Records of 250341 Squadron Leader James Wellwood DFC RAAF

[*RETURN TO INTELLIGENCE SECTION*]
SECRET
MOST SECRET
REPORT ON THE VISIT OF THE DUTCH NAVAL
AND MILITARY AIR FORCE DETACHMENTS TO
DARWIN.
FROM 16th MAY to 19th MAY, 1941.
PREPARED BY INTELLIGENCE SECTION,
R.A.A.F. STATION,
DARWIN, N.T.

[*FILE.*]

[*RETURN TO INTELLIGENCE SECTION*]
VISIT OF THE DUTCH NAVAL AND MILITARY

AIR FORCE UNITS TO DARWIN.

oooOOOooo

[*16 to 19 May 1941*]

DESCRIPTION OF AIRCRAFT.
THE GLENN MARTIN - The visiting aircraft of the Military detachment
consisted of one flight of three Glenn Martin twin-engined bomber
landplanes. It has full cantilever tapered mid-wing monoplane carrying
the two engine nacelles in the leading edge. The structure is
of rivetted aluminium alloy with a stressed skin covering.
The fuselage is of monocoque construction also in
rivetted aluminium alloy.
The landing gear is of the retractable and mechanical
type controlled from the pilot's cockpit. Oleo shock absorber
struts are fitted. The tail wheel is of the swivel type.
The rudder and elevator are fabric covered and
fitted with trailing edge trimming and balance-tabs controllable
from the pilot's seat.
Power plant consists of two Wright Cyclone engines
of the radial air-cooled type and each of 1100 h.p. The engines are
run on 90 Octane fuel. Curtis electric aircrews are fitted. Fuel
capacity is approximately 500 gallons, giving a range of about 6 hours.
Crew accommodation is provided in the nose of the
fuselage, with a compartment aft of the pilot's cockpit for the wireless
operator, and a rear cockpit behind the wings is fitted with an
auxiliary set of flight controls, and a mounting for a flexible gun
and floor gun.
The wing loading is 24 lbs. per square inch, giving
a low landing speed and good rate of climb. The mainplanes have
watertight compartments which would enable the machine to float indefinitely
in the event of a forced landing. The flaps, undercarriage,
and engine cowl flaps are all manually operated from the pilot's
cockpit. Chandler-Evans carburettors have been substituted for the
Stromberg standard equipment. The braking system is of the Bendix
type and has been giving a certain amount of trouble. This is also
the case with the Curtis Electric airscrews.
Our engineering staff reported that the maintenance
of these aircraft had been of a particularly high standard. The
engines were in a well serviced condition. The absence of scuffing
and pitting of the airscrews suggests that their home aerodromes are
dust free. The crew accommodation and internal communication are
considered of a low standard.
The normal cruising speed is approximately 300
Kms. per hour (186 m.p.h.). Instruments are of American, German,
and English origin.
The camouflage of two tones of green and orange
under surfaces is considered most effective, and the machines were more
difficult to distinguish on the ground than our own. The two tone
green is designed mainly for use in the rural countryside of N.E.I.
where they are said to blend most effectively with the surroundings.
THE DORNIER FLYING BOAT. - This is a three-engined open sea reconnaissance
flying boat built specially far the Netherlands Government.
It has a high-wing, semi-cantilever monoplane.
The cross section carrying the three engines is supported above
the hull by inverted "V" struts, and is braced by sloping parallel
struts to the Dornier "Stummelin" or sea wings which give lateral
stability on the water and increase the lifting surface when in flight.
The wing structure is of metal, covered with fabric, except in the
slip stream of the air screw, where it is metal covered, It has
slotted ailerons on the outer wing sections and split flaps on the
centre section.

The hull is of the normal Dornier two step metal type
The rear step fairs into a vertical knife edge. The tail unit is a
braced monoplane tail plane with two fins and rudders which are of metal
construction with metal covered fixed surfaces and fabric covered
movable surfaces. The rudders are statically and aerodynamically
balanced with Servo flaps. The elevators are statically balanced.
Three Wright Cyclone nine cylinder radial air-cooled
engines are mounted inline along the leading edge of the counter-section
Three bladed controllable pitch airscrews are fitted. The fuel tanks
are in the sea wings.
Accommodation for a normal crew of seven or eight is
provided. The first gunners position is in a rotatable turret in the
nose. The pilot is in an enclosed compartment seating two side by
side with the navigator and the wireless operator behind. Sleeping
accommodation is provided in the center section of the hull. Aft of
the wing is the second gunner's position, and in the extreme tail there
is a third position, both are (*being*) equipped with rotatable turrets.
The boat is fully equipped for extended cruises away
from its base, and the Flight Commander stated that it was not unusual
for them to remain away several weeks at a time when on reconnaissance
flights.
The maximum speed is 340 Km, per hour (211 m.p.h.) with
a ceiling of 18,000 to 19,000 feet. The range is about 2,200 miles.
COMPARATIVE PERFORMANCES.
During the visit several comparative performance tests were carried
out in which all available types of aircraft were used. A notable
feature of these tests was the apparent manoeuvreability superiority of
both types of visiting aircraft.
The demonstrations by visiting pilots were obviously designed to
impress us of this and consisted of steep turns, low flying, "shooting
up" ground objects, and steep climbing turns off the aerodrome and
alighting area. Their formation flying was of a very high order,
demonstrations being given by both naval and military units. The
short runway required by the Glenn Martins for both take-off and landing
was a feature of the demonstrations.
The majority of our pilots participating in these tests were
unanimous in their opinion that the manoeuvreability of the visiting
aircraft was superior to our own. It was considered that for range
and speed, our own aircraft compared favourably. Several of our pilots
were given the opportunity of flying the Dorniers and Glenn Martins.
The following comments were made by one of these pilots in reference
to the Dorniers - "The maneouvreability was very fair, but the controls
were heavy, especially in rough and bumpy weather. Any manoeuvres,
such as formation flying, would be likely to cause considerable
physical strain."
The following points were noted by this pilot whilst performing a
circuit and landing -

Several Wirraway pilots commented on the tests. One stated that
after intercepting the Dorniers before their arrival 10 Darwin, it was
necessary to fly at 2,300 revs, with 45" of Hg. in order to maintain
formation it was necessary to continue at these revolutions and with

36" Hg. He maintained that in tests with the Glenn Martins he had
been out-manoeuvred.
A Wirraway Flight Commander stated that when flying in formation
with three Dorniers which were flying at nomal cruising speed, maximum
power was required to maintain the formation. He also gave it
as his opinion that the Dornier could easily out-manoeuvre the Wirraway
if engaged in combat.
ARMAMENT.
GLENN MARTIN. - The internal bomb bay doors are controlled by the
bomb aimer, and in an emergency, by the pilot. Armament consists
of two 1000 lb. bomb carriers outboard and provision for an additional
1000 Ibs. of light series bombs inboard. Three free Colt guns
of .303 calibre are fitted in the forward and rear gun turrets.
Bomb sights were not carried on the trip but from
conversation it was gathered that they are of a much simpler type
than our own. They can be manipulated with one hand and (**^ this**) appears to
involve little else than keeping the bubble in the centre. They are
not mounted rigidly but appear to be freely mounted in some form of
gymbal ring. The sights are of Austrian manufacture.
Their bombs are apparently not fitted with delayed
action fuses.
DORNIER FLYING BOATS. - The armament consisted of two machine guns
of the Vickers type, one mounted in the nose turret and the other in
the tail. Just aft of the wing is another turret but guns were not
mounted. Both turrets are of the rotatable type.
In the centre turret there is a mounting
for a movable gun, and judging by the strength of the structure, this
gun (which wasn't mounted) would be considerably larger than the
machine guns.
The bomb sight, when in use, is mounted
through the bottom of the nose. It is of the gyroscopic type which
automatically levels itself and makes allowances for changes of course,
wind velocity, speed of aircraft and other factors which are fed into
the sight automatically by means of a series of gauges attached to
which are the usual visual dials.
It was noticeable that the crew either had
very little knowledge of these sights or were reluctant to impart
their knowledge. In the course of an explanation, the demonstrator
contented himself by saying: "All you have to do is to feed in the
factors shown on the dials and the sight does the rest - perhaps."
REPORT ON W/T. COMMUNICATIONS USED BY VISITING AIRCRAFT.
The apparatus in use was made by Phillips and appeared to be of
modern design and very suitable to their particular types. It
comprised three receivers, one of low frequency, one of high frequency,
and a D/F. receiver. The D/F. receiver is operated in conjunction
with a [[?table]] loop and a visual indicator for use with radio beams.
Aural indications for D/F. purposes are provided for.
The transmitter has a frequency switching device which enables
two low or four high set frequencies to be selected at will. Provision
in also made for tuning to other frequencies. According to the
"Adjutant" of signals, the transmitter has an output of approximately
100 watts. This is greatly in excess of that of R.A.A.F. equipment.

H/F. D/F. bearings can be obtained by the aircraft W/T.
operator at distances up to 1000 Kilometres, While M/F. D/F. bearings
can be obtained up to 100 Kilometres.
It is considered that their equipment is of a good standard
although it appears that its effective use is somewhat hindered by
a complicated ground organisation. Their communication system
during operations seems to be extremely slow. Messages from aircraft
are apparently forwarded through a net-work of authorities before
reaching the Dutch equivalent of our A.C.H.
It was noticed that the radio and W/T. equipment and batteries
in the Glenn Martins are located in a position which would be well
above the water line in the event of a forced landing in the sea.
REFUELLING ARRANGEMENTS.
The refuelling of the visiting aircraft was attended to by the
Equipment Section of R.A.A.F. Station, Darwin, in collaboration with
the local representatives of the Shell Company of Australia. Due
to advice being received from Air Board that the Octane value of the
fuel used by the Dorniers would be "90", and for the Glenn Martins
"87", some disorganisation was caused. The arrangements were
completed in accordance with this advice and on arrival it was found
that the reverse was the case. The Shell supply tender was standing
by with supplies of the higher octane spirit and supplies of the
lower were made available at the R.A.A.F. permanent aerodrome for the
land planes.
After considering the position, the captains of the Dutch flying
boats decided to use the "90" Octane fuel and the Shell Company
agreed to make a further quantity available the following day for the
Glenn Martins.
Some difficulty was experienced in refuelling the Dorniers from
the supply tender. The nozzle of the hose would not fit the usual
refuelling points of these aircraft, and it was considered necessary
to have special adaptors constructed in the station workshops. This
was overcome, however, by filling the wing tanks and allowing the
fuel to gravitate to the main tanks in the sea wings.
The following quantities of petrol were supplied -

The issue was made from R.A.AF. stocks and repayment vouchers
were signed by the Flight Commanders of the two flights. An order
was placed with the Shell Company for the total amount.
No oil was supplied. The Dorniers use 120X Aero Shell Heavy,
and the Glenn Martins use the same as the Hudsons. (120 Green band)
GENERAL NOTES ON THE VISIT.
The visitors used every opportunity to gain information on all
our activities. It was very apparent that this was systematically
organised and the Flight Commander of the Military detachment was
heard to remark that all personnel had been instructed "to steal
everything with their eyes and make a report on their return to India."
(N. E. I. ) The Officer in Charge of the Naval detachment, Lt. Baron
van LAWICK, asked the Officer Commanding No. 12 Squadron to arrange
a programme of instruction for his officers and expressed the desire
that an opportunity be given for his specialist officers to discuss

matters concerning gunnery, bombing, signals, training, equipment, and
organisation, and administration. They appear to have had separate
specialist officers for each of these departments.
They were particularly interested in our bombsight, and seemed to
be unfavourably impressed with it. Their main criticism was that
there were far too many manual operations to be carried out before the
bomb was released, and the consensus of their opinions was that it
was far too complicated. Their own bomb sight could be manipulated
by one hand. They did not carry these sights with them on the trip,
and these impressions are the outcome of discussion only.
The Naval detachment asked to be shown our bombs and asked
questions concerning their use.
Most of the visiting pilots impressed our own with their flying
ability. The performances of the two types demonstrated seems to
have left an apparently well founded impression amongst our own flying
personnel, of the inferiority of our own equipment. It is, however,
felt that this is attributable in some degree to the tendency on the
part of the visitors to perform their manoeuvres close to the ground,
and to add to the spectacular aspect of their demonstrations by
contravening local flying and service flying regulations. On the
other hand it was fairly apparent that the manoeuvreability of their
aircraft was generally superior to our own.
Frequent comments were noted regarding the fact that although
most of our aircraft were camouflaged, no attempt had been made to
camouflage the buildings in the precincts of the aerodrome. One
Naval pilot remarked that the station was clearly visible twenty miles
to seaward.
The Dutch pilots were very enthusiastic about their Curtis Interceptors,
which, it is claimed can reach 15,000 feet in 5 minutes.
Pilots had 500 hours flying before qualifying for their wings and were
not drafted to operational squadrons until fully trained in all
branches of service flying. The average flying time at present is
about 40 hours per month per pilot. In the Military Air Force,
only four days per week are devoted to flying and the rest of the week
to ground training and instruction.
Generally the visiting pilots gave the impression of being very
efficient, and it was noted that the Naval pilots in particular, had
a considerable number of hours. The youngest officer of the Naval
detachment was said to be over 30 years of age and had from 2,000 to
3,000 hours of service flying. The Flight Lieutenant commanding the
military flight claimed 2,300 hours as first pilot and almost 3,000
as second pilot and instructor. The Naval pilots had experience on
a number of sea borne aircraft, and very quickly adapted themselves to
our own Hudsons and Wirraways.
Their system of navigation in the Dorniers is very similar to
our own and is mainly D.R. They also use wireless in bad weather and
often land blind. In the Martins they are dependent on wireless to
a greater extent. Astro navigation is rarely used and they do not
appear to carry sextants.
A number of the Naval officers were ex K.P.M. officers and had a
considerable experience as ships' navigators. They were on the Naval
reserve, and since the outbreak of hostilities have been mobilised for
general service. The Naval units frequently spent several weeks
away from their bases and while on these flights carried a fair stock
of the main spare parts.
Air gunnery appears to play an important part in their training,
and one officer stated that all units spend at least four days per
month at a gunnery school practicing Drogue Gunnery.

The Glenn Martin bombers which made the visit were a detachment
of the second Group which is stationed at Malang, Java. It was
reported that there are 52 of this type at that station, and accommodation
is available for the whole group. There are three hangars
each capable of housing 17 aircraft. At Andir, near Bandoeng, a
modern hangar of the semi-circular roof type, has been constructed
[[?]] in concrete. This was completed last year, and is
considered to be reasonably bomb proof. In addition, it is claimed
that one important advantage is that no shadows are cast and its
shape makes for effective camouflage.
The old civil aerodrome in Soerabaya has now been destroyed and
all civil and military flying is being carried out from the new
aerodrome at Tandjoeng Perak.
Messing conditions for airmen in the Military Air Force were
said to be much inferior to our own; personnel being quartered in
bamboo huts accommodating 40 men per hut. Pay in this branch of
the service is as follows: Fitters, Riggers, W/T. Operators, etc.
approximately 50 guilders per month, with an additional 50 guilders
for flying pay. Airmen are required to pay for their own messing
at the rate of approximately 25 cents per diem. Sergeant pilots
receive about 270 guilders per month and an additional allowance is
made for married personnel.
Normally, members of the permanent Military Air Force who have
been enlisted in Holland, are given six months leave in Europe at
the end of each six years service.
Generally the visiting officers and airmen were of a very good
type and were deeply impressed with the hospitality given them in
the messes and elsewhere. They were keen, serious, intelligent, and
displayed a lively and intense interest in everything. A noticeable
feature was the apparent reticence of the Naval officers to mix with
those of the military detachment, but this is attributed to the usual
distinction between the fighting services. Several of the officers
and airmen were Indo-European (Eurasian).

APPENDIX "A"

FLYING RESTRICTIONS AT SOURABAYA AND SINGAPORE

1. SOURABAYA. The following is an extract from the latest

N.E.I. Notices to Airmen: -

A. Pilots of Civil landplanes to whom permission is granted

for use of the aerodrome, Tandjoeng Perak shall by (**when**)

approaching or leaving the aerodrome follow one of the

following courses: -

1. Aircraft coming from the WEST or going to the WEST from

a point in longitude 112° 30' East and in latitude 7°

7' 30" South on a bearing 101° to a point 1 geographical

mile South of GRISEE and thence by a straight line to

the aerodrome on the same course back.

2. Aircraft coming from the NORTH or going to the NORTH: -

(a) West of the Western boundary of the prohibited area

to a point of Longitude 112° 30' East

and in Latitude 7° 7' 30" South and thence on a bearing

of 101° as mentioned under (1);

(b) East of the Eastern boundary and South of the

Southern boundary of the prohibited area until

WONOKROMO and thence on bearing 360° to the aerodrome

on the same course back.

3. Aircraft coming from the EAST or going to the SOUTH shall

follow the South boundary of the prohibited area until

WONOKROMO and thence on a bearing 360° to the aerodrome

on the same course back.

Aircraft coming from the South or going to the South

shall follow the right side of the railway SIDOADJO-

WONOKROMO and thence on bearing of 360° to the aerodrome

on the same course back.

B. No aircraft shall on the abovementioned courses fly at a

height exceeding 300 metres (1000 feet).

C. Pilots of civil landplanes shall on alighting or starting not (**out**)

fly at a distance of 2½ kms. from the boundary of the aerodrome.

D. No aircraft shall fly at a height greater than 300 metres

(1000 feet) whilst alighting or starting.

2. SINGAPORE

Aircraft are to approach SINGAPORE for S.S.E. (**^from**) directly over

the city, flying in line astern at 2,000 feet. The Naval Base

is a prohibited area.

---oOo---

APPENDIX "P"

AUSTRALIAN,  NETHERLANDS EAST INDIES AND MALAYAN STATIONS

APPENDIX "O".

TABLE OF DISTANCES.

NAUTICAL MILES.

DARWIN - KOEPANG                   444

KOEPANG - BIMA                          303

BIMA - RAMBANG                          133

RAMBANG - SOURABAYA           243

SOURABAYA - SEMARANG          136

SEMARANG - BATAVIA                 205

BATAVIA - PALEMMBANG            231

PALEMBANG - MUNTOK                57

MUNTOK - SINGAPORE                221

PALEMBANG - SINGAPORE        259

VISIT OF THE DUTCH NAVAL AND MILITARY

AIR FORCE UNITS TO DARWIN.

oooOOOooo

[*16 to 19 May 1941*]

DESCRIPTION OF AIRCRAFT.
THE GLENN MARTIN - The visiting aircraft of the Military detachment
consisted of one flight of three Glenn Martin twin-engined bomber
landplanes. It has full cantilever tapered mid-wing monoplane carrying
the two engine nacelles in the leading edge. The structure is
of rivetted aluminium alloy with a stressed skin covering.
The fuselage is of monocoque construction also in
rivetted aluminium alloy.
The landing gear is of the retractable and mechanical
type controlled from the pilot's cockpit. Oleo shock absorber
struts are fitted. The tail wheel is of the swivel type.
The rudder and elevator are fabric covered and
fitted with trailing edge trimming and balance-tabs controllable
from the pilot's seat.
Power plant consists of two Wright Cyclone engines
of the radial air-cooled type and each of 1100 h.p. The engines are
run on 90 Octane fuel. Curtis electric aircrews are fitted. Fuel
capacity is approximately 500 gallons, giving a range of about 6 hours.
Crew accommodation is provided in the nose of the
fuselage, with a compartment aft of the pilot's cockpit for the wireless
operator, and a rear cockpit behind the wings is fitted with an
auxiliary set of flight controls, and a mounting for a flexible gun
and floor gun.
The wing loading is 24 lbs. per square inch, giving
a low landing speed and good rate of climb. The mainplanes have
watertight compartments which would enable the machine to float indefinitely
in the event of a forced landing. The flaps, undercarriage,
and engine cowl flaps are all manually operated from the pilot's
cockpit. Chandler-Evans carburettors have been substituted for the
Stromberg standard equipment. The braking system is of the Bendix
type and has been giving a certain amount of trouble. This is also
the case with the Curtis Electric airscrews.
Our engineering staff reported that the maintenance
of these aircraft had been of a particularly high standard. The
engines were in a well serviced condition. The absence of scuffing
and pitting of the airscrews suggests that their home aerodromes are
dust free. The crew accommodation and internal communication are
considered of a low standard.
The normal cruising speed is approximately 300
Kms. per hour (186 m.p.h.). Instruments are of American, German,
and English origin.
The camouflage of two tones of green and orange
under surfaces is considered most effective, and the machines were more
difficult to distinguish on the ground than our own. The two tone
green is designed mainly for use in the rural countryside of N.E.I.
where they are said to blend most effectively with the surroundings.
THE DORNIER FLYING BOAT. - This is a three-engined open sea reconnaissance
flying boat built specially far the Netherlands Government.
It has a high-wing, semi-cantilever monoplane.
The cross section carrying the three engines is supported above
the hull by inverted "V" struts, and is braced by sloping parallel
struts to the Dornier "Stummelin" or sea wings which give lateral
stability on the water and increase the lifting surface when in flight.
The wing structure is of metal, covered with fabric, except in the
slip stream of the air screw, where it is metal covered, It has
slotted ailerons on the outer wing sections and split flaps on the
centre section.

The hull is of the normal Dornier two step metal type
The rear step fairs into a vertical knife edge. The tail unit is a
braced monoplane tail plane with two fins and rudders which are of metal
construction with metal covered fixed surfaces and fabric covered
movable surfaces. The rudders are statically and aerodynamically
balanced with Servo flaps. The elevators are statically balanced.
Three Wright Cyclone nine cylinder radial air-cooled
engines are mounted inline along the leading edge of the counter-section
Three bladed controllable pitch airscrews are fitted. The fuel tanks
are in the sea wings.
Accommodation for a normal crew of seven or eight is
provided. The first gunners position is in a rotatable turret in the
nose. The pilot is in an enclosed compartment seating two side by
side with the navigator and the wireless operator behind. Sleeping
accommodation is provided in the center section of the hull. Aft of
the wing is the second gunner's position, and in the extreme tail there
is a third position, both are (*being*) equipped with rotatable turrets.
The boat is fully equipped for extended cruises away
from its base, and the Flight Commander stated that it was not unusual
for them to remain away several weeks at a time when on reconnaissance
flights.
The maximum speed is 340 Km, per hour (211 m.p.h.) with
a ceiling of 18,000 to 19,000 feet. The range is about 2,200 miles.
COMPARATIVE PERFORMANCES.
During the visit several comparative performance tests were carried
out in which all available types of aircraft were used. A notable
feature of these tests was the apparent manoeuvreability superiority of
both types of visiting aircraft.
The demonstrations by visiting pilots were obviously designed to
impress us of this and consisted of steep turns, low flying, "shooting
up" ground objects, and steep climbing turns off the aerodrome and
alighting area. Their formation flying was of a very high order,
demonstrations being given by both naval and military units. The
short runway required by the Glenn Martins for both take-off and landing
was a feature of the demonstrations.
The majority of our pilots participating in these tests were
unanimous in their opinion that the manoeuvreability of the visiting
aircraft was superior to our own. It was considered that for range
and speed, our own aircraft compared favourably. Several of our pilots
were given the opportunity of flying the Dorniers and Glenn Martins.
The following comments were made by one of these pilots in reference
to the Dorniers - "The maneouvreability was very fair, but the controls
were heavy, especially in rough and bumpy weather. Any manoeuvres,
such as formation flying, would be likely to cause considerable
physical strain."
The following points were noted by this pilot whilst performing a
circuit and landing -

Several Wirraway pilots commented on the tests. One stated that
after intercepting the Dorniers before their arrival 10 Darwin, it was
necessary to fly at 2,300 revs, with 45" of Hg. in order to maintain
formation it was necessary to continue at these revolutions and with

36" Hg. He maintained that in tests with the Glenn Martins he had
been out-manoeuvred.
A Wirraway Flight Commander stated that when flying in formation
with three Dorniers which were flying at nomal cruising speed, maximum
power was required to maintain the formation. He also gave it
as his opinion that the Dornier could easily out-manoeuvre the Wirraway
if engaged in combat.
ARMAMENT.
GLENN MARTIN. - The internal bomb bay doors are controlled by the
bomb aimer, and in an emergency, by the pilot. Armament consists
of two 1000 lb. bomb carriers outboard and provision for an additional
1000 Ibs. of light series bombs inboard. Three free Colt guns
of .303 calibre are fitted in the forward and rear gun turrets.
Bomb sights were not carried on the trip but from
conversation it was gathered that they are of a much simpler type
than our own. They can be manipulated with one hand and (**^ this**) appears to
involve little else than keeping the bubble in the centre. They are
not mounted rigidly but appear to be freely mounted in some form of
gymbal ring. The sights are of Austrian manufacture.
Their bombs are apparently not fitted with delayed
action fuses.
DORNIER FLYING BOATS. - The armament consisted of two machine guns
of the Vickers type, one mounted in the nose turret and the other in
the tail. Just aft of the wing is another turret but guns were not
mounted. Both turrets are of the rotatable type.
In the centre turret there is a mounting
for a movable gun, and judging by the strength of the structure, this
gun (which wasn't mounted) would be considerably larger than the
machine guns.
The bomb sight, when in use, is mounted
through the bottom of the nose. It is of the gyroscopic type which
automatically levels itself and makes allowances for changes of course,
wind velocity, speed of aircraft and other factors which are fed into
the sight automatically by means of a series of gauges attached to
which are the usual visual dials.
It was noticeable that the crew either had
very little knowledge of these sights or were reluctant to impart
their knowledge. In the course of an explanation, the demonstrator
contented himself by saying: "All you have to do is to feed in the
factors shown on the dials and the sight does the rest - perhaps."
REPORT ON W/T. COMMUNICATIONS USED BY VISITING AIRCRAFT.
The apparatus in use was made by Phillips and appeared to be of
modern design and very suitable to their particular types. It
comprised three receivers, one of low frequency, one of high frequency,
and a D/F. receiver. The D/F. receiver is operated in conjunction
with a [[?table]] loop and a visual indicator for use with radio beams.
Aural indications for D/F. purposes are provided for.
The transmitter has a frequency switching device which enables
two low or four high set frequencies to be selected at will. Provision
in also made for tuning to other frequencies. According to the
"Adjutant" of signals, the transmitter has an output of approximately
100 watts. This is greatly in excess of that of R.A.A.F. equipment.

H/F. D/F. bearings can be obtained by the aircraft W/T.
operator at distances up to 1000 Kilometres, While M/F. D/F. bearings
can be obtained up to 100 Kilometres.
It is considered that their equipment is of a good standard
although it appears that its effective use is somewhat hindered by
a complicated ground organisation. Their communication system
during operations seems to be extremely slow. Messages from aircraft
are apparently forwarded through a net-work of authorities before
reaching the Dutch equivalent of our A.C.H.
It was noticed that the radio and W/T. equipment and batteries
in the Glenn Martins are located in a position which would be well
above the water line in the event of a forced landing in the sea.
REFUELLING ARRANGEMENTS.
The refuelling of the visiting aircraft was attended to by the
Equipment Section of R.A.A.F. Station, Darwin, in collaboration with
the local representatives of the Shell Company of Australia. Due
to advice being received from Air Board that the Octane value of the
fuel used by the Dorniers would be "90", and for the Glenn Martins
"87", some disorganisation was caused. The arrangements were
completed in accordance with this advice and on arrival it was found
that the reverse was the case. The Shell supply tender was standing
by with supplies of the higher octane spirit and supplies of the
lower were made available at the R.A.A.F. permanent aerodrome for the
land planes.
After considering the position, the captains of the Dutch flying
boats decided to use the "90" Octane fuel and the Shell Company
agreed to make a further quantity available the following day for the
Glenn Martins.
Some difficulty was experienced in refuelling the Dorniers from
the supply tender. The nozzle of the hose would not fit the usual
refuelling points of these aircraft, and it was considered necessary
to have special adaptors constructed in the station workshops. This
was overcome, however, by filling the wing tanks and allowing the
fuel to gravitate to the main tanks in the sea wings.
The following quantities of petrol were supplied -

The issue was made from R.A.AF. stocks and repayment vouchers
were signed by the Flight Commanders of the two flights. An order
was placed with the Shell Company for the total amount.
No oil was supplied. The Dorniers use 120X Aero Shell Heavy,
and the Glenn Martins use the same as the Hudsons. (120 Green band)
GENERAL NOTES ON THE VISIT.
The visitors used every opportunity to gain information on all
our activities. It was very apparent that this was systematically
organised and the Flight Commander of the Military detachment was
heard to remark that all personnel had been instructed "to steal
everything with their eyes and make a report on their return to India."
(N. E. I. ) The Officer in Charge of the Naval detachment, Lt. Baron
van LAWICK, asked the Officer Commanding No. 12 Squadron to arrange
a programme of instruction for his officers and expressed the desire
that an opportunity be given for his specialist officers to discuss

matters concerning gunnery, bombing, signals, training, equipment, and
organisation, and administration. They appear to have had separate
specialist officers for each of these departments.
They were particularly interested in our bombsight, and seemed to
be unfavourably impressed with it. Their main criticism was that
there were far too many manual operations to be carried out before the
bomb was released, and the consensus of their opinions was that it
was far too complicated. Their own bomb sight could be manipulated
by one hand. They did not carry these sights with them on the trip,
and these impressions are the outcome of discussion only.
The Naval detachment asked to be shown our bombs and asked
questions concerning their use.
Most of the visiting pilots impressed our own with their flying
ability. The performances of the two types demonstrated seems to
have left an apparently well founded impression amongst our own flying
personnel, of the inferiority of our own equipment. It is, however,
felt that this is attributable in some degree to the tendency on the
part of the visitors to perform their manoeuvres close to the ground,
and to add to the spectacular aspect of their demonstrations by
contravening local flying and service flying regulations. On the
other hand it was fairly apparent that the manoeuvreability of their
aircraft was generally superior to our own.
Frequent comments were noted regarding the fact that although
most of our aircraft were camouflaged, no attempt had been made to
camouflage the buildings in the precincts of the aerodrome. One
Naval pilot remarked that the station was clearly visible twenty miles
to seaward.
The Dutch pilots were very enthusiastic about their Curtis Interceptors,
which, it is claimed can reach 15,000 feet in 5 minutes.
Pilots had 500 hours flying before qualifying for their wings and were
not drafted to operational squadrons until fully trained in all
branches of service flying. The average flying time at present is
about 40 hours per month per pilot. In the Military Air Force,
only four days per week are devoted to flying and the rest of the week
to ground training and instruction.
Generally the visiting pilots gave the impression of being very
efficient, and it was noted that the Naval pilots in particular, had
a considerable number of hours. The youngest officer of the Naval
detachment was said to be over 30 years of age and had from 2,000 to
3,000 hours of service flying. The Flight Lieutenant commanding the
military flight claimed 2,300 hours as first pilot and almost 3,000
as second pilot and instructor. The Naval pilots had experience on
a number of sea borne aircraft, and very quickly adapted themselves to
our own Hudsons and Wirraways.
Their system of navigation in the Dorniers is very similar to
our own and is mainly D.R. They also use wireless in bad weather and
often land blind. In the Martins they are dependent on wireless to
a greater extent. Astro navigation is rarely used and they do not
appear to carry sextants.
A number of the Naval officers were ex K.P.M. officers and had a
considerable experience as ships' navigators. They were on the Naval
reserve, and since the outbreak of hostilities have been mobilised for
general service. The Naval units frequently spent several weeks
away from their bases and while on these flights carried a fair stock
of the main spare parts.
Air gunnery appears to play an important part in their training,
and one officer stated that all units spend at least four days per
month at a gunnery school practicing Drogue Gunnery.

The Glenn Martin bombers which made the visit were a detachment
of the second Group which is stationed at Malang, Java. It was
reported that there are 52 of this type at that station, and accommodation
is available for the whole group. There are three hangars
each capable of housing 17 aircraft. At Andir, near Bandoeng, a
modern hangar of the semi-circular roof type, has been constructed
[[?]] in concrete. This was completed last year, and is
considered to be reasonably bomb proof. In addition, it is claimed
that one important advantage is that no shadows are cast and its
shape makes for effective camouflage.
The old civil aerodrome in Soerabaya has now been destroyed and
all civil and military flying is being carried out from the new
aerodrome at Tandjoeng Perak.
Messing conditions for airmen in the Military Air Force were
said to be much inferior to our own; personnel being quartered in
bamboo huts accommodating 40 men per hut. Pay in this branch of
the service is as follows: Fitters, Riggers, W/T. Operators, etc.
approximately 50 guilders per month, with an additional 50 guilders
for flying pay. Airmen are required to pay for their own messing
at the rate of approximately 25 cents per diem. Sergeant pilots
receive about 270 guilders per month and an additional allowance is
made for married personnel.
Normally, members of the permanent Military Air Force who have
been enlisted in Holland, are given six months leave in Europe at
the end of each six years service.
Generally the visiting officers and airmen were of a very good
type and were deeply impressed with the hospitality given them in
the messes and elsewhere. They were keen, serious, intelligent, and
displayed a lively and intense interest in everything. A noticeable
feature was the apparent reticence of the Naval officers to mix with
those of the military detachment, but this is attributed to the usual
distinction between the fighting services. Several of the officers
and airmen were Indo-European (Eurasian).