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