Malaya – a view from REME 1958–1961
Craftsman/Corporal Derek Walker, now retired Major, recalls some of the technical background of the time:
Arriving at RAF Kuala Lumpur (KL Main) in September 1958, I joined 656 Light Aircraft Workshop, REME, supporting dispersed flights at SHQ, Noble Field (the other side of Kuala Lumpur); 2 Flight, Ipoh; 7 Flight, Taiping; 14 Flight, Seremban; and 11 Flight, Sembawang, Singapore; each with a REME servicing section, and five aircraft. The workshop OC was Major Bunting, and the ASM Frank Penfold. All mechanics had to undertake 1st and 2nd Line, Theatre Continuation Training, in their first three months. My 2nd Line Continuation Training was on a minor inspection of an Auster Mk 9. Others went to the RAF component overhaul bays and departments, used by the workshop on the RAF base.
For my 1st Line Continuation Training, I moved to 14 Flight, which covered flight, primary and primary star servicings, maintenance of aircraft ground support equipment, refuelling, cleaning, picketing of aircraft, and night flying procedures. Aircraft problems at the time were engine starter misfires, hydraulic defects, sticking valves and fuel evaporation and aeration, the latter two being alleviated with cowling air scoops and painting fuel tank covers white. Engine oil gulping, was also experienced and overcome by introducing a scavenge filter mod No.1022. Airframes suffered oleo and flap actuator decompression and fabric deterioration. Radio mechanics were kept busy retuning HF 62 Sets and VHF Set crystal changes, also replacement of trailing aerial cones lost on landing and the effects of moisture on instruments via the pitot/static system.
We also recovered Auster XK375, which force-landed on a dirt track near Malacca, for investigation to KL Main. Preparations at SHQ, Noble Field, for the workshop relocation occurred during December and January, raising canvas aircraft hangars for the workshop and tin huts for the bays. The workshop moved in February 1959, and was responsible for the technical support of thirty-two Auster AOP 9, aircraft. Tasks included minor, minor star and major servicings, engine changes and major component overhauls, also work beyond the capability of the flights. Due to the departing RAF, at KL Main, this meant various component overhaul facilities were now needed. The requirement was for ten separate bays, each involving much work in setting up. AQMS Southon, was the maintenance supervisor, whilst ASM Frank Penfold, supported by a Sergeant and his Tech Clerk, ran engineering technical control. There was also a G1098 technical tool store, an OC’s driver and eight repair crews, consisting of an NCO and three aircraft mechanics. In January, the new OC, Major Storey, took command of the Workshop. The WEME (Wing Electrical and Mechanical Engineer) on the SHQ Staff, initially Major Whitehead, changed to Major Dennis Weatherhead.
Left to right, Gunner Geordie Foster, REME Corporals Barry Rogers, Mick Gavin and Derek “Chunky” Walker at Batu Arang, during Exercise Trinity Angel.
It was during February that the Squadron celebrated its achievement of 150,000 operational flying hours in support of the Malayan Emergency and the workshop was on parade. 14 Flight contributed the Prince of Wales’ Feathers in the flying display and afterwards an AAC Colonel addressed us and prophesized a future Army Aviation servicing unit and light blue berets for all aviation personnel.
The First Class Trade Test for Air Mechanics was introduced in March 1959, the first in the new Corps, very necessary due to the shortage of First Class Mechanics at the time. A spares-chaser post was initiated, providing twice daily liaison for collection and delivery of aircraft spares to the shop floor crews. One day I heard a helicopter overhead and suddenly the noise stopped, looking up I saw a large section parting from a helicopter, the RAF at KL Main were quickly alerted. It transpired that a Sycamore helicopter on air test had lost the main rotor head. All on board perished. Later, I had to appear in front of a Board of Inquiry at KL Main, as a witness.
During April 1959, a detachment from the workshop was sent to 7 Recce Flight, to support the servicing section, which already had detachments at Grik and Kroh. In September, engine firewall ‘panting’ occurred, which, on inspection, revealed severely worn fuselage cross tubes. To determine whether local repair by inserting fibre anti-rubbing strips was necessary, or tube replacement at HAEC (Hong Kong Aircraft Engineering Company), all Squadron aircraft had to be inspected. A stripdown and inspection programme, of four aircraft a month was agreed upon. This required the loan of mechanics from each of the flights to enable planned workshop tasking to continue. Beverley aircraft flew the tube replacement fuselages to HAEC, at Kai Tak Airport, in Hong Kong, returning two months later. Locally, the strip downs continued and local repair (fibre strip) rebuilds began, creating a high learning curve. Some of the areas giving concern I remember were, the engine air intake, flight control cable adjustment and setup, soft aircraft floorboards, and the replacement of many, top, centre and rear canopies. Fabric had rotted in the sun on fuselages, mainplanes and control surfaces, which needed replacement and the effect of humidity and temperature, during doping and re-spray, was severe. One aircraft, reported flying port wing low on arrival, was found to have three engine APs (Air Publications) in the wing tip, which had worn the cross strut. After each rebuild, full fuel flow checks, engine ground runs and air tests were required, usually flown by a QFI, with the crew chief alongside. There was a need to bolster rebuild supervision; RN (Fleet Air Arm), CPOs and POs; RAF Flight Sergeants, and later a supplement of Leading and Naval Air Mechanics, achieved this. On rebuild completion, in March 1960, the mechanics returned to their respective Flights. I was posted to 7 Flight.
April 1960, brought “Technician Day”, when all aircraft mechanics remustered as technicians and being qualified Class X2, were promoted to Corporal. Overnight there was a glut of REME corporals.
The workshop was involved in several aircraft recoveries. In particular, an aircraft from 7 Flight, Auster 9, WZ706, went down with a severe oil leak near Yala, forty miles inside the Thai Border. It landed intact on a track. A recovery party from the workshop, with ASM Penfold in charge, arrived at Grik, near the border and departed after lunch for Yala, collecting a Thai Police escort at the border. The recovery took place the next day, after a long trip involving a river crossing and then a walk to the aircraft. The cause was sheared attachment studs for the oil scavenge pipe union connection, resulting in total engine oil loss. The mainplanes and engine were removed and fuselage jury rigged, intending to carry and wheel them to the river. However, the WEME and an RAF Engineering Wing Commander arrived by Sycamore helicopter, deciding to undersling the engine, fuselage and mainplanes separately back to the vehicle. The first two lifts went well, but the mainplanes, lifted individually, then as a pair, spun, causing the helicopter pilot to jettison them. Finally the mainplanes, by now damaged, were manhandled to the river and then the vehicle. By lunchtime recovery was completed. We bade farewell to the villagers and police who had helped us and at the border debussed our escorts, heading for Taiping to drop me off, before returning to the workshop with the aircraft for repair. A very interesting experience indeed!
Later, 28 Commonwealth Brigade was put on standby for Laos, and technicians were drafted in from the workshop to support the ten aircraft 7 Flight now had. The Brigade was later stood down and in August 1961, Air Portability training was completed in the form of the first major Brigade Exercise Trinity Angel, reflecting a 1000 mile move over water to deal with insurgents, insignificant at the time. Later the Commonwealth Brigade moved to Terendak Camp, at Malacca, but that was after my departure in September 1961.