SLIPSTREAM
FAAAA
Fleet Air Arm Association of Australia
COVER PHOTO
Corsair Fighters and Fairey Barracuda Torpedo Bombers ranged on the flight deck of HMS Formidable off Norway in July 1944. (Archive)
The content and views expressed in this edition of Slipstream are not necessarily those of the FAAAA.
PATRON
RADM Tony Dalton AM, CSM
NATIONAL PRESIDENT
RADM Mark Campbell AM, CSC
NATIONAL SECRETARY
Andrew Whittaker
ASSISTANT SECRETARY
Margaret Maher
Treasurer: James Caldwell
Webmaster: Marcus Peake
Database Mgr: Paul Norris
ACT
President: Bruce Tunnah
Secretary: George Sydney
NEW SOUTH WALES
President: Phil Carey
Secretary: Dick Martin
QUEENSLAND
President: Stephen Huxtable
Secretary: Stephen Huxtable
SOUTH AUSTRALIA
President: John Siebert
Secretary: Roger Harrison
TASMANIA
President: Michael Kus
Secretary: Graham Nicholas
VICTORIA
President: Chris Fealy
Secretary: Mal Smith
WESTERN AUSTRALIA
President: Mike Keogh
Secretary: Mick Spahn
Editorial
Dear Reader...
You chose to make significant sacrifices that others will never begin to even understand.
I am delighted to be editor for this December edition of Slipstream Magazine. Though I myself have not served in the military, my dad is ex Fleet Air Arm.
I fondly recall many a time growing up that my Dad would be watching military, war, and action movies, such as “Top Gun”, “Saving Private Ryan”, “Braveheart”, “The Thin Red Line”, and “Courage Under Fire”, among others. My two older brothers and I would eagerly watch with him, asking him questions about his own Naval experiences. To this day military and action movies remain my favorite!
Obviously, real life military is not like the movies, but from the very little I do know, I have to tell you that I have the utmost respect and admiration for those of you who signed up to serve your country in this way. You risked your own life. You chose to make significant sacrifices that others will never begin to even understand,
I don’t mean just the sacrifice of the time you spent serving. I am certain that serving your country has had a lifelong impact, some of which may be seen, and some which is unseen. So, thank you. Thank you for your dedication, commitment, self-discipline, and for giving up your very life! Thank you for your extraordinary service. You deserve to be honored.
We would love to hear more of your story, memories or experiences you would be willing to share. Feel free to send any letters, articles, or photos in to us.
It is my hope that you enjoy this new edition of this historical magazine with a fresh new look and that you also had a fantastic 2024. May 2025 be your best year yet!
Carolyn (Caz) Sands
Team Charlie Alpha Foxtrot Supporting
Vince and Tony Di Pietro, those intrepid ex-FAA aviators of yesteryear, are brushing up on their nav and packing their bags to fly to exotic places.
Setting off from Nowra in their Piper Cherokee PA28, they will head north- west to the metropolis of Yulara (pop 853-ish), where they will join the Great Outback Air Race (OAR).
The aim is to record the fastest air time to make their way to Carnarvon via Alice Springs, Tennant Creek, Daly Waters, Katherine, Kunnanurra, Broome, Onslow and Exmouth: a distance of just over 2000 NM.
Vince and Tony are covering the cost of their trip, so every dollar raised for team Charlie Alpha Foxtrot will be donated to the Royal Flying Doctor Service, which is organising the event.
The Team’s target is $20K, which doesn’t seem that much in support of such a great venture.
So will you get behind Team Charlie Alpha Foxtrot? It’s easy to do and every dollar counts. Simply click on the button to find out more and make your contribution. The RFDS, that great Australian institution, will benefit and we, the FAA, will be getting behind our own to support this great adventure.
A Fleet Air Arm Loss
The aircraft began an uncontrolled dive which reached 60 degrees on impact in the mud flats.
By Graeme Lunn
On Friday December 7, 1951, the first flying day of Sydney’s fifth war patrol off Korea, Sub-Lieutenant (P) Richard ‘Dick’ Sinclair of 805 Squadron, a graduate of the Number One Naval Air Pilots Course of 1948, was shot down in his Sea Fury over North Korea and killed.
The squadron’s 51 flight of four Sea Furies led by 51-1, Lieutenant-Commander (P) Walter ‘Jimmy’ Bowles, had launched that morning for an armed reconnaissance. Dick Sinclair was flying 51-4. After investigating some junks and then strafing troops in trenches the flight continued on to check a rail yard for box cars.
Leaving this area at low level, over salt flats just north of Chinnampo, number 4 was hit by an explosive cannon shell. Calling that he had been hit and could smell burning, Dick zoom climbed to 1500 feet whilst turning
When over the coast his shepherding wingmen saw flames appear from below the forward fuselage. The aircraft began an uncontrolled dive which reached 60 degrees on impact in the mud flats.
Between 300 and 400 feet Dick was seen to bail out, his parachute opening just before he hit the ground. The circling Furies, including four from 808 Squadron which had been diverted to provide Rescap for the inbound helicopter, could see no movement as they strafed and rocketed the advancing Chinese Communist troops, keeping them clear of the body lying only metres from the burning aircraft wreckage. The rescue helicopter from Bromide-Baker, a forward air force base on an offshore island, recovered his body and it was returned to Sydney. Surgeon-Commander Robert Lauder RN reported that trauma injuries indicated fatal contact with the aircraft’s tail. The rip cord had not been pulled, so it was apparent the parachute pack had been broken open by the same impact.
On completion of the last flying event of the day, squadron personnel and ship’s company not on watch mustered at 1730 for the burial service aft on the quarterdeck. As Chaplain Frederick Kyte committed Dick Sinclair’s body to the deep a salute was fired while light snow fell. It was recorded that “The ship was grey, the ship’s company’s No.8s looked grey, the sea and the sky looked grey, except. on the western horizon, where the sun was setting.” The 805 Squadron diarist wrote “Sub/Lt Sinclair was one of the best shots in the Squadron and had the keenest eyesight of all. He will be missed by all - especially by those in the casbah.”
The ‘casbah’ was two adjacent compartments well forward in the carrier where junior aircrew lived. In Ex-Chief Petty Officers’ quarters, the compartments had multiple bunks and were home to a dozen Acting Sub-Lieutenants and Sub-Lieutenants. All were members of the famously discordant ‘Casbah Orchestra’, whose main rule was that anyone who could already play an instrument had to play a different one in the orchestra. This meant that Dick played bongo drums in the orchestra despite being a pianist.
Another Sea Fury had been shot down that Friday but Sub-Lieutenant (P) Arthur Smith RN was able to make a wheels up forced landing on the beach of the island Paengyong-Do, and was returned to Sydney by helicopter. Two others, Lieutenant (P) Peter Goldrick and Sub-Lieutenant (P) Ian Webster, made it back to the carrier despite significant flak damage.
Honour left behind a grieving young widow, and so it was with Dick Sinclair. He was only 22 when he was killed in action and his wife, Naomi, was 21. Their son Roger was 3 months old. Fortunately, the Shoalhaven doctor who had delivered Roger was a reserve Flight-Lieutenant RAAF and Legatee for Legacy, the charity established by ex-servicemen in 1923 to support the families of Australian servicemen and women who have lost their life in conflicts. Alerted to the tragedy Dr. Ian Morrison swung into immediate action.
A grieving Naomi, knowing almost no one in Nowra, wished to visit her husband’s family in Western Australia and then return to her own family in the UK. Legacy paid for Naomi and Roger’s air passage to Perth and then their sea passage onwards. On 7 February 1952, eight weeks after being widowed, Naomi and baby embarked in the RMS Orcades for England, the same vessel that had brought the newly married couple to Australia sixteen months before.
Naomi died, aged 80 in 2011, having never remarried. Several years before she died she wrote the following brief story for London Legacy, based at Australia House on the Strand. The 48th club of Legacy Australia, the London branch, is a charity providing services to families who reside in the United Kingdom and Europe and are suffering after the death of a spouse or parent during their Australian Defence Force service.
Naomi Sinclair's Story
From that awful day 7th December 1951, when Legacy stepped in and looked after me and my 14-week old son Roger, Legacy and London Legacy have been there in the background.
Always at Christmas, they remembered us. When I needed some method of augmenting my pension they gave me the money to buy a sewing machine and I was able to do dressmaking etc. which was a great help.
Mr. Sandover (author’s note: A Perth industrialist and major benefactor of Legacy) came to see us in England once in those early years and
Dick had said goodbye at 10.30 am on Thursday the 30th. He never saw his son again.
my son was able to see a “real live Australian”; a great thrill for him, thanks to Legacy again.
As for my husband, Sub Lt. Richard Roslyn Sinclair RAN, he was born in Perth W.A. on 14th May 1929. He attended Hale School Perth and he was a middle distance runner who did very well. His two older brothers had both served in the RAAF as bomber pilots during the 2nd World War. His father served in the 1st World War and they had all returned home safely.
Dick joined the RAN in 1948 to train as a fighter pilot. He was sent to England and, in March 1950, we met in HMS Gannet at Eglinton, County Derry, Ireland, where I was an aircraft engine mechanic in the WRENS.
We were the missing halves of each other and we married on June 3 1950. His time over in the UK was up in July that year and, after much begging and pleading, we were fortunate enough to get berths on the same ship, RMS Orcades, arriving in Fremantle in August 1950, where he received orders to stay on board and proceed to Melbourne and Point Cook, leaving me with his parents and brothers in Perth.
He returned to Perth at the end of August on two weeks leave. Then he had to return to Point Cook for training in how to become an officer, having been raised from P4 to Sub Lt. I then followed him across the Nullarbor Plains taking three trains by myself for the 3 day, 3,000 miles trip. From there it was a room in Frankston, south of Melbourne, before my husband was posted to Sydney. I followed again and we were a month there. Then we went to Nowra, south of Sydney on the coast, to a caravan in December.
In March 1951, he was told that HMAS Sydney was going to Korea for 6 months to relieve HMS Glory. From that time he was on board much of the time training on Sea Furies. By then I was pregnant and our child was due on the 18th of August that year, the day that Dick came home on embarkation leave and when we moved into our first married quarters. The baby however had other ideas and did not put in an appearance until 2.20am on Tuesday the 28th of August, 1951, 10 days late. Dick had said goodbye at 10.30am on Thursday the 30th. He never saw his son again.
Sadly, he was killed in action aged 22 on the 7th of December, 1951. He was heavily strafed
and forced to bail out only to hit his head on the tail of his Sea Fury. His body was recovered and a burial service was held on HMAS Sydney that day. In the letter he wrote the day before he died, he said he was very frustrated at that point as they had just been told that instead of going straight back to Sydney as planned, they would be escorting Princess Elizabeth on her proposed 1951 tour of Australia.
However, the King died the day before I left Australia to return home to live and I do not think that tour ever happened.
Sorry if I've bored you with this but it is the background into which Legacy and later London Legacy stepped in. I have never forgotten the verse Dr Morrison told me in 1951;
To you, from failing hands we throw the torch. Be yours to lift it high. If ye break faith with us who die we shall not sleep though poppies grow in Flanders fields.
Australian Legacy and London Legacy have not broken faith and I am grateful - 77 years old now and still grateful. - Naomi Sinclair
Rear Admiral D C Wells My Reflections of
By Jon Dorhauer
It was late Friday afternoon and almost time to escape from the Safety Equipment Section at HMAS Albatross and go home.
Out of the blue the Chief of the Section said that the Captain of Albatross was on the phone and wished to speak to me. As a simple Leading Airman, I was bewildered as to what was going on. Why would the base Captain want to speak to me?
At the time Captain Wells was the Commanding Officer of HMAS Albatross, a strong supporter of the Fleet Air Arm who would eventually become Rear Admiral as the Flag Officer Commanding Australian Fleet.
I answered the phone and he asked me if I was driving home to Canberra and could he possibly hitch a ride. I have no idea why he knew I lived in Canberra at that time. Obviously I was happy to comply. That lift started as a friendship outside of the Navy and was one of many times we drove to Canberra on a Friday afternoon. Admiral Wells lived in the suburb of Red Hill where I would take him.
I was bewildered as to what was going on. Why would the base Captain want to speak to me?
I recall when one Sunday evening I very cheekily went to his home and asked permission to stay in Canberra until the Tuesday morning to arrange a bank loan for a house. He was happy for that and asked me to share a sherry with him in his lounge room.
Returning to Albatross on the Tuesday morning the First Lieutenant was waiting at the entrance gate as I drove up. He roasted me for my actions and warned me to never let that happen again. He was so annoyed and his face showed it. I had quite a chuckle over it. Looking back, I was wrong and I regret my actions.
We had many conversations during our trips, including when he was wounded by a Japanese Kamikaze piloted plane. He was serving on HMAS Australia at the time.
On one occasion another road user hit the back of my car while driving. I was in uniform and Wells was in civies. The woman driver spoke to me and said her husband was in the Navy and he was a Commander. She said I was at fault by weaving through the traffic.
Suddenly behind me Wells said that I wasn’t and he was a Captain and that outranked a Commander. I thought the woman was going to faint on hearing those words by Wells.
Captain Wells on another occasion phoned me just after lunch on a Friday and asked if I was able to leave early to go home. As an obedient servant I obeyed. I don’t think the boys at the Section were overly impressed that I could leave early.
I found Admiral Wells to be an amazing man with great leadership skills and totally devoted to the Navy and his family. He was easy to talk to and showed real empathy for Navy people regardless of their rank.
It is so easy to judge people. At the end of the day, we all breathe the same air and want the best for our family. Getting to know Admiral Wells taught me how rich it can be to get to know others and not judge them. While we respect rank, which is our responsibility, we all have times of joy and hardship.
Admiral Wells was deeply disappointed Australia would no longer have an Aircraft Carrier capable of fixed wing flying. He had great wisdom and the capacity to show this to people who got to know this great sailor. He served this country with bravery and love of Australia. A true friend and greatly missed.
My life in the Navy was really interesting. Around June 1967 I was informed that 723 Squadron was to be sent to Vietnam. At that time that information was classified and was prior to any official notification by the Navy. I was attached to 723 Squadron, however, due
to operational commitments, I was ‘crash drafted’ off that Squadron and sent to HMAS Derwent. Leading Airman Alan Winchcombe replaced me as the SE on 723 Squadron.
It was during that proceeding time that ASIO was involved in espionage activities inside the Russian Embassy in Canberra. I was not involved but did have knowledge of that but not from any member of the Navy. There was no impropriety on my part. During that time there was a serious security leak on the Vietnam Navy commitment at Albatross.
There was another interesting time I had in the Navy when I was a courier for a SEATO conference at the Old Parliament House. I was carrying classified documents which I handed to a contact in Department of Defence. On returning to Parliament House two ASIO agents were waiting for me. The classified documents were missing and so was the recipient of the documents. But that’s a story for another time.
you
? Q1.
On what date did the Royal Australian Navy Fleet first sail into Sydney Harbour, New South Wales?
Answer on inside last page
TheStory of Teddy Sheean Extraordinary
Sheean and the Ship’s Company were ordered by the captain to abandon ship following fatal hits from two Japanese torpedoes. Sheean defied this order.
On 1 December 2020, 78 years to the day, Ordinary Seaman Edward ‘Teddy’ Sheean was posthumously awarded the Victoria Cross for Australia ‘For the most conspicuous gallantry and a pre-eminent act of valour in the presence of the enemy during a Japanese aerial attack on HMAS Armidale in the Timor Sea on 1 December 1942’.
This conclusion to the story of Sheean’s heroism was the result of a decades-long fight for recognition.
Having been posted to HMAS Armidale on operations in the Timor Sea, on 1 December 1942 Sheean and the Ship’s Company were ordered by the captain to abandon ship following fatal hits from two Japanese torpedoes. Sheean defied this order.
Instead, he strapped himself to the aft Oerlikon anti-aircraft gun and firing at the attacking Japanese aircraft, reportedly shot one down and damaged at least two others.
Despite his injuries, Sheean was seen firing at the enemy aircraft as the Armidale sank, helping 49 of his crewmates survive by drawing fire away from the escaping life rafts. He was 18 years old. For this action, Sheean received a Mention in Despatches in June 1943, which had been widely viewed as insufficient recognition of his bravery.
Parliamentary interest in the Victoria Cross award process 1999–2001
No Victoria Cross is awarded lightly, but for the Tasmanian Sheean, the process of being recognised in this way spanned decades, and was keenly observed by some parliamentarians.
In the June 1999 Senate Estimates hearings, Labor senator Chris Schacht questioned Defence officials extensively about the process of posthumously awarding commendations for bravery, noting that the Naval Association of Australia had been lobbying for greater recognition of Sheean. In response, the then Chief of Navy, Vice Admiral Don Chalmers, commented that Sheean ‘was a remarkable young man.’
In April 2001 Senator Schacht introduced the Award of Victoria Cross for Australia Bill 2001 in the Senate, recommending Sheean as well as John Simpson Kirkpatrick and Albert Cleary be posthumously awarded the Victoria Cross for Australia. In June 2001 Labor MP Sid Sidebottom introduced a similar Bill in the House of Representatives, the Defence Act Amendment (Victoria Cross) Bill 2001. These Bills became an important part of Labor’s Veterans’ Affairs policy platform, with the then Leader of the Opposition, Kim Beazley, committing to award Sheean and two others Victoria Crosses if Labor formed government. However, the Coalition victory in the November 2001 federal election meant both Bills lapsed.
2010–12
In October 2010 the matter was again raised in Senate Estimates, this time by Liberal Senator
Guy Barnett, who referred to earlier advocacy by Mr Sidebottom. The Chief of the Defence Force, Air Chief Marshal Angus Houston, and the then Chief of Navy, Vice Admiral Russ Crane, both agreed there may be scope to revisit Sheean’s case, among others, with Houston remarking, ‘I do agree with him [Sidebottom] … [Sheean’s] actions under fire were just unbelievable and they should perhaps be recognised’.
However, he went on to caution: There are very strict rules associated with Victoria Crosses and at the end of the day the final approval has to go to Buckingham Palace and there is a very rigorous process associated with it. We will let the Honours and Awards Tribunal have a look at it and obviously we will go forward from there. We will come back to you and let you know how that process goes.
Senator Barnett followed up on this commitment in the February 2011 Senate Estimates, where it was confirmed the matter had been referred to the Defence Honours and Awards Appeals Tribunal (DHAAT) for inquiry, although with an unspecified timeline or deadline. This ongoing advocacy led to the Gillard Government instigating the Inquiry into Unresolved Recognition for Past Acts of Naval and Military Gallantry and Valour by DHAAT, the report of which was released in April 2012. It concluded that ‘Sheean’s actions displayed conspicuous gallantry but did not reach the particularly high standard required for recommendation for a VC’ and therefore recommended that no action be taken to award Sheean the Victoria Cross for Australia.
2017–20
In 2017, Guy Barnett, now the Tasmanian Minister for Veterans’ Affairs, requested the then Chief of Navy, Vice Admiral Tim Barrett, to again refer to DHAAT the proposal to award Sheean the Victoria Cross. This led to a complicated inquiry process that ultimately resulted in DHAAT recommending in 2019 that Sheean be awarded the Victoria Cross.
On 12 May 2020 Tasmanian Senator Jacqui Lambie put a question without notice to the Minister for Defence, Linda Reynolds, asking ‘Our question from Tasmania is this: what more could Teddy Sheean have possibly done to earn a Victoria Cross?’ On 19 May 2020 the Department of Defence released a statement commenting that the ‘threshold of maladministration and compelling new evidence’ was not met in either the initial DHAAT Inquiry or the 2019 review, and that ‘Defence continues to honour Teddy Sheean’s service and memory in a number of ways including through the naming of the Collins Class Submarine HMAS Sheean’.
This response led to a resurgence in public interest and scrutiny of the Sheean case, centred on the recommendation by the 2019 review that Sheean be awarded the Victoria Cross. This led to Prime Minister Scott Morrison commissioning an expert panel on 10 June 2020 to look into the matter. In its report, delivered on 31 July 2020, the panel unanimously advised the ‘Government accept the recommendation of the 2019 Review that Sheean be awarded the Victoria Cross for Australia’. The Government accepted this recommendation on the grounds that there was ‘compelling new evidence’. On 12 August 2020 the Governor-General announced that the Queen had approved the posthumous awarding of the Victoria Cross for Australia to Ordinary Seaman Edward ‘Teddy’ Sheean.
The Luftwaffe’s Last Mission
By Marcus Peake
After nearly six years of war, the 7th of May 1945 saw the surrender of all German units. But the last sanctioned Luftwaffe mission was flown after this, and it brought hope of a new life rather than the taking of it.
Naval Air Stations are, invariably, close to the sea and some are built in the windiest and most remote localities imaginable - and so it was with Seefliegerhorst Bug, located on the Bug peninsula on the island of Rügen, about 230 km north of Berlin.
Nothing remains of the extensive facilities that existed there during the war, as the Red Army levelled it with explosives in 1945. Today, it is a privately owned nature reserve and the only traces of its past are pieces of concrete occasionally found in the forest - but it had an interesting history.
A hint of this past comes from a monument located in the centre of Schleswig Harbour, not far from Rügen - a tablet fixed to a boulder scribed in German - which tells you that this was the place the last flight of the Luftwaffe took place. What catches the eye is the date upon it - 18th June 1945 - more than a month after the fall of the Third Reich.
The German Sea Rescue Service
Understanding how this could happen so long after the guns fell silent requires you to go back to one month before the start of that war, when the German armed forces commissioned their first Seenotstaffel, or Sea Rescue Squadron.
Over the next three years Germany established a further nine sea rescue units in a wide
range of locations including Germany, France, Italy, Greece and Latvia. The last was formed in 1942 in Tromsø, a city then under occupation.
The earlier Seenotstaffels operated the Heinkel He 59 biplane specially tailored for air-sea operations including the provision of a rear hatch to retrieve survivors. These aircraft were later replaced by a variety of increasingly capable platforms.
Initially, the He 59s were painted white and bore Red Cross markings. In 1940 one such aircraft was shot down by the British because it was sharing airspace with a dozen Bf 109 fighters. Examination of the pilot’s notes showed that he had noted details of a British convoy, which constituted military reconnaissance rather than rescue work.
An Air Ministry Bulletin was issued, authorising the destruction of all enemy air-sea rescue aircraft when encountered. “It has come to the notice of His Majesty’s Government,” it read, “that enemy aircraft bearing civil markings and marked with the Red Cross have recently flown
The Dark Side of German Sea Rescue
There is no doubt that the Germans were far in advance of the Allies in setting up a sophisticated SAR organisation - in fact, in the first two years of the war, the ditching of a British aircraft into the sea usually doomed its crew. It was not until 1941 that the RAF formed an Air-Sea rescue organisation.
Aside from their dedicated Squadrons of aircraft, the Germans introduced other innovative ideas to preserve the lives of downed flyers, including compact inflatable dingies, fluroscent dye to mark a survivor’s position, and the placing of permanent ‘rescue buoys’ in waters where air emergencies were likely. But there was a dark side to their ingenuity, too, with experiments at Dachau concentration camp which involved immersing prisoners in freezing water to better understand the effects of hypothermia.
over British ships at sea and in the vicinity of the British coast, and that they are being employed for purposes which cannot be regarded as being consistent with the privileges generally accorded to the Red Cross.” The Luftwaffe responded by repainting their aircraft in standard wartime livery and arming them with guns.
Retreat
By August of 1944 the war was going against the Germans and the Sea Rescue Service was consolidated. The initially independent Seenotstaffeins were merged into five Seenotgruppen (Sea Rescue Groups), one of which bore the number 81. Others were moved from bases as the Allied advance threatened them. In November 1944 the Germans ceased production of the Dornier Do 24s, deeming the resources could better be used on other aircraft.
The Soviet Experience
By the end of 1944 Seenotstaffel 81 had been assigned to Bug Naval Air Station and was equipped with 14 Dornier Do 24 flying boats to operate over the Baltic sea.
Within a few weeks the Squadron had an urgent new role. The Soviet advance in the east was pushing a wave of refugees before it, mostly German civilians. They were directed towards an air base at Kamper See, in Poland, where they were ferried by air to Rügen island.
According to eyewitness accounts there were days when the Dorniers were taking off every 15 minutes, packed to the gunnels with refugees. On one flight, 99 children and 14 adults saved from orphanages, struggling to an altitude of about 250 feet, the overloaded aircraft crashed into the lake, killing all on board except one.
In early May of 1945 the Soviet Army overran Rügen and Seenotstaffel 81 was evacuated to Guldborgsund Strait, between the Danish islands of Lolland and Falster. German capitulation followed shortly afterwards and the Squadron’s personnel surrendered to British troops.
The Final Mission
A month after the fall of Germany the Squadron was ordered by the British to return to Germany where it would be disbanded. In an agreement between the occupying forces and Danish administration, it was also ordered to repatriate as many Germans as possible during the last flight home.
On 18th June 1945 fifteen Do 24s left Danish waters with approximately 1000 people, including wounded soldiers and civilian refugees. They landed on Schlei Fjord, close to the harbour.
Surprisingly, the aircraft still bore German markings with the exception of the swastika on the tail, and were flown by uniformed crew members with the official structure of the unit intact. The following day the Squadron was disbanded and its aircraft were abandoned on the waters of Schlei.
Nearly eighty years later no tangible sign of those events remain, other than that small monument not far from where the aircraft landed. Translated to English, it bears the words:
On 18th June 1945, 15 Dornier Do 24 flying boats from Sea Rescue Group 81 landed here on the waters of the Schlei, with a total of approximately 1000 people, including 450 wounded German soldiers. They came under the protection of English fighter pilots from Bug/Rügen via Guldborg/Denmark. It was the last flight of a unit of the German Air Force (sea).
Celebrating the 100th
Birth of the Gyrocopter
By Nick Jones
Submi ed by Victoria Division
I think it’s fair to say that innovation doesn’t always travel in a straight line, which is arguably what makes it so exciting. When I first saw that this year was the centenary of the gyrocopter (aka autogyro), it prompted me to do a deep dive into the early history, and a few lessons that were learnt along the way.
The origins of the gyrocopter can be traced back to the early 20th century, a period when aviation pioneers sought innovative means to conquer the skies. In 1923, Spanish engineer Juan de la Cierva achieved a milestone by introducing the world’s first autogyro, the C.1, revolutionizing rotorcraft design.
The significant engineering advancement lay in the incorporation of a hinge mechanism
within the rotor structure, granting autonomy to the rotor blades. This distinctive feature set Cierva’s gyrocopter apart from earlier endeavours in rotary-wing aircraft, proving to be a pivotal innovation that greatly enhanced the stability and control of gyrocopters. The hinge mechanism facilitated automatic adjustments, allowing the rotor to adapt to changes in airflow, thereby promoting safer and more efficient flight.
Tragically, he passed away in 1936 due to a plane crash in a DC-2 that entered fog, shortly after take-off... somewhat ambiguous, yet it achieved modest success in mail delivery and air ambulance applications. The autogyro’s unique capability to operate in confined spaces for take-off and landing, coupled with its relatively slow and stable flight characteristics, rendered it well-suited for medical evacuation purposes. Especially when you consider that the only other air transport at the time were relatively heavy planes requiring significant runways.
Juan’s original idea underwent continuous refinement and prototyping, eventually culminating in the creation of the Cierva C.30 by 1933. This marked a significant milestone as it emerged as the inaugural mass-produced gyrocopter, with a total of 148 aircraft eventually manufactured. The gyrocopter’s niche in the aviation domain remained
In the 1930s, a surge in innovation was underway, fuelled in part by Cierva’s influential designs, inspiring numerous pioneers to explore similar groundbreaking innovations. Among them was Igor Sikorsky, who introduced his visionary design, the VS-300 helicopter, taking to the skies in September 1939 and marking a pivotal moment in aviation history as the first successful helicopter flight.
This transformative development in flight would likely have faced significant delays had it not been for Cierva’s progress with the gyrocopter and the introduction of “direct control”, enabling pilots to directly manipulate the rotor system for adjustments in pitch, roll, and yaw. Unfortunately for Cierva, he never got to witness the fruition of his pioneering efforts. Tragically, he passed away in 1936 due to a plane crash in a DC-2 that entered fog, shortly after take-off near Croydon, south of London.
Following Cierva’s death, his company merged with G & J Weir Ltd, persisting in the development of both the gyrocopter and helicopter. Sadly, substantial investment in further advancements ceased in 1950 after the crash of their W.11 “Air Horse”, a three-rotor helicopter powered by a single Rolls Royce Merlin engine, killing both pilots and the flight engineer.
Despite Cierva’s unfortunate demise and the subsequent restructuring of his company, the legacy of his groundbreaking ideas endured, capturing the imaginations of many.
Dr. Edward “Teddy” Petter, the chief designer at Fairey Aviation, stood as a testament to this spirit. Entrusted with the task of designing the Rotodyne, he embarked on a venture that pushed the boundaries of what was considered possible in aviation. The Rotodyne, classified as a ‘compound gyroplane’, fused elements of helicopters and fixed wing aircraft.
Envisioned as a vertical take-off and landing (VTOL) aircraft capable of highspeed forward flight, it aimed to revolutionise short to medium-range passenger and freight transport. Marketed as a groundbreaking innovation, it promised the agility of a helicopter for vertical landings and the expansive capacity of an airplane.
Entrusted with the task of designing the Rotodyne, he embarked on a venture that pushed the boundaries of what was considered possible in aviation.
However as events unfolded, the Rotodyne was never able to fully realise these ambitious expectations.
To achieve vertical landings, an innovation known as ‘tip jets’ was introduced, involving small jets affixed to the rotor blade tips. These jets ignited jet fuel and compressed air, providing additional downward thrust during takeoff and landing. In normal forward flight, these jets could be deactivated, allowing the rotor to function freely, akin to a standard gyrocopter.
Remarkably, this concept transcended the realm of theoretical ideas. Fairey Aviation turned this innovation into reality, constructing a prototype aircraft capable of carrying 40 passengers at approximately 160 knots over 370 nautical miles. The aircraft successfully completed 350 flights, attracting attention, including that of numerous UK Parliamentarians who sought to showcase the country’s technological prowess. This keen interest from members of the government in aviation advancements echoes a similar memorable image of pilot James G. Ray, who landed a gyrocopter on the White House Lawn to meet then-President Herbert Hoover, who awarded him the Collier Trophy.
The Rotodyne, despite its remarkable accomplishments, faced formidable obstacles that hindered its path to commercial success. The high operational costs associated with its innovative design, particularly the incorporation of tip jets, presented a significant economic challenge. The ear-piercing noise emitted by the tip jets, reaching 96 decibels, not only raised concerns for public acceptance but also
also posed a practical hurdle, limiting its viability in urban and densely populated areas. Financial strains and changing dynamics in the aviation industry further complicated Rotodyne’s fate.
Mergers became a strategic necessity for many aircraft companies reliant on government funding, and Fairey Aviation found itself absorbed by Westland Aircraft. This restructuring had implications for ongoing projects, and the Rotodyne, caught in the midst of these corporate changes, faced uncertainties about its future development and funding.
Moreover, the 1960s witnessed substantial progress in helicopter technology and the broader commercial aviation sector. These advancements not only increased the competition but also highlighted alternative and more efficient modes of VTOL aircraft. The evolving landscape of aviation technology created a challenging environment for the Rotodyne, ultimately contributing to the project’s cancellation in 1962.
In retrospect, the Rotodyne serves as a testament to the intricate interplay of technological innovation, economic considerations, and market dynamics in shaping the destiny of ambitious aviation endeavours.
While the Rotodyne garnered considerable attention, quieter but equally impactful strides were being taken by an American aeronautical engineer named Igor Bensen. He conceptualised the Bensen B-8 series, a design that played a pivotal role in popularizing gyrocopters for personal and recreational use. The B-8 series, available as a kit, empowered hobbyists to purchase, assemble, and customize their gyrocopters, democratizing access to this form of aerial pursuit. Advancements in gyrocopter design have seen subtle refinements since Igor Bensen’s groundbreaking B-8 series.
Contemporary gyrocopters commonly incorporate lightweight and durable composites, enhancing both performance and durability. The evolution also embraces a spectrum of experiences, from the elemental joy of flying with the wind in your face to more modern preferences for enclosed cockpits, offering enhanced comfort and protection. While the B-8 series opened the door for gyrocopter enthusiasts, the contemporary landscape includes diverse designs catering to various preferences and needs. Some models prioritise agility and open-air sensations, providing a nostalgic nod to the roots of gyrocopter flight. Others emphasise sophisticated features and advanced technologies, appealing to a new generation of aviation enthusiasts seeking a blend of tradition and modernity.
When assessing the commercial standing of gyrocopters, it’s important to acknowledge their distinct appeal. Among private pilots, many hold a deep affinity for gyrocopters, choosing them as their preferred aircraft. It is also worth pointing out that gyrocopters have secured niche roles, particularly in aerial mustering, where they compete favourably with helicopters in terms of operating costs while fulfilling similar functions.
The past 100 years of gyrocopter history is such a good example of the strange journey that innovation will take. Juan de la Cierva, while not initially aiming to invent the helicopter, significantly contributed to its foundational concepts. Today, we stand at the brink of a similar transformative era, especially with the integration of electric technology into aviation, evoking a sense of futuristic ideas reminiscent of the visionary thinking in the 1950s and 1960s.
At the annual pilgrimage to Oshkosh, you’d usually expect to see similar things; some old historic warbirds, a few new plane designs announced from the major manufacturers and maybe a few provocative ideas from the experimental category. But in recent years that is just not the case. The word eVTOL gets thrown around, but sometimes ‘flying machine’ seems more fitting; each with radically different takes on how electric design will work and fit into aviation.
I’m not sure what the path is for the next 100 years. Who knows, maybe it will be just like my 5-year-old dream and we’ll all go to work in flying cars like the Jetsons. All I know is that as long as we are able to remember some of the lessons of our past, I will be excited to follow along and watch innovation play out.
This article was written by Nick Jones from Pace Advertising for
The term Fleet Air Arm came into being in 1924, however as early as 1903 the Admiralty was investigating kites and balloons for spo ing.
The first Naval Aviator completed his flying training in 1910 and the first launch from a Royal Navy battleship was achieved by January of 1912. From those early formative years of Naval Aviation to current operations their Naval personnel and aircraft have played a leading role, flying from ships deployed worldwide.
The ‘Fleet Air Arm Tartan’ is the only officially registered tartan in the world, to celebrate the Fleet Air Arm, and is fully endorsed by The Fleet Air Arm.
SPORTPILOT magazine published by RAAus
South Australia Division Division Reports
Well, here we are with a Slipstream Edition Report from the South which I thought would never happen, and sadly I have gone down that path of finality and now have to totally reverse my thought pa ern and revisit my one liner quips for slagging off Queensland. At my age, a slow process.
Marcus has drawn on some of his dubious friends and commissioned a naval style Press Gang to roam the World for an appropriate editor for Slipstream and here we are, he has succeeded. No obvious bruising apparent as the new editor, Caz Sands, gets to grips with the job in hand. I believe Caz is based in Hawaii and will tackle the December Issue as a trial test. A lot has happened in the South since I last reported in the last bonus issue which in all fairness to Terry Hetherington, was scheduled to be the final Slipstream shipped out to the troops. Who would have known that we have been thrown a lifeline to continue Slipstream.
October 26th saw some of us from all over, gather at the FAA Museum for the Federal Council Meeting which had indicated to be a lot of teeth gnashing and harsh language from the lower deck lawyers amongst us.
As it turned out, nothing happened as a Federal Secretary had been found in the form of Andrew Whittaker, ex FAA and some of you would know him as he lives locally. Welcome aboard Andrew.
For me, the SA Secretary, I drove myself over and back in my ASX SUV and enjoyed every minute of the 14 hours to Nowra, 14 hours to Adelaide. No flooded roads and detours this time and only two kangaroos and one echidna in Kangaroo Valley to dodge. Stayed with the Browns of Cambewarra who made me most welcome. Not happy with all of Nowra’s roundabouts and north/south housing development. Did like the new bridge’s over the Shoalhaven River, though.
Monday November 11th saw some of the Members gather at the Goolwa RSL gardens for a delightful Remembrance Day held in
brilliant sunshine and 23 degrees. Standard format was followed so no surprises for some of the old darlings teetering to attention.
From memory, President John Siebert, Secretary Roger Harrison with partner Frances, Auditor Michael Cane, and Dave Smillie with partner Jude. Lunch followed inside the RSL Club rooms. Visited the 817 Squadron Memorial in the RSL lawned area. Marked 817 Squadron but now 808 Squadron I do believe.
Wednesday November 20th is the SA Division General Meeting to be held at the Keswick Barracks Café for a lunch type meeting. No gnashing of teeth here and a summary will be provided in the March Slipstream (I hope).
Sunday December 15th will see the Division gather for our ‘End of Year’ Christmas lunch at The Windsor Hotel. Tables are booked and menus distributed to the locals.
Sunday January 19th, 2025 is our first meeting for the year and is usually held as a Picnic General Meeting on the lawns of the Wittunga Botanical Gardens, Blackwood. We gather at the Gardens around mid-day on the lawns to the left as you drive into the adequate car park. It is a BYO salads and cold meat lunch with wine and water. Mostly a very social gathering and everyone bar dogs and Stokers are welcome.
Member Paul Shiels is still active in securing an appropriate Memorial for the two sailors killed disarming a shipping mine near Beachport South Australia on the 14th of July 1941.
Things have moved forward after some adjusted paperwork, and we wait patiently to see the results. Paul Shiels will be attending his last Meeting here in November, as he is shipping off to Victoria to be close to family. Sorely missed Paul.
Finally, the SA Division will wish each one of you out there, a Very Merry Christmas.
Personally, I find Christmas similar to taking a cricket ball into the scrotum. Brings tears to my eyes when I am mixing it with the Christmas shoppers at Marion who all appear to have been sleeping with a close relative. But I am eternally grateful that “Tie a yellow ribbon round the old gum tree” will never be number one again.
Merry Christmas to you all. Whipping Boy SA.
you know? Q2.
Where is the one US Navy Base located in Australia?
Answer on inside last page
DivisionReports
ACT Division
Annual General Meeting - Friday 29 November 2024 President’s Report
2024 has been a relatively quiet year for the ACT Division with some minor growth in membership, which brings our total numbers to 70.
I point out the ongoing work of our committee, in particular, the support provided by our Secretary / Treasurer George Sydney in ensuring our Division’s ongoing viability. I also mention my (personal) appreciation to our former Division President, John Schonberger, for his exemplary commitment over the many years he invested in the role.
There were a number of highlights during the year, the first of which (prior to ANZAC Day) was a visit to the Australian War Memorial hosted by our own National President (Mark Campbell) who is an official tour guide there.
You might think living in the ACT that the Memorial visit would be a relatively normal “been-there done-that” activity. However, Mark’s unique insights made it a very worthwhile event appreciated by all who attended. See the photo below, those attending (L to R) were:
• Michael Sandberg
• Mark Campbell
• Kerrie Davis
• Pete Davis
• Bruce Tunnah
• Andy Dakin
• George Sydney
• Bruce Hamilton
• Bethany Ledger
• Geoff Ledger
• Chris Nelms
The other highlight, goes without saying, was the Annual ANZAC Day March where we had a respectable turn-out of around 20 people marching which included (always welcome) uniformed members of the ‘Birdy’ community serving in Canberra.
George Sydney and I attended the National Federal Council meeting in Nowra on Sat 26 Oct 2024 where, much to all the delegates’ relief, the earlier advice that the Federal Council was in danger of folding was not realised. From that meeting, I am pleased to report:
• The ongoing tenure of Mark Campbell as our National President
• The appointment of a serving One Star (CDRE Anthony Savage, RAN) as the Deputy National President
• The appointment of Andrew Whittaker (NSW Division) as the new National Secretary
• The appointment of our own Margaret Maher as the Deputy National Secretary.
HARS. In support of a submission from HARS requesting support to help meet their insurance costs associated with operating the Navy Historic Flight; members were given the opportunity to make an (optional) donation of their own choosing in addition to their annual membership fees. Noting we are a relatively small Division, I am pleased to report that $855.00 was raised and subsequently forwarded to HARS.
In my dual role of the Division’s Welfare Officer, I continued to provide ad-hoc advice to members and non-members alike seeking guidance on how best to receive the support that they needed. This included regular phone calls to check on their progress and wellbeing along with, for Canberra based folk, meeting in person (for coffee) when mutually convenient.
Geoff has graciously accepted my nomination to stand as Welfare Officer candidate on the committee for our Division in 2025.
Finally, I would encourage everyone (personal obligations allowing) to place our 2025 social calendar in their diaries and come along to enjoy the camaraderie and friendship that only comes from being a part of our unique shared experience.
Forwarded for consideration.
Yours Aye, Bruce Tunnah OAM AMIEAust President, ACT Division
? Q3.
What is the RAAF’s most advanced fighter plane?
Answer on inside last page
Victoria Division DivisionReports
Best wishes for safe and happy festive season to all members from the Victoria Division.
Things have been quiet in this part of the world until Sunday 8th December when we held our final meeting for the year and our Annual Christmas Lunch. This was held at our usual venue The Mission to Seafarers (more on that later) and a good time was had by all. A good roll up of members and family attended and it was great to see some of our senior members making a big effort to attend.
Our regular caterer once again made sure that no one went hungry. We hold one of our legendary raffles on this day and my thanks to all those who donated prizes and helped to make it a success. As always our thanks go to the Melbourne Naval Committee who are always willing to assist groups such as ourselves with funding.
We are in the unfortunate position of probably losing our meeting/function venue The Mission to Seafarers in the near future. The building is owned by the State Government and they are in the process of deciding how best to utilise the property. Suggestions are to extensively renovate or divide and lease to various. Currently we are booked in for ANZAC Day but that may be our last.
Interview with
The Hon. Pat Conroy
By Jon Dorhauer
The Hon. Pat Conroy MP is the Minister for Defence Industry and Capability Delivery, Minister for International Development and the Pacific and the Federal Member for Shortland.
This interview has been edited for length and clarity.
JD. Mr. Conroy, I think you'd agree we are living in perilous times. With the war in Europe and of course the Middle East, we now have China threatening to take military action against Taiwan. The question is this, is Australia well positioned to join U.S forces if the Americans ask us to defend Taiwan?
PC. I'm a politician so I won't talk about the hypotheticals in that sort of scenario, but what I can say to you is that we're investing massively in the Australian Defence Force, including a $50 billion increase in the budget, and just as importantly we're bringing forward capabilities. So we're delivering landing craft eight years earlier. We have brought forward the acquisition of missiles and fighting vehicles with rocket launching systems so we're committed to re-equipping the ADF as soon as possible.
JD. I understand currently 1.9% of the GDP is spent on defence and recently your government announced spending will increase to 2.3% by 2033/2034. Mr. Conroy isn't that a little bit too far in the future when we have right now the threat of China in the South China Sea?
PC. Well current spending is actually 2% of GDP, and it will rise over time so that $50 billion I mentioned before, the 1st 5.7 billion is flowing through in the forward estimates right now, so we are increasing the defence budget. More importantly we're also spending money better than previously - some of the priorities were very curious and so we're spending the money more wisely.
We're investing massively in the Australian Defence Force, including a $50 billion increase in the budget, and just as importantly we're bringing forward capabilities.
JD. As you know in the past, previous governments on both sides have gone ahead to purchase equipment sometimes it's not quite what we needed, never on time, never on budget. Often, we conduct review after review because the reviews didn't give us the answers that we wanted. I don’t think a war in Europe or a war in the Middle East is going to affect us. I think the big stretch for us is going to be the South China Sea and then what China's doing because they're expanding everywhere now. I see recently they've got 3 aircraft carriers, now they've just launched a fourth one that has a catamaran type hull that’s going be for drones, so they are aggressive in terms of their expansion. I think a lot of people in Australia are nervous about China.’
PC. We're being very transparent with the Australian public but we're seeing the biggest arms build up in our region since 1945 and it hasn't been accompanied by the transparency that you'd hope to see in that sort of scenario.
We do live in very uncertain times, and that's why we are focused on this area.
JD. I do recognize and acknowledge that this Labor Government has certainly pressed the button, and it needed to. Previous governments on both sides haven’t got it quite right but I do acknowledge that. At this moment we have 6 Collins class submarines of which only one is operational. There is a second one that could be put to sea with short notice. The question is, is that really acceptable?
PC. It's important to say that we have sufficient submarines available to meet the tasking structure from the Chief of the Defence Force to the Chief of the Navy. Admiral Hammond said that it estimates last month (and it remains true now) that we are meeting the availability requirements for the Defence Force and that's the primary thing. The number of submarines will vary in the water over the whole year, at one stage we had four in the water, either training or being deployed to places, so it's natural that towards the end of the year that changes slightly but we are meeting the operational requirements. I think a big sea change in the Collins support was the implementation of the Coles review in about 2012 which found significant change needed around the ADF to provide sustainment, and that's occurred and generally that's working pretty well. There's been some unexpected corrosion issues found that have been a challenge, we expect corrosion so that's not the unexpected part, it's where it's found and then dealing with that. As the Chief of the Navy said, he's able to deploy enough submarines to meet the requirements from the Chief of the Defence Force.
JD. Well you'd expect him to say that too.
PC. Misleading the Senate is a serious offence that only leads to the resignation of the officer involved, so he wouldn't mislead the Senate.
JD. We only have 80% of the 69,000 personnel needed to meet challenges for the future. Do you think it might be possible that if Labor gets back in, that National Service might be a consideration to boost numbers?
PC. On National Service - that's not our policy. The way we intend to hit those growth targets is one, improving retention, and retention is above long-term averages. When people join up - more of them are staying, which is great. Recruitment is rebounding, but recruitment is hard because of the strength of the economy. Recruitment tracks the unemployment rate very closely, so that has been a challenge, but we're also trying new things.
Since I think it's the 1st of July we've allowed New Zealand citizens to join the ADF and that's been very popular, and from next year we'll be allowing citizens of the UK, US, and Canada to join. The Defence Minister and I have made it very clear that our goal is also to open it up to the Pacifics.
JD. Well of course the reason for this is we're not getting enough Australians wanting to join.
PC. Yes and it's also the trades. We've got plenty of people who want to join, but it's the skilled trades that we're finding more challenging and that's related to the strength of the economy.
JD. Let's just touch on the AUKUS thing. Now the United States are currently producing one and a bit submarines - Virginia Class Submarines per year. Their requirement is that they've got to produce at least two for their own defence. At the moment they're
having trouble getting men and women with the trades necessary to actually work on submarines and they don't know what the future lies in that area. They're trying very hard and we're pouring money towards that to help them, but the question is this; with the submarines that we want to get, and with Trump now being the President-Elect and the ambassador for Australia being Kevin Rudd, Trump has a long memory and I don't know that they get along very well, and we need all the help we can get to make sure we get these submarines because there's no real guarantee, would you agree?
PC. So there's a few things there to unpack. One - on the US submarine industrial base, it is improved. The 1.3 figure that people quoted is slightly out of date, it is improving, and they're putting massive resources into it, in addition to us, so it's something like 17 billion U.S. dollars have been invested in the submarine industrial base to improve it, and they've just made a recent announcement of more resources.
Secondly, they're trying different approaches - so they're outsourcing more work to pass supply chains that haven't been utilised before. 70% of the parts on the critical supply path have been sole source. That is a problem and we're helping them fix that. I was in the United States in October and I visited the Austral Shipyard in Mobile Alabama, and that's doing modules now for the Virginia Class. So they're doing more of that work to free up productivity. Importantly they're also working on improving sustained performance, so that availability got down to the low to mid 60s and their goal is 80%, so obviously you build more submarines but you also get the current serving submarines to be
available more, and that frees them up and they're investing a lot in that as well. So I'm optimistic that they're turning it around. On Kevin Rudd I can say to you that he's doing a great job in Washington, he's got strong support across the political aisle.
I was in the Senate gallery in December 2023 to witness the vote on the three pieces of AUKUS legislation. They've got an 80% yes vote and that's in a Senate that's effectively 50/50 Republican and Democrat. So there is strong Republican support for AUKUS and I've seen the way that Kevin works with Republicans, and I’m confident that our relationship will be fine.
JD. Thank you for your time.
? Q4.
When was the RAN’s first aircraft carrier, HMAS Albatross launched?
Answer on inside last page
From the FAAM Good News
By Marcus Peake
Those of you who read ‘FlyBy’ magazine will have noted various reports over the last few months expressing concerns with the state of the FAA Museum, and that we were in close discussion with the Director of the Sea Power Centre Australia (DSPC-A) to try to resolve them.
The most recent meeting was held at the Museum on the 6th of December and I’m pleased to report it was a far more positive affair.
In short:
The DSPC-A has agreed to the formation of a FAA Museum Advisory Committee, most probably comprising representatives from the Sea Power Centre, HMAS Albatross, the FAA Association, Shoalhaven City Council and a rep from the heritage sector. Members will be selected for their experience, qualification and ability to contribute to the Committee.
The terms of reference for the Committee are yet to be finalised, but the role is likely to be:
• Provide ideas and feedback to FAAM management on planned initiatives;
• Share experiences and insights into FAA operations and history and into tourism operations in the Shoalhaven;
• Provide suggestions and feedback on the Museum’s existing and planned services;
• Develop a shared understanding of the needs of the FAAM including collection management, maintenance, renewal and upgrades.
This is a positive step forward as one of our major concerns was that the Museum’s managment was undertaking action without consultation with key stakeholders, and squandering the wealth of knowledge and experience that could help the museum in its task to preserve our heritage. We will report on meetings as they occur in 2025 and beyond.
In other news:
The Army has agreed to loan one of its two MRH-90 helicopters to the FAAM for an initial period of five years, and negotiations are in hand to cement those arrangements. The intent is to place the MRH-90 on the museum floor as soon as is reasonably possible.
A training/induction program is being extablished for volunteers to work at the Museum, consistent with the requirements of the PGPA Act 2013. This is an unavoidable requirement and the Museum must comply with its provisions,
but it does mean a clearly understood and transparent process which will protect both the Commonwealth and volunteers alike.
Refurbishment will soon start on the Museum entry/front lobby area to better direct visitors and utilise available space. This will ‘feed’ visitors into the facility, provide a graduated education process as they enter (for example, a broad history of the FAA).
Plans for refurbishment of other areas are in train, with a longer timeframe.
“J” hangar, which has long been a repository for the Museum, may be required by Navy and so plans are in train to better understand what is in it in preparation for the time it is vacated.
So, there’s a while to go yet but there’s a plan in place and we have a seat at the table. Watch this space!
Bad StrikesPennyAgain
Previously reported on in ‘FlyBy’ (July & August 2024) it seems our old fraudster Peter Lancaster is at it again. This time he has been spotted at the recent Remembrance Day service at Beenleigh Golf Club and RSL, wearing a commander‘s dress uniform with a ridiculous array of badges to which he is not entitled. He’s still doing his thing, only getting worse. If you see him, call him out!
He’s on the right, in Naval Uniform.
A.I or Not?
There’s a bit of chatter on the net as to whether this is a genuine image or one generated by AI. The little clues circled in red suggest it could be AI, but it’s apparently very difficult to be certain. What do you think?
Answers
Q1. On what date did the Royal Australian Navy Fleet first sail into Sydney Harbour, New South Wales? 4 October 1913.
Q2. Where is the one US Navy Base located in Australia? Exmouth, Western Australia.
Q3. What is the RAAF’s most advanced fighter plane? Lockheed Martin F-35A Lightning II.
Q4. When was the RAN’s first aircraft carrier, HMAS Albatross launched? 23 Feb 1928.
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