Wac Whiteman
Background
This site contains the stories of my grandparents, in their own words. James Leighton Dennett Whiteman- "Wac" and Janet Beth Whiteman-“JB”. In the 1980's my grandmother had the foresight to sit down with Wac and capture the audio tapes of his stories before, during and after WW2. Wac's stories were legendary in his day. They have been recounted by many in the aviation industry and over many family dinners. As eldest granddaughter, I was asked to be the custodian of the stories and ensure they were told. I spent many years wondering how best to tell the stories but nothing is more powerful than as they were told.
Wac Whiteman was a notable Australian pilot and a significant figure in aviation history, particularly for his efforts involving the RAAF and his record breaking Tasman flight.
Early Career and RAAF Involvement
· James L. Whiteman was a long-serving pilot in the Royal Australian Air Force (RAAF) and a pre-war commercial pilot. He gained recognition for his aviation skills both in military and civil aviation spheres.
· In 1953, he aimed to compete in the London-Christchurch Air Race and approached government officials for permission to utilise a retired RAAF Mustang aircraft for racing.
· He became well-known when he attempted to break the speed record between Sydney and Auckland in the same year, in a Mustang aircraft he had acquired. He successfully completed the record run, demonstrating both skill and the capabilities of the aircraft despite facing significant mechanical issues.
· Wac was vocal about aviation policies and regulations in Australia and
· James L. Whiteman's contributions are significant in the context of aviation history in Australia, particularly regarding how ex-military aircraft could transition into civil aviation. His advocacy for civilian use of military aircraft has had a lasting impact on Australian aviation regulations.
Historical accuracy
Wac told a good story, and we have included the names, dates and locations as they were told. We have not checked for the historical accuracy with other aviation records, and are sifting though his personal papers to add paper clippings and government documents that align to the recount. We are happy to add to the content any further notes in the future.
Language and Content Warning
The language in the written and audio content is unedited. It does not reflect the modern day language and cultural sensitivities to ensure it remains a historical recount and the view point of a pilot who lived through the turmoil of war. It is not intended to offend anyone.
There are accounts of those who lost their lives. We have kept these accounts as they were told for historical purposes. Our respects to all those that lost their lives.
Feedback
I hope you enjoy the little bit of aviation history we are sharing! I am happy to receive feedback at nicole@nicolemcmahon.com
Flying Career
Flying Career
Interest in aviation began at the age of seventeen in England where I joined the Auxiliary R.A.F to undergo weekend instruction as an Aircraft Fitter. During this time I was taken up several times in a small Gypsy Moth Aircraft. I joined my father in Johannesburg in 1927 and Manufacturers as an aircraft fitter. While working for then at Barrenguana Aerodrome, I obtained a private pilot's licence having been instructed by Captain Douglas and Major Hewson, who had been World War 1 pilots. I also became interested in car racing at that time and raced a hotted up Hudson at Brooklands in Transvaal.
In 1930 I was sent for by my father to join him in the Argentime to help him with the development of his Kinetic Carburettor and Blendite fuel which he had invented. I took flying lessons from Baron Von Holzman at the Casilda Aerodropme and obtained my Commercial Pilot's licence. Von Holzman had been a German Ace in the 1914-18 War.
After gaining my commercial I joined my father at the Air Base at Cordoba and flew with the Argentine Air Force testing the power alcohol and gained my International Pilot's licence. Later I flew for La Critica Newspaper, flew the Andes in a small single engine Compass Swift Aircraft and joined Esso in Paraguay guarding their pipe line from marauders by dropping T model German bombs when necessary.
After seven months with Esso, I returned to England. I had only a brief stay there before travelling to Australia where I was able to do some flying with the Royal Aero Club of NSW at Mascot.
In 1934 I joined my father in New Zealand where I crashed a light aircraft at Milson Aero Club in Palmerston North while trying to avoid sheep, which were grazing on the aerodrome. I managed to do a little flying with the Wanganui Aero Club while in N.Z. I met my wife Bett and we were married in P.N and left for Sydney in January 1936 once again to help my father. From then on to the beginning of '38 I battled to keep my head above water and I worked at anything and everything. The depression was not over and finding employment was difficult. My father no longer needed help so I was on my own.
I joined the RAAF in January 1938 as an A.C.1 2E fitter and was stationed at Laverton in Victoria. War broke out in September 1939 and there was much confusion. I was promoted to Sgt. Pilot mainly because of my previous flying experience but having non-commissioned personnel as pilots was an embarrassment so all Sgt. Pilots were posted as Link Trainer Instructors where I taught student pilots, recruited under the Empire Air Training scheme the techniques of blind flying under simulated conditions. From there to Camden where I did an Instructors Course and was then posted to Archerfield Qld to No 2EFTS and gained my commission becoming a pilot Officer. The entire Flying school was moved to Tasmania after the Japanese attack on Hawaii to make room for the Americans. All the aircraft (Tiger Moths) were flown down in early stages to Western Junction, From there I was posted to the S.F.T.S Deniliquin NSQ. After some months there I managed to be transferred to the first Transport Squadron to be formed in the RAAF and as a foundation member served the Captain. While 36 Squadron was being formed, I flew with the American outfit under the command of Colonel Ellsmore. The transport years were long hours of hard flying, war zone carrying troops equipment and supplies including ammunition, always unescorted and unarmed. Often jumped by the Japanese and often flying under adverse weather conditions.
I received my discharge at the end of '46 and started up an Antique Dealing business but kept up my interest in flying. In '47 I went up to North Queensland to pick up an eighteen year old monoplane I had won gambling during the war. This was a Western Widgeon and I obtained a Ferry Flight Permit to fly it to Sydney but had engine trouble south of Newcastle and crash landed in a swamp in rugged country south of Seal Rocks. I was missing for some days but managed to walk out unaided before the search parties managed to locate me.
In '49 I was approached to fly a Lockheed to Israel. The aircraft was in poor condition and I flew without a second pilot but with the help of a mechanic. It turned out to be a flight full of drama and problems. The flight was also without Government approval and the owners of the aircraft were quite unscrupulous. Questions were asked in Parliament at the time as to the whereabouts of the plane and also a second one when both of them disappeared after leaving Nicosia without revealing their true destination.
I bought a Curtiss Robin in '50 with the intention of doing some joy riding, which I eventually managed to do but for a start struck thirteen weekends in a row when it was too wet to fly. I operated from Albion Park on the South Coast and also at Collangatta where I made a successful forced landing with two passengers on board. I also did a few cargo runs between Canberra and Cooma.
Towards the end of 1950 there were heavy floods in the North West of NSW and property owners were unable to transport their wool to Narrabri because the roads were impassable. I piloted a Lockheed Lodestar, taking bales out and in one week shifted wool to the value of 178,000 pounds to Narrabri aerodrome. The Lodestar was during December '50 as there was a serious transport strike. One trip nearly ended in disaster when the aircraft was incorrectly loaded and I was lucky not to have crashed on take off. Correct distribution of weight was always critical on the Lockheeds.
I rejoined the RAAF for a further two years in 1951 and during that time spent ten months in Malaya and Korea. Malaya was having enormous problems with terrorists and conditions were extremely difficult both on the ground and in the air. The Korean War was in full swing, so flying conditions were not easy there either.
While I was there, I was tested by the RAF examiners for a Master Green Ticket for blind flying, which I gained.
After returning to Australia I went back to Kuala Lumpur on my first leave to pick up a single engined aircraft I had bought from the local Aero Club while stationed there and flew it back to Sydney. I encountered quite a few delays with Indonesian Officials and finally spent time in gaol and Sambawau Besar as a suspected spy. The Airfcraft, a Fairchild Argus.
Once back at Richmond RAAF base I was appointed to the VIP Flight as a Captain and would have been on the Royal Flight if the present Queen's Father had not died before she and Prince Phillip reached Australia.
I received my discharge once more from the Air Force in January 1953 and bought a Mustang from War Disposals and in July that year broke the Tasman Record for a single engine (piston driven) aircraft. Later that year I flew the Control Officers for the Redex around Australia Car Trial in the official plane which was a Proctor. This was the first trial of it's type and lasted 14 days.
I returned to New Zealand in December '53 taking the family with me, also a car and a Ryan aircraft. While making a flight to Whangarai, North Auckland in the early part of '54 an engine connecting rod broke and I made a forced landing on Takapuna Beach, just north of Auckland where luckily the tide was out and I was able to avoid a party of school children.
I returned to Australia in December '56 followed by the family in January '57. Almost immediately I started working as a crop dusting pilot and gained a Class 1 Agricultural licence when they became mandatory in 1961.
I worked initially in NSW but later in Queensland and Western Australia. In '59 I joined a newly formed company and went to England to pick up an EP 9 Crop dusting aircraft designed by Edgar Percival. I was accompanied by another pilot and we flew the two single engined aircraft to Australia taking approximately 3 weeks.
I continued to fly for the company Skyspread but eventually became dissatisfied with the way they operated and when I was offered a job with Crop Culture Ltd. overseas, I accepted it and first went to Ecuador, which was banana spraying from a helicopter, and then on to Jamaica where I sprayed both banana's and sugar cane in a Snow aircraft.
This was a modified version of the war time single engine fighter the Thunderbolt. Later I worked in the Sudan spraying cotton then back to Jamaica. After twenty years I gave the crop dusting away ,did a dew Ferry Flights to Indonesia in twin engined aircraft, bought, modified and sold a Gyrocopter and am now assembling and modifying an Ultra Light Aircraft which will be cold once tested. I will then assemble another of the same type of floats.
Wac Whiteman (as told in the 1980's to wife Betty)
FOREWARD by Janet Beth Whiteman (J.B.W)
Foreward
Little did I know when I agreed to a blind date in October 1934 in the small New Zealand town where I lived that I would within three months marry an unorthodox man with a passion for flying and not afraid to be different.
The fact that his grandfather and my great grandfather David Strachan had been pioneers and early settlers in the Wanganui District was a strange coincidence. His life had been the complete opposite of mine. I had never travelled overseas or lived away from my family, while he- at 23 years- had already travelled extensively and held an International Pilots licence and flown in many countries.
Now after 51 years of marriage I would like to put on record the fascinating story of his flying experience and my part in some of them during peace and war spanning 54 years.
J.B.W. 1986
