was built, includmg a solitary condition throughout the war however and 1945 “"‘Jcrcarriage version for Mr. Hector saw it once again based at Mascot Aerodrome - Brisbane. (Queensland Museum) O. Hamilton of London. This unique aircraft, Sydney. On 27 August the undercarriage was 5. Tyrrell, M. The Lady Southern Cross constructor s number 138, first flew at Hanworth once again damaged in a landing accident after a Journal of the Aviation Historical Society ^ ^ British C of A joyflight, but the Eagle was quickly repaired and of Australia. - October 1965 on 6 August, as G--AFAX Later on the 28th of sold on 1 February, 1946, to Sydney Austin of that month, as “No. 14”, it took part in the Folkestone Trophy Race, its neatly spatted fixed undercarriage causing some interest. ■11 Mr. Hamilton kept his Eagle based at Shoreham until June 1939 when it was sold to Mr. John D. Hodder who flew it to Kanbauk in Lower Burma. Jack Hodder was an Australian mining engineer who had caused headlines around the world in August, 1937, when he made an extensive search of Aye Island off the coast of Burma following the discovery of some aircraft undercarriage parts by local fishermen. These parts were subsequently identified by Lockheed as being from an Altair and Hodder’s search located more wreckage at a cliff face on the island, confirming the fate of Sir Charles Kingsford Smith and VH-USB, Lady Southern •Cross. Shortly after obtaining the Eagle, Hodder returned to his home in Sydney, flying G-AFAX through Malaya and the East Indies to the West Australian coast and following the coast south to Perth. He left Perth for Sydney on 17 November, 1939, finally reaching Mascot Aerodrome, Sydney, later that month. G-AFAX was inspected by a DCA aircraft surveyor on 16 February, 1940, and found to be in good condition with a total logged airframe time of only 286 hours 50 minutes since built. The

Heading photo: VH-ACN soon after receiving its Australian registration (J. Hopton). Right fop;'ACN at Parkes, NSW, circa 1960 (J. Hop- ton). Right: 'ACN as it is today at Tallebudgera (F. Harris). ll II ■ ■11■ iilll lit iimm ig I. VOLUME 18, NUMBER 3 JULY/SEPTEMBER, 1977 llli■■ AHSA 1 ■ ■llliHI iiiii cMtenis ■llliiliB PAGE It; AHSA ADDRESS P.O. BOX 212 -ACN 50 ll EDITORIAL ADDRESS 46 SPRING STREET, QUEENSLAND AIRLINES...... 52 THOIVIASTOWN,“V lC. 3074,,,. ii: ...... 62 ■IHI ...... ■III HIRD LEVEL AIRLINES...... 66 IIIII 111 'llli ili ■ 70 iii QUEENSLAND.AIR NAVIGATI VICE PRESIDENT (PROMOTION) 111 BEN DANNECKER iSiHllB PHOTO PAGE...... : ll ,72 HONORARY SECRETARY • -•i- '■ • ^ * I ii BILL DONOVAN iii \ ■Iii I TREASURER ■I .... I IAN-McArthur "^1 ■1 Ii SUBSCRIPTIONS SECRETARY MIKE MADDEN emme lii|i Colour Prints of Aircraft. IMP ■ A new service from tht Society is on a three months trial. We will be offering Hi twelve different prints per month for purchase by our members. Print size is 5" x 7" EDITOR and they are priced at $2.00 per print, or $2(^p0 foahe set of twelve. PETER MALONE The first set comprises: ■■III■ii JOURNAL EDITOR ill pi FRED HARRIS1| 1. VH-ABM& DH104 Doves Parafield \ Bojfi th North Coast ...... \/l-4,ARK...... -...... Airlines marks. %: EDITORIAL STAFF .10 lailliielm 2. VH-AEF T, Cessna 337 West Beach Skytours. DAVID ANDERSOtv if BARRY PATTISON m 3. VH-BDZ T Cessna 402 West Beach Emu Airways mm 4. VH-BYJ Austerlll Moorooducl Red - Yellow - White lllllllll! 5. VH-CJP ' Mitsubishi Mu2G Essendon ’ Forrestair - Wards Air iiiii Service logo. i! 6. VH-EMJ .Bell 212 Longford ESSO Helicopters 7. VH-EXG Catalina Essendon Executive Air Services Membership is for one full calendar year and ill 8. VH-FDU DHA3 Drover / Parafield Coveair includes both Journal and AHSA News. ilil Annual membership fees of $12.00 (Aust­ 9. VH4AJM Dragon Ra - ill- ' ralian currency) will be due for renewal 10. VH-KBH' AusterJ/5 Ballarat ^ * during January each year. 11. VH-MFN VictalOO Swan Hill rray Flying IliiW W INFORMATION FOR AUTHORS All manuscripts for publication in the Journal 12. VH-MVB Navajo Chieftain Mildura urray Valley Airlines shputd be typed or clearlV handwritten on ■iiii ill one side of each sheet only, and must be ui ^^-ru double spaced. Photographs should, where Make cheques, postal notes, or international WioWyl ord|Tr payable to The possible, be either one column width i Aviation Historical Society of Australia” and forvvard^wi|i ^ur detailed order for l2-3/8in.), v/2 column width (3%in.), two ^ required prints to : P.O. Box 212, Footscray Vtd 3011. |le/se add 10c for postage p- -cP individual p-m, „,de,ad or 40c for pcage of ,|4 », of twelve. Your

preferred. All negatives will be retulned; support will determine if this service will continue. ^ photographic prints will be returned if marked "Return to do not crop”. H|i| All work on this Journal is voluntary and no payment can be made for published material.

Published by: Aviation Historical Society of cover.... Australia, P.O. Box 212, Footscray, Vic., ^■1 Ilf! 3011, Australia. RAAF Chinook‘Wircopter A15-007^froiTi 12 , . iadron, Amberly air- lifting one of the two surviving^ Tfackers damaged in the disastrous fire © 1977 Aviation Historical Society of Australia. at Nowra on 4 December, 1976. The 'airlift tQC^-iplace in two stages - from/NAS Noyvra to HMAS Melbourne and,Jrorrf Melbourne to Banks- ISSN 0045- 1185 townl ' ForHhe'second stage, the Chinooks Tendevoused with the carrier Printed by: Maxwell Printing Services Pty. three miles'east of Botany Bay Heads and lifted the two fuselages 20 miles Ltd., 669 Spencer Street, West Melbourne, across Botany Bay and over a route following the Georgs River to Banks- Vic., 3003, Australia. town. (Aircraft)

51 ueensland ill ■III IBjli;

ii ili iri/nes

■ By J.C. WILSON expenditure incurred in sending Adair overseas for preliminary planning, agency options etc., obtained by himself as a result of a visit to the iliimiiiii USA), and 27,400 Ordinary shares were held in reserve. The registered office of Aircrafts Ltd was ■■■i Founder of Q.A.L., Ron Adair. in Sturmfels Building, Creek Street, Brisbane. A prospectus was published for the new firm and its objects were: 1. To establish and develop commercial air routes etc., within the State of Queens­ ■■I II land or elsewhere in Australia. 2. To construct aircraft in Brisbane or else­ ■ where in Australia to plans and specifi­ cations embodying the latest features in During the 1920s, the sound of an aero­ and Toowoomba. The main intention was to safe and efficient aerial transport as con­ plane flying over the vast Queensland outback carry newspapers for the Courier, a Brisbane ducted commercially and investigated by caused virtually all heads to turn skywards. In newspaper, and passengers to be carried back to R.S. Adair in his overseas trip. those pioneering days, flying was an adventure Brisbane. 3. To exercise tentative agency options for and passengers were often considered to be Australia, secured by Adair, covering aero­ daring, sometimes foolhardy, f lyers made a living It was an experimental service and among the founders were Ron Adair (Chief pilot and planes and engines of world-wide fame, by stunt-flying, barnstorming and charter work - instruments and accessories. anything to keep themselves airborne. Ronald S. managing director) and George Boehm (Chief Adair was one of these. engineer). They had three aircraft - an Avro 4. To secure contracts with the Common­ (120hp Airdisco), a D.H.9 (probably G - AUFB), wealth Government of Australia. At the outbreak of World War I he en­ and one other which crashed in early 1927. listed in the A IF in 1915. While stationed in In June 1928, Adair announced that his Egypt in 1916 he transferred to the Australian The company ceased business in 1927 due company had secured the Queensland agency for Flying Corps. His first flight over the Turkish to a technicality in its charter and, on 5 August the Avro Avian. (Several Avians shown in the lines was with Major Oswald Watt in a BE.2c 1927, Aircrafts Pty Ltd was incorporated, fleet list, although registered to APL, were not bi-plane armed with .303 rifles against Turkish founded by Adair to cover his own interests in actually operated as company aircraft.) aviation. On 24 March 1928, Aircrafts Ltd aircraft flown by German pilots. Adair was was In Queensland he resumed charter and joy mentioned in dispatches during a bombing raid registered and promoted by Adair in association with, as provisional directors’, Messrs W. J. flights from Brisbane and, during a flight to North on Ismalia for unusual devotion to duty; moving Queensland in 1928, he had his narrowest escape aircraft -o safety whjle under fire. O’Sullivan (Master printer and director of Jackson and O’Sullivan, a printing company), G.E. from death. At a height of 1000 feet near Bowen, Some of his exploits were mentioned in Green (Managing director of E.G. Eager & Sons the Avro Avian he was piloting, struck a hawk, the oificial war history of the Flying Corps. On Ltd - a car firm) and A.H. McManus (Company which caused the propeller to disintegrate. The 15 April 1918, R.S. Adair and Camm (Observer), director and merchant), all of Brisbane. resulting vibration caused the engine to wrench whiic on patrol ran into three German Albatross itself gompletely away from the aircraft. Adair Scouts. The fight began at 9000 feet and they Nominal capital of Aircrafts Ltd was fought for control of the aircraft as it spun to shot down two of the enemy. On another occa­ I 50,000 in f 1 shares of which 20,000 Ordinary earth and managed to pull the aircraft out of sion, when taking off in a Bristol Fighter loaded shares were offered for public subscription. the spin and safely land it on a saltpan without with bombs and machine-gun ammunition, the 2600 Deferred Ordinary shares were issued to injury to himself or his passenger. Aircrafts Pty Ltd (as part consideration for wheel parted from the aircraft and, although the By his own flying example, and by cajol­ (ightci was damaged, the bombs remained intact ing the local authorities into setting aside areas during the landing. Below: Avro Avian, VH-UHZ was the first of of land for aerodromes, he was personally respon­ Returning to Australia in 1918, Adair the type to be registered by Aircrafty Pty Ltd sible for the establishment of a number of aero­ acquired an Avro 504K in which he made the (J. Hopton). dromes throughout Queensland. first flight up the cast coast from Sydney to Brisbane in the remarkably good time of five hours 30 minutes. He landed on the Albion ITats in Brisbane, now the site of the Windsor Park sports oval, and from this improvised landing ground he took many people on their first joy flights over Brisbane. Adair then set out on his barnstorming tour of western, central and northern Queensland, giving people in these areas their first glimpse of an aircraft. He flew over vast tracts of the outback which had never been mapped. There were no prepared aerodromes then, and he often landed in clearings, in parks, on racecourses and in small paddocks, not knowing what lay hidden in the long grass. Joy flights to interest Queens­ landers in aviation, mercy and charter flights, continued until 1924 when Adair inaugurated the first regular air service out of Brisbane over the ranges to Toowoomba. In late 1926, Courier Aircrafts Pty Ltd was formed, and flew services between Brisbane tralia to defend a city from an “air attack”! In 1934, it was Adair who piloted the first plane to fly from Brisbane to Adelaide in one day. In the following year, a second Waco, VH- UAX (ex- G-ACGJ), was added to the APL fleet. This aircraft later crashed near Brisbane on 3 May 1942. In 1935 the Hawk Moth, VH-UOY, was lost in an accident. At 5:40am on 12 May, it had taken off from Archfield, Brisbane, for Maryborough, Bundaberg and Rockhampton with a load of VOOlbs of newspapers. The pilot was Adair, and he returned to the airport soon after take-off as the engine was missing badly. It was still dark and he landed with flares, smash­ ing one wheel and causing the petrol pipe to burst on to the exhaust. Adair escaped, but the Moth was destroyed in the resulting fire. It had been insured for £2000. In April 1936, the D.H.84 Dragon, VH- UXG Riama, was added to the APL fleet, fol­ lowed in June 1937 by VH-UZZ, Riada (ex- G-ADDJ). These two aircraft gave many years of good service and eventually were joined by VH-AAC and VH-AIA. The Drapn, VH-UZZ, was impressed into RAAF service in January 1940 as A34-3 and not returned to the company. The ex ANA Dragon Rapide, VH-UUO Yuptana, was also used by Q.A.L. at one stage prior to 1950. With the introduction of the D.H.84s, services were expanded to Goondiwindi and St George, Rockhampton and Mackay, Kingaroy, Monto, Wondai and Thangool, thus bringing

Below: Aircrafts Pty Ltd's Waco 10 T, VH-ULV at Archerfield. Bottom: DH-75 Hawk Moth, VH-UOY, on the beach at Moreton Island near Brisbane. Note the name "The Hawk" on the nose. also the fish on the line strung between the engine and strut (Author's photos). Two more Avians that were registered to APL were VH-UIL (top) and VH-UJG (above) at Archerfield (Author). His name was by now a household word. In 1928 he caused a flutter when he landed his bi-plane on a fairway at Wynnum Golf Course near Brisbane. While the aircraft was displayed at the local show, he had a round of golf, and later took off from the same fairway and flew back to Brisbane. In October 1929, Adair opened a thrice- weekly service from Brisbane to Toowoomba, bought a three-seat Waco, VH-ULV, and several Moths and continued charter and taxi work. He purchased a six-passenger Hawk Moth, VH-UOY The Hawk, in September 1930 and with this aircraft operated the Brisbane-Toowoomba service daily. A service to Maryborough was also opened in 1930. Those were the days when he used to take the first fishing parties to Moreton Island, near Brisbane, for the weekend using the Hawk Moth, VH-UOY, and also made the first landings on the beaches at north and south coast resorts. Route Flying was now being introdueed into Australia and, in the early 1930s, Adair operated the first regular air services up the coast to Mackay. Adair also blazed the trail to the Cracow Goldfields using the Waco, VH-ULV and in 1930-31 flew geologists, machines and food supplies to the field and returned to Bris­ bane with gold specimens for analysis and bags of bullion worth up to f 35,000. He was one of the first to make night ■■I landings at Fagle f arm, Brisbane, aided by keio sene flares and a motor car headlamp fitted to the wings. In 1930, he carried out a mock nighl air raid on Brisbane as part of a publicity stunt The city was defended by three searchlights and enabled it to render wartime service of which the company was justly proud. In July 1940 A.P.L. purchased a British Aircraft Eagle II, VH-UTG, from R.T. Vincent of Geelong, Victoria. This was operated until sold in June 1944 to the Queensland Flying Training School in Brisbane. The aircraft even­ tually went to East West Airlines. The D.H.84, VH-AAC, (ex A34-10) was added to the fleet in August 1944 after being released from the RAAF, followed by VH-AIA (ex A34-97) in October 1945. In November 1944 VH-AAC was sold to Man- dated Airlines in New Guinea but VH—AIA continued until August 1947 when it was sold to Butler Air Transport. The Lockheed Lodestars, VH-ARY, (ex callsign VH-CAC) and VH-ARZ (ex callsign VH—CAA) were purchased in 1946, although these saw very little service with APE. Both

Above: Waco UlC -UAX at Archerfield, October 1935 (J. Hopton). Right: VH-UXG, Riama, was the first of APL's DH-84 Dragon fleet (Author). the advantages of safe air transport to the people of the country areas as well as to the coastal cities. Many of the early services provided by APE were charter and joy flights. The following was a July 1936 advertisement for two round trips in the vicinity of Brisbane BRISBANE Aircrafts Proprietary Ltd. Round trip:- Bramble Bay, Petrie and Pine River (40 miles) 1 passenger .... £2.10.0 2 passenger .... £4.4.0 Along Brisbane River to Ipswich and return 1 passenger .... £3.3.0 2 passenger .... £5.5.0 Transportation by car to and from aerodrome 10/- extra. He later took part in several ferry flights were sold to the New Zealand National Airways Whilst retaining his interest in the com­ ferrying Catalinas from the U.S.A. to Australia Corporation in May and August 1946 respectively, pany, Adair joined Qantas in 1936 to obtain and he received a letter of appreciation from A third Lodestar VH-BAG (ex 42-32174, overseas experience, flying D.H.86s regularly to Singapore and later becoming a Commander the American Government. ex callsign (VH-CEE), was added in November After the evacuation of Singapore in 1946 and APLs first DC-3, VH-BBV Wide of the four-engined Short ‘C’ Class Empire 1942, Adair (because of his engineering quali- Bay (ex 42-92547 ex A65-32 ex callsign VH- Flying Boats. His engineering knowledge came fications) was selected as Aircraft Production CUD) was purchased in September 1947, both in handy at Karachi. Whilst refuelling a flying Manager for N.S.W. for the repair of engines from the Commonwealth Disposals Commission, boat, two huge cowls were blown overboard and aircraft during World War II. He returned The company then began a policy of naming and sank. Undeterred, Adair fashioned two to his old company after the cessation of hos- its DC-3 aircraft after rural areas of Queensland, replacement cowls from galvanized iron. tilities and planned the first direct service from These names disappeared when the aircraft were Below: VH-UZZ, Riada, gave many years of Brisbane to Melbourne in 1946. The extension painted in the colour scheme introduced by good service before being impressed as A34-3. of the Servicing and Maintenance Division Ansett—ANA in the late 1950s. Right: DH-89 Rapide, VH-UUO in Queensland of the company to meet the requirements of Airlines markings while on lease from ANA the Allied Air Forces and the Department of A half share in the company had been (Author's photos). Aircraft Production during the War period sold to Truth Newspapers in 1946 and in the Jilialilii ■ ■I ■■ near the airport boundary. The aircraft caught fire almost immediately and the fuselage was completely gutted. The crew, pilots J. Martha and R. Cook and hostess N. Ferguson, and the eighteen passengers lost their lives. The cause of the crash was found later to have been faulty stowage of freight causing an upset in the air­ craft’s centre of gravity. Services to Stanthorpe and Warwick proved to be unprofitable and ceased. In Feb­ ruary 1952 Q.A.L. began the first Brisbane - Toowoomba - Sydney service using Butler Air Transport DC-3s. By November 1952 Q.A.L. were operating the service on Mondays, Wed­ nesdays and FridaysTeaving Brisbane at 12:50pm and arriving in Sydney at 4:45pm. This service ceased within a few years. At this time Q.A.L. were also operating twelve flights weekly over various sectors from Brisbane to Rockhampton to Longreach; three flights ^weekly to Sydney; two flights weekly to Goondiwindi and St. George; two flights weekly to Gayndah, Monto and Thangool; and three flights weekly to Kingaroy and Wondai. Q.A.L. was prospering and in 1955 paid £20,655 to Butler as profits.

Q.A.L. assisted many towns to establish their airports »by providing financial and/or technical aid. The airports of Monto and others in the Burnett Valley are examples of this assistance. ■ ■ Below: Departure from Brisbane of first Brisbane-Toowoomba-Sydney service, using B.A.T. DG-3s, February 1952 (Author). Top: During the war years, APL operated Air Transport and their services linked at Coff s BA Eagle II, VH-UTG. Above: The ill-fated Harbour,. Goondiwindi and Cunnamulla and Lodestar, VH-BAG at Archerfield. Soon after later on connected at Coolangatta and Moree. purchase by APL in December, 1946 (J. Hop- It was in 1947 that services were provided ton photos). to Emerald, Clermont, Alpha, Barcaldine and Longreach and also extended to Dalby and following year this share was taken over by Butler Air Transport which then had a con­ siderable double network in both NSW and Queensland. A curious sidelight to this take­ the Blair Athol Open Cut Mine in 1948 and over was the fact that Ivan Holyman (one of many ambulance flights, emergency blood the founders of ANA) had personally bought transfusion flights and other mercy missions, 1500 shares in the company which led to many in cases of life or death, were all testi- ^ numerous reports that ANA had taken over. monies .of the value of the services rendered L ^ Butler Air Transport had by now purchased to the state by Q.A.L. 93% of the company’s stock and the company, In 1949, the company was to lose the became a subsidiary of B.A.T. In 1948 the Loadestar VH-BAG in a disastrous crash. At company changed its name from Aircrafts 11.15 on the morning of 3 March, the Lodestar Proprietary Limited to Queensland Airlines took off from Bilinga (now Coolangatta) Aero­ Pty Ltd. The change of name to Q.A.L. typi­ drome for Brisbane with twenty-one people fied the ever expanding policy behind the on board. After gaining a little height, it went ||B company’s service. It was a name that was to sharply over on one wing and apparently stalled, |y|% guarantee wider and better service backed by crashing into three feet of water in a swamp over twenty years of pioneering air service. 200 yards from the southern end of the strip Inland Air Services Pty Ltd has operated on services from Brisbane as far west as Cun­ namulla from 17 March 1948 to 29 October 1948 using the Avro Ansons VH-BAB (ex W2188) and VH-BAC (ex DG730) which had been registered to I.A.S. on 20 January and 31 March 1947 respectively. This company was purchased by Q.A.L. in 1948 and the two Ansons joined the Q.A.L. fleet. In March 1948 the Anson VH-BFY (ex EF918) was purchased from New England Airways of Lismore and remained in service until March 1949 when it was withdrawn from service. In October 1949 VH—BAB operated under charter to East West Airlines following the loss of their Anson VH— BDO (ex W2565) on 12 October 1949, when it was written off in a forced-landing accident at Tamworth. Q.A.L. enjoyed a close liason with Butler

Right: Queensland Airlines' Avro Anson, VH-BAC at Archerfield. Queensland has always had a reputation for being an air-minded state. This was verified in a Q.A.L. survey published in 1953. In 1952 Maryborough citizens numbered 14,400. From that population 10,264 tickets were bought. Bundaberg’s 16,000 bought 9,638; Clermont’s 2,074 bought 1,543; and Barcaldine’s 2,000 bought 1,351. In relation to their populations, the passengers and freight loads carried in and out of small country towns was excellent. In 1954 Q.A.L. lost its first DC-3, VH- BBV. On 14 March the aircraft, under charter to Australian National Airways, had flown from Brisbane to Mackay via Rockhampton carrying newspapers. It arrived at Mackay at 4:00 am, tne newspaper unloaded, and took-off for Rockhampton on the return flight at 4:21am. Within a minute of take-off the aircraft had crashed. The captain, E.W. White and first officer, R.G. Tait, were killed. A TAA DC- 3 which had landed at Mackay a few minutes forward part of the fuselage was crushed and Handley-Page Herald G-AODE, in Q.A.L. later, took-off at dawn to locate the wreckage. scattered into hundreds of small pieces of twisted markings, on its first flight at Woodley “BBV” had crashed in 10 feet of water with wreckage. Aerodrome, England on 25 August, 1955 the tide still on the make about three-quarters With the opening of new airports, Q.A.L. (Author). of a mile off-shore from Far Beach three miles began evaluating new aircraft as replacements a batch of 25. Before the first of these reached from Mackay and was found with only the port on certain DC-3 routes in 1954. Handley Page final assembly, however, a change in the attitude tailplane showing .above water. When the tide in England at this time were building the Herald, of potential customers became apparent to the receded during the afternoon the wreckage was a 44 passenger (plus two crew) medium haul manufacturers. The success of the Vickers fully visible on almost dry land. The two pressurized aircraft powered by four 870hp Viscount and the development of small gas- propellers were lying close together about fifty Alvis Leonides Major 701/1 piston radial engines, turbine engines made the piston-engined Herald feet behind the tail part of the fuselage which Towards the end of 1954 Q.A.L. announced much less attractive than it had been, and the was upside down. The starboard wing had its intention to order 6 Heralds and this was two Austrahan operators refused to accept disintegrated, and the port wing was torn off followed by an order from Australian National the Herald in this form and the orders were and lying beneath the tail end of the fuselage. Airways in February 1955 for 18 aircraft. cancelled. The engines were lying on either side of the The first Herald, G-AODE, flew from Douglas DC-3s remained the company’s main wreckage about fifty yards apart. The Woodley Aerodrome on 25 August 1955 and was frontline aircraft until 1960. Several DC-3s demonstrated at the 1955 Farnborough S.B.A.C. saw service with Q.A.L. over the years, many of Below: APL's first DC-3, VH-BBV Wide Bay, Show in the markings of Queensland Airlines, them being transferred from associated com- at Brisbane. It was followed by the second prototype G- panies such as B.A.T. (Airlines of NSW). VH- Bottom: BBV in Q.A.L. colours. It was in AODF in August 1956. While these two aircraft AOI Warrina (ex 43-15228) was leased from this livery when it crashed at Mackay on proceeded with certification trials a production Butler about 1948 for a short time and was 14 March, 1954 (Author's photos). hne was laid down and material purchased for eventually returned to that company. VH-IND, unnamed (ex 42-93599), was registered to Q.A.L. on 14 April, 1948 and on 19 May, 1948 was registered to ANA, Melbourne. Prior to the introduction of Friendships, VH-IND was operated again by Q.A.L. in March 1960 in Q.A.Ls last colour scheme until being sold in December as ZK-BYE to South Pacific Airlines of New Zealaiid, an Ansett subsidiary iiiill in New Zealand. VH-AVL Maronoa (ex 43- 30755), which had been operated since May 1954 (ex Guinea Airways), was also sold in IIIHB 1960 to SPANZ as ZK-BYD. VH-ANM Darling 'Downs (ex 42- 100460) was acquired from ANA and registered to Q.A.L. on 4 February, 1956, and eventually registered to Airlines of NSW on 14 February, 1961. In October 1961 it joined VH-IND ill and VH-AVL in New Zealand as ZK-CAW, also with SPANZ. VH-AAU Burnett (ex 43-15438, ex PI-C-24, ex VR-HDI) had been purchased in November 1951, and operated most of its life with Q.A.L. It was registered on 14 December, 1964 to ANA, but continued to be operated under charter to Ansett-Mandated Air Lines in New Guinea. After Q.A.L.s cessation, it was sold in December 1966 to Far Eastern Air Transport, Taiwan, as B-247 and departed New Guinea in late February 1967. VH-AOH Darling Downs (ex 42- 9.2R34,^ ex YH-BDR Not Taken Up) was trans­ ferred to Q.A.L. from Airlines of NSW sporting the Butler sky-blue livery in February 1961. It was registered to ANA on 14 December, 1964, but continued operating, in partnership with VH-AAU, for C).A.L. until December 1966, when Q.A.L. ceased operations. The aircraft continued flying in Q.A.L. colours for Four of Q.A.L/s DC-3 fleet. Top to bottom: VH-ANM, the second DC-3 to carry the name Darling Downs at ANA's terminal, Brisbane (Eagle Farm) (Author). Q.A.L.'s longest serving DC-3, VH-AAU Burnett at Eagle Farm, 23 January, 1964 (J. Hopton). The livery of VH-AVL Maranoa reflects Butler Air Transports association with Q.A.L. (Author). VH-AOH, the first Darling Downs in its final colour scheme (J. Hopton). AOH again in the earlier light blue livery at Mary­ borough in 1959 (Author). Ansett—ANA on services in Queensland until July 1967, when it was sold to Winna Airways, Taiwan, as B-308. On 28 August 1957, ANA accepted Ansett’s proposal of take-over and on 4 October, 1957 it was formally acquired by Ansett-Airways to form Ansett-ANA. By the end of,1957 the Ansett interests held shares worth $194,000 of a total Butler Air Transport capital of $268,000. Ansett gained complete control of Butler Air Transport on 5 February, 1958 in which ANA had a 52% shareholding. Q.A.L. was already a subsidiary of Butler and after this take-over the airline ceased to operate as a completely independent company. Many of the airline’s operational functions (eg. maintenance) were now catered for by the parent company Ansett—ANA. People in the country along Q.A.Ls routes had come to look upon the airline as their own. They knew and respected the air­ crews, called the local officers by their first names, and absorbed so completely the set up into their everyday lives, that management even sought their opinions before making any major timetable alterations. The homespun “family airline” atmosphere that country folk attributed to Q.A.L. was not something acquired overnight. It had grown with Q.A.L. over long years of close associaton. The coastal services to Maryborough, Bundaberg and Rockhampton were assisted in 1959 by the use of the Convair 440s VH- BZM, BZN and BZO which were chartered from Ansett-ANA fi:om September to December. The services consisted of a 12:45pm flight Monday to Friday to Maryborough, Bujidaberg and Rockhampton, and a 6:00 pm flight to Mary­ borough and Bundaberg. Just prior to the introduction of Friendship aircraft in 1960, the Convair 440 VH-BZM was operated under charter on some services in March for a few weeks.

Below: Departure of VH-BZM from Brisbane on first Convair service, September 1959 (Author).

57 VH-hNL

■

Above: Christening ceremony of Friendship, VH-FNE, Sir Henry Abe! Smith on 14 March, 1960. Mr. Adair is at the microphone with the Governor, Sir Henry Abel Smith, seated to his left lAuthor). Right: VH-FNE at Essendon, 16 March, 1964 (J. Hopton). Specially designed to operate from small unsealed runways, the Fokker Friendship improved still further the services to country centres and upheld the Q.A.L. motto, “Faithfully Serving Queensland”. Q.A.L's first Friendship, VH-FNE, was accepted by Ansett-ANA at Schipol, Holland, on 25 February, 1960 and delivered to Melbourne on 8 March, 1960. On 14 March, 1960, the wife of the Queensland Governor, Lady May Abel Smith, christened the Friendship Sir Henry Abel Smith, in honour of her husband, in a ceremony at Brisbane Airport. The aircraft entered service on 19 March, on the Brisbane - Rockhampton - Emerald - Clermont Barcaldine Brisbane service. Friendship flights were then extended to include Maryborough, Bundaberg, Gladstone, Goondi- windi, St George and Cunnamulla. The Friendship flights were named the Jetstream Services. On 19 March also, Q.A.L. introduced the Hay man Jetstream, which was a direct flight from Brisbane to Proserpine carrying hohdaymakers to Hayman Island. A service to Rockhampton and Mackay was begun in June but both these services were taken over by Ansett-ANA after October 1960. Over the years Q.A.L. constantly pioneered new routes. Many were unprofitable but seldom was an invitation refused to explore new services. Q.A.L. were proud that any town or shire, on construction of a new strip, auto­ matically turned to them for an air service. In 1959 the then Department of Civil Aviation proposed the introduction of supple­ mentary air services. Q.A.L. intended to augment the existing services by operating light aircraft flights between many small country towns not at that time served and also other airports on its present route system, thus widely extending the areas enjoying the benefits of fast air travel. Consequently, a Beechcraft Bonanza, VH-MJT, was introduced and operated under charter for a few months in 1961 on these services. On 12 August 1961, Q.A.L. inaugurated one of the world’s shortest air services with the Bonanza. It was from Brisbane to Maroochydore. This service was later taken over by DC-3 aircraft and a thrice-weekly service operated. Services with the Bonanza did not prove a great success and it was returned to its owner. To supplement existing air services, an f88,000 Piaggio P.166B Portfino, VH-PQA,

58 ■ was delivered to Q.A.L. in Brisbane on 10 ■ January 19'b4, after being flown from Italy by | Captains R.J. Atkinson and D.R. Flynn. At | li this time the aircraft was the first of its type in Queensland and only the second in Australia. It was unofficially named the City of I Bundaberg, but the name did not appear on j the aircraft. It was placed in service on 20 j January on the Brisbane - Kingaroy - Gayndah | service and also on the Brisbane - Bundaberg I service on which it operated a daily return I service. | The Portofino was later operated into I Rockhampton, Gladstone, Maryborough, Coolan- gatta and Moree. On many services it replaced DC-3s and the type was to have been part of a fleet of three but only one was ever purchased. Services to Coolangatta were reopened after a long absence with the Friendship VH-FNE on 13 May 1962 and were later operated by the Portofino in January 1964. This service Above: The arrival of Beechcraft Bonanza, VH-MJT at Maroochydore's new airport after the inaugural flight from Brisbane, 12 August, 1961 (Author). later proved to be unprofitable and the service ceased and Q.A.L. never returned. Q.A.L. was a progressive airline as the ever increasing number of passengers indicated eg.,-y in 1961 Q.A.L. carried 53,068 passengers and by 1963 this number had risen to 65,590. Operation of the Portofino proved quite successful and was marred by only one serious incident. After take-off from Brisbane Airport with two passengers at 11:30am on 14 July 1965 bound for Kingaroy and Wondai, the captain (K. Donker) noticed that the starboard under­ carriage had not retracted. Two hours later he brought the aircraft in to land on one wheel using a strong cross-wind until the aircraft was travelling slowly enough for him to drop the starboard wing onto the runway. The star­ board undercarriage collapsed but the aircraft had completed a safe crash-landing. Experts present at the time described the landing as “a superlative piece of Hying”. On the 24 July the Airlines of SA DC-3, VH-ANN, arrived to replace VH-PQA as it was still undergoing repairs. On 13 September, 1965 work began on a $44,000 project to strengthen and improve Gladstone Airport. The main strip was to be completely resealed and the airport was closed to normal Lriendship and DC-3 Lights. The airport at this time was playing an important role in the city’s industrial development (in­ cluding the $5 2,00,000 alumina refinery) with Government officials and company leaders travelling frequently between Brisbane and Gladstone. In order to continue providing services in and out of Gladstone, Q.A.L. char­ tered the Short Sandringham, VH—BRF, from Ansett Llying Boat Services. The proving Light was made from Redland Bay near Brisbane to Gladstone Harbour and return on 12 September, 1965 and the first scheduled passenger service departed the following day. The service operated daily except Sunday, departing Redland Bay at 7:30 am and arriving at Gladstone at 10.00: am Departure from Gladstone was at 2:00pm on week-days and 11:15am on Saturdays. Operation of the Sandringham continued until 8 October when the Sandringham left Redland Bay for Rose Bay, Sydney, after completing the last Light from Gladstone. Landplane services to Gladstone were resumed the following day. A second Friendship, VH-FNN (ex PH-LIP), was delivered to Essendon on 9 April, 1966 and to Q.A.L. on 16 April, 1966 and entered service on 26 April. On 12 June members

59 AIRCRAFTS PTY LTD - QUEENSLAND AIRLINES PTY LTD FLEET LIST QUEENSLAND AIRLINES TYPE REG'N. C/NACQUIRED DISPOSAL HISTORY OF SERVICES Bristol BE.2e G-AUDV 61 Operated at times by A.P.L. 1922-30 but not owned. 1924 Services to Toowoomba (newspaper D.H.60G Gipsy Moth G-AUID 819 16. 8.30 17. 8.31 to Old Aero Club. delivery flights). Avro Avian IIIA G-AUHZ 144 3. 9.28 2. 9.29 Reg. suspended. Struck off register 2 i. 2.30. Restored October 1929 - Services to Toowoomba, later 13. 3.33 to Messrs Fogarty & Williams, Brisbane. extended to Stanthorpe. Operated until October 30.11.30 Reg. suspended. Sold to Charter Wing Ltd, Brisbane. Avro Avian 111A G-AUIL 146 13.9.28 1958. Avro Avian IIIA G-AUIV 193 21.12.32 17. 3.33 to Holden Air Transport, New Guinea. 1930 - Services to Maryborough. Avro Avian 11 lA G-AUJF 184 14.12.28 — to S.K. Howard, Bundaberg. 1931 - Services to Cracow (goldfields). Avro Avian IIIA G-AUJG 185 17.12.28 29. 9.31 Struck off Register. 17 November, 1935 - Services to Bundaberg. D.H.75 Hawk Moth VH-UOY 706 29. 9.30 12. 5.35 crashed Archerfield, Old. 1936 - Services to Goondiwdndi and St. George; i The Hawk Kingaroy, Wondai and Thangool. Waco 10T VH-ULV A100 28. 8.29 25.11.31 to L.H. Holden, N.G. w 1 May, 1935 - Services to Rockhampton and Waco UlC VH-UAX 3749 12.10.35 3. 5.42 crashed near Brisbane, Qld. Mackay. D.H.84 Dragon VH-UXG 6077. 27. 4.36 30.11.48 to Qld Flying Services, Brisbane. 1 October, 1936 - Services to Monto on the Riama weekly Brisbane-Cracow service. D.H.84 Dragon VH-UZZ 6097" 21. 6.37 11. 1.40 Struck off Register and sold to RAAF as A34—3. n 1947 - Services to Cunnamulla. Riada 1948 - Services to Clermont, Alpha, Barcaldine D.H.84 Dragon VH-AAC 6025- 29. 8.44 4.*11.44 to Mandated Airlines, N.G. A and Longreach. D.H.84 Dragon VH-AIA 2086 31.10.45 21. 8.47 to Butler Air Transport. 1948 - Services to Dalby and Charleville. B.A. Eagle II VH-UTG 113 23. 7.40 20. 6.44 to Qld Flying Training School. 19 September, 1950 - Services to Gayndah. D.H.89 Dragon Rapide VH-UUQ 6259 Qperated under lease from ANA some time during 1947-50. 7. 2.50 to Butler Air Trans­ February 1952 - Services to Oakey and Sydney Yuptana port. 1954 - Services to Gladstone. Avro Anson VH-BAB 20.12.48 12.10.50 to Butler Air Transport. 9 December, 1957 - Services to Bollon. Avro Anson VH-BAC 20.12.48 19. 1.50 to M.W. Hopp, Bundaberg. 10 October, 1958 - Services to Dirranbandi. Avro Anson VH-BFY 18. 8.48 18. 3.49 Withdrawn from service. May have been sold to R.W. 3 October, 1960 Services recommenced to Brandon, Mt. Nebo, Qld. Longreach. Lockheed Lodestar VH-ARY 2104 31. 5.46 21.11.46 to NZNAC as ZK-ALZ. 12 August, 1961 - Services to Maroochydore. Lockheed Lodestar VH-ARZ 2102 19. 8.46 20.12.46 to NZNAC as ZK-ANA. 13 May, 1962 - Services recommenced to Cool- Lockheed Lodestar VH-BAG 2194 28.11.46 18. 4.47 registered to Truth & Sportsman, Sydney, but operated langatta. by Q.A.L. 10. 3.49 crashed at Coolangatta, Qld. 20 January, 1964 - Services to Mungindi. Douglas DC—3 VH-BBV 12360 8. 9.47 14. 3.54 crashed Mackay, Qld. 18 May, 1966 - Services to Theodore. Wide Bay ? - Services to Tara. Douglas DC—3 VH-AAU 19904 4.11.51 16.12.66 sold to FEAT, Taiwan, as B-247. Burnett 15. 2.67 Struck off Register. Douglas DC—3 VH-AQI 19694 Leased from Butler Air Transport about 1948-49. REFERENCES Warrina ''Turbine Engined Airliners of the World" Douglas DC—3 VH-AVL 13906 31. 5.54 2.12.60 to SPANZ as ZK-BYD. F.G. Swanborough, Lon. 1962 Maranoa "History of Australian A viation ” Douglas DC-3 VH-AOH 12790 8. 2.61 14.12.64 registered to Ansett ANA but operated by Q.A.L. S. Brogden, Melb.1960 of Bert Hinkler’s family (Jack Hinkler, Mrs. L. Left top: Piaggio, VH-PQA at Eagle Farm, Darting Downs (1) 5.12.66 to Ansett ANA. 19. 7.67 to Winna Airways, Taiwan as "Australia’s Two Airline Policy" Palm, formerly Queenie Hinkler; Mrs. M. Eadie, 23 January, 1964 (J. Hopton). Left bottom: B-308. S. Brogden, Melb.1968 formerly May Hinkler; and George Hinkler) Crash landing of PQA at Brisbane Airport, Douglas DC—3 VH-ANM 18923 4. 2.56 — to Airlines of NSW. attended a ceremony at Bundaberg Airport 14 July, 1965 (Author). Darling Downs (2) 14. 2.61 reg. to Airlines of NSW. "A History of the World’s Airlines" during^ which the Friendship was christened Douglas DC—3 VH-IND 13529 14. 4.48 19. 5.48 to ANA. R.E.G. Davies, Lon.1964 Bert Hinkler by a newphew of the famous Ansett-ANA together with its route pattern. Unnamed March 1960 2.12.60 to SPANZ as ZK-BYE. "Annals of British & Commonwealth aviator, Mr Bert Hinkler. When Q.A.L. ceased as a separate airline Beech Bonanza VH-MJT D4664 Leased from M.J. Toohey, Bundaberg from May to August 1961. Air Transport" The Portofino was no longer required it was the oldest domestic airline in Australia. F.27.2 Friendship VH-FNE 10145 25. 2.60 25.11.66 to Airlines of NSW. J. Stroud, Lon.1962 Sir Henry Abel Smith and was flown to Melbourne in May 1966 and It employed 57 persons, most of whom were "Australian Aviation Yearbook" "1966” F.27.2 Friendship VH-FNN 10297 7. 4.66 (reg.) 26.11.66 to Ansett ANA. eventually was repainted into Airlines of NSW absorbed by Ansett-ANA (This included 6 Comash Pub. Co., NSW. 1966 livery on 19 January 1967. stewards and 12 hostesses). At the time of Bert Hinkler "Queensland Centenary Souvenir 1859-1959" In 1966 TAA were awarded equal rights Q.A.Ls cessation the fleet consisted of the two Piaggio P.166B Portofino VH-PQA 410 10. 1.64 15. 5.66 to Essendon and repainted into Airlines of NSW 19.1.67. Brisbane. 1959 into Bundaberg and Gladstone, two key Friendships, VH-FNE and VH-FNN, and the City of Bundaberg Q.A.L. ports. Services were to be operated on Douglas DC-3, VH-AOH. (name did not appear on aircraft). "Courier Mail" a rationalized basis. The approval for TAA The two Q.A.L. Friendships were flown to Sandringham VH-BRF SH113 Leased 12. 9.65 to 8.10.65 from Ansett Flying Boat Services, Sydney. Brisbane newspaper - various issues. to operate into Gladstone, however, so affected Melbourne in late November 1966 and Q.A.L. Islander "British Civil Aircraft 1919-1959" the Q.A.L. traffic that Ansett Transport Indus­ Friendship flights were operated by Ansett-ANA A.J. Jackson, Lon.1960 tries absorbed the Q.A.L. organisation into with the Friendships VH-FNL and VH-FNM. "The Wandering Years” The last Q.A.L. DC-3 flight took place Q.A.L. operations came to a close. Ansett-ANA A.H. Affleck, Croydon, Vic. 1964 on 3 December using VH-AOH from Gladstone took over all Q.A.L. services from 5 December to Brisbane. This aircraft continued flying for 1966 and Queensland Airlines went out of "Australians in the Air" Ansett-ANA in Q.A.L. colours in Queensland existence. G. Copley, Rigby, 1976 until July 1967 when it was sold and replaced briefly by the Ansett-ANA DC-3, VH-INB, on 16 July until August when it returned to Essendon. The last Q.A.L. flight took place on 4 December, 1966. It was operated by the Ansett- ANA Friendship, VH-FNL, on Flight 627/8 from Brisbane to Maryborough & Bundaberg and 3 return via Maiyborough to Brisbane. The Friend­ ship with 30 passengers and a crew of four, including Captain E.M. Cope and First Officer H.A. Wainwright, arrived back in Brisbane Ansett F.B.S. Sandringham, VH- and engines were switched off at 21:16 and BRF Islander, under charter to Fokker, F.27, VH-FNN at Essendon on Q.A.L., at Redland Bay Brisbane on 27 December, 1966, just one month after its proving flight, 12 September, being absorbed into the Ansett-ANNA fleet ^ _ 1965 (Author). (J. Hopton). Those who saw the fire at the Naval A thought which immediately occurred 29, six already had been selected by the RAN Air Station at Nowra on the night of 4 December to aU Tracker crews was that the Government before the fire to provide ‘attrition spares’ for last year believed that they were looking at the might consider replacing the S2Es with a later the Tracker squadrons. Additionally, three S2Es end of Tracker flying in the RAN. There was model Tracker, the S2G. The reason for this had survived the fire, therefore the task now no thought of replacing the burning aircraft, was that in the early 1970s the USN had converted was to select a further ten. The USN also offered only dismay at seeing them blazing and exploding some 50 S2E Trackers to S2G standard by updat- the RAN 50 S2Gs from which to choose the in the hangar. The story of the replacement ing much of the aircraft equipment. The major replacements, but these would be considered of these aircraft starts early on the morning after change occurred in the anti-submarine sonics only if the S2Es proved unsuitable. the fire - Sunday 5 December. system. All S2Gs were fitted with a new sonics Shortly before Christmas Admiral Synnot A small group of officers from the system which gave the aircraft a vastly improved decided to send a team of Tracker specialists ‘Tracker world’ gathered in an office near the capability when compared to the S2E. to the USA to choose the aircraft. The team rumed hangar and began planning the employment If they were available, why then shouldn’t was given the rather grandiose title of Replace­ of squadron personnel pending the replacement the RAN buy S2Gs and thereby improve its ment Tracker Aircraft Survey and Selection of the destroyed S2Es. So soon after the disaster anti-submarine warfare capability? reasoned the Team - fortunately soon abbreviated to SST. the mood had changed to one of determined Tracker crews. Additional cost in acquiring Commander Robin Partington. Command­ optimisim. Encouraging remarks made by the support equipment for the S2Gs new and very ing Officer of VS816 (HMAS Melbourne’s Minister for Defence, Mr D. J. Killen, during different ‘black boxes’ was obviously Tracker squadron) led the SST. Other members a visit later in the day allowed the optimisim to a major objection. Discussion continued for were Lietenant (later Lieutenant-Commander) become less forced. several weeks, and finally Navy Office in Canberra Jack McCaffrie, Chief Petty Officer Doug It was clear from Mr. Killen’s answers decided on the S2E as the preferred option, Sutherland, CPO Lindsay Boyd and PO Louis to questions in the House of Representatives Within two weeks of the fire the USN Triebels, all of VS816; LCDR Bill Newton on 6 December that the Government intended had offered the RAN 29 S2Es from which USN, Air Engineering Officer of VC 851 (Tracker to act quickly to replace the Trackers. Mr. to choose the 16 replacements required. Of the Training Squadron); LEUT Jack Ryan of the Killen pointed out that six S2Es had been ordered , from the US before the fire (as attrition spares) and that the US Ambassador had telephoned to say that the US would do whatever it could ‘with all possible haste’ to replace the burned aircraft. At the same time the Chief of Naval Staff, Vice Admiral A.M. Synnot, was making a personal approach to his counterpart in the US Navy, Admiral James Holloway. Admiral Holloway also undertook to do everything f possible. Heading photo: The extent of the disastrous fire at Nowra is illustrated by this photograph of the collapsed hangar which held the 12 Trackers (Aircraft). Right: The Minister for Defence, Mr D.J. Killen, accompanied by Rear-Admiral N.E. McDonald, the Flag Officer Commanding East Australian Area, inspecting the damage after the fire (D of D). The burnt out hulk of one of the 12 Trackers destroyed or damaged in the fire (Aircraft).

Problems

While the survey was progressing there were many other problems to be addressed, one of the main ones being how to place the replacement aircraft in service as soon as possible. Even before the SST left Australia the RAN had considered sending HMAS Melbourne to San Diego, California, to pick up the aircraft. The carrier’s program was tight, as usual, and mid-March seemed the only time it could be in San Diego without seriously disrupting its schedule. This consideration prompted the next question. Could 16, or any lesser number of replacements be prepared and flown to San Diego by mid-March? The answer is now known but in late January it was less than obvious. Administrative and financial procedures relating to the overseas purchase of defence equipment are ’usually intricate and time consuming. The legal and Directorate of Naval Aircraft Engineering and compiling inventories of electrical and avionics financial intricacies of the Letter of Offer pro­ Mr Gerry Hewish, Supply Manager Air. equipment. By the evening of 21 January cedure will not be explainecf here - not that the Some skilful staff work within the all 29 S2Es had been surveyed and only seven writer feels capable of doing so. Directorate of Naval Aviation Policy in Navy found suitable. Considering that no decision on the Office ensured that the SST was ready to leave USN authorities provided 51 additional replacement type had been announced by the for the USA early in January 1977. S2Es but 30 were far too old to be considered Government by 2 February, the chances of even and seven were earmarked for other counties, four aircraft being positioned at San Diego by The Military Aircraft Storage* and Diposition leaving 14 to be surveyed. Inspection of these mid-March seemed remote. Centre (MASDC) aircraft was completed on 28 January with only Another significant problem was the two considered suitable. This brought the total ordering of spares needed to prepare the Take more than 5000 aircraft of about number of suitable S2Es to nine, seven short of replacements for flight. Ideally this should 75 different types, park them in the desert, the requirement. have been done 30 days before work was due build a fence around them, estabhsh an organ­ Comprehensive reports were signalled to to begin but the delay in deciding between isation to preserve them or prepare them for Navy Office on the condition of all aircraft as S2Es and S2Gs made it difficult. Fortunately flight and sell them, and you have MASDC. they were surveyed, and by this time the SST’s the USAF and USN authorities at MASDC This unique ‘used plane lot’ is located at Davis- output of paper was approaching the size of an were willing to take risks. Monthan Air Force Base, Tucson, Arizona, Xavier Herbert novel. Meanwhile, Navy Office On 4 February the SST received advice and is staffed by US Air Force, USN and civilian had to decide on the next step in view of the from Navy Office that the Government intended personnel. Although primarily a storage facihty lack of suitable S2Es. While the decision was buying 16 S2Gs. This was merely advance for military aircraft which have been taken out being made, however, the SST began surveying notice of the Government’s plans, not an authority of service or are in war reserve, MASDC also the 50 S2Gs at MASDC. This task was completed for work to begin on the aircraft. However, prepares hundreds of aircraft for flight every on 2 February and resulted in 23 suitable S2Gs MASDC agreed to make a start, so at 1300 that year. Some of the aircraft re-enter service being found. day the first four of the RAN’s replacement while others are sold abroad. Trackers appeared on the MASDC washrack. When the SST arrived at MASDC on 17 January there were more than 300 Trackers of various models in storage. Some of the earher models (and some of the S2Es) had been there for more than eight years, while the latest arrivals, S2Gs^ had been there only since Sep­ tember 1976. The SST began its survey by inspecting aircraft documentation to get an idea of aircraft states, modifications incorporated, and equip­ ment fitted. Once this was complete physical inspections of the aircraft began. Before long inconsistencies between documentation and actual aircraft state led the SST to inspect all 29 S2Es offered as the six previouly chosen by the RAN had been selected only by documen­ tation inspection. Selection criteria for the aircraft had been decided by the Directorate of Naval Aircraft Engineering and included sound airframes, freedom from corrosion and damage; aircraft build dates to be as recent as possible, and that the aircraft must be capable of entering RAN service with minimum overhaul costs. A condition of the deal with the Americans was that the aircraft had to be bought ‘as is where is’. This meant that any missing equipment not essential to safety of flight would not be provided. So the SST’S task became finding suitable airframes suitably equipped. The survey and selection team included (left to right): Chief Petty Officer Lindsay Boyd, Lieu­ The survey procedure used included tenant (later Lieutenant-Commander) Jack McCaffrie, Petty Officer Louis Triebels, Commander checking for corrosion in the areas most prone Robin Partington, Chief Petty Officer Doug Sutherland and Lieutant Jack Ryan. Absent from to it, checking for damage and repairs, and the photograph are LCDR Bill Newton USN and Mr. Gerry Hewish (D of D).

63 MASDC’s procedure for preparing trackers and, to the delight of the suspicious crew, saw saw the first three-plane Tracker formation in the for flight included removing the preservative the test flight through without incident. On the RAN for some time - and the first beat up of coating, washing the aircraft, depreserving and next day the second aircraft was successfully Davis-Mothan Air Force Base for some time. power checking the engines and functionally test flown and 152809 was uneventfully ferried By 1730 after yet another uneventful ferry there testing the hydraulics and necessary electrical to the Naval Air Station at North Island, San were 15 S2Gs at San Diego. and avionics systems. Teams of three or four Diego. WeU, almost uneventfully — the temp­ So much had happened so quickly that the men, USAF and civilians, were assigned to each erature was below freezing at 8000 ft. and the SST was not really surprised to find the last aircraft under a crew chief, while specialist heater refused to work. Charts wrapped around aircraft ready to fly at 0900 on 14 March. hydraulics and avionics sections dealt with those legs were no answer to the cold! Yet again the test flight was successful and signi­ particular systems. From then on the SST aircrew spent fied the end of a period of fever pitch activity at The first four S2Gs were depreserved and every day test flying, ferrying to San Diego and MASDC. The fact that all 16 S2Gs had been pre­ washed on 7 February. Then the serious part returning to Tucson. This made for long but pared and flown successfully in a matter of five of preparing them for flight began. The members satisfactory days, particularly as the line-up weeks is proof of the quality of MASDC’s work of the SST now became amateur psychologists — of S2Gs at North Island grew. The shuttle and the organisation’s desire to do a good job. In they had to notivate the Americans to meet the service grew to two flights a day at one stage and a presentation ceremony at MASDC on the* deadline of mid-March. Once the crews chiefs this caused considerable puzzlement to the afternoon of 14 March, the Australian Naval became aware of the RAN’s special needs and American Airlines staff at San Diego. No sane Attache in Washington, Commodore R.G. Loosli, HMAS Melbourne"s program, no further motiva­ person, they reasoned, would fly to Tucson acknowledged the debt which the RAN owed tion was needed. As an added incentive the SST then reappear iater the same day wanting to go to MASDC and other organisations and individuals leader offered cases of Australian beer (available Tucson again. in the USAF and USN. At 1615 on 16 March, in Tucson) to specially deserving crew chiefs. The other SST members were busy too, S2G 15 3580 left Davis-Monthan, and three hours Work progressed slowly at first (or so it helping MASDC personnel with aircraft prepa­ later completed the line-up at North Island. seemed) but as aircraft completed various phases ration and, most importantly, arranging the On the following morning all aircraft of preparation others were brought from the procurement of vital publications and ground were loaded by crane on to Melbourne"^ flight desert to replace them. The only major problem support equipment. deck in a little over two hours. Together with in the early stages was the requirement for a ^he aircraft of the Carrier Air Group they filled double engine change on one aircraft. Apart As work progressed, and more and more the hangar deck and the flight deck aft of the from situations such as this the SST had great aircraft were flown, even the most conservative forward lift. Melbourne looked like a carrier difficulty in assessing the rate of progress of individuals at MASDC began to concede the should!. individual aircraft because at times 12 aircraft possibility of having all 16 S2Gs at San Diego were being worked on simultaneously. by mid-March. But to add to the challenge The Passage to Australia. Probably the best indication of progress the runway at Davis-Monthan closed during the was the completion of work on the first aircraft first weekend in March. This could have cost As soon as the aircraft were lashed down on 18 February. The SST was unable to fly three days but on the Friday before ferrying an on board, a well planned maintenance program the aircraft because the administrative processes aircraft to San Diego, the SST test flew two began. Ship and squadron personnel began the were unable to keep pace with MASDC. The way aircraft and landed them at Tucson International huge task of preparing RAN documentation was cleared on 23 February when it became Airport. The Air National Guard component for the aircraft, inventories of equipment, lists known that the Government’s decision to buy there was only too happy to make its facilities of individual aircraft, defects, and of course S2Gs would be formally announced the follow­ available for the weekend ferries. On 6 March’ defect rectification. Additionally the aircraft ing day (25 February in Australia). the eighth S2G was added to the already quite were sprayed with a light preservative oil to impressive row of aircraft on the North Island lessen the damaging effects of salt spray on the Test and Ferry Flying transit line. passage home. HMAS Melbourne arrived in San Diego During the three week passage routine At 1500 on 23 February S2G 152809 on 12 March and sent two Tracker crews to maintenance and defect rectification were lumbered into the air just like any other Tracker, Tucson to help with ferrying. That afternoon carried out to prepare the aircraft for their

Below: The Trackers being loaded aboard the aircraft carrier HMAS Melbourne in San Diego (Aircraft).

Illllii flights to Hawker de Havilland’s Bankstown facility and the Naval Air Station, Nowra. The S2Gs in best condition were to enter squadron service immediately while the other 11 were to be flown to Bankstown where some of them were scheduled to undergo maintenance prior to entering squadron service. Arrangements for flying the aircraft off the carrier were complicated by the dearth of ‘current’ Tracker aircrew. Only one S2E had been flying since the fire and that had been given to VS 816 so that some measure of carrier operating proficiency could be maintained. This resulted in six crews being available to fly S2Gs ashore. Early on the morning of 5 April, just four months after the fire, 11 S2Gs were catapulted from HMAS Melbourne in two waves for the short flight to Bankstown. Before the last had landed, H de H had begun working on the first and so carried on the sense of urgency which has marked this project from the beginning. On the following day the last five aircraft were launched to the Naval Air Station, Nowra to enter service with VC851, so ending a remarkable phase of the RAN’s Replacement Tracker Project. The best planned projects often have difficulty in meeting targets on time: this project wasn’t planned, it simply emerged from a disaster. So the accomplishment of so much so quickly reflects very highly on many organisations and individuals. Naturally this article could not hope to acknowledge all those who have contibuted to the Replacement Tracker Project. Hopefully, however, it has shown how remarkably smoothly lilll and quickly the Australian and US Governments^ iiiiill ill their respective Defence Departments, and the RAN and the USN reacted and co-operated to make the project a success. Perhaps it also has given some indication of the debt which the RAN owes the USN and USAF, particularly MASDC, without whose absolute dedication and co-operation there would not be 16 S2Gs in Australia now.

Below: With a combination of Australian and U.S. markings, five of the Trackers arrived at NAS Nowra on 6 April (D of D). Right: Three of the 11 S2Gs that arrived at H de H's facility at Bankstown on 5 April. (From top). 152812, 707/NH; 152837, 016/NN and 153567, 105 (N. Parnell).

■ lilii

— ill III iiiiiiiiHiiiiHiiiilii iiiilii CONTINUED ON PAGE 71 65 was reduced to two return flights - on Monday and Friday. By early November, the Monday service was cancelled, leaving just one weekly service. Operations as a commuter operator finally ended in early December, when the airline abandoned the Colhnsville route after flying the last service on Friday, 10 December, 1971. With the withdrawal from commuter services, Lindeman Aerial Services Pty Ltd con­ centrated on its previous activities associated with the Island Resort and other general charter work; currently operating one Aztec and two ^perators^ B.N. Islander aircraft.

AIRCRAFT: By ROGER McDONALD Piper PA23/250 Aztec VH-ALN (c/n 3032) Registered Lindeman 11.65.

LINDEMAN AERIAL SERVICES PTY LTD

This company, based at Mackay on the ■ North Queensland Coast, is an associate company H of Lindeman Island Pty Ltd, the lessee and H tourist operator of Lindeman Island, a tourist I resort situated in the Whitsunday Passage north- H east of Mackay. The resort was estabhshed in H 1929 by Mr Angus Nicholson who, over many H years, expressed an interest in aviation and made H all aviators welcome on the Island. The Island H has been served by regular air services for many B years, initially by Gillham Airways using Avro S Anson, VH-BBI, and then Coastal Airways who H used various Cessna aircraft. To obtain a secure H air service, the founder’s son, Mr Loch Nicholson, decided to estabhsh an aerial division and this was founded in May 1961 using a chartered DHA Drover, VH-BMU, which was soon replaced with ^ the company owned VH-ADN. A second Drover, ■ VH-AZS, was soon acquired and, in 1965, a B Piper PA 23/250 Aztec, VH-ALN, was acquired. The acquisition of a second Aztec late in 1968 allowed both the Drovers to be subsequently ______■ill withdrawn from service and disposed of. The I* main business of the aerial division is to fly ^ tourists to the Island from Mackay and to "" ill* operate scenic flights over the Whitsunday \ Passage and the nearby Great Barrier Reef, !I|[|||fc^ 11 but the company does engage in general charter \ work, particularly in northern Queensland. ' yii aov '' During January 1966, Lindeman Aerial Services ^ commenced operating regular “on demand” ssir iP % Below: Two views of Drover, VH-ADN in Lindeman Aerial Service markings. Right top: Aztec, VH-ALN taxying at Mackay, 15 Aug., 1966. Right: Aztec, VH-ABX at Mackay, 14 July, 1970 (R. McDonald).

charter flights between Mackay and the northern VH-ABX (c/n 3650) Purchased from Hazair coal mining centre of Colhnsville on behalf of Sales & Service Pty Ltd 10.68. both Ansett-ANA and TAA. Both airlines publicised that connections to Collinsville could Both aircraft were operated on the commuter be made at Mackay with the Lindeman charter service; VH-ALN was traded in on BN Islander service on Monday, Tuesday, Thursday and VH-ISD during June 1972. Friday Following the introduction of commuter REFERENCES: airhne services, Lindeman Aerial Services ob­ Correspondence with Lindeman Island Pty Ltd. tained the hcence to operate the Collinsville service as a commuter route. The company flew Ansett-ANA Timetables. its first commuter service on 8 January, 1968, TAA Timetables. and provided three return services weekly on Monday, Tuesday and Friday, using the Aztec Statistics of Australian Commuter Operators - VH-ALN. This one route was operated without Department of Transport. alteration-until August 1971 when the frequency 66 MIDWEST AVIATION marks, the first service was flown to Clermont on WESTERN AIR NAVIGATION LIMITED 16 August, 1971, through Barcaldine and Alpha. This air charter company was formed Midwest Aviation was the trading name Services were operated three times weekly and connected at Clermont with the Ansett Airlines early in 1955 to operate charter services from used by a resident of Blackall, Mr B. Gray, who Twin Otter service from Rockhampton. Unfortu- Charleville, in south-western Queensland using operated his sole Cessna 210, VH-RHK, on charter work from the local airport, or from nately, because of low patronage and the diffi- a single Percival Proctor 3, G-ANPR, purchased Longreach Airport where he had an arrangement culties being experienced by Midwest Aviation in in the United Kingdom by the company’s with TAA to handle forward bookings. The operating the route, the service ended approxi- founder, Barry Innes Ker. The company was opportunity for Midwest Aviation to operate mately eight weeks later when the last service incorporated on 14 June, 1955, as Western Air commuter services came in mid-1971 when was flown on 12 October, 1971, after 58 Navigation Pty Ltd with Ker as its Managing Ansett Airhnes of Australia announced their passengers had been carried. The Cessna was Director and, two days later, the Proctor came on intention to cease their regular services beyond returned to Rex Aviation’s Queensland Branch to the Australian Register as VH-BPR. The Clermont on the Rockhampton - Emerald - situated at Archerfield Airport, Brisbane, and following years saw the aircraft fleet and com- Clermont - Alpha - Barcaldine - Longreach Midwest reverted to their charter operations pany activities increase and to keep abreast ot route. with the single engine Cessna. the expansion, shares in the company were issued .T. 1 r -xi, 1 1 XU -x- A to over 30 residents of the Charleville District To keep faith with local authorities and ' , , • xu i f- x- r Ansett Airhnes and its predecessors had residents, Ansett Airlines again assumed the route put the company m the ;-lassit,cat.on ot operated on this route for many years, initially licence and arranged to contract the actual f ^ n T' P with DC3 aircraft and, in more recent years, operations out to another organisation, this Branch Ott.ce was opened at Bnsbaire s Eagle Fokker F27 Friendships. The route was classi­ initiaUy being the large Rockhampton based '"-'h fied as an “Essential Rural” route, so Ansett Ahlmes attracted a Commonwealth Government "we=b rtntetdTtr -T t^mS - 3-0-^ ot; a Ce a. a^Piper to counteract the loss of the subsidy, the airline Aulmes contmue to operate the route but / ^ P decided to purchase a DHC Twin Otter 200 series “ ^ ^ ^e' taken up by Aufast Servrces Pty Ltd, a sub- ahcraft, and base it at Rockhampton to operate J ^ ^ Rockhampton L Clermont ^i^iary of the Sydney based Airfast Helicopter the Longreach route and others operated by the aircraft continuing through Utilities Group who then became the biggest airlme m southern Queensland. The Twm Otter, t L n re ch shareholder with a controlhng mterest m the VH-PGU, entered service in August 1970, but ® ongreac . company. However, management remained with its introduction coincided with a severe recession other founding piutners. With the in Australia’s rural industry, so even the smaller * Airfast backing, the company also had access to 18 seat aircraft proved to be uneconomic and the Cessna 337B that company’s Piper Aztec, VH-UNB, but this airline was sustaining substantial losses, the VH-AEP (c/n 0653) The aircraft was traded into aircraft only operated a small number of hours amount of which would increase once the sub­ Rex Aviation Ltd, Sydney, by Aerial Enter- ^jth Westernair, as it was generally used in sup- sidy ended. The airline announced their inten­ prises Pty Ltd of Derby, WA, during June/ port of the Helicopter Utilities operation within tion of abandoning the Longreach route west of July 1971, and was shortly afterwards Papua New Guinea, Clermont but, following approaches by local leased to Midwest Aviation. The aircraft With the Federal Governments announced authorities and residents who were concerned at remained registered to Rex Aviation until the prospect of losing their air service, Ansett 16 May, 1973, when there was a change of plans for commuter air services, Westernair was amongst the initial applicants for a large number Airlines advised they would assist a commuter ownership to Northern Seafoods Pty Ltd of routes from Brisbane to points in southern operator to take over the route. of Townsville. Queensland and northern NSW. After negoti­ After negotiating with Ansett Airlines, ations with the then Department of Civil Midwest Aviation obtained Federal Government REFERENCES: Aviation and the Queensland State Transport approval to operate the route west of Clermont Various Ansett Airlines of Australia Timetables. Department, it was announced by the Minister but, before services could commence, the com­ for Civil Aviation, Mr R.W. Swartz early in pany had to obtain a suitable twin-engined air­ Statistics of Australian Commuter Operators July 1967, that Westernair had been granted a craft so Cessna 337B, VH-AEP, was chartered Department of Transport. from Rex Aviation Ltd of Sydney, The com­ General Aviation Association publications. Below: VH-AEP at Archerfield Airport, muter operation was based at Longreach Airport 15 December 1971, after return to Rex Author’s own notes. and, after the Cessna arrived at Longreach early Aviation and awaiting sale (R.J. Cuskelly). in August, duly marked in Midwest Aviation

miiiiiiiiii illBIllllliilBIM licence for a single route, from Brisbane to Casino on the north coast of NSW. The company became the second operational commuter airline in Australia when the first flight was flown on 29 July, 1967, using the company owned Piper I PA23/250 Aztec, VH-WAB, with eight return i flights being flown weekly. | A number of secondary routes in southern Queensland were flown for many years by the Ansett Transport Industries Ltd subsidiary, Queensland Airlines, who operated Fokker F27 | Friendship aircraft with DCS and Piaggio PI66 Portofino aircraft on the less dense routes. On 6 December, 1966, the airline was absorbed into | the m^or airline in the Ansett Group, Ansett- I ANA, who continued to operate the former’s J routes mainly with Fokker F27s, the DCSs | operating a limited amount of services and the ^ Piaggio was transferred to another airline in the | Ansett organisation. Following both the major 1 domestic airlines announcement that they wished to reduce the number of aircraft types in their fleets and, in particular, DCS aircraft, 1 Ansett-ANA opened negotiations with Western- | air in August 1967 to take over a number of their | secondary routes from Brisbane. Following approval from both State and Federal authorities, it was announced jointly by Ansett-ANA and Westernair, that the latter would commence air services on the former Ansett routes from Brisbane to Maroochy, Gympie, Wondai, Kingaroy, Theodore and Gayndah on 25 September, 1967. It was noted that Ansett-ANA would continue to serve Gayndah with one I’okker f'27 service weekly; an arrangement that continued until the end of October 1968 when Ansett completely withdrew. Apart from these new routes, Westernair was Top: Aztec VH-WAB at Bankstown, 19 September, 1970, awaiting sale (R. McDonald). separately granted a licence for a new route Abo\/e: Beagle VH-UNL at Bankstown, 15 March, 1969, while In Groupair service (R. McDonald). between Brisbane and the north-western centre of Springsure, the first service being flown on service weekly and the Warwick/Stanthorpe route with a long term aim of interstate services. Jetair 22'September, 1967. To operate this vastly ex­ was abandoned. Two months later, in July, the applied for and was granted a licence to operate panded route network, the Piper PA2S/250 Casino route was completely abandoned. This on the Brisbane - Stanthorpe - Warwick route reduction in the company’s services allowed the Aztec VFl-AVL was chartered from Avis Air using their first operational aircraft. Beech Beagle to be returned to Airfast. The remaining Charter of Sydney. The new Timetable issued Queenair 65, VH-CMI, and this service com­ route pattern of Brisbane - Kingaroy - Wondai - by Westernair from 25 September, 1967, menced on 27 October, 1969, with a twice daily Gayndah with S return weekly services and showed that Maroochy was to receive 7 return frequency. This new service was published under Brisbane - Theodore - Springsure with 2 return flights weekly, Gympie 4, Kingaroy/Wondai S, the name of Jetair-Westernair Navigation Com­ services remained unaltered until 1 September, Gayndah 2, Theodore S and Springsure 1 weekly; muter Services. The northern services of 1969, when an additional service was introduced all operated with Aztec aircraft. The Timetable Westernair continued to operate as previously, from Brisbane to Gayndah - Theodore - Spring- also listed a further new route, between Brisbane except that the Beagle was used frequently. sure - Rockhampton on a once weekly fre­ and the south-western centres of Warwick and Early in 1970, Jetair established a new division, quency. Also on this date, the company acquired Stanthorpe, to commence “following official JETAIRSALES, to act as an aircraft dealer based Beagle 206, VH-UNL, from another subsidiary approval” with 4 return services weekly. at Sydney’s Bankstown Airport. One of the first of the Airfast Group; Groupair Pty Ltd of transactions of this new division was to arrange The company issued a revised Timetable Berwick, Victoria. Apart from the foregoing, an exchange of the Jetair Queenair, VH-CMI, on 1 November, 1967, which amalgamated the 1 September, 1969, was an important date in the with two Beech D50A Twin Bonanza aircraft, Gympie and Maroochy route with a reduced fortunes of Western Air Navigation Limited, as owned and operated by Connellan Airways Pty frequency of 6 return flights weekly, while the the controlling interest held by Airfast Services Ltd of Alice Springs. The first Twin Bonanza Warwick and Stanthorpe route still had not been Pty Ltd was sold to a newly formed company, delivered to Bankstown for Jetair, VH-CLO, approved, so was deleted from the Timetable. Air Sales & Parts Pty Ltd; a com,pany incor­ arrived early in March and .was painted in Jetair The Casino service, which had remained un­ porated in Sydney on 25 July, 1969, to hold the marks before being transferred to Brisbane altered since it commenced, was reduced to 5 controlling interest in the embryo Jetair (Aus- towards the end of the month, replacing the services weekly. As 1967 drew to a close, official tralia) Ltd on behalf of Alexander and Thomas Queenair. After some maintenance work was approval was received to commence services on Barton and their partner, John Bovill; persons carried out at Bankstown, the Queenair was the Warwick/Stanthorpe route, this commencing well known for their promotion of mining com­ delivered to Connellan Airways at Alice Springs on 4 January, 1968, with 2 services weekly. Also panies during the late sixties Australian ‘mineral on 18 April and Jetair took delivery of the from this date, the Casino route was extended to boom’. The original 36 shareholders retained second Twin Bonanza, VH-CLM, from Connellan Grafton, and the frequency was reduced to 4 their minority interest in the company with a Airways on SO April, and was immediately put days per week; the Gympie/Maroochy service combined holding of 29,5 61 $1 shares, but had up for sale. Meanwhile, the first, VH-CLO, ceased and the chartered Avis Aztec was returned no say in the company’s affairs, as they were well operated various services from Brisbane along to Sydney. A rearrangement of the company’s out-numbered by the 233,630 $1 shares held by with the Aztec and Beagle. scheduling allowed all services to be flown with the Barton interests. The new owners shortly the one Aztec aircraft, however, to have a back­ afterwards closed the Charleville Branch and the During April, Western Air Navigation up aircraft available, the Airfast owned Beagle only aircraft which had been based there in Limited was ‘stripped’ of its aviation activities, such as route licences, as these were transferred 206, VH-UNC, was moved to Brisbane. recent times, Cessna 210/5, VIF-CRS, was Hown to Sydney for sale. to Jetair Australia Ltd. On 21 April, 1970, the The company’s route pattern generally Jetair DCS aircraft, VH-TAI, entered service remained unaltered until 17 May, 1968, when the I’he unannounced aim of Jetair Australia from Brisbane, replacing the three smaller twins Grafton extension was dropped, and the fre­ Ltd was to establish a network of air services which were transferred to Bankstown for sale, quency to Casino was reduced to one return around Australia, initially on secondary routes. f rom this date, Jetair operated the Brisbane - 68 Warwick Stanthorpe route as previously but with a reduced frequency, and consolidated the northern route into Brisbane - Kingaroy - Gayndah - Theodore - Rockhampton; Spring- sure being deleted and Wondai was served by a car connection from Kingaroy. All services were operated with the single DC3 based at Brisbane and publicised as Jetair Australia Ltd - “Incor­ porating Westernair Navigation Commuter Services”. The company status of Western Air Navigation Limited continued to exist and ownership was transferred to Jetair Australia Ltd on 30 June, 1970, thus becoming a subsidiary of that company. On 11 February, 1972, its name was changed to Deam Securities Limited, and it became one of a large number of inactive com­ panies controlled by the two Bartons although, according to official company documents, 36 minor shareholders still retained their “worthless” investment. Bonanza VH-CLO at Bankstown, March 1970, AIRCRAFT: before commencing services from Brisbane REFERENCES: Piper PA23/250 Aztec (R. McDonald). WeVernair Timetables. VH-WAB (c/n 2445) Registered to Westernair Aircraft Magazine. 10.65 ex VH-UNC of United Air - an The aircraft were not used by Jetair/ Airfast owned company. Westernair, but were re-registered to Air Aviation News. Sales & Parts and eventually sold by Commonwealth Hansard - various issues. VH-AVL (c/n 2356) Chartered from Avis Air JETAIRSALES. Charter, Sydney, between September 1967 Northern Daily Leader - newspaper, Tamworth. and January 1968. Special Investigation of the Barton Companies - Beagle B206/2 Report to NSW Parliament. VH-UNC (c/n B.023) Chartered from the Beagle NSW Companies Office - Search by Author. agent. Beagle Aircraft Sales (A/asia) Pty between January and July 1968. Beagle Statistics of Australian Commuter Operators - Aircraft was a subsidiary of Airfast. Department of Transport. VH-UNL (c/n B.047) Transferred to Westernair 4 from Groupair Pty Ltd, an Airfast sub­ ^ Lindeman Island sidiary, on 1 September, 1969. Would Collinsville appear to be part of the assets acquired from Airfast by Air Sales & Parts Pty Ltd. MACKAY Beech D50A Twin Bonanza VH-CLO (c/n DH158) Exchanged by Connellan Airways Pty Ltd, through JETAIRSALES in QUEENSLAND March 1970 for the Jetair owned Beech Queenair 65, VH-CMI. Clermont Note: ✓ 1. Following their withdrawal from service in ✓ Barcaldine Queensland (see text), VH-WAB, -UNL, \ Emerald - ROCKHAMPTON and -CLO remained registered to either Westernair or Jetair until the latter ceased Longreach Alpha operations on 27 November, 1970. The three aircraft saw little use until they were Springsure sold, as follows: VH—WAB: Change of owner from Western­ Theodore air to Curley Air Maintenance Pty Ltd, 12.1.71. VH-UNL: Change of owner from Western­ Gayndah air to Welsh Bros (Plant) Pty Ltd, 15.1.71. \ VH-CLO: Change of owner from Jetair Wondai Gympie Australia Ltd to H. Treloar, 22.12.70. V ( ROUTE MAP Kingaroy 1 2. In the transaction between Airfast Services Maroochy Pty Ltd and Air Sales & Parts Pty Ltd over ------Lindeman Aerial Services the exchange of shares in Western Air ------Westernair. Route network, 25 Sept., 1967 Navigation Ltd, Air Sales & Parts Pty Ltd ------Westernair. Connections as operated at various times BRISBANE also acquired from Airfast, 3 aircraft on Midwest Aviation // 4 September, 1969, namely: // Warwick Cessna 21 OB VH-UNH KG Aztec VH-UNB X__- Cessna 210/5 VH-CRS (then on lease to Stanthorpe i ^ Casino Westernair) Also on 4 September, the 3 aircraft were NEW SOUTH WALES / mortgaged to Airfast Services for $40,000, Grafton which was discharged on 22 January, 1970. /

69 QUEENSLAND AIR NAVIGATIONS Id By B. DANNECKER

a

Following the pioneering efforts of the two motor. Q.A.N. was also the first airline plying No. 1. He was Mr. G. Barrymore, editor of the original Australian airlines - West Australian the coastal route north from Brisbane. “Townsville Daily Bulletin”. This service was Airways and Qantas - in the early years after At full fleet strength, reached late m 1930, subsequently flown twice weekly. On 12 World War One, commercial aviation was well the company boasted two Avro lO’s - VH-UNJ, August, 1930, Q.A.N. commenced a thrice- on the way to becoming firmly established as “Star of Townsville (c/n 371), VH-UPl, “Star weekly service to Grafton, a major centre in a safe and efficient means of transport. The of Mackay” (c/n 468), the Avro 5, VH-UNK, northern New South Wales. Passengers, freight 1920’s saw steady advancement, although the “Star of Cairns (c/n 370), plus two de Havil- and contract mail was carried over the network, full potential of air travel had only barely be­ land 60 Gipsy Moths. The two Moths wFre used but no actual subsidy was granted by the gun to be realised. In 1929, three progressive primarily for general communications work, in­ Australian government of the day to assist in and far-sighted Brisbane men banded together cluding the siting of new landing grounds for meeting the high costs of maintaining opera­ to form an air service company to operate the mainline aircraft, but also filled other roles tions, The list of pilots employed to fly these regular flights between the Queensland capital as joy flight machines and trainers. All five air­ schedules included such notable aviators as and northern cities as far as Townsville. This craft were painted in identical livery a G. McCausland, J. Branch, D.P. Davidson, concern was destined to survive for almost strikingly attractive scheme - pale blue fuselage, J. Beresford and K. Frewin. silver wings and tailplanes, black and white a year and then disappear into obscurity. The idea of regular air services to the far chequered fin and rudder with black registra­ The men were Captain Jack Treacy, an experi­ north of Queensland via the coastal route from tion lettering outlined in white. Base of opera­ enced airman, Mr, Arch Winning, a prominent the state capital was a novelty, and even Qantas tions was a rented hangar at Eagle Farm aero­ businessman and Mr. Bert Porter, a skilled had only commenced operating schedules from drome - Archerfield had not yet come into accountant. The company was registered as Brisbane the year preceding Q.A.N.’s incorpora­ aviation prominence. “Queensland Air Navigation Co. Ltd.”, with tion, to Charleville. The railways were very offices located in the old T & G Building in Q.A.N.’s inaugural flight was made by much the accepted mode of travel in those days Queen Street, Brisbane. Treacy became the Captain Treacy in the Avro 10, “Star of Towns­ and this was a major factor in Q.A.N. not being Chief Pilot and Operations Manager, Winning ville”, departing Brisbane for Townsville via granted a subsidy. However, initial public filled the post of chairman and Porter was the Maryborough, Rockhampton and Mackay on reaction to the service was quite encouraging - company secretary. Recruited as Townsville 31 March, 1930. The return flight from Towns- doubtless, more passengers would have flown manager was L.C. Woolrych, a district pioneer ''/iUe, departing on 1 April, carried Q.A.N.’s with Q.A.N., had they been able to afford it. and prominent local identity, who raised capital first fare-paying passenger holding ticket Overhead costs for pioneer airlines were always for the fledgling Q.A.N. in the form of shares to local investors. Similar duties were carried out by N.P. Draper, a leading Cairns businessman. At the time of Q.A.N.’s incorporation. Sir Charles Kingsford-Smith was setting up the original Australian National Airways in Sydney. To supplement his famous Fokker F7b3m “Southern Crqss” on the proposed A.N.A. services to link Sydney with Brisbane and Melbourne, “Smithy” had on order five brand new Avro 10 trimotor airliners from the English firm of A.V. Roe. The founders of Q.A.N. had several meetings with Kingsford-Smith, and saw the possibilities of opening an air link to the north, connecting with the A.N.A. services. Following these discussions, it was decided to place an order for the two new Avro 10 machines plus one Avro 5, for use on the pro­ posed services from Brisbane to Townsville. This early order for and subsequent placement in service of three multi-engined Avro types stressed the significance of Q.A.N. in Australian aviation history. It was the only other airline in this country to introduce new Avro 10 aircr*aft and was the only operator of the Avro 5 tri­

Heading photo: Q.A.N.'s fleet, less Avro 10 VH-UNJ, at Eagle Farm. Right top: Avro 5, - I

VH-UNK, Star of Mackay. Right: Q.A.N.'s | \v second Avro 10, VH-UNJ, Star of Townsville. | (All photos Queensland Air Museum) |

70 high and this, coupled with slow passenger operations, the senior executives of the com­ Beresford and his two passengers. This air growth, resulted in revenue figures falling short pany travelled to Canberra especially to discuss tragedy gave Q.A.N. its “coup de grace” and of the break-even point. The actual difference with the federal government the matter of the company ceased operations in January was not great, but was sufficient to bleed off gaining a subsidy for the airline. Unfortunately, 1931. The two Avro lO’s were placed in storage reserve finance held for emergencies. The great the government remained firm in its stand, and in Brisbane, later to be purchased by New Economic Depression, which Australia faced the excursion proved fruitless. The bitter fact England Airways in 1932 for 7000 pounds, at the time, certainly contributed to this sad remained that, without an immediate grant, the including spares. These two Avros were eventu­ state of affairs. Apparently the airline was company was facing liquidation. Whilst Q.A.N. ally withdrawn from service and scrapped at offering its business a good deal ahead of its struggled on to maintain its normal services to Sydney late in 1938. The Gipsy Moths were time - the value of the service to the people of Townsville and Grafton, disaster struck at sold off to former Q.A.N. pilots. So ended the Queensland being blatantly ignored by official Maryborough on New Year’s Eve, 1930. The life of one of Australia’s colourful and signifi­ authorities in favour of the state-run railways. company’s sole Avro 5 trimotor, the “Star of cant early airlines. This particular problem was a common one Cairns”, which Kingsford-Smith himself had shared by early airlines around the world. once described as “a killer”, crashed whilst Near the end of 1930, Q.A.N.’s first year of approaching to land, killing the pilot, Capt. J.

M- Data for the Avro 10 has previously been A published in earlier AHSA journals. Below are f ..L-ii- details of the Avro 5, which was in effect a smaller version of the Avro 10. Avro 5 (Avro type 610) Manufacturer: A.V. Roe & Co. Ltd., Manchester, England. Total built: Four. Capacity: Four passengers, one pilot. Cruising speed: 90-100 mph. Engines: Three Armstrong Siddeley “Genet Major” 5-cylinder radials, each 105 hp. i fTT Maximum weight: 4420 lb. Span: 47 ft. 0 in. TJ Length: 35 ft. 9 in. A Height: 9 ft. 6 in. $ Construction: Welded steel tube fuselage, one- /IN piece wooden wing.

RISE OF THE PH EON IX . contd from p. 65

Buaer No. Code Unit Delivered to 152333 333 Naval Research Labs Nowra 152334 713/NH Nowra 152800 107 B’town 152807 014/NH VS-33 B’town 152809 Nowra 152811 106 B’town 152812 707/NH VS-37 B’town 152816 702/NH VS-37 Nowra 152837 016/NH VS-33 B’town 153566 106 Nowra 153567 105 USS Saratoga CVW-3 B’town 153578 B’town 153580 114 B’town 153582 703/NH VS-37 B’town 152805 110 B’town 153576 104 B’town *** *** ***

153604 849 handed back to Navy, 5 April, 1977 153597 842 at Bankstown during fire

The Editor wishes to thank the Directorate of Pubhc Relations, Depart­ ment of Defence, for permission to reprint this article which appeared 153582, 703/NH (top) and 152805, 110 (above) at Bankstown, 5 April, 1977 in its house journal, TRIAD. (N. Parnell). 71 Top: Fokker F27, P2-ANM (ex VH-FNN) after overhaul and sale to Air Top; SAATAS's Indonesian registered Queen Air, PK-LED. at Darwin, c Niugini at Tullamarine, 26-2-77. (I. Lawson) Below: D.H. Dove, CR-TAG * 3-3-77. (R. Zweck) -Below: Riley Dove 2, VH-ABK now in North Coast I of Transportes Aereos De Timor at Darwin where it has been derelict for the Airlines livery. Parafield, 2-4-77. (1. Lawson) last nine months. (R. Zweck)

Above: Piper PA31, VH—MBK at Moorabbin, ^A-11. This is a new aircraft Above: Partenavia P.68B, VH-FSH of Arnhem Air Charter at Darwin, for Australian Air Charters. (1. Lawson) Below: Beech Queen Air, VH-FDL 3-3-77. (R. Zweck) Below: NASA Lockheed Starlifter, N714NA at Tulla- the Royal Flying Doctor Services' new aircraft at Moorabbin, 4-4-77. marine, 12-3-77, It was based there for two weeks while carrying out various (I. Lawson) astronomical survey flights. (I. Lawson)