Air Rally & Langkawi Fly-in (Oshkosh East)

Sungei Besi was chosen as the location where the foreign participants had to have their aircraft forwarded for the purpose of assembly and test flight. The aircraft came mainly from Australia, South Africa and Italy. By the 26^th July, Saturday 1997 the containers bringing the aircraft should have arrive at the base. Facilities such as transportation, crane services were arranged by the organizers in their preparations. By the 27^th July all the participants had flight-tested their machines except for the South Africans whose aircraft had not arrive. The Langkawi Fly-in (Oshkosh East) was the first light aircraft convention and exhibition held in Asia being organized by Le Proton LIMA. We that is Capt. Chung and myself were however deprived of the information until the last minute. For that reason we did not have enough time to prepare my “Challenger II “ micro-light for participation.

So we decided to join Charlie Tan of Aerochute Udara (M) Sdn Bhd as Capt. Chung offered to fly one of his Trike for demonstration purpose. Two Airborne Trikes were trucked to Langkawi and we drove there meeting up with Charlie. We met Wilson Lim of Le Proton and checked in the hotel arranged by them

Partcipants at Sungei Besi comprised of Deb and Wayne in their Australian Light Wing, Dave and Fred in their Thrusters, Nestor Slepcev and Shirley in their Storch, Peter in his Karatoo 6, Jack a Malaysian in his Quicksilver GT 500, Valerio in his Italian Stork.

The problem was the haze, the Indonesian farmers in their usual practice of un-control “slash and burn” policy had fuelled forest fires over vast areas had created a hazard that blanketed the whole area included neighbouring Malaysia and Singapore. Visibility was greatly effected and was so bad that you could not see the wind-sock at the other end of the airfield. The 28^th July “D” Day was the official flagging off with Dr. Mahathir and other dignitaries in attendance. Not withstanding poor visibility the Rally departed Sungei Besi in the afternoon and headed for Melaka via Kajang, Mantin and Seremban a distance of 61 nautical miles. Upon landing at Melaka they were accommodated in the “Eagle’s hanger a brand new factory of 500 acre. The next day the haze was worse and flying had to be cancelled due to bad visibility as micro-light are allowed to fly only by visual in clear and under good weather condition.

The 30^th July, Wednesday visibility was as previous day and they were not allowed to fly into Kuala Lumpur International Airport as nobody wanted to bear any responsibility for their safety or having to answer their embassies.

Charlie Tan with Capt. Chung Nestor Slepcev

Instead they suggested an alternative scheme that would take them to un-control airstrip at Jenderata, a United Plantation private airstrip 170 nautical miles north of Melaka. The plan was acceptable and from there they flew to Ipoh only 40 nautical miles north east of Jendarata. As foreigners they felt un-easy flying over the jungles of Peninsular Malaya as they must have been fed with stories of man-eating tigers.

I understood their feelings as I myself felt the same thing when I flew alone in my “Challenger II” from Mersing in the East Coast across to Batu Pahat in the West over tiger territory. There had been reports of frequent sightings in the areas of Kluang, Kota Tinggi and Kahang; the area I covered. Of course I was nervous and uneasy as I flew over endless green canopy of giant trees that spread like a carpet over the whole area. And the ugly thought of ending up below in a wrong place, wrong timing with hungry tigers eager to have you for meal was not entertaining.

The group landed safely at Ipoh and transferred to the hotel for overnight stay and the next two days were “free & easy" to go shopping and sight-seeing. By then the South Africans had joined the Rally with their Cessna and Piper Cub.

On 2^nd August, they were officially a flagged off for the next leg to Kangar the northern most Malay State of Perlis that borders the southern province of Thailand. Kangar is a flat country making up of padi fields as rice is local staple food and the main agriculture crop. However, the flyers got off the ground that day but had to abort and returned owing to poor visibility. The next day 3^rd August, Sunday they were determined to fly off if they could see the windsock at the end of the runway. The next destination was to Taiping via Batu Gajah and Pantai Remis. The Taiping airfield located in the centre of the town but had not been in use and partially neglected.

From Taiping they departed for Alor Star via Kulim a distance of 70 nautical miles flying over vast stretches of padi fields. Over Alor Star the scenery was beautiful with padi fields all around is known as the rice bowl of Malaysia. However owing to the haze and poor visibility they were forced to fly at 500 ft above ground level which was alright for micro-light. They landed safely at Alor Star and were entertained at the Kedah Flying Club. They were temporary delayed owing to the haze and they were off again as soon as visibility improved due to rain. And relying on their GPS they arrived at Kangar at about 1630 hours. After landing a full reception was accorded to them with State and local officials in attendance.

The 4^th August, they were to arrive Langkawi at about 1100 hours to be in time for the opening speech by the Prime Minister of Malaysia Dr. Mahathir. They left Kangar after breakfast and flew the last 30 nautical miles over water; across the channel and arriving overhead Langkawi at 1,500 ft. We were at the International Airport at Padang Matsirat waiting as they appeared. I was particularly interested in the “Storch” that Slepcev was flying. The “Storch” a high-wing was developed by Slepcev into a scale-down replica of the original Fiesler Fi-155 Storch aircraft. The famous Storch was deployed by the Nazi Commandos in a daring raid to rescue the Italian leader Mussolini from his hilltop prison.

Author with Slepcev replica of the German Storch.

Specification of Slepcev Storch Mk 4 with Rotax 912 engine.

Cruise: 70 knots

Top Speed: 85 knots

Stall speed: 15 knots

Rate of climb: min. 900 ft per

Take off distance: 30 – 50 ft.

Landing distance: 30 – 50 ft.

Service ceiling: 15,000 ft.

Fuel capacity: 75 litres

Empty weight: 289 kg

Gross Weight: 480 kg

Length: 6.8 meters.

Wing span: 10 meters.

Wing area: 16 sq. meters.

Number of seats: 2

The main landing gear is very strong and robust, could withstand heavy landing without any problem. It had excellent all round vision owing to the glass-cage cockpit with clear overhead sunroof. The long range extra fuel tank took the shape of a bomb under-slung in the belly. In World War II camouflage and German markings, it is still my dream-plane and if I could have some hours in it I would be satisfied. Anyway we had the opportunity to meet Nestor and his wife Shirley as they put up at the same hotel. Later we had the chance to examine his aircraft and took pictures of him and his wonderful invention.

The previous day, Sunday had been very unfortunate when a sudden storm hit the island at about 1730 hours and damaged the 3 micro-lights from Batu Pahat. The micro-light a Mx single, a Ralley and a Skywalker were hurled against each other by strong winds and sustained serious damage.

On the 6^th August, Wednesday we attended a briefing at the Control Tower with others on procedures and flight safety. After that we prepared our “Airborne” trike with Capt. Chung as Pilot and I sat in the backseat. At 1015 hours we taxied to the main 12,500 ft runway and positioned at the threshold runway # 21 before being cleared to take-off. It was a very short run before we were airborne and allowed to do only one circuit before landing. It was short demonstration and we were happy to have had the opportunity.

Later another bad accident happened when a Malaysian Air Force “Nuri” helicopter performing a “search and rescue” demonstration hovered over the area of parked aircraft. As a result a “Zodiac” experimental aircraft belonging to Rakan Muda was flip-over by the powerful down-draft and completely damaged the aircraft. The 400 kg “Zodiac” was one of the 48 aircraft that took part in the 5-day air show. It was a sad day not only for Rakan Muda but also to most of us to see the beautiful (Rm 220,000) aircraft completely written off.

Author with Capt. Chung

Rakan Muda “Zodiac” that was wrecked

Karnival Johor’96



On the 15th August we saw a flurry of excitement because the day after would be the day for the departure of our little air armada of 13 micro-light aircraft the largest group ever seen in Malaysia. Our destination was Malaysia Technological University (UTM) at Scudai in conjunction with the “Karnival Johor 1996”. For the first time our Batu Pahat group had assembled a wide collection of different types of micro-light such as the GT 500, the Challenger II, Vectors, Quicksilver Mx’s, 4 Sports model from 4B Flying Club, an Aero-chute (Conti brothers) from Australia and some para-gliders Eric Lee and his team. The Karnival would also include demonstration flights, joy rides, static display and workshops.

The organisers for promotion had arranged hand painted batik on a 2-km long cloth with some local artists participating for submission to the Guinness Book of World Records. The carnival was sponsored by the Tourist Promotion Board held it’s 5th year being the biggest in terms of activities and participation. For the foreigners and Singaporean it was an opportunity to sample good local food, try out fruits like durians despite it’s offensive smell or to watch the cultural performances.

That night our air boss Mr. Tay had gathered all the pilots and gave a briefing on our flight plan. The 4B Flying Club Quicksilver Mx’s and that of ours have to stopover at at a place called Benut for re-fuelling owing to their small fuel capacity. The GT500, the Challenger, the Polaris Trike and the Vector could proceed direct to UTM without having to refuel. Fortunately in that morning Chris and I had time to drop in at the University to survey our improvised landing ground.

It was the football field stuck right in the midst of the huge complex; long enough and already clearly marked out and we felt that it should not be of a problem. What we were worried was that the approach to the landing was rather tricky. The path would take us by the hillside with buildings, antennas and descending there were other obstructions, a piling-tower, lamp-posts, trees and the fence before the landing ground. Anyway we were glad that we did observe all that we needed to know for our safe passage in. We then proceeded on to Batu Pahat quite happy and contended.

On the 16th August with Chris as co-pilot, we took off at 0930 hours after our air boss Mr. Tay. We were following our leader as he trekked coastal heading south and the weather had not been that promising. After passing Benut, the weather had worsened with dark clouds building up and coming from Singapore blowing inland. Mr. Tay in his GT500 was ahead and we watched him disappeared into the clouds. We were worried as the dark clouds appeared threatening and we did not want to risk going through. So we avoided by heading out to sea that was on our right. As the threatening dark clouds passed we turned inland to cut across hoping to catch a glimpse of the GT500. The visibility was excellent but “shit” there was no sign of our leader, it appeared that he had evaporated into thin air; so we pressed on hoping for the best. We were over the area of Kampong Kelapa Sawit with the mountain ranges of Gunong Pulai on our right towering up to 2,147 ft.

We were flying at about 1,000 ft and through low-lying clouds when we spotted the North South Highway around Kulai, so banking right we continued our way south. I was flying IFR but not instrument as “I Follow Road”. After a short while we were over lower end of the mountain when we were rewarded before us a spectacular sight of the sprawling University Complex. We circled overhead on look out for our leader but there was no sign of him.

So we decided to go in for a practice or a dummy run over the runway to familiarize ourselves before going in for real. We descended from north over the hillside with buildings and antennas and lined up with the improvised runway, coming in between another building and the piling tower. We then came over some trees, lamp-posts and finally the fence before the threshold appeared. Making a low pass to the other end and climbing again for a “go around”. As we got around we retraced the same flight path leading to the landing. That was over the hillside, the piling tower, the trees, the lamp-posts and the fence. We managed to put her down gently but the ground was wet, soggy and bogged us down. The loose turf was everywhere and some got inside our small clearance left wheel pants and jamming the wheel. We swerved to the left with the wing dropping low almost touching the ground. Fortunately owing to the drag and lost of power, the Challenger up-righted itself in nick of time. The VIP’s including the Manager of DCA Johor, Inche Rahim were at the grandstand watching. I am sure that they had their eye-balls almost bulging out of sockets when they saw the plane tilted dangerously.

Meantime we ourselves were shocked at what happened and later learned that the landing ground was in such a mess because previous day it had rained and the field was used for the game of polo. Just imagine a dozen horses running about chasing a ball, churning up the turf and turning the field into a quagmire. We nervously taxied to where a marshal directed us to the parking area and we shut down for the day. It was un-expectedly a harrowing experience and up to this day we had never forgotten. We were the only ones that got through that morning. In the evening the rest of the group from Benut and Batu Pahat appeared overhead and came in to land one after another. We were allotted to stay at the hostel within the campus. I decided to become a human dobberman to keep watch over my aircraft and pitched my tent beside it.

On the 17th August, the event as described by Paul our spoke person that a total almost 20 micro-light aircraft were exhibited. Some of the aircraft put on flying displays in the morning when the weather condition were fair.

A crowd of spectators were especially thrilled at the aerial performance by the three aero-chutes as they flew in formation, with one proudly towing the Malaysian flag. A graceful flight of the Para-gliders also mesmerised the crowd; it was like a ballet performance in the sky. There had been an accident when an aircraft from 4B flying Club had over-shot the runway and aborted landing by pulling up but could not clear the trees obstacles at other end. It hit the branches and crashed onto the road. Fortunately the pilot and the passenger walked away with minor cuts and bruises.

The heavy rain in the afternoon caused the cancellation of most of the flying activities that had been planned. Datuk Wira Mohd Ali bin Mohd Rustam, the deputy Minister of Transport arrived at 1500 hours and declared the Air Carnival open. A number of aircraft taxied pass the VIP Grand stand in salute.


Micro-light on display at the UTM, Scudai

Interviewed by Datuk Ali Rustam (From left is 3rd) 4th is Inche Rahim.

On the 18th August as in the past two days, hordes of people came to view the micro-light that were on display. Some of the University graduates dressed in their graduation attire came to pose at our aircraft for photo-shoot.



Aerochute flying over UTM, Scudai displaying Malaysia flag

At about 1630 hours we were preparing for our departure, some especially the Mx’s would have to stop-over at Benut for refueling purposes but the rest would fly direct to Batu Pahat.

I had started my engine warming it up whilst waiting in queue for my turn. The Mx’s before us took off one after another and headed north for Benut. I had a passenger I forgotten his name. Anyway when our turn came up I pushed the throttle forward to full power. The Challenger II begun it’s run gradually gathering momentum, however the ground was wet and soggy and had many pockets of water. As we ran over, it impeded our acceleration owing to the drag. It was frightening having run more then half the field creating many sprays and still no lift. The fence ahead of me grew larger and larger as I sped towards it. Somehow I sense I could not make it and so I aborted the take-off by shutting down the engine. I managed to swerve to portside in time to avoid crashing into the fence. I slowly taxied back to the starting point and reluctantly disembarked my passenger.

Without that extra weight it would be less drag and I was sure the chances of lift was more likely. Finally at 1730 hours I took off after a long run and just managed to clear the fence. I flew west along the Pulai mountain range towards the catchment area. The aerial view of it was fantastic, very beautiful and I headed for the coast flying over Pekan Nanas towards Pontian. The two nights roughing out in the tent had been rather taxing and suffered backaches and lack of sleep. The sleeping bag did help to cushion but apparently not enough for the ground was hard and uncomfortable. Anyway I was glad that it was over and I was on my way back to base. I was alone and overhead Benut with the comforting sound of my engine assuring reliability. The monotonous rhythm was so soothing to my ears that I was drifting to slumber land. Suddenly I realized the danger that I was dozing off and gave my face a tight slap to awaken me. Then I kept myself occupied by singing some songs to keep alert. That paid off and soon I was approaching Senggerang and beyond that our base Tanjong Laboh. Upon arrival at Tanjong Laboh I circled overhead as usual to announce my presence before coming in to land at Runway #33. I landed smoothly and taxied slowly to my hanger. The time was 1900 hours and I had taken one hour and thirty minutes.

The Chopper Ride



After school I begun working life hopping from one job to another and for some years been
out of touch with aviation. It was only in 1985 when the opportunity to fly arose, I was
then working for the Singapore Soviet Shipping Company. The company was a joint
venture between the USSR Government and our rubber magnate Dato Ng Kwee Lam
The ship’s owners wanted an aerial photography of their bulk-carrier passing the straits for
advertisement purposes.

I was delighted and upon confirmation set about making arrangements, fixing hire of
helicopter with Heli-Orient Company and engaging a professional photographer Frederick.
The day came, 16th March and I thought what an appropriate present as it happened to fall
on my birthday.

Frederick picked me up first and then we proceeded to Seletar Airbase, where our colleague
Francis Lim joined us. After security check at the guard house we went to the hanger, where stood a Bell Jet ranger helicopter all set and ready to go. The portside sliding door removed for purpose of photography. We met our pilot, Capt. Patrick Tan who gave us a Pre-flight briefing and in case of emergency the use of lifejackets. We got unto the chopper, I sat in the front left seat and Francis sat behind with Frederick the cameraman.

This was the first time I sat in a chopper and was amazed with a magnitude of instruments all
over the place, front panel, sides, below and above our heads. We could see the sky above our heads through the sunroof and the same below at our feet through the Perspex.

As we settled down properly strapped and ready, the pilot started the engine and the rotor
blades started to swirl around slowly at first, then gradually increasing momentum creating
a high pitch whining sound until it reached required rotation speed. By then the sound was deafening and the vibration became more apparent and we had a good shaking-up. As Capt. Tan applied more power, we felt a jolt followed by a feeling of floatation; we realized we were airborne hovering just above the ground.

We moved slowly forward to the center of the field where there was a marker painted in
white forming the letter “H”. Apparently this was the holding area awaiting clearance from
the control tower. After a short while we must have obtained clearance as the chopper begun to ascend, climbing gradually and gaining height over Seletar Island in the Johore Straits. We made 180 degrees “U” turn and headed South for the Straits of Singapore flying over Khatib, Yio Chu Kang. Noticeably at a distance a battery of Bloodhound surface-to-air missiles stood out prominently in immaculate white finishing with contrasting black tips sitting in their respective launching pads all poised and ready to go. Nearby was the tracking module with the radar activated and revolving slowly. The newspapers had reported that they were our guardians of the sky and that gave me the assurance that I could sleep peacefully at night.

Bloodhound S.A.M. on launcher

It was manned by the 170 Squadron of the Singapore Air Defence Artillery and became fully operational in the year 1974. They provided the missile shield as a second line of air defense should the enemy be able to penetrate our first line fighter interceptor screen equipped with Hawker Hunters FGA9. The high-level defense system had an exceptional range of 50 miles.

Over Mandai catchment area we saw some golfers exercising their skills in the blazing morning sun. The Mandai forest reserve covered quite an area with an impressive canopy of gigantic trees that spread like a huge green carpet surrounding the reservoir. The Radio Tower on the top of Bukit Timah hill was conspicuous as it stands on the highest point of the island at 166 metre. As we approached Clementi area I got excited as I searched to spot my block, the canal that ran besides Pandan Gardens looked flooded with the banks almost overflowing. I noticed my block at the far end of Teban Gardens and felt extremely rewarded
by this lovely sight. It was fantastic especially looking down from above for the first time and everything seemed to have shrunk like a miniature town set.

We flew over the Caltex Oil Refinery, cramped with a lot of storage tanks and headed
towards sea. Overhead the western part of Singapore we could however see a distance up to
Kukup Island just off the western coast of mainland Johore. Below us many vessel riding
anchor at West Jurong Anchorage within the boundary and safe waters of the Port. A little
further out we saw some vessels sailing pass, keeping to the two-way Traffic Separation
Scheme of North and South bound. It was obviously a very busy and congested water- way.
At our altitude I found it difficult to identify the vessel. We tried to communicate by VHF
radio on the marine channel but of no avail.

We had no alternative but to descend lower and check out each vessel. Finally we flew pass
Sultan Shoal Lighthouse towards eastern part of Singapore. Incidentally we spotted a large bulk-carrier sailing eastward; it appears to fit our specification of having twin-funnel. So to check it out we descended still lower until we could read out the vessel’s name at the stern as the “Aleksandr Matrosov”.

By then the ship’s officers had gathered at the portside bridge-wing and began waving and
we acknowledged by waving back. Our photographer Federick wasted no time and
immediately began to shoot as many shots at different angles. The bulk-carrier had unusual cargo on deck, there were two large sea-going hydrofoil passenger boats plus 4 other smaller ones. All were being secured down by lashing.

We circled several times for Frederick to shoot away with his Mamiya camera until he was
satisfied. He was seated on the open-side, being exposed to take advantage of un-restricted
view. For safety measures he was strapped to a monkey-harness secured to his seat.
I lost count of how many circles we made in order to get a good shot.

Finally the job was done and as we broke away, waved “Farewell” to the ship’s crew;
ascending slowly we made our exit gracefully. We flew towards Pasir Panjang where we saw our Fish Factory ship named “Sulak” had berth alongside the wharf for loading of ship’s
stores. We flew towards West Coast, Pandan Reservoir and steadily retracing our route back to Seletar.

Overhead Bukit Timah Turf Club we saw horses galloping furiously for the entertainment of
a multitude of fortune seekers. At Ang Mo Kio we noted that the MRT still under
construction with the workers busily going about with their activities. Nearing Seletar airbase we could see from a distance 2 light planes flying in circuit pattern over the airfield

In the cock-pit of the Bell Jet Ranger helicopter

Our pilot was again busy talking to the Tower before coming in for landing, descending gradually and lining up with the runway for the Finals. Keeping to the centerline we could see the Runway marking reading # 03 conspicuous in immaculate white, just after the black and white quartering piano keys.

We paused for a short moment allowing a small aircraft to taxi before we crossed over to
our hanger. Some golfers near by had to abandon their activities as the down draught was
stirring up a lot of the dust, creating a temporary nuisance and sending them racing for cover.

Finally we hover in front of our hanger before Capt. Tan put her down gently and safely.
We emerged from the helicopter feeling happy and contented of having accomplished a
successful mission. It had somewhat rekindled the spark inside which over the years seemed to have slowly flame out.

Micro-light: What is it ?


The first time I saw a micro-light was I think around 1980’s at the Asian Aerospace Show held at the Changi International Airport. I was walking around the parking bay with my son looking at the static display when we came across a row of strange and ugly looking flying machines. Strongly urged by curiosity we went to have a closer look and discovered with a shocking effect that the construction was of aluminum tubes. It took the form of a skeletal frame built around a buggy as the fuselage and had high wings.

The buggy had an “A” frame and down-tubes that supported the root-tube to which the wings were connected. A king-post affixed at the top of the root-tube held the wings in position by the upper wires when it is on the ground. The under-surface of the wings ran the lower wires also known as the “flying wires” and secured to the buggy. It held the wings in flight. An under-slung 6-gallon fuel tank fixed at the forward part of the root-tube and the other end held a small two-stroke inverted engine driving a 2 bladed wooden propeller. There were two upper-booms protruding from the wing’s trailing edge, one each from the port and the starboard side. Together with two others lower-booms port and starboard sides from the buggy supported the whole tail-plane.

The skin covering the surface of the wings and the tail-plane were of multi-coloured durable synthetic fabric used same as in sailplane or sailing boats. The seating is for two in a side-by-side arrangement. It had a “tricycle undercarriage” that is two main wheels and a nose-wheel in front. What shocked me was the total absence of the floor-board in the cockpit, the wrap-around front wind shield/screen and windows. It was completely naked so as to say, the absence of what I would consider normal expectation of a cockpit. It was bare essential and without frills.

To me it seems life threatening and scary enough for you are practically flying by the seat of your pants. In the open cockpit concept the wind would be blowing right into your face
as you sit there fully expose to the mercy of the elements. For a while I just stood there wondering, my small brain went into a long search of understanding. It seems ridiculous and definitely not my idea of flying, with legs that could dangle in mid-air and the wind that will blast one’s face.

My question was is it a circus plane purposely built for the clown to fool around entertaining the crowd or simply for the brave-hearted. The irony was that it did not occur to me at that time that I would end up flying it. Only much later did I realized the full potential of this simple flying machine and the impact that it would have on recreation or fun flying. By it’s simplicity in construction, the maintenance is kept low by comparison to that of General Aviation. Obviously it makes micro-light flying more appealing and affordable to the ordinary man in the street with a low budget. It is an opportunity for those seeking air adventure especially the youth to take up the challenge and soar into the skies. In order to experience the exhilarating feelings of being in flight like a bird or nearest to it. At the same time to enjoy a bird’s eye view of the scenic surroundings; this time in looking down instead of the normal norm of looking upwards from the ground.

Asean Aerospace show at Changi Airport

Today advance technology has a great influence in the micro-light industry with better material, design and performance. New models with up-rated engines could fly faster, further and safer. Some daring and adventurous pilots have flown practically around the world. Generally to-day micro-light have been proven beyond reasonable doubts to be reliable; it could fly to distant places. You can call what you may a recreation, sports or fun flying; it is a challenge more exciting and demanding than any other. However it also carries an intoxicating effect akin to that of drug-taking. You get one shot in the air and you will be back for another.There was another micro-light called the 'Flight Star' that employed the same principle, skeletal frame, high wings and tri-cycle undercarriage. However the wing-root extended further to the front where a traction-engine is mounted. The cockpit was protected by a large windshield mounted at the end of the nose section.

In Malaysia, the definition for a micro-light by the Department of Civil Aviation is as follows:
a) The empty weight must not exceed 150 kg
b) The wing loading factor at maximum must not exceed 10 kg per square meter.
c) The seating capacity restricted to 2 persons including the pilot.


The EAA 1090 is a chapter in Malaysia under Capt. Siva who is the President with office in Kuala Lumpur. He undertakes the task of promoting and encouraging people especially the youth to participate and be part of the aviation community.

EAA means “Experimental Aircraft Association “ an organization founded in America
in 1953 to promote flying for it’s future generation. It has chapters Global catering for the enthusiasts in the fast expanding world of aviation,.

In the States the Association stage the greatest air show on earth at a place called “Oshkosh” a Mecca for the aviation lunatics like us. Some more than 12,000 aircraft of various categories assemble for the “Show”. The pilots have their opportunity to display their skill and bravado to thrill the fanatical crowd of thousands. Just imagine what a nightmare for the organizers and especially the air traffic controllers as numerous aircraft of all descriptions converge to this particular ‘hot spot’. For some of us flying had been our childhood dreams, each time we hear the sound of aircraft engine we would automatically look up to the sky. We are attracted by sight and sound; eager to know what type of aircraft, civilian or military, fighter or non-combatant. So when the opportunity did presented itself, we took the advantage to make our dreams come true.

Oh shit ! I’m going down

On Boxing Day the 26th December 1994 we crossed the Johore Causeway at about 5.45 in the morning heading for Batu Pahat, Malaysia. The drive along the coastal road was refreshing in the cool environment of the countryside. We chit-chatted all the way in
order to keep the driver alert otherwise he might easily doze-off. We stopped for breakfast of roti-prata at a small town of Senggarang. After our breakfast we continued another 5 – 6 kilometers to the airstrip. Finally we arrived at Tanjong Laboh, it had a semi-grass runway of 1,800 ft in length and the width of 100 ft. We immediately opened the hunger and rolled out micro-light a type called Mx II manufactured by the firm of Quick Silver. The American company had produced some 10,000 units at that time and still on-going. It is a beginner’s plane, it’s construction is simple being built of aluminum with fabric surface and therefore maintenance is low. Basically it is a “rags and tubes “ flying machine like the pioneering years.

Having done my “Preflight Checks” my mentor Mr. Tay appeared and told me to take her up while the weather was good. The Mx II did not have an electric starter so I had to pull-start by wrenching hard the starter cord. The tiny engine burst into life roaring loudly and
I got into the left seat. Pushing the throttle gradually the Mx started to roll forward slowly as I taxied it to the threshold of runway #15 that was in use. There were only 3 instruments to monitor the airspeed, the rpm and the exhaust temperature. The airspeed was a simple transparent tube with a long pin in the center that had a disc running through it. At the bottom of the tube was an opening for inlet, thus allowing the air to rush in, building up pressure and pushes up the disc. Meantime you could read the airspeed from the indicated markings on the side of the tube.

As I reached the threshold I had a quick glance around and was satisfied that there was no other air traffic. I pushed the throttle to the fullest and the Mx went charging along the runway beating up the dust. A sudden jolt confirmed that I had left the ground. I was airborne and gaining height as the Mx climbed gradually to circuit height of 200 ft. As I flew pass Jon’s hanger I made a left bank and found myself in the down-wind and parallel to the runway. At the other end I could see my mentor’s micro-light a GT500 being rolled out of the hanger. It was a beauty with sky blue wings flashed with red and
yellow stripes and with an immaculate white fuselage. When I was over the pond area there was turbulence and I was bouncing about until quick reaction stabilize the situation. Another left bank took me over the coconut plantation and repeated another one into up-wind leg. The reasons for the many left banks were because I was flying a left-hand circuit. It was a standard air traffic pattern adopted for the circuit at Tanjong Laboh. By then I was flying parallel to the runway again heading for the piece of hilly land jutting out to the sea which we called the “Cape”. I noticed that the wind direction had changed from observation of smoke arising from the kampong. In that case I had to switch to the opposite threshold in order to land against the wind. As a rule micro-light are not recommended to land tailwind for the sake of safety.

So continuing towards the Cape I did a left bank descending gradually into base-leg; flying over the tiny island which is the landmark for turning. Another left bank into Finals and the runway appeared before me. I focused at the threshold runway #33 and aligned my aircraft to the center between the first two markers, descending gradually. As I approached the hill on my left I was hit by turbulence at anticipated spot. The position was around where wind from the sea hits the hill and roll over the top causing turbulence. I managed to control, reducing speed and pitched the nose down descending over the oil palm trees.

Tanjong Laboh left-hand circuit pattern

Approaching the threshold I could see the white kapor (chalk) painted on the ground as an indicating mark for the beginning of the runway. The ground appeared to be rushing madly towards me as I came lower and lower. On passing the threshold I reduced power,
by applying a bit of back pressure on the control stick to maintain nose up. The Mx touched down with just a slight bump and rolled along. I immediately pushed the throttle to full and the Mx shot up again climbing furiously gaining height. That practice is known in aviation as “Touch and go” and we go through the exercise to gain more experience and thus sharpening our skills. Then it was left again all the way into cross-wind leg and into down-wind leg heading back towards the Cape.

Maintaining circuit height of 200 ft over the Cape I made a left bank descending gradually into base-leg to over the tiny island. In an attempt to turn left into ‘finals’ I was hit again by turbulence this time more severe that tilted my wings sharply. I was shaken and in panic abandoned my attempt continuing onward more to my right. I made a right hand teardrop a turn that would put me back to the base-leg. However I had lost height during the maneuver and was too low for comfort.

I pushed the throttle full for more power in order to climb but suddenly the engine stopped at that particular moment and so did my heart. “Oh shit! I’m going down”. It came as a complete shock for the unexpected had happened. In the spur of the moment I began desperately to memorise the lessons drummed into me during my training sessions on emergency landing. Fortunately I had one experience with my mentor when our engine malfunctioned and he put it down in a graceful glide safely back to the airstrip. I thought of it and remained calmed, maintaining airspeed by putting the nose down. I had in mind of the airstrip but that was out of question as I did not have the altitude to reach it. As I glided along the coastline the trees before me grew larger and larger to a frightening proportion. If I did nothing the danger of crashing into the trees was imminent so I looked for an alternative landing site. The only one available was a mud flat off shore and time was running out. I was in a situation like out of the fire and into the deep blue sea. I went in for my option gliding my Mx into position and hope for the best. In approaching I managed to avoid some obstacles by way of wooden stakes protruding out high above the ground as anchoring points for small boats. When I was low enough I put her gently for the touch-down and hope for the best but the mud was too soft. The Mx ploughed into it and on impact broke the nose section, tilting the tail right up. The mud hit me with such force that my helmet and goggles almost torn away from my face.

For a moment I was in complete shock, shaken from the ordeal and laid motionless. I was in mud up to my waist apparently the undercarriage had given way and I was lower than normal. As I came to my senses I first cleared the mud from my face to be able to see and ran my hands down to both of my legs to feel if they were broken. Fortunately they were not and I sigh with relief thanking the Good Lord for sparing his worthless creature. I was still strapped in my harness and worked by sense of feeling to release the locking mechanism. To extricate myself I held on the horizontal bar of the ‘A” frame above my head and hauled myself out. I managed to stand up in the mud and tried walking but it was laboriously slow and exhausting after a few steps. The after effects had taken toll I was badly shaken and even uncontrollably wet my pants.

Two fishermen nearby were equally surprised that the unexpected had happened, but they were of no help. In those frantic moments of struggle, I had drained out what was left of
my energy. My throat was parched dry as I laid there de-hydrated. Progress was dead slow one step at a time. You extricate one leg from the mud and step ahead before working on the other leg. I ended up sitting in the mud in complete exhaustion. My mind wondering whether someone at the airstrip had noted that my flight was overdue. I strained my ears to catch the sound of the search planes but to no avail. I then recollecting a few days ago when back home I was watching an old movie of some one fell into a quicksand and sinking fast. However the response had been timely as Tarzan appeared at the scene, handed out a branch and rescued him. That day sadly there was no Tarzan to the rescue but the two unconcerned fisherman going about with their fishy business.

That phrase “God help those who help themselves” struck me and I decided to act. Sitting down waiting was not doing any good as the tide was also coming in. I had to find a way so I decided to extricate one leg at a time from the mud and laid flat face down distributing my body weight equally over the mud. I discovered that in a “prone” position I could move better. So taking advantage of my new found solution I slowly made progress on all “fours” by crawling like an alligator towards the shore. At the tip of the Cape the shoreline was rocky with boulders towering high above. Further down it gave way to a mangrove swamp that fringed the shore.

Oh shit! I'm down

The mangrove created a natural barrier of vegetation that grew in close proximity with the multiple roots crisps-crossed or intertwine. To make matter worse the ground had pools of water making it slippery. On nearing shore I stood up and begun walking to the swamp. The going was slow hampered by this natural obstruction. I struggled by crawling under or climbing over but constantly slipping and falling. I was drenched to the skin and the mud gave out a very strong unpleasant odour.

The swamp gave way to higher ground and that became drier but the undergrowth was very much thicker. The gigantic trees were towering right up with their green canopy spread out shutting out the sunlight. It was dark only streamers of light manage to penetrate through some openings. It was a night-mare; just imagine a guy from a big city suddenly found himself in the darkness of a jungle with little sense of direction. The visibility was restricted to a few feet of the green, alien environment to which I was not accustomed to. Not only was I disorientated but also scared to death of encountering the wild animals. Meantime the unfamiliar jungle orchestra struck up a symphony of weird sounds that came I think from the crickets, frogs and other insects. At one stage there were some commotion created by movements of larger animals through the undergrowth as they scurried away. The ground was uneven and damp with decaying leaves and branches covered the entire floor. Humidity was high making it uncomfortably stuffy and I ended up soaking with perspiration.

The jungle

Occasionally I slipped and fell, crashing down to the ground but quickly got up to my feet, suffering only minor cuts or bruises. My greatest concerned was snakes, whether pythons, cobras or others; those creepy, slimy, cold blooded creatures strike instant fear into my heart. I was on a sharp look-out for them taking no chances.

As it was over our familiar circuit area I knew the ground well enough and was certain it was not a large area. I guessed if I kept on a straight course I would certainly hit a clearing. So with my fingers crossed I continued on praying at the same time. My eyes peeled wide opened to anticipate any danger. After a while I spotted before me a brighter stream of light penetrating through. I headed for that direction and to my relief found the clearing. Finally I stepped out into the open where the air was most cooling and refreshing. My confidence and moral was immediately restored.

As I walked down towards a stream I heard the sound of the search plane and looking up I spotted the welcoming sight of the GT500 piloted by Tay my mentor, with someone in the back seat. They flew very low just above tree top level and waved at me. My heart jumped with joy and I waved back sawing the air wildly.

On approaching a stream and about to walk on a single plank that laid across, when suddenly confronted a large awesome ugly looking iguana. Incidentally both took fright, the iguana bolted upstream creating a lot of noise and splashing the water as it went. Meantime I took flight in the opposite direction making a record breaking sprint to some distance away. I stopped for a while for things to subside before returning and crossed the stream without further incident.

Iguana local monitor lizard

A van was sent to pick me up and as we came to the airstrip I saw that the GT500 had already landed. The van pulled up at the hanger and a small reception party was there to greet me. Tay with the guys and the caretaker Noordin with his family were glad to see me in one piece. I was soaked in mud and the stench was over-powering. Rick was delighted to play fireman and hosed me down with a high-powered water spray gun. He was enjoying himself and apparently made me an object of fun thus entertaining those watching.

Tay immediately organized a recovery party to go and salvage the downed Mx before the in coming tide. We loaded all the things that we needed into the van, tools, ropes, planks, drinking-water and drove off. We arrived at the stream where I had earlier encountered the iguana. We disembarked and as we will have to go into the mud, all decided to strip down to only underwear. It was a terrible, unthinkable decision and most humiliating. It amounted to injuring our pride and dignity as pilots. However under such circumstances we no other alternative but to learn how to eat humble pie. I did not strip as I was already wet and saw no point in doing so. The party was comical as it consisted of a chartered accountant, an assistant manager, a government servant, a hair-stylist and a contractor. Now the scenario presented was really down right amusing; we had a group of semi-nude people, one had a pink underwear and we named him as the “Pink panther” So we begun our journey trooping in single file across the stream over an improvised plank bridge and vanish into the jungle. Had it been recorded on video it would certainly won us the title of the “Funniest people in the world”

As we entered the jungle we felt better as no prying eyes watching us for we had the cover of thick vegetation. I felt much relief as we are now in a group working as a team, a band of brothers relying on each other. When were nearing the shore we caught glimpses of our green Mx through the undergrowth. We reached the shore and waded into the mud like a religious procession going for a baptism ritual. Tay took the lead with me behind followed by Rick and Michael. We left Anuar at the shore end as the anchorman for the towline. Our tools were placed into a floating plastic container; we also brought along our ropes and the two pieces of wooden planks.

We reached the Mx by then the tide was raising fast and we begun to dismantle beginning with the rudder. By placing the two planks underneath the main wheels we found that it assisted in moving and we made some headway. We struggled using all our strength, pushing, lifting, cursing and swearing. Finally we had the tail swung around, secured it by rope and passed the line to our strongman at shore to haul in. Meantime we dismantled the nose section and Michael dragged it to shore.

At one stage we were really thirsty; the cold water brought by Michael was like a heavenly gift and we treasured it taking time sipping down leisurely. By 1300 hrs our stomachs were growling but we were still in high spirits and there were no lacking of jokes. We were thinking of good food and restaurant but how to get there. Not in our state; not acceptable they would definitely call the Police. Therefore it was decided that Anuar and myself would go to buy food.

We retraced our journey back to the van that we had parked near the stream. Drove to a small village named Koris not far from the airstrip and bought our food. On our way back we stopped by the river to hoping to find some fisherman that could assist in the salvage by sea. But nobody was around. So we returned to our buddies at the crash site with their lunch packs and we gathered on the rock boulders. As we had forgotten to take fork and spoons, everybody had to go “native” eating with our fingers or rather dirty fingers. We had no alternative but to wash in the muddy sea water; hygiene was out of question as we did not have the luxury of clean running water.

After lunch we were on the job again working even harder conveying the dismantle parts to shore. More willing hands from the kampong joined us and it was timely as the tide had already reached our waistline. The difficult part was carrying it through the jungle but luckily we had extra hands to distribute the job load. I was in the last group carrying one wing with two young Malay boys. The ground was uneven and slimy and we were from time to time slipping and falling. When we came out to the clearing our van had already left transporting earlier load. So we had to wait for the van to return and that would take some time.

Meanwhile it was getting dark as the sun was setting. The mosquitoes then appeared in strength and attacked us in an all out assault. We fought back, sawing the air with our hands, slapping our body where the mosquito had bitten. It was hopeless we were fighting a losing battle, they buzzed by our ears again and again; pressing home their mission. Finally we were saved in the nick of time when our van re-appeared. We loaded our wings and some parts that were left behind and off we went. The whole ordeal had lasted 12 hours from the time I went down up to the end of the salvage efforts.

Tay and his Quick Silver GT 500

That night Tay invited me to stay at his place and I gladly accepted. After a refreshing shower and a change of clothing I felt better. It had been a stressful day and now was the time to loosen up and relax in the comfort of a home. As I lean back on the sofa, I took time to reflect upon the whole event and firmly believe that I had escape miraculously without any physical injury. However I suffered a psychologically one and that was injury to my pride; I was the pilot downed. Obviously the One above had given me a second chance I would consider myself fortunate that I have been reborn with a new lease of life.

Building the “Challenger II "


We had been happily flying our old Mx II at Tanjong Laboh for already 10 months, when Jon came along and loan us a VHS cassette video. It was part of an information package that included brochures from the manufacturer of the “Challenger” ultra-light. In screening we found it not only captivating but strongly convincing to an extent that kept our eyes firmly glued to the TV console and our mouth drooling. The opening scenery was a flight demonstration by a dealer named Don Zank on a very fast clip-wing Challenger II. Then followed by a long-wing version Challenger II flying low over the meadows to the lively tune of “Oh what a wonderful world” by Louis Armstrong. It was exceptionally exciting, like a block buster thriller and it was an immediate “hit”. The impact was obvious we immediately fell head over heels in love with it and had driven me to look for my cheque book. I guess had it not for been for Jon our lives would not have changed at all. We would not have progress as we were at that time quite contended flying our old faithful machine.

The model that we were interested was the long wing “standard version” mounting a Rotax
503 engine that functioned as a pusher, driving a 2 bladed wooden propeller. The two-place trainer with tandem seating arrangement with condition for the pilot to fly only from the front seat. It had high wings supported by struts and with tricycle undercarriage made up of two main wheels and a front nose-wheel; a departure from the traditionally tail-draggers. The advantage was better visibility and good ground handling. The fuselage was covered by stits and as for the wings, tail sections it was covered by mylar (a protective laminated fabric) sailcloth. The fibre-glass nose-cone provided a streamlined and aerodynamic look that helps to reduce drag. The engine hung under the lower part of the wing root-tube near to the trailing edge.

In the early years the impression of a ultra-light or also known as micro-light was that it was not meant for long distance traveling. It was a fun machine for you to enjoy flying around your backyard. That was a misconception and with the advantage of newly found advance technology, the design and the power-plant of the micro-light had excelled by leaps and bounds And as the years went by engine reliability had improved constantly enabling it to fly faster and further away. That was proven beyond reasonable doubts when 3 Challenger II pilots flew across from Wisconsin all the way to attend the “Sun & Fun 88” held at Oshkosh. The trio headed by the boss and designer Dave Goulet with 2 other colleagues Zank and Coriston made a historic round trip of 2,200 miles. It was an extra 400 miles for Zank as he was furthest away. They won the special “Flight of Distinction Award”

Finally we unanimously agreed that the Challenger II was our choice as the best plane at that time available in the market. Generally it was good looking with clean lines and has
excellent handling qualities. Most important of all; the price was reasonable and affordable to us. Anyway around November 1993 I recalled rushing to Citibank at Shenton Way and banked in the sum US$ 7,608.00 as the final of the second half payment. The Challenger II had costs around fourteen thousand US dollars excluding airfreight and handling charges. That day David Leong and myself became the proud co-owners.

The shipment arrived Singapore on the 7th December and was later delivered to Jon’s
bungalow house at 45 Watten Estate. The garage was allocated to us as our sanctuary
for undertaking our sacred mission. The next few days we were seriously pre-occupied
in digesting our Builder’s Manual which we regarded as our Holy Bible. However when we did opened the wooden crates we found them packed with an assortment of aluminum tubes, sail-cloth, tyres and numerous smaller items. It took us quite a while to sort out on what we needed to begin with. For export purposes we received what was known as the “Knock-down version”. It meant that the main frame had been temporary built and then disassembled so that it could be packed into the wooden crate for shipment overseas. The major part like the fuselage lower frame came already pre-assembled to ensure alignment. The pre-drilled holes were found at the joints. The stays or down tubes were collapsed to save space for packing purposes. Upon receiving all we had to do was to up-right it into position and pop the rivets at the ready-made holes. The Challenger still qualified as a kit according homebuilt rules of being 51% factory built and 49 % the builder.

Of course from time to time we encountered problems, however Jon and Rick managed
to resolve by making a few overseas calls to Dave Goulet. As we progressed we were rewarded as the skeletal frame assumed the form of a fuselage. And for sake of good order a technical adviser was engaged for his expertise and step by step guidance in the building process.

Jon ironing the stits wing-tip

The stits covering job devoured a lot of time as we had to glue carefully the pre-cut fabric to the frame and allowed hours of drying time. The ironing was the best part, was fascinating as the fabric shrunk instantly. And before our eyes, it smoothens out the wrinkles thus tightening the fabric. It was like magic and we were immersed in our ironing, a job everybody wanted. It had the effect of addiction and obviously there was no shortage of willing hands.

As it took shape it drew the attention of inquisitive eyes of many who wondered what we were building. It looked like a helicopter or a gyro-copter as we had not fixed the wings and tail sections. David Leong a mechanic by profession did the mounting of the Rotax engine, working feverishly on the wiring and the electrical parts. We followed religiously the ‘progress chart’ and also kept a photographic record of what we did. The wings were done by attaching the vertical and diagonal stays to the leading and trailing edges and sock-on the mylar sail cloth. Then finally insert the ribs into pre-sewn channel pockets to strengthen the wings.

What is it, a gyro-copter ?

As for the fiberglass nose-cone we attached to the front of the fuselage and installed the wrap-around lexan front windshield and with the 2 windows provided full enclosure. The fixing of other ready-made pieces such as the dorsal fin, 2 horizontal stabilizers and 2 elevators was not a problem. We opted for a 10-gallon fuel tank to take the advantage of a longer range. The next job was the spray-painting and we had to do properly so as to transform our bird into a beautiful piece of art. Pre-painting preparation on the fuselage had to be carried out with wet-sanding to remove the rough layers to transform into smooth surface. We hooked up our newly acquired brand new air-compressor and begun the cosmetic ritual of the making up. It was a serious act of deception in covering up unlikely or defective spots to look good. Therefore extra care was taken in mixing the paint correctly in accordance to the appropriate portion. Then adjusting the control knobs accordingly and just shoot.

By working over the fuselage horizontally the primer coat looked great and as we went over again it became a lot better. We took a step back and admired the results and felt greatly satisfied. We applied 2 coats of ultra-violet paint for protection against the wicket elements and finally the two finishing coats of glossy white. In all we had spent some 170 hours working about twice or trice a week and took about two months. Finally when it was ready I arranged the Batu Pahat Transport Company for a pick-up. We loaded up our master piece on to the truck and I climbed on board joining my charge. I wanted to be doubly sure that it would be safely transported to our destination Tanjong Laboh airfield. At Bukit Panjang we stopped to pick up some customs documents and headed for the causeway and the Johore Bahru check-point.

Fortunately we cleared at Customs checkpoint without any problem. Luckily I followed because that crazy Malay driver was out of his wits and was traveling along the highway at break-neck speed. There was total absence of responsibility on his part of what was happening behind; he had taken things for granted. At high speed the effect of the wind flow had generated enough force to toss the 2 wings up and down. And as the wings were lashed on either side of the lorry I had a tough time trying to figure out which one deserved more attention. At times I had to knock the cabin top of the driver’s side cursing and swearing to draw his attention to slowing down. After much anxiety we arrived at our sacred playground in one piece, a sigh of relief overcame me. I could have gone down on my knees and kiss the ground for our safe arrival.

On the 15th January we were back again at Batu Pahat and checked-in the Government
Guess House locally known as “Rumah Persinggahan” . We had some un-finished task
to fulfill and meantime we wanted a comfortable lodging for our period of stay. Early next morning we were at the Tanjong Laboh airfield and got on the job of fixing the wings and the tail feathers of our beautiful bird. We also had to do the weights and balance to ascertain the C of G, the center of gravity.

Engine test at Tanjong Laboh.


And another day to test the Rotax 503 in a ritual known as “Breaking-in the engine”
It lasted one noisy hour and went on something like 5 minutes at 3,500 rpm then stepped
up to 5,000 rpm for one minute and so on. We had to follow precisely as according to the
Chart. By the end of the process we were stone deaf from the constant screaming of the 2
stroke engine at close quarters.

Jon was the test pilot and he happily took her up for a series of manoeuvers to feel the
controls and to identify any malfunction in order to rectify it. The Challenger displayed
exceptional qualities especially for it’s unique power-off soaring capabilities. All the 3
control axis were responsive and coordinated turns were easy. The stalls were very gentle
with no tendency to drop a wing and spiral down. Above the pilot’s head a lever controls the flapperons which is a combination of flaps and ailerons. To operate it you have to whine it clock or anti-clock wise for rise or drop position. The Challenger could be slowed down to about 22 mph for landing in short fields.

Finally the time has come and we are about to enjoy the fruits of our labour. Our reward
a wonderful flying machine that would make our dreams come true. It would open a new chapter in our world of micro-light flying and thus fulfill my air cadet motto of “Venture - Adventure”

Challenger II in flight over Johore

Specification:-
Aircraft: Challenger II
Country of origin: USA
Specification: 2-place tandem trainer (Standard version)
Wing span: 1 ft 6 ins
Length: 20 ft 0 ins
Height: 6ft 0 ins
Wing area: 173 sq ft
Power plant: Rotax 503 (52 hp)
Empty weight: 300 lbs
Useful load: 500 lbs
Ultimate load factor: + 6 - 4

Performance
VNE: 100 mph
Top level speed: 75 - 90 mph
Cruise speed: 65 - 75 mph
Stall speed: 22 mph solo / 30 dual
Climb rate: 1200 fpm solo / 700 dual
Take-off roll: 100 ft solo /200 ft dual
Glide ratio: 11 to 1 solo / 9 to 1 dual
Service ceiling: 14,000 ft solo / 12,500 ft dual
Fuel consumption cruise: 2.3 gph solo / 4 gph dual.

My first solo flight

My First Solo Flight



In April 1993 Rick, David Leong and myself had switched from flying the “Sky walker tandem-seat to a dual-seat micro-light Mx II at Tanjong Laboh. We had bought it from Perlis and had
it trucked down to us. By now I had already done some 13 hours of flying and I felt confident enough to go solo. I then informed my instructor Mr.Tay about my readiness and he later happily fixed the date of my solo to the 15th of May for early morning, normally a calm period.

On the 14th as night fell I was high with excitement and tried to retire to bed early, however I
could not sleep. I felt restless rolling and tossing in bed even tried the old fable of counting sheep but it did not work. It was probably a long time after midnight that I finally caught up with some sleep. A morning call from our neighbour’s roaster woke me up on time and eagerly rushed to airfield.

I opened the hanger, rolled out my darling Mx II microlight and indulged in a thorough preflight check before taking the aircraft up. The Mx II is a 2-place side-by-side trainer most suitable for
beginners as it is comfortably slow. It was a forgiving machine and you would have enough time to correct any mistakes; it was built for idiots like me to learn to fly. The side-by-side seating arrangement with a central control stick has it’s advantages. The instructor can smack off the student's hand and take over control instantly should the student pilot fumbles or simply freezes. The maximum speed of the Mx is about 45 mph and cruising at 36 mph. At that time speed was not a concern as we were not going anywhere in a hurry. We were merely enjoying flying around the circuit and having fun in our own playground.

That morning I wanted to do some practice known as “crow hops” that is you take off from
one end of the runway and put her down at the other. I did a few crow hops to loosen up the tension before Mr. Tay appeared. On returning to the hanger I topped up the fuel and did another preflight check by walking around the aircraft, making assessment taking safety into account. It involved eyeing for loose bolts, nuts, cracks, dents, fractured fuel-lines, torn fabrics and so on… I had made sure that I had carefully covered everything; this practice is a must and ceremoniously carried out as part of our aviation ritual.

Tay appeared at the scene shortly, he was quite a character, of medium built, soft-spoken
and very patient. I got into the pilot’s seat, traditionally on the left and settled down securing
the safety belt across my waist. Meantime he pulled start the engine as it did not have an electric starter. It instantly burst into life roaring loudly.

Tay took up the other seat as I performed my cockpit and instrument checks. I taxied slowly
for the runway-in-use that was at the threshold #33 turned into wind direction and paused. A final look around to ensure the runway is clear. I pushed the throttle a little forward and the
aircraft began to roll slowly. Then applied full throttle the acceleration gathered momentum, the aircraft raced down the runway before a slight jolt confirmed that we were air-borned.

I held the stick back and went for the best angle of climb gaining height quickly. I remember that he had always stressed that gaining height is like putting money in a bank. In the event of
an emergency you would have sufficient height to put her down safely. I did a left bank into cross-wind, still climbing to circuit height of 200 ft and another left bank took me into down-wind leg. I eased the control stick for a straight-and-level flight, flying parallel to the runway.

On passing Jon’s hanger I headed for the cape, a small hilly piece of land protruding out to
sea. The top of the hill was densely forested, but at the base it was barren and rocky. There was a broken down kelong erected just off shore. A “kelong” is a fisherman’s hut built on stilts just above the water with a fish trap set below and 2 rows of stakes forked out to lure the school of fish into it. Passing it I banked left for the base-leg heading for the tiny island. I was flying a left hand circuit which was a standard practice for Batu Pahat.

At that moment the instructor indicated to land so I reduced power and bank to the left again
led me into finals. The aircraft was losing height as I glided in, however I could control air
speed by manipulating the pitch, nose-up to decrease the speed and nose-down to increase it.

Open-cockpit Quick Silver Mx II in flight

I lined up for the center of the runway, aiming in between the markers that were conspicuous
in their red/white/red quartering being position on either side of the runway. Then descending over the oil palm trees, the ground came rushing towards me as we got lower. I kept cool, steady and just about a few feet above the ground, I leveled off at the same time reducing power. I eased back the control stick and the Mx touched down with a slight bump. As we came to a stop Tay got out of his seat and said to take her up. It was time to go on my first solo, I was terribly excited and nodded my head in acknowledgement.


I took a deep breath, uttered a short prayer before shoving the throttle to full power. The
Rotax engine screamed out loudly in protest as the Mx surged forward forcefully before lifting in no time. The ground run was shorter as it was now lighter minus the extra weight of my
instructor. I felt nervous as I realized that the seat next to me was empty, my guardian angel was missing and that I was left on my own. My heart kept pounding faster and louder and my fear factor shot up a few notches higher. I began to crack my brain trying to figure out all those things that that had been drummed into me during my training: the effects of control,
power management, flight maneuvers and so on. My crosswind leg was a bit shaky and the
down-wind was even worse with my pair of hands trembling and as cold as ice.

Experience the exhilarating feeling of an open-cockpit

However I managed to fly parallel to the runway and maintained a straight-and-level flight.
A quick glance at the threshold of runway # 33 and around confirmed that it was clear and that I was the only one flying. Obviously I had the whole sky to myself and gladly turned to the left into base-leg and into the finals.
To slow down I bled off some power for descend and took her into a graceful glide. My aim
point was for the center of the runway between the two markers of the threshold #33. I experienced the same sensation, the ground rushing madly before me injecting fear into my system almost with paralyzing effects. Then steady, steady, level up for the flare and bled off power .Meantime applied slight back-pressure to maintain nose up and allow the main wheels to touch down gently to mother earth. As she rolled out I immediately vacated the runway and pulled her aside. And as the engine coughed out to a stop, a great sense of relief overcame me. For a moment I just sat there motionlessly and looking dumb; almost unbelievable I had done it. It had been a wonderful experience, a challenge filled with fright and excitement; a memorable moment. The long awaited childhood dream of flying which I had always wanted to do has been finally fulfilled. There was this feeling of complete sense of achievement and a great satisfaction within.

M.A.T.C. Days...

Since childhood days I have always been fascinated with flying machine, especially the airplane and wondered how these heavier than air machines could take to the skies. During my time the airplanes were all propeller driven as this was before the coming of the jet age to this region. The dreams of flying, of floating in the air like a bird, the imagination and make believe had haunted me all the time. I wanted to fly. The opportunity came probably in 1954 while still schooling at St. Patrick’s when I heard from a school mate of the Malayan Air Training Corps, an open unit and located in town at Waterloo Street. I eagerly joined them as an air cadet and my tag number was 501.

The Malayan Air training Corps was established in 1949 and John Behague was commissioned as the Commandant - a voluntary job. For the next 8 years he was responsible for steadily building up the Corps to 8 squadrons with the strength of over 1,000 air cadets. The aim was to instill air-mindedness to the youth from the various communities. As a support service to the Malayan Auxiliary Air Force and also to provide recruits for the civil aviation. Finally to build up team spirit, of camaraderie, the bonding of friendship with other races in fostering good will. In 1954
the Headquarters was still at Waterloo Street, where a popular eating outlet located just outside of our perimeter fence. It was famous for the local foodstuff like the Indian rojak, mee-goreng, teh-tarik, and favourites like ice-kachang, bandong and chendol...

In our compound stood majestically in natural metallic finishing our gate-guardian a Supermarine Spitfire, made famous in the Battle of Britain and together with the Hawker Hurricane bored the blunt of the German aerial assault. At that time only a handful of brave determined pilots stood defiantly against Hitler's threat that Britain's Prime Minister Sir Winston Churchill made his famous remark, "Never in the field of human conflict, was so much owed by so many to so few".


MATC HQ/Singapore Wing at Waterloo Street.
The model was Mark 24, the final series of the Spitfire family, the ultimate, the best of the best, the epitome of design. Our Spitfire was powered by Rolls Royce Griffon engine of 2,035hp driving a 5-bladed propeller giving a maximum speed of 448mph. Sleek, streamlined and heavily armed with 4x20mm cannon in the wings and with all-round vision bubble canopy. Still bearing though slightly faded the RAF tri-colour roundel on the wings and fuselage with the serial number PK 683. We used to climb into the cockpit and sat there, facing the panel with our right hand holding the control-stick. We tried to familiarise ourselves with the basic flight instrument such as the artificial horizon, airspeed indicator, altimeter, direction-finder and compass. And looking through the gun-sight we would imagine a lot of things. Like being in a 'dogfight' and our enemy which is in Air Force lingo termed as bandits' appear before us. We stick to it's tail trying to get a 'fix' to gun him down. Eventually pressing the 'red' coloured button on the control-stick

to fire off 4x20mm cannon to blast him into smithereens. Then we would emerge from the cockpit with a big smile, from ear to ear; suddenly feeling contented and exceptionally great. Of course we were very proud of our Spitfire, our beautiful and beloved icon.

Posing before our Supermarine Spitfire Mk.24

Every weekend we went through our routine training, drilling, we called square-bashing, sweating it out in the hot sun. As the sun went down we filed into the class rooms for lectures given by the officers. Full support came from Royal Air Force by way of officers and NCOs who sacrificed their precious time training us, grooming us for the future. At times the Royal Air Force would organize visits to their facilities like the link-training centre at Changi air base. We were thrilled at having hands-on experience in the link trainer that was an early version of a simulator. It was an ugly thing just a cockpit arrangement inside an oblong box where we sat and the lid drawn over completely sealing us inside. We were flying blind by instruments and positioned beside the link was a large plotting table complete with an aerial map layout. A monitoring gadget registered the movements by crawling slowly tracking the supposed flight-path. A two-way radio communication was linked between the pilot and the controller, made it more exciting.

MATC.Standing from left: P/O Samuel, W/O Ratnam, C.O. Wing-commander John Behague. Sitting on wing from left: Ralph(2), Peter Lim(4), Author(6) and Newman(7).

There was another visit to the Far East Parachute School also at Changi air base where trainees made simulated jumps from inside the hanger. At the top of the hanger was a jumping platform where a trainee was strapped into the harness which was geared to an mechanical contraption which regulated the fall rate to that of a descending parachute. On the floor of the hanger mattresses were laid to cushion the impact. At another section some trainees were dangling in their harnesses and swinging to and fro. It was very interesting and we had a rewarding day.
I recalled yet another visit to the Seletar air base the home of the Far East Flying-boat Wing. The Wing was made up of three squadrons No.88, 205 and 209. The airbase at Jalan Kayu officially became the first RAF Station in the Far East in early 1930’s. From a humble beginning it grew until it covered a huge area housing the servicemen and the civilian population. It had grown into a self-contained satellite town with all the supporting amenities; super-market, cinemas, swimming pool, bars etc… We drove past the main gate, proceeding to far end of the air base near the shoreline and on approaching we had a spectacular view of the Short Sunderland flying boats. In their immaculate white finishing they laid majestically afloat at their moorings. At the outbreak of armed conflict by the Malayan Communist Party in 1948; the un-declared war became known as the "Malayan Emergency" The Royal Air Force embarked in an aerial campaign known as operation "Firedog" initially involved a diversity of only piston-engine types until later replacement by jets. In the early stage the Sunderland flying boats were in position to provide bombing mission temporary until the arrival of suitable land bomber. We boarded the one hauled on land, it was gigantic with 4 powerful 1200 hp Pratt & Whitney engines mounted on it’s high wings. The fuselage took the shape of the hull of a boat, tapered down to “V” towards the bottom and was very spacious inside. It could accommodate 7 aircrew and fly long distances. The Sunderland could carry a 2000 lbs load of bombs and depth charges in order to attack enemy shipping or submarines. I was surprised to find that there was an anchor lying at the bottom. How un-imaginable I had been as it did not occur to me that it was still a boat and that it was an essential item for anchoring in places where they would be no mooring facilities. The plane had a wingspan of 34 meters and the length of 26 meters. It had a maximum speed of 213 mph and the maximum range of 2,690 miles. Wow! what an excellent radius. The 205 Squadron had their motto in Bahasa Melayu “Pertama di Malaya” meaning the “First in Malaya” The main role of the Sunderland had been Air/ Sea search and rescue plus photographic reconnaissance. In 1955 a young national serviceman by the name of Bertola doing his 2-year term was posted as a photographer to the Sunderland Squadron at Seletar. He noted that during normal times there were about 10 flying-boats around. However on one oassion there was a combined air operation in South China called "Monsoon" and were joined by Sunderlands from the Royal New Zealand Air Force. He noted that there were some 20 flying-boats either on water or flying in formation and it was a sight never to be forgotten.

Sunderland flying boat

The Sunderland made headlines in what was known as the “Yangtse Incident of 1949 when
a British frigate HMS Amethyst was caught in between the advancing communist armies and the retreating Nationalist. The day was 20th April and the frigate was on a peaceful mission steaming upstream when suddenly she came under gunfire from communist batteries from the banks of the river. The pounding was accurate causing heavy casualties, structural damage and driving the vessel aground. She was cornered, pinned down and called for help. Subsequent rescue attempts by 3 other warships failed to materialize as they were driven back by gunfire. Then she signaled requiring immediate medical assistance and a Sunderland was flown out with a doctor and medical supplies. That flying boat landed alongside the frigate whilst under gunfire and had just enough time to send the doctor scrambling into a waiting sampan dispatched to receive him. Fortunately the Sunderland managed to take off again without being damage by gunfire. The “Amethyst” was trapped for 101 days, her captain had died from injuries and replacement captain was sent overland to take command. One stormy night during the monsoon season, the river had overflowed it’s banks and forced the communist guns further back. Captain Karens the new Commander took advantage of that golden opportunity to realize his escape plans by slipping anchor and dashing down stream to the open sea and freedom.

Frigate HMS Amethyst

We had an “Open House” for the general public and the RAF provided the exhibits for the various trades for radio department, airframes department etc… There was a photo exhibition at the Aviation art gallery where I contributed a drawing of Hurricane in action. The Hurricanes took part in the defence of Singapore in the final stages but it came “too little and too late” to alter the outcome of the war. For outdoor display the RAF brought in their 40mm Bofors anti-aircraft gun manned by their own RAF Regiment for airfield protection. They also had the fuselage of a de Havilland Venom fighter-bomber minus the wings mounted on a cradle. The more advanced Venom a successor to the earlier Vampire; had up-graded by powerful 'Ghost'

turbojet engine that improved the speed to 640mph. The small sleek fighter-bomber was heavily armed with 4x20mm cannons in the nose; besides tw0 1,000lb bombs or two 500lbs bombs with rocket-projectiles and external fuel-tanks and fitted with ejection-seat. The exhibition had been a success as many spectators dropped in all day long and we had a busy time explaining and showing them around.

de Havilland 'Venom'

Besides above activities we would usually have our Annual Camping in Malaya or in Singapore. I attended one, held at HMS 'Simbang' a Royal Naval Air Station located at Sembawang. It was the land-base home of the Fleet Air Arm. At times the their aircraft or helicopters are flown off from the aircraft-carrier and are temporary stationed ashore. We were billeted in a modern concrete building with high ceiling for good ventilation, a far cry from our headquarters at Waterloo Street that was wooden with thatched roof like the native huts. There was a good size swimming pool at our disposal for recreation. And right opposite to us stood rows of large hangers housing the Navy's aircraft and helicopters.

FAA 'Fairey Firefly' carrier-borne fighter

I was watching a 'Fairey Firefly' a carrier-borne 2-place Naval fighter starting up. The ignition was by a cartridge that went off with such a 'big bang' that startled me, gave me an awful shock. It followed up with black smoke belching out as the mighty Rolls Royce Griffon engine of 2,245hp bursts to life roaring thunderously loud to a deaffening effect. My ears ringing with the continueous rhytm causing to hurt.

The 'Firefly' was first flown in December 1941 replacing the obsolete 'Fairey Fulmar' operating from carriers. On 2nd January 1945 the first combat victory by a 'Firefly' against the Japanese was from No.1770 Squadron which shot down a Ki-43 'Hayabusha' (Allied code 'Oscar' ) fighter when attacking Palembang oil refinery. In 1950's Britain's carrier deployment included the Far East and involved when the Korean War broke out. They carried Hawker 'Sea Furies' and 'Fireflies' and flew in support of United National. On occassions they were flown ashore to HMS 'Simbang' (Singapore) either on the way to or returning from Korea. These also took part in operation 'Firedog' bombing and strafing the bandit in their jungle hideouts.

Specification: The Fairey Firefly carrier-borne aircraft.
Country of manufacture: United Kingdom
Type : 2-seat carrier borne fighter reconnaissance aircraft
Power plant: Rolls Royce 1990 hp Griffon XII engine.
Armament: 4 cannons 20mm in wings.
Wingspan: 44 ft 6 ins
Length: 37 ft 7 ins
Weights; Empty- 9750 lbs
Maximum take-off load – 14,020 lbs
Performance: Maximum speed – 316 mph
Range: 1,300 miles.

A Sikorsky S.55 helicopter of No.848 Naval Air Squadron


For rotary-wing the type came in the form of Westland Whirlwinds HAR 21's (Sikorsky S.55)helicopters belonging to No.848 Naval Air Squadron. They were ferried here by the carrier HMS 'Peseus" in 1953 and spent the next four years actively engaged in various tasks, like providing supplies, medical evacuation of wounded soldiers. It’s mobility proven to be an asset to the army as the helicopter could insert security forces into the jungle for ambushes, pursuing or cutting off escape routes of the terrorist. It had an offensive role and could deliver the fight back to the enemy.

Specification: The Sikorsky S.55 helicopter.
Country of origin USA
Type: 12 seat utility helicopter
Power Plant: 1 Wright R-1300-3 & cylinder radial, air-cooled engine rated at 700 hp.
Performance: 1st flown in 1949, November 10.
Maximum speed – 115 mph at sea level
Weights: Empty - 5,045 lbs
Loaded - 7,500 lbs
Hovering ceiling – 8,600 ft
Range: 400 miles
Length: (Fuselage): 42ft 2 ins
Height: 13 ft 4 ins

In my walk about I noted an Auster light aircraft parked outside of the large hanger. It had a single engine, the 2-place high-wing monoplane had fabric covering the fuselage, wings and the tail sections. It was used as an air observation aircraft, acting as the eyes for the army that was fighting the terrorists in the dense jungle. They search the Malayan jungles flying over miles of green canopy of treetops looking for tell tale signs of the enemy. The enemy was not a motley group of a rag-tat army of dissidents. They were trained and armed by the British themselves in the fight against the Japanese invaders. They were the Malayan Communist Party that had formed the MPAJA (The Malayan People’s Anti Japanese Army) as the only resistant force opposing the Japanese. There was an agreement and collaboration with the British clandestine Force 136. They were well adapted to the jungle and had organized into 10 regiments spread all over the Peninsular Malaya. After the war in 1948 the Malayan Communist Party was banned by the British so they fled into the jungle and took up arms again in what became known as the “Malayan Emergency”.

The Auster owing to it's slow air speed was most suitable aircraft to scout around for any clues that might lead to an enemy’s presence, small cultivated plot, an isolated hut or a smoke from remote location. They could fly low and slow to check it out whether from friendly forces, the aboriginal natives or otherwise. A signpost displayed there showed that it belonged to the No.1911 light Liaison Flight of the Royal Air Force.

The Auster aircraft of the 1911 Light Liaison Flight

Specification: Auster light liaison aircraft
Country of origin: United Kingdom
Type: 2 place high wing Observation monoplane.
Power plant: One 175 hp Blackburn Cirrus Bombardier 203 engine.
Weights: Empty- 1,413 lbs
Maximum load - 2,330 lbs
Performance; Maximum speed - 127 mph
Cruising speed - 110 mph
Ceiling - 19,500 ft
Range – 242 miles
Wingspan: 36 ft 5 ins
Length: 23 ft 8 ins
Height: 8 ft 11 ins

Our routine was that after breakfast we marched to the drill square for grilling, to sweat in the morning sun in preparation for the forth-coming Commander’s Parade. Finally the Big Day came and we turned out smartly in our khaki uniform, short-sleeves shirt with shorts. For headdress we wore beret instead of side cap as worn by Royal Air Force. We marched to the vacant space in front of the hanger and formed up accordingly. Our inspecting chief arrived in a VIP transport a twin-engine “Pembroke” aircraft that taxied to the tarmac and stopped.

The band was in attendance and struck up the familiar martial tune as he took up his position at the saluting dais. Invited guests were already seated in rows behind of him all dressed in their finery appropriate for the occasion. The ceremony went on very well being conducted with pomp and with military precision. It proceeded smoothly, without any mishaps as no-body had fainted. Eventually concluding with us marching off in tune with the band, feeling great with our noses sticking up in the air.

The Annual Camp had been a great success and we gained experience and having taught us to interact with our fellow cadets from other parts of Malaya. Building bridges, fostering closer ties and bonding of friendship. We look forward for the next meeting most probably in Malaya as it was on a an alternate rotation basis.

After that we were back to our normal routine at our Headquarters at Waterloo Street, square bashing in our compound. Occasionally some arrangements for flying were offered up by the Royal Air Force as it was in conjunction with our airmanship training. Fortunately my turn came up as we assembled one morning at our Headquarters and we were immediately transported to Changi air base at the eastern end of Singapore Island. Changi airfield was constructed by the Japanese when they occupied the island. Everybody was excited and nervous at the thought of going airborne for the first time. For some even worried should one throw-out/vomit in the presence of others for fear of embarrassment. Others simply scared-stiff, I was one of them being only 17 years old and fresh. We were driven right to the tarmac where we alighted in front of a twin-engine propeller transport aircraft built by Vickers a type called “Valetta” belonging to No. 52 squadron of the Far East Transport Wing of the Royal Air Force. The cigar shape “Valletta” was a medium range transport that RAF used for supply-drop in support of the security forces fighting the terrorists deep in the Malayan Jungle.

By 1955 the Emergency was running into the eighth year with the security forces steadily gained the upper hand. The Briggs plan of resettling the squatters into “new villages” had been effective and successful. It had denied the communist terrorist of the main source of food supplies, money and information.

The High Commissioner Sir Henry Gurney was killed in a communist ambush in 1951 while
on his way up to Fraser hills. It was a stroke of luck for the terrorist as they did not expect it and did not even know who he was until later. The incident was a temporary setback for the colonial government until replaced by a tough military leader named General Templer. The general in his determination to tough military solution had also a soft touch by applying a psychological approach in winning the hearts and minds of the local population. He knew that the terrorist without popular support would be cut off and distance from the masses.

In the meantime the security forces were consistently trekking them down and eliminating them from their operational areas. And the Government was able to declare certain “white area” beginning with the State of Melaka. By 31st August 1957 Britain had given Malaysia full Independence with a Malay Prince Tengku Abdul Rahman as the first Prime Minister. Obviously it had a political impact on the communists as from then Malaysia was free from the British colonial yoke. The communist ideology could not hold and there was no longer any valid reason or pretext that they were fighting to get rid of the British Masters. Eventually after 12 long years Chin Peng was to admit defeat though he never regretted leading the insurrection. He had strongly believed in the Communist ideology up to the very end.

During that “Emergency” period the Royal Air Force had been constantly called upon for aerial support for supply drops, in spotting or air strikes in strafing or bombing. Earlier air strikes were undertaken by a variety of propeller-driven aircraft from Supermarine Spitfire, Hawker Tempest II to twin-engine Bristol Beaufighter and 'Brigand', de Havilland Mosquito and Hornet fighter-bombers.

Jet aircraft started to replaced them by way of the twin-booms DH Vampires, Venoms from the Royal Air Force and Commonwealth Air Forces. Earlier bombing were done by twin-engine Brigands and later replaced by four-engine Avro “Lincolns” bombers. The Lincolns were derived from 'Lancaster' Mk5, powered by 4 x 1,750hp Rolls Royce 'Merlins' giving a maximum speed of 319mph. It's loaded weight is 75,000 lbs and could load up fourteen 1,000lbs bombs. They could attack in formation on a jungle target by a technique called 'carpet bombing' to hit a suspected square area. However they are not permanently based in Singapore but came on detachment from time to time. They operated in alongside with the Lincolns of the Royal Australian Air Force also based at Tengah (1950-1958). Later replacement came in the form of more advanced twin jet engine “Canberra” light bombers, the first jet bombers of the Royal Air Force.

Avro Lincoln bomber at RAF Tengah

Bombing a jungle target usually produced negative results owing to the difficulties to pin point a jungle hideout hidden under the foliage of gigantic trees. However there were some successes such as one described by Chin Peng in his early days. He said one morning suddenly Spitfires appeared and raked his camp with cannon fire. He was in the midst of a meeting but managed to escape. According to him the cannon fire also tore into the squatter hut killing 3 civilians and wounding several others.

Another occasion was revealed from a captured official document that gave account of the raid by one of Goh’s lieutenant that had escaped. It was in February 1956 when Goh Peng Tuan of the 7th Independent platoon set camp in the deep jungle near Kluang. On that morning the camp was awake and busy with their activities. When they heard the roar of aircraft engines right overhead but nobody took precaution, thinking that they were concealed by the thick jungle invisible from above. They had presumed that the planes were merely passing en-route elsewhere. Meantime the Lincoln heavy bombers, the Canberra light bombers and de Havilland Venoms fighter-bombers swung into a coordinated attack. The bombs were released raining down on to the camp area; suddenly there were explosion all around as cluster of bombs hit the target. A second wave followed releasing their deadly ordnance pounding the ground below. Soon the raid was over and left behind destruction of the camp and a mass of fallen and uprooted trees. Resulted 22 fatal casualties but only 14 could be identified, included 2 mangled bodies of a man and a woman. The man was later identified as Goh, the political commissar.

In propaganda warfare the RAF involved dropping millions of leaflets into the jungle with voice aircraft calling upon the Communist Terrorist to surrender. About that time terrorist incidents and contacts with the Security forces were on the decline as they were avoiding firefights for self preservation, The Communist were facing some 6 battalions of Gurkhas, besides British, Malay, the Commonwealth forces of Australia, New Zealand, Fiji and South Africa. The Communist Party under the leadership of Chin Peng, the Secretary General was on the run to safer sanctuary on the Thai side of the border.

That day, however we were on a peaceful mission of simply going for the normal routine flight around Singapore. I remembered that day as we all climbed into that bulky aircraft and settled down to our seats. We were told to strap-on and to swallow our own saliva should internal pressure builds up and hurt our ears. The next moment the two mighty Bristol Hercules 230 radial engines burst into life and the vibration was great; it shook us up a bid. The noise was very loud and deafening until we had to shout to be heard.

The indicator warning light appeared showing red, meaning to remain seated and securely strapped on. We taxied slowly towards the far end of the runway and turned into wind direction. It paused for a short moment apparently waiting for clearance from the Control Tower. At that moment the roar of the mighty engines screaming louder, suddenly the aircraft begun rolling as it surged forward gradually building up the momentum, accelerating and begun racing down the runway. We watched anxiously through the windows and everything outside seemed to rush by instantly. We then felt a sudden jolt, followed by a lifting sensation and realized that finally we were airborne much to our relief. The flight took less than half an hour and filled with excitement, we were constantly looking out through the windows trying to make out familiar sights, like the Changi village and the Tanah Merah coastline. At that altitude everything seemed to have shrunk in size but we had a birds’ eye view. It was amazingly beautiful, way beyond words of description.

At one stage a single radial engine 2-place trainer type Harvard (painted yellow) English version of the American-built “Texan” came up to greet us from below. The thrill of the flight was exceptionally exhilarating, un-forgettable and most rewarding. It had taken us a big round, however in no time the airbase appeared in sight with the runway before us. Approaching it begun reducing speed for descending and we could hear the main undercarriage being lowered. Finally it came in for a smooth and a safe touch-down and taxied slowly to the parking bay. It was a memorable flight as it was my first time and the psychological impact was great. We felt that a new world has been open to us inviting another chapter in the wonderful world of aviation.This was an experience of a life- time. It had ignited the burning passion inside of me; from then onward I eagerly looked forward towards air adventure and I want to fly to realize my childhood dreams, to make it come true. It reminded me of our motto “Venture-adventure”

Vickers Valetta transport aircraft at RAF Changi air base.

Specification: Vickers Valetta.
Country of origin: United Kingdom
Type: Medium-range military transport able to carry 34 troops or freight
in addition to it’s crew of 4.
Power plant: Two 1,975 hp Bristol Hercules 230 radials .
Performance: First flown in 1947 June 30
Maximum speed - 204 mph
Cruising speed – 172 mph
Range – 360 miles
Wingspan: 89 ft 3 ins
Length: 62 ft 11 ins
Height: 19 ft 6 ins
Weight: Empty: 24,854 lbs.

The Far East Transport Wing, RAF composed of three squadrons, No 48,52 and 110 flying medium-haul twin-engine Vickers Valettas. In 1957 No.48 Squadron re-equipped with four-engine long-range Handley Page Hastings C.2 as troop-carriers or cargo with greater load capacity. Hastings Mk.4's were deployed to the Far East Communication Squadron for VIP usuage and always had one being stationed at RAF Changi; the airbase at the eastern end of the island.

'Hastings' and 'Pembroke' at Changi