This is an
outline of the part played by the Launceston Branch of the Air Force
Association (as the Royal Australian Air Force Association was then
known) in the presence of the Aircraft �Miss Flinders� at Launceston
Airport. In compiling this document l have to particularly thank Mr.
Roger Meyer, Hon Secretary of the Civil Aviation Historical Society Inc.
without whose assistance this story could not be told.
The early
players in the affair were George Inglis, an AFA member and Launceston
Airport Manager at the time, and Aubrey Greig, an AFA Committeeman.
Both men were friends and habitues of Commercial Travellers Association
Club in Charles St, Launceston. I recall many long discussions this pair
had on the affair of the �Miss Flinders� over the convivial glass.
The first
official mention of the idea of bringing the unit to Launceston came in
a letter dated 8th August 1962, file 037/202/5, from the
Department of Civil Aviation's Launceston Airport Manager, Mr.G.D,Inglis
to the secretary, AFA, Launceston Branch, which said:
�DISPLAY OF
HISTORIC AIRCRAFT - DESOUTTER VH - BQE AT LAUNCESTON AIRPORT. You may
be aware that it is the intention of this Department to establish a new
terminal area, together with associated aprons and taxiways at this
airport in the next few years. This work when completed, will give
Launceston Airport the privilege of being the first jet designed Airport
in Australia, and it will also give the travelling public a standard of
service comparable to any other Airport in the Commonwealth. Our new
Airport should then prove not only an asset to our community, but a
showplace which we should all be proud to own.�
"In a
recent article appearing in the Aviation Historical Society of Australia
journal, mention was made that a DESOUTTER AIRCRAFT VH - BQE, originally
registered as G - ABOM and VH - UEE was in a dilapidated state in a
hangar in N. S. W., and my thoughts were that this aircraft could prove
quite an attraction if it could be displayed in some suitable building
in front of, or as close as possible to, the entrance to our new
terminal building.�
"On my
behalf, enquiries have been made by my Head Office to ascertain the
condition of this aircraft and its availability, and it seems quite
definite that the aircraft would be available to this Department, and
that the aircraft was originally registered as VH - UEE and was
flown by Captain L. McK.. Johnson in the early air services between
Tasmania and the Bass Strait Islands. These air services were
subsequently absorbed by Holyman Airways Pty. Ltd. which later became
Australian National Airways Pty. Ltd. From the above, it can be seen
that this aircraft provides an important link with the early history of
domestic air services in Australia, and in particular, Launceston, and I
feel that it would be appropriate to display this aircraft in some way
at Launceston Airport.�
"I feel
that my Department may be prepared to purchase this aircraft, reinstate
it�s condition and quite possibly transport it to Launceston, however,
this aspect would have to be taken up with my Head Office before any
definite assurance could be given.�
"It is
estimated that a suitable building to house such an aircraft would cost
between 8,000 Pounds to 9,000 Pounds. In Brisbane the �Southern Cross�
is housed in a building which was provided by public subscription, and
in Adelaide the building housing the �Vickers Vimy� was also provided by
public subscription, so I feel that if we in Launceston want to display
this aircraft, the cost of the building to house the aircraft will have
to be provided in some way.�
"In order
to raise this money, a sponsoring organisation will be needed, and it is
my contention that the AIR FORCE ASSOCIATION would be the appropriate
body to sponsor such an appeal, I am sure that your Association would
receive the fullest support from the Examiner, State Government,
Airlines, and Aero Club etc., in such a venture, and I would be very
pleased to hear from you regarding your thoughts on this matter.�
Yours
faithfully,
G.D.
INGLIS.
AIRPORT
MANAGER
This letter
was considered at the Association meeting in late September and Mr.
Inglis was informed by the Secretary, Mr. Roger Fannon on the 26th
September 1962 that :-
"The
Committee of the Association are definitely interested in the idea that
they should be the sponsoring body, but they would like further
information. It has been suggested that a sub-committee of the
association comprising the President (Mr. Harris), Vice President,
(Mr. E. A. Stancombe) and myself, should meet you in order to discuss
further details.�
On receipt
of this letter Mr. Inglis then advised Mr. Fannon on the 1st
October 1962 that he had taken the liberty of writing to our Airport
Managers at Adelaide and Brisbane, where the �Vickers Vimy� and the
�Southern Cross� are housed, in the hope that these gentlemen may be
able to assist with some information as to the public reaction in their
particular states regarding the appeal, and the methods adopted to
finance such an undertaking etc,
The records
available to me give no further information on the progress of
the matter until the 11th June 1963 when Mr. Inglis advised
the Association of his ideas for a public appeal based on Adelaide
experience of a 9,000 pounds fund raising there. He also suggested in
an attached, proposed press statement in which it was said that:
"Costs of
the restoration of the aircraft and the erection of a suitable building
have already been discussed with the Department of Civil Aviation, and
they have estimated that the cost of purchasing the aircraft,
reconditioning it and transporting it to Launceston would be
approximately 1,200 pounds and the erection of a suitable building
approximately
10,000
pounds.�
"The
Department has indicated that they may be able to deliver the Aircraft
in a restored condition to Launceston, but the Department could not
contribute to the cost of erecting the building."
Following
this letter the AFA committee considered the matter further and
accordingly on the 27th August advised Mr. Inglis that " they
reaffirmed their decision to support the sponsoring of a fund to both
purchase the Aircraft and to house it, and also advised Mr. Inglis that
although the Association is wholeheartedly behind this sponsorship," the
Secretary continued "I would like to stress that the Association refuses
to be held responsible for the financial balance of monies required to
complete this venture, should the fund fail to raise the required
amount."
Nothing
more is on record until 11th December 1963 when Acting
Airport Manager,
Mr. R. M.
Collett advised that further to the letter of 27th August,
further information has come to hand................
"The
Desoutter Aircraft VH-BQE which was previously registered VH-UEE and G-ABOM
is at present housed in a hangar at Bourke, NSW. The owners of the
aircraft are EXEC-AIR TAXIS - a subsidiary of Australian Aircraft Sales
Pty. Ltd., Hangar 2, Sydney Airport, Mascot. Mr.
Conelly the Managing Director of both Companies has
advised that he is prepared to donate the aircraft free of charge to the
Air Force Association in Tasmania.�
"However as
the aircraft has been housed in a hangar at Bourke for a number of years
the owner of the hangar, Mr. Wetherill of Bourke Aviation Services, has
advised that hangar charges had accrued on the aircraft in the sum of
250 pounds. If these charges are not met then the aircraft may be
removed from the hangar.�
"This
Department would be prepared to transport the aircraft to Launceston
free of charge, but the wing span of 36 feet, which is in one piece,
would have to be cut in half to fit in our aircraft. If it is only
intended to house in a display building on the airport and not for
flying, then there would be no problem.�
"If,
however, it is proposed to restore the machine for flying, it would be
necessary to retain the wing in one piece and transport by road and sea
would then be required, the cost of which would then be approximately
600 pounds.�
"In regard
to the condition of the aircraft, it is understood that an appreciable
amount of work would be necessary to restore it in a suitable condition
for display purposes, and would cost, it is believed, about 750 pounds.
However, with voluntary labour it may be possible to have this done for
considerably less than this figure.�
"In regard
to the erection of a suitable building for the display of the Desoutter
Aircraft, you may be interested to know that at Brisbane a building
costing over 30,000 Pounds for the housing of the �Southern Cross� was
erected in 1958, the funds for which came from public subscription. This
building is very modern, is glassed on three sides and has a terrazzo
floor. It is surrounded by lawns and gardens and has in front a low
marble monument and on two sides courts surfaced with loose freestone.�
"At
Adelaide Airport a display building was also constructed to house the
�Vickers Vimy� aircraft which was used by Ross Smith. The cost of which
amounted to 32,000 Pounds which was again raised by public
subscription.�
"In both
the above cases the Department has provided a rent free site and at the
same time maintains these buildings and their surrounds.�
"As the
Desoutter aircraft is smaller than the �Southern Cross� it should be
possible to construct a display building at Launceston for less than
30,000 pounds, and it is thought depending on the design prepared by the
architect the cost could be anything from 10,000 to 20,000 pounds.�
"Should you
require further information we would be only too pleased to assist, and
if you decide to go ahead with this proposal then we are prepared to fly
the aircraft and at the same time will seek Ministerial approval for a
rent free site. As it will no doubt take some time to raise the
necessary funds for a display building you will be pleased to know the
Manager,
Mr. Van Es,
of the Tasmanian Aero Club will be willing to house the aircraft in the
Aero Club Hangar at Launceston, free of charge, pending the completion
of a new building.�
"While
awaiting your decision, I must advise that this Department cannot accept
responsibility for financial matters connected with this project."
Mr. N.J.
Properjohn, Acting Airport Manager enquired on the 31st
January 1964 of our intentions, in the light of the above letter and on
the pretext of the beginning of Design Work on the new airport.
In response
Mr. Fannon advised the Airport Manager on the 18th February
1964 that: following a long discussion on the subject the committee
regretfully decided that the now anticipated cost involved in the
project is beyond the capabilities of the Launceston Branch in
sponsoring the fund.
"I am sorry
a more favourable reply cannot be given and if any further
correspondence is entailed would you please forward it to the President,
Mr. P. H. Harris, 1 Doyle St., Launceston as I have now resigned my
position of Secretary."
And that is
where the records and the matter seems to have died, until contact with
Mr. George
Inglis was established in June 1998. He was able to bring the matter
before
Mr. Roger
Meyer, Honorary Secretary of the Civil Aviation Historical Society Inc.,
who has been good enough to further research the subject. His extensive
search of Launceston files of the Department of Civil Aviation has
enabled him to pick up the story as follows:
25th
March -1964
Department
of Works provided a sketch of a museum to house the aircraft in the
terminal building. "The room could be constructed beneath the main
lounge, with access to it by a stair. When the cost estimate is
available, you will be advised so the matter can be discussed with the
Air Force Association."
21st
October 1964
From
Regional Director Vic/Tas. to Airport Manager, Launceston:
"Provision
is being made in the terminal building for the display of this
aircraft. Would you please make enquiries of the Air Force Association
to ascertain whether or not they are still prepared to cooperate in
arranging the display.�
(Undated
reply from Mr. R. Collett to Regional Director) Mr. Stancombe advised
that his association was still interested but members were unable to
commit themselves at that stage. They required further information
a) What work is involved in the restoration of the aircraft
b) Whether it can be done in Tasmania
c) The need for skilled labour
d) Estimated cost of the complete project
[Copy of
Air Force Association letter of 18th February 1965]
19th
February 1965
From
Regional Director to Mr. Collett.
a) Rental payments for the release of the aircraft 250Pounds
b) Department would transport component parts free of charge
c) AFA to assemble component parts, rough cost 500 Pounds
d) AFA to prepare display area at cost of approx 1,000 Pounds
e) Overall cost to Association of approximately 2,000 Pounds
28th
April and 24th May 1965
Further
letters from AFA concerning aircraft detail.
5th
August 1965
From Mr.
Collett to Air Force Association:
a) Purchase price of aircraft from Mr. Wetherill is 200
pounds.
b) Transport of aircraft from Bourke to Sydney, and thence to
Launceston without cost to AFA.
18th
August 1965
From
Regional Director to Mr Collett
Ansett/ANA
have undertaken to transport the Desoutter to Launceston.
31st
August 1965
Notes of
phone conversation between Messrs. Collett and Greig:
1.
Association to provide partitioning, spotlights, display design and
extras.
2. DCA
will accept responsibility for electricity, maintenance and cleaning.
3. DCA
and Association to liaise with Works re extras for spotlighting.
1st
September 1965
Amount of
200 pounds paid to Mr. Wetherilt of Bourke Aviation for the Aircraft.
The
Desoutter was finally on its way, and its arrival in Launceston was
recorded by a photograph which appeared in the Ansett-ANA magazine
"Panorama" of the aircraft, minus wings and tailplane, being unloaded at
the Launceston Airport, and an accompanying article which stated it had
been used as a crop duster and retired under the name �Jeerbin�, around
1961.
Mr. E. A.
Stancombe makes a reference in the General heading of his Annual Report
for the year 1996 in which he said:
"You have
no doubt heard a lot about and probably have seen the Desoutter aircraft
�Miss Flinders�, which has been housed as a memorial in the new Airport
Terminal at Launceston Airport.�
"This
little machine has quite a story behind it, but you will have read of
this, through articles which have appeared in the press from time to
time.�
"The
acquisition and restoration of the aircraft was handled by your
Committee, and proved to be quite a lengthy business.
"I would
like to thank all those who assisted with the project and record
appreciation of the work done by Messrs. Greig, Philp, and Gooding and
also express thanks to the Department of Civil Aviation, the Tasmanian
Aero Club and Ansett-ANA and all who assisted with the project, space
would not permit all to be listed.�
"The Mayor
of Launceston has opened a Fund at the Town Hall and donations would be
gratefully appreciated."
From
anecdotal knowledge the thanks accorded by Mr. Stancombe, particularly
to the Tasmanian Aero Club and to our own members for endless hours in
so meticulously restoring and preparing the aircraft for display were
richly deserved as well as all those people who were mentioned in this
story. Today's society owes them all a great deal.
Of course,
this project needed financing and at that time 2,000 pounds was a
considerable sum. With the personal guarantees of the President and
some of his committeemen an overdraft was raised. It is known that the
Mayor of Launceston (Alderman C. Prior) opened an appeal to the general
public.
Unfortunately this was not altogether successful. As Mr Aub Greig said
in a request to the Premier of Tasmania for assistance in November 1967,
it was probably retarded by the 1967 Bushfire crisis with a shortfall of
around 850 Pounds.
The classic
reply to that letter to the Premier of the day is worth recording:
"I wish to
acknowledge your letter of 28th November, seeking financial
assistance from the Government to liquidate the balance of the debt
incurred by your Association in establishing the aircraft �Miss
Flinders� at the Launceston Airport.�
"Your
request was before cabinet yesterday and my colleagues agreed that it
was very desirable for the aircraft to be preserved. For this reason,
it was suggested that the Commonwealth Government, because of its
responsibilities in the field of civil aviation, might be willing to
help your Association with the project.�
"Perhaps I
could suggest that you ask Senator J O'Byme of Launceston, a former
member of the RAAF if he would be prepared to make representations to
the Minister for Civil Aviation on behalf of your Association."
Where the
money finally came from adds more mystery to the story����
THE AIRCRAFT
This type of aircraft
began life as a version of the Dutch Koolhaven FK41. They began
production in 1929 and only 41 were built by a British Company, Messrs
Desoutter Aircraft Ltd London.
THE TASMANIAN CONNECTION
Greg Copley, in his book
"Australians in the Air", records that L. McK. Johnson began his
service from Launceston to Whitemark in his DESOUTTER (note spelling)
making 56 trips on schedule in three months carrying a total of 85
passengers as well as mail and freight in competition with the Holyman
Steamer which called every ten days. There was no commercial air
service in Tasmania before this.
Victorians, Hart
Aviation Service flew an AVRO10, "Tasman" were making a weekly flight
between Melbourne and Launceston and an amphibian WINDHOVER was also
used on the Launceston Melbourne route around this time.
Mr Ron Roach has
produced an article from the Mercury's "The Northern Scene� of 25th
February 1981 claimed that the "Miss Flinders" carried 400 letters on
the first airmail dispatch on 7th June 1932 and returned to Launceston
with 70 pieces of mail in the same afternoon. The same article said
that the aircraft continued on the same run until it was sold in 1935.
It also claimed it was built in late 1931. This information was obtained
from 1933 promotional material issued by William Holyman & Sons Pty Ltd.
The Attached information
on the history and technical dimensions of the Aircraft as well as an
extract from The Examiner of March 23rd 1966 are part of the painstaking
research done by Mr Roger Meyer, Honorary Secretary of the Civil
Aviation Historical Society Inc. in Melbourne.
THE DESOUTTER AIRCRAFT
�MISS FLINDERS�
This aircraft is a
Desoutter Mk III, a development of an original design of the Dutch
organisation Koolhaven, with various aerodynamic refinements it was
built in the United Kingdom in the late 1920s and powered with a de
Havilland Gipsy Mk III engine.
It began its service
life registered as El-AAD with IONA NATIONAL AIR TAXIS in Ireland in
1931 and was later acquired by two Melbourne professional men, Messrs
Jeffreys and Jenkins early in 1932.
These gentlemen flew the
aircraft, now registered G-ABOM to Australia in easy stages via India.
Upon arrival in Australia it was purchased by Mr L. McK. Johnson,
registered as VH-UEE in March 1932 and was used for the initiation of an
air service between Launceston and Flinders Island. The Aircraft was
named �MISS FLINDERS� and was painted a handsome blue and silver.
In 1933 Tasmanian Aerial
Services Pty Ltd purchased the aircraft, retaining Mr Johnson as Chief
Pilot. This organisation was the precursor of Holyman Airways Pty Ltd
which in turn was the forerunner of Australian National Airways Pty Ltd.
The aircraft remained in service with this organisation until 1935 when
it was accepted by de Havilland Aircraft Co. Mascot, NSW in part payment
for a new aircraft purchased by Holyman Airways Pty Ltd.
Later in 1935 it was
purchased for 700 Pounds by Mr. J.J. Larkin who used the aircraft in New
South Wales for private and charter operations.
In 1936 VH-UEE again
changed hands, the new owner being Mr G.P. Hoskings who again used it
for private and charter activities. During this period the aircraft was
involved in a serious accident which necessitated major rework, in
particular, the port wing.
In 1938 it was bought by
Mr J.R. Pater of Warrigal.
Mr. C. C. Pratt of
Essendon Victoria, purchased the aircraft in April 1939 as an advanced
trainer for his flying school at Coode Island. It was also used for
aerial photography, the high wing being ideal for this purpose.
With the outbreak of war
in 1939, and the curtailment of civil flying, the aircraft was stored in
a hanger at Essendon until late 1946, when it was purchased by South
Coast Airways,
Woolongong, NSW, who
transported it to their base by road. The new owners undertook the
renovation of the aircraft which included replacing the original engine
with a Gipsy Major Engine.
This Company operated
the aircraft for charter flying instruction from Woolongong. While
parked in Sydney in the course of a charter the aircraft was blown
against a Douglas DC3 aircraft and extensive damage was caused to the
rear end of the fuselage, which required extensive rebuilding.
On 30th August 1951 the
registration letters were changed to VH�BQE.
In January 1953 the
aircraft was sold to Mr. W. E. Janies of Woolongong and then, after six
months, it was purchased by Airmech, the holding Company for Illawarra
Flying School.
Between 1954 and 1960
the aircraft had a further three owners, all engaged in charter
operations. The last of these Rain Air Taxis, (who we know from earlier
documentation as part of Australian Aircraft Sales Pty Ltd of Sydney)
decided that VH-BQE had no further commercial value and had it
transported to Bourke NSW for storage.
In 1961 the Aviation
Historical Society Journal published details of the plight of this
pioneer aircraft which led to it being acquired by the Launceston Branch
of the Air Force Association, renovated and set up in present position
in the Launceston Airport Terminal.
TIHE DESOUTTER MARK II
SPORTS COUPE
TECHNICAL DATA 1
TYPE - THREE SEATER
CABIN MONOPLANE
WINGS - High wing braced
monoplane in one piece.
The wing rests on top of
the fuselage and is attached on either side to the bottom of the
fuselage by a single strut running down from the front spar and an
inverted Vee strut from the rear spar.
The undercarriage legs
are attached to the front spars at the same points of attachment as the
front wing bracing struts.
Wing structure consists
of box spars built up with spruce flanges and plywood webs and spruce
ribs of heavy construction, the whole being covered in plywood.
Wing section is modified
Gottingen 387, and the wing is tapered in both plan and profile.
FUSELAGE - Plywood box
structure. Spruce longerons and vertical struts, copper braced cross
struts form bulkheads. The plywood covering is stiffened from the
outside with longitudinal triangular section spruce stringers.
TAIIL UNIT - Monoplane
type, spruce spars and spruce ribs, with a plywood covering for the tail
plane. The rudder and elevators have tube steel spars and steel channel
section ribs spot welded to them, and are covered in fabric. The
tailplane is adjustable, and the operating gear fitted with a self
locking screw.
UNDERCARRIAGE - Divided
axle type, Consists of two vertical telescopic legs running down from
the front spars, the bottom ends of which are hinged to the bottom
fuselage longerons by steel tube Vees. Springing is effected by rubber
in compression..
Wheel brakes were
supplied as an extra.
POWER - One Gipsy Major
III, 120hp inverted engine. The engine mounting is of the simplest type
consisting of two triangular side panes, braced centrally by one
diagonal tube. The engine feet are carried in the Andre patent "Silentbloc"
shock absorbers.
The standard fuel tank,
mounted in the wing over the fuselage has a capacity of 25 gallons,
sufficient for a cruising range of 4.5 hours. A larger 33 gallon tank
was optional.
The oil tank is mounted
externally low down on the left hand side of the fuselage so that the
oil from the engine sump drains into it by gravity. This position also
assures cooling of the oil by slipstream.
ACCOMMODATION - in the
three seat enclosed cabin the pilot sits in front of his passengers.
The two back seats are of the individual type and are upholstered in a
blue leather, Under these seats there is room for two suitcases. The
central window in the cabin roof gives good lighting to the cabin in the
daytime and may be used as an emergency exit if necessary. From his
seat the pilot can see the trailing edge of the wing.
The pilot's seat has two
inch fore and aft adjustment which in conjunction with the adjustable
pedals allows for accommodation of pilots of every variation of leg
length and height.
WEIGHT AND LOADING
Weight empty 1,180 Ibs
Disposable load 720 lbs
All-up weight 1,900 Ibs
All-up weight
Acrobatic C of A 1,550 Ibs
Wing loading 10.4 Ibs/sq. ft.
Power loading 15.8 Ibs/h.p.
ENGINE SPECIFICATIONS
Type Gipsy 1\4ajor IH
Weight 285 Ibs.
Carburettor Claudel-Hobson
Power output 1 08/ 110 bhp at 2,000
rpm
Maximum 120 bhp at 2,200 rn
Fuel consumption at full throttle 9 gal/hr.
Oil consumption 1 pt/hr.
PERFORMANCE
Range 500 miles
Maximum speed 125 inph
Landing speed 45.5 mph
Cruise speed 100 mph
Climb to 1,000ft 1 minute
Ceiling 17,000 -
20,00Oft
DIMENSIONS
Wing span 35ft 8@5in
Length 26ft
Height 7ft
Wing chord Sft 9in
Wing area 183 sq.ft.
EXTRACT FROM �THE
EXAMINER' LAUNCESTON,
OF WEDNESDAY 23rd MARCH
1966
RETURN OF HISTORIC OLD
LADY
�MISS FLINDERS�, the
Desoutter monoplane which 34 years ago flew the inaugural Northern
Tasmania - Flinders Island air service, is coming home.
VH-UEE as she was listed
by DCA, will be freighted to Launceston, restored, and displayed in the
new Launceston Airport terminal building which will open in September.
The veteran plane will
arrive in Ansett-ANA's latest transport, a Douglas Carvair.
This will be an apt way
for �Miss Flinders� to come home, for in a way she was Ansett-ANA's
first aircraft.
It happened like this:
�Miss Flinders� flown to
Australia from England in a record attempt, was bought by the late Mr.
Lawrence McKenzie Johnson.
On Saturday 19th March
1932, Mr Johnson took off from the paddock and tin shed aerodrome of
Western Junction in the �Miss Flinders� bound for Whitemark, Flinders
Island.
It was an historic trip
in Tasmanian and Australian aviation.
Mr Johnson was the first
man to see the benefits of freighting goods and ferrying passengers
between the Tasmanian mainland and the Bass Strait Islands by air
instead of sea,
For some time he was
without competition on his bi-weekly run between Launceston and Flinders
Island.
Passengers paid two
pounds ten shillings ($5) for the trip,
He gained the mail
contract between Flinders Island and Launceston, and carried the first
mail to the island on 7th June 1932.
A little later another
Company - Tasmanian Aerial Services Pty Ltd, owned by the Holyman
organisation, started a Launceston to King Island Service via Smithton.
Johnson's service merged with this some time later, forming Holymans
Airways Pty Ltd.
Mr Johnson was the
original pilot and remained a key man in the ANA network until the
merger with the Ansett group. He died in 1958.
Meanwhile, �Miss
Flinders� had been sold and passed into obscurity.
Later, the owners used
the plane for general work on sheep stations ferrying animals or crop
dusting.
About three years ago it
was consigned to storage, a shabby and unairworthy aircraft.
TO BE RESTORED
VH-UEE owes its new life
as a museum piece to the Launceston Branch of the Air Force Association,
which was able to purchase the monoplane from its previous owners,
Bourke Aviation of NSW.
DCA decided to grant
storage space in the new terminal building at Launceston Airport.
IMPORTANCE OF THE
AIRCRAFT
-
As a pioneer in
scheduled passenger aircraft service in Australia to offshore islands.
-
Acceptance by
Postmaster Generals Department by awarding a mail contract to Flinders
Island to the operator of this aircraft. (At the time the "ROYAL MAIL"
insignia was a highlight of public acceptance for regularity and
safety)
-
The willingness of the
Commonwealth Department of Civil Aviation to exhibit it in like manner
to such icons as the �Southern Cross� of Kingsford Smith and the
�Vickers Vimy� of Ross and Keith Smith illustrate the importance to
the country's commercial aviation.
WHY THE AIR FORCE
ASSOCIATION INTEREST?
The membership of the
AFA, (now the Royal Australian Air Force Association) had the ability,
because of their wartime service, to engage in the reconditioning
necessary to bring it up to exhibition standard.
Reproduced by kind
permission of Rex Woodworth.
A Retired Lady
I would appreciate any
photos of this aircraft. Please email [email protected]
Reproduced by kind permission of Rex Woodworth