Flightpath august

AIRSHOW SPECIAL – LOCAL AND INTERNATIONAL ROUND-UP

CABIN CLASS LUXURY

New home for ‘Hawdon’

Aus Wacos

Me 109 ‘Gustav’ First flight in the USA

Tempest down An Australian in Europe NEWS Mustang moves ✪ P-40 projects ✪ Zero flies Neptune ✪ Canberra ✪ Caribous and Tracker moves & more AIRSHOWS Echuca ✪ TAVAS ✪ Illawarra ✪ Legends Wanaka ✪ Sun ‘n Fun ✪ Chino ✪ Old Warden & more

MU FEA SEUM TUR ES g

I ..

s a 2 n & t u 47 W s g alk Mc ess Re au nt nde s Gi K ds e il a e l u e

OPENING HOURS: The Museum is open daily from 9:00am to 5:00pm (except Christmas Day and Boxing Day). Special opening hours are available to groups and charters by prior arrangement.

Tours operate daily and bookings are essential.

Combination tour packages are also available.

P: (07) 4658 3737 | E: info@qfom.com.au Address: Longreach Airport, Sir Hudson Fysh Drive, Longreach QLD 4730

qfom.com.au

38

Contents Volume 28 Number 1, August-October 2016

Features

44 Cabin Class luxury Four luxury Custom Cabin Waco biplanes were imported in the 1930s but, until recently, no further examples followed. Flightpath Editor Rob Fox details these Antipodean classics from the Golden Age of Aviation.

16 New home for ‘Hawdon’ Editor Rob Fox covers the history of one of the most historic DC-3s in Australia, VH-AES ‘Hawdon’, and looks to the future.

50 No milk runs

20 The Martin Baltimore: Part 2

The Pacific theatre in W.W.II offered peculiar dangers and hardships. Nearly ninety per cent of losses were not due to enemy action. Michael Claringbould explains why there was no such thing as a milk run.

Mark Lax concludes his study of the role and operations of the RAAF’s forgotten bomber with a look at the story of Nos. 454 and 459 Squadrons and non-RAAF Baltimore units.

26 “An aerial experiment”

56 “A fine fighter pilot” In March 1945, an experienced Hawker Tempest pilot was lost as he climbed through cloud. Adam Purcell reveals a talented, but sadly little known Australian pilot.

Andy Wright briefly outlines the major historic aircraft types used by the Royal Flying Doctor Service during its first 88 years.

33 “At the foot of a tulip tree”

62 Airspeed’s overlooked Oxford Airspeed’s elegant twin engine quiet achiever of W.W.II is profiled in detail by James Kightly.

Michael Claringbould explains how the mystery of what happened to a young P-39 Airacobra pilot over a remote part of New Guinea was resolved via a 1957 memoir.

38 ‘Gustav’ at the beach

CABIN CLASS LUXURY

New home for ‘Hawdon’

Aus Wacos

A large crowd was privileged to witness the first American flight of a Messerschmitt Me 109G since the end of the war. Luigino Caliaro looks at the history of this remarkable survivor.

Me 109 ‘Gustav’ First flight in the USA $9 95 / NZ $9 90 inc GST) VOLUME 28 NUMBER 1 01

9 771320 587007 P INT PO T PPROV D 1 000 808

Tempest down An Australian in Europe NEWS Mustang moves ✪ P 40 projects ✪ Zero flies Neptune ✪ Canberra ✪ Caribous and Tracker moves & more AIRSHOWS Echuca ✪ TAVAS ✪ Illawarra ✪ Legends Wanaka ✪ Sun ‘n Fun ✪ Chino ✪ Old Warden & more

COVER:WacoCabin biplanes,theECG-8Special (VH-ECG)flownbyNigel ArnotandGuyBourkeinhis AGG-8CustomCabin NC66206seenattheAAAA Nationalfly-inandcaptured herebyFlightpath'sEditor RobFoxfromMatt Henderson’s O1-G Birddog.

Regulars 4 19 42 68

News Mailbag Poster Airshows F L I G H T PAT H | 3

News Kittyhawk A29-28 at Amberley, Queensland, in March 1942. [Buzz Bushbey]

Editor: Rob Fox Ph: (03) 9580 7436 Email: mail@robfoxphotography.com Contributing Editors: Michael Claringbould, James Kightly, Ron Watts, Andy Wright All letters and contributions should be sent to the editor: PO BOX 253 Bentleigh Victoria 3204.

Research: Monica Walsh, John Hopton ADVERTISING National Sales Manager: Andrew Murphy, 17–21 Bellevue Street, Surry Hills NSW 2010.

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Point Cook Kittyhawk The RAAF Museum at Point Cook has sent its P-40E Kittyhawk project to Precision Airmotive for completion. The historic 75 Squadron RAAF aircraft (41-5336/A29-28) is a veteran of that newly-formed unit’s brave defence of Port Moresby from March to May 1942. The Kittyhawk’s brief but hectic combat career lasted until April 17 when it was damaged by enemy fire over Port Moresby. Patched up, it was flown back to Australia to be repaired by No. 5 Aircraft Depot in Queensland. Although made operational, it was eventually sent south and served with 2 OTU in Mildura, Victoria. On 2 October 1944, however, the aircraft’s Allison engine caught fire and it was force landed five miles south-west of its Mildura base.

It was declared a write-off three years later.

In the 1970s, the fuselage was on display at Pearce Dunn’s Warbirds Museum in Mildura. The restoration of the Kittyhawk was begun in earnest by Jack McDonald at Essendon and later moved to Queensland. Jack eventually sold the project to the RAAF Museum and the aircraft headed south again.

Initially, the wings were restored by the late Murray Griffith’s Precision Aerospace Pro-

The fuselage of the RAAF Museum’s historic P-40E project leaving the museum for Wangaratta. [RAAFM] ductions in exchange for several A-20G Havoc wrecks. These had been recovered from Papua New Guinea to aid the restoration of the museum’s Douglas Boston and the Havoc ‘The Hell‘N Pelican II’. Some of these A20G remains were moved to Wangaratta when the deal was originally agreed upon.

The balance was picked up with the Kittyhawk.

Precision will complete the restoration of the P-40 to its 1942 configuration and it will be finished in its 75 Squadron scheme of the time. No decision has been made, however, if this will be done before or after its return to the museum. Rob Fox

The P-40N fuselage rebuild is well underway with the wings in the jig also taking shape. [PFS]

All Mail to: GPO Box 606, Sydney, NSW 2001

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4 | F L I G H T PAT H

Pay’s new project A P-40N Warhawk project, consisting of a fuselage and wings, that has been under rebuild at Precision Airmotive in Wangaratta has been sold. Owned by an undisclosed European entity, Platinum Fighter Sales brokered the deal with well-known warbird identity Ross Pay of Scone, New

South Wales. The rebuild of the wings and fuselage will be completed by Precision along with the addition of a rear cockpit with dual controls. The P-40 will then move to Scone and the final fit out and engine installation will be completed by Pay’s Air Service. Rob Fox

News

P-51 Moves North The only non-CAC built Mustang flying in Australia, P-51D 45-11526, VH-FST, has been acquired by Brad Bishopp in Brisbane, Queensland. The Mustang was flown north on 2 June by Cameron Rolf-Smith after the sale by Platinum Fighter Sales on behalf of Pay’s Air Service of Scone, New South Wales.

Imported in 1999, the aircraft was rebuilt

by Panama Jack's Vintage Aircraft Restorations, at Jandakot Airport, Western Australia, for the late Bill Wyllie. It was finished in the colours of an 82nd Tactical Reconnaissance Squadron F-6D Mustang flown by Medal of Honor recipient Captain William Shomo. After Wyllie's passing, the Mustang was owned and operated by Mike Aitchison and Peter Croser in South Australia until the sale to Pay’s Air Service. Earlier this year Pay’s overhauled and reinstalled the Mustang’s Packard Merlin and brought the aircraft back to flying status after a long hiatus out of the air.

The aircraft is now resident at Archerfield and has become part of the Fighter Pilot Adventure Flights inventory that includes (among others) the modified Yak 3U-R2000 ‘Steadfast’, an L-39 Albatros and a Waco biplane. Their extensive fleet will give people a chance to experience the full gamut of high adrenalin adventure flying. Rob Fox

ABOVE: The Mustang on arrival at Archerield with (from left) Paul Mowatt-Wilson, James Crockett, new owner Brad Bishopp, Rebecca Kelly, Cameron Rolf-Smith, Nick Maddocks and Myke Scowen. [Mark Greenmantle] LEFT: The P-51D ‘Flying Undertaker’ on take-of. The Mustang is itted with a second seat for adventure lights. [Rob Fox]

Mustang motivation In what is the largest fundraising project of its type in recent years, the Australian National Aviation Museum has secured the oldest surviving Mustang in Australia. The aircraft, A68-71, was delivered to the museum’s Moorabbin workshop on 9 July.

The former owner graciously offered the Mustang to the museum if the requested price could be met. In acquiring the aircraft, the museum’s Commonwealth Aircraft Corporation collection would be completed. It was already the largest collection of its kind in the world.

Through a variety of sources, mostly museum members and private individuals, but also some corporate support, and a lot of hard work, the asking price was achieved and the stored aircraft was collected by a small convoy of volunteers’ vehicles. The next step in the Mustang’s journey to ground-running condition is already underway. One of the museum’s core goals is to provide training in aircraft restoration techniques (metalwork, riveting, fabrication etc) to youth and the unemployed. This training can provide a head start in a career in aviation or other technical professions. Several young museum members have already benefitted from the experience.

The initiative officially kicks off with the Mustang. To raise funds to help cover materials, insurance and co-ordinator’s costs, for example, a crowdfunding campaign has been launched. Visit the museum’s website for details.

Andy Wright The Mustang A68-71 before it was delivered to the museum’s Moorabbin workshop.

Mustang P51 D Q L39 Albatross Yak 3U Steadfast Q AT-6 Harvard Waco W5F

Archerfield, Queensland 1300 35 99 22 www.fighterpilot.com.au

[Dave Soderstrom] F L I G H T PAT H | 5

[John Parker]

News

Tracker trading The eleven former Royal Australian Navy Grumman Trackers stored at West Sale now have a certain future. The subjects of much interest from Australian collectors, museums and enthusiasts, the aircraft will be employed in the aerial firefighting industry in the United States.

The Tracker has proven to be a successful firefighting asset when upgraded with modern avionics and the radial engines replaced by turbines. As the West Sale Trackers are some of the lowest timed examples of the type to survive, they are an attractive proposition for use in the firefighting role.

Four aircraft were found to be in worse condition than the others and have been disassembled for shipment to the US. The outer wings were removed and will be used as spares and the fuselages will also keep the owner’s Tracker fleet supplied with useful and valuable components.

The remaining seven aircraft will continue to be stored at West Sale and will be converted at a later date thus continuing the operational lives of these popular old sub-hunters. Andy Wright

Dissected Caribous Oakey’s DHC-4 Caribous were disassembled for transport to their new homes in June. The Australian Aviation Heritage Centre at Caboolture received A4-228 after a relatively short journey, while the National Vietnam Veterans Museum on Phillip Island, Victoria, faced a more complicated challenge to have their two aircraft delivered. The South Australian Aviation Museum should have received A4-225 by the time these words are read. This Caribou, like A4-228 pictured, still has its centre wing box attached, as the museum could not justify the man-hours to remove it (or the unacceptable alternative, actually cutting into the airframe!). So the overwidth load was required to travel to South Australia directly from Queensland via the Strzelecki Track. Andy Wright

The former RAN Grumman Tracker S-2E N12-153998 arrived in Australia, on board HMAS Melbourne, on 22 November 1967. It was damaged in the infamous Nowra hanger ire in December 1976 and repaired and put back into service. [Dave Soderstrom]

Tracking nicely The Grumman S2F-2/S-2C Tracker (BuNo133351, N8100Q) owned by Big Belly Airlines of Marana, Arizona. It has not lown for the past twenty years, and is currently in Ontario, Oregon. Work has been carried out to return it to operational condition before it is lown to its new home at Marana Regional Airport. The Tracker will be maintained and operated

by Fighting Classics, and is set to be the only operational S-2C in the world. [Keith Charlot]

Neptune moves

As the undercarriage retracts under the weight of the aircraft, the fuselage is lowered to the ground. The nose section was then removed for transport. [Ron Cuskelly] 6 | F L I G H T PAT H

An exciting addition to the impressive Queensland Air Museum (QAM) fleet at Caloundra is former 10 Squadron RAAF Lockheed Neptune A89-277.

The Neptune had been on display with the Syd Beck Collection in Mareeba since 1978. The Beck collection has been winding down and QAM took the opportunity to secure this large and impressive aircraft. While on display at Mareeba, the aircraft, a SP-2H/P2V-7, was displayed inside a hangar so it is in good condition with relatively little corrosion.

It is not a simple task to dismantle and transport large aircraft, but the volunteers from the QAM accepted the challenge with their usual gusto and, over several days in February and March, broke the Neptune down into its structural components ready for transport to Caloundra. The aircraft is now safely at its new home and will be reassembled and restored for display.

This Neptune was delivered to Townsville on 28 April 1962 after a nine-day flight across the Pacific (as a result of engine trouble in Hawaii). After a long and varied service with 10 Squadron, it was finally retired in 1975. The Neptune was advertised as surplus in July 1977 and was acquired by Syd Beck for display with his aircraft collection in Townsville before being moved to Mareeba. John Parker

News

Doolittle Center Collection Grows The former Shell Lockheed Vega 5C featured in the previous issue of Flightpath (Vol. 27, No. 4) was delivered to the Jimmy Doolittle Center, at Vacaville's Nut Tree Airport in northern California, in May. It was unveiled in early June at an event attended by Joanna Doolittle Hoppes (Jimmy Doolittle's granddaughter) and aviation great Bob Hoover. Although restored to an airworthy standard, it has not flown, and will be displayed statically at the museum. Also delivered with the Vega was an incredibly rare Kinner R-5 Playboy.

This aircraft (NC14963) is the last surviving complete example of eight Playboys manufactured by Kinner in Glendale, California, between 1934 and 1935. Powered by a 160hp (119kW) Kinner R-5 five-cylinder radial, the Playboy was a twoseat side-by-side coupe. Five examples were bought by the Bureau of Air Commerce while the rest went to sports pilots. It was a much admired type, robust and with good control, but any commercial success was hamstrung by the Depression. This example, the final Playboy built, was, like the Vega, part of John Desmond's collection and was meticulously restored by his Heritage Aircraft shop. An airworthy Waco Taperwing (NC949H) from the John Desmond collection is also now on display in the Jimmy Doolittle Center. Mike Shreeve

The Original Classic Leather Hard Shell Flying Helmets

[All images Mike Shreeve]

ABOVE: Although restored to airworthy standard, the Shell Lockheed Vega 5C has not been lown, and will be displayed statically at the museum.

TOP: The airworthy Waco Taperwing.

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F L I G H T PAT H | 7

News

Boeings Retire Two significant Boeing airliners made their final flights to retirement at the Museum of Flying, Seattle, Washington, USA, earlier this year. At 11 o’clock on the morning of 2 March 2016, the first-ever Boeing 727 returned to its birthplace of Boeing field and the Museum of Flight. Flying from Paine Field on the other side of Seattle to Boeing Field took 15 minutes after months of preparation. The brief trip was flown with only essential flight crew: pilot Tim Powell, copilot Mike Scott, flight engineer Ralph Pascale, and safety officer Bob Bogash. After the welcome ceremonies, with thousands of fans, Boeing workers and 727 crews in attendance, the aircraft was opened to the public. The Boeing 727-100 N7001U first flew on 9 February 1963, the first of 1,832 examples. It was the first Boeing commercial jet built without a dedicated prototype.

Delivered to United Air Lines on 6 October 1964, it remained with United for its entire service life of 27 years, and flew an estimated three million passengers.

In 1984, the Museum of Flight's Chairman of the Aircraft Acquisition Committee, Bob Bogash, approached United and asked for the 727 on its retirement. On 13 January 1991 it flew a final revenue trip, and then was ferried to Boeing Field for an acceptance ceremony. It made one last flight - to the Museum's Paine Field Restoration Center. Bogash, a Boeing Company veteran of thirty years, also became the 727 restoration project manager. With United having removed a significant number of parts as fleet spares, the museum needed replacements. In 2004, Federal Express donated a 727-100 and engines, while in 2005, Clay Lacey donated a further 727-200. Mean-

while, over 25 years, enthusiastic volunteers helped to bring the plane back to life for a final flight.

On 26 April 2016, the museum’s Boeing 247D N13347 - one of only four remaining, and the only one airworthy - was ferried into retirement from Paine Field to the museum.

It had been in the Museum's collection since 1966, and was flown to events around the country between 1994 and 2004. On the final flight, the crew were Boeing test pilots Mike Carriker (chief test pilot for the Boeing 787 Dreamliner) and Chad Lundy.

The 247D is recognised as one of the first modern airliner designs, offering then-unmatched speed and comfort in a sturdy, allmetal sophisticated twin-engine monoplane. However the success with United Air Lines was short-lived, the Douglas DC-2 and DC-3 quickly rendering the 247 obsolete.

N13347 was built in 1933, and was delivered in 1934 to launch customer United Air Lines. After a colourful career in the U.S.

ABOVE: The irst Boeing 727 airliner on rollout at the Boeing factory, Seattle, Washington, in 1963 to where it has just returned. [Boeing] TOP: The Boeing 247 on an earlier light before retirement. [Boeing] and Latin America, restoration of the nowretired machine began in 1979, with its first post-restoration flight in 1994. The 247 will be placed in front of the Museum throughout the summer, then it will be positioned in the Aviation Pavilion next to its arch rival the Douglas DC-2.

The 727 and 247 arrivals hugely enhance one of the world’s most important collections of historic airliners, aircraft that have changed the world we live in: a DC-2, Boeing 747 ‘The Spirit of Everett’ RA-001 - first ever ‘Jumbo Jet’; the 1967 Boeing 737 prototype N515NA and Concorde G-BOAG, among many others. James Kightly

UK Update

Spitire Mk.V EP122, G-CISV, made its public debut at Biggin Hill, Bromley, after a complete reconstruction. The project was constructed from the crashed remains recovered from the sea near Gozo in Malta. Airframe Assemblies undertook the build at their Isle of Wight establishment before the aircraft was shipped to Biggin Hill for inal assembly. [Gary Brown] 8 | F L I G H T PAT H

Peter Teichman’s Hangar 11 collection P-51D Mustang 44-72035 has been overhauled over the winter and reinished in what is believed to be its original 99th Fighter Squadron, 332nd Fighter Group markings as the personal mount of Tuskegee airman George Hardy. It wears the name ‘Tall In The Saddle’. Hardy, 91, is alive and well, and a visit to see his aircraft is planned to take place later this year. [Gary Brown]

News The A6M5 ‘Zero’ was one of the stars of the 2016 Planes of Fame Air Show. [Frank Mormillo]

‘Zero’ airborne again After a full refurbishment, the only fully authentic airworthy Mitsubishi A6M ‘Zero’ returned to the sky again at Chino, California, in time to take part in the 2016 Planes of Fame Air Show last April (see page 72). Powered by its original Nakajima Sakae radial engine, the A6M5 (serial 5357) was first restored by the Planes of Fame Air Museum in 1978. In 1978, shortly after it was restored, 61-120 was shipped to Japan for an extended flying tour. In

1995, along with a P-51D Mustang, the ‘Zero’ was disassembled and returned to Japan for another extended tour of the Home Islands, flying along with the Mustang in a program billed as ‘Flying As Friends’. It visited Japan once again in 2013 for static display and engine run-up demonstrations at the Tokorozawa Aviation Museum. After returning to Chino in early 2014, the museum decided that a full refurbishment was in order. After all, the

aircraft had been flying for three and a half decades with only routine servicing.

A team of volunteers, headed by Fighter Rebuilders technician and Planes of Fame volunteer Cory O’Bryan, subsequently returned the aircraft to better-than-new condition. Finished in the colours and markings it wore when captured on Saipan in W.W.II, the ‘Zero’ has made a welcome return to Planes of Fame’s flying collection. Frank B. Mormillo

Canberra Goes South 27-28 AUGUST 2016 WATTS BRIDGE MEMORIAL AIRFIELD

GAF Canberra A84-226, long-term resident of RAAF Forest Hill, Wagga Wagga, NSW, being loaded for delivery to the Australian National Aviation Museum in Moorabbin.

A team of volunteers disassembled the bomber for transport over the course of several months. After its lying career, the aircraft served as an instructional airframe at Wagga from 1971 before being placed on display within the grounds of the base. It arrived on June 19 amid much media attention and will be restored to static condition. Andy Wright [Dave Soderstrom]

For details and booking visit:

www.brisbanevalleyairshow.com.au F L I G H T PAT H | 9

News Graham Peacock’s Iraqi Fury is stunning in its new colours as Sea Fury prototype SR661.

Air Leasing’s Spitire Tr9 ML407 and Seaire III PP972, landing back after the Balbo.

Flying Legends For more than twenty years, Flying Legends has been the pinnacle of warbird air shows. It attracts the finest aircraft and most experienced pilots from around the world to Duxford airfield in Cambridgeshire, UK. The organising team, led by Jane Larcombe, produced another superb event despite the less than ideal weather conditions with strong winds continually threatening to disrupt the flying programme.

Stealing the show was Richard Grace in the recently imported Fury FB.10, G-CBEL (ex-VH SFW). His Air Leasing company reassembled and repainted the aircraft into the Sea Fury prototype scheme just in time following its arrival from Australia. The Fury is owned

by Graham Peacock who will base it at North Weald in Essex as part of his growing North Weald Heritage Aviation collection.

Among the many highlights at the show was the first public display appearance of the Comanche Fighters Spitfire Vc EP122. The veteran of the defence of Malta was masquerading as a Spitfire Mk. I for its role in the Christopher Nolan film ‘Dunkirk’.

Mention must be made of the attendance of globetrotting Lockheed 12 Junior NC-14999. The Lockheed flew almost 7,000 kilometres to get to Duxford from Washington state. It is certainly one of the most travelled vintage aircraft having previously crossed the Pacific Ocean in 2010 when it flew from New Zealand to California.

The number of display aircraft was slightly down on previous years, with the resultant Balbo finale comprising just twenty aircraft. Serviceability and weather issues across mainland Europe were the contributing factors to these lower numbers, but that did not hinder the spectacle that is Flying Legends. Gary Brown 10 | F L I G H T PAT H

The Fighter Collection incredible stable of Curtiss Fighters, P 36C, Hawk 75 and P40C.

Lars Ness tucks the gear up on the ‘Shark’ P51D G-SHWN.

News

SOS Skyraider

AFMNZ’s big shuffle Visitors to the Air Force Museum of New Zealand have a new space to explore with the museum’s reserve collection of aircraft, vehicles and engines now in their new building.

Ultimately, these aircraft will go on public display when the museum takes full occupation of its new aircraft display hall.

Completed in February 2013, and including new technical conservation workshops, a large section has been made available for conferences and events, while Christchurch continues its recovery from the 2010 and 2011 earthquakes.

The week-long move saw the most aircraft-related activity the Wigram tarmac had seen in many years. Manoeuvring the Freighter was a delicate operation due to its large wingspan.

The team had a precise plan with the position of each aircraft, vehicle, and engine laid out. Sometimes there were only a few inches to spare between the exhibits, but all went well and visitors to this superb museum can now walk through the new space as part of the free guided tours. Michelle Sim, AFMNZ, and Andy Wright

The former VNAF Douglas AD-6 Skyraider, 52-139606 (NX39606) has been brought back to life after being stored for the past six years in San Diego, California. Purchased by the Cavanaugh Flight Museum in Addison, Texas, Fighting Classics, of Marana, Arizona, was contracted to return the aircraft to operational condition. After two weeks of maintenance, the Skyraider was ferried to Fighting Classics’ base at Marana for further work prior to final delivery. The AD-6, redesignated A1-H in 1962, was originally delivered to the USN before being transferred to the USAF and serving with the 6th Special Operations Squadron in South Vietnam. It was transferred to the South Vietnamese Air Force in 1972. Recovered from Thailand by Yesterday’s Air Force in 1980 it was eventually rebuilt to fly by Fighter Rebuilders in Chino, Ca.in 1989. It joins the museum’s EA-1A Skyraider. Rob Fox

[Keith Charlot]

The museum’s Strikemaster and two of the Skyhawks receive a rare airing. [AFMNZ]

Bomber boys remembered Air Commodore Geoff Harland, Commander Air Force Training Group, was the guest speaker at an annual ceremony honouring the airmen of Bomber Command in Melbourne on Sunday, 5 June. Twelve veterans were among more than 160 people who packed the auditorium at the Shrine of Remembrance for the service, the largest crowd seen in the five years this ceremony has been running.

“As a modern aviator I marvel at the bravery of these young men,” Air Commodore Harland said during his address. “The example they set for us in terms of commitment, valour and sacrifice is instructive to us all and, I would argue, sets an unmoveable foundation for the values we

hold so dear in our modern Air Force.”

Sadly, the poor weather blanketing much of the east coast of Australia on the day precluded a planned commemorative flypast.

The Royal Victorian Aero Club’s formation team was unable to leave Moorabbin and, while the Mustang did get airborne at Tyabb, low cloud over Port Philip Bay forced it to return to base.

The Melbourne ceremony, organised by Bomber Command Commemorative Association Victoria (www.bombercommand.org. au), was one of several to take place around the country, on or around the same weekend, including a national gathering centred on the Australian War Memorial in Canberra. Adam Purcell

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Laurie Williams DFC, a 460 Squadron RAAF veteran, lays a wreath during the ceremony as Chaplain John Brownbill looks on. [Adam Purcell]

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News

Gathering of Luscombes In the Sierra foothills of Northern California, the 40th Annual Columbia Gathering of Luscombes was held at Columbia Airport during the weekend of May 20-22. Short field takeoff, spot landing and flour bombing competitions were the order of the day on the Saturday. Awards were also presented for the best of the various Luscombe models in attendance.

A bright yellow and red Monocoupe 90AL, belonging to Jan and Elden Iler, was parked among the Luscombes. It was certainly not out of place, as Donald A. Luscombe built the early Monocoupes before he left the company to found the Luscombe Airplane Development Corporation in 1933. The oldest aircraft on the field was Robin Reid’s rare 1929 Monocoach, powered by a Wright Whirlwind R-670-8, flown down from Oregon for the event. Roger Cain LEFT: The Luscombes and their friends were parked on the grass taxiway facing each other. [All images Roger Cain] BELOW: Robin Reid’s 1929 Monocoach was originally built in Moline, Illinois, by the Mono Aircraft Corporation.

ABOVE: The short ield take of judges keep a careful eye on the departure point of this 8E Special.

ABOVE: Jim Zazas makes a low departing pass in his 8A before a leisurely light around the area.

RIGHT: With a lot of immaculate aircraft in attendance, the judges ultimately gave the Grand Champion award to Lisa Keinholz and her 8E. 12 | F L I G H T PAT H

News

Collings night shoot

Since 1989 a major focus of the Collings Foundation has been its ‘Wings of Freedom Tour’ of airworthy W.W.II aircraft. In April, with the help of photographer Keith Charlot, the Foundation added a variation to this season’s tour. During a stopover in Marana, Arizona, after the day’s flying had been completed, a static night photoshoot for a gathering of local aviation photographers was conducted. This involved firing up, one at a time, the B-24J Liberator, B-17G Flying Fortress, B-25J Mitchell and TP-51C Mustang. The Collings Foundation is based in Stowe, Massachusetts, and the ‘Wings of Freedom Tour’ visits more than 120 cities across the United States annually. The collection includes almost thirty aircraft, many of which regularly fly, that range from a 1909 Curtiss Pusher to a Vietnam-era F-4D Phantom. Rob Fox

ABOVE: The P-51C Mustang (42-103293) ‘Betty Jane’ was rebuilt with the addition of a second seat.

RIGHT: The B-25J-15-NC Mitchell (44-28932), now lying as ‘Tondelayo’, was delivered on 3 August 1944. At one stage during its post-war career, a 3,785 litre borate tank was installed.

BELOW RIGHT: The B-17G Flying Fortress lies as ‘Nine-O-Nine’, an 8th Air Force, 91st BG aircraft. Although it entered service too late for combat, it did serve as part of the Air/Sea 1st Rescue Squadron and later in the Military Air Transport Service.

BELOW: The Consolidated B-24J Liberator (44-44052) served with the USAAF, RAF and Indian Air Force. It is painted as ‘Witchcraft’, an 8th AF bomber that lew a record 130 missions over Europe as part of the 467th BG. [All images Keith Charlot]

F L I G H T PAT H | 13

New home for ‘Hawdon’ One of the most historic DC-3s in Australia, VH-AES ‘Hawdon’, has found a new home.

Hawdon Operations Ltd has been brought into the Historical Aircraft Restoration Society (HARS) fold and the aircraft was flown from Melbourne to the HARS facility at Illawarra Regional Airport on 11 June. It joins a fleet that includes two ex-RAAF C-47 Dakotas.

The aircraft was completed in late October 1942 as a C-47. As 41-18660, it was dispatched to the USAAF’s Fifth Air Force and arrived at Archerfield, Queensland, in January 1943. Nicknamed ‘Shanghai Lil’, it quickly accrued 1,700 hours but was released for civilian use and registered to the Department of Civil Aviation on 4 September 1944.

Initially operated by ANA as a freighter, VH-AES was extensively damaged in an aborted take-off on November 5. During the subsequent repair it was modified to carry

passengers and returned to fly a daily service from Archerfield to Cairns in mid-1945.

In order to support the newly formed Australian National Airline Commission (ANAC), it returned to the government fold and was transferred to Trans Australia Airlines (TAA). Now renamed ‘Hawdon’, VHAES operated TAA’s first passenger flight on 9 September 1946 from Essendon to Sydney.

New Guinea beckoned in 1960 and the aircraft, pulled out of storage, was renamed ‘Moresby’ and operated in one of the world’s most challenging flying environments, as VH-SBA, for more than a decade. Returned to Australia in September 1971, TAA’s inaugural flight was recreated to celebrate the 25th anniversary, with thirteen of the original 21 passengers on board, as well as the grandson of explorer Joseph Hawdon It returned to New Guinea, as ‘Wewak’, until July 1973 when it entered a period of

‘Hawdon’ starred as KLM’s DC-2 ‘Uiver’ in the 1990 miniseries ‘Half a World Away’ about the 1934 MacRobertson London to Melbourne air race. [Rob Fox]

14 | F L I G H T PAT H

outside storage at Melbourne Airport. Refurbished in 1979, VH-AES became a Melbourne landmark, suspended from an arch in the airport’s car park for eight years, before being removed and parked outside again.

Hawdon Operations Ltd was formed a year later. In January 1988, Australian Airlines staff volunteered to restore the old Douglas and work proceeded apace. A commemorative flight on 9 September 1988 celebrated the 42nd anniversary with six of the original passengers on board.

Maintained by retired Qantas staff, VHAES was flown on promotional and charity flights for Qantas. Warwick Tainton, president of Hawdon Operations Ltd, said HARS would keep the DC-3 “flying well into the future and at the forefront of Australia’s historical aircraft artifacts.” That is, after all, where it belongs. Rob Fox

When TAA named their DC-9 VH-TJT ‘Joseph Hawdon’, the original ‘Hawdon’ was lown in formation on 3 April 1989 for the airline’s promotional photos. The DC-9 is currently under restoration at Grissom AFB in Indiana. [Rob Fox]

Pilots for the 42nd anniversary light on 9 September 1988 were Dave Wiltshire and Alan Searle, who also lew Hawdon’s recent light to HARS. [Rob Fox]

ABOVE: On 29 April 1987 VH-AES was removed from its lofty perch. [Hawdon Ops Ltd] LEFT: The inal hand over at Wollongong. ‘Hawdon’ engineer Jason Burgess, HARS president Bob De La Hunty, pilots Dave Wiltshire and Alan Searle, and engineer Mark Dewey. [Dave Soderstrom] BELOW: Hawdon joins the HARS leet alongside C-47s A65-94 VH-EAF and A65-95 VH-EAE. [HARS]

F L I G H T PAT H | 15

‘Semper Fi’ takes to the sky H

aving been assigned to the Southern California Wing of the Commemorative Air Force (CAF) in 1993, this North American PBJ-1J Mitchell (BuNo 35857) was one of the wing’s first aircraft. However, after flying in to their base at Camarillo Airport, it would be another 23 years before the bomber flew again. In fact, it was quite some time before the Wing even discovered the bomber was a rare U.S. Navy PBJ. When it arrived at Camarillo, the Mitchell was known as ‘Big Ole Brew’ and sported the USAAF serial 44-30988.

A few months after Lieutenant Colonel Jimmy Doolittle led sixteen B-25B Mitchells off the deck of the USS Hornet for the first bombing raid against Japan in April 1942, an agreement was reached allowing the Navy to share in the production of the bomber. Altogether, 706 Mitchells, from the C-model to the J-model, were delivered to the Navy under various PBJ designations.

Armed with guns, bombs, rockets and torpedoes, the medium bombers were primarily used by the U.S. Marine Corps from bases in the Pacific for anti-shipping and bombing missions. Some of the Marine Corps Mitch‘Semper Fi’ on the CAF SOCAL Wing ramp at Camarillo Airport after its irst post-restoration light.

16 | F L I G H T PAT H

ells were also fitted with search radar in pods under the fuselage, on the wingtips, or on the nose. The Navy only used a few PBJs for equipment development and testing.

Originally ordered for the USAAF as 4430988, the CAF’s Mitchell was actually delivered to the U.S. Navy on 24 May 1945.

First assigned to Service Squadron 8 at Jacksonville Naval Aircraft Modification Unit, Special Weapons Division, at Warminster, Pennsylvania, the bomber was finally declared surplus in 1947 and sold on the civilian market. Registered as NL5865V, the aircraft was operated by fourteen different companies or individuals before it wound up with the Confederate Air Force at Harlingen, Texas, on June 28 1988. First named ‘Big Ole Brew ‘n Little Ole You’, the Mitchell moved to Midland, Texas, along with the CAF headquarters staff on September 9 1991 before moving on to the Southern California Wing in 1993.

Having already done a lot of work on the bomber in Midland to rectify corrosion issues, the Southern California Wing’s colonels expected it would only need a little bit of additional work to meet their flight standards. However, upon closer inspection at

Camarillo, many more issues were discovered and the discouraged unit actually set the project aside for a decade. In 2003, however, under the leadership of Marc Russell, a team of volunteers began the daunting task of totally rebuilding the Mitchell. Damaged by corrosion, a lot of the skin had to be replaced, the propellers needed to be overhauled and, with the help of the Chino, California-based Aero Trader crew, the port Wright R-2600 engine was rebuilt. The bomber had been subjected to a number of modifications that required correction to return it to its original military configuration. After years of dedicated work by as many as fifty volunteers (some of whom passed away before seeing the project completed), the Mitchell finally returned to the sky at Camarillo Airport on 15 May. The crew on the flight was pilot Russ ‘Big Dog’ Gilmore, co-pilot Dana Dorsey, flight engineer Marc ‘Big Daddy’ Russell and loadmaster/safety observer Russ Babbitt. Renamed ‘Semper Fi’, the Mitchell has been finished in the colours and markings of MB-11, a PBJ-1J that was lost in combat while flying with VMB-611 near the Philippines on 30 May 1945. Frank B. Mormillo

LEFT: A photo of the Mitchell’s cockpit just before its irst postrestoration light.

BELOW: The crew for irst post-restoration light (left to right): loadmaster/safety observer Russ Babbitt, light engineer Marc ‘Big Daddy’ Russell, co-pilot Dana Dorsey and pilot Russ ‘Big Dog’ Gilmore.

TOP: The PBJ on inal approach to land after its second postrestoration test light on May 15.

ABOVE: ‘Semper Fi’ is itted with a bombsight and lexible .50 calibre machine gun mount in the nose.

RIGHT: The Mitchell during its long restoration BELOW: The Mitchell taxies out for its second post-restoration light on May 15.

F L I G H T PAT H | 17

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Mailbag

Those Mariners Hi Rob, I have just finished reading about the Martin Mariner (Flightpath Vol 27, No. 4) and remembered taking photos of what I think is a piece of the rudder from one of these aircraft. The numbers, as you can see are just about obliterated but the ‘A70’ is still there followed by the number ‘1’ (I think).

The piece was against the fence near the Warbirds hangar at Goolwa airport, South Australia, and was, I assume, owned by them as there was a photo of a Mariner on the wall in their hangar. These photos were taken mid-2006 when I went there for a ‘warbird dog fight’ in Nanchangs which I and my stomach survived (just). Yours, Graham Bouquet Hi Graham, this is the rear fuselage of the Mariner A70-12. This aircraft was withdrawn from use 1 February 1946 and stored at Lake Boga before disposal on 25 March 1948. There is also a flight deck of a Mariner at Ballarat that is believed to be from A70-12. Rob

ABOVE: Mariner A70-12 lying with 41 Squadron RAAF. [Mike Mirkovic collection] LEFT: The rear fuselage of Mariner A70-12 sitting upside down at Goolwa.

[Graham Bouquet]

Spotters and Suisen Seaplanes Hi Rob, My 92 year old uncle Jack McLeod just came across the article ‘Cutting Daffodils’ (Flightpath, Vol 21, No. 2). He was very excited to read about the Japanese Suisen Seaplanes. He was strafed by one in August 1942 at Morobe, New Guinea.

He was with a small party of aircraft spotters operating as a volunteer army unit from the ‘39th’. They survived out bush for seven months sending radio warnings to Port Moresby about any enemy aircraft activity.

Jack was with Frank Franks and Alby O’Mara.

It was expected that the Japanese would try to set up a base at Morobe Harbour. Jack,

Frank and Alby made their way to a hill overlooking the harbour. They came across an abandoned Lutheran Mission house and decided to set up there. They strung radio wires up between two kapok trees and settled in to keep watch.

Around 10am the next morning Jack heard an aircraft engine overhead. They then spotted a strange looking Japanese aircraft. At first they thought it was carrying a torpedo, but realised it was a seaplane.

They thought it was doing a run down the Warria River but it banked and came straight at them with guns blazing. The place was riddled with bullets but no one was hit.

They think the wires in the trees slightly put off the attack and helped them survive.

Over the years I’ve often heard this story and Jack has always wanted to know what that strange aircraft was.

Thank you for your article which answers this question.

Jack has also told stories of shot down aircraft crashing in the jungle and saying that they were the only witnesses.

Thankfully, he is still as fit as a Mallee bull! Best Regards, John Miller The A6M2-N ‘Rufes’, also referred to as the ‘Suisen 2’ (Hydro ighter type 2), of the Kamikawa Maru ighter squadron. [Aerographics.com]

More Mariners Hi Rob, many thanks for publishing the ‘Mighty Mariner’ in full, given your space constraints. In a remarkable coincidence, I am able to shed some light on the ‘Col Mahoney’ Bill Tarplee inquires about in ‘Black Cats and Mariners’ (Flightpath Vol 27, No. 4).

Sergeant Col Mahoney was our popular Maintenance Section NCO when I was with No. 41 Squadron at Cairns. He was not a pilot or an officer then as Bill Tarplee imagines. I came across his name again in my post-war RAAF career when he was an Engineer Officer. I have the RAAF Officer Lists for 1974, the year I retired, so looked up his name and discovered that in the 1974 Engineer Branch he is listed as: O3110 MAHONEY, Colin Hubert, born 18.8.18, was promoted to the rank of Group Captain on 1.1.72 (the same year that I was promoted to Wing Commander).

Unfortunately, I never met him postwar but if I did we would have shared a lot of memories of the Martin Mariners. Bill’s account of his practical ability would fit well with the Col Mahoney I remember. I can’t recall a Mariner Bill refers to as having a ‘nose job’ done on it. Unit history sheets may shed some light on this incident. Regards, Les Sullivan F L I G H T PAT H | 19

The RAAF’s Forgotten Bomber of World War II

The Martin Baltimore Part 2 A In Part I, Mark Lax described the Martin Baltimore light bomber aircraft and its features. In Part 2 here, he covers the story of RAAF squadrons No. 454 and No. 459, together with the other non-RAAF Baltimore units.

20 | F L I G H T PAT H

lthough 1,575 Baltimore aircraft were built by the American manufacturer, the Glenn L. Martin Aircraft Company, the Baltimore was never operated by the various American air forces. It was used only in the Mediterranean and Italian theatres and was flown by a number of allied air forces including the RAAF. The RAAF’s experience with the Baltimore was generally very positive. The aircraft could take a fair amount of punishment, unusually was overpowered, so it could make a rapid escape from enemy fighters, and was forgiving of the hot, sandy desert conditions. In time, air and ground crews alike got to like their Baltimores, once the aircraft’s vices had been mastered.

By mid-1941, RAAF aircrew training had developed to the stage where new RAAF squadrons could be raised for the war in Europe (as had been agreed by the Empire Air Training Scheme [EATS] agreement signed in 1939). Preceding the raising of these new squadrons, 3 Squadron RAAF, a permanent air force unit, had been sent to the Middle East in 1940. Likewise 10 Squadron RAAF, which had been in England at the start of the war (collecting its Sunderland aircraft) and simply remained, and 1 Squadron RAAF which had been sent to bolster the defences of Malaya. The RAAF was not able to support any further squadrons until the EATS program was well underway. The first of these EATS units was 450 Squadron RAAF

Baltimore Q-for-Queenie drops a 500lb bomb over a Po River target, 1945. [Images via Author]

Wing Commander Pete Hender son, 459 Squadron RAAF CO, in front of his machine.

F L I G H T PAT H | 21

which was raised in February 1941 as a fighter squadron. As would be the case for all new units that Australia sent to the Middle East, at the start they were combined with a sister RAF unit, in this case 260 Squadron, to help assimilate to local conditions.

After four fighter squadrons had been sent overseas, it was time to look at other operational roles. Next in line, 454 Squadron RAAF, was allocated by RAF authorities in London to be a bomber unit equipped with Baltimore aircraft, but that it would be deployed to the Far East. Then came a change in plans - the RAF now needed a transport squadron to move the troops around the desert theatre, so No. 454 was reallocated. This, however, did not suit the Australian Government – they insisted on aggressive front line roles. As such, 454 sat in limbo while other fighting squadrons formed and departed. Eventually, after much procrastination, it was agreed to form 454 Squadron RAAF in March 1942 as a bomber unit and that it would be used in the Western Desert.

With all this dithering, 454 would not be the first to fly the Baltimore. That honour went to 55 and 233 Squadrons of the RAF that made up their 232 Wing. They received their Baltimores in May 1942 and soon became operational. Next was 21 Squadron, South African Air Force, who received their Baltimores from July.

At this time Rommel was pushing the allies back and the RAF was called upon to provide as much support for the troops it could. The Desert Air Force (as it became known) began using the Baltimores and Bostons in a close air support role, with a system called ‘shuttle bombing’ from around 12,000 feet. Targets were the lines of Panzers, supply dumps, water and fuel depots, in fact anything that

22 | F L I G H T PAT H

could hamper the German advance. Each sortie consisted of a box of up to a dozen or more aircraft in a stepped ‘Vic’ formation. They soon became known as ‘Tedder boxes’ or ‘Tedder carpets’ (after the bombing pattern), so named after the theatre’s air commander, Air Marshal Sir Arthur Tedder.

By September 1942, Rommel was back where he started, the result of the combined efforts of the Desert Air Force and the 8th Army. However, it was the Battle of El Alamein in late October which was the beginning of the end for the Afrika Korps. Flying almost non-stop day and night raids, the Baltimores and Bostons took their toll of the Germans and certainly contributed to Rommel’s defeat. Yet there was still no Australian Baltimore squadron.

Following in-theatre training on Blenheims in Iraq, by January 1943, 454 was finally ready for conversion to the Baltimore and was moved to Gianaclis in Egypt. The Squadron was to be employed on convoy patrol and anti-submarine duties under the RAF’s 201 (Naval Cooperation) Group. Not quite the bomber squadron everyone expected. 454 Squadron RAAF would spend the next thirteen months with the Group.

The first sorties, a pair of back-to-back antisubmarine patrols, were launched on 4 March 1943. Although nothing was sighted, the squadron had finally entered the war.

Within a month, the squadron made a move to Gambut III and soon found it had begun a nomadic lifestyle. Tents and shacks were both accommodation and maintenance hangars. While naval cooperation was important, it was not the action the Australians sought. A call for a ‘special operation’ over Crete, a German stronghold, tweaked everyone’s enthusiasm, only to be dashed when instead of bombs, the payload turned out to be propaganda leaflets. It seemed ridiculous to the crews to send a bomber over a heavily defended territory only to drop toilet paper!

Perhaps in frustration, or perhaps to make a statement, the wags on the squadron loaded empty beer bottles as well as leaflets. These whistled on the way down making a sound like a falling bomb. Good for morale, it was also a good way to get rid of the empties.

The squadron learned another lesson a few days later when Flight Lieutenant Mick More on patrol sighted a U-boat just under

the surface. The crew dropped two 250 lb (113 kg) bombs, but no damage was done. Had they carried depth charges, the result might have been different.

The lesson: don’t carry bombs on anti-submarine patrol.

Although the squadron’s primary role was maritime patrol, the changing nature of the war meant the boring over-water flights would soon cease. All innocence was shattered on 23 July, with the squadron’s first real bombing raid on Crete. One hundred and twenty Allied aircraft would take part in this raid to destroy the enemy air defences. Eight crews were selected for two box formations of four aircraft apiece. Each aircraft was loaded with six 250 lb bombs.

The raid was a disaster. Five aircraft were lost and one crashed on return. Six airmen who survived became POWs. Flight Sergeant Ray Akhurst, a Brit in the squadron, crashed his badly flak damaged aircraft in the surf, just a few miles from base. He and his crew survived after nursing their Baltimore back almost 230 miles (370 kilometres). He was awarded an immediate Distinguished Flying Medal for his action.

As such, 23 July 1943 would go down as the squadron’s darkest day and the heaviest loss of Baltimores from any squadron for the war. The inevitable post-mortem found a number of costly errors, the main being the massive fighter escort arriving much earlier than expected and alerting the defences.

While the fighters could manoeuvre and escape, the slower bombers could not. Never again were massed low-level bombing raids planned over German island defences.

By August, the squadron was back on anti-submarine duties, but for this a new secret device – ASV or Air-to-Surface-Vessel (radar) was installed. By early September, Wing HQ also decided a daily reconnaissance of a nominat-

ABOVE: A Baltimore on its delivery ferry light, at 9,000 feet above a blanket of clouds.

The long-range ferry tank gave the aircraft’s sleek proile a distinctly pregnant look.

[VIA Jones Family Collection]

RIGHT: A raid on Fiume harbour on 5 November 1944.

ed Greek island was warranted prompting some wag in the mess to comment: ‘This war’s getting too bloody dangerous’. It necessitated the fitting of 300 gallon (1,136 litres) long-range tanks which stretched the Baltimore’s endurance to six hours. The problem was, no bombs could be carried.

On 3 September Italy capitulated and this would mean a change of circumstance for the Desert Air Force and the squadron.

While some in the squadron expected a recall to Australia, none expected the dogged German resistance up the spine of the Italian mainland. With this, sorties into the Aegean began in an effort to squeeze German supply, and plans were laid for a campaign against the outposts on the Greek Dodecanese Islands – another of Churchill’s great ideas.

The main outposts of Cos, Leros, Crete and Rhodes became popular targets and their supply shipping in particular. In effect, the Dodecanese campaign was a trivial side show that did not warrant the effort the RAF and RAAF put in. With this offensive, the squadron received its first Mk Vs with which the Unit Historian recorded that ‘the differences appear to be mainly superficial, but the ‘driver’s office’ now looks more like a Wurlitzer organ keyboard than ever. 52 switches somebody said!’

A German reinforcement of the Dodecanese in October put paid to an easy Allied retaking of the islands.

As island recces and patrols continued, so the losses mounted. Five aircraft were lost in November with all crews killed; another three a month later. Nev-

ertheless, Greek island attacks continued throughout early 1944, culminating on the 1 June ‘big strike’. The squadron provided three Baltimores for a 72 aircraft strike on a massive enemy relief convoy heading for Crete.

The raid was a complete success with the Germans losing their capability to resupply their garrisons. Five squadron members received the DFC for this action.

The raid would be the last major Mediterranean operation for 454. In July they moved to Pescara on the Italian mainland to support the allied push north. Here the squadron would be used for day and night bombing and army support. After flak, the main danger for the squadron was now the weather. Gone were the clear desert days and Mediterranean haze. Italy was wet and when winter set in, freezing and snow driven. AirA Mk IIA Baltimore in USAAF colours, probably at the factory. FA105 crashed in Nigeria on its ferry light and was written of.

F L I G H T PAT H | 23

fields turned to mud and life became difficult for all. In the final push towards the German border, the squadron concentrated on the Po River bridges, as cutting them prevented the German escape. With the end of the war in Europe, the squadron remained in situ until officially disbanded on 20 August 1945. Their Baltimores were returned to the RAF and the men headed for home.

As for the other RAAF Baltimore squadron, 459, it was a different story. Preceding their sister unit to the desert by three months, 459 was set to be another naval cooperation squadron to concentrate on the Eastern Mediterranean. Originally operating Hudsons, then Venturas, the squadron would claim a U-boat sunk in June 1943.

Flying against shipping convoys supporting Rommel, 459 achieved a number of significant enemy ship and destroyer sinkings.

It was not until July 1944 that the squadron began to receive its allocation of Baltimores, the Mk IV and Mk V versions. These were the long-range variants given over by 454 Squadron when they moved to Italy.

However, unlike 454, 459 would remain in the Mediterranean theatre. Operating out of

afte FW475 of 459 Squadron RAAF

24 | F L I G H T PAT H

r a forced landing at Kastelli

Berka III in Cyrenaica, a program of ASW, armed reconnaissance and bombing commenced. Eventually, and with little enemy shipping left, the squadron concentrated on land targets on Crete, Rhodes and other smaller islands. There was little excitement even on the bombing missions with the exception of a six aircraft strike against a radar installation on Crete on 25 August 1944. So hard was the target to see, that even at low level, none could guarantee they had hit it!

With the war in the Mediterranean coming to an end, a final massed raid on Melos, one of the few remaining German outposts, was planned for 30 October 1944 in preparation for allied landings. There would be a follow up the next day. Led by the CO, Wing Commander ‘Pete’ Henderson, eight squadron aircraft attacked the Melos gun emplacements from different heights and angles. After considerable damage was noted, the Unit Historian recorded: ‘There is some hope that we shall not have to attack the island again, as our forces have reported to have taken the island and to have contained the enemy’.

With the Aegean cleared, the remainder of 1944 was spent dropping propaganda

Pediados on Crete – Novemb

er 1944

leaflets, not bombs. Called ‘nickelling’ these operations were not popular as crews still ran the chance of being shot down. By February 1945, operations had ceased and the unit prepared to move to Devon to convert to Coastal Command Wellingtons, but the end of the war put a stop to these plans and on 10 April 1945, the squadron was disbanded.

The British Baltimore Squadrons It was RAF squadrons that were the mainstay of the Baltimore, with ten active squadrons, two operational training units and a strategic reconnaissance flight all equipped with various marks. With aircraft arriving from March 1942, the RAF began to replace the obsolete Ansons and Blenheims that had been operating in that theatre since the start of hostilities. 1437 (Strategic Reconnaissance) Flight and 223 Squadron were the first to convert. However, it was not until January 1943 that a formal program of conversion at 70 Operational Training Unit (70 OTU) in Kenya was established as the need for formal crew training increased.

As the Desert Air Force grew in strength, so too did the number of RAF Baltimore units. Number 69 Squadron received a flight of Mk II models in August 1942 and by February the following year, it was an all Baltimore unit based in Malta. Together with sister squadron, 55, they were the only units to operate all six Baltimore variants.

Given the success of the Baltimore as an anti-submarine platform, it is perhaps not surprising that the British Fleet Air Arm showed interest in them for post-war patrols of the Mediterranean. While German U-boats were no longer a threat, the growing might of the Soviet Navy appeared so.

Consequently, 728 Squadron FAA acquired fourteen Mk IV and Mk V Baltimores which they operated out of Malta from September 1944. At least one aircraft was stripped back to bare aluminium giving it a striking appearance. With the post-war armed forces rationalisation, the FAA retired their Baltimores in November 1946, with some being simply stripped of useful equipment and pushed off the cliffs at Hal Far aerodrome.

Other Users As well as the RAF and RAAF, there were also a number of other allied air forces who flew this aircraft.

The first were the South Africans. Like the RAAF, the SAAF was unprepared for the war and like the RAAF underwent a rapid and massive expansion. By 1941, enough crews were available to support the British in the Western Desert and North Africa. Between April 1941 and May 1943, the SAAF contributed eleven squadrons, three of which operated Baltimores. The first to be allocated the Mk III was 21 Squadron SAAF which had formed in Nakuru, Kenya in May 1941. Initially flying Marylands, the Baltimores arrived in August 1942 and were no doubt a welcome change.

This unit was soon followed by 60 Squadron SAAF which received the earlier Mk II and Mk III models in October. Their task was mainly photo reconnaissance and survey of German positions, but the Baltimore proved too vulnerable for this role and they soon converted to Mosquitos. By August 1943, all the Baltimores had been returned.

The last and longest serving SAAF Baltimore unit was 15 Squadron. They received their first Baltimore Mk IIIA in May 1943, replacing their Marylands, and continued to operate the later variants in Italy till the war’s end. It and 454 Squadron often operated together and were fierce rivals, each

trying to outdo the other in number of bombs dropped, missions flown and targets hit.

Greece had been invaded in 1941 and the few Greek airmen who had escaped were keen to take the fight back to the enemy occupying their homeland. Their first fully operational squadron to serve in the Middle East was 13 (Hellenic) Squadron of the Royal Hellenic Air Force. Previously flying Ansons and Blenheims in the anti-submarine role with 201 Group, the squadron re-equipped with Mk III Baltimores in late 1943. With their better performing aircraft, the Greeks now added photo-recces, offensive sweeps and bombing to their mission lists. In the first three months of operations, the Greeks could boast over 1,300 sorties, an excellent record commended by Allied air HQ. By 1944, the squadron concentrated on bombing, and moved to Italy in May having added the Mk IV Baltimores to their inventory.

In Italy, the squadron operated with the South Africans’ 3 Group, where they contributed to the Allied bombing offensive against transportation centres, enemy strongholds and military installations. From June, they transferred to the RAF’s 245 Wing which was undertaking operations into Yugoslavia and Albania. These missions were particularly dangerous because of heavy enemy anti-aircraft fire. With Greece liberated, the squadron ceased offensive operations in November 1944 and returned to their homeland. By December 1945, the last of the Greek Baltimores had been retired and scrapped.

With the Italian capitulation in September 1943, it would only be a matter of time before Allied Italian Air Force squadrons would form. The Italian Air Force (Regia Aeronautica) was formed in 1923 under the fascist regime of Benito Mussolini. They took part in the Ethiopian and Spanish Civil Wars of the thirties and supported the Luftwaffe from the beginning of World War II.

The main theatre of operations was the Mediterranean and North Africa, but after the Allied invasion of Italy the Regia Aeronautica was disbanded and a new air force, the Italian Co-Belligerent Air Force or Aviazione Cobelligerante Italiana (ACI) was formed in support of the allies.

The ACI established two Baltimore bomber squadrons from January 1945 under what became known as Stormo Baltimore. Both 28° and 132° Gruppo operated the Mk V out of southern Italian bases against targets in Yugoslavia and Albania. While operations ceased in May 1945, the units retained their aircraft until 1947.

Perhaps the least known Baltimore squadron was the Free French Air Force’s GB 1/17. The Groupe Bretagne had formed in January 1942 with Maryland aircraft that the French had originally ordered in the late 1930s but had been subsumed by the RAF when France fell. By July 1943, the various parts of the Free French Air Force had been consolidated into the Armée de l’Air with their headquarters in Algiers. It was not until 1945 that the French received their Mk V Baltimores, but these were used in various supporting roles.

At the end of the war, light bomber types such as the Baltimore, Boston, Marauder and Hudson had become obsolescent in the post-war era. The world was entering the jet age and the cold war where nuclear bombers would be the norm. Baltimores were no longer needed and scrapped. Sadly, none remain today.

In the next issue, we will feature the personal memories, specially written for Flightpath, of an RAAF pilot who lew Blenheims in the Middle East and Baltimores in the Mediterranean.

Mk IV Baltimore FA425 at Berka III. Note the wind in the trees behind necessitating a rudder lock.

F L I G H T PAT H | 25

Of all the aircraft that were modiied for lying doctor service, the Tiger Moth was easily the most claustrophobic for the patient.

An aerial

experiment Australia’s world-renowned Royal Flying Doctor Service is about to enter a new age in terms of operating capability and provision of care, as it now approaches the ninetieth anniversary of its formation. Contributing editor Andy Wright briely outlines the major historic aircraft types used during the irst 88 years.

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efore it had advanced very far, and perhaps before the dream of flying around the world had properly taken root, the aircraft was off to war. With war, however, came great technological leaps, and the aircraft that saw out the end of the conflict were veritable monsters compared to the types that were the first to see combat. In late 1917, the Reverend John Flynn received a letter proposing the use of aircraft to help solve his problem of delivering timely and effective medical care to those living in some of the most remote areas of Australia. The man who sent the letter, John Clifford Peel, was sailing to Europe at the time, and would ultimately join 3 26 | F L I G H T PAT H

Squadron AFC as an R.E.8 pilot. Sadly, he was killed shortly before the Armistice.

Peel’s letter, incredibly detailed and listing advantages and disadvantages, even distances and flying times between regional centres in rural and outback Australia, was the inspiration and confirmation Flynn needed. On 17 May 1928, after considerable fundraising, a de Havilland DH.50 took off for the first flight of Flynn’s great experiment – the Australian Inland Mission’s Aerial Medical Service. Today, we know it as the Royal Flying Doctor Service (RFDS).

That first aircraft, the DH.50 (VH-UER), was the forebear of a modern fleet that numbers 66 aircraft in 2016. Leased from

The DHA Drover, unsuccessful as an airliner, found its niche with the RFDS. [All images RFDS Collection]

This Fox Moth was the irst on the register and was eventually operated by Australian National Airlines and hired to the AAMS. It was modiied to take a stretcher in 1937 but, after a series of engine issues and poor performance in hot weather, it was replaced in mid-1938.

F L I G H T PAT H | 27

Qantas, it was modified to become the first air ambulance in the country, with the airline ensuring it was always ready to go at short notice. In the first year of operation, operating from its base in Cloncurry, Queensland, the service flew more than 30,000 kilometres, proved the “aerial experiment” and, most importantly, treated more than 200 patients.

The service persevered through its formative years, accentuated by drought and the Great Depression and, in 1934, the Australian Aerial Medical Service (AAMS) came in to being, and the first of the state-based sections was created. Interestingly, a Victorian Section was the first to begin operations, but it chose to provide a service to the remote north-west area of Western Australia. The new sections were all due, of course, to the success of the operation in Queensland. The rest of the states followed suit over the next couple of years, although Tasmania did not register its own operation until 1960.

With this expansion came a greater need for aircraft and the fleet of leased machines grew. The DH.50 as a type was retired in 1934 and was replaced by the DH.83 Fox Moth and the DH.84 Dragon. The Fox Moth was similar in concept to the DH.50 in that it was a single engine aircraft with a cabin forward of the pilot. This cabin was modified to accommodate a stretcher and doctor relatively comfortably, but also had room for another passenger. The first ‘flying doctor’ aircraft to operate from the first Western Australian bases, Wyndham and Port Hedland, were Fox Moths. These were leased from MacRobertson Miller Aviation Co. Ltd (MMA) although were not exclusively for

A well-known photograph of the very irst aircraft employed by the service. Leased from Qantas, the DH.50 was named ‘Victory’ by John Flynn.

28 | F L I G H T PAT H

the service’s use, as they were usually a reserve aircraft for a local MMA route or operated a scheduled mail run.

The success of the Fox Moth as an air ambulance was followed by the next design from the de Havilland stable. The Dragon, being the necessary airliner of choice at the time, had enough room for at least one stretcher case and several passengers.

While it did sterling work, its inability to maintain height on one engine, particularly in hot conditions in central Australia, was a major cause for concern, and several serious accidents were attributed to a loss of power.

Their light overall weight allowed for decent short field performance, however.

With the war came further hardship for the service. While it was still quite a tiny operation with just six aircraft and six doctors, the foundations had been laid. Flynn made all of the assets of the service, including the radio network he had been instrumental in developing, available to the war effort. As the aircraft were leased from airlines like MMA and Qantas, some were ultimately im-

pressed by the RAAF. The Fox Moths, for the most part, carried on, although one, VHUSJ, was briefly impressed for service in “northern Australia” before the AAMS appealed directly to the Prime Minister for the aircraft to be returned to Port Hedland. It was, and soldiered on until 1958 when it was finally replaced by a Cessna 180. Even then, it was held in reserve. At one stage, in 1942 after an accident, it was replaced by a Klemm Swallow (VH-UUR) while repairs were effected.

A variety of aircraft were utilised by the flying doctor service during the war, with well-known Northern Territory aviation identity Eddie Connellan using his Percival Gulls, probably the fastest civilian air ambulances in the country at the time. Connellan, over the many years he was contracted to the service, was required to have one aircraft and pilot available at all times. Besides the Gulls, and other types like the Tiger Moth and Dragon Rapide, his business was to fly two DH.90 Dragonfly airliners as air ambulances after the war.

The GAF Nomad showed promise, with its modern engines and short ield capability, but it was only operated by the independently funded NSW Section.

LEFT: The second DH Dragonly on the Australian register, VH-UXB, was based in Charleville, Queensland, for lying doctor work in 1944. Qantas sold it to Eddie Connellan in early 1946 after yet another damaging ground loop.

BELOW: Remote communities such as this were what John Flynn was so determined to help.

F L I G H T PAT H | 29

A Dragon, on a typical remote strip, at Wanaaring, 180 kilometres west of Bourke, NSW.

its name to the Flying Doctor Service in 1942, a name by which it was already colloquially known, the various sections made particular use of the Australian-built, former RAAF Dragons that were offered for sale as surplus.

During the war, 87 Dragons were built by de Havilland in Sydney to meet the RAAF’s demand for more twin-engine utility aircraft. A small number were converted for air ambulance duties with space for one or two stretchers, and passengers on hinged seats. These aircraft, naturally, were ideal, but unconverted Dragons were also used, especially when leased from the airlines.

The Dragons, arguably a little long in the tooth during the war, were replaced by the DHA.3 Drover as the new type was delivered from 1950. The distinctive monoplane, with its three engines and fixed undercarriage, was to become the backbone of the service, which became the Royal Flying Doctor Service in 1955, and would continue to be until 1967 when replaced by mostly American types. The Drover, fondly remembered for its air ambulance work and little else, perhaps set the standard for modern-day RFDS aircraft in that it was flown by a single pilot, but carried a two-person medical crew and the cabin was equipped to carry two stretcher cases. In terms of performance, however, the original engine and propeller combination, Gipsy Majors and de Havilland variable pitch units, left a lot to be desired and a number of modifications were made to try to rectify the problems. It was not until 1960 that the first RFDS Drover was modified to Mk. 3 standard. The most obvious change was the installation of Lycoming O-360 engines and Hartzell constant-speed propellers. Importantly, these propellers could be feathered in the event of an emergency, thereby greatly increasing the aircraft’s chances with a dead engine. Three of the six Drovers used by the RFDS were further modified a couple of years later with extra span and dihedral 30 | F L I G H T PAT H

The updated Drovers negated the need to replace the type with the Dove added to the tailplane. This was the Mk. 3a variant and the aircraft were quite distinctive. The updated Drovers negated the need to replace the type with the DH.104 Dove, despite the efforts of de Havilland Australia to convince the RFDS otherwise. Doves were leased to the service, however, and in 1959 the Victorian Section bought an MMA Dove that became VH-FDV. It was around the time of the Drovers’ modifications that the service ended its reliance on leased aircraft. It began buying its own fleet and, for the next forty years, until the turn of the century, American manufacturers, such as Beechcraft, Cessna and Piper, dominated. The relationship with Beechcraft continues to this day, a long association that stretches back to at least the mid-fifties when the Queensland Section briefly operated a Staggerwing (VH-ACU) as a Dragon replacement from its Cloncurry base.

During this American domination, one Australian type, despite its limited use by the service, but because of a 1980s television program, became synonymous with the RFDS. The GAF Nomad was only used by the NSW Section. Independently managed and financed, the NSW Section was also the only section to use the Beagle 206 when it replaced its Drovers. Beechcraft Queen Airs, a type widely used for air ambulance duties in Australia, succeeded the other Drovers in the RFDS fleet.

The Cessna 404 and 441 were the mainstay after the 1970s and the policy of relying on two main types was maintained into the

new century with the King Air 200 series and Pilatus PC-12 (both capable of carrying two patients on stretchers). While the King Air is, and remains, a superb choice of aircraft, the Pilatus was an interesting choice.

Its performance is just below that of the King Air but it does it with one engine. The vast majority of aircraft used by the RFDS over the previous fifty years had been twinengine types. Two Cessna Caravans, operated out of Cairns by the Queensland section, joined the service in 2009, to end the two-type standardisation. At the same time, a Hawker 800XP, funded by Rio Tinto, joined the Western Australian fleet. A revolution in terms of operating capability and the only permanently configured medical jet in the country, the Hawker can carry three stretcher cases with room for three seated passengers be they medical staff or additional patients. The success of this aircraft, and the continuing relationship with Pilatus, will see the WA Section receive three PC-24 jets in 2018. These will, once again, be a revolutionary step in the provision of medical services to the rural and remote communities of Australia.

Such an advancement continues a tradition of innovation begun 88 years ago. Indeed, it continues the same sort of forward thinking exhibited by John Peel when he wrote to the Reverend John Flynn 99 years ago. From that one letter, and an inordinate amount of hard yakka and dedication, Australia is home to the world’s leading aero medical service.

Fox Moth VH-USJ was one of two secondhand aircraft ordered, through a UK agent, by MMA. Both aircraft were to be modiied to carry a stretcher in order to meet the AAMS requirements in the north-west of Western Australia.

LEFT: Dragon VH-URE had been in the country for almost seven years until acquired by the NSW Section in 1940.

BELOW: VH-FDC ‘John Flynn’, the second of two Drovers operated by the NSW Section.

F L I G H T PAT H | 31

RIGHT: An unidentiied 40th FS pilot poses with the squadron ‘red devil’ motif at 7-Mile airield. About half of the squadron’s Airacobras carried this motif and it was usually painted on both the left and right doors.

BELOW: A P-400 is photographed circa May 1942 at an unidentiied airield in northern Queensland. The red circles in the early U.S. insignia soon started disappearing when orders came down to remove them to avoid confusion with Japanese markings.

At the foot of a Tulip Tree South Paciic Correspondent Michael John Claringbould explains how the mystery of what happened to a young Airacobra pilot over a remote part of New Guinea was resolved via a 1957 memoir.

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rior to the commencement of hostilities, and before Buna and Gona became synonymous with military campaigns, Reverend James Benson managed the Anglican Mission station at Gona assisted by two mission Sisters. Benson was to be a lucky survivor, his 1957 post-war memoirs a gift to history, as they provide important detail on the fate of missing Allied and Japanese airmen. Benson’s routine was interrupted on the afternoon of 21 July 1942 when a fleet of Japanese ships anchored offshore.

The mission staff hastily evacuated on foot while the Japanese established defensive positions and used the mission to store supplies. Accordingly, the mission would be regularly targeted by Allied bombers, and the area including Gona would not be recaptured by Australian forces until early 1943.

While the Japanese busied themselves with supplies around the mission, Benson and his party hid successfully in the jungle of the area they knew so well. Several days later, during an ambush, Benson became separated from the others who were all captured and executed. Benson was later captured and sent to Rabaul where he spent the rest of the war as a POW, with time on his hands to muse on his memoirs. These included the incident central to this article, which occurred about a fortnight prior to the evacuation of the mission. On 6 July 1942, Benson buried a lone U.S. airman, Second Lieutenant Howard Welker, in the mission grounds. Although still officially classified MIA, the circumstances of Welker’s loss would remain unknown had it not been for Benson’s recollections. Welker was assigned to the 40th Fighter Squadron (FS) of the 35th Fighter Group (FG) which was

ordered to Port Moresby on 2 June 1942 from Queensland, to commence combat operations. Employed in a defensive role, it came as a surprise on the fateful day of 6 July 1942, when the squadron’s Bell Airacobras were ordered to pursue their attackers back over the Owen Stanley ranges after they had bombed Port Moresby. Enemy fighter escort was in the form of the crack Tainan Naval Air Group (kaigun kokutai) which escorted G4M1 ‘Betty’ bombers of No. 4 Kokutai. The day commenced blandly enough when a C5M ‘Babs’, also operated by the Tainan Kokutai and under the command of Flying Pilot Officer 2nd class (FPO2c) Kamipeppu Yoshinori, flew from Rabaul to reconnoitre Horn Island. It took photos of the island mid-morning and returned to Rabaul by overflying Lae. Its track took it well west of Port Moresby so no alarm was raised.

F L I G H T PAT H | 33

ABOVE: A P-400 is unloaded for assembly at RAAF Amberley outside Brisbane. Adhesive on the tape, that held protective sheeting in place to protect the ighters during their sea voyage, stained the paintwork.

RIGHT: This 35th FG P-400 was wrecked when it hit a truck during takeof at a Queensland airield, possibly Mareeba.

Early that morning the Tainan Kokutai launched fifteen ‘Zeros’ from Lae at 07:00 and headed eastwards to rendezvous with the 21 ‘Betty’ bombers that had departed Rabaul (Vunakanau) fifteen minutes earlier. The Tainan’s first and second squadrons (chutai) would fly the mission and split into separate elements to undertake different defensive tasks. The first chutai was led by Lieutenant Yamashita Jōji with FPO2c Yamazaki Ichirōbei and FPO3c Okano Hiroshi on his wing. The two other flights in this squadron were led by Warrant Officer Takatsuka Tora’ichi and FPO1c Nishizawa Hiroyoshi, accompanied by flyers FPO3c Utō Kazushi, FPO3c Kokubun Take’ichi and FPO3c Arai Masami. It would have been hard to find a more aggressive and experienced leadership for this detachment. The combination of Yamashita, Takatsuka and Nishizawa was formidable. The latter would become Japan’s highest scoring pilot.

The second squadron was led by Lieutenant(jg) Sasai Jun’ichi, supported by FPO2c Yonekawa Masayoshi, FPO3c Endō Masuaki, FPO1c Sakai Saburō, FPO2c Ishikawa Seiji and Flyer1c Motoyoshi Yoshio.

34 | F L I G H T PAT H

Likewise, this squadron was studded with talent. Sasai would become the Tainan’s highest-scoring pilot in New Guinea with Sakai not far behind. Yonekawa and Endō would also prove themselves brilliant pilots.

The sirens at Port Moresby’s airfields were sounded at 09:02 with the warning that Japanese bombers were heading their way. Six minutes later, a gaggle of seventeen P-400 and P-39 Airacobras of the 39th and 40th Squadrons launched from 7-Mile and Bomana airfields and climbed northwards.

At 09:15, the combined Japanese formation of G4M1s and A6M2s approached Port Moresby. Five minutes later the ‘Bettys’ un-

loaded bombs onto 7-Mile from due north at 21,000 feet and, fifteen minutes later, they then made a second run along the ridges overlooking the earth revetments at 7-Mile that hit a bomb dump. Half an hour after this second attack, a single ‘Betty’ escorted by two ‘Zeros’ made an unexpected run at 6,000 feet from 12-Mile Drome across Bootless Inlet. Such an unorthodox appearance by a lone bomber, albeit with fighter escort, is puzzling as it contravened Japanese practice of the time.

The Japanese ‘Bettys’ arrived before the Airacobras, lacking superchargers, could intercept them. Someone at command level in

A 35th FG P-400 refuels at Rogers Field (also known as 30-Mile) in mid-1942. This airield, which lay approximately ifty kilometres (thirty miles) to the northwest of Port Moresby, served as a satellite ield for the town’s defence.

His sole Airacobra was pitted against four aircraft lown by some of Japan’s most skilled and aggressive pilots Port Moresby decided that the Airacobras should pursue the retreating bombers over the high Owen Stanley mountains. Thus, while eight of the 39th Fighter Squadron’s Airacobras loitered over Port Moresby to safeguard against further attacks, another eight from the 40th FS, led by Commanding Officer Captain Egenes (with Lieutenants Edward Gignac, Orville Kirtland, Shroeder, Phillip Shriver, Stephens, Trout and Welker), and a lone 39th FS aircraft pursued the retiring Japanese force.

The bombers established course at 21,000 feet, with six of Yamashita’s first squadron ‘Zeros’ providing escort, three above and three to the rear, while two more accompanied the lone bomber as it made its late run.

Egenes’ pilots caught the six Japanese fighters by surprise when they attacked from the rear. Although the Airacobras scored multiple hits on the bombers, only one ‘Betty’ broke formation seven minutes after first contact. This was under the command of Lieutenant Egawa Renpei who broke away for the nearest safe haven of Lae, while the others headed back to Rabaul. Below, the coastwatcher station at Ambasi, to the north of Buna reported, “…dog fight seen N.W. of Ambasi at 1010K/6. 18 twin engined

bombers were seen to emerge from clouds after 10 minutes of cannon and M.G. fire.”

After landing at Vunakanau the ‘Betty’ crews were imbued with confidence. They later reported engaging four of the thirteen attacking enemy fighters and claimed all four shot down with an ammunition expenditure of only 143 cannon and 984 machine gun rounds! In fact, no Airacobras were lost to this encounter so we can assume the report highlights the Japanese optimism of the time. Of the twenty ‘Bettys’ that disembarked their crews at Vunakanau, four had received hits. One crewman was killed and four were wounded.

Meanwhile, four 40th FS Airacobras engaged Egawa’s lone breakaway ‘Betty’ as it headed for Lae at 11,000 feet, but met opposition as reported in the squadron log, “After leaving enemy we were attacked by four Zeros lingering around Kokoda Pass. Our flight of three ships were at approximately 19,000 feet when attacked.

M.P. 45 inches; indicated airspeed 350 mph in gentle dive.” These four ‘Zeros’ comprised the formidable team led by Lieutenant(jg) Sasai Jun’ichi, with FPO2c Yamazaki Ichirōbei, FPO3c Endō Masuaki and FPO3c Arai Masami. Three confirmed

Airacobra kills were individually awarded to these flyers, accounting for a total of seven Japanese claims for the day against the reality of one loss. Welker did not regroup with the other Airacobras for the flight back to Moresby. All of his comrades had landed safely at Port Moresby by 10:55 but none had seen what happened to Welker.

Villagers not far from the Gona Anglican Mission witnessed an aerial combat with three ‘Zeros’ and later relayed this to Father Benson. In his memoirs he recalls, “I remember with special clarity one other incident before the coming of the deluge . . . about eleven o’clock in the morning.

The children were out in the playingfield and I was just going across to bring them in when an American fighter flew low overhead heading towards Buna. I watched him until he was almost out of sight; I saw the pilot was heading for another plane far out to sea; I saw them circling, and heard the distant rattle of gunfire; then two other planes came diving out of the cloud, and the American returned on fire and losing height. He came over the palm trees just above our heads: I think perhaps he was trying to land on the playing-field. Miss Parkinson F L I G H T PAT H | 35

An artist’s rendition of Lieutenant (jg) Sasai Jun’ichi attacking Welker over Buna. While we do not know which pilots shot him down, three conirmed Airacobra kills were individually awarded to the participants from the engagement.

One of these must have been Welker. Sasai’s A6M2 carried tailcode V-138 with the two blue command stripes of No. 2 chutai, indicating a buntaicho (squadron leader). [Artwork by info@aerothentic.com]

apparently thought so, too, for she called the children off. But it was all over in a flash. I saw something white fall from the plane, then trees blocked my vision.”

Under extreme duress, and flying a damaged fighter, it appears Welker tried to bail out very low. Benson estimated that he jumped from about 200 feet (61 metres) and that his parachute partially opened. His crumpled body was found by the two Anglican Sisters at the foot of a tulip tree along the southern side of the church. Benson further wrote, “While the two Sisters carried the body of the pilot into the church, I rushed towards the creek, but I saw at once that the plane was a single-seater and there was nothing I could do.”

Later that day Benson collected maps from the wreckage and also Welker’s dog tag which he forwarded to Allan Champion, Resident Magistrate for the Buna precinct.

Champion then radioed the news of Welker’s death to Port Moresby which was relayed to Welker’s comrades. Champion then forwarded the possessions to Port Moresby before despatching one of his men to Gona to determine what else might be salvaged.

Benson continues, “…we buried [him] in our little cemetery overlooking the sea 36 | F L I G H T PAT H

and the mountains; and that evening I wrote to his father. I told him all we had seen, and what we had done.” Nearby villagers visited Benson the following day to tell him “…they had seen the fight clearly, and that the American was attacked by three Japanese.” It thus appears likely Welker was chased by Sasai’s ‘Zeros’ out to sea.

Welker had not a hope of surviving the encounter. His sole Airacobra was pitted against four aircraft flown by some of Japan’s most skilled and aggressive pilots.

After being released as a POW from Rabaul at the end of hostilities, Benson returned to Gona to rebuild his destroyed mission. In 1946 he was visited by RAAF Squadron Leader Keith Rundle who was investigating MIA Allied crews in the area.

The burnt-out wreckage of Welker’s P-400 Airacobra (AP-377) lay exactly where it had crashed. However, no trace of Welker’s grave in the former mission graveyard could be found, for extensive bombing of the mission had flattened the entire area.

Welker had unwittingly found himself in a situation where he was outgunned, outclassed and outnumbered. He lost his brief life at 26 years of age and was buried in a grave that will likely never be found.

Welker uses the emergency door release just before bailing out at low altitude over Gona Anglican Mission. Airacobra pilots could choose which door they used, left or right. Witnesses on the ground had the impression Welker was trying to make their playing ield. If so, he may have lowered his laps but, realising he was not going to make it or overshoot the ield, bailed out instead.

[Artwork by info@aerothentic.com]

In July 1942 the 40th FS operated the P-400, P-39D and P-39F and all had difering camoulage schemes. The P-400 had twelve exhaust stacks while the P-39 only had six. The diferent versions of Allison engines were interchangeable during overhaul, however, leading to some historians confusing P-39s for being P-400s and vice versa. This rendition contrasts the British P-400 colour scheme with the olive drab scheme so ubiquitous to USAAF combat aircraft of the day. [Artwork by info@aerothentic.com]

F L I G H T PAT H | 37

‘Gustav’ at the beach At the annual Warbirds Over The Beach, held at the Military Aviation Museum (MAM), Virginia, on May 20, the large crowd was privileged to witness the irst light in American of a Messerschmitt Me 109G since the end of the war. Luigino Caliaro looks at the history of this remarkable survivor.

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he aircraft was rebuilt by the German company MeierMotors on behalf of Jerry Yagen’s Fighter Factory which is based at the MAM. The restoration was anything but straightforward. At the heart of the project were the remains of a Me 109G-4 (Werke Nr 19257) found in Russia. In short, these were merged with new components and the wings and some minor parts of a Hispano Buchón Yagen had delivered to MeierMotors in 2005.

Research into the fate of the German aircraft revealed its pilot, Feldwebel Viktor Petermann, an ace serving with 5./JG 52, was forced to land behind enemy lines after the coolant system was damaged on 6 June 1943. He managed to survive for several 38 | F L I G H T PAT H

days and make it back to his unit on foot.

Petermann would end the war with 64 victories to his credit, despite having lost his left arm in October 1943 when he was again shot down. He returned to operational flying in mid-1944, complete with artificial arm, and his final four victories, claimed in March 1945, were made shortly before converting to the Me 262.

The initial plan for the project was to use the Buchón as the base, but MeierMotors found the fuselage was in too bad a condition to make a worthwhile contribution. The wings, however, were in much better shape so Yagen and the Meier team decided upon a full restoration of the wartime fuselage and tailplane remains. The Buchón fuselage was

returned to the Fighter Factory. The final result is a mix of a substantial amount of wartime components, new skins and fuselage parts, and the Buchón wings. The German aviation authority (Luftfahrt Bundesamt) registered the project in 2010/11 as “Messerschmitt Bf109 G-4, Wk Nr 19257".

The amount of original parts was enough to consider the work as a restoration and not a new build or a Buchón-conversion.

Wooden propeller blades have been used, instead of (original) metal blades, as these will easily break, and therefore absorb a lot of the shock loading, in the event of a landing accident and reduce the risk of damaging the rare and expensive Daimler-Benz DB 605 engine. The fighter recorded its first

MAIN: The ‘Gustav’ looks right at home over Virginia.

[All images Luigino Caliaro]

ABOVE: Some lovely exhaust staining begins to accumulate on the otherwise immaculate paintwork.

ABOVE: The museum’s Flugwerk FW-190A-8/N keeps station on the ‘Gustav’. While, like most of the Flugwerk replicas, this aircraft is powered by an ASh-82, its proile is slightly diferent in that its propeller, hub and cowling are from a Tupolev Tu-2 bomber and have been modiied to it.

LEFT: The smooth lines of the area forward of the cockpit indicate the aircraft was armed with the earlier, and smaller, MG 17 machine guns above the nose.

restoration flight from the MeierMotors facility on 11 August 2015. It was flown by well-known and professional British warbird pilot Charlie Brown.

Developing the ‘Gustav’ The ‘Gustav’ was introduced in mid-1942 and the initial variants (G-1 through G-4) only differed slightly from the Me 109F with the most notable upgrade being the more powerful 1,455hp (1085kW) DB 605 engine.

The first production version, the G-1, was equipped with a pressurised cockpit while the G-2 was unpressurised. The G-3 variant was again pressurised but had a slightly higher weight due to its bigger main wheels and tailwheel. Consequently, the wing was

modified to allow enough space for the bigger wheels. Unlike the preceding F-series, the ‘Friedrich’, the tailwheel did not retract because it could no longer fit inside the tailwheel bay.

The G-4 variant was similar to the G-3 but was not pressurised. As the ‘Gustav’ was developed, the original MG 17 machine guns (7.92mm) were replaced by the new MG 131 (13mm). This resulted in characteristic bulges forward of the cockpit to accommodate the new weapon’s larger breechblock.

These bulges served to further degrade the already hampered forward cockpit view.

The Yagen Messerschmitt has been painted as the personal G-4 of GruppenKommandeur Hauptmann Klaus Quaet-Faslem of I./

JG3 ‘Udet’ based in Germany towards the middle of 1943. Quaet-Faslem was credited with 49 aerial victories but was killed on 30 January 1944, while attempting to intercept USAAF bombers, in a flying accident caused by bad weather over Braunschweig. He was posthumously awarded the Knight's Cross.

Flying the ‘Gustav’ During the visit to Virginia Beach, the opportunity arose to do a short photoflight with the collection’s new aircraft and talk to Rick Volker who had completed the first flight from American soil. Rick is a former unlimited aerobatic competition pilot, flying Pitts Specials and Sukhois, and joined the airshow circuit as part of a four-ship F L I G H T PAT H | 39

LEFT: The DB 605A is from an Me 110 night ighter that force landed in Switzerland after combat with an RAF heavy bomber.

BELOW: The ‘Gustav’ exudes power even when stationary. Note that the leading edges slats have deployed.

RIGHT: The bulges for the larger mainwheels are clearly evident on an otherwise clean wing.

gyroscopic aerobatic team. Then, after time on the Harvard, he flew as display pilot for Ed Russell’s warbird collection in southern Ontario, starting off with Spitfire Mk. IX MK912 before moving on to Bf 109E-4 ‘White 14’ and the Hurricane. Due to his experience flying ‘White 14’, Volker was asked to fly ‘Black 1’ even though he had never flown a ’G. He made three flights from Virginia Beach on 20 May. Several teething issues were encountered but none were significant. “Before the first flight, we had a starting problem because, when the prop was pulled through, as is normal for the first start of the day, the inertial starter was tied up and it would not wind up”, said Rick.

“The groundcrew had to back the prop off to let it release so it would wind up. It did start up quite explosively – very rich, very black and sooty – but it ran fine. It wasn’t an issue. The first issue on the first test flight was that the old test documents suggested a certain prop setting. I found on my initial run to take off that the prop was starting to get close to the top end of the rpm range and I had to retard the boost so it wouldn’t overspeed. That gave me about a 4,000ft take-off roll, just so I wouldn’t hurt anything. The next take-off, I changed it and it was perfect. Overall, the first flight was very good. One of the undercarriage legs wouldn’t lock up. It stayed up, but I couldn’t get the gear light to confirm it but, other than that, there were no ‘squawks’ of any kind.” The undercarriage issue was fixed by very minor adjustments to the up-locks. To not have many issues is testament to the skill of the MeierMotors team, considering the aircraft had just been reassembled after its journey from Germany.

From a handling point of view, Rick could only compare it to the E-model. “I went through several performance checks - stalls, yaw dampening, roll dampening, pitch oscillations - and in pitch and yaw it felt very similar to the E-model. In roll it’s quite a bit stiffer. Another difference is that it has a lot more mass and you feel that on the runway.

It seems like it takes more to move it. It’s got 40 | F L I G H T PAT H

a lot more power, a lot more acceleration.

They may have the same top speed but the ‘G gets there a whole lot faster. The ‘109E could fly on the edge of its stall and stay in a turn with a Spitfire or a Hurricane. Test pilots disagreed with me, but that’s what I felt.

I have not had the experience to push this G-model at all. I’ve not done anything like that, other than just 1g stalls, so I couldn’t tell you about the accelerated g-stall. It is a different wing. It does feel a little different.

On the E-model, when you land, the ailerons start to sag and it changes the whole feel to being much heavier than the G-model. This has a better aileron feel coming in to land.

The ‘109G accelerates faster than the Spitfire IX does, but keep in mind that I’m not using wartime power in either of these aircraft. Max climb power is about the maximum I’m ever going to use in either aircraft to preserve the engines. It may not be as fast as the Mk. IX, but it’s very close and it gets there faster. The ‘109G climbs at a steeper angle, and I don’t think it would turn anywhere near as well as the Mk. IX, but to me

the ‘109 has a certain feel to it that I like better. I like the seating position: legs up a little bit, slightly reclined. It seems like you could pull more ‘g’ in this. People complain about visibility and tight quarters, but I don’t mind. I love the fact that it hugs me in the shoulders. If you’re manoeuvring aggressively, it’s going to hold on to you, so you can relax and don’t get fatigued. All the controls, to me, make much better sense than in the Spitfire. Things in the Spitfire are put in wherever they fit. I do like the Spitfire’s spade grip, but every control seems to fall right where it should be in the ‘109. The Messerschmitt’s build quality is amazing.

Everything is precise and perfect. I’ll probably never fly it again, but I’m in love with this airplane now.”

Luftwaffe aircraft and artifacts of the MAM The MAM’s Luftwaffe collection is one of the most significant on public display in the United States. In addition to the ‘Gustav’, several German types are flown regularly

including a new-build Me 262 (see Flightpath Vol 27, No. 3), a FW 190A and some liaison and training aircraft such as the Fw 44J and Bf 108. In an original German hangar can be found an original Fw 190A, recovered from the Norwegian Sea, and a partially reconstructed FW-190D replica as well as a series of reconstructions of German rocket aircraft. The history of the hangar itself is quite remarkable, as it was built in 1934 at Cottbus Airfield. With no interior columns to allow for maximum usable space, it was designed by Osdeutsche Landwerkstatten GmbH to be easily transported and assembled quickly. The hangar was used to house aircraft for a flight school and, during the war, by Focke-Wulf for storage while the airfield was used as a base for test flights of the Fw 200 Condor and Fw 190. Towards the end of the war, the Ta 152 was assembled there. On 29 May 1944, the airfield was severely damaged during an Eighth Air Force attack. Active during the Cold War, the base was eventually closed and, in 2000, MAM acquired one of the hangars which was dismantled and moved to Virginia Beach for restoration and reassembly.

ABOVE: The aircraft lew for the irst time after restoration in the hands of Charlie Brown. He was reportedly delighted with its handling and build quality.

LEFT: Rick Volker cut his teeth on the ‘109 when he lew the former Ed Russell Bf 109E ‘White 14’. That aircraft is now in the UK with the Biggin Hill Heritage Hangar.

The author wishes to thank Jerry Yagen, Mike Spalding and Rick Volker, for the support provided during the visit to MAM, and Matthias Dorst for the historic information provided about the aircraft and its restoration.

F L I G H T PAT H | 41

The Waco EGC-8 (Special), VH-EGC, c/n 5051 and the Waco AGC-8 Custom Cabin, NC66206, c/n 5073. Photography by Rob Fox

MAIN: Two Australian Waco Cabin biplanes from the 1930s that epitomise private air transport in the Golden Age of Aviation.

Guy Bourke, in his AGC-8 Custom Cabin, and Nigel Arnot, lying the EGC-8 Special, cruise the Victorian countryside. [Rob Fox] INSET: Waco appointed the cabin of their biplanes with automotive styling to further convey a sense of luxury. [Rob Fox]

Cabin Class

Luxury

Four luxury Custom Cabin Waco biplanes were imported here in the 1930s, but no further examples followed before Waco ceased production.

Today however, the surviving leet has now more than doubled. Editor Rob Fox details the history of these Antipodean classics from the Golden Age of Aviation.

T

he Waco Cabin series of aircraft was the firm's first successful cabin biplane design with the QDC model based on their successful Model F open-cockpit biplane. This evolution gave the cabin biplanes the inherent good handling attributes of the F2, with its robust construction, and an ability to get in and out of the short, unmade strips of the day with a good useful load. The cabin class luxury of the QDC paralleled luxury automobiles of the day so Waco could give the public the aircraft they were asking for.

Although they were developed at a perilous time, just as the western world was recovering from the shock of the Great Depression of 1929, entrepreneurial confidence in the pioneer aviation companies in America, led by Waco and Stinson, reached its height in production of these art deco cabin class aircraft in the 1930s. Waco was a lead44 | F L I G H T PAT H

er in the design of wood and fabric aircraft.

It was building and selling more aircraft than the combined efforts of most of the rest of the other US aircraft manufacturers. Success was a result of their building great flying aircraft, and Waco prospered under its catchy motto ‘Ask Any Pilot’.

The initial QDC model of 1931 had a 165hp (123kW) Continental A70 radial engine.

Continuous refinement and improvements resulted in the production of various submodels, including the Custom Cabin series, which continued until the onset of W.W. II. In 1935, Waco introduced its larger Custom Cabin series (which featured a sesquiplane layout without ailerons on the smaller lower wing). At their most widespread use, Waco aircraft were operated by public, private, military and corporate owners in 35 countries, and by 1940 Waco had built more than 3,000 aircraft. Post-war, Waco attempted to

market a wholly new design, but the combination of the slump in the private aviation market, the emerging all-metal monoplane designs, and the high development costs of the aircraft forced Waco’s hand and, in June 1947, it withdrew from aircraft manufacturing. During its 27-year existence, the company from Troy, Ohio, produced 62 distinct aircraft models, and led all its competitors in the number of aircraft registered. It can be said that Waco went out on top.

The Australian Waco Fleet As an outpost of the British Empire that was still hanging onto mother England’s apron strings, Australia’s early aviation fleet consisted almost exclusively of British types (the result of some persuasive patriotic lobbying from British manufacturers). In November 1935, however, the Minister for Defence announced that the government

LEFT: Waco UIC VH-UAX at Mascot Airport.

[Neil Follett Collection]

BELOW: Anear new looking Waco YQC-6 VH-UVW at Mascot in the 1930s.

[Neil Follett collection]

BELOW MIDDLE: The Gipsy Six powered Waco YQC-6 at Rainbow, Victoria. [Michael Wishart via CAHS] BOTTOM: Fitted with the inline Gipsy Six engine, the fuselage of the wrecked Waco outside the Geelong Aero Club. [Neil Follett collection]

would permit the importation of American and German aircraft. Several Australian operators became agents for American manufacturers. Included among these was Adastra Airways which secured the agency for Waco aircraft. Four of the company’s luxury Custom Cabin biplanes were imported in the 1930s (two of these survive) and, until recently, no further examples followed.

That surviving fleet has now more than doubled. Don’t get too excited, though, as today we only have three flyers with a further two in storage still awaiting restoration.

UIC, VH-UAX, c/n 3749 Ex G-ACGJ, the aircraft had originally been delivered to the UK in 1933, for Lady Drummond-Hay, and based at Heston. It was imported into Australia for Aircrafts Pty Ltd, the forerunner to Queensland Airlines, at Archerfield. The UIC Cabin Biplane’s 210hp (157kW) Continental radial engine was tightly cowled and the fuselage was glassed at the back of the cabin to allow for some rearward vision. Unfortunately, VH-UAX crashed near Brisbane in May 1942 and was not repaired.

YQC-6, VH-UVW, c/n 4403 This Waco YQC-6 (VH-UVW), powered by a 225hp Jacobs L-4M radial, was imported new in September 1936 for wealthy pastoralist George Falkiner of ‘Haddon Rig’, Warren, New South Wales. He sold it to Southern Airlines and Freighters Ltd for their SydneyBroken Hill airline service (with numerous stops en route). It had several other owners prior to the outbreak of W.W.II, but was then impressed into the RAAF in August 1942. It was allocated to 3 Communications Flight as A54-1 until retired in April 1944. It was then sold by the disposals commission, with its original Jacobs still installed, to former RAAF Squadron Leader W.J. Meehan who set up a charter and training business at Belmont Common, Geelong, with a fleet of Tiger Moths and Ryan STMs. It was registered as VH-UVW in March 1945 and operated under the Geelong Airways banner. At this time the Jacobs was replaced with a 200hp (149kW) DH Gipsy Six. VH-UVW was wrecked on Boxing Day 1948 when it struck power lines on take-off from a paddock at Port Campbell, Victoria. Luckily there were no injuries suffered by those on board.

F L I G H T PAT H | 45

TOP: John Treloar acquired the 1936 Waco YKS VH-UYD to travel between Broken Hill and the family’s remote properties. [Neil Follett collection] ABOVE: The Waco YKS-7 was in continuous use until being retired in the late 1980s. [John Treloar]

YKS-7, VH-UYD, c/n 4535 VH-UYD was imported new by Waco agents Adastra in 1937 as a YKS-6, with a 225hp (168kW) Jacobs L-4 radial engine fitted, principally for use on their Sydney-Bega airline route. It suffered a catastrophic engine failure some time in 1939 or 1940. While cruising at 10,000 feet, the crankshaft broke taking the engine’s nose bowl and propeller off. The aircraft was successfully put down at Sussex Inlet on the New South Wales south coast. Adastra engineer Edgar Hergenhan effected an engine change on the beach over three or four days and the aircraft was successfully flown off at low tide back to Sydney. During the war, the Waco was used for aerial survey work for the Army. At some stage in its life, an engine upgrade, to a 275hp (205kW) Jacobs radial, saw its designation changed to YKS7. Adastra sold it to Dr. Geoffrey Young in Forbes, New South Wales, in 1945. Young used it for his one-man aerial bush ambu46 | F L I G H T PAT H

lance service. He traded it in to Auster dealers Kingsford Smith Aviation Service at Bankstown in 1951 for a new Auster. Along with a cache of spares, including a spare engine, Cliff Jackson acquired the Waco as the first aircraft for Papuan Air Transport (Patair) in 1952. It returned to Australia in 1959 and went to Ron Akers at Tyron North Station out of Charleville, Queensland (by which time it had a Jacobs L-4). In 1962 Ron Aker’s commented, "I owned the Beech C17L VH-UXP until last year. It was a good aeroplane especially for long trips, but the retractable undercarriage needed a lot of care on our dusty strips. The Waco, on the other hand, is an outstanding bush aircraft,

able to handle all the hazards encountered out here. Both aircraft had the same Jacobs 7 cylinder radial engines which I have found very reliable."

In 1965, the present owner, John Treloar, acquired the Waco when running family properties in northern South Australia and the Broken Hill area (the Treloar family have a long history in aviation in South Australia dating back to the 1920s). The aircraft was well utilised and flown regularly from Broken Hill. Despite a few mishaps, it was flown throughout that lengthy period until retired in the late 1980s. It is currently stored at Goolwa, South Australia, awaiting restoration.

LEFT: VH-AAF, Darwin, 18 December 1970, with owner Laurie Clarke. Today it lies as VH-ECG. [Robert Zweck via Geof Goodall]

ABOVE: Nigel Arnot lying the beautifully restored Waco ECG-8 (Special) VH-ECG. [Rob Fox] BELOW LEFT: Don Millroy painted the ECG in a lively orange and white livery with distinctive ‘Jolly Roger’ signage for his Country Air Services in the 1960s.

[Neil Follett collection]

TOP RIGHT: The former NC31656 was imported by John Gallagher from California in 1989. Today, as VH-YKS, it is stored awaiting a full restoration. [via John Gallagher] RIGHT: The stunning VH-YKX (formerly NC20905) is a relatively recent resident of Australia. [Scott Williamson] ABOVE RIGHT: The YKS-6 NC20905 in a Waco promotional photo in 1939. [via Mark Shipton]

EGC-8 (Special), VH-EGC, c/n 5051 The Custom Cabin, powered by a 320hp (239kW) Wright R-760-E2 engine, was another Waco imported by Adastra Airways, in 1938 this time, for George Falkiner. He flew the Waco, then registered VH-AAF, extensively for 22 years. It moved to Don Millroy’s Country Air Services in 1962 following George’s death.

Upgraded with a 300hp (224kW) Jacobs, Don made the aircraft famous. Painted in a lively orange and white livery with distinctive ‘Jolly Roger’ signage and motif, the Waco flew tourists on sport fishing and beach holiday adventures in northern Queensland. Laurie Clarke in Darwin then became the custodian from 1967 to 1973. However, following a ground loop that left it upside down at Darwin Airport in 1973, it was sold to Cliff Douglas and became VH-CGF in 1985. Sadly, it again ended up on its roof, but this time on the post-restoration flight. It subsequently went to the Challinor Brothers for restoration but the project stalled until acquired by Nigel Arnot who began an exacting eighteen-month restoration.

The Waco was completed in 2010 as VH-ECG and, although still operated by Nigel, is now owned by Ross Skerman’s Sker Aviation of Boonah, Queensland.

YKS-7, VH-YKS, c/n 5278 John Gallagher’s YKS-7 was built in 1941 as a VKS-7 with a 240hp (179kW) Continental W-670-M radial engine but was converted to a YKS-7 with the installation of an ex-Cessna Bobcat Jacobs R-755-9 of 245hp (183kW) and accompanying cowls and exhaust. Formerly NC31656, John bought it at Cable Field, northeast of Los Angeles, in 1989 and it was flown to Santa Paula for shipping. On arrival in Australia, John found that the wings required a major overhaul but, although work was started on the tail group, upper wing ribs and spars, presently the Waco is in storage, as

John bought a Fairchild F-24 from Ken Orrman and that takes priority in his restoration facility.

YKS-7, VH-YKX, c/n 5222 The 1939 Waco NC20905 was restored in the 1980s by Verle Roote and Jack Greener in Longmont, Colorado, and became a regular airshow and fly-in attendee at events across the United States. Mark Shipton imported this beautifully restored example, from Glen Smith in Oklahoma, in 2008. Originally fitted with a 225hp (168kW) Jacobs R755 L4MB, it was upgraded with a 275 hp (205kW) Jacobs R755-B2 radial engine.

F L I G H T PAT H | 47

Guy Bourke’s superb 1939 Waco AGC-8 Custom Cabin. [Rob Fox]

LEFT: The AGG-8 was in a major state of disrepair when the restoration began in 1997. [via Guy Bourke] ABOVE: The Waco QDC was imported in early 1932 and was scrapped after brief service with the RNZAF. [Peter Lewis collection]

AGC-8 Custom Cabin, NC66206, c/n 5073 This stunning Waco AGC-8 Custom Cabin is the latest to grace the Australian aircraft register. Its owner, well-known warbird and airshow pilot Guy Bourke, flew to the USA to acquire the Waco at an auction held in Ohio on 19 May 2012. The cabin biplane was part of Jack Venalack’s Firebird Enterprises aircraft collection. It was manufactured in 1939 (the ‘A’ denoting that it is powered by a 330hp (246kW) Jacobs L-6 engine). Guy’s award-winning Custom Cabin began a total ground-up restoration in 1997. Although details of its history are scant, research revealed that NC66206 was one of eight AGC-8 models originally ordered by the American Civil Aeronautics Authority (CAA) in 1939 (see Flightpath Vol.24, No.3).

New Zealand Skies Three Wacos have graced Kiwi skies. All were imported for civilian use but were impressed into the RNZAF in W.W.II. Today, only one remains.

48 | F L I G H T PAT H

QDC, ZK-ACV, c/n 380 Imported for the Wellington Aero Club in April 1932, it was later sold to the Otago Aero Club, Dunedin. The Waco was sold again in 1938 to Rudolph Wigley, for use by his company Queenstown & Mt Cook Airways, but, with the outbreak of W.W.II, the aircraft was impressed into the RNZAF as NZ570 in August 1940 and served with the Wellingtonbased communications flight. Relegated to an instructional airframe at Wellington TTS, it was scrapped at Rongotai 1941.

UIC, ZK-ADE, c/n 3820 This was another Waco imported for the Wellington Aero Club and was registered to them on 11 June 1934. Impressed into the RNZAF (as NZ574) in September 1939, it also flew with the Wellington-based communications flight. The aircraft survived the war and was sold to Tauranga Aero Club, in February 1946, and eventually became ZK-ALG. After almost two years with the Northland Districts Aero Club, the Waco suffered an engine

failure on take off and crashed into Whangarei Harbour on 29 September 1957. The wreckage was burnt once recovered.

UOC, ZK-AEL, c/n 4336 This aircraft is the only UOC in existence.

One of only three built, it was imported for the Marlborough Aero Club, Blenheim, and registered to them in May 1936. Impressed into the RNZAF as NZ575 in October 1939, the aircraft served with the Wellington-based communications flight for the duration and was sold back to the Marlborough Aero Club towards the end of 1946 as ZK-ALA. Damaged in a landing incident in January 1947, the UOC was sold to Blackmore's Air Services Ltd, Rotorua, and repaired. Damaged again, in 1958 it was sold to G. E. Gilltrap Ltd and semi-repaired for display in a transport museum in a hangar at Rotorua Airport. This collection of vehicles, and the Waco, was exported in 1959 to Coolangatta, Queensland, where George Gilltrap established Gilltrap’s Auto Museum. The Waco was suspended

LEFT: Post-war, the Waco UIC ZK-ADE was re-registered ZK-ALG. [Peter Lewis collection]

BELOW: Restoration of the UOC is making progress with JEM Aviation at Omaka. [Jay McIntyre]

RIGHT: The rare UOC, ZK-AEL, at Rotorua in 1953. [via John Gallagher]

ABOVE: The Waco UOC, ZK-AEL, at Rongatai, Wellington.

This was shortly after it was imported into New Zealand as it is itted with the original wood propeller. [Peter Lewis collection]

from the rafters. Acquired in the 1960s by Colin McLeod of Brisbane, the project then moved frequently along the eastern seaboard of Australia for the next 25 years before ending up in Camden where restoration finally began. It returned to New Zealand in November 2008 for restoration by a syndicate of Jay McIntyre, Stuart Leslie and Rex Newman.

(Sadly, Stuart Leslie passed away last July.)

The project is advancing and will most certainly be the next Waco to fly in this region.

With many thanks to Geoff Goodall, Neil Follett (AHSA), Phil Vabre (CAHS), Ron Cuskelly, Peter Lewis, Roger Milroy and the owners and operators of the Waco Cabin biplanes in Australia and New Zealand.

F L I G H T PAT H | 49

No Milk Runs The uniqueness of the Paciic theatre in W.W.II ofered peculiar dangers and hardships not witnessed elsewhere. For many Allied units, the Japanese posed relatively less danger than factors such as weather, serviceability and tree strikes. Nearly ninety per cent of losses for some Paciic units, particularly those that lew at low level, were not due to damage caused by the enemy. South Paciic Correspondent Michael Claringbould explains that there was no such thing as a milk run.

O

ne of the more obscure USAAF units that entered New Guinea late in the war was the 675th Bombardment Squadron (Light). Much of the unit’s social history, including associated photos, has become blurred by the passage of time, however the circumstances of its losses are meticulously recorded in official logs and records. The following brief history of the 675th BS in New Guinea underlines a litany of operational casualties, with few directly caused by enemy action. The squadron called themselves the ‘Dauntless Demons’ and was one of the four squadrons that comprised the 417th Bombardment Group (BG), in turn one of three Bombardment Groups in New Guinea that operated Douglas A-20G 50 | F L I G H T PAT H

Havocs. Ironically the losses do not reflect poorly on the A-20G, a rugged and versatile light bomber with reliable engines and universally respected by its crews. Blame for mechanical failures can be attributed to a lack of proper maintenance facilities and, at times, lack of spare parts.

Diaries of participants highlight the frustration of the type of war that the squadron waged. It was a bombing campaign conducted over elusive and hidden targets, hampered by dangerous weather and a harsh environment. Furthermore, the unit’s late entry into the war often saw it bombing targets that had already been neutralised.

Crews quickly understood this situation and it gnawed at morale.

The squadron’s New Guinea involvement took place throughout 1944 with its first mission unfolding on 27 March that year.

The targets were Japanese barges and supplies in Bogia Harbour. Flying ten early Gmodel Havocs, nearly all having been borrowed from the 673rd BS until newer model A-20Gs could be delivered, the crews left Dobodura early in the morning. Sixteen P-47 Thunderbolts escorted the bombers but, ten minutes from target, heavy cloud forced the formation to turn back. The limited range of the early G-models meant they had to refuel at Nadzab before returning to Dobodura, still armed with the ubiquitous four 500lb bombs and .50 cal ammunition.

This first aborted mission offered an early

MAIN: ‘Green Hornet’ elegantly showcased the squadron’s most colourful noseart and is seen here letting down over Hollandia in late 1944. This bomber was an A-20G-25 (serial 43-9407) and was assigned to the squadron from 12 April 1944 until it lew its 84th and inal mission on 20 October 1944. It was reassigned back to Nadzab where it served with the Combat Replacement Training Centre before inally being scrapped at Finschhafen in early 1945.

[Artwork by info@aerothentic.com]

RIGHT: The attrition of aircraft was often relected in aircraft nicknames. Bill Sullivan started service with the 675th BS as a irst lieutenant and inished the war as a captain. He poses here with ‘Willie D III’ in the Philippines. His original ‘Willie D’ was written of, after a gear-up landing due to combat damage, and ‘Willie D II’ was destroyed on 2 December 1944 under similar circumstances. [Kevin Ginnane collection] BELOW: The port wing of this A-20G was damaged when it hit a tree while straing. The prop is undamaged, meaning the tree passed between its blades unscathed before hitting the leading edge and cowl. This photo was taken at Saidor in March 1944.

[Ralph Troutman collection]

BOTTOM: This A-20G hit an embankment at Saidor during takeof sometime in early 1944. Although the damage looks relatively benign, such accidents sometimes killed bystanders or damaged other aircraft. The most common cause of take-of accidents was tyre blowouts caused by a combination of rough runways and full combat loading.

F L I G H T PAT H | 51

taste of New Guinea’s treacherous weather.

There would be no shortage of similar weather-related adversity.

Japanese fighters were scarce over New Guinea in 1944. In recognition of this, the two other New Guinea A-20G bomb groups, the 3rd and the 312th, reduced crews to one gunner per aircraft despite there being positions for two (one turret gunner and one ventral). For whatever reason, all four squadrons of the 417th BG initially decided to crew their Havocs with two gunners per aircraft. The ultimate result, of course, whenever an aircraft was lost, was the cost of an extra life. In the case of the 675th BS, this policy remained for more than a month before being revoked.

The decision followed the realisation that the extra gunner performed no useful duties and, in fact, was an operational liability.

After a few weeks in theatre, it dawned on many crews that their unit was engaged purely in mopping-up operations as most of the targets had already been neutralised. They soon began calling the sorties ‘coconut missions’, as they were conducted at low altitude and crews could not see what damage their bombs were having on the targets hidden by jungle. One diary of the time noted that most of Wewak’s targets comprised “parked aircraft which appeared damaged”. On 9 April the squadron moved to Saidor and closer to the Japanese airfields along the northern coastline. It was there that the squadron started operating new G-model Havocs; dash 25 and 30 series equipped with Martin 250 turrets and larger capacity fuel tanks. These aircraft had been shipped to, and assembled

New Guinea weather posed more of a danger than the Japanese ever could. in, either Australia or New Guinea. It was at this juncture that accidents and losses began in earnest. The nature of these losses made crews perceive that the most dangerous parts of a mission were the take-offs and landings, which were ‘sweated out’.

The first loss occurred on 15 April when First Lieutenant Joseph Knapp lost his starboard engine on take-off, forcing him to ditch off the end of Saidor’s runway. The weight of a full bomb and fuel load ensured his new olive drab A-20G sank quickly.

Knapp struggled to get clear of the aircraft before he was overwhelmed by water rushing in to the cockpit. By the time he made it to the rear of the aircraft, both gunners had disappeared, presumably sucked through the lower hatch which was likely torn off in the ditching. The loss of Staff Sergeants Roy Bowers and William Foster marked the squadron’s first deaths in theatre.

On the following day New Guinea dealt the USAAF its biggest weather-related blow - ‘Black Sunday’. Thirty-seven aircraft were lost to a storm front that blocked their safe return. The 675th lost its share of aircraft and men. First Lieutenants Roy Andermann

Two A-20G-20s being assembled by the 27th Air Depot near Port Moresby’s 7-Mile Drome in February 1944. This pair, delivered as deck cargo to Tatana Wharf, will soon ind their way into the 417th BG inventory. [Kevin Ginnane collection]

52 | F L I G H T PAT H

and Edward Davidson force-landed on what was known as Yamai cub strip, writing off their aircraft, after running low of fuel. Until that fateful day the tiny strip had been used exclusively by L-4 liaison aircraft, thus explaining its nickname. First Lieutenant Michael Jovanovich ditched well short of Saidor. His two gunners drowned. The landmark day convinced the unit’s pilots that New Guinea weather posed more of a danger than the Japanese ever could.

On 26 April Lieutenant Bedingfield was hit over Wewak by a bomb burst that took out his hydraulic system. Without flaps, he landed ‘hot’ at Saidor, blowing his port main gear tyre and forcing the Havoc off the runway into an embankment. The bomber was demolished in the process and Bedingfield seriously wounded. The impact threw both gunners from the airframe but, incredibly, they survived with only minor injuries. Two bystanders, however, were killed by the out of control aircraft. Enough was enough and the sensible decision was made to allocate only one gunner per aircraft.

On 10 May the squadron faced another weather diversion to a secondary target

This photo showcases the Martin 250 turret installed in all A-20Gs from the dash 20 series onwards. The electrically-operated turret was rarely used, however, as the Fifth Air Force’s Havocs were attacked by enemy ighters on only a handful of occasions. This photo is taken along the 312th BG light line.

ABOVE: ‘The Rebel’ was an A-20G-10 (serial 42-54095) and only served briely with the 675th BS. These early dash 10 models had limited range and an open rear gun compartment instead of a turret. They were replaced by the dash 20, 25 and 30 series equipped with Martin 250 turrets and larger capacity fuel tanks. Eventually, all of these early models found their way to the Combat Replacement Training Centre, a training unit based at Nadzab.

F L I G H T PAT H | 53

where First Lieutenant Roy Andermann, having survived ‘Black Sunday’, hit a tree while strafing. This forced him to feather the damaged engine. The other one rumbled intermittently on the journey home and then faltered badly over the bay near Saidor. That was enough for the gunner, Staff Sergeant Oscar Dragon, to bail out over water at 600 feet. This incident marked the first successful bail-out for the squadron. Dragon was collected by PT boat, soaked but happy, and safely deposited on Saidor’s small wharf.

Until now the squadron had conducted lowlevel missions. On 30 April, however, it undertook its first medium level raid. The concept was that the Havocs, in a ‘V’ formation, would toggle their bombs when the solitary leading B-25 Mitchell did. As the formation approached Wewak, it dove from 5,000 feet to

George 'Red' Schaefer did so and landed in the ocean below. The search party failed to find him but his decomposed body was eventually located on the shoreline five months later after the Allied lines had advanced. As noted by his comrades at the time, Schaefer could not swim and was terrified of water.

The date of 10 September marked the squadron’s first mission from their new base at Noemfoor in the Dutch East Indies (the western half of New Guinea) and also marked a bizarre tragedy. On the way to bomb Ceram airfield, First Lieutenant Thomas Grimes reported that one of his engines was running rough and received permission to turn back.

Grimes was seen to jettison his bombs at 10,000 feet and turned back, near Parang Island, about an hour from the target. However, when the squadron returned to Noemfoor, he

three strafing aircraft from the same light hit trees 3,500 feet to gain speed. The idea of medium altitude attacks was that bomb loads could be more accurately concentrated in one area.

While such attacks lessened the risk of hitting trees or being hit by ground fire of all calibres, anti-aircraft shells could still reach medium altitude and thus Wewak’s defences, in particular, always packed a punch.

On 18 May squadron commander Major Alfred Moser had his engine shot out over the target and ditched, whereupon he and his gunner spent five hours in the water before being rescued. Given their proximity to Japanese lines, this incident indeed had a fortunate ending. On 19 May First Lieutenant Richard Fraker returned early on one engine due to an oil leak. This was a minor precursor to an event two days later when a para-fragmentation bomb became caught in an aircraft’s bomb bay and exploded. Chunks of the bomber spun into the ground killing the pilot, First Lieutenant Lester Zeiders, and his gunner, Staff Sergeant Jennings Musick. The tragedy reminded crews that just releasing ordnance could be a dangerous pastime.

On 27 May First Lieutenant Paul Fidler lost his starboard engine over Wewak to flak, so diverted to Tadji where he and his gunner safely overnighted. An unusual mission unfolded on 29 May when two of the squadron’s Havocs were sent to destroy an American PT boat that had run aground on the coastline between the Sepik and Ramu Rivers. Incendiary laden machine gun fire soon destroyed the hapless vessel.

Squadron commander Moser was assigned a brand new aircraft (#323) on 1 June. The rest of the month was relatively quiet with fewer missions flown than previous months.

Two months later, on 1 August, First Lieutenants Edward Davidson and Thomas Grimes collided not long after take-off while joining formation. The impact removed an elevator from Davidson's tailplane so he ordered his gunner to bail out. Staff Sergeant 54 | F L I G H T PAT H

was not there. The aircraft had disappeared.

It was not until June 1947 that the wreckage of his relatively intact A-20G was located, by a RAAF Searcher Team, not far from Otawiri Airfield in the Babo area. From the testimony of local villagers, it appears that Grimes was killed or badly wounded by a forced landing. Japanese soldiers brought a body back to their camp which was probably Grimes. His remains were later recovered post-war. Further villager testimony indicates that Staff Sergeant Frank Kramerich committed suicide between Tofo village and the crash site. He is still classified as missing in action, yet to be recovered.

The squadron underwent further weather-related aborts throughout September.

However, on 8 October, shortly after the Sunday church service, Second Lieutenant Samuel Joekel turned back for the airfield shortly after take-off, possibly due to power problems. He may even have left his cowl flaps open, a showstopper for the A-20G on take-off. Whatever the cause, the bomber suddenly dipped its wing at low altitude and spun in. Both crew were killed.

On the first day of November, those flying alongside a Havoc flown by First Lieutenant Richard Fraker saw tracers enter his cockpit while strafing Halang Seaplane base.

The bomber nosed down and flew at full power into the ground. This loss, at least, was one solely due to the Japanese. On 15 November, three strafing aircraft from the same flight hit trees. Subsequently, Lieutenant Barnes was unable to drop his bombs as the impact had jammed his bomb bay doors.

He landed safely albeit on his belly with full bomb load. Thanksgiving, on 23 November, marked yet another operational fatality when Captain Michael Jovanovich’s starboard main gear collapsed due to a blown tyre. He lost control of the decelerating aircraft which overturned as it drove into an embankment. His gunner was thrown clear

ABOVE: On 15 November 1944 three Havocs of the same light hit trees while straing. Lieutenant Barnes, lying A-20G 43-9136 (tail letter ‘J’), and still with a full bomb load on board, landed the aircraft safely on its belly.

[Artwork by info@aerothentic.com]

RIGHT: The occasional medium altitude mission was mixed in with low-level ones. Here a light of three 675th BS A-20G-25 Havocs releases four 500 lb bombs per aircraft over a New Guinea target. The bomb release point was always predicated by a gradual descent to give the bombers an extra 40 knots or so over the target to minimise exposure to lak. [Artwork by info@aerothentic.com] but suffered a deep gash to his head. Jovanovich was trapped in the overturned and crushed cockpit. Before he could be cut free, the bomber caught fire and two bombs exploded. Luck had finally abandoned Jovanovich who had previously survived a ditching on ‘Black Sunday’.

On 29 November 1944, after eight months in New Guinea, the squadron moved to the Philippines. They flew their first mission the following day noting that, in so doing, two of their original A-20Gs had hit the 100 mission landmark. In New Guinea the squadron lost eleven aircraft.

Only two of these, however, were attributable to enemy action. This loss ratio was similarly repeated across the other Pacific A-20G units and underlined the punitive operational dangers faced by such units in such a remote theatre.

Sources include inter alia Ertzbischoff diary, 675th BS mission logs and official history (ex microfilm) and the squadron's unofficial history, ‘The Sky Lancers’.

F L I G H T PAT H | 55

“A fine fighter pilot” In March 1945, an experienced Australian lyer was lost as he climbed through cloud. Adam Purcell found his gravesite while on holiday in the Netherlands.

Subsequent research revealed a talented but sadly little known pilot.

F

lying Officer Seth Roberts watched as the Hawker Tempest, serial NV710, flown by Flight Lieutenant Leo McAuliffe, dropped into the tops of the clouds. He heard McAuliffe's voice crackle through the radio.

"I'm going down to have a look."

The two airmen, from 222 Squadron RAF, had been sent from their base at Gilze-Rijen in the Netherlands on an armed patrol and weather reconnaissance flight. It was 17 March 1945 and, while the end of the Second World War was in sight, large parts of Holland were still under German control.

Roberts followed 'Mac' into the murk.

They entered the cloud at 22,000 feet and Roberts didn't break out of the bottom until he reached 4,000 feet. Visibility was poor but, though he heard his leader telling the ground controller that he had reached the bottom of the cloud and was now climbing back up, he couldn't see ‘Mac’ anywhere.

When Roberts broke out of the top of the cloud he looked around again. 'Mac' was nowhere to be seen. Roberts called him three times on the radio but no reply was heard, nor was any response forthcoming when ground control tried to make contact. He circled above the clouds to allow a radio fix to be taken on his position, northeast of Apeldoorn in Holland. Low on fuel, he returned to base. Later that afternoon the squadron sent out further aircraft to search the area where McAuliffe was last seen, but they failed to find any sign of him. Where was he?

Leo McAuliffe's father, Gabriel, had been in the Australian Army in the First World War. Before he sailed for war someone gave him an Australian Red Ensign flag for luck and he carried it throughout his service in France. The flag was still in his pocket when he returned home, invalided out of the Army, in 1917. After the war Gabriel married Muriel Smith. Their son, Leo, was born on 7 November 1920.

In 1937, with the clouds of a new war on the horizon, Leo enlisted in the 45th Battalion of the Australian Army. Really, though, he wanted to fly. He transferred to the Royal 56 | F L I G H T PAT H

ABOVE: An oicial portrait of Leo McAulife.

[All images via Craig Bennett unless otherwise credited]

Australian Air Force in 1941 and Gabriel’s flag was in his pocket when he stepped onto the ship that took him overseas the following year.

Leo joined 453 Squadron RAAF in March 1943. Based at a succession of airfields throughout the United Kingdom, the squadron flew the Supermarine Spitfire Mk IXb on operational sorties such as defensive patrols over Britain, bomber escorts, and offensive strikes. Leo was right in the action.

"I have done Sweeps over France, Belgium and Holland at all different heights,” he wrote to his father in July. "I have had a go with some F.W. 190's and M.E. 109's; when they were in front of me I could not catch them, and when they were behind me I was very much concerned with getting out of their way, because cannon shells don't look the best when flying past you."

ABOVE: No. 222 Squadron at Hornchurch in March 1944.

LEFT: Leo, in lying kit, with ground crew and a Tiger Moth while undergoing training at No. 8 Elementary Flying Training School at Narrandera.

F L I G H T PAT H | 57

Clearly, though, he was enjoying the work.

"There isn't a better life in this world than flying a Spitfire high up in the heavens,” he wrote. He was getting quite good at it, too.

Squadron records show that McAuliffe, with Flight Lieutenant Ernie Esau, shared in the destruction of a Junkers Ju 88 on 2 December 1943.

By this time Leo had been with 453 Squadron for nine months. Shortly after claiming the Ju 88, McAuliffe was told he was due for a break. He was not impressed with his next posting. "The 'Powers that be' have tried to put me into Training Command as an instructor," he wrote to Gabriel in January 1944. "With the telling of a few stories and showing a bit of keenness for operational work I managed to evade that terrible job ... once you are in Training Command it is very hard to get out of it."

Leo was so keen about staying on operations that he twice managed to talk the Air Force out of posting him home to Australia.

"If anything big does ever come off over here I want to be in it. After the Hun is finished there will be still plenty of time to have a go at the Jap." Leo got his wish. He stayed in Europe, posted now to 222 Squadron and still flying Spitfires. Something big did indeed go off when Allied forces stormed the Normandy beaches in June 1944. Within days of the invasion, Leo was well and truly in the thick of it. On 10 June he flew no fewer than four separate patrols over the beaches, refuelling and rearming between flights at a hastily prepared landing strip, inside the bridgehead itself, at St-Croix-sur-Mer.

By September 1944 Leo had been flying on operations virtually continuously for almost a year and a half. He was finally convinced to take a break. Not that it was entirely restful, however. He was posted to 84 Group Communication Squadron, a unit responsible for ad-hoc or unusual non-opera-

58 | F L I G H T PAT H

LEFT: Leo and his father, Gabriel, going to Manly shortly before the younger McAulife sailed for war.

BELOW: The Wirraways of Uranquinty’s No. 5 Service Flying Training School followed the Tiger Moths. This photo was taken on 6 January 1942.

tional transport duties in support of operational squadrons. In this capacity Leo flew aircraft such as Taylorcraft Austers and Avro Ansons, on occasion shuttling back and forward across the Channel after the fighter units moved permanently to the Continent. He spent Christmas 1944 in Holland eating tinned turkey and real geese and drinking English beer. "What a time it turned out to be,” he wrote to friends in the UK in early February. "Drunk for two days without remembering a thing."

His rest over, at the beginning of 1945 McAuliffe was posted back to 222 Squadron and given command of a flight. The squadron by then had returned to the UK to convert onto the Hawker Tempest V. After

ABOVE: An airman brandishes part of the shattered cockpit of Tempest SN165 ‘ZD-V’ at B.91, Kluis. Flown by Squadron Leader E.B. Lyons in an attack on Fassberg airield on 11 April 1945, the Tempest was hit by lak in the rear of the cockpit. The armour plating broke of and struck Lyons on the back of the head. Semi-conscious, he managed to pull up and ly 320 kilometres back to base. The aircraft had been with the unit for less than two weeks. Lyons was awarded the DFC in May. [via Chris Thomas] LEFT: The excitement of it all. A wonderful Pitt Street, Sydney, studio portrait of a trainee airman.

BELOW: Tempest Vs of 222 Squadron in their dispersal at B.91 Kluis, near Nijmegen, Netherlands, in mid-April 1945. [via Chris Thomas]

F L I G H T PAT H | 59

learning to fly the big single-engine fighter at an airfield in Cornwall, Leo followed his comrades back to the Continent.

On 2 March 1945, McAuliffe was leading 222 Squadron on a patrol. They took off just after 7:00am from the airfield at Gilze-Rijen, near the town of Tilburg, in the south of the Netherlands. On the way out, a German jet fighter - an Arado 234 - was spotted below.

Moments after one section of the formation dived to attack it, at least twelve Messerschmitt Me 109s appeared through a break in the cloud above. McAuliffe ordered his remaining section to climb as the German aircraft came down to meet them. "I got on the tail of one enemy aircraft who climbed up sun," McAuliffe would subsequently write in his Combat Report. "I followed and fired at 200 yards. He dived smoking and caught on fire." In what their Operational Record Book calls “a dogfight of the first order”, the Tempest pilots claimed one Arado 234 destroyed, one damaged and four Messerschmitts destroyed.

Twelve days later Leo was again leading a patrol, this time with Flight Lieutenant Desmond McLeland on his wing. They were flying at 7,000 feet near the airfield at Quakenbrük in Germany when they spotted another Arado 234 two thousand feet below and a mile and a half distant. The Tempest pilots dived on the jet which evidently saw them coming because it, too, headed for the deck.

The Arado wasn't as fast as other German jets, however, and the diving Tempests gained sufficient speed to catch up. Both McAuliffe and his wingman opened fire at 500 yards (457 metres). "As it crossed the airfield perimeter it suddenly dived to the ground, exploding and catching fire," McAuliffe reported later. The airmen were credited with half a kill each.

An obviously excited Leo told his father about his latest success in a letter written on 16 March 1945. "Life is still going well for me as two days ago I was leading my flight and we were lucky enough to see an Arado 234. It finished up half destroyed as the chap behind me also fired at it so we share it, this now brings my score up to 2 destroyed, which after all isn't too bad." In the same letter Leo describes a night spent entertaining some Canadian friends in the Mess. They started drinking beer, whisky and gin. "I ... looked quite sober till I reached my room and then I simply collapsed as my legs would not hold my weight. This is one of the effects I believe." He finished by vowing "never to get drunk on champagne again."

He never would. As it turned out, this was the last letter Leo McAuliffe would ever write.

At 1.15pm on 23 March 1945, six days after his son went missing, Gabriel McAuliffe got the "one news I did not want to receive."

412624 FLIGHT LIEUTENANT L.MCAULIFFE MISSING STOP REGRET TO INFORM YOU THAT YOUR SON FLIGHT LIEUTENANT LEO MCAULIFFE IS MISSING AS RESULT AIR OPERATIONS ON 17TH MARCH 1945 STOP KNOWN DETAILS ARE HE WAS PILOT OF TEMPEST AIRCRAFT DETAILED 60 | F L I G H T PAT H

ABOVE: The author visiting Leo’s grave in May 2009. [Adam Purcell] LEFT: Leo, still smiling, looking every bit the ighter pilot.

RIGHT: The squadron was based at Predannack in Cornwall from December 1944 to February 1945 as it converted to the Tempest. Leo is standing, third from right, in the third row. Seth Roberts, who was lying with Leo when he was killed, is in the same row, third from left.

Their CO, Squadron Leader Emanuel Lyons, a veteran of the Battle of Britain and North Africa, is seated smoking the pipe.

FOR OPERATIONAL FLIGHT NORTH OF APELDOORN HOLLAND WHICH FAILED TO RETURN TO BASE STOP...

Apart from a letter in which Leo’s Commanding Officer, Squadron Leader E.B. Lyons, gave him the only known details of Leo's disappearance, Gabriel would receive no further news of what had happened to his son until after the war in Europe had ended.

A Dutch civilian girl named Elsje van Keulen living in the small settlement of Elen, in the mid-west of the Netherlands, had witnessed the crash and recovered Leo's identity disk. At the time she worked as a maid for a family in the nearby town of Nijverdal. At that time, that family was hiding an American pilot named H.J. Nelson. As soon as he was liberated, the American reported having seen the disk. This revelation prompted the Air Force to reclassify McAuliffe as ‘missing believed killed'. An investigator, Flying Officer J.D. Thorogood, was sent to the area.

Thorogood visited Nijverdal in July 1945.

He met several civilians who had witnessed the crash and spoke with the family that had employed Elsje van Keulen. Unfortunately

Thorogood could not interview Elsje personally. She had been killed in an American air attack on Nijverdal on 22 March, just five days after Leo's final flight. The identity disk had disappeared, but enough people could confirm having seen it, and that 'McAuliffe' was the name on it, that Thorogood was satisfied that the body buried on 17 March by the Germans in the local cemetery in Hellendoorn, a village just north of Nijverdal, was indeed that of Flight Lieutenant Leo McAuliffe.

So what happened? While the Commonwealth War Graves Commission lists the cause of his death as a 'flying battle', on the face of the available evidence it would appear that it was instead, sadly, the result of a simple accident. Thorogood wrote that several witnesses reported seeing an aircraft, a few miles north of Hellendoorn, diving steeply out of a low layer of cloud on 17 March. None of them mentioned any enemy activity at the time of the crash. There are no reports of flak guns, gunfire or even the sounds of aero engines involved in a dogfight.

Of course, this does not necessarily imply that there was no enemy activity at the time, just that the available reports lack the required level of detail to be sure. Without a

wreck to examine or any of the tools of the modern-day air accident investigator, it is difficult to reliably determine a probable cause. There is enough evidence in the available files, however, to suggest a hypothesis.

There was thick cloud in the area at the time McAuliffe went missing, which stretched up to 20,000 feet or higher. His wingman reported that McAuliffe descended into the cloud at about 10:40am. He apparently briefly popped out of the base of it, into an area of visibility that Roberts described as "none too good”, and was last heard climbing back into it. The Dutch witnesses reported that the crash occurred at about 11:00. If the timelines are correct, McAuliffe was flying on instruments continuously for about twenty minutes.

Apart from flying unknowingly into a hill (a theory we can discount because of the lack of significantly high terrain near the crash site), the chief danger of flying in cloud is that a pilot can become disorientated because there is no visible horizon. By the standards of the time, the Tempest was reasonably well-equipped for flight by reference to the instruments alone. It was, however, a challenging aircraft to fly.

Pierre Clostermann, a Free French pilot,

wrote that it required "constant attention to every detail … or else one could die easily in a second of wandering attention". Though by this stage of the war McAuliffe was a reasonably experienced pilot, he had only been flying the Tempest for a couple of months. It is quite possible that inexperience with the quirks of his aircraft could have contributed to the crash. The steep dive reported by Dutch witnesses is certainly consistent with a loss of control in the cloud. Perhaps insufficient time remained when he broke out of the cloud to realise what was happening, and recover from the dive, before the ground intervened.

Following the news of his son's death, Gabriel McAuliffe wrote to a number of Leo’s friends. He wrote to people like the MacLean family of Wanganui, New Zealand, where Leo had stayed briefly on his way to war, and others like Herbert Brown, a young Scottish doctor with whom Leo had developed a close friendship on 453 Squadron. In a twist of fate, Brown's mother was Dutch and he knew the area well where Leo had crashed. Brown was stationed in the Middle East when he wrote to Gabriel on 30 June 1945. "I shall consider it one of my first duties on returning to the U.K. to visit Hellen-

dorn and pay my respects to a fine fighter pilot and a very dear friend."

Gabriel also wrote to Mrs S.J. Broad, mother of Squadron Leader Ernie Broad, a comrade and friend from 222 Squadron. Mrs Broad told Gabriel in August 1945 that a friend of Leo's called Sergeant O'Connor had called in and collected some of Leo's effects to return to his family. He took a pair of flying boots and Leo's flag.

What happened to the flying boots is unknown, but the battered, stained Australian Red Ensign that first went to war in 1914 in Gabriel's pocket, then went again in Leo's, survives. It is a tangible reminder of one of the many Australians who fought, died and remain so far from home.

The author wishes to thank Craig Bennett, Leo McAuliffe’s nephew, for access to Leo’s wartime memorabilia.

He is also indebted to the researchers of the Historische Kring HellendoornNijverdal for their invaluable assistance ‘on the ground’ in the Netherlands. Official files consulted from the National Archives of Australia included NA A: A705, 166/24/854 and A9500, MCAULIFFE L. F L I G H T PAT H | 61

Airspeed’s Overlooked Oxford Airspeed’s elegant quiet achiever is proiled here in Part 1

by Contributing Editor James Kightly. Part 2, in the next issue, will cover the survivors.

A

irspeed Ltd. was an unusual company even in the remarkable diversity of aero companies in inter-war Britain.

Founded by the engineer (and later author) Neville Shute Norway and designer A. Hessell Tiltman, with A. E. Hewitt, Lord Grimthorpe and Alan Cobham, they quickly developed a range of innovative, remarkable aircraft that were high on the technological and performance standard of the era – but pre-war were only built in small numbers.

The Airspeed AS 10 Oxford was one of the company’s main successes, but its origins go back to the single engine Courier, via the light twin seven-seater Envoy. All three were designed by Tiltman and used the same wooden construction, radial engines (though in-line were an option), and similar outer wing panel flying surfaces. The retractable main undercarriage was innovative when in62 | F L I G H T PAT H

troduced on the Courier, but standard by the time the Oxford was delivered.

The first production Envoy I, G-ACVH, flew in October 1934 and was used as a company demonstrator. The clean designs of the Courier and Envoy naturally led to their being used - with mixed results - for racing. In the October 1934 MacRobertson air race, a Courier finished in seventh place, while a brand new Envoy, entered by Lord Nuffield and equipped with his company’s Wolseley Aires III radial engines, entered but didn’t make the start, and a modified racing Envoy, the AS.8 Viceroy, withdrew during the race with the pilots stating the aircraft had been “not really ready”. It was also tragically in an Envoy - VH-UXY ‘Star of Australia’ that Charles Ulm and two crew vanished without a trace between Oakland, California and Honolulu.

The prototype Oxford bearing the Hendon airshow ‘new types’ number. Note the turret interior is blanked out, and no gun itted. [Images via author unless otherwise noted]

One of the numerous Oxfords in RNZAF service makes a pass at the photographer.

ABOVE: A well-known shot of 1 SFTS Point Cook RAAF Oxfords over the Melbourne Cricket Ground. [RAAF Museum Archive]

LEFT: A ‘convertible’ Envoy appears to be about to be hijacked by some smartly dressed men in this Airspeed publicity image.

F L I G H T PAT H | 63

The Oxford was one of the many unlikely-seeming Allied and Axis types operated by the Turkish Air Force.

LEFT: A fascinating shot showing a Burmese operated Oxford and rocket projectiles. Claims they were used by Oxfords seem unlikely however. [via Peter Arnold]

BELOW: A set of the mixed camoulage and trainer yellow schemed Oxford Mk.Is at RAF South Cerney.

Many unlikely types were gathered legally and illegally for use in the Spanish Civil War, and Airspeed’s products were no exception. More formally, an Envoy was adapted by Airspeed with a manually operated turret, fixed forward firing armament, bomb racks and other military equipment.

Like most such ‘gussying up’ by designers, it wasn’t adopted by the Air Ministry, but seven were modified for the South African Air Force as ‘Convertible Envoys’, configured as airliners able to be fitted quickly with bomb racks and with a machine-gun in the handoperated Armstrong Whitworth dorsal turret. Nevertheless there was Air Ministry interest in Airspeed’s work, and the thirties’ expansion of the RAF led to an order for an advanced training aircraft, particularly for the newly recognised specialist aircrew roles required for bomber aircraft.

Avro’s Anson, which was being introduced for maritime patrol, was regarded as too tricky a type for training (quite unlike its later benign reputation) and so order T.23/36 was issued in July 1936 to Airspeed 64 | F L I G H T PAT H

for the AS.10, and dubbed ‘Oxford’ to follow the Air Ministry’s system of educational institutions for the names of training aircraft.

(There was also a usually-forgotten Airspeed AS.45 Cambridge single engine trainer, but it was not developed due to a lack of need, poor performance, and Airspeed being busy with the Oxford.) The prototype Oxford, L4534, flew first on 19th June 1937 - even before the first 136 had been ordered. But both the threat of war and the demand for training aircraft grew apace and by the outbreak in 1939 more than 400 had been delivered. Production continued without interruption by Airspeed and licensees until July 1945, by which time 8,586 had been built.

The elegant looking Oxford was a completely revised and enlarged version of the AS.6 Envoy. Of completely wooden semimonocoque construction, it differed from the Anson which had (initially) a wooden Fokker wing under a steel-frame fuselage.

While the Oxford’s airliner heritage was evident, the fuselage windows were reduced in

The Armstrong Whitworth turret had more in common with the W.W.I Scarf ring with a cover than the W.W.II powered multi-gun units. But Airspeed still promoted it.

A staged press image of an ambulance Oxford shows the larger door and how it was to be used.

F L I G H T PAT H | 65

ABOVE: A lovely portrait of a post-war Danish Air Force Oxford.

LEFT: Edward Flemming RNZAF training in the UK in a Beam Approach Training (BAT) Flight Oxford, ‘T for Tart’!

It is identiied as a BAT Flight machine by the yellow warning triangle on the nose. [Tony Flemming]

The Oxford’s cockpit was a major step up in complexity for trainee pilots, but a relatively good working environment for the era. [Flight] 66 | F L I G H T PAT H

number, while the fuselage itself was widened, and could be equipped with full dual controls (the Envoy was a single-pilot type, as was normal in the era). The Armstrong Whitworth manually operated ‘birdcage’ gun turret on the Mk.I enabled air gunners to be trained, while the interior could be configured with a bomb aimer’s position in the nose (the second pilot’s controls being removed for access) and navigation or wireless operator training with seats repositioned in the cabin.

Most Oxfords were used for only one of these roles, and the turret, as also used on the Avro Anson, was quickly found to be obsolete as a training tool. Initially the Mk.I was to be the turret-equipped version and the Mk.II a multi-engine pilot trainer, but even pre-war many had the turret removed, and most Oxfords weren’t built with the actual turret (though the turret base ring, like all the other structural requirements for the various roles, remained built into the design).

An ambulance version was the main structural design variation, equipped with a larger entry door to enable the use of stretchers in the cabin, but the design essentially remained the same otherwise, albeit the Mk.V abandoned the various versions of the Armstrong Siddeley Cheetah used in previous models and replaced them with Pratt & Whitney R-985 engines.

Display doyen David Ogilvy recalled the Oxford: “Many people tend to consider the Avro Anson and Airspeed Oxford in almost a

ABOVE: An ATA instructor pilot steps from an Oxford. The ‘Ox Box’ was a major type used by the Air Transport Auxiliary for repositioning as well as, here, for training.

ABOVE LEFT: The Air Force Museum of New Zealand’s stunning Oxford restoration was rolled out earlier this year. In the next issue we look at this Oxford and the other survivors.[AFMofNZ] LEFT: Loading a ‘wounded’ airman into an Oxford by three nurses in lying kit in this somewhat staged shot shows the modiied entry door and Red Cross roundel.

single breath, although in practice they were very different aeroplanes and had few features or qualities in common. Both were Cheetah-powered low wing twins, but there the similarities stopped.

Their duties overlapped as both served on communications work; however, the relatively tame Anson shone as an uncomplaining load lifter while the Oxford had a sporting spirit that made it more tricky to fly and therefore more suitable for the pilot training role."

Primarily used for training, Oxfords were only built in the UK

by Airspeed, de Havilland, Percival and Standard Motors, but exported to Australia, New Zealand, Africa (South Africa and Rhodesia) and the Middle East as well as Canada where they were used for the British Commonwealth Air Training Plan. Others were used for communications and as hacks, including by the U.S. Army Air Force in the UK. Although never intended for front line service (unlike the Anson) the Oxford did have an episode of real combat. During the May 1941 Rashid Ali revolt in Iraq, Oxfords from 4 Service Flying Training School at RAF Habbaniya were used as light bombers to attack Iraqi troops surrounding the base. Crew were instructors and senior trainees. After five days’ use, the 27 Oxfords on strength had been reduced to four still useable, but along with numerous Hawker Ajax biplanes and Wellingtons flying in from Basra, they had broken the back of the revolt. In the late forties, Oxfords were used by the Union of Burma Air Force equipped with pod mounted forward firing guns and, anecdotally, rockets!

Otherwise the majority of the Oxford’s service was relatively unremarkable but important, although one low point was when aviatrix Amy Johnson went missing. She ditched the Oxford she was flying for the Air Transport Auxiliary in the Thames Estuary, and was drowned.

Oxfords were widely used by post war European air forces in significant numbers, and at the end of the war over 150 Oxfords were converted to a civil airliner version as the Airspeed AS.65 Consul, and it was a successful product for a period and ensured the survival of a handful of examples.

Vintage Aero Writer +BNFT ,JHIUMZ 8SJUJOH &EJUJOH 1VCMJDBUJPO 4FSWJDFT t #PPL BSUJDMF XSJUJOH FEJUJOH BEWJDF HVJEBODF t *OEFQFOEFOU $PNNJTTJPOJOH &EJUPS t 4QFDJBMJTFE JO BWJBUJPO IJTUPSZ BMTP HFOFSBM UFDIOJDBM XSJUJOH t ZFBS QSBDUJUJPOFS t &YQFSJFODFE JO #SJUJTI "VTUSBMJBO $BOBEJBO BOE "NFSJDBO &OHMJTI XSJUJOH QSPPG SFBEJOH FEJUJOH

www.VintageAeroWriter.com 0424 745104 or JKightly@yahoo.com.au F L I G H T PAT H | 67

Echuca’s parallel grass runway sees some Dragon Rapide action.

Antiquers at Echuca

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he 40th National Fly-in of the Antique Aeroplane Association of Australia (AAAA) celebrated a significant milestone for a stalwart of the movement with the 70th Birthday of the DHC-1 Chipmunk. The annual event was held at Echuca, Victoria, over the weekend of 15-17 April and attracted fifteen examples of de Havilland’s legendary trainer. The attendance represented one-third of the country’s ‘Chippy’ population. The type was pleasingly joined by a superb collection of its de Havilland siblings including two rare DH.60 Moths, a DH.85 Leopard Moth, numerous DH.82 Tiger Moths and a DH.89 Dragon Rapide.

Other standout classic types among the

181 attending aircraft included a rare pairing of Waco Cabin biplanes, a British Klemm B.A. Eagle, four Cessna C195 Businessliners, and a Stinson 108. All were dwarfed by the polished metal Lockheed 12A Electra.

The warbird fraternity was well represented by a diverse variety of ex-military hardware on the apron including an F4U-5N Corsair, CA-18 Mk.21 Mustang, P-40F and P-40N Warhawks, a pair of North American Harvards, a Vultee BT-13, O-1G Birddogs, a Stinson L-4 and an Auster AOP.6.

Vintage Aeroncas, Austers, Ryans, Cessnas, Pipers, Taylorcraft, Yaks and a Nanchang all added to the colour and movement of the successful weekend. Rob Fox

An ambulance version of the Stinson L-4 Sentinel liaison aircraft.

The Lockheed 12A Electra touches down.

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The DH.85 Leopard Moth basking in the evening light.

Airshows

The F4U-5N Corsair launches of Echuca’s north-south runway.

Two rare de Havilland DH.60 Moths were present this year.

The Aeronca Chief and Stinson 108 Voyager.

AT-6C Texan VH-CRC is a colourful, but seldom seen, sight.

Warhawks and Mustang on the ‘Warbird ramp’.

Four of the ifteen DHC-1 Chipmunks that attended to celebrate the type’s seventy years. [All images Rob Fox]

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Airshows

Avengers assemble

O

n 16 April, ten TBM Avengers gathered in Peru, Illinois, USA. This was the largest gathering of the type since it was retired from service by Forest Protection Limited of New Brunswick, Canada. More than 10,000 spectators, fifty warbirds and 250 other aircraft attended this inaugural event organised by Brad Deckert and his company TBM Avenger LLC. Aircraft in attendance included the ten TBMs (of the sixteen airworthy examples in the world), ten T-6/SNJs, two P-51 Mustangs, two Lockheed Shooting Stars, two Twin Beech 18s, and single examples of the A-1 Skyraider, B-25 Mitchell, FM2 Wildcat and

L-39 Albatros. At one point more than 130 aircraft arrived in one hour! The tiny Illinois Valley Regional Airport resembled a mini Oshkosh with aircraft parked on the grass, tarmac and any flat ground available. Friday was arrival day and was also used as meeting time for TBM owners and crews to pass on lessons learned and to network within the warbird community. One of the Avengers had a minor issue with its Wright R-2600 and didn’t participate in the mass fly-by on Saturday. The 2017 event is already in the planning stage and will be a show not to be missed with the promise of even more flying Avengers. Luis Drummond

ABOVE: Originally, TBF Avengers were built by Grumman aircraft. In 1943 production switched to the Eastern Aircraft Division of General Motors in North Tarrytown, New York, and the designation changed to TBM. Nearly 10,000 TBF/TBMs were built during the war.

RIGHT: Darrel Berry taking of in TBM-3U ‘Tennessee Ridge Runner II’. This beautifully restored Avenger formerly served as a ire bomber (tanker #18) in the U.S. and Canada.

BELOW: The historic line-up of Avengers at the 1st Annual TBM Avenger Gathering.

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Airshows N683G is marked in stunning early war colours similar to those worn by Torpedo Squadron 8 at the Battle of Midway when Avengers of that unit lew the type’s irst combat missions.

LEFT: Brad Deckert lifts of in his TBM-3E as part of the missing-man formation of Saturday. This TBM is superbly restored and itted out with all of its original military equipment and replica external armaments including rockets, 500lb bombs, a torpedo and wing mounted radar pod. It had a long civilian career as a sprayer and ire bomber in the U.S. and Canada.

Saturday afternoon featured the rare sight of nine airborne TBMs. Not all of the pilots attending were formation qualiied, but the sight and sound of nine lying Avengers was breathtaking! Here Charlie Lynch’s ‘She’s the Bomb’ leads a three-ship formation including Brad Deckert’s N81865 and Tri-State Warbirds Museum’s N420GP.

‘Ida Red’, a TBM-3E, showing of its very distinctive Atlantic scheme as worn by Avengers lying from escort carriers on convoy escort and U-boat hunting duties.

‘Ida Red’ taxiing back in after an evening light.

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Airshows Supermarine Spitire Mk. XIV, NX749DP

Douglas A-26B Invader ‘Silver Dragon’ in action during the show. [Mike Shreeve

Rudy Frasca’s FW 190A-8/N duelled with the Planes of Fame Air Museum’s P-47G Thunderbolt.

Chino shines

W

ith a theme commemorating the 75th anniversary of the Japanese attack on Pearl Harbor, this year’s Planes of Fame Airshow at Chino, held over three days from April 29, included an opening sequence involving five P-40 Warhawks, a pair of ‘Zeros’, a Tora ‘Val’ replica and Kent Pietsch’s Interstate Cadet. The Planes of Fame ‘Zero’ had only taken to the air on the Friday before the show, after spending several years undergoing a rebuild following its trip to Japan. A sixth P-40 (the Friedkin example, restored by Precision Aerospace at Wangaratta and finished off at Nelson Ezell’s shop in Texas) was due to make its public flying debut, but was sidelined by brake problems. An innovation at last year’s event, continued this year, was the Friday twilight airshow. This allowed a preview of some of the participants and a parade of golden age types to fly past in the evening light. Highlights included Planes of Fame’s wonderful P-26 Peashooter, the beautiful Travel Air ‘Sky Siren’, recently completed by Mark Lightsey’s Aerocraftsman shop at nearby Flabob, and Ben Scott’s Reno-based Stearman 4E. Another Friday-only display was Steve Hinton’s memorable sunset aerobatic routine in the F-86 Sabre. Making its Chino debut was Walt Bowe’s ex-Guido Zuccoli Hawker Fury in RAN markings.

Another first appearance at Chino was made by the six aircraft Texas Flying Legends formation, with the Spitfire and Wildcat filling in for the ‘Zero’ and Corsair that were damaged in a collision on the ground in March. Warren Pietsch made a number of spectacular low-level knife-edge passes in the Spitfire Mk. IX. Solo aerobatic performances by Stu Dawson (F7F Tigercat), Steve Hinton (P-51 Mustang) and Dennis Sanders (Sea Fury T.20) interspersed the various set piece segments of the show. Mike Shreeve

The ‘hot ramp’ during the show with Warhawk, LLC’s TP-40N Warhawk in the foreground.

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The Planes of Fame Air Museum’s MiG-15 taking of to combat the museum’s North American F-86F Sabre and Lockheed T-33 Shooting Star during a Korean Air War re-enactment.

Dennis Sanders performing an aerobatic display in the Sanders Aviation Hawker Sea Fury T Mk.20.

Airshows

ABOVE: A unique Planes of Fame formation with the A6M5 ‘Zero’ leading the museum’s F4U-1A Corsair and P-38J Lightning.

[All images Frank Mormillo unless otherwise credited]

LEFT: This Travel Air named ‘Sky Siren’ is a recent restoration from Mark Lightsey’s Aerocraftsman workshop in nearby Flabob.

[Mike Shreeve] BELOW: The warbird ‘hot ramp’ at Chino Airport during the show.

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Airshows

The American Air Show

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he Imperial War Museum Duxford’s flying season traditionally opens over the Spring Bank Holiday weekend at the end of May. This year’s event was purposely themed to tie in with the recent reopening of the American Air Museum (AAM) following its major refurbishment. The AAM has been greatly enhanced and now really tells the story of the people behind the aircraft and is far less sterile than its previous incarnation.

The display program was designed to reflect all aspects of American aviation and a varied display was put together. Highlights included the exhilarating display by the North American OV-10B Bronco and Shorts Skyvan representing the conflict in Vietnam. The sequence was accompanied by the Jimi Hendrix version of 'All along the watchtower' which was rather refreshing for a Duxford display. The Vietnam era is rarely represented at UK displays and it was great to see both a Bell Iroquois and Hughes OH-6A ‘Loach’ from MSS Holdings make their display debut at Duxford.

Not to be outdone, a pair of W.W.II veteran Douglas transports from Aces High and Dakota Heritage flew a stunning formation sequence, from take off to landing, much to the delight of the crowd.

The display was well conceived and executed but, sadly, rather poorly attended due to various reasons. No doubt the organisers will be looking at ways to encourage more visitors to the September display. Gary R Brown CLOCKWISE: Shorts Skyvan G-PIGY and OV-10 Bronco G-ONAA perform in the Vietnam Demo. Aces High’s former RAF Dakota with the C-47 Skytrain ‘Drag ‘em Oot’. The Fighter Collection’s Grumman Wildcat FM-2 G-RUMW. The IWM’s Spitire Mk.I N3200 is joined by the TFC Mk.Vc EP120 on the lightline. Wearing its washable ‘Dunkirk’ ilm markings, as ‘Black 2’, Hispano Buchón G-AWHK is joined by the HAC Hurricane. The Fighter Collection’s gleaming Curtiss P-40C taxiing out to the runway. Spitire Mk.Vc EP120 comes in on the grass.

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Airshows Jerry ‘Vlad’ Conley performed an aerobatic display in the Red Alert DH-115 Vampire at Sun ‘n Fun.

Sun ‘n Fun honours the Armed Forces W

ith ‘Honoring Our Armed Forces’ being the theme of the six-day Experimental Aircraft Association’s 42nd Annual Sun ‘n Fun International Fly-In & Expo, hosted at Florida’s Lakeland Linder Regional Airport from 5 April 2016, it was no surprise to see a lot of attention being paid to veterans this year.

On 6 April, 75 World War II and Korean War veterans boarded a ‘Flight of Honor’ for a trip to Washington, D.C., to view various monuments before returning amid much fanfare the following evening. Many of the veterans also received special attention from the Commemorative Air Force which was on hand with its Boeing B-17G Flying Fortress ‘Texas Raiders’ and North American P-51D Mustang ‘Red Nose’. Among the Veterans were welcomed to a get-together and close-up inspection of the Commemorative Air Force’s P-51D Mustang ‘Red Nose’.

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veterans honoured by the CAF were Tuskegee Airman George Hardy and Flying Fortress pilot William Brake.

Essentially a smaller version of the Annual EAA AirVenture Fly-In at Oshkosh, Wisconsin, Sun ‘n Fun 2016 offered six days of aviation activities, beginning with seminars, workshops, flightline tours, sightseeing flights in all types of aircraft, and showcase flying displays, from as early as 8:30 am. Daily air shows each afternoon included solo and formation aerobatic displays, air combat re-enactments, skydivers, a Coast Guard search and rescue demonstration and the USAF Heritage Flight featuring an F-22 Raptor and a P-51D Mustang. Daily activities generally concluded each evening at around 8:00 pm with concerts, movies or twilight air show activities.

This year, more than seventy warbirds took part in Sun ‘n Fun. The majority of these were trainers of the AT-6/SNJ/T28/T-34/Yak variety, however the line-up did include some rather interesting ‘heavy metal’ warbirds, vintage jets and helicopters. According to Sun ‘n Fun President and CEO John ‘Lites’ Leenhouts, this year’s event attracted 400 more aircraft arrivals in the first two days that it did last year, with over 1,000 landings being recorded on the opening day alone. While Sun ‘n Fun may be a smaller scale version of AirVenture, there was still more than enough to satisfy one’s appetite for aviation as well as test one’s physical endurance. Trying to see everything involves a lot of walking!

Frank B. Mormillo

Airshows Velocity Aero LLC’s V-77 Reliant took part in wartime liaison scenarios and also lew passengers on sightseeing tours at Sun ‘n Fun.

The MD Aviation Grumman Mohawk in action during a Vietnam air war re-enactment.

Edward G. Hofman Jr’s Fairchild 24W-46 on static display.

Matt Younkin lew the Bobby Younkin Airshows Beech C-18S at Sun ‘n Fun.

Finished and equipped to represent an AT-28D Trojan, the Flying Legends North American T-28C Trojan lew in a Vietnam War scenario.

‘Barbie III’, the North American B-25H Mitchell operated by History Flight, was a popular static display and also lew in the air combat re-enactments.

Frances Hess’ Beech AT-11 Kansan taxiing from the heavy aircraft ramp at Lakeland Linder Regional Airport.

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Another view of the SPAD XIII.

Hispano-Suizas rule Paso Robles

H

ispano-Suiza powered biplanes took centre stage during the 21st Annual Antique Aero Barbecue & Fly-In at Central California’s Paso Robles Airport on June 4. Hosted by Chuck Wentworth’s Antique Aero crew, and Javier Arango’s The Aeroplane Collection, the invitation-only event generally attracts a host of warbird, classic and vintage aircraft which bask on the Antique Aero apron alongside classic automobiles and motorcycles.

The event begins with a flying display by several original or replica aircraft from The Aeroplane Collection. With Hispano-Suiza powered aircraft being the theme this year, the display featured a SPAD XIII, an S.E.5a and a Standard J-1. Finished to represent an Escadrille SPA153 scout flown by Maréchal de Logis Gaston Bourgeois, the SPAD was piloted by Chuck Wentworth. Mike Melville, of SpaceRIGHT: Javier Arango taking of at Paso Robles in his Standard J-1.

BELOW: Les Whittlesey’s Lockheed 12A alongside The Aeroplane Collection’s Ford 5-AT Tri-motor.

78 | F L I G H T PAT H

n’s SPAD XIII, S.E.5a The Aeroplane Collec tio to ly of the grass. and Standard J-1 ready

ShipOne fame, flew the S.E.5a which is finished to represent an 85 Squadron RAF machine flown by American ace Lieutenant Elliott White Springs.

Flying in the colours of an aircraft used to fly payrolls from Tampico, Mexico, to the nearby oil fields in the early 1930s, the Standard J-1 was flown by Javier Arango.

The liquid-cooled Hispano-Suiza V8 aero engines were manufactured in both the United States and France during the Great War. Frank B. Mormillo

ABOVE: The Aeroplane Collection’s S.E.5a begins to roll at Paso Robles.

A light of Ryan PT-22 Recruits.

Airshows

[All images Frank B. Mormillo]

Stearman and Ryan fly-in

Addison Pember ton’s rare ‘Squ

are Tail’ Stearman 4E.

T

he San Diego Chapter of the Antique Airplane Association held its 2016 West Coast Regional Stearman/Ryan Fly-In, hosted at the Allen Airways Flying Museum facility on Gillespie Field, El Cajon, California, by Willis M. ‘Bill’ Allen and his wife, Claudia, in May. The Allen Airways Flying Museum is the home of more than 10,000 display items primarily relating to aviation, but also including classic automobiles and vintage toys. Allen’s personal aircraft collection includes a PT-17 Kaydet once owned and flown by movie great Steve McQueen; a Ryan STM-2 built for the Dutch East Indies military in 1940; a classic ‘Square Tail’ Stearman C3R; and a Boeing F4B-1 under restoration in Nevada.

In addition to 21 Stearman biplanes and six Ryans, the event also attracted a Waco UPF-7, a Laird LC-1B-300 and a Travel Air 4000. Of the Stearmans in attendance, four were ‘Square Tails’, the predecessors of the well-known Model 75 which entered production in 1934 and became known as the Kaydet.

Before the Stearman Aircraft Corporation (and Boeing after Stearman became its subsidiary) began producing the Model 75, 240 biplanes of various models had already been produced. Today, only 37 of the ‘Square Tail’ Stearmans still exist with eighteen currently flyable. Having four together and flying alongside the Kaydets was a rare treat. Frank B. Mormillo

ABOVE: Bill Allen’s PT-17 Kaydet is still in the colours and markings it wore when owned and lown by Steve McQueen.

LEFT: Stuart S. MacPherson’s Travel Air 4000, together with Stearman Kaydets and Ryan Recruits, on display at the Gillespie Field hangar-home complex.

FAR LEFT: Bill Allen’s Ryan STM-2 on display inside the Allen Airways Flying Museum.

BELOW: The ly-in had a genteel ambience.

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Royal Navy Historic Flight Swordish W5856 is now active again.

The Nimrod Mk I S1581 and Nimrod II K3661 made their irst visit to Old Warden as a pair.

The Seaire III in formation with the venerable Sea Hurricane I.

The Fighter Collection’s Bearcat F8F-2P G-RUMM.

‘Fly Navy’ Old Warden 2016

was always going to be a difficult year for UK air display organisers, but the team at the Shuttleworth Collection produced one of the finest events I have ever witnessed at Old Warden in this post-Shoreham world, thanks to hard work and determination and inspired bookings.

The afternoon of 5 June in Bedfordshire started in dramatic style with Simon Hargreaves in the Sea Vixen led by the collection’s own Sea Hurricane. With the new CAA regulations making Classic jet operation almost untenable, the booking of the Sea Vixen was a bold move.

The Air Leasing Seafire III made its Old Warden début, gracefully displayed by Dave Puleston, followed by the indomitable Royal Navy Historic Flight (RNHF) Swordfish which flew with the Collection’s Gladiator and the RNHF Harvard. A show star was Westland Wasp HAS1 flown with exuberance by Terry Martin.

Making its Old Warden début was the stunning Morane Saulnier 315 from Tony Whitehead, sporting French Aéronavale markings. Not to be outdone, the two Fleet Air Arm marked Hawker Nimrods from The Fighter Collection and the Historic Aircraft Collection joined the local Hawker Demon.

To conclude the display, Old Warden had booked a trio of Fighter Collection Navy fighters from Duxford, led by Pete Kynsey in the Corsair, Brian Smith in the Bearcat and Dave Southwood in the Wildcat. Fly Navy proved to be a stunning success. Gary R Brown 80 | F L I G H T PAT H

Terry Martin’s rare Westland Wasp.

Airshows The international warbird star of the 2016 show was the Aircraft Restoration Company’s (ARCo) Hispano Buchón. Flown by John Romain, it is seen here with Brendon Deere’s Spitire Mk. IX. [All images Philip Makanna]

BELOW: The Old Stick and Rudder Company’s P-40E Kittyhawk and FG-1D Corsair are both former RNZAF aircraft.

Ghost over Wanaka Making a triumphant return to Wanaka after several years of refurbishment, the New Zealand Catalina Preservation Society’s popular ZK-PBY lew from the airield and the surface of Lake Wanaka.

BELOW: The Corsair, ZK-COR, is a popular airshow performer throughout New Zealand.

RIGHT: A Buchón in the rain is not a common sight.

S

ome of the best known warbird images from New Zealand’s famous Warbirds over Wanaka airshow have come from the lens of Philip Makanna. In featuring many of those images in several of his ‘GHOSTS’ calendars, Makanna introduced the world’s aviation community to the superb aircraft operated by the Kiwi historic aviation movement and the stunning landscape over which the biennial airshow is held.

‘The Ghost’ was there for the 2016 event, now called the Warbirds over Wanaka International Airshow, and has shared a few of his images with Flightpath.

Brendon Deere’s TBM Avenger returned to New Zealand in 2012 after more than a decade in Australia. It was returned to its beloved 30 Squadron markings to once again represent NZ2518 ‘Plonky’.

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Airshows

HARS’ Connie and the RAAF’s Roulettes opened the show with a spectacular arrival from behind the crowd.

[All images John Parker].

WOI 2016 T

he Wings over Illawarra Airshow was held over the May Day long weekend in excellent conditions.

Illawarra Airport is the home of the Historical Aircraft Restoration Society (HARS) and, although they do not run the Wings over Illawarra Airshow, they are the major participant.

The Constellation opened the show with a flyover in formation with the RAAF Roulettes on each wing tip. One of the HARS Caribous then demonstrated its capabilities with incredibly short take offs and landings and also dropped the Army’s ‘Red Berets’ parachute team on both days. Warbirds were well represented with the Temora Aviation Museum sending their Spitfire Mk. VIII and CAC Boomerang. Two Mustangs were present, with Jeff Trappett’s example being joined by his CAC Sabre. Unfortunately, the Sabre did not fly due to excess water on the runway and high winds when it was due to display. Paul Bennet added his Grumman Avenger, CAC Wirraway and T-28B Trojan. Another unique warbird was the Queensland-based Yak-3U ‘Steadfast’.

Richard Onslow’s AT-6G Texan also put on a great performance.

The Australian Defence Force supported the event strongly with a number of displays in the air and on the ground. Wings over Illawarra is developing into one of the must-see events on the calendar. John Parker

Combat Dragon’s Cessna A-37B Drag

only is a very sprightly performer.

h n seaboard, along wit up and down the easter .

WY -W VH y wa rra ABOVE: A regular sight Wi C CA nnet Airshows leet, is the rest of the Paul Be

ABOVE: The Temora Aviation Museum sent its Boomerang and Spitire Mk. VIII to support the show.

BELOW: The large crowd was able to get up close to the HARS leet on static display. [Steve Hitchen]

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Airshows

LEFT: Watching the rotary Gnome powering the Fokker D.VIII is always a treat.

BELOW: Locally based CAC Mustang, VH-MFT, was busy over the weekend giving joyrides.

CAC Wirraway A20-695/VH-MFW.

Genairco VH-UOD is the only example lying in the world.

TAVAS On Show

O

Stinson L-5B VH-CRO served with the USAAF’s 1st Air Commando Group in Burma.

n the weekend of 23-24 April 2016, The Australian Vintage Aviation Society (TAVAS) held a flying weekend at Caboolture Airport to commemorate ANZAC Day. In addition to the resident aircraft, numerous warbirds and historic aircraft types from around the region attended the event. The Society’s Great War fleet was the star attraction with the Ranger-powered Bristol F.2B, Fokker Dr.I and Fokker D.VIII all performing to the delight of the crowd. Several other W.W.I types were also on display on the flightline. For many, seeing the 160hp (119kW) Gnome-powered D.VIII fly was their first opportunity to hear and see a rotary engine in action as the aircraft was put through its paces.

The Beaufort Restoration Group opened its hangar to display the progress on the rare DAP Beaufort Mk. VII. The impressive sight of Jack McDonald’s active, and equally high quality, Hawker Demon project could be seen alongside the Beaufort. A Caboolture airshow is always something to be cherished and it is hoped TAVAS will be responsible for many more to come. John Freedman

The Bristol Fighter taxies past a nice variety of vintage types.

ABOVE: The resident Douglas C-47, a former resident of Mareeba and Drage’s Air World in Wangaratta, is under long-term restoration to ly.

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