SOUTH AUSTRALIAN AVIATION MUSEUM 66 LIPSON … · SOUTH AUSTRALIAN AVIATION MUSEUM 66 LIPSON STREET, ... There was that special occasion when we both looked hard down the barrel.

Props & mags JULY 2014

SOUTH AUSTRALIAN AVIATION MUSEUM

66 LIPSON STREET, PORT ADELAIDE P.O. BOX 150, PORT ADELAIDE, SA 5015. PHONE (08) 8240 1230

http://www.saam.org.au

We will celebrate our 30th Anniversary on

Saturday 19th July

at the Museum

From 3-5pm

PROGRAM

3.00 pm Welcome guests and members 3.30 pm Drinks and afternoon tea 3.50 pm Governor arrives – tour of Museum 4.00 pm Welcome by President of SAAM 4.05 pm PPP of Museum highlights 4.15 pm Address by the Governor 4.25 pm Closing remarks 4.30 pm Close EVENING SESSION: 5.00 pm BBQ for members 6.00 pm Running of Merlin and Gnome engines

If you have not indicated you are coming please contact the Museum Reception Desk and add your name. Partners are welcome.

S.A.A.M. COMMITTEE

_____________ MUSEUM PATRON:

THE HON. ALEXAN-DER DOWNER AC _______________

PRESIDENT:

DAVID BYRNE

M: 0401 125766

VICE PRESIDENT: PIETER VAN DYK

Ph: 8240 1629 M: 0407 328161

TREASURER:

JOHN HILLIER

M: 0414 734017

CURATOR:

PAUL DAW

M: 0417 816268

SECRETARY:

MIKE MILLN

M: 0401 124318

WORKSHOP MANAGER: GRAHAM BELL

Ph: 8251 0792 M: 0417 845109

PUBLIC RELATIONS:

JOHN ROBERTS

M: 0418 800062

MEMBERSHIP: ROD KOPP

Ph: 83220066 M: 0403273954

TECHNICAL ADVISER:

WAYNNE LEE

M: 0407 244084

Dates for your diary ……..

GENERAL MEETING 16th AUGUST 2014 AT 1pm

HISTORY GROUP MEETING 10.30am BBQ LUNCH 12 noon Cost $5

COMMITTEE MEETING 7th AUGUST 2014

WANTED – SCRAP STEEL

We now have a large bin for scrap steel in the back compound. If you have any old items of steel at home please bring them and put them in the bin. The Museum receives a good price for the steel and is a good source of revenue.

THE PAST 30 YEARS OF SAAM Our first recovery was our Avro Anson. Many of these were bought by farmers for parts at the end of WW2 and left lying around farms. This was one of the best remaining and was donated to SAAM by Mr Frank at a time when SAAM was only a year old. Compare this with the aircraft you see today and you can see why the restoration has taken so long. With the excellent team working on the Anson today the end is in sight when the Anson will take its place as a feature display.

EF954 As it was on Mr. Frank’s property in August 1974 (NK Daw)

BLAST FROM THE PAST….. An extract from The South Australian Historical Aviation Museum Newsletter November 1985…. “ The cockpit floor has been fitted to the Anson and fitting out of the cockpit is proceeding. The engine mounts have also been sandblasted and painted.”

3

MEMBERSHIP RENEWALS It is that time of the year again, and all renewals for 2014-2015 will be due from 1st July 2014. Desk duty personnel are asked to follow the procedures below when accepting membership fees whether by cash, cheque or credit card.

Record the member’s name, membership number (if known) and amount paid on the Daily Record Sheet. Membership fees are $50 for General Membership and $100 for Friends of the Museum.

(Remember that later in the year new members may only be required to pay a pro-rata fee as advised to them in writing. Do not collect a membership fee from a person applying for membership.) A membership renewal form is on the back page. Rod Kopp

WELCOME TO NEW MEMBER ……

COLIN HARRISON .. 432

BLAST FROM THE PAST…… An extract from SA Aviation & Warbird Restoration Group News sheet, June 1985 “FINANCIAL STATEMENT: 15/4/85 TILL 17/6/85 Income; Expenditure; Donations $ 20 SA Brewery $ 260 Subs $200 Expenses BBQ $ 85 Anson loan $100 Advertiser $ 9.48 Belair BBQ $158.72 Bingo tickets $ 96 Drinks BBQ $144.20 B. Jarrett (keys) $ 48.20 Rent $400 Materials $ 10 SA Brewery $ 260 Sandblasting $180 _________ _________ $1022.92 $948.68 “

CURATOR’S REPORT This month a lot of background work has been done getting ready for our new upstairs display “First Flight – Eng-land to Australia 1919”. A selection of Ross & Keith Smith memorabilia about the Vickers Vimy will go into the new enclosed bay. Once the plaster maquette of the Vimy crew has been cleaned it will be put in place. We will also dis-play Keith Smith’s flight suit. This will be displayed in its current condition showing a few grease & oil stains and a small amount of wear & tear. Display stands and information sheets continue to be upgraded and I have been working on our future ammunition display. Cheers, Paul Daw

Haven’t we have come a long way since these times…...

ON THE NOSE

The cockpit front shroud has been removed from the Anson. It is part of the windscreen framework and to paint the outside of the perspex frames it had to be removed. The can of worms principle has kicked in and it looks like we will have to remove the nose to do some surgery on the fuselage stringers at their junction with the forward

bulkhead. Simple task really as there are only four bolts holding the nose section to the fuselage framework. Three of the bolts fit perfectly but the fourth is trapped between a stringer and frame so we will have to remedy that. This will hold up the final fitting of the windscreens and that will hold up the manufacture and fitting of the cockpit roof perspex panels. But, that’s pro-gress when restorations are concerned. Meanwhile, the wood section are completing the port outer trailing edge section and after several trial

fits of the aileron this piece is almost complete. Then, when some ply sheeting is installed on both the inner and outer sections the wing will be almost complete structure-wise. Down in the Battle area the fuselage bottom section is advancing. The bomb aimer’s “venetian blind” type window is nearing completion complete with new perspex. What the designers were thinking of when they incorporated this part one can only wonder. However, it works and it looks good. The tailplane main spars are being laid out and span wise members are being shaped and temporarily clamped in place while the webs are made. Once the spar is made it will be a “simple” task to add ribs and both leading and trailing edges. Battlers and Anson Crew 4.

WING TIPS

5

AN OLD FRIEND Dakota A65-114

By former RAAF pilot David Hitchins

So there you are in this little museum. I heard you were here, and I’ve come to see you. I heard that you had been broken. I’d like to break the neck of the clown responsible. There was the wing, broken beyond repair. For about 100,000 long miles that wing had carried me through much of Asia and the Pacific, New Guinea and most of Australia. Your engines have gone. How those big radials could sing. Only once did one of them develop throat trouble. I thought then that you did it just to keep me on my toes. Later I found out what caused the trouble. It was not your fault, it was one of us. I hope I apologised. How I trusted you to keep me alive so many times. How I knew that if I got it right you would do likewise. I enjoyed getting it right and could always sense your approval when things went well. When I placed you safely somewhere and you said “Alright, that will do for now.” There was that special occasion when we both looked hard down the barrel. I’m sure you remember. Remember that small airfield near the border? The Chinese had made a surprise crossing short hours ago and their army was uncomfortably close. It was growing dark when the General’s staff car appeared, moving fairly fast. It was late one winter’s day at a small airfield near Seoul. General ‘Red Robbie’ announced that he must go to Tokyo. I explained that Southern Japan and Tokyo Airport (Haneda) was rapidly coming under the influence of a typhoon. We could not reach Tokyo before the airport closed and there would be no alternative airfield within reach. He sat down, did up his seat belt and said “it is ESSENTIAL that I get to Tokyo tonight. Take me to Tokyo, I will accept ANY risk.” Off into the murk we went and some four hours later landed with a 30 foot cloud base and snow blowing horizon-tally at about 30 knots across the runway. I have never had so much ice on an aircraft. Our windscreen wipers froze solid. The landing lights blew up like searchlights and then expired. It was the most difficult landing I ever made and Dad Taplin and I just managed to avoid hitting the banked snow on the runway edge. Fortunately the American Ground Controlled Approach was top quality. We were the only airborne aircraft in the area and had their full at-tention. Never had I followed their instructions so carefully. Tokyo froze, power lines came down and water mains burst. Three days later we used picks to free up the aircraft from the tarmac. ‘Red Robbie’ was a tough, highly pro-fessional old bugger and he did not quail when he had to bite the bullet. I think he grew to like us and when we were leaving Japan he invited my wife and I to dinner. Now I look back to that terrible night flying to Tokyo. You knew we could do it, didn’t you? You knew that we had been into that Tokyo airfield many times and that the American controllers were first class. “Come on” you said, “we’re stuck with this one, let’s get going.” What a night that was. You did not like the ice or savage turbulence and neither did I. We had never seen such icing. You ploughed steadily onwards in the frozen darkness, those lovely en-gines bellowing their baritone defiance at the rain and ice. We could not have managed without the controllers bringing us to within 30 feet of the ground before we saw the dim glimmer of runway lights through the icy wind-shield. We made journeys after that but I think that was our best effort. And now in your quiet safe place, you can tell the visitors. Tell the small boys who will sit in my old leather seat. Tell them how we did it. Rest well old friend. I will not forget you. Footnote: This article was taken from memoirs of David Hitchins. It is likely he saw A65-114 before it was fully restored. Paul Daw 5

6

SOUTH AUSTRALIAN AVIATION MUSEUM SIGNIFICANT AVIATOR PROFILES

ROSS SMITH AND THE VIMY CREW ……. EPISODE 1

In 1919, South Australian brothers Ross and Keith Smith flew Vickers Vimy G-EAOU from England to Australia to win the Australian Government’s £10,000 prize. Mike Milln investigated some lesser-known aspects of this history making flight, the entire four-man crew and the subsequent fate of the Vimy in his profile that can be accessed on the website. This article adapts the story into three episodes, with episodes 2 and 3 to be published in future editions.

Crew Background

The Smith brothers were born in Adelaide in the early 1890s. They grew up at Muttooro Station in the mid-north, and attended boarding school in Adelaide and, for two years, in Scotland. They returned to Adelaide where Ross worked at Harris Scarfe and Keith at Elder Smith.

On the outbreak of war, Ross enlisted in the Light Horse and served at Gallipoli and in Palestine. He became a Lieutenant after rising through the ranks. In 1917 he volunteered for the Australian Flying Corps and qualified as a pilot, seeing much active service with 1 Squadron, AFC, over Palestine against the Turks. He flew a variety of aircraft

including Bristol Fighters and the twin-engine Handley Page O/400 bomber. Ross finished the war with both a

MC (and bar) and the DFC (2 bars) – clearly an impressive and outstanding pilot/officer.

Meanwhile, his brother Keith had repeated difficulty enlisting on medical grounds. He paid his own way to England where he was accepted by the RFC’s Officer Cadet Wing in July 1917. In January 1918 he was posted to France, but after a few weeks service there he never saw action. He returned to England where he served as an instructor until the end of the war.

Two mechanics made up the Vimy crew. One, Wally Shiers, was also a South Australian (born in Norwood). After growing up in Adelaide he worked at the Broken Hill North mine for eight years, before establishing an electrical contracting business. The other, Jim Bennett, was a Victorian who had trained as a motor mechanic. Both had had enlisted in the Light Horse, and while in Egypt were able to transfer to the AFC as air mechanics. Ultimately, both served with 1 Squadron, AFC as sergeants, where they became associated with Ross Smith. Bennett was mentioned in dispatches and won the Meritorious Service Medal. Ross Smith in India

Because of Ross Smith’s war-time experience with the twin-engined the Handley Page O/400 heavy bomber, he was selected to co-pilot a survey flight in the aircraft, from Cairo to India. However, this was no routine flight. The two pilots were Brigadier Borton and Major-General Salmond, two senior and influential RFC commanders. Shiers and Bennett were chosen to be the mechanics on the flight. This was therefore, something of a prestigious and elite crew.

They left Cairo in November 1918, less than three weeks after the Armistice, and took eleven days to reach Delhi. Smith and the two senior officers shared the flying duties, although Salmond was “excused from landing”. Shiers and Bennett proved their worth in repairing the aircraft, and both were awarded the Air Force Medal. Altogether the flight was a great success.

6

Handley Page 0/400 C9700 just before takeoff from Cairo (Borton via Airways to the East 1918-1920 Clive Semple)

7

In Delhi, Ross was royally entertained with his superior officers, dining with the Viceroy, tiger shooting and generally living the high life of the Raj. By January 1919, Borton had decided to continue the pioneering flight to Australia, but first needed to survey available landing grounds and to establish fuel dumps. Leaving the Handley Page in Lahore, Borton, Smith and the two mechanics set off in the RIMS Sphinx with 7,000 gallon of petrol. But only two days out of Calcutta the ship caught fire and nearly killed the lot of them. Using a replacement, the RIMS Minto, they successfully made a three-month survey all the way through South East Asia to East Timor. They returned to India confident that the flight could be made. Unfortunately it wasn’t to be: in their absence, the Handley Page had been conscripted for bombing duty and written off.

The England – Australia Race

Ross was still in India when he happened to read in a months-old Australian newspaper about PM Billy Hughes’ offer of £10,000 to the first Australian to fly from England to Australia in less than 30 days. Ross knew straight away that he was uniquely qualified to take on the challenge, along with his two experienced mechanics and his naviga-tion-instructor brother Keith. Ross had one other asset in his favour: newly found friends in high places.

“Biffy” Borton, being English, wasn’t qualified to enter the race but as a Brigadier he was certainly in a position to pull strings. Borton lobbied to get a suitable aircraft amid intense competition. Vickers came onboard with its Vimy heavy bomber powered by two Rolls Royce Eagle VIII (360hp) engines. Indeed, the Vimy was just at that time making headlines with Alcock and Brown’s trans-Atlantic flight in June 1919.

In September, Vickers lodged a race entry for Vickers Vimy G-EAOU that named Ross as its pilot. The company regarded the event as a commercial venture to show-off their aircraft, and put much resources into the project, including the installation of new engines and long range fuel tanks.

These efforts gave the Smith brothers an incalculable advantage over their less-privileged competitors. There was other intervention on their behalf too, with several rule changes being in their favour. At the time, the competition seemed very real, but in retrospect they were never se-riously challenged. What was very real was the 30 day deadline.

The Vimy crew took off into dense fog from Hounslow on 12 November 1919. Ross and Keith suffered abominably in the open cock-

pits as they battled through thick cloud and snow. Over France they were lucky to encounter a break in the cloud that allowed them to descend into clear air, regain their bearings and find Lyons. The next sector involved an un-planned landing at Pisa, where the airfield was flooded and the Vimy became badly bogged. Over two days they were repeatedly frustrated in their attempts to free the aircraft. Finally, thoroughly out of patience and seeing their 30-day window shrinking rapidly, Ross decided to risk all in a full-power attempt to drive the aircraft onto firmer ground – with Bennett riding on the tail to stop the aircraft standing on its nose. It worked, and Bennett managed to scramble back into the rear cockpit as they made the take off run.

After reaching Rome, they had to descend below clouds and fly in mountain valleys to reach Taranto in the heel of the boot of Italy. The next day they flew to Greece at low level in appalling weather, but landed safely in Crete. Next was an over-water leg of 250 miles to Cairo, which they flew without incident. Now Ross was in familiar terri-tory, flying over Palestine to Damascus. Slowed by headwinds, they couldn’t fly non-stop over the desert to Baghdad and landed at Ramadi. That night, gale-force winds were almost their downfall.. But they were then able to skip Baghdad altogether and fly on to Basra. 7

Keith Smith, Wally Shiers, Ross Smith and Jim Bennett (rear cockpit) in G-EAOU before the start

It took 50 men to hold the aircraft down while Ross started up and taxied into the wind. But they were then able to skip Baghdad altogether and fly on to Basra.

Flying south they battled a rainstorm so heavy that Ross and Keith had to alternate the flying as they took the full force of the rain in their faces. They arrived over Singora to find a flooded aerodrome, but Ross was able to execute a landing on dry ground covered in tree stumps, with only a broken tail-skid eventuating. Another day was wasted waiting for fuel, and then they flew to Singapore only to find the racecourse was too small for a Vimy. They landed there anyway, with Bennett crawling onto the tail as they touched down to ensure the tail dropped quickly and their ground run was minimised.

After a couple of days in Singapore, Ross managed somehow to lift the Vimy over the racecourse fence after a very inadequate take-off run. Nine hours later they landed in Java. The next day they found themselves bogged at Surabaya. It took 24 hours, 200 coolies and hundreds of wooden planks and bamboo mats to construct a 275 metre runway necessary to enable them to leave. Then they flew onto Sumbawa Island before reaching Timor - their jumping-off point for the 470 mile crossing of the Arafura Sea. After a five-hour uneventful crossing, they landed at Darwin at 3.40pm on 10 December 1919: 27 days and 20 hours after leaving Hounslow. They had beaten the dead-line by barely two days!

Next month: Part 2 the Vimy in Australia and the Fate of the Crew.

Edited adapted by

Peter Ingman

The Vimy at Surabaya (From 14,000 Miles through the Air, Ross Smith)

To all those celebrating their birthday this month, we wish you a very HAPPY BIRTHDAY and hope you have a great day.

8

Pro-Forma Invoice from

THE SOUTH AUSTRALIAN AVIATION MUSEUM INC

To all Financial Members

Subscriptions for 2014 - 2015 membership of the Museum are due on 1st July 2014.

Full Membership $50.00 Friend of the Museum $100.00

Please circle your membership classification and the amount you are paying. Write your name and membership number in the space provided below. Please enclose this invoice with your cheque, a money order or credit card information below in an enve-

lope, and Post it to - The Treasurer The South Australian Aviation Museum Inc. Post Office Box 150 PORT ADELAIDE S A 5015 Or you may pay at the Museum desk by cash/cheque/credit card

Members name…………………………………………………..……………………………...Membership Number………… As a check on our records, please advise your current address and phone numbers. Address.............................................................................................................. ...........................................................................................Postcode................. Home………………………… ………...Work…………………………...... ………………...Mobile……………………………… Email Address…………………………………………………………………………………………....... Please indicate if you wish to receive the Props and Mags publication by email.....……Yes/No Full name On Credit Card………………………………………………………… Credit Card: Mastercard / Visa (please circle) Credit card Number……………./…………./…….……/……………. Expiry Date……/……… CCV………………last 3 digits on the back of your card) Card Holder’s Signature……………………………………………