VH-USB Lady Southern Cross (Part 3)


Link to Part 1 118W Sirius Times (pre-Smithy)
Link to Part 2 VH-USB On to the Australian Register
This is Part 3 VH-USB The Air Race and the Pacific Flight
Link to Part 4 G-ADUS On to the British Register

Altair 8D Special
MSN: 152

NR118W Sirius 8A Hutchinson
NC118W Sirius 8 Special Fleming
X118W Altair 8D Special Kingsford Smith
VH-USB Altair 8D Special Kingsford Smith
G-ADUS Altair 8D Special Kingsford Smith


Smithy and P.G. Taylor departed Sydney in the Altair on their way to London to compete in the Centenary Air Race. The aircraft landed at Charleville for fuel before continuing to Cloncurry. Although Smithy was hoping to reach Darwin in one day, they were delayed by a dust storm at Cloncurry where they stayed overnight. Also passing through Cloncurry was the famous Fokker FVIIB-3m VH-USU Southern Cross which was being flown on a geological survey by Harry Purvis, who was also a skilled engineer. Smithy asked Harry Purvis to check the Altair's engine and during his examination he discovered that the cowling was cracking at many of the rivet holes. Consequently, it was decided that they must return to Sydney for repairs.
The Altair departed Cloncurry for Sydney but was again delayed overnight by a dust storm, this time at Roma. Newspaper reports stated that "he is taking the precaution of landing at nearly every aerodrome on the way for a few minutes to examine the cowling." It was also reported that the Altair was "compelled to loaf along at a mere 125 miles an hour." Recorded stops were Blackall and Charleville.
The Altair departed Roma for Archerfield (Brisbane). As the condition of the cowling had not deteriorated on the trip from Roma, Smithy decided to fly non-stop from Brisbane to Sydney. On arrival in Sydney, the damaged cowling was immediately removed and taken to the workshop of Messrs Holder and Stroud where it was used to make a former for the new cowling. Commenting on the cracks to the cowling, Wing Commander Wackett (aeronautical engineer and adviser to Smithy) was quoted in the press as saying: "This is obviously a case of fatigue. It did not happen in Queensland, but has been working up for some time. After all, the plane has done a good deal of work lately." The cowling was also found to have a large dent in the underside and this was attributed to a possible birdstrike. Some press reports stated that the replacement cowling was being made from steel but this is probably attributable to problems encountered with replacement attachment brackets which were ultimately fabricated from steel by Wackett and Tommy Pethybridge.
Newspaper reports stated that Smithy had decided to postpone his departure until the morning of Thursday 4th October owing to ongoing difficulties with the replacement cowling. Newspaper reports also stated: "The repairs effected to the plane were a triumph for Australian engineering. It was the biggest job ever undertaken by the firm, and the expedition with which the work was handled was a subject of favourable comment by the aviator."
Although Holder and Stroud had engaged additional staff and worked around the clock to repair the cowling, it became apparent that the work would not be completed in time for the Altair to reach England by the race deadline and Smithy sent the following telegram to the secretary of the Race Committee in Melbourne:

"Deeply regret, account delays and difficulties completing job, unable participate Centenary Air Race. Please accept this as formal withdrawal, coupled with sincerest good wishes for winner and safe carrying-out of most spectacular air race in history of aviation."

Although there was speculation that Smithy might be granted a dispensation from the October 14 race deadline, the reality of the task facing him, as reported in the press, was that he must:
  • Break the Australia to England record just to reach the starting line.
  • Supervise a four-day overhaul of the Altair prior to the race start.
  • Obtain final clearances.
  • Rehearse and organise his ground crews.
  • Procure petrol and oil supplies.
Smithy sent the following telegram to Civil Aviation in Melbourne:

"In spite terrific endeavours impossible complete job in time participate race stop Deeply regret wasted trouble and appreciate departmental efforts to facilitate my previous plans stop Will appreciate few weeks extension time machine allowed Australia until decision made as to disposal of same."
The District Superintendent of Civil Aviation sent the following message to the Controller of Civil Aviation:
"Reference VH USB Customs Branch Sydney advises that Kingsford Smith should apply that branch for permission retain machine this country after 16th October. Customs Branch will probably ask views of this branch re airworthiness certificate."
Civil Aviation, Melbourne sent the following telegram to Smithy:
"Very much regret hear you unable participate air race and appreciate your thanks departmental efforts stop Question extension time machine allowed Australia should be taken up direct with Customs."
It was announced in a Sydney newspaper that Smithy was planning to fly the Altair across the Pacific Ocean from Australia to the United States where he planned to sell it in order to repay his backers. The flight was also intended as a face-saving exercise, although advice from the Australian authorities that the Altair's special category CofA would be revoked was another factor. For this flight, additional long range tanks were designed and installed by the noted Australian aeronautical engineer Lawrence Wackett (later Sir Lawrence).
Analysis of the Fuel Tanks
Quotes from P.G. Taylor's book
The Controller of Civil Aviation sent the following message to the District Superintendent, Mascot:
"Signal immediately available details extra tankage weights etc. proposed for Pacific flight USB."
The reply from DSCA was sent on 10th October 1934 and can be viewed here.
Tommy Pethybridge with John and Beris Stannage departed Sydney for Fiji on the Aorangi.
The aircraft was test flown at Mascot to determine fuel consumption after the fitment of additional tanks.
Smithy and P.G. Taylor departed Sydney "shortly after noon" for Archerfield, Brisbane "a little over three hours later". After arrival at Archerfield it emerged that the planned long range power setting (1700rpm) was producing excessive fuel consumption. Under these circumstances the Altair would not have the range for the Fiji to Honolulu leg. Departure for Fiji was postponed pending further testing.
A test flight from Archerfield over Moreton Bay revealed that a power setting of 1600rpm produced the desired range.
The Altair departed Archerfield, Brisbane at 0403 local (1803 GMT) for Suva, Fiji flown by Smithy with P.G. Taylor as navigator and co-pilot. The aircraft landed in Albert Park, Suva at 1805 local (0605 GMT).
The Altair was ferried from Albert Park to Naselai Beach where a longer takeoff run was available.
Takeoff from Naselai Beach was aborted when a crosswind forced the aircraft into the water. The aeroplane was recovered to higher ground without damage to await improved conditions.
John and Beris Stannage arrived in Honolulu from Auckland on the Aorangi. Beris Stannage was Smithy's niece.
The aircraft departed Naselai Beach for Hawaii at 0608 local (1808 28OCT GMT). While cruising at 15,000 feet in heavy rain and turbulence, the Altair entered a spin from which it was not recovered until 6,000 feet. While still struggling to maintain altitude at full throttle, Smithy discovered what had caused the sudden loss of control. To assess the strength of the rain, which it was feared might be eroding the leading edge of the wooden wing, Smithy had been periodically turning on the landing lights and in so doing he had apparently inadvertently moved the switch for lowering the flaps. (See 20DEC34 - Lockheed Repair Order #217). The Altair landed at Wheeler Field on Monday 29OCT34 at 0840 local (1910 GMT) becoming the first foreign registered aircraft to land in Hawaii. Note: the International Date Line was crossed between Fiji and Hawaii. P.G. Taylor does not record the arrival time in Pacific Flight. This time is derived from contemporary press reports.
John and Beris Stannage departed for San Francisco on the Monterey.
During a short flight from Wheeler Field, it emerged that there was a leak in the fuel system. Indeed, the Altair had to be refuelled before it could taxy in after landing! Although the leak was traced to the twenty gallon tank under the pilot's seat, it was decided to bypass the tank as it would not be required for the comparatively short hop to the mainland. However, a subsequent investigation by USAAC engineers also disclosed a crack in the oil tank. In lifting the fuselage from the wing to gain access, it was furthermore discovered that the main fuel tank had been chafing on a bolt head which had worn part of the tank paper thin. Repairs were completed to the highest standards by the USAAC engineers at no cost. This drew much praise from Smithy and Taylor.
Smithy received a radiogram from Bud Morriss in Los Angeles warning him that a person believed to be Thomas Catton might attempt to attach a lien to the Altair on arrival. Morriss advised that this was the reason for an earlier suggestion that the flight operate to Los Angeles in lieu of Oakland. See 05NOV34 and 09NOV34.
Prior to departure from Wheeler Field, P.G. Taylor visited Commander Bayliss on the USCGC Itasca to synchronise his chronometer. Departed from Wheeler Field, Hawaii at 1415 local (0015 GMT). P.G. Taylor does not record the departure time in Pacific Flight. This time is derived from contemporary press reports.

Arrived Oakland, California at 0740 local time (1540 GMT). (Source 12 quotes the arrival time at Oakland as 0748). In his book Pacific Flight, P.G. Taylor records that he and Smithy returned to Oakland Airport by car at about noon and arrived in the Los Angeles area "an hour and a half after leaving Oakland". (Source 12 quotes the departure time from Oakland as 1317 local 2117 GMT). P.G. Taylor goes on to state; "We glide over the open country towards the aerodrome, and the Altair floats above the land of the factory where she was built." This clearly implies Burbank but further research reveals that the aircraft actually landed at Los Angeles Municipal Airport (formerly Mines Field) at Inglewood, California. Press reports indicate that Smithy did some local flying before the aircraft was returned to Lockheed at Burbank for maintenance. P.G. Taylor departed for Newark by airline on 06NOV34 so he could not have been on the aircraft when it was delivered to Lockheed. Contemporary press reports show that they arrived Los Angeles at 1525 local (2325 GMT) "after a two hour flight from Oakland". Local press reported that, while they were in Oakland, Smithy and Taylor rested at the home of Smithy's brother Harold Kingsford Smith. On departure from Oakland they were farewelled by Harry Lyon and Jim Warner.

The Daily News (Los Angeles) of 05NOV34 reported: "Chipper and apparently unfatigued, Sir Charles Kingsford-Smith landed the Lady Southern Cross at Mines Field at 3:24 p.m. yesterday to complete the last lap of his trans-Pacific flight from Melbourne (sic) Australia. Escorted by three navy planes, Sir Charles dipped low in a preliminary swoop over the assembled crowd, circled and then brought the monoplane leisurely to a halt before the stand erected for welcoming ceremonies."
  Schedule of the Pacific Flight
The Oakland Tribune reported that CKS would be returning to Oakland from Los Angeles to lead the Oakland Armistice Day Parade on 12NOV34 as Honorary Grand Marshal. (Source: 13)
A United Press Association report from Los Angeles on this date stated; "Sir Charles Kingsford Smith's monoplane Lady Southern Cross was to-day attached in a suit filed by E. Beverly, assignee of Tom Catton, who asserted that the flier owed him 27,050 dollars for interest and services rendered in 1928, preparatory to Sir Charles' westward flight to Brisbane. Under the California laws it is necessary for Sir Charles to post a 25,000 dollars bond to obtain release of the machine, which is now in the possession of the Deputy-Marshal."

The Santa Cruz Sentinel of 06NOV34 reported that on 05NOV34; "Deputy City Marshal Jerry Wenger took charge of the airplane, and seated himself, legs crossed and chair cocked back against the hangar wall, where he could keep his eye on it."

The Daily News (Los Angeles) of 06NOV34 reported: "Sir Charles' financial worries were tempered yesterday by honors which the city showered on him. He was guest of honor at a banquet held last night at the Clark hotel under the sponsorship of the Chamber of Commerce and the Junior Chamber of Commerce. This morning he will be a guest of the Breakfast club, and of Chief of Police James E. Davis at the police pistol range. Like Black Beauty who lost her master, the Lady Southern Cross is in custody of a stranger today - Joe Wilson, watchman at the Municipal Airport, who was designated keeper of the plane by court order." (Source: 13)

Associated Press reported from Oakland on this date:

Souvenir Salesmen Profit From Flight

Souvenier salesmen got on the job quickly after Sir Charles Kingsford-Smith landed the Lady Southern Cross here after a flight from Honolulu.

Displaying a weed not found in California, two men went along the crowd which pressed toward the plane and offered sprigs at 25 cents a sprig.

"We found the weed on the tail-skid of Sir Charles' plane," one of the emterprising salesmen explained. "He must have picked it up at Wheeler Field in Honolulu."

Many curious spectators examined the weed and finding it apparently was not native to California parted with 25 cents for a tiny piece to keep as a souvenir.

(Source: San Bernardino Sun Vol. 41, P.19, 07NOV34)

The Daily News (LA) reported that P.G. Taylor departed Los Angeles for Newark in a Douglas airliner. He subsequently travelled to London by sea. (Source: 13)
Newspaper photographs depict P.G. Taylor disembarking from a TWA DC-2 at Newark on 07NOV34.
The San Pedro News Pilot reported that two Grace Line executives flew with CKS in a one hour flight over Los Angeles during which CKS handled the controls of the Rickenbacker aircraft. (Source: 13)
The San Bernardino Sun reported that CKS was planning to sell the Altair to raise $30,000 to repay his backers. (Source: 13)
The San Pedro News Pilot reported that CKS had received a flood of offers to fly, to go on lecture tours and to appear in movies. CKS attorney was completing a cross complaint to the Catton suit. (Source: 13)
A United Press Association report from Los Angeles on this date stated; "Mr Thomas Catton's suit against the Lady Southern Cross was settled out of court to-day for what Mr Catton's attorneys said was a satisfactory sum, but which Kingsford Smith's lawyer, Mr Leo Goodman, termed a nominal sum." (Source: 13)
The Press Democrat, Santa Rosa, CA reported that CKS would celebrate the lifting of the legal attachment on the Altair "by taking a number of film colony acquaintances, including Myrna Loy and Mary Walker, for flights in the blue, low winged racer." (Source: 13)
The San Pedro New Pilot reported that CKS was a guest of Capt Allan Hancock on board his yacht. (Source: 13)
The Oakland Tribune reported that a big welcome was planned for Sir Charles in Oakland and that the Altair would have a guard of honour by Legionnaires. CKS would give a press conference at the airport and meet with business associates. (Source: 13)
Smithy flew the Altair from Los Angeles to Oakland arriving at 10:20am after a flight of 1:59, with an unnamed passenger, for Armistice Day commemorations. (Source: 12)
The Oakland Tribune reported that on arrival from Los Angeles CKS would be presented with a scroll making him an adopted member of Bill Erwin Post of the American Legion. (Source: 13)
The Oakland Tribune reported that: "Sir Charles Kingsford Smith Leads March of Military and Naval Units through Oakland Streets. For five minutes Oakland's busiest streets were as still as was the Argonne Forest after the soldiers left and before the birds came back. The flags of the marching units stirred lazily upon motionless staffs, a thick morning fog dimmed the brightness of a thousand motionless bayonets. Far off, down at Lakeside Park, came at intervals the muffled booms of a 21-gun salute. The long parade headed by Sir Charles Kingsford Smith observed a five minute period of respectful silence." (Source: 13)
The Press Democrat reported that the USN dirigible USS Macon, based at Sunnyvale, had soared over the procession led by Sir Charles Kingsford Smith. (Source: 13)
Just three months later, the USS Macon (ZRS-5) crashed into the sea off the coast of California. (Source: Wikipedia)
The Oakland Tribune reported under the headline: "Sir Charles Prepares to Sell Plane" that he was planning to go to New York to negotiate with sponsors for a London-Melbourne flight. At a luncheon at Hotel Oakland after the Armistice Day Parade, CKS was gifted a pair of silver candle sticks and a silver bowl of a similar pattern to the silver service which was presented to him in 1930 after the global circumnavigation flight. The presentation was made by the Oakland Junior Chamber of Commerce who also provided a gold watch for later presentation to P.G. Taylor by CKS. (Source: 13)
Smithy departed Oakland in the Altair for Los Angeles, Mines at 3:20pm with one passenger. (Source: 12)
The Imperial Valley Press reported the flight duration as 1:57. (Source: 13)
The Daily News (LA) quoted CKS as saying: "I will fly the Lady Southern Cross back to Burbank tonight for an overhaulling. I will then return to Oakland and will know by Nov 15th of flight plans." (Source: 13)
A Lockheed IDC from Carl B. Squier to the Factory stated:
"Please run a thorough inspection on this ship, with special emphasis on the landing gear, cowling, tank installation, etc. Two new tires are coming from Mines Field on the Electra. Please see that these are installed on the above ship. Place the two tires removed, and all other personal belongings of Sir Charles, tagged in his name, in the stock room."
The Imperial Valley Press reported that CKS arrived in Oakland from Los Angeles on 15DEC34 on a United Air Lines aircraft and visited his brother Harold. (Source: 13)
The Oakland Tribune reported that CKS would be a guest of honour at the annual meeting of the Last Man Club of Alameda County at San Lorenzo. (Source: 13)

The Oakland Tribune reported that CKS had signed with Ralph Pincus and Herbert Rosener for his first US public lecture talk at Auditorium Theatre which will be augmented by the Charles Kingsford Smith movie The Picture of Perils. (Source: 13)

(Source: 13, Oakland Tribune on several days leading up to the lecture)

The Oakland Tribune reported that a lecture at the Oakland Auditorium on 23DEC34 had been cancelled because of poor patronage. CKS flew back to Los Angeles with immediate concern to secure financial backing for plans. (Source: 13)
The Oakland Tribune reported: "Sir Charles to Fly Home or Get a Job". CKS was guest of honour at the Commercial Club Dinner on 28NOV34. (Source: 13)
In his column in the San Bernardino Sun, Will Rogers reported that he had lunch with CKS in the studio cafe on 04DEC34. (Photo) During lunch, CKS was called to the telephone to be told that Charles Ulm was missing on a flight to Hawaii. (Source: 13)
The Oakland Tribune reported: "Sir Charles Has High Hopes Ulm is Alive". The Lady Southen Cross is being overhauled at the Lockheed plant and could not be ready for the air before another week. (Source: 13)
The Oakland Tribune reported under the headline: "Sir Charles Claims Ulm, Crew Alive" CKS arrived in Oakland from Los Angeles to urge continuation of the search for Ulm's Airspeed Envoy and expressing a desire to join the search; "but I have no navigator right now and my plane isn't in any condition to take to the air." (Source: 13)
The Oakland Tribune reported under the headline; "Sir Charles Will Tell of Pacific Flight" that CKS would deliver a lecture at the Municipal Auditorium Arena on 18DEC34. There would be a matinee for children that afternoon. The lecture was sponsored by the American Legion Oakland Post No. 5 and tickets would benefit Oakland war veterans. CKS had arrived in Oakland from Los Angeles on 07DEC34. (Source: 13)
The Oakland Tribune reported that a child from the matinee would receive a flight with CKS from Oakland. (Source: 13)
The Daily News, Los Angeles reported that the new Huntington Park boxing arena would be opened on this date. CKS would be a guest of honour and would be presented with a wrist watch. (Source: 13)
Smithy flew the Altair from Los Angeles to Oakland with an unnamed passenger arriving at 1635 and parking at Hangar 3. (Source: 12)
Press reports indicate that the passenger was Smithy's agent Bud Morriss.
The San Pedro News Pilot reported under the headline; "Kingsford Smith Seeks LA-SF Speed Mark." CKS departed Los Angeles in the Altair in an attempt to better the record of 1:29. (Source: 13)
The Press Democrat reported under the headline; "Kingsford Smith Record Hop Fails". The projected landing at San Francisco on 15DEC34 was abandoned and the Altair landed at Oakland at 1645 after a flight of 1:58. CKS was met by his brother Harold and left for his brother's home. (Source: 13)
CKS was scheduled to deliver a lecture at the Municipal Auditorium Arena in Oakland on this date. Despite the cancellation of the earlier lecture on 23NOV34 it would appear that this event went ahead as planned.
Smithy departed Oakland at 1224 for Los Angeles with an unnamed passenger. (Source: 12)
It is presumed that the passenger was Bud Morriss as he had been on the inbound flight from Los Angeles to Oakland.
Lockheed Repair Order #217specified:
  • Have motor given a 20 hour check.
  • Check cowling ring and legs - holes elongated.
  • Drain both right and left gas tanks and check for amount of gas in each side.
  • Change flap control switch from front to rear of electric panel.
The last item is particularly significant, because it will be remembered that the inadvertent lowering of the flaps almost had disastrous consequences during the Pacific flight. This being the case, it is strange that this was not attended to during the earlier maintenance period at Burbank (14NOV-15DEC) but perhaps it was overlooked or postponed.
The Pomona Progress Bulletin of 21DEC34 reported; “Summoned east by the critical condition of Will G. Walker, his brother, who is to undergo an operation tomorrow at Holmes hospital [in Cincinnati, Ohio], Harry E. Walker, prominent San Dimas orange grower, left this morning at 4:58 o’clock from the Union Air Terminal, Burbank, with Sir Charles Kingsford-Smith, noted air pilot, in what may develop into an attempt to establish a new transcontinental speed record to New York. They were flying in the Lady Southern Cross, low winged Lockheed-Altair monoplane in which Sir Charles and Capt. P.G. Taylor crossed the Pacific recently from Australia to Oakland. Upon arrival of the plane at Cincinnati, Walker plans to go immediately to his brother’s bedside at the hospital and will remain at his former home at Covington, Kentucky, just across the Ohio river. Miss Mary Walker, daughter of the San Dimas grower, may fly back to California with Sir Charles as he plans to enjoy Christmas dinner at the Walker home on S. Walnut Street San Dimas." (Source: 13)
The Santa Cruz Evening News of 21DEC34 reported under the headline; "Kingsford Smith Fails of Record in Trans-US Hop". The Altair departed Burbank at 0648 CST and landed at Kansas City at 1501 CST after a flight of 8:13. (Source: 13)
The San Bernardino Sun of 22DEC34 reported under the headline; "Australian Scoffs Record Hop Attempt". On landing at Kansas City on 21DEC34 CKS denied seeking a transcontinental speed record. (Source: 13)
It is speculated that the rushed nature of what was effectively a mercy flight may have caused the press to assume that it was a record attempt. Clearly Smithy had no intention of flying farther east than Cincinnati.
The Press Democrat of 23DEC34 reported under the headline; "Kingsford Smith Flies California Man to Sick Kin". The Altair arrived at Ciccinnati, via St Louis on 22DEC34, with passenger Henry G. Walker 65, San Dimas rancher to visit his sick brother William G. Walker, Covington, Kentucky, planning to return same day with passenger Mary Walker. (Source: 13) (Photo)
The Cincinnati Enquirer of 24DEC34 reported under the headline; "Lunken Staff Puts Out Fire in Kingsford Smith's Plane". An engine fire on start was extinguished at Lunken Airport, Cincinnati on 23DEC34. The aircraft departed for Albuquerque at 0925 via a fuel stop at Kansas City with passenger Mary Walker. The aircraft overnighted at Albuquerque and departed for Los Angeles (presumably Burbank) on 24DEC34. (Source: 13)
Lockheed Repair Order #228 specified:
  • Check landing gear wobble.
  • Remove wing to fuselage fairings and ascertain if possible cause of oil tank leak.
The San Pedro News Pilot reported from Fresno under the headline; "Kingsford Smith Mails Traffic Fine To Judge". ... "Arrested several days ago on speeding and unlicenced driving charges. Autograph and $10 cheque mailed to Police Judge M.K. Gibbs." (Source: 13)
The Daily News LA of 05JAN35 reported under the headline; "Kingsford Smith Heads Home". CKS left Los Angeles by train for San Francisco last night stating; "oceanic flights are selling for 10 cents a bushell." The Altair is stored at Burbank to await final disposition after conferring with backer MacPherson Robertson. (Source: 13)
The Oakland Tribune reported under the headline; "Noted Flier Is Party Guest." A Bon Voyage party was held at the home of R.H. Kingsford Smith on New Year's Eve for Sir Charles who is departing on the Monterey on 08JAN35 with Mr. and Mrs. Stannage. (Source: 13)
A Lockheed IDC from Carl B. Squier (and initialled by Von Hake) to the Factory specified:
"Please prepare and have Mr. Headle fly this ship to Union Air Terminal for dead storage."
The Imperial Valley Press reported under the headline; "Kingsford Smith 'Man of Mystery'." None of the flyer's friends could locate CKS for an appropriate farewell. Said to be in either San Francisco, Oakland, Seattle or on a yacht off the Pacific coast. (Source: 13)
The Oakland Tribune reported under the headline; "Kingsford Smith Sails For Home." CKS and Stannage sailed today for their Australian home after some time at R.H. Kingsford Smith's home. (Source: 13)
Smithy returned to Sydney on the S.S. Monterey, having left the Altair in the care of Lockheed at Burbank in the U.S. During an interview at Honolulu, Smithy revealed that he had obtained the Australian agency for Lockheed aircraft which he intended to manufacture under licence in Australia. From the sale of his business, Smithy was able to repay his debtors including the promoter of the Centenary Air Race, Sir Macpherson Robertson, who had donated £5,000 to Smithy to enable him to acquire a suitable aeroplane for the race. (Although Sir Macpherson Robertson claimed that his contribution had been intended as a donation, Smithy apparently felt compelled to repay the £5,000.) Thus Smithy took full title to the "Lady Southern Cross".
The Daily Telegraph Sydney reported under the headline; "Bare Wharf Greets 'Smithy', Hero Of Pacific." CKS arrived in Sydney on 28JAN35 on the Monterey to a salute of eleven planes flown by his flying pals. He was met by Mary Kingsford Smith, Charles Jr., family and friends and five women autograph hunters. (Source: Trove)
Smithy departed Richmond, NSW in the Fokker F.VIIb-3m VH-USU Southern Cross on the Jubilee Airmail flight to New Zealand. Smithy was accompanied by P.G. Taylor (co-pilot and navigator) and John Stannage (radio operator). The flight was abandoned short of the halfway point when part of the exhaust pipe of the centre engine carried away, splintering the propeller of the starboard engine. The aircraft turned back for Sydney with the starboard engine shut down. Their safe return to Sydney was only possible because of P.G. Taylor's in-flight transfer of oil from the starboard engine to the failing port engine. He performed this courageous feat on three occasions, earning for himself the George Medal for bravery.

A Minute Paper from the A/Controller of Civil Aviation (A.R. McComb) addressed to the Secretary Department of Defence states;

It is recalled that there was considerable trouble over Sir Charles Kingsford Smith's "Altair" which he intended to use in the MacRobertson Air Race. This trouble arose from:-

(i) the virtual prohibition of the import of American aircraft;
(ii) the failure of Sir Charles to secure evidence to prove the airworthiness of the machine according to, in the first place, American requirements and, latterly, British and/or I.C.A.N. requirements.

It is recalled, also, that the Government made special concessions to permit the import of the aircraft and eventually issued Registration Certificate and official Airworthiness documents, which probably would have enabled Sir Charles to compete in the Air Race had he not withdrawn his entry at the last moment owing to mechanical trouble with the machine.

These concessions were made in the light of advice from Sir Charles and/or his representative that the machine had been obtained specifically for the Air Race and would be exported from the Commonwealth within three (3) months.

One of the documents issued for the machine to assist its entry in the Air Race was an Australian Certificate of Airworthiness in the Special (racing) category.

Sir Charles was unable to compete in the Air Race, and instead flew the machine across the Pacific to the United States, where it has been ever since. It was understood from Press reports that he desired to sell the machine in America, but he returned to Australia without doing so, and he now informs me that he proposes to bring the machine back to Australia via England. The Australian Certificate of Airworthiness does not expire until the end of September, and though only in the Special category, would secure its re-entry into the Commonwealth under Customs Proclamation No. 163.

Although Sir Charles has not stated so, I have no doubt that if the machine is brought back he will desire to use it commercially, for which purpose a Certificate of Airworthiness in the Normal category would be necessary. The Department would probably have very grave difficulty in satisfying itself that the machine complied with the requirements for Normal category, but it is more than possible that strong public pressure might be brought to bear upon the Department to authorise its use commercially.

Shortly before his departure on his trip abroad, the Controller recommended that the Commonwealth Certificate of Airworthiness and Registration be cancelled, stating that such action would not prevent the re-entry of the machine provided that it could be shown to comply with the requirements that apply normally to any American aircraft being imported into the country, but it would prevent the machine being brought back by virtue of special concessions made to enable it to compete in the Air Race.

This recommendation was deferred by the Minister with a view to the preparation of a Cabinet submission. The heavy pressure of more urgent work during the period shortly before and after the Controller's departure prevented any further action being taken at the time, and when the opportunity occurred to give further consideration to this matter it was felt that the desired object could probably be achieved with much less possibility of stirring up further Press publicity by delaying a few months until the Australian Certificates had lapsed. As far as could be ascertained there was no talk of Sir Charles bringing the machine back to Australia, and he would have had no sound objection to the Department's refusal to renew Certificates of Airworthiness and Registration for an aircraft which had been in another country throughout practically the whole period of validity of these Certificates. It is not the policy of the Department to issue certificates for aircraft which are known to be permanently stationed abroad, besides which the preparation of the necessary Inspection Reports by licensed Ground Engineers and Pilots, which are always required for renewal of Airworthiness Certificates, would have been impossible while the aircraft was in the United States. Furthermore, it was considered that action as recommended might have led to much Press criticism if taken while the events of the recent flight of the "Southern Cross" to New Zealand are fresh in the public mind.

However, Sir Charles' expressed desire to bring the machine back now renders necessary an immediate decision, and I believe that action on the lines originally recommended is completely justified, and should not render it difficult for Sir Charles to legally import the machine into Australia. If the Australian Certificates of Registration and Airworthiness are cancelled he should have no difficulty in obtaining an American Certificate of Airworthiness for Export to the United Kingdom before the machine leaves America. The only reason why such a Certificate was unobtainable for the purpose of the Air Race was that he did not make application for it until the aircraft had left the United States, and the U.S. Department of Commerce would not issue a Certificate for a machine which its officials were unable to inspect. The manufacturers, however, stated definitely that the machine met these requirements.

If Sir Charles took the aircraft into England with an American Certificate of Airworthiness for Export, he would have no difficulty in having this Certificate validated by the British Air Ministry, and this would ensure both the admission of the aircraft into Australia in compliance with the conditions of the Customs Proclamation, and the subsequent issue of an Australian Certificate of Airworthiness in the same categories as covered by the British validation. In order to fly the machine from England to Australia Sir Charles, under these circumstances, would have to register it in England.

If the Australian Certificates of Registration and Airworthiness are not cancelled, the machine can, of course, enter the country as an Australian aircraft, and I am satisfied that it would be extremely difficult for the Department to maintain its refusal to issue a commercial Certificate of Airworthiness, although we cannot, of our own knowledge, confirm whether it meets the airworthiness requirements or not. Only the American authorities are able to do this, and the obvious thing for Sir Charles to do is to obtain, while the machine is still in America, the Certificate of Airworthiness for Export to the United Kingdom which he should have obtained in the first instance for the purpose of the Air Race. I therefore recommend that the Certificates of Airworthiness and Registration be now cancelled. Sir Charles should then have no difficulty in bringing the machine back to Australia via England and obtaining an Australian commercial Certificate of Airworthiness as outlined above.

This course would enable him to achieve his ultimate object without requiring the Department to give him preferential treatment over other operators desirous of importing American aircraft, and without necessitating the issue of an Australian Certificate of Airworthiness in a case where we are not in a position to confirm whether a machine does actually meet the requirements.
The Australian Certificate of Registration and Certificate of Airworthiness for Altair VH-USB were cancelled.
John Stannage (Smithy's representative in Sydney) wrote to A/Controller of Civil Aviation:
"Sir Charles has asked me to thank you for your letter ref. C.C.A. 3362 of June 20th. I have enclosed herewith Certificate of Registration and Certificate of Airworthiness as required. Sir Charles has already taken steps to ensure that the U.S. Bureau of Commerce will be able to issue a Certificate of Airworthiness for export of the "Altair" to the United Kingdom. The machine will be shipped to England, and it is hoped that under the reciprocal agreement it will not be difficult to have the certificate validated by the British Air Ministry. As the machine will quite conceivably be back in Australia by the end of October next, would it be possible for the registration letters VH-USB, to be retained for use when a new Certificate of Airworthiness is issued in Australia."
The Sun (Sydney) of this date reported: "One of Mascot's best-known pilots, Mr. T. Pethybridge, who was Sir Charles Kingsford Smith's mechanic and became chief instructor of the Kingsford Smith Flying School, will leave for America to-morrow on the Maunganui with Mr. Robert Boulton, the aircraft engineer who accompanied Mr. Ulm on trans-Tasman flights. They are going to America to 'look around and study the latest developments in aeroplanes and aviation generally.' It is understood that Mr. Pethybridge may join 'Smithy' in America, and act as co-pilot on the proposed England-Australia flight in the Lockheed machine."
Clearly the two engineers were also intending to supervise the overhaul of the Altair.
The A/Controller of Civil Aviation replied to Stannage:
"I have to advise you that a registration marking once allotted to an aircraft is never re-allotted to another machine, and therefore the marking VH-USB will be retained for the Altair."
A Lockheed IDC signed by Carl B. Squier stated:
  • Request Pratt & Whitney's engineer to thoroughly overhaul the motor, paying particular attention to the condition thereof, and also to give some special attention to the altitude control on the carburetor, with which this customer has had considerable trouble owing to its super sensitivity and its inclination therefore to adjust itself to an incorrect mixture while in flight.
  • Remove the extra wing tanks which were installed in Australia, but leave the seat tank in and fit a comfortable back to the latter.
  • Check all tanks for leakage. This customer believes the oil tank has spring a leak in Honolulu.
  • Change the landing gear leg on the starboard side, or else ascertain why present leg (which was strained in Australia) is causing the starboard side of undercarriage to shimmy violently when making a tail high takeoff with a heavy load.
  • Pay particular attention to rebuilt engine cowling and minutely inspect for cracks or loose rivets. This customer believes that the steel brackets which he fitted in Australia are more satisfactory than our dural ones, and would recommend that they be left.
  • If possible, render wheel brakes more effective, as this has been a constant source of trouble.
  • The electric gauges for gas in the cockpit are not very effective and it is possible this customer would like them checked for accuracy.
  • The hydraulic gear for the undercarriage was leaking thru the top valve and may need re-seating.
  • General and pretty thorough checkover with particular attention to all cable controls and others.
This airplane will not be flown from Union Air Terminal, but should be snaked over by the same method as it was delivered to Union Air. Constant trouble has been encountered with all of the gas tanks and oil tank in this particular airplane. When the wing is removed from the fuselage and all tanks are out, thoroughly inspect and repair, using extreme caution during their re-installation.
(It is believed that the term "snaked over" refers to towing with ropes or cables).
Smithy flew the Fokker F.VIIb-3m VH-USU Southern Cross from Mascot to Richmond where it was handed over to the Commonwealth of Australia. This was to be Smithy's last flight in the Southern Cross. Later the same day, Smithy sailed from Sydney to Auckland on the M.V. Aorangi destined never to return to Australia. While in New Zealand he presented a proposal for a Tasman air service to the NZ government.
Smithy sailed from Auckland on the Monterey arriving in Los Angeles on 10AUG35.
A Lockheed IDC signed by Carl B. Squier to Lockheed's Accounting and Shipping Departments stated:
With reference to the boat shipment of this airplane from New York to London, we are in receipt of the following from Fenchurch Export Corp.:
"Referring again to your letter of July 15th, in connection with the proposed shipment from New York to London of Sir Charles Kingsford Smith's Lockheed Altair airplane, we have been quoted a lump price of $1300.00, New York to London, barge shipside, plus $250.00 which will be the cost for placing the plane on a New York barge at the airport and towing to shipside. The plane will be shipped in a similar manner as when shipped from Los Angeles to Sydney last summer, that is, without disassembling (set up and carried on deck); shipment to be made to London by freight steamer sailing about September 1st. This is a very good rate, particularly so when we inform you that the passenger liners all quoted a lump price of $2000.00 plus the $250.00 for barging. We are sending Sir Charles a copy of this letter and shall await your further advices with interest."
Smithy arrived in Los Angeles on the S.S. Monterey. Picture
A Lockheed IDC specified:
"The entire top side of Altair wing is to be covered with Aurora Fabric. Use pinked tape at splices in fabric."
A letter from John Stannage to A/Controller Civil Aviation read (in part):
"The following is the extract from the cable which I received from Sir Charles in Los Angeles today, and is more or less self explanatory:
'Altair fuselage not convertible to Orion stop Impossible obtain export licence for present Altair stop Could fly machine to Australia then Lockheeds will ship complete Orion fuselage to replace existing fuselage and would issue statement to effect that if our conversion in Australia faithfully follows their detailed instructions machine would be standard approved Orion also all parts final complete assembled aeroplane will have Department of Commerce approval tags.'
From my recent visit to the Lockheed factory and my present knowledge of the situation I gather that the Altair "Lady Southern Cross" cannot obtain a Department of Commerce licence because of the extra tanks in the machine, and because of the 14-1 supercharger. Further, as you know, Sir Charles intends to remove the tanks and replace the 14-1 supercharger with the standard 12-1 upon his arrival in Australia. He had hoped to be able to convert the present fuselage so as to make the machine into an Orion. I can quite understand that the American Department of Commerce cannot see their way clear to grant a Certificate of Airworthiness to a fuselage which is to be converted into a totally different type. However if a brand new fuselage is fitted to the machine, of an approved type with the Department of Commerce approval tags attached, this would make the machine eligible for a British Certificate of Airworthiness, under the reciprocal agreement now existing between England and the U.S.A. Whether this could be, in this exceptional case, issued in Australia is a matter for your decision. I should be greatly obliged if you could give me a definite ruling by telegram as early as possible so that I can forward the information on to Sir Charles."
A telegram from Civil Aviation to John Stannage read:
"Reference your letter sixteenth Kingsford Smiths Lockheed must comply Customs proclamation to permit importation Australia see my letter twentieth June therefore essential obtain American Certificate Airworthiness for Export United Kingdom before machine leaves America stop Importation complete Orion fuselage without validated Certificate Airworthiness considered infringement Customs requirement stop Suggest fitment Orion fuselage and any other modifications required be done in America and proper American Certificate obtained for aircraft as Orion model stop This certificate with necessary inspection record and weight schedule should ensure validation by Air Ministry and subsequent importation Australia stop Machine could not be registered England for Australian flight unless accompanied proper airworthiness documents."
A telegram from "Kingsmith" (presumably Stannage) to Civil Aviation read:
"Could you reissue Altairs special Australian Certificate of Airworthiness recently returned to you for cancellation stop By airmail this would reach Kingsmith England enable him fly Altair to Australia October he is committed make nationally important goodwill flight Japan January and can dispose of machine there stop This would make Altair temporary visitor Australia."
(See: The Proposed Flight to Japan

A Minute Paper from the A/Controller of Civil Aviation (A.R. McComb) addressed to the Secretary Department of Defence states;

The circumstances under which Sir Charles Kingsford Smith's Lockheed "Altair" aeroplane was imported into Australia were set out in detail in my minute of 20th June.

It was explained that, although this machine did not comply with the Customs Proclamation governing the importation of aircraft into Australia, it was admitted as a special concession to enable Sir Charles to compete in the Air Race. The Department also went to a considerable amount of trouble in an endeavour to obtain for Sir Charles the necessary proof of airworthiness required by the conditions of the Air Race.

Being unable to compete in the Air Race, Sir Charles flew the aeroplane to the United States towards the end of last year, and it has been there ever since.

As the purpose for which the original concession was made no longer existed, and it was considered inadvisable to give Sir Charles special preferential treatment over other operators desiring to import American aircraft, my minute of the 20th June recommended that the Australian Certificates of Registration and Airworthiness be cancelled, thus placing Sir Charles on the same footing as anyone else. He could then reimport the machine into Australia by obtaining an American Certificate of Airworthiness for Export to the United Kingdom, and having this Certificate validated in England. This recommendation was approved by the Minister, and Sir Charles told me that the course of action taken was quite satisfactory to him.

It now appears that he desires to fly the aircraft from England to Australia in its present form, and then modify it here to the Lockheed "Orion" type by importing an "Orion" fuselage to replace the existing "Altair" fuselage. The essential difference between the two types is that the "Altair" has two open cockpits, whilst the "Orion" has an enclosed cabin suitable for the carriage of a number of passengers.

Sir Charles has been informed that it is not considered that the importation of the complete fuselage would conform to the requirements of the Customs Proclamation, and advised to have the aircraft modified in the United States so that it could obtain a proper American Certificate of Airworthiness for Export such as could be validated in England under the reciprocal agreement existing between the United Kingdom and the United States.

From the latest telegram received from his representative in Sydney, Mr. John Stannage, it appears that, not only does he not propose to do this, but that he is having difficulty in obtaining an American Certificate of Airworthiness for the 'Altair' as it stands. I cannot see any justification whatsoever for changing the decision previously made in connection with my previous minute. Even the possession of a proper American Certificate would not permit this aircraft to be imported into Australia without special concession unless the Certificate were validated by an I.C.A.N. country, and I certainly think it would be most unwise to permit its importation when, apparently, there seems to be some doubt as to whether it meets the airworthiness requirements of its country of manufacture. The re-issue of the Australian Certification as requested would, of course, involve the granting of permission for the machine to re-enter the country without compliance with existing Regulations.

I strongly recommend that the Department maintain the attitude already approved by the Minister, and am attaching hereto a copy of a telegram which it is proposed to forward in reply to the last message from Mr. Stannage.

The proposed telegram was sent on 26AUG35 (which see).

This would appear to represent the Department's final word on the matter.

A Lockheed IDC signed by Carl B. Squier specified:
  • Repair tachometer adapter.
  • Make up curtain for inside of cockpit top for front cockpit.
An undated and barely legible hand-written Lockheed Repair Order stated:
'Cut 2" off seat tank front cockpit.'
On or about this date, the Altair was damaged while Smithy was making a difficult cross-wind landing at the Lockheed factory at Burbank.
A telegram from Civil Aviation to Kingsmith read:
"American Certificate Airworthiness validated by ICAN country must be obtained before Lockheed can secure entry Australia or reissue Australian registration stop In any case reissue Australian airworthiness cannot be expected if machine cannot pass requirements for issue American certificate stop My letter 20th June explained fully reasons for cancelling Australian certificate and procedure necessary to secure re-entry Australia." (This telegram was proposed in a Minute Paper from the A/Controller of Civil Aviation to the Secretary Department of Defence on 23AUG (which see). Evidently the draft telegram was approved and sent on 26AUG)
A letter dated 21AUG35 (sic) from J.S.W. Stannage (on behalf of CKS) to A/Controller of Civil Aviation read:
"I wish to thank you for your promptness in replying to my request for information that I might pass on to Sir Charles with relation to the importation of his Lockgheed 'Altair' into Australia. I sincerely regret having had to trouble you with this matter again. I have passed on the information to Sir Charles, and I don't doubt that it will simplify the matter for him."
Next to the typed addressee (A/Controller of Civil Aviation) is the handwritten notation "26/8". Given that the telegram response from Civil Aviation was not sent until 23AUG at the earliest or 26AUG at the latest, this could indicate that Stannage's response was not sent until 26AUG or it could indicate that Stannage's response was received by Civil Aviation on 26AUG.
Stannage's letter bears a handwritten notation by indecipherable initials on 12SEP; "Mr. Shiel called on me today and stated our advices had been passed to Kingsford Smith in America."
A Lockheed IDC signed by Ronald P. King stated:
Repair as follows where necessary:
  • Disassemble airplane, inspect and check parts.
  • Replace spar blocking and caps as required.
  • Patch wing nose, recover bottom of left wing, rebuild wheel wells, install tank covers.
  • Paint patches on wing, touch up as needed.
  • Repair flap, and install.
  • Straighten landing fairings, and install.
  • Repair and install all landing gear parts and landing gear.
  • Install landing light lens, new pitot tube, new landing gear cables; repair and install rear hoist cylinder; do necessary wiring and plumbing, make other repairs and adjustments as required.
  • Have propeller checked and straightened.
  • Have altimeter repaired.
Sir Charles advises that Goodrich will furnish him, without charge, tires and tubes. If this is true, we should endeavour to get same free of charge. If his mechanic is on hand, I believe he can attend to the details.
A Lockheed IDC signed by Ronald P. King stated:
  • Install one air scoop assembly #36540.
  • Install two hot air muffs on present collector ring.
  • Install two hot air inlets to muffs.
  • Install cold air inlet tube to air scoop.
  • Install carburetor air temperature bulb and gauge.
  • Install outside air temperature gauge on wing trailing edge.
  • Install extra manifold pressure gauge in rear instrument board.
  • Send the following instruments down to Pacific Scientific for calibration:
    Both altimeters.
    Manifold pressure gauge now installed in ship.
The final Lockheed document supplied is an IDC signed by Harvey Christen (Production and Planning) which stated:
OX 394-19 Replace electrical conduit and wiring in wing wherever damaged.
OX 394-20 Install master switch in wing fairing.
Smithy flew the Altair from Burbank, Los Angeles to Chicago en route to New York.
Smithy flew the Altair from Chicago to New York where it was loaded on the M.V. Dalhem bound for London where Smithy hoped to have the Altair's U.S. CofA validated by the U.K. authorities and thus rendered acceptable in Australia.

It is interesting to note the following sequence of events:

20JUN35 The aircraft's Australian registration VH-USB was cancelled.
15SEP35 The aircraft was flown from Burbank to Chicago.
17SEP35 The aircraft was flown from Chicago to New York.
07OCT35 The aircraft arrived in the UK by sea still bearing its Australian registration on the fuselage and a large VH on the rudder.
07OCT35 The aircraft was entered on the British register as G-ADUS.

There is no evidence that the aeroplane was given an American registration for the trans-continental flight. Had there been such an allocation there would have been local scrutiny to ensure that the registration was physically applied to the aeroplane. The inescapable conclusion is that the aeroplane flew across the United States without benefit of registration! Perhaps bureaucracy had failed to subdue Smithy's pioneering spirit.


Link to Part 1 118W Sirius Times (pre-Smithy)
Link to Part 2 VH-USB On to the Australian Register
This is Part 3 VH-USB The Air Race and the Pacific Flight
Link to Part 4 G-ADUS On to the British Register


CCA Controller of Civil Aviation (Captain E.C. Johnston during this period)
CofA Certificate of Airworthiness
CofR Certificate of Registration
DSCA District Superintendent of Civil Aviation
ICAN International Commission on Aerial Navigation
IDC Inter-Departmental Communication (Lockheed memo)
KINGSMITH Telegraphic address for Kingsford Smith Air Service Ltd., Mascot
NACA National Advisory Committee on Aeronautics (USA)
Smithy Although his full title is Air Commodore Sir Charles Kingsford Smith, Kt, M.C., A.F.C., the popular name bestowed upon him by the Australian people is widely used throughout these pages, not only for brevity, but also with affection. Note that Kingsford Smith should not be hyphenated, although this variation does appear in some direct quotations appearing on these pages.


Pacific Flight
P.G. Taylor (Angus and Robertson 1935)
The Search for the Lady Southern Cross
E.P. (Ted) Wixted (Published privately 1991)
The Life and Times of Sir Charles Kingsford Smith
E.P. (Ted) Wixted (Published privately 1996)
The Civil Aircraft Registers of Great Britain 1919-1985
John Appleton (TAHS 1986)
The Historic Civil Aircraft Register of Australia (Pre War) G-AUAA to VH-UZZ
Bert Cookson (AustAirData 1996)
Revolution in the Sky
Richard Sanders Allen (The Stephen Greene Press 1967)
Lockheed Aircraft since 1913
Rene J. Francillon (Putnam 1987)
The Lady Southern Cross
Monty Tyrrell (Aviation Historical Society of Australia Journal October 1965)
Aviation Heritage - The Centenary Air Race Vol 24 No 1 & 2
(Aviation Historical Society of Australia 1985)
Lockheed Archives accessed by Birch Matthews
National Archives of Australia Series: MP 113/1 Item: VH/USB
accessed by Trevor Boughton
Oakland Airfield Register. https://oaklandairfield.org/index.php/register
California Digital Newspaper Collection - UCR Centre for Biographical Studies and Research


Issue Date Remarks
25 05DEC23
Added details of the movements of John and Beris Stannage who arrived in Honolulu on 26OCT34 and departed for San Francisco on 29OCT34.
24 28OCT23
Added the full contents of two Minute Papers from the A/Controller of Civil Aviation relating to the registration of the Altair. One at 20JUN35 and the other at 23AUG35.
Also raised the possibility that the aircraft had flown across the USA without benefit of registration.
23 20OCT23
Added a a new page on the Proposed Flight to Japan. Thanks to Mick Raftery.
22 26AUG23
Added a reference at 06NOV34 noting that P.G. Taylor flew to Newark on a TWA DC-2.
21 17AUG23
Details of Smithy's time in the USA from 05NOV34 to 08JAN35 have been greatly expanded from Sources 12 and 13 and from Trove. Thanks to Mick Raftery for researching these entries.
20 26JUN23
Corrected the destination on 04NOV34 from Burbank to Mines Field. Also added details of further events in California in NOV-DEC34.
19 17JUN22
Added Smithy's flights back in Australia on 15MAY35 and 18JUL35. Also added details of his voyage to the USA on 18JUL35.
18 12MAY22
Added Smithy's arrival in Los Angeles on 10AUG35.
17 03APR22
Added a press report on 06NOV34.
16 25FEB22
Added further details of a law suit involving the Altair on 05NOV34 and 09NOV34. Sourced by Tim Kalina.
15 23DEC21
Added further details of flying within Australia.
14 12DEC21
Added a reference at 03JUL35 thanks to Mick Raftery.
13 05MAR19
Added departure and arrival times for the Pacific flight.
12 16DEC17
Added a reference at 31OCT34.
11 14DEC02
Added much new material extracted from Lockheed archives by Birch Matthews and from the National Archives of Australia by Trevor Boughton.


Return to the Altair Menu


Return to the Lockheed File