Aviation Historical Society OF Australia

VOL.X NUMBERS. SEPTEMBER - OCTOB ER 1969 ANNUAL SUBSCRIPTION $5.00 (Aust.)

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THE PENRITH - RICHMOND AREA - A Cradle of Aviation.

by. R.J« Gibson., President, A.H.S.A. and ’ ^ Controller, Research and Information Bureau QANTAS Airways Ltd.,

The history of aviation in Australia is surprisingly long though the 19th century was not highly productive. Reference to an experimenter with balloons about 1823 have been found and although these references are scanty, they did show that he had more than a superficial knowledge of the subject of flying. Dr. William Bland's proposals of 1851, for a four to five day air service in his atmotic ship between Australia and the United Kingdom are well known. The second half of the century was devoted mainly to ballooning. Many of the attempts were unsuccessful and the crowds showed in a practical way their dissatis­ faction with the attempts - MaigrS in Sydney in 1856 had to take refuge in Govern­ ment House. The first successful balloon flight in Australia was made in Melbourne in 1868 and there-after for many years balloons became the property of showmen. There were, however, two experimenters in this period worthy of mention, One quite unkown these days and the other very widely known. Henry Sutton of Ballarat, Victoria, brought a scientific mind to the subject of bird flight. He built a successful model flapping wing machine or ornithopter operated by clockworko It was restrained by a rod so that he could observe its movements. The Secretary of the Aeronautical Society of Great Britain was so impressed with Sutton's work that he invited Sutton to write two papers on the flight of birds for publication. They were published by the Society with the Annual Report in 1878. The other was, of course, Lawrence Hargmve,' an experimenter and inventor possessing great patience and persistence. Like Sutton he experimented initially with flapping wing models, then his experiments ranged over the whole field of aeronautics through a series of interesting models. He experimented with box ki*tes of many shapes and in 1894 was lifted off the ground by a train of four, of *the pattern now so closely associated with his name. He designed and built many engines and is credited v/ith being the first man to build a rotary engine in whicht the cylinders revolved around the shaft. This design was later patented by the Seguin Brothers in France, though there is no suggestion that the patentee had any knowledge of Hargrave's work, Hargrave was a member of the Royal Society of N.S.W. and delivered nineteen papers before that August body, the last one being in December 1909. By this time, of course, flight had been achieved by many people overseas. Six years previously the Wright Brothers had made their famous flight, and in July of 1909 Bleriot had flown across the English Channel. In Australia too, flight had been achieved - but not powered flight. George Augustine Taylor and his wife Florence, on December 5th, 1909 at Narrabeen, NSW • j made a number of flights in a biplane glider, or as they called it, a motorless aeroplane. About that same time the first powered aeroplanes arrived in Australia. A Wright biplane and a Bleriot mono|)lane were imported by L.A. Adamson, who was at that time headmaster of Wesley College, Melbourne, Vic. Unfortunately for Adamson his pilots were not skilled enough to fly these rather crude machines though Ralph Banks almost succeeded in Melbourne. Adamson finally gave up, losing a lot of money on the deal. Over in Adelaide, S.A., Fred Custance, in a Bleriot imported by F,H. Jones made Australia's first powered flight on March 17th 1910, staying in the air for 5 minutes 25 seconds. It was unfortunate for Custance and Jones that on his nextt flight on the same day the aeroplane nose-dived and was wrecked. On the next day near Melbourne, Harry Houdini, a showman and noted escapeologist flew for Sg- minutes, and a few days later for 7 minutes. Australian aviation appeared to be under way. Also in Melbourne, John Robertson Duigan had been studying aeroplane designs i !

A.H.SsA. Journal -92- September-October 1969 -4. ■ ■

He built one to his own design and got it off the ground in July 1910 and made a number of short flights throughout that year. It was nots however, until January 1911 that a flight of any practical significance wasT'made in Australia. The British Colonial Aircraft Company sent Joseph Hammond, Lesley McDonald and Sidney Smith to Australia with two Bristol Biplanes, They hoped to interest the Australian Government in them for defence purposes. On January 9th, 1911, at Perth, W.A,, Hammond, a Hew Zealander, flew for 45 minutes at heights up to 2,500 feet, a flight greatly in excess of any yet made in Australia, The party -^hen came across to Melbourne and Sydney giving about seventy demonstration flights and carrying a passenger on some of them, Hammond and his partners made quite (I a contribution to flying in Australia as much jsy their influence as by their deeds and we shall see evidence of this later. I referred earlier to G.A.Taylor, who flew a glider at Narrabeen in 1909, Taylor was a man of extraordinary achievements, breadth of vision and energy. He had formed, in 1909, the Aerial League of Australia and enlisted a number of outstanding people to its membership. In September 1910 the Aerial League selected an area of land near Penrith railway station (some 35 miles west of Sydney,HSW) as a flying ground for use by its members. The area was described as being a "fine stretch of level ground with a good take-off at one corner", and then with mors enthusiasm than knowledge "the wind conditions are always perfect there, the area being enclosed by the great Blue Mountains on the north and south". The ground belonged to the Hon. Sydney Smith who generously handed it over to the League. I believe it later became the Penrith speedway. It was intended to transfer the glider building section of the Aerial League from Narrabeen but this did not happen. This also appears to be the first time in Australia that a piece of land had been set aside specifically for aviation purposes. Here then was the first appearance of Penrith in Australia’s aviation history. There were, of course, a few Australians doing some research on the subject, One of these was Mr, L,J,R„ Jones, of Hyde, NSW,, who found inspiration in Hargrave s lectures to the Royal Society, Jones built a substantial reputation for himself, being called by Professor Leech of the Sydney University "an outstanding engineer who exhibited characteristics of an ardent research worker". He also built a number of aeroplane engines beginning in 1907. By 1911 he had built an aeroplane in which he installed one of his steam engines, Anxious to try out his handiwork he came to this area. On May 20th 1911 Jones brought his aeroplane by truck through Penrith on his way to Mr, J, Eollier’s property Eden Glassie at Emu Plains. I am indebted to the Nepean Times for this small crumb but I wonder why the editor did not follow it up, I have been unable to find any further contemporary references in that Journal to Jack Jones, The story of his exploits in this area must end abruptly and that is probably how his Penrith adventure ended. You will recall my earlier reference to Hammond and his influence in Australia, I will now refer to that influence. Living in Parramatta at that time (l91l) was a young dentist, William Ewart Hart, Hart owned one of the first motor cycles in Australia and graduated to one of Australia's early motor-cars. It is not surprising then to find him in our story. He would no doubt, have seen Harry Houdini make his flight at H-osehill racecourse in April 1910 - the first powered flight in N.S.W. of about four or five minutes duration. Hart undoubtedly read of Hammond’s longer flights in Western Australia and Victoria and it is probable that he saw some of Hammond's Sydney flights which stirred the imagination of this very mobile young man. It is recorded that Hart became friendly with Lesley McDonald, Hammond's mechanic and assistant pilot, and it was from McDonald that Hart purchased one of the two aeroplanes brought to Australia by the British Colonial Aircraft Company, Hart paid £1,333 for the aeroplane of which £333 was duty. Here let me correct a widely recorded story which says Hart (a) taught l^imself to fly and (b) that Hammond refused to teach Hart to fly'because he (Hart) would not agree to a prohibition against his building aeroplanes - a wise refusal as later events show. The true story is that A.H.S.A. Journal -93- Septeniber-Ootober 1969

Haimiond left Australia in May 1911 leaving McDonald to demonstrate the aeroplanes. He sold the aeroplane to Hart and came to Penrith to instruct Hart between September 25th and November 4thSo much for setting the record straight. Hart took delivery of his aeroplane some time in September and on the 21st of that month he arrived at Penrith with his aeroplane on a truck. Thus began an outstandings though brief, effort by a young Australian to show what Australians could do in the art of flying. Hart, in my view, was the real pioneer of powered flying in Australia - the first of a 14ng line of Australian born aviators. It :|.s because of Hart*s activities that I have christened this area ”a cradle of aviation**. Hart immediately sought out a flying ground and no doubt with the knowledge that the Aerial League had selected a site in Penrith twelve months before and guided by the experienced McDonald, he approached the Hon. Sydney Smith, who leased Belmore Park to him on September 23rd. The aeroplane was quickly assembled and during the morning of September 25th McDonald tested the machine, and during the a ternoon he took Hart up for his first lesson. They flew around Castlereagh, along the river to Edenglassie and Glenleigh thence back to Belmore Park. I wonder if we can imagine now, the surprise and excitement of people in those outer areas in 1911. Perhaps that one flight to them waswas like man* s first step on to the moon recently was to us. Impatient to learn. Hart took instruction again the next day, making a number of flights with McDonald. One flight covered 27 miles and the aviators attained a height of over 3,000 feet. In all, that day, they flewmiore than 100 miles - no mean achievement for an Australian under instruction. The total distance for one day was not exceeded in Australia for several years. But it was not all as easy as it seemed. On September 29th when landing, the aircraft wa^ slightly damaged when it hit a stump. The damage was quickly repaired and the aircraft flown again. Then disaster struck - on October 3rd. a windstorm wrecked the aeroplane, blowing it 20 to 30 yards along the ground - not very kindly treatment for the flimsy craft of those days. Hart must have been disappointed with G.Ao Taylor’s report of the perfect winds of the area, which I referred to earlier. Fortunately for Hart the engine and propeller were not seriously damaged, and were used in the rebuilt machine. Hart’s father was a partner in the Parramatta Timber firm of Hart, Hitchcock and Go. to whose yard the remnants were taken. Hart, the younger, fashioned the timber himself and by the end of the month the aeroplane was ready for testing. McDonald and Hart tested it and then McDonald left for England though he made one further trip to the district as a spectator on November 11th. The combination of experienced teacher and apt pupil produced results. On November 2nd, Hart, now left to his own resources, made several short solo flights around Penrith. These were sufficient to give him confidence because he had obviously been well trained by McDonalc^. Then on the next day he made what HE regarded as his first solo flight of aboutl15 miles. Confidence mounted rapidly in the young Hart. He then made two passenger flights each of about 15 miles. I am not sure whether his passengers were ever rewarded for their bravery but they most certainly should have been. Remember, this was 1911, a flimsy aeroplane and a pilot of probably less than half an hour’s solo experienceo But Hart was untroubled. . These were early morning flights. With a whole day before him and a great sky to explore. Hart decided to fly home for breakfast with his father in Parramatta, taking his 16 year old brother Jack as passenger. Taking off from Belmore Park at about 6.45 a.m. they flew to Parramatta Park in nineteen minutes. One would think that this was a routine act when reading the report of an interview with Hart. After breakfast it was back to the job for Hart Unfortunately the weather turned a little sour so Hart prudently decided to land at Seven Hills, selecting Mr. Best’s paddock as the most suitable. He made a good landing, and roped the aero­ plane down until the wind abated, but it was several days before he returhed to A.H.S.A. Journal -94- September-October 1969

Penrith, It is interesting to note Hart's own words as reported in the Cumberland Argus - "this was only my second trip alone and finding the wind against me, I thqught it not wise to run any undue risk". Here was an aviator, not a showman. His confidence and competence grew with every flight to such an extent that he decided to submit himself to the tests prescribed by the Royal Aero Club of Great Britain for the issue of an Aviator's: Certificate - not a pilot's licence as frequently reported, because one did not need permission to fly in those days. The tests were to be supervised by officers of the Aerial League of -Australia, Lt. G.A, Taylor, Major C, Rosenthal, Capt. Stowe and Capt. Vernon assembled in Belmore Park for the examination. Adverse weather prevented the first attempt but two days later on November 11th., Hart completed some of the tests and then slightly damaged the aircraft, breaking a propeller blade. Five days later he completed the tests, being the first man in Australia to do so. Hart was not the first Australian to gain this certificate however, three others had done so in England. Hart was also awarded a certificate by the Aerial League of Australia, the first and only such certificate awarded. The supervising committee must have been greatly impressed by Hart's flying, for during the final test Major Rosenthal allowed his twelve year old son to accompany Hart. Then, as if to prove that his success was merited. Hart decided to fly from Penrith to the Royal Agricultural Showground at Sydney, a distance of 47 miles. Departing from Belmore Park at 4.20 a.m. Hart flew at an average height of 6,000 feet and arrived at the Sydney Showground 55 minutes later. This exceeded in distance, though not in time, any other flight in Australia. It has been claimed as the longest flight to that time in the Southern Hemisphere, and that claim is probably sustainable. It is not unusual for Australian pioneers to be overlooked and this, I feel, is the case with William Ewart Hart. Today he is a name known only to a few enthusiasts but no man can claim to have done more for aviation in Australia than Hart having regard to the state of the art in Australia in 1911 - and all of his work up to April 1912 was based in Penrith. Hart founded an aviation school at Belmore Park in January 1912. This was the first such school in Australia and was opened by the Hon, C.G. Frazer, the Postmaster General, on January 3rd,1912, Following the formalities. Hart took both the P.M.G, and Mrs. Frazer for flights of about 6 miles at a height of about 600 feet, Frazer was the first Australian Minister of the Crown to fly. Incidentally, Hart announced tha he then had a dozen pupils. Who were they? There appears to be no record of them. On January 6th Hart made his last flight from Penrith. It ended in disaster but not tradgedy. He was flying Major Rosenthal from Penrith to Parramatta at about 600 feet when a tail wind sprang up and they experienced some turbulence. Hart decided that conditions were unsuitable and sought a landing place near Mt, Druitt. Selecting the railway line, he attempted to fly betwen a signal post and the telegraph wires. Unfortunately there was not sufficient room and they struck the post thus wrecking the aeroplane. Hart and his passenger suffered only bruises and scratches. The aeroplane was returned to Penrith but before repair it was taken to Parramatta. So ended an important period in the history of Penrith but not of the area. Hart announced in March 1912 that he had secured at Richmond what he considered to be the finest site in Australia for an aviation ground. This was in the parish of Ham Common, an area which is famous today as an operational base for the Royal Australian Air Force. The history of this "aviation ground" is interesting. Following Hart's serious accident in September 1912, in an aeroplane which he built at Richmond, the ground was not used for two years until the Frenchmand, Maurice Guillaux, set up his aviation school in September 1914. This was the same Guillaux who, in July 1914, made the first airmail flight in Australia flying from Melbourne to Sydney, Gillaux made a number of flights over the surrounding district and on September 26th flew to Springwood and back attaining a, height of 3,000, Guillaux left Australia in October and another Frenchman, Marduel, took over. He too, went off to war shortly afterwards. A.H.S.A. Journal -95- September-October 1969

but in the meantime h® took Mro Carmichael/ the NoS.W. Minister for Education for a flight from Richmond to Parramatta and return. Then early in 1915 the N.S.U, State Government, in a burst of patriotism, decided to set up an aviation achool for the training of military pilots then, but for civil training later, A.G, Cutler, the Chief Engineer of the Public Works Department was directed tq find a sutiable ground. He enlisted the help of A, Delfosse Badgery (whose Caudron aeroplane built near Moss Vale, NSW., was purchased by the Commonwealth Defence Dept). Badgery, who no doubt new Hart, Guillaux and Marduel because he had been creating some records on his own account, strongly recommended Ham Common, Richmond. The land was reserved by notice in the N.S.W. Government Gazette No, 60 on April 7th 1916 and the school got underway in August of that year. J-hus Richmond became the first Government owned civil aerodrome in Australia. Point Cooke in Victpria preceded it as a Government aerodrome but that was purely mixitary whereas the N.S.W. Government had declared their intention of training civil pilots at Richmond. In any case the N.S.W. Government had no defence power under the Federal Constitution and could not set up a military installation, By 1920 the enthusiasm of the N.S.W. Government had subsided and the area was handed over to the Federal Government. This then is the important story of the Penrith-Richmond area as a cradle of aviation. William Hart with an innate mechanical aptitude, the enthusiasm of youth and the wisdom of experience inspired by the achievement of Hammond and McDonald gave Penrith an importance in the infant industry that has been too easily forgotten. Parramatta has a memorial to him in the park where he landed. In any research project such as this, the major source is the Library of N.S.W. whose staff make the tedious job of getting the facts so much easier. I ack­ nowledge with gratitude the assistance. I am grateful, too, to the editors of the Nepean Times, the Cumberland Argus, and the Windsor and Richmond Gazette for recording so much of the story accurately. Hflwtfeseufty RiVEk

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/ A.HoS.A. Journal -96- September-October 1969

GOLDFIELD FLYING IN NEW GUINEA E.Ao (Pard) Mustar. After beinga member of the Australian Light Horse and the Artillery, Pard Mustar transferred to the Australian Flying Corps and flew as an observer in Palestine and France, He later qualified as a pilot and instructed with the R.A.A,F. until 1926. Mustar's first job after leaving the R.A.A.F. was as an instructor with the Australian Aero Club (Mictorian Branch) at Essendon, The club had about twelve pupils and two D.H. 60's housed in a small C.A.B, hangar. Club president was Tommy White and Mustar's co-instructor was Cecil McKay. Most of Mustar's story concerns New Guinea, and his contact with New Guinea started in December 1926 when he was approached by Frank Neal with an offer of a flying job in the Bulolo goldfields, Guinea Gold No Liability were in need of an aircraft to replace the "boy" supply system. At this time, Messers Oldgate and McKenzie appeared at Essendon with the D.H, 37 G-AUAA, recently purchased from the C.A.B. As some doubts were raised on the solidity of the cheque used to purchase the D.H. 37, Guinea Gold took;’over'ownership of the machine and Neal secured the services of Mustar on their behalf. Mustar hired a mechanic called A.W.D. Mullins, who had been looking after the D.H, 37, Mullins crated the aircraft and rail freighted it to Sydney. Something of a contest was being held between Guinea Gold and Ray Parer at this stage. Parer had purchased the ex- de Garis D.H. 4 from Australian Aerial Services (Larkin) and had booked their only shipping space available between Sydney and New Guinea on the freighter "Melusia". However, Parer was unable to secure finance in time and the space was re-allotted to Guinea Gold. Mustar and Mullins were quartered with the crew, and the packing case containing the aircraft was lashed across the deck with both ends protruding over the sides. At Townsville fifty donkeys were taken on board also, as deck cargo. The freighter left Townsville as scheduled, ignoring severe storm warnings. An 80 to 100 mile an hour hurricane hit during the first night out washing the donkeys overboard and causing damage to the aircraft and some of the spares. On reaching Rabaul, Mustar was surprised by the lack of an aerodrome. The D.H.37 was unloaded onto the wharf and Mustar hunted up the local Guinea Gold agent to discuss the airfield problem. After inspection of the local racecourse, and an area near the hospital, both of which were unsuitable, Mustar decided to leave Mullins in charge of the arrangements at Rabaul,including the repair of the aircraft, Mustar then went to Lae by sea to prepare an aerodrome for his flight in. The existing airfield was in poor condition with several tree stumps, holes and large rocks. Final assembly and flight testing of the D.H. 37 was carried out after Mustar's return to Rabaul. An extra fuel tank was fitted for the flight to Lae, giving a range of about 600 miles, Mustar found the D.H, 37 perfect to fly - "just like a large Moth ", and the flight to Rabaul was punctuated only by a period of engine spluttering caused by a perouliarity of the carburettor, Lae was identified by a lone tree on a hill near the town, Mustar sighted the strip and landed after a couple of passes, to be greeted by a crowd of wildly enthusiastic miners. To finish the Lae aerodrome, a tractor was borrowed from the Government Experimental Farm and while waiting on word from Wau regarding the completion of the airstrip there, a World War One style hangar was constructed from local timbers. ! On April 17th, 1927, the first attempt was made to fly to Wau, with Mullins and Oldgate as passengers, Mustar had no maps of the area, and relied on verbal directions given by the miners, and he could not locate Wau on the first two attempts. A third trip was made with a miner called Taylor (contradicts the name R.B, Lewers given by F,’Parnell in A.H.S.A.-J May-June 1966, p.44, but agrees with I Grabowski in Aircraft magazine December 1962, P,23) who knew the trail, and Vfau was found, Taylor was left at Wau and’Mustar flew Bill Duncan, a C.A.B, airfield surveyor, back to Lae. The project was an immediate success, Oldgate, as manager of the airfreight A.H.S.A. Journal -97- September-October 1969

side, booked a terrific amount of freight, in fact, too much for one aeroplane^ Living conditions were primitive and all of the crew got malaria due to sleeping near the groundo Mustar weakened considerably under the strain of constant flying, About this time Ray Parer’s service finally got off the groundo Mustar regarded Parer as an extraordinary character who didn’t know fear. To ease the strain, Mustar hired another pilot, Allan Cross, Realising the need for a much larger aircraft, Mustar suggested looking into the all metal Junkers range, having been given literature on them by the Australian Junkers ageant. Major Berryman, Guinea Gold agreed to the purchase of a Junkers Wo34, and Mustar went to Dessau, Germany, to arrange it. The only difficulty in the transaction was that Germany was still restricted in the size of aircraft which she could build^ so the Junkers had to be flown to Sweden to gain a valid certificate of airworthiness. Mustar wanted the Jumo diesel engine,standard to the W„34, replaced by the U.K, built Bristol Jupiter. At Dessau he gained some hours on the type in a company hack before carrying out flight testing on his own machine, l/ffhile at Dessau he heard of designs being developed to carry a payload of 3,000 lbs, Mustar was particularly impressed by the detail design of all Junkers aircraft, all major joints were ball and socket, so that in case of an accident, the joints snapped reducing damage to the structure. The first Junkers W.34 (registered G-AUGZ) was shipped to Rabaul in April 1928, and assembled there with the aid of shear legs, a lifting block and a palm tree. Floats were fitted for the flight from Rabaul to Laei At Lae the floats were replaced by wheels. The Junkers was flying on the afternoon of its first day in Lae with a one ton load of rice. A second Junkers 1\34 (registered G-AUJD) was purchased lata in 1928, It was shipped to Point Cook, Victoria, for assembly and fitted with floats, Mustar came down for the ferry flight and took his brother-in-law back to Hew Guinea, The flight from Point Cook to Salamaua took six days, the only mishap occuring at Southport where the Junkers was stranded on a shoal, A D,H„ 9 was bought early in 1928 and this was landed on a mudbank in the Bulolo River by Allan Cross after trouble with the gravity tank. In 1929 the company made the ^decision to cfredge in the Bulolo River, and had then to decide whether to move the dredge components in by surface or by air. Mustar advised that air freight was possible if the dredge parts could fit into the aircraft. Junkers had sent Mustar drawings of the three-engined G,31, and following heated arguments over the possibility of fitting the dredge parts in a G,31, the company executives agreed to settle the matter if scale models could be made to prove the point. Mustar made scale models of the G.31 cargo compartment, and the larger parts of the dredge in Major Berryman's model shop. With the models he demonstrated how the dredge parts could be loaded and accomodated. The Go31’s were bought by Bulolo Gold Dredging Ltd,, a new company formed for the dredging operations, 'Mustar was made the technical aviation advisor to the company. Some interesting pieces of information came from the question session following Mr, Mustar’s lecture. Allan Cross moved to Tahiti, where he still lives. The Junkers, which remained in service until the War, were flown into Bulolo, and later burnt by the Japanese. All were to have gone to Port Moresby, The only G,31 to escape this fate was flown out by Bertie Heath, It was re-engined and tested by an R.A.AoFo pilot who tore through a fence and wrecked it on its first test flight.

The above article was prepared from notes submitted by E.C. Howes, John Hopton, and Ian McArthur, taken at a lecture by Mr, Pard Mustar to the Victorian Branch of the A.H.S.A. in February 1968, The article should be considered as complimentary to that written by N. Parnell • "Civil Aviation in New Guinea 1927-1932" printed in the A.H.S.A, Journal, May-June 1966 issue. A.H.S.A. Journal -98- September-October 1969

PAHAFIELD DAKOTAS Mel Davis and Geoff ^oodall With the R.A.AcF offering a number of its Dakotas for disposal^ and the Depto of Aircraft Production*s overhaul hangars at Parafield recently ceasing operationsj there have been a number of interesting Dakota activities at Parafield in recentlyo In early 1968 the Depto of Supply put a group of seven R.A.AoFo C-47’s up for tender, these aircraft having been flown to Parafield for final servicing by the D.AoP. prior to sale„ The tenders included the usual requirements for the sale of transport aircraft - that if sold within Australia they must be scrapped within a month of the date of purchase, or else operated by an established Australian airline holding a current licence to operate DC-3 type aircraft» Initially six aircraft were sold to a Canadian dealer, Colgair Inco, and the other remaining Dakota went to Stan-air Corporation, Fresno, Californiao However in a private deal, the seven aircraft came under the ownership of Stan-air soon afterwards. In July-August 1968 the Dakotas, which had been parked outside the DoA,P, hangars since April that year, were taken in and out of the hangars as their R.A.AaFo markings were removed,, Quite a controversy arose over the price paid for the aircraft, as the Dept» of Supply admitted the price paid for the seven C-47's was $60,000, while the expected resale price overseas was around $40,000 per aircraft I All were in excellent condition, and two were ex V.IoP« aircraft. All had less than 10,000 airframe hours. However the expected quick sales did not eventuate, and after the departure of two aircraft in August and ^^ovember respectively, the remaining five were left outside in a line until mid 1969 when three were ferried out, leaving two at Parafield expected to leave within the next few months. The director of Stan-air Corporation is Mr. Stanley Booker, who exported the Mustangs from Emu (see AHSA-J July-August 1969). In January 1969 he formed a small airline in Indonesia and will probably use six of the Parafield C-47's in this air­ lines operation by the end of this year, four being in use at present. The seven Dakotas concerned are ;- i A65-85 - First noted at Parafield on 18ollo67 and marked with 34 Squadron badge. It was inside a D.A.P. hangar on 6.7.68 and outside with markings removed on 13.7.68. Painted as N16130 by 3.8.68 and departed a few days later. This marking was painted on incorrectly as H16130 is currently allocated to a Stinson in the U.S.A. and the correct U.S. registration is not known. A65-117 - First noted at Parafield on 6.4.68. It had been based at Edinburgh, S.A, Moved into the hangar on 24.8.68 and outside with markings removed on 31.8.68. Seen painted as N16894 in late October and had departed by 9.11.68. A65-118 - First noted at Parafield 23.3.68 and marked with 34 Squadron badge. Outside with markings removed on 17.8.68. Seen painted as N16895 bn 19.7.69 and next day did several circuts at Parafield. On 22.7.69 it flew to Adelaide Airport and departed for Alice Springs at 6.45 am on the 23rd. A65-101 - First noted at Parafield on 23.8.68 from A.N.S. East Sale, Vic. In hangar with markings removed on 17.8.68 and outside as such on 24.8.68. Painted as PK-JDD by 19.7.69 on which day it did a number of test circuts at Parafield and Adelaide airports. For the next few days it did a number of flights between the two airports and at 1.00 pm on 27.7,69 it departed from

Parafield airport for Alice Springs N.T © 5 but now marked as N16893, A65-70 - First noted at Parafield on 9.4.66 in D.A.P, hangar for servicing and remained there inactive until pushed outside in April wit|i the others. In hangar with markings removed on 3.8,68 and outside by 24o8o^8. Seen painted as PK-JBC on 19.7,69 but several days later, repainted as N16892 it left Parafield at 2,30 pm. on 4.8.69 for Alice Springs. A65-119 - First noted on 23,3.68 from A.N.S. East Sale, Vic. Outside with markings A.H.S.Ao Journal -99- September-October 1969

removed on 24.8.68. Seen painted us N16896 on 22.11.68, being prepared for departure, however this did not eventuate and is still standing outside in U.S. markings. A65-60 - First noted on 18.11.67 and marked with 10 Squadron badge. Remained inactive in D.A.Po hangar until lined up with others. loted outside with markings removed on 3.8.68 and is still at Parafield with no markings painted on it. On 8,8.69 Adelaide University students put large red Russian stars on the fuselage and wings as part of "Prosh Day" but these were removed a few days later. A summary of the above s-

RAAF S/n C/n Regn, Allocated Regn.Carried Disposal A65-60 25998 Still at Parafield A65-70 27129 N16892 PK-JDC,N16892 Delivered to Indonesia A65-85 32878 N16130 N16130 Sales Tour, then to Indonesia A65-101 33112 N16893 Fir-JDD,N16893 Delivered to Indonesia A65-117 33456 N16894 N16894 Delivered to Indonesia A65-118 33457 N16895 N16895 To T/eyerhaeuser Phillipinea A65-119 33463 N16896 Ml6896 Still at Parafield In addition Stan Booker states that the Indonesian registrations PK-JDA to JDC were reserved initially for the aircraft as well as the U.S. registrations. He delivered N16130 and N16894 to Indonesia in 1968 after he had taken the former on a sales tour through South East Asia, finding the market for DC-3’s not as good as expected. His route was Parafield-Alice Springs-Darwin-Bali-Djakarta-Bangkok -Manila-Taipeh-Hong Kong-Tokyo. In July 1969 he returned to Adelaide after ferrying a Cessna 310P from the U.S.A. to Djakarta in five days along with his partner, Mr. Donald Reidpath, who operates as International Air Incorporated, Norfolk Island. N16895 was flown to the Phillipines by Capt. Leonardo L„ Flores, chief pilot of the Far East operations of Tifeyerhaeuser Phillipines Inc,, an American timber company, while N16893 and N16892 were flown by Booker and Reidpath, along with two Indonesian pilots and and aircraft surveyor of the Indonesian D.C.A. Both flights came under scrutiny of the Air Safety section of D.C.A. due to the irregular departures from Parafield and flying NoSar-No details while in IFR category. The remaining two Dakotas are parked on the grass at Parafield in the Piper parking area, and make an interesting sight surrounded by Cherokees. Messers Booker and Reidpath intend returning for them in the near future to take them to Indonesia where they will be held for resale, or possible future use by their airline. The last overhaul job done by the D.A.P. at Parafield was on A65-105, This C-47 was,first noted at Parafield on April 19th 1969 after it had arrived using the call-sign TM-LMH. It was registered on May 20th as 7H-UPQ, still in the basic metallic and white standard RAAF scheme, but with all roundels and fin flashes removed. On July 16th it departed from Parafield for Woomera, where it is based and operated by th@ D©pt^ of Supply. The fipal Dakota to be seen at Parafield lately was the elusive RAAF C-47 KJ881 which was put up for disposal early in 1968 by the Dept, of Supply as "aircraft components"held at RAAF Edinburgh, S.A. This particular aircraft has been based at Edinburgh for a number of years used on Vlfeapons Research Establishment duties by the Dept, of Supply. It is unique in that it has maintained it RAF serial KJ881 throughout its Australian life. The aircraft was sold to Moorabbin dealer, Mr. Harry Wallace and in May 1968 was taken by road from Edinburgh to Parafield,(a distance of 6 miles) with wings removed. At Parafield it was stored in a hangar owned by Robby Aircraft Co., until early 1969 when work began on a major overhaul and in early April it was seen outside doing engine jsests, still with its modified cockpit section unchanged and in its overall white, blue stripe and dayglo patches colour scheme. On April 8th it departed for Bankstown (callsign YH-PTM) to Hawker D© Havillands. A. H»S.Ao Journal -100- September-October 1969

The Minister for Civil Aviation, Mro Swartz, announced in Brisbane on October 23rd o 9 that the Commonwealth Government was on the verge of approving large sums of money for the rebuilding of Brisbane Airport. Plans include the strengthening of the runways, taxiways and standing areas, while a whole new domestic and International terminal complex, with extensive carparks, would be constructed to'the east of the present terminals. Local authorities welcomed the announcement, saying that the present term­ inals were the poorest of any Australian capital city due the the fact that they were "badly disguised wartime hangars" <, A large expenditure of $34.3 million, on both Tullamarine (Melbourne) and Sydney airports was announced by the Federal Government on September 29th. Tullamarine is to receive $17.5 million to bring the airport up to Boeing 747 requirements, the largest proportion of the expenditure being on the extending of the present 8,600 foot runway to 12,000 feet. The expenditure on Sydney amounts to $16.8 million and will allow for the north/south runway to be extended further into Botany Bay, from the present 9,100 ft. to 13,000 ft. The Minister for Civil Aviation, announced on September 25th, that Moorabbin Airport is to have a $210,000 terminal and commercial centre which will contain office space, shops, a licenced restaurant and motel facilities. This development will be the first in a series to be built at general aviation airports in Australia. Late in September an air agreement between Australia and Nauru was signed in Canberra. The agreement allows QANTAS to fly between Sydney and Nauru and for a Nauruan airline to fly between there and Brisbane. The annual financial report of QANTAS Airways Ltd., ending March 31st 1969 was tabled in Federal Parliament on September 2Srd. The report disclosed that the company had made large gains in all departments - the passengers cara^ied for the year was 582,183 (492,875 the previous year), revenue from air cargo was up $22.5 (an increase of 58%) while charter revenue increased by 54^ to a record $14.5 millibn. The revenue from engineering and service work for other airlines was up from $12.7 million to $15.6 million making a total revenue for the year $171,491,000, out of which a profit of $7,119,000 was declared ($2.8 million the previous year). A dividend of 7^ is being paid to the Federal Treasury. The report also disclosed that the QANTAS owned Wentworth Hotel in Sydney made a profit of $191,360 for the year. In a joint announcement QANTAS Airways and B.O.A.C. announced on September 14th that they are making a joint investment of $550,000 in two Fijian hotel companiesi Fiji Resorts Ltd., who control the Fijian Hotel at Viti Levu, and Fiji Mocambo Holdings Ltd., who own the Mocambo Hotel at Nadi Airport. The announcement stated that the investment was to strengthen the two airlines' position in the South Pacific

'tourist market. Each airline is investing $175,000(Aust) in Fiji Resorts Ltd o 9 and $100,000 in Fiji Mocambo Ltd. In both cases the money is being used to expand facilities and increase accomodation. The,last of the smaller Boeing 707-138B's owned by QANTAS Airways was sold and delivered to British West Indian Airways during September. ‘The aircraft, VH-EBH c/n 18067 "City of Darwin" was painted in B.W.I.A. colours bpfore it left Sydney on September 28th as 9Y-TDC. A ten day dispute_between the Australian Federation of Air Pilots and QANTAS Airways ended on October 27th when ten "instant captains" agreed to rejoin the Federation. The Captains had been recruited during 1968 on an "accelerated promotion" basis,which had been agreed upon by the A.F.A.P.J but had resigned from the Federation during September and early October when a disputeQarose over seniority positions in the airline. When QANTAS rostered a non-Federation member in crews. Federation members refused to fly with them. During the ten day dispute, six QANTAS flights were delayed out of Sydney. Ansett Airlines of Australia, with Ansett Airlines of N.S.W. moved their Sydney A.HoS.A, Journal -101- September-Ootober 1969^ ^

oity terminal to the new $7 million Oxford Square on October 7th. The new terminal is olaimqd to be the most modern in Australia, and incorporates a large motel, department store and numerous other businesses and offices. The parent company of the Ansett group of airlines, Ansett Transport Industries

Ltd O » announced on September 28th., that the company had earned a record profit of $4,045,889 after much higher provisions for taxation, at $3,797,592 and depreciation of $12,098,664. The Directors stated that the year was one of high growth in aviation with increases of 13.9^ in passenger-ton miles and 10^ in air cargo. The company is paying an unchanged dividend ' of 10/2. To keep abreat of the much publicised "new look”, Ansett Airlines announced ^ new hostess uniforms early in September. The new uniforms are known as the "A" line style and incorporate ideas of the hostesses themselves, but the colours are in the tones of the new aircraft colours. An Ansett Airlines Boeing 727, VH-RM , flew Mt. Isa to Brisbane in 89 minutes on September 20th, compared to a scheduled time of 115 minutes, It created a new record for a civil flight on that route. The inaugural flight of the MacRobertso^ Miller Airlines new Fokker F-28, VH-MMJ took pace on September 2nd,, after the scheduled flight on the previous day was cancelled when the aircraft went u/s with instrument troubles. The first flight was a round trip to Port Hedland, which left Perth at 6.50 am. Earlier, at a ceremony at Perth Airport, the wife of the W,.A. Minister for Industrial Development and the North West, Mrs. Charles Court, named the Fellowship "Pilbara". In addition to Port Hedland other centres to be initially serviced by the aircraft are Derby, Dampier, and Darwin. Unlike the "International Air Hostess Quest" the "World Airlines Golf Champion­ ship" played at the Royal Melbourne Golf Club received little publicity during Sept­ ember. However, 41 airlines from 16 countries competed in the event which was won by Delta Airlines of the U. S.A •) with Ansett Airlines of Papua-New Guinea second and Ansett Airlines of Australia third. Both T.A.A. and Ansett Airlines introduced new meal arrangements on their Sydney-Canberra services on September 15th, When the service is being operated by DC-9 and Electra aircraft, refreshment and bar service will not be provided to economy class passengers as the flying time is too limited to allow this service to be given. First class passengers will not be affected, nor will both classes of passengers on the slower Viscount and F-27 aircraft. The latest financial report of the Australian National Airlines Commission, operators of T.A.A,, disclosed that the airline made a profit of $1,13 million for the ye^r ending June 30th 1969, a rise of only $5,000 on the previous year. Passengers carried for the year was 2,365,487 - an increase of 9%. The report said that the J^ear's results were most satisfactory, considering the effects of the 13 day strike in January 1969 (see January February 1969 AHSA-J) The "on ag:ain - off again" commuter air service between Moree and north western points in N.S.W. by Davey Air Services had another reprieve early in September when the Minister for Civil Aviation, Mr. Swartz, advised local authorities that as a temporary measure. Airlines of N.S.W. would charter a Davey Aztec aircraft to operate , the service every Monday (see July-August 1969 AHSA-J). Mr. Swartz also advised that the Dept, of Civil Aviation were negotiating with another operator who was interested in the route. The largest commuter airline operator in Australia, Masling Airlines, furthef* extended their route network on September Ist., when they commenced services to the western N.S.W. centres of Lake Cargelligo, Hillston and Ivanhoe. At the same time the company re-introduced services between Melbourne and the Riverina centres of Deniliquin Griffith and Hay. The annual report of H.C. Sleigh Ltdo(Golden Fleece Petroleum Group) for the financial year ending June 30th., stated that their subsidiary company, Forrester A.H.S.A. Journal Septomber-Ootober- - 291^9 -

Stephen Ptyc Ltd„, incurred a loss of $130^000 for the year mainly as a’resultof the group’s interest in Commuter Airlines Pty« Ltd,,, of Essendon, Vlc,= a joint venture with Farmair Pty Ltd. of Sale. Referring to Forrester Stephen aviation activities at the company’s annual meeting on October 30th, the chairman, Mr. H.Co Sleigh, stated "that some definite action had been taken and activities are under close scrutiny Further.news about the activities of Jetair Australia Ltd., were disclosed during September/October (see also July-August AHSA-J). Jetair are setting up their initial base at Bankstown where they have purchased the premises of Nesbo Aviation, and during mid-September it was. disclosed that they had purchased the Brisbane based Westernair Ltd., from theAirfast/helicopter Utilities group. The Jetair Queenair i^rnHl^'arrived'ih Brisbane'^ during.the' second" week of 'Ocfober to operate the Westernair commuter services to"Kingaroy, Fondai," Gayndah Theodore"and Springsure. On October 20th, the Minister for Civil Aviation announced" that Westernair would be commencing a twice daily service (Mon. to Fri.) from Brisbane to the southern Queensland centres of Warwick and Stanthorpe on October 27th. The company was advertising for DC-3 aircrew at the end of October to be based at either Sydney or Brisbane. A large re-arrangement in the shareholdings in Business Jets Pty Ltd., was disclosed early in October when News Ltd., through Nationwide Air Services Pty. Ltd., sold their 50^ holding in the company to the original backer of the company, Mr. Ronald Walker (see Jan-Feb AHSA-J). Newspaper reports suggested the withdrawal was probably brought about by the' poor prospects of the company reaching profitability in the near future. During 1967/68 the company lost $257,818 and expect another heavy loss for the year-just concluded. Following withdrawal by T.A.A. of its Beech 65/A80 Mko2 Queenair VH-TGB, from the service connectir^ the Tasmanian towns of Hobart, Queenstown, Strahan, Devenport and Wynyard, a new operator known as Aerial Services Tasmania Pty. Ltd., (A.S.T.) commenced commuter type services on July 28th 1969 over substantially the same route. 'A.S.To who are based at Hobart, are using-Aero Commander 560E "VH-EXV and 680E VH-EXT. It is reported that A.S.T. are satisfied with current loadings. During early October the Queenair VH-TGB was still under overhaul at Brisbane, Qld., where it had been for some two months. East West Airlines have purchased an Aero Commander 500S VH-PWO. The aircraft was delivered via Executive Air Services at Essendon where it arrived on October 14th as N9072N c/n 3055. It is understood that the aircraft will be converted to aerial survey configuration. The fiftieth anniversary of the first aircraft landing at Tamworth,NSW, was celebrated on September 4th, The local newspaper, the Northern Daily Leader, marked the"anniversary with a" feature article, including reprints of reports made on that day.■ The first landing was made by an Avro 504K G-AU— piloted by Capt, L. Holden, at 4.05 pm on Thursday, September 4th 1919 on the Tamworth racecourse area - the site which subsequently became the Tamworth aerodrome until 1956, Capt. Holden was on a fund raising tour for’peace loans throughout the north and north-west N.S.fL and had arrived from Quirindi, where he had given "aerial demonstrations". Prior to the Tamworth landing Capt, Holden"gave the crowd a "flying demonstration" when he "dived. spun, banked "and looped" - upsetting horses which had brought visitors to the landing site in sulkies. • B.O.A.C. introduced the standard version of their VC-10 aircraft on the U.K. to Sydney, via the Pacific "routes, during October, and at the same time changed their' western U.S.A. point frpm San Francisco to Los Angeles. The first VC-10 service- arrived in Sydney on October 28th, with aircraft G-ARVH. It is ig.tended to introduce Super "VC-IO's in the near future. The inaugural flight of Japan Airlines twice weekly DG-8 service into Sydney arrived oh October 1st., carrying 81 VIP passengers. The new service is the 14th international airline to operate into Australia.

i'x r' 'V

A.HoSoA, Journal -105- September-October 1969

The president of Pan American World Airways, Mr„ Hajeeb Halaby, arrived in Sydney on September 17th» to look over PanAm facilities in Australia and to have talks with various authorities. At a news conference, Mr. Halaby announced that his airline would be introducing Boeing ?47*s on their Pacific-routes in mid 1970. The Australian franchise holder for Cessna aircraft, Rex Aviation Holdings Ltdo, disclosed a further reduction in profit for their financial year ending June 30th. The profit of $97,790 is nearly $30,000 lower than the previous year. However the company in its present form is paying an initial dividend of 8%. The second Beech Queenair B80 for the I.S.W. Air Ambulance arrived in Sydney during the'last week of September. The aircraft, "VH-AMG, carried H.S. ferry markings on arrival, in the midst of a controversy whether the purchase of a second "heavy- twin" was in the best interests of the service and its users. Opponents of the second Queenair claim that with the same amount of money, three single' engined aircraft could have been purchased and based at country centres, such as Wagga, Dubbo, Grafton or Tamworth to feed patients into the base hospitals at these centres. Other critics questioned the purchase while there was a deficiency of $67,000 against the $227,000 needed to cover the cost of the aircraft. It is anticipated that VH-AMG will enter service during mid-Hovember when the $67,000 is raised, either by donations or as a "loan" from^the-N.'S.Wv-Government.' The overall winner of the 1969 Australian light aircraft championships was the South Australian Royal Aero Club, while the Latrobe Valley Aero Club was second and the Canberra Aero Club third, The event was held at Goulburn,NSW, on October 6th, and twenty clubs competed in the championships. The new four mile expressway, the "Southern Cross Drive", which is designed to speed traffic between SySiney city and Kingsford Smith Airport, was officially opened to traffic on October 13th. The expressway will save about ten minutes compared to the old route. An unsuccessful man-powered flight was carried out at Sutherland Municipal Golf Likks on October 25th, by a 22 year old Caringbah (a Sydney suburb) boilermaker Terry TATatson. His fifty foot span aircraft was designed on a flapping wing principle and after crashing during the attempted take-off, Watson said he expected that the next design would’be'a smaller"size. At Essendon on September 6th 22 aircraft were noted awaiting disposal or scrapping by Ansett Airlines and T.A.A. The aircraft'included DC-4's VH-TAB, TAG, TAB, TAF and TAG; Viscounts VH-RMG, RMK, RliO, TVE, TVG, TVH, TVK, TVM, and DC-3's VH-AKK, ANV, ING, INC,' INB, ANP, ANJ, ANSand'ANQ. It has'been reported Viscount VE-TVE will be scrapped and it'is understood that DC-3’s VH-ANJ, ANP, ANQ, ANS, INB and INC‘are also'to be scrapped in the near'future. It has been disclosed that a DC-3, N189UM is being used on off-shore magnetic survey flights, operating from Townsville, Qld. The aircraft is being used by Canadian Aeroservice Ltd. During September it was announced that the general aviation light twin engined aircraft study underway at the Government Aircraft Factory, known as Project N, has almost reached the position where a decision can be made as to whether the machine would be produced. The study commenced as a single engined STOL type but has now advanced to a twin engined high wing turbo-prop. The Australian Army expressed interest in the aircraft. During October Mr. and Mrs, H. Martinent passed through Australia during their re-enactment of Mr. Martinent's flight from Noumea to Paris in 1939 (see July-August AHSA-J) The Martinents flew Brisbane - Mount Isa-Darwin during the week ending October 26th. The President of the U.S.A., Mr. Nixon, has given approval for the development of the supersonic transport, to be built by Boeing. The U.S. administration is to request the American Congress for $US97 million for development in the fiscal year V;

A.HcS.Ao Journal -104- September-October 1969

ending June 30th 1970o QANTAS has put a deposit on six aircraft which will be due for delivery in 1978 and 1979. ^ It has been announced that the GAG-100 in which the Governinent Aircraft Factor­ ies have expressed interest in contracting to construct the wings and engine nacelles has been definitely committed to production. It was also stated that two aircraft have been purchased by an un-named Australian buyer. Production is j to commence early next year and deliveries are expected by 1972. Production go-ahead was awaiting the definite sale of twenty aircraft, which have been designed as a Friendship replacement. An A.E.S.L. Airtourer 150, ZK-CJN, arrived in Sydney on September 22nd., for demonstration flights to the R.A.A.F. as a basic trainer replacement, The aircraft was flown from New Zealand via Norfolk Island, Two additional sections have been announced for the forth-coming B.P, London to Sydney Air Race, for the fastest jet and the fastest helicopter - provided that there are at least three executive type jet entries and at least five helicopters. The race is due to commence at London's Gatwick airport on December 17th, when Sir Francis Chichester flags away the first aircraft. Stamps commemotating the great England to Australia flight are to be issued on November 12th - the fiftieth anniversary of the beginning of Sir Ross and Keith Smith's Vickers Viny flight. The stamps will feature the Vin^in^flight* a B.E. 2e air­ craft used by Captain H.N, Wrigley and his mechanic from Point Cooke to Damrin, to survey the transcontinental route for the VinQ^j and the car in which Hudson Fysh and P, McGuinness made the survey of routes and landing areas in Queensland and the Nirthern Territory in preparation for both Wrigley's and the Smith's flights. Hawdcer De Havilland Australia is to form a general aviation company in Singapore. It is to be called the Singapore General Aviation Service Company Pty. Ltd ® 5 and is in partnership with the Singapore Government. The company will be mostly involved with general aviation but attempts for heavier aircraft overhaul will be made. Two Musketeer aircraft for the company's flying school were to be flown from Australia at the end of September. Havdcer De Havilland have formed a Singapore division to do first and second line overhauls for all aircraft of the Singapore Air Force. It has been announced that the Bureau on Mineral Resources are to replace their DC-3 with a DHG Twin Otter which will be modified' for aerial survey duties. The Bureua also operates an Aero Commander 500C VH-BMR The A.N.A.R.E. has awarded a three year contract to the Melbourne based firm pf Forrester Stephen Pty. Ltd., to use a Pilatus Porter on their annual summer exploration work in Antarctica. In the 1968/69 year a DHC Turbo Beaver VH-UKL was used by the expedition. The Beechoraft D55 Baron N8003R (see July-August AHSA-J)i was registered VH-7JDE to Jetair Australia on September 25th. The aircraft was struck off the U.S. register on August 26th. The 7,000 foot runway at Learmonth, WA, is to be extended to permit operations by "large versions of the 707 transport". The work will be done by No.5 Construction Squadron and will begin in mid-1970. It is d e to be completed by 1973. Learmonth was built during the war and is at present in regular use by civil aircraft. On September 5th an Italian built Marchetti S.F.260, OO-RAR, began evaluation tests at Canberra, ACT e 5 as a possible replacement for the Winjeel. Other contenders for the order of 25 light trainers are the A.E.S.L. Airtourer 150, Beech Musketeer, Fuji Subaru and the Beagle Bulldog. Another aircraft to undergo evaluation for the LOH role was the Sud SA-341 Gazelle, F-ZWRK. This was freighted into Canberra by a Transall C.160 for a twelve day demonstration tour which also included Amberley and Lae. After Cessna U206B VH-ERM took off from Cape Barren Island, Tas., on October

28th o B another pilot noticed that the nosewheel had twisted 90 degrees, and warned . A.HaSoA. Journal -105- September-Ootober 1969

th® pilot, Mro Reg Munro, by radiOo When he arrived at Launceston, Tas,, Mr„ Munro circled for an hour to us© up fuel, and at the same time a DoC.Ao tanker spread a narrow line of water along the centre of the runway in an attempt to reduce friction as the twisted nosewheel touched dowrio The Cessna was landed with th© nosewheel on the wet runway area, but as it touched down the wheel castored into the normal position and the aircraft came to a halt undamaged^ It~ appears that the nosewheel steering collar fractured on take off at Gape Barren Island„ On October 2nd, Donald Knight of Narrandera, NSW,, was fined $200 in Korumburra ^ourt, Vic„, for having flown an Auster J5P, ¥H-WGL, below 500 feet on October 18th 1968 at nearby Benao The aircraft, owned by Knight-Air of Narrandera, was photo­ graphing properties in the Bena area when it had to climb to avoid a 77 foot tree in the grounds of the Bena State School. On September 20th a UoSo Navy Lockheed ECclSOQ, 156177, was seen at Guildford, WA o ^ and it is interesting to not® that th© captpiin of th© aircraft requested that no photographs be taken as the aircraft and equipment was classified. There were sad moments at Essendon on October 17th when T.A.Ao's DC-4, 1/H-TAB, departed after being sold to Vietnam. During th© week prior to the departure all th© T.A.A, markings were removed. After'taking off, the aircraft circled round and made a low pass at control tower height along the rupway before setting course north. The Australian managing director of the British Motor Corporation, Mr„ R„L. Abbott, is to become chief executive officer of the Commonwealth Aircraft Corporation in Melbourne on November 1st. After a trans Pacific flight_ with a load of cosmetics from the U.S.A------•, Lockheed 382B (civil Hercules) N9232R, c/n 4299, arrived in Sydney, on October 29tho After being unloaded, the aircraft, owned by Southern Air Transport Inc., of Florida, was flown to Melbourne from where it departed on the 31st with a load of twenty horses for Singapore. The new Task Force air commander in Vietnam will be Wing Crndr. RoJ, McKimm until recently C.O. of No. 37 Transport Squadron, Richmond, NSW. H® virill take over from Group Capt. Jdo Adams who completes his tour of duty at the end of the month. Replacements left Sydney for Saigon on September 9th to relieve an R.A.N. helicopter flight which has been serving ip South Vietnam for the past year. The first Australian Naval Helicopter Flight went to South Vietnam in September 1967 as part of an integrated RAN-US Army unit, th® 135th Assault Helicopter Company, now based in the Bien Hoa province. On September 15 th a formation of Mira’g#'aircraft flevt; lover "the Gopotaph in iSydney to commemorate Air Forde Week. . Other airbrSlft flew over country' centres i o oduring the week. ; The Governor-General, Sir Paul Hasluck, presented the Sovereign's Standard to No. 10 Squadron, at a parade at RAAF Base Townsville on September ISth. The standard was awarded to the squadron for outstanding operations and for having completed twenty-five years service. Th© Australian Government has decided to accept delivery of the twenty-four F-111 aircraft ordered six years ago, bpt they will cost an additional $32 million, Th® Prime Minister, Mr

will complet# a refresher course at Nellis Air Force Base in Nevade before accepting the aircraft. They are expected to leave Australia in late December with supporting ground staff who will help ferry the aircraft back to Australia in batches of four to siXo The pilots had been training on a $4o5 million flight simulator at the EAAF base at Amberleys Qld, where the aircraft are to be based. In October tender closed for the purchase of two former RAAF aircrafto One, an Instructional Yampire identified as s/n 10, was located at Edinburgh, SA, and was sold less guns instruments and ejection seat. The other was a Neptune, A89-S11, located at Hawker De Havilland (Aust) Ptyo Ltdo, Barikstown » The fuselage of this aircraft had already been cut into two sections and the engines removed. Noted at Hawker De Havilland's workshop at Cruildford, WA., on October 2nd was a Macchi MB326H, A7-051, painted in an orange white and silver scheme, the only one seen to date in these colours. It is understood that the RAAF has been concerned with the possibility of a mid-air collision with the aircraft in their present scheme and is experimenting with various colour arrangements to minimize the risk. On October 19th 3S Macchi MB3E6H’s from RAAF Base Pearce, YiTA,, flew over Perth at 2,000 feet to mark the end of the first all-jet training course. The following day 26 RAAF and 4 RAN cadets received their wings during a ceremony at Pearce. On August 31st a Vampire F'^o31, A79-440, was mounted on a pole at the main entrance to the RAAF Base at Amberley, It had been issued to an Air Training Corps unit in Brisbane and had been "restored” by members of 23 Squadron and painted up in spurious markings. Four RAAF Orions departed on October 5th for exercises with the USN in Hawaii. The Minister for Air, Mr. Irwin, said that this was part of a standing reciprocal training agreement with the U.S. Two pilots of No. 3 (Mirage) Squadron have been awarded the American Silver Star for gallantry in South Vietnam. Fit. Lt, R. Wilson received his award for service in a Cessna 0-1 during operations in Bien Hoa province on May 16th. F/o R. Kelloway was cited for flying a Cessna 0-1 for more than eight hours directing air strikes against North Vietnamese regulars near Lai Khee, 35 miles north of Saigon on February 3rd. Four members of the Navy Flight attached to No. 9 Squadron have been honoured for gallantry in Vietnam. The Minister for the Navy, Mr. Kelly, announced that Lt. Cmdr. A. l¥addell-Wood would receive the D.F.C. and that an award of M.I.D. would go to Lt. A. Hill, Sub-Lt. G.E. Vidal and Lt, M.J. Ward. It was announced on September 9th, that cracks had been found in the tail section of RAAF Canberras and had forced restrictions on flying operations. Senator R.C, Wright also stated that a modification programme had been started at G.A.F. to correct the fault. Flying time of the eight Canberra^ in Vietnam would be reduced for about one month and at No. 1 (B) OCU at Amberley by about two months. On October 1st ten C.A.C, Avon Sabres were handed over to the Royal Malaysian Air Force at RAAF Base Butterworth as a gift from the Australian Government to the Malaysian Government. The Sabres arrived over Butterworth at about 11.30 am on September 19th after being flown from Australia, and made two flypasts before landing. They were officially handed over by the Hon. Allen Fairhall, M.P., Minister for Defence, Australia, to the Hon. Tun Haji Abdul Razak Bin Dato Hussain, SoM.!., Minister for Defence, Malaysia. No. 11 Squadron,'- R.M.A.F,-was-fopmed on September 1st, 1969 to operate the .aircraft. The squadron has approximately 100 members attached from the RAAF working as advisers and instructors. On October 1st 11 Squadron had 10 officers and 83 airmen of the R.M.A.F. on strength. The squadron will be entirely staffed by RMAF personnel when training hap been completed. The C.O. of the squadron is Sqdn. Ldr. Quek Song Kiew, who converted to Sabres at RAAF Yifilliamtown. The RAAF Sabre Advisory Flight is Sqdn. Ldr. John T, Ownes, who has wide experience as a Sabre pilot and flying instructor. A Sabre flight simulator was included in the gift. No,11 ' AoH.S.Ao Journal -107- S@ptember-Octob«r 1969

Squadron is scheduled to become operational by December 31st 1970» The ten Sabres handed over the_ thfi--E*l£,A,,_E. -and their subsequent serials were s - A94-353 FM1359 A94-362 FM1362 A94-365 PM1365 A94-354 FM1354 A94-363 FM1363 A94-367 FM1367 A94-359 FM1359 A94-364 FM1364 A94-369 FM1369 A94-371 FM1371 Durimg the first week of August the Trajisitioit Squadrojn of No. 2 (F) OoGoU. was practising ground attack under forward air control Winjeels at the Singleton Range. 440 rockets were fired and it was stated that these would be the last to be used by the RAAF for ground attack. Further notes on the Siai Marchetti SF-260 which was evaluated by the RAAF are to hand. The aircraft as previously mentioned was OO-RAR. It has a c/n of 108 and was formerly I-SIAT at the Paris Airshow in July of this year. With Captj Roger Fagoul as pilot the Siai took eleven days to reach Australiaj arriving at Darwin on August 26th thence to Perthj WA. On September 3rd., it arrived in Melbourne and , departed the next day for Canberra, ACT, for evaluation as a Winjeel replacement. For the Sydney Waratah Festival held during early October the RAAF put on a recruiting display in Hyde Park (in the centre of Sydney), which included aircraft exhibits Sikorsky S„51, A80-374, Jindivik A92-60, and Meteor Mkc8 A77-878. The latter is a new addition to the display and was camoflaged grey and green with kangaroo roundels. The undercarriage has been removed and metal mounting substituted so the aircraft can be transported on a semi-trailer. The Department of Air released details of RAAF aircraft lost during the past ten years Jin . September. These have been listed below and where possible, actual date, serial, and crash site has been added. DATE TYPE SERIAL ; CAUSE AT FATAL .59 Dakota A66- Technical defect No 2.12.59 Meteor A77-869 Aircrew error Holdsworthy Yes .59 Sabre A94- Technical defect No 17.11.59 Vampire A79-625 Technical defect East Sale Yes .60 Canberra A84- Aircrew error No .60 Dakota A65- Aircrew error No 10.2.60 Sabre A94-924 Technical defect Near Williamtown Yes 7.3.60 Sabre A94-926 Technical defect Near Williamtown Yes 12.4.60 Sabre A94-937 Aircrew error 2 miles East Williamtown Yes 22.7.60 Sabre A94-961 Aircrew error 30 miles SE Butterworth No ( 22.7.60 Sabre A94-976 Aircrew error (midair collision) No 8.3.60 Sabre A94-938 Aircrew error Raymond Terrace Yes 21.4.60 V ampi re A79-609 Aircrew error Pearce Yes 24.5.60 Vampire A79-604 Technical defect Near Pearce No 31.7.61 Dakota A65-106 Aircrew error Near Pearce Yes 24.10.61 Sabre A94-935 Unknown Williamtown No 1.11.61 Sabre A94-360 Aircrew error 7'miles from Darwin Yes 16,6,61 Sabre A94-977 Aircrew error Sungei Patani,Malaysia Yes 19.5.61 Vampire A79- Technical defect Crashed into sea No. 28.6.61 Tiinjeel A85-433 Aircrew error Point Cook Yes 10.9.62 Sabre A94-958 Operational hazard Lutterworth,Malaysia Yes 15.8.62 Vampire A79-607 ) Yes 15.8.62 Vampire A79-628 Aircrew error at 9 miles from S^le Yes ) 15.8.62 Vampire A79-629 low leTel Yes 15.8.62 Vampire A79-650 ) Yes 9.9.63 Sabre A94- Technical defect Near Williamtown No 11.3.63 Sabre A94-931 Aircrew error 12 miles SE Goulburn No 12.11.63 Sabre A94- Aircrew error Newcastle No 9.10.63 Sabre A94- Aircrew error Northern Malaysia No A.H.S.A. J Gurnal -108- September-October 1969 19a2o63 Sabre A94-947 Unkhown 15 miles NW Butterworth No 1.7.64 Caribou A4-134 Aircrew error Nowra, NSW No 18.11.64 Caribou A4- Operational Hazard A Roj Vietnam No 7.12.64 Mirage A3.1 Aircrew error Avalon No 19.9.64 Sabre A94-.355 Aircrew error Near Quirindij NSW Yes 24.9.64 Sabre A94- Servicing error 4Q miles from Ubon, No 5.6.64 Winjeel A85-408 Aircrew error Point Cook No 16.2.66 Canberra A84-206 Unknown Amberley Yes 7.4.65 Canberra A84- Technical defect Darwin No 3.6.65 Caribou A4-202 Aircrew error Porgera^ TPNO No .65 Vampire A79- Technical defect Pearce No 20.12,65 Winjeel A85=459 Aircrew error Port Phillip Bay No 29.7.66 Mirage A3.28 Technical defect Queanbeyans NSW No 16.8.66 Sabre A94-' Aircrew error Newcastle Yes 20.1.66 Vampire A79-653 Aircrew error 4 milee S! Pearce Yes «67 Caribou A4- Aircrew error Ditched near Vung TaUj No 25.10.67 Mirage A3-52 Servicing error Gloucester ^opSjNSW No 17.5.67 Mirage A3-77 Unknown Into sea off Williamtown Yes .9.67 Mirage A3-.43 Aircrew error Williamtown Yes 3.4.67 Mirage A3-46 Technical defect Into sea off Darwin No .67 Vampire A79- Aircrew error Pearce Yes 6.10.68 Caribou A4.147 Aircrew error Tapini, TPNG No 7.3.68 Maochi A7-003 Servicing error Stradbrooke^ Vic No 30.10.68 Mirage A3-70 Operational hazard Limeburners Creeks NSW No 11.4.68 Orion A9-296 Servicing error Moffet Field USA No 3.1.68 Sabre A94-986 Aircrew error UboUj Thailand Yes 9.12.68 Sabre A94-351 Aircrew error Williamtown Yes 19.3.68 Sabre A94-985 Technical defect Near Butterworth No 13.2.68 Vampire A79.667 Aircrew error Into sea near Pearce No 3.5.68 Winjeel A85-416 Operational hazard Near Drysdale, Vic Yes 31.1.69 Macchi A7-008 Aircrevr error Near Pearce No 15.4.69 Maochi A7-020 Technical defect 7 miles HE East Sale Yes 22-7.69 Macchi A7-0Q7 under investigation East Sale Yes 18.3.69 Mirage A3-37 Unknown Into sea off Singapore Yes 23.4.69 Vampire A79-641 Technical defect 8 miles NE Pearce No 8.4.69 Winjeel A85-414 Aircrew error Bulahdelah, NSW Yes 19.10.66 Iroquois A2-1018 Unknown Vietnam No 12.11.68 Iroquois A2-387 Technical defect Near Fairbairn No 4.9.68 Iroquois A2-714 Aircrew error Williamtown No 20.9.68 Iroquois A2-719 Unknawn 20 miles from Canberra Yes 2,4.69. Iroquois A2-386 Unkown Captains Flat, ACT Yes, In addition to the aircraft listed above three Sabres, one Winjeel and three Vampires were "damaged beyond unit maintainance capacity to repair" and were converted to components. PAPUA - NEW GUINEA NOTES. The Coroner, investigating the death of Geoffrey Kennedy near Port Moresby on May 11th found that he apparently did not realize he could manually open his reserve parachute. In his findings the Cononer was critical of the operation of the Port Moresby Skydivers Club and the lack of attention to regulations by its members. In this instance the deceased and three others were found to have contravened four para­ graphs of the Air Navigation Orders and 13 operational regulations. The annoual New Guinea parachuting championships were held at Lae on September 13th to 15th, and were won by David Hobbs with one dead centre and three near misses. This performance reflects Hobbs' skill as the normal Cessna 185 was unserviceable on the first day, a Beech Bonanza was used for the second day ( Jumps were made from the A.H.S.Ao Journal -109- September-Ootober 1969

rear door) and a Cessna 180 was used on the last day. An application was lodged with the Industrial Registrar in Port Moresby on September 16th for the formation of the "Airline Employee's Association of Papua and New Guinea". This association will cater for employees of the airline industry excluding pilots, hostesses and licenced engineers. Working conditions in Papua-New Guinea differ from those in Australia in many respects, two major points being longer working hours (averaging up to 50 hours in a normal week) and the non-payment of over- time. Following agitation in June for a Commission of Inquiry into all aspects of air transport in the Territory and the take-over of the Department of Civil Aviation's functions by the Territory Administration, a statement tabled in the House of Assembly, indipated that these proposals were officially opposed. The Administration view was that there would be nothing gained by the partial take-over of the D.C.A. functions and that the air transport inquiry will be dependant on the forthcoming UNDP Transport Report for Papua-New Guinea. A third Fokker F_27 was introduced by both T.A.A. and Ansett Airlines of Papua- New Guinea on their Territory routes on October 12th, allowing both airlines to improve their services between Port Moresby and the Highlands with a similar improvement on the Bougainville services. At the same time, Ansett Airlines of PNG commenced a daily service to the Bougainville towns of Kieta and Buka in competition with T.A.A.; after the airlines had earlier been granted equal access to the routes by the Airlines Rationalisation Committee. The Ansett organisation are at present operating three F_27's (all of them in the new colours) VH-FMN, FHM and FNK, this last machine being "on hire"from Ansett Airlines of Australia and remains in their colours. T.A.A.'s colours are mixed with VH-TFI and TFJ in the old scheme arui 1/H-TFK in the latest scheme. The latest Ansett aircraft to be repainted in the new colours is the Piaggio P,166, VH-GOC, which was noted at Madang on September 28th. AIRSHOW REPORTS. Mundubbera, Queensland, September 14th. K.J. Murphy. The first aircraft to arrive (about 8.45 am) was the non-radio Auster JIB VH-ASQ, owned by Mr. I.J. Mullet, from near Gin Gin, who attends most of the local airshows. The next arrival was Victa 115 VH-MTN from Bundaberg. Island Airways PA32-260 VH-CIA did joyflights replacing the Islander 7H-AIA originally scheduled. After this a continuous stream of aircraft arrived until a total of 22 assorted air­ craft were present, slightly below the expected 30, but good considering that a pageant was being held at Rockhampton and a fly-in at Maroochydore. The wind was across the strip at 20 to 40 knots and many aircraft did some very unusual landings. The pageant got off to a slow start due to the late arrival of the organiser from Bundaberg. One of the early events was an aerobatic display by a glider from Eingaroy, which was aerotowed by a Cessna 172A, 'VH-DSS. A second display - as impressive as the first - included what appeared to be lazy aerobatics, stall turns, loops, spins etc,, from a relitively low level. The was equalled in crowd appeal by the skydiving (three separate drops from 10,000 feet), the powered aerobatic display and the aerial topdressing. The skydivers were airlifted to 10,000 feet in Cessna 180D, VH-MDKj the aerobatic spot was done by Victa 115 VH-MTN which gave an excellent display at what appeared to be 300 to 50*^ feet. The topdressing display was done by Mr. Jim Davis of AG-AV, Dalby, in PA25-150, VH-SC^f, using pink water. Trade demonstrations were put on by Beech in the D55 VH-ILR and E33 VH-ILE; by Mooney in the M.20E ,VH-FUN and Cessna in the 182B VH-CIE. A flour bombing show was given late in the afternoon with them being aimed at a Land Rover running up and down the strip. Aircraft present were;- Cessna 180 VH-MEK, 182 VH-CYE, 172 VH-DSS, 210 VH-RDF 150G VH-KPP, Piper PA32 VH-CIA, PA25 VH-SCT, PA22 VE-ROB, Beech 33 VH-DRX BBB, TIL, BLF, TIMj Beech 35 VH-DDD, DEV, ICE| Beech 55 TIM, ILR, Mooney M.20 VE-FLN, Victa 115 VH-MTN, Auster JIB VH-ASQ, and a glider. A.H.S.A. Journal -110- September-October 1969

HMAS Cerebus, Crib Pointy Victories, October 5th. Do Prossor. Although the MN Fleet Air Arm is not. based in Victoria^ this vital section of the Navy was represented when the open day was held at HMAS Cerebuso Three Grumman Trackers, using RAAF Base liast Sale as their base, demonstrated their capabilities, and did low level runs for the benefit of the gathered crowd. This was in marked contrast to previous years when Wessex helicopters had been used. The only other flying was done by Aero Commander 500S VH-EXR when it did drogue towing for the Naval anti-aircraft gunners. Maitland Airshow, NSW, September 7th. NoParnell. A small airshow was held at Maitland airstrip, but unfortunately it was not uj) to the usual good standard of airshows held there. The weather was fine but windy and some thirty aircraft attended. An air trial sponsored by White Wings had been held the previous day but the aircraft had been delayed by bad weathei* and most of ■ : - them did not arrive back until just before the show. Aircraft present were s- Cessna 17E VH-DQK, KFA, RNA, RNDj 182 VH-GACj 150 VH-EZJ- 177 VH-DZQ, EID; 180 VH-RBA| 150 VH»ENJ, RNY, ROO,^ DVIj Beech AES VH-TYK| 35 VH-CAGj Piper PA28 VH-CHH, WKC; PA28R VH-SSA, RRT| PA24 VH-MOT; AESL 150 VH-EQAj Fletcher Fu-E4 VH-EOPj Mooney VH-ERG; PA30-160 VH-WJDj 172 VH-SNU, Tiger Moth VH-RNI. Echuca Airshow, Victoria, October 12th. D. Prossor. Ah airshow was held here in aid of the local boy scout troop. It followed the usual pattern of events with aerobatics, formation flying, skydiving and demonstrations of new aircraft. The aerobatics were perfonped by the Fuji, with Brain and Brown CFI Roy Goon, as pilot, and Ryan VH-AGW with owner Bill Suhr as pilot, This was the first public demonstration of the Ryan with its Lycoming engine. Another aircraft of interest was the recently registered Tiger Moth VH-ABL. The sixty-one aircraft attending ±he show are listed below Aero Commander 560E VH-CAU Piper PA24-250 VTI-GAT Auster J1 & JIB VH-WMM, ADQ Piper PA24-260B VH-CXB Auster J5 VH-KSH Piper PA24-400 VH-BSH Beech 23 VH-MJS, CTC Piper PAE8-235 VH-IMM Beech 35/C33 VH-CFU, DLQ P.iperlPA3Q-160 VH-RBT Cessna 150 VH-WCH, MRA, ICF, KUK, KXC. Piper PA32-300 VH-AJB Cessna 172 VH-WPO, DCZ, BVB, RYQ, DFE, DFK, DIT, DFX, DGJ, PQL, DPV, KWN, BON. Cessna 182 VH-ROP, DJO, DQR, EHW, DH 82A Tiger Moth VH-ABL, RIP, SSI, Ryan STM VH-AGW, AHC, DHC-1 Chipmunk VH-RVE, SAAB 91C VH-BHG, Fuji FA200-180 VH-FJB, Victa 100 VH-SHR, Mooney M.20 VH-PET, WBH, Piper PA32-260 VH-AWB, PAZ, PON, Piper PA22-108 VH-MEJ, PCK, PIF, Piper PA28R-180 (Trade Plate) o/n Piper PA22-150 VH-BPP, 30454 Piper PAE8-140 V^-CHR, MBN, POD, RVB, RVK. Weekend News Air Trial; Cunderdin, W.A. October 11th. L. Anderson. A visit to Cunderdin for the Air Trial revealed the following non-participating aircraft 'i.-t Auster J2 VH-AFD, Auster J5F VH-UEA, DH-82A’s VH-CKF and AZA. Sixty-eight aircraft tooh part in the Air Trial and the ones of note were :- DHC-1 Chipmunks VH-UEU and FEK, Victa 115 VH-TPY, a new PA28-140 VH-PBE, Cessna 150F VH-ROM and DFA, the latter of the Geraldton Aero Club, and the M.S. 894A VH-UQF, which on the following day was force landed without damage when the constant speed mechanism of the propeller failed. The aircraft had only been assembled for a month. Nowra Air Day, RANAS HMAS Albatross, NSW, October 12th. E„ Favelle. As part of the 21st birthday celebrations of the RAN Fleet Air Arm, an Air Day was held at the Navy's Nowra air base. It was widely publicised pn T.V., radio and in the newspapers, and a large browd (estimated at 36,000) attended. The weather was initially overcast but improved later in the morning and by the time the flying display • A H.S.A. Journal -Ill­ 'S ©pleirib er-Oct ole r 1SS9

oommenoed it was relitiTely bright and sunny. The initial item on the programme was a mass flypast of all aircraft flying in the afternoono The take-off was well co-ordinated with both runways being used so as to get all the aircraft into the air as quickly as possible. The formation consisted of Iroquois, Wessex, Dakotas, Trackers, Vampires, Bea Venoms and Skyhawks. The first solo item was an anti-submarine demonstration by a Wessex MkoSlB with the usual "dunking" sonar, etCo Following this was a bombing sortie on a psychedelic Gannet (XG898/li/847) by four Skyhawks each carrying twelve practice bombs» It was very noisy and effectively blanketed the Gannet in smoke. The "Vietcong" were again the victims of an infantry helicopter'assault with Iroquois N9-882, 310}., 3102, 3104 being used. In due course the "Vietco'ng” were either "killed" or captured. A TA-4G and an A-4G Skyhavdc then demonstrated the "buddy" system of flight refuelling. The A-,4G then gave a solo aerobatic demonstration followed by solo turns by a Sea Venom, another Skyhawk and a Tracker, Each consisted of the usual fast runs and then slow runs with everything down, A Tracker formation then passed over and did a "stream" landing and after Mxdng up on the strip, folded their wings in unison as they taxied into the dispersal. These items were followed by a precision flying display by Wessex N7-226, the finale being the picking up of a crewman from the back of a utility truck moving down the strip. Three Vampires provided formation aerobatics and as they are due tjo bq replaced by Macchi MB326H*s in tl).e near future, this was probably the last public'display. A rather brightly painted car was driven onto the runway in front of the crowd and was picked up by a Wessex, which was going to drop it from 1,000 feet. Unfortnately, trouble was experience with the shackle and they had only reached about 300 feet when it dropped, still making quite a mess of the car from that height. The next item was probably the nosiest and ijiost spectacular of the , whole show, the "Ramjets" aerobatic team of Skyhawks, The aircraft are extremely noisy, in fact irritating to the ears when on high power settings, They flew a tight display of commendable precision. A 21st key was paradedidown the main runway by an Iroquois. The final item was a mixed fixed wing formation of Dakota N2-123, Tracker N12-153603, Vampire N6-766, Skyhawk NIS 154907 and Sea Venom N4-904. The Skyhawk had a noticeably nose high attitude and was having trouble iq flying slow enough, with the engine noise rising and falling as the pilot kept station in the formation. The End was announced by a Sea Venom towing a banner managed as such. In addition to the resident naval aircraft, over 130 visiting light aircraft were parked in the static display area and on the far side of the airfield. A party of A,H.S.A. members had access to the flight line before the show began and mads good use of it to photograph the aircraft without too many people around. Our thanks to the Navy for this opportunity. All in qll, it was a very pleasant airshow, which we hope will be repeated in future years. Aircraft present Douglas C_47 N2-43 800 DH Vampire A79-842 805 90 XA167 807 N2.123 N6.766 808 Douglas TA4G N13-164911 880 N6-770 809 154912 881 DH Sea Venom N4-904 868 154903 882 WZ944 873 154905 884 12943 876 154906 885 12931 877 154907 886 12896 870 154908 887 ¥2903 871 154909 888 ¥2910 867 154910 889 Iroquois N9-3101 893 Fairey Gannet XA434 N9-3102 894 Hawker Sea Fury V1623 N9-882 897 Bristol Sycamore XD653 N9-3104 898 Jindivik A92-000 Northrop KD2R5 NlO-108 A.H.S A. Journal -112- September-Oetober 1969

Grumman S-2E N12-153597 842 Westland Wessex N7-202 812 153599 844 N7-203 813 153600 845 N7-204 814 153601 846 N7-2II 821 153602 847 ’ N7-218 828 153603 848 N7-220 830 153604 849 N7-222 832 153607 852 N7-223 833 153608 853 N7-226 836 . On the far side of the airfield six Gannets were parked with engines removed, awaiting use as targets and for firefightingi- XA327 852 XA331 859 XG825 843 XA514 854 XA517, 855 XA333 857

ACCIDENTS AHD INCIDENTS. Included in some of the issues for 1968 were accounts of accidents and incidents that occurred to aircraft on the Australian civil register. This issue we present a few from the military side, and for those that hold pilot’s licences, we hope that they will prove beneficial. The only item that has been ommitted is the pilot’s name in order to protect the innocent (and embarrased). Avro Lincoln Mk.l RA648 1 AoP.U, Darwin,NT. 2,10,46 Nature of accident:- Following unsatisfactory idlir^ of the starboard inner engine, it was ground run and an inspection made. Examination revealed several pieces of metal in the air intake elbow, together with a piece of rag partly covering the impact tubes and boost venturi of the carburettor. The throttle butterflies were pitted, diffuser elbow and diffuser spider scored, impeller guide vanes and first stage impellor badly damaged. Cause and remarks:- The pieces of metal proved, on examination, to be the mangled remains of a spanner. At a 150 hour inspection, which had recently been carried out, the carburettor had been removed for a flow test. One need'nt bee particularly shrewd to guess that while working on the engine one of the airmen put a spanner and a piece of rag in the resulting hole and the forgot it. This was really very naughty. The C.Oo says that the crew working on the engine were of a high technical standard, and it goes to show that even the best people can err unless they exercise meticulous care at all times. It is noteworthy to note that the aircraft flew from Point Cook to Darwin without the engine showing any signs of distress, which says much for the digestive system of the Merlin, in fact demonstrates that the Merlin will continue running in quite trying circumstances, a fact which must increase aircrew confidence, C.A.Co Mustang A68-73 C.C.U, Williamtovm,NSW. 21,11,46 Nature of accident s- Propeller struck the runway during landing. Cause and remarks This must have been well worth watching, an eye-witness supplied us with a graphic account. It appears that the pilot approached much too fast and covered half the runway in a series of inelegant bounces. At the top of each bounce he seemed to move the stick sharply forward and then darted towards the runway at an angle which became steeper and more horrifying with each bounce, •^t the third attempt the inevitable happened and a perfect three pointer - two wheels and the propeller - was made. The prop hit the runway and threw lumps of asphalt everywhere and into the radiator which was badly punctured. Showing a magnificent disregard of everything, the pilot now taxied back to the dispersal leaving a long trail of glycol smoke behindj then completely undaunted by the fact that smoke had reduced the local visibility to about two yards and that one blade of the engine was only just clearing the cowling, he was prepared to leave the engine running forthe next pupil to fly. The sight of the pilot emerging from the pall of smoke so unnerved the C.F.Io that he was incapable of speech. Fortunately he was able to tell him to' switch the engine off. On being questioned, the pilot said there had been nothing abnormal about the landing to him, except he thought A.H.S.A, Journal -113- September-October 1969

that the brakes might be binding slightly. We presume the subsequent cloud of smoke he attributed to the fact that the engine might be a bit hot. We are incapable of making any comments on this incident. Supermarine ^Spitfire Mk.Vc A58-233 8 ObToU, Parkes 22,1,45 Nature of accident s- After becoming lost* the pilot selected a large field, carried out a dummy run and landed wheels down. The aircraft struck rough ground and oirer- . turned, Cause and remarks s- The pilot had twenty gallons of fuel left and there were sereral more suitable fields nearby. He displayed Tery poor judgement in the selection of the field which could only pari^ially attributed to his lack of familiarty with Australian conditions. C.4.C„ Wirraway A20-161 5 SoF.ToSo Uranquinty 20o4o44 Nature of accident s- The aircraft hit a tree and crashed on its return to base. Cause and remarks Owing to the failure of the trainee to cariy out the correct "hand-over take-over" procedure the aircraft was temporarily not under control while on a low level cross country flight, and during this time the aircraft hit a tree. The instructor displayed poor instructional technique._ It is the duty and respons­ ibility on an instructor to keep a close watch on the actions of a trainee at all times in order to anticipate and correct any faults. DH-82A Tiger Moth A17-28 8 E.F.TcS. Narrandera 12,5,44 Nature of accident?- A Flight Mechanic was hit by the propeller oa starting up the engine. Cause and remarks ; - The switches were off at the time and the reason for the engine starting prematurely is obscure and cannot be ascertained. This accident forcibly indicates the necessity for treating propellers as "alive" at all times. Bristol Beaufighter liiik.X A19-159 5 O.ToU, Williamtown 23.3,45 Nature of accident s- The undercarriage retracted while taxying. Cause and remarks s- After landing the pilot selected the undercarriage lever to the up position in mistake for the flap lever, and the port undercarriage retracted causing serious damage to the airframe, A case of appalling negligence which caused damage estimated at £10,000, The aircraft was later reduced to components. C,A,Co Boomerang A46-23 8 OoToUo Parkes 25.3,45 Nature of accident s- When taking off on a test flight, the aircraft developed severe vibrajbion just before reaching flying speed and the engine appeared to run roughly. Vibration became so severe, that the pilot was unable to read the instruments and decided to abandon take-off, closing the throttle and applying the brakes. The remaining length of runway was insufficient and the pilot retraced the undercarriage to minimize the damage. Cause and remarkss- Examination revealed a burst inner tube which probably set up the vibration. The pilot was experienced on the type and adopted the correct procedure. C.A.Co Mustang A68.17 4 Squadron Canberra 25,2.47 Nature of accidents- Aircraft landed with undercarriage retracted. Cause and remarks?- He FORGOT 11 The aircraft was being controlled by lights as the radio was u/s, so that a verbal warning could not be given. However, a positive barrage of red vereys plus a red signal lamp were brought into play - but t*was no use. Back we come to our old friend cockpit drill and check. In fact the only glimmer of intelligence he showed throughout was his action in swiftly moving the undercarriage lever to "DOWN" after the prang. Unfortunately for him'as the aircraft was lifted the wheels gradually extended to the down position and a subsequent test could not fault the system. The pilot was posted to durance vile on a ground job. A H.S.A. Journal - 114- Sept ember-0 ot Ob er 1969

Contributions to the Journal Once again, it must be pointed out that this Society is becoming more like an Aviation Reader's Society; the article contributions from Australian members is very sparse indeed. To fully attain the objects of the Society, the Journal has to be a co-operative effort in which members work WITH each other for the publication of information for the benefit of all; it should not be an enterprise in which the few work for thg majority of members. This is not to decry the efforts of those members that contribute to the monthly notes, but it would ease the efforts of the editorial staff if meiibers could contribute something a little more substantial in the form of short articles. These can be on any subject what-so-ever, as long as it has some Australian relativity. There is a tremendous amount of work to be done before the people identified with the formative years of Australia's aviation pass on. Once this avenue of research is closed, the "I was there” article can no longer be written.

SUBSCRIPTIONS Subscriptions for Volume XI are now due. A renewal form for 1970 has been enclosed with this issue. Would you please complete the form and return to the Hon. Secretaiy as soon as possible. Your early co-operation would be greatly appreciated by the Treasurer.

Notes for this issue have been contributed by s- P. Ricketts, Mo Davis, T. Ellis, M. Madden, To Boughton, K„ Kerle, N. Parnell, Eo Favelle, P. Anderson, A Thomas, E, Allen, Do Prossor, Wo Murphy, L„ Anderson, Do Carter, Bo Fay, Go Goodall, Go Banfield. The Civil section was compiled by P, Ricketts and Ro McDonald. The Military was compiled by B. White and Pp Ricketts.______Contributions to the Journal should be addressed to the Editor s- N,Mo Parnell, 22-24 Elizabeth Drive, Liverpool, 2170, NSW. Enquiries for information and subscriptions should be addressed to the :- Hon. Secretary, Aviation Historical Society of Australia, Box C262 PoOo, Clarence Street, Sydney, 2000, NSW Photographs in this issue. Front Cover: John Robertson Duigan seated in his aircraft somewhere near Melbourne during 1910. QANTAS Airways Ltd. Inside Cover: William Ewart Hart seated in his aircraft at Richmond during 1911. QANTAS Airways Ltd. Flypast for the opening of the Nowra Aih’show consisted of a TA-4G, seven A-4G's, three Sea Venom's and two Vampires. The anti"»submarine section was in another formation. N. Parnell Douglas DC-3 VH-MAB showing the latest variation of marking for Ansett Airlines of Papua-New Guinea. At Port Moresby. T.W, Boughton. Twin Otter VH-TGS in the new markings of T.A.A. At Port Moresby T.W. Boughton. Rear Cover, left side ;- D.H, 37 G-AUAA, the aircraft used by Guinea Gold,'and flown by Pard Mustar. via I.D. McArthur. Tiger Moth VH-RNI at the Maitland Airshow on September 7th. R!»Eavelle

TA-4G. 1113-154912 with, thermarkihgs of 724-Squadron.laM.Parnell © ■P-Sd VH-MMP ; atlBssehdbn beforeadelivery -tc^ MA. -.,To 7EIlis Rear Cover, right sid&-i- Junkers W.34d VH-UNM probably at Lae. Australasian Petroluenv/A.H.S.A. Viscounts VH-RMO, TVG, RMK, and RML awaiting the axe at Essendon. T.Ellis Sea Venom WZ903 with unusual black and yellow tip tanks. N.Parnell C-47 N16896 ex A65-119 at Parafield. G. Goodall. v< *•