Mac’s Flight Diary

Following are the notes and diary of John Cowe McIntosh as supplied by his granddaughter Kylie McIntosh for donation to the Australian War Museum in November 2023. It should be noted that we do not have the whole diary and that it finishes on Thursday, 22/7/1920 at Kalidjate after being sporadic for the better part of the previous three months.

Thursday, 8/1/1920

Left Hounslow Aerodrome England 10.30am crossed English coast a Folkestone 10.55am. Low clouds on left beam forced to ascend to 5,000 feet. Crossed French coast at Cape Griznex 11.10am. Descended to 4,000 feet. Flew into very strong gale from westerly direction. Course steered due SW. Course actually taken south. Passed over Boulogne, Etaples, Abbeville on left. Air speed 85 mph at 1,200 RPM. Ground speed 60 mph only.

After leaving coast, wind increased in force and became so bumpy that control of machine became almost impossible. Large deep clouds showed ahead  compelling ascent or descent . It was advisable to fly beneath them owing to their great height. We flew just under clouds, their height  just diminishing to ground level. We were forced still lower until at 500 feet we encountered heavy rainstorm. Not wishing to turn back, we continued through this until suddenly entering a cloud-break which rested on the ground, all visibility was obscured.

This necessitated turning blindly dangerously close to the ground to regain our visibility. On turning we regain visibility, only poorly, as it was still raining hard and as we were surrounded by thick ground fog and very severe wind gusts on our Port Beam, it was thought advisable to land. Landing made in small field near Contiville at 12.10. Through side gust when landing in unfavourable field, the right wheel got smashed and undercarriage badly strained. Hurriedly tied down. Went in Search of a new wheel to Ronen Mottiville and Pont-de-Large. Then on to Le-Bourget Paris. I stayed with the school master and his wife in School House at Contiville.

Friday, 9/1/1920

I returned to Bus, examined same, fixed fishplate to U/C, tightened and trammelled cross bracing wires. Everything ready for new wheel.

(London to Paris 2 hours, 40 minutes)

Saturday, 10/1/1920

Vey rough and still gusty wind and rain all day. Went over machine, put in two extra peg to make more secure as the weather conditions were very rough for machine sitting out in the open. Lieut. Parer returned at 10.20pm with new wheel.

Sunday, 11/1/1920

Continued very rough weather, impossible for flying. Fixed new wheel on Bus and got ready for fresh start whenever weather favourable.

Monday, 12/1/1920

Very foggy. Hanging close to the ground and raining hard all day.

Tuesday, 13/1/1920

Severe wind and rain. Still impossible for flying.

Wednesday. 14/1/1920

Fairly strong wind from NW. Clouds at about 2,000 feet. Decided to make start and reach Paris. Owing to small field, had to pull down fence and then hardly had sufficient room as taking off, the long run meant taking off cross wind. Just managed to clear trees and made course for Paris. It was very uncomfortable and bumpy trip while it lasted and only for Eiffel Tower we would have had some difficulty in finding gris as it was covered in thick fog. We had some trouble finding Le Bourget Aerodrome where we landed at 11.30am. Flew at from 1,000-2,000 feet. Noticed much flooding in villages and fields along Seine Valley.

Housed Bus in Hanger half blown down by gale on previous Sunday. Had great difficulty in getting petrol and oil and in one drum of petrol found great quantity of water. Filled up with about 50 gallons. On last flight machine was flying slightly tail heavy. We examined, nothing serious wrong. Cleaned, greased all flying, landing and control wires. We did all work ourselves. At 730pm left Le Bourget for Paris by train, Landin in Paris at 8.35pm. Had dinner at Hotel Gare-du-Nord. First decent meal since leaving London on 8/1/1920. Stayed at Bedford Hotel Rue-de-L’arcade.

Thursday, 15/1/1920

Left Paris for Le Bourget. Had to empty petrol tanks and train petrol back into machine for safety owing to quantities of water being found previous day in drums. Very heavy thick fog, could not provide that day so returned to Paris.

Friday, 16/1/1920

On bringing Bus out and starting engine up ready for leaving discovered rear petrol pump out of action. This entailed takin gum put, which was very difficult owing to the fact that this mum was directly underneath centre section. A hole had to be cut in fabric and a few other difficulties overcome, that delayed us all that day. Trouble in pump caused by swelling of fabric fins through water in petrol.

Saturday, 17/1/1920

Got machine out. Ran up engine and found everything in good working order, for start. Had to hang on a bit owing to thick fog in morning. Left Le Bourget Aerodrome, Paris at 11.30am. Weather was beautiful after we got away from Paris, had good clear skyline. Steered SE course at from 5,000-6.000 feet all the way. Took several air photos, this being the first suitable day for that since leaving gEngland on 8/1/1920. The country showed up wonderfully apart from thick fog in the valleys, we had and exceptionally fined view of the Alps on our left beam covered in snow. Mount Blanc showing up and towering far above the rest. The whole range just appeared like a silver cloud on the skyline. We were now flying at 6,000 feet following the Rhone River; Lyon was sighted, Church Spires and a few odd high buildings showing through the haze that was lying over the city similar to what we left in Paris. Bron Aerodrome is a matter of 8-10 miles from Lyon and good landmark which was soon picked up, we landed here at 2.30p,. Time in air from Paris–Lyon three hours.

The French officers we met here were very interested in our flight and helped us in every way. About an hour before reaching here, rear petrol pump again stuck up.

(London to Lyon total time – 5 hours, 50 minutes)

Sunday, 18/1/1920

Stayed at Grand Norwel Hotel Rue Grolee. Left hotel 8am. Arrived Aerodrome 9am, filled up with petrol and oil again, fixed up rear pump. The trouble this time being at the top. Also gave engine good run over and clean as it was decided not to start that day. Emptied sump of old oil, cleaned oil filter fond a good deal of dirt and waste in oil filter. Braced cracked exhaust pipe temporarily and had everything ready for early start on Monday. Went back to Lyon Sunday evening. We cased a good deal of curious observation from the general public and people living at Hotel. We certainly do not look respectable as our clothing is covered in oil and grease and getting worse every day and we have no change.

Monday, 19/1/1920

Left Brown Aerodrome Lyon 11.45am. Very thick fog. Visibility bad until we got up to 3,000 feet and well away from the city. French military authorities advised us not to go, but we decided to chance our luck. We had to fly at 6,000 feet above clouds and fog right down River Rhone only gaining a glimpse of same once or twice until we reached the Mediterranean. Visibility became much better on reaching Marseille which we passed at 2pm, Toulon at 2.20pm, then along coast to St Raphael where we landed at 3.15pm. Time in air: 3.5 hours. Stayed Grand Hotel Paris d’Plage.

(Total Time London-St Raphael 9 hours 10 minutes)

Tuesday 20/1/1920

Severe wind in morning so we decided to give Bus rough overhaul before starting. Took exhaust pipe off and got crack welded, cleaned plugs, fixed petrol leak oil main pipe, fixed up damaged rudder caused by tail trailing in soft ground when landing. Took several photos of St Raphael. Apart from gusty wind which was too bad for flying the weather was otherwise beautiful.

Wednesday, 21/1/1920

Left St Raphael 12.45pm. Followed South French coast passed Nice and Monte Carlo on our left, as we were flying over the sea about 50 miles from Genoa and well out to sea out oil pressure went down. Headed back to coast but no possible landing ground in sight. Went straight along coast to Genoa, but still no visible landing space. Continued over La Spezia to Garzaua covering about 100 miles with oil pressure at 5.6lbs. Sighted small aerodrome at Garzaua and landed at 3pm. ON examination discovered our oil tank empty having leaked through oil filter which had not been securely tightened. Went to Garzaua about 3 miles distant and stayed at Albergo La Vilettoe. This was our fist experience of landing on Italian soil and owing to the fact that no one there could speak English we had great difficulty in making ourselves understood. 

Time in air: 2 hours 15 minutes

(London-Sarzana: 11 hours, 25 minutes)

Thursday, 22/1/1920

Had to buy oil at a private motor garage in Sarzana which cost us 150 lire (about £3/10/-) fixed up leak in filter, fitted up with oil, adjusted control wires and made everything ready for start early on Friday. Sarzana is a small Italian town between Genoa and Pisa surrounded on the west by very high mountains , lower hills on the east and the sea. It is one of the most picturesque little towns I have seen, having some lovely castles and old forts situated hight up away back on the mountains. The variety and blending of colours from the different shades of green on the near hills to the beautiful skylines of snow on the hight mountains in the distance is almost too wonderful to be real.

Friday 23/1/1920

Left Sarzana 9am. Engine going well until about 15 minutes after when we discovered one of the carburettors flooding which caused Bus to catch fire at a height of 5,000 feet, just over an old disused aerodrome at Fort-die-Marmi. Fire in an aeroplane is not a bright outlook at anytime, but we managed to extinguish this by cutting supply of petrol off at the main and sidestepping towards the Landing place away from the flames. A safe landing was made only 90 minutes after leaving Sarzana. Ray was unwell and had to rest while I fixed up faulty carburettor. Reason of trouble found to be a stuck float. This was fixed in a couple of hours and we again made tracks for Rome at 1pm where we landed at 3.15 without further mishap apart from a small tear made in fabric of aileron left and breaking wing skid through landing crosswind.

The Italian officers at this camp, name of which is “Franceso Borraca” Contecelli Aerodrome were very good to us. Only one could speak English and he did everything for us and made our stay very enjoyable. We met some of the officers participating in the Rome-Tokyo flight. We were taken to the British Consul and from there on to the Hotel. Reale (Royal) where we stayed. 

(Time in air from Sarzana–Rome being 3 hours, 35 minutes).

Saturday, 24/1/1920

Went to Aerodrome and gave instructions for repair. Quantity of petrol and oil required. Short of cash. Sent cable to Mr Dawson for £100. Had several films developed and returned to hotel and rested for the evening.

(London – Rome Total time: 15 hours)

Sunday, 25/1/1920

Had a run around the different places of interest in Rome in clouding St Peters Cathedral and a few more historic places. Rome is really a wonder city, but not really like what we read about.

Monday, 26/1/1920

Beautiful weather in Rome. Went to Aerodrome had some films developed and did a trifling repairs on the Bus.

Tuesday, 27/1/1920

Stayed at Hotel all day and rested.

Wednesday, 28/1/1920

Went to Aerodrome and filled Bus with petrol and oil. Saw Vickers Vimy leave for Malta on their way to the Cape. Pilots Cat. Coterie and Broome also carried two mechanics. They landed Rome Tuesday 27th and left today at 12.30.

Thursday, 29/1/1920

Went to Aerodrome again. Received answer to Mr Dawson’s cable. Made arrangements to get away next day via Naples to Brindisi. Met Major Brackley going through to the Cape on Hawley Page, landed here today and leaving tomorrow.

Friday 30/1/1920

Rushed about Rome trying to get money on strength of cable, but so far no money had actually been remitted to us so still hanging on but very anxious to get away.

Saturday, 31/1/1920

No money yet at Bank Commercial. Went to British Embassy and got on the strength of giving them a letter of authority to collect our money when it arrived – 5,240 lire.

Sunday 1/2/1920

Went to Centocelle Aerodrome 8am, but Ould not leave owing to thick fog.

Monday 2/2/1920

Left Centocelle Aerodrome Rome 11.40am. Fairly strong wind. Had a bumpy trip to Nples which we passed over at 1.10pm, with intentions of proceeding that day to Brindisi only a very thick fog and big stormy clouds covering the high mountains on our left made us change our minds, so we circled Mount Vesuvius. One time between the sea and the mouth of the crater entering the hot air current issuing from there, our Bus without any warning dropped from 6,000 to 5,500 feet , 500 feet of practically a sheer drop. So much so that the petrol in the half empty tank struck the top of the tanks and stayed there for a fraction of a second only. I may say it was the most thrilling sensation ever I experienced in my life or want to have again. At this exact moment it happened I was in the act of taking a photograph of the curator and was nearly thrown out of the cockpit. I noticed Lieut. Parer rise a couple of feet from his seat and he tole me after the only thing that saved him was that he had a good hold of the joy stick. We returned owing to rough weather coming up and landed at St Mark Aerodrome, Naples. Where an Italian aviator lost his life the previous day in a thick fog which seemed to be prevalent about Italy and France at this time of the year. Landed at St Mark 2pm. 

Time in the air form Rom: 2 hours, 20 minutes.

After todays experience with the PD our idea is that if the engine will last out, she is strong enough for anything. Went into Naples that night by tram, had a look about, met a few diggers and found out that the Orient Steamship “Osterley” arrived in port at 6pm bound for Australia. So we went down and got aboard meeting many of the boys we knew, also saw and had a chat with Col James and Col Brinsmead late AFC staff officer in London and Many more of the Boyds.

(London– Naples Total Time: 17 hours, 20 minutes)

Tuesday 3/2/1920

Left Campo de Mart, Naples at 11.40am for Brindisi. Struck very bumpy weather and thick fog and deep clouds over the Apennines which we had to cross to stoke Taranto. We had to ascend to 14,000 feet to get above deep cloud breaks which covered and hid the very dangerous country beneath us. Flew an easterly course until we reckoned we must be over or near Taranto. We could not go further owing to big deep storm coming up ahead and rising to at least 20,000 feet and running from north to south-west. We still could not get a glimpse of land below and it was too risky to descend down through cloud-break owing to the many high mountains. It was so very cold my nose and chin and part of my cheeks exposed were covered with ice caused by my breath being frozen. I was afraid to open my mouth or move my lips as every time I did so they cracked and Im sure it was only owing to good clothing we had on that enabled us to stand this intense cold for hours. This long fierce cloud break ahead seemed to close up or swing round on us forcing us to fly a south westerly course to avoid it. 

All this time we anxiously kept an eye on the thick white folds of cloud beneath us for a peep of land, but no, only occasionally did we catch sight of the peak of a snow clad mountain. Our oil pressure was slowly going down and it was rather an anxious tie if the engine did cut out, we knew well what awaited us below in that country when visibility was nil. Anyhow we could do nothing, only fly on and hope for the best and after flying for  2.5 hours without a glimpse of land and still at 13,000 feet . We caught sight of an opening in the clouds ahead and to our right a bit revealing a rather high mountain and the sea, but other than some part of Italy we didn’t know where. We made for this rift which took us nearly half an hour to reach and descended to 7,000 feet where we struck some real rough weather, rain storms and gusty winds which threw us all over the place. We flew up and down the coast a bit, trying to locate our position.

There were several small towns on our left, flying south on our right, away out at sea was a very high mountain island which we discovered later on was Stomboul. As we had been flying a considerable time and had not taken aboard any petrol since leaving Rome, our supply was nearing a finish and it was everything but pleasant flying under the bumpy conditions so we made inland to a bay and was about to land on a sandy patch near the beach, but on getting only 20-30 feet above it found it fairly rough. Rising again we steered further inland. The gourd looked all fairly good for landing from the air, but is most deceiving at times, and we found out later that we almost picked the only decent spot in the locality and that was a fairly rough field about 8 miles from the small town of Nicastro. We landed here at 2.40pm. Actual time in air since leaving Naples – 3 hours. On finding out our position, we discovered that we were now as far or further from Taranto or Brindisi then when we started in the mourning and not a great deal of juice left and the nearest place to get petrol and oil was Naples.

(London – Nicastro: 20 hours, 20 minutes)

Wednesday, 4/2/1920

Had a wander around Nicastro and found a field suitable for landing on. The Estate of Baron Giovanni Nicatera and at his invitation, so that the Bus would be well looked after, we flew her out of the rough field over to his place and the Bus was hauled up near the house with bullocks and the assistance of some of his employees. We had lunch there with he Baron and some of his friends. Lieut. Parer went to Naples for petrol.

Sunday 5/2/1920

Stayed all day in Nicastro, living at the Albergo Uniona Hotel. Took a few photos and suffered a bit with a frostbitten face that prevented shaving. Had an invitation to dance at a friend of Baron Nicatera’s which I enjoyed immensely, notwithstanding the fact that I did not understand the language or the dancing. Everyone here seemed to take a great interest in us and were very kind. Although we are certainly becoming some objects getting about in sheepskin flying boots grease from head to foot and each armed to the teeth with a chamber Colt Revolver. I’m certain it cost the hotel people quite a lot of money to get the grease out of the tablecloth after us, but it was harder on us trying to demolish a large plate of spaghetti or macaroni which we received three times a day. The Italians are post masters in the art of macaroni eating.

Friday 6/2/1920

Baron drove me out to the Bus and I spent the day doing odd jobs such as cleaning plugs etc awaiting the return of Parer with supply of petrol, but he did not arrive.

Saturday 7/2/1920

Spent day in Nicastro taking things easy. Parer returned from Naples 5 pm, but he had great difficulty in receiving permission for transport of petrol which he had to get from Italian Government and Railway Authorities. Result, petrol has not yet arrived.

Sunday, 8/2/1920

It is one month today since we left Hounslow Aerodrome, London. Went over the hills for a walk and took a number of photos about Nicastro. The township is very quiet and the majority of the people here are slaves and very poor living in filthy houses and under very different conditions to poor class in England. We went to station, but so far no word of petrol arriving. The weather is good today and always seems to be when through some reason we cannot fly.

Monday, 9/2/1920

Left Nicastro for Aeroplane. 9.30am petrol arrived at St Euphenice Station about two miles from where the Bus is. We had to roll this 50 gallon drum over fields and through ditches this distance. The drum was not full and with the shaking up it got it was the colour of rust and had to be strained twice, but straining did not make much difference to it. We also had to carry water for radiator over a mile, only we managed to get everything ready for start of the following day. Influenza seems very bad in Italy at present and there has been 8 deaths reported in Nicastro today.

Sunday, 10 /2/1920

Started 9.40am. Had a very bumpy take off caused by ditches and ruts on ground, also had to take off cross wind, owing to small ground and trees in the opposite direction. Flew once round over town then struck a north east course at 4,999 feet avoiding the higher mountains by flying near the east coast. Today has been the best flying day we have had since leaving England and the scenery, snow clad mountains and little towns nestled on the hillsides on our left was something to be remembered. Owing to us having very small quantity of petrol aboard, we took short cut across Gulf of Taranto. It got a bit bumpy and rough again on striking coast of Taranto and on landing, the Commandant at the Aerodrome told us his wind report for the day had been the strongest for some time past. Aerosclo-di-Grottaglio is an Italian dirigible station and the commander here and his officers are very kind and obliging. They are doing everything in their power to help us, more so than at any previous Aerodrome enroute. We landed here at 12 midday. 

Time in air since leaving Nicastro – 2 hours, 20 minutes.

Wednesday 11/2/1920

Had Bus overhauled, repainted in patches and in tip top condition for next flight which we hope to be as far as Athens. Lieut. Parer and myself suffered with nasty attache of colic, probably due to change of food or some bad wine we had at Nicastro. We are being well looked after here by the officers and particularly the commander’s wife who is English and who is making our stay here a pleasure. I went to Taranto for an hour or so by motor about 18 miles distant with he Second in Command.

(London – Taranto: 22 hours, 40 minutes)

Thursday 12/2/1920

Left Grottaglio Aerodrome, Taranto 10.45am and flew south east course to Otanto Point and just crossing the coastline just over the sea towards Island of Corfu when we again noticed our rear petrol pump out of action. This was the fifth time it had given us trouble since leaving Paris. We also lost all our maps overboard consisting of complete set with route from England to Australia, so we headed north for Brindisi and landed at St Vito Aerodrome at 12.30. Time in air from Taranto 1 hour, 45 minutes. Here we fixed pump and took aboard some more petrol, tied machine down outside and covered engine and cockpits with tarpaulin. It started to rain shortly afterwards and it eventually developed into a severe thunderstorm. Here again we met Major Brackley who passed us at Rome, but who through failing one of his mechanics and smashing a propellor in doing so is delayed, waiting another from England. Left Aerodrome just as it got dark, drove into Brindisi, had dinner and stayed night at Hotel Europe.

(London – Brindisi: 24 hours, 20 minutes)

Friday, 13,2,1920

Left St Vito Aerodrome 11.45am. Steered south east course direct for Corfu. Just before reaching there, dropped wreath of flowers over the sea whee we thought Capt. Howell and Pet Fraser got drowned in the Martinsyde machine. Went low down where crossing town of Corfu at 1.30pm and dropped message for Italian officer. Also a message stating who we were and where bound for. Flew over water practically all the way to Athens, where we landed at 4.45pm at Goody Aerodrome. Actual time in air from Brindisi – 5 hours. To date, this has been our longest time in air and greatest distance covered without stopping between any places, since leaving England. Most of the days trip was very rough , bumpy and very cold. The CO of the camp drove us into Athens to Grand Hotel Majestic where we put up.

(London – Athens: 29 hours, 20 minutes)

Saturday 14/2/1920

Stayed in Athens all day and rested. Met a Mr Shorter, representative of the De Havilland company, makers and designers of our machine. He was very interested, as it was a good advertisement for him, especially at the very time he was trying to pull off a big deal with the Greek government in selling them a number of same class machines as we were flying. Had dinner with him and his wife and a chat over the behaviour of the Bus since leaving England.

Sunday 15/2/1920

Went out to Aerodrome in morning and took Bus up for short spin over Athens. The weather was good for flying and the city certainly looked wonderful from the air. We cruised over town at from 500 to 1,000 feet and took some photos.

Monday, 16/2/1920

Weather not at all good for flying. Strong wind, rain and fog from the south.

Tuesday 17/2/1920

Weather still unfavourable. Strong wind and thick clouds so decided to hang on another day. Went and visited Acropolis and some more of the ancient places in Athens.

Wednesday 18/2/1920

Left Goody Aerodrome for Island of Crete 10.30am. Steered south and soon struck very bad squalls and low lying clouds that were impossible to get through. Passed over steamer steering south westerly course. We were then flying at 3,000 feet, tried to push through but squalls were too severe, so headed back in a big circle gaining height until we were at 5,000 feet where it wa quite calm and clear. So we again directed our course toward Crete, flying above clouds all the time which hid everything from our view until we approached the north west coast of Crete. It cleared on a small patch on our left showing dimly, land in haze beneath us. We descended again to 3,000 feet and it was just as rough as before, but had to stick it in order to follow the north coast and find Souda Bay where the only landing ground was. This we got to safely and hearing beforehand that it was dangerous and easily to bog in, we made a few circuits close to round in order to examine it. As well as possible we landed over the trees from he south safely at 2pm. We saw where Blackburn Kangaroo and her crew got bogged. Lieut. Potts, the only member of the crew left behind to look after the Bus was still there and met us on landing. 

Time in air from Athens: 3 hours, 30 minutes.

(London – Crete: 32 hours 30 minutes)

Thursday 10/2/1920

Owing to a very bad vibration passing through the machine, every half hour or so in the air, we decided to put the day giving her a slight look over and try to find cause. Cleaned plugs, magnetos, took both carburettors to pieces. It was just as well this was done before attempting our 240 mile stretch across water next day, as it was found that the front carburettor jet had worked out, but we didn’t get any reason for vibration. Went into Chania in afternoon to get oil for magnetos.

Friday 20/2/1920

Left Souda Bay 10am after getting bogged once in soft ground. Did not gain enough height in time to get over the high snow-clad mountains of Crete so had to creep through between them and we got a few unpleasant currents until we reached the Mediterranean on the south side at 6,000 feet and above, a cloud break. We steered directly south all the way over. We only saw small stretches of water made visible by opening clouds. We sighted the African coast at 12.35 and reached it at 1pm, 60 miles west of Sallum. Followed coast east of Sallum along the Marsa Matrouh where we landed at 3pm. The landing ground here is like a billiard table, hard and between two salt water lagoons, but it is at times covered by water. Time in air from Souda Bay – 5 hours. We filled Bus petrol and oil ready for start next day. We were also just in time to get supplies here as they were being shifted following day.

(London – Marsa Matrouh : 37 hours, 50 minutes)

Saturday 21/2/1920

Left Marsa Matrouh 11am. Flew along coast until within eight of Alexandria then short gutted on to the River Nile and followed that along. Sighted Pyramids, made for them, circled round and took photo of Cheops (Khufu) from 1,000 feet. Made bee line over Cairo and first landed at Aerodrome Camp which was the wrong place. Then on to Aerodrome behind Palace Hotel Heliopolis. Had lunch there and as they were too busy and could do nothing for us, we had to go on to Holonen, further up the river. Landed 2pm.

Actual time in air from Marsa Matrouh – 3 hours

There were quite a number of machines going through to the Cape, but they were being fixed up at the Big HP Dome Heliopolis. Capt. Van Reywelt was getting his second Silver Queen fixed there. Here again, we met Major Brackley whom we previously met at Rome and Brindisi and who was again one day ahead of us. This is the last time we will meet as we go now in different directions. Hellman was a DHG Squadron Station and we made up our minds to have the Bus well overhauled. Plenty of good mechanics and they got to work on our machine straight away. The engine was in fairly good nick. One exhaust spring needed replacing. The planes internals however were in rather a bad state. All the stringing inside had gone. A few toiling edges broken. One aileron had to be dragged and all inside bracing wires had to be adjusted.

(London – Cairo: 40 hours, 50 minutes)

Sunday, 22/2/21920

Went from Helena to Cairo. Spent day there and had dinner at Shepherds Hotel. Returned to Helena at night.

Monday, 25/2/1920

Again went to Cairo. Drew £30 each from AIF HQ, the personnel of which now only consists of Col. Fulton and one or two NCOs. He was very decent to us, gave us the money and helped us in every way. We also went to Gizerah Palace Hotel HQ RAF and got as many maps of the route from here to Karachi as we could lay our hands on and that wasn’t very many. The RAF officers were very obliging however. Bought a new rig out of thin drill togs to try and make ourselves respectable.

Tuesday, 24/2/1920

My birthday, which was a quiet one. We went sightseeing to the Mosque Bridal and round the old wazzir, the quarter the Australians made notable early in 1915. Same wazzir, then, but very much different now. Returned to Helena.

Wednesday, 25/2/1920

Machine was now ready for test, after having bent axle. New tropical radiator fitted and a good overhaul. Parer took her up for about half an hour. Engine OK. Bus flying right wing low. Went to Cairo in afternoon and made final arrangements for getting away next day.

Thursday, 26/2/1920

Left Helena Aerodrome, Cairo for Ramla (now Tel Aviv) 11am. Had fairly pleasant trip via Ismailia across Suez Canal along coast past Saza where ran into a pretty bad rain storm, but got through although in the drizzle we had some difficulty in finding Ramla where we got down in a pretty rotten Aerodrome at 2.30pm. Time in air 3 hours, 30 minutes. Filled machine petrol and oil, also new control wire put on top left elevator. Found old one badly frayed. Had good time with RAF officers at Helonan also, most of them are real sports and are doing everything to help us.

(London – Ramla : 44 hours, 20 minutes)

Friday, 27/2/1920

Left Ravela for Baghdad at 9am steering compass course passed north of the Dead Sea over the River Jordan flying at 4,000–5,000 feet. The Jordan Valley beneath was a picture with high, bare mountains on either side covered in snow and the Dead Sea on our south looked its name. We had a fairly strong head wind and could see Revuleh an hour after we left it. After passing over the mountains east of the Dead Sea we passed over some Arab settlements and a lot of bare black country that seemed to us a lava formation. Then there loomed up ahead of us the big brown sands of the Syrian Desert which we were attempting to cross where no white men had placed foot before. We flew over this horrible sand for Neary six hours without signs of life anywhere until we were forced to land through carburettor flooding which we fixed by banging the side of our carburettor with a hammer, as we know we didn’t have too much time to get to Baghdad before dark, so had not time to take it off and examine. Fortunately it was only a jammed float and the banging fixed it.

We were also not too sure of our position, so pushed off sticking to same course about 1.5 hours after, we sighted a thin blue line on the horizon. We reached there, it was almost dark, so made another forced landing south of a big lake which our thin blue line turned out to be. It was a salt water lake called Lake Habbaniyah where we had to put in the night. Lying beneath the machine amongst some dry grass we were very tired and cold and it started to rain very heavy, so we changed our bed and went to sleep crouched up in the cockpit with small canvas cover over our head to keep the rain off. Just before dark we spotted some patches of green to the south and also what appeared to be some Arab huts and it never occurred to us about them being hostile.

Saturday, 28/2/1920

Suddenly our slumbers, at least mine, were disturbed by a kick on the shins from Lieut. Parer, first thing I knew was that he called out Mac, and was pointing in the direction of an approaching Arab getting or creeping up slowly saluting and Salaaming to some order, but there was only one and we were well armed so he didn’t worry us much. From this fellow we found after a lot of map drawing on the sand that we had come a fairly true course and the lake north of us was really Lake Habbaniyah and we were not such a long way from Baghdad. Our only worry now was whether we had enough petrol to get us there. It was raining heavy and very uncomfortable and there were still a few more curious Arabs collecting. To make sure of a drop more petrol, we undid the lock at the bottom of our main tanks and got a few pints of petrol that would not pump out. With one of our empty water bottles, we transferred this to the gravity tank. 

The Arabs were getting a bit restless and we were not sure about them, but just to keep them quiet we gave them a demonstration with our Colt revolvers. Started up the old Bus and took off amid great excitement and wonder on their part. The visibility was very bad owing to heavy rain and low flying clouds, especially when we struck the Euphrates. Presently, however, weighted Baghdad through in finding the Aerodrome. A good landing was made, but the ground was very soft and sticky through recent heavy rains. Our actual flying time Ramla to Baghdad being 8 hours, 10 minutes. This was the first flight direct across the Syrian Desert made by any machine. Our supply of petrol was just exhausted.

(London – Baghdad : 52 hours, 30 minutes)

Sunday, 29/2/1920

Morning spent at Aerodrome. Afternoon had drive to Baghdad and walk along New Street, but was rather disappointed in Baghdad generally. Had dinner at RAF HQ with officer Commanding Wing Col Boyd.

Monday, 1/2/1920

Worked on Bus all day. Filled petrol and oil, had couple of mechanics to assist, but they were very poor and weren’t much help. Had dinner in Baghdad with about 30 RAF officers and it was very enjoyable, especially the speech making at the finish. The dinner was given in the Maud Hotel.

Tuesday, 2/3/1920

Finished few jobs on Bus. Dug up spare propellor and fixed on top of lower right main plane, to carry in case of accidents, as our old propellor was getting fairly badly chipped with rain storms we had previously been through. Left Baghdad 2.30pm followed River Tigress. Surrounding low country was in state of flood. Landed at Basra. In doing so, we ran into a very soft mud patch and got bogged and had to be dragged out by motor lorry. It was just getting dark when we landed here at 5.50pm. Time in air from Baghada – 3 hours, 40 minutes.

Wednesday, 3/3/1920

Worked on machine, filled up petrol and oil, got her out and went up for short flight over Ashar and Basra just to test the engine as she did not seem to be running too smoothly. Ashar is a small town on the banks of the Shatt-el-Arab River. Basra is some distance further away from the river. The aerodrome which is good in dry weather is situated on the opposite side of the river from townships manned by RAF personnel, 27 dogs, 7 RAF officers, 3 men and one old BE aeroplane which they crash every time it is taken for a flight. There is also a spare Italian machine, on SVA for use of any Italian pilot should he need it on the Rome-Tokyo flight.

(London – Basra : 56. Hours, 30 minutes)

Thursday, 4/3/1920

Left Basra 10.20am. Flew along river to Gulf of Persia. Desert between Basra and Half flooded and was just like a sea, so bad in fact, that it was very difficult to keep to the river. Mad landing Bushehr 1.10pm. This is a spend aerodrome and I believe hard in all weather. Time in air 2 hours, 50 minutes. Here we changed propellor as spare one was too great head resistance and heavy to carry.

(London – Bushehr : 59 hours)

Friday 5/3/1920

Left Bushehr 8am passed over some very rugged country, but did mostly coast flying all the way to Bander Abbas. Cape. Matthews had his first crash near here in his Sopwith Wallaby. We landed at 2.20pm, but it was a very difficult aerodrome and too bumpy and dangerous for taking off. We stayed night with British Consul. He told us that Matthews had gone on a week ahead and again had slight mishap at Josk. Time in air: 6 hours, 20 minutes.

(London – Bander Abbas : 65 hours, 20 minutes)

Saturday, 6/3/1920

Left Bandar Abbas 7.20am. Flew along coast most of the time at 4,000 feet. Most of this trip was very interesting regarding rock and low mountain formation. Hall this country was hostile. Engine running splendidly. Sighted Chah Bahar 11.50 which we entered by crossing a bay of fair stretch of water. We were the first single machine to land here. The aerodrome was good, but it was so hot we could hardly stand it. Ponlet, the French aviator was the first man to land here, but the Italians had every preparation for their machine. Coming along Chah Bahar was surrounded by barb wire entanglements owing to danger from hostile Arabs. There was a battalion of Indian Brahman troops here with English officer in charge. Here we attended a Hindu festival which we enjoyed. Everyone had to be smeared with paint. We have quite a batch of mail for Karachi. Actual time in air: four hours, fifty minutes.

(London – Chah Bahar : 70 hours, 10 minutes)

Sunday, 7/3/1920

First Sunday we have flown since leaving England, only we were keen to catch Caps. Matthews who left England two months ahead of us. Left Chah Bahar 8.30am with favourable fairly strong wind behind us, crossed over some rather desolate and dangerous country, ran into thick sandstorm. This was Cast. Matthews first downfall, so we took great care and by flying out to sea we avoided getting into this, as the wind was blowing it inland, it rose to a great height and was very thick obscuring everything. We got rather a bumpy trip on from here to Karachi, where we landed at 1.20pm. 

Capt. Matthews beat us here by two days. Capt. Matthews being Scotch, Sgt. Kay being a Victorian, Lieut. Parer was a Victorian, myself Scotch made the two crews of the two first single engine machines to reach India from England, appeared to me rather a coincidence. Cape. Matthews was the first to shake hands with us here and congratulate us on our effort. Gee it was great to see him and exchange experience, as he had come a different route through Europe to us. The decision was arrived at that we would try to plug along together as much as possible, only we were handicapped owing to an insufficient petrol capacity compared with Matthews. Time in air from Chah Bahar to Karachi sam as from.Abbas to Chah Bahar – 4 hours, 50 minutes. Good aerodrome, plenty of room, but hard to get to from town in wet season.

(London – Karachi : 75 hours)

Monday, 8/3/1920

It is two months today since leaving England, having a few days rest here to have things put shipshape on Bus, prior to our crossing India. We have made good time from Cairo to Karachi, specially good from Baghdad over 2,000 miles in 6 days. Flying time: 22 hours, 30 minutes. Had lunch with Col Preston who is in charge of the military forces here.

Tuesday, 9/3/1920

Stayed in mess RAF and had lunch there. Drove into Karachi, had afternoon tea and strolled around town. Returned to aerodrome, had dinner and some good music.

Wednesday, 10/3/1920

Again visited Karachi. Had a look through the zoological gardens. Took some photos, drove back, beautiful moonlight night. We enjoyed lorry ride out. It was great. Made all arrangements to leave next day and went to bed early.

Thursday 11/3/1920

Up at 5.30am. Saw Matthews away at 7am only we were delayed owing to discovery of leak in joint of petrol cut off. Also on examining tanks, we found they had been carelessly left half filled. This was a thing we were always very carful of when we didn’t fill the tanks ourselves as it is very disastrous on long cross country flights to run short of petrol. We were ready by 8.10am that being time we left the ground at Karachi. It became very hot about 11am and we had a fearfully rough trip across the Sindh Desert. The most consistent series of bumps we have so far experienced . We were both just about full of it when we reached Nazerabad where we landed at 3.10pm. Filled up petrol and oil that evening, quite decent landing  ground here. Whole of native population turned out to see us here, they were very interested. Only one Italian machine had landed here before us, a SVA. Time in air from Karachi to Nazerabad: 7 hours.

(London – Nazerabad : 82 hours)

Friday, 12/3/1920

Left Nazerabad 7am. Passed over some very interesting and cultivated country on way to Delhi. We missed the aerodrome here which lies some 12 miles west of the town and which we passed over without noticing. We were really misled by wrong information from Air Ministry instructions as  to its position. We flew over Delhi doing a few mild stunts and firing a few vary lights, but didn’t get any Anser to these. We soon picked up the drone however, landing 10.15. Time 3 hours, 15 minutes. 

Dehli is RAF HQ in India. We had lunch with officers and here again we overtook Cast. Matthews who intends staying here until he gets new propellor, as his old one is giving trouble. We filled up petrol and oil in afternoon, got some maps and were quite ready for start next day.

(London – Delhi: 85 hours, 15 minutes)

Saturday, 13/3/1920

Left Dehli 7am followed railway, flying from 2,000 – 3,000 feet right through to Allahabad where we landed at 11.30am. This aerodrome lies on the opposite side of the Fort and near to the river, but it is very unsuitable for big machines landing, as it is small and very rough. There was a gusty wind blowing when we got here , but we had no wind indication for landing so flew close to the ground and fired a vary light, into a dry grass paddock which caught fire. This gave us wind direction by smoke. Filled Bus up before leaving. Time in air: 4 hours, 30 minutes.

(London – Allahabad : 89 hours, 45 minutes)

Sunday, 14/3/1920

Left Allahabad 7am. Weather good then, but about an hour afterward we struck a pretty bad thunderstorm and heavy rain, which made things very uncomfortable for the rest of the trip to Calcutta, as visibility was bad and we had to go off our course a good many times to avoid the worst of the storm. It was very exciting for a time, as the lightning was quite close and seemed to be on a level with us at 4,000 feet. As we neared Calcutta however, it got clearer and we sighted the city at 12.30 arriving over the town about 12.50. Sighted a “T” on the ground right in the heart of the town on the Maidan close to Racecourse in from the Victoria memorial and near the river. After circling for 2 or 3 times to have a good look at the ground, we landed at 1pm. We are the first single engine machine to land here from England. Time in air from Allahabad: 6 hours.

(London – Calcutta : 95 hours, 45 minutes

Monday, 15/3/1920

Stayed Grand Hotel Calcutta all day and rested trying to scheme out a way to make money as our car was running fairly low. Interviewed reporters from The Englishman and The Statesman two of the leading newspapers also the Empire and Evening Rag. Met also Major Calmeron and his wife

Tuesday, 16/3/1920

Went over to see our Bus at the Handle Page Aerodrome. Capt. Matters arrived about 11am from Allahabad. I chased a cow for nearly 10 miles in the boiling sun without any hat. This cow would persist in getting in the way of Matthews landing. He got down sagely but ran into a deep hollow and damaged his axle. Went to Empire Theatre that evening to see American show there.

Wednesday, 17/3/1920

Loafed around all day making the best of the time, but no money. Invitation dinner with Caldron and friends, a few cocktails, late night.

Thursday, 18/3/1920

Major Cairncross put business proposition to us about making money, as he knew we were stiff. We considered it favourably, finally deciding to go in for a ⅓ cash share. His doing the managing and business and we poor devils doing the rest.

Friday 19/3/1920

Had all our business plans fixed, signed and so fourth. It was mostly going to be run on the lines of aerial advertisement instead of passenger carrying first proposed, we wanted to avoid that if possible as where was too much work for the engine and we had sill a long way to go. So we decided on advertisement as that meant only one or two flights.

Saturday, 20/3/1920

Went round different firms assisting Cairncross to collect advertisement which was pamphlets recommending the different wares of Calcutta merchant to be dropped from the air. Innovative PR!

Sunday, 21/3/1920

Rested in hotel all day.

Monday, 22/3/1920

Went through same performance of collecting some more business which was showing signs of a boom.

Tuesday, 23/3/1920

Collected a bit more, also a new pair of shoes from a big boot making establishment. From the same place, also got 100 rupees for giving him an ad. Saying his boots were the best in the world and worn by us on our flight to Australia (I don’t think.)

Wednesday, 24/3/1920

Morning headache. Quiet day, also early night as we have a flight tomorrow.

Thursday, 25/3/1920

Took machine up for flight with about 10,000 pamphlets aboard advertising Lipton’s Tea, Shell Spirit, BOC Spirit (opposition firms), someone or others No.9 pills and a thousand other things which we bombarded Calcutta with, much to the enjoyment of ourselves and also to the people on the ground, or I believe all those different coloured slips of paper going over about 2,000 feet was a grand sight for the Calcuuatites and something they had not experienced before.

Friday, 26/3/1920

We didn’t do anything, only read account in papers of previous day’s exploit and found that none of them took too kindly to our new mode of advertisement. One paper saying that it was wholesale robbery and ought to be stopped. This same paper I may mention before, had got hold of some of my exclusive photographs of the trip out and published them without my permission. Another paper tried to b humorous by saying that all the pamphlets were snatched away by the hawks to build their nests and none reached the ground. This argument was rather knocked in the head by a queue about a mile long waiting outside Liptons shop for two days to collet a lb. Of tea that was given away for each recovered pamphlet. I’ll admit hater are quite a number of hawks floating about Calcutta, but if they grabbed all the stuff I threw over in the half hour we were up, they were busy.

Saturday, 27/3/1920

Stayed in Calcutta until about 3pm. Went to Bus and got her ready for a trip to Racecourse where we had a few stunts to perform. Had some difficulty in starting engine and it was nearly 5pm before we got out to Barrackpore Racecourse. It was a fairly rough day and a heavy thunderstorm coming up. Got over the course just after the fifth race had been run. Gave stunts for about 20 minutes until we discovered the engine cooling had blown off and was sticking up ready to drop off any minute. So we had to push off back home, but everyone down below was quite satisfied for this exhibition. R3,000 (rupees) value of Rupee 2/8 so we were quite pleased with our share, which we received in the form of a cheque from the race club.

Sunday, 28/3/1920

Spent a quiet day at hotel. Went out for a drive in afternoon.

Monday, 29/3/1920

Got everything in Bus ready for start. Cape. Matthews left 9 days ahead, so we were again anxious to make up on him. Have been in Calcutta now for 16 days. Sorry to leave as our stunts here have made up quite a lot of money and we have a good time, but we want to get to Australia or as near as possible.

Tuesday, 30/3/1920

Picked up a bit more business in Calcutta to work along our route. Had everything stacked away in Bus and a few advertisements painted on wings “Shell” under top main plane, “Ford” top lower main plane, “Firestone Tyres” underneath lower main plain and “Milton” along under fuselage. “G.P. Tea” on the rudder only didn’t come to light with the cash and we had to paint it out.

Wednesday, 31/3/1920

Definitely fixed all our business with Cairncross. Transferred money from National Bank Calcutta to Bank of New South Wales Melbourne, Australia and had everything ready to start early tomorrow.

Thursday, 1/4/1920

Left Calcutta 7.30am. Flew over the town did some pamphlet dropping to complete our contract. Started on our course for Akyab 7.40am hit coast 9am. Passed through some beautiful cloud formations, had fairly good trip to Akyab where we landed at 11.40. Time in air 4 hours, 10 minutes. We stayed the night close to aerodrome with a Mr Clarke in his Bungalow. Sent wires back to Calcutta. The landing ground was fairly good, just a little bumpy but on knowing this could be avoided. Akyab itself is a quiet little place nestled on the north west coast of Burma. Had assistance here from the Italian mechanic to fill up ready for next start.

(London – Akyab : 99 hours, 55 minutes)

Friday, 2/4/1920

Left Akyab 8am. Very thick white fog below on the mainland. Followed rough islands down off coast as far as Sandwaddy. Crossed Youka Range which was very rough country and plenty of bumps amongst high mountains until we struck the Tharrawaddy, where we had forced landing in river bed near Sandyue. Very lucky to get down without crashing and much more lucky to get away again. Natives were very excited here and many swam river from town opposite side to see our Bus, which they thought was an infernal machine. After struggling for two hours we got out of soft sand into hard patch on bank which natives cleared of wood, bushes and other obstacles. For us it was a boiling hot day and we just cleared fence at edge of river taking off. Very bumpy caused by heat between Sandyue and Rangoon, where we landed after circling town at 2pm. Actual time in air: 4 hours, 30 minutes. Good landing ground, but to small.

(London – Rangoon : 104 hours, 25 minutes)

Saturday, 3/4/1920

Had dinner Mr Brown Manger Rangoon Times. Again met Lieut. Mazier and Ferraran, the two Italian Aviators leading in the Rome-Tokyo flight, but Capt. Matthews got ahead of us two days here. Worked on Bus. Fixed carburettor that was giving some trouble and had everything prepared for a flying start in morning and try and get as far as Victoria Point. Rangoon is not a bad spot, not quite so lively as Calcutta, but has the most wonderful and the largest pagoda in the world.

Sunday, 4/4/1920

Saw one Italian machine leave for Bangkok only he had engine trouble and came back and smashed his undercarriage on landing. We left ground at Rangoon 7.10am making for mouth of Rangoon River, leaving the hazy land behind to cross the Gulf of Martabar, a jump across water of 70 to 80 miles after loosing sight of land which we left in fog. The old engine started running a bit rough, it was evidently some oil trouble as it was splashing about rather freely and things got so bad that when out of sight of land anywhere we never expected to see it again and made every preparation for landing in the sea. Engine was kept riding with an evident ceasing up noise. Things weren’t looking at all bright when we donned our inner tube life belts, a flask of brandy and an axe to make a raft was handy, to make things worse we ran into a very thick cloudbank. We were over water for nearly three quarters of an hour and making in direction of Moulmein where there was an emergency landing ground and where Ponlet the French aviator crashed or got stuck up with a closed engine. 

We never really had much hope of reaching Moulmein and had practically given up the ghost, when out of the haze we sighted forces of steep cliffs, then a muddy bottom of river mud about the Salwen. Then some paddy fields, a harbour, the river and Moulmein where we soon spotted the racecourse. That was the landing ground which was dotted with Burmese natives. We circled round a few times giving them a chance to get off the ground. Instead of this however, they seemed to accumulate until there was quite 10,000 all over the ground. We were in a corner and the fourth time round we wrote a hurried note saying to clear the ground, we are in trouble and want to land as there was no landing space to be seen anywhere. Tying this note to a piece of shock absorber and a flag, we dropped it and saw the few Europeans that were there making an effort to clear the natives without much success. We had to get down in quick time, so choose the part with most clear space nearest to the town which was on the curl of a hill and very bumpy. A landing was in a way effected at 8.10am, but owing to small space and bad ground the faithful old PD was sadly crashed, smashing undercarriage, propellor, emergency tanks and main petrol and oil tanks, also radiator and wing right hand lower.

(London – Moulmein : 105 hours, 25 minutes)

Monday, 5/4/1920

We stayed at government rest house in Moulmein. Had breakfast with Mr Brown, Deputy Commissioner and his wife. Saw Mr Mitchell, agent for McKenzie company Rangoon. He went to Bus with us and we examined and found out extent of damage. He promised to do everything to help us fix her up again. Which we intend trying to do.

Tuesday, 6/4/1920

Visited machine and arranged to have native to build shed over her to protect fabric and woodwork from very strong sun. Met Mr Slendinming who very kindly extended invitation to us to stay at his bungalow while we remained in Moulmein. Shifted from rest house out to his place that night.

Wednesday, 7/4/1920

Had quiet day. Sent few wires to Calcutta for spares, also one to Peter Dawson and Sydney Sun.

Thursday, 8/4/1920

It is three months today since leaving England and with all our reverses we are still as keen on reaching Australia. Started to lift machine up with aid of some of Mr Mitchell’s coolie labourers, building planks under to get her in flying position. This was a slow job. Sent wheels away to be tried up as one was fairly badly buckled.

Friday, 9/4/1920

Visited sawmill to look for wood suitable for new undercarriage which had to be built. Chose some native Burmese wood, although not suitable owing to weights, was very tough and strong.

Saturday, 10/4/1920

Couldn’t do much all day, as we were handicapped for tools and proper material. Went for motor ride and spent evening at the Club.

Sunday, 11/4/1920

Stayed home mowing. Went out with Glendis in afternoon.

Monday, 12/4/1920

Decided to go to Rangoon and try and build new propellor. Also took old radiator to try and fix up, cross ferry to Martaban Station and left by train from there at 6.30. Had Bus and what was left of old propellor.

Tuesday, 13/4/1920

Landed Rangoon Station 7.30am. Went by car to Mart Mansions Hotel where we stayed previously. Had breakfast then went to McKenzie boy’s Garage and Workshop. Saw assistant manager and got some meant to work on radiator which I wanted finished in 2 days.

Wednesday, 14/4/1920

Spent a quiet day in Rangoon. Visited Mr Brown, Rangoon Times in afternoon. Spent evening at Boat Club.

Thursday, 15/4/1920

Went to McKenzie’s to see how they were getting on with radiator, but still not finished. Cannot make propellor as there is no suitable wood.

Friday, 16/4/1920

Did some writing. Heard from Cairncross that he was coming down from Calcutta and that he had fixed up propellor for us.

Saturday, 17/4/1920

Got old radiator from McKenzie’s and had it sent on to Joe at Moulmein. I don’t think it is any good, if not, will have to try and fix car radiator.

Sunday, 18/4/1920

Spent morning in hotel. Went out for drive with Mr Brown and his wife in afternoon in their car.

Monday, 19/4/1920

Met Carincross off the boat from Calcutta. Had dinner with him at the Royal where he was staying.

Tuesday, 20/4/1920

Had quiet day at hotel. Wrote few letters home, went for walk in evening.

Wednesday, 21/4/1920

Went back to Moulmein taking the two Italian mechanics to help us fix up our Bus. Cairncross and his wife also came.

Thursday, 22/4/1920

Spent day in Moulmein and returned again to Rangoon that evening with Cairncross.

Friday, 23/4/1920

Landed Rangoon. Wet and stayed this time at the Royal Hotel. It being more central and handy than the Mimto Mansions Hotel.

Saturday, 24/4/1920

Had McKenzie manager and went over their stock of car radiators choosing tow overland radiators as most suitable for fitting on Bus.

Sunday, 25/4/1920

Went up and through pagoda which is quite an interesting place, having some of the finest Burmese carving in the many temples.

Monday, 26/4/1920

Went round Rangoon to different places of interest, spending evening at the Boat Club.

Tuesday, 27/4/1920

Had lunch with Mr Brown, Rangoon Times, spending most of the day at his place.

Wednesday, 28/4/1920

Met Joe who came down from Moulmein that day. We went to see how they were getting on with radiators but they were not finished.

Thursday, 29/4/1920

Had a cinema picture taken of us both at different business places in Rangoon by Mr Whiting representing Universal Films.

Friday, 29/4/1920

Decided to return to Moulmein. Got radiators which were fixed and left by train that night.

Saturday, 30/4/1920

Landed Moulmein. Italian mechanics practically had Bus ready to fly only waiting for propellor which we expected from Lahore in India.

Sunday, 31/4/1920

No further daily record kept except 8/5/1920 until 26/5/1920.

Saturday, 8/5/1920

Four months since we left England.

Wednesday, 26/5/1920

Got Italian Caproni propellor from Calcutta. Had it fixed on Bus and owing to bad take off the there was on racecourse, part of main road had to be used. Had to cut down tree and remove lamppost for clearance and level ground just where the road branched on to racecourse. Even then there wasn’t too much space so Joe being the most experienced thought it advisable for only one to go on machine and land at Amherst on the beach which he had gone to by car and previously examined and where our full supply of petrol and oil was. All Moulmein turned out and surrounded the course to see take off which Ray managed beautifully, considering the disadvantages. I fixed up things in Moulmein then motored down to Amherst with all our spare gear. Time in air 20 minutes. Left Moulmein 12.15, landing Amherst 12.35.

(London – Amherst : 105 hours, 45 minutes)

Thursday, 27/5/1920

Left Amherst 9.45am. Had a beautiful hard white sandy beach to take off from and a fairly good day. Everything going good barring slight vibration from the Italian propellor which was slightly warped. Overhauled rear radiators working splendidly. Landed at Victoria Point which is the most southern part of Burma and was met by Mr Hall, manager of the Nevea Rubber Estate. Filled up petrol but could get no oil. Stayed with Mr Hall that night. Time in air: 5 hours.

(London – Victoria Point : 110 hours, 45 minutes)

Friday, 28/5/1920

Left Victoria Point 12.05. South coast Victoria Point landing ground very dangerous. Surrounded practically on three sides by high hills and trees on the other side, trees between sea and the aerodrome, but bad approach from any side. Flew over some very difficult country consisting mostly mangrove swamp, jungle and sea. About 50 miles north of Penang we had tourble with oil and petrol pressure. Oil caused by shortage and not having been able to get any at Victoria Point. Also struck some heavy rain and gusts of wind. Managed to keep the old engine jogging until we reached Penang when we got over the town she was just on her last legs and the only place we could see to land was the small polo ground behind the hospital which was really almost impossible as it was small and surrounded by high palm trees. Got down safely however after 5 hours flying from Victoria Point. Met by Major Bower, Commissioner of Police.

(London – Penang : 115 hours, 45 minutes)

Saturday, 29/5/1920

Examined and ran engine. Next thing found what we expected big end trouble running through her without oil. Had repairs and dismantling of engine done at Ulearre Bros. Branch there.

Tuesday, 15/6/1920

Had everything ready and left Penang at 11.45am. We were only in the air for ten minutes when exhaust pipe was noticed vibrating badly which caused us to make a landing at Prye Rubber Estate at 12 noon on very rough paddy field which cased tail skid to break and also strained undercarriage. We managed to have everything repaired by next day and ready to start on 17th.

Thursday, 17/6/1920

Left Prye Rubber Estate mainland at 10am and completed flight to Singapore landing there at 2.45pm on the racecourse. We were met by Mr Wearne of Warne Bros., Singapore and Captain Carol who is the pilot of night-Hawk representing Newport in the Far East. Total time from Penang : 4 hours 55 minutes. 

(London – Singapore : 119 hours, 25 minutes)

Tuesday, 20/7/1920

Left Singapore 9.30am. Had only left ground five minutes when we ran into Sumatra thunderstorm. Had very hard time trying to penetrate storm which drove us back over Jahore. We worked gradually round storm until we reach Singapore where we landed again. At 11am rain was falling hard.

Wednesday, 21/7/1920

Left Singapore again bound for Muntok on the Dutch Island of Banks. Encountered several squalls around 8am. We were flying over very dangerous country comprised mostly of jungle swamp. Finally landed at Muntok 12.30am. (Time in air from Singapore: 4 hours, 30 minutes. 

(London – Muntok : 122 hours, 55 minutes)

There is fairly big aerodrome here and as we were the first aeroplane to land here, people were very interested in it and also exceptionally good to us.

Thursday, 22/7/1920

Having checked everything and refuelled, we left Muntok at 9.25am. Struck very bumpy weather right down to Batavia where we ran into a severe ground fog, which caused us considerable difficulty in finding the drone at Kalidjate finally struck it and landed at 3.15pm. Time in air: 5 hours, 50 minutes.

(London – Kalidjate : 128 hours, 45 minutes)

“Airman escaping with his height indicator and joy stick – 500 feet more and the the BUMP.” John McIntosh Sketch on 23 May 1919 from Lesley Osborne Collection