The Schleicher K7 is a high wing tandem two-seat sailplane designed in the late 1950s by Rudolf Kaiser for the Alexander Schleicher company in Germany. The fuselage is built using steel tube framing covered with fabric. The swept-forward cantilever wing is of wood and fabric construction with a single spar and a plywood covered leading edge “D” box for strength. The wing is equipped with Schempp-Hirth airbrakes. The K7 first flew in 1959. It is a versatile design that can be used for both basic and more advanced training of pilots. Over 500 were built. VH-GNX was manufactured in Germany and imported into Australia by Edmund Schneider Limited. It was test flown by them at Parafield Aerodrome, Adelaide, South Australia in March 1964. The original owner of VH-GNX was the Adelaide Soaring Club and it was maintained by Edmund Schneider Limited until May 1971. It appears that about this time it was transferred to the Gold Coast Soaring Club. In July 1974, after it had flown for an aggregate 3075 hours from 13919 flights, it was purchased by the Bundaberg Soaring Club. About 10 years later, it was acquired by the Bendigo Gliding Club. At that stage it had recorded over 4600 hours flying time from 21546 launches. When it was retired from service by the Bendigo Gliding Club in June 2006 due to age related defects the hours flown had reached 7259 from 31820 flights. It appears that the airframe has had a relatively trouble free life with only minor damage from storage / ground handling incidents, a heavy landing (January 1987) and a bird strike (January 2002). It was donated to the Museum in April 2007.This exhibit is an example of the Schleicher K7 two seat sailplane type.Two seat high wing glider sailplane finished in white with red detailing.Serial Number 7134, registered as VH-GNX. The registration appears on each side of the Fin / Rudder in red letteringaustralian gliding, glider, sailplane, schleicher, k7, schneider, adelaide soaring club, gold coast soaring club, bundaberg soaring club, bendigo gliding club

The Golden Eagle is an original design by Geoff Richardson. Geoff commenced gliding in the early days of the sport circa 1933 in Melbourne, flying at Coode Island and Mt Frazer. In 1934, he began construction of a secondary type glider but scrapped it upon realizing that a better design was needed. He conducted further research and came up with a sailplane of similar size and general arrangement to the Grunau Baby but with a “Gull” wing using a Gottingen 535 wing section (the same as for the Grunau Baby). Geoff did all the technical calculations himself and even made up and tested a Casein glue for the construction. Geoff competed construction of his new sailplane (which he called the “Golden Eagle”) in 1937 and it was test flown at Laverton at the western edge of Melbourne in September 1937. On the same day, at Laverton, the Gliding Club of Victoria flew its new Grunau Baby 2 sailplane which it had imported as a finished machine from Edmund Schneider in Germany. The Golden Eagle was found to fly well, having a similar performance to the Grunau Baby. In the 1950s, the Golden Eagle was modified by rebuilding the front of the fuselage to enclose the cockpit with a Perspex canopy. A landing wheel was incorporated behind the skid. Spoilers were added to the wings and a trim tab to the elevators. The Golden Eagle has been flown with the VMFG (Victorian Motorless Flight Group) for most of its long life. When donated to the Australian Gliding Museum in 2016 by Alan Patching it was probably the oldest, continuously airworthy glider in the world. Having regard to the historical significance of the Golden Eagle, the Museum has decided to not to fly it anymore to avoid risk of loss or damage. The exhibit is of great significance for Australian gliding history – the Golden Eagle is a flyable 1930s aircraft in excellent condition that was designed and built by an Australian gliding pioneer. Single seat wood and fabric sailplane finished with white wings, tailplane and rudder and yellow fuselage Registration letters “FC” on fuselage nose port side, Australian flag, Vintage Gliders Australia and VMFG decals on rudder, “Golden Eagle” lettering in red on each side of the fuselage below the canopy, Aboriginal flag decal on port side of fuselage below the canopy. australian gliding, glider, sailplane, golden eagle, richardson, patching, vmfg, victorian motorless flight group

The tall, two‐door cupboard with curved shelves is without a back and is taller than the bench cupboard on the lower lantern room of the lighthouse . The curved shelving suggests that this practical storage cupboard was custom‐built or adapted to serve in this location on the landing level below the lantern room. It is not known when it was provided to the lightstation. It shares the structural features of this furnishing as well as other nineteenth century utilitarian cabinets that were made for Victoria’s lightstations, such as those fitted beside fireplaces in the keepers’ quarters (for example CNLS 0016) or serving as lantern room cupboards. They have doors simply framed and bevelled around central panels. This particular cupboard, which is painted grey with four white panels, is unusual both for its height and the four doors, with the twin top panels taller than those underneath. This panel arrangement repeats the design of the lightstation’s door cases. Further research may reveal more about its manufacture. It is not known whether it is attached to the wall or movable; if attached it is considered to be a fixture and included in the Victorian Heritage Register listing for the lightstation (VHR H1773). Other similar cabinets which have been constructed to fit the curved wall of a lighthouse survive at Cape Schanck, varnished wood benchtop, 2‐door cabinet with brass door knob, no drawers); Point Hicks, benchtop, 2‐door, painted green with silver doors, no drawers) and Gabo Island bench top, 2‐door, no drawers, green paint removed to reveal cedar timber), and Cape Nelson, benchtop, 2‐door, 2‐drawer, partially varnished). Cape Nelson’s tall cupboard with curved shelves and back profile is unusual among the lighthouse furnishings. The cabinet is a unique, original feature of the lighthouse and has first level contributory significance for its historic values and provenance.The tall, two‐door cupboard with curved shelves is without a back and has curved shelving. Painted grey with four white panels, on the four doors, with the twin top panels taller than those underneath.

A laryngoscope is an instrument used to view the larynx (voice box), which is the opening to the trachea and lungs. It consists of a “blade,” which goes into the patient’s mouth, and a handle. Prior to 1943 when Macintosh introduced his curved blade, most laryngoscope blades were long and straight. The straight blades were used to directly hold the epiglottis. Macintosh’s curved blade works differently: it indirectly opens the epiglottis by applying pressure to a space between the root of the tongue and epiglottis, called the vallecula. The flange running along the left lower edge of Macintosh’s blade was also a novel innovation. It was designed to move the tongue to the side, which improved the view of the larynx and made more room for a breathing tube. The Macintosh Laryngoscope remains one of the most popular blades worldwide. (Source: Wood Library Museum) This laryngoscope was previously owned by John Mainland, as evidenced by the name etched into the handle. Mainland graduated from the University of Melbourne in 1950 with a Bachelor of Science degree. After researching and completing his medical degree, Mainland entered into the field of anaesthetics, training at the Royal Women's and Royal Children's Hospitals, later Alfred Hospital, in 1959. He completed training in 1964 and remained at the Alfred Hospital. During his career, he also became the first anaesthetist appointed to the position of Professor in Victoria. His other achievements include manufacturing a respiratory monitoring module that accompanied astronauts on the United States moon landing and developing a stimulator to lessen the risk of deep vein thrombosis in surgical patients. Mainland became a Fellow of the Australian and New Zealand College of Anaesthetists in 1992, retiring from the profession in 1997.Oblong shaped handle with textured grip. Attached is a laryngoscope blade in a cruved shaped with light tube running through one side.Etched into top of handle: J.F. MAINLAND •Stamped into top of handle: REGD TRADE MARK / PENLON / MADE IN ENGLAND •Stamped into base of handle: CLOSE [arrow] •Etched into base of blade: MAC / 4 •Stamped into side of blade: REGD TRADE MARK / PENLON / MADE IN ENGLAND •Stamped into side of blade: STAINLESSmacintosh, robert reynolds, new zealand, laryngoscope, mainland, john, alfred hospital, moon landing

Caption under print. Soldiers of 5 Platoon, B Company, 7 RAR, preparing to board VS Iroquois helicopters during operation Ulmarrah, the cordon and search of Lang Phuoc Hai Village, South Vietnam, 26 August 1967". Members of 5 Platoon, B Company, 7th Battalion, The Royal Australian Regiment (7RAR), just north of the village of Lang Phuoc Hai, beside Route 44 leading to Dat Do. United States Army Iroquois helicopters are landing to take them back to Nui Dat after completion of Operation Ulmarra, the cordon-and-search by 7RAR of the coastal village of Lang Phuoc Hai. Operation Ulmarra was conducted by 2nd Battalion, The Royal Australian Regiment (2RAR) and 7RAR with support elements. Left to right: Private (Pte) Peter Capp (kneeling); Pte Bob Fennell (leaning over, facing camera, with an ammunition belt for an M60 machine gun slung over his shoulder); Corporal Bob D'Arcy (partly obscured behind Fennell); Pte Neal Hasted (centre, front); Pte Ian Jury (partly obscured, centre, rear, holding rifle); Pte Colin Barnett (front, right, M60 ammunition belt on back, back of head to camera); Lance Corporal Stan Whitford (partly obscured behind Barnett); the helicopter marshal at right is Pte John Raymond Gould, 7RAR. The United States Army Iroquois UH-1D helicopter was operated by 2 Platoon, 162nd Assault Helicopter Company, 11th Combat Aviation Battalion. (Having achieved almost the status of an icon, this image was chosen for, and is etched on, the Australian Vietnam Forces National Memorial on Anzac Parade, Canberra, ACT, dedicated in October 1992). Source AWM Print donated and dedicated to 3789179 FRANK FRIGERIO, 5 Platoon, B Company, 7RAR. See also Cat No. 3543-3549.3Print - coloured print of a photograph depicting three helicopters coming in to land above a dirt road with several groups of soldiers in uniform with jungle vegetation in the background. Frame - black painted metal.See in context, historical - caption under print.prints, framed, accessories, vietnam war

Following the landing of Australian & New Zealand troops, the Anzacs, at Gallipoli on 25th April 1915, casualties mounted rapidly and were initially transported to their base in Egypt, which was soon unable to cope, with wounded being sent to England. Here the troops found that there was no Australian base to which they could report once they had been discharged from hospital; what was needed urgently was a base in England where troops could be sent to convalesce. So on 31st May 1915 a command depot was set up at Monte Video House in Chickerell, some two miles from Weymouth. Weymouth then became the Australian Imperial Forces (AIF) Command Depot No.2 which accommodated those men not expected to be fit for duty within six months, therefore, most of the Diggers repatriated as a result of wounds or sickness passed through Weymouth. During the years 1915-1919 over 120,000 Australian and New Zealand troops passed through Weymouth. In Spring & Summer, Weymouth Esplanade would be full of Anzac soldiers in wheelchairs, being wheeled along by their more able mates. The first contingent of 200 wounded men arrived in the first week of June 1915, and two weeks later a group of local ladies organised a cream tea for the newcomers, followed by a concert party 'The Frolics' at the camp. So began the close connection that was to grow between the soldiers and the villagers of Chickerell. The ANZAC Memorial on Weymouth seafront commemorates the Australian and New Zealand troops who were accommodated in three camps in the town during WW1: Monte Video, Westham and Littlemoor. In Weymouth and Melcombe Regis Cemetery there are about eighty-six graves of those Anzacs who were never to return to their homelands. Also in memory of these troops, there a number of roads close to the camps named after Australian cities and states.A World War 1 Letter Card sent home by Australian troops repatriated in Weymouth, UK containing images of Weymouth and a picture of the Australian Base Camp.Front cover (see image) Souvenir Letter Card of Weymouth Inside are eight pictures of the Weymouth area including the YMCA Hut - Australian Base Campymca, uk, australian base camp, world war 1, ww1, aif, army, australian army, westham, littemoor, weymouth, melcombe regis cemetery, anzac

The Hawker Hurricane is a British single-seat fighter aircraft of the 1930s–40s that was designed and predominantly built by Hawker Aircraft Ltd. for service with the Royal Air Force (RAF). It was overshadowed in the public consciousness by the Supermarine Spitfire's role during Battle of Britain in 1940, but the Hurricane actually inflicted 60 percent of the losses sustained by the Luftwaffe in the engagement, and it went on to fight in all the major theatres of the Second World War. Url Hurricane.html. The Hawker Hurricane Mk.IIc - LF363, first flew on the 1st January 1944 and is believed to be the last Hurricane to enter service in the RAF. It was in service with 63 squadron and 26 squadron. After hostilities, LF363 was spared the scrap yard and used on various station flights and also appeared in films 'Angels one five', 'Reach for the Sky' and 'The Battle of Britain'. Whilst flying to Jersey in September 1991, LF363 suffered engine problems and had to be diverted to RAF Wittering but on the final approach the aircraft suffered complete engine failure and had to make an emergency landing. The pilot was saved with relative minor injuries (a broken ankle and minor burns) but the aircraft suffered severe damage. Historic Flying Limited completely rebuilt LF363 and by 1998 it was flying again as part of the B.B.M.F. LF363 currently wears the colour scheme of a Mk.I Hurricane of 17 squadron, P3878 'YB-W' which was flown by Flying Office Harold Bird-Wilson at Debden and Tangmere. Harold 'Birdy' Bird-Wilson had previously been badly burned in a pre-war flying accident. Upon his recovery he joined 17 squadron and fought through the 'Battle of France' and the 'Battle of Britain' achieving 6 confirmed kills. On 24th September 1940, 'Birdy' was shot down by Adolf Galland, his 40th 'kill', and had to bale out. 'Birdy' survived the war and when he retired from the RAF he had reached the rank of Vice Marshall and had been awarded the CBE, DSO, DFC & Bar and the AFC & Bar. British single-seat fighter aircraft manufactured by Hawker Aircraft, Ltd., in the 1930s and ’40s. The Hurricane was numerically the most important British fighter during the critical early stages of World War II, sharing victory laurels with the Supermarine Spitfire in the Battle of Britain (1940–41) and the defense of Malta (1941–42). Hurricanes served in all theatres of war where British forces were engaged. https://www.britannica.com/technology/Hurricane-airplane Framed coloured picture print on plastic sheetOn the aircraft are the markings LF 363

The Old Colonists' Association Ballarat Inc. is a not for profit charitable organisation providing accommodation for elderly people. It manages a 27 Home retirement village at Charles Anderson Grove Ballarat. Accommodation is offered at significantly below market rates. It has been providing low cost accommodation to the elderly since the 1920s. The Association Council overseas the running of this facility on a voluntary basis. OLD COLONISTS' ASSOCIATION OF BALLARAT. (FROM OUR CORRESPONDENT.) BALLARAT, WEDNESDAY. This association, which was founded in August, 1883, and at first known as the Old Identities' Association, now has a roll of 450 members. The objects of the association are "to aid and assist indigent or suffering old colonists ; to raise a fund, by the voluntary subscriptions of the members and the aid of outside donations, for the purpose of relieving members in sickness and old age; for assisting those in extreme distress, to provide the shelter of a home for old and indigent pioneers of the gold fields, their widows, or anyone connected with the association, and in the event of the death of any member to have his remains decently buried, the association defraying the expenses of the funeral (providing that no funds or property are left by the deceased), and to attend the funeral if so desired by the relatives." The qualifications for member ship are good character and repute, and residence in the colonies for a quarter of a century. For some time the association had no property except the regular subscriptions, but about a year ago they obtained from the Minister of Lands the grant of a very valuable block of land in Lydiard-street, the Crown grant of which they received last week. This block has a frontage of 66ft to Lydiard street, worth at least £100 a foot. The ground was given to the association as a site for them to build a hall upon, and with so valuable an asset they had no difficulty in borrowing at 7 per cent, enough money to construct a hall. For revenue purposes the ground floor of the building has been made into four shops, and the rental from these, judging from the rentals of shops in the vicinity, will not only pay all the interest on the borrowed money, but over £200 a year towards clearing off the principal. The officers of the association are Messrs J. P. Murray, President; J. W. Graham and T. Stoddart, vice presidents; D. Fern, treasurer; and J. Fraser, secretary. The Old Colonists' Hall is an elegant looking building in Lydiard-street, lying between the newly-opened mining exchange and the Commercial Club house, and a few doors north of the Post Office. The style of the facade is classic. The lower portion of the front is constructed of Waurn Ponds stone, forming piers, and the upper portion of brick and cement, the background being tuckpointed. The centre bay is carried by two three quarter columns with Ionic cups, which support a pediment on which is set a cast of the Ballarat coat of arms. The four other bays are supported by pilasters with Corinthian caps mid partly fluted. The entrance is through a spacious circular headed doorway, the keystone of the arch of which bears a sculptured head, in marble, representing that of the president of the Old Colonists' Association here, Mr. John P. Murray. An ample vestibule leads to a wide stone staircase which ends at a spacious landing. The landing has a dome over the centre, with cornice and enrichments, and is lighted from above. The walls round the landing are panelled with marble slabs, which are to be appropriately inscribed in the future. On the first door are the rooms appropriated to the association. The principal of these is a hall 44ft x 33ft and 17ft high. This room is well ventilated and lighted from the back of the building with large windows, and the walls are finished with Keene's cement. The other rooms are committee room, 14ft x 16ft; secretary's, 14ft x 17ft, 6in; kitchen, bedrooms, bathroom, &c. The front portion of the first floor is arranged so that it may be let for offices, or utilised for club purposes. Suitable provision has been made throughout for lighting, ventilation, and means of egress. The architect for the edifice is Mr A. G. Legge, of this city, and the contractors are Messrs. Whitelaw and Atkinson, Irving and Glover, Reynolds, and J. Donaldson. The total cost of the building when completed, which will be in a few weeks, will be about £4,000. (The Argus, 10 May 1888)ballarat old colonists' club, charles anderson grove, old colonists' association

This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Editorial - - 5 Foreword - Capt.R.J.F. McDonell - 6 Abel Tasman -- The Highway to Tasmania - - 9 Up for Second Mate - E. Moodie-Heddle - 13 The Manifest of the Thistle - - 19 HMAS Shropshire in the Philippines Pt. 2 The Lingayen Landings - F. Hoolahan - 21 Two Shipbuilders - J.B. Thompson - 27 The Diamond Cargo Blues - Captain L. Gibson - 32 Port Victoria Epilogue - W.P. Shemmeld - 33 Letter to the Editor - - 39 Sea Shanties - S. Buckland - 41 Cat Overboard - captain Ron Munro - 45 Voyage in Wongala - Desmond Jackson - 48 Retirement of Tor Lingquist - - 66 The "Lawhill" at Sydney Harbour - - 67 Salvage of the Barque Garthsnaid - Captain L. Gibson - 69 A New Entrance to the Port of Brisbane - - 73 Summer -- North Atlantic - Capt. Fred K. Klebingat - 78 The Days of "Whack" and "Slush" - Sir James Bisset - 89 Olivebank Remembered - Alan Glover - 93 The Hobson's Bay Ferry Boats - Capt. H.R. Watson - 97 The King Island Letter - - 101 As My Memory Serves Me - Gordon Wright - 107 The Yardarmer - R.N. Thiele - 112 Piling Up Memories - F. Wavell Urry - 117 Book Reviews - - 127sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch

A poster information board, white text on black, for cartoon in 5RAR display.On the 4th May 1966, the majority of 5RAR C Company (1st tour) arrived at Vung Tau South Vietnam on board the converted aircraft carrier HMAS Sydney, The following day they were ferried ashore on American landing crafts. As they approached the beach, they heard an order that has remained with them until this day. "Fix Bayonets!" Had Vung Tau been over-run by Viet Cong? Should we put a round up the spout? Then again, did we even have a round to put up the spout? Q-Sgt Bob Trenear heard the order with dismay and stated "Fix Bayonets, bloody hell I packed mine in the bottom of my pack!" This was supposed to be a secured area. The Americans (who were working on the beach) thought it a great joke with comments such as "Put those pig stickers away before you hurt yourselves". Unfortunately, this isn't the original cartoon. However Richard Martin created a new one in 2012 and donated it to the Company's Mushroom Club. The original cartoon was published in an Australian newspaper in 1966. As this is a part of the Company's history it would be great appreciated if anyone having information or an image of the original cartoon to contact the 5RAR Association through their Website www.5rar.asn.au 5 rar association, cartoon, poster, information board, vung tau, hmas sydney, sgt bob trenear, bayonet, richard martin

An Poster, Information Board on 5 RAR 1st Tour 1966 to 1967. Below a black and white photograph reads: 5 RAR Operation Canberra 6th to 10th October 1966. Lance Corporal Shoebridge and Lance Corporal Brian supporting Private Riik and Private Birties securing weapons. Resulting from a booby trap explosion, 7 members of C Company 8 platoon were wounded when ascending the Nui Thi Vai mountain on the 8th Oct 1966. Overcoming difficult terrain, C Company prepared a landing zone (LZ) on the slopes for evacuation of the wounded - (Medevac). Under a coloured photograph of sodliers reads; 5 RAR - Bush Bashing 1966. Members of C Company 9 platoon after days of bush bashing - a soldier's term used to describe days of navigating dense terrain and vegetation while being always at the ready for enemy contact. Under a coloured photograph of APC reads: 5 RAR - Operation Hayman 8th to 12 November. Armoured Personnel carriers supporting 5 RAR during staging/forming mode prior to being air-lifted on to the summit of Nui Nua on Long Son Island. The Battalion's objective was to capture or eliminate the Chau Duc District VC Company that had been restricting movements of the local regional force. Thirteen Viet Cong survived and surrended days later to mainland police. Under a coloured photograph of soldiers walking on a log over water reads: 5 RAR - Hat Bands. The Viet Cong occasionally wore the same or similiar headgear as the Australian forces in an attempt to create confusion when contact was made. In the short term this was remedied by threading a coloured ribbon around the Australian bush hat. The ribbon served as an identification marker so as to quickly identify an Australian soldier from the enemy. Colours were regularly changed.5 rar, c coy, operation canberra, operation hayman, pte riik, l/cpl shoebridge, l/cpl brian

A copy of an Anzac Day Address at the Anzac Commemoration Ceremony for Students, the year is unknown but it is presumably the address given by the President of Legacy. It seems to be one of the earlier ceremonies. It was stored with documents about the building of the Shrine and another speech from the 1939 service. The presenter had probably served in World War 1 so was very close to the events he was talking about. The ceremony provides a valuable opportunity for students to gain an appreciation of the Anzac spirit, the significance of the Shrine and the meaning of Anzac Day. The ceremony is usually attended by representatives from schools throughout the state and the Governor of Victoria. The text says: 'We have gathered here too commemorate the historic landing on the Gallipoli Peninsula of the Australian and New Zealand troops on the 25th of April 1915 - the day that has come to be universally known as Anzac Day. . . I expect most of you know how the word 'Anzac' came into being. How General Birdwood and his officers took the first letters of the words Australian and New Zealand Army Corps and formed them into the code word "Anzac". They did not expect it would become the famous name by which the men fighting under them would become known. But it did, and Anzac Day has become Australia's greatest national day because on that day Australia's manhood was put to its first great test. You see up to that that time, the world knew very little about us. We had not, thank God, ever had to fight for the existence of our Nationhood and everything we hold most dear. Everyone wondered how our men would compare with the men of other nations when a real crises arose. . . . You have been told there thrilling story of Anzac Day. Of the landing at dawn on that terrible coast: the hand to hand fighting that went on continuously all that day and through the days and nights that followed. How the Anzacs - outnumbered, exhausted and tortured by thirst held on, and how during the terrible nine months that ensued all the efforts of a brave enemy to dislodge them failed. Such was their gallantry that a British Officer described the Australian soldier as "The bravest thing God ever made". What a wonderful tribute that was; and how proud we should be of the men who earned it. . . . These men carried on all the traditions of the Anzacs and made a wonderful name for Australia and New Zealand in France, in Belgium, in Egypt and Palestine and in all the theatres of war in which they served. And this great Shrine was build by the people of Victoria, not in any boastful sense of Victory, not in any attempt to glorify war - which is a horrible, dreadful thing, but in memory of those thousands of Victorian sailors and soldiers who so loved their country that they laid down their lives in her service. . . All of them were brave, but do not think that a soldier who is brave need alway be a great warrior. I hope when you have passed through the Shrine you will go and see a little bronze statue near the road yonder. A statue of a man leading a donkey which carries a wounded comrade. You will see the soldier leading the donkey carries no weapons. Yet he was a hero indeed, for he saved the lives of scores of his comrades at Anzac by carrying wounded from the battle to safety and the hospital. And in the end he too gave his life for his friends. . . Let us all try to help each other in peace as they did in war. Instead of divisions, let us have unity. If we think of no one but ourselves we shall not achieve anything nor shall we deserve to. Let those of you who are strong help those who are not so strong - all through life - like John Simpson, the man with the donkey did. Be proud of your country and do nothing to dishonour it. If you get an order from one in authority, obey it, even if you do not understand it.A good solider always obeys his orders. If he did not, he may bring disaster and cause harm to his fellow soldiers. Remember that those thousands of men died so that we could still live here in freedom. A country is judged by its citizens. Let us be worthy of those great citizens who have left us the legacy of their fame and devotion to duty. And when you file through the Shrine and look down on the Rock of Remembrance, read the inscription on it, "Greater Love Hath No Man", remember those wonderful words written in the greatest book in the world nearly two thousand years ago, "Greater love hath no man than this, that a man lay down his life for his friend."A record of a ceremony at the Shrine for school students. The text of the speech is significant in that it was written by a man who had served in World War 1 and knew first hand what it meant to be part of the first Anzacs. White quarto paper x 4 pages with black type of a speech at one of the Annual Anzac Commemoration Service for Students.Handwritten in blue pen 'Shrine, Children's Service'anzac commemoration for students, wreath laying ceremony, speech

No 4 Squadron, Australian Flying Corps, formed at Point Cook, Victoria, in October 1916. After embarking for England to complete its training, the squadron deployed to France in December 1917. From the outset, No 4 Squadron aircraft regularly engaged the Red Baron's elite 'Flying Circus' and, in spite of their lack of experience, quickly gained the ascendancy over the German squadron. During its brief war service, No 4 Squadron destroyed some 128 enemy aircraft and spawned a total of eleven aces. The squadron's highest scoring airman was Captain Cobby who, in addition to shooting down 29 aircraft, also destroyed 13 observation balloons. World War II saw No 4 Squadron Wirraways deployed to Port Moresby in support of Australian troops fighting in the New Guinea jungles. In their slow and vulnerable aircraft, losses from anti-aircraft fire were high, however, this never deterred the Wirraway crews from completing their assigned tasks. This aggressive spirit was exemplified by Pilot Officer Archer and his crewman, Sergeant Coulston, who, while on a reconnaissance mission, found themselves above a Japanese Zero fighter. Despite operating a vastly inferior aircraft, Pilot Officer Archer dived to the attack and shot down the enemy aircraft. In June 1943, No 4 Squadron received its first Boomerang fighters and continued to support Allied troops during the Cape Gloucester landings before moving to Morotai. No 4 Squadron ended the war in Borneo and returned to Australia in November 1945, where it was renamed No 3 Squadron - thus closing the chapter on a very distinguished and proud unit. Summary of Unit Name(s) Start Date End Date No. 4 RAAF Hospital, Butterworth 06/06/1966 06/06/1966 No. 4 RAAF Hospital, Butterworth 03/07/1966 No. 4 RAAF Hospital, Butterworth 01/08/1966 01/08/1966 No. 4 RAAF Hospital, Butterworth 05/09/1966 No. 4 RAAF Hospital, Butterworth 29/09/1966 No. 4 RAAF Hospital, Butterworth 29/10/1966 29/10/1966 http://www.airforce.gov.au/raafmuseum/research/units/4sqn.htmWooden Plaque 15cm x 13cm with insignia of 4 Sqn.R.A.A.F. Hospital 4 Sqn R.A.A.F. Hospital r.a.a.f. 4 squadron, butterworth, r.a.a.f. hospital

Stoves of this design are used for heating domestic places and were available in many designs and shapes. They commonly used wood as fuel and were not only used for heating but cooking as well. This stove was part of the original furnishings of the 1922 vessel 'Reginald M a South Australian costal trader it was made from material and fittings obtained from salvage yards. The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. On April 9th 1931Reginald M weathered a large storm in St Vincent Gulf, SA. The vessel suffered much damage; mast snapped and the crew labored for four hours to free her by chopping off the past and rigging. The crew patched her up and slowly returned to Port Adelaide with only a portion of the insured cargo being damaged. Her crew members at the time were owner Mr John H Murch of Wells Street Largs Bay, Skipper Mr R Murch John’s brother, Murray – son of Captain Murch and Seaman John Smith. Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph donated to Flagstaff Hill, dating about 1929 - 1942, shows two men on the Reginald M, holding between them their fishing catch of a large hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCOLN PRINT” and titled “hammer shark caught on Reginald M”. The donor’s family lived on the Your Peninsular and dispatched their grain from a chute at Gleeson’s Landing to the awaiting transport vessel. Reg knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel, as one photograph in Flagstaff Hill’s collection shows “H.M.C. No. 3, Pt Adelaide” on the bow. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. In 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant. Flagstaff Hill Maritime Village’s Collection holds several other artefacts associated with Reginald M. They include photographs of the Reginald M, including one photograph of her in Outer Harbour, S.A. dated 1947, with Skipper- R.F. Dale and Owner- John Murch. Another shows her docked at Port Adelaide, with the lettering H.M.C. No. 3 Pt ADEL (standing for His or Her Majesty’s Customs). The stove is significant as it represents the heating and cooking appliances used in late 19th and early 20th century, both on board vessels as well as for domestic purposes. The stove has additional significant for its association with the vessel "REGINALD M" a coastal trading ketch from South Australia built in 1922 at Largs Bay. It is one of very few sailing coastal trading vessels built in Australia with its flat bottom, single chine shape designed for navigating shallow water. See additional comments in the Production section this documents under Comments for further information regards the stove. Stove a cast-iron, rectangular, four-legged stove with a hinged front door. This stove was part of the original furnishings of the vessel 'Reginald M', built in Adelaide 1922. Image of a log cabin with an illegible inscription below it.flagstaff hil, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, coastal trader, trading vessel, vessel reginald m, ketch, john murch ship builder, reg webb, carribie station, mt lyell copper company, queenstown navy league, andrew rennie, melbourne ferry company, r.f. dale, port adelaide vessel reginald m, macquarie training vessel, grenfell studio port lincoln, stove, domestic heating, domestic cooking, heater, cooking unit, wood fired stove, wood stove, wood-burning stove

This ship's wheel was hand made from wood and metal using a recycled cart wheel. It originally belonged to the "Reginald M", a 2 masted, flat bottomed, coastal trading ketch with single chine. The REGINALD M The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. The Reginald M’s purpose was to serve the coastal trade of South Australia, to carry cargo cheaply and efficiently. It is believed that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. On April 9th 1931Reginald M weathered a large storm in St Vincent Gulf, SA. The vessel suffered much damage; mast snapped and the crew laboured for four hours to free her by chopping off the past and rigging. The crew patched her up and slowly returned to Port Adelaide with only a portion of the insured cargo being damaged. Her crew members at the time were owner Mr John H Murch of Wells Street Largs Bay, Skipper Mr R Murch – John’s brother, Murray – son of Captain Murch and Seaman John Smith. Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph donated to Flagstaff Hill, dating about 1929 - 1942, shows two men on the Reginald M, holding between them their fishing catch of a large hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCOLN PRINT” and titled “hammer shark caught on Reginald Emm”. The donor’s family lived on the Your Peninsular and despatched their grain from a chute at Gleeson’s Landing to the awaiting transport vessel. Reg knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel, as one photograph in Flagstaff Hill’s collection shows “H.M.C. No. 3, Pt Adelaide” on the bow. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. Also in 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant. This ship's wheel is significant because of its association with the REGINALD M. REGNIALD M was a coastal trading ketch from South Australia built in 1922. It is one of very few sailing coastal trading vessels still extant, and its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. She is now listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Ship’s wheel, also called a Helm, eight spoke design. Centre of wheel is handmade of wood and has iron rings around each side. The spokes are fitted into this wooden hub. The outer wheel has an iron ring on one side and sections of a wooden ring on the other. There are both original and modern bolt and screw fastenings. The wheel has remnants of black paint. This ship’s wheel was originally fitted to the ketch REGINALD M and removed during its restoration. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship's wheel, hand made ship's wheel, coastal trader, reginald m, ketch, john murch, ch murch, reg webb, carribie station, mt lyell copper company, queenstown navy league, andrew rennie, melbourne ferry company, r.f. dale

Edna Barrie at the cairn, photo received from Graeme Minns in 1988. The cairn marks the site of Jimmy Melrose's plane crash in Melton South. The accident which happened on July 5th 1936. In 1934 Melrose made headlines with a series of spectacular flights. In July of that year, he set around Australia record and in that year established a new solo Australia England record when he flew to England to compete in the MacRoberston race with a De Havilland Puss Moth VH- YQO. The only Australian and the only solo pilot to complete the course within the time limit. He was seventh in finishing order and third in the handicap section making news again during the race with a dramatic landing in Darwin with empty fuel tanks. Late in 1935 Melrose imported the Phoenix for his “Adelaide to Anywhere” Charter Service. The previous year the Heston Aircraft Company had taken over the interests of the well known Comper Aircraft Company, and the first production of the new firm was the Phoenix, a single-engined all wooden five seater machine of sesquiplane configuration. The forward half of the fuselage was a streamlined rectangular section and the rear portion was a monocogue shell; the whole was of plywood fabric covered. The wing was built up of spruce box spars and lattice ribs, ply covered from the leading edge to the front spar and the fabric covered over the remainder. The tail surfaces were of similar construction. The most notable feature of the design was the lower stub wing which ran right across the fuselage embodying two box spars, plywood covered it housed the main undercarriage wheels when retracted and provided a substantial anchorage for the Nu form wing struts. The Dowty undercarriage retracted inwards, operated manually by hydraulic packs, Dual control fitted, with side by side seating for the pilots and three passenger seats behind. Power was a 200 h.p. De Havilland Gipsy VI 6 cylinder inverted in-line air-cooled engine. Six Phoenix were built; five of them registered in Great Britain and one of those was later sold abroad the remaining four were impressed into the R.A.F. in 1940. Specifications were: 40 feet 4 inches length 30 ft 2 ins height, 9ft 7ins, wing area 270 sq ft, Tare weight 2,600lbs loaded weight 3,300lbs; cruising speed 360 m.p.h. landing 50mph ceiling 14,000 ft range 700 miles. Melrose’s machine the first production aircraft was built early in 1936 and test flown of the 24th March. Painted green it carries the words “South Australian Centenary 1936” in silver of the fuselage and the name “Billing on the engine cowling in honor of Melrose’s uncle Noel Pemberton Billing, pioneer designer and founder of the Supermarine Aviation Company. The delivery flight was planned as a goodwill mission to publicise the forthcoming South Australian Centenary celebrations. Melrose left Dympne on the 9th April 1936, and flying via Marseilles, Naples, Athens, Baghdad, Basra, Karachi, Jodphur, Calcutta, Akyab, Penang, Singapore, Lombok, Darwin, Newcastle Waters and Alice Springs reached Adelaide on the 25th of April. Continuing the goodwill flight to other States, he visited Melbourne, Sydney, Newcastle, Grafton, Brisbane, Coff’s Harbour, Sydney again, Launceston, Hobart and Mount Gambier before returning to Adelaide on the 13th May. During June Jimmy made some charter flights and early in July was engaged by Mr. A.J. Campbell a director of several mining companies from Melbourne to Darwin to commence at Essendon on the4th July. However on that day low cloud and steady rain caused the postponement. There was little improvement and Melrose was advised to delay the departure again. However he wished to reach Oodnadatta that night, and when he observed the break in the clouds decided to leave. He planned to climb above the cloud and fly to Adelaide at 3,000 feet. The aircraft was airborne about 8.10 a.m. and was last seen from Essendon climbing above the clouds. At 8.45 people at Melton (30 miles West of Melbourne) heard an approaching aircraft. The engine noise increased abnormally and eye witnesses saw the machine fall out of control from the cloud base about 800 feet and then disintegrate, fragments were scattered for 1½ miles and both occupants were killed. Hand written carbon copy by Edna Barrie.Typed by Wendy Barrie March 2014 Last Flight of Jimmy Melrose by John Burke Parade Magazine July 1972 Page 2 –4 This article gives the take off time of 7.50 am from Essendon Airport Eyewitness account at the time Maisie Arthur’s description. Newspaper article. Edna Barrie at the site of the 'Cairn'local identities, local significant events

This is a set of nine photographs of technicians from the Royal Australian Survey Corps operating aerial surveys equipment c1980s. In photo .1P, CPL Steve Gloster was operating a RC10 air survey camera mounted in an Australian Army Pilatus Porter aircraft. The Wild RC10 super wide-angle air survey cameras were first introduced in 1971, were equipped with virtual distortion free lenses for supplementary, spot and special photography. In photo .2P, Roger Rees was operating Air Profile Recorder (APR) equipment. it was possibly taken during OP NERVOSE 84, sometime between June – August 1984 when based in Ngukurr, Northern Territory. The APR was operated at this time in unison with an RC10 camera. In 1963 the Royal Australian Survey Corps introduced the radar airborne profile recorder (Canadian Applied Research Ltd, Mark V, Airborne Profiler Recorder) was introduced for 1:100,000 mapping to replace terrain heighting by aneroid barometry. Later in 1974-1975, the Australian developed WREMAPS II airborne laser terrain profile recorder was introduced. In photo .3P, Neil Jones appears at the door of Airsearch Beechcraft Queen Air aircraft, Registration / Serial VH-MWX. This aircraft was typically used by RA Svy on air survey operations flying mission with Aerodist, APR and RC10 camera equipment. The Australian Army’s Pilatus Porter (short take-off and landing turbo propeller) was also equipped with a Wild RC10 aerial mapping camera for identification photography. The Pilatus Porter was also used on RA Svy’s map field checking operations. Photo .9P was taken at a survey station at an unknown location. In this photo an Australian Army Kiowa Light Observation Helicopter (LOH) is supporting a field survey party undertaking Magnavox AN/PRR-14 portable Doppler satellite observations. The satellite receiver’s antenna is plumbed over the survey ground mark surrounded by white plastic panels. The panels were used to identify the survey station on aerial photography. Introduced in 1974–1975, the Magnavox AN/PRR-14 portable Doppler satellite (US Navy Navigation Satellite System – TRANSIT) receivers and computing system provided independent three-dimensional point positions anywhere in the world, anytime, in any weather accurate to about 1.5metres with precise satellite ephemerides. The Bell OH-58 Kiowa LOH was a family of military helicopters used for observation, utility, and direct fire support. It was identified by RA Svy in the mid-1970s that considerable time was lost in replacing unserviceable remote equipment by road. Therefore Aerodist operations (pre-dating satellite receiver operations) were fully supported by Army’s Kiowa LOH aircraft. This is a set of nine photographs of technicians from the Royal Australian Survey Corps operating aerial surveys equipment c1980s. .1P to .3P, .5P to .9P - Colour and black and white photos on photographic paper and scanned at 300 dpi. .4P - Colour photo on 35mm slide film and scanned at 96 dpi. .1) & .2) - Photo, black & white, c1980s, CPL Steve Gloster operating an RC10 air camera. .3) - Photo, colour, 1984, Roger Rees operating Air Profile Recorder (APR) equipment. .4) - Photo, colour, c1980s, Neil Jones at the door of an Airsearch Beechcraft Queen Air aircraft, typically used by RA Svy on air survey operations. .5) - Photo, colour, c1980s. A Beechcraft King Air aircraft, also used by RA Svy on air survey operations. .6) - Photo, colour, c1980s. An Australian Army Pilatus Porter, used by RA Svy on air survey and map field checking operations. SGT Peter Mustart is possibly in the foreground. .7) to .8) - Photo, colour, c1980s. An Australian Army Pilatus Porter and unidentified personnel, used by RA Svy on air survey and map field checking operations. .9) - Photo, colour, c1980s. An Australian Army Kiowa helicopter supporting a field survey party undertaking Magnavox AN/PRR-14 portable Doppler satellite observations. There are biro marks on photos .4P to .9Proyal australian survey corps, rasvy, army survey regiment, asr, fortuna, aerial surveys

The Schweizer SGS 2-12 or TG-3A as officially certificated is a glider that was designed in 1941-1942 and produced in United States of America from 1942 for training of military glider pilots. It is understood that over 100 TG-As were supplied to the USA military and at the end of the war many were sold off as surplus. Fred Hoinville imported the Museum’s TG-3A into Australia in August 1950. It is understood that it had been built in 1948 and given construction number G15. On arrival in Australia it was assembled at Bankstown aerodrome and delivered by aero-tow behind a DH Tiger Moth to Camden where Hoinville’s club, the Hinkler Soaring Club, was based. Hoinville’s TG-3A performed well at the Hinkler club in 1950-1951. Several altitude records (including a solo flight to 8000 feet by Grace Roberts – a national women’s record) were set and many soaring flight made over Camden. However, it was badly damaged in a crash landing on 15 April 1951. The glider was repaired after the crash at Camden. It is likely that modifications were made to the cockpit canopy at this time. There were three configuration tried at various times: the original dual cockpit canopy as was standard for TG3As; an unusual dual bubble canopy set up; and a single canopy over the forward seating position (in effect converting the glider to a single seater). When the glider was flown by Hoinville at the 1958 Australian Gliding Championships at Benalla, Victoria in January 1959 (refer The Age Newspaper, January 10, 1959 p.21) it had a single canopy. Records show that the glider was entered on the Australian register as VH-GDI on 6 May 1957. And the Logbook commencing in 1959 shows that ownership passed to the Port Augusta Gliding Club in South Australia on 16 August 1959. Inspections were carried out at that club and airworthiness certificates renewed in 1965. The logbook record indicates that VH-GDI had 1191 flights with an aggregate time in the air of 197 hours at the Wilmington Road Airstrip used by the Port Augusta Club. The glider was transferred to the Cooma Gliding Club, New South Wales. Flying at Cooma began in November 1966 and continued until August 1969: the glider was in the air a further 108 hours from 1067 flights. The last recorded technical inspection of the glider was conducted on 28 September 1968. The glider then passed on to Bill Riley on 20 March 1980 who stored the glider until March 2004 when it was collected by the Australian Gliding Museum. It is not clear whether the current poor state of the airframe is due to accident damage or the conditions under which it has been stored over many years or a combination of factors. Although in poor condition, this exhibit is the sole example of a TG3A ex-US military aircraft in Australia. Further the connection with the story of well-known power and glider pilot Fred Hoinville adds to its historical significance. Tubular metal framed fuselage (without covering and fittings), wooden rudder (no covering) and in damaged condition, wooden fuselage component (formers for fuselage top), Parts of control mechanism, Wooden stringers, Wooden wings without fabric covering and in damaged condition, Ailerons, Tailplane /Elevator without fabric covering, Perspex bubble canopies.australian gliding, glider, sailplane, schweizer, tg 3a, hoinville, roberts, hinkler soaring club, port augusta gliding club, cooma gliding club, riley

An Octant is a doubly reflecting navigation instrument used primarily by sailors to measure the angular distance between two visible objects and was a forerunner of the sextant. The name comes from the Latin octo, or "one-eighth of a circle," for the Octan'ts arc which spans 45°, or one-eighth of a circle. The primary use of an Octant is to measure the angle between an astronomical object and the horizon for celestial navigation. The estimation of this angle, is known as sighting or shooting the object, or taking a sight. The angle, and the time when it was measured, can be used to calculate a position line on a nautical chart (latitude), for example, sighting the Sun at noon or Polaris at night (in the Northern Hemisphere) gives an angle by which the latitude can then be estimated. Sighting the height of a landmark on land can also give a measure of distance. This fine octant once belonged to Captain Farquhar Chisholm and was donated by his granddaughter, Margaret Ruth Greer (nee Chisholm, born 1914). The label inside the Octant's box reads “Thomas L. Ainsley, Instrument Maker … etc”. Farquhar Chisholm was born in 1832 in Inverness, Scotland. He regularly sailed on perilous voyages between Quebec, Canada and the Baltic ports of Europe. In 1854 he migrated to Australia during the Gold Rush, to a place called Fiery Creek (near Beaufort Victoria) where he was fairly successful in his quest for gold. In the years of the Great Gold Rush, it was said that there were over 40,000 diggers in the goldfields of the Beaufort area! In 1857 having made sufficient money, he hired another crew and returned to Clachnacuddin, Inverness shire, Scotland and in that same year, he studied and obtained his Master Mariner Certificate (which would have included the use of an octant for navigation). He was appointed to Mr George (or James) Walker, as commander of his sailing ship, the 3-masted ELIZABETH, built 1859 and known as “The Walker barque”. In 1870 he married, then in 1887 returned to Australia with his wife and children (Kenneth Chisholm (1871), Mary Bremner Chisholm (1873), Margaret Hood Chisholm (1874), Farquhar Chisholm (1878)). They arrived in Port Melbourne, Victoria and sadly, only six weeks after landing, his wife Caroline passed away (in Geelong,1888). In 1900 Capt. Chisholm lived in Camperdown (Victoria) and not long after this his daughter Margaret died of consumption. In his later years, he went to live in the manse of St. Paul’s Presbyterian Church, Wangaratta, with his son, Rev. Farquhar Chisholm. He died there on Sat, 23rd March 1912, 80 years old. He was known as “… quiet, unobtrusive and competent, respected by all with whom he came in contact”. Some other members of Captain Chisholm’s family are; his older son Kenneth Chisholm, who was a contractor in Camperdown; a nephew Donald Macintosh (of 23 Douglas Row, Inverness); a grandson Brian Jones (son of Caroline Belle-Jones nee Chisholm, who lived in Camperdown in the earlier part of her life).The octant, the forerunner of the sextant, was a significant step in providing accuracy of a sailors latitude position at sea & his vessels distance from land when taking sightings of land-based landmarks.Octant, once belonging to Captain Farquhar Chisholm. Wedge shape (the size of an eighth of a circle), made of wood, glass and metal. Used in the 1880s. Maker’s name across centre “L. SIMON - - - SHIELDS”. Three (3) light filtering, coloured glass shades. Two (2) eyepieces. Scale attached for measuring angles. Label inside the fitted, wedge-shaped case "Thomas L. Ainsley, Optician"Label inside case "Thomas L. Ainsley, Optician" Maker’s name across centre “L. SIMON - - - SHIELDS”.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, maritime navigation, navigation instrument, migration, captain chisholm, farquhar chisholm, sailing ship, the elizabeths, thomas l. ainsley, l. simons, shields england, octant, john hadley, chisholm

The ship's steering gear was used for steering and navigation of a vessel - it was a very important part of the ship's equipment. This steering gear was part of the original vessel 'Reginald M', which became part of the exhibitions at Flagstaff Hill Maritime Village. The steering gear was manufactured by the Carron Company. ABOUT THE CARRON COMPANY The Carron Company established its ironworks on the banks of the River Carron in Stirlingshire, Scotland, in 1759, and became an incorporated company in 1773. One of the notable items produced by the company was the Carronade, a short-barrelled naval cannon, being produced until the 1850s. The company was the largest ironworks in Europe during the 19th century. It supplied ammunition and armaments, steamboat engines, pig iron, cast iron goods such as balustrades fire grates and bath tugs, pillar boxes and telephone boxes, and even cast iron rings for underground tunnels. In 1982 it became insolvent and was taken over by the Franke Corporation, using the brand Carron Phoenix. ABOUT THE 'REGINALD M' The Reginald M’s purpose was to serve the coastal trade of South Australia, to carry cargo cheaply and efficiently. It is believed that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. On April 9th 1931Reginald M weathered a large storm in St Vincent Gulf, SA. The vessel suffered much damage; mast snapped and the crew laboured for four hours to free her by chopping off the past and rigging. The crew patched her up and slowly returned to Port Adelaide with only a portion of the insured cargo being damaged. Her crew members at the time were owner Mr John H Murch of Wells Street Largs Bay, Skipper Mr R Murch – John’s brother, Murray – son of Captain Murch and Seaman John Smith. Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph donated to Flagstaff Hill, dating about 1929 - 1942, shows two men on the Reginald M, holding between them their fishing catch of a large hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCOLN PRINT” and titled “hammer shark caught on Reginald Emm”. The donor’s family lived on the Your Peninsular and despatched their grain from a chute at Gleeson’s Landing to the awaiting transport vessel. Reg knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel, as one photograph in Flagstaff Hill’s collection shows “H.M.C. No. 3, Pt Adelaide” on the bow. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. Also in 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant. Flagstaff Hill Maritime Village’s Collection holds several other artefacts associated with Reginald M. They include photographs of the Reginald M, including one photograph of her in Outer Harbour, S.A. dated 1947, with Skipper- R.F. Dale and Owner- John Murch. Another shows her docked at Port Adelaide, with the lettering H.M.C. No. 3 Pt ADEL (standing for His/Her Majesty’s Customs). There is a black and white photo of her at a wharf and another showing a person on board.The steering gear is significant through its association with the Carron Company, the largest ironworks in Europe in the 19th century, and the manufacture of the short barrel, lightweight naval gun - the Carronade. The steering gear is significant for its association with the vessel REGINALD M is a coastal trading ketch from South Australia built in 1922. It is one of very few sailing coastal trading vessels still extant, and its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. She is now listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.) Ship's steering gear that was part of the original vessel 'Reginald M', which was constructed in 1922. Inscription on both sides. Made by the Carron Company, UK."CARRON COMPANY"flagstaff hil, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, coastal trader, trading vessel, vessel reginald m, ketch, john murch ship builder, reg webb, carribie station, mt lyell copper company, queenstown navy league, andrew rennie, melbourne ferry company, r.f. dale, port adelaide vessel reginald m, macquarie training vessel, grenfell studio port lincoln, ship steering gear, metal steering gear, ship's gear, ship's navigation, carron company

THE WHEEL OF HMAS SYDNEY COMMEMORATING AUSTRALIA’S FIRST NAVAL ENGAGEMENT The historic wheel of HMAS Sydney commemorates the Royal Australian Navy’s first ship- to- ship naval engagement. It was purchased early in 1930 and later presented to the Royal St Kilda Yacht Club (now Royal Melbourne Yacht Squadron) by then Commodore Joe White, following HMAS Sydney being broken up at Cockatoo Dock, Sydney. On 1 November 1914, led by the flagship SS Orvieto, a large convoy of 28 Australian and 10 New Zealand transports escorted by the Light Cruisers HMAS Melbourne, HMAS Sydney, HMS Minotaur and the Japanese ship Ibuki, departed King George Sound, Albany Western Australia with a large contingent of Australian and New Zealand troops bound for Egypt, to become the original Anzac’s. As the convoy steamed northwest across the Indian Ocean, leaving Cocos-Keeling Islands well to the westward, Captain Karl von Muller in the German Light Cruiser Emden of 3,600 tons, after having wrought much havoc to allied shipping in the Indian Ocean, ignorant of the convoys presence, had in mind to destroy the Cocos Island Cable Station on Direction Island. In the early hours of the morning of Monday the 9 November, he anchored “Emden” off Direction Island to send a landing party ashore, In the meantime the Cable Station had sent out a Morse Code message ‘Strange ship approaching’, this was followed soon after by a ‘S.O.S.’ These messages were picked up by ships in the convoy and at 7.00 a.m., Captain J.C. Glossop of the 5,400 ton HMAS Sydney was directed to leave the convoy and proceed at full speed for Cocos Islands. Two hours later Cocos Island was on the horizon. Captain von Muller, with the boarding party ashore to destroy the Cable station, steamed out to intercept the intruder. Captain Glossop decided to close in to 9,500 yards ( 8686.8m) before delivering his first salvo. Emden on the other hand, opened fire at 10,500 yards (9601m), its ten, 4.1 inch (104mm) guns firing 38 pound (17.24 kg ) shells, some of which scored near misses. Emden was hit repeatedly by HMAS Sydney’s eight, 6 inch (152.4mm) guns firing 100 pound (45.36kg ) shells. Within two hours Captain von Muller had decided to run the badly damaged Emden aground on North Keeling Island. Captain Glossop then broke off the engagement to speed off to intercept Emden’s collier, “Buresk”, seen lurking in the distance, soon to overtake her. A boarding party from HMAS Sydney was too late to prevent Buresk from being scuttled but able to rescue her crew. Returning to finish off Emden, HMAS Sydney was again met by heavy gunfire. Sydney scored a number of direct hits to Emden and only after having suffered 134 killed and 65 wounded, did Captain von Muller finally decide to lower his Naval Ensign. He was among those captured and was allowed to retain his Naval sword. In the engagements HMAS Sydney only suffered four direct hits, 4 killed and 12 wounded. J.H.(Bert) Ferris Extremely significant as part of Australia's Naval and Military history.Ships wheel, timber, mounted on a timber plinth, wheel of ship first HMAS Sydney.Plaque notifying that wheel donated by Commodore Joe White 1930ww1, sydney, german, hmas, raider, emden, cocos keeling, islands, hmas sydney, wheel

North Wangaratta State School 2391 was opened in May 1881 and closed October 26 1969. Today a plaque commemorates the site of the old school in Eldorado Road North Wangaratta. The Honour Board preserves the names of past students who enlisted to serve their country during the First World War and commemorates those who lost their lives. In 1965 after being stored in a woodshed for two years the Honour Board was put on display at The Eldorado Memorial Hall. The Eldorado Memorial Hall Committee became Trustees of the Honour Board and 1992 approved its transfer to the Vine Hotel Museum for public display. In 1996 at a meeting held on February 7, the Wangaratta North State School No 2391 Memorial Committee moved a motion that all memorabilia pertinent to the Wangaratta North State School be displayed at the Vine Hotel Museum under the guardianship of trustees appointed by the Wangaratta North State School Memorial Committee. In 2005 The North Wangaratta State School Trustees donated the Honour Board along with two photographs of WW1 soldiers to the Wangaratta RSL for safe keeping and display to the public. Students who enlisted include:- Private (Shoeing Smith) John BLAIKIE 2341 who was born at Wangaratta. He was a Blacksmith and at the age of 42 enlisted on May 28 1915. He embarked on August 10 1915 and served with the 14th Battalion. He returned to Australia in January 1918 and discharged medically unfit on April 10 1918. 5692 Private William Thomas BYRNE was born on 21/9/1890 at Docker Plains. He was educated at Docker Plains and Wangaratta State schools. A farmer when he enlisted on 13/10/1914. He trained at Broadmeadows and embarked on Hororata on 17/4/1915. He served with the 3rd Light Horse and 12th and/or 27th ASC - Army Service Corps as a Driver. 5347 Private Cyril BUCKLER, 14th Battalion. A postman from Wangaratta, Victoria, prior to enlistment on 16 February 1916 he embarked from Melbourne aboard HMAT Euripides on 4 April 1916 for Egypt. His unit relocated to the Western Front, France, in June 1916. Pte Buckler was killed in action near Pozieres, France, on 7 August 1916. He has no known grave and he is commemorated on the Villers-Bretonneux Memorial 3451A Private Sydney Spencer PLUM 1st Pioneer Battalion A.I.F, Born January 3rd 1894 at Dockers Plains. He was educated at North Wangaratta and Docker's Plains State School. He was a blacksmith when he enlisted June 12th 1915. He was trained at Flemington Racecourse and embarked on SS "Nestor" October 11th 1915. He fought in battles; Peronne, Cambrai, Somme. Being wounded 3 times. He embarked for home per SS "Orontes"; disembarked January 28th 1919 and he was discharged March 16th 1919. He died on July 25 1958. 483 Private Percy Albert TIPPETT served with the 6th Battalion AIF and was wounded on the 25/4/15 during the initial landing at Gallipoli and later died on 28/4/1915. 1981 Private Francis John VONARX Enlisted at Wangaratta on 15/6/1915 aged 33 years and embarked on 26/8/1915. Served with the 23rd Infantry Battalion and 2nd Machine Gun Battalion. Returned to Australia on 8/4/1919 On 13/4/2024 the Honour Board was deaccessioned from the RSL collection for permanent display at North Wangaratta CFA Brigade.Honour Board listing the 52 names of North Wangaratta State School students who enlisted to serve their country during the First World War and commemorates those who lost their lives. Large solid timber Honour Board with two carved minature cannons on top and above side columns."North Wangaratta State School/Roll of Honour/The Great War 1914 to 1919" 52 names in gold paint.north wangaratta state school 2391, honour board ww1

Photographs collected by Earnest Albert Simmons W/2129 Royal Australian Navy. Enlisted 30 June 1941 and discharged 14 October 1946 with the rank of Leading Stoker. Posting at discharge was HMAS Lonsdale..1) Ship .2) Submarine conning tower .3) Ship .4) Hospital ship .5) Ship at anchor .6) Launch at ships side .7) Ships at anchor .8) Sunken ship .9) Ship .10) Group on launch .11) Ship firing a broadside .12) Wooden sailing vessel .13) Ship .14) Ship .15) Pilot station .16) Ship .17) Ship .18) Ship.s deck and biplane .19) Partially sunken ship .20) Two ships .21) Ship .22) Ship - damaged .23) Ship .24) Statue and colonade .25) Searchlights .26) Ships deck at sea .27) Aircraft .28) Ship .29) Ship .30) Troop ship .31) Swimmers at ships side .32) Ship .33) Ship .34) Ship deck at sea .35) Ship .36) Submarine .37) Ship .38) Ship .39) Ship .40) Two ships at sea .41) Ship .42) Aircraft carrier .43) Ships symbol .44) Sketch of Berbera .45) Sketch of biplanes .46) Boat at pier .47) Tug boat .48) Ship .49) Ship at wharf .50) Ships at wharf .51) Aircraft carrier .52) Ship .53) Ship at wharf .54) Ships at wharf .55) Ship .56) Two ships .57) Tug boat .58) Diagram comparing the size of two ships .59) Ship sailing past lighthouse .60) Postcard HMAS "Stuart". .1) Hobart and Glascow at Colombo .2) British submarine returning to Alexandria after claiming a victory - note Skull and X Bones .3) HMS Glascow at Colombo .4) Ex Italian hospital ship taken over by British. RAMB II .5) HMS Exeter .6) The landing party returning .7) Part fleet at Colombo .8) British ammunition ship sunk by sabotage in Alex Harbour .9) HMS Exeter .10) On the approach of the island. Note twin Lewis guns .11) HMS Ajax bombarding Bardia .12) A native boat used along coasts and Indian Ocean .13) RMS Georgie refoated at Pt? 1941 .14) HMS Carthage .15) Pilot station at Colombo .16) Aquitania .17) Ajax on patrol with Hobart and battle fleet .18) Hobart rolling in the Bight .19) HMS Gnat (river gun boat) hit by torpedo at Tobruk .20) - .21) Mauritania .22) Italian cruiser sunk by HMAS Sydney .23) Greek destroyer .24) Memorial of Mohomed Pasha Alexandria. Presented by Musso .25) Searchlight at Alexandria .26) Hobart pile driving in heavy weather .27) Lockheed Hudson dive bombing .28) - .29) HMS Galatea? x 1 turret at stern .30) Troops on Aquitania .31) Boys swimming in the middle lakes at Ismalia in the centre of Sues Canal .32) A water NG ? .33) - .34) Hobart striking heavy weather .35) HMS Jupiter .36) British submarine entering Alex .37) Queen Mary .38) Queen Elizabeth .39) Nieuw Amsterdam .40) - .41) Achilles .42) HMS Aircraft carrier - Illustrious .43) Symbol of Hobart's Pom-Pom .44) - .45) - .46) - .47) - .48) Mohoja and Oronties .49) Mohoja .50) - .51) - .52) HMAS Murchison 1954 .53) Strathmore .54) - .55) - .56 - .57 - .58) HMAS Vendetta .59) HMAS Cowra .60) - photographs, ran, hmas

Photos depict the staff members of Denny Lascelles Ltd. who were on active service in World War II (a '+' denotes those who were killed in action). Those depicted are: Sgt. J.A. GANLY, 159 AUST. L.A.A. BTY., A.I.F., +Driver R.H.B. COLLETT, C.A.M.T.C., A.I.F., L.S.A. E.R. McKINNON, R.A.N.R., S/Sgt. K.O. DAVIS, 2/2 A.A. REGT., A.I.F., F/O W.E.S. HOLTHAM, 7 SQUADRON, R.A.A.F., Tpr. J. Mc. K. MOODIE, 2/1 AUST. ARMD. RECCE. SQN., A.I.F., W.O.I. G.R. MATHISON, H.Q. 1 AUST. CORPS, A.I.F., Cpl. K.J. DOODRELL, 3 WATER TRANSPORT GP., A.I.F., W/O J.R.M. McWILLIAM, 463 SQUADRON, R.A.A.F., A/B R.A. HOBSON, R.A.N.R., W.O.II A.J. WILKS, 4 AUST. RECOVERY SECT., A.I.F., F/O D.N. McKENZIE (R.A.A.F.), 34 SQUADRON, R.A.F., +Cpl. A. BEATTIE, 2/21 BTN., A.I.F., Pte. A.R. YOULDEN, 4 AUST. INF. BDE., A.I.F., Cpl. A.J.E. GOSBELL, H.Q. 2 AUST. ARMD. BDE., A.I.F., Sgt. J. DENTON, 2 CON. DEPOT, A.I.F., Sgt. D. CLERY, B.C.A.F. H.Q., R.A.A.F., Lieut. D.C.P. URQUHART, 2/23 BTN., A.I.F., S/Sgt. R.C. SEARGEANT, 2 FIELD TRAINING REG., C.M.F., L/Cpl. K.P. LANYON, INF. TRG. BTN., A.I.F., Sgt. A.J. TONKIN, N.T. PRESS UNIT, A.I.F., A/B D.M. CHALMERS, R.A.N.R. ["H.M.A.S. LONSDALE" on hat], Lieut. L.H. BATTEN, 2/2 AUST. A.A. REGT., A.I.F., F/Sgt. B.J. McINTYRE, H.Q. WESTERN AREA, R.A.A.F., Sapper P.R. PIPER, 41 LANDING CRAFT COY., A.I.F., LAC. E.A. STEVENS, 2 R.I.M.U., R.A.A.F., +F/Lieut. J.S. AUSTIN, D.F.C., 490 SQUADRON, R.A.A.F., Sgt. T.E. DENDLE, 13 SURVEY & DESIGN, R.A.A.F., F/Sgt. J.C. BONE, 4 AIR OBSERVERS SCHOOL, R.A.A.F., Cpl. R.H. REEVES, 4 AUST. INF. REIN. BTN., A.I.F., Sgt. N.J. COUPER, A.A.P.C., A.I.F., +F/Lieut. J.D.R.B. CARRUTHERS, (R.A.A.F.), 18 SQUADRON, R.A.F., LAC. J.R. NEWLAND, 481 MAINTENANCE SQDN., R.A.A.F., Lieut. R.G. CRITTEN, 2/6 AUST. INF. BTN., A.I.F., F/O. D.J. ASTBURY, 83 SQUADRON, R.A.A.F., F/Sgt. J.J. ROBINSON, 21 SQUADRON, R.A.A.F., Gnr. G.G. STANBROOK, 2/3 FLASH SPOTTING BTY., A.I.F., Cpl. P.B. WILKINSON, 67 AUST. MOB. SEARCHLIGHT BTY., A.I.F., +P/O D.V. HIGGINS, 73 SQUADRON, R.A.A.F., Lieut.-Col. W.R. DEXTER, D.S.O., 2/6 AUST. INF. BTN., A.I.F., C.O. 61 AUST. INF. BTN., A.M.F., F/Sgt. E.T. ORCHARD, 1 OP. TRAINING UNIT (CANADA), R.A.A.F., +L/Sgt. H.T. LEWIS, 2/21 BTN., A.I.F., LAC. D.N. PESCOTT, 21 WIRELESS TEL. UNIT, R.A.A.F., Bdr. L.G. COMMONS, 2/14 AUST. FIELD REGT., A.I.F., Sig. C.K. MORRIS, "B" AUST. CORPS SIGS., A.I.F., F/Lieut. P.N.M. FISHER, 30 SQUADRON, R.A.A.F. The photographs have been taken by several different photographers, namely: The Lockwood Studios, Geelong (Lewis & Austin), Boxmount, Nhill (Morris & Moodie), Robert Pockley, Geelong (Ganly, Collett, Mathison, Wilks, Seargeant, Tonkin, Dendle, Reeves, Wilkinson, Orchard, Pescott, Critten), and Watt Telfer, Geelong (Higgins).Photograph, "Members of the Staff of Dennys Lascelles Limited who served in the Armed Forces of Australia during the War - 1939-1945". Contains 46 portraits. Photograph, "Members of the Staff of Dennys Lascelles Limited who served in the Armed Forces of Australia during the War - 1939-1945". Contains 46 portraits.world war ii, dennys, lascelles limited

This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool. There is some conflict re the identity of the ship in the foreground of this photograph. It has been identified as the "Dimsdale" by the original owner of this photograph and by the website "Photos of the Past" which have an identical copy of the photo, however the State Library of South Australia (who also have an identical copy of the photograph) have identified the date of the photograph as 1910 and the ship as the "Ainsdale". The "Dimsdale" and the "Lobo" were recorded several times in the local shipping news as being docked at the Port of Adelaide, at the same time, during the years 1912 and 1913, whereas the "Ainsdale" wasn't in Adelaide very often but was recorded as coming in and out of the Port of Adelaide in the years 1915 and 1916. On February 25th 1916, the two ships (the "Ainsdale" and "Lobo") were both in the Port of Adelaide at the same time, but the "Ainsdale" was loading at Outer Harbor and the "Lobo" was discharging timber at Corporation Wharf. The "Ainsdale" was owned by the same firm that had owned the "Dimsdale". The Dimsdale was a three masted steel ship built in 1890 by C. J. Bigger of Londonderry. It became notorious when it struck the Wonga Shoal lighthouse near Port Adelaide on the night of 17th November 1912, destroying the structure and killing two lighthouse keepers. The accident was investigated by the Marine Board, the Coroner, the Police Court, the Admiralty Court and by the Criminal Courts of South Australia where the Captain (John Jones) was charged with manslaughter and found "not guilty". The Dimsdale was sold to a Norwegian firm and its name was changed to "Kwango". It sank in 1915 near the Magdalen Islands in the Gulf of St. Lawrence. The "Lobo" was a well known "windjammer" trading from the Port of Adelaide to other parts of the world. For a number of years it was employed in the New Zealand and Tasmanian services, after which it made several voyages to North America. It was an iron barque of 945 tons, built at Sunderland in 1877 by Osbourne, Graham and Company. On October 18th 1916, the Lobo (owned by Walter and Morris, timber merchants) was on a voyage from Parapato (Mozambique) to New York with a cargo of mango bark and ebony, when it struck rocks and ran aground 30 miles east of the Angoche River in Portuguese East Africa. A detailed account of the incident, written by Mrs Murchison (the Captains wife who was on board with her two year old son) was published in the Adelaide newspaper "The Mail" on Saturday 9th December 1916. She, and several of the crew were put in a boat early in the morning and sent away from the wreck. Several hours later, they were joined by Captain Murchison and the remainder of the crew. They were in their small open boats for several hours before landing on a small uninhabited island where they remained for several days before being picked up by another vessel and taken back to Parapato. The captain was able to obtain a position on a steamer which took him and his wife and child back to England.This photograph is significant as a record of the world wide mercantile trade Australia was engaged in at the end of the nineteenth century and beginning of the twentieth century and as a record of the dangers faced by the crews of these ships.A black and white photograph showing two large sailing ships moored at a dock. There are industrial buildings in the background (one has smoke coming from its chimney) and several smaller craft (a rowing boat, two small boats that may be tugs and a little yacht) at the side of the ships. Pylons can be seen in the water and a metal fence is in the bottom right corner. On the back of the photo the words "Ship Dimsdale" and "Bk Lobo" are written diagonally across the top left corner in pencil. A beige paper label has been attached to the top right corner with the words "Dimsdale at Port Adelaide" and "Port Adelaide Historical Society may be interested" written in black ballpoint pen."Ship Dimsdale" / "Bk Lobo" ""Dimsdale" / at Port Adelaide" "- Port Adelaide Historical /Society may be / interested"warrnambool, dimsdale, lobo, barque lobo, port of adelaide, kwango, wonga shoal lighthouse, fred trewartha, ainsdale, frederick john fox trewartha, captain john jones, windjammer, iron barque, parapato

The history of the No. 2 Independent Commando Company and 2/2 Commando Squadron during World War II – scarce as a 1st edition dated 1986. Having completed its training at Foster, on Wilson’s Promontory, Victoria, the 2nd Independent Company was raised and travelled north to Katherine, in the Northern Territory. However, following Japan’s entry into the war, as with the other independent companies that were sent to the islands off Australia, the 2nd was sent to Timor, where it joined the 2/40th Battalion and the rest of Sparrow Force. Sparrow Force divided itself between west Timor, part of the Netherlands East Indies, and east Timor, which belonged to Portugal. The 2/40th Battalion defended the capital of west Timor, Koepang, and the airfield at Penfui. Most of the independent company moved to the airfield at Dili, in east Timor, and the nearby mountains. Portugal was opposed to the stationing of a Dutch or Australian garrison in case this provoked the Japanese, but despite this opposition, on 17 December 1941, elements of the 2nd Independent Company and Dutch troops landed near Dili. On 20 February 1942 the Japanese invaded the island, attacking east and west Timor simultaneously. The 2/40th Battalion held out for three days, but were overrun and were killed or captured. Similarly, the 2nd could not hold the airfield and were also driven back. But they were not captured and instead retreated to the mountains where they conducted a very successful and pursued a guerrilla war against the Japanese which lasted for over a year. Following the capture of Timor, the 2nd occupation the company was listed as “missing”, the company’s signallers were able to build a wireless transmitter, nicknamed ‘Winnie the War Winner’, and on 18/19 April were able to contact Darwin. At the end of May RAN vessels began landing supplies for the Australians on the south coast of east Timor. These supply runs were very dangerous but they allowed the Australians on Timor to continue fighting. In September the guerillas were reinforced with the 2/4th Independent Company. However, this could not go on indefinitely. In August the Japanese lunched a major offensive against the guerrillas and Japanese reprisals against the civilian population of east Timor reduced their support for the Australians. The 2nd (now named the 2/2nd Independent Company) and 2/4th were withdrawn in December and January 1943 respectively. Although the 2/2nd Independent Company is best known for its time on Timor, it also saw extensive service in New Guinea and New Britain. The independent company reformed at the army’s training centre at Canungra, Queensland, where it was reinforced and reequipped. The company then moved to the Atherton Tableland, where it briefly became part of the 2/6th Cavalry (Commando) Regiment. Due to this reorganisation, in October, the 2/2nd Independent Company was renamed the 2/2nd Cavalry (Commando) Squadron. This name was later simplified to just commando squadron. When this happened though, the 2/2nd was back in action. In June 1943 the 2/2nd sailed from Townsville for Port Moresby and was subsequently flown to Bena Bena, in the Bismark Range in New Guinea’s highlands. Here they supported the 2/7th Independent Company in patrolling the Ramu River area. In the second week of July the 2/2nd moved into position, with its headquarters at Bena Bena and with its platoons’ occupying neighbouring positions. By the end of the month their patrols were skirmishing with the Japanese. The 2/2nd remained in New Guinea until October 1944. After 90 days leave, the squadron reformed at Strathpine in Queensland before sailing to New Britain in April 1945. The 2/2nd landed at Jacquinot Bay on 17 April. The squadron then moved to Wide Bay, in order to support the 13th Brigade of the 5th Division, and was based at Lamarien. Following Japan’s surrender and the end of the war, the ranks of the squadron thinned quickly as men were discharged or transferred to other units. For those who were left, they returned to Australia and in early 1946 the 2/2nd Commando Squadron was disbanded. Includes Nominal Roll Soft Cover without Dust Jacket – 270 pages

ES 56 Nymph Following the successful introduction of the ES 52 Kookaburra two-seater in mid-1954, Edmund Schneider Ltd designed a higher performance single seat sailplane of similar construction and with similar handling qualities. It was designated the ES 56 and became known as the ES56 “Nymph”. The ES56 Nymph was a success in that it delivered the anticipated performance and was found to have satisfactory flying characteristics. However, only the prototype (“Nymph -I”) and three production examples (“Nymph-II”) were built. Schneiders made some changes to the design before building the production version. The wing chord at the tip on the prototype measured 650 mm. This was reduced to 500 mm for subsequent builds. The explanation is that provision was made in the original design for the possible lengthening of the tapered wing to 13 metres. However, apparently it was decided to retain the 11.900 metre span which allowed the tip chord to be reduced slightly. Other changes included the installation of scissor type air brakes in the wing instead of simple hinged flap spoilers and the addition of a landing wheel behind the skid on the fuselage. On one of the Nymph-II a dorsal was added on top of the fuselage forward of the vertical fin when repairs were made rectifying damage incurred as a result of an accident at Benalla on 31 March 1963. Even before these ES56 gliders were finished, Edmund Schneider Ltd decided to offer a less expensive single seat design to cater in particular for newly solo pilots, the ES57 Kingfisher. With the Kingfisher, Schneiders reverted to a traditional airfoil (Gott 549) for the wing instead of the laminar flow section that was chosen for the Nymph in the pursuit of performance. As such, the Kingfisher was more appropriately characterised as a single seat version of the Kookaburra in comparison to the Nymph. Schneiders continued for a time to offer the ES56 Nymph as a high-performance sailplane. However, its place in the market was soon overtaken by imported designs with superior performance, such as the Schleicher KA6, which Schneiders also imported and built under license. Nymph-I was test flown in December 1955 and entered by Harry Schneider into the gliding championships held at Waikerie from 5th to 16th of that month. Harry finished 12th in the individual placing out of a field of approximately 24. The capabilities of the Nymph were further demonstrated by Harry Schneider in January 1956 with a Gold C flight of 193 miles from Gawler in South Australia to Walpeup in Victoria. Nymph-I was acquired by the Port Pirie Gliding Club in South Australia. It has been saved and restored and is a regular feature at vintage glider rallies in Victoria and New South Wales. See Museum Newsletter No 35 Winter Edition 2017 pages 3 -6, for that story. The Nymph-II production models were delivered by Edmund Schneider Ltd in October 1956 to the Gliding Club of Victoria, the Victorian Motorless Flight Group and the Royal Australian Navy Gliding Association. The VMFG flew its Nymph in the First National Gliding Championships at Tocumwal, NSW, in December 1956 and all three were flown at the Second National Gliding Championships at Benalla in 29th December 1958 to 8th January 1959, delivering competitive performances based on handicap. Nymph-I Serial Number 17 Original owner – Port Pirie Gliding Club, S.A. Registered VH-GHG on 20 August 1957 Re-registered VH-GHA on 11 October 2016 Currently Raywood, Victoria Believed airworthy Nymph-II Serial Number 20 Original owner – R.A.N. Gliding Association Registered VH-GDX on 20 May 1957 Currently Locksley, Victoria. In storage Nymph-II Serial Number 21 Original owner – Gliding Club of Victoria Registered VH-GHU on 27 August 1957 Currently Bendick Murrell, N.S.W. In storage Nymph-II Serial Number 22 Original owner – Victorian Motorless Flight Group Registered VH-GFE on 5 March 1957 Currently Bacchus Marsh, Victoria Under restoration for display. The Museum’s exhibit is the ES56, serial number 22, registered as VH-GFE. The glider was flown by the VMFG in Victoria until approximately September 1968. GFA records show that it was transferred to Queensland in 1968, and it passed through several owners until the mid-1970s. Information received indicates that it was flown by the Leichardt Soaring Club at Mount Isa in the (late?) 1960s. The history from then is not presently known except to say that it has been kept in dry storage for many years. It is not known when the glider was last flown. What is Significant? The Schneider ES 56 Nymph single seat sailplane, serial number 22, designed and built in 1955-1956, by Edmund Schneider Ltd in Adelaide. It was delivered to its original owner, the Victorian Motorless Flight Group, in October 1956, and registered as VH-GFE on 5 March 1957. How it is Significant? The ES56 Nymph is of historical, aesthetic, scientific and research, and social significance to the Australian gliding community. Why it is Significant? The ES56 is of historical significance as it was designed and built by Edmund and Harry Schneider. The Schneiders immigrated to Australia after the end of the second world war bringing with them considerable expertise in relation to glider design and construction. Over the following decades they maintained a close association with the Gliding Federation of Australia and the gliding clubs and through their glider production made a major contribution to the sport. The ES56 is part of that story. The ES56 in its design and construction exhibits the glider construction technology of the time, which principally consisted of lightweight wooden framework skinned with ply and doped fabric. It exbibits design innovation, notably the use of a laminar flow wing profile in pursuit of better glide performance. Also, considerable attention was given to simplifying the structure in order to keeping cost and the weight low. The ES56 played a useful role at gliding clubs where it was operated, especially the late 1950s and early 1960s and is remembered well by pilots who flew her. The glider is in the course of restoration and provides an insight into the skills and workmanship that were involved in design, building and maintenance of these wooden aircraft. It is of aesthetic and scientific and research significance. Glider airframe of a traditional wood and fabric covered constructionNoneglider, sailplane, edmund schneider, harry schneider, es56, nymph, es57, kingfisher, victorian motorless flight group, gliding club of victoria, ran gliding association, port pirie gliding club, leichardt soaring club.

Before the introduction of electricity, lighthouses had a clockwork mechanism that caused the lens to rotate with a light source inside that was either powered by Kerosene or Colza oil. The mechanism consisted of a large weight attached by a cable through the centre of the lighthouse to the top where the cable wrapped around a barrel, drum or wheels that controlled the speed of the lights rotation by a clockwork mechanism. The keeper would crank the clockwork mechanism, which would lift the weight ready for the next cycle similar to an old grandfather clock mechanism. Once the weight lifted to its apex at the bottom of the first landing, the keeper would let it fall, which would pull on the cable, which would, in turn, operate a series of gears activating the rotation of the Fresnel optical lens, which would then rotate to create the lighthouse’s unique light speed of rotation characteristic. Creating a specific characteristic required a way to regulate the speed of the rotation, and was important as sailors could identify a particular light by its speed and time between flashes. The weight had to fall at a certain rate to create the proper rotation speed of the lens and a regulator within the mechanism accomplished this. History: From 1851, Chance Brothers became a major lighthouse engineering company, producing optical components, machinery, and other equipment for lighthouses around the world. James Timmins Chance pioneered placing lighthouse lamps inside a cage surrounded by Fresnel lenses to increase the available light output these cages, are known as optics and they revolutionised lighthouse design. Another important innovation from Chance Brothers was the introduction of rotating optics, allowing adjacent lighthouses to be distinguished from each other by the number of times per revolution the light flashes. The noted English physicist and engineer, John Hopkins invented this system while employed at Chance Brothers. Chance Brothers and Company was a glass works and originally based in Spon Lane, Smethwick, West Midlands England. The company became a leading glass manufacturer and a pioneer of British glass making technology. The Chance family originated in Bromsgrove as farmers and craftsmen before setting up a business in Smethwick near Birmingham in 1824. They took advantage of the skilled workers, canals and many other industrial advances taking place in the West Midlands at the time. Robert Lucas Chance (1782–1865), known as 'Lucas', bought the British Crown Glass Company's works in Spon Lane in 1824. The company specialised in making crown window glass, the company ran into difficulty and its survival was guaranteed in 1832 by investment from Chance's brother, William (1788 – 1856). William owned an iron factoring business in Great Charles Street, Birmingham. After a previous partnership that Lucas had dissolved in 1836, Lucas and William Chance became partners in the business which was renamed, Chance Brothers and Company. Chance Brothers invented many innovative processes and became known as the greatest glass manufacturer in Britain. In 1848 under the supervision of Georges Bontemps, a French glass maker from Choosy-le-Roi, a new plant was set up to manufacture crown and flint glass for lighthouse optics, telescopes and cameras. Bontemps agreed to share his processes that up to then had been secret with the Chance Brothers and stayed in England to collaborate with them for six years. In 1900 a baronetcy was created for James Timmins Chance (1814–1902), a grandson of William Chance, who had started the family business in 1771 with his brother Robert. Roberts grandson, James became head of Chance Brothers until his retirement in 1889 when the company became a public company and its name changed to Chance Brothers & Co. Ltd. Additional information: Lighthouses are equipped with unique light characteristic or flashing pattern that sailors can use to identify specific lighthouses during the night. Lighthouses can achieve distinctive light characteristics in a few different ways. A lighthouse can flash, which is when brief periods of light interrupt longer moments of darkness. The light can occult, which is when brief periods of darkness interrupt longer moments of light. The light can be fixed, which is when the light never goes dark. A lighthouse can use a combination of flashing, oscillating, or being fixed in a variety of combinations and intervals to create individual light characteristics. It is a common misconception that a lighthouse's light source changes the intensity to create a light characteristic. The light source remains constant and the rotating Fresnel lens creates the various changes in appearance. Some Fresnel lenses have "bulls-eye" panels create beams of light that, when rotated between the light and the observer, make the light appear to flash. Conversely, some lenses have metal panels that, when rotated between the light and the observer, make the light appear to go dark. This Dioptric clockwork apparatus used to turn a lighthouse optical lens is very significant as it is integral to a lighthouses operation, we can also look at the social aspect of lighthouses as being traditionally rich with symbolism and conceptual meanings. Lighthouses illustrate social concepts such as danger, risk, adversity, challenge and vigilance but they also offers guidance, salvation and safety. The glowing lamp reminds sailors that security and home are well within reach, they also symbolize the way forward and help in navigating our way through rough waters not just on the oceans of the world but in our personal lives be it financial, personal, business or spiritual in nature. Nothing else speaks of safety and security in the face of adversity and challenge quite the way a lighthouse does. Revolving dioptric clockwork apparatus used to turn a Fresnel optical lighthouse lens. A cylindrical cast metal pillar and cabinet painted green with 3 glass doors enclosing the top section. Inside the pillar/cabinet is a large clockwork mechanism used to turn and regulate a lighthouse light by means of weights and a chain attached to same. One door has the name "Adams Mare" in metallic dots similar to "Braille" to the inside edge of door frame.shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, flagstaff hill, maritime-museum, shipwreck-coast, warrnambool, flagstaff-hill-maritime-village, revolving dioptric mechanism, dioptric mechanism for lighthouse, lighthouse clockwork timing mechanism, acetylene lighthouse light mechanism, 19th century lighthouse mechanism, kerosene light, fresnel lenses, colza oil, chance brothers