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No. 38 Squadron is a Royal Australian Air Force (RAAF) transport unit. It was formed in 1943 and saw service during World War II transporting supplies and personnel between Australia and the combat zones in New Guinea and Borneo, using Douglas Dakota aircraft. Following the war, the squadron conducted regular courier flights between Australia and Japan in 1947 and 1948. No. 38 Squadron was deployed to Singapore from 1950 to 1952, supplying Commonwealth forces engaged in the Malayan Emergency and undertaking courier flights across Asia. In 1954 it became responsible for training RAAF personnel to operate Dakotas.

 

After being re-equipped with de Havilland Canada DHC-4 Caribou in 1964, No. 38 Squadron served as the RAAF’s operational conversion unit for the type and also conducted transport tasks within Australia and its territories. Throughout Australia’s involvement in the Vietnam War, it prepared aircrew for operational service with No. 35 Squadron, and maintained a detachment in Papua and New Guinea to provide pilots with experience flying in tropical conditions. A Caribou was deployed to Pakistan from 1975 to 1978 to support United Nations peacekeepers, and detachments were established within Australia during the 1980s to provide search and rescue capabilities and work with Australian Army units. From 1999 until 2001, a detachment was deployed to East Timor as part of the Australian-led peacekeeping force in the newly independent nation. No. 38 Squadron continued to operate Caribou after No. 35 Squadron was disbanded in 2000, though the age of the aircraft increasingly affected its operations.

Active 1943–current

Role Light transport and conversion training Ground surveillance

Part of No. 86 Wing

Garrison/HQ RAAF Base Townsville

Engagements World War II Malayan Emergency

Battle honours Malaya 1948–1960

Aircraft flown

Transport Hudson (1943–44) Dakota (1944–64) Caribou (1964–2009) King Air 350 (2009–current)

Following the retirement of the Caribou from service in 2009, No. 38 Squadron was re-equipped with eight Beechcraft King Air 350 aircraft. The squadron is currently stationed at RAAF Base Townsville, Queensland, and is responsible for training RAAF pilots to operate King Airs, and performing light transport tasks. It is also believed to have a ground surveillance capability.

 

History

World War II

No. 38 Squadron was formed as a transport unit at RAAF Base Richmond near Sydney on 15 September 1943. Equipped with Lockheed Hudsons, the squadron conducted its first operation on 17 December, when one of its aircraft flew from Richmond to RAAF Base Darwin.[2] During the period No. 38 Squadron was equipped with Hudsons, it operated only within Australia.[4]

 

The squadron’s activities expanded in early 1944 when its obsolescent Hudsons were replaced with more capable Douglas Dakota transports.[4][5] It received its first Dakota on 3 March 1944 and was completely equipped with the type by the end of May.[2] While the squadron continued to fly to locations within Australia after receiving Dakotas, it also began transporting supplies to Allied forces fighting the Japanese in western New Guinea. During return flights from New Guinea, the Dakotas typically carried wounded personnel to Australia for treatment.[6] In October 1944, No. 38 Squadron was given the additional task of supporting the RAAF’s Paratroop Training Unit at Richmond. The squadron moved to RAAF Station Archerfield near Brisbane in early December 1944 but continued to maintain a detachment at Richmond. By this time No. 38 Squadron was mainly tasked with transporting supplies to the battle zone in New Guinea, which included making supply drops to Australian Army units in the field and evacuating casualties to the mainland. From 17 July 1945, the squadron maintained a detachment at Morotai Island, which dropped supplies to Army units fighting in Borneo. No. 38 Squadron’s only loss during World War II was a Dakota that crashed on a mountain in western New Guinea while flying between Biak and Morotai; the wreckage of this aircraft was not located until 1970.[6]

 

Following the end of the war, No. 38 Squadron flew into Singapore, Bangkok and locations in Borneo to evacuate released Australian prisoners of war. In addition, the squadron transported other service personnel back to Australia until 1946 as part of the demobilisation of the Australian military.[4][6] During May 1946, three of No. 38 Squadron’s Dakotas were assigned the unusual task of flying 25 tonnes of pig bristles from Chongqing in China to Hong Kong, from where the bristles were shipped to Australia. This mission, which was designated “Operation Pig Bristle”, took two weeks to complete and sought to rectify a shortage of paint brushes, which was hindering the Australian construction industry.[6][7]

Asian deployments

No. 38 Squadron relocated to RAAF Station Schofields near Sydney on 15 August 1946. It became part of No. 86 Wing, along with Nos. 36 and 37 Squadrons, which also operated Dakotas, and No. 486 (Maintenance) Squadron, which serviced the wing’s flying units.[8][9] Commencing on 22 January 1947, one of No. 38 Squadron’s main responsibilities was to conduct thrice-weekly courier flights to Japan to support the Australian element of the British Commonwealth Occupation Force. These flights were the longest regular air route serviced by twin-engined aircraft at the time and took several days to complete. The courier flights continued until 13 January 1948, after which chartered Qantas aircraft were used to support the force in Japan.[4][6] In August 1948, five of No. 38 Squadron’s air crews were dispatched to Europe where, as members of the RAAF Squadron Berlin Air Lift, they participated in the international efforts to fly supplies into Berlin during the Soviet blockade of the city. These personnel remained in Europe for 12 months, and their absence greatly disrupted No. 38 Squadron’s operations.[4][10] Overall, twenty members of No. 86 Wing were sent to Europe; the resulting shortage of personnel forced Nos. 36 and 38 Squadrons to operate for a period as a single unit, all flying hours being attributed to No. 38 Squadron in official records.[11] No. 86 Wing moved to Richmond between 22 June and 1 July 1949.[12]

 

In 1950, No. 38 Squadron was selected to form part of the Australian force assigned to the Commonwealth Far East Air Force. As an element of this force, the Australian Government agreed for the unit to be tasked with courier flights across Asia and providing support for the British-led counterinsurgency operations in Malaya.[13] The squadron’s advance party arrived at RAF Changi in Singapore on 19 June 1950, and all of its personnel and eight Dakotas were operational there by 6 July. While in Malaya the squadron came under the command of No. 90 (Composite) Wing, along with the Avro Lincoln-equipped No. 1 Squadron.[14] Half the squadron’s aircrew were veterans of the Berlin Airlift, but none had any direct experience of tropical environments. No. 38 Squadron began flying transport missions in Malaya in early July, with British and New Zealand pilots accompanying its aircrews during the first two weeks of operations to help them become familiar with local conditions.[15] From July 1950 until February 1951, No. 38 Squadron’s main task was to conduct courier flights to Borneo, Ceylon, Hong Kong, Indonesia, Japan and the Philippines, and these remained an important responsibility throughout the period it was based in Singapore.[16] Following the outbreak of the Korean War, the squadron flew British troops and supplies from Singapore to Japan and Korea, and four of No. 38 Squadron’s Dakotas were transferred to No. 30 Communication Unit in Japan during November 1950.[14][17]

 

After losing half its strength, No. 38 Squadron remained at Changi and conducted supply and aeromedical evacuation flights throughout Malaya to support the British-led forces there. The squadron’s aircraft were also occasionally used to mark targets ahead of bombing raids and to drop propaganda leaflets. From April to July 1951, No. 38 Squadron and an attached flight from No. 41 Squadron RNZAF was stationed at RAF Kuala Lumpur and was the main unit tasked with dropping supplies to Commonwealth forces in the field. The squadron made another deployment to Kuala Lumpur between November 1951 and February 1952.[14] In February 1952, No. 38 Squadron successfully parachuted 54 personnel from the British 22nd Special Air Service Regiment into a remote area near the Malaya-Thailand border.[18]

 

Supporting the Australian units in Korea placed heavy demands on the RAAF’s transport force, which was too small to fully meet its domestic and international responsibilities, and it became increasingly difficult to sustain the four Dakotas in Malaya during 1952. As a result, the Australian Government decided in September that year to return the squadron to Australia.[14][19] No. 38 Squadron left Changi for Richmond on 8 December.[10] The squadron’s only fatality during the deployment was an airman who was killed when the No. 110 Squadron RAF Dakota he was co-piloting crashed during a flight between Changi and Saigon on 31 August 1950.[14][20]

Operational conversion unit

 

After returning to Richmond, No. 38 Squadron was mainly tasked with routine transport duties.[10] The squadron also occasionally provided aircraft for CSIRO rainmaking experiments.[21] During the 1950s and early 1960s, No. 38 Squadron developed a reputation as a “cowboy” unit with lax flying standards. The squadron did not conduct proper conversion courses, and new Dakota pilots received only ad-hoc instruction on the type while serving as the co-pilot during operational tasks.[22] On 8 March 1953, No. 38 Squadron absorbed No. 36 Squadron’s Dakotas, after which No. 30 Transport Unit (previously No. 30 Communication Unit) in Japan was renamed No. 36 Squadron. From late March until September 1954, No. 38 Squadron conducted VIP flights out of RAAF Station Canberra. In November that year, it was renamed the Transport Training Squadron and became responsible for instructing new Dakota crews and RAAF air movements personnel. It resumed its previous name on 13 June 1963.[10]

 

No. 38 Squadron was re-equipped with new de Havilland Canada DHC-4 Caribou tactical transport aircraft during 1964. In January 1964 the unit’s commanding officer, five other pilots and three navigators undertook conversion training on the type in Canada. At the completion of this course, the personnel flew the RAAF’s first three Caribous from Toronto to RAAF Base Richmond between 17 March and 22 April.[23] The process of fully converting No. 38 Squadron to Caribous was delayed by the government’s decision to deploy several of the aircraft to Vietnam; at the time this decision was made, in June 1964, the squadron had received six of its planned allocation of nine aircraft, and the next batch of three aircraft was sent directly to Vietnam.[24] No. 38 Squadron was the last operational RAAF squadron to fly Dakotas, though several other units did so until the 1990s.[25][26] After receiving its Caribous, No. 38 Squadron’s main role was to train aircrews for operational service with the RAAF Transport Flight Vietnam (later redesignated No. 35 Squadron).[10][21] On 1 July 1964, one of the squadron’s Caribous suffered severe damage when it made a crash landing at HMAS Albatross; this aircraft was subsequently written off and its fuselage used for training purposes by the Army’s 1st Commando Regiment.[27] The squadron became an independent unit under Headquarters RAAF Base Richmond in August that year, following the disbandment of No. 86 Wing.[10][28] On 13 October 1965, Detachment A of No. 38 Squadron began operations from Port Moresby in the Territory of Papua and New Guinea, equipped with two Caribous.[29][30] One of the detachment’s tasks was to give Caribou pilots experience in tropical and mountainous conditions, and all aircraft captains were required to complete at least one two-month deployment to Port Moresby before serving with No. 35 Squadron in Vietnam.[31] In addition to its training role, No. 38 Squadron undertook transport flights in and around Australia, taking part when required in relief efforts following natural disasters.[21]

 

Peacekeeping deployments

 

The squadron undertook two operational deployments during the mid-1970s. From March 1975 until November 1978 Detachment B, comprising a single Caribou and support staff was stationed at Rawalpindi, Pakistan, and transported personnel and supplies for the United Nations Military Observer Group in India and Pakistan.[29][32] From August to October 1975, a No. 38 Squadron Caribou was assigned to transport Red Cross supplies and personnel from Darwin to East Timor after a civil war broke out in that country. On 4 September that year, this aircraft was hijacked by East Timorese soldiers, who forced the pilot to fly 54 refugees to Darwin; it remains the only RAAF aircraft ever to have been hijacked.[21][33] Detachment A was no longer required after Papua New Guinea achieved independence from Australia and established its own defence force, and the unit was disbanded on 17 January 1976.[29][34] Three Caribous were lost while operating with the detachment; A4-202 crashed near Porgera on 3 June 1965, A4-147 was written off after it landed short of the runway at Tapini Airport on 6 October 1968 and A4-233 was destroyed when it crashed at Kudjeru Gap on 28 August 1972.[35] The last of these crashes caused the deaths of 25 aircrew and passengers, making it the RAAF’s worst peacetime disaster; 21 of the people killed were high school students returning from an army cadet camp.[36][37][38] Following the end of its permanent presence at Port Moresby, No. 38 Squadron continued to fly periodic training sorties in Papua New Guinea.[5] During the 1980s, detachments of No. 38 Squadron were established at RAAF Base Darwin and RAAF Base Pearce near Perth to provide these regions with a search-and-rescue capability and to exercise with Army units.[39] The Pearce detachment was nicknamed “Blackduck Airlines”.[40]

 

No. 38 Squadron moved from Richmond to RAAF Base Amberley, west of Brisbane, in October 1992.[29] At this time the squadron continued to be responsible for all Caribou conversion training, as well as conducting tactical transport operations.[41] The permanent detachment of No. 38 Squadron aircraft to RAAF Base Pearce ceased in 1999, and Detachment B of the squadron was established at RAAF Base Townsville in North Queensland during 2000.[36][41][42] From 1999 until early 2001, elements of No. 38 Squadron, designated No. 86 Wing Detachment C, were stationed in East Timor and supported the international peacekeeping force which had been deployed there to end the violence that had broken out following a successful referendum on independence conducted in August 1999. At its peak strength, four Caribous were assigned to the detachment.[41][43] The air and ground crew deployed to East Timor endured difficult living conditions until their accommodation and recreation facilities were upgraded in mid-2000, and the pilots were regularly required to fly into poorly maintained air strips.[44] Despite the age of the Caribous and shortages of spare parts, Detachment C’s ground crew managed to maintain a high aircraft serviceability rate.[45] In 2000 No. 35 Squadron was deactivated, leaving No. 38 Squadron the RAAF’s sole Caribou operator.[46] By September 2002, No. 38 Squadron was equipped with 14 Caribous.[43] In July 2003, two aircraft were deployed to the Solomon Islands as part of the Regional Assistance Mission to Solomon Islands peacekeeping force. Both Caribous were based at Honiara International Airport, and a detachment remained in the country until July 2004.[47][48] All of No. 38 Squadron moved to RAAF Base Townsville during 2008.[49]

 

By the late 2000s, the Caribous were becoming difficult to maintain and were no longer capable of operating in war zones as they lacked electronic warfare systems and other forms of self-protection. As a result, it was decided in late 2008 to retire the aircraft and replace them with Beechcraft King Air 350s on an interim basis until another tactical transport entered service.[50] The Caribous were gradually retired from May 2009, the last leaving service on 27 November that year when A4-140 was flown to Canberra and handed over to the Australian War Memorial for preservation.[51][52] By the time the aircraft were retired, No. 38 Squadron had been operating Caribous for 45 years.[53] Three King Air 350s were transferred to No. 38 Squadron from the Army’s 173rd Surveillance Squadron on 20 November 2009, and deliveries of a further five newly built aircraft were completed in July 2010.[54][55] At least one of the Army aircraft is believed to have been fitted with ground surveillance sensors, and this capacity was retained after it was transferred to the Air Force.[56] No. 38 Squadron’s King Airs were initially operated by Army personnel, who were given the choice of transferring to the RAAF or converting to helicopters at the end of their posting. The other No. 38 pilots were converted to the type at the Army’s Oakey Army Aviation Centre, but the squadron began conducting its own conversion courses after the second batch of five aircraft were delivered.[57]

 

In March 2015 two No. 38 Squadron King Airs were deployed to Vanuatu as part of Australia’s aid effort following Cyclone Pam. The aircraft were used to conduct flights over the affected areas to assess the extent of the damage, and also evacuated Australian and New Zealand citizens.[58][59] In February 2016 it was reported that the RAAF was considering consolidating its two squadrons equipped with King Airs into a single squadron located at RAAF Base East Sale.[60] All of the RAAF’s King Airs were grounded from 30 June 2016 after the hazardous chemical strontium chromate was detected in the aircraft; in the period immediately before the grounding No. 38 Squadron had been involved in flying politicians during the 2016 federal election. The King Airs began to return to service on 4 August that year after being cleaned.[61][62] As part of its budget for the 2016-17 financial year, the Australian Government announced that Intelligence, Surveillance, Target Acquisition, Reconnaissance, Electronic Warfare equipment would be acquired for three of No. 38 Squadron’s King Airs. This equipment will comprise roll-on/roll-off kits and will be delivered during the financial year.[57]

 

Current role

 

No. 38 Squadron is currently responsible for providing conversion training on the King Air and conducting light transport operations. The unit has a strength of 60 RAAF personnel as well as 25 aircraft maintenance contractors from Hawker Pacific.[63] It is organised into two flights; A Flight undertakes transport operations, and B Flight is responsible for delivering training courses.[64] Along with Nos. 33 and 36 Squadrons, No. 38 Squadron forms part of No. 86 Wing.[65]

 

The RAAF has been pleased with the King Air’s performance in the light transport role, though the aircraft cannot be deployed into combat areas.[1][66] No. 38 Squadron often operates with the Army’s Townsville-based 3rd Brigade, as well as the 51st Battalion, Far North Queensland Regiment, which conducts operational patrols across Far North Queensland during peacetime.[1] The unit is also frequently tasked with transporting senior politicians and other VIPs.[36] The King Airs often operate in Papua New Guinea, as well as other parts of the Asia-Pacific region.[67] The Australian Government ordered 10 Alenia C-27J Spartan battlefield transports in May 2012, and these aircraft will be operated by No. 35 Squadron from 2015.[68] No. 38 Squadron marked its 70th anniversary in 2013, and has the longest period of continuous operation of any of the RAAF’s flying squadrons.[67][69]

 

Notes

1.  a b c McLaughlin (2010), p. 43

2.  a b c RAAF Historical Section (1995), p. 67

3. ^ Stackpool, Andrew; Solomou, Bill (14 April 2011). “New battle honours unveiled”. Air Force. pp. 4–5. Retrieved 14 September 2014.

4.  a b c d e Eather (1995), p. 76

5. a b “Diamonds in the rough”. Air Force. Archived from the original on 14 December 2003. Retrieved 24 June 2013.

6. a b c d e RAAF Historical Section (1995), p. 68

7. ^ Stephens (1995), pp. 414–415

8. ^ RAAF Historical Section (1995), pp. 68–69

9. ^ Roylance (1991), pp. 92–93

10. a b c d e f RAAF Historical Section (1995), p. 69

11. ^ RAAF Historical Section (1995), pp. 57–58

12. ^ Roylance (1991), pp. 114–118

13. ^ Dennis and Grey (1996), pp. 23–25

14. a b c d e “38 Squadron RAAF”. Units. Australian War Memorial. Archived from the original on 20 May 2007. Retrieved 1 June 2013.

15.  ^ Dennis and Grey (1996), p. 25

16. ^ Dennis and Grey (1996), pp. 25–26

17. ^ Dennis and Grey (1996), p. 26

18. ^ Dennis and Grey (1996), pp. 31–32

19. ^ Dennis and Grey (1996), pp. 32–33

20.  ^ Dennis and Grey (1996), p. 27

21. : a b c d Eather (1995), p. 77

22.^ Stephens (1995), p. 415

23. ^ Wilson (1990), p. 280

24. ^ Coulthard-Clark (1995), pp. 35, 38

25.  ^ Wilson (1990), p. 45

26.  ^ “A65 Douglas Dakota”. RAAF Museum. Archived from the original on 3 June 2008. Retrieved 9 June 2013.

27.  ^ Wilson (1990), p. 184

28.  ^ Stephens (1995), pp. 424–425

29. : a b c d RAAF Historical Section (1995), p. 70

30. ^ Wilson (1990), p. 201

31.  ^ Coulthard-Clark (1995), p. 109

32.  ^ Wilson (1990), p. 209

33. ^ Air Power Development Centre (December 2009). “The DHC-4 Caribou’s 45 Years Service”. Pathfinder Issue 125. Royal Australian Air Force. pp. 1–2. Retrieved 3 June 2013.

34.  ^ Wilson (1990), p. 204

35.  ^ Wilson (1990), pp. 204–208

36.   a b c MacDonald, Emily (6 June 2013). “Squadron 70 years in the air”. Townsville Bulletin. Archived from the original on 25 August 2013. Retrieved 12 June 2013.

37.  ^ “Heavy loss of life in PNG accident”. Air Power Development Centre. Archived from the original on 11 May 2013. Retrieved 12 June 2013.

38.  ^ “RAAF remembers worst peacetime crash”. The Australian. 28 August 2012. Retrieved 13 August 2013.

39.  ^ “A4 DHC-4 Caribou”. RAAF Museum. Archived from the original on 2 May 2013. Retrieved 23 June 2013.

40. ^ “Caribou dreaming!”. RAAF News. Vol. 37 no. 5. June 1995. p. 1.

41. : a b c “No 38 Squadron”. RAAF Museum. Archived from the original on 2 May 2013. Retrieved 1 June 2013.

42.  ^ Stackpool, Andrew (14 December 2006). “Western Front”. Air Force. Archived from the original on 20 June 2007. Retrieved 7 July 2013.

43. : a b Caddaye, Ben (12 September 2002). “38 celebrates”. Air Force. Archived from the original on 11 January 2003. Retrieved 1 June 2013.

44.  ^ Wilson (2003), pp. 25–30

45. Wilson (2003), p. 25

46. ^ “No 35 Squadron”. RAAF Museum. Archived from the original on 2 May 2013. Retrieved 1 June 2013.

47.  ^ O’Brien (2009), pp. 203–205

48.  ^ “Caribous return”. Air Force. 15 July 2004. Archived from the original on 27 August 2004. Retrieved 23 June 2013.

49.  ^ MacDonald, Emily (15 April 2011). “Next generation squadron”. Townsville Bulletin. Archived from the original on 25 August 2013. Retrieved 1 June 2013.

50. ^ McLaughlin (2010), p. 40

51.^ McLaughlin (2010), p. 41

52.^ Hamilton, Eamon; Johnson, Peter (10 December 2009). “Caribou history to live on”. Air Force. p. 9. Retrieved 24 October 2014.

53.  ^ Hamilton, Eamon (10 December 2009). “King Airs join ranks”. Air Force. p. 7. Retrieved 24 October 2014.

54. ^ Hamilton, Eamon (10 December 2009). “Fixed wings freed”. Army. Retrieved 1 June 2013.

55.  ^ “Final King Air delivered to 38SQN”. Australian Aviation. 6 July 2010. Archived from the original on 3 March 2011. Retrieved 1 June 2013.

56. ^ Pittaway (October–December 2016), pp. 47–49

57. Jump up to: a b Pittaway (October–December 2016), p. 49

58. ^ “RAAF King Airs Grace the Skies of Vanuatu”. Department of Defence. 25 March 2015. Retrieved 9 April 2015.

59.  ^ “20150320adf8248214_002.jpg”. Australian Defence Image Library. Department of Defence. Retrieved 9 April 2015.

60. ^ Pittaway (February 2016), p. 28

61.  ^ Riley, Rachel (3 August 2016). “RAAF fleet grounded over cancer risk”. The Courier Mail. Retrieved 7 August 2016.

62. ^ “B300 King Air Fleet returns to service”. Media release. Department of Defence. 2 August 2016. Retrieved 7 August 2016.

63.  ^ “King Air touches down in Townsville”. Australian Government Department of Defence. Retrieved 28 August 2014.

64.  ^ McLaughlin (2010), p. 42

65. ^ “RAAF restructures Air Lift Group”. Australian Aviation. 7 October 2010. Archived from the original on 2 March 2011. Retrieved 1 June 2013.

66.  ^ Hamilton, Eamon (22 July 2010). “Fleet is Complete”. Air Force. p. 7. Retrieved 24 October 2014.

67.  a b Bree, Max (26 September 2013). “Celebrating 70 Years”. Air Force. p. 2. Retrieved 24 October 2014.

68.  “RAAF C-27J buy confirmed”. Australian Aviation. 10 May 2012. Archived from the original on 19 May 2012. Retrieved 1 June 2013.

69. ^ Hamilton, Eamon (23 May 2013). “Marking 70th at Wings Over Illawarra show”. Air Force. p. 10. Retrieved 24 October 2014.

References

Coulthard-Clark, Chris (1995). The RAAF in Vietnam: Australian Air Involvement in the Vietnam War 1962–1975. The Official History of Australia’s Involvement in Southeast Asian Conflicts 1948–1975, Volume 5. St. Leonards, New South Wales: Allen & Unwin in association with the Australian War Memorial. ISBN 1-86373-305-1.

Dennis, Peter; Grey, Jeffrey (1996). Emergency and Confrontation: Australian Military Operations in Malaya and Borneo 1950–1966. The Official History of Australia’s Involvement in Southeast Asian Conflicts 1948–1975, Volume 4. St Leonards, New South Wales: Allen & Unwin in association with the Australian War Memorial. ISBN 1-86373-302-7.

Eather, Steve (1995). Flying Squadrons of the Australian Defence Force. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 1-875671-15-3.

McLaughlin, Andrew (June 2010). “Dingo Airlines”. Australian Aviation. No. 272. pp. 40–43. ISSN 0813-0876.

O’Brien, Graham (2009). Always There: A History of Air Force Combat Support (PDF). Tuggeranong, Australian Capital Territory: Air Power Development Centre. ISBN 978-1-920800-45-1.

Pittaway, Nigel (February 2016). “Innovation and flexibility – AMG embraces Plan Jerico”. Australian Defence Magazine. 24 (2): 22–28.

Pittaway, Nigel (October–December 2016). “King Air: Two Decades of ADF Service”. Aero Australia (52): 47–49.

RAAF Historical Section (1995). Units of the Royal Australian Air Force. A Concise History. Volume 4 Maritime and Transport Units. Canberra: Australian Government Publishing Service. ISBN 0-644-42796-5.

Roylance, Derek (1991). Air Base Richmond. RAAF Base Richmond: Royal Australian Air Force. ISBN 0-646-05212-8.

Stephens, Alan (1995). Going Solo: The Royal Australian Air Force 1946–1971. Canberra: Australian Government Publishing Service. ISBN 0-644-42803-1.

Wilson, David (2003). Warden to Tanger: RAAF Operations in East Timor. Maryborough, Queensland: Banner Books. ISBN 1-875593-26-8.

Wilson, Stewart (1990). Dakota, Hercules, and Caribou in Australian Service. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 0-9587978-5-4.

Islamabad, Pakistan, (Unmogip) March 1976.

 

Thanks to Trev Benneworth and the RADSCHOOL Magazine

 

UNMOGIP. Background!

 

In August 1947, India and Pakistan became independent. Under the scheme of partition provided by the Indian Independence Act of 1947, Kashmir was free to accede to India or Pakistan. Its accession to India became a matter of dispute between the two countries and fighting broke out later that year.

In January 1948, the Security Council adopted resolution 39 establishing the United Nations Commission for India and Pakistan (UNCIP) to investigate and mediate the dispute. In April 1948, by its resolution 47 the Council decided to enlarge the membership of UNCIP and to recommend various measures including the use of observers to stop the fighting. At the recommendation of UNCIP, the Secretary-General appointed the Military Adviser to support the Commission on military aspects and provided for a group of military observers to assist him. The first team of unarmed military observers, which eventually formed the nucleus of the United Nations Military Observer Group in India and Pakistan (UNMOGIP), arrived in the mission area in January 1949 to supervise, in the State of Jammu and Kashmir, the ceasefire between India and Pakistan and to assist the Military Adviser to UNCIP.

 

The tasks of the observers, as defined by the Military Adviser, were to accompany the local authorities in their investigations, gather as much information as possible, and report as completely, accurately and impartially as possible. Any direct intervention by the observers between the opposing parties or any interference in the armies’ orders was to be avoided. These arrangements remained in effect until the conclusion of the Karachi Agreement on 27 July 1949 establishing a ceasefire line to be supervised by UN military observers.

The Karachi Agreement specified that UNCIP would station observers where it deemed necessary, and that the ceasefire line would be verified mutually on the ground by local commanders on each side with the assistance of UN military observers. Disagreements were to be referred to the UNCIP Military Adviser, whose decision would be final.

 

On 30 March 1951, following the termination of UNCIP, the Security Council, by its resolution 91 decided that UNMOGIP should continue to supervise the ceasefire in Jammu and Kashmir. UNMOGIP’s functions were to observe and report, investigate complaints of ceasefire violations and submit its finding to each party and to the Secretary-General.

 

At the end of 1971, hostilities broke out again between India and Pakistan. They started along the borders of East Pakistan and were related to the movement for independence which had developed in that region and which ultimately led to the creation of Bangladesh.

 

When a ceasefire came into effect on 17 December 1971, a number of positions on both sides of the 1949 ceasefire line had changed hands. The Security Council met on 12 December, and on 21 December adopted resolution 307 by which it demanded that a durable ceasefire in all areas of conflict remain in effect until all armed forces had withdrawn to their respective territories and to positions which fully respected the ceasefire line in Jammu and Kashmir supervised by UNMOGIP.

 

In July 1972, India and Pakistan signed an agreement defining a Line of Control in Kashmir which, with minor deviations, followed the same course as the ceasefire line established by the Karachi Agreement in 1949. India took the position that the mandate of UNMOGIP had lapsed since it related specifically to the ceasefire line under the Karachi Agreement. Pakistan, however, did not accept this position.

 

Given the disagreement between the two parties over UNMOGIP’s mandate and functions, the Secretary-General’s position has been that UNMOGIP could be terminated only by a decision of the Security Council. In the absence of such an agreement, UNMOGIP has been maintained with the same arrangements as established following December 1971 ceasefire. The tasks of UNMOGIP have been to observe, to the extent possible, developments pertaining to the strict observance of the ceasefire of 17 December 1971 and to report thereon to the Secretary-General.

 

The military authorities of Pakistan have continued to lodge complaints with UNMOGIP about ceasefire violations. The military authorities of India have lodged no complaints since January 1972 and have restricted the activities of the UN observers on the Indian side of the Line of Control. They have, however, continued to provide accommodation, transport and other facilities to UNMOGIP.

 

In February 1975, the Australian Government announced that it had agreed to take over the role of providing air support to the United Nations Military Observer Group in India and Pakistan (UNMOGIP). On this day, a single DHC-4 Caribou (A4-199) from No 38 Squadron departed Richmond, NSW, bound for Rawalpindi in Pakistan. After flying its first sortie on 1 April, the aircraft’s role was to resupply observation posts and changeover UN personnel along the ceasefire line separating Indian and Pakistani forces in Kashmir. The 12-man crew’s base alternated between Rawalpindi and Srinigar (on the Indian side of the line), with six months spent in each location. The Caribou was rotated every four months to enable servicing back in Australia so that eventually three different aircraft had each served three tours before the commitment ended in late 1978. The last personnel and aircraft returned to Richmond in January 1979.

 

.

 

 

For 45 years the Caribou was the workhorse of the RAAF. Starting its service in Vietnam, this small fleet of just 29 aircraft punched well above their weight, both at home and abroad.

 

Be it the dangers of war, floods and/or fire, or the difficulty of search and rescue, the Caribou and their crews played a vital role in Australia’s history. This headline making aircraft has earned its place in history as the only Australian military aircraft to ever be high-jacked.

 

 

Affectionately known as Wallaby Airlines, the Bou and/or the Green Gravel Truck, the Caribou has been a quiet achiever, until now. At last this amazing story, spanning 5 decades, is told by those who witnessed history.

 

In this documentary, those who knew her well tell their personal and remarkable stories about their time with one of the RAAF’s most beloved aircraft.

 

The DVD is still available. I last saw one at QAM Caloundra.

 

 

September 2013 marked the 70th anniversary of the formation of 38 SQN. The 38 SQN motto reads ‘Equal to the Task’, and few RAAF units have equalled the variety of operations on which 38 SQN has engaged.

Today, the Squadron is equipped with eight King Air 350 light transports at RAAF Base Townsville, with 60 Air Force personnel and 25 contractors from Hawker Pacific on staff. On the occasion of the anniversary, Chief of Air Force, AIRMSHL Geoff Brown, congratulated the unit’s members on its rich record of service.

”Over the last 70 years, 38 SQN has worked continuously to support both peacetime and military operations, from supporting troops on the frontline to providing much-needed relief following disasters,” AIRMSHL Brown said.

“This anniversary is an opportunity to celebrate the squadron’s achievements, as well as remember those who paid the ultimate price and lost their lives in the squadron’s service.”

38 SQN was established at RAAF Base Richmond on 15 September 1943. Since then, it’s become the Air Force’s longest continuously serving operational flying squadron. Only the Central Flying School (effectively a non deployable training establishment) has a longer unbroken flying record, in continuous service since 1940.

Humble Origins

The genesis of 38 SQN came in 1943, which was a turning point for Australian military transport in the South-West Pacific Theatre of World War Two. The Douglas C- 7 Dakota, which became a staple of Allied air transport throughout the war, began arriving from the United States in serious quantities to equip RAAF transport Squadrons.

The Dakota was far more capable than the existing RAAF transports at the time, which were largely civilian airliners that had been pressed into military service. The Dakota featured a larger fuselage that could accommodate bigger loads and carry them further. Its introduction to widespread RAAF service coincided with the increased concentration of RAAF transport operations in northern Australia and into New Guinea.

In southern Australian states, a requirement for military transport persisted, both to service the majority of military headquarters as well as reach out to Defence units located along the eastern seaboard of Australia and into Western Australia. To this end, 38 SQN was formed in September 1943 with a fleet of Lockheed Hudsons, a design which had its roots as a commercial airliner before the outbreak of war in Europe saw it converted into a patrol bomber. In 38 SQN service, the Hudson would come full circle- each aircraft’s offensive armament, which included nose mounted guns and a dorsal gun turret, were removed. Seating capacity within each aircraft was fitted for 14 passengers.

Much like its present-day duties, the role of 38SQN was to transport essential Defence personnel around Australia and into the immediate region, accomplished in the Hudson at a ponderous 200 knots. The Hudson was unpressurised, with a maximum range of 3000km.

The Hudson allowed 38 SQN to create a transport network from RAAF Base Richmond (with a detachment created in Gorrie, near Larrimah in the Northern Territory). In February 1944, it began re-equipping with the Douglas Dakota, which would be operated by the Squadron for nearly 30 years. The Dakota had an increased capacity of 28 passengers,along with the ability to carry cargo and aero-medical evacuation patients or bulkier items of cargo.

Following the Japanese Surrender in August 1945, 38 SQN flew the first Australian aircraft into Singapore and Japan, with one crew taking  Australian journalists to Hiroshima. The unit participated in the return of Australian personnel (including former POWs) from the South Pacific Theatre. Former CO 38 SQN, SQNLDR John Balfe, recounts inhis published wartime memoir ‘….And Far From Home’ the emotional scene of 38SQN Dakota crews inviting former POWs – many of whom held captive since the fall of Singapore in 1942 – to the cockpit of the Dakota, allowing them to view Darwin from the air as dawn broke. For these rescued POWs, it was their first sight of Australia, and brought many to tears.

Sadly, many were never to return. On 18 September 1945, 38 SQN experienced its worst ever air disaster with the loss of Dakota A65-61, which crashed in Irian Jaya, in present-day Indonesia. All of the 28 RAAF and Army members on board were killed when, during a return flight from the Japanese surrender in Morotai, their aircraft collided with a mountain range. Little was known about the cause of the accident, and the wreckage of the aircraft – and remains of its occupants – was not iscovered until 1970.

A not-so Cold War

The immediate post-war years featured some of the most colourful tasking in 38SQN’s history. The unit was spared the axe during the post-war disarmament, and along with 36 SQN and 37 SQN, formed part of the fortnightly courier flights from Australia to Japan (via Morotai, the Philippines and Okinawa). A 38 SQN detachment was established at RAAF Base Pearce and in Port Moresby (then still part of the Australian territory of Papua New Guinea).

In May 1946, three Dakotas from 38 SQN transported 25 tonnes of pig bristle from Chungking in China to Hong Kong over two weeks. Pig bristles were essential part of paintbrushes, which were a necessary supply for the postwar housing boom. It was extremely hazardous tasking—there were no modern maps of China available to the crews, and the country was descending into civil war. The flight from Hong Kong to Chungking was an 1100km return trip with no available divert airfields. Alongside Royal Air Force (RAF) Dakota crews conducting the task for the United Kingdom, 38 SQN completed eight return flights to Chungking and brought the pig bristles out.

 

In August 1948, 38 SQN gave half its pilots to an ‘Australian Squadron’ flying RAF Dakotas during the Berlin Blockade—also known as the Berlin Airlift. Alongside crews from 36 SQN, the 38 SQN members flew 2062 sorties to Berlin.

In June 1950, 38 SQN was sent to Changi in Singapore (and later Kuala Lumpur), to provide transport for Commonwealth units engaged with communist forces in the jungles of Malaya. Airlift again proved an essential means of delivering cargo over difficult terrain. During this deployment, half of 38 SQN’s strength was sent to Japan to form 30 Transport Flight, supporting Australian units engaged in the Korean War.

In December 1952, 38 SQN returned to Australia from Malaya, having carried nearly 1.7 million pounds of supplies; 17,000 passengers;and 326 aero-medical evacuation patients. On its return to Australia, the squadron effectively absorbed 36 SQN, which in turn was re-established in Japan. In early 1954, HRH Queen Elizabeth II conducted her first Royal Tour of Australia as the reigning monarch, largely flown by 38 SQN during the visit.

In March 1954, 38 SQN took over VIP flying duties in Canberra, as well as becoming the RAAF’s air movements and transport training squadron. It was relocated to RAAF Base Richmond in 1958, with a number of its personnel posted to 36 SQN to operate the C-130A Hercules.

During the early 1960s, 38SQNwas responsible for a number of ‘hack’ aircraft at RAAF Base Richmond, intended to provide currency flying for Air Force pilots in the Sydney, Williamtown and Canberra area, as well as being available for communications duties. Amongst the Squadron’s

fleet included a Meteor fighter, Canberra bomber and Winjeel trainer.

Enter the Bou

The need to replace the venerable Dakota was well and truly evident by the 1960s. The respective views of Army and Air Force on replacing the Dakota were formed from their recent operational experience. Army wanted a light transport that could carry 32 troops over short distances and support personnel on the frontline. Air Force, having recently introduced the C-130 to great effect, wanted a pressurised transport that could carry 9,000lbs (four tonnes) of cargo over 1300km. The Army won out, with the DHC-4 Caribou being ordered for 38SQN.

The first Caribou were collected from the factory in Canada in early 1964, and flown over 25,000km to Australia. Subsequent deliveries of Caribou that year saw aircraft dispatched directly to the RAAF Transport Flight Vietnam (RTFV). While 38QN itself was not deployed to the Vietnam War, it played a hand in training and supporting the workforce that served with the RTFV, later re-titled 35 SQN, until its withdrawal in 1972.

In the meantime, 38  SQN Caribou were operated in Port Moresby under ‘Detachment A’, with Papua New Guinea (then an Australian territory) being a key proving ground for 38 SQN personnel. The Squadron’s Colours were presented by HRH Prince Philip in April 1971.

On 28 August 1972, 38 SQN suffered its only fatal accident with the Caribou. Aircraft A4-233 came down in poor weather whilst flying through the Kudjeru Gap in Papua New Guinea, claiming the lives of three RAAF crewmembers along with an Army Ground Liaison Officer, an Instructor, and 19 Army Cadets. Four Cadets survived the accident, discovered by rescue teams four days later.

In September of 1973, the Dakota was finally retired from 38 SQN service. From March 1975 until 1979, the United Nations Military Observer Group in India and Pakistan (UNMOGIP) saw 38 SQN deploy a Caribou to the Kashmir region between the two countries. Taking over courier duties from a Royal Canadian Air Force Caribou crew, flying 

conditions in the Kashmir were perhaps some of the most challenging in the squadron’s history, with some airfields as high as 8500ft and some minimum safe heights being 21,000ft – close to the Caribou’s maximum ceiling.

From August to October of 1975, 38 SQN provided Caribous to support Red Cross operations in East Timor, then emerging from Portugal’s colonial empire. During these operations, a 38 SQN Caribou held the ‘distinction’ of being the only RAAF aircraft to be hijacked, as a group of Timorese Democratic Union soldiers forced A4-140 into the air with 54 people on board on September 4. The aircraft was just able to arrive in Darwin safely.

For much of the 1970s and 80s, 38 SQN’s work entailed support to Army exercises and assistance to civil communities in Australia and Papua New Guinea. In December 1992, the unit relocated from RAAF Base Richmond – where it had spent the majority of the past 49 years – to RAAF Base Amberley. From 1997, the Caribou’s cockpit was fitted with Night-Vision Goggle compatible lighting.

In 1999, 86 WG Detachment B was established in Darwin, with 35 SQN and 38 SQN providing Caribou and crews to support operations in East Timor. The deployment continued through the disestablishment of 35 SQN in December 2000, which saw 38 SQN becoming Air Force’s sole Caribou operating squadron. The Caribou detachment returned from East Timor in December 2001, however in mid- 2003, 38 SQN was deployed with its Caribou to the Solomon Islands as part of the peacekeeping mission ’Operation Anode’.

Dingo Airlines

Support to the civil community continued throughout the Caribou’s twilight years, with 38 SQN relocating from RAAF Base Amberley to Townsville in December of 2007. Civil aid to the community continued following flooding in PNG in November 2007; Floods in Ingham, Queensland, in February 2009; and following the crash of a commuter airliner in Kokoda in August of that year. By 2009 however, the writing was on the wall for 38 SQN’s Caribou days. Low serviceability and ageing airframes were leaving 38 SQN out of many operational deployments, and in December 2009, the Caribou was finally retired from RAAF service. 38SQN had operated the type for 45 years – more than two thirds the Squadron’s history.

The announcement had been made to retire the Caribou in early 2009, with a decision made to reallocate three King Air 350s in Army service to 38 SQN. Another five new aircraft would be introduced to 38 SQN, leased from Hawker Pacific and operated from RAAF Base Townsville.

The King Air was intended for 38 SQN as a interim light transport, until the selection of a Battlefield Airlifter. In May 2012, it was announced that the C-27J Spartan would be selected as Air Force’s next Battlefield Airlifter, however it would be operated by a re-established 35 SQN. The net result of this is that the King Air will equip 38 SQN into the foreseeable future.

On the 70th anniversary of 38 SQN, the unit finds itself in a similar circumstance to its formation- providing a light courier and transport service with a twin engine aircraft, intended to provide a flexible regional service to Defence. Its recent history has continued to focus its operational efforts within Australia and in several operations within the Asia Pacific region. For example, the commitment to supporting activities in Papua New Guinea has continued, including the 2012 National Election in that country.

In 2011, several 38 SQN pilots were attached to the United States Air Force to operate MC-12W Liberty, an Intelligence/Surveillance/Response variant of the King Air. These pilots were able to operate the aircraft for an extended period in the Middle East Area of Operations, receiving invaluable experience.

In November 2013, the position of CO 38 SQN handed over from incumbent WGCDR Stew Dowrie to incoming WGCDR Michael Burgess-Orton. On the occasion of the unit’s 70th Anniversary, WGCDR Dowrie attributed the squadron’s continuous record to always being needed to provide a reliable transport service.

“I think there was never the opportunity to shut us down; we weren’t necessarily at the forefront of operations, but we were always there doing the business,” WGCDR Dowrie said.

“For their day, each of those aircraft was considered reliable, dependable and highly effective.”

“We’re pretty much doing the same job with the same great calibre of people; it’s just the aircraft that have changed,” he said.

“We provide niche light transport that’s flexible, efficient and saves people time and money. But it’s not just for VIPs; it’s for anyone who needs to move quickly.”

The squadron also plays a role in giving pilots valuable aviation experience, producing flying instructor candidates and junior pilots capable of transitioning to the large modern fleet Air Force operates.