The big news this month is that Graeme Lunn’s book on the life of Admiral Sir Victor Smith has been printed and stock is now available for purchase.
I met VAT just once, back in the late 80s at an Air Day at Albatross. In his usual inimitable style he’d snuck in quietly, wearing civvies, and he introduced himself as “Victor”. We chatted for a while, with me thinking he was a local retiree who’d come to see what all the noise was about, and him probably thinking I was a pretty ignorant two-and-a-half. I had no idea that the elderly gentleman I was talking to was the knighted four-star father of the Fleet Air Arm I’d chosen to join, or of the extraordinary life of adventure he had led. I wish I’d known - I would have loved to talk a lot longer than I did.
Now, some thirty years later, a book has at last been written about him. And what a book! Capturing the story of such a rich and complex life is difficult enough, but doing it in a way that grips the reader’s attention is even more tricky. Graeme has done both with distinction and I think his work is going to be the definitive reference on this most extraordinary of leaders. I urge you to secure a copy if you have not already done so (see page 4 for details).
Also this month there was another distressing article in the media about the Taipan crash. It was written in what I thought was a highly sensationalised style, and described how shabbily the families of the victims feel they have been treated. I found the material distressing because, if it is as
the author reports, then it is clear Defence has learned nothing from the past; and if it is substantially untrue, then Defence needs to say so because there is a reputation issue here to say the least.
What is clear is that, as we approach the first anniversary of the tragedy, no report has been officially released, and the loved ones of those lost are still in limbo. For an organisation with the resources that Defence has it should not take that long.
Finally, and on a lighter note, I keep my eye on mainstream and social media to find things I think might interest readers. Just as this magazine was going to print I came across the following video clip, here, entitled “Destroying a Lamborghini With Fireworks”. It’s too late to go in the ‘Around the Traps’ segment, but too good to leave out.
I’m hoping the link will work, as the guy who made it has just been arrested by the US Department of Transportation, working with the Bureau of Alcohol, Tobacco, Firearms and Explosives. He must have really stirred them up! The charge was, essentially, that ‘he did not have a permit to film using fireworks on a helicopter”. I’ve put a screenshot on page 10 of this edition.
The clip is actually really well filmed, and is a great example of folk who have too much money and not enough sense. Check it out!
Stay safe. mp.
REST IN PEACE
Since the last edition of FlyBy we have been advised that the following have Crossed the Bar: Ron Herron
A few words and thoughts from the Editor of this magazine.
We remember those who are no longer with us.
Bits and Pieces of Odd and Not-so-odd news and gossip.
The Launch of the Book.
FAA Wall of Service Update
The status of orders for Wall of Service Plaques.
You can find further details by clicking on the image of the candle. ✈
Jim Bush’s snippets on what you may be entitled to.
Last month’s Mystery answered, and a new one presented for your puzzlement (p27).
Landing on a Carrier when you shouldn’t.
The Life of Geoffrey Hall
Our first dual-hatted aviator.
This month’s letters from our Readers.
How a little aviation company is helping a Nation’s poorest.
If You Believe The Hype
Automation is not about to take your job!
The Story Behind the painting on the cover.
Sir Victor Smith BOOK & BOOK LAUNCH
At long last a biography on the life of ‘VAT’ Smith has been produced, telling the story not only of the man but how both the Navy and Australia grew over those turbulent times.
This wonderfully detailed account by author Graeme Lunn, himself a FAA pilot, is available now. You can go on the mailing list to register your interest in buying a copy.
The book will be officially launched at a ceremony at the Museum on 30 August 2024. We expect an extraordinary gathering of FAA members, both past and present, to honour VAT’s memory and remember his achievements. You are invited to be part of this historic event.
Simply click on either or both of the links below to register your interest.
Dear Editor,
I have just had the pleasure of reading “The Skyhawk Years” by Peter Greenfield and David Prest and would like to congratulate them on producing a fine work. It has been well constructed and is superbly produced.
More importantly, it has filled me in on the several years of Skyhawk activity after I left the RAN in 1974 and I applaud those who continued to operate the type from the ship despite its aging and idiosyncratic arresting gear and catapult equipment..
It is often the case the case when someone “who has been there” reads a historical work he/she will see some minor omissions or errors but very occasionally something a little more fundamental will be observed.
On the minor side, the Delmar System on the Skyhawk was not the same as that on the Venom (p 50) and as a matter of interest, as originally tested by the RAN on the A4 it had 35,000 feet of .045 inch wire some of which was found to be faulty. Nevertheless we had the full 35 out on a number of occasions during the trials.
Also, on the list of “Royal Australian Navy Skyhawk pilots” (p185 Qualifications) Fred Lane, Bill Callan and Errol Kavanagh were all QFIs.
Then there is what I believe to be a significant omission. On that same list the AMAFTU test pilots who flew many hours on the type do not warrant a mention. This cannot be because they did not undertake the RAN Skyhawk OFS since there are some on that list who similarly did not.
I first flew a Skyhawk in the US during my time as an instructor at USNTPS in February 1968 gaining time on the A4 B, NA4 B, A4 F and also flew the TA4F from the then Douglas facility at Palmdale Ca.
It is also of relevance that as Air Group Commander I worked up, ( Weapons Delivery, ACMs, IFR, DLP etc.) then embarked and flew with 805, usually daily, during the first deployment of 1974 so I guess that could make me a Skyhawk pilot.
Just for the record.
Jerry O’Day. ✈
Dear Editor,
I am hoping that you might be able to help me with an enquiry about Mark Measday, (deceased).
I was distressed to recently learn of his passing in Mar, 2020 from your website.
I knew him very well in his younger days when he and I travelled around Australia on a motor bike and spent a season working together as deck hands on a cray boat based in Lancelin WA. I was also the best man at his wedding and maintained contact with him at various times in his earlier years, but then lost contact.
I live in Melbourne but just in the past few days was visiting Lancelin after fifty years absence. Incredibly, I spoke to a person who knew both of us back then. I intended to send Mark some photos and stories about the fishing bay where we had spent that time together.
I didn’t know his contact details, so I consulted ‘Google’. Your organisation came up with his Obituary. As I mentioned earlier, I was deeply saddened and distressed to learn of Mark’s passing.
I would like to contact someone who knew Mark in his latter years and thought you may be able to help. Maybe a work colleague, or someone from your organisation or even a family member. I knew his younger sister, Jane I think; but anybody who knew Mark and may be able to help in this request.
Thanking you in anticipation. Gerald Mugavin.
Dear Editor,
Great story from Graeme Lunn re the Admiralty Islands in last month’s edition. The photo #4 on page 7 of the story shows Ponam Island occupied by the RN Mobile Naval Air Base IV, commissioned as HMS Nabron on 2 April 1945. Attached is a photo showing the aircraft based there which includes Vengeance (gull wing) used as target towers, several Sea Otters and some Wild Cats in the distance.
I’m sending these in case they are of interest for ‘FlyBy’ - otherwise please delete.
Cheers, Kim Dunstan.
By Editor. Mark Measday seems to have had a brief Naval career. He graduated from 97 Pilot’s course and subsequently completed an A4 OFT, but left shortly afterwards to study Medicine. If anyone can help Gerald please email him here ✈
By Ed. Thanks Kim. The concept of the mobile air bases was simple - as the Allies’Area of Operation (AO) moved further forward, they would be located on suitable islands to provide shore-based forward air support. Moreover, they would ‘leapfrog’ one another, so forming a chain of bases between the front line and the intermediate base at Manus.
HMS Nabron (RNAS Ponam) took over what had
once been a US Naval Air Station. It could, once established, support up to 50 aircraft, but it was mid 1945 before it was fully equipped, just a few weeks before VJ day in mid August.
The end of the War meant there was no further use for the air station and aircraft and stores were gradually removed, with the last leaving the island on 9th November. The facility was then returned to US Navy control. ✈
Dear Editor,
I thought your readers might be interested in an update on Gannet 859 (XA331) which belongs to the Queensland Air Museum near Caloundra.
I am very disappointed as to how this aircraft is being mistreated. Over twenty years ago a dedicated team of ex birdie volunteers, many of them experienced ex senior sailors with Gannet experience, worked for many months getting the aircraft into a reasonable display condition.
At that stage it was under cover, but some years ago it was removed to the rear of the open area, nose first against the chain wire fence.
The port mainplane has been folded and someone, for what ever reason, has severed some of the aileron and or flap actuating rods which are accessible from the folded position. It is obvious that no one in authority takes any interest as I emailed my concerns over a year ago and am still awaiting the reply which will never eventuate.
Noel Dennett and Neil Ralph, both volunteers at the museum apparently have no influence though I know they both have tried.
I think the stronger influence of a different Service prevails at the establishment.
The photo showing two of my grandsons was taken about eighteen years ago as they are now 22 and 21 years of age.You can see that while not in showroom state the aircraft was in better condition, and I am sure that if had stayed under cover further refurbishment may have followed.
Incidentally, that was the aircraft in which Noel made his first deck landing, so his feelings are no doubt a bit mixed.
Yours aye, Ron Marsh.
Dear Editor,
In reference to the side-bar about theAS350 and its procurement for the Navy/RAAF, I can provide a little insight for your readers and the reason it was procured.
You are correct in that it was purchased for a training role, but the story is a little deeper than that.
In February 1980, four QHIs (myself and Ken Vote – Navy and two RAAF QFI(H)) were tasked by DEFAIR to evaluate 3 helicopters to replace
the UH-1Bs then in service in a training role for the RAAF and training/utility for the Navy.
I travelled to Canberra and the four of us then flew the Hughes 500, the Bell 206 LongRanger and the AS350, to be followed by a presentation of our decision (and why) at DEFAIR offices.
Bell 206. A pleasant helo to fly with plenty of cabin space, but it was by then was considered old technology and had the teetering rotor system which was of concern – particularly to the RAAF.
Hughes 500. A “pocket rocket” with a decent turn of speed and highly manoeuvrable. I asked the demo pilot why the airspeed indicator had a red/ white barbers pole around the 120 knot mark. His reply was that at low level above that speed, an
autorotation following an engine failure was “problematic” – great !! The two rear seats were extremely restrictive – think 2 large men and a carefully folded toothbrush. Adding a winch may have been feasible, but operating it may be a big ask.
AS350. Of the three, the Squirrel had the most “Bravo” like handling – especially during an engine-off landing. Speed was decent and it had the largest (although still small) cabin space available. Initial concern was with the “wrong way” main-rotor direction, but myself having flown the Hiller 12, Whirlwind 7 and Gazelle HT2 (opposite rotor direction) during my time with the Royal Navy – even instructing on all 3 in one day – I assured my colleagues it would not be a problem. After each of them flew the Squirrel, they agreed.
After a group discussion we (the assessors) were of the opinion that, even though we were tasked with recommending a “training” helo, once the services received the winner, they would almost certainly use it in other roles, ergo the largest cabin space coupled with its training qualities would be the decider. There was no mention at that time for use by the Navy for ship-board use.
None of us were particularly concerned with the “handbrake” style throttle arrangement. (See later)
After the trials were complete we all attended a meeting at DEFAIR with a table full of “brass” who would make the final decision. We presented our views and recommendation. In attendance were 2 representatives of Aerospatiale (as the Squirrel manufacturer was then known). Inevitably, one old and bold RAAF senior officer asked the reps if it came with a collective roll throttle as per the Iroquois. The 2 Frenchmen moved to a quiet corner of the room and much rapid French with hand gesticulation followed. They returned to the table and (in my best French interpretation) said:“Zat iss no prob-lem monsieur”.
Given the three choices of the type to be selected as a “trainer”only, I think we made the right decision. I am particularly impressed with the roles the Navy had found for it and confirms our thoughts that the selected helo would expand to fill as many roles as can be thought up.
Hope that add a little history to the subject.
John “Bomber” Brown
274 Pilots’ Course graduated earlier this month, with no less than seven freshly minted Navy pilots receiving their wings. Pictured left to right are SBLT Charlotte Lee; LEUTs Sophie Turner and Liam Goldsworthy; CDRE Matt Royals (COMFAA); LEUTs Siane Fonua and Dean Blakeley; SBLT Alexander Tredinnick and LEUT Joshua Elphick. SBLT Lee won the physical fitness award and LEUT Turner the leadership award. We offer our warmest congratulations and wish them well in their future careers.
Dear Editor,
Last night (20 Jun 24) at the Old Bar Beach RSL Sub-Branch meeting the President Mr Jeff Earley presented Mr Geoff Gilmour three decorations of operational service on board HMAS Melbourne during Far East Strategic Reserve (FESR) during the Malayan Emergency.
Geoff was an Officer Steward and Ships Diver in Melbourne and served in the RAN from 24 Mar 1958 until 14 Jun 1961.
After his recruit and category training in Cerberus in Oct 58, he was posted to Albatross until Oct 1959 when he joined Melbourne and was posted to Shore for discharge on 14 Jun 1961.
Geoff had not considered that he had any post service entitlements until he recently contacted the Old Bar Beach Sub-Branch recently and was made aware of and provided with assistance with his compensation entitlements. During an examination of his records, it was discovered that he had never been awarded his medals.
Mr Bob Waller, our advocate was able to obtain these medals for Geoff from Defence Honours and Awards for the presentation last night.
It is a reminder that all ex-service veterans do have possible entitlements for compensation consideration and honours and awards that may not have been awarded, even if they have been delayed by over 60 years.
Pictures to the right are of Geoff receiving his medals and being pinned on by his wife Dawn along with his daughter Pauline and grandson Luke.
Regards, Mike Doyle.
As mentioned in the Editorial on page 2 of this edition of ‘FlyBy’, here’s a screenshot from the “Destroying A Lamborghini With Fireworks” video which has landed its creator in hot water with US authorities. Check it out here, if the link still works. STOP PRESS
BITER & ME
or The Day I Nearly Didn’t Make It
By Winkle Brown
Now came the day for my first deck landing in the Seafire. This threatened to be a greater hazard than the first Hurricane landing. The view for’ard from the cockpit of the Seafire was even worse that from the Hurricane and called for a special technique of approach. The normal straight approach from dead astern was not advisable. The possibility of ever putting the machine down on a pitching, rolling flight deck had definitely not occurred to the designer, and the Spitfire undercarriage was delicate for naval usage. These snags had been very evident on the first deck landing trials on HMS Illustrious. This second trial of mine was to find out if the small size of the Woolworth Carrier would aggravate the faults so that they became unacceptable to a pilot who had to operate from this kind of ship.
There were two ways of tackling the approach to the deck. My CO in the Service Trials Unit, Commander Peter Bramwell, has been the fist pilot to deck land a Spitfire, and he used the curving, sharply banked approach. He had also tried the other method, in which the pilot made a crab approach. He personally disliked this method, but it was the one I decided to use. He did not discourage me in this, be reminded me that my margin for error must be much less on Biter than his had been on Illustrious.
The date was 11 September 1942. The ship was in the Clyde. I took off from Machrindhanish just before lunch and headed for Biter’s position.
I picked her up and started to think about my approach. I flew round the ship, turned on to my approach path, and came in.As I closed the stern I swung the nose to starboard with the rudder, and counter-acted the swing by putting on slight opposite bank. In this way I made the Seafire crab in sideways, so that I had a view of the deck over the leading edge of the wing.
I sank towards the stern. I was over the rounddown at a speed very close to the stall. Quickly I took off the bank and kicked the rudder as she sank on to the deck. She made a good three point touchdown and caught a wire.
At this time familiarity had made me very casual in my use of the batsman. In my approach I had not even questioned why there was no batsman on the deck. And that was not all. There was, I now noticed with wonder, no one at all on the deck. I thought, My God, this is a switched off ship! An awful thought occurred to me. I shot a glance over the side. The wire which my hook had miraculously caught was flat on the deck. I still did not quite catch on. Then I saw a senior officer advancing on me down the deck, the brass glaring from his cap.
He stepped up to the cockpit. It was the Captain. He said, ‘I say old boy, there’s nobody here. They’re all at lunch’. It was then that I saw there was a G flag flying, meaning ‘Go home’. The carrier was actually twenty-five degrees out of wind. I felt very small, very stupid, inexcusably careless - and stupendously lucky.
Fortunately the Captain took my wild adventure in quite another way. He reasoned that I had successfully landed a Seafire in just about the most adverse conditions possible - in a cross wind, with no batsman, and the arrester wires down. He made the signal, “Trials completely successful”.
In Our Patch
Asmall, volunteer group of seaplane pilots, mechanics, and nurses are making a lifesaving difference in one of the most impoverished places on the planet.And it is ‘in our patch’.
Life in Papua New Guinea (PNG) is short, brutal, and poor. It is one of the few places on the planet where polio and tuberculosis have made comebacks and cholera outbreaks still kill thousands. Malaria afflicts 164 of every 1,000 people.Average life expectancy is just 65.
Population has quintupled since 1960. Most of the nation’s 10.5 million residents scratch out a living via subsistence fishing and farming; 88 percent remain rural and they speak more than 840 languages. Crops grown on riverbanks flood out when the water levels rise.Average per capita income is just $2,500. The infant mortality rate in some regions is as high as 40 percent. Most children who do survive never make it past the fourth grade. Tribal warfare is a regular fact of life. So is crime.
According to the U.S. State Department’s Country Security Report, “PNG’s crime rate is among the highest in world” and the country ranks 136 out of 140 in the Economist Intelligence Unit’s liveability index, a score indicating that “most aspects of living are severely restricted.” Transparency International’s Corruption Perception Index scores the PNG government as “highly corrupt.” Increasingly, organised crime is using the country as a gateway to smuggle illegal drugs into Australia.
In both rural areas and cities, including Wewak, the capital of East Sepik province, gangs of drunk, marauding criminal youth are fueled by a homebrew of blueberry rum and Wanbel called “Kerosene.” Their favourite tactic is to egg the windshields of approaching cars. Drivers
instinctively turn on the wipers, a move that exacerbates the problem and makes forward visibility nearly impossible.Another trick is to place live babies in car seats at the side of the road.
In either scenario, drivers inevitably stop and that’s when the criminals pounce, robbing, assaulting, carjacking, and kidnapping. The gangs often carry a variety of homemade weapons including a wire catapult called a “silencer” that fires a lethal barbed arrow that resembles a very large, straightened fishhook often over a foot long. Catapult injuries are overwhelming the emergency room at Wewak’s Boram Hospital.
Boram is where the 25,000 residents of Wewak go for advanced care. So do the 350,000 residents of East Sepik Province who live in 120 villages along a 700-mile stretch of the Sepik River. While the area is served by 40-odd clinics, they are little more than dispensaries for rudimentary antibiotics capable of handling only minor illnesses and injuries. Most don’t even have X-ray machines. Someone in need of more advanced care had to make the arduous, threeday river and land journey to Wewak. The mortality rate for those making the trip was not good. That was until SamaritanAviation began operations in 2010.
Pilot and pastor
Samaritan was founded by Californian Mark Palm, the son of a minister and the grandson of a seaplane pilot. Palm is very much a product of both:A&P mechanic, pilot, pastor, and graduate of both Bible and aviation technology college programs. He remembers his first mission, at age 16, building houses in Mexico for people who were living in cardboard boxes. Three years later, in 1994, he arrived in PNG for the first time. Organisations such as MissionAviation Fellowship had long-served villages there in the highlands with wheeled gear single-engine turboprops,
An extraordinary group of pilots and engineers are bringing hope to local people, one life at a time.
conducting medivac missions and flying in food, medicine, and supplies. But for river basin dwellers, there was no such relief.
Palm immediately saw the need—and the opportunity. “We heard stories about people dying trying to get to hospitals—and there was water everywhere,” he said. From that experience, the idea of SamaritanAviation was born.After years of research, preparation, and fundraising, Palm returned in 2010 with his wife and three children— along with a used, disassembled Cessna 206 on amphibious floats, stuffed into a 40-foot ocean container.
Since then, Palm personally has flown more than 1,500 medical missions. Over the years, Samaritan’s fleet has grown to four aircraft.A small staff of dedicated volunteers collectively have flown more than 2,800 accident and incident-free missions, delivered more than 230,000 pounds of medical and other critical supplies, and saved thousand of lives.
Samaritan’s patient missions in 2022 consisted of 39 percent covering disease and illnesses, 33 percent for pregnancy complications, and 27 percent related to trauma, often tribal violence. Or they fall out of a coconut tree, get attacked by river crocodiles, or sustain poisonous snake bites. Samaritan sees it all.Apatient once delivered twins—in flight.
And Samaritan does all this on a shoestring budget of $2.68 million annually with administrative costs under 5 percent and a mere 1.6 percent spent on fundraising. Most of its budget comes from individual and foundation donations.Another 30 percent is contributed by grants from the district, provincial, and national PNG government units, that see the value of Samaritan’s service and would like to see it expanded.
Samaritan pays its pilots exactly nothing. Pilots are expected to find their own sponsors. Even so, qualifying to fly for Samaritan is not easy. Flying
skills are tested. Pilots undergo psychological evaluations. Spouses are interviewed. Then a “vision trip” to PNG is required. “It’s really a calling,” said Palm.
Flying the Sepik River is dangerous, even under the best of conditions. Samaritan flies only daylight hours, but it does other things to mitigate risks: good pilots flying well-equipped airplanes.
Samaritan operates only used 206s—and it’s not just a matter of cost. “They’re lighter [than new production aircraft] and can carry more,” Palm explained, noting that useful load comes in at around 1,030 pounds.
SamaritanAviation operates a fleet of four Cessna 206s on floats, with its latest “new” aircraft a 1980 model. Samaritan customised it with new paint, amphibious floats, a Continental IO550F engine for more boost, an all-composite 86-inch seaplane propeller, specialised cargo floor, Robertson STOL (short takeoff and landing) kit and wing extensions, another mod that allows the rear cargo doors to open when the flaps are down, V2track dual-mode cellular/satellite GPS tracking, texting, and voice, and a suite of modern Garmin avionics and an autopilot. The flight is in constant communication with the Boram triage nurse, and V2 allows it to be tracked in real-time by Samaritan.All-up, Samaritan invests about $650,000 in each 206 that it buys.
Medical equipment aboard is basic but functional: a stretcher, attendant chair, medical oxygen tank,
and a drug bag with various intravenous solutions and injectables.Aircraft crew includes the pilot and the flight nurse. Patients are usually required to bring along a caregiver as well, generally a relative. Sometimes, depending on weight, there is room for two caregivers. Longest flights are approximately 140 nm or about one hour and 20 minutes, Palm said. The average flight is 45 minutes.
The 206s’ average fuel burn is 14.7 gallons per hour. The 100LL fuel the 206s require is not readily available in PNG, so Samaritan has it shipped in, eighty 50-gallon drums at a time for prices that range between $10 and $12 per gallon. But even at that price, running the piston engine-powered 206s still makes more sense than converting to single-engine turboprops that burn more, but plentifully-available and cheaper jet-Afuel.
“Your up-front cost [per plane] would be at least three times as much and those planes burn 50 gallons per hour,” Palm noted. While turboprops could accommodate larger loads, he insists that “the 206 fits the job best for what we do and that’s why we are still bringing them over [to PNG].” But he does admit that finding affordable used ones in good condition is becoming more challenging, and a transition to turboprops may be inevitable. “I think we might be forced to do it at some point,” he said.
Samaritan’s mission does not end when the patient is delivered to the airport at Wewak.
Samaritan has its own ground ambulance and staff there for the last part of the journey to the hospital.After hospital admission, Samaritan follows up, bringing the patient clothing, food, and other necessities.
“We’re small, it has taken a long time, but we’re getting some traction right now,” Palm said of Samaritan’s program. “It’s exciting, being able to expand our capacity and serve a need that’s always been there.”
“These people deserve a chance.”
By MARK HUBER • Contributor - Rotorcraft
May 31, 2024. Reproduced with the kind permission of AIN ✈
Can You Help?
Can you think of a better way to help neighbours who don’t have much?
Samaritan Aviation operates on a shoestring and anything you can do to assist will be appreciated, from the donation of a few dollars to the commitment of your time if you are able. They need pilots and engineers! ✈
Click on the logo to visit Samaritan’s website, where you can find details of how to help.
Deep Fake Update?
If there’s one thing that pisses veterans off, it’s someone who claims to be what he/she isn’t. We suspect this might be such a case, above. Going by the name of Peter Lancaster the guy in the photo above was snapped in a Gloria Jeans cafe at an unknown location and date. I ran the picture a year or so ago asking if anyone knew him, but no response. Now he’s been spotted again at a RANOPs lunch and in the area of the Runaway Bay shopping centre, QLD.
We suspect he might be ex-Schoolie Peter Lancaster, born in ‘43 who joined up in ‘67 and thinks that wondering around shops in a Flight Jacket sporting badges he didn’t earn is cool. If you see him, call him out!
Would love to hear if anyone knows or knew of him, and what the story is.
PS - perhaps it is becoming fashionable to make false claims about your service record in QLD? Ask the Mayor of Townsville! Any thoughts to the Editor here, please.
Thank You From The Trees
Thank you to the thirty or so people who, as a result of last month’s appeal, have now elected to receive their “Slipstream” magazine by soft copy.
Despite their very welcome effort, we still have more than 250 members with valid email addresses who continue to get it though ‘snail mail’ This translates to trees being felled, greater printing costs (a lot!), volunteers stuffing more envelopes and Oz Post extracting its toll (that’s a lot too). All-in-all, hard copy production and distribution is a very expensive and time-consuming business.
So...please, unless you have a really compelling reason, would you consider switching to soft copy? It will be delivered to you in exactly the same way as you get this magazine, which seems to work pretty well for everyone. And you can always switch back if you find you don’t like it.
Just click here to make the nomination and we’ll do the rest.
When I first saw the photo on the right I thought it might be a scam, since the light is shielded by a higher pinnacle in at least one sector. Tough luck if you are heading for the rock in the shadow so generated!
But the place comes up kosher and its a fascinating story.
Regarded as one of the most isolated lighthouses in the world, it sits atop one of the three rock pillars in the Westman Islands, about six miles from the mainland coast of Iceland.
It was built in 1939, before helicopters were readily available. The construction workers had to sail to the cliff and scale it, but lacking those skills they gathered a group of experienced mountaineers who shimmied (perhaps the wrong word) up the cliff. Having reached the site they were able to set up a system of ropes and pulleys to haul workers and material up to the site. The landing pad was added years later and is now the only access to the unmanned building.
You can see a video of some maintenance being done on the lighthouse back in 2015 here. It includes some flying sequences and dodgy marshalling.
Royal Commission Ends
The Royal Commission into Defence and Veteran Suicide will formally mark the end of its inquiry with a Ceremonial Closing in August. This will enable it to reflect on what it has heard and learned over the life of the Commission, and to look towards its final report, which is to be delivered to the Governor General on 9th September 2024.
We will bring the main points of the report to these pages when it is available to us.
Golden Age of Seaplanes Coming Back?
In July 2023 the UK Government announced the Nuclear Test Medal to recognise the UK’s nuclear test programme during the period 1952-67. Veterans who served in the specified theatres are eligible to apply for the medal, and next of kin may apply for deceased members.
In our part of the world, the theatres included:
• Montebello Islands (Apr52-Jun56 incl)
• Emu Field (Aug53-Aug67 incl)
• Maralinga Range (Aug55-Aug67 incl)
• Christmas Island (Jun56-Jun64 incl)
• Malden Island, Kirabati (Oct56-Jun64 incl)
• RAAF Pearce (May56-Aug56 incl. [This was for personnel engaged in cloud sampling to the west who were based at RAAF Pearce])
• RAAF Edinburgh (Aug56-Nov60 [This was for personnel engaged in cloud sampling over Maralinga who were based at Edinburgh]).
The Nuclear Medal ribbon colours, shown in the illustration above, are white and yellow for the flash of the explosion, black to represent the particle fall out, red for the fireball and blue to represent both the sky and Pacific Ocean where the majority of testing took place.
If you served in any of the areas above during any of the dates indicated, you can apply for the medal. See here for details.
Tracker Tool?
This rather phallic looking object popped up on a Facebook page with a caption explaining it was ‘an essential item for Tracker aircrew’.
We’re guessing that it was a tool for undoing the many Dzeus fasteners that adorned the S2 (bottom photo), but not being a Tracker person I wondered why aircrew would need to undo them, given they normally secured panels not for aircrew interference.
Anyone care to enlighten me? Answers here.
Lumpy Air?
Given that the earth’s surface is 71% water, it was not surprising that, in the ‘golden age’ of aviation when land airfields were far fewer than today, seaplanes flourished.
They first enjoyed popularity in the 30s and early 40s, and amphibians built for corporate use were nothing if not elegant. For example, the Sikorsky S-38, a 10-12 seat flying boat built from 1928 boasted wicker seats upholstered in mohair and leather in a cabin finished in teak and brass, and the wellheeled passengers drank from crystal decanters.
Today’s urban gridlock is working to make seaplanes relevant again, and a few companies are jumping on the luxury bandwagon.
Catering for charter passengers who want a coastal adventure with a difference, or wealthy travellers who want a quick connection to executive airports, the VIP seaplanes are doing a roaring trade. As one of the companies in the business says, “the interior can really set the tone for how enjoyable the flight is. No matter how rugged the aircraft or how far off the beaten path the destination, you don’t have to feel that you’re roughing it when you sit inside.”
With the injuries suffered by many passengers recently as a result of clear air turbulence, there’s theory that the phenomenon is increasing as a result of climate change.
I’m reminded of the words of Harry Hawker, an Australian aircraft designer of some note (whose company went on to design the Hawker Hurricane). Harry had brought a small Sopwith biplane back to Australia post WW1 for demonstrations around the country, and was being questioned by a reporter.
“Do you think the spread of the planes on your machine will be too small for the Australian atmosphere?” the reported asked.
“Not at all”, replied Hawker, “you don’t need to worry about the air. They said the same regarding South Africa. It is just the same as the talk about air pockets and that sort of thing. The air can get very like water when it is rough. That is all it is.”
The world of avionics is changing as quickly as everything else and the little video attached to this graphic is a fascinating look at what you can do with a smart system and interactive screens. Better than the NDB we used to rely on!
20 21 Around The Traps Around The Traps
Here’s a photo which might interest our old hands: the end of what used to be HMAS Vengeance
She was commissioned HMS Vengeance in 1945 and had a moment in history when a Japanese delegation signed the surrender of Hong Kong aboard her at the end of WW2.
In 1953 she was loaned to the RAN as HMAS Vengeance and was earmarked for a tour in Korea, but in the event Sydney did that instead. She was returned to the Brits in August of 1955, with the same crew bringing back the brand new HMAS Melbourne...although she’d been a long time in gestation.
Bought by Brazil in ‘56, she served as Minas Gerais for 45 years, by which time she was well past her half centenary birthday. For a while there was a push to bring her back to the UK, but the Indian shipyards won the tender and she was taken to Alang Shipyard, to end her days on a squalid beach, being pecked to pieces by workers. The photo above shows the Bridge and fore-part of the Island which has been dragged ashore to be cut into smaller pieces.
Other people’s misfortunes always seem to amuse when no one gets hurt. This 899 Squadron Sea Vixen FAW2 was flying from HMS Eagle in the early 70s when brake problems forced it to divert to RAF Gan in the Indian Ocean. Those who have been there will know there’s not much - a large runway on a very small island, with ocean fore and aft. The crew requested a barrier so RAF Gan deployed an arrester wire. Due to the difference in terminology the crew were expecting a barrier so didn’t lower the hook.
Not surprisingly, the aircraft didn’t stop in time and ended up in the drink. There was apparently a lot of laughter at the failings of Naval aircrew until the pilot and observer emerged from the Vixen and Flight Lieutenants.
Another Manus photo from the late Jack Duperouzel. The shot was taken during a stopover at Manus by HMAS Sydney (111) in September 1952. Jack said he was on top of the aircraft with Geoff Strickland sitting on the right. Jack wasn’t sure of the aircraft type but it looks like a Ventura probably ex-RAAF as it has been stripped of everything useful. The PO at the front appears to be is ready to rescue anything else that can be removed. (via Kim Dunstan).
Thanks, Ron!
We received an email from Mr David Latta during the month, advising us of the . The letter referred to a gift to Lord Mountbatten that Ron helped manufacture, and our detective super-sleuth Kim Dunstan found out a bit about it with the help of Alisa Chittick from the Fleet Air Arm Museum.
The gift was presented to Lord Mountbatten upon his visit to HMAS Albatross in 1955. Given his status as First Sea Lord it called for something special and so a small group of artificers machined a brass paperweight bearing an Albatross - a real work of art. The original photo was heavily damaged but we’ve done our best to repair it (above) so you can see the artefact.
Mountbatten wrote a thank you letter, also pictured. “Finkel” was George Finkel, an AEO serving at Albatross at the time who doubtless was involved in organising the paper weight.
The Life of Geoffrey Hall
By Richard Kenderdine
After the Royal Australian Naval College moved from Geelong to Jervis Bay in 1915 the Editor of that year’s College Magazine (Royal Australian Naval College magazine Issue 3, 1915 (navy.gov.au ) remarked on how smoothly the transition had occurred with the only negative comment being ‘We do not feel justified in complimenting whoever is responsible for the road from Nowra to the Huskisson corner’.
As a member of the 1915 College intake, Geoffrey Aitken Hall commenced his Naval career as a thirteen-year-old on the final day of 1914. Senior to him were Cadet-Captain H M Waller and CadetMidshipmen J A Collins and H B Farncomb, who, together with Cadet-Midshipman E F V Dechaineux from the 1916 intake, have since been honoured for their distinguished service by the naming of submarines in the current Fleet.
Included in the 1915 Magazine was a report of the action between HMAS Sydney and SMS Emden
RAAF since it was formed. The ab initio training was carried out in Avro 504K aircraft and the more advanced training in SE5a, DH9 and DH9a. In our case, Hall and I only flew DH9s and then went on to Fairey IIID seaplanes.”
the previous November, no doubt focussing the young cadets’ minds on what the future held in their chosen career.
Hall was a Cadet Captain in 1916 and 1917 and one of two Chief Cadet Captains in 1918.
After graduating at the end of 1918 Midshipman Hall travelled to the UK to serve on the battleship HMS Ramillies and the destroyer HMS Tourmaline and finally HMS Victory before returning to Australia in September 1922. He was posted to HMAS Platypus as an Intelligence Officer and then HMAS Cerberus before being selected to undertake the Long Air Course at No 1 Flying Training School, Point Cook, commencing on 26 April 1926. Some recollections of the Course were provided by Paymaster Lt F. G. Crowther and published in Wings Across the Sea (Gillett, Aerospace Publications,1988):
“Geoff Hall and I joined No. 1 Flying Training
Lt Hall graduated from the course as a pilot on 21 March 1927. It is not clear from his Service Record what he was doing until he joined the Seaplane Squadron in April 1928, which was part of No. 1 FTS flying Supermarine Southamptons (A11-1 and -2) and some float-equipped de Havilland Cirrus Moths). In any event, he was subsequently posted to 101 Flight on 18 February 1929. This Flight had been formed in July of 1925 at Point Cook (and then RAAF Richmond) specifically for Fleet Co-operation duties. February 1929 found it ready to prepare to embark the Flight’s six Supermarine Seagull III amphibians on HMAS Albatross. This occurred on 25 February and, as Lt Hall was attached to the RAAF from July 1928 to April 1929, it is assumed that he flew the Seagulls.
By then the Government had decided that the RAAF would provide pilots and maintenance personnel for ships’ flights and the Navy would contribute observers and telegraphists, so it seemed Hall’s days as a pilot were over.
Observer and Radio Operator were in an enclosed cabin. Far left. LtCdr Hall with Kingsford-Smith
The Service Record shows that Lt Hall passed abridged Observer courses in Signals and Gunnery. The relevant dates are not given but it is known that he was undertaking courses at HMAS Cerberus from 26 April to 27 August 1929 before joining HMAS Albatross as Acting Observer until 12 December 1929.
Lt Hall then returned to England for a two-and-ahalf year period of service with the RAF-controlled Fleet Air Arm, initially consolidating his Observer training at Lee-on-Solent from 28 January to 21 June 1930. Having passed out as a Qualified Observer he was then posted to the aircraft carrier HMS Courageous.
At that time carrier-borne units were organised as Flights in the 400 series before transforming into squadrons in 1933. The fleet spotter-reconnaissance role had been undertaken by the ungainly looking Avro Bison and Blackburn Blackburn but by the early 1930s these had been replaced by the relatively more streamlined Fairey IIIF. Flights 445, 446 and 450 operated from HMS Courageous with IIIFs while Flight 449 didn’t replace its Blackburns with IIIFs until June 1931 (The Squadrons of the Fleet Air Arm, Sturtivant, Air-Britain,
The 1915 RAN Cadet Midshipman college intake photograph shows a very different life from today. These youngsters, some as young as 13, were thrown into the deep end and endured harsh treatment at the hands of a brutalising CO. Whilst we have all the names, the only two who feature in this story are circled in the back row: GA Hall to the left and HS Chesterman right. They were both to become Observers, with Chesterman beating his year mate to the qualification. You can read Chesterman’s story here
Opposite page. The 1926 Pilot Course. Lt Hall, circled, qualified as a pilot but the decision two years later that Ships’ Flights would only have RAAF pilots and maintenance staff (the Observers and Telegraphists could be RAN) put paid to his front seat career. Rather than leave the Navy he decided to do an Observer course, which made him the first dual qualified Naval aviator.
1984). Hall was promoted to Lt Cdr on 28 February 1931 and concluded his service on HMS Courageous on 22 July 1932.
Instead of a sea passage back to Australia Lt Cdr Hall chose the more interesting and adventurous but potentially more dangerous alternative of solo flight. To put this into perspective only four years had elapsed since Bert Hinkler became the first man to fly solo from England to Australia.
Upon his return Hall was posted to HMAS Albatross and then HMAS Canberra as Observer until 22 November 1934. The next two years were spent at HMAS Penguin with additional duties as Observer at RAAF Richmond assisting with Air Gunnery and Bombing courses before returning to sea on HMAS Sydney from 5 January 1937 to 19 April 1938, when he resigned from the Navy. However it wasn’t long before he was back, joining HMAS Australia as Observer in September
Stickers
1939 for two months and then as Observer and Naval Co-operations Staff Officer at RAAF Richmond until October 1940 when he was posted to Staff positions in New Guinea and Townsville, including Naval Liaison Officer on the staff of the Air Officer Commanding Air Force units in New Guinea. In June 1943 he moved to a similar role with the Southern Region in Melbourne.
Lt Cdr Hall took command of Williamstown Naval Dockyard in November 1946 and remained in that position until he retired on 4 May 1956.
Lt Cdr Geoffrey Hall RAN (Rtd) died on 19 April1996.
The National Archives of Australia hold the ‘Application for registration of a design by Geoffrey Aitken Hall for Celluloid Protractor for use with maps’ dated 1938.
ADF aircrew who are awarded their flying brevet generally get a small memento from their respective Ex-Service Organisation which recognises their achievement. In the case of Navy it is a small ‘wings’ tie pin. So far about 120 FAA graduates have been recipients
Not much, you might say, but it carries enormous significance as it imparts a message of congratulations, support and advice from a mentor who has gone before. It creates a powerful bond between the new generation of aircrew and the old. It tells the graduate that people who set the foundations of what they have embarked upon care, and are supportive. It passes on the baton.
The RAAF had a similar system but it has collapsed through lack of support. We don’t want to see the Fleet Air Arm’s initiative follow suit because nobody cares. We are better than that.
We urgently need sponsors who are prepared to buy a set of sponsorship Wings (or a few). They cost just $15.00 each. All you need to do is let us know you are interested, and we’ll advise how to proceed.
It’s easy, quite cheap, and trouble free. You won’t have to do anything other than put a little money on the table. Click here to register your interest in supporting this worthwhile cause. ✈ Supporting
Several times a year, I am asked to address aviation professionals and inevitably to comment on how the rapid pace of developing technology, specifically in aircraft automation and autonomy, will impact the future of cockpit crews and flight departments. It’s an interesting question and deserves a thoughtful answer since it gets to the very core of the flying profession: what’s required of pilots when it comes to contemporary airmanship?
For well over a decade, the arrival of uncrewed air vehicles, remotely piloted vehicles, drones, or whatever you want to call them has piqued the imagination of everyone involved in the aviation profession. Add to that the hype of
Artificial Intelligence (AI) as a threat to virtually every human-occupied position in aviation and you have an environment of unease and insecurity that is hard to escape, especially if you read our industry’s trade publications and listen to the news.
The idea of coming to work one day to find that your copilot has been replaced by a robotic system is not an uncommonly held fear these days. To those outside of aviation and some of us on the inside, it seems as if none of us will be working in cockpits or support roles by the end of the decade.
Unfortunately, all of this talk about the impending removal of humans has had the effect of distracting many of us from real safety focus areas that need our attention. These vulnerabilities in both the operator and the technology are as prevalent today as they were before the widespread adoption of advanced flight guidance systems, including flight management systems, precision satellite-based navigation, and other digital technologies that have proliferated on the flight deck over the past 30 years. Sometimes I ask skeptics of the role of the human operator how often aircraft systems fail while airborne with passengers and cargo, how frequently aircraft divert because a crewmember becomes incapacitated, or how many times in a day a well- trained and experienced flight crew acts with great skill and precision to safely land an aircraft that has experienced a unique or rare inflight emergency.
The answer to how frequently these situations occur is, simply, all the time.
Should we be engaged in the discussions that describe a more automated future?
Absolutely: ignoring the debate is foolish. The resulting systems will be better if flight crews are involved on the front end.
In my view, however, not just as a long- time
By Chris Lutat
industry observer but as a crew member of large, long-range aircraft, most of our focus should be on what will likely be many more decades of “humans in the loop” and how they are uniquely suited to use these highly complex systems to deliver increasingly higher levels of efficiency and widen- ing safety margins.
Recently, I was persuaded even more in my opinion of the primacy of the human operator in the cockpit, the cabin, under the wing, and on the shop or hangar floor when I read Missy Cummings’ article in IEEE Spectrum, titled “What Self-Driving Cars Tell Us About AI Risk.”
Cummings is a roboticist who once flew fighter aircraft aboard U.S. Navy aircraft carriers. Her “5 Practical Insights” regarding AI and autonomous systems have applications well outside of surface transportation. Understanding these concepts provides great insight into the importance of our individual “human-in-the-loop” role.
Practical insights regarding AI and autonomous systems:
1. Human errors in operation get replaced by human errors in coding.
2. AI failure modes are hard to predict.
3. Probabilistic estimates do not approximate judgment under uncertainty.
4. Maintaining AI is just as important as creating AI.
5. AI has system-level implications that can’t be ignored.
If you re-read this list and replace “AI” with “flight deck automation,” you can see the close relationship and the influence of these concepts in aviation. For emphasis, consider this quote from Cummings:
“Neither the AI in LLMs [large language models] nor the one in autonomous cars can ‘understand’ the situation, the context, or any unobserved factors that a person would consider in a similar situation. The difference is that while a language model may give you nonsense, a self-driving car can kill you.”
For years, as a proponent of wise and thoughtful integration of the human operator with complex technology, I have accumulated a few insights that are eerily similar to those of Cummings. They map over to the above list and come from decades of experience reading, writing, and experiencing firsthand the safety demands of modern aviation. Here are just five of them:
1. Complex systems fail in complex ways (from “Normal Accidents” by George Perrott).
2. The real world happens. Just ask the crews of the most notorious aviation accidents of the past 20 years— those with both “heroic” and “tragic” outcomes.
3. It’s impossible to “automate” all aircraft systems to handle every nuance of contemporary flight operations.
4. The more complex systems there are on the aircraft, the more maintenance and oversight are necessary to ensure smooth
and reliable operations on the line.
5. We tend to overestimate technology in the short term and underestimate it in the long run (paraphrased from Kevin Kelly, former editor of Wired magazine).
So where does that leave us? I suggest that there are interactions with technology and automation that are worthy of your study and mastery today. Less concern about an imagined, distant future and more focus on becoming the very best professional you can be will yield not only broader safety margins for your flight department but much better personal performance and satisfaction on the job. In my next blog in this series, I’ll address some of the pressing needs surrounding airmanship in contemporary flight operations. Until then, fly safely and, always, fly the airplane first.
Chris Lutat is managing partner of Convergent Performance, a B777 captain, and co-author of “Automation Airmanship: Nine Principles for Operating Glass Cockpit Aircraft.” This blog was published in Aviation International News and is reproduced here with permission. ✈
Order No.54. is open with the following names on the list so far:
Have you thought about getting your name put on the FAA Wall of Service?
It’s a unique way to preserve the record of your Fleet Air Arm time in perpetuity, by means of a bronze plaque mounted on a custom-built wall just outside the FAA museum. The plaque has your name and brief details on it (see background of photo above).
There are over 1000 names on the Wall to date and, as far as we know, it is a unique facility unmatched anywhere else in the world. It is a really great way to have your service to Australia recorded.
It is easy to apply for a plaque and the cost is far less than the retail price of a similar plaque elsewhere. And, although it is not a Memorial Wall, you can also do it for a loved one to remember both them and their time in the Navy.
Simply click here for all details, and for the application form. If you have any questions you want to ask about it before committing, email the Editor here. ✈
THIS MONTH’S MYSTERY
PHOTO Question
We’d like to know the type of aircraft shown in the fuzzy photo below, and the role for which it is fitted. Answers here please.
MYSTERY PHOTO Answer
ast month’s Mystery Photo, which was a photo of bits of a plastic aircraft kit, was a cheeky attempt to foil the 100% record of member Ted Goater, who has effortlessly identified every Mystery Photo thus far. It wasn’t successful...he correctly identified the bits from this kit as belonging (mostly) to the Beriev VVA14.
Looking like something out of Star Wars, the massive and peculiar craft was a vertical take off wing-in-ground-effect aircraft. The concept was it could take off from the water and ‘skim’ over the surface for very long distances using aerodynamic ground effect.
It could also hover in mid air, climb to high altitude using stub wings either side of special inflatable pontoons and land on any surface. t was conceived by eccentric Hungarian designer Robert Bartini in response to a perceived requirement to destroy US Polaris missile submarines.
Bartini was a visionary who, according to reports, had an unusual mind and character - some even called him an alien as it seemed he was not from his time, but from some other era.
The VVA-14’s odd looks earned it the nickname “Zmei Gorynich” after a dragon from Russian folk tales which had three heads and small wings. From the front, the similarity was marked. Building such a futuristic and remarkable machine
Beriev VVA-14 - “The Three-Headed Dragon”
was complicated. It was intended to develop the prototype in three phases: the first was to have rigid pontoons on the ends of the central wing section. These were later to be supplemented by inflatable pontoons which could be deployed to allow the aircraft to land on any surface, but which would deflate in forward flight.
Phase 2 was to be more advanced, with two starting engines to blast into the cavity under the wing to give lift, and a further 12 lift engines to give VTOL capability.
Phase 3 would then see the VTOL vehicle fully
functioning and equipped with weapons and state of the art anti-submarine equipment including sonobuoys and a dipping sonar. In effect, the VVA-14 would replace both fixed and rotary wing ASW aircraft with its extraordinary capability.
The first prototype was completed in 1972, painted in Aeroflot colours to enhance he high level of secrecy of the project. It flew from a conventional runway in September of that year and showed promise, including the ability to cruise at a full 8 metres above the surface in ground effect.
Top L and R. Only two prototypes were ever built and one was later dismantled. The only remainingVVA-14 is rotting outdoors in the Central Air Force Museum, an outdoor facility about 30km east of Moscow. Left. A sense of the size of the aircraft can be judged from the figures in the foreground. Here the problematic inflatable pontoons can be seen. It was purely a military aircraft but was painted in Aeroflot livery to disguise its role. ✈
Two years later inflatable pontoons were fitted, but gave many problems. Starter engines were fitted but the suite of lift-jet engines to be built by a third party supplier never eventuated. It was a massive blow to the project and the second prototype was disassembled. The demise of the VTOL capability essentially removed much of the design’s appeal, and so Bartini scrambled to modify the design by lengthening the fuselage and fitting rigid pontoons and two more engines to the first prototype. This would allow the aircraft to ‘sit up’
on a cushion of air for water take offs until it reached a speed where in-ground effect became effective.
The modifications never worked correctly and then Bartini died in 1974, at the age of 77. The project lost momentum and was eventually abandoned.
The last remaining prototype was transferred by barge from southern Russia, where it had been built and tested, to Lytkarino, where it was left damaged and dismantled. It was later transferred to the Museum. The museum director reportedly advised that restoring the VVA-14 would cost
around $1.2m, and that funds were not available.
Had the VVA-14 worked, it is likely that Bartini’s other conceptual designs might have been adapted, including the one shown below - a 5000 tonne craft that travelled at 600 knots close to the surface, sported a flight deck on its back and which carried fighter aircraft in its belly - in effect, a flying aircraft carrier. But that was not to be. The only remaining example of the VVA-14 is now in a soviet museum and his expansive and more elaborate dreams were never constructed. ✈ 1 3 4 5 2
[1] The first prototype VVA-14 in its wheeled configuration. It flew just over 100 hours on test flights, but the 12 turbofan ‘lift’ engines were never developed.
[2] The aircraft after its penultimate modifications. The massive additional powerplants were fitted either side of the cockpit to provide in-ground effect lift, but the problematic inflatable pontoons were abandoned in favour of fixed metal ones.
[3] Detail from this model showing the 12 turbofan engines that were supposed to provide vertical lift, but which were never fitted.
[4] The cockpit of the VVA-14 was, unsurprisingly, unsophisticated and spartan.
[5] A Google Maps screenshot of the Central Air Force Museum not far from Moscow, with the remains of the VVA-14 circled. There are no plans to reassemble the aircraft. ✈
Robert Oros di Bartini was ahead of his time with his bizarre designs still impressing today, nearly 50 years after his death. He spoke seven languages, and was an astronomer, philosopher, physicist, painter and musician. He also designed aircraft - over 60 of them, although only four were ever built, and only as prototypes.
But what designs! His first, a fighter designated the Stal-6, was an experimental aircraft built to fly as fast as possible. It was constructed largely of stainless steel with a Curtiss Conqueror steamcooled V12 engine. It flew nearly 100 knots faster than the fastest aircraft of the time, but the engine technology was deemed vulnerable and it never went into production.
Bartini - The ‘Alien’ Designer
In 1934 Bartini followed it with the Stal-7, a twinengined transport aircraft which demonstrated high efficiency in speed, range and capacity. Unfortunately the prototype crashed during fullload trials resulting in the arrest and imprisonment of Bartini on suspicion of being an agent for Mussolini. The aircraft was repaired, and went on to break several world records, which prompted the authorities to reduce his sentence.
Although not free, Bartini was put to work in a sharaska, an informal name for the secret research and development laboratories in soviet prisons in the 40s and 50s. He transformed his Stal-7 into a successful high speed long-range bomber called the Yermolayev Yer-2, and helped design the legendary Tupolev Tu-2 bomber whilst working closely with Andrei Tupolev himself.
At the end of the war Bartini then turned his mind to heavy transport aircraft, designing the T-117 which had a distinctive loading ramp at the back -
A concept painting of Bartini’s massive 5,000 tonne Ekranoplan which could skim the sea surface at 300 knots and carry 25 strike aircraft which it could launch from its back. He died before the project could be explored.✈
an innovation not seen before. It was never finished due to a shortage of suitable engines, but its design elements were clearly visible in later super heavy transports from Antonov, the leader in the field.
After his release from prison in 1946 Bartini shifted his attention to supersonic aircraft. He was given control of the first ever Soviet computer, the BESM1, and with it he designed the fantastical delta wing A-57, a supersonic bomber capable of carrying nuclear weapons at 1300 knots.
Although the aircraft was never built, the research was sent to the Tupolev design bureau which incorporated his ideas into the subsequent clone of Concorde.
But it was with the Ekranoplans, or sea skimmers, where Bartini’s imagination ran riot. He upended the philosophy that aircraft must be light, arguing that ground-effect vehicles should be as wide and heavy as possible in order to capture and compress the air bubble on which they sat. The VVA-14 was his first
example, but the theory was compromised because it needed to also fly at altitude. His next design was not: a 5000 tonne leviathan that could skim at 300 knots and knots launch 25 strike aircraft from a pad on its massive back. The failure of the VVA-14 and his own death at 77 put his dreams into a grave.
The epitaph on his headstone reads: “in the land of the Soviets, he kept his oath, devoting his whole life to making red planes fly faster than black ones”. ✈
‘A Gallant Failure’
Persuaded by the eminent RAN naval biographer Vice Admiral Peter Jones AO DSC (Rtd) that it was high time a biography of our Fleet Air Arm’s Admiral Sir Victor Smith AC KBE CB DSC MiD (1913-1998) was attempted, I agreed to the task at the end of 2022. Peter Ingman of Avonmore Books, who has expanded the published history of the RAN’s FAA with ‘Flying Stations II' and ‘The Skyhawk Years’, adopted the project so research and writing commenced. Although having some experience with archival research I knew nothing about publishing.
One interesting eye-opener was the process for cover art - the illustration that would front the book’s dust jacket. Peter Ingman had told me that a book with an aircraft on the cover soldthreetimesthatofabookwithaship’simage. As a naval biography, however, a ship was still mandatory! The obvious compromise was to portray the historic Swordfish torpedo strike VAT Smith had led from Sparrowhawk/ Naval Air Station Hatston in the Orkney Islands, against the battleship Scharnhorst on 21 June 1940. With no hits achieved it was called ‘a gallant failure’ by the Rear Admiral of the Naval Air Division.
When I suggested illustrating this action, Peter recommended Drew Harrison as an outstanding Australian aviation artist. Looking at his website my eye was drawn to the sense of motion and danger Drew had achieved in his artwork titled ‘Combined Strike’, now in the South Australian Aviation Museum collection.DepictingatorpedoattackbyNo.100 Squadron RAAF against a Japanese cruiser and destroyer, it was the cover art for that squadron’s history, ‘Song of the Beauforts’ by Colin King. [Picture 1].
On contacting Drew a pleasant surprise was learning he also had an interest in early Australiannavalaviationandhadoftenconsulted Lieutenant Commander Bob ‘Windy’ Geale MBE(Rtd),aWorldWar2SwordfishTAGand Barracuda observer before later service in the RCN and RAN. A life member of the FAAAA Windy was the FAA’s honorary historian and curator of its museum before his death in 2009. Drew had even conversed once with a widowed Lady Nanette Smith andwelcomed,inhiswords,“theopportunity to paint a legend of Australian aviation”. It seemed serendipitous to commission the cover art from him.
The initial digital draft, a basic compositional layout [picture 2], showed too much Scharnhorst with only one aircraft against a dark sea. None of the screen of seven warships protecting the battleship were in view or other attacking aircraft. To keep the focus on VAT Smith’s Swordfish not all six aircraft of his strike force nor all the Kriegsmarine warships could be crowded into the composition, but some needed to be portrayed.
The editor now set out his cover art requirements. Happy to hear it had been a daylight strike just off a Norwegian coastal lighthouse he asked for a simple composition with a singleaircrafttakingupamajorportionofabright scene and distinct from the background. That aircraft was to be instantly recognizable for those prospective readers with an aviation interest, since they are often scanning a publisher’s website where a single screen shot is showing multiple book covers. Deciding on a canvas 36” x 24” (92 x 61 cm) this size would allow Drew to paint realistic details in a composition which would still work when reduced to book size cover.
The rear view would allow VAT, and his pilot
John Stenning, to be visible in their open cockpits separated by the long range fuel tank. On seeing the final computer rendered draft [picture 3] my editor requested lighter smokefromthefunnelsandapalercoloured sea since, on printing, colours appear darker. I felt it important to show one of the aircraft going down and chose the Swordfish of Sub-Lieutenant (A)(P) White with Naval Airman Charles Hull, which had been seen by survivors to crash in flames ½ mile (800 metres) from Scharnhorst. On the actual book cover this left hand portion of the scene would be cropped out to avoid drawing the eye away from VAT’s aircraft front and centre - with the full image reproduced in chapter six.
Drew now put brush to canvas [picture 4, next page]. The wonders of Google earth showed the coastline off Utsira (Utvaer) Lighthouse where the strike had occurred but artistic license raised the elevation of distant mountains. After the general background was laid out the ships were added. Numerous images of the 38,400-ton Scharnhorst and the screening warships were examined. The close torpedo boat de-
[2] The initial digital draft for the VAT book showed too much battleship and not enough aircraft. [3] The last of the computer rendered drafts, starting to bring the composition together. VAT, in his bright yellow Mae West, can be seen in the rear cockpit of the lead aircraft. The colours for the actual book flyleaf then had to be lightened to allow for printing requirements.✈
[1]Drew Harrison’s painting titled “Combined Strike” is the cover art for No.100 Squadron’s history by Colin King.✈
picted is a 1,200-ton Type 23 Moewe class and in the distance are 2,300-ton Type 1934A destroyers.
With the background and ships painted [pictures 5 & 6] it was time to start blocking-in the aircraft,tidyupthesplashes,andaddflakand AA fire. There were no photographs of 821 or 823squadronaircraftinmid-1940soresearch was required to identify individual aircraft, camouflage patterns and identification mark-
Adding the ships
[4] Paint was now applied to canvas. Image 4 shows the sea being washed in from the left, with wave detail applied to the right of the painting. ✈
ings. I was unable to find the contemporary combat report and VAT’s wartime logbooks went down with Ark Royal and Canberra. Neither the station commander’s report on the strikenorsurvivingfilesfromtheNavalAirDivisionspecifiedindividualaircraftandcrews.Located in London’s Kew archives was the originalcasualtysignalforthefourdownedaircrew. That gave two 823 Squadron aircraft serial numbers. Ray Sturtivant’s Appendix 4, in his excellent ‘The Swordfish Story’, listed thousandsofindividualaircrafthistoriesfromwhich nine aircraft were eventually identified as having been on 821 squadron charge during the period.
The chosen scale allowed Drew to paint detailssuchasthetorpedosightbarandsuitably ‘weather’ the fabric airframe [picture 7]. A visit
to the FAA Museum at Yeovilton yielded a displayofWorldWar2flyingclothingandourown FAAMuseumatNowraholdsVAT’sleatherflyinghelmetontheirarchiveshelves[pictures8a &8b].TheyellowMaeWestwaswelcomeasit meant the painted central figure of VAT Smith draws the eye.
Although the actual torpedo drop point would have been from 50 feet at 1000 yards the painting shows the aircraft slightly higher to allow it to stand out prominently against the light blue sky. Since the strike was at the maximum range of 240 nm for a torpedoarmed Swordfish, it was assumed all flare shackles and hard points were empty to reduce weight, as can be seen in later photographs of aircraft ‘torpedoed up’ at Hatston.
Commander Andy ‘Minky’ McKie MBE (Rtd), RN exchange pilot with 817 (Sea King) Squadron in the late 1980’s, put me in touch with Commodore Jock Alexander OBE, Chief Executive of Navy Wings, whose hangar contained the last two airworthy
Adding aircraft. The second Swordfish is only roughed out at this stage
Below: [8a] Display of WW2 flying clothing in the RN FAA museum at Yeovil.
Bottom: [8b]VAT’s leather flying helmet is in the collection in our own FAA museum in Nowra, NSW. ✈
Example of ship detail
Initial brush to canvas
Above: [9] The Air Diagram of a Shark biplane received by Captain of Ark Royal in May of 1939, showing the camouflage pattern to be painted on his Swordfish. In wartime there was, however, enormous variation in the final paint scheme and positioning of markings, as aircraft were replaced, moved between carriers, and the whim of individual AEOs.✈
Swordfish in the world. He promptly provided numerous detailed images of those airframes.
The actual paint scheme for the attacking aircraft had to be an educated guess. Swordfish were delivered in an aluminum dope and grey finish, subsequently camouflaged at the service unit or maintenance depot. The pre-war bright fuselage colour band identifying a carrier’s aircraft (blue and red for Ark Royal) had been long covered up. In May 1939 Captain Arthur Power of the Ark received an Air Diagram of a Shark biplane showing the camouflage pattern to be painted on his Swordfish squadron’s airframes. In addition was the aircraft serial number and letter/figure/ letter code: eg. A5G being A - Ark Royal/5 - 821 Squadron/G, for the individual aircraft. By early 1940 this three letter code had given way to just a figure/letter as squadrons moved between carriers more frequently, and a fin flash was added from May 1940. The painting shows 5G for VAT’s aircraft and 4M for White’s. Under wartime conditions there were enormous variations, even among aircraft embarked on the same carrier, as individual squadron air engineer officers adopted different practices with respect to style and size of codes on fin, fuselage and mainplane.
Artists retain copyright and the commission agreement was that Drew would produce limited edition prints of the finished workforsale.Theseareavailablefromthe artist’s website here. Edition print numbers one and two now hang in the Canberra homes of VAT Smith’s sons, Mark and Piers. A full size artist’s reproduction on canvas has been donated to the FAA Museum art collection and will be on display at the book launch on Friday 30th August 2024. ✈
Images of paintings courtesy of Drew Harrison. See the extraordinary collection of his works on his website here. ✈
Available now: Graeme Lunn’s account of the extraordinary life of the father of Australia’s Fleet Air Arm. ✈
“Blow up” of lead aircaft shows the extraordinary detail achieved by the artist.
