HISTORY

R.A.A.F Base Edinburgh - Flight Line - circa late 50’s to early 60’s. Looking east from ATC

Aircraft: Bristol Freighter, Canberra bombers and Meteors and in far background Neptunes, C-47 s

R.A.A.F Base Edinburgh. The departure of the last RAAF C-47 on inventory

Circa - end 1999

Photos courtesy of Peter Hancock

1960 Blair ‘Tiny’ Jackson became first ‘fireman’ WOFF

Fire Training Centre moved to Building 104 in 1965.

On 23 Nov 1982 Fire Training Centre ceased to exist and the School was re-established as Detachment B (still at Point Cook) of the Defence and Security Training School at Amberley.

The first Tri-service course was run 22 Feb to 23 Jun 1992.

The first female Firefighter graduated Basic Course 2/92.

The following passages are written by Peter Elliott and Pat Mildren.

FIRE VEHICLES.

With the formation of the Fire Service there were two different Fire Vehicles in use at this time.

Ford and Chevrolet Blitz

These WW2 vehicles were converted to carry six large CO2 cylinders connected in two banks, some fire hoses, branches and rescue equipment. A Driver/Operator and NCO in the cab plus one or two Branch/Rescue men who rode standing on the rear platform, manned these vehicles.

Shelvoke and Dewry

This vehicle made by Shelvoke and Dewry was designed as a street sweeper in England and was referred to as an S&D. Most Firemen, of these years, will tell you that S&D really stood for Slow and Dopey. This was a timber cab, four-cylinder vehicle, which was probably capable of reaching 50 MPH (80Km/h) providing that it was travelling downhill with a fair tailwind. It was recommended that the driver learned to roll a cigarette, as the vehicle was fitted with a crash gear box. The time it took to perform this task was the recommended time the driver should remain in neutral when changing from one gear to another. In spite of the above, once this vehicle reached its destination it was capable of delivering an extremely efficient water supply from its 1000 gallon water tank and centrifugal pump.

Rolls Royce

In late 1958 No5 Basic Course was extended by two weeks as the Service took delivery of the first special purpose fire vehicle which were referred to as a TFA (Truck Fire Aircraft). A straight eight B81 Rolls Royce motor on a Thornycroft chassis powered this vehicle with four wheel drive for normal operation and the option of all six-wheel drive. It carried 800 gallons of water and 96 gallons of foam compound. This foam compound was a blood and bone bi-product and therefore the fire training grounds were always well grassed. This vehicle carried up to five personnel including the driver and had two separate pumping systems. The primary system was run off a foam generator and operated a roof monitor or two front 6 inch (150mm) hand lines. The driver from his position within the cabin operated the monitor and the hand-lines. The monitor required, as a general rule, seven hand operations to commence production. Both functions could not be operated together as they were run by different gear ratios. The secondary system operated the centrifugal pump from the rear platform of the vehicle. This system also included a hose reel, suction pump, foam induction (around the pump proportioner) that induced different foam percentage rates, hydrant inlets plus two delivery lines. The vehicle also carried four 50lb CO2 bottles, (two on each side with delivery lines) and a variety of rescue and fire equipment such as axes, shovels, crow bars, branches, adaptors, etc in lockers on the sides.

Dodge Early Rescue

In 1961 the Truck Early Rescue (TER) was introduced into the service. This vehicle was based on a Dodge Power Wagon configuration with either two or all four-wheel drive option. A Driver and the Fire and Rescue Controller in the front cab and a rescue man on the rear platform operated it. The fire fighting medium consisted of two 150lb Dry Powder cylinders with the powder being delivered via two 50 ft one inch hoses. Other equipment carried was a porta-power kit, normal rescue items such as axes, crowbar, etc plus a telescopic floodlight system. Rescue clothing consisted of full asbestos fire suits. Part of the B, (weekly) inspection was to vigorously shake the “dust” from these suits as they were renown to collect dust from the air. Perhaps this was asbestos fibre that was being shaken free and being inhaled.

Courtesy: Peter Elliott

BASE FIRE SECTIONS

POINT COOK (by Peter Elliott)

While learning to drive one of the Blitz Trucks out towards the Fire Ground at Point Cook, a Wirraway Aircraft doing a loop the loop crashed into the fire ground and the Transport Driver Instructor and myself were the first on the scene, ahead of the Duty Fire Crew. As luck would have it the pilot managed to release himself and the aircraft did not catch fire, however, when one of the instructors turned up he told the Duty Fire Crew to return to the Tower as the school will stand by the crashed aircraft. When I pointed out to the Instructor that the truck was only being used for Driving Instruction and that it had no hoses or CO2 bottles connected I was told to be quiet and we stood by untilled cleared to return to the school.

TOWNSVILLE

(By Pat Mildren)

Sgt Curley Young, (later promoted to F Sgt then W Off) was the first senior Fireman located at Townsville. The first fire section consisted a watch/crew room located on the North west corner of Hangar 75 under the Air Traffic Control Tower which was on top of this corner and a tin shed located between this hangar and the Officers Mess. On completion of the new Air Traffic Control Tower in 1966 on the other side of the runway, Fire Section was moved to that location and occupied the parking bays attached, the adjoining two rooms and the WOff and F Sgt office on the south east ground floor.

The sleeping quarters were located in a small igloo building located where No 35 Flight line hut is now located. At a later stage two of these igloos were moved to the northern end of the Control Tower and the sleeping quarters were relocated.

Arguably, the most serious fire the Fire Service has attended over the years occurred during May 1963 when it was called upon to assist at a fire at the sugar terminal at the Townsville port. The fire took three days to extinguish and one of the RAAF Fire Service’s TFAs spent the full three days pumping water from the harbour. The vehicle remained running for this total time and the crews rotated from their normal shift of 24 hours on 48 hours off, to man it around the clock. There were many lessons learnt from this fire as civilian fire appliances were called in from all centres from Cairns to Mackay and it was found that all these centres used different thread sizes. The only service that carried adaptors was the RAAF.

Another major event, which caused the Fire Service some unexpected problems, occurred when cyclone Althea hit Townsville on 24 December 1963. Severe damage occurred throughout Townsville and Fire Section did not miss out. The car port roof over the vehicles at the side of the control tower was torn off and this section of roof included that over the watch room. The watch room attendant had a very lucky escape as he dived under the very old and sturdy desk when he heard the roof being ripped off and this saved him from being hit with a very large steel girder which fell onto the desk. Three TFAs, (which each weighed 13 tons) were parked in the bays and each had the hand brake fully on and the gear box in low reduction, six wheel drive and the wind force slid these back from one, to four meters. They all had their corner observation glass windows blown out.

TOWNSVILLE

(by Peter Elliott)

As an AC, I together with LAC Ray Mutch and LAC Ces Baker were posted to Townsville. There was a Corporal working at Barracks however I can not recall his name as he left shortly after we arrived and was never heard of again.

On our first day at Townsville we were met by the SATCO, who was also the Base Fire Officer. He told us that we were the EXPERTS and he only wanted to see us if we had a problem. I often thought of this statement throughout my career. There we were considered experts after an eight-week course and in my wildest dreams I would not consider a new fireman just posted from the school an expert.

The three of us were told to work 24hrs on and 48hrs off which meant that there would be one fireman on duty every day. Our Duty considered of getting a list of the duty fire crew from the notice board in the Lincoln Hanger and allocate each person to a position on the Fire Vehicle which including a rescue man who wore the asbestos suit. We also serviced the emergency lighting, which consisted of kerosene Hurricane lamps.

My first lesson of the power an AC Fireman could have was when I noticed a Lincoln Aircraft being refuelled in the Hanger. I pointed out to the Duty ATC Officer that the practice was not allowed as per the AP 957, ( RAF Fire Manual as we did not have our own at this time). He requested that I inform the WOE of the regulations to stop refuelling and to move the aircraft out of the hanger. He would watch me from a window in the hanger wall. When I fronted the WOE he looked at the manual stopped the refuelling and moved the aircraft out of the hanger. I walked back to my room 10ft tall.

The first major crash I witnessed was a Lincoln doing circuits and bounced off the runway and ended up flying between the two civil hangers and crashed into the paddock behind them and burst into flames. The Rescue man in the Asbestos suit was ordered to enter the aircraft through the rear turret, which would have been suicidal. As luck would have it the crew were already out of the aircraft and were hiding in a ditch.

The blitz truck throwing a 30ft soapy solution could not put out the fire.

10 Sqdn Lincon Townsville

Another incident which shows how proficient we were in those days occurred when I was on duty with the Duty Crew on the night of the Airman’s Christmas Function and we were ordered by the SATCO to attend the function and that members of the Sgts Mess would Man the Fire Truck. They would not of had a clue if the ANA or TAA aircraft had crashed.

When the Duty Air Traffic Controller went to tea he would have the duty fireman man the tower and if a light aircraft came into the circuit we gave it a green light to land. We would then inform DCA that he had landed. We also gave clearance over the radio to some of the larger Aircraft to land. I guess if one of these aircraft had crashed we would have sounded the Crash Alarm and then ran down to man the fire Truck.

UBON THAILAND

(By Pat Mildren)

In October 1962 the Australian Government formed 79 Sabre Jet Fighter Squadron from aircraft and men of 3 and 75 Squadrons who at that time were located at Butterworth Malaysia and Base Squadron whose members were drawn from Bases in Australia. This Base was located in north-east Thailand very close to the Cambodian border and was part of the SEATO forces set up to protect the country from the expected invasion of Communist forces. The Sabres were armed with ammunition and sidewinder missiles and placed on continuous standby. The Thai Air Force flew T28 Trogan fighter aircraft.

The aircraft, which exploded. This event had a very unusual outcome. The crew was no doubt saved by the actions of the RAAF firemen who This Fire Section was unique in that it contained Firemen from the USA Air Force, The Thai Air Force and the Thai Civilian Fire Brigade. RAAF Firemen manned USA Fire Vehicles after being given a crash course of one day. These vehicles were almost twice as large as the TFA and contained three separate motors, one for drive, the second for the foam pump, and a third to drive a water pump. They produced foam from two roof turrets; one bumper turgent and two hose reels and also carried a tank of CB.

In February 1963 a TFA was flown in from RAAF Butterworth as it was found that the American vehicles were continually unserviceable. RAAF manning grew from five initially to eight in 1968 when the squadron was withdrawn. During this time the section experienced several serious incidents including a bomb laden Phantom was very quickly on the scent and assisted the two crew to safety and extinguished the fire. Later, much to their disgust the section was advised that the CO of the US Squadron had made a serious complaint about the actions taken by the Fire Crew. They used too much foam to extinguish the fire. Of course this incident left a very sour taste with the Crew and revenge was given a high priority from that time. The opportunity presented itself on the following Christmas Day when the Crew which was led by a Sergeant decided that the US Officers Mess required a white Christmas and proceeded to give it one with a lengthy spray of foam from the TFA. Unfortunately, (or fortunately) the very same CO who had made the complaint just happened to walk out the front door at that moment. This created an enormous diplomatic incident, which was eventually settled without further grief being suffered.

UBON THAILAND

( by Peter Elliott)

I was posted to Ubon after 12 Months at Pearce. This was a great experience as far as gaining firefighting knowledge. Serving with me was Joe Richards, Vic McKean, Roger Leek, Bing Crosby, Joe Robertson, Pancho Branson and Steve Smith. I found we were much more proficient than the USAF fire service and I could never adapt to having 18 fire vehicles under my control when a Sabre declared an emergency.

WILLIAMTOWN.

(By Pat Mildren)

The Fire Section at Williamtown was originally housed in a hut located at the rear of Motor Transport and alongside Tanker Pool. The vehicle parking located beside the hut was previously used as a stop butts. The first NCO in charge of the section was Sgt Barney Kildey. Barney remained at Williamtown until his discharge as a WOff many years later.

This Base has been the home of the Fighter Squadrons with Operational Conversion Unit, 75, 76 and 77 Squadrons all being stationed here over the years. During 1959 three Sabre aircraft crashed and the Pilots were all killed. The Sabre was fitted with a North American Ejection seat was activated by a pull grip lever on both sides of the seat. The first pull movement triggered the explosive bolts which ejected the canopy and the second the seat itself. During the investigations into these crashes it was established that the Pilots had attempted to eject as the canopies had been blown from the aircraft however the second pressure to eject the seat had not occurred. Tests eventually found that these Pilots were all very tall men, (close on or over 2 metres) and that they had been struck in the forehead and rendered unconscious by the canopy when it was ejected.

From this the seat mechanism was changed so that the canopy was no longer blown from the aircraft but a blot which was fitted to the top of the seat fired through the canopy fracturing it so that the seat blasted through what remained. In perfecting this process the life of a FSgt Armourer was lost when a seat exploded from an aircraft on the tarmac as he was carrying out tests which required the seat to be armed. This man was well known to the Firemen as he had given them an Ejection Seat safety lecture on the previous day.

In another fatal incident during 1959 the fighter squadron was engaged in an exercise against the bomber squadron from Amberley. The Sabres were set up on immediate stand by on the main runway apron and this required the presence of a manned fire vehicle. On returning from an interception sortie a Sabre taxied to the marshalled position by a ground crew member who had only arrived on base that day. He chocked the aircraft and gave the pilot the clearance signal for his shut down run up then instead of walking away from the intake he turned into it and was sucked into this. The Fireman on duty was given the gruesome task of having to go into the intake to retrieve the body.

BUTTERWORTH MALAYSIA

(By Pat Mildren)

The first firemen to be sent to Butterworth during 1958 came under the direct control of the RAF Fire Service who supplied the bulk of manpower and equipment including vehicles. In 1960 a Rolls Royce TFA was sent to the Base. Butterworth, at this time became the home of two fighter Squadrons made up from 75, 76 and 77 Squadrons, which rotated, between here and Williamtown.

One of the more notable events at Butterworth occurred on the 13 May 1969 when after the country general elections riots broke out throughout the country. These revolts were the result of severe tension between the Malaysian and Chinese political parties. It has never been fully revealed just how many people lost their lives during these riots however there was sufficient for the complete country to be placed under a total curfew. The Fire and Rescue Crew on duty on this date was made up from RAAF, with Malaysian, Chinese and Indian auxiliaries.

The Base was placed on full alert and the Fire and Rescue Controller, Sgt Pat Mildren, had the task of ensuring that the Malaysian and Chinese members of his crew were kept well apart as tensions were very high. When questioned one of the Chinese members made it very clear that should the trouble extend to the Base, all Australians were to remain neutral and they would be safe however no guarantees could be given for the Malaysians. Although not issued, weapons and ammunition were made readily available should they be required. The problem commenced on the Saturday evening and as the curfew extended to everyone, the Base was isolated with no one allowed onto or off.

This condition lasted until the following Tuesday when special permission was given for the RAAF to collect and bus members from all areas on Penang Island and the mainland to the Base. In the meantime those who had been on duty remained on duty until relief arrived. In fact at one stage those on duty were informed that there was a possibility that all dependants may be evacuated and that the Hercules Squadron at Richmond were on immediate stand by to carry out this task. This was averted however the 24-hour curfew remained in force for several weeks. This curfew was gradually reduced, at first by a few hours and then gradually increasing. There was still a two-hour curfew between midnight and two AM.

BUTTERWORTH

(by Peter Elliott)

After 12 months in sunny Townsville I was posted to Butterworth in Malaysia.

A RAF WOff was running the Base. 10 Australian Firemen and 10 English Firemen and 3 Local RAF Malaya Fireman were to man the Fire Section.

As the RAAF did not have any large transport Aircraft we were attached to Amberley and every time a RAF Hastings passed through on an NAVEX we would try to hitch a ride to Butterworth. The RAF got fed up with us hitch hiking and started to say the aircraft were always full. In the end we had to catch a train to Sydney where we caught a BOAC Britannia to Singapore and a Malayan Airlines DC3 to Butterworth.

When we arrived the RAF Firemen were surprised to see us as they had been told that the RAAF did not have a Fire Service, and when they saw our three Blitz Trucks in the compound a message came smartly from FEAF that those vehicles were not to be used on that airfield. We had four weeks to learn to drive the RAF trucks, which were large Royal Royce vehicles complete with radio communication. At the end of the 4 weeks we had to demonstrate that we could operate these vehicles.

Many months later a RAAF TFA ( Thornycroft) arrived with Tiny Jackson as the instructor. Each of us was told to sit in the drivers seat and open the different valves etc. and when foam came out of the monitor we were congratulated and told to read the TFA Manual. The truck was immediately brought on line

We were only allowed to produce foam on the weekends, (foam shortage) and on the following Monday I was still reading the manual and doing dry runs in the cabin, when the crash alarm sounded for a DC3 with an engine on fire at the threshold. I drove the truck like an expert even turned the bell on, at the aircraft I pulled and pushed the controls and much to my surprise all that came out of the monitor was spitting water. Others and I tried again with the same result. In the mean time we extinguished the fire with CO2 and CTC.

When we returned to the section we pulled the foam pump apart but could not get the truck to produce foam and then an LAC asked what does that valve do ? We opened the valve and the best foam you could wish for poured out of the monitor.

What had happened was that the LAC on the weekend had done the foam test but did not reset the 3way valve because that was the instruction on the next page, the rest of us had not reached the page on foam tests .

While flying was in progress at Butterworth we were expected to sit in our vehicles out on the taxiways for eight hours at a time, we had some super saves where we were pulling the canopy of the aircraft as it stopped in the Barrier. In one case the pilot used my shoulder to reach the ground while I used a Dry Chemical on a collapsed nose wheel. The down side of this practice was that some of us ended up with Tinea of the crutch from sitting on the foam seats. In the Malayan heat.

I became a Cpl while at Butterworth and I believe we all felt we had gained a lot of experience by working

WILLIAMTOWN

(by Peter Elliott)

I returned from Butterworth via a 14-day sea cruise on the liner JVO to Brisbane and then I had to make my way to Williamtown as for some reason Williamtown was considered a Qld posting. FSgt Barnie Kildey was the senior Fireman.

We did not have a toilet near the section so the powers to be put in a toilet complete with a flap at the back for the bucket. One of the firemen would always hide in this toilet with the paper whenever there was work to be done. This ceased one-day when someone bought a large firecracker, which was lit and stuck, it in the flap while one of the fireman was meditating. When it went off the door flew open and our lad came out pants around the ankle and very angry. I picked up my Sgts at Williamtown and got posted to Richmond.

Note: go to ‘Reunion/Anniversaries for more history...

19th November 1982 Fire Plaque. Designed and constructed by Bob Prosser

Pearce 1979

Fire Section - old and new

Photos courtesy: Ron Davis

R.A.A.F Base Point Cook - First Basic Fire Training Courses

No 1 (All of these were Cpls on the course and passed out as such)

Instructors. Sgt Tiny Jackson. Cpl Earnie Yardley

Pupils. Brian Griffiths. Tom Flemming. Bill Clarke. Vic Scrivan. Ray (Curly) Young. Barney Kildey.

No2 (Some were Cpls and the rest LACs. They passed out as such)

Instructors. Tiny Jackson. Cpl Earnie Yardley. Cpl Brian Griffiths. Cpl Jack White (Transport).

Pupils. Tom Docherty. Dave Cromby. Charles McPhail. Jack Bermingham. Joe Robson.

George Gledhill. Bruce Ellis. Kevin Lovell. Bill Berry.

No 3 (Again these passed out with starting rank however I believe most were LACs.)

Instructors. Sgt Tiny Jackson. Cpl Brian Griffiths. Cpl Earnis Yardley.

Pupils. Pappy Davis. Paul Chapman. Peter Elliott. Ray Mutch. Len Andrews. Wally Davis.

Graham Joce. Graham Ward. Jim Baker. John Denman. Darby Munro. ___ Thompson. ___Robinson. ___Saylor.

Although LAC Menzies and LAC Gibbons are mentioned as members who attended training at the Melbourne Metropolitan Fire Brigade - Eastern Hill Fire Station - there appears to be little supporting history. We welcome further feedback in relation to these two RAAF airmen.

The last official RAAF B707 flight photo taken at Richmond Mid 2008.

The following account is written by Noel Francisco:

One of the notes that Pat Mildren spoke of in the history section (after Ubon), was about an accident that happened in 1959, where an aircraft mechanic was sucked into the intake of a Sabre Jet. I was the fireman on duty at that time. I saw the incident and it was a horrifying experience, he was there – then he was gone. A medic and I managed to remove the body and I’ll never forget the experience of that terrible day.

I served in Malaya from May 1960 – November 1962, during this time I was sent to Ubon from May – August 1962. There were only five of us Aussie firies and 7 yanks. We had a great time competing with each other.

We used to invite each other to our respective camps for dinner. Yanks never got to get steak, so we invited them over on steak night and they would invite us to their mess on ham night.

One morning after breakfast nearly all of those stationed in Ubon went to the American side of the airstrip, as we were working together on various building operations. About half an hour after we moved to the American side, six Thai Air Force T28's came back from their dawn patrol on the Mekong delta, and doing their best imitation of the Yank fighter ace – doing barrel rolls and so on, one of the Thai pilots forgot to safety his gun's and coming into land accidentally hit the firing button and blew most of our tents apart.

Thank goodness no one was harmed and, luckily, we had spare tents.

Noel Francisco

RAAF Fire Service [SEC=UNCLASSIFIED].eml

On Sunday 29th July, 1973 members of the RAAF Fire Section Butterworth attended the above fire and the letter below was sent in appreciation

Fire Crew in Attendance: (names guys please - I have a good idea but want confirmation...

Crew: Darby Munro, Chas Adlard, Norm Taylor, John Kromwijk,

This tragic accident as recorded in 1959 was sent by Huggy Hughes

This excerpt from a Flying Safety Magazine was sent by Bill Woolrich

An early shot of Fairbairn flight line - P51 Mustangs on left and right, and although hard to see - Vampires in foreground. The four engine dark aircraft near the tower is a Lancaster and the aircraft in the distance are Mosquitos. Info courtesy: John McCosker.

An early shot of Fire Section Pearce - These B & W photos sent by Shane Irwin

1965 Man Management and Supervisor’s Course (Historic Value)

Top Row: L-R No 6 Ian Bloom

Middle Row: No 3 Col Walters, No 5 , No 7 Paul ‘Junior’ Nash,

Front Row: No 1 Sam Sunderland,

Photo courtesy: Noel Francisco

Townsville early sixties. Watch room located to the right of Rescue on end of hangar.

Last Ansett flight at Townsville... (727)

For names see ‘Fire Sections’ - Pearce...

26Jun2009 The last days of the R.A.A.F Hostel - the Hostie, Tanjong Bungah Road - Penang

Photos courtesy: Pete McGraw

2009 This badge was worn by Lyle Oaklands during his recent attachment to the Middle East . The badge was designed by the Dutch firies and approved for wear by the CO of Task Unit 633.2.2.

The Coalition Fire Service; Canadian/French, Australian and Dutch Firefighters.

Fire Instructors developed this badge at RAAFSFS and was worn between 1988-1992. Fire Instructors. unlike other Musterings, had been difficult to identify - this badge solved the problem. The CO authorised the temporary insignia on working dress as a necessary part of unit objectives.

Information courtesy: Greg Voss - The badge was designed by the instructors as a group with the final design agreed by all. Instructors involved overall were ; Lindsay Crouch, Keran Carsburg, Peter Smith, Brian Kennedy, John Tuohy, Chook Fowler, Bevan Male, Bruce Karger, Keith Pointon, Gary Ross and Greg Voss.

A fond farewell - Ron ‘the don’ Feudoloff - by Keran Carsburg

Courtesy: Ces Boyter

The attached is a copy of an appreciation certificate presented to the RAAF personnel at Williamtown following the intense bushfires of early 1994. The Base personnel were led in the DFACC response by the firefighters to protect the base and surrounding properties including Medowie. The Fire fighters did extraordinarily well with many giving their off duty time to assist. Bob Robertson was inspirational in leading and coordinating the overall base effort , and was responsible for the timely evacuation of a nearby aged persons home. There is no doubt that the RAAF firefighting teams saved lives , and no damage was incurred to the Base or aircraft.

Courtesy: Greg Voss

Here are some shots of the Point Cook Fire Training School of yesteryear...