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AHSA ADDRESS LADY LUCK AT OLD BONALBO 24 P.O. Box 212, Footscray, Vic., 3011. VICKERS VISCOUNT 27 EDITORIAL ADDRESS P.O. Box 63, St. Kilda, Vic., 3182. 78 WING RAAF IN MALTA 36

SUBSCRIPTIONS SECRETARY Comment Mike Madden

EDITOR In volume 19 Number 41 outlined the situation re the availability of material for the Journal. I am unhap­ Peter Malone py to have to say that the situation has changed little since that time. We still have no material in hand for Volume 21. I realise that not all members are in a position to actively research and thus cannot help with articles for the Journal. However, there are a number of others who can, but elect, for whatever reason, not to let other members read the results of their efforts. In some cases the reason is pure selfishness and there is little we can do about that. However, in a number of cases of which I am aware, it is just simply that the person concerned lacks the confidence in his own abilities to put pen to paper. If that is your problem, forget it. That is why I am here. It is part of my job Membership is for one full calendar year and as Editor to assist authors in making their manuscripts suitable for publication. The most important thing includes both Journal and AHSA News. is to put pen to paper and get all the facts down. Once you have done this, I can help you to refine the Annual Membership fees of $12.00 (Australian finished product. O.K., all you budding authors, deluge me with material. Currency) will be due for renewal during Another area in which members can be of help is with photos for publication. Many have a few photos of January each year. some historical significance or interest. How about letting others see them too? Perhaps you have a photo that can’t be identified; send it in, one of our readers may be able to supply an answer. The only require­ INFORMATION FOR AUTHORS All ment is that photos should have some historical interest and preferably have an Australian theme. manuscripts for publication in the Journal should be typed or clearly handwritten on one side of each sheet only, and must be double spaced. Photographs should where possible have a subject width of at least 5” (12.7 c.m.) or 8” (20 c.m.). This is not essential, but is preferable, and photos of all shapes and sizes will be accepted. cover Where possible we prefer negatives, even if prints are also sent. This greatly simplifies the FRONT COVER. Typical of the many Vickers Viscounts that saw service in Australia in the late 1950’s Editor’s job. All negatives will be returned and and the 1960’s is Trans Australia Airlines’ Viscount 756, VH-TVL, (c/nl97), seen here at Essendon Air­ prints will be returned if so marked. If you do port on 12 January 1963. (J. Hopton) not want prints cut, mark “Do not crop’’. If you are thinking of preparing an article, please REAR COVER. Viscounts in service with three Australian operators. contact the Editor at the above address for fur­ Top: TAA’s first Viscount 756 VH-TVH, (c/n 146). (TAA photo). ther advice, and so we can plan ahead. All Center: Viscount 839, c/n 436, was originally ordered as VH-TVS, George Evans, for TAA but was not work on this Journal is voluntary and no pay­ delivered to this airline, and eventually went to Iran. After some three years there it eventually arrived in ment can be made for published material Australia, but as A6-436 for the (RAAF photo) RAAF Bottom: Following five years service in the USA with Continental Airlines, Viscount 812, (c/n355), Published by: Aviation Historical Society of became VH-RMK with Ansett-ANA. (Ansett photo). Australia, P.O. Box 212, Footscray, Vic., 3011, Australia. INSIDE FRONT COVER. A selection of photo’s taken at RAAF Laverton on the open day on 8 April 1979. Top: The only unit still operating CAC Winjeels is 4 Flight at Williamtown which uses the aircraft for FAC duties, and is represented here by A85-426. Center: The Army were represented by one of their newly acquired GAF Nomad N.22s. Bottom: The Roulettes, although restricted by poor weather and mechanical failures, still managed to fly with their usual elan. Their Macchis, with their subtle but effec­ © 1980 Aviation Historical Society of Australia tive changes to the basic training markings, are one of the prettiest aerocraft team mounts extant. (Photos P.T. Malone) ISSN 0045 — 1185 INSIDE REAR COVER. A further selection of photos from the Laverton open day. Top: Nearly thirty years up and still performing a useful task. The Canberras of 2 Sqn, represented here by A84-229, are very active in the photo survey role. Center: An added bonus for the crowd as it leaves the airshow. Iro­ Printed and Typeset by quois, A2-486, gives an impromptu demonstration of its ability to manoeuvre in restricted areas, as it Loma Printing Service prepares to return to its home base. Bottom: A97-004, a C-130H Hercules of 36 Sqn in its shiny new 8-10 Vale Street,North Melbourne camouflage scheme. “Gloss camouflage? Well you see Old Boy, we carry camouflage because we really Telephone: 328 4080 - 328 4874 don’t want to be seen, but if we are, we do like to look our best.’;’ (Photos P.T. Malone).

23 VH-UMH

As a new decade jets towards us, it is interesting by Ron J. Gibson to look back fifty years to the golden age of Australian aviation. The 1930s produced so much Luck experimental and exploratory flying that Australians were able to establish themselves as the world’s greatest flyers. An honour roll would be lengthy and would contain the names of men and women who saw the value of flying to all miankind at Old Bonalbo and were determined to prove it. The decade opened for two great Australians with the realisation of a dream. In this realisation disaster almost struck — but Lady Luck was at Old Bonalbo. Kingsford Smith and Ulm had founded illi Australian National Airways Ltd in 1929, to iillil i j operate inter-city air services, without government ■ subsidy, and had chosen the Sydney — Brisbane route as the first link. They assembled a fleet of tri- motored Avro X aircraft and set 1 January 1930 as the opening date, with simultaneous departures from Sydney and Brisbane. “Smithy” and G.U. (Scotty) Allan flew the northbound service in Southern Cloud (VH-UMF) without incident. Jack .^1 Shepherd and Charles Ulm flew Southern Sky (VH-UMH) to Brisbane earlier in the week. Lady Goodwin, wife of the Governor of Queensland, christened the aircraft on 31 December and declared the service open. i"' " ...... On the following morning, with Shepherd at the iy controls and Ulm in the co-pilot’s seat. Southern Sky took off from Eagle Farm on schedule, carry­ ing a full complement of passengers and some i mail. Shortly after take-off the aircraft ran into heavy rain, the remnants of a cyclonic disturbance which had been in the area for several days. The visibility became very poor and the buffetting very severe — “the thickest weather I have ever struck” — said Ulm. Shepherd, following the coast line generally, climbed to 8,000 ft in search of clearer weather, but could not find any relief there. He then turned south west in the hope of finding less severe conditions. This course took him over several heavily timbered ranges which form part of

24 the Great Dividing Range, but the buffetting con­ tinued and visibility was still minimal. Shepherd then decided to descend. He knew that this could be dangerous but could not, under the cir­ cumstances, take any other action than to seek a site for a forced landing. It is possible that the crew had lost their bearings. There were no sophisticated aids such as we have today. Whatever the real reason. Shepherd felt his way down until his decision was irreversible — he was 11 now almost surrounded by mountains and trees. But then came Lady Luck .... In a break in the weather Shepherd sighted one of the small farming pockets on the western slopes and, in the middle, a small cleared paddock. The owner of this pad- dock, Mr George Minnis heard the aircraft and realised it was in trouble. With great presence of mind he grabbed some sheets from his bed, ran out waving them to attract the pilot’s attention and then spread them out on what he considered was the best place to land. Shepherd, using all the skill at his command put the heavily-laden Southern Sky down at 10.20 a.m. The aircraft continued to roll and Shepherd was unable to arrest it on the saturated ground. It carried two wire fences and eventually came to rest against a fallen tree. With the sort of luck that did not always hold in those shaky days of aviation none of the passengers or crew suffered any injury, and luckily there was no fire on impact, still one of the real dangers of air­ craft crashes today. - We will never know the value of the contribu­ ii tion made by Minnis in saving the passengers and iiaiiiW'*'”’ ui w% - the aircraft when he waved the sheets and placed them on the ground, Minnis had volunteered for TOP LEFT. The Southern Sky shortly after France during World War 1. the Australian Flying Corps during WWl but was the forced landing. The skill used by Sheperd TOP RlGHT.Fi\oi Sheperd aboard a 1 h.p. rejected on medical ground and remained in the ar­ in getting the aircraft down is apparent when mount surveys the repair work. He had good my. While serving in France he had seen the white one appreciates the timbered nature of the reason to smile after his successful landing. ground markers in use by the Flying Corps and country. BOTTOM RIGHT. Repairs underway. Left to quickly applied his knowledge in this emergency. BOTTOM LEFT. An unscheduled re-union. right: W. Mills, D. Hamilton, and J. Crossett His interest in flying while in France led to a Mr. George Minnis renews acquaitance with on the fuselage. (Australian Post Office photos remarkable coincidence as we shall see. Charles Kingsford-Smith, who he had met in via R.J. Gibson) The paddock was part of “Ulidia” on Old Duck Creek Rd, about sixteen kilometres north of Old Bonalbo. The eight passengers (Mesdames Ulm and Graham; and Messrs E.P. Sheedy, Managing Director of the Newcastle Morning Herald, Clive Chateau of the Atlantic Union Oil Co., V. Ballarin of Randwick NSW, — Steere and his young son, and J. Reesham) left the aircraft quickly — badly shaken but greatly relieved that they had landed safely after such a frightening experience. Mr and Mrs Minnis treated them with typical Australian country hospitality and set about organising transport for them to the nearest large town — Casino — about 100 kilometres away. There they could find accommodation overnight and catch a train to Sydney the next morning. Soon they had three cars available, belonging to Minnis himself, and Messrs McKee and Heslop of Old Bonalbo. Shortly after one o’clock the convoy set out taking Ulm, seven of the passengers, and their luggage and the mail. Shepherd and passenger Chateau stayed at “Ulidia” as guests of Mr and Mrs Min- ms. Travel by road in remote areas of NSW in those days was scarcely more attractive than travel by air — “the roads we travelled were awful” said passenger Sheedy. The recent weather had not im­ proved them so progress was very slow. The con­ voy did not reach Mallanganee, a small town about half way between “Ulidia” and Casino, un­ til four o’clock. The passengers were given refreshments there and Ulm was able to telephone Sydney — the first intimation that the anxious relatives and the Company had that all was well with the crew and passengers. The motorcade ar­ rived at Dwyer’s Hotel Royal, Casino at 6.30 p.m. where they were accommodated until their Sydney ' 'A X ' train left at 10 a.m. the next morning. They arrived in Sydney at 6.30 a.m. on Friday, 3 January. seek directions to Old Bonalbo. Here they landed only speculate now on the probable effect on the on Mr Armstrong’s property and were taken to Company if Shepherd’s skill and lots of luck had All reports suggested that the matter was not “Ulidia” by car. Kingsford Smith’s arrival not combined to prevent Australia’s first major air serious — just another forced landing. The fact anywhere created great interest but for Minnis it disaster, which ultimately overtook ANA fifteen that no one was injured confirmed this general was incredible, for the two had met in France dur­ months later. view. However, from the Company’s point of view ing WWl many years before, and here they were in Smithy arrived at Coffs Harbour about three the matter was very serious. The service had been an isolated area of NSW meeting again — one an o’clock. The aircraft was refitted, refuelled, and started without Government subsidy and was in­ outstanding flyer of world renown; the other a flown onto Sydney on 19 January, just eighteen tended to show the viability of regular inter-city air struggling farmer. We can imagine the days later than scheduled. services. Any such interference with its regularity reminiscences exchanged in the Minnis house A small coincidence enabled Australian Na­ would destroy the tentative confidence in this ex­ where Smithy and Ulm were guests for the night. tional Airways to deliver the mail (272 ordinary periment. It was essential, therefore, to get the The Southern Sky was turned around to face letters and 107 registered articles) by air to Sydney, Southern Sky flying again as soon as possible. down an incline which had been cleared for about as they had undertaken, though delivery was Ulm’s view was that the aircraft would have to be 90 metres by Mr Fraser with his steel-tyred tractor almost twenty four hours late. Towards the end of dismantled and sent to Sydney for repair. On 3 and some other local residents. All the passenger 1929, E.H. Chaseling, the owner of a Gipsy Moth January, Chaseling, in the Gipsy Moth flew chairs and other non essential items were taken out (VH-UIC), had joined ANA as a pilot, at the same Hewitt, ana’s Chief Engineer to the site. They of the aircraft and sent to Coffs Harbour by road. time selling his aeroplane to the Company. He had left Mascot at noon and landed in one of Mr Arm­ Only sufficient fuel to enable Southern Sky to be been sent to Coffs Harbour to take part in an air strong’s paddocks near Old Bonalbo about 6 p.m. flown there (about 120 air miles) was left in the pageant celebrating the opening of Coffs Harbour Hewitt after assessing the damage decided that the tanks. The accident had created great interest in aerodrome on New Year’s Day. While Chaseling aircraft could be repaired there and flown out. the district and a large crowd assembled at was at the presentation of trophies that evening he Returning to Sydney on 5 January, he organised “Ulidia” on Saturday 17 January, to see the great received instructions to fly to Ballina the next mor­ the supply of parts which were flown to Old airman take the aircraft out. With typical initiative ning, pick up the mail and fly it to Sydney. It had Bonalbo over the next few days. When Hewitt an admission charge was made and the proceeds been taken to Ballina by car and was waiting for returned to “Ulidia” he recruited Mr J.J. went to the local hospital. Chaseling when he arrived about 6 a.m. He Crossett, a young local motor mechanic to assist. Repairs were completed by noon, the Southern delivered the mail to Mascot at 11.40 that morn- Crossett was a nephew of Mrs Minnis and later Sky was tethered to a tree facing down the incline, ing. became Postmaster at Old Bonalbo. Sheerlegs and the world’s greatest pilot, Kingsford Smith, were erected over the aeroplane and repairs were took his seat at the controls — alone. At about one ACKNOWLEDGEMENTS put in hand. The centre engine and propeller were o’clock the engines were started and then full This story is taken largely from reports in the replaced. The undercarriage was repaired and power was applied. On a signal from Smithy, John Northern Star, but these have been expanded by refitted and some other damage repaired. McKee, Cossett’s father-in-law, cut the rope with Mr J.J. Crossett. The photos from the Northern- On 16 January, Charles Kingsford Smith and an axe and Southern Sky began its run along the Star were collected by Mr D. Hancock of Charles Ulm arrived in the Moth. They had landed improvised airstrip. It was airborne in about 85 Fismore.To all of these sources I am greatly in­ on Mr William’s property at Bonalbo and had to metres and ANA’s near-tragedy was over. We can debted. ine is lifted into place with erected over the aircraft. le aircraft back up the hill ff. (Australian Post Office

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An aircraft spawned in the heat of World War At this time the Viscount’s major competition gram, G-AHRF entered service with BEA, on 29 II, the Vickers Viscount owes much to the appeared to be the Airspeed Ambassador, and July 1950, on the Northolt (London) to Le Bourget foresight and engineering brilliance of a handful of British European Airways (later British Airways), (Paris) route, the 230 mile flight taking a mere 57 British engineers and planners. Originally named evinced some doubts about the economics of the minutes with passenger load of 26. Between 13 and the VC-2, the aircraft was financed by the Ministry turboprop aircraft. It certainly appeared that to be 23 August the aircraft flew between London and of Supply which advanced 1.8 million pounds economical the Viscount would need to be stretch­ Edinburgh: a grand total of 1,815 passengers being towards the cost and development of two pro­ ed. The Ambassador had meanwhile flown and carried on these two routes before the aircraft was totypes. The name was later changed to the BEA placed an order for twenty, striking a severe handed back to Vickers. G-AHRF ended its days Vickers Viceroy and the aircraft now featured ac­ body blow to the Viscount program. However, on the morning of 27 August 1952 when on a prac­ comodation for thirty two passengers and dimen­ work did continue, albeit at a much reduced rate. tice forced landing near Khartoum, the undercar­ sions of 74ft 6in. length and 89ft span. The con- The third prototype was cancelled and the second riage collapsed and the aircraft was written off. tract was signed on 9 March 1946. At this time was converted as a Rolls-Royce Tay test bed for Meanwhile Vickers had been pursuing a stretch­ piston engined aircraft, notably the Lockheed the Ministry of Supply, flying in this configuration ed Viscount, the Type 700, powered by the Dart Constellation and Douglas DC-6, were making as the Type 663, VX217, on 15 March 1950. Subse­ R.Da.3 of 1,500 e.h.p. Span was now 94ft and their mark on the World’s airlines, so much quently it was also used by Boulton Paul Aircraft length 82ft, and 43 passengers could be carried. thought was given to the power plants to be used for power-control trials for work connected with The first of the series, G-AMAV, flew on 28 on the aircraft. Meanw'hile, due to public opinion the Vickers Valiant V-Bomber. August 1950, but the future of the type had been and political considerations the name Viscount The first prototype, the Vickers Type 630 Vis­ assured twenty five days before when BEA placed was selected in preference to Viceroy. At this time count, G-AHRF, powered by Rolls-Royce Dart an order for twenty aircraft. Testing followed a Rolls-Royce were experiencing some difficulties as R.Da.l engines lifted off from Wisley on 16 July basic pattern, with tests of various payloads and far as development costs were concerned, but after 1948. At the controls for this ten minute trouble- airframe stresses, and take-offs and landings in much effort and plain hard cash, they succeeded in free flight were ‘Mutt’ Summers and ‘Jock’ Bryce. various configurations and weather conditions. the development of the Dart turboprop engine. The Viscount was born. Spectators at the Farnborough Air Show were The Viscount now had its teeth. After the completion of a successful test pro- more than amazed to see the prototype make a low

27 m

■B mm ■■■llliilll ■iiiii® ■ ' ' llill Mllilii ■ im .. ^iBi il illlii Illlii'III ______level pass with three engines feathered and the re­ maining operative one being an outboard, truly an amazing demonstration of the aircraft’s excellent control characteristics. Such was the Viscount, tru­ ly a plane of pedigree. To drive the point home, a BEA Viscount made a successful forced landing on one engine at Bordeaux in January 1956, when fuel contamination had caused the failure of the other three. The final step before airline operation was the receipt of the Certificate of Airworthiness which was awarded to the 700 series on 17 April 1953, the culmination of five years of design work and 6,000 turboprop hours. With no real competition in sight, the Viscount looked as if it would finally become the money-spinner that it was designed to be. With the Viscount 700 series an established suc­ cess, Vickers issued brochures for a newer 800 series and several airlines took a polite interest in the aircraft. However, after examining the perfor­ mance and operating costs they shook their heads saying that this may be an economical aircraft for short haul, high density inter-city sectors, but we want an aircraft capable of carrying the same load over longer distances at a higher speed. This resulted in the birth of the 810 series Viscount. Rolls-Royce developed the Dart 522, or R.Da.7/1, an engine with improved fuel system and increased flame temperature. Coupled with new 160 activity propellers of greater efficiency and relative thrust and incorporating an additional pitch stop, the new powerplants were rated at 1,990 e.h.p. Other refinements included the strengthening of the wing spar and ribs to handle the increase in weight and airspeed. Fin strengthening was also necessary to cope with the assymetric loads which would be encountered in the unlikely event of an engine failure on take-off. The initial design maximum weight was 67,500 lb, an increase of 4,500 lb over its immediate predecessor. This was later increased to 69,000 lb, and still later to 72,000 lb. The first of the 810 series flew on 23 December 1957. Continental Airlines of Denver, Colorado, started the ball rolling with an order for fifteen Type 812s. Orders then poured in from airlines such as Aer Lingus, All Nippon Airways, Ansett- ANA, Austrian Airlines, Cubana, Ghana Air­ ways, KLM, Lufthansa, Pakistan International Airlines, South African Airways, Trans Australian Airlines and a number of other customers. Once again the designers at Vickers had come up with the goods. Design studies had shown that the 810 series possessed the structural reserves of strength to take the more powerful 2,395 e.h.p. Dart 541s. This version was to be known as the 840 series and would have had a cruise speed of 400 mph. Although it did not materialise it led through the Viscount Major 850 and 870 to the Vickers Vanguard which was a contempory of the Lockheed 188 Electra and Ilyushin IL-18. However the day of the turboprop airliner was over, as the airlines became deafened by the roar of the Avons and Pratt & Whitneys of the new generation pure jet transports.

LEFT. 800 Series Viscounts in service with Lufthansa and Continental Airlines, (via P.J. Gates) TOP RIGHT. An early Viscount in service with Alitalia, (via P.J. Gates) CENTER: RIGHT. One of the smaller users of the Viscount was Channel Airways, (via P.J. Gates) BOTTOM RIGHT. The V iscount set new stan­ dards in passenger comfort. (J. Hopton) LEFT A brief pictorial history of c/n97, a Viscount 747. 1. In service with its original operator, Butler Air Transport. 2. After acquisition of Butler by the Ansett organisation it now carries its new owners livery, but retains its old registration. Essendon, 7 March 1961. 3. Now fully absorbed into Ansett-ANA even its registration has been changed; to VH-RMO. Essendon 23 June 1963. 4. Yet another change of operat or . It is now named Oakover and flown by MacRobertson Miller Airlines on its Western Austral­ msmm ian services. CENTER ' 'i BAT ...^ ABOVE. One of Ansett-ANA’s ill fated Viscounts, VH-RMI, c/n416, was destroyed by fire at Winton, Queensland, on 22 September 1966. (via P.J. Gates) WmW: BELOW.^oih of the RAAF’s Viscounts had eventful histories, originally being intended for TAA but not being taken up and eventually being sold to Iranair. The RAAF bought them in 1964 and when sold they found their way to the Jetair organisation but legal problems prevented their use. Eventually both ended up in the Sultan of Muscat and Oman Air Force. BOTTOM. VH-EQP, ex A6-435, sits at Bankstown on 20 September 1970 awaiting a decision on its fate. (Hopton Collection) RIGHT. Viscounts on the way in, and on the way out. 1. VH-TVR, c/n318, on delivery to TAA, ex Cubana, Essendon 23 June 1962. 2. VH-RMG, c/n414, ex Ansett-ANA, on delivery to FEAT. Essendon 7 April 1970. 3. VH-RMK,c/n335, ex Ansett-ANA, on delivery to FEAT. Essendon 23 May 1970. (Photos from the 4. VH-TVI, c/nl47, ex TAA, after being sold to Australian Aircraft Sales in March 1969. Hopton Collection) ■■■■■Hllili

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' , V, V The Vickers company ceased production of the Viscount in April 1964 with 445 aircraft having been manufactured. In its heyday the Viscount was amassing some 800,000 hours per year, and today, although now retired from the major world air routes the Viscount still serves faithfully on the shorter secondary routes in some countries. British Airways in fact still operate some twenty Viscounts on their Scottish and Channel routes. For many Australians, the earsplitting whine of the Rolls-Royce Dart engines became a familiar sound at airports throughout the country. With it came new standards of comfort and reliability. Remember the pencil balanced on the seat trick? Trans Australian Airlines introduced the Viscount to Australian air travellers in December 1954 with VH-TVA, John Batman, and in 1955 reported a record year with doubled profits; however TVA served for only 26 days before being written off in a fatal accident when on a training flight. The passenger load factor in Viscounts for the first year of operations was 86% and daily utilization was averaging 8/2 hours per aircraft. TAA Vis­ counts in one year carried 230,000 passengers, set up 16 inter-city speed records and flew 116 million passenger miles, with a fleet that built up to five aircraft during the year. In some respects the per­ formance of TAA’s Viscounts came as a surprise to airline executives. The aircraft had originally been developed as a short haul/medium range transport but TAA found that it could be suc­ cessfully operated on the Adelaide-Perth route, albeit with only 32 seats fitted (over a dozen less than usual). By the end of 1959, the Viscount fleet, then 15 strong, was credited with lifting 77.4% of TAA’s load, and itself had a load factor 74.7%. Most air travellers will remember the Viscount as a smooth, spacious and friendly aircraft with those enormous 26 inch by 19 inch elliptical win­ dows, in themselves a major contributing factor to the Viscount’s passenger appeal. In those days there was time for an unhurried three course meal, a chat with your fellow passengers, and just maybe that extra beer before touch down. The Viscount always was and always will remain a lady of refine­ ment.

REFERENCES 1. ANDREWS C.F. Vickers Aircraft Since 1908. Putman, London, 1969. 2. TAYLOR F.J. High Horizons. 3. MUNSON K. Vickers Viscounts 700. Pro­ file 72. Profile Publications, London. 4. J.P. Airline Fleets. 1976 Ed. mm 5. Vickers Turbine Transport. LAAS Interna­ ■ tional. Muimr-MM 6. The Aeroplane. 27 March 1953.

Five phases in the life of Viscount 720, c/n45. TOP.In service with Trans Australia Airlines as VH-TVB and in its original colour scheme. Essendon, 1 October 1959. (J. Hopton) SECOND TOP. A few months later on 14 k March 1960 in new livery and now designated a ‘super Viscount’. (J. Hopton) CENTER. On lease to Ansett-ANA. The air­ iiiiiiili craft is still finished in TAA livery but now car­ ries the Ansett-ANA logo. (J. Hopton) SECOND BOTTOM. After sale to Ansett- ANA, and re-registration as VH-RMQ, c/n45 now carries that airlines full livery. (J. Hop- ioi\)BOTTOM. After transfer to MacRobert- son Miller on 13 September 1968, c/n45 ac­ quired yet another new colour scheme. It was not to last long however for on 31 December 1968 it crashed at Indee Station near Port Headland in Western Australia, (via J. Hop- ton)

32 I I

LEFT A brief pictorial history of c/n97, a Viscount 747. 1. In service with its original operator, Butler Air Transport. 2. After acquisition of Butler by the Ansett organisation it now carries its new owners livery, but retains its old registration. Essendon, 7 March 1961. 3. Now fully absorbed into Ansett-ANA even its registration has been changed; to VH-RMO. Essendon 23 June 1963. 4. Yet another change of operat or . It is now named Oakover and flown by MacRobertson Miller Airlines on its Western Austral­ ian services.

BAT CENTER ABOVE. One of Ansett-ANA’s ill fated Viscounts, VH-RMI, c/n416, was destroyed by fire at Winton, Queensland, on 22 September 1966. (via P.J. Gates) BELOW.^oih of the RAAF’s Viscounts had eventful histories, originally being intended for TAA but not being taken up and ... eventually being sold to Iranair. The RAAF bought them in 1964 and when sold they found their way to the Jetair organisation but legal problems prevented their use. Eventually both ended up in the Sultan of Muscat and Oman Air Force. BOTTOM. VH-EQP, ex A6-435, sits at Bankstown on 20 September 1970 awaiting a decision on its fate. (Hopton Collection) RIGHT. Viscounts on the way in, and on the way out. 1. VH-TVR, c/n318, on delivery to TAA, ex Cubana, Essendon 23 June 1962. ill iiifl ■I 2. VH-RMG, c/n414, ex Ansett-ANA, on delivery to FEAT. Essendon 7 April 1970. 3. VH-RMK,c/n335, ex Ansett-ANA, on delivery to FEAT. Essendon 23 May 1970. (Photos from the 4. VH-TVI, c/nl47, ex TAA, after being sold to Australian Aircraft Sales in March 1969. Holpton Collection)

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-v. ABBREVIATIONS DD Date Delivered AUSTRALIAN VISCOUNTS Les Leased to Ret Returned to RR Re-registered C/N TYPE REG’N DATE OPERATOR AND COMMENTS C/N TYPE REG N DAIE OPERATOR AM) COMMENTS

44 720 VH-TVA 29. 8.54 First flight 318 816 CU-T-622 19.11.58 First flight 5.10.54 DD TAA. John Batman 4. 8.59 DD Cubana 31.10.54 Crashed Mangalore, Vic. ZS-CVB SAA. Not taken up. 45 720 VH-TVB 20.10.54 First flight VH-TVR 23. 6.62 DD TAA. John Murray 25.11.54 DD TAA. Gregory Blaxland 25. 5.71 DD Moorabbin Air Museum VH-RMQ 1.11.62 DD Ansett-ANA (AARG) 13. 9.68 DD MM A. Quininup 319 818 CU-T-623 25. 6.59 First flight 31.12.68 Crashed near Port Headland 20. 8.59 DD Cubana WA. VH-RML 22. 3.62 DD Ansett-ANA 46 720 VH-TVC 17.11.54 First flight B2021 .70 FEAT 8.12.54 DD TAA. John Oxley 355 812 N241V 1. 4.58 First flight 6. 3.60 Les. Ansett-ANA 10. 5.55 DD Continental Airlines 30.11.61 Crashed into Botany Bay, NSW. VH-RMK 28. 9.60 DD Ansett-ANA 47 720 VH-TVD 1.12.54 First flight B2021 .70 FEAT 18.12.54 DD TAA. Hamilton Hume 373 756 VH-TVM 14. 6.58 First flight 9.67 Sold to Keegan Aviation 4. 7.58 DD TAA. John Fawkner 2.70 Scrapped at Southend, UK. 27. 5.70 Scrapped at Essendon, Vic. 374 756 48 720 VH-TVE 23.12.54 First flight VH-TVN 2. 7.58 First flight 22. 1.55 DD TAA. Charles Sturt 16. 7.58 DD TAA. William Dampier 6. 3.60 Les. Ansett-ANA A2-ZEL 3. 4.69 DD Botswana National Airways. VP-YNI 12.10.66 Ret. TAA. John Ross Air Rhodesia. Sabie 18.12.69 Scrapped at Essendon, Vic. 414 832 VH-RMG 23. 2.59 First flight 49 720 VH-TVF 30. 1.55 First flight 12. 3.59 DD Ansett-ANA 2. 4.55 DD TAA. Earnest Giles, later B2015 4.70 DD FEAT Peter Warburton 415 832 VH-RMH 19. 3.59 First flight 6. 3.60 Les. Ansett-ANA 1. 4.59 DD Ansett-ANA 12.10.66 Ret. TAA B2023 10.70 FEAT 21.9.67 Sold to Keegan Aviation 9M-AQE .72 Les. Pelandok Airways B2023 2.70 Scrapped at Southend, UK. Ret. FEAT First flight 84 720 VH-TVG 8. 1.56 First flight 416 832 VH-RMI 8. 4.59 24. 4.59 DD Ansett-ANA 29. 1.56 DD TAA. William Hovell 22. 9.66 WO after failure of air- 18.12.69 Scrapped at Essendon, Vic. conditioning blower and subse­ 97 747 G-ANXV 15. 9.55 First flight quent fire at Winton, Qld. VH-BAT 27. 9.55 DD Butler Air Transport. Warral 9.58 DD Ansett-ANA 417 832 VH-RMJ 6. 5.59 First flight VH-RMO 5.63 RR Ansett-ANA 15. 5.59 DD Ansett-ANA 18. 4.68 Les. MM A. Oakover B2017 5.70 FEAT 8. 9.68 Ret. Ansett-ANA 433 816 VH-TVP 8. 5.59 First flight 22. 7.76 Scrapped at Essendon, Vic. 29. 5.59 DD TAA. John Gould 145 747 G-ANYH 27. 8.56 First flight 3. 4.71 Australian Aircraft Sales VH-BUT 14. 9.56 DD Butler Air Transport B2025 4.71 DD FEAT Warrawee II Air Vietnam 9.58 DD Ansett-ANA 434 816 VH-TVQ 8. 6.59 First flight VH-RMP 6. 8,62 RR Ansett-ANA 24. 6.59 DD TAA. McDouall Stuart 9.69 Scrapped at Essendon, Vic. 17. 4.71 Australian Aircraft sales 146 756 VH-TVH 3. 5.56 First flight B2027 4.71 DD FEAT 3. 6.56 DD TAA. George Bass 27. 5.70 Scrapped at Essendon, Vic. 435 839 VH-TVR 24. 8.59 First flight 147 756 VH-TVI 26. 5.56 First flight (Grig. TAA. John Murray. Not 9. 6.56 DD TAA. Mathew Flinders 816) delivered 3.69 Australian Aircraft Sales N40N 9.59 DD Union Carbide Corporation 30. 5.70 Scrapped at Mascot, NSW. N140N RR Union Carbide Corporation 148 756 VH-TVJ 14. 6.56 First flight A6-435 9.64 DD RAAF. 34 Sqn. 25. 6.56 DD TAA. John Forrest, later N40NA Alda Corp. Not delivered. Earnest Giles. Jesp Investments Pty Ltd 5.70 Scrapped at Eagle Farm, Qld. VH-EQP 9.70 Jetair 181 756 VH-TVK 10. 1.57 First flight 30. 6.71 DD Gates Aviation 18. 1.57 DD TAA. Thomas Mitchell. 502 9.71 Sultan of Muscat and Oman 30. 5.70 Scrapped at Essendon, Vic. Air Force 197 756 VH-TVL 22. 2.57 First flight 436 839 VH-TVS First flight 1. 3.57 DD TAA. James Cook, later (Orig. TAA. George Evans. Not George Evans 816) delivered. 11.71 Scrapped at Eagle Farm, Qld. EP-MRS 15. 5.61 DD Iran Government Fuselage in Toowoomba Aviation 3.63 Iranair Museum, Qld. A6-436 9.64 DD RAAF. 34 Sqn. 227 756 N7465 10. 5.57 First flight N40NB Alda Corp. Not delivered. VH-TVO 14. 3.58 Les. TAA. David Lindsay Jesp Investments Pty Ltd 31. 1.59 Ret. Vickers VH-EQQ 9.70 Jetair PI-C772 17.12.59 Philippine Air Lines 22. 7.71 Gates Aviation SE-CNM 5.67 Falconair 501 8.71 Sultan of Muscat and Oman Air 20. 8.71 Malmo Aero Force

33

: OPPOSITE PAGE. Trans Australia Airlines was the major operator of the Viscount in Australia and the photos on the opposite page are a represen­ INiip tative collection of their aircraft and the liveries carried. VH-tw 1. A rare bird. Although seen in TAA markings at Farnborough in September 1959, VH-TVR, c/n435, was never ac­ tually delivered to the airline. It went to Union Carbide Corporation in the USA, but eventually made it to Australia as the RAAF’s A6-435. 2. VH-TVJ, c/nl48 John Eorrest, in an early colour scheme at Essendon on 29 September 1959. 3. VH-TVK, c/nl81, Thomas Mitchell, at Mascot in the late 1950’s. 4. VH-TVF, c/n49. Earnest Giles, at Essendon on 5 January 1957. 5. VH-TVM, c/n373, John Eawkner, at Essendon in October 1960, carries a new livery introduced earlier in the year. 6. VH-TVP, c/n433, John Gould, TAA’s first 800 series Viscount at Essendon on 29 March 1961. 7. VH-TVD, c/n47, Hamilton Hume, lan­ ding at Mascot in mid 1962. - 8. VH-TVQ, c/n434, McDouall Stuart, TAA’s second 800 series Viscount, at Essendon on 26 May 1961. 9. VH-TVR, c/n318, John Murray, was the second Viscount to carry this registration, the first being, c/n435 in ■Illlll photo 1 above. __■IIII 10. VH-TVN, c/n374, William Dampier, jillliiii! ■111 Ill taking off at Essendon on 7 May 1966 is representative of the final colour scheme used by TAA. THIS PAGE. A representative collection of the colour schemes and aircraft used by Australia’s other major Viscount operator, Ansett-ANA. 1. VH-TVE, c/n48, at Essendon on 31 Oc­ tober 1960. 2. VH-RMG, c/n414, Ansett-ANA’s first 800 series Viscount at Essendon on 4 February 1961. 3. VH-TVC, c/n46, on lease to Ansett- 11 ANA at Essendon on 25 June 1961. It crashed into Botony Bay five months later on 30 November. 4. VH-RMH, c/n415, at Mascot on 1 December 1962, exhibits yet another col­ our scheme variation. 5. VH-RML, c/n319, at Essendon on 8 March 1969. This aircraft was one of the two ex Cubana Viscounts imported to Australia in 1962. BELOW. The end. The remains of VH-TVJ, c/nl48, at Toowoomba, Queensland on 24 September 1970 (All photos from the Hop ton Collection. iiii

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■liil i ipi ' / RiHiiM - J> During the term of office of the Robert Menzies Government, Britain requested the Australian Government to contribute forces to the defence of the Suez Canal Zone, a vital link between the United Kingdom and its Commonwealth ties to the East. The choice of defence effort requested or, in turn, offered is not known but the Australian Government declined to participate. At home, the decision must have been made to make a presence through the Royal Australian Air Force. RAAF fighter pilots felt that if they were to go overseas and the Canal Zone was not to be their destination, then it would almost certainly be to Cyprus that they would be posted since the Royal New Zealand Air Force had sent its No. 14 Squadron there in response to Britain’s request. However, three or four weeks before leaving Australia the pilots were told that Malta was to be their destination. (RAAF association with Malta wasn’t new. RAAF Units and Australian pilots at­ tached to RAF squadrons had seen service on the island during WW2.) Malta was then part of the Middle East Air Force Command headed by Air Marshall Sir Claude Felly. By 1954 it was to change to Malta Command with its own RAF Of­ ficer Commanding Air Marshall B.V. Reynolds. The unit chosen to go was 78 Fighter Wing which was reformed at RAAF Williamstown, New South Wales, in May 1952 with Wg Cdr B.A. Eaton in charge. The Wing comprised 378 Base Squadron led by Sqn Ldr G.T. Newstead (Wing Deputy), 478 Maintenance Squadron commanded by Sqn Ldr J.C. Kane, 75 Fighter Squadron led by Sqn Ldr K.C. Andrews, and 76 Fighter Squadron led by Sqn Ldr J.I. Adams. With 23 officers and 238 other ranks the main body of the Wing boarded the SS Austurias at Sydney’s Circular Quay on 4 July 1952. The Wing advance party left Mascot Airport, NSW, by QANTAS Constellation on 5 July arriving at Lu- qa, Malta, via Rome on 9 July. On 18 July it took

36 up official residence at HMS Falcon, the Royal Navy Air Station on Hal Far Aerodrome. Ten days later as SS Austurias entered Grand Harbour it was greeted by the resident RAF No. 73 Squadron flying their Vampires in a formation forming the number ‘78’. The Wing was not a part of NATO although it was to provide the fighter defence of Malta in NATO exercises. To meet this committment the RAAF hired eighteen new de Havilland Vampire F.B.Mk.9 fighter bombers and two Gloster Meteor T.Mk.7 advanced trainers. The pilot complement of the Wing was approximately twenty, about half the nominated strength. Some of the pilots had previously flown Mustangs and Meteors in the Korean conflict, but all had previous Vampire ex­ perience in the RAAF Flying commenced on 11 August with both squadrons undertaking battle formations, Mach runs, and local familiarization flying. These train­ ing sorties continued into September with a Battle of Britain commemoration flypast being flown on the 15th of that month. October saw more general flying with dummy air-to-air attacks, instrument flying in pairs, wing formations, and the first trials of radar ground controlled interceptions. NATO exercise ‘Drago’, involving French and Italian Air Force units, began on the 29th, and was closely followed by operation ‘Longstop’, an all NATO forces maximum tactical training effort. The Meteor T.Mk.7s were used throughout for general familiarization and instrument flying. By the beginning of the following month the two squadrons were practising dummy rocket attacks at Qawra Point on the northern side of the island. This was a sea range with moored floating targets, and was considered satisfactory for rocketry and dive bombing, but was found wanting in gunnery due to a danger of ricochets. The first long range navigational exercise, which lasted four days, commenced on 20 November when twelve Vampires left Hal Far for El Adem, Nicosia and Habbiniyah, the RAF staging stop west of Baghdad. From Habbiniyah a high level, 30,000ft route, was flown via Mosul and Kirkuk without actually landing at either. On the last leg of the return journey, Vampire WR174 was writ­ ten of when Fig Off L.R. Klaffer aborted his take­ off from Nicosia. WR239 was received as the replacement aircraft. The Duke of Edinburgh visited Malta on 26 November and the RAAF provided an escort for his Airspeed Ambassador. Three days later the Wing made the first deployment to the sandy dust of RAF Idris (formerly Castel Benito Airfield), Libya for air-to-ground gunnery and rocket pro­ jectile practice with 251b and 601b concrete warheads. After the Qawra Point range was found to be deficient an acoustic scoring system was tried out at St Paul’s Bay. As a rule all aii co-ground gunnery and most rocketry was carried out at the Tarhuna Range in Libya. The deployment ended on 9 December and local training resumed from Malta. On the wintry first day of 1953 the Wing deployed with all pilots to RAF Nicosia, Cyprus, the Armament Practice Camp for all units of the Middle East Air Force. On the same day Wg Cdr Eaton was promoted to Group Captain. The ground attack training was interspersed with air-to-air live gunnery on 25ft and 32ft gliders towed by Beaufighter target tugs of the RAF. Earlier one hundred and ten ground crew members had departed for Cyprus in RAF Vickers Valletta TOP. Vampire F.B. Mk.9s of 78 Wing in flight over Malta. (RAAF) aircraft: this deployment, the first of two, remain­ ing on Cyprus till 5 February. The main body of CENTER. The control tower at Takali in 1954. It has a rather quaint appearance to it. (via J. Vella) Vampire aircraft were back at Hal Far by the 11th of February, returning home via Fayid (Canal BOTTOM. Some of the pilots of 78 Wing with their Wing Leader. Left to Right Fig Off J. Jacobs, W g Cdr B.A. Eaton, and Pit Off K. Meggs. (via J. Vella) Zone), Egypt. An air-to-air firing contest held

37 amongst squadrons from the MEAF was con­ and the Fleet Air Arm, and to participate in DXM, Delimara Point was used extensively during ducted after the Armament Practice Camp, and their visit lasting from the 9th to the 17th of September for routine rocket attacks. The last ma­ this was won by Sqdn Ldrs Horsman and Adams August. They had been used in Cyprus since jor undertaking was a series of strike exercises on and gained for them the ‘Imshi-Mason’ trophy. September of 1952. the French Air Base at Bizerte, under the code An army co-operation exercise at Tarhuna and After the shift to Ta’Qali the air gunnery tempo name ‘Scipion’, carried out in October. Sabratha in Libya took the Wing away again on 18 stepped up. The Delimara Point sea range of During the tour of duty, pilots flew any aircraft. and 19 February. No. 73 Squadron, RAF, flying moored targets off the South-East coast of Malta The Vampires belonged to the Wing and were not Vampire F.B.Mk9s based at Ta’Qali airstrip, com­ was used in September for rocket and dive bomb­ allocated to either squadron. Daily training was bined with 78 Wing in early March for a NATO air ing attacks, but this was not to last for long due to the responsibility of each squadron but all opera­ defence exercise involving forces from Southern the danger of ricochets, as at Qawra Point. This tions and exercises were Wing organised. After France, Italy, French North Africa and the US 6th aspect led to the start of weekly deployments of two years of operating the Vampire F.B.Mk9 the Fleet. four Vampires to Sidi Ahmed, the French Air servicability rate of the aircraft was close to 70%. RAF Nicosia was again visited by twelve Vam­ Force Base at Bizerte in Tunisia, for live gunnery With the tour nearly over the last deployment to pires on 24 March to participate in operation ‘Ses­ sorties and practice intercepts with French Vam­ Idris took place in the beginning of November. sion’, involving high level strikes on the Suez pires (Mistrals), more emphasis being placed on The two squadrons performed a final flypast Canal Zone, with the Wing taking the roles of a the intercepts. over the Wing farewell parade on 1 December and high level altitude bomber force and a low level in­ At about this time the Wing put together an flying ceased the following day. The 55 Strathedin truder force. Routine training resumed on return­ aerobatic display team of four aircraft, this being sailed from Malta on 4 January 1955 with some of ing to Flal Far five days later. the first jet display team to be formed in the the Wing staff, and the remainder embarked on 24 ‘New Moon’ was a Navy co-operation exercise RAAF. It was led in the work-up stage by Fit Lt January on the 55 Strathaird and 55 New in which the Vampires defended Malta against at­ Bill Horsman, but later, by Fit Lt Les Reading. Australia, thus ending a duty period of twenty nine tacks by aircraft of the US 6th Fleet. This exercise Other team members were Fig Off Vic Oborn, Fig months. was held from 16 to 20 March. Off John Jacobs (later replaced by Fig Off Tony The tour was important in that it was a unique The next major shift was on 18 May when Armstrong) and Fit Lt L.B. Weymouth. The team opportunity for the high professional standards of groundcrew were airlifted by RAF Hastings was official but did not carry a name. The level of the RAAF to be recognised and appreciated by transport to RAF Station, Horsham St Faith, at expertise achieved included the combined loop and other armed forces in the Mediterranean and in the Norwich, in the UK. No. 78 Wing was to represent vertical bomburst, and the team performed on European theatre. It was also of immense value in Australia in the Queen’s Coronation Review of ceromonial occasions in Malta and Tripoli bet­ amassing experience of operating away from _____ Commonwealth Air Forces. Twelve Vampires and ween March and November 1954. Australia. two Meteors were flown to Horsham St Faith via In September 1953, the CO of 75 Squadron, Sqn Istres and Tangmere. Intensive training and alot of Ldr K.C. Andrews was posted back to Australia effort was put into formation and flypast rehear­ and was succeeded by Sqn Ldr S. Bradford. sals for the flyover, which took place on 15 July at October was a month of more practice intercep­ ACKNOWLEDGEMENTS. RAF Odiham. No 78 Wing’s twleve Vampires were tions and a short deployment to Idris for Army co­ RAAF Historical Section; RAAF Public Rela­ flown in three diamond formations while the operation and armament training, followed next tions; RAF Historical Unit; Malta Consulate; A. ------Meteors formed part of the ground display. month by ‘November Moon’ — a NATO exercise Goldman, Air Britain; K. Meggs; and most of all While in the UK the opportunity was taken to in defending Malta against Royal Navy and US 6th Air Cdre J. Jacobs. indulge in ‘Rats & Terriers’, practice intercepts by Fleet aircraft. ‘Popsie One’, the defence of Dingli RAF Meteors of low level intruder flying by 78 radar against Royal Navy aircraft was the closing Wing Vampires. Meanwhile, back in Malta, the exercise of 1953. headquarters and base of the Wing were shifted In January, Sqn Ldr J.I. Adams was grounded from RNAS Falcon to the RAF airstrip of Ta’Qali for medical reasons and relinquished his command 78 WING AIRCRAFT where there was more space available; the official of 76 Squadron to Sqn Ldr S. Bradford, and Sqn changeover taking place on 9 June. Ldr W. Horsman become the new CO of 75 During their stay at Hal Far the Wing had been Squadron. As G Cpn Eaton had meanwhile been visited by the RAAF Chief of Air Staff, Air Mar­ appointed to a post in the UK, Wg Cdr G. Vampire F.B.Mk.9 shall J.P. McCauley, the deputy CAS Air Vice Newstead assumed control of 78 Wing and Sqn WR 109 Marshall Valston Hancock, and Lord de Lisle & Ldr J. Adams became the CO of 378 Base Sqn. WR no Dudley VC, the British Secretary of State for Air, ‘Janex’ — combat air patrols over the RN fleet WR 116 who was later to become Governor General of was the exercise for January 1954. The practice in­ WR 118 Australia. tercept missions of the previous months were tried WR 133 On 20 July two Hastings aircraft ferried ground out on Meteor N.F.Mk.lls of visiting RAF Aux­ WR 136 crews from Horsham St Faith to RAF Wahn, Col­ iliary Squadrons. WH220, one of the two Meteor WR 138 ogne, in West Germany to participate in NATO T.7s was lost on 18 January during take off from WR 140 exercise ‘Coronet’ as part of the Second Allied Ta’Qali on a banner towing exercise. The pilot was WR 147 Tactical Air Force. This exercise involved approx­ injured and the passenger killed. VW482 was sup­ WR 148 imately 1,500 aircraft from the air arms of the UK, plied as the replacement aircraft and this with WR 151 France, USA, Belgium, Turkey, Greece and WH238 performed the target towing and pilot WR 173 Australia, and was the biggest air manoeuvre held familiarization tasks. The Vampire T.ll dual seat WR 174. Lost on 24/11/52 in aborted in Europe since the end of the war. Aircrews join­ trainer entered service with the RAF in January take — off. ed ground crews in living in the field in tents in 1952 but it wasn’t until February 1954 that the WR 185 dispersed settings in the forests surrounding Wing received one example, WZ495. WR 187 Wahn. To aid in their concealment during the ex­ No. 14 Sqdn RNZAF arrived at Ta’Qali for an WR 189 ercise, the Vampires had been given a temporary eight week stay early in March and co-operated WR 239. Replacement for WR174. water based camouflage of a shade of green ap­ with the RAAF in a series of exercises to the end of WP 993 plied in irregular fashion over the aluminium col­ April. Prior to this four Vampires had flown to WP 997 oured surfaces of the finish in use over Malta. Ciampino (Rome) on 29 March to participate with Vampire T.Mk. 11 They were still carrying this finish when they the Italian Air Force in operation ‘Shield One’, the WZ 495 touched down at Ta’Qali on 3 August. They were defence of Rome. Meteor T.Mk.7 , followed shortly after by RAF Valletta transports The Queen, at the start of her first royal tour, WH 220. Lost on take-off on 18/1/54. carrying the ground crews. arrived in Malta by sea on 4 May and Gp Cpn WH 238 Almost immediately, the Wing moved into high Eaton led a flypast of fifty six RAAF, RNZAF and VW 482. Replacement for WH220. gear with Defence Exercise Malta (DXM) involv­ FAA aircraft. All aircraft carried the all-over ing the low level interception of Corsairs, A number of aircraft were flown to Idris for air- aluminium finish of the RAF at that Skyraiders, Panthers and Banshees from aircraft to-ground live firing, and the second deployment period. The only aircraft known to carry carriers of the US Sixth Fleet and then live rocket to the MEAF Armament Practice Camp, Nicosia an extra embellishment was the machine projectile attacks on towed splash targets. The commenced late in the month, lasting until July. usually flown by GP Cpn Eaton, WR 239, Royal New Zealand Air Force’s No. 14 Squadron On this visit RAF Meteor target tugs had replaced which carried his rank pennant near the also flying Vampire F.B.Mk.9s arrived at Ta’Qali the earlier Beaufighters used for this duty. The se­ windscreen. for joint co-operation exercises with the RAAF cond DXM was the major task for August, and

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