Phoenix, September Edition 2006 • Historical Aircraft Restoration Society Inc (HARS) • Page x

QUARTERLY MAGAZINE OF THE AUSTRALIAN HISTORICAL FLYING MUSEUM HISTORICAL AIRCRAFT RESTORATION SOCIETY, INC.

Winter 2007 Page 2 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

HARS Contact Details Editor's Message President Well here we are, my fourth Phoenix. Thank you to all members who have Bob De La Hunty, OAM made my task for each edition that much easier. For this edition I would like to Phone: (02) 9894 5818 Home: (02) 9894 5775 include a photograph of a member on the Diggers and Dealer trip to Kalgoorlie Mobile: 0408 235 682 this year. The photo was submitted by a fellow member also on the flight. Fax: (02) 9894 6630 Email: [email protected] Executive Vice President - Marketing John Brooker Phone: (02) 9939 7513 Fax: (02) 9905 9496 Email: [email protected] Secretary Robert Greinert Phone: (02) 9451 2619 Mobile: 0414 512 619 Fax: (02) 9451 4369 Email: [email protected] Treasurer Maureen Massey Mobile: 0400 818 557 Manager Engine Workshop and Port Kembla Facility Kevin Taylor Phone: (02) 9520 6946 Mobile: 0422 902 545 Email: [email protected] Hush there Connie, don't miss a beat. General Manager Maintenance Our little Trev' is fast asleep. Malcolm Hallowes If we wake him, he might cry. Phone: (02) 9868 4463 So Connie keep singing your lull-a-bye. Mobile: 0410 498 081 Email: [email protected] Executive Committee Member HARS Sponors Jim Hayes HARS gratefully acknowledges our sponsors, past and present, and welcomes new names to Mobile: 0421 664 199 this honour roll: Adecs (Aust); ADC Krone; Aero Club of Arizona; Aero Weigh; Air BP; Aircraft and Manager Administration Services Aerospace Magazine; Air Services Australia; Mr. Bill Andronicos; ; Anzol Paints; AOPA; Mrs. S. Arms; Australian Aviation Magazine; Australian Native Landscapes; Australian Steel Mill Services; Rees Hughes Australian Timken; Aviation Trim & Upholstery; Barloworld Coatings; Barker Lawyers; Bartrans; Bellinger Mobile: 0409 104 910 Instruments; The Family of the late Mr. Ron Bennett; Ian Berryman; BlueScope Steel; BlueScope Water; Administration and Tour Manager Boom Logistics; Boral Portable Buildings; Mr G Boyd; Bristol Paints; Mrs. J. L. Brooker; Chemetall; John Martin Chevron Companies (Calif); Cleary Bros; John and Jenny Cleary; Coates Prestige Hire; Collins Avionics Mobile: 0422 278 502 Sales & Service; Colourtrue Labels; Country Fire Services; Geoff Cuthbert; Daltrans; Capt. R Darwell; Mr. T. Dean; Mr. R. De La Hunty; Mr. N. Dennett; Dual Electrical Services (); Ecolab; Chaplain Eric Fordham Engineering; Fish Internet; Flightpath Magazine; Frejak Constructions; Mr. R.George; Pst Grahame Abrahams GNB Battery Technologies; Mr. W. Goodhew; Goodyear Air Treads; Gossamer Threads; Graham John Phone: (02) 4297 4160 Signs; Mr R. Greinert; Mrs M Greinet; Hatch Associates; Hazelton Airlines; Cpt. R. Heiniger; Hexcel Interiors; Hurdis Plumbing; Icon Internet; IMB Foundation; Independent Locksmiths; Industrial Mobile: 0429 995 649 Maintenance Systems; Jecani Pty. Ltd.; Jeremy Flynn Memorial Trust; Mr. B. Kelly; Mr. S. Kennard; Phoenix Editor Kiama Municipal Council; Lockheed Aeromod Center Inc (Tucson); Mr. G. Loudon; Mr. D. Lowy; Julie Hourigan Lysharts; Mr. J. McAlpine; Mainpac; Mascot Steel; Mrs. M. Massey; Gordon McDonald (Elect W’salers); Mobile: 0409 770 803 Metro Products & Company; The late Capt. B. Millis; Minden Air Corp (Tucson); Geoff Morris; NCR Email: [email protected] Australia; Nostalgair Models; Notebook Publications; Oilcheck; Olex Cables; Oxley Graphics; [email protected] Pam Karcaji Signs; Mr. G. Paramour; Peter Ryan Earthmoving; R. J. Petitt; Pima Air & Space Museum (Tucson); Protector Safety; Airways; Qantas Flight Hostess Club; Qantas 20 Club; QBE Aviation; All correspondence Reflex; Reliable Pest Control; Rivers Locking Systems; Riverstone Printing; D.C. Roberts Aircraft Co; (including claims and invoices): Robyn-Lea Services; Rockwell Systems Australia; Sharp Direct; Shell Australia; Shellharbour City HARS Inc. Council; Miss T. Smiley; Mr. D. Smith; Snap Printing Auburn; Mr. G. Squire; Mr. A. Stinson; R. R. Szabo; PO Box 1071 Mr. A. Tait; Tattersalls; Taubmans Paints; Telstra; TPE Integrated Services; Transfield Constructions; Albion Park Rail NSW 2527 Transfield Services; Triangle Refrigeration; Trimble Navigation; Trojan Workforce; Trump Property Phone: (02) 4257 4333 Maintenance; Valspar Corp (formerly Anzol Paints); Weekly Trading Post; Mr. K. Weldon; Weston Fax: (02) 4257 4388 Printing; White Knight Paints; John Whitmarsh; Ms. Gina Wilson; Wiltshire Engineering; Wollongong City Council. HARS web site: www.hars.org.au The front cover photograph was taken looking out the front of Hangar 1 just before sunset and shows a silhouette of John Meares, Jim Hayes and Bob Associated web site www.notebookpub.com.au Deane, as well as the Catalina. Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 3

6. The Administration Centre under any thanks themselves as they beg to President's Report construction on the first floor, a fly anyway. transfer of activities from the The Shop staff and Tour Guides deserve remaining portable building to the special reconigition. They have had Museum center and its sale. great demands placed on them and We acknowledge the drive of endured a lot to make cash flow. We Robert Greinert to push the building particularly thank John Martin, Rees programme in the face of many Hughes, Judy Woodward and the staff challenges to get to this stage and the in the Shop. support of those working with him. This The Friday night crew thank Tony has not been easy and he has to be Duggan for looking after us and keeping very assertive to make things happen, the kitchen clean behind us dirty soles, not always to every body's liking, but and his BBQ lunches. he has got the job done. There is still a lot to be done but visual progress is a Cheryl Costigan quietly keeps cleaning powerful motivator. toilets and without any thanks as most of the time it just happens behind the Operationally, this has been a big year. scene. We have been involved in the following • Overflying the War Memorial in I would like to thank my fellow with the Cat, Neptune committee members for their hard and C47 (the Cat on two occasions) work and support and I hope they will • Attended the Temora open days continue into next year with your voting • Attended the Avalon Airshow support at the AGM. • Participated in Anzac Day flyovers There are many activities coming up. with seven of our Aircraft It is most important for you all to mark • Held our 'Wings over the Illawarra' in your calendars Friday 19 October open day with visits from the for the Hangar 1 dedication service Cabulture Mustang, RAAF Hawk to Father Jeremy Flynn. This will from 76 Squadron and Temora Dear Members commence at 12.30pm and be followed aircraft by a BBQ lunch. This report covers a period of intense • The Kalgoorlie visit activity and will be the last report prior • Participated in the Heritage Visit to Other activities include: to the next Annual General Meeting Lake Macquarie • The Narromine Air Show planned for Saturday 1 December at • Attended the Coffs Harbour Airshow • RAAF SA Show 2.30pm to be held for the first time • Participated in the Harbour Bridge • Mining Tour South Australia upstairs in the Museum Building. The Birthday Flyover • Hargraves School Day Christmas Party, to be held that evening, • A cockpit Open Day I think I have got most of them. is being organised by Wendy Wallace • New Years Eve Sydney Flyover and Julie Hourigan and helpers. This will We all would like to thank all our Ground • 8th March 2008 Open Day be two vital functions a must to attend. Crews for making it all happen. The • Anzac Day 2008 The AGM NOTICE will contain details. If flight crews thank you and don't need • Temora Visits you have not renewed your membership now is the time to do so please with any additional donations that you can afford. The donations we have received from renewals have been substantial and have assisted in getting the job done to its present state. By the time you get this copy of Phoenix we would hope you will see the following: 1. The floor in the Museum building painted 2. The restoration operation getting underway 3. The new shop and visitors' reception set up in the Museum 4. A seven day a week roster system in place 5. An accounting operation supporting Overhead view of Hangar 1 and the Museum. Aircraft left to right are Connie, Piaggio, Neptune 281 and the Treasurer coming on line the C-47 at the back of the Museum Page 4 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

BLUE L’HUILLIER and his recollections of Frigate Bird II Jim Marshall

I met Blue through Ian and Lyn Poyitt, friends of Sandy Howard—Blue is Lyn’s uncle. It was a chance conversation during dinner one evening at Roma, Queensland, that I became aware that a member of the crew of Frigate Bird II was still around. Some months later and armed with a phone number, I contacted Blue at his home in Ayr, Queensland and arranged to meet with him. As we had not met before he was a little reticent about my The Minister for Air, Thomas White farewelling the crew of Frigate Bird II at Rose Bay flying base. motives. After a while he relaxed and The crew from left to right: Captain PG Taylor, Captain , Flight Officers Angus Allison (Radio I was amazed at his memory and the Operator) Jack Percival (Executive Officier) and Blue L'Huillier (Flight Engineer) stories he told. Blue was born in Queensland and when After the War, Blue was approached by the war in the Pacific. After the war there World War 2 broke out he tried to enlist Captain PG Taylor who told Blue “that were also fears that the USSR would in the Airforce in Queensland but was Australia was about to sign an stake a claim to Antarctic Territory. This told he was not wanted. So he went to agreement with the USA that would increased the strategic importance of Melbourne where he was accepted and be the envy of other countries". The finding a feasible flight path between did his basic engineering training at agreement was that if either country Australia and South America. were attacked they would defend each the local showground. Here, along with Many of Blue's friends tried to talk him other. Taylor asked Blue “would you his classmates, Blue slept in the stand out of the flight because of the risks like to take part in a vital mission”, and during the winter months. involved. The Australia to Tahiti sector showed Blue a sealed letter from the After training, Blue was posted to a had been completed many times but Prime Minister Robert Menzies, which number of stations including Sale where the flight beyond to South America was contained details of a flight—finding an he was involved with the flight-testing something else. From Tahiti, two stops aerial route over the South Pacific from of Beaufighters after there had been were needed, the first at the uninhabited Australia to South America. a number of unexplained crashes of Mangareva Island in French Oceania these aircraft. He eventually moved onto Finding an aerial route over the South where fuel supplies had been hidden Catalinas. Pacific had emerged as an issue during under a palm tree many months before the flight started. Blue told me “once we found the fuel drums we still had to get them to the aircraft. My theory was that if we waited for a few days some curious natives would turn up and they would have boats that we could use to transport the drums to the aircraft. Fortunately ,on the third day this proved correct, giving us both boats and a helping hand”. Blue went on to say that this was not the end of their troubles. When he tested the fuel it had started to go off. However, they had no alternative but to use it anyway. So the flight to the second stop at remote proceeded. Many flights to this isolated place had failed but Taylor was sure his top crew and Catalina could make it. The alighting

Blue L'Huillier aboard our Catalina Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 5 on the ocean in the lee of the island was OK, however the weather changed putting the Catalina on the windward side of the island necessitating the aircraft be moved to the calmer leeward side and the fuel to be transported across the island. Blue recalls that the take off was to say the least “hairy” getting airborne on a very rough sea. It was then on to to a very warm welcome from the President and a full check of the aircraft by the Airforce engineers. Blue recalls that the return flight also Frigate Bird Ii had its moments. During the transit of Easter Island they were caught in another storm in which Taylor was washed overboard and virtually being washed back again. This time the take-off was to be assisted by 2 JATO (jet assisted takeoff) rockets attached to the aircraft (these had been fitted to the hull especially by the RAAF back at Rathmines). The Catalina taxied out from the lee side of the island as far as the huge seas would permit and $35 per person then started the take off run in towards the cliffs of the island. The aircraft, payable by cash, overloaded with fuel for the long trip cheque or credit back to Mangareva Island, was taking card at the green water over the cockpit as it HARS Shop by struggled to pick up speed. As a large 17 November 2007 wave approached, Taylor waited till the Catalina was at its crest and fired the JATO’s. This got them airborne and staggering towards the cliffs with little rate of climb and minimal airspeed. Blue said “I called Taylor for the OK to jettison HARS the expired rockets but didn’t get a response so I took the initiative and released them giving us enough climb Christmas Party to clear the island”. The rest of the trip, apart from a severe HANGAR 1 storm between Easter Island and Mangareva Island in which the left float Saturday, 1 December 2007 was bouncing on its latch requiring the manual handle to be fitted, wound starting at 6.30pm up tight and tied off, went as planned RSVP as far as Tahiti where Taylor selected Menu consists of Julie Hourigan floats down before Blue could remove Dips and finger food; the manual handle (if you look at the 6258 5888 position of the handle relative to the 0409770802 Spitroast consisting of 2 meats; engineer's legs you can imagine the Wendy Wallace chat potatoes with sour cream & gravy; damage this could do to a young man's future). This resulted in a short hospital 4351 1662 4 choices of salads; stay for Blue in Tahiti. 0413 667 069 bread roll; On return to Sydney, Blue said they by 3 November 2007 dessert; and were met by a huge crowd including the tea or coffee Prime Minister. BYOG Page 6 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

A brief history on PG Taylor Down to Earth Patrick was born in Sydney in 1896. In 1915 he was Owen Zupp appointed temporary lieutenant in 26 Battalion CMF, replacing a man who Along the way we all have cause to had joined the AIF. Keen to be on active encounter all sorts of personalities; some interesting, some complicated service too, but rejected by the AIF, he and others that spring to mind for all of travelled to England at his own expense the wrong reasons. They can be found in to join the . a marketplace in some far-away hidden He was commissioned into the RFC corner of the globe, or right around the on 12 August 1916 and trained as a corner next to the pie shop. Part of the fun is never knowing quite where you’ll pilot. He joined 66 Squadron, flying find them. Sopwith Pup scouts. In July 1917 he was awarded the and Some time back, I took to speaking to was promoted to Captain, serving with veteran aircrew of past conflicts in an effort to record their stories. It allowed Sensing my movement toward the door, 94 and 88 Squadrons. Taylor returned Kenneth asked me if I was interested in to Australia in 1919. During the 1920s me to tie together my interest in history, writing and aviation. Along the way writing his story and I knew I was, however he flew as a private pilot, completed meeting characters who have ‘been I sensed immediately that this wasn’t a an engineering course and studied air there and done that’ but retain modesty magazine article or a short story for the navigation. In 1933 and 1934 he was and the art of the understatement. While family archives; it was a book. This bloke second pilot and navigator for Charles some stories are published, others are had received his wings on rag and tube Kingsford Smith’s Australia-New simply retained by the family to pass on biplanes before the war and flown through Zealand flights. to the enquiring grandchildren whose the entire conflict, from the retreat at questions always seem to surface Dunkirk to the landings at Normandy and He was navigator on ’s around ANZAC Day assignment time. beyond. He was living history and I was Australia-England flights in 1933. Taylor hooked. I had to say yes. and Kingsford Smith completed the first Two years ago, I was approached by one such survivor of World War Was I up to writing a book? Between a Australia to the US flight in 1934. In 1935 two year-old, a wife pregnant with twins Taylor was Kingsford Smith’s navigator Two. Not through the Department of Veteran’s Affairs, or the RSL, but an and a good dose of self-doubt, I had for the King George V Jubilee airmail electrician. Repairing all and sundry in reservations. But as I sat in Kenneth’s flight from Australia to . the aftermath of a lightning strike, the lounge room a week later with the wheels Six hours into the flight the starboard ‘sparky’ mentioned an old fella he knew of a tape recorder slowly turning, I started engine failed and the aircraft turned who had been trying to get his story to gather momentum. Not through any back. When the oil pressure dropped on recorded for a few years. He’d started to skill on my part, but because Kenneth the port engine Taylor saved the flight write it himself, but hadn’t gotten very far; was a natural story teller with an ‘A Grade’ by climbing out of the fuselage, edging maybe I’d like to have a chat with him? memory. He jumped from episode to along the engine connecting strut to episode, but I let him go as sorting out Kenneth Butterworth McGlashan was the chronology was my job. For a starting collect oil from the starboard engine standing in his shed, shaking his point, I couldn’t go past the tale of Dunkirk which he then transferred to the port head at a recalcitrant lathe when I first with which he had first captivated me. engine. met him. He’d taken to restoring tired antique furniture in his retirement and He had been 19 years of age as he sat He repeated the process five times his workshop was a mix of turned table perched above the English Channel in his and the plane returned safely. For his legs and sawdust. Turning away from new single-engined Hawker Hurricane. courage and resourcefulness Taylor was his tools, Kenneth greeted me warmly The airframe had only eight hours in the air awarded the Empire Gallantry Medal. and immediately began chatting about and, by modern standards, Kenneth didn’t have much more. Leading the rear section In 1939 Taylor made the first flight from his days. With a Scottish accent, the 84 year-old started to of three at 25,000 feet, he was tasked with Western Australia to . During the describe an aerial combat over Dunkirk covering the backs of his leading sections. Second World War he ferried flying- in 1940 on which he had come out on Not long over the Channel, one of his trio boats from the US to Australia. In 1943 the wrong side. We wandered inside and turned back with engine trouble, leaving he joined the RAAF but transferred to began to chat over a cup of tea about him and Geoff Howitt to fly as a pair. As the RAF in 1944 ferrying aircraft from aerial campaigns that had become they flew toward the plume of smoke Canada to Britain. folklore; the Battle of Britain, Dieppe, lifting skyward from Dunkirk on the French D-Day. Kenneth had been there for all coast, the massive evacuation of allied He flew an RAF Catalina on a survey of them as a fighter pilot. He was one of troops was taking place on the waves flight from to Sydney. In 1951 ‘The Few’ who had defended Britain in below in everything from Thames paddle- he flew from Australia to Chile in another her darkest hour. steamers to personal yachts. Catalina. He published eight books on Suddenly, the leading sections dived his flying experiences. He was knighted His sharp eyes hadn’t aged a day, nor had his sense of humour. He towards a flock of marauding German in 1954 and died in 1966. related anecdote after anecdote with bombers. Simultaneously an ear piercing tremendous clarity and the hours ticked squeal rang out in Ken’s headsets and by until it was time for me to leave. continued on page 8 Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 7

RECALLING Memories of THE Liberator John Brownjohn

The following was written in 1997 in the Colombo/Perth/Sydney route with The Liberator was originally designed response to an article written in issue 48 the ocean crossing being conducted and produced by a US company, of Australian Geographic concerning the under the wartime conditions of Consolidated Aircraft (later to merge restoration of a Liberator. radio silence and by dead reckoning with Vultee and produce the Convair range of aircraft). Wartime conditions I can recall as a schoolboy the crash navigation. With cessation of hostilities, had the Liberators manufactured by of a Liberator at Kyeemagh, Sydney the Sydney/London route was taken Ford at the Willow Run plant and the on an evening sometime in 1944 (I over by Lancastrian Aircraft and two construction of the aircraft showed think). I understand that the aircraft of the Liberators were scrapped. The that mass production techniques more was taking off on a courier flight to Port remaining two were used for freight allied to car manufacture than aircraft Moresby, fully fuelled but not armed, operations and to provide spare had been applied in the manufacture of heading south on the old Mascot NS engine carriage for the L749 Lockheed the aircraft. The construction indicated runway. It crossed Cooks River, veered Constellations when these commenced that the aircraft was not meant to have off course, collided with pine trees and operations in 1947 to London. a long life, but probably intended then descended into Muddy Creek The Qantas aircraft differed from for a number of missions prior to (near the present Barton Park) to the the photograph in the Australian either destruction by enemy action or north of the creek bridging of the large Geographic article in that the aircraft cessation of hostilities. An example of concrete sewer main serving the area. illustrated are apparently fitted this was the installation of the engine The aircraft left portions of the wings in with Wright Cyclone R1820 turbo oil tanks in zone three of the engine the trees and the fuselage continued supercharged engines (the notice nacelles. When the necessity arose to up the creek bed, shearing off the which can be seen on the coaming clean out the tanks, it was evident that remainder of the wings on the bridge of the pilots' instrument panel on the tanks were too large to be removed structure and exploding with such effect page 90 “Service with 100 octane fuel via the bay access opening, with the as to rock our house at Ramsgate, only- suitable for aromatic fuel” is an only conclusion which could be drawn some 4 kilometres away. The burning indication of the supercharging. The from this unusual design being that fuel flooded the creek and lit up the Qantas aircraft had Pratt & Whitney the tanks were put in place prior to the sky vividly. I visited the crash site the R1830 single stage supercharged zone 2/3 firewall being riveted in place. following day and found the area to be motors. The arrangement of the air They were not designed to be removed. a scene of desolation with the ground intakes on the engine cowling was Also, it appeared that a great deal of the littered with lumps of molten aluminium different in that in the Qantas aircraft aircraft wiring had been installed on the and the only recognisable aircraft parts the engine oil coolers were buried in aircraft frame at manufacture and the to be two of the engines left near the the wing with air intakes on the leading skin riveted over. trees with which the aircraft collided. edge and exhausting via a duct on the The engines had a circular baffle My next contact with a Liberator was wing upper surface towards the trailing installed behind the propeller which when I commenced my apprenticeship edge. As the exhaust ducts formed an had the effect of restricting the airflow as an aircraft maintenance engineer ideal nesting place for the local bird to the engine reduction gear casing with Qantas in early 1948. At that time population, these had to be checked and cylinder bases. This installation Qantas had two of these aircraft (which clear before flight by laying down on made access to the front of the engine I think were designated LB 30 models) the wing surface and reaching up the difficult and enquires were made to registered VH-EAI and VH-EAJ. These duct until the cooler exit could be felt. determine the purpose of the baffle. and another two (then under British This was an unenviable task as the wing registration) had previously been surface could be quite hot in summer uses in passenger/cargo service on and the job generally allocated to the nearest apprentice. Continued on page 9 Page 8 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

DOWN TO EARTH some research following the discovery of the Hawker Hurricane that Kenneth had continued from page 6 left on the Dunkirk beach in 1940. Today, his wingman broke formation clean in the aircraft is set to take to the English front of him as a pair of Messerschmitts skies once more. roared from left to right. McGlashan So tale after tale occupied afternoon rolled in on his foe, but seconds later after afternoon. I would sit and listen as heard what sounded like an alarm clock Kenneth would detail his extraordinary going off behind his head. (It was actually life and tale of survival, taping every bullets hitting the armour plating.) Reality word before spending the night tying it struck when the port side of his Hurricane together into some sort of order. Slowly began ripping under a hail of gunfire and but surely, his life became the book we red tracers skipped between his legs, had both envisaged. We agreed to title it tearing up the piping and framework of his ‘Down to Earth’, partly to reflect Kenneth’s aeroplane’s floor. level-headed approach and also as a What ensued was a turbulent spinning humourous jibe at the fact he had a few plummet towards the French sand. RAF aircraft make ‘unscheduled’ landings When the attack abated, he attempted in his time. to level out and get out as his fighter Along the way, I gained two valuable was bleeding to death. Crippled, the fight’ again, this time in company with a bomber equipped with a massive light in friends in Kenneth and his wife, Doreen Hurricane was attacked again and he and this is another wonderful by-product was ultimately forced down on the beach its nose. Termed ‘Turbinlite’, this technique involved sneaking up on the target in of my hobby. Sadly, when the book was just south of the Belgian border. On the launched at Kenneth’s stomping grounds ground, he hurried from his fighter and absolute darkness before illuminating it with a 2,700 million candlepower during the Duxford Air Show in July, he dived beneath one of a sea of abandoned had not lived to see it happen. However, Lorries on the beach. His subsequent searchlight. This highly unsuccessful game of cat and mouse provided a Doreen made the long trip to the UK to be nine mile walk to Dunkirk was a drama a part of the event. On the second day of that included being shot at by German greater risk to friend through collision than to foe through combat. the air show she was flown by helicopter infantry and being threatened at bayonet- to be reunited with the restoration of point by French Algerians, but ultimately Through the disastrous raid on Dieppe in Kenneth’s Hurricane. Nearing 90, Doreen it was a walk of isolation. As a nineteen which Ken’s aircraft was again badly shot is insistent that she’ll be back next year to year old he watched Spitfires dive into the up, he continued to fly operationally. On see the fighter fly once more. sea and soldiery drift on the swell like so the eve of D-Day, he was one of a handful much flotsam as he trudged toward the of aircraft airborne in darkness over Ken always stressed that by numbers, final point on the Continent held by allied France seeking out the German aircraft there were 3,000 fighter pilots who forces. designed to jam the communications of defended the realm through the Battle the Normandy landings. Following D-Day of Britain and within this sum only three Needless to say, Ken survived his percent were officially recognised as encounter over Dunkirk. After an eventful he was deemed ‘Tour Expired’ and was to be pulled from operational flying. Instead “Aces”. He was always proud to be boat ride back to England he went on to counted amongst the remaining 97%. To fly in the Battle of Britain from the RAF’s he was seconded to BOAC and sent to Cairo as the British carrier set about re- me this in many ways sums up who he easternmost airfield at Hawkinge until was. it was abandoned and laid to waste by establishing civil air routes in the Middle the Luftwaffe. At this time his squadron East. Be it serving in Cyprus through the His life was an extraordinary tale. I didn’t was transferred to Ireland, where they EOKA campaign, welcoming in the jet have to venture to some far flung corner trained foreign pilots on the Hurricane and age in Gloster Meteors and de Havilland to find it though; Kenneth McGlashan was attempted to protect coastal towns and Vampires or winning the Air Force Cross, virtually over my back fence and my life the vital shipping routes supplying the there always seemed to be something became richer because of it. British Isles from the west. There was no happening for Kenneth McGlashan. radar or organised control system in this He finally retired from the RAF in 1958 and This book had its Australian launch on region, so it was not unusual for the pilots later established his family and a civilian 14 September and will be available at all to be scrambled by an irate Postmaster life here in Australia. In 1990 he received major bookshops or online. yelling down the phone, “We’re being a very cryptic letter from the Tangmere ISBN 1904 94384 5 attacked, what are you going to do about Aviation Museum which was undertaking RRP $49.95 it?” From Ireland he would be a pioneer in night-fighting in a time when pilots were force fed carrots to improve their night vision. Stacked from 13,000 feet at 500 foot intervals above a burning Merseyside, the ‘advanced’ technique of detection was to wait for the bombers silhouettes to appear against the backdrop of the inferno. The fighters would then dive down, but inherently the bombers had already slipped away into the veil of darkness. Later in the war he would ‘night Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 9

Recalling memories of the a good hold during the process of Liberator continued from page 7 extension and locking to prevent the MUSEUM BUILDING operator exiting with the wheel. DEVELOPMENT Evidently, when the Liberators operated In passenger service, seating was in high altitude winter conditions in provided in the cabin in the area Robert Greinert the European area, the extreme cold where the bomb bay was located in caused the engine nose casing and armed aircraft. This was immediately The HARS Museum Building has now cylinder bases to distort and crack due under the wing junction in the aircraft reached lock up stage and internal to the temperature differential from hot center line and as the wing carried the fitout has commenced. Initially, cylinder head to cold base. The baffles fuel, in flight smoking was prohibited considerable effort will be put into its had been installed to restrict the airflow in the entire aircraft, although electrification and the establishment to the areas under stress and retain I understand when desperate, of an admin office centre to facilitate heat. Once this was made known the smokers retired to the extremely small the running of our Society. Initially baffles were removed as the operations toilet at the rear of the cabin and lit offices to accommodate Accounts, of the Qantas aircraft at the temperature up. Past the toilet aft of the tail plane President and Board Rooms will be extremes was unlikely. structure was a tiny hot plate and set up. Funding flows will obviously The cockpit of the Liberator was very urn for food preparation. Further aft affect the development of the first roomy with the pilot's seat being able of this and in the area which would floor facilities. have carried the tail gunner in armed to be reclined to provide almost a full Weekly changes can be expected and aircraft was a clear plastic viewing length bed. The copilot, navigator and members are invited to pop in and dome and alongside this a bank of radio operator had seating which, view the progress. This building has smoke floats. These were dropped although adequate, did not approach certainly been a major undertaking during the crossing and the degree of comfort offered the pilot. and we have been fortunate to have the smoke plume observed by the In addition to pyrotechnic signalling a skilled resource base within the navigator from the viewing window to verey flares, part of the ship's equipment Society to effect various aspects assess wind direction and velocity for carried in the cockpit and which had to of the build at competitive prices. his dead reckoning calculations. be checked onboard prior to flight, was Certainly the Building has caught the a .303 army rifle complete with spare The Liberator had a high aspect Public's eye as a never ending stream clips of bullets. The Liberator could not ratio deep wing section known as of vehicles drives into the airport be landed with one tyre deflated as the the Davis wing. Evidently, although to check on what's going on. Our aircraft was uncontrollable under this efficient, this design made take projections of 30,000 plus visitors per condition. The purpose of the rifle was, off of the aircraft at high gross year is seen as realistic. in the event the aircraft developed a weights in elevated temperature a flat tyre in flight for any reason, it was critical process with close attention As always with HARS, the the task of a crew member to smash to airspeed being required. Not development is not complete and we a cabin window and flatten the inflated attending to this may have been the are already planning our next hangar. tyre by shooting at it with the rifle (this cause of the Mascot crash referred to Christened the "Super Hangar", this task was carried out in armed Liberators above. 100m X 50m monster will provide by a waist gunner). The aircraft could serious undercover work and display then be landed safely with both tyres space. Although, as always, we will flat. I am not aware if such action was no doubt fill it up pretty quick as ever taken in new aeroplanes are added to the the course of Qantas operations. fleet. Negotiations are well advanced If the case arose where the with the fabricator who has cut us a undercarriage could not be extended great deal. More about this when the contract is signed. by normal operation, the nose wheel Members was manually extended by two crew This month I would extend a special members who entered the crawl space please log onto our thanks to Geoff Morris, plumber under the cockpit floor to the wheel well website and guiding light extraordinaire. We and followed the instructions graphically would be lost without him. His special illustrated by 8” x 6” photographs skills and knowledge have saved the attached to the adjacent structure. www.hars.org.au Society tens of thousands of dollars. These showed how to manually release the undercarriage uplock and extend Plumbers don't come cheap when the wheel by holding structure and to catch up on all the you have to pay for them. “vigorous kicking of the wheel till the latest information and undercarriage doors opened and the activities As always the success of the project leg extended”. Once extended, the is not simply a function of money. Its crew member manually engaged the success lies in the membership and downlock. Included in the instruction in their input. Without you it would not large type was the necessity to maintain be possible. Page 10 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

CONNIE’S ENGINES Brien Van der Water

The next time you stand beside Connie, look closely at the engines and note that a small label carries the name of the men who, in 1903, made the first controlled, powered flight.

Connie’s engines were manufactured in the 1950’s by Wright Aeronautical, which had origins in the aircraft company founded by the Wright brothers in 1909. But why was Wright Aeronautical making engines and not aircraft, and where is the company today? The answers to these questions highlight the fate of enterprises which have a lucrative market—but fall to the competition by failing to adapt to the relentless march of technological progress. This actually happened, not once, but twice to the Wright company!

Leading the world in 1908, the Wrights The 1925 220hp Wright Whirlwind was a highly successful engine in production for many years. Its founded a company which, by 1912, most famous applications were Lindbergh's "Spirit of St Louis" and Kingford-Smith's "Southern Cross" was manufacturing and selling aircraft in (seen above). The Southern Cross replica now under HARS management utilises a more modern radial the US and Europe, however they failed engine—the 300hp Jacobs R-755A2 which is similar in appearance to the Whirlwind. to match developments taking place in Europe and, by 1914, their aircraft were the Curtiss-Wright Corporation, which Harry Truman. In 1940, the smaller North completely outclassed. By contrast, dominated the US industry for over American (Pratt & Whitney) company their hated rival, Curtiss, followed 15 years. The Curtiss Division became was asked by Britain to manufacture overseas trends and produced a the prime manufacturer of fighters for the P40 under licence from Curtiss, number of successful aircraft, including the US military—while the Wright engine but instead designed in record time the famous 'Jennie' trainer manufactured division manufactured radial engines in a superior fighter which became the in thousands in WW1. ever increasing sizes and power, from immortal P51 Mustang. the 220hp Wright Whirlwind in 1925 The Wright company declined and was through to the ultimate 3400hp R-3350 Curtiss belatedly saw the writing on the sold off in 1916, providing the surviving Cyclone utilised in Connie. wall and tried to design a successor brother, Orville, with a substantial fortune to the P40, but it was too late. Curtiss which sustained him in a semi-scientific In 1939, the Curtiss-Wright Corporation designed and flew a number of different role for the rest of his life. was, by far, the largest aviation fighter designs in 1942/1943 which manufacturing organisation in the US. showed no advantage over the P51. WW1 temporarily saved the Wright Other smaller companies such as P40 production ceased in November company. The US entered the war in Boeing and Lockheed were struggling 1944 (13,920 were produced) but there 1917 totally lacking proficient combat to survive—but Douglas was thriving on was no replacement design—and the aircraft, so the US started manufacturing commercial airliner production. Pratt & end of the once mighty Curtiss Division British aircraft. The Dayton-Wright Whitney, the only competitor to Curtiss was in sight. company, as then known, entered -Wright in the radial engine market, large scale production of De Havilland was at one stage close to bankruptcy. The final nail in the coffin of Curtiss DH4 aircraft, but this continued only The arrival of WW2 revived these was the Helldiver. This aerodynamic until the end of the war. The Wright companies. monstrosity was designed to replace company, facing extinction, abandoned the almost obsolete Douglas Dauntless aircraft manufacture and turned to the In 1942, after the US entered the war, dive-bomber. The first Helldiver flew production of engines. Curtiss-Wright entered an era of even in December 1940 and, so great was greater prosperity. Gorged with money the power and influence of Curtiss, Curtiss, however, emerged from WW1 flowing from orders for thousands of the Helldiver was ordered into mass as the leading manufacturer of both P40 (Tomahawk/Kittyhawk) fighters and production even before the prototype aircraft and engines in the US, the only Wright Cyclone engines, Curtiss-Wright flew—and special factories were built competition being small companies, developed a corporate arrogance for the purpose. The Helldiver proved to most of which soon disappeared. which eventually antagonised the US be disastrously unstable, requiring 900 Ironically, the Wright company was Government and led to a damning absorbed by Curtiss, thus forming senate enquiry in 1943 headed by one continued next page Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 11

CONNIE'S ENGINES MY DAY AS A HARS six planes he would like to get. We all continued from previous page yell "you beauty". Then he says he wants VOLUNTEER 10 aircraft to be ready to fly in two days time. MH and WG roll their eyes and say Really it is a montage of many days. they will be ready but TW says "fair go, My friends ask "What do you do at the we need at least three days". airport"?, I reply "We work for 2 hours, Then there is HK who tells the most talk for 3, or visa versa or something outrageous jokes—I don't know how he completely different—who's counting". gets away with it. They ask "What days do you go there"? How can I leave out MM. She is That's simple, Fridays and Saturdays, as sweet as the chocolate M&M's. except sometimes the phone will ring, She says "good day love" and very then it could be Mondays, sometimes occasionally gives you a peck on the The Helldiver was the last aircraft produced in it's even Tuesdays or Wednesdays. If cheek­. Makes you feel good. But she quantity by the Curtiss-Wright Corporation, after I'm bored at home, Thursdays because does it to everybody else 'SIGH'. which engines produced by the Wright Division I like to see who else has come down. One day when I was admiring No 95, were the only business remaining to the Sundays, not often, but if it is for a good RW said "would you like a job", foolishly Corporation. Note the very short rear fuselage cause, what the heck. I said yes—but after 3 weeks those which was the cause of the aircraft's severe stability When I arrive on Fridays and Saturdays, Dakota hubs looked good. I even problems. there is a gentleman who sits in the learnt how to do crack testing on them. corner of the Office and greets me as I I sprayed them, put on the tyres and modifications and gross enlargement sign in—for which I get 'brownie points'. tubes, then painted the tyres with tyre of the tail surfaces and did not enter It's a similar system I have at home—so black—they looked good and I felt most service until late 1943, by which time many points, I get a reward. In the case proud of my work. KW said I did a good the 'obsolete' Dauntless had carried the of HARS, its a flight in a plane. The other job, but why did I have to sign the work main burden of the war in the Pacific. is almost as good. sheet 'shared responsibility'?. The instabilities were never fully eliminated and the Helldiver, named When I sign off on those two days, that A and PC, their dedication and work on 'Beast' and other more obscene fellow in the corner says "Thanks for the air stairs is inspiring. They say they names by its crews, was the last your help". He is a nice fellow and he will be finished soon—they think! Curtiss production aircraft, and Curtiss sometimes tells you a good story. Then there are the girls—they muck in disappeared by the 1950s. He has an offsider who seems to have and do jobs that I think they should not a lot of jobs to do including looking after do—but they say what the heck I don't Wright Aeronautical manufactured the petty cash tin. When I give him a mind. Whilst the girls in the shop entice over 100,000 radial engines during receipt for petrol or tip fees all he can all those people to pay and come and WW2 and emerged in a commanding seem to find is coins—so for the rest of look us over—it helps our funds. position, rivalled only by Pratt & Whitney the day I walk lop sided because of the I suppose I should not forget JH. The in the US. However, by the 1950s, all weight in my pocket. back of his landcrusier is like Bunnings, other engine manufacturers had turned I'm lucky I get to do other jobs— if you need something to do a job its to turbine engines, but Wright had a cleaning oil off the floor, keeping there. myopic management which believed the yard clean. But there are that there would always be a large You see some amazing sights. To me compensations as I get to talk to people market for big piston engines. This belief the best is carried out by DB who looks who answer my silly questions and after the 'Cat'. On my first flight in her, was encouraged by the healthy sales explain things to me. of R3350 Cyclone engines to power the as we were coming in for landing, 'D' Constellation and DC6/7 airliners which There is GG who looks at you with produced what looked like a magician's dominated the World’s airlines, followed his steely eyes, puts his arm on wand, poked it through a hole in the by the Lockheed Starliner, a Connie your shoulder, than takes the time to side and pushed the centre lock to ensure it was home and we could land with a new wing but still powered by enlighten me. He looks tough but inside safely. Then with a smile on his face he the R3350 Cyclone. It entered service I think he is just a pussy cat. puts the magic wand in its appointed in late 1957 (only 18 months before the There is the Coffee King—you get in place—Einstein would be proud of him. 707) so very few were sold and it was the fork lift, there's a coffee cup; you go the last large piston powered airliner. into one of the store rooms, there's a There are many more tales but suffice Wright made a belated attempt to enter coffee cup; you go down the yard, they to say I feel lucky to be among a beaut the turbine market by manufacturing are on the oil drums, on the fixtures, in group of gals and guys. the British Armstrong Siddeley Sapphire the containers. The're everywhere, but How could I leave out TD. He cooks engine under licence—but it was too he is also a nice fellow, he really drives our sausages, looks after the lodgers, late. In the 1960s, Wright Aeronautical things along. He must have a strong keeps the lunchroom stocked with collapsed—and the illustrious Wright constitution. Some of the sandwich goodies and lets us know if we do the name disappeared forever from concoctions I have seen him make wrong thing. the ranks of aviation manufacturing would kill a black dog. Signed 'One of you' companies. What would lunch be without the Chief 'Poo Bah' telling us he has seen another p.s. No names were used to protect the innocent Page 12 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

DISEMBARKING FROM A DC-3 AT DARWIN AIRPORT IN THE 1960s John Brownjohn The following was written in 1997 in response to an article written on page 59 of issue 48 of Australian Geographic concerning the DC-3. Photograph of Darwin Airport on 30 October 1955 showing a Comet 3 flown by John Cunningham, and The DC-3, registrated VH-MMA, was a Constellation. On board the Constellation was . The departure of the Constellation was used in passenger service in the 1960s delayed so that Fysh could have a chat with Cunningham (it could only happen in Darwin). by McRobertson Miller Airlines, initially When a DC-3 arrived, it would taxi west between the hangar and the RAAF fence located behind the on the Perth-Darwin route and later hangar as can be seen in the photograph above. in the Darwin area. At the time there was no domestic passenger terminal fence was too narrow for the DC-3 the wheel on the table and secondly as such at the Darwin Airport, the to make the turn unassisted. Some to stop the aircraft when in position. If passengers waited in a designated area ingenious soul had provided a solution the turntable was missed or the aircraft of the (then) civil hangar, alongside the to this problem by the installation of a ran past, the engines were shut down part of which had been converted to an turntable of some 8 ft diameter flush and passengers disembarked away upstairs lounge area for international within the tarmac surface. The DC-3 from the terminal and the aircraft later traffic during the 1956 Olympic Games. would arrive taxiing west and positioned positioned for departure by tug (a The domestic aircraft departures and the starboard wheel on the turntable somewhat ignominious situation for arrivals were at the rear of the hangar rim. Once in position, the wheel brake the crew). Generally, the DC-3 taxied limited by the fencing to the RAAF was applied and power applied to the towards the turntable with the Copilot boundary. The aircraft arrived by taxiing port motor. The aircraft pivoted on the in the starboard seat leaning out of west between the hangar and the turntable until facing east then taxied the cockpit window to view the wheel RAAF fence and had to make a 180 forward to the disembarkation position. and (presumably) direct the pilot to the degree turn to position facing east for This sounds a simple procedure, turntable. In view of the chancy nature of passenger disembarkation. The DC-3 however, to position the starboard the process, it was not uncommon for is not a very manoeuvable aircraft on wheel exactly on the turntable required betting by passengers and bystanders the ground and the width of the area considerable pilot skill in a tailwheel on correct arrival or not. between the hanger and the RAAF aircraft such as the DC-3 to firstly place "fun bit"... .does that mean someone might Wirraway Restoration to be undertaken by HARS play ball with me? HARS senior management have been successful in negotiating with Eric Lundberg for the right to complete and display fly the Wirraway Aircraft A20-99. Eric has owned "99" for approximately thirty years and has made powerful inroads into the aircraft's restoration. In the last ten years, Bob Mather of Minto assisted Eric in his dream and furthered the aircraft's restoration significantly. Now HARS will finish the job. Rob Greinert will be heading up the restoration team with Bill Smith as supervising engineer. One of the first jobs was to secure certain parts known to be needed to complete/upgrade the restoration and this has been achieved with the acquisition of a large Wirraway spares holding, including another engine. The restoration will be one of the first rebuilds on display in the new restoration center located on the Museum Building's ground floor. The high quality of the work and the finishes employed will no doubt be of intense interest to aviation buffs and the general public alike. Certainly a live rebuild will be a fascinating development to watch. Members will be invited to participate in various aspects of the restoration according to skill and experience, however Rob assures us that most of the hard work has been done and the fun bit is about to commence. Needless to say this exciting addition to our fleet of historic aircraft is most welcome.

KNOW OF ANY WIRRAWAY PARTS OUT THERE- Call Rob on 041 451 2619 Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 13

Behind the Scenes with arrival at the old Commonwealth Aircraft Corporation (CAC) site, now Hawker A94-901 de Havilland, it was obvious that this aircraft had been out in the open for Maureen Massey some time and exposed to the extreme As agreed, we met in the de Havilland weather conditions that Victoria tends carpark at Bankstown at 6.00am on to offer. There was A94-901 guarding a a cold and dark June morning. We now desolate manufacturing site, which must be mad, however, the thought of was once a hive of activity producing Day three was embarking on our mission, which was, many of Australia’s leading fighter and fuselage day, and we to acquire, disassemble and transport trainer aircraft. were happy to greet Tony Young a Sabre aircraft from Fishermans Bend and Trevor Dean (Australian Aviation 901 was the first CA-27 Mk 30 Australian Museum Bankstown) who arrived from in Victoria to Bankstown, New South Sabre produced off the CAC assembly Wales, kept us focused and unaware of Sydney to help us out for a couple of line and delivered to the RAAF in August days. the extreme cold conditions at that hour 1954. It was the “guinea pig” for many of the morning. (Yeah right!) design variants that followed. Ian had secured two huge air bags made from paper, which we inflated After loading my Fairlane with tool boxes After the acquisition of CAC by Hawker and all the necessary bits and pieces and used to support the Sabre while de Havilland, it was decided to retain the undercarriage was retracted. These we could possibly carry, including a ownership of the aircraft for historical suitcase each, Kevin Camper (HdH), Ian bags were placed on top of some reasons, and when Boeing bought the wooden pallets, and the overhead crane Debenham (Powerhouse Museum), Ken company in 2000 and sold off the land Noyes (ex Apprentice Master HdH) and used to lift the fuselage and maintain in Fishermans Bend, the Sabre lost its most of the weight. It was quite an myself (HdH) departed Bankstown and stable, and was up for adoption. headed south towards Victoria. exercise, and looked quite precarious, Fearing the worst, I submitted a however, it worked but I must admit, The Paragon at Goulburn was the proposal to HdH (Boeing) management, when the fuselage was placed into its breakfast stop, then on to Holbrook suggesting that because of its historical cradle for shipping, a huge sigh of relief where we stretched our legs and after significance alone, A94-901 should be echoed around the hangar. climbing all over the Oberon Class relocated to a Museum where it would By day five, the Sabre Team had 901 submarine there, it was on the road stand as a legacy to the Australian again, next stop Melbourne. ready for transportation to Sydney, and manufacturing industry, particularly had achieved the goal they had set It was dark when we arrived at St aviation heritage. My proposal was earlier in the week. The trucks arrived Kilda, our accommodation had been accepted, and here we were, the “Sabre and loaded the stands and jigs and arranged by Tony Young (Logistics), a Team”, ready to do our thing. all the boxes we had packed with work colleague, (now ex-friend!), one The first job was to move the aircraft parts and odd bits, and set off for their hotel room for each of the boys, I had indoors where we could start the journey to Sydney. been assigned to an apartment. Well, dismantling, and thanks to the after standing in the foyer of the hotel for Full marks to a great team, Kevin, relocation of personnel, we were Ian, Ken, Tony and Trevor, for their about 10 mins listening to the owners provided with a huge hangar, complete having a domestic in another room, dedication, their time, their expertise, with overhead crane, (which hadn’t their patience and their teamwork. we were finally given the keys and been used since WWII), toilets and directions to our “suites”. The rooms small kitchen. Thanks also to the HdH employees at were very, very ordinary, old as the hills, Fishermans Bend for their cooperation but after all, we were only there to sleep! The removal of the wings began, what a and assistance they provided to our job. Did I mention that it was still winter, team, and also to HdH Management for My apartment was another story, and inside the hangar was like working located in a building about 4 blocks trusting our judgement and putting faith inside a refrigerator. We all dressed in our dream. away, smack in the middle of the red appropriately and some more, and still light district on St Kilda Road. That felt the cold. Trying to undo bolts while Footnote: didn’t bother me as much as the fact lying on an aircraft wing in the middle Apart from being the first production that I had to climb over a body in the of winter (in Victoria) is a memory that Avon Sabre in Australia, A94-901 served stairway (still not sure whether he was will remain with me for all time! Much with the RAAF until 1967. Its career dead or just passed out!) to reach my cursing followed and many hours later included service with 76 Squadron at “apartment” on the first floor. What the wings were separated and placed in Williamtown in 1965 and flying with the an education that was, no locks, no jigs we had made out of wooden crates. Marksmen livery in 1966. windows, NO WAY! At this stage, some of the HdH After re-assembly and extensive Back to the hotel and after rearranging employees were starting to show restoration by the Sabre team on its the beds, I was given my own room, interest in our project and offered delivery to Bankstown, A94-901 is now and much relieved about that. to help when they could. This was proudly on display in the Historical The next day dawned and it was off to wonderful, and before long we had a Aircraft Restoration Society’s (HARS) Fishermans Bend to begin the task of fork lift, chains, ropes, coffee, biscuits Museum located at the Illawarra pulling apart our treasured Sabre. On and other goodies to ease our pain. Regional Airport, Albion Park, NSW.. Page 14 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

MEMBER PROFILE: BOB DEANE Bob Deane never seems to stop. The exception to this is when he stays overight at HARS on Fridays. After the day's activities have ceased, he has been noticed sitting back enjoying the fruits of nature served in a wine glass. Good for you Bob, life is for living. After having sat with Bob a few weeks back to get a run down on his life, I can say that his life has certainly been influenced by 'those magificent men in their flying machines'. Here is a snippet of some of those influences. Bob was born in Victoria in the 1930s. Unfortunately, the family home was 1946 ... and now destroyed in the 1939 bushfires at Warrendyte. Shortly after this the family moved to Perth where Bob's mother was employed by Avro doing electrical wiring in aircraft. When Bob was about 8 years old, the family moved to Sydney. Not long after, on 5 March 1946, Bob joined the Air League at North Sydney. On completing his schooling at Parramatta High, Bob started an apprenticeship as a fitter and machinest (turner). On completion of his apprenticeship, Bob started his National Service with the Airforce, having been ealier deferred due to his apprenticeship. Bob did his time at Rathmines and at the end of the six months was asked to stay on as a Airframe Fitter. He accepted the invitation and was dispatched to 2AD (Aircraft Depot) at Richmond. From 2AD he took an exchange posting Iswahyudi (Indonesia) for six months. to 11 Squadron to work on Neptunes. at Parliament House (now known as Old In 1973 it was back to Australia and This Squadron was also based at Parliament House). He retired again in to 5 Squadron at Fairburn (this was a Richmond. 1994. hellicoper squadron). In 1961 Bob transferred to Butterworth But as before, Bob didn't really retire. In 1976 Bob took a UN posting to Egypt to work on Sabres. From here it was From 1995 to 2000 Bob ran his own and was based at Al Garda Airfield on then on to Williamtown where again he computer repair business from home. the Suez Canal. worked on Sabres and Mirages. Around 2003, Bob, who is a member of 1977 to 1979 saw Bob at Headquarters In 1971 he was posted back to the Maritime Squadron Association, was Support Command (HQSC) at Victoria Richmond with 38 Squadron to seated next to one Bob De La Hunty at Barracks. Bob retired from the Airforce undertake a course on Carabous. On an Association event. He was talked into in 1979 and retired with his wife to completing this course Bob went to going to have a look at HARS and the Canberra. Vietnam with 35 Squadron and was rest as they say 'is history'. located at Vung Tau. But Bob didn't retire because shortly Bob only thought he had finally retired. after arriving in Canberra, he started In 1972 Bob returned to 38 Squadron We at HARS know that there is always working for the Commonwealth at Richmond. From here he was posted something that needs doing and who Government in Hansard Administration to Sabre Advisory Flight (RAAF SAU) at better than Bob Deane to do the job? Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS) • Page 15

HARS wins an award at the the Kalgoorlie collection... IMB 2007 Illawarra Tourism Awards

Are we all ready to go... At the Illawarra Tourism Awards ceremony held in the WIN Entertainment Centre at Wollongong on Friday evening 21st September, HARS won one of the two Distinction awards given within the “Tourist Attractions” category.

The award was announced by host and MC Susie Elelman and accepted by HARS Tours Coordinator John Martin who said that it was indeed a great honour for the Historical Aircraft Restoration Society.

John also said that the Award had been won due to the efforts of many HARS members and HARS supporters who had toiled long and hard in many ways to ensure the creation of our world class Museum of active aircraft exhibits, a museum where the public can not only see historical aircraft, but can also view them being restored or in actual operation.

The award is all the more impressive when it is considered that competition within the Tourist Attraction category was extremely high, and that there had been eight finalists.

HARS was also a finalist in the “ Event or Festival” category, where we submitted an entry for our “Wings Over the Illawarra ” event. We at HARS are proud to be part of the Illawarra Tourism scene and to have provided a unique tourism destination for the Illawarra. John Martin See you guys in a few days time

When there is no tug available, what are the options... about 50 people pushing Page 16 • Phoenix, Winter Edition 2007 • Historical Aircraft Restoration Society Inc (HARS)

Watching, waiting...

57 Shoalhaven Street (PO Box 152) Kiama NSW 2533 Telephone: (02) 4232 1999 Facsimile: (02) 4232 3185 Marketing Pty Ltd Email: [email protected]