The wave that Talks – George Potts

The history of Amalgamated Wireless Australasia (AWA) Aviation Division

George Potts was one of the people who, after serving the obligatory years in the RAAF, decided to give the civilian aircraft industry the benefit of his wide experience. In his case he was the first ex-RAAF type employed by AWA at Essendon. Up till then all the aviation techs had been ex Merchant Navy wireless operators who held that prized possession, a 1st class

PMG certificate. George was accepted by AWA with the proviso that he had to get his 1st class certificate within 3 months. This he did and joined AWA on

2/9/46 as a Technician Grade 3 (at £1660 or $3321 per annum). George progressed by getting the usual run of licences, firstly an X(C) Radio Licence, and when he went indoors, the X(A) licence.

The bulk of his career was spent in the main workshop where he progressed to a Grade 2 Technician, Grade 1 Technician, Workshop Supervisor, Workshop Manager and finally Special Projects Manager until he retired in January 1984 from the Melbourne Avionics Workshop.

How the AWA Aviation department got started

“The wave that talks…”

The first involvement in aircraft radio took place in 1928 when two of the original AWA engineers constructed a transmitter & receiver operating on 500 KHz for Sir Charles Kingsford-Smith’s Southern Cross. (This was not the equipment used on the trans-pacific flight but was fitted later). It operated from a large bank of batteries driving a motor generator set and from all accounts operated successfully (Morse code of course).

In the following years various other installations were carried out and when Smithy started ANA, AWA commenced development of communication equipment for their Avro 1O’s. The Southern Cloud was one of these, and it’s interesting to note that on its last flight the radio had been removed for repair and the engineer who was to re-install it was ill (had the ‘flu) and missed the flight! The engineer was Mr Murray Johnson who went on to become the Aviation Superintendent.

ANA folded soon after this and some 12 months later Holyman Brothers purchased a DH84 (VH URG) to fly Melbourne-Launceston. The aircraft was fitted with the first Marconi equipment to be brought to Australia and from the description it must have been a real “Heath Robinson” set up. This worked on 333 KHz Morse only via coastal radio stations from a trailing aerial.

Holymans’ expanded their fleet using DH 89’s and AWA manufactured the 0155  transmitter and the C155 receiver, which was a “Dutch Copy” of the current Marconi equipment. This worked satisfactorily overseas, but it was found  to be  unsuitable in  Australia due  to  the distance between coastal stations so AWA modified one of their existing car radios by fitting a “dog box” to tune the receiver to 333 KHz and this receiver (the C1949) did a sterling job for many years.

About 1935 AWA installed a Bellini Tosi OF at Essendon and a full time “Ground Engineer’ was sent to Essendon to look after the aircraft side of things and set up a small workshop. Incidentally, up to this time the coastal radio people operated the OF.

At the same time all this was going on AWA installed a 4-course LF radio beacon at Mascot. A senior tech from Braybrook and a tech from Radio Electronics Works Ashfield installed it after some teething troubles. It was necessary for the techs to bend some courses to cover Mascot-Archerfield and Mascot-Canberra as New England Airways were flying their AVR0-10’s on this route.

Holymans continued flying their DH84 and 89’s and added the DH 86 on the Tassie  run.  Despite  a  tragic  accident  over  Bass  Strait,  they  continued operating 3 more DH-86’s that were fitted with the 0110  transmitter and the Cl949 receiver.

About this time (late 1935) AWA developed the A53 transmitter and the A54 receiver. The transmitter had three crystal-controlled frequencies on LF and the receiver used plug in coils. A small propeller driven generator charging a 12-volt battery drove the whole thing. This also allowed it to be used in the event of a forced landing.

1936 saw the arrival of the first famous DC2, VH-USY, and to assist the operation of this aircraft two marine operators left the sea to become the first of the new era Aviation Techs. One of their first jobs was to install and calibrate a Marconi W DF station at Forrest and despite some problems it was successful. Regretfully the DC2 could not be fitted out with the A53/54 so a Marconi AD37/38, as used by Imperial Airways, was fitted. As (a) this equipment required a radio operator and (b) the pilots were not up to working coastal stations at 30  wpm.  AWA supplied three operators who shared  the onerous job of sitting in a comfortable airline chair being wined and dined and punching the key every 1/2 hour!

About the time of the arrival of the 1st DC2, S/L Wiggins (known as Stiffy, I don’t know why!) who was unimpressed with the LF range at Mascot, was on an overseas trip and amongst other systems investigated the Lorens 30 Mhz “Blind Landing System’ and saw a possible use for it in Australia. The upshot was that the Civil Aviation Board purchased a ground beacon for use at Essendon.

Because  the German  receiver  was found to only have a 10 mile range and single  frequency operation,  AWA  were  given  the  job  of designing  suitable receiver. After tremendous problems they came up with a separate receiver to operate on two 33 Mhz frequencies and for good measure included a 38 Mhz marker receiver as well. Unfortunately, due to Government bickering, full flight tests were not carried out until 1938.

While the Essendon chaps were having fun with their 33 Mhz range and the DC2, Mascot did an interesting exercise fitting out a Monospan with an 0110 transmitter for shark patrol work. The idea was for the aircraft to transmit his reports to VIS who would then landline it to 2UW for broadcast. After ironing out a few problems  it worked! The only loser was the poor tech on duty who had to meet incoming aircraft and departing aircraft, switch on the LF range, etc., etc. He also had to remove all the gear on Sunday night so the aircraft could be used for joy flights during the week. The Company  finally saw the light and transferred another tech from Radio Electronics Works to Mascot.

Airlines   of  Australia,  who   had  been  operating  AVR0-1O’s,   purchased   a Stinson trimotor that was fitted with the 0110  and C1949 sets modified by the techs for remote control. As the Stinson pilots had never used radio (coastal radio  was  still  being  used)  a tech  had  the  hard  job of  flying  in the  plush Stinson and operating the radio from Mascot to Townsville.

A  of  A  for  some  reason  did  not  fit  their  other  3  Stinsons  with  radio  and regretfully  one was lost north of Sydney. The other 2, (UKK and UYY) were hastily fitted with radio!

In 1936 discussion took place re licensing of radio techs, but the Civil Aviation Board took the view that as all the AWA people had to hold 1st class PMG certificates,  a  sufficiently  high  standard  would  be  maintained.  This, incidentally,  was proven by the enthusiasm shown by the people in improving the  radio equipment.  It is interesting  to note that it took a fatal accident  to show the powers  that be, that the cost of radio was a small price to pay for safety.

Further  to licensing  of radio  people,  it was  not  until 1936  when  DCA  was formed that the first LAME (Radio) licenses were issued after due examination of technicians. Needless to say, all passed.

With the arrival of ANA, 4 DC2’s (USY, UXJ, UYB and UYC) operations were carried  out with a regularity  never  experienced  with the DH 84, 86 and 89, despite the fact that the only navaids in existence were the 4 course LF range at Mascot and the Marconi W OF at Essendon and Forrest. It was found necessary  to improve  communication  so voice  facilities  were  added  to the coastal ground stations at Braybrook, La Perouse and Forrest.

1937 saw the arrival of the first 2 DC3’s, VZK for ANA and UZJ for Airlines of Australia. These were based at Hobart & Mascot respectively, and the DC2’s were based at Essendon with DH86 & 89 for supplementary services.

A Bellini Tosi DF station was installed at Parafield with landline facilities to the coastal radio.

Guinea Airways purchased 2 Lockheed Electras’ to operate Adelaide/Darwin and Adelaide/Sydney and these were fitted with the A53/A54 plus a small transmitter, the A55, to operate on 6540 KHz up the Centre. The A55 was later modified to 3 short wave crystal controlled and 1 LF MOPA. This was known as the A59 and later became the standard airline transmitter.

Ansett Airways purchased 3 Lockheed 1O’s at the same time as Guinea Airways, and these operated from Essendon.

By the middle of 1938, 33mhz beacons were installed around the country. VH­ UYB, UZD & UZJ were fitted with prototype range receivers but these could only be used for familiarisation as government wrangling (again!) held up flight tests.

At the close of 1937 AWA had depots at Essendon, Mascot & Parafield and a part time depot at Perth Airport staffed by an operator from Radio VIP. The Staff in these days was 8 plus the Aviation Superintendent so they were fairly busy people.

Early 1938 saw delivery commencing of short wave equipment to the Civil Aviation Board operating 3260 KHz and 6540 KHz, which meant large modifications to the A53 equipment to A59 spec. Quite a few problems occurred, some being cured by the Depot techs and some by the back room types. They finally overcame these problems. The 33mhz range receivers were still being used despite not yet being fully flight tested, but it seems that the pilots who flew with them liked them.

As previously mentioned, this was when the CAB decided to license our people.

In October a tragic accident occurred when the Kyeema (VH-UYC) flew into Mt. Dandenong killing all on board. In response to public hue & cry, an air accident investigation committee was appointed with wide ranging powers to determine the cause of the tragedy. The AWA tech/operator on duty was given a solid grilling. Various witnesses made critical comments for and against the Department. A key witness was Stiffy Wiggins who, from all accounts, was able to put all the facts in re the 33Mhz range receiver. One of his comments is interesting. In reply to a question about safety provisions he replied, “Science cannot do enough for aviation.”

The finding handed down was to the effect that if Kyeema had had a range receiver the accident would not have happened. No blame was attached to the CAB for the delay in commissioning the system. It was also found that the ground operator should be in the same building as the control & meteorology people and the CAB was urged to bring the 33mhz system on with the least possible delay.

It’s interesting to note that on the day the finding referred to above was handed down, a contract was signed with Guinea Airways for the use of a Lockheed 10 which was flown to Essendon to accelerate the flight testing of both airborne receivers and ground beacons.

As can be imagined, things went on apace with checking of the 33 Mhz system. At the same time AWA developed the AS 10 radio compass (with the Radio Electronics Works engineers) After some education of these engineers and many modifications a working receiver was developed. As soon as the CAB approved the 33 Mhz range the techs were flat out installing these receivers (called the AS 12) and the inevitable bugs were gradually ironed out. Due to an incident involving one of ANA’s DC3’s on a night flight (ANA had commenced night now the AS 12 was in business) DCA (formed in 1938) asked ANA to install dual range receivers and AWA to expedite their production.

Expansion was slowly taking place and by early 1939 depots were at Marylands (WA), Parafield, Essendon, Mascot, Archerfield & Cairns servicing Lockheed 1 O’s, DC2’s, DC3’s, DH86’s, DH89’s and flying boats at Rose Bay.

The AS 10 radio compass was approved in 1939 and it fell to the field techs to modify the thing to what might be termed satisfactory operation in the air (This included calibration!). An interesting sidelight to this was that our chaps were being used to give the pilots Morse practice.

The workshop was now becoming efficient, if still small, using some of the ex service people who had gained their LAME licence, had served their time in line maintenance, and were happy to settle down to day work instead of night shifts.

Things were going quite comfortably when we had to move again, this time to a hut near the tram stop. We went through the whole exercise of setting up again and finished up with 4 screened rooms, 10 techs (all licensed “X’) and sundry storemen, fitters, etc. We were now set up for DME, UHF Comms, VHF Nav and audio work.

About this time staff training started to get under way training LAME’s (also Bob Gale joined about now) which as time went by escalated into a large scale training operation covering both Australia and New Guinea.

As was to be expected with the new aircraft constantly arriving, work built up to where we had outgrown the old RAAF hut (convenient as it was close to tram stop and the hairdressers) so about 1960 we moved over to Ansetts’ old canteen and set up shop in what appeared to be a huge area. Once we had established it was decided that all LRUs for repair would be forwarded to us. Once this became established it worked well and I feel made a considerable saving. At this time radar was becoming quite a big item as was VOR, etc. We installed a radome test facility on vacant ground near number 4 hangar that served a very useful purpose.

In 1964 the shortage of skilled radio men was becoming acute so an apprenticeship scheme was introduced with 3 lads employed for the 1st year. Once our people got accustomed to working with and assisting these lads, the scheme worked well. We employed 5 the following year and continued taking on 5 per year until the late 1970’s. By 1973 we had staff of 60 people at Essendon.

January 1973 was a black day for us. The workshop burned to the ground taking all our test equipment, spare LRUs, the lot. Once the shock had worn off the staff did an excellent job of salvaging what they could (not much unfortunately). We  still  had  some test gear  in  the  radome shack so  we pressed that into service and were able to turn out some spare radar LRUs by the following Tuesday. Over the next few days, due to the generosity of the airlines, we were able to get staff working at DCA (flight test) TAA and Ansett workshops. We were also able to rent Collins facility at Lilydale and moved most of our people out there. This was quite a hectic time but we were fortunate to have co-operative staff and it was our proud boast that we didn’t delay one aircraft due to a shortage of LRUs.

We were able to find a factory being built in Airport West and when it was completed used the 15,000 square feet to put in our test rigs etc. By the end of 1973 we were back in production for all airline LRUs plus a few non airline units. Included in the building were a large central store, an engineering section and offices. All told a very sophisticated operation that was well up to any in the world (or so we were told)

The  apprenticeship  scheme  was  showing  results  since  the  first   lads completed their time in 1969. We had three “apprentices of the year” The staff numbers at the workshop were now 75 including tradesmen, fitters, inspectors and stores staff.

The workshop continued in production until 1998 when Rockwell Collins bought it. The ‘pool’ agreement having been terminated 2 years previously with the LAME’s being employed by the Airlines.

Lest it be thought that Essendon was the be all and end all of the Aviation Division, there were a number of sections making up a very efficient division. These were:

In addition to the above sections of the division, support was obtained from Radio Electronics Works at Ashfield who, over the years, had produced the 33 Mhz range, HF transceivers for both Airline and GA work. The famous 200

MHz DME, again for airline and GA work, the VHF Nav system, GA VHF comm. transceivers, and so on. This has been a vital section of the whole operation.

A sister section that have given great support to the division has been the Military Electronics Division. Not only do these people have a fully approved instrument facility, they also have a NATA lab so all our test equipment was kept  calibrated  to  standards set  up  by  this  lab.  The  Military  Electronics Division also work in conjunction with the GA people in supplying personnel and equipment for the oil rigs around Australia.

That, gentlemen, is a brief history of the AWA aviation division as I have seen it. Naturally enough, in the interests of time, a lot has to be left out. For example, I could devote a whole session to the introduction of the Viscount, which involved going from American equipment to English.

A mention was made of Bob Gale, a lifelong friend of mine. Bob and I had a wonderful relationship, frequently to the chagrin of our top brass. Bob would come up with some suggestion and I would counter with “Bob, you buy them and my blokes will fix them!”. A good bloke, a good technician and I like to think between the pair of us we contributed a little to the airline scene.

I have been asked for my comments on DCA and our relationship with them. Apart from my very early days when I was in fear and trembling of the Department, and my extreme nervousness when I had to front the Surveyor in

1946 (I can tell you I smoked many cigarettes that day!) once we got to know each other our relations were good. I think we were lucky in that so many of

the Surveyors, like us, were always learning _helped a lot. In the later stage of my career when I was special projects manager I had close dealings with these people on the introduction of the A300, B767, B737, etc. And the co­ operation was magnificent. I for one will not countenance any criticism of the Department. They had their work, we had ours, and all went well.

The influence of AWA on the aviation scene has, I feel, been immeasurable. In the early days there was no other radio company with the expertise and highly skilled personnel employed by AWA. The thing that made the industry perform so well was the Pool agreement. Whilst I’m not an accountant I think that the cost saving (particularly in US dollars) was immense. In the training of people, the industry has a lot to thank AWA for. Look around and see how many of the people currently in the field are ex AWA, (particularly ex apprentices!). I feel that this alone has helped the industry no end.

A couple of things of which AWA were the guiding lights were firstly the 33 Mhz ranges (AS 12). Whilst a proper brute to service, it turned out to be a worthwhile and proven nav aid, and secondly the AWA 200 MHz DME. When it first came into being we couldn’t see the use of the thing, however, once the

flying people got experience in its use, it became a valuable, and some pilots say indispensable, navigational aid. Known as the Australian DME, its reputation was well deserved.

I am indebted to the AWA magazine, ‘Intercom” for a lot of the early information (written by W W.E. Gibbings) whist most of the latter information came from records which were left after the fire, so please excuse any errors as memory is a frail thing.