Wartime Aircraft Events at Sandgate

A Dialogue from Material provided by Ross Cameron at the Sandgate Historical Society

Imagine if you will that night is falling and we Ghosts of the Past are huddled round a campfire on the foreshore at Brighton. We gaze into the primeval fire and our memories of these events so long ago in our so short lives are stirring:

The American’s 80th Fighter Squadron is formed at Mitchell Field, New York, in January 1942, and by May 10th, it moves to Petrie Aerodrome, just outside Brisbane. There, for two months, the squadron trains and prepares for combat.4

There are nine aircraft accidents in the short period the Squadron is at Petrie. In mitigation, it can be said that they are a young bunch of pilots straight out of flying school.5

Those killed in air crashes in the vicinity of the RAAF base at Sandgate are:

2nd Lt Max Jones      on        May 26, 1942

1st Lt George Austin  on        July 2,   1942

1st Lt Joseph Cole      on        July 15, 1942

2nd Lt Trevis Ferguson on     July 15, 1942 1

Lieutenant Max Jones

Killed instantly when his plane hits a tree while landing at Petrie Aerodrome1

Lieutenant George Austin

 Killed instantly when his plane collides with another 80 Squadron plane while flying in formation over Redcliffe 1

“Lt Austin is the flight leader, I, Lieutenant Malcolm Sponenburgh, am his wingman. We are returning from gunnery practice, flying at about 1000 feet. He gives me the standard signal to close up the formation. I move into the spot he requires I always fly – a little below but close in. We fly along for a couple of minutes. He never looks in my direction nor can I detect any motion on his part. Then he slumps over the stick and the airplane turns into me and starts diving. I close the throttle and try to turn and dive with him. Seeing that he will soon be in a vertical dive with little altitude I try to break off, but I am not quite clear of him and we collide.”5 …

After the collision, Lieutenant George Austin tries to reach the sea, but goes into a dive. Without enough altitude to bale out, he is killed as he crashes into Charles Rossiter’s market garden situated between Josephine and Sylvester Streets. Bullets are exploding all around Mr. Rossiter when the aircraft crashes 14

Sponenbergh ditches in Moreton Bay to avoid crashing on Redcliffe. He is rescued by Mr. Larkin and his two sons who are fishing in a rowboat. Marie Mole (Moreton), who has seen the plane crash, is on the shore with a flask of tea and a blanket for the pilot 9

Lieutenant Joseph Cole

It’s winter, the sea is a beautiful pale blue with hardly a ripple. An American Airacobra fighter plane appears. The pilot really knows how to handle his plane. He runs a slalom course between the power poles and the lines. He turns seaward and then flies very low to the water as though strafing. Lifting sharply over the Shorncliffe Pier, he rolls over and flies back north belly up, and still very low over the Bay. When he goes to roll right way up, one wing tip touches the water. What happens now is incredibly graceful. The plane continues for some distance standing on its wingtip, which slides very slowly deeper into the water. Then the plane loses balance, tips over, and slides almost without a splash under the very still sea 6

It is just another routine day on the Sandgate Base, squads of WAAAF rookies marching up and down the parade ground, and RAAF personnel coming and going. Down in Headquarters orderly room, based on the foreshore of the Bay, we go about our daily duties. Suddenly the air is rent by the sound of low flying aircraft. We have become accustomed to this since our American Air Force friends had moved onto the Strathpine airfield and use the Sandgate camp as a ‘target’ for shooting up the enemy. On this occasion the pilot does a couple of low runs across the base. Coming in from the west, very low across the parade ground, making a turn out over the water and coming at us again. However, on one of these turns he is so low that when he banks to come round, the wing hits the mud, the tide being out. There before our very eyes his plane nose dives into the mud, killing the pilot 8

Len de Vene and I wade out – we dive a number of times attempting to open the submerged cockpit cowling but it could not be opened. The young pilot is still strapped in his harness, but there is no sign of life 7

In the afternoon, the Yanks have several big trucks out across the low tide sandbanks, with miles of heavy wire mesh for traction. Yanks are everywhere and armed. They are searching all the pools for wreckage, and are recovering the bigger pieces out beyond the low tide mark. They are able to recover the pilot’s body, but nobody is allowed to stand by the seawall to watch 6

Lieutenant Trevis Ferguson

We are all still in a state of unrest from this event (the Airacobra crash in the morning) and are trying to carry on with our work, when around 1600 hours, a drone is heard out to sea, immediately in front of the HQ orderly room. We all wait and watch with disbelief as a plane nose dives from a great height straight into the sea. We all hold our breath, willing the pilot to pull out of the dive, but he seems to make no attempt to do so. Speculation or rumour at the time is that he is a buddy of the pilot killed earlier in the day, the truth of which I suppose we will never know 8

It appears as though it could have been a suicide pact. Pilot Officer Don Case and other airmen swim out to the crash but cannot release the pilot; he is jammed in the cockpit and can not be extricated. It is the opinion of P/O Case that the pilot could have been alive 2… 

It is later rumoured that this pilot is the twin brother of the pilot in the first Airacobra 7

No, Ferguson and Cole were not brothers, not related in any way. I doubt they even knew one another well. Ferguson was one of the group that arrived with me, Cole had not been with the squadron very long. I haven’t the slightest idea of what caused either accident. But I can assure you that Cole wasn’t the type of person to deliberately crash, for any reason.5

Sponenburgh was appointed summary courts officer by the USAF to investigate these two incidents. Satisfying himself after investigation that the two men killed had no close association, he despatched Lt Cole’s property to his next of kin 10

The Squadron leaves piece-meal bound for Port Moresby, New Guinea, shortly after the latter two accidents 5


In 1947, five year old Mary Mateer is paddling on the Sandgate foreshore with her family. On her toe, she digs out of the mud a gold ring which Lt Cole had been wearing…with the inscription: Joseph P Cole, Kingstree, South Carolina,USA. Mary’s mother writes to the address, returning the ring. She receives a grateful reply from Lt Cole’s mother, who says it was his college ring, “which his sweetheart placed on his finger at the Christmas dance (called the Ring Dance) in his senior year at the Citadel Military College.”10

Flying Fortress:

Flying Fortress beached at Brighton Beach (Photo courtesy Albert Jeays)

The largest aircraft to come down near the Redcliffe Peninsula is an American B-17 Flying Fortress, which is heading for Amberley when it narrowly escapes disaster.

It is one of six planes flying from New Caledonia or thereabouts, which strikes heavy rain and a severe tropical thunderstorm well off the coast. In zero visibility and unable to maintain contact, the six split up, hoping to find a landing ground. One reaches Amberley, the others land along the coast as far south as Coffs Harbour. At 5.45pm on April 18, 1942, one of the six aircraft mistakes the Hornibrook Bridge lights for runway lights. After circling several times, the aircraft comes in over reclaimed land, making a forced landing on what is now Decker Park, just off the Houghton Highway Bridge 10

The area has recently been reclaimed with red soil: with heavy rain over the previous days, the ground is a real quagmire. 12

The crew of the circling Bomber recognise by the buildings that it is some kind of a Camp, and decide that they had enough room to put the plane down on the waste land, provided that the high barbed wire fence at the north west of the camp is taken down to extend the length of the landing field. So messages are flashed to the Camp from the Bomber, and the Airforce boys set to with a will, and dig out the fence, and remove it out of the way. Then, as the evening starts to close in, the Bomber heads out behind the Redcliffe Peninsula, and starts to come in low just south of Hayes Inlet. By skimming the mangroves beside the Pine Rivers mouth, and hurdling the concrete pillars at the end of the highway bridge, the pilot puts the Bomber down, and starts to rush towards the Air Force Station. As its speed decreases, it starts to sink into the soft ground, but it keeps going until it crosses the fence line of the Camp. Luckily for the plane and its crew, there is a ‘Bull Ring’ there, where the airmen drill, so the bomber trundles onto this, and looks like colliding with the row of buildings on the other side, but now, its wheels are well and truly in the grip of the soft ground, and, with a screeching crunch, the plane comes to rest with its wings flat on the ground, and its four propellers bent out of shape. Thankfully, the crew members scramble out of the plane and surveyed the damage 11

When their base at Eagle Farm is notified, the suggestion is made that a team of mechanics be sent to dismantle the plane, and they take it away on a semitrailer. But the skipper of the bomber refuses to entertain the idea, and asks that four new propellers be bought out, and he will fly the plane off and land at Eagle Farm 11

The C.O. Sandgate (named Rigby as far as I recall) instructs the Americans not to take off as it is too risky. To which direction the captain of the plane is alleged to tell Rigby to look after his own ‘kindergarten’. He has no jurisdiction over the Americans and they are going to take the plane off 13

So, whilst the Australian Air Force boys set about digging the plane out of the mud and turning it around, then filling in the tracks made by the wheels as they bogged, and laying down a runway of planks and branches, the Americans strip the guns and anything else they can remove from the plane, whilst the propellers are replaced. Then the crew are offered a lift to Eagle Farm on the transport, but they refuse, saying “The skipper flew us in here, and we reckon that the skipper can fly us out, so we’re staying” 11

The incident of the landing has attracted much attention and the men from the Meteorological Bureau have predicted that the most appropriate time so far as the weather is concerned for a take-off is on Tuesday afternoon. As a result, it is decided to take off about 4pm. People gather from near and far, on all types of transport, including bicycles and pedestrian 13

The plane is lightened, and fuel drained from the tanks, leaving only sufficient to fly to its destination. The engines are started and thoroughly warmed up and checked. They are then revved up seemingly to their maximum. With the aircraft straining to go, the brakes are released, ropes holding the plane are cut (flying in all directions) and the aircraft starts to gain momentum 12

Any rumour that the plane is roped to tractors, trees or restricted by combined manpower, is not correct. The only restriction preventing the plane from take-off while under full throttle on the ground is the brakes are locked on the wheels. After what is considered sufficient time to warm up, the brakes are released, but there must be a delay in one set releasing and as the plane lunges forward at a fast rate, it slews 13

There are only three crew aboard, two pilots and the engineer. After about a hundred yards, the pilot attempts to lift the plane, but it lifts only slightly, and seems to stall. It falls back to ground, fortunately landing on to galvanised roofing iron which has been used to get the plane out of the bog. The plane now bounces back into the air, and although not really airborne, falls back and almost touches the ground. However, it gathers momentum, skimming the ground, and to everybody’s amazement and relief, becomes airborne. A great cheer rings out from the crowd assembled, but suddenly this turns to a horrified gasp. During all this time, the plane is veering to the left, and we can see that it is travelling dangerously close to the overhead electricity wires on the side of the highway. The wing of the plane misses them, but the margin must be only inches. The crew are lucky, and certainly have guts to even attempt such a dangerous take off. A tremendous cheer arises from the crowd assembled, and the aircraft makes a circuit before wending its way south west towards Amberley 12

Photographers have a field day 2

It is late. The campfire is now just glowing coals. I thank the following for sharing their yarns with us:

1. HQ of the USAF Historical Centre, Maxwell Air Force Base, Al, USA

2. Cyril Montey

3. Mary Watson

4. John Stanaway in “Hard Driving Headhunters”.

5. Lt.Col.Malcolm Sponenbergh (ret)

6. Lorna Ferguson from “At School in World War II”

7. F.W.Smith, then a medical orderly NCO.

8. Jean Craig

9. Hilltop Herald January 1994

10.Redcliffe and Bayside Herald, July 3,2002.

11.Fr Len Ridsdale

12. Jack Woodward

13. Albert Wilson

14. Enid Scarborough in Redcliffe Herald 3.7.200

Special acknowledgement must be made to Grace Beecher, who has collected much of this material for the Sandgate Historical Society.

Peter Ludlow

January 7, 2007

(Extract from “Moreton Bay Reflections” by Peter Ludlow)

Recollections on Redland Bay’s Water Airport by Ernie Tickner

(Recorded by Brian Russell – Feb. 2015) 

Ernie Tickner, a resident of Wellington Point, was a qualified Draftsman when he migrated to Australia from the United Kingdom around 1949, and around 1952/3, he obtained employment with QANTAS. He was working at Archerfield as a draftsman, his job being to prepare drawings of aircraft components and modifications to his employer’s aircraft that were required for submission to the Department of Civil Aviation (DCA) for approval.

QANTAS then decided to move the section he worked in to Sydney. Ernie and his wife Pam, who had been born at Cleveland, were building their new home at Wellington Point and Pam was a school teacher at the Wellington Point State School with no desire to forego her work there. Consequently, Ernie resigned from QANTAS rather than move to Sydney. 

He was able to obtain work with Barrier Reef Airways, then a division of Ansett Airways Pty. Ltd. Flying Boat Division, who had commenced regular services through Redland Bay, then known as the Brisbane Water Airport, to and from Sydney and the Barrier Reef Islands (Hayman), Cairns and Townsville, and Gladstone to Heron Island when required. Occasionally, aircraft would stop in at Grafton in NSW when there were passengers for that region of northern NSW. For a period the Redland Bay flying boat facility was the International Airport for Brisbane, being a stop-over for the QANTAS flying boats (Sunderlands) on the Sydney to London route. 

The following are some recollections of Ernie’s time spent working at the Redland Bay facility, where he found himself doing all manner of tasks associated with the operation of that facility. Barrier Reef Airways were operating two Sandringham and one Catalina aircraft (see photo), and there were some half a dozen employees responsible for all activities required including attending to the arrival and departure of aircraft, the maintenance of aircraft whilst at the facility, and the transferring of passengers to and from the aircraft. The base, along with the DCA’s Communication facility, was then at the end of Banana Street, Redland Bay. One of the other airline employees, Ewan Lahey, was in charge of Air Frames, whilst another, Leo DeGroot was an Engineer, and together with Ernie, they would usually meet at the Redland Bay Hotel a little before the scheduled time of an aircraft’s arrival, which would be telephoned through to them, be it day or night. Life then was pretty free and easy, with no requirement to clock on or off – Ernie just had to see that the work he was required to do was done, and his employer was happy. 

The Redland Bay Hotel was also the venue where the out-going passengers were assembled ready for departure, having travelled by company coach from Brisbane, and from there, those waiting could witness the arrival of the aircraft. All the paper work relating to the departing and arriving passengers was handled in Brisbane, so Ernie didn’t have to bother with that side of the formalities – he simply had to ensure their safe transfer between aircraft and shore. 

Once the aircraft was sighted, Ernie and his fellow employees would proceed to the base jetty and take the launch out ready to service the arriving aircraft. DCA operated the launch to clear the runway of any vessels that may interfere with the safe landing of the plane, and they were also responsible for the land/air communications with all aircraft. 

The operation of the service launch, INA (with a Chrysler engine) was done by Ernie and his compatriots, any of whom were expected to be able to drive it when required, as in those days there was no such thing as job demarcation – one just did what had to be done to achieve the desired result. 

They would secure the plane to its mooring buoy, and then commence the transfer of passengers, crew, mail and cargo to the shore. The refuelling and any maintenance tasks were done by these men, including oil changes if necessary, whilst the aircraft was at the mooring. The boarding passengers and crew were then transferred from shore to the aircraft by the same personnel, who then attended to the departure routine for the aircraft. 

In the event that an engine change was needed, the aircraft would be taken into Brisbane landing on the Hamilton Reach, and brought ashore up a ramp at Colmslie where there were workshop facilities that had been constructed during the war years to service these machines. Ernie and the other gentlemen in the team would go there to undertake this task, so he had to be quite versatile and multi-talented. Occasionally, other circumstances, including foul weather on the Bay, required the planes to land on the Brisbane River, however, this was rare as it did disrupt the then increasing river traffic, and when that did occur, then Ernie would go up there to do his usual work. 

One of the ‘perks’ of the job back then, and there is no way it would be even contemplated in today’s working world, was that he could ‘hitch’ a ride on an aircraft at the discretion of the its Captain, should there be available space on the flight, and Ernie was “free to go”. One such occasion that he took up the opportunity to go on a ‘freebee’, was when the Catalina was going on a special run to Heron Island, and it was to be the last flight for the flying boats to the island. The aircraft was to pick up and return the internationally well-known underwater photographer Hans Hass and his wife Lotte who had been doing an assignment on the island, plus all their filming equipment. As a bonus, Ernie was able to take his wife Pam along for the ride, and it ended up being an adventure they’ve never forgotten. 

It was found when they got to the island, that there was far more equipment to be returned than had been envisaged, so when loading was completed the aircraft was very heavily loaded and all available on-board cabin space was taken up. No way were Ernie and Pam going to be left behind, which meant that they found themselves seated in one of the aircraft’s ‘bubbles’, which during its war- time role served as a gunner/observer position, so they enjoyed a real bird’s eye view during the return trip. The loaded aircraft was also so heavy, it apparently took some time to actually get airborne and gain altitude, somewhat disconcerting for the passengers. 

One significant event that Ernie recalls vividly was the loss of the Short S.25 Sandringham Mark 4, VH-BRD. It was moored on the Brisbane River, and was struck by a Riverside Coal Transport barge in July 1952, causing damage to its port wingtip, which was repaired and it returned to service. Sometime later in the year, the aircraft sank overnight at its moorings on the Brisbane River, having been struck by an unidentified boat causing damage to the port float, resulting in the flooding of the aircraft. 

It was towed to Colmslie Slipway after being refloated, and declared a write-off following a detailed inspection. Following this, it was eventually sold to a Gold Coast interest who intended to convert it to a floating restaurant. Whilst on its way under tow to the Gold Coast it was swamped by waves after leaving the river and sank. Despite the size of this object, and having been under tow by a vessel which one would have presumed knew its position, the wreckage was never located. 

Ernie worked at the Redland Bay facility until the flying boat services ended in 1971. He was offered the opportunity to move to Sydney with Ansett, which he, along with a couple of his other workmates from Brisbane, took up for a short while before resigning and returning together to Brisbane. 

QANTAS also approached him again with an offer of work in Sydney, which he declined. Following his return home, he obtained a position with the Courier Mail newspaper in the artwork department, well before it became computerised, and went on to create many of the then well-known hand-drawn advertisements for some of Brisbane’s notable businesses.

Always a keen artist, Ernie naturally painted things very familiar to him, and he has to this day retained some wonderful oil paintings of the aircraft with which he developed such a close association. He is pictured here at his home (February 2015), the one he and Pam were building when he resigned from QANTAS back in the early 50’s, with some of his paintings.

Ernie Tickner (Photo courtesy Brian Russell)

A Visit to the Royal Flying Doctor Service (Queensland)

When the Friends of Peel Island Association Inc. was wound up in June this year, its remaining funds were dispersed to the Royal Flying Doctors Service (RFDS), Redland Museum and the Fort Lytton Historical Association. $10,000, which had been donated by Dr Ted Reye on behalf of Rosemary Opala, a former nurse at the Peel Island Lazaret, went to the Royal Flying Doctor Service to help buy a Hamilton Ventilator which has the capability of being used on patients ranging from premature babies right through to adults. The Ventilator – costing in the vicinity of $50,000 – is at the RFDS base at Brisbane Airport for use in any of the planes requiring the equipment.

RFDS Ventilator and Dr Ted Reye

On 15 May 1928, John Flynn’s dream became a reality with the opening of the Australian Inland Mission Aerial Medical Service in Cloncurry, Queensland (later to be renamed the Royal Flying Doctor Service). From the first flight in a single engine, fabric covered bi-plane, the RFDS steadily grew in size, scope and reach. 

Over the next few years, the RFDS began to expand across the country: The RFDS Brisbane Base commenced operations out of Queensland Ambulance’s Terminal at Brisbane Airport, on 3 July 1995, with the current base location commencing operations next door in 1998. The Base is exclusively an emergency aeromedical base, providing retrieval and inter-hospital transfers. The terminal facilitates receipt of patients transported to Brisbane by the RFDS, as well as receipt of patients transported by other aeromedical providers such as Queensland and NSW Ambulance Services. Clinical coordination is provided by Queensland Health employed doctors and aircraft tasking by RSQ.

Tours of the facility are available to the public with tour groups limited to 15 people maximum. For further details telephone 0428054990.

Conditions are cramped inside the Beechcraft Kingair

Bert Hinkler’s Last Epitaph

Bert Hinkler and his Avro Avian
Bert Hinkler and his Avro Avian

Bundaberg’s Bert Hinkler is well known for his brave solo exploits as a world beating aviator in the early part of last century. I had become familiar with much of his life as a result of my researches for a recent book “Queensland’s German Connections” (Bert’s father, John, had emigrated from Prussia before settling in Bundaberg, Queensland.)

It was quite a surprise then when at a recent Probus meeting, guest speaker, Kevin Lindeberg, spoke about his involvement with what we could call Bert Hinkler’s last epitaph. Bert had died after his Puss Moth plane crashed in the Italian Alps on 7 January 1933 when he was then attempting to break the world record for a solo flight to Australia.

In 1974 Kevin Lindberg was shown the crash site by a Italian carbon collector, Gino Toichhioni, who had found Hinkler’s plane in April 1933. They left two markers: one at the crash site and one where Bert’s body was found 80 metres away. Last year, it was decided to erect a memorial at the crash site, and because Kevin is now the only Australian alive to be personally shown Hinkler’s final resting place, he was taken to Italy to identify where the plane had crashed and where where Bert Hinkler had dragged himself before he died. The plane site marker was missing but was found by Franco Scarpini who looked up at the sound of a Lone Eagle flapping above him, where he found  Bert’s death site marker still lashed to a tree, but – 40 years on – now high above the ground.

By a strange coincidence, Bert Hinkler often referred to himself as a Lone Eagle!

The memorial is be hewn from a 1.4 tonne basalt boulder from Bundaberg’s Mon Repos Beach where Bert originally learnt to fly. It is to be unveiled on August 2nd this year.