Props & mags APRIL 2019 - South Australian Aviation Museum
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Props & mags
APRIL 2019
SOUTH AUSTRALIAN AVIATION MUSEUM
66 LIPSON STREET, PORT ADELAIDE
P.O. BOX 150, PORT ADELAIDE, SA 5015. PHONE (08) 8240 1230
http://www.saam.org.au
PRESIDENT’S REPORT
Over the past month the most obvious change at the Museum has been the progress with the Vimy Mural on our front
hangar doors. It is being painted by member and artist Janice Eames
with technical assistance from Steve Nitschke. The Mural is part of
our contribution to the Epic Flight Centenary – the 100th
anniversary of the first flight from England to Australia - and is
sponsored by the RAAF Association of SA. Its progress is
generating much interest on social media and when finished it will
be an outstanding addition by the Museum to the Centenary
events.
Perhaps less obvious but no less important is the completion of the
new members’ kitchen and extra toilet block in the workshop. The
latter was commenced in 2005 when provision was made in the
plumbing for extra toilets. Fourteen years later they have almost
been completed. Our thanks to Chris Doudy, Russell Pearce and
Peter Page, plus John Roberts and Graham Bell. We also must thank
all those who persevered with the project over the years.
MUSEUM DATES FOR YOUR DIARY ….
PATRON
JIM WHALLEY SATURDAY 18th MAY
___________ History Group Meeting 10.30 AM
12 noon B.B.Q. LUNCH …. $5
S.A.A.M.
1pm GENERAL MEMBERS MEETING.
COMMITTEE
EXECUTIVE COMMITTEE MEETING : TUESDAY 7th
PRESIDENT
MAY
DAVID BYRNE
Our Tour and Function members, John Roberts and John Jefferson, have secured
VICE PRESIDENT & PUBLIC bookings for the Crows’ dinner and the RFDS’s Quiz Night. These events will bring
RELATIONS further recognition and revenue to the Museum.
JOHN ROBERTS
Coming events include our Open Cockpits and Engine Run Family Fun Day on the 28th
April. Please mark this in your diary and come and help for the day. We plan to have
TREASURER eight cockpits open, plus all the other usual activity going on, so it is absolutely critical
that we get a good turnout of members to help.
JOHN HILLIER
The next big event will be the F-111 exchange commencing on the 15th May. This is a
SECRETARY “come and watch only” event as the RAAF will be doing the work. One thing to
MIKE MILLN remember is that there will be a great photo opportunity when both F-111s will be
assembled and placed side by side. This is an event not likely to be replicated in
Australia again for
COLLECTION some time, if ever.
MANAGER – AIRCRAFT
WAYNNE LEE On the member front
we farewelled John
Mudge who is moving
MEMBERSHIP OFFICER to Queensland. We
ROD KOPP will certainly miss his
expertise and friendly
help, and he leaves
WORKSHOP MANAGER
with our gratitude. He
GRAHAM BELL is our loss but
Queensland’s gain!
TOURS MANAGER
John Mudge (with shield) accepting the Volunteers of the
JOHN JEFFERSON Year award on behalf of the Orion Assembly Team at last
year’s Christmas party
MINUTE SECRETARY
David Byrne
JEAN KOPP President
NEWSLETTER PLEASE NOTE…
EDITOR
MIKE MILLN THERE IS NO GENERAL MEMBERS’
MEETING
PUBLISHER OR HISTORY GROUP MEETING
JEAN KOPP IN APRIL
2
OPENING OF THE VIMY MEMORIAL AT ADELAIDE AIRPORT
Vimy Memorial Opening 27 April 1958 (SAAM Collection)
This month marks the opening of the Vimy Memorial and the commencement of the display of G-EAOU.
The official opening was on 27 April 1958 by Air Marshal Sir Richard Williams, who was Ross Smith’s No 1 Squadron AFC
commander in the Middle East during the Great War. Some 40,000 people attended including the Premier Sir Thomas
Playford and Sir Philip McBride, Minister of Defence, who represented the Prime Minister.
The opening was the culmination of a five-year saga commencing with
the Australian War Memorial’s decision to dismantle the Vimy and
move it into storage at Canberra Airport in order to make space for an
increasing flow of WWII artefacts. The Vimy never saw war service and
neither did Smithy’s Southern Cross, so both were candidates for
removal.
The incredible story of what happened next and the terrible mishap
during the transport of the aircraft to Adelaide is told in a History Group
profile “Ross Smith and the Vimy Crew” on our website at http://www.
saam.org.au/history/pre-world-war-ii/. I will also be telling the story at
my last History Festival presentation on 26th May.
John Hillier took this photo not long before the opening of John Dowie
putting finishing touches to his sculpture of the crew that’s still at the
memorial. And of course we inherited Dowie's scale maquette for the
sculpture from the West Torrens Railway Signal, Telegraph and Aviation
Museum when it closed in 2014. It is part of the Vimy display on the
mezzanine.
3
John was at the opening too, but the only
photo he took was this one of the
Canberra/Meteor fly-by led by WK165.
That’s our Canberra that is also on display
in Hangar 1. You would think John might
have spared some film for Sir Richard and
the actual ceremony, but sadly John’s
interests (which haven’t changed) were
focussed solely on aircraft!
Mike Milln
WORKSHOP ACCESS POLICY
1. As a general rule, no visitors are to be permitted in the workshop while any work is in progress.
2. When no work is in progress adult visitors may be escorted in the workshop at the discretion of the
reception staff, providing they remain in the central aisle area of the workshop. Children under the age of
16 are not permitted in the workshop at any time.
3. When work is in progress, adult visitors may be escorted in the workshop by a Committee Member, or a
staff member delegated by a Committee member, under special circumstances. This will apply to visitors
of special interest to the Museum such as VIPs, journalists etc. Such visitors must remain in the central
aisle area of the workshop.
4. All visitors and escorting staff must be wearing suitable (closed) footwear.
5. Members working in the workshop must be warned of an impending tour by reception staff. This may be
either verbally or by activation of a warning light when installed.
16 March 2019
4
EPIC FLIGHT CENTENARY PRESENTATIONS
We are doing our best to promote my four presentations at SAAM on the Epic Flight during the History Festival next
month.
They are advertised in the History Festival
printed and online programs, I’ve put the
poster on Facebook and our website, and
they’re stuck up all over the place at SAAM for
our visitors to see.
Although the chances are slim (!), we may
have to limit numbers because the meeting
room will only seat 30 or so comfortably.
We have therefore advertised that reservations
are necessary – either by phone to SAAM or
email to our enquiries address.
If you are on reception, please be aware of the
possibility of phone calls or visitors asking for
bookings.
If you get any, record the names and date(s)
they want to attend on the clipboard I’ve
placed at the desk – and please ensure they
are aware that each of the presentations
covers a different phase of the story so if they
want the whole story they have to attend all
four.
And NOTE – the price is paid when they attend,
at whichever normal Museum entry applies
(adult/concession/child etc). Process them in
the POS as a normal Museum entry.
One entry gives access to all four presentations
so if they are going to more than one, give
them the required number of free tickets for
the subsequent presentations they will attend.
A supply of free tickets is also at the desk.
When a free ticket is presented for a subsequent presentation, use the free entry button on the POS to record them.
Members are free of course!
Mike Milln
5
WING TIPS
FROM GREY TO WHITE WITH YELLOW ON THE HORIZON
There are a lot of Anson parts finished and out
of sight behind the fuselage. They will all
receive a coat of primer surfacer over their
doped fabric surface. A coat of white under-
coat will go on next and then the Orange Yellow
Y14 finish coat. It won’t happen overnight but a
start is being made.
Even though all parts are under cover they are
very dusty and we will vacuum and then wash
and dry them as required. The doped parts may
need a light spray with dope thinners to get a
good “key” with the next coat. Once done in
the yellow finish coat it will be necessary to
cocoon them in a suitable medium to keep them
Barry Cuthbert vacuuming the starboard inner rear
dust free. No easy task as the dust in the
wing section prior to the transition from grey to
white to yellow... workshop is indeed a problem.
Plastic sheet wrap may be OK but the parts must not “sweat” once wrapped.
We have continued to use rollers to apply the surfacer primer coat of grey with good results.
As it dries very quickly the cooler days have given us the opportunity of getting more bits
ready for spraying. A very light rub with 400 grit paper provides us with a smooth surface
and a good base for the final coats.
Once the starboard wing is turned over and we apply the leading edge fabric tape we will
bring it up to the “ready for white” stage. This means all but the starboard inner front wing
section will be ready for paint. The front inner section has its fabric and if we can find a
volunteer to go under the aeroplane we can apply the grey primer to it too.
Over and out
Anson Crew
6
RAAF History
Did anyone know our first P3B was written off before delivery in 1968 ?
12 Apr 1968 - New P-3B destroyed by fire before delivery
Photo courtesy of FLTLT (ret’d) Paul Fuller
A new P-3B Orion (A9-296), awaiting delivery to the RAAF following acceptance from the
Lockheed Aircraft Corporation factory at Burbank, California, was destroyed by fire after the
undercarriage failed on landing at Moffett Naval Air Station on this day. Through the inferno,
the entire crew of 8 escaped via the starboard overwing hatch. An Airborne Electronics Officer
(AEO), Flight Lieutenant Paul Fuller, took this photo as he cleared the aircraft. The aircraft
was one of the first three of this type due to reach Australia on 29 April, but the arrival date
was deferred until 13 May while the cause of the crash was investigated.
Australia’s order was initially for 10 Orions to equip No 11 Squadron (relocated from Richmond,
NSW, to Edinburgh, South Australia) for maritime patrol duties. The serial numbers for these
aircraft ranged from A9-291 to A9-300, but an additional Orion (A9-605) was purchased to
replace the lost aircraft. A second order for 10 P-3Cs re-equipped No 10 Squadron (moved
from Townsville, Queensland, to Edinburgh) in 1978.
WGCDR Ian Gibson via Steve Nelson
7
Air League Flying High In Port Adelaide
50 South Australian officers and cadets of the Australian Air League travelled to Avalon recently to attend
the Australian International Airshow 2019. They joined with cadets from Victoria to attend the biennial
event.
The group chartered an Alliance Fokker 50 and spent the whole day at the Airshow. The weather on the
day was hot, reaching a high of 38°C. This, however, failed to curb the enthusiasm on the day with the ca-
dets seeing a vast array of Australian and International military and civil aircraft.
The highlight for the cadets was a combined operational display of all current Australian Defence Force
aircraft, participating in a mock exercise to demonstrate the interaction and capability across the
respective services (Army, Navy and Airforce).
Cadets also had the opportunity to discuss their experiences and possible career choices in the future with
pilots and ground crew members.
The RAAF also had an exhibition showcasing the defence force in 21st century and encouraging increased
female participation in science and engineering.
The flights to and from the Airshow were also a highlight for the cadets.
The Air League has three Squadrons in Adelaide. Squadrons are located at Gawler Airfield, Parafield
Airport and the South Australian Aviation Museum in Port Adelaide. Children aged between 8 and 18 are
welcome to join as are adults who are keen to volunteer their time for the cadets.
8
The aim of the Air League is to encourage interest in aviation as well as develop teamwork and leadership
skills. Squadrons meet once a week during school terms and participate in other flying and community
activities during the year including ANZAC day.
Further highlights this year for the cadets will be the flying activities and the chance to talk to an astronaut
on the International Space Station.
If you are interested please visit www.airleague.com.au or call 1800 502 175 or email: info@airleague.
com.au
9
Jimmy turns 95!
Sydney James Pink, known to us all as Jimmy, celebrated his 95th birthday in style at a party in Hangar 1 on 13th April
2019.
Jimmy was already 82 when we scored him as a member back in 2006, but anybody who has seen him in action on
the reception desk, or conducting tours, or operating the Comanche simulator for kids during our Open Cockpit
Days, will agree with me that there are few more energetic and dedicated members around.
I knew Jimmy had led an interesting life
before SAAM, but it took an hour and a half’s
chat at his West Lakes home with him and
his daughter Helen and son Colin, to
appreciate just how interesting it has been.
He was born in Brussels in the Spanish
Embassy on 13 April 1924 – which is an
interesting enough start! His parents were
butler and maid to the Spanish Ambassador,
a gig they had got through previously
working in Kensington Palace for Princess
Beatrice. Beatrice’s daughter Victoria
Eugenie was the Queen Consort of Spain.
After the communists took over in Spain,
which led to Franco and the Spanish Civil
War, the embassy was closed and the Pinks
returned to England. Pink senior was
Jimmy (middle, back row) with Tiger Moth at Fort William EFTS
employed as a butler with a family in London
who also had a stately home in Wiltshire,
which sounds very Upstairs Downstairs-ish, but Jimmy assured me the family, which included Jimmy and two
sisters, had quarters over the garages.
Jimmy did his secondary schooling in London at Emanuel School where he
excelled in mathematics. He also sang in the choir and on stage – I was shown
a wonderful photograph of him elaborately costumed in the cast of HMS
Pinafore.
Jimmy joined the RAF in 1942, aged 18. He did 12 weeks of initial training
then ‘Grading School’, which included 12 hours flying in Tiger Moths to select
pilot and navigator streams, before going to Canada as a pilot under the
Empire Air Training Scheme for further training. He went to Fort William
Elementary Flight Training School (EFTS) in Ontario, Souris Service Flight
Training School (SFTS) in Manitoba and then to Comox Operational Training
Unit (OTU) on Vancouver Island where he trained on Dakotas and graduated
in 1944. Jimmy says he was disappointed because, after experiencing the Blitz
in London, he had hoped for heavy bomber training and a chance to hit back
at Germany.
Right - Jimmy with wings after SFTS 1943
10He was posted to No 117 Squadron initially at Hathazari, then Akyab and finally Ramree in Burma around Christmas
1944. No 117 Sqn, with 267 and 62 Squadrons, supplied the 14th Army across the mountains to the Irrawaddy
Valley. Each squadron had 20 Dakotas and 40 crews, and they flew 10 hours a day every second day, utilising all the
daylight hours.
When the war ended he continued flying with 117 Sqn, then posted to Singapore, until the end of 1946. They
transported supplies, troops and civilians back and forth to India and to the various occupied territories throughout
the Indo China Peninsula and the Dutch East Indies, and repatriated prisoners of war on the return trips. Jimmy has
some great stories – his favourite being about a flight to Saigon when the weather was so bad he had to divert to
Bien Hoa, north east of Saigon. The only hard surface there was the runway, so he stopped on it to unload/load his
passengers, but the defeated Japanese troops still staffing the airfield persuaded him to taxi off the runway to clear
it for other aircraft. He knew it was a bad idea, and, sure enough, he was soon bogged to the axles. After fruitless
attempts to tow him out with progressively larger vehicles, over a hundred Japanese troops appeared, bent their
backs under the wings and lifted the aircraft bodily out of the mud so that it could be dragged forward. Jimmy has
regretted not having a camera with him ever since!
Jimmy returned to England at the end of 1946 and was de-mobbed as a Flight Lieutenant in April 1947.
By then he had some 2,000 hours of multi-engine
transport flying in command, so he was snapped up by
BOAC – in fact he joined the company in February 1947
before he was de-mobbed.
He flew initially as a co-pilot on Dakotas, then Yorks
(the civil version of the Lancaster with Lancaster wings,
engines and tail but a new fuselage to accommodate
passengers), and then Handley Page Hermes (a
conversion of the HP Hastings troop carrier).
Around 1952 – 1953 he stepped up to the Comet 1 as a
co-pilot/navigator, having by then taken a navigation
course. The Comet 1 was grounded in April 1954 after
four explosive decompression crashes, the third of
Jimmy’s BOAC ID Card soon after joining which was a BOAC aircraft. Jimmy was then seconded
to Bristols for the Britannia flight test program before
flying the 102 (long range) model in BOAC service on
Africa/Far East routes, when he was promoted to Captain.
The Comet 4 was introduced in 1958, and Jimmy flew as Captain on the familiar Africa and Far East routes, and was
based in Sydney for some time in 1964. He had married Diana the previous year, whose father was a BOAC ground
engineer, and she a ground hostess in Nairobi. She went on to fly as a cabin attendant.
The Boeing 707s came along in 1966-1967, when Jimmy flew them on long-range routes with some Sydney basing.
In 1967 he was appointed as a Flight Superintendent in London. This was a pilot-management position, ground
based with enough line flying to retain licence currency. By then he had the seniority to fly the Boeing 747s when
they came into service, but Jimmy told me he was into pension maximisation by then and his earnings-based
pension would be better served by remaining in his management role!
11BOAC B707 over the Pole
Jimmy had some interesting times as a Flight
Superintendant – he set up a new polar route
west-about from London to Anchorage then on to
Tokyo. He was part of the British delegation that
negotiated Russian trans-Siberia rights for London-
Moscow-Tokyo flights in 1970. Part of that role was a
month investigating destination and enroute alternate
airport options throughout Russia, and he flew the
first Narita – Sheremyetevo flight of 10 hours 20
minutes on 3 June 1970.
He had some other interesting flight duties too – in
1972 he flew the freighter carrying the Tutankhamen
treasures from Cairo to London, the first time they Jimmy (with bouquet) and Russian dignitaries on arrival Moscow
had been out of Egypt, on loan to the British Museum of the first trans-Siberia flight
for its exhibition from 1972 to 1981.
And in April 1975 he flew the Queen’s flight to
Jamaica and on to Los Angeles as a British Airways
charter (BA was formed in March 1974 from the
merging of BOAC with three other airlines), and he
received a signed photograph from the Queen for
his troubles.
By 1978 Jimmy had maxed his pension, so he took
early retirement from BA after 31 years.
The Queen’s Flight, Heathrow Apr 1975
12Jimmy as a BOAC B707 Captain (1975)
He was immediately snapped up by Singapore Airlines as a Boeing 707 flight and simulator instructor
based in Singapore. Singapore Airlines had just leased Air Lanka a couple of 707s after its formation
from the bankrupt Air Ceylon, and was training its pilots, so Air Lanka management got to know Jimmy
and stole him away from Singapore to Colombo in 1979. He lived there for five years until loss of his Air
Transport Pilot’s Licence at the mandatory age of 60 in 1984. By then he had accumulated over 20,000
flight hours.
He and Diana lived in retirement in England for another twenty years, travelling to Queensland to visit
Diana’s family every other year, before emigrating to Australia in 2004 when Jimmy was 80. By then
daughter Helen, who had earlier emigrated to New Zealand, had been transferred by her employer to
Adelaide, and so Jimmy and Diana chose to settle in Adelaide. Son Colin stayed and still lives in England,
but visits Adelaide frequently.
Sadly, Diana died in 2006, whereupon Jimmy, bereft and looking for something to do, brought his
energies to the Museum. We have been the fortunate beneficiary of them since.
Mike Milln
April 2019
AND LATER……...
After Jimmy's 95th birthday party last night at SAAM (13th) we are eagerly looking forward to his 100th! It was a
wonderfully relaxed night of good company, good food, good music and a good drop or two in a venue that really
shone for the occasion.
There was a wonderful Andrew Fielke menu (check out the whole roast salmon) and a surreal birthday cake by
Sugar and Spice Cakes that celebrated Jimmy's life and the Museum. It was almost a shame to cut it but we're
glad they did!
Happy Birthday Jimmy!!
(pictures next page – check out the cake!)
13Some happy snaps
Of Jimmy’s 95th
The set up
The
Band
A very excited
Grandson in
the F-111
A birthday dance with daughter Helen
The Salmon cooked in paperbark
Dessert
14The birthday boy with daughter Helen and son Colin
And finally, THE CAKE……..
Again, HAPPY BIRTHDAY JIMMY, we hope you had a memorable night and
we can’t wait for your 100th!!
15SOUTH AUSTRALIAN AVIATION MUSEUM
SIGNIFICANT AIRCRAFT PROFILES
THE REMARKABLE HISTORY OF A “SINGAPORE AUSTER” VH-SEB
Jack with his aircraft
The life of VH-SEB began in Rearsby England in 1943.
Manufactured for a “bought on charge” contract no 4980 for the RAF, the aircraft started life as a Taylorcraft model
J- Auster MK V serial no TAY983 D, fitted with a Lycoming 0-290-3 motor.
The aircraft’s first test flight was on 7th March 1946 by G. Edwards at Rearsby, after which she was handed over on
the 8th May 1946 to No 47 Maintenance section (as aircraft TW522 c/n 1916.), for disassembly and boxing for
transportation to Singapore. From the Birkenhead docks she was shipped out on the SS Sampa, leaving on the 21st
July 1946 and arriving in Singapore on 30th August 1946.
Upon arrival in Singapore she first joined the Allied Command South East Asia, then moved to Allied Command Far
East by 31st December 1946. She then had a number of moves through 390 Maintenance unit Seletar, was struck off
charge, brought back on charge Seletar, struck of charge, then BSDB to be sold to the Royal Flying Club of Singapore
in May 1957.
Along with sister aircraft TW521 c/n 1915, she was fitted at manufacture with extra locating lugs (fitted to the lower
longerons) for the attachment of floats. In October 1946 at Seletar, float plane trials were conducted by Squadron
Leader A.M. Ruston DFC of 209 Squadron and Major H.B. Warburton RA of 656 Squadron, to ascertain the suitability
of the aircraft as an aerial observation aircraft with floats. At the conclusion of the trials, the following problems were
noted:
161. The aircraft was underpowered;
2. The floats do not appear to be adequate and are
far too low in the water; and
3. The undercarriage is not strong enough and is
therefore unsatisfactory.
It did not help matters that the floats were actually half full
of water but the decision had been made.
The trials were therefore deemed a failure and the aircraft
returned to military service, of which there are no
further records, until it was sold to the Royal Singapore
Flying Club and registered as VR-SDY in May 1957. In March
1958 the aircraft crashed, was stripped and the fuselage
put into storage in the ceiling of The Royal Singapore
Flying Club hanger.
Float plane attachment points
The birth of VH-SEB as told by Gerry Wells, one of its constructors
Jack Doudy and I first met in January 1958 at The Royal Singapore Flying Club, which in those days was located at
Paya Lebar Airport in Singapore. I was a Corporal airframe fitter in the Royal Air Force based at RAF Seletar, and he
was a Flight Sergeant Pilot on the Station Flight at RAF Seletar, flying Beaufighters and Meteor T7s aircraft in the
target towing role. Previously he had been at RAF Tengah where he had flown de Havilland Hornets and Venoms
operationally against the Communist Terrorists in Malaya. He was due to leave the RAF at the end of 1959 and
planned to return to Port Lincoln in South Australia with his wife and three children.
I suppose the story of VR-SEB started in the early months of 1958, during my flying training, when Jack first
mentioned the idea of buying an Auster. My memories, after almost 50 years, may have faded a little regarding the
detail but, in general, this presents a reasonable version of the events. I was already an experienced gliding
instructor and wanted to continue in aviation as a commercial pilot. I had joined the flying club to get my PPL as
the next step in my flying career. Jack Doudy, who was an Australian, was to be my flying instructor.
Jack had let it be known at Seletar that he was interested
in buying one of a number of surplus to requirements
Auster Mk V1 aircraft which were up for disposal. He
wanted to return it to flying condition and then fly it to
Port Lincoln where he planned to provide training and
charter services to the local area. Unfortunately for him,
the RAF authorities at Seletar heard about this and
ordered that all the fuselages were reduced to scrap by
attacking them with axes and saws. Jack was very upset by
this, but still held onto his idea to fly an aircraft back to
Australia. When the chief engineer of the RSFC, Rudy Frey,
heard about his problem he revealed that there was an
Observer’s seat where extra fuel tank was fitted old but undamaged Auster MK V fuselage stored high in
the rafters of the club hanger. (Ex TW522, VR-SDY).
17Jack found a pair of undamaged Auster MK V1 wings, along with their struts, at the Thieves Market in Singapore,
where the original scrapped MK V1 aircraft were destined, and later established with the Singapore CAA that
these wings could be fitted to a MK V fuselage. All this took place in the first quarter of 1958 and Jack, not due for
demob for over a year, started to get the project moving. Shortly afterwards the RAF delivered a bombshell by
bringing forward his demob to December 1958, only about 7 or 8 months away!
Obviously the pace quickened, and Jack and I spent all our spare time at the club working on the aircraft.
Although he wasn’t a trained aircraft engineer, he picked things up quickly and, under supervision, did a lot of the
work himself. One of the jobs that I personally did was to modify the MK V1 wings to accept split flaps by
removing the trailing flaps and modifying the rear section of the wing ribs. This again was done with the authority
of the Singapore CAA who vetted my drawings and also authorised the use of the new wing struts, with minor
modifications as they had slightly different size fuselage attachment holes. One of the additional advantages of
the new wings was that each had an internal 12 gallon fuel tank. There was also a 15 gallon fuel tank in front of
the instrument panel, which was normal for a MK V Auster at that time. Jack wanted as much fuel capacity as
possible, so he acquired an Auster AOP 9 overload fuel tank, which held 25 gallons and was fitted behind the
front seats in place of the observer’s seat.
Because Jack wanted easy access to the rear fuselage
for refuelling the extra fuel tank, loading and unloading
baggage etc, he managed to get clearance for four short
diagonal struts to be welded in the corners of the area
behind the wings, instead of the larger diagonal bracing
strut. This allowed for a hinged fabric covered hatch
behind the wings, which opened forward for easy
access. Jack also managed to acquire a very nice
moulded front windscreen, which, although it required
modifications to the aluminium fairing behind the engine
cowling, made the aircraft much more streamlined. He
added a red elongated spinner to the propeller which
made this aircraft one of the most striking Auster V’s in Loading hatch behind wings
the world. There had been plans to put spats over the
wheels but with the new deadline this idea was dropped.
During the next few months the engine was being overhauled by the club engineers. Meanwhile, Jack and I spent
our time concentrating on the airframe and he, when he had the time, collected bits and pieces for it from
wherever he could find them. His Auster had acquired some quite up-to-date flight instruments, courtesy of the
Thieves Market, but very similar to ones I have seen at RAF Seletar. The best quality aircraft soundproofing was
acquired, again from Thieves Market but very similar to that used on the C in C’s helicopter. Along with a trim
wheel from a Meteor jet, guess if you wanted it - they could get it.
Once the structure was completed the job of covering
the wings, fuselage and tail was started and I seem to
recall that Jack became heavily involved in the process.
He didn’t take long to master the skill of stringing, using
the long needle, using the pinking shears, as well as
cutting and doping the fabric. This, perhaps, was one of
the most important jobs of the project, as it had to re-
flect the quality of the work that had been carried out
inside the aircraft. As far as I remember Jack, or his wife,
designed the paint scheme and it proved to be a brilliant
one.
Trim wheel from a Meteor jet Later, once the engine was finished, Jack decided that
he needed a starter motor. He came across one but it
18didn’t rotate in the same direction as his American Lycoming engine. It was easy enough to reverse the field
winding to change the rotation, but it was very expensive to replace the starter throw gear which engages the
flywheel to start the engine. Rotax provided a kit to convert a British starter motor but at over 120 pounds at 1958
prices, the cost was prohibitive. However, Jack found out that the engine could be hand-swung for the air test and,
once the C of A had been awarded, he could fit the starter motor later. This he did, after he persuaded the club
engineer, a local Chinese man and a superb engineer, to make a new starter throw gear to suit the Lycoming at a
fraction of the cost.
The completed aircraft consisted of an Auster MK V fuselage fitted with MK V1 mainplanes and left struts. The MK
V1 mainplanes have been modified by fitment of MK V flaps and wing fuel tanks. Also fitted with a fabric covered,
forward opening hatch in the fuselage behind the wings and an extra fuel tank behind the front seats, giving a total
fuel capacity of 65 gallons. The aircraft is powered by a Lycoming 0-290-3 four cylinder engine, giving it an all up
empty weight of 1342 lbs and maximum total weight of 1900 lbs. A truly unique aircraft.
VH-SEB in original colour scheme
Just a day before the aircraft was ready for CAA inspection, Jack and I decided to weigh it using the club Avery
scales, designed for the job. As an airframe fitter I knew the procedure and had done it many times before. Jack
had asked if I would like to accompany him to Australia, so I was delighted when the weight came out exactly as
we had predicted. It meant that our weights, along with the required safety equipment and fuel etc., didn’t exceed
the maximum all up weight for take-off. We had done most of the flight planning and I had applied for leave. I
wasn’t too sure how I was going to get back to Singapore but that didn’t worry me because, at that stage I wanted
to become a commercial pilot and leave the RAF. My leave was approved on the understanding that I was to get
some form of insurance for the flight, as it wasn’t with a commercial airline.
The next day, when the CAA inspector weighed the aircraft, to my dismay, it was over the weight it had registered
the previous night. How this occurred is a mystery to this day. This however, meant that with my extra weight,
along with the extra safety equipment we needed to fly over the sea, the aircraft would be above its maximum all
up weight for take-off. He checked it a second time but it hadn’t changed. It was a huge disappointment as now I
couldn’t fly with Jack to Australia.
19In the meantime Jack had requested the CAA to register his aircraft VR-SEA because of his proposed long over the
sea flight, but unfortunately it had already been allocated to another aircraft, so it was given VR-SEB instead.
In early December 1958, Jack did the air test without incident and it was given its C of A.
I flew with him on the December the 8th and 9th for a total of three hours to check the fuel and oil consumption. It
flew beautifully and was a real thoroughbred. It was now ready for the, something like, 4000 mile flight to Port
Lincoln. Quite a challenge for a little aeroplane made from bits and pieces! I think the date was the 10th
December, but have no record of when Jack left. I do know that it was before sunrise when we got to the club
and prepared the aircraft. Everything went as planned and before it was completely light, we said our farewells
and Jack took VR-SEB into the brightening sky on his way to Jakarta. I heard later that one of the magnetos failed
during that leg but the remainder of the flight was uneventful.
Many Thanks Jack and VH-SEB.
Gerry Wells-February 2007
20ARRIVAL IN AUSTRALIA
As Gerry suggested, Jack left Singapore at first light on December 10th 1958 with a flight plan as
follows:
Singapore – Djakarta – Denpasar – Kupang – Darwin – Tennant Creek – Alice Springs – Oodnadatta –
Leigh Creek - Parafield
Total Flight time from Singapore to Parafield was 44.55 hours, 3459 nautical miles, arriving on the 17th
December. With a magneto failure, local storm at Tennant Creek, and a run in with the local authorities in
Djakarta (usual permit problems), the only incidents for the trip. This, in its self, was quite a remarkable
achievement, considering that the aircraft had only flown for 3.30 hours after construction, before Jack
departed from Singapore. His faith in the aircraft must have been extreme as the Kupang to Darwin leg was
approximately 445 nautical miles, mostly over water, with only basic flight instruments and communications.
SEB came through with flying colours.
21Log book for flight from Singapore to Australia
Although Jack had a C of A from the Singapore
Department of Aviation, the Australian Department
would only register the aircraft as an AUSTER TYPE,
due to no previous history, preventing Jack from being
able to use the aircraft for commercial operations. The
aircraft being added to the Australian register on 1st
October 1959, C of R no 3281. This put a bit of a dent
in his plans to set up general charter and training
operations in Port Lincoln, his home town. He
established a relationship with Bert Tilbrook, the
owner of Aviation Services at Parafield airport. Bert
Basic communications equipment being the South Australian agent for Auster aircraft.
On the 22nd January 1960, Peter Arnold
purchased SEB from Jack for the sum of 1750
pounds, the sale being arranged through Bert
Tilbrook. This then enables Jack, through
Bert, to organise the lease of a de Havilland
Chipmunk VH-UEK, to be used in the Port
Lincoln operation. Peter owned SEB until
around August of that year, flying
approximately 50 hours during that time,
doing a bit of “charter “ work on occasions,
including flying Rupert Murdoch of News
Ltd., to Kangaroo Island and return on the
20th and 21st of February.
Customised instrument panel but still very basic
22The aircraft then passed on to Blacker Motors Ltd. of Port Lincoln, flown by Rodney Blacker. In 1964 the aircraft
was used to provide low level aerial photos of the new XM model Ford Falcon for the Ford Motor Company.
Aerial photography for the Ford Motor Company
OTHER PAST OWNERS AS FOLLOWS:
16th May 1966 - W.D. Pryse, Underbool, Victoria.
17th January 1967- A.C. Penny, 57 Rainier St. Pascoe Vale, Victoria.
1st February 1969- Richard Ricardo Walton, Box 82 Beulah, Victoria.
3rd. November 1971- Airserve Albury P/L, Box 564, Albury, NSW.
11th May 1972- I.V.Allen, 43 MacMahon St. St. Arnaund, Victoria.
12th July 1972-J.A. MacKirdy, Box 537, Hamilton, Victoria.
18th October-I.V. Allen, 43 MacMahon St. St. Arnaund, Victoria.
23Dr Allen paid tribute to Jack Doudy and his historic flight from Singapore to Australia by flying the aircraft back
to Port Lincoln in September 1988. Unfortunately Dr Allen passed away prematurely in the early nineties, so
the aircraft sat in his hanger at St Arnaud for a number of years. Then in November 1994 Colin Bridgman from
Maitland South Australia heard about the aircraft, and started to do some research.
IN THE WORD’S OF COLIN BRIDGMAN, MY OLD AEROPLANE DREAMS COME TRUE.
We all dream of discovering that desirable old machine in a barn but it seems that the harder you look, the
more futile the quest becomes. After several years I’d virtually given up the hunt when I heard on the grapevine
of an aircraft looking for a new home. The only particulars I had were that it was an Auster MK V and that it was
at Saint Arnaud, Victoria. I wrongly assumed that a MK V was just another in the J-5 series, so I was set to ex-
pand my education!
Now I live on The York Peninsular, South Australia, about 300 nautical miles away from Saint Arnaud, so I spent
half a day on the telephone, and rang half of Australia to find out that the owner of the MK V had passed away
four years previously, (at about the time I started flying). The rest of the day I spent finding the executors of the
estate and arranging to view the aircraft.
Two days later, three of us were standing in front of an open hanger at Saint Arnaud airstrip. Harvey McBain,
passionate aircraft restorer; Richard Hasting, Tiger Moth and 502 operator; and myself…….confused. In the
hanger was what Harvey was expecting to see, what Richard thought he would see, and nothing at all like what
I expected to see! Tucked in the back of the building was a little aircraft marked VH-SEB, with big wings and
what looked like a forty four gallon drum for a cowling. The axles were on wooden blocks supporting flat tyres.
The wings were covered with clothes, dust and the signatures of every bird in the district. Rats had eaten out all
of the firewall insulation and built nests in the wings and ailerons. It was every collector’s dream come true.
Whether you’re collecting classic cars, vintage aircraft or old furniture, the thrill of the treasure hunt is just the
same and here I was standing in this shed with my special kind of treasure. We spent most of the afternoon
removing panels and plates, inspecting wings, fuselage and controls. We pushed the aircraft outside, tied it to a
post, connected a battery by jumper cables and inside fifteen minutes, had the engine running on the old fuel
that was still in the tanks.
The Auster was bought and paid for
over the telephone that day before
the banks closed, and by 9:30 that
night, we had removed the wings
and loaded the aircraft onto a car
trailer. It was a five and a half hour
drive to Harvey’s workshop at
Nelson and we arrived at three in
the morning. It was clear on looking
over the aircraft that the fabric was
actually in very good condition, in
fact, the whole aircraft was in
pretty good shape, but was really
needing an experienced old aircraft
restorer to go right through and
inspect it all, and deal with
Undergoing restoration by Harvey McBain at Nelson Victoria anything needing attention. I left
VH-SEB in Harvey’s capable hands.
Six weeks later I was back at Nelson for a week helping Harvey finish all the small details and then Richard and I
flew the Auster the 300 miles home to Maitland, S.A. That little Lycoming never missed a beat.
24 .Colin and his wife Maggie have enjoyed many happy hours flying his beloved SEB around our great country,
showing off all of her unusual features.
Unfortunately the aircraft is hangered at Maitland in need of some reassembly and engine repairs, after a heavy
landing in the South East of South Australia.
AND THEN AS THEY SAY
Out of the blue, early to mid 2016, I received a phone call from Geoff Bayly, a councillor with the District
Council of Lower Eyre Peninsula, looking for a copy of the booklet on Dad’s history. During our conversation
Geoff mentioned that the Council was on the lookout for a suitable aircraft to display in the new airport
terminal at Port Lincoln.
They had been in contact with John Ellis and David Harris re the Aero 145 VH-WWC/ZCL, which at that stage
was up for sale, but the asking price and the proviso that it be returned to flying condition put it out of the
council’s reach.
On my recommendation Geoff contacted Colin Bridgman in Maitland re SEB. He had indicated to me that it was
available for sale, but the asking price was fairly high as he had had some interest from England, although he
was open to negotiation.
Over several months a price was agreed and funds raised through sponsorship from Blaslov Fishing Group,
Tony’s Tuna Group and The Sports Aircraft Assoc of Australia, Chapter 25.
With the deal done, the Chapter 25 members, Justin Nellingan with his truck from Blaslov Fishing Co and
myself met at the Maitland Airport on Tuesday 27th September, to collect SEB and return her to Port Lincoln,
where she was reassembled in readiness for the airshow in October.
At the council where the body that was to arrange the
actual display of the aircraft, SEB was hangered and the
next two and a half years spent waiting for funds to be
allocated, engineering reports on the installation and final
council approval. This was achieved late last year with the
final part, repainting of the aircraft to its original colour
scheme, being coordinated by Lyall Jaensch and the
Members of Chapter 25.
On Thursday 28th February, everything came together with
SEB being lifted into position above the check-in counters
at The Port Lincoln Airport Terminal.
VH-SEB on display in the Port Lincoln Airport terminal
Chris Doudy
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