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■ ■llii*■1 ili ill ili ■■III ill ill BfSflliiBli MOTES MONTHLY NOTES MONTHLY from May 1975. This further expansion by the airline follows the intro­ duction into service of their third Piper Navajo Chieftain VH—RNC. Murray Valley Airlines expanded services from 31 May when new THIRD LEVEL flights commenced between Albury-Shepparton to Melbourne and both Shepparton and Griffith were included on the airline's route between Albury and Adelaide. The new Melbourne service is operated twice daily Monday to Friday, while Shepparton has three flights weekly and Griffith five flights weekly on the Adelaide route. Newcastle-based Aero Pelican accepted delivery of the ex-Mac- Skyway Airlines commenced a service to Goondiwindi in south­ Robertson Miller Airline Services DHC Twin Otter VH—MMY at Perth western Queensland from Sydney early in June. Flights are operated three during April and it departed Perth on delivery to it's new base at Belmont times per week, two being direct services while the third is via Quirindi. on 14 April. It was quickly put into service and operated it's first flight on To promote the new service, the airlines offered fares at half price to the morning of 16 April. The owner of the airline, Mr. K. Hilder, said the Goondiwindi for the month of June. new aircraft with it's 19 seat capacity was needed to meet demand at peak periods, and had cost more than $350,000. Aero Pelican now operate The commencement of a commuter air service to Bunbury, Western 87 return flights weekly between Sydney and Newcastle, their only route, Australia, took a step closer on 5 June when the Western Australian with Cessna 402 and the Twin Otter aircraft. Government announced that it would contribute $10,000 to the cost of upgrading the local aerodrome. (The commencement of a regular Following the report that Ansett Airlines of New South Wales was service has been held up because the Department of Transport will not considering reducing the number of weekly flights to Narrabri, the local licence the aerodrome for regular services). I Municipal Council decided to write to Skyways Airlines requesting what ^ services it could provide the town.^The Tamworth newspaper, 'The North­ Bush Pilots Airways Ltd celebrated 25 years operations on 23 June ern Daily Leader' for 24 April, reported that the Council had received an after having been registered as a public company on 22 January, 1951. The indication from Skyways that it could provide more suitable services and first commercial flight by the new company was a charter flight to George­ extra services to the town if A.A.N.S.W. reduced theirs. town from it's base of Cairns with it's only aircraft, DH90 Dragonfly VH-AAD which was registered to the company on 14 June, 1951. Wagga-based Kendell Airlines announced on 29 April, that they were extending their route network to include Narrandera and Merimbula The Walgett Shire Council in north-western New South Wales as from 10 May. Narrandera in the NSW Riverina area would be included announced on 29 June that it had called a public meeting for 2 July to in the airline's Wagga-Griffith-Melbourne route while Merimbula would be discuss air services to the centre and surrounding areas. The Shire had connected through Canberra and have five direct return services to Melb­ asked executives from both Ansett Airlines of New South Wales, who ourne weekly. A commuter licence to operate this latter route is also held currently serve the town, and Skyway Airlines to address the meeting. by Melbourne-based Executive Airlines who have in the past, only operated Skyway Airlines had advised the Shire that it was willing to provide up to services during summer months. a daily return service compared to the three days a week service by Air­ lines of New South Wales. The New South Wales Minister for Decentralisation and Develop­ ment, Mr Milton Morris, announced on 29 April that the State Government Arriving in Australia within three days of each other recently were had granted a licence to Clubair Pty Ltd to operate a commuter air service two North American Rockwell Commander 690A aircraft. Both aircraft between Maitland and Sydney. The owner of the company, Mr. G. Swanson were flown to Australia from the United States — one by the Pacific said he was waiting for the Federal Government s approval before services ferry route and the other via the Atlantic and Far East. The first aircraft could commence and the satisfactory conclusion of negotiations with TAA to arrive was N57101 c/n 11101 which is a second-hand 690A on delivery to use their Terminal at Sydney Airport. Clubair own Cessna 402B to Advance Airlines and will be registered to them as VH—AAG. This VH—FTR which is normally based at Williamtown Airport new Newcastle. aircraft will join Advance Airlines other 690A VH—ATF on their run between Sydney and Lord Howe Island. N57101 was flown to Australia In an effort to negate the common complaint that aircraft used by Ferry Air Inc., of Oakland, California and was piloted by John Carlson by commuter airlines are small "and noisy". Bush Pilots Airways advertised one of their pilots. It departed Oakland on 29 August and stopped en- in the Brisbane newspapers during April that the Trislander aircraft used route at Seattle, Alaska, Wake Island, Midway, Ponape, Honiara, Brisbane on their new Central and West Queensland routes "had individual headseats to Sydney, Mascot where it arrived at 0300 hours on 8 September. with piped music and the aircraft had sound insulated windows"! Three days later on 11 September another 690A, this time a new A new commuter air service operating between Camden-Sydney aircraft, arrived in Australia. This was N81430 c/n 11321 and it was ferried Airport-Bankstown commenced on 1 May when the Bankstown charter here by Downtown Airpark Inc., Oklahoma City being flown by one of operator, Navair Pty Ltd commenced the services under the operating their pilots Richard Kukuk. N81430 was on delivery to the South name of Navair Commuter. Flights operate twice daily, Monday to Friday Australian Government and before leaving the United States had been using either a Piper Navajo, Aztec or Twin Comanche aircraft. fitted out with additional equipment as it will be used for aerial survey and Coffs Harbour-based North Coast Airlines extended their network photographic work. N81430 departed Oklahoma City of 31 August and to Armidale and Tamworth from 16 May. A Coffs Harbour-Armidale- made stops at Gander, Azores, Palma, Crete, Luxor, Dabai, Bombay, Tamworth service is operated six nights per week with a corresponding Colombo, Singapore, Darwin to Essendon where it arrived on 11 Sept­ early morning departure from Tamworth to Coffs Harbour, where flights ember. The last leg from Darwin to Essendon was flown in six hours 18 connect with the airline's coastal services to Brisbane. Extensive advertising minutes at an average speed of 285 knots. N81430 c/n 11321 has been in the Tamworth and Armidale press highlighted the fact that their flights registered VH—DLK. gave an early arrival in Brisbane where connections could be made to northern Queensland. These flights are in direct competition to the flights operated from both Tamworth and Armidale to Brisbane by New England Airways, who like North Coast, also serve Coolangatta. A report in the Tamworth newspaper "The Northern Daily Leader" quoted the General NEW GUINEA Manager of New England, Mr. A Patten as saying: "he had lodged a protest Due to heavy committments with it's own engineering facilities. Air with the Department of Transport about North Coast Airlines' efforts to Niugini sent three of its's Fokker F27 aircraft overseas for maintenance, run a parallel service to those of New England". Also, Mr. Patten stated during February, March and April. The first aircraft, P2—ANF went to North Coast had been forced to overfly Armidale at least 50% of the time New Zealand National Airways Corporation at Christchurch, departing because of fog at the local airport. In a later issue of the same paper, for Lae on 13 February, returning Lae 8 March. The second aircraft , P2—ANE 8 June, the owner of North Coast, Mr. Ross Davies, claimed the complaints also went to N.Z.N.A.C. at Christchurch, departing Port Moresby 6 March by New England were unfounded and that the New England services from and returning to Lae 26 March. The third aircraft, P2—ANB went to Newcastle were in parallel with his company, and that the claim that East-West Airlines at Tamworth, it departed Port Moresby 26 March and flights did not land at Armidale were grossly ill-founded — only three returned to Lae 11 April. flights out of 30 could not land and besides, the informant airline failed to say that their flights were similarly affected. In another expansion. The Papua New Guinea Minister for Transport, Mr. Bruce Jephcott North Coast Airlines announced on 7 June that they had been granted a announced in Port Moresby early March that all Air Niugini's scheduled commuter licence to service Lord Howe Island from Coffs Harbour, DC3 routes would be handed over to third level operators as these services with services starting on 1 August. The airline has been operating charter were unprofitable to the airline. Both Talair and Douglas Airways gained services to the Island from September 1974,with regular contract services a number of new routes ex-Port Moresby, while the recently formed ——------continued on page 17 2 HSA -JOURNAL

VOLUME 17, NUMBER 5 lUOVEMBER/DECEMBER 1976

CONTENTS Page

Jx MONTHLY NOTES ...... 2 PRESII7ENT ELECT ;x ACCIDENTS THAT MADE HISTORY ...... 4 L D. McArthur 8 :'x 1976 AVIATION HISTORICAL HAPPENING ...... HONORAi?Y SECRETARY ELECT THETUGAN GANNET (PT 2) ...... 10 W. 60HOVAN NEW GUINEA FLIGHT - 50th ANNIVERSARY ...... 16 x| TREASURER ELECT :;:x WANTED FOR FORTHCOMING JOURNALS ...... 17 *■•*•*•***■★★*■★★*■*■**•*•*★*•★ ★ ★ ★ BRONWEN HIRST SUBSCRIPTION SECRETARY C.A.C. 40th anniversary M, HADDEN ;x 17 October, 1976 marked the 40th anniversary of the Commonwealth Aircraft Cor­ ii;:: poration Limited. *1* ^******.* :x A.H.S.A. congratulates our leading aircraft manufacturing and design company on Membership is for one full colenJer ^x surviving 40 years of the stop-go atmosphere with which most of the world's aviation year commencing March 1st. Annual industries are afflicted. membership fees of $10.00 {Austral* As a tribute to C.A.C., A.H.S.A. arranged for the driving force behind setting up the iao currency) will be due for renewol company, Sir Laurence Hartnett, to speak at a special society meeting at C.A.C., during during February each year. October 1976. The text of Sir Laurence Hartnett's lecture will be published in an early x;' issue of Vol. 18 of the A.H.S.A. Journal. Published by: Aviation Historicol Ian McArthur. Society of, Australia Limited, P.O. ■k'k-k-k'k-k-k-k-k-k-k-k-k-kk-k-k-k'k-k k k k Box 212, ^ Footscray, Vic, 3011, INFORMATION FOR AUTHORS - All manuscripts for publication in the Journal Australia. , should be typed or clearly handwritten on one side of sheet only, and should be :■ 'iL double spaced. Photographs should, where possible, be either one column width (2% in.), V/i column width (3% in.), two column width (4^ in.), or three column :x: width (7% in.); the use of negatives is preferred. All negatives will be returned; The views e>g»ressed by name contrib- photographs will be returned if marked “Return to______do not crop”. Utars and cca-respendents are their own All work on this Journal is voluntary and no payment can be made for published and do not necessarily reflect the views material, of the Editors or the Society. *>******* NOTE NEW ADDRESS: P.O. BOX 212, FOOTSCRAY, VIC. 3011. {c) 1976 Aviation Historical Society kkkkkkkkkkkkkkkkkkkkkkk ACTING EDITOR - F. G. HARRIS

EDITORIAL STAFF - D. R. ANDERSON, B. A. PATTISON Printed by: Maxwell Printing CONTRIBUTORS AVIATION NEWSLETTER, G. BELL, J. HOPTON, Services Pfy. Ltd., 669 Spencer St., LAE AVIATION NEWS, R. MACDONALD, G. REID, West Mel bourne, 3003. J. VELLA

COVER: Front: Airlines of Australia’s Stinson Model A’ trimotor VH-UGG, "Tismore” crashed on take-off at Archer fie Id on Sunday, 28 March, 1937. Of the fleet of four Stinsons, three were involved in fatal crashes, 'UGG being the second lost (see 'Accidents that Made History”, page 4). (D.O.T.) Rear: Two new residents at Essendon are DC-3’s P2-ANR (top) and VH-EWE (lower). Soon after this photo Left, top to bottom was taken, ANR resumed its previous Australian identity, VH-SBL and joined Forrestair’s other DC-3, VH-TAK on the company’s overnight Bass Strait air freight run. Forrestair’s other DC-3, VH-EDD has returned to Bush Pilot Airways in Queensland. VH-EWE has been acquired by Bill Brown’s (ex Brain and Brown) new Bass Strait air freight Company "Fleetair” and has now been repainted in that Company’s livery. (Photos J. Vella.) Air Nuigini’s Boeing 720,P2-ANG at Eagle Farm, Q., 27 July, 1976. Latest addition to Davey Air Service’s fleet (Journal, Vol: 17, No. 2) is Piper PA31, VH-UBA photo­ graphed at Dubbo, NSW on 11 September, 1976. (I. Lawson.) Right, top to bottom^ In surprisingly good condition is CAC Mustang, VH-AUB photographed in Queensland on 21 July, 1976. In contrast, VH-BOY is a little worse for wear following its forced landing after an engine failure on take off at Bankstown on 5 June, 1976. (E. Favelle.) McDonnell Douglas F15 Eagle at Avalon, Vic. on 5 November, 1976 during its demonstration tour of Australia. (J. Vella.) Cessna CA188IA1 Ag Waggon sporting shark mouth markings at Narromine, NSW, 11 September, 1976. (I. Lawson.) THE CHARLES PRATT MEMORIAL LECTURE FOR 1973

Occidents that made [history by G. McArthur Job Editor "Aviation Safety Digest" Department of Transport

It is often said that Australia is one of the most airminded countries in we speak of "airline operations" today and it is not until the turn of the the world and that it enjoys one of the best aviation safety records. This is decade that we find operating in Australia, a type of intercity, interstate particularly so in the case of our airline operations and, although in fairness "airline" which we can recognise within the meaning of the term as we now to other aviation-minded nations, this claim should be qualified by pointing know it. out that Australia also enjoys some of the best aviation weather in the This first Australian National Airways (not to be confused with the later world, it is a record in which all Australians can justly take pride. company of the same name, which grew out of the merger between Holyman There is little doubt that jrrost Australians are indeed proud of this and Adelaide Airways), was founded by Charles Kingsford-Smith and C.T.P. achievement; this is quickly evident whenever the subject of aviation Dim on the wave of success and popularity that followed their trail-blazing safety crops up in everyday conversation. But how deep does this feeling trans-Pacific flight in the Southern Cross in 1928. It was one of the first of of pride really go? Is it pride only in the fact that a task, very much in the the new interstate airlines, setting out to compete for passenger traffic with public eye, is being done well enough to earn Australia international recog­ established rail and road services between capital cities and large country nition in this particular field of endeavour? Is it only the sort of approval towns. The airline, and I use that term in the same sense as we use it today, that might be accorded any other success at an international level, whether was extremely well organised and equipped. In fact, It could be said to have It be in the field of sport, industry, science or politics? Or is it something set a pattern, in terms of passenger service and handling which has been more, as it should be, something that is rooted in an understanding of how followed by most Australian airlines since that time and which is still Australian aviation came to achieve this distinction? discernable today. Its fleet of five brand-new Avro 10 tri-motor aircraft, The extent to which we really appreciate the processes that have carrying the rather poetic names Southern Sun, Moon, Star, Sky and Cloud, developed our airways system to its present standard is hard to judge. It all of Idential appearance in their smart blue and silver livery, were one of is hard to judge the very reason that those processes have been so effective. the best types of airline aircraft then available — we could almost say they Indeed, inter-capital flights have become so much part of our life today that, were the 727's of their day. With an endurance of up to eight hours, and for many people, a back-in-a-day interstate trip is almost as commonplace as the ability to maintain height with one engine out, they were regarded as an a suburban train journey to the city. The quite astonishing fact that a extremely safe passenger aircraft. The airline operated scheduled daily businessman can breakfast in Melbourne, do a day's work in Sydney, and be services between Brisbane, Sydney, Melbourne and Launceston, and published back in Melbourne for dinner with his family the same night, is now taken its own time-tables. It had booking offices in the city centres, and provided for granted by a substantial proportion of our urban population. a passenger coach service between the city centres and the company's embarkation offices at the aerodromes, where there were despatching and Yet how many of the several thousands of passengers who use our air­ luggage handling staff. lines In this way every day, ever give a thought to the men and machines of yesterday that paved the way for this modern-day wonder? For the swift, Under the auspices of its two colourful founders, and with a staff of assured and seemingly effortless air travel of today is not something that has highly competent pilots, whose names are also now part of our history the come about only in the last few years. It has evolved gradually, and painfully airline was off to an excellent start and for a time it prospered. But then on at times, over half a century, not only as the result of the trail-blazing a fateful Saturday in March 1931, after some fifteen months of successful deeds of some of our early aviators whose names are now part of history, daily operations in all weather, disaster struck when. In wild and tempestuous but out of the bold and determined efforts of pioneering airline companies weather, the Southern Cloud failed to complete the scheduled service from which, with their dedicated pilots and ground staffs, struggled hard over the Sydney to Melbourne. It proved to be a mysterious disaster that was to years to build safe and efficient air services. remain unsolved for almost twenty-eight years, when a young hiker stumbled by the merest chance on the aircraft's remains in a remote part of the Such is the sweep of this whole subject that it is difficult to do justice Snowy Mountains. to it in one lecture. Indeed there would be scope here for a whole series of The Southern Cloud disaster was Australia's first major airline accident lectures which could trace the development of Australia's airways system, and it began the painful evolutionary processes of which I have spoken. as we know it today, through the various stages of that painful evolutionary But it was certainly not the last. The step by step development of Australia's process which really began in earnest with the loss of the famous Southern airways system reflects many of the operational lessons that have been learnt Cloud of the original Australian National Airways, in March 1931. from major accidents which have occurred over the years. The DH—86's In Admittedly there were scheduled airline operations In Australia well Bass Strait in 1934, the Stinson In the McPherson Ranges in 1937, the DC—2 before that time — almost exactly ten years before, in fact, when Major Kyeema on Mt. Dandenong in 1939, the DC—3 Lutana near Quirindi, Norman Brealy and his newly formed Western Australian Airways were New South Wales in 1948, and the Viscount VH—TVC in Botany Bay, awarded a contract to operate a mail service between Geraldton and Broome Sydney in 1961 are some that immediately spring to mind whenever airways the north-west of Western Australia.And other mail contracts, awarded to the development is considered. As a result of these hard and costly, but infant Qantas, and the Larkin Aircraft company, soon followed, resulting in immensely valuable object lessons that have been learnt in the harsh school the establishment of services in the west of Queensland and in inland New of practical experience, the shortcomings and inadequacies that contributed South Wales. Yet, although these services were the real pioneers of Australia's to the loss of these aircraft over the years have been overcome one by one. air services, they remained, at least for the first few years of their life, what The need for adequate meteorological services, for air-ground communi­ we would describe today as "bush operation". For the most part they cations, for accurate maps, for methods of position fixing other than by operated between small and widely scattered settlements in remote areas of visual means, for aircraft instruments and equipment to fly safely and the Australian continent where, despite all the shortcomings of aviation accurately in cloud, and to maintain adequate separation from ground and in the early twenties, the aeroplane had something to offer over such con­ another aircraft, for air traffic control, operational control and search and ventional surface transport as was available. With transport of any form at rescue organisations, and lastly for a way of knowing if an aircraft is flying such a tremendous disadvantage in those remote and largely undeveloped into the extreme turbulence of a thunderstorm when already flying blind. areas, the operators and users of these new air services tended to be satisfied The facilities that now exist provide all these services, together with other with the inherent qualities of the aeroplane itself — especially in the "wet" components of today's airways operation system, ensure that flights con­ season of the north, when all forms of surface transport literally slithered to ducted on Australian air routes today are as safe as humanly possible to a halt in a vast ocean of mud. There was thus no demand, apart from the make them. We must never forget that these present day standards of safety requirement for adequate landing grounds along the route to be flown, for have been hard won. As we have seen, they have by no means "just any supporting "airways system". happened" but have been hammered out one by one over the years, more For reasons of this sort, it is difficult to make valid comparisons between often than not in the harsh light of tragic experience. our pioneer air services of this type and the things that come to mind when Some of the history of the original Australian National Airways is well

4 known from all the publicity that surrounded the finding of the wreckage of passenger appeal and they were an instant success. Throughout 1936 and the the Southern Cloud in 1958, and that has followed it spasmodically in a early part of 1937, the new airline continued to enhance the already enviable variety of publications since that time — the Department's "Aviation Safety reputation for reliability which New England Airways had established on Digest" included! But of other, long since defunct pioneer airline companies, the Sydney-Brisbane route. In service too, the new Stinsons proved to be that played their part in Australia's formative aviation years, much has been all that the company had hoped for and they cut previous time-tables forgotten of these companies, and in particular the four sister airline aircraft almost in half. Throughout the 500 miles of coastline between Sydney and that it operated. For no less than three of these four aircraft were destined Brisbane they became a familiar sight. As time went by, farmers, fishermen, to play a part in the costly evolutionary processes of airways development, townspeople and tourists, all came to take for granted, the twice daily and each undoubtedly has a place amongst Australia's accidents that have passage of the dark blue Stinsons and the characteristic, high-pitched whine made history. The airline of which I speak of is Airlines of Australia, incor­ from their three Lycoming radial engines. In the more isolated pockets of porated in Sydney in 1936 and finally absorbed into the second Australian habitation on the coast, and in the nearby ranges just inland, people even National Airways in the early 1940's. And the aircraft were the four Stinson learned to set their clocks by them. model "A" tri-motors which it operated, VH-UGG, VH-UHH, VH-UKK But on Friday 19 February 1937, disaster struck again. A few minutes and VH-UYY. after one o'clock that fatal Friday afternoon in fine, but overcast weather, Airlines of Australia was formed prirharily to operate a regular airline the Stinson Brisbane , VH —UFIH, took off from Archerfield to operate service between Sydney and Brisbane. Later on, the company's activities the company's second regular daily service to Sydney via Lismore. For this were expanded, and the service was extended up the coast of Queensland trip, VH —UHH carried a crew of two and six passengers. The pilot in to Townsville. The newly incorporated company took over, and continued, command was Captain Rex Boyden and the co-pilot B. Shepherd. Ironically, the inter-city service which had been profitably operated for several years by one of the passengers had joined the aircraft at the last minute and only New England Airways, based at Lismore, NSW., and which used Avro 10 after an argument with the airline management over an incorrect booking. aircraft similar to those of the original Australian National Airways. But at Although the weather in Brisbane itself was still fine at the time with only a the end of 1935, with the lifting of the Federal Government's embargo on light wind, the weather on the coast of southern Queensland and northern the importation of foreign aircraft, and with no new advanced types of New South Wales was being affected by a deep depression off the coast, British aircraft yet available for delivery, the more progressive Australian which was producing drenching rain and driving low cloud carried by gale airlines began looking for the first time to American manufacturers for new force south-easterly winds. These conditions were at their most violent on equipment to replace their obsolescent "strut and wire" aeroplanes — air­ the mountain ranges immediately inland from the coast, near the State border. craft such as the DH—84's, 86's and 89's — that had done so much to prepare the way for future development. While Holyman Airways in Melbourne waited for the revolutionary DC—2 aircraft that they had ordered, and the VH-UHH carried no radio, and when it did not land at Lismore as fledging Ansett Airways decided on the impressively dynamic all metal scheduled to pick up additional passengers for Sydney, no one was greatly Lockheed 10's, Airlines of Australia placed orders for the more readily worried. Because of the weather conditions in the area, it was generally available eight passenger Stinson model "A" tri-motors which had been assumed that Captain Boyden had deliberately by-passed the town and flown introduced to airline service in the United States two years before. on to Sydney via an inland route that would have been more favourable to the flight in the existing weather. Although it was not constructed on the stressed-skin, all-metal principle like the DC—2 and the Lockheed 10, the Stinson tri-motor was nevertheless But, late that afternoon, when the Stinson had failed to arrive at Sydney an advanced aircraft for its day. At a time when most passenger-carrying as scheduled, the worst fears of the airline staff were realised. At first light aircraft in Australia were still wooden, fabric-covered, fixed undercarriage the following morning, almost every civil aircraft on the east coast of Aust­ biplanes, the Stinson was a low wing monoplane of tubular steel frame ralia that could be spared, joined forces with Hawker Demons of the Royal construction and, though still fabric-covered, fairly bristled with new features. Australian Air Force in what was to become one of the most intensive air Like its new all-metal contemporaries, it boasted innovations such as a searches in Australia's aeronautical history. retractable undercarriage, electrically operated trailing-edge flaps, and Because of the many seemingly reliable reports that the aircraft had been variable pitch propellers, and its cruising speed of 160 miles per hour was sighted flying over the Hawkesbury River area, — reports that were apparently nearly double the speed of many airline aircraft still in service at the time. based on sighting of the sister Stinson that had flown the earlier service As well as offering the Australian travelling public a degree of speed and from Brisbane to Sydney that day — the search for the missing aircraft was comfort that set the pattern for airline standards for many years to come, concentrated on the southern portion of the route and comparatively scant the Stinson, with its extremely soft undercarriage and large balloon tyres, attention was given to areas north of Lismore, But as the days dragged on had the ability to operate easily from the comparatively rough grass-covered without uncovering a single clue to the fate of the missing aircraft, the paddocks which were still doing duty as aerodromes at many places in the authorities responsible for the search reluctantly concluded that it must mid-1930's. Airlines of Australia progressively took delivery of four of these have crashed into the sea and, nine days after it had began, the official aircraft, naming them after their principal ports of call, Lismore, Brisbane, search was abandoned. In banner headlines, a Sydney newspaper asked, Grafton, and Townsville. The novelty of the Stinsons in 1936 had great "Was it to be another Southern Cloud?" liilil iliil III ( //.V; II ■c/i iili I ships VH~UKKafe,w weeks before its last mdu. (D.O. TJ iiiiiiiii

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\ \ But at his little mountain farm, deep in the heart of the McPherson location of those calls. Well that could easily be tested — just a matter of Ranges close to the New Soutri Wales-Queensland border, there was a bush- waiting until my breath came back for one big Coo-ee. It echoed sharply man who thought differently. Friends of his had seen the Stinson tracking across the gorge - a pause - then came the mystery call again, but this time towards the cloud-banked McPherson Ranges in the direction of Lismore. so clear and close, that it had the effect of a physical shock. It could not Yet the newspapers when they finally reached him, reported that intending have been more than 200 yards down through the timber to the left. I passengers had waited in vain at Lismore for the Stinson to arrive. To him answered sharply and started down in that direction. A second voice joined there could only be one answer - and that answer was lying somewhere in the first. We exchanged calls to guide me through the thickly meshed tangle. the jungle or gorges of the McPherson Ranges. "Who were they? 'Members of a search party from the Lamington On a survey map of the McPhersons, which he had at his house, he drew district', said reason. 'Survivors of the wreckaged aircraft', said a little voice. a pencil line from where his friends had last seen the Stinson, along the 'There couldn't be survivors from a crash in this country — not after this direct line of flight towards Lismore. This plotted line crossed four high time', said reason. 'Why are they on that line on my map where the dead ridges, and he reasoned that, if the missing Stinson was to be found in the tree was'? said the little voice. area, it would be on one of the northern slopes of these ridges. "Only 20 yards away now. What was this? A big gap in the tree tops just The story of how ten days after the crash, Bernard O'Rielly found the ahead! I tore a piece of vine aside to get a better view. The great tree beside wreck single-handed amid the almost impenetrable rain forest of the the gap was blackened by fire right to its branches. A numbness shot through McPherson Ranges, then organised and led a rescue party back to the accident my limbs, a sort of coldness that was worse than fear and worse than pain or site to save the lives of the two surviving passengers, John Proud and shock, but was a combination of all three, a feeling that has stayed with me, J.R. Binstead, has passed into Australian history. The full story of this epic and it is with me now even as I write. Before I looked down I knew what I achievement and the dramatic rescue that followed are unfortunately would see — a mass of smashed and charred metal. It was more than that — it beyond the scope of this lecture, but a moving and authentic account of it was a horrible unclean thing, which held the trapped remains of what once all is told by O'Rielly himself and his book "Green Mountains". I'd like to were men, a repulsive thing which I could not go near. The voices came again read you just a few paragraphs which, in O'Reilly's own words, convey some from below the wreck. Two voices — men alive — but in what condition? I idea of the difficulties he faced and the feelings he experienced, in finding stood for a moment afraid to go on to them, afraid of what I would see, the wreckage. "Proud I saw first, his eyes far back in his head like a corpse, lying as he O'Reilly writes: had lain for 10 days on that wet ground with a broken leg that was green "By 8 a.m. I was on the summit of Mount Thoakban, enveloped in white and swelling. I thought, "You've lain all these days in hell and now I'm too clouds. None of us had ever been to Mount Thoakban, and its great green late to save you". Who can describe the anguish I felt in that swift second. cone away to the south east, had beckoned enticingly to young explorers. Then I turned to Binstead. He tried to shake hands - a poor hand that was It was not a dangerous undertaking, but it would have entailed a lot of hard like raw meat. His legs too, were like that, and his trousers were worn away work and time, and there were many nearer gorges and peaks which would from crawling over the rocks to bring water. There was some talk — lots of more richly reward exploration. But here I was on Thoakban at last, awaiting talk - but who remembers what was said? The first sane remark I remember for the clouds to lift sufficiently to permit me a view. For 15 minutes I was Binstead's, 'How about boiling the billy^'' stood in the cool moist wind, looking into a grey blank, then suddenly the From the evidence of these two surviving passengers, from meteorological racing clouds split, and a vast green sea of ranges and gorges came into view records, and from the accounts of eye witnesses who saw the aircraft In to the west. It gave a good view of the three remaining ridges in the plotted flight shortly before it reached the McPherson Ranges, the apparent cause of line of flight. Here and there were creamy white splashes which I knew to be the accident was finally deduced. Evidently deciding to at least have a look trees in bloom, then suddenly I saw something which made me jump. Eight at weather conditions in the Lismore area. Captain Boyden had set course miles away, on the third range "Lamington Plateau", just where it swelled as usual for this New South Wales town on his departure from Archerfield. up to join the border range, was a tree top which was light brown. In spring, This route, though it might avoid the heavy rain battering the coast itself, when trees are getting fresh leaf growths, it is not uncommon to see a would take the aircraft across the main ridge of the rugged and steep-sided brownish tree-top but this was late summer. The tree must have been dying. McPherson Ranges which, rising to almost 4,000 feet, run roughly at right What had caused it? Natural causes? No, trees dying that way, die a branch angles to the coast. No doubt anxious to remain in sight of the ground in the at a time. Lightning perhaps? But why in all the ocean of trees was this one heavily overcast conditions, the pilot kept below the cloud base as he freshly killed tree situated where the pencil line crossed my map? Fire? No approached this high terrain. Here it seems, the base of the cloud lay close natural fire had occurred in that dripping rain forest since the world began. to the mountain tops, and there was but a small clearance through which But a hundred gallons of petrol .... Swiftly the clammy clouds swooped the aircraft would have to squeeze if visual contact was to be maintained. down again. I put down my head and tore into the soaking green jungle in Unknown to the crew however, the southerly winds at mountain top height my haste to traverse the gorges and jungle ranges which lay between me and that day were the worst experienced for many years and in the lee of the that clue. The going was all blind and I did not see that tree again until I range, above their northern slopes, there would have been extremely was 20 yards from it, eight hours later. powerful down-draughts. Approaching the escarpment on which the aircraft "Hours of climbing and descending went by. At one point on the edge of subsequently crashed, probably just below the cloud base, and with little a 2000 foot cliff, I looked across the northern rivers of New South Wales, height in hand to clear the terrain ahead, VH—UHH flew Into the downwash spread out like a green map and dotted with farm houses which looked like of air and, too late to turn back was carried below the summit to plunge Into mushrooms. Just a brief glance at it, then I was scrambling down the next the tree tops. gorge. The dense overlying canopy of tree foliage, and the jungle undergrowth "Progress up the next ridge was very slow. At this stage weariness was beneath, seems to have cushioned to some extent, the aircraft's descent to beginning to overtake me. The cheerlessness of the dripping underbrush, the ground and it appears the final impact was not as severe as might have the grey swirl of the clouds through the timber, the silence of the birds and been expected. From the evidence of the survivors, one can even be tempted the lack of human company, all combined to bring my spirits to their to speculate that, if the aircraft had not caught fire, most of those on board lowest ebb. It was one p.m. when the top of the range was reached. A close might have lived. But as it was the aftermath of the fire that helped lead check was kept on these ranges so that my approximate position on the map O'Rielly to the site of the crash, who can tell whether they would have been could be estimated. Some time was wasted looking for a break in the trees found and rescued? Or would they all have perished In that wild and in­ which might permit a glimpse towards Lamington Plateau. I climbed a tree, accessible rain forest, and the fate of the Stinson remained a mystery, like but its top was in the clouds and a view was impossible. What should I do that of the Southern Cloud, for many years to come? As it was, a third now? survivor of the crash itself, James Westray, died while attempting to walk "The answer was startling. The the direction of Lamington Plateau about out of the Ranges to bring help to the two he had left behind. three miles away, came a short clear human call — then another. A human One point that emerged clearly during the subsequent enquiry in the loss voice in that green wilderness — what could it mean? My first thought was of VH—UHH, was the fact that if it had carried radio and if It had been that the call came from where my pencil line crossed the map — from where making regular position reports, though these might have not prevented the that dead tree was. Reason ruled this out — human endurance could not accident, they would have indicated the area in which the aircraft disappeared have gone so far. No, the calls came from some other searcher — someone as and perhaps enabled the search effort to locate the wreckage much more foolish as myself, looking in that vast area for a wreck which evidence had quickly. As a result of this accident, the development of the Department's shown to be in sea near Sydney. network of "aeradio stations" which had commenced in 1934, was greatly "It was only about three miles to the top of Lamington Plateau but there accelerated, and it later became mandatory for all aircraft operating regular was a range and two gorges in between. Three hours later, about four o'clock passenger services to carry radio communications equipment. The accident in the afternoon I stood on the lip of what I believed to be Lamington also demonstrated the need for some fotm of radio navigation beacons on Plateau. If I had held a straight course, my position would now be near that Australian air routes, and led ultimately to the installation of our first radio dead tree which I had seen eight hours earlier. But there had been no sun and range transmitters — the Lorenz 33 megacycle system, which was eventually no visibility, so perhaps my reckoning was all wrong. This too, was the replaced in the early fifties by the VAR network.

6 While still reeling from the loss of VH—UHH, Airlines of Australia the war, until the middle of 1943, when Airlines of Australia finally lost received a second severe blow, only one month later. Shortly before dawn its identity and was absorbed into Australian National Airways Pty. Ltd., on Sunday, 28 March 1937, the Stinson Lismore, VH—UGG, was departing the company with which it had been associated from the time the first on the company's scheduled flight to Townsville under the command of Douglas aircraft were acquired. By this time, spare parts for the ageing Captain T.S. Cameron, and as it happens a second cousin of mine. Most of Lycoming engines fitted to the Stinsons, had become almost impossible the aircraft's load consisted of Sunday newspapers for north Queensland to obtain, and there was a real danger of the two aircraft being permanently towns, but as well, there was one passenger on board. Archerfield that gounded as a result. With the war at its height, replacing the Stinsons was out morning was enshrouded in thick fog, with visibility reduced to less than of the question, and the possibility of losing the use of two aircraft, posed 200 yards, but as the weather at Maryborough and Rockhampton was good a serious threat to the Company's operations. And so it was decided to and the aircraft was equipped with a full Sperry instrument panel, including modify the two Stinsons to take, instead of three Lycoming engines, two an artificial horizon and directional gyro. Captain Cameron apparently did Pratt and Whitney Wasps. There would be no difficulty getting spares for not think he should postpone the departure until visibility improved. these engines, for they were being manufactured under licence in Australia for the R.A.A.F.'s Wirraways. The major modifications necessary to the two Stinsons, were carried out in ANA's Melbourne workshops and, at the same time, UKK and UYY were re-registered in the name of Australian National Airways. In keeping with the Company's policy of selecting aircraft names ending in "ana", VH —UKK was renamed Binana and VH—UYY, Tokana. With their already good performance enhanced by the much more power­ ful Wasp engines, the Stinsons, now designated model A2W's, re-entered service under their new house flag. For a short time, UKK returned to the north Queensland run, before being transferred to the Company's Bass Strait routes. Meanwhile, UYY was based in Melbourne to operate services to Mildura and Broken Hill. Throughout the following eighteen months, both aircraft continued to fly these routes in normal, almost daily service. But then, on what began as quite an ordinary day on 31 January 1945, their career came to a sudden, highly dramatic end. At 0755 hours that morning, VH —UYY, with a crew of two and eight iilii passengers, took off from Essendon on its usual run to Broken Hill via Kerang ■IliMl and Mildura. The day was a cold one for January, with a gusty south-westerly iiii ii lllililllllliilM wind, and the sky was overcast with large cumulus clouds at about 2,000 MiiiB II iill ill iiiiili...... ■I lllllii mill!- feet. About 20 minutes later, a number of people at Mia Mia, a farming district between Kyneton and Heathcote, about 50 miles north-west of The second Stinson lost was VH-UGG which crashed at Archerfield Melbourne, saw the Stinson come into view as usual from the south-east, on 28 March, 1937. (via F. Harris) following its well-beaten track towards Kerang. It was flying quite normally, With its landing lights stabbing through the fog in the pre-dawn darkness, but rather lower than usual , at about 1,000 feet, probably to remain below VH—UGG taxied to the north-eastern corner of the aerodrome. After the the base of the large cumulus clouds. three engines had been run-up in turn, it began its take-off into the south. As the Stinson droned on past the settlement, into the north-west, the The take-off itself seemed nornnal, but then the aircraft was heard turning people of Mia Mia heard a sudden, sharp, cracking sound. Looking up at the to the right at low altitude. Suddenly there was a loud thump, and the aircraft, they were horrified to see the port wing separating from the fuselage. sound of the engines increased in pitch. Another impact followed almost Then the aircraft rolled over and spun towards the ground, disintegrating immediately, then came the unmistakeable sounds of the aircraft crashing as it fell. It disappeared from their sight behind a hill, an explosion followed. to the ground. The airline and airport staff on duty leapt into the nearest and a great pall of black smoke rose into the air. Those who ran to the site available vehicles and drove as quickly as they could in the direction of of the crash, found the wreckage scattered widely, with the main section the crash. As they drew nearer, they were guided by a red glow which was burning fiercely. showing dimly through the fog. They had to stop when they reached the continued on page 17. aerodrome fence, but after clambering through it, they came upon the fiercely burning wreckage. The two occupants were utterly beyond aid. It was not immediately evident what had caused the crash, and various theories were argued during the investigation to attempt to explain why the aircraft had turned so soon after take-off and struck the trees. But finally the Air Accidents Investigation Committee reported that "the lack of visibility, due to darkness and fog, was an important contributing factor". The Committee's report went on to recommend that minimum standards of visibility should be laid down, and that take-offs by aircraft "carrying passengers on regular services, should be prohibited when conditions are below the specified minimum". Looking back now in the light of subsequent ...... iiiiliiil ...... experience, the reason for the accident seems to be all too evident. Taking off in darkness and thick fog, with the landing lights ablaze and producing distractingly bright pencils of light in front of the aircraft, it seems very likely that the pilot simply became a victim of vertigo, that he became disoriented as a result, and lost control of the aircraft — a situation that unfortunately has been repeated many times since at different places throughout the world. Despite the two disasters in such quick succession, the Company carried on and, several months later, a new 14-passenger DC—2 joined the fleet to iiIII IIII I fill the gap left by UHH and UGG. This new aircraft was none other than the ill-fated Kyeema, which was to crash on Mt. Dandenong a year later, I after Airlines of Australia had amalgamated with Australian National Airways. Together with the DC—2, the two remaining Stinsons, UKK and UYY, continued to fly the Sydney-Brisbane-Townsville service until the end of 1937, when the new DC—3 KyiUa , VH—UZJ, was also added to the fleet to cope with the increasing volume of traffic. I understand this was the first DC—3 to enter airline service in Australia. The faithful Stinsons were then relegated to the Queensland section of the route, which by this time, had been extended to Cairns. i ; The Stinsons continued to operate this run through the early years of 1 The career of the two surviving Stinsons, now re-engined with two P & W Wasps, came to a dramatic end on 31 January, 1945 when VH-UYY crashed due to a fatigue failure in the port wing. VH-UKK was immediately withdrawn from service. ( D.O.T.) 1 tiiill iill

Perch'd Gull Six, VH-CCM, one of the star attractions among the vintage collection of aircraft at Drage's airstrip on the Saturday afternoon. (J. Vella)

■■ Va Mr. Geoff Wikner, designer and builder of the Wicko series oj pre-war light aircraft jokingly 19 76 responding to an interjection from fellow designer and builder, Captain Edgar Percival who, inciden- Sli^SATioNTjAPpiSISS tly,isMr. Wikner’s cousin. (J. Vella)

FIRST museum area. The conference brought together representatives from many museums and pres­ NATIONAL CONFERENCE ervation groups. Many valuable suggestions OFAHSA were made, and it became obvious that a more national approach was needed in thinking about Our first national conference at Wodonga aviation museums. on 5-6 November, 1976 must be a turning point in the fortunes of A.H.S.A. I doubt that we could have found a more suitable group of guest speakers for the con­ Possibly the most rewarding feature was the ference. Captain Edgar Percival spoke on his attendance of at least one member from each early barnstorming days, Mr. Geoff Wikner State, plus several from the A.C.T., one from spoke on his early designs. Group Captain New Zealand and even one from the U.K. Many Clive Caldwell gave an outstanding after dinner ideas were exchanged and many friendships speech on his war-time experiences. Air Com­ formed. Communication was the theme of the modore Allen Wheeler covered all aspects on the conference, and in this area the weekend must operation of historic aeroplanes, and Mr. Harold be considered a huge success. Thomas delivered a blueprint for setting up and For its entire life, A.H.S.A. has suffered operating an aviation museum. from lack of a definite identity. At times it has We were particularly honoured by the been difficult to be certain if we were a true participation of the Hon. Peter Nixon, M.H.R., historical society, or a club of civil register Federal Minister for Transport. Mr. Nixon sat enthusiasts. One feature to emerge clearly from with two senior members of his Department on the conference is that most current A.H.S.A. a panel to answer questions during the sym­ members are deeply interested in several aspects posium on the operation of historic aeroplanes. Air Commodore Allen Wheeler (right) of the of Australia's aviation history, and the society Shuttleworth Trust in England and one of must take up a position leaning more towards the distinguished guests of the AHSA Con­ research and appreciation of history. ference with Mr. Mac Job, Editor of “Avi­ It also became apparent that A.H.S.A. ation Safety Digest’’ and pilot of Dragon, VH-AGC is expected to take more interest in the aviation

Left: Captain Percival’s last aircraft design to go into production was the EP-9, VH-DAI is the sole sur­ viving example in Australia. (J. Vella). Right: v4/C. Wheeler presenting awards to (top) Mr. Don Bunn, owner of the oldest aircraft to fly in to the Conference (DH94 Moth Minor, VH-ACS) and (bot­ tom) Mr. Bruce McGarvie, “longest distance flown by a vintage aircraft to attend the fly-in’’ (DH-82 Tiger Moth, VH~WAP). (J. Hopton)

n Left: Captain Edgar Pcrcival, one of the Guest Speakers at the Confer­ ence, with the Pereival Gull Six which he designed over 40 years ago. (J. Vella). Right: ‘'Brethren, the sermon for today will he . . AHSA President Ian McArthur delivering the opening address at the Conference. (J. Hop toil)

The afternoon spent at Joe Drage's Museum was a highlight for all who attended. Joe put a tremendous effort into preparing the strip, getting flying permits for the aero­ planes, and displaying all of them outside in good photographic attitudes. One suggestion worth considering is that each member who attended could send Joe a couple of photographs taken during the weekend. Now that it is over — what next? We may not try anything on that scale again. But the exercise was worth the effort, in that it has given A.H.S.A. a national identity as an historical society, and it has given us the momentum to start developing a larger, more effective organ­ isation.

The conference has confirmed that A.H.S.A. is now an enthusiastic, united society Mr. Harold Thomas of the Camden worth developing, and the main task of the Group Captain Clive Caldwell reminiscing Air Museum speaking on the subject Federal executive now is to increase the size of on wartime experiences while delivering a of establishing air museums. (J. HoptonJ the society. To illustrate the potential of very humourous after-dinner speech on the Saturday night. (.1 Hop ton) >10

Left: Mac Job, pilot of Dragon VH~AGC, accepting the award for the “best restored aircraft at the fly-in” on behalf of the owner, Mr. Jim O’connell. (J. Hopton). Right: Members of the panel representing the Australian Govern­ ment (left to right) Mr. Peter Nixon Minister for Transport; Mr. Laurie Bond, Assistant Director General (Operations) D.O.T.: Mr. Neil ONeill, Chief Airworthiness Sur­ veyor, D.O.T. with the Chairman of the Session, Mr. Ray McWilliams (standing). (J. Hopton)

9 ^>TUGAN ( in addition to die pilot, and an ordinary radio receiving and transmitting set is installed, in addition to a visual homing device. The two Menasco 200 h.p. supercharged engines are expected to give a cruising speed of ISOmph. 11 Sir Walter Carpenter informed "Aircraft's" ill Sydney correspondent that it was intended to ill: open an unsubsidised service between Sydney Piiiii® and New Guinea operating at first at fort- I nightly intervals, but with increasing frequency III 'a if the demand warranted. An Avro 642 had been purchased in England to augment his fleet and if the new Gan net was a success iiii there was every probability that an additional The sole Menaseo powered Gannet was VH- Gannet will be purchased”. UVY. After impressment into the RAAF the troublesome Menaseos were replaeed with the Another report in "Aircraft” was: Well known AHSA member and pilot Keith standard Gipsy Six engines. (Author) in addition to the Menasco powered Meggs, responding to Gp. Capt. Caldwell on machine for W.R. Carpenter and Co., which behalf of the large and enthusiastic gathering. TA.55 (VH-UVY, A14-7) was tuned up by Mr. H.G. Townsend - chief (J. Hop ton) The next Gannet built was c/n TA.55. On engineer of the Menasco Company. When pilot 5 June, 1936 the CAB allocated the marking Graham took it up it registered a cruising A.H.S.A. I can only repeat an example given in VH-UVY to "Gannet No. 4” being built by speed of 150 mph, and its final speed tests will my opening comments at the conference. Tugan Aircraft Ltd. This was the first aircraft be made when new propellors are fitted at the A.H.S.A. now has almost 400 members. Fifteen in the second batch of three built and these had end of this month". years ago, the Aviation Historical Society of some detail changes from the original pro­ Further flight tests were nnade on 7 August New Zealand had more than 300 members. We duction batch. The window area was increased and on 12 September, 1936; and performance have a lot to catch up on. and 'more comfortable upholstery' provided. tests were made at Mascot for the CAB and Ian McArthur. The generator was placed in the nose instead of these entailed numerous flights. On 29 October, under the starboard wing attached to the strut; 1936 Wing Commander Wackett requested the luggage locker door at the rear of the cabin approval to fly VH—UVY from Sydney to Aircraft present at Drage's airstrip on the relocated to the starboard side from the port Melbourne within the "next few days" while Saturday were, DH. SOM Gipsy Moth, VH—ULM. side; and the cabin entry door was re-designed. the C. of A. was not finalised. Various trials DH. 82 Tiger Moth, VH-ABF, ARM, ATN, AUA, From photographs it would appear that were still under way with propellors of BIT, BKC, BSD, DEL, POL, RVI, SSI, WAP, c/n's TA.53 and TA.54 were subsequently different pitch, all being Hamilton Standard WEM, plus an unidentified airframe under restor­ modified to the new standard (as far as Propellor Co. propellors. Final test flights were ation. DH. 84 Dragon, VH-AGC, AON. DH. 85 windows and doors were concerned). It is made at Mascot on 11 December, 1936 and Mr. Leopard Moth, VH-UUE. DH. 89 Rapide, VH- also noteworthy that c/n TA.57 when it was Wackett was by this time eager for a full C. of BGP. DH. 94 Moth Minor, VH-ACS. DHA-3 A14—3 in fact had a cabin door on the port A. to be issued with the Menasco motors fitted Drover, VH-AZS. DHC-I Chipmunk VH-AFL, side and two on the starboard side. As far as I "as an immediate sale is pending". The C. of A. SSJ, WMG. Auster 3F, VH-BED, SNS. Beech 17 can see from photographs this was the only was subsequently issued dated 24 November. VH-ACU, BBL. Cessna 195 VH-AVZ, BVD. aircraft so modified with three doors. This Cessna 180, VH-PKW. Cessna 207, VH-EHL. aircraft, as appears later, was flown to Singa- On 3 June, 1937 a forced landing was made Citabria, \/V\-DAY Chrislea Super Ace, VH-BAE. 8 pore and received some modifications at C.A.C. on "Heydon Downs" Station, New South Wales, Edgar Percival, E.P.9 VH-DAI. Percival Gull, prior to the flight and these modifications due to fuel shortage caused by strong headwinds. The pilot was Mr, H. Boston and VH-CCM. Genairco, VH-UOG . Rearwin 9000 L could well have included the fitting of extra the owner was Commonwealth Aircraft Pty. Sportster, VH —UYS. Stinson Reliant, VH—CWM. doors. Westland Widgeon, VH —UHU. Aeroresources J.2. Ltd. This was an airmail flight and five Gyrocopter, VH-BFS. Avro Cadet, VH-PRT. On 25 June, 1936 a Registration Appli­ passengers were carried. It would thus appear cation was made by Tugan Aircraft Ltd., Cook that the proposed sale of VH—UVY to W.R. Street, Mascot for VH-UVY. During July a Carpenter and Co. for the New Guinea service pair of Menasco B.6S motors shipped out from fell through. the United States of America to Tugan were On 4 June, 1937 VH-UVY landed at New­ fitted but they both siezed during ground castle for a weather report, and then left running trials and were sent back to the U.S.A. Newcastle for Sydney. On the way It ran into These were replaced by a new pair which bad weather, a forced landing being made on arrived late in July. A compass-swing was made the Gosford Golf Course due to approaching at Mascot on 25 June. darkness; and the aircraft ran into a ditch and On 1 August, 1936 the two new motors was damaged. Again the pilot was H. Boston. Nos.: 6048 and 6049 (replacing 6043 and The Gannet was conveyed to Mascot where a 0044) were installed in VH-UVY at Mascot on major rebuild commenced. On 10 November, the weekend of 1/2 August. The first test flight 1937 it was test flown after repair by R.O. with the Menasco engines fitted was made by Mant, P.G. Graham at Mascot on 3 August, but engine The next entry in the aircraft file is 23 problems were suffered on this flight. "Air­ February, 1937, which was a post-dated owner­ craft" reported the event as follows: ship change to Commonwealth Aircraft Corp­ "The new Menasco powered Gannet was oration Pty. Ltd., Melbourne, the aircraft to successfully tested at Mascot late last month. be based at Fishermens Bend, Victoria. The The machine has been built to the order of aircraft then seems to have continued in service Thirty-eight of the forty-two aircraft present W.R. Carpenter and Co. Ltd., for use between with C.A.C., as did other Gannets as referred to at the fly-in on the Saturday afternoon are Sydney and New Guinea on a new service. elsewhere. I have been unable to ascertain just visible in this aerial view of Joe Drage’s Accommodation is provided for six passengers what use the aircraft were put to but they airstrip. (G. Bell) in by David Eyre NET- part 2 were probably company hacks or placed in appear that in fact it was handed over to the aircraft in excellent condition. On 10 August storage. On 24 November, 1938 VH-UVY's RAAF in November as it was delivered to No. 2 it was test flown at Wau by E.J. Stephens after C. of A. expired, was not renewed, and on 10 Aircraft Depot at Richmond on that date by C. of A. renewal overhaul, total time at this X)ctober, 1940 DCA was advised that VH—UVY the manufacturers — before the civil C. of A. stage being 402 hours. VH—UXE continued to had been impressed by the RAAF. was issued. It was then flown to No. 1 A.D. give good service and on 10 August, 1940 it was test flown at Wau by F.E. Buchanan after The Gannet was received by No. 1 A.D. Laverton via Goulburn and Cootamundra, from C.A.C. on 25 June, 1940 still fitted with arriving on 2 December, 1936. As A14—2, it a further C. of A. renewal overhaul, total time the Menasco engines No.: 6048 and 6049. On also was allotted to photographic and survey now being at 729 hours. 3 July, 1940 it was allotted to Survey Flight duties, as well as being used for the transport On 5 February, 1941 a change of owner­ at Canberra. The Menasco engines were still of VIP's until May 1937 when, in conjunction ship was noted to Stephens Aviation Ltd., Wau, giving some trouble and the aircraft remained with A14—1, it was utilised for duty in following completion of the Hire Purchase unserviceable until 13 July when the Menasco connection with the Aerial Geological and Geo­ Agreement. engines were replaced by Gipsy VI motors. On physical Survey of Northern Australia. After On 20 February, 1942, because of the war 18 November the Gannet (now serialled A14—7) completion of the survey the aircraft was situation in New Guinea, the RAAF required suffered an engine failure and made a forced handed over to Commonwealth Aircraft Corp­ that VH—UXE be flown immediately to Aust­ landing. No damage was occasioned to the oration. ralia to avoid the advancing Japanese. However, aircraft but the engines required complete over­ On 7 July, 1938 CAB was advised that it appears that the Gannet did not make the haul. It remained unserviceable until 1 March, the aircraft had been test flown at Fishermens flight south as it is noted as being destroyed 1941 when new engines. Nos.: 6045 and 6454 Bend as VH—UXE and had returned to the by enemy action in March 1942, the location were installed. On 16 July, 1941 it proceeded Civil Register. On the 12th of that month a not being recorded. The last file entry for the to Darwin for survey work and then went to Registration application was made by Common­ Gannet is very interesting, it being a letter from Pearce in Western Australia via the west coast wealth Aircraft Corporation Pty. Ltd., the Station Master, Townsville Railway Station, of Australia, for further survey duty. Melbourne; and on the 25th the C. of A. was Queensland, stating he had the log books and In November 1941 the Gannet was slightly renewed. C. of A. and C. of R. forms for VH-UXX damaged in a forced landing at Exmouth Gulf On 6 February, 1939 VH-UXE left Melo- (modified Avro X "Faith in Australia") and and, after being repaired, was flown to ourne for New Guinea on delivery to Stephens VH—UXE left in his car, what does DCA want Canberra where it was overhauled and Aviation Ltd., Wau. The aircraft was under a done with them. There is no further record converted to an Air Ambulance and allotted Hire-Purchase Agreement so ownership was to of the log books and their ultimate fate is to the newly-formed No. 2 Air Ambulance remain with C.A.C. for the time being. On 2 unknown. Unit on 10 March, 1942. May a DCA Inspector at Wau reported the A14—7 saw service throughout the North­ ern Territory during the April-June 1942 period, eventually returning to Canberra early in July 1942. Until 28 December, 1942, A14—7, whilst based at Kingaroy, flew through­ out Queensland and New South Wales. It was damaged by a heavy storm at Archerfield in December 1942, after which it was flown to Mascot for repairs by Marshall Airways. A14—7 was then flown from Mascot to Amberley for a final check and was returned to its unit on 9 October, 1943. On 11 January, 1944, A14—7 was flown to Corunna Downs, Western Australia from where it operated until September 1944. The aircraft was declared unserviceable on 10 September, 1944, allotted to No. 17 Repair and Salvage Unit on 27 November and finally converted to components on 21 February, 1946.

TA.56 (VH-UXE, A14-2) C/n TA.56 was the next Gannet built by Tugan Aircraft and construction of "Gannet No, 5" was completed at Mascot on 20 August, 1936. It was test flown by P.G. Graham on 7 September, 1936 and on 14 October regis­ tration application was made by Tugan Aircraft Ltd., Mascot, registration VH-UXE being allotted. This aircraft was fitted with Gipsy Six engines and was an eight seater. The C. of A. was Issued on 1 January 1937, Some records show that VH-UXE was taken over by the RAAF on 27 November, 1936. In fact CAB were advised on 1 March, 1937: "This machine has been transferred to RAAF." It would Right: Top - As A14-2, the fifth Gannet built was used in conjunction with A14-1 on photographic I survey duties in Northern Australia. (G, Goodall), Bottom - After com­ pletion of the survey work A14-2 resumed its previous civil identity of VH-UXE. (J. Hopton) pilot finally decided to return to Archerfield. No aircraft of any type flew south that after­ noon. Conditions had slightly improved the following morning, but were still far from pleasant as the Gannet made a flight of 4 hours 20 minutes to Mascot, beating the mail-plane by an hour and twenty minutes. The crew of VH-UYE on this flight were: Captain C. Gatenby (pilot) and Mr. S. Marshall (engineer and co-pilot). The passengers on the flight to Rabaul were: Messrs, B. Sullivan ^Tugan Gannet (probably A14- /li-2 during (ABC) A. Davies, B. Blunden and E. Scott — the aerial survey of Northern the latter three from the Daily Telegraph. „ Australia in the late 1930’s Sullivan and Davies remained in Rabaul to —(Gp.Cpt. J. Whyte) cover the events, but Blunden and Scott were passengers on the return flight. In addition, some 200 letters were carried by the aircraft from Rabaul.

TA.57 (VH-UYE, A14-3) beach had to be used for landing and take-off, the latter was timed to coincide with the morn­ Details of the Flight: The next Gannet built was c/n TA.57, ing tide. Fuel was taken on for the 475 mile 1 June: construction of which was completed on 30 flight to Port Moresby and the Gannet left at Sydney - Brisbane - Rockhampton - Towns­ March, 1937 at Mascot by C.A.C. Pty. Ltd. 11:00 a.m. in unfavourable weather conditions. ville. 1202 miles in 10 hours at 120.02 mph. First flight was on 2 April, 1937 at Mascot by Here the aircraft proved its rugged construction 2 June: O.B. Hall. On 8 April a registration application and battled through the edge of a cyclonic Townsville - Port Douglas - Port Moresby. was made by Commonwealth Aircraft Corp­ disturbance that required long periods of blind 815 miles in 7 hours 25 minutes at 112.4 oration Pty. Ltd., Mascot, (note the aircraft flying, and eventually reached the New Guinea mph. as completed are now being registered to C.A.C. coast more than 100 miles from its destination. 3 June: and not Tugan Aircraft) the aircraft being After a flight of 550 miles a safe landing was Port Moresby - Lae - Rabaul. 727 miles in 7 fitted with Gipsy VI engines and being in a made at Port Moresby. hours 15 minutes at 100.2 mph. seven seat configuration. On the third day the Gannet flew to Rabaul 4 June: During its first couple of years of service, where the newsmen and the Australian Broad­ At Rabaul. problems had arisen with directional stability casting Commission newsman were able to of the Gannet and c/n TA.57 was the first proceed about their allotted duties while the 5 June: Gannet fitted with auxiliary fins on the tail- aircrew checked the aircraft for the return Rabaul - Lae - Port Moresby - Cairns. 1207 miles in 11 hours 5 minutes at 108.9 mph. plane. With these fitted it was test flown by journey. FI. Lt. D. Ross, the Superintendent of Flying Before dawn on 5 June the Gannet was 6 June: Operation, Civil Aviation Board on 23 April, airborne with the first airmail despatch from Cairns - Townsville - Rockhampton - Bris­ bane. 1045 miles in 8 hours 15 minutes at 1937. He later reported: Rabaul since the eruption, together with photo­ "Flight trials of Gannet VH-UYE, which graphs and films of the disaster. Short stops 126.7 mph. is fitted with auxiliary fins on the tailplane, for fuel were made at Lae and Port Moresby. 7 June: were carried out by me today. However, the crossing of the Coral Sea was Brisbane - Sydney. 502 miles in 4 hours 20 / found the general control of the aircraft once again undertaken in unfavourable weather minutes at 115.8 mph. to be normal in all planes. conditions. Cairns was reached after a days The Gannet thus covered at total of 5,498 The aircraft was flown with full tanks and a flying of 1207 miles and weather conditions miles in 48 hours 20 minutes at an average passenger load, not including myself, of approx­ tested the aircraft thoroughly. speed of 113.7 mph. Fuel consumption per imately 900 lbs". An early start from Cairns at 2:00 a.m. flying hour averaged out at 20.02 gallons. enabled Brisbane to be reached at 11:00 a.m. Subsequently all Gannets built were fitted The Gannet, VH-UYE, was the first aero­ after two further refuelling stops. The weather with the auxiliary fins for improved rudder and plane designed and built in Australia to fly was still unfavourable and a delay of two hours aileron control, and those previously built were across an ocean, and the first to operate on an in Brisbane waiting for better news culminated subsequently fitted with the fins. overseas charter, it is interesting to note that in a decision to leave at 1 :20 p.m. The cyclone this same aircraft, as A14—3 with the RAAF, In May 1937, prior to the issue of the C. of was at its worst around Tweed Heads; and the flew to Singapore, as will be mentioned later. A. and C. of R. to the Gannet, VH—UYE (c/n TA.57) flew from Sydney to Rabaul, New Guinea, at the time of a violent volcano VH- UYE was the first Gannet fitted with the eruption which had caused severe damage in auxiliary fins to cure directional stability the area. The purpose of the trip was to fly probletns. (K. Meggs) journalists and photographers to the scene of the disaster. The flight was notable in that it was the first aeroplane designed and built in Australia to fly across an ocean and to be used on an overseas charter. This flight was extensively dealt with in this Journal in March 1963 in an article by Mr. V.G. Hooper called: 'The Gannet Flight to Rabaul, 1937", but for those newer mem­ bers of the Society I have hereunder dealt with the flight again. At 2:45 a.m. on 1 June, 1937 VH-UYE left Mascot, New South Wales, flew to Brisbane where it refuelled, and then continued on to Townsville where it stayed the night after an uneventful flight of 1202 miles covered in exactly twelve hours flying time. On 2 June it was necessary to make a refuelling stop at Port Douglas and, as the Following the Rabaul flight Balm Paints advertised: "Balm 'Duco' aircraft finishes have been proved time and again to be thoroughly reliable — the most significant words in aviation. One recent outstanding test was the Gannet flight to Rabaul. This plane - on which 'Duco'dopes were used exclusively — came through the gruelling flight in perfect condition". It was not until 7 October, 1937 that the C. of A. and C. of R. for VH—DYE were issued; and on 13 October, the Gannet was flown from Sydney to Melbourne to be weighed by CAB. On 9 September, 1938 C.A.C. advised DCA that VH-UYE "has passed into service of RAAF" and it was struck off the Civil Register as and from that date. Actually, c/n TA.57 was brought on charge by the RAAF on 3 February, 1938 when it was delivered to No. 1 Aircraft Depot at Laverton, from where it was allocated to the Communi­ cation and Survey Flight of No. 1 Training Depot. On 6 February it left carrying the Chief of the Air Staff, Air-Vice Marshall R. Williams, C.B., C.B.E., D.S.O., for Singapore for an official visit, returning to Laverton on 23 February. The pilot on the flight was Sqdn Ldr (later Air-Vice Marshall) A. Walters, This was the first flight of an Australian-built military aircraft to an overseas country. Survey work was subsequently carried out lllliw from March 1938 to October 1938; and during the latter month the Gannet carried Sir Herbert 'iP Gepp to Central Australia on an inspection ...... * flight of the aerial survey work being carried out. However, due to engine trouble, the air­ Top: A14-3 at Laverton, Vic. the starting Following this A14—3 was allotted to the point for its flight to Singapore in 1938. craft had to remain at Alice Springs until a newly formed No. 2 Air Ambulance Unit, Above; The crew on this historic occasion was replacement engine (No. 4146) was flown from Canberra, where it arrived on 1 April, 1942. (left to right) Cpls Connelly and Taylor, Laverton in an Anson to replace No. 4036. The following month it was modified as an A. V.M. Richard Williams and Sqn Ldr Walters. A14—3 then returned to Laverton and until ambulance unit. As aerial ambulances, Gannet (J. Hop ton) October 1939 it continued survey work in Aircraft were fitted with two movable above undercarriage; probably damage inter­ Northern Australia and in conjunction with stretchers and medicine lockers. Provision was nally to port mainplane; undercarriage fairing the Army Survey Corps in New South Wales. also made for a sitting up patient and a medical probably repairable, temporarily; stringers and On 18 July, 1940 A14—3 was attached to orderly. fabric damaged underneath fuselage. It was Southern Queensland Survey Detachment and On 25 April, 1942 A14-3 flew to Daly subsequently repaired by No. 1 R.S.U. and was used for surveying Wide Bay, Gundiah, Waters to serve with the units detachment. It returned to its unit. Maryborough and Bundaberg aerodromes. crashed on a flight to Mlllingimbi on 16 May, Upon completion of the survey of the central 1942 and was handed over to No. 1 Repair and Between February 1943 and September area of Queensland A14—3 returned to its Salvage Unit for repairs, after which it returned 1944 A14—3 served mainly between Towns­ unit, which had moved from Laverton to to Canberra on 22 September, 1942. ville and Kingaroy in Queensland, with Canberra on 1 July, 1940. Throughout the On 6 August, 1943 the undercarriage occasional trips to Western Australia. On 1 remainder of its service with Survey Flight it collapsed when it hit the runway. Nobody was October, 1943 it suffered an engine failure at took part in surveys of Victoria and southern injured but damage consisted of port under­ Mascot New South Wales and was issued to New South Wales. On 20 May, 1941 it was carriage strut broken at top; broken petrol Marshall Airways for repairs. It subsequently, damaged when it hit a fence at the end of a flex between port tanks; undercarriage legs on 18 January, 1945, was transferred from landing run at Bairnsdale, Victoria, and the port bent; wing tip damage; mainplane damage Archerfield to Care and Maintenance Unit at undercarriage was torn off, the port wing tip Evans Head where approval was given for its and nose were damaged. It was temporarily Left: A14-3 being righted after a landing conversion to components on 21 February, repaired at Benalla and then flown to Sydney incident. Right: Nearing the end of its career, 1946. The aircraft itself was destroyed by the propellerless A14-3 at Evans Head, N.S. W. for a complete airframe and engine overhaul burning on 24 July, 1946 at Evans Head, New by Butler Air Transport. awaiting conversion to components in 1946. (J. Hopton) South Wales. iili ■■■I ■ill

iMIBIliiM Top: C/'N. T.A.58 carried the civil registration VH-UYF for only a brief period before being brought on charge by the RAAF as A14~4. (D. Anderson). Bottom-. A14-4 being prepared for departure to Darwin to commence duty with the Northern Australia Survey Flight. (J. Hop ton)

New South Wales. The aircraft was later flown off the beach. On 9 January, 1943 the Gannet forced landed at Coffs Harbour aerodrome due to a failure of the port engine after take-off. No damage was occasioned and subsequently the aircraft was repaired by Ansett Airways at Mascot. While based at Corunna Downs, A14—4 was operated mainly along the north-west coast of Western Australia from Exmouth Gulf to Wyndham. On 25 August, 1944 whilst on an urgent call to Argyle Downs Station, Western Australia, A14—4 piloted by Flying Officer G.E. Dix with Sqdn. Ldr. J.C. Sangster and Sgt. N. Catton as passengers, crashed into Exmouth Gulf during take-off killing all on board. Inspection disclosed the aircraft was a total loss, many pieces of wreckage being scattered on the seabed in the vicinity of the crash. The United States Navy assisted with salvage work. Cause of the accident was un­ known, the wreckage being in an area fifty yards off shore and one mile from the landing ground. Approval to convert the remains at a : technical salvage unit was given on 21 Sept­ ember, 1944. iiiili TA.59 (VH-UZW, A14-5) The final Gannet completed (although four Siiliili*. more were on the production line at the time of The Gannet was allotted to No. 2 A.A.U. on the factory closing down) was c/n TA.59. On TA.58 (VH-UYF, A14-4) 25 March, 1942. However, on its first flight on 16 October, 1937 a Certificate of Manufacture 10 May, 1942 with this unit as an aerial for “LJW.7 Monoplane Serial Number TA.59" C/n TA.58 was the next Gannet completed ambulance it was slightly damaged when it was Issued by Commonwealth Aircraft Corp­ when it was rolled out of the factory at Mascot made a forced landing in a paddock outside oration Pty. Ltd., Cook Street, Mascot. By 3 on 6 July, 1937. On 8 July it was test flown Laverton aerodrome. The longerons were November, the Gannet had a total time of 1 and on 6 August a registration application was twisted and the nose damaged, but these were hour 40 minutes when inspected at Mascot by made by Commonwealth Aircraft Corporation quickly repaired and the aircraft returned to the CAB Inspector. The final test flight was Pty. Ltd., the aircraft being in six-seat con­ Canberra on 22 June, 1942, only to leave the made on 4 November at Mascot by pilot figuration (including crew). The final test next day for Charters Towers and Townville, R.O. Wahl. flight was made on 6 August, the C. of A. Queensland to collect patients for Brisbane and On 4 November Registration application issued on 31 August and the C. of R. on 2 Sydney. was made by C.A.C. for this Gannet in seven September. Registration VH-UYF was allotted seat configuration (including crew) and regis­ but was only carried for a short period as on 11 A14—4 finally returned to Canberra on 18 tration VH—UZW was issued. The C. of A. and August, 1938 C.A.C. advised D.C.A. that they July, 1942. Numerous trips were made between C. of R. were issued on 9 November. Depart­ "have already sold Gannet VH-UYF to the Canberra, Sydney and Archerfield; and on 10 ment of Transport records show it was handed Air Board" and the aircraft was struck off the October, 1943 it was damaged by hail on a over to the RAAF as A14—4 on 24 March, Civil Register as from that date. flight to Maryborough), Queensland. After completion of repairs the Gannet returned to 1938 although it actually entered service with C/n TA.58 was in fact brought on charge by Unit Headquarters at Kingaroy, Queensland, the RAAF prior to this as A14-5. the RAAF as A14—4 on 24 March, 1938 and using this base until it was transferred to A14—5 was received at No. 1 Aircraft was delivered to No. 1 Aircraft Depot (from Corunna Downs, Western Australia, where it Depot on 13 August from C.A.C. and allotted C.A.C.) on that date and allotted to Commun­ arrived on 9 April, 1944. to Survey Flight, Laverton. As with other ications and Survey Flight of No. 1 Training This Gannet made a couple of other forced Gannet aircraft, A14—5 was mainly used for Depot. The Gannet left Laverton on 12 April, landings which are worthy of note. On 20 Nov­ survey work and aerial photography in the same 1938 for Darwin to com.mence survey duty ember, 1942 due to a petrol blockage it made a areas as A14—3 and A14—4. From August for the Northern Australia Survey Flight. This safe forced landing on the beach at Terrigal, 1938 to December 1941 survey flights of all survey was completed in September and the air­ craft then returned to Laverton. From Qctober 1938 to July 1939 survey flights for the Army took place in Victoria and New South Wales. The aircraft was also used for the 1939 North­ ern Australia Survey. Further survey work was carried out until the reformed Survey Flight moved to Canberra on 1 July, 1940. Through­ A 14-^5, ex VH-UZW out the remainder of 1940 and all of 1941 at the Melbourne A14—4 was engaged in survey work in the Showgrounds which Northern Territory, coastal and southern was used as a Queensland, New South Wales, Victoria and ground crew instruc­ Western Australia. Qn 22 December, 1941, tional centre during A14—4 returned to Canberra for conversion to the war years. an air ambulance. (J. Hop ton)

i A Australian States were carried out. In addition, Aerodrome, Mascot Sydney." This was appear to give an instant response. Running; a special survey work was done for the Australian probably an attempt to sell the Gannets still slight roughness is apparent mainly in the Army and the C.S.I.R.O., until 13 January, unsold and which subsequently went to the port engine; apart from this the running is 1942 when the Gannet arrived at Laverton for RAAF. satisfactory. a complete overhaul and conversion to an air The Gannet was offered for sale at a price of The aircraft taxies well, being very easy to ambulance. 5,500 pounds ($11,000) ex-Mascot, fitted with control on the ground either by the engines or On 10 March, 1942 No. 2 Air Ambulance Gipsy VI engines, and 6,500 pounds ($13,000) by the brakes. Unit at Canberra took delivery of A14—5, when fitted with Gipsy VI Series II engines The take-off was good, distance being about which was then flown to Daly Waters on 12 with variable pitch airscrews. For short haul 180 yards, into a 10 mph wind. Time of take­ March. However, the Gannet tipped over on services, seven or eight seats were fitted (includ­ off was 14 seconds and time to get tail up was its nose while landing at Daly Waters aero­ ing crew) and extra luggage capacity was 3 seconds. The controls prior to becoming drome on 28 March and, after temporary available. It could also be fitted out as an airborne were positive but coarse. repairs had been effected, returned to Canberra ambulance; two stretcher cases could be carried Initial Climb: The aircraft commenced to on 18 April. Repairs were finally completed together with an attendant nurse and medical climb immediately it left the ground and on 8 June and it immediately left for Charters stores. An optional large door could be climbed steadily at 85 mph. The indicated Towers, Queensland to pick up an emergency provided also for bulky packages for freight climb was 800 feet per minute. Time to 1,000 case. carrying. For special flights for exploration feet being 1 minute 10 seconds and time to purposes, a range of 1,200 miles could be On 15 June, 1942 A14-5, piloted by Fit. 3,000 feet being 3 minutes 40 seconds. achieved, together with long-range radio, dual Lt. B.W. Graham crashed after take-off on Flight by instruments: The instruments Mount Russell, half a mile from Canberra controls and a crew of three. are well placed and are easy to use. Controls aerodrome, after the port engine failed, slightly A number of pilots reported on the Gannet are effective and easy to use to maintain level injuring the pilot, but none of the crew was early in its career and I have quoted extracts flight and to turn. hurt. Extensive damage was occasioned to the from these reports below: aircraft and it was converted to components on Gliding: The aircraft glides with the nose 3 July, 1942. slightly down at an airspeed of 80 mph. The Pilot O.B. Hall. loss of height is about 800 feet per minute. Thus, this ends the history of the Gannets, "On the occasion of a demonstration Controls are positive, but fairly coarse. Side­ an interesting and in some ways successful flight in which / took the machine to Moree. slips are normal at 90 mph. entry into the building of commercial and It was necessary to fly the machine off an military passenger aircraft by a fledging Landing: Landing is easy. The nose rises ordinary gravel country roadway, as JYz inches industry to meet the requirements of a grow­ slightly but is not very high. Landing speed is of rain had made it impossible to use the Aero­ ing country. One can only wonder what would about 60 mph. There is a slight lessening of drome. As I was carrying 126 gallons of petrol, have happened if in fact the Gannet had con­ control, but they are very positive, particularly four passengers, and general heavy load, con­ tinued in production and could have been the ailerons. sisting of tying down gear etc., and as there was developed. It is noteworthy that Wing Cmdr. a 10 mph cross-wind, / must state that / found General: Aircraft flew well on either engine Wackett, then Managing Director of Tugan no difficulty in making a take-off. An out­ and climbed when at a height of 3,000 feet Aircraft Ltd., stated his intention in the middle standing characteristic in a heavy commercial on one engine”. of 1936 to design follow-up aircraft to the aeroplane. Gannet, these being a ten-passenger aircraft to be known as the Gannet Major; and this was / tested the machine on 2nd April 1937, to be followed by a four-passenger aircraft to being the first time the machine was in the air. be known as the Gannet Junior. Design work The machine took off very well, and climbed As will be seen, the Tugan Gannet finally commenced by the company, as previously at a rate of 1,000 feet a minute; when levelled became extinct when the first two RAAF off the machine flew at 145 mph. The machine stated, went into liquidation before anything machines, A14—3 and A14—7 were converted was flown on each engine separately and further happened in relation to them. to components on 21 February, 1946. climbed and flew well on each engine. The A lot has been said over the years about the An interesting fact has arisen whilst machine turns well both with engine on and flying capabilities and reliability of the Gannet engine off. researching the Gannet. In a publication pro­ and I cannot really comment on this, except to duced by C.A.C. advertising the Gannet there quote hereunder some pilots reports on the This flight was made to test directional appeared a photograph of a Gannet in flight, aircraft. There is certainly no doubt about one stability with twin auxiliary fins which have said to be from the Sydney Morning Herald, thing, whilst operated by the RAAF the been enlarged. The machine flew feet off, and carrying the registration VH—UUW. This Gannets did a tremendous amount of work when distrubed, came back to her course again. registration was never issued to a Gannet and in surveying almost the whole of Australia Turns were executed in normal manner in both was in fact issued to a DH.87A Hornet Moth in and, when the survey work had been completed, directions and the machines was very com­ March 1936. My only thoughts are that this as aerial ambulances. fortable in them”. may have been VH-UZW painted with the To complete the story it is necessary to Pilot C. Gatenby. incorrect registration at some stage. make some reference to the take-over of Tugan ”! have flown the Gannet in varying temp­ by C.A.C. eratures and conditions and find that the In October 1936 Commonwealth Aircraft take-off is extremely good under tropica! heats, ranging up to 112 degrees. Corporation was formed with an authorised Acknowlegements: capital of one-million pounds paid up to Under extreme circumstances, / have been Department of Transport Mr. C.H. O'Neill 600,000 pounds. One of the first acts of the compelled to fly this type of aircraft by Department of Air Mr. F. Walters new company was to take-over Tugan Air­ instrument only and have experienced no Mr. G. Goodall Mr. D. Anderson craft, then located at Sydney. Wing Cmdr. difficulty in keeping the machine on an even Mr. L. Ndthrop Mr. Bill Holswich Wackett was appointed Manager and a group keel. / found that the machine is capable of Historical Sub-Section, Air Office, Department of about twenty employees from Tugan formed flying for quite long periods feet off rudder of Defence. the technical nucleus of C.A.C. Mr. T.W. Air, control also. / would have no hesitation in who had joined Wackett at Cockatoo Dock in recommending this plane to anyone or any References: 1930, became Chief Engineer; Mr. Harry Company wishing to purcahse same, and Barrier Daily Truth Becker, Tugan foreman, became Super­ would be willing at any time to give a practical Barrier Miner intendent of the Aircraft Division. C.A.C.'s demonstration to substantiate all my state­ Sydney Morning Herald new premises were at Fisherman's Bend, in ments regarding the performance figures of Sydney Daily Telegraph Victoria. Tugan Aircraft went into voluntary this machine”. A.H.S.A. Journal liquidation In early 1937 and by the middle Pilot O.F.Y. Thomas. Aircraft — various of 1937 the factory had closed down. However, Aircraft and Markings of the RAAF "The taking-off of this aircraft is extremely for sometime it was advertised as "Tugan 1939-45 : G. Pentland simple, there being no inclinations to swing, Aircraft Ltd., constructors and designers of Aircraft of RAAF 1921-71 : G. Pentland as generally occurs on twin-engined aircraft, modern aircraft for military and civil services; and P. Malone and the control during climb is ample”. a subsidiary of the Commonwealth Aircraft Janes All the Worlds Aircraft Corporation Pty. Ltd., 423 Little Collins Street, Pilot N. Berry Littlejohn, 23 April, 1937. RAAF News Melbourne, Victoria. Office and Works, the "Engines — starting: the electric starters History of Australian Aviation : S. Brogden 15 m

m ^ Right Air Marshal Sir Richard Whlliams (right) with the crew of VH-WGK, Captain Tony Schwcrdt and co-pilot Captain 'Nobby’ Buckley. Inset The welcoming party at Pt. Cook fifty years ago.

At 5:50 a.nn. on 25 September, 1926 an RAAF DH 50 aircraft departed from Point Cook on the initial stage of a survey flight to Papua and New Guinea and the Solomon Islands and return. The flight, under the command of Gp Capt. Richard Williams with Fit Lt I.E. McIntyre and Fit Sgt J.L. Trist as crew, was the first overseas flight conducted by the RAAF (see ANSA Journal, Vol. 11 No. 5). A small amount of mail was carried. Fifty years later, on 27 September, 1976 iiiilli Piper Navajo Chieftain, VH—WGK, of Williams General Aviation Pty Ltd, Adelaide, left Tulla- marine airport on a re-enactment of the 1926 flight. The aircraft was under charter to the NEW GUINEA FLIGHl Australian Air Mail Society, a group of philatelists interested mainly in air mail items. Scheduled stopping places along the re-enact­ ment route were: Sydney, Brisbane, Horne Island, Daru, Port Moresby, Kieta, Honiara, Port Vila, Noumea, Norfolk Island, Lord Howe 50MNNIVERSAR>

Island, Sydney and return to Melbourne. A ■iii■lli philatelic mail of some 7,000 covers was carried on behalf of Australia Post. The seven passengers were mostly members of the Australian Air Mail Society and their families. Three seats in the 10- seater aircraft were taken up with mail bags and other luggage. A short ceremony was held before take­ off when Air Marshall Sir Richard Williams handed over the philatelic mail to the co­ mmander of the flight, Capt. Tony Schwerdt. Co-pilot on the flight was veteran airman Capt. I "Nobby" Buckley.

L eft: - Piper Navajo Chieftain, VH- WGK at Tullarnarine for re-enactment of the 1926 Survey flight to Papua, New Guinea and the Solomon Is. Inset - The de Havilland DH- 50A, A8-1 probably at Rose Bay, September % 1926. NOTES MONTHLY NOTES MONTHLY Pananga Airways gained a number of new services from Lae. Under the Cessna 402A P2-PAU, UNE,. VH-TWV. new arrangements, the third level operators will feed into Air Niugini's Cessna 402B VH—BPL — delivered ex-Bush Pilots Airways Fokker F27 services at the most convenient point and not operate direct on 12 April. services to the major centre. The new Timetable issued by Air Niugini effective 7 March showed that the only DC3 services was from Port The four Ansett Airlines F—27 aircraft that have been on lease to Moresby to Gurney, where the aerodrome is being brought up to F27 Air Niugini since its inception were purchased on 1 July. With spares they standards and the once-a-fortnight service from Madang-Wewak and Djaja- cost K 1,638,000. They are to be re-registered and repainted as soon as pura in West Irian. It is expected that a number of the airline's DC3 aircraft practicable. will be sold. P2-ANJ F-27-213 c/n 10133 Ex PH-FBA, VH-FNA A new charter operator. Independant Air Services, was formed at ANK F-27-213 10170 FCI FNG Wewak during early April. The new company has ordered a GAF Nomad ANL F-27-280 10280 FGX FNK aircraft; however, to commence services, they chartered the Nationwide ANM F-27-287 10297 FIR FNN Air Services demonstrator Nomad, VH-ELN which was delivered to VH-FNA was re-registered in Port Moresby about 20 July. VH- Wewak on formation of the company. While the Nomad was flying from FNN was paint stripped in Lae on 12 Jujy, then painted white and grey, Telefomin to Wewak on 28 April, a woman passenger gave birth to a baby re-registered P2—ANM returning to service on the 21st. At the end of July boy. The proud parents, Mr & Mrs Weta promptly called their new son its paint job was completed in Port Moresby. NOMAD! Papua New Guinea's national airline. Air Niugini, will begin an The recently formed Pananga Airways Ltd took over two other air service between Port Moresby and Sydney under a proposed new agree­ Lae based operators, during April, Namasu Transport and Chee Air. Since ment between Australia and Papua New Guinea. the formation of Pananga, operations have expanded rapidly, along with its aircraft fleet. Earlier, it was announced by the Directors of Pananga that The draft agreement was initialled by officials of the two countries the company would be floated to the public, where it was hoped to raise in Canberra, on 4 August and has been referred to the two Governments K750,000; initial investors must be residents of Papua New Guinea, how­ for their approval and signature. Air Niugini already flies to Brisbane and ever, if insufficient money was raised, shares would be issued to overseas Cairns, in northern Queensland. investors. The fleet list of the airline at the end of April was: Under the new agreement, Qantas will also be given traffic rights to Islander P2-CBT, NAM, PAA, PAC, RTK. fly a second point in Papua New Guinea to be nominated later. Qantas already flies to Port Moresby. Qantas and Air Niugini will equally divide Cessna U206C P2-BCB the airline capacity necessary to carry passengers between the two 205 P2-CSC. countries. T207 P2-DMS p.18> Piper Aztec P2-CSA, Aztec B P2-MEA Aztec C P2-EGS, PAY, UNK. wanted ACCIDENTS THAT MADE HISTORY Photographs wanted for forthcoming Cont. from page 7 Journal articles: 1. Australian Civil registered Catalinas, VH— The accident was the first-known example EAW, UMS (not WMS as stated in Voi. 17, of an in-flight failure of an aircraft structure, pared to most other types of airline aircraft that resulting from metal fatigue, and the Air Court of have operated in Australia their contribution to No. 4), BDQ, RI-005, BDY, EBA, EBB, Enquiry that was constituted to determine the the development of our airline networks and our AFK (Ferry markings) and N68470. cause, found that it could in no way be ascribed airways system was a notable one, and time has 2. General Aircraft ST18 Monospar, G- to any design weakness, inadequate workman­ shown that, even in the disasters that were not of AECB (not 'CV' as stated in Vol 17., No. 4) ship, or lack of maintenance. Rather it was clear, their making, they did much to further the cause that visited Australia in September, 1936. the Enquiry decided, that the airframe of UYY of safer airline operations and safer flying gen­ 3. Civil Seaplanes in Australia. Avro 504K, had simply reached the end of its life, and had erally. registration unknown but did Joy flying "died" of old age. In view of this evidence, Looking back at these events from this from Manly in 1920. there was every reason to suspect there would distance in time, and studying the circumstances Avro Baby, VH—UCQ on floats for a short be fatigue in the airframe of UKK. This sister that led to these very real human tragedies, it period. aircraft was therefore deemed to have reached is difficult not to feel that some of our pioneer Cessna 172 D (c/n 50553) VH-CBH the end of its useful life and its Certificate of airline operators, like Airlines of Australia, were Cessna 172 F (51928) VH-DFX Airworthiness was immediately cancelled. And just plain unlucky - that most of the accidents Cessna 172 VH-DNF so it was that VH—UKK, the only Stinson to that plagued them from time to time, apart from Cessna 180B (50611) VH-TPG survive to retirement, came to the end of its the accident to VH—UKK could so easily have Cessna 180H (52156) VH-UCS days. I'm told that the airframe was subsequently been avoided - after all, it could honestly be Curtiss Seagull (MF. 419/29) VH-UCU transferred to Aeronautical Research Lab­ said, the machines themselves, when operated Curtiss Seagull (MF.419/28) VH—UCV oratories at Fisherman's Bend for fatigue testing, within their capabilities, were no less safe than De Havilland DH 50A (2) VH-UFE and was finally sold for scrap. the aircraft of today. De Havilland DH 50A (128) VH-UEM Tragic though this final Stinson disaster But this of course, is to speak with hind­ De Havilland DH 51 (100) VH-UIM was, with its particularly heavy loss of life, sight — and as we all know very well, it is only De Havilland DH 60G (245) VH-UAH several entirely new lessons were learned from too easy to be wise after the event. Perhaps it De Havilland DH 60G (411) VH-UGN it, which were to result in safer operation in the would be more realistic to say that uncovering De Havilland DH 60G (8) VH-UMS future. Plans were laid for an intensive study of the pitfalls of scheduled, all-weather, airline De Havilland Beaver (643) VH-EAS the whole complex question of metal fatigue operations, had to fall to the lot of someone De Havilland Beaver (1060) VH-DHG in airframe structures, and steps were taken to — and that Airlines of Australia did more than Piper Super Cub (7729) VH—CUB place limits on the useful life of metal airframes their share. Short Shrimp (S. 504) VH-UPZ — a need that had not previously been envisaged Short Scion (S. 776) VH-UPP/G-ACUX. Whatever the truth of this argument, from experience with wooden aircraft. As well as Farman Hydroplane - no other details these measures, a system of subjecting metal there cannot be the slightest doubt, that the wonderful efficiency, the.smoothness, and the 4. De Havilland DH 89 Rapides in Australia. airframes to annual magnaflux inspections was A33-2, 3, 4 and 5. VH-UXT, AHI, AIK, introduced, to check the integrity of structurally apparent ease, with which today's airline services BFS, BKM, CLH, CBU, CFA (1), CFA (2). critical components. This of course, is a method seem to function, is very largely a tribute to the of inspection that has found a progressively wider airways facilities that have been developed, and The "wants" lists are not inserted in each application as metal airframe design has advanced. to the fund of aeronautical knowledge, and issue to fill up an empty space in the Journal so skill, and expertise, that have been gained, bit by please help. Response to date has been disappoint­ So ended the sad but colourful saga of bit, from operational lessons learned by our early ing. Stinson Model "A" operations in Australia. airline operators and others, in this harsh and Though they were few in number, when com­ sometimes violent school of practical experience. Please address material to: The Editor, 46 Spring Street, Thomastown, Victoria. 3074.

17 -JOTES MONTHLY NOTES MONTHLY

Details of the proposed agreement were announced in Canberra by of available t-km by 269 per cent. Qantas still has the longest average the Australian Minister for Transport, Mr. Peter Nixon. He said the new passenger journey of any airline in the world. The average journey length agreem.ent would replace interim arrangements in operation since Papua is now 7,230 km (4,490 miles) nearly 2,000 km (1,240 miles) longer than New Guinea's independence in September 1975. that of its nearest rival. lATA figures which include domestic airlines as well as international carriers show that Qantas ranks as the 19th largest sceheduled airline in the world, up three places over the previous year's rating. These figures include the giant domestic airlines of the United States, some of which have CIVIL hundreds of airliners in their fleet. The lATA figures covered 110 member airlines but did not include the Soviet airline Aeroflot or the airline of the People's Republic of China. In 1975, lATA members carried 84 per cent The existing 11:00 p.m.-6:00 a.m. ban on jets at five Australian of the world's scheduled traffic. airports is to remain in force. The Australian Minister for Transport, Mr. Peter Nixon, re-affirmed the curfews in a statement in Canberra on Other figures issued by lATA showed that in 1975 Qantas carried 13 August. The airports affected are Sydney, Essendon and Avalon, 1,403,000 passengers, an increase of 4.5 per cent over the previous year, Brisbane and Adelaide. Mr. Nixon said the Department of Transport and had a passenger load factory (the percentage of capacity used) of 61 would continue to enforce the curfew at these airports except for per cent compared with the world average of 56.3 per cent. emergency operations. Australia's two domestic airlines, the Australian Government-owned However, the eight-passenger Lear 35 twin jet aircraft had been Trans-Australia Airlines and Ansett Airlines of Australia, also recorded exempted from the curfew on a trial basis because of its lower noise level. above average passenger load factors. TAA reported a load factor of 64.3 Mr. Nixon said his department had advised him that on take-off and per cent and Ansett had a load factor of 65.7 per cent, which was topped landing the Lear jet was internationally certificated as seven decibels lower by only eight of the world's airlines. than the Fokker F27 Friendship and the Lockheed Electra, both of which had always been exempt from the curfew. Mr. Nixon said the Lear jet was an example of recent technological advances in reducing aircraft noise. The Australian Government is planning to levy different air navi­ MILITARY gation charges on individual International routes. This was revealed in the 1976 Budget papers tabled in the House of Representatives in Canberra on 17 August by the Australian Treasurer, Mr. Phillip Lynch. Delivering The Australian Government is to buy 12 Lockheed C130H Hercules the Budget, Mr. Lynch also confirmed an earlier announcement that transport aircraft for the Royal Australian Air Force. The Minister for general air navigation charges (usually referred to as "landing charges") Defence, Mr. Jim Killen, said in Canberra on 30 June the cost of the would be increased by 15 per cent from 1 December this year. (The aircraft and associated support equipment was estimated at about Australian financial year is from 1 July to 30 June). $A86,000,000. The 12 aircraft, to be delivered in 1978, will replace the Mr. Lynch said the Government was concerned at the continuing A-model Hercules which the RAAF has operated since 1958. Mr. Killen high cost to the public of providing airport and airways facilities. "The said the aircraft were being purchased on a Government-to-Government gap between revenue and expenditure in this area was about $A77,000,000 basis through the United States Air Force. in the financial year 1975-76", he said. The 15 per cent increase was The Royal Australian Air Force is conducting an inquiry into expected to yield an additional $A4,000,000 in 1976-77 and $8,000,000 a flying accident which killed an RAAF pilot and destroyed two Mirage in a full year. jet fighters at the Butterworth Air Base in Malaysia on 16 July. The dead In a supplementary statement about the planned variations in navi­ pilot was waiting to take-off in his Mirage jet when it was struck by a gation charges, the Australian Minister for Transport, Mr. Peter Nixon, second Mirage which was attempting to land after making a simulated said all scheduled international routes were now subject to the same rate ground-controlled approach to the runway. The pilot of the second air­ of charge. However, legislation would be introduced to vary the charges craft escaped before both aircraft caught fire and were destroyed. payable on individual routes so that they more directly reflected the The missile testing range at Woomera in South Australia is to facilities and services provided. Total revenue collected from air navigation become entirely Australian-owned on 30 June, 1980. The Australian charges was not expected to change as a result of the variations. Mr. Nixon Minister for Defence, Mr. Jim Killen, said on 28 July that agreement did not indicate which international routes would be affected by the had been reached with Britain on arrangements for the range until that proposed changes. date. Mr. Killen said a Memorandum of Understanding between Australia The Australian Government will continue to pay a subsidy to two and Britain provided that the range should be run down to a care and "bush" airlines which mainly serve the sparsely populated northern areas maintenance level after the completion of certain trials. Britain will trans­ of Australia. The Budget provides to a total of $A650,000 to be shared fer to Australia its equity in the movable assets of the Woomera village between Bush Pilots Airways Limited of Cairns in northern Queensland and, on the conclusion of the agreement, its equity in the assets of the and Connair Proprietary Limited which operates mainly in the Northern rocket range. The Woomera range's southern border is about 480 km Territory. (300 miles) north-west of Adelaide and covers about 189,369 kmP (73,100 square miles). During August it was announced that Olympic Airlines would commence twice weekly Boeing 747 services into Melbourne, Tullamarine In February this year Mr. Killen said in Parliament that staff at from November. Woomera and at the Weapons Research Establishment at Salisbury, north of Adelaide, would be reduced by about 700 below the number employed It was also announced during August that Cathay Pacific would in July 1975. The run-down is planned to take place over the next four commence twice weekly Hong Kong-Melbourne services from 4 December years. Staff has been reduced by 240 from the 1975 level. using Boeing 707 aircraft. The Royal Australian Air Force is investigating the crash of a Mirage VH-RMF Boeing 727/77 c/n 18744 Ansett Airlines of Australia jet fighter near the RAAF base at Williamtown, New South Wales, on 10 which has been operating for some months in white/silver scheme was August. It was the sixth Mirage crash this year. The dual-control Mirage re-painted in full Ansett markings at Tullamarine on 15 September. was on a training flight when the instructor, Flight-Lieutenant Bruce East West Airlines took delivery of VH—EWP c/n 10534 an Wood, 29, of Mount Hawthorn, Western Australia, reported a malfunction F—27/500 Friendship at Tamworth on 16 September. in the undercarriage. Because it is unsafe to attempt to land a Mirage with a faulty undercarriage, Flight-Lieut. Wood flew the aircraft over open Qantas, is now the ninth largest international carrier in the world, ground where he and the other pilot ejected safely. according to figures issued by the International Air Transport Association (lATA). In 1974, Qantas was rated 10th. The ratings are based on airlines' An RAAF Safety Team from Canberra, went to Williamtown to available tonne-kilometres (t-km) a figure obtained by multiplying the inspect the wreckage and a court inquiry was convened. number of kilometres flown by the total tonne of capacity available for Since 1963 when Australia took delivery of 116 Mirage jets, 22 the carriage of passengers and cargo. have crashed - 20 single-seaters and two dual-control jets. One Mirage A statement issued by Qantas said available t-km was the generally crashed in 1964, one in 1966, four in 1967, one in 1968, 1969 and accepted measure of an airline's size. In 1975, Qantas had a total of 2107 1971, four in 1972, one in 1973, two in 1974 and six have crashed so far million available t-km. Since 1964, Qantas has increased its total output this year.

1ft MOTES MONTHLY NOTES AAONTHLY During October, Queensland was host exercise the participating forces put up a mag- spot having been conveyed via Sea King '903' to an exercise "Kangaroo 2" involving aircraft nificient formation on 29 October 1976 to mark from Essendon to CVS 21 steaming up the Bay. of New Zealand, U.S,A. and Australia. The the event. Unfortunately the U.S.M.C. and U.S. Dep. Essendon 0715 hours at 1000' ASL, on following list, although by no means complete, A.F. aircraft did not take part, reportedly owing 29 October, 1976 then down to 200' ASL at gives some idea of the aircraft participating. For to fuel economy restrictions. Nevertheless it was 120 kts for 50 per cent of the flight time. A clarity aircraft are summarised under type. the most impressive formation seen in Queens­ most interesting internal inspection of a Sea King McDonnell-Douglas F—4J Phantom U.S.M.C. land skies for many years. The following is a was to be had including most aspects of Jts VMFA-115 Code 'VE' 153828/155569/155731/ complete list of participating aircraft: capabilities. Vibration level increases with for­ 155765/155787/155799 ... Total: 6. General Dynamics F—111C R.A.A.F. A8—126 ward speed; internal cabin noise increasing accordingly making even the loudest conversation McDonnell-Douglas A—4 Skyhawk U.S.M.C. 127/128/129/130/131/132/135/137/139/141 exasperating and the use of ear muffs a necess­ VMA-223 Code 'WP' 159477/159479/159483/ 142/144/145/146/147/148 ... Total: 17 ity. Its hovering capability through the auto pilot 159484/159486/159490 ... Total: 6. G.A.F. Canberra B20 R.A.A.F. A84-233/234 and flight computer is looked upon as a great 240/241/242/244/245/248 ... Total 8 General Dynamics F-111E U.S.A.F. 366TFW asset of its design over the original SH3. Code 'MO' 70-2396/70-2404/71 -890/ McDonnell-Douglas A-4K Skyhawk R.N.Z.A.F. 72-1451/74-180/74-183 ... Total: 6. NZ6201/6202/6204/6205/6206/6208/6209 At Avalon Airfield on Friday 5 November, 1976, McDonnell-Douglas TF15A—4—MC serial McDonnell-Douglas A4K Skyhawk R.N.Z.A.F. 6210 ... Total: 8 71—291A flew into Avalon after flypast over NZ6201/NZ6202/NZ6204/NZ6205/NZ6206/NZ Total aircraft : 33 Melbourne and Point Cook. Joined over Point 6208/NZ6209/NZ6210 ... Total: 8 In addition to the above, Canberra A84 — Cook by P51D (VH—BOB) for formation flight Lockheed C-141A Starlifter U.S.A.F. M.A.C. 232 acted as a photographic aircraft. As already over Avalon. TF15 landed there after flight from 63-8086/63-8088/64-634/64-648/65-240 reported, the U.S.A.F. F —Ill's did not take R.A.A.F. Base Williamtown then gave a sparkling 65- 246/65-263/65-277/66-139/66-141 part in the flypast but they were there in spirit tight turning 10 minute display over R.A.A.F. 66- 145/66-147/66-150/66-151 /66-179 as F —111C A8—146 was seen to be carrying a Base Laverton before flying on non-stop to 66-7947/66-7949/67-015/67-025 crudely applied white 'MO' on the port-side of R.A.A.F. Base Pearce. Boeing KC-135A U.S.A.F. 57-1456/59-1449 the fin! By this time all six U.S.A.F. F —111E The aircraft was being flown by 59-1480/61 -316/62-3503/62-3536/63-7986 were sporting large R.A.A.F. roundel decals on McDonnell-Douglas test pilot Denny Behm and 63-8006^63-8013/63-8020 the fin (albeit with kangaroos facing aft). Despite Fit. Lt. Peter Nicholson of ARDU. Lockheed P-3B Orion R.A.A.F. A9-291/292 their advancing years the Canberras looked 294/299 immaculate and were truly a credit to 2 Squad­ Also present at Avalon on the same day ron. This was the largest formation of R.A.A.F. Lockheed C-130H Hercules R.N.Z.A.F. NZ7002 were: — F—111's put up to date. NZ7003/NZ7004 B747 VH-EBC HS125 VH-ECE Lockheed HC-130H Hercules U.S.A.F. 65-963 At the end of the Joint Exercise 'Kan­ Mirage 1110D A3-101/104/112 of No. 2 65-984 garoo 2' with Australia, New Zealand and U.S., (F) OCU. the participating nations FIMAS Melbourne Lockheed C-130 Hercules 149787 U.S.N. Winjeels A85-435/443/453 of (CVS21) headed for Port Melbourne for R. & R. Code 'RZ'. 8890 U.S.M.C. VMGR-152 Code 1 B.F.T.S. leave and a visit by the RAN during Melbourne 'QD'. P3B Orion A9-291 of lOSqn, Cup Week. Boeing WV-135B U.S.A.F. 61-2672 Porter A14-703 ARDU. Four Tracker S2E, 6 Skyhawk A4G's Types with total shown are known to be and 4 Westland Sea King helicopters flew over complete lists. U.S.M.C. AV—8A Harriers were Melbourne at 12:30 on 28 October, 1976. The reported in Rockhampton. C—5A Galaxies in carrier was at that time abreast of Orbost off the Townsville and it is rumoured that U.S.N. F —14 Victorian East Coast. i PEOPLE Tomcats visited Amberley. R.N.Z.A.F. Orions are known to have accompanied the Skyhawks CVS21 tied up at Station Pier on Friday T.A.A.'s commercial director, Lloyd but no serials were recorded. A U.S.A.F. VC- 29 October and departed on Wednesday 3 Hargreaves,has retired because of ill health. Mr. 135 was noted at Amberley but the serial was not November. Hargreaves,58, joined TAA in Hobart 30 years obtained. Aircraft forming the Air Group at the time ago as a traffic officer and rose to the most senior commercial position in the airline. During With Exercise Kangaroo 2 being con­ of the visit were: his career he held a number of posts in Tasmania ducted in Australia during October there was a HS 817, Westland Sea King Mk.50. C.O. Lt. and Melbourne. considerable amount of unusual military traffic Cmdr. Bob Waldron. around. 146459 A-3B U.S.Navy 'PR-004' of N16-098/901 N16-112/903 A month after joining the airline he was CVW14 USS Enterprise — Sydney 7 October N16-114/905 N16-1 24/909 (used on 31 moved to Launceston as station superintendent. 146024 C—1A Trader '000' USS Enterprise — October, 1976 to rescue badly hurt hang glider He went to Melbourne in 1948 as Essendon Sydney 8 October also Essendon 21 October. pilot in the Grampians). airport manager and transferred to head office in N16-125/910 Melbourne as assistant traffic manager in 1950. 155121 C-2A Greyhound 'RG422' USS Enter­ From 1953 to 1960 Mr. Hargreaves was respon­ prise — Sydney 12 October. VS 816, Grumman S2E Tracker, C.O. Lt. Cmdr. Bob Partington. sible for the airline's flight service standards as 149787 C-130F U.S. Navy RZ9787 of VR-21 1 53600/845 153601/846 head of the passenger services department which — Brisbane 18 October. 1 53604/849 153605/950 included the airport traffic, cargo, cabin service, 10316 VKC—135A United States of America catering, air hostess sections. In 1960 he returned VF 805, Douglas A4G Skyhawk. C.O. Lt. Cmdr. — call sign Lone One Five Sydney 28 October to Hobart, his hometown, as Tasmanian manager. Barry Diamond. from Guam. In 1968 he went back to Melbourne as commer­ Squadron marks: — cial services manager and was appointed commer­ 12669 VC—135A United States of America Red/White checks on fin. Squadron badge on cial director in November 1973. — Amberley/Tullamarine 2 November call sign mid fuselage either side. Trout 99, with General D.C. Jones, Chief of 155051/870 155052/871 During World War II, Mr. Hargreaves Staff, U.S.A.F. 155061/874 155062/875 was a Lieutenant with the Royal Australian 37840 C-130E USAF/TAC call sign Josef 52 154906/885 154907/886 Navy on loan to the Royal Navy and served in from Darwin to Hobart 1 November. 1 54908/887 Australia, the North Sea and both the North and South Atlantic. He was in the English Channel 40514 C-130E USAF/TAC call sign Tick 23 HMAS Melbourne, formerly HMS Majestic during the invasion of Normandy and from Darwin to Hobart 2 November. on which construction began on 15 April, 1943, commanded the flotilla of vessels which marked Noted at Essendon on 2 November while moving launched on 28 February, 1945 and commission­ the course to the beaches for the D-Day landing. Army equipment from Rockhampton back to ed as HMAS Melbourne on 28 October, 1955 Melbourne after the exercise were:— A97—210 was 21 years old as far as the RAN is concerned. After the war he served briefly with C-130A call sign JLH. A97-159 C-130E call Before the start of its most recent refit, commen­ Australian National Airways before joining sign NUA. A97-171 C-130E call sign NUG. cing in April 1975, CVS21 formerly R21 had T.A.A. A97-190 C-130E call sign NUP. steamed 662,580 miles in 47,702 hours. The acting commercial director at T.A.A. At the completion of the "Kangaroo 2" A.H.S.A. member, Joe Vella, was on the is Mr. Frank Ball.

19 VH :«ir :