RAF Changi 1950s
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RAF Changi 1950s
Hello all.
I am posting this hoping some of you may be able to help with a family mystery.
My Grandfather was based at RAF Changi in the 1950s as maintenance staff repairing the planes based there - I believe he worked on the radio equipment.
Sometime in 1956 he had been involved in repairing a plane and took off on a test flight, the story goes there were 6 on board and sadly this plane disappeared during the flight and was never seen again. I am told no wreckage was discovered from the plane during the searches for the craft and its crew. I am wondering if anyone would know if the RAF would still have a record of the disappearance and possibly any report they wrote at the time? Would it be possible to obtain a copy?
Could anyone give a hint as to the types of plane based at Changi in the period my Grandfather was working there or indeed which type of plane he may have been working on that took a 6 man crew (or capacity for 6 for the test flight).
This has always fascinated me but I've never known which way to go about gaining information on what happened. Thank you in advance for your help
I am posting this hoping some of you may be able to help with a family mystery.
My Grandfather was based at RAF Changi in the 1950s as maintenance staff repairing the planes based there - I believe he worked on the radio equipment.
Sometime in 1956 he had been involved in repairing a plane and took off on a test flight, the story goes there were 6 on board and sadly this plane disappeared during the flight and was never seen again. I am told no wreckage was discovered from the plane during the searches for the craft and its crew. I am wondering if anyone would know if the RAF would still have a record of the disappearance and possibly any report they wrote at the time? Would it be possible to obtain a copy?
Could anyone give a hint as to the types of plane based at Changi in the period my Grandfather was working there or indeed which type of plane he may have been working on that took a 6 man crew (or capacity for 6 for the test flight).
This has always fascinated me but I've never known which way to go about gaining information on what happened. Thank you in advance for your help
The most likely 'culprit' would have been the Vickers Valetta, a 2-engined transport aircraft in wide use in the 50s, with 3 squadrons in Malaya/Singapore.
Checking through my copy of The Valetta by Bill Overton, published in 1996,Valetta VX490 on 48 Squadron's strength disappeared on 11/11/1953 on an air test and was thought to have broken up over the sea during a thunderstorm.
Hope this helps, BW
Checking through my copy of The Valetta by Bill Overton, published in 1996,Valetta VX490 on 48 Squadron's strength disappeared on 11/11/1953 on an air test and was thought to have broken up over the sea during a thunderstorm.
Hope this helps, BW
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Brian 48nav: Thank you very much, having asked my Mum (whose father it was) that was indeed the date! A little piece of the puzzle put in place. Would the RAF have written a report into the disappearance and would they still have it buried in the archive?
Zero
Yes I guess there would have been a report but I am not an expert on how to find it. There is a guy on Prune using the name 'Old Duffer' who seems to be quite knowledgeable re military accidents. You could send him a PM (private message) or Google the event perhaps.
As I type I've just gone back through the book and on Pg 61 it states '48Sqn lost an aircraft and crew on 11/11/53 when Fg Off Wood and crew in VX490 failed to return to Changi after an air test', another pilot airborne reported that there was a violent thunderstorm over Changi.
There is a 48 Squadron association and I recall one of the 'main men' was going to write a squadron history. The email is '[email protected] - one of the senior members Group Capt Alan Hotchkiss was a nav' on the squadron about that time ( and the last CO in 1976!), perhaps they could pass a message on.
Good luck, Brian
As I type I've just gone back through the book and on Pg 61 it states '48Sqn lost an aircraft and crew on 11/11/53 when Fg Off Wood and crew in VX490 failed to return to Changi after an air test', another pilot airborne reported that there was a violent thunderstorm over Changi.
There is a 48 Squadron association and I recall one of the 'main men' was going to write a squadron history. The email is '[email protected] - one of the senior members Group Capt Alan Hotchkiss was a nav' on the squadron about that time ( and the last CO in 1976!), perhaps they could pass a message on.
Good luck, Brian
The book "Last Take-off" by Colin Cummings has the following -
Valleta VX490 of 48 Sqn.......after take off, the pilot cleared the airfield and stated his intention to climb to 4000ft. at 5 miles from the airfield. He also contacted a Dakota flying in the vicinity. In the middle of a transmission, contact was lost and nothing was seen of or heard from the aircraft. At the time there were storms in the area and several witnesses saw a flash and heard noises unlike thunder. It is thought that the aircraft suffered some sudden break up which did not allow the crew any chance to broadcast a distress signal or to recover the aircraft. Personnel were -
P/O Alfred Thompson....pilot
F/O Francis Wood....navigator
Sgt. David Bennett....air signaller
Cpl. Joseph Masterson....ground servicing crew
LAC Keith Holloway...
LAC Colin Jackson
AC1 Lewis Wallis
Valleta VX490 of 48 Sqn.......after take off, the pilot cleared the airfield and stated his intention to climb to 4000ft. at 5 miles from the airfield. He also contacted a Dakota flying in the vicinity. In the middle of a transmission, contact was lost and nothing was seen of or heard from the aircraft. At the time there were storms in the area and several witnesses saw a flash and heard noises unlike thunder. It is thought that the aircraft suffered some sudden break up which did not allow the crew any chance to broadcast a distress signal or to recover the aircraft. Personnel were -
P/O Alfred Thompson....pilot
F/O Francis Wood....navigator
Sgt. David Bennett....air signaller
Cpl. Joseph Masterson....ground servicing crew
LAC Keith Holloway...
LAC Colin Jackson
AC1 Lewis Wallis
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Thank you very much for the information guys! I will look into the association and the other contact who is a member on here.
Papajuliet - Cpl Masterton was my Grandfather and your account pretty much tallies with the vague details I had been told, plane went up and never came back. Thank you for the extra detail though, such detail is something I always like to know to appease the geek in me
Out of curiosity, what are the LAC and AC1 ranks?
Edit: The book may list my Granfathers surname as Masterson although the family name is Masterton, it is a common error and the name is often mistaken for Masterson
Papajuliet - Cpl Masterton was my Grandfather and your account pretty much tallies with the vague details I had been told, plane went up and never came back. Thank you for the extra detail though, such detail is something I always like to know to appease the geek in me
Out of curiosity, what are the LAC and AC1 ranks?
Edit: The book may list my Granfathers surname as Masterson although the family name is Masterton, it is a common error and the name is often mistaken for Masterson
Out of curiosity, what are the LAC and AC1 ranks?
AC2 = Aircraftsman, Second Class (raw recruit)
AC1 = Aircraftsman, First Class (the lowest useful rank after initial training)
LAC = Leading Aircraftsman
SAC = Senior Aircraftsman
JT = Junior Technician
Corporal
Sergeant
Senior Technician
Chief Technician (Deputy God, Flight Sergeant for non-Technical trades equivalent)
Warrant officer (God)
Sorry to be a bore but we are dealing with the mid-1950s, hence it's the 1951 Trade Structure we're talking about.
All trades (where appropriate) aircraftpeople 1st & 2nd class, leading and senior aircraftpeople
Technical Trades:
Junior Tech - one upside down chevron (actually in heraldry it's the right way up but lets leave that alone!!).
Cpl Tech - two upside down chevrons
Senior Tech - three upside down chevrons
Chief Tech - three upside down chevrons and a crown - yes a CROWN above
Master Tech
Non-Tech Trades:
Cpl - two stripes
Sgt - three stripes
Flight Sgt - three stripes and a crown
Warrant Officer
Come 1 Apr 64 and its all change (again).
a. Get rid of Cpl Tech and Senior Tech
b. Turn everyones stripes up the same way
c. Limit rank titles to Junior Tech (with new 4 blade propeller badge) Cpl, Sgt, Chief Tech (with 4 bladed prop instead of crown), Flt Sgt & Warrant Officer
List One (Tech trades) go J/T cpl, sgt, Chf Tech, Flt Sgt, WO
List Two (Non Tech) go cpl, sgt, F/Sgt, WO
If you want a real bol*^:k cruncher - there were some guys who went 'technical' in 1951 and in 1964 their trade changed and they were stuck as Chief Techs and not moved to F/Sgt.
Lastly, get rid of Aircraftman/woman 2nd and 1st class and just have aircraftman/woman. Leading and Senior aircraftman/woman essentially unchanged in '64
That's it - we can do the 1946 non-commissioned aircrew structure, if you want but I'm off to the pub.
Old Duffer
All trades (where appropriate) aircraftpeople 1st & 2nd class, leading and senior aircraftpeople
Technical Trades:
Junior Tech - one upside down chevron (actually in heraldry it's the right way up but lets leave that alone!!).
Cpl Tech - two upside down chevrons
Senior Tech - three upside down chevrons
Chief Tech - three upside down chevrons and a crown - yes a CROWN above
Master Tech
Non-Tech Trades:
Cpl - two stripes
Sgt - three stripes
Flight Sgt - three stripes and a crown
Warrant Officer
Come 1 Apr 64 and its all change (again).
a. Get rid of Cpl Tech and Senior Tech
b. Turn everyones stripes up the same way
c. Limit rank titles to Junior Tech (with new 4 blade propeller badge) Cpl, Sgt, Chief Tech (with 4 bladed prop instead of crown), Flt Sgt & Warrant Officer
List One (Tech trades) go J/T cpl, sgt, Chf Tech, Flt Sgt, WO
List Two (Non Tech) go cpl, sgt, F/Sgt, WO
If you want a real bol*^:k cruncher - there were some guys who went 'technical' in 1951 and in 1964 their trade changed and they were stuck as Chief Techs and not moved to F/Sgt.
Lastly, get rid of Aircraftman/woman 2nd and 1st class and just have aircraftman/woman. Leading and Senior aircraftman/woman essentially unchanged in '64
That's it - we can do the 1946 non-commissioned aircrew structure, if you want but I'm off to the pub.
Old Duffer
Ranks
Frank Muir-the late, much loved comedy scriptwriter-remembered joining the RAF during his national Service in the '50's.
'I was an Erk' he said, 'the lowest of the the low.' 'Not to be confused with an Erg, which is a unit of work!..'
S
'I was an Erk' he said, 'the lowest of the the low.' 'Not to be confused with an Erg, which is a unit of work!..'
S
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Assuming my Grandfather was a non technical trade Corporal member of ground servicing crew, what would his general duties have entailed?
Sorry for all the simple questions, I know very little about him and even less of the aviation world
Sorry for all the simple questions, I know very little about him and even less of the aviation world
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Zerofeetaboveground,
You said in your first post that you thought your grandfather was involved with servicing radio equipment. He would have been a Corporal Technician, and would either have worked in a radio bay, an area where such equipment was repaired and serviced, or on the squadron's 'first line', which is where aircraft are prepared for flight and rectified when they return with a defect after flight.
Given that your grandfather was flying that day, I suspect he was a first line radio man, and was probably a very proud member of 48 Sqn. (If he had worked in RAF Changi's air radio bay, he would have been in Tech Wing). When an unserviceable radio was reported, he would have first tested it in the aircraft on the ground and, if it could not be made to work, he would have diagnosed the defective component, removed it and sent it back to the bay. He would have fitted another in its place, then tested the new set-up to check that it was all now working correctly.
In those days, radios were not like today's, where you dial up a frequency and confidently expect to talk to someone on it! Radios then had crystals, one crystal for each frequency, and those crystals would be a push-fit into the body of the radio. The frequencies so fitted would be selected one at a time by changing a rotary stud switch on the pilots' or navigator's control boxes, and the radio checked by using a test set. (If you didn't have a test set because you were a long way from home up country somewhere, your grandfather would have known the secret of connecting a light bulb across the transmitter output, rather than the test set. When the bulb glowed brightest, the set was tuned! You didn't hear that from me...)
Often a radio only had a few channels, so crystals would be changed according to the journey being planned. They were valuable and had to be accounted for - any issued to you were signed for, and any you removed you took back to the bay and got a signature for them!
If that fatal flight was a flight test after a period of aircraft servicing in the hangar, your grandfather's job as the squadron line radio man would have been to test all the radio frequencies fitted, to ensure all the boxes in the radio system worked and the crystals were good ones. From the scenario described, it sounds as if none of the crew got very far into their test schedule before the extreme weather caused the accident.
I hope that helps you and your family. I know from being in the business for a long time that it doesn't matter whether it was 58 years or 58 days ago, it always hurts.
You said in your first post that you thought your grandfather was involved with servicing radio equipment. He would have been a Corporal Technician, and would either have worked in a radio bay, an area where such equipment was repaired and serviced, or on the squadron's 'first line', which is where aircraft are prepared for flight and rectified when they return with a defect after flight.
Given that your grandfather was flying that day, I suspect he was a first line radio man, and was probably a very proud member of 48 Sqn. (If he had worked in RAF Changi's air radio bay, he would have been in Tech Wing). When an unserviceable radio was reported, he would have first tested it in the aircraft on the ground and, if it could not be made to work, he would have diagnosed the defective component, removed it and sent it back to the bay. He would have fitted another in its place, then tested the new set-up to check that it was all now working correctly.
In those days, radios were not like today's, where you dial up a frequency and confidently expect to talk to someone on it! Radios then had crystals, one crystal for each frequency, and those crystals would be a push-fit into the body of the radio. The frequencies so fitted would be selected one at a time by changing a rotary stud switch on the pilots' or navigator's control boxes, and the radio checked by using a test set. (If you didn't have a test set because you were a long way from home up country somewhere, your grandfather would have known the secret of connecting a light bulb across the transmitter output, rather than the test set. When the bulb glowed brightest, the set was tuned! You didn't hear that from me...)
Often a radio only had a few channels, so crystals would be changed according to the journey being planned. They were valuable and had to be accounted for - any issued to you were signed for, and any you removed you took back to the bay and got a signature for them!
If that fatal flight was a flight test after a period of aircraft servicing in the hangar, your grandfather's job as the squadron line radio man would have been to test all the radio frequencies fitted, to ensure all the boxes in the radio system worked and the crystals were good ones. From the scenario described, it sounds as if none of the crew got very far into their test schedule before the extreme weather caused the accident.
I hope that helps you and your family. I know from being in the business for a long time that it doesn't matter whether it was 58 years or 58 days ago, it always hurts.
Last edited by D120A; 6th Sep 2011 at 22:09. Reason: More detail.
Well ZFAG, in your first post you suggested your grandfather was a technical tradesman and from your statement I took it that his trade would have been: Air Radio Fitter or AR Mechanic (different skill levels) or something like that.
If he was non technical, he could have been the section's stores NCO, an admin clerk or in some similar supporting role.
My suggestion is you get his Record of Service and to do this you need to be the next of kin or representing the next of kin. In your case, I suggest you write to Personnel Disclosures at Trenchard Hall, RAF Cranwell, NG34 8HB and say something like: 'I am writing on behalf of Mrs X, my gran, to request the Record of Service of her late husband Cpl (fullnames) X who died on DDMMYY at RAF Changi'. They will tell you how much it will cost but the information will allow you summarise your grandfather's RAF career from start to finish, including the courses and trades he was in etc.
I know it won't solve how he came to die but realistically you are unlikely to get too much more, unless the Board of Enquiry is still available.
Good Luck
Old Duffer
If he was non technical, he could have been the section's stores NCO, an admin clerk or in some similar supporting role.
My suggestion is you get his Record of Service and to do this you need to be the next of kin or representing the next of kin. In your case, I suggest you write to Personnel Disclosures at Trenchard Hall, RAF Cranwell, NG34 8HB and say something like: 'I am writing on behalf of Mrs X, my gran, to request the Record of Service of her late husband Cpl (fullnames) X who died on DDMMYY at RAF Changi'. They will tell you how much it will cost but the information will allow you summarise your grandfather's RAF career from start to finish, including the courses and trades he was in etc.
I know it won't solve how he came to die but realistically you are unlikely to get too much more, unless the Board of Enquiry is still available.
Good Luck
Old Duffer
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Thank you D120A and Old Duffer, I'm still trying to get my head around the ranking system used at the time. I think I got confused by him being noted as ranked Corporal rather than Corporal Tech as mentioned in an earlier post. Like I say, I know very little about him (my Gran still refuses to discuss it) but the information gained in the last few days is wonderful not only for family history but also for my own interest in history.
I have always been told he worked on the radios, so he will have been a technical tradesman although I was unaware of the separate ranking until today so didn't make the connection. The information you very knowledgeable chaps have told me is more than we have been able to find since we started looking! I wish I'd found this site sooner
I have always been told he worked on the radios, so he will have been a technical tradesman although I was unaware of the separate ranking until today so didn't make the connection. The information you very knowledgeable chaps have told me is more than we have been able to find since we started looking! I wish I'd found this site sooner
Thanks for that Old Duffer an education for this mere Sprog. My father was on 48 in Changi at the time as well but unfortunately he has passed on 10 years ago so am unable to help there. Good luck with your search for information.
Further to Old-Duffers post above.
When writing include a photocopy of your gran's passport (the page with her photo) or perhaps better still, and if available, a copy of her marriage certificate.
This will speed up things considerably as well as establishing appropriate bona-fides.
A couple of photos from my album of FEAF Valettas taken a couple of years later in 1958 at Gan as it was being built.
First is a FEAF Comms Sqn aircraft (48 sqn?) I think.
Second is a 52 Sqn aircraft as noted by the squadron flash on the fin.
'I am writing on behalf of Mrs X, my gran, to request the Record of Service of her late husband Cpl (fullnames) X who died on DDMMYY at RAF Changi'.
This will speed up things considerably as well as establishing appropriate bona-fides.
A couple of photos from my album of FEAF Valettas taken a couple of years later in 1958 at Gan as it was being built.
First is a FEAF Comms Sqn aircraft (48 sqn?) I think.
Second is a 52 Sqn aircraft as noted by the squadron flash on the fin.
Last edited by Warmtoast; 7th Sep 2011 at 10:08. Reason: To add photos
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fergineer - It is a small(ish) world!
It has been a great education, I'm glad I posted on here. I think my next step will be to approach the RAF Personnel disclosures department and see what they can come up with.
It has been a great education, I'm glad I posted on here. I think my next step will be to approach the RAF Personnel disclosures department and see what they can come up with.
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Old-Duffer wrote:
Someone's written about this before, and it didn't make sense then and still doesn't. I was a J/T Air Radio Fitter on 230 OCU at Finningley up until November 1965 - never wore a four bladed prop, just single upside down chevron. In November 65 promoted to Cpl Tech and posted to Sharjah. Have photo of self in KD with two upside down chevrons in January 1966 in the desert. The change may have been promulgated in '64, but was the changeover a gradual thing? Seems unlikely, but !!!
Come 1 Apr 64 and its all change (again).
a. Get rid of Cpl Tech and Senior Tech
b. Turn everyones stripes up the same way
c. Limit rank titles to Junior Tech (with new 4 blade propeller badge) Cpl, Sgt, Chief Tech (with 4 bladed prop instead of crown), Flt Sgt & Warrant Officer
a. Get rid of Cpl Tech and Senior Tech
b. Turn everyones stripes up the same way
c. Limit rank titles to Junior Tech (with new 4 blade propeller badge) Cpl, Sgt, Chief Tech (with 4 bladed prop instead of crown), Flt Sgt & Warrant Officer
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I was a Cpl Tech. in '62. Posted to Cyprus as such in '63 but on that fateful day in '64 reverted back to Cpl. 1st April very apt! Do not recall it being phased in over a period of time.
Good to see someone's query settled so quickly. Good old PPRUNE
Good to see someone's query settled so quickly. Good old PPRUNE