australian warbirds and vintage aeroplane news vol....

Australian Warbirds and Vintage

Aeroplane News

____________________________

A Queensland Warbirds and Vintage Aircraft Association Publication

Volume 17 / 05

Australian Warbirds and Vintage Aeroplane News Vol. 17/05

__________________________________________________________________________________________ A Queensland Warbirds and Vintage Aircraft Association Publication

QWVAA Management Committee

President Gill Vardi [email protected] Past President and AWVAN Editor

Ross Stenhouse past.presidentqwvaa.com.au

Vice President - Vintage Steve Newing [email protected] Vice President-Warbirds Richard Waugh [email protected] Secretary Doug Stott [email protected] Treasurer Phil Ridley [email protected] Membership Officer Jan Stenhouse [email protected] Committee Member Mark Purdie [email protected]

QWVAA Facebook URL: https://www.facebook.com/Queensland-Vintage-Aeroplane-Group-Inc-

160487164099644/posts/

QWVAA Web Site: https://qwvaa.com.au/home/

Front Cover Photo

A Bonanza V tail Classic and the only Beechcraft E35 in Australia. Resisted VH-VBO, the aircraft is owned by

member Gary Pohlner. This aircraft is currently for sale (see add elsewhere in this journal)

https://www.facebook.com/Queensland-Vintage-Aeroplane-Group-Inc-160487164099644/posts/

https://www.facebook.com/Queensland-Vintage-Aeroplane-Group-Inc-160487164099644/posts/

https://qwvaa.com.au/home/



Contents A Message from the Editor ............................................................................................................................................ 4

RED THUNDER 2017 ...................................................................................................................................................... 5

Nails ........................................................................................................................................................................... 8

Staples in construction .............................................................................................................................................. 8

Glues in Aircraft. ........................................................................................................................................................ 8

Welcome to new member Walter Sofronoff .............................................................................................................. 10

Military at Oakey Airfield (RAAF and Army) ................................................................................................................ 11

World War II History ................................................................................................................................................ 11

Immediately Post War II .......................................................................................................................................... 20

More Recent History (Circa 1970’s) ........................................................................................................................ 23

Army Aviation Base ............................................................................................................................................. 23

Current History (2000s) ........................................................................................................................................... 26

Possible Threat to Oakey Army Aviation Base .................................................................................................... 27

CAC CA-13 Boomerang Serial Number A46-122 ................................................................................................. 28

Buried Spitfire Rumour ........................................................................................................................................ 29

Australian Army Flying Museum ............................................................................................................................. 29

The Churchill Wing’s fourth and last strike ................................................................................................................. 31

Background .............................................................................................................................................................. 31

The strike mission: Codename “Secret Green” ....................................................................................................... 31

Post mission............................................................................................................................................................. 33

Author’s comment .................................................................................................................................................. 33

What’s happing with Watts Bridge Memorial Airfield Inc. ......................................................................................... 34

Australian Twin Engined Wooden Aeroplane that Never Was Built ........................................................................... 35

Disclaimer .................................................................................................................................................................... 46



A Message from the Editor Quite often I have been asked the question “What makes an aircraft a vintage aircraft and what is a warbird?” I

used to say it was an aircraft older than 30 years since the prototype first flew. That wasn’t an entirely suitable

explanation.

I think a better answer is the question “What is a vintage aeroplane and what is a warbird” is as follows:1

“Vintage” is a collective term that covers antique, classic, heritage, historic, veteran or vintage aircraft. These are

aircraft are of an obsolete type which have been preserved beyond their normal service life.

The answer to the question “What is a warbird” is as follows:2

A warbird is any vintage military aircraft now operated by military, civilian organizations and individuals.

That in turn begs the question: “What is a military aircraft”?3

A military aircraft is any fixed-wing or rotary-wing aircraft that is operated by a legal or insurrectionary armed

service of any type. Military aircraft can be either combat or non-combat.

Combat aircraft are designed to destroy enemy equipment using their own aircraft ordnance. Combat

aircraft are normally developed and procured only by military forces.

Non-combat aircraft are not designed for combat as their primary function, but may carry weapons for

self-defence. These mainly operate in support roles, and may be developed by either military forces or

civilian organizations

So taking that definition into account isn’t the name of our organisation a bit of doubling up on terms and the

answer to that question is:” Yes it is but we like it!”

QWVAA’s focus is that we actively encourage owners to keep/restore their vintage aeroplanes in airworthy

condition so that they can be flown regularly be it just for the owner’s enjoyment or to display their aircraft to the

public at a fly-in or airshow.

We run a number of events each year that allow members to attend and network. Over the years you develop a

bond with fellow aviators. I know this to be true because I have been continuously a member since 1976 and have

become friends with hundreds of fellow aviators. Please see if you can recruit a follow aviator to become a

member of QWVAA – more members largely mean more successful events or “Happenings” as we used to call

them back in BC!

1 https://en.wikipedia.org/wiki/Antique_aircraft

2 https://en.wikipedia.org/wiki/Warbird

3 https://en.wikipedia.org/wiki/Military_aircraft



RED THUNDER 2017 Well Red Thunder is over for this year and in the next edition of AWVAN we will have the story and greater

pictorial coverage of the activities of the Red Thunder week.

Red Thunder not only involves the flying of aircraft, it is also about people. One aspect of Red Thunder of which I

am most impressed is the effort that is but into the crew briefings. These briefings are of an extremely high

standard and their purpose is to improve all aspects of the flying activities.

An exercise of the scale of Red Thunder requires a high level of discipline from all involved. The briefings not only

convey the methods that the flying missions entail; they include briefings about the discipline necessary from the

crews involved ensures that those missions are achieved with the exercise of a high level of flying skill and safety.

This event will grow in size and complexity and we here at QWVAA are working to ensure it will. Congratulations

to all involved on achieving a very successfully week. Thanks to all who were involved in looking after the Ladies.

It’s important that the YLs are well looked after and that activities occur that provide for their interests and

enjoyment.

Red Thunder web site: https://www.redthunder.com.au/

https://www.redthunder.com.au/



Queensland Warbird and Vintage Aeroplanes - Calendar of Events

Saturday 10 June `Rolleston Flyin Saturday 10 June QWVAA 2nd Saturday Evening In Month BBQ

Sunday 11 June WBMA Breakfast at Watts 0800 – 1000 hrs. Sunday 11 June QWVAA Management Committee Meeting Sunday 25 June QWVAA Grass Roots Fly-in – Gatton Airpark 0900 – 1300 hrs. Saturday 8 July QWVAA 2nd Saturday Evening In Month BBQ

Sunday 9 July WBMA Breakfast at Watts 0800 – 1000 hrs. Sunday 9 July QWVAA Management Committee Meeting 1200 hrs. Saturday 12 August QWVAA 2nd Saturday Evening In Month BBQ

Sunday 13 August QWVAA Management Committee Meeting Saturday 9 September QVAG 2nd Saturday Evening In Month BBQ

Sunday 10 September QWVAA Management Committee Meeting Saturday 14 October QWVAA 2nd Saturday Evening In Month BBQ

Sunday 15 October WBMA Breakfast at Watts 0800 – 1000 hrs Sunday 15 October QWVAA Management Committee Meeting 1200 hrs. Saturday 11 November QWVAA 2nd Saturday Evening In Month BBQ

Sunday 12 November WBMA Breakfast at Watts 0800 – 1000 hrs. Sunday 12 November QWVAA Management Committee Meeting 1200 hrs.

NB - Green highlighting signifies a QWVAA event

For Sale

Bonanza V tail Classic. Only E35 in Australia. Restored 2015 with full C of A. Everything has either replaced, overhauled or serviced. Continental E225 HP overhauled & all accessories by the specialists Poplar Grove Airmotive. Updated Hartzell prop. Wing bolts, cables, gear all done. 4 new windows, new Y belts. TAS 130 at 43Lph 2300RPM. 4seats + baggage. TT 4,000. Fresh paint Imron white. VBO is a 1954 so has 50's interior. VFR (no glass). Dual VHF and S Txpdr.

message me on 0487 749439 or [email protected]

No price with ad. Owner Will negotiate.

mailto:[email protected]



Nails, Staples and Glues in wood built Aircraft

Author: Gary Button

(This’s a very informative article and we are grateful to long-term aircraft restorer, Gary Button for putting into

writing knowledge that he has gained over the years of plying his trade - Ed)

Nails Anyone who has owned an old (wood) aircraft over time may have noticed nails all over it .when a restoration was

needed. Nails where used for gluing pressure and stayed with the aircraft. There is nothing wrong in using nails

even in current built aircraft. However weight was added with hundreds of these nails.

Nails in timber ARE NOT STRUCTURAL

WHAT NAILS?

Because timber has 12% to 14% Moisture content you must only use BRASS or STAINLESS Steel nails because

these two metals can cope with the moisture content and not RUST.BRASS nails with points and thin flat heads

where and are still used today.

NEVER put a flat head STEEL nail into timber, it looked nice from the packet? THIS NAIL WILL RUST with the

STANDARD moisture content in TIMBER, when it starts to rust it EXPANDS in size and OPENS the timber cells and

grain to let MORE Moisture in to accelerate the rust.

Staples in construction This improved construction greatly and used correctly did the same work as a nail and was REMOVED after a set

time of the glue. What STAPLES, to use? It is not wise to use BLUNT end staple. WHY? Because this blunt end will

DESTROY the cells in this area by punching holes in them.

ALWAYS use pointed ended staples to spread and not damage the cells,

STAPLES should NOT be used directly onto construction timber or plywood and must have a tacking strip to

protect the finished surface. If you look at where nails or staples are used you will notice they are through

plywood skins or gussets.

Depending on the material the staples will enter, the staple length guide is 1/4 length through the ply 3/4 (grip)

length into the joining material. You must also allow for the tacking strip thickness which is commonly 1.5 mm off

cut low grade plywood.

Glues in Aircraft. CASEIN

Way back in time around in the early 1900’s aircraft had glues which were called casein and over time would fail if

MOISTURE entered the glue. Casein glue can be found to be still bonding after a load and pull test after all these

years yet ONLY if NO moisture ever entered the glue line.



A test for a sure sign of water entering the glue line was to open inspection panels and if the air had a bad smell

this was an indicator of the glue breaking down and this test plus investigation grounded many wood built

aircraft.

RESORCINOL

We moved on from there and in the 1950's into the 1970's water clean-up resorcinol glue was the preferred glue

to use. Resorcinol is cherry red in colour which had to be mixed 5 to 1 l by weight on a scale. Very time consuming.

This glue was easy to work with and it would have a Viscosity to spread and enter the timber surface. This glue

was not affected by moisture or decay when cured.

You had to be a VERY good wood worker because this glue would have less strength if the joint was not closed to a

hair line gap.

EPOXY

After resorcinol glues things changes to using EPOXY glues which made structural matters safer. What happened is

that these modern glues are much more forgiving in their use. Most common EPOXY glues being used on

Australian built aircraft. To my current knowledge are, K134, and EPICRAFT EPIGLUE.

K134 is CASA approved and is white in colour. This epoxy is mixed by weight 100 parts Resin: 40 parts Hardener OR

by volume 100 parts Resin: 50 parts Hardener (2:1)

The other glue is NOT approved (by CASA). EPICRAFT EPIGLUE a clear light honey colour glue. This epoxy is mixed

by volume 2 parts resin 1 part hardener and is personally easier to mix and use than K134.

So why is EPICRAFT not approved by CASA. EPICRAFT glues are approved for use by CASA approved people. All you

need is an E O (Engineering Order) to use this glue. This epoxy is the preferred glue and is used extensively on DH

restoration work in Australia.



Welcome to new member Walter Sofronoff QWVAA would like you all to welcome Walter to our ranks. Walter is a Tiger driver and the proud owner of Tiger

Moth VH-BCC.

Image above: Walter in the process of refuelling his Tiger Moth VH-BCC.

Some of you may recognise the rego VH-BCC. BCC has had a long

association with QWVAA (or more correctly our ancestor

organisation QVAG) I first come across this Tiger at Stampford

Hill in the 1970s when it was owned by then QVAG member Alan

Parsons. Alan had inherited the Tiger from his father Cliff

Parsons.

The Tiger didn’t fly

for many years and

in early 2000s Alan

sold the aeroplane to then QVAG President Shane Winter. Shane

commenced the restoration of BCC and that was well underway

when unfortunately Shane was killed in the prang of a glider at Watts

Bridge in 2008.

The aeroplane then changed hands to another QVAG member Alan

McVinish. Al restored the aeroplane and whilst still owned by Al the aeroplane was involved in a prang whilst

being flown by the current owner Walter Sofronoff and Al had the pleasure of restoring BCC to flying condition for

a second time. Walter purchased the aeroplane from Al and now is VH-BCC’s proud owner.



Military at Oakey Airfield (RAAF and Army) Compiled by Ross Stenhouse

I have a special interest in Oakey since I worked there during the mid-1970s. I was a student at the Department of

Civil Aviation Technical Training School and during fourth year I was sent to Oakey for three months field training.

My role was to assist with the installation of our transmitters and receivers in the operations building. I also had to

test some of the fire control system and that led to a few exciting moments when I accidently set of the crash

alarm. The Army Fires were extremely quick off the mark (due to a recent incident with a helicopter and a few of

their mechanics getting badly burnt.)

At that time I knew that many aeroplanes had been destroyed there and was surprised that there was not a trace

that could be seen of them on the airfield.

World War II History Oakey airfield started with the establishment of No. 6 Aircraft Depot (6AD) on 14 October 1943. The original plan

approved on 25 May 1942 called for 6AD to be located at Chinchilla. On 22 December 1942, the RAAF

Development Program was reviewed and 6AD was approved for establishment at Oakey. The proposed personnel

establishment for 6AD was as follows:-

RAAF: 70 Officers, 5 nurses, 218 Sergeants and above and 1,458 Corporals and below. Total 1,751

WAAAF: 5 Officers, 7 Sergeants and 236 Corporals and below: Total 248

Total Establishment 1,990

Work on the construction of 6AD was started by the Civil Construction Corps on 15 March 1943.

The Aircraft Depot's primary function was to relieve, repair and carry out overhaul work then being done at No. 3

Aircraft Depot at Amberley airfield and to act as a forward depot for aircraft operating from New Guinea and

northern Australia. The Depot serviced, assembled and conducted test flights of Beaufort, Mustang Norsemen,

Wirraway and Spitfire aircraft. They also serviced large quantities of communications equipment and radio

compass receivers. Nine American type workshop hangars originally consigned from the USA to the Admiralty in

Singapore were obtained from the USASOS for 6AD at Oakey airfield.

The airfield site (RAAF Property No. 2520) was 934 acres which comprised a 400 feet landing strip and 2 hard

surfaced runways on bearings 45 degrees and 135 degrees. £99,300 was allocated for the airfield and £200,000

for buildings and engineering services.4

4 http://www.ozatwar.com/airfields/oakey.htm



Image Above: Accommodation buildings at Oakey. Photo taken circa 1945



When researching for information to write articles such as this you read hundreds of memos and pick out

just a few to publish. However the information from reading all of the memos gives one a good idea of

what lay behind many of the engineering decisions made in connection with the earthworks about the

airfield.

As a good example in the memo of the page opposite there is discussion about building over the black soil

and the necessity to put a layer of loam over the black soil before putting the top soil cover on. Some of

you may be familiar with black soil and its highly reactive nature and the deep cracking that occurs when

it dries out.



Immediately Post War II The thing that usually comes to mind about Oakey post WWII is that it was the place where about 350 Spitfires

were destroyed (by the scrap man). Other aircraft types were also scrapped at Oakey. Amongst them was CAC

Boomerangs. The airframes of Boomerangs were constructed of steel tubing and thus of little value so many found

their way to local farms where they were a source of nuts and bolts. The Boomerang wings and centre sections

were metal and were melted down.

After the war, the airfield was also used to store aircraft pending disposal, with 544 aircraft of various types at the base in December 1945..



Image above: Aircraft awaiting their fate with the smelter circa 1947 Many of the aircraft in the background have radial engines so it’s a fair

guess that they are CAC Boomerangs. One wonders if the Mustangs in the foreground met a similar fate as the Spitfires.

As one can imagine at the end of

WWII, the RAAF had a lot of assets

located at various airfields. These

assets were quite valuable and some

could be put to direct use to support

the local towns. Such a case was made

at Oakey by the local Council

Jondaryan Shire Council.



Image above: A diagram from 1951 showing the defence area at Oakey as agreed with the Dept. of Civil Aviation. The military has an

increased level of control over privately owned land in a defence area. As an example the heights and position of buildings that the land

owner seeks to have constructed can be restricted.



More Recent History (Circa 1970’s)

Army Aviation Base

On 1 July 1968, the Australian Army Aviation Corps was formed with the Department of Civil Aviation aerodrome

at Oakey transferred to Army control on 1 July 1969 for the Corps base,

Image above: An early photograph of the first buildings that formed the fledging Army Aviation Base.

6 Aviation Squadron (Reconnaissance) relocated from RAAF Amberley and additional Army Aviation units were

raised including Headquarters Army Aviation Centre to control the airfield and the Army Aviation Centre Base

Squadron. By the end of 1973, the remainder of 1st Aviation Regiment had relocated, including the School of Army

Aviation formed from the Training Squadron, and also 5 Base Workshop Battalion of the Royal Australian Electrical

and Mechanical Engineers (RAEME) to provide fleet maintenance. Also, 173 General Support Squadron and 171

Command and Liaison Squadron were formed at Oakley.



Image above: The helicopter landing pads are clearly visible in this photo.

Image above: Aircraft Line-up C180 and three Pilatus Porters



Image above: Control Tower and Fire Station Building

The author worked at Oakey Army Aviation base for about three months over the winter of 1973. He worked in

the Control Tower Building installing equipment in that building whilst employed by the Dept. of Civil Aviation.

Image above: How much the accommodation blocks have improved since WWII days.



Current History (2000s)



Image above: This Pilatus Porter A14-652 from the Army Museum of Aviation. It flew in to attend a QVAG Festival of Aviation.

Possible Threat to Oakey Army Aviation Base

When Wellcamp airport was approved and constructed the future of the Oakey Army Aviation Training Centre

was potentially put under a cloud that would limit the operational utility of the major RAAF base at Amberley

and training at Oakey.

That was the view put by Australian

Defence Association’s Executive

director Neil James when in 2012 he

blasted council's approval for

Wagners to build a jet-capable

airport under restricted military

airspace at Wellcamp Downs.

However it’s now its five years later

and that fear doesn’t seem to have

been realised.

Diagram above: Concept map of proposed Wagner’s Wellcamp Airport.



CAC CA-13 Boomerang Serial Number A46-122

Photo above: In the early 2000s Matt Denning does a meet and greet beside his Boomerang at a QVAG Festival of Flight

Aircraft History

The Boomerang was built by Commonwealth Aircraft Corporation (CAC). Its constructors number was 945.

Wartime History

During August 1943 delivered to the Royal Australian Air Force (RAAF) as Boomerang serial number A46-122.

Assigned to 83 Squadron with code MH-R and was allocated to pilot Paul Bash who nicknamed the aircraft "Suzy-

Q". During the end of March 1945, flown to Oakey Airfield and placed into storage until the end of the war. During

May 1946, authorized to be written off was issued and in November 1948 struck off charge and scrapped.

Restoration

The tubular steel frame of A46-122 was recovered from Oakey by former QVAG member John Hill. In 1975, it was

purchased by 15 year old Matt Denning. For many years Matt was a QVAG member. Components sourced from a

number of Boomerang wrecks were used in the restoration. These other aircraft included Boomerang A46-144,

Boomerang A46-160 and Boomerang A46-166.

The project found itself based at numerous places across eastern Australia, including Point Cook, South Brisbane

TAFE College, Coolangatta Airport, Archerfield Airport, RAAF Base Amberley and Toowoomba Airport. Restored to

airworthy condition, this Boomerang made its first flight in early 2003. Registered in Australia as VH-MHR and is

one of only three airworthy Boomerangs in the world.5

5 http://www.pacificwrecks.com/aircraft/boomerang/A46-122.html



Photo above: Matt Denning and his Boomerang A46-122 at the 2005 QVAG Festival of Flight.

Buried Spitfire Rumour

There is a story about Spitfires buried in an underground location during WW2 as an emergency supply in the event that the Japanese invaded Australia.

There is a good account of this supposed treasure trove can be found at http://www.theaustralian.com.au/business/aviation/fact-or-fable-hunt-is-on-for-buried-spitfires/news-story/e27f3efa75ee074bed011ccd3e4dc56b

Australian Army Flying Museum Raised in 1912, the Australian Flying Corps was the branch of the Australian Army responsible for operating

aircraft during World War I. The Flying Corps ceased operations in 1921 as the Royal Australian Air Force (RAAF)

was formed. Army aviation again took to the skies in the 1950s during the Korean War and continues operations in

the present-day Australian Army.

The Museum’s aircraft displays include;

Full scale replicas of pre-World War 1 Beleriot, Deperdussin and Box Kite,

World War 1 Bristol F2B, Sopwith Camel and Fokker DR1 Triplane.

World War 2 designed and built warbird CAC Boomerang,

1950s Auster Mk 3,

1960s – 70s Bell 47 - Souix,

Cessna Birddog,

CAC Winjeel,

Bell 206 – Kiowa, and

UH-1H – Iroquois.

http://www.theaustralian.com.au/business/aviation/fact-or-fable-hunt-is-on-for-buried-spitfires/news-story/e27f3efa75ee074bed011ccd3e4dc56b

http://www.theaustralian.com.au/business/aviation/fact-or-fable-hunt-is-on-for-buried-spitfires/news-story/e27f3efa75ee074bed011ccd3e4dc56b



Other displays include artefacts,

memorabilia and photographs from all

eras, including that of the No 6 Aircraft

Depot RAAF which occupied Oakey Airfield

during World War II.

The Museum is open Wednesday to

Sunday from 10:00am to 3:00pm and

guided tours are available for the Display

Hangar on request.

Our workshop is open Wednesdays and

Thursdays with tours available by booking.

Contact the Museum on 07 4577 7666 or

by email at [email protected]

mailto:[email protected]



The Churchill Wing’s fourth and last strike Author: Gordon R Birkett 2010

(The reason I published this most interesting story is because within a year or so of this mission, the Spitfires

involved ended up at RAAF Base Oakey and were scrapped in 1947 – Ed)

Background Following the last successful spitfire strike of 1944, the war had moved even further north away from Darwin.

Rumours and anticipated plans of increasing the strength of 80 Wing with an allocation of an additional Spitfire

Squadron were circulating around February and March 1945. This squadron, to be 54 Sqn RAF, was advised of an

intended redeployment to Morotai.

By May 1945 however, the three RAAF Spitfire Squadrons of 80 Wing, having all moved earlier to Morotai earlier

in late 1944 and early 1945, were being used mainly in ground attack missions due to the lack of the anticipated

Japanese air opposition. Thus this reinforcement did not eventuate. Besides operational sweeps and intercepting

suspected enemy radar plots that turned out to be either friendly or atmospheric phenomenon, the Wing was

busy ferrying aircraft (Spitfires and a few Wirraways) to Oakey for modifications or storage from late 1944 and

early 1945.

However, several 1st Wing RAF pilots did get to Morotai, albeit to ferry replacement Spitfires fitted with 90 gallon

slipper tanks, north from Darwin to Morotai and then returning with Australia with worn airframes or by

transport. An example of this was on the 1February 1945 when six RAF pilots (two each from 54/548/549 Sqns) led

by Sqn Ldr R A Watts (CO of 548Sqn RAF) flew six replacement Spitfire VIIIs to 452Sqn RAAF located at Morotai.

They were A58-417, A58-420(QY-J), A58-427(QY-Q later X), A58-430 (QY-M later X), A58-510 (QY-U) and A58-540

(QY-I) with known future codes in parentheses.

That was as close to the then front they had gotten to, that is, until 3 June 1945. On that day, on their last

offensive mission of the war, the Churchill Wing would get their last enemy aircraft credited to the Wing.

The strike mission: Codename “Secret Green” It was to be a different proposition to the last three missions insofar that the opportunity to engage Japanese

enemy aircraft was high. The target was for a fighter strafing attack and sweep over Cape Chater Aerodrome and

the adjoining Sea Plane base, located on the north eastern side of Portuguese Timor. The unit to be involved was

to be 548 Sqn RAF. Further planning resulted in a fighter strafing attack by a six aircraft flight, whilst a top cover

flight of four Spitfires would cover the mission. Selected aircraft and pilots from each of the RAF squadrons would

be now involved.

With an impending B-24 Liberator raid by 23 Sqn RAAF around the same date, it was decided to modify the

operation with their inclusion and the mission to be synchronised with a strafing attack. The aim was to destroy all

aircraft located on the ground at the base. The mission would be commenced some hours earlier with a

harassment raid by a loan 23 Sqn RAAF Liberator on the preceding night of the 2 June 1945, followed by a

bombing raid the next morning by a further four Liberators. Lead by a B-25 Mitchell to the target, a six aircraft

Spitfire flight would then begin strafing of the aerodrome installations and aircraft revetments as the enemy

recovered from the Liberator bombing, whilst overhead a four aircraft Spitfire flight would ensure that no enemy

aircraft that managed to get airborne would escape.



Further out to sea, a Catalina would stand by, with a fifth Liberator as escort, should any aircraft require Air Sea

Rescue services. The second B-25 Mitchell would photograph and film the operation.

At 06.30hrs on the 3 June 1945, the six Spitfire of 548Sqn RAF of the strafer flight that were led by Sqn Ldr Glaser

and the four top cover Spitfires (three from 54 Sqn RAF) lead by 549 Sqn RAF’s Sqn Ldr Bocock, took off from

Darwin for Austin Strip on Bathurst Island. All ten Spitfires arrived safely for refuelling before again taking off at

07.45hrs to rendezvousing over Snake Bay with their 2 Sqn B-25 navigation ship to continue their mission to Point

Chater Aerodrome. Owing to a fuel fault in feeding fuel from his slipper tank attached to A58-498, F/Lt Greerson-

Jackson of the 54Sqn RAF top cover flight, was forced to abort and return to Darwin only after five minutes in the

flight.

Following the long over water flight, the formation then rendezvoused at 09.15hrs with the four 23 Sqn RAAF

Liberators over Jaco Island, located just off the south east tip of Timor. As planned, the Liberators bombed the

aerodrome with sixteen 500lb Demolition and thirteen 120lb Frag bombs, destroying three of the five aircraft on

the ground in their revetments, and causing a fair amount of dust and smoke.

Table below lists aircraft per 3/06/1945 Raid Call Sign Pilot Aircraft

Red 1 S/Ldr E D Glaser 548Sqn RAF TS-V/A58-482 Red2 F/Lt C W Saunders 548Sqn RAF TS-P/A58-446 Yellow 1 F/Lt J A Aiken 548Sqn RAF TS-A/A58-453 Yellow 2 F/Lt J M Hilton 548Sqn RAF TS-D/A58-405 Blue 1 F/Lt B L Price 548Sqn RAF TS-W/A58-320 Blue 2 F/Lt F S Everill 548Sqn RAF TS-X/A58-338 Stitcher S/Ldr E P Bocock 549Sqn RAF ZF-V /A58-438 F/Lt J B H Nicholas 54 Sqn RAF DL-W /A58-370 Abort F/Lt M W Greerson-Jackson 54Sqn RAF DL-D /A58-498 P/O F R Booker 54Sqn RAF DL-R /A58-360 HUG.10/1 S/Ldr D H Nannah 2Sqn RAAF (Air Spare and

Photo ship) KO-F/A47-14

HUG.10/2 F/Lt J L Legge 2Sqn RAAF (Navigation Ship) KO-* /A47-5 Lon 43/1 F/Lt McKellar 23Sqn RAAF (Pre-Harassing Raid) NV-Z/A72-107 Lon 44/1 S/Ldr Miller 23Sqn RAAF NV-A/A72-100 Lon 44/2 F/Lt Lister 23Sqn RAAF NV-R/A72-82 Lon 44/3 F/Lt Halliday 23Sqn RAAF NV-C/A72-104 Lon 44/4 F/Lt Baines 23Sqn RAAF NV-*/A72-90 Lon 44/5 F/Lt Hockings 23Sqn RAAF (Air cover for ASR) NV-S/A72-102 ZDG 32 F/Lt Penny 43 Sqn RAAF ASR OX-H/A24-359 # All Multi Engine Crew details held; Captains

shown only * Code not known if indeed carried

The six Spitfires of the strafing flight then went in following a slight delay caused by radio problems with the

Liberators, dust and smoke from the exploding bombs, and then strafed the aerodrome buildings with 20mm and

.303 inch machine gun fire. The remaining three top cover flights, circled at two and a half thousand feet whilst

experiencing some twelve light to medium flak rounds fired. A second run in was made by five of the Spitfires on a

camouflaged revetment occupied by a Japanese bomber which was still partially obscured by smoke. After some

869 x 20mm and 3232 x .303 inch machine gun rounds expended, the Spitfires broke contact and turned for an

uneventful flight home to Darwin Civil Aerodrome, landing there at 11.35hrs.



On arrival, a quick cold welcome beer was met by all pilots that participated in the last operational offensive

mission of the Wing in WW2.The last mission aircraft to land was Liberator A72-102 after escorting back the ASR

Catalina

Post mission Both 54 and 548 Squadron RAF records show some doubt as to whether the fourth or fifth Japanese bomber

aircraft were actually destroyed, mainly due to poor Spitfire gun camera cine film exposure (mainly caused from

dust).

Image above: A58-482 TS-V as fitted with 4 x 20mm Cannon Dec 1944

On researching 23 Sqn RAAF records though, credit was given to the destruction of four Japanese bombers by 23

Sqn RAAF; with a fifth bomber aircraft to the Spitfires of 1st Fighter Wing, with some of those destroyed being

identified by intelligence as “Peggys”, the latest suicide bomber type. Records confirming a ‘credit” has not been

found as yet. The final accolade given, the mission’s bomber leader, F/Lt McCallum of 23 Sqn RAAF, was sent a

congratulatory note from the AOC North Western Area, Air Commodore Charlesworth, noting the mission’s great

success.

Thankfully, the war would be over in three months hence, and the record of 1st Fighter Wing losses on these

offensive missions would remain zero precent.

Author’s comment There ends the mission narrations of the four offensive operations of the 1st Fighter Wing. Though not the longest

single engine missions of the war, they did represent what could be accomplished by a determined group of young

Australian based



British Spitfire Pilots who after years of being on the defence, wanted to bring the fight to the enemy’s own turf.

Research is still ongoing as to the remaining missing radio Call signs, aircraft codes and stories. I’d like to thank Buz

Busby, Peter Dunn, Peter Malone and William H Bartsch for their help in making this story possible, directly or

indirectly for me to write it - Gordon R Birkett 2010

Sources: 1stFighter Wing Combat Reports; 54/548/549 Squadrons (RAF) ORBs; 2/12/23/31/43/452/457 Squadrons

(RAAF) ORBs; 82Wing Combat reports and RAAF Intel reports (Northern Command).

What’s happing with Watts Bridge Memorial Airfield Inc. Author: Ross Stenhouse

The answer to the above question is a lot of talking and not much in the way of visible change. Some of you will

have heard about possibility of the changing of the governance model for WBMA from an Incorporated

Association to that of a Company Limited by Guarantee.

My opinion is that there is not a strong driver to warrant change. I am sure that both forms of incorporation have

their advantages and disadvantages; HOWEVER we have more important matters at Watts Bridge that we need to

achieve.

Some of you may know that I was the founding chairman of Watts Bridge and a significant member of the

management team for the first 18 years of the airfields existence. During that period most of the visible

improvements to the airfield were achieved. Because of this history (and the fact that I have about $400k invested

in buildings on the airfield) I have a very active interest in ensuring that the airfield prospers.

My main interest is focused on the physical infrastructure development and currently the big picture for me

includes:

1. The diversion of Silverleaves Road around the north western end of runway 12/30 and the fencing of that

diversion road. The achievement of that would allow restoration of the runways (12/30 and 03/21 to their

original lengths;

2. The sealing of runway 12/30 and the development of the parallel runway to be the grass runway for 12/30

3. The establishment of a reticulated fire hydrant system to serve the commercial hangar precinct and the air

chalet precinct. This includes the altering of the current settlement pond to serve as both a settlement

pond and water storage pond. That would ensure we have a well-established source of water for the

purposes of fire fighting and for the watering of plants and trees about the airfield; and

4. The sealing of the main entrance road and the sealing of the road skirting the air chalet precinct and down

to the private hangar area,

We should be able to achieve the above in the next 10 years if the management team gets focus and remembers

that WBMA is an airfield management organisation. It is not an aero club! The club function belongs to the home

base groups.

Talking to the WBMA President (James Crocket and a QWVAA member) he told me that there is no urgency to

change from our current WBMA governance model. It’s my opinion that the lawyers should not be involved in the

redrafting of the constitution (under either system of governance). They are extremely expensive and the



cost/benefit ratio is not in our favour. Members drafted the current constitution and it has lasted over 30 years

had a couple of modifications and still working successfully!!

I think it’s a shame that the current board have decided to go down the path of employing lawyers to tell us “How

to suck eggs”. Surely you guys you have the intelligence to think for yourselves, others in the past did and the

airfield prospered.

Finally I am of the opinion that the airfield has been reaching its potential over the past 10 years and I for one am

looking to the new President of WBMA, James Crocket, to show leadership and reverse that trend and take us

forward to re-instating Watts Bridges place of being one of the best airfields in Australia.

Australian Twin Engined Wooden Aeroplane that Never Was Built Compiled by Ross

In researching the Australian National Archives I came upon the documents that form the basis of this article.

During WWII Australia had an urgent need to have a twin engined trainer aeroplane. The following images are

copies of correspondence that discussed the various possibilities.

I have had a very long term interest in aircraft built in Australia and have never heard of the proposal contained in

the following letters. What is more surprising to me is that the Department of Civil Aviation (DCA) was proposed to

be the aircraft designers. When we look at the current descendent organisations (CASA and Air Services) it is hard

to imagine at the high levels of engineering skills their ancestor organisation was capable of. For ten years, I was

employed by DCA and have long lamented the loss of engineering and technical skill in the successor

organisations,

The letters give an insight into the uncertainties of supply that prevailed and how that affected the decisions on

other aircraft designs with which we are more familiar, aircraft such as the Avro Anson and Airspeed Oxford.

Not only were DCA involved in the possibility of building a wooden twin-engined training aircraft, they also were

involved in the early design of a twin-engined wooden light bomber /reconnaissance aeroplane the DCA-1.

This part of Australia’s history has largely been forgotten. The series of letters include one from no less a

prominent politician than Arthur Fadden. Arthur became Australia’s wartime Prime Minister after the resignation

of Robert Menzies in 1941.His letter advised that the proposal for DCA to design a l twin-engined wooden light

bomber /reconnaissance aeroplane would not proceed

I hope you find reading the letters as interesting as I did. The background history contained in them sheds light on

why certain purchases were made.

The copies of documents reprinted in the following pages outline the story very well!



Disclaimer

All views expressed in this journal are not necessarily the views of the author, the editor or the Queensland Vintage Aeroplane Group Australian Flying Museum Inc. They are simply opinions and are not necessarily fact.

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