The history of 12 Squadron interviews for World War II come from The Australians At War Film Archive https://australiansatwarfilmarchive.unsw.edu.au/ and feature interviews from Harry Mason (ID: 599), Robert Crawford (ID: 112), Philip Hamilton-Foster (ID: 1771). This is an Australian Military Aviation History Association production, undertaken with the kind assistance of the Department of Veterans’ Affairs’ Saluting Their Service Commemorations grant.

For a complete history of 12 Squadron go to https://raafdocumentary.com/12-squadron-history/

12 Squadron History

Introduction

No. 12 Squadron RAAF was formed on 6 February 1939 at Laverton, Victoria, as a general purpose unit under Squadron Leader Charles Eaton. Initially equipped with four HawkerHawker (Hawker Aircraft Limited): A legendary British aerospace manufacturer that emerged from the remains of the Sopwith Aviation Company in 1920. Fo... More Demon biplane fighters and four AvroAvro (A.V. Roe and Company): A legendary British aircraft manufacturer founded in 1910 by Alliott Verdon Roe, recognized for its monumental contributi... More Anson maritime reconnaissance aircraft, training began in May 1939, focusing on navigation, instrument flying, night operations, interception, bombing, and gunnery.

The squadron relocated to Darwin starting in July 1939, with the advance party arriving on 24 July and aircraft by late August. Seven Ansons initiated reconnaissance patrols on 31 August, while Demons were phased out for CAC Wirraways by September. Operations emphasized escorting shipping, maritime reconnaissance, and coastal patrols, with flying curtailed in September-October to construct aerodrome facilities. By June 1940, the squadron split to form RAAF Station Darwin and No. 13 Squadron, transferring Ansons and retaining ‘C’ Flight with Wirraways for anti-submarine and maritime duties, including joint exercises with the Navy and Army from July 1940 onward. Relocated to Darwin’s new military airfield in April 1941, it reached 18 Wirraways by May, intensifying flights amid growing Japanese threats in late 1941.

12 SQNOriginal 12 SQN Officers at Laverton on formation of the squadron

PART 1: Wirraway Years – Darwin Under Threat (1940–42)

Harry Mason (Ground Crew – rigger): “Our postings came. I went to Number 12 Squadron Darwin, with a number of others who had been on my course. And we had Australia’s frontline fighter, the Wirraway. Capable of one hundred and forty miles per hour.”

Under Squadron Leader Ian McLachlan from June 1940, the unit focused on defensive patrols and training, including gunnery and bombing exercises. As part of North Western Area Command, it conducted joint operations with the Navy for convoy escorts and Army for searchlight cooperation, building readiness amid escalating global tensions. The squadron’s role was vital in protecting Australia’s northern approaches, though its Wirraways, limited to 140 mph, were increasingly seen as inadequate against potential Japanese threats.

During the early months of 1940, its activities were expanded to include gunnery and bombing training and a No. 9 Squadron SupermarineSupermarine (Supermarine Aviation Works): A British aircraft manufacturer primarily known for its high-performance seaplanes and its role in designing... More Seagull was attached to the unit to assist with air gunnery practice. The squadron continued to conduct anti-submarine and maritime patrols and began a program of exercises with Royal Australian Navy and Australian Army units based at Darwin from July 1940.

Wirraways of ‘C’ Flight; 12 SQN; On the tarmac at Parap Civil Aerodrome, Darwin 1939

By early 1941, new pilots joined the squadron. Robert Crawford, fresh from training, joined a flight of four brand-new Wirraways north from Point Cook – a three-day journey that marked the beginning of his year in Darwin.

Robert Crawford (Pilot): “After leave I got posted down to Point Cook where I joined the CO [Commanding Officer] of 12 Squadron and he was down there picking up brand new aeroplanes to take back to refurbish the aircraft they had up in Darwin. We were there for a week and there was four aircraft, Squadron Leader Clarrie Glascock, Flying Officer George Shave, another air force Empire Air [Training] Scheme pilot by the name of Lou Whittenhall and another air force Empire Air [Training] Scheme bloke Allan Tutt and myself, we made up the rest of the air crew. I might add that a Wirraway only carries two people, that’s a pilot and a navigator. So with the four aircraft we had there was eight people.”

In April 1941, No. 12 Squadron relocated to Darwin’s new military airfield, achieving full strength with 18 Wirraways by May. The unit intensified training and patrols, including army cooperation exercises and naval convoy escorts. The squadron increased its flying in the later months of 1941 as war with Japan became increasingly likely. Preparations included joint maneuvers with the AIF and RAN, heightened anti-submarine patrols using Advanced Operating Bases, and advanced training in bombing and gunnery.

Darwin’s tropical nights were pitch black — perfect for training. Every week, 12 Squadron pilots flew into the glare of army searchlights, testing nerves and instruments in one of the most unforgiving exercises of the war.

Robert Crawford (Pilot): “We were flying, night flying, searchlight co-op which is a very intrepid sort of a exercise because being up in the tropics they’re very dark nights. And we used to fly from about seven o’clock night training with the army searchlight crews. And if they picked you up in the searchlight, because they were very tenacious, they wouldn’t let you go. And irrespective of what you did, they held on to you until such times as you flew out of the range of them. And I think at that stage they had a three pinned effort that you flew along and once the searchlights picked you up, another two got on to you. So you had three searchlights on you all the time. And as you flew out of range of one searchlight, another searchlight picked you up so until such times as you flew right out of range you were always in the glare of the searchlights which involved you sort of flying on instruments all the time.”

These drills were crucial as tensions mounted with Japan’s advances, preparing pilots like Crawford for the defensive role in Australia’s northern defenses. Training with No. 12 Squadron included practice bombing off Darwin’s coast. As a ground staff member, Harry sometimes rode as a passenger to spot bomb impacts – a role that nearly ended in disaster during one high-dive run.

Harry Mason (Ground Crew): “One particular place, off the coast, in the vicinity of Darwin, and it was only visible at low tide. But they had a large white circle painted on it, and in that circle was a metal triangle. A pyramid. painted white. Now for practise bombing, you can have low level, where the aircraft would come across and just drop an eight and a half pound practice bomb, which was a smoke bomb. And it was quite visible when the pilot dropped it. And they would want someone, sitting in the back seat, such as a ground staff member, such as I was, to look and pinpoint where the bomb hit. But more generally the pilot themselves looked around, and they could plot how good they were. Sometimes, if the bombing was low level, they would just come over parallel. But if it was high dive, they’d be up to seven thousand feet, and they could dive onto the target, drop the bomb, and then pull out of it. One trip I was on, sitting in the back seat, and we pulled out of the dive. And the pilot was looking around, over the side, I’d seen it, but I was watching the speedo. It had been up to three hundred miles an hour, and he was still looking back, and he’s still climbing, and I’m thinking, ‘We’re going to get a stall out of this, and at this height we won’t get out of it.’ So I kicked on the rudder pedal, it woke him up. He threw the control column forward and we came back to level flight. And I breathed again, but it could have been a disaster. For both of us. And they would have lost an aircraft.”

In June 1941, No. 12 Squadron’s dive-bombing practices off Darwin’s coast were part of routine training to maintain combat readiness, using Wirraways for low-level and high-dive attacks on targets like painted reefs. These exercises complemented maritime patrols and army cooperation, with ground staff like Mason often assisting as observers. The incident reflects the squadron’s emphasis on bombing accuracy, though Wirraway limitations—top speed around 140 mph and light armament—posed ongoing challenges as Japanese aggression intensified in the Pacific.

12 SQN 12 SQN Wirraways over Darwin; 1941

Life in No. 12 Squadron wasn’t all patrols and drills. Harry embraced the squadron’s hockey team, playing two seasons a year in the wet and dry – forging bonds while earning nicknames like ‘Golden Boys’ from the army and navy rivals.

Harry Mason (Ground Crew): “I had eighteen months in Darwin, and there was one part about that that I very much enjoyed. We had the hockey team up there, of course I was into that. And instead of just one season a year, we played two seasons a year. The wet season and the dry season. So in the normal course of one year I got two seasons of hockey playing. So we had a very good team up there. We played the army and the navy, and a couple of other civilian teams. And the army were very strong with us. There was….you wouldn’t say jealousy, but a difference between us. We were known as the Golden Boys, the Tizzies, and I suppose that earned us a reputation. “

Throughout 1941’s wet (November-April) and dry (May-October) seasons, No. 12 Squadron’s life in Darwin blended rigorous duties with morale-boosting activities like cricket and hockey, fostering inter-service camaraderie and rivalry. Cricket was particularly popular, with the squadron fielding a strong “12 SQN Cricket Eleven” that played regular matches against Army and Navy teams at Darwin Oval, often drawing large crowds and reinforcing the “Golden Boys” nickname through RAAF’s perceived privileges. Hockey, adapted to the dual seasons, provided additional fitness and team spirit. These activities helped alleviate the strains of extended tours in the remote Northern Territory, where personnel endured low pay, stalled promotions, and isolation, contributing to broader morale issues.

At this time, 12 Squadron would fly long-range missions across the vast coastline of Northern Australia. One such flight – to deliver bombs to a remote mission strip – would push navigation, fuel, and luck to the absolute limit.

Robert Crawford (Pilot): “And it was at that particular time it was known as part of it was the old mission and the new mission had a sort of a sandy strip or sandy aerodrome there. But in this particular time we flew down, there was three aircraft. Flight Lieutenant George Shave was leading and there was Lou Whittenhall and myself with three navigators. And we delivered a thousand pounds of bombs down there. They weren’t armed but we just delivered them there. That was four hundred and two fifty, four two hundred and fifty pound bombs under each aircraft. We flew from Darwin to Wyndham where we refuelled and then we had to fly approximately northwest to Drysdale River Mission.”

After hitting the coast without sighting Drysdale River Mission, the formation searched for over an hour, flying north and south along the coastline. Flight Lieutenant Shave force-landed near a hut, the only visible sign of habitation. Lou Whittenhall attempted to land but jettisoned his bombs into the water. Bob remained airborne, instructing his navigator via two-way radio to relay that he would continue north to a point of no return and land with the others if unsuccessful. Radio communication then indicated the mission lay further north, so he proceeded alone.

Robert Crawford (Pilot): I was very fortunate because having been there before I got there and found the aerodrome and, with no petrol at all I landed the wrong way into the sandy strip at that time and I looked like finishing up in the, in a river creek bed, dry of course. But at the end of the run I just had to take a violent manoeuvre and round loop the aircraft and go down in the riverbed. And being a sandy strip we slid sideways for about fifteen yards before we stopped. And didn’t do any damage to the aircraft or anything. The funny thing about that too was that the reason they said that we got lost was that was, we were carrying magnetic bombs which influenced the compass on the aircraft. But I think that’s a lot of hogwash, we just got lost.

Crawford’s anecdote captures the squadron’s learning curve, especially in the face of the vast terrain of the Northern Territory.  In October, Squadron Leader Eaton was replaced as OC RAAF Station Darwin by Group Captain Frederick R W Scherger, who had come from leading No. 2 Service Flying Training School.

Promised a 12-month tour in Darwin before a transfer to Singapore, Harry Mason and his mates in No. 12 Squadron grew frustrated as months stretched on without promotion or relief. In late 1941, they staged a bold protest to force change.

Harry Mason (Ground Crew): “Time came, they were told down in the south, “You will spend twelve months in Darwin. And then you will be transferred to Singapore.” We all wanted action, and Singapore was, they thought, was going to be the forefront of that. Europe was going of course. So we thought that after twelve months we’ll be transferred to Singapore. But, twelve months came and went, and we staged some sort of a protest about us because I was in grade three I think, in pay. It was figured that on this one particular day, we were all formed up in our different flights. There were three squadrons in Darwin. 12 Squadron, which were Wirrways, 13 Squadron Lockheed Hudsons and bombers, and the administration, the headquarters squadron. So we selected a day, when there was a big parade, and after they called the roll, orders are read out and figures for the day, what the duties were, and then the commander of each flight would say, “Fall out the sick.” Those who were going on sick parade about turned and went off and formed up at the rear of the column. So everyone knew about it, the officers and I remember the officer in charge of us, he said, “Fall out the sick.” With a big smirk. With the exception of about two, we all turned and marched out, and so this happened with the other three squadrons. Until there were about three hundred assembled at the back.”

So it was on 17 October 1941, that No. 12 Squadron’s personnel, staged a mass ‘sick parade’ protest alongside Nos. 13 and HQ Squadrons. Under Squadron Leader Scherger, the unit had endured extended tours without relief, low pay (around 6 shillings daily), and stalled promotions, with many seeking advanced training in Melbourne for career progression. This event, involving about 300 airmen, reflected broader morale issues in remote postings, leading to eventual rotations a few months later.

Under Squadron Leader Scherger, the squadron continued patrols despite morale strains, with replacements arriving to relieve long-serving ground crew like Mason. This period marked the height of pre-war tensions, as the unit dispersed aircraft for protection and prepared for potential invasion, highlighting the logistical challenges of maintaining readiness in Australia’s remote north.

On the 7th of December 1941, a radio bulletin shattered the routine. Pearl Harbor had been bombed. For 12 Squadron in Darwin, the Pacific War was no longer distant — it was at their doorstep.

Robert Crawford (Pilot): when Pearl Harbour was bombed everything seemed to jump into line in Darwin. And everything was moving at a fast rate. We couldn’t do very much except fly around in our Wirraways trying to do some good. But the 13 Squadron and 12 Squadron were, seemed to move away over to Indonesia. And do a lot of work there. And we then started to get American Flying Fortresses coming through Darwin and staging their way up to the Philippines. And eventually things started to go very bad in the war, when the Japanese coming down going through Hong Kong, the Philippines and Malaysia [Malaya] and Burma. And then they were sort of getting very close to Singapore, Singapore fell. And things were really getting very awkward in Sydney, or in Darwin I should say.

12 SQN Hangar, Darwin; 20 Feb 1942

Japan’s attack on Pearl Harbor thrust No. 12 Squadron into wartime footing in Darwin. Under Squadron Leader Scherger, the unit dispersed to Batchelor Airfield and the civil aerodrome, with ‘A’ Flight at Parap. American B-17 Flying Fortresses staged through Darwin en route to the Philippines, while the squadron’s Wirraways conducted intensified patrols amid Japanese advances through Hong Kong, Malaya, and Burma. The fall of Singapore in February 1942 heightened fears of invasion, amplifying Crawford’s recollections of urgency and vulnerability in Australia’s northern defenses.

Darwin had been on edge for months. Then, just before ten in the morning on February 19, 1942, the sky filled with Japanese bombers. For Bob Crawford and 12 Squadron, the war arrived with devastating force.

Robert Crawford (Pilot): “But we were on the civil aerodrome, our flight. On the nineteenth of February, oh it must have been about nine o’clock in the morning, I was walking in the THC [temporary hutted camp] and George Shave said to me, he said “Oh where’s your navigator?” I said “Oh he’s doing his washing.” And he said “Oh go and get him out, go and get him out.” he said the, “We gotta go flying.” And I said to him, I said “Oh well.” I said “What have we gotta do?” He said “Oh well we’ve gotta protect the ships in the harbour.” And so I had to go and find Harry Susans which was my navigator. And he was bitching like billy-oh because he was up to his eyeballs in shorts and washing and he said “Oh what have we gotta do?” I said “Oh we’ve gotta fly and protect the ships in the harbour.” So he got dressed and about twenty to ten that was. Then, I was just walking with Harry in between the huts and George Shave came in a canter up to me. And I said to him I said “I’m very sorry Sir, I haven’t got the aircraft out yet.” He says, “Bugger the aircraft.” he says, “Look.” And I looked up in the air, in the sky and here was all the bombers, they were over Darwin. And of course we then just went straight into the bush round where we had slit trenches, where we had the aircraft hidden or camouflaged. And they bombed and strafed Darwin, the permanent aerodrome. They bombed and strafed our civil aerodrome and after the raid was over all hell broke loose. We were trying to put out fires on, we had ammunition in some of the huts and that was on fire and all things like that. But we then had got orders to go over to the permanent aerodrome to get bombs from the bomb dump over there and bring them back and load the aircraft up with the semi armour piercing bombs. Which was going, we put four on each aircraft, we had three. And a remarkable thing was that none of our aircraft were damaged, they had an aircraft in the Belmont hangar which was doing a service. It had all the sides off it; it was standing up on jacks and to the aircraft no damage at all. We went over to the civil aerodrome and I’ve never seen such an exodus of people in all my life. We had to drive from the civil aerodrome across into the main road which goes right through to Birdham and the exodus was absolutely unreal, every sort of vehicle that would move was just leaving Darwin.”

No. 12 Squadron endured the first Japanese air raid on Darwin, where 188 aircraft from four carriers bombed the town, destroying two Wirraways on the ground along with a hangar and stores. Under Squadron Leader Scherger, the squadron dispersed its 18 Wirraways (reduced to 14 by mid-February), with ‘A’ Flight at the civil aerodrome where Crawford was based. The attack, lasting from 9:58 a.m., caused significant damage and triggered a civilian exodus, amplifying the squadron’s defensive role. The squadron also lost a considerable portion of its stores in the raid, underscoring the vulnerability of Australia’s northern defenses as Japanese forces advanced in the Pacific. Surviving aircraft immediately supported post-raid efforts, dropping supplies to shipwreck survivors and conducting reconnaissance patrols amid fears of invasion.

The day after the Darwin raid, Bob was airborne again —

Robert Crawford (Pilot): “Next day then I had to, I was despatched to go out and fly a big course right out to sort of south west from Darwin out as far as go and fly right out to sea. To fly a course right up to Bathurst Island. To see if any warships were coming in at all. And I had the instructions to report the position. And then attack. Fortunately there was no invasion force coming and I finished up, up at Bathurst Island then I flew back to Darwin. And from then on, in Darwin, it was very interesting, they had lots of things to do, looking for ships that were missing and whatnot. They had to go to Bathurst Island. And I found an American ship that had been bombed and caught on fire and it’d drifted onto Bathurst Island and although it was a large ship of about four or five thousand tons, it was, I found about four or five bodies on the sand. American bodies. But just came back and reported it again.”

Crawford’s search near Bathurst Island had located the wrecked U.S. freighter Don Isidro (about 3,200 tons), bombed and beached with casualties. In the chaotic days after the bombing, 12 Squadron flew numerous search missions. One ship – the SS Calama – had vanished off the West Australian coast. Bob was sent to find it.

Robert Crawford (Pilot): But I went out and had to find it and eventually I did find it almost up in the most western tip of Western Australia and it had been beached. I didn’t find any survivors there but I believed later on, I flew round the ship and whatnot and there was nobody there at all but it was beached on the land in this bay. And I didn’t bother, or didn’t even think about looking for survivors anywhere else because I was a bit light on in petrol and I had to fly to Drysdale River Mission to refuel again. That I did, refuelled and then I flew back to Wyndham and then I in turn flew back to Darwin again and informed them where the ship was and told them all about it.

About two or three days later, Bob returned to the Drysdale River Mission, this time carrying a doctor, after learning that the ship’s survivors had been rescued by a lugger from a nearby bay. Remarkably, neither Bob nor the survivors had noticed each other during Bob’s initial search flight. The group was taken to the old Drysdale River Mission where the doctor attended to them.

Robert Crawford (Pilot): So the doctor attended to the people there. And I then had to fly the patients out in the back of the Wirraway which I think there’s about four or five people. And I flew them out one at a time. I flew two out I think and flew out and but when I came back to land each time I landed back over the top of the mission which was the exact opposite way and I just managed to pull up in time before I sort of finished up in the water.

No. 12 Squadron continued search and rescue operations from Darwin, with Crawford discovering the SS Calama repaired and docked at Wyndham, Western Australia, after initial reports of it being beached. The vessel, hit during the 19 February raid, was pumped out and sailed back but sank in a subsequent Japanese attack on 3 March, involving Zeros strafing Wyndham and destroying a De Havillandde Havilland Aircraft Company: A seminal British aerospace manufacturer founded in 1920 by Sir Geoffrey de Havilland, recognized for its radical innov... More DH.84 ambulance aircraft.

By early March 1942, amid post-raid dispersal and personnel rotations, No. 12 Squadron was reuniting at Batchelor Airfield after the chaos of the Darwin bombing. Bob Crawford—now a flight sergeant with nearly a year in the Top End—was suddenly told he was leaving.

Robert Crawford (Pilot): “And but then from, what happened from then was I got back there and I think I flew from down to, what was it, down to Batchelor. And when I was at Batchelor they said to me, “You’ve been posted.” I said “What do you mean I’ve been posted?” He said “You and Butler have been posted to 75 Squadron.” And at that time we’d just changed COs. And it was Squadron Leader Blackjack Walker, Brian Walker who was the CO. And he called us in and he said “Butler, bend over.” And he said “What for?” And he said “I’m gonna kick your backside.” So we said, “What’s that for?” He said “Well you’re experienced blokes and I’m losing you and I’m just getting new blokes and nobody that knows much around about it, the place.” So and I said “Well what’s this 75 Squadron?” and he said “I wouldn’t have a clue. I don’t know what’s.” he said, “I don’t know what aeroplanes they’ve got.” And he said “They’re at Townsville, you’ve gotta go to Townsville.” So that was on the Sunday afternoon and at oh about ten o’clock that night we were on a DC3 aircraft of the USAF [United States Air Force] Air Force. And they were then at that stage flying, they were flying supplies in from Brisbane into Darwin and we flew out on this DC3 down to Archerfield.”

Bob was on his way to Townsville and No. 75 Squadron, equipped with the powerful P-40 Kittyhawk. Under new CO Squadron Leader Brian Walker (from February 1942), the squadron dealt with losses from the 19 February raid and subsequent attacks, relocating to Pell Airfield from July to September while Batchelor hosted USAAF units. Crawford’s transfer via US DC-3 reflected Allied cooperation, as the squadron transitioned from defensive patrols to preparing for re-equipment, marking the end of its Wirraway phase in the Northern Territory.

PART 2: Vengeance Years – Merauke Watch (1943–44)

12 SQN Vultee Vengence

 No. 12 Squadron re-equipped with Vultee Vengeance dive bombers from October 1942. The South West Pacific Area to receive these aircraft, whose arrival was popular among personnel as it promised a more active role in the war, though routine patrols continued initially. Training intensified at Batchelor, including fighter interception tests in May 1943. Ordered to Merauke, Dutch New Guinea, in May under No. 72 Wing, the ground party of 270 arrived on 8 July 1943 aboard the ‘Charles P Steinmetz’, building a jungle camp with limited resources. The air echelon operated from Cooktown, Queensland, for anti-submarine patrols until full relocation by November. The squadron’s first offensive strike occurred on 18 June 1943 against Selaru Island villages (believed to house Japanese airfield workers), led by F/Lt Cyril McPherson, demonstrating Vengeance accuracy in vertical dives.

Philip Hamilton-Foster (Pilot/Navigator): My course were to go on operations in New Guinea, but because facilities weren’t available for us we went first to Cooktown where we stayed there for probably about six weeks, two months maybe. And then we did go to Merauke in New Guinea and we found that there were also two other squadrons there already, being Dutch New Guinea. The Dutch had a twin-engined light bomber squadron and we also had a twin-engined light bomber squadron and we also had a Kittyhawk fighter squadron, Number 86, and our squadron, Number 12, with the Vultee Vengeance made three squadrons all using the same airstrip which was made of PSP or pierced steel plating.

 Merauke’s airstrip – a patchwork of steel plates – hosted a multinational force: Dutch bombers, Australian light bombers, Kittyhawks from 86 Squadron, and Philip’s 12 Squadron with their Vultee Vengeance dive bombers. It was a cramped, remote outpost, guarding the Arafura Sea against potential Japanese thrusts.

In November 1943, No. 12 Squadron completed its move to Merauke, Dutch New Guinea, sharing the airfield with Dutch Mitchell bombers, No. 18 (NEI) Squadron, and No. 86 Squadron’s Kittyhawks. Under Squadron Leader Wilfred Guthrie (from September 1943), the unit’s Vengeances focused on maritime patrols over the Arafura Sea, extending from earlier Cooktown operations. Hamilton-Foster’s arrival coincided with camp establishment in mosquito-infested jungle, where personnel built facilities using a captured sawmill, emphasizing the squadron’s defensive posture against possible Japanese sea incursions toward Darwin or Port Moresby.

No. 12 Squadron’s role in Merauke was defensive – long, monotonous patrols to spot Japanese shipping that might skirt New Guinea’s coast toward Darwin or Port Moresby. For Philip, these four-hour flights in the two-seat Vultee Vengeance became the routine of war, with little action to show for it.

Philip Hamilton-Foster (Pilot/Navigator): Our operations mainly consisted of four-hour patrols. The main reason for the patrol was to, if possible, find any shipping that may be coming around the coast of New Guinea into the Arafura Sea and heading towards Port Moresby, down that way or Darwin, because at that time it was considered likely that if there was a move by the Japanese to go towards Darwin or Port Moresby, around there across the Arafura Sea, that there would be a sea force coming around that north west part of New Guinea. It never eventuated, so the whole time that we spent in Merauke was taken up by flying four-hour patrols, pilot navigator, the Vultee Vengeance two-seater, and after we finished, I think it was ten months was the time that we spent there, we flew our aeroplanes down to Laverton where we walked away and left them. As far as I know they were scrapped. Although it was disappointing because we didn’t really become involved in the actual operations, we did some, maybe two or three I think it was, operations which were classed as operations because we had a suspect enemy which I don’t believe existed, but we were sent out to drop bombs in an area where we were told there could be a Japanese force.

From November 1943 to August 1944, No. 12 Squadron in Merauke conducted daily four-hour ‘Area Peter’ patrols over the Arafura Sea, using Vultee Vengeances for anti-shipping reconnaissance under Squadron Leader Guthrie. The only enemy contact was a Japanese ‘Jake’ floatplane sighted on 9 October 1943, unsuccessfully attacked. Phantom bombing runs targeted suspected Japanese positions, but no major combats occurred. Accidents included a fatal cloud crash on 5 March 1944 (F/Sgt Devitt in A27-209). The squadron withdrew in July 1944, ferrying aircraft to Laverton for scrapping, reduced to cadre status at Strathpine, Queensland, in September, before reforming as a B-24 Liberator unit in February 1945—marking the end of its dive bomber era with 27 WWII fatalities.

From July, No. 12 and No. 99 Squadrons formed part of No. 85 Wing. The squadron’s last bombing raid was conducted against a barracks at Kendari on 10 August and it dropped leaflets over Borneo and the Netherlands East Indies later in August to inform civilians of the Japanese surrender. Following this its Liberators dropped food and medical supplies to Allied prisoners of war and later repatriated POWs to Australia. In February 1948, No. 12 Squadron was redesignated as No. 1 Squadron at Amberley, Queensland, effectively concluding its original identity as it merged into the newly formed unit.

12 SQN new bomber role. Frank Casalegno with air and ground crew, Darwin. Aircrew L to R; Russell Glenn (Tail Gunner), John Wade Brown (Co Pilot), Dave Price (Navi

PART 3: Chinook Era (1973-89) Highlights

For a timeline of the squadron go here https://raafdocumentary.com/12-squadron-timeline/

For various articles about the squadron go here https://raafdocumentary.com/12sqn/

12 Squadron as a rotary wing

3 September 1973

No. 12 Squadron was re-formed at Amberley on 3 September 1973 to fly the RAAF’s twelve new CH-47C Chinook helicopters. The helicopters were shipped from the United States to Brisbane on board the aircraft carrier HMAS Melbourne, and arrived in Australia in March 1974. The squadron made its first flight in the aircraft on 8 July 1974, and was declared operational with the type in December that year. The Chinooks were primarily used to support Australian Army units based in northern Australia, though they also occasionally conducted air-sea rescues, provided flood relief and performed a range of other tasks in support of the civil authorities.

August 1980

In August 1980 A15-004 (which had been delivered to 12SQN in March 1974) undertook the longest CH47C flight (at the time) to Malaysia to retrieve a crashed RMAF S61 Nuri. The aircraft left Amberley on the 25th of October 1980 via the Timor Sea throught Indonesia and then onto Butterworth in Malaysia. The aircraft returned to Amberley by the 9th of September having flown over 14,000 Kms. The aircraft was later modified to a CH-47D (returned from the USA as A15-104).

7500 miles to Malasia in a Chook

1980, 8 ship formation of 12 SQN fly past. “We only got 8 ships airborne by managing the 2 a/c that were being swapped out of heavy maintenance at 3AD. There was always one in heavy maintenance so normally could only get 7 flying together if all were serviceable at the same time. A very rare event!” – Marc Mac

February 5, 1985 Chinook A15-001 crashed into Perseverance Dam near Toowoomba.

The Canberra Times, Tuesday, February 5, 1985: An RAF officer was seriously ill in hospital last night after an RAAF Chinook crashed into a dam on the Darling Downs in south-cast Queensland yesterday morning. Flight Lieutenant Charles Chubb was one of four in the aircraft when it hit powerlines and crashed on to the spillway of the Perseverance Creek dam, about 40km north-east of Toowoomba, at 11.15am. From No 12 squadron, Amberley, it was on a routine exercise in the Toowoomba-Crows Nest area when it went down. An RAAF spokesman would not confirm that the Chinook had hit powerlines, but a South West Queensland Electricity Board spokesman said crews were repairing three 3,300-volt powerlines brought down by a helicopter. Flight Lieutenant Chubb, who had been in Australia on ex change for about 12 months, flying Chinooks, was taken by another helicopter from the nearby Army Aviation Centre at Oakey to Toowoomba General Hospital, where he underwent surgery. He is married, and has four children. The other three airmen who survived the crash, all from Ipswich, were Right Lieutenant Grant Frost, 25, of Ipswich, Warrant Officer Barry Bircham, 38, and Flight Sergeant Michael Attridge, 29. They had minor injuries and were taken to hospital by ambulance. An RAAF court of inquiry would be held and an on-site inspection would be made before the wrecked helicopter was removed from the dam. Army and air force police were guarding the wreckage last night. Investigators from the directorate of air force safety in Canberra were expected to arrive at the crash site this morning.

1988 The Chinook is an impressive aircraft at air shows and 12 Squadron was able to show off their flying skills at a number of events.

Chinooks at Expo 18 Jun 1988

1989 Dramatic rescue of a family from the disabled yacht “Tiraumea”, 100nm east of Coolangatta, Queensland.

On the 26th of April, 1989, a 12SQN Chinook came to the rescue of a disabled yacht 100nm off the Queensland coast. Crew on the mission: Captain – Grant Frost; Copilot – Glen Foster; Loadmaster – Neil McCamish; Flight Engineer – Peter Renton; Medical Officer – Greg Hampson; Nursing Officer – Janine Roberts; SES Winchman – Brett Mitchell; CAA Dropmaster – Dave Parr.

25 August 1989

Due to the need to reduce defence expenditure, the Australian government decided to retire the Chinook helicopters in 1989. Following the retirement of the Chinooks on 30 June 1989, No. 12 Squadron was disbanded on 25 August 1989.

1995

4 of the ex-RAAF CH-47Cs were upgraded to CH-47D standard and assigned to ‘C’ Squadron of the Army’s 5th Aviation Regiment from 1995.

PART 4: Poseidon Era (2025-) 

17 October 2025 (RAAF Press Release):