ADF Serials - DH.86

RAAF.Serial	Type	C/N	Aircraft History
A31-1	DH.86B	2360	C of A 18/12/37 and delivered to W.R.Carpenter Ltd. Previously VH-UYV. Impressed into RAAF Service 11/12/39, to 1 FTS Signal School, Point Cook To ANSETT 17/03/41 for overhaul. At Signal School 13/06/41. To 36 Sqn 16/09/42. To ANA for Overhaul 10/11/42. At 36 Sqn 29/12/42. To Guinea Airways 14/01/43 for repairs. To 34 Sqn 26/03/43. To 35 Sqn 24/05/43. To MacRobertson Miller Aviation Company 08/06/43. 240 hour inspection To 35 Sqn 04/08/43 but Sqn records report it in use on 31 July. To 2AAU for modification to Air Ambulance departed 14 arrived 19/01/44. Blowout of port tyre on takeoff 15/08/44. Airframe flying hours 4,269.25 Issued to 6AD 23/08/44. Approved for conversion to components 12/09/44.
A31-2	DH.86A	2313	C of A 06/02/35. Delivered as G-ACYF to Jersey Airways. To Wearnes 06/38 as VR-SBD. Registered VH-ADN 24/06/40 to 09/07/40. Impressed into RAAF Service 09/07/40 from South Queensland Airways. To Ansett 10/07/40. Ready for collection by 1 AOS Cootamundra 15/11/40. Landing accident 09/12/40. To Point Cook 13/03/42. To 1 AD 21/03/42 for repairs To Point Cook Signal School 29/05/42. To 36 Sqn 21/09/42. To ANA. To 36 Sqn 25/10/42. Forced landing and damaged beyond repair at unit 02/12/42. To 5 AD 04/12/42. To De Havilland Mascot 04/01/43. To 2 AP 25/03/43. To 34 Sqn 03/04/43. To Guinea Airways 14/05/43. To 35 Sqn 30/05/43. To MacRobertson Miller Aviation Company 01/09/43. 240 hour check. To 2 AAU 22/03/44 and modified to Air Ambulance. Forced landed 1 mile NW of Maryborough due to lack of fuel 30/04/44. To 3 CRD 30/05/44. Converted to components.
A31-3	DH.86A	2326	C of A 15/07/35. Registered VH-UUB 27/09/35 to 13/09/40, Named 'Loila'. Impressed into RAAF Service from 13/09/40. To 1 AOS 05/11/40. To 1 AD 14/02/41. To ANA 03/04/41. To 1 AAU 14/04/41. Flown to Egypt along with A31-7, details of flight, starting 30/04/41 LAVERTON 30 April 1330. Unit's aircraft No. A31-7 and No. A31-3 departed LAVERT0N for the MIDDLE EAST and made an overnight stop at RICHMOND. Flying time 3h.40m. Weather - fine. Crews of the aircraft were, A31-7 Pilot F/LT. J. G. MACDONALD, W/Opr. No.4277 CPL. J. CLARK, Fitter No.12300 Cpl. Jones, passenger/Medical Officer Gr.Cpt. S. DALSY. A31-3 Pilot P/O B. D. BATES, W/Opr. No.8332 A.C.1 R. J. Bauld, Rigger No.9090 CPL. S. E. BAKER RICHMOND 1 May 0900. A fog delayed departure of Aircraft until 0800 hours. Aircraft then departed RICHMOND for CHARLEVILLE refuelling at BRISBANE. An overnight stop was made at CHARLEVILLE. Flying time 7h.20m. Weather – fine. CHARLEVILLE 2 May 0800. Both aircraft departed CHARLEVILLE for CLONCURRY, refueling at LONGREACH – an overnight stay was made at CLONCURRY. F.T. - 4h.40m. Weather - Fine. CLONCURRY 3 May 0800. Both aircraft departed CLONCURRY for DALY WATERS, refueling at CAMOWEEL. An overnight stop was made at DALY WATERS. F.T. 4h.15m. Weather - Fine. DALY WATERS Both aircraft departed DALY WATERS for WYNDHAM, where they remained for two days as fuelling arrangements were not complete at WAINGAPORE. N.E.I. F.T. 2h.40m. Weather - Fine. WYNDHAM 6 May 0800. Both aircraft departed WYNDHAM for DRYSDALE where an overnight stop was made. A Lockheed Hudson an crew from Darwin, in charge of F/O. Sattler met the aircraft and arranged refuelling for the 'planes, and messing for the crews of A.31-7 & A.31-3 at A.O.B DRYSDALE MISSION. F.T. 1h.5m. Weather - Fine. Magneto trouble was encountered on A.31-7 and the crews worked for the majority of the night getting the machine serviceable. Fine weather and light tail winds were encountered throughout the Australian section of the flight. DRYSDALE 7 May 0655. The two machines departed DRYSDALE at 0655 W.S.T. for BALI ISLAND, refuelling at KOEPANG and WAINGAPORE. Favourable weather was encountered across the Timor Sea. D/F. bearings were obtained from KOEPANG and Darwin - the DARWIN H/F D/F bearings were not accurate, showing a continual large error to port. The machines arrived at KOEPANG at 1005 hrs. W.S.T., where the Dutch Military Commandant and party accorded the crews a semi-official reception. The machines departed KOEPANG at 1125 hrs., arriving WAINGAPORE 1305 hrs. Hand fuelling from drums was necessary. The aerodrome being boomerang-shaped with the prevailing wind across both the available runways, made cross-wind landings and take-offs necessary. The aircraft departed from WAINGAP0RE at 1425 hrs. L.M.T., arriving at Denpassar (Civil & Military aerodrome) at 1705 hrs. L.M.T. The engines of A.31-3 were misfiring an arrival at Denpassar, and the following day was spent rectifying the trouble. FT. 7hrs.30m. BALI ISLAND 9 May 0900 Departure was made at 0900 hrs. L.M.T. for BATAVIA, with a refuelling stop at SOURABAYA. Arrival at BATAVIA being made at 1450 hrs. L.M.T. FT. 5h.5m. Medium tail-winds and scattered cloud were encountered on this section of the route. Care was observed when approaching SOURABAYA and BATAVIA along the specified corridors as the prohibited zones near these towns cover very large areas. BATAVIA 10 May 0945. The aircraft deported from BATAVIA at 0945 L.M.T. for SINGAPORE via PALEMBANG where refuelling was carried out. Light tail winds and scattered rainstorms were encountered between BATAVIA and PALEMBANG and shortly after leaving the latter aerodrome, the aircraft ran through a severe tropical rainstorm - off the coast of SUMATRA which later contributed to the magneto trouble encountered later at SINGAPORE. Inspections were carried out on both aircraft at SINGAPORE and it was found that the magnetos and wiring were water-logged. Arrival was made at SEMBAWANG (SINGAPORE) at 1545 L.M.T. F.T. 4 h.45m. Satisfactory W/T & D/F facilities were available at every aerodrome used in the N.E.I. with the exception of WAINGAPORE here no wireless station exists. SINGAPORE 16 May F/LT. Woodward joined A.31-7 as a passenger at SINGAPORE. Both machines departed SINGAPORE, but returned awing to missing motors on A.31.3. SINGAPORE 21 May 0920. Departure from SINGAPORE was delayed until today, owing to carburettor trouble in A31.3 and magneto trouble in both aircraft. A supply of spare sparking plugs was obtained from Wearne's Air Services Ltd., as many plugs had become unserviceable during the flight to SINGAPORE. The aircraft left SEMBAWANG at 0920 hrs. L.M.T. for ALOR STAR, which was reached at 1255 L.M.T. (FT. 3h.35m.). Light tail winds and scattered rain storms were encountered along the Malayan coast. ALOR STAR 22 May 0745 Departure was made at 0745 for MERGUI - a landing being made at VICTORIA POINT for refuelling. The C.I.C. of the aerodrome, VICTORIA POINT, F/LT. Booth-Russell, had received no signal regarding the arrival of the aircraft from ALOR STAR which resulted in unnecessary delay in refuelling. A cyclonic depression was centred, in the Bay of Bengal, causing almost continuous poor visibility at RANGOON. This resulted in a delay of four days at MERGUI before a favourable weather report was obtained. F. T. 4h.15m. MERGUI 28 May 0945. At 0945 L.M.T. the aircraft let MERGUI and almost immediately ran into heavy rain over the sea making it necessary to part company. Visibility improved nearing RANGOON and arrival was made at 1220 L.M.T. (F.T. 2h.35m). A delay of two days at RAGOON was caused by the unserviceability of the artificial horizon and the altimeter of A31-7 and the fracture of a brake cable on A31-3. RANGOON 29 May 0910. The aircraft departed from RANGOON for CALCUTTA at 0910 L.M.T. - a refuelling stop being made at AKYAB. Arrival was made at CALCUTTA at 1600 L.M.T. Light tail Winds and a low overcast sky obtained on this section of the route. It was noticed that DUM DUM aerodrome was hard to find owing to a humidity haze which generally exists for the best part of the year. (F. T. 5h.10m.) The aircraft were unable to leave CALCUTTA until 14 June owing to the illness of three members of the crew, namely: F/LT MACDONALD & AC1. BAULD (fever), and CPL. BAKER (tonsillitis). CALCUTTA 14 June 0700. Departure was made for DELHI, but owing to the unserviceability of the artificial horizons of both aircraft return was made to CALCUTTA, causing a further delay until 19 June. CALCUTTA 14 June 0700. Machines departed CALCUTTA for DELHI - a refuelling atop was made at ALLAHABAD, and DELHI was reached late the same afternoon. (F.T.8h.5m.). Strong head winds and a heavy dust haze were encountered on this section of the route. A stay of four days was made at DELHI to enable Gr.Cpt. Daley and F/Lt. Macdonald to visit R.I.A.F. headquarters at SIMLA. DELHI 23 June 0600 Departure was made from DELHI, and the aircraft were forced to make an overnight atop at JODHPUR, owing to reports of heavy dust-storms between JODHPUR and KARCHI. (F.T.3h.25m.) JODHPUR 24 June 0800. Departed JODHPUR for KARACHI which was reached about mid-day, and it was found necessary to remain there two days to carry out inspections on aircraft and to make repairs to the radio receiver on A31-7. KARACHI 26 June 0700 Both machines departed KARACHI for SHARJAH, but had to return owing to oil pressure trouble on A31.3 (F.T. 55 Mins) KARACHI 27 June 0700 Departed KARACHI for SHARJAH, refuelling at JIWANI. The machines remained one (1) day at SHARJAH owing to the oil pressure again falling on an engine of A31-3 (F.T. 6 hrs. 5 mins.) SHARJAH 29 June 0600. Departed SHARJAH for SHAIBAH, refuelling at Bahrain Islands. The machines remained at Bahrain Islands overnight owing to severe sandstorms over the SHAIBAH area (F.T. 3 Hrs. 25 mins) BAHRAIN ISLANDS 30 June 0700. Both machines departed Bahrain Islands for Habbaniya - delay was caused at Shaibah owing to tyre blowing out on A31-3. Heavy sandstorms and headwinds were encountered throughout this section, the visibility being particularly poor in the vicinity of Shaibah. (F.T. 2 Hrs 55 mins) SHAIBAH 1 July 0800. Departed Shaibah for Habbaniya, where sandstorms delayed machines one (1) day (F.T. 2 hrs. 50 mins) HABBANIYA 3 July 0600 Both machines departed Habbaniya, refuelling at Rutba Walls and Lydda - arriving at Cairo at 1715 hours (F.T. 7 Hrs. 5O Mins) NOTE: It was found during the trip that the best flying conditions prevailed from dawn to mid-day. Slightly damaged by enemy air attack at Gazala 01/02/42. RAF Heliopolis for repair and overhaul, 09/02/42 Test flown 08/04/42 Hit while at dispersal by a Beaufighter that suffered engine problems while taking off and burnt out 19/04/42.
A31-4	DH.86A	2315	C of A 06/03/35. Registered VH-USW 13/05/35 to 12/05/36. Registration lapsed. Registered VH-USW 01/10/36 to 13/09/40, Named 'Lepena'. Impressed into RAAF Service 13/09/40. To 1 AD 19/12/40. Damaged during high winds 27/12/40. To 1 AOS Cootamundra 16/04/41. To QANTAS 30/03/42 for loan as VH-USW. Returned to RAAF, to 1 AOS 04/05/43. Being converted to Air Ambulance 05/05/42. To 1 AD 31/05/42. To 2 AAU 05/07/42. To De Havilland 17/03/43. To 2 AAU 08/08/43. Allotted to civil aviation, 06/09/44, Ambulance fittings to be removed and to be issued to civil aviation department representative Archerfield. To 3 AD 28/09/44. Sold to MacRobertson Miller Aviation Company 14/02/45 and registered VH-USW 03/05/45 to 19/11/46. Exported to the UK 19/11/46.
A31-5	DH.86A	2307	C of A 13/09/34. Registered VH-USC 01/09/34 to 24/09/40, Named 'Canberra'. Impressed into RAAF Service from 24/09/40. Still at ANA 07/01/41. At 1 AOS 13/01/41. Issued to QANTAS 30/03/42 Registered (on loan) VH-USC 26/03/42 to 09/10/44. Crashed 09/10/44 at Darwin NT. To 8 CRD. Approved for conversion to components, 06/01/45.
A31-6	DH.86A	2310	C of A 27/12/34. Registered VH-USF 22/01/35 to 28/09/40, Named 'Melbourne'. Impressed into RAAF Service from 28/09/40. Received by RAAF 05/10/40. To 3 EFTS 06/10/40. Allotted to 1 AOS 07/01/41, departure delayed by weather. At 1 AOS 20/01/41. Issued to QANTAS 30/03/42. Registered VH-USF (on loan) 08/04/42 to 09/07/44. Crashed 09/07/44 Blackall QLD. Wreckage returned to RAAF, allotted to 3 CRD 10/08/44. Sold to MacRobertson Miller Aviation Company 12/03/45. To Registered VH-USF 22/05/45 to 24/06/45. Crashed 24/06/45 at Geraldton WA. Took off then attempted to land again, but bounced and swung. The pilot H. J. Branch and one passenger I. H. Orchard were killed. the Co-pilot and 8 passengers were injured.
A31-7	DH.86A	2323	C of A 05/06/35. Delivered as G-ADEA to Hillmans Airways Ltd. Sold to British Airways 1936. Sold to Wearnes 06/38 as VR-SBC. Registered VH-UZX 07/07/40 to 27/12/40. Impressed into RAAF Service 27/12/40. Received by RAAF 02/01/41. To 3EFTS 05/01/41. Issued to ANA and modified to Air Ambulance. To 1 Air Ambulance Unit 25/03/41. Flown to Cairo with A31-3 starting 30/04/41 from Laverton and arriving 03/07/41. See A31-3 entry for details. Damaged on ground in enemy attack at Mersa Matruh 01/02/42, all port fuel tanks damaged beyond repair. To Heliopolis for repairs, 15/02/42 Test flown 24/04/42. 1 Air Ambulance Unit 27/04/42 Damaged by bombing at LG100 28/09/42 RAF Heliopolis for repairs 31/08/42 1 Air Ambulance Unit 05/09/42 RAF Heliopolis for repairs and inspection 25/01/43 1 Air Ambulance Unit 21/06/43 Withdrawn from operations in Sept 1943 due to unavailability of 77 octane fuel, last operational sortie in unit records on 02/09/43 Foch to Castel Benito and return. After 1 Air Ambulance Unit was ordered to return to Australia on 31/01/44, A31-7 was flown from El Aouina, Tunisia, to B.A.R.U. Heliopolis by F/O Lowrey, along with 2 crew, starting at 0900 hours 18/02/44 and finally landing there at 1130 hrs 25/02/44 after a 20 minute flight from 'Cairo West' where it had landed at 1420hrs on 21/02/44, RAAF status card says for disposal. 1 A.A.U. was disbanded on 27/06/44 in Australia and we can find no record of the aircraft in question after 28/02/44. It has been suggested that it was used for spares and later scrapped on site.
A31-8	DH.86B	2359	C of A 30/11/37 and delivered to W.R.Carpenter. VH-UYU Impressed into RAAF Service 20/06/41 and issued to 3 EFTS. To ANA, to be held for Air Ambulance Units. To 1AD 18/08/41, still there on 22/08/41. Flown to 1 AAU in the Middle East, arriving at Heliopolis, Egypt on 10/11/41, Pilot F/O A J R Duffield and crew of 1 W/T operator and 1 Fitter. 1 AAU 17/11/41 Shot down by enemy aircraft 08/12/41 (the report of the loss arrived at 1 AAU at 16.20 by RAF clocks). Ofw. Helmut Haugk 7./ZG 26 claimed a Vickers Valentia at 12.42 by Luftwaffe clocks.
AX762	DH.86B	2333	C of A 20/01/36 G-ADUE Imperial Airways Named Dardanus Impressed into RAF Service as AX762 on 20/09/41 (Taken on charge date) (Incorrectly painted as AX672 and recorded as such by 1 AAU) Delivered to 117 Squadron, Bilbeis. 4/03/42 18/06/42 Delivered to RAAF No.1 Air Ambulance Unit at Gerawala Egypt 23/06/42 Starboard undercarriage collapsed when it hit soft sand on landing Siwa, Egypt, major damage to lower mainplane and three engines. SOC 24/06/42
HK829	DH.86B	2305	C of A 28/02/35 G-ACWD Imperial Airways Named Dorado Impressed into RAF Service as HK829 22/11/41 (Taken on Charge Date) Delivered to 117 Squadron, Bilbeis. 4/03/42 18/10/42 Delivered to RAAF No.1 Air Ambulance Unit at LG90, about 20 miles South of Alexandria, Egypt, where it is consistently referred to as AK829, which was the serial for a Kittyhawk. 17/03/43 Undercarriage collapsed on landing Nefatia North, Tunisia Written off.
HK843	DH.86B	2349	C 0f A 17/03/36 G-AEAP with Imperial Airways Named Demeter Impressed into RAF Service as HK843 on 15/12/41 (Taken on Charge Date) Served with 117 Squadron, Bilbeis. No. 1 A.A.U. 18/10/42 Totally burned out at Pachino, Sicily, Italy on 27/07/43 when a Verey-pistol went off in cockpit.