Props & mags JUNE 2014

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

THE PAST 30 YEARS OF SAAM

It is always good to celebrate our achievements and looking back over the past 30 years there are plenty to cele-brate. One of these is the Fairey Battle restoration. The photo below is of our Fairey Battle before it was recovered. After many years of work there is still some dis-tance to go but the team is getting there – the all important centre section is moving towards completion and once this is fitted to the main cockpit section restoration can proceed on the fuselage more quickly because a great deal of work has already been done – many parts are to hand and we can outsource the manufacture of some of the critical components. Further information about the project from the “Battle-ers” is on page 7.

Figure 1 – Photo couresy of Nigel Daw

S.A.A.M. COMMITTEE

_____________ MUSEUM PATRON:

THE HON. ALEXAN-DER DOWNER AC _______________

PRESIDENT:

DAVID BYRNE

M: 0401 125766

VICE PRESIDENT: PIETER VAN DYK

Ph: 8240 1629 M: 0407 328161

TREASURER:

JOHN HILLIER

M: 0414 734017

CURATOR:

PAUL DAW

M: 0417 816268

SECRETARY:

MIKE MILLN

M: 0401 124318

WORKSHOP MANAGER: GRAHAM BELL

Ph: 8251 0792 M: 0417 845109

PUBLIC RELATIONS:

JOHN ROBERTS

M: 0418 800062

MEMBERSHIP: ROD KOPP

Ph: 83220066 M: 0403273954

TECHNICAL ADVISER:

WAYNNE LEE

M: 0407 244084

Dates for your diary ……..

GENERAL MEETING 21st JUNE 2014 AT 1pm HISTORY GROUP MEETING 10.30am

BBQ LUNCH 12 noon Cost $5

COMMITTEE MEETING 10th JULY 2014 GENERAL MEETING 19th JULY 2014 at 1.00pm

FROM THE COMMITTEE NEW COMPUTER AND POS - To keep up with the increasing computerisation of the Museum we have had to invest in an updated computer and a backup copy of the POS program. This will enable all those working on Museum records and the Shop operation to do their work much faster than our old 2nd hand computers currently allow. IT POLICY – In order to keep up with the changes in the digital age we have had to add an IT policy to our Members Handbook. The next is a policy re the use of Social Media – this is currently being considered by the Committee. The new IT policy is on page 4 so please take the time to read it. RAAF INSPECTION – On the 22nd May we had our first annual F-111 inspection by the RAAF Heritage section. They inspected all our daily and weekly reports plus our maintenance reports. Thanks to the diligence of our members and the care-ful checking by our Secretary all our records were in order. The aircraft also showed no undue effects of being under SAAM’s care. The RAAF crew were very helpful and some improvements to the Maintenance Instructions will result from the visit. My thanks to Waynne, Jim, Phil and Brian for their care of the aircraft and rec-ords. Thanks also to all those members on desk duty who carefully complete the Daily Inspection Reports. NHILL AVIATION HERITAGE CENTRE OPENING On the 23rd May SAAM members at-tended the opening of the new Nhill Avia-tion Heritage Centre – it was a great event for the community and a chance for us to see the tremendous work they have done restoring their Anson. Many members may not be aware that SAAM has assisted Nhill in various ways to reach this point in their development. We wish them all the best in the future develop-ment of their Museum and we will con-tinue to support this Museum in any way we can. Figure 2 – The Opening Ceremony at Nhill

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INVITATION TO ALL MEMBERS

We will celebrate our 30th Anniversary on:

Saturday the 19th July

At the Museum

From

3-5pm

with drinks, refreshments, a DVD of SAAM’s 30 years of achievements and an

evening engine run for members. Please mark this in your diary and celebrate this occasion with present and

past members of the museum.

Please place your name on the list at the Reception Desk if you plan to attend.

POSITIONS VACANT WANTED – PAINTERS.

SAAM requires 3-4 members who have the time to repaint some of the areas in our facility.

Must be able to work independently and be capable of neat and tidy work.

Members interested should see Graham Bell – Workshop manager for more details.

SAAM IS 30 YEARS OLD THIS YEAR

BLAST FROM THE PAST ….. An extract from the SA Aviation & Warbird Restoration Group News sheet, June 1985…… “On Wednesday June 5, the executive officer of the S.A. History Trust, Mr. Geoff Spiers and I met at our Glenelg workshop to examine and discuss our plans to restore our Anson and to set up an aviation museum in S.A.

Computer, email and internet acceptable use policy 1. Members must not use South Australian Aviation Museum Inc (SAAM) computers except as directed in the fol-

lowing policies.

2. All internet data that is written, sent or received through SAAM’s computer systems is part of official SAAM re-

cords. That means that SAAM can be legally required to show that information to law enforcement or other

parties. Members should therefore always make sure that the business information contained in internet email

messages and other transmissions is accurate, appropriate, ethical and legal.

3. Limited personal email use or internet access to personal email servers is permitted provided that emails are

kept short and do not interfere with the conduct of SAAM business or SAAM computer system performance,

and provided that the content or any emails sent conforms to policies 7 and 8 below.

4. When sending personal email, members must use a signature that ensures the email is not construed as repre-

senting SAAM.

5. Members must not download computer software applications and program files from incoming emails or the

internet either for personal or SAAM use unless specifically authorised to do so by SAAM’s IT Officer. Such files

have the potential to compromise SAAM’s standard desktop operating environment, security requirements or

licensing agreements.

6. The equipment, services and technology that members use to access emails and the internet are the property

of SAAM. SAAM therefore reserves the right to monitor how members use the internet. SAAM also reserves

the right to find and read any material that members write, send or receive through online connections or that

is stored in SAAM’s computer systems.

7. Members may not access email and the internet through any SAAM computer to write, send, read or receive

material that could be considered discriminatory, offensive, obscene, threatening, harassing, intimidating, or

disruptive to any member or other person.

8. Examples of unacceptable material include but are not limited to sexual comments or sexually explicit images,

messages or cartoons, off-colour jokes, ethnic slurs, racial comments, gender-specific comments, or other com-

ments or images that could reasonably offend someone on the basis of race, age, sex, religious or political be-

liefs, national origin, disability, sexual orientation, or any other characteristic protected by law.

9. Any member who uses a SAAM computer in a way that violates the law or these SAAM policies will be subject

to disciplinary action, up to and including termination of membership. You may also be held personally liable

for violating this policy.

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CURATOR’S REPORT This month there have been several subtle background achievements. With thanks to Graham Bell’s team the first display bay upstairs has now been glassed in. Soon this bay will be filled with Ross & Keith Smith items and a display about the 1919 Air Race from England to Australia. The transfer to SAAM of the Smith Family memorabilia and Vimy collection from the Civil Aviation Historical Society has been completed. Thanks to Ian Wheaton, Brian Walsh and Dave Byrne for helping me with the transport. Also thanks to Jeff Hann and his team for getting it all into Mosaic recently.

The main hangar has been further de-cluttered by removal of the WWII paint-ings and moving the 24SQN display into a bay along the west-ern wall. This is only temporary until that bay is upgraded with new displays. At this stage there is a plan for an agricultural aviation display and hopefully RFDS. Several more of the Information Boards that accompany our hangar displays have

been updated. All this information is now displayed on modern stainless steel display stands, further upgrading our appearance to visitors. Thanks to History SA for a grant to enable the purchase of these new stands. Please be aware the Display Review Committee is now a permanent part of SAAM and known as the Display Com-mittee. Chaired by David Byrne with myself, John Roberts, John Hillier and Langdon Badger aboard, we are slowly looking at all we do. Please feed any suggestions to one of these committee members. Cheers, Paul Daw FROM THE MEMBERSHIP OFFICER…

MEMBERSHIP RENEWALS It is that time of the year again, and all renewals for 2014-2015 will be due from 1st July 2014. Desk duty personnel are asked to follow the procedures below when accepting member-ship fees whether by cash, cheque or credit card.

Record the member’s name, membership number (if known) and amount paid on the Daily Record Sheet. Membership fees are $50 for General Membership and $100 for Friends of the Museum.

(Remember that later in the year new members may only be required to pay a pro-rata fee as advised to them in writing. Do not collect a membership fee from a person applying for membership.) A membership renewal form is on the back page.

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Captain Harry Butler RFC

WING TIPS

We now have a forward firing machine gun in the fuselage of the Anson. It’s fitted to the port side with the breech conveniently adjacent to the pilots left knee. The real deal had a cocking lever within easy reach of the pilot and would have only been used to clear stoppages caused by faulty ammunition. The weapon was fired by the pilot from his control column with a push button that allowed compressed air to work the gun’s mechanism. The empty cartridges went outboard into a container fitted to the inside of the removable inspection and service panel. Sighting was by a ring and bead site

fitted to the nose and was probably next to useless if you wanted to hit anything. We have yet to source a sight but could make one from drawings and photos that we have. We are also looking for fittings for the compressed air sys-tem. We have the distributor fitting but lack the hoses and the end bits. The gun has two hose tails fitted to accept the hoses. Adjacent to the machine gun is the Very pistol holster and cartridge magazine. It would be nice to have both the pistol and some dummy cartridges to fill the voids. The perspex windows in the bomb aimer’s position in the nose have all been renewed and we have installed a light in this position so that on open cockpit days the patrons can see into this limited space that an airman spent many hours of operational time. The wood section have completed making new ribs and they are fitted as is the new trailing edge of the in-board wing section. The flap hy-draulic ram is fitted and a field mod will see the extension fitted later. The outboard section of the port

wing is now undergoing a rebuild. Anson Crew 6

ARMED BUT NOT DANGEROUS

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BATTLING ON

The Fairey Battle is beginning to take shape, especially the centre section and bomb aimer’s station. Much work has been done remaking corroded parts and although this sounds easy the work involved to achieve this has been diffi-cult. Nearly all sub components are riveted together to make a rib bay and each bay has to be disassembled, the corroded parts remanufactured without drawings, and then the whole assembly has to be riveted back together. Much trial fitting has to be done before final riveting takes place and most of the components are” Clecoed” to-gether awaiting this stage. Clecos are clever spring loaded devices that do the work of a rivet during assembly of components. They are installed with a plier like tool and hold pieces together as would a rivet. Once the assembly is suitable for riveting each Cleco is replaced with a rivet. All the centre section ribs are being installed in the assem-bly jig. The bomb aimer’s station in the centre section is taking shape and this crew member lay on the floor in the centre section to do his job. For some unknown reason he was NOT provided with a parachute as was the pilot and navigator. The sheet metal workers have been busy as well with more sheet metal being added to the front fuselage section and parts are being made for the tailplane. The original tailplane resembles a colander in that there are more holes than metal. The undercarriage is now complete and ready for operational tests. The project is worth more than a casual look next time you visit the workshop. So, after months that have probably extended into a year or more, the assembly of major and minor components has made the collection of remanufactured parts look like an aeroplane after all.

“The Battle – ers” Roy, Alan, Lawrie, Robert, Tony and Shippy

A BLAST FROM THE PAST ….. An extract from the August 1986 Newsletter of The South Australian Historical Aviation Museum…. “Our tenancy in our current building at Glenelg appears to be safe until about Christmas. The building has been sold and the new owners have agreed to our continuing occupation until then. (It will probably take until Christmas to prepare any building and planning application and to have it approved by Council). Those few ex-tra months is just what we need to find new premises and to move…….” And in November 1986 issue …. “The other piece of good news is that we have some new premises. It is at Mundy Street, Port Adelaide, and the old Port residents will recognise it as the old flour mill near the Trowbridge dock.”

BRITISH GOLF RULES IN 1940 And you thought you were a tough weather golfer. The notice below was posted at a golf club in Britain in 1940. You have to admit - members really had to love the game to play under these rules! German aircraft from Norway on missions to northern England had a small dab of wax in the muzzles of their guns to stop them clogging with ice. In addition to attacking industrial or other targets close to golf courses, as they crossed the coast they would clear their guns by firing a few rounds at the golf courses. British phlegm was never better illustrated than as witnessed by this calm notice issued by the Richmond Golf Club:

TEMPORARY RULES 1940

1. Players are asked to collect Bomb and Shrapnel splinters to save these causing damage to

the Mowing Machines.

2. In Competitions, during gunfire or while bombs are falling, players may take cover without

penalty for ceasing play.

3. The positions of known delayed action bombs are marked by red flags at a reasonably, but

not guaranteed, safe distance therefrom.

4. Shrapnel and/or bomb splinters on the Fairways, or in Bunkers within a club’s length of a

ball, may be moved without penalty, and no penalty shall be incurred if a ball is thereby

caused to move accidentally.

5. A ball moved by enemy action may be replaced, or if lost or destroyed, a ball may be

dropped not nearer the hole without penalty.

6. A ball lying in a crater may be lifted and dropped not nearer the hole, preserving the line to

the hole, without penalty.

7. A player whose stroke is affected by the simultaneous explosion of a bomb may play an-

other ball from the same place. Penalty one stroke.

This says more than anything else I have seen about why Hitler lost the Battle of Britain! Langdon Badger 8

To all those celebrating their birthday this month, we wish you a very HAPPY BIRTHDAY and hope you have a great day.

RUTH MARY HORNSBY ADAMS 1920 – 2014 On Saturday 17 May, Genny and I went to Ruth Mary Hornsby Adams’ funeral. Ruth was born on 20 November 1920 and died on 9 May 2014. She was an Air Transport Auxiliary pilot and a very clever and fascinating woman to visit, even at 93. SAAM has the DVD in our library that Chanel 7 Sydney made for Anzac Day 2013 around our Spit-fire. We were asked back to her home for the wake and met some interesting friends of hers: a two-time Cape Horner in a four masted Windjammer, two Lancaster crew, a navigator and bomb aimer DFC who must have hit something special. I think you will enjoy the talk she gave to the Order of Australia Association two years ago. Langdon Badger

A SPITFIRE PILOT DURING WORLD WAR II In response to requests from members who attended the May Day Luncheon on 1 May 2012, the guest speaker Mrs RUTH ADAMS kindly agreed to provide a copy of her talk which is now summarised below. (This article is reprinted from The Order of Australia Association South Australia Branch Newsletter 152, June 2012) I want to take you back to the middle of the year 1939 in Eng-land, when the Air Transport Auxiliary was conceived. A pri-vate banker and pilot, Gerard d’Erlanger, went to the British Government and asked: ”What are you going to do with all the commercial pilots and private pilots when the war starts?” After discussion, he was told to get a few men and they would be used for VIP transport or medical care. Thus ATA was born. So a letter was sent to all men who had more than 250 hours flying experience, and of those who volunteered, a number were tested near Bristol on a Harvard and thirty selected. One of these was a World War I pilot with a very weatherworn face, only one eye and one arm, so he was told him to go away. However, as the story goes, he slept on the floor there for two days so it was decided the only way to get rid of him was to test him. But after two hours of flying, the instructor said “He’s in”. And it is said he delivered 1200 Spitfires. This may be the origin of ATA’s nickname of Ancient and Tattered Airmen. However, within a week or two, there was a stir from women, many of whom had far more experience than some of these men. “We want in too.” This brought an outcry in the press about “a women’s place was in the kitchen, go and scrub the floor and wait till your man comes back”. 9

SOUTH AUSTRALIAN AVIATION MUSEUM SIGNIFICANT AVIATOR PROFILES

Now two major changes happened. Firstly, it was immediately obvious that the RAF pilots did not have the time or manpower to go to the factory to get new planes, so this delivery job started and was almost the only purpose of the whole thing throughout its existence until the end of 1945. And secondly, it was decided that eight women could join but only fly the Tiger Moths. By this time winter was coming on, and the men had craftily got rid of the worst job of all - flying in an open cockpit against a northerly gale. These women, and most of those that followed in the next year or two, had never scrubbed a floor in their life. I think they were all from high social and moneyed background, and being also of high IQ were, after being pre-sented at Court, not satisfied with the social circuit, and got Daddy to buy them an aeroplane. Some used this for world flights, some teamed up to do the” five bob” joy flight circuit and some just toured Europe visiting friends and relations. One woman I did know well said she flew to avoid being the daughter-in-waiting. Joining four years later, I had to resign my commission in the WAAF as a weather forecaster for we flew as civilians. I found that there was a big gap between the other women and me. They were much older and had their long-established social life. And while I was in early training, many of these men and women would have flown 60 or more types of planes.

But to go back, the women found a Hurricane and all eight flew it, and no one damaged it so the door was wide open. And the need was for more men and women to be taken in, and the whole organisation grew too, and some Americans came to help. Finally there were 16 Pools spread over Britain, and they had their own schools for conversion courses, and ground engi-neers that could service every plane that spent a night at that Pool, be it a Tiger Moth, an American-engined Mustang or a Lancaster. Planes were sorted into six classes, Class One being the very easy group. I think the Swordfish was the hardest because it was big, and this was the first I had ever seen before I had to fly it. The most dangerous part was the eight foot climb to get in, after that it was just an over-grown Tiger Moth. Class Two included all the single en-gine fighters. And then on to Class Six according to diffi-culty. I volunteered when a call went out for new pilots late in 1943 and started training in 1944. After four hours dual, I was told I would solo next day, and then an instructor was told to take me for two landings and then get out. But he decided to go low and put us into high-tension cables. He went down in the plane beneath the wires.

But my straps pulled out so I was catapulted out alone at about 100 miles an hour from near thirty feet. I can re-member walking around and seeing the plane and finding the first aid box to give him a jab. Then I found I could not read and passed out but I don’t know where we were, or who found us, but later in hospital I was told I was not injured and to go home for a day. But that night I woke paralysed, and know nothing of the next two months in hospital, and have found since that I have enormous holes in my memory. I have no recall of either the pub or the cinema which others talked about and it was seven years later before I was told I had a right to complain about pain as I had broken my back, and two places in my neck. At the same time the doctor kept telling me to stop moaning and take up smoking like everyone else. 10

We were taught to use mnemonics at all stages, as we were flying a different plane most days and they had differ-ent gadgets in various hard-to find-places. Life only became interesting when I was recalled in January 1945 for dual on a Harvard and to meet my first Spitfire, now I was Class Two. If the war had gone on longer, I would have been upgraded to fly other aircraft but after the Normandy invasion proved a success, there was no need for any more pilots for twin-engines. Then I was posted to my first permanent position in a Pool at Sherburn in Elmet south of York, and licensed to fly anything with one engine…and we got variety, as I had ten different fighters in one month. The rules were strict and we were given no blind flying instruction, no radio, and only our little bible, condensed pilots’ notes, which gave very brief information about every plane there was, on a page about three inches by four. This was about trim set-tings for take-off, use of flaps and prop pitch changes and some warnings. My first Barracuda, a torpedo carrier, is remembered, not because I did anything wrong, but because I had a pas-senger who was behind me and was obviously agitated. On arrival I asked what was wrong, and he said ”Firstly I did not realise my pilot would be a girl, and how can you fly when you keep reading a book?” So I explained that the book told me how to fly it, as I had not flown one before. He left with his mouth ajar, and jumped the ten or so feet to the ground. The difference was that the RAF flew a few planes very expertly, and we flew a great variety sedately and safely, from factory to squadron, or wherever they were wanted. We had a compass and maps of four miles to the inch. I can remember trying to take a Tiger to Scotland against a northerly gale at the rate of about thirty miles an hour being passed by cars on the ground, and coming back under similar circumstances in a Spit and across three maps very quickly. If, at that speed in poor visibility, you took your eyes off the map for even a couple of minutes it was difficult to find yourself again. Ideally not below 2,000 feet, and never lose sight of the ground. These last two provi-sions were impossible to keep in an English winter and sometimes low over a railway line was a way to a field, for there were no hills on railway lines. Anywhere would do for it was better to be delivered a day late than not at all. I knew in theory how to instrument fly and needed it a couple of times and can still hear myself talking aloud as to what I must do. Mainly I think it was keep my eyes on that lit-tle line and ignore what my bottom was tell-ing me. Playing around was a sackable offence, and I only did it, hopefully, out of sight, in two planes, the Tiger Moth which I looped, and the Spitfire which I slow rolled, and I kept re-minding myself that, when inverted, every-thing is back to front. I never mentioned it until thirty years later, and I was surprised to find no one else of my group had done it. Ap-parently I was the only naughty one of our group! But I am sure some of the seniors got up to tricks, more the men than the women. I heard that three of them played “Chasey” and went under the Clifton suspension bridge. I liked flying in overall trousers which had pockets from knee to ankle for the notes, and spare maps needed en route…and my lipstick. In the beginning if you took a plane to Scotland you probably came back by train, but they got a highly organized taxi system going. In two forms… an Anson would leave with ten pilots to drop them where their job was and pick them up later, or you possibly hitched a lift home in someone else’s bomber. The other was a personal taxi at-tached with a junior pilot for the day to a senior and their engineer which enabled Lettice Curtis to deliver five Lan-casters in one day. I hear that ATA moved about 310,000 planes of 147 different types, and sadly there were losses, mainly caused by bad weather. 11

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There were about 800 men and 150 women, of 16 different nationalities, named as pilots some time during the six years of its existence. I flew 23 different types, plus their variants. For instance, there were Mustangs with American engines and some with English engines and woe betide you if you got that wrong for they had opposing rotation. As most were designed for tall males, I usually had my overnight bag behind me to be able to reach the pedals. And the Spitfire later turned up with the big 2,000 hp Griffon engine that was hard to hold, and two, three, four and five bladed props. I was only a very junior member of a very select few. There was another first that few would know… the senior woman told the Prime Minister she was paying her senior women the same as the men, but sadly that did not sur-vive the war. I never met sexism, women were accepted to be as capable as the men, but that has not survived ei-ther. In October 1945 I found myself unemployed and while I was not looking someone had put up a glass ceiling for women to bump their heads on. Now I am glad to see that my granddaughters, all graduates, are getting their fair share, at last. My time in ATA was sometimes scary, sometimes fun, and sometimes just doing a routine job. However, such was life, and I am glad I had a chance to be part of it.

Biography of William Frederick Edgar SMITH ... the “Norwood Aviator” Bill Smith became of special interest to SAAM because of his daughter, Helen Crossman. Helen became a SAAM member during the summer of 2001/02. Then for more than a decade Helen did many hours of voluntary work in relation to the newsletter and the library in particular. After some months of illness, she passed away in 2013, shortly after the long form of this essay was read to her. _____________________________________________________________________________________________ W.F.E. “Bill” Smith was a pioneering aviator who became well known in Adelaide for a number of well publicised stunts during 1924-1925. Bill Smith was born in Norwood, South Australia on 6th June 1889 to apparently working class parents (although an address for his father at a later date was 81 Kensingtion Road, Norwood, suggesting perhaps more than bare work-ing class origins). He was educated at Sturt Street School, Adelaide. He then moved to Melbourne where he worked as a motor mechanic. It was not until 31st December 1917, at the age of 28, that Smith decided to enlist in the AIF / AFC. It is not known if this peculiar date – New Year’s Eve – was of any particular consequence. He was only of very moderate build: 5 feet 7 inches tall and 124 lbs, and had brown hair and brown eyes. Smith’s formal service began at the Australian Flying Corps Depot, Laverton, on 15th January 1918 as a 2nd Class Air Mechanic. Six weeks later he embarked for England. At this time “air-mechanics” were highly regarded in the AFC, and recognised as a key to maintaining fighting efficiency. Smith was posted to the AFC 1st Training Wing at Tetbury, and became familiar with Avro 504s.

By the time the war ended, Smith was still serving with the training unit in England. He remained on the nominal role until May 1919 when he finally returned to Mel-bourne. Formally discharged on 1st July, he was given the standard service medals for a returned member of the AIF, despite the fact he had not seen active serv-ice. Perhaps reflecting some cheek by Smith, he was even awarded the 1914/15 Star! Smith returned to his former em-ployment as a motor mechanic in

Melbourne. He married Florence Smith, who already had a daughter from a former relationship, in January 1920. (The marriage would prove to be a rocky one, and Smith obtained a divorce in 1934 on the basis of his wife having deserted for over three years). A year later Smith went into business with an ex-AFC pilot, Keith Farmer, who had purchased an Avro 504K. This was the barnstorming era, when flyers would make money out of joy flights, appearances at public events, advertis-ing or any other method they could dream up. There was some physical risk attached to the flying itself, but the fi-nancial risk was extreme if the aircraft was damaged in some way. A mechanic was the ideal partner for a pilot, as he could maintain the aircraft and also take money on the ground and organise passengers. The Avro was registered jointly as G-AUCY, but within a short time Smith purchased it outright and named it Sky-lark. Joyriding operations were conducted throughout Victoria during the first half of 1923. In June 1923 Smith ob-tained his own pilot’s licence, and employed a young mechanic as Farmer pursued other interests. In late 1923 Smith flew to Adelaide. 13

Believed to be Smith with G-AUCY at Albert Park Aerodrome. The News logo identifies this As being from his South Australian period.

What was the aviation scene like in Adelaide at this time? The Royal Flying Corps veteran, Captain Harry Butler, had been active since 1919 in several well known aerial ventures. But after a crash in 1922 he had ceased flying. The aerodrome at Albert Park was now a government aerodrome, and it was there that Smith flew into in late 1923. Only four SA pilots held licences at this time. It seemed that the initial burst of public interest in aviation had faded. What was needed was a talented pilot with a flair for business and publicity. Enter Bill Smith. On New Year’s Day 1924 Adelaideans were met with the newspaper headline “NORWOOD AVIA-TOR – Pilot Smith Arrives – May Carry Passengers”. Clearly, this was a pre-arranged media stunt. Smith had made a clever arrangement for publicity and sponsorship with The News. In the article Smith boasted of flying from Tailem Bend to Albert Park in just 65 minutes. Further, he advised that his Avro 504K was “classed by civil aviation authorities as the finest machine of its type in Australia”. A fortnight later, another article described him as “one of the best-known commercial aviators in Australia”. Smith flew over the Test Match at Adelaide Oval with a newspaper photographer onboard. The photos were a big feature in the newspaper over two consecutive days. Meanwhile, on the back of this publicity, Smith was flying up to 30 passengers a day on joy flights.

Smith did not mind talking himself up, and boasted about some flying he’d done over The Grampians to publicise a land sale campaign, which was over land “previously prohibited for the carriage of passengers”.

He claimed having flown 3,500 miles (!) and said that the Controller of Civil Aviation had “personally congratu-lated” him for the feat.

On 26th January 1924 an article titled “Aeroplane v. Hydroplane” featured a photo of G-AUCY flying over a crowded Henley Beach jetty. Smith had organised a race between several “hydroplanes” (high speed boats) and his aircraft. The boats were given a one lap head-start but Smith was able to win easily: “there was no com-parison in speed, as the boats appeared to the spectators on shore to be standing still.”

The next day the headline read “Skylark Damaged - New Parts to be Purchased”. Running joy flights from Henley Beach, Smith was taxiing when the aircraft swerved and went into the ocean. The propeller was smashed along with parts of the undercarriage. This was probably a simple accident, but Smith had another explanation. He said he was taxiing the plane when the “crowd rushed forward. There was no chance of stopping the machine ... I had the option of running into the spectators or turning into the water. I took the latter course, and the machine ended on its nose in two feet of water.” The News praised him for his “presence of mind in preventing a serious accident”. Not until mid-1925 is there further evidence of Smith’s flying. This was another publicity stunt connected with Ade-laide Oval. Australian Rules football games are begun by bouncing a ball in the centre square. Smith’s idea was to bounce the ball by dropping it from the air. A large crowd of 45,000 was in attendance. Smith made three ap-proaches before the ball was dropped, and the game began in this “Veterans versus League teams” charity match. The News trumpeted the feat as being a first “in the history of football”. 14

Photo believed to have come from newspaper archives of G-AUCY over the Henley jetty during the “regatta” when he raced hydroplanes (the original is photo-film rather than newsprint.

At this time G-AUCY carried an advertisement for an American auto manufacturer, Moon Motor Car. Anyone who bought a Moon (for £490) would get a free flight over Adelaide. On 3rd November 1925 Skylark suffered ignition failure and crashed near Burra. Fortunately Smith and his two passengers suffered only minor injuries. But G-AUCY was never rebuilt and Smith never flew again. By the 1930s Smith was involved in a successful fruit trading busi-ness (Smith, Fenton & Miller Ltd) operating from the East End Mar-kets. In WWII Smith worked in an official capacity visiting factories and assessing which employees were fit for war service. He re-married at the age of 51. While operating from Albert Park Smith boarded with two old ladies at a house at 8 Watson Avenue Rose Park: Miss Aish and Miss Aish. After some time the Aish ladies died and left the house to him –evidence, seemingly, of his charisma. Decades later, Helen Crossman got Burnside Council to name the lane that runs behind Watson Ave-nue “Aviator Lane”. Bill Smith passed away in 1962 aged 71. His headstone in the West Terrace Cemetery carries the epitaph “you are the wind beneath my wings”. Peter Ingman, SAAM History Group (a longer version of this essay with notes on sources is included in the Significant Aviator Profiles held in the SAAM Library and published on SAAM’s website). 15

G-AUCY crashed near Burra in 1925. It would appear that Smith and his passengers were lucky to walk away with only minor injuries.

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