Reg "Mice" Meissner Revisited
I have the privilege of having Reg's name in my logbook. Like a lot of Airforce pilots stuck behind a desk in Canberra he was given a government credit card to do whatever flying he wanted to. Reg flew a Duchess of all things doing instrument approaches. I can't recall if he had a civil instrument rating or was trying to get one, although I do remember at the time that Airforce pilots needed to do a civil flight test to get their ME-CIR. I think he chose the flying school I was working for as the CFI had been a fighter pilot in the RNAF and that was good enough for Reg. I do remember him saying that he would not pay out of his own pocket for flying as that would be akin to paying for female companionship!
The group photo which included Reg Meisness at post 8 brought back memories. I did not know Reg personally. One of the pilots there was Jim Treadwell (front row first on left). Jim was on No 8 Trainee Aircrew course starting at RAAF Point Cook in October 1951. There were about 80 on the course including signallers. Jim was a trainee signaller but we all had to start at No 1 Flying Training School Point Cook as rookies. When the pilots course was shifted to No 1 Intial Flying Training School at Archerfield in January 1952, the signallers were sent to Ballarat for their course while the rest of us were trained as pilots. Some were later scrubbed and became navigators. If I recall correctly, on graduation as a signaller Jim Treadwell was posted to No 10 (MR) Squadron Townsville around 1953 as a signaller on Long nose Lincolns. I was at 10 Squadron at the time and we flew together as part of the crew on Lincolns. Later Jim remustered as a pilot and flew fighters.
Fast forward to around 1965. Jim was now a Wing Commander and Commanding Officer of the Mirage unit at RAAF Williamtown. I was a QFI at No. 34 (VIP) squadron at Canberra where I flew the Dakota, Convair 440 Metropolitan and the Viscount 832. I was also the unit Flight Safety Officer. One day I was rostered to fly to Williamtown to attend a Headquarters Operational Command flight safety conference.
Knowing Jim from our Lincoln days I rang him to say I was attending the conference and would be flying to Williamtown in the Viscount. I said to him I would give him a couple of circuits in the Viscount if he would take me up in a Mirage. He agreed to the deal. I enjoyed the back seat ride in the dual Mirage with Jim flying. I flew at Mach One at one stage then we returned for circuits in the Mirage. Jim did the landing of course and I was surprised how quickly the Mirage pulled up on the runway after touch down. The retardation caused by the braking parachute was impressive. Because of lack of time for Jim to fly the Viscount we called it a day and I flew back to Canberra. This sort of thing would never happen nowadays of course.
Fast forward to around 1965. Jim was now a Wing Commander and Commanding Officer of the Mirage unit at RAAF Williamtown. I was a QFI at No. 34 (VIP) squadron at Canberra where I flew the Dakota, Convair 440 Metropolitan and the Viscount 832. I was also the unit Flight Safety Officer. One day I was rostered to fly to Williamtown to attend a Headquarters Operational Command flight safety conference.
Knowing Jim from our Lincoln days I rang him to say I was attending the conference and would be flying to Williamtown in the Viscount. I said to him I would give him a couple of circuits in the Viscount if he would take me up in a Mirage. He agreed to the deal. I enjoyed the back seat ride in the dual Mirage with Jim flying. I flew at Mach One at one stage then we returned for circuits in the Mirage. Jim did the landing of course and I was surprised how quickly the Mirage pulled up on the runway after touch down. The retardation caused by the braking parachute was impressive. Because of lack of time for Jim to fly the Viscount we called it a day and I flew back to Canberra. This sort of thing would never happen nowadays of course.
